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route and carbon factor. The results showed that more than |,087,800g CO2e was produced by these vehicles within |2-hour period.

Figure 74 route and carbon factor. The results showed that more than |,087,800g CO2e was produced by these vehicles within |2-hour period.

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The measurement of internal conditions was conducted using Data Loggers (HOBOs) to mainly measure air temperature, relative humidity, and illuminance. The indoor environmental conditions of six levels of the Chancellery building, namely, 2°¢, 3°%, 6",7", 8" and 9" were evaluated through a period of one week for each floor. The researchers installed eight HOBOs in each floor at the height of 900mm above the floor with a careful consideration of their locations in the office spaces. Each floor of the building can be divided into two sections based on the air conditioning (a/c) distribution. Note that each floor has two Air Handling Units (AHUs) located in the eastern and western sides of the floor as shown in Figure 2. Therefore, four HOBOs were located in each section and is approximately 18,993m’, is occupied by a variety of administration divisions with the total occupancy of about 400 people. Due to its administrative purpose, the usage of the building is quite predictable in which, it is expected that activities will generally commence at 8 am and subsides at 6pm from Monday to Friday. Minimum activity is expected during Saturday, Sunday and public holidays. One hundred percent of energy consumed by the study building is in the form of electricity supplied by the national electricity provider.
The measurement of internal conditions was conducted using Data Loggers (HOBOs) to mainly measure air temperature, relative humidity, and illuminance. The indoor environmental conditions of six levels of the Chancellery building, namely, 2°¢, 3°%, 6",7", 8" and 9" were evaluated through a period of one week for each floor. The researchers installed eight HOBOs in each floor at the height of 900mm above the floor with a careful consideration of their locations in the office spaces. Each floor of the building can be divided into two sections based on the air conditioning (a/c) distribution. Note that each floor has two Air Handling Units (AHUs) located in the eastern and western sides of the floor as shown in Figure 2. Therefore, four HOBOs were located in each section and is approximately 18,993m’, is occupied by a variety of administration divisions with the total occupancy of about 400 people. Due to its administrative purpose, the usage of the building is quite predictable in which, it is expected that activities will generally commence at 8 am and subsides at 6pm from Monday to Friday. Minimum activity is expected during Saturday, Sunday and public holidays. One hundred percent of energy consumed by the study building is in the form of electricity supplied by the national electricity provider.
Figure 2: Typical floor (level 6) of UM Chancellery Building. distributed in selected locations in each section. The investigation was conducted from December 2016 to the end of January 2017. Based on initial data analysis, level 6 was deemed to have some issues related to comfort such as glare, temperature comfort and air freshness compared with other floors of the building. Therefore, and for the sake of brevity, the results of level 6 were presented in this chapter.
Figure 2: Typical floor (level 6) of UM Chancellery Building. distributed in selected locations in each section. The investigation was conducted from December 2016 to the end of January 2017. Based on initial data analysis, level 6 was deemed to have some issues related to comfort such as glare, temperature comfort and air freshness compared with other floors of the building. Therefore, and for the sake of brevity, the results of level 6 were presented in this chapter.
Figure 4: Readings of indoor air temperature for 7 days in level 6 (HOBOs results)
Figure 4: Readings of indoor air temperature for 7 days in level 6 (HOBOs results)
Figure 5: Readings of indoor air temperature for 7 days in level 6 (IES-VE simulation results) Furthermore, the readings showed that the difference of maximum air temperature between weekdays and weekend ranged between 2°C to 3°C. In addition, the HOBOs located Im from the windows were higher 2°C compared to HOBOs located in deep locations during weekdays and increased to around 3°C during weekend. The differences of temperature during working hours could reach to 2°C and sometimes to 3°C in comparison between different HOBOs locations. This observation indicated that the variances between with and without cooling loads is ranged and sometimes slightly exceeded the Malaysian comfort temperature between 24°C to 28°C. The results of IES-VE simulation (Figure 5) indicated that physical measurements and IES-VE results are similar, which indicate the validity of simulation results. In general, the results indicated that the indoor environmental condition was unstable during the weekdays and even weekends, which concluded that Chancellery building envelope is easily affected by the outdoor environmental condition.
Figure 5: Readings of indoor air temperature for 7 days in level 6 (IES-VE simulation results) Furthermore, the readings showed that the difference of maximum air temperature between weekdays and weekend ranged between 2°C to 3°C. In addition, the HOBOs located Im from the windows were higher 2°C compared to HOBOs located in deep locations during weekdays and increased to around 3°C during weekend. The differences of temperature during working hours could reach to 2°C and sometimes to 3°C in comparison between different HOBOs locations. This observation indicated that the variances between with and without cooling loads is ranged and sometimes slightly exceeded the Malaysian comfort temperature between 24°C to 28°C. The results of IES-VE simulation (Figure 5) indicated that physical measurements and IES-VE results are similar, which indicate the validity of simulation results. In general, the results indicated that the indoor environmental condition was unstable during the weekdays and even weekends, which concluded that Chancellery building envelope is easily affected by the outdoor environmental condition.
Figure 6: The readings of relative humidity levels for 7 days in level 6 (HOBOs results)
Figure 6: The readings of relative humidity levels for 7 days in level 6 (HOBOs results)
Figure 7: The readings of relative humidity levels for 7 days in level 6 (IES-VE simulation results)
Figure 7: The readings of relative humidity levels for 7 days in level 6 (IES-VE simulation results)
~~ se ) ae Figure 10 shows pattern of electricity consumptions for both locations namely the main central a/c and the AHU in Level 7. It is apparent that the electricity consumption pattern is consistent throughout the one-month monitoring period. There were slight variations in the timing of operational hours due to manual switching of the controls. In addition, there were slight variations in electricity use when the outdoor weather condition changed between dry and high precipitations. Overall, the power logger at the main a/c switchboard recorded a total of 117,251 kWh of electricity used for a/c for the whole building for the month of January 2017 or 65.19% of the 179849 kWh total Chancellery electricity use as reported by the Deputy Vice Chancellor (Development).
~~ se ) ae Figure 10 shows pattern of electricity consumptions for both locations namely the main central a/c and the AHU in Level 7. It is apparent that the electricity consumption pattern is consistent throughout the one-month monitoring period. There were slight variations in the timing of operational hours due to manual switching of the controls. In addition, there were slight variations in electricity use when the outdoor weather condition changed between dry and high precipitations. Overall, the power logger at the main a/c switchboard recorded a total of 117,251 kWh of electricity used for a/c for the whole building for the month of January 2017 or 65.19% of the 179849 kWh total Chancellery electricity use as reported by the Deputy Vice Chancellor (Development).
Table 3: Results of hierarchical multiple regression analysis of the 6™ floor Reducing Energy and Enhancing Indoor Environmental Quality As observed through indoor environmental monitoring of this building, it is founc that the conditioned air within the building is damp. The BUS survey finding: revealed dissatisfaction among the staff about the indoor temperature anc humidity level. The recorded relative humidity range of 60%-80% has to be rectified to ensure good levels of health and productivity of the occupants Aggravating this situation further, both central a/c and VRV systems which serve the entire building are fed with moist external air and equally humid returned ai from the central a/c ducts limiting the ability of the a/c systems in reducing the high RH levels. This inefficiency is also contributed by the consistently low indoor temperatures as recorded during the monitoring period especially in the mornings before the office operational hours except for Level 9. Although not entirely sealed, the building envelope retained the cool indoor air for significant time.
Table 3: Results of hierarchical multiple regression analysis of the 6™ floor Reducing Energy and Enhancing Indoor Environmental Quality As observed through indoor environmental monitoring of this building, it is founc that the conditioned air within the building is damp. The BUS survey finding: revealed dissatisfaction among the staff about the indoor temperature anc humidity level. The recorded relative humidity range of 60%-80% has to be rectified to ensure good levels of health and productivity of the occupants Aggravating this situation further, both central a/c and VRV systems which serve the entire building are fed with moist external air and equally humid returned ai from the central a/c ducts limiting the ability of the a/c systems in reducing the high RH levels. This inefficiency is also contributed by the consistently low indoor temperatures as recorded during the monitoring period especially in the mornings before the office operational hours except for Level 9. Although not entirely sealed, the building envelope retained the cool indoor air for significant time.
Figure |: Study site at Faculty of Built Environment, University of Malaya, Kuala Lumpur, Malaysia.
Figure |: Study site at Faculty of Built Environment, University of Malaya, Kuala Lumpur, Malaysia.
Figure 3: The vertical plants with supporting system Measurement of Carbon sequestration, Temperature and Humidity The carbon dioxide, temperature and relative humidity were measured usin; wireless HD35 loggers’ sensors from Delta OHM. The baseline data was collected within | week before VGS installation and it was continuously measured in real time series with 15 minutes of interval per data. The data wil be continuously collected after VGS installation for the comparison.
Figure 3: The vertical plants with supporting system Measurement of Carbon sequestration, Temperature and Humidity The carbon dioxide, temperature and relative humidity were measured usin; wireless HD35 loggers’ sensors from Delta OHM. The baseline data was collected within | week before VGS installation and it was continuously measured in real time series with 15 minutes of interval per data. The data wil be continuously collected after VGS installation for the comparison.
Figure 4: The air carbon dioxide (CO2) content for baseline study.
Figure 4: The air carbon dioxide (CO2) content for baseline study.
Figure 5: The air temperature and dew point for baseline study. As shown in Figure 5, a maximum of 33.3 °C of air temperature was observec at 2.00 p.m. while a minimum of 25.7°C was observed in between 5 a.m. to 7.0C a.m. On the other hand, the highest dew point was in between || p.m. to 12.0C a.m. whereas the lowest was at around | p.m. to 4.00 p.m. with the average value of 25.4°C and 23.3°C respectively. The finding shows that the daily average for air temperature and dew point are 28.2°C and 24.5°C.
Figure 5: The air temperature and dew point for baseline study. As shown in Figure 5, a maximum of 33.3 °C of air temperature was observec at 2.00 p.m. while a minimum of 25.7°C was observed in between 5 a.m. to 7.0C a.m. On the other hand, the highest dew point was in between || p.m. to 12.0C a.m. whereas the lowest was at around | p.m. to 4.00 p.m. with the average value of 25.4°C and 23.3°C respectively. The finding shows that the daily average for air temperature and dew point are 28.2°C and 24.5°C.
Figure 6: The air humidity for baseline study. Highest air relative humidity before VGS installation was observed between 5 a.m. to 6.00 a.m. whereas the lowest was around | p.m. with the mean value of 97.7% and 57.8% correspondingly. The maximum and minimum absolute humidity per area (m’) for the baseline study were 23.2g and 20.4g as shown in Figure 6. The daily average for relative humidity is 82.5% and absolute humidity is 22.2g/m?.
Figure 6: The air humidity for baseline study. Highest air relative humidity before VGS installation was observed between 5 a.m. to 6.00 a.m. whereas the lowest was around | p.m. with the mean value of 97.7% and 57.8% correspondingly. The maximum and minimum absolute humidity per area (m’) for the baseline study were 23.2g and 20.4g as shown in Figure 6. The daily average for relative humidity is 82.5% and absolute humidity is 22.2g/m?.
Table |: The expected carbon emission abatement.
Table |: The expected carbon emission abatement.
Figure |: Split air-conditioning units and corridor lightings at Block-A Faculty of Engineering, University of Malaya
Figure |: Split air-conditioning units and corridor lightings at Block-A Faculty of Engineering, University of Malaya
Figure 2: Block diagram of an improved energy saving system set an optimum temperature for the air conditioning units and turns it off when it is not needed especially when the is no recipient within the room or space. In addition, other appliances such as fluorescent lamp can be also conveniently switched on or off. Although this technique sounds simple, till now such system has not been fully investigated and implemented especially in University of Malaya. The component cost for such system is very minimal as compared to the benefit and savings it can offer. The proposed system is illustrated as in Figure 2. In this study, the following objectives have been considered; |) To develop modular power monitoring system which consists of system controller, sensor, and switch modules that have capability to control electrical appliances based on input parameters such as temperature light intensity, physiological state and comfort level of human/recipient inside a building; 2) To develop a novel adaptive power saving algorithm, featuring friendly and convenient interaction between human and electrical appliances in the given room or space; and 3) To conduct a
Figure 2: Block diagram of an improved energy saving system set an optimum temperature for the air conditioning units and turns it off when it is not needed especially when the is no recipient within the room or space. In addition, other appliances such as fluorescent lamp can be also conveniently switched on or off. Although this technique sounds simple, till now such system has not been fully investigated and implemented especially in University of Malaya. The component cost for such system is very minimal as compared to the benefit and savings it can offer. The proposed system is illustrated as in Figure 2. In this study, the following objectives have been considered; |) To develop modular power monitoring system which consists of system controller, sensor, and switch modules that have capability to control electrical appliances based on input parameters such as temperature light intensity, physiological state and comfort level of human/recipient inside a building; 2) To develop a novel adaptive power saving algorithm, featuring friendly and convenient interaction between human and electrical appliances in the given room or space; and 3) To conduct a
Figure 3: Modules of Smart Modular Electrical Energy Monitoring and Management System and the integration of modules to control a lecturer rrrmrm
Figure 3: Modules of Smart Modular Electrical Energy Monitoring and Management System and the integration of modules to control a lecturer rrrmrm
“igure 4: The collected light switching data sorted by hours and days
“igure 4: The collected light switching data sorted by hours and days
Figure 5: Percentage of lights 'ON' and lights 'OFF' during working hours over six working days
Figure 5: Percentage of lights 'ON' and lights 'OFF' during working hours over six working days
Figure 6: Instantaneous power from power meter corresponding to air conditioning states under different temperature settings
Figure 6: Instantaneous power from power meter corresponding to air conditioning states under different temperature settings
A smart modular electrical energy monitoring and management system has been developed and tested. Results indicate that this system can save energy around 34% for lightings and 48.5% for air conditioning unit under controlled environment. The proposed concept of modular system makes the proposed system simple to be implemented especially in the existing buildings. This feature will help adoption of smart energy monitoring and management system in a bigger scale resulting bigger savings, eco-friendly and sustainable use of energy.
A smart modular electrical energy monitoring and management system has been developed and tested. Results indicate that this system can save energy around 34% for lightings and 48.5% for air conditioning unit under controlled environment. The proposed concept of modular system makes the proposed system simple to be implemented especially in the existing buildings. This feature will help adoption of smart energy monitoring and management system in a bigger scale resulting bigger savings, eco-friendly and sustainable use of energy.
Table 2: The Material Composition of Municipal Solid Waste Obtained from Food waste composting can be considered as one of the most appropriate approaches for treating biodegradables waste components, also one of the potential waste management elements to divert waste generated to landfill, while simultaneously recycling organic materials by converting them into a beneficial product. The potential of practicing composting is huge as 70% of Malaysian
Table 2: The Material Composition of Municipal Solid Waste Obtained from Food waste composting can be considered as one of the most appropriate approaches for treating biodegradables waste components, also one of the potential waste management elements to divert waste generated to landfill, while simultaneously recycling organic materials by converting them into a beneficial product. The potential of practicing composting is huge as 70% of Malaysian
Figure 2: Summary of waste diversion treatment and recycling by UM ZWC (2012-2016)
Figure 2: Summary of waste diversion treatment and recycling by UM ZWC (2012-2016)
Figure 1: UM ZWC organic fertilizer (left) and UM Intelligent Recycle Center (IRC) located at Lecture Hall A&B PASUM
Figure 1: UM ZWC organic fertilizer (left) and UM Intelligent Recycle Center (IRC) located at Lecture Hall A&B PASUM
Figure 2: UM ZWC Cabin located at Damansara gate UM
Figure 2: UM ZWC Cabin located at Damansara gate UM
Table |: Daily Purchase and Food Preparation Tables | shows that majority of product purchased are meat and poultry (1647 kg). These are the main ingredients used for fried food and curries/gravies/soups sold in the canteens. They also contribute significantly to food preparation, food waste and stored with 1390kg, 152kg and 128 kg respectively. Table | also displays food waste (edible and inedible) that is amounted to 528.4 kg a day.
Table |: Daily Purchase and Food Preparation Tables | shows that majority of product purchased are meat and poultry (1647 kg). These are the main ingredients used for fried food and curries/gravies/soups sold in the canteens. They also contribute significantly to food preparation, food waste and stored with 1390kg, 152kg and 128 kg respectively. Table | also displays food waste (edible and inedible) that is amounted to 528.4 kg a day.
to canteen operators who attended the meeting. It is a gesture of appreciation for their cooperation. Figure 2 shows the promotional tools used to meet the objective 3.
to canteen operators who attended the meeting. It is a gesture of appreciation for their cooperation. Figure 2 shows the promotional tools used to meet the objective 3.
Figure |: (a) Recycled coarse aggregates, (b) natural granite aggregates
Figure |: (a) Recycled coarse aggregates, (b) natural granite aggregates
Figure 4: Comparison between the physical appearances and aggregate-cement paste bonding for cubes specimens from NA and RCAI00 mixes
Figure 4: Comparison between the physical appearances and aggregate-cement paste bonding for cubes specimens from NA and RCAI00 mixes
Figure 5: Water infiltration for RCA (left) and NA (right) concrete mixes
Figure 5: Water infiltration for RCA (left) and NA (right) concrete mixes
Table 3: Cost of concrete materials by weight (RM/kg) (Kanadasan, J., & Razak H.A.,2015)
Table 3: Cost of concrete materials by weight (RM/kg) (Kanadasan, J., & Razak H.A.,2015)
Table 4: Cost comparison for Normal concrete, NA and RCA pervious concrete mixture proportions It can be seen from Table 4 that there is a notable reduction in cost with the RCA100 mix compared to the NA concrete mix. Utilization of RCA significantly reduced the cost of the concrete by 31%. This reduction provides a positive economic contribution in terms of cost. Additionally, comparing the cost reduction of RCAI00 to normal concrete (Grade 30) shows an even larger positive cost savings of about 87%. This notable cost savings is due to the reduced amount of cement content and no fine aggregate of a pervious concrete. Based on this, there is no doubt that RCA pervious concrete is more economical in long term than using normal concrete. Due to the zero-cost inquisition of RCA, the concrete maintenance cost would be lesser than the normal grade concrete whereby RCA pervious concrete can be easily replaced at reduced cost. This ensures longer life span at reduced cost. Fig. 7 shows a typical concrete pavement and a RCA pervious concrete. Additionally, the net benefit of reusing and recycling of waste materials is estimated at 2.5% of the total project budget (Begum, R.A., et al 2006). Thus, the construction industry can save money through the implementation of using RCA in concrete production especially for pervious concrete.
Table 4: Cost comparison for Normal concrete, NA and RCA pervious concrete mixture proportions It can be seen from Table 4 that there is a notable reduction in cost with the RCA100 mix compared to the NA concrete mix. Utilization of RCA significantly reduced the cost of the concrete by 31%. This reduction provides a positive economic contribution in terms of cost. Additionally, comparing the cost reduction of RCAI00 to normal concrete (Grade 30) shows an even larger positive cost savings of about 87%. This notable cost savings is due to the reduced amount of cement content and no fine aggregate of a pervious concrete. Based on this, there is no doubt that RCA pervious concrete is more economical in long term than using normal concrete. Due to the zero-cost inquisition of RCA, the concrete maintenance cost would be lesser than the normal grade concrete whereby RCA pervious concrete can be easily replaced at reduced cost. This ensures longer life span at reduced cost. Fig. 7 shows a typical concrete pavement and a RCA pervious concrete. Additionally, the net benefit of reusing and recycling of waste materials is estimated at 2.5% of the total project budget (Begum, R.A., et al 2006). Thus, the construction industry can save money through the implementation of using RCA in concrete production especially for pervious concrete.
Figure 7: Typical concrete samples for (a) Normal grade and (b) RCAI00 concrete pavement
Figure 7: Typical concrete samples for (a) Normal grade and (b) RCAI00 concrete pavement
Figure 8: Carbon emission for NA and RCAI00 concrete mix
Figure 8: Carbon emission for NA and RCAI00 concrete mix
Figure |: Total Motor Vehicles (Source: Road Transport Department)
Figure |: Total Motor Vehicles (Source: Road Transport Department)
Figure 2: Congestion inside UM’s Campus
Figure 2: Congestion inside UM’s Campus
Many tests have been conducted for evaluating the performance of the system, which covers various road conditions, vehicle speeds, and traffic situations. The aim of the performance test is to show the effectiveness and robustness of the fully developed system, together with the reliability and accuracy of the data.
Many tests have been conducted for evaluating the performance of the system, which covers various road conditions, vehicle speeds, and traffic situations. The aim of the performance test is to show the effectiveness and robustness of the fully developed system, together with the reliability and accuracy of the data.
Figure 5: Web user interface of TDIM system The combined and analysed data is presented in a web-based, intuitive user interface, with graphs and dashboard views, including interactive map views. The web user interface includes all the necessary information to help traveller plan their route and timing for their journey. Figure 5 shows the dashboard to show the updates of the traffic within the observed area. The travel time from each location to the other can be seen clearly while the traffic condition will also be shown to easily inform the user in real time.
Figure 5: Web user interface of TDIM system The combined and analysed data is presented in a web-based, intuitive user interface, with graphs and dashboard views, including interactive map views. The web user interface includes all the necessary information to help traveller plan their route and timing for their journey. Figure 5 shows the dashboard to show the updates of the traffic within the observed area. The travel time from each location to the other can be seen clearly while the traffic condition will also be shown to easily inform the user in real time.
Figure 6: Congestion measures for the Month of March 2017 from DTC to KL Gate Route
Figure 6: Congestion measures for the Month of March 2017 from DTC to KL Gate Route
Figure 7: Daily volume of bypassing vehicle (March 2017 from KL Gate to P] Gate)
Figure 7: Daily volume of bypassing vehicle (March 2017 from KL Gate to P] Gate)
Table |: Total CO2 emission inside UM Campus (KL to P] gate) in March,2017
Table |: Total CO2 emission inside UM Campus (KL to P] gate) in March,2017
Figure 9: Daily and monthly CO Emission in March 2017 for DTC to KL Gate Route
Figure 9: Daily and monthly CO Emission in March 2017 for DTC to KL Gate Route
a ns The preliminary study involves literature review and secondary data collection on shuttle bus service serve in the university.
a ns The preliminary study involves literature review and secondary data collection on shuttle bus service serve in the university.
Figure 4: The typical time respondents took the university shuttle bus service
Figure 4: The typical time respondents took the university shuttle bus service
Figure 6a: Campus shuttle bus service experience rating
Figure 6a: Campus shuttle bus service experience rating
Figure |b: Campus shuttle bus service experience rating
Figure |b: Campus shuttle bus service experience rating
Figure 3: Total number of boarding passenger at all stations in route A in every hour from 8.00 am to 7.00 pm
Figure 3: Total number of boarding passenger at all stations in route A in every hour from 8.00 am to 7.00 pm
Figure 4: Number of boarding and alighting passenger of all bus trips between 4.00 pm and 5.00 pm at all stations in route A
Figure 4: Number of boarding and alighting passenger of all bus trips between 4.00 pm and 5.00 pm at all stations in route A
“igure 5: Number of boarding passenger, bus capacity and passenger load facto! (PLF) of all bus trips between 4.00 pm to 5.00 pm at UM Central station for route A
“igure 5: Number of boarding passenger, bus capacity and passenger load facto! (PLF) of all bus trips between 4.00 pm to 5.00 pm at UM Central station for route A
Figure 7: Number of boarding and alighting passenger of all bus trips between 8am and Yam at all stations in Route B
Figure 7: Number of boarding and alighting passenger of all bus trips between 8am and Yam at all stations in Route B
Table I: Volume of car, lorry and motorcycle entering the campus every hour
Table I: Volume of car, lorry and motorcycle entering the campus every hour
showed in the table below (Table 2) with total of 6319 for car, 5592 for motorcycle, 21 for OKU (cars), 41 for buses, 9 for lorries, and 69 for bicycle. Table 3: Numbers of Parking in UM for 2017 (actual counting)
showed in the table below (Table 2) with total of 6319 for car, 5592 for motorcycle, 21 for OKU (cars), 41 for buses, 9 for lorries, and 69 for bicycle. Table 3: Numbers of Parking in UM for 2017 (actual counting)
Table 5: Traffic counts for entry time in campus
Table 5: Traffic counts for entry time in campus
Figure 3: Traffic counts for exit time in campus
Figure 3: Traffic counts for exit time in campus
Table 7: The numbers of vehicles conduct internal trips
Table 7: The numbers of vehicles conduct internal trips
Table 9: The by-pass carbon emission per passenger
Table 9: The by-pass carbon emission per passenger
uy We SEIN Walkability is an important concept that can gives benefits to health, environmental and economics. In terms of environmental, the most positive impact of walkability is to decrease the automobile footprints in the campus. Carbon emission can be reduced if more people choose to walk rather than drive to one destination which has short distance. Economically, good plan of walkability can give benefits which include ease accessibility, cost savings to both individuals and public, increased efficiency of land use, and increased liveability. Hence, several improvements are required to make the campus more walkable such as moving obstructions of the sidewalk, proper quality of maintenance in lighting and safety on sidewalk, provide covered walkway and improving crosswalk safety. iii) Park and Ride/Walk Project There are many ways that can be taken to advertise other alternatives transportation mode to the communities such as brochures, poster, article, news, social media, and events. This study had installed walking sign pole at four locations in campus which are Faculty of Engineering, UM Central, Dewan Tunku Canselor (DTC) and Chancellery building. The walking sign pole consists of arrows that show the numbers of walking steps and time needed to reach the Place of Interest (POI). The main purpose of these poles are to encourage the UM community to travel by walking and it can reduce the numbers of cars off the road. Walking also can relate to numbers of calories burned for every step. The amount of calories burned per steps varies by the individual; body weight, height, speed and intensity of the workout. The value of carbon emission and energy consumption can be reduced greatly if the UM community can reduce their internal trips by walking or ride university shuttle bus for midday trips on campus. According to study published by Duffy, A.. Crawford, R. (2013). The effect of physical activity on greenhouse gas emission for common transport modes in European countries. Transportation Research Part D 19, 13-19 stated
uy We SEIN Walkability is an important concept that can gives benefits to health, environmental and economics. In terms of environmental, the most positive impact of walkability is to decrease the automobile footprints in the campus. Carbon emission can be reduced if more people choose to walk rather than drive to one destination which has short distance. Economically, good plan of walkability can give benefits which include ease accessibility, cost savings to both individuals and public, increased efficiency of land use, and increased liveability. Hence, several improvements are required to make the campus more walkable such as moving obstructions of the sidewalk, proper quality of maintenance in lighting and safety on sidewalk, provide covered walkway and improving crosswalk safety. iii) Park and Ride/Walk Project There are many ways that can be taken to advertise other alternatives transportation mode to the communities such as brochures, poster, article, news, social media, and events. This study had installed walking sign pole at four locations in campus which are Faculty of Engineering, UM Central, Dewan Tunku Canselor (DTC) and Chancellery building. The walking sign pole consists of arrows that show the numbers of walking steps and time needed to reach the Place of Interest (POI). The main purpose of these poles are to encourage the UM community to travel by walking and it can reduce the numbers of cars off the road. Walking also can relate to numbers of calories burned for every step. The amount of calories burned per steps varies by the individual; body weight, height, speed and intensity of the workout. The value of carbon emission and energy consumption can be reduced greatly if the UM community can reduce their internal trips by walking or ride university shuttle bus for midday trips on campus. According to study published by Duffy, A.. Crawford, R. (2013). The effect of physical activity on greenhouse gas emission for common transport modes in European countries. Transportation Research Part D 19, 13-19 stated
Figure 6: Example of promotional measure taken in the study a person travel by walking significantly affected by food-energy and indirect shoe manufacturing emission account for about 43% of emission of 83.7gCO2- eq/pass.km compared to bus 176.9gCO2-eq/pass.km and travel by car at 205.5gCO2-eq/pass.km of carbon emission. Thus, showed that walking results in the lowest overall emission from travelling by car, bus and cycling. iv) Education and Enforcement Based on the number of internal trips and by-pass generated in |2-hour of survey, a proper planning is required to solve this issue which involved decision maker from UM stakeholders. Thus, to reduce the internal trips apart encourages UM staff and students to walk were to increase the frequency of UM shuttle bus within campus. Based on the carbon emission estimation conclude that the bus usage had the lowest overall emission than other alternatives. Regarding the number of by-pass vehicles, this study suggested to introduce paid sticker for visitor who wish to enter UM campus. A force registration required for them if they wanted to use UM campus as a shortcut. Thus, current policies must be improvised for better enforcement.
Figure 6: Example of promotional measure taken in the study a person travel by walking significantly affected by food-energy and indirect shoe manufacturing emission account for about 43% of emission of 83.7gCO2- eq/pass.km compared to bus 176.9gCO2-eq/pass.km and travel by car at 205.5gCO2-eq/pass.km of carbon emission. Thus, showed that walking results in the lowest overall emission from travelling by car, bus and cycling. iv) Education and Enforcement Based on the number of internal trips and by-pass generated in |2-hour of survey, a proper planning is required to solve this issue which involved decision maker from UM stakeholders. Thus, to reduce the internal trips apart encourages UM staff and students to walk were to increase the frequency of UM shuttle bus within campus. Based on the carbon emission estimation conclude that the bus usage had the lowest overall emission than other alternatives. Regarding the number of by-pass vehicles, this study suggested to introduce paid sticker for visitor who wish to enter UM campus. A force registration required for them if they wanted to use UM campus as a shortcut. Thus, current policies must be improvised for better enforcement.
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