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188 menjawab soal selidik secara atas talian. Pembinaan instrument soal-selidik telah diadaptasi daripada kajian Rusli et al. (2021) dan diubahsuai berdasarkan kesesuaian terhadap tajuk dan objektif kajian. Persepsi pelajar terhadap penggunaan aplikasi mudah alih diukur berdasarkan nilai min bagi skala Likert yang diperolehi daripada jawapan setiap responden. Skala Likert yang digunakan ialah Sangat Tidak Setuju dengan skor 1 hingga kepada Sangat Setuju dengan skor 5. Data diperoleh dianalisis menggunakan kaedah deskriptif untuk mencari kekerapan dan peratusan. 4. KEPUTUSAN DAN PERBINCANGAN Perbincangan yang seterusnya adalah berdasarkan indikator-indikator yang mengukur penerimaan pelajar terhadap kaedah pengajaran secara tradisional berbanding dengan pengajaran secara interaktif (mobile apps) dan juga mengukur penerimaan pelajar terhadap kaedah penggunaan aplikasi telefon bimbit (Ecomac) Jadual 1 : Mengenalpasti penerimaan pelajar terhadap kaedah pengajaran secara tradisional berbanding dengan pengajaran secara interaktif (mobile apps) Item Peratus Persetujuan % Sangat bersetuju Tidak bersetuju 1 Kaedah pembelajaran secara tradisional sangat membosankan 61.5 23.1 2 Saya mengalami kesukaran dalam mengingat dan memadankan formula yang perlu digunakan dalam pengiraan 61.1 7.7 3 Saya memerlukan kaedah lain untuk mudah mengingati konsep pengiraan pendapatan negara. 90 7.7 4 Saya memerlukan platform bersesuaian yang dapat membantu meningkatkan kemahiran mengira melalui latihan kendiri seperti buku kerja, aplikasi google classroom, permainan online dll. 70.5 15.4 5 Saya memerlukan alat bantuan menghafal/mengingat formula yang boleh digunakan untuk subjek DPB20023 Macroeconomics 84 15.9 Berdasarkan Jadual 1, seramai 33 orang responden yang terdiri dari pelajar yang mengambil kursus Makroekonomi Perniagaan Politeknik Sultan Salahuddin Abdul Aziz Shah terlibat dalam kajian ini. Indikator 1 menunjukkan sebanyak 61.5% sangat bersetuju mengatakan kaedah pembelajaran secara tradisional sangat membosankan berbanding dengan 23.1 tidak bersetuju. Indikator 2 sebanyak 61.1% bersetuju mengalami kesukaran dalam mengingat dan memadankan formula yang perlu digunakan dalam pengiraan. Indikator 3 dapatan mendapati pelajar memerlukan kaedah lain untuk mudah mengingati konsep pengiran pendapatan negara. Indikator 4 menunjukkan 70.5% pelajar juga memerluk an platforam yang bersesuaian yang dapat membantu meningkatkan kemahiran mengira terutama melalui aplikasi telefon bimbit. Indikator yang terakhir menunjukkan sebanyak 84% memerlukan alat bantuan menghafal. Mengingat formula yang boleh digunakan untuk kursus makroekonomi terutama berkaitan dengan bab pengiraan pendapatan negara.

189 Jadual 2 : Mengenalpasti penerimaan pelajar terhadap kaedah penggunaan aplikasi telefon bimbit (ecomac) Item Peratus Persetujuan % Sangat bersetuju Tidak bersetuju 1 Saya memerlukan alat bantuan menghafal/mengingat formula yang boleh digunakan untuk subjek DPB20023 Macroeconomics 85.7 14.3 2 Kaedah pembelajaran menggunakan Ecomac sangat membantu pembelajaran 75 25 3 Saya mudah mengingat dan memadankan formula yang perlu digunakan dalam pengiraan menggunakan Ecomac 75 25 4 Ecomac membantu saya untuk membuat ulangkaji pada bilabila masa melalui telefon bimbit 87.5 12.5 5 Saya mudah memahami konsep pengiraan perakaunan pendapatan negara melalui kaedah pembelajaran menggunakan Ecomac. 100 0 6 Saya merasakan Ecomac bersesuaian yang dapat membantu meningkatkan kemahiran mengira melalui latihan kendiri 100 0 Berdasarkan jadual 2 seramai 33 orang resuntuk mengetahui penerimaan pelajar terhadap penggunaan aplikasi telefon bimbit (ecomac) bagi kursus makroekonomi. Indikator 1 menunjukkan sebanyak 85.7 % bersetuju bahawa memerlukan alat bantuan menghafal/ mengingat formula yang boleh digunakan untuk subjek ekonomi manakala hanya 14.3% sahaja yang tidak bersetuju dengan indicator 1. Indikator 2 dan 3 mempunyai dapatan yang sama dimana sebanyak 75% bersetuju bahawa kaedah pembelajaran menggunakan ecomac sangat membantu dalam pembelajaran dan hanya 25% sahaja yang tidak bersetuju. Indikator 4 menunjukkan sebanyak 87.5 % bersetuju aplikasi telefon bimbit (ecomac) membantu untuk membuat ulangkaji pada bila-bila masa melalui telefon bimbit dan sebanyak 12.5% sahaja yang tidak bersetuju. Bagi Indikator 5 dan 6 mendapati maklumbalas daripada responden sebanyak 100% menunjukkan pelajar bersetuju dengan penggunaan ecomac mudah memahami konsep pengiraan perakaunan pendapatan negara melalui kaedah pembelajaran menggunakan ecomac dan juga bersetuju 100% pelajar merasakan ecomac bersesuaian yang dapat meningkatkan kemahiran mengira melalui Latihan kendiri. 5. KESIMPULAN Secara kesimpulan dapatan kajian menunjukkan secara keseluruhannya, para pelajar bersetuju penggunaan economac dapat membantu mereka untuk fokus dalam proses pengajaran dan pembelajaran. Dapatan ini seiring dengan kenyataan Hanafi et al. (2018) dimana gabungan teks, grafik dan video dapat menjadikan aktiviti pembelajaran lebih menarik dan menyeronokkan. Keadaan ini dapat melahirkan minat dan meningkatkan motivasi pelajar untuk belajar dan meneruskan pembacaan.

190 Oleh itu, penggunaan pembelajaran aplikasi telefon bimbit ecomac bagi kursus Makroekonomi untuk semua program yang mengambil kursus Dpb 20033 di Politeknik Sultan Salahuddin Abdul Aziz Shah ini dilihat relevan berbanding dengan pembelajaran secara tradisional dan sejajar dengan matlamat Pelan Strategik Politeknik 2018-2025 yang berfokuskan kepada pembelajaran secara digital seiring dengan Revolusi Industri 4.0. PENGHARGAAN Saya yang ingin mengucapkan terima kasih atas bantuan atau dorongan daripada rakan sekerja saya iaitu Pn Rosamiza binti Meor Razak yang banyak membantu saya dalam menganalisa data serta menjayakan penulisan ini dan juga terima kasih diucapkan kepada En Rafiq yang membantu dari segi teknikal dalam membangun aplikasi telefon bimbit ecomac RUJUKAN Aliff Nawi, M. (n.d.). Tahap Penerimaan Penggunaan Telefon Bimbit Sebagai M-Pembelajaran dalam Pendidikan Islam. Journal of Islamic and Arabic Education 5(1), 2013, 1-10. Awang, N. (2010). Buku vs e-buku transformasi era digital. Jurnal Persatuan Pustakawan Malaysia, 4, 49-56. Brown, T. (2005). Towards a model for m-learning in Africa . International Journal on E-learning, 4(3): 299-315. hanafi M, T, Normah &, W. (2018). Peranan Visual Reka Bentuk Kulit Buku Terhadap Kemudahbacaan Khalayak. Malaysian Journal of Communication, 34(4), 271-284. Haron, M.Z. Zalli, M.M.M., Hashim, S. (2020). Tahap Penggunaan Bahan Bantu Mengajar Berteknologi dalam Pengajaran dan Pemudahcaraan Muris Tahfiz Model Ulul Albab (TMUA). AlHikmah, 12(2), 3-18. Ibrahim, K . (2013). Amalan Penggunaan Bahan Bantu Belajar (BBB) Berasaskan Multimedia Dalam Kalangan Guru Bahasa Arab J-QAF Di Daerah Muar. Universiti Tun Hussein Onn Malaysia : laporan Projek Sarjana Muda. Mohd Salleh, M.S.A., &. (2007). Pembangunan Perisian Pengajaran Dan Pembelajaran berbantu komputer (pbk) bagi tajuk menservis peralatan penyejukan dan Penyaman udara bagi matapelajaran vokasional. Doctoral dissertation , Universtiti Teknologi Malaysa. Muhd Zulhilmi H. Mohamad Khairi H, O, &. (2019). Keperluan penilaian pelaksanaan kurikulum Tahfiz model Ulul Albab (TMUA), Sekolah menengah kementerian pendidikan Malaysia. Practitioner Research, 289-316. Roslin, N. B, & Kassim, A. (2021). Penggunaan M-learning Sebagai Bahan Bantu Pengajaran dalam Kelas Pendidikan Khas. Malaysian Journal Of Social Sciences and Humanities (MJSSH), 6(5), 58 - 63. Rusli, N.F.M. Ibrahim, N.F.S.C., S. (2021). Persepsi Pelajar Terhadap Aplikasi Multimedia Interaktif dalam Proses Pengajaran dan Pembelajaran Abad ke 21. Online Journal for TVET Practitioners, 15- 24. Sallehin, S.A & Ab Halim, .F. (2018). Penggunaan alat bahan bantu mengajar berasaskan multimedia dalam pengajaran dan pembelajaran di Sekolah Menengah Zon Benut. Online Journal for TVET Practitioners. Traxler, J. (2007). Defining Discussing and evaluating mobile learning teh moving writes and having writ. International Review of Research in Open and Distance Learning, 8(2) {492-383}. Vavoula, G.N. & Sharples M. (2002). KLeOS : A personal, mobile, knowledge and Learning Organisation System, In Milrad, M. Hoppe, U. Kinshuk (eds). Proceding of the IEEE International Workshop on Mobile and Wireless Technologies in Education,, Aug 29-30, Vaxjo, Sweden, pp 152- 156. Zaroini Wati Abbas,, T. (2010). Engaging ODL, Learners through Mobile Learning at Open University Malaysia . http: // eperints oum edu.my/482/1/format_zoraini. pdf.

191 EXPLORING THE PERCEPTIONS AND CAREER ASPIRATIONS OF STUDENTS IN LOGISTICS AND SUPPLY CHAIN PROGRAMS: A STUDY AT POLITEKNIK SEBERANG PERAI Sharipah Khadijah binti S.Hashim1* Izan Fahmee binti Nordin 2 Abdul Rahman bin Mat Abu3 1 Jabatan Perdagangan, Politeknik Seberang Perai, Pulau Pinang 2 Jabatan Perdagangan, Politeknik Mukah, Sarawak 3 Jabatan Kejuruteraan Mekanikal, Politeknik Mukah, Sarawak *Email: [email protected] ABSTRACT This research paper examines the perceptions and career aspirations of 81 final year students in logistics and supply chain programs at Politeknik Seberang Perai. Through a quantitative approach, data was collected from these students using a survey questionnaire. The collected data were analysed using statistical software, specifically SPSS, to identify frequency and mean. The findings reveal positive perceptions of the logistics and supply chain field, with students recognizing its promising career opportunities, intellectual stimulation, and impact on global trade. The students express strong motivation to pursue careers in logistics and supply chain management, with clear career goals in areas such as warehouse and distribution management, and transportation and logistics management. They also indicate confidence in their abilities and actively seek opportunities to gain industry exposure. The students perceive their educational institution as adequately preparing them for the workforce, with a focus on relevant knowledge and skills aligned with industry demands. However, there is room for improvement in terms of career development resources and networking opportunities. The research provides valuable insights that can guide educational institutions and industry stakeholders in developing strategies to support students' career development and enhance their preparedness for the logistics and supply chain industry. Keywords: Perceptions, Career Aspirations, Final Year Students, Logistics, Supply Chain Programs. 1. INTRODUCTION The field of logistics and supply chain management plays a crucial role in the efficient movement of goods and services in various industries. With globalization and increasing complexity in supply chain networks, there is a growing demand for skilled professionals in this field. Educational institutions offering logistics and supply chain programs have a responsibility to understand the perceptions and career aspirations of their students to align the programs with industry needs and support students' career development. In the context of research is focusing on final year students enrolled in logistics and supply chain programs at Politeknik Seberang Perai. Therefore, the primary objective of this research is to investigate the perceptions and career aspirations of final year students in logistics and supply chain programs at Politeknik Seberang Perai. Meanwhile it is to understand students'

192 perceptions of the logistics and supply chain field, explore the factors influencing students' career aspirations in logistics and supply chain, identify the educational preparation and support in logistics and supply chain, and identify students' specific career goals within the logistics and supply chain industry. By exploring their perceptions and career aspirations, this study aim to gain insights into their expectations, motivations, and future within the logistics and supply chain industry. To help educational institutions, business stakeholders, and policymakers shape logistics and supply chain programmes and promote students' career development in the industry, providing insightful information. 2. LITERATURE REVIEW 2.1 Overview of Logistics and Supply Chain Education Learning about logistics and supply chains is crucial for preparing students for profitable careers in the industry. Factors such as faculty capabilities, facilities, program establishment, and university culture contribute to effective teaching and research in this field (Habib & Hasan, 2019). Adapting educational practices to meet the demands of Industry 4.0 is essential for equipping graduates with the necessary knowledge and skills (Li, 2020). Lecturers with theoretical, scientific, and practical knowledge, as well as soft skills, significantly influence learning outcomes (Diaz et al., 2022). Formal education in supply chain management positively impacts professionals' perception of risk due to the emphasis on case studies and critical thinking skills (McWilliams et al., 2022). The concept of the Open Education Supply Chain democratizes knowledge and makes it widely accessible beyond universities (Class et al., 2021). Integration skills, which involve combining substantive knowledge with practical improvement solutions, are crucial in logistics and supply chain management (Pekkanen et al., 2020). In summary, logistics and supply chain education should consider factors such as faculty capabilities, industry alignment, and innovative practices to effectively prepare students for the evolving demands of the field. 2.2 Students' Perceptions of the Logistics and Supply Chain Field Understanding students' perceptions of the logistics and supply chain field is crucial for assessing their interest and motivation to pursue careers in this industry (Burger & Naude, 2020). Previous studies have examined factors such as educational experiences, exposure to industry professionals, and the impact of technology on students' perceptions of the field. Factors such as demographics, socio-economic background, motivation, academic self-concept, and academic behaviours have been identified as influential in students' success in the logistics and supply chain field (Burger & Naude, 2020). Graduates require technical skills and the ability to navigate diverse knowledge landscapes to succeed in the workplace (Hains-Wesson & Ji, 2020). Graduates of higher education possess skills, knowledge, and abilities that extend beyond their specific disciplines, which are highly valued by stakeholders in the logistics and supply chain industry (Wagner et al., 2020). Understanding the skills and knowledge areas essential for success can assist in designing targeted courses and enhancing overall skill development in logistics and supply chain education. In summary, understanding the factors influencing these perceptions and identifying the necessary skills and knowledge areas can support the development of effective logistics and supply chain education programs and better prepare students for successful careers in the industry. 2.3 Factors Influencing Students' Career Aspirations Understanding students' perceptions of the logistics and supply chain field is essential for assessing their interest and motivation to pursue careers in this industry.

193 Previous studies have examined factors such as educational experiences, exposure to industry professionals, and the impact of technology on students' perceptions. Demographics, socioeconomic background, motivation, academic self-concept, and academic behaviours have been identified as influential factors in students' success. Graduates require technical skills and the ability to navigate diverse knowledge landscapes to thrive in the workplace. The skills, knowledge, and abilities acquired through higher education are highly valued by stakeholders in the logistics and supply chain industry. By understanding these factors and identifying necessary skills and knowledge areas, effective logistics and supply chain education programs can be designed to better prepare students for successful careers in the field (Burger & Naude, 2020; Hains-Wesson & Ji, 2020; Wagner et al., 2020). 2.4 Existing Studies on Students' Career Aspirations in Logistics and Supply Chain Extensive research has shed light on students' career aspirations in logistics and supply chain management, revealing the factors that influence their choices and the skills necessary for success in the industry. Dubey et al. (2018) propose an integrated framework that categorizes supply chain skills into managerial, quantitative, and core skill categories, providing insights for talent development. Wahab et al. (2021) emphasize the challenges companies face in finding skilled individuals who can adapt to technological advancements. Jordan & Bak (2016) highlight the increasing importance of problem-solving and negotiation abilities as the supply chain landscape evolves. By reviewing the existing literature, this research aims to contribute to the field's knowledge, providing valuable insights into students' perceptions and career aspirations in logistics and supply chain programs. These insights can inform the development of effective strategies by educational institutions and industry stakeholders to support students in pursuing successful careers in this dynamic field. 3.0 RESEARCH METHODOLOGY This study focused on final year students enrolled in logistics and supply chain programs at Politeknik Seberang Perai. A random sample of 81 students was selected for data collection. A survey questionnaire was used to gather information on students' perceptions, factors influencing their career aspirations, educational preparation and support, and specific career goals. The questionnaire included Likert scale items and open-ended questions. Pilot testing was conducted to ensure the questionnaire's clarity and reliability. The collected data were analysed using statistical software, and the Cronbach Alpha value was 0.953, indicating high internal consistency. 4.0 FINDINGS AND RESULTS Figure 1: Frequency and percentage Number of Final Year Students Session 2 2022/2023 and Gender (56) 69.1% (25) 69.1% (50) 61.7% (31) 38.3%

194 In the final year of the academic sessionII 2022/2023, the study included a total of 81 students from Politeknik Seberang Perai. Figure 1 shows 56 students (69.1%) were in Semester 5, while 25 students (30.9%) were in Semester 6 (LI). Regarding the gender distribution, 31 students (38.3%) were male, and 50 students (61.7%) were female. These findings indicate that there was a higher proportion of female students compared to male students in the final year of the logistics and supply chain programs at Politeknik Seberang Perai during the 2022/2023 academic session. 4.1 Analysis of Students' Perceptions of the Logistics and Supply Chain Field Table 1 shows the analysis of students' perceptions of the logistics and supply chain field will involve examining the responses to survey items related to their understanding, awareness, and impressions of the industry. The results indicate that the final year students in the logistics and supply chain programs at Politeknik Seberang Perai have positive perceptions of the field. On average, the students strongly agree that the logistics and supply chain industry offers promising career opportunities, is intellectually stimulating, and is essential for global trade and business operations. They also perceive the field as dynamic, innovative, and technologydriven. Furthermore, the students believe that the logistics and supply chain industry has a positive impact on society and the economy. They recognize the importance of strong problemsolving skills in this field and acknowledge the opportunities for career advancement and growth. Overall, these findings suggest that the students have a favourable perception of the logistics and supply chain field, which is crucial for their motivation and interest in pursuing careers in this industry. Table 1: Perceptions of the Logistics and Supply Chain Field Section 1: Perceptions of the Logistics and Supply Chain Field. Mean 1. The logistics and supply chain industry offers promising career opportunities. 2. I believe that a career in logistics and supply chain management is intellectually stimulating. 3. The logistics and supply chain industry is essential for global trade and business operations. 4. I feel that the logistics and supply chain industry is dynamic and constantly evolving. 5. I perceive the logistics and supply chain field as innovative and technology-driven. 6. The logistics and supply chain industry has a positive impact on society and the economy. 7. I believe that the logistics and supply chain field requires strong problem-solving skills. 8. The logistics and supply chain industry offers opportunities for career advancement and growth. 4.70 4.72 4.81 4.78 4.77 4.74 4.73 4.72 4.2 Exploration of Factors Influencing Students' Career Aspirations The exploration of factors influencing students' career aspirations in logistics and supply chain will involve analysing the responses to survey items that assess various influencing factors. The findings in Table 3 suggest that the final year students in the logistics and supply chain programs at Politeknik Seberang Perai have strong career aspirations in the field.

195 On average, the students are highly motivated to pursue a career in logistics and supply chain management. They have a clear understanding of the specific roles and job positions available in the industry and express interest in pursuing a career in a specific area, such as operations, procurement, transportation, or warehousing. The students believe that a career in logistics and supply chain management aligns with their personal strengths and interests, and they see themselves making valuable contributions to the industry. Moreover, they express confidence in their ability to succeed in this career path. The students have actively sought out opportunities, such as internships and industry events, to gain exposure to the logistics and supply chain field, indicating their proactive approach to career development. Overall, these findings indicate that the students have strong career aspirations and a clear sense of direction in pursuing a career in logistics and supply chain management. Table 2: Career Aspirations in Logistics and Supply Chain Section 2: Career Aspirations in Logistics and Supply Chain. Mean 1. I am motivated to pursue a career in logistics and supply chain management. 2. I have a clear understanding of the specific roles and job positions available in the logistics and supply chain field. 3. I am interested in pursuing a career in a specific area of logistics and supply chain management (e.g., operations, procurement, transportation, warehousing). 4. I believe that a career in logistics and supply chain management aligns with my personal strengths and interests. 5. I see myself making valuable contributions to the logistics and supply chain industry. 6. I am confident in my ability to succeed in a career in logistics and supply chain management. 7. I have actively sought out opportunities (e.g., internships, industry events) to gain exposure to the logistics and supply chain field. 4.58 4.46 4.60 4.68 4.56 4.65 4.64 4.3 Evaluation of Educational Preparation and Support in Logistics and Supply Chain The evaluation of educational preparation and support in logistics and supply chain involve analysing the responses to survey items that assess students' perceptions of the educational programs, curriculum, resources, and support services provided by Politeknik Seberang Perai. The findings in Table 4 indicate that the final year students in the logistics and supply chain programs at Politeknik Seberang Perai perceive their educational preparation and support to be strong. On average, the students believe that their logistics and supply chain program provides them with relevant knowledge and skills for the industry. They feel adequately prepared to enter the workforce upon graduation from their program. The students also recognize the career development resources and support offered by their educational institution specifically tailored to logistics and supply chain careers. They perceive that the curriculum of their program aligns well with industry demands and trends. Additionally, the students appreciate the opportunities provided by their educational institution for networking and industry engagement within the logistics and supply chain field. These findings indicate that the students feel well-supported in their educational journey and are confident in their readiness to enter the workforce in the logistics and supply chain industry upon graduation.

196 Table 3: Educational Preparation and Support Section 3: Educational Preparation and Support. Mean 1. My logistics and supply chain program provides me with relevant knowledge and skills for the industry. 2. I feel adequately prepared to enter the workforce upon graduation from my logistics and supply chain program. 3. My educational institution offers career development resources and support specific to logistics and supply chain careers. 4. The curriculum of my logistics and supply chain program aligns well with industry demands and trends. 5. My educational institution provides opportunities for networking and industry engagement within the logistics and supply chain field. 4.67 4.58 4.58 4.64 4.59 4.4 Identification of Students' Specific Career Goals According to research on specific career aspirations in logistics and supply chain management (Figure 2), the majority of the final year students at Politeknik Seberang Perai aspire to pursue careers in warehouse and distribution management, and transportation and logistics management. These two areas received the highest frequency of responses, with 33.3% and 28.4% of students selecting them as their career goals, respectively. Supply chain management was also a popular choice, selected by 18.5% of students. Procurement and vendor management, inventory control and management, and other areas received lower frequencies of responses. These findings suggest that the students have clear career pREFERENCE within the logistics and supply chain field, with a strong interest in roles related to warehouse and distribution management, and transportation and logistics management. Figure 2: Specific Career Goals in Logistics and Supply Chain 5. DISCUSSION The findings of the survey conducted among final year students in logistics and supply chain programs at Politeknik Seberang Perai provide valuable insights into their perceptions, career aspirations, educational preparation, and specific career goals. The students have positive overall views of the logistics and supply chain field, perceiving it as offering promising career opportunities that are intellectually stimulating, essential for global trade, dynamic, innovative, and technology-driven. 7.4% 1.2%

197 This indicates a strong interest and positive perception of the industry, which bodes well for their career aspirations. The influence of demographic, socio-economic, and academic factors on students' success is also acknowledged (Burger & Naude, 2020), highlighting the importance of considering these factors in supporting students' career development. Additionally, the value of graduates' skills and knowledge extending beyond their disciplines is emphasized (Hains-Wesson & Ji, 2020; Wagner et al., 2020), indicating the need for a holistic approach to education in the field. In terms of career aspirations, the students exhibit high motivation to pursue careers in logistics and supply chain management. They demonstrate a clear understanding of the different roles and job positions available in the field, with warehouse and distribution management, and transportation and logistics management being popular choices. This indicates that students are well-informed about the various career paths within the industry and have specific areas of interest. Moreover, the students express confidence in their ability to succeed in the field and actively seek out opportunities such as internships and industry events to gain practical experience and enhance their knowledge and skills. These findings align with previous studies highlighting the importance of talent development, the challenges faced by companies in finding skilled individuals, and the significance of problem-solving and negotiation abilities in the logistics and supply chain industry (Dubey et al., 2018; Wahab et al., 2021; Jordan & Bak, 2016). By understanding these perceptions, career aspirations, and the factors influencing students' success, educational institutions and industry stakeholders can tailor their strategies and programs to better support students in their career development. This includes promoting the field, updating curriculum to align with industry demands, providing networking opportunities and industry engagement, and offering comprehensive career development resources specific to logistics and supply chain careers. Additionally, recognizing the broader skills and knowledge acquired through education and addressing the influence of demographic and socioeconomic factors can contribute to a more inclusive and effective approach to preparing students for successful careers in the dynamic logistics and supply chain field. In terms of educational preparation and support, the students perceive their logistics and supply chain program to provide relevant knowledge and skills for the industry. They feel adequately prepared to enter the workforce upon graduation and recognize the support and resources available to them for career development within the field. This suggests that the educational institution is meeting their needs in terms of preparing them for their future careers. The findings highlight the importance of aligning the curriculum with industry demands and trends, as well as providing networking opportunities and industry engagement. This ensures that students receive up-to-date and practical knowledge and have the chance to build professional networks, both of which are crucial for their career success. The significance of integration skills in logistics and supply chain management is also acknowledged (Pekkanen et al., 2020). The findings of this study have important implications for both educational institutions and industry stakeholders in the logistics and supply chain field. Educational institutions should capitalize on students' positive perceptions and high motivation by promoting the field and regularly updating their curriculum to align with industry demands. Establishing strong industry partnerships, providing networking opportunities, and offering comprehensive career development resources can enhance students' learning experiences and job prospects.

198 Industry stakeholders, on the other hand, have the opportunity to attract and retain top talent by actively engaging with educational institutions, offering practical experiences, and providing career development opportunities. By recognizing and acting upon these implications, both educational institutions and industry stakeholders can contribute to the growth and success of the logistics and supply chain field. 6. CONCLUSION The findings of the research highlight important aspects related to students' perceptions, career aspirations, educational preparation, and specific career goals in logistics and supply chain management. Overall, students perceive the logistics and supply chain field as offering promising career opportunities that are intellectually stimulating, dynamic, and innovative. They recognize the importance of the industry for global trade and believe it has a positive impact on society and the economy. Students show motivation to pursue careers in logistics and supply chain management, with clear career goals and interests in specific areas such as operations, procurement, transportation, and warehousing. They feel adequately prepared by their educational institutions, which provide relevant knowledge and skills aligned with industry demands. However, there is room for improvement in terms of offering career development resources, networking opportunities, and industry engagement support. The specific career goals identified by students include supply chain management, warehouse and distribution management, procurement and vendor management, transportation and logistics management, and inventory control and management. These findings have implications for educational institutions and industry stakeholders to enhance students' career development in the logistics and supply chain field by strengthening partnerships, updating curricula, providing career guidance, fostering soft skills, and offering opportunities for practical experiences and networking. The limitations of this research include a narrow focus on final year students, potential response biases, and a lack of exploration of underlying motivations. Future research should address these limitations by expanding the sample size, including diverse institutions, employing qualitative methods, and conducting longitudinal studies. Incorporating industry professionals' perspectives would also provide valuable insights. Recommendations for enhancing students' career development in logistics and supply chain include strengthening industry-academic partnerships, updating the curriculum, offering career guidance and networking opportunities, emphasizing continuous learning and soft skills development, and providing mentoring and career coaching. These recommendations can effectively support students in their career journey and prepare them for success in the logistics and supply chain industry.

199 REFERENCE Burger, A., & Naude, L. (2020). In their own words-students’ perceptions and experiences of academic success in higher education. Educational Studies, 46(5), 624-639. https://doi.org/10.1080/03055698.2019.1626699 Class, B., Soulikhan, F., Favre, S., & Cheikhrouhou, N. (2021). A framework for an open education supply chain network. In Proceedings of the 13th International Conference on Computer Supported Education (CSEDU 2021). 23-25 April 2021. https://doi.org/10.5220/0010452506170624 Diaz, J., Halkias, D., & Thurman, P. W. (2022). The innovative management education ecosystem: Reskilling and upskilling the future workforce. Taylor & Francis. https://doi.org/10.4324/9781003308652 Dubey, R., Gunasekaran, A., Childe, S. J., & Papadopoulos, T. (2018). Skills needed in supply chain-human agency and social capital analysis in third party logistics. Management Decision. https://doi.org/10.1108/MD-04-2017-0428 Habib, M. M., & Hasan, I. (2019, May). Supply Chain Management (SCM)–Is it Value Addition towards Academia? In IOP Conference Series: Materials Science and Engineering (Vol. 528, No. 1, p. 012090). IOP Publishing. http://dx.doi.org/10.1088/1757-899X/528/1/012090 Hains-Wesson, R., & Ji, K. (2020). Students’ perceptions of an interdisciplinary global study tour: uncovering inexplicit employability skills. Higher Education Research & Development, 39(4), 657-671. https://doi.org/10.1080/07294360.2019.1695752 Jordan, C., & Bak, O. (2016). The growing scale and scope of the supply chain: a reflection on supply chain graduate skills. Supply Chain Management: An International Journal. https://doi.org/10.1108/SCM-02-2016-0059 Li, L. (2020). Education supply chain in the era of Industry 4.0. Systems Research and Behavioral Science, 37(4), 579-592. https://doi.org/10.1108/SCM-02-2016-0059 McWilliams, D., Lennon, C., & Lowery, J. (2022). Impact of Experience and Education on Risk Attitude and Risk Perception of Supply Chain Management http://doi.org/10.31387/oscm0480330 Pekkanen, P., Niemi, P., Puolakka, T., Pirttilä, T., & Huiskonen, J. (2020). Building integration skills in supply chain and operations management study programs. International Journal of Production Economics, 225, 107593. http://dx.doi.org/10.1016/j.ijpe.2019.107593 Wagner, C., Sancho-Esper, F., & Rodriguez-Sanchez, C. (2020). Skill and knowledge requirements of entry-level logistics and supply chain management professionals: A comparative study of Ireland and Spain. Journal of Education for Business, 95(1), 23-36. http://dx.doi.org/10.1080/08832323.2019.1596870 Wahab, O. A., Mourad, A., Otrok, H., & Taleb, T. (2021). Federated machine learning: Survey, multi-level classification, desirable criteria and future directions in communication and networking systems. IEEE Communications Surveys & Tutorials, 23(2), 1342-1397. http://dx.doi.org/10.1109/COMST.2021.3058573

200 AN ASSESSMENT OF TRUCKER’S KNOWLEDGE ON SAFETY PRACTICES: IDENTIFYING EMPOWERMENT AND ORGANIZATIONAL CULTURE Muhammad Hamizan bin Ab. Hamid1* Mohd Khairil Hilmi bin Abd Halim 2 Mohamad Iqbal bin Mohamad Yan 3 1,2 Jabatan Perdagangan, Politeknik Nilai, Negeri Sembilan 3 Jabatan Perdagangan, Politeknik Seberang Perai, Pulau Pinang *Email: hamizan.hamid.polinilai.edu.my ABSTRACT Transportation occupies one-third of the amount in the logistics costs and transportation systems influence the performance of logistics system hugely. Transporting is required in the whole production procedures, from manufacturing to delivery to the final consumers and returns. This transportation in logistics consists of heavy trucks. Since the growth of this industry is booming significantly, the rate of fatal accidents also increasing drastically because of lorry crash. In Malaysia, the most distribution process taking place while using different types of trucks. This assessment aims to dive into the multifaceted aspects of truckers' knowledge of safety practices, with a particular focus on the concepts of empowerment and organizational culture. Empowerment refers to the extent to which truckers feel equipped and supported to make safety-conscious decisions and take appropriate actions while on the road. On the other hand, organizational culture encompasses the values, beliefs, and practices within a trucking company that shape drivers' attitudes towards safety and influence their behaviors. In this assessment, we will examine the various dimensions of truckers' knowledge on safety practices and their perceptions of empowerment within the trucking industry. By identifying these critical factors, we can gain valuable insights into enhancing safety practices, reducing accidents, and promoting a culture of safety within the trucking profession. Overall, this assessment aims to contribute to the ongoing efforts in improving road safety for truckers and the communities they serve. By understanding the intricate relationship between knowledge, empowerment, and organizational culture, we can develop targeted interventions, policies, and training programs that empower truck drivers and create safer working environments, ultimately leading to a more secure and sustainable trucking industry. Keywords: Truckers, Logistic, Transportation, Safety, Accidents. 1. INTRODUCTION In the transportation industry, where countless goods and services are delivered across vast distances, truck drivers play a vital role in ensuring the smooth flow of commerce. However, this critical profession comes with inherent risks and challenges, making safety a top priority for both drivers and the organizations they work for. To maintain a safe and efficient trucking environment, it is crucial to assess truckers' knowledge of safety practices, as well as the impact of empowerment and organizational culture on their adherence to safety guidelines. Understanding the level of truckers' knowledge on safety practices is crucial for several reasons. First and foremost, it directly impacts their ability to navigate the various hazards encountered on the road, such as adverse weather conditions, traffic congestion, and unpredictable events.

201 By assessing their knowledge, we can identify potential gaps that might require additional training and support to mitigate risks effectively. Furthermore, the notion of empowerment among truck drivers is gaining increasing recognition as a crucial factor in promoting safe practices. When drivers feel empowered, they are more likely to take ownership of their actions, report safety concerns promptly, and actively engage in continuous learning. Examining the empowering factors within trucking organizations can shed light on the practices that enhance drivers' confidence, decision-making abilities, and overall safety performance. Organizational culture, with its shared beliefs and values, significantly influences drivers' safety-related behaviors. A strong safety culture fosters an environment where safety is not just a set of rules, but a collective responsibility upheld by all employees. By exploring the relationship between organizational culture and safety practices, we can identify the cultural aspects that contribute to safer working conditions and foster a positive safety climate among truckers. In this assessment, we will examine the various dimensions of truckers' knowledge on safety practices and their perceptions of empowerment within the trucking industry. Additionally, we will investigate how organizational culture influences their attitudes towards safety and the extent to which it supports their safety-conscious behaviors. 2. LITERATURE REVIEW 2.1 Knowledge of Safety Practices This concept refers to truckers' understanding, and awareness of the safety practices and guidelines required in their profession. It encompasses knowledge of regulations, best practices, hazard identification, risk assessment, and the ability to implement appropriate safety measures. (Mokarami et al.,2019). Douglas, M., & Swartz, S. (2016) had quoted truck drivers' attitudes towards safety regulations across career stages influence their compliance attitudes and intentions, and a better understanding of these phenomena may lead to improved compliance and safety. As stated in overall, the model presented in this study indicated that strategies for improvement of organizational safety culture could decrease the drivers’ unsafe behaviors and subsequently reduce the number of accidents. 2.2 Empowerment Empowerment in the context of truckers' knowledge on safety practices refers to the extent to which truck drivers feel equipped, supported, and encouraged to make safety-conscious decisions and take appropriate actions. It involves having the necessary resources, authority, and confidence to proactively address safety concerns and actively engage in safe practices. There is an increasing awareness of human factors and a move towards a positive safety culture that facilitates an open and resilient approach to all safety practices. (Corrigan et al.,2019). 2.3 Organizational Culture Organizational culture refers to the shared values, beliefs, norms, and practices within a trucking company or organization. It influences the behaviour and attitudes of truckers towards safety. A positive safety culture fosters a climate where safety is prioritized, and all employees are committed to following safety procedures and continuously improving safety performance, by identifying that positive safety culture practices and mindset are direct antecedents for the improvement of driver performance and, thus, the avoidance of road accidents. (Mekhlafi et al., 2021). Based on a study conducted by Biggs et al., (2009) proposes that the accurate measurement of safety effectiveness and safety culture is a requirement for assessing safe behaviours, safety knowledge, effective communication and safety performance.

202 It also implies that improvements in the “work safety climate” of the trucking industry would help to control the socio-cognitive factors and risky driving behaviors. (Hussain et al., 2019). 2.4 Continuous Learning and Training Continuous learning and training are vital in the trucking industry to ensure truckers' knowledge on safety practices remains up to date. Ongoing education and training programs could enhance drivers’ competency to make (and value) safe driving decisions is a critical step for road safety. (Mills L., 2021). Thus, it provides opportunities for truckers to enhance their knowledge, skills, and understanding of new safety regulations, technologies, and best practices. Based on Han et al., (2010) study a practical application of theories on a safety culture is presented, and with the model, managers can monitor the safety culture as arising from an interaction among workers, managers, and the organization, and can improve safety based on an organizational perspective. 2.5 Safety Climate Safety climate is a subset of organizational culture that focuses specifically on the perception of safety within an organization. It represents the shared beliefs, attitudes, and perceptions of employees regarding safety. Asad M. et al (2021) mentioned that it has a significant impact over safety performance; however, transformational leadership only moderates the relationship between safety culture and safety performance A positive safety climate indicates that employees, including truckers, believe that safety is valued, resources are allocated to safety, and there is open communication about safety-related issues stated in overall, safety climate and organizational culture are positively related. (Han et al.,2010) 3. METHODOLOGY 3.1 Research Design This study will utilize a cross-sectional survey design to assess truckers' knowledge of safety practices, empowerment, and organizational culture. The cross-sectional survey will allow for data collection at a single point in time, providing a snapshot of the participants' perceptions and knowledge. 3.2 Respondents The target population will consist of truckers employed in various transportation sectors, such as long-haul trucking, local delivery, or freight transportation. A random sample of truckers will be selected from different companies and locations to ensure representativeness. 3.3 Data Collection A structured questionnaire was developed to gather quantitative data. The questionnaire includes sections to assess: a. Trucker's knowledge and awareness of safety practices, including safety regulations, use of safety equipment, and emergency procedures. b. Empowerment factors, such as decision-making autonomy, participation in safety-related decisions, and access to safety resources. c. Organizational culture dimensions, including safety climate, leadership support, and communication on safety issues.

203 3.4 Variables Dependent Variable: Trucker's knowledge on safety practices Independent Variables: (1) Empowerment factors and (2) organizational culture. 3.5 Data Analysis Descriptive statistics, such as frequencies, percentages, means, and standard deviations, will be used to summarize the participants' demographic characteristics and responses to the survey questions. The trucker's knowledge score will be computed from the questionnaire responses. To explore the relationship between empowerment, organizational culture, and truckers' knowledge on safety practices, mean analysis will be conducted. Empowerment factors and organizational culture dimensions will be entered as predictor variables, and the trucker's knowledge score will be the outcome variable. 4. RESULT AND DISCUSSION Ultimately, this research seeks to contribute to the broader goal of promoting safety practices and mitigating risks within the trucking industry. By addressing the knowledge gaps and leveraging the power of empowerment and organizational culture, we can work towards safer roadways and improved safety outcomes for truckers. Table 1: Mean Score (Source: Pallant, 2015) Score Mean Result Level 1.00 until 2.33 Disagree Low 2.34 until 3.66 Less Agree Medium 3.67 until 5.00 Agree High 4.1 Independent Variable 1 Table 2: Mean Score for Trucker’s Empowerment QUESTION SCORE Did you ever experience any injuries during the working period? 3.52 I report every workplace injury or illness to my supervisor that I sustain, regardless of severity. 3.72 I realize the safety procedure is important and must be applied in daily operation. 4.12 I care in every single aspect of safety in daily operation, apply the safety practices during work. 3.94 If I saw another employee committing an unsafe practice, I would alert him immediately. 3.76 TOTAL 3.81

204 The analysis of Table 2 reveals compelling evidence of truckers' empowerment in safety practices, as indicated by the majority of mean values exceeding 3.52, signifying the highest level of empowerment. Notably, question number three obtained the highest mean value of 4.12, followed closely by question number four with a mean of 3.94. Overall, the lowest mean value observed was 3.52, while the second lowest was 3.72, resulting in a commendable overall mean of 3.81. After analyzing the research findings, we observed that question three garnered the highest mean score of 4.12, indicating strong agreement among respondents regarding the importance of safety procedures and their implementation in daily operations. Specifically, 21 (42%) truckers strongly agreed with this statement, while 17 (34%) expressed agreement, 9 (18%) were uncertain, and 3 (6%) disagreed or strongly disagreed. Conversely, question one received the lowest mean score of 3.52, representing the number of truckers who reported experiencing injuries during their work. From the data, 17 (34%) truckers strongly agreed that they had experienced work-related injuries, and 13 (26%) agreed, while 3 (6%) were unsure. Additionally, 13 (26%) truckers disagreed, and 4 (8%) strongly disagreed, possibly indicating that they had not encountered work-related injuries. Question four followed with the second-highest mean score of 3.94, reflecting the perceived importance of knowledge and empowerment among truckers, which could potentially influence workplace safety. In summary, the research indicates that safety procedures and their implementation are highly valued by the majority of truckers, with a notable impact on their knowledge and empowerment in relation to workplace safety. The data emphasizes the significance of promoting safety awareness and practices in the trucking industry to enhance the overall well-being of truckers and ensure safer work environments. 4.2 Independent Variable 2 Table 3: Mean Score for Organizational Culture QUESTION SCORE My manager/supervisor makes sure we can do the work in safely manner. 4.06 I would report the safety incident and the management will immediately response to the case. 3.88 Safety is a high priority when I am performing my job responsibilities. 3.88 Lorry that I have use are fully inspected, checked and updated as necessary. 4.02 Health and safety committee in my organization is an active and result oriented group. 3.98 TOTAL 3.96 Table 3 provides compelling evidence of the significance of organizational culture to truckers, with the majority of mean values surpassing 3.88, denoting the highest level of importance. Remarkably, question number one obtained the highest mean value of 4.06, followed closely by question number four with a mean of 4.02. These results strongly suggest that a positive organizational culture holds paramount importance for truckers.

205 The overall mean of 3.88 further supports this conclusion, while the aggregate mean of 3.96 underscores the vital role organizational culture plays in influencing truckers' knowledge and empowerment. The data findings suggest that addressing empowerment and organizational culture can contribute significantly to improving truckers' safety knowledge and practices within the trucking industry. By implementing targeted interventions in these areas, organizations can create safer working conditions and promote better road safety outcomes for truckers and the public. The research findings reveal that question three obtained the highest mean score of 4.06, which focused on trucker’s perceptions of their managers or supervisors ensuring work is conducted safely. Among the respondents, 23 (46%) truckers agreed, and 17 (34%) strongly agreed that their managers consistently prioritize safety in their work. On the other hand, 7 (14%) truckers were unsure about this aspect, while only 2 (4%) truckers disagreed, and one trucker strongly disagreed. Following closely, question four received the second-highest mean score of 4.02, indicating that safety in the workplace holds significant importance for truckers. In contrast, the lowest mean score of 3.88 was derived from question two, which assessed trucker’s initiative in reporting incidents and the management's response to such reports. Additionally, question three, focusing on the priority drivers place on safety during their job, contributed to the lower overall mean score. Overall, the data demonstrates that the organizational culture is at the highest mean value of 3.96. The responses affirm the company's commitment to safety practices, with truckers expressing confidence in their managers' safety oversight and emphasizing the significance of workplace safety. These findings underscore the positive impact of a safety-oriented organizational culture on driver attitudes and safety practices, and they highlight the importance of maintaining and promoting such a culture within the company to ensure continued safety excellence for all stakeholders. 5. CONCLUSION In conclusion, this research paper aimed to assess truckers' knowledge on safety practices and identify the influence of empowerment and organizational culture on their safety awareness. The findings revealed both encouraging aspects and areas for improvement. On the positive side, the study indicated a considerable level of safety knowledge among truckers, reflecting their familiarity with safety regulations, proper use of safety equipment, and understanding of emergency procedures. This underscores the importance of ongoing safety training and educational initiatives within the trucking industry. Moreover, our analysis demonstrated a significant relationship between empowerment and truckers' safety knowledge. Empowering truckers in safety-related decision-making processes and providing them with access to safety resources appeared to positively influence their safety awareness. These results suggest that involving truckers in safety-related decisions can foster a sense of ownership and accountability, leading to more conscious safety practices.

206 Ultimately, this research seeks to contribute to the broader goal of promoting safety practices and mitigating risks within the trucking industry. By addressing the knowledge gaps and leveraging the power of empowerment and organizational culture, we can work towards safer roadways and improved safety outcomes for truckers. ACKNOWLEDGEMENT First and foremost, we express our gratitude to the participants, the truckers whose valuable insights and responses formed the foundation of this study. Their willingness to share their experiences and knowledge on safety practices has been instrumental in enriching our research. We are also grateful to the institutions and organizations that facilitated data collection and provided the necessary resources to carry out this research effectively. Their collaboration and cooperation have been essential to the success of this study. Furthermore, we acknowledge the efforts of the research team members who worked tirelessly behind the scenes to ensure the smooth execution of various research activities, data analysis, and the preparation of the final manuscript. Finally, we express our appreciation to the academic community, readers, and reviewers who will engage with this research paper. Your insights and feedback will contribute to its refinement and serve as a catalyst for further exploration in this field. Finally, we dedicate this research paper to the pursuit of knowledge and the advancement of safety practices for the benefit of truckers and the broader community. It is our hope that this study will make a meaningful contribution to enhancing safety awareness, empowering truckers, and fostering a safety-conscious culture within the trucking industry. REFERENCE Al-Mekhlafi, A., Isha, A., Chileshe, N., Abdulrab, M., Kineber, A., & Ajmal, M. (2021). Impact of Safety Culture Implementation on Driving Performance among Oil and Gas Tanker Drivers: A Partial Least Squares Structural Equation Modelling (PLS-SEM) Approach. Sustainability. Asad, M., Kashif, M., Sheikh, U., Asif, M., George, S., & Khan, G. (2021). Synergetic effect of safety culture and safety climate on safety performance in SMEs: does transformation leadership have a moderating role. International Journal of Occupational Safety and Ergonomics, 28, 1858 - 1864. Biggs, H., Dingsdag, D., Kirk, P., & Cipolla, D. (2009). Safety culture research, lead indicators, and the development of safety effectiveness indicators in the construction sector. Corrigan, S., Kay, A., Ryan, M., Brazil, B., & Ward, M. (2019). Human factors & safety culture: Challenges & opportunities for the port environment. Safety Science, 125, 252-265. Douglas, M., & Swartz, S. (2016). Career stage and truck drivers' regulatory attitudes. The International Journal of Logistics Management, 27, 686-706. Han, S., Lee, S., & Peña-Mora, F. (2010). System Dynamics Modeling of a Safety Culture Based on Resilience Engineering. 389-397. Hussain, G., Batool, I., Kanwal, N., & Abid, M. (2019). The moderating effects of work safety climate on socio-cognitive factors and the risky driving behavior of truck drivers in Pakistan. Transportation Research Part F: Traffic Psychology and Behaviour. Mills, L., Watson-Brown, N., Freeman, J., Truelove, V., & Davey, J. (2021). An exploratory investigation into the self-regulatory processes influencing drug driving: Are young drivers more externally regulated. Transportation Research Part F: Traffic Psychology and Behaviour.

207 Mokarami, H., Alizadeh, S., Pordanjani, T., & Varmazyar, S. (2019). The relationship between organizational safety culture and unsafe behaviors, and accidents among public transport bus drivers using structural equation modeling. Transportation Research Part F: Traffic Psychology and Behaviour. Singer, S., Falwell, A., Gaba, D., Meterko, M., Rosen, A., Hartmann, C., & Baker, L. (2009). Identifying organizational cultures that promote patient safety. Health Care Management Review, 34, 300-311.

208 AN ANALYSIS OF RISK MANAGEMENT PRACTICES IN MANUFACTURING FIRMS: KEY CHALLENGES AND OPPORTUNITIES FOR IMPROVEMENT Muhammad Hamizan Bin Ab. Hamid1* Mohd Khairil Hilmi Bin Abd Halim 2 Mohamad Iqbal Bin Mohamad Yan 3 1,2 Jabatan Perdagangan, Politeknik Nilai, Negeri Sembilan 3 Jabatan Perdagangan, Politeknik Seberang Perai, Pulau Pinang *Email: hamizan.hamid.polinilai.edu.my ABSTRACT This research paper presents a comprehensive analysis of risk management practices within manufacturing firms, with a focus on identifying key challenges and opportunities for improvement. Effective risk management is vital for the sustainable growth and resilience of manufacturing firms, given the inherent complexities and uncertainties associated with the industry. By examining the current state of risk management in manufacturing, this study aims to shed light on critical areas that demand attention and enhancement. The research adopts a quantitative methods approach for the case study. The quantitative phase involves a survey distributed among a diverse sample of manufacturing firms, targeting professionals, executives and subordinates. The survey assesses the extent of risk identification, risk assessment, and risk response strategies implemented within the organizations. Additionally, the study examines the manufacturing firms regarding risk management processes. The results of the study highlight several common challenges faced by manufacturing firms in their risk management endeavors, including inadequate risk identification processes, insufficient integration of technology, and limited stakeholder involvement. Conversely, the research uncovers potential opportunities for improvement, such as adopting advanced risk analytics tools, fostering a risk-aware culture, and embracing proactive risk response strategies. Ultimately, this research paper aims to contribute to the existing body of knowledge by providing evidence-based recommendations to manufacturing firms for bolstering their risk management practices. The findings will be beneficial to risk management professionals, executives, and decision-makers in understanding the crucial areas for improvement and guiding them towards sustainable risk management frameworks. By addressing the identified challenges and capitalizing on opportunities, manufacturing firms can enhance their resilience, navigate uncertainties with confidence, and ensure continued success in an increasingly competitive global market. Keywords: Risk Management, Manufacturing, Firms, Technology, Professional. 1. INTRODUCTION In the dynamic landscape of the manufacturing industry, risk management plays a pivotal role in ensuring the sustainable growth and resilience of firms. Manufacturing organizations face numerous inherent risks due to complex supply chains, volatile market conditions, technological advancements, and regulatory compliance requirements. Effective risk management practices enable firms to identify, assess, and mitigate these risks, safeguarding their operations, reputation, and financial well-being.

209 Risk management is particularly important as this discipline involves many organizational functions and their related risks. (Zwikael and Ahn, 2011). However, despite its critical importance, the field of risk management in manufacturing remains a subject of ongoing exploration and improvement. An existing risk management method has a tendency to be focussed on the threats (rather than the opportunities) and the technology risk (rather than the organisational features of the problem). (Dirk. P., 2010) A successful company cannot be run without taking any risks, but to be able to take those, risk calculations must be performed continuously (Hopkin P., 2012). Hopkin further states that risk management is not about trying to make the risks disappear by control and mitigation strategies but the ability of management to learn to take risks and accept failures in order to be able to respond to customer demands. The manufacturing industry is inherently exposed to a wide array of risks due to factors such as complex supply chains, production processes, technological advancements, regulatory compliance, and market fluctuations. Effective risk control measures are crucial to ensure the stability, resilience, and long-term sustainability of manufacturing firms in the face of everchanging challenges. There are strong motivating factors for increased awareness and action with regard to Enterprise Risk Management (ERM). Effective ERM policies and practices are lauded to increase stakeholder confidence, competitive advantage and ultimately an organization’s long-term viability. (Kathryn. C., 2014). 2. LITERATURE REVIEW The risk description should encompass information about the potential causes and consequences of each identified risk. To assess the significance of these risks, a rating system should be employed (Hopkin, 2012). Risk estimation can be carried out using either quantitative or qualitative methods. However, the most common approach involves evaluating the internal probability of occurrence and the associated consequences if the disruption materializes. Johnson and Soares (2018) conducted a comprehensive study on risk identification and assessment techniques in manufacturing firms, emphasizing the importance of a systematic approach in mitigating risks effectively. Their findings revealed the prevalence of traditional risk assessment methods and highlighted the need for embracing technological advancements for improved risk analysis. At first glance, risk identification involves the comprehensive generation of a list of potential risks that could impact supply chains. Fundamentally, risk assessment revolves around the various supply chain risks faced by manufacturing firms, such as disruptions in the flow of raw materials, dependencies on single suppliers, and geopolitical factors (Christopher & Lee, 2004). In some instances, risk is evaluated based on individual perceptions, even when presented numerically. Conversely, the strategies employed by manufacturing firms to mitigate supply chain risks, including inventory management, supplier diversification, and information sharing among supply chain partners (Handfield et al., 2009). The study showcased examples of best practices adopted by industry leaders, stressing the importance of flexibility and adaptability in response to dynamic risk scenarios. Present studies or examples showcasing successful safety initiatives and the impact of proactive risk management on operational performance (Koch, 2017; Clarke, 2019).

210 In the context of risk management challenges, the barriers to successful risk identification and management in manufacturing companies, the operational risks inherent in manufacturing processes, such as equipment failures, process deviations, and workforce safety hazards (Leveson, 2012). Furthermore, research by Oscar. R., et al. (2022) emphasized the role of technology in modern risk management, advocating for the integration of data analytics and artificial intelligence to bolster risk identification and response capabilities. Their study highlighted the potential for advanced technologies to enable real-time monitoring and predictive risk analysis, enabling manufacturing firms to make informed decisions. 3. METHODOLOGY 3.1 Research Design Research design refers to the use of the most effective ways of getting useful information to achieve the goal of research with minimal cost. The methods of the research that are used are descriptive methods and quantitative methods. Descriptive research is research that aims to explain phenomena that are happening. Therefore, this research used a questionnaire to collect information from respondents regarding the risk management practices in manufacturing firms in the Shah Alam area. 3.2 Respondents The target population will consist of employees from the operations department within the manufacturing firm, and we obtained 100 respondents for our study. These respondents were further divided into several departments, and we selected manufacturing companies located in the areas of Shah Alam and Klang Valley as our target locations for distributing the questionnaires. 3.3 Data Analysis Method Data collected through questionnaires were analyzed according to the order of question quantitatively. Further findings will then be compiled, summarized, and presented in a form that is easily understood. The result can be obtained by analyzing data for statistics, descriptive methods and mean. 3.4 Variables Dependent Variable: Risk management practices in manufacturing firm Independent Variables: (1) Risk Identification (2) Risk Assessment and (3) Risk Response. 3.5 Data Analysis A comprehensive analysis of risk management practices in manufacturing firms is conducted to identify key challenges and opportunities for improvement. The data analysis involved a quantitative methods approach, quantitative data from a survey with selected manufacturing companies known for their exemplary risk management practices. 4. RESULT AND DISCUSSION The data analysis focused on transforming raw data into meaningful insights to facilitate comprehension. Statistical methods were employed as a systematic approach to collect, analyze, and interpret the data. These statistical techniques enabled decision-makers to discern relevant information and make informed adjustments to optimize their outcomes.

211 Table 1: Mean Score (Source: Pallant, 2015) Score Mean Result Level 1.00 until 2.33 Disagree Low 2.34 until 3.66 Less Agree Medium 3.67 until 5.00 Agree High 4.1 Independent Variable 1 Table 2: Mean Score for Risk Identification Variables No Questions Mean Level Risk Identification RI1 The management tends to identify how and why risks arise? 4.7 High RI2 The management used questionnaires to identify the risk. 2.7 Medium RI3 The management used an interview to identify the risk. 1.4 Low RI4 The management used SWOT Analysis to identify the risk. 2.6 Medium RI5 The management used physical inspection to identify the risk. 3.1 High Table 2 presents the mean values for the first independent variable, risk identification. The analysis of the first question reveals a high mean score of 4.7, indicating a strong level of response. Conversely, the second question yields a medium mean score of 2.7, suggesting a moderate level of response. The subsequent question indicates a low mean score of 1.4, indicating a relatively lower level of response. Moving on, the analysis of the following question shows a medium mean score of 2.6. Lastly, the final question demonstrates a high mean score of 3.1, indicating a robust level of response.

212 Table 3: Frequency for Risk Identification Based on the data presented in Table 3, the frequency of responses regarding risk identification is examined. The majority of respondents, constituting 47%, agreed that management tends to identify how and why risks arise. In the second question, which assessed whether the management used questionnaires to identify risks, the frequency of respondents who agreed was 55%. The subsequent question inquired about the use of interviews to identify risks, and the frequency of agreement was 76%. Furthermore, when it comes to employing SWOT Analysis for risk identification, the frequency of agreement was 60%. Lastly, the use of physical inspection to identify risks received a frequency of agreement at 56%. Analyzing the results for the risk identification section, it is evident that the highest frequency of agreement, with 76.0%, was observed for the question related to conducting interviews to identify risks. This implies that a significant portion of manufacturing companies aims to mitigate risks by utilizing interviews as a means of identification. No QUESTION Level Frequency Percentage RI1 The management tends to identify how and why risks arise. Strongly Disagree - - Disagree - - Agree 47 47.0 Strongly Agree 53 53.0 RI2 The management used questionnaires to identify the risk. Strongly Disagree 4 4.0 Disagree 27 27.0 Agree 55 55.0 Strongly Agree 14 14.0 RI3 The management used interview to identify the risk Strongly Disagree - - Disagree 14 14.0 Agree 76 76.0 Strongly Agree 10 10.0 RI4 The management used SWOT Analysis to identify the risk. Strongly Disagree - - Disagree 14 14.0 Agree 60 60.0 Strongly Agree 26 26.0 RI5 The management used physical inspection to identify the risk. Strongly Disagree - - Disagree 13 13.0 Agree 56 56.0 Strongly Agree 31 31.0

213 4.2 Independent Variable 2 Table 4: Mean Score for Risk Assessment Variables No Questions Mean Level Risk Assessment RA1 Your organization tries to identify the strengths and weaknesses of the risk management systems of other organizations it works with. 3.07 Medium RA2 Your organization collates risks in order to develop decision making on appropriate actions. 3.2 Medium RA3 The risk is analyzed according to achievement of objectives. 3.11 Medium RA4 The risk is analyzed according to reputation impact. 3.14 Medium RA5 The risk is analyzed according to financial impact. 3.01 Medium Table 4 presents the mean values for the second independent variable, risk assessment. The analysis of the first question reveals a medium-level mean score of 3.07, indicating a moderate level of response. Similarly, the second question also shows a medium-level mean score of 3.20, suggesting another moderate level of response. The results for the third question align with the previous findings, presenting a medium-level mean score of 3.11. The fourth question shows a medium-level mean score of 3.14, and finally, the fifth question demonstrates a medium-level mean score of 3.01.

214 Table 5: Frequency for Risk Assessment Based on the data presented in Table 5, the frequency of responses related to risk assessment is analyzed. The majority of respondents, 77%, agreed that their organization tries to identify the strengths and weaknesses of the risk management systems of other organizations they work with. For the second question, which assessed whether their organization collates risks to make informed decisions on appropriate actions, the frequency of agreement was 78%. The next question focused on analyzing risks based on the achievement of objectives, and the frequency of agreement was 81%. Similarly, when analyzing risks according to their impact on reputation, the frequency of agreement was 80%. Lastly, the analysis of risks based on their financial impact garnered a frequency of agreement at 56%. Examining the results for the risk assessment section, it becomes evident that the highest frequency of agreement, at 81%, was observed for the question related to analyzing risks based on the achievement of objectives. This suggests that a significant portion of manufacturing companies aims to mitigate risks by prioritizing risk analysis concerning the alignment with organizational objectives. No QUESTION Level Frequency Percentage RA1 Your organization tries to identify the strengths and weaknesses of the risk management systems of other organizations it works with? Strongly Disagree - - Disagree 8 8.0 Agree 77 77.0 Strongly Agree 15 15.0 RA2 Your organization collates risks in order to develop decision making on appropriate actions? Strongly Disagree - - Disagree 1 1.0 Agree 78 78.0 Strongly Agree 21 21.0 RA3 The risk is analyzed according to achievement of objectives. Strongly Disagree - - Disagree 4 4.0 Agree 81 81.0 Strongly Agree 15 15.0 RA4 The risk is analyzed according to reputation impact. Strongly Disagree - - Disagree 3 3.0 Agree 80 80.0 Strongly Agree 17 17.0 RA5 The risk is analyzed according to financial impact. Strongly Disagree - - Disagree 20 20.0 Agree 56 56.0 Strongly Agree 23 23.0

215 4.3 Independent Variable 3 Table 6: Mean Score for Risk Response Variables No Questions Mean Level Risk Response RR1 Your organization takes into consideration the limits to achieve risk management objective. 3.09 Medium RR2 Your management prioritize of risks that cause a great loss. 3.27 Medium RR3 Your organization identified up to date business continuity plan. 3.44 Medium RR4 Your organization identified risk management plan. 3.36 Medium RR5 To evaluate the costs and benefits of identifying risks. 3.18 Medium Table 6 displays the mean values for the third independent variable, risk response. The analysis of the first question reveals a medium-level mean score of 3.09, indicating a moderate level of response. Similarly, the second question also shows a medium-level mean score of 3.27, signifying another moderate level of response. The next question demonstrates a medium-level mean score of 3.44, reflecting a similar trend. The fourth question results in a medium-level mean score of 3.36. Lastly, the last question reports a medium-level mean score of 3.18, affirming a consistent pattern of responses within this category. Table 7: Frequency for Risk Response No QUESTION Level Frequency Percentage RR1 Your organization takes into consideration the limits to achieve risk management objective. Strongly Disagree - - Disagree 1 1.0 Agree 89 89.0 Strongly Agree 10 10.0 RR2 Your management prioritize of risks that cause a great loss. Strongly Disagree - - Disagree 11 11.0 Agree 51 51.0 Strongly Agree 38 38.0 RR3 Your organization identified up to date business continuity plan. Strongly Disagree - - Disagree 1 1.0 Agree 54 54.0 Strongly Agree 45 45.0 RR4 Your organization identified risk management plan. Strongly Disagree - - Disagree - - Agree 64 64.0 Strongly Agree 36 36.0 RR5 To evaluate the costs and benefits of identifying risks. Strongly Disagree 1 1.0 Disagree - - Agree 79 79.0 Strongly Agree 20 20.0

216 Based on the data presented in Table 7, the frequency of responses related to risk response is examined. The majority of respondents, comprising 89.0%, agreed with the statement presented in the first question. For the second question, which inquired about another aspect of risk response, the frequency of agreement was 51.0%. The subsequent question garnered a frequency of agreement at 54.0%. Moreover, the question with the highest frequency of agreement, at 64.0%, highlights a significant level of support for that particular risk response approach. Lastly, the fifth question received a frequency of agreement at 79.0%. Analyzing the results for the risk response section, it becomes evident that the highest frequency of agreement, at 89.0%, was observed for the first question, indicating that a substantial number of manufacturing companies aim to reduce risks by considering the limits to achieve risk management objectives. Subsequently, the analysis revealed the involvement of three independent variables in the company's risk management: risk identification, risk assessment, and risk response. Risk identification exhibited an average mean score of 2.9, while risk assessment scored an average mean of 3.1, and risk response obtained an average mean of 3.26. These findings successfully address our research objectives. 5. CONCLUSION The results of the analysis unveiled several key findings pertaining to risk management practices in manufacturing firms. Firstly, risk identification emerged as a crucial aspect requiring improvement, with some organizations lacking formalized risk identification processes. Secondly, while risk awareness was evident, there was a need for greater integration of technology and data analytics in risk management processes to facilitate real-time monitoring and informed decision-making. Thirdly, risk assessment methodologies demonstrated varying levels of sophistication, with ample scope for adopting more robust and comprehensive evaluation techniques. Lastly, risk response strategies exhibited potential for optimization, with opportunities to enhance proactive risk mitigation and response measures. The implications of the research are substantial. The evidence-based recommendations derived from the findings provide valuable guidance for manufacturing firms seeking to bolster their risk management practices. By addressing the identified challenges and capitalizing on opportunities, organizations can build resilience, navigate uncertainties with confidence, and optimize their decision-making processes. Furthermore, this research contributes to the existing body of knowledge in the domain of risk management in manufacturing. The insights gained from the study not only add to the understanding of risk management challenges and practices but also serve as a reference point for future research endeavors in this critical field. ACKNOWLEDGEMENT We extend our sincere appreciation to everyone that has been involved in the research paper titled 'An Analysis of Risk Management Practices in Manufacturing Firms: Identifying Key Challenges and Opportunities for Improvement.' Their insightful investigation and valuable findings contribute significantly to the understanding and advancement of risk management practices in the manufacturing industry. This research serves as a commendable resource for fostering improved risk management strategies and reinforcing the resilience of manufacturing firms.

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218 MODELLING THE SUSTAINABILITY OF HEAVY GOODS VEHICLES IN SUPPORTING TOWARDS GREEN LOGISTICS DEVELOPMENT Nik Reduan Abu Zakaria1* Muhammad Firdaus Abd Rashid2 Syamsul Affandi Mustapha3 1-3 Jabatan Perdagangan, Politeknik Sultan Haji Ahmad Shah, Kuantan, Pahang *Email: [email protected] ABSTRACT The logistics business in Malaysia is now experiencing a number of significant issues, two of the most significant of which are the reduction of operational costs and carbon emissions by industry players. However, government and private organisations frequently prioritise road passenger transport over road freight (using commercial vehicles), especially heavier freight. Goods vehicles (HGVs) are essential in terms of energy efficiency and service quality. Therefore, the purpose of this study is to assess the viability of HGVs implementation towards green logistics from the perspective of road haulage in support of the bill of efficiency and Malaysia's voluntary target to increase economies of scale, thereby indirectly supporting the development of green logistics. This research examines the sustainability initiatives of this sector and the essential elements for their implementation, as well as the dimensions to minimise carbon emissions following the use of sustainable heavy-duty vehicles. Using a sequential quantitative methods research design, 100 road haulage enterprises in the Klang Valley that operate 20 - or 40 – footer long trucks (cargo and container) were administered questionnaires to collect data. The researcher also computed cost-savings and carbon emission reductions based on categories of organisation size using the technique of purposive sampling. On the basis of the collected data and analysis, 64 percent of respondents agreed that by implementing an appropriate strategy, operational costs can be reduced and enterprises can be sustained. When the correct plan is implemented, the expansion of Malaysia's road haulage industry will reduce both operational costs and carbon emissions, thereby indirectly mitigating climate change. Keywords: Green Logistics, Sustainable, Road Houlage. 1. INTRODUCTION The Sustainable Development Goals (SDGs), sometimes referred to as the Global Goals, represent a comprehensive and inclusive initiative aimed at addressing poverty eradication, environmental conservation, and the promotion of peace and prosperity for all individuals by the year 2030. The Sustainable Development Goals (SDGs) encompass a comprehensive framework including 17 interconnected objectives, strategically formulated to achieve a harmonious equilibrium between social, economic, and environmental dimensions of sustainability. The individuals acknowledge the interdependence of actions across many domains and the necessity of implementing comprehensive and inclusive solutions. Each objective is accompanied by a set of precise milestones that are to be accomplished by the year 2030. Under the objective of responsible consumption and production, there are several targets that aim to promote sustainability and efficiency in the utilisation of natural resources.

219 These targets encompass the sustainable management and effective utilisation of natural resources, the reduction of per capita global food waste by fifty percent at the retail and consumer levels, the attainment of environmentally sound management practises for chemicals and all forms of waste throughout their entire life cycle, as well as the reduction of waste generation through strategies such as prevention, reduction, recycling, and reuse. The majority of organisations and enterprises in Malaysia have based their work on the 17 Sustainable Development Goals (SDG), which can be modified to meet the demands of the future. The Sustainable Development Goals (SDGs) are a collection of 17 objectives that envision a world free of poverty and hunger and protected from the worst impacts of climate change by 2030. Exploring the economic, environmental, and social difficulties associated to sustainability policy necessitates a broad and multidisciplinary approach (UNCTAD, 2015), therefore the United Nations General Assembly developed the Sustainable Development Goals (SDGs) in September 2015. Specifically, the transport and logistics sector is responsible for six Sustainable Development Goals (SDGs): ending extreme poverty and hunger; ensuring food security; bolstering road safety; increasing energy efficiency in the sector; building a reliable and sustainable transport infrastructure; mitigating the impact of climate change on transport; and fostering partnerships to develop resilient and adaptive transport systems. This previous progress acts as the driving force for this endeavour, which seeks to identify remedies within the transportation industry to support Sustainable Development Goals (SDGs), with a specific focus on the freight transportation domain. One way to conceptualise sustainability from an economic standpoint is by examining an economy's capacity to maintain a consistent level of economic production over an extended period (McKinnon A. et al., 2015). Nevertheless, road haulage enterprises tend to overlook the needs of public and private organisations, especially in relation to Heavy Goods cars (HGVs). These businesses prioritise the maintenance and improvement of public transit and private passenger cars in terms of service quality and efficiency. Consequently, inadequate management of their heavy goods vehicle (HGV) operation may lead to substantial carbon emissions and excessive fuel use. In order to mitigate operational expenses and so indirectly support the reduction of carbon emissions, it was imperative for them to adopt an appropriate strategic approach (Tarudin, 2013). The industry is required to implement a variety of environmentally friendly activities in order to effectively tackle the challenges associated with heavy goods vehicles (HGVs). These scenarios indicate that there is potential for all stakeholders in the road transport industry to be motivated to adopt and promote the utilisation of environmentally friendly technologies. However, it is widely believed that tackling the aforementioned issues in isolation may significantly exacerbate the complexity of the process, perhaps leading to a breakdown in collaboration among stakeholders in their pursuit of achieving the overarching objective of sustainability. Consequently, this study proposes suitable characteristics from a managerial standpoint that are economically efficient in fostering the sustainability of local standard heavy goods vehicles (HGVs). The primary objective of this study is to make a scholarly contribution to the field of green logistics and its application in the road haulage industry in Malaysia. The research seeks to directly support the implementation of green logistics practises within the Malaysian context.

220 2. LITERATURE REVIEW 2.1 Development of Conceptual Framework Another element that must be considered is the vehicle's overall condition because its performance has a big influence on price. According to Zacharof N. (2016), "vehicle condition" relates to how well the automobile is maintained, including regular oil changes, tyre pressure checks, and the use of the right tyre types. Under this dimension, the factor of fuel consumption has been selected in order to assess and monitor the operation of the HGVs. This is due to the fact that the research only included the distance covered by HGVs after exiting the warehouse's gate, not while they were within the warehouse itself. The aspect of car maintenance is excluded in order to get the best results. This can be supported by the research by Armstrong A. (2014) and Aamuvuori A. (2014), which showed the necessity of monitoring vehicle condition, particularly with regard to fuel consumption and maintenance, as well as focusing on the usage of HGVs. The type of engine used, the gearbox, the drivetrain, and other significant components of the vehicle all affect how much gasoline the vehicle needs. The total cost of transportation is impacted by a number of factors that affect fuel consumption, including the distance travelled, the speed and weight of the vehicle, air resistance, and road inclination resistance. HGVs are subject to environmental restrictions imposed by federal and state regulations, as well as limits due to their designs, sizes, weights, and technological capabilities. Because of this, it is better to maximise fuel efficiency by choosing an appropriate engine size, a sufficient axle ratio, and a desired top speed for the vehicle based on legal regulations and requirements (Thomas J. et al., 2014). Figure 1: The framework of evaluating the use of HGVs to increase cost efficiency. This conceptual framework gave ideas for green ways to maintain HGVs that were also costeffective from the working plan's point of view. Using actual data from the existing literature, the conceptual framework has been made public, and more research will be done to prove the framework's validity. This suggested framework adds to what we already know about the effort to support green transport practises, especially in the road haulage business, so that we can learn more about it. From a manager's point of view, the suggested approach could help them get a clearer picture of how to handle their HGVs in an environmentally friendly way. 2.2 Model Development of Study According to the information presented in Figure 2, the transport firm implements the following operational procedures while fulfilling its orders. The present body of research commonly refers to this working process as the reference scenario. Vehicle Condition • Fuel Consumption ASSESSING HGVs OPERATIONS IN IMPROVING COSTEFFECTIVENESS Cost Saving • Cost Saving

221 The present study utilised the research approach employed by Carlan et al. (2019) and provided a more robust illustration of viewer perception. The transportation business will perform two trips for each transportation order depicted in Figure 2, whereby one trip corresponds to the shipment of goods and the second trip involves the empty return of the freight trailers. This phenomenon occurs during the transit of all goods to and from the place of consumption. Efforts should be made to limit the additional time and fuel consumed during this practise in order to maximise the available resources more efficiently. This comparative scenario is employed to assess the efficacy of various options chosen for the execution of transportation activities. Hence, this practise is deemed inefficient, resulting in a squandering of time, energy, and financial resources. When a corporation utilises the same heavy goods vehicle (HGV) for several tasks, it results in increased carbon emissions and accelerated wear and tear on the vehicles. Figure 3 below depicts the structure of sustainable heavy goods vehicle (HGV) in distribution operation. The concept embodies a methodical and rigorous approach to the analysis and management of sustainable heavy goods vehicle (HGV) distribution operations. This study aims to ascertain the functional aspects of implementing sustainable heavy goods vehicle (HGV) distribution by ensuring consistency and comparability in route distribution and planning. The study demonstrated the interconnection between the implementation of sustainable heavy goods vehicle (HGV) distribution and the advancement of green logistics within the road haulage sector. The main purpose of the model is to accurately depict the topography of the region surrounding a designated location for the purpose of facilitating sustainable operation of heavy goods vehicles (HGVs). This study aims to ascertain the functional aspects of implementing sustainable heavy goods vehicle (HGV) distribution by ensuring consistency and comparability in route distribution and planning. The study demonstrated the interconnection between the implementation of sustainable heavy goods vehicle (HGV) distribution and the advancement of green logistics within the road haulage sector. The main purpose of the model is to accurately depict the topography of the region surrounding a designated area of distribution in order to facilitate sustainable operation of heavy goods vehicles (HGVs). Each factor that is identified has the potential to represent a distinct dimension of sustainability in the deployment of heavy goods vehicles (HGVs). Moreover, this framework establishes fundamental principles and arranges them in a coherent framework, demonstrating the presence of sustainable characteristics within the elements of trucking operational operations. This assertion is substantiated by the findings of Costa Rodrigues and Santos (2018), who noted that the amalgamation of trips is a viable solution to mitigate the issue of empty running. Consequently, a conceptual framework was devised by academics to address the issue of sustainable heavy goods vehicle (HGV) distribution, with a specific emphasis on the road haulage sector (see Figure 3).

222 Figure 2: The Model Based on Common Practise Figure 3: The conceptual model of Sustainable Heavy Goods Vehicles (HGVs)

223 In comparison to the conventional practise model depicted in Figure 2, the sustainable implementation model for heavy goods vehicle (HGV) distribution encompasses three key dimensions: operational strategy, technology system, and vehicle usage. The implementation of an operational strategy, which encompasses activities such as route planning and load planning, is essential for effectively coordinating the transportation and distribution of goods. By carefully considering the travel and loading weight of the cargo, the distribution process may be optimised to provide seamless and dependable operations (refer to the Green line). The use of all routes may be maximised, hence mitigating the occurrence of empty containers syndrome along the transportation routes. The inclusion of the vehicle condition dimension is of utmost importance in this study, as it centres on the route of heavy goods vehicles (HGVs) commencing at the gate of the haulage warehouse and concluding upon re-entry via the gate once all distribution activities have been finalised. Hence, the fuel consumption of heavy goods vehicles (HGVs) significantly influences the overall maintenance and condition of these vehicles. The optimisation of fuel use efficiency in distribution operations may be achieved by the implementation of control measures (as shown by the Purple line). 3. METHODOLOGY During the preliminary phase, it was important to engage in comprehensive research in order to have the requisite understanding of the road transport industry. This entails the examination of past and current trends, managerial challenges, and influential elements that contribute to the substantial demand for transportation. In order to establish a solid knowledge base and comprehensive grasp of the subject matter, the researchers conducted a thorough assessment of existing literature, including various concepts, topics, and publications pertaining to road haulage operations. Consequently, this research was undertaken employing several data gathering methodologies in order to get precise and reliable data measurements. The data from prior years was analysed using the Statistical Package for the Social Sciences (SPSS) software. The identification technique utilised a direct estimation calculation to assess detailed costsaving and carbon emission reduction. This calculation was based on the cost-saving calculations outlined in the study conducted by Potashev A. et al. (2014). The aforementioned calculations were utilised to provide a comparative analysis of outcomes between enterprises that adopted a sustainable heavy goods vehicle (HGV) distribution approach and those that either abstained from doing so or exhibited reluctance in doing so. Based on the findings of the Malaysia Logistics Directory 2020, it has been determined that there are a total of 431 enterprises engaged in road haulage operations within the Klang Valley region. The recommended sample size for this study, derived from the population under consideration, is within the interval of 92 to 96 firms. In order to obtain optimal results in data collection, a survey including a sample of 100 firms was conducted. Sekaran and Bougie (2016) argue that purposive sampling is a method that enables researchers to collect primary data from a specified target population by selecting respondents who are readily available and able to provide the required information. The participants were interviewed and provided with survey instruments to collect the necessary data. The cost-saving formula utilised in this study was derived from the research done by Tarudin N. F. (2013), Armstrong A (2014), and Belyaev A I. et al., (2016). Fuel expenses for Heavy Goods Vehicles (HGVs) are accrued for both short-haul and long-haul journeys, respectively. According to Figure 4, the overall fuel cost of Heavy Goods Vehicles (HGVs) is comprised of

224 the combined expenses of petrol and toll fees. The cost of fueling a vehicle is contingent upon the quantity of gasoline consumed per litre. The computation in question incorporates the whole toll expenses, as road hauliers are obligated to pay significant toll payments to ensure legitimate usage of the system. According to the Malaysian Ministry of Domestic Trade, Cooperatives, and Consumerism, the current price of diesel fuel is at RM 2.18 per litre. Hence, an analysis is conducted to compare firms that prioritise green logistics as their main operational driver with businesses that have yet to prioritise green logistics as their major operational driver, with a focus on the outcomes related to operational costs. Consequently, it was found that enterprises who embraced green logistics as their primary driving force in operations had notable savings in costs when compared to their competitors. Figure 4: The estimation of fuel calculation 4. RESULT AND DISCUSSION Based on the findings of the calculation study, it is evident that the adoption of an appropriate approach for road design and load planning has the potential to yield cost reductions, so indirectly facilitating the mitigation of carbon emissions. The results of the simulation also demonstrated that the Medium Company has the potential to achieve daily cost savings of 16.1% for short-haul operations and 8.2% for long-haul operations. Similarly, the Small Company may potentially save up to 12.2% for short-haul operations and 7.6% for long-haul operations. Consequently, the fuel consumption per day of Heavy Goods Vehicles (HGVs) was compared by researchers between medium-sized and small-sized firms, where green logistics were either the major or secondary focus. Fuel Cost (RM) + Toll Cost (RM) = 3 (Average Business) Distance Travelled (km) x Fuel Price (RM) Estimated at the 2019 cost Diesel costs RM 2.18 per litre. Calculational Illustration: It's a 60-kilometer trip. Toll cost (RM) 50 and gas (RM) 2.18 per litre Fuel cost = RM 43.60 (60km x RM 2.18) plus toll cost = RM 50 (50km) 3 * Diesel in Malaysia costs 2.18 ringgit per litre as of the 30th of November, 2019, according to weekly petrol price revisions released by the Malaysian Ministry of Domestic Trade, Cooperatives, and Consumerism.

225 Table 1: The comparison of fuel saving of a truck per day (Small Company) Types of company Comparison of Fuel Saving Per Day Short Haul Long Haul Not Yet Implemented Green Logistics (A) Already Implemented Green Logistics (B) AB/A (%) Not Yet Implemented Green Logistics (A) Already Implemented Green Logistics (B) AB/A (%) Small company Fuel Consumption RM 477.87 RM 419.74 12.2 RM 768.53 RM 710.40 7.6 Kilometer Travelled 166.67 KM 100 KM 466.67 KM 333.33 KM Trips 4 4 3 3 The data in Table 1 provides information on the fuel consumption and mileage of a vehicle throughout a single day of operation, specifically for short and long hauls. The study primarily focuses on small enterprises. Based on the available data, it can be observed that the cost of a truck utilised by an environmentally conscious individual for short-haul operations is around RM 58 lower than the cost of a truck used by an individual who has not yet adopted green practises. This cost reduction is achieved through a 40% decrease in the distance travelled, while maintaining an equivalent number of trips. The long-haul operation, which involved the utilisation of a truck by an environmentally conscious individual, exhibited a consistent pattern. It resulted in a reduction of around RM 58 in costs, although covering a 29 percent shorter distance, while maintaining the same frequency of visits. By analysing the costs associated with its fuel use, a small business might save 12.2% on shorthaul operations and 7.6% on long-haul operations respectively. As was just mentioned, environmentally responsible logistics makes both short- and long-distance transportation more efficient. When compared to long-haul operations, short-haul ones save 4.6 percentage points more and 11 percentage points less distance. As a result, the green approach may significantly cut operational expenditures for a road transport company, which would result in an increase in revenue. A prior study lends credence to this conclusion by demonstrating how it is possible for the application of strategy to lower operational expenses. According to the findings of Chang et al. (2006), a combination of container types at the supply and demand nodes as well as a system for reusing empty containers can save costs by anywhere from 5 to 46%. 5. CONCLUSION The researcher advises for sample of 100 firms was conducted offering a conceptual model sustainable HGVs in order to enhance road haulage and logistics operations and align them with Malaysia's 11th Plan and the 2030 Agenda, strategic measures need to be implemented. This concept can help industry and governing entities like MOT and MESTECC create green logistics policies. From this study, experts may infer that green practise in goods transit are beneficial. According to this report, 64% of Malaysian road haulage businesses feel the right approach may decrease operating costs. Companies who apply the proper approach have better cost-effectiveness and more efficient number of HGV trips than those that do not. If the proper steps are taken, the growth of Malaysia's road haulage sector might help mitigate the effects of climate change in a roundabout way by reducing both operational costs and carbon emissions. It's also about how to continue pushing projects to accomplish the UN's 2030 SDGs and tackle climate change.

226 ACKNOWLEDGEMENT The authors like to express gratitude to the Politeknik Sultan Haji Ahmad Shah POLISAS and to Mr. Muhammad Akmal Aayraaf Adlan from Malaysian Institute of Transport at Universiti Teknologi MARA. Further, I'd want to offer my sincerest gratitude to everyone who helped me finish this work. REFERENCE Aamuvuori A (2014). Project deliveries: barriers & opportunities of transport logistics in the Barents region (Doctoral dissertation, University of Oulu). Armstrong A (2014). Road Freight Transport: Transport Purchasing and Environmental Impacts. (Master Dissertation, University of Boras). A I Lubysheva A I, Potashev A V, and Potasheva E V. Calculation of gas flow through the flow of axial turbocompressors. J. Phys.: Conf. Ser. 1709 012006. Belyaev A I, and Afanasyev A S (2016). Efficiency of vehicle operation. International journal of economics and financial issues, 6(2S), 24-30. McKinnon A, Browne M, Whiteing A and Piecyk M (Eds.). (2015). Green logistics: Improving the environmental sustainability of logistics. Kogan Page Publishers. Sekaran U, and Bougie R (2016). Research Method for Business: A Skill-Building Approach (7th ed.). Wiley. Tarudin N F (2013). ‘Street Turn’ Strategy: An Analysis of its Effectiveness as a ‘Green Logistics’ Tool for the Management of Empty Containers for Road Haulage in Malaysia. Management, 3(1), 16-19. Thomas J, Huff S, and West B (2014). Fuel economy and emissions effects of low tire pressure, open windows, roof top and hitch-mounted cargo, and trailer. SAE International Journal of Passenger Cars-Mechanical Systems, 7(2014-01-1614), 862-872. United Nations Conference on Trade and Development (2015). UNCTAD annual report; Sustainable Freight transport Systems: Opportunist for developing countries. Geneva: United Nations. Zacharof N, Fontaras G, Ciuffo B, Tsiakmakis S, Anagnostopoulos K, Marotta A, and Pavlovic J (2016). Review of in use factors affecting the fuel consumption and CO2 emissions of passenger cars. European Commission.

227 THE IMPROVEMENTS OF SAFETY ON THE PEDESTRIAN SIDEWALK TOWARDS SUSTAINABLE DEVELOPMENT IN CITY CENTER OF KUALA LUMPUR, MALAYSIA Muhammad Firdaus Abd Rashid1* Siti Khadijah Mohd Mokhtar2 Hajar Aisyah Mohd Isa3 1-3 Jabatan Perdagangan, Politeknik Sultan Haji Ahmad Shah, Pahang *Email: [email protected] ABSTRACT The creation of walkable and sustainable cities, in which residents may meet their daily requirements without taking a car, depends on the accessibility of walkways throughout the urban core. This paper addresses the need for a more secure pedestrian walkway in the heart of Kuala Lumpur, Malaysia, as a step towards long-term sustainable growth. The purpose of this research is to use the responses of pedestrians to determine the present state of sidewalk safety in the study locations of Jalan Masjid India, Jalan Tuanku Abdul Rahman, and Pasar Seni. Quantitative methods were employed in this study, which entailed collecting and transforming data into a numerical form for the purposes of statistical calculations, drawing and analysing conclusions using a mathematical method programme known as Statistical Package for the Social Sciences (SPSS), and so on. The results of this survey showed that the vast majority of respondents felt that enhancing pedestrian safety was essential to making Kuala Lumpur a world-class metropolis. The results of this research should be used to inform future pavement development plans so that mistakes of the past may be avoided. Keywords: Pedestrian, Sidewalk, Safety. 1. INTRODUCTION Kuala Lumpur is the main city of Malaysia. It has an area of 242 square feet and is expected to have a population of 41.7 million people by 2040. Kuala Lumpur is also the best place for business and trade in Malaysia (Department of Statistics Malaysia, 2023). The Kuala Lumpur Structure Plan (KLSP) 2040 now guides the growth of Kuala Lumpur. By the year 2040, the country will be fully grown economically, politically, and socially. This will lead to projects, future land use zones, growth control principles in local plans, and specific guidelines. In contemporary urban environments, pedestrians are required to traverse several locations inside the City Centre in order to meet their diverse demands. Walking is widely recognised as one of the earliest forms of non-motorized transportation. Consequently, each individual who undertakes a journey on foot is classified as a pedestrian, thereby occupying a portion of the road infrastructure (Leong S. M., 2011). One significant inadequacy, particularly inside the City Centre, is to the insufficiency of the pedestrian network's accessibility (Kuala Lumpur City Hall, 2012). A city centre cannot be considered pedestrian-friendly if it lacks a comprehensive pedestrian network and has significant shortcomings in terms of maintenance and accessibility.

228 One of the primary concerns about pedestrian safety is the inability of drivers to recognise and respect the rights of pedestrians. Additionally, the absence of proper signs for pedestrians contributes to an elevated risk of accidents (Mohamed, 2008). Based on the police records, a total of 562 pedestrians have been reported as fatalities each year over the last two years, predominantly in metropolitan regions. Notably, this figure encompasses 40% of kid pedestrians, of whom at least 40% have suffered fatal injuries (The Star, 2014). The consideration of safety when walking is a crucial element for pedestrians. Hence, it is imperative that urban facilities are sufficient and easily accessible for pedestrians. Recognising the inherent sustainability and beneficial impact on public health and social capital associated with walking (Woo, 2003), there has been an increased focus among policymakers and researchers on the implementation of safer pedestrian designs. This shift in emphasis may be attributed to the emergence of the "new urbanism" idea. The lack of urban services on public sidewalks is a big problem, especially in the City Centre (Kuala Lumpur City Hall, 2012). Also, buildings and infrastructure growth in Malaysia have not yet reached a level that is satisfactory (Khairi Mohamed, 2008). Shamsuddin S. et al. (2012) found that pedestrians in Kuala Lumpur City Centre said they got tired while walking because there weren't enough services. So, it's important to figure out what the parts of urban services on the sidewalk are if you want your city to meet world-class standards. Also, the overoptimization of other activities led to too many people on the streets, which made it hard for people to move around (Khairi Mohamed, 2008). In a case study (Bachok, S., et al., 2004) at Tuanku Abdul Rahman Street or "Jalan TAR" and Central Market in Kuala Lumpur, it was found that facilities or furniture on the pavement can make it hard for people to walk, which can force them to use the roadside and increase the risk of accidents. 2. LITERATURE REVIEW The safety factor plays a significant role in shaping a walkable environment. A pedestrianfriendly environment that ensures safety enables individuals to stroll with ease and alleviates their concerns regarding potential criminal activities or accidents (Zakaria J. et al., 2014). According to research conducted by Southworth (2005), it was suggested that the quality of the walking environment might potentially impact the level of pedestrian activity. Additionally, Jacobs (1969) said that enhancing safety measures is crucial in order to create more transparent spaces. According to this line of thinking, it is imperative that the sidewalk offers a satisfactory pedestrian experience and ensures a high degree of safety to accommodate the diverse segments of the population. This would enable individuals to traverse the area without apprehension over their personal well-being during their pedestrian activities. An effective configuration of pedestrian networks, accompanied by a well-defined pedestrian zone, has the potential to enhance safety and provide a more comfortable environment for individuals. Increasing security by making things easier to see and understand. According to the research that already exists, (Newman, O., 1996), urban designs are crucial in preventing the establishment of concealed and disguised niches that cater to criminal activities on the streets. Criminals may use veiled and hidden nooks as safe havens, putting pedestrians at risk, especially in low-density areas (Zakaria J. et al., 2014). Given this weight of data, it's clear that the lighting along the sidewalks has to be upgraded so that people can see where they're going and avoid getting hurt from trips and falls. The visibility of pedestrian activities from automobiles can also help prevent accidents involving pedestrians.

229 According to (Zakaria J. et al., 2014) on the subject of pedestrian safety in Kuala Lumpur's central business district, 21.8 percent of respondents were dissatisfied. Another research (Bahari, N.I. et al., 2012) found that pedestrians' perception of safety is the most important factor when deciding whether or not to stroll in Kuala Lumpur's commercial districts, accounting for fifty percent of the variance. As a result, it's clear that the city's downtown must prioritise pedestrian safety in order to ensure a secure setting for all kinds of everyday foot traffic, especially for the elderly, women, children, and people with disabilities. When using the pavement in the City Centre, pedestrians may form their own opinions on the area. High amounts of pedestrian traffic can be attributed to pedestrian facilities that are both well-designed and -maintained. Cities with convenient access for pedestrians would "save even more lives as more people walk and fewer people drive" (Tolley R., 2009). Only in a few areas of Kuala Lumpur, according to an observational study (Shamsuddin S., et al., 2012), do pedestrians have access to safe, convenient, attractive, and easy-to-use walking facilities. Similarly, fifty percent of respondents in a separate study were dissatisfied with disabled facilities. According to another report (Rahman A. et al., 2014), disability accommodations rank high on the list of things that might want improved. In addition to accommodating the expected foot traffic, sidewalks should provide adequate space for bicycles and strollers. According to research from Kermanshah, Iran (Ramin B., and Seyyed A., 2014), most pavements are too narrow for pedestrians to walk comfortably, and the space that is available has been taken up by things like steps, tiny gardens, and ramps. According to (Ariffin R. N., and Zahari K. R., 2013), without a pavement, pedestrians are forced to use the road, which poses a safety risk, or an unwelcoming shoulder. One of the reasons pedestrians cross the street rather than utilise the pavement, according to the study's authors, is narrow pavements. 3. CONCEPTUAL FRAMEWORK There exists a variable that represents the specific topic of interest that a researcher want to explore and analyse. There are a limited number of elements, sometimes referred to as independent variables, which have an influence on the dependent variable in various manners. Figure 1 Conceptual Frameworks 4. METHODOLOGY For this study, the researcher used a mathematical approach, which is similar to how the natural sciences work. It involves getting data and turning it into numbers so that statistical calculations can be made and conclusions can be drawn. (Independent variable) (Dependent variable) Improve Pedestrian Sidewalk Towards Sustainable Development Safety • Human Error • Road Furniture

230 This is done with a programme called Statistical Package for Social Science (SPSS), which is a mathematical method programme. The form had three parts, which were section A, section B, and section C. For part A, which is the interviewee or responder description, the demographic background is given in the form of nominal data. In section B, the factors or variables are shown on a Likert scale and as nominal data. In section C, ideas or opinions are shown in the form of open questions and nominal data. In this study, a simple random sampling method was used for probability sampling. This gave the researcher a clear picture of the link between the sample and the community. The goal of the simple random sample method used by the researcher was to cut down on the chance of human bias. The population number used in this study is based on Kuala Lumpur, which has a total size of 242 square feet and is expected to have 1.7 million people living there in 2022 (Department of Statistics Malaysia, 2022). According to the Raosoft calculator (Raosoft.com, 2016), the sample size for this study is 390 valid questionnaires, with a margin of error of 5% and a confidence level of 95%. These questionnaires have been handed out on the sidewalks of Jalan Tuanku Abdul Rahman (Jalan TAR), Jalan Masjid India (JMI), and Pasar Seni (PS), which are visited by both locals and tourists. 5. FINDINGS AND DISCUSSION Figure 2 indicates the distribution of respondents by gender at three separate locations: Jalan Masjid India (JMI), Pasar Seni (PS), and Jalan Tuanku Abdul Rahman (JTAR), according to the data. One hundred sixty-six (166) of the respondents (or 42.6% of the total) are men. Conversely, 57.4%, or 234 women, made up the sample. Three hundred sixty-eight (368) out of a total of 368 respondents (or 94.4% of all respondents) in this survey are Malaysian nationals. Twenty-two (22) of the responses are not Malays, making about 5.6% of the total. The majority of the non-Malaysians involved in this study came from the Pasar Seni research district. KL's Central Market is a must-see for any visitor to the city. Figure 2. General Information 1 The most significant aspect of a safe pedestrian walkway that would affect the improvements needed to promote sustainable growth was asked of respondents in order to gauge their perceptions and expectations, as seen in figure 3. In order to answer question E3, respondents were given a likert scale to indicate the extent to which they saw drivers speeding in the research region. Figure 3 displays the findings at PS as a stacked line chart, with "agreed" being the most popular option (54%) and "strongly agreed" (40%) coming in second and third, respectively. 166 (42.6% ) 224 (57.4% ) Male Female 368 (94.4% ) 22 (5.6%) Malaysian Non-…

231 Second, JTAR's research reveals that almost half (47%) of respondents are in agreement, while nearly as many (42%) are in disagreement. Finally, seventy-eight (78) percent of respondents choose "agree" for JMI. These findings suggest that cars were speeding in all study areas, which poses a threat to pedestrians who are utilising the pavements. Figure 3. Drivers Seem to be Speeding at this Area Improve and raise the degree of sidewalk safety by using uniform pedestrian signs with clear information that can be widely comprehended. Using a likert scale, we inquired, as shown in Figure 4 below, whether or not pedestrian information signage is obvious at PS, JMI, and JTAR. According to the statistics, respondents are most likely to select "agreed" (59), followed by "strongly agreed" (29). Sixty-eight (68) of respondents chose JMI and 51 chose JTAR, both agreeing with the results for PS. This finding has implications for sustainable development in terms of pedestrian safety along the sidewalks of the PS, JMI, and JTAR study areas. Figure 4. Pedestrian Information Signage is Not Clear Crosswalks are not just an urban design treatment but also an integral feature of the pedestrian sidewalk network (San Francisco Department of Planning, 2010). Using a likert scale, we questioned respondents in Question E9 whether or not crosswalks were marked in the research region. Figure 5 is a stacked line chart displaying the findings at PS, where the top choice was agreed with by 53 people, the lowest was disagreed with by 15 people, and everything in between was a yes or no. The data also shows that sixty (60) percent of respondents found JMI to be accurate, while forty-four (44%) found JTAR to be accurate. 8 17 11 54 40 10 14 6 78 22 23 42 7 47 11 0 20 40 60 80 100 120 140 160 180 200 Strongly Disagree Disagree Moderate Agree Strongly Agree PS JMI JTAR 8 17 17 59 29 13 18 18 68 13 19 28 17 51 15 0 20 40 60 80 100 120 140 160 180 200 Strongly Disagree Disagree Moderate Agree Strongly Agree PS JMI JTAR

232 Figure 5. Crosswalk are Not Marked or Poorly Marked The responses of 390 people are summarised in Table 1 below, along with an analysis of their frequency and percentages pertaining to changes to pavement safety. Researchers feel these findings from PS, JMI, and JTAR respondents should be considered when planning for pedestrian sidewalk safety to promote sustainable growth in Kuala Lumpur. Above and above 146 respondents (or 37.4% of the total) indicated they strongly or somewhat agreed with all recommendations. Table 1: Summary of Improvement towards sidewalk safety Recommendation Strongly Disagree Disagree Moderate Agree Strongly Agree Placing the local authority to monitor the obstruction 25/6.4% 37/9.5% 44/11.3 206/52.8% 78/20% Improve the pedestrian sidewalk width 34/8.7% 39/10% 36/9.2% 207/53.1% 74/19% Improve the material pedestrian sidewalk surface 39/10% 53/13.6% 47/12.1% 176/45.1% 75/19.3% Improve the facility design according to modernity 38/9.7% 48/12.3% 45/11.5 174/44.6 85/21.8% Review sidewalk facility according to current requirement 44/11.3% 58/14.9% 63/16.2% 146/37.4% 79/20.3% Re-evaluate the speed of vehicles near the sidewalk 32/8.2% 50/12.8% 45/11.5% 185/47.4% 78/20% Improve the pedestrian sidewalk signage 33/8.5% 47/12.1% 53/13.6% 18747.9% 70/17.9% Improve the pedestrian traffic signals 37/9.5% 30/7.7% 65/16.7% 190/48.7% 68/17.4% 6. CONCLUSION AND RECOMMENDATION The data analysis demonstrates that the safety factor greatly contributes to a better pedestrian walkway, which helps Kuala Lumpur become a city with integrated and sustainable growth. One of the most crucial features of a sustainable city, according to researchers, is an upgrade of pedestrian networks. The design and state of pavements may have a significant impact on people's decisions and actions. 17 15 21 53 24 17 22 23 60 8 18 21 24 44 23 0 20 40 60 80 100 120 140 160 180 Strongly Disagree Disagree Moderate Agree Strongly Agree PS JMI JTAR

233 The sustainability, economy, livability, and health of the city will all benefit from a pleasant network that encourages walkability, social engagement, and the use of public transit. Because of the potential impact they may have on a city's prosperity and allure, more and more municipalities are prioritising the development of their pedestrian networks. ACKNOWLEDGEMENT The authors are appreciative of the help they received from Universiti Teknologi Mara Shah Alam and Politeknik Sultan Haji Ahmad Shah POLISAS. In addition, I want to give a shoutout to everyone who played a role in making this paper a reality.

234 REFERENCE Aravind R., Lakshmi S., and Gunasekaran K., (2015), Study on Pedestrian Behaviour for a Cross Walk Facility, IJCMPE, pp 16, Chennai. Ariffin R. N., and Zahari K. R., (2013), Perceptions of the Urban Walking Environments, ELSEVIER, 105, 593-594. Bachok, S., S.H. Anuar (2004), Light Rail Transit stations and Pedestrinisation: Case Studies Travel Pattern and Behaviour at Tuanku Abdul Rahman, Copenhagen, Denmark. Bahari, N.I., Arshad, A.K., and Yahya, Z., (2012). Pedestrians Perception of The Sidewalk Facilities In Kuala Lumpur's Commercial Areas. International Sustainability and Civil Engineering Journal , 1. Kuala Lumpur. Department of Statistic Malaysia, (2023), Population Quick Info, Federal Government Administrative Centre, Putrajaya. Department of Statistic Malaysia, (2022), Population Quick Info, Federal Government Administrative Centre, Putrajaya. Leong S. M., (2011), Integrated Pedestrian Network in Kuala Lumpur. Paper presented at the PIARC International Seminar 2011, Kuala Lumpur. Jacobs J., (1969), The Death and Life of Great American Cities, The Modern Library, New York. Khairi Mohamed, (2008), The Use of Wakable Street, Faculty of Built Environment, Universiti Teknologi Malaysia. Kuala Lumpur City Hall, (2012), Kuala Lumpur City Plan (KLCP 2020), Retrieved from Kuala Lumpur City Hall website: http://klcityplan2020.dbkl.gov.my/. Knoblauch, R. L., (1987), Investigation of Exposure Based Pedestrian Accident Areas: Crosswalk, Sidewalks, Local Street and Major Arterial, Report No. FHWA/RD-87-038, Washington D. C. Leslie Deacon., (2013), Planning Sidewalks: Implications of Regulating Sidewalk Space in the East Village, Columbia University. Newman, O., (1996), Creating Defensible Space, Center of Urban Policy Research, United States Department of Housing and Urban Development, Diane Publishing. Rahman A., N., Shamsuddin S., and Ghani I., (2014), What Makes People Use The Street ?: Towards a liveable urban environment in Kuala Lumpur city centre, ELSEVIER, 170, 630. Ramin B., and Seyyed A., (2014), Sidewalks: Forgotten Areas In The City (Case Study: Kermanshah, Iran). Indian Journal of Fundamental and Applied Life Sciences, 1118-1121. Raosoft.com., (2016). Sample Size Calculator [online]. Available at http://www.raosoft.com/samplesize. Shamsuddin S., Hassan A., and Bilyamin I., (2012), Wakable Environment in Increasing the Liveability of a City, ELSEVIER, 50, 175. Southworth M., (2005), Designing Wakable City, Journal of Urban Planning and Development, 131, 246-257. The Star, (2014), Many Pedestrians Killed in Traffic Accidents Each Year, www.thestar.com.my/news/nation. Tolley R., (2009), Providing for pedestrians: Principles and Guidelines for Improving Pedestrian Access to Destination and Urban Spaces, Unpublished Manuscript. U.S Department of Transportation, (2014), Chapter 4: Sidewalk Design Guidelines and Existing Practices, Federal Highway Administration, Washington D.C. Zakaria J. and Ujang N., (2014), Comfort of Walking in the City Center Kuala Lumpur, ELSEVIER, 170, 644-645.

235 PEDESTRIAN'S PERCEPTION TOWARD QUALITY OF SIDEWALK FACILITIES CASE STUDY: JALAN MASJID INDIA, JALAN TUANKU ABDUL RAHMAN AND PASAR SENI KUALA LUMPUR Azura Ibrahim1* Muhammad Firdaus Abd Rashid2 Jezan Md. Diah3 1-2 Jabatan Perdagangan, Politeknik Sultan Haji Ahmad Shah, Pahang 3Faculty of Civil Engineering, Universiti Teknologi MARA, Selangor *Email: [email protected] ABSTRACT The objective of this study is to assess the perceived quality of sidewalk facilities as perceived by pedestrians. To facilitate the promotion of sustainable mobility through public transit, it is imperative to prioritize the assessment of sidewalk infrastructure quality. The methodology employed in this study is based on quantitative methods. Questionnaire surveys are utilized to evaluate the essential aspects of existing pedestrian amenities and to investigate pedestrians' impression of sidewalk quality. The data that was gathered has been evaluated utilizing the Statistical Package for Social Science (SPSS). The results of this study revealed that a significant proportion of participants expressed agreement with the necessity to enhance the quality of facilities in study areas located on sidewalks, with the aim of promoting sustainable development in Malaysia. The anticipation is that the outcomes derived from this investigation will provide valuable insights for the formulation of future development strategies pertaining to sidewalks and related infrastructure. Such initiatives have the potential to foster sustainable development by facilitating active modes of transportation, mitigating carbon emissions, enhancing public health, and cultivating vibrant and livable communities. Keywords: Pedestrian, Sidewalk, Facility. 1. INTRODUCTION The capacity of pedestrians to perceive and comprehend their environments, including the presence of vehicles, other pedestrians, and potential hazards. Understanding pedestrian perception is essential for enhancing sidewalk infrastructure and developing technologies that interact with pedestrians more effectively. Perception of pedestrian facilities is crucial to assuring the safety and accessibility of walking and cycling routes. A pedestrian facility is any infrastructure or design element created specifically for pedestrians, assuring their safety and convenience while walking or jogging. This may consist of footpaths, crosswalks, pedestrian bridges, pedestrian tunnels, pedestrian plazas, and other elements that prioritize pedestrian movement and accessibility. All individuals, including those with disabilities, should have access to pedestrian infrastructure. The Americans with Disabilities Act (ADA) provides guidelines for designing accessible and usable pedestrian facilities for people with disabilities. 1990's Americans with Disabilities Act. A quality pedestrian facility will prioritize the convenience and comfort of pedestrians. Lighting, landscaping, street furniture, and amenities can improve the pedestrian experience overall.

236 Designing pedestrian-friendly environments that are aesthetically attractive, well-maintained, and offer amenities such as seating, shade, and public art can promote walking and create vibrant pedestrian spaces (U.S. Department of Transportation, 2023). Studies have demonstrated that pedestrian traffic increases in areas with more pedestrian facilities. In areas with more comprehensive and continuous sidewalks, walkways, crossings, and other pedestrian facilities, there are more pedestrians. The need to enhance safety, infrastructure, and other variables can play a significant role in determining when and where improvements to sidewalks should be made. Analysis of the particular context, including land uses and the transportation network, can assist in determining pedestrian requirements. There is a need to enhance the capacity of urban sidewalks in a manner that aligns with the urban environment and guarantees a superior standard of public space. The prioritization of sustainable modes of transportation through the allocation of dedicated and efficient space can facilitate the integration of high-efficiency modes such as transit, while creating additional capacity for other street activities that contribute to the vitality of urban environments. The presence of well-designed sidewalks that are appealing to pedestrians and accommodate many modes of transportation can have several positive impacts on the local community. These include enhancing safety, improving the quality of public spaces, and promoting the use of multiple modes of transportation. Moreover, such sidewalks can also yield economic benefits, such as greater retail sales and higher property values. The allocation of resources towards the development and maintenance of streets yields substantial economic advantages over an extended period of time. Regular examination and monitoring of pedestrian facilities is necessary to detect faults and improve them. Data on pedestrian numbers, safety events, and user feedback can guide design and maintenance priorities. Transportation authorities, local communities, and pedestrian advocacy groups can improve pedestrian facilities by working together (U.S. Department of Transportation, 2023). Since they utilize the facilities daily, pedestrians should be surveyed to create a walking-friendly atmosphere. Urban facilities on pedestrian sidewalks are lacking, notably in the City Centre (Kuala Lumpur City Hall, 2012). In Malaysia, facilities and infrastructure development are still lacking (Nur Sabahiah, 2017). According to Shamsuddin (2013), Kuala Lumpur City Centre pedestrians complained of fatigue due to a lack of services. This report examines Kuala Lumpur sidewalk quality and satisfaction. The findings could help planners, municipal governments, and facilities providers improve pedestrian facilities. 2. LITERATURE REVIEW The pedestrian likely possesses their own perspective regarding the concept of walking within the City Centre while utilizing the sidewalk. Numerous studies have demonstrated that pedestrian facilities that are thoughtfully built and well maintained have a positive impact on promoting walking behavior and facilitating increased levels of pedestrian travel. According to Tolley (2009), the enhancement of pedestrian mobility in urban areas has the potential to not only reduce fatalities but also encourage the adoption of walking as a viable mode of transportation. According to the research conducted by Shamsuddin, Hassan, and Bilyamin (2012), the investigation focused on the observation of specific locations in Kuala Lumpur where pedestrians can find uninterrupted and comfortable walking paths.

237 According to a study conducted by Rahman, Shamsuddin, and Ghani (2014), one crucial area that requires enhancement among responders is the provision of adequate facilities. Having amenities on the path is a key part of making it easy for people to walk. A good pedestrian sidewalk should be well-built and planned by an architect. When walking on a path, it's important for a person to have a place to rest. Things like chairs, benches, and steps come to mind. Sitting is a popular thing to do, and it leads to other things like eating, talking, and watching other people. Sitting also requires you to pay attention to some important things, like keeping yourself safe from the weather. For comfort in rainy or hot conditions, it is important that the fronts of buildings along the sidewalk have colonnades or awnings (Khairi M., 2008). Sidewalks also need to have enough space to store things so that the expected number of walkers can get to the facility quickly. A case study from Kermanshah, Iran, by Ramin and Seyyed (2014) showed that most sidewalks aren't wide enough for people to walk on, and that the limited width of the walkways has been taken up by stairs, small gardens, or ramps, making it hard for people to walk. According to (Ariffin R. N., and Zahari K. R., 2013), if there isn't a path, people have to walk in the road, which is less safe, or walk along the road, which isn't a friendly place. Street lighting is an additional factor that impacts pedestrians when use the sidewalk. The installation of lighting infrastructure along sidewalks and streets, particularly at crosswalks, serves the objective of enhancing pedestrian awareness, visibility, and personal security (Solomon, 2011). Moreover, this technology enables those in motor vehicles to observe pedestrian behavior on the sidewalks, so mitigating the risk of potential accidents. The fear of victimization deters pedestrians from traversing a particular location after nighttime. Therefore, the presence of illumination provided by commercial establishments or public lighting fixtures is crucial for the effectiveness of a pedestrian pathway. 3. CONCEPTUAL FRAMEWORK There is a variable consisting of the topic of interest that a researcher wishes to study and investigate. As demonstrated in Figure 1, there are few factors or independent variables that influence the dependent variable in any manner. Figure 1: Theoretical Frameworks • Roof • Benches • Lamps • Ramps • Handrails (Independent variable) (Dependent variable) Pedestrian's Perception Toward Quality of Sidewalk Sidewalk facility