SCHOOL OF ARCHITECTURE, BUILDING & DESIGN

(ENVIRONMENTAL SUSTAINABLE DESIGN)

AN ANALYSIS OF OVERPOPULATION AND THE BUILT ENVIRONMENT IN KUALA LUMPUR AND THE KLANG

VALLEY REGION

Student Name and I.D. Farah Ain binti Ismail 0321526 Belinda Aiyapa Mkony 1002P69616 Nur Emily 0311894 Afrah Abd Rasheed Al Balushi 0320858

1. INTRODUCTION. The concept of the built environment is somewhat elastic in its definition, but the

underlying idea is clear. It is a term used to identify the human-made features of one's environment in order to better understand the impact the creation and organization of human communities has on its inhabitants and the natural environment in which it is situated - and which is profoundly altered by its construction. One might expand the notion of a built environment to encompass the ways in which a community makes physical alterations in its natural setting in order to get its food, secure and manage its water and wastes, shelter its inhabitants, and organize the flow of movement for various purposes such as commerce, political participation, entertainment, and civic activities. Whether one lives in densely populated zones with agricultural and other resources being brought in from surrounding regions or in sparsely settled communities determines the course of human interaction, the prospects for health, the impact on the natural environment, and so much more.

Overpopulation is an undesirable condition where the number of existing human population exceeds the carrying capacity on Earth. Overpopulation is caused by number of factors. Reduced mortality rate, better medical facilities, depletion of precious resources are few of the causes, which results in overpopulation. It is possible for a sparsely populated area to become densely populated if it is not able to sustain life. Developing nations face the problem of overpopulation more than developed countries, but it affects most of the Earth as of now. When we are talking about overpopulation, we should first understand the causes of it.

When trying to correct the imbalance created by man, science, and technology, we who have inherited the earth must be adamant about developing cleaner ways of improving productivity and the root of overpopulation. An early halt to human population growth will not end human-caused extinctions. If, we continue to over-exploit resources and pollute our environment the world will be an uninhabitable planet for future generations. The purpose of this paper is to help promote awareness, and focus on the circle of problems contributing to overpopulation and how it affects the built environment.

The increased size of urban areas in terms of their population and their land consumption has intensified adverse urban environmental impacts. The increased capacity of the human race provokes adverse environmental change on a truly global scale. In the last two decades all over the globe rapid changes in technology and in the re-location of population from rural to urban areas have altered local natural environments beyond recognition, now the global environment is at risk. Most people would argue that changes in the location and concentration of commercial activities, especially in large cities, have produced the greatest visual impact on the built environment (Tamagno et al., 1990). In many developing countries, towns are expanding and an increasing proportion of the land is being taken up for urban land uses, replacing fields, farms, forests and open spaces. As a result, the majority of urban inhabitants in the world experiences distinctive and often unpleasant climatic conditions today (Shaharuddin, 1997). Urban settlements provide one of the best examples of change in human activities and perceptions. Residential areas are constantly undergoing modification and expansion into areas that were formally occupied by agriculture and the natural environment. Residential lands were reclaimed or will be reclaimed from the sea or swampland if the demand for land is sufficiently high. By 1950, approximately 30% of the world’s population lived in urban areas. That number is now nearing 50%, with a current urban population estimated at 2.9 billion people. By the year 2030, the global population is predicted to rise by two billion (Streutker, 2003), a growth expected to occur almost entirely in urban areas. The increased capacity of the human race

provokes adverse environmental change on a truly global scale, something to which urban populations make a major contribution. Atmospheric modifications through urbanization have been noted. Climatically (Sham, 1987), one obvious consequence of urbanization is the creation of the heat island. (Streutker, 2003) focused on one of the primary effects of urbanization on weather and climate, the urban heat island; he found that the urban temperature depends on population density. Several factors result in temperature difference between the urban and rural areas, stemming from changes in the thermal properties of surface materials to alterations of the topography and man activities in cities. Large urbanized regions have been shown to physically alter their climates in the form of elevated temperatures relative to rural areas at their periphery (Brain, 2001). The effect of metropolitan regions is not only confined to horizontal temperatures but also to those in the vertical direction with far-reaching consequences, studies have shown that the thermal influence of a large city commonly extends up to 200-300 m and even to 500 m and more (Sham, 1993).

The study aims to study the level of urbanization in terms of population density and land management and its effect on the intensity of overpopulation in the city of Kuala Lumpur and Klang Valley as our case study.

The measurements for level of urbanization vary from country to another. Usually, national procedures followed for such measurements based on specific criteria that may include any/ some/ all of the following: a ) The concentration or size of populations. b ) The process in which the in-migration of people to cities blends into an urban

lifestyle. c ) The process in which urban culture spreads to agricultural villages. d ) The predominant type of economic activity. e ) The development of urban areas and their urban characteristics such as specific

services and facilities. f ) The process in which the proportion of people living in an urban area increases. Of these definitions, the last one is the most quantitative. Therefore, for the purposes and limitations of this study, the last definition is used to defining and measuring the level of urbanization. Thus, the level of urbanization depends solely on density of population per acres and land use for the city.

In Klang Valley region has grown from six million in 2010 to a whopping number

of nearly seven million in the span of two years from then. What this reflects on is the growth of urbanization, a current worldwide trend, which further signifies the city’s increasing importance as an economic growth engine and a birthplace of talent and skills. The nature of the city’s economy had undergone a gradual but obvious change for the past years until today. During that time, we can see that a more predominant type of economic activity in different regions has surfaced in comparison to another. For example, the Klang Valley stands as one of the most prominent financial and business centers of the county.

Table 1: Distribution of Working Population in Kuala Lumpur (and the Klang Valley) and

Selangor by Industry, 2000 Source: DSM, 2003

2. FACTORS AFFECTING OVERPOPULATION: 1) TRAFFIC CONGESTION /PUBLIC TRANSPORT.

Valley has undergone a period of unprecedented economic growth that has significantly affected specific demands to equip the metropolitan region with specific services and facilities. All sectors are expected to post positive growth, except mining due to lower production of crude oil. What this means is that Klang Valley is facing increased pressure to grow in terms of infrastructure facilities and the most important section would be of the improvement of the public transport system in the Klang Valley.

Due to a growing population, a rapid economic development and rising expectations of the urban community, the public transport system is now the most vital facilities that need to be at a top-notch quality to counter these demands and growth.

Despite the massive investment in the public transport infrastructure, beginning from the mid-1990s, the majority of the residence in Klang Valley still rely on utilizing private transports to conduct their daily activities. Still retaining its identity as a car-dependent city, the Klang Valley’s level of car and motorcycle ownership has been significantly high, in comparison to other developing cities. The reason of this phenomenon is due to the relatively inexpensive price of gasoline and the charges on taxes, tolls and parking are drastically low. Following that, it has impacted the city’s rank in the EIU’s Global Livability Index, where public transport is inclusive as one of the indicators, Kuala Lumpur and the Klang Valley has been ranked 78th out of 130 cities, where we lag behind Asian cities such as Osaka (12), Hong Kong (31) and Singapore (51). The high amount of private transportation and the low amount of public transportation leads into bad traffic congestion in the city. The traffic congestion has worsened in the Klang Valley region especially at the roads of Petaling Jaya where short distances will take drastic hours for the road users to reach their destinations.

Traffic congestion leads to numerous other problems that affect the people of Klang Valley, as there is a high level of unnecessary fuel consumption. This further leads to an accumulation of money that is spent majorly on fuel. Other than that, the density of cars during traffic has led into accidents, which causes death and injuries. The building of more highways at densely populated areas did not improve on the congestion, yet ironically, has contributed to it due to the accumulation of bottlenecks of cars. The impact of the building of highways and roads is that there is many poorly planned roads that take up unnecessary land areas and therefore caused a loss of space to cater to population. Housings nowadays are forced to be built at the outskirts of Klang Valley and are far from common facilities that should be available at a closer radius. Traffic congestion leads to numerous other problems that affect the people of Klang Valley, as there is a high level of unnecessary fuel consumption. This further leads to an accumulation of money that is spent majorly on fuel. Other than that, the density of cars during traffic has led into accidents, which causes death and injuries. The city hall has also failed to provide adequate parking lots for private car commuters to transfer to utilize the public transports.

The public transport in the Klang Valley has been poorly governed and it is highly deficient in the support that the sector receives to reorganize the services. At present, only four major private companies are operating in about 30 routes. The problem with these routes is that they are radical in nature where they terminate at the city center. Other than that, there is an unreliability to trust the service frequency that it operates to and it is overcrowded during peak hours. To top it off, the conditions of these buses are unsatisfactory. All these issues have led citizens to a bad image of public transportation and prefer to use their private form of transportation instead. Due to this highly participated dictum, a series of negative impacts has risen within the region. There is an urgent need to meet this rising demand and expectations to improve the quality of life in the Klang Valley. The series of negative impacts due to the economic growth has to be recognized in order to be solved and solutions to be found. 2) HOUSING.

The effect of continuous influx of migrants, population and economic growth has inflated the demand of housing areas close to the urban centers. Klang Valley in particular continues to monitor developments in the housing sector to accommodate to the rising demand by workforce and citizens alike. The result that follows from poorly

structured roads, and the built of new highways to assist congestion has pushing the urban housing sprawl farther into the outskirts. The increase of vehicular traffic in tandem and the high demand for areas to build commercial housings has resulted in a rapid appreciation in property values.

Figure 1: Percentage distribution by parameter on house demand, supply and price

(source: International Journal of Research in Engineering and Technology)

These high demands for land space is due to the mismanaged of housing

projects where there are cases of the delayed and even abandoned housing projects. These have affected the supply of houses especially for the low and medium-cost properties. The abandonment of projects has resulted into a massive loss of land area that further inflates property values and makes it hard for new growth population to be accommodated. As at 31 July 2011, 167 projects involving 53,278 houses in Peninsular Malaysia were abandoned, affecting a total of 34,761 house buyers. Meanwhile, 48 projects were delayed involving 5,925 houses and 3,955 buyers. These spaces that were misused further contributes to this factor as housing areas are pushed further out from the city Centre and there are not many takers for a not strategically located property with a high price. In addition, older schemes do not have adequate basic social amenities such as recreational areas, parking facilities and multipurpose halls as well as access to public transport. The surroundings are thus not conducive for a good quality living environment. In addition, the lack of basic amenities, low socio-economic conditions, inadequate housing and living conditions are contributory factors to crime.

3) SQUATTERS.

One issue, which is very often related to the problem of loss of space in city areas, is that of squatters. In Kuala Lumpur, squatter settlements were believed to have first emerged during the Economic Depression of the late twenties and early thirties (Frier-Simon and Khoo 1976). By 1970, the number of squatters in Kuala Lumpur was estimated to be about 103,370. The number subsequently increased to 243,154 in 1978 (Hairi 1987). Following efforts by the DBKL to resettle the squatters in low-cost flats, their number decreased to 220,055 in 1982 and to 156,151 in 1985 representing some 17% of the total population of Kuala Lumpur (DBKL 1985). However, while the number of squatters in Kuala Lumpur declined, that of other areas in the Klang Valley (Petaling Jaya, Gombak, Hulu Langat and Klang) showed an increase. It is unlikely that the squatter problem will be resolved in the near future. It will remain a significant feature of urbanization for some time to come; in the meantime, a mechanism has to be found to manage the underserved area.

Environmental problems in the squatter areas are exacerbated by the fact that these areas are essentially unplanned with narrow streets and poor drainage and provided with only very limited amenities and other basic needs. Because squatter areas are generally underserved with public amenities, they invariably become potential sites for environmental degradation, fire, health and flood hazards. The last of these hazards is particularly frequent in the flood prone areas along the Sungai Klang and its tributaries.

The high volumes of internal migration cannot be stopped, unless urban planning and supports are adequate. This is because of internal migration is inevitable spatial phenomenon in urban areas. This is the same with urbanisation. For example, there are many policies which have been implemented to reduce migration streams, but finally, the policies failed (Dang, 2003; Skeldon, 1997). For further discussion on the failures existing policies to reduce migration can be found in Dang (2003). He has looked on experiences in four countries of the ESCAP region, that is, China, Viet Nam, Indonesia and Thailand. This has provided the clear evidence on the importance of internal migration for urban planning decision-making process. Thus, internal migration elements should not be excluded in urban planning process or development plan studies. 4) INTERNAL MIGRATION

Internal migration is one of the important spatial phenomena in urban areas that contribute to high level of urban growth and urbanization. High volume of internal migration without adequate planning and support leads to urban problems such as squatter settlements, slum areas, traffic congestions, urban poor, urban sprawl, etc. Klang Valley region, Malaysia is selected for being the study area of the analysis. I n general, the implications of internal migration on urban areas can be both, positive and negative. At positively, internal migration is believed to be as alternative chance to reduce poverty whether in rural and urban areas.

In addition, countries with low levels of internal migration remain weak in there Development (Guest, 1994). This is because internal migration i.e. rural to urban is playing important role in transforming labors and expertise which required by urban

sectors especially for industrial expansion (Rashid and Ghani, 2007; Rashid, 2010; Guest, 1994). The contributions of migrants as generator of urban economic have been proven for a long time. This is because most of them are educated, high motivated and entrepreneurial skills (Rashid, 2010; Skeldon, 2002; Guest, 1998).

On the other hand, uncontrolled high volumes of internal migration together with Inadequacy of urban planning and supports lead to urban problems (Rashid and Ghani, 2007; Skeldon, 2002; 1997). Most of migrants are in young ages and they are required for employments, affordable housing, good infrastructures and other urban services (Gubhaju et al. 2001; Guest, 1999; Skeldon, 1998). Unfortunately, such requirements, however, already are lacking in urban areas (Chandra, 2002). Thus, internal migration would lead to crucial problems of urban sprawl, squatter areas, slum areas, congestions, etc. Metropolitan cities of developing countries that experiencing such situation are Suva (Fiji); Ho Chi Min (Viet Nam); Calcutta (India); Karachi (Pakistan); Dhaka (Bangladesh); Jakarta (Indonesia), etc. Xuejun (2005) and Yao et al. (2003) have also discussed on this issue. The Klang Valley was established in 1973 as a result of recommendations from a regional planning study in the area (Shankland et al. 1973). This region consists of five areas: the Federal Territory of Kuala Lumpur (the FT Kuala Lumpur), Gombak, Petaling, Klang and Hulu Langat. The Klang Valley is located roughly at the central part of the West Coast of the Peninsular Malaysia. The Klang Valley has several cities with very high urban population growth (or urban Growth). In 2000, the cities which record very high urban population growth include Kuala Lumpur (1,297,500), Klang (631,700), Ampang Jaya (478,600), Petaling Jaya (438,100), Subang Jaya (423,300) and Shah Alam (319,600).

Figure 2: The location map of the Klang Valley and its cities

Figure 3: Urban population growth in Klang Valley, 1991-2000

5) POPULATION GROWTH.

The Klang Valley has experienced a continuous rapid population growth for the past two decades and being the fastest growing region in Malaysia (Ludinet al. 2006) the other two cities in Malaysia that also experienced the rapid population growth are Penang and Johor Bharu. Generally, the scenario and trends of population growth in the Klang Valley can be explained based on population distribution data from various years.

Table 2.0: Population growth by district in Klang valley

Trends of population growth in the Klang Valley is as follows: a) Trends of high population growth in the Klang Valley are focused on areas Outside the FT Kuala Lumpur (or Kuala Lumpur); b) Petaling District and Hulu Langat District record the highest increase in Population growth; c) Total population growth for each district of the Klang Valley is concentrated on Growth in population in main cities in the districts; and d) Petaling District and Hulu Langat District are expected to record an increase in total population growth continuously due to their locations that are near FT Kuala Lumpur, and occurrence of high population growth in their cities such as Subang Jaya, Shah Alam and Ampang Jaya. Expansion of built areas.

According to Pacione (2001), urbanisation means an increase in the proportion of total population that lives in urban areas, namely urban population. Rapid growth of urbanization process in the Klang Valley that is caused by high rate of urban growth can be seen through the expansion of built-up areas process. The direction of urban expansion in the Klang Valley for the years before 1990, 1990, and 2000.

Figure 4: Pattern and flows of urban expansion

In figure 4 it shows the flow of urban expansion for the years before 1990 and 1990, in the same arrow owing to a very small difference between the two periods of time. Two different scales (size) of arrows represent relatively different scale of flow of urban expansion.

Another factor that has important influence towards urban growth and urbanization is internal migration. In the context of migration, the Klang Valley is a burgeoning Centre of migration. According to Rostam (2006), burgeoning migration in the Klang Valley happens in the urban fringe near the border of Kuala Lumpur metropolis. This happens as a result of built-up process in the city Centre of Kuala Lumpur and integrated cities until there are very few spaces that can be developed (solid of built-up areas). As a result, metropolitan economic activities especially modern services and manufacturing sector start to be distributed and placed in the urban fringe. Then people are more attracted to move to the urban fringe because there are job opportunities, transport facilities and property offer.

The area that contributes a significant part of migration in the Klang Valley is the State of Selangor. For instance, in 1991 and 2000, about 49% of the migrants came from Selangor. Besides that, the percentage of migrants who changed their place of residence within the areas of the Klang Valley, especially from FT Kuala Lumpur was very high. In 2000, for instance, it is found that 16% of FT Kuala Lumpur population had changed their place of residence in other districts in the Klang Valley. The states which contribute significant part of migration in the areas of the Klang Valley for the periods included Perak, Negeri Sembilan, Johor, Melaka, Pahang and Kelantan. Internal migration has a significant relationship with rapid population growth and urbanization in the Klang Valley. In other words, internal migration is one of the important of urban phenomena that contribute towards urban growth and urbanization. High rate of urban growth and urbanization will encourage migration. This rapid growth of migration will

speed up the process of urbanization and widen the boundary of metropolitan territory. Meanwhile, less developed area will experience out-migration. In other situation, reverse migration will occur from metropolitan city to the urban fringe because of high level of urban growth and urbanization. These scenarios have provided the clear evidence on the importance of internal migration for urban planning decision-making process. Thus, urban planners are obligated to understand the overall picture of current and Future migration systems in urban areas no matter how complex the task is. This is, to understand the overall changes in population. Even more important is to provide adequate planning and support for urban areas to facilitate the needs of migrants and minimizing their negative implications towards urban areas.

In other words, internal migration has a significant contribution on the process of high level of urban growth and urbanization. However, high volume of internal migration will lead to unsustainable form of urban growth, namely urban sprawl and creates other urban problems. Unfortunately, there is no relevant policy to avoid or to control the high volume of internal migration in urban areas. This is because migration is an inevitable spatial phenomenon in urban areas. It is the same with urbanization. More importantly, migration behavior is due to multiple factors such as social, economic and physical. Thus, it is quite a difficult to understand or estimate the behavior. Subsequently, there is a need to proper or adequate urban development planning so as to receive large number of migrants in urban areas. This is mainly to facilitate the needs of migrants and minimizing their negative implications towards urban areas. In order to devise a proper urban development planning, there is a need to understand migration behaviors. It includes understanding where places in urban areas become the Centre of migration streams in future, mapping distribution of potential migration flows in urban areas, estimating a number of potential migrants in specific areas, understanding a complex scenario or problems which create from migration distribution, and understanding relationships between migration and other urban phenomena. As a conclusion, elements of internal migration should not be excluded in urban-planning process or development plan studies. Thus, understanding of spatial trends and distribution of migration in urban areas is crucial for the purpose of urban planning decision-making. 6. URBAN HEAT ISLAND.

One of the effects of overpopulation is the Urban Heat Island effect; to further elaborate Malaysia have 14 metropolitan areas and 53 towns that have populations ranging from ten thousand to seventy five thousand. Now due to services and opportunities rendered in Kuala Lumpur and Klang Valley there has been a mass local migration to the city center. As shown in fig.1 in 1985 (during Malaysia’s intensive development phase) the temperature difference observed between the city center (KL) and the outskirts of the city where population and infrastructure is less is shown, this comparison shows how urban population can affect its micro climate. To further back the evidence of the Urban Heat Island effect the table shows higher temperature difference (more buildings and people) between the city center and outskirts of the city has increased drastically due to development purposes. Built environment (development) attributes to this effect, infrastructures in Kuala Lumpur and Klang are having commercial buildings in tight clusters. Energy output is high in such areas and traffic intensifies as an effect ergo producing CO2 emissions into the air thereby affecting an increase in temperature in the surrounding microclimate.

Figure 5: Urban Heat profile of Kuala Lumpur

In my personal view more open green spaces should be calculated into the urban planning of Klang Valley to allow for the absorption of CO2, which increases heat in the Klang’s microclimate areas of high intensity, commercialized areas. Efforts should be made to make sure all future projects should be handled with emphasis of minimizing the waste of energy rendered in building built environments and also architects who are commissioned said projects should take into consideration the energy output of the building.

Figure 6: UHI of Land-Zones in Kuala Lumpur and Klang

In Fig 6 the intensity of the urban heat island effect has increased in the

residential, industrial, institutional areas due to the heavy traffic patterns that is involved within the routes that adjoin to them ergo dispensing energy at an unstable rate due to the built environments services and functions. This is very hard to avoid in a developing country because the economy is the number one agenda and this is the problem itself. Commercialization is playing a heavy part in the UHI problem and adequate plans should be made to balance or slow down the rate of temperature increase. For example if the temperature keeps increasing then commercial building will have to dispense more energy to cool the buildings down. In conclusion adequate planning is needed to render to minimize this impact of UHI.

3.CONCLUSION

According to the EIU’s Global Livability Index, where public transport is inclusive

as one of the indicators, Kuala Lumpur and the Klang Valley has been ranked 78th out of 130 cities, where we lag behind Asian cities such as Osaka (12), Hong Kong (31) and Singapore (51). Thus, an excellent transport is imperative to address these woes and enhance Klang Valley as a livable city. From the major issues that had been discussed earlier, there are various remedial actions that can be taken as individuals and as a community. The most vital component to take as individuals is to change and improve the lifestyle that we currently have by implementing the 3 R’s, which is to reduce, reuse and recycle. As individuals we are able to incorporate environmental friendly actions in our daily lives. The reduction of water usage will leave a big positive impact to the environment for a start. By collecting rainwater through an application of rainwater harvesting methods in our homes and also as simple as just turning off the tap, we are able to contribute as individuals. In terms of environmental impact of land, we can collaborate with the neighborhood to ensure that the surroundings are trash-free especially at areas where there is vegetation and plants.

The nation’s government plays a big role in terms of providing solutions to the land problems in the Klang Valley. For example, an environmental awareness campaign can be initiated throughout the region, penetrating through businesses, schools and communities alike. Through a mass media coverage and campaigns, the community will become more aware of how their own actions impacts the environment and will nurture a newfound conscience towards protecting the environment. Currently, the Green Building Initiatives are implemented throughout Malaysia where points are awarded accordingly to local structures which applies environmental friendly methods in their building construction and design. This movement is a very interesting one as designers and engineers alike will feel more appreciated as builders when they are rewarded for smart solutions provided in their design. This initiative will further encourage the design world to think creatively in their design and integrate an environmental awareness in their firms and clients.

Architects and designers can contribute most in the aspect of protecting the land from environmental harm. By initiating a more systematic relocation of the squatters, the health risk and land pollution caused by squatters can be eliminated completely. Through an environmentally sensitive design and suitable environmental friendly material usage, the impact of construction to the environment would be reduced and maintained long term. This will result in an avoidance of restructuring and reconstructing buildings when they age as well. In terms of the materiality, architects has the skill to manipulate the sources to make a design that will be site sensitive hence will integrate well with the land and ecosystem alike. To accommodate the growing population, architects could derive a more efficient city planning as to avoid having to apply deforestation as a solution. There are still available areas around Klang Valley that can be exploited to accommodate more people but it does take the highest skills and experience as an architect. By pushing past boundaries, architects can do wonders to help in terms of population and land issues. Other than that, as architects a space efficient design and minimalistic spaces can be implemented into housing the population. This will result in a satisfaction of the user and further avoid the need of house expansions and renovations, which will require the unnecessary usage of land area.

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