Project of Kajang Sustainability

7/30/2019 Project of Kajang Sustainability

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Faculty of civil engineer

- Assignment (4) -

Supervisor:

Prof. Dr. RIZA ATIQ ABDULLAH BIN O.K.

RAHMAT

Prepared by

Ali daowd P62249

Haider Farhan P65405

Rasha Salah P64799



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Proposed Kajang Local Plan for Sustainable

Development

you are required to submit a brief proposal (about 30 –

50 pages report) onKajang Local Plan for Sustainable Development.

The plan shall address four broad sustainable development objectives:

1. Maintenance of high and stable levels of economic growth and

employment

2. Social progress which recognizes the needs of everyone

3. Effective protection of the environment4. Prudent use of natural resources

The plan shall include the Sustainable Development Principles as follows:

1 Quality of Development

2 Integrating Transport and Development

3 Minimum environmental impact due to surge in travel demands

4 Development Access: Pedestrians, disabled people, cyclists, public

transport, private transport

5 Parking

6 Urban Design Principles

7 Context: compatible with existing landforms and natural features, retain,

and where possible enhance important existing urban spaces, townscape,

parkland, natural or historical features; respect the existing layout of

buildings within the street space, integrate into the local community

8 Safety and Security9 Landscape and Biodiversity.

10 Renewable Energy

11 Air Quality

12 Water Quality and Drainage



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Introduction :

The integration of the economic, social and

environmental dimensions of development was

strengthened to promote sustainable development. The

Government has to implement measures to improve the

quality of life, promote sustainable consumption and

production, and protect the environment; sustainablymanage the natural resource base; and enhance human,

institutional and infrastructure capacity. These measures

also furthered Malaysia‟s implementation of Agenda

21.

„Sustainable development‟ and „sustainability‟ are

often used synonymously as encompassing a cause and

effect relationship; neither of these terms themselves

have universally agreed meaning. In 1987, the

Brundtland Commission‟s report (WCED, 1987)

defined sustainable development as „development that

meets the needs of the present without compromisingthe ability of future generations to meet their own

needs‟. This definition has attained universal traction

and is seen by many who recognize the current

unsustainable nature of society as a means of achieving

sustainability. For example, the Royal Academy of



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Engineering published guiding principles on

engineering for sustainable development in 2005, to

address the problem that, „We are exceeding the

capacity of the planet to provide many of the resources

we use and to accommodate our emissions, while many

of the planet‟s inhabitants cannot meet even their most

basic needs‟ (RAE, 2005).

Kajang ,site and population



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Kajang, with a population of 229,655 is a town in the eastern part

of Selangor, Malaysia (2.98° N, 101.77° E). It is located about 20

km south of Malaysia's capital, Kuala Lumpur. One of the well

known places in Kajang is Sungai Chua. The population of

Kajang has grown rapidly in the past few years. As of 2004, new

Kajang townships have been developed and are currently

buzzing with night-life. These include the Prima Saujana and

Kajang Perdana (Kajang Highlands) housing estates. Areas

surrounding these new townships are easily accessible via the

new SILK Expressway.



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Residences –Prima saujana- kajang

Perdana-kajang



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Quality of Development :

In Kajang we have to increase the quality of development in all

fields of life for instance:

1- “Health and quality of life”: People, human health and

improved quality of life are at the centre of sustainable

development concerns. People are entitled to a healthy and

productive life in harmony with nature.

2- “Social equity and solidarity”: Development must be

undertaken in a spirit of intra- and inter-generational equity and

social ethics and solidarity.

3- “Environmental protection”: To achieve sustainable

development, environmental protection must constitute an

integral part of the development process.

4- “Access to knowledge”: Measures favorable to education,

access to information and research must be encouraged in order

to stimulate innovation, raise awareness and ensure effective

participation of the public in the implementation of sustainable

development.



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Integrating Transport and Development

Transportation, as a core component supporting the

interactions and the development of socioeconomicsystems, has also been the object of much consideration

about to what extent it is sustainable. Sustainable

transportation can be defined as:



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The capacity to support the mobility needs of people,

freight and information in a manner that is the least

damageable to the environment.

Sustainable development applied to transport systems requires

the promotion of linkages between environmental protection,

economic efficiency and social progress. Under the

environmental dimension, the objective consists in understanding

the reciprocal influences of the physical environment and the

practices of the industry and that environmental issues are

addressed by all aspects of the transport industry. Under the

economic dimension, the objective consists of orienting progress

in the sense of economic efficiency. Transport must be cost-

effective and capable of adapting to changing demands. Under

the social dimension, the objective consists in upgrading

standards of living and quality of life.



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Minimum environmental impact due to surge in

travel demands :

In order to effectively mitigate the adverse impacts of current

transportation systems, strategies must be devised to manage (reduce)

transport demand for passengers and freight as wells as to redistribute

this demand in space or in time when possible. If unsubsidized

transportation is inexpensive (of that its price is declining), it is a

good signal of its sustainability. Increasing transport costs and the

pressure to subsidize them can be interpreted as signals that they maybe unsustainable. There are several interrelated ways in which

transportation systems can adapt to cope with transport demand and

reach a better level of sustainability:

1. The densification and agglomeration of activities can involve

spatial structures such as logistics zones or transit oriented

developments and can result in reduced vehicle trips and

increase some of the sustainable transport alternatives

2. Full-cost pricing involves the full (or partial) recovery of

costs related to the public investments incurred by varying

levels of government in relation to constructing, repairing and

operating transport networks.

3. The strategy of traffic bans is a more direct method of

reducing traffic demand.



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Development Access: Pedestrians, disabled people,

cyclists, public transport, private transport

Pedestrians are a part of every roadway environment, and attention

must be paid to their presence in rural as well as urban

areas…Because of the demands of vehicular traffic in congested

urban areas, it is often extremely difficult to make adequate

provisions for pedestrians. Yet this must be done, because pedestrians

are the lifeblood of our urban areas, especially in the downtown and

other retail areas. In general, the most successful shopping sections

are those that provide the most comfort and pleasure for pedestrians.

In the past transport planning has tended to concentrate on providing

for the needs of vehicular movement, to the detriment of pedestrians,

cyclists and, especially, disabled people. This has resulted in an



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imbalance in the provision of quality transport, an imbalance which is

particularly serious in view of the importance of walking and the

increased interest in cycling. It is important to recognize the forces

influencing the demand for provision of more and better pedestrianand cyclist facilities. Undoubtedly one important factor has been the

increased awareness of the environmental problems created by the

rapid national and worldwide growth in vehicle travel, but of equal

importance has been the recognition by many people of the need for

physical fitness and the role that walking and cycling can play in

achieving this. The demand for pedestrian and cycle facilities is

influenced by a number of factors, of which some of the mostimportant are:

1. The influence of topography- Cycling and pedestrian activity,

particularly the former tend to be at a higher level in fiat areas than in

hilly ones.

2. The nature of the local community-Cycling and walking are more

likely to occur in a community that has a high proportion of young

people.3. Car ownership - The availability of the private car reduces the

amount of walking and cycling, even for short journeys.

4. Local land use activities- Walking and cycling are primarily used

for short distance trips. Consequently the distance between local

origins and destinations (e.g. homes and school, homes and shops) is

an important factor influencing the level of demand, particularly for

the young and the elderly.

5. Quality of provision- If good quality pedestrian and cyclist

facilities are provided, then the demand will tend to increase.

6. Safety and security- It is important that pedestrians and cyclists

perceive the facilities to be safe and secure. For pedestrians this

means freedom from conflict with motor vehicles, as well as a

minimal threat from personal attack and the risk of tripping

(particularly important for elderly persons and pregnant women,

there is also the security of the parked cycle at the journey destination.



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In order to reduce the congestion in a city we have to draw up a

plan to influence modal shift from private car to public transport so

we can suggest some of necessary measures that have to taken so that

most likely will influence the shift effectively:

Expanding the network of Quality Bus Corridors along major routes

as a first step to improving the quality of bus services throughout thearea..

Improving network coverage to give access to key facilities.

Improving bus stations and bus stops to improve the waiting

environment.

Improving the scope and range of information provided to

passengers.



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Maintaining a range of tickets which allow travel throughout the

network or can be used on trams and trains.

Making it easier to change between services and modes by

providing better information, simplifying ticketing and improvingwaiting area and reducing waiting time.

Improving safety and security by increasing staff presence on and

around buses, improving waiting areas tackling anti-social behavior.

Improving the physical accessibility of ordinary services by raising

kerbs and introducing low floor vehicles, and improving access to

specialist services like Rang and Ride.

Introducing measures to reduce the contribution of buses to airpollution.

Introducing schemes to provide dedicated school buses.

Parking

Parking is the act of stopping a vehicle and leaving it unoccupied.

Parking on one or both sides of a road is often permitted, though

sometimes with restrictions. Parking facilities are constructed in

combination with some buildings, to facilitate the coming and going

of the buildings' users.

http://en.wikipedia.org/wiki/Vehicle

http://en.wikipedia.org/wiki/Vehicle



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Parking controls, raising parking prices or reducing the amount of

parking areas, can be used to deter the use of privately owned vehicles

in areas of highest demand by raising the price of commuting to high

density areas. Again, the expected result of this strategy is toencourage (or force) commuters to seek cheaper alternatives either in

mass transit or carpooling. In kajang By use multi center strategy we can reduce the traffic jam

in city center and solve the parking problem and by construct Kajang

Sentral in Kajang station location all the parking problem will be

solved.



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Urban Design Principles

Planning to effectively meet the conditions and realities of a PostCarbon, Climate Responsible world will require a shift in our current

understanding of what constitutes good urban design and planning.

Many of the practices that we now take for granted, such as planning

cities around automobile transportation, and zoning for single uses,

will no longer be economically, environmentally, or culturally viable.

To address the changes in urban design and planning, we are putting

forward the following principles for resilient urban planning anddesign in a post-carbon, climate-responsive building environment.

1. Density, Diversity and Mix

Resilient Cities and neighbourhoods will need to embrace density,

diversity and mix of uses, users, building types, and public spaces.

Creating resiliency and reducing the carbon footprint of urban

development requires us to maximize the active use of space and land.

A single use low density residential neighbourhood or suburban

business parks, are typically underutilized during long periods of

time. A vibrant and sufficiently densely populated urban environment,

by contrast, is well used round-the-clock, all days of the week, and

during all seasons. This results from a closely knit mix of uses (e.g.

offices, residences, coffee shops etc.), with sufficient density, and

which are accessible to a diversity of users (e.g. children, youth,

seniors, high-income, low-income,etc.). Dense mixed use

neighbourhoods also allow for the effective functioning of all types of

business, social and cultural activities with very low inputs of energy

for transportation and logistics, thus increasing the resilience of these

neighbourhoods



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2. Transit Supportive

Resilient cities and neighbourhoods will develop in a way that is

transit supportive.

After walking and cycling, transit is the most sustainable mode of

transportation. Resilient cities will need to re-orient their way of

thinking, by shifting from car oriented urban patterns (e.g. cul-de-sacs

and expressways) to transit oriented urban patterns and developments

(e.g. mobility hubs, intensified corridors, and TODs). Not only will

pedestrian, and mass transportation friendly planning increase the

quality of life of a cities, as fuel prices rise after Peak Oil, only cities

that are viable without heavy dependence on the car will have the best

chances of economic and social success.

3. Pedestrians

Resilient cities and neighbourhoods will prioritize walking as the

preferred mode of travel, and as a defining component of a healthy

quality of life.

Reducing car-dependency is a key objective and imperative.

Luckily, the alternative modes of transportation – namely walking,

cycling, and transit – result in more sustainable urban environments,

and in an improved quality of life. It are the cities andneighbourhoods that have prioritized walking, that have created

desirable locations to live, work, play, and invest in. (The term

pedestrian, as used in these principles, includes persons with

disabilities.)



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4. Place-Making

Resilient cities and neighbourhoods will focus energy andresources on conserving, enhancing, and creating strong, vibrant

places, which are a significant component of the neighbourhood‟s

structure and of the community‟s identity.

All successful cities and successful neighbourhoods include vibrant

places, with a strong sense of identity, which are integral to

community life and the public realm: parks, plazas, courtyards, civic

buildings, public streets, etc.

A resilient post-carbon community, which reorients city-life to the

pedestrian scale (a 500 m radius), must focus its efforts to creating a

number of local destinations, which attract a critical-mass of users and

activities. Sprawl, for example, has very little place-making. A

traditional village or an urban downtown, by contrast, have

innumerable nocks and crannies, grand public spaces, gorgeous

streetscapes, which make them desirable, successful, and sustainable.

Heritage resources – buildings, structures, and landscapes –

represents a significant opportunity for place-making (i.e. through

their cultural significance and identity), as well as a significant

environmental investment (i.e. through their embedded energy) that

should be conserved and leveraged.

5. Complete Communities

Resilient neighbourhoods will provide the needs of daily living,

within walking distance (a 500 m radius).

Resilient communities, will reduce their carbon footprint by

ensuring people opt to walk or cycle, instead of using a car. To

achieve this, destinations must be accessible within a pleasant



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walking distance – people should be able and willing to walk from

home to work, to school, to shop, to recreate, and to engage the

activities of their everyday life. Longer distances should be

achievable through transit.

Connectivity is central to making an area pedestrian oriented.

Streets and pedestrian walkways must be enjoyable to walk, must link

key destinations, and must operate at a fine scale. Communities must

also be compact and concentrate a critical-mass of people and

activities to support walking, and to support animated and vibrant

place-making.

6. Integrated Natural Systems

Resilient cities and neighbourhoods will conserve and enhance

the health of natural systems (including climate) and areas of

environmental significance, and manage the impacts of climate

change.

Our individual and collective health is intricately tied to the health

of air, water, land, and climate. How we choose to live, how we

choose to move around, how we develop land, all have an impact on

the quality of the air we breathe, the water we drink, and the weather

we experience. Cities and neighbourhoods need to develop in a way

that conserves and enhances the quality of the water flow and supply,

likewise for the quality of air and land. Climate is, increasingly, a key

driver to transforming our development patterns and living choices.

Action on this front is imperative.

The health and integrity of wildlife and vegetation are also a

priority. Protecting existing biodiversity, indigenous or endangered



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species, wetlands, the tree canopy, connectivity, are all a necessary

aspect of securing healthy natural systems.

7. Integrated Technical and Industrial Systems

Resilient Cities and neighbourhoods will enhance the

effectiveness, efficiency and safety of their technical and industrial

systems and processes, including their manufacturing, transportation,

communications and construction infrastructure and systems to

increase their energy efficiency, and reduce their environmental

footprint.The economic health and vitality of cities is inextricably bound up

with the effectiveness, efficiency and safety of its technical and

industrial systems and processes. The importance of reducing

negative environmental impacts of economic activities and processes,

as well as reducing their dependence on fossil fuels will require us to

develop more integrated and more highly efficient industrial

processes and technical systems that ensure a maximum of efficiencyin the use of both materials and energy resources, as well as the

elimination of all wasteful and potentially harmful bi-products.

Technical and industrial uses need to be integrated into the city in

ways that allow them to make the most efficient and synergistic

connections and associations with similar and complementary uses

that will design for waste products from one industry ortechnical process (such as heat energy) to be effectively used as a

beneficial input in another industry or technical process, thus

increasing the overall efficiency of the city as a system, while

reducing the creation of harmful and/or wasteful bi-products. The

health and integrity of the neighbourhoods that these technical and

industrial systems are part of is also a priority for the Resilient City.



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The strategic integration of industrial and technical systems into

mixed use neighborhoods' should be planned so as to produce not

only better economic performance, but also to create easily accessible

and safe working environments, healthy surrounding neighborhoods,and no negative impacts on the natural environment.

8. Local Sources

Resilient regions, cities, and neighborhoods' will grow and produce

the resources they need, in close proximity (200 kilometer radius).

The environmental cost of the movement of goods and energy

increases every day, and the potential for price increases in

transportation fuels as a result of Peak Oil increase the future costs of

non-local sources. Thus, populations must seek to satisfy their

consumption needs from local and regional sources. The „100-mile

diet‟ and local-food movement has increased awareness of the

importance of consuming local products, to decreasing our carbon

footprint. The same principle that applies to food, also applies to the

manufacture of goods, the production of energy (e.g. district energy,

district heating), recreation needs (i.e. 100-mile tourism), waste

disposal, water management, and any other resources which we

consume.

9.Redundant and Durable Life Safety and Critical Infrastructure Systems



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Resilient Cities and neighbourhoods will plan and design for

redundancy and durability of their life safety and critical

infrastructure systems. Planning and design of these systems will aim

for levels of redundancy and durability that are commensurate withthe increasing environmental, social, and economic stresses associated

with the impacts of climate change and peak oil.

The physical, social and economic health of the Resilient City and

its citizens is directly connected to the city‟s ability to maintain the

effective functioning of its key life safety and critical infrastructure

systems – especially during episodes of intense environmental stress

(such as during severe storms, floods, or other weather relatedevents). Key infrastructure systems such as drinking water supply,

electrical power, and residential heating in winter, and key life safety

systems, such as police, fire, and emergency response services and

their support systems, must be planned and designed for a level of

redundancy and durability that will allow them to be durable enough

to resist present and future environmental stresses, as well as to have

enough redundancy built into their design to allow the system as awhole to remain sufficiently functional and intact that if one or

more constituant parts of the system is compromised, the system as a

whole will nevertheless remain operational and able to provide the

necessary outputs or services.

10. Resilient Operations

Resilient cities and neighbourhoods will develop building types

and urban forms with reduced servicing costs, and reduced

environmental footprints.

Urban sprawl is extremely expensive to service and maintain – the

amount of land, roads, pipes, and infrastructure required per capita is



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disproportionately large. A compact, mixed-use urban environment,

by contrast, is far more efficient in its demand for municipal services

and infrastructure requirements. Resilient cities will not subsidize

inefficient forms of development.

Context for overall plan

considers the wider context of the local setting, the characteristics

of the site for development, and strategies for the overall design

character of a proposal, to be attractive and function well, the planshould take into account the following:

1- Respecting the local site

The design should pay particular attention to the characteristics of

the local setting. The context of the site should be analyzed to ensure

that the development will:

• respect the qualities of the best of the surrounding landscapes

and townscapes,

• provide spatial characteristics and building forms that are

sympathetic to the surroundings,

• respond to existing land uses and provide an appropriate mix of

dwellings and uses,

• Integrate with existing patterns of movement.



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2- Responding to the site

The design will need to respond sympathetically to the characteristics

of the site to achieve the quality desired. This section illustrates

relevant aspects for undertaking the necessary site evaluation, and

includes guidance on assessments of the history of the site, landform,

flora and fauna, climate and noise and nuisance.

Main objectives

The characteristics of the site should be analyzed to ensure that the

development will:

• respect the history of the site, and appropriately protect and

integrate features of the archaeological and built heritage,

• respond to the form of the land, its contours and views to and

from the site,

• make the best use of existing vegetation, and protect or create,

appropriate conditions for flora and fauna to thrive,

• Promote designs that respond to the microclimate of the site,and that might contribute to the energy efficiency of the buildings

designed.



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3-creating attractive surroundings and spaces to live

Main objectives

The Department will wish to see designs that have:

• a distinctive overall sense of place that takes into account the

characteristics of the site and its setting,

• quality and sustainability in the overall layout, in the form and

detailed design of the buildings, and the spaces around,

• a visually attractive human scale in each of the places created

within the development,

• an appropriate use of trees and other plants,

• a feeling of security and a sense of vitality in all parts of the

layout,



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safety and security

Security and safety environmental sustainability are not only

compatible goals, but security is also a critical component and integralpart of sustainability. Sustainability has been considered the broader,

more encompassing category, and the role and importance of security

as an element of sustainability is often not explicitly recognized.

There are essentially three key principles to building in safety,

namely:

Ensuring natural surveillance and human presence.

This is achieved by:

- making buildings front onto the public realm .

- putting „eyes on streets‟ and minimizing exposed blank facades.

- mixing uses, particularly at ground level, adding vitality at different

times of the day and night and over time.

- designing an integrated network of streets.

- locating parking in front of buildings on-street or in secure

private courtyards.

- being careful not to make planting too high or dense to screen

Potential assailants in certain locations.

• minimizing conflict by providing safe routes for walking and

cycling .

• designing-in territoriality and community involvement.



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When people view public space as their own, they begin to take

responsibility for it. Places can be designed to foster a sense of

ownership, mutual protection and belonging (a factor emphasized in

the design of Greenwich Millennium Village).

Landscape and biodiversity

The world is losing biodiversity at an increasing rate due to

human activity causing fragmentation of habitat and destruction of

ecosystems. These losses are irreversible, and harm the life support

systems we depend on. Humans, being part of this biodiversity

network, have the power to protect or destroy species, habitats and

whole ecosystems. Safeguarding biodiversity by, for example,

maintaining a patchwork of green spaces and ponds in gardens and

the public domain has a cumulative benefit to wildlife.



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Biodiversity is the term for every living thing on Earth from the

smallest microscopic organisms to the biggest blue whale and the

habitats they depend on. Biodiversity also includes every one of us,

although we currently pose the greatest threat to nature. We also offer

the only hope for protecting and conserving the diversity of life for

future.

The rich variety of life is essential for sustaining the natural living

systems, or ecosystems, that provide us with food, fuel, health,

wealth, and other vital services.



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Renewable energy

In energy-related engineering, a common approach is to apply a

principle known as the trias energetica . This is a three-step method

for increasing the sustainability of energy systems by:1- Reducing the demand for energy.

2- Applying renewable energy sources wherever possible.

3- Filling in the remaining need as efficiently and cleanly as

possible with fossil fuels.



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Air Quality

The quality of Kajang water is influenced greatly by humandevelopment.

1. Acid rain is a common problem. The expanse of hard impermeable

surfaces in cities results in large bodies of rainwater requiring

collection and discharge elsewhere.

2. Dust, dirt and other solid pollutants are washed with rainwater into

drains, the water sometimes discharged untreated into local

waterways.3. Drinking water from local waterways often requires treatment with

chemicals to combat bacteria and other micro-organisms from such

pollution.

In certain areas of known high levels of ground water, direct

drainage, or enhanced surface permeability should be avoided. In

other areas the full potential for the use of sustainable drainage

options such as green roofs, porous pavements, and other measures to

minimize surface water run-off from site should be reviewed and

where practicable incorporated.



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Water quality and drainage

Water quality is relative and is defined as the characteristic of

water that influences its suitability for a specific use. Quality is

defined in terms of physical, chemical and biological characteristics.

Drainage water is no different from any other water supply and is

always usable for some purpose within certain quality ranges. Beyond

these limits, drainage water must be disposed of in a manner thatsafeguards the usability or quality of the receiving water for present

established and potential uses.



Surface and subsurface drainage water from irrigated agriculture is

normally degraded compared with the quality of the original water

supply. Drainage water that flows over or through the soil will pick up

a variety of dissolved and suspended substances including salts,organic compounds and soil particles. Management for safe re-use

and disposal requires an understanding of the characteristics of the

drainage water, and a matching of those characteristics to the

environmental protection needs of the re-use or disposal area.

Project of Kajang Sustainability

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