Preliminary Environmental Impact Assessment

Proposed Kinrara-Damansara Expressway (KIDEX) PRELIMINARY ENVIRONMENTAL IMPACT ASSESSMENT PROPOSED KINRARA-DAMANSARA EXPRESSWAY (KIDEX) TABLE OF CONTENTS Page No.

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INTRODUCTION 1.1 1.2 1.3 Project Title Project Brief Longitude and Latitude 1-1 1-1 1-1

1.4

Statement of Need 1.4.1 1.4.2 1.4.3 Need of the Project Tenth Malaysia Plan (2011-2015) Local Plans

1-1 1-1 1-3 1-4 1-4

1.5 2

Legal Requirements

PROJECT INITIATOR / CONSULTANT 2.1 2.2 2.3 2.4 2.5 2.6 Project Initiator EIA Consultant Laboratory Other Consultants Objectives and Work Scope of EIA Study Sources of Information 2-1 2-1 2-1 2-3 2-4 2-5

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PROJECT DEVELOPMENT OPTIONS 3.1 3.2 3.3 3.4 3.5 Introduction Project Options The No Project Options Alignment Options Construction Options 3-1 3-1 3-1 3-1 3-3

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PROJECT DESCRIPTION 4.1 4.2 4.3 Introduction Location Development Components 4.3.1 Superstructure 4.3.2 Substructure & Foundation 4.3.3 Long Span Structures 4.4 Project Activities 4.4.1 Pre-construction 4.4.2 Construction Phase 4.4.3 Operation and Maintenance 4.5 4.6 Construction Schedule Infrastructure & Utilities 4-1 4-1 4-2 4-2 4-3 4-3 4-3 4-4 4-4 4-4 4-5 4-5

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Proposed Kinrara-Damansara Expressway (KIDEX) TABLE OF CONTENTS (Cont’d) Page No. 4.6.1 Design Speeds and Geometric Standards 4.6.2 Traffic Diversion and Road Closure 4.6.3 Drainage for Road Alignment 4.6.4 Slope Stability & Ground Treatment 4.6.5 Toll Plazas 4.6.6 Ancillary Facilities 5 THE ENVIRONMENTAL SETTING 5.1 5.2 Introduction Physical Environment 5.2.1 5.2.2 5.2.3 5.2.4 5.2.5 5.2.6 5.2.7 General Description Topography Hydrology and Streamflow Geological Terrain Soil Climate Landuse and Sensitive Receptors 5.2.7.1 5.2.7.2 5.2.7.3 5.2.7.4 5.2.7.5 5.2.8 5.2.9 Existing Landuse within 5 km Radius Existing Landuse Within and Adjacent to Project Alignment Environmentally Sensitive Areas and Heritage Sites Downstream Activities Future Landuse 5-16 5-16 5-27 5-27 5-29 5-29 5-30 5-31 5-33 5-34 5-39 5-39 5-40 5-41 5-41 5-41 5-42 5-42 5-42 5-43 5-43 5-15 5-1 5-1 5-1 5-1 5-1 5-2 5-3 5-7 5-11 5-11 5-12 4-5 4-6 4-6 4-7 4-8 4-8

Water Quality 5.2.8.1 Water Quality Results Air Quality 5.2.9.1 Air Quality Results

5.2.10 Noise Quality 5.2.10.1 Noise Monitoring Results 5.2.11 Vibration 5.2.11.1 Vibration Measurement Results 5.3 Existing Biological Ecosystems 5.3.1 5.3.2 5.4 5.4.1 5.4.2 5.5 5.5.1 5.5.2 5.5.3 5.5.4 Flora Survey Fauna Survey Land Acquisition Socio-Economic Survey Water Supply Electricity Telecommunications Solid Waste Management

Existing Socio-Economic System

Infrastructure and Utilities

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Proposed Kinrara-Damansara Expressway (KIDEX) TABLE OF CONTENTS (Cont’d) Page No. 5.5.5 6 Sewerage System 5-43

IMPACTS IDENTIFICATION AND EVALUATION 6.1 6.2 6.3 Introduction Pre-Construction Phase Construction Phase 6.3.1 Soil Erosion and Sedimentation 6.3.1.1 Estimation of Soil Erosion 6.3.1.2 Revised Universal Soil Loss Equation (RUSLE) 6.3.1.3 Modified Universal Soil Loss Equation (MUSLE) 6.3.1.4 Quanfication of RUSLE 6.3.1.5 Soil Erosion Analysis 6.3.1.6 Sediment Yield and Discharge Analysis 6.3.2 6.3.3 6.3.4 6.3.5 Drainage and Flooding Water Pollution Air Pollution Noise Pollution 6.3.5.1 6.3.5.2 6.3.5.3 6.3.6 6.3.7 Vibration Ecology 6.3.7.1 6.3.7.2 6.3.8 6.3.9 Flora Fauna Noise Source Methodology Assessment Results 6-1 6-2 6-2 6-3 6-3 6-3 6-4 6-5 6-6 6-7 6-12 6-12 6-14 6-15 6-15 6-15 6-15 6-16 6-19 6-19 6-19 6-19 6-20 6-20 6-20 6-20 6-20 6-21 6-22 6-23 6-23 6-24 6-24 6-24 6-24 6-24 6-25 6-25 6-35 6-35

Access Route and Traffic Landuse and Zoning 6.3.10.1 Aesthetic 6.3.10.2 Safety and Risks 6.3.10.3 Business Opportunities / Employment 6.3.10.4 Land Acquisition 6.3.10.5 Socio Economy

6.3.10 Socio-Economic Impacts

6.3.11 6.3.12 6.4 6.4.1 6.4.2 6.4.3

Solid and Scheduled Waste Project Abandonment Drainage and Flooding Water Pollution Noise Pollution 6.4.3.1 6.4.3.2 6.4.3.3 Noise Source Methodology Assessment Results

Operational Phase

6.4.4 6.4.5

Vibration Air Pollution

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Proposed Kinrara-Damansara Expressway (KIDEX) TABLE OF CONTENTS (Cont’d) Page No. 6.4.5.1 6.4.6 6.4.7 Traffic Socio-economics 6.4.7.1 6.4.7.2 6.4.7.3 6.4.8 6.4.9 6.4.10 6.5 Improved travel Employment/ Business Opportunity Land Values Air Quality Modeling 6-35 6-37 6-38 6-38 6-38 6-38 6-38 6-39 6-39 6-39 6-40

6.4.7.4 Aesthetic and Nuisance Solid and Scheduled Waste Generation Safety and Risks Abandonment

Summary of Impacts

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PROPOSED MITIGATION MEASURES 7.1 7.2 Introduction Construction Phase 7.2.1 Erosion and Sediment Control Plan 7.2.1.1 Erosion Control 7.2.1.2 Sediment Control 7.2.1.3 Best Management Practices (BMP) 7.2.2 7.2.3 7.2.4 7.2.5 7.2.6 7.2.7 7.2.8 7.2.9 Cut/Fill Slopes Foundation Water Pollution Hydrology & Flooding Air Pollution Noise Vibration Traffic 7-1 7-1 7-1 7-2 7-4 7-5 7-6 7-6 7-7 7-8 7-8 7-9 7-10 7-10 7-11 7-11 7-15 7-15 7-19 7-19 7-19 7-20 7-20 7-27 7-27

7.2.10 Ecological Aspects 7.2.11 Socio-Economic Considerations 7.2.12 Solid Waste and Scheduled Waste 7.2.13 Abandonment Plan 7.3 Operational Phase 7.3.1 7.3.2 7.3.3 7.3.4 7.3.5 7.3.6 Water Pollution Hydrology & Flooding Air Pollution Noise Vibration Traffic Management Scheme

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Proposed Kinrara-Damansara Expressway (KIDEX) TABLE OF CONTENTS (Cont’d) Page No. 7.3.7 Socio-Economics 7.3.7.1 Aesthetics 7.3.8 7.3.9 Waste Management Safety and Health 7.3.9.1 Project Safety 7.3.9.2 Emergency Response Plan 7.3.9.3 Public Safety 7.3.10 Abandonment Plan 8 ENVIRONMENT MANAGEMENT PLAN 8.1 8.2 Introduction Guidelines for Project Design and Planning 8.2.1 8.2.2 8.3 8.3.1 8.3.2 8.4 8.4.1 8.4.2 8.4.3 8.4.4 8.5 8.6 8.7 8.8 9 9.1 9.2 9.3 9.4 9.5 Introduction Air and Noise Quality Water Quality Changes in Microclimate Socio-economy & Traffic 9.5.1 9.5.2 10 Relocation of residents Socio economical benefits Guidelines for Project Implementation / Construction Guidelines for Project Operation and Maintenance Objectives EMP Format Water Quality Monitoring Air Quality Monitoring Noise Level Monitoring Vibration Monitoring 8-1 8-2 8-3 8-4 8-5 8-5 8-5 8-7 8-7 8-8 8-8 8-9 8-19 8-19 8-19 8-20 7-27 7-27 7-29 7-29 7-29 7-30 7-30 7-30

Environmental Management Plan

Environmental Monitoring Program

Environmental Site Audit Health and Safety Event Contingency Plan Resources Allocation RESIDUAL IMPACTS

9-1 9-1 9-1 9-1 9-2 9-2 9-2 10-1

CONCLUSION REFERENCES EIA CHECKLIST APPENDICES

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Proposed Kinrara-Damansara Expressway (KIDEX) TABLE OF CONTENTS (Cont’d) LIST OF TABLES Page No. Table 1.1 Table 2.1 Table 2.2 Table 3.1 Table 4.1 Table 4.2 Table 4.3 Table 4.4 Table 4.5 Table 5.1 Table 5.2 Table 5.3 Table 5.4 Table 5.5 Table 5.6 Table 5.7 Table 5.8 Table 5.9 Table 5.10 : : : : : : : : : : : : : : : : : : : Level of Service of Existing Roads with and Without KIDEX List of EIA Study Team Members Sources of Information for the EIA Feasibility Matrices Development Components Location of Long Span Structures Cut and Fill Details at the TUDM Area Mainline Geometric Design Standards Interchange Geometric Design Standards Zone Divisions for soil Summary of Landuse Distribution within 5 km radius Sensitive Receptors Adjacent to Project Site Water Quality Sampling Location Water Quality Parameters and Analysis Methods Water Quality Analysis Results Location of Air Quality Sampling Stations Results of Air Quality Sampling Location of Noise Monitoring Stations Schedule 2 - Maximum Permissible Sound Level (LAeq) of New Development (Roads, Rails, Industrial) in Areas of Existing High Environmental Noise Climate Table 5.11 Table 5.12 : : Schedule 3 – Maximum Permissible Sound Level (LAeq) to be maintained at the Existing Noise Climate Schedule 4 – Limiting Sound Level (LAeq) from Road Traffic (For Proposed New Roads and/or Redevelopment of Existing Roads) Table 5.13(a) Table 5.13(b) Table 5.14 Table 5.15 Table 5.16 Table 5.17 Table 5.18 Table 6.1 Table 6.2 Table 6.3 Table 6.4 Table 6.5 Table 6.6 : : : : : : : : : : : : : Results of Noise Monitoring for Daytime Results of Noise Monitoring for Nighttime Location of Vibration Monitoring Stations Results of Vibration Measurement Flora Composition Likely to be Found within the Project Site Total Affected Lots Private Lots Affected Summary of Project Activities and Impacts Estimated Soil Erosion Rates at the TUDM Area Estimation of Sediment Yield and Discharge from the Project Site Detrimental Effects of Air Pollutants Typical Noise Level from Construction Equipment Recommended Limits for Human Response and Annoyance from Short Term Vibrations 6-14 6-16 6-17 5-32 5-33 5-33 5-34 5-40 5-41 5-41 6-1 6-6 6-7 5-32 5-31 1-2 2-2 2-5 3-2 4-2 4-3 4-4 4-5 4-6 5-3 5-11 5-14 5-27 5-27 5-28 5-29 5-30 5-30 5-31

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Proposed Kinrara-Damansara Expressway (KIDEX) TABLE OF CONTENTS (Cont’d) Page No. Table 6.7 Table 6.8 Table 6.9 Table 6.10 Table 6.11 Table 6.12 Table 6.13 Table 6.14 Table 6.15 Table 6.16 Table 6.17 Table 6.18 Table 7.1 Table 7.2 Table 7.3 Table 7.4 Table 7.5 Table 7.6 Table 7.7 Table 8.1 Table 8.2 Table 8.3 Table 8.4 Table 8.5 Table 8.6 Table 8.7 : : : : : : : : : : : : : : : : : : : : : : : : : : Recommended Limits for Damage Risk in Buildings from Short Term Vibration Residential and Commercial Lots Involved in Land Acquisition Input Data for Noise Modeling Estimated Noise Level due to Projected At Grade Traffic Volume and Tunnel Effect Estimated Noise Level at Sensitive Receptors (Ground Level) during Daytime Estimated Noise Level at Sensitive Receptors (Ground Level) during Nighttime Estimated Noise Level at Sensitive Receptors (High Rise) during Daytime Estimated Noise Level at Sensitive Receptors (High Rise) during Nighttime Recommended Limits for Damage Risk in Buildings from Steady State Vibration Predicted 1-Hour CO Concentrations upon Project Completion Base Case Daily PCUs at Toll Plazas Summary of Potential Impacts for Sensitive Receptors Relevant Standards and Legislation Sizing of Earth Drains Abandonment Plan during Construction Phase Proposed Noise Barriers at Affected Sensitive Receptors Elevated Alignment Sections Where Noise Barriers Are Not Necessary Transmission Loss Value for Common Materials Estimated Noise Level at Sensitive Receptors with Noise Barriers Environment Management System Requirements Design Criteria in an EMP Principles in Formulating the Construction Guidelines Principles in Formulating the Operation Guidelines Format of Environmental Management Plan Proposed Monitoring Program during Construction and Operation Phases Budget Allocation for EMP 8-20 8-2 8-3 8-3 8-4 8-5 8-10 7-22 7-23 6-37 6-37 6-40 7-1 7-3 7-16 7-21 7-21 6-35 6-34 6-34 6-33 6-32 6-22 6-25 6-27 6-17

LIST OF FIGURES Figure 1.1 Figure 3.1 Figure 4.1a-g : : : Location of the Proposed Kinrara – Damansara Expressway (KIDEX) Alternative Alignments for Proposed Project Graphic Visualizations of KIDEX 1-6 3-5 4-9 to 4-15

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Proposed Kinrara-Damansara Expressway (KIDEX) TABLE OF CONTENTS (Cont’d) Page No. Figure 4.2(a) Figure 4.2(b) Figure 4.2(c) Figure 4.2(d) Figure 4.2(e) Figure 4.2(f) Figure 4.2(g) Figure 4.2(h) Figure 4.3 Figure 4.4 Figure 4.5(a) Figure 4.5(b) Figure 5.1 Figure 5.2 Figure 5.3 Figure 5.4 Figure 5.5 Figure 5.6 Figure 5.7 Figure 5.8 Figure 5.9 Figure 5.10(a)-(h) Figure 5.11 Figure 5.12(a)-(d) Figure 6.1(a) Figure 6.1(b) Figure 6.1(c) Figure 6.1(d) Figure 6.2 Figure 6.3 Figure 6.4 Figure 6.5 : : : : : : : : Soil Erosion Rate During Pre-Construction Soil Erosion Rate During Construction Phase (Worst Case Scenario) Soil Erosion Rate During Construction Phase (With Mitigation Measures) Soil Erosion Rate During Operational Phase Flooded Areas of Selangor Building vibration z-axis curves for peak velocity Foundation Vibration Velocity Limiting Values for Vectorial Sum of Vibration Levels in Three Orthogonal Axes Divided Sections along KIDEX 6-29 6-11 6-13 6-18 6-18 6-10 : : Environmentally Sensitive Areas and Heritage Sites Location of Baseline Monitoring Stations : : : : : : : : : : : : : : : : : : : : : : Proposed Typical Cross Section at Elevated Section – Beam Slab (Dual Two Lanes Carriageway) Proposed Typical Cross Section at Elevated Section – Portal Frame (Dual Two Lanes Carriageway) Proposed Typical Cross Section at Elevated Section with Beam and Slab (Two Lanes & Single Lane) Proposed Typical Cross Section at Jalan Penchala before Roundabout Proposed Cross Section at Jalan Harapan Proposed Cross Section at Jalan Semangat Proposed Cross Section of Portal Crossing before LDP Crossing Proposed Typical Cross Section at Jalan Kinrara 1 Location of Cut and Fill Areas (TUDM Area) Master Implementation Program Location of Sg Klang Bridge Piers Location of Sg Klang Bridge Piers Sungai Klang Catchment Area Rivers within the Vicinity of the Project Site Geological Profile and Reconnaissance Soil Map of the Project Site Monthly Mean Temperature Mean of Relative Humidity at Subang Rainfall Amount and Number of Rain Days Annual Wind Rose for the Subang Airport Station Wind-rose Summary for the Subang Airport Station (20012010) Landuse within 5 km Radius Landuse and Sensitive Receptors Near the Project Alignment 5-17 5-18 to 5-25 5-26 5-35 to 5-38 6-8 6-9 5-7 5-8 5-8 5-9 5-10 4-16 4-17 4-18 4-19 4-20 4-21 4-22 4-23 4-24 4-25 4-26 4-27 5-4 5-5 5-6

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Proposed Kinrara-Damansara Expressway (KIDEX) TABLE OF CONTENTS (Cont’d) Page No. Figure 6.6 Figure 6.7 Figure 7.1 Figure 7.2 Figure 7.3(a) – (c) Figure 8.1(a) (d) Figure 8.2(a) – (b) Figure 8.3 : Organization Chart for EMP Implementation : Proposed Monitoring Stations during Operation Phase : Proposed Monitoring Stations during Construction Phase : : : : : Predicted Noise Contours due to the Proposed Project during Daytime (36 to 72 dBA at 12 dBA Interval) Predicted Noise Contours due to the Proposed Project during Night time (33 to 63 dBA at 10dBA Interval) Proposed Temporary Disposal Site for Biomass Proposed Location of Site Camp Locations of Noise Barriers 7-17 7-18 7-24 to 7-26 8-13 to 8-16 8-17 to 8-18 8-21 6-31 6-30

LIST OF APPENDICES Appendix 1 Appendix 2 Appendix 3 Appendix 4 Appendix 5 Appendix 6 Appendix 7 Appendix 8 Appendix 9 : : : : : : : : : Plan Drawings for Project Alignment Location of Bore Holes and Simplified Bore Hole Logs Laboratory Monitoring Results Land Acquisition Maps Socio-Economic Impact Assessment (SIA) RUSLE & MUSLE Calculations Output Results of Air Quality Modeling Conceptual Erosion and Sediment Control Plans Traffic Management Plan

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

CHAPTER 1: INTRODUCTION 1.1 PROJECT TITLE The proposed project is titled: “Proposed Kinrara-Damansara Expressway (KIDEX)” 1.2 PROJECT BRIEF The proposed Kinrara-Damansara Expressway (KIDEX) will be a 14.9km stretch of fully elevated expressway (except for a short 400m at-grade portion) that begins after the North Klang Valley Expressway’s (NKVE) Damansara Toll Plaza and the interchange to Bandar Utama along the existing SPRINT Highway. The alignment will then traverse through the urban area of Petaling Jaya before terminating at Bandar Kinrara after the Bukit Jalil Highway in Puchong. Toll gates are proposed at the existing NKVE’s Damansara Toll area, at the end of Jalan Harapan between Section 17 and Section 19 (CH 3020 to CH 3400), and near Taman Dato Harun of Petaling Jaya PJS 2 (CH 9640 to CH 10000). 1.3 LONGITUDE AND LATITUDE The proposed alignment will mostly traverse within the State of Selangor with only a small portion travelling through the Federal Territory of Kuala Lumpur (on and off ramps portion at Jalan Damansara CH2150-2200 & Jalan Kinrara CH 13050). The starting chainage after the NKVE Toll Plaza and at the SPRINT Highway is located at coordinates 95492.582 N, 89776.969 E while the ending chainage is located at 86325.849 N, 93893.616 E in Bandar Kinrara 5. 1.4 1.4.1 STATEMENT OF NEED Need of the Project The thriving development of new townships within and around the Klang Valley has made efficient and good road network a necessity. This good economic growth has seen traffic within the Klang Valley and its surrounding areas increase significantly within recent years, resulting in traffic congestion in many areas. The implementation of the Kinrara – Damansara Expressway (KIDEX) would be seen as timely since it would bring a host of benefits with it. The proposed KIDEX would introduce an alternative route between the areas of Puchong near Kinrara, west of Sunway through to Petaling Jaya ‘old’ and ‘new’ town centres and Damansara. The proposed KIDEX will also provide a vital link between the abutting residential areas, south of the KESAS Expressway allowing direct access into Petaling Jaya, Damansara and NKVE. The proposed alignment of approximately 14.9km length will commence west of the existing NKVE Damansara Toll and Bandar Utama Interchange and will end at the Bukit Jalil Highway near Kinrara. The proposed alignment will traverse mainly through built up residential and commercial areas that include the following, amongst others:  Bandar Utama  SS 21 & SS 22

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

          

SS 2 Section 13 Section 14 Federal Highway Route II PJ Newtown PJ Old Town Industrial Area New Pantai Expressway (NPE) KESAS Expressway Taman Medan Jalan Puchong Bukit Jalil Highway

The proposed KIDEX highway shall also provide connectivity to the following existing highways for effective dispersal of traffic:      NKVE SPRINT Highway Federal Highway Route II New Pantai Expressway (NPE) KESAS Expressway Bukit Jalil Highway

The main aim for the construction of the proposed Kinrara - Damansara Expressway (KIDEX) is to provide a short and direct access to both Puchong / Kinrara and Petaling Jaya / Damansara ultimate catchments, giving guaranteed journey-time with dispersal points planned strategically along its corridor for effective dispersal of traffic. The level of service of existing roads with and without the implementation of KIDEX is shown in Table 1.1. Table 1.1 : Level of Service of Existing Roads with and Without KIDEX Along NKVE / SPRINT Year W/O KIDEX With KIDEX Difference W/O KIDEX With KIDEX Along LDP Year W/O KIDEX With KIDEX Difference W/O KIDEX With KIDEX Year W/O KIDEX With KIDEX Difference W/O KIDEX With KIDEX 2015 174,220 130,507 -43,713 (-25%) E C Along Federal Highway 2015 136,487 126,907 -9,580 (-7%) C C 2015 182,604 164,545 -18,059 (-10%) F E

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

Table 1.1 : Level of Service of Existing Roads with and Without KIDEX (cont’d) Along NPE Year W/O KIDEX With KIDEX Diff W/O KIDEX With KIDEX Along KESAS 2015 186,579 175,949 -10,630 (-6%) F E Along Bukit Jalil Highway Year 2015 W/O KIDEX 79,979 With KIDEX 73,782 Diff -6,197 (-8%) W/O KIDEX B With KIDEX B *Reduction of traffic along SPRINT after Jalan Sultan Abu Bakar & Penchala Link, Jalan Puchong, LDP from Sunway to SPRINT and part of Jalan Klang Lama & NPE . Source: KIDEX Sdn Bhd,2012 The proposed KIDEX is a dedicated expressway providing direct access to road users from Kinrara to Damansara. There will be no anticipated connectivity between KIDEX and existing local roads. The main intention of implementing KIDEX is to provide relief from the existing traffic congestion at LDP and SPRINT, provide shorter journey times, shorter travel distance and effective dispersal of traffic between Damansara / Petaling Jaya and Puchong / Kinrara areas through connectivity with existing expressways. 1.4.2 Tenth Malaysia Plan (2011-2015) Under the Tenth Malaysia Plan, the Government will continue to emphasize development particularly in the context of improving access to education and utilities, connectivity and upgrading economic activities in continuity from the Ninth Malaysia Plan. The key physical infrastructure initiatives during the Plan period include providing a Multimodal Transport Network that aims to improve trade efficiency and enhance logistics systems. About RM2.7 billion will be invested to build roads and rail leading to key ports and airports while logistics management will be improved to enhance efficiency of transportation of cargo through rail, ports and airports. The Proposed Kinrara-Damansara Expressway (KIDEX) will therefore be in line with the Tenth Malaysia Plan to assist in achieving these objectives. Year W/O KIDEX With KIDEX Diff W/O KIDEX With KIDEX 2015 154,468 141,450 -13,018 (-8%) A A

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

1.4.3

Local Plans Selangor State Structure Plan (2002-2020) Based on Selangor State Structure Plan, the number of vehicles in the state is expected to increase from approximately 1.76 million vehicles in the year 2000 to approximately 2.98 million vehicles in the year 2020. This will consequently increase the traffic load of the existing roads especially the access roads into and out of Kuala Lumpur. Because of this, the Selangor State government has suggested some measures and one highlighted measure is the upgrading and development of new roads. As the project is aimed at relieving traffic congestion from Damansara to Puchong, it can be said that the construction of the expressway is in tandem with the Structure Plan. Kuala Lumpur Structure Plan 2020 The Kuala Lumpur Structure Plan gives an overview of the existing traffic situation, identified issues and future requirements. According to the Structure Plan, the motorized trips by car in 1997 are expected to almost double by the year 2020. This high increase in traffic is due to the major shift away from public transport (i.e. bus transport). Hence, the increasing reliance on private transportation (i.e. cars) has generated considerable traffic resulting in traffic congestion. Because of this, the road capacities need to be increased through the construction of new roads and the widening of existing roads as an immediate measure (although in the long run the root problem needs to be resolved through other means such as a general shift to public transport). In regard to the development of new roads, the Structure Plan states that the roads should support the use of public transportation by making provision for high-occupancy vehicles and/or trunk bus routes. A road network improvement is deemed necessary which will involve the upgrading of existing roads to arterial roads, building missing linkages and improve interchanges. Stated briefly, Kuala Lumpur requires a comprehensive road network in order to provide convenient road travel and the Project will contribute towards this.

1.5

LEGAL REQUIREMENTS In promotion of an environmentally sound and sustainable development, the government has established the necessary legal institutional arrangements so that environmental factors are taken into consideration at the early stages of any project planning. The Environmental Impact Assessment (EIA) is an important technique for ensuring that the likely impacts of a proposed development on the environment are fully understood and taken into account before such developments are allowed to proceed. As such, the Environmental Quality Act (EQA) 1974 was enacted (with amendments gazetted in 1986) to control and prevent pollution as well as to protect and enhance the quality of the environment. Under the Environmental Quality (Prescribed Activities) (Environmental Impact Assessment) Order 1987, any development categorized as a prescribed activity requires an EIA study to be undertaken in accordance to the guidelines as outlined in the ‘Handbook of Environmental Impact Assessment Guidelines”. The proposed Project falls under: Activity 9: Infrastructure (Construction of Expressway)

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

The Preliminary EIA is prepared based on  A Handbook of Environmental Impact Assessment Guideline published by the Department of Environment Malaysia Guidelines for the Environmental Impact Assessment of Highway/Road Projects by Jabatan Kerja Raya Malaysia

The Preliminary EIA Report will be submitted to the Headquarters of the Department of Environment at Putrajaya for approval as the proposed alignment traverses through both the Selangor and Kuala Lumpur States.

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

Figure 1.1: Location of the Proposed Kinrara – Damansara Expressway (KIDEX)

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

CHAPTER 3: PROJECT DEVELOPMENT OPTIONS

3.1

INTRODUCTION There are principal features inherent in various options that lead to the selection of an optimal choice for development. The various factors taken into consideration when assessing the options include:    Compatibility with the surrounding landuse Socio-economic values in terms of employment, social impacts and contribution to the economy Impacts to the natural environment

3.2

PROJECT OPTIONS The objective of the proposed Project is to relieve the intolerable traffic congestion along the Damansara-Puchong Expressway whereby it will serve the similar catchments of Puchong/Damansara. The proposed KIDEX is expected to effectively reduce traffic congestion as it will link to various expressways such as the NKVE, SPRINT Expressway, Federal Highway Route II, New Pantai Expressway (NPE), KESAS Expressway and Bukit Jalil Highway.

3.3

THE NO PROJECT OPTIONS The “No Project Option” will allow the current traffic condition from Damansara to Puchong to progressively worsen as the number of vehicles continues to increase. The traffic condition will continue to deteriorate with the increasing traffic load. It is generally accepted that traffic congestion and traffic jams have a generally negative consequence on the productivity and health of the population and environment.

3.4

ALIGNMENT OPTIONS In choosing the best possible alignment, there were four main options considered (Option 1 to 4). These four options considered were based on the best linkage to the existing road system. These four alignment choices that were considered are shown in Figure 3.1. The final alignment of choice was chosen based on feasibility studies that were carried out to determine the best possible route and length for the proposed Kinrara-Damansara Expressway. The various routes were evaluated by taking into account the physical, biological and socioeconomic aspects of the existing land use without discounting the engineering aspects and budget constraints. The selection criteria that were taken into consideration are described briefly as follows:  Existing traffic conditions – The traffic flow and traffic volume of the existing route as well as the existing road system already in place. This would include traffic management

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

aspects anticipated during construction phase where diversion of traffic to other alternative roads may be necessary.  Engineering and design constrains - If piers are provided at the medians, then space must be available to maintain the same number of lanes by local widening or use of existing paved shoulders, if available. Environmental factors – The distance of the alignment from the receptors is taken into consideration especially for noise sensitive receptors such as educational and religious buildings. Existing land use and encumbrances – Existing encumbrances are crucial in determining the route as the alignment crosses an already built up city. This would include buildings, stations, utilities, petrol stations and others. The soil conditions and existing terrain such as rivers, ponds and hills are also taken into consideration. Socio-economic Impacts – The social impacts expected from various route options will take into account two important aspects which are: i) Where a property is directly affected and will require acquisition. This will inevitably lead to other issues such as the relocation of occupants or buildings which is generally not accepted by affected communities. Another set of social problems will also arise where acquisition of vacant Government land occupied by squatters is necessary. ii) Where a property is indirectly affected, being in close proximity that requires mitigation measures but does not require acquisition. This may influence the overall aesthetics.

The selection of the various alignment options is also based on feasibility matrixes as shown in Table 3.1. Table 3.1 : Feasibility Matrices NKVE’s Damansara Toll/Bandar Utama Option 1 (%) Option 2 (%) Parameter Traffic Study Traffic Impact Assessment Environmental Impact Assessment Social Impact Assessment Cost Land Acquisition Engineering/ Constructability TOTAL Overall Weightage 14 3 13 13 10 1 7 61 Overall Weightage 8 10 12 12 5 7 6 60

Option 3 (%) (Preferred) Overall Weightage 13 15 15 12 1 3 5 64

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Table 3.1 : Feasibility Matrices (cont’d) PJ New Town Option 2 (%) Overall Weightage 3.80 11.30 5.81 11.63 12.00 2.00 7.00

Option 1 (%) Parameter Traffic Study Traffic Impact Assessment Environmental Impact Assessment Social Impact Assessment Cost Land Acquisition Engineering/ Constructability TOTAL Overall Weightage 7.50 7.50 8.00 14.00 11.00 2.00 5.00

Option 3 (%) (Preferred) Overall Weightage 15.00 15.00 6.33 12.67 5.00 1.00 4.00

Option 4 (%) Overall Weightage 7.50 7.50 9.00 13.00 6.00 2.50 5.00 51.5 Option 4 (%) Overall Weightage -

Parameter Traffic Study Traffic Impact Assessment Environmental Impact Assessment Social Impact Assessment Cost Land Acquisition Engineering/ Constructability TOTAL

55.00 53.54 59.00 Jalan Puchong/River Reserve along KESAS Option 1 (%) Option 2 (%) Option 3(%) (Preferred) Overall Overall Overall Weightage Weightage Weightage 5.00 10.00 15.00 5.00 9.13 9.1 3.00 2.50 6.00 39.73 5.00 9.21 9.21 15.00 2.50 3.00 53.92 5.00 9.14 9.14 11.00 5.00 4.00 58.28

After taking into account the various issues discussed and the feasibility matrices, it was decided that the proposed Option 3 alignment route is the preferred option as it scored the highest compared to other options.

3.5

CONSTRUCTION OPTIONS Various construction options were considered, that may have potential impacts on the environment, and would be mainly in regards to the foundation works as the alignment will be fully elevated and some form of pilling works will be required. The type of piling method considered are bore piles, micro piles, driven piles and hand-dug caisson. The choice of the method will depend on the site condition. The pros and cons of each of the pilling methods are briefly discussed as follows:

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Bore piles – Usually used for medium sized in-situ concrete piles with diameters ranging from 300 mm to 900 mm. The use of drilling rigs with appropriate capacity is required. Due to rapid development of highly effective drilling equipment, this pilling method is widely used. This method generally has lower noise emission and vibration as compared with driven piles. Driven piles/percussion piles - Installation and equipment requirements for this economical method are relatively simple but the noise and vibration generated are much higher than bore piles and restricts its use in heavily built up urban areas. Micro piles/mini piles – Convenient to be used in confined sites with difficult access and limited working space. Uses drilling machines whereby steel pipes are inserted into the ground and grouted as a pile. The drilling produces limited disturbance (basically vibration free). Relatively lower bearing load. Hand-dug caisson – No heavy equipment is required except power tools. Can work on a number of piles at the same time as it does not require drilling rigs. Requires very little working space and allows for works to be carried out at steep areas. Low in vibration and noise. The only drawback is that it can be potentially dangerous for workers working inside the caisson if proper safety measures are not taken.

Other construction options for the ground treatment works include piled embankment, stone columns and soil replacement depending on the engineering assessments and tests carried out. The use of different types of retaining walls such as reinforced soil wall, reinforced concrete wall and geo-synthetic wall will also be chosen and implemented based on the height requirements and site conditions.

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

Figure 3.1: Alternative Alignments for the Proposed Project

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

CHAPTER 4: PROJECT DESCRIPTION 4.1 INTRODUCTION Except for a short 400 m stretch, the Kinrara – Damansara Expressway (KIDEX) will be a fully elevated dual two-lane carriageway of approximately 14.9 km that begins after the North Klang Valley Expressway (NKVE) toll plaza at Damansara and the interchange to Bandar Utama along the existing SPRINT Highway. The alignment will then traverse through the urban area of Petaling Jaya before terminating at Bandar Kinrara after the Bukit Jalil Highway in Puchong. The alignment will incorporate an open toll system with two mainline toll plazas – one at SS2, at the end of Jalan Harapan between Section 17 and Section 19 (CH 3020 to CH 3400) and the other at the green area near Taman Dato Harun of Petaling Jaya PJS 2 (CH 9640 to CH 10000). There will be two ramp toll plazas proposed at the existing NKVE Damansara Toll area. There will be an at-grade section of the proposed KIDEX at the TUDM area of 400m (CH12400-12800) as per request by the Malaysia Highway Authority. 4.2 LOCATION The proposed alignment will mostly traverse within the State of Selangor with only a small portion physically within the Federal Territory of Kuala Lumpur and these are the on and off ramps portion only (Jalan Damansara CH2150-2200 & Jalan Kinrara CH 13050). The starting chainage at the SPRINT Highway is located at coordinates 95492.582 N, 89776.969 E while the ending chainage is located at 86325.849 N, 93893.616 E in Bandar Kinrara 5. The proposed alignment will traverse mainly through built up residential and commercial areas that include the following, amongst others (Figure 1.1):  Bandar Utama  Federal Highway Route II  KESAS Expressway  SS 21 & SS 22  PJ Newtown  Taman Medan  SS 2  PJ Old Town Industrial Area  Jalan Puchong  Section 13  New Pantai Expressway  Bukit Jalil Highway (NPE)  Section 14 The proposed KIDEX highway shall also connect to the following existing highways for effective dispersal of traffic: NKVE  SPRINT Highway  Federal Highway Route II  New Pantai Expressway (NPE)  KESAS Expressway  Bukit Jalil Highway In general, the limit of works starts from Km 0 at the east of the North Klang Valley Expressway (NKVE) near Damansara Toll and it continues through Sprint Expressway towards the east until it reaches Desa Kiara. The route then turns south above the alignment of Jalan 19/13 and connects to the well-known “Rothman’s Roundabout” (presently converted to a signalized junction). From there, the route traverses above Jalan Semangat and then it splits into two separate south-bound to Kinrara and north-bound to Damansara just after the Jalan Semangat signalized junction. Each of these north and south bounds will traverse above Jalan Utara via Jalan Barat, Jalan Timur, Jalan Sultan and ultimately joining at a common point above Jalan Sultan, and continue towards Jalan Penchala vicinity. Continuing towards Jalan Penchala, the alignment then crosses over Jalan Templer Roundabout. From there, it follows above Jalan Selangor and crossing over the P.J Old

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Town area and New Pantai Expressway (NPE) to Taman Medan Baru which link to Konsortium Expressway Shah Alam Selangor (KESAS) and Jln Puchong Batu 6 in the south direction to merge at Lebuhraya Bukit Jalil near Giant Hypermarket where the limits of works end. The graphic visualizations of the KIDEX alignment is shown in Figure 4.1 (a) – (g). 4.3 DEVELOPMENT COMPONENTS The details for the alignment are summarised in the following table. Table 4.1: Development Components Item Total Length Interchanges Elevated Toll Plaza
Source: HSS Engineering Sdn Bhd, 2012.

Length / Nos 14.9 km 7 interchanges with 21 numbers of elevated ramps 2 Numbers

4.3.1

Superstructure The elevated viaduct will be generally located within the road medians or run alongside the main trunk roads. Generally, two types of structural form shall be used for standard spans of the entire elevated mainline and the ramps. A) Segmental Box Girder Superstructure The general form of the proposed viaduct shall be a precast post-tensioned concrete box girder system using segmental construction. There are two types of the viaduct cross section; a single box section supporting single carriageway and a double box section supporting double carriageway. Typical span lengths of the viaduct will be 40m. However, in some cases, lesser span length will be required to suit the existing site conditions.

Typical Single Carriageway Box Girder B) Beam-Slab Superstructure

Typical Double Carriageway Box Girder

The beam and slab superstructure shall be used only at location where the deck is of varying width. This type of structural form shall be considered mainly at the following locations: (a) Elevated Toll plaza (b) Diverging/Merging between the mainline and the ramps

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The deck shall consist of precast pre-tensioned U-beam for the maximum span length of 30.0 m. For longer span and up to 40 m span, precast post-tensioned T-beams shall be used. The deck slab shall be cast in-situ over the beams. The typical and specific cross sections for the KIDEX alignment is shown in Figures 4.1 (a) – (h). 4.3.2 Substructure & Foundation Single piers of rectangular column form with hammer-head crossheads supporting single or twin boxes shall be used where feasible. The crossheads supporting single boxes shall be of reinforced concrete construction whereas crossheads supporting twin boxes shall be of segmental posttensioned construction. In circumstances where a single column is not feasible due to the existence of a narrow median, etc., a portal system will be adopted. The portals shall generally be either reinforced concrete or pre-stressed concrete depending on the portal span length. For the special cases, a hybrid concrete and steel portal may be required to span over the existing flyover. This will be determined during the detailed design stage. Bored piles in group shall generally be used for the foundation of KIDEX. However, due to close proximity of the existing roads, the footprint of the foundation shall be reduced to minimize disruption to road users and local residence. Single large diameter caisson/piles can be considered depending on the site constraints on case to case basis. 4.3.3 Long Span Structures Long span structures shall be required to overcome the difficulties in placing piers and foundations at areas such as existing railway lines, constrained road networks, developments, river/box culvert etc. The preliminary locations where long span structures/special crossings may be required and the estimated span length are summarized in Table 4.2. The long span structures shall generally consist of segmental box girder to be constructed using balanced cantilever method of construction. Table 4.2 : Location of Long Span Structures Location Crossing LDP Tunnel In front of Tropicana Mall Crossing NPE and Komuter Line Crossing Kesas Higway Crossing Bukit Jalil Highway NKVE Interchange (Ramp 2) Kesas Interchange (Ramp 1) Kesas Interchange (Ramp 2) Sprint Interchange (Ramp 1) Sprint Interchange (Ramp 2) NKVE Interchange (Toll Plaza A2) Chainage Mainline 1517.050 1894.050 9289.601 10689.601 13301.601 Ramps 1501.966 401.160 209.803 229.000 310.326 347.964 Maximum Span Length (m) 100 63 70 93 100 60 90 90 90 80 60

4.4

PROJECT ACTIVITIES The project activities for the proposed expressway can be divided into pre-construction, construction and operation stages of the expressway.

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4.4.1

Pre-construction Pre-construction planning involves route selection, surveying and marking of the R.O.W, and contour survey. Property and valuation survey will also be carried out to establish the land value of the affected area. Soil investigations will be carried out to establish the soil profile for the area along the alignment. Survey of R.O.W Survey of the R.O.W involves collation of cadastral information, the identification and delineation of the R.O.W on the cadastral sheets and field inspections to determine the conditions of the land lots that fall within the R.O.W. Contour Survey Contour survey of the R.O.W is necessary to establish ground contours for design purposes. The survey is likely to involve line cutting to establish a line-of-sight where there is obstruction and the establishment of survey markers at appropriate locations. Soil Investigation Soil investigation involves test boring in selected areas of the road alignment, and where structures are to be built, to establish the soil profile and physical and chemical characteristic of the area.

4.4.2

Construction Phase The development activities and scope of work for the Project include site clearing, ground treatment, construction of retaining walls and bridge structures, drainage works, pavement works, installation of road furniture and highway M & E works. Site Clearing, Grubbing and Stripping of Topsoil The site clearing consists of the removal of all vegetation and any structures from the site designated for road development. There will be no major earthworks involving excessive cut/fill to be carried out as the proposed highway comprises fully elevated structures over existing road medians or shoulders and the alignment is within a developed urban area. However, there are some cut and fill activities at the 400m at-grade section of the alignment at the TUDM area (CH12400-12800) (Figure 4.3). The cut and fill details for the TUDM area is shown in Table 4.3. Table 4.3 : Cut and Fill Details at the TUDM Area Activity Cut Fill Quantity (m3) 76600 80500

The amount of unsuitable material is expected to be minimal due to the already developed surroundings of the proposed alignment. These materials are planned to be disposed at the proposed site camp area at Taman Dato’ Harun at KM10 of the proposed alignment. 4.4.3 Operation and Maintenance The operational activities comprises toll collection and traffic management to ensure smooth traffic flow, the operation of the ancillary facilities such as the administrative office and supervision buildings and the provision of emergency telephone and services.

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The maintenance activities can be divided into routine maintenance and heavy repairs. The routine maintenance comprises works such as roadways clearing, upkeep of drainage system, slope protection and control measures whereas heavy repairs are related to making good defects found in carriageway, pavement and structures. 4.5 CONSTRUCTION SCHEDULE The proposed KIDEX will be completed over a period of 30 months from March 2014 to September 2016. The proposed implementation schedule is shown in Figure 4.4. 4.6 4.6.1 INFRASTRUCTURE & UTILITIES Design Speeds and Geometric Standards The design speed of KIDEX shall be generally 80 kph except for areas experiencing difficult terrain due to site restrictions or built-up areas which will be designed for 60 kph. The design speed for interchanges shall be 60 kph or 40 kph subject to site conditions. The geometric design standards used for the mainline and interchanges are shown in Table 4.4 and Table 4.5 respectively. Table 4.4 : Mainline Geometric Design Standards PARAMETERS DESIGN SPEED (KPH) 80 60

CROSS-SECTION WIDTH: Traffic Lane (m) 3.50 3.50 Hard Strip (m) 0.50 0.50 Paved Shoulder (m) 3.00 3.00 Median (m) 2.00 2.00 Verge (m) 1.20 1.20 HORIZONTAL ALIGNMENT: Minimum radius without elimination of adverse camber and 2,500 1,400 transition (m) Minimum radius with maximum superelevation (m) 250 135 VERTICAL ALIGNMENT: Maximum gradient (%) 6.0 7.0 Absolute minimum K-crest value 49 15 Minimum K-sag value 32 18 SUPERELEVATION: Normal (%) 2.5 2.5 Maximum (%) 6.0 6.0 Maximum difference in grade between inner and outer edge of 0.5 0.6 c/way when applying super elevation (%) Minimum length of spiral (m) 45 36 CLEARANCE (FOR LAND PORTION) Minimum vertical clearances for mainline bridges and over 5.4 5.4 bridges (m) Note: Lower geometric standards will be adopted in areas of difficult terrain/area, as a result of site constraints or in built-up area. Median and shoulder width may also be reduced in constraint areas subject to the approval of the Government.

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Table 4.5 : Interchange Geometric Design Standards Directional (Single lane) 60 (40) kph Directional (two lanes) 60 (40) kph Loops Single Double lane lanes 40 kph 40 kph

PARAMETERS

CROSS-SECTION WIDTH: Traffic Lane (m) 5.0 5.0 3.5 3.5 Hard Strip : RHS (m) 0.5 0.5 0.5 0.5 Paved Shoulder : LHS (m) 2.0 1.0 2.0 1.0 Verge (m) 1.2 1.2 1.2 1.2 HORIZONTAL ALIGNMENT: Minimum radius without elimination of 720 (510) 720 (510) 510 510 adverse camber and transition (m) Minimum radius with maximum 135 (55) 135 (55) superelevation (m) Minimum radius with maximum 50 50 superelevation for loops (m) VERTICAL ALIGNMENT: Maximum gradient (%) 7 7 7 7 Absolute minimum K-crest value 15 15 15 15 Absolute minimum K-sag value 10 10 10 10 Maximum difference in grade between inner and outer edge of carriageway when 1.0 1.0 1.0 1.0 applying super elevation (%) Cross fall of inner and outer shoulder (%) 2.5 2.5 2.5 12.5 Pavement camber (%) 2.5 2.5 2.5 2.5 SUPERELEVATION: Normal (%) 2.5 2.5 2.5 2.5 Maximum (%) 7.0 7.0 7.0 7.0 Note: Figure in () indicate values for lower design speeds and correspondingly lower geometric standards that may be adopted in areas of difficult terrain/area, as a result of site constraints or in built-up areas. Shoulder width may also be reduced in constraint areas subject to the approval of the Government. The geometric design will adhere to Jabatan Kerja Raya (JKR) Arahan Teknik (Jalan) 8/86A-A Guide to Geometric Design of Road requirement and the Guidelines for Malaysia Toll Expressway System - Design Standard LLM/GP/T5-08. 4.6.2 Traffic Diversion and Road Closure For existing roads and other existing Expressways affected by the Works, traffic management schemes shall be designed for implementation during the construction stage. All the diverted roads inclusive of any other existing roads affected by the work shall be maintained at all times until the completion of the relevant works. 4.6.3 Drainage for Road Alignment Ground Level Drainage  Design for culverts and roadside drains shall be in accordance with the relevant DID standard procedures.

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   

Drains shall be generally lined with the exception of those which are diversion of or extension to existing drainage system where the new drains will take the form of the existing lining. The minimum size of the pipe culverts shall be in accordance with MSMA 2 nd Edition requirement. All drains and culverts shall be discharged to outlets of sufficient capacity e.g. main drains or rivers. For embankments in areas liable to flooding, the subgrade level is to be a minimum of 300 mm above the 50 years return period flood level.

Bridges  For land bridges, the soffit of the bridge decks are to be designed above the 100 years return period flood level, with a 1 m freeboard.  For major river bridges, the soffit of the deck shall be designed above the 5 years return period flood level with a freeboard of 7.5 m.  Surface drains are to be designed for a flood return period of 10 years and adequately provide for removal of carriageway surface water, erosion protection and slope stabilization.  Bridge piers for waterway crossings (e.g. Sg. Klang) will be in leaves / oval shape instead of rectangular shape to prevent any disturbance to the current flow.  The bridge piers at Sg. Klang will be located 8m away from the river bank. The location of the bridge piers is shown in Figure 4.5. Elevated Alignment Drainage  As the road alignment will be fully elevated, the drainage will in main comprises deck drains that will eventually channel the water to the at-grade drains via horizontal runner pipes and vertical down pipes.  The down-pipes will discharge into the sumps at road level and being directed to an approved discharge point on the road.  The rain water down pipes from the deck shall be concealed within the concrete.  The design standard for the drains will be in accordance with the requirements stipulated in the Urban Stormwater Management Manual for Malaysia (MSMA 2nd Edition) published by the Department of Irrigation and Drainage Malaysia (DID) in 2000.  The drainage infrastructure will be designed to cater for peak flows arising from storms of different Average Recurrence Intervals (ARI). 4.6.4 Slope Stability & Ground Treatment All fill slopes shall be designed with a 2m wide berm spaced at vertical intervals not exceeding 5m with the provision of concrete lined berm drains. The embankment slope shall be 1V:2H. For the stability of embankments the typical Factor of Safety (FOS) is:  Temporary = 1.30 (includes construction, temporary works, etc.)  Long Term = 1.20 (during operation and service life) At the areas where the stiffness of the existing soil is not adequate to receive the fill embankment, ground improvement techniques are to be designed to improve the foundation soil bearing capacity. The adopted ground improvement technique(s) shall be such a combination to satisfy the government’s requirements based on the existing subsoil conditions (e.g. thickness of soft soil stratum), height of embankment, availability of local materials, and ease of construction, cost and period of construction. For areas with poor soil conditions, ground treatment will be carried out. The method used will depend on the height of the embankment and site conditions. The Project will adopt the use of mechanically stabilized earth wall reinforced using metal strip/rods as its main earth retaining structure.

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4.6.5

Toll Plazas Toll plaza shall be designed with the objective of providing efficient toll collection facilities whilst minimizing the land acquisition requirement in compliance with the Inter Urban Toll Expressway System of Malaysia, Guidelines for Malaysia Toll Expressway System - Design Standards (LLM/GP/T5-08). In designing the toll plaza, considerations shall be given to the merging and diverging lanes from the divided dual 2 lane carriageway to the toll plaza to ensure smooth flow of traffic. The Toll Plazas shall each consists of          3 m wide lane for cars and commercial vehicles 3.5 m wide future MLFF lane for cars and commercial vehicles 3.65 m wide lane for ETC lanes 5 m wide lane for abnormal commercial vehicles 2 m wide by minimum 24 m length concrete toll islands at height not less than 150 mm from the finished road surface motorcycle lanes with width of 3 m shall be located adjacent to the toll plaza only a supervision building a TNB sub-station a toll canopy 6 m height minimum

4.6.6

Ancillary Facilities There will be 2 supervision buildings and an administrative office along the mainline with public facilities. Water supply for the building will be tapped from the existing water pipeline with proper submission and test to ensure the quality of the water supplied. The sewerage systems consist of sewerage tanks for storage and primary treatment before discharge to the existing manhole to be drained to the nearby Sewerage Treatment Plant. Drainage for the toll plaza will involve typical drain-curb to transfer the surface water to the abutment and discharge to the existing drain. There will be TNB sub-station at the toll plazas to provide electricity for the toll plazas. For street lighting further from the toll plaza, tapping from the existing sub-station will take place with feeder pillar with separate meter panel. Tapping of telecommunication will be from the nearby existing underground or overhead cable. In general, the required utilities will be sourced from the existing systems.

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Figure 4.1(a) – (g) Graphic Visualizations of KIDEX Figure 4.2(a) : Proposed Typical Cross Section at Elevated Section – Beam Slab (Dual Two Lanes Carriageway) Figure 4.2(b) : Proposed Typical Cross Section at Elevated Section – Portal Frame (Dual Two Lanes Carriageway) Figure 4.2(c) : Proposed Typical Cross Section at Elevated Section with Beam and Slab (Two Lanes & Single Lane) Figure 4.2(d) : Proposed Typical Cross Section at Jalan Penchala before Roundabout Figure 4.2(e) : Proposed Cross Section at Jalan Harapan Figure 4.2(f) : Proposed Cross Section at Jalan Semangat Figure 4.2(g) : Proposed Cross Section of Portal Crossing before LDP Crossing Figure 4.2(h) : Proposed Typical Cross Section at Jalan Kinrara 1 Figure 4.3 : Location of Cut and Fill Areas (TUDM Area) Figure 4.4 : Master Implementation Program Figure 4.5a-b Location of Sg Klang Bridge Piers

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CHAPTER 5: THE ENVIRONMENTAL SETTING

5.1

INTRODUCTION The existing environment of the proposed project alignment and the surrounding areas are evaluated in terms of the natural attributes - physically, biologically or chemically. These attributes, along with socio-economic studies, will enable a comprehensive assessment and reliable evaluation of the potential impacts that will be caused by the proposed Project. The collection of the necessary data (both baseline and secondary) was carried out through numerous site visits, field surveys, literature reviews and discussions with relevant district authorities. The potential area that might be impacted by the proposed Project is an area within a 5-km distance from the boundary of the project and encompasses the various developed urban areas affected by the proposed Kinrara-Damansara Expressway in the State of Selangor and Kuala Lumpur. The assessment of the potential impacts arising from the project will be focused within this area and more specifically on a corridor on both sides of the proposed alignment.

5.2 5.2.1

PHYSICAL ENVIRONMENT General Description As the proposed KIDEX is a 14.9 km fully elevated stretch that begins from Damansara to Bandar Kinrara through Petaling Jaya, the overall physical environment within the proposed alignment is typical of a dense and highly developed urban area with a network of roads within a conurbation of residential, commercial and industrial units. Some of these areas have been developed for quite some time and comprises dense residential units in various housing areas as well as newer commercial areas. These areas already has a system of roadside drains and a network of utilities and services including water pipes, electricity supply cables, telephone cables etc.

5.2.2

Topography The entire project area is predominantly flat ground, with an elevation ranging from 16m to 55m above mean sea level. The area with the highest elevation is from CH 1340 to CH 1900 along the Sprint Highway from Kg. Sg. Kayu Ara to Tropicana Mall. The lowest area is from CH 9520 to CH 10440 along the proposed alignment at Taman Dato Harun, PJS3. In general, much of the natural localised features have been altered due to urbanisation. The existing topography along the alignment is shown in the plan and profile attached in Appendix 1.

5.2.3

Hydrology and Streamflow The proposed project alignment is located within the Sg. Klang River Basin as shown in Figure 5.1. There are no water intake points downstream of the Project alignment. As the proposed project is located within an urban setting, the drainage is through the surface and sub-surface roadside drains along the main expressways, roads and residential service roads. The alignment will cross monsoon drains while travelling along Jalan Semangat and Jalan Penchala.

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The proposed alignment will also cross over Sg. Kayu Ara at CH 560 above the existing SPRINT Highway and Sg. Penchala at CH 2190 before traversing to Jalan 19/13. Sg. Penchala flows from the northern region to the southwest region where it joins with Sg. Klang before draining into the Straits of Melaka. The alignment will also cross over Sg. Klang at CH 10660 to CH 10780 before reaching Taman Kinrara Section 2. In addition, the proposed alignment will also traverse beside the Taman Tasik Jaya along Jalan Timur. Figure 5.2 shows the location of the rivers within the vicinity of the Project site. 5.2.4 Geological Terrain Based on the Geological Map of Peninsular Malaysia (2008), published by the Department of Minerals and Geoscience, the proposed Kinrara-Damansara Expressway is underlain by undifferentiated acid intrusive rocks (NKVE Interchange to CH 5400), limestone/marble rock formations from the Silurian-Ordovician Age (CH 5400 to CH 8280) and carboniferous formations (CH 8280 to END). Rocks from the Silurian-Ordovician Age typically consist of schist, phyllites, slate and limestone with minor intercalations of sandstone and volcanic. Formations from the Carboniferous period comprise phyllites, slate, shale and sandstone. Argillaceous rocks are commonly carbonaceous. Development of limestone is also locally prominent and volcanics of acid to intermediate composition are also locally present. There are no fault lines found within the project alignment. The geological terrain of the project site is shown in Figure 5.3. The proposed KIDEX is mainly underlain by 3 geological formations: Kuala Lumpur Granite, Kenny Hill Formation and Kuala Lumpur Limestone. The starting chainage of the alignment is underlain by the Kuala Lumpur Granite in the vicinity of the Tropicana Golf & Country Resort, Damansara up to Federal Highway Route II. The contact zone between the Granite and Kenny Hill Formation is foreseen to be found near Armada Hotel, located next to the Federal Highway Route II. As a result of metamorphism process due to Granite intrusion, the Kenny Hill Formation has been partly metamorphosed into phyllite and quartzite. However, the type of metamorphosed rock highly depends on the quantity of parent material of Kenny Hill Formation which consists of interbedding of shale, siltstone and sandstone. From the Kuala Lumpur Granite - Kenny Hill Formation contact zone, the Kenny Hill Formation persists up to the New Pantai Expressway (NPE) and comes into contact with the Kuala Lumpur Limestone. The alignment stretches over the Kuala Lumpur Limestone from the contact zone up to Sg. Klang near to the KESAS Highway. The limestone is underlain by recent alluvium and commonly consists of underground Karstic morphology such as sinkholes, pinnacles and cavity which can induce foundation or piling problems. Soil investigations for boreholes in this area showed that the soil characteristics for this area is less sensitive to disturbance (i.e. not a sensitive soil) with respect to moisture content, plastic limit and liquid limit. The value of consolidation parameters for the limestone area also shows that the compressibility of the ground is minimal. At the limestone area, cavities were detected from CH 9500.00 to CH 11500.00 for boreholes KBH29, KBH30, KBH35, KBH38, KBH39, KBH40, KBH41, KBH42, KBH43, KBH44 and KBH45. The alignment will then stretch onto the Kenny Hill Formation again at the southern part nearby the Sg. Klang and extend up to the end of the alignment at Bandar Kinrara.

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5.2.5

Soil Based on the Reconnaissance Soil Map of Peninsular Malaysia (2002 Edition) published by the Ministry of Agriculture, Malaysia, most of the Project alignment is located on the Tanah Bandar soil series while only the section from NKVE interchange to CH0 at Kg. Sg. Kayu Ara is located on the Rengam-Jerangau series (Figure 5.3). The Tanah Bandar soil series is basically a category representing soil on land that has been disturbed for the purpose of town development. The Rengam-Jerangau series is a sedentary soil type mainly located on top of high grade of igneous and metamorphic rock. Soils of the Rengam series are normally developed on medium to coarse grained granite. As the soil series is deep and friable, it is easily permeable to water and offer very little hindrance to root ramification. Soil Investigations on 46 exploratory boreholes were carried out by Maxi Mekar Sdn Bhd and granite/limestone was found at depths of 7.0m – 59.6m while the Standard Penetration Test (SPT) showed that medium dense - very dense sand and silt were found at various depths of 3.0m to 49.5m. Generally, the results from the boreholes show that the proposed alignment can be divided to four (4) zones namely granite (between Damansara to Armada Hotel), sandstone phillite (Armada Hotel to NPE), limestone (NPE to KESAS) and sandstone phillite (KESAS to Bandar Kinrara) as shown in Table 5.1. The SI results had concluded the homogeneous nature and marginally good ground conditions traversed by the alignment. The locations of the bore holes and simplified borehole logs are attached in Appendix 2. Table 5.1 : Zone Divisions for Soil Zoning Nature of the Ground Approximate Stretch Length (Km) Place Zone 1 Granite 6.0 Damansara – Desa Kiara – PJ SS2 – PJ Section 19 – PJ Hilton KBH1 - KBH12, KBH14, KBH15, KBH26 Zone 2 Sandstone / Phyllite 3.4 Armada Hotel – New Pantai Expressway KBH18 – KBH22, KBH28, KBH31 – KBH34 Zone 3 Limestone 2.5 Taman Medan, Jln Kelang Lama – Taman Kinrara KBH29, KBH30, KBH35, KBH37 – KBH42, KBH44, KBH45 Zone 4 Sandstone / Phyllite 1.1

Taman Kinrara – Bukit Jalil

Boreholes

KBH47, KBH49, KBH50

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Figure 5.1: Sungai Klang Catchment Area

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

Figure 5.2: Rivers within the Vicinity of the Project site

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Figure 5.3: Geological Profile and Reconnaissance Soil Map of the Project Site

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5.2.6

Climate The Project area has an equatorial climate with high relative humidity and uniform temperature throughout the year. The nearest meteorological station is at Subang and was used as baseline for the area. The climate data (Malaysian Meteorological Services) from Subang was used to describe the climatic condition at the Project area. The Project site has an equatorial climate experiencing a warm, humid, typically equatorial climate, with uniform temperature and little seasonal variations throughout the year. Temperature The temperature profiles showed little variation throughout the year with the highest mean maximum temperature of 34.9°C (recorded in April and May 2010) and the lowest mean minimum temperature of 31.0°C (recorded in December 2005). Figure 5.4 shows a graphical representation of the monthly mean maximum and minimum temperature. Figure 5.4 : Monthly Mean Temperature

Source: Malaysian Meteorological Services, (2001 – 2010). Humidity Data on monthly average relative humidity indicates that the mean daily relative humidity falls within a range of 75.8% to 81.6%, with higher humidity observed in April and towards the end of the year (September to December). The variation in mean monthly relative humidity is shown in Figure 5.5.

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

Figure 5.5 : Mean of Relative Humidity at Subang

Source: Malaysian Meteorological Services, (2001 – 2010). Rainfall Overall, the rainfall pattern is influenced by the northeast and southeast monsoon. The rainfall data recorded from 2001 to 2010 indicated the months of April and November to have the highest average monthly rainfall of 369.2 mm and 349.3 mm respectively. The driest months were recorded in May and June with average monthly rainfall of 129.4 mm and 146.2 mm respectively. The total average annual rainfall was 2,882.5 mm/year. The precipitation recordings are shown in Figure 5.6. Figure 5.6 : Rainfall Amount and Number of Rain Days

Source: Malaysian Meteorological Services, (2001 – 2010).

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

Wind The wind measurement records for 2001 – 2010 from Subang Airport Station were used. At Subang Airport, calm periods were significant for about 19.8% of the time with wind speeds of less than 0.3 m/s. The predominant annual wind directions throughout the year were from the northwest, north, south and west directions as shown in Figure 5.7. The prevailing wind directions from May to September (Southwest Monsoon) was from the south while the prevailing wind direction from November to March (Northeast Monsoon) was from the northwest. During the inter-monsoon seasons, the prevailing wind was from the northwest direction. The seasonal wind rose diagrams are shown in Figure 5.8. Figure 5.7 : Annual Wind Rose for the Subang Airport Station

Source: Malaysian Meteorological Services, 2011.

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Figure 5.8 : Wind-rose Summary for the Subang Airport Station (2001 – 2010)

Source: Malaysian Meteorological Services, 2011.

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5.2.7

Landuse and Sensitive Receptors Information on the landuse of the alignment and its surrounding areas was based on the following: - Site reconnaissance - Present Land Use Map for Selangor, Kuala Lumpur & Putrajaya, 2008 - Kuala Lumpur and Klang Valley Street Directory, 5th Edition. - Street Directory of Selangor and Klang Valley (2009 Edition) - Aerial photos and Plan and Profile Drawings

5.2.7.1 Existing Landuse within 5 km Radius As the alignment is constructed mostly within the urbanised areas of Petaling Jaya and Puchong, the landuse adjacent to the proposed alignment comprises a mix of commercial, industrial, recreational and residential development. The landuse within the approximate 5 km radius of the Project alignment is shown in Figure 5.9 and summarised in Table 5.2. Table 5.2: Summary of Landuse Distribution within 5 km radius Landuse Categories Urban and Associated Areas Recreational Areas Cemetery Agriculture Stations Mixed Horticulture (Village) Oil Palm Rubber Forest Cleared land and Scrub Lake Quarry Total Total Area (ha) within 5km radius 25,972.20 976.87 14.39 98.55 534.94 48.45 2,249.29 1,744.08 653.18 30.16 29.92 32,352 Percentage (%) 80.28 3.02 0.04 0.30 1.65 0.15 6.95 5.39 2.02 0.09 0.09 100.00

The area within 5km radius of the project largely comprises urban and associated areas (83.34 %) which include residential, recreational, commercial and industrial areas. Village areas (1.65%) found within the 5km radius include Kg. Sg. Penchala, Kg. Segambut Dalam, Kg. Kenangan, Kg. Perahu, Kg. Tengah, Kg. Bersatu, Kg. Seri Puchong, Kg. Sri Langkas and Kg. Seri Andalas. However, these “kampung” areas either have a high built-up density or already surrounded by highly built-up areas. Forested areas (5.39%) would include the Kota Damansara Community Forest Park, forested hills of Damansara Perdana, Kiara Forest Park, The Lake Gardens, Bukit Gasing Forest Reserve and the Ayer Hitam Forest Reserve. Plantations of rubber (6.95%) are only found at the Rubber Research Institute of Malaysia (RRIM) compound. The most prominent water way within the 5-km radius would be Sg. Klang that flows in a south western direction before draining into the Straits of Melaka. The Project‟s alignment will cross over Sg. Klang at CH 10660 to CH 10780.

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5.2.7.2 Existing Landuse Within and Adjacent to Project Alignment The proposed alignment will commence from the on and off ramps at the NKVE interchange that leads to the existing Damansara Toll Plaza. Around the interchange are residential areas (>60m from alignment) including Bayu Puteri Tropicana Apartments, Tropicana Golf & Country Resort, Casa Tropicana Condominiums, Sunway Sutera Condominum, Riana Green Condominium and Tropicana Golf Resort TR1. SMK Tropicana and SRK Tropicana are also located near the NKVE interchange area. Before the existing Damansara Toll, the proposed alignment will also pass by Sri Jakkaamma Temple (near Tropicana Golf Resort TR1 58m LHS of On Alignment) and SJK (T) Effingham located about 32m LHS of Off Alignment. After the existing Damansara Toll, the Education Institute Quarters is found to be located 30m LHS of Off Ramp. The actual KIDEX alignment is proposed to start at the Sprint Highway at Kg. Sg. Kayu Ara. From CH 0 to CH 2100, the proposed alignment will run on the median of the Sprint Highway. Landuse along this stretch include residential areas of Kg. Sg. Kayu Ara (30m LHS & RHS), Damansara Jaya (30 m RHS) and Damansara Utama (30m LHS). At CH 2100, the alignment will make a 45 º turn towards the south and then travels along Jalan 19/13 and the thin stretch of green area dividing the residential areas of Section 17 (LHS) and Section 19 (RHS) located within 20m from the alignment (CH 2520 to CH 2810). The Desa Kiara Condominium is located 50m RHS of the on ramp near the 45º turning. SJK (C) Chung Hwa is located 100m LHS (CH2270) of the alignment at Section 17. The alignment then runs along Jalan 17/47 starting from CH 2810 and passes by the Jasmine Towers Condominium (CH 2850, 20m RHS), Sri Maha Mariamman Temple (CH 2890, 28m RHS), Taman Desa Pesona Condominium (CH 3040, 20m LHS) and Damansara Bestari Apartment (CH 3080, 10m RHS) before entering into Jalan Harapan at CH 3320. The alignment will continue along Jalan Harapan, crossing Rothman‟s Roundabout (presently converted to a crossroad, CH 3700) and then running the whole stretch of Jalan Semangat until SK Sri Petaling where it starts to fork out (CH 5080) before the T junction with Jalan Utara. Lisa De Inn is located beside Rothman‟s Roundabout about 20m LHS of the alignment (CH3640). Landuse along Jalan Semangat are mostly commercial and industrial such as Sin Chew Daily, British American Tobacco (M) Bhd, Colgate Palmolive etc. Masjid Tun Abdul Aziz (CH 4400 7m RHS) and SK Sri Petaling (CH5200 5m LHS) are also located along Jalan Semangat adjacent to the alignment. Single storey terrace houses of Section 14 are also located along Jalan Semangat opposite SK Sri Petaling (CH 4950 to 5200, 23m RHS). Before the T junction of Jalan Utara near SK Sri Petaling, the alignment forks out and travels along both sections of Jalan Utara. The eastern section will connect into Jalan Timur followed by Jalan Sultan and Jalan Penchala while the western section will connect into Jalan Barat and into Jalan Penchala following the loop shape of these roads. Along the eastern curve of the loop, the alignment will pass by the residential area of Section 12 and Section 11 along Jalan Utara (15m, CH 5260 to CH 6060 LHS). SMK (L) Bukit Bintang (CH 5300, 5m RHS), Crystal Crown Hotel (CH 5680, 14m RHS), Ehsan Ria Condominium (CH 5770, 61m LHS) and St. Paul‟s Church (CH 5980, 18m RHS) are also located along Jalan Utara. After crossing the Federal Highway Route II, the alignment will pass by the residential area of Section 9 (CH 6560 to CH 6880, 18m LHS) along Jalan Timur before connecting with Jalan Sultan. The alignment will then pass by Rima College (CH 6980, 12m LHS) along Jalan Sultan before traversing into Jalan Penchala. For the western curve of the loop, the alignment will pass by terrace houses of Section 14 (CH 5220 to CH 5500, 15m RHS) along Jalan Utara. Chapel Luther House (CH 5380, 12m LHS), Tun Hussein Onn National Eye Hospital (CH 5420, 19m LHS), Istara Condominium (CH 5480, 13m

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

LHS), National Institute of Ophthalmology (CH 5420, 76m LHS), Armada Hotel (CH5670, 127m LHS) are also located along Jalan Utara. After crossing the Federal Highway Route II, the alignment will pass by PJ College of Art and Design (CH 6000, 16m RHS), PJ Hilton (CH 6000, 20m LHS), Stamford College (CH 6040, 20m LHS) and LCCI International Qualifications (CH 6100, 10m RHS) before entering Jalan Penchala. After the loop at CH 7460, the alignment will continue along Jalan Penchala until it crosses the New Pantai Expressway (NPE) from CH 9320 to CH 9345. Along Jalan Penchala, the alignment will pass by the residential areas of Section 7 (CH7600 to CH 7880), Section 4 (CH8000 to CH 8840) and Section 2 (CH8910 to CH 9180) on the LHS and Section 8 (CH 7580 to CH 7920) on the RHS. The industrial area of Section 51 occupies a large portion of the landuse RHS of the alignment along Jalan Penchala. The Ching Lin Tong Temple (CH 9160, 46m LHS) and Pusat Perkembangan Minda Kanak Kanak (CH 9420, 20m LHS) are also located near the alignment along Jalan Penchala. After crossing the NPE, the alignment will pass by shop lots of Taman Maju Jaya along Jalan Maju Jaya 1/1 and crosses the patch of green area near Taman Dato Harun of Petaling Jaya PJS 2 (CH 9640 to CH 10000) where the proposed Toll C will be constructed. Next the alignment will pass by Pangsapuri Desa Sepakat (CH 10290 to CH 10560, 28m RHS), Dewan Masyarakat Taman Seri Manja (CH 10290, 36m LHS), Tadika Kemas Cahaya Murni (CH 10370, 17m LHS) and Flat Taman Sri Manja (CH 10400 to CH 10530, 20m LHS) before crossing Sg Klang at CH 10660 to CH 10780. After crossing Sg. Klang, the alignment will cross the Shah Alam Expressway (KESAS) at CH10820 to CH 10850 before entering Persiaran Kinrara Seksyen 3. Along Persiaran Kinrara Seksyen 3, the proposed alignment will pass by Suria Apartment (CH11170, 56m RHS), terrace houses at Taman Kinrara Section 2 (CH 11000 to 11360, 30m LHS), Sri Sunway Apartment (CH 11200 to CH11280, 30m RHS), houses of Taman Kinrara Section 4 (CH 11340, 11m RHS), Taman Kinrara Section 2 Apartments comprising Angsana Apartment (CH11400, 28m LHS) and Bougainvillea Apartment (CH 11450, 28m LHS), Vista Lavender Condominium (CH 11550 to CH 11760, 33m RHS), Kompleks Suria Kinrara which is a Condominium cum Office lots (CH 11680 to CH 11840, 25m LHS) and Surau As Siddiq (CH 11780, 34m RHS). After Persiaran Kinrara Seksyen 3, the alignment will traverse through the T junction with Jalan Puchong and travel into the western compound of the Pusat Latihan Pengurusan Logistik Tentera Udara dan Darat Malaysia (TUDM) Kinrara. The alignment will skirt along the western and southern portion of the TUDM camp from CH 12100 to CH 13000. Along this section the alignment will pass by SJK(C) Yak Chee (CH 12400, 65m RHS), SK Seksyen 1 Bandar Kinrara (CH 12500, 186m RHS) and Bandar Kinrara Section 2 (CH 12500 to CH 13000, 30m RHS). After the TUDM camp, the alignment will join back into Jalan Kinrara 1 at CH 13000. The Hospital Angkatan Tentera 95 (20m) and SJK (T) Kinrara (45m) is located along Jalan Kinrara 1 near the connecting ramps to the mainline. Along Jalan Kinrara 1, the alignment will pass by terrace houses of Bandar Kinrara Section 1 (CH13100 to 13240, 18m LHS), Taski Abim Al-Hidayah (CH 13010, 27m RHS) at the junction of Jln BK 2/7, Surau Al-Hidayah (CH13010, 18m RHS) and double storey houses of Bandar Kinrara Section 2 (CH13040 to 1320, 8m RHS). The alignment will terminate after crossing the Bukit Jalil Highway on Jalan Kinrara 6 opposite the Bandar Kinrara Giant Hypermarket. The landuse and sensitive receptors near the project alignment is shown in Figures 5.10(a)-(h).

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Table 5.3: Sensitive Receptors Adjacent to Project Site Sensitive Receptor SMK Tropicana SRK Tropicana Bayu Puteri Tropicana Apartments Tropicana Golf & Country Resort Houses Casa Tropicana Condominiums Tropicana Indah Resort Homes Sunway Sutera Condominum Riana Green Condominium Tropicana Golf Resort TR1 Sri Jakkaamma Temple SJK (T) Effingham Education Institute Quarters Kg Sg Kayu Ara Damansara Jaya Damansara Utama Desa Kiara Condominium SJK(C) Chung Hwa Section 17 Section 19 Jasmine Towers Condominium Sri Maha Mariamman Temple Taman Desa Pesona Condominium Damansara Bestari Apartment Lisa De Inn Masjid Tun Abdul Aziz SK Sri Petaling Section 14 (along Jalan Semangat) Section 12 & Section 11 SMK (L) Bukit Bintang Crystal Crown Hotel Ehsan Ria Condominium St. Paul‟s Church Section 9 Rima College Section 14 (along Jalan Utara) Chapel Luther Huse Tun Hussein Onn National Eye Hospital National Institute of Ophthalmology Istara Condominium Armada Hotel PJ College of Art and Design PJ Hilton Type of Development Educational Educational Residential Residential Residential Residential Residential Residential Residential Worship Educational Residentail Residential Residential Residential Residential Educational Residential Residential Residential Worship Residential Residential Hotel Worship Educational Residential Residential Educational Hotel Residential Worship Residential Educational Residential Worship Hospital Educational/ Hospital Residential Hotel Educational Hotel Distance (m) 50 146 92 88 92 170 73 62 82 58 32 30 30 30 30 50 100 20 20 20 28 20 10 25 7 5 23 15 5 14 61 18 18 12 15 12 19 76 13 127 16 20 Chainage (CH) NKVE Interchange area NKVE Interchange area NKVE Interchange area NKVE Interchange area NKVE Interchange area NKVE Interchange area NKVE Interchange area NKVE Interchange area NKVE Interchange area LHS of On alignment LHS of Off alignment LHS of Off Ramp CH 0 to CH 2100 LHS/RHS CH 0 to CH 2100 RHS CH 0 to CH 2100 LHS RHS of On ramp CH 2270 LHS CH 2520 to CH 2810 LHS CH 2520 to CH 2810 RHS CH 2850 RHS CH 2890 RHS CH 3040 LHS CH 3080 RHS CH3640 LHS CH 4400 RHS CH5200 LHS CH 4950 to CH 5200 RHS CH 5260 to CH 6060 LHS CH 5300 RHS CH 5680 RHS CH 5770 LHS CH 5980 RHS CH 6560 to CH 6880 LHS CH 6980 LHS CH 5220 to CH 5500 RHS CH 5380 LHS CH 5420 LHS CH 5420 LHS CH 5480 LHS CH5670 LHS CH 6000 RHS CH 6000 LHS

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

Table 5.3: Sensitive Receptors Adjacent to Project Site (cont'd) Sensitive Receptor Stamford College LCCI International Qualifications Section 7 Section 4 Section 2 Section 8 Ching Lin Tong Temple Pusat Perkembangan Minda Kanak Kanak Pangsapuri Desa Sepakat Dewan Masyarakat Taman Seri Manja Tadika Kemas Cahaya Murni Flat Taman Sri Manja Suria Apartment Taman Kinrara Section 2 Sri Sunway Apartment Taman Kinrara Section 4 Angsana Apartment Bougainvillea Apartment Vista Lavender Condominium Kompleks Suria Kinrara Surau As Siddiq SJK(C) Yak Chee SK Seksyen 1 Bandar Kinrara Bandar Kinrara Section 2 (along Jln BK2/7) Hospital Angkatan Tentera 95 SJK (T) Kinrara Bandar Kinrara Section 1 Taski Abim Al-Hidayah Surau Al-Hidayah Bandar Kinrara Section 2 (along Jalan Kinrara 1) Type of Development Educational Educational Residential Residential Residential Residential Worship Educational Residential Community hall Educational Residential Residential Residential Residential Residential Residential Residential Residential Residential Worship Educational Educational Residential Hospital Educational Residential Educational Worship Residential Distance (m) 20 10 10 10 10 10 48 20 28 36 17 20 56 30 30 11 28 28 33 25 34 65 186 30 20 45 18 27 18 8 Chainage (CH) CH 6040 LHS CH 6100 RHS CH7600 to CH 7880 LHS CH8000 to CH 8840 LHS CH8910 to CH 9180 LHS CH 7580 to CH 7920 RHS CH 9160 LHS CH 9420 LHS CH 10290 to CH 10560 RHS CH 10290 LHS CH 10370 LHS CH 10400 to CH 10530 LHS CH11170 RHS CH 11000 to CH 11360 LHS CH 11200 to CH 11280 RHS CH 11340 RHS CH11400 LHS CH 11450 LHS CH 11550 to CH 11760 RHS CH 11680 to CH 11840 LHS CH 11780 RHS CH 12400 RHS CH 12500 RHS CH 12500 to CH 13000 RHS Near connecting ramp along Jalan Kinrara 1 Near connecting ramp along Jalan Kinrara 1 CH13100 to 13240 LHS CH 13010 RHS CH13010 RHS CH13040 to 1320 RHS

5.2.7.3 Environmentally Sensitive Areas and Heritage Sites As the Project alignment will be cutting through well-developed urban areas, there are no environmentally sensitive areas or heritage sites traversed by the alignment as shown in Figure 5.11. The closest forest reserve to the Project site would be the Bukit Gasing Forest Reserve located 1.2 km southeast of the alignment. The only area of concern is the limestone area traversed by the proposed alignment from the New Pantai Expressway (NPE) to KESAS Highway. However, soil investigations for boreholes in this area showed that the soil characteristics for this

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area are less sensitive to disturbance (i.e. not a sensitive soil). Nevertheless, cavities are still found from the borehole results. 5.2.7.4 Downstream Activities The proposed alignment will cross Sg. Klang at CH 10660 to CH 10780. Based on secondary data, there are no nearby areas of concern such as fisheries, aquaculture activities or forest reserves located downstream of the proposed alignment. Moreover, the areas surrounding Sg. Klang are mostly densely built up all the way to the Klang Straits. 5.2.7.5 Future Landuse The future landuse within 5 km radius will be in accordance to the Rancangan Struktur Negeri Selangor as well as the Kuala Lumpur Structure Plan 2020. As the physical development is already quite saturated, the overall future landuse is not expected to change much. The development strategy will be mostly towards consolidating the developments and enhancing the environment of the stable areas. The strategy will also include the redevelopment of any blighted areas as a means to initiate and implement urban renewal. The future development will also be towards a complete and integration of the city linkages and major road networks.

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Figure 5.9: Landuse within 5 km Radius

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Figure 5.10(a): Landuse and Sensitive Receptors Near the Project Alignment

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Figure 5.10(b): Landuse and Sensitive Receptors Near the Project Alignment

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Figure 5.10(c): Landuse and Sensitive Receptors Near the Project Alignment

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Figure 5.10(d): Landuse and Sensitive Receptors Near the Project Alignment

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Figure 5.10(e): Landuse and Sensitive Receptors Near the Project Alignment

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Figure 5.10(f): Landuse and Sensitive Receptors Near the Project Alignment

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Figure 5.10(g): Landuse and Sensitive Receptors Near the Project Alignment

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Figure 5.10(h): Landuse and Sensitive Receptors Near the Project Alignment

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Figure 5.11: Environmentally Sensitive Areas and Heritage Sites

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5.2.8

Water Quality The water quality monitoring programme was carried out by ChemVi Laboratory Sdn Bhd, a SAMM accredited laboratory, on 5th October 2011 and 2nd November 2011. Water samples were collected from 4 locations where the alignment crosses Sg. Penchala and Sg. Klang. The locations of the water quality sampling stations are described in Table 5.4 and shown in Figure 5.12. Table 5.4: Water Quality Sampling Location Station W1 W2 W3 W4 W5 W6 Description Upstream of Sg. Kayu Ara Downstream of Sg. Kayu Ara Upstream of Sg. Penchala Downstream of Sg. Penchala Upstream of Sg. Klang Downstream of Sg. Klang Coordinates 3° 7'58.75"N, 101°36'56.48"E 3° 7'56.52"N, 101°36'55.81"E 3° 7'51.54"N, 101°37'48.28"E 3° 7'48.27"N, 101°37'47.11"E 3° 4'15.05"N, 101°38'31.67"E 3° 4'14.51"N, 101°38'29.67"E

One water sample was collected from each station amounting to a total of four water samples being collected for laboratory analysis. The water samples were collected using the grab sampling technique. During each sampling, in-situ measurement of pH and temperature was carried out. The samples were stored in a cooler box before being transported to the laboratory for analysis. All water samples were analyzed for the WQI parameters of pH, temperature, DO, COD, BOD5, TSS, Oil and Grease, NH3-N and E.coli. The results from the water quality analysis were compared with the National Water Quality Standards (NWQS) as well as the DOE Water Quality Index (WQI). The parameters, measurement units and the analytical methodologies are shown in Table 5.5. Table 5.5: Water Quality Parameters and Analysis Methods Parameter Temperature (ºC) pH Dissolved Oxygen (DO) Biochemical Oxygen Demand (BOD5) Chemical Oxygen Demand (COD) Total Suspended Solids E-Coli Ammoniacal Nitrogen Oil and Grease Measurement Unit ºC mg/l mg/l mg/l mg/l CFU/ 100 ml mg/l mg/l Method* APHA 2550 B APHA 4500 H+ B APHA 4500 O-G APHA 5120 B APHA 5220 C APHA 2540 D APHA 9221 E APHA 4500 NH3-C&F APHA 5520 B

Notes: *Method reference: APHA means Standard Methods for the Examination of Water & Wastewater, 19 th Edition, 1995; American Public Health Association (APHA), American Waterworks Association (AWWA) & Water Environment Federation (WEF)

5.2.8.1 Water Quality Results The water quality results are shown in Table 5.6 and the laboratory results are attached in Appendix 3.

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Table 5.6: Water Quality Analysis Results

Test Parameter Temp. pH Unit W1 W2 W3 W4 W5 W6 ºC 28.3 25.7 28.6 28.4 17.4 27.2 -

DO BOD5 COD TSS mg/l mg/l 3 4 8 18 10 7

E.coli

NH3-N O&G WQI mg/l 0.62 0.57 0.88 2.47 ND ND mg/l ND ND ND ND ND ND 88.8 88.1 77.0 55.6 60.3 63.0

Class

mg/l mg/l CFU/ 100ml 12 16 32 68 40 32 28 40 12 64 76 139 27 32 25 57 60 82

6.26 5.87 6.43 5.90 6.78 5.84 6.90 5.84 6.76 6.11 6.87 5.92

II II II III III III

Source: Chemvi Laboratory Sdn Bhd, October & November 2011. Notes: ND means not detected means not available WQI means Water Quality Index

pH and Temperature The temperature of the water samples at all stations were between 17.4 ºC and 28.6 ºC. The pH levels ranged from 6.26 to 6.90 at all monitoring stations. Dissolved Oxygen (DO) The concentration of dissolved oxygen (DO) reflects the aeration level of the water. The sampling stations had DO concentrations ranging from 5.84 mg/l to 6.11 mg/l. In general, waters with DO levels above 3 mg/l are considered adequately aerated and suitable for tolerant aquatic species (Environmental Quality Report, 2009). Chemical Oxygen Demand (COD) and Biochemical Oxygen Demand (BOD5) COD and BOD5 levels indicate the presence of organic pollution that can be oxidized by chemical and biological means. COD levels ranged from 12 mg/l to 68 mg/l and BOD5 levels were recorded between 3 mg/l and 18 mg/l. Total Suspended Solids (TSS) The TSS concentration levels at all monitoring stations ranged from 12 mg/l to 139 mg/l. Oil and Grease Oil and grease was not detected at any of the monitoring stations. Ammonical nitrogen (NH3 - N) and E.coli Ammonical nitrogen was only detected at stations W1 to W4 and ranged from 0.57 mg/l to 2.47 mg/l. E.coli concentrations at all stations were found between 25 and 82 CFU/100ml. Conclusion The overall results for the rivers adjacent to the site indicated the waters to be clean (W1 & W2) and slightly polluted (W3 to W6) whereby the Water Quality Index (WQI) levels for all monitoring

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stations ranged from 55.6 to 88.8 which renders stations W1 to W3 to fall under Class II (76.5 92.7) and stations W4 to W6 to fall under Class III (51.9-76.5) of the WQI. 5.2.9 Air Quality Air quality sampling was carried out at 10 stations in 19th September 2011 – 7th October 2011 in order to determine the ambient air quality status currently prevailing within the proposed project site and the closest sensitive receptors as identified in the landuse section. These monitoring stations will also represent the ambient air quality of nearby areas that have similar landuse to the respective stations. The locations of the stations are described in Table 5.7 and shown in Figure 5.12. Table 5.7: Location of Air Quality Sampling Stations Station A1 A2 A3 A4 A5 A6 A7 A8 A9 A10 Description SJKT Effingham Jalan SS22/2, Damansara Jaya Section 17 SK Sri Petaling Section 11 Section 14 Section 4 PJS3 Kompleks Suria Kinrara Hospital Angkatan Tentera Coordinates 3° 7'59.40"N, 101°36'14.42"E 3° 7'55.42"N, 101°37'14.36"E 3° 7'32.37"N, 101°37'47.09"E 3° 6'31.04"N, 101°38'23.03"E 3° 6'30.41"N, 101°38'44.91"E 3° 6'21.25"N, 101°38'20.61"E 3° 5'27.94"N, 101°38'25.39"E 3° 4'31.54"N, 101°38'31.68"E 3° 3'43.78"N, 101°38'30.45"E 3° 3'23.69"N, 101°38'51.59"E

The ambient air was measured for its TSP, CO, NO2 and SO2 concentrations. Other parameters measured were wind direction and wind speed. The ambient air was sampled using a High Volume Sampler for a period of 24 hours and the sample analyzed using gravimetric method for TSP. For NO2 and SO2 concentrations, the ambient air was sampled using absorbing media via a precalibrated portable pump for a period of 24 hours and the sample analyzed using colorimetry. All parameters were recorded in ug/m³ unit. 5.2.9.1 Air Quality Results The air quality results are shown in Table 5.8. The results of the ambient air quality analysis are compared with the Recommended Malaysian Air Quality Guidelines. A copy of the original laboratory results is attached in Appendix 3.

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Table 5.8: Results of Air Quality Sampling Station Malaysian Guidelines * A1 A2 A3 A4 A5 A6 A7 A8 A9 A10 TSP (µg/m3) 260 56 48 54 52 61 72 76 66 71 73 NO2 (µg/m3) 320 ND(<5) ND(<5) ND(<5) ND(<5) ND(<5) ND(<5) ND(<5) ND(<5) ND(<5) ND(<5) SO2 (µg/m3) 105 ND(<5) ND(<5) ND(<5) ND(<5) ND(<5) ND(<5) ND(<5) ND(<5) ND(<5) ND(<5) CO (ppm) 9 ND(<2) ND(<2) ND(<2) ND(<2) ND(<2) ND(<2) ND(<2) ND(<2) ND(<2) ND(<2)

Source: Chemvi Laboratory Sdn Bhd, September & October 2011. Note: * means Recommended Malaysian Air Quality Guidelines < means less than ND means not detected

Based on the air quality results, it can be concluded that the ambient air quality at the areas along the alignment was good with the four (4) parameters of TSP, NO2, CO and SO2 showing levels below the Recommended Malaysian Environmental Air Quality Guidelines. 5.2.10 Noise Quality Noise level measurements were conducted from 19th September 2011 – 12th October 2011 at fourteen locations to obtain the existing ambient noise level at the potential receptors in the immediate vicinity of the proposed alignment. These monitoring stations were selected based on their proximity to the proposed alignment and will also represent the existing noise environment of nearby areas that have similar landuse to the respective stations. The locations of the noise level monitoring points are shown in Table 5.9 and in Figure 5.12. The noise measurement was carried out for a 24 hours continuous period with 15 hours during daytime and 9 hours during night time. Table 5.9: Location of Noise Monitoring Stations Station N1 N2 N3 N4 N5 N6 Description SJKT Effingham Jalan SS22/2, Damansara Jaya SJKC Chung Hwa Section 17 SK Sri Petaling Section 11 Coverage Area of Nearby Sensitive Receptors Education Institute Quarters, Damansara Utama Section 19, Ameera Residences Condo, Tmn Desa Pesona Condo, Damansara Bestari Apartment, Jasmine Towers Condo, Sri Maha Mariamman Temple Section 12, SMK Bukit Bintang St Paul Church, Section 9 Coordinates 3° 7'59.40"N, 101°36'14.42"E 3° 7'55.42"N, 101°37'14.36"E 3° 7'49.25"N, 101°37'51.08"E 3° 7'32.37"N, 101°37'47.09"E 3° 6'31.04"N, 101°38'23.03"E 3° 6'30.41"N, 101°38'44.91"E

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Table 5.9: Location of Noise Monitoring Stations (cont’d) Station N7 N8 N9 N10 N11 N12 N13 N14 Description Section 14 Section 4 Section 2 PJS3 Kinrara Seksyen 2 Kompleks Suria Kinrara Hospital Angkatan Tentera Bandar Kinrara Section 2 Coverage Area of Nearby Sensitive Receptors Chapel Luther, Tun Hussein Onn Eye Hospital, Istara Condo Section 7, Section 8 Pusat Perkembangan Minda Kanak-kanak Flat Taman Sri Manja, Pangsapuri Desa Sepakat, Dewan Masyarakat Tmn Sri Manja, Tadika Kemas Cahaya Murni Sri Sunway Apartment, Tmn Kinrara Section 4 Vista Lavender SRJK Yak Chee, TUDM Training Camp Bandar Kinrara Section 1, Surau Al-Hidayah Coordinates 3° 6'21.25"N, 101°38'20.61"E 3° 5'27.94"N, 101°38'25.39"E 3° 5'8.41"N, 101°38'31.46"E 3° 4'31.54"N, 101°38'31.68"E 3° 4'2.15"N, 101°38'30.77"E 3° 3'43.78"N, 101°38'30.45"E 3° 3'23.69"N, 101°38'51.59"E 3° 3'12.73"N, 101°38'52.05"E

5.2.10.1 Noise Monitoring Results The noise monitoring results are presented together with the noise limits from The Planning Guidelines for Environmental Noise Limits & Control, 2007. Due to the existing high noise climate, permissible level is based on the existing ambient percentile index L 90 plus an allowable noise increment (Schedule 2, Table 5.10). However, when the noise limits derived from Schedule 2 are lower than the existing noise climate (LAeq), an acceptance criteria based on maintaining a noise level similar to the existing noise climate shall be referred (Schedule 3, Table 5.11). In any cases, permissible noise level shall not lower than 65 dBA (daytime) and 60 dBA (night time) for urban residential areas or 55 dBA (daytime) and 50 dBA (night time) for noise sensitive areas such as schools / hospitals (Schedule 4, Table 5.12). Table 5.10: Schedule 2 - Maximum Permissible Sound Level (LAeq) of New Development (Roads, Rails, Industrial) in Areas of Existing High Environmental Noise Climate Receiving Land Use Category Noise Sensitive Areas, Low Density Residential Suburban and Urban Residential Areas Commercial, Business Industrial Day Time 7.00am – 10.00pm L90 + 10 dBA L90 + 10 dBA L90 + 10 dBA L90 + 10 dBA Night Time 10.00pm – 7.00am L90 + 5 dBA L90 + 10 dBA L90 + 10 dBA L90 + 10 dBA

Table 5.11: Schedule 3 - Maximum Permissible Sound Level (LAeq) to be maintained at the Existing Noise Climate Existing Levels LAeq New Desirable Levels LAeq Maximum Permissible Levels LAeq + 3 dBA

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Table 5.12: Schedule 4 - Limiting Sound Level (LAeq) from Road Traffic (For Proposed New Roads and/or Redevelopment of Existing Roads) Receiving Land Use Category Noise Sensitive Areas, Low Density Residential Areas Suburban Residential (Medium Density) Urban Residential (High Density) Commercial, Business Industrial Day Time 7.00am – 10.00pm 55 dBA 60 dBA 65 dBA 70 dBA 75 dBA Night Time 10.00pm – 7.00am 50 dBA 55 dBA 60 dBA 60 dBA 65 dBA

Table 5.13 (a): Results of Noise Monitoring for Daytime DAYTIME Sampling Point N1 N2 N3 N4 N5 N6 N7 N8 N9 N10 N11 N12 N13 N14 LAeq 56.4 53.0 66.2 63.1 62.5 64.6 61.6 67.2 62.5 58.3 69.0 63.2 51.4 62.1 Results L10 58.2 54.7 69.4 65.5 65.9 67.0 64.0 69.0 65.6 60.6 70.6 64.7 53.1 63.9 L90 53.7 50.1 57.0 59.6 60.8 59.2 56.5 64.7 54.0 53.2 66.9 61.3 48.8 57.2 *Recommended Limit, dB(A) 56.4 53.0 66.2 63.1 62.5 64.6 61.6 67.2 62.5 58.3 69.0 63.2 51.4 62.1

Source: Chemvi Laboratory Sdn Bhd, September & October 2011. Note: * means Permissible noise level, L90 + 10dBA for Stations 1, 3, 5 to 6, 8 & 11 (Schedule 2). Permissible noise level of 55 dBA for Station 13. Permissible noise level of 65 dBA for Stations 2, 4, 7, 9, 10, 12 & 14 (Schedule 4). means Exceeds recommended limit

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Table 5.13 (b): Results of Noise Monitoring for Nighttime NIGHTTIME Results L10 L90 49.6 55.5 49.3 53.4 55.1 58.9 57.0 60.2 56.5 60.6 55.0 62.6 52.3 56.1 62.1 65.0 53.9 57.4 56.7 58.8 60.7 69.8 58.2 62.2 51.0 54.0 55.5 58.2

Sampling Point N1 N2 N3 N4 N5 N6 N7 N8 N9 N10 N11 N12 N13 N14

LAeq 53.0 52.0 57.0 58.8 59.6 59.2 54.6 63.6 55.7 57.8 66.0 60.3 52.7 57.2

*Recommended Limit, dB(A) 53 52 57 58.8 59.6 59.2 54.6 63.6 55.7 57.8 66.0 60.3 52.7 57.2

Source: Chemvi Laboratory Sdn Bhd, September & October 2011. Note: * means Permissible noise level (L90 + 5dBA) for Stations 1, 3, 5 & 13. Permissible noise level (L90 + 10dBA) for Stations 6, 8, 11, 12 (Schedule 2). Permissible noise level of 60 dBA for Stations 2, 4, 7, 9, 10 & 14 (Schedule 4) - Planning Guidelines for Environmental Noise Limits and Control. means Exceeds recommended limits

The results showed that the daytime noise levels (LAeq) ranged from 53.0 dB(A) to 69.0 dB(A) and the nighttime noise levels ranged from 52.0 dB(A) to 66.0 dB(A). For stations with baseline readings that exceeded Schedule 2 limits, permissible noise levels shall adhere to Schedule 3 of the Planning Guidelines for Environmental Noise Limits and Control (Leq + 3 dBA). 5.2.11 Vibration Vibration measurement was conducted within the month of 7th October 2011 – 16th December 2011 at fourteen locations where the alignment passes near to sensitive areas which may be affected by vibration impact. The locations of the vibration measurement points are shown in Table 5.14 and in Figure 5.12. Vibration levels were monitored using an INSTANTEL MiniMate Plus as per the procedure detailed in Appendix 3. Table 5.14: Location of Vibration Monitoring Stations Station V1 V2 V3 V4 Description SJKT Effingham Jalan SS22/2, Damansara Jaya SJKC Chung Hwa Section 17 Coordinates 3° 7'59.40"N, 101°36'14.42"E 3° 7'55.42"N, 101°37'14.36"E 3° 7'49.25"N, 101°37'51.08"E 3° 7'32.37"N, 101°37'47.09"E

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Table 5.14: Location of Vibration Monitoring Stations (cont’d) Station V5 V6 V7 V8 V9 V10 V11 V12 V13 V14 Description SK Sri Petaling Section 11 Section 14 Section 4 Section 2 PJS3 Kinrara Seksyen 2 Kompleks Suria Kinrara Hospital Angkatan Tentera Bandar Kinrara Section 2 Coordinates 3° 6'31.04"N, 101°38'23.03"E 3° 6'30.41"N, 101°38'44.91"E 3° 6'21.25"N, 101°38'20.61"E 3° 5'27.94"N, 101°38'25.39"E 3° 5'8.41"N, 101°38'31.46"E 3° 4'31.54"N, 101°38'31.68"E 3° 4'2.15"N, 101°38'30.77"E 3° 3'43.78"N, 101°38'30.45"E 3° 3'23.69"N, 101°38'51.59"E 3° 3'12.73"N, 101°38'52.05"E

5.2.11.1 Vibration Measurement Results The vibration measurement results are presented in Table 5.15. The monitoring results are attached in Appendix 3. Table 5.15: Results of Vibration Measurement Monitoring Point V1 V2 V3 V4 V5 V6 V7 V8 V9 V10 V11 V12 V13 V14 Date 07/10/2011 07/10/2011 07/10/2011 07/10/2011 16/12/2011 09/10/2011 09/10/2011 08/10/2011 08/10/2011 08/10/2011 13/10/2011 13/10/2011 13/10/2011 09/10/2011 Start Time 07:44:22 08:47:30 09:51:30 11:01:31 15:32:42 09:55:19 11:02:44 08:25:12 09:35:12 10:50:15 08:22:49 10:55:46 13:21:41 08:00:47 End Time 08:48:53 09:50:34 10:53:02 12:01:06 16:36:26 10:55:14 12:05:21 09:26:18 10:35:21 11:50:45 09:25:20 11:55:47 14:24:06 09:44:33 Peak Vector Sum (mm/s) 0.660 0.684 1.89 3.03 1.58 0.582 0.311 0.582 0.458 0.284 0.421 1.09 0.660 0.284

Source: Chemvi Laboratory Sdn Bhd, October 2011.

The vibration levels monitored at the nearby sensitive receptors ranged from 0.284 to 3.03 mm/s. The highest vibration level of 3.03 mm/s was recorded at station V4 which is at the Section 17 residential area.

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Figure 5.12(a): Location of Baseline Monitoring Stations

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Figure 5.12(b): Location of Baseline Monitoring Stations

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Figure 5.12(c): Location of Baseline Monitoring Stations

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Figure 5.12(d): Location of Baseline Monitoring Stations

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5.3

Existing Biological Ecosystems The existing biological resources along the proposed alignment are based on published secondary data as well as observations from field survey.

5.3.1

Flora Survey The prevailing biological environment in the areas traversed by the proposed alignment has been surveyed. A floral distribution survey was conducted to determine the biological environment of the area. The survey was carried out at areas along the proposed alignment to identify the dominant vegetation types, habitat of critical concerns, and ecologically sensitive areas if any. General observations were made at selected locations along the proposed alignment. At each area, plant communities within 50 m at both side of the proposed alignment were observed. The results of the survey indicated that the proposed alignment does not encroach upon any sensitive ecological habitats or any historical and cultural areas. All the flora species along the proposed Project site are commonly found elsewhere in Malaysia and has little or no conservation or biodiversity importance. Located within the urban area of Petaling Jaya up to Puchong, the area along the proposed alignment is well developed and heavily built up. An overview of the areas along the alignment indicates almost no undeveloped land along it. This is not surprising considering Petaling Jaya and Puchong has almost exhausted its supply of government owned green-field sites and the newgrowth areas are almost fully developed. The vegetated areas along the Project‟s alignment are located mainly along the river reserve of Sg. Klang and green areas where the proposed Toll B (CH 2520 to CH2820) and Toll C (CH 9640 to CH 10000) will be constructed. There is no river reserve for the Sg Penchala crossing (CH 2190) as the river is already canalized at that area. Undeveloped land within the Sg Klang river reserve are mainly covered in grasses and shrubs with secondary vegetation growing where the land has been left undisturbed. This vegetation comprises grasses (Euphatorium odoratum, Mimosa pudica and Imperata cylindrica) and low shrubs sparsely scattered on the ground such as Phragmites sp. and Dicranopteris sp. and some patches of the Akasia plants, A. mangium. Undeveloped land such as the green areas for the construction of proposed toll plazas will usually be colonised by pioneer species such as weeds and ferns. The type of weeds and herbaceous plants known to be commonly found among the understorey vegetation includes Euphatorium odoratum, Melastoma malabathricum, and Nephrolepis biserrata. Other common undergrowth species observed is the small herbaceous plant Physalis minima. Forested areas are only sparsely found within the 5-km radius of the proposed alignment and the only dense forest area would be at the Kiara Forest Park (1.3km north), Bukit Gasing Forest Reserve (1.2km southeast) and the Ayer Hitam Forest Reserve (1.6km south). No rare or endangered flora species were observed at the proposed alignment during the site survey. The typical plant species likely to be found at or along the proposed alignment are given in Table 5.16.

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Table 5.16: Flora Composition Likely to be Found within the Project Site Family / Species Arecaceae Euphatorium odoratum Euphorbiaceae Phyllanthus urinaria Dennstaedtiaceae Nephrolepis biserrata Gleicheniaceae Dicranopteris linearis Leguminosae Mimosa pudica Melastomaceae Clidemia hirta Melastoma mabalathricum Poaceae Paspalum conjugatum Paspalum scrobiculatum Imperata cylindrica Polypodiaceae Goniophlebium percussum Pyrrosia piloselloides Pteridaceae Acrostichum aureum Acrostichum speciosum Fabaceae A. mangium Note: * c - Common, T - Terrestrial 5.3.2 Fauna Survey A survey was carried out at the selected area to observe the type of habitat and animals found at the site. Along the alignment, the faunal species are relatively low in term of both abundance and diversity due to the minimal vegetation found at the site. The site is unlikely to support any high diversity form of wildlife. The project site is relatively poor in animal diversity due to the minimal vegetation found at the site. Common insects such as grasshopper, crickets (orthopetra), beetles (Coleopetra), butterflies and moths (lepidopetra) were observed at the Project site. Other species expected from the project site would include lizards (Varanus sp.) and rodents (Rattus sp). Local Name Rumput kapal terbang Dukung anak Sword fern Resam Semalu Type * Herb Herb Fern / T Herb Shrub Shrub Shrub Grass Grass Grass Grass Grass Fern Fern Plantae Status * c c c c c c c c c c c c c c

Senduduk Rumput kerbau Rumput kerbau besar Lalang

Paku deduit

Paku piai Akasia

c

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No large fauna was observed during the survey and only small mammals, insects, birds, aquatic life and reptiles were noted. No rare or endangered species was observed at the project site during the site survey.

5.4 5.4.1

EXISTING SOCIO-ECONOMIC SYSTEM Land Acquisition The construction work for the proposed Kinrara – Damansara Expressway will require a certain amount of land acquisition. A total of 290 lots with a total of 15.15 hectares will be affected. Of these, 288 lots are private land occupying 14.98 hectares. The land acquisition will also involve 2 lots of federal land occupying 0.17 hectares. The details of the land acquisition to be carried out are attached in Appendix 4. The total affected lots are given in Table 5.17 while the breakdown of lot according to district is shown in Table 5.18. Table 5.17: Total Affected Lots Property Private Federal Total No. of Affected Lots 288 2 290 Percentage (%) 99.3 0.7 100 Area (ha) 14.98 0.17 15.15

Table 5.18: Private Lots Affected District Petaling Jaya Kuala Lumpur Total 5.4.2 Socio-Economic Survey A socio-economic survey on the population living near the alignment was conducted from August to September 2011. The full Social Impact Assessment is attached in Appendix 5. The delay in submission of this PEIA (including the Social Impact Assessment) is due to the unforeseen delay in the confirmation of the alignment route by the various government agencies. The objective of this socio-economic study is to assess the possible impact of the construction and operations of the Proposed Kinrara – Damansara Expressway (KIDEX) on the socio-economic environments. The study was conducted on the population living within the 1 km corridor from the proposed expressway. The assessments were made based on the primary data collected using the survey sampling technique and on-site observations. A total of 300 individuals were interviewed from 17 locations within the project zone of influence. No. of Affected Lots Private Federal 282 2 6 288 2 Total Area (ha) 14.54 0.61 15.15

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The sample survey was conducted in the month of August/September 2011 using the face-to-face interview method. Of the total 300 respondents interviewed, 66.3% were males and the remaining 33.7% were females. Overall, the mean age of the respondents was 45 years old. The monthly household income ranged from a low of RM1000 to a high of RM40, 000. The mean household income was at RM4676 which is significantly higher than the poverty level. A significant proportion (61.3%) of the households owned the houses they live in and the remaining 38.3% are either renting or staying with someone. About 41.7% of those interviewed live within 150 metres from the proposed expressway. As expected and since the majority of the respondents earn generally above average income, all households have a fairly high living standard, fully equipped with most of the household necessities, such as a car, motorcycle, fixed/mobile phone, television/ASTRO, washing machines, computers etc. Significantly, a large proportion (73.4%) of those interviewed was either „Very agreeable‟ or „Agreeable‟ with the proposed project. Two main reasons were given for agreeing. The expressway will „ease their travelling times‟ and „reduce road congestion‟. On the other hand, those who were „Not agreeable‟ or „Highly not agreeable‟ cited „Air and noise pollution‟ and „Increase flood problem‟. Most of those who objected were those who live very close to the proposed Expressway, generally less than 150 metres away. As precautionary measures and as stipulated in the main report, proactive actions need to be taken so as to avoid any chance of adverse impacts from occurring and hence affecting both the human as well as the natural environment.

5.5 5.5.1

INFRASTRUCTURE AND UTILITIES Water Supply

Syarikat Bekalan Air Selangor Sdn. Bhd. (SYABAS) has officially taken over the management and operation of Perbadanan Urus Air Selangor (PUAS) and is responsible for the water supply service and distribution for both the State of Selangor and Federal Territory of Kuala Lumpur as well as Putrajaya. 5.5.2 Electricity The electricity supply in the State of Selangor and Federal Territory of Kuala Lumpur is distributed from Tenaga Nasional Berhad (TNB) Power Stations via the national grid system. Tenaga Nasional Berhad (TNB) is responsible for electricity transmission and distribution for the whole country and is the country‟s principal electricity producer, supplemented by independent power producers that also deliver electricity to the national grid. The national grid operates at 275 kV and 132 kV. High voltage power is delivered to Kuala Lumpur at 33 kV and 11 kV and reticulated through the City, predominantly underground, at 415 V and 240 V for domestic consumers. There are a total of sixteen 132 kV and seventy eight 33 kV substations in Kuala Lumpur. The existing electricity capacity in the State of Selangor is 2,714 MW and the electricity demand is estimated to increase to 5,775 MW in year 2020.

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5.5.3

Telecommunications Syarikat Telekom Malaysia Berhad (STMB) provides telecommunication system to the proposed Project via underground cables. The estimation for the telecommunication demand for the fixed line system in the State of Selangor is 1,145,105 lines. The estimation of the growth demand is 3.5% per year. Meanwhile the provision of telecommunication infrastructure in Kuala Lumpur has, to a large extent, kept pace with advances in technology. However, the pace of change is very rapid and it is necessary to coordinate closely with Malaysian Communication and Multimedia Commission so as to accelerate the provision of an integrated and up-to-date ICT infrastructure.

5.5.4

Solid Waste Management General and domestic waste will be disposed in rubbish bins and these will be emptied and removed by a licensed contractor to a municipal dumpsite approved by the Local Authority. Other solid wastes such as material debris, general packaging material, etc. from the proposed Project will also be collected by licensed contractors and disposed at the approved municipal dumpsite. Alam Flora Sdn Bhd is responsible for the collection of solid waste within the jurisdiction of Dewan Bandaraya Kuala Lumpur to the transfer station located at Taman Beringin, Jinjang. Solid waste will be transported for disposal into the appropriate landfill area at Bukit Tagar, Hulu Selangor by Solid Waste Disposal Sdn Bhd (DBKL, 2009). As of 16 October 2011, Alam Flora Sdn Bhd had ceased providing garbage collection and cleaning services in Selangor. The Selangor state government had taken over garbage collection and cleaning services via the local authorities. Therefore, the solid waste management within Selangor will be managed by the respective local authorities such as Majlis Bandaraya Petaling Jaya and Majlis Perbandaran Subang Jaya. Presently, the sanitary landfill areas for solid waste disposal are located at Jeram, Dengkil and Kuang (Majlis Bandaraya Petaling Jaya, 2011).

5.5.5

Sewerage System There are mainly two types of sewerage systems/services in Malaysia. The premises' sewerage systems are either connected to a public sewage treatment plant or have an individual septic tank. Indah Water Konsortium (IWK) is mainly responsible for operating and maintaining the public sewage treatment plants and network of underground sewerage pipelines in both the State of Selangor and Federal Territory of Kuala Lumpur. IWK has been given the concession to manage the domestic sewage system since 1993.

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CHAPTER 6: IMPACTS IDENTIFICATION AND EVALUATION 6.1 INTRODUCTION The proposed Kinrara – Damansara Expressway project is expected to generate both beneficial and adverse impacts of varying degrees on the physical and social environment. The impact assessment undertaken in the present study takes into consideration the general project activities that are expected during the pre-construction phase, the construction phase and the operational phase of the project. The potential impacts and works involved during the construction of the proposed project are tabulated in Table 6.1. Table 6.1: Summary of Project Activities and Impacts Project Activities Description soil  Potential Impacts No impact Socio-economic issues

1. Pre-Construction Stage 1.1 Site Survey Site survey, engineering design, investigation and topographic surveys. 1.2 Land acquisition 2. Construction Stage 2.1 Site clearing and ground treatment

Land acquisition of public and private  lots/properties required. Minimal removal of vegetation and site clearing activities required as the site is a developed urban area and the highway will comprise fully elevated structures. Some ground treatment in the form of piled embankment, stone column and soil replacement is necessary. Existing utility lines may need to be relocated or repositioned.     

Removal of grasses and shrubs. Dust generation Water pollution Noise – by construction vehicles and machinery Traffic congestion Noise & vibration Dust generation Generation of scheduled wastes and construction debris – can contaminate the soil and waterways if not handled and disposed off properly. Traffic congestion

2.2 Relocation of existing utilities 2.3 Piling and construction of toll gate, utilities and infrastructure

Piling works (bore piles) for the bridge  foundations, construction of the road  alignment, toll gate, utilities and services,  infrastructure.

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Table 6.1: Summary of Project Activities and Impacts (Cont’d) Project Activities 2.4 Transportation Description Potential Impacts Noise from traffic activity. Traffic congestion – expected to generate additional traffic and slight impedance albeit temporary. Beneficial impact on the local community and retail industry.

Transportation of construction materials,  building materials, equipment and movement  of workers to the site.

2.5 Employment and local economy

Raw material, machinery and equipment  required for the construction of the proposed project create business opportunities for the local suppliers and contractors.

3. Operational Stage 3.1 Operation of the Kinrara – Damansara Expressway

Operation of the expressway.

     

Noise & vibration Property values Local traffic Social problems Aesthetics Beneficial impact in terms of ease of travel, etc Safety issue Aesthetics Fiscal loss - cost of any construction work done will be irrecoverable and lost Socio-economic impact – loss of jobs for the toll operators Solid and scheduled wastes

4. Abandonment 4.1 Construction phase

Partially completed structures, neglected  temporary structures and construction debris  around the project site. 

4.2 Operational stage

Sufficient notice is to be given together with  submission of closure procedures to the relevant authorities. 

6.2

PRE-CONSTRUCTION PHASE During the project planning stage, site investigation which involve topographical survey and soil investigations are not expected to cause any significant impacts on the existing environment. Soil surveys may require the transportation and operation of rotary machines to carry out boring. This may cause some minor noise impacts to the nearby residents. Any disruptions created at the localized areas are negligible and temporary.

6.3

CONSTRUCTION PHASE Prior to the construction of the project, relocation and repositioning of the existing utilities may be required. This may cause disruption of the traffic circulation.

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The construction phase of the proposed project involves minor vegetation clearance; mobilization of labour, equipment and materials to the project site; piling and construction works which comprises the following activities:         6.3.1 site clearing and demolition ground treatment piling works transport of materials operation of machinery structural works for bridges, viaducts, drainage, retaining walls, toll plaza and supervision building installation of street lighting landscaping

Soil Erosion and Sedimentation Most construction activity results in the exposure of topsoil to erosive rain and earthwork activities enhance the formation of loose soils. During and after rains, surface runoff can transport the soils into drainage systems and receiving water bodies resulting in siltation of the nearby water bodies. As the construction of the KIDEX alignment is mainly at the existing roads and a built-up infrastructure corridor within a developed urban area, the majority of ground surface area is hard-paved. There is minimal land clearing and exposures of open ground to erosive rain forces. Where the alignment is over the road medians, the existing vegetation along these road medians will be cleared during the construction of piers. Moreover, KIDEX is mainly an elevated alignment. As such, soil erosion is not expected to be a significant impact during the construction phase of the proposed Project. Nevertheless, there are still cut and fill areas at the TUDM area (CH12400-12800). The estimation of soil erosion and sedimentation will be calculated for this area.

6.3.1.1 Estimation of Soil Erosion The soil erosion and sediment calculation estimates the amount of silt runoff and the rate of erosion occurring on disturbed areas. This calculation provides a guideline for the implementation of the Best Management Practices (BMPs). The soil erosion and sediment yield analysis estimates the total amount of soil loss and sediment yield for the proposed Project. The calculation of the total soil loss uses the Revised Universal Soil Equation (RUSLE) while the sediment yield calculation uses the Modified Universal Soil Loss Equation (MUSLE) formula. The calculation of soil loss and sediment yield is based on the “Guidelines Document for Addressing Soil Erosion and Sediment Control Aspects in Environmental Impact Assessment (EIA) Report”, by the Department of Environment, 2010 and “Guideline for Erosion and Sediment Control in Malaysia” by DID, 2010. 6.3.1.2 Revised Universal Soil Loss Equation (RUSLE) The prediction of soil erosion and sediment delivery has continued to be refined to reflect the importance of different factors on soil erosion and runoff. The United States Department of Agriculture Natural Resource Conservation Service generated the Revised Universal Soil Loss Equation (RUSLE) based on the original USLE which was a widely used method for quantifying soil erosion and developed for cropland and later extended to other land uses by Wischmeier and Smith (1978). The RUSLE is an erosion model that combines index and process-based equations to estimate erosion rates and is designed to predict the longtime average annual soil loss carried out by runoff from specific Environment Asia Sdn Bhd 6-3

Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

slopes in specified management conditions. The RUSLE brings in a mixture of empirical and processbased erosion technology to provide a better measure of the effect land management on erosion rates. Compared to the previous Universal Soil Loss Equation (USLE), three of the five parameters have been updated. The updated parameters are rainfall factor (R), soil erodibility factor (K) and topographic factor (LS). The RUSLE formula to calculate soil erosion is shown below and the rate of erosion is dependent on these variables: A Where, = A R K = = = R . K . LS . C . P Average annual soil erosion loss (t/ha/yr) Rainfall erosivity factor (MJ.mm/(ha.hr.yr)) or Nm-2mm.hr.-1 Soil erodibility factor (t.ha.hr/ha.MJ.mm)), defined as the mean annual soil loss per unit erosivity for a unit plot Slope factor, which is the combination of the slope length (L) and slope steepness (S) Cover management factor, representing the ration of soil loss under a given crop to that from bare soil. For bare soil, C = 1.0 Conservation practice factor, representing the ratio of soil loss where conservation is practiced to no conservation measure taken. For no conservation measures, P = 1.3

LS = C P = =

Based on the Department of Agriculture Land Erosion Risk Map, the erosion risk categories are as follows: Erosion Risk (t/ha/yr) <10 10-50 50-100 100-150 >150 Risk Categories Low Average Above average High Very high

Soil erosion during the construction phase may result in the discharge of suspended sediment into the existing drainage system and lead to the deterioration of the water quality of the affected rivers. 6.3.1.3 Modified Universal Soil Loss Equation (MUSLE) The Modified Universal Soil Loss Equation (MUSLE) (Williams, 1975) calculates the sediment yield in a watershed to a specific location for a specific storm event. This allows for volume determinations for basins based on design storms rather than area volume ratios. The MUSLE is shown below: T Where, T = Sediment yield per storm event (tones or tons) ψ2 = 89.6 for SI units V = Volume of runoff (m3 or acre-feet) Qp = Peak flow (m3/s or ft3/s) K, LS, C and P are RUSLE Parameters = ψ2 (V . Qp)0.56 . K . LS . C . P

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6.3.1.4 Quantification of RUSLE The extent and magnitude of the soil erosion is governed by the number of factors such as slope steepness, slope length, rainfall intensity, soil erodibility, land cover and soil conservation practice. Rainfall Factor (R) The rainfall factor (R), is derived from probability statistic by analyzing additional rainfall records of individual storm and the data is obtained from rainfall stations nearest to the respective alignment sections based on average ten years records. The rainfall erosivity index has been modified by FRIM (1999) for Malaysian conditions. It is expressed in units of cumulative value of storm rainfall erosivity index (EI), for a fixed period of time. The following relationships between R, EI and annual rainfall are given in FRIM (1999): R E Where, I30 E P = = = the maximum 30-minute rainfall intensity (mm/hr) with design 10 year ARI annual erosivity (units of J/m2) annual rainfall (mm) = = (E . I30) / 170.2 9.28 P – 8838.15

For soil loss computations, R value was employed based on a uniform annual rainfall over the entire Project site. The annual rainfall of 2421.26 mm was based on the Annual Rainfall Data for Peninsular Malaysia published by the Department of Irrigation and Drainage, Malaysia. Soil Erodibility Factor (K) The factor K is a function of several soil properties such as percentage of silt and fine sand, percentage of sand, organic matter content, soil structure and permeability. The K value for the existing and construction phase of Project site was estimated to be 0.11, based on the soil investigation results of borehole KBH-49. During the operational phase, an estimated value of 0.02 will be used as most of the area will be paved and concrete. Slope Factor (LS) The factor is based on the average slope length and slope steepness of each critical area for slope length (L) and slope steepness (S) in meter and percent respectively. The LS value was derived using the reference table of Slope Length and Steepness Factor (LS). Using this table, a range of Slope Length (LS) could be estimated through extrapolation, given the Slope Steepness (%). Land Use Management Factor (CP) The Land Use Management Factor (CP) is derived from the Crop Management Factor (C) and the Conservation Practice Factor (P). Therefore, the type of vegetation growth over the land area determines the C value while the conservation factor (P) is the value given to protective measures. The Land Use Management Factor (CP) for the existing condition is 0.003for land cover belonging to the government institution/quarters category. The CP value for the construction stage for worst case scenario is 1.0 assuming all vegetation will be cleared and no conservation practice will be introduced while the CP value for the case scenario where the mitigation measures practice was carried out during construction phase is calculated at 0.050 based on the types of mitigation measures (Best Management Practices) such as earth drains, silt traps and turfing practices. The CP value for the

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operational phase is 0.005 as the Project site will be considerably paved and thus rendering it impervious. Curve Number (CN) and Surface Runoff (V) The Curve Number method is the most widely used method to compute runoff from rainfall. The effects of soil type, land use/treatment, surface condition, and antecedent condition are considered using this method of predicting the volume of runoff generated from a storm event. The CN values for various cover types on different hydrological soil groups in Malaysia have been provided in two CN values factor table – one for forested and undisturbed lands, and another for agricultural and urbanized areas. The SCS Rainfall – Runoff Chart consists of specific curve numbers where runoff from rainfall can be determined from this method. Then, the volume, V, can be calculated by multiplying the runoff depth with the areas involved. The CN value can be determined using the following equation. CNc = CN1(A1/Atotal) + CN2(A2/Atotal) + …… CNn(An/Atotal) Peak Discharge (QP) A few methods can be used to determine the peak discharge, Qp. Examples are the Rational Method (DID, 2000), Time Area Method (DID, 2000), TR-55 Graphic Method (SCS, 1986), SCS Triangular Unit Hydrograph (SCS, 1972), etc. In Malaysia however, the Rational Method (for small catchment only) and Time Area Method are the recommended methods in MSMA 2nd Edition (DID, 2011). 6.3.1.5 Soil Erosion Analysis The soil erosion analyses were carried out for pre construction, during construction and post construction. During construction, the analyses considered two scenario cases, i.e., the worst case scenario whereby the entire site is barren and the scenario where mitigation measures will be implemented at the site. The rates of soil erosion are shown in Table 6.2 while the detailed calculation of the soil erosion is shown in Appendix 6. Table 6.2 : Estimated Soil Erosion Rates at the TUDM Area Average Rate of Soil Erosion (t/ha/yr) Construction Phase Construction phase (With (Worst Case Scenario) Mitigation Measures) 283.385 14.169

PreConstruction 0.850

Post construction 0.04

The estimated total rate of soil loss for the proposed KIDEX under the existing condition was low at 0.850 t/ha/yr. During the construction phase, a worst case scenario is assumed where no conservation practices (bare land) and no phasing of the development is carried out. The average rate of the soil loss is estimated at 283.385 t/ha/yr giving a total sediment yield of 26.877 t/yr. Based on the Department of Agriculture Land Erosion Risk Map, the erosion risk from the alignment would belong to the very high risk category in a worst case scenario. However, the actual sediment yield will be considerably lower as mitigation measures will be implemented. After the completion of the construction phase, soil erosion and its effects will be reduced considerably as the majority of the exposed areas would be fully paved/tarred as hard-standing surfaces with no possibility of surface erosion. The average rate of soil erosion during the operational phase was Environment Asia Sdn Bhd 6-6

Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

estimated at 0.04 t/ha/yr. Figures 6.1(a) – (b) show the soil erosion rate during the pre-construction phase up to the operational phase. 6.3.1.6 Sediment Yield and Discharge Analysis The sediment yield and discharge analysis were also carried out for pre-construction, during construction and post-construction stages. The sediment yield is shown in Table 6.3 while the MUSLE detailed calculations are attached in Appendix 6. Table 6.3 : Estimation of Sediment Yield and Discharge from the Project Site State of Development Existing Environment Construction Phase (Worst Case Scenario) Construction Phase (With Mitigation Measures) Operational Phase Sediment yield (tones) 0.850 Mitigation Efficiency Sediment Discharge (tones) Sediment Discharge Rate (tons/ha)

26.877 0.000 0.250 0.500 0.750 1.000 1.344 1.008 0.672 0.336 0.000

0.747 0.560 0.373 0.187 0.000 -

1.344

0.040

The final amount of the sediment discharge is dependent on the efficiency of the mitigation measures implemented and can be reduced considerably with increasing efficiency of mitigation measures.

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Figure 6.1(a) : Soil Erosion Rate During Pre-Construction

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Figure 6.1(b) : Soil Erosion Rate During Construction Phase (Worst Case Scenario)

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Figure 6.1(c) : Soil Erosion Rate During Construction Phase (With Mitigation Measures)

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Figure 6.1(d) : Soil Erosion Rate During Operational Phase

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6.3.2

Drainage and Flooding The project alignment is located within a developed urban area with an extensive network of roads, expressways, surface and sub-surface roadside drains. Hence, no significant drainage and flooding impacts are expected as only a limited work area will be utilized since KIDEX is mainly elevated. Nevertheless, the KIDEX alignment near Sg. Klang is categorized as a flood prone area based on the Flood Map of Selangor in the National Register of River Basins Final Report prepared for the Department of Irrigation and Drainage (2003) (refer Figure 6.2). As this section is elevated, flooding is not expected to be an issue. In addition, the bridge piers at Sg. Klang will be located 8m away from the river bank to minimize disruption of the existing flow. At areas where more site clearing would be carried out, i.e. toll gate area, the potential impact on the hydrological regime is the potential change in the surface runoff within the project area which may affect the river catchment. There is little potential for flooding unless clearing and cut and fill operations are carried out in a careless manner that causes the existing drains and eventually the downstream portions of the water channel to be clogged by solid/construction wastes. Improper disposal of debris, construction waste and domestic waste may also clog the drainage systems and obstruct the flow of the surface runoff. The Kinrara – Damansara Expressway alignment will be crossing Sg. Kayu Ara, Sg Penchala and Sg Klang. The alignment will also cross monsoon drains while travelling along Jalan Semangat and Jalan Penchala. Besides that, the proposed alignment will also travel by the lake of Taman Tasik Jaya along Jalan Timur.

6.3.3

Water Pollution Land clearing activities (i.e. removal of shrubs, grasses and any built-up structures), for the construction of the expressway, toll gate and its ancillary facilities, even though minor, will still expose soil surface to physical elements such as wind and rain. Heavy rain will erode any bare ground surfaces and lead to the discharge of sediment-laden runoff into the urban drainage systems and receiving water bodies (Sg. Kayu Ara, Sg. Penchala and Sg. Klang). Besides silt, there is also the potential of construction waste materials and pollutants entering the nearby drainage system and subsequently the nearby rivers. The improper storage and indiscriminate disposal of wastes can lead to blockages of the local drains, thus creating breeding grounds for disease vectors and decreasing the aesthetic view of the area. The potential impacts to water quality during the construction phase include:  Sediment runoff from site clearing activities carried out along the project site may increase the TSS and turbidity levels of Sg. Kayu Ara, Sg. Penchala and Sg. Klang;  The biomass, if any, from site clearing may enter the river, causing blockage of flow and their decomposition will increase the BOD and COD of the rivers;  Indiscriminate disposal of solid wastes from construction activities, spoils and debris into the temporary and adjacent drains will affect the flow, capacity and quality of the rivers water.  Pollution from oil and grease due to spillage or leakage of waste oils, fuels, and lubricants from temporary storage facilities and machinery used in the land clearing and construction works.

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Figure 6.2 : Flooded Areas of Selangor

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6.3.4

Air Pollution Dust emission and dispersion represent a major source of potential impact on air quality. In addition, emissions from construction vehicles and machinery could contribute to degradation of the air quality. The primary concern of air pollution is the impacts on aesthetics, safety, personal discomfort and health. These undesirable effects are summarized in Table 6.4. Table 6.4: Detrimental Effects of Air Pollutants Effect Aesthetics Economic Losses Safety Hazards Health Hazards Source: Canter, 1977. Description Loss of clarity with high dust fallout. Damage to vegetation, crops and livestock. Corrosion of metals, darkening of lead-based white paint, cracking of rubber and deterioration of fabrics. Decreased visibility affecting ground and air transportation. Eye irritation and respiratory difficulties.

The main air pollution problem during the construction period of the Proposed Project would be fugitive dust. These are particulates that are not discharged into the atmosphere in a confined flow-stream and are generated from exposed open sources. Air pollution will potentially be highest during the construction phase. During construction period, the following activities have the potential of generating air pollution:  Transportation of equipment and material  Site clearing  Piling and construction works Besides emissions from construction vehicles and machinery, dust will be the primary source of pollutants during the initial site preparation such as site clearing and cut and fill works at the designated locations within the alignment. Its impact will be quite variable, depending on the intensity of construction works and the extent of exposed soil as well as the prevailing wind and soil moisture conditions. Dust generation will potentially be highest during the site clearing activity at Toll C at the green area near Taman Dato‟ Harun (PJS3). Dust generation may also increase when cut and fill works commence at the TUDM area. The transportation of construction materials such as cement, gravel and sand as well as waste material may cause an increase in the ambient dust level along the access roads. This may cause inconvenience and discomfort to some of the residents living in the vicinity of the project site and access roads. At the proposed alignment, the air pollution is expected to be more noticeable during the site clearing for the at-grade areas as compared to the pilling areas. This would include the beginning parts of the ramps and interchanges. The wind rose data from the Subang Airport Station indicates that the prevailing wind direction to be from the northwest and north directions (refer Figure 5.8). Therefore, higher dust level could be anticipated at areas to the southeast and south of the alignment. Sensitive receptors that fall within these areas would include SMK Tropicana, SRK Tropicana, Bayu Puteri Tropicana Apartments, Sunway Sutera Condominum, Riana Green Condominium, SJKT Effingham, Masjid Tun Abdul Aziz, Environment Asia Sdn Bhd 6-14

Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

Chapel Luther Huse, Tun Hussein Onn National Eye Hospital, St. Paul‟s Church, Stamford College, PJ College of Art and Design, LCCI International Qualifications, Ching Lin Tong Temple, Pusat Perkembangan Minda Kanak-Kanak, Dewan Masyarakat Taman Manja, Taski Abim Al Hidayah, and Surau Al Hidayah. Residential areas include Kg Sg Kayu Ara, Damansara Jaya, Sections 17, 14, 19, 7, 4 & 2,b Istara Condominium, Flat Taman Seri Manja, Taman Kinrara Section 2, Kompleks Suria Kinrara, and Bandar Kinrara Section 1 & 2. However, the dust impacts would be temporary and short term as operation of machinery and vehicles will be localized and limited during the permitted working hours. 6.3.5 Noise Pollution

6.3.5.1 Noise Source During the construction phase, the bulk of the noise is expected from construction activities involving piling and drilling machinery, excavators, dump trucks, backhoes and compactors. These will produce noise during their operations. Their noise levels will be predicted to assess their disturbance onto the sensitive receptors. 6.3.5.2 Methodology In the assessment of noise, a common statistical descriptor is LAeq. LAeq is the constant, average noise level, which over a period of time, contains the same amount of energy as the varying levels of the background or traffic noise. The total equivalent sound level for a typical workday during a particular construction phase can be computed as follows: LAeq = 10 x log10 ∑[ 10(LAeq i / 10)] (dB) Where, LAeq, total = the total equivalent noise level for a typical workday during a given period; k = the number of different types of equipment; and LAeq, i = the equivalent noise level for equipment type, i. Giving the total equivalent sound level from a construction site or point source, noise at specific distances from a point source is calculated using the formula for distance attenuation: L = L0 - 20 Log D Where, L = noise level at D meters away from the source; L0= noise level measured at 1 m from the source; and D = distance from the point source in m. 6.3.5.3 Assessment Results Table 6.5 presents typical noise levels from equipment and machinery likely to be used at the construction site. The estimated highest noise levels are expected during cut and fill activities at the TUDM area, where noise sources include trucks, dozers, backhoes, tractors and generators. The combined noise level from these sources is estimated at 88.4 dBA.

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Table 6.5: Typical Noise Level from Construction Equipment No. Equipment Typical Noise Level, LAeq, at 15 m in dB(A) 88 81 85 88 87 89 76 85 85 85 77 73 76 88.4

1 Truck 2 Portable air compressors 3 Concrete mixer (truck) 4 Jackhammer 5 Dozer 6 Paver 7 Generator 8 Bore piling 9 Pneumatic tools 10 Backhoe 11 Mobile crane 12 Tractors 13 Pump LAeq, total Estimated on-site noise level Source: May, D.N., 1978; Noise and Vibration, 2006. Note: The noise levels presented are without noise reduction mechanisms.

During the construction phase, the actual noise level is expected to be much lower than the predicted level as not all equipment will be used simultaneously. The equipment will not remain stationary and will likely be scattered over the site. Hence, the impact is expected to be localized and temporal. Nevertheless, mitigating measures are proposed during the construction phase. In addition, the noise level during the construction phase will be closely monitored. Sensitive receptors along the Project‟s alignment have been identified and baseline noise monitoring at the sensitive receptors was conducted in conjunction with the EIA study. During the daytime, the highest background noise was recorded at 69.0 dBA. With the baseline results as background noise, the cumulative noise level due to the construction noise and background noise is estimated at 88.45 dBA. Noise level guideline limits for construction activities are referred to Schedule 6 of the Planning Guidelines for Environmental Noise Limits and Control, DOE 2007. The estimated cumulative noise levels at sensitive receptors are indeed below the Lmax – 90 dBA. Compliance to L90 and L10 during the construction phase could be achieved via mitigating measures and noise control management as highlighted in Chapter 7. Close monitoring should be implemented in this regard. 6.3.6 Vibration The potential for vibration impact at the adjacent sensitive locations along the alignment during the construction phase is mainly from piling operations and vehicular movements. The more significant of these is the vibration impact from piling operations. Vibration standards are categorised under two levels: those dealing with human comfort and those dealing with cosmetic or structural damage to buildings. In both instances, it is appropriate to consider the magnitude of vibration in terms of Peak Particle Velocity (PPV).

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The Planning Guidelines for Vibration Limits and Control by the Department of Environment provides guidelines to protect against both adverse human response and structural damage to buildings during the construction phase. The vibration limits are shown in Table 6.6 and Table 6.7 below: Table 6.6: Recommended Limits for Human Response and Annoyance from Short Term Vibrations (refer Figure 6.3) Receiving Land Use Category Vibration Sensitive Areas Residential Commercial, Business Industrial Daytime 7.00 am - 10.00 pm Curve 1 Curve 8 to Curve 16 Curve 16 to Curve 20 Night-Time 10.00 pm - 7.00 am Curve 1 Curve 4 Curve 16 to Curve 20

Curve 32 Curve 32 Source: Schedule 6 (Planning Guideline for Vibration Limits and Control in the Environment, 2004)

Table 6.7: Recommended Limits for Damage Risk in Buildings from Short Term Vibration Type of Structure Vibration Velocity vi [mm/s] at foundation (as defined by the respective rating curves of Figure 6.4) Curve C Curve B Vibration Velocity vi [mm/s] at plane of floor of uppermost full storey (all frequencies) 40 15

Industrial buildings and buildings of similar design Commercial building, dwelling and buildings of similar design and/or use Structures that, because of their particular Curve A 8 sensitivity to vibration, do not correspond to those listed above, or of great intrinsic value (e.g. residential houses, or buildings that are under preservation order) Source: Schedule 2 (Planning Guideline for Vibration Limits and Control in the Environment, 2004)

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Figure 6.3: Building vibration z-axis curves for peak velocity

Figure 6.4: Foundation Vibration Velocity Limiting Values for Vectorial Sum of Vibration Levels in Three Orthogonal Axes Environment Asia Sdn Bhd 6-18

Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

Additional applicable guidelines were also extracted from the following:    BS 6472: 1992 – Guide to Evaluation of human exposure to vibration in buildings (1 Hz to 80 Hz). BS 5228: 1992 – Noise control on construction and open sites – Part 4: Code of practice for noise and vibration control applicable to piling operations. DIN 4150 – Part 3: Structural vibration in buildings.

Based on the above DOE Guildelines, the acceptable criteria for short term vibration such as piling operations are Curve 8 to Curve 16 for daytime and Curve 4 for night time for residential landuse. As bored piling will be used, no significant vibration impact is anticipated during the construction phase. 6.3.7 Ecology

6.3.7.1 Flora Any impact on flora is minimal as the ROW of the proposed project will mostly be within the existing road and river reserves that are mainly covered with grasses and common shrubs. The vegetation would be removed during land preparation for the proposed project. Any biomass removed from the site will be disposed off by licensed contractors to the approved municipal dumpsite. There are no endemic species affected and the removal of any flora at the proposed project site will not affect the biodiversity of plant species in the area. 6.3.7.2 Fauna Along the ROW of the proposed project, the animal species are relatively low in terms of both abundance and diversity due to the degraded urban habitats on both sides of the proposed alignment and the absence of any vegetated areas. Therefore, no impact on fauna is expected. 6.3.8 Access Route and Traffic During the construction phase, the existing roads will be utilised as the main routes for transportation of construction and fill materials to the designated construction areas. The removal of construction waste and debris will also utilise these roads. Such transportation routes should avoid the internal service roads within residential housing and to take cognizance of the peak traffic hours on the main roads. During the transportation of raw materials, spillage onto public roads may create a traffic nuisance and as a result cause inconvenience and a potential hazard to other road users. With proper traffic management in place, the increase in traffic during the construction period is not expected to cause traffic congestion on the existing internal roads. The source of fill material can only be determined during the detailed design stage of the alignment and therefore the route of transportation for fill material will be detailed in the Environmental Management Plan. The problem of traffic disruption and congestion is mostly likely to occur during the piling of the viaducts at the road median especially at the busier commercial areas and main roads. This impact is nevertheless short-termed and limited to the period of construction as well as localised at specific areas in accordance to the development schedule of the proposed Project.

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6.3.9

Landuse and Zoning As the proposed alignment will be built mainly over the median of existing roads or over the shoulder areas, the existing landuse within the alignment is mainly road infrastructure and utilities. In areas where the proposed alignment traverses occupied land lots, it is unavoidable that landed property is affected and has to be acquired for the purpose of constructing the proposed highway. The potential social impacts in terms of displacement of residential units would include some terrace houses and bungalows at Section 9, Section 19, Section 14, Section 8, and Bandar Kinrara Section 1 & 2 (refer Appendix 4).

6.3.10 Socio-Economic Impacts Whether the project implementation will result in positive or adverse impacts on the socio-economic environment, several factors need to be taken into consideration. These include factors pertaining to the perception of the respondents toward the project development, the type of project to be implemented and the distance of the Project site from the established settlements. Of particular concern are the potential adverse impacts on those residents staying near to the KIDEX alignment. During the construction phase, the impacts anticipated are as follows: 6.3.10.1 Aesthetic The construction activities that would create an aesthetic impact include land preparation which involves removal of existing utilities / structures, piling and construction of viaducts and platforms. Work activities will cause a deterioration of the aesthetic of the area as construction materials and debris will be placed around the working area of Project site. 6.3.10.2 Safety and Risks Public Health and Safety On the whole, the project is not likely to cause any significant detrimental health effects to the public. Any potential minor impact on public health and safety is likely to occur during the construction phase of the proposed Project being mainly due to the presence of heavy vehicles/machineries (i.e. bulldozers, trucks, mixers, etc.). The improper disposal of sewage and solid waste at the construction site could provide breeding grounds for mosquitoes, flies and rats that may become a health hazard to local residents. The movement of heavy vehicles entering and exiting the construction site could also be a hazard to the safety of the local populace if no proper traffic management plan is implemented. Occupational Health and Safety Potential occupational hazards at construction sites pose a threat to the health and safety of the construction workers. Continuous exposure to hazards such as noise, fumes and dust emissions are likely to cause adverse health effects to workers. In addition, improper management of sanitary facilities such as sewage and solid waste may affect the general health of workers. 6.3.10.3 Business Opportunities / Employment An immediate potential benefit of the proposed Project to the local population is the generation of employment and business opportunities. There will be more business opportunities for the locals to meet the demand of the workers at the work site. While more jobs are expected to be generated, the effect of the spin-off could positively affect the economic status and income levels of the local communities. Raw materials, machinery and equipment required for the construction of the proposed Environment Asia Sdn Bhd 6-20

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development will also create business opportunities for the local suppliers and contractors. This means that there will be business opportunities for the locals to be involved in. The construction phase will require manual workers, skilled workers and professionals. The majority will be manual unskilled labour required for the site preparation and construction-related activities. The work force can be supplied from the local population. However, foreign workers will also be recruited if there are not enough local workers. With the arrival of any significant numbers of foreign/out-of-station workers, there will be a significant increase in the demand for public services and supplies. The increase in the arrival of foreign as well as non-local workers in search of jobs at the Project site may affect the cost of living in the immediate area and the impact will most probably be felt by the locals and can also be a source of their discontent towards these new migrant workers. A result of the subsequent increase in demand for accommodation will be an increase in prices of rents (houses) and services. There is also the possibility that cultural and language differences among the local population and foreign workers may lead to social issues. In addition, any large numbers of workers (foreign and local) at the Project site could be wrongly perceived by locals as the cause of any increase in the incidence of thefts around the residential area. There is also the possibility of the occurrence of non-vector-borne diseases when foreign workers are brought in to work at the Project site without proper medical screening being performed prior to their arrival. 6.3.10.4 Land Acquisition The adverse social impact of the proposed project in terms of settlement relocation is not generally significant since it does not involve any large scale displacement of villages or communities. However, a total of 290 lots with a total of 15.15 hectares will be affected. Of these, 288 lots are private land occupying 14.98 hectares. The land acquisition will also involve 2 lots of federal land occupying 0.17 hectares. The impacts envisaged include social disruption and inconvenience due to acquisition of any affected buildings. The impacts would include the following:   The displacement will cause some hardship and resentment among the residents due to loss of their accommodation – most are either brick terrace houses or bungalows. Many of them anticipate problems of adjustment to new areas. Adjusting to a new environment may not be easy to some of the residents as some of them have stayed in the area for long periods. From the socio-cultural viewpoint, displacement of the residents by the proposed development implies a drastic change in their lifestyles and living. The affected residents may initially suffer some psychological effect as soon as they know that they have to move to a new place/house. This problem, however, might be resolved by good public relation activities prior to the relocation period. Land acquisition will not involve any religious properties such as churches temples and mosques. Acquisition for part of the school grounds of SK Sri Petaling and SMK (L) Bukit Bintang is required. However, no school buildings will be acquired. No major community severance issues for this alignment as most of the proposed alignment will travel above existing road medians and road reserves. Some residential and commercial lots will be acquired as summarized in Table 6.8. Lots to be acquired partially only involve part of the land for that particular building. 6-21

   

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Table 6.8: Residential and Commercial Lots Involved in Land Acquisition Area Pekan Kayu Ara Section 9 Bandar PJ Section 39 Bandar PJ (Section 19) Building Type Concrete House 1 Storey Terraced Houses 2 Storey Terraced Houses 2 Storey Terraced Houses 13 Storey Flats 4 Storey Shop Houses 2 Storey Shop Houses Terraced Houses 5 Storey Shop Houses 4 Storey Shop Houses 4 Storey Shops Concrete Houses Section 28 Bandar PJ (Section 51) Bandar PJ Selatan Shops Terraced Houses Shops Pekan Puchong Jaya Pekan Kinrara 3 Storey Shops 2 Storey Terraced Houses 1 Storey Terraced Houses 2 Storey Bungalow Acquisition Type Partial Complete Complete Complete Partial Complete Complete Complete Complete Partial Complete Complete Partial Partial Partial Partial Complete Partial Partial Complete Partial Complete Partial Partial Number of lots 1 9 1 2 1 22 4 14 1 1 7 3 1 5 4 1 8 1 1 1 2 8 1 2

Section 14 Bandar PJ Section 8 Bandar PJ

The location of the affected lots described above is shown in the land acquisition plans attached in Appendix 4. Any land acquisition exercise must adhere to the Land Acquisition Act and is to be carried out by the government. 6.3.10.5 Socio Economy The social impact consequence from the compulsory acquisition of land will necessitate the relocation of occupants or residents of buildings / houses. Where such land has been occupied for long periods of time, especially residential buildings, the relocation may cause an uprooting of familiar social ties that is generally not well accepted even when fair and adequate compensation has been provided for. The problem is further amplified if large numbers of land lots are involved and comprise a significant portion of the local community. The construction phase may bring about some positive benefits to the local community in terms of increased activity and a requirement for small supplies and increase in retail spending from the increased number of workers. However, the general negative impacts will be temporary disruption to local traffic, causing increased congestion along the affected roads and impaired aesthetics, especially at areas which are busy commercial areas now. During the construction of the viaducts at the road median, for safety reasons, the temporary closure of certain roads or short stretches of the affected roads in stages is required. This would cause an increase in traffic congestion as well as possibly restrict or even sever accessibility to local residents and commercial operators along the affected Environment Asia Sdn Bhd 6-22

Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

roads. Some of the roads like the Jalan Semangat and Jalan Penchala area may experience major traffic management problems due to lane closures. Toll gates are proposed at the existing NKVE‟s Damansara Toll area, above the area and on part of Jalan Harapan between Section 17 and Section 19 (CH 3020 to CH 3400), and the green area near Taman Dato Harun of Petaling Jaya PJS 2 (CH 9640 to CH 10000). The land area around the proposed Toll Gates will be fenced for security reasons and this area will not be accessible as a throughway for local residents. This will hinder the free access to and fro between those areas. 6.3.11 Solid and Scheduled Waste Solid waste generated from the construction stage includes construction debris as well as domestic waste from workers. The main types of solid waste expected from the Project site comprise mainly domestic waste (food wastes, rubbish and general discards) and construction debris. These wastes can pollute the water quality of the receiving waterways if there are improper disposal of these wastes. The indiscriminate disposal of solid waste can result in a health hazard to local residents. As there will be no site camps housing workers in the immediate work areas, there is no impact from the generation of domestic and food waste from such camps. There will also be scheduled wastes such as waste oil, lubricants, paints and other chemicals used during the construction phase. All scheduled wastes have to be stored, removed and disposed according to the Scheduled Waste Regulations 2005. 6.3.12 Project Abandonment If due to unforeseen circumstances that project abandonment occurs at any stage during the construction work, there is a major fiscal loss as the cost of the construction works is irrecoverable and any equipment already mobilized into the site or installed will have to be dismantled and additional costs incurred for removal. There is little potential environmental impact with the proper removal and disposal of construction / demolition debris to the approved Municipal dumpsite. In the unlikely event that the proposed Project, at any stage, cannot proceed and has to be abandoned, the likely impacts will depend on the state of progress that has been achieved prior to work stoppage. If the Project is abandoned during site clearing, the likely impacts are as follows:    Sedimentation and water pollution of Sg. Kayu Ara, Sg. Penchala and Sg. Klang downstream from the Project alignment due to increased TSS and turbidity; Complaints from the public due to sedimentation of waterways; Unsightly view of the Project site.

If the Project is abandoned during construction stage, the likely impacts are as follows:     Unsightly view; Clogging of waterways with construction debris from the Project; Water pollution of the rivers due to debris from the site; Complaints from the public due to various wastes (construction waste, solid waste and scheduled waste); and

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Abandonment during the piling stage will be aesthetically unpleasant due to the presence of uncompleted piles. In addition, the partially completed structures, construction debris scattered around the site and any abandoned stores and sheds will further affect the visual appearance of the overall area.

6.4 6.4.1

OPERATIONAL PHASE Drainage and Flooding During the operational phase, surface runoff detention is crucial in drainage planning due to the reduction in rainfall infiltration capacity in the presence of more built-up facilities. As the proposed alignment will be mostly elevated, the drainage will in main comprises deck drains that will eventually channel the water to the at-grade drains via horizontal runner pipes and vertical down pipes. The downpipes will discharge into the sumps at road level and being directed to an approved discharge point on the road. The rain water down pipes from the deck shall be concealed within the concrete. The design standard for the drains will be in accordance with the requirements stipulated in the Urban Stormwater Management Manual for Malaysia (MSMA 2nd Edition) published by the Department of Irrigation and Drainage Malaysia (DID) in 2000. The drainage infrastructure will be designed to cater for peak flows arising from storms of different Average Recurrence Intervals (ARI).

6.4.2

Water Pollution When the toll plaza amenities are in full operation, wastewater comprising of sewage and sullage will be generated from the bathroom facilities. The wastewater will be channeled into a sewerage tank for storage and primary treatment before discharging into the existing manhole to be drained to the nearby Sewerage Treatment Plant. Hence, no major water pollution is expected given that the sewerage system is maintained frequently and ensured to be functioning effectively. Meanwhile, the following impacts may also occur on a reduced scale during the operational phase along the road alignment:    Oil and grease/chemicals/hazardous material spills from automobiles/transportation trucks and lorries during accidents. Soot, grime and other pollutants, which are expected to be expelled from the exhaust pipes and then eventually settle to the ground. Indiscriminate littering of waste such as paper, plastic, bottles, cans, etc by the road users.

6.4.3

Noise Pollution

6.4.3.1 Noise Source During the operational phase, the proposed KIDEX can potentially generate high noise levels due to the vehicular movements. One method of assessing noise that arises from vehicular movements is to apply assessments used in traffic noise modelling. Traffic noise depends on various road traffic characteristics such as volume, speed and their immediate environment such as elevation height and distance from the roads. Generally, traffic noise is increased by volume of traffic and high speeds.

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6.4.3.2 Methodology The mathematical model software used, CUSTIC 2.0 provides options to model noise emissions from a wide range of sources that might be present at industrial areas and urban areas. The basis of the model is the linear sound propagation equation, which is used to model simple point or line source emissions from vehicles or industries. The noise modelling is carried out based on the projected traffic volume up to year 2045. As the elevation height of the expressway is varied, this has been taken into consideration as part of the input data. These elevation data together with the traffic volume are tabulated in Table 6.8. Other input such as vehicle velocity is based on the design speed of the expressway i.e. 80 km/hr. The noise modeling is based on the following assumptions, which are considered as worst-case scenario:  Maximum projected traffic volume and speed limit of the expressway.  Results of the modelling shown in contours are the predicted traffic noise level at 1m height from ground surface.  Peak traffic volume/hr and nighttime (2200 – 1900) traffic volume/hr is estimated as 10% and 1% respectively, based on the total daily traffic volume. 6.4.3.3 Assessment Results The input data for the noise modelling is as shown in Table 6.9. Computed noise contours generated from the assessment during daytime and nighttime are illustrated in Figure 6.6 and Figure 6.7, respectively. Table 6.9 : Input Data for Noise Modeling Chainage
1Height

of

2Peak

0 - 1100 1100 – 1580 1580 - 2460 2460 – 3600 3600 – 6240 6240 - 6560 6560 – 7640 7640 – 9000 9000 – 9920

Elevated Bridge (m) 18 15 25 15 12 20 12 12 20

Traffic 2Nighttime Traffic Volume (PCU/hr) Volume (PCU/hr) 6336 6336 6336 6336 6336 6336 6336 6336 6336 6336 6336 6336 6336 6336 6336 6336 6336 6336 634 634 634 634 634 634 634 634 634 634 634 634 634 634 634 634 634 634

Direction

Southbound Northbound Southbound Northbound Southbound Northbound Southbound Northbound Southbound Northbound Southbound Northbound Southbound Northbound Southbound Northbound Southbound Northbound 6-25

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

Chainage

1Height

of

2Peak

9920 – 10340 10340 - 12920 12920 – 13020 13020 – 13640 13640 – 13720 5000 - 5520 5520 - 6020 6020 - 6340

Elevated Bridge (m) 15 12 15 20 12 15 20 15

Traffic 2Nighttime Traffic Volume (PCU/hr) Volume (PCU/hr) 6336 6336 6336 6336 6336 6336 6336 6336 6336 6336 6336 6336 6336 6336 6336 6336 634 634 634 634 634 634 634 634 634 634 634 634 634 634 634 634

Direction

Southbound Northbound Southbound Northbound Southbound Northbound Southbound Northbound Southbound Northbound Southbound Northbound Southbound Northbound Southbound Northbound

Note: 1. Approximate elevation height from the existing ground level. 2. Data is based on KIDEX Traffic Forecasting report prepared by SKM Colin Buchanan up to year 2045. Peak traffic volume/hr and nighttime (2200 – 1900) traffic volume/hr is estimated as 10% and 1% respectively, based on the total daily traffic volume. Tunnel Effect Tunnel effect refers to reflective noise by solid obstacles leading to higher noise within the area of noise reflection. With the proposed KIDEX, tunnel effect may occur due to the noise from existing traffic flow being reflected by the structure of KIDEX. The traffic noise (mainly due to tyre/road interaction) is much greater to the horizontal direction than the vertical direction in terms of sound propagation. In view the proposed KIDEX is elevated right on top of the existing roads, echo effect or noise reflected at the elevated alignment (at least 12m from the ground) due to the at-grade traffic noise would be insignificant and negligible. General studies also indicate that the potential „tunnel echo‟ effect arises from closed viaducts or solid walled viaducts and embankments. For the present design, the viaducts are raised on piers and the raised platform level at a 2 lane carriageway width is narrower than the at-grade section below. This reduces and eliminates the possibility of the „tunnel echo‟ effect from occurring. The Standard of UK Method for Calculation of Road Traffic Noise (CRTN) suggests a correction factor at receptor (due to reflection) of + 1.5 (’dBA, where ’ = cumulative angles of obstacle from noise source; and  = total angle of coverage as illustrated in the figure below:

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When the obstacle is continuously lined along the receptor, ’equals toand this gives the maximum correction factor of 1.5 dBA. Prediction of Tunnel Effect due to KIDEX As stated in the preceding section, tunnel effect may occur due to the noise from existing traffic flow being reflected by the structure of KIDEX. This section predicts the significance of tunnel effect along KIDEX. For the existing traffic data, it is divided into 5 sections and assumptions were conservatively made on the traffic volume, speed and the nearest distance between noise sources (existing vehicular movement) to the houses. The projected at grade traffic data is shown in Table 6.10, together with estimated noise levels at the nearest houses. Similar method was used in predicting the noise level as described in Section 6.4.3.2. Table 6.10: Estimated Noise Level due to Projected At Grade Traffic Volume and Tunnel Effect
1Section

Daytime Traffic volume (PCU/hr) 5,000 4,000 4,000 3,000

Speed (km/hr)

Distance from noise source to house (m)

2Estimated

Noise Level at the Nearest House (dBA) Without KIDEX 71.2 70.8 75.9 66.8 With KIDEX 72.7 72.3 77.4 68.3

A – along Sprint B – along Jalan Harapan, Jalan Semangat C – along Jalan Utara, Jalan Timur, Jalan Barat D – along Jalan Pencala, to Jalan Puchong Environment Asia Sdn Bhd

90 60 50 50

30 15 10 15

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)
1Section

Daytime Traffic volume (PCU/hr)

Speed (km/hr)

Distance from noise source to house (m)

2Estimated

Noise Level at the Nearest House (dBA) Without KIDEX With KIDEX

E – from Jalan Puchong to 2,000 40 20 63.3 64.8 Lebuhraya Bukit Jalil Note: 1. Sections involved refer to schematic diagram of KIDEX (Figure 6.5). 2. Maximum tunnel effect / reflective noise of 1.5 dBA is added to projected future at grade traffic noise level with the construction of KIDEX. The estimated noise levels are compared with Schedule 4 of The Planning Guidelines for Environmental Noise Limits and Control, DOE 2007, which stipulates the permissible levels of 65 dBA during daytime for urban residential area. Based on the estimated noise levels (Table 6.9), the at grade traffic noise level at the nearest house already exceeds the permissible level of 65 dB(A) at all sections except Section E. With the KIDEX structure constructed and with the additional reflective noise (Tunnel Effect), all stations still exceed the permissible level (except Section E) and therefore would be subjected to the same compliance requirements if KIDEX was not constructed. As discussed before, the maximum increase in noise levels from the tunnel effect with KIDEX is only 1.5 dB(A). Based on this, the increase in 1.5 dB(A) due to reflective noise is not expected to be significant and moreover, the compliance status would still be similar.

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Figure 6.5: Divided Sections along KIDEX

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

Figure 6.6: Predicted Noise Contours due to the Proposed Project during Daytime (36 to 72 dBA at 12 dBA Interval)

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Figure 6.7: Predicted Noise Contours due to the Proposed Project during Night time (33 to 63 dBA at 10dBA Interval)

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Based on the modelling results, the daytime noise contour of 72dBA, which is the highest daytime noise contour at intervals of 12dBA, extends approximately 80m from the alignment. The 60dBA, 48dBA and 36dBA contours extend approximately 280m, 700m and 1160m respectively from the alignment. For the nighttime noise contours, a noise level of 70 dBA is not exceeded throughout the alignment. The separation distances of the noise contours 63 dBA, 53 dBA, 43 dB(A) and 33 dBA being registered are approximately 40m, 200m, 420m and 840m respectively. Sensitive receptors along the alignment have been identified and baseline noise monitoring at these receptors were conducted in conjunction with the EIA study. With the baseline results as background noise, the combining noise level due to the traffic noise and background noise is computed by equation as follows: Ltotal = Where Ltotal = Li = 10 Log ∑ (10Li/10)

Combining sound pressure level from different sources, dB Sound pressure level at source i, where i = 1, 2, 3…..n, dB

Table 6.11 and Table 6.12 show the results of the computed combining noise level at the sensitive receptors at ground level during daytime and nighttime respectively. Table 6.11: Estimated Noise Level at Sensitive Receptors (Ground Level) during Daytime Station N1 N2 N3 N4 N5 N6 N7 N8 N9 N10 N11 N12 N13 N14 Sensitive Receptor SJKT Effingham Jalan SS22/2, Damansara Jaya SJKC Chung Hwa Section 17 SK Sri Petaling Section 11 Section 14 Section 4 Section 2 PJS3 Kinrara Seksyen 2 Kompleks Suria Kinrara Hospital Angkatan Tentera Bandara Kinrara Section 2 Baseline Leq (dBA) 56.4 53.0 66.2 63.1 62.5 64.6 61.6 67.2 62.5 58.3 69.0 63.2 51.4 62.1 Baseline L90 (dBA) 53.7 50.1 57.0 59.6 60.8 59.2 56.5 64.7 54.0 53.2 66.9 61.3 48.8 57.2
1Projected

Traffic Noise (dBA) 67.4 71.2 66.9 72.1 70.6 68.4 72.0 71.2 68.8 67.2 72.0 72.0 66.7 68.5

Cumulative Noise Level 67.7 71.3 69.6 72.6 71.2 69.9 72.4 72.7 69.7 67.7 73.8 72.5 66.8 69.4

Increment 63.7 65.0 67.0 65.0 70.8 69.2 65.0 74.7 65.0 65.0 76.9 65.0 55.0 65.0

2Permissible

Level 56.4 53.0 66.2 63.1 62.5 64.6 61.6 67.2 62.5 58.3 69.0 63.2 51.4 62.1

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Note: 1. Projected traffic noise at 1m height from existing ground level. 2. Permissible noise level, L90 + 10dBA for Stations 1, 3, 5 to 6, 8 & 11 (Schedule 2). Permissible noise level of 55 dBA for Station 13. Permissible noise level of 65 dBA for Stations 2, 4, 7, 9, 10, 12 & 14 (Schedule 4) - Planning Guidelines for Environmental Noise Limits and Control. Table 6.12: Estimated Noise Level at Sensitive Receptors (Ground Level) during Nighttime Station Sensitive Receptor SJKT Effingham Jalan SS22/2, Damansara Jaya SJKC Chung Hwa Section 17 SK Sri Petaling Section 11 Section 14 Section 4 Section 2 PJS3 Kinrara Seksyen 2 Kompleks Suria Kinrara Hospital Angkatan Tentera Bandara Kinrara Section 2 Baseline Leq (dBA) 53 52 57 58.8 59.6 59.2 54.6 63.6 55.7 57.8 66.0 60.3 52.7 57.2 Baseline L90 (dBA) 49.6 49.3 55.1 57 56.5 55 52.3 62.1 53.9 56.7 60.7 58.2 51 55.5
1Projected

N1 N2 N3 N4 N5 N6 N7 N8 N9 N10 N11 N12 N13 N14 Note:

Traffic Noise (dBA) 57.3 62.0 57.3 61.8 62.3 56.8 55.6 57.4 56.8 57.2 62.0 62.0 56.7 58.5

Cumulative Noise Level 58.7 62.4 60.2 63.6 64.2 61.2 58.1 64.5 59.3 60.5 67.5 64.2 58.2 60.9

2Permissible

Increment 54.6 60.0 60.1 60.0 61.5 65.0 60.0 72.1 60.0 60.0 70.7 68.2 56.0 60.0

Level (L90 + 10dBA) 53 52 57 58.8 59.6 59.2 54.6 63.6 55.7 57.8 66.0 60.3 52.7 57.2

1. Projected traffic noise at 1m height from existing ground level. 2. Permissible noise level (L90 + 5dBA) for Stations 1, 3, 5 & 13. Permissible noise level (L90 + 10dBA) for Stations 6, 8, 11, 12 (Schedule 2). Permissible noise level of 60 dBA for Stations 2, 4, 7, 9, 10 & 14 (Schedule 4) - Planning Guidelines for Environmental Noise Limits and Control. The cumulative noise level is compared with applicable reference limits as discussed in Section 5.2.10.1 (Schedule 2, Schedule 3 or Schedule 4 of the Planning Guidelines for Environmental Noise Limits and Control). With these reference limits, noise levels at the following locations have exceeded the permissible levels:        SJKT Effingham during daytime and night time, Jalan SS22/2 during daytime and night time, SJKC Chung Hwa during daytime and night time, Section 17 during daytime and night time, SK Sri Petaling during daytime and night time, Section 11 during daytime, Section 14 during daytime, 6-33

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    

Section 2 during daytime, PJS3 during daytime and night time, Kompleks Suria Kinrara during daytime, Hospital Angkatan Tentera during daytime and night time, Bandar Kinrara Section 2 during daytime and night time.

Nevertheless, the modelling was based on the worst case scenario whereby the peak hour traffic in year 2045 is used. Less traffic volume from KIDEX is expected in recent years and this result in lower traffic noise. Of the sensitive receptors, the following high rise buildings that are located in close proximity to the elevated bridge have been identified:      Near Station N4: Ameera Residences Condo, Tmn Desa Pesona Condo, Damansara Bestari Apartment, Jasmine Tower Condo, Near Station N7:Tun Hussein Onn Eye Hospital, Istara Condo Near Station N10: Flat Taman Seri Manja, Pangsapuri Desa Sepakat Near Station N11: Sri Sunway Apartment Near Station N12: Kompleks Suria Kinrara, Vista Lavender

Hence, a direct traffic noise similar to the height of elevated portion was estimated as shown in Table 6.13 and Table 6.14. Table 6.13: Estimated Noise Level at Sensitive Receptors (High Rise) during Daytime
1Baseline - L 2Projected Traffic Station of Cumulative eq Coverage (dBA) Noise (dBA) Noise Level 63.1 70.4 71.1 N4 61.6 70.4 70.9 N7 58.3 70.4 70.7 N10 69.0 70.4 72.8 N11 63.2 70.4 71.2 N12 Note: 1. Assume existing noise level at higher ground is similar to the baseline results. 2. Projected traffic noise at height level similar to the elevated bridge.

Permissible Level (dBA) 65.0 65.0 65.0 76.9 65.0

Table 6.14: Estimated Noise Level at Sensitive Receptors (High Rise) during Nighttime
1Baseline - L 2Projected Traffic Station of Cumulative eq Coverage (dBA) Noise (dBA) Noise Level 58.8 60.3 62.6 N4 54.6 60.3 61.3 N7 57.8 60.3 62.2 N10 66.0 60.3 67.0 N11 60.3 60.3 63.3 N12 Note: 1. Assume existing noise level at higher ground is similar to the baseline results. 2. Projected traffic noise at height level similar to the elevated bridge.

Permissible Level (dBA) 62.0 60.0 60.0 70.7 68.2

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For high rise structure, the predicted cumulative noise levels are above the permissible levels at all locations except Station N11. Noise barriers at the affected locations are deemed necessary to minimize the impact to acceptable levels. 6.4.4 Vibration The vibration produced during the operational phase, when projected traffic is flowing at the peak volume, is not expected to cause any discomfort or affect the health of individuals. For the purpose of operational phase vibration impact assessment, actual measured vibrations from road traffic were used to substantiate the likely traffic induced vibration amplitudes (refer Appendix 3 for full results). The highest vertical vibration peak velocity was 3.03 mm/s at the end of Jalan 17/20, Section 17. Based on the DOE‟s Recommended Limits for Damage Risk in Buildings from Steady State Vibration as shown in Table 6.15 below, vibration from the traffic operations in all areas is therefore anticipated to be below 5 mm/s and is within the DOE guidelines. Therefore, no adverse vibration impact is expected. Table 6.15: Recommended Limits for Damage Risk in Buildings from Steady State Vibration. Recommended Vertical Vibration peak Velocity (mm/s) Less than 3 (Damage not necessary 3 to 5 5 to 30 More than 30

Damage Description Safe Caution Level inevitable) Minor Damage Major Damage

Source: Schedule 1 : DOE‟s Planning Guidelines for Vibration Limits and Control in the Environment, 2004 6.4.5 Air Pollution Air pollution is an inevitable with the increase of traffic volume during the operation phase. The primary emissions of air pollutants from automobiles are carbon monoxide (CO), nitrogen oxides (NOx) and organic compounds. Air modeling was carried out to determine the extent of the air pollution during the operational phase of the Project. 6.4.5.1 Air Quality Modeling Any potential source of air pollutants will be the emissions from the vehicles utilizing the proposed Project. According to the Environmental Quality Report 2009 published by the DOE, motor vehicles have been identified as a major contributor to air pollution, contributing 98% of carbon monoxide (CO) and 28% of nitrogen oxides (NOx) emission loads in 2009. Among these pollutants, CO is of most concern as it is toxic in high concentrations, whereas the other two pollutants are generated in lower quantities. As such, air quality modeling was carried out to determine the emissions of CO from the increase in traffic due to the Project development.

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i)

Air Quality Model

CALINE4 is an air dispersion model developed by the California Department of Transportation (CALTRANS) used to predict concentrations of CO near roadways. Its predecessor, CALINE3, is one of the air dispersion models recommended by the US Environmental Protection Agency. CALINE4 is a simple line source Gaussian plume dispersion model capable of determining 1-hour and 8-hour average CO concentrations at receptor locations downwind of highways located in relatively uncomplicated terrain. CALINE 4 requires the following input data:
    

Roadway geometry Worst-case meteorological parameters Traffic volumes Vehicular emission rates Receptor positions

The CALINE4 model was applied to the alignment sections of the Project alignment that are located nearest to the closest sensitive receptors. The CALINE4 model was used for calculating the 1-hour average CO concentrations. The mixing zone width (roadway width plus 3 meters on either side) was based on typical cross sections of the engineering drawings for the roads (dual lane carriageway). The roughness coefficient was assumed to be 200 cm, which corresponds to centers of large towns or cities, suitable for urbanized areas like that traversed by the alignment. The altitude above mean sea level was assumed to be 36 m, according to the average topographic levels. The peak hour traffic for the entire alignment is 6336 PCU/hour. The peak hour traffic was based on the prediction up to year 2045 once the Project is fully in operation. Vehicular emission rates were based on the current legislation governing the emissions from petrol and diesel engines, which is the Environmental Quality (Control of Emission from Petrol & Diesel Engines), Regulations, 1996. The maximum allowable emission limit for CO is currently set at 6.90 g/km for heavy vehicles (reference mass of > 1700 kg). The 1-hour average concentrations for CO were simulated based on the projected traffic volumes using the worst-case wind speeds and wind angles. The run conditions were based on the existing meteorological data and annual average ambient concentrations for CO, which was 0.7288 ppm for urban areas in 2009 (EQR, 2009). The modeling was performed using the two extremes of the atmospheric stability classes; the most stable (Class 7) and the most turbulent (Class 1). The receptor positions were based on the locations for the potentially closest sensitive receptors and can be viewed as representations for other affected areas of similar land use. Appendix 7 shows the output results of the air quality modeling. A summary is shown in the following table of the predicted CO levels based on the worst case scenario, i.e. maximum allowable limit for CO emission for heavy vehicles at 6.9 g/km. The modeling was also carried out based on two other scenarios that may closer represent site conditions as follows:   Scenario A: Model run using the maximum allowable CO emission limit for light motor vehicles (as light vehicles still comprises the highest percentage) of 2.2 g/km. Scenario B: Model run using the maximum allowable CO emission limit for medium heavy vehicles (reference mass of 1250 to 1700 tonnes) at 5.17 g/km.

The results are shown in Table 6.16.

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Table 6.16: Predicted 1-Hour CO Concentrations upon Project Completion Predicted 1-Hour Average CO Concentrations (ppm) Location Worst Case Class 1 1.9 2.1 2.1 5.4 6.0 1.3 4.8 2.9 6.9 2.7 Class 7 2.4 2.7 2.6 5.7 4.5 2.2 5.6 4.0 7.6 3.1 Scenario A Class 1 1.1 1.1 1.1 2.2 2.4 0.9 2.0 1.4 2.6 1.3 Class 7 1.2 1.3 1.3 2.3 1.9 1.2 2.2 1.7 2.9 1.5 Scenario B Class 1 1.6 1.8 1.8 4.2 4.6 1.1 3.8 2.3 5.3 2.2 Class 7 2.0 2.2 2.1 4.4 3.5 1.8 4.4 3.1 5.8 2.5

SJKT Effingham (A1) Jalan SS22/2, Damansara Jaya (A2) Section 17 (A3) SK Sri Petaling (A4) Section 11 (A5) Section 14 (A6) Section 4 (A7) PJS3 (A8) Kompleks Suria Kinrara (A9) Hospital Angkatan Tentera (A10)

In reference to the worst case scenario, where we assume all vehicles using the highway will be heavy vehicle (trucks and lorries), the highest predicted 1-hour average concentration at a closest sensitive receptor is 7.6 ppm (Class 7) at Kompleks Suria Kinrara. From the modeling results, the worst case CO levels were still well below the Malaysian Air Quality Guidelines for CO concentrations at 30 ppm (1hour averaging time). The CO concentrations for Scenario 1 (light vehicles) and Scenario 2 (medium heavy vehicles) give lower readings as expected in line with the lower CO emission rates. Hence, it can be expected that there will be a slight increase in the CO concentrations at the receptors during the peak hours due to increase in traffic volume, which is the acceptable. The increase is not significant and the levels will still remain well below the Malaysia Air Quality Guidelines. 6.4.6 Traffic The operation stage of the Project will have a positive impact on the overall traffic conditions whereby an overall reduction in traffic congestion of the road system is expected as per the original intention of the Project. However, during the peak traffic hours, some form of localized traffic congestion is inevitable at the Toll Gate areas. The operation of the proposed Project will cause redistribution in the traffic flow and volume of the Petaling Jaya to Puchong road systems. The projected traffic volume for the passing through toll plazas is summarized as follows: Table 6.17: Base Case Daily PCUs at Toll Plazas –Base Case Daily PCU Year of Toll Plaza North Toll Plaza North Toll Plaza South Toll Plaza South Operation (Southbound) (Northbound) (Southbound) (Northbound) 2015 44,488 45,226 31,197 33,681 2020 63,360 63,360 47,856 49,962 2025 63,360 63,360 54,119 55,917 2030 63,360 63,360 61,444 62,968 2035 63,360 63,360 63,359 63,360 2040 63,360 63,360 63,360 63,360 2045 63,360 63,360 63,360 63,360 Source: SKM Colin Buchanan, 2012 Environment Asia Sdn Bhd

Total 154,593 224,538 236,757 251,132 253,439 253,440 253,440

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6.4.7

Socio-Economics

6.4.7.1 Improved Travel The most positive socio-economic impact is reduced traffic congestion at certain areas such as along SPRINT Highway after Jalan Sultan Abu Bakar & Penchala Link, Jalan Puchong, LDP from Bandar Sunway to Sprint Highway and part of Jalan Klang Lama and NPE. In addition, the proposed Project is expected to bring about positive benefits on the social and economic aspects of the local area with reference to the reduction of travelling time of the local population which will make the journey easier and quicker. There is a potential increase in the efficiency of transportation services, in particular for those who travel regularly either to work, for businesses or visiting friends and relatives. 6.4.7.2 Employment/Business Opportunity The Project is also expected to create job opportunities for the local population in the daily operation and maintenance of the Project. However the numbers and the levels are not expected to be large enough as to significantly impact the economy of the local population. Thus, the overall income levels and trend are also not expected to increase significantly, although some areas may experience some inflow of new monies. 6.4.7.3 Land Values The possible upward change in the values of the houses located near to or within the vicinity of the proposed line is perceived as an important reasonable outcome of the construction of the Kinrara – Damansara Expressway. The land and house values are expected to change positively on the perception that the highway would reduce the congestion level. There are the possibilities that demand for housing on the long-term basis will experience some changes since the public now will perceive that the traffic system in the affected region will be greatly improved. In general, high end residential areas may not be positively affected while the middle and lower end properties will see a possible increase in value and rental returns. This is particularly true for properties in the nearby vicinity especially for rental properties but perhaps not those directly adjacent to the alignments. 6.4.7.4 Aesthetic and Nuisance Upon completion of the construction of the Kinrara – Damansara Expressway, the physical presence of the viaducts and the operation of the proposed highway will result in certain social impacts. Where a property is directly affected and acquisition has been carried out, the affected resident would have relocated and would no longer be affected by any impacts arising from the operational phase. However, for properties not directly affected and where mandatory acquisition is not required, these residents will have to accept the potential impacts in terms of aesthetics. Potential impacts with regards to aesthetics include:     Deterioration and/or alteration of scenic view with the inclusion of the expressway into the scenery. Dull and unattractive design of piers and viaducts. Shaded zones below the expressway, especially where the alignment traverses through closed and narrow areas such as on the median of roads. Viewing obstruction of buildings such as business premises from potential customers.

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result in the property being less than desirable and a consequent drastic drop in property value as a residential or industrial unit. There is also the possibility that the migrants and non-locals workforce may remain in the vicinity of the Project site for reemployment and other purposes and thus, may impose excessive demand on the existing public facilities and services. However, the population distribution is not expected to change significantly even if large numbers of workers are employed at the work site because of the existing significant population size in the surrounding region. 6.4.8 Solid and Scheduled Waste Generation The project alignment falls under the jurisdiction of Majlis Bandaraya Petaling Jaya (MBPJ), Majlis Perbandaran Subang Jaya (MPSJ) and Dewan Bandaraya Kuala Lumpur (DBKL). These local councils will be responsible for the collection and disposal services. There are no adverse impacts anticipated from solid waste disposal activities. 6.4.9 Safety and Risks The proposed design and operation of the Kinrara – Damansara Expressway has taken into account various safety and risk factors. The type of incident and failures could be due to accidents or vehicle breakdowns, mischief and terrorism. Failures due to the accidents are considered and a proper traffic control plan as well as emergency response plan will be prepared. If congestion arises due to accidents or vehicle breakdowns, these vehicles should be removed from the road as quickly as possible. If roadwork need to be carried out or some lanes must be temporarily closed, these should be done with the minimum of inconvenience to the general public. On the overall, these impacts are expected to be relatively short term and with proper traffic control, the risks and inconvenience to other road users can be minimized. Proper signage and traffic control devices will be constructed. 6.4.10 Abandonment Although there is always a remote possibility that the proposed project will cease and subsequently be abandoned in the future, this could only be due to extraordinary and abnormal circumstances such as acts of war or violence, economic collapse or other natural disasters or calamities. In such an event, the option of demolition and removal of the various structures should be considered. Furthermore, the abandonment of built-up sites creates unaesthetic visual repercussions and a suitable habitat of harboring pests and disease vectors and indulgence in anti-social behavior and activities. Employees will also be terminated and displaced from employment.

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6.5 SUMMARY OF IMPACTS Table 6.18 summarizes the sensitive receptors that had been identified for each “location -to-location (KM)” alignment for the proposed Kinrara – Damansara Expressway (KIDEX) together with the potential impacts envisaged. Table 6.18 : Summary of Potential Impacts for Sensitive Receptors Location Sensitive Receptor SMK Tropicana SRK Tropicana Bayu Puteri Tropicana Apartments Tropicana Golf & Country Resort Houses Casa Tropicana Condominiums NKVE Interchange to Chainage 0 km Tropicana Indah Resort Homes Sunway Sutera Condominum Riana Green Condominium Tropicana Golf Resort TR1 Sri Jakkaamma Temple SJK (T) Effingham Approximate distance 50 m 146 m 92 m 88 m 92 m 170 m 73 m 62 m 82 m 58 m 32 m Potential Impacts School: Located adjacent to NKVE, existing noise already high due to heavy traffic – less affected by noise increase School: More than 100m distance and not much impact. Apartment: Minimal noise and vibration disturbance Residential area: Minimal noise and vibration disturbance Condominium: Minimal noise and vibration disturbance Residential area: More than 100m distance and not much impact. Condominium: Minimal noise and vibration disturbance Condominium: Located near NKVE, existing noise already high due to heavy traffic – less affected by noise increase Residential area: Minimal noise and vibration disturbance – less affected by noise increase Hindu Temple: Located adjacent to NKVE, existing noise already high due to heavy traffic – less affected by noise increase School: Located adjacent to NKVE, existing noise already high due to heavy traffic – less affected by noise increase

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Location NKVE Interchange to Chainage 0 km Chainage 0-1km Chainage 1-2km

Sensitive Receptor Education Institute Quarters

Approximate distance 30 m

Potential Impacts Apartments: Located adjacent to Lebuh Bandar Utama, existing noise already high due to heavy traffic – less affected by noise increase Residential area: Located adjacent to Sprint Highway, existing noise already high due to heavy traffic – less affected by noise increase Residential area: Located adjacent to Sprint Highway, existing noise already high due to heavy traffic – less affected by noise increase Residential area: Noise and aesthetic impacts Education Institute: Minimal noise and vibration disturbance as distance ~ 100m Residential area: Noise and vibration disturbance, very close proximity, land acquisition. Prime PJ residential landed area.

Two storey terrace houses on Jalan SS 22/2 (Damansara Jaya) and Jalan SS 21/2m (Damansara Utama) Two storey terrace houses on Jalan SS 22/2 (Damansara Jaya), Jalan SS 21/62 (Damansara Utama) and Jalan SS 20/1 (Damansara Kim) Desa Kiara Condominium SRJK (C) Chung Hwa Terrace houses (Section 17 and Section 19) (Jln 17/28, Jln 17/26, Jln 17/21L, Jln 17/47, Jln 19/26, Jln 19/24, Jln 19/13B, Jln 19/13, Jln 19/20) Terrace houses (Section 17 and Section 19 along Jln Harapan) Sri Maha Mariamman Temple Taman Desa Pesona condominium (25 floors) near Jln 17/21e Damansara Bestari Apartment (30 floors) near Jln 17/47

30 m 30 m

50m 100 m Within 20 m

Chainage 2-3km

Within 20 m 28m 20m 15m

Residential area: Noise and vibration disturbance. Land acquisition of PJ prime landed areas Hindu Temple: Noise and vibration impact Residential area: Noise and vibration disturbance. Residential area: Noise and vibration impact due to close proximity.

Chainage 3-4km

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Location Chainage 3-4km Chainage 4-5km

Sensitive Receptor Hotel Lisa De Inn (6 floors) beside the roundabout near Jln 19/13 Masjid Tun Abdul Aziz at Jalan Semangat Terrace houses of Section 14 along Jalan Semangat SK Sri Petaling at Jalan Semangat SMK (L) Bukit Bintang at Jalan Utara

Approximate distance 25m 7m 23m 5m 5m 15m 14m 61m 13m 18m 12m 12m 15m

Potential Impacts Lodging area: Noise and vibration disturbance. Mosque: Noise and vibration impact Residential area : Located adjacent Jalan Semangat, existing noise already high due to heavy traffic – less affected by noise increase School: Noise and vibration disturbance, land acquisition of school compound School: Noise and vibration disturbance, land acquisition of school compound Residential area: : Located adjacent Jalan Utara, existing noise already high due to heavy traffic – less affected by noise increase Hotel: Located adjacent Jalan Utara, existing noise already high due to heavy traffic – less affected by noise increase Residential area: Minimal noise and vibration disturbance due to distance Residential area : Located adjacent Jalan Timur and Jalan Utara , existing noise already high due to heavy traffic – less affected by noise increase Church: Located adjacent Jalan Timur, existing noise already high due to heavy traffic – less affected by noise increase Private educational institute : Located adjacent Jalan Sultan, existing noise already high due to heavy traffic – less affected by noise increase Private educational institute : Located adjacent Jalan Sultan, existing noise already high due to heavy traffic – less affected by noise increase Residential area: Noise and vibration disturbance, land acquisition of Section 8 houses

Chainage 5-6km

Houses of Section 12 & 11 Crystal Crown Hotel Ehsan Ria Condominium

Chainage 6-7km (Eastern Loop) Chainage 6-7km (Eastern Loop) Chainage 7-8km (Eastern Loop)

Bungalows of Section 9 along Jalan Timur, houses of Section 11 along Jalan Utara St. Paul's Church Rima College PJ along Jalan Sultan Rima College PJ along Jalan Sultan Single storey houses of Section 7 & 8 along Jalan Penchala

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Location

Sensitive Receptor SK Sri Petaling at Jalan Semangat Section 14 residential terrace houses

Approximate distance 5m 15m 12-19m 76m 127m 10-23m 20m 15m 46m 24m 28m 36m 17m 20m

Potential Impacts School: Noise and vibration disturbance, land acquisition of school compound. Residential area: Located adjacent Jalan Utara, existing noise already high due to heavy traffic – less affected by noise increase, Land acquisition Church, Hospital & Condominium: Located adjacent Jalan Utara, existing noise already high due to heavy traffic – less affected by noise increase Hospital: Minimal noise and vibration disturbance due to distance (behind Tun Hussein Onn National Eye Hospital) Hotel: More than 100m distant and not much impact Educational Institute: Located adjacent Jalan Barat, existing noise already high due to heavy traffic Hotel: Located adjacent Jalan Barat, existing noise already high due to heavy traffic – less affected by noise increase Residential area: Noise and vibration disturbance but there is an existing industrial area to the west of Jalan Penchala opposite the houses Chinese Temple: Noise and vibration disturbance Residential area: Noise and vibration disturbance but there is an existing industrial area to the west of Jalan Penchala opposite the houses Private school: Noise and vibration disturbance Residential area: Noise and vibration disturbance Community Center: Noise and vibration disturbance Educational institute: Noise and vibration disturbance Residential area: Noise and vibration disturbance

Chainage 5.3 km-7.5km (Western Loop)

Chapel Luther House, Tun Hussein Onn National Eye Hospital, and Istara Condominium National Institute of Ophthalmology Hotel Armada

Chainage 5.3 km-7.5km (Western Loop) Chainage 8-9km Chainage 9-10km Chainage 10km-11km Chainage 10km-11km

Stamford College, LCCI International Qualifications and PJ College of Art and Design PJ Hilton SIngle storey houses of Section 4 along Jalan Penchala Ching Lin Tong Temple Single storey houses of Section 2 along Jalan Penchala Pusat Perkembangan Minda Kanak Kanak Pangsapuri Desa Sepakat Dewan Masyarakat Taman Seri Manja at the junction of Jln PJS 3/40 and Jln PJS 1/15. Tadika Kemas Cahaya Murni Flat Taman Sri Manja -along Jln PJS 3/55

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Location

Sensitive Receptor Suria Apartment- along Jln TK 4/11 and Jln Kinrara 4/5 Terrace houses of Taman Kinrara Section 2

Approximate distance 56m 30m 30m 11m 28m 28m 33m 25m 20m 45m 18m 27m 18m 31m 11m

Potential Impacts Residential area: Noise and vibration disturbance Residential area: Noise and vibration disturbance Residential area: Noise and vibration disturbance Residential area: Noise and vibration disturbance Residential area: Noise and vibration disturbance Residential area: Noise and vibration disturbance Residential area: Noise and vibration disturbance Residential area: Noise and vibration disturbance Hospital: Noise and vibration impacts Educational Institute: Noise and vibration impacts Residential area: Noise and vibration disturbance, land acquisition Private school: Noise and vibration impacts Mosque: Noise and vibration disturbance Residential area: Noise and vibration disturbance, land acquisition Residential area: Noise and vibration disturbance, land acquisition

Chainage 1112km

Sri Sunway Apartment Houses of Taman Kinrara Section 4 Angsana Apartment Bougainvillea Apartment Vista Lavender Condominium Kompleks Suria Kinrara Hospital Angkatan Tentera 95 SJK (T) Kinrara Terrace houses of Bandar Kinrara Section 1 Taski Abim Al-Hidayah is located at the junction of Jln BK 2/7 Surau Al-Hidayah Terrace houses of Bandar Kinrara Section 1 Double storey houses of Bandar Kinrara Section 2

Chainage 1213km (Option 3)

Chainage 13kmEnd

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CHAPTER 7: PROPOSED MITIGATION MEASURES

7.1

INTRODUCTION There is various mitigation measures recommended to prevent, reduce or eliminate the adverse environmental impacts resulting from the proposed project. Most of the recommended mitigation measures are closely linked to good on-site practices during the various phases of the project development. The project proponent should take these measures into consideration during the detailed design and implementation stage of the project.

7.2 7.2.1

CONSTRUCTION PHASE Erosion and Sediment Control Plan During site clearing, it may be necessary to remove existing vegetation and turfing at areas next to the existing road. Consequently, the exposure of bare, exposed land to natural elements of erosion (rain and wind) will lead to soil erosion. Various mitigation measures can be implemented at the construction phase for different work activities so that the potential impacts are minimized. The Erosion and Sediment Control Plan (ESCP) is prepared based on the requirement of Department of Environment and is to be submitted to the Department of Environment (DOE) for approval. The ESCP aims to:    Reduce and minimize soil erosion and water pollution of the waterways adjacent to the site. Introduce suitable silt control measures and best management practices for the proposed Project. Provide guidelines for the implementation of a continuous monitoring programme of the BMPs.

The ESCP is prepared based on the “Urban Stormwater Management Manual for Malaysia” (MSMA 2nd Edition) by the Department of Drainage and Irrigation (DID), 2011 and the “Guideline for Prevention and Control of Soil Erosion and Siltation in Malaysia” by the Department of Environment 1996. The “Guideline for Erosion and Sediment Control in Malaysia” by DID, 2010 is also used as a reference. During the construction phase, the proposed Project needs to comply with the relevant standards and legislation as given in the following table. Table 7.1 : Relevant Standards and Legislation Environmental Aspects Earthworks / Site Clearing Drainage     Standards and Legislation DOE Guidelines for Prevention and Control of Soil Erosion and Siltation 1978, (revised 1996) DID Guideline for Erosion and Sediment Control in Malaysia, 2010 DID Guidelines (Urban Storm Water Management Manual for Malaysia, 2000) Street, Drainage and Building Act, 1974

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Table 7.1 : Relevant Standards and Legislation (cont’d) Environmental Aspects Water Quality   Standards and Legislation Environmental Quality (Sewage) Regulations, 2009 Environmental Quality (Industrial Effluents) Regulations, 2009

In order to minimize erosion and sediment transport, it is necessary to introduce mitigation measures to control erosion and subsequent silt runoff from the site into the drains or water bodies such as:  limiting the extent of ground exposure,  limiting the size of stripped land,  surface stabilization treatment (turfing and temporary protective measures such as covering the soil surface with plastic sheets),  sediment trapping devices and runoff-control measures such as temporary interceptor drains. These erosion and sedimentation control measures are to be carried out using the Best Management Practices (BMPs) and are described below. 7.2.1.1 Erosion Control Soil Surface Stabilization      After construction begins, soil surface stabilization should be applied to all disturbed areas that may not be at final grade but will remain undisturbed for periods longer than 14 days. Where applicable and necessary, soil surface stabilization protects soil from the erosive forces of raindrop impact, flowing water and wind. Other erosion control practices include surface roughening, mulching, and establishment of vegetative cover and the early application of gravel base on areas to be paved. Effective erosion control will lessen the need for substantial and more costly sediment control measures. The construction of the KIDEX alignment will have minimal land clearing and exposure as the entire alignment is elevated and mostly will be constructed over road medians and road shoulders which are already paved. However cut and fill activities are still required for the construction of the at-grade section at the TUDM area (CH12400-12800).

Phasing of Construction Activities   Any land clearing at the road shoulder and road reserves should be carried out according to the development schedule to minimize the amount of land exposure. Good coordination is vital between the teams responsible for any vegetation removal, paved ground breaking and construction and final turfing / landscaping or hard paving of the new road shoulders and reserves. Once the area has been cleared, construction should be carried out as soon as possible. Construction activities should take into consideration the prevailing climatic conditions at that time, particularly rainfall. It is recommended that as far as possible site clearing be avoided during the wet season to minimize soil erosion.

  

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Vegetation Buffer      Site clearing shall be limited to areas of the alignment for each stage of work. Vegetation cover should not be cleared or paved surfaces broken up until site clearing and construction is ready to begin. Buffer strips or corridors of vegetation can also be used to separate disturbed land from adjacent watercourses, as they control and filter sediments from surface runoff. Buffer strip performance generally increases as buffer width increases or as the buffer slope decreases. The minimum width of an effective buffer strip should be 10m.

Temporary Covers   If turfing cannot be carried out immediately at the exposed areas, temporary covers such as plastic sheets, geotextile or fibromats can be used instead. The use of temporary covers, which is either made of natural or synthetic material, can be used to cover up the exposed soil to reduce erosion due to rainfall impact.

Drainage Control    Before commencement of earthworks (if any), temporary drains shall be constructed to channel surface runoff for control of sediment discharge where possible. Perimeter drains are important to prevent any sediment laden runoff from the site exiting off-site and conversely also to prevent surface runoff from off-site entering into the site. Drainage provisions within the site and downstream should be adequate to ensure that no flooding occurs. The sizes for the earth drains are as shown in Table 7.2. Table 7.2 : Sizing of Earth Drains Earth Drain Length (m) <500 500 – 1000 1000 – 1500 >1500 Earth Drain Size (m) Slope 1:2 Width Depth 1.0 0.5 1.0 1.0 1.5 1.0 1.5 1.5

Depth

Width

 

Any temporary earth drains must be adequately compacted and the sides cut to slope and maintained to prevent collapse of the sidewalls. If at all possible, temporary drains in the form of pre-cast concrete drains are recommended as they will not be subjected to erosion and generation of additional sediment.

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     

If site conditions and space permits, wider diversion drains and dykes should be constructed and where the water flow is greater than 0.6 m/s, check dams are to be constructed to slow down the velocity of the water flow. The drainage system should be regularly inspected and maintained especially after heavy rainfall. The temporary drainage should be altered as and when necessary to keep the site free of standing water. All runoff from undisturbed areas should not be allowed to mix with runoff from disturbed areas. This can be achieved by constructing contour banks at the downstream boundaries between every disturbed and undisturbed area. Perimeter drains are recommended for all areas fronting rivers and these drains should be directed into silt traps to prevent direct ingress of silt into the rivers. Due to the urban surroundings of KIDEX, most of the surface runoff during construction will flow into the existing drainage system before discharging into silt traps and then eventually into larger waterways such as monsoon drains, Sg. Kayu Ara, Sg. Penchala and Sg. Klang. The temporary drainage systems at major waterway crossings and the design of temporary earth drains are shown in Appendix 8.

7.2.1.2 Sediment Control   Sediment controls must be constructed before land disturbance takes place or at the very least concurrent with the site clearing. Sediment control will be site specific and can include vehicle tracking controls, sediment barriers, silt traps; or a combination of any or all of these measures to prevent the movement of eroded sediment from being transported off-site. Some sediment controls can also be used for containment of the work site to prevent the inflow of off-site waters into the site and adding to the sediment load within the site. For KIDEX, any possible soil discharges will be minimal due to the overall project site area being already impervious and any breaking of hard paved areas will only be necessary at the road shoulders or road medians for piling. Areas of concern only involve cut and fill areas at the TUDM area (CH12400-12800).

 

Silt Trap   A total of 30 silt traps will be constructed for major waterway crossings of the KIDEX alignment and also at the cut and fill area at TUDM. The locations of the silt traps and the proposed design of the silt traps are shown in Appendix 8.

Silt Fences      Silt fences are used to intercept drainage and surface flow prior to entering nearby waterways or rivers. Silt fences will be installed where necessary at areas fronting the rivers to channel surface water runoff into the sediment basins/traps. The design of a silt fence is shown in Appendix 8. Silt fences are only appropriate and suitable where surface water flow is not strong and should never be placed within runoff channels. At the toe of slopes, they must be placed with an adequate distance to allow for maintenance and removal of accumulated sediment. The construction of silt fences is based on an “as and where /when required” basis.

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This means that the location of the silt fences may be shifted, increased or changed as construction site conditions changes.

Check Dam    Check dams are temporary dams constructed across diversion channels and temporary earth drains to reduce the velocity of the storm water flow. As an example, where the gradient is 2% and the check dams are 0.5m high, the spacing intervals are a distance of 25m. If the gradient is reduced to 1%, then the distance spacing increases to 50m.The design of the check dam is shown in Appendix 8.

Washing Bay and Stabilized Construction Access     The wheels and undercarriage of trucks exiting the construction site are to drive through a washing bay which is a sump covered with reinforced iron bars and with manual jet spraying to clean the wheels and undercarriage. The wash water is to be recycled through the sediment settling sump and any overflows directed into the temporary drain that lead into the silt trap. The design of the wash trough is attached in Appendix 8. The stabilized construction access for the exit should have a paved or concrete slab minimum 10m length or a gravel run of 15m with 15cm gravel depth and 5cm sized aggregate. The stabilized construction access are to have bunds or drains to channel water back into the sump or sloped back towards the sump and a low bund or cut-back curb to prevent wash water from flowing onto the public roads and drains. The typical design of a stabilized construction access in shown in Appendix 8.

7.2.1.3 Best Management Practices (BMP) Stage 1 – Clearing and Paving for Lane Diversion   If necessary, to relocate existing storm water drain inlets at curbside to outside boundary RHS and LHS of work area and reconnect to existing storm water culvert. Where practical or viable, protect storm water drain inlet with sandbags, fiber roll, block and gravel, gravel bags, filter fabric or stone (rock) collar. If drain inlets are to be sealed, no more than half to be sealed while at least half to remain open and protected with inlet protection so as not to cause localized flooding of existing roadway. Temporary containment of cleared area with sandbags or gravel bags beneath safety hoarding prior to preparation of road surface. Temporary diversion drains or bunds to divert surface runoff from work site into protected storm water inlet. Stabilized construction access with wash bay at exit from work area.

  

Stage 2 – Lane Diversion and Bore Piling at Road Median/Shoulder    Perimeter containment with bunding and controlled outflow of surface runoff through protected outlets from work site area or through beneath safety hoarding using sandbags or fiber rolls or gravel bags. Restrict groundbreaking and earthworks to immediate area necessary for bore piling. Protect and containment of bore pile area with concrete bund to prevent any slurry from being exposed to surface runoff.
7-5

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Maintain paved / tarmac area of work site at road median/shoulder to limit exposed ground areas. Any storm water drain inlets at road shoulders receiving surface discharges from work site to be protected with sandbags, fiber roll, block and gravel, gravel bags, filter fabric or stone (rock) collar. Wash trough and stabilized construction access to be constructed at entry points of work areas where possible.

Stage 3 – Completion of Elevated Section on Viaduct  Restore lane diversion and traffic patterns.  Restore storm water drain inlets.  Restore road shoulders and ground area as per original. The typical conceptual erosion and sediment control plans for construction works at road medians (Stage 1 & Stage 2) and road shoulders are attached in Appendix 8. 7.2.2 Cut / Fill Slopes      There will only be some cut and fill activities at the at grade section of the TUDM area (CH1240012800). Besides that, no major cut and fill is required as KIDEX involve a mainly elevated alignment within an urban and densely built environment. The existing level of the project site is generally flat with mostly impervious surface. All fill slopes shall be designed with a 2m wide berm spaced at vertical intervals not exceeding 5m with the provision of concrete lined berm drains. The embankment slope shall be 1V:2H. For the stability of embankments the typical Factor of Safety (FOS) is: - Temporary = 1.30 (includes construction, temporary works, etc.) - Long Term = 1.20 (during operation and service life)

7.2.3

Foundation Piling Method  The selection of an adequate foundation system for the structures depends on subsoil profile, ground bearing capacity, structure loading etc.  Since the alignment traverse through an urban area, bored piles, micropiles or hand dug caisson are recommended - less vibration and noise compared to the driven pile foundation system. Ground Treatment  The foundation for the alignment may require ground treatment at certain portions to ensure a secure foundation.  The ground treatment methods applied are the use of piled embankments, stone columns or even soil replacement, depending on the height of embankments and site conditions.  The ground treatment will effectively reduce settlement of the structures, improve shear strength and bearing capacity as well as mitigate against possible slope failure of embankments.  At the NPE and KESAS highway ramps (KBH35 and KBH40) the ground is considered as soft at depths up to 3m and therefore would require treatment method(s) including excavation and backfilling, foundation treatment for retaining walls and compaction at areas where the ramps will be constructed.  Bored piles shall be proposed at locations where limestone cavities were anticipated. Permanent casing shall be allowed prior to the bored-in pile installation.

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Retaining Walls  In urban highway corridors, where it may not be practical to construct standard earthen embankments, wall systems are particularly useful in minimizing encroachment into adjacent developed land area.  For the preliminary design, this project will adopt mechanically stabilized earth wall reinforced using metal strip/rods as its main earth retaining structure.  Reinforced concrete wall and geosynthetic wall can also act as a retaining wall system depending on the height and site conditions. 7.2.4 Water Pollution  The sources of water pollution and the control measures that should be carried out to prevent and reduce the deterioration of the river water quality of Sg. Kayu Ara, Sg. Penchala and Sg. Klang are detailed below.  The water quality should be monitored on a regular basis and any deterioration of the water quality caused directly by the site works should be rectified. Work Area and Workshop (if any)  Provisions of adequate temporary toilet facilities (either septic tank or portable toilet).  The system should be in accordance with the JPP and Ministry of Health (MOH) specification.  Any effluent discharge should comply with Standard B of the Environmental Quality (Industrial Effluents) Regulations, 2009. Oil and Petroleum Products / Machinery  The presence of diesel machinery and the storage of diesel and petroleum products may lead to oil pollution should spillage/leakage occurs.  Adequate attention should be given to storage and refuelling activity.  Diesel skid tanks and oil drums must be placed within a sheltered, paved bunded area and the drainage outlet provided with an oil sump or interceptor.  The maintenance of machinery should be carried out in a designated area where spillage or leakage of used oil and lubricants can be contained.  Oil spills should be cleaned up as soon as possible to prevent possible oil contamination to the waterways.  Used oil and grease should be stored in proper drums/containers, labelled and placed at a designated location with containment facilities as far away as possible from waterways, prior to disposal by licensed contractors.  Adequate attention should be given to maintenance of the construction machines to ensure that leakage does not occur. Cement/ Bitumen  Cement/ bitumen should be stored properly in working shed.  Unauthorized dumping into rivers and roadside should be avoided. Construction Debris  All construction wastes and debris to be collected and transported for final disposal at the designated municipal dumpsite.  Temporary collection areas are not to be placed near waterways to prevent wastes and debris from washing into the waterways.

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Scheduled Waste  Storage and handling of scheduled waste should be carried out according to the Environmental Quality (Scheduled Wastes) Regulations, 2005.  The wastes should be stored in sealed drums, labeled and placed in a proposed scheduled waste storage shed.  The shed should be concrete paved, bunded with a capacity to contain 110% of the largest container volume.  There should not be any opening in the bund wall that may allow leakages and spills to flow offsite.  Separate compartments should be provided for different groups of incompatible wastes. Batching Plant  A batching plant will be established at the site camp area, for the supply of all concrete requirements for the duration of the construction stage.  The installation of the batching plant must obtain a written approval from DOE.  Wash water at the batching plant shall be recycled and there shall be no untreated discharge. 7.2.5 Hydrology & Flooding   During site clearing, the surface runoff from the project site will not increase significantly, thus, hydrological regime of the proposed site will not be significantly altered. Silt fences are recommended to be erected along the work areas where possible to filter the silted surface runoff prior to discharging into the existing roadside drains and subsequently the receiving rivers. Installation of silt fences that are carried out in accordance with the criteria for silt fences outlined in the MSMA 2nd Edition manual will prevent blockage of the existing drainage system and rivers becoming shallower due to accumulated silt on the riverbed. Silt fences should be maintained frequently especially after a heavy downpour to ensure smooth water flow so as to avoid blockage problems upstream of the fenced area.

7.2.6

Air Pollution Fugitive Dust Control  During the construction stage, the main emissions into the atmosphere would be fugitive dust.  Since most of these particles generated would be relatively coarse, they tend to settle down more readily.  The control of fugitive dust can be effectively achieved by employing good housekeeping. Good Housekeeping for Lorries / Trucks  The most appropriate housekeeping procedures should be directed primarily at the lorries for their movement is the main source in dust generation during construction activities.  The lorries should travel at low speeds to prevent churning up dirt and dust.  Their wheels must be cleaned thoroughly before they are allowed to travel onto the public roads.  Wash troughs at appropriate exit locations should be provided for wheel washing.  If lorries are carrying sand, earth, gravel, aggregates etc., these materials must be covered completely.  The access and supply roads within the work areas, if unpaved should be regularly sprayed with water to dampen the soil.

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Heavy machinery and transportation vehicles should be properly maintained in good working conditions so as to minimize smoke and soot emissions into the atmosphere.

Construction Material/Debris Management  Open burning of construction wastes or felled vegetation is prohibited at all times within the construction site.  Construction debris or cut vegetation (if any) to be removed and disposed off-site by licensed contractor to approved dumpsite.  Vehicles transporting construction materials or debris should be properly covered with canvas / plastic sheets and secured properly to minimize dust and particulate dispersion to the surrounding atmosphere.  Driving speeds of vehicles within the construction site to be kept low to reduce dust turbulence.  Earth transporting vehicles should be properly covered with canvas sheet and secured properly to minimize dust and particulate.  Wetting of the site should be carried out as and when needed to prevent dust turbulence.  Wash troughs or wheel washing facilities to be constructed where possible at the exit of working areas into public roads where possible.  Wash water from the washing trough should be discharged into sumps prior to entering the existing drainage systems.  Sprinkler or dust control system for the batching plant has to be installed.  Regular air monitoring to be carried out to monitor any increase in dust level. Vehicle/Machinery Maintenance  All vehicles/machinery used for the construction activities should be checked and maintained regularly to ensure they are in good condition so that no excessive black smoke and soot are emitting from the exhausts. 7.2.7 Noise In order to sufficiently reduce the likely noise impacts during the construction phase, various control measures has been formulated:            limiting the permitted hours during which site activities that are likely to create high levels of noise; establishing channels of communication between the contractor / developer, Local Authority and residents; appointing a site representative responsible for matters relating to noise; monitoring typical levels of noise during critical periods and at sensitive locations; Selection of equipment with low inherent potential for generation of noise; Suitable noise absorbent materials should be installed on machinery that produces high noise levels. Machinery emitting high noise shall be sited within an enclosure to reduce the noise impact; Erection of barriers as necessary around noisy machinery such as generators or large compressors; Placement of noisy equipment as far away from sensitive properties as permitted by site constraints; Working hour is limited to daytime; All vehicles and machinery will be properly serviced and maintained to ensure good working condition, thereby reducing the possible noise emission; Establish hoarding and maintain vegetation belt along the alignment, where practical and applicable;

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

 7.2.8

Speed limit for heavy vehicles is imposed on site.

Vibration During the construction phase, prudent construction management and the use of low impact piling methods would mitigate the vibration generated. Some of the mitigation measures that may be taken to reduce the risk of inflicting damage to properties or discomfort to individuals are as follows:

Use of alternative methods It is possible to choose a method least likely to give rise to unacceptable vibrations in particular circumstances. As an example, bored piles or hand dug caisson which give less vibration may be selected in preference to hydraulic driven piles especially nearby to the residential or sensitive areas. Bored piles had been chosen as the main piling method for KIDEX. Removal of obstruction Obstruction such as old foundation may be removed to control the transmission of vibration. Provision of cut-off trenches A cut-off trench acts in the same manner as a noise screen. It interrupts the direct transmission path of vibration between source and receiver. For it to be effective, the trench should be as close to the source or to the receiver as possible. Normally the trench depth is about 4 m to 5 m with adequate length. When piling works are completed, the trench should be carefully backfilled to reinstate the site. Reduction of energy per blow or per cycle of piling works It has been suggested that vibration (in terms of peak particle velocity) depends on the square root of the energy input. Thus, reducing the energy per blow or per cycle would produce a peak velocity of 71 % of its original value. It has also been found out that reducing energy per blow has greater effect at close quarters than at greater distance. The disadvantage of this mitigating measure is that more blows or a longer cycle at lower energy will be needed to drive the piles to a specified depth (Source: BS 5228 : Part 4 : 1992) Reduction of resistance to penetration This can be achieved by several ways, such as:  Pre-boring for hydraulic driven piles  Mudding in for rotary bored piles  Adding water to the bore hole for impact bored piles

In addition to the above, high vibratory equipment should be placed as far away from sensitive properties as permitted by site constraints and the use of vibration isolated support structures where necessary should be implemented. 7.2.9 Traffic Traffic Management Scheme  Many of the factors that affect traffic flow and safety of road users can be mitigated or minimized through the adoption of specific measures within an effective Traffic Management Scheme (TMS).

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The TMS is to be implemented at all construction sites especially road access and traffic junctions. The TMS would require to be implemented over the entire duration of the construction phase. The TMS should include measures for regulating traffic at the access points from the main roads and would include the installation of appropriate warning signs, lights and the use of traffic wardens to direct traffic in line with JKR and local authority requirement for safety at construction sites. The proposed traffic management plan during construction for KIDEX is attached in Appendix 9.

Additional Traffic Mitigation Measures  Transportation of heavy loads of construction material and machinery should be undertaken preferably during off-peak traffic hours;  Scheduling to avoid large convoys of trucks arriving / exiting the site at the same time  Planning of access routes to avoid narrow roads or residential service roads  Use of multiple or separate entry and exit points if possible to spread out traffic distribution  Scheduling of heavy vehicle movement during off peak morning and evening hours  When traffic is busy, flagmen should be employed to assist in the direction of traffic when construction vehicles are joining into the main flow of traffic;  Ensure lane closures are kept to a minimum to ensure a smooth traffic flow  Warning signs will be installed to alert road users as and when needed  Proper traffic control plan shall be implemented to prevent any mishaps due to the transportation of material into and out of the site. On the overall, these impacts are expected to be relatively short term and with proper traffic control, the risks and inconvenience to other road users can be minimized. 7.2.10 Ecological Aspects      Any vegetation from the site should be removed for proper disposal to the approved municipal dumpsite. The proposed temporary disposal site for biomass is located at the Toll B area near Jalan Harapan within the ROW as shown in Figure 7.1. Burning of cleared vegetation is strictly prohibited to avoid deterioration of the air quality. Where there is landscaping planned, these should commence as soon as possible upon completion of construction activities. The permanent ground works in paving and hard surface standing should commence and be completed as soon as possible in order to avoid barren ground open to erosion.

7.2.11 Socio-Economic Considerations (a) Land Acquisition      The land acquisition exercise of the private properties will be carried out by the government. All alienated land and/or property should be fairly compensated based on the National Land Code. Negotiations should be initiated with the affected owners together with an intermediary party in case of disagreements and deadlocks. This approach will provide all parties with sufficient time to make alternative arrangements for relocation and also to negotiate for fair terms and conditions. The rate of compensation must be based upon the value of property at current market prices, the condition of their premises, and other factors.

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The quantum needs to be decided amicably with those affected and is best carried out professionally and impartially by the Valuation and Property Services Department, Ministry of Finance Malaysia. An equitable compensation for private property is a requirement for land acquisition but where such property is Government land and the occupants has no official status, no such compensation is mandatory under the present requirements. Any compensation would be entirely at the discretion of the authorities or project proponent under humanitarian grounds or corporate goodwill.

(b) Employment of Construction Workers      Upon commencement of the construction phase, preference should be given to local workers for the employment opportunities within the proposed project. The employment of foreign workers should be considered only when there are no suitable locals available or willing to work on the site. It is recommended that the foreign workers, if employed, should be closely supervised to avoid any untoward incidents with the local community. As a preventive measure all foreign workers need to be medically screened for being a potential carrier of diseases. All young persons under the age of 18 are not allowed to work at the construction site.

(c) Base Camp     A base camp is proposed at the dumping ground (ex-mining pond area) near Taman Dato‟ Harun at KM10. This area is deemed as a suitable ground to set up the casting yard (Figure 7.2). It should be ensured that proper housekeeping and hygiene be maintained at all times for the base camp. Sewage and solid waste from the site office and work areas have to be properly disposed of in order to ensure no water contamination occurs. Temporary sanitary facilities (septic tank or portable toilets) should be provided for workers in accordance with the requirement of Jabatan Perkhidmatan Pembetungan (JPP). This will eliminate any potential on public health hazards related to generation of sewage and solid waste residues. Adequate bins for domestic and general waste must be provided with a schedule for disposal to eliminate problems of littering and improper solid waste disposal. Debris and abandoned materials that may attract rats and other vermin to the construction site must always be cleared. Fogging should be carried out regularly and more frequent if the insect problem persists. All building materials (used/unused) need to be properly kept so as to prevent the area from becoming breeding grounds for mosquitoes and rodents. Where necessary spraying of chemicals on stagnant pools of water which may become breeding ground for mosquitoes should be conducted. Leftover food and wrappers must be disposed in covered containers to keep stray animals such as dogs, cats, rats and crows away from the construction site. Clean water should be provided for the workers. If the water is not meant for drinking purposes, a separate water supply should be provided. Proper bathing and washing facilities should be provided at the site camp.

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

(d) Occupational Safety Aspects      There should be stringent adherence to occupational health and safety regulations to prevent injuries, including information and education for workers on the importance of safety precaution. During the construction stage, clear signboards and night-lights indicating and highlighting danger areas should also be put up. Construction safety shall be strictly adhered to and construction workers should be well trained so as to minimize and avoid accidents at the work site. Adequate first aid facilities should also be made available on site. The main purpose is to avoid or minimize occupational as well as accidental hazards to workers. To achieve this purpose, various measures can be taken such as: - The contractor shall establish a safety and health policy. The policy shall be displayed at prominent locations where it is easily seen by the workers. It must be written in simple concise form such that it is easily understood by all workers and it should be communicated to them through a briefing session. - A competent safety officer shall be employed to oversee the safety and health aspects of the construction site. - All jobs with specific hazards (scaffolding, machine operation etc.) must be carried out by competent person with valid license/certificate as stipulated in FMA or other relevant occupational safety and health laws. - Daily site inspection should be carried out by the construction supervisors. - A traffic circulation plan should be established onsite to control the traffic movement. Traffic speed limit of 30 km/h or lower is recommended for construction site. - Improving the existing traffic control system in locations where such needs exist and to make other road users aware of the prevailing danger when travelling whether in vehicle or on foot in areas close to the Project site. - Consider ways and means to reduce chances of accidents by increasing safety personnel to maintain safety of other road users, by improving the existing road conditions and by putting more safety measures at strategic locations. - The need to install an effective traffic control system so that other road users are aware of the impending dangers from heavy vehicles during construction period, especially at the entry/exit points to/from the project site. - All construction materials should be kept in a designated store. Hazardous and flammable materials shall be labelled and kept separately from other materials. - Manual handling of heavy materials should be avoided as much as possible. Mechanical aids such as trucks and backhoe should be used to carry heavy loads. - Cables of power tools shall always be in good working condition. Worn cables should be replaced immediately. Proper plug shall be provided for all power tools. Illegal power connection (bare wires directly connected to power point) not allowed. All generator sets used in the construction site must be properly earthed. - The employer shall provide adequate and suitable personal protective equipment (PPE) to workers who are exposed to hazards which can cause bodily injury. - Any accidents within the construction site must be reported to the safety and health officer who shall then initiate investigation to prevent recurrence of similar accident onsite.

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(e) Public Safety and Health Public Interest  An active dissemination of information to the local residents is necessary to increase the level of awareness of the proposed project and to assist in the acceptance of temporary inconveniences such as increased traffic and when public utilities or facilities are disrupted or temporary shut-down due to relocation works.  Any sudden large influx of a migrant work force into the area may be a source of discontent to the local population as a result of a difference in social interaction.  The workers should be advised to be responsible and not to disturb the local people.  Suitable accommodations should be provided for the migrant and non-local workforce, their daily needs and other facilities to be made available at the workers campsite.  Workers‟ quarters to be located away from the local population.  The daily needs and other facilities to be made available for migrant and non-local workforce at the workers campsite.  The foreign workers should be provided with suitable housing within the site or at nearby purpose built housing areas so as to discourage their encroachment into the nearby residential areas / villages and the use of existing public facilities.  During the construction phase, safety measures in the form of hoarding and barriers are necessary to prevent unauthorized access into the work site where it could be hazardous to the untrained person. Workers‟ Health Health of the workers is an important factor during construction stage. Dirty working areas will act as a breeding ground for flies and rats. Hence, mitigating measures as follows should be taken into consideration:  Work areas should be kept clean at all times. Garbage and solid waste shall only be thrown into the proper waste bins and stored at a designated location prior to disposal off-site by licensed contractors. There should be adequate provision of proper sanitation facilities for workers. No open burning should be carried out. Ensure that no unauthorized food stalls are operating within or next to the construction site.

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(f) Aesthetics       The impact on aesthetics during construction phase is the change from the existing residential/commercial etc. view into a construction site. Therefore the clearing work along affected roads should be carried out quickly and the debris cleared as soon as possible. Hoarding should be used to block the site from public view where possible. Good housekeeping at the construction site will also help to keep the area neat and tidy. Construction debris should be cleared and disposed of to designated landfill as soon as possible. Although there will remain an issue of aesthetics during the construction of an elevated viaduct within the surrounding environment, it could be mitigated by design of a well-planned layout to maximize landscaping wherever possible.

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7.2.12 Solid Waste and Scheduled Waste (a) Solid Waste Management     All solid wastes generated from the construction site shall be collected at an on-site area prior to disposal. No open burning of solid wastes shall be carried out at any time. All solid wastes from the project site must be regularly removed and disposed by licensed contractors. Regular de-sludging of the portable and/or septic toilets from the site should be carried out.

(b) Scheduled Waste Management   Any wastes contaminated with petroleum products shall be treated as Scheduled Waste and stored and handled in accordance with the Environmental Quality (Scheduled Wastes) Regulations, 2005. The wastes should be stored in sealed drums, labelled and placed in a proposed scheduled waste storage shed. The shed should be concrete paved, bunded with a capacity to contain 110% of the largest tank volume. There should not be any opening in the bund wall that may allow spills to flow off-site. Separate compartments should be provided for different groups of incompatible wastes. Scheduled wastes should not be kept on site for more than 180 days or have a volume exceeding 20 tonnes.

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7.2.13 Abandonment Plan  In the unlikely event that the proposed project, at any stage of the construction, cannot proceed and has to be abandoned due to unforeseen circumstances, the project proponent must endeavour to vacant the project site in an environmentally responsible manner and prepare a Project Abandonment Plan. The main objective of the site abandonment plan is to ensure that the project proponent closes down their operation in an environmentally conscious manner. The site should be left in the best shape possible in terms of the environment. It should also be free of any unexpected hazards to the public. The abandonment plan indicates all the necessary actions and steps to be taken to achieve the objective above and ensure that the site is left in a condition that has no environmental implications.

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In general, the abandonment plan should include an inventory of materials and equipment and their removal. It will provide details on the demobilization and removal of temporary and semi-built structures, and the closure of work sites. The plan should include the following:     Identification of environmental issues such as wastes and hazards A remediation or rehabilitation plan for the project site A schedule for decommissioning, dismantling of temporary structures and removal of equipment/machinery Documentation of the activities carried out for the abandonment plan

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Table 7.3 summarizes the abandonment plan during the construction phase. Table 7.3: Abandonment Plan during Construction Phase Stages of development Site clearing Abandonment and closure plan Project partially completed and abandoned Before abandonment, all cleared and barren areas have to be revegetated. Excavated areas should be filled to avoid open trenches. The temporary drains should be filled, compacted and turfed to reduce problems of ponding. The site should also be free from standing water to avoid breeding of mosquitoes. All debris arising from site clearing will have to be cleared and exposed areas turfed and „dressed‟ back to their original condition as far as possible to reduce soil erosion and pollution of the waterway. All wastes generated during this stage should be removed and disposed of properly. All unsafe structures be dismantled and building debris on the site be removed. All excavated/exposed areas have to be filled and turfed/revegetated. The site should also be free from standing water to avoid breeding of mosquitoes. All debris and equipment will have to be cleared and the place „dressed‟ back to its original position as far as possible to reduce soil erosion. All wastes generated during this stage should be removed and disposed of properly. Danger signboards should be erected at the boundary of the project site to warn off trespassers. The area should be cordoned-off by hoarding until such times when it could be revived.

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 Construction of structures      

Construction of utilities and amenities

If the construction of utilities and amenities is abandoned half way, then the relevant authority and agencies responsible for the supply will take over the works and bill the contractors accordingly.

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Figure 7.1: Proposed Temporary Disposal Site for Biomass

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Figure 7.2: Proposed Location of Site Camp

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7.3 7.3.1

OPERATIONAL PHASE Water Pollution Toilet Facilities  During the operational phase, domestic wastewater will be discharged from the toilet facilities at the toll plaza.  All wastewater will be drained to the sewage tank before being channeled to the existing manhole.  The discharge from the existing manhole will flow into the IWK sewage treatment plant before discharge to the nearby waterway.  The maintenance of the STP near to the toll plaza will be under the jurisdiction of Indah Water Konsortium. Effluent from the STP must comply with Standard B of the Environmental Quality (Sewage) Regulations, 2009 as required by the Department of Sewerage Services. Accidental Spills  There is possibility of spills from trucks transporting various types of materials on the completed expressway.  An emergency response plan should be prepared for major spills, which could wash directly into the river/s nearby and affect the water quality of the receiving streams.

7.3.2

Hydrology & Flooding Ground Level Drainage  Design for culverts and roadside drains shall be in accordance with the relevant DID standard procedures.  Drains shall be generally lined with the exception of those which are diversion of or extension to existing drainage system where the new drains will take the form of the existing lining.  The minimum size of the pipe culverts shall be in accordance with MSMA 2nd Edition requirement.  All drains and culverts shall be discharged to outlets of sufficient capacity e.g. main drains or rivers.  For embankments in areas liable to flooding, the subgrade level is to be a minimum of 300 mm above the 50 years return period flood level. Bridges  For land bridges, the soffit of the bridge decks are to be designed above the 100 years return period flood level, with a 1 m freeboard.  For major river bridges, the soffit of the deck shall be designed above the 5 years return period flood level with a freeboard of 7.5 m.  Surface drains are to be designed for a flood return period of 10 years and adequately provide for removal of carriageway surface water, erosion protection and slope stabilization.  Bridge piers for waterway crossings (e.g. Sg. Klang) will be in leaves / oval shape instead of rectangular shape to prevent any disturbance to the current flow.  The bridge piers at Sg. Klang will be located 8m away from the river bank to minimize disruption of the current flow. Elevated Alignment Drainage  As the road alignment will be fully elevated, the drainage will in main comprises deck drains that will eventually channel the water to the at-grade drains via horizontal runner pipes and vertical down pipes.  The down-pipes will discharge into the sumps at road level and being directed to an approved discharge point on the road.

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The rain water down pipes from the deck shall be concealed within the concrete. The design standard for the drains will be in accordance with the requirements stipulated in the Urban Stormwater Management Manual for Malaysia (MSMA 2nd Edition) published by the Department of Irrigation and Drainage Malaysia (DID) in 2000. The drainage infrastructure will be designed to cater for peak flows arising from storms of different Average Recurrence Intervals (ARI).

7.3.3

Air Pollution   All vehicles travelling to and fro along the proposed highway shall follow the stipulated speed limits. Other physical mitigation measures are not deemed necessary for air pollution control as its extent during the operational phase is not significant.

7.3.4

Noise Noise Monitoring During Operation  At the potentially affected locations as identified in the previous section, the noise levels at 4 locations are higher than the permissible levels by less than 3.0 dBA and they are:  SJK(C) Chung Hwa (N3),  SK Sri Petaling (N5)  Section 11 (N6)  Section 4 (N8)  As the modelling was based on the worst case scenario for the peak hour traffic in year 2045, the actual noise levels during the operational phase may be considerably lower than the predicted levels.  It is recommended that noise monitoring to be carried out during the operation phase at these locations to determine if the construction of at-grade noise barriers for that area is needed. Noise Barriers  Based on the noise modeling results, mitigation measures in the form of noise barriers are required for the other 9 locations.  Noise barriers are necessary to be installed next to low rise structures / sensitive receptors to effectively attenuate traffic noise from the proposed KIDEX.  However, this will depend on the feasibility of noise barrier installation such as space availability, jurisdiction of authority and responsibility for maintenance.  The proposed locations of the noise barriers are tabulated in Table 7.4 and are shown in Figure 7.3(a) -(c).  Where feasible, noise barriers should be installed on the parapet of the KIDEX elevated bridge.  For high rise buildings, noise barrier are especially recommended to be installed on the parapet along the KIDEX elevated bridge.  The project proponent had taken the initiative to proposed for the installation of noise barriers on the parapet at both sides for the entire elevated alignment except at existing highway crossings and Toll Plaza C shown in Table 7.5.  These noise barriers provided will reduce the noise to all high rise buildings including flats, apartments, condominiums, etc located near the alignment.  With the installation of noise barriers at the parapet of the elevated alignment, those 9 areas deem necessary for the construction of noise barriers based on the noise modelling results would be covered.

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Table 7.4: Proposed Noise Barriers at Affected Sensitive Receptors Estimated Length of Noise Barrier (m) Northbound Southbound 360 960 420 1,100 400 350 350 120 200 950 270 650 500 300 230 330

Station N1 N2 N4 N7 N9 N10 N12 N13 N14

Affected Sensitive Receptors SJKT Effingham, Education Institute Quarters Jalan SS22/2 Damansara Jaya, Damansara Utama Section 17, Section 19, Ameera Residences Condo*, Tmn Desa Pesona Condo*, Damansara Bestari Apartment*, Jasmin Towes Condo* Section 4, Chapel Luther, Tun Hussein Onn Eye Hospital*, Istara Condo* Section 2, Pusat Perkembangan Minda Kanak-kanak PJS3, Flat Taman Seri Manja*, Pangsapuri Desa Sepakat* Kompleks Suria Kinrara*, Vista Lavender* Hospital Angkatan Tentera, TUDM Training Camp, SJKC Yak Chee Bandar Kinrara Section 1, Bandar Kinrara Section 2

Note: *High rise building

Table 7.5: Elevated Alignment Sections Where Noise Barriers Are Not Necessary Chainage CH9350-CH9410 CH9600-CH10250 CH10700-CH10900 CH13400-CH13500 Location NPE Toll Plaza C (Taman Medan Baru) KESAS Bukit Jalil Highway Length (m) 60 650 200 100

Noise Reduction / Transmission Loss from Noise Barriers  The effectiveness of noise barrier can be determined by the magnitude of noise reduction or Transmission Loss (TL).  In most cases, the maximum noise reduction that can be achieved by a barrier is 20 dB(A) for thin walls and 23 dB(A) for berms. Therefore, a material that has a TL of at least 15 dB(A) or greater is desired and would always be adequate for a noise barrier.  Table 7.6 gives approximate TL values for some common materials, tested for typical A-weighted highway traffic frequency spectra. They may be used as a rough guide in acoustical design of noise barriers.  Some photographs of noise barrier with different type of materials are shown below:

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Polycarbonate noise barrier

Brick noise barrier

Masonry noise barrier

Metal noise barrier

Table 7.6: Transmission Loss Value for Common Materials Material Concrete Block, 200mm x 200mm x 405 (8" x 8" x 16") light weight Dense Concrete Light Concrete Light Concrete Steel, 18 ga Steel, 20 ga Steel, 22 ga Steel, 24 ga Aluminum, Sheet Aluminum, Sheet Aluminum, Sheet Wood, Fir Wood, Fir Wood, Fir Plywood Thickness mm (inches) 200mm (8") 100mm (4") 150mm (6") 100mm (4") 1.27mm (.0.050") 0.95mm (0.0375") 0.79mm (0.0312") 0.64mm (0.025") 1.59mm (0.0625") 3.18mm (0.125") 6.35mm (0.25") 12mm (O.5") 25mm (1.0") 50mm (2.0") 12mm (0.5") Weight kg/m2 (lbs/ft2) 151 (31) 244 (50) 244 (50) 161 (33) 10 (2.00) 7.3 (1.50) 6.1 (1.25) 4.9 (1.00) 4.4 (0.9) 8.8 (1.8) 17.1(3.5) 8.3 (1.7) 16.1(3.3) 32.7 (6.7) 8.3 (1.7) Transmission Loss (dB(A)) 34 40 39 36 25 22 20 18 23 25 27 18 21 24 20

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Table 7.6: Transmission Loss Value for Common Materials (cont’d) Thickness Weight mm (inches) kg/m2 (lbs/ft2) Plywood 25mm (1.0") 16.1 (3.3) Glass, Safety 3.18mm (0.125") 7.8 (1.6) Plexiglass 6mm (0.25") 7.3 (1.5) Source: Federal Highway Administration (FHWA) of United States Material Transmission Loss (dB(A)) 23 22 22

Based on the identified noise barrier locations, the effectiveness of noise reduction is estimated as shown in Table 7.7. Conservatively, noise barrier with TL of 15dBA is selected for noise estimation purposes. Table 7.7: Estimated Noise Level at Sensitive Receptors with Noise Barriers Station Daytime (dBA) Sound Level Sound Level without Noise with Noise Barrier Barrier 67.7 57.9 71.3 57.9 72.6 60.8 72.4 62.9 69.7 63.0 67.7 59.3 72.5 64.1 66.8 54.6 69.4 62.7 Nighttime (dBA) Sound Level Sound Level Permissible without with Noise Level Noise Barrier Barrier 58.7 53.4 54.6 62.4 53.2 60.0 63.6 59.1 60.0 58.1 54.8 60.0 59.3 55.9 60.0 60.5 57.9 60.0 64.2 60.5 68.2 58.2 53.0 56.0 60.9 57.4 60.0

Permissible Level 63.7 61.1 69.6 66.5 65.0 65.0 71.3 58.8 65.0

N1 N2 N4 N7 N9 N10 N12 N13 N14

As indicated in the table above, it can be concluded that sound level with noise barriers at the sensitive receptors are fairly acceptable and are below the permissible levels.

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Figure 7.3 (a): Locations of Noise Barriers

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Figure 7.3 (b): Locations of Noise Barriers

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Figure 7.3 (c): Locations of Noise Barriers

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7.3.5

Vibration    No specific requirements are deemed necessary for vibration during the operation of the highway. Good engineering practice may require that the structural beams in the viaduct sections to be installed onto bearing pads. The usage of the pads would offer a substantial degree of vibration damping thereby reducing any nominal increase in vibration generated from the expressway at the elevated sections.

7.3.6

Traffic Management Scheme   An increase in traffic density during the operational phase of the proposed project is considered to be an inevitable phenomenon normally associated with the process of urbanization. The project proponent needs to incorporate an effective traffic management scheme into the overall developmental framework of the proposed project to attain a satisfactory level of traffic safety within the development area and at all entry and exit points into the area. Smooth traffic along the road to be maintained at all times by keeping congestion along the road to a minimum. If congestion arises due to accidents or vehicle breakdowns, these vehicles should be removed from the road as quickly as possible. If roadwork need to be carried out or some lanes must be temporarily closed, these should be done with the minimum of inconvenience to the general public. Safety enhancement features such as road signs, traffic lights and street lamps should be properly installed. If possible, any form of assistance rendered by the Jabatan Kerja Raya (JKR) should prove invaluable to ensure that all legal requirements for the safety measures concerned are fulfilled.

    

7.3.7

Socio-Economics During the operational stage and when the Project is fully completed, the mitigating measures to be taken are as follows:   The storage of materials and discarded parts on open ground should be carried out properly to prevent the area from becoming breeding grounds for mosquitoes and rodents. No site quarters or site camp for workers, whether foreign or locals, should be left on site neither after construction nor during the operational phase to prevent any undesirable settlement of longterm residents that may conflict with the local villagers. Any significant increase in demand for social facilities should be matched with the corresponding equal amount of additional funding to improve and to expand the existing social facilities.

7.3.7.1 Aesthetics Measures to minimize the visual impacts of the elevated expressway include: Smart alignment design  An intelligent design to ensure the expressway blends well with the surrounding landuse:  Structural Design  Focuses on shape, height, width and materials utilized to ensure the alignment can assimilate seamlessly with the surrounding scenery.

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 

Structures in urban areas should be focused on how the shape of the alignment weaves through surrounding buildings. On the other hand, focus should be on height and size for the alignment sections traversing through more open areas and also designed in a way to blend in well with the surrounding landscape.

Beautification Efforts Focuses on non-structural and construction enhancement approaches through the application of suitable themes or colours to the alignment structure and components by reflecting the surrounding landuse.  This means mimicking architectural designs of surrounding buildings for urban areas and painting the alignment green for sections passing by open spaces or parks.

Landscaping  Landscaping is also recommended below the expressway viaducts and on the piers themselves.  Landscaping is very important especially along residential areas and sensitive receptors to improve overall aesthetics of the alignment.  Where the alignment had physically and visually impacted upon existing greenery areas such as parks, initiatives should be taken to restore aesthetics through the replanting of trees and shrubs.  Such replanting of trees can also be undertaken as a screening measure between the viaduct and the adjacent areas.  Some examples of landscaping are shown in the photographs below:

Signage  In the case where facade blocking is inevitable, more efforts should be undertaken to install adequate signage to guide road users towards affected premises.  This can be achieved though collaboration efforts with property developers, highway concessionaires and local authorities. Lighting  Installation of extra lighting at darker areas below the elevated expressway to ensure constant high visibility.

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Choosing lighter colours for the piers and viaducts can also help improve brightness under the alignment.

7.3.8

Waste Management Solid Waste Management  The operational phase at the proposed project is not expected to generate any significant quantity of solid wastes.  If there are any solid wastes (non-scheduled) generated, they shall be disposed off at the dedicated dumpsite approved by the respective local authorities.  Any solid wastes contaminated with chemicals, cleaning reagents or petroleum products shall be treated as Scheduled Waste in accordance with Environmental Quality (Scheduled Wastes) Regulations, 2005. Scheduled Waste Management  Storage, handling and disposal of scheduled waste should be carried out according to the Scheduled Waste Regulations 2005.  The wastes should be stored in sealed drums, labelled and placed in a proposed scheduled waste storage shed.  The shed should be concrete paved and bunded with a capacity to contain 110% of the largest container volume.  There should not be any opening in the bund wall that may allow spills to flow offsite.  Separate compartments should be provided for different groups of incompatible wastes.  Scheduled wastes should not be kept on site for more than 180 days or have a volume exceeding 20 tonnes.  Any solid waste contaminated with liquid materials or petroleum products will be sent to Kualiti Alam for disposal.

7.3.9

Safety and Health

7.3.9.1 Project Safety A Project Safety Plan will be prepared at an early stage in order to manage the overall Health & Safety issues. The Project Safety Plan will define the approach and methodology of how safety principles will be applied to the design, supervision and operational phases of the project with particular respect to:            Defining the technical, design and operational safety standards and requirements. Organizational arrangements for safety roles, responsibilities and obligations of members of the project team. Personal safety requirements for the project office and construction sites, e.g. Protective equipment, work and access procedures and method statements, risk assessments etc. Provisions for providing safety and protection to members of the public during construction and operations. Ensuring that safety procedures for the extension are compatible with the existing line. Procedures for conducting safety audits. Reporting. Coordination with external bodies and emergency services. Dept of Occupational Safety and Health requirements. Safety training requirements. Monitoring of safety performance by the Management Board.

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7.3.9.2 Emergency Response Plan   In case of any accidents or emergencies on the Kinrara – Damansara Expressway, the Emergency Response Plan (ERP) shall be followed in order to attenuate the impacts on human lives and the surrounding environment. The ERP is to ensure proper and efficient actions being taken in case an emergency occurs.

7.3.9.3 Public Safety    During the operational phase, the issue of public safety should not cause serious environmental concern since adequate traffic measures shall be incorporated into the overall design criteria of the proposed Project. Accident prone areas at curves and ramps should have adequate warning signboards and speed limit signs. The project proponent should consider ways and means to reduce chances of accidents by increasing security/police personnel to maintain safety of other road users, by improving the existing road conditions and by putting more safety measures at strategic locations.

7.3.10 Abandonment Plan In the event of abandonment of the project during the operational phase, which is a most unlikely event, the following measures have to be taken:       All relevant authorities have to be informed by the project proponent of closure and abandonment. The project site needs to be fenced up for security reasons. Warning signs have to be installed to prevent unauthorized entry. Removal and proper disposal of all types of wastes on-site. Dismantling and removal of all equipment that may cause injury. Implementation of the relevant rehabilitation plan, if an adverse environmental condition has been created. The area should be checked for damaged live wires that could pose a threat to anyone who trespasses into the area.

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CHAPTER 8: ENVIRONMENTAL MANAGEMENT PLAN

8.1

INTRODUCTION The concept of Environmental Management Plan (EMP) is fast becoming an important aspect in all development activities due to the growing awareness of the potential damage that unchecked development can cause on the natural environment. The implementation of the EMP aims to strike a balance between the need for conservation of natural resources and that of meeting the needs of the society. This chapter introduces some of the strategies that could be adopted in the development of the EMP for the proposed Kinrara – Damansara Expressway project. An environmental monitoring and auditing program is outlined so that the potential impacts from project development can be reduced to acceptable levels. Continuous implementation of environmental monitoring and auditing program is recommended so that the effectiveness of mitigating measures can be assessed or corrected. In addition, such a program shall provide an early indication on the effectiveness of the recommended mitigating measures to achieve relevant acceptable standards and the approval conditions. Upon the approval of the preliminary EIA and the project, plans should be drawn to incorporate the approval conditions as stipulated by the DOE and the mitigating measures outlined in this report. The EMP can effectively redress any adverse environmental impacts during the construction stage of the project. Impact minimisation can be achieved via proper management of construction activities or by adopting an ISO 14000 Environmental Management System (EMS) in the overall environmental planning. The ISO 14000 (EMS) is designed to provide guidelines for the best environmental management practices. EMS is essential and enables organisations to meet the growing environmental performance expectations and to comply with national and/or international requirements. The requirements of an EMS are summarised in Table 8.1. A comprehensive EMP which is part of the overall EMS should be supported by the allocation of institution/administrative responsibilities, the responsibility of executing mitigation measures, adequate budget for EMP implementation and a qualified team of personnel for effective planning, implementation, reporting and evaluation. The programs described in the following sections cover:     Guidelines for project design and planning Guidelines for project implementation/construction Guidelines for project operation and maintenance Environmental monitoring and auditing program

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Table 8.1: Environmental Management System Requirements EMS Requirements General Requirements Environmental Policy Planning Environmental aspects Legal and other requirements Objectives, targets and other programme(s) Implementation and operation Resources, roles, responsibility and authority Competence, training and awareness Communication Documentation Control of documents Operational control Emergency preparedness and response Checking Monitoring and measurement Evaluation of compliance Nonconformity, corrective action and preventive action Control of records Internal audit Management review ISO 14001 Clause 4.1 4.2 4.3 4.3.1 4.3.2 4.3.3 4.4 4.4.1 4.4.2 4.4.3 4.4.4 4.4.5 4.4.6 4.4.7 4.5 4.5.1 4.5.2 4.5.3 4.5.4 4.5.5 4.6

8.2

GUIDELINES FOR PROJECT DESIGN AND PLANNING It is important to note that issues of relevance to public authorities be incorporated in the planning or design stage of the proposed project. The Design Guidelines cover rules and regulations contained in the Environmental Quality Act, 1974. It takes into account the criteria as outlined in Table 8.2.

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Table 8.2: Design Criteria in an EMP Design Criteria Earthworks Sewage Discharge Natural Streams          Air Quality  Noise Level Vibration Level 8.2.1   Regulations Compliance with DOE Guideline for Prevention and Control of Soil Erosion during filling and piling works Compliance with Environmental Quality (Sewage) Regulations, 2009 DID Guidelines (Urban Storm Water Management Manual for Malaysia) Compliance with Environmental Quality (Industrial Effluent) Regulations, 2009 Compliance with National Water Quality Standards for Malaysia Compliance with Environmental Quality (Scheduled Wastes) Regulations, 2005 Compliance with DOE Guidelines for Prevention and Control of Soil Erosion Compliance with Environmental Quality (Clean Air) Regulation, 1978 Compliance with Environmental Quality (Control of Emissions from Diesel Engines) Regulations, 1996 Compliance with Environmental Quality (Control of Emissions from Petrol Engines) Regulations, 1996 Compliance with DOE Recommended Noise Limits Compliance with DOE Recommended Vibration Limits

Water Quality

Guidelines for Project Implementation/Construction The principles to be adopted in formulating the construction guidelines for the Project are summarised in Table 8.3. Table 8.3: Principles in Formulating the Construction Guidelines Construction Criteria Minimum interference Remark Work should be carried out to minimise any damage to or interfere with:  Natural waterways or existing drainage system  Structures, roads and adjacent properties  Public or private vehicular or pedestrian accesses  Biological resources Drainage system for the construction site can be prepared based on the DOE’s Guidelines for Prevention of Soil Erosion and Sedimentation. Plans for soil erosion and sediment control measures should be established. Plans should incorporate considerations stipulated in DOE’s Guidelines for Prevention of Soil Erosion and Sedimentation. A traffic management plan indicating transport routes, operating hours, maximum speed limit and other safety features should be implemented to ensure public safety and minimise traffic disruption. Any disturbance and damages shall be restored to the original condition. All construction sites must be free from solid waste material and construction wastes to be recycled or disposed off at approved disposal site.

Drainage Soil erosion control

Road Traffic

Restoration of Existing Condition Environmentally friendly practices

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Table 8.3: Principles in Formulating the Construction Guidelines (cont’d) Construction Criteria Pollution control Remark Pollution control includes mitigation measures against noise, air and water pollution as well as solid wastes disposal. The environmental components and their respective compliance regulations are as below:  Air quality – Recommended Malaysian Air Quality Guidelines.  Noise level – DOE’s Recommended Noise Exposure Limits.  Vibration level – DOE’s Recommended Vibration Limits. An on-site waste management plan should be established and this should include collection, segregation and placement of waste prior to offsite disposal to approved dumpsite by licensed contractor. For spillage of contaminants which include oil and grease, paints, fuel etc., a management plan on the mode of collection, storage and disposal of the waste should be prepared to the requirements of the Environmental Quality (Scheduled Wastes) Regulations, 2005. Compliance with the instruction from the Department of Occupational Safety and Health and their regulatory requirements (DOSH). Pest control programme should be established to ensure the work area is free from all forms of pest / rodents. Compliance with the procedures on employing foreign workers as determined by the Immigration Department as well as the Ministry of Works. Close liaison with the local police should be carried out for security measures.

Waste management

Health and Safety Measures

Social issues

8.2.2

Guidelines for Project Operation and Maintenance Guidelines that will be adopted during the operation of the highway are given Table 8.4. Table 8.4: Principles in Formulating the Operation Guidelines Design Criteria Sewage Discharge / Water Quality Regulations Compliance with Standard B and DOE’s Conditions of Approval of the Environmental Quality (Sewage) Regulations 2009 Compliance with Environmental Quality (Clean Air) Regulation 1978 Compliance with Environmental Quality (Control of Emissions from Diesel Engines) Regulations 1996 Compliance with Environmental Quality (Control of Emissions from Petrol Engines) Regulations, 1996 Compliance with DOE’s Recommended Noise Exposure Limits Compliance with DOE’s Recommended Vibration Lomits Compliance with Environmental Quality (Scheduled Wastes) Regulations, 2005 Compliance with the instruction from the Department of Occupational Safety and Health and their regulatory requirements (DOSH) Carry out proper and regular waste collection, storage and disposal. Ensure cleanliness of Project site.

Air Quality

Noise Level Vibration Level Scheduled Waste Health and Safety Measures Domestic Waste

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8.3

ENVIRONMENTAL MANAGEMENT PLAN Upon obtaining approval for the EIA report and prior to the commencement of the construction works, a site-specific Environmental Management Plan (EMP) needs to be submitted to the Department of Environment. This is primarily to ensure that the Contractor shall adhere to the specified EIA approval conditions and integrate appropriate mitigation measures into the design and implementation phases of the project. The EMP shall include details on the Construction Guidelines, Operation Guidelines, Monitoring Program and Environmental Audits necessary for the duration of the project. Various environmental management practices shall be incorporated into the EMP. The environmental management practices recommended shall be based on the Conditions of Approval from the DOE and best management practices currently employed in construction sites.

8.3.1

Objectives The objectives of the EMP are: (i) (ii) (iii) (iii) (iv) (v) to comply with the EIA conditions of approval as stipulated by the DOE to comply with the laws, regulation and/or other environmental guidelines pertaining to the Project’s activities; to introduce and raise the level of environmental awareness among personnel and workers; to reduce the magnitude of negative impacts caused by the Project activities by identifying significant environmental impacts and taking proper mitigation measures; to present an environmental monitoring and audit program that will be used as a guide on environmental performance; and to achieve sustainable development, i.e., by carrying on with development activity without compromising on environmental aspects.

8.3.2

EMP Format The format of the EMP shall follow the format as outlined by the DOE and shown in Table 8.5 below: Table 8.5: Format of Environmental Management Plan Chapter 1.0 Description INTRODUCTION 1.1 1.2 Sub-Chapter Preamble Background Information 1.2.1 Geology and Soil 1.2.2 Topography 1.2.3 Natural Streamflow 1.2.4 Flora and Fauna 1.2.5 Landuse and Socio-economy Project Description 1.3.1 Project Concept and Components 1.3.2 Project Facilities 1.3.3 Construction Schedule Objective of EMP Environmental Policy

1.3

2.0

POLICY

2.1 2.2

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Table 8.5: Format of Environmental Management Plan (cont’d) Chapter 3.0 Description ROLES AND RESPONSIBILITIES 3.1 Sub-Chapter Organizational Chart 3.1.1 List of Organizations / Authorities 3.1.2 Project Proponent 3.1.3 Contractor 3.1.4 Engineering Consultant 3.1.5 Sub-Contractors Training Budget Legal Requirements Relevant Standards and Legislations Reports Introduction Baseline Monitoring Monitoring Stations 5.3.1 Water Quality Monitoring Stations 5.3.2 Ambient Air Quality Monitoring Stations 5.3.3 Noise Levels Monitoring Stations 5.3.4 Vibration Levels Monitoring Stations Monitoring Frequency and Reporting 5.4.1 Water Quality 5.4.2 Ambient Air Quality 5.4.3 Noise Levels 5.4.4 Vibration Levels Sampling Methods 5.5.1 Water Quality 5.5.2 Ambient Air 5.5.3 Noise Levels 5.5.4 Vibration Levels Environmental Audit 5.6.1 Introduction 5.6.2 Audit Checklist Impacts of Construction Activities on the Environment 6.1.1 Hydrological Regime and Drainage Systems 6.1.2 Air Quality 6.1.3 Noise Levels 6.1.4 Vibration Levels Pollution Control Measures List of Likely Environmental Emergencies Specific Emergency Procedure 7.2.1 Siltation 7.2.2 Petroleum Products and Oil Spillage 7.2.3 Fire and Explosion 7.2.4 Collapse of Structures

4.0

ENVIRONMENTAL CONDITIONS ENVIRONMENTAL MONITORING AND AUDIT

5.0

3.2 3.3 4.1 4.2 4.3 5.1 5.2 5.3

5.4

5.5

5.6

6.0

SIGNIFICANT IMPACTS AND POLLUTION CONTROL MEASURES

6.1

7.0

ENVIRONMENTAL CONTINGENCY PLAN

6.2 7.1 7.2

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Table 8.5: Format of Environmental Management Plan (cont’d) Chapter Description 7.3 7.4 7.5 7.6 8.0 CONCLUSION Sub-Chapter Accident Reporting Procedures Command and Control Responsibilities Reporting Procedures

8.4

ENVIRONMENTAL MONITORING PROGRAM The objectives of the post EIA environmental monitoring program are:     assess both the short and long term environmental effects associated with the prescribed activity; verify the environmental impact predicted in the EIA report; provide an early indication of adverse environmental impact; and detect changes in impact trends.

Prior to the commencement of the construction phase, environmental monitoring is necessary to provide a baseline of the existing environmental parameters. Subsequent monitoring will thus provide an early indication of any adverse environmental impact so that the construction activities can be carried out in an environmentally responsible manner. With early indications, appropriate remedial actions can be carried out to prevent unacceptable impacts or any further deterioration of the environment. A regular monitoring program for water, air, noise and vibration should be drawn up to enable meaningful execution of periodic environmental auditing. In the EIA context, auditing can be defined as a systematic, documented, periodic and objective review conducted to meet environmental requirements. 8.4.1 Water Quality Monitoring Construction Phase Water quality monitoring shall be necessary during the construction stage to assess the impacts of project activities onto the receiving waterways. Monthly monitoring of river water is proposed at six locations and the locations are shown in Figure 8.1. Monitoring of the discharge from the 30 proposed silt traps is also proposed to be carried out on a monthly basis. The full range of parameters to be monitored during the construction phase is listed in Table 8.6. The sampling and analysis should be carried out by a SAMM accredited laboratory on a monthly basis, while reporting to the Department of Environment is to be made on a quarterly basis. This should provide an overall assessment of the river water quality as well as to provide indications of project impacts. The effectiveness of the construction site’s temporary sanitation facilities can also be determined with the monitoring of E. coli parameters. Oil and grease levels of the surface water should be monitored to determine whether there is any spillage or leakage from the material storage area for fuel, lubricants etc.
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Operational Phase There is no necessity for carrying out monitoring of river water quality during the operational phase as there are no rest or service areas along the Project alignment. 8.4.2 Air Quality Monitoring Construction Phase During the construction stage, the main emissions into the air would be fugitive dust and particulates from exposed soil surfaces and from the movement and operations of construction vehicles. Other airborne pollutants may be found in the exhaust emissions from the construction vehicles and machines. A regular monitoring program is needed to verify that primary pollutant levels in the ambient air are below the Recommended Malaysian Air Quality Guidelines’ limits. The monitoring of air quality is recommended to be carried out on a quarterly basis upon commencement of the site activities. Ten locations are proposed for air monitoring within the proposed project site and the closest sensitive receptor. The locations of the proposed monitoring stations are shown in Figure 8.1 while the recommended parameters to be monitored together with their respective allowable limits are summarised in Table 8.6. Operational Phase Routine air monitoring during the operational phase is not necessary as no excessive air pollutant is expected. 8.4.3 Noise Level Monitoring Construction Phase There will be noise impacts during construction works, mainly generated from the use of machinery and equipment. The monitoring for noise level is recommended to be conducted quarterly. For assessment of impact due to construction, fourteen locations along the proposed Project alignment are identified for the noise monitoring (Figure 8.1). The noise levels are to be recorded continuously for a period of 8 hours and the Leq (average noise levels) should comply with the respective DOE Recommended Noise Exposure Limit depending on the different areas or DOE conditions of approval limits. The location and parameters to be monitored are listed in Table 8.6. Operational Phase Based on the modelling results, noise monitoring is recommended at four locations (Figure 8.2). The noise level monitoring at these areas are recommended to be carried out every six months during the first year of operation to verify the need for noise barriers.

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8.4.4

Vibration Monitoring Construction Phase Vibration monitoring is recommended to be carried out at fourteen locations during piling operations. The proposed locations are given in Table 8.6 and shown Figure 8.1. Operational Phase During the operational phase, vibration monitoring is not deemed necessary.

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Table 8.6: Proposed Monitoring Program during Construction and Operation Phases Monitoring Components Location Frequency Parameters pH DO COD BOD TSS O&G NH3-N E.coli TSS Compliance Levels 6–9 5 – 7 mg/l 25 mg/l 3 mg/l 50 mg/l 0.3 mg/l NWQS Class II 5–9 3 – 5 mg/l 50 mg/l 6 mg/l 150 mg/l 0.9 mg/l NWQS Class III Reporting Requirements

CONSTRUCTION PHASE Water quality  Upstream of Sg. Kayu Ara (CW1)  Downstream of Sg. Kayu Ara (CW2)  Upstream of Sg. Penchala (CW3)  Downstream of Sg. Penchala (CW4)  Upstream of Sg. Klang (CW5)  Downstream of Sg. Klang (CW6)

Monthly

Quarterly to DOE

Silt trap

 Discharge outlet of silt traps (ST1 to ST30)

Monthly

100 mg/l Standard B of the Environmental Quality (Industrial Effluent) Regulations, 2009

Quarterly to DOE

Air quality

         

SJKT Effingham (CA1) Jalan SS22/2, Damansara Jaya (CA2) Section 17 (CA3) SK Sri Petaling (CA4) Section 11 (CA5) Section 14 (CA6) Section 4 (CA7) PJS3 (CA8) Kompleks Suria Kinrara (CA9) Hospital Angkatan Tentera (CA10)

Quarterly

TSP (24 hours monitoring)

260 µg/m3 Recommended Malaysian Air Quality Guidelines

Quarterly to DOE

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Table 8.6: Proposed Monitoring Program during Construction and Operation Phases (cont’d) Monitoring Components Location Frequency Quarterly Parameters LAeq (8 hours monitoring) Compliance Levels Recommended DOE Guidelines for Environmental Noise Limits Schedule 2: Maximum Permissible Sound Level (LAeq) of New Development (Roads, Rails, Industrial) in Areas of Existing High Environmental Noise Climate or Schedule 3: Maximum Permissible Sound Level (LAeq) to be maintained at the Existing Noise Climate or Schedule 4 - Limiting Sound Level (LAeq) from Road Traffic (For Proposed New Roads and/or Redevelopment of Existing Roads) Reporting Requirements Quarterly to DOE

CONSTRUCTION PHASE Noise quality  SJKT Effingham (CN1)  Jalan SS22/2, Damansara Jaya (CN2)  SRJKC Damansara (CN3)  Section 17 (CN4)  SK Sri Petaling (CN5)  Section 11 (CN6)  Section 14 (CN7)  Section 4 (CN8)  Section 2 (CN9)  PJS3 (CN10)  Kinrara Seksyen 2 (CN11)  Kompleks Suria Kinrara (CN12)  Hospital Angkatan Tentera (CN13)  Bandar Kinrara Section 2 (CN14) Vibration  SJKT Effingham (CV1)  Jalan SS22/2, Damansara Jaya (CV2)  SRJKC Damansara (CV3)  Section 17 (CV4)  SK Sri Petaling (CV5)  Section 11 (CV6)  Section 14 (CV7)  Section 4 (CV8)  Section 2 (CV9)  PJS3 (CV10)

Quarterly

Peak Particle Velocity (mm/s)

Recommended DOE Guidelines for Vibration Limits and Control – Schedule 2: Recommended limits for Damage Risk in Buildings From Short Term Vibration or Schedule 6: Recommended Limits for Human Response and Annoyance From Short Term Vibrations

Quarterly to DOE

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Table 8.6: Proposed Monitoring Program during Construction and Operation Phases (cont’d) Monitoring Components Location Frequency Quarterly Parameters Peak Particle Velocity (mm/s) Compliance Levels Recommended DOE Guidelines for Vibration Limits and Control – Schedule 2: Recommended limits for Damage Risk in Buildings From Short Term Vibration or Schedule 6: Recommended Limits for Human Response and Annoyance From Short Term Vibrations DOE’s conditions of EIA approval, existing legislation & regulations Reporting Requirements Quarterly to DOE

CONSTRUCTION PHASE Vibration  Kinrara Seksyen 2 (CV11)  Kompleks Suria Kinrara (CV12)  Hospital Angkatan Tentera (CV13)  Bandar Kinrara Section 2 (CV14)

Environmental audits

 Project site

Quarterly

-

Quarterly to DOE

OPERATION PHASE – first year Noise quality     SRJKC Damansara (ON3) SK Sri Petaling (ON5) Section 11 (ON6) Section 4 (ON8) HalfYearly Leq (24 hours monitoring) Recommended DOE Guidelines for Environmental Noise Limits – Schedule 2: Maximum Permissible Sound Level (LAeq) of New Development (Roads, Rails, Industrial) in Areas of Existing High Environmental Noise Climate or Schedule 3: Maximum Permissible Sound Level (LAeq) to be maintained at the Existing Noise Climate Yearly to DOE

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Figure 8.1(a): Proposed Monitoring Stations during Construction Phase

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Figure 8.1(b): Proposed Monitoring Stations during Construction Phase

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Figure 8.1(c): Proposed Monitoring Stations during Construction Phase

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Figure 8.1(d): Proposed Monitoring Stations during Construction Phase

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Proposed Kinrara-Damansara Expressway (KIDEX)

Figure 8.2(a): Proposed Monitoring Stations during Operation Phase

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Figure 8.2(b): Proposed Monitoring Stations during Operation Phase

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8.5

ENVIRONMENTAL SITE AUDIT Environmental site audits are recommended to be carried out on a quarterly basis during the construction phase. The main objective of the audit is to identify any non-compliance with the requirements of the EIA/EMP and practices that could be contributing towards the deterioration of noise, air and water quality. The site audit shall be carried out in accordance with accepted protocol detailing areas of non-compliance such water discharge standards, etc. Any specific instances of non compliance with legislative standards and the probable cause of such non-compliance shall be identified during the site audit.

8.6

HEALTH AND SAFETY A written site-specific health and safety plan should be prepared prior to the commencement of any site activities. The plan shall be made for review and should cover the following:   Storage of construction materials or fuels/lubricants utilised by the machinery Safety practices to be adhered by workers as well as drivers of vehicles using public roads

8.7

EVENT CONTINGENCY PLAN Event contingency plan (ECP) are procedures to be adopted when any pollution occur either accidentally or through inadequate implementation of mitigation measures. The corrective actions that are required depend on the level of pollution measured in the monitoring program. There are three levels specified by DOE, i.e. trigger limit, action limit and target limit (Environmental Impact Assessment Guidelines for Industrial Projects, 1995). The levels are defined as follows:    Trigger levels – beyond which is an indication of a deteriorating ambient environment for which a typical response could be more frequent monitoring. Action limits – beyond which appropriate remedial action may be necessary to prevent environmental quality from going beyond the target limits, which would be unacceptable Target limits – statutory limits stipulated under the EQA (1974), EIA guidelines, DOE recommended limits or generally accepted voluntary limits. If these are exceeded, works or operation should not proceed without appropriate remedial action, including a critical review of the expressway and its working methods.

The procedures are orientated to minimize the impacts of various events such as fire, landslide, erosion and petroleum spillage, etc. on the site, personnel involved, the public and the environment. The ECP also assigns responsibilities to appropriate personnel for its implementation. The ECPs should be incorporated in the EMP report.

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8.8

RESOURCES ALLOCATION Adequate resources need to be allocated for the planning and implementation of the Environmental Management Plan and Environmental Monitoring Program. Some of the important requirements are listed as follows:  Allocate administrative responsibilities for planning, implementation and management (evaluation and feedback) of the Environmental Management Plan (EMP) and Environmental Monitoring and Audit Program (EMAP); Appoint a team of personnel for the implementation of the EMP and EMAP. An example of an organisational chart is shown in Figure 8.3; and Provide adequate budget for implementation of the EMP and EMAP. An estimated quantity and cost of implementation is shown in Table 8.7. Table 8.7: Budget Allocation for EMP Unit Price Item (RM)

No.

Estimated Quantity

Estimated Cost (RM)

CONSTRUCTION PHASE 1.0 Environmental Management System (EMS) 1.1 Environmental Officer 2,500.00 30 1.2 Environmental monitoring and audit 3,000.00 10 report (EMAR) 1.3 Environmental monitoring Water @ 6 locations (monthly) 200.00 180 Air @ 10 locations (quarterly) 650.00 100 Noise @ 14 locations (quarterly) 450.00 140 Vibration monitoring @ 14 locations 350.00 140 (quarterly) 50.00 900 Silt trap @ 30 locations (monthly) 2.0 Air Pollution Control Management 2.1 Deployment of water bowser 200/month 30 3.0 Water Pollution Control Management 3.1 Silt trap / Drain maintenance 2,000/month 30 4.0 Waste Management 4.1 Waste collection and disposal 300/month 30 4.2 Sanitation facilities 500/half year 5 5.0 Housekeeping 5.1 General upkeep of work area 500/month 30 6.0 Oil and Petroleum Products 6.1 Concrete bunding and paving Lump sum 7.0 Vector and Disease Control 7.1 Fumigation 100/month 30 8.0 Environmental Training 8.1 1 day environmental awareness training 2,000.00 3 per year 8.2 1 day environmental legislation 2,000.00 3 awareness training per year ESTIMATED TOTAL COST Note: Above estimates are based on project construction duration of 30 months.

75,000.00 30,000.00 36,000.00 65,000.00 63,000.00 49,000.00 45,000.00 6,000.00 60,000.00 9,000.00 2,500.00 15,000.00 25,000.00 3,000.00 6,000.00 6,000.00 495,500.00

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Figure 8.3: Organisation Chart for EMP Implementation

Department of Environment Federal Territory of Kuala Lumpur / Selangor

Project Proponent KIDEX Sdn Bhd

Subcontractors To be appointed DOE Registered Environmental Consultant / Auditor (EMP and Environmental Audits) To be appointed

SAMM Accredited Laboratory (Monitoring and Analysis) To be appointed

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CHAPTER 9: RESIDUAL IMPACTS

9.1

INTRODUCTION Residual impacts are potential impacts that may remain after completion of the Project and in spite of mitigation measures being adopted and implemented. These impacts are considered to be long-term and irreversible which occur as a consequence of the development. Generally, the scale and nature of the project will determine whether any residual impacts will occur and the intensity of these impacts. Residual impacts are associated with the permanent changes as a result of the development of the proposed project. The residual impacts anticipated are:      Increase in noise due to vehicle movement along the expressway Reduced air quality due to the additional traffic Land acquisition and relocation issues Increased mobility and connectivity, savings from reduced travel time as a result of the new highway Improved quality of life due to reduced traffic congestion

9.2

AIR AND NOISE QUALITY The increase in traffic volume is expected to impact air quality whereby gaseous pollutants from car exhausts and dust will increase at the nearby sensitive receptors. The modeling carried out indicated that predicted CO levels would still remain well within the Recommended Malaysian Air Quality Guidelines once the project is fully operational. The noise levels associated with traffic are also expected to increase. Based on the noise prediction model and noise transmission pattern, thirteen areas will be affected by the increase in noise levels once the Project is fully operational. Excessive noise levels can be effectively reduced or eliminated by the construction and installation of appropriate noise barriers at the affected areas. Noise barriers that will effectively reduce the noise levels to acceptable levels (within the DOE recommended limit) have been proposed for eight areas. Further monitoring during the operational phase is recommended at the other five areas to determine if noise barriers are required there.

9.3

WATER QUALITY With the adequate drainage system, no residual impact on the water quality of the nearby waterways is expected.

9.4

CHANGES IN MICROCLIMATE Any microclimatic changes that are likely to occur is due to an increase in paved surfaces and reduction in vegetated areas for example at the Taman Dato Harun area (Toll Plaza C). Although the changes may not be very significant considering the area is already heavily urbanised, it is important that any vacant areas along the Project be vegetated and maintained.

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9.5

SOCIO-ECONOMY & TRAFFIC On the positive side, the proposed project will have a long term benefit for ease of travel between Petaling Jaya and Puchong as an alternative to the highly congested LDP route. The proposed Project is expected to bring about positive effects with the consequent reduction of travelling time.

9.5.1

Relocation of Residents The displacement and relocation of residents whose houses have been acquired is not expected to leave any residual impact if the whole process is handled appropriately and with due consideration from the start to the finish. This would include good public relations prior to the relocation period and other follow up measures as discussed in the report. If all parties are satisfied, no long term negative social impacts are expected although the residents may need time to adjust to their new areas at the initial period.

9.5.2

Socio Economical Benefits Positive residual impacts are expected from the operation of the proposed project whereby the general public will benefit from the decrease in traffic congestion. Communities and residents staying nearby to the existing main roads will also feel the benefit from ease in traffic. Through the indirect benefits of the reduction in traffic congestion, a healthier and less stressed society is envisioned.

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

CHAPTER 10: CONCLUSION

The proposed Kinrara-Damansara Expressway (KIDEX) will be a 14.9 km mainly elevated stretch except for a short 400m at-grade portion that begins after the North Klang Valley Expressway’s (NKVE) Damansara Toll Plaza and the interchange to Bandar Utama along the SPRINT Highway. The alignment will then traverse through the urban area of Petaling Jaya before terminating at Bandar Kinrara after the Bukit Jalil Highway in Puchong. Toll gates are proposed at the existing NKVE’s Damansara Toll area, above Jalan Harapan between Section 17 and Section 19 (CH 3020 to CH 3400), and near Taman Dato Harun of Petaling Jaya PJS 2 (CH 9640 to CH 10000). The preliminary EIA has discussed both beneficial and negative impacts arising from the principal activities during the construction and operational phase of the proposed project. During the construction phase, no major issues are anticipated. Minor site clearing are only expected as the alignment is fully elevated. Issues arising would be mainly related to pilling works whereby an increase in noise and vibration levels at the surrounding areas is expected. Although inevitable, the elevated noise and vibration levels are expected to be localized, intermittent and will cease upon completion of site work. With proper control of construction activities by limiting heavy machinery and noisy works to day time only and quieter works to night time when necessary, the noise impact from the construction phase to its nearest receptor is minimal and within the DOE noise limits. Impacts towards the water quality are not significant as only minor site clearing is required. Another issue highlighted in the assessment would be the socio-economic impact whereby the alignment transverse nearby certain developments and land acquisition of certain land lots and residential houses will be required. Done in a proper and amicable manner, no severe impacts are expected. For the operational stage, the noise impact from the traffic volume utilizing the expressway will have an impact on the nearby sensitive receptors. Noise modeling carried out indicated that certain areas may have levels exceeding the DOE noise limit and noise barriers have been proposed at these locations. In addition, the project proponent will also construct noise barriers for the entire section. With the installation of noise barriers, the noise levels will be within the DOE’s limit. Along with the increase in traffic, there will be an increase in air pollution. Air modeling carried out indicated however that the increase in CO levels is acceptable and still well within the Malaysian Air Quality Guidelines. Water pollution is not an environmental issue during the operational phase. An Environmental Management Plan (EMP) for the project will also be established where regular monitoring will ensure compliance with all proposed mitigation measures designed to minimize adverse impacts onto the environment. In conclusion, the adverse impacts on the environment by the proposed Project are considered minimal compared to the positive benefits. The adverse impacts can be minimized by implementing the recommended mitigation and precautionary measures at both the construction and operational stages. The completed Kinrara – Damansara Expressway is expected to achieve the main purpose of reducing traffic volumes and congestion between Petaling Jaya and Puchong by providing an alternative route to the highly congested Lebuhraya Damansara Puchong.

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Checklist for the EIA Report Preparation ITEM 1.0 1.1 1.2 1.3 1.4 1.5 1.6 1.7 2.0 2.1 2.2 2.3 3.0 3.1 3.2 3.3 3.4 3.5 3.6 3.6 3.7 4.0 4.1 4.2 4.3 4.4 4.5 4.6 4.7 4.8 4.9 4.10 Project Information Initiator Site Location Project Area Statement of Need Project Option Layout Implementation Schedule Consultants Information Consultant Firm EIA Consultants Others Maps and Plans Cadastral Plan Topographic Map Survey Map Slope Map Hydrology and streamflow Map Geological and Soil Map Landuse Plan Others Existing Environmental Database Meteorology Geology and Soils Water Quality Air Quality Noise Vibration Landuse Ecology Socio-Economy Utilities and Services INFORMATION Name, address, telephone and fax numbers. Name of contact person. Location coordinates. Location map Size of area. Cadastral plan showing lots involved. Reasons or justification for proposed Project. Criteria for selection of chosen development compared to other options. Layout plan showing proposed development components. Work schedule outlining phases of development and time frame involved. Name, address and telephone and fax contact numbers. List of names, academic qualifications, signatures. Name and address of other supporting consultants and companies Lot numbers of Project Site. Of scale 1:50,000 or better, showing natural drainage and landform. Of scale 1:50,000 or better with 5-10m contours Map showing slope analysis of Project area. Map showing the catchment area of Project. Map showing the vicinity of the Project Site. Maps showing geological units and soil types. Scale 1:10,000 or better showing landuse within 5km radius of project boundary.  Figure showing location of monitoring/ sampling station. Assessment of climatological data. Evaluation of site for geological and soil information. Baseline monitoring results for Interim Standard Parameters. Baseline air quality Baseline noise levels. Monitoring result for vibration. Landuse within project site and surrounding areas. Indication of habitats in the project site. Population within the Project area (size, ethnic, age, employment status, educational and health facilities). Water, electricity and telecommunication. COMMENT Pg. 2-1 Pg. 1-4 & 1-6 Appendix 4 Pg. 1-1 to 1-4 Pg. 3-1 to 3-4 Pg. 1-6, 4-9 to 4-15 Pg. 4-25 Pg. 2-1 Pg. 2-1 to 2-2 Pg. 2-3 Appendix 4 Appendix 1 Appendix 1 NA Pg. 5-4 to 5-5 Pg. 5-6 Pg. 5-17 to 5-25 Pg. 5-35 to 5-38

Pg. 5-7 to 5-10 Pg. 5-2 & 5-3 Pg. 5-27 to 5-28 Pg. 5-29 Pg. 5-31 to 5-32 Pg. 5-34 Pg. 5-11 to 5-15 Pg. 5-39 to 5-40 Pg. 5-41 to 5-42 Pg. 5-42 to 5-43

4.11

5.0 5.1 5.2 5.3 5.4 5.5 5.6 5.6 5.7 5.8 5.9 5.10 6.0 6.1 6.2 6.3 6.4

ITEM Road Infrastructure Impact Analyses Soil Erosion Risk Slope Stability Water Pollution Noise Pollution Air Pollution Vibration Solid Waste Ecological Impacts Socio-Economic Impacts Utilities and Services Road Infrastructure Mitigation Analyses Soil Erosion Control Slope Stability Water Pollution Air Pollution

INFORMATION Road system in the Project area. Estimation of potential soil erosion and soil loss to receiving waters. Indication of areas with risk of slope instability. Projection of wastewater generation volume and prediction of changes to water quality. Prediction of noise increase. Indication of air pollution sources and potential changes to air quality. Estimate vibration levels and impacts Estimate waste generation volume and impacts. Extent of habitat loss with indication of possible effects on species of flora and fauna. Potential economic losses/gains and social issue that may arise. Project demand for water, electricity, telecommunication, sewerage, drainage, waste disposal and others. Project traffic generation volume and distribution, and potential for congestion. Outline measures to prevent and control soil erosion and siltation of receiving waters. Outline measures to stabilize slopes and project buildings. Describe measures to collect and treat sewage. Control measures to minimise dust generation and other gaseous emissions during construction as well as operational phase. Control measures to minimise noise emittance during construction and operational phase. Measures to protect or conserve habitats and species during or prior to construction. System for collection and disposal of solid wastes. Outline steps or measures to be taken to resolve social conflicts and related socioeconomic problems. Describe any residual impacts that remain even if all proposed mitigation measures are implemented. Environmental monitoring programme. Recommendations with respect to implementation of control measures and monitoring

COMMENT NA Pg. 6-3 to 6-11 NA Pg. 6-12 & Pg. 6-24 Pg. 6-15 to 6-16 & Pg. 6-24 to 6-35 Pg. 6-14 to 6-15 & 6-35 to 6-37 Pg. 6-16 to 6-19 & Pg. 6-35 Pg. 6-23 & Pg. 6-39 Pg. 6-19 Pg. 6-20 to 6-23 & Pg. 6-38 to 6-39 Pg. 5-42 to 5-43 Pg 6-19 & Pg. 6-37 Pg. 7-1 to 7-6 Pg. 7-6 Pg. 7-7 to 7-8 & Pg. 7-19 Pg. 7-8 to 7-9 & Pg. 7-20 Pg. 7-9 to 7-10 & Pg. 7-20 to 7-26 Pg. 7-11 Pg. 7-15 & Pg. 7-29 Pg. 7-11 to 7-14 & Pg. 7-27 to 7-29 Pg. 9-1 to 9-2 Pg. 8-7 to 8-12 Pg. 8-1 to 8-7

6.5 6.6 6.7 6.8 6.9 7.0 7.1 7.2

Noise Pollution Ecology Solid Waste Socio-Economic Residual Impact Managing Planning Monitoring Management

Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

EXECUTIVE SUMMARY I. INTRODUCTION

The proposed development is known as the PROPOSED KINRARA-DAMANSARA EXPRESSWAY (KIDEX). The proposed Kinrara-Damansara Expressway (KIDEX) will be a 14.9km stretch of mainly elevated expressway (except for a short 400m at-grade portion) that begins after the North Klang Valley Expressway’s (NKVE) Damansara Toll Plaza and the interchange to Bandar Utama along the existing SPRINT Highway. The alignment will then traverse through the urban area of Petaling Jaya before terminating at Bandar Kinrara after the Bukit Jalil Highway in Puchong. Toll gates are proposed at the existing NKVE’s Damansara Toll area, at the end of Jalan Harapan between Section 17 and Section 19 (CH 3020 to CH 3400), and near Taman Dato Harun of Petaling Jaya PJS 2 (CH 9640 to CH 10000).

II.

PROJECT INITIATOR / CONSULTANT

The concessionaire for the project is KIDEX Sdn Bhd. Any enquiries with regard to the project can be directed to: KIDEX SDN BHD Lot 1296, 5th Mile, Jalan Ipoh, 51200 Kuala Lumpur. Contact person Position Tel. No. Fax No.

: Dr. Shaharizuan Shafiei : Executive Director : 03-6250 0222 : 03-6250 0522

The environmental consultant commissioned to undertake the Preliminary Environmental Impact Assessment study is Environment Asia Sdn Bhd. ENVIRONMENT ASIA SDN. BHD. 81B Jalan SS22/23 Damansara Jaya 47400 Petaling Jaya Selangor Darul Ehsan Contact person : Mr. Edward Wong Position : Principal Consultant / General Manager Tel. No. : 03-7722 3088 Fax : 03-7722 3099 The analytical laboratory engaged to carry out analysis of water quality, monitoring of air, noise and vibration levels is ChemVi Laboratory Sdn Bhd, a Skim Akreditasi Makmal Malaysia (SAMM) accredited laboratory. The objectives of the study are to identify the potential adverse and beneficial impacts of the project activities on the environment and recommend mitigating measures to minimise the identified impacts to acceptable levels.

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

III.

STATEMENT OF NEED

The main aim for the construction of the proposed Kinrara - Damansara Expressway (KIDEX) is to provide a short and direct access to the Puchong / Kinrara and Petaling Jaya / Damansara ultimate catchments, giving guaranteed journey-time with dispersal points planned strategically along its corridor for effective dispersal of traffic. KIDEX is a dedicated expressway providing direct access to road users from Kinrara to Damansara. The main intention of implementing KIDEX is to provide relief to the existing traffic congestion at LDP and SPRINT, provide shorter journey times, shorter travel distance and effective dispersal of traffic between Damansara / Petaling Jaya and Puchong / Kinrara areas through connectivity with existing expressways. KIDEX will also complement the development strategies outlined in the Kuala Lumpur Structure Plan 2020 and Selangor Structure Plan 2020.

IV.

LEGAL REQUIREMENTS

The proposed project is classified as a prescribed Activity 9: Infrastructure (Construction of Expressway) under the Environmental Quality (Prescribed Activities) (Environmental Impact Assessment) Order 1987 of the Environmental Quality Act, 1974. As the proposed alignment traverses the State of Selangor as well as the Federal Territory of Kuala Lumpur, the Preliminary EIA Report will be submitted to the Department of Environment Headquarters in Putrajaya for approval.

V.

PROJECT DESCRIPTION

The proposed alignment will mostly traverse within the State of Selangor with only a small portion travelling through the Kuala Lumpur territory (on and off ramps portion at Jalan Damansara CH2150-2200 & Jalan Kinrara CH 13050). The starting chainage at the SPRINT Highway is located at coordinates 95492.582 N, 89776.969 E while the ending chainage is located at 86325.849 N, 93893.616 E in Bandar Kinrara 5. The total length of the alignment will be 14.9 km. There will be 7 interchanges comprising 21 elevated ramps. There will also be 2 mainline toll plazas and 2 ramp toll plazas proposed for the alignment. The construction phase of the proposed project is scheduled to be completed within a time frame of 48 months from October 2013 to October 2017.

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

VI.

PROJECT DEVELOPMENT OPTIONS

Factors such as the Project's compatibility with surrounding landuse, relevance to national and local government strategy and policy for the area and the state, social economic values and the impacts to the natural environment have been considered in the development options. The alignment length, design and construction options also took into account engineering aspects and budget constraints. In choosing the best possible alignment, there were four options considered (Option 1 to 4). The four options considered were based on the best linkage to the existing road system. The evaluation of the four options culminated with the present preferred alignment. Construction options would be regarding the different types of pilling methods and ground treatment methods to ensure the foundation works are carried out well. VII. A. EXISTING ENVIRONMENT Physical Environment

Topography The entire project area is predominantly flat ground, with an elevation ranging from 16m to 55m above mean sea level. The area with the highest elevation is from CH 1340 to CH 1900 along Sprint Highway from Kg. Sg. Kayu Ara to Tropicana Mall. The lowest area is from CH 9520 to CH 10440 along the proposed alignment at Taman Dato Harun, PJS3. In general, much of the natural localised features have been altered due to the urbanisation. Hydrology and Streamflow The project site falls within the Sg. Klang River Basin and there are no water intake points downstream of the project alignment. The proposed alignment will cross over Sg. Kayu Ara (CH 560), Sg. Penchala (CH 21900) and Sg Klang (CH 10660 to CH 10780). The drainage system within the site is the existing surface and sub-surface roadside drains. Geological Terrain The proposed Kinrara-Damansara Expressway is underlain by undifferentiated acid intrusive rocks (NKVE Interchange to CH 5400), limestone/marble rock formations from the Silurian-Ordovician Age (CH 5400 to CH 8280) and carboniferous formations (CH 8280 to END). Soil Most of the Project alignment is located on the Tanah Bandar soil series while only the section from NKVE interchange to CH0 at Kg. Sg Kayu Ara is located on the Rengam-Jerangau series. Climate The project area has an equatorial climate with high relative humidity and uniform temperature throughout the year. Landuse The surrounding area of the project largely comprises urban and associated areas that cover 80.28% of the landuse and consists of residential, recreational, commercial and industrial areas. A high percentage of urban and associated areas indicate that the surroundings areas are already heavily developed. Forest land within 5km radius of the project cover only 5.39%. Recreational areas such as golf courses and recreational parks within 5km cover 3.02%.

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

Water Quality Baseline water quality was carried out at 6 locations along the project alignment where it crosses Sg. Kayu Ara (W1 & W2), Sg. Penchala (W3 & W4) and Sg. Klang (W5 & W6). The water samples were analyzed for the WQI parameters and results indicated the Water Quality Index (WQI) levels for all monitoring stations ranged from 55.6 to 88.8 which render stations W1 to W3 to fall under Class II (76.5 - 92.7) and stations W4 to W6 to fall under Class III (51.9-76.5) of the WQI. Air Quality The air quality sampling was conducted at 10 selected stations located near to potentially sensitive receptors. Based on the results, the ambient air quality had low levels of the gaseous pollutants of TSP, NO2, CO and SO2 and was well within the acceptable levels in the Recommended Malaysian Air Quality Guidelines. Noise Levels Noise levels measurement was conducted at 14 monitoring stations located near to potentially sensitive receptors. The existing noise levels were generally higher during the daytime period as compared to the nighttime period. The results showed that the daytime noise levels (LAeq) ranged from 53.0 dB(A) to 69.0 dB(A) and the nighttime noise levels ranged from 52.0 dB(A) to 66.0 dB(A). Vibration Vibrations measurement was conducted at 14 monitoring stations along the project site. Based on the results, the vibration levels monitored at the nearby sensitive receptors ranged from 0.284 to 3.03 mm/s. The highest vibration level of 3.03 mm/s was recorded at station V4 which is at the Section 17 residential area. Environmentally Sensitive areas and Heritage Sites As the alignment will pass through well-developed urban areas, there are no environmentally sensitive areas or heritage sites traversed by the alignment. The closest forest reserve to the site is the Bukit Gasing Forest Reserve located 1.2km southeast of the alignment. The only area of concern is the limestone area traversed by the proposed alignment from the New Pantai Expressway (NPE) to KESAS Highway. However, soil investigation showed that soil characteristics for this area are less sensitive to disturbance.

Project site

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

B.

Existing Biological Ecosystems

Flora and Fauna The proposed alignment does not encroach upon any sensitive ecological habitats. The area along the proposed project alignment is already well developed and heavily built up. Vegetated areas are mostly found mainly along the river reserve of Sg. Klang and green areas where the proposed Toll B (CH 2520 to CH2820) and Toll C (CH 9640 to CH 10000) will be constructed which comprises mainly grasses, scrub, weeds and ferns. All flora species along the Project alignment are commonly found and has little or no conservation or biodiversity importance. The project site is relatively poor in animal diversity and abundance due to the minimal vegetation found on site. No rare or endangered flora and fauna species were observed on site. C. Existing Socio Economic System

Land Acquisition A total of 290 lots with a total of 15.15 hectares will be affected. Of these, 288 lots are private land occupying 14.98 hectares. The land acquisition will also involve 2 lots of federal land occupying 0.17 hectares. Socio-Economy A socio-economic survey on the population living near the alignment was conducted from August to September 2011. The study was conducted on the population living within the 1 km corridor from the proposed expressway. The assessments were made based on the primary data collected using the survey sampling technique and onsite observations. A total of 300 individuals were interviewed from 17 locations within the project zone of influence. The sample survey was conducted in the month of August/September 2011 using the face-to-face interview method. Of the total 300 respondents interviewed, 66.3% were males and the remaining 33.7% were females. Overall, the mean age of the respondents was 45 years old. The monthly household income ranged from a low of RM1000 to a high of RM40, 000. The mean household income was at RM4676 which is significantly higher than the poverty level. A significant proportion (61.3%) of the households owned the houses they live in and the remaining 38.3% are either renting or staying with someone. About 41.7% of those interviewed live within 150 metres from the proposed expressway. As expected and since the majority of the respondents earn generally above average income, all households have a fairly high living standard, fully equipped with most of the household necessities, such as a car, motorcycle, fixed/mobile phone, television/ASTRO, washing machines, computers etc. Significantly, a large proportion (73.4%) of those interviewed was either ‘Very agreeable’ or ‘Agreeable’ with the proposed project. Two main reasons were given for agreeing. The expressway will ‘ease their travelling times’ and ‘reduce road congestion’. On the other hand those who were ‘Not agreeable’ or ‘Highly not agreeable’ cited ‘Air and noise pollution’ and ‘Increase flood problem’. Most of those who objected were those who live very close to the proposed Expressway, generally less than 150 metres away. However, the result of the assessment made concluded that more benefits can be obtained as compared to costs towards the human or physical environment. Infrastructure and Utilities Syarikat Bekalan Air Selangor Sdn. Bhd. (SYABAS) is responsible for the water supply distribution for the State of Selangor and Kuala Lumpur.The electricity supply is provided by Tenaga Nasional Berhad (TNB) via the national grid system. Syarikat Telekom Malaysia Berhad (STMB) provides telecommunication system to the proposed Project via underground cables.

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

Solid waste management along the project alignment for Selangor falls under the jurisdiction of the local authorities while in Kuala Lumpur it is managed by Alam Flora Sdn Bhd. Indah Water Konsortium (IWK) is responsible for operating and maintaining the public sewage treatment plants and underground sewerage pipelines. VIII. A. IMPACTS IDENTIFICATION AND EVALUATION Pre-Construction Phase

No significant impacts are expected during the pre-construction phase. B. Construction Phase

Soil Erosion and Sedimentation There is minimal land clearing for KIDEX as it is located within an urban environment. Nevertheless, soil erosion and sediment yield has been calculated for cut and fill areas at the at grade section at the TUDM area (CH12400-12800). The estimated average rate of soil erosion for the project site under the existing condition was low at 0.850 t/ha/yr. During the construction phase, a worst case scenario is assumed where the project site will be cleared of all vegetation. The estimated soil erosion for the Project site during this worst case scenario was estimated to be 283.385 t/ha/yr. After the completion of the construction phase, soil erosion and its effects will be reduced significantly, as the site will be paved and turfed. Drainage and Flooding The project alignment is located within a developed urban area with an extensive network of roads, expressways, surface and sub-surface roadside drains. Hence, no significant drainage and flooding impacts are expected as only a limited work area will be utilized since KIDEX is fully elevated. At areas more site clearing would be carried out, i.e. toll gate area, closure or disruption of existing drains could cause localized drainage impairment and temporary flash flooding. Water Pollution Land clearing activities may result in the exposure of topsoil to erosive rain and subsequent discharge of high sediment-laden runoff into the urban drainage systems and receiving water bodies (Sg. Kayu Ara, Sg Penhcala and Sg Klang). Besides, the improper storage and indiscriminate disposal of wastes can lead to blockages of the local drains, thus creating breeding grounds for disease vectors and aesthetic problems. Potential impacts to the water quality aspect include the increase of TSS, turbidity, BOD, COD and oil and grease levels of nearby rivers. Air Pollution Sources of air pollution will be from dust emission and dispersion from construction activities as well as vehicles and machinery. The primary concern for air pollution is aesthetics, safety, personal discomfort and heath. Impacts of air pollution will be quite variable depending on the intensity of construction works and extent of exposed soil. The air pollution along the Projet alignment is expected to be more noticable during the site clearing for the Toll C green area as compared to the pilling area. The transportation of construction materials may also cause increase in the ambient dust level along the local access road. However, the dust impacts would be temporary and short term as operation of machinery and vehicles will be localized and limited during the permitted working hours. Noise Pollution During the construction phase, noise impact is expected to be localized and temporary. It will be further minimized by the recommended mitigating measures.

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

Vibration The potential for vibration impact at neighbouring sensitive locations during construction is typically limited to sources from piling operations and truck movements. The more significant of these is the vibration from piling operations; the method of which will need to be selected and controlled to ensure there is no likelihood of structural or even cosmetic damage to existing neighbouring dwellings. As only bored piling will be used, the potential vibration impact on existing buildings will be much reduced. Ecology Any impact on flora is minimal as the alignment of the proposed project will be mostly within the existing road system that is mainly covered with grasses and shrubs. There are no endemic species affected and the removal of any flora at the proposed project site will not affect the biodiversity of plant species in the area. Similarly for fauna, the animal species along the alignment are low in terms of both abundance and diversity due to the degraded habitats and the absence of any vegetated areas. Therefore, no impact on fauna is expected. Access Route and Traffic During the construction phase, the existing roads will be used as the main route for transportation of construction materials and removal of construction waste and debris. Any spillage onto public roads may create traffic nuisance and as a result cause inconvenience and a potential hazard to other road users. The increase in traffic during the construction period is not expected to cause traffic congestion on the existing internal roads. The problem of traffic disruption and congestion is mostly likely to occur during the piling of the viaducts at the road median especially at the busier commercial areas and main roads. This impact is nevertheless short-term and limited to the period of construction. Socio-Economic The social impact consequence from the compulsory acquisition of land will necessitate the relocation of occupants or residents of buildings / houses. A total of 290 lots with a total of 15.15 hectares will be affected. Of these, 288 lots are private land occupying 14.98 hectares. The land acquisition will also involve 2 lots of federal land occupying 0.17 hectares. Land acquisition will not involve any religious properties. There are no major community severance issues for this alignment as most of the proposed alignment will travel above existing road medians and road reserves. Some residential and commercial lots along the alignment will be acquired (86 lots in Petaling Jaya and 15 lots in Puchong). The construction activities that would create an aesthetic impact include land preparation which involves removal of existing utilities / structures, piling and construction of viaducts and platforms. Work activities will cause a deterioration of the aesthetic of the area as construction materials and debris will be placed around the working area of Project site. The construction phase may bring about some positive benefits to the local community in terms of increased activity and a requirement for small supplies and increase in retail spending from the increased number of workers. The general negative impacts will be temporary disruption to local traffic and increased congestion along the affected roads. During the construction of the viaducts at the road median, for safety reasons, there will be temporary closure of certain roads or short stretches of the affected roads in stages. This would cause an increase in traffic congestion as well as possibly restrict accessibility to local residents and commercial operators along the affected roads. In terms of economic benefits, increase in business and other ancillary activities are expected to generate more income in the form of taxes to the state. Thus more investments mean more job opportunities to the local

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

population. Nevertheless, it is expected that a significant number of foreign workers could arrive at the locality to work whose lifestyles and habits are probably in conflict with the locals. An increase in population size may place demands on public services and facilities/infrastructures beyond the present capacities and hence increase the social costs. Solid and Scheduled Waste The indiscriminate disposal of solid waste can result in a health hazard to local residents. All scheduled wastes have to be stored, removed and disposed according to the Scheduled Waste Regulations 2005. Project Abandonment The impacts if the Project is abandoned during the construction stage include sedimentation, clogging of waterways with construction debris, water pollution, complaints from the public and unsightly view of the Project site. Abandonment during the piling stage will be aesthetically unpleasant due to the presence of uncompleted piles. C. Operation Phase

Drainage and Flooding The increased surface runoff within the elevated alignment will be drained into the rain water down pipes which flows down the viaduct piers to existing drainage at grade. The stormwater drainage design will be based on Manual Saliran Mesra Alam Malaysia (MSMA 2nd Edition). Water Pollution No significant impact of water pollution is expected during operational phase. Other water pollution impacts caused by oil and grease/chemical/hazardous material spills, soot and grime from the exhaust pipes and indiscriminate litter could occur on a reduced scale. Noise Pollution Noise modeling was carried out for the projected traffic volume up to year 2045. The results show that daytime noise contour of 72 dBA, 60 dBA, 48 dBA and 36 dBA contours extend approximately 80m, 280m, 700m and 1160m respectively from the alignment. As for the nighttime noise, noise level of 70 dBA is not exceeded throughout the alignment. The noise contours of 63 dBA, 53 dBA, 43 dBA and 33 dBA being registered are located approximately at a distance of 40m, 200m, 480m and 840m respectively. Based on the noise prediction model and noise transmission pattern, 13 areas will be affected by the increase in noise levels once the Project is fully operational and will require mitigation measures. Vibration Based on the DOE’s Recommended Limits for Damage Risk in Buildings from Steady State Vibration, vibration from traffic operations at all areas are anticipated to be below 5 mm/s and are within the DOE guidelines. Therefore no adverse vibration impact is expected. Air Pollution The main source of air pollution will be from the emission vehicles utilizing the proposed Project. Modeling using the CALINE4 was carried out to determine the emissions of CO caused by the increase from the Project development. In the worst case scenario, the overall increase in CO levels is not significant as the predicted levels are still well below the Malaysia Air Quality Guidelines for CO concentrations at 30 ppm.

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

Traffic Generation When fully completed, the proposed development is expected to have long term benefit in terms of an overall reduction in the traffic congestion of the existing roads. Socio-Economic Upon operation of Kinrara – Damansara Expressway, the proposed Project is expected to bring about positive benefits on the social and economic aspects of the local area with reference to the reduction of travelling time of the local population which will make the journey easier and quicker between Damansara and Puchong. There is a potential increase in the efficiency of transportation services, in particular for those who travel regularly either to work, for businesses or visiting friends and relatives. The project is also expected to generate job opportunities for the local population. Demand for housing on the long term basis will also experience some positive changes due to easy access to the Kinrara – Damansara Expressway. Solid and Scheduled Waste Generation The respective local councils (Selangor) and Alam Flora Sdn Bhd (Kuala Lumpur) are expected to carry out the collection and disposal of the generated solid waste. No adverse impacts are anticipated from solid waste disposal activities. Project Abandonment Project abandonment during the operational stage could only be due to extraordinary circumstances and the various structures will need to be demolished and removed. The abandonment of built-up sites creates non aesthetic visual repercussions, suitable habitat for disease vectors and anti-social activities. Employees will also be terminated and displaced from employment.

IX.

PROPOSED MITIGATION MEASURES Mitigation measures recommended for the above impacts are summarized in Table A.

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Table A: Summary of Potential Impacts and the Recommended Mitigation Measures Project Activity and Sources of Pollution I. PHYSICAL ENVIRONMENT Potential Impact Erosion and Sediment Control Plan Construction Phase Site clearing, piling and construction activities. Proposed Mitigation Measures Residual Impact

Erosion Control None.  Land clearing should be carried out according to the development schedule to minimize the amount of land exposure. Once the area has been cleared, construction should be carried out as soon as possible.  Buffer strips or corridors of vegetation should be retained to separate disturbed land from an adjacent watercourse. A minimum width of buffer strip should be no less than 10m.  If turfing cannot be carried out immediately at the exposed areas, temporary covers such as plastic sheets, geotextile or fibre mats can be used instead. Sediment Control  Before commencement of earthworks (if any), temporary drains and silt traps shall be constructed to channel surface runoff for control of sediment discharge.  Adequate drainage should be constructed along the perimeter of the construction area to prevent flash floods.  30 silt traps had been proposed at major water way crossings.  Check dams are proposed at strategic locations to reduce the velocity of the storm water flow.

Operational Phase

No mitigation measures required as the site will be paved and landscaped.

None.

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Table A: Summary of Potential Impacts and the Recommended Mitigation Measures (cont’d) Potential Impact Water Pollution Project Activity and Sources of Pollution Construction Phase Site clearing, piling and construction activities.         Proposed Mitigation Measures Residual Impact

Adequate attention should be given to the storage and handling of petroleum products plus the None. maintenance of construction machineries. Diesel skid tanks and oil drums must be placed within a sheltered, paved and bunded area and the drainage outlet provided with an oil sump or interceptor. The maintenance of machinery should be carried out in a designated area where spillage or leakage of used oil and lubricants can be contained. Oil spills should be cleaned up as soon as possible to prevent possible oil contamination to the waterways and public drains. Used oil and grease should be stored properly at a designated location as far as possible from waterways prior to disposal by licensed contractors. Cement/bitumen should be stored properly in working shed and unauthorized dumping into rivers and roadside shall be avoided. All construction wastes should be collected at areas away from the waterways prior to disposal at the designated municipal dumpsite. Storage and handling of scheduled waste should be carried out according to the Environmental Quality (Scheduled Wastes) Regulations, 2005. Separate compartments to be provided for different groups of incompatible wastes. The use of herbicide and fertilizer for the landscaping work (if any) shall be controlled and None. application should preferably be carried out during dry weather. An emergency response plan should be prepared for major spills from trucks transporting various types of materials on the completed highway.

Operational Phase

 

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Table A: Summary of Potential Impacts and the Recommended Mitigation Measures (cont’d) Potential Impact Air Pollution Project Activity and Sources of Pollution Construction Phase Site clearing, piling and construction activities.     Proposed Mitigation Measures Residual Impact

   

Employing good housekeeping to control fugitive dust effectively. None. Burning of waste or cut vegetation is strictly prohibited on site. All construction vehicles to be maintained in good condition and operated properly in order to reduce black smoke and soot emissions. Vehicles transporting construction materials, debris or earth should be properly covered with canvas sheet and secured properly to minimise dust and particulate dispersion to the surrounding atmosphere. Wetting of the site should be carried out as and when needed to prevent dust turbulence. Driving speeds of vehicles within the construction site to be kept slow to reduce dust turbulence. Regular air monitoring to be carried out to monitor the possible degradation of the existing ambient air. Wash troughs or wheel washing facilities would be constructed as and when needed at the exit of working areas into public roads. Wastewater from the wash trough should be channelled into a sump prior to discharge. All vehicles travelling to and fro along the proposed highway shall follow the stipulated speed limits. Other physical mitigation measures are not deemed necessary for air pollution control, as its extent during the operational phase is not significant. None.

Operational Phase Vehicle emissions

 

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Preliminary Environmental Impact Assessment

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Table A: Summary of Potential Impacts and the Recommended Mitigation Measures (cont’d) Potential Impact Noise Pollution Project Activity and Sources of Pollution Construction Phase Noise from heavy vehicles/machinery and construction work            Operational Phase Operation of the road realignment    Proposed Mitigation Measures Residual Impact

Limit the working hours of high noise generating work activities. None. Establish channels of communication between the contractor / developer, Local Authority and residents. Monitor the noise levels during critical periods and at sensitive locations. Select equipment with low inherent potential for generation of noise. Suitable noise absorbent materials should be installed on machinery that produces high noise levels. Machinery emitting high noise shall be sited within an enclosure. Erect barriers as necessary around noisy machinery such as generators or large compressors. Placement of noisy equipment as far away from sensitive properties as permitted by site constraints. Working hour should preferably be limited to daytime. All vehicles and machinery will be properly serviced and maintained to reduce possible noise emission. Establish hoarding and maintain vegetation belt along the alignment, where practical and applicable. Impose speed limit for heavy vehicles on site. Noise barriers that will effectively reduce the noise levels to acceptable levels (within the DOE Increase of recommended limit) have been proposed for 9 areas. noise levels. Further monitoring during the operational phase is recommended at the other 4 areas to determine if noise barriers are required there. Project proponent had proposed to construct noise barriers (on the parapet at both sides) for most of the elevated alignment which will cover the 9 areas requiring construction of noise barriers.

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Table A: Summary of Potential Impacts and the Recommended Mitigation Measures (cont’d) Potential Impact Vibration Pollution Project Activity and Sources of Pollution Construction Phase Piling activities        Operational Phase Operation of the road alignment  Proposed Mitigation Measures Residual Impact

Select alternative piling methods least likely to give rise to unacceptable vibrations, i.e. bored piles None. or hand dug caisson especially nearby to the residential or sensitive areas. Remove obstruction such as old foundation to control the transmission of vibration. Provide cut-off trenches which interrupt the direct transmission path of vibration between source and receiver, where required. Reduce energy per blow/cycle of piling works to produce a lower peak particle velocity. Reduce resistance to penetration by several ways such as pre-boring for hydraulic driven piles, mudding in for rotary bored piles and adding water to the bore hole for impact bored piles. High vibratory equipment should be placed as far away from sensitive properties as permitted by site constraints. Vibration isolated support structures should be implemented where necessary. No specific requirements are deemed necessary for vibration control during the operation phase. None. However, good engineering practice may require that the structural beams in the viaduct sections to be installed onto bearing pads.

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Preliminary Environmental Impact Assessment

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Table A: Summary of Potential Impacts and the Recommended Mitigation Measures (cont’d) Potential Impact Traffic Project Activity and Sources of Pollution Construction Phase Transportation of materials        Operational Phase Traffic activities   Proposed Mitigation Measures Residual Impact

Transportation of heavy loads of construction material and machinery should be undertaken None. preferably during off-peak traffic hours. Scheduling to avoid large convoys of trucks arriving / exiting the site at the same time. Planning of access routes to avoid narrow roads or residential service roads. Use of multiple or separate entry and exit points if possible to spread out traffic distribution. Scheduling of heavy vehicle movement during off peak morning and evening hours. Flagmen should be employed to assist in the direction of traffic when construction vehicles are joining the main flow of traffic or when traffic is busy. Lane closures to be kept to a minimum to ensure smooth traffic flow. Incorporation of an effective traffic management scheme into the overall developmental framework Ease of of the proposed Project is recommended. travelling. Safety enhancement features such as road signs, traffic lights and street lamps should be properly installed.

Ecological Aspects

Construction Phase

  

Any remnant vegetation should be removed for proper disposal at an approved dumpsite. None. Burning of cleared vegetation is strictly prohibited. The permanent ground works in paving and hard surface standing should commence and be completed as soon as possible in order to avoid barren ground open to erosion. No mitigation measures required. None.

Operational Phase

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Table A: Summary of Potential Impacts and the Recommended Mitigation Measures (cont’d) Project Activity and Sources of Pollution II. SOCIO-ECONOMIC CONSIDERATIONS Potential Impact Socio Economic Considerations Construction Phase Employment of construction workers, occupational safety aspect, and health, aesthetics     Proposed Mitigation Measures Residual Impact

  

Preference should be given to local workers for the employment opportunities. None. All foreign workers need to be medically screened for potential carrier of diseases. All young persons under the age of 18 are not allowed to work at the construction site. There should be stringent adherence to occupational health and safety regulations such as establishing a safety and health policy and employment of a competent safety officer, all jobs with specific hazards (scaffolding, machine operation etc.) must be carried out by competent person with valid license/certificate and the provision of adequate and suitable personal protective equipment (PPE). Adequate rubbish bins for domestic and general waste must be provided with a schedule for disposal. Clear signboards and lights to indicate and highlight danger areas should be put up. Work areas should be kept clean at all times and garbage solid wastes should be disposed into the designated waste bins and stored at a designated location prior to disposal off-site by licensed contractors. Hoarding should be used to block construction site where possible. Good housekeeping at the site is also encouraged. Increased in activities of motorist necessitates improved installation of sufficient road signs and None. more safety features at strategic locations to prevent accidents involving the road users using the Kinrara – Damansara Expressway. Accident prone areas at ramps and interchanges should have adequate warning signboards and speed limit signs. Smart alignment design, structure beautification, landscaping and extra lighting will help assimilate alignment into existing landuse and increase aesthetic values.

Operational Phase Road safety and aesthetics

 

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Preliminary Environmental Impact Assessment

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Table A: Summary of Potential Impacts and the Recommended Mitigation Measures (cont’d) Project Activity and Sources of Pollution II. SOCIO-ECONOMIC CONSIDERATIONS (cont’d) Potential Impact Waste Management Construction Phase Solid waste management    Scheduled Waste Management  Proposed Mitigation Measures Residual Impact

Solid wastes generated from the construction site shall be collected at an on-site designated area None prior to disposal. No open burning of solid wastes shall be carried out at any time. Solid wastes from the Project site must be regularly removed and disposed by licensed contractors. Storage and handling of scheduled waste should be carried out according to the Environmental None Quality (Scheduled Wastes) Regulations, 2005. The wastes should be stored in sealed drums, labelled and placed in a proposed scheduled waste storage shed. The shed should be concrete paved, bunded with a capacity to contain 110% of the largest tank volume. There should not be any opening in the bund wall that may allow spills to flow off-site. Separate compartments should be provided for different groups of incompatible wastes. Scheduled wastes should not be kept on site for more than 180 days or have a volume exceeding 20 tonnes. Solid wastes (non-scheduled) generated shall be disposed of at the dedicated dumpsite approved None by the authorities. Open burning of solid waste is strictly prohibited. Solid wastes contaminated with chemicals, cleaning reagents or petroleum products shall be treated as scheduled waste in accordance with Environmental Quality (Scheduled Wastes) Regulations, 2005. Scheduled waste should be stored in sealed drums, labelled and placed in a proposed scheduled waste storage shed. The shed should be concrete paved and bunded with a capacity to contain 110% of the largest container volume.

     

Operational Phase

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Table A: Summary of Potential Impacts and the Recommended Mitigation Measures (cont’d) Project Activity and Sources of Pollution III. SITE ABANDONMENT Potential Impact Abandonment Plan Construction Phase Abandonment   Proposed Mitigation Measures Residual Impact

Project proponent must endeavour to vacant the project site in an environmentally responsible None manner and prepare a Project Abandonment Plan. The site should be left in the best shape possible in terms of the environment and free of any unexpected hazards to the public. In the event of abandonment during the operational phase : None  All relevant authorities have to be informed by the project proponent of closure and abandonment  The project site needs to be fenced up for security reasons. Warning signs have to be installed to prevent unauthorized entry  Removal and proper disposal of all types of wastes on-site  Dismantling and removal of all equipment that may cause injury  Implementation of the relevant rehabilitation plan, if an adverse environmental condition has been created  The area should be checked for damaged live wires that could pose a threat to anyone who trespassed into the area

Operational Phase Abandonment

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IX.

ENVIRONMENTAL MANAGEMENT PLAN

An Environmental Management Plan (EMP) and a monitoring and auditing program should be prepared as shown in Table B to guide the project proponent in managing the environmental impacts during project implementation. This will also ensure that all legal requirements are complied with, and that all regulatory environmental emission/discharge criteria and standards are being met. Table B: Proposed Monitoring Program during Construction and Operation Phases Monitoring Components Location Frequency Parameters pH DO COD BOD TSS O&G NH3-N E.coli TSS Compliance Levels 6–9 5 – 7 mg/l 25 mg/l 3 mg/l 50 mg/l 0.3 mg/l NWQS Class II 5–9 3 – 5 mg/l 50 mg/l 6 mg/l 150 mg/l 0.9 mg/l NWQS Class III Reporting Requirements Quarterly to DOE

CONSTRUCTION PHASE Water quality  Upstream of Sg. Kayu Ara (CW1)  Downstream of Sg. Kayu Ara (CW2)  Upstream of Sg. Penchala (CW3)  Downstream of Sg. Penchala (CW4)  Upstream of Sg. Klang (CW5)  Downstream of Sg. Klang (CW6)

Monthly

Silt trap

 Discharge outlet of silt traps (ST1 to ST30)

Monthly

100 mg/l Standard B of the Environmental Quality (Industrial Effluent) Regulations, 2009

Quarterly to DOE

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Table B: Proposed Monitoring Program during Construction and Operation Phases (cont’d) Monitoring Components Location Frequency Quarterly Parameters TSP (24 hours monitoring) Compliance Levels 260 µg/m3 Recommended Malaysian Air Quality Guidelines Reporting Requirements Quarterly to DOE

CONSTRUCTION PHASE Air quality  SJKT Effingham (CA1)  Jalan SS22/2, Damansara Jaya (CA2)  Section 17 (CA3)  SK Sri Petaling (CA4)  Section 11 (CA5)  Section 14 (CA6)  Section 4 (CA7)  PJS3 (CA8)  Kompleks Suria Kinrara (CA9)  Hospital Angkatan Tentera (CA10) Noise quality  SJKT Effingham (CN1)  Jalan SS22/2, Damansara Jaya (CN2)  SRJKC Damansara (CN3)  Section 17 (CN4)  SK Sri Petaling (CN5)  Section 11 (CN6)  Section 14 (CN7)  Section 4 (CN8)  Section 2 (CN9)  PJS3 (CN10)  Kinrara Seksyen 2 (CN11)  Kompleks Suria Kinrara (CN12)  Hospital Angkatan Tentera (CN13)  Bandar Kinrara Section 2 (CN14)

Quarterly

LAeq (8 hours monitoring)

Recommended DOE Guidelines for Environmental Noise Limits Schedule 2: Maximum Permissible Sound Level (LAeq) of New Development (Roads, Rails, Industrial) in Areas of Existing High Environmental Noise Climate or Schedule 3: Maximum Permissible Sound Level (LAeq) to be maintained at the Existing Noise Climate or Schedule 4 - Limiting Sound Level (LAeq) from Road Traffic (For Proposed New Roads and/or Redevelopment of Existing Roads)

Quarterly to DOE

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Table B: Proposed Monitoring Program during Construction and Operation Phases (cont’d) Monitoring Components Location Frequency Quarterly Parameters Peak Particle Velocity (mm/s) Compliance Levels Recommended DOE Guidelines for Vibration Limits and Control – Schedule 2: Recommended limits for Damage Risk in Buildings From Short Term Vibration or Schedule 6: Recommended Limits for Human Response and Annoyance From Short Term Vibrations Reporting Requirements Quarterly to DOE

CONSTRUCTION PHASE  SJKT Effingham (CV1) Vibration  Jalan SS22/2, Damansara Jaya (CV2)  SRJKC Damansara (CV3)  Section 17 (CV4)  SK Sri Petaling (CV5)  Section 11 (CV6)  Section 14 (CV7)  Section 4 (CV8)  Section 2 (CV9)  PJS3 (CV10)  Kinrara Seksyen 2 (CV11)  Kompleks Suria Kinrara (CV12)  Hospital Angkatan Tentera (CV13)  Bandar Kinrara Section 2 (CV14)  Project site Environmental audits

Quarterly

-

DOE’s conditions of EIA approval, existing legislation & regulations

Quarterly to DOE

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Table B: Proposed Monitoring Program during Construction and Operation Phases (cont’d) Monitoring Components OPERATION PHASE – first year Noise quality     SRJKC Damansara (ON3) SK Sri Petaling (ON5) Section 11 (ON6) Section 4 (ON8) HalfYearly Leq (24 hours monitoring) Recommended DOE Guidelines for Environmental Noise Limits – Schedule 2: Maximum Permissible Sound Level (LAeq) of New Development (Roads, Rails, Industrial) in Areas of Existing High Environmental Noise Climate or Schedule 3: Maximum Permissible Sound Level (LAeq) to be maintained at the Existing Noise Climate Yearly to DOE Location Frequency Parameters Compliance Levels Reporting Requirements

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

X.

RESIDUAL IMPACTS

The residual impacts anticipated from the Project would be an increase in noise levels in tandem with the increase in the traffic volume. The proposed Project is expected to bring positive residual effects with the consequent reduction of travelling time between Petaling Jaya and Puchong as an alternative to the highly congested LDP route. Residents staying nearby to the existing main roads will also feel the benefit from ease in traffic. The displacement and relocation of residents whose houses have been acquired is not expected to leave any residual impact if the whole process is to handled appropriately and with due consideration from the start to the finish.

XI.

CONCLUSION

In conclusion, the adverse impacts can be minimized by implementing the recommended mitigation and precautionary measures at both the construction and operational stages. The completed Kinrara – Damansara Expressway is expected to achieve the main purpose of reducing traffic volumes and congestion between Petaling Jaya and Puchong by providing an alternative route to the highly congested Lebuhraya Damansara Puchong.

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RINGKASAN EKSEKUTIF I. PENGENALAN

Cadangan projek ini dikenali sebagai CADANGAN LEBUHRAYA KINRARA-DAMANSARA (KIDEX). Cadangan lebuhraya bertingkat sepanjang 14.9 km bermula selepas Plaza Tol Damansara Lebuhraya Lembah Klang Utara (NKVE) dan persimpangan ke Bandar Utama sepanjang Lebuhraya SPRINT. Jajaran ini akan merentasi kawasan Bandar Petaling Jaya sebelum tamat di Bandar Kinrara selepas Lebuhraya Bukit Jalil di Puchong. Plaza tol telah dicadangkan di Tol Damansara NKVE sedia ada, di penghujung Jalan Harapan di antara Seksyen 17 dan Seksyen 19 (CH 3020 ke CH 3400), dan berdekatan dengan Taman Dato Harun di Petaling Jaya PJS 2 (CH 9640 ke CH 10000). II. PEMAJU / PERUNDING PROJEK

Pemaju projek ini ialah KIDEX Sdn Bhd. Sebarang pertanyaan yang berkaitan dengan projek ini boleh diajukan kepada: KIDEX SDN BHD Lot 1296, 5th Mile, Jalan Ipoh, 51200 Kuala Lumpur. Nama : Dr. Shaharizuan Shafiei Jawatan : Pengarah Eksekutif No. Tel. : 03-6250 0222 No. Faks. : 03-6250 0522 Perunding alam sekitar yang bertanggungjawab untuk menyediakan Laporan Penilaian Kesan Kepada Alam Sekeliling ini adalah Environment Asia Sdn Bhd. ENVIRONMENT ASIA SDN BHD 81B Jalan SS22/23 Damansara Jaya 47400 Petaling Jaya Selangor Darul Ehsan Nama : Mr. Edward Wong Jawatan : Ketua Perunding Alam Sekitar / Pengurus Am No. Tel. : 03-7722 3088 No. Faks. : 03-7722 3099 Analisis kualiti air, ambien udara, bunyi dan getaran dijalankan oleh sebuah makmal analisis yang telah mendapat pengiktirafan Skim Akreditasi Makmal Malaysia (SAMM), ChemVi Laboratory Sdn Bhd. Objektif kajian ini adalah untuk mengenalpasti potensi impak positif dan negatif terhadap alam sekitar yang berlaku ketika pelaksanaan aktiviti-aktiviti projek serta mencadangkan langkah-langkah tebatan yang efektif untuk mengurangkan impak tersebut kepada tahap yang minima.

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III.

KEPERLUAN PENYATAAN

Tujuan utama cadangan pembinaan Lebuhraya Kinrara – Damansara (KIDEX) adalah untuk menyediakan akses yang pendek dan terus ke kawasan utama Puchong / Kinrara dan Petaling Jaya / Damansara, memberi jaminan masa perjalanan dengan tempoh penyuraian trafik yang dirancang secara strategik di sepanjang koridor jajaran untuk penyuraian trafik yang berkesan. Secara khusus, KIDEX adalah lebuhraya yang menyediakan akses terus kepada pengguna jalan raya dari Kinrara ke Damansara. Tujuan utama melaksanakan KIDEX adalah untuk mengurangkan kesesakan lalu lintas sedia ada di LDP dan SPRINT, menyediakan masa perjalanan yang lebih singkat, jarak perjalanan yang lebih pendek dan penyuraian trafik yang efektif di antara kawasan Damansara / Petaling Jaya dan kawasan Puchong / Kinrara melalui penyambungan dengan lebuhraya yang sedia ada. KIDEX juga akan melengkapkan strategi pembangunan yang telah digariskan di dalam Rancangan Struktur Kuala Lumpur 2020 dan Rancangan Struktur Selangor 2020. IV. KEPERLUAN UNDANG-UNDANG

Cadangan projek ini diklasifikasikan sebagai aktiviti yang ditetapkan di bawah Aktiviti 9: Infrastruktur (Pembinaan Lebuhraya) Perintah Kualiti Alam Sekeliling (Aktiviti Yang Ditetapkan) (Penilaian Kesan Kepada Alam Sekeliling) 1987, Akta Kualiti Alam Sekeliling 1974. Laporan EIA akan dihantar ke Ibu Pejabat Jabatan Alam Sekitar di Putrajaya untuk mendapatkan kelulusan memandangkan cadangan tapak projek akan melalui kawasan Negeri Selangor dan Wilayah Persekutuan Kuala Lumpur. V. PERIHAL PROJEK

Cadangan jajaran kebanyakannya akan merentasi kawasan di Negeri Selangor dengan hanya sebahagian kecil sahaja yang melalui Wilayah Persekutuan Kuala Lumpur iaitu, di bahagian "on – off ramps" di Jalan Damansara CH2150-2200 & Jalan Kinrara CH 13050. Permulaan jajaran di Lebuhraya SPRINT adalah terletak di koordinat 95492.582 N, 89776.969 E dan berakhir pada koordinat 86325.849 N, 93893.616 E di Bandar Kinrara 5. Jumlah panjang jajaran adalah 14.9 km. Terdapat 7 persimpangan yang terdiri daripada 21 jalan susur bertingkat dicadangkan untuk projek ini. Selain itu, terdapat juga 2 plaza tol bagi laluan utama dan 2 plaza tol bagi jalan susur untuk cadangan jajaran. Fasa pembinaan projek yang dicadangkan dijadualkan akan siap dalam tempoh jangka masa 48 bulan dari Oktober 2013 hingga Oktober 2017.

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VI.

PILIHAN PEMBANGUNAN PROJEK

Faktor-faktor seperti kesesuaian projek dengan gunatanah persekitaran, perkaitannya dengan strategi dan polisi kerajaan persekutuan dan kerajaan tempatan, nilai sosio ekonomi serta impak terhadap alam sekitar diambil kira dalam pemilihan jenis pembangunan di kawasan projek. Aspek kejuruteraan dan soal bajet juga dipertimbangkan dalam perihal pilihan cara pembinaan, rekabentuk dan panjang jajaran projek. Dalam pemilihan jajaran yang terbaik, terdapat empat pilihan yang dipertimbangkan (Pilihan 1 hingga 4). Empat pilihan ini adalah berdasarkan hubungan yang terbaik kepada sistem jalan raya sedia ada. Akhirnya, rekabentuk jajaran lebuhraya yang dikemukakan di dalam laporan ini dipilih daripada empat pilihan tersebut. Pilihan cara pembinaan pula merangkumi kaedah penanaman cerucuk dan rawatan tanah yang berlainan bagi memastikan kerja-kerja asas pembinaan dijalankan dengan betul. VII. A. PERSEKITARAN SEDIA ADA Persekitaran Fizikal

Topografi Secara lazimnya, topografi di sepanjang jajaran projek adalah rata dengan ketinggian dalam lingkungan 16m hingga 55m di atas paras laut. Kawasan yang tertinggi adalah dari CH 1340 ke CH 1900 di sepanjang Lebuhraya SPRINT dari Kg. Sg. Kayu Ara ke Tropicana Mall. Kawasan terendah adalah dari CH 9520 ke CH 10440 di kawasan Taman Dato Harun, PJS3. Secara umum, kebanyakan ciri-ciri semula jadi tempatan telah diubah disebabkan oleh proses urbanisasi. Hidrologi dan Aliran Sungai Kawasan projek terletak di dalam kawasan takungan Sg. Klang dan tiada sebarang takat pengambilan air di hilir tapak projek. Cadangan jajaran lebuhraya ini akan merentasi Sg. Kayu Ara (CH 560), Sg. Penchala (CH 21900) dan Sg. Klang (CH 10660 ke CH 10780). Sistem perparitan di dalam kawasan tapak adalah parit permukaan dan sub-permukaan yang sedia ada di tepi jalan. Geologi Profil geologi di kawasan projek lazimnya terdiri daripada batu asid intrusif (Persimpangan NKVE ke CH 5400), formasi batu kapur/batu marmar dari Zaman Silurian-Ordovician (CH 5400 ke CH 8280) dan formasi zaman Karboniferous (CH 8280 ke penghujung jajaran). Tanih Kebanyakan kawasan di tapak projek terletak di atas siri Tanah Bandar. Hanya bahagian dari persimpangan NKVE ke CH0 di Kg. Sg. Kayu Ara terletak di atas siri Rengam-Jerangau. Cuaca Tapak projek terletak di kawasan beriklim khatulistiwa yang mempunyai kelembapan relatif yang tinggi dan suhu yang sekata untuk sepanjang tahun. Gunatanah Sebahagian besar gunatanah sedia ada di sekitar tapak projek terdiri daripada kawasan bandar (80.28%) yang merangkumi kawasan kediaman, rekreasi, komersil dan perindustrian. Peratusan yang tinggi untuk kawasan bandar menunjukkan bahawa persekitaran jajaran projek sudah pesat dibangunkan. Kawasan hutan dalam lingkungan 5km dari jajaran projek adalah sebanyak 5.39%. Kawasan rekreasi seperti padang golf dan taman rekreasi dalam 5km pula meliputi 3.02%. Kualiti Air Sampel air diambil dari 6 lokasi di sepanjang jajaran yang merentasi Sg. Kayu Ara (W1 & W2), Sg. Penchala (W3 & W4) and Sg. Klang (W5 & W6). Analisa bagi parameter Indeks Kualiti Air dijalankan dan keputusan

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persampelan menunjukkan tahap Index Kualiti Air untuk stesen-stesen persampelan adalah dari 55.6 ke 88.8 di mana stesen W1 hingga W3 diklasifikasikan di bawah Kelas II (76.5 - 92.7) dan stesen W4 hingga W6 pula di bawah Kelas III (51.9 - 76.5). Kualiti Udara Persampelan kualiti udara telah dijalankan di 10 lokasi yang terletak berhampiran dengan kawasan reseptor sensitif. Keputusan kualiti ambien udara menunjukkan bacaan parameter gas pencemar (TSP, NO 2, CO dan SO2) adalah rendah dan berada di bawah had yang ditetapkan oleh Piawaian Kualiti Udara Malaysia. Kualiti Bunyi Pengukuran paras bunyi bising telah dijalankan di 14 stesen pengawasan yang terletak berdekatan dengan kawasan reseptor sensitif. Secara amnya, paras bunyi sedia ada adalah lebih tinggi pada waktu pagi berbanding dengan waktu malam. Keputusan pengukuran menunjukkan paras bunyi waktu siang (LAeq) adalah dari 53.0 dB(A) ke 69.0 dB(A) manakala paras bunyi waktu malam adalah dari 52.0 dB(A) ke 66.0 dB(A). Getaran Pengukuran getaran telah dijalankan di 14 lokasi di sepanjang tapak projek. Paras getaran yang diukur di reseptor sensitif berdekatan berada dalam lingkungan 0.284 hingga 3.03 mm/s. Paras getaran tertinggi (3.03 mm/s) dicatatkan di stesen V4 yang terletak berdekatan dengan kawasan perumahan Seksyen 17. Kawasan Sensitif Alam Sekitar dan Kawasan Warisan Cadangan projek tidak akan melalui kawasan sensitif alam sekitar atau kawasan warisan memandangkan lokasi tapaknya terletak di kawasan bandar yang telah dibangunkan. Kawasan hutan simpan yang terdekat dengan tapak projek adalah Hutan Simpan Bukit Gasing (~ 1.2 km). Namun begitu, terdapat kawasan batu kapur yang dilalui oleh jajaran dari Lebuhraya Pantai Baru (NPE) ke Lebuhraya KESAS. Kerja penyiasatan tanah menunjukkan ciri-ciri tanah untuk kawasan ini adalah kurang sensitif kepada gangguan.

Tapak projek

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B.

Ekosistem Biologi Sedia ada

Flora dan Fauna Cadangan jajaran lebuhraya tidak melibatkan sebarang habitat ekologi yang sensitif. Kawasan di sepanjang jajaran projek merupakan kawasan yang telah dimajukan dan pesat membangun. Kawasan vegetasi lazimnya dijumpai di sepanjang rizab Sg. Klang dan kawasan lapang di kawasan cadangan Tol B (CH 2520 ke CH2820) dan Tol C (CH 9640 ke CH 10000) yang terdiri daripada rumput, belukar dan vegetasi sekunder. Spesies tumbuhan di kawasan tapak lazimnya boleh didapati dengan mudah di Malaysia dan tidak mempunyai kepentingan biodiversiti. Tapak projek mempunyai kepelbagaian haiwan yang sangat rendah disebabkan jumlah tumbuhan yang minima dijumpai di tapak cadangan. Tiada spesies flora dan fauna yang terancam diperhatikan di kawasan projek. C. Sistem Sosio-Ekonomi Semasa

Pengambilalihan Tanah Sebanyak 290 lot tanah (15.15 hektar) yang merangkumi 288 lot tanah persendirian (14.98 ha) dan 2 lot tanah persekutuan (0.17 ha) akan diambilalih. Sosio-Ekonomi Kajian telah dijalankan ke atas penduduk yang tinggal di dalam lingkungan koridor 1 km dari cadangan jajaran pada bulan Ogos – September 2011. Penilaian dibuat berdasarkan data utama yang dikumpul melalui teknik tinjauan dan pemerhatian setempat. Seramai 300 individu dari 17 lokasi yang berada dalam zon pengaruh projek telah ditemubual. Peninjauan telah dijalankan pada bulan Ogos – September 2011 dengan menggunakan kaedah temubual secara bersemuka. Daripada sejumlah 300 orang responden yang ditemubual, 66.3% adalah lelaki dan 33.7% adalah wanita. Secara keseluruhannya, purata umur responden adalah kira-kira 45 tahun. Pendapatan bulanan seisi keluarga adalah dari RM1000 ke RM40,000 dengan purata sebanyak RM4676 dan jauh lebih tinggi daripada paras kemiskinan. Sebahagian besar (61.3%) daripada isirumah tersebut mendiami rumah kepunyaan sendiri dan selebihnya (38.3%) adalah penyewa. Responden yang tinggal kurang daripada 150 meter dari tapak projek adalah kira-kira 41.7%. Taraf hidup kesemua isirumah adalah agak baik dan dilengkapi dengan kebanyakan keperluan isirumah seperti kereta, motosikal, telefon tetap/bimbit, peti sejuk, mesin basuh, komputer dan sebagainya. Sebahagian besar (73.4%) daripada mereka yang ditemubual adalah sama ada ‟Sangat bersetuju‟ atau ‟Bersetuju‟ dengan cadangan projek ini dan dua sebab utama yang diberikan adalah „Mengurangkan kesesakan jalan raya‟ dan „Memudahkan masa perjalanan‟. Sebaliknya mereka yang ‟Tidak bersetuju‟ atau ‟Sangat tidak bersetuju‟ memberikan sebab-sebab seperti „Pencemaran udara dan bising‟ dan „meningkatkan masalah banjir‟. Sebahagian besar daripada yang tidak bersetuju adalah mereka yang tinggal kurang daripada 150 meter dari cadangan lebuhraya tersebut. Walau bagaimanapun, hasil daripada penilaian yang dibuat menyimpulkan bahawa lebih banyak faedah boleh diperolehi berbanding kos terhadap manusia dan persekitaran fizikal. Infrastruktur dan Utiliti Syarikat Bekalan Air Selangor Sdn Bhd (SYABAS) bertanggungjawab bagi membekalkan air ke seluruh Negeri Selangor dan Pusat Bandaraya Kuala Lumpur. Bekalan elektrik dibekalkan oleh Tenaga Nasional Berhad (TNB) melalui sistem grid kebangsaan. Syarikat Telekom Malaysia (STMB) membekalkan sistem telekomunikasi ke kawasan projek melalui kabel bawah tanah. Pengurusan sisa pepejal di sepanjang jajaran projek untuk Selangor adalah di bawah bidang kuasa pihak berkuasa tempatan. Pengurusan sisa pepejal bagi kawasan Wilayah Persekutuan Kuala Lumpur yang berada di bawah bidang kuasa Dewan Bandaraya Kuala Lumpur akan diuruskan oleh Alam Flora Sdn Bhd. Indah Water

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Konsortium (IWK) bertanggungjawab bagi pengoperasian dan penyelenggaraan loji rawatan kumbahan awam dan saluran paip kumbahan bawah tanah. VIII. A. IMPAK BERPOTENSI Fasa Pra-pembinaan

Tiada impak dijangka berlaku semasa fasa pra-pembinaan. B. Fasa Pembinaan

Hakisan dan Sedimentasi Tanah Aktiviti pembukaan tanah untuk KIDEX adalah minimum kerana ianya lebih melibatkan pendirian jajaran bertingkat. Walau bagaimanapun, kadar hakisan tanah bagi kawasan yang melibatkan kerja-kerja pemotongan dan penambakan adalah bertumpu berdekatan TUDM (CH12400-12800). Kadar purata hakisan tanah tapak projek untuk keadaan sedia ada adalah rendah dan dijangka sebanyak 0.850 ton/hek/thn. Senario terburuk semasa fasa pembinaan dijangkakan berlaku apabila semua vegetasi dibersihkan. Kadar hakisan tanah semasa senario terburuk ini dijangkakan sebanyak 283.385 ton/hek/thn. Hakisan tanah dan kesan-kesannya akan berkurangan setelah tamatnya fasa pembinaan kerana kawasan yang terdedah akan diturap dan ditutupi dengan tanaman penutup bumi. Perparitan dan Banjir Jajaran projek terletak dalam kawasan bandar dengan sistem rangkaian parit jalan permukaan dan subpermukaan. Oleh itu, masalah banjir dan sistem perparitan dijangka tidak ketara kerana pembinaan lebuhraya KIDEX yang bertingkat hanya melibatkan kawasan kerja yang terhad. Di kawasan plaza tol di mana kerja pembersihan tapak perlu dijalankan, penutupan dan gangguan longkang sedia ada boleh menjejaskan keberkesanan sistem saliran dan menyebabkan masalah banjir kilat yang sementara. Pencemaran Air Pembersihan tapak dan kerja tanah akan menyebabkan lapisan atas tanah terdedah kepada hakisan air hujan dan seterusnya larian air yang berkelodak akan mengalir ke dalam sistem perparitan sedia ada dan memasuki Sg. Kayu Ara, Sg. Penchala dan Sg. Klang. Di samping itu, penyimpanan dan pelupusan sisa buangan secara sembarangan juga boleh menyebabkan keadaan parit tersumbat yang akan menjadi tempat pembiakan vektor penyakit dan mewujudkan masalah estetik. Impak terhadap aspek kualiti air termasuklah peningkatan paras TSS, kekeruhan, BOD, COD serta minyak dan gris. Pencemaran Udara Punca-punca pencemaran udara adalah dari penghasilan dan penyebaran debu daripada aktiviti pembinaan, kenderaan dan mesin berat. Masalah estetik, keselamatan, ketidakselesaan diri dan kesihatan adalah kesan negatif pencemaran udara. Pencemaran udara di sepanjang jajaran lebuhraya adalah lebih ketara semasa kerja pembersihan tanah di kawasan Tol C berbanding dengan kawasan penanaman cerucuk. Pengangkutan bahan pembinaan juga boleh menyebabkan peningkatan dalam paras habuk ambien di sepanjang jalan akses tempatan. Namun begitu, pencemaran debu adalah sementara dan untuk jangka masa yang pendek memandangkan operasi mesin dan kenderaan berat akan disetempatkan dan dihadkan kepada waktu kerja yang dibenarkan sahaja. Pencemaran Bunyi Kesan pencemaran bunyi semasa fasa pembinaan dijangka setempat dan sementara. Dengan pelaksanaan langkah-langkah tebatan, paras bunyi akan diminimumkan ke tahap yang boleh diterima.

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Getaran Semasa fasa pembinaan, punca-punca getaran di kawasan sensitif yang berdekatan adalah daripada kerja-kerja penanaman cerucuk dan pergerakan trak pengangkutan. Kesan getaran yang lebih ketara berpunca daripada operasi penanaman cerucuk, di mana kaedah yang akan digunakan harus dipilih dan dikawal untuk memastikan tiada kerosakan struktur mahupun mendatangkan kerosakan terhadap kediaman berdekatan yang sedia ada. Potensi kesan getaran dapat dikurangkan memandangkan kaedah “bored piling” akan digunakan. Ekologi Sebarang impak terhadap flora, jika ada, adalah minima memandangkan cadangan lokasi jajaran lebuhraya adalah di atas rizab sungai dan jalan sedia ada yang ditutupi rumput dan belukar. Tiada spesis endemik yang akan terjejas dan pembersihan flora di dalam tapak projek tidak akan memberi kesan terhadap biodiversiti tumbuhan di kawasan tersebut. Jumlah dan diversiti spesis haiwan di sepanjang tapak projek juga adalah rendah kerana kekurangan kawasan vegetasi dan habitat semulajadi. Justeru, tiada sebarang impak dijangkakan ke atas spesis haiwan. Laluan Masuk & Trafik Semasa fasa pembinaan, jalan sedia ada akan digunakan sebagai jalan utama untuk mengangkut bahan pembinaan dan memunggah sisa buangan pembinaan. Sebarang tumpahan ke atas jalan awam akan mendatangkan masalah trafik dan seterusnya mendatangkan gangguan dan potensi bahaya terhadap pengguna jalan awam. Peningkatan trafik semasa fasa pembinaan dijangka tidak akan menyebabkan masalah kesesakan trafik di jalan-jalan sedia ada. Masalah gangguan trafik dan kesesakan lalu lintas lazimnya akan berlaku semasa kerja-kerja penanaman cerucuk di bahagian pembahagi tengah jalan terutamanya di kawasan komersial dan jalan utama yang sibuk. Walaubagaimanapun, impak ini dijangka berlaku untuk jangka masa yang pendek dan dihadkan semasa fasa pembinaan sahaja. Sosio-ekonomi Kesan sosial akibat daripada pengambilalihan tanah memerlukan penempatan semula penduduk atau penghuni rumah/bangunan. Sebanyak 290 lot tanah (15.15 hektar) yang merangkumi 288 lot tanah persendirian (14.98 ha) dan 2 lot tanah persekutuan (0.17 ha) akan diambilalih. Pengambilalihan tanah tidak akan melibatkan tanah milik bangunan agama. Tiada isu pemisahan komuniti kerana jajaran kebanyakanya dicadangkan di atas median jalan sedia ada dan rizab jalan. Beberapa lot kediaman dan komersil di sepanjang jajaran akan diambilalih (86 lot di Petaling Jaya dan 15 lot di Puchong). Aktiviti pembinaan yang akan menimbulkan kesan estetik termasuk penyediaan tanah yang melibatkan pengalihan struktur / utiliti yang sedia ada, kerja menanam cerucuk dan pembinaan jejambat dan landasan. Kerja pembinaan juga akan menyebabkan kemerosotan estetik kawasan terlibat memandangkan bahan pembinaan dan sisa buangan akan diletakkan di sekitar kawasan kerja tapak projek. Fasa pembinaan mungkin akan mendatangkan sedikit sebanyak kesan positif kepada penduduk tempatan dari segi penambahan jumlah aktiviti, keperluan bekalan-bekalan harian dan perbelanjaan runcit yang disebabkan oleh peningkatan jumlah pekerja. Secara amnya, kesan negatif yang akan muncul adalah gangguan trafik tempatan yang sementara dan peningkatan kesesakan lalulintas di sepanjang jalan-jalan yang terjejas. Kerjakerja pembinaan akan menyebabkan penutupan sementara sesetengah jalan secara berperingkat sebagai suatu langkah keselamatan. Ini akan menyebabkan kesesakan lalu lintas dan mendatangkan kesulitan kepada penduduk tempatan dan operator komersial di sepanjang jalan-jalan yang terlibat. Dari segi kebaikan ekonomi pula, peningkatan aktiviti perniagaan dan aktiviti sampingan yang lain dijangka akan menjanakan lebih banyak pendapatan kepada kerajaan negeri melalui pengutipan cukai. Peluang pekerjaan untuk penduduk tempatan juga akan meningkat melalui perkembangan aktiviti perlaburan. Namun begitu, peningkatan jumlah pekerja asing mungkin menimbulkan konflik dengan penduduk tempatan dari segi cara atau

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tabiat hidup. Di samping itu, penambahan saiz populasi juga membawa kepada permintaan perkhidmatan awam dan fasiliti/infrastruktur yang melebihi kapasiti sedia ada di kawasan projek dan seterusnya melibatkan kos sosial yang lebih tinggi. Sisa Pepejal dan Sisa Buangan Terjadual Pelupusan sisa pepejal secara sembarangan boleh membahayakan kesihatan penduduk tempatan. Semua bahan buangan terjadual perlu disimpan, dibuang dan dihapuskan mengikut Peraturan-Peraturan Alam Sekeliling (Buangan Terjadual) 2005. Projek Terbengkalai Impak-impak yang akan berlaku akibat daripada projek terbengkalai semasa fasa pembinaan termasuklah pemendapan, penakungan atau saluran air tersumbat oleh sisa pembinaan, pencemaran air, aduan daripada orang awam dan pandangan buruk di sekitar tapak projek. Projek terbengkalai semasa fasa penanaman cerucuk pula akan menimbulkan masalah estetik. C. Fasa Operasi

Perparitan dan Banjir Air larian permukaan yang meningkat dalam jajaran bertingkat akan disalirkan ke dalam ‟rain water down pipes‟ yang mengalir ke bawah tiang jejambat dan ke sistem saliran yang sedia ada di bahagian permukaan bumi. Rekabentuk parit adalah berdasarkan Manual Saliran Mesra Alam Malaysia (MSMA Edisi Kedua). Pencemaran Air Tiada kesan pencemaran air yang signifikan dijangka untuk fasa operasi. Impak pencemaran air yang berpunca daripada tumpahan minyak/bahan kimia/bahan berbahaya, jelaga dari paip ekzos dan pembuangan sampah yang sembarangan juga mungkin berlaku pada tahap yang minima. Pencemaran Bunyi Permodelan paras bunyi dijalankan untuk jumlah trafik yang dijangkakan sehingga tahun 2045. Keputusan menunjukkan kontur bunyi 72dBA, 60dBA, 48dBA dan 36dBA pada siang masing-masing melanjut sebanyak 80m, 280m, 700m dan 1160m dari cadangan lebuhraya. Pada waktu malam, tahap bunyi adalah tidak melebihi 70dBA di sepanjang jajaran lebuhraya. Kontur bunyi 63dBA, 53dBA, 43dBA dan 33dBA masing-masing melanjut kira-kira 40m, 200m, 480m dan 840m dari cadangan lebuhraya. Berdasarkan permodelan paras bunyi dan corak transmisi bunyi, peningkatan paras bunyi setelah projek mula beroperasi sepenuhnya akan memberikan kesan kepada 13 kawasan dan memerlukan langkah-langkah tebatan. Getaran Getaran daripada aktiviti trafik di semua kawasan adalah kurang daripada 5 mm/s dan berada dalam lingkungan Cadangan Had-had JAS untuk Risiko Kerosakan pada Bangunan dari Getaran Semasa Keadaan Tetap. Dengan itu, tiada kesan negatif getaran dijangkakan. Pencemaran Udara Punca utama pencemaran udara adalah dari pelepasan gas ekzos kenderaan yang menggunakan cadangan lebuhraya ini. Permodelan dijalankan untuk mengenalpasti jumlah perlepasan CO dari peningkatan aktiviti trafik di tapak projek dengan menggunakan CALINE4. Secara keseluruhannya, peningkatan tahap CO adalah tidak signifikan kerana tahap yang diramalkan adalah lebih rendah daripada had yang ditetapkan oleh Piawaian Kualiti Udara Malaysia pada 30 ppm. Trafik Apabila cadangan pembangunan siap sepenuhnya, ia dijangka akan mendatangkan kebaikan jangka masa panjang dengan pengurangan masalah kesesakan lalu lintas di jalan sedia ada.

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

Sosio-ekonomi Semasa operasi Lebuhraya Kinrara - Damansara, faedah dari segi sosio ekonomi untuk penduduk tempatan berkait rapat dengan pengurangan masa perjalanan di mana jajaran ini dapat memudahkan serta memendekkan masa perjalanan di antara Damansara dan Puchong. Di samping itu, perkhidmatan pengangkutan yang efektif juga akan meningkat dan memanfaatkan mereka yang berulang alik. Projek ini juga dijangka dapat menambahkan peluang pekerjaan bagi masyarakat tempatan. Di samping itu, permintaan untuk kawasan perumahan bagi jangka masa panjang dijangkakan akan menunjukkan perubahan positif disebabkan akses yang mudah melalui Lebuhraya KIDEX. Sisa Pepejal dan Buangan Terjadual Sisa buangan pepejal yang dihasilkan akan dikendalikan dan dilupuskan oleh majlis tempatan (Selangor) dan Alam Flora Sdn Bhd (Kuala Lumpur). Tiada sebarang impak dijangkakan dari aktiviti pelupusan sisa pepejal. Projek Terbengkalai Projek terbengkalai semasa fasa operasi hanya boleh berpunca daripada sebab-sebab yang luar biasa dan semua struktur pembinaan perlu dirobohkan dan dilupuskan. Tapak projek sebegini akan mewujudkan kesan penampilan yang tidak estetik, habitat pembiakan vektor penyakit dan aktiviti-aktiviti anti sosial. Pekerja-pekerja juga perlu ditamatkan perkhidmatannya. IX. CADANGAN LANGKAH-LANGKAH PENEBATAN

Langkah-langkah kawalan adalah diringkaskan di dalam Jadual A.

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

Jadual A: Ringkasan Impak-impak yang Berpotensi dan Cadangan Langkah-langkah Penebatan Impak Berpotensi I. Projek Aktiviti dan Sumber Pencemaran PERSEKITARAN FIZIKAL Hakisan Fasa Pembinaan Pembersihan tapak, penanaman cerucuk dan aktiviti pembinaan Cadangan Langkah-langkah Penebatan Impak Residu

Kawalan Tanah

Kawalan Hakisan Tiada.  Aktiviti pembersihan tanah harus dijalankan mengikut jadual pembangunan untuk meminimakan jumlah kawasan yang terdedah. Kerja-kerja pembinaan harus dimulakan secepat yang mungkin setelah kawasan tersebut dibersihkan.  Zon pemampan / koridor vegetasi harus dikekalkan untuk memisahkan kawasan yang dibersihkan dengan laluan air berdekatan. Koridor vegetasi haruslah sekurang-kurangnya 10 m lebar.  Kerja penanaman rumput di kawasan terdedah harus dijalankan secepat yang mungkin untuk mengurangkan hakisan tanah. Jika penanaman rumput tidak boleh dilaksanakan, perlindungan sementara seperti plastik, geotekstil atau hamparan fiber harus dipasang. Kawalan Sedimentasi  Parit sementara dan kolam perangkap mendap harus dibina sebelum bermulanya kerja tanah (sekiranya ada) untuk mengawal arah aliran air larian permukaan bagi mengawal pemendapan kelodak.  Sistem perparitan yang mencukupi perlu dibina di sepanjang perimeter kawasan pembinaan untuk mengelakkan banjir kilat.  Sebanyak 30 kolam perangkap mendap akan dibina di kawasan yang melalui alur air utama.  Check dams akan dibina di kawasan strategik untuk mengawal dan mengurangkan kadar larian air permukaan.

Fasa Operasi

Tiada langkah kawalan diperlukan kerana kerja-kerja landskap dan penurapan akan dijalankan.

Tiada.

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

Jadual A: Ringkasan Impak-impak yang Berpotensi dan Cadangan Langkah-langkah Penebatan (Sambungan) Impak Berpotensi Pencemaran Air Projek Aktiviti dan Sumber Pencemaran Fasa Pembinaan Pembersihan tapak, penanaman cerucuk dan aktiviti pembinaan   Cadangan Langkah-langkah Penebatan Impak Residu

     

Pengendalian dan penyimpanan produk-produk petroleum serta penyelenggaraan mesin-mesin Tiada. pembinaan harus diberikan perhatian dan dilakukan dengan sebaiknya. Tangki-tangki simpanan minyak diesel dan drum-drum minyak perlu diletakkan di kawasan berbumbung, bertar, berbenteng dan saluran keluarnya perlu dilengkapi dengan tempat takungan minyak. Kerja penyelenggaran mesin harus dilakukan di tempat yang telah ditetapkan yang boleh menampung tumpahan dan kebocoran minyak terpakai dan minyak pelincir. Tumpahan minyak perlu dibersihkan secepat mungkin untuk mengelakkan pencemaran minyak di saliran air/sungai dan parit umum. Minyak dan gris terpakai harus disimpan di kawasan yang telah ditentukan dan jauh dari sebarang saliran air sebelum dilupuskan oleh kontraktor berlesen. Simen/bitumen perlu disimpan sebaiknya di dalam kawasan kerja dan pembuangan bahan-bahan ini ke dalam sungai dan di tepi jalan harus dielakkan. Semua sisa-sisa pembinaan perlu dikumpulkan di kawasan yang jauh dari saliran air sebelum dilupuskan di tempat pelupusan yang ditentukan oleh pihak bandaraya. Penyimpanan dan pengendalian bahan buangan terjadual perlu dilaksanakan mengikut Peraturanperaturan Kualiti Alam Sekeliling (Buangan Terjadual) 2005. Tempat simpanan berasingan perlu disediakan untuk sisa-sisa buangan yang berlainan Penggunaan racun rumpai dan baja untuk kerja-kerja landskap (jika ada) hendaklah dikawal dan kerja Tiada. penyemburan racun atau baja sebaik-baiknya perlu dijalankan semasa cuaca kering. Suatu Pelan Tindakan Kecemasan hendaklah disediakan bagi tumpahan besar daripada lori yang mengangkut pelbagai jenis bahan di lebuhraya kelak.

Fasa Operasi

 

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

Jadual A: Ringkasan Impak-impak yang Berpotensi dan Cadangan Langkah-langkah Penebatan (Sambungan) Impak Berpotensi Pencemaran Udara Projek Aktiviti dan Sumber Pencemaran Fasa Pembinaan Pembersihan tapak, penanaman cerucuk dan aktiviti pembinaan         Cadangan Langkah-langkah Penebatan Impak Residu

Mengendalikan tapak kerja secara kemas dan teratur bagi mengawal penyebaran habuk dengan Tiada. efektif. Pembakaran terbuka sampah sarap atau sisa vegetasi di dalam tapak projek dilarang sama sekali. Semua kenderaan yang digunakan untuk aktiviti pembinaan harus dikekalkan dalam keadaan yang baik dan dipandu dengan betul untuk megurangkan asap hitam dan perlepasan jelaga. Kenderaan yang mengangkut bahan binaan, sisa buangan atau tanah harus ditutup dengan kanvas untuk mengurangkan penyebaran debu dan partikulat ke atmosfera kawasan sekeliling. Pembasahan tapak harus dijalankan apabila perlu untuk mengelakkan masalah habuk. Kelajuan kenderaan di dalam tapak pembinaan harus sentiasa perlahan untuk mengurangkan peningkatan habuk. Pengawasan udara yang kerap harus dijalankan untuk menentukan tahap pencemaran udara. Kemudahan ”wash trough” atau fasiliti pembasuhan tayar kenderaan harus disediakan di jalan keluar dari tapak projek ke jalan awam. Sisa air dari ”wash trough” perlu disalurkan ke dalam kawasan takungan. Kesemua kenderaan yang menggunakan cadangan lebuhraya harus mengikut had kelajuan yang Tiada. ditetapkan. Langkah tebatan fizikal yang lain tidak diperlukan kerana takat pencemaran udara semasa fasa operasi adalah tidak signifikan.

Fasa Operasi Perlepasan dari kenderaan

 

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

Jadual A: Ringkasan Impak-impak yang Berpotensi dan Cadangan Langkah-langkah Penebatan (Sambungan) Impak Berpotensi Pencemaran Bunyi Projek Aktiviti dan Sumber Pencemaran Fasa Pembinaan Bunyi dari aktiviti pembinaan dan mesin/kenderaan berat            Fasa Operasi Operasi jajaran lebuhraya     Cadangan Langkah-langkah Penebatan Impak Residu

Menghadkan jangka masa kerja untuk aktiviti pembinaan yang menjanakan bunyi bising. Tiada. Menubuhkan saluran komunikasi di antara kontraktor/pemaju, pihak berkuasa tempatan dan penduduk. Pengawasan tahap bunyi semasa tempoh kritikal harus dijalankan di kawasan sensitif. Pemilihan peralatan dengan potensi penghasilan bunyi bising yang rendah. Memasang bahan-bahan penyerap bunyi yang sesuai pada mesin yang mengeluarkan paras bunyi yang tinggi. Mesin-mesin tersebut juga harus diletakkan di kawasan bertutup. Memasang penghadang di sekitar mesin yang mengeluarkan bunyi bising seperti alat janakuasa dan mesin pemampat yang besar, jika perlu. Meletakkan peralatan yang bising sejauh yang mungkin dari kawasan sensitif mengikut sekatan saiz tapak. Waktu kerja sebaiknya dihadkan kepada waktu siang. Semua kenderaan dan mesin harus diselenggara untuk mengurangkan pelepasan bunyi bising. Pembinaan ”hoarding” dan pengekalan penampan vegetasi boleh dijalankan di sepanjang jajaran lebuhraya mengikut kesesuaian. Had laju untuk kenderaan berat di dalam tapak projek harus ditetapkan. Sebanyak 13 kawasan akan terjejas oleh peningkatan bunyi bising lalu lintas semasa fasa operasi. Peningkatan Pembinaan benteng rintangan bunyi dicadangkan di 9 lokasi untuk mengurangkan tahap bunyi bising paras bunyi di ke tahap yang dibenarkan oleh JAS. 13 kawasan. Pengawasan kualiti bunyi semasa fasa operasi adalah disarankan di 4 lokasi untuk menentukan keperluan pembinaan benteng rintangan bunyi di kawasan tersebut. Pihak pemaju telah mencadangkan untuk membina benteng rintangan bunyi (pada kedua - dua belah parapet) untuk keseluruhan jajaran bertingkat dan ini akan merangkumi 9 kawasan yang memerlukan pembinaan benteng rintangan bunyi.

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

Jadual A: Ringkasan Impak-impak yang Berpotensi dan Cadangan Langkah-langkah Penebatan (Sambungan) Impak Berpotensi Pencemaran Getaran Projek Aktiviti dan Sumber Pencemaran Fasa Pembinaan Aktiviti penanaman cerucuk  Cadangan Langkah-langkah Penebatan Impak Residu

   

  Fasa Operasi Operasi jajaran lebuhraya 

Memilih kaedah penanaman cerucuk alternatif yang paling kurang kesannya terhadap peningkatan Tiada. tahap getaran, seperti ”bored piles” atau ”hand dug caisson” terutamanya berdekatan dengan kawasan perumahan atau kawasan sensitif. Mengalihkan penghalang seperti dasar tapak yang lama untuk mengawal transmisi getaran. Membina parit ”cut-off” yang akan menyekat laluan transmisi getaran secara langsung di antara punca dan penerima, jika perlu. Mengurangkan tenaga di dalam setiap kitaran kerja-kerja penanaman cerucuk untuk menghasilkan “peak particle velocity” yang lebih rendah. Mengurangkan rintangan terhadap penembusan melalui beberapa cara seperti pra-galian untuk “hydraullic driven piles”, ”mudding in” untuk ”rotary bored piles” dan penambahan air ke dalam lubang galian untuk “impact bored piles”. Peralatan yang menghasilkan getaran yang tinggi harus diletakkan sejauh yang mungkin dari kawasan sensitif mengikut sekatan saiz tapak. Struktur sokongan yang berasingan untuk getaran harus dipasang jika perlu. Tidak ada langkah-langkah pengawalan kesan getaran yang spesifik diperlukan semasa fasa operasi. Tiada. Namun begitu, struktur gelegar pada bahagian-bahagian jejambat harus dipasang ke atas “bearing pads” mengikut amalan kejuruteraan yang baik.

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

Jadual A: Ringkasan Impak-impak yang Berpotensi dan Cadangan Langkah-langkah Penebatan (Sambungan) Impak Berpotensi Trafik Projek Aktiviti dan Sumber Pencemaran Fasa Pembinaan Pengangkutan bahan pembinaan        Fasa Operasi Aktiviti trafik   Cadangan Langkah-langkah Penebatan Impak Residu

Pengangkutan bahan pembinaan yang berat bebanannya dan operasi mesin harus dijalankan Tiada. semasa waktu trafik kurang sibuk (“off-peak”). Penjadualan trafik bagi mengelakkan kesemua trak masuk dan keluar pada masa yang sama. Perancangan laluan jalan masuk dan keluar dari tapak projek untuk mengelakkan penggunaan jalan sempit atau jalan di kawasan perumahan. Penggunaan beberapa laluan keluar masuk yang berasingan supaya aktiviti trafik tidak tertumpu. Penjadualan pergerakan kenderaan berat kepada waktu trafik kurang sibuk. Penjaga bendera harus dilantik untuk membantu mengarah trafik apabila kenderaan pembinaan memasuki jalan utama terutamanya semasa waktu trafik yang sibuk. Memastikan aktiviti penutupan laluan jalan adalah minima dan aliran trafik bergerak lancar. Sistem pengurusan trafik yang efektif harus dimasukkan ke dalam rangka kerja pembangunan keseluruhan cadangan projek. Ciri-ciri peningkatan keselamatan seperti papan tanda jalan raya, lampu isyarat dan lampu jalan harus dipasang dengan betul. Memudahkan aktiviti perjalanan.

Aspek Ekologi

Fasa Pembinaan

  

Sisa tumbuhan harus dilupuskan di tapak pelupusan yang dibenarkan. Pembakaran sisa tumbuhan adalah dilarang sama sekali. Kerja-kerja landskap dan kerja-kerja tanah yang kekal harus dilaksanakan sejurus selepas tahap tanah yang terakhir dicapai atau penghabisan kerja-kerja pembinaan. Tiada langkah tebatan diperlukan

Tiada.

Fasa Operasi

Tiada.

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

Jadual A: Ringkasan Impak-impak yang Berpotensi dan Cadangan Langkah-langkah Penebatan (Sambungan) Impak Berpotensi II. SOSIO EKONOMI Aspek SosioEkonomi Fasa Pembinaan Pengambilan pekerja tapak pembinaan, aspek keselamatan dan kesihatan.     Keutamaan pengambilan pekerja harus diberikan kepada pekerja tempatan terlebih dahulu. Tiada. Semua pekerja asing perlu disaring sama ada berpenyakit atau tidak. Mereka yang berumur di bawah 18 tahun tidak dibenarkan berkerja di tapak pembinaan. Pematuhan yang ketat terhadap peraturan-peraturan keselamatan dan kesihatan perlu diamalkan seperti penyediaan polisi kesihatan dan keselamatan pekerja dan perlantikan pegawai keselamatan yang cekap. Semua kerja yang berbahaya (operasi mesin dll) perlu dijalankan oleh pekerja yang terlatih dengan lesen/sijil yang sah dan penyediaan peralatan perlindungan peribadi (PPE) harus bersesuaian dan mencukupi. Tong sampah yang mencukupi untuk sisa domestik mesti disediakan berserta jadual bagi kerja pelupusan. Papan tanda yang jelas dan lampu keselamatan untuk menunjukkan kawasan bahaya harus dipasang. Kebersihan kawasan kerja perlulah sentiasa dijaga dan sampah harus dibuang ke dalam tong sampah yang ditetapkan dan disimpan di lokasi yang ditetapkan sebelum pelupusan ke luar tapak oleh kontraktor berlesen. ”Hoarding” harus dipasang terutamanya berdekatan dengan kawasan perumahan. Amalan ”housekeeping” yang baik di tapak juga digalakkan. Peningkatan dalam aktiviti pemandu memerlukan pemasangan papan tanda jalan yang lebih baik dan mencukupi serta pemasangan ciri-ciri keselamatan yang lebih banyak di lokasi yang strategik untuk Tiada. mencegah kemalangan yang melibatkan pengguna jalan raya Lebuhraya Kinrara - Damansara. Kawasan cenderung kemalangan di susur dan persimpangan harus mempunyai papan tanda amaran yang mencukupi dan tanda-tanda had laju. Reka bentuk penjajaran yang bestari, pengindahan struktur, kerja landskap dan lampu tambahan akan membantu mengasimilasikan penjajaran ke gunatanah sediada dan meningkatkan nilai estetik. Projek Aktiviti dan Sumber Pencemaran Cadangan Langkah-langkah Penebatan Impak Residu

  

 Fasa Operasi Keselamatan jalan dan nilai estetik

 

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

Jadual A: Ringkasan Impak-impak yang Berpotensi dan Cadangan Langkah-langkah Penebatan (Sambungan) Projek Aktiviti dan Sumber Pencemaran II. SOSIO EKONOMI (sambungan) Impak Berpotensi Pengurusan Buangan Sisa Fasa Pembinaan Pengurusan sisa pepejal    Pengurusan sisa buangan terjadual  Cadangan Langkah-langkah Penebatan Impak Residu

Sisa pepejal yang dijanakan dari tapak pembinaan harus dikumpulkan di suatu kawasan yang telah Tiada ditetapkan sebelum dilupuskan. Pembakaran terbuka sisa pepejal adalah dilarang sama sekali. Sisa pepejal dari tapak projek harus dibawa keluar dan dilupuskan oleh kontraktor berlesen secara berkala. Penstoran dan pengendalian buangan terjadual harus dilaksanakan berdasarkan Peraturan- Tiada Peraturan Kualiti Alam Sekeliling (Buangan Terjadual), 2005. Sisa tersebut harus disimpan di dalam tong tertutup, dilabelkan dan diletakkan di dalam tempat penyimpanan sisa buangan terjadual yang khusus. Tempat penyimpanan harus berbenteng konkrit, berturap dan berupaya menampung 110% daripada jumlah isipadu tong yang terbesar. Dinding benteng tidak harus mempunyai sebarang bukaan padanya yang membolehkan sebarang tumpahan mengalir keluar dari kawasan takungan tersebut. Bahagian/tempat berasingan perlu disediakan bagi kumpulan sisa buangan terjadual yang berlainan. Sisa terjadual yang disimpan di tapak projek tidak boleh melebihi 180 hari atau jumlah isipadunya haruslah tidak melebihi 20 ton. Sisa pepejal (bukan buangan terjadual) yang terhasil perlu dilupuskan di kawasan pelupusan yang Tiada telah ditetapkan oleh pihak berkuasa. Pembakaran terbuka sisa pepejal adalah dilarang sama sekali. Sisa pepejal yang telah tercemar dengan bahan kimia, agen-agen pencuci atau produk-produk petroleum perlu dikendalikan sebagai sisa buangan terjadual dengan berasaskan PeraturanPeraturan Kualiti Alam Sekeliling (Buangan Terjadual), 2005. Sisa buangan terjadual harus disimpan di dalam tong tertutup, dilabelkan dan diletakkan di dalam tempat penyimpanan sisa buangan terjadual yang khusus. Tempat penyimpanan harus berbenteng konkrit, berturap dan berupaya menampung 110% daripada jumlah isipadu tong yang terbesar.

   Fasa Operasi   

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

Jadual A: Ringkasan Impak-impak yang Berpotensi dan Cadangan Langkah-langkah Penebatan (Sambungan) Projek Aktiviti dan Sumber Pencemaran III. PROJEK TERBENGKALAI Impak Berpotensi Projek Terbengkalai Fasa Pembinaan Projek terbengkalai   Cadangan Langkah-langkah Penebatan Impak Residu

Pemaju projek harus meninggalkan tapak projek secara bertanggungjawab dalam pengurusan isu Tiada alam sekeliling tapak projek dan menyediakan Pelan Projek Terbengkalai. Tapak projek harus ditinggalkan dalam persekitaran yang paling optimum dan tidak mempunyai unsur yang berbahaya terhadap orang awam. Sekiranya projek terbengkalai semasa fasa operasi: Tiada  Semua pihak berkuasa yang berkaitan harus dimaklumkan tentang isu projek terbelangkai oleh pemaju projek.  Tapak projek harus dipagar untuk tujuan keselamatan. Tanda amaran harus dipasang untuk mengelakkan sebarang kemasukan tanpa kebenaran.  Semua jenis sisa buangan harus dialihkan dan dilupuskan dengan betul.  Semua peralatan yang boleh menyebabkan kecederaan harus dikeluarkan dari tapak.  Pelan pemuliharaan yang bersesuaian harus dilaksanakan jika keadaan alam sekeliling telah merosot.  Kawasan tapak harus diperiksa untuk wayar hidup (”live wires‟) yang telah dirosakkan dan boleh mengancam mereka yang lalu lalang di kawasan tersebut.

Fasa Operasi Projek terbengkalai

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

X.

PELAN PENGURUSAN ALAM SEKITAR

Satu garis panduan Pelan Pengurusan Alam Sekitar (EMP) dan program pengawasan serta audit telah disediakan seperti yang ditunjukkan dalam Jadual B untuk membantu pihak pemaju projek menguruskan impak alam sekitar semasa perlaksanaan projek. Pelan ini juga memastikan kesemua keperluan undang-undang, kriteria-kriteria serta piawaian perlepasan/discaj yang berkenaan dipatuhi. Jadual B: Cadangan Program Pengawasan Semasa Fasa Pembinaan dan Fasa Operasi Komponen Pengawasan FASA PEMBINAAN Kualiti Air       Lokasi Hulu Sg. Kayu Ara (CW1) HIlir Sg. Kayu Ara (CW2) Hulu Sg. Penchala (CW3) HIlir Sg. Penchala (CW4) Hulu Sg. Klang (CW5) HIlir Sg. Klang (CW6) Bulanan Kekerapan Parameter Tahap Pematuhan Keperluan Laporan

pH DO COD BOD TSS O&G NH3-N E.coli

6–9 5 – 7 mg/l 25 mg/l 3 mg/l 50 mg/l 0.3 mg/l Kelas II, Piawaian Kualiti Air Kebangsaan (NWQS)

5–9 3 – 5 mg/l 50 mg/l 6 mg/l 150 mg/ l0.9 mg/l Kelas III, Piawaian Kualiti Air Kebangsaan (NWQS)

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Kolam perangkap mendap

 Kolam-kolam perangkap mendap (ST1 – ST30)

Bulanan

TSS

100 mg/l Piawai B bagi Peraturan-Peraturan Kualiti Alam Sekeliling (Effluen Perindustrian) 2009.

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

Jadual B: Cadangan Program Pengawasan Semasa Fasa Pembinaan dan Fasa Operasi (Sambungan) Komponen Pengawasan FASA PEMBINAAN Kualiti Udara                         Lokasi SJKT Effingham (CA1) Jalan SS22/2, Damansara Jaya (CA2) Section 17 (CA3) SK Sri Petaling (CA4) Section 11 (CA5) Section 14 (CA6) Section 4 (CA7) PJS3 (CA8) Kompleks Suria Kinrara (CA9) Hospital Angkatan Tentera (CA10) SJKT Effingham (CN1) Jalan SS22/2, Damansara Jaya (CN2) SRJKC Damansara (CN3) Section 17 (CN4) SK Sri Petaling (CN5) Section 11 (CN6) Section 14 (CN7) Section 4 (CN8) Section 2 (CN9) PJS3 (CN10) Kinrara Seksyen 2 (CN11) Kompleks Suria Kinrara (CN12) Hospital Angkatan Tentera (CN13) Bandar Kinrara Section 2 (CN14) Kekerapan Parameter Tahap Pematuhan Keperluan Laporan

Tiga bulan sekali

TSP (Pengawasan 24 jam)

260 µg/m3 Piawaian Kualiti Udara Malaysia

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Kualiti Bunyi

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LAeq (Pengawasan 8 jam)

Cadangan Garis-garis Panduan JAS Bagi Had Bunyi Bising Alam Sekitar - Jadual 2, Jadual 3 atau Jadual 4

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

Jadual B: Cadangan Program Pengawasan Semasa Fasa Pembinaan dan Fasa Operasi (Sambungan) Komponen Pengawasan FASA PEMBINAAN Getaran               Lokasi SJKT Effingham (CV1) Jalan SS22/2, Damansara Jaya (CV2) SRJKC Damansara (CV3) Section 17 (CV4) SK Sri Petaling (CV5) Section 11 (CV6) Section 14 (CV7) Section 4 (CV8) Section 2 (CV9) PJS3 (CV10) Kinrara Seksyen 2 (CV11) Kompleks Suria Kinrara (CV12) Hospital Angkatan Tentera (CV13) Bandar Kinrara Section 2 (CV14) Kekerapan Parameter Tahap Pematuhan Keperluan Laporan

Tiga bulan sekali

Halaju partikel tertinggi (mm/s)

Cadangan Garis-garis Panduan JAS Bagi Had Getaran dan Pengawalan – Jadual 2: Cadangan Had-had untuk Risiko Kerosakan pada Bangunan untuk Getaran Jangka Masa Pendek atau Jadual 6: Cadangan Had-had untuk Respond an Gangguan Manusia Untuk Getaran Jangka Masa Pendek Syarat-syarat Kelulusan EIA oleh JAS, undang-undang dan peraturan sedia ada

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Audit Alam Sekitar

 Tapak Projek Tiga bulan sekali -

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

Jadual B: Cadangan Program Pengawasan Semasa Fasa Pembinaan dan Fasa Operasi (Sambungan) Komponen Pengawasan Lokasi Kekerapan Parameter Tahap Pematuhan Keperluan Laporan

FASA OPERASI – tahun pertama Kualiti Bunyi  SRJKC Damansara (ON3)  SK Sri Petaling (ON5)  Section 11 (ON6)  Section 4 (ON8)

Enam bulan sekali

Leq (Pengawasan 24 jam)

Cadangan Garis-garis Panduan JAS Bagi Had Bunyi Bising Alam Sekitar - Jadual 2 atau 3.

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Preliminary Environmental Impact Assessment Proposed Kinrara-Damansara Expressway (KIDEX)

XI.

IMPAK RESIDU

Ekoran daripada penambahan jumlah trafik, impak residu yang dijangkakan dari projek ini adalah peningkatan tahap bunyi. Cadangan projek akan membawa impak residu yang positif setelah pembinaan cadangan projek tamat melalui pengurangan masa perjalanan di antara Petaling Jaya dan Puchong dan sebagai laluan alternatif bagi perjalanan melalui LDP yang sangat sesak. Penduduk yang tinggal berdekatan jalan raya utama yang sedia ada juga dapat memperolehi manfaat dari kelancaran trafik. Penempatan semula penduduk yang mana rumahrumah telah diambilalih tidak dijangka untuk meninggalkan sebarang kesan residual jika keseluruhan proses dikendalikan dengan betul dan dengan pertimbangan yang sewajarnya.

XII.

KESIMPULAN

Kesimpulannya, kesan negatif dapat dikurangkan dengan perlaksanaan langkah tebatan yang efektif di peringkat pembinaan dan operasi. Lebuhraya Kinrara - Damansara ini akhirnya akan memberikan manfaat jangka panjang dan impak yang positif dari segi pengurangan kesesakan lalu lintas dengan menyediakan laluan alternatif kepada Lebuhraya Damansara Puchong yang sangat sesak.

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