FINAL REPORT

Low Carbon City Action Plan for CyberjayaCO2 Baseline Data Report

© Copyright Ministry of Energy, Green Technology and Water (KeTTHA), 2011.

All Rights Reserved

Prepared for Ministry of Energy, Green Technology and Water (KeTTHA)

FINAL REPORTLow Carbon City Action Plan for CyberjayaCO2 Baseline Data Report

This document has been prepared with input from range of organisations and agencies.

Content may not be reproduced, downloaded, disseminated, published or transferred in any

form or by any means, except with the explicit, prior authorization in writing. Any use of

information in this document should be accompanied by an acknowledgement of Ministry of

Energy, Green Technology and Water (KeTTHA) as the source.

Prepared by:

Malaysian Institute of Planners (MIP)

Noraida Saludin

Mazrina Abd Khalid

Norliza Hashim

Khairiah Mohd Talha

Ana Kashfi Muhamad

PM. Dr. Faridah Shafii

BK Sinha

Maizatul Munirah Abd Rahman

In association with:

Malaysian Green Technology Corporation (MGTC)

Cyberview Sdn. Bhd.

Sepang Municipal Council (MP Sepang)

Setia Haruman Sdn. Bhd.

Multimedia Development Corporation (MDeC)

Syarikat Bekalan Air Selangor Sdn. Bhd. (SYABAS)

Tenaga Nasional Berhad (TNB)

Megajana Sdn. Bhd.

CONTENTSExecutive Summary i

Introduction 1-1

1.1 Goal 1-2

1.2 Objectives 1-2

1.3 Methodologies and Approaches 1-3

1.4 Key Stakeholders 1-6

1.5 Profiling of Cyberjaya 1-8

1.5.1 MSC Malaysia Cybercities/Cybercentres 1-10

1.5.2 Cybercities around the World 1-11

1.6 Cyberjaya Masterplan 1-12

1.6.1 Cyberjaya Today 1-14

1.6.2 Location and Accessibility 1-16

1.6.3 Surrounding Development 1-18

1.7 Policies and Plans that Related to Cyberjaya 1-21

1.8 Cyberjaya Green Initiatives 1-33

Application of LCCF Sub-Criteria to Baseline 2-1

2.1 LCCF Elements and Sub-Criteria 2-2

2.2 Applicability of LCCF Performance Criteria in Cyberjaya 2-4

Carbon Emission Assessment 3-1

3.1 Carbon Accounting Approach 3-2

3.2 Data Collection 3-3

3.3 Level of Assessments 3-7

3.4 Carbon Emission under Urban Environment (UE) 3-9

3.4.1 Baseline 2011 3-9

3.4.2 BaU 2020 3-9

3.4.3 Low Carbon Strategies (LCS) 2020 3-9

3.4.4 Summary for UE 3-12

3.5 Carbon Emission under Urban Transportation (UT) 3-13

3.5.1 Assumptions 3-14

3.5.2 Baseline 2011 3-15

3.5.3 BaU 2020 3-15

3.5.4 Low Carbon Strategies (LCS) 2020 3-15

3.5.5 Summary for UT 3-17

3.6 Carbon Emission under Urban Infrastructure (UI) 3-17

3.6.1 Assumptions 3-18

3.6.2 Baseline 2011 3-18

3.6.3 BaU 2020 3-19

3.6.4 Low Carbon Strategies (LCS) 2020 3-19

3.6.5 Summary for UI 3-20

3.7 Carbon Emission under Building (B) 3-20

3.7.1 Baseline 2011 3-20

3.7.2 BaU 2020 3-21

3.7.3 Low Carbon Strategies (LCS) 2020 3-21

3.7.4 Summary for Building (B) 3-23

3.8 Overall Summary 3-24

Conclusion 4-1

4.1 Way Forward 4-2

CONTENTS

Diagram 1.1: Key Stakeholders Involved 1-3

Diagram 1.2: Policies Related to Cyberjaya 1-21

Diagram 1.3: Local Authorities Involved in Greater KL/KV 1-25

Diagram 1.4: iGREET and iGREET Junior 1-35

Diagram 1.5: Bus Shelters with Solar Panels 1-35

Diagram 1.6: Tree Planting in Cyberjaya 1-36

Diagram 1.7: SHELL Gold Certified Building 1-37

Diagram 1.8: Green Kiosk, Green Billboard and Eco-Toilet 1-38

Diagram 1.9: Features in Cyberjaya DTS Buses 1-39

Diagram 2.1: LCCF Performance Criteria Based on Carbon Footprint 2-1

Diagram 2.2: Breakdown of Performance Criteria and Sub-criteria 2-1

Diagram 2.3: UE 1-1 – Development within Urban Footprint 2-5

Diagram 2.4: UE 1-2 – Infill Development 2-6

Diagram 2.5: UE 1-3 – Development within Transit Nodes and

Corridors2-7

Diagram 2.6: UE 1-4 – Brownfield and Greyfield Redevelopment 2-8

Diagram 2.7: UE 1-5 – Hill Slope Development 2-9

Diagram 2.8: UE 2-1 – Mixed-use Development 2-10

Diagram 2.9: UE 2-2 – Compact Development 2-11

Diagram 2.10: UE 2-3 – Road and Parking 2-12

Diagram 2.11: UE 2-4 – Comprehensive Pedestrian Network 2-13

Diagram 2.12: UE 2-5 – Comprehensive Cycling Network 2-14

Diagram 2.13: UE 2-6 – Urban Heat Island (UHI) Effect 2-15

Diagram 2.14: UE 3-1 – Preserve Natural Ecology, Water Body and

Biodiversity2-16

Diagram 2.15: UE 3-2 – Green Open Space 2-17

Diagram 2.16: UE 3-3 – Number of Trees 2-18

LIST OF DIAGRAMS

Diagram 2.17: UT 1-1 – Single Occupancy Vehicle (SOV) Dependency 2-19

Diagram 2.18: UT 2-1 – Public Transport 2-20

Diagram 2.19: UT 2-2 – Walking and Cycling 2-21

Diagram 2.20: UT 3-1 – Low Carbon Public Transport 2-22

Diagram 2.21: UT 3-2 – Low Carbon Private Transport 2-23

Diagram 2.22: UT 4-1 – Vehicle Speed Management 2-24

Diagram 2.23: UT 4-2 – Traffic Congestion and Traffic Flow

Management2-25

Diagram 2.24: UI 1-1 - Land Take for Infrastructure and Utility

Services2-26

Diagram 2.25: UI 1-2 – Earthwork Management 2-27

Diagram 2.26: UI 1-3 – Urban Storm Management 2-28

Diagram 2.27: UI 2-1 – Construction and Industrial Waste

Management2-29

Diagram 2.28: UI 2-2 – Household Solid Waste Management 2-30

Diagram 2.29: UI 3-1 – Energy Optimisation 2-31

Diagram 2.30: UI 3-2 – Renewable Energy 2-32

Diagram 2.31: UI 3-3 – Site-wide District Cooling System 2-33

Diagram 2.32: UI 4-1 – Efficient Water Management 2-34

Diagram 2.33: B 1-1 – Operational Energy Emissions 2-35

Diagram 2.34: B 1-2 – Operational Water Emissions 2-36

Diagram 2.35: B 1-3 – Emission Abatement Through Retrofitting 2-37

Diagram 2.36: B 1-4 – Building Orientation 2-38

Diagram 2.37: B 2-1 – Shared Facilities and Utilities within Building 2-39

Diagram 4.1: Percentage of Baseline 2011 vs BaU 2020 4-2

Diagram 4.2: Percentage of Baseline 2011 vs LCS 2020 4-3

Diagram 4.3: A Roadmap Template – Initiative Towards A Low

Carbon City4-4

LIST OF DIAGRAMS

Table 1.1: Landuse Breakdown of Cyberjaya According to the

Masterplan1-12

Table 1.2: Development Progress in Cyberjaya as of November 2011 1-14

Table 1.3: The AFFIRM Framework 1-22

Table 2.1: LCCF Performance Criteria and Sub-Criteria 2-2

Table 3.1: Input Data 3-4

Table 3.2: GDP for the Interval Years 3-8

Table 3.3: Baseline 2011, BaU 2020 and LCS 2020 for UE 3-10

Table 3.4: Comparisons between Baseline Emission and BaU 2020 3-12

Table 3.5: Comparisons between Baseline Emission and LCS 2020 3-12

Table 3.6: Summary for UE 3-12

Table 3.7: Baseline 2011, BaU 2020 and LCS 2020 for UT 3-16

Table 3.8: Comparisons between Baseline 2011 and BaU 2020 3-16

Table 3.9: Summary for UT 3-17

Table 3.10: Baseline 2011, BaU 2020 and LCS 2020 for UI 3-19

Table 3.11: Comparisons between Baseline 2011 and BaU 2020 3-20

Table 3.12: Summary for UI 3-20

Table 3.13: Baseline 2011, BaU 2020 and LCS 2020 for Building 3-22

Table 3.14: Comparisons between Baseline 2011 and BaU 2020 3-22

Table 3.15: Comparisons between Baseline 2011 and LCS 2020 3-23

Table 3.16: Summary for Building 3-23

Table 3.17: Overall Summary 3-24

Table 3.18: Comparisons of CO2 Emission for Cyberjaya 3-24

Table 4.1: Summary for Baseline 2011, BaU 2020 and LCS 2020

(in tCO2)4-1

Table 4.2: Comparisons of Carbon Emission by Percentage 4-2

LIST OF TABLES

Figure 1.1: Working Process and Approaches for Cyberjaya CO2

Baseline Study1-5

Figure 1.2: Cyberjaya Masterplan 1-13

Figure 1.3: Development Progress in Cyberjaya 1-15

Figure 1.4: Location and Accessibility 1-17

Figure 1.5: Surrounding Development 1-20

Figure 1.6: Cyberjaya’s Position 1-26

Figure 1.7: NKEA Initiatives: Business Opportunities 1 – Putrajaya 1-27

LIST OF FIGURES

EXECUTIVE SUMMARY

The United Nations (UN) once defined that Malaysia was already a highly urbanized nation.

In the Population and Housing Census of Malaysia 2010 report produced by Department of

Statistics Malaysia, the total population of Malaysia was 28.3million, of which 71% or almost

20 million were living in urban areas. In reality, Malaysia is continually growing. In the World

Urbanization Prospects: The 2011 Revision reported by UN stated that Malaysia’s urban

population has reached 72.8% in 2011 which is slightly beyond the projected 2020 urban

population rate of 70%¹

Why should this be of concern to us? As more and more population move to urban areas or

cities, human activities in urban/cities will increase, increasing the demand for energy and

water and subsequently producing higher level of Greenhouse Gas (GHG) emission.

Human activities involving in housing, transportation, energy use, etc. are the major

contributors of measuring the emission from these various activities which is seen as critical

for future actions towards reduction of carbon emission.

This Cyberjaya CO2 Baseline Study aims to obtain baseline data for year 2011 and utilize it

to project future carbon emissions in 2020 for the city of Cyberjaya using the framework and

assessment tool provided by the Low Carbon Cities Framework and Assessment System

(LCCF) developed by the Ministry of Energy, Green Technology and Water (KeTTHA). This

study provides a preliminary understanding of the level of CO2 emission for Cyberjaya. This

study is part of the pioneer initiative by the government to showcase Malaysia’s efforts

towards developing low carbon cities. This is in-line with the 10th Malaysia Plan to propel

Cyberjaya, along with Putrajaya as pioneer Green City of the country.

This study is part of the Cyberjaya Low Carbon City Action Plan initiated by KeTTHA

together with its partners in Cyberjaya namely Cyberview Sdn. Bhd, Sepang Municipal

Council (MP Sepang) and Multimedia Development Corporation (MDeC).

This document is divided into four (4) chapters:

1. Introduction : This chapter introduces background of the study (goal, objectives,

process and approaches), profiling of Cyberjaya, Cyberjaya in bigger context (from

regional perspective to state and district level) and the green initiatives already and

currently implemented in Cyberjaya.

i

EXECUTIVE SUMMARY

¹The 9th Malaysia Plan 2006 – 2010 projected that 70% of total population in year 2020 would be living in urban areas.

2. Application of LCCF Sub-criteria to

Baseline : In this chapter, the

applicability of LCCF elements and sub-

criteria were evaluated prior further

assessments and data input. Their

relevance are assessed in context with

Cyberjaya in detail.

3. Carbon Emissions Assessment :

Based on the evaluation, this chapter

then focuses on calculating the carbon

emissions based on three (3) different

measurements: (i) Baseline 2011, (ii)

Business-as-Usual (BaU) 2020 and (iii)

Low Carbon Strategies (LCS) 2020. At

the end of this chapter, it also includes

ii

summary of all the results and comparisons of CO2 emissions for Cyberjaya. The LCS

2020 emission was calculated based on a set of strategies recommended in the LCCF.

These strategies are as follows:

Low Carbon Strategies 2020 for UE

1 Hill slope development – replanting trees with high carbon sequestration vegetation

2

Road and parking should not exceed 20% of total area of development in Cyberjaya. In

this case the roads and parking area are less than 20% as allocated by the Cyberjaya

Master Plan

3 Green open space is minimum at 10% of the total development or greater

4 Water bodies are conserved for carbon sequestration

5 Indigenous trees of high carbon sequestration including bamboos are planted

6 Expansion of greeneries through green roofs and grid paving etc.

Low Carbon Strategies 2020 for UT

1 Awareness campaigns of the carbon impact of transport as a result of usage of SOV

2 Incentives for the reductions of SOV

3 Penalties due to the usage of SOV

iii

Low Carbon Strategies 2020 for UI

1 Promote awareness campaigns to achieve zero waste to landfills

2 Generate energy out of organic (green) waste

3 Ensure all buildings use DCS cooling

Low Carbon Strategies 2020 for Building

1Design energy efficiency measures conforming to benchmarks and common carbon

metrics to provide trajectories to 40% carbon reduction in 2020 and beyond

2Build retrofits for existing buildings to meet energy efficiency benchmarks and climate

goal trajectories

3Design buildings conforming to the Common Carbon Metrics (CCM) for carbon

reduction in 2020 and beyond

4 Use of renewable energy to reduce carbon emissions

5Conserve water and therefore resulting in energy savings in water processing and

distribution.

4. Conclusion : This final chapter summarizes the findings of the study and proposes

recommendations of the way forward for further actions. A roadmap toward

implementing measures recommended is included.

Achieving low carbon city status involves a huge effort. It requires many sets of actions,

including changing the lifestyles and habits of people in general. Any growth or development

must seek a balance – optimizing the land for development as well as protecting it for

environmental purposes. All human actions have impacts not just on the environment but

also in terms of how much carbon we generate into the atmosphere daily.

1.0 INTRODUCTION

In 2011, the Malaysian government through the Ministry of Green Technology, Energy and

Water (KeTTHA), unveiled a framework guide and assessment system for Low Carbon

Cities. This is known as the Low carbon Cities Framework and Assessment System (LCCF).

The LCCF is an initiative led by the government that serves as a guide for the local

authorities, township developers, designers and individuals on how to plan and develop a

low carbon city, township or project. The focus of LCCF is towards reduction of carbon

emissions in cities, townships and projects.

It is in line with the National Green Technology Policy

(NGTP) under the Ministry of Green Technology,

Energy and Water in moving towards lowering carbon

emissions and simultaneously attaining a sustainable

development. In achieving a 40 percent reduction of

carbon intensity by the year 2020, compared to 2005

levels per GDP as the Prime Minister pledged in

Copenhagen in 2009, the Government has selected

Putrajaya and Cyberjaya as the pilot projects to

showcase low carbon initiatives. These projects are

identified as Cyberjaya and Putrajaya Low Carbon

Action Plans.

As part of the initiative for the action plan for Cyberjaya, KeTTHA through its agency,

Malaysia Green Technology Corporation (MGTC) has embarked on a two-stage process

towards developing the action plan. The first one is a baseline assessment of carbon

emissions for Cyberjaya using the LCCF and the next stage is the formulation of an action

plan towards carbon emission reduction.

1-1

1.1 Goal

The aim of this research is to provide 2011 baseline data for Cyberjaya and project

future carbon emission for Japan Research Institute (JRI) to formulate the Cyberjaya

Low Carbon City Action Plan.

1.2 Objectives

The objectives of this research are:

i. To identify the sub-criteria (based

on LCCF) which are applicable for

Cyberjaya;

ii. To identify the carbon emission

baseline of Cyberjaya for 2011;

iii. To forecast the carbon emission

level for 2020 based on Business-

as-Usual (BaU) model and Low

Carbon Strategies (LCS); and

iv. To recommend low carbon

strategies that may help in

reducing carbon emission level of

Cyberjaya.

Carbon Emissions

CO2 emissions come from a variety of natural sources emitted through human activities. Human

activities are responsible for the increase of CO2 that has occurred in the atmosphere since the

industrial revolution. The main human activity that emits CO2 is the combustion of fossil fuel

(coal, natural gas & oil) for energy and transportation (though certain industrial processes and

land use changes).

(Source: United States Environmental Protection Agency (EPA), 2012)

Carbon Emissions

CO2 emissions come from a variety of natural sources emitted through human activities. Human

activities are responsible for the increase of CO2 that has occurred in the atmosphere since the

industrial revolution. The main human activity that emits CO2 is the combustion of fossil fuel

(coal, natural gas & oil) for energy and transportation (though certain industrial processes and

land use changes).

(Source: United States Environmental Protection Agency (EPA), 2012)

1-2

1.3 Process and Approaches

In order to achieve the desired goal as identified in 1.2 earlier, a thorough process was

distinguished and various possible approaches were employed. The process and

approaches are as follows:

i. Identify Stakeholders and their Roles & Responsibilities

In the beginning of this project, a brainstorming session was held to identify who

were the stakeholders and to understand their roles and responsibilities. The

session for the baseline study project included stakeholders that had varying

levels of responsibility and authority. They were KeTTHA, MGTC, Cyberview

Sdn. Bhd., Setia Haruman Sdn. Bhd., Sepang Municipal Council (MP Sepang),

Multimedia Development Corporation (MDeC), Megajana Sdn. Bhd., SYABAS

and Tenaga Nasional Berhad (TNB).

ii. Syndication with Stakeholders

Next, is to have a regular and strong syndication between stakeholders and

local consultants in order to ensure a good collaboration and understanding.

This is imperative because by engaging the stakeholders and communicating

with them will give certainty of working together and this enables better results.

This helps ensuring the outcomes are achievable within the given timeframe and

with near zero-roadblocks.

1-3

Diagram 1.1 : Key Stakeholders Involved

iii. Data Collection and Verification

Data collection is the most crucial part in this study. Technical data is required in

order to be able to calculate CO2 emissions. In this project, data were obtained

from sources like Masterplan, Sepang District Local Plan, Selangor State

Structure Plan, Census data, etc. All the data gathered will be the basis in

calculating CO2 emissions. Thus, the data need to be further analyzed to identify

whether it can be transferred to the carbon calculator.

iv. Application of Calculator

The collected data shall be the basis for a baseline based on ‘Business as

Usual’ (BaU). At this stage, the collected data will be transferred to the calculator

and the carbon calculator will analyze carbon emission baseline of the identified

sub-criteria. The results produced by the calculator will show the baseline

carbon emissions for Cyberjaya for 2011, BaU 2020 and LCS 2020.

v. Re-syndication with Stakeholders

Once the baseline and BaU 2020 are established, another syndication with

stakeholders takes place in order to ensure that all stakeholders agree with the

output and that the results of this study are useful for future undertakings.

Should the stakeholders unsatisfied with the output, then there is a need to

revise all the data requirements which this will lead the research back to the data

collection and verification stage.

vi. Reporting

Upon completion of the process

at this stage, there is a need to

have a report which documents

the whole assessment of

Cyberjaya. With all the stipulated

process and approaches being

followed, the outcome could be a

good reporting documentation

and reference for all. This report

is useful for the purpose of

updating the emission inventory.

1-4

Developer / Land

Owner / Local

AuthorityIdentify Key Stakeholders

Identify Role and

Responsibilities of

Stakeholders

Syndication with

Stakeholders

BaU 2020Baseline 2011

Reporting

Re-Syndication with

StakeholdersUnsatisfied?

Revise Data

Requirements

Application of

Carbon Calculator

CO2 Emissions

Data Collection and

Verification

LCS 2020

Figure 1.1: Working Process and Approaches for Cyberjaya CO2 Baseline Study

1-5

1.4 Key Stakeholders

As discussed, there are various levels of stakeholders with different responsibilities

and authorities involved in this project. However, there are only four (4) key

stakeholders that have shaped Cyberjaya in becoming a world-class cybercity. They

are:

i. Setia Haruman Sdn. Bhd.

Being the master developer, Setia

Haruman Sdn. Bhd. plays a big role in the

development of Cyberjaya. Ever since the

establishment of the company on 28th

March 1997, Setia Haruman has been

and developing of Cyberjaya. Additionally, Setia Haruman is also responsible in

providing the infrastructure facilities for Cyberjaya as well as being involved in its

real estate development with investors and sub developers through marketing

and selling of land parcels. With the aims to transform Cyberjaya as the first and

premier ICT city in the country, Setia Haruman provides variety of world class

facilities without side-lining the charm of natural surroundings.

ii. Cyberview Sdn. Bhd.

Cyberview Sdn. Bhd., a government owned

company formed in 1996, is the landowner

of Cyberjaya. Cyberview Sdn. Bhd. has

been awarded Cybercity Manager (CCM)

status by the Ministry of Science,

CCM, Cyberview Sdn. Bhd. is responsible to ensure continuous delivery of MSC

Malaysia Bill of Guarantee 1 (BoG 1) i.e. to provide world class physical and

information infrastructure and to ensure compliancy to the MSC Malaysia

Performance Standards for all designated premises in Cyberjaya.Cyberview Sdn.

Bhd. is also responsible in marketing, customer servicing, providing and

implementing value added programmes to facilitate the growth of MSC Malaysia

status companies.

1-6

heavily involved in the planning, designing

Technology and Innovation (MOSTI).As a

iii. Sepang Municipal Council (MP Sepang)

Sepang Municipal Council (MP Sepang), as the local

authority or local government is responsible in providing

services and basic amenities to all areas within the

Sepang District. It is also responsible in the district

Development Plan i.e. in implementing and ensuring

compliance of the local plan prepared under the provision

of the Town and Country Planning Act 1976 (Act 172)

Besides that, MP Sepang is also responsible in controlling and regulating

developments within its areas of jurisdiction. To date, the jurisdiction of MP

Sepang encompasses an area of 61,900 hectares.

Multimedia Development Corporation

(MDeC) is a ‘one-stop’ agency incorporated

under the Companies Act of Malaysia that

ensures the successful implementation of

MSC Malaysia. It is tasked with the

Malaysian Government of legislation and policies, developing MSC-Malaysia

specific practices, setting standards for multimedia operations, promoting MSC

Malaysia locally and globally and supporting companies which are locating or

located within the region of MSC Malaysia; one of them is Cyberjaya.

1-7

iv. Multimedia Development Corporation (MDeC)

Responsibility of advising the

1.5 Profiling of Cyberjaya

Cyberjaya is the first intelligent city in the country which was re-modeled after Silicon

Valley, U.S. The city was officially launched in 1999 by the former Prime Minister,

YABhg Tun Dr. Mahathir Mohamad. The development of Cyberjaya started in 1997

when Setia Haruman Sdn. Bhd. was appointed as the Master Developer.

Cyberjaya covers an area of 2,816.89 hectares (6,960.66 acres), with 1,499.36

hectares (3,705 acres) are saleable land with 256.71 hectares (634.34 acres) are of a

green area. The estimated population of Cyberjaya based on the published Census

Data of year 2010 was 47,961. Positioned within the MSC corridor, Cyberjaya is

neighbour to Putrajaya, the administrative centre of the country.

Since urbanization has spread out, Putrajaya, Cyberjaya and other nearby centres

have fast becoming new focal areas to stay, work, study and play. The development of

Putrajaya has started since 1995, with a total land area of 4,931 hectares. The

estimated population of Putrajaya is 68,361. From a Garden City concept, Putrajaya

now aims to become a Green City by 2025.

The differences between these two cities are Putrajaya is a special role city that

serves as the Federal administrative centre whereas Cyberjaya is a cybercity that

serves as a hub for information technology in the country.

Today, Cyberjaya is home to 600 companies, of which includes more than 30

multinationals and more than 160 commercial outlets and restaurants. Major

organisations such as Shell, Dell, Ericsson, DHL, Fujitsu, BMW, UNDP, Air Asia,

Scicom, HSBC are few multinationals that have chosen Cyberjaya as an ideal location

for their global offices and data centres. To improve the city’s standing as one of the

ideal cybercities, Cyberjaya also provides world class education through institutions

like Lim Kok Wing University, Multimedia University (MMU), Cyberjaya University

College of Medical Sciences (CUCMS), Kirkby International College, and Sekolah Seri

Puteri (a National Secondary Boarding School for girls).

1-8

1-9

Background Profile of Cyberjaya

• Total Land Area : 2,816.99 ha

• Total Green Areas : 256.71 ha (9% of total area)

• Population 2010 : 47,961

• Population Density : 17 people/ha

• Total Knowledge Workers (2011) : 29,979

• Total Number of Students (2011) : 21,986

• Total Number of Companies (2011) : 621

• GPS Location : 02º 55' 39.1260“ , 101º 39' 26.7444"

• Temperature : 24ºC - 33ºC

Source: 1. Setia Haruman Sdn. Bhd.(www.cyberjaya-msc.com)

2. Cyberview Sdn. Bhd.

3. Sepang Municipal Council (MP Sepang)

4. Department of Statistic Malaysia

1.5.1 MSC Malaysia Cybercities/Cybercentres

To date, seven Cybercities and twenty-two Cybercentres have been established under

the MSC Malaysia Cybercities /Cybercentres. The establishment of Cybercities/

Cybercentres is in support of the growth of ICT in this country.

1-10

• Cyberjaya : 2,816.89 ha

• Technology Park Malaysia : 85.38 ha

• Kulim Hi-Tech Park (KHTP) : 1,408 ha

• Penang Cybercity 1 (PCC 1): 923.90 ha

• KL City Centre : 2.17 ha

• KL Tower : 1.34 ha

MSC Malaysia Cybercities

• Meru Raya : 84.58 ha

• Melaka International Trade Centre : 75.68 ha

• Bandar Utama : 50.48 ha

• KL Sentral : 29.98 ha

• iCity : 29.14 ha

• Mid Valley City : 21.04 ha

• UPM – MTDC : 15.78 ha

• Bangsar South City : 11.13 ha

• Puchong Financial & Corporate Centre : 3.24 ha

• TM Cybercentre Complex : 3.07 ha

• Jaya 33 : 2.51 ha

• The Intermark : 2.13 ha

• Spansion : 1.70 ha

• Menara MSC Cyberport : 0.56 ha

• MSC Malaysia Cybercentre@Putra Square : 0.23 ha

• Menara Worldwide : 25,622.66 sq. m

• Symphony House : 24,976.98 sq. m

• Wisma Hamzah Kwong Hing : 16,990.85 sq. m

MSC Malaysia Cybercentres

• Menara Binjai : 0.43 ha

• Pensoft Tower : 0.29 ha

• G Tower : 46,451.52 sq. m

• Quill 9 : 26,012.85 sq. m

*ha : hectare(s)

*sq. m : square meter

1.5.2 Cybercities around the World

Cybercities are cities that have a strong basis on information technology. As

discussed, Cyberjaya is replicated based on the Silicon Valley model. This point

onwards will briefly explain a few cybercities around the world.

i. Silicon Valley,U.S

Located in the Northern California, U.S, Silicon Valley, a region which is home to

many of the world’s largest technology corporations, i.e. Apple Inc., Intel,

Hewlett Packard, IBM, eBay, SanDisk, Yahoo, etc. It was the first ever such city

being built in the world during 1940s. This region covers an area of 480,183.80

hectares with a population of 3 million and job employments of approximately

1,330,846. The Silicon Valley is defined into four (4) following counties – Santa

Clara County (consists of 15 cities i.e. Palo Alto, San Jose, Santa Clara,

Campbell, Sunnyvale, etc.), Alameda County (consists of cities of Newark,

Fremont and Union City), San Mateo County (consists of 21 cities i.e. Belmont,

Hillsborough, san Carlos, San Mateo, San Bruno, South San Francisco, etc.)

and Santa Cruz County which consists of Scotts Valley. (Source: The 2012 Silicon Valley

Index, Joint Venture, Silicon Valley Inc.)

ii. Bangalore, India

Another cybercity that is fast growing and attracts multinational companies is

Bangalore, India. It is also referred to as “Silicon Plateau”, this metropolis is the

third most populous city in India with the population of 8 million. It started in 1998

when The India Prime Minister envisioned to make India as “a global information

technology superpower” and “a forerunner in the age of the information

revolution”. Today, Bangalore is a hub for IT companies in India in which has

made it become among the top 10 preferred entrepreneurial locations in the

world. Among multinational companies that chose Bangalore are Micro Labs

Limited, Intel Technology India, Coca Cola, Sony, Hitachi and more. (Source:

Saxenian, AnnaLee., Bangalore The Silicon Valley of Asia, 2000)

iii. Zhongguancun, Beijing

Zhongguancun in Beijing, China is another example of a cybercity. Well known

as Silicon Valley of China, this cybercity is located in the northwestern part of

Beijing city and home to many world renowned technology companies such as

Google, Intel, AMD, Motorola, Sony, Ericcson, Microsoft and more. (Source:

Zhongguancun, China’s Silicon Valley, www.china.org.cn)

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1.6 Cyberjaya Masterplan

Like other cities in the country, Cyberjaya also has its own vision to be achieved. The

city aspires to be an established and renowned multimedia super corridor centre not

only at a national level, but also globally. This is in support with the government’s aim

to create a preferred location for ICT, Multimedia and Services for innovation and

operations and also to showcase Malaysia’s aspirations towards developing

knowledge and an innovative economy.

Cyberjaya is planned to be a self-contained intelligent city with modern amenities and

facilities along with modern commercial, residential, institutional and light industry as

opposed to manufacturing. Among all of the landuse elements, residential is the

largest use of land in Cyberjaya and followed by commercial, road reserve,

infrastructure and utility, open space, private institution, public institution and industry.

The detail breakdown of the masterplan is as shown in the Table 1.1 and the detail

masterplan is in Figure 1.2.

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LANDUSE UNIT HECTARE ACRE PERCENTAGE(%)

Residential 36,046 701.88 1,734.37 24.92

Commercial 395 644.25 1,591.97 22.87

Industry 1 4.04 9.98 0.14

Private Institution 8 124.70 308.13 4.43

Public Institution 20 123.11 304.21 4.37

Open Space - 256.71 634.34 9.11

Infrastructure & Utility 86 286.58 708.15 10.17

Road Reserved - 675.62 1,669.48 23.99

TOTAL 36,556 2,816.89 6,960.63 100.00

Table 1.1: Landuse Breakdown of Cyberjaya According to the Masterplan

Source: Sepang Municipal Council, 2011

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Figure 1.2: Masterplan of Cyberjaya

Source: Sepang Municipal Council, 2011

1.6.1 Cyberjaya Today

Ever since the development commenced in 1996, Cyberjaya has grown to become a

vibrant city as it is now. At the early stages of planning and development, the city

emphasized on providing a conducive environment, fully equipped infrastructure and

basic facilities and a solid foundation of information technology. As sustainability

becomes the main essence in attracting multinational companies and investors today,

Cyberjaya now aims to move forward into the Low Carbon City, making it one of the

two model green cities in the country.

The development progress for the year of 2011 has seen extensive construction

activities. As of November 2011, according to Cyberview Sdn. Bhd, it was roughly

estimated that 27% of the total land area had been developed and another 40% were

still at the development and planning stages.

However, the available data received for development progress in Cyberjaya is only

as at November 2011. The following table provides detailed breakdown of Cyberjaya’s

development progress.

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Table 1.2: Development Progress in Cyberjaya as of November 2011

Source: Sepang Municipal Council, 2011

AS OF NOVEMBER 2011

Landuse of

Cyberjaya

Total

Lot

Area

(Ha)

Planned

Lot

Area

(Ha)Completed

Area

(Ha)Committed

Area

(Ha)

Enterprise 175 478.06 119 - 50 - 6 -

Housing 26 632.95 15 342.41 3 16.75 8 273.79

Mixed-use 7 117.28 - 14.35 4 70.75 3 46.53

Commercial 36 142.30 27 87.23 6 15.08 3 39.99

Institution 8 124.70 5 30.19 1 80.81 2 83.64

Light Industry 1 4.05 1 4.05 0 - 0 -

TOTAL 253 1499.34 167 478.23 64 183.39 22 443.95

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Figure 1.3: Development Progress in Cyberjaya

Source: Sepang Municipal Council, 2011

Already developed

On-going development

Undeveloped area

LEGEND

1.6.2 Location and Accessibility

Distance and time are most often used in measuring the accessibility of an area.

Cyberjaya is highly accessible by major highways, ensuring quick and easy

transportation to and from different destinations. With an extensive connection of

highways available, it takes 20 minutes to reach Cyberjaya from Kuala Lumpur City

Centre, 8 minutes from Putrajaya, 22 minutes from Bandar Baru Bangi, 25 minutes

from kajang and 30 minutes from KLIA and Bandar Baru Nilai.

Such major highways are The North-South Expressway Central Link (Elite Highway),

South Klang Valley Expressway (SKVE), North Klang Valley Expressway (NKVE),

Damanasara - Puchong Expressway (LDP) and KL–Putrajaya/Cyberjaya.

Besides all those various available road networks mentioned earlier, this city is also

reachable via other transit modes i.e. rail, bus, and private vehicles. In the Sepang

Local Plan 2015, it has been clearly identified under the Transit-oriented Development

Strategy that Cyberjaya alongside Putrajaya is a major transit zone. Based on the

strategy, it will make the city easily accessible for people to move between

destinations and transit services thus will attract more people to come to Cyberjaya.

As the population in this city increases, the city then demands for an efficient public

transportation. According to Cyberview Sdn. Bhd., the city plans to include new Light

Rail Transit (LRT) and MyRapid Transit (MRT) system as another option of public

transportation in Cyberjaya. The city has proposed to extend the lines to Cyberjaya in

order to serve the population growth.

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Figure 1.4: Location and Accessibility

1.6.3Surrounding Development

The position of Cyberjaya is adjacent to other nucleus cities and other major centres

within and outside of Selangor. Areas such as Putrajaya, Bandar Baru Bangi, Bandar

Baru Salak Tinggi, Bandar Baru Nilai, Bandar Bukit Puchong are situated within 5 to

15 kilometer radius of Cyberjaya.

In the Selangor State Structure Plan 2020, 68 percent of development are reported to

be concentrated within Klang Valley area as a result of high prospect factors in terms

of jobs, education, businesses and lifestyle. The impact has caused population

concentration which later leads to the establishment of new cities and centres in order

to cater to the abundance of development. This rapid development and population

concentration has resulted in the rising number of supply and demand of housing,

commercial, industrial, infrastructure and public facilities.

Cities and major centres which position within the MSC Corridor have received

beneficial advantages due to the rapid development. It helps to boost the economic

potential as well as its social aspect. Linked by highways and major roads and rail to

Kuala Lumpur and other major towns within Klang Valley, this gives high accessibility

and well connectivity to the cities and major centres in the MSC Corridor.

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Positioned as the neighbouring city,

Putrajaya receives a great

exposure for the economic growth

i.e. tourism, services, commercial

and ICT. As the closest neighbour

to Cyberjaya, this administrative

centre of the Malaysian government

is the core centre within the MSC

Corridor. As reported in the

Putrajaya Structure Plan 2025, this

city was targeted to be focusing on

e-government, e-administration, e-

green solutions, e-city management

and e-transport management.

Besides Putrajaya, Bandar Baru Nilai is another area that gets the promising benefits

from the MSC Corridor. Being situated within the MSC Corridor and as the central to

the Airport City, Bandar Baru Nilai is the catalyst for a high-tech industrial

development (i.e. electronics, bio-tech and communication equipment and audio

production), commercial and services. In the Nilai-Pajam District Local Plan, it was

mentioned that Bandar Baru Nilai will be developed in-line with the MSC concept

where the focus will be more on the development of the multimedia industry.

Bandar Baru Bangi is another example of a city that receives economic and social

advantage due to it’s locational setting. Bandar Baru Bangi is planned to be developed

as a Cybercentre, together with Bandar Bukit Mahkota. It has been emphasized in the

Kajang District Local Plan 2020 that the proposal for this Cybercentres covers an area

of 20.24 hectares of land in Bandar Baru Bangi and another 50.11 hectares in Bandar

Bukit Mahkota. Due to the proximity to the MSC Corridor, these two centres will be a

hub of ICT alongside with Kuala Lumpur, Putrajaya, Cyberjaya and Nilai. Together

with the existence of institutions such as Universiti Kebangsaan Malaysia (UKM),

German-Malaysian Institute (GMI) and Universiti Kuala Lumpur Malaysia-France

Institute (UniKLMFI), this will later give extra benefits to Bandar Baru Bangi and

Bandar Bukit Mahkota. Other beneficial prospects for Bandar Baru Bangi which are

underlined in the local plan of Bandar Baru Bangi are the Integrated Transportation

Hub at Jalan Reko, rail network with a proposed new route (Bandar Baru Bangi –

Putrajaya – Cyberjaya) and the beautification and improvement plan for river corridor

of Sungai Langat.

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Figure 1.5: Surrounding Development

1.7 Policies and Plans that are Related to Cyberjaya

The Government of Malaysia have cogitated about global phenomenon such as

climate change and global warming. At the National level, various policies have been

unveiled by the Government in supporting sustainability and this guarantees that we

are propelling towards better quality of life. This section will further discuss the policies

from various levels – addressing sustainability and the relevance with Cyberjaya.

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Tenth Malaysia Plan

2011 - 2015

National

Urbanization Policy

Economic

Transformation

Programme

National Green

Technology Policy

Selangor State

Structure Plan 2020

Sepang District

Local Plan 2015

Diagram 1.2: Policies Related to Cyberjaya

i. Tenth Malaysia Plan 2011 – 2015 (RMK 10)

The Tenth Malaysia Plan (2011 – 2015) re-emphasizes new challenges, new

enthusiasm and new determination. It clearly underlines the aspirations on high

income, inclusiveness and sustainability.

Particular emphasis on sustainability has been identified in Chapter 6 of the

document through the formulation of the AFFIRM Framework. Cyberjaya has

been identified in the framework under the Infrastructure sector. The city is

earmarked to be the pioneer and benchmarked green township with specific

focus on reducing carbon footprint. The summary of the AFFIRM Framework of

Awareness, Faculty, Finance, Infrastructure, Research and Marketing is as

follows:

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THE AFFIRM FRAMEWORK

Awareness

Fossilizing cooperative efforts between private sectors and civil society in

order to increase the level of awareness of all Malaysians on environmental

sustainability.

Faculty

Introducing green topics in the curriculums of schools and institutions of

higher learning and system for formulation of grading and certification

mechanisms to produce competent personnel in green technology.

Finance

Providing soft loan scheme of RM 1.5 billion for green technology purposes

and tax incentives such as for buildings and designs that work harmoniously

with nature.

Infrastructure

Having Putrajaya and Cyberjaya as the pioneer green township in Malaysia

with guidelines and rating scales based on carbon footprint. It will be the

national benchmark and soon be replicated throughout the country.

Research

Fostering partnership with foreign institutions (i.e. universities and multi-

national companies) in order to enhance research, development and

commercialization efforts in green technology.

Marketing

Developing a national eco-labeling scheme and standards for products and

services (i.e. Energy Efficient Star Rating and Low Carbon Footprint

Products) that match international standards simultaneously increase

Malaysia’s competitiveness.

Table 1.3: The AFFIRM Framework

Source: Tenth Malaysia Plan, 2011 - 2015

ii. The National Spatial Policies (National Physical Plan and National

Urbanization Policy)

The aims of establishing National Policies are to provide the direction to plan,

implement and manage urban and rural areas in order to achieve a sustainable

and conducive environment for the people. In particular, there are two high

ranking national policies and these are National Physical Plan (NPP) and

National Urbanization Policy (NUP).

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The NPP establishes a spatial

framework for the general direction of

physical development for the nation. It

forms the basis on which lower tier

development plans (state structure

plans, district local plans, special area

plans and other sectoral plans) are

formulated.

The highlights are to ensure that natural resources can be optimized and more

areas can achieve sustainable development through integrated and sustainable

land use planning.

The aspiration of NUP is to create a vision of a city with peaceful community and

sustainable living environment. It is in line with the country’s vision to provide a

safe and healthy living as well as peaceful and beautiful environment for the

community.

Cyberjaya and Putrajaya have been identified as “Special Role Town” in the

NUP under Thrust 2 – Development of an Urban Economy That is Resilient,

Dynamic and Competitive as “Special feature towns shall be developed in

accordance to their respective potential and niches”.

iii. Economic Transformation Programme (ETP)

In September 21st, 2010, the Prime Minister, Datuk Seri Najib Tun Abdul Razak

launched the Economic Transformation Programme or known as ETP. It is an

initiative from the Government of Malaysia to transform Malaysia into a high-

income economy with expected Gross National Income (GNI) in 2020 which is

approximately RM 1.7 trillion.

With the existence of the NKEAs as the “engine growth” of ETP and the launch

of the Entry Point Projects (EPPs) as the “spark plugs”, it will help to boost

NKEAs to a new level of performance. Altogether, there were 131 EPPs

identified and to-date, 18 of them have been launched.

Derived from that is the Greater Kuala Lumpur/Klang Valley (KL/KV) which was

set to be the largest contributor for the GNI level. There were nine (9) EPPs

identified under Greater KL/KV which is listed below:

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1. Attracting 100 of the World’s Most Dynamic Firms within Priority Sectors

2. Attracting the Right Mix of Internal and External Talents

3. Connecting to Singapore via a High Speed Rail System

4. Building an Integrated Urban Mass Rapid Transit System

5. Revitalising the Klang River into a Heritage and Commercial Centre for Greater KL/KV

6. Greening Greater KL/KV to Ensure Every Resident Enjoys Sufficient Green Space

7. Creating Iconic Places and Attractions

8. Creating a Comprehensive Pedestrian Network

9. Developing an Efficient Solid Waste Management Ecosystem

1. Attracting 100 of the World’s Most Dynamic Firms within Priority Sectors

2. Attracting the Right Mix of Internal and External Talents

3. Connecting to Singapore via a High Speed Rail System

4. Building an Integrated Urban Mass Rapid Transit System

5. Revitalising the Klang River into a Heritage and Commercial Centre for Greater KL/KV

6. Greening Greater KL/KV to Ensure Every Resident Enjoys Sufficient Green Space

7. Creating Iconic Places and Attractions

8. Creating a Comprehensive Pedestrian Network

9. Developing an Efficient Solid Waste Management Ecosystem

9 Entry Point Projects (EPPs)

Source: Economic Transformation Programme (ETP), 2010

The emphasis of EPP is actually to increase people’s livability by improving

education, infrastructure, environment, public transportation system and others.

Ten local authorities were involved in the plan to ensure solidity of the city’s

transformation (refer Diagram 1.3)

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Being under the jurisdiction of Sepang Municipal Council, Cyberjaya plays an

important part in the Greater KL/KV. In NKEA initiatives under the Business

Opportunities 1: Putrajaya, it draws out the importance of availability and

accessibility of monorail service and the connectivity with the other surrounding

cities like Bangi, Kajang and Serdang. In addition, Cyberjaya has also been

highlighted as a special economic zone alongside with another Putrajaya’s

neighbour, Puchong (IOI). Attracting business entities and smart partnership is

among the key points. The details of such initiatives are as shows in Figure 1.2

(page 1-14).

Diagram 1.3: Local Authorities Involved in Greater KL/KV

Source: Economic Transformation Programme (ETP), 2010

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Figure 1.6: Cyberjaya’s Position

� The natural lake waterfront will be developed to host

waterfront retail and large-scale leisure

developments (e.g. a water theme park). With close

proximity to the boulevard, these locations will be

packaged to draw visitors and residents alike.

� As the central spine of the city, both sides of the 4.2

kilometre boulevard need to be enhanced with

vibrant activities. Retail shops, upscale street

vendors and food and beverage premises will be

developed along the boulevard to generate foot

traffic, which will bring life to the city centre. In

addition, public areas will be designated for and

actively attract outdoors events (e.g. art

performances, sports and martial arts).

Reshape the

Main

Boulevard

1

2

3

4

Leverage

Waterfront

Potential

Increase

Connectivity

Draw

Economic

Activity

� Putrajaya will need to broaden its role beyond one of

the Government administration to attract other

economic activities. One way will be to develop a

world-class political science university or higher

learning institution for students from the third world

and developing countries. A special economic zone

will be established by ring-fencing neighbouring

areas (e.g. IOI, Cyberjaya) to attract commercial

entities with attractive fiscal incentives and other

market-friendly policies. Also, partnership will be

explored with established private developers such

as IOI to develop selected land plots within

Putrajaya.

Figure 1.7: NKEA Initiatives: Business Opportunities 1 - Putrajaya

Source: Economic Transformation Programme (ETP), 2010

� To provide effective connections with Cyberjaya,

Bangi, Kajang and Serdang, a detailed assessment

will be conducted regarding the feasibility of reviving

the monorail service. In the immediate future, the

number of park-and-ride stations will be increased

from one to at least four to cover major entry and exit

points to Putrajaya.

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iv. Selangor State Structure Plan 2020

Cyberjaya has been emphasized in several chapters in the Selangor State

Structure Plan 2020. According to the structure plan, under the Development

Zone strategy, Cyberjaya was identified as the Multimedia Super Corridor

Zone (MSC Zone) alongside with other few cities like Dengkil, Bandar Baru

Salak Tinggi and Sg. Merab.

It was noted in the document that MSC Zone stresses on increasing the

importance of economic development in Selangor highlighting on

communications and information technology. Moreover, the existence of such

zone is to boost Malaysia as a global nucleus of communications and

technology as well as a multimedia hub.

Other than that, in respect of Cyberjaya, under the Strategic Growth Centre, the

structure plan also calls Cyberjaya (together with Putrajaya) as the Regional

Growth Centre. As for such purposes, both Cyberjaya and Putrajaya become

the key strategic growth centre for the southern part and the administrative

centre of the country.

In addition, it has been predicted that future development will happen in some

development network centre as a result of a great influence by the present

development trends. As for the Primary Network, Cyberjaya has been identified

under the Active Development Network together with other cities like Shah

Alam, Putrajaya and Bandar Baru Bangi while in the Secondary Network,

Cyberjaya is alongside with Telok Panglima Garang, Pulau Carey and Pulau

Indah.

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Selangor State Structure Plan - Policies and General Recommendations for Cyberjaya

Source: Selangor Structure Plan 2020

Identify Cyberjaya and KLIA as Regional Service Centre while Bandar Baru Salak Tinggi

and Sg. Pelek as Suburb Centre (Edge/Service Centre)

Align function and hierarchy of urban into three categories:

� Semi Regional Centre – Cyberjaya and Bandar Baru Salak Tinggi

� Main Settlement Centre – Sg. Pelek

� Settlement Centre - Dengkil

Provide a world class infrastructure in Cyberjaya for expatriates.

Establish high technology enterprises that focus on bio-technology, nano-technology and

research and development (R&D) within a clean and healthy environment in areas like

Cyberjaya, Bandar Baru Salak Tinggi and KLIA Suburb.

Establish new economic developments especially enterprise s which support the

aeronautical industry and tourism in Bandar Baru Salak Tinggi, KLIA Suburb, Cyberjaya and

Sg. Pelek.

Create developments of a ‘cyber city’ status which apply smart home, smart building, green

building and resort living like Cyberjaya and Bandar Baru Salak Tinggi.

Establish supporting facilities for tourism and recreational purposes in Cyberjaya, Cyber

Village, Bandar Baru Salak Tinggi and Sg. Pelek.

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v. Sepang District Local Plan 2015

Cyberjaya was higlighted in several chapters in the Sepang District Local Plan

2015. In the local plan, it was clearly stated that Sepang was envisioned to

develop “�as a hub of the Multimedia Super Corridor in a sustainable and

prosperous way”.

However, in moving towards that direction and achieving the vision, Sepang

needs to overcome the challenge in fulfilling the landuse demand for various

types of development and at the same time making sure that the developments

are sustainable. For instance, the local plan highlighted that by the end of 2020,

Sepang needs approximately 5,087.87 acres of land for industrial development

and 3,208,545 square meters of floor area for commercial. In order to fulfill that

demand, Sepang needs to carefully identify and plan so that the developments

will be in-line with the sustainable compliances.

The local plan has also identified the following strategies:

i. Landuse Development Strategy;

ii. Economic Development Strategy;

iii. Commercial and Settlement Development Centre Strategy;

iv. Environmental Strategy;

v. Tourism development Strategy;

vi. Residential and Community facilities Development Strategy; and

vii. Rural Development Strategy.

Based on the strategies above, some of them have particularly mentioned

Cyberjaya. As such, under the Economic Development Strategy, the focus areas

that have the main networks between cities and neighbouring districts are

mainly Klang Valley, Cyberjaya, KLIA, Putrajaya, Bandar Baru Salak Tinggi and

Sg. Pelek.

Another example is the Commercial and Settlement Development Centre

Strategy whereby the existing commercial areas will be identified and structured

according to their hierarchy and function in order to support the strategic growth

centre of Cyberjaya, Putrajaya, KLIA, Bandar Baru Salak Tinggi and Sg. Pelek.

It has clearly stated that the variant of activities must be aligned with the

functions that were set-up earlier.

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Objectives of Planning and Development for Cyberjaya

Source: Selangor Structure Plan 2020

Support the National Green Technology Policy (NGTP)

Provide a platform for local ICT companies in order to develop a

competitive and sustainable ICT industry

Provide support for residential, commercial and community facilities

Create Cyberjaya as the Major Transit Zone Centre for District of

Sepang by providing transit facilities and supporting facilities

Provide infrastructures, modern and efficient transport system with

various inducements and investments

Support Cyberjaya as the Sub-regional Centre (Level 2)

11

22

33

44

55

66

vi. Physical Planning Guidelines for The Multimedia Super Corridor and

Urban Design Guidelines for Cyberjaya

The Physical Planning Guidelines for The Multimedia Super Corridor (MSC) and

Urban design Guidelines for Cyberjaya were both issued by the Federal

Department of Town and Country Planning (FDTCP). They were purposely

designed to guide and influence the planning and development of the MSC and

Cyberjaya as the first cybercity in Malaysia and also as one of the nation’s main

development hubs.

Elements such as quality business facilities and

environment, housing, leisure, education, health and

security services, green environment, human

friendly urban design and clean and efficient energy

supply and utilization are the important parts being

addressed in both guidelines. This is to ensure that

Cyberjaya becomes a world-class business and

living city.

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v. Other Policies

While such policies as mentioned earlier accorded significant attention towards

Cyberjaya, there were also other policies that represented significant

contributions for sustainable environment which can be adopted by Cyberjaya.

They are as follows:

• National Green Technology Policy (NGTP)

The NGTP is a turning point in the history of initiatives on sustainable

development in Malaysia. Four main pillars namely energy, environment,

economy and social aspects have been underlined in the policy. One of

the main indicators in the policy is that “There should be more cities,

townships and communities in Malaysia embracing green

technology and which are classified as green townships”.

Under this policy, a RM1.5 billion fund known as the Green Technology

Financing Scheme (GTFS) has been established purposely to encourage

the investment in green technology, construction and innovation. This

policy helps to develop roadmaps to guide application of green

technologies in various sectors including power generation, transport and

construction.

• National Policy on The Environment

The policy which was established in 2002 outlined the importance of

effective management of natural resources and the environment,

prevention and control of pollution, strengthening the institutional capacity,

education and awareness efforts and formulation of action and

implementation plans. This will lead to environmental and sustainable

developments which will further strengthen the economic, social and

cultural progress.

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1.8 Cyberjaya Green Initiatives

Cyberjaya has been active in implementing various initiatives as part of its effort

towards reducing its carbon footprint. The initiatives have been implemented by

various stakeholders in Cyberjaya. Following are the Green Initiatives undertaken for

Cyberjaya in year 2011 and 2012.

i. Cyberjaya Green Initiatives 2011

The green initiatives for Cyberjaya are led by Cyberview Sdn. Bhd. These

include:

• 10% Reduction for Water and Energy Consumption for Buildings in

Cyberjaya.

The initiative is a collaboration between Cyberview Sdn. Bhd., MGTC and

KeTTHA in providing training for implementation of 10% reduction in water

and energy consumption. Two training programmes were held previously.

The first session was held on 20th – 29th June 2011 with a total of 35

participants. It then continued with the second session on 16th – 17th

November 2011 with 30 participants.

• Completion of District Cooling Plant (DCP) Number Two

The use of DCP in Cyberjaya is consistent with the concept of low carbon

city. DCP is proven to be better than the conventional system and it can

reduce electricity usage. It is one of the green initiatives of Cyberview to

lower the cost of doing business in Cyberjaya as well as to help preserving

the environment. The operation of DCP in Cyberjaya is managed by

Megajana Sdn. Bhd.

In 2011, Cyberview has embarked on the 2nd DCP costing RM 40 million.

It is already completed and commissioned. It was reported that the new

facility has the initial cooling capacity of 5,000 Refrigeration Ton (RT) and

can be upgraded to eventual capacity of 10,000 RT. This second DCP will

further improve the performance of Cyberjaya as a city in lowering carbon

footprint.

• Low Carbon City Baseline Study and Action Plan

Cyberview is collaborating and working with KeTTHA, MGTC, MDeC and

Sepang Municipal Council (MP Sepang) to formulate a low carbon city

baseline study and action plan. For this purpose, KeTTHA and MGTC

have collaborated with NEDO and Japan Research Institute (JRI) to

formulate an action plan for Cyberjaya and a baseline study by MIP and

local experts.

ii. Cyberjaya Green Initiatives 2012

Several green initiatives have been identified for Cyberjaya for the year 2012,

which are:

• Information on Green Technology (iGREET)

iGREET is a platform where people from various fields share information

on incentives, latest products and offerings related to Green Technology.

Organisations and corporate entities have opportunity to present their

products, services and knowledge through sessions of talk. It is a smart

partnership with various entities like Government bodies/agencies, Non-

Governmental Organizations (NGOs), private sectors, corporate entities

and communities. In 2011, it was organized on a bi-monthly basis (every

last Thursday of the month) where there were six (6) sessions and 18

speakers presented 18 different topics. Over 300 participants have

attended the sessions and most of them felt very satisfied with the

programme.

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• Installation of Solar Panel at Ten Identified Bus Shelters

This is another initiative for the year 2012. Ten (10) bus shelters (mostly at

Persiaran Multimedia) have been selected to be installed with solar panel.

The purpose is to save energy and at the same time promote green

initiatives among public.

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Diagram 1.5: Bus Shelters with Solar Panel

Source: Cyberview Sdn. Bhd.

Diagram 1.4: iGREET and iGREET Junior

Source: Cyberview Sdn. Bhd.

In addition, Cyberview also introduced iGREET Junior, which the function

is purposely to inculcate awareness on green among the younger

generations. The focus of this iGREET Junior is for the school children

and university students.

• Low Carbon City Baseline Study and Action Plan

Cyberview is collaborating and working with KeTTHA, MGTC, MDeC and

Sepang Municipal Council (MP Sepang) to formulate a low carbon city

baseline study and action plan. For this purpose, KeTTHA and MGTC

have collaborated with NEDO and Japan Research Institute (JRI) to

formulate an action plan for Cyberjaya and a baseline study by MIP and

local experts.

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Diagram 1.6: Tree Planting in Cyberjaya

• Tree Planting Programme

Trees are the most beneficial element in carbon sequestration and also

they help to reduce global temperature. In November 2008, the community

of Cyberjaya together with corporate entities and Non-Governmental

Organizations (NGOs) organized a Tree Planting Programme at an

identified 16 acre urban forest in Cyberjaya. The programme managed to

plant around 3,000 trees of variant species. Pursuant to that, in July 2012

Cyberview organized a tree planting programme where it involved its

community, organisations and surrounding coorporate companies. The

chosen site for the 2012 programme was along Persiaran Multimedia.

Source: Malaysian Institute of Planners (MIP)

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iii. Green Initiatives by Other Stakeholders of Cyberjaya

Apart from those initiatives mentioned earlier, there are also few other

initiatives initiated by other stakeholders within Cyberjaya. The initiatives are

elaborated below:

• Green Building through Green Design by SHELL Malaysia

Green design principles can be achieved by adopting several initiatives

like green materials, rainwater harvesting, efficient management of grey

water and prioritization on passive solutions such as ventilation and

solar radiation.

SHELL Malaysia is one of the buildings in Cyerjaya that has been

designed and developed incorporating green design principle. It is the

first LEED Gold certified building in Malaysia. LEED Gold is one of the

certifications awarded according to the rating system. To achieve the

gold status, one needs to obtain a score of between 60 – 79 points. The

assessment is made based on six (6) Prerequisite Credits set by LEED.

The building is designed particularly to provide a healthier and safe

environment for the employees by putting an emphasis on energy

conservation, water efficient strategy and natural resources. In addition,

the building itself adopts green features such as materials with higher

recyclable content and energy efficient equipment.

Diagram 1.7: SHELL Gold Certified Building

Source: www.pkt.com.my

1-38

• Green Kiosk by Joint Venture Cyberview and Private Entity

Another green initiative in Cyberjaya is the setting up of “green kiosk”

as well as other structures such as “eco-toilet” and “green billboard”.

Cyberview Sdn. Bhd. together with a private entity has submitted the

proposal and they are now liaising directly with Sepang Municipal

Council (MPSp). As of December 2012, only the green kiosk proposal

was approved and now waiting for the placement of the kiosk, which

the location will be determined by Sepang Municipal Council.

Green

TOILET

Diagram 1.8: Green Kiosk, Green Billboard and Eco-Toilet

Source : Cyberview Sdn. Bhd.

• Green Research and Development at Tertiary Level

Research and development is important for generations of new ideas

especially those that are related to green technology. Higher learning

institutions in Cyberjaya have been actively involved in pursuing

researches related to green technology in response to Prime Minister’s

announcement of RM100 million allocations in the Budget 2012.

Subsequently, the output from these researches can be

commercialized and marketed to private sectors for implementation and

utilization.

1-39

• Dedicated Transport System (DTS)

People should be encouraged to shift from high dependency on private

vehicles to public transportation. To support that, Cyberjaya has

improved the transportation system in the city by providing park-and-

ride services and facilities. Recognized as ‘Dedicated Transport

System (DTS)’, the idea is to provide alternatives and encourage the

community to use the DTS buses to commute to/from several routes in

Cyberjaya.

The idea was initially developed through a joint venture project between

Cyberview, MDEC and RapidKL and it started to run in July 2006. At

present, DTS serves 7 routes – KL Sentral, Terminal Bersepadu

Selatan (TBS), Klang (South), Klang (North), Gombak, Kepong and

Seremba and it runs 24 hours daily.

Diagram 1.9: Features in Cyberjaya DTS Buses

Source : Cyberview Sdn. Bhd.

1. 41 Multi-type vehicle

2. 7 Routes

3. 24 hours, 7 days a week

4. Full Wi-fi onboard

5. For Shared Services and Outsourcing

(SSO) companies

6. For all companies, universities,

colleges in Cyberjaya

2.0 APPLICATION OF

LCCF SUB-CRITERIA

TO BASELINE

2.1 LCCF Elements and Sub-Criteria

There are 4 main elements of the city which contribute to GHG emission – they are

Urban Environment (UE), Urban Transportation (UT), Urban Infrastructure (UI) and

Building (B). These elements are further categorised into 13 performance criteria and

35 sub-criteria, each of which provides specific intents towards carbon reduction

targets.

As stated in the LCCF book, the performance criteria for low carbon cities are

“measureable strategies to reduce carbon emission through policy control, better

process and product management, development of technology, transformation in

procurement system, consumption strategies, carbon capture and others”. Following

diagrams show a summary of the performance criteria and sub-criteria.

2-1

Diagram 2.1: LCCF Performance Criteria Based on Carbon Footprint

• Shift of Transport

Mode

• Green Transport

Infrastructure

• Clean Vehicles

• Traffic Management

Urban Environment

BuildingUrban Transportation

Urban Infrastructure

• Site Selection

• Urban Form

• Urban Greenery

& Environmental

Quality

• Infrastructure

Provision

• Waste

• Energy

• Water

• Low Carbon

Building

• Community

Services

4 Elements for GHG Reductions in Cities and Townships

Source: Low Carbon Cities Framework and Assessment System, 2011

Diagram 2.2: Breakdown of Performance Criteria and Sub-Criteria

4 Elements Contribute to GHG emission

13 Performance Criteria

35 Sub Criteria

Source: Low Carbon Cities Framework and Assessment System, 2011

The following table provides a list of all LCCF performance criteria and sub-criteria.

2-2

URBAN ENVIRONMENT

UE 1 SITE SELECTION

1-1 Development within Defined Urban Footprint

1-2 Infill Development

1-3 Development within Transit Nodes and Corridor

1-4 Brownfield and Greyfield Redevelopment

1-5 Hill Slope Development

UE 2 URBAN FORM

2-1 Mixed-Use Development

2-2 Compact Development

2-3 Road and Parking

2-4 Comprehensive Pedestrian Network

2-5 Comprehensive Cycling Network

2-6 Urban Heat Island (UHI) Effect

UE 3 URBAN GREENERY AND ENVIRONMENTAL QUALITY

3-1 Preserve Natural Ecology, Water Body and Biodiversity

3-2 Green Open Space

3-3 Number of Trees

Table 2.1: LCCF Performance Criteria and Sub-Criteria

URBAN TRANSPORTATION

UT 1 SHIFT OF TRANSPORT MODE

1-1 Single Occupancy Vehicle (SOV) Dependency

UT 2 GREEN TRANSPORT INFRASTRUCTURE

2-1 Public Transport

2-2 Walking and Cycling

UT 3 CLEAN VEHICLES

3-1 Low Carbon Public Transport

3-2 Low Carbon Private Transport

UT 4 TRAFFIC MANAGEMENT

4-1 Vehicle Speed Management

4-2 Traffic Congestion and Traffic Flow Management

2-3

URBAN INFRASTRUCTURE

UI 1 INFRASTRUCTURE PROVISION

1-1 Land Take for Infrastructure and Utility Services

1-2 Earthwork Management

1-3 Urban Storm Water Management and Flood Mitigation

UI 2 WASTE

2-1 Construction and Industrial Waste Management

2-2 Household Solid Waste Management

UI 3 ENERGY

3-1 Energy Optimisation

3-2 Renewable Energy

3-3 Site-Wide District Cooling System

UI 4 WATER MANAGEMENT

4-1 Efficient Water Management

BUILDING

B 1 LOW CARBON BUILDINGS

1-1 Operational Energy Emissions

1-2 Operational Water Emissions

1-3 Emission Abatement through Retrofitting

1-4 Building Orientation

B 2 COMMUNITY SERVICES

2-1 Shared Facilities and Utilities within Building

2-4

2.2 Applicability of LCCF Performance Criteria in Cyberjaya

The LCCF Performance Criteria and Sub-criteria have been developed for application

by cities, townships or developments of many characteristics, sizes and at different

development stages. Whilst most criteria are relevant to mature cities, townships or

developments, some cannot be measured for developing new townships.

Hence, in using LCCF to measure

carbon emission performance/the sub-

criteria of LCCF need to be evaluated

to determine their applicability or

specific relevance to each project and

in this case, it is Cyberjaya. The

relevance of applicability at the point of

measurement is also dependent on the

availability of data. Whilst it would be

ideal to ensure all required data are

collected at the point of measurement

or during the measurement baseline

year, complexities of data collection

can hinder the progress of emission

measurement.

As the LCCF has been designed to allow progressive build up of database, carbon

emission measurement can be undertaken on selected sub-criteria. From here on,

continuous measurements and monitoring are encouraged and enhancement to the

database should be undertaken to improve the robustness of the output from LCCF

carbon emission measurement.

2-5

Element:

Urban Environment (UE)

Sub-criteria: UE 1-1

Development within Urban Footprint

Intent

Prioritise development within the defined urban footprint by designating the area inside the

boundary for urban development.

ApplicabilityYes No

√

Description

Urban Footprint is a boundary that helps to

control development, primarily to curb urban

sprawl. It encourages growth within the

boundary and at the same time limits growth

outside the boundary. By prioritizing

development within the identified urban footprint,

it helps to reduce travel time to the city centre.

The further one travels from the centre of

employment, the greater the contribution of

carbon is. The development within the urban

footprint will directly help in the preservation and

conservation of forested and agriculture lands,

as well as in environmentally sensitive areas.

Defining an urban footprint is undertaken through the formulation of masterplans such as State

Structure Plan or District Local Plan. Such plans are prepared under the Town and Country

Planning Act 1976. These plans would indicate areas for conservation, agriculture, urban

development, etc.

In the case of Cyberjaya, the boundary was already identified in Sepang District Local Plan

2015. However, due to data constraints, this sub-criteria was not applicable at the time this study

was carried out.

Diagram 2.3: UE 1-1 – Development within Urban Footprint

2-6

Element:

Urban Environment (UE)

Sub-criteria: UE 1-2

Infill Development

Intent

Encourage development within and near existing communities and public transit infrastructure.

ApplicabilityYes No

√

Description

The Malaysia’s National Urbanisation Policy

(NUP) states that infill development is

development or redevelopment on vacant land

or a previously developed site located in an

area that is already built up. This is where new

construction or redevelopment of small

residential, commercial, industrial properties or

mixed-use can potentially be developed.

By selecting infill sites for such development, it

will greatly reduce CO2 through the savings in

earthwork activities and additional

infrastructure works. Infill development usually

happens in a matured or old city where there

are developed lands. Cities like Kuala Lumpur

and Georgetown are where high opportunities

for infill development to happen.

Since Cyberjaya was a planned city, which was considered as “new” and not matured, this sub-

criteria was not applicable in this study until the cycle of the city reaches a certain period of time

and when the data to support the calculation of the carbon emissions are available.

Diagram 2.4: UE 1-2 – Infill Development

2-7

Element:

Urban Environment (UE)

Sub-criteria: UE 1-3

Development within Transit Nodes and Corridors

Intent

Reduce energy consumption and mobility of private vehicles by prioritising development within

existing public transport corridor.

ApplicabilityYes No

√

Description

Transit nodes and corridors refer to the major routes

of public transport services such as rail and buses.

The nodes are generally the stops, stations or

terminals. These nodes are designed to be within a

radius of 400m, to encourage people to walk to

these facilities. (Source: Draft Residential Design Guideline,

Federal Department of Town & Country Planning, Malaysia)

Using public transport helps to reduce the number

of private cars on many city streets, thus reducing

pollution through carbon emissions. Therefore,

In Sepang District Local Plan 2015, Cyberjaya was identified as the Transit Centre and Sub-

regional Centre. However, the Cyberjaya Masterplan and District Local Plan 2015 did not detail

out the location of the transit nodes and corridors. Without more detailed information and data,

CO2 emissions will not be able to be calculated.

Diagram 2.5: UE 1-3 – Development within Transit Nodes and Corridors

developments should be encouraged within transit nodes and corridors to increase social

interaction, maximize ridership and provide convenience to city dwellers.

2-8

Element:

Urban Environment (UE)

Sub-criteria: UE 1-4

Brownfield and Greyfield Redevelopment

Intent

Prioritise and encourage redevelopment of land in Brownfield and Greyfield areas.

ApplicabilityYes No

√

Description

A brownfield site is an area which is abandoned or

underused industrial and commercial facilities which

available for re-use. A greyfield site is usually a former

commercial property which is underutilised or vacant. It

can also be an area that was previously developed and

is not contaminated.

These sites are mostly located within the urban

footprint. Positioning developments within these areas

will help to reduce carbon emissions by reducing travel

distances by private cars. Development of brownfield and greyfield sites also helps reduced

urban sprawl.

Old cities like Kuala Lumpur and Georgetown are examples where Brownfield and Greyfield

development exists. Redevelopments of KL Sentral, Queensbay Mall and Sentul Park are few

best cases for this sub-criteria. In 2008, the Federal Town & Country Planning Department of

Malaysia has collated a list of brownfield sites in Peninsular to assist public in identifying the

sites.

However, since Cyberjaya was a new city and was established from a greyfield area, this sub-

criteria was not applicable at the time this study was carried out.

Redevelopment of KL Sentral, 2000

(an example of brownfield site in KL)

Diagram 2.6: UE 1-4 – Brownfield and Greyfield Redevelopment

2-9

Element:

Urban Environment (UE)

Sub-criteria: UE 1-5

Hill Slope Development

Intent

Protect hill slopes to minimise erosion and reduce environment impacts from hill slope

development.

Applicability

Yes No

√

Description

Development on hill slopes should be minimized. The clearance of hill slopes means that trees

that protect the slopes in terms of holding the earth together via tree roots, will be lost. With the

soil morphology that Malaysia has, the clearance of hill slopes, coupled with heavy rains and

ensuing heavy developments have resulted in cases of land slides. This could endanger lives.

Trees act as carbon sinks which is a natural reservoir that accumulates and stores some carbon-

containing chemical compound for an indefinite period. Therefore, reduced clearance of tree

activities is important so that trees could serve their purpose to absorb released carbon.

However, when hill slope clearance activities ensued to give way to development, it creates

adverse impacts to the earth. Furthermore, hill slope clearance, requires major earthworks in

terms of cutting and filling. Consequently, the activities of clearing the land would generate more

carbon emission.

Cyberjaya was established from a greenfield area. Major earthwork activities have been carried

out to allow development. Detailed data on earthwork quantities was obtained from relevant

parties for the purpose of this study. Therefore, assumptions were used to calculate the CO2

emissions.

Diagram 2.7: UE 1-5 – Hill Slope Development

2-10

Element:

Urban Environment (UE)

Sub-criteria: UE 2-1

Mixed-use Development

Intent

Encourage mixed-use development by promoting transport efficiency and walkability.

ApplicabilityYes No

√

Description

Mixed-use development encourages multiple land-

use zoning within a specific area. The conventional

land-use planning is for a single land-use zoning.

This is clearly reflected in many existing local plans in

Malaysia.

Large lands are devoted to a single use and are

segregated from one another by open space,

infrastructure or other barriers. As a result, the places

where people live, work and shop are segregated and

sometimes located far from one another. This

situation forces people to commute form one place to

another using private vehicles.

Mixed-use development also encourages variety of land-uses that are compatible with one

another within a single space. This will encourage people to walk or cycle from one point to

another since it is conveniently located within close range. This reduces the need to travel by

motorised vehicle, thus reducing carbon emissions.

In the case of Cyberjaya, this sub-criteria was not applicable for the time being as the mixed-use

zoning was not identified and clearly detailed out in the local plan and masterplan.

Diagram 2.8: UE 2-1 – Mixed-use Development

2-11

Element:

Urban Environment (UE)

Sub-criteria: UE 2-2

Compact Development

Intent

Encourage high-density developments with mixed activities by promoting transport efficiency and

walkability.

ApplicabilityYes No

√

Description

In the Organisation for Economic Co-operation and Development (OECD) report on Cities and

Climate Change, compact means intensify urban land-use through a combination of higher

residential densities and centralisation, mixed land uses and typically involve concentrations of

urban services and transportation options and high degrees of land-use planning controls. (Source:

Cities and Climate Change, OECD, 2010)

Compact development promotes relatively high residential density with mixed land-uses. It is

normally located within an efficient public transport system. This development also promotes

walking and cycling through sustainable planning. A compact, mixed-use development will

indirectly curb urban sprawling through minimising development outside the urban growth

boundary.

In the case of Cyberjaya, this sub-criteria was not applicable at the time of research as the

component for compact development was not identified and clearly detailed out in the local plan

and masterplan.

Diagram 2.9: UE 2-2 – Compact Development

2-12

Element:

Urban Environment (UE)

Sub-criteria: UE 2-3

Road and Parking

Intent

Reduce environment effects through road and parking surfaces.

ApplicabilityYes No

√

Description

Road and parking are parts of the main

components of a development. In many

developments, the material used for these

components are asphalt (common name

tarmac). The energy that goes into paving for

road and parking increases carbon emissions.

Based on the LCCF calculator, asphalt

releases 70,150kg of CO2/year compared to

15,800kg of CO2/year from concrete

pavement.

Therefore, the more percentage of road and parking allocated in a development, the more carbon

is released into the atmosphere. The LCCF also highlighted that provision of road and parking

should not exceed 20% of overall land-use component. In the case of Cyberjaya, the carbon

emission for road and parking was calculated based on the data received from the Sepang

Municipal Council (MP Sepang).

Diagram 2.10: UE 2-3 – Road and Parking

2-13

Element:

Urban Environment (UE)

Sub-criteria: UE 2-4

Comprehensive Pedestrian Network

Intent

Reduce car dependency by establishing a comprehensive pedestrian network within the

development area.

ApplicabilityYes No

√

Description

A walkable city is a city that has much lower

carbon emissions. This is because walking

does not emit any carbon. Individuals are

more likely to choose to walk if they regard

the environment as walkable – convenient,

safe and pleasant. Pedestrian network for a

development has to be planned at the design

stage. It should also be planned to be

integrated with cycle and public transport

networks.

Diagram 2.11: UE 2-4 – Comprehensive Pedestrian Network

With a comprehensive pedestrian, cycle and transportation network, it will promote people to be

less dependent on private vehicles. The data used to calculate CO2 emissions under this sub-

criteria was obtained from the Cyberjaya masterplan.

2-14

Element:

Urban Environment (UE)

Sub-criteria: UE 2-5

Comprehensive Cycling Network

Intent

Reduce car dependency by establishing a comprehensive cycling network within development

area.

ApplicabilityYes No

√

Description

Similar to walking, cycling is also a sustainable way to travel. It is simple, cost effective and the

most efficient way of reducing carbon emissions. A comprehensive and continuous network of

cycling lanes will encourage more people to cycle for their daily activities.

Many cities in developed nations including Singapore, have a comprehensive bicycle network

plan. Extensive studies and research are undertaken in many countries on cycling and walking.

Those cities with a high level of walking and cycling share of trips also commensurate with low

pollution levels, cleaner air and low carbon emissions.

In contrast with walking, this sub-criteria was not applicable in this study due to insufficient

data.

Diagram 2.12: UE 2-5 – Comprehensive Cycling Network

2-15

Element:

Urban Environment (UE)

Sub-criteria: UE 2-6

Urban Heat Island (UHI) Effect

Intent

Reduce urban heat island effects in the cities or townships.

ApplicabilityYes No

√

Description

The UHI is a phenomenon where

urban areas tend to have higher

temperatures than the surrounding

areas. This is caused by the low

percentage of vegetation cover such

as trees and a growing number of the

presence of hard surfaces such as

buildings, concrete and asphalt roads.

UHI leads to a feeling of heat in the city which creates discomfort for people. Higher temperature

forces people to have air conditioning in most buildings. This in turn generates more carbon

emissions and other GHG emissions which later creates more heat in the atmosphere.

To calculate the emission level for this particular sub-criteria requires a comprehensive set of

data such as pavement materials and thickness, tree coverage, etc. Due to the lack of data, thus,

this sub-criteria was not applicable in this study. Only with more detailed and comprehensive data

collected in the future, this sub-criteria can be used to calculate emissions level for UHI.

Diagram 2.13: UE 2-6 – Urban Heat Island (UHI) Effect

2-16

Element:

Urban Environment (UE)

Sub-criteria: UE 3-1

Preserve Natural Ecology, Water Body and

Biodiversity

Intent

To provide natural restoration of carbon by improving urban biodiversity through preservation and

conservation of natural environment and water bodies or wetlands.

ApplicabilityYes No

√

Description

Deforestation occurring in many areas has

contributed to the increase of CO2 emissions in

the atmosphere. This is because there are

insufficient trees to act as carbon storage/sink. In

turn, the phenomenon such as serious flooding

and drying up of original forested land, leads to

further loss of precious forests and destructions

of habitat for more plant and animal species.

The other importance of green open space which promotes wild life conservation and biodiversity

includes forest reserves, woodlands, urban forestry, grasslands, wetlands, open and running

water and wastelands. Natural ecology provides many benefits to society. The natural ecology

and water bodies provide natural restoration of CO2. Altering the natural ecology for development

purposes will release CO2 into the atmosphere.

With the availability of data which obtained from the masterplan and additional information given

by stakeholders, the sequestration level for this sub-criteria could be calculated. As Cyberjaya

develops further in the future, data for this sub-criteria should be updated so that the

sequestration level is well monitored.

Diagram 2.14: UE 3-1 – Preserve Natural Ecology, Water Body and Biodiversity

2-17

Element:

Urban Environment (UE)

Sub-criteria: UE 3-2

Green Open Space

Intent

Increase percentage of green open space within cities or townships.

ApplicabilityYes No

√

Description

Green open space refers to areas that are not allowed for development or with very minimal

development. In the efforts to green a city, green open space can also include green areas on the

roof tops as well as on podiums. Increasing these green spaces in the city would not just mean

carbon sequestration, but also allows for the lowering of the urban heat island effects.

One of the most critical roles of plants and trees is that they act as oxygen provider or green

lungs, supplying necessary oxygen for our survival. The more trees we have around us, the

greater the expanse of open space, the greater attention to climate change abatement and

biodiversity protection we will get. Vegetation also provides habitat to fauna that are often

decimated with irresponsible development that does not include greening or open space

allocation.

This sub-criteria was applicable for Cyberjaya in this study as the sequestration level could be

calculated using the available data provided by stakeholders. However, further detailed data

collection needs to be done for future calculations as the city grows with more developments take

place.

Diagram 2.15: UE 3-2 – Green Open Space

2-18

Element:

Urban Environment (UE)

Sub-criteria: UE 3-3

Number of Trees

Intent

Increase percentage of tree coverage within cities or townships.

ApplicabilityYes No

√

Description

The number of trees in cities or developments offers

quantifiable benefits such as reduction in atmospheric carbon

dioxide, storm water control, improves air quality and helps in

energy conservation. Trees provide shades for people and

building, mitigate heat island effects which in turn reduces air

conditioning use, filter pollutants as part of their transpiration

process and lower the temperature. Trees help in carbon

sequestration. The amount of CO2 sequestered in a tree can

be estimated given the tree’s age, trunk diameter and height.

Based on the data given by stakeholders, this sub-criteria was applicable for Cyberjaya in this

study and the sequestration level could be calculated. However, further detailed data collection

and on-going inventory are important for future calculations as the city grows with more

developments take place.

Diagram 2.16: UE 3-3 – Number of Trees

2-19

Element:

Urban Transportation (UT)

Sub-criteria: UT 1-1

Single Occupancy Vehicle (SOV) Dependency

Intent

Reduce the overall number of single occupancy vehicle trips and proportionately increase the

number of passengers in a vehicle to lower the average passenger per capita carbon footprint.

ApplicabilityYes No

√

Description

SOVs are privately operated vehicles whose only occupant is the driver. The driver of SOV uses

their vehicles primarily for personal travel, daily commuting and for running errands. Compared to

sharing, car-pooling or transit, SOV contributes more GHG emissions and decreases energy

efficiency of transportation.

As cities expand to accommodate more people, more homes, more jobs, more services, it

becomes inevitable that people have to commute more often because places and distance

become farther. This is especially so when there are more low density developments ( a small

number of housing per acre or hectare of land) around. Greater KL (which includes Cyberjaya)

experiences such a phenomenon. People travel by their own cars to work, most would travel

alone, resulting in the single occupation vehicles or SOV.

This sub-criteria was applicable for Cyberjaya in this study. However, the calculations were based

on assumptions, which was benchmarked from other sources such as from DBKL Draft Structure

Plan, Arahan Teknik Jalan 8/86, JKR and JPJ. To get accurate calculations in the future,

Cyberjaya has to embark an on-going comprehensive data collection.

Diagram 2.17: UT 1-1– Single Occupancy Vehicle (SOV) Dependency

2-20

Element:

Urban Transportation (UT)

Sub-criteria: UT 2-1

Public Transport

Intent

Achieve between 10% to 40% reduction in the number of daily commuters from using private

vehicles to public transport, and lower each passenger’s per capita carbon footprint.

ApplicabilityYes No

√

Description

Public transport produces lower GHG emissions. The national average demonstrates that public

transportation produces significantly less GHG emissions per passenger per distance travelled

compared to private vehicles. The more passengers use buses or trains, the lower the emissions

per passenger per distance travelled.

However, public transportation would not be viable if there is no ridership. In order to increase the

ridership, it is important to get people to live as closely as possible to the public transport nodes.

This can be achieved by integrating public transport nodes/terminals with public services such as

clinics, shops, town hall, post office, etc.

This sub-criteria was applicable for Cyberjaya in this study. However, data collection should be

continuously updated as future development takes place. Cyberjaya also needs to further look

into details on the city’s masterplan and public transport routes – where the transit nodes and

public services can be integrated with one another. With the optimum integration between transit

and public services, people will need to move less or just walk for their daily activities thus this

will simultaneously reduce emissions.

Diagram 2.18: UT 2-1 – Public Transport

2-21

Element:

Urban Transportation (UT)

Sub-criteria: UT 2-2

Walking and Cycling

Intent

Increase percentage of people walking and cycling and simultaneously reduces dependency of

private vehicles.

ApplicabilityYes No

√

Description

Walking and cycling are zero carbon modes of transport. Nowadays people have adopted cycling

as a weekend activity and walking as morning and afternoon exercise. But not many in Malaysia

have opted walking and cycling as an option to commute to work. Most people in Malaysia opt for

walking and using public transports only because of affordability issues, not because the

inclination towards the idea to change the lifestyle in order to reduce carbon emissions.

To encourage people to walk and/or cycle, a city needs to expand its transport system to include

multiple modes (or multi-modal) of transport, discourage the use of personal vehicles and

regulate vehicles in cities. Necessary infrastructure like planting large shady trees is also

important to encourage walking and cycling.

To make Cyberjaya a walkable and cycle-friendly city, improvements need to be made for

accessibility and enhanced connectivity. Since there was no specific/detailed data related to

walking and cycling (i.e. number of people that use walking and cycling as their mode of transport

in Cyberjaya), this sub-criteria was not applicable in this study.

Diagram 2.19: UT 2-2 – Walking and Cycling

2-22

Element:

Urban Transportation (UT)

Sub-criteria: UT 3-1

Low Carbon Public Transport

Intent

Achieve a 10 to 40% reduction in the type of fossil fuel utilised for the purpose of powering public

transport modes and this fuel is gradually replaced with clean fuels produced from renewable

sources.

ApplicabilityYes No

√

Description

Nowadays there are many innovations that have introduced and encouraged green public

transportation such as NGV, bio-diesel, bio-gas from municipal solid waste, solar, etc. In

Malaysia, the city of Putrajaya has started this initiative by providing NGV powered buses in its

township.

A green vehicle or environmentally friendly vehicle is a road motor vehicle that produces less

harmful impacts to the environment compared to conventional internal combustion engine

vehicles running on gasoline or diesel, or a vehicle that uses alternative fuels.

For this research, this sub-criteria was not applicable as low carbon public transport was not yet

available in Cyberjaya. Once the implementation plan is in place, the emission level for this sub-

criterion can be calculated.

Diagram 2.20: UT 3-1– Low Carbon Public Transport

2-23

Element:

Urban Transportation (UT)

Sub-criteria: UT 3-2

Low Carbon Private Transport

Intent

Achieve a 10% to 40% shifting of the use of conventional private vehicles to low carbon vehicles

to ensure less carbon is generated into the atmosphere, thus creating a healthier environment that

is essential to our well-being.

ApplicabilityYes No

√

Description

Low carbon vehicles that are powered by

alternative fuels or other green vehicle

technologies can contribute to sustainable

transport. These types of vehicles reduce air

pollution and greenhouse gas emissions and

simultaneously contribute to energy

independence by reducing oil imports. The

industry has joined the bandwagon towards the

low carbon vehicle idea. Many car

manufacturers are now offering hybrid vehicles,

including Proton, the Malaysian national car

manufacturer.

By using low carbon vehicles, it not only helps in conserving fuel and money, but it also leads to

conservation of natural resources. For this baseline study, this sub-criteria is was not applicable

due to the fact that there was no current data or inventory available for such vehicles used in

Cyberjaya .

Diagram 2.21: UT 3-2 – Low Carbon Private Transport

2-24

Element:

Urban Transportation (UT)

Sub-criteria: UT 4-1

Vehicle Speed Management

Intent

Achieve optimum average vehicle speed that will result in economical consumption of fuel

irrespective of whether the fuel consumed is conventional fossil fuel or clean fuel.

ApplicabilityYes No

√

Description

An efficient traffic management in the city will result to less traffic congestion. An efficient traffic

flow will generate smooth movement of vehicles in the city, thereby enabling less carbon

emissions into the atmosphere. Speed management is about maintaining a pre-determined

driving speed for optimum consumption, compared to excessive driving speed that consume

more fuel and subsequently emit more carbon into the air. Traffic in cities can be managed by

various means through combinations of mainly physical measures. A common method in this

country is by utilizing road humps.

Although there were few traffic impact assessments (TIA) conducted in some parts of Cyberjaya,

there was no specific analysis that was related to speed management. Hence, this sub-criteria

was not applicable in this research. Assumptions could not be made as existing values in hand

were only specific to an area.

Diagram 2.22: UT 4-1 – Vehicle Speed Management

2-25

Element:

Urban Transportation (UT)

Sub-criteria: UT 4-2

Traffic Congestion and Traffic Flow Management

Intent

Ensure smooth flow of traffic throughout the development.

ApplicabilityYes No

√

Description

Traffic congestion is a condition on road networks that occurs as use increases, and is

characterized by slower driving speeds, longer trip times, and increased vehicle queues. The

most common example is the physical use of roads by vehicles. When traffic demand is great

enough that the interaction between vehicles slows the speed of the traffic stream, this results in

some congestion.

As traffic congestion increases, the fuel consumption and CO2 emissions also raise. Therefore,

congestion mitigation programs should also consider reducing the CO2 emissions instead of just

tackling the congestion issues. City planning and urban design practices can have a huge impact

on levels of future traffic congestion. For instance, grid patterned street design is the most

efficient in managing traffic flow compared to the one of curved with fluid pattern.

In the case of Cyberjaya, this sub-criteria was not applicable in this study due to the fact that

there was no specific analysis for the whole of Cyberjaya and assumptions could not be made as

existing values in hand were only specific to an area.

Diagram 2.23: UT 4-2 – Traffic Congestion and Traffic Flow Management

2-26

Element:

Urban Infrastructure (UI)

Sub-criteria: UI 1-1

Land Take for Infrastructure and Utility Services

Intent

Reduce land take by adequately designed main infrastructure trenches that will cater for all under

and above ground services for current and future needs.

ApplicabilityYes No

√

Description

Providing infrastructure in cities requires land in which some of the utilities, such as water pipes,

electric cables, telecommunication lines, etc that need to to be placed on the land or below the

land. In addition buildings to house these services further take up land such as sub stations,

pump houses etc. Putting these facilities on or below the land requires some works, especially

earthworks.

Almost 50% of any development, land is taken up for infrastructure and utility services. This land

take will be to accommodate to road networks, reserves for water tanks, sub-stations, sewerage

treatment plants, reticulation network for water, electricity, gas, telephones, broadband cables,

etc. This often results in land-use inefficiency and greater spatial requirements, especially in low

density development areas. More land space needs to be cleared for development and provision

of these infrastructure services.

Cyberjaya was a planned city where development has started since 1997 and all infrastructure

had been laid down following conventional road reserve methods. Hence, this sub-criteria was

not applicable in this to Cyberjaya. Furthermore, there was also no future plans to install Common

Utility Trench (CUT) or reduce surface infrastructure and utility services.

Diagram 2.24: UI 1-1 – Land Take for Infrastructure and Utility Services

2-27

Element:

Urban Infrastructure (UI)

Sub-criteria: UI 1-2

Earthwork Management

Intent

Promote well planned earthwork and construction activities on site that will ensure minimal cut

and/or fill work.

ApplicabilityYes No

√

Description

Earthworks can generate a variety of

adverse effects on land, air and water

bodies. The significance of these effects

varying depending on their scale and the

environment within which they occur.

Earthworks involve revealing, disturbing,

removing or depositing soil/earth which

results in the creation of exposed surfaces

which is created by activities such as land

Diagram 2.25: UI 1-2 – Earthwork Management

contouring for development and road constructions, filling operations, clearing of vegetation,

agriculture activities, etc.

In order to calculate the carbon emission level under this sub-criteria, a comprehensive and

detailed data collection is needed. This requires involvements from different departments within

an organisation. For instance, at a local authority level, the involvement of engineering

department is important because they are the main provider for the data that are related to

earthwork activities for the area. This was what Cyberjaya lacked at the time this research was

carried out. Therefore, there was no sufficient data to calculate the carbon emission level, thus

making this sub-criteria non applicable in this study.

2-28

Element:

Urban Infrastructure (UI)

Sub-criteria: UI 1-3

Urban Storm Water Management

Intent

Manage urban storm water runoff and reduce flooding impact to enhance water quality and natural

hydrological systems as well as to protect life and property.

ApplicabilityYes No

√

Description

Storm water is water that originates during

precipitation events. Storm water that does not

soak into the ground becomes surface runoff,

which either flows directly into surface waterways

or is channelled into storm sewers. This is

eventually discharged to surface water which

then leads to floods.

To mitigate floods involves managing the effects

of flooding such as redirecting flood run off rather

than trying to prevent it altogether.

This sub-criteria however, was not applicable to Cyberjaya as there was no data available in this

study. Once a comprehensive set of data is available, the carbon emission level can be

calculated.

Diagram 2.26: UI 1-3 – Urban Storm Water Management

2-29

Element:

Urban Infrastructure (UI)

Sub-criteria: UI 2-1

Construction and Industrial Waste Management

Intent

Reduce construction and industrial waste to the landfill by implementing an efficient and practical

waste separation system on site.

ApplicabilityYes No

√

Description

Construction waste recycling is the separation and recycling of recoverable waste materials

generated during construction and remodelling. Packaging new material scraps, old materials

and debris constitutes potential recoverable materials. In renovations, appliances, masonry

materials, doors and windows are recyclable.

Most construction waste goes into landfills, increasing the burden on landfill loading and

operations. Besides that, waste from other sources such as solvents or chemically treated wood

can result in soil and water pollution. Some materials can be recycled directly into the same

product for re-use. Others can be reconstructed into other usable products.

In this baseline study, due to the absence of specific construction waste management plan, this

sub-criteria was not applicable. As Cyberjaya develops further in the future, the data for the

construction waste and the respective construction waste management plan need to be

established so that the carbon emission level can be calculated.

Diagram 2.27: UI 2-1 – Construction and Industrial Waste Management

2-30

Element:

Urban Infrastructure (UI)

Sub-criteria: UI 2-2

Household Solid Waste Management

Intent

Reduce household solid waste to the landfill by conducting measurable awareness campaigns to

separate the waste at source.

ApplicabilityYes No

√

Description

Municipal Solid Waste (MSW) comprising garbage and rubbish (such as bottles, cans, clothing,

disposables, food packaging, food scraps, newspapers, magazines and yard trimmings) that

originates from private homes or apartments. It is also called domestic waste or residential waste,

which may also contain household hazardous waste.

When solid waste is disposed in waste dumps and landfills, most of the organic materials will be

degraded over a longer or shorter period. The main degradation products are carbon dioxide

(CO2), water and heat for the aerobic process and methane (CH4) and CO2 for the anaerobic

process. The CH4 produced and released into the atmosphere contributes to global warming.

With the availability of data given by stakeholders, this sub-criteria was applicable for this study

on Cyberjaya and the carbon emission level could be calculated.

Diagram 2.28: UI 2-2 – Household Solid Waste Management

2-31

Element:

Urban Infrastructure (UI)

Sub-criteria: UI 3-1

Energy Optimisation

Intent

Optimise energy consumption through a design review, technology and innovation with a target of

10 to 40% reduction of electricity.

ApplicabilityYes No

√

Description

The definition of energy optimisation is synonymous with what is generally defined as energy

efficiency. In order to be counted under the stipulated standard, energy efficiency measures must

demonstrate that customers’ consumption of energy, electricity, or natural gas is reduced.

Energy optimisation can be achieved through various simple ways such as turning off lights and

equipment when not in use, maximizing the use of available sunlight, replacing incandescent light

bulbs with compact fluorescent lamps or LED, regularly changing HVAC filters, etc. All these will

help in optimising the energy usage subsequently reducing carbon emissions.

In the case of Cyberjaya, as there were no programs in place and no specific analysis was

carried out, this sub-criteria was not applicable and the carbon emission level could not be

calculated. In the future, when such data has been collected, this sub-criteria can be considered

and the carbon emission level generated from the energy usage will be identified..

Diagram 2.29: UI 3-1 – Energy Optimisation

2-32

Element:

Urban Infrastructure (UI)

Sub-criteria: UI 3-2

Renewable Energy

Intent

Utilise a mix in energy sources especially energy produced by solar, wind and biogas to ensure

less carbon is generated into the atmosphere.

ApplicabilityYes No

√

Description

Renewable energy is energy which comes from natural resources such as sunlight, wind, rain,

tides and geothermal heat, which are renewable (naturally replenished). About 16% of global final

energy consumption comes from renewables, with 10% comes from traditional biomass, which is

mainly used for heating, and 3.4% from hydroelectricity. New renewables (small hydro, modern

biomass, wind, solar, geothermal, and biofuels) are accounted for another 3% and are growing

very rapidly. Recovery of energy from the organic fraction of MSW can yield ‘carbon positive’

efforts as well.

The Malaysian government is seeking to intensify the development of renewable energy,

particularly biomass, as the ‘fifth fuel’ resource under the country’s Fuel Diversification Policy.

The policy, which was set out in 2001, had a target of renewable energy providing 5% of

electricity generation by 2005, which is equal to between 500 and 600 megawatt (MW) of installed

capacity.

As Cyberjaya did not have a plan to utilize renewable energy (apart from the bus stop projects),

this sub-criteria was not applicable in this research. In the future, if there are plans to implement

renewable energy, then l this sub-criterion should be applicable and the carbon emission level

can be calculated.

Diagram 2.30: UI 3-2 – Renewable Energy

2-33

Element:

Urban Infrastructure (UI)

Sub-criteria: UI 3-3

Site-wide District Cooling System

Intent

Implement district cooling strategies that reduce energy use and adverse energy-related

environmental effects.

ApplicabilityYes No

√

Description

District cooling is the distribution of cooling from one or more sources to multiple buildings.

District cooling systems produce chilled water at a central plant then pipe that energy out to

buildings in the area for air conditioning use. It reduces energy use and adverse energy related

environmental effects.

District cooling is now widely used in downtown business districts and institutional settings such

as college campuses. By using this kind of technology, individual buildings no longer need their

own chillers or air conditioners.

This sub-criteria was applicable and measureable for Cyberjaya in this study since the city had its

own District Cooling Plant (DCP), which was also one of the city’s green initiatives to reduce

electricity usage, lower the cost of doing business, and simultaneously helped preserving the

environment.

Diagram 2.31: UI 3-3 – Site-wide District Cooling System

2-34

Element:

Urban Infrastructure (UI)

Sub-criteria: UI 4-1

Efficient Water Management

Intent

Optimise consumption of treated city supplied water through awareness of wastage and wasteful

practices. Also, to achieve an alternative source of water through reuse of city water and rainwater

harvesting for non-human contact purposes.

ApplicabilityYes No

√

Description

Water management is an activity of planning, developing, distributing and managing the optimum

use of water resources. In an ideal world, water management planning has regard to all the

competing demands for water and seeks to allocate water on an equitable basis to satisfy all uses

and demands.

Water is an an essential resource for all. Much effort in

water management is directed at optimizing the use of

water and in minimizing the environmental impact of

water use on the natural environment.

This sub-criteria was not applicable for Cyberjaya at the

time of this study. This was due to the fact that the city

had no plan for utilizing an efficient water management

system. Should there be any plans in future, then this

sub-criteria would later be applicable and carbon

emissions can be calculated.

Diagram 2.32: UI 4-1 – Efficient Water Management

2-35

Element:

Building (B)

Sub-criteria: B 1-1

Operational Energy Emissions

Intent

To design and construct low carbon buildings with low operational energy emissions and monitor

performance through measurement, reporting and verification (MRV).

ApplicabilityYes No

√

Description

The way we design, build, renovate and operate buildings has a big effect on our planet.

Buildings account for more than one third of total energy use and its associated GHG emissions.

However, this sector also has large potential for cutting GHG emissions responsible for global

warming.

Building energy consumption benchmarks are representative values for common building types

against which a building’s actual performance can be compared. In order to reduce carbon

emissions, buildings have to be energy efficient. The energy efficiency of a building is the extent

to which the energy consumption per square metre of floor area of the building measures up to

the established energy consumption benchmarks (performance benchmarks) for that particular

type of building under climatic conditions.

With the availability of data from stakeholders, this sub-criteria was applicable and the carbon

emission level could be calculated.

Diagram 2.33: B 1-1 – Operational Energy Emissions

2-36

Element:

Building (B)

Sub-criteria: B 1-2

Operational Water Emissions

Intent

Reduce effects on natural water resources and burdens on the community water supply and

wastewater systems and simultaneously achieve building performance standard through the MRV

approach.

ApplicabilityYes No

√

Description

Water consumed during building operation depends on a building’s functions, number of

occupancy and water efficiency measures incorporated into the building. This includes water use

behaviour. The main water consumed in a building depends on indoor consumption, outdoor

consumption and alternatives water supply for offsetting demand (e.g. rainwater harvesting, and

recycled grey water).

Energy consumed for heating, treating and pumping water generate carbon dioxide emissions.

With the availability of data from stakeholders, this sub-criteria was applicable and the emissions

level was calculated.

Diagram 2.34: B 1-1 – Operational Water Emissions

2-37

Element:

Building (B)

Sub-criteria: B 1-3

Emission Abatement Through Retrofitting

Intent

Reduce emissions from buildings through retrofitting in order to extend the life cycle of existing

building stock and enhance the building performance.

ApplicabilityYes No

√

Description

Retrofitting is the process of modifying something after it has been manufactured. For buildings,

this means making changes to the systems inside the building or even the structure itself at some

point after its initial construction and occupation.

Typically, this is done with the expectation of improving amenities for the building’s occupants

and/or improving the performance of the building. The development of new technologies means

that building retrofits can allow for significant reductions in energy and water usage.

Undertaking a green retrofit of a building is a sustainable way of retrofitting. It brings about both

tangible and intangible benefits to the owner and tenants. It can reduce the energy consumption,

utilities and water consumption. It also improves the building’s indoor environment quality and

reduces the negative impacts of buildings on occupants, especially work-environment related to

illnesses or a ‘sick building’ syndrome.

Considering Cyberjaya as a new city, a lot of buildings were still new and lots of developments

were still on-going and would be developed in the future, thus this sub-criteria was not applicable

at the time of this study took place. Should there be any retrofitting of buildings in future and there

are data available, then this sub-criteria will be applicable and the carbon emissions can be

calculated.

Diagram 2.35: B 1-3 – Emission Abatement Through Retrofitting

2-38

Element:

Building (B)

Sub-criteria: B 1-4

Building Orientation

Intent

Optimise passive and active design strategies to reduce heat gain in buildings.

ApplicabilityYes No

√

Description

Building orientation affects air conditioning and heating energy requirements through solar

radiation (heating effects on walls and rooms) and ventilation (associated with the direction of

prevailing winds and building orientation). In hot humid climates, the solar influence on energy

consumption in buildings is significant; therefore design strategies are focused on reducing heat

gain.

Well-orientated buildings maximise day lighting through building facades, reducing the need for

artificial lighting. Some typologies especially housing can be zoned in order to ensure different

functional uses receive sunlight at different times of the day. Buildings that maximise sunlight are

ideal for the incorporation of passive solar techniques that can reduce carbon use and enhance

users’ comfort. Careful strategies can also mitigate overheating and glare when sunlight is

excessive.

At the time of this study, this sub-criteria was not applicable due to limited information. It required

detailed information on passive solutions like ventilation and solar radiation in order to make

calculations.

Diagram 2.36: B 1-4 – Building Orientation

2-39

Element:

Building (B)

Sub-criteria: B 2-1

Shared Facilities and Utilities Within Building

Intent

Reduce land take for community services and encourage flexibility of use of buildings and

simultaneously reduce carbon emissions due to sprawl and change of land uses.

ApplicabilityYes No

√

Description

This sub-criterion is about sharing and integrating community service centers with other building

uses. The main idea is to save green areas and ensure sustainable land uses. The common

practice in Malaysia uses the traditional way through land take which results in dispersion of

development and single zoning – residential, commercial, industrial, institutional, etc.

Instead of using the traditional land uses, sharing and integrating should be applied. Facilities and

community services such as kindergartens, post office and town hall should be integrated with

other building uses such as business offices. By doing this, it is not only a sustainable choice of

land use planning, but it could help reduce inappropriate land take as well as reduce C02

emissions.

To be able to calculate the carbon emission level, this sub-criteria required detailed information in

which Cyberjaya did not have during the period of this research.

Diagram 2.37: B 2-1 – Shared Facilities and Utilities Within Building

2-40

ID URBAN ENVIRONMENT (UE)

APPLICABILITY

Y: Yes

N: No

TOTAL

SUB-CRITERIA

UE 1 Site Selection

1/5

1-1 Development within Defined Urban Footprint N

1-2 Infill Development N

1-3 Development within Transit Nodes and Corridor N

1-4 Brownfield and Greyfield Redevelopment N

1-5 Hill Slope Development Y

UE 2 Urban Form

2/6

2-1 Mixed-Use Development N

2-2 Compact Development N

2-3 Road and Parking Y

2-4 Comprehensive Pedestrian Network Y

2-5 Comprehensive Cycling Network N

2-6 Urban Heat Island (UHI) Effect N

UE 3 Urban Greenery and Environmental Quality

3/33-1

Preserve Natural Ecology, Water Body and

Biodiversity Y

3-2 Green Open Space Y

3-3 Number of Trees Y

The applicability of each sub-criterion for Cyberjaya in summary :

2-41

ID URBAN TRANSPORTATION (UT)

APPLICABILITY

Y: Yes

N: No

TOTAL SUB-

CRITERIA

UT 1 Shift of Transport Mode1/1

1-1 Single Occupancy Vehicle (SOV) Dependency Y

UT 2 Green Transport Infrastructure

1/22-1 Public Transport Y

2-2 Walking and Cycling N

UT 3 Clean Vehicles

0/23-1 Low Carbon Public Transport N

3-2 Low Carbon Private Transport N

UT 4 Traffic Management

0/24-1 Vehicle Speed Management N

4-2 Traffic Congestion and Traffic Flow Management N

ID URBAN INFRASTRUCTURE (UI)

APPLICABILITY

Y: Yes

N: No

TOTAL SUB-

CRITERIA

UI 1 Infrastructure Provision

0/3

1-1 Land Take for Infrastructure and Utility Services N

1-2 Earthwork Management N

1-3Urban Storm Water Management and Flood

MitigationN

UI 2 Waste

1/22-1 Construction and Industrial Waste Management N

2-2 Household Solid Waste Management Y

UI 3 Energy

1/33-1 Energy Optimisation N

3-2 Renewable Energy N

3-3 Site-wide District Cooling System Y

UI 4 Water Management

0/1

4-1 Efficient Water Management N

2-42

ID BUILDING (B)

APPLICABILITY

Y: Yes

N: No

TOTAL SUB-CRITERIA

B 1 Low Carbon Building

2/4

1-1 Operational Energy Emissions Y

1-2 Operational Water Emissions Y

1-3 Emission Abatement Through Retrofitting N

1-4 Building Orientation N

B 2 Community Services

0/1

2-1 Shared Facilities and Utilities within Building N

TOTAL 12/35

3.0 CARBON EMISSION

ASSESSMENT

It is a well-accepted scientific fact that anthropogenic activities are directly related to Global

Warming and Climate Change. This is a direct result of fossil fuel based activities which in

turn cause an increase in the particle count of Carbon in the atmosphere.

Therefore all human activities have a ‘Carbon Footprint’ or an accountable impact to the

environment by the increase (or decrease) of carbon particle count in the atmosphere.

The LCCF has been designed to be able to quantify (in terms of tons of CO2 equivalent) the

impact of human activity in the building and construction industry particularly in city scale

developments, new and existing, an example of the latter being Cyberjaya.

3-1

Carbon Footprint

The total amount of greenhouse

gases that are emitted into the

atmosphere each year by a person,

family, building, organization or

company. A person’s carbon

footprint includes greenhouse gas

emissions from fuel that burns

directly such as heating a home or

riding in a car. It also includes

greenhouse gases that come from

producing the goods or services that

the individual uses, including

emissions from power plants that

make electricity, factories that make

products and landfills where trash

gets sent.

(Source: United States Environmental

Protection Agency (EPA), 2012)

Carbon Footprint

The total amount of greenhouse

gases that are emitted into the

atmosphere each year by a person,

family, building, organization or

company. A person’s carbon

footprint includes greenhouse gas

emissions from fuel that burns

directly such as heating a home or

riding in a car. It also includes

greenhouse gases that come from

producing the goods or services that

the individual uses, including

emissions from power plants that

make electricity, factories that make

products and landfills where trash

gets sent.

(Source: United States Environmental

Protection Agency (EPA), 2012)

3.1 Carbon Accounting Approach

Any activity aimed at decreasing Carbon count in the atmosphere can be termed as a

‘Carbon Abatement’ exercise. The LCCF uses such an approach. First, the current

situation is gauged. The impact of the current situation or sometimes known as

‘Business as Usual’ (BaU) is determined when we are able to measure the actual

current impact and announce the result in tons of CO2 equivalent emitted or CO2e,

then we are able to establish what is known as ‘Baseline’ carbon footprint. Reducing

this ‘Baseline’ carbon footprint through behavior change, optimizing the resource use,

or applying the green technology is the primary focus of the LCCF.

Calculating the ‘Baseline’ involves two distinct elements of carbon content

(emissions). The first is called ‘Embodied Carbon’. A good example of this would be a

house. The entire building before the house can be occupied, has embodied carbon

locked into it. This is the total carbon footprint of all activities involved from mining of

resources to production to delivery until complete installation and ready for use.

3-2

Embodied Carbon

This refers to carbon dioxide emitted during the manufacture,

transport and construction of building materials together with end

of life emissions. For example, the emission of concrete occurs

during extraction of the raw materials, processing in a factory and

transporting to a construction site. (Source: www.fgould.com/uk)

Embodied Carbon

This refers to carbon dioxide emitted during the manufacture,

transport and construction of building materials together with end

of life emissions. For example, the emission of concrete occurs

during extraction of the raw materials, processing in a factory and

transporting to a construction site. (Source: www.fgould.com/uk)

The second distinct element of carbon is called ‘Operational Carbon’. From the first

day that the house is operational and occupied until the end of useable life of the

house it will inevitably be consuming energy and water while producing waste, all of

which will have an impact on the environment measured in carbon footprint as well.

The total of the first (embodied carbon) and second (operational carbon) sections will

form the baseline carbon footprint of the house. For LCCF, where applicable, the

baseline carbon footprint will consist of one or both elements.

3-3

A third element of carbon abatement is called ‘Carbon Sequestration’. This however,

is by and large applicable to the ability of plants to absorb carbon dioxide from the

atmosphere. This third element is also applicable to certain criteria of the LCCF.

Operational Carbon

This refers to carbon dioxide emitted during the life of a building,

from ‘regulated’ and ‘unregulated’ loads associated with the use of a

building. This includes the emissions from, say, the heating, cooling,

lighting and ICT. (Source: www.fgould.com/uk)

Operational Carbon

This refers to carbon dioxide emitted during the life of a building,

from ‘regulated’ and ‘unregulated’ loads associated with the use of a

building. This includes the emissions from, say, the heating, cooling,

lighting and ICT. (Source: www.fgould.com/uk)

Carbon Abatement

A process by which trees and plants absorb carbon

dioxide, release the oxygen, and store the carbon; either

terrestrial or biologic. (Source: United States Environmental

Protection Agency (EPA), 2012)

Carbon Abatement

A process by which trees and plants absorb carbon

dioxide, release the oxygen, and store the carbon; either

terrestrial or biologic. (Source: United States Environmental

Protection Agency (EPA), 2012)

3.2 Data Collection

All four (4) elements were considered in this report, namely Urban Environment,

Urban Transport, Urban Infrastructure and Building. As described in Chapter 2, of all

35 LCCF sub-criteria, 12 are applicable for use within the scope of this assessment.

They are:

i. UE 1-1: Hill Slope Development

ii. UE 2-3: Road and Parking

iii. UE 2-4: Comprehensive Pedestrian Network

iv. UE 3-1: Preserve Natural Ecology, Water Body and Biodiversity

v. UE 3-2: Green Open Space

vi. UE 3-3: Number of Trees

vii. UT 1-1: Single Occupancy Vehicle (SOV) Dependency

viii. UT 2-1: Public Transport

ix. UI 2-2: Household Solid Waste Management

x. UI 3-3: Site-wide District Cooling System

xi. B 1-1 : Operational Energy Emissions

xii. B 1-2 : Operational Water Emissions

Data required for the above sub-criteria are then collected through secondary sources

from relevant stakeholders. Throughout this process, many rounds of stakeholders’

were undertaken. The data was categorized into 3 categories as follows:

i. Site specific data – data related to Cyberjaya (See Apendix I)

ii. Default data – established at National level i.e. statistic, survey, census, etc; and

iii. Assumptions – where (i) & (ii) do not yet exist.

For the purpose of this assessment, data inputted into the calculator for the applicable

sub-criteria are as shown in the following table:

3-4

Element &

Sub-criteriaData Input Assumption

Urban Environment (UE)

1-5Hill Slope

Development

1. Area of Slope : 16.35 hectares

2. Removal of Vegetation : 16.35

hectares

3. Carbon Sequestration of vegetation

: 220.72 tCO2/year

1. Slope : 15-20%, 26-40%

and >40%

2. Amount of vegetation

restored : 40%, 60% and

100%

3. Type of vegetation : Forest

plantation, palm oil, rubber,

urban forest and grassland

2-3Road and

Parking

1. Area of road and parking surfaces

: 444.8 hectares

2. Removal of vegetation : 444.8

hectares

3. Disturbed soil : 444.8 hectares

4. Embodied energy : 444.8 hectares

5. Thickness of asphalt : 0.1m

6. Thickness of concrete pavement :

0.1m

1. Types of vegetation:

Tropical forest, palm oil,

rubber, urban forest and

grassland

2. Road and parking surfaces

in Asphalt

3. Road and parking surface

in Concrete pavement

2-4

Comprehensive

Pedestrian

Network

1. Pedestrian network : 31.78km

2. Area of pedestrian : 4.767

hectares

3. Removal of vegetation : 4.767

hectares

4. Disturbed soil : 4.767 hectares

5. Width of pedestrian network : 1.5m

6. Thickness of asphalt : 0.1m

7. Thickness of concrete pavement :

0.1m

1. Types of vegetation

2. Total CO2 removed from

vegetation

3. Road and parking surfaces

in Asphalt

4. Road and parking surfaces

in Concrete pavement

Table 3.1: Input Data

3-5

Element &

Sub-criteriaData Input Assumption

Urban Environment (UE)

3-1

Preserve Natural

Ecology, Water

Body and

Biodiversity

1. Total area of development : 2,890

hectares

2. Area of green open space : 0.50

hectares

3. Urban forest : 9.74 hectares

4. Wetlands : 29.959 hectares

1. Minimum of 10% of green

open space

2. Types of vegetation : urban

forest, wetlands, grassland

and rubber

3-2Green Open

Space

1. Total area of development : 2,890

hectares

2. Green open space(10% of total

devt.) : 289 hectares

3. Urban forest : 3.94 hectares

4. Forest plantation : 156.48 hectares

5. Grassland : 242.39 hectares

1. Minimum of 10% of green

open space

2. Types of vegetation : urban

forest, grassland, palm oil,

forest plantation and rubber

3-3 Number of Trees

1. Total number of trees : 285,241

2. Diameter <11 inches:

• Diameter : 6 inches

• Height : 3 feet

• Age of trees : 5 years

3. Diameter >11 inches:

• Diameter : 15 inches

• Height : 20 – 30 feet

• Age of trees : 15 years

1. Diameter of trees : <11

inches and >11 inches

2. Height of trees

3. Age of trees

Urban Transportation (UT)

1-1

Single

Occupancy

Vehicle (SOV)

Dependency

1. Average number of cars : 26,714

2. Average travel distance per day :

6km

3. Type of fuel used : 95% petrol, 5%

diesel

4. Average engine size : 1500cc

5. Carbon emission factor :

• Petrol : 2,380 gram/litre

• Diesel : 2,698 gram/litre

1. 65% of all cars on the road

are SOVs

2. 6% rise in traffic yearly

(commonly use in traffic

impact assessment)

3. Passenger Car Unit (PCU)

Factors by vehicle type

4. Total motor vehicle

registration in Malaysia

2-1 Public Transport

1. Average number of private vehicles

: 43,884

2. Average travel distance per day :

6km

3. Type of fuel used : Petrol, Diesel

and NGV

4. Carbon emission factor for :

• Petrol : 2,380 gram/litre

• Diesel : 2,698 gram/litre

• NGV : 1,442 gram/litre

1. Number of buses : 143

2. Carrying capacity : 5,720

(average 40 pax per bus

per trip)

3. Target ridership to achieve :

25%

4. Target number of buses :

658

3-6

Element &

Sub-criteriaData Input Assumption

Urban Infrastructure (UI)

2-2

Household Solid

Waste

Management

1. Population 2010: 47,961

2. Waste generated per capita (by

kilogram per day) : 1.1kg

3. GHG composition (CH4 : CO2) :

0.5 :0.5

1. Waste generated per capita

2. Organic waste fraction

3. Growth rate of MSW

production at 1% per year

4. 100% separation of organic

waste

5. Organic waste fraction:45%

3-3Site-wide District

Cooling System

1. Total amount of built up space

cooled by district cooling in

Cyberjaya: 3.2 million sq ft.

1. 10 hours operation per day

2. 3.2 million sq. ft. supplied

per day

3. Assume 55 BTU/sq. ft.

Building (B)

1-1

Operational

Energy

Emissions

1. Total GFA : 2,097,549.12 m²

2. Carbon factor for year of analysis :

0.68kgCO2/kWh

1. Type of buildings

2. 5% increase in building

stock

3. Energy index by type of

buildings

4. Commercial space :

1,831,350 sq. ft.

5. Enterprise (office) :

12,016202 sq. ft.

6. Residential : 9,502,587

sq.ft.

1-2Operational

Water Emissions

1. Total water consumed (litre/person

/day)

2. Population (residential, office/

commercial and student) : 66,150

3. GDP 2000 - 2020 : 0.235% per

year

1. Type of buildings

2. Benchmarks for office : 20

litres/person/day

3. Assume full time employee

The quality of the data collected requires further refinement as at the moment, several

key data are not documented by the relevant stakeholders. Hence, data inputted for

this assessment is rather weak due to the fact that this exercise is carried out for the

first time and many critical issues have to be addressed.

3-7

Subsequent monitoring and assessment are

recommended in the future, the quality of the data will

improve and the robustness of the findings will also

proportionately increase. An establishment of default

data is vital in order to ensure that sufficient data is

obtained for comprehensive assessment to be made.

Data should be continuously updated to ensure the

variations of the value can change over time.

An example of this is the declared carbon footprint of per

kilowatt of electricity in Malaysia by TNB. The value

currently declared and widely accepted is 0.60 kilograms

of carbon dioxide equivalent per kilowatt of electricity

produced. This value can change when the generation

of electricity from predominantly gas and coal ratio

changes.

In other words, the value will decrease if the gas ratio increases and likewise

decreases if the coal ratio increases. Even though the change in kilogram per kilowatt

may be small but the impact will still be substantial as the total amount of energy used

is large.

3.3 Level of Assessments

In this CO2 baseline study of Cyberjaya, there are three (3) level of assessments

applied, in which are:

i. Baseline 2011

Baseline is calculated based on the data which have been obtained during the

Data Collection & Verification stage. Data collected are based on the default

data and site-specific data. Default data are data which are established at the

National, State or District level.

This data can be obtained from policies such as National Urbanization Policy

(NUP), Economic Transformation Programme (ETP), State Structure Plan and

District Local Plan and other published data (i.e. survey, statistic, census, etc.).

Site-specific data are data that are related to the project/city/development area,

which can be obtained from the local authority, developer, land owner and other

relevant stakeholders.

In the case of Cyberjaya, the data for Baseline calculation are from various

sources such as the Sepang District Local Plan 2015, Population Census 2010,

Traffic Impact Assessment (TIA), Green Initiative in Cyberjaya and more.

ii. BaU 2020

BaU 2020 carbon emissions calculation was based on two assumptions:

• Gross Domestic Product (GDP)

• Population Equivalent (PE).

The GDP used in this calculation are GDP for year 2000 – 2005, 2000 – 2010

and 2000 – 2020. As for the population, the calculation was based on target

population according to the data from Setia Haruman Sdn. Bhd. Following is the

table that shows GDP for the interval years:

3-8

GDP Year Percentage of GDP (%) Increase in GDP/Year (%)

2000 - 2005 5 1

2000 - 2010 3.9 0.39

2000 - 2020 4.7 0.235

iii. Low Carbon Strategies (LCS) 2020

The Low Carbon Strategies (LCS) 2020 are strategies that will help to reduce

the carbon emissions from the BaU 2020’s level. The strategies can also be

considered as a carbon reduction plan, in which the amount of emission

abatement could possibly be achieved when the plan is successfully

implemented.

Table 3.2: GDP for the Interval Years

Source: 2nd National Physicla Plan (2010), Federal Department of Town & Country Planning, Malaysia

3.4 Carbon Emission under Urban Environment (UE)

Urban Environment was involved at the early stage of planning and design of a

city/township/project. In this Cyberjaya baseline study, 6 sub-criteria were considered

in this assessment.

3.4.1 Baseline 2011

The carbon emission baselines calculated for urban environment were based on

the data received from Cyberview Sdn. Bhd. The sub-criteria used in the

evaluation of the carbon emissions are shown in Table 3.3. The sub-criteria

were not included in the calculations because of two factors, the insufficiency of

data or it was not applicable to the case of Cyberjaya. The baseline carbon

emission for UE’s applicable sub-criteria was 883,620 tCO2.

3.4.2 BaU 2020

The carbon emissions for the BaU 2020 for urban environment were calculated

based on the data provided by the Masterplan of Cyberjaya for 2020. By 2020,

the embodied carbon from materials and carbon sequestration from greeneries

is expected to contribute to 2,446,662 tCO2 emissions (as shown in Table 3.3).

If the embodied carbon is ignored, then the atmospheric carbon will be purely

due to carbon sequestration by greeneries. i.e. 5,225 tCO2.

3.4.3 Low Carbon Strategies (LCS) 2020

Various strategies can be used to lower down the carbon emissions in the urban

environment from the level of BaU 2020. The low carbon strategies applied to

this case included:

• Hill slope development – replanting trees with high carbon sequestration

vegetation;

• Road and parking should not exceed 20% of total area of development in

Cyberjaya. In this case the roads and parking area are less than 20% of what

allocated by the Cyberjaya Master Plan;

• Green open space is minimum at 10% of the total development or greater;

• Water bodies should be conserved for carbon sequestration;

• Selected indigenous trees of high carbon sequestration including bamboos

should be planted; and

• Expansion of greeneries through green roofs and grid paving etc.

3-9

3-10

Sub-

criteriaData Assumption

Baseline

2011 (tCO2)

BaU 2020

(tCO2)

LCS 2020

(tCO2)

UE 1-5i. Area of slope:

40.37 acre

Source: MP Sepang

i. Assume slope:

26-40°

ii. Assume native

vegetation

(rubber trees)

-220.7 -284 -327

UE 2-3

i. Existing Road

: 1,093.82 acre

ii. Public Parking

: 5.36 acre

Source: MP Sepang

i. Embodied

energy of

materials

adopted from

the Inventory

of Carbon and

Energy (ICE)

UK

550,218 608,480 608,480

UE 2-4

i. Existing Total

Pedestrian

area : 42,670

m² (31,780m

x1.5m )

Source: MP Sepang

- 336,958 1,843,407 39,599

UE 3-1

i. Water bodies :

74.03 acres

ii. Urban forest :

9.74 acres

Source: MP Sepang

- -101 -101 -158

UE 3-2

i. Open space,

promenade

and Cyber

Park : 598.94

acre

ii. Separator :

386.65 acre

Source: MP Sepang

- -1,179 -1,305 -12,582

Table 3.3: Baseline 2011, BaU 2020 and LCS 2020 for UE

The LCS for 2020 produces carbon emissions of 630,771tCO2 when embodied

energy is included in the analysis. The carbon sequestration for LCS 2020

amounts to 17,309 tCO2 (Table 3.3).

3-11

SUB-

CRITERIADATA ASSUMPTION

BASELINE

2011 (tCO2)

BaU 2020

(tCO2)

LCS 2020

(tCO2)

UE 3-3

i. Trees along

streets

ii. Shrubs :

260,790

iii. Shade trees :

9,658 shade

trees

iv. Other trees in

open space:

14,793 trees

Source: MP Sepang

- -2,055 -3,535 -4,243

TOTAL UE WITH EMBODIED CARBON 883,620 2,446,662 630,771

TOTAL UE WITHOUT EMBODIED CARBON -3,556 -5,225 -17,309

UE 2-3 and UE2-4 have considered emissions from materials used in the road

construction, CO2 released from the soils and due to removal of vegetation

during clearing of area for roadwork and pedestrian network.

As illustrated in Table 3.3, the carbon emission baseline for the urban

environment is significantly affected by the emissions from embodied energy of

materials. The inclusion of emissions from embodied energy makes LCCF

different from other townships/cities carbon assessment models. UE 3-1, UE 3-2

and UE 3-3 calculate the carbon sequestration by vegetation and water bodies.

The given data are based on actual measurements and survey of trees and

greeneries on site.

The net carbon emission estimated for UE in 2011, assuming business as usual

is 883,620 tCO2 taking into account of the embodied carbon. If the

embodied carbon is not considered, then the net CO2 from the urban

environment is purely sequestration from greeneries. i.e. 3,556 tCO2.

The increase in carbon emissions for the UE element based on the 2020

masterplan compared to the baseline in 2011 is about 177%, if embodied carbon

is included. The sequestration by trees reduces the atmospheric carbon by 66%

(refer to Table 3.4).

3-12

Baseline

2011 tCO2BaU 2020 (tCO2)

Baseline 2011 vs

BaU 2020 (%)

UE with embodied

carbon883,620 2,446,662 177

UE without embodied

carbon-3,556 -5225 -66

Table 3.4: Comparisons between Baseline Emission and BaU 2020

With low carbon strategies implemented in Cyberjaya, the carbon emissions in

2020 only increases to 29% compared to the baseline 2011. Without considering

embodied energy, the carbon sequestration from trees alone increases by 387%

(Table 3.5) .

Baseline

2011 tCO2

LCS 2020

tCO2

LCS 2020 vs Baseline

2011 (%)

UE with embodied

carbon883,620 630,771 29

UE without embodied

carbon-3,556 -17,309 -387

Table 3.5: Comparisons between Baseline Emission and LCS 2020

3.4.4 Summary for UE

It is evident as presented in Table 3.6 that the low carbon strategies for urban

environment are capable of increasing carbon sequestration as much as 252%

compared to the business as usual in 2020, This is applicable if embodied

carbon is not considered in the research, as what used by other assessment

methods.

Baseline

2011 tCO2

BaU 2020

(tCO2)

LCS 2020

(tCO2)

Baseline

2011 vs BaU

2020 (%)

Baseline

2011 vs LCS

2020 (%)

UE with embodied

carbon883,620 2,446,662 630,771 177 29

UE without

embodied carbon-3,556 -5,225 -17,309 -47 -387

Table 3.6: Summary for UE

*Detailed calculations for UE were developed by PM. Dr. Faridah Shafii.

3.5 Carbon Emission under Urban Transportation (UT)

Urban Transportation is an important criteria as our national transportation carbon

footprint is a significant contributor to our annual carbon inventory. It consists of 4

Performance Criteria and 7 sub-criteria. Out of that, only 2 sub-criteria are considered

in this assessment. Some of these sub criteria are not considered in this report. They

are listed below with reasons for their exclusion:

i. Green Transport Infrastructure: UT 2-2 Walking & Cycling

Although we are able to determine the length of safe walking and cycling paths

within Cyberjaya, the data for the number of users selecting this method of travel

instead of fossil fuel powered vehicles are absent. A community survey should

be carried out to determine this data. This would then produce a baseline data.

The survey should be followed by a ‘Walking & Cycling’ campaign encouraging

the community to use the walking and cycling facilities. To measure the success

of the campaign, another survey should be carried out and if an improvement is

noticed then this data should be used to determine the reduction of carbon

footprint. This would then be considered as the application of the Low Carbon

Strategy (LCS).

ii. Clean Vehicles: UT 3-1 Low Carbon Public Transport

This currently does not exist in Cyberjaya nor are there any plans in place to

implement the same. Perhaps in the future when such plans are in place and

subsequent implementation does take place this sub criterion can be

considered.

iii. Clean Vehicles: UT 3-2 Low Carbon Private Transport

Although currently there are some users of hybrid vehicles in Cyberjaya, there is

no data on the inventory of such vehicle users. A survey should be carried out to

determine the number of users of hybrid vehicles together with an estimation of

the total distance travelled. If this data is available the abated CO2e can be

calculated.

3-13

iv. Traffic Management: UT 4-1 Vehicle Speed Management & UT 4-2 Traffic

Congestion & Traffic Flow Management.

Both of these sub criteria are not considered in the research because a city wide

partial traffic impact assessment needs to be carried out first. In fact this needs

to be carried our periodically, perhaps twice a year. The data gathered from this

assessment will then give directions to the effectiveness of the current vehicle

speed management in place and if proven to be lacking in efficiency by the

evidence of vehicles consistently travelling above or below optimum speeds,

changes can be made to increase this efficiency. Likewise for UT4-2, traffic

congestion demographics of period of time, place of occurrence, number of

vehicles involved etc., should be recorded for improvements to be designed and

implemented.

3.5.1 Assumptions

This section describes assumptions of data used to derive results of baseline

carbon footprint in the absence of actual data available in Cyberjaya:

i. Shift of Transport Mode: UT 1-1 Single Occupancy Vehicle (SOV)

Dependency

• 65% of all cars on the road are SOVs – Source: DBKL Draft Structure

Plan;

• 6% rise in traffic year on year – commonly used by traffic impact

assessment consultants in Malaysia;

• Passenger Car Unit (PCU) Factors by Vehicle Type – Arahan Teknik

(Jalan) 8/86, JKR; and

• Total Motor Vehicle Registration Malaysia – by Vehicle Types – RTD

2010.

ii. Green Transport Infrastructure: UT 2-1 Public Transport

• Diesel Carbon Emissions – 1,733 grams per litre of fuel consumed by an

internal combustion engine;

• Average Consumption of Buses in Cyberjaya – 6 kilometers per litre; and

• Assumed travel distance per day – 50 kilometers.

The above assumptions will be reviewed from time to time and calibrated so that

more accurate data based on robust sources will be attained. This will allow the

CO2e values to be revised periodically for greater accuracy.

3-14

3.5.2 Baseline 2011

The carbon emission baselines for Urban Transport in 2011 are shown in Table

3.7, which by 2020, the carbon emission is 246,681.6 tCO2e. As stated earlier,

the sub-criteria which are not included in the calculations are because of

insufficiency of data or not applicable to the case of Cyberjaya.

3.5.3 BaU 2020

For the ‘business as usual’ scenario in year 2020, the 6% increase of traffic year

by year commonly used by most traffic consultants is used as a basis of

calculations. The carbon emission for BaU 2020 is expected to be 379,889.7

tCO2e. As crucial data are not available now, this calculation is based on

estimations and assumptions. In the future robust data should be used for more

comprehensive calculations.

3.5.4 Low Carbon Strategies (LCS) 2020

Low carbon strategies can bring down the carbon emissions due to the reduction

of use of SOV to 278,585 tCO2e from BaU 2020 levels by approximately 36%.

The strategies that can be applied to lower emissions in transport are

specifically:

i. Awareness campaigns of the carbon impact of transport as a result of

usage of SOV;

ii. Incentives for the reductions of SOV; and

iii. Penalties due to the usage of SOV.

3-15

3-16

Sub-

criteriaData Statistic Assumption

Baseline

2011

(tCO2e)

BaU 2020

(tCO2e)

LCS

2020

(tCO2e)

UT 1-1

i. Population

Cyberjaya

is approx.

14,000

people.

Source:

Cyberview Sdn.

Bhd.

i. 65% of

all cars

on the

road

are

SOVs

i. Population,

travel

distances,

mode of

transport and

fuel type

205,568 316,574.7 189,944.8

UT 2-1

i. Diesel

Carbon

Emissions:

2,300

grams per

litre of fuel

consumed

by an

internal

combustion

engine.

Source:

Cyberview Sdn.

Bhd.

i. Travel

distanc

e per

day –

50 km.

i. Average

Consumption

of Buses in

Cyberjaya is

6 kilometers

per litre

ii.20% of above

emissions

41,113.6 63,315 88,641

TOTAL UT CARBON EMISSIONS 246,681.6 379,889.7 278,585

Table 3.7: Baseline 2011, BaU 2020 and LCS 2020 for UT

Baseline

2011 tCO2eBaU 2020 (tCO2e)

Baseline 2011 vs

BaU 2020 (%)

UT Carbon Emissions 246,681.60 379,889.70 54 (increase)

Table 3.8: Comparisons between Baseline 2011 and BaU 2020

3-17

Table 3.9: Summary for UT

Baseline

2011 (tCO2e)

BaU 2020

(tCO2e)

LCS 2020

(tCO2e)

Baseline 2011 vs

BaU 2020 (%)

BaU 2020 vs

LCS 2020 (%)

UT Carbon

Emissions246,681.60 379,889.70 278,585 54 (increase) 36 (decrease)

*Detailed calculations for UT were developed by BK Sinha

3.5.5 Summary for UT

It is evident in Table 3.9 that by applying the low carbon strategies for urban

transportation, the emission level for UT can be reduced by 36% compared to

the Business as Usual (BaU) 2020.

3.6 Carbon Emission under Urban Infrastructure (UI)

Urban Infrastructure consists of performance criteria that involve early planning such

as ‘Infrastructure Provision’ as well as ongoing operational criteria such as ‘Waste’,

‘Energy’ and ‘Water Management’. Within these 4 performance criteria are 9 sub

criteria. For Cyberjaya, 3 of these sub criteria are currently applied. Some of these sub

criteria are not considered in this report. They are listed below with reasons for their

exclusion:

i. Infrastructure Provision: UI 1-1 Land Take for Infrastructure and Utility

Services

As this sub-criteria requires early planning for successful implementation, it is

not applicable to Cyberjaya. Common utility trenching (underground) and

reduced land take for above ground utility requirements are some methods

adopted to achieve the intent of this sub criteria but as Cyberjaya is a township

that is still having ongoing developments of land parcels and this makes the

implementation of such changes impossible at this juncture.

ii. Waste: UI 2-1 Construction and Industrial Waste Management

Currently, the responsibility of construction waste management is placed with

the various contractors appointed by the developers for every parcel of land

developed. The data for the construction waste and the respective construction

waste management plans have not been sighted thus far. Due to the constraint

of not having a common construction and industrial waste management plan,

this criterion is not considered. In the future, when a construction site is widely

unified and waste management plan is in place, this particular criterion can be

considered.

iii. Energy: UI 3-1 Energy Optimization & UI 3-2 Renewable Energy

As there are no programs in place to carry out any energy optimization

throughout Cyberjaya currently, this criterion is not considered. However this

criterion can be applied at any point of time when such a program is

implemented.

Similarly there are no plans to implement any sizable renewable energy

produces in Cyberjaya currently apart from some small bus stop projects. As

such renewable energy is not a significant part of the current energy supply nor

are there any plans to do so. Again, however, this can be implemented at will.

iv. Water Management: UI 4-1 Efficient Water Management

Currently there are no programs in place for any water management schemes.

There are also no plans to implement rain water harvesting systems or make

them mandatory. As such this criterion is not considered.

3.6.1 Assumptions

In the future, if such policies are in place, water management programs can be

implemented.

i. Assumptions

This section describes assumptions of data used to derive results of

baseline carbon footprint in the absence of actual data available in

Cyberjaya.

ii. Waste: UI 2-2 Household Solid Waste Management

• Total residential population – 14 000 people

• Per capita production of waste – 0.8 to 1.3 kg/day

• Content of organic waste – 40%

3.6.2 Baseline 2011

The carbon emission baselines for Urban Infrastructure in 2011 was 57,687.4

tCO2e, as shown in Table 3.9. As stated above the sub- criteria which were not

included in the calculations were because of the insufficiency of data or it was

not applicable to the case of Cyberjaya. As crucial data is not available now, this

calculation was based on estimations and assumptions. In the future, robust

data should be used for more accurate calculations.

3-18

3.6.3 BaU 2020

For the BaU scenario in year 2020, a 10% increase in waste every year is

expected which resulted to 143,415.6 tCO2e.

3.6.4 Low Carbon Strategies (LCS) 2020

Low carbon strategies can bring down the carbon emissions due to a net zero

diversion of waste to landfills and the increased use of DCS that supplies

cooling for all buildings will result to 54,406.8 tCO2e from BaU 2020 levels

which is approximately 38%. The strategies that can be applied on

infrastructures to lower emissions are specifically to:

i. Promote awareness campaigns to achieve zero waste to landfills;

ii. Generate energy out of organic (green) waste; and

iii. Ensure all buildings use DCS cooling.

3-19

Sub-

criteriaData Statistic Assumption

Baseline

2011

(tCO2e)

BaU

2020

(tCO2e)

LCS

2020

(tCO2e)

UI 2-2

i. Household

solid waste:

approx.

2,160

Mt/per

annum

Source:

Cyberview Sdn.

Bhd.

i. Approx.

2, 800

house-

holds

i. Only

households

considered

30,484 57,919.6 0

UI 3-3

i. 0.3 to 0.35

kw/kw RT of

cooling per

hour

Source: Megajana

Sdn. Bhd.

i. 2 units

DCS

running.

i. Only half

the

commercial

floor space

is currently

being

supplied by

the DCS

27,203.4 85,496 54,406.8

TOTAL UI CARBON EMISSIONS 57,687.4 143,415.6 54,406.8

Table 3.10: Baseline 2011, BaU 2020 and LCS 2020 for UI

3-20

Baseline

2011 (tCO2e)BaU 2020 (tCO2e)

Baseline 2011 vs

BaU 2020 (%)

UI Carbon Emissions 57,687.4 143,415.6 40 (increase)

Table 3.11: Comparisons between Baseline 2011 and BaU 2020

Baseline

2011

(tCO2e)

BaU

2020

(tCO2e)

LCS

2020

(tCO2e)

Baseline

2011 vs BaU

2020 (%)

BaU 2020 vs

LCS 2020 (%)

UI Carbon Emissions 57,687.4 143,415.6 54,406.8 54 (increase) 36 (decrease)

Table 3.12: Summary for Urban Infrastructure (UI)

*Detailed calculations for UI were developed by BK Sinha

3.6.5 Summary for UI

It is evident in Table 3.12 that by applying the low carbon strategies for urban

infrastructure, the emission level for UI can be reduced to 54,406.8 tCO2e

(which is equivalent to 36%).

3.7 Carbon Emission under Building (B)

Building is another main contributor of carbon emission in a city. Of all 5 sub-criteria in

this element, only 2 sub-criteria are currently considered and applied. The sub-criteria

which were not included in the calculations were because of the insufficiency of data

or they were not applicable to the case of Cyberjaya.

3.7.1 Baseline 2011

The carbon emission baselines for buildings in 2011 are shown in Table 3.12.

The electricity bills for the buildings in Cyberjaya were not available during the

study. Therefore, the baseline emissions for operational energy consumption

(B1-1) were calculated using the Common Carbon Metric for Putrajaya,

assuming that buildings that had similar functions and of similar age consumed

the same level of energy. As shown in Table 3.12, the 2011 baseline emissions

from operational energy amounts to 213, 361 tCO2. The calculations for

emissions from water consumption were based on actual data. As evident in

Table 3.182, the emissions resulting from water processing is negligible

compared to operational energy.

3.7.2 BaU 2020

The carbon emissions for buildings with the BaU 2020 scenario and based on

the data provided by the Masterplan of Cyberjaya for 2020 demonstrates that

there is an emission of 230,942 tCO2 i.e. an increase of 8.24% from the 2011

baseline. This is due to the increase of building gross floor area to

accommodate to the assumed 5% GDP growth in 2020. The increased in water

consumption is also based on the same GDP growth.

3.7.3 Low Carbon Strategies (LCS) 2020

Low carbon strategies can bring down the carbon emissions due to operational

energy up to 145,442 tCO2 i.e. a reduction of 31.83% from baseline emissions

of 2011 level.

The strategies that can be applied to buildings to lower emissions are

specifically to:

• Design energy efficiency measures conforming to benchmarks and

common carbon metrics in order to provide trajectories to 40% carbon

reduction in 2020 and beyond;

• Build retrofits for existing buildings in meeting energy efficiency

benchmarks and climate goal trajectories;

• Design buildings conforming to the Common Carbon Metrics (CCM) for

carbon reduction in 2020 and beyond;

• Use of renewable energy in order to reduce carbon emissions; and

• Conserve water and therefore resulting in energy savings in water

processing and distribution.

3-21

3-22

Sub-

criteriaData Assumption

Baseline

2011

(tCO2)

BaU 2020

(tCO2)

LCS 2020

(tCO2)

B 1-1

i. Occupied Area :

Offices :

1,116,341.21m2

ii.Residential

• Bungalow :

88,855m2

• Semi-D:

246,856m2

• Terraced (double

storey):

128,140m2

• Apartment /

condominium:

347,219m2

• Retail :

170-137.91m2

Source: Cyberview Sdn.

Bhd.

Data for electricity

from TNB is not

available during the

studies. Therefore the

energy consumption

is estimated by using

the Common Carbon

Metric (CCM) for

energy in of

Putrajaya. The

electricity

consumption for

various building

typologies can be

assumed to be of the

same with similar

building age.

211,421 222,702 139,415

B 1-2

i. Water consumption:

4.63 MLitres

Source: Cyberview Sdn.

Bhd.

1,940 8,240 6,027

TOTAL BUILDING WITH EMBODIED CARBON 213,361 230,942 145,442

TOTAL BUILDING WITHOUT EMBODIED CARBON 213,361 230,942 145,442

Table 3.13: Baseline, BaU 2020 and LCS 2020 for Building

Baseline

2011 (tCO2)BaU 2020 (tCO2)

Baseline 2011 vs

BaU 2020 (%)

Building (B) with

embodied carbon213,361 230,942 8.24

Building (B) without

embodied carbon213,361 230,942 8.24

Table 3.14: Comparisons between Baseline 2011 and BaU 2020

3-23

Baseline

2011 (tCO2)

LCS 2020

(tCO2)

LCS 2020 vs Baseline

2011 (%)

Building (B) with

embodied carbon213,361 145,442 31.83

Building (B) without

embodied carbon213,361 145,442 -31.83

Table 3.15: Comparisons between Baseline 2011 and LCS 2020

Baseline

2011

(tCO2)

BaU

2020

(tCO2)

LCS

2020

(tCO2)

Baseline2011

vs BaU2020 (%)

Baseline2011 vs

LCS 2020 (%)

Building (B)

with embodied

carbon

213,361 230,942 145,442 8.24 31.83

Building (B)

without

embodied

carbon

213,361 230,942 145,442 8.24 -31.83

Table 3.16: Summary for Building

*Detailed calculations for Building were developed by PM. Dr. Faridah Shafii.

3.7.4 Summary for Building (B)

Based on the Table 3.16 above, it can be concluded that by applying the low

carbon strategies, the emission level can be reduced to 145,442 tCO2, which is

equivalent to 31.83%

3.8 Overall Summary

Based on the assessment made for each element, the summary of the CO2 emission

is listed in the following table:

3-24

Table 3.17: Overall Summary

UE (tCO2) UT (tCO2) UI (tCO2) B (tCO2) TOTAL (tCO2)

Baseline 2011 883,620 246,682 57,687 213,361 1,401,350

BaU 2020 2,446,662 379,890 143,416 230,942 3,200,909

LCS 2020 630,771 278,585 54,407 145,442 1,109,205

From the assessment, the baseline 2011 CO2 emission is established at 1,401,350

tCO2 and projected BaU 2020 is 3,200,909 tCO2. With appropriate strategies and

initiatives under LCCF, the projected emission for 2020 can be reduced to 1,109,205

tCO2. The results can also be interpreted into line graph as follows:

Derived from that, it can be assumed that by using the total population of 2010, CO2

emission per capita for Cyberjaya is:

i. Baseline 2011 : 29.22 tonne of CO2 emission;

ii. BaU 2020 : 66.74 tonne of CO2 emission; and

iii. LCS 2020 : 23.13 tonne of CO2 emission.

Diagram 3.1: Overall Summary by Elements

0

500,000

1,000,000

1,500,000

2,000,000

2,500,000

3,000,000

3,500,000

UE UT UI B TOTAL

Baseline 2011

BaU 2020

LCS 2020

tCO2

3.9 Periodical Actions of LCS by Tiers

In this baseline study project, the identified LCS strategies are further detailed out

according to three tier strategies. Tier One is the ‘lowest hanging fruit’ which involved

minimal cost, and the Tier Two and Three being incremental in cost respectively.

3.9.1 Tier One – Behaviour Change Efforts

The first tier is related to behavioural changes. Elements like characteristic and

surrounding environment are major factors contributing to changes at this level.

It also involves social interaction, lifestyles, norms and values as well as

policies.

3.9.2 Tier Two – Demand Side Management

The second tier focuses on ‘demand side management’ especially for energy,

water and waste. The intent is to reduce resource consumption as well as a

strategy for environmental protection through methods such as incentives and

education. For example, introduction of financial incentives to consumers who

use less electricity during peak hours.

3.9.3 Tier Three – Technology Introduction

This third tier emphasizes on technology intervention such as solar panels,

biomass, rainwater harvesting, recycling vending machine and water treatment

powered by renewable energy.

Based on the explanation above, LCS is later classified according to the tiers as in

Table 3.18.

3-25

3-26

Element Tier 1 Tier 2 Tier 3

Urban

Environment

(UE)

Replanting trees with high

carbon sequestration

vegetation.

Road and parking should

not exceed 20% of total

area of development in

Cyberjaya

Green open space is

minimum at 10% of the

total development or

greater

Water bodies are

conserved for carbon

sequestration

Indigenous trees of high

carbon sequestration

including bamboos are

planted

Expansion of

greeneries through

green roofs and grid

paving

Urban

Transportation

(UT)

Awareness campaign of

the carbon impact of

transport as a result of

usage of SOV

Incentives for the

reductions of SOV

Penalties due to the usage

of SOV

Urban

Infrastructure

(UI)

Promote awareness

campaign to achieve zero

waste to landfills

Generate energy out

of organic (green)

waste

Ensure all buildings

use DCS cooling

Table 3.18 : LCS 2020 by Tiers

3-27

Element Tier 1 Tier 2 Tier 3

Building (B)

Design energy

efficiency measures

conforming to

benchmarks and

Common Carbon

Metrics (CCM) to

provide trajectories to

40% carbon reduction

in 2020 and beyond

Build retrofits for

existing buildings to

meet energy efficiency

benchmarks and

climate goal trajectories

Design building to

conforming the CCM for

carbon reduction in

2020 and beyond

Use of renewable

energy to reduce

carbon emissions

Conserve water and

therefore resulting in

energy savings in water

processing and

distribution.

The LCS 2020 is further detailed out into several strategies that can be implemented

in order to achieve the target projected emission of 1,109,205 tCO2 by 2020.

The strategies outlined here are general recommendations based on Low Carbon

Cities Framework (LCCF) and are not site specific or owner specific. Actions that are

specific to Cyberjaya should be covered under the scope of studying undertaken by

the Japan Research Institute (JRI), who is responsible in preparing the action plan for

Cyberjaya.

The following Table 3.19 indicates strategies and some examples that can be

implemented for Cyberjaya:

3-28

Elements Strategies

Urban

Environment

(UE)

Replanting trees with high

carbon sequestration

vegetation

Plant more high carbon sequestration trees such as:

i. Bamboo : 62tCO2/ha/year

ii. Elaeis Guineensis (Oil Palm) : 29.30tCO2/ha/year

iii. Hevea Brasiliensis (Getah) : 24.86tCO2/ha/year

iv. Acacia Mangium : 23.43tCO2/ha/year

v. Paraserianthes Falcataria : 22.92tCO2/ha/year

vi. Tectona Grandis (Teak ) : 20.72tCO2/ha/year

vii. Azadirachta Excelsa : 18.70tCO2/ha/year

viii.Pterocarpus Spp (Angsana) : 12.83tCO2/ha/year

Road and parking should

not exceed 20% of total

area of development in

Cyberjaya

i. To set maximum parking requirements for new

developments;

ii. Improve pedestrian, transit and bicycle facilities;

iii. Establish pleasant and safe remote parking located

at the fringes of a commercial, mixed-use or office

areas with improved pedestrian connections;

iv. Appropriate pricing policies for remote parking -

cheaper than centrally located facilities; and

v. Charge the right price for curb parking. Too much

low cost parking should be avoided as it

encourages people to drive rather than to walk,

cycle and use public transport.

Green open space is

minimum at 10% of the total

development or greater

i. Encourage and/or impose double volume

landscape and green wall for new developments.

ii. Incorporate requirements for specific green areas

near office/commercial blocks, along streets and

within residential areas.

Table 3.19 : Strategies for LCS 2020

3-29

Elements Strategies

Urban

Environment

(UE)

Water bodies are

conserved for carbon

sequestration

Incorporate blue corridors in development plans

Indigenous trees of high

carbon sequestration

including bamboos are

planted

Refer to strategies number 1 (high carbon

sequestration trees)

Expansion of greeneries

through green roofs and

grid paving, etc.

i. Encourage leftover space to be converted into mini

/ pocket park;

ii. Encourage/impose green wall, grid paving and

green roofs especially for new developments; and

iii. Incorporate requirements for specific green areas

near office/commercial blocks, along streets and

within residential areas.

Urban

Transportation

(UT)

Awareness campaign of

the carbon impact of

transport as a result of

usage of SOV

Create/organize awareness campaigns and events

such as :

i. Car Free Day;

ii. Cyberjaya Cycle Way (a dedicated lane for bicycle)

iii. Cycling competition/Fun Ride Day; and

iv. Walk for health (this can relate with the car free day

event)

Incentives for the

reductions of SOV

i. Identify and demarcate areas for High Occupancy

Vehicles (HOV) lane; and

ii. Parking incentive/reduction for non-SOV vehicles

Penalties due to the

usage of SOV

i. Impose high car parking charges in Central

Business District (CBD) or selected areas; and

ii. Impose charges or road area pricing to enter CBD

Urban

Infrastructure

(UI)

Promote awareness

campaigns to achieve

zero waste to landfills

Create/organize campaigns and events such as :

i. Recycling competitions (e.g. recycling competition

at school level and community level)

ii. Composting competitions (school level, community

level, etc.)

iii. Waste to money (e.g. collect used cooking oil and

received RM1 per 1kg)

Generate energy out of

organic (green) waste

i. Biodiesel project – used cooking oil into biodiesel

ii. Biomass project – food waste/compost into biomass

Ensure all buildings use

DCS coolingi. Encourage or impose rebate for buildings with DCS

Elements Strategies

Building (B)

Design energy efficiency

measures conforming to

benchmarks and

Common Carbon Metrics

(CCM) to provide

trajectories to 40%

carbon reduction in 2020

and beyond

Encourage/impose energy efficiency measures such

as:

i. Building envelope : To impose appropriate barrier

between interior and exterior reflective surfaces

especially on roofs and walls to minimize the

amount of solar heat, exterior shading to reduce

the amount of solar gain, air sealing to buffer the

interior of the building from the fluctuating

temperature outside and cool roofs that reflect a

large portion of the sun’s heat energy back into the

atmosphere;

ii. Combines heat and power : Generate electricity at

or near building and then recycle the waste heat

and use it for water heating, air conditioning,

product drying or any other thermal energy needed;

iii. Lighting : To impose high efficiency lamps such

as T-5 and T-8 fluorescent lamps with electronic

ballasts and combine with high efficiency reflectors

to prevent glare from direct beam sunlight, install

automatic dimming controls and upgrade parking lot

lighting to save energy;

iv. Paint ceilings and sidewalls with a semi-gloss paint

to enhance lighting quality; and

v. Commissioning : Testing all elements of a building’s

energy and mechanical systems to ensure they are

properly adjusted and functioning optimally.

Continuous commissioning is crucial to ensure

building is routinely monitored for proper adjustment

and functioning.

Build retrofits for existing

buildings to meet energy

efficiency benchmarks

and climate goal

trajectories

Retrofitting the existing buildings through actions like :

i. Installation of water conserving devices (i.e.

aerators and toilet inserts);

ii. Install rainwater harvesting, soil moisture and/or

rains sensors;

iii. Install dual flush for toilet;

iv. Repair leaking; and

v. Replace T-12 fluorescent fixtures with T-8 or T-5

fixtures with electronic ballasts.

3-30

3-31

Elements Strategies

Design buildings conforming

to the CCM for carbon

reductions in 2020 and

beyond

Encourage/impose design of buildings conforming to

the CCM as follows:

i. Environmental footprint of the building : 40% of

energy use, 30% raw materials use, 25% of solid

waste, 25% water use and 12% of land use.

ii. Actual reporting : kgCO2/m²/year (by building type)

iii. Measuring and reporting the energy use in GHG

emissions from existing building operations

iv. Energy intensity per building area : kWh/m²/year

v. Energy intensity correlations with occupancy data &

building area : kWh/o/year

Building (B)

Use of renewable energy to

reduce carbon emissions

Encourage/impose renewable energy innovations and

usage such as :

i. Sunlight/solar energy : for lighting buildings,

electricity, hot water heating, commercial and

industrial uses; and

ii. Biomass : Municipal solid waste (MSW) and

manufacturing waste as the main source for

biomass energy to generate electricity or other

forms of energy like methane gas or transportation

fuels like ethanol and biodiesel.

Conserve water and

therefore resulting in energy

savings in water processing

and distribution

Encourage/impose water efficiency measures such as:

i. Water conserving devices (i.e. aerators, toilet

inserts, dual-flush, etc.);

ii. Rainwater harvesting; and

iii. Repair leaking.

4.0 CONCLUSION

This section summarizes the carbon emission for each of the four elements. The

assessment consists of carbon emission and sequestration from Urban Environment (UE),

Urban Transportation (UT), Urban Infrastructure (UI) and Building (B).

4-1

Table 4.1: Summary for Baseline 2011, BaU 2020 and LCS 2020 (in tCO2)

UE % UT % UI % B %TOTAL

(tCO2)

Baseline 2011 883,620 63 246,682 18 57,687 4 213,361 15 1,401,350

BaU 2020 2,446,662 76 379,890 12 143,416 5 230,942 7 3,200,909

LCS 2020 630,771 57 278,585 25 54,407 5 145,442 13 1,109,205

Table 4.1 above shows the carbon emission for Baseline 2011, BaU 2020 and LCS 2020.

The combined carbon emission for Baseline 2011 is approximately 1,401,350 tCO2. If there

is no action taken by the year 2020, it is expected that the emission will increase to

3,200,909 tCO2 (128%). However, if the low carbon strategies are employed and necessary

measures are taken, it is anticipated that the emission can be reduced to 1,109,205 tCO2

(21%).

From the table above, the carbon emission can also be concluded as follows:

i. Baseline 2011

The highest emission level is from Urban Environment (UE) with 63%, followed by

Urban Transportation (UT) with 18%, next is from Building (B) with 15% and last is

from Urban Infrastructure (UI) with 4%.

ii. BaU 2020

The highest emission level is from Urban Environment (UE) with 76%, followed by

Urban Transportation (UT) with 12%, next is from Building (B) with 7% and last is from

Urban Infrastructure (UI) with 5%.

iii. LCS 2020

The highest emission level is from Urban Environment (UE) with 57%, followed by

Urban Transportation (UT) with 25%, next is from Building (B) with 13% and last is

from Urban Infrastructure (UI) with 5%.

4-2

Table 4.2 above shows the comparisons of carbon emission between Baseline 2011

and BaU 2020 and Baseline 2011 and LCS 2020. The detail by percentage can also

be interpreted into chart as below.

Table 4.2: Comparisons of Carbon Emission by Percentage

UE (%) UT (%) UI (%) B (%)

Baseline 2011 vs BaU 2020 177 54 149 8

Baseline 2011 vs LCS 2020 -29 13 -6 -32

Diagram 4.1: Percentage of Baseline 2011 vs BaU 2020

Based on Diagram 4.1, it can be summarized that if by 2020, even if there is no major

environmental changes take place and the daily operations and activities of Cyberjaya

are normal and similar as today’s, the carbon emission by 2020 is expected to

increase. The highest increase is from Urban Environment (UE) with 177%, followed

by Urban Infrastructure (UI) with 149%, next is from Urban Transportation (UT) with

54% and last is from Building (B) with 8%.

4-3

Diagram 4.2 above shows comparisons between Baseline 2011 and LCS 2020. If low

carbon strategies are applied, it is believed that it will help to decrease the carbon

emission from the baseline 2011 level. Based on the assessment, the highest

reduction is from Building (-32%), followed by UE (-29%) and UI (-6%). All of those

three elements showed great amount of reduction except for UT which shows a slight

increase from the baseline, with an amount of 13%. However, this amount is

considerably lower than the BaU 2020 (54%) as shown in the above comparison.

Diagram 4.2: Percentage of Baseline 2011 vs LCS 2020

4-2

Diagram 4.3 : Overall Comparison of Carbon Emission

-50

0

50

100

150

200

UE UT UI B

Baseline 2011

vs LCS 2020

Baseline 2011

vs BaU 2020

Percentage (%)

Table 4.2 can also be further translated into line graph to show the significant

comparisons between Baseline 2011 vs LCS 2020 and Baseline 2011 vs BaU 2020.

The overall comparison is as in Diagram 4.3.

4.1 Way Forward

In moving forward, following are some measures that can be taken:

i. Formulate a Roadmap

Cyberjaya needs to strategize it’s own roadmap – i.e. what can be implemented

and which actions need to be prioritized within a certain timeline. A roadmap

helps to provide a guide on implementation and allows a quick start in achieving

the goal. Setting a roadmap requires some necessary steps as follows:

• Determine a vision that is simple, achievable and easy to understand;

• Define objectives as methods to achieve the vision and justify the possible

actions that can be addressed;

• Set targets and prioritize based on timeline;

• Establish and create a strong working group and identify the roles for each of

the members; and

• Monitor and review the results. If required, then the roadmap needs to be re-

strategized.

4-4

HOW?

Re-strategize

if required

Monitor

and Collect

Data

Launch

Project

Develop

School

Activities

Create

Community

Activities

Prepare

Accounts

Review DATA @ end of 12

months

YES

NO

Prepare

Programme

Identify Issues

Propose

Approaches /

Ideas to

address issues

Review and

Set Up New

Action Plan

Encourage

Publicity +

Community

Engagement

Define

Objectives

List

Justifications

Set Out

Targets

Identify

Partners

Set Up Task

Force

WHY? DESTINATION WHO?

Identify

Current

Status

and Data

WHERE?

Identify

Pilot Area

Diagram 4.4: A Roadmap Template – Initiative Towards A Low Carbon City

ii. Improvement of Data Collection

One prominent issue from this baseline study is the quality of the data collected.

Thus, a continuous data collection is needed to ensure that in future, the

monitoring and reporting that are related to carbon emission is comprehensive

and the findings are robust.

iii. Formation of Cyberjaya Low Carbon Committee

A committee is recommended to be set-up to ensure the low carbon initiatives

are being followed through and implemented consistently. The committee shall

also be responsible to:

• Monitor data collection related to low carbon initiatives;

• Promote stakeholders in applying and implementing the low carbon

strategies; and

• Lead the committee in developing Cyberjaya Low Carbon City Roadmap.