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3rd Proceeding of Civil Engineering Volume 1- Structure and Materials Volume 2- Construction Management, Geotechnics and Transportation Volume 3- Water and Environmental Engineering Published by School of Civil Engineering Universiti Teknologi Malaysia 81310 Johor Bahru Johor, MALAYSIA © School of Civil Engineering, Universiti Teknologi Malaysia Perpustakaan Negara Malaysia Cataloguing-in-Publication Data Printed in Malaysia ISBN 978-967-2171-62-1 List of Editors 1. Dr. Libriati Zardasti 2. Dr. Nur Syamimi Zaidi 3. Dr. Ain Naadia Mazlan 4. Dr. Mohamed Zuhaili Bin Mohamed Najib 5. Dr. Kogila Vani Annammala 6. Dr. Eeydzah Aminudin 7. Dr. Dayang Zulaika Abang Hasbollah 8. Dr. Mohd Ridza Mohd Haniffah 9. Dr. Nur Hafizah Abd Khalid 10. PM. Dr. Norhisham Bin Bakhary No responsibility is assumed by the Publisher for any injury and/or any damage to persons or properties as a matter of products liability, negligence or otherwise, or from any use or operation of any method, product, instruction, or idea contained in the material herein. Copyright © 2018 by School of Civil Engineering, Universiti Teknologi Malaysia. All rights reserved. This publication is protected by Copyright and permission should be obtained from the publisher prior to any prohibited reproduction, storage in a retrieval system, or transmission in any form or by any means, electronic, mechanical, photocopying, recording, or likewise.

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PREFACE

We proudly present the third proceeding of civil engineering research work by our final year students from the School of Civil Engineering, University Teknologi Malaysia Session 2017/2018. These students had undergone two semesters of final year project where literature reviews were carried out and proposals were prepared during the first semester while the research projects were executed and final year project reports were written up during the second semester. Each of the completed research project was presented by the student before a panel consisted of academic staffs that are well versed in the particular research area, together with a representative from the industry. The final year project presentation that was held on the 3rd and 4th of June 2018 allowed the dissemination of knowledge and results in theory, methodology and application on the different fields of civil engineering among the audience and served as a platform where any vague knowledge was clarified and any misunderstood theories, procedures and interpretation of the research works were corrected. All accepted technical papers here have been submitted to a peer-review process by a panel of expert referees, and selected based on the author’s passion in contributing to the proceeding. We hope that the proceeding provides a broad overview of the latest research results on related fields. The articles of the proceeding are published in three volumes and are organized in broad categories as follows: Volume 1- Structure and Materials Volume 2- Construction Management, Geotechnics and Transportation Volume 3- Water and Environmental Engineering We would like to express our sincere gratitude to all the Technical Proceeding Committee members for their hard work, precious time and endeavor preparing for the proceeding. Last but not least, we would like to thank each and every contributing final year project students for their efforts and especially the academic staff who served as supervisors for their support and extra editing of the technical paper to ensure a good quality proceeding.

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TABLE OF CONTENT Title Page Editorial Boards Preface Table of Content

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Effect of Tunnel Construction on Existing Pile in Sand...………………………………………….. 1

Effect of Tunnelling on Existing Pile in Sand ……………………………………………………… 8

The Effect of Tropical Weathering on Durability Properties of Sandstone and Shale…………………………………………………………………………………………………. 14

The Effect of Tropical Weathering on the Strength of Tuffaceous Sandstone and Shale of Jurong Formation …………………………………………………………………………………………… 21

Traffic Noise Level at Jalan Skudai – Gelang Patah, Mutiara Rini,Johor…………………………... 27

Implementation of Green Procurement in The Construction Industry in Malaysia…………………. 33

Implementation of Building Information Modelling (BIM) in Site Safety Management ……..……. 41

The Effectiveness of Project Managers in the Success of a Project ……………..………………….. 48

Developing a BIM–model for Health Clinic Project………………………………………………… 54

Carbon Emission Assessment of Energy Efficiency Criteria in MyGHI Implementation…………... 69

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Effect of Tunnel Construction on Existing Pile in Sand Auzaie Alif Abdul Latip1, Siti Norafida bt Jusoh1*, Norzurairahetty Mohd. Yunus1,

Ahmad Safuan A.Rashid1, Azman Kassim1 1School of Civil Engineering, Faculty of Engineering, Universiti Teknologi Malaysia, Malaysia

*snorafida@utm.my

ABSTRACT. Nowadays, rapid development of underground exploration, especially on tunneling works shows an increase interest. This happened due to the high demand for having a better and effective transportation system. However, in cities, by having a lot of high rise building with pile as their foundation had made the underground space become congested. These give challenges to the engineer. During tunnelling, among of the constraints are to ensure the pile’s behaviors and ground surface settlement is in safe margin due to tunnelling effect. Tunneling induced the ground movement and thus influences the movement of existing structures. This study focuses on the tunnel-soil-pile interaction by performing a physical modelling test. The laboratory tests determined the pile’s behaviors which are vertical and horizontal movement of pile including the pattern bending moments. The ground surface settlement is also determined and the complete pattern is obtained by the help of using empirical method. The tests have different pile’s location located in the tunnel influence zone. Volume loss, tunnel depth and type of soil is kept constant while the variable was the location of the pile. From the test, findings shows that the constructions of tunnel were significantly affected the ground surface settlement. The closer the pile to the tunnel, the smaller the surface settlement induced above the tunnel crown. Tunneling also depicted inducing induced pile movement, the further the distance between tunnel and pile, the lower the value of pile vertical and horizontal movement, same goes to the value of pile’s bending moment.

Keywords: Modelling Test; Tunnel-Soil-Pile Interaction; Ground Surface Settlement; Tunnelling; Sand; Pile Movement; Pile Bending Moment; Influence Zone; Empirical Method.

INTRODUCTION

This study focuses on the tunneling effect to the ground surface settlement and to the existing pile, which is an underground structure. By using a reduced scale of physical models, the mechanism of ground and the existing pile movements subjected to the tunnel excavation had been analysed. Testing of the model had been held at D03, Geotechnical Laboratory, Faculty of Civil Engineering, Universiti Tekonologi Malaysia

Problem Statement Since urban area is dominated by high rise and huge buildings that using piling system as their foundation, the tunnel construction has become more challenging . Tunneling process can jeopardize and impose negative impact to the integrity of the piling system. If the piling system is not properly taken into consideration during tunnel construction, this will contribute to major settlement. Previous research has focus more on the group of pile in the clayey soil and on the bore pile but lack on the research on single pile in the sandy soil towards tunnelling process. Therefore, this research is a part of journey on investigating the reaction of single pile during construction of tunnel in sandy soil by using method of downscale experiment. Objective The objectives of the projects are:

To develop a simple correlation in laboratory testing to the existing result in order to obtain maximum ground surface settlement and ground settlement induced by tunnelling.

To determine the bending moment of existing pile due to tunnel construction. To determine the horizontal and vertical movement of pile due to tunnel construction.

Scope of Study The scope of work in this research is limited to experimental method only. The experiment have been conducted in Geotechnic Laboratory (D03) using the downscale modelling. Sand soil was used to represent ground and put in a transparent box. The sand was modelled to have 50% relative density of sand by distributing the sand equally in the transparent box. Single pile model was used at distance of 1 and 2 diameter (D) from the crown of tunnel. Volume loss of tunnnel was set to 5% (according to the tunnel model design). Significant of Study Reaction and behaviour of pile are very important information for designer and researcher in order to prevent catastrophic event from happening like a collapse of building due to the weaken of its pile foundation. Therefore by having the research on the effect of tunnel construction on existing pile in sand, the value of bending moment of the pile , horizontal and vertical movement of pile and also the surface settlement of sand were expected to be affected due to tunnel construction. These information are very important to be used in the process of designing a tunnel that located in the underground crowded space.

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LITERATURE REVIEW

Nowadays, people living in cities are increasingly affected by the improvement of living standards. This has led to the increment of demand to have a better and an efficient transport and utilities system which involve tunnelling. Underground tunnelling constructions beneath the foundations of a buildings or structures is becoming a normal practices nowadays because of the crowded space on ground. Therefore, the interaction between newly constructed tunnels and existing piled foundations is an important issue because it has a very significant effects to the structures above the ground [1]. Engineers that involves in tunnelling constructions should concentrate and acquire high knowledge on the advantages and disadvantages of tunnelling construction. Method of Tunnelling Construction Tunnel Boring Machine (TBM) is mainly constituted by three core systems, which includes the cutter-head driving system, hydraulic thrust system, and gripper-carrier system. The cutter-head system is driven by several motors as shown in Figure 1. The hydraulic thrust system includes thrust cylinders and beams with parallel structure to increase the thrust forces. The gripper-carrier system is used not only to stabilize the TBM but also to adjust the TBM orientation following the tunnel excavation position by torque cylinders and gripper cylinder. Considering the complex mechanical structure and highly coupled characteristics, the dynamic modelling of TBM is a challenging task.

(a) (b)

Figure 1: (a) Hard Rock TBM (b) Cutter-head driving system of Hard Rock TBM Surface Analysis Settlement Predicting the surface settlement of the ground surface produced by tunneling in shallow and soft ground is one of the biggest challenge of any tunnel Engineer. Surface settlement can be influenced by several factors which are ground loss at the tunnel face, behind the tail of the shield and through the tunnel support or linings. Empirical Formula The distribution of the settlements or settlement trough at the level of the foundations approximated a normal probability distribution function (Equation 1) described by Peck [2].

(Equation 1)

Where: Sv,max : the maximum settlement occurring above the tunnel axis,

: the horizontal distance from the tunnel axis, i : the horizontal distance from the tunnel axis to the profile inflexion point, as shown in (Figure 2). The calculated results have been assembled and illustrated in a dimensionless plot of i/R against z/2R for various tunnels in different materials by Peck[2]. Using the relationship obtained from field observations, Peck[2] formed the following relationship to estimate the value of i (Equation 22).

(Equation 2)

Where, n = 0.8 to 1.0 and zo is the tunnel depth above the tunnel crown R = radius of tunnel

Figure 2: Properties of Gaussian functions used in prediction of surface settlement[3]

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METHODOLOGY The preparation of project was to study the surface settlement and the behaviours of the existing pile that induced by tunnelling construction by using physical modelling. Several tests and analysis had been done to obtain the expected results and achieved the objectives. As briefly discussed in the previous chapter, the physical modelling and numerical modelling were the common methods that had been used by researchers all over the world to study the surface settlement and the behaviours of the pile. In this final year project, physical modelling technique had been conducted under single gravity testing (1g). The flowchart of project is represented in Figure 3.

Physical Modelling The laboratory physical model tests had been carried out under single gravity (1g) using a box of 60 cm in length, 60 cm in width and 50 cm in height as shown in Figure 3(a). The tunnel, constructed in circular shape which represents the Tunnel Boring Machine (TBM) technique, is made of aluminium tube with 48.8 mm inner diameter of tunnel and shielded by a tube of 50 mm outer diameter, which represent 5% volume lose. The excavation rate of real tunnelling was represent by pulling out the tunnel shield at constant speed. This model was designed to simulate the tunnel excavation process by controlling the ground volume loss induced by the process of pulling out the tunnel shield. Figure 3(b) and Figure 3(c) show the model of tunnel and aluminium pile respectively.

(a) (b) (c)

Figure 3: (a) Model box (b) Tunnel and tunnel shield (c) Aluminium pile Mobile Pluviator Apparatus As mentioned by Mahdy et al. [3] , the vertical and horizontal velocities of the particle are independent according to the speed of moving particle is uniform and slow. Hence, movement directions have insignificant influence on the desired relative density. The box was placed under a mobile pluviator and sand is poured and collected into the model box with controlled relative density. It is poured until sand reach the depth of required cover-to-diameter ratio (C/D). Dry pluviator system varies the density by changing the drop height and flow velocity. This system consists of a sand hopper, shutter, fixing device, diffuser system and soil collector[4], in which mobile pluviator is moved manually over the soil box area Figure 4. Trial and error calculation was done to determine the respective distance from the sieve and sand surface in order to maintain 50% relative density of sand.

Figure 4: Mobile apparatus for the relative density of 50%

RESULT AND DISCUSSION

Shallow tunneling work will induce varying degree of surface settlement profile due to tunneling work. It also produce a few effects to the existing pile around the tunnelling work. It will induce bending moment and produce horizontal and vertical movement of the pile .It became more crucial when the tunneling work is being done through densely populated area because it may cause damage to surrounding structures and environmental hazards. Hence, due to these potential impact, researches over the world carry out various research development to predict the surface settlement and the effect on the existing pile that induced by tunnelling work.

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Horizontal Movement of the Pile

Figure 5: Graph comparison of horizontal movement of pile

Based on the comparison graph(Figure 5), it shows that the carried out testing of 1D and 2D and previous findings (Asma’on[5]) have the different trend of pile’s horizontal movement. In this project, the further the distance between the pile and tunnel, the higher the value of pile’s horizontal movement those were induced. However, in the previous research of Asma’on[5], the researcher found that the further the distance between the pile and tunnel, the lower the value of pile’s horizontal movement that were induced. Asma’on finding’s was agreed with Abdullah and Taha[6] who stated that the effect of tunnelling construction have the greater effect on the pile that near to the tunnel because it is more exposed to the area of influence zone. The contradict findings from these testing might due to preparation of 50% relative density of the sand. The mobile pluviator was not properly handled due to less experience of researcher. The produce sand sample not achieve the targeted relative density. This different relative density of the sand results different sand behavior. Another factor is due to force used to pull the tunnel’s casing (i.e., simulating tunnel rate of construction) that is not successful to be fixed at constant and steady rate due to old machine state. In results, tunnel construction has been simulated with high speed thus produced unbalance and unstable forces which not represent real simulated excavation process.

Vertical Movement of the Pile

Figure 6: The location of LVDT on the pile during the testing

Based on the Figure 6, it shows that the current testing and Asma’on[5] have the same trend of pile’s vertical movement for the of 1.0D to 2.0D. In this findings, the futher the distance between the pile and tunnel, the lower the value of pile’s vertical movement that were induced same as the previous research, Asma’on[5]. The maximum value of pile’s vertical movement of current testing had decrease from 0.04 mm of 1.0D to 0.01 mm of 2.0D meanwhile 0.38 mm of 1.0D to 0.22 mm of 1.0D for Asma’on[5]. A review from indicates that the vertical load of the pile near the excavation was decreased with the tunnel excavation, while the vertical load of the rear pile was increased with the tunnel excavation[7]. Thus, it supports why in this study, the axial settlement value is higher with respect to nearest tunnel distance from the existing pile.

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Referring to the comparison graph, its hows that a huge different between findings of current testing compare to the previous research of Asma’on[5]. For the test of 1.0D, the maximum pile’s vertical movementis 89% Asma’on obtained higher compared to the current testing with the magnitude of 0.38 mm and 0.04 mm, respectively. For the test of 2.0D, the maximum pile’s vertical movement is 95% higher (Asma’on[5]) compared to the current testing with the magnitude of 0.22 mm and 0.01 mm, respectively. The huge differences are due of several factors. First, the impurities that affected the physical property of the sand used. Even though all of the test have the same passing size of 2 mm sand, the impurities that get into the sand during the transferring process of the sand from the modelling box to the mobile pluviator effected the results. Second, the huge differences of the pile’s vertical movement came from inconcsistancy of pulling force that simulate the tunnel’s construction process.

Bending Moment of Pile

Figure 7: Graph comparison bending moment of pile

In figure 7, results of bending moment of pile induce by tunnel excavation in sand is presented. In general, the magnitude of pile’s bending moment is decrease as it going to the lower part of the pile. This pattern follows the theoretical hypothesis stated the lower the part of pile, the lower the magnitude of pile’s bending moment that will be induced[7]. This can be proved and clearly seen by referring to results of 1.0D and 2.0D. For 1.0D, at the pile depths of 35 mm from the top of the pile, the magnitude of bending moment is 0.0013 Nm and as it goes deeper at the depth of 133 mm , the value of bending moment decrease to 91% which is only 0.00012 Nm. 1.0D’s trend also has the same pattern with 2.0D. At the pile depths of 35 mm from the top surface, the magnitude of bending moment is 0.0049 Nm and as it goes deeper at the depth of 133 mm , the magnitude of bending moment decrease to 98 % which is 0.0001 Nm. The decreasing magnitude of pile’s bending moment as it goes down to the lower part of pile is because the lower part of pile are hold up by the compacted sand that will reduce the pile’s movement, thus the magnitude of pile’s bending moment also decrease.

In the other hand, theoretically the magnitude of pile’s maximum bending moment will increase as the distance between the tunnel and the pile increases. This can be seen clearly at the maximum pile’s bending moment of 1.0D and 2.0D of this project have the magnitude of 0.0013 Nm and 0.0049 Nm, respectively. The maximum magnitude of pile’s bending moment of 1.0D to 2.0 has increase as the distance between pile and tunnel increases. This happened because when the distance between tunnel and pile is increase, it will create the bigger area that has lower degree of sand’s compaction. As the degree of sand’s compaction is low, the pile are tends to move when there is a force acting on it, thus will make the bending moment become bigger.

Transverse Ground Surface Settlement The cross-sectional profile of settlement can fairly well be determined for many tunnels based on ground surface settlement measurements, using the Gaussian function of normal distribution. The magnitude of maximum settlement,Sv,max is gained by using ratio method as the laboratory test of current testing to existing findings of Asma’on[5]. The horizontal movement of pile for 2.0D of is 0.28 mm and produce 0.31 mm of maximum settlement of Asma’on [5]. These value then taken and being calculated by using ratio method to get the value of maximum settlement Sv,max of 1.0D and 2.0D. This is because the horizontal movement of pile of current testing and Asma’on[5] have the almost same value with acceptable differences below 20% (i.e., 17% differences).

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Figure 8: Graph comparison of transverse surface settlement

From figure 8, transverse surface settlement of two different location of pile (at 1D and 2D from tunnel’s crown) of current

testings were compared to existing findings by Asma’on[5]. At the distance of 1.0D, the testing obtained maximum settlement of 0.26 mm compared to 0.31 mm by Asma’on[5] (i.e., 19% differences). For 2.0D test, results obtained was 0.40 mm (this testing) and 0.38 mm (Asma’on, [5]), respectively (i.e., 5 % differences). In general, both 1.0D and 2.0D of the current testing and Asma’on[5] shows that the value of maximum settlement is increasing as the distance between the tunnel and the pile is increase. This can be seen at the maximum settlement of current testing at 1.0D to 2.0D has increase at value of 0.26 mm and 0.38 mm, respectively. The maximum settlement of Asma’on[5] at 1.0D to 2.0D has also increase at value of 0.31 mm and 0.40 mm, respectively. This pattern matched with the theorytical pattern which stated the higher the distance between the tunnel and the existing pile, the higher the value of maximum settlement that will be produced[3]. The surface settlement was higher for location of pile located afar from the centre of the tunnel. Presence of pile had contributed to the reduction of surface settlement as the pile resists the sand movement. According to Basile [8], the presence of piles increases the soil stiffness, thereby reducing the induced ground movements. This also was demonstrated numerically in research done by Mroueh & Shahrour[9].

CONCLUSION

The construction of tunnel significantly affected the ground surface settlement. The present of pile does not prevent ground surface settlement from happening, however, it could reduced the overal tranverse surface settlement. The closer the distance of tunnel’s crown and pile, the smaller the ground surface settlement induced above the tunnel’s crown. In the meantime, pile’s vertical and horizontal movement induced by tunnelling shows significant variation with the increases distance of the pile from the tunnel centre. The further the distance between tunnel’s crown and pile, the higher the value of pile’s vertical and horizontal movements due to the effect of influence zone area. Last but not least, the pile behaviour (bending moment) induced due to tunnelling where the further the distance between tunnel’s crown and pile, the higher value of pile’s bending moments induced with the magnitude of pile’s bending moment is decrease as it going to the lower part of the pile.

REFERENCE

[1] Marshall, A. M., & Haji, T. (2015). An analytical study of tunnel – pile interaction, 45, 43–51. https://doi.org/10.1016/j.tust.2014.09.001

[2] Peck, R. B.(1969). “Deep excavations and tunneling in soft ground.” Proc., 7th Int. Conf. on Soil Mechanics and Foundation Engineering, Sociedad Mexicanna de Mexicanna dé Mecánica de Suelos (Mexican Society of Soil Mechanics), Mexico City, 225-290.

[3] Mahdy, K. Anuar, K., & Azlan, K. (2014). Sand Samples ’ Preparation Using Mobile Pluviator, 6825–6834. https://doi.org/10.1007/s13369-014-1247-8

[4] Marto, A., and Sohaei, H. U. (2015) Journal, E., Engineering, G., . Effects of tunnel depth and relative density of sand on surface settlement induced by tunneling Effects of Tunnel Depth and Relative Density of Sand on Surface Settlement Induced by Tunneling.

[5] Asma’on, S. A. (2018). Effect Of Tunnel Construction On Existing Pile In Sand, Master Thesis. Universiti Teknologi Malaysia.

[6] Abdullah, M. H., & Taha, M. R. (2013). A review of the effects of tunneling on adjacent piles. Electronic Journal of Geotechnical Engineering, 18 N, 2739– 2762.

[7] Ng, C. W. W., Lu, H., & Peng, S. Y. (2013). Three-dimensional centrifuge modelling of the effects of twin tunnelling on an existing pile Although , they installed starin gauges around the pile , the movement of the pile was not reported . Model of tunnel lining and volume loss, 35, 189–199. https://doi.org/10.1016/j.tust.2012.07.008

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[8] Basile, F. (2014). Effects of tunnelling on pile foundations. Soils and Foundations, 54(3), 280–295. https://doi.org/10.1016/j.sandf.2014.04.004

[9] Mroueh, H., & Shahrour, I. (2002). Three-dimensional finite element analysis of the interaction between tunneling and pile foundations, 230(August 2001), 217–230. https://doi.org/10.1002/nag.194

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Effect of Tunnelling on Existing Pile in Sand Amirul Azmay1, Siti Norafida Jusoh1*, Aminaton Marto2, Houman Sohaie3,

Muhammad Azril Bin Hezmi1, Dayang Zulaika Abang Hasbollah1 1School of Civil Engineering, Faculty of Engineering, Universiti Teknologi Malaysia, Malaysia

2Malaysia-Japan International Institute of Technology, Universiti Teknologi Malaysia, Kuala Lumpur 3Arup Jururunding Sdn Bhd,Kuala Lumpur

*snorafida@utm.my

ABSTRACT: Recent developments in a country have indirectly heightened the need for underground exploration, especially on tunnelling works. Excavation of tunnel in a limited underground space will eventually lead to construction close to the existing underground structure. During tunnelling, the constraint that need to be taken into consideration is the movement of pile that support the structure on ground. Tunnelling induced ground movement and thus influence the movement of existing structure. This study focuses on the tunnel-pile-soil interaction by performing a physical modelling test. The laboratory tests determined the settlement of ground surface, maximum bending moment of pile and movement of piles located in the tunnel influence zone. Volume loss, tunnel depth and type of soil is kept constant while the variable was the location of the pile. The construction of tunnel significantly affected the surface settlement of sand. In the presence of pile, the surface settlement occurred are depending on the location of the pile. The closer the pile to the tunnel, the smaller the surface settlement induced above the tunnel crown. The maximum bending moment of pile is depending on location of pile. The closer the position pile to the tunnel, the smaller the maximum bending moment of pile. Tunnelling induced pile movements; the axial movement variation is more pronounced with the location of the pile while it was insignificant for lateral movement.

Keywords: Tunnel-Pile-Soil Interaction, Pile Movement, Ground Surface Settlement, Pile Bending Moment, Tunneling, Sand, Soft Ground

INTRODUCTION

The growth of many cities has resulted in the need of infrastructure. As urban space becomes more limited, subsurface structures such as tunnels, underground metro stations and car parks are becoming the obvious choice and solutions to overcome the crowded space above the ground level. Although underground tunnels have been efficient in providing the infrastructure needed for the sustainable growth of cities around the world, there are problems and challenges associated with tunnelling in urban environment. In obtaining final tunnel alignment, considerations to be taken include the project cost, right of way in tunnel construction, safety, accessibility, schedule and its environmental impact. Due to these various factors, there can be cases where it cannot be avoided to construct a tunnel closed to existing underground structure. A large structure such as the foundation of a building can eventually be affected by the tunnel construction, be it the movement of the surrounding ground, the pile or the building itself. It is important to understand and analyses the effect of tunnelling before, during and after the construction so that hazard can be minimized and risk mitigation can be prepared beforehand. Major constraints that cannot be avoided during tunnelling is the settlement of the ground surface due to the soil movement.

Problem Statement Tunnelling induced ground movement either vertically or laterally due to the relaxation of in-situ stress, which can give impact to the existing structure in terms of its structural serviceability and integrity, especially for pile foundation which the main function of the pile is to support building above it. Even though underground structure can be identified during site investigation and adjustment on the tunnel alignment can be made, further development on tunnel sometimes cannot always avoid the area with the existing pile, particularly in a congested area such as urban area. Thus, an important factor to be lookout in tunnelling is the potential risk of damage induced by ground and pile settlement.

Theoretically, settlement in tunnel construction can come from short term or long term condition. Short term settlement is the result of volume loss occurs at the tunnel face and around the tunnel. For long-term settlement, it happens in cohesive soil such as clay where primary and secondary consolidation takes place. In addition, the settlement rate will be depending on the type of soil, tunnel layout and type of construction method used. Previous researchers investigated tunnel-pile interaction based on ground surface settlement, tilting of the pile foundation or load transfer mechanism. However less discuss the tunnel-soil-pile interaction. Therefore a study is needed in focusing the interaction of newly constructed tunnels on existing pile foundations while analysing the ground deformation and the pile settlement simultaneously. Tunnel-soil-pile interaction is interrelated to each other especially when it is under the tunnel influence zone and thus any movement or changes made in one of these can give effects to one another.

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Objectives The main purpose of the research is to study the tunnel-soil-pile interaction in soft ground using a laboratory testing. The objectives of this study are:

1. To determine the ground surface settlements induced by tunnelling at the various position of the pile by means of physical modelling.

2. To determine the response of the existing pile in terms of its vertical and horizontal movement due to tunnelling. 3. To determine the effect of tunneling on maximum bending moment of the pile in different location.

Scope of Study The scope of study limited to laboratory testing that involve tunnel and pile model embedded in soil box test at certain location (i.e., tunnel influence zone) which are detail out as below:

1. The physical model test will be carried out using a box of 60 x 60 x 50 mm (length x width x height) under a single gravity condition.

2. The relative density of the sand use is maintained at 50% (medium sand) while cover to diameter ratio (C/D) use is 3. 3. The tunnel constructed has a 48.8 mm inner diameter and shielded by a tube of 50 mm outer diameter. It is made up of

aluminium and in a circular shape which then represents the Tunnel Boring Machine technique. This tunnel representing 5% of volume loss during excavation process.

4. The pile with 9 mm diameter are place and fix at 1.5D (where D is diameter of tunnel) and 2D location close to the tunnel influence zone.

LITERATURE REVIEW

Tunnel geometry, ground loss ratio, soil strength, pile diameter, and the ratio of pile length to tunnel cover depth are factors that influence pile response due to tunnelling work. Information on the mechanisms of displacement that occur beneath end-bearing piles located close to tunnel construction activities is useful in improving the understanding of the relationship between tunnelling activities and pile integrity [1]. Knowledge in influence zone of the tunnel is significantly important in predicting the ground settlement or movement of the underground surrounding structure. Review studies from Jongpradist et al [2] highlighted that maximum deformation happens in the influence zone, as shown in Figure 1. Influence zone can differ in each case, depending on the tunnel diameter and depth. It is the area in which stress is released more than a defined amount. Influence zones may include the location of significant tunnel settlement, tensile strain, shear stress or normal stress acting on an existing tunnel [3]. Location of tunnel constructed from the existing pile give effect to the pile tunnel response. This is due to the influence zone presence when tunnelling occurs. Selemetas et al.[4] categories the zone of influence into three, with referring to Figure 2. The chances of failure of the pile and the maximum settlement are expected to occur in zone A (above the tunnel crown).

Figure1: Boundary of influence zones (Jongpradist et al. [2]) Figure 2: Zone of influence (Selemetas et al.[4])

METHODOLOGY

This section describes the physical modelling work phases which include the preparation and the testing process. Laboratory works consisted of preparation of material and equipment used in physical modelling include testing on the physical properties of sand, preparation of the box model, tunnel, and pile and also the setup of the apparatus. By carrying out this step, the first part was to evaluate the material characteristics which include specific gravity, relative density, shear strength and particle size distribution. The laboratory tests were based on American Society for Testing and Materials (ASTM) except for particle size distribution it is based on British Standard (BS 1377-2:1990). Laboratory work for engineering properties tests on sand were simplified in Table 1.

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Table 1 : USCS classification of soil according to ASTM D 2487 No. Properties Test Name Standards 1 Particle size distribution Sieve Analysis BS 1377-2: 1990 2 Specific gravity Pycnometer ASTM D854 3 Relative density Vibrating table ASTM D4253 4 Shear strength Direct shear ASTM D3080

Next in order to simulate the ground properties in box model, apparatus name mobile pluviator was used to produce 50% relative density of sand sample [5]. The mobile pluviator used consist of four components. The components are soil bin, diffuser system (i.e., three sieves), soil collector and fixing device. The fixing device holds everything so that these components allow the moveable steel frame carries the whole system. The sand hopper has a conical shape with a base diameter of 20 cm that are used to stock up the sand. In order to obtain the desired relative density, two important factors need to be considered are the intensity of the sand deposition and the flow rate of the sand mass (height of sand surface and the bottom sieve of pluviator). The drop distance between bottom sieve and the sand surface from the collector-H is an important parameter in obtaining the desired relative density. The value of H and the size of opening used will control the value of relative density. As the value of H increase, the flow rate of sand mass will be decrease [5].

Model box with a dimension of 60 cm length x 60 cm width x 50 cm height was used to illustrate the underground condition for the tunnelling work space, as shown in Figure 3. Previously, similar approaches in using the concept of the box were adopted by Juneja and Dutta [6], in their study of ground loss prediction. The dimension of the box set to be four times of the tunnel diameter from the area excavated. The box was placed under a sand hopper and sand is poured and collected into the model box with controlled relative density.

For tunnel model, the tunnel has two main components, a tunnel lining and shield of tunnel. The shield diameter which represented by the casing of a tunnel, have bigger diameter than the tunnel lining by 1.2 mm diameter. This is where the casing method is being applied. In this small-scale model, simulation of volume loss that occurs due to tunnelling was applied through the casing method. Figure 4 and Figure 5 represents the schematic and actual tunnel and its shield respectively. The difference in diameter of the tunnel and its shield give a constant volume loss of the tunnel throughout the test of 5%. Tunnel and tunnel shield was placed inside the box and sand is poured until it covered the tunnel with a respective cover to diameter ratio (C/D) of 3. For the pile, it was made from hollow aluminium tube with a length of 20 cm, 0.9 cm external diameter and has a thickness of 0.8mm. A strain gauge is attached at 8 points along the pile to assess data for the movement of the pile, shown in Figure 5. In this study, it implies that pile existed before the tunnel construction. Thus, the pile was located at a horizontal distance of 75mm (1.5D) and 100mm (2.0D) from tunnel axis. Figure 6 presents schematic diagram of the testing.

During the pluviation process, the pile will be placed to the location and distance accordingly. Pile with the dead load above it fixes within tunnel influence zone and in a straight position. The sand box afterwards being set up with the Linear Variable Differential Transducers (LVDTs) that afterwards connected to the data logger. A total of three LVDT was used to measure the soil settlement profile. LVDTs was placed at ground surface following method by Lam et.al. [7].One LVDT was placed on the pile laterally to look for the pile head settlement and another one was placed on the pile head for the determination of pile axial deformation. Strain gauges (SGs) meanwhile were placed to determine the bending moment of the piles. Instrumentations used in this research were LVDT, strain gauge, data logger, and electric motor. Each of it played an important part in completing the aim of this research. For this study, there were two types of test conducted. Each type was being run three times so that data obtained are verified and valid enough to be used in analysis part. Firstly, the pile was embedded into the sand at distance of 1.5D from the tunnel centre, where D is the diameter of the tunnel. Secondly the pile was embedded into the sand at distance of 2.0D. Ground settlement profile was determined by using formula. Strain gauges present at the pile can be used to obtain the bending moment of the piles. With the completion of the setup of instruments, construction of the tunnel was simulated by the pulling out of the barrel by an electric motor. Tunnelling was progressively carried out until the shield is completely out from the box. Data obtained was read and recorded by the data logger throughout the tunnelling process.

Figure 3 Model box Dimension Figure 4 Schematic diagram of the tunnel diameter

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Figure 5 Tunnel and Tunnel Shield Figure 6 Schematic diagram of sandbox,tunnel, pile, LVDT and strain gauge RESULT AND DISCUSSION This section presents the result of the test that has been carried out under physical modelling. Basic properties are secondary data that obtained from the previous researcher. The first question in this study sought to determine the effect of tunnel construction on the existing pile. Thus, there will be a movement of pile either vertically or laterally. The outcome of this physical modelling gives out a set of data where the interaction of tunnel-soil and tunnel-pile were determined. The comparison also was made on the pile settlement with different distance from the tunnel, where the relation of pile position to the tunnel influence zone was discussed. Horizontal Movement of Pile

Tunnelling induced ground loss near the tunnel of the pile. As it located within the influence zone of the tunnel, the rearrangement of sand due to the tunnelling caused the pile to move horizontally or tilted together. Previous researchers as mentioned in literature review have come up with this zone of influence in which the angle of failure zone in the sand is 45° and the influence zone has been divided into three zones: A, B and C. The most affected area will be in Zone A, followed by Zone B and Zone C. Mroueh and Shahrour [8], summarized that the magnitude of tunnelling induced forces depends mainly on the distance of the pile from the tunnel centre and the position of the pile tip regarding the horizontal axis of the tunnel. The comparison was made based on the movement of pile across the time for excavation. Figure 6 shows that the horizontal movement of pile 1.5D was lower compared to pile 2.0D and pile 2.0D [9]. Thus, the percentage different between 1.5D and 2.0D per 1 is 11%. Based the influence zone is critical on Zone A, followed by Zone B and Zone C. The location of pile 1.5D and 2.0D was in Zone B but pile 2.0D was nearest to Zone C compared to pile 1.5D. Other than that, the location of pile 2.0D [9]came out same result as higher horizontal movement of pile compared to pile 1.5D. However, the nearer pile will be more affected due to tunnelling. The influence zone of tunnelling has a big influence in the horizontal movement of the pile. Thus, this study was come out with fail result due to some error. The sand hopper apparatus should be handled by one person for uniform sand distribution. The apparatus used technique and uniformity must be considered as strong subject that can affect the result.

Figure 6 Result of horizontal movement of pile against time for tunnel excavation

Vertical Movement of Pile Figure 7 indicates that as a tunnel being constructed near to the existing pile, the displacement was higher compared to when it was far from the pile. In this case of study, the pile 2.0D was lower vertical movement compared to 1.5D. The percentage different between pile 2.0D and 1.5D per 1 was 1%. Other than that, Asma’on [9] came out with same pattern of result as pile 2.0D is lower vertical movement compared to pile 1.0D. The percentage different between pile 2.0D and 1.0D per 1 was 7%. The different percentage between this study and previous research is 6%. Thus, this comparison supported with the theory. The Asma’on [9] was comparing between pile 1.0D and 2.0D while this study was comparing between 1.5D and 2.0D. The distance between two laboratory testing was different. Thus, the result of this study should be smaller in difference compared to Asma’on[9] result based on logical and theoretical. A review from Asma’on [9] indicates the 2.0D pile toe located outside the

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influence zone and thus decrease the transfer of stress from the tunnel to the pile toe, giving a less disturbance for lateral movement of a pile. Thus, it supports why in this study, the vertical movement value is higher with respect to nearest tunnel distance from the existing pile.

Figure 7 Result of vertical movement of pile against time for tunnel excavation

Ground Surface Settlement with Pile Existence From Figure 8, it depicts the ground settlement occurs with presence of pile for the cover to diameter ratio of 3. The maximum ground settlement was measured after the completion of tunnel excavation process, where it almost reached the steady-state condition at the end of tunnelling work. The surface settlement was higher in the location of pile located far from the centre of the tunnel. The presence of pile contributes to the reduction of surface settlement as the pile resist the sand movement and when the tunnel excavates near to the existing pile, the ground settlement occur are lesser than in nearer pile location. According to Basile [10] the presence of piles increases the soil stiffness, thereby reducing the induced ground movements. This was demonstrated numerically in research done by Mroueh and Shahrour [8]. Thus, this study conclude that the pile occur near to the tunnel effect lower ground settlement.

Figure 8 Result of ground settlement with different pile location

Maximum bending moment of pile Figure 9 show the maximum bending moment on different pile location. The pile 2.0D maximum bending moment was higher compared to pile 1.5D. The lateral pile deflections are very similar to the soil deflections, with the maximum value occurring just above the tunnel axis level [10]. The bending moment profile has a double curvature, with the maximum also occurring just above the tunnel axis level. Thus, the bending moment profile pile 2.0D and 1.5D showed the maximum value was above the tunnel axis level. The maximum bending moment difference between pile 2.0D and 1.5D above the tunnel axis level was 20%. Ground settlement for pile 1.5D loose compared to pile 2.0D. Thus, pile 2.0D experience high loading and bearing capacity. Abdullah and Taha [11] indicates that the vertical load of the pile near the excavation was decreased with the tunnel excavation, while the vertical load for rear pile was increased with the tunnel excavation. Thus, it proves the maximum bending moment of pile far from tunnel was higher.

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Figure 9 Result of Maximum bending moment against the depth of pile

CONCLUSION In this paper, a laboratory physical model that employed strain gauge and LVDT measurement tools for measuring tunnel

induced surface settlement and bending moment of pile response was proposed. This developed physical model serves as a potential alternative to the field methods to get initial understanding of real casestudy. Findings conforming to the objectives of this study can be summarised as below:

x The horizontal and vertical movement of pile was based on influence line from previous research. The vertical movement of pile for 1.5D and 2.0D was 1.0% in difference. The horizontal movement of pile is inverted to influence zone theory due to man-made error and uniformity of apparatus used.

x The construction of tunnel significantly affected the surface settlement of sand. The closer the pile to the tunnel, the smaller the surface settlement induced above the tunnel crown.

x The bending moment was higher just above the tunnel axis level. The nearer the pile towards tunneling the lower the maximum bending moment of pile. The maximum bending moment difference between pile 2.0D and 1.5D above the tunnel axis level was 20%.

This study concludes that, a small scale laboratory testing for predicting ground and pile behavior due to tunnel construction is feasible and practical to be considered for further development.

REFERENCE

[1] Marshall, A.M. & Mair, R.J., 2011. Tunneling beneath driven or jacked end-bearing piles in sand. , 1771(November 2010), pp.1757–1771.

[2] Jongpradist, P. et al., 2013. Development of tunneling influence zones for adjacent pile foundations by numerical analyses. Tunnelling and Underground Space Technology, 34, pp.96–109.

[3] Boonyarak, T. & Ng, C.W.W., Hkg-09 E2N3 E2N5. , pp.1–6. [4] Selemetas, D., Standing, J. R., & Mair, R. J. (2005). The response of full-scale piles to tunnelling. In Proc. of the Fifth

Int. Symposium on Geotechnical Aspects of Underground Construction in Soft Ground, Amsterdam [5] Khari, M., Anuar, K., & Azlan, K. (2014). Sand Samples ’ Preparation Using Mobile Pluviator, 6825–6834.

https://doi.org/10.1007/s13369-014-1247-8 [6] Juneja, A. & Dutta, S., 2008. Ground loss due to circular tunnel deformation in sands. 12th International Conference on

Computer Methods and Advances in Geomechanics 2008, 5, pp.4009–4015 [7] Lam, S.Y., Haigh, S.K. & Bolton, M.D., 2014. Understanding ground deformation mechanisms for multi-propped

excavation in soft clay. Soils and Foundations, 54(3), pp.296–312. [8] Mroueh, H. & Shahrour, I., 2002. Three-dimensional finite element analysis of the interaction between tunneling and pile

foundations. International Journal for Numerical and Analytical Methods in Geomechanics, 26(3), pp.217–230. [9] Asma’on., 2018. Effect of tunnel construction on existing pile in sand. Master of engineering (Geotechnics. Faculty of

Civil Engineering. Universiti Teknologi Malaysia Abdullah, M.H. & Taha, M.R., 2013. A review of the effects of tunneling on adjacent piles. Electronic Journal of Geotechnical Engineering, 18 N, pp.2739–2762.

[10] Basile, F., 2014. Effects of tunnelling on pile foundations. Soils and Foundations, 54(3), pp.280–295. Abdullah, M. H., & Taha, M. R. (2013). A review of the effects of tunneling on adjacent piles. Electronic Journal of Geotechnical Engineering, 18 N, 2739– 2762.

14

The Effect of Tropical Weathering on Durability Properties of Sandstone and Shale

Al Mujida Binti Ali Musa1, Edy Tonnizam Bin Mohamad2, Dayang Zulaika Abang Hasbollah1*

1School of Civil Engineering, Faculty of Engineering, Universiti Teknologi Malaysia, Malaysia

2Geotropik, Centre of Tropical Geoengineering, Malaysia

*dzulaika@utm.my

ABSTRACT. The effect of tropical weathering to durability of tuffaceous sandstone and shale aged Triassic-Jurassic collected from roadcuts at Iskandar Putri were investigated. Slake durability of rocks is an important property and it is closely related to mineralogical composition. This study involved field work to map the weathering profile of the outcrops that were exposed for 8 years after the road construction. Severe deteriotation of the rock mass have been spotted at few areas and steps need to be taken to protect the slopes. Durability test were performed on representative samples to understand the relation between its paramaters and the deterioration rate of the slope materials. Six outcrops were studied for their weathering profile and 30 samples of tuffaceous sandstone and shale from Jurong Formation were studied. In order to assess durability of the rock material, a cycle of slake durability (Id₁) were conducted using ISRM (1979) standard method while slake test were performed. The Id₁ result ranges from 0% (very low durability) to 70-80% (medium-high durability). Field investigation found that the completely weathered sandstone showed jar slake index 1-2 (Id₁=0%) has deteriorated and eroded approximately 30mᵌ at the slope area since 2009. Meanwhile, completely weathered shale bearing of Id₁=0% and jar slake index of 1 deteriorated and lost approximately 15mᵌ. Jar slaking test showed index 1-2 completely weathered material (Id₁=0%) and 4-5 (Id₁=70-80%) for highly to moderately weathered material. The study proved that durability decreases as the degree of weathering increases.

Keywords: Sandstone; Shale; Tropical Weathering; Durability Properties; Slake Durability Test.

INTRODUCTION

Slaking of rock is an important parameter to be considered especially when evaluating the deterioration rate in an exposed area. The deterioration issue become more phenomenon in tropical climatea as the weathring profile afftected much by the climatic condition, typically depths of 30m to 100m. Weathering of primary minerals in tropical regions is more intense and occurs to greater depth than elsewhere due to wet condition associated with extreme temperature ranging 22°C to 32°C and heavy downpour greater than 1500 continuos per year [1]. Hence, weathering processes is more intensive [2]. Furthermore, continuos weathering leads to a general weakening of rock due to the alteration of minerals, the development of voids and disintegration [3]. The slake durability, especially for the weak rocks such as mudstones, clay bearing sandstones and altered pyroclastic rocks, is an important engineering parameter in relation with slope stability [4].

Rock durability is mostly related to the mineralogical composition of rocks, texture and the nature of fluids that are in contact with the rock. Momeni et al. studied the effect of weathering to the durability of granitoid rocks [5]. They found the appearance of clay minerals could best be used to recognize the durability reduction. Edy found that the durability of sandstone and shale reduce with the increase of weathering state [6]. The argillaceous rocks (shale) come form the long and short term influence of chemical weathering on rock [7; 8], indicating the necessity for the assessment of weathering process and slaking process and slaking property. Dhakal et al. stressed it is very important to examine the mineralogical and textural properties of the rocks into account while assessing the slaking property, especially for the argillaceous rocks [4]. Problem Statement Weathering can induce a rapid change of rock material from initial properties to soil-like properties. The sensitivity of rock material against weathering and the rate of occurrence of such a change can be described as durability of rock. Considerable research efforts have been carried out in an attempt of understanding the weathered material of weak to medium strong rocks. The key mineral compositions and petrographic features of these rocks also studied in relation to the environment and duration under which these rocks have been subjected. These findings are however not directly applicable in terms of durability towards these rock both in short-term and long-term stability. Hence, this research was carried out to determine the effect of durability on rock material properties of weak to medium strong rocks through wet, dry and jar slake test methods. Objectives The aim of this study is to investigate the durability properties of weak tuffaceous sandstone and shale exposed at Iskandar Putri roadcuts. In order to achieve the aim, objectives are outlined:

1. To map the outcrop and specify weathering profile of outcrops encountered at Iskandar Putri. 2. To study the durability properties of the rock material respective to weathering state.

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Scope of Study The study was conducted within the following scope and limitation:

1. The study was carried out on exposed outcrop along highway at Iskandar Putri. 2. The study was carried out through field investigations and durability test at the

LITERATURE REVIEW

Study from Dhakal et al. on similar rock type shows that smectite, halloysite and iron hydroxide occur as secondary alteration products in the pyroclastic rocks [4]. The matrix and tuffaceous parts of the rock are characteristically rich in smectite but the volcanic blok part of the rock is poor in smectite. Though the texture this type of rock varies extensively from tuff to volcanic breccia due to lithofacies, the microscopic occurrence of smectite is generaly characterized by its presence in the form of a cementing matric as well as filling and lining of pore space in various forms. Tuffaceous sandstone from the area is medium grained (usually<1mm) and relatively well-sorted clastic rock comprised mainly of rock fragments of andesite, crystal fragments and matrix material [9].

Sedimentary materials of finer grained are more susceptible to breakdown and at higher rates than coarse grained sediments. It is stated that fine grained samples can withstand higher uniaxial compressive loads [10]. This is due to the number of grain contacts is higher for fine grained samples. Hence, the applied external force is distributed over a larger contact surface.

Minerology of bonding or cementing material symbolize an important property that controls strength, hardness and durability. Once the minerology altered, the bonding will disrupts the structure and breaks the bond within the groundmass. However, there is not much study about the relationship between the mechanical properties of a rock and the cement and matrix content. The strength increases proportionally with the amount of cement [11].

The most common physical degradation mechanism affecting clays, clay soils and clay rich rocks is slaking. Various types of slaking and the factors behind them in detail were studied by [12].The investigated variables were clay mineralogy, adsorbed-cation ratios, water content and consolidation-fluid electrolyte concentrations. The investigation concluded that the type of slaking is strongly controlled by clay mineralogy and the concentration of exchangeable Na-ions.

Dhakal et al. [4] found the slake durability relatively higher than that of the pyroclastic rock and the slake durability decreases as the weathering grade increases (Figure 1 (a) and (b)). This study also in agreement with [13] where the siltstone sample of weathering grade I (FR) was more durable and less susceptible to degradation than the siltstone sample.

(a) (b)

Figure 1: (a). Research done by [4] and (b). Research done by [13].

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METHODOLOGY

The methodology consisted of field and laboratory approach. Field studies were carried out for geological data and weathering identification. The approach used to describe rock mass classification is in accordance with the approach suggested by BS5930:1999. Weathering description was carried out from the modified classification suggested by [1] as shown in Table 1. These classification were chosen as they offer more detailed description and found suitable for the weathered rock masses in tropical areas. This field classification divides Grade IV and V into subclasses, i.e. ‘a’ and ‘b’, which offers wider divisions as compared to ISRM, suggested method for classifying rock masses.

(a) (b) (c)

Figure 2: Field investigation was conducted at Iskandar Puteri roadcuts. (a) The discovery of special characteristics of ourcrops which is the findings of conglomerate. (b) Example of eroded slopes. (c) In the process of collecting sample.

Table 1: Weathering classification used to describe rocks mass (modified from [1])

The slake durability test was originally developed by [14], recommended by the International Society for Rock Mechanics [15] and standardized by the American Society for Testing and Materials [16]. It measures the percentage dry weight of material retained in a steel mesh drum after rotation in a trough of water. Gamble [17] encouraged the adoption of a second cycle after drying. The slake test was originally developed to provide an indication of material behaviour during the stresses of alternate wetting and drying, which to some degree, simulates the effects of weathering. Gokceoglu et al. [18] used slake durability to estimate rock strength and found that slake durability can be used to determine the strength of weak rock. The test procedure and data reduction were similar to that of the standard practice (ASTM D4644), which is performed one cycle and drum was turned 20 revolutions per minute for 10 minutes duration. The weight before and after rotating were taken as data needed.

The slake test was adopted because it has the advantages that it is quantitative and may be repeated as often as it is practical for several cycles. In addition, the test may be used to assess the degree and rate of weathering. During the first wet-dry cycle, loose material and any easily slaked material will be removed from the sample. Consequently, the first cycle is a measure of the ‘state’ of weathering or to what extent the sample has deteriorated. For example, if sample looses 90 percent of the original weight during the first cycle, it can be interpreted that the sample is towards soil, whereas if sample only loses 5 percent of the original weight, the sample is towards rock.

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Jar test is a simple test developed to determine the reaction of rock mass to water during a certain period of time. It indicates the porosity, grain interactions and density of material. This should enable the classifying of the rock mass to be done based on the slaking index. Wood & Deo suggested the test should be completed at both 30 minutes and 24 hours by comparing the test results with the slaking index proposed to use a 30 minute period to classify the index of the material [19]. However, these procedures are found to be less effective in very weak rock. Santi classified the behavior of shale into six slaking indices [20]. These indices were also used by [21]. However, in this study, the sandstone and shale are classified into six slaking indices and the samples are observed for 15, 30, 45 and 60 minutes.

Table 2: Number of sample on representive site.

Rock Type

Number of Sample

Sandstone Shale Site A 2 3 Site B 5 1 Site C 3 Site D 3 Site E 2 2 Site F 3 6 Total 30

(a) (b) Figure 3: (a) Slake durability test and (b) Jar slake test.

RESULTS AND DISCUSSION

Field investigation revealed that the oucrops are made by thick tuffaceous sandstone of about 1-2 and moderate thickness of shale of about 0.5m. The lithology, stratigraphy and weathering state of six studied sites are summarized as following Figure 5 From field inspection rock material can be classified as completely to highly weathered material as the samples could be deformed by finger and hand pressure respectively. Shale exhibit lamination and easily broken by hand pressure. Every site have at least 2 set of joints where the spacing dominantly range from 5cm to 2m apart. Special characteristics also well noted as the reddish in colour is due to weathering and sites also filled with the quartz mineralization.

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Figure 4: There are 6 outcrops in total namely Site A, Site B, Site C, Site D, Site E and Site F.

Figure 5: The result of field investigation respectnng to every six outcrop.

PROPOSED SITE

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The assessments of behavior and reactions of rock mass to water is very essential in determining the effects of weathering to the rock mass thus, estimates the failure mode. Previous assessments found that rock mass samples mainly sandstone and shale has two modes of behavior when in contact with water. These modes are limited to the degrading of rock mass caused by weathering process before forming residual soil. As stated, shales gives different reactions to water apart from sandstone. Shale uually turns into flaks while weak sandtone would break into sandy like material and showed bubby reaction. This observation has slight difference with [20].

The slake durability of sandstone shows a close relationship with the degree of weathering of the rock, where color changes occur from gray in the fresh condition to yellow brown upon weathering. Differences of pore volume and pore size distribution of the fresh and weathered tuffaceous sandstones can be due to textural change by weathering. The decrease in slake durability of this type of rock may be attributed to the weathering effect including the mineralogical change of the rocks during weathering.

It was found that slake durability test is primarily influenced by rock properties which allow ingress of water into the rock material. The presence of clay minerals enganced rock susceptibility to slaking as can be seen in the higher weathering grades materials. This findings in agreement with [4]. The test results indicate that the strength, durability and density of rock materials deteriorate with the increase of weathering grade. As strength rock material is a function of several properties including the hardness of the mineral constituents, degree of compactness, texture and inter-granular bonding material, their inter relation can be expected.

Various test were adopted in this study to determine the material properties. However, it was found that certain tests were only suitable to be adopted for certain weathering grades. Id₁ were found suitable to be used to test lower than completely weathered and highly weathered IVa and IVb grade materials. This was because weaker samples of grade Va and Vb easily broke down during the first cycle of slake durability test. Thus, Id₁ cannot be measured. On the other hand, jar slaking test can be carried out in the field for fast identification of the material properties. The jar slaking test was found to be suitable to measure weak rock materials especially in grade Va and Vb.

It can be inferred that clayey mineral which formed in higher weathering state swells upon contact with water and renders an easy separation of the grains, resulting in high slaking of the rocks. Furthermore, mineralogy of the rock are affected by the rock alteration associated with weathering and diagenesis processes on the geological scale. Thus, the geotechnical propertu of the argillaceous clastic rocks such as slake durability is closely related to their alteration history after rock formation.

Figure 6: The relationship between Slake Durability and Jar slake Test.

Figure 7: The relationship of Slake Durability Index against weathering grade. (1= Vb; 2= Va; 3= IVa; 4= IVb)

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CONCLUSION

The present work was undertaken to study the relationship between short-term of laboratory test to long-term stability. Six outcrop has been mapped and geologically describes. It consist of completely to highly weathered tuffaceous sandstone and shale. It was found that the durability test has been able to estimate the erosion and can be used to subclassify the completely and highly weathered state. Slake durability test for argillaceous clastic rocks (pyroclastic rocks, sandstone and shale of Jurong Formation) from Iskandar Puteri were performed in order to assess the realtionhip between weathering and slake durability of these rocks. This difference in slake durability of these rocks can be attributed to alteration minerals or clay. It is inferred that the mineral composition and textural features of the argillaceous clastic rocks significantly affect the slake durability of these rocks. The slake durability of the tuffaceous sandstone shows a tendency of decrease in durability with an increase in the weathering degree of the rock. The decrease in slake durability of this type of rock may be attributed to the weathering effect on the mineral composition and texture including pore size distribution of the rock. This behavior could provide useful information for the geotechnical practice. REFERENCES

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[5] Momeni, A.A., Khanlari, G.R., Heidari, M., Bazvand, E. (2015). New Engineering Geological Weathering Classifications for Granitoid Rocks. Engineering Geology 185, 43-51.

[6] Edy Tonnizam Mohamad, Bhatawdekar Ramesh Murlidhar, Danial Jahed Armaghani, Rosli Saad, Chang Shiang Yi. (2016). Effect Of Geological Structure And Blasting Practice in Fly Rock Accident at Johor, Malaysia. Jurnal Teknologi 78 (8-6), 15-21.

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[10] Brace, W.F. (1961). Experimental Study of the Indentation of Rocks and Minerals. MIT, Cambridge. Mass. pp 81. [11] Bell F.G. (1978). The Physical and Mechanical Properties of the Fell Sandstones, Northumberland, England. Engineering

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R.S. (Editors), Dispersive Clays, Related Piping and Erosion in Geotechnical Projects, ASTM STP 623, 287-302. Philadelphia, PA.

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[15] ISRM. (1981). Suggested Methods for Rock Characterization, Testing and Monitoring, ISRM Commission on Testing Methods, E.T. Brown (Ed.). Oxford: Pergamon.

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The Effect of Tropical Weathering on the Strength of Tuffaceous Sandstone and Shale of Jurong Formation

Aimi Nadzirah Che Ghani1, Edy Tonnizam Mohamad2 , Dayang Zulaika Abang Hasbollah1*

1School of Civil Engineering, Faculty of Engineering, Universiti Teknologi Malaysia, Malaysia 2Geotropik, Centre of Geotropical Engineering, Malaysia

*dzulaika@utm.my

ABSTRACT. Weathering plays an essential role as it affects significantly on the strength properties of weathered tuffaceous sandstone and shale of Jurong Formation at Iskandar Puteri. Rapid development of surrounding area further exposed the road cutting and excavation sites to climatic changes, thus deteriorating their strength properties over time period. This study focus on the effect of weathering to point load strength index Is(50) and density of weathered material. A total of 60 samples comprising completely to highly weathered sandstone and shale were tested. Point load tests for the determination of the strength index Is(50) of the rock were measured parallel at perpendicular orientations. For weathered sandstone and shale (grades V to IV), the mean values of strength index ranges from 0.000054 MPa and 0.000051 MPa respectively while density are 1776 kg/m3 and 1615 kg/m3 respectively. The study reveals unique pattern can be drawn on the range of strength index and density due to weathering.. As a conclusion, the results obtained shows that the increment of weathering grades of rocks material exhibits lower strength index and density.

Keywords: Weathering, Sandstone and Shale, Strength Index, Density

INTRODUCTION

Weathering, an inevitable process of nature, gradually al- ters a rock from its original hard state to a soil material and as a consequence, changes its engineering behaviour. Tropical region has unique subsurface profile. The humid and high moisture content throughout the year resulted a thick and inhomogeneous weathered rock mass. The phenomenon is due to natural processes that leads to breakdown of hard rock masses into regolith that much weaker through processes of physical, chemical and biological weathering. Regolith defined as layer of unconsolidated rocky material covering bedrock. Weathering profile should be developed in humid tropic where it can be found at a depth in range between 30 meters to 100 meters [1] Furthermore, strength is regarded as one of the most essential properties of rock material to ensure its capabilities to hold huge massive loads for rapid development. Detailed studies of the variation of such index properties as density, specific gravity of grains, porosity, void ratio and saturated moisture content during the weathering of granite have been carried out by Irfan and Dearman [2], Baynes et al. [3], Dearman and Irfan [4], Lumb [5], Raj [6] and Irfan and Powell [7]. A substantial increase in the porosity of khondalite due to leaching of garnet has also been reported by Raymahashay and Sharma [8]. The influence of weathering on mudrocks has been studied by Taylor and Spears [9] while the index properties of common sedimentary rocks such as shale, sandstone, limestone and dolomite have been studied by Beavis et al. [10] and Beavis [11]. Beavis et al. [10] stated that in pelitic rocks, fabric changes are not so apparent but solution and frac- turing have resulted in increased porosity and as a conse- quence, a reduction in strength.

Problem Statement In rock engineering project, the effect of tropical weathering is an important issue and requires special attention in dealing with slope stability safety and underground openings. Iskandar Puteri undergo rapid development and requires a good strength properties of rock mass for ensure its capabilities to hold the massive load for geotechnical construction purpose. It is essential to understand the relation between strength index and density with weathering effect.

Objectives The objectives of this study are: -

1. To map geologically the outcrop and weathering profile of outcrops encountered at Iskandar Puteri 2. To investigate relationship of the rock material strength and density of the rock materials to the weathering state

Scope of Study The study involves site investigation at Iskandar Puteri that covering scope of work of geological map the outcrop followed by establish weathering profile. The representative samples were taken at every outcrops using hammering method and brought to laboratory for testing. This observing data were recorded for investigate its correlation with data obtain from strength test that will be performed later on at laboratory test using density and point load test.

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Figure 1: All the projected sites

LITERATURE REVIEW

Weathering is the prevailing nature process to form more stable of rock mass in environment through alteration and breakdown of rocks at near surface of earth, mainly by reaction of water and air to form clay, iron oxides and other weathering products. According to Idrus et al. [12], the changes in rock mass due to weathering effect can be in the form of physical disintegration or chemical decomposition [12] In tropical climate experience high temperature and leads to natural drying cycles that will results in slow rate of decay of rock mass but the presence of water gives opposite result as it hastens the rate of decay. This effect of tropical weathering gives rock fabric and other structural weaknesses weakens due to high humidity in tropical climate region. In further research work, Edy Tonnizam & Azman [13] defined weathering process as a dynamic process but at the same time it involving decaying process of rocks through chemical weathering caused by reactions to water, carbon dioxide, humidity of rock composition and mineralogy while physical weathering is a slaking and fragmentation process cause by force from water, air movements and changes of inner stress [13]

Weathering is the triggering factor to the behaviour of rock mass as it influences the properties of rock mass especially to the strength properties. Determination of strength of rock is important in civil engineering field for determines its capabilities to hold the load when subjected to stresses in construction works. Therefore, the effect of tropical weathering cannot be under estimated. Edy Tonnizam Mohamad et al. [14] studied that strength properties of rock material can be significantly affected by weathering process, particularly moisture content as the effect of moisture content can significantly influence the anisotropy strength of sedimentary rock, specifically sandstone [13]. Therefore, it is found that in research that as increase in weathering grades, the anisotropy strength will be decreased. Water can be described as one of the major contributing factor to weathering processes in rock materials. According to Maybelle et al. [15], Water is the most important triggering factor in assisting weathering, where it would lead to significant changes in most of the engineering properties of rocks, particularly in slope, foundation and excavation works [23] Generally, strength of weak rock mass easily affected by moisture content specifically for those high weathering grade of rock mass due to an increasing degree of micro-fracturing and pores in the rock material. This is because discontinuities apparently give major accesses of water into the rock. Hence, it weaker the strength of rock mass.

METHODOLOGY This study consisted of field and laboratory approach.. Field studies were carried out for geological data collection and

weathering identification. The approach used to describe rock mass classification is in accordance with the approach suggested by BS5930:1999. Weathering description was carried out from the modified classification suggested by Ibrahim Komoo [16] as shown in Table 1. These classifications were chosen as they offer more detailed description and found suitable for the weathered rock masses in tropical areas. This field classification divides Grade IV and V, which offers wider divisions as compared to ISRM, suggested method for classifying rock masses. The field study covers 6 outcrops namely G to L .

Systematic approach was selected for observed and investigated of rock materials before weathering grade determination which the rock materials were classified in details through their physical appearance as suggested by Komoo [16] and modified by Edy Tonnizam & Azman, weathering profiles of the rocks were studied in a number of excavated sections [13]. From observation,

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the bedding direction of bedrock for all outcrops which are dip direction and dip angle are approximately equal to 200o and 40o respectively respect to North while it is known that weathering grade for both sandstone and shale for field study are classified as V to IV which completely weathered to highly weathered. Therefore, it is found that the samples experience in high weathering grade tends to be broken easily by finger pressure as well as spacing of joints were observed in a ranges from 5-20 cm according to classification for Rock Material by Anon, 1995 [17].

Table 1: Weathering classification used to describe the rock mass/ material [13; 16].

Table 2: Classification for Rock Material by Anon, 1995

Table 2: Classification for Rock Material [17].

The representative samples were later brought back to the laboratory. The samples were kept in plastic bag to preserve its

moisture content and labelling were done as precaution steps. The density and point load test were carried out for determine their density and strength index respectively for each samples. Those tests become preferable as it does not involve complex and expensive equipment. The determination of density and point load index test were conducted based on ISRM (1977) and ISRM (1985) respectively [17] In this experiment, a total number of 60 samples were prepared which were divided into two categories which are 30 samples for point load test and 30 samples for density test. The samples in its natural moisture state which were subjected to point load test with load parallel to the weakness plane.

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RESULTS AND CONCLUSION

The stages of weathering are sequential and degradational, each characterised by such features as discoloration, staining, mineral alteration and textural changes. The strength is also reduced, affecting the competence of the rock. From the field investigations, the weathering profile including characteristic of rock samples for each geological outcrops suggested by Anon, 1995 were analyzed and tabulated as in Figure 2.

Figure 2: Physical characteristic for each geological outcrops

The samples were brought to laboratory for onward tests. The point load test using irregular lumps is used as an index test

which to determine the point load strength index (Is(50)) of rock samples and the results obtained enable an establishment of strength classification for weathering grades for this study as well as the correlation with density can be drawn . The results obtained from both point load and density test were given in Table 3.

The trend of increment in strength index of weathered sandstone can be seen graphically as in Figure 3 due to the increases of density of rock gradually. For weathered sandstone, the highest density recorded are 2500 kg/m3 with strength index 0.00011 MPa while for weathered shale, the highest density recorded are 2250 kg/m3 with strength index 0.000095 MPa. It shows that the sandstone is stronger and greater physical properties of intact rock compared to shale. It is noticed that there is slight difference in strength index of shale when density increases compared to sandstone that have sharp increase as in Figure 4.

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Table 3: Physical and mechanical properties related

Figure 3: Relationship between Is(50) with Density

Figure 4: Graph showing changes in (a) for weathered sandstone (b) for weathered shale Grade V to IV

As a conclusion, from table 3, the strength index obtained for both sandstone and shale are mostly approximately to zero

which indicates that the samples of completely weathered to highly weathered (Grades V to IV) exhibits lower strength value. According to ISRM (1985), the rock mass grades V to IV considerably weakened which can be broken easily by single pressure and does not readily slake when dry sample immersed in water [18]. However, the mean values of strength index of sandstone are slightly higher compared to shale which are 0.000054 MPa and 0.000051 MPa respectively while density are 1776 kg/m3 and

(a) (b)

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1615 kg/m3 respectively. This is can be attributed to the fact that shale minerals have ability to absorb water faster due to weathering effect which gives in result of loss of bond between the rock’s materials composition. From the analysis of results and comparisons made, the following conclusions were drawn which are: -

Six outcrops has been mapped and geologically described. It consist of completely to highly weathered tuffaceous sandstone

and shale. 1. Based on the results, it have proven that all samples grades (V to IV) have the worst strength value as Is(50) obtained are

approximately to zero for both sandstone and shale 2. Sandstone is stronger compared to shale as mean values of strength index obtained for sandstone is slightly higher than

shale which are 0.000054 MPa and 0.000054 MPa respectively while density is 1776 kg/m3 and 1615 kg/m3 respectively. 3. Generally, the presence of clayey minerals in shale absorb more water when encountered with high water table below

ground level or prolong humid condition on the surface 4. From the results, it is found that weathering stages have significant reduction on the strength index as weathering stages of sandstone and shale classified as completely weathered and highly weathered have low strength value

REFERENCE

[1] Santi, P.M. (2006). Field Methods for Characterizing Weak Rock for Engineering. Environmental & Engineering Geoscience Vol XII(1), 1-11.

[2] Irfan, T.Y. & Dearman, W.R. (1978). Engineering Classification And Index Properties Of A Weathered Granite. W.R. Bulletin of the International Association of Engineering Geology 17 (1), 79-90.

[3] Baynes, F.J. & Dearman, W.R. (1978). The Relationship Between The Microfabric And The Engineering Properties Of Weathered Granite. W.R. Bulletin of the International Association of Engineering Geology 18(1), 191-197

[4] Dearman W.R. and Irfan T.Y. (1978). Assessment of The Degree of Weathering in Granite Using Petrographic And Physical Index Tests. In International Symposium on Deterioration and Protection of Stone Monuments, Unesco, Paris, Vol 2, No. 3, (pp. 3-35). Paris, France.

[5] Lumb, P. (1983). Engineering Properties Of Fresh And Decomposed Igneous Rocks From Hong Kong. Engineering Geology 19(2), 81-94.

[6] Raj, J.K. (1985). Characterisation Of The Weathering Profile Developed Over A Porphyritic Biotite Granite In Peninsular Malaysia. Bulletin of the International Association of Engineering Geology 32 (1), 121-129.

[7] Irfan, T & Powell, G.E. (1985). Verification Of Founding Depth Of Large Diameter Piles On Granitic Rock. Bulletin of Engineering Geology and the Environment 13, 11-17.

[8] Raymahashay, B.C. & Sharma, S. (1993). Decay of Building Stones: A Mineralogical Model for Konark Sun Temple, India. Quaterly Journal of Engineering Geology and Hydrogeology 26, 155-157.

[9] Taylor, R.K. & Spears, D.A. (1970). The breakdown of British Coal Measures Rocks. Int. J. Rock. Mech. Min. Sci. 17, 481-501.

[10] Beavis F. C., Roberts F. I. and Minskaya L. (1982). Engineering Aspects of Weathering of Low Grade Metapelites in an Arid Climate Zone. Quaternary journal of engineering geology, vol. 15, (pp. 29-45). London.

[11] Beavis F. C. (1985). Engineering Geology. Blackwell Scientific Publication, 231. [12] Idrus M Alatasa, Samira A Kamaruddina, Ramli Nazirb & Masyhur Irsyamc (2016). Effect of Weathering on

Disintegration and Shear Strength Reduction of Clay Shale. Penerbit UTM Press. [13] Edy Tonnizam Mohamad & Azman Kassim (2007). Laboratory Study of Weathered Rock For Surface Excavation

Works. Report under Research Management Centre, Universiti Teknologi Malaysia (UTM). [14] Edy Tonnizam Mohamad., Ibrahim, K., Kassim, K. A. & Gofar, N. (2008). Influence Of Moisture Content on the

Strength Of Weathered Sandstone. Malaysia Journal of Civil Engineering 20(1), 137-144. [15] Maybelle Liang, Edy Tonnizam Mohamad, Nurmunirah Mohd Akhair. (2015). Effect Of Wet Tropical Weathering On

The Strength Of Sandstone. Jurnal Teknologi, 76(2), 95–101. Geoscience, Vol. XII, No. 1, February 2006, pp. 1–11. [16] Ibrahim Komoo. (1995), Geologi Kejuruteraan- Perspektif Rantau Tropika Lembap. Kuala Lumpur, Malaysia, Universiti

Kebangsaan Malaysia. [17] Anon. (1995). The Description And Classificatioin Of Weathered Rocks For Engineering Purposes. Quartly Journal Eng

Geol., 28, 207-242. [18] ISRM. (1981). Rock characterization, testing and monitoring, ISRM suggested method. Reference From 11th Congress

of The International Society For Rock Mechanics, Vol 1, Taylor & Francis.UK

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Traffic Noise Level at Jalan Skudai – Gelang Patah, Mutiara Rini, Johor Mohamad Arif Mohamad Aminuddin1,Sitti Asmah Hassan1*, Nordiana Mashros1, Nor

Zurairahetty Mohd Yunus1, Rini Asnida Abdullah1 1School of Civil Engineering, Universiti Teknologi Malaysia, Malaysia

*sasmah@utm.my ABSTRACT: Urban areas are easily exposed to noise pollution due to rapid motorization in the areas. These could disturb quality of life of people. This stydy is conducted to investigate noise level in Skudai-Gelang Patah road. Sound level meter was used to record noise level on the road for one hour duration during peak and off-peak hour respectively. Video recording method is adopted to collect traffic volume and speed of vehicles. The noise levels obtained from experimental data and Traffic Noise Models (Burgess, Griffith and Langdon, and CTSB) are then plotted. It is found that the CSTB traffic noise model is approximately similar to the noise level recorded at sites. It is also found that there is no association of noise level with both traffic volume and speed. Further studies are recommended to look into details the association of noise levels with traffic volume and speed.

Keywords: traffic noise, traffic noise model, sound level meter, volume, speed INTRODUCTION

Noise pollution is one of the global issues that are popular nowadays. Compared to the past 10 to 20 years, noise pollution has not been taken seriously by media [1]. Noise pollution comes from manufacturing industry, construction operations and noise from the community, and among all traffic noise is the biggest contributor to noise pollution. The traffic noise is generated from various sources such as vehicle noise, sound of old or outdated vehicles, modified vehicle exhaust and generated from friction between tire and road surface. Rapid development bring positive impacts to our country’s economy especially in industrial sector, manufacturing, information technology and transportation [2]. However, uncontrolled development can cause negative impacts in other aspects of life especially to our health. Noise pollution is one of the concerns arised due to the uncontrolled rapid development. Problem Statement The increasingly high level of noise pollution has opened up the eyes of many parties to tackle this problem that has disturbed the management of human life efficiency. Urban areas are easily exposed to noise pollution due to the rapid motorization in the areas. There is a question on to what extend that the traffic noise could disturb the quality of life of the people. Therefore, there is a need to investigate the level of noise to people on an urban area. Objectives The main purpose of this study is to investigate noise level in Skudai-Gelang Patah road. The objectives of this study are:

1. To determine noise level using sound level meter and traffic noise predictive models 2. To compare the noise level between experimental data and the traffic noise predictive model 3. To determine the relationship between vehicle speed and traffic noise levels. 4. To determine the relationship between the number of vehicles and traffic noise level.

LITERATURE REVIEW

Traffic noise has been known to have some significant impact to health condition of population [3-4]. In urban areas, traffic noise especially involving heavy traffic can have some impact on quality of life for people. It was perceived that the bigger the size of vehicles, the higher the noise level emitted from vehicles’ engine [5]. Table 1 shows noise limit recommended by Department of Environment Malaysia [6-7].

Table 1: Noise climate area and limiting noise level for traffic area [6-7]

Receiving land used category Day time 7.00 am to 10.00 pm

Night time 10.00 pm to 7.00 am

Noise sensitive areas low density residential areas

55 dBA 50 dBA

Urban residential 65 dBA 60 dBA Commercial, business 70 dBA 60 dBA Industrial 75 dBA 65 dBA

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There are several traffic noise model (TNM) that has been used and improvised since 1950’s [8-9]. In all models, generally, Leq is an average noise level, Q is vehicle flow and P is a percentage of heavy vehicles while d is distance from Sound Level Meter to centre line of the road [4,10]. In this study, we only used 3 models which is described below.

A. Burgess

This prediction model is one of the earliest traffic noise model that had been used since 1950’s. Sydney, Australia was the first country to use this model.

Leq = 55.5 + 10.2Log(Q) + 0.3P + 19.3Log(d) (Equation 1)

B. Griffith dan Langdon The prediction model has quite detail parameter (percentile level) which is L10, L50 and L90

Leq = L50 + 0.018(L10 – L90)2 (Equation 2) Where : L10 = 61 + 8.4Log(Q) + 0.15P – 11.5Log(d) (Equation 3) L50 = 44.8 + 10.8Log(Q) + 0.12P – 9.6Log(d) (Equation 4) L90 = 39.1 + 10.5Log(Q) + 0.06P – 9.3Log(d) (Equation 5)

C. CSTB

CSTB model is a short for “Centre of Scientifique et Technique du Batiment“ and the equation is as below. L10 = 0.65L50 + 28.8 [dBA] (Equation 6)

L50 have different formula depends on the location of the study as stated below. (a) For highway or urban street with vehicular flow less than 1000 vehicles per hour:

L50 = 11.9LogQ + 31.4 [dBA] (Equation 7)

(b) For urban street with tall buildings nearby the roadside:

L50 = 15.5LogQ – 10LogL + 36 [dBA] (Equation8)

Where: L is width of the road near the measurement point

METHODOLOGY In this study, noise measurement device was used to collect the noise data in the decibels unit (dBA) during peak and non-peak time. The road segments under investigation were located at Skudai-Gelang Patah Road, Mutiara Rini, Johor with coordinates 1 ° 31'26.34 "N, 103 ° 38'39.11" E as shown in Figure 1.

Figure 1: The location of noise level data collection for the 300-meter distance from the stop line at Jalan Skudai-Gelang Patah, Mutiara Rini with coordinates 1 ° 31'26.34 "N, 103 ° 38'39.11" E.

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Two sites were identified along the Skudai-Gelang Patah road section. The sites were located 300 m upstream from the stop line of signalised junction nearby Mutiara Rini Police Station (A3-Skudai-Gelang Patah) and Mutiara Rini Petronas Station (B3-Gelang Patah-Skudai) respectively. Data Collection Phase Noise levels were recorded using sound level meter at both sites for 1 hour duration with 1 minute interval for off-peak and peak hour respectively. The sound meter level was installed at a distance of 1.5 meters above ground using tripod and mounted at a distance of 7.5 meters from the middle of the nearby lane. Video camera was used to record speed and volume data. The traffic volume data was classified into car, van, lorry, motorcycle, bus, truck (more than 3 axle) and heavy vehicles. Two cones were set up with 4-meter distance apart (as shown in Figure 2), to measure travel time of vehicles passes these points. Then, the speed data was obtained by dividing the distances over the journey time of vehicles passed the cones.

Figure 2: The distance of the two cones is 4 meter Data Analysis Phase In the analysis phase, the data collected and recorded were analysed to obtain the noise level. The noise level obtained from experimental data and Traffic Noise Model was compared. Then, the relationship between noise and speed for experimental data was analysed. Based on the data collected, 3 types of graph constructed as follows:

i. The graph of noise data collected and traffic noise models Burgess, Griffith and Langdon and CTSB. ii. The graph of speed and noise data collected.

iii. The graph of volume and noise data collected.

RESULT AND ANALYSIS Figure 3 shows noise level (dBA) against vehicles flow for actual data and each Traffic Noise Models.

Figure 3: The result of difference between actual data and traffic noise models in area Skudai to Gelang Patah.

According to Figure 3, the pattern between actual data and noise model are same, but the steepness in each point are bigger and farther for the actual noise. The traffic noise model produce a lower noise level compared to the actual data. Several factors

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Figure 4: Speed and noise level in Gelang Patah-Skudai for peak hour (left) and off peak hour (right)

may affect the noise reading such as weather. All traffic noise models (Burgess, Griffith and Langdon and CSTB) do not consider weather factors in their study such as wind, rain and humidity [10]. CTSB traffic noise model produce approximately same noise reading to the actual noise data while Burgess model are the farthest. As in the literature review, CTSB have the parameter L50 that consider for the location of the road whether it is near the elevated building or urban road with vehicular flows less than 1000 per hour. This model is specific and thorough for the location of the observation as it will affect the noise propagation from other than traffic noise. Meanwhile, Burgess in the contrary only have basic parameter which is vehicle flow, q, percentage of heavy vehicle, p and distance between source and receiver, d. That is why Burgess is the farthest compared to other two models.

Figure 4:Speed and noise level in Skudai Gelang Patah for peak hour (left) and off peak hour (right)Based on Figure 4, for Skudai to Gelang Patah peak, it can be concluded that the graph show that the changes in the noise level, dBA are not affected by

the speed, generally. During peak hour, the highest value of noise level is at 50 minutes which is 80-85 dBA while the highest average speed is at 40 minutes which is around 50 km/h. Meanwhile for Skudai to Gelang Patah off peak, , the highest speed from this graph is more than 60 km/h at 40 minutes while the lowest speed is around 40 km/h at 15 minutes. The highest noise data is 80-85 dBA at 20 minutes while the lowest is 70-75 dBA at 50 minutes. This graph shows that there is no association between speed and the noise of the vehicle. Figure 5 shows the relationship between speed and noise data collected in Gelang Patah-Skudai area for peak hour and off-peak hour.Based on Figure 5, the observing the pattern of the graph, the bar graph and the line graph are most likely in the same pattern for the first 35 minutes. Several factors that may affect the pattern is the presence of higher noise level emitted than the friction of the tyre with road such as honking, and sound emitted by vehicles itself, example, engine. For Gelang Patah-Skudai off peak, the noise level data are producing almost straight line with the steepest line is from 5 – 10 minutes earlier. Other from the 10 minutes, the pattern between speed and noise level are the same. The highest speed in the graph is 60 km/h at 10 minutes while the others have most average on 40 km/h. This may due to time of the data recorded which is from 9.00 – 10.00am. Most likely at the early 10-minute workers are tend to have breakfast and some may be late to work which cause them to speed up to 60 km/h.

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Figure 6 shows the relationship of noise level and volume by types of vehicles for Skudai-Gelang Patah in peak hour and off-peak hour followed by Figure 6 for Gelang Patah-Skudai in peak hour and off-peak hour. The volume of vehicle by each class are plotted for every 5 minutes to identify significant patterns between vehicle volume and noise for different time of day.

Based on Figure 6, cars are the dominant vehicles along Skudai-Gelang Patah road segment followed by motorcycle, van and bus. In this area of study, it is rarely to see heavy vehicles or any construction-related vehicle around. From the graph, obviously the noise level line do not follow or in pattern with the cars. During peak time, the highest car number is at the minute 20 with 120 volume of car, but the noise level at that specific time is not at higher level in which it is only around 75 db. The highest noise level achieved is 85 dBA at minute 50. In minute-50, it has the most number of lorry which is 5. Even though the number of cars only 100 vehicles, but due to the volume of lorry, noise level is highest at that point. During off peak time, the highest noise level in the graph is 80 – 85 dBA at minute-20 while the lowest is 70 – 75 dBA.

Figure 7 shows the noise level and volume for Gelang Patah-Skudai during peak hour and off-peak hour. The lowest volume of vehicles is at 60 minutes. The noise level are almost constant from 75 – 80 dBA for both peak hour and off-peak hour at Gelang Patah-Skudai area.

Figure 5: The result of the relationship between noise level and volume by types of vehicles for Skudai to Gelang Patah in peak hour and off peak hour

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Figure 6: The result for Gelang Patah – Skudai for peak(top) and off-peak(bottom) of number of vehicles against noise

level(dBA)

CONCLUSION

Throughout this study, we can conclude that CSTB prediction model has the noise level value approximately near to the noise level of experimental data. It was found that there is no association between speed and traffic noise level. The similar finding was obtained between volume and traffic noise level. The average noise level obtained in the study areas was higher than the recommended value by WHO and DOE. Some measures need to be taken to improve the quality of noise level at the surrounding area. Further studies are recommended to look into detail the effect of traffic volumes and speed to the noise level on urban areas.

REFERENCES

[1] Hashim, M., Misran, H. F., Saleh, Y., Nayan, N., and Che Ngah, M. S. Y., “Traffic noise analysis in the school environment in Batu Pahat town, Johor, Malaysia,” Geografi, vol. 2, no. 2, pp. 66–79, 2014.

[2] Arifin, R., Hashim, M., Suhaily, M., Ngah, Y. C., N, N., and Yazid Saleh, “Tahap Kebisingan Lalu lintas dan kesannya terhadap persekitaran pengajaran-pembelajaran sekolah di pusat bandar Kuala Terengganu,” Malaysia J. Soc. Sp., vol. 11, no. 4, pp. 10–23, 2015.

[3] Tonne, C., Halonen, J. I., Beevers, S. D., Dajnak, D., Gulliver, J., Kelly, F. J., Wilkinson, P., and Anderson, H. R., “Long-term traffic air and noise pollution in relation to mortality and hospital readmission among myocardial infarction survivors,” Int. J. Hyg. Environ. Health, vol. 219, no. 1, pp. 72–78, 2016.

[4] Pathak, V., Tripathi, B. D., and Mishra, V. K., “Evaluation of traffic noise pollution and attitudes of exposed individuals in working place,” Atmos. Environ., vol. 42, no. 16, pp. 3892–3898, 2008.

[5] Rahim, L. A., Hashim, M., and Nayan, N., “Road Traffic Noise Pollution and Its Management in Tanjong Malim, Perak,” J. Techno-Social, vol. 3, no. 2, 2011.

[6] Department of Environment Malaysia, Environment Noise Limits and Control, vol. 2nd Editio. 2007. [7] DOE, “The Planning Guidelines For Environmental Noise Limits And Control Book One,” J. Chem. Inf. Model., vol. 53,

no. September 2013, pp. 1–36, 2013. [8] Griffiths, I. D. and Langdon, F. J., “Subjective response to road traffic noise,” J. Sound Vib., vol. 8, no. 1, pp. 16–32, 1968 [9] Quartieri, J., Mastorakis, N., Iannone, G., Guarnaccia, C., D’Ambrosio, S., Troisi, A., and Lenza, T., “A Review of Traffic

Noise Predictive Models,” Recent Adv. Appl. Theor. Mech., no. december, pp. 72–80, 2009. [10] Guarnaccia, C., Mastorakis, N. E., and Joseph Quartieri, T. L. L. L., “A Comparison between Traffic Noise Experimental

Data and Predictive Models Results,” Int. J. Mech., vol. 5, no. 4, pp. 379–386, 2011.

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Implementation of Green Procurement in The Construction Industry in Malaysia

Ameer Fawwaz Bin Othman, Abdul Rahim Bin Abdul Hamid* School of Civil Engineering, Faculty of Engineering, Universiti Teknologi Malaysia, Malaysia

*rahimhamid@utm.my

ABSTRACT. Green Procurement plays an important role as instrument to mitigate the negative impacts on the environment. Although it gives the benefits to the construction industry, but the implementation in Malaysia’s construction industry is not widely practiced. The purpose of this research is to identify the practices in implementation of green procurement in the construction industry in Malaysia, identify barriers in implementing green procurement and give the strategy to enhance the implementation of green procurement. Questionnaires will be distributed to contractor and stakeholders of the construction industry at random throughout Malaysia to gain information of data collection. The questionnaire was formulated based on research findings obtained through literature review. The data obtained were analyzed using frequency distribution, mean and average index, which allows the data presented in the form of charts, graphs and tables. The results obtained shows that only 39% of respondents already implemented Green Procurement for their project. Further survey indicated that respondents have practiced a lot of green procurement measures in each project or within their organization. Thus, to increase the implementation of Green Procurement among project stakeholders and contractor in the future will be a lot easier once the current barrier such as attitude, culture, pricing, commitment, information, knowledge, legal etc are tackled. Among the top strategies to increase the implementation of green procurement are goverment approval at early stage to incorporate green practices, goverment legislative requirements and project client commitment.

Keywords: Green Procurement; green project, construction industry;

INTRODUCTION Although the construction industry contributes to the country, it also has a negative impact on the country such as soil erosion

and sedimentation, flash floods, plant degradation, dust pollution, lack of natural resources and the use of building materials that are harmful to health and human life. The level of awareness of environmental protection has increased worldwide. Among the strategies adopted by the Malaysian government to preserve the environment is the implementation of green procurement. Green procurement is introduced as an initiative to address environmental issues [1]. A company or organization that practices green procurement methods in the construction sector should play an important role in minimizing the negative impacts on the environment. While this green acquisition is very important, it has only been introduced in Malaysia and is not widely practiced, this empirical study discusses the concept of green procurement in the building industry in Malaysia as well as providing discussions on the scope of the study

Problem Statement

The procurement that considering the effects on the environment are named as green procurement. Green procurement is intended to change the way consumers use and release their products to become more environmentally friendly. The term "green" refers to the recognition, integration and implementation practices of the environment or initiatives used to minimize the impact of the environment [2]. Practicing green procurement in the building industry is strongly encouraged by authorities throughout the country for preserving and conserving the environment. Although this green procurement is very important, it has just been introduced in Malaysia and is not widely practiced. Policies and guidelines are usually used as guides for implementation purposes, but studies on the functions and interests of these green procurement have not been widely explored. Eco-friendly development such as green building will be a major and rapid growth in Malaysia. Nevertheless, there are many contractors and developers who still do not understand the concept and the importance of green procurement in the Malaysian construction industry. There are not many studies with respect to the readiness of the Malaysian construction industry in moving towards the green procurement practices. Therefore, this research is necessary to examine the extent to which green procurement practices are implemented among stakeholders in the construction industry.

Aim and Objectives

The aim of this study is to investigate the implementation of Green Procurement in the construction industry in Malaysia and the objective of the study that has been identified:

1. To investigate the implementation of Green Procurement practices in the construction industry. 2. To identify barriers in the process of implementing Green Procurement in the construction industry in Malaysia. 3. To generate strategies to enhance Green Procurement implementation among contractors and developers in the Malaysian

construction industry.

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Scope of Study The scope of the study will be limited to green procurement practices in the construction Industry. The questionnaire survey is

distributed to among industry players such as developers and contractors randomly throughout Malaysia. In addition, the results of the study are limited to the data that was collected from the literature review and questionnaires.

LITERATURE REVIEW

Procurement has been recognized as one of the most successful steps as one of the ways to practice green practices. Since the 1990s, green procurement has been regarded as an effective way to reduce environmental burden in production and consumption products [3]. This process combines environmental priorities into the product, work, and service purchases and for an organization is necessary to evaluate the full cost and environmental impact of a product at its life cycle stage, including the purchase of raw materials and manufacturing, transport, storage, handling, and the disposal of the product [4]. In terms of definition, procurement is a way to get or buy the desired equipment or service or work. However, procurement in the construction industry differs from others. Construction procurement is the process of acquiring goods and services in the construction process [5]. The procurement that considering the effects on the environment are named as green procurement. Green procurement is intended to change the way consumers use and release their products to become more environmentally friendly. The term "green" refers to the recognition, integration and implementation practices of the environment or initiatives used to minimize the impact of the environment [2]. Practicing green procurement in the building industry is strongly encouraged by authorities throughout the country for preserving and conserving the environment. In the construction sector, green procurement considers all life cycle stages, from extraction of raw materials, material transport, manufacturing, product packaging, storage, and handling to the use and disposal of products (or recycling) [6]. Barriers on implementing Green Procurement According to [7], green practices may differ in the public sector based on the differences in emphasis on policy policies and specific problems encountered by an organization. Walker and Brammer [7] has conduct an empirical study on green procurement in the public sector in the United Kingdom based on four aspects that affect the implementation of sustainable procurement levels which is policies, policy costs, organizational strategies and existing suppliers. The analysis shows that the biggest problem with green acquisition practices is financial problems. Review by MOF [8] also shows the most serious obstacle to gaining green goods and services is due to cost and revenue. Other obstacles include informational issues and lack of support from the top management [7]. McMurray et al. [9] has conducted a detailed study on green procurement practices among relevant parties in Malaysia in the public and private sectors. They found that financial issues, low knowledge, and commitment in management were a very significant obstacle. Although green procurement can provide opportunities to move further towards green construction, studies on the goals and impacts of green procurement practices on construction have not yet been widely implemented in Malaysia. Relevant parties should ensure that the project guidelines and policies are implemented [10]. One of the key issues that concerns is that most stakeholders face difficulties in starting and practicing green concepts in their work [11]. Nowadays, guidelines have been made by various parties with different goals [12]. Strategies for enhancing the implementation of green Procurement

As mentioned previously, greening the procurement means recognising and integrating the principle of green into the procurement process and throughout procurement phases. There are a few strategies that have been identified that are listed below;

1. Project green specification: In the sustainable construction framework proposed by Hill and Bowen [13], environmental indicators should be included in the project specifications and contract documents. A green specification is simply identified as having the ‘greenness element’ in the project through tender or contract requirements [14-15]. Green specification aims to provide an adoption guideline of green practices to achieve a project’s green performance

2. Purchasing green product and services: The purchasing of green products and services is complicated and requires commitment to green delivery throughout the entire process [16]. The purchasing and producing of green materials and services needs to collaborate with suppliers as well the sub-contractors to ensure better green project efficiency

3. Green Cost: The cost for incorporating sustainable design elements will depend greatly on a wide range of factors such as building design, project location, local climate, site conditions, and the familiarity of the project team with sustainable design.

4. Life cycle analysis (LCA): LCA was first discussed in the 1970s at the Midwest Research Institute in the United States [17]. LCA measures the environmental impact of materials and products throughout the product and services life cycle such as fabrication, usage, and end-of-life options [18].

METHODOLOGY

In this study, the following methodology has been adopted in order to achieve the objective of the study and the methodology

of study. i. To achieve the first objective, a review of literature and distribution of questionnaire survey was conducted to study the

green procurement practices in the organisation.

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ii. The second and third objective was achieved through the questionnaire survey to identify barriers facing in the organisation as far as adoption of green procurement practices and to propose strategies in implementing the green procument in construction industry.

The secondary data have been gathered from several resources such as books, journals, articles, previous researches and electronic resources like e-journal, websites and online material. Meanwhile, the primary data have been collected from the questionnaire surveys which have been distribute using Google Forms to the profession within the construction organisations. The questionnaires used 5 point Likert Scales. After the compilation of data generated from questionnaire, data analysis will be carried out with the help of computer software such as Microsoft Office Excel. The data then will be analyzed by using the average index analysis to rate and rank the elements of data according to level of implementation and level of agreement as shown below:

Average Index = Σ ai xi / Σ xi. Whereas, ai = constant which represent the weight for i, xi = variable that represent the frequency of respondents to the I (i = 1, 2, 3, 4, 5). The classifications for the rating scale are: 1.00≤Average Index<1.50 (least implemented or strongly disagree), 1.50≤Average Index<2.50 (poorly implemented or not disagree), 2.50≤Average Index<3.50 (moderately implemented or neutral) 3.50≤Average Index<4.50 (implemented or agree) and 4.50≤Average Index≤5.0 (well implemented or strongly agree).

Chart diagram were used to visualize the results from the analysis. Then, all the results will be discussed in detail and the conclusion and recommendation will be made accordingly.

RESULTS AND DISCUSSION

The results shown below were based on each objective of the study. All the objectives were achieved by the result from the survey questionnaire. The questionnaire was generated using google form and email have been distributed among project stakeholders and contractor randomly around Malaysia. A total of final 35 respondent have been selected to present the findings for the study. Objective 1: Green Procurement practices in the organisation Table 1 show the knowledge of green procurement among respondents is not comprehensive because 34% of them never heard of the term and 60% of them never practice it. Implementation of Green Procurement is assessed by evaluating the level of implementation of Green Procurement practices among respondents. This section focuses on the feedback from the contractor. Therefore, the level of implementation of Green Procurement practices can be divided into three aspects such as environmental aspects, financial aspects and social aspects. Table 2 show the Green Procurement measures implementation level among respondents is at the level of moderate to commonly Implemented. This suggests that respondents have practiced some green procurement measures in each project or within their organization despite green procurement is not being made mandatory. However, many more practices are not listed in the survey form that respondents have to adopt in implementing Green Procurement.

Table 1: Knowledge and practices on Green Procurement Ever heard of Green Procurement

Yes Percentage No Percentage 23 66% 12 34%

Ever done Green Procurement

Yes Percentage In progress Percentage No Percentage 9 39% 6 26% 8 34%

Table 2: Analysis on practices of Green Procurement

No Green Procurement measures

Frequency Average Index Position Category 1 2 3 4 5

1.0 ENVIRONMENTAL ASPECT

1.1 Minimise potential environmental pollution risks

- 1 6 7 6 3.90 1 Implemented

1.2 Reduce waste production on site - - 6 11 3 3.85 2 Implemented

1.3 Better site management - 2 5 11 2 3.65 4 Implemented

1.4 Improve building design in term of energy efficiency

- - 8 12 - 3.60 5 Implemented

1.5

Purchase materials or parts from suppliers who are compliant with environmentally related legislation

- 3 6 7 4 3.60 5 Implemented

1.6 Manage resources efficiently - 3 7 7 3 3.50 7 Implemented

1.7 Purchase products that are energy - 3 7 7 3 3.50 7 Implemented

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efficient or products which require less energy to manufacture

1.8 Extensive use of water recycling 1 2 8 7 2 3.35 10 moderately

implemented

1.9 Improve building design in term of Air Quality Index

- 3 8 8 1 3.35 10 moderately implemented

1.10 Better compliance in accordance to litigation

2 - 9 9 - 3.25 11 moderately implemented

1.11

Buying products for which the packaging material is bio-degradable or recyclable

- 6 10 3 1 2.95 12 moderately implemented

2.0 FINANCIAL ASPECT

2.1 Purchase value for money - - 9 6 5 3.80 1 Implemented

2.2

Purchase to meet minimum environmental criteria

- 3 3 12 2 3.65 2 Implemented

2.3 Avoid fines for environment destruction

- 2 7 8 3 3.60 3 Implemented

2.4

Increase overall project cost due to environment-concerned activities

- 2 9 5 4 3.55 4 Implemented

2.5

Increase operational cost to monitor environmental activities

- 2 9 6 3 3.50 5 Implemented

3.0 SOCIAL ASPECT

3.1

Creating awareness among project team of environmentally-friendly culture

- 2 8 6 4 3.60 1 Implemented

3.2 Enhancing environmentally friendly culture

- 2 9 6 3 3.50 2 Implemented

3.3 Receiving positive feedback from community

- 4 5 9 2 3.45 3 moderately implemented

3.4 Producing educated stakeholders in green project

- 2 8 9 1 3.45 4 moderately implemented

3.5 Kepuasan keuntungan dari segi prestasi kos

- 2 10 6 2 3.40 5 moderately implemented

Objective 2: Barriers facing in the organisation as far as adoption of Green Procurement practices

To achieve the second objective of the study, 17 types of barriers have been listed in this study based on the literature review. Each of the agreed barriers as shown in Table 3 were arranged in the order based on the average index value obtained. Based on the study, almost all the respondents agreed on the barriers that was submitted because only one obstacle was in the neutral category. The top barrier such as attitude, culture, pricing, commitment, information, knowledge, legal etc need to be tackled effectively. This suggests that these obstacles have been the source of which it is able to delay implementation of green procurement in the building industry in Malaysia thereby increasing the amount of environmental pollution in the construction industry in Malaysia.

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Table 3: Analysis on barriers that have been listed

No Barriers Frequency Average Index Position Category 1 2 3 4 5

1.1 Attitude/Culture - - 8 15 12 4.11 1 Agree

1.2 High prices of green products - - 9 18 8 3.97 2 Agree

1.3 Lack of top management commitment

- 2 9 14 10 3.91 3 Agree

1.4 Readiness of current suppliers - 2 8 17 8 3.89 4 Agree

1.5 Lack of information 1 2 6 19 7 3.83 5 Agree

1.6 Changing the ‘only cost’ mindset - 2 9 17 7 3.83 5 Agree

1.7 Lack of clear definitions - 3 11 12 9 3.77 6 Agree

1.8 Availability of green products in the local market

- 2 11 15 7 3.77 6 Agree

1.9

Lack of environmental specifications on products offered

- 4 6 19 6 3.77 6 Agree

1.10

Insufficient knowledge on concept of green procurement

2 2 7 16 8 3.74 7 Agree

1.11 Educating marketing and sales professionals

- 2 10 18 5 3.74 7 Agree

1.12 Lack of government legal enforcement 1 3 11 11 9 3.69 8 Agree

1.13 Lack of market for recyclable materials - 2 13 15 5 3.66 9 Agree

1.14 Lack political support 1 1 13 15 5 3.63 10 Agree

1.15 Lack of financial resources 1 3 13 9 9 3.63 10 Agree

1.16 Lack of internal communication - 3 15 12 5 3.54 11 Agree

1.17 Inappropriate organisational structure

2 5 6 19 3 3.46 12 Neutral

Objective 3: Strategies to increase the implementation of Green Procurement in Malaysian Construction Industry To achieve the third objective, a total of 40 strategies have been listed in this study to obtain consent from all respondents. The

strategy is based on the aspects that may be a trigger to the implementation of the Green Procurement. There are 4 aspects that have been divided namely Policy and guidelines, Green Practice, Environmental Evaluation and Stakeholdes Value. Each agreed strategy statement will then be arranged according to the order of priority level based on the average index value obtained as shown in Table 4. Based on the study, all respondents agree on all the strategies that has been listed. Among the top strategies agreed by respondents are goverment legislative requirements, conduct preliminary study on environmental impact, providing waste management plan and goverment approval at early stage to incorporate green practices. This suggests that these strategies can help to improve Green Grocurement performance among contractors and developers, thereby enhancing the implementation of Green Procurement in the Malaysian construction industry.

Table 4: Strategies to improve green procurement implementation

No Strategy Frequency Average

Index Position Category 1 2 3 4 5 1.0 POLICIES AND GUIDELINES

1.1 Goverment legislative requirements

- - 4 17 14 4.29 1 Agree

1.2 Goverment green incentives e.g tax examption

- - 6 16 13 4.20 2 Agree

1.3 Availibility of appropriate - 2 6 12 15 4.14 3 Agree

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reward/incentives at project level on green achievenet

1.4 Availibility of a green project needs statement

- - 7 16 12 4.14 3 Agree

1.5 Enforcement of environmental impact assessment

- 1 8 13 13 4.09 4 Agree

1.6

Policy that encourage participant certified Environmental Management System (EMS) oganisation

- - 8 17 10 4.06 5 Agree

1.7

National Strategic plan for Solid Waste Management policy

- 2 6 15 12 4.06 5 Agree

1.8 Obtaining a Green Building Index rating

- - 7 20 8 4.03 6 Agree

1.9 Availability of eco-labelling program - 1 7 19 8 3.97 7 Agree

1.10

Availibility of policy at project level urging environmental awareness terhadap alam sekitar

- 1 10 17 7 3.86 8 Agree

2.0 GREEN PRACTICES

2.1

Conduct preliminary study on environmental impact

- - 5 17 13 4.23 1 Agree

2.2 Providing waste management plan - 1 4 16 14 4.23 1 Agree

2.3

Using in-site systematic waste management (e.g separate hazardous waste with general waste)

- - 6 17 12 4.17 2 Agree

2.4 Selecting material based on eco-labelling guideline

- 1 5 20 9 4.06 3 Agree

2.5 Adopting the Industrial Buiding System (IBS)

- 1 8 14 12 4.06 3 Agree

2.6 Recycling waste - - 7 19 9 4.06 3 Agree

2.7 Designing building based on project’s green specification

- - 9 17 9 4.00 4 Agree

2.8

Buying product for which the packaging material is bio degradable or recylable

- - 11 13 11 4.00 4 Agree

2.9 Designing based on Green Bulding Index guidelines

- 1 11 14 9 3.89 5 Agree

2.10 Compliance to MS1525 guideline - 1 11 18 5 3.77 6 Agree

3.0 ENVIRONMENTAL EVALUATION

3.1

Goverment approval at early stage to incorporate green practices

- - 6 13 16 4.29 1 Agree

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3.2

Mandatory environmental requirement criteria for tender assessment

- - 5 16 14 4.26 2 Agree

3.3

Mandatory legislative report submission e.g. Environmental Monitoring Report (EMP)

- 1 5 14 15 4.23 3 Agree

3.4 Product benchmarking using eco-labelling

- - 5 21 9 4.11 4 Agree

3.5

Environmental requirements in technical specification

- 1 4 21 9 4.09 5 Agree

3.6 Project’s green compliance mechanism

- - 6 20 9 4.09 5 Agree

3.7 Conduct Life cycle Analysis (LCA) - - 7 19 9 4.06 6 Agree

3.8 Considering public feedback - - 9 16 10 4.03 7 Agree

3.9 Public reporting on green performance - - 11 15 9 3.94 8 Agree

3.10 Benchmarking wiith previous project

- - 12 15 8 3.99 9 Agree

4.0 STAKEHOLDES VALUES

4.1 Project client commitment - 1 3 18 13 4.23 1 Agree

4.2 Appointing green specialised consultant/trainer

- 1 3 19 12 4.20 2 Agree

4.3 Acquiring external collaboration or training

- 1 6 14 14 4.17 3 Agree

4.4 Conducting In-house training/briefing

- 1 3 20 11 4.17 3 Agree

4.5 Project stakeholders commitment - 1 6 15 13 4.14 4 Agree

4.6

Pre-qualification based on knowledge in green construction

- 1 6 15 13 4.14 4 Agree

4.7 Getting support from suppliers - 1 4 19 11 4.14 4 Agree

4.8

Stakeholders ability to understand bigger picture of green construction

- - 8 16 11 4.09 5 Agree

4.9

Pre-qualification based on past experience in greeen construction

- 1 6 18 10 4.06 6 Agree

4.10 Sharing experience among stakeholders in project

- - 11 14 10 3.97 7 Agree

Conclusion

The conclusions that can be drawn from this study are as follows. 1. The first objective was to study the level of practices of implementation of Green Procurement in Construction industry

in Malaysia. The results showed that respondents already implemented 14 out of 21 practices and the rest is moderately implemented. This shows that the contractor still do not fully understand and perform the entire practice the green

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procurement. Therefore, more strategies need to be implemented so that respondents have deep awareness on the implementation of green procurement in the construction industry in Malaysia.

2. The second objective of the study was to identify the barriers in the process of implementing Green Procurement in the construction industry in Malaysia. The second objective of this study was achieved by analyzing 35 answers from the questionnaire filled by respondents. The results showed almost all the respondents agree on the barriers that has been listed because only 1 obstacle is in the neutral category. This show that the obstacles that have been listed could be the potential source to hamper the implementaton of green procurement in the construction industry in Malaysia. The attitude and culture of an organization becomes a major obstacle to the implementation of green procurement. The top barrier such as attitude, culture, pricing, commitment, information, knowledge, legal etc need to be tackled effectively.

3. The final objective is to propose strategies in increasing the implementation of Green Procurement in the construction industry in Malaysia. The third objective of this study was also achieved by analyzing 35 answers from the questionnaire filled by respondents. A total of 40 strategies have been listed in this study to get consent from all respondents. The strategy is based on the aspects that may be a trigger to Green Procurement. There are 4 aspects that have been divided namely the Policy and Guidelines, Green Practices, Environmental Evaluation and Stakeholdes Value. Analyzed strategy has been given a rank or position to determine its effectiveness respondent approval. Among the top strategies agreed by respondents are goverment legislative requirements, conduct preliminary study on environmental impact, providing waste management plan and goverment approval at early stage to incorporate green practices. This implies that the requirements of laws are the key strategy to enhancing green procurement performance among contractors and developers in the construction industry in Malaysia. Procurement contract also need to be introduced to improve the performance of green procurement among contractors and developers in the construction industry in Malaysia

References

[1] Varnäs, A., Balfors, B., & Faith-Ell, C. (2009). Environmental consideration in procurement of construction contracts: current practice, problems and opportunities in green procurement in the Swedish construction industry. Journal of Cleaner Production, 17(13), 1214-1222.

[2] Albino, V., Balice, A., & Dangelico, R. M. (2009). Environmental strategies and green product development: an overview on sustainability‐ driven companies. Business strategy and the environment, 18(2), 83-96.

[3] Green Council, (2010). Report of the research study on the current status and direction for green purchasing in Hong Kong. Green Council, Hong Kong.

[4] Salam, M. A. (2008, September). An empirical investigation of the determinants of adoption of green procurement for successful green supply chain management. In Management of Innovation and Technology, 2008. ICMIT 2008. 4th IEEE International Conference on (pp. 1038-1043). IEEE.

[5] Ruparathna, R., & Hewage, K. (2015). Sustainable procurement in the Canadian construction industry: current practices, drivers and opportunities. Journal of Cleaner Production, 109, 305-314.

[6] Ofori, G. (1999, September). Satisfying the customer by changing production patterns to realise sustainable construction. In Proceedings, Joint Triennial Symposium of CIB Commissions W65 and (Vol. 55, pp. 41-56).

[7] Walker, H., & Brammer, S. (2009). Sustainable procurement in the United Kingdom public sector. Supply Chain Management: An International Journal, 14(2), 128-137.

[8] Ministry of Finance Malaysia (MOF). (1997). Buku Panduan Perolehan Kerajaan. Bahagian Pengurusan Perolehan Kerajaan. Kuala Lumpur: Ministry of Finance Malaysia (in Malay).

[9] McMurray, A., Islam, M., Siwar, C., & Fien, J. (2009). Sustainable procurement in the Malaysian public and private sectors. In 23rd Australian and New Zealand Academy of Management (ANZAM) Conference (pp. 1-32). ScholarOne.

[10] Russell, C. A. (1998). Toward a framework of product placement: theoretical propositions. ACR North American Advances.

[11] Chong, W. K., Kumar, S., Haas, C. T., Beheiry, S. M., Coplen, L., & Oey, M. (2009). Understanding and interpreting baseline perceptions of sustainability in construction among civil engineers in the United States. Journal of management in engineering, 25(3), 143-154.

[12] Arts, J., & Faith-Ell, C. (2012). New governance approaches for sustainable project delivery. Procedia-social and behavioral sciences, 48, 3239-3250.

[13] Hill, R. C., & Bowen, P. A. (1997). Sustainable construction: principles and a framework for attainment. Construction Management & Economics, 15(3), 223-239.

[14] Nissinen, A., Parikka-Alhola, K., & Rita, H. (2009). Environmental criteria in the public purchases above the EU threshold values by three Nordic countries: 2003 and 2005. Ecological Economics, 68(6), 1838-1849.

[15] Lam, P. T., Chan, E. H., Chau, C. K., Poon, C. S., & Chun, K. P. (2009). Integrating green specifications in construction and overcoming barriers in their use. Journal of Professional Issues in Engineering Education and Practice, 135(4), 142-152.

[16] Niesten, E., & Lozano, R. (2015). Making, buying and collaborating for more sustainable production and consumption. Journal of Cleaner Production, 100, 1-3.

[17] Klöpffer, W. (1997). Life cycle assessment. Environmental Science and Pollution Research, 4(4), 223-228. [18] Hendrickson, C., Horvath, A., Joshi, S., & Lave, L. (1998). Peer reviewed: economic input–output models for

environmental life-cycle assessment. Environmental science & technology, 32(7), 184A-191A.

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Implementation of Building Information Modelling (BIM) in Site Safety Management

Muhammad Najmuddin Abd Aziz, Baharin Mesir*

School of Civil Engineering, Faculty of Engineering, Universiti Teknologi Malaysia, Malaysia *baharinmesir@utm.my

ABSTRACT. The construction industry has been recognized as one of the most hazardous industries. It has poor safety record when compared to many other industries. Although there is an improvement on the safety performance in industry, the injury rate of the industry is still one of the highest compare to other industries. Besides causing human tragedy and economic losses, construction accidents also affect the productivity and reputation of the construction industry. In addition, safety on a construction site can either make or break a contractor if not properly managed. The usage of Building Information Modelling (BIM) for site safety management in construction execution has the potential to augment practitioner understanding of their sites and reduce the probability of accidents. The aim of this study is to identify the current practice in site safety, explore the potential of BIM in site safety management and strategies for improving site safety management by implementing BIM. Quantitative research was a method for collect the data related to the objective. Data would be analysed by Statistics Package for the Social Sciences (SPSS) version 25.0. The attributes and requirements to achieve effective safety management right from the design stage to execution and operation must be identified and addressed appropriately. The new strategy approach needs to be identified for the development of an integrated safety management to achieve zero accidents in Malaysia.

Keywords: Construction accidents ; Building Information Modelling (BIM) ; Site Safety Management.

INTRODUCTION Building Information Modeling (BIM) is a process of provisioning and use model through a 3D digital technology that

contains information for improve delivery system throughout project life cycle. In order to make management in site safety be a better ways, implementation of BIM can be viewed as a combination of advanced process and technology that offers a platform for collaboration between different parties in the construction project by exploiting the uses of information technology (IT). In the Malaysian construction industry, many construction players regard BIM as a new technology because it is not widely used. Therefore, this study would explore more about the uses of BIM that can assist the process of site safety management to a more competent planning.

Problem Statement

Construction is one of the highest contributing industries to occupational accidents by sector in Malaysia. Statistics have been drawn from year to year that shows an increasing number of cases of accidents by industry sector. Although regulations in occupational safety are quite comprehensive and reinforced with strict safety inspection and audit by DOSH at regular of time, the accidents at construction site is still alarming. Based on the figures and numbers of death cases in construction sites, there are few problems that can be undertaken for study consideration.

The problem is the awareness of the construction sites management on safety among workers. Although cases were reported to related departments, yet information on the safety management in construction sites is still far lacking. There has not been any clear understanding provided by any party. The issue has to be fundamentally understood and comprehended. Awareness on safety is important and crucial for construction sites. The Occupational Safety and Health Act 1994 (OSHA) is a self-regulation statute. It means that the government will not prescribe how the safety at a workplace should be managed. The Act requires a joint effort from the employers and employees on how to administer the safety at their workplace.

Moreover, lack of the understanding on the gaps between government agencies, developers and the construction companies. It is undeniable that government agencies were working hard to promote in ensuring workplace safety. Gaps between government agencies, developers and its construction companies with other related parties must be comprehended as an initiative to all parties in ensuring government agencies can implement, and monitor well on safety at workplace.

Objectives Among the objectives of the study to achieve the aim, the following items have been used:

1. To evaluate current practice about site safety management in construction project ; 2. To study the potential of BIM in site safety management, and; 3. To develop strategies for improving the effectiveness of implementation of BIM at site safety management.

Scope of Study This study is focusing on implementation of Building Information Modelling (BIM) in site safety management. The study is stressed on effectiveness of implementing BIM related to safety management. The quantitative data for this study were collected from questionnaire survey. The data were collected from local authorities and private companies in Johor Bahru. The respondents were been distributed to experience construction players in private company and government sector to achieve the results of implementation of BIM.

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LITERATURE REVIEW

Safety means free from danger or risk and managing the workers for ensuring safety is called management. Therefore, the construction site of safety and management deals with safety of labours and employees working at the site. The best way to protect workers against hazards is to control problems at the sources. The problem regarding construction industry is not that the hazards and risks are unknown, but it is very difficult to accurately identify in a constantly changing work environment. To prevent health hazards at work, all possible hazards that may be encountered should be identified in advance. Paringga (2010) did a study on safety practices in Batam, Indonesia and through his findings; he discovered that one of the safety practices is education and training. The safety inspection has been the main tool for maintaining safe conditions and monitoring unsafe practices at workplace.

Safety and Health Assessment System in Construction or SHASSIC is an independent method to assess and evaluate the safety and health performance of a contractor in construction works/ projects. SHASSIC has been enforced by the Technical Committee on Safety and Health in Construction with the assistance of Construction Industry Development Board (CIDB) Malaysia. The CIS10:2008 (Safety and Health Assessment System in Construction) was develop in order to have a standard platform of assessing contractors performances as regard to construction safety and health in sites [1]. SHASSIC is intended to complement the normal contractual requirement and specification in a project. It is not intended to be used independently as working requirement and specification. Unless specified in the project contract, safety and health designated person should not use SHASSIC to decide if the project site or parts of the project site are in accordance with requirement of the relevant Acts and Regulations or OSH Management System. It is still the responsibility of the contractor to ensure that safety and health of the construction site conforms to legislations requirement, approved standards, code of practice, guidelines, specifications and contractual requirements [2].

In the context of application within construction industry, it is really important to understand the definition of Building Information Modelling. BIM can be referred as the process of creating and using 3D parametric computer-aided-design (CAD) technologies for design that allows the exchanges of information within a construction project team in a digital format [3]. By using software and hardware related to computer application, Building Information Model represent the building virtually where the physical characteristics of the project and all information are contained or attached to the component of the model [4]. BIM technology enables all parties who have different roles in a project implementation diversifies the use of BIM as required respectively. Information in the BIM model is progressively increasing throughout the project implementation will be available to all parties from time to time to the current. Use of BIM is an application of BIM's use method to achieve certain objectives [5].

There are many benefits that BIM can offer to the Malaysian construction industry, especially in enhancing the communication between different parties in construction projects. BIM is able to streamline and aids clear communication between client, consultant and contractor in construction projects by providing a single respiratory system for exchanging digital information in one or more agreed format. This approach can reduce errors associated with inconsistent and uncoordinated project documents because BIM is capable of carrying information which are related to the building either its physical or functional characteristics [6]. Furthermore, visualisation is one of the benefits gained when implementing BIM. The visualisation could help parties that are involved in the construction projects to gain better understanding of what they construct by creating detailed 3D view. [4]

Despite the numerous benefits from the utilisation of BIM, review of literature also has identified the factors impeded the pace in implementing BIM in construction industry. The failure to implement new information technology (IT) in construction industry happens because of technical issues rather than social issues such as lack of technical expertise, the complexity of the system and lack of support system [7]. A different view where people also play a part as the major barrier to implementing new IT in the construction industry. The failure in changing people behaviour to handle new tools is the most prominent factor of why people are reluctant to adopt new technology [8]. A survey done by Khemlani (2005) revealed that the primary obstacles in implementing BIM is the resistance from employees who are reluctant to learn something new and challenges because of their beliefs and complacency with current status [9].

Traditional safety planning relies on manual observations, gut-feelings and experience of the safety planner. A typical safety plan depicts what safety measures are necessary, when, where, and why. The link between planning for safety and work task execution is often weak. For example, many contractors use two-dimensional drawings (2D) or field observations to identify hazards. Since their approach is manual and based on experience and gut-feelings, the observed results can be error-prone due to subjective judgments of the decision maker [10]. The utilization of BIM technologies can result in improved occupational safety by connecting the safety issues more closely to construction planning, providing more illustrative site layout and safety plans, providing methods for managing and visualizing up-to-date plans and site status information, as well as by supporting safety communication in various situations, such as informing site staff about making safety arrangements in response to a particular risk or warning about various risks. A building information model allows constructors to visually assess jobsite conditions and recognize hazards [11].

METHODOLOGY

This study consisted of two key activities; quantitative research, and analysis method using Statistical Package for the Social Sciences (SPSS). Quantitative Research

The research problem in construction industry was defined. All of the objective was identified from literature review. The questionnaire form was designed as a tool to measure the information in BIM and site safety management. It targeted local authorities, contractor and who are involved in construction project. They are equally important information source to gather more details on the current practice and difficulties to implement BIM in construction project. The questionnaire is meant to find out the

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current practices that the company implemented in construction projects, issues in site safety practices, potential and barriers to implementing BIM in site safety management, and actions to improve the issues in site safety management based on the literature review. The questionnaires were distributed in order to meet all the objectives. One hundred sets of questionnaires were distributed but only 20 respondents had responsed. The distributions of the questionnaire were conducted via e-mail using Google Forms. The questionnaire constructed was divided into two sections. Section A was to identify the background of respondents. For Section B, it was divided into three parts. First part was to identify site safety practices that deployed by the company. Second part of the questionnaire focused on the potential of BIM in site safety management and the last part of the questionnaire was designed to identify the strategies to improve site safety management by implementing BIM. In Section B, the respondents need to choose their choices of the statements based on the five-level of ascending order of Likert scale. A five-point Likert scale ranging from 1 which represented the least important to 5 which represented the most important was being used to capture the utility of BIM and important aspects when implementing BIM in site safety management. Another five-point Likert scale ranging from 1 which represented the least agreed to 5 which represented strongly agreed was being used to capture the benefits of BIM, barriers to implement BIM and strategies to improve site safety management by implementing BIM. Analysis Method using Statistics Package for the Social Sciences (SPSS) Statistical Package for the Social Sciences (SPSS) is the one of the most popular statistical packages which can perform highly complex data manipulation and analysis with simplex instructions. SPSS was assists to managing and describing all the data input. The software that was used IBM SPSS Statistics version 25.0. The objective is to find the frequencies, mean and standard deviation. The variables will ranked from the highest value to the lowest value of frequency, mean and standard deviation.

RESULTS AND DISCUSSION

The results on the questionnaire survey about implementation of BIM in site safety management are discussed herein. The collected data from questionnaire survey was analyse using IBM SPSS Statistics version 25 software. Current Practices in Site Safety Management

Table 1 illustrates the frequencies of site safety practices deployed by respondents in their company. From Table 1, the top three safety practices deployed by respondents’ company are (1) Safety policy (22.9%), (2) Equipments and personal protection (20.8%), and (3) Safety training and education (18.8%). Most of the construction company had safety policies because it guide future actions of their employees. If employees know the consequences of unsafe actions, it will discourage them from performing these actions in the future and reducing the risk of injury to themselves and others. In addition, each employee will know exactly what they are responsible for when it comes to the safety of themselves and each other within the workplace. Safety policies will ensure safety and confidence to the visitors. The visitor want to feel safe when they in workplace and implementing safety policy provides them with peace of mind when it comes to their welfare. In addition, most companies also have equipment and personal protection at the project site. This is very important because the rate of accident occurring in the construction industry is very high. In construction industry, the company has provided safety training and education to their workers. Safety training and education need to be exposed to the workers so they will be aware about accidents and hazardous in construction site.

On the other hand, the two least frequencies of site safety practices are (1) Safety promotion (4.2%), (2) Emergency support (6.3%) and (3) Safety organisation (12.5%). The inefficiencies much going to the construction company because they can’t control the number of accidents in their workplace. This happens as there is no way or action to addresses this problem in their company. Safety promotion not exposed in the construction company because they think it will consume a lot of time and money to administering such as safety incentive program. On top of that, certain construction company in Johor Bahru didn’t have emergency recovery plan and emergency drill because they do not care about the welfare and safety of workers at workplace.

Table 1 : Site safety practices deployed by respondents’ company

Site Safety Practices Responses

Frequency Percentage

Safety policy 11 22.9%

Safety organisation 6 12.5%

Safety training and education 9 18.8%

Hazardous and safety inspection 7 14.6%

Equipments and personal protection 10 20.8%

Safety promotion 2 4.2%

Emergency support 3 6.3%

TOTAL 48 100.0%

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Table 2 shows the categories of issues that happens in current practices in site safety management. Table 2 also shows the

frequencies and percentage of the categories for problem and issues that happens in current practices in site safety management. From Table 2, it can be found that the top two issues that happens in current practices in site safety management are (1) workers attitude (39.6%), and (2) lack of enforcement (16.7%). The respondents believe that workers attitude is the main issues that happen in current practices. Although the company has a safety policy that every employee needs to comply, but employees do not take this serious. Thus, the rate of accident increased in the industry is due to workers attitude that do not comply with the safety policy that had been set. The respondents also believe that issue in current practices is lack of enforcement. Top management does not enforce the law on workers to use personal protection and equipments (PPE) such as hardhats, fall protection, safety boots, respiratory protection and others in areas of high risk for accidents.

On the other hand, the least issues that happens in current practices in site safety management is lack of training (6.3%). The respondents believes that lack of training is not main issues in their company. This is because training and education in safety are important before the workers allowed to enter the workplace. Safety training also will give awareness about the dangers of the construction site.

Table 2 : Issues in current practices in site safety management

Issues In Current Practices Responses

Frequency Percentage

Workers attitude 19 39.6%

Lack of enforcement 8 16.7% Lack of awareness program or promotion 7 14.6%

Less budget allocation 7 14.6%

Lack of leadership support 4 8.3%

Lack of training 3 6.3%

TOTAL 48 100.0%

Potential of BIM in Site Safety Management

Table 3 shows the numbers of company currently use BIM as part of their working process. Table 3 also shows the percentage of the company currently using and not using BIM as part of their working process . From Table 3, it can be found that percentage of the company currently use BIM as part of working process (30%) and percentage of the company not use BIM as part of working process (60%). Still many companies still do not use BIM in construction projects. BIM is among the new tools and no encouragement by the government to use BIM in the construction project.

Table 3 : Number of company currently use BIM as part of working process

Respondent N Percentage

Use BIM 6 30%

Not use BIM 14 70%

TOTAL 20 100%

Table 4 shows a summary value of the mean and standard deviation for variables of the benefits of BIM in respondents’ company that use BIM as part of working process. Table 4 also shows the rank of the benefits of BIM in respondents’ company that use BIM as part of working process. From Table 4, it can be found that the top four of benefits of BIM in respondents’ company are (1) more effective process (Mean = 3.86), (2) reduce cost (Mean = 3.86), (3) reduce accident (Mean = 3.86), and (4) better collaboration (Mean = 3.86). The respondents believe that BIM is can give advantages to the process running more effectively. This is because BIM can improve integrated project delivery system and model information can be shared with owner after building completed construction where this record is used for the purpose of operations and building maintenance. The respondents also believe that benefit of BIM is can reduce cost in construction project because BIM assists user to measure the quantity and estimated cost of the project. The user can design building model in BIM software and identify their problems without build a real building. It can reduce the cost of demolishing the building if there is an error in the design. BIM also can reduce accident rate in construction project. BIM software can detect areas with high rates of accident. So, it will alert and propose a hazardous area to install safety tools such as handrails. The respondents also believe BIM disciplines can be collaborated and coordinated the designs of all disciplines with more effective and able to reduce conflicts in the early stages of the life cycle project.

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Table 4 : Rank for BIM benefits in respondents’ company

No Benefit of BIM Mean Rank Std. Deviation

1 More effective process 3.86 1 1.215 2 Reduce cost 3.86 2 1.215 3 Reduce accident rate 3.86 3 1.215 4 Increase job quality 3.71 5 1.496 5 Better communication performance 3.71 6 1.496 6 Better collaboration 3.86 4 1.215

Table 5 shows the number and percentage of respondents’ opinion about BIM that can be utilised in site safety management.

From Table 5, it can be found that percentage of respondents response that agreed on BIM can be utilised in site safety management (55%). The respondents believe that application of BIM can utilised in site safety management because BIM has an application that can help to supervise the construction sites with more organized as well as reduce the accident rate in the construction industry.

Table 5 : Number of agreement BIM can be utilise in site safety management

Respondent N Percentage

Agreed 11 55% Not Agreed 9 45% TOTAL 20 100%

Table 6 illustrates the mean and standard deviation about important of BIM utility in site safety management. Table 6 also

show the rank about important of BIM utility in site safety management. From Table 6, top three important of BIM utility in site safety management are (1) site safety planning (Mean = 4.40), (2) workers and site safety assessment (Mean = 4.40), and (3) clash detection (Mean = 4.30). The respondents believe that site safety planning is important BIM utility in site safety management. The ability of BIM is to construct the asset virtually before the contractor built it. Simulation augmented reality and virtual reality are becoming common place within construction. Therefore, site safety planning can also play a part in accident investigation and hazardous predictions. The respondent believe that BIM can be utilised in site safety management by doing workers and site safety assessment. With BIM ability, workers and site safety assessment can be conducted through a simulation model without evaluating on-site. Respondents also believe that BIM can utilised in clash detection. It can identify collisions and mitigate before a building are constructed. Clash detection also consider possible collisions on-site through the use of tracking and sensing technology, fatalities and injuries relating to being struck by moving construction vehicles can be reduced.

Table 6 : Rank for important BIM utility in site safety management

No Utility of BIM Mean Rank Std. Deviation

1 Site safety planning 4.40 1 0.843 2 Clash detection 4.30 3 0.823 3 Simulating machineries movement 4.20 6 0.789 4 Visualisation for hazard identification 4.30 4 0.823 5 Safety training and induction 4.30 5 0.823 6 Workers & site safety assessment 4.40 2 0.843

Table 7 illustrates the mean and standard deviation for barriers or issues to implementing BIM in site safety management.

Table 7 also shows the rank of barriers or issues to implementing BIM in site safety management. FromTable 7, it can be found that top three barrier or issues to implementing BIM in site safety management are (1) Lack of application software (Mean = 4.07), (2) Lack of knowledge about BIM (Mean = 4.06), and (3) Lack of training on BIM software (Mean = 4.00). For the first rank, the respondents believe that issue to implementing BIM is lack of application software. They believe that there are still some construction companies still using the traditional method which is refering two-dimesional drawing. In addition, lack of knowledge about BIM could contribute to the resistance in implementing BIM because in the construction industry it involves various parties. Without significant knowledge about BIM, each party is reluctant to use BIM because they believe that new technology such as BIM technology is difficult to learn and could increase the operating cost. Therefore, lacking in training on

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BIM software is among the barrier to implementing BIM in site safety management. The respondents also believed that in the construction industry, organisations are not willing to send their staff to undergo related training in order to enhance their knowledge and skills.

Table 7 : Rank for agreement on barriers or issues to implementing BIM in site safety management

No Barriers to Implementing BIM Mean Rank Std. Deviation 1 Lack of knowledge about BIM 4.06 2 1.144 2 BIM is too expensive

3.81 7 1.276

3 Lack of training on BIM software 4.00 3 1.173 4 Clients do not request/enforce BIM

3.71 9 1.448

5 Lack of competency and skills 4.00 4 1.173 6 BIM is not required by other team members

3.88 5 1.166

7 Lack of working procedures and standards 3.81 6 1.377

8 Reluctance from client, contractors or consultant to implement BIM 3.69 10 1.448

9 Lack of application software 4.07 1 1.100 10 Lack of government direction

3.76 8 1.348

11 Workers attitude 3.50 11 1.414 Strategies to Improve Site Safety Management by Implementing BIM

Table 8 shows the summary of mean and standard deviation on strategies to improve site safety management by implementing BIM. Table 8 also shows the rank of strategies to improve site safety management in construction industry by implementing BIM. From Table 8, it can be found that top three strategies to improve site safety management by implementing BIM are (1) Leadership or top management has important roles in BIM integration (Mean = 3.94), (2) Cost will influence the implementation of BIM in safety management (Mean = 3.82), and (3) Training and education programs should be used to develop the BIM competency among the staff (Mean = 3.82). The respondents agreed that leadership or top management has important roles to play in order to make BIM is implemented in site safety management. Government must enforced all construction player to implementing BIM as part of their working process, then a huge effort is required in the industry to drive that forward through sensitization from workshops and seminars. The respondents also have thought that implementation of BIM in safety management will influenced in terms of cost. The company needs to provide a lot of money to implement BIM in construction projects. BIM may have a high price but the matter would be repaid with BIM applications that will give benefits to the construction company. The respondents agreed that training and education program must be develop to improve the competency among staff before BIM can be implement in site safety management. Training and education program need to be developed because BIM is a new technology and requires certain skills to use it.

Table 8 : Rank of respondents’ agreement on strategies to improve site safety management by implementing BIM

No BIM Implementation and Site Safety Management Mean Rank Std. Deviation

1 I think policy or guideline is very useful to assist BIM integration in safety management 3.65 7 1.00

2 I agree the process flow need to be changed to integrate BIM in safety management 3.65 8 0.86

3 I agree that technical difficulties will affect the process of integrating BIM in site safety management 3.76 4 1.03

4 I think that BIM integration will cause changes to current hardware and infrastructure 3.59 9 1.00

5 I think cost will influence the implementation of BIM in safety management 3.82 2 1.07

6 I agree that new roles and responsibilities need to be created with the BIM integration 3.69 6 1.14

7 I think skills and attitude are the important factors in implementing BIM 3.75 5 1.06

8 I agree that training and education programs should be used to develop the BIM competency among the staff 3.82 3 1.01

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9 I agree that leadership or top management has important roles in BIM integration 3.94 1 1.20

CONCLUSION

In this paper, we can saw that implementation of BIM was proposed in site safety management. This developed idea serves as a potential alternative for site safety management to implementing BIM. Many evidence show that BIM can enhance the site safety performance but the rate of implementation of BIM in construction industry has been at a slow pace.Findings conforming to the objectives of this study can be summarised as below:

4. The current practices in site safety management already identified. The most frequencies for site safety practices was used is safety policy (22.9%). The issues that happen in current practices is workers attitude (39.6%).

5. Many agreed that benefits of BIM that used as a working process in the company are more effective process (Mean = 3.86), reduce cost (Mean = 3.86), and reduce accident rate (Mean = 3.86). Percentage of respondents that agreed BIM can be utilised in site safety management is 55%. The main barriers to implementing BIM in site safety management is lack of application software (Mean = 4.07).

6. The strategies to improve site safety management by implementing BIM is leader or top management must has important role in BIM implementation (Mean = 3.94).

This study concludes that, the implementation of BIM needs to attentive in the site safety management as it will have a positive impact on the construction industry with a very effective system at once reducing accident rate at the site.

REFERENCE

[1] D.M Yakubu, I.M Bakri, H. Normala, Musa Che, (2012) “Assessment Of Safety and Health Measures (SHASSIC Method) in Construction Sites.” Vol. 1, No. 2, 2012.

[2] Construction Industry Development Board Malaysia (2008)., “Construction Industry Standard (CIS 10 : 2008): Safety and Health Assessment System in Construction”.

[3] Eastman, C., Teicholz, P., Sacks, R., and Liston, K. (2011) 2nd Edition BIM Handbook: A Guide to Building Information Modelling for Owner, Managers, Designers, Engineers, and Contractors, John Wiley and Sons, Inc. New Jersey.

[4] Kymmell, W., (2008), Building information modeling: Planning and managing construction projects with 4D CAD and simulations, McGraw-Hill, New York.

[5] Jabatan Kerja Raya Malaysia (2014) ., “Garis Panduan BIM JKR Edisi 2014.” [6] Azhar, S., Hein, M., and Sketo, B., “Building Information Modeling (BIM): Benefits, Risks and Challenges”,

Proceedings of the 44th ASC Annual Conference, Auburn,Alabama, April 2-5, 2008. [7] Griffith, T. L., Zammuto, R. F. and Aiman-Smith, L., “Why New Technologies Fail: Overcoming the Invisibility of

Implementation”, Industrial Management, Vol. 41, No. 3, pp. 29-34, 1999. [8] Martinko, M. J., Henry, J. W. and Zmud, R. W., “An attributional explanation of individual resistance to the introduction

of information technologies in the workplace”, Behaviour & Information Technology, Vol. 15, No. 5, pp. 313-330, 1996. [9] Khemlani, L. (2005), CORENET e-plan check: Singapore’s automated code checking system, AECbytes, available at:

http://www.aecbytes.com/ buildingthefuture/2005/CORENETePlanCheck.html [10] Sulvankivi, K., Teizer, J., Kiviniemi, M., Eastman, C.M., Zhang, S., and Kim, K. (2012). Framework for integrating

safety into Building Information Modelling. Proceeding of the CIB W099 International Conference on “Modelling and Building Health and Safety”, September 10-11, 2012, Singapore, 93-100.

[11] Azhar, S., Behringer, A., Sattineni, A., and Mqsood, T. (2012). BIM for facilitating construction safety planning and management at jobsites. Proceeding of the CIB W099 International Conference on “Modelling and Building Health and Safety”, September 10-11, 2012, Singapore,82-92.

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The Effectiveness of Project Managers in the Success of a Project Muhammad Syaffiq bin Haridan1, Abdul Rahim Abdul Hamid1*

1School of Civil Engineering, Faculty of Engineering, Universiti Teknologi Malaysia, Malaysia *rahimhamid@utm.my

ABSTRACT. Project management is an interesting field and has attracted more researchers to study about it. It is a very important field as projects nowadays have become more complex, in which many argue that effective leadership is the key to the project success. As we know that effective project managers are depends on combination of experiences, knowledges, leaderships and soft skills in this field. An effective project team also can increase the effectiveness of project manager. However, there is something lack about it. Although it is useful to initialize the understanding of what is important to be an effective project manager, but those contexts are too general. The most important skill of project managers is not clear; hence it is difficult to conclude the effectiveness of project managers. The objectives of this study are to identify project manager challenges in today’s industry, measure the effectiveness of project managers and what it takes for project managers to be effective in future project undertaken. In this study, the instruments used consist of two methodologies which is literature and empirical study. Through empirical study, it was conducted using questionnaires survey. The data obtained were analyzed using frequency distribution, average index and mean, and will be presented in the form of tables, graphs and charts. The study found that most of the issues and challenges face by the project manager in the current project execution can classified as neutral, but preventative measure must be taken to prevent from future problems. Besides that, all the aspects in the criteria are important for the personal effectiveness of project manager with continually improve communication, professional and relationship skills is a key for the effectiveness of project manager. Hence, it is found that able to work under pressure and deliver within committed deadlines is crucial qualities of future project manager with other aspects are also important for the future project implementation.

Keywords: Project Manager; Project Management; Effectiveness, Skill; Challenges; Quality

INTRODUCTION

The construction sector in Malaysia continues to grow steadily despite the unstable state of the world economy. In 2016, 6855 projects worth RM229 billion were registered with the Construction Industry Development Board (CIDB), where it was the highest since 2010 and will gain another RM180 billion in 2018. Infrastructure project became the biggest contributor to this growth. From all of 14 mega projects in 2016, 60 percent of them are infrastructure project valued at RM137 billion [1]. One of the most notable mega projects was the construction of Mass Rapid Transit (MRT) that had been launched on 15 December 2016 for phase 1 and 17 July 2017 for phase 2. This project was led by MMC-Gamuda, a local construction company [2] This proves that local expertise is capable to execute mega-scale projects successfully. However, without a good leadership, the projects will not succeed. Therefore, the selection of a good project manager is a crucial decision.

It is important to choose a good and qualified project manager to ensure a successful project. It is important to choose a project manager that has the necessary technical knowledge and administration skills as being competent and committed for the success of projects [3]. Project managers are not only required to complete the project, they also need to achieve client goals to avoid client’s dissatisfaction, even if the project successfully completed [4]. Besides that, Crawford [5] state that the role of project managers is very important and capable to influence the success of a project. In addition, Munns and Bjeirmi [6] point out that one of the reasons that led to the failure of project managements was appointed a wrong project manager. Therefore, top management must be careful when appointing project manager. Problem Statement

Construction project managers are often tasked with various works at a time. Being multitasking is essential to the project managers. They are responsible for overseeing the entire project, and more importantly, being able to manage and supervise a unique combination of people. Whether the project is large or small scale, it depends thoroughly to the project managers.

Since 1950s, researchers are more focus on project scheduling problems, assuming that better scheduling would provide better management, hence the project would be completed successfully [7]. However, there are many factors that influence the success of the projects. Many researchers are trying to study the most critical factor that will determine the success or failures of the project, in which most of the factors are related to the type of projects. Issues regarding project managers are barely to discuss [8]. Since the beginning, literatures related to project manager in project management are being shifted to other things, and the role and efficiency of project managers related to the success of a project are rarely to discuss [9]. A good project manager is very important, to avoid any problems during construction.

Chan and Kumaraswamy [10] state that the main reason for the construction to be postponed is classified into two groups; first is the role of the local construction industry and the second is type of projects. Some of the important things in the construction project are project management and the role of each party involved. Pettersen [11] states that the most significant cause of a project delay is the failure of management at the site. Poor site management led to the delay in problem solving on the issue on the site and subsequently will give negative impact the overall progress.

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Those statements show that the role of project managers is very important, and the effectiveness of the project manager will have an impact to the project progress. Effective project manager factors and the impact that will be given to the project will be further discussed. The study is conducted on the lack of research on the role and effectiveness of the project managers in fulfilling their duties in the context of the current and future project implementation especially in Malaysia. Aim and Objectives The aim of this study is to identify the effectiveness of the project manager in the success of a construction project implementation. To achieve this goal, the following objectives are set:

4. To identify the issues and challenges face by the project manager in the current project execution. 5. To measure the personal effectiveness of the project manager. 6. To determine the quality of the project manager in the future project implementation.

Scope of study

Data collection will be focused on project managers around Klang Valley and Johor Bahru. In addition, respondents consist of employees who work with project managers such as engineers, assistant engineers and administration staff. Consultant, client and contractor that deal with project managers are also potential respondent.

LITERATURE REVIEW

Dorr [12] mentions that contractors are becoming more aggressive in today’s current competitive market. Contractors now challenging clients, unexpected terms, delays in schedule, and any other reason to get legal or illegal compensation.

The identification of the relationship between the success of management and individual traits, as well as the investigation of the relationship between specific management performance and efficiency has attracted researchers’ attention [13]. Munns and Bjeirmi emphasize the role of project managers in achieving project success. This is one of the most studied topics in project management. Meredith and Mantel [14] categorize the skills required by project managers to be divided into 6 areas of expertise: communication, organization, team building, leadership, control and technology. El-Sabaa [15] develops a conceptual framework to improve the selection and performance of effective project managers. Fisher [16] provides more up-to-date research and reflects individual opinions on project management on effective project manager skill and behaviors. Fisher also recognizes some of the skills and behavior of project managers may be more appropriate for certain industries such as construction. Stevenson and Starkweather [17] have concluded on the importance of soft skills based on the questionnaires they have done on the industrial recruiters.

Flannels and Levin [18] emphasize that project managers should be leaders, managers, facilitators and mentors at the same time. Effective project managers must have good communication skills. Project managers should be flexible in handling uncertain circumstances with minimal pressure. They need to work with their project team and capable of various situations [19]. Lock [20] conclude that the project manager must always be calm in taking any action, and ignoring the irrelevant matters. Muller and Turner conclude that the style of project manager leadership plays an important role in the success of the project. They also argue that although management competency is sometimes important, emotional efficiency always contribute to success. Additionally, according to El-Sabaa, human skills affect project management rather than technical skills.

Lei and Skitmore [21], found that the most important skill of an effective project manager is to have the ability to communicate, followed by the ability to achieve project objectives and the ability to make decisions. Therefore, to successfully implement the project, managers need to have a unique set of capabilities and competencies [22]. Hence, the questionnaire will be designed based on the following questions; What is the effectiveness (in term of behaviour, management skills and knowledge) and leadership that should be demonstrated by project managers to ensure project success?

Project management in various forms has built a reputation for being critical to business performance, organizational success and business growth [23]. There is no modern organization can survive without project implementation, and no project can succeed without an experience project manager [24]. A better approach begins with making a list of effective project manager features needed. The selection of project managers should be appropriate with the time passage. Based on Kerzner, it is necessary to focus more on leadership, aspiration, creativity, flexibility and adaptability, vision, ability to build trust, ability to convince others, effective, ability to make decisions, to identify problems and can distribute jobs to project partners [25].

METHODOLOGY

Conducting survey using questionnaires send through and by printed hardcopy. The objective is to identify the issues and challenges face by the project manager in the current project execution, personal effectiveness of the project manager and characteristic or quality of the project manager in the future project implementation. The data collected is to answer the objectives that have been stated. The questionnaire given were in Likert scale form and been analyzed by using frequency analysis and average indices to rate and rank the result according to the level of agreement and classification as shown in Table 1. The data have been analyzed using Microsoft Excel. After calculations and obtaining frequencies, the results were compiled and arranged into tables and figures in a simpler and easy-to-understand manner.

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Table 1: Average Index Classification Rating Scale Average Index, a Category

1 1.00 ≤ a < 1.50 Strongly Disagree 2 1.50 ≤ a < 2.50 Disagree 3 2.50 ≤ a < 3.50 Neutral 4 3.50 ≤ a < 4.50 Agree 5 4.50 ≤ a ≤ 5.00 Strongly Agree

RESULTS AND DISCUSSION

The results shown below were achieved by the result from the survey questionnaire. The questionnaire was distributed through email or by hand among project managers and employees who deals with project manager in their daily routines. From 60 survey questionnaires distributed, a total of 49 respondents have given their feedbacks. Objective 1 – Issues and challenges face by the project manager in the current project execution Objective 1 is to identify the issues and challenges face by the project manager in the current project execution. The average index has been represented in Table 2. The issues have been divided into 5 section which is within corporate projects, within project team, dealing with risk, communication and managing expectations. Based on the analysis, it shows that there are three crucial issues that must be considered which is scope creep, the right information is not being sent to the right people and impossible deadlines. While most of the issues can classified as neutral, but preventative measure must be taken to prevent from future problems based on their average index close to 3.50.

Table 2: Issue and challenges in the current project execution average index

Elements Frequency Analysis Average Index Classification 1 2 3 4 5

Within Corporate Projects Scope changes (Scope creep) 6 1 10 20 12 3.63 Agree Poor planning 7 3 11 17 11 3.45 Neutral Undefined goals 6 9 11 14 9 3.22 Neutral Failure to plan 8 8 9 17 7 3.14 Neutral Within Project Team Conflict and tension 6 4 10 20 9 3.45 Neutral Lack of accountability 5 9 9 15 11 3.37 Neutral Inadequate skills for the project 5 7 14 15 8 3.29 Neutral People Are Harder to Replace 7 5 14 14 9 3.27 Neutral Lack of trust 5 8 14 14 8 3.24 Neutral Not sharing information 6 7 13 18 5 3.18 Neutral Taking teammates for granted 7 6 14 15 7 3.18 Neutral Low engagement 7 4 17 17 4 3.14 Neutral Dealing with Risk Improper risk management 5 6 9 18 11 3.49 Neutral Failure to think ahead and to foresee and address potential problems 5 8 10 13 13 3.43 Neutral

Risk, problems and issues become confused as a result team isn’t really doing risk management. 6 5 13 17 8 3.33 Neutral

Risk management is seen as an independent activity rather than an integral part of the planning process 5 8 10 20 6 3.29 Neutral

Ambiguous contingency plans 6 6 15 16 6 3.20 Neutral Communication The right information is not being sent to the right people 5 7 8 16 13 3.51 Agree Not being kept informed 6 6 9 16 12 3.45 Neutral Not receiving consistent messages from management 6 6 9 19 9 3.39 Neutral Team members not open with each other 6 8 11 12 12 3.33 Neutral Communication hampered by distance between units 5 10 15 11 8 3.14 Neutral Language barrier 6 14 12 6 11 3.04 Neutral Managing Expectations Impossible deadlines 4 7 7 22 9 3.51 Agree Document requirements 4 7 9 19 10 3.49 Neutral Technology challenges 3 9 10 16 11 3.47 Neutral Lack of stakeholder engagement 3 6 14 19 7 3.43 Neutral

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Resource deprivation 4 8 11 21 5 3.31 Neutral Objective 2 – Personal effectiveness of the project manager Objective 2 is to measure the personal effectiveness of the project manager. It has been divided into five section which is team focus and support, personal growth, team development, leadership attributes and skills and collaboration of project manager. The overall average index of each element has been presented in Table 3. As the result, the respondents are strongly agreed that project managers must continually improve communication, professional and relationship skills to increase the personal effectiveness. Besides that, the respondents also agreed that other aspects are also important for the personal effectiveness of project manager.

Table 3: Effectiveness of the project manager average index

Elements Frequency Analysis Average Index Classification 1 2 3 4 5

Team Focus and Support Establish and sustain a working relationship with all team members based upon trust and open communication. 1 2 3 17 26 4.33 Agree

Give team members a clear vision and the authority needed to resolve issues "on-the-spot" as much as possible. 0 1 3 25 20 4.31 Agree

Encourage and explore the feasibility of applying innovative ideas offered by team members. 0 2 4 24 19 4.22 Agree

Seek team member input on decisions and communicate the context and rationale for decisions made. 0 2 7 19 21 4.20 Agree

Personal Growth Continually improve communication, professional, and relationship skills. 0 1 1 18 29 4.53 Strongly

Agree Seek and accept responsibility for any actions. 0 1 6 19 23 4.32 Agree Anticipate needs, problems and issues before being told that action is needed. 0 3 3 21 22 4.27 Agree

Admit mistakes and treat them as opportunities for growth and improvement. 0 3 3 25 18 4.18 Agree

Seek demanding opportunities rather than accept comfortable assignments. 0 2 7 21 19 4.16 Agree

Team Development Coach/mentor team members for their professional growth & development as for results-oriented performance. 0 0 5 21 23 4.37 Agree

Be conscious of team member workloads and encourage a healthy work/life balance. 2 0 5 22 20 4.18 Agree

Deal promptly and professionally with conflict among team members. 0 2 7 20 20 4.18 Agree

Encourage team to respectfully challenge your decisions when they think project manager are mistaken or missing information.

1 0 12 19 17 4.04 Agree

Leadership Attributes & Skills Take responsibility for failures and mistakes, share responsibility for successes. 0 1 3 21 24 4.39 Agree

Treat clients, vendors, sponsors and team members with courtesy and respect. 0 2 1 23 23 4.37 Agree

Practice active listening to others. 0 1 6 22 20 4.24 Agree Collaboration Participate in collaborative dialogue with others to generate creative solutions to problems. 1 1 4 20 23 4.29 Agree

Make a conscious effort to understand the roles, responsibilities, and challenges of others within the organization.

1 1 3 24 20 4.24 Agree

Know how to respectfully ask for and utilize the support and talents of others. 0 2 5 23 19 4.20 Agree

Demonstrate to the team that you know to ask for assistance when necessary. 0 3 4 23 19 4.18 Agree

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Objective 3 – Quality of the project manager in the future project implementation Objective 3 is to determine the characteristic or quality of the project manager in the future project implementation. The overall average index of each element has been presented in Table 4. The respondents are strongly agreed that for future project implementation, project managers must able to work under pressure and deliver within committed deadlines, strong communication and leadership skill, including the ability to liaise with all levels of staff, good knowledge of construction standard operating procedures, highly developed skills in project management, scheduling and planning, have excellent interpersonal and communication skills, and also have understanding of the design, manufacture, construction interface. Besides that, the respondents also agreed that other aspects are also important for the future project implementation.

Table 4: Quality of the future project manager average index

Elements Frequency Analysis Average Index Category 1 2 3 4 5

Able to work under pressure and deliver within committed deadlines 0 0 1 15 33 4.65 Strongly

agree Strong communication and leadership skill, including the ability to liaise with all levels of staff 0 0 2 14 33 4.63 Strongly

agree Good knowledge of construction standard operating procedures 0 0 1 17 31 4.61 Strongly

agree Highly developed skills in project management, scheduling and planning 0 0 1 18 30 4.59 Strongly

agree Have excellent interpersonal and communication skills 0 0 1 18 30 4.59 Strongly

agree Understanding of the design / manufacture / construction interface 0 0 1 19 29 4.57 Strongly

agree Competent in preparation of technical documentation including procedures and training manuals 0 0 4 20 25 4.43 Agree

Understanding of ISO Standards 0 0 3 22 24 4.43 Agree Strong understanding of financial outcomes 0 0 4 21 24 4.41 Agree Requiring skills in phasing of the building process: development, production, utilisation and disposal 0 0 6 20 23 4.35 Agree

Competent in use of Microsoft Office software 1 1 4 18 25 4.33 Agree High standards of constructions work with successful executive experience in implementing CONQUAS or QLASSIC System, SHASSIC, etc

0 0 6 22 21 4.31 Agree

Have proficiency in digital skills 0 0 6 24 19 4.27 Agree Fluent in English and Malay with basic understanding of Mandarin 0 4 3 18 24 4.27 Agree

High level skills in marketing, technical sales, influencing and negotiating 0 1 3 28 17 4.24 Agree

Mastery of technological changes such as BIM 0 2 7 19 21 4.20 Agree Have a sustainability, environmental skills and trade skills 0 0 8 24 17 4.18 Agree Knowledge of CAD and automated tools 0 2 9 17 21 4.16 Agree Wider adoption of a ‘whole life approach’ to structures 0 1 11 21 16 4.06 Agree Greater focus on a knowledge economy 0 0 11 24 14 4.06 Agree

CONCLUSION

The conclusions that can be drawn from this study are as follows:

i. The first objective was to identify the issues and challenges face by the project manager in the current project execution. Based on the analysis, it shows that there are three crucial issues that must be considered which is scope creep, the right information is not being sent to the right people and impossible deadlines. While most of the issues can classified as neutral, but preventative measure must be taken to prevent from future problems.

ii. The second objective was to measure the personal effectiveness of the project manager. According to the study conduct, the respondents are strongly agreed that project managers must continually improve communication, professional and relationship skills to increase the personal effectiveness. Besides that, the respondents also agreed that other aspects are also important for the personal effectiveness of project manager.

iii. The final objective was to determine the characteristic or quality of the project manager in the future project implementation. From the finding, the respondents are strongly agreed that for future project implementation, project managers must able to work under pressure and deliver within committed deadlines, strong communication and

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leadership skill, including the ability to liaise with all levels of staff, good knowledge of construction standard operating procedures, highly developed skills in project management, scheduling and planning, have excellent interpersonal and communication skills, and also have understanding of the design, manufacture, construction interface. Besides that, the respondents also agreed that other aspects are also important for the future project implementation.

REFERENCES

[1] Razib, NY 2018, ‘Sektor pembinaan negara diunjur berkembang 7.5 peratus’, Utusan Malaysia 2 April. Available from: <http://www.utusan.com.my/bisnes/ekonomi/sektor-pembinaan-negara-diunjur-berkembang-7-5-peratus-1.639572>. [2 April 2018]

[2] Abas, A. And Shahar, F.M 2017, ‘PM to launch 2nd phase of MRT 1 on special date of 17.7.17’,New Straits Times 8 June. Available from: < https://www.nst.com.my/news/nation/2017/06/246889/pm-launch-2nd-phase-mrt-1-special-date-17717>. [8 June 2017]

[3] Ralf Müller, Kam Jugdev, (2012),"Critical success factors in projects: Pinto, Slevin, and Prescott – the elucidation of project success", International Journal of Managing Projects in Business, Vol. 5 Iss: 4 pp. 757 – 775

[4] Austen, A.D.; Neale, R.H. 1984, Managing construction projects: A guide to processes and procedures. Geneva, lnternational Labour Office

[5] Crawford, L. (2005). Senior management perceptions of project management competence, International Journal of Project Management, Vol. 23.

[6] A. Munns, B. Bjeirmi. The role of project management in achieving project success International Journal of Project Management, 14 (2) (1996), pp. 81-87

[7] W.T. Chen, T.-T. Chen 2007, International Journal of Project Management 25 pp. 475–484 [8] Pinto, J.K., (2007). Project management: Achieving competitive advantage. Upper Saddle River, NJ: Pearson Education. [9] Turner JR, & Muller R. (2005). The project manager's leadership style as a success factor on projects: a literature review.

Project Management Journal, 2, 36, 49-61. [10] Chan, Dr Daniel & M Kumaraswamy, Mohan. (1997). A comparative study of causes of time overrun in Hong Kong

construction projects. International Journal of Project Management. 15. 55-63. [11] N Pettersen, What do we know about the effective project manager?, International Journal of Project Management,

Volume 9, Issue 2, 1991, Pages 99-104 [12] Project Management Institute 1998, How can a project manager be an effective negotiator? Available from:

<http://www.pmi.org/learning/library?topics=Skill+Development>. [1998]. (Dorr, Kent A.) [13] Young, M., & Dulewicz, V., (2009). A study into leadership and management competencies predicting superior

performance in the British Royal Navy. J. Management Development, 28, 9, 794-820. [14] Meredith J.R., Mantel S.J. Project Management: A Managerial approach. Seventh Edition. John Wiley & Sons, Inc.,

United States of America, 2009. [15] El-Sabaa, S. (2001). The skills and career path of an effective project manager. International journal of project

management. 19(1). 1-7. [16] E. Fisher. What practitioners consider to be the skills and behaviours of an effective people project manager.

International Journal of Project Management, 29 (8) (2011), pp. 994-1002 [17] Deborah H. Stevenson, Jo Ann Starkweather, PM critical competency index: IT execs prefer soft skills, International

Journal of Project Management, Volume 28, Issue 7, 2010, Pages 663-671 [18] Flannes S.W., Levin G. People skills for project managers. Management concepts. The United of America. 2001. [19] Pinto J.K., Kharbanda O.P. Successful Project Managers. Leading your Team to Success. Van Nostrand Reinhold, New

York. 1995. [20] Lock D. Project Management. Sixth edition. Grower Publishing Limited, Hampshire, England.1998. [21] Lei and Skitmore, Project Management Competencies: A Survey of Perspectives From Project Managers in South East

Queensland, Queensland University of Technology, Brisbane, Australia, 2004. [22] Huemanna, M., Keeganb, A., & Turnerc, J. (2007). Human resource management in the project-oriented company: A

review. International journal of project management. 25(3). 315-323. [23] Project Management Institutes 2012, The Complete Project Manager. Available from:

https://www.pmi.org/learning/library/complete-project-manager-skills-set-6209. [2012]. [24] Coelho, L.S. (2012). Why Organizations Need Project Management. Retrieved 18/02/2015, 2015, from

http://blog.projectplace.com/why-organizations-need-project-management/. [25] H. Kerzner. Project Management. (9th ed.), John Wiley & Sons, New Jersey (2005)

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Developing a BIM–model for Health Clinic Project Hanis Waznah Abdul Gafar, Baharin Mesir

School of Civil Engineering Faculty of Engineering, Universiti Teknologi Malaysia, Malaysia *baharinmesir@utm.my

ABSTRACT. This paper presents the main usage of a BIM software which is creating a 3D model of a complete structure. BIM technology has been widely known all around the world. However, not many who recognizes BIM technology and familiar with its facility and benefits are implying them in their everyday working life. In concern of the environment and economy, Malaysian government assess that the construction to implement BIM technology as not only does it projects to a greener environment, but also increase work efficiency and optimizes the expenses in new construction. However, it is seem that the governments’ concern does not reach the society as not many company has taken the initiatives to implement this technology. So, this paper aims to provide basis overview of the usage of BIM in structural field, its steps and phases when implementing BIM technology along with a few benefits and barriers to be identified, in hope to ease the society with a simpler way of understanding BIM technology. Thus, this paper will present an architectural model along with a structural model to show the application and features of BIM software. In accordance to that, an emphasis in the design stage of construction with the usage of BIM will be briefly describe for full overview. This paper also presents a few of the advantages and challenges in implementing BIM. Although we know the countless incentives that is provided when one does implement BIM, but BIM is still not very common in everyday construction project. Challenges is identified in order to help it being overcome so that the benefits of BIM can be experienced by every construction player. Thus, a standardized guide to help the beginners to know and understand the workflow when implement the technology.

Keywords: BIM Model; BIM Implementation; modelling; benefit and barrier; design stages; Autodesk; Revit.

INTRODUCTION

Building Information Modeling (BIM) has already made its name throughout the construction industry around the globe. Now even in Malaysia BIM is a talk-of-the-town issue in developing industry. Even if most construction players in Malaysia has not implement the development, but many has agreed to its proven beneficial output. Many opinions have agreed that it is necessary for every development to evolve around the world even in the littlest aspect. Even so, from my search, people tend to willingly overlook so much when implementing them are very risky. This is because to implement them are very costly and statistics show that majority of the construction firms are small specialized and regional firms thus their incentives are very little to invest on new technology. It is said that this has become one of the factor for gradual decrease in labor productivity [1].

Generally, Building Information Modelling (BIM) is basically an instrument for modelling structure as a sort of prototype to calculate other aspect of constructing a structure other than design such as delay or maintenance cost. This can also be known as simulation and visualization. Not only does it help in aesthetic value and appearances, BIM also provides alternatives with safety control and redundancy and overlapping of elements. The usage of BIM is seemingly wide as it can be used by Architectures, Engineers, Constructors and even Real Estate Asset Manager. As we can clearly see, BIM usage can be implemented throughout a project cycle. As it is a modelling based design, a structure or design can be thoroughly checked internally and externally for any problem that may arises beforehand the construction process to reduce expected project duration if less changes is done.

Even with these many complications, we can know sooner or later BIM will become a common in Malaysia. Thus, this study is to generally understand BIM itself. Conducting this project is mainly to test the theory of producing a modelled structure using one of BIM software in design stage of a construction. This will definitely help show how technology mainly help improve not only human efficiency but also product quality. This project is also in a way as a plan to help our government’s Construction Industry Development Board (CIDB) in their initiative of implementing the development into Malaysian construction industry. Furthermore, this project also wishes to support the government emphasis on usage of BIM along with the support of Green Construction plan.

Therefore, this project involves creating a model of an existing project, which is a health clinic, to see the beneficial aspect that BIM will provide in design construction. The project chosen is a project by The Ministry of Health that proposed to construct a health clinic located at a district in Selangor; Hulu Langat. Other than that, this project will help to identify the benefits and barrier of designing a project using BIM software. This project is conducted in order to understand more on the stages and processes of using BIM in design stage of a construction. As reference, for BIM standards to be used as provided by JKR in ‘Garis Panduan BIM JKR’ and ‘Piawaian BIM JKR’ along with the British Standard used for designing. Problem Statement

As BIM is being accept in the construction in theory, thus this is actually may give a way to improve the acceptance of society. BIM technology provides a lot of help in many way. Nowadays, BIM technology seems to be a must as it can help avoid construction project delays that is commonly happening in Malaysian construction industry. Not only that, with the help of BIM, construction players can save time and money in rebuilding rejects which is also very common in Malaysia. Besides, by evolving from the 2D design method, it actually helps in going Green in construction just like that as BIM goes with a lot less of paper usage. This also help in lack of storage problem

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Therefore, BIM is the very answer to all the many common problem arises in construction that needed improvement immediately. Objectives The main purposes of the project are:

7. To understand the stages and processes of using BIM in design stage of a construction process; 8. To identify the benefits and barrier of designing a project using BIM; 9. To develop a standard BIM model for the selected building or structure.

Scope of Study The scope of study includes:

1. To develop a complete design model of the health clinic; 2. Taking an example project for a health clinic located in Hulu Langat, a project managed by DSJ Builders; 3. Implying the process workflow of the project fully based on the JKR BIM guideline; 4. Focusing the model based on only its’ architectural and structural design model; 5. Operate a simple clash detection analysis on the architectural and structural analysis.

LITERATURE REVIEW BIM Definitions and Concepts

According to Bhuskade in his paper for International Research of Journal of Engineering and Technology (IRJET), Building Information Technology is a set of interacting policies, processes and technologies generating a “methodology to manage the essential building design and project data in digital format throughout the building’s life-cycle” [2]. Based on that, BIM emphasis on the flow of project that is smooth that help achieve optimum time and costing control. Hardin [3] stated that BIM is a single source for information in a project where with it you can access into related details and view latest design changes relatively of the construction project easily. Hardin strongly believes that the well-being of rapid influx of information will ensure the success of any project.

BIM is also stated as an enable technology with the potential for improving communication among business partners, improving the quality of information available for decision making, improving the of the services delivered, reducing cycle t ime, and reducing cost at every stage in the life cycle of a building [4]. Besides that, Based from Kymmell, a building information model is a project simulation consisting of the 3D models of the project components with links to all the required information connected with the projects planning, construction or operation, and decommissioning [5]. From the many opinions, we can understand that, mainly BIM as a big picture is actually a tool that enhance the process of construction.

By concept, Building information modelling stimulates construction project in a virtual environment. A simulation by the usage of software package has its advantages of taking place in a computer. It makes it possible to practice construction, to experiment, and alternately make adjustments in the project before actualizing it [5]. By implementation of virtual modelled structure, data is what drive the success or failure of BIM for manufacturers. This implies that visualization is not enough as graphics is one part of design, there is also the types, amounts, price and also duration to be decided which and how it is to be use or construct. “If we can’t count the number of components used or even determine their names, providing the models in a BIM format is no different than using a symbol that comes with the software right out of the box” [6]. Therefore, the main concept that BIM brings out is the simulation and visualization where with is many can be done way earlier to be corrected and experimented before actual construction.

BIM Benefits

One of the many stated benefits by users are information management. This involves data storage or access and information transfer. For instance, with the common 2D method the data produced is basically drawings of project details which includes structural, civil, construction, architectural and mechanical and electrical drawing with more than one unit for each. With that many copies will make it hard to keep, pass on or even search. However with software, there are applications such as indexing and algorithms where we can lower down the search scale and help us reduce time in searching the correct file [4].

As mentioned earlier, BIM usage in construction is a big change not only human efficiency but also product quality. Thus, BIM usages in the construction will provide its own enterprise workflow. The implementation itself will help the company’s productivity. This is because with this well-suited tool in hand, financial loss can be decreased and profit can be increased due to earlier error detection and also low rebuilding due to rejection. BIM benefits by add of profit with the ability to detect errors before the actual construction work and the reduction of mistakes to be made will help minimize correction cost thus optimizes the whole project cost [4]. Other than financial cases, a well–performed company can also be detected by the smoothness of its operational workflow. As it is, the project operation is a perspective view of what one’s company could offer. It is believed that the one key that enables a success in BIM adoptions is workflow.

In a BIM technology content development, it is believed that quality control be the most important aspect. Whether it is in construction drawing form or any other form of data exported from a BIM model to create specifications, the developed model itself may ultimately become a part of a construction contract [6]. Based on a research done by Robert S. Weygant, he discovers that it is more effective to break down the quality control process for content development into four basic modules. BIM technology offers its users with clash detection property where it allows users actually detect errors earlier in designing stage rather than facing problem in construction phase where allowable correction without high range of cost is at a minimum. With

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every solid objects’ specification be embedded in one model, the developed model itself be put to test and clashes be detected to adjust and improve the model before it can be put to construction site. Clash detection features also allows updates after each adjustments and corrections being done. One detection may produce around a hundred or so output and it is not easy to determine what is clashing in an instance. Even so, with the efficiency of the user and the use search sets and selection sets it helps reduced time and increases the efficiency of clash detection analysis and reporting respectively [3]. All these benefits are proven and stated by many others:

Table 1: Building Information Modelling Benefits by different authors

Area Benefits Description Information Management

i. Promotes sharing of information between players

“Faster & more effective process – information is easily shared , can be value–added and reused” [7]

ii. Produce a good data compilation with ease of access

“The clue of BIM 6D is to integrate BIM model with existing FM software package and hence assure a seamless flow of information with BIM model as a knowledge–based platform” [8]

iii. Enhance team collaboration between players

“The main feature of BIM is its ability to share synchronized information across multiple of software applications” [9]

iv. Promotes a better communication between players

“The effects of BIM on the communication success criterion were all positive. Communication improvements were mentioned 15 times in 13 (37.14%) of the 35 case studies” [10]

BIM-based Enterprise Workflow

i. “… formed an elaboration of seven pillars of a BIM implementation strategy: eliminate waste, increase feedback, delay decisions to achieve consensus, deliver fast, build–in integrity, empower the team and see the whole. By doing this, project managers will achieve better project outputs and outcomes.” [10]

ii. Increase clients benefits as it reduces overall construction cost

“The financial benefits of BIM have been documented in literature. This study indicates that clients benefits most from BIM implementation. In second place are the Facility Managers.” [11]

iii. Promotes facility management efficiency and help ease of presentation of work

“The use of BIM provides two major benefits: (1) The same critical information is present in a single electronic file; and (2) the facility managers do not have to sift through the piles of information to gather data.” [12]

Quality Control

i. Produce a more quality work “…Quality was another criterion in which only positive benefits were perceived. On 12 projects (34.29%) there were 13 instance of quality–related benefits for BIM. Benefits came from design and documentation quality aspects, such as ‘more accurate design’ and ‘higher quality deliverables’” [10]

“BIM provides an effective way to improve design and documentation quality significantly” [13]

“Better production quality – documentation output is flexible and exploits automation” [7]

ii. Automatically inputting safety factors and features into model, e.g. inputting rails around an open floor or roof

“When considering benefits of automating BIM–based safety planning instead of carrying out manual modelling, it was found that automation has the potential has the potential to advance BIM–based planning procedure remarkably by reducing time and manual modelling efforts” [14]

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Clash Detection

i. Promotes better visualization by identifying collision of components in structure

“Conflict, Interference and collision detection: because BIM models are created, to scale, in 3D space, all major systems can be visually checked for interferences. This process can verify that piping does not intersect with steel beams, ducts or walls. [7]

Functionality of clash detection – automation of detection physical conflicts in model which serves as benefit for risk management based on [15] and [16]. [17]

BIM Barriers

Everyone is aware of the one benefit of BIM implementation where it enhance full collaboration of each team player throughout the project lifecycle. Clients, engineers, project managers, material suppliers and everyone else work together to produce a model that fits all. Thus when the project is successful and in need of recognition, who are the ones that is need to put forth? When everything is based on drawings, it is easy to declare its ownership when it only involves specific person. In this case, a whole model was build based on ideas and knowledge of different people in different area of expertise.

BIM technology can be known as a new thing. This is because while many are aware of the benefits, BIM by definitions and its concept, not many construction players in Malaysia are equipped with sufficient or rather certified skills in manipulating the beneficial tools. It is not a lie that even Malaysia have qualified designers and engineers that are able to construct complicated buildings but not many of those in the group are able to authorize a project that is fully integrated based on BIM. Other than that, BIM technology without secure authorization can lead to many risk. The first risk that is visible is technology-related risk. Because of the benefit of information transfer, the model itself is in risk of inconsistency of information flow. This is because integrating a multidisciplinary information in a single BIM model requires multiuser access to the BIM model. Thus, different firms may not have consistent standards of implementation as there are not any general based standard to follow. [6]

The second risk is process-related risk. Data ownership is actually one of the many process-related risk that can arises when implement BIM. Next, is BIM integration blurs the level of responsibility so much that risk and liability are likely to be enhanced. In BIM there are no established local law or act in which to say who is at fault when a mistake is detected. Thus, one cannot file a lawsuit or sue the other in order to receive compensation when there are no way in identifying the base of the error [18].

Table 2: Building Information Modelling Barriers by different authors

Barriers Description

Data Ownership & Copyright Conflicts between Clients and Players

i. “The first legal risk to determine is ownership of the BIM data and how to protect it through copyright and other laws” [7]

ii. “When project team members, other than the owner, and architect/engineer contributes data that are integrated into the building information model, licensing issue can arise” [12]

Lack of Knowledge and Skill on BIM

i. “Lack of knowledge and skill on BIM also one of the factors contributing to slow implementation of BIM among the construction players.” [19]

ii. “Based on a survey of 31 contracting firms in the United States, Ku and Talebat [20] found the following barriers to BIM implementation: 1. Learning curve and lack of skilled personnel.” [12]

Produce Many Unwanted Related Risks during Implementation

i. “As the dimensions of cost and schedule are layered into the 3D model, responsibility for the proper technological interface among various programs becomes an issue.” [7]

ii. “The second factor which contributes to barriers and challenges of BIM implementation in construction projects is ‘process’. Without a proper guideline, BIM implementation process could be false and it causes the construction players fail to obtain benefits of BIM.” [19]

iii. “… BIM requires multiusers access to the BIM model. This requires establishment of protocols in the project programming phase to ensure consistency in information context and formatting style.” [12]

BIM Implementation in Construction Processes: A Case Study

BIM technology assistance is definitely beneficial if adopted in construction process and project planning. A well–managed and well–coordinated system is highly beneficial and it returns is also profitable despite its costly implementation programs even not in an instance but for a long term progress.

However, of course, the main study of the project is definitely to understand the flow of the usage of BIM in construction in Malaysia. Based on a study by a couple of Malaysian research institutes in collaboration with University of Salford Manchester, took a qualitative approach of exploring BIM adoption in Malaysian Construction industry [21]. The study is generally survey-

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based and they acquired three willing company as respondents. However, it is decided that the profile of each respondents remain confidential.

Table 3: Summary of general information for each company

Company Type of Company BIM Experience CA Developer 3 years CB Project Management

Consultant 5 years

CC Developer 3-4 years

According to the respondents, implementing a new technology or approach is undeniably a risk facing experience. Therefore, in order to manage these unavoidable risks, the respondents all agreed that a pilot project with an average small to medium scale is an ideal approach for first-hand experience in BIM usage. From the pilot project, the company could learn something and at the same time be a stepping stone for their staff to increase their competency and knowledge by attending the training provided by their organizations. Working together with BIM experts is a must for the first-timers and it could speed up the BIM adaptation processes and minimize the risk [21].

CA and CC with the support from their top management created a new unit ‘BIM Implementation Team’ as their way to manage the pilot project as well as manage the risks at the same time. However, CB collaborates with external party to form a BIM expert group or some Joint Venture approach as sort especially for bidding a project tender (as shown in Figure 1(b)). Creating a BIM capable team by the respondents is the most appropriate approach to manage the risks as all project team need to be able to use BIM technology [22].

(a) (b)

Figure 1: BIM Implementation Team structure for: (a) CA and CC; (b) CB [21]

For their cases, for company CA and CC at their early stage is the collaboration with external parties which have experience in

BIM technology to develop individual competency and to facilitate them. Each company must have their own education and training strategy in order to minimize cost of implementing BIM. Thus, the company’s BIM implementation team is responsible to develop BIM implementation guideline, BIM execution plan, selection of BIM technology, selection of staff, training and education strategy and syllabus, contract and technical support. Then after, this team will support other project teams when implementing BIM for other construction projects [21]. The most challenging task for BIM unit is the selection of BIM authoring software and the interoperability issues. So to meet the BIM objectives, all the company mandated a specific BIM software packages which is the Autodesk family as the BIM platform [21]. BIM in Design: Stages and Processes

In order to push the BIM implementation throughout the country, one of the many Public Work Department (PWD), or JKR, initiation step is establishing a BIM guideline called ‘Garis Panduan BIM JKR’ with BIM uses as guides. Each of the uses is determined by projects’ client to achieve the objective of using BIM in projects.

Table 4 shows a simple representation of the workflow of construction using BIM technology.it shows the things to be done in each phases of construction. Based on the main aim of this project, our main focus is on the design phase. In this phase,

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conceptual design is reviewed and referred to produce structural, electrical and mechanical model. All made model is then analyzed in order to ensure the workability of each element in the model. Energy and lighting analysis can be done directly using the conceptual design beforehand. When each and every model is ready, all model is merged together to perform clash detection analysis.

Table 4: BIM uses in Construction Process [23]

Table 5: Concept Design Phase Flowchart in Garis Panduan BIM JKR [24]

Table 5 was extracted directly from JKR BIM guide on the standard work guide that can be refer when implementing BIM. This flowchart, in accordance to Table 4, is the planning phase which is earliest steps taken

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Table 6: Preliminary Design Phase Flowchart in Garis Panduan BIM JKR [24]

In this preliminary design stage, from architectural design concept produced a preliminary architectural design through

massing model and site layout. After that, passing on to the structural feature where by referring to the architectural design produce a structural frame model for preliminary structure design. Simultaneously, preliminary mechanical and electrical design is created also based on the preliminary architectural design to allocate the position and location of mechanical and electrical component. Next, with all the preliminary design in hand, compile and merge all design to run analysis and clash detection.

For this project, this phase will be our main focus as our aim is to fully understand the BIM in design process. METHODOLOGY

In order to conduct a project of performing BIM in design, the basic scope of work of this project is outlined. Thus, a model is to be produced in order to use the BIM software. From there, a project is to be chosen from many existing build structure to test the software. In order to do that, a project with detailed design and drawings is needed in order to model them. After much consideration, the health clinic structure, a project in Selangor, is considered a suitable model experiment for this project.

Upon outlining the objective, while BIM model is a must aim of the study, it was requested that the BIM benefits and barriers is to be described in the project as one of the outcome. This is because the issue is commonly discussed by many present construction players. Thus, it may help to strengthened one’s understanding and knowledge of BIM itself. Finally, it is also decided that presenting the understanding of the stages and processes of BIM in design stage is need in order to help many new comers understand more of the steps of designing projects using BIM technology and softwares. For the software, obtaining available free software was difficult especially when there are many to choose from. Upon decision, Autodesk Revit was chosen as per commonly used by known BIM users in Malaysia along with the capability of Autodesk family in in overcoming interoperability issues.

Therefore, in order to accumulate all of the related findings, two basic things is in need; a working BIM software and journal/book references. With a software in hand, first and foremost is to learn how to operate it. There were only one way that had been done to accomplish that which is self-teaching through related reference guides and videos. By using journal/book references, many related studies on the usage of BIM and its’ implementation were focused in order to come out with related output of project study which is BIM benefits and barrier and also stages and processes of BIM implementation in design. Finally, with sufficient knowledge acquired, a model is produced in order to achieve the basic aim of the project study. RESULTS AND FINDINGS

The health clinic that has been used to be modeled in this project is a two-storey building which consist of four floor level; Ground Floor Level, First Floor Level, Roof Floor Level and Upper Roof Level. Staircase with railings is provided from ground floor to the first floor level. Supposedly, Revit works by directly creating 3D model for a building structure and obtain the direct 2D drawing along with material quantity and others that is essential in managing a construction of a building [2]. However, in this

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project study aims to recreate an existing structure model where the 2D drawing is already obtained, so this project works by first inserting the components according to the reference level at each floor in 2D. With the detail in hand, thus the architectural model is produced from the 2D construction drawing.

Architectural Model

Figure 4: Architectural Model Side Elevation 1

Figure 5: Side Elevation 2

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Figure 6: Front Elevation

Figure 7: Back Elevation

Adding component by component into the model with respect to the allocated position must be according to the detail in hand.

The easier way to recreate the model is by adding component with respect to their floor plan.

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(a) (b)

Figure 8: (a) Ground Floor Plan; (b) First Floor Plan; (a) (b)

Figure 9: (a)

Roof Floo

r Plan

; (b) Upper Roof Plan;

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By combining all the elements and its precise position into the software, producing one complete model in 3D.

(a) (b)

Figure 10: Model with rendering: (a) on west side; (b) on east side;

Structural Model

As our main focus is to develop both architectural and structural model, with reference of the architectural model, a structural model is made together with the same building design.

Figure 11: Structural Model Side Elevation 1

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Figure 12: Structural Model Side Elevation 2

(a) (b)

Figure 13: Structural Model: (a) with rendering; (b) without rendering; Perform Clash Detection

One of the most popular BIM feature is then made example by merging both architectural and structural model together in one platform

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Figure 14: Architectural and Structural Model when merge in Autodsk Naviswork

Figure 15: Example of detected clash on First Floor 1

Figure 16: Example of detected clash on First Floor 2

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CONCLUSION

In conclusion, this project is generally a basic overview of the usage of BIM. However, mainly this project study only derived the workflow of designing with BIM with the addition of recreating a structure into 3D. Nevertheless, the benefits of BIM is presented and also proven in hope that this would differ the prospect of construction team players upon adopting BIM in their future projects. Also, the barriers are stated and in hoped for the government authorization to find solution in order to urge the industry to be more willing to implement BIM. Financial being of every construction firm could be an opinion of what could be one of the barrier in BIM implementation. However, with much consideration, the cost in taking up the software may not be the major issue here. It is known that sooner or later this technology will become one of the common. What makes it an approved financial problem is the education and training cost. This technology is the wide range usage where each and every team player must have sufficient knowledge in applying the software, conducting the work and implementing and managing data. Thus, with many employees to be taken into account, this just have to make the employers to shake their heads.

In recommendations, it would be up most useful if there is an actual study on the BIM implementation with accordance to the JKR BIM Guide. A simple structure is more than sufficient to help kick start in the beginners to have some sort of reference in order to actually using BIM as project tool. That way, many can have better prospect in implementing BIM and in a way also help the government urge the usage of new technology for Greener country. REFERENCE [1] Hergunsel, M.F., Benefits of Building Information Modeling for Construction Managers and BIM Based Scheduling, in

Faculty of Science in Civil Engineering. 2011, Worcester Polytechnic Institute. p. 95. [2] Bhuskade, S., Building Information Modeling (BIM). International Research Journal of Engineering and Technology

(IRJET), 2015. 02(02): p. 8. [3] Hardin, B., BIM and Construction Management: Proven Tools, Methods, and Workflow. 2009, Hoboken, New Jersey:

Wiley Publishing. 340. [4] Smith, D.K. and M. Tardif, Building Information Modeling: A Strategic Implementation Guide for Architects, Engineers,

Constructors, and Real Estate Asset Managers. 2009, Hoboken, New Jersey: John Wiley & Sons, Inc. 182. [5] Kymmell, W., Building Information Modeling: Planning and Managing Construction Projects with 4D CAD and

Simulations. 2008, United States of America: The McGraw-Hill Companies, Inc. 261. [6] Weygant, R.S., BIM Content Development: Standards, Strategies, and Best Practices. 2011, Hoboken, New Jersey: John

Wiley & Sons, Inc. 436. [7] Azhar, S., M. Hein, and B. Sketo, Building Information Modeling (BIM): Benefits, Risks and Challenges. 2007. p. 11. [8] Nical, A.K. and W. Wodynski, Enhancing Facility Management through BIM 6D. Procedia Engineering, 2016.

164(2016): p. 8. [9] Redmond, A., et al., Exploring how information exchanges can be enhanced through Cloud BIM. Automation in

Construction, 2012. 24(2012): p. 9. [10] Bryde, D., M. Broquetas, and J.M. Volm, The project benefits of Building Information Modelling (BIM). International

Journal of Project Management, 2012. 31(2013): p. 10. [11] Eadie, R., et al., BIM implementation throughout the UK construction project llifecycle: An analysis. Autoomation in

Construction, 2013. 36(2013): p. 145-151. [12] Azhar, S., M. Khaflan, and T. Maqsood, Buildong information modeling (BIM): now and beyond. Australasian Journal

of Construction Economics and Building, 2012. 12(4): p. 15-28. [13] Latiffi, A.A., et al., Building Information Modeling (BIM) Application in Malaysian Construction Industry. International

Journal of Construcion Engineering and Management 2013, 2013. 2(4A): p. 6. [14] Zhang, S., et al., BIM-based fall hazard identification and preventaion in construction safety planning. Safety Science,

2015. 72(2015): p. 15. [15] Hartmann, T., J. Gao, and M. Fischer, Areas of application for 3D and 4D models on construction projects. J. Constr.

Eng. Manage. – ASCE, 2008. 134: p. 776-785. [16] Tang, P., et al., Efficient and effective quality assessment os as-is building information models and 3D laser-scanned

data, in In: Proceedings of the ASCE International Workshop on Computing in Civil Engineering, 19-22 June 2011. 2011, Florida, United States: Miami p. pp. 486-493.

[17] Zou, Y., A. Kiviniemi, and S.W. Jones, A review of risk management through BIM and BIM-related technologies. Safety Science (Special Issue Article: Risk and land-use), 2017. 97(2017): p. 88-98.

[18] Rosenburg, T.L., (2007) Building Information Modelling,online at. http://www.ralaw.com/resources/documents/Building%20Information%20Modeling%20%20-Rosenberg.pdf.

[19] Latiffi, A.A., S. Mohd, and U.S. Rakiman, Potential Improvement of Building Information Modelling (BIM) Implementation in Malaysian Construction Projects. International Federation for Information Processing, PLM 2015, IFIP AICT, 2016. 467(2016): p. 149-158.

[20] Ku, K. and M. Talebat, BIM Experiences and Expectations: The Contractors' Perspective. International Journal of Construction Education and Research, 2011. 7(3): p. 175-195.

[21] Zakaria, Z., et al., Exploring the Adoption of Building Information Modelling (BIM) in the Malaysian Construction Industry: A Qualitative Approach. IJRET: International Journal of Research in Engineering and Technology, 2013. 02(08): p. 12.

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[22] Eastman, C., et al., BIM Handbook: A Guide to Building Information Modeling for Owners, Managers, Designers, Engineers and Contractors. 2011, Hoboken, New Jersey: John Wiley & Sons, Inc. 477.

[23] Construction Research Institute of Malaysia, C., (2014) Issues and Challenges in Implementing Building Information Modelling (BIM) by SME’s in the Construction Industry, Retrieved from:. https://www.cidb.gov.my/cidbv4/images/pdf/announcement/BIM/bim%20seminar%20%20workshop%20for%20malaysia%20construction%20industry.pdf.

[24] Jabatan Kerja Raya, J., Garis Panduan BIM JKR Edisi 2014, C.P.P.K. Unit Building Information Modeling, Editor. 2014: Wilayah Persekutuan Kuala Lumpur.

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Carbon Emission Assessment of Energy Efficiency Criteria in MyGHI Implementation

Muhammad Ameer Hazrein Hamzah, Rozana Zakaria*, Eeydzah Aminudin 1School of Civil Engineering, Faculty of Engineering, Universiti Teknologi Malaysia, Malaysia

*rozana@utm.my

ABSTRACT. The reduction of carbon dioxide emission can be initiated by minimizing or limiting energy usage. Highway is one of main infrastructure interconnected into cities and utilising huge amount of energy. Simultaneosly, the carbon emission is also directional proportion to the highway operation. By promoting energy efficient pratices in a highway operation, highway concessionaires can reduce the carbon footprint significantly. This paper highlights the comparison on energy consumption of Administration Building, Street Lighting/Highmast/Traffic Light and Rest and Services Area (RSA)/Lay by for Highway during operation. The data were obtained whereby the energy intensity based on major Energy Accounting Centre (EAC) in highway operation were set up with the determination of street lighting and highmast that is switched on for 12 hours a day; and the operational of air-conditioners that is used for 24 hours. These resulted in huge electrical consumption and directly contributed to carbon emission. It shows that the highmast produces the most carbon emission due to high operating power with 400 watt per bulb with total of 973 bulb simultaneously to light up at most important junction, interchange and toll plaza throughout the Section 2 PLUS expressway. The use of Light Emitting Diod (LED) has proven as a good way of reducing power consumption as most LED bulb does not requires new socket installation and it consume less energy with 150 watt as compared to High Pressure Sodium (HPS) that uses 250 watt. Although some LED technology consume slightly higher energy, they are usually paired with smart features that can regulate its frequency to adapt to the surrounding demand and thus reduce electrical consumption in the long run In conclusion, energy efficient highway can be achived by installing the best energy saving appliances, creating and following a good energy management and implementing green practice in operation.

Keywords: Energy efficient, energy reduction, carbon dioxide emission, administration building, lighting, RSA, lay by

INTRODUCTION

Construction of highways has negative impacts on the environmenta. It has been long known that construction of regular highways leads to greenhouse gas emission from logging activities, cut and fill, excavation and road premix laying (Illiana et. al, 2016). Thus, the movement towards a greener or sustainable highway design and operation are encouraging and few of green tools of Greenroad Rating System (2007), GreenLites (2008), WISE (2008), Greenroad manual (2010), BE2ST (2010), Envision (2012) and I-Last (2012) was develop. Green highway is a roadway design based on relatively new concept that incorporates transportation functionality and ecological requirements (LLM & UTM, 2014). A green highway is fundamental for the infrastructure to be environmentally responsible and sustainable in all aspects. The need for promoting sustainability and green highway construction requires an assessment system. The Green Highway Assessment provides a management and technical approach for highway life-cycle from construction to its maintenance processes. It should also cover the relationship between environment and social responsibility with highway development (Mazlan et. al, 2014). In 2014, Malaysia through Malaysia Highway Authority (LLM) had introduced Malaysia Green Highway Index (MyGHI) as an assessment on green highway. The MyGHI is a manual on the sustainability of roadway design and implementation of green construction practices. The MyGHI has several sub criteria for ensuring energy efficiency such as management policy; rest and service; toll plaza; and interchange. Problem Statement Every developed nation built highway to connect cities and states in the country. Although these highways had the ability to reduce time taken in travelling between places, it is also known for its environmental effects as road consumed the biggest land use in civil engineering works and it produce much higher CO2 emissions of all. Most highway nowadays are operated by concessionaire and they are highly business oriented basis. The investment of highway infrastructure in Malaysia is on privatization project in which the concessionaire collects the return of investment from toll charges. Therefore, the higher the traffic user on the highway the faster return of investment. Highway utilize energy start from each phases of life-cycle which are from design, construction, operation and maintenance. Therefore, there is ambiguity of what are the total carbon in a highway operation beside user emission from the traffic.

1. What will be the energy accounting centre for the highway operation? 2. How much carbon footprint by energy consumption from highway operation? 3. What are the steps that can be taken to reduce the carbon emissions from the utilization of energy in highway operation?

Aim and Objectives of Study Aims of this study is to assess the energy consumption in highway operation for a sustainable highway operation. The objectives;.

1. To investigate the utilization of energy in highway operation. 2. To measure the carbon footprints from energy utilization of highway operation. 3. To propose possible retrofiiting to reduce the energy consumption of the highway.

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Scope of Study This study has investigated energy consumption of Section 2 PLUS highway that consisted of 149 km bound to North and South. The EAC observed the electical power usage review from the use Administration Building, Street Lighting/Highmast/Traffic Light and Rest and Services Area (RSA)/Lay by in the highway operation. Section S2 of PLUS Highway was chosen because the section earned the highest score in MyGHI in 2016, thus it is an interest to study about the energy expenditure of the highway by energy efficiency criteria of MyGHI.

LITERATURE REVIEW

Malaysia needs to improve its energy efficiency to reduce energy consumption and thus achieve its greenhouse gas (GHG) emissions reduction targets. Akito stated that understanding the differences in behavior and energy use is important to evaluate the effect of energy conservation measures [1]. Carbon footprint can be measured by estimating the amount of emission emitted by multiplying activity data (such as amount of electricity used) with the relevant emissions conversion factors. These conversions factor alow activity data (such as kg of coal used, number of miles driven, tonnes of waste sent to landfill) to be converted into kilograms of carbon dioxide equivalent (kg CO2e). CO2e is a universal unit of measurement use throughout the academic studies that allows the globa warming potential of different GHG to be compared [2]. Many governmental plans to reduce GHG emissions involve improving energy efficiency in the home, in industry, and in transportation. Robert reported that increase energy efficiency would lead to a decreased energy usage, thereby reducing GHG emissions, and it has been supported with evidence (both empirical and theoretical) that energy efficiency actually.

Globally, more than 25 million kilometers of new roads are expected to be built by 2050 and implying a 60% increase over the 2010 level [3]. Almost half of the fossil fuel consumption in the world can be accounted to the transportation sector which also contributes approximately one-quarter of total fossil fuel combustion related carbon dioxide emissions of the world (Bharadwaj et al., 2017). According to The World Bank report, the transportation sector accounts for nearly 14% of global greenhouse gas (GHG) emissions and in which approximately 72% is caused by road construction, operation, and maintenance [4]. The Intergovernmental Panel for Climate Change (IPCC) also estimates that the transportation sector annually produces 13% of the total GHG emissions at the global level [5].

Carbon-conscious highway projects may seek to reduce operational carbon emissions by incorporating energy efficient street lighting, which translates directly into financial savings throughout the lifespan of the highway [6]. Highways have a large negative impact on surrounding ecosystems and overall environmental quality. The next step in highway infrastructure’s advancement needs to include practices that reduce the highways effect on the natural environment, increase capacity, and benefit society beyond the ability of current highways. This can be achieved by instituting a system of green highways. To meet the infrastructure needs of future generations, new goals must be set. State and federal best management practices will need to be revised, and federal programs will need to take more charge of infrastructure initiatives [7].

To reduce energy usage, sub-metering can be use as a great tool. It can measure, regarded as one of the evaluation indicators of green building, has great impact on post-evaluation of building energy efficiency. Sub-metering measure usually has 3 steps: install data collector on the target architecture, store the data in the database and display the data by calling the database. The electricity is then divided into 4 kinds which is air-conditioning electricity, lighting electricity, power electricity and special electricity. The characteristics of building energy consumption and establishing basis for building energy efficiency can be made by taking sub-metering measures. After the data collectors were installed on the target building’s power distribution cabinet, it will collect all the electrical information such as its consumption, three-phase current and three-phase voltage. All these data will be stored into a database normally set up by MYSQL and it add and classifies the electricity consumption into their own categories to discover the higher level item. The data is then displayed into table, bar chart and pie chart on the front page of the website [8].

Forecasting the energy consumption at the design stage or analyses of retrofit options is important for energy and emissions reduction efforts. Consumptions of energy is a study regarding (a) building characteristics, (b) energy systems characteristics, control and maintenance, (c) weather parameters, and (d) occupants’ behavior and other sociological parameters, forecasting consumption of energy by building is not an easy task. In building a sustainable infrastructure, building load and energy estimation is an approach that should be consider its importance for the analysis of projects oriented to energy consumption and emissions reduction [9 ]. The Green Building Concept which focuses on increasing the efficiency of using resources such as water, energy and minerals can be incorporated to reduce electricity consumption towards a sustainable future [10].

Recently, the Dutch National Road Authority (“Rijkswaterstaat”) claimed to have opened the world's first motorway that is lighted by LEDs instead of conventional lighting. In the news item, published on their website, they claim a 40% reduction of the energy use and CO2 emissions. Usually, interchange have the highest number of signboard and streetlamps. The use of conventional filament lamps consumed more energy than modern light emitting diode. Modern Light Emitting Diode (LED) signal heads need up to 90 percent less energy than conventional signal heads with filaments lamps. Their use leads to substantial reductions in overall energy consumption and costs. At the same time, the extended service life of the LEDs minimizes the operating and maintenance costs for the systems because, in contrast to conventional light sources, LEDs do not need to be replaced at regular intervals [11]. A great potential for substantial energy savings with enhanced control options can be achieve with the use of LED lighting systems that are paired with high-resolution sensor systems. In an intelligent lighting control system, each luminaire can be provided with a photosensor in addition to an occupancy sensor. Instead of having a single photosensor controlling multiple rows of luminaires as a group as in conventional daylight harvesting, a photosensor may control its local luminaire individually. This will likely increase the energy saving potential and the system robustness [12]. It might be possible to

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automatically tune lighting spatially within a space with the help of multiple light sources and sensors [13]. This study was then explored by Chen et al., and it record up to 80% of energy are save against a benchmark with no lighting control [14] .

METHODOLOGY

The research methodology is divided into several stages that includes preliminary stage of study, data collection and analysis, discussion and conclusion. Energy consumption of PLUS Section 2 Expressway was reviewed to find the energy usage of the highway operation. An Energy Accounting Centre (EAC) was set up and categorized the energy used into 3 category which is Administration building, Street lighting/Traffic Light/Highmast and Rest and Services areas (RSA) or Lay by. Carbon dioxide emission is then calculated by multiplying total energy consumption with carbon dioxide emission factor An in-depth analysis of street lighting, highmast and air-conditioner is made to gain an insight of their energy use and carbon emission. With the help of literature review, recommendation is made to reduce the carbon footprint via possible retrofitting.

Parametric Study Analysis of Energy Consumption of Section 2 PLUS Expressway. During assessment, multiple number of offices, toll booth, RSA, lay by and lighting fixtures energy usage were recorded and their function were differentiate and characterize by their common value in a highway operation. The recorded energy usage of facilities and assests was taken from the area that is under Section 2 PLUS authority which include certain district from Johor and Melaka such as Tangkak, Ayer Keroh, Bukit Gambir, Jeatang, Melana Utara, Kg Lipat Kajang Jasin, Pagoh and Bemban. From the obtained results, three EAC was establish with the intention of differentiating and discovering the relationship between operation characteristic and its energy expenditure.

Analysis of Energy Consumption of Street Lighting in Section 2 PLUS Expressway. Two types of lighting arms were discovered which is single arm (S/ARM) and dual arm (D/ARM). From the record review, it is found the S/ARM use about 250 watt of power while D/ARM use 500 watt. The streetlighting fixtures was also found to be using high pressure sodium (HPS) type lighting with compatible ballast, which shall operate at rated voltage at ± 6%. In view of the market trend toward sustainable development and green environment, LED type street lighting which is designed for green technology will be considered if the LED type street lantern performance is comparable with the former.

Analysis of Energy Consumption of Air Conditioner in Section 2 PLUS Expressway.The air conditioner use by the Section 2 PLUS Expressway was found to be single unit air conditioner which can be turned on/off by automatic timing and manual. There are different rating of air conditioner that are in used throughout the highway operation, majority of the air conditioner is rated 1.5 hp while the others were rated as high as 22 hp. The power usage is then calculated by converting horsepower use into kwh with the equation of 1 hp = 0.746 kW. The air conditioner use was also found to be using the latest inverter technology which can easily control the freaquency and speed of the air conditioner (AC) thus increased it efficiency compared to traditional AC. As the newest technology was applied, no possible retrofitting was propose. Calculation of Carbon Emission Carbon footprint can be measured by estimating the amount of emission emitted by multiplying activity data (such as amount of electricity used) with the relevant emissions conversion factors. These conversions factor alow activity data (such as kg of coal used, number of miles driven, tonnes of waste sent to landfill) to be converted into kilograms of carbon dioxide equivalent (kg CO2e). CO2e is a universal unit of measurement use throughout the academic studies that allows the globa warming potential of different GHG to be compared. Carbon dioxide emission is calculated by multiplying carbon dioxide emission factor with total energy consumption. It is a unique value for scaling emissions of an activity data in terms of a standard rate of emissions per unit of kWh i.e. 7.444 x 10-4 metric tons CO2 / kWh [15]

Forecasting Reduction of Cabon Emission by Potential Retrofitting Most post top luminaires make use of high intensity discharge (HID) light sources that operate at full power throughout the night, regardless of occupancy patterns or actual lighting needs. As a result, these luminaires often contribute to light pollution and energy waste. The primary HID sources for these applications are high pressure sodium (HPS) and metal halide (MH) lamps. These lamps consume more electricity and have a shorter lamp life when compared to some innovative emerging light sources. HPS lamps also provide light with lower color quality; they cast everything in a yellowish glow that makes it difficult to differentiate between colors. Broad-spectrum white light sources offer dramatically improved color rendering. Because street and area lighting primarily operates during off-peak hours, a great deal of energy is also wasted when fixtures operate at full lighting power during unoccupied hours of the night. Thus, comparison is made between HPS and LED counterpart.

RESULTS AND DISCUSSION

Emission from Section 2 Expressway by Group The data is presented in three EAC which is Administration Building in one group; street lighting, traffic light and highmas in one group; and Rest and Services Area (RSA) or Lay by in one group. From the result of all three EAC, energy consumption of Rest and Services area is found the highest compared to other group. This is due to the no. of facilities that is energy intensives provided in RSA and Lay by.

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Table 1: Energy Consumption and Estimated Carbon Dioxide Emission of Section 2 PLUS Expressway GROUP CONTRIBUTOR TOTAL KWH COST

(RM) CARBON EMISSION

(METRIC TON) A ADMINISTRATION

BUILDING 2270626 1158019.20 1696.2

B STREETLIGHTING/ TRAFFIC LIGHT/ HIGHMAST

1903521 970795.71 1421.9

C RSA/LAY BY 5107415 2604781.51 3815.2

TOTAL 9281562 4733596.62 6933.3

Table 1 shows the summary of data from the year of 2017, the facilities under the administration of Section 2 PLUS Expressway used a total of 9,281,562 kWh with an estimated carbon emission of 6933.3 metric ton. From the data, RSA and Lay by consume the most energy by 5,107,415 kWh and contributing about 55% of the total carbon emission. Followed by Administration Building that uses 2,270,626 kWh with only 24% of of the total carbon. Street lighting, traffic light and highmast consume just a little below administration building with 1,903,521 kWh and 21% of the total carbon. It can be concluded that the 24 hours service provided by the RSA and Lay by caused the highest cacbon emission. Carbon Dioxide Emission from Highmast

As highway operation uses a large piece of land, a large number of highmast is required to illuminate the area of toll plaza, RSA and Lay by. Every location requires different number of highmast and and bulbs. From the record review, it is found that a bulb in highmast consumed 400 watt of energy.

Table 2: Energy Consumption and Estimated Carbon Dioxide Emission of Highmast

LOCATION NO OF BULB TOTAL kWh COST (RM) CARBON EMISSION

(METRIC TON) SIMPANG AMPAT TP 156 273312 139389.1 204.16 AYER KEROH TP 144 252288 128666.9 188.46 JASIN TP 108 189216 96500.16 141.34 TANGKAK TP 139 243528 124199.3 181.92 BUKIT GAMBIR TP 203 355656 181384.6 265.68 RSA KM 146 NB 65 113880 58078.8 85.07 RSA KM 205 NB 49 85848 43782.48 64.13 RSA KM 209 SB 49 85848 43782.48 64.13 OBR AKH KM 210 12 21024 10722.24 15.70 LAY BY KM 161 NB 12 21024 10722.24 15.70 LAY BY KM 165 SB 12 21024 10722.24 15.70 LAY BY KM 184 SB 12 21024 10722.24 15.70 LAY BY KM 185 NB 12 21024 10722.24 15.70 TOTAL 973 1704696 869395 1273.41

Note: TP = Toll Plaza, KM = Kilometer, NB = North Bound, SB = South Bound, OBR = Overhead Bridge Restaurant

Table 2 shows the summary of data from the year of 2017, the number of bulb from the highmast of Section 2 PLUS Expressway. The highmast from 13 different location consumed a total of 1704696 kwh per year and it become the major contributer of carbon dioxide from Group B. Bukit Gambir Toll Plaza produce the the biggest carbon dioxide with value of 265.68 metric ton from the use of 203 light bulb. Lay by which usually similar in design and operation capabilities uses the lowest energy with only 21025 kWh from a mere 12 bulbs and produce only a quarter of RSA carbon dioxide emission.

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Figure 2: Amount of Carbon Emission from Highmast

Carbon Dioxide Emission from Streetlight

Streetlight is crucial to the operation of highway, it provides highway users the ability to see far in the dark as car headlamp is dangerous as its produce glare and might blind drivers infront. Section 2 highway uses 2 types of street light which is single arm that consume 250 watt and double arm that consume 500 watt. Single arm street light is usually use for single carriageway and double arm is used for dual carriageway and are installed on the median part of the road.

Table 3: Energy Consumption and Estimated Carbon Dioxide of Street Light

LOCATION NO OF STREET

LIGHT TOTAL

kWh COST (RM) CARBON EMISSION

(METRIC TONNE) SIMPANG AMPAT TP 48 61320 31273.20 45.8 AYER KEROH TP 41 53655 27364.05 40.1 JASIN TP 99 140160 71481.60 104.7 TANGKAK TP 51 63510 32390.10 47.4 RSA 146 NB 26 28470 14519.70 21.3 RSA 205 NB 27 29565 15078.15 22.1 RSA 209 SB 20 21900 11169.00 16.4 OBR AKH NB 37 40515 20662.65 30.3 OBR AKH SB 23 25185 12844.35 18.8 LAY BY 161 NB (TANGKAK) 13 14235 7259.85 10.6 LAY BY 165 SB (TANGKAK) 12 2190 1116.90 1.6 LAY BY 184 SB (KG BEMBAN) 8 8760 4467.60 6.5 LAY BY 185 NB (KG BEMBAN 8 8760 4467.60 6.5 SECTION OFFICE S2 17 18615 9493.65 13.9 TOTAL 430 516840 263588.40 386.1

Note: TP = Toll Plaza, KM = Kilometer, NB = North Bound, SB = South Bound, OBR = Overhead Bridge Restaurant Table 3 shows the summary of data from the year 2017, Jasin TP consume the highest power with 140160 kWh a year with 70

single arm pole street light and 29 double arm street light. From the figure shown we can conclude that toll plaza uses the most electricity as they need to cater large facilities provided for the road user, while lay by which tipically consist of small parking lot and 1 buidling uses the lowest electricity and only contribute nearly half of a toll plaza carbon emission.

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Figure 3: Carbon Emission from the use of Street light in Section 2 PLUS Expressway.

Carbon Dioxide Emission from Air Conditioner

Air conditioner is considered one of the crucial element of highway operation. Every lane requires single unit of air conditioner as they operates in the middle of the road with cars passing by. Each lane is provided with air conditioner to filter out dust that can damage the electronic equipment installed inside the toll booth and it provides a suitable temperature for human and equipment to be working properly.

Table 4: Energy Consumption And Estimated Carbon Dioxide Of Air Conditioner

LOCATION NO. OF AIR

COND kWh COST (RM) CARBON EMISSION

(METRIC TONNE) SIMPANG AMPAT TP 24 281003.3 143311.68 209.9 AYER KEROH TP 40 254863.4 129980.35 190.4 JASIN TP 28 352887.8 179972.80 263.6 TANGKAK TP 30 346352.9 176639.97 258.7 BUKIT GAMBIR TP 20 375760.2 191637.70 280.7 TOTAL 142 1610868 821542.51 1203.3

Note: TP = Toll Plaza, KM = Kilometer, NB = North Bound, SB = South Bound

Figure 4: Carbon Emission from the use of Air Conditioner in Section 2 PLUS Expressway

Table 4 shows the summary of data from the year of 2017, Ayer Keroh Toll Plaza uses the smallest amount of electricity despite in had the biggest no of air conditioner. This is due to the fact that majority of Ayer Keroh Toll Plaza air conditioner is rated with on 1.5 horsepower compare to Bukit Gambir with 20 air conditioner but uses one 22 hp air conditioner and other small hp air conditioner. From the table, we can conclude that toll plaza tipically use an average of 28 air conditioner each with 3222173.6 kWh every year.

Potential Retrofit to Reduce Energy Consumption for Highway.

Table 5 shows the suggestions on potential retrofit in reducing energy consumption for highway, it is found that the use of energy efficient appliances reduce the amount of power usage significantly. The use of Light Emitting Diod (LED) has proven as a good

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way of reducing power consumption as most LED bulb today does not requires new socket installation and they consume less energy at around 150 watt compared to High Pressure Sodium (HPS) that uses 250 watt. Although some LED technology consume slightly higher energy, they are usually paired with smart features that can regulate its frequency to adapt to the surrounding demand and thus reduce electrical consumption in the long run

Table 5: Suggestions on potential retrofit in reducing energy consumption for highway

Source Technology System Power Findings Adaptive Exterior Lighting, University of Caifornia, Santa Barbara [16]

HPS without controls 289 W 78 % savings were made with only 988 kWh annuall power usage LED with network controls 101 W

Cost Effectiveness of new roadway lighting system [17]

GE LU250 HPS 250W 250 W 31 % savings of electricity due to smart lighting and increase of 2 years worth lifespan

Phillips RoadView RVM LED 270 W

270 W

Outdoor lighting upgrading system based on Smart Grid Concept [18]

HPS arc lamp 250 W 39 % savings due to the automated system and reduced time of operation duting night hours

LED 110 W

CONCLUSION

In conclusion, RSA and Lay by was found to be the biggest source of carbon emission. This is due to the nature that RSA and Lay By is used intensively as 24 hours a day with facilities ranging from toilet, prayer room, multiple number of shops and restaurant and also their own water treatment plant. Retrofitting was proved to be the best steps to reduce energy expenditure without withdrawing large amount of capital cost in order to change the old technology.

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