TRANSPORT SOCIETY AND ENVIRONMENT

GROUP:
J4BA1173B

TITLE:
SUISTANABLE TRANSPORT

PREPARED BY:
NO. NAME MATRIX ID
1. HAFIZ AZRI BIN LEHAD 2020479448

PREPARED FOR:

MISS SITI NORHADIBAT BINTI

AZMAN
SUBMISSION DATE:
20 JANUARY 2022
 TABLE OF CONTENT

NO. CONTENT PAGES

1. INTRODUCTION 3
2. CONCEPTS 4-5
3. TRANSPORT , SOCIAL SUSTAINABILITY 6-7
4. 8-11
Managing Transport Demand
5. Reference 12
INTRODUCTION

Sustainable transportation is a broad term that refers to transportation that is environmentally, socially, and
climate-friendly. The specific vehicles utilised for road, water, or air transportation; the source of energy;
and the infrastructure required to handle the transportation are all factors to consider when evaluating
sustainability (roads, railways, airways, waterways, canals and terminals). The study includes transportation
operations and logistics, as well as transit-oriented development. Transportation sustainability is mostly
determined by the efficacy and efficiency of transportation systems, as well as the system's environmental
and climate implications. Transportation networks have a considerable environmental impact, accounting
for 20% to 25% of global energy consumption and carbon dioxide emissions. Direct combustion of fossil
fuels accounted for about 97 percent of all emissions. Transport-related greenhouse gas emissions are
expanding at a higher rate than any other energy-consuming sector.

Sustainable transportation systems contribute to the environmental, social, and economic well-being of the
communities in which they operate. People swiftly take advantage of the opportunities provided by
improved mobility, with low-carbon transportation solutions helping disadvantaged households the most.
The benefits of increased mobility must be measured against the costs of transportation systems in terms of
the environment, society, and economy. Short-term activities frequently emphasise incremental
improvements in fuel efficiency and vehicle emissions controls, whereas long-term goals include shifting
transportation away from fossil fuels and toward renewable energy and other renewable resources.
Sustainability is measured and optimised across the whole life cycle of transportation systems.

According to the United Nations Environment Programme (UNEP), 2.4 million premature deaths from
outdoor air pollution could be averted each year. Emissions of black carbon, a component of particulate
matter that is a known cause of respiratory and carcinogenic diseases as well as a significant contributor to
global climate change, are particularly detrimental to human health. Because of the link between
greenhouse gas emissions and particulate matter, low-carbon transportation is becoming a more viable local
investment, both in terms of decreasing emissions and thereby mitigating climate change, and in terms of
improving public health through improved air quality.

Road accidents, air pollution, physical inactivity, time away from the family while commuting, and sensitivity
to fuel price hikes are all examples of the social costs of transportation. Many of these negative
consequences are borne disproportionately by those social groups who are also the least likely to own and
operate automobiles. By wasting people's time and impeding the supply of products and services, traffic
congestion has an economic cost. Traditional transportation planning focuses on increasing mobility,
particularly for autos, but it may overlook broader consequences. However, the true goal of transportation
is access – to job, education, goods and services, friends and family – and there are tried-and-true methods
for increasing access while lowering environmental and social consequences and controlling traffic
congestion. Communities who are successful in improving the long-term viability of their transportation
networks are doing so as part of a larger effort to make their cities more lively, livable, and sustainable.

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CONCEPTS

Transportation systems are important emitters of greenhouse gases, accounting for 23% of global energy-
related GHG emissions in 2004, with road vehicles accounting for around three-quarters of that total.
According to 2011 data, transportation is responsible for one-third of all greenhouse gas emissions.
Currently, petroleum accounts for 95% of all transportation energy. Energy is used in the production and
usage of automobiles, as well as in transportation infrastructure such as roads, bridges, and trains.
Motorized transportation also emits particulate matter-laden exhaust gases, which are dangerous to human
health and contribute to climate change. Theodore Von Karman is credited with making the first historical
attempts to assess a vehicle's Life Cycle environmental impact. Dewulf and Van Langenhove proposed a
model based on the second law of thermodynamics and exergy analysis after decades of research focused
on improving the Von Karman model.

Reduced vehicle weight, sustainable driving styles, reduced tyre friction, encouraging electric and hybrid
vehicles, improving the walking and cycling environment in cities, and enhancing the role of public
transportation, particularly electric rail, can all help to reduce transportation's environmental impacts.
Green vehicles are supposed to have a lower environmental impact than normal vehicles, although this may
not be the case when looking at a vehicle's environmental impact across its whole life cycle.

Depending on the embodied energy of the vehicle and the source of electricity, electric vehicle technology
has the potential to minimise transportation CO2 emissions. Adoption of electric vehicles has just a minor or
no climate benefit in nations where coal plays a substantial role in energy production. The benefits to the
environment vary significantly depending on the vehicle size, power emissions, travel patterns, and even the
weather. In the United Kingdom, for example, a Nissan Leaf emitted one-third the greenhouse gases created
by the average internal combustion vehicle in 2019.

The Korea Advanced Institute of Science and Technology (KAIST) developed the Online Electric Vehicle
(OLEV), which is an electric vehicle that can be charged while stationary or driving, eliminating the need to
stop at a charging station. The City of Gumi in South Korea has a 24-kilometer roundtrip where the bus will
get 100 kW (136 horsepower) of electricity at an 85 percent maximum power transmission efficiency rate
while keeping a 17-centimeter air gap between the vehicle's underbody and the road surface. Only a few
areas of the road require embedded wires with that level of power. Hybrid vehicles, which combine an
internal combustion engine with an electric motor to achieve higher fuel efficiency than a conventional
combustion engine, are already widely used.

In 2007, bioethanol provided 17 percent of Brazil's transportation fuel demand, however the OECD has
warned that the success of (first-generation) biofuels in Brazil is attributable to unique local factors. On a
global scale, first-generation biofuels are expected to have little or no influence on greenhouse gas
emissions, despite the fact that they are substantially more expensive than energy saving initiatives.
However, later generation biofuels (2nd to 4th generation) have considerable environmental benefits
because they do not contribute to deforestation or the food-fuel conflict. Other renewable fuels include
hydrogen, which, like drop-in biofuels, can be used in internal combustion cars, requires no crops (rather, it
is produced using energy), and emits very little pollution when burned.

In practise, green transportation options are ranked on a sliding scale based on their long-term viability.
Green vehicles are more fuel efficient than conventional vehicles, but only in comparison, and they still
contribute to traffic congestion and crashes. Public transportation networks based on traditional diesel
buses that are well-used utilise less fuel per passenger than private vehicles, are generally safer, and take up
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less road space. Green public transportation vehicles, such as electric trains, trams, and buses, combine the
benefits of environmentally friendly vehicles with those of sustainable transportation options. Cycling and
other human-powered vehicles, as well as animal-powered transportation, are other low-impact modes of
transportation. Walking is the most popular green mode of transportation because it has the least
environmental impact. Rail transportation is quite efficient.

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TRANSPORT , SOCIAL SUSTAINABILITY

SUISTANABLE DEVEPLOMENT

Concerns have been voiced about the global economy's ability to accommodate long-term demographic,
economic, and resource demand expansion. Individuals now have access to a wide range of goods and
services as a result of population growth and rising living levels. Many assertions have been made since the
1970s claiming that the globe could not continue such expansion without a probable socioeconomic and
environmental collapse. While these viewpoints have been proven to be incorrect, there are concerns that,
as resource availability and quality of life have improved, a tipping point may be reached at some point,
particularly in the case of climate change. Sustainable development has been proposed as a priority for
future social and economic development under such circumstances.

However, because it incorporates various disciplines and possible links, sustainable development is a
complicated notion that can be interpreted in a variety of ways. It's understandable that the subject feels
perplexed about its nature, repercussions, and suitable response. Sustainability, on the other hand, is widely
accepted to support conditions that benefit the environment, the economy, and society without
jeopardising future generations' well-being. Nonetheless, as history has shown, the conditions of future
societies will be heavily influenced by the legacy of current society in terms of resources and the
environment. All assets (money, real estate, infrastructures, and resources) passed down to the next
generation should have at least equal utility (value) per capita. Three main components have been added to
the basic definition of sustainability.

Social equity . Refers to circumstances that promote resource allocation among the present generation
based on comparative production levels and the promotion of equal opportunity. This means that
individuals or organisations are free to pursue their interests and reap the benefits of their risks and efforts.
The most difficult aspect of the idea of sustainability to articulate is social equality. It is not to be confused
with redistribution (or socialism), which occurs when a part of the population agrees or is forced to assist
another segment of the population.

Economic effiency . Concerns the conditions that allow for greater economic efficiency in terms of resource
and labour utilisation. It emphasises capabilities, competitiveness, production flexibility, and the provision of
goods and services that meet market demand. Factors of production should be freely assigned in such
conditions, and marketplaces should be open to trade.

Environmental responsibility . It entails a "footprint" that is less than the environment's capacity to support
it. This covers the provision of resources (food, water, electricity, and so on) as well as the proper disposal of
a variety of wastes. The conservation and reuse of items and resources are among its basic beliefs.

Another point of contention is the extent to which public entities (at both the national and supranational
levels) can have a role. There are two opposing viewpoints: one advocates for promoting sustainability
through legislation, while the other believes that market forces and individual conduct should be the
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primary drivers. Environmental advocacy groups are overwhelmingly pro-regulation. They claim that
sustainability is a far too long-term notion to be addressed by firms or individuals that are only interested in
the short term. A counter-argument could be made that governments, particularly democratic regimes,
have a very short time horizon. Governments have demonstrated to be proactive in environmental
problems in a few situations. Furthermore, special interests have seized control of many governments'
decision-making and regulatory apparatuses, meaning that environmental policy is affected by groups with
opposing viewpoints.

The question remains whether expectations may be placed on entities that want to improve public
perception (governments) or on entities that strive to improve efficiency and profit (businesses)
(corporations and individuals). Surprisingly, although governments are rigid and slow to adjust, firms have
shown a remarkable ability to change their strategy and deliver products that meet customers' needs
(including environmentally responsible products). Furthermore, because consumer behaviour effects the
provision and distribution of commodities, it is a critical aspect in achieving sustainability. It may thus be
claimed that the private sector is more likely than the governmental sector to achieve sustainability,
especially since the benefits are readily visible. This intricate link highlights the need of rules and innovations
in achieving greater sustainability.

Societies do not all contribute equally to environmental issues. As a result, sustainability can be expressed
on two spatial levels.

GLOBAL ; Long-term environmental stability and the availability of resources to support human activity

LOCAL ; In terms of jobs, housing, and pollution, localised versions are frequently associated with urban
regions.

Because a growing proportion of the world's population lives in cities, sustainability has become increasingly
focused on these places. Energy, water, sewerage, and transportation are just a few of the infrastructures
that major cities require. The provision and upkeep of a wide spectrum of urban infrastructure is linked to
urban sustainability challenges. Each city has its own set of infrastructure and environmental issues. Many
cities in developing countries, for example, have long-standing gaps in basic infrastructure, while their
environmental conditions are deteriorating due to traffic and motorization.

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Managing Transport Demand

To successfully alleviate the negative effects of current transportation systems, measures can be designed to
manage (lower) passenger and freight transportation demand, as well as to shift demand in space or time
(outside peak hours) when possible. Transportation that is profitable, affordable, and unsubsidized is a solid
predictor of its long-term viability. Increasing transportation costs, as well as demand to subsidise them, can
be seen as warning signs that they are becoming unsustainable. There are a number of interconnected ways
in which transportation systems might adapt to meet increased demand and achieve greater sustainability:

Pricing at full cost. Construction, maintenance, and operation of transportation networks result in the
complete (or partial) recovery of expenditures associated to public investments. They eliminate false signals
like subsidies and allow customers to assume the true cost of transportation, which includes road pricing as
well as environmental (carbon) taxes and fines. Motorists are charged a variable cost for utilising specific
roadways (based on demand variations during peak and off-peak hours). This can be accomplished through
a variety of methods, including tolls and licencing fees. Increased taxes on car and fuel purchases, as well as
fines for vehicle owners who run at low levels of energy efficiency, would be implemented as part of the tax
and pollution fees. The goal of such a strategy is to give incentives for users to make more environmentally
friendly mobility choices.

Parking controls. By raising parking prices or reducing the amount of parking space, such a strategy can be
used to deter the use of privately-owned vehicles in areas of highest demand by raising the price of
commuting by car to high-density areas. The expected result is to encourage (or force) commuters to seek
other alternatives either in mass transit, ridesharing, or carpooling. They tend to be ineffective for freight
distribution since delivery trucks will infringe regulations for short duration deliveries.

Avoiding making a trip. Avoiding journeys is a more direct approach of reducing traffic demand, although it
is a difficult task. It entails measures that allow an activity to continue when the mobility associated with it is
reduced. This is mostly due to the usage of information technology, which, ironically, can both replace and
support mobility. For example, e-commerce can minimise the number of shopping trips, but it requires
parcel deliveries to be replaced. Trip avoidance in freight transportation is mostly the result of changes in
sourcing techniques, such as nearshoring, which generates less ton-km.

Traffic bans . The regulating institution would use traffic restrictions to exert direct control over the
maximum number of cars allowed in a certain urban area or along specific corridors, based on
transportation supply-demand functions or arbitrary estimations of carrying capacity. To make public spaces
more suitable to business and social activity, several high-density central neighbourhoods have closed
streets to pedestrians.

The current spatial structure, passenger and material movements, and transportation networks all play a
role in the execution of such initiatives. It is expected that demand will shift toward modes that are more
carbon-neutral and have better energy efficiency. Constraint-based techniques may be more appropriate
than fee-based tactics in instances when a fee structure is ineffective (e.g., low-income population). As a
result, such coercive measures would impose a limit on the number of vehicles in circulation, reducing
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congestion and pollution while supporting alternate modes of transportation. Their primary flaw is that they
assume government (planning) entities are aware of solutions to urban transportation issues (such as the
right quantity of parking spots), which is not always the case.

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THE LATEST WINNER OF SUISTANABLE TRANSPORT

The winner of the 2021 Sustainable Transport Award is Jakarta, Indonesia, a metropolis of 10 million people
with a transportation network that supports 30 million people in the wider city region.

Jakarta's victory is the result of years of ground-breaking work and development. Through the "Jak Lingko"
concept, a passenger-oriented integrated transportation route, the city has taken tangible measures to
transform its car-oriented city planning paradigm and deliver seamless mobility. They're starting with fare
integration, which gives passengers a three-hour window for a single flat charge on road-based transit, with
rail to follow. The city is also working to improve the physical integration of modes. These aid in transitioning
between modes, lowering costs for passengers with difficult trips, and have led in a significant increase in
service coverage of frequent, rapid road-based transportation, reaching 83 percent, as well as increasing
ridership on both informal and BRT. Jakarta has also taken the lead in bringing cycling to the streets,
repurposing parking spaces for people, and creating one of Southeast Asia's first superblocks.

Jak Lingko- one flat rate and three-hour window to travel

The "Jak Lingko" programme, which anticipates comprehensive mobility integration inside the city, including
traffic reduction measures, has transformed Jakarta's car-oriented city planning paradigm. The city has
started with fee integration, enhancing connectivity between 5 national-owned interstate rail stations and
metro and Transjakarta stations, with 44 more stations to follow, and upgrading first-last mile connections
to transit as the first step toward full network integration. For example, at a high-volume commuter rail-to-
metro transfer, a road was turned into a pedestrian-only tunnel, allowing 5,000 pedestrians to transfer
safely and easily during rush hour.

A Focus on Cycling

The city has not only invested on bicycle pilots, but it is also building a 500-kilometer bike network. A 200-
kilometer protected cycling lane is now being designed and will be committed this year in a Governor's
Decree.

Cycling during the coronavirus has taken off in most cities around the world, with notable increase this year
thanks to the city's investment in pop-up bike lanes. Cycling in Jakarta soared by 500 percent in June and
July, as the city began to relax its large-scale social prohibitions. Ridership increased by 1,000 percent in
high-traffic areas, such as near the Dukuh Atas station on Jl. Sudirman. While this was an emergency
response, the city has policies in place to back it up. The city of Jakarta enacted Governor Regulation No. 51
of 2020 Article 21 during the spring social restrictions, which specifies that "all road segments are prioritised
for pedestrians and bicycle transport users as a means of everyday movement for accessible distances."
Pop-up bike lane initiatives and bike parking were the key elements of the ordinance, accelerating the city's
ambition of becoming a bike-friendly city.

"The public's passion for cycling in Jakarta should serve as a wake-up message to city governments around
the world that simply designing for vehicles is no longer sufficient," says Heather Thompson, CEO of the
ITDP. "Whether it's a pandemic, a weather event linked to climate change, or an air quality issue, Jakarta's
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success demonstrates the importance of having all modes of transportation available to keep the city
moving." The city was able to quickly ramp up bicycle capacity to satisfy the demand because the
groundwork had previously been established. They installed a "pop-up" bicycle lane on two main roads, Jl.
Sudirman and Jl. Thamrin, giving bicycles priority in a car-centric metropolis.

"The bicycle may be a tool for a movement that provides for space from others while not contributing to
already stunning traffic congestion," Thompson concluded. This era of transition provides an opportunity for
changes and a move to a new normal that must be more equal and long-term than the previous one. We are
ecstatic to commemorate Jakarta throughout the coming year, and we hope to inspire cities around the
world to do the same."

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Sustainable Urban Transport in Malaysia

All of these ideas for how to design a sustainable urban transportation system can be adjusted to the needs
of Malaysians. Ir Dr. Leong made a point of discussing how people are changing their travel habits and how
this may effect our communities. Because of the economic importance of the automotive sector, Malaysians
may wish to consider the repercussions of pulling automobiles off the road before enacting legislation to
disincentivize selling or buying cars. The rise of ridesharing services like as Uber and Grab plays a role in this
choice, as it's uncertain whether they boost or decrease car traffic. Bike-sharing apps like oBike, which are
growing popularity in Malaysia, on the other hand, plainly encourage sustainability. However, because the
weather in Malaysia is not suitable to travelling outside, additional policies that encourage walking and
biking may not be as viable. People frequently strive to avoid becoming wet – either from rain or sweat –
when they arrive at their destination.

Sunway's own public transportation system has been recognised for its environmental innovation. The BRT
is an all-electric bus service that can transport up to 1,000 people per hour. This sustainable solution may be
expanded to serve even more of the Sunway neighbourhood if prices are reduced, as it is now more
expensive for many commuters to utilise public transportation than it is to drive. Malaysia is already
implementing the future technologies indicated by Ir Dr. Leong, such as self-driving buses and traffic
systems that employ sensors to alter the red-yellow-green traffic light cycle in real-time based on traffic
flow.

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GRAB AS SUISTANABLE

Grab Singapore today unveiled its 2030 Transportation Sustainability Goal, in which it pledged to operate an
all electric fleet by 2030. This objective is part of the larger GrabForGood project, which aims to have a
beneficial influence on three key groups: people, partners, and the environment. Grab has announced the
JustGrab Green pilot and Green Program as one of its first moves, which will provide consumers with simple
alternatives and flexibility to help reduce their carbon impact. On July 14, 2021, these two projects will go
live. GrabRentals, the company's rental arm, will also be boosting its electric and hybrid car fleet. The
initiatives are in keeping with Singapore's Green Plan 2030, which includes an electric car roadmap and a
goal of having all vehicles run on greener energy by 2040.

According to a poll of 3,600 Grab customers in Singapore, 71% are concerned about climate change and
want to do something about it, such as lowering their carbon footprint. Furthermore, the transportation
sector is responsible for roughly half of all fine particles (PM2.5) in the air. "Our commitment to having a
comprehensive approach to combating climate change is embodied in our 2030 Transport Sustainability
Goal." The launch of JustGrab Green and the Green Programme is the first of several initiatives by Grab to
address environmental issues. It's a team effort, and we'll keep looking for ways to make a net-zero carbon
future a reality for Singapore and the region, with the help of our partners and consumers.

JustGrab Green – a greener ride option for consumers

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JustGrab Green is a new mode of transportation that will be available as a pilot starting on July 14th. It will
be served by a fleet of electric or hybrid cars with a minimum VES A2 band[2]. Hyundai Kona Electric, Toyota
Prius, and Kia Niro Hybrid are examples of such vehicles. A hybrid or electric vehicle may lower carbon
emissions by up to 55 percent when compared to a standard gasoline-powered vehicle. JustGrab Green will
first be accessible to riders wishing to book a trip from the central region, with other areas being added as
time goes on. The pricing structure for JustGrab Green will be the same as for JustGrab.

Supporting solarization and conservation initiatives through the Green Programme

Grab has launched a regional campaign to provide customers the option of reducing their carbon impact by
using a new function included into the app. In Singapore, this will be known as the Green Program, and
riders will be able to opt in to turn on the function for a fee of S$0.10 when booking any ride. Grab will
match the $0.10 payment for up to three million trips to encourage users to participate in this campaign.

The whole donation will be used to fund carbon offset and solarization initiatives in Singapore and the
surrounding region. These initiatives will have a meaningful impact on communities and the environment
(see below for further information):

1. Grab will work with Sembcorp Industries, a major energy and urban solutions supplier, to help
community institutions in Singapore solarize their rooftops. The agreement entails the two firms
mutually selecting solarisation projects, with Sembcorp assisting in the development, operation, and
maintenance of the solar systems.
2. Grab is partnering with Shell to acquire carbon credits created by the Indonesian Katingan Mentaya
Project. The initiative restores natural forests and protects peatland ecosystems, reducing the
emission of 447 million tonnes of carbon dioxide over a 60-year period. The initiative also aids local
people in the creation of jobs, the improvement of soil quality, and the production of food. The
Verified Carbon Standard and Climate Community and Biodiversity standards are used to audit the
carbon offsets created by the Katingan Mentaya Project.
So with the idea from Singapore grab with this project , it might will be implement on Malaysia because
at Malaysia also have a good Grab management .

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REFERENCE

https://www.grab.com/sg/press/others/grab-singapore-announces-transport-sustainability-goal-as-part-of-
its-grabforgood-initiative-aims-for-a-full-fleet-running-on-cleaner-energy-by-2030/

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