Jabatan Kejuruteraan Awam & Struktur
Fakulti Kejuruteraan dan Alam Bina
UNIVERSITI KEBANGSAAN MALAYSIA
______________________________________________________
KKKH 4284
SUSTAINABLE URBAN PLANNING
_____________________________________________
KAJANG LOCAL PLAN FOR
SUSTAINABLE DEVELOPMENT
MEMBERS:
JULIANIZA ARIFFIN
NURHAYATI BINTI ABDUL RAZAK
AQILAH MADIHAH SHAMSUDIN
MATRIC NO.
A 132737
A 133731
A 132885
TABLE OF CONTENTS
1.0
INTRODUCTION
1
2.0
OBJECTIVES
4
3.0
CURRENT ISSUES IN KAJANG
4
4.0
SUSTAINABLE DEVELOPMENT PRINCIPLE
4.1
Quality of Development
6
4.2
Integrating Transport and Development
8
4.3
Minimum environmental impact due to surge in travel demands
12
4.4
Development Access: Pedestrians, disabled people, cyclists,
public transports, private transport
15
4.5
Parking
21
4.6
Urban Design Principles
32
4.7
Context: compatible with existing landforms and natural
features, retain, and where possible enhance important existing
urban spaces, townscape, parkland, natural or historical features;
respect the existing layout of buildings within the street space,
5.0
integrate into the local community
38
4.8
Safety and Security
43
4.9
Landscape and Biodiversity
48
4.10
Renewable Energy
50
4.11
Air Quality
52
4.12
Water Quality and Drainage
54
CONCLUSION
58
1.0
INTRODUCTION
History of Kajang
Kajang, the district capital of Hulu Langat is a town in the eastern part of Selangor, Malaysia.
It is located 21 kilometres from Kuala Lumpur. The total population of Kajang has grown
rapidly in the past few years, with estimated population growth of 9% per annum which
contributes to high population density. Currently, Kajang's population of 342,657 consists of
60.4% Malay, 19.3% Chinese, 9.7% Indians, and 10.6% other ethnic groups. Among
Kajang's main population centres are Sg. Kantan, Sg.Jelok, Sg.Ramal, Sungai Chua, Sg.
Sekamat, Bandar Mahkota, Jalan Reko, Jalan Bukit, Bandar Sungai Long, Bandar Tun
Hussein Onn, Cheras Perdana.
The first settlement in Kajang was established in 1709. In 1807, Kajang was founded
after the Klang War. Because of its central location, it was made the district capital of Hulu
Langat. Kajang as a modern town owes its rise in particular to the coffee estates which were
opened up around it in the 1890s. One of the famous coffee estates were Inch Kenneth Estate
managed by the Kindersley brothers who were among the first to plant rubber in the country
on a commercial basis. Another was Perang Besar (Great War) Estate, opened by some
British ex-servicemen led by Colonel Henry Gough, who was the pioneer of bud-grafting of
rubber trees in the country.
Many historical buildings can be found in Kajang where most of the colonial-era
buildings were constructed around 1920s to 1930s. The architecture of these shop houses is a
combination of traditional Chinese and European designs.
The concept of the early development in Kajang seems to loosely resemble our urban
sustainable concept, “mixed-use development” where people live closer to work and have
easy access to shopping, dining and entertainment. The ground floor was used mostly for
commercial activities and the upper floor as the family living quarter.
One of Kajang's landmarks is Stadium Kajang which is situated in the heart of the
town. Another landmark is the Kajang Mosque or Masjid Kajang, which is easily
recognisable by its bright yellow facade.
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Figure 1.1
Figure 1.2
Kajang in the early 1970’s
Area of Sungai Chua which now turns into a flyover
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Concept of Development
The general idea of our concept is to introduce a sustainable development for Kajang
city without compromising the community and future needs. Kajang city is already equipped
with basic amenities such as commercial center, housing, government offices, road network,
industries and public facilities. It is currently seen to possess high potential for further
development. However, from our opinion the development of Kajang city is not properly
planned which results in heavy traffic jam, flash floods, pollution, funding shortage and
social problems. To redevelop Kajang into a sustainable city, the following suggestions shall
include:
1. Quality of Development
2. Integrating Transport and Development
3. Minimum environmental impact due to surge in travel demands
4. Development Access: Pedestrians, disabled people, cyclists, public transport, private
transport
5. Parking
6. Urban Design Principles
7. Context: compatible with existing landforms and natural features, retain, and where
possible enhance important existing urban spaces, townscape, parkland, natural or
historical features; respect the existing layout of buildings within the street space,
integrate into the local community
8. Safety and Security
9. Landscape and Biodiversity
10. Renewable Energy
11. Air Quality
12. Water Quality and Drainage
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2.0
OBJECTIVES
The objectives to redevelop Kajang into a sustainable city are as follows:
i.
To stimulate a more effective economic growth.
ii.
To ensure the physical development of the city is in equilibrium with the
environmental needs.
iii.
To upgrade and improve the social needs of the local community.
iv.
To implement a modern, competitive and more systematic urbanization.
3.0
CURRENT ISSUES IN KAJANG
Kajang as one of the area in Selangor has developed the region with provides a facility which
has characteristic itself with sufficient land use. Developing Kajang city has marked by
arranging city pattern which marked by highways network development for vehicles,
residential, offices and another facility like a commercial area. However, Kajang is now
facing many problems. They are:

A congested town with traffic jams during peak hours

Comprised of majority of immigrants (legal and illegal)

The downtown is a breeding ground for rats and pesticides

High criminal rates

Air pollution in downtown

Lack of awareness in environmental issues
Figure 1.3
Traffic congestion in Kajang
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Figure 1.4
Lack of awareness in town cleanliness
Figure 1.5
Figure 1.6
Illegal immigrants in Kajang
Air pollution in Kajang
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4.0
SUSTAINABLE DEVELOPMENT PRINCIPLES
4.1
QUALITY OF DEVELOPMENT
Quality of life encompasses the fulfilment of all human needs such as satisfactory standard of
material life, health, education, security, the satisfaction of living in a clean environment as
well as the enjoyment of the aesthetic and the spiritual. For the individual, a prerequisite of a
good quality of life is an adequate income, sufficient to permit access to the facilities that the
city can provide.
Kajang has a number of new and old shopping complexes. The Billion Shopping
Center in Kajang town has been around for more than 20 years. It was located in the heart of
Kajang town. Metro Kajang and Metro Point are other shopping complexes in Kajang. There
has been a recent boom of new hypermarkets in Kajang. Giant was the first hypermarket in
Kajang. Tesco Kajang, which is located at Saujana Impian, nearby Giant hypermarket, was
the second hypermarket. Also, Jusco Balakong is around 5minutes away from Jalan Cheras of
Saujana Impian.
Metro Kajang
MetroPoint Kajang
For the facilities and amenities in Kajang, as we can see, public hospitals found within
and around Kajang town are Hospital Kajang, and Hospital Putrajaya. There are also medical
centres functioning 24 hours such as Kajang Plaza Medical Centre (KPMC) and Kajang
Specialist Hospital (KPJ).
For education, Kajang is a town surrounded by many schools, mainly SMAP Kajang,
Kajang High School, SMK Yu Hua Kajang, SMK Sultan Abdul Aziz Shah Kajang and many
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more. Kajang High School is reported to be one of the oldest schools in Kajang. There are
also few private schools located within Kajang namely Sri ABIM, Al-Amin, and Sri Ayesha.
Kajang also has a few institutions of higher learning. One of the universities located near
Kajang is Universiti Tenaga Nasional (UNITEN). Another, National University of Malaysia
(UKM) is nearby Bangi, is one of the largest national universities.
In line with the vision of a World-Class City, the objectives related to quality of life
are to:

Provide opportunities and facilities for residents to attain economic and social
progress.

Provide a clean, pleasant, and save living environment and access to high quality
community and cultural facilities as well as public services that are supported by
efficient infrastructures.
Safe living environment

Create different types of public transport. For example, boat to encourage people to
use public transport than private cars.
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Boats
4.2
INTEGRATING TRANSPORT AND DEVELOPMENT
Integrated transport planning is concerned with the development of broad plans that
address all aspects of the transportation system including benefits and impacts from transport
and impacts within the community. This plan sets the broad policy agenda required to
establish continuous improvement towards a sustainable transport system. Integrated
Transport Plans priorities and schedule project such as bicycle plan, walking networks,
education initiatives alongside car and truck based policy. These planning scheme outcome to
create urban town, neighbourhood and an activity centre, bringing people closer to shops,
services and job reducing the need to travel long distances and using a car.
A good traffic management is aimed to optimizing the existing infrastructure and
improving the flow capacity at the city. Strategies that can be applied in Kajang City centre
are:
1. Encouraging people to use public transport instead of their own public
transport. To do so, the services of public transport such as busses, taxi need to
be improved. The local authorities or the government should take a serious
consideration into providing a safe environment at the bus stop, surrounding
the city, the waiting area and the sidewalk zone.
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An enclosed bus shelter
A safe sidewalk
2. Upgrading the road systems by widening and implementing the smart grid
system for the transportation systems.
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A smart grid system for road
3. Provide a new Bus Rapid Transit system (BRT). A true BRT system generally
has specialized design, services and infrastructure to improve system quality
and remove the typical causes of delay. Sometimes described as a "surface
subway", BRT aims to combine the capacity and speed of light rail or metro
with the flexibility, lower cost and simplicity of a bus system. To be
considered BRT, buses should operate for a significant part of their journey
within a fully dedicated right of way (bus way) to avoid traffic congestion. In
addition, a true BRT system will have most of the following elements:

Alignment in the centre of the road (to avoid typical curb-side delays)

Stations with off-board fare collection (to reduce boarding and alighting delay
related to paying the driver)

Station platforms level with the bus floor (to reduce boarding and alighting
delay caused by steps)

Bus priority at intersections (to avoid intersection signal delay)
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A Bus Rapid Transit (BRT) System
4. Provide subway to encourage people to consume public transport. Modern
services on rapid transit systems are provided on designated lines between
stations typically using electric multiple units on rail tracks, although some
systems use guided rubber tyres, magnetic levitation, or monorail. The stations
typically have high platforms, without steps inside the trains, requiring
custom-made trains in order to avoid gaps. They are typically integrated with
other public transport and often operated by the same public transport
authorities, but does not exclude a fully segregated light rail transit. It is
unchallenged in its ability to transport large numbers of people quickly over
short distances with little use of land. There are many benefits of
implementing this subway such as:

Saves you money

Helps protect the environment

Reduces traffic congestion

Offers convenience and easy access

Saves energy

Safer than driving

Strengthens communities and improves livability

Increases property values
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Subway or underground train
4.3
MINIMUM ENVIRONMENTAL IMPACT DUE TO SURGE IN TRAVEL
DEMANDS
Kajang already exhibit many problems associated with unmanaged urbanization such
as pollution, inadequate water supply, weak sewerage infrastructure, waste disposal, high
crime rates, foreigners, and traffic congestion. Population growth and migration has also
result in the premature conversion of productive agriculture land, for residential and other
urban users.
Most of the facilities are available at the centre of the City which makes people focus
on the Kajang Town. This situation will cause high density of private cars which result on
traffic congestion, noise, and air pollution. Same goes to the poor drainage system in Kajang,
the attitude of some people throwing out the rubbish into the drain will consequently clog up
the drain. Due to that, flooding will occur during the heavy rain pour in the city.
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Flooding occurred due to poor drainage system
Air pollution by the burning of car fuels
The clogged drain in Kajang
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In order to enhance the problems, some measurements need to be practiced:

Do maintenance on the sewerage system to prevent flood from occurring

Maintaining the flow capacity of the river and ensuring there is no clogging

The feasibility of constructing gross suspended solid traps upstream and at
other strategic locations to collect waste and reduced clogging should be
investigated to provide more effective long-term measures to prevent flooding

Improve the transportation system by providing a friendly user, safe, and
punctual public transport so that people will be redirected towards using
public transport instead of using their own. This can help to reduce the traffic
congestion as well as reducing the burning fuels into the air.

Encouraging people to practise the 3Rs concept which are reduce, reuse and
recycle. More recycling centre should be provided and more campaigns on
gaining awareness on environmental issues among the people should be held.
Recycling centre
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4.4
DEVELOPMENT ACCESS
Walking and bicycling are two most environmental friendly modes of transportation that
enhance both personal and social well-being. They are also very important travel modes that
provide a seamless transportation system that includes other modes of transportation such as
buses and commuter rail. In addition to transportation, these two modes of travel provide
many public access, health and economics.
Effective pedestrian and bicycle network depends on several factors such as
accommodating pedestrian and bicyclist on arterial and collectors streets, selecting
appropriate facilities, creating and maintaining a system of closely-spaced interconnected
local streets and lastly overcoming barriers such as highways crossing, intersection, railroads
and rivers. Accessibility for people with disabilities means many things raging from physical
access to services and the built environment. The main provision measure is to adapt rail, bus
and taxis for easy access and adaptation of toilet and waiting room.
There are many issues regarding the accessibility in Kajang. All these issues are
contributing to the unsustainability of the city. They are:
1. The high travel demand has increased due to private transportation especially private
cars. As the consequences, the congestion had worsened during peak hour where the
capacity is very high. This also might be due to the population which have been
grown rapidly by the past few years due to the incoming of the legal and illegal
immigrant.
High population causes high travel demand
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2. In Kajang, the pedestrian networks were not progressively implemented in the town.
There are no single pedestrian bridges in town. There were also no zebra crossings
around the town. These make it hard for the people to cross the road during peak hour.
Plus, the security is very loose and illegal immigrant seems to be anywhere near the
backstreet where that is the only ways to the Plaza Metro Kajang if the people use the
public transport.
Road with no crossings for pedestrian
3. Cycling has been incorporated into the housing area and recreational areas. But in the
town of Kajang, bicyclists are rarely seen. The conditions make it hard for the people
to cycle under the hot burning sun. Sometimes, only the construction workers were
seen using the bicycle. Furthermore, cycling in Kajang are quite dangerous. With all
those buses and private transport on the roads, plus the unreliable condition on the
road, making it dangerous for to use bicycle in Kajang town.
4. In Kajang, there were not much seen the facility for the disabled people. In using the
public transport, there are no landing ramps for the disabled people. There were still
using steps, this make it harder for the people with wheelchair or cane stick. Besides
that, there are no braille’s sign for people with low visual impairment.
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In order to overcome all these problems in Kajang, some of these measures need to be carried
out. They are:

Redirecting the movement pattern of using the private transport to the public
transport.
Comparison of using public transport and private transport

Improving the quality and as well as extending the services for public transport
especially commuter trains and local buses
The construction of the Mass Rapid Transit (MRT) project

Improve the traffic management system by implementing the smart system.

Lower the traffic speed limits
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
Smaller corner turning radii
Turning radii

Cultivation of green strips and green trees.
Green strips and green trees

Improve the existing transportation infrastructure for shared use of streets and roads
by bicycle and motor vehicle
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Shared roads

Integrating local streets, shared use path and rail-trails into the bicycle network.
Bicycle network

Putting ramp instead of steps
Ramps for the disabled
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
Provides layers, well defined signs for people with a visual impairment
Road directories for people with visual impairment

Improving the access to toilet or washing facilities.

Ticker gate at commuter station for the disabled.
Ticker gate for the disabled
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4.5
PARKING
Park and ride systems
Park and ride was aims to reduce vehicle trips and commute emissions. To encourage
employees to give student a try, government can offers incentives in the form of rebates on
train tickets, discount on Student, University Pass or Golden citizen membership, campus
shuttle service, occasional parking permits, and guaranteed rides home.
Transportation and distribution services should be created so they can offers a number of
sustainable commuting options including carpool matching services, vanpools, subsidized
bus passes, rebates on train tickets, and other convenient, cost-effective options that can
significantly reduce your monthly transportation expenses. All Sustainable Transportation
programs include employee incentives for a number of complimentary daily permits on those
rare occasions when you drive alone, and a guaranteed ride home program for unexpected
emergencies.
These actions will leads to :

Minimal investment and transportation cost

Zero parking fees

Combining exercise with travel

Dependable & predictable transportation
Sustainable Transportation Permits
To aid with the rare need to drive to campus, schools and workplace, Sustainable
Transportation can offers occasional daily Sustainable Transportation Permits.
1. Graduate students who are employed by the campus, student of nearby university or
institution and scholars may register for incentives at this permits for parking fees
discount and workers to distant workplace can registered this permit which can be
access using self-parking machine.
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2. Guaranteed Ride Home
All registered participants also may receive a Guaranteed Ride Home in case of
illness or emergency. Transportation and Distribution Services will arrange
transportation to the employee's home or other destination free of charge once every
six months. Taxi service at the expense of a student or employee may be arranged if
something occurred.
3. Park 4 Free
If four or more students or workers get together in a carpool, they can park for free.
4. Commute by shuttle bus and vanpool at drop-off station in front of the multi park
building
Parking system
Cuurent situation in Kajang centre is worsened each day.
In the Kajang city centre area, where congestion occur because of parking habits of buses and
car in order to wait and drop passenger, should change.
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The sides parking lane for drop of and adequate bus stops should be built. Besides, widening
the road and thus spare a special lane at the road centre provide safety for crossing over as
they have time to wait for car to passing by.
Parking design
Parking lots are a familiar part of modern life, providing the starting and ending point of a
visitor’s experience with a site. Characterized by black top surfaces, minimal landscaping,
and pole lighting, these open spaces dominate many urban and suburban landscapes. Since
most parking lots are designed to maximize parking space, they lack extensive landscaping,
and there are generally very few trees. The metal mass of numerous vehicles sitting on the
black top surfaces collects and radiates heat, creating a less than pleasant experience for the
driver and passengers. In fact, the heat collected by vehicles and the black top surface itself
create heat island effect, a serious consequence of modern infrastructure that can damage
micro-climates.
Urban heat islands (UHI) are metropolitan areas that capture and retain the sun’s
energy into the evening. UHIs can increase the magnitude and duration of heat waves within
cities, which can lead to increased heat wave mortalities. Cars sitting on cement bring grease
to the lot, which is captured by storm water runoff that contaminates municipal collection
systems, and pole lights, along with other urban lighting, create an unpleasing urban effect
that makes the stars in the night sky invisible.
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Several method recommended for sustainable parking lots in Kajang :
1. Rainwater infiltration
Parking lots are a primary contributor to storm water runoff in our cities due to their
scale and impervious character. Parking lots, unless they are low-frequency use
parking lots, must have a certain level of imperviousness to them for the functional
aspect of vehicle movement.
Porous technique is recommended design to be adopted in parking system in Kajang.
Besides, grass parking is the most recommended to be adopted especially in the high
spots area which attracting many visitors such as Kajang stadium, Sate Kajang,
UKM’s field, fair market, and road shoulder.
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Grass parking able to withstand a very weighted vehicle where a set of
foundation made from high durable plastic will be planted on soils and turf with grass.
This method beautifies the environment and reduce runoff water in Kajang’s area.
Parking lots also designed with curbs, curbs opening and plant at the same or
lower grade than the parking surface. Then, rainwater which is often disregarded and
redirected towards storm water sewer will be utilize to watering the plantation and
trees nearby the area. This, in future will help reducing the heat island effect which is
common with parking lots.
2. Solar Parking
In the sustainable future, while more efficient public transportation might reduce the
role of passenger vehicles to some extent, both vehicles and parking lots are on a
parallel road to positive environmental friendliness. Parking lots can be transformed
from blighted and uncomfortable spaces into pleasing “forests” of shade structures
that produce clean energy to power buildings and reduce peak demand loads on
existing infrastructure and charge electric vehicles, capture storm water run-off, and
reduce the heat gain of parked vehicles. Lighting can be contained beneath a canopy
for a more pleasing effect without light pollution in the night sky. Parking lots can be
sustainable spaces. In fact, by “foresting” parking lots with Solar Trees™, parking
lots can be beautified and elevated to a higher and better land use, with an improved
and integrated customer experience.
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Solar power projects that utilize photovoltaic shade structures in surface
parking lots or on the top levels of parking garages create a seamless integration of
renewable energy into the built environment that is beautiful, efficient, and useful. By
activating vehicle parking areas with pleasing shade structures, communities will
achieve massive deployment of highly visible renewable energy projects that create
clean energy through sustainable design. In addition, they enhance the use of the
land, creating a positive parking experience that can provide shade, shelter, beauty,
and electric vehicle infrastructure. In the sustainable future design precepts and
conventions are questioned and new possibilities are considered. Utilities can be
beautiful and parking lots can be sustainable and visually pleasing.
Modern photovoltaic (PV) equipment, which produces electricity from the
energy contained in sunlight, is a proven technology that has been in use for more
than 30 years to produce energy. Historically, PV modules have been installed on
building rooftops. These rooftop systems are designed to be hidden from end-user
view and experience. They are designed to be “back-of-house” infrastructure in the
same category as air conditioning equipment or electrical panels.
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Transitioning a solar array from a static rooftop location to the top of a parking
shade or shelter structure activates an amenity for the end-user of the site. Customers
benefit from shade and shelter. The use of a customer’s vehicle becomes a more
pleasant experience without the solar gain that results from exposure to the sun, and
because photovoltaic panels absorb the heat of the sun and provide shade for the metal
mass of the vehicle parked beneath them, the installations have a positive impact on
heat island effect.
Furthermore,
photovoltaic
shade
structures
create
electric
vehicle
infrastructure that enables a customer to charge their plug-in electric vehicle while it
is parked at the site, utilizing the clean energy generated by the photovoltaic on the
roof of the shade structure. The automotive industry is at a crossroads, with every
major auto manufacturer having announced plug-in hybrid electric vehicle
initiatives. General Motors targets an aggressive inaugural year sales of 10,000 units
in 2010.
Historically, the question of how to charge electric vehicles once their use
becomes widespread has revolved around home outlets or “gas station” type charging
stations, and concerns have been raised about the impacts to the grid of daytime
charging activities. However, in the sustainable future, electric vehicle charging
stations do not require the inconvenience of a fueling stop. In fact, they are available
where people park their cars in parking lots beneath shade structures. With charging
activity transitioned from an inconvenient fueling experience and integrated into the
parking experience, the reach of electric vehicles is expanded. Furthermore, by
ensuring that charging is powered with photovoltaic energy, concerns about overtaxing the electrical grid are addressed.
Unlike traditional shade structures, Solar Trees™, like trees in nature, have a
trunk, branches, and a shade canopy. The shape makes parking easier because the
support post, or trunk, is located at the front of the parking space rather than between
parking spaces. Semi-translucent panels provide filtered light beneath the canopy in
the same way that sunlight filters through the leaves of a tree. In both projects, Solar
Trees™ generate clean energy and activate the parking lots with iconic structures that
provide shade and electric vehicle infrastructure; at the Kyocera Solar Grove™, bio-
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swales were added to the medians and rain water is directed to these areas to
minimize run-off.
3. Multi-Level Parking Lot
There will be approximately 800 spaces available, with the remainder of the garage in
the building. Workers, staff, and visitor parking will be available on levels one and
two. Commuter/graduate parking will be available on levels three, four, and five. A
valid university parking permit will be required. This garage, aimed to be located in
the UKM commuter and Kajang parking lot , has many features that enhance the
sustainability of the town and was also designed with the involvement safety in mind.
This parking was designed to be very open with large spaces on every floor
and on all four sides of the building. The ceiling height was also designed to be as
high as possible which allows the maximum amount of fresh air to pass through,
creating natural ventilation of the vehicle fumes. The amount of daylight that will be
allowed in through these openings will also decrease the amount of time needed for
the interior lights to be on.
The parking levels of the deck have been outfitted with LED light fixtures.
These lights will reduce energy consumption due to their use of significantly less
power for operation. In addition, they have a longer life expectancy than their metal
halide counterparts keeping them out of our landfills.
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Many non-volatile organic compounds (VOCs) were used for adhesives,
sealants, primers, and paints. In addition, painting in general should be limited, which
require less painting and repainting in the future to maintain the structure. Many
parking garages are painted white for better reflectance but a lighter color concrete
was selected in order to avoid the need to paint the new deck.
Many more green features will be included during the construction phases.
Some of those initiatives include solar panels and also new landscaping with grass
and trees surrounding the garage that will actually decrease the amount of impervious
surfaces in the area prior to construction.
The open structure design contributes to sustainability initiatives but also
serves a safety purpose. The daylight will allow users maximum visibility and will
also allow those outside of the structure to be able to see inside which eliminates the
secluded feeling that is often associated with parking structures.
The four stairwells, one located at each corner of the building, and two
elevators, located in each south tower next to the stairwells, will be enclosed in glass.
This design feature was selected to allow maximum transparency, both in and out of
the stairwells.
The environmental benefits of the LED lights are easy to realize but this
lighting style has an additional bonus to the campus community which is safety. The
quality of light that is emitted is a very bright, white light which eliminates many
shadows that are common in parking garages and increases visibility allowing those
using the garage to be fully aware of their surroundings.
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4. Personal underground parking level
This type of parking is aimed for the medium and higher wealth level community. As
the price of Kajang will raised over the years, less parking area shall give satisfaction
for those who dreamed of large house with lower price.
The beautiful part of this is applications of multilevel parking lots underground with
the area of one vehicles only.
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5. Bicycle parking area at university and commercial building
To encourage Malaysian for riding bicycles to the destinations daily, a great facilities
need to be prepared first. Bicycle parking aimed at commercial area and university
area will attract riders to ride if parking is available. Besides, size of a bicycle is
smaller than cars. Thus this multi level perking lots need a narrow parking space
which is recommended to be transparent.
This idea created to minimized electric usage and maximize daylight usage during the
day and also for safety option. Lift is provided for those riders.
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4.6
URBAN DESIGN PRINCIPLES
Planning to effectively meet the conditions and realities of a Post Carbon, Climate
Responsible world will require a shift in our current understanding of what constitutes good
urban design and planning. Many of the practices that we now take for granted, such as
planning cities around automobile transportation, and zoning for single uses, will no longer
be economically, environmentally, or culturally viable. To address the changes in urban
design and planning, we are putting forward the following principles for resilient urban
planning and design in a post-carbon, climate-responsive building environment.
Density, Diversity and Mix
Kajang Cities and neighbourhoods will need to embrace density, diversity and mix of uses,
users, building types, and public spaces.
Creating resiliency and reducing the carbon footprint of urban development requires
us to maximize the active use of space and land. A single use low density residential
neighbourhood or suburban business parks, are typically underutilized during long periods of
time. A vibrant and sufficiently densely populated urban environment, by contrast, is well
used round-the-clock, all days of the week, and during all seasons. This results from a closely
knit mix of uses (e.g. offices, residences, coffee shops etc.), with sufficient density, and
which are accessible to a diversity of users (e.g. children, youth, seniors, high-income, lowincome,etc.). Dense mixed use neighbourhoods also allow for the effective functioning of all
types of business, social and cultural activities with very low inputs of energy for
transportation and logistics, thus increasing the resilience of these neighbourhoods.
Encourage Padestrian
Kajang cities and neighbourhoods will prioritize walking as the preferred mode of travel, and
as a defining component of a healthy quality of life.
Reducing car-dependency is a key objective and imperative. Luckily, the alternative
modes of transportation – namely walking, cycling, and transit – result in more sustainable
urban environments, and in an improved quality of life. It are the cities and neighbourhoods
that have prioritized walking, that have created desirable locations to live, work, play, and
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invest in. (The term pedestrian, as used in these principles, includes persons with
disabilities.)
Good Transportation Option
Kajang cities and neighbourhoods will develop in a way that is transit supportive.
After walking and cycling, transit is the most sustainable mode of transportation.
Resilient cities will need to re-orient their way of thinking, by shifting from car oriented
urban patterns (e.g. cul-de-sacs and expressways) to transit oriented urban patterns and
developments (e.g. mobility hubs, intensified corridors, and TODs). Not only will pedestrian,
and mass transportation friendly planning increase the quality of life of a cities, as fuel prices
rise after Peak Oil, only cities that are viable without heavy dependence on the car will have
the best chances of economic and social success.
Production Town
Kajang cities and neighbourhoods will focus energy and resources on conserving, enhancing,
and creating strong, vibrant places, which are a significant component of the neighbourhood’s
structure and of the community’s identity.
All successful cities and successful neighbourhoods include vibrant places, with a
strong sense of identity, which are integral to community life and the public realm: parks,
plazas, courtyards, civic buildings, public streets, etc.
A resilient post-carbon community, which reorients city-life to the pedestrian scale (a
500 m radius), must focus its efforts to creating a number of local destinations, which attract
a critical-mass of users and activities. Sprawl, for example, has very little place-making. A
traditional village or an urban downtown, by contrast, have innumerable nocks and crannies,
grand public spaces, gorgeous streetscapes, which make them desirable, successful, and
sustainable.
Heritage resources – buildings, structures, and landscapes – represents a significant
opportunity for place-making (i.e. through their cultural significance and identity), as well as
a significant environmental investment (i.e. through their embedded energy) that should be
conserved and leveraged.
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Variety of Communities
Kajang neighbourhoods will provide the needs of daily living, within walking distance (a 500
m radius).
Resilient communities, will reduce their carbon footprint by ensuring people opt to
walk or cycle, instead of using a car. To achieve this, destinations must be accessible within a
pleasant walking distance – people should be able and willing to walk from home to work, to
school, to shop, to recreate, and to engage the activities of their everyday life. Longer
distances should be achievable through transit.
Connectivity is central to making an area pedestrian oriented. Streets and pedestrian
walkways must be enjoyable to walk, must link key destinations, and must operate at a fine
scale. Communities must also be compact and concentrate a critical-mass of people and
activities to support walking, and to support animated and vibrant place-making.
Prudent of Natural Sources
Kajang cities and neighbourhoods will conserve and enhance the health of natural systems
(including climate) and areas of environmental significance, and manage the impacts of
climate change.
Our individual and collective health is intricately tied to the health of air, water, land,
and climate. How we choose to live, how we choose to move around, how we develop land,
all have an impact on the quality of the air we breathe, the water we drink, and the weather
we experience. Cities and neighbourhoods need to develop in a way that conserves and
enhances the quality of the water flow and supply, likewise for the quality of air and land.
Climate is, increasingly, a key driver to transforming our development patterns and living
choices. Action on this front is imperative.
The health and integrity of wildlife and vegetation are also a priority. Protecting
existing biodiversity, indigenous or endangered species, wetlands, the tree canopy,
connectivity, are all a necessary aspect of securing healthy natural systems.
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Integrated Technical and Industrial Systems
Kajang Cities and neighbourhoods will enhance the effectiveness, efficiency and safety of
their technical and industrial systems and processes, including their manufacturing,
transportation, communications and construction infrastructure and systems to increase their
energy efficiency, and reduce their environmental footprint.
The economic health and vitality of cities is inextricably bound up with the
effectiveness, efficiency and safety of its technical and industrial systems and processes. The
importance of reducing negative environmental impacts of economic activities and processes,
as well as reducing their dependence on fossil fuels will require us to develop more integrated
and more highly efficient industrial processes and technical systems that ensure a maximum
of efficiency in the use of both materials and energy resources, as well as the elimination of
all wasteful and potentially harmful bi-products.
Technical and industrial uses need to be integrated into the city in ways that allow
them to make the most efficient and synergistic connections and associations with similar
and complementary uses that will design for waste products from one industry or
technical process (such as heat energy) to be effectively used as a beneficial input in another
industry or technical process, thus increasing the overall efficiency of the city as a
system, while reducing the creation of harmful and/or wasteful bi-products.
The health and integrity of the neighbourhoods that these technical and industrial
systems are part of is also a priority for the Resilient City. The strategic integration of
industrial and technical systems into mixed use neighbourhoods should be planned so as to
produce not only better economic performance, but also to create easily accessible and safe
working environments, healthy surrounding neighbourhoods, and no negative impacts on the
natural environment.
Local Sources
Kajang regions, cities, and neighbourhoods will grow and produce the resources they need, in
close proximity (200 kilometre radius).
The environmental cost of the movement of goods and energy increases every day,
and the potential for price increases in transportation fuels as a result of Peak Oil increase the
future costs of non-local sources. Thus, populations must seek to satisfy their consumption
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needs from local and regional sources. The ‘100-mile diet’ and local-food movement has
increased awareness of the importance of consuming local products, to decreasing our carbon
footprint. The same principle that applies to food, also applies to the manufacture of goods,
the production of energy (e.g. district energy, district heating), recreation needs (i.e. 100-mile
tourism), waste disposal, water management, and any other resources which we consume.
Engaged Communities
The development of resilient cities and neighbourhoods will require the active participation
of community members, at all scales.
From the seemingly trivial activities of everyday life (e.g. using a plastic bag) to the
overtly transformational (e.g. growing the city), citizens have a role to play and a
responsibility. It is only through the sum total of individual choices, of individual actions,
that change will come about.
Residents and stakeholders must be part of planning and designing their cities and
their communities. They must also be part of delivering a new vision: by choosing to walk,
by engaging each other, by generating awareness, and by demanding higher standards.
Redundant and Durable Infrastructure System
Kajang Cities and neighbourhoods will plan and design for redundancy and durability of their
life safety and critical infrastructure systems. Planning and design of these systems will aim
for levels of redundancy and durability that are commensurate with the increasing
environmental, social, and economic stresses associated with the impacts of climate change
and peak oil.
The physical, social and economic health of the Resilient City and its citizens is
directly connected to the city’s ability to maintain the effective functioning of its key life
safety and critical infrastructure systems – especially during episodes of intense
environmental stress (such as during severe storms, floods, or other weather related events).
Key infrastructure systems such as drinking water supply, electrical power, and residential
heating in winter, and key life safety systems, such as police, fire, and emergency response
services and their support systems, must be planned and designed for a level of redundancy
and durability that will allow them to be durable enough to resist present and future
environmental stresses, as well as to have enough redundancy built into their design to allow
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the system as a whole to remain sufficiently functional and intact that if one or
more constituant parts of the system is compromised, the system as a whole will nevertheless
remain operational and able to provide the necessary outputs or services.
Operation
Kajang cities and neighbourhoods will develop building types and urban forms with reduced
servicing costs, and reduced environmental footprints.
Urban sprawl is extremely expensive to service and maintain – the amount of land,
roads, pipes, and infrastructure required per capita is disproportionately large. A compact,
mixed-use urban environment, by contrast, is far more efficient in its demand for municipal
services and infrastructure requirements. Resilient cities will not subsidize inefficient forms
of development (e.g. building roads and assuming operating costs) and instead prioritize city
patterns and built forms that have a reduced footprint on the environment and a reduced
burden on municipal resources (e.g. directing growth to where services exist: infill).
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4.7
CONTEXT OF SETTING AND HISTORICAL BUILDINGS
The setting of a historic structure can incorporate a range of factors,
not all of which will apply to every case. These include:
•
current landscape or townscape context;
•
visual envelope, incorporating views to, from and across the historic structure;
•
key vistas, framed by rows of trees, buildings or natural features that give a
structure a context, whether or not intentional;
•
the historic structure’s prominence in views throughout the surrounding area;
There are three stages in assessing the impact of a development on
the setting of a historic structure:
•
Stage 1: identify the historic structures that might be affected by a proposed
development.
•
Stage 2: define the setting by establishing how the surroundings contribute to the
ways in which the historic structure is understood, appreciated and experienced.
•
Stage 3: assess how any new development would impact upon that setting.
Stage 1: identify historic structures
A desk assessment of existing historic environment records and other sources of
information should be used to gather baseline information. The baseline information should
identify all the potentially affected historic structures and their settings, including information
on scheduled monuments, archaeological sites and landscapes, listed buildings, parks,
gardens and designed landscapes, World Heritage Sites, conservation areas and designated
wrecks. This assessment should not be constrained to those historic structures that fall within
a pre-defined zone. A precautionary approach is recommended: more distant structures
should also be included at the initial stages and only discounted after an assessment of their
setting has been made. The engagement of a suitably qualified historic environment
consultant to undertake this identification and assessment should be considered.
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Stage 2: define and analyse setting
The setting of a historic structure comprises a combination of what survives of its original
setting, subsequent historic developments and modern changes. As outlined above, setting
can incorporate a number of factors, all of which should be considered. The following are
examples of issues that should be addressed:
•
How do the surroundings contribute to our ability to appreciate and understand a
historic structure?
•
When the historic structure was developed or in use, was it located to be seen
from a distance, perhaps from other sites or buildings?
•
Was it intended to have wide views over the landscape?
•
How does a historic structure contribute to its surroundings: for instance, is it a
prominent or dominant feature in the landscape?
The ‘curtilage’, or property boundary, of a structure may be an important element in
understanding its original function and design, but the setting and curtilage of a structure
should not be assumed to be the same.
Key viewpoints to, from and across the setting of a historic structure should be
identified. Often certain views are critical to how a historic structure was approached and
seen, or understood when looking out. These views were sometimes deliberately
manipulated, manufactured and/or maintained. Depending on the historic structure in
question these could include: entrances, specific points on approaches, routeways, associated
farmlands, other related buildings, monuments, natural features, etc.
Sometimes these relationships can be discerned across wide areas and even out to
distant horizons. In other cases they can occur in a more restricted view, defined and enclosed
by relatively closed topographical or built features. For some historic structures both
immediate and distant points of visual relationship are crucial to our understanding of them.
Many historic structures have been altered over time. Understanding changes in
setting through time is important to understanding the history of a structure. Historic
Landscape Assessment techniques may be useful for identifying these changes.
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When assessing setting it is important to look at changes in the landscape since the
historic structure was built, and the contribution of the historic structure to the current
landscape. Modern development is part of how a historic structure is experienced today.
In some cases the surroundings will contribute to a sense of place, or how a historic
structure is experienced when viewed or visited. Historic structures have a setting whether
they are visited or not. However, the use of a historic structure as a visitor attraction may be
relevant in a planning authority’s wider consideration of an application.
Stage 3: assess the impact of new development
As the impact of a development on the setting of a historic structure can be a material
consideration in determining a planning application, thought must be given to whether new
development can be incorporated sensitively. Depending on the nature of the historic
structure, relatively small changes in the wider landscape may affect its setting.
Certain types of development require an Environmental Impact Assessment (EIA).
Assessment of the impact of the development on the setting of a historic structure may be
necessary as part of the EIA.
An understanding of the impact of a proposed development on setting should not be
confined to whether key views to and from the historic structure are interrupted, but should
also assess whether the proposed development would dominate or detract in a way that
affects our ability to understand and appreciate the historic structure. For instance, a new
development could form a backdrop to, or be skylined in, key views. In some cases it will be
necessary to consider whether the proposed development will significantly alter the character
of the landscape. A development can, in certain situations, improve the setting of an existing
historic structure.
Factors to be considered in assessing the impact of a new development on the setting of a
historic structure include:
•
the visual impact of the proposed development relative to the scale of the historic
structure and its setting;
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•
the visual impact of the proposed development relative to the current place of the
historic structure in the landscape;
•
the presence, extent, character and scale of the existing built environment within the
surroundings of the historic structure and how the proposed development compares to
this;
•
the magnitude and cumulative effect of the proposed change – sometimes relatively
small changes, or a series of small changes, can have a major impact on our ability to
appreciate and understand a historic structure;
•
the ability of the landscape, which comprises the setting of a historic structure, to
absorb new development without eroding its key characteristics;
•
the effect of the proposed development on qualities of the existing setting such as
sense of remoteness; evocation of the historical past; sense of place; cultural identity;
spiritual responses.
Below shows Kajang settings :
Broga Hills
Kajang Stadium
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Sungai Langat
Kajang Prison
Kajang Satay
Kajang Downtown
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4.8
SAFETY AND SECURITY
In order to achieve a sustainable city, it is suggested that compact urban forms are spatially
sustainable, environmentally sound, efficient for transport, socially beneficial and
economically viable. Spatially urban areas are kept within clear boundaries, discouraging the
spread of low density suburbs. This form has the benefit of preserving valuable agricultural
and amenity land, and ensuring that land in existing urban areas is used more efficiently.
Home, work and leisure activities are likely to be in closer proximity, reducing the need to
travel, particularly by car, and that more sustainable and equitable modes of transport such as
walking and cycling are encouraged. Transport and environmental benefits can then result.
Reduced dependence on car travel reduces harmful greenhouse gas emissions and
pollution. The higher densities found in compact forms mean that public transport becomes
more economically viable. More people concentrated in an urban area help sustain local
businesses, facilities and services, and the shorter travel distances mean these functions are
more easily and equitably accessed by all who live there. But there still remain questions
about the concept’s validity. For every positive claim, there can be negative impacts. Higher
densities may lead to perceptions of overcrowding, more traffic, and such areas may not be
the favoured choice for residents. Also, the relationships between social and economic factors
and urban form tend to be indirect: many other factors are more important in achieving social
and economic sustainability, such as poverty, for example.
Nevertheless, compact urban form has provided a model that is rapidly being
implemented, with higher density mixed use forms, interconnected streets, socio-economic
diversity, equity and inclusion, a variety of transport choices with walkable neighbourhoods,
the use of renewables and recycling and low, even zero, energy design.
Food security (spatial sustainability)
The aim of the sustainable city to prevent sprawl, preserve agricultural land, and use existing
urban land more carefully, may enable food to be grown locally, and communities to be
involved in growing it. In developing countries a high proportion of the population depends
on urban and peri-urban agriculture for their nutrition. For example, ‘40% of households are
involved in urban agriculture in Havana’, involving communities and aiding self-sufficiency.
Small scale food production on the urban peripheries, integrating urban agriculture in social
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housing projects, ensuring there are green corridors in cities, and also more intensive food
production (e.g. hydroponics) on small sites have been suggested as ways of bringing food
closer to communities, and providing potentially cheaper and more locally secure supplies.
And the need, or desire, to grow food locally in cities, is not restricted to developing
countries.
Energy security (environment and transport)
The aim of the sustainable city, through higher density compact forms, to reduce journeys
and the use of cars, inevitably puts a focus on the local community, where work, leisure and
living are closer together. The nearness of local facilities, and public transport stops, may
encourage more to walk, cycle or take a bus, and this has advantages of more equitable
access, as it reduces dependency on private cars which are not possible for all to afford
(Fig.5). How successful this strategy is has been assessed through measuring proximity in
numerous research studies.
In addition to the reductions in carbon emissions due to the use of more sustainable
modes of transport, there is the possibility of local power generation, combined heat and
power systems and, more interestingly, community control over the supply of energy. It has
been noted that in the UK, some 60% of fuel is wasted in centralised power stations, and,
furthermore, the profits leave the local area. There is an increasing interest being taken in
community action, through initiatives such as the transition movement, cooperatives and
social enterprise companies, and good guidance is available for communities to set them up.
For example one small local community, Wadebridge in Cornwall, with a population of some
10,000, aims to generate 30% of its electricity and return £200,000 per annum back to the
community. Community ownership of the energy supply provides significant benefits, not
just of involvement, but also of more affordable energy, helping some out of the trap of fuel
poverty. All, of course, should go hand in hand with energy saving and energy efficient
building.
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Security from crime (social and economic sustainability)
There may be no direct or causal link, but a measure of security from crime may accrue from
initiatives, such as those above, and from more community engagement. But many problems
arise especially where young people have little to do. Loss of open space and, in the UK,
sports fields being lost to housing development, and places such as parks and other areas
closed or re-designed to stop youth ‘hanging around’ compound the problems. Often this is
also associated with surveillance and robust policing, giving rise to feelings of victimhood
and distrust. Such disengagement and withdrawal from society, either in disadvantaged areas
or behind the walls of gated wealthy communities, has negative effects on the economy and
environment. It is the building of trust and social capital, or as Halpern notes ‘the economy of
regard’ that can help communities come together, and maybe reduce anti-social behaviour
and some crime.
Initiatives at the community level respond to problems such as youth with ‘nothing to
do’, but which require considerable effort and community involvement. The sustainable city
aim to ensure that facilities are accessible, and within walking distance of a neighbourhood,
are not always on a private developer’s agenda, nor necessarily affordable by local
authorities. More often than not, where facilities are needed, funds need to be raised. One,
perhaps fairly typical example in the UK is the small town of Falmouth, which has areas with
significant levels of multiple deprivation, an area in the Penwerris ward called the Beacon
Estate. Problems of crime, low educational achievement, unemployment, low incomes, lack
of access to housing and a poor living environment, and poor health, were all identified and
mapped by the local council. In 1997 the community raised funding to set up the Beacon
Community Regeneration Partnership ‘to develop sustainable projects that aim to improve
the social, economic, physical and environmental quality of life for the whole
community’.(see http://bcrp.org.uk/content/our-strategy-2008-2018). Over a decade later, the
local community raised £1.4million of funding to build the Dracaena Centre providing a
sports centre, community and training rooms, and computer facilities, run by full-time staff
and volunteers (see http://www.dracaenacentre.org/). Actively bringing people together and
providing support and physical facilities to address real needs has, in this case, made a
positive difference, and has turned a problem area into a more positive and connected
community with more resilience in dealing with its deprivations. Such community initiatives
may help reduce crime, but more may be required. This is especially so where community
involvement is less than these examples, and then design for defensible spaces will also be
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needed. The need for policing is not denied, as crime in cities will take many forms from fear
of crime, anti-social behaviour to serious, disruptive and organised crime. Even at its most
serious, cities can turn around, witness Medellin, which after heavy military and policing
activity had removed the drugs cartels, has become a more inclusive, connected and safe city.
A general review, a broad patchwork of sources and some examples of local
initiatives, of course proves little, but it does give some pointers that are worth consideration.
Security, when viewed in a wider context, crosses many boundaries, and is likely to involve
many more stakeholders. The complex and interrelated factors involved in achieving a good
quality of life and a sustainable environment require processes of integration and cooperation,
especially when faced with competition for increasingly scarce resources. It needs good
governance that is open and creates a balance between the strategic and urban level, and the
empowerment of local communities to become more self-reliant and to care for their
environment. Some of the examples discussed above show that this can happen positively and
beneficially when communities get involved.
Security, or lack of it, appears throughout the literature to be closely associated with
inequalities. Whether it is food, energy, crime, it is the disconnected, deprived and
disadvantaged communities that suffer most. This can be compounded when combined with a
lack of trust, something that seems to be prevalent in some countries such as the USA and
UK, which also turn out to be amongst the least equal societies in the developed world. The
reflection of distrust in the physical environment, through defensible space, and some aspects
of security in design do little to bring communities together. It can reinforce fragmentation
and separation, and often geographically discriminate and make inequalities more visible.
Distrust breeds distrust, and unless action is taken to escape from a vicious circle, problems
such as crime will prosper. Policies set by governments at national and local levels need to
recognise the need to build social capital, and to enable citizens to engage. In the UK, the
belief appears to be that ‘localism’ will do this, but as we have seen, in relation to planning
this empowerment it is highly constrained. At the same time economic policies are pushing in
the opposite direction, with the belief that markets are efficient, and that wealth will trickle
down to the poorer sectors of society. There is little evidence for this, but rather the evidence
suggests that it increases inequalities. Yet the small scale initiatives touched on in this article
offer some rays of hope. People do take initiatives, can be trusted, and generally what they do
results in something positive. Community engagement and local involvement in meaningful
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ways are thus vital components in achieving a more secure environment, and providing a
better quality of life for all.
The suggestion is that the sustainable city might provide the best potential to achieve
this. Balancing social, economic and environmental sustainability, backed up with good
governance, addresses many concerns, providing a context within which communities can
help themselves. Planning and design of the sustainable city works best if it is well
connected, where at the neighbourhood level there are facilities within walking distance.
This, alongside good public transport, means that access is more equitable, not depending on
the need for a car, which for many is unaffordable. Where the uses are mixed, and there is
sufficient green space to allow for recreation and leisure, urban areas may be more engaging.
And the process of development or regeneration should allow for participation, which as seen
from some of the examples above, leads to neighbourhoods, towns and cities that offer a
better quality of life.
But this does not occur in a vacuum, or in the absence of higher level involvement. To
happen, compact or sustainable cities need the commitment of both local and central
government, to give visionary leadership, drive policy, regulate and give guidance and
direction to strategic planning. Processes should be transparent and inclusive, and there
should be a clear understanding of roles and responsibilities, and should open the way for
communities to engage meaningfully.
In the final analysis it is about living together on a small planet, and recognising that
where resources are finite, cooperation rather than competition may be the best strategy if
everyone is to live harmoniously. Whether this can happen or not, will depend on the
direction that international governance and national governments take. The implication in this
article is that the current dominant model of market liberalisation, consumption and
unrestrained growth which drives division and inequalities, needs to change more towards
green growth, sustainability-led and conservation-minded governance, and one that seriously
tackles inequalities.
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4.9
LANDSCAPE AND BIODIVERSITY
Introduction
Landscape comprises the visible features of an area of land, including the physical elements
of landforms such as (ice-capped) mountains, hills, water bodies such as rivers, lakes, ponds
and the sea, living elements of land cover including indigenous vegetation, human elements
including different forms of land use, buildings and structures, and transitory elements such
as lighting and weather conditions.
Biodiversity is the degree of variation of life. This can refer to genetic variation,
species variation, or ecosystem variation within an area, biome, or planet. Terrestrial
biodiversity tends to be highest near the equator, which seems to be the result of the warm
climate and high primary productivity. Marine biodiversity tends to be highest along coasts in
the Western Pacific, where sea surface temperature is highest and in mid-latitudinal band in
all oceans. Biodiversity generally tends to cluster in hotspots, and has been increasing
through time but will be likely to slow in the future.
Existing issues in Kajang
Landscape
There are lacks of landscape area in Kajang city center. Even there are some area reserved for
landscape such a kids play ground in Kajang town but most of the area are not well
maintained. There are overgrown grass and unmanaged rubbish in the area. This will lead to
ugly view of landscape in Kajang town.
Diversity
Genetic diversity is divided by two parts which are flora and fauna. Some of plants become
disappeared when the city become bigger and progressive. Same with plants, animal also
gradually disappeared when the city become larger. The forest was intruded which indirectly
disturb their habitat.
For ecological diversity, Kajang has a small of species of plants means less variety of
crops and small species of animals not ensure that the ecosystem is naturally sustained. These
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flora and fauna have no place to go and most of the place was replaced with building and
roads or other facilities.
In order to overcome the issues, we should
Residents should held ‘gotong-royong’ frequently.
Relevant body should take action to illegal deforestation activity and improve
enforcement law.
We should replanting trees in Kajang area to balance back the biodiversity of Kajang
Provide more space for landscape and maintained it well.
Manage the waste in proper
Unmanaged playground in Kajang
Bad waste management in some Kajang area
Should increase gotong royong activity
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4.10
RENEWABLE ENERGY
Introduction
Renewable energy is generally defined as energy that comes from resources which are
naturally replenished on a human timescale such as sunlight, wind, rain, tides, waves and
geothermal heat. Renewable energy replaces conventional fuels in four distinct areas:
electricity generation, hot water/space heating, motor fuels, and rural (off-grid) energy
services.
About 16% of global final energy consumption presently comes from renewable
resources, with 10% of all energy from traditional biomass, mainly used for heating, and
3.4% from hydroelectricity. New renewables (small hydro, modern biomass, wind, solar,
geothermal, and biofuels) account for another 3% and are growing rapidly. At the national
level, at least 30 nations around the world already have renewable energy contributing more
than 20% of energy supply. National renewable energy markets are projected to continue to
grow strongly in the coming decade and beyond. Wind power, for example, is growing at the
rate of 30% annually, with a worldwide installed capacity of 282,482 megawatts (MW) at the
end of 2012.
Existing issues in Kajang
Renewable energy still not widely used in Kajang town. There is only small area such as
research center roadside between UKM and Kajang town Renewable Energy Research Center
that used the technology but still not been used commercially. This might because of there are
no renewable energy sources in the area. Besides that, the residents do not know about
renewable energy and there is no place or space to recycle the energy provided in Kajang
area.
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In order to overcome the issues, we should
Built more renewable energy research center in Kajang
Use solar power to heat water and pools, cook, and light homes and buildings
Educate residents, industry and commercial activity on renewable energy
Proposed renewable energy system to be install
in Kajang
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4.11
AIR QUALITY
Air pollution comes from many different sources: stationary sources such as factories, power
plants, and smelters and smaller sources such as dry cleaners and degreasing operations;
mobile sources such as cars, buses, planes, trucks, and trains; and naturally occurring sources
such as windblown dust, and volcanic eruptions, all contribute to air pollution. Air Quality
can be affected in many ways by the pollution emitted from these sources. These pollution
sources can also emit a wide variety of pollutants.
Reducing air pollution will improve the quality of life for everyone. Reducing air pollution
often means using less fuel and energy which indirectly save money. The main source of
pollution in the Kajang city center is from road traffic. By using public transportations,
sustainable house system and providing more green areas, it could help in improving the state
of air quality in Kajang city center.
Existing issues in Kajang
Based on the Malaysia Environmental Quality Report 2006, the Air PollutantIndex (API)
showed that the air quality for Kajang is moderate (API 51-100) most of the time. Planner
must ensure that the infrastructure, environment, city, management and cultural, social
community facilities meet the highest expectations of the majority of its residents, visitors
and investors.
Unhealthy air quality conditions were occasionally recorded in Kajang and were
mainly due to presence of high levels of ozone, formed by the reaction of nitrogen oxides
(NOx) and volatile compounds (VOCs) emitted from motor vehicles and industrial resource,
react in the presence of sunlight and heat.
In order to overcome the issues, we should:
Reducing emissions that cause poor air quality, ozone depletion and climate change
requires teamwork. Individuals, communities, industry and business, and governments
all contribute to pollution so we can all be part of the solution.
Addressing one air quality issue can often help to reduce other kinds of pollution.
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Particulate matter, for example, is mainly released by fossil fuel and wood burning.
Cutting down on this combustion will not just reduce particulate matter. It will
decrease many other emissions, such as carbon dioxide (in vehicle exhaust), which is
the main cause of global climate change.
The rewards of addressing air pollution include improved human health, increased
productivity and reduced health costs and a healthier, more productive environment. In turn,
these benefits will result in a healthier, more sustainable economy.
Smoke emission from factory in Kajang
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4.12
WATER QUALITY AND DRAINAGE
Introduction
Water quality refers to the chemical, physical and biological characteristics of water. It is a
measure of the condition of water relative to the requirements of one or more biotic species
and or to any human need or purpose. The most common standards used to assess water
quality relate to health of ecosystems, safety of human contact and drinking water. The
growth of the major cities and the increase in per capita consumption of water reached the
point where there is a crisis in the capacity to meet the demand.
The profligate attitude to water consumption has had the effect of creating a serious
problem of drainage in urban areas. As areas become more built-up, the volume of water
draining off can acute local flooding and can cause massive pollution in the receiving
waterways because of the material transported by the surface water.
Existing issues in Kajang
Poor Water Quality
On 2009, the water quality for Sungai Langat was rated as Class IIB (suitable for recreational
use without treatment), and this rating is targeted to be raised to Class IIA (suitable for use as
water supply with conventional treatment) by the year 2014. But currently, the water quality
in Sungai Langat still not reaching the targeted class. Sungai Langat have massive
suspended solid
Loading as is evident from their muddy colour. A major contribution to
the situation is the discharge of silt from construction site. Water Quality Index for Sungai
Langat is in poor condition that requires special treatment
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View of Sungai Langat
Flood prone area
Flooding has been a regular occurrence in Kajang Town whenever there is a heavy downpour
especially in City Centre. These frequent flash floods disrupt the City functioning,
damage property, and threaten human lives. On 2012, flash floods inundated houses and
submerged cars in the Kajang and Serdang districts in Selangor, which were described by
residents as one of the worst that they have experienced so far. The development of structures
within the river reserves has further reduced the flow capacity of the city’ rivers thus,
increasing the likelihood of flooding.
Image of flash flood at Kajang Town
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Poor Drainage System
Inadequate infrastructure and poor drainage system was the real cause of the floods. Clogged
drains also contributed to the flood incident as the water could not flow smoothly. One of the
reason contribute to this problem is the attitude of some people who liked to throw rubbish
that caused the drain clogged up
In the other hand, we cannot put the blame on the residents alone in the issue. The
Local Authorities also should know their role. The drain is not cleared, rubbish uncollected
and garbage bins not provided. So if this place is properly maintained clean and beautiful,
residents will not litter.
Drainage system in Kajang Town
In order to overcome the issues, we should
Do maintenance to the sewerage system to prevent from flood problem.
We should maintain the flow capacity of the rivers and ensuring there is no
clogging.
The most important is to reduce consumption through education and consequent
moderation of the behavior of present residential, industrial and commercial waterusers.
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Improving drainage system works in Kajang
Proposed drainage system
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5.0
CONCLUSION
The process of redevelopment of Kajang is a decision made to improve the lifestyle as well as
the sustainability of Kajang residents and adapting the land use to enhance the city’s value.
The choices of building that should be conserved and reused or just demolished for the area
of land it occupies will depend on the importance and adaptability of the building and the
site. Some of the determining criteria include:
1. The societal value of a given site that is, the importance of the community of the use
of a site by community members or visitors.
2. The potential for the reuse of a particular site; the physical damage sustained to the
site and its support of future use, the character of the existing site in terms of the
proposed reuse.
3. The historical importance of the site; in terms of both the physicality of the streerscape and the area, as well as the role of the site in the community’s understanding of
the post.
4. The natural ecological conditions of the site whether the site is suitable climatically or
can support the proposed environment work needed in the site.
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