Malaysian Journal of Real Estate Volume 4 No 1 2009

Site Potentiality of Petrol Stations Based on Traffic Counts Abdul Hamid b. Hj. Mar Iman, Suriatini bt. Ismail and Remy bt. Martin

CentreforRealEstateStudies UniversitiTeknologi 81310UTMSudai ,Malalysia ______

ABSTRACT Sitepotentialityisanimportantfactorthatinfluencesbusinesssuccessofapetrolstationwhich reliesoncustomervisits.Inabsenceoftheexactinformationonthenumberofcustomervisits, trafficvolumecanbechosenasaproxytoitthroughtrafficcountsobservationtechnique.A 2½Dsurfaceoftrafficvolumesrenderedusingaregressionmodelandgeographicinformation system(GIS)canthenbeusedtoidentifysuitablesitesforpetrolstations.Thestudyareais locatedwithintheCentralJohorBahruMunicipality,Malaysia,coveringtheMukimofPulai andapartofMukimof.Basedonthemodeldeveloped,itwasfoundthatsites alongexpresswayshavethegreatestinfluenceontrafficvolumefollowedbysitusaccessibility, roaddirectiontocommercialareas,andsegment’spopulationdensity.Overall,thepredictive abilityofthemodelwasquitesatisfactory.AGISmapofpredictedsitepotentialitywasthen generatedtoguideonthespatialchoiceforlocatingpetrolstationsinthestudyarea. Keywords: traffic volume, geographic information system (GIS), multiple regression analysis (MRA), petrol station ______

1.0 INTRODUCTION Taken together, the industrial, residential, and commercial sectors make up 51.7% of petrol demandinMalaysia(NinethMalaysiaPlan,2006).Thisindirectlyindicatestheimportanceof spatial existence of these three types of urban landuseindeterminingthesuccessofpetrol business across a particular region. Consequently, suitable sites for petrol stations must be assessedinrelationtothelocationsoftheseurbanzonesbesidesothersituscharacteristics. Theaimofthisstudyistoassesssitepotentialityforpetrolstationbusinessbasedontraffic volume counts using a regression and Geographic Infromation System (GIS) based spatial analysis. In this context, this study has three objectives. Firstly, to briefly review physical characteristicsthatinfluencetheleveloftrafficvolumeataparticularsite;secondly,tospecify a regression model that produces parametric estimates of these characteristics for predictive purpose; and finally to incorporate the model into aGIStorendera2½D contourmapof predictedtrafficvolumecountsinastudyareatoassesssitepotentialiyforpetrolstations. Section2presentsthetheoreticalbackgroundofthestudy.Section3outlinesthestudyarea, dataandmethods.Section4discussestheresultsandfindings.Finally,section5concludesthe paper.

Page|10

Site Potentiality Mapping for Petrol Filling Station Based on Traffic Counts

2.0 THEORETICAL BACKGROUND 2.1 Concepts Apetrolstationisaretailestablishmentwheremotorvehiclesarerefueled,lubricated,serviced, andsometimesrepaired(Friedman,1978).Mostpetrolstationssellpetrolordiesel,somecarry specialty fuels such as liquified petroleum gas (LPG), natural gas, hydrogen, biodiesel, kerosene,orbutanewhiletherestaddshopstotheirprimarybusiness,andconveniencestores (TheAmericanHeritageDictionary,2004).Meanwhile,petrolretailerorentrepreneurisany personwhocarriesonabusinesswhichsellspetrolfordirectdeliveryintothefueltanksof motorvehicles(Sedgwick,1969). Traffic volume is the number of vehicles on a roadway (Anon, 2003) while traffic volume countisacountmodeofthenumbermotorvehiclepassingaprecisepointduringaspecified periodoftime(Arnold,1993).Trafficvolumecountdataarenormallyusedinconnectionwith a marketing study to determine the likelihood of success for real estate operation such as servicestation,automaticlaundry,fastfoodrestaurant,retailstore,andsoforth.However,the rawtrafficcountdatamustbeevaluatedbyexpertstodeterminehowmucheffectivedemandit willactuallyproduce(Arnold,1993). Asiteissaidtohaveapotentialifithasthecapacitytodevelopintosomethinginafutureor somethingpossessingthecapacityforgrowthordevelopment(OxfordDictionaryofEnglish, 2003). Accordingly, site potentiality is the potential condition or quality, which has the possibilityasopposedtoactuality,orpossiblepowerorcapacitywithregardstoagivensite (adaptedfromBarnhartandBarnhart,1992).Thus,sitepotentialityinthisstudyistheinherent abilityorcapacityandeconomicpotentialofasite–givenitssituscharacteristics–togenerate certainleveloftrafficvolumefrompassingvehicles. 2.2 The Importance of Location to Petrol Filling Station

Petrolstationsareveryvulnerabletoclosureresultingfrompetrolpricecompetition,regulatory pressure and nonstrategic location (Sidaway, 1998). As the classical adage used to advise, “location, location, location” remain the most important factors when choosing a home or positioning our business (Waters, 2003). George Davies made a strong point in his autobiographythatsettingashopinthewrongplaceisliketyinghandsbehindone’sownback (Davies,1991,ascitedinClarke,1995).Thus,choiceofalocationisthesinglemostimportant decision facing retailers and service providers (Jones et al., 2003). Location is repeatedly stressedinthebusinesspressasarequirementforsuccessinretailing(Chanetal.,2005).This is because location can affect business competition and performance, hence, level of profitability. Theoretically, a firm would choose locations that maximize profits. Location should be consideredasarelevantgrowthdeterminant(Hoogstra,2004).Itaffectsmanyaspectsofpetrol stationoperationandcansignificantlyaffecttheeconomyofthelocalcommunity(Mudambi, 1994). Through a review of previous literature, Henry (2001) suggested that being an independentbusinessownerormanager,onehastotrytomaximizebenefitsbycontrollingthe locationofoutletsandmarketthreshold.ThiswassupportedbyKearny(1998)whostatedthat itwasfoundintheU.S.thatsitelocation(71%)istheprimaryfactorforthedriverstochoosea petrolstation.

Page|11

Site Potentiality Mapping for Petrol Filling Station Based on Traffic Counts

Businessprofitabilityofapetrolstationisinfluencedbyanumberoffactorssuchasproperty maintenance and management, size of the site, neighbourhood business potential, grade of streetandtopography,visibility,compatibilityoftrafficflow,transientbusinesspotential,ease ofapproach,andspecialfeaturesoflocation(Friedman,1978). Qualityofsitelocationisusuallyassociatedwiththetypeandvolumeoftrafficflowspassing thesite,proximitytoamajortravelroute,visibilityfromtheroad,timetakenbydriverstoslow down to enter the petrol station, general ability to attract customers, road direction or movement,arterytypes,anddistanceofcatchmentareasfromresidentialneighbourhoodsand soforth.Thesephysicalfactorsinasitelocationcanmakethedifferencebetweenexcellence, mediocrity, or failure in use for service station purposes. With respect to the distance of catchmentareasfromresidentialneighbourhoods,siteproximitytothesurroundingresidential neighbourhoodscanbeexpectedtoexertsignicifantinfluenceonapetrolstationbusiness.Site proximity to residential neighbourhoods would naturally induce higher traffic volumes and, thus,givebetteropportunitiesforvehicledropbysforpetrolfilling. AccordingtotheplanningcriteriabytheNationalPetroleumMalaysia(PETRONAS),apetrol station should be located within a growth centre or an urban area except in circumstances whereitcanbeshownthroughappropriatestudiesthattheneedexists.Inaddition,theland shouldbezonedforcommercialand/orindustrialuse.Apetrolstationisnotallowedtobe chosenonasitethatwillcausetrafficobstructions.Therefore,astrategiclocationforpetrol station should not interfere the traffic flow. Also, a petrol station should be located at a minimumof100feetfromanyresidentialbuilding.In a residential area, a landscaped open areaof10feetwideshallbeprovidedalongtherearpropertyboundaryand15feetwidealong the side proper boundaries. A wide frontage and large drivewayarea offer a convenience to motorist,drawpublicattentiontothesite,andpermithandlingofalargervolumeofbusiness (Friedman,1978). Otherthanthephysicalfactors,therearealsostrategiclocationalfactorsthatwillinfluencethe potentialityofthepetrolstation.Thesefactorsarediscussedasfollows. 2.3 Pertinent Spatial Factors Affecting Traffic Volume

Two similar petrol stations situated on two different sites would almost certainly have a differentamountoftotalsales.This maybeattributed to the factors such as brand loyalty, amount of traffic flow, local population, etc. Other than the pulling factors, there are also pushingfactorssuchasphysicalbarriersthatpreventmotoristsfromenteringthesite,traffic lights whichcause congestion, lackofvisibility, etc. Therefore, there are various criteria in determining site potentiality for a petrol station. The following section elaborates on more importantfactorsthatcaninfluencethesuccessofasiteforpetrolfillingstationsasdescribed byMPJBT(1998)andothers.

2.3.1 Site Location. Therearecommonlythreetypesofsiteofapetrolstation(MPJBT,1998).Firstly,left,whereby thepetrolstationissituatedoffastreetanditisaccessiblefromthatstreetonly.Secondly, corner,wherebythepetrolstationissituatedatacornerwheretwostreetsmeet.Itisaccessible from both streets. Thirdly, TJunction, whereby the petrol station might have a threeway position.Itmaybeaccessiblefromoneortwostreets.

Page|12

Site Potentiality Mapping for Petrol Filling Station Based on Traffic Counts

2.3.2 Artery road types Typesofarteryroadsuchasprincipal,primary,secondaryandminorroadgiverisetodifferent levels of traffic volume. Normally, a principal and primary road will have a high traffic volume.Itwilldeterminethenumberofmotoriststhatcandropbyapetrolstation.Thelarger thenumberofcustomers,thehigheristhepotentialityofthesitetoincreaseitsprofitability. Therearevarioustypesofarteryroad(MPJBT,1998).Expresswayisamajorhighwayorroad thatconnectsacityordistricttoanother.Aprimaryroadisaroadwithlessertrafficconnecting intraurbanareasinadistrict.Asecondaryroadlinksstreetsbetweenprincipaland/orprimary roadsinacity.Aminorroadisaroadcarryinglessertrafficthroughacity.Aspecialroadisa linkerroadwithspecialcharacteristicswhichconnectssitessuchasshoppingcentres,parks,an expresswaylinker,oranyotherhighlytransientlocations.

2.4 Population density

Populationdensityistheaveragenumberofresidentsinacommunitypersquaremile(Arnold, 1993).Thenumberofresidentsinanareaisademandfactorforpetrol,henceaffectingthe sales of a petrol station (Leibbrand, 1976). The Malaysian Property Market Report (2005) recordedabout14,699and582,505totalnumbersofnewsupplyandexistingresidentialunits respectivelyinthestateofJohor.Theincreasingresidentialdevelopmentinfluencesthevolume of traffic within that particular area, that is, due to the increasing population it indirectly increasesthenumberofvehicles.Theincreaseincarownershiphasresultedingreaterdemand forpetrolconsumption.Intheabsoluteterms,thehouseholdsectorisexpectedtorequirethe highestpetrolshareofabout76%oftotaldemandin2010.Thegrowthinthehouseholdsector isareflectionoftheprojectednumberofcarsperhousehold(LeoMoggie,1985). 2.5 Accessibility Accessibilityistheeaseofentrytoandexitfromaparticularsiteofresidentialarea.Italso measurestheeaseofentryandexitformotoristsonastation’ssideoftheprimarystreet.Petrol salespotentialvariesdependingonsuchdegreeofaccessibility,butifastationistoachieveits maximumpotentialitmustbeeasyformotoriststo seeitandtoenterit(Sedgwick,1969). Someresearchersclaimthatlocationdecisioninvolvesalargefixedinvestment(Jones,2003). Therefore, a common conclusion based on the preceding arguments and previous location theory(Jones,2003;Henry,2001;Mudambi,1994;Hoogstra,2004)isthat,toensuresuccess, theenterprisesandservicesshouldbesitedinlocationsthatalloweasyaccessandthatattract thelargestnumberofcustomers. Thevariablesthatshouldbeconsideredwhenmeasuringaccessibilityincludethenumberof trafficlanes,trafficspeedandcongestion,andtrafficcontroldevices.Thelargerthenumberof lanesonastation’ssideoftheprimarystreet,themoredifficultthemotoristsfromtheouter lanetoenterthepetrolstation.Trafficspeedandcongestionwillalsoaffectsalesvolumeofa petrolstation.Ifthetrafficspeedishigh,motoristsmayprobablymissthestation.Ifthetraffic istoocongested,motoristswillfinditdifficulttoenterandmakeexitfromthepetrolstation. Trafficlightssituatednearapetrolstationwillalsodecreasethenumberofmotoristsentering thepetrolstations.Thisissobecauseaslowtrafficflowisjustanotherformtrafficcongestion whichcausesomemotoriststoavoidusingroadswithsuchaproblem.

Page|13

Site Potentiality Mapping for Petrol Filling Station Based on Traffic Counts

2.6 Direction/ movement of road

Ifthedirection/movementoftheroadwhereasiteislocatedisheadingtowardsthecentral businessdistrict,commercialarea,orindustrialarea,apetrolstationmayattractahightraffic volume.Ifthedirectionoftheroadisheadingtowardsasmallresidentialarea,thenumberof customersandflowoftrafficareslow.Inthiscase,petrolsalesseemtobecloselyrelatedto movementofpeopleinautomobiles(Friedman,1978). 2.7 Geographical Information System (GIS)

GIS can be looked upon as a computer software, hardware, data and personnel to help manipulate, analyse, and present information, that is tied to a spatial or geographic location (Shayya,2004).Thisisaverygeneraldefinition,andtoexpandit,GISisdefinedasacomputer system which stores digital data representing features on the earth and maintains attribute databaseforeachfeature(Brail&Klosterman,2001).Itisatoolthatallowsfortheprocessing ofspatialdataintoinformationandisusedtomakedecisionsaboutsomeportionoftheearth (DeMers,2000inShayya,2004).GISisverypopularwiththefunctionofintegratingspatial dataandattributedata(Clarke,1995;DeMers,2000;Randalletal.,2005;andTaher,2006). Thistechnologyhasbeeninexistencesincethe1960’s,althoughthetechniquesusedbyGIS predatethis(DeMers,2000).ThepopularityofGISanditstoolswasinitiallyinhibitedbythe expenseandexpertiserequiredtosetupasystem.GISwasdevelopedwhenthedemandfor data on topography and other specific themes of the earth surface has accelerated greatly in manydisciplines(Miles&Ho,1999). GIShasbeenwidelyappliedtomanydisciplinesincludingforestry,agriculture,environment, transportation,utilitiesandlandinformation(Brail&Klosterman,2001).Later,itbegantobe used for a broader array of business and management functions such as logistics, site and facilitiesmanagement,marketing,decisionmaking,andplanning.Thefactthatbusinessesand publicsectororganisationshavebeguntouseGISisnotsurprising,particularlygiventhefact thatmuchofthedatathatorganisationstypicallyuseincludesignificantspatialcomponents, estimatesrangebetween50%and85%(Mennecke,1996).Becauseoftheseandotherreasons, anincreasingnumberofbusinesseshavebeguntomakesubstantialuseofGISforavarietyof routinedecisionsupportandanalysisapplications(e.g.,marketanddemographicanalyses). MuchresearchexamininglocationalissuesuseanapplicationofGISintheiranalyses.GISis importantforentrepreneurtounderstandthedemandcatchmentsfortheirpetrolstations(where customers come from), and the geodemographic structure of their catchments (what type of customerstheyarelikelytoreceive)(Clarke,1995).GIStechnologyreflectsmanyofthetrends inothersectorsoftheinformationsystemmarketplace(Clarke,1995). 2.8 Multiple Regression Model (MRA)

MRAisthecollectionofstatistical andeconometric methodsspecificallygearedfordealing withproblemsofspatialdependenceandspatialheterogeneityencounteredincrosssectional andpaneldatasets(Anselin,2002).Itisawellestablishedstatisticaltechniquewhichhasbeen investigatedandappliedextensivelyforalongtime(Gallimoreetal.,1994;DunseandJones, 1998).Itisatechniquewhichseekstolinkthevalueofanumberofindependentvariablestoa variablewhosevalueissupposedlydependentonthem(Gallimoreetal.,1994).Theintention

Page|14

Site Potentiality Mapping for Petrol Filling Station Based on Traffic Counts

istoproduceamodel,oranequation,whichwillexplainthisrelationshipandhenceenable predictionofthedependentvariableincaseswhenitisunknown. Therelationshipbetweentheleveloftrafficvolumeanditssitusfactorscanconvenientlybe expressedasaregressionphenomenon.Therelationshipiscommonlyproposedtomakeuseof the spatial characteristics of variables to improve models (Gao et al., 2006). The general equationcanbeexpressedasfollows: V=β0 +β1x1+β2x2+β3x3+β4x4+β5x5+β6x6+………+βnxn where V = traffic volume; x = independent variables (access, artery, local population size, direction,sitelocation;β0 =constant;andβ1….βnregressioncoefficients. 2.9 Integration between GIS and MRA GISplaysavitalroleinmarketanalysisandpetrolstation’slocationplanning(Clarke,1995). Mostoftheadvancedentrepreneurs/investorsappreciatetheapplicationsofGISasastrategic valueofinvestmentinspatialdecisionsupportsystems.Commercialandresidentialrealestate, more than any other sector of our economy, are sensitivetolocation,andconsequently,the abilitytomeasuretheimpactoflocationiscritical(Thrall,1998).OnlywiththeadventofGIS hasitbecomepossibleforrealestateprofessionalstomeasurethetrueimpactoflocationand thenmakeappropriatejudgmentsbasedontheknowledge of that impact. Formal locational analysisthatwasunattractivetopractitionersinthepastbecauseofitscomplexityandcostis now becoming more attractive because of the heightened productivity in the GIS industry associatedwiththeoveralltechnologicaltransformationofthepersonalcomputerindustry. Randalletal.,(2005),useGIStogeneratemapgraphicandparkboundariesacrosstheirstudy area.TheparkroadnetworkwasaddedtothemapusingArcViewshapefilesprovidedbythe FHWA/NPS Road Inventory Program (RIP) in order to gather traffic flow information. In additionaGISwasalsousedtocreatepointlocationsforeachtrafficcount,andtoassociatethe trafficcountwiththeappropriateroadsegmentintheDMTIandDRAstreetnetworks(Setton etal.,2005).Inaddition,GISimposesaconsistencyondatacollectionanddataanalysis.GIS value maps are introduced as a means of displaying variations in value at the individual propertylevel(Wyatt,1996). SitelocationquestionsinrealestatearebestaddressedwhenGISisusedinconjunctionwith formallocationalanalysis(Birkinetal.,1998).GISwithoutformallocationalanalysis,would become a ‘‘black box’’ and would be more detrimental than beneficial. Therefore, the integration between GIS and MRA is very valuable to make the spatial analysis more successful.Thisprocessincludeddevelopingasiteobservationdatabase,compilingGISlayers representing spatial distributions of environmental variables recorded for known sites, and examiningthedatawithdescriptivestatistics.The statistical results were used to decide the environmental layers to use for model calculations and the model parameters. Finally, the modelwasrunandresultswerevisualizedinGISformat. ManyresearchershaveappliedGISandregressionanalysisastheirresearchmethodology.For example,Mendesetal.,(2006),hasappliedregressionanalysistoclassifyanewpotentialsite forsupermarketandevaluatesdifferentaspectofstorelocationassessment.Lietal.,(2000) haveappliedaregressionanalysisforidentifyingfactorsaffectingseasonaltrafficfluctuationin southeast Florida. Hernandez and Bennison (2000) carried a study regarding the use of particulartypesoftechniques(ie;cluster,multipleregression,andgravitymodel)inlocational

Page|15

Site Potentiality Mapping for Petrol Filling Station Based on Traffic Counts

analysis,andadoptionofGISwhichactasaplatformforthem.Theyfoundthatthepotentialof using GIS to operationalise location techniques had improved the quality and analytical capabilitiesoftechniquesused,andallowedthemtomigratefromsimpleintuitivemeasuresto actuallyanalysisandmodelingtheretailenvironment.Gallimoreetal.,(1994)alsomakeuseof GIS to consider how thecalibration of one crucially important, and invariably problematic, variablenamelylocationsaredetermined. SpatialstatisticswithinaGIS,basedondigitizedmap,havemadepossiblethedevelopmentof accurate,consistent,andunbiasedexplanatoryvariables,suchasaccessibilitytopetrolstations, inafast andefficient manner(Taher,2006).Thesecanthenbeusedtobetter measurethe environmental characteristic of petrol stations, and to increase the understanding of petrol stations profitability variations. Sharma (1994) suggests that the selection of study method shouldbedeterminedbasedonthecountperiod.Thecountperiodshouldberepresentativeof thetimeofday,dayofmonth,andmonthofyearforthestudyarea.Typicalcountperiodsare 15minutesor2hoursforpeakperiods,4hoursformorningandafternoonpeaks,6hoursfor morning,midday,andafternoonpeaks,and12hoursfordaytimeperiods(Robertson,1994). Normalintervalsforamanualcountare5,10,or15minutes(Akesetal.,2004).Forexample, ifconductinga2hourpeakperiodcount,eight15minutecountswouldberequired. Manualcountsnormallyrequireasmallsampleofdataatanygivenlocation.Manualcounts are sometimes used when the effort and expense of automated equipment are not justified. Furthermore,manualcountsarenecessarywhenautomaticequipmentisnotavailableandother mechanical equipment cannot be readily installed (Weiner, 1974). According to Akes et al. (2004),therearethreetypesoftrafficmanualcountsmethods:tallysheetmethod;mechanical counting boards; and electronic counting boards. In this study, the tallysheets method is selected. 2.10 Traffic Volume Counts Method Trafficvolumestudiesareconductedtodeterminethenumber,movements,andclassification ofroadwayvehiclesatagivenlocation(Weiner,1974).Thesedatacanhelpidentifycritical flowtimeperiods,determinetheinfluenceoflargevehiclesorpedestriansonvehiculartraffic flow,ordocumenttrafficvolumetrends(Akesetal.,2004).Thelengthofthesamplingperiod dependsonthetypeofcountbeingtakenandtheintendeduseofthedatarecorded.Thereare two methods available for traffic volume counts, namely manual method and automatic method. Manual counts are typically used to gather data for determination of vehicle classification,turningmovements,volumetraffic,directionoftravel,pedestrianmovements,or vehicleoccupancy(Akesetal.,2004).AccordingtoWeiner(1974),manualtrafficcountsare usedtoobtainflowintrafficsurveys.Manualcountsmethodaretypicallyusedforperiodsof lessthanaday.Automaticcountsaretypicallyusedtogatherdatafordeterminationofvehicle hourly patterns, daily or seasonal variations and growth trends, or annual traffic estimates (Akesetal.,2004).

3.0 STUDY AREA, DATA AND METHODS 3.1 Study Area ItislocatedwithintheCentralJohorBahruMunicipality Council (Figure 1). It covers the MukimofPulaiandpartofMukimSenaiKulai.Theareawasselectedforitsfastexpanding

Page|16

Site Potentiality Mapping for Petrol Filling Station Based on Traffic Counts

suburb area in Johor Bahru. The sampling design was based on a geocoded grid method. Withinaparticulargrid,roadsegmentswerecutintosections.Then,arandomsamplingwas doneacrossthe360gridstoselect50randompointsfortrafficcounts(Figure2). Figure 1:MapofStudyArea

Grid Sampling

Page|17

Site Potentiality Mapping for Petrol Filling Station Based on Traffic Counts

Figure 2:GISGridBasedRandomSampling 3.2 DataMethod Manual traffic volume counts were carried out to determine the number of vehicle passing across fifty randomly selected points in the study area. The traffic volume counts were performed on weekdays and weekends. At each observation point, the counting period was dividedinto5maintimeblocks,from0700to2200hours(15hoursperday),witheveryblock allocatedwitha15minutecountinginterval.This15minutecountswerethenconvertedintoa 15hourperiodperday. Site characteristics which potentially influence the volume of traffic flow were observed, assessedandrecordedateachofthefiftypoints.Everypointwaislinkedtoitsattributesdata, such as traffic volume counts, accessibility, artery road (name, type, length, and speed), population(m 2),sitelocation,direction,andzoning.Functionssuchasidentifyandquerywere usedtoretrievetheattributesdata.Thetrafficvolumecontourmapwasdevelopedfromthese points.Besides,landuseinformation(e.g.commercial,residential,industrial,openspace)was used to determine sites and neighbourhood land use types. Since the direction of road movement is one of the factors that might influence the level of traffic volume, land use information helps determine whether a particular roadway moves towards a residential or commercialarea.

Figure 3: Exampleofbuildinglotsandlanduse ThedevelopedGISmapalsocontainedspatialinformationofbuildinglots(Figure3).Since population theoretically influences traffic volume, building lot information is essential. This informationisusefulindeterminingthepopulationordensityofaspecificresidentialarea.The valuegeneratedfromtheformulawascomputedasestimatedpopulationforthecorresponding residentialarea.Howeverextracareisrequiredtocountthenumberofbuildinglotsinorderto generateamoreprecisefigure.[Theformulais:Populationsize=Sizeofbuildingarea/Sizeof

Page|18

Site Potentiality Mapping for Petrol Filling Station Based on Traffic Counts

residentialarea.]Thismethodwasusedinthisstudyaspopulationdataforthestudyareawas notavailablefromtherelatedgovernmentagency. BufferanalysiswasusedtoobtaininformationfromtheGISmaptoindicatethepotentialityof captured area within a specified radius. For example, as illustrated in Figure 4, the site observation number 27 is able to capture customers from Taman Universiti, Taman Desa ,TamanNesaandTamanMutiaraRini,withina500mradiusofcatchmentarea. Buffer Zone for 1.5 km radius 500m interval Example of Building lot s

Figure 4: ExampleofBufferAnalysis

3.3 TheModel Five pertinent independent variables representing situs characteristics were specified in the multiple regression model (Table 1). They were specified with a view to examining their influence on the levels of traffic volume at all randomly selected points of observations. Geographic Information System (GIS) was also used in the analysis mainly to represent geographicaldataandtogenerateinformationfortheregression. Table 1: RegressionVariables VARIABLES MEASUREMENT DECRIPTION Trafficvolumeatobservedpoint Actualobserveddata For15hoursdata (TV) 1=Good Situsaccessibility(ACCESS)* Dummyvariable 0=Poor Typeofpassingarteryroad 1=Expressway Dummyvariable (ARTERY) 0=Others Segment’spopulation(POPU) People/sq.km. Populationinaspecificarea 1=Onleftofroadside Situstypeofobservedpoint(TYPE) Dummyvariable 0=Others 1=ToCBD/commercial Roaddirectionatobservedpoint Dummyvariable area (DIREC) 0=ToResidential

Page|19

Site Potentiality Mapping for Petrol Filling Station Based on Traffic Counts

*Forthepurposeofthisstudyagoodaccessibilityisdefinedasaroadhavingnomorethan threelanesononeside,nottoomanytrafficlights at the observed point, and no physical barriersofentryorexit. 4.0 RESULTS AND DISCUSSION

4.1 Correlation and Regression Outcomes

A pairwise correlation coefficient of less than 0.800 is considered to be indicating no collinearity (Gupta, 1999). Therefore, the result shows no evidence of pairwise multicollinearityamongtheindependentvariables(Table2). Table 2: PairwiseCorrelationsoftheIndependentVariables Factor Access Artery Popu Type Direct Access 1.000 0.171 0.390 0.107 0.390 Artery 1.000 0.253 0.350 0.331 Popu 1.000 0.114 0.067 Type 1.000 0.390 Direct 1.000 The model was found to be highly significant, on the basis of Fvalue, with the five independentvariablesexplaining97%locationalvariabilityintrafficvolume,onthebasisofR 2 (Table3).Exceptforsitustype,alltheindependentvariablessignificantlyinfluencedthelevel oftrafficvolume.Withregardtositustype,apetrolstationlocatedontheleftsideofaroad may not necessarily generate a high traffic volume. A nonenclosed expressway could have generated the highest traffic volume, followed by situs accessibility, and direction of road movementtocity,commercial,and/orindustrialareas.Allvariableshaveinfluencedthelevel oftrafficvolumepositively. Table 1: Regressionresults(Dependent:trafficvolume) R2 0.970 Adj.R 2 0.966 Fvalue 280.217 SSE 9,792,756 SEE 1,165.73 Samplesize 50 Variable Coefficient tvalue Constant 847.074 1.812 ACCESS 1,329.178 3.503 ARTERY 13,980.507 30.013 POPU 0.417 2.311 TYPE 156.184 0.385 DIREC 765.171 2.146 Goodsitesaccessibilitycouldhaveadded1,329passingvehiclesmorethanasimilarsiteofa less sites accessibility.Anonenclosedexpresswaycouldhavepotentiallyaddedas manyas 13,980unitsofvehiclesonacomparablesitemorethanothertypesofarteryroad.Anincrease inasegment’s(500mradius)populationbyonepersonwillincreasetrafficvolumeby0.417 vehicle unit. Interestingly a site on the left side of a road virtually makes no difference

Page|20

Site Potentiality Mapping for Petrol Filling Station Based on Traffic Counts

comparedtotheonelocatedatatjunctionoracorner.However,ifthedirectionormovement ofaroadwhereapetrolstationislocatedisheadingtowardsaCBD,commercial,orindustrial area, the site may have a greater potential to generate a higher traffic volume, namely 765 vehicleunitscomparedtoacomparablesiteheadingtowardsresidentialneighbourhoods. 4.2 Site’s Traffic Volume Count Prediction

Insamplepredictiondiscrepanciesbetweentheobservedandpredictedtrafficvolumecounts were quite moderate whereby there were fourteen excessive over or underpredicted sites (discrepancy 30% and above) (Table 4). Most of these “poorly predicted sites” were sites locatedatfeederroadswithinhousingneighbourhoods.Thismeans,theleveloftrafficvolume, itspattern,andsitesfactorsaffectingbothatsuchsitesneedtobemorethoroughlystudiedand modelled.Inthesameway,“wellpredictedsites”(discrepancyaround10%)mayneedtobe thoroughlystudiedaswell.Thismeans,thereisstillroomformodellingimprovementofsite potentiallyforpetrolstationbusiness.

Table 4: Weekdays’ObservedandPredictedLevelsofTrafficVolume Observed Predicted Error Obs Roadway Name Rank TV TV Number % 2 ExpresswayPontian 20,704 17,511 3,086 18 1 5 ExpresswayPontian 20,120 17,743 2,295 13 2 19 JlnSkudai 18,728 17,440 1,245 7 3 6 ExpresswayPontian 18,704 17,238 1,644 10 4 9 ExpresswayPontian 17,216 17,469 609 3 5 7 ExpresswayPontian 16,816 17,469 1,009 6 6 22 JlnSkudai 16,592 16,167 438 3 7 16 JlnSkudai 16,572 17,531 418 3 8 11 ExpresswayPontian 16,240 17,260 2,061 11 9 33 JlnSkudai 14,544 16,392 1,769 11 10 25 JalanSkudai 14,352 15,704 1,147 7 11 12 ExpresswayPontian 13,528 16,195 2,539 16 12 17 JlnPerdagangan 5,108 3,220 1,011 25 13 4 JlnSriPulai 4,472 3,468 1,280 40 14 24 JlnKebudayaan 4,376 4,463 1,452 50 15 37 JlnTunAminah 3,784 3,634 466 14 16 38 JlnPersiaranUtama 3,744 3,450 588 19 17 3 JlnTeratai 3,632 1,975 246 7 18 21 JlnPendidikan 3,556 4,463 697 16 19 8 JlnPontianLama 3,436 1,615 928 37 20 28 JlnKebangsaan68 3,412 2,756 1,195 54 21 27 JlnKebangsaan68 3,408 4,000 139 4 22 41 JlnTunAminah 3,376 3,434 214 7 23 32 JlnTunTeja 3,308 3,634 10 0 24 1 JlnRotan 3,032 2,206 354 10 25 18 JlnPontianLama 3,024 1,724 624 26 26

Page|21

Site Potentiality Mapping for Petrol Filling Station Based on Traffic Counts

29 JlnGelangPatah 3,016 3,002 490 19 27 23 JlnPendidikan 2,960 2,758 957 48 28 26 JlnKebudayaan 2,880 2,526 452 14 29 39 JlnTunAminah 2,784 3,157 244 10 30 14 JlnPontianLama 2,764 1,724 364 15 31 35 JlnGelangPatah 2,656 2,988 265 11 32 30 JlnGelangPatah 2,632 3,002 106 4 33 34 PersiaranUtama 2,600 2,787 365 16 34 31 JlnGelangPatah 2,568 3,264 775 23 35 36 JlnPewira16 2,508 3,634 810 24 36 15 JlnEmasPutih5 2,344 2,395 1,005 30 37 13 JlnPulai19 2,092 2,109 304 17 38 10 JlnPersiaranPulaiUtama 1,928 2,109 1,189 38 39 50 JlnSelesaJaya 1,776 1,920 797 31 40 40 JlnSriOrkid 1,704 1,976 33 2 41 47 JlnSelesaJaya 1,692 2,972 685 29 42 45 JalanSilatLincah 1,664 1,883 453 37 43 42 JlnHangJebat 1,660 1,651 880 35 44 49 JlnSilatLincah 1,648 1,688 404 33 45 46 JlnSelesaJaya 1,536 2,765 680 31 46 43 JlnHangJebat 1,516 1,683 868 36 47 48 JlnMelawati 1,384 1,714 261 16 48 20 JlnPenyiaran 1,032 2,958 2,456 70 49 44 JlnHangLekir 908 1,222 55 6 50

4.3 2½-D Site Potentiality Mapping

The main purpose of developing traffic volume 2½D contour map is to visualize the differencesbetweenobservedandpredictedtrafficvolumedata.Anextensionof“3DAnalyst” intheArcViewGISwasusedtoproducea2½Dcontourmap.Twosetsofobservedtraffic volume data namely weekday and weekend observation data, and also one set of predicted trafficvolumedata(weekday)whichwerederivedfromthederivedmodelwereused. Displaying the traffic volume data in a 2½D view has some advantages. Firstly, it is convenient to visualize areas with certain characteristicsoftrafficvolume(e.g.patternsand levelsoftrafficacrossanarea).Secondly,itallowsfastdecisionmakingastothesuitablesites forlocatingapetrolstation. Figure 5 shows a treetop 2½D view of observed traffic counts in the study area. Traffic volumeregimesaredepictedusingcolourdifferentiationofelevationrange.Thehighestand lowesttrafficvolumesarerepresentedbyred(18,00121,000vehicleunits)andgrey(500– 1,000 vehicle units), respectively. Most of the highest traffic counts were located along the expresswaywhilethelowesttrafficcountswerelocatedalongmainroadsinsouthernpartof thestudyarea.

Page|22

Site Potentiality Mapping for Petrol Filling Station Based on Traffic Counts

4.4 Predicted Weekdays’ and Weekends’ Traffic Volumes Thepredictedlevelsoftrafficvolumewereobtainedfromtheregressionmodelasshownin Table3.ThegeographicviewsofpredictedlevelstrafficvolumeareshowninFigures7and8. It was found that the profiles of predicted traffic volumes were similar to those observed (Figures5and6).SomeresultsareshowninTable5.Again,areaslocatedoffthenonenclosed expresswaysormainroadsexhibitedlesstrafficvolumes.Thiswassobecauseareaslocatedin the southern part of the study area are not the main focal points of mainstream traffic. Furthermore,populationsizeinthoseareasiscomparativelysmaller . RED = High Traffic Volume BLUE = Low Traffic Volume

Figure 5: ATreeTop2½DViewofObservedWeekdays’TrafficVolumes–View1

Page|23

Site Potentiality Mapping for Petrol Filling Station Based on Traffic Counts

High Traffic Volume

N

Low Traffic Volume

Figure 6:2½DViewofObservedWeekdays’TrafficVolume–View2

RED = High Traffic Volume BLUE = Low Traffic Volume Figure 7: A2½DViewofPredictedWeekdays’TrafficVolume–View1

Page|24

Site Potentiality Mapping for Petrol Filling Station Based on Traffic Counts

High Traffic Volume Low Traffic Volume

N

Figure 8: 2½DViewofPredictedWeekdays’TrafficVolume–View2

Table 5: DifferencesbetweenWeekdaysandWeekends’TrafficVolumes Road stretch Observed TV Observed TV Differences Site (Weekdays) (Weekends) (%) 1 JalanRotan 3,032 1,352 16.8 2 ExpresswayPontian 20,704 11,088 96.16 3 JlnTeratai 3,632 1,748 18.84 4 JlnSriPulai4,472 2,080 23.92 5 ExpresswayPontian20,120 10,188 99.32 6 ExpresswayPontian18,704 9,820 88.84 7 ExpresswayPontian 16,816 9,856 69.6 8 JlnPontianLama3,436 2,008 14.28 JlnPersiaranPulai 10 Utama 1,928 1,876 0.52 13 JlnPulai19 2,092 1,940 1.52 14 JalanPontianLama 2,764 2,068 6.96 17 JlnPerdagangan 5,108 2,892 22.16 18 JlnPontianLama 3,024 1,956 10.68 21 JlnPendidikan 3,556 2,148 14.08 23 JlnPendidikan 2,960 2,052 9.08 24 JlnPendidikan 4,376 2,452 19.24 26 JlnKebudayaan 2,880 2,168 7.12 27 JlnKebudayaan 3,408 2,420 9.88

4.4 Applying the Regression Model to Predict Traffic Volume

Tofurtherevaluateitspredictiveability,themodelwasappliedtootherareas.Twoexisting petrol stations located at Jalan Tun Teja, in Taman Ungku Tun Aminah were taken for

Page|25

Site Potentiality Mapping for Petrol Filling Station Based on Traffic Counts

example, namely, Caltex and BP petrol stations (Figure 8.19). Both are located within a moderatelypopulatedneighbourhood.

TheactuallevelsoftrafficvolumeobservedatjalanTunTejawere3,308vehicleunits.Using the regression model, the predicted level of traffic volume for both Caltex and BP petrol stationswas3,634vehicleunits(i.e.,8.97%overprediction). [Both petrol stations have the sameaccessibilitycondition,typesofarteryroad,populationize,situstype,anddirectionof roadmovement.]WhiletheBPpetrolstationhassufferedadramaticreductionintrafficdrop bys three year after starting its operation, the Caltex which was established much earlier enjoyedagoodpatronageformanyyears.However,ourfieldvisitlaterdiscoveredthatboth petrolstationswerecloseddownin2008.

TheBPfailuretoattractcustomersmaybeexplainedbythesituscharacteristicsofthepetrol stationitself.Thesurfaceofthesitewherethepetrolstationwasbuiltisbelowtheroadlevel. Thiscanaffectvisibilityandeaseofentry(Friedman,1978.,Sedgwick,1969).Apartfromthat, theBPbrandmightbelesspopularcomparedtothe Caltex brand. Boyle (2002) states that brand strength results in added value and therefore increased competitive advantage for the retailer.Inaddition,thepetrolstation’sphysicalcharacteristicsandservicessuchasthesize canalsogiveadifferentattractiontocustomers(Sedgwick,1969).Otherthanthat,thenumber ofpumps,theservicehours,thetypesofpumpservice(attendantserviceorselfservice),the differencesinservicesprovidedsuchaskiosk,parkinglot,carwashservice,andATMservices (Kearny,1998)alsocouldhaveinfluencedtrafficdropbys.Thus,whileastatisticalGISbased model can serve as a basis for traffic volume prediction, further analysis on the basis of individualsitesmustalwaysbemadebeforefinalsiteassessmentismade.

BP Petrol Station

Caltex Petrol

Figure 9: LocationofPetrolStationsforModelPrediciveTest

Page|26

Site Potentiality Mapping for Petrol Filling Station Based on Traffic Counts

5.0 CONCLUSION Therightlocationforapetrolstationisimportantforthegoodperformanceofafirmandits profitability (Jones et al., 2003; Hoogstra and Dijk, 2004). Using a regression model, it is possibletoestimatetheeffectsofsituscharacteristicsontrafficvolume,whichisaprincipal elementofapetrolstation’sincome.Besides,thevariablesincludedinaregressionmodelcan partlybedeterminedwiththehelpofaGISmap.IntegrationbetweenaGISandaregression modelallowsforananalyticalapproachtobeadoptedforspatialdecisionmaking. ByusingGISmap,siteplanningbecomesmoresignificantforitsvisualisationcapability.Any decisionmaking process which makes use of spatial informationmaypotentiallygetbenefit from the use of GIS (Clarke, 1995). GIS also provides integrated information on urban neighbourhoodsandtheirlocationalattributeswithrespecttourbantrafficflows.Theoutput producedviaGIScanbelinkedtotheanalysisofpetrolstationbusinessanditsneighbourhood characteristics.Overall,thetechniquediscussedinthisstudywouldbeofagreathelpinthe operational decisions in property planning, development, marketing, valuation, management, andinvestment. REFERENCES Anon.(2003). Oxford Dictionary of English .SecondEdition.OxfordUniversityPress.2088 pp. Anon. (2004). The American Heritage Dictionary of the English Language. Fourth Edition. HoughtonMifflinCompany. Abbott, D. (1986). Encyclopedia of Real Estate Terms . Great Britain: Gower Technical Press.1099pp. AbdulAzizbinAman.(2003). Kajian Kemungkinan Cadangan Pembangunan Stesen Minyak Di Dalam Kampus Pelajar Institusi Pengajian Tinggi (IPT) (KesKajian:UniversitiTeknologi Malaysia,Skudai).Skudai:UniversitiTeknologiMalaysia: Degree in Property Management. Thesis. Abdul,A.K.H.,Miura,M.,Nishimura,Y.andInokuma,S.(2005).EvaluatingTransportation ImpactonEnvironmentinaResidentialAreainKualaLumpur.In: Proceedings of the Eastern Asian Society for Transportation Studies .Volume5.1815–1826. Akes,S.,Benedict,G.,Crouch,T.,George,J.,Hawkins,N.,Krauel,R.andSmith,D.(2004). Handbook of Transportation Studies . Center for Transportation Research and Education (CTRE),IowaStateUniversity.89pp. Arnold,A.L.(1993). The Arnold Encyclopedia of Real Estate .SecondEdition.Singapore:John Wiley&Sons,Inc.610pp. Anselin,L.(2002).UndertheHood.IssuesintheSpecificationandInterpretationofSpatial RegressionModels.In: Regional Economics Applications Laboratory (REAL) .34pp.

Page|27

Site Potentiality Mapping for Petrol Filling Station Based on Traffic Counts

AzaharibinHusin.(1992).MultipleRegressionAnalysis–APracticalStudy:SomeComments andSuggestions. The Surveyor .27(3):8–12. Barnhart, C.L and Barnhart R.K. (1992). The World Book Dictionary. The World Book Encyclopedia .2(LZ).2430pp. Birkin, M., Clarke, G., and Clarke, M. (2002). Retail Geography and Intelligent Network Planning. Chischester,UK:JohnWilleyandSons. Boyle,E.(1999).AStudyOfTheImpactOfEnvironmentalUncertaintyOnFranchiseSystems :TheCaseOfPetrolRetailingInTheUK. Journal of Consumer Marketing. 16(2):181–195. Boyle,E.(2002).TheFailureofBusinessFormatFranchisinginBritishForecourtRetailing:A CaseStudyoftheRebrandingofShellRetail’sForecourts. International Journal of Retail & Distribution Management. 30(5).251263. Brail, R. and Klosterman, R., 2001. Planning Support Systems: Integrating Geographic Information Systems, Models, and Visualization Tools. Redlands. CA:ESRIPress.47pp. Taher bin Buyong. (2006). Spatial Statistics for Geographical Information Science. Skudai: UniversitiTeknologiMalaysiaPublisher.273pp. Chan,T.Y.,Padmanabhan,V.andSeetharaman,P.B.(2005).ModelingLocationsandPricing DecisionsintheGasolineMarket:AStructuralApproach. International Journal of Retail & Distribution Management. 33:133. Clarke,I.,Bennison,D.,andPal,J.(1997).TowardsAContemporaryPerspectiveOfRetail Location. International Journal of Retail & Distribution Management. 25(2):59–69. Clarke. I, and Rowley. J (1995). A Case For Spatial DecisionSupport Systems In Retail LocationPlanning. International Journal of Retail & Distribution Management .23(3):4–10. Cohen,M.(1999).PricingPeculiaritiesOfTheUKPetrolMarket. Journal of Product & Brand Management. 8(2):153162. Cooper,J.M.(1994).AdvancedValuationTechniques–MultipleRegressionAnalysis. Real Estate Valuation Notes .Skudai:UniversitiTeknologiMalaysia.13:819. Demers, M. N. (2000). Fundamentals of Geographic Information Systems, 2 nd edition. New York:JohnWiley&Sons,Inc. Dunn, J.W. (2006). Developing a Roadside Farm Market. Pennsylvania: The Pennsylvania StateUniversity.47pp. EnvironmentalSystemResearchInstitute(ESRI).(1996). ArcView GIS .USA:Environmental SystemResearchInstitute.Inc.350pp. Fock, H.K.Y. (2001). Retail Outlet Location Decision Maker – Franchisor or Franchisee? Marketing Intelligence & Planning. 171178. Friedman, E.J. (1978). Encyclopedia of Real Estate Apprising. Third Edition. Englewood Cliffs,N.J.1283pp.

Page|28

Site Potentiality Mapping for Petrol Filling Station Based on Traffic Counts

Gallimore, P., Fletcher, M., and Carter, M. (1996). Modelling the Influence of Location on Value. Journal of Property Valuation & Investment. 14(1):6–19. Gao,X.,Asami,Y.,andChung,C.F.(2006).AnEmpiricalEvaluationofSpatialRegression Models.Computers&Geosciences . Elsevier Ltd. .32:10401051. Gupta,V.(1999). SPSS for Beginners .AmericaSyarikat:VJBooksInc. GOVERNMENT OF MALAYSIA. (2000). Malaysia: Population Census Report 2000 , Malaysia. HaringeyCouncil.(2004). Planning Brief – Former Petrol Station Site, 308 West Green Road, London N15 .24pp. Hoogstra,G.J.andDijk,J.V.(2004). Explaining Firm Employment Growth : Does Location Matter? SmallBusinessEconomis.22:179192. Jabatan Kerja Raya, (JKR). (2006). Johor:Bancian Lalulintas Kebangsaan Negeri Johor. 10 September2006–17September2006. Jones M. A., Mothersbaugh D. L., and Beatty S.E. (2003). The Effects of Locational Convenience on Customer Repurchase Intentions Across Service Types. Journal of Service Marketing. 17(7):701–712. Joyce,S.S.(1993). The Dictionary of Real Estate Appraisal .ThirdEdition.Chicago:Appraisal Institute.514pp. Kauko, T. (2003). Residential Property Value and Locational Externalities On the Complementarity and Substitutability of Approaches. Journal of Property Investment & Finance. 21(3):250–270. Kearny, A. T. (1998). India Petrol-Retailing Expectations and Opportunities. Qualitative Research Findings for Delhi .1734. Leibbrand,K.(1976). Transportation and Town Planning .Britain:GreatBritain.381pp. LeoMoggie.(1985).TheMineralIndustryInMalaysia.In: Procedings of Third Asean Council on Petroleum (ASCOPE) Conference & Exibition, Kuala Lumpur, Malaysia. 8:4960. Li, M. T., Zhao, F., and Wu, Y. (2000). Application of Regression Analysis for Identifying Factors Affecting Seasonal Traffic Fluctuations in Southeast Florida. Florida: Currently PlanningEngineer,GannettFleming,Inc.,Tampa.20pp. Lowry,J.R.(1978).UsingaTrafficStudytoSelectaRetailSite. In: Selected for Women’s Enterprise Centre .7pp. Mendes,A.B.,Cardoso,M.G.M.S.,andOliveira, R. C. (2006). Spatial Analysis Data in SupermarketSiteAssessment. Journal of Retailing and Consumer Services. 22(1):2833. Mennecke,B.E.(1996).UnderstandingtheRoleofGeographicInformationTechnologiesin Business: Applications and Research Directions. Journal of Geographic Information and Decision Analysis .1(1):4468.

Page|29

Site Potentiality Mapping for Petrol Filling Station Based on Traffic Counts

Miles, S.B. and Ho, C.L., (1999). Applications and Issues of GIS as a Tool for Civil EngineeringModeling. Journal of Computing in Civil Engineering. 13(3):144152. Mnet. (Jun 2005). The Composition of Hedonic Pricing Models. Journal of Real Estate Literature. 2(3):2335 Mudambi,S.M.(1994).ATopologyofStrategicChoiceinRetailing. International Journal of Retail & Distribution Management .22(4):3240. Mustafa Bin Omar. (2004). Penggunaan Teknik Analisis Regresi Berganda (MRA) Dalam Penilaian Massa untuk Tujuan Percukaian. Skudai:UniversitiTeknologiMalaysia.Masterin PropertyManagement.Thesis. O’Malley,L.,Patterson,M.andEvans,M.(1997).RetailerUseofGeodemorgraphicandOther Data Sources : and Empirical Investigation. International Journal of Retail & Distribution Management. .25(6):188196. Planning Standard, MPJBT. (1998). Guideline and Geometric Standards on Road Network System. Malaysia: Jabatan Perancangan Bandar dan Desa, Kementerian Perumahan dan KerajaanTempatan . 18pp. PETRONASAnnualReport.(2005).PetroliamNasionalBerhad(PETRONAS). Department of PETRONAS Statistic .124pp. PropertyMarketReport.(2005).ExistingInventoryofPetrolStationinJohor. Valuation and Property Service Department, Ministry of Finance Malaysia. NAPIC.5970. Property Market Report. (2005). Valuation and Property Service Department, Ministry of Finance Malaysia. NAPIC.118pp. Rancangan Malaysia Kesembilan 20062010. (2006). Malaysia: Pembangunan Tenaga Mampan. Bab 19. 415433. Randall,T.A,,Churchill,C.J.andBaetz,B.W.(2005).GeographicInformationSystem(GIS) Based Decision Support for Neighbourhood Traffic Calming. Canada: Journal of Civil Engineering. 32:86–98. Robertson,H.D.(1994).VolumeStudies.In: Manual of Transportation Engineering Studies. PrenticeHall,Inc.631. Sarah,T.B.andLisa,A.H.(2004).DevelopmentofaRandomSamplingProcedureforLocal RoadTrafficCountLocations.Indiana:In: Bureau of transportation Statistic JWA / HMB. 16 pp. Sedgwick,J.R.E.(1969). The Valuation and Development of Petrol Filling Stations .251pp. Setton,E.M.,Hystad,P.W.,andKeller,C.P.(2005).RoadClassificationSchemes–Good Indicators of Traffic Volume? In: UVIC SSL Working Paper; Spatial Sciences Laboratories, Department of Geography, University of Victoria. 5–14.

Page|30

Site Potentiality Mapping for Petrol Filling Station Based on Traffic Counts

Sidaway, R. (1998). Study of Petrol Stations In Rural Scotland . General Argicultural Policy andRuralDevelopment.(16):4598. Sharma,S.C.(1994).SeasonalTrafficCountsforaPreciseEstimationofAADT. ITE Journal. 64(9):34–41. Shayya,W.H.(2004). An Introduction to ArcView GIS.Morrisville:AgricultureandNatural Resources.28pp. JohorStructurePlan,2020.(2000).Johor: Tengah Municipal Council (MPJBT). Thrall, G. I. (1998). GIS Applications in Real Estate and Related Industries. Journal of Housing Research .9(1):33–59. UnitPerancanganEkonomi.(2006). Malaysia: Penjelasan Mengenai Kenaikan Harga Minyak serta Subsidi dan Lain-lain Bantuan Kerajaan kepada Sektor Sosial. JabatanPerdanaMenteri. 46pp. Wang,Y.S.(1996). Pembentukan dan Analisis Model Nilaian Sewaan Tahunan Harta Tanah Kediaman Dengan Meggunakan Analisis Regressi Berganda (MRA) dan Sistem Maklumat Geografi (GIS) Untuk Maksud Kadaran. Skudai: Universiti Teknologi Malaysia. Degree Thesis. Weiner, S. (1974). A Review of the Traffic Flow Process. In : Traffic Flow: Theory and Practice. TransportationResearchRecord509.4254. Wyatt,P.(1995).UsingAGeographicalInformationSystemForPropertyValuation. Journal of Property Valuation & Investment. 14(1):67–79. Waters,S.(2003). Your Guide To Retailing .68pp. Waugh, F.V. (1928). Quality Factors Influencing Vegetable Prices. Journal of Farm Economics. 10:185196.

Page|31

Site Potentiality Mapping for Petrol Filling Station Based on Traffic Counts

APPENDIX : STUDY AREA MAP

Page|32

Site Potentiality Mapping for Petrol Filling Station Based on Traffic Counts

List of site

Site Nameof road Name of housing estate 1 JlnRotan TamanTeratai 2 ExpresswayPontian TamanPulaiPerdana 3 JlnTeratai TamanTeratai 4 JlnSriPulai TamanSriPulai 5 ExpresswayPontian TamanPulaiPerdana 6 ExpresswayPontian TamanPulaiPerdana 7 ExpresswayPontian UTM 8 JlnPontianLama TamanPulaiUtama 9 ExpresswayPontian UTM 10 JlnPersiaranPulaiUtama TamanPulaiUtama 11 ExpresswayPontian TamanDesaSkudai 12 ExpresswayPontian TamanSriSkudai 13 JlnPulai19 TamanPulaiUtama 14 JlnPontianLama TamanDesaSkudai 15 JlnEmasPutih5 TamanSriSkudai 16 JlnSkudai TamanSriPutri 17 JlnPerdagangan TamanUniversiti 18 JlnPontianLama TamanDesaSkudai 19 JlnSkudai Skudai 20 JlnPenyiaran TamanUniversiti 21 JlnPendidikan TamanUniversiti 22 JlnSkudai Skudai 23 JlnPendidikan TamanUniversiti 24 JlnKebudayaan TamanUniversiti 25 JalanSkudai Skudai 26 JlnKebudayaan TamanUniversiti 27 JlnKebangsaan68 TamanUniversiti 28 JlnKebangsaan68 TamanMutiaraRini 29 JlnGelangPatah TamanBukitGemilang 30 JlnGelangPatah TamanBukitGemilang 31 JlnGelangPatah TamanBukitGemilang 32 JlnTunTeja TmnUnkuTunAminah 33 JlnSkudai TmnUnkuTunAminah 34 PersiaranUtama TamanMutiaraRini 35 JlnGelangPatah TamanMutiaraRini 36 JlnPewira16 TmnUnkuTunAminah 37 JlnTunAminah TmnUnkuTunAminah 38 JlnPersiaranUtama TamanMutiaraRini 39 JlnTunAminah TmnUnkuTunAminah 40 JlnSriOrkid TamanMutiaraRini 41 JlnTunAminah TmnUnkuTunAminah 42 JlnHangJebat TamanSkudaiBaru 43 JlnHangJebat TamanSkudaiBaru 44 JlnHangLekir TamanIndustriJaya 45 JalanSilatLincah TamanSkudaiBaru 46 JlnSelesaJaya TamanJayaMas 47 JlnSelesaJaya TamanTimur 48 JlnMelawati TamanMelawati 49 JlnSilatLincah BandarSelesaJaya 50 JlnSelesaJaya BandarSelesaJaya

Page|33