Chap.6 HeriTECH

URBAN HERITAGE CONSERVATION

Wang & Wong (2020) have highlighted about repositioning urban heritage for active mobility based on the needs of heritage conservation and promoting walking in urban environments where the authors explored the interconnection between the two topics and to gauge the range of public opinion on how heritage value can be contextualized beyond individual building conservation. Wang & Wong (2020) also stated that the specific themes include heritage trails for learning while walking and perception of and sensitivity to heritage. The results show that in urban planning and design, urban heritage can be capitalized for utilitarian and/or recreational walking as a behavioral manifestation. However, Wang & Wong (2020) limited their study to the institutional and commercial urban heritage. Therefore, based on Wang & Wong (2020), my study recommends to use the repositioning of urban heritage for active mobility with the specific themes that includes heritage trails for learning while walking and perception of and sensitivity to heritage which capitalized urban heritage for utilitarian and/or recreational walking as a behavioral manifestation and extend the study to cover the residential urban heritage.

van der Hoeven (2020) highlighted the citizen perceptions of their historic urban landscapes through participatory heritage websites where the author probes deeper into the citizen’s active contribution to the conservation of urban heritage. van der Hoeven (2020) stated that the key points of people-oriented forms of urban heritage conservation are identified into five categories of heritage attributes that are remembered by citizens. The results show that the key points of urban heritage conservation are the built environment and public space, the social fabric and identity, culture and leisure, business and industry, and politics and public order. However, van der Hoeven (2020) limited his study to an online medium of participatory heritage. Therefore, based on van der Hoeven (2020), my study recommends to use a people-oriented form of urban heritage conservation approaches where the key points are identified into five categories of heritage attribute which are the built environment and public space, the social fabric and identity, culture and leisure, business and industry, and politics and public order and extend the study to also include the conventional questionnaire-based participatory of urban heritage conservation.

Steinberg (1996) addressed the need for urban rehabilitation and adaptive re-use based on the importance of rehabilitation and conservation of old inner-city areas and historical landmarks in developed world cities. Steinberg (1996) concluded that the key aspects of area rehabilitation and revitalization strategies is to maintain the typical urban tissue and key elements of both the historical areas and the lives of the communities residing there as well as adapting the physical structures and activities to some of the present-day requirements. The results show that historical landmarks must be treated as part of conservation areas and need to be integrated into new concepts of use in order to sustain and revitalize. However, Steinberg (1996) limited his research to the reusability of only the historical landmarks. Therefore, based on Steinberg (1996), my study recommends to use the urban rehabilitation and adaptive re-use approaches where the key aspects is to maintain the typical urban tissue and key elements of the historical areas and the communities while adapting the physical structures and activities to some of the present-day requirements as well as integrated into new concepts of use and extend to include the adaptive re-use of the accessibility itself.

Šćitaroci & Šćitaroci (2019) highlighted spatial, urban, and landscape contexts for the revitalization and enhancement of cultural heritage where the author explores deeper for its inclusion of contemporary life. Šćitaroci & Šćitaroci (2019) stated that the key points of heritage revival are affected by context/environment while discovering new uses and repurposing its functions. The results show that the key points of heritage survival are linked to urban and spatial planning methods, which takes into account the integrity of space and the cultural heritage in it such that it can be used for place branding, infrastructure development as well as a crucial element of urban design. However, Šćitaroci & Šćitaroci limited their study to the historic institutional buildings. Therefore, based on Šćitaroci & Šćitaroci (2019), my study recommends to use the urban and spatial planning methods, which takes into account the integrity of space and the cultural heritage in it such that it can be used for place branding, infrastructure development as well as a crucial element of urban design and extend them to cover the historic residential buildings.

In summary, my study proposes to implement the urban rehabilitation and adaptive re-use approaches on the residential urban heritage. Based on Wang & Wong (2020), my study recommends repositioning the urban heritage for active mobility and extending the study to cover the residential urban heritage. Furthermore, my study will follow van der Hoeven (2020), where he used a people-oriented form of urban heritage conservation approaches and extend the study to also include the conventional questionnaire-based participatory. Moreover, my study supports Steinberg's (1996) urban rehabilitation and adaptive re-use approaches and extends to include the adaptive re-use of the accessibility itself. Lastly, my study will be based on Šćitaroci & Šćitaroci (2019), where I will conduct urban and spatial planning methods and extend them to cover the historic residential buildings.

TRAFFIC SYSTEM AND TRANSPORTATION

Serok & Blumenfeld-Lieberthal, E. (2019) have mention that the traffic flows have always been a major element affecting the nature of urban streets. Traffic flows influence the location of businesses, residences, and the development of real estate, land values, and built-density. Serok & Blumenfeld-Lieberthal, E. (2019) suggest that revealing the relations between the static street network and dynamic traffic flows may provide meaningful and useful insights that could be applied in planning processes. Thus, the objective of this work is to unveil the inter-relations between the dynamics of traffic flows and urban street networks in different areas of a city and between cities. However, based on my observation, Serok & Blumenfeld-Lieberthal, E. (2019) did not mention about other solution of what make the road cause traffic jam everyday. The most effective solution that needs to be mentioned in this issue is to provide more car parking and motor park especially when that area is surrounded by commercial and business buildings. This is because when a building such as a commercial has developed it will attract many people to come there for shopping or work, so when they come to that place usually they will come by their own transport. The issue will become worse when there is not enough parking. Another solution to overcome this issue is to provide basement parking. The design of commercial building must have basement to provide parking area. This will overcome the traffic jam issue for the commercial area. Therefore based on Serok & Blumenfeld-Lieberthal, E. (2019), my study recommend that to provide more infrastructure such as more carpark and basement designed at the commercial area.

Litvinov & Konovalova, T. V. (2019) have mention that The generation of transport demand through the construction of industrial, housing and socio-cultural facilities in conditions of insufficient provision of the necessary length and density of the road network in the existing development, leads to significant losses from traffic congestion, environmental pollution, high accident rates. Litvinov & Konovalova, T. V, suggest an integrated approach which is identify the main drawbacks of urban planning leading to accidents, identify patterns of occurrence of road accidents, depending on the transport and town planning characteristics of the considered territory of the city, and determination of the pattern of occurrence of road accidents in each subarea, depending on urban factors. However, based on my observation Litvinov, А. E., Senin, I. S., & Konovalova, T. V did not mention reducing the number of accidents on roads by providing more pedestrian walkways. The new ideas about pedestrian walkways need to be created to become a new element in our movement. We can created a biggers and long walkway with roof to cover the people who want to walk to go to work, school or shopping market. In addition, we can provide more line for bicycle at road. This will help the people to use bicycle everyday to do their daily routine. Therefore, based on Litvinov & Konovalova, T. V, my suggestion is to design more pedestrian walkway with new design and element to give opportunity for people to use it every day.

Abdullah, M. E., & Masirin, M. I. B. M. (n.d.) have mention that Malaysia is a developing country with rapid urbanisation, unceasing development and growing expansion of road network, connecting all the major cities in the country. However, in the downfall, traffic congestions, road accidents and fatalities are still at an alarming level, so to control the traffic impacts generated, the government uses Traffic Impact Assessment (TIA) as planning tool to assess the feasibility and rationality of a development. Abdullah, M. E., & Masirin, M. I. B. M. (n.d.) have suggest that in the study of the perceptions of professionals on TIA report in Malaysia, TIA report is an effective method in controlling traffic congestion problems. They also mention to encourage people to share the transportation every day, this will avoid more traffic problem because of too many cars on road at one times. However, based on my study and observation, Abdullah, M. E., & Masirin, M. I. B. M. (n.d.) did not mention about the condition of the road in Malaysia is quit trouble. For me it is important to have a good quality of road to avoid the accident because most of the accident is courses by the bad road condition. Therefore, based on Abdullah, M. E., & Masirin, M. I. B. M. (n.d.), my study recommended creating a new layout of road access in the building area to avoid traffic problems in that area.

Green, D., & Lewis, K. (2020) mention that The Guide emphasises the need for the road system to provide an environment which assists road users to behave effectively and safely. It considers the role of traffic management in influencing road user behaviour, and provides guidance for practitioners specifically on road safety aspects of traffic management. Green, D., & Lewis, K. (2020) suggests that outlines basic human factors as related to users of the road and traffic environment, and how these can be influenced by road design and traffic management practice. It also describes the basic components of road safety engineering and its application in terms of risk engineering concepts, primary strategies and safety management systems, and outlines the principles and practice of managing safety in the road environment, as related to road infrastructure features and the basic tools of traffic engineering and management. However, based on my observation, Green, D., & Lewis, K. (2020) did not mention the standard of assessment and road dimension; even a carpark measurement in uniform building by law needs to be followed. This is important to make a design or development based on the uniform building by law because it has already been set up as a good guideline in Malaysia. Therefore, based on Green, D., & Lewis, K. (2020), my suggestion is to make the safe system approach for transport at building area such as commercial areas based on the standard and requirement but add on with more infrastructure for transportation.

In summary, my study proposes to provide more transportation infrastructure such as carpark and basement at commercial area to avoid traffic jam. My study recommends to design a new layout of pedestrian walkway especially in town to encourage people to not using their transport every day. Additionally, my study will follow Litvinov & Konovalova, T. V. (2019) road Safety as a factor in sustainable urban development in a specific project in Kajang. Moreover, my study support Green, D., & Lewis, K. (2020). Guide to traffic management part 13: safe system approach to transport management.

FLOOD AND WATER ISSUES AT KAJANG

Salleh, S. H. M., & Sidek, L. M. (2016) mentioned that Kajang town has experienced flood issues since 40 years ago. Due to the monsoon season occurring in Malaysia, Kajang probably faces several times of flood events. Salleh, S. H. M., & Sidek, L. M. (2016) stated one of the crucial elements in flood analysis is rainfall distribution. Salleh, S. H. M., & Sidek, L. M. (2016) highlighted that main input for flood studies is to have an optimum cognition of rainfall distribution. Salleh stated the results in several ways such as GeoHMS visualized and a table for full distribution of rainfall for small parts in a case study. However, Salleh focused more on Sungai Jeluh data and results. Therefore, based on Salleh, S. H. M., & Sidek, L. M. (2016), my study recommends to use the methods, visualized and tabulated the data at area of Jalan Semenyih, Kajang.

Saudi et. Al. (2018) highlighted the creation of flood risk index in the experimented area based on the derived secondary data from Department of Drainage and Irrigation (DID) since 1982-2012 where the author took the relevant years and authorized source to analyse. Saudi et. Al. (2018) mentioned that the water level is the best variable to be taken for the flood warning alert system proposed. The result for correlation coefficient was 1.000. The risk index is in range from 0-100, which has been created from control limit value. As the result showed 16.63% out of total result, it has been classified as a high risk class for flood with starting 70 and above risk index range. The accuracy of prediction was being clarified with specific methods to get an optimal result. However, Saudi limited his study with not stating any history of specific places which were affected to flood according to the listed factors. Therefore, based on Saudi et. Al. (2018), my study recommends to use water level as variable for the flood warning alert system and with the method suggested and extend the study to focus more on nearby site project area.

Haque, S., & Roslan, N. (2017) highlighted the water pollution trend due to urbanization by analysing the hydrogeological condition and ground water quality status of Langat basin. The study that emphasised on Kajang and Semenyih town focuses on geological, hydro-chemical and statistical analysis on the topic. The author mentioned data that collected from the Mineral and Geosciences Department, Selangor are borehole log, pumping test and groundwater chemistry for the two towns. The wells pumping water used are from four types of rock formation. The method for analysis is using selected software. The result for this study proved that urbanization impacted on underground water and the policy recommendation is to reduce the impact of underground water pollution. However, Haque, S., & Roslan, N. (2017) limited his study by not attaching any reference photo for the solution. Therefore, based on Haque, S., & Roslan, N. (2017), my study recommends to use the method to analyse groundwater quality on selected site area and extend the study to focus on how to overcome the problem with reference to its recommendations.

Bahrum, N., & Malek, M. (2016) highlighted the establishment of the latest trending intensity duration frequency (IDF) curves and determination of various hydrological parameters for urban and semi-urban areas in Kajang, Selangor. Bahrum, N., & Malek, M. (2016) stated the results from this study exhibited the new established IDF curves developed for Kajang at semi urban and urban areas for Sg. Jelok sub-catchment. Even if the results are urban areas it has a larger value of time of concentration, and highest value of hydrograph peak time, but various floods still occur at certain places in urban areas. According to the author, this is because of the current active residential constructions and old drainage system. However, Bahrum limited his study on the suggestion and solution for the issue. Therefore, based on Bahrum, N., & Malek, M. (2016), my study recommends to use the data listed and extend the study to get current trending on IDF.

Aerts et.al. (2011) highlighted that New York City waterfront is important to act as flood defense at the first place, flood risk controller and as protection to the city from sea-level rise and upcoming climate change. The author mentioned that the authority had outlined the policies based on PlaNYC, a strategic plan by New York City which one of the policies is New York City Comprehensive Waterfront Plan for over 500 miles of NYC waterfront. In the meantime, the vision is to enhance resilience to sea-level rise and climate change. Aerts et.al. (2011) stated that this study asks to guide for advancing the objectives of NYC Vision 2020 by assessing how flood insurance, flood zoning, and building code policies can promote waterfront development that is more adaptable to climate change. However, Aerts did not mention any clarification on which country may use the suggested method as PlaNyc offers. Therefore, based on Aerts et.al. (2011), my study recommends to use the proposal as a strategic plan for New York City, implement at the flood affection area in Kajang and extend the study to another analysis of the advantages and disadvantages of the waterfront for selected study areas.

Basha, E., & Rus, D. (2007) stated that warning communities of the future flood event gives good solutions by alerting people with enough time to escape and prepare for living protection. The author continued the existing solution needs few requirements that produce a several problems from variety factors. This complex system accessible by non-technical people must be a real challenge even by developed countries and even worse for the developing itself. In this study, the paper proposes a solution for the problem based on discussion. Basha, E., & Rus, D. (2007) mentioned initial experiments in trying out the solution and also the results throughout the lesson. However, the complete system still does not complete but the author insists to continue developing this system and create a local test platform. Therefore, based on Basha, E., & Rus, D. (2007), my study recommends to use the idea for flood solution to the studied site and extend the study by analyzing the advantages and disadvantages with several factors that could be considered.

In summary, my study proposes to use water level as variable for the flood warning alert system and with the method suggested and extending the study to focus more on nearby site project areas. My study recommends the method used by Salleh, S. H. M., & Sidek, L. M. (2016). Additionally, my study will follow Haque, S., & Roslan, N. (2017) by using the method to analyse groundwater quality on selected site areas. Moreover, my study supports the data listed by Bahrum, N., & Malek, M. (2016) and will extend the study to get current trending intensity duration frequency (IDF). Based on Aerts et.al. (2011), my study recommends to use the proposal as a strategic plan for New York City, implement at the flood affection area in Kajang and extend the study to another analysis of the advantages and disadvantages of the waterfront for selected study areas. Based on Basha, E., & Rus, D. (2007), my study recommends to use the idea for flood solution to the studied site and extend the study by analyzing the advantages and disadvantages with several factors that could be considered.

URBAN TRAFFIC AND TRANSPORTATION SYSTEM

Mat Shukri et al., (2020) have highlighted the Level of Service (LOS) used for the development of transportation infrastructure designations. Mat Shukri et al., (2020) also stated the Level of Services (LOS) of three main designated routes of SMART buses in Kajang Selangor (KJ01, KJ02, and KJ03). The results show that KJ01, KJ02, and KJ03 fall under the category of LOS D considering the attributes of service frequency, service hours, passenger load/thresholds, and speed of bus. However, Mat Shukri et al., (2020) limited their study to bus transportation services only. Therefore, based on Mat Shukri et al., (2020), my study recommends to use the Level of Services (LOS) of KJ01, KJ02, and KJ03 which fall under the category of LOS D considering the attributes of service frequency, service hours, passenger load/thresholds, and speed of bus and extend my study to cover all public transportation services.

Aftabuzzaman et al ., (2010) highlighted the congestion relief impacts of Public Transport (PT) to the problem of urban road traffic congestion. Aftabuzzaman et al ., (2010) stated that the framework for estimating the monetary value of the congestion reduction impacts of public transport. The results show that by using the average congestion valuation and mode shift evidence, the model has been applied to a number of cities to estimate the monetary value of the congestion relief impact of public transport. However, Aftabuzzaman et al ., (2010) limited his study to one factor only which is monetary value. Therefore, based on Aftabuzzaman et al ., (2010), my study recommends to use the average congestion valuation and mode shift evidence, the model has been applied to a number of cities to estimate the monetary value of the congestion relief impact of public transport and extend my study to include multiple external factors.

Khalid et al., (2020) addressed the road users’ perception of motorcycle safety levels in terms of its conspicuity, at different riding or driving situations at night in the rural and urban areas. Khalid et al., (2020) concluded that the respondents were able to observe better and be more alert of motorcycle presence in road situations when driving in the urban areas compared to the rural areas. The results show that over 80% believe that wearing bright-colored attires and helmets can enhance a motorcycle's conspicuity and alertness towards other road users. In addition, more than 80% of the respondents agreed that using reflective tapes on the side body of a motorcycle can improve motorcycle visibility, especially at road junctions. However, from the 78 collected data, Khalid et al, (2020) research might show biased responses towards motorcyclists. Therefore, based on Khalid et al., (2020), my study recommends to use the collected data where the respondents were able to observe better and be more alert of motorcycle presence in road situations when driving in the urban areas compared to the rural areas and extend my study to cover better respondents distribution for a more accurate data collection results.

In summary, my study proposes to use the collected data from the respondents to cover all public transportation services. Based on Mat Shukri et al., (2020), my study proposes to use the Level of Services (LOS) of KJ01, KJ02, and KJ03 considering the attributes of service frequency, service hours, passenger load/thresholds, and speed of bus and extend my study to cover all public transportation services. Moreover, my study supports Aftabuzzaman et al ., (2010) recommends to use the average congestion valuation and mode shift evidence and extend my study to include multiple external factors. Lastly, my study will be based on Khalid et al., (2020), to use the collected data from the respondents about awareness towards motorcyclist presence in road situations and extend my study to cover better respondent distribution.