LO W CA R BO N

CITIES
F R A M E W O R K

MINISTRY OF ENERGY,
GREEN TECHNOLOGY AND WATER (KeTTHA)
 LO W C A RBO N
CITIES
F R A M E W O R K

MINISTRY OF ENERGY,
GREEN TECHNOLOGY AND WATER (KeTTHA)

LOW CARBON CITIES FRAMEWORK

VERSION 2

Copyright © 2017 by Ministry of Energy, Green Technology and Water Malaysia (KeTTHA)

No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any
for or by any means, electronic, mechanical, photocopying, or either wise without the prior
permission of the publisher. In an effort to improve this version 2.0 will be updated periodically.

Developed By:

MINISTRY OF ENERGY,
GREEN TECHNOLOGY AND WATER (KeTTHA)
Contents
1.0 Introduction 3
1.1 Global Warming & Climate Change 5
1.2 Malaysia’s Effort towards Sustainable Development and
Climate Change Agenda 7
1.3 Concept of Low Carbon Cities 10
1.4 Low Carbon Cities Worldwide 11
1.5 Low Carbon City Assessment Worldwide 14

2.0 Sustainable Development Framework
for Low Carbon Cities 17
2.1 Introduction to Sustainable Development Framework 19
2.2 Background of Low Carbon Cities Framework (LCCF) 22
2.3 Performance-Based System 26

3.0 Parameters of Low Carbon Cities 27

3.1 Performance Criteria for Low Carbon Cities 29
3.2 Urban Environment 33
3.3 Urban Transportation 48
3.4 Urban Infrastructure 69
3.5 Building 81

4.0 Low Carbon Cities Application 89
4.1 Implementation Approach 91
4.2 Application, Approval, & Recognition Process 92
4.3 LCCF Checklist 97
4.4 Application of the LCCF Checklist 98
4.5 Relationship between Framework and the Assessment System 99

Acknowledgement 100
Glossary 105

Low Carbon Cities Framework | 1

 List of Figures

Figures
1.1 The Greenhouse Effect 6
1.2 Malaysia’s Involvements in Sustainability Development Agenda since 1972 8
1.3 Hierarchy of Framework for Sustainable Development 9
2.1 Elements of Sustainable Cities 19
2.2 Sustainable Development Framework for Low Carbon Cities 20
2.3 Design Criteria in Green Neighbourhood Planning Guideline 21
2.4 Malaysia’s Commitment Towards Sustainability 22
2.5 LCCF in Relation to National Policies and Rating Tools 24
2.6 Life Cycle of a City 25
3.1 Breakdown of Performance Criteria and Sub-criteria. 29
4.1 Low Carbon City Implementation Steps 92
4.2 Overall LCCF Implementation Phase 95
4.3 Application of the LCCF Checklist 98
4.4 Key Action Flow of LCCF Diamond Recognition 99

List of Tables

Tables
1.1 Types of GHG in Atmosphere 5
3.1 Performance Criteria and Sub-criteria for Urban Environment 30
3.2 Performance Criteria and Sub-criteria for Urban Transportation 31
3.3 Performance Criteria and Sub-criteria for Urban Infrastructure 32
3.4 Performance Criteria and Sub-criteria for Building 32
4.1 Carbon Assessment Performance Recognition 96
4.2 Score for LCCF Checklist 97

2 | Low Carbon Cities Framework

1
INTRODUCTION

Low Carbon Cities Framework | 3

4 | Low Carbon Cities Framework
1.1
Global Warming &
Climate Change

The Earth’s surface needs to retain some of the Sun’s heat in order to regulate
mean global temperatures, and naturally occurring gases in our atmosphere
such as water vapour, methane, nitrous oxide, and carbon dioxide (CO2) which
serve this purpose by trapping the required amount of heat from the sun so that
the conditions are conducive to the survival of all living creatures.

However, since the advent of the age of industrialisation in the late 1700s,
man-made activities have accelerated the increased presence of some of
these naturally occurring gases as well as other man-made gases in our
atmosphere. These gases along with other man-made gases (Table 1.1) increase
the amount of the heat trapped from the sun into our atmosphere and cause
global warming and climate change.

The United Nations, through the efforts of the UNFCCC, has established the six
gases that contributed to the advent of global warming and climate change with
their increased presence in our atmosphere.

No Name of Gas Chemical Formula GWP (over 100 Atmospheric

years) Life Span
(years)
1 Carbon dioxide CO2 1 100-1000
2 Methane CH4 23 12
3 Nitrous oxide N 2O 296 114
4 Chlorofluorocarbons CFCs (various) 6000 - 14000 45-1700
5 Hydro fluorocarbons HFCs (various) 12 - 1200 0.3-260
6 HFCs (various) SF6 22000 3200

Table 1.1: Types of GHG in Atmosphere

Of these six gases, CO2 is the largest and the most commonly referred to in
relation to climate change, although the other gasses have a greater
impact on climate change when compared to CO2 in equal volumes. For
example, one ton of methane is 23 times more potent than one ton of
CO2. However, CO2 has been selected as the benchmark measure gas
and has the global warming potential of 1 compared to that of methane
which is 23. Global warming is primarily a problem of excessive carbon
dioxide (CO2) in the atmosphere, which acts as a blanket that is
trapping heat and warming the planet and eventually will cause the rising of the
sea level as shown in Figure 1.1.

Low Carbon Cities Framework | 5

 1.1
Global Warming &
Climate Change

Figure 1.1: The Greenhouse Effect

Source:https://www.ipcc.ch/publications_and_data/ar4/wg1/en/faq-1-3.html

It is common knowledge that carbon dioxide emissions are largely

responsible for global warming. It elucidates that greenhouse gas
emissions in Malaysia has increased substantially by 13 percent per GDP
and 32 percent per capita between 1994 and 2000. The total greenhouse
gas emissions had increased by 55 percent in year 2000 (Second National
Communication, NC2) when compared with the year 1994 levels (Initial
National Communication, INC). Malaysia’s emission of CO 2 per capita
which is at 8.0 metric tons in 2013, which was higher than the average
emission for world CO2 in 2011; only 4.94 metric tons.

6 | Low Carbon Cities Framework

1.2
Malaysia’s Effort towards
Sustainable Development and
Climate Change Agenda
Malaysia is currently one of the most urbanized countries of South East
Asia, which is one of the most rapidly urbanized regions around the
world. Over the last ten years, the urban population in Malaysia has
increased from 66 percent in 2004 to 74 percent in 2014. This growth is
expected to continue, as people from rural areas migrate to urban areas for
employment, as our economy continue to shift from agriculture sector to
industry and services sector.

Increasing rates of urbanisation, recording up to 95% in developing

countries, will see cities grow significantly and bringing along with this is a
host of socio-economic and environmental challenges from reduced air
quality to increased traffic congestion. For example, the Asia-Pacific region
is anticipated to see a rise in middle-class consumers of about 2.7 billion
people by 2030.

The total population of Malaysia in 2011 was estimated at 29.1 million.

This grew to 29.9 million in 2013. The population had increased by 24.9%
over the period 2000-2011. Malaysia launched the Economic Transformation
Programme (ETP) in 2010 to catalyse investment and economic growth.
GDP (at 2005 constant prices) grew from RM543.6 billion in 2005 to RM711.8
billion in 2011 and RM787.6 billion in 2013.

(Source: Malaysia BIENNIAL UPDATE REPORT TO THE UNFCCC, Dec 2015)

The Malaysian effort on environmental issue started since the United Nations
Conference on the Human Environment in 1972. Following up to that,
Malaysia shows her commitment on the Rio Summit after which the
Malaysian National Environmental Policy was established. The policy became
the basis for the country to give atention to environmental issues. Figure 1.2
represents Malaysia’s sequence of actions and involvements since 1972.

Low Carbon Cities Framework | 7

 1.2
Malaysia’s Effort towards
Sustainable Development and
Climate Change Agenda

United Nations set

up the World
Commission on Rio Summit:
Environment and World commitment on
Development sustainable
United Nations Bruntland Report development & Johannesburg
Conference on on definition and Agenda 21 Earth Summit
the Human principles of Kyoto Declaration 2002, Rio +10
Environment sustainable on Green House
development Emission

1972 1980 1987 1992 1997 2000 2002

Malaysian National Malaysia (Local Agenda 21)

Environmental Policy
Planning Doctrine - holistic
development or land use planning
2000 - 5th Fuel Policy, In the 8th
Malaysia Plan
SREP (Small Renewal Energy Power
Programme)

COP 15
Bali Roadmap
Copenhagen
Towards
Accord
International
agreement on
Climate Change COP 21
Paris

2004 2005 2006 2007 2009 2011 2015 2016

2014 - Ministry of Natural April 2009 - Ministry of Low Carbon Cities Dasar
Resources and Environment Energy, Technology and Framework and Perbandaran
Water Assessment Negara 2
2005 - National Physical Plan
System
Selangor Sustainable July 2009 - National
Development and Agenda 21 Green Technology Policy Green
Neighborhood
2006 - Ninth Malaysia Plan - 4th October 2009 -
Guideline
Thrust (Improve Standard and Putrajaya and Cyberjaya
Sustainable of Quality of Life) as pioneer green cities in
Sustainable Development Malaysia
Indicators (SDI) RE - From
Waste to Energy November 2009 -
National Climate Change
2006 - National Urbanisation Policy
Policy

Figure 1.2: Malaysia’s Involvements in Sustainability Development Agenda since 1972

8 | Low Carbon Cities Framework

1.2
Malaysia’s Effort towards
Sustainable Development and
Climate Change Agenda
Malaysia’s direction towards sustainable development can be categorised
in 5 hierarchies as described in Figure 1.3 below.

National Direction

• New Economic Model (NEM)

• Eleventh Malaysia Plan (11MP)
• Economic Transformation Programme (ETP)

National Legislation

• Acts
• Regulations

National Policies

• National Policy on the Environment (2002)

• National Green Technology Policy (2009)
• National Climate Change Policy (2009)
• National Urbanisation Policy 2 (2016)

National Plans

• National Physical Plan (NPP)

Regional Plans

• Sabah Development Corridor (SDC)

• Sarawak Corridor of Renewable Energy (SCORE)
• Comprehensive Development Plan (CDP)
• East Coast Economic Region (ECER)

Figure 1.3: Hierarchy of Framework for Sustainable Development

Low Carbon Cities Framework | 9

 1.3
Concept of
Low Carbon Cities

Under this framework, Low Carbon Cities has been defined as a city that
comprises of societies that consume sustainable green technology, green
practices, and emit relatively low carbon or GHG as compared with present
day practice to avoid the adverse impacts on climate change.

The concept of ‘low carbon cities’ (LCCs) is currently gaining momentum

in the urban development and urban governance scenes as cities come to
terms that global warming and climate change are the result of urbanisation,
population rise, and economic growth and that the most significant increase of
energy consumption and CO2 emissions take place in cities and urban areas.

The concept of LCCs is closely aligned with sustainable development. Through

the adoption of the principle of sustainability, carbon emissions can be
reduced through the means and ways in which cities are designed and
developed, and the ways resources are consumed. Essentially, LCCs are
cities that take serious and effective action to reduce their environmental
impact and their CO2 emissions.

LCCs demonstrate high energy efficiency, power themselves with

renewable sources of energy, produce the lowest quantity of pollution
possible and use land efficiently; compost used materials, recycle them or
convert waste to energy. Fundamentally, LCCs are cities that adopt and
embed the principles of sustainable development to contribute minimally to
climate change.

10 | Low Carbon Cities Framework

1.4
Low Carbon
Cities Worldwide

Cities are the world’s leading consumers of energy. The world’s 27 largest
cities consume 9.3% of the world’s electricity and produce 12.6% of the
world’s waste—even though they contain only 6.7% of the world’s population.

With highly concentrated and growing populations, cities are major

contributors to global carbon emissions. Green cities strive for energy
efficiency, adopt renewable sources of energy, utilise land efficiently,
compost used materials, recycle or convert waste to energy, and deploy
low carbon transport or electric vehicles, which resulting in better pollution
control, resources optimisation, and waste reduction. A concerted global
effort to build green cities is present. Exemplary cities include:

Copenhagen, Denmark
Copenhagen is at the forefront of the move
towards green cities, having been selected
as the European Green Capital 2014 by the
European Commission. It has also been
ranked as the number one green city twice
by Global Green Economy Index.

Copenhagen aims to become the world’s

first carbon neutral capital by 2025
with a mid-term goal of a 20% CO2
reduction by 2015. To this end, the city has
introduced a string of initiatives that
address transportation and energy consumption, as well as water and waste
management.

The City of Copenhagen received the European Environmental Management

Award in 2006, in recognition of a decade of long-term, holistic environmental
planing, which halved the amount of sewage discharged into the harbour. The
water has been safe for bathing in since 2002 and today it is possible to take
a swim in one of the numerous harbour baths just 500 metres from City Hall.

Low Carbon Cities Framework | 11

 1.4
Low Carbon
Cities Worldwide

Stockholm, Sweden
Stockholm was the first city to receive
the European Green Capital award by the
European commission in 2010, a testament
of its progressive and proactive steps to
reduce carbon emissions across the
board and promote healtheir lifestyle.
Stockholm operates with a holistic
vision, one which combines growth with
sustainable development for the benefit
of its 900,000 citizens.

Stockholm has cut carbon emissions by over 25% per inhabitant since 1990
and aims to be fossil fuel independent by 2050. Specifically, the city has
effectively cut down its emission rates per inhabitant to about 3.4 tonnes per
person in 2009 (compared to 5.4 tonnes per person in 1990) with plans to
further reduce carbon emissions to 3 tonnes per resident by 2015, though
calculations indicate that output will actually fall to 2.8 tonnes by that time.

Freiburg, Germany
Freiburg in Germany is one of the cleanest
cities in the world, giving it the chance
to also be on the list of the greenest
cities worth visiting. The City of Freiburg is
often called Germany’s “ecological capital”
and has been recognized internationally as
one of the world’s most liveable sustainable
and child-friendly cities.

Numerous sustainability measures such as regional heating, recycling and

low-energy buildings have been implemented. Regional planning has
focused development within city boundaries, and thus prevented sprawl.
Historic castles, villages and towns have been protected.

Not only retaining and enhancing the beauty, walkability, mixed usage and
vibrancy of its historic city, Freiburg planning over the last 40 years has
emphasized biking, walking and public transit, traffic calming and mixed-us-
age human-scale development to create a “city of short distances”.

12 | Low Carbon Cities Framework

1.4
Low Carbon
Cities Worldwide

Vancouver, Canada
Vancouver is Canada’s greenest city that aims to be called the
world’s greenest city by 2020 by demonstrating that economic growth
and the welfare of its citizens depend on developing renewables, rapid
transit systems, and promoting cycling and walking to curb car use. The
Vancouver Greenest City Action Plan is divided into 10 goal areas, addressing
three overarching areas of focus comprising of Zero Carbon, Zero Waste and
Healthy Ecosystems.

Vancouver, which has a population of 600,000, believes that all its

power can come from renewables - although getting all heating and
cooling and transport without
using fossil fuels may take until 2040,
depending on whether there is any
help from central government.

Low Carbon Cities Framework | 13

 1.5
Low Carbon City
Assessment Worldwide

1.5.1 The Low Carbon City Development Program (LCCDP)

Low Carbon City Development Program (LCCDP) is a systems-approach to low

carbon development, which include a framework and set of comprehensive
requirements to help the city to plan, implement, monitor, and account for low
carbon investments and climate change mitigation actions across all sectors
in the city over time. It allows a city to incorporate innovative and cutting-edge
practices that exist at the nexus of low carbon development and green
growth into city planning. The LCCDP is an approach that builds upon and
complements existing efforts in low carbon development and harnesses
environmental markets for the unique situation in cities, which was first used
by the City of Rio de Janeiro.
(Source: World Bank Organisation, 2013)

1.5.2 ICLEI – Local Government for Sustainability

There are few LCC programs and projects under ICLEI:

i. Green Climate Cities® (GCC) program
The GCC is a comprehensive program on climate change mitigation
(reducing greenhouse gas emissions) building on 20 years of ICLEI experience.
It covers three phases: analyze, act, and accelerate; offering a comprehensive
methodology and tools. GCC is a network that offers capacity building and
exchange of opportunities, as well as a wide range of tools and guidance
tailor-made to local government’s requirements.
ii. Urban Low Emission Development Strategies (Urban-LEDS)
Implemented with UN-Habitat and funded by the European Commission, the
Urban-LEDS project is ICLEI’s global climate flagship project under
the Low Carbon City Agenda - it promotes low emission urban development
strategies in model and satellite cities in Brazil, India, Indonesia, and South
Africa with supports from European cities.
iii. Energy-safe Cities Initiative
Energy-safe Cities Initiative aims to initiate a rapid transformation to
low carbon, resilient, and safe urban energy systems in East Asian
local governments. Through this multi-year, multi-stage program, local
governments from the People’s Republic of China, the Democratic People’s
Republic of Korea, Japan, Mongolia, and the Republic of Korea shall
explore locally specific and sustainable pathways for attaining 100% renewable
energy supply systems by the year 2030.

(Source: Potsdam-Institut für Klimafolgenforschung., & World Bank, 2013)

14 | Low Carbon Cities Framework

1.5
Low Carbon City
Assessment Worldwide

1.5.3 Carbonn Climate Registry (cCR)

The carbonn© Climate Registry (cCR) was launched at the World Mayors
Summit on Climate in Mexico City on 21st November 2010 as the global
response of local governments to measurable, reportable, and verifiable (MRV)
climate action.
The cCR is a global mechanism developed for local governments by
local governments. It enables them to publicly and regularly report their local
climate action developments on the following:
(i) Greenhouse gas (GHG) reduction commitments,
(ii) Emissions inventories
(iii) Climate mitigation / adaptation actions
Reported results are used in the Local Government Climate Roadmap, playing a
key role in the advocacy of local governments in the global climate negotiations.
The Annual Reports of cCR (2011, 2012, 2013) were presented and very
effectively used at the United Nations Climate Conferences in Durban (COP
17), Doha (COP 18) and Warsaw (COP 19).
The cCR supports the global credibility of local climate action and ensures
transparency, accountability and comparability. The aim is to improve and
ensure data are consistent with the standards of the global climate regime.
(Source: Carbonn Climate Registry, 2017)

1.5.4 Carbon Trust Low Carbon Cities Programme

Low Carbon Cities Programme by Carbon Trust provides expert advice to core
cities, regions and towns by providing inspiration and structure to assist the
area partners through the process of achieving carbon and efficiency savings,
while also promoting low carbon growth.
Cities have a huge impact on carbon emissions because of the numbers
of people who live and work in them, and because of the example they
can set. Proactive cities like London have demonstrated that if governing
bodies use their influence imaginatively, they can have a very significant
effect on reducing city-wide carbon emissions, which is even beyond their
spheres of direct control. The Low Carbon Cities Programme emulates and
extends this approach, making it a model for all cities, towns, and indeed local
authorities, to utilise.
Carbon Trust have developed a 5-Step Low Carbon Cities Programme
methodology. This approach builds on insight from the Carbon Trust’s
Public Sector Carbon Management Programmes, which have enabled 600
public sector bodies to develop Carbon Reduction Strategies with, on
average, 5 year CO 2 reduction targets of 25%. The output is a prioritised
carbon reduction action plan for city or regional level carbon reduction.
(Source: Carbon Trust, 2017)

Low Carbon Cities Framework | 15

16 | Low Carbon Cities Framework
SUSTAINABLE
DEVELOPMENT
FRAMEWORK FOR
LOW CARBON CITIES

Low Carbon Cities Framework | 17

18 | Low Carbon Cities Framework
2.1
Introduction to Sustainable
Development Framework

Sustainable cities are characterised as cities where people want to live

now and in the future, where the cities meet the diverse needs of existing
and future populations, are sensitive to their environment and ensure
that their lifestyle and consumptions do not adversely affect the
environment, preserve their natural ecology and contribute to a high quality
of life. Sustainable cities are safe, inclusive, well planned, built and managed
and offer equality of opportunities and good urban services for all.

All the above characteristics can be grouped into eight elements;

the combination of which performs like a complete eco-system for sustainable
cities (Figure 2.1). The sustainable city elements address the three tenets of
sustainable development, namely economic, social, and environmental.

Governance

Community Transport
Well-Being and Mobility

Elements of
Equality and Sustainable Built
Environment
Cities
Diversity

Natural
Economy Environment

Services

Figure 2.1: Elements of Sustainable Cities

Low Carbon Cities Framework | 19

 2.1
Introduction to Sustainable
Development Framework

As low carbon cities essentially are a sub-set of sustainable cities, the

development of the LCCF has been formulated to provide a framework
and tool for further implementation of the whole spectrum of strategic and
policy development on sustainability within the Malaysian context; with specific
focus on tracking carbon emissions at city levels. In the long term, the LCCF
and its assessment system (i.e. the Low Carbon Cities Assessment System
or known as LCCFTrack) will help to further update the status of improvement
made on carbon emission components of sustainable cities.

Figure 2.2 illustrates the relationship of the carbon emission performance-

based assessment tool provided by the LCCF within the whole framework for
sustainable development in Malaysia.

LOW CARBON CITY

National Policy

SUSTAINABLE DEVELOPMENT FRAMEWORK

Community Equality & Transport & Natural & Built

Services Economy Governance
Well-Being Diversity Mobility Environment

Liveability Index GHG Index Assessment Tool (LCCF)

National Assessment Tools

Green
Neighbourhood Mission (45% GHG Reduction) by 2030
Guideline

Target
GAP / STATUS
Baseline

Urban Urban Urban

Environment Transportation Infrastructure Building

Performance Based Standard Roadmap

Rating Tools
Green Rating Tools

Figure 2.2: Sustainable Development Framework for Low Carbon Cities

20 | Low Carbon Cities Framework

2.1
Introduction to Sustainable
Development Framework

In 2012, the Federal Department of Town and Country Planning (JPBD)

prepared a Green Neighbourhood Planning Guideline as a planning
manual for design and development of a green neighbourhood. This Green
Neighbourhood Planning Guideline (GNG) aims to provide the basis for
state governments to formulate policies and the mechanism to encourage
more green neighbourhoods for local authorities to provide the framework
in appraising development applications for planning permissions as well for
developers in designing their development proposals. The LCCF and GNG are
complementary each other towards holistic sustainable development in the
country.

COMPONENT

Ecology and Environment

Greenery Environment

Neighourhood Design
and Transportation

Green Building

Green Community

Water, Energy
and Solid Waste

Innovation

(Source: Green Neighbourhood Planning Guideline,

Federal Department Town and Country Planning)

Figure 2.3: Design Criteria in Green Neighbourhood Planning Guideline

Low Carbon Cities Framework | 21

 2.2
Background of Low Carbon
Cities Framework (LCCF)

The Malaysian Government is aware on the potential impact of global warming

on the nation. Malaysian Government is committed to combat this
global phenomenon.The nation’s commitment was announced to the global
community on 17th December 2009 in Copenhagen, Denmark.

In order to reduce carbon footprint in Malaysia, the Prime Minister, Dato’

Sri Haji Mohd Najib Bin Tun Haji Abdul Razak pledged commitment at the 15th
United Nations Framework Convention on Climate Change (COP15) 2009
in Copenhagen, Denmark. Malaysia has agreed to reduce its CO2 emission
intensity to the GDP by 40% per GDP per capita by 2020, as compared
to 2005 levels - conditional upon transfer of technology and finance from
developed nations.

2009 2015
CO2

2005 PARIS2015
2030
UN CLIMATE CHANGE CONFERENCE

COP21• CMP11
40% 45%
Carbon Reduction Carbon Reduction

Reduce Carbon Dioxide Emissions as compared to 2005

Figure 2.4: Malaysia’s Commitment Towards Sustainability

22 | Low Carbon Cities Framework

2.2
Background of Low Carbon
Cities Framework (LCCF)

As a country that has made steady strides

towards mitigating climate change and reducing CO2
emissions for over a decade, the Prime Minister
pledge enhanced target to reduce the country’s
in-house gas emissions by 45% in terms of
emissions intensity of GDP a year 2030 based
on 2005 levels in the 21st Conference of Parties
(COP21). This pledge is truly commendable.

Prior to COP15, on 24th July 2009, the

Malaysian Government unveiled the National Green
Technology Policy. This was a turning point in the
history of initiatives on sustainable development in
Malaysia where a policy focusing on technology,
solution, and road map to minimising impacts of
development on the environment is formulated.

Whilst green cities or townships have varied definitions and characteristics,

more often than not, they have resulted in a definition equivalent to a
‘sustainable city’. It makes more sense that a green city would offer long-
term sustainability in a holistic manner. Thus the general definition of a
green city can be considered to be the same as sustainable city where the
characteristics are made up of the three tenets of sustainable development,
namely environment, economy, and the social perspective.

Realising the importance of measuring performance of cities and townships,

especially their contribution to carbon emission levels of the country and the
commitment that Malaysia has made in reducing carbon emission level, the
Ministry of Energy, Green Technology and Water (KeTTHA) has embarked
on developing a framework for a low carbon city township that guides the
implementation of carbon reduction measures in a city/township. This
framework, substantiated by an assessment system, allows for performance
of such measures to be quantified and monitored. This Low Carbon Cities
Framework (LCCF) is part of the Ministry’s several initiatives for 2010-2011
which aim to set in motion further initiatives and actions at various levels
towards reduction in the overall carbon footprint of the country.

Due to changing circumstances with new emerging sustainable issues and

the government’s future policies and strategies, LCCF has been reviewed and
improved to meet the new requirements (LCCF Version 2).

Low Carbon Cities Framework | 23

 2.2
Background of Low Carbon
Cities Framework (LCCF)

The LCCF bridges the gap between existing policies of the government with
the many green city rating tools currently available in the market (Figure 2.4).
With the government’s commitment to carbon footprint reduction, the LCCF
helps stakeholders in cities and townships to define their priorities and develop
action plans to reduce their carbon emissions as it focuses specifically on
strategies and measures towards carbon reduction.

Implementers
National National :
Policies Relevant ministries such as KeTTHA ,
and Ministry of Works,
Commitments Ministry of Natural Resources and Environment
for CO2 Ministry of Urban Wellbeing, Housing and
reduction of 45% Local Government

Low Carbon Strategies Key Targets Cities and Townships :

Cities Framework By Sectors GreenTech Malaysia /
Performance Indicators Town and Country Planning Department /
National Assessment Tools Local Authorities / Other key stakeholders

Rating Tools by Related Industries

Green Building Index Buildings :
BREEAM (UK) Building owners / Developers
LEED (US & Canada)
GREENMARK (Singapore)
GREENSTAR (Australia)

Figure 2.5: LCCF in Relation to National Policies and Rating Tools

24 | Low Carbon Cities Framework

2.2
Background of Low Carbon
Cities Framework (LCCF)

Whilst most criteria-based rating tools are developed specifically to aid

design of new green cities, the LCCF takes into account the birth and ageing
of a city or township and the urban development, which is a cyclical process
where elements of carbon emission in city activities can result at any stage
of a city’s lifecycle. The United Nations Environment Programme (UNEP)
Sustainable Buildings and Climate Initiative reported that 80% of CO2
emissions occur during the occupancy stage; hence the importance of
quantifying city performance at post design and construction stages.

PRE
DEVE
LOPM
ENT
ON /
TI NT
RA ME

AN
NE OP

DE ONS
DC
GE EL

VE
RE EV

LO TRUC
D
RE

PM TI
EN ON

LIFECYCLE
T

OF A CITY

OCCUPANCIES, MAINTENANCE
AND MANAGEMENT

Figure 2.6: Life Cycle of a City

Low Carbon Cities Framework | 25

 2.3
Performance-Based System

LCCF is a performance-based system which captures the actual

environmental impact of a development in terms of total carbon emissions.
This measure is carried out through:

(i) The construction stage;

(ii) The embodied carbon contained in the building’s constructed form; and
(iii) The operational carbon emissions during the life span of the building.

It gives priority to performance criteria which have significant impacts

on the environment and ensure that this priority is undertaken to reflect the
targeted goal.

This performance-based assessment system prioritises performance-based

benchmarks to ensure total environmental impacts in terms of carbon emissions
are measured and reduced.

Whereas, ‘Criteria-based’ systems encourage ‘point chasing’ rather

than activities that result in measured environmental impact that can be
achieved by ‘performance-based’ criteria, where a year on year abatement
can be tangibly achieved. Also, ‘criteria-based’ systems may have a
periodic review (of 3 years, in some cases) but environmental impacts in between
review periods go unchecked.

A ‘GHG reduction’ approach is used in this document. The carbon equivalents

of each activity producing GHGs are focused on 4 identified elements: Urban
Environment, Urban Transportation, Urban Infrastructure, and Building.

These 4 elements are further categorised into 15 performance criteria and 41

sub-criteria, each of which provides specific intents towards carbon reduction
targets. Chapter 3 of this document elaborates in further detail the elements
and performance criteria.

26 | Low Carbon Cities Framework

PARAMETERS FOR
LOW CARBON CITIES

Low Carbon Cities Framework | 27

28 | Low Carbon Cities Framework
3.1
Performance Criteria For
Low Carbon Cities

The performance criteria for low carbon cities are measurable 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. In relation to this,
the identification of key elements that contribute to city carbon emission is
fundamental. This is because a city needs to recognise and determine the
areas of concern and territory boundaries in order to measure the performance
of its efforts to lower carbon emission.

The key elements identified, which are urban environment, urban

transportation, urban infrastructure and buildings, and the further 15
performance criteria and 41 sub-criteria help the stakeholders to comprehend
the cities’ carbon footprint and at the same time assist them in taking the
applicable reduction measures in achieving the national climate aspirations.

As different cities face diverse concerns and challenges, each city must
prioritise based to its own essentials and capabilities. Figure 3.1 shows
a summary of the performance criteria and sub-criteria. The 4 main
elements are further segregated into 15 performance criteria and 41
sub-criteria

4 Elements
15 Performance
Criteria 41 Sub-Criteria

Urban Environment
(UE) 3 Performance
Criteria 14 Sub-Criteria

Urban Transportation
(UT) 6 Performance
Criteria 11 Sub-Criteria

Urban Infrastructure
(UI) 4 Performance
Criteria 10 Sub-Criteria

Building (B)
2 Performance
Criteria 6 Sub-Criteria

Figure 3.1 Breakdown of Performance Criteria and Sub-criteria

Low Carbon Cities Framework | 29

 3.1
Performance Criteria For
Low Carbon Cities

No Performance Criteria & Sub Criteria Page No.

Performance Criteria 1: Site Selection
UE 1-1 Development Within Defined Urban Footprint 33
UE 1-2 Infill Development 34
UE 1-3 Development within Transit Nodes and Corridors 35
UE 1-4 Brownfield and Greyfield Redevelopment 36
UE 1-5 Hill Slope Development 37
Performance Criteria 2: Urban Form
UE 2-1 Mixed-Use Development 38
UE 2-2 Compact Development 39
UE 2-3 Road and Parking 40
UE 2-4 Comprehensive Pedestrian Network 41
UE 2-5 Comprehensive Cycling Network 42
UE 2-6 Urban Heat Island (UHI) Effect 43
Performance Criteria 3: Urban Greenery and Environmental Quality
UE 3-1 Preserve Natural Ecology, Water Body and 45
Biodiversity
UE 3-2 Green Open Space 46
UE 3-3 Number of Trees 47

Table 3.1: Performance Criteria and Sub-criteria for Urban Environment

30 | Low Carbon Cities Framework

3.1
Performance Criteria For
Low Carbon Cities

No Performance Criteria & Sub Criteria Page No.

Performance Criteria 4: Reduction Use of Private Motorised Transport on
Urban Road Network
UT 1-1 Classified Traffic Volume Urban Road Network 48
UT 1-2 Vehicle-km of Travel by Modes 50
Performance Criteria 5: Increase in Public Transport
UT 2-1 Public Transport Ridership 52
UT 2-2 Public Transport System Improvement and Coverage 54
Performance Criteria 6: Mode Shift from Private to Public Transport and
Non-Motorised Transport
UT 3-1 Modal Share of Private, Public, and Non-Motorised 56
Transport
Performance Criteria 7: Use of Low Carbon Transport
UT 4-1 Use of More Fuel Efficient Vehicles for Passenger Vehi- 58
cles and Green Freight Transport
UT 4-2 Number of Charging Stations 60
Performance Criteria 8: Improvement to Level of Service of Road Links
and Junctions
5-1 Performance of Road Links and Junctions 61
5-2 Average Link Speeds and Journey Speeds 63
Performance Criteria 9: Utilisation of Transit-Oriented-Development
(TOD) Approach
UT 6-1 New Development and Redevelopment Schemes 65
Incorporating TOD Concept
UT 6-2 Walking and Cycling Facilities to Support Access and 67
Mobility to/from Public Transit Nodes

Table 3.2: Performance Criteria and Sub-criteria for Urban Transportation

Low Carbon Cities Framework | 31

 3.1
Performance Criteria For
Low Carbon Cities

No Performance Criteria & Sub Criteria Page No.

Performance Criteria 10: Infrastructure Provision
UI 1-1 Land Take for Infrastructure and Utility Services 69
UI 1-2 Earthwork Management 70
UI 1-3 Urban Storm Water Management and Flood Mitigation 71
Performance Criteria 11: Waste
UI 2-1 Construction Waste Management 72
UI 2-2 Industrial Waste Management 73
UI 2-3 Municipal Solid Waste (MSW) Management 75
Performance Criteria 12: Energy
UI 3-1 Energy Optimisation 76
UI 3-2 Renewable Energy 77
UI 3-3 Site-Wide District Cooling System 78
Performance Criteria 13: Water Management
UI 4-1 Efficient Water Management 79

Table 3.3: Performance Criteria and Sub-criteria for Urban Infrastructure

No Performance Criteria & Sub Criteria Page No.

Performance Criteria 14: Sustainable Energy Management System
B 1-1 Energy Management System 81
B 1-2 Facility Management 82
Performance Criteria 15: Low Carbon Buildings
B 2-1 Passive & Active Design 83
B 2-2 Operational Energy Consumption 85
B 2-3 Operational Water Consumption 87
B 2-4 Preserve Existing Building Stock by Retrofitting 88

Table 3.4: Performance Criteria and Sub-criteria for Building

32 | Low Carbon Cities Framework

3.2
Urban Environment

Performance Criteria 1
SITE SELECTION

UE 1-1 Development within Defined Urban Footprint

Intent
To prioritise development within the defined urban footprint by designating the area
inside the boundary for urban development.
Description
Urban footprint refers to established urban areas which are generally being served
by urban services in particular infrastructures and util ties. They include residential
(including urban villages), commercial, industrial, open space, community facilities,
transport, infrastructures, land already committed/approved for development and
vacant land.

Urban footprint forms a set of geographical boundary for a city or township set in an
attempt to manage urban growth and control urban sprawl. Prioitising
development within the urban footprint compared to selecting a development site
outside the urban footprint will reduce travel to the city centre where daily commuting
is required. The further the travel, the higher it contributes to CO2 emission.
Developing within the urban footprint will also limit the clea ing of a forest reserve and large
plantation areas, as this will reduce the release of CO2 into the atmosphere.

Development is discouraged outside the defined u ban footprint boundary and it can be
a direction for the authority to make decisions for zoning and land use planning.
Carbon Emission Reference
1. 1 km travel by car (petrol) emits 0.26 kg of CO2. (Source: LCCF Calculator)
2. 1 hectare of tropical forest captures 4.3 tCO2/year to 6.5 tCO2. (Source: LCCF Calculator)
3. 1 acre of developed greenfield area emits 10,000 kg of CO2 emission.
(Source: redevelopmenteconomics.com)

Recommendations for Carbon Emission Reduction

Local authorities and other related agencies should take the following actions:-
1. Land use planning policy in development plans to:-
• Define urban footprint
• Encourage infill developments
• Minimise agricultural land conversion

Low Carbon Cities Framework | 33

 3.2
Urban Environment

Performance Criteria 1
SITE SELECTION

UE 1-2 Infill Development

Intent
To encourage development within and near existing communities and public transit
infrastructure.
Description
According to the National Urbanisation Policy, infill development is defined as
development or redevelopment being implemented on vacant land or a developed site
located in an already developed area as well as areas currently being developed.

Selecting infill sites for development will directly reduce CO2 emission from earthwork
activities and infrastructure development. Infill developments are normally located within
matured developments and this will reduce the need for major earthwork. I fill develop-
ment has a significant economic benefit in reduction or elimination of new infrastructure,
including new roads, utility services and other amenities. The redevelopment of urban
areas helps restore, invigorate and sustain established urban living patterns, creating a
more stable and interactive community.

Currently, many development plans in Malaysia have identified infill development as one
of the key development strategies to overcome urban sprawl. This strategy has been
gazetted as a development policy under development plans such as the National
Physical Plan, 2025 Comprehensive Development Plan in Iskandar Malaysia, Pahang
Structure Plan, 2006 Selangor Structure Plan, Penang Structure Plan and Johor Bahru
Local Plan.
Carbon Emission Reference
1. 1 km travel by car (petrol) emits 0.26 kg of CO2. (Source: LCCF Calculator).
2. 1 acre of development in infill and brownfield area emits 7,000 kg of CO2 emission
(savings of 3,000 kg of CO2 compared to greenfield development). (Source: Congressional
Research Service, 2009)

Recommendations for Carbon Emission Reduction

Local authorities and other related agencies should take the following actions:-
1. Incorporate sustainable infill land use in planning and policy initiatives.
2. Locate the project on a site served by public transit infrastructure, existing water and
wastewater infrastructure;
3. Identify infill sites and zoning plans.
4. Provide incentives for infill projects.

34 | Low Carbon Cities Framework

3.2
Urban Environment

Performance Criteria 1
SITE SELECTION

UE 1-3 Development within Transit Nodes and Corridors

Intent
To reduce energy consumption and mobility of private vehicles by prioritising develop-
ment within existing public transport corridor.
Description
Transit nodes and corridors generally refer to public transport servies such as rail
transit station and bus rapid transit (BRT) station. They are located in a radius of 400
m to 800 m from public transit stops. These locations are designed to encourage
public transport use, transit ridership, mixed-use development and pedestrian networks
which will reduce the amount of parking spaces and private vehicle use. Development
should be encouraged within transit nodes and corridors as this concept relies on the
integration between land use and transport system. Thus, it will reduce the CO2 emissions
contributed by private vehicle use.

Development within transit nodes and corridors will revitalise neighbourhoods, increase
social interaction, pedestrian and transit-oriented development (TOD). TOD is designed
to maximise access to public transport and emphasise the smart growth development
strategy which has currently been promoted in many development plans in Malaysia.

Carbon Emission Reference

1 km travel by car (petrol) emits 0.26 kg of CO2. (Source: LCCF Calculator)

Recommendations for Carbon Emission Reduction

Local authorities and other related agencies should take the following actions:-
1. Prioritise development within transit nodes and corridors in development plans.
2. Intensify development within transit nodes and corridors.
3. Locate a project within 400 m walking distance of bus rapid transit and/or streetcar
stops, light or heavy rail stations, and/or other public transport, e.g. ferry terminals.
4. Provide locational incentives for development within transit nodes and corridors
(e.g. parking charge reduction).

Low Carbon Cities Framework | 35

 3.2
Urban Environment

Performance Criteria 1
SITE SELECTION

UE 1-4 Brownfield and Greyfield Redevelopment

Intent
To prioritise and encourage redevelopment of land in brownfield and greyfield areas.
Description
Brownfields are industrial and commercial properties suspected to be environmentally
contaminated.
(Source: Camden County Improvement Authority)

Greyfields are properties in urban and older suburban communities that have been
under-utilised or abandoned such as a closed shopping strip mall. These properties do
not have environmental issues preventing reuse and expansion.
(Source: Camden County Improvement Authority)

Brownfield and greyfield sites are mostly located within urban footprints. Therefore,
prioritising redevelopment at these sites will reduce vehicle trips and discourage urban
expansion, which lead to reduction in CO2 emissions.

The idea of brownfield and greyfield was actually to optimise use of space within the
cities. Since the issue of land availability has become a prime concern, brownfield and
greyfield redevelopment helps to resolve the scarcity of land whilst improving the social
and economic issues of the place.

Brownfield and greyfield redevelopment reduces pressure on undeveloped land.

Using existing infrastructure and on-site materials as resources can help reduce project
costs for new materials. The rehabilitation of a site with environmental contamination
is an opportunity to improve the environmental quality and resources available to local
communities.
Carbon Emission Reference
1. 1 km travel by car (petrol) emits 0.26 kg of CO2. (Source: LCCF Calculator)
2. 1 acre of development in infill and brownfield area emits 7,000 kg of CO2 emission
(savings of 3,000 kg of CO2 compared to greenfield development). (Source: Congressional
Research Service, 2009)

Recommendations for Carbon Emission Reduction

Local authorities and other related agencies should take the following actions:-
1. Incorporate sustainable brownfield or greyfield in planning and policy initiatives.
2. Locate a project on a site served by existing water and wastewater infrastructure.
3. Provide incentives for brownfield and greyfield developments.

36 | Low Carbon Cities Framework

3.2
Urban Environment

Performance Criteria 1
SITE SELECTION

UE 1-5 Hill Slope Development

Intent
To protect hill slopes to minimise erosion and reduce environmental impacts from hill
slope development.
Description
Besides floods, Malaysia also faces soil erosion issues. High rainfall, steep slopes and
soil structure are factors that contribute to soil erosion. Hence, it is important to maintain
the greenery and vegetation as soil cover to control erosion as well as to maintain the
natural landscape.

Hill slopes have minimal impact with respect to GHG emission reduction. However,
long-term planning is needed to increase the resilience of resources, natural system and
infrastructure against climate change. Protecting hill slopes also directly protects the
natural environment and preserves greenfield.

Hill slope developments need to be managed in a sustainable manner and be strictly

controlled to protect the environment and safety of city dwellers.
Carbon Emission Reference
1. 1 tropical tree forest absorbs 5.5 kg of CO2/year. (Source: LCCF Calculator)
2. 1 hectare of tropical forest captures 4.3 tCO2/year to 6.5 tCO2/year. (Source: LCCF
Calculator)
3. 1 tree absorbs approximately 1,000 kg of CO2. (Source: www.conservationfund.org/gozero)
4. 1 hectare of trees stores 2,600 kg of carbon/year (tree cover for urban areas is about
204 trees/acre, for forests it is about 480 trees/acre). (Source: coloradotrees.org)
Recommendations for Carbon Emission Reduction
Local authorities and other related agencies should take the following actions:-
1. Establish slope protection plan.
2. Identify locations of high and moderate risk erosion.
3. Protect existing slopes over 15% for undeveloped sites as required by local
authorities.
4. Restore slope areas with native plants or non-invasive adapted plants.
5. No construction on sites under Class IV category.
(Source: FDTCP 2010)

Low Carbon Cities Framework | 37

 3.2
Urban Environment

Performance Criteria 2
URBAN FORM

UE 2-1 Mixed-Use Development

Intent
To encourage mixed-use development by promoting transport efficiency and walkability.

Description
Mixed-use development is a building or complex that includes a mixture of land uses.
Typically, the term is used when residential uses are combined with office, commercial,
entertainment, childcare or civic uses such as schools, libraries or government services.
(Source: Useful Community Development)

A mixed-use development discourages single land use zoning and development and
encourages higher density development. Integration between mixed use of sites and the
building uses will helps promote sustainability of the place. It will encourage people to
walk to their daily activities. This reduces the need to travel by private vehicle or public
transport as their daily needs can be easily accessed within the development.
Carbon Emission Reference
1. 1 km travel by car (petrol) emits 0.26 kg of CO2. (Source: LCCF Calculator)
Recommendations for Carbon Emission Reduction
Local authorities and other related agencies should take the following actions:-
1. Encourage intensity of land uses via mixed-use zone in development plans.
• Increase housing options for diverse household types.
• Encourage mixed-income communities.
2. Integrate isolated land use.

38 | Low Carbon Cities Framework

3.2
Urban Environment

Performance Criteria 2
URBAN FORM

UE 2-2 Compact Development

Intent
To encourage high-density developments with mixed activities by promoting transport
efficiency and walkability.
Description
Compact development related to high residential density with mixed land uses as well
as development intensity. Development intensity refers to density control for residential
development and plot ratio control for developments such as commercial, mixed-use
and industrial developments.

Encouraging higher intensity development within centres will promote mixed-use

development and an efficient public transport system. The site layout or development,
which considers compact development concept, will provide more space for green
areas. Compact developments have a shorter distance between parts of the city. This
reduces the need to travel, which directly reduces the emission of CO2.
Carbon Emission Reference
1. 1 km travel by car (petrol) emits 0.26 kg of CO2. (Source: LCCF Calculator)
2. For earthwork activities:
• 1 km trip generates 0.85 kg of CO2 via air pollution.
• 1 km trip generates 10.03 kg of CO2 via diesel use.
(Source: Guidelines to Defra, 2009)

Recommendations for Carbon Emission Reduction

Local authorities and other related agencies should take the following actions:-
1. Plot ratio control by limiting the floor area requirements for development types
such as:-
• Commercial;
• Industrial; and
• Mixed-use.

Low Carbon Cities Framework | 39

 3.2
Urban Environment

Performance Criteria 2
URBAN FORM

UE 2-3 Road and Parking

Intent
To reduce environment effects through road and parking surfaces.

Description
Roadways and parking are the main requirements in a city; as facilities for the people and
also for ease of movement. A road network connects people from one place to another
while parking enables people to leave their vehicles. However, both of these elements
contribute to emissions through the heat generated from the surfaces.

It is recommended that less than 20% of the total development area be provided with
road and parking surfaces. Clearance of site for the purpose of development will release
CO2 into the atmosphere. In addition to that, CO2 will be released from the embodied
energy of materials used for road and parking surfaces.
Carbon Emission Reference
1. 1 hectare with 0.1 m thickness of asphalt emits 70,150 kg of CO2/year.
2. 1 hectare with 0.1 m thickness of concrete pavement emits 15,800 kg of CO2/year.
(Source: LCCF Calculator)

Recommendations for Carbon Emission Reduction

Local authorities and other related agencies should take the following actions:-
1. Review road designs and parking requirements (e.g.: not more than 20% of the total
development footprint area with no individual surface parking lot larger than 2 acres).
2. Reduce the demand for new roads and parking lots.
3. For new non-residential buildings and multi-unit residential buildings, either:-
• Do not build new off-street parking lots; or
• Locate all new off-street surface parking lots at the side or rear of buildings, leaving
building frontages facing streets free of surface parking lots.

40 | Low Carbon Cities Framework

3.2
Urban Environment

Performance Criteria 2
URBAN FORM

UE 2-4 Comprehensive Pedestrian Network

Intent
To reduce car dependency by establishing a comprehensive pedestrian network within
the development area.
Description
Walking is well known as a non-motorised mode of transport. It emits zero CO2 emission,
thus gives no harm to the environment. In urban areas, the most efficient alternative for
short distance movement or trip is via walking and cycling.

It is important to integrate pedestrian walkways with other activity nodes and public
transport. Activity nodes such as schools, colleges and universities, offices, commercial
areas and parks should be planned within walking distance (i.e. 400 m radius), and
designed with the aim of facilitating walking.
Carbon Emission Reference
1. Walking and cycling emit zero CO2 emission. (Source: www.smartertavelsutton.org)
2. CO2 released into the atmosphere for clearing of sites to prepare for the pedestrian
network.
3. CO2 released from embodied energy of materials used for the construction of the
pedestrian network.

Recommendations for Carbon Emission Reduction

Local authorities and other related agencies should take the following actions:-
1. Identify and demarcate areas where no private vehicular access is allowed.
2. Provide dedicated and continuous pedestrian walkways in current and future
developments.
3. Provide sufficient pathways for pedestrians with covered/shaded walkways.
4. Ensure safe and comfortable pedestrian walkways in all developments.
5. Incorporate the universal urban design along public sidewalks and internal
pedestrian walkways, particularly those that lead to and from transit stops or stations.

Low Carbon Cities Framework | 41

 3.2
Urban Environment

Performance Criteria 2
URBAN FORM

UE 2-5 Comprehensive Cycling Network

Intent
To reduce car dependency by establishing a comprehensive cycling network within
development area.
Description
Apart from using public transport modes such as bus and train, there is a necessity to
develop cycling as another choice in supporting sustainable transport. It is well known
that one of the main factors that contribute to climate change and greenhouse gas
emissions is the dependency on private vehicles. Thus, cycling can help tackle this
issue.
There is a need to make a change in people’s behaviour by encouraging cycling to get to
places in a short distance away. Instead of using cars or motorcycles, people should use
bicycles which emit zero CO2. A comprehensive cycling network should be established
within a development or city. The routes should be easily accessible and well connected.
Carbon Emission Reference
1. Walking and cycling emit zero CO2. (Source: www.smartertavelsutton.org)
2. CO2 released into the atmosphere for clearing of sites to prepare for the cycling
network.
3. CO2 released from embodied energy of materials used for the construction of cycling
network.
Recommendations for Carbon Emission Reduction
Local authorities and other related agencies should take the following actions:-
1. Identify and demarcate areas where no private vehicular access is allowed.
2. Provide dedicated and continuous lane for cycling in current and future
developments.
3. Provide sufficient pathways for cycling with covered/shaded walkways.
4. Design and/or locate the cycling network to meet at least one of the three
requirements below:-
a) An existing cycling network of at least 5 continuous miles in length within a
300 m cycling distance of the project boundary.
b) If the project is 100% residential, an existing cycling network begins within 300 m
cycling distance of the project boundary and connects to a school or employment
centre within a 3-km cycling distance; and
c) An existing cycling network within a 1/4-mile cycling distance of the project
boundary connects to several diverse uses within 3 miles of cycling distance from
the project boundary.
5. Provide bicycle repair services within the network and bicycle parking and storage
capacity to encourage cycling.

42 | Low Carbon Cities Framework

3.2
Urban Environment

Performance Criteria 2
URBAN FORM

UE 2-6 Urban Heat Island (UHI) Effect

Intent
To reduce urban heat island effect in the cities or townships.
Description
UHI refers to a phenomenon where the cities and townships are significantly
warmer than their surrounding areas. The temperature is slightly different between cities
and their surroundings, due to major causes which are the lack of vegetation and the
presence of dark surfaces (building materials). As urban heat islands lead to increased
temperatures within cities and townships, they worsen the air quality.

The effects from the UHI can be seen through energy use, environmental pollution
and general health of the city dwellers. Cities that experience the UHI phenomenon
tend to increase their energy consumption through use of air conditioning. When the
temperature becomes warmer due to the heat absorbed by the building surfaces and
materials, the occupants of a building will increase use of air conditioners.

The UHI can be reduced by providing more shade trees at streets and vegetation on
roof tops as well as external façades of buildings. As a general rule, 10% increase in
vegetation cover reduces the temperature about three degrees, hence providing a
cooling effect to the surrounding environment.
Carbon Emission Reference
1. A tropical forest absorbs 5.5 kg of CO2/year. (Source: LCCF Calculator)
2. A hectare of tropical forest captures 4.3 tCO2/year to 6.5 tCO2/year. (Source: LCCF
Calculator)
3. 1 tree absorbs approximately 1,000 kg of CO2. (Source: www.conservationfund.org/gozero)
4. 1 acre of trees stores 2,600 kg of carbon/year (where tree cover for urban area is
about 204 trees/acre, for forest it is about 480 trees/acre). (Source: coloradotrees.org)

Low Carbon Cities Framework | 43

 3.2
Urban Environment

Recommendations for Carbon Emission Reduction

Local authorities and other related agencies should take the following actions:-
1. Incorporate urban form guidelines to achieve natural climate conditions in
development plans.
2. Encourage mixture of high-rise and low-rise buildings and innovative building
orientation for sunlight and wind.
3. Encourage innovative building designs incorporating features such as roof gardens
and vertical gardens.
4. Increase percentage of tree coverage from the total land areas.
5. Provide more parks and gardens in development plans.
6. Plant more trees near office blocks, along streets and within residential areas.
7. Use grid block at parking area to reduce the heat island effect and surface runoff.
8. Use water-retentive pavement or other pavement materials that help to reduce heat.
9. Use grid block at parking areas to reduce the heat island effect and surface runoff.
10. Use solar reflective coatings or light colour for building surfaces to reflect heat.
11. Use paving materials of solar reflective index (SRI) 29 or higher; and
12. Provide open grid areas (parking, roads and sidewalks) with paving material of
SRI 29.

44 | Low Carbon Cities Framework

3.2
Urban Environment

Performance Criteria 3
URBAN GREENERY AND ENVIRONMENT QUALITY

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.
Description
Biodiversity is defined as the variability among living organisms from all sources
including, inter alia, terrestrial, marine and other aquatic ecosystems and the ecological
complexes of which they are part of including diversity within species, between species
and of ecosystems.
(Source: National Physical Plan-2)

Meanwhile, natural ecology also includes wetlands which provide many benefits to
society. They are among the most productive and biodiverse ecosystems in the world
— comparable to rain forests and coral reefs. They help improve water quality, including
that of drinking water, by intercepting surface runoff and removing or retaining inorganic
nutrients, processing organic wastes and reducing suspended sediments before they
reach open water.

Natural ecology and water body provide natural restoration of CO2. Hence,
disturbing the ecology and water bodies for development purposes will release CO2
into the atmosphere. Meanwhile, a large body of water such as a lake or wetland can
absorb CO2 already present in the air and function as a carbon sink.

Carbon Emission Reference

1. A tropical forest absorbs 5.5 kg of CO2/year. (Source: LCCF Calculator)
2. 1 hectare of tropical forest absorbs 4.3 tCO2/year to 6.5 tCO2/year. (Source: LCCF
Calculator)
3. 1 hectare of tropical wetlands absorbs 1.48 tCO2/year. (Source: LCCF Calculator)
4. 1 tree absorbs approximately 1,000 kg of CO2. (Source: www.conservationfund.org/gozero)
5. 1 acre of trees stores 2,600 kg of carbon/year (where tree cover for urban area is
about 204 trees/acre, for forest it is about 480 trees/acre). (Source: coloradotrees.org)
Recommendations for Carbon Emission Reduction
Local authorities and other related agencies should take the following actions:
1. Incorporate green and blue corridors in development plans.
2. Identify possible sites for environmental sensitive protection.
3. Preserve forests, wetlands and water bodies.
4. Enhance urban biodiversity through the enhancement of existing habitats and
creation of new habitats.

Low Carbon Cities Framework | 45

 3.2
Urban Environment

Performance Criteria 3
URBAN GREENERY AND ENVIRONMENT QUALITY

UE 3-2 Green Open Space

Intent
To increase percentage of green open space within cities or townships.
Description
Open space is specifically for public use or benefit. In general, it refers to land or space
allocated as an area for relaxation/ picnic and recreation. It includes gardens, children’s
playground, playfield, sports ground, floral garden as well as landscaped and planned
area.
(Source: National Urbanisation Policy)

Green open space is important as it helps to reduce the GHG and beautify the landscape
of a city and is simultaneously vital for the people. This shows that green open space is
important not only to help reduce the GHG, but also as a recreational area for the city
dwellers to relax and play. Plants can absorb CO2 during photosynthesis which leads to
carbon sequestration.
Carbon Emission Reference
1. A tropical forest absorbs 5.5 kg of CO2/year. (Source: LCCF Calculator)
2. A hectare of tropical forest absorbs 4.3 tCO2/year to 6.5 tCO2/year. (Source: LCCF
Calculator)
3. 1 tree absorbs approximately 1,000 kg of CO2. (Source: www.conservationfund.org/gozero)
4. 1 acre of trees stores 2,600 kg of carbon/year (where tree cover for urban area is
about 204 trees/acre, for forest it is about 480 trees/acre). (Source: coloradotrees.org)
Recommendations for Carbon Emission Reduction
Local authorities and other related agencies should take the following actions:-
1. Gazette green open space.
2. Preserve more forest and green spaces.
3. Increase percentage of tree coverage from the total land area.
4. Incorporate requirements for specific green areas near office blocks, along streets
and within residential areas through tree planting.
5. Plant fast growing, decorative and low-maintenance types of vegetation.

46 | Low Carbon Cities Framework

3.2
Urban Environment

Performance Criteria 3
URBAN GREENERY AND ENVIRONMENT QUALITY

UE 3-3 Number of Trees

Intent
To increase percentage of tree coverage within cities or townships.
Description
Trees are the most beneficial element that helps the environment. As trees mature, they
will save greater amounts of carbon. For instance, a ten-year-old tree will sequester more
carbon than a five-year-old tree, but not as much carbon as a twenty-year-old tree. In
short, increase in the number of trees results in an increase in carbon sequestration.
(Source: www.upsonemc-carbonoffset.com/CO2treestore)

With this, the CO2 emission in a city can be reduced through a natural process. Trees
can absorb CO2 during photosynthesis, which helps in cooling the environment,
removing air pollutants, lowering GHG emissions and simultaneously reducing the urban
heat island effect. In summary, trees are the most useful and effective tool if they are
planted in strategic locations within the city.

Meanwhile, the increase in percentage of tree and vegetation coverage also indirectly
improves the air quality.
Carbon Emission Reference
1. The upper (green) vegetation of a tropical forest absorbs 5.5 kg of CO2/year.
(Source: LCCF Calculator)
2. A tree absorbs approximately 1,000 kg of CO2. (Source: www.conservationfund.org/gozero)
3. 1 acre of trees stores 2,600 kg of carbon/year (where tree cover for urban area is
about 204 trees/acre, for forest it is about 480 trees/acre). (Source: coloradotrees.org)
Recommendations for Carbon Emission Reduction
Local authorities and other related agencies should take the following actions:-
1. Incorporate a tree planting programme and campaign.
2. Increase percentage of tree coverage of the total land area.
3. Increase the number of trees near office blocks, along streets and within residential
areas.
4. Encourage planting of fast growing, decorative and low-maintenance types of
vegetation.
5. Organise a landscaping competition among schools to promote the “go green”
culture among the younger generation (students).

Low Carbon Cities Framework | 47

 3.3
Urban Transportation

Performance Criteria 4
REDUCTION IN USE OF MOTORISED TRANSPORT ON URBAN ROAD
NETWORK
UT 1-1 Classified Traffic Volume on Urban network
Intent
To reduce the number of private vehicle traffic volume on the urban road network, thus
contributing to overall lower motorised traffic and lower overall carbon footprint.
Description
The use of private vehicles on urban roads is very common in this country
especially when the road infrastructure is well developed and the ownership and use
of the private car is not difficult. The local car industry and the continuous support
from the loan agencies allow the public to easily own and use private cars for their
daily travel. The ownership of private vehicles itself is not really causing any negative
impacts to the urban road environment, however, the use of these private vehicles for
work trips and other urban travel would be an issue in terms of fuel consumption and carbon
emission (assuming the vast majority are still using the conventional internal combustion
engine).

The use of private vehicles can further aggravate the situation when most of the
private vehicles are single occupancy vehicles (SOV) which refers to a private
operated vehicle where the only occupant is the driver. Such vehicles would
most probably be used for personal travel, daily commuting, and running daily
errands. The increasing use of private vehicles especially in urban areas contributes
greatly to carbon emission into the atmosphere, thus leading to global environmental
problems such as global warming. Consequently, there is a need to lessen the
number of private vehicles on the urban road network in order to reduce the carbon
emitted into the atmosphere from transport. This can be achieved by measures that would
discourage the use of private vehicles for daily trips (especially commuting trips) and
instead shift them towards the use of public transport. An alternative to the car should
be provided, for instance ensuring the availability of an efficient public transport system
in selected areas. This can achieve the targets of reducing private car dependency while
at the same time able contributing to CO2 reduction.

The classified traffic volume on the road network can be determined by the city hall or
municipal authority as and when required. However, a yearly monitoring of this data
would be preferred so that this performance criteria would assist the authority in the
evaluation of strategies implemented for the purpose of carbon reduction from road
transport.

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Carbon Emission Reference

1. Average 64.4 km/car/day = 17.6 kg of CO2 emission.
2. Average 64.4 km/bus/day = 1.6 kg of CO2 emission.
(Source: ACTR- Public Transit vs. Single Occupant Vehicles Carbon Emissions to Climate Change)

Recommendations for Carbon Emission Reduction

Local authorities and other related agencies should take the following actions:-
1. Determine the public transport policy in development plans.
2. Review car park requirements and increase car park charges in CBD or selected
areas.
3. Ensure service provided is sufficient (i.e.: increase the bus rapid transit service
frequency).
4. Implement TOD with transit station or as the centre of development based on transit
supportive, connectivity, multimodal and feeder systems.
5. Enhance walking and cycling facilities as access modes to/from transit stations.
6. Implement road area pricing and congestion charges in selective areas (i.e.: CBD).
7. Increase ‘park & ride’ areas outside city boundary.

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Performance Criteria 4
REDUCTION IN USE OF MOTORISED TRANSPORT ON URBAN ROAD
NETWORK
UT 1-2 Vehicle-km of Travel by Modes
Intent
To achieve a reduction in the total vehicle-km of travel within the urban road network so
that the total carbon emission from road transport can be reduced.
Description
The amount of vehicle-km of travel by motorised vehicles will reflect on the carbon
emission to the road environment especially for the normal gasoline and diesel vehicles,
whether private vehicles or public buses and taxis. The reduction in total vehicle-km
of travel within an urban area would be a good indicator on the reduction of carbon
emission from transport.

A reduction in the total vehicle-km of travel can be achieved when private car users
switch to public transport for their daily travel, particularly for commuting work trips.
Carpooling or vanpooling can also result in reduction in vehicle-km of travel. The
use of bicycles and walking for very short trips within a residential area or sub-urban
community instead of using the private car will also result in reduction of total vehicle-km
of travel.

Hence, any measures and policies to reduce the total vehicle-km of travel would be
effective in reducing carbon emission. Thus, vehicle-km of travel is an important
performance criteria for low carbon cities and communities.
Carbon Emission Reference
1. Average 64.4 km/car/day = 17.6 kg of CO2 emission.
2. Average 64.4 km/bus/day = 1.6 kg of CO2 emission.
(Source: ACTR- Public Transit vs. Single Occupant Vehicles Carbon Emissions to Climate Change)
3. Walking and cycling release 0 kg of CO2. (Source: www.smartertavelsutton.org)
4. 1 km round trip walking and cycling saves 6 kg/day of CO2 (carbon savings per day
compared to the use of car). (Source: www.smartertavelsutton.org)

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Recommendations for Carbon Emission Reduction

Local authorities and other related agencies may consider the following actions:-
1. Determine the public transport policy in development plans.
2. Review car park requirements and increase car park charges in CBD or selected
areas.
3. Ensure service provided is sufficient (e.g. increase the bus rapid transit service
frequency).
4. Implement TOD with transit station or as the centre of development based on transit
supportive, connectivity, multimodal, and feeder systems.
5. Enhance walking and cycling facilities as access modes to/from transit stations.
6. Implement road area pricing and congestion charges in selective areas (i.e.: CBD).
7. Increase ‘park & ride’ areas outside city boundary.
8. Increase coverage of areas within transit stations and rail corridors.
9. Provide well-planned, covered and safe (especially at night) walkways or bicycle
ways leading up to feeder transport.
10. Provide ample and secure bicycle parking in order to ensure ease of use of all public
transport facilities.
11. Provide suitable vehicles with low carbon emissions as feeder transport for
passengers travelling to public transport stations or hubs.

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Performance Criteria 5
INCREASE IN PUBLIC TRANSPORT USE
UT 2-1 Public Transport Ridership
Intent
To increase public transport ridership by having more private vehicle users to shift from
taking their private vehicles to taking public transport for their trips, thus reducing the
overall carbon footprint.
Description
Public transport is an efficient mode of travel where it can accommodate a large
number of passengers at one time and offer a wide coverage of destinations. For
instance, public transport is a primary mode of transport in cities like Singapore, Hong
Kong, Australia, and Curitiba. In Curitiba, for example, 40% of the population uses
public transport as the commuting mode while in Hong Kong, more than 90% of the
population uses public transport and that excludes walking. This shows that public
transport can be the preferred choice if the system works efficiently.
(Source: Public Transport: Lessons To Be Learnt From Curitiba and Bogota)

Furthermore, this commuting mode can contribute to reducing each passenger’s

per capita carbon footprint. Encouraging or shifting the daily mode of travel to a clean
fuel powered mass public transport system instead of private vehicle travel will able
to reduce CO2 on each kilometre travelled. This approach of shifting from private
vehicle to low emission public transport as a mean of daily travel should be adopted as a
continuing effort, which leads to reduction in CO2 emission.
Carbon Emission Reference
1. Average 64.4 km/car/day = 17.6 kg of CO2 emission.
2. Average 64.4 km/bus/day = 1.6 kg of CO2 emission.
(Source: ACTR- Public Transit vs. Single Occupant Vehicles Carbon Emissions to Climate Change)
3. Walking and cycling release 0 kg of CO2. (Source: www.smartertavelsutton.org)
4. 1km round trip walking and cycling saves 6 kg/day of CO2 (carbon savings per day
compared to the use of car). (Source: www.smartertavelsutton.org)

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Recommendations for Carbon Emission Reduction

Local authorities and other related agencies should take the following actions:-
1. Improve accessibility to/from public transport stations and stops.
2. Provide good feeder systems to/from public transport stations and stops.
3. Improve walking and cycling facilities near and around public transport stations.
4. Provide dedicated lanes for cycling and walking in transit-oriented zones.
5. Provide sufficient pathways for pedestrian with covered/shaded walkways.
6. Create pedestrian and cycling “shortcuts” that lead directly to transit. Pathways
require minimum 6-metre right-of-way. Look for opportunities to link “shortcuts” to the
larger green space, pedestrian, and cycling networks.
7. Leading up to feeder transport.
8. Provide ample and secure bicycle parking in order to ensure ease of use of all public
transport facilities.
9. Provide suitable vehicles with low carbon emissions as feeder transport for
passengers travelling to public transport stations or hubs.

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Performance Criteria 5
INCREASE IN PUBLIC TRANSPORT USE
UT 2-2 Public Transport System Improvement and Coverage
Intent
To improve the public transport system and coverage area to entice the travelling
public to make public transport as a mode of choice for daily travel, hence reducing the
dependence on private transport.
Description
Public transport must be made available to the general public. It also has to be
accessible and affordable. These three factors, namely, availability, accessibility and
affordability are the basic ingredients that would make public transport more attractive
to the general public as a mode of choice. When public transport becomes the mode of
choice as compared to the private car, the trips made by private vehicles will reduce and
shifted to trips made by public transport. Hence, leading to lowering the traffic volume
on the roads and subsequently reduction of carbon emission from road transport.

More public transport network coverage has to be planned, designed, and

implemented to make it available to wider section of the population and the travelling public.
Accessibility to public transport nodes (stops, terminals, stations) needs to be
enhanced such as having efficient and reliable feeder systems and related facilities. When
the cost of taking public transport is affordable, the public will be attracted to utilize it.
Readily available and accessible public transport information is also important.

To ensure good access to public transport service, it should be provided within a

reasonable walking distance of one’s origin and destination. One important
aspect that determines one’s choice of transport is the existence or absence of transit
services within or near to one’s origin and destination. Higher capacity transit systems,
use of bus-ways and an integrated transport information system are a few examples that
could also be implemented to improve the system, while at the same time reduce the
carbon emission into the atmosphere.

Walking and cycling, also known as non-motorised modes of transport can be

integrated into the public transport system as feeder modes to the transit systems. In urban
areas, for instance, the most efficient alternative for short distance trip is via walking and
cycling.

As a whole, an improved public transport system and coverage as well as its feeder
services improvement will increase the use of public transport and reduce private
vehicles on the roads, hence, reduce the overall carbon emission from transport.

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Carbon Emission Reference

1. Average 64.4 km/car/day = 17.6 kg of CO2 emission.
2. Average 64.4 km/bus/day = 1.6 kg of CO2 emission.
(Source: ACTR- Public Transit vs. Single Occupant Vehicles Carbon Emissions to Climate Change)
3. Walking and cycling release 0 kg of CO2. (Source: www.smartertavelsutton.org)
4. 1 km round trip walking and cycling saves 6 kg/day of CO2 (carbon savings per day
compared to the use of car). (Source: www.smartertavelsutton.org)

Recommendations for Carbon Emission Reduction

Local authorities and other related agencies may consider the following actions:-
1. Improve public transport system and service characteristics.
2. Improve accessibility to/from public transport stations and stops.
3. Provide good feeder systems to/from public transport stations and stops.
4. Improve walking and cycling facilities near and around public transport stations.
5. Provide dedicated lanes for cycling and walking in transit-oriented zones.
6. Provide sufficient pathways for pedestrian with covered/shaded walkways.
7. Create pedestrian and cycling “shortcuts” that lead directly to transit. Pathways
require a minimum 6-metre right-of-way. Look for opportunities to link “shortcuts” to
the larger green space, pedestrian,and cycling networks.

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Performance Criteria 6
MODE SHIFT FROM PRIVATE TO PUBLIC TRANSPORT AND NON-MOTOR-
ISED TRANSPORT
UT 3-1 Modal Share of Private, Public, and Non-Motorised Transport
Intent
To increase the mode share of public transport and non-motorised transport and reduce
that of private transport in order to reduce carbon emission.
Description
One indicator to understand whether there is mode shift from private to public and
non-motorised transports is to monitor the increase of mode share of the public and
non-motorised transports against that of the private transport. The implication of an
increased mode share of the public and non motorised transports is the overall reduction
in numbers of motorised vehicles on the road, thus reducing carbon emission.

By monitoring the changes to the mode share of these three components of the traffic
stream, the shift between the transport modes may be reduced to some extent. If the
trend shows that the mode share of the public transport has been increasing, it means
that there could be a shift from private to public, assuming the share of non-motorised
transport remains fairly the same. If the share of non-motorised transport also increases
together with public transport (thus reducing the share of private), it means that the shift
from private to public and non-motorised transports is even more significant, and this
indicator is important in terms of reduction of carbon emission from transport.
Carbon Emission Reference
1. Average 64.4 km/car/day = 17.6 kg of CO2 emission.
2. Average 64.4 km/bus/day = 1.6 kg of CO2 emission.
(Source: ACTR- Public Transit vs. Single Occupant Vehicles Carbon Emissions to Climate Change)
3. Walking and cycling release 0 kg of CO2. (Source: www.smartertavelsutton.org)
4. 1 km round trip walking and cycling saves 6 kg/day of CO2 (carbon savings per day
compared to the use of car). (Source: www.smartertavelsutton.org)

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Recommendations for Carbon Emission Reduction

Local authorities and other related agencies may consider the following actions:-
1. Improve public transport system and service characteristics.
2. Improve accessibility to/from public transport stations and stops.
3. Provide good feeder systems to/from public transport stations and stops.
4. Improve walking and cycling facilities near and around public transport stations.
5. Provide dedicated lanes for cycling and walking in transit-oriented zones.
6. Provide sufficient pathways for pedestrian with covered/shaded walkways.
7. Create pedestrian and cycling “shortcuts” that lead directly to transit. Pathways
require a minimum 6-metre right-of-way. Look for opportunities to link “shortcuts” to
the larger green space, pedestrian and cycling networks.

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Performance Criteria 7
USE OF LOW CARBON TRANSPORT MODES
Use of More Fuel-Efficient Vehicles for Passenger Vehicles
UT 4-1
and Green Freight Transport
Intent
To encourage the use of more fuel-efficient vehicles for road transport to reduce carbon
emission from transport.
Description
A conventional vehicle is one of the major contributors of CO2 emission through
fuel combustion during vehicle operation. For instance, the average conventional
vehicle emits 6000 to 9000 kg of CO2 which leads to global warming potential. One of the
effective ways to reduce CO2 emission from the conventional vehicle is to switch to a
lower carbon type of vehicle (i.e. a hybrid vehicle).

An example of a low carbon vehicle emitting less CO2 is a hybrid vehicle merging the
features of a conventional engine and electric vehicle. The combination allows the
electric motor and batteries to operate the combustion engine more efficiently, thus
cutting down on fuel use. As a result, this type of vehicle will produce less combustion, thus
significantly reducing the CO2 emission. Nonetheless, there are several barriers to
using this type of vehicle such as the expensive battery technology, limited driving range,
and the need for a dense network of charging facilities. According to the European
Environment Agency, such a battery costs EUR 15,000 to EUR 40,000, which is RM
65,000 to RM 173,000. In order to cater for the cost and encourage wider green vehicle
use, some cities and countries provide the users incentives like tax rebates, subsidies,
free parking in urban areas and exemption from congestion charges and road taxes.
(Source: www.eea.europa.eu/articles/the-electric-car-2014-a-green-transport revolution-in-the-making)

Even though the low carbon vehicle such as the hybrid car in the current
market is normally more expensive than the conventional vehicle, it pays off in the long
term for the environment and also the user. Furthermore, more users switching from
conventional vehicles to low carbon vehicles will contribute to money savings and
significantly help reduce CO2 emission, hence helping to prevent global warming.
Another benefit of using low carbon vehicles is that the vehicles consume less fuel,
resulting in the use of fewer natural resources.
(Source: ktn.innovateuk.org/)

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Besides using electricity as an alternative, another way to achieve clean engine

motor vehicles is via biofuel or biodiesel. These sources emit less CO2 compared to
conventional petroleum-based gasoline and diesel fuels. Clean fuel on-road and
non-road public transport modes can significantly reduce CO2 emission into the
atmosphere for each kilometre travelled. Transport modes powered by clean fuel offer
the advantages of cleaner operation than conventionally powered transport modes. This
is due to the absence of polluting by-products produced by internal combustion engines.
(Source: www.epa.gov/greenvehicles/Wcyd.do)

Carbon Emission Reference

1. 1 km travel by car (petrol) emits 0.26 kg of CO2.
2. A car using petrol generates 0.162 kg of CO2/km.
3. A car using diesel generates 0.169 kg of CO2/km.
4. A car using NGV generates 0.130 kg of CO2/km.
5. An electric car generates 0.135 kg of CO2/km. (Source: en.wikipedia.org/wiki)
6. NGV emits 0.2 kg of CO2/km. (Source: ACTR- Public Transit vs. Single Occupant Vehicle Carbon
Emissions to Climate Change)

Recommendations for Carbon Emission Reduction

Local authorities and other related agencies may consider the following actions:-
1. Convert existing government vehicles from conventional to low carbon vehicles
(hybrid cars).
2. Encourage combination of diesel and electric motor or biodiesel engine.
3. Impose condition for charging point facilities for hybrid vehicles on all applications for
petrol stations.
4. Provide facilities such as public charging infrastructure in parking and neighbourhood
areas.
5. Provide locational incentives, e.g. parking charge reduction.
6. Implement and monitor public awareness campaigns.
7. Formulate a green vehicle policy.
8. Provide riders with a simple carbon calculator to determine how much carbon is
abated due to the use of an alternative clean fuel driven public transport system.
9. Organise more green awareness campaigns on clean fuel use.

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Performance Criteria 7
USE OF LOW CARBON TRANSPORT MODES
UT 4-2 Number of Charging Stations
Intent
To increase the number of charging stations over a period of time while ensuring
appropriate spatial distribution to encourage the use of EEVs and EVs.
Description
The charging stations are necessary and the number of charging stations have to be
increased over a reasonable period of time to enable more users of EEVs and EVs to gain
access for recharging their vehicles. The spatial distribution of the charging stations will
also have to be considered to make it closer and convenient for users to access. In this
way, more people may be encouraged to consider using this type of vehicle.

The increase in the number of charging stations may also be indicative of the need
to serve the increasing number of clients who are using EEVs and EVs. Either way,
the increase in the number of charging stations may be an indication that the use of
low carbon transport modes are on the rise, hence resulting in reduction of carbon
emission.
Carbon Emission Reference
1. 1 km travel by car (petrol) emits 0.26 kg of CO2.
2. A car using petrol generates 0.162 kg of CO2/km.
3. A car using diesel generates 0.169 kg of CO2/km.
4. A car using NGV generates 0.130 kg of CO2/km.
5. An electric car generates 0.135 kg of CO2/km. (Source: en.wikipedia.org/wiki)
6. NGV emits 0.2 kg of CO2/km. (Source: ACTR- Public Transit vs. Single Occupant Vehicle Carbon
Emissions to Climate Change)

Recommendations for Carbon Emission Reduction

Local authorities and other related agencies may consider the following actions:-
1. Convert existing government vehicles from conventional low carbon vehicles
(hybrid cars).
2. Encourage combination of diesel and electric motor or biodiesel engine.
3. Impose condition for charging point facilities for hybrid vehicles on all applications for
petrol stations.
4. Provide facilities such as public charging infrastructure in parking and neighbourhood
areas.
5. Provide locational incentives, e.g. parking charge reduction.
6. Implement and monitor public awareness campaigns.

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Performance Criteria 8
IMPROVEMENT TO LEVEL-OF-SERVICE OF ROAD LINKS AND
JUNCTIONS
UT 5-1 Performance of Road Links and Junctions
Intent
To improve the performance of road links and junctions so that there will be less delay to
traffic flow due to less number of vehicular traffic in the traffic stream or due to physical
improvement on the road links and junctions.
Description
The traffic flow conditions on road links and junctions are influenced both
by the traffic demand as well as the physical condition of the road links and
junctions. When there is high traffic demand, the resulting congestion on the road
links and junctions will result in delays and slow moving traffic. This will result in
non-optimal vehicle operation and fuel consumption and CO2 emission will increase. The
non-optimal geometrics of the road links and junctions will also add to the problem.

As such, the performance of the road links and junctions has to be improved so that traffic
operations can also be improved. This can be achieved by having lesser traffic
demand and/or physical improvement of the road links and junctions. Lesser
vehicular traffic demand will be achieved when more private transport users shifted to public
transport through effective measures, which need to be implemented. Physical
improvement can be made to those bottlenecks identified in the road network so
that road links and junctions can perform better. Nevertheless, it is quite common
that when physical improvements are made to the road network, this will attract
additional users and/or diverted traffic from other parts to use the new improved
portions of the network. Hence, improvement to the physical road network alone will not
necessarily improve the performance of the road links and junctions. It has to be
implemented together with other measures to reduce private transport demand.

An improved performance of the road links and junctions will be an important indicator
for low carbon transport system in a city.

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Carbon Emission Reference

1. 1 km travel by car (petrol) emits 0.26 kg of CO2.
2. A car using petrol generates 0.162 kg of CO2/km.
3. A car using diesel generates 0.169 kg of CO2/km.
4. A car using NGV generates 0.130 kg of CO2/km.
5. An electric car generates 0.135 kg of CO2/km. (Source: en.wikipedia.org/wiki)
6. NGV emits 0.2 kg of CO2/km. (Source: ACTR- Public Transit vs. Single Occupant Vehicle Carbon
Emissions to Climate Change)

Recommendations for Carbon Emission Reduction

Local authorities and other related agencies may consider the following actions:-
1. Provide a comprehensive and integrated traffic management plan.
2. Improve traffic engineering measures for better level-of-service.
3. Improve level of compliance with speed limits through strict traffic law enforcement.
4. Increase active systems such as coordinated traffic signals, smart traffic control, and ITIS
(Integrated Transport Information System) to overcome congestion issues.
5. Identify bottlenecks in the road network for improvement.
6. Improve public transport system and service characteristics.
7. Improve accessibility to/from public transport stations and stops.
8. Provide good feeder systems to/from public transport stations and stops.
9. Improve walking and cycling facilities near and around public transport stations.
10. Provide dedicated lanes for cycling and walking in transit-oriented zones.
11. Provide sufficient pathways for pedestrian with covered/shaded walkways.
12. Create pedestrian and cycling “shortcuts” that lead directly to transit. Pathways
require a minimum 6-metre right-of-way. Look for opportunities to link “shortcuts” to
the larger green space, pedestrian and cycling networks.
13. Implement and monitor public awareness campaigns.

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Performance Criteria 8
IMPROVEMENT TO LEVEL-OF-SERVICE OF ROAD LINKS AND
JUNCTIONS
UT 5-2 Average Link Speeds and Journey Speeds
Intent
To improve average links speeds and journey speeds so that a more optimal vehicle
operation is achieved with respect to fuel consumption and CO2 emission.
Description
Motorised vehicles moving at very low speeds will not be optimal in terms of fuel
consumption and CO2 emission. Similarly is the case when these vehicles are moving at
excessively high speeds. Generally, it is quite well known that in most cases the optimal
speed will be between 80-90 km/h for achieving reasonably good fuel consumption and
lower CO2 emission.

Therefore, it is important to have vehicles in the traffic stream to move at

such optimal speeds. Link speed refers to the average speed of vehicles
travelling on road links between two successive junctions or intersections, where-
as journey speed refers to the average speed of the vehicle between the origin and
destination (i.e. from home to the office). Link speed will exclude the time spent stopping
or waiting at junctions or intersections. So, if the average link speed is low, it means that
the congestion level on that link is high due to high traffic demand and high volume to
capacity ratio (v/c ratio).

As for average journey speed, it will accumulate the total time spent on the road links and
intersections/junctions for the whole journey between origin and destination, and divide
the total distance travelled for the whole journey by this total travel time. The lower the
average journey speed the longer will be the time spent by the vehicles on the road and
the higher will be the CO2 emission. Similarly, the lower the average link speed the higher
will be the CO2 emission.

Improvement on the average link speeds and journey speeds towards the optimal values
will imply an improvement to the level-of-service (LOS) of the road links and junctions.
Hence, contributing towards the reduction of CO2 emission.

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Carbon Emission Reference

1. 1 km travel by car (petrol) emits 0.26 kg of CO2.
2. A car using petrol generates 0.162 kg of CO2/km.
3. A car using diesel generates 0.169 kg of CO2/km.
4. A car using NGV generates 0.130 kg of CO2/km.
5. An electric car generates 0.135 kg of CO2/km. (Source: en.wikipedia.org/wiki)
6. NGV emits 0.2 kg of CO2/km. (Source: ACTR- Public Transit vs. Single Occupant Vehicle Carbon
Emissions to Climate Change)

Recommendations for Carbon Emission Reduction

Local authorities and other related agencies may consider the following actions:-
1. Provide a comprehensive and integrated traffic management plan.
2. Improve traffic engineering measures for better level-of-service.
3. Improve level of compliance with speed limits through strict traffic law enforcement.
4. Increase active systems such as coordinated traffic signals, smart traffic control,
and ITIS (Integrated Transport Information System) to overcome congestion issues.
5. Identify bottlenecks in the road network to be improved.
6. Improve public transport system and service characteristics.
7. Improve accessibility to/from public transport stations and stops.
8. Provide good feeder systems to/from public transport stations and stops.
9. Improve walking and cycling facilities near and around public transport stations.
10. Provide dedicated lanes for cycling and walking in transit-oriented zones.
11. Provide sufficient pathways for pedestrian with covered/shaded walkways.
12. Create pedestrian and cycling “shortcuts” that lead directly to transit. Pathways
require a minimum 6-metre right-of-way. Look for opportunities to link “shortcuts”
to the larger green space, pedestrian and cycling networks.
13. Implement and monitor public awareness campaigns.

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Performance Criteria 9
UTILISATION OF TRANSIT-ORIENTED-DEVELOPMENT (TOD) APPROACH
New Development and Redevelopment Schemes Incorporating
UT 6-1
TOD Concept
Intent
To encourage the incorporation of transit-oriented development approach in any new
development or re-development schemes in the urban areas.
Description
The basic idea in dealing with CO2 emission from transport is to reduce the need to travel by
private motorised modes for most of the trips to be made by the urban dwellers.
This way, the overall reduction in CO2 emission could be achieved. As land-use
development gives rise to trips generated from the development area, a smart
and well-planned TOD concept development or re-development would be
most appropriate to achieve the desired objective. With the TOD concept,
trips made using private motorised vehicles will be minimised since most of the trips
made to/from the development area will be using public transit or a combination
of low carbon feeder modes, NMT, and public transport.Movement within the TOD
area will be mainly using non-motorised transport (also known as Active Transport) or
low carbon para-transits.

As more land-use planning in the urban areas move towards incorporating the TOD
concept, less dependence on private transport will be achieved. This way, the objective
of achieving greater reduction in CO2 emission from transport could be attainable.
Carbon Emission Reference
1. Walking and cycling release 0 kg of CO2. (Source: www.smartertavelsutton.org).
2. 1 km round trip walking and cycling saves 6 kg/day of CO2 (carbon savings per day
compared to the use of car). (Source: www.smartertavelsutton.org)
3. Reduction in CO2 of about 20% can be obtained by techniques to mitigate
congestion in urban areas. (Source: Matthew Barth and Kanok Boriboonsomsin)

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Recommendations for Carbon Emission Reduction

Local authorities and other related agencies may consider the following actions:-
1. Review land-use development and re-development policies to incorporate TOD
concept.
2. Integrate infrastructure for walking and cycling in urban road design.
3. Enhance facilities for walking and cycling in TOD areas as well as first-mile-last-mile
zones around transit stations.
4. Review policy on parking system and rates.
5. Discourage the use of private vehicles in TOD areas.
6. Enhance para-transit services to supplement the public transport system.
7. Address the Traffic Impact Assessment (TIA) within the city. The ‘worst case scenario’
should be deliberated upon in great detail.
8. Layout of new streets, lanes, pedestrian, and cycling connections in a connected
network of short block lengths that offer route choice.
9. Use appropriate and clearly defined innovative traffic calming techniques that
promote a safer environment for non-motorised travel in TOD areas.

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Performance Criteria 9
UTILISATION OF TRANSIT-ORIENTED-DEVELOPMENT (TOD) APPROACH
Walking and Cycling Facilities to Support Access and Mobility to/
UT 6-2
from Public Transit Nodes
Intent
To enhance walking and cycling facilities to support access to/from public transport
stops/stations/terminals to make it more attractive for the shift from private transport to
public transport.

Description
Part of the success of a TOD will depend on the extent to which non-motorised
transport modes (walking and cycling) are being planned, implemented, and
utilised within the TOD area as access modes to/from public transport stops/stations/
terminals. Apart from the TOD areas, the enhancement of walking and cycling facilities
within the first-mile-last-mile of any trip made via public transit should also be planned
and implemented. This will increase the attractiveness to travellers who wish to shift from
private transport to public transport for their daily travel.

In certain societies, the general public may not realised that walking and cycling are
important modes of transport (apart from the usual co-benefits such as health related). In
actual fact, walking and cycling are the most efficient modes of transport for short distance
trip (if adequate facilities are provided). When trip makers began to realise the importance
of shifting from the private transport to public transport (because of concerns ranging
from environmental awareness to financial considerations), the availability of adequate,
efficient, and safe infrastructure for non-motorised transport to act as access modes to/
from public transport stops/stations/terminals will definitely be required. A well-planned
walking and cycling network need to be integrated with the public transport system.

As such, when walking and cycling becomes part of the trip chain for a public transport
user who shifted from his/her private vehicle to public transit, there will be one less
private vehicle on the road. Hence, less carbon emission from transport is achieved
when more private vehicles are off the road.

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Urban Transportation

Carbon Emission Reference

1. Walking and cycling release 0 kg of CO2. (Source: www.smartertavelsutton.org)
2. 1 km round trip walking and cycling saves 6 kg/day of CO2 (carbon savings per day
compared to the use of car). (Source: www.smartertavelsutton.org)
3. Reduction in CO2 of about 20% can be obtained by techniques to mitigate
congestion in urban areas. (Source: Matthew Barth and Kanok Boriboonsomsin)

Recommendations for Carbon Emission Reduction

Local authorities and other related agencies may consider the following actions:-
1. Review land-use development and re-development policies to incorporate TOD
concept.
2. Integrate infrastructure for walking and cycling in urban road design.
3. Enhance facilities for walking and cycling in TOD areas as well as first-mile-last-mile
zones around transit stations.
4. Review policy on parking system and rates.
5. Discourage the use of private vehicles in TOD areas.
6. Enhance para-transit services to supplement the public transport system.
7. Address the Traffic Impact Assessment (TIA) within the city. The ‘worst case scenario’
should be deliberated upon in great detail.
8. Layout of new streets, lanes, pedestrian and cycling connections in a connected
network of short block lengths that offer route choice.
9. Use appropriate and clearly defined innovative traffic calming techniques that
promote a safer environment for non-motorised travel in TOD areas.

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Urban Infrastructure

Performance Criteria 10
INFRASTRUCTURE PROVISION
UI 1-1 Land Take for Infrastructure and Utility Services
Intent
To reduce land take for infrastructure and utility services through efficient design of main
infrastructures either under or above ground by incorporating current and future utility
requirements.

Description
Land take occurs due to the dispersion of development, be it for housing, transport,
infrastructure, services, recreation, and more. Land take is commonly to cater for
infrastructure purposes and normally involves greenfield areas and open spaces.

This land take will accommodate road networks, reserves for water tanks, sub-stations,
sewerage treatment plants and reserves for the reticulation networks of water, electricity
and telephone cables, high speed broadband cables, etc.

High percentage in land take leads to inefficiency of land used and more space
requirement, leading to more land-use changes. Changes in land use, for example
from greenfield area to infrastructure use, can generate high carbon emissions. Hence,
efficiency in land-use planning, especially for the provision of urban infrastructure
facilities, can help reduce carbon emission.

Carbon Emission Reference

1. 1 acre of developed infill or brownfield area = 7,000 kg of CO2 emission (every acre of infill
and brownfield development used for infrastructure reserve can reduce 30% of CO2
emission compared to greenfield area). (Source: Congressional Research, 2009)

Recommendations for Carbon Emission Reduction

Developer and relevant agencies should take the following actions:-
1. Encourage the inclusion of green initiatives and green technology application in the
early design stage into the development i.e. to consider use of natural lighting and
ventilation.
2. Identify and implement right depth and gradient in designing of trenches with
consideration of future need and safety.
3. Plan effectively for greater land use activity.
4. Share and optimize utility reserves.
5. Identify spine of township which integrates between existing infrastructure and utility
reserve system.

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Urban Infrastructure

Performance Criteria 10
INFRASTRUCTURE PROVISION
UI 1-2 Earthwork Management
Intent
To encourage a well-planned earthwork with minimal cut and fill work which ensure
reduced CO₂ due to the movement of heavy machineries, especially dump trucks and
avoid any flooding downstream.

Description
Earthwork is the first activity that takes place during construction which heavily involves
cut and fill work and subsequently the movement of soil by heavy machineries.

The use of heavy machineries such as backhoe and dump trucks will consume a lot of
energy and emit CO₂ as well generates noise pollution. Excessive earthwork also will
cause soil erosion and sedimentation which poses serious threat to water quality.

Therefore, proper earthwork management plan with effective design will help to
conserve the environment through restoring damaged areas and protecting biodiversity
of the area.

Carbon Emission Reference

1. Diesel Dump Truck emitted 255 tons CO₂/year.
Diesel Excavator emitted 21 tons CO₂/year. (Source: www.fema.gov/)
2. 1 km trip of dump truck = 10.03 kg of CO2 via diesel use. (Source: 2009 Guidelines to Defra)

Recommendations for Carbon Emission Reduction

Developer and relevant agencies should take the following actions:-
1. Encourage to build according to the terrain as much as possible and earthwork
design to reduce cut and fill work and movements of heavy machineries. It should
follow the JKR guidelines.
2. Prioritize transporting soil from cut and fill work within the project rather than outside.
3. Ensure proper erosion and sedimentation control plans are prepared and designed
effectively in preventing illicit discharges from the project sites from cut and fill work.

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Urban Infrastructure

Performance Criteria 10
INFRASTRUCTURE PROVISION
UI 1-3 Urban Storm Water Management and Flood Mitigation
Intent
To reduce impact of flood and enhance water quality as well as protect life and property.
Description
As a tropical country which receives high rainfall throughout the year, flood can easily
happen.

Without proper storm water management, rainwater that has been collected and carried
away into drainage system will overflow to dry land and road surfaces due to blockage
or heavy rainfall.

Good storm water management techniques such as preservation of vegetation and

water bodies will definitely improve the flood mitigation system and preserve CO2 sinking
vegetation.
Carbon Emission Reference
No direct CO₂ emission.

Recommendations for Carbon Emission Reduction

Developer and relevant agencies should take the following actions:-
1. Establish a local flood plain management plan that include the identification of high
and moderate risk locations as reference for future development.
2. Avoid development at flood plain areas and highly developed areas.
3. Establish storm water management plan for developed areas.
4. Review the drainage and irrigation systems as part of establishing the storm water
management plan.
5. Implement good maintenance practice of drainage system especially in avoiding
blockage and weed growing.
6. Introduce better water retention techniques through green technology e.g. pervious
pavement and turf block.
7. Establish integrated coastal/shoreline management plan if applicable.

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Urban Infrastructure

Performance Criteria 11
WASTE
UI 2-1 Construction Waste Management
Intent
To reduce construction waste generation by implementing effective waste management.
Description
Construction waste consists of materials that are no longer required such a steel, wood,
bricks, concrete and others.

In general, construction waste is bulky, heavy and mostly unsuitable for disposal by
composting or incineration. Due to that, the construction waste normally end up in illegal
dumping sites.

In order to address the issue of illegal dumping of construction waste and impact to the
environment, improvement at design stage and use of sustainable or recycled materials
need to be implemented. The developers should work to reduce, reuse, and recycle the
construction waste before disposing to landfill.

The respective Local Authorities should monitor and ensure that construction waste are
disposed at designated area and not illegally dump or open burn at the construction
sites.
Carbon Emission Reference
1. 2 tons CO₂ emitted in producing 1 ton steel.

Recommendations for Carbon Emission Reduction

Developer should take the following actions:-
1. Establish the waste management plan based on type of wastes and disposal
methodology.
2. Implement segregation of waste at source before transferring to material recovery
facility (MRF) or landfill.
3. Minimize waste generation at construction site through the awareness programme,
green technology introduction and guidelines establishment.
4. Reuse some of the construction waste such as unwanted brick and concrete as a
sub-grade of access road to the construction site.
5. Enforce the use of certified recycled construction and industrial materials in
development projects.

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Urban Infrastructure

Performance Criteria 11
WASTE
UI 2-2 Industrial Waste Management
Intent
To reduce the generation of industrial waste from industrial processes.
Description
Industrial wastes should be understood to mean any substance, solid or non-solid,
organic or non-organic or any substances in whatever state produced either directly or
indirectly from any industrial activity as its direct or indirect by-product. Industrial wastes
include any matter prescribed to be scheduled wastes, or any matter whether in a solid,
semi-solid or liquid form, or in the form of gas or vapour which is emitted, discharged
or deposited in the environment in such volume, composition or manner as to cause
pollution.

In managing industrial wastes which eventually reduce CO2 emission, industries need to
choose options such as waste prevention either through product substitution or process
replacement and source reduction through product formulation or process modification
and improvement and equipment design.
Carbon Emission Reference
1. 1 kg of tile production emits 0.46 kg of embodied CO2. (Source: Guidelines to Defra, 2009)
2. 1 kg of HDPE pipe production emits 2.0 kg of embodied CO2. (Source: Guidelines to Defra,
2009)
3. 1 kg of plasterboard production emits 0.38 kg of embodied CO2. (Source: Guidelines to
Defra, 2009)
4. 1 kg of plywood production emits 0.81 kg of embodied CO2. (Source: www.extranetevolu
tion.com)

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Urban Infrastructure

Recommendations for Carbon Emission Reduction

Developer and relevant agencies should take the following actions:-
1. Adopt cleaner production and green technology in industrial processes.
2. Work toward waste prevention at source through production or process
replacement and raw material reduction.
3. Establish the waste management plan based on type of wastes and disposal
methodology.
4. Implement segregation of waste at Source before transferring to material recovery
facility (MRF) or landfill.
5. Minimize waste generation at industry site through the awareness programme, green
technology introduction and guidelines establishment.
6. Implement industry symbiosis initiative where waste or by-product of two or more
companies or industries can be reused or raw material of the other industries.
7. Use of certified recycled material as the alternative raw material for production where
possible e.g. recycled PVC pallet for plastic production.

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Urban Infrastructure

Performance Criteria 11
WASTE
UI 2-3 Municipal Solid Waste (MSW) Management
Intent
To reduce municipal waste generation by implementing effective waste management
that will reduce waste from going to landfill.
Description
Municipal solid waste generated consists of daily consumed items such as food waste,
plastics, bottles, and paper.

Most common method of waste disposal is landfill which mostly are open dumping
grounds. Without proper management of waste at the landfill, it will pollute the air and
water of the surrounding, eventually causes CO₂ emission.

Effective waste management will reduce the waste to landfill through 3R activities
(Reduce, Reuse, and Recycle) and for organic solid waste is easily convertible to biogas
and composting materials such as organic fertilizer.
Carbon Emission Reference
1. 7,300 kg of CO2 emission/person/year or 2 kg of CO2 emission/person/day - figure for
Malaysia. (Source: United Nations, 2007)
2. 1 km trip of dump truck = 0.85 kg of CO2 via air pollution. (Source: Guidelines to Defra,
2009)
3. 1 km trip of dump truck = 10.03 kg of CO2 via diesel use. (Source: Guidelines to Defra, 2009)

Recommendations for Carbon Emission Reduction

Local Authorities should take the following actions:
1. Promote awareness on 3R campaign and establish recycling centres easily
assessable to public to facilitate waste separation at source.
2. Establish the material recovery facilities (MRF) for further segregation process of
waste collection from lorry.
3. Divert and minimise food waste from entering the landfill by introducing waste
composting program.
4. Land fill establish should be of sanitary standard which has features consisting of
liners, leachate collection and treatment, gas harvesting and daily and final covers.
5. Reduce methane emission by capturing the landfills gaseous for energy generation.
6. Introduce some incentives for recycling or punitive measures i.e. Pay-As-You-Throw
as to encourage public to recycle and reduce waste generation.

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Urban Infrastructure

Performance Criteria 12
ENERGY
UI 3-1 Energy Optimisation
Intent
To optimise energy consumption through alternative solution and innovative technology
that provide better efficiency and use less energy (with at least minimum 10% reduction
in electricity).
Description
Generally, cities account for over 70 percent of global energy use which resulted in
more than 40 percent of greenhouse emission worldwide. (UNEP Publication) Half of
cities energy consumption is for heating and cooling. Apart from that, building and street
lighting are among the large energy consumed that contributed to CO2 emission.

Energy consumption in cities can be reduced through the application of energy efficient
programs which may include replacing current street lighting bulb with LED and using
solar panel as source of power generation.
Carbon Emission Reference
1. A normal bulb consumes 250 W of energy and emits 0.17 kg of CO2.
2. An LED bulb consumes 100 W of energy and emits 0.068 kg of CO2.
3. Every 1,000 kWh of energy used emits 0.68 kg of CO2. (Source: www.gg-energy.com)

Recommendations for Carbon Emission Reduction

Developer and relevant agencies should take the following actions: -
1. Introduce Green Building requirement for all new building within the Local Authority
planning approval.
2. Introduce Energy Efficiency (EE) requirement for existing building in local authorities.
3. Encourage eco-friendly approaches through using renewable energy such solar
energy for street lighting.
4. Encourage the use of natural light in the enclosed public place through better design
and plan.
5. Include the energy saving passive or innovation design in street lighting installation.
6. Use of energy efficient bulbs and devices ensuring less waste in energy consumption.

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Urban Infrastructure

Performance Criteria 12
ENERGY
UI 3-2 Renewable Energy
Intent
To encourage the use of renewable energy source and reduced dependency on fossil
fuel energy.
Description
Alternative sources of energy can be obtained from the sun, wind, or water. A country
like Malaysia receiving high percentage of sunlight and other natural source of energy,
can easily promote use of Renewable Energy especially for buildings, roads, and other
services.

Renewable Energy such as solar, wind, or biogas will contribute to low CO₂ emission.
With initiative of installing solar panels at buildings and also biogas energy facilities, it will
reduce the CO₂ emission significantly.
Carbon Emission Reference
1. Energy produced is 1170 to 1600 kWh/m2 for roof-top system.
2. Energy produced is 630 to 830 kWh/m2 for façade system.

Thus;
1. Every 1,000 kWh of energy used emits 0.68 kg of CO2, thus:
- 1 m2 of solar panel saves 796 to 1088 kg of CO2/year for roof-top system.
- 1 m2 of solar panel saves 429 to 565 kg of CO2/year for façade system.
(Source: www.gg-energy.com)

Recommendations for Carbon Emission Reduction

Implementer and relevant agencies should take the following actions:-
1. Conduct awareness programme to general public and private businesses on
Renewable Energy.
2. Encourage collaborative efforts among all stakeholders in promoting and
implementing Renewable Energy.
3. Include any potential Renewable Energy sources in building design of business and
office complex.
4. Encourage the use of renewable energy by providing a good incentive such as tax
rebate, subsidies etc.

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Urban Infrastructure

Performance Criteria 12
ENERGY
UI 3-3 Side-Wide District Cooling System
Intent
To implement district cooling as an alternative to reduce energy use and adverse
energy-related environmental effects.
Description
District cooling is a centralised cooling plant which is modern and environmental friendly.
It is a system that distributes chilled water from a cooling plant to residential, commercial
and industrial facilities. It is connected through a network of underground pipes.

District cooling gives several benefits in terms of energy savings and the environment.
As much as 65% of electricity use can be reduced by district cooling compared to a
traditional air conditioning system. Applying the district cooling system will also give a
significant reduction of costs for operation and maintenance.

In terms of environmental benefits, district cooling is indirectly able to reduce a certain

amount of CO2, lessen air pollution, decrease emissions of ozone-depleting refrigerants,
combat global warming and help control the demand for electricity.
(Source: heating.danfoss.com)

Carbon Emission Reference

1. The district cooling system indirectly helps to reduce as much as 40% of CO2 emissions.
(Source: District Heating & Cooling - A Vision towards 2020-2030-2050, DHC+ Technology Platform,
2009)

Recommendations for Carbon Emission Reduction

Local authorities and other related agencies should take the following actions:
1. Reduce energy use and adverse energy-related environmental effects by employing
district cooling strategies.

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Urban Infrastructure

Performance Criteria 13
WATER MANAGEMENT
UI 4-1 Efficient Water Management
Intent
To establish Efficient Management of treated water supplied throughout premises
including reuse of grey water and rainwater harvesting for non-human contact purposes.

Description
Annually, there is an estimated 1.99 billion m3 or 37% of non-revenue water (NRW). This
is the amount of water that is lost in the system – the difference in the supply of water
produced and the consumption of water within a region. It is estimated that carbon
emission in the production of 1 million litres (mi) of water is 276 kg/ml.
(Source: www. water.org.uk/home/policy/reports/sustainability-indicators-2007-08)

The figure implies that there is an insurmountable amount of carbon lost in

the NRW. There is thus a need to better manage the water that is produced.
Reusing and recycling of water can help to reduce carbon emissions where less
water needs to be produced for urban services and daily uses like washing the car and
watering the plants. Reusing and recycling water can be done through rainwater
harvesting and grey water recycling. Heavy rainfall in this country should be benefited
than left as surface water runoff.

Carbon Emission Reference

1. 1 million litres (mi) of water emits 276 kg of CO2. (Source: www. water.org.uk/home/policy/
reports/sustainability-indicators-2007-08)

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Urban Infrastructure

Recommendations for Carbon Emission Reduction

Developer should take the following actions:
1. Improve treated water management system by reducing pipe leaking and illegal
consumption.
2. Introduce energy efficiency devices that can reduced energy consumption e.g.
energy efficient pump in processing and supplying operation.
3. Encourage and provide incentive to building owner to install the rainwater harvesting
system and grey water treatment plant in their premises.
4. Increase the awareness of building owner and public to reduce water consumption
and the benefit of using Grey (reuse) water and rain harvesting water for non-human
contact purposes.
5. Encourage the use of low sanitary fittings (WELPS) in facilities design for new
development.
6. Ensure all building and residential areas are properly connected to centralised
sewerage treatment system.
7. To install, maintain, and repair the treated water equipment or system such as piping,
pump and meter with effective monitoring and maintenance activities according to
JBA enforced standards.
8. Integrate natural water resources and storm water retention ponds in the design of
city infrastructure as the quality water supply for treated water processing.

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Building

Performance Criteria 14
SUSTAINABLE BUILDINGS MANAGEMENT SYSTEM
B 1-1 Energy Management System
Intent
To encourage the implementation of systematic energy management system to monitor
and maintain the energy and water consumption for new and existing buildings.
Description
Energy Management System will help buildings save energy cost as well as helping
to conserve resources and tackle climate change. There are two Energy Management
System which a building can adopt:
i. MS ISO 50001 (Energy Management Systems).
ii. EMGS AEMAS (Energy Management Gold Standard – ASEAN Energy
Management Scheme).

Both systems, will guide building owners to:

i. Develop a policy for more efficient use of energy.
ii. Fix targets and objectives to meet the policy.
iii. Use data to better understand and make decisions about energy use.
iv. Measure the results.
v. Review how well the policy works, and
vi. Continually improve energy management.

Carbon Emission Reference

No direct CO₂ emission.

Recommendations for Carbon Emission Reduction

Local authorities and other related agencies should take the following actions: -
1. Implement Energy Management System for the buildings.
2. Get certification either from:
i. SIRIM for MS ISO 50001.
ii. AEMAS (GreenTech Malaysia) for Energy Management Gold Standard.

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Building

Performance Criteria 14
SUSTAINABLE BUILDINGS MANAGEMENT SYSTEM
B 1-2 Facility Management
Intent
To encourage the implementation of integrated facility management system to
consolidate all building services under one management team. The intent is to streamline
communication and make day-to-day operations easier to manage. Thus, ensuring the
Energy Management System being managed thoroughly.
Description
Facility Management encompasses multiple disciplines to ensure functionality of a
building by integrating people, place, process, and technology. This is a systematic
method of consolidating many or all of building services under one management team
and ideally under one contract.

On average, the life cycle of the buildings is around 60 years. Therefore, transforming
them into high-performing buildings will be an important steps beneficial to
reduce their CO2 emissions. In addition, high-performance buildings can increase
occupant satisfaction, reduce operating costs, and attract higher market value.

Carbon Emission Reference

No direct CO₂ emission.

Recommendations for Carbon Emission Reduction

Local authorities and other related agencies should take the following actions:
1. Implement a systematic Facility Management under one management team.
2. If possible, all building services should be under one contract for easier control
and monitoring.

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Building

Performance Criteria 15
LOW CARBON BUILDING
B 2-1 Passive & Active Designs
Intent
New Buildings:
To design and construct low carbon buildings with active and passive design features.

Existing Buildings:
i. To operate, improve, and maintain low carbon buildings with active design features
through retrofitting.
ii. To extend the life cycle of existing building stock and enhance the building
performance.

Description
There are various technological possibilities to design a low carbon building at a
planning stage with active and passive design features. Also, various potentials to
improve energy efficiency and reduce CO2 emissions in an existing building with active
and passive design features. Optimizing passive and active design strategies to reduce
heat gain in buildings will lead to low CO2 emissions.

Carbon Emission Reference

1. An 8-storey apartment building with east–west orientation experiences total solar
gain of 0.14 kWh/m2 compared to 0.01 kWh/m2 for a north-south orientation.

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Building

Recommendations for Carbon Emission Reduction

Local authorities and other related agencies should take the following actions: -
1. Prioritise active and passive design solutions on buildings.
2. There are many strategies for active and passive design features to be adopted in new and
existing buildings.
a. Passive Design Strategies:
i. Building Form, Core Location and Orientation.
ii. Daylight Harvesting.
iii. Glazing Properties.
iv. External & Internal Shades.
v. Wall Insulation.
vi. Roof Insulation.
vii. Atrium Ventilation Strategies.
viii. Zoning & Infiltration Controls.
ix. Interior Layout Office.

b. Active Design Strategies:

i. Efficient Lighting Design Strategies.
ii. Energy Rating Electrical Appliances.
iii. Air-Conditioning System Design.
iv. Energy Efficient Technology in Lift and Escalator Systems.
v. Building Energy Management System.
vi. Rain Water Harvesting System.
vii. Renewable Energy.

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Building

Performance Criteria 15
LOW CARBON BUILDING
B 2-2 Operational Energy Consumption
Intent
New Buildings:
To design, construct and operate buildings with low operational energy consumption.

Existing Buildings:
To operate and improve and maintain buildings as low operational energy consumption.

Description
The energy used by buildings mostly generated by burning fossil fuels, which
release CO2 emissions that contribute to climate change. A building need to be
energy efficient to consume less energy and generate fewer CO2 emissions. A
new building should achieve and maintain verifications of its verified levels or
declared energy efficiency after commissioning process. For existing building,
it needs to improve its energy consumption from business as usual (BAU). The
building sector contributes to carbon footprint through 40% of energy use and
80 to 90% of the energy used by the building sector is consumed during the
operational stage of the life cycle of the building.
(Source: www.unep.org/ Common Carbon Metric, UNEP)

Benchmarking:
To monitor the operational energy consumption. Comparisons with simple benchmarks
of annual energy use (e.g. kWh/m2/year for office building, kWh/production/year for
industry, kWh/bed occupied/year for hospital) allow the standard of energy efficiency
to be assessed. The Common Carbon Metric (CCM) is an initiative by the United Nations
Environment Programme – Sustainable Buildings and Climate Initiative (UNEP-SBCI)
to enable emissions from buildings to be consistently assessed, compared, and the
improvements measured. The intention of the CCM is to give the building sector
a guide to measure, report, and verify reductions in a consistent and comparable
way. The Common Carbon Metric for Malaysia established by the Ministry of Green
Technology & Water and Malaysian Green Technology Corporation provides the baseline
of building typologies and benchmark needed for operational energy emissions and
carbon reductions for achieving the national climate goals.
(Source: www.unep.org/Common Carbon Metric, KeTTHA, MGTC, Malaysia)

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Building

Support Program to Low Carbon Building:

Low Carbon buildings which comply with the building energy operational consumption
benchmark will emit less GHG than regular buildings.
Sustainable Low Carbon Building facilitation & Assessment towards Nearly Zero Energy
in Building (NZEB) by SEDA Malaysia.

Carbon Emission Reference

1. The carbon emission factor for electricity is 0.741 kg CO2e/unit.
(Source: http://www.greentechmalaysia.my/carboncalculator/process.php)

Recommendations for Carbon Emission Reduction

Local authorities and other related agencies should take the following actions:-
1. Compare building performance to the benchmark set by the CCM for building
typologies (Offices, Residential buildings, Hotels, Hospitals, Schools/Institutional
buildings and Commercial (retail) & industrial buildings).
2. Encourage all large-scale businesses (e.g. office and commercial buildings) to submit
Energy Audit Report for existing buildings.
3. Monitor performance through measurement, reporting, and verification (MRV).
4. Develop a policy to construct new building as a green or energy efficient building.
5. Assess & monitor of energy and carbon reduction.

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Building

Performance Criteria 15
LOW CARBON BUILDING
B 2-3 Operational Water Consumption
Intent
New Buildings:
To design, construct, and operate buildings with low operational water consumption.
Existing Buildings:
To operate and improve water efficiency performance (low operational water
consumption) of a building.

Description
According to UNEP, the building sector contributes to carbon footprint through 25% of
water use. A new building should achieve and maintain verifications of its verified levels
or declared water efficiency after commissioning process. For existing building, it needs
to improve its water consumption from Business As Usual (BAU).
Benchmarking:
To monitor the operational water consumption (water efficiency performance) by
comparing the BAU and the current performance with simple benchmarks of annual
water use (e.g: litres/person/year, litres/no.of bed/year for hospital, litres/no. of rooms/
year for hotel) allow the standard of energy efficiency to be assessed. The Common
Carbon Metric for Malaysia established by the Ministry of Green Technology & Water
and Malaysian Green Technology Corporation provides the baseline of building
typologies and benchmark needed for operational water emissions and carbon
reductions for achieving the national climate goals.
(Source: Common Carbon Metric, KeTTHA, MGTC, Malaysia)

Low carbon buildings which comply with the building water operational consumption
benchmark will emit less GHG than regular buildings.
Carbon Emission Reference
1. The system processes for 1 cubic metre of water emit 0.419 kg of CO2.
2. 1 million litres (mi) of water emits 276 kg of CO2.
(Source: www.water.org.uk/home/policy/reports/sustainability-indicators-2007-08)

Recommendations for Carbon Emission Reduction

Local authorities and other related agencies should take the following actions: -
1. Compare building performance to the benchmark set by the CCM for building
typologies (Offices, Residential buildings, Hotels, Hospitals, Schools/Institutional
buildings and Commercial (retail) & industrial buildings).
2. Encourage all large-scale businesses (e.g. office and commercial buildings) to
prepare Building Water Audit which cover GHG Reduction Plans.
3. Monitor performance through measurement, reporting and verification (MRV).

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Building

Performance Criteria 15
LOW CARBON BUILDING
B 2-4 Preserve Existing Building Stock by Retrofitting
Intent
To reduce emissions from buildings through retrofitting to extend the life cycle of existing
building stock and enhance the building performance.
Description
CO2 emissions generated from buildings cover all stages of their life cycle; planning,
design, construction, operation, and demolition.

Rather than constructing a new building, retrofitting the existing building stock will
extends the life cycle of a building by conserving resources and reducing adverse
environmental effects. These efforts will also reduce the amount of demolition and
construction waste deposited in landfills and minimize the use of natural resources
for constructing a new building. Retrofitting also enables upgrading of buildings with
systems using new technologies, therefore leading to CO2 emission reduction.

Carbon Emission Reference

1. 1 ton of cement emits 0.93 ton of CO2.
2. 1 ton of aluminium emits 8.24 tons of CO2.
3. Energy produced is 1170 to 1600 kWh/m2 for roof-top system.
4. Energy produced is 630 to 830 kWh/m2 for façade system.

Thus;
1. Every 1kWh of energy used emits 0.741 kg of CO2, thus:
- 1 m2 of solar panel saves 796 to 1088 kg of CO2/year for roof-top system.
- 1 m2 of solar panel saves 429 to 565 kg of CO2/year for façade system.
(Source: www.gg-energy.com)

Recommendations for Carbon Emission Reduction

Local authorities and other related agencies should take the following actions:
1. Retrofit and reuse existing habitable building stock.
2. Preserve historical buildings and cultural landscapes.

88 | Low Carbon Cities Framework

LOW CARBON CITIES
APPLICATION

Low Carbon Cities Framework | 89

90 | Low Carbon Cities Framework
4.1
Implementation Approach

Different cities face different issues and challenges. This being the case, each
city should then be ranked according to its own demographics and attributes.
Cities need to identify and list out the key elements that they want to measure
and determine the areas of concern and territory boundaries. It is essential for
cities to recognize and understand which elements are the major contributors
of the cities’ carbon/GHG emissions. Once the elements have been identified,
they have a choice between:

a) City Based Approach

- mitigating certain performance criteria (> 10 sub-criteria) as stated
within the LCCF, regardless of elements selection.

OR

b) One-System Approach
- mitigating one or more performance criteria (=< 10 sub-criteria) as
stated within the LCCF, regardless of elements selection.

For a City-Based Approach, a holistic view is taken. Almost all criteria are
considered and mitigated. A step by step process to address each of the
four main criteria is conducted. Each of the 41 sub-criteria is considered in
detail. The outcome will be to derive a complete baseline and subsequently to
develop a reduced carbon footprint from this baseline, then implement the same
within the entire development.

Curitiba, Brazil and Stockholm, Sweden are some examples of such cities
that have applied the holistic city-based approach.
(Source: www.worldbank.org/eco2)

The One-System Approach on the other hand is applied when the

decision is made to proceed with an exercise towards a low carbon city
but only in particular selected performance criteria and sub-criteria as
described in the main 4 elements, as a start and to establish a road map
towards a holistic city-based approach. Although this approach has less
impact, nevertheless it is a start and over time may be converted into a
holistic city-based approach.

Yokohama in Japan is an example of such a city.

(Source: www.worldbank.org/eco2)

Low Carbon Cities Framework | 91

 4.2
Application, Approval,
& Recognition Process

The following points will detail out the application of LCCF.

4.2.1. Low Carbon Cities Application

Local Authorities will play a major role in undertaking policy

initiatives on lowering carbon emissions of the city. The following diagram
shows the application of the LCCF at the local authority level (Figure 4.1).

• Identify key city stakeholders

Step 1 • Identify type of project
Identify Project & • Build Core Team
Mobilise City Stakeholders • Establish Project Brief Document
(Identify approach to measure)

Step 2 • Measure city baseline

• Identify emission reduction
Emission Baselines opportunities and set priorities
and Opportunities • Provisional Certificate

Step 3 • Define city target

Develop City Strategy • Establish Carbon reduction /
(Blueprint Implementation) green city action plan

Step 4 • Implement City Strategy projects

Implement and Measure • Measure Performance

Step 5 • Report & Review by respective LA

• Diamond Recognition
Review and Monitor
• Final Emission and Continuos Effort

Figure 4.1: Low Carbon Cities Implementation Steps

92 | Low Carbon Cities Framework

4.2
Application, Approval,
& Recognition Process

Step 1 – Identify Project & Mobilise City Stakeholders

At this early stage, Local Authorities need to identify project(s) and potential
stakeholders for the plan within a city context such as Developers, NGOs,
institutions and the local community.
Onward, Local Authorities should take the initiative to form a taskforce to
implement LCCF which shall include people or groups like the project leader,
project members, council members and Developers. Local Authorities can
adopt either using City-Based approach or One-System approach.

Local Authorities and Developers need to formulate Project Brief Document in

order to establish LCCF carbon baseline for the project.

Step 2 - Emission Baselines and Opportunities

For the next step, Local Authorities shall create the baseline according to the
following procedure:

(i) Decide LCCF boundaries;

(ii) Decide base year and final year;
(iii) Declare total population at base year and final year (day population or
night population whichever the highest);
(iv) Compile data for base year according to selected criteria.

From the baseline result, Local Authorities should prioritise which low carbon
strategy can provide better opportunities for carbon reduction.
The next step is to establish a baseline based on ‘Business as Usual’ (BAU).
This step consists of establishing the carbon footprint based on an
implementation plan where no carbon reduction plan is considered, hence its
name; ‘BAU’.
Upon completion and evaluation of the baseline assessment, Provisional
Certificate shall be given to the Local Authorities by KeTTHA / GreenTech
Malaysia.

Step 3 - Develop City Strategy (Blueprint Implementation)

Once the project and baseline have been identified, it is then important
to embark on a carbon reduction plan and strategy. This plan will
automatically be able to derive the amount of emission abatement when the
plan is successfully implemented.
The ‘What’, ‘How’ and ‘Who’ of the carbon reduction programme need to
be described together with strategies and programmes or activities for
implementation.

Low Carbon Cities Framework | 93

 4.2
Application, Approval,
& Recognition Process

Step 4 - Implement and Measure

At the implementation stage, the plan and strategy must be carefully
adhered to. This will result in minimal slippage from the original intent.
During the entire implementation process, improvements in the abatement
plan can also be introduced, provided these improvements do not negatively
impact the schedule and budget of the project.
Such a project should be undertaken by the taskforce responsible for the
delivery of specified projects as stated in the Carbon Reduction Management
Plan or Low Carbon City Action Plan.
Once the project is underway, the taskforce needs to collect data that is
needed based on selected criteria on an annual basis until the final year. The
purpose is to update the annual emission inventory.
The information should then be fed into the plan to assess whether the
city is on track to meet any targets set. On completion of
the project and upon commissioning of all systems, the performance of the
project can start to be measured periodically. The team can choose to measure
the performance based on its specific timeline every year.

Step 5 - Review and Monitor

Reviewing of the project’s action plan and result monitoring is important to
ensure that the projected carbon emissions are achievable. If the target was
achieved, the team can plan for further reduction in the next phase of development
as planned in the road map.
To obtain Diamond Recognition by the Federal Government, Local
Authorities need to submit their final data collection for review,
assessment and verification by GreenTech Malaysia. Once Diamond
Recognition was approved and obtained by the Local Authorities, continuous
effort must be done to ensure continuous low carbon city development effort
in each project’s boundaries.
The Diamond Recognition is valid by each final year basis, meaning
Local Authorities will reapply for the next phases in order to have continuous
effort of low carbon city implementation throughout its operation.

94 | Low Carbon Cities Framework

4.2
Application, Approval,
& Recognition Process

4.2.2. Recognition Process

Diamond Recognition by the Federal Government will only be given to the
Local Authorities. However, stakeholders (Developers) in their effort to
reduce carbon emission in the defined Local Authorities areas shall be
given award recognition certificate for their assistance in helping the Local
Authorities achieving the Diamond Recognition, provided if their development or
programme managed to reduce carbon emission. Figure 4.2 shows the overall
implementation approach under LCCF.

Phase 1 Phase 2 Phase 3 Continuous Carbon

Introduction & Awareness Baseline Development Blueprint Implementation Reduction Effort

Townhall Session Preparation of Preparation of Final Report

• Introduction to GT Project Brief Blueprint • Preparation of Final
• Briefing of LCCF • Selection of criteria • Interim year(s) data Carbon Assessment
• Determination of collection, verification, report by GreenTech
Malaysia
LCCF Advanced approach blueprint formulation via
• Methodology Employed application of LCCFTrack
Training
• Detail understanding
• Setting up taskforce Committee
• Project Timeline
of LCCF Implementation of Endorsement
• Application of Checklist Blueprint • Presentation to LCCF
• Introduction of LCCF Baseline Report • Methodology Employed Technical Committee by
Track (Online Carbon • Data Collection • Project Timeline (Baseline, GreenTech Malaysia
Assessment) • Data Verification Via Final) • Diamond Rating Issuance
application of LCCFTrack • Continuous Low Carbon
Strategy activity(s) Next Assessment
Committee tracking • Continue with Phase 2
Endorsement Recommended to
• Presentation to LCCF upgrade with increase
Technical Committee boundary.
• Provisional Certificate • If applicable, to upgrade
Issuance from one-system to
city-based approach

Figure 4.2: Overall LCCF Implementation Phase

Low Carbon Cities Framework | 95

 4.2
Application, Approval,
& Recognition Process

Reduction performance of a city, either through the city-based approach or

one-system approach, will be awarded a carbon assessment performance
recognition as shown in Table 4.1. This Diamond award takes place during the
Phase 3: Blueprint Implementation Phase.

Carbon Reduction Level Level of Achievement

100 Carbon Neutral

Best Practice 5
70 - 99%
Best Practice 4
50 - 69%
Best Practice 3
30 - 49%
Best Practice 2
10 - 29%

Best Practice 1
1 - 9%

Table 4.1: Carbon Assessment Performance Recognition

96 | Low Carbon Cities Framework

4.3
LCCF Checklist

LCCF Checklist is the minimum requirement list set by KeTTHA and GreenTech
Malaysia in order to gauge whether a project or development is ready or not
ready to commit in the development and implementation of Low Carbon
City element in their jurisdiction. As the first step in any registration of LCCF
Project, the Checklist must be fully complied. If the Checklist process failed,
the project or development must take necessary action in order to comply
with the Checklist requirement. Failure to pass minimum marks in the checklist
will grant no approval to validate itself suitable to enrol in LCCF project. LCCF
Checklist can be filled up by Local Authorities (for existing completed city) and
Developers (for new project development/ city). The general LCCF Checklist
can Total
be referred
scores the Appendix
in from 1.
each element will be combined in this section
to produce a LCCF Checklist Score.
Table 4.2 shows passing score for the checklist is 50 and above. Score below
50 indicates that the applicants will need to review their checklist selection in
The score for the LCCF Checklist are as follows:
order for their project to be eligible in the LCCF Program. Total scores from
each element will be combined in this section to produce a LCCF Checklist
Score. The score for the LCCF Checklist are as follows:

% SCORE LCCF CHECKLIST ACHIEVEMENT

>90 Outstanding

80 - 89 Excellent

70 - 79 Very Good

60 - 69 Good

50 - 59 Pass

<50 Unclassified

Unclassified (<50) score

Table represents
4.2: Score forperformance
LCCF Checklist that is not compliant
to the LCCF requirements. This may be due to failure to meet the key
Unclassified
assessment (<50) score
or the represents
overall performance
threshold that isfornot
score required compliant
baseline to the
carbon
LCCF requirements. This
emission calculation. may be due to failure to meet the key assessment or
the overall threshold score required for baseline carbon emission calculation.

Low Carbon Cities Framework | 97

 4.4
Application of the
LCCF Checklist

Step 1 • Identify project

Identify Project

Step 2 • Select Checklist element

• Submission to respective Local Authorities
Fill Up Checklist Form

Step 3 • Related Local Authorities will review

• Approval from the related Local Authorities
Review & Approval

Step 4 • Once approved, the project is marked

as registered
• Baseline Development Start (Project Brief and
Baseline Development Baseline Data Collection)

Figure 4.3: Application of the LCCF Checklist

Step 1 - Identify Project

Local Authorities or Stakeholders need to identify the type of project that they
intend to develop and implement under LCCF programme. Details such as
total area and LCCF border area, and population at baseline year and final
year of the selected area must also be declared.

Step 2 – Fill Up Checklist Form

There are 107 checklist elements in the Checklist. The project must able to
select which elements are applicable and which are not applicable to their
project. The total marks shall be based on the total checklist applicable to the
project.

Step 3 – Review & Approval

It is recommended for the applicants especially Developers to meet with their
respective Local Authorities to discuss which checklist elements are related
to their project. Several discussions or consultations with their respective
Local Authorities might be expected before approval can be granted. Approval
of the Checklist shall be carried out by the respective Local Authorities related
to the development area. Submission of Checklist is via LCCFTrack.

Step 4 – Baseline Development

Once the Checklist application was approved, the project is officially
registered under LCCF Programme. The next step is for the applicants to
proceed with the Baseline Development Stage where they will need to
formulate Project Brief document and baseline data collection and input via
LCCFTrack. This step onwards shall be guided by GreenTech Malaysia.

98 | Low Carbon Cities Framework

4.5
Relationship between
Framework and the
Assessment System
The relationship between the Framework and the Assessment System;
LCCFTRACK should be clearly understood and this is an important
requirement to achieving accurate results in the entire undertaking. LCCF
TRACK is a dedicated online carbon assessment system for Low Carbon
Cities/ Zones which was designed to support the implementation of Low Carbon
Cities Framework (LCCF) by the Government of Malaysia and can be accessed
online via web portal: www.greentownship.my. This system is developed and
managed by GreenTech Malaysia.

The framework will provide the elements on which the approach will be hinged,
whereas LCCFTrack will utilise these ingredients and convert them into carbon
equivalents. The two are not separable and should be read in conjunction with
each other. The usage of both is sequential, starting with the framework. The
following diagram (Figure 4.4) shows the overall connection and process flow
that bind together framework and assessment under LCCF.

Figure: 4.4: Key Action Flow of LCCF Diamond Recognition

Low Carbon Cities Framework | 99

 ACKNOWLEDGEMENT
ACKNOWLEDGEMENT

Ministry of Energy, Green Technology and Water

(Kementerian Tenaga, Teknologi Hijau dan Air)
Blok E4/5, Kompleks Kerajaan E,
Pusat Pentadbiran Kerajaan Persekutuan,
62668 Putrajaya
Tel : 03-8883 6000
Fax : 03-8889 3930
Website: www.kettha.gov.my

Ministry of Urban Wellbeing, Housing and Local Government

(Kementerian Kesejahteraan Bandar, Perumahan dan Kerajaan Tempatan)
51, Persiaran Perdana, Presint 4,
62100 Putrajaya,
Wilayah Persekutuan Putrajaya
Tel : 03-8000 8000
Fax : 03-8891 3182
Website: www.kpkt.gov.my

Ministry of Natural Resources and Environment

(Kementerian Sumber Asli dan Alam Sekitar)
Wisma Sumber Asli
No 25, Persiaran Perdana
Presint 4
62574, Putrajaya
Tel : 03-8000 8000
Fax : 03 8889 2672
Website: www.nre.gov.my

Land Public Transportation Commission

Suruhanjaya Pengangkutan Awam Darat (S.P.A.D)
Block D, Platinum Sentral, Jalan Stesen Sentral 2,
Kuala Lumpur Sentral, 50470 Kuala Lumpur.
Hotline : 1-800-88-7723
Website: www.spad.gov.my

Low Carbon Cities Framework Rev.2 Aug. 2017 104

100 | Low Carbon Cities Framework
ACKNOWLEDGEMENT
National Water Services Commission
Suruhanjaya Perkhidmatan Air Negara (SPAN)
Ground and 1st Floor,
Prima Avenue 7, Block 3510,
Jalan Teknokrat 6,
63000 Cyberjaya, Selangor, Malaysia.
Tel : 03-8317 9333 / 334 / 335
Fax : 03-8317 9336 / 9339
Website: www.span.gov.my

Malaysian Green Technology Corporation

(GreenTech Malaysia)
No.2, Jalan 9/10,
Persiaran Usahawan, Seksyen 9,
43650 Bandar Baru Bangi,
Selangor Darul Ehsan
Tel : 03-8921 0800
Fax : 03-8921 0801
Website: www.greentechmalaysia.my

Sustainable Energy Development Authority Malaysia (SEDA Malaysia)

Galeria PjH, Aras 9, Jalan P4W,
Persiaran Perdana, Presint 4
62100 Putrajaya.
Tel : 03-8870 5800
Fax : 03-8870 5900
Website: www.seda.gov.my

Public Works Department Malaysia

(JKR Wilayah Persekutuan Putrajaya)
Aras 3, Blok C7
Pusat Pentadbiran Kerajaan Persekutuan
62582 Putrajaya
Tel : 03-8885 6800
Fax : 03-8885 6998
Website: www.jkr.gov.my

Forest Research Institute Malaysia (FRIM)

(Institut Penyelidikan Perhutanan Malaysia)
52109 Kepong
Selangor Darul Ehsan
Tel : 03-6279 7000
Fax : 03-6273 1314
Website: www.frim.gov.my
Low Carbon Cities Framework |101
Low Carbon Cities Framework Rev.2 Aug. 2017 105
 ACKNOWLEDGEMENT
Malaysian Green Building Confederation
4 & 6 Jalan Tangsi
50480 Kuala Lumpur
Tel : 03-2698 8235
Fax : 03-2698 8236
Website: www.mgbc.org.my

Environmental Management & Research Association of Malaysia

(Ensearch)
30-3, Jalan PJU 5/16
Data ran Sunway
Kota Damansara
47810 Petaling Jaya
Selangor Darul Ehsan
Tel : 03-61569807/8
Fax : 03-61569803
Website: www.ensearch.org

Universiti Teknologi Malaysia

UTM Skudai
81310 JOHOR
Tel : 07-553 0692/ 0376
Fax : 07-5570815
Website: www.utm.my

Universiti Malaya
Bangunan Canseleri, Universiti Malaya
50603 Kuala Lumpur
Tel : 03-7967 7164
Fax : 03-7967 4396
Website: www.um.edu.my

Majlis Perbandaran Hang Tuah Jaya

SF-01, Aras 2, Kompleks Melaka Mall,
Jalan Tun Abdul Razak - Lebuh Ayer Keroh,
Hang Tuah Jaya, 75450, Ayer Keroh Melaka
Tel : 06-232 3773
Fax : 06-232 2778
Website: www.mphtj.gov.my

102 | Low Carbon Cities Framework

Low Carbon Cities Framework Rev.2 Aug. 2017 106
ACKNOWLEDGEMENT
Perbadanan Putrajaya
Kompleks Perbadanan Putrajaya
24, Persiaran Perdana
Presint 3
62675 PUTRAJAYA
Tel : 03-8000 8000
Fax : 03-8887 5000
Website: www.ppj.gov.my

Majlis Bandaraya Pulau Pinang

Paras 4, KOMTAR,
Jalan Penang,
10675 Pulau Pinang
Tel : 04-259 2020
Fax : 04-262 6260
Website: www.mbpp.gov.my

Majlis Perbandaran Subang Jaya

Persiaran Perpaduan
USJ 5, 47610 Subang Jaya
Tel : 03-8026 3131
Fax : 03-5637 6585
Website: www.mpsj.gov.my

Majlis Bandaraya Shah Alam

Wisma MBSA,
Persiaran Perbandaran,
40000 Shah Alam, Selangor.
Tel : 03-5510 5133
Fax : 03-5510 8010
Website: www.mbsa.gov.my

GreenRE Sdn Bhd

Wisma REHDA,
No. 2, Jalan SS 5D/6,
47301 Petaling Jaya, Selangor Darul Ehsan
Tel : 03 - 7803 2978
Fax : 03 - 7803 5285
Website: www.greenre.org

Low Carbon Cities Framework |103

Low Carbon Cities Framework Rev.2 Aug. 2017 107
 ACKNOWLEDGEMENT

Green Building Index Sdn. Bhd

Level 4, PAM Centre
99L, Jalan Tandok, Bangsar
59100 Kuala Lumpur
Tel : 03-2201 6066
Fax : 03-2201 8566
Website: www.greenbuildingindex.org

Malaysian Institute of Planners

B-01-02, Jalan SS 7/13B
Plaza Kelana Jaya
47301 Petaling Jaya
Selangor Darul Ehsan
Tel : 03-7877 0636 / 0637
Fax : 03-7877 9636
Website: www.mip.org.my

Prasarana Malaysia Berhad

B-20-1, Level 20, Menara UOA Bangsar
No. 5, Jalan Bangsar Utama 1,
59000 Kuala Lumpur
Tel : 03-2299 1999/ 2287 5959
Fax : 03-2299 1919
Website: www.myrapid.com.my

104 | Low Carbon Cities Framework

Low Carbon Cities Framework Rev.2 Aug. 2017 108
 GLOSSARY

GLOSSARY
GLOSSARY

COMPONENT DESCRIPTION
Data on the magnitude of a human activity resulting in CHG
emissions. Data on energy use, miles travelled, input material flow
Activity Data and product output are all examples of activity data that might be
used to compute CHG emissions.
(Source: UNEP SBCI – Sustainable Buildings and Climate Initiative, 2009)
Reducing the degree or intensity of greenhouse gas emissions.
Abatement
(Source: unfccc.int/essential_background/glossary/items)
A normal execution of standard functional operations within an
BAU organisation, particularly in contrast to a project or
(Business-As-Usual) programme which would introduce change.
(Source: en.wiktionary.org/wiki/business_as_usual)
The range of variation found among microorganisms, plants, fungi
Biodiversity and animals. Also the richness of species of living organisms.
(Source: www.esa.org/education_diversity/pdfDocs/biodiversity.pdf)
An area which is abandoned or underused industrial and commercial
facilities available for re-use. However, any expansion or
Brownfield redevelopment in this area is complicated due to environmental
contamination.
(Source: www.epa.gov/OCEPATERMS/bterms.html)
Construction work that has the provision of shelter for its occupants
or contents as one of its main purposes; usually partially or totally
Building
enclosed and designed to stand permanently in one place.
(Source: UNEP SBCI – Sustainable Buildings and Climate Initiative, 2009)
Removal of contaminants from ground water or surface water in a
treatment system by forcing it through tanks containing activated
Carbon Adsorption
carbon treated to attract the contaminants.
(Source: www.epa.gov/OCEPATERMS/cterms.html)
The direct effects that one’s actions and lifestyle have on the
environment in terms of carbon dioxide emissions. It can be direct or
Carbon Footprint
indirect impact in accelerating climate change.
(Source: www.dcnr.state.pa.us/brc/grants/Glossary.doc)
Carbon that is removed and stored from the atmosphere in carbon
sinks (such as oceans, forests or soils) through physical or biological
Carbon Sequestration
processes, like photosynthesis.
(Source:www.greenfacts.org/glossary/abc/carbon-sequestration.htm)
The quantity of carbon contained in a reservoir or system which has
Carbon Stock the capacity to accumulate or release carbon.
(Source:www.greenfacts.org/glossary/abc/carbon-stock.htm)

Low Carbon Cities Framework Rev.2 Aug. 2017 109

Low Carbon Cities Framework |105

 GLOSSARY
GLOSSARY

COMPONENT DESCRIPTION
Carbon that is stored within tree tissue (roots, stems and branches).
The amount stored will increase as the tree grows and once it dies or
Carbon Storage
decays, the stored carbon will be released back into the atmosphere.
(Source: urbanforest.dehort.org/glossary)
A tool used to measure, report and verify reductions in a consistent
and comparable way in order to support GHG emission reductions
CCM (Common Carbon
through accurate measurement of energy efficiency improvements
Metric)
in building operations.
(Source: www.unep.org/sbci/pdfs/UNEPSBCICarbonMetric.pdf)
Methane, a Kyoto Protocol greenhouse gas.
CH4
(Source: UNEP SBCI – Sustainable Buildings and Climate Initiative, 2009)
An energy conversion process in which more than one useful product,
CHP (Combined Heat such as electricity and heat or steam, is generated from the same
and Power) energy input stream (cogeneration).
(Source: UNEP SBCI – Sustainable Buildings and Climate Initiative, 2009)
Climate change is any long-term significant change in the average
weather of a region of the earth as a whole. For more information,
Climate Change
see average weather.
(Source: UNEP SBCI – Sustainable Buildings and Climate Initiative, 2009)
Climate neutrality is a term that refers to an entity with no net GHG
emissions. Achieved by reducing greenhouse gas emissions as much
Climate Neutrality as possible and by using carbon offsets to neutralise the remaining
emissions.
(Source: UNEP SBCI – Sustainable Buildings and Climate Initiative, 2009)
The universal unit for comparing emissions of different GHGs,
expressed in terms of the global warming potential (GWP) of one unit
CO2 Equivalent (CO2e)
carbon dioxide.
(Source: UNEP SBCI – Sustainable Buildings and Climate Initiative, 2009)
The centralised production and distribution of cooling energy where
chilled water is delivered via an underground insulated pipeline to
DCS (District Cooling
office, industrial and residential buildings to cool the indoor air of the
System)
buildings within a district.
(Source: www.empower.ae/php/what-is-district-cooling.php?id=1)
GHG emissions expressed on a per unit activity basis. For example,
metric tons of CO2 emitted per million Btus of coal combusted or
Emission Factor
metric tons of CO2 emitted per kWh of electricity consumed.
(Source: UNEP SBCI – Sustainable Buildings and Climate Initiative, 2009)
Delivered energy use for building operations, and scope one and two
Energy Performance greenhouse gas emissions.
(Source: UNEP SBCI – Sustainable Buildings and Climate Initiative, 2009)

106 | Low Carbon Cities Framework

Low Carbon Cities Framework Rev.2 Aug. 2017 110
GLOSSARY
GLOSSARY

COMPONENT DESCRIPTION
An area of low-lying ground adjacent to a river or other type of water
Floodplain body that is subject to flooding.
(Source: www.dcnr.state.pa.us/brc/grants/Glossary.doc)
The market value of all final goods and services produced within a
GDP (Gross Domestic country in a given period. It is often considered an indicator of the
Product) economic health of a country as well as its standard of living.
(Source: www.investopedia.com/terms/g/gdp.asp)
The total floor area contained within a building, including the
GFA (Gross Floor Area) horizontal area of external walls.
(Source: UNEP SBCI – Sustainable Buildings and Climate Initiative, 2009)
A gas that contributes towards potential climate change such as
GHG (Greenhouse
carbon dioxide (CO2), methane (CH2) and nitrous oxide (N2O).
Gas)
(Source: www.epa.gov/OCEPATERMS/gterms.html)
A quantified list of an organisation’s GHG emission sources.
GHG Inventory
(Source: UNEP SBCI – Sustainable Buildings and Climate Initiative, 2009)
Sustainable or high-performance building. Green building is the
practice of creating structures and using processes that are
environmentally responsible and resource-efficient throughout a
building's life cycle from sitting to design, construction, operation,
Green Building
maintenance, renovation and deconstruction. This practice expands
and complements the classical building design concerns of economy,
utility, durability and comfort.
(Source: EPA, United States Environmental Protection Energy)
An agricultural, forest or undeveloped land in a city or rural area used
Greenfield for agriculture, landscape design or left to evolve naturally.
(Source: www.businessdictionary.com/definition/greenfield-site.html)
Wastewater that is generated from domestic activities such as
laundry, dishwashing and bathing which can be recycled on-site for
Grey water
uses such as landscape irrigation, and constructed wetlands.
(Source: www.greensystems.net/greywater.html)
Usually former commercial properties which are underutilised or
vacant. It can also be an area that was previously developed and is
Greyfield
not contaminated.
(Source: www.dcnr.state.pa.us/brc/grants/Glossary.doc)
The ratio of radioactive forcing that would result from the emission
GWP (Global Warming
of one unit of a given GHG compared to one unit of carbon dioxide
Potential)
(CO2).
HFCs (Hydro- HFCs are Kyoto Protocol greenhouse gases.
fluorocarbons) (Source: UNEP SBCI – Sustainable Buildings and Climate Initiative, 2009)
A framework for tracking & reporting building performance over
Index
time.

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Low Carbon Cities Framework Rev.2 Aug. 2017 111
 GLOSSARY
GLOSSARY

COMPONENT DESCRIPTION
(Source: UNEP SBCI – Sustainable Buildings and Climate Initiative, 2009)
New construction or redevelopment of small residential, commercial
or industrial properties on previously developed land in cities or
Infill
developed suburbs.
(Source: www.brownfieldstsc.org/glossary)
A change in the thought process for doing something or new stuff
Innovation that is made useful.
(Source: UNEP SBCI – Sustainable Buildings and Climate Initiative, 2009)
An international scientific body for the assessment of climate change.
IPCC
The role of the IPCC is to assess the scientific, technical and socio-
(Intergovernmental
economic factors relevant to understanding the risk of human-
Panel for Climate
induced climate change.
Change)
(Source: www.ipcc.ch/organization/organization.shtml)
Targets or goals which are easily achievable and which do not require
Low Hanging Fruits a lot of effort.
(Source: www.urbandictionary.com)
A Kyoto Protocol greenhouse gas.
N2O (nitrous oxide)
(Source: UNEP SBCI – Sustainable Buildings and Climate Initiative, 2009)
An alternative fuel vehicle that emits less emission compared to
other traditional and alternative fuels. It can be used as compressed
NGV (Natural Gas
natural gas (CNG), liquid natural gas (LNG) or even blended with
Vehicle)
hydrogen.
(Source: www.iangv.org/home.html)
PFCs are Kyoto Protocol GHGs.
PFCs (Per
(Source: UNEP SBCI – Sustainable Buildings and Climate Initiative,
fluorocarbons)
2009)
A method of storing and using rainwater for irrigation and watering
plants, washing cars, flushing toilets, supplying washing machines
Rainwater Harvesting
and any other non-potable water uses.
(Source: www.waterbowser-watertank.co.uk/rainwater-harvesting.php)
A privately-operated vehicle whose only occupant is the driver. The
SOV (Single Occupancy drivers of SOVs use their vehicles primarily for personal travel, daily
Vehicle) commuting and for running errands.
(Source: en.wikipedia.org/wiki/Single-occupant_vehicle)
Any organisation, governmental entity or individual that has a share
or an interest in environmental regulation, pollution prevention,
Stakeholder
energy conservation, etc.
(Source: www.epa.gov/oaqps001/community/glossary.html)
Sustainable Sustainability is the ability in meeting the basic needs of all and
Development extending to all the opportunity to satisfy their aspirations for a

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COMPONENT DESCRIPTION
better life without jeopardising the opportunities for future
generations.
(Source: www.un-documents.net/ocf-02.htm#I)
The relative warmth of a city compared with surrounding rural areas.
This is related to changes in runoff, the concrete jungle effects on
UHI (Urban Heat heat retention, changes in surface albedo, changes in pollution and
Island) aerosols, and so on.
(Source: resilient-cities.iclei.org/bonn2011/resilience-resource-
point/glossary-of-key-terms)
The United Nations is an international organization founded in 1945 made
up of 193 Member States. It aims at facilitating cooperation
UN (United Nations) in international law, international security, economic development,
social progress, human rights, and achievement of world peace.
(Source: www.un.org/Overview/uninbrief)
A designated authority of the United Nations system in
environmental issues at the global and regional level. The
UNEP (United Nations authorisation is to coordinate the development of environmental
Environment policy consensus by keeping the global environment under review
Programme) and bringing emerging issues to the attention of governments and
the international community for action.
(Source: www.unep.org/resources/gov)
An international environmental treaty with the goal of achieving the
UNFCCC (United
stabilisation of greenhouse gas concentrations in the atmosphere at
Nations Framework
a level that would prevent dangerous anthropogenic
Convention on Climate
interference with the climate system.
Change)
(Source: unfccc.int/essential_background/convention/background/items)
Amount of space that people use when in public places like
Urban Footprint sidewalks, exercise paths and public transport (trains, buses, etc.).
(Source: www.urbandictionary.com)
All types of vegetation that grow in a city, town or a suburb. In a
wider sense, it may include any kind of woody plant vegetation
Urban Forest
growing in and around human settlements.
(Source: www.definition-of.net/urban+forest)
A measure of the extent of motor vehicle operation; the total
VMT (Vehicle Miles number of vehicle miles travelled within a specific geographic area
Travelled) over a given period of time.
(Source: www.epa.gov/OCEPATERMS/vterms.html)
Used water which is discharged from the home, community, farm or
industry. It contains dissolved or suspended matter that is harmful
Wastewater
and damages the water quality.
(Source: www.epa.gov/OCEPATERMS/wterms.html)

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GLOSSARY

COMPONENT DESCRIPTION
An area that is saturated by surface or ground water with vegetation
adapted for life under those soil conditions, such as swamps, bogs,
Wetlands
fens, marshes and estuaries.
(Source: www.epa.gov/OCEPATERMS/wterms.html)

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 NOTES

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 MINISTRY OF ENERGY,
GREEN TECHNOLOGY AND WATER (KeTTHA)

Blok E4/5,
Kompleks Kerajaan E,
Pusat Pentadbiran Kerajaan Persekutuan,
62668 Putrajaya.
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