KUTS Revised EIA (DOE) - Volume 1 Main Text - October 2021

Sarawak Metro Sdn. Bhd.
SECOND SCHEDULE
16-01A, Level 16, Gateway Kuching,
No. 9, Jalan Bukit Mata Kuching,
93100 Kuching, Sarawak.
KUCHING URBAN TRANSPORTATION

SYSTEM (KUTS) PHASE 1-
SAMARAHAN LINE (LINE 1) AND
SERIAN LINE ( LINE 2)
REVISED ENVIRONMENTAL IMPACT

ASSESSMENT (EIA)
EMSP-ERE-CGB/SMSB/206-EIA/DOE/003
SUBMITTED BY
VOLUME 1 of 2 : MAIN TEXT
Ground Floor, Lot 3092 & 3093, OCTOBER 2021

Block 10, KCLD, Wisma Ng Aik Oh, 2 ½ Mile, Rock Road,
KUCHING URBAN TRANSPORTATION SYSTEM (KUTS) PHASE 1
– SAMARAHAN LINE (LINE 1) AND SERIAN LINE (LINE 2)
REVISED ENVIRONMENTAL IMPACT ASSESSMENT
VOLUME 1 OF 2 : MAIN TEXT
Project Code EJ 688

Issue No. 2.0
Issue Date 25 OCTOBER 2021
Prepared by SUB / LYA
Approved by GBM / RNA / LHL
Files \\192.168.1.13\ere data\ERE Projects\EJ 688 EIA & SIA

KUTS\Reports\2. EIA\3. EIA\4. Main Text
ENVIRONMENTAL PLEDGE FROM
PROJECT PROPONENT
DECLARATION FORMS AND EIA TEAM
DECLARATION FROM EIA STUDY TEAM LEADER
KUCHING URBAN TRANSPORTATION SYSTEM (KUTS) PHASE 1 –

SAMARAHAN LINE (LINE 1) AND SERIAN LINE (LINE 2)
I declare that the entire EIA is the product of my own work and the work of my
team members (i.e. other consultants who are also qualified person) who worked
under my supervision and all the facts stated in the report and the accompanying
information are to the best of my knowledge and belief true and correct and that I
have not withheld or distorted any material facts. I have briefed the Project
Proponent on the content of the Report and highlighted to him all the pollution
prevention and mitigating measures (P2M2) described in it, and in the
Environmental Management Plan (EMP), and in the LD-P2M2, and the Project
Proponent has agreed to implement them (P2M2).
Signature : Official Stamp:

Name : Dr. G Balamurugan
IC / Passport No. : 640915-08-5563
Designation : Team Leader (C0025)
Date : 25 October 2021
1
DECLARATION FROM EIA STUDY TEAM MEMBER
I declare the following:

i) I have conducted the study professionally using acceptable methodologies;
ii) The study findings are correct to the best of my knowledge; and have not
been altered in any manner;
iii) The mitigating measures proposed (whenever relevant) to the best of my
knowledge are reliable, practical and adequate to comply with the relevant
legal requirements; and
iv) I shall be accountable for any misleading information in any part of this
report.

Name : Raja Nur Ashikin Raja Zainal
IC / Passport No. : 670520-10-5440
Designation : EIA Consultant (CEP-C0180)

report.

Name : Lee Hwok Lok
IC / Passport No. : 740413-14-5317
2

report.

Name : Uling Bin Majoi
IC / Passport No. : 660424-13-5149
Designation : Subject Specialist (SS0235)

report.

Name : Prof. Ir. Dr. Mohd Salman Leong
IC / Passport No. : 540923-10-6135
3

report.

Name : Randolph Stephen Jeremiah Jr
IC / Passport No. : 750325-145383
Designation : Subject Specialist (SS0530)

report.

Name : Deva Kumari
IC / Passport No. : 770918-07-5892
4


report.

Name : Prof Dr. Nor Ghani Md Nor
IC / Passport No. : 650716-04-5381
Designation : Subject Specialist (CEP-SS0174)

report.

Name : Tan Yen Chen
IC / Passport No. : 851207-04-5309
Designation : EIA Consultant (CEP-CS0220)
5


report.

Name : Hazura Yaacob
IC / Passport No. : 730412-14-5682

report.

Name : Ir. Dr. K. S. Ashita Pereira
IC / Passport No. : 671021-01-5242
Designation : Subject Specialist (CEP-SS0352)
6

v) I have conducted the study professionally using acceptable methodologies;
vi) The study findings are correct to the best of my knowledge; and have not
vii) The mitigating measures proposed (whenever relevant) to the best of my
viii) I shall be accountable for any misleading information in any part of this
report.

Name : Tan Xingkang
IC / Passport No. : 880126-43-5041
v) I have conducted the study professionally using acceptable methodologies;

vi) The study findings are correct to the best of my knowledge; and have not
vii) The mitigating measures proposed (whenever relevant) to the best of my
viii) I shall be accountable for any misleading information in any part of this
report.

Name : Sharmila Devi Valaitham
IC / Passport No. : 860820-38-5824
7
Table 1 : List of EIA Consultants Involved in the EIA Study
Registration With DOE Proposed
No. Name Qualification Signature
Category Area/Field ID. No. Valid Date Study Area
A. EIA Study Team Leader
B.Eng (Civil)
M. Phil
Dr. G. EIA 1. Hydrology 31 May • Team Leader
1. (Hydrology) C0025
Balamurugan Consultant 2. Water Quality 2023 • Hydrology
Ph.D
(Hydrology)
B. EIA Team Members
1. Water Quality
• Water
Raja Nur Ashikin EIA Modelling 31 May
2. B.Eng (Civil) CEP-C0180 quality
Raja Zainal Consultant 2. Water Quality 2023
assessment
Monitoring
1. Air Quality
B.Sc. EIA 31 May • Air quality
3. Lee Hwok Lok Modelling CEP-C0072
(Environment) Consultant 2023 assessment
2. Air Monitoring
31 May
M. (Landscape Subject 1. Land use planning 2021 • Land use
4. Uling bin Majoi SS0235
Architecture) Specialist 2. Landscape & Visual (renewal in planning
process)
B.Eng 1. Noise and Vibration

• Noise and
Prof. Ir. Dr. Mohd. (Mechanical) EIA monitoring 31 May
5. CEP-C0104 vibration
Salman Leong Ph.D Consultant 2. Noise and Vibration 2024
assessment
(Mechanical) modelling
1
Table 1: List of EIA Consultants Involved in the EIA Study (Cont’d)
Registration With DOE
Proposed Study
No. Name Qualification Valid Signature
Category Area/Field ID. No. Area
Date
1. Air Quality
M. Eng.
Modelling
(Environmental
EIA 2. Risk Assessment CEP- 31 May • Risk
6. Tan Yen Chen Engineering)
Consultant 3. Air Monitoring CS0220 2024 Assessment
B. Eng. (Hons)
4. Water Quality
Chemical
Modelling
1. Air Monitoring
2. Noise & Vibration
Monitoring
B.Sc (Hons) EIA 31 May • Soil erosion &
7. Hazura Yaacob 3. Water Quality CEP-C0159
Biotechnology Consultant 2022 sedimentation
Monitoring
4. Soil Erosion and
Sedimentation
1. Process Recovery of
Schedule Waste
Deva Kumari A/P B.Eng EIA 31 May • Waste
8. 2. Solid Waste CEP-C0226
Mohan Dass (Chemical) Consultant 2022 Management
3. Scheduled waste
management
B. Eng. (Hons)
(Civil
Engineering) 1. Traffic Impact
Ir. Dr. K. S. Ashita MSc. Subject Assessment and CEP- 31 May • Traffic Impact
9.
Pereira (Transportation Specialist Transport SS0352 2024 Assessment
Planning) Masterplan
Ph.D
(Engineering)
2
Table 1: List of EIA Consultants Involved in the EIA Study (Cont’d)
Proposed Study
No. Name Qualification Signature
Category Area/Field ID. No. Valid Date Area
B.Sc. Applied
31 May
Randolph Science (Fishery
Subject 1. Ecological Studies 2021
10. Stephen Jeremiah Science) SS0530 • Ecology
Specialist (Terrestrial) (renewal in
Jr M.Sc. (Marine
process)
Biotechnology)
1. Social Impact
B. Economics & 2. Socio-Economic • Economic
Prof. Dr. Nor Acc. Subject Study CEP- 31 May Valuation of
11.
Ghani Md Nor M. Economics Specialist 3. Economic Valuation SS0174 2024 Environmental
Ph.D Economics of Environmental Impacts
Impacts
B.Sc.
EIA 1. Water Quality 31 May
12. Tan Xingkang (Environmental CEP-C0107 • Water Quality
Consultant Monitoring 2022
Health & Safety)
B.Sc.
Sharmila Devi (Animal Resource EIA 1. Water Quality 31 May
13. CEP-C0090 • Flooding
Valaitham Science & Consultant Monitoring 2022
Technology)
3
Table 2 : List of EIA Assistant Consultants Involved in the EIA Study
Proposed Study
No. Name Qualification Supervised By Signature
1. Water Quality Hazura Yaacob

B.Eng
Tobias Javan G Assistant 2. Wastewater CEP- • Soil Erosion &
1. (Environmental
Yangus Consultant 3. Noise and Vibration AC0235 Sedimentation
Engineering)
4. Soil Erosion
Randolph Stephen
1. Ecology
B. Sc. Jeremiah Jr
Daniel Chin Zhi Assistant 2. Forestry CEP- • Terrestrial
2. (Conservation
Hao Consultant 3. Wildlife AC0250 Ecology
Biology)
Conservation
1. Water Quality Raja Nur Ashikin Raja

2. Solid Waste Zainal
Nur Idzumi Assistant
B. Sc. Management
3. Mohamed Consultant AC1033 • Water Quality
(Environment) 3. Air Quality
Hasnan
4. Noise and
Vibration
Prof. Ir. Dr. Mohd.
Salman Leong
Subashini B. Eng. (Hons) Assistant CEP- • Noise &
4. -
Venkatramanan (Environmental) Consultant AC0260 Vibration
Deva Kumari A/P

M. Sc. Mohan Dass
Mohammad Assistant CEP-
5. (Environment & - • Waste
Izzat Bin Rasnan Consultant AC0294
Development)
4
Proposed Study
No. Name Qualification Supervised By Signature
Lee Hwok Lok
Amirul Rahman B.S. Civil Assistant CEP-

6. - • Air Quality
bin Zamri Engineering Consultant AC0292
Table 3 : List of EIA Trainee Consultants Involved in the EIA Study

No Name Qualification Registration With DOE Proposed Study Area Supervised By Signature
Mohamad B.Sc (Ecology & - • Ecology Randolph Stephen Jeremiah Jr

Izereen bin Biodiversity,
1. Amat Mukri Zoology)
5
RESPONSES TO COMMENTS
TOC TABLE OF CONTENTS
TABLE OF CONTENTS
Page
Table Of Contents i
List Of Figures ix
List Of Tables xi
List Of Plates xvi
List Of Charts xix
List Of Abbreviations xxiii
EXECUTIVE SUMMARY
RINGKASAN EKSEKUTIF
SECTION 1 : INTRODUCTION 1-1

1.1 PROJECT BACKGROUND 1-1
1.2 PROJECT LOCATION 1-1
1.3 PROJECT PROPONENT 1-3
1.4 EIA CONSULTANT 1-3
1.5 LEGAL REQUIREMENT 1-4
1.6 STATE PLANNING AUTHORITY 1-4
1.7 CONFORMANCE TO DEVELOPMENT PLANS 1-5
1.7.1 United Nations Sustainable Development Goals 1-5
1.7.2 Eleventh Malaysia Plan 2016 – 2020 1-6
1.7.3 National Transport Policy 2035 1-6
1.7.4 Sarawak Socio-Economic Transformation Plan 2030 1-7
1.7.5 Sarawak Digital Economy Strategy 2022 1-8
1.8 ENGAGEMENTS WITH STAKEHOLDERS 1-9
1.9 SENSITIVE RECEPTORS 1-10
SECTION 2 : TERMS OF REFERENCE OF EIA 2-1

2.1 INTRODUCTION 2-1
2.2 TERMS OF REFERENCE 2-38
2.2.1 Introduction 2-38
2.2.2 Statement of Need 2-39
2.2.3 Basic Project Information 2-40
2.2.4 Alternatives Consideration 2-44
2.2.5 Potential Impacts 2-45
KUTS PHASE 1 - TOC i

SECTION 3 : STATEMENT OF NEED 3-1
3.1 NEED FOR THE PROJECT 3-1
3.1.1 Population Growth 3-1
3.1.2 Traffic Congestion 3-2
3.1.3 Poor Public Transport Infrastructure and Low Ridership 3-2
3.2 OBJECTIVES AND BENEFITS OF THE PROJECT 3-3
3.2.1 Objectives of KUTS 3-3
3.2.2 Benefits of KUTS 3-6
SECTION 4 : PROJECT OPTIONS 4-1

4.2 NO PROJECT OPTION 4-1
4.3 MODAL OPTIONS 4-2
4.4 ALIGNMENT OPTIONS 4-4
4.4.1 Options during Feasibility Study 4-4
4.4.2 Alignment Options for KUTS Phase 1 4-5
4.4.2.1 Line 1: Rembus to Hikmah Exchange 4-6
a) Rembus-Kota Samarahan Options 4-6
b) Sama Jaya Options 4-7
c) Jalan Simpang Tiga-Hikmah Exchange Options 4-8
d) Hikmah Exchange Options 4-10
4.4.2.2 Line 2: Batu 12 to The Isthmus 4-13
a) Kuching Sentral-Kuching International Airport Options 4-13
b) Pending-Isthmus Options 4-14
4.4.2.3 Simpang Tiga Interchange Station Options 4-16
4.5 POWER SOURCE OPTIONS 4-20
SECTION 5 : PROJECT DESRIPTION 5-1

5.2 PLANNING PRINCIPLES 5-1
5.3 PROJECT ALIGNMENT 5-2
5.3.1 Samarahan Line (Line 1) – Rembus to Hikmah Exchange 5-3
5.3.1.1 Serian Line (Line 2) – Batu 12 to The Isthmus 5-9
5.3.2 Alignment Design and Type 5-13
5.4 STATIONS 5-16
5.4.1 Proposed Stations 5-16
5.4.2 Station Configuration 5-18
5.4.3 Station Facilities 5-18
5.4.4 Station Accessibility 5-19
5.5 DEPOTS 5-20
5.5.1 Proposed Locations 5-20
5.5.2 Depot Functions 5-22
ii KUTS PHASE 1 - TOC

5.6 SYSTEMS 5-22
5.6.1 Automated Rapid Transit 5-22
5.6.2 Hydrogen Fuel Cell 5-23
5.6.3 Hydrogen Storage and Refueling Stations 5-25
5.7 PRINCIPAL PROJECT ACTIVITIES 5-26
5.7.1 Land Acquisition 5-27
5.7.2 Utilities Relocation 5-28
5.7.3 Site Clearing and Earthworks 5-28
5.7.4 Temporary Facilities 5-29
5.7.5 Construction Methods 5-30
5.7.5.1 At-grade 5-30
5.7.5.2 Elevated (Viaduct) 5-31
5.7.5.3 Underpass 5-32
5.7.5.4 Stations and Depots 5-33
5.7.6 Installation of Dedicated Guideway Facilities and Systems 5-34
5.7.7 Operation Stage of KUTS ART 5-34
5.8 PROJECT IMPLEMENTATION SCHEDULE 5-35
SECTION 6 : EXISTING ENVIRONMENT 6-1

6.2 TOPOGRAPHY 6-2
6.3 GEOLOGY AND SOIL TYPE 6-3
6.4 CLIMATE 6-7
6.4.1 Temperature 6-7
6.4.2 Rainfall 6-7
6.4.3 Humidity 6-7
6.4.4 Surface Wind 6-8
6.5 LAND USE 6-8
6.5.1 Existing Land Use 6-8
6.5.2 On-going and Committed Developments 6-29
6.6 HYDROLOGY & DRAINAGE 6-31
6.6.1 River Basin and Catchment 6-31
6.6.2 River Crossings 6-33
6.7 FLOOD 6-33
6.7.1 Period and Factors of Flood Occurrences 6-33
6.7.2 Flood Records in Sarawak 6-33
6.7.3 Flood Records along Samarahan Line (Line 1) 6-34
6.7.4 Flood Records along Serian Line (Line 2) 6-38
6.8 WATER QUALITY 6-41
6.8.1 Approach and Methodology 6-41
6.8.2 Long Term Water Quality Data 6-42
6.8.3 Location of Water Quality Sampling Stations 6-44
6.8.4 Baseline Sampling Results 6-46
6.8.4.1 Samarahan Line (Line 1) 6-46
KUTS PHASE 1 - TOC iii

6.8.4.2 Serian Line (Line 2) 6-68
6.8.5 Beneficial Uses Along the Alignment 6-85
6.8.5.1 Water Supply Infrastructure 6-85
6.8.5.2 Fisheries and Aquaculture Activities 6-86
6.8.5.3 Groundwater Abstraction 6-87
6.9 AIR QUALITY 6-89
6.9.2 Monitoring Locations 6-89
6.9.3 Monitoring Results 6-91
6.9.3.1 Samarahan Line (Line 1): Rembus to Hikmah Exchange 6-92
6.9.3.2 Serian Line (Line 2): Batu 12 to The Isthmus 6-92
6.9.3.3 Summary 6-92
6.10 NOISE & VIBRATION 6-93
6.10.2 Monitoring Locations 6-95
6.10.3 Monitoring Results 6-96
6.11 ECOLOGY 6-101
6.11.2 Flora Composition 6-102
6.11.3 Fauna Composition 6-106
6.11.4 Protected Areas and Significant Habitats 6-107
6.11.4.1 Nature Reserves 6-107
6.11.4.2 Important Bird and Biodiversity Areas 6-110
6.12 SOCIO-ECONOMIC ENVIRONMENT 6-112
6.12.1 Regional Context 6-112
6.12.2 Zone of Influence 6-113
6.12.3 Perception Survey 6-114
6.12.4 Focus Group Discussions and Interviews 6-118
6.13 ROAD TRAFFIC 6-121
6.13.1 Segment 1A: Rembus (Provisional) Station to Station SM 1 6-123
6.13.2 Segment 1B: Station SM 1 to Station SM 6 6-124
6.13.3 Segment 1C: Station SM 6 to Station IS 1 6-125
6.13.4 Segment 1D: Station IS 1 to Station SM 14 6-126
6.13.5 Segment 2A: Station SR 1 to Station SR 5 6-127
6.13.6 Segment 2B: Station SR 5 to Station IS 1 6-128
6.13.7 Segment 2C: Station IS 1 to Station SR 13 6-130
6.14 INFRASTRUCTURE AND UTILITIES 6-134
6.14.1 Power Supply 6-134
6.14.2 Water Supply 6-134
6.14.3 Sewerage Services 6-135
6.14.4 Telecommunication Services 6-135
6.14.5 Waste 6-137
6.15 HERITAGE ASSETS 6-138
iv KUTS PHASE 1 - TOC

SECTION 7 : EVALUATION OF IMPACTS 7-1
7.2 SENSITIVE RECEPTORS 7-2
7.3 IMPACTS DURING PRE-CONSTRUCTION STAGE 7-4
7.3.1 LAND ACQUISITION 7-4
7.3.1.1 Potential Impacts 7-5
7.3.2 UTILITIES RELOCATION 7-7
7.4 IMPACTS DURING CONSTRUCTION STAGE 7-7
7.4.1 SOIL EROSION AND SEDIMENTATION 7-7
7.4.1.2 Assessment Method 7-9
7.4.1.3 Results and Discussion 7-10
7.4.2 WATER POLLUTION 7-17
7.4.2.1 Prediction of Total Suspended Solids Concentration 7-17
7.4.2.2 Other River Crossings 7-34
7.4.2.3 Water Pollution 7-35
7.4.3 FLOODING 7-40
7.4.3.2 Flood Assessment Method 7-40
7.4.4 NOISE AND VIBRATION 7-48
7.4.4.1 Noise 7-48
7.4.4.2 Vibration 7-73
7.4.4.3 Potential Areas of Concern 7-77
7.4.5 AIR POLLUTION 7-79
7.4.5.1 Assessment Methodology 7-80
7.4.6 WASTE 7-91
7.4.6.3 Results 7-92
7.4.6.4 Discussion 7-94
7.4.7 ECOLOGY 7-95
7.4.8 SOCIAL IMPACTS 7-98
7.4.8.1 Adverse Impacts 7-98
7.4.8.2 Positive Impacts 7-101
7.4.9 TRAFFIC 7-101
7.4.9.1 Traffic Impact during Station Construction 7-102
7.4.9.2 Traffic Impact during Viaduct Construction 7-113
7.4.9.3 Traffic Impact due to Depot Construction 7-113
7.4.9.4 Impact of Construction Material Delivery 7-114
7.4.9.5 Impact on Parking Facilities 7-115
7.4.9.6 Impact on Public Transport Systems and Facilities 7-115
7.4.9.7 Impact on Pedestrian, Cyclist and Motorcyclist Facilities 7-115
7.4.9.8 Impact on Local Businesses 7-115
7.4.10 HAZARDS & PUBLIC SAFETY 7-116
KUTS PHASE 1 - TOC v

7.4.10.1 Hazard Identification 7-117
7.4.10.2 Risk Evaluation 7-123
7.4.10.3 Assessment Results and Discussion 7-125
7.4.11 HERITAGE ASSETS 7-128
7.5 IMPACTS DURING OPERATION STAGE 7-134
7.5.1.1 Sewage and Sullage 7-134
7.5.1.2 Wastewater from Depots 7-135
7.5.1.3 Prediction of TSS, BOD, COD, O&G and NH3-N Concentration in the
River 7-136
7.5.1.4 Spillage 7-158
7.5.1.5 Floatables 7-158
7.5.2 FLOODING 7-158
7.5.2.2 Flood Assessment Method 7-160
7.5.3 NOISE & VIBRATION 7-167
7.5.3.1 Noise Assessment 7-167
7.5.3.2 Vibration Assessment 7-203
7.5.3.3 Summary 7-207
7.5.4 AIR POLLUTION 7-207
7.5.5 GREENHOUSE GAS AVOIDANCE 7-208
7.5.6 WASTE 7-211
7.5.6.3 Results 7-212
7.5.6.4 Discussion 7-213
7.5.7 ECOLOGY 7-213
7.5.8 SOCIAL IMPACT 7-214
7.5.9 TRAFFIC 7-217
7.5.9.1 Alleviation of Traffic Congestion 7-217
7.5.9.2 Localized Congestion in the Vicinity of Stations 7-220
7.5.10 HAZARDS & PUBLIC SAFETY 7-222
7.5.10.1 Hazard Identification 7-223
7.5.10.2 Failure Frequency 7-227
7.5.10.3 Event Tree Analysis 7-229
7.5.10.4 Consequences Modelling 7-230
7.6 PROJECT ABANDONMENT 7-234
7.7 ECONOMIC VALUATION OF ENVIRONMENTAL IMPACTS 7-235
7.7.1 Methodology 7-235
7.7.2 Identification of Incremental Costs and Benefits 7-236
7.7.3 Valuation of Costs and Benefits 7-237
vi KUTS PHASE 1 - TOC

7.7.3.1 Carbon Emission from KUTS ART Operation & Reduction in Emission
from Avoided Road-Based Vehicle Operation 7-240
a) Reduction in GHG Emissions from Road-Based Vehicles 7-240
b) Increase in GHG Emissions due to Operation of KUTS ART 7-241
7.7.3.2 Removal of Mangrove Trees 7-243
7.7.4 Overall Assessment 7-246
SECTION 8 : MITIGATION MEASURES 8-1

8.2 MITIGATION MEASURES DURING PRE-CONSTRUCTION STAGE 8-2
8.2.1 LAND ACQUISITION 8-2
8.2.2 UTILITIES RELOCATION 8-3
8.3 MITIGATION MEASURES DURING CONSTRUCTION STAGE 8-4
8.3.1 SOIL EROSION AND SEDIMENTATION 8-4
8.3.1.1 LD-P2M2 along the Alignment 8-4
8.3.1.2 Emergency Response Plan for Exceeding TSS Limit 8-13
8.3.2.1 Soil Erosion & Sediment Control 8-14
8.3.2.2 Sewage & Sullage Management 8-16
8.3.2.3 Storage & Handling of Petroleum Products & Wastes 8-16
8.3.2.4 Scheduled Waste 8-18
8.3.2.5 Management of Floatables 8-19
8.3.3 FLOOD 8-19
8.3.3.1 Flood Contingency Plan 8-23
8.3.4.1 Management Measures for Noise 8-27
8.3.4.2 Management Measures for Vibration 8-29
8.3.5 AIR QUALITY 8-35
8.3.6 WASTE 8-37
8.3.7 ECOLOGY 8-40
8.3.8 SOCIAL 8-42
8.3.9 TRAFFIC 8-47
8.3.9.1 General Mitigation Measures to Minimize Traffic Congestion 8-47
8.3.9.2 Minimizing Impacts on Pedestrians, Cyclists and Motorcyclists 8-48
8.3.9.3 Detailed Mitigation Measures to Minimize Traffic Congestion 8-49
8.3.10 HAZARD CONTROL & PUBLIC SAFETY 8-51
8.3.10.1 General Safety Measures 8-51
8.3.10.2 Safety Measures for Underpass Construction 8-53
8.3.10.3 Safety Measures for Elevated Structure Construction 8-54
8.3.10.4 Emergency Response Plan Framework 8-55
8.4 MITIGATION MEASURES DURING OPERATION STAGE 8-60
8.4.1.1 Sewage Treatment 8-60
KUTS PHASE 1 - TOC vii

8.4.1.2 Sullage Treatment 8-61
8.4.1.3 Wastewater Management 8-63
8.4.1.4 Storage of Oil & Petroleum Products and Scheduled Waste 8-65
8.4.1.5 Management of Floatables 8-66
8.4.1.6 Spillage 8-66
8.4.2 REDUCING FLOOD RISK 8-66
8.4.4 AIR POLLUTION & GREENHOUSE GAS EMISSION 8-70
8.4.5 WASTE 8-71
8.4.6 ECOLOGY 8-72
8.4.7 SOCIAL 8-73
8.4.8 TRAFFIC 8-75
8.4.9 HAZARD CONTROL & PUBLIC SAFETY 8-82
8.4.9.1 Safety Measures 8-82
8.4.9.2 Emergency Response Plan Framework 8-84
8.5 PROJECT ABANDONMENT 8-86
SECTION 9 : ENVIRONMENTAL MANAGEMENT PLAN 9-1

9.2 ORGANIZATION STRUCTURE 9-2
9.2.1 Key Parties 9-2
9.2.2 Health, Safety and Environmental Department 9-4
9.3 P2M2 DURING CONSTRUCTION 9-4
9.4 REPORTING 9-5
9.5 EXTERNAL COMMUNICATIONS 9-5
9.6 MONITORING PROGRAMME 9-6
9.6.1 Performance Monitoring 9-6
9.6.2 Compliance Monitoring 9-7
9.6.2.1 Water Quality Monitoring 9-7
9.6.3 Impact Monitoring 9-7
9.6.3.1 Water Quality 9-7
9.6.3.2 Air Quality 9-8
9.6.3.3 Noise and Vibration 9-8
9.7 ENVIRONMENTAL AUDITING 9-8
9.8 ENVIRONMENTAL MAINSTREAMING AND GUIDED SELF-
REGULATION 9-9
9.8.1 Environmental Policy (EP) 9-9
9.8.2 Environmental Budgeting (EB) 9-9
9.8.3 Environmental Performance Monitoring Committee (EPMC) 9-10
9.8.4 Environmental Facility (EF) 9-10
9.8.5 Environmental Competency (EC) 9-10
9.8.6 Environmental Reporting and Communication (ERC) 9-11
9.8.6.1 Internal Reporting 9-11
9.8.6.2 Environmental Performance Monitoring Document 9-11
viii KUTS PHASE 1 - TOC

9.8.6.3 Performance Monitoring Report 9-11
9.8.7 Environmental Transparency (ET) 9-12
9.8.8 Environmental Mainstreaming Tools Compliance Report 9-12
SECTION 10 : CONCLUSION 10-1

10.2 POTENTIAL SIGNIFICANT IMPACTS & MITIGATION MEASURES 10-2
10.3 BENEFITS 10-4
10.4 CONCLUSION 10-5
LIST OF FIGURES
Figure 1-1 Overview of KUTS Samarahan Line (Line 1) and Serian Line (Line 2)
– Phase 1
Figure 5-1 Samarahan Line (Line 1) Segment 1A: Rembus Provisional Station to
Station SM 1
Figure 5-2 Samarahan Line (Line 1) Segment 1B: Station SM 1 to Station SM 6
Figure 5-3 Samarahan Line (Line 1) Segment 1C: Station SM 6 to Station IS 1
Figure 5-4 Samarahan Line (Line 1) Segment 1D: Station IS 1 to Station SM 14
Figure 5-5 Serian Line (Line 2) Segment 2A: Station SR 1 to Station SR 5
Figure 5-6 Serian Line (Line 2) Segment 2B: Station SR 5 to Station IS 1
Figure 5-7 Serian Line (Line 2) Segment 2C: Station IS 1 to Station SR 13
Figure 6.2-1 Topography along Samarahan Line (Line 1) and Serian Line (Line 2)
Figure 6.3-1 Geology along Samarahan Line (Line 1) and Serian Line (Line 2)
Figure 6.3-2 Dominant Soil along Samarahan Line (Line 1) and Serian Line (Line
2)
Figure 6.3-3 Soil Series along Samarahan Line (Line 1) and Serian Line (Line 2)
Figure 6.4-1 Climate Pattern at Kuching Airport Meteorological Station
(2010-2020)
Figure 6.4-2 Kuching Annual and Seasonal Windrose Profile (1968-2019)
Figure 6.5-1 Land Use within 500 m of Segment 1A: Rembus Provisional Station
to Station SM 1
Figure 6.5-2 Land Use within 500 m of Segment 1B: Station SM 1 to Station SM 6
Figure 6.5-3 Land Use within 500 m of Segment 1C: Station SM 6 to Station IS 1
Figure 6.5-4 Land Use within 500 m of Segment 1D: Station IS 1 to Station SM 14
Figure 6.5-5 Land Use within 500 m of Segment 2A: Station SR 1 to Station SR 5
Figure 6.5-6 Land Use within 500 m of Segment 2B: Station SR 5 to Station IS 1
Figure 6.5-7 Land Use within 500 m of Segment 2C: Station IS 1 to Station SR 13
KUTS PHASE 1 - TOC ix

Figure 6.5-8 Land Use setting within 3 km and 5 km of Samarahan Line (Line 1)
and Serian Line (Line 2)
Figure 6.5-9 On-going and Committed Developments along Samarahan Line
(Line 1) and Serian Line (Line 2)
Figure 6.6-1 River Catchments and River Crossings along Samarahan Line (Line
1) and Serian Line (Line 2)
Figure 6.7-1 Flood Events along Samarahan Line (Line 1)
Figure 6.7-2 Flood Events along Serian Line (Line 2)
Figure 6.8-1 Baseline Sampling Locations along Samarahan Line (Line 1) Segment
1A
1B
1C
1D
Figure 6.8-5 Baseline Sampling Locations along Serian Line (Line 2) Segment 2A
Figure 6.8-6 Baseline Sampling Locations along Serian Line (Line 2) Segment 2B
Figure 6.8-7 Baseline Sampling Locations along Serian Line (Line 2) Segment 2C
Figure 6.8-8 Water Supply Infrastructure along Samarahan Line (Line 1) and
Serian Line (Line 2)
Figure 6.11-1 Important Bird and Biodiversity Areas along Samarahan Line (Line
1) and Serian Line (Line 2)
Figure 7.1-1 EIA Matrix for the Pre-Construction Stage

Figure 7.1-2 EIA Matrix for the Construction Stage
Figure 7.1-3 EIA Matrix for the Operational Stage
Figure 7.4.1-1 Soil Erosion Risk at Rembus Depot
Figure 7.4.1-2 Soil Erosion Risk at Batu 12 Depot
Figure 8.3.1-1 Typical LD-P2M2 At-grade Works at Road Median (At-grade section
and station)
Figure 8.3.1-2 Typical LD-P2M2 at River Crossing (Sg. Kuap)
Figure 8.3.1-3 Typical LD-P2M2 At-grade Works (Underpass)
Figure 8.3.1-4 Typical LD-P2M2 At-grade Works at Roadside
Figure 8.3.1-5 Typical LD-P2M2 at Elevated Works (Viaduct)
Figure 8.3.1-6 Typical LD-P2M2 at Elevated Works (Station)
Figure 8.3.1-7 LD-P2M2 for Rembus Depot
Figure 8.3.1-8 LD-P2M2 for Batu 12 Depot
Figure 8.3.1-9 Details of Temporary Earth Drain, Silt Curtain, Silt Fence and Barrier
with Silt Fence and Sand Bag
Figure 8.3.1-10 Details of Silt Trap
Figure 8.3.1-11 Details of Silt Trap/Sediment Basin
x KUTS PHASE 1 - TOC

Figure 8.3.1-12 Details of Wash Trough
LIST OF TABLES
Table 1-1 : Lengths of Line 1 and Line 2 1-2

Table 1-2 : Project Location (Start and End) 1-2
Table 1-3 : Engagements 1-9
Table 1-4 : Agencies that Attended TORAC and Provided Comments 1-10
Table 2-1 : Written Comments from Agencies, Technical Departments and

Appointed Individuals 2-3
Table 2-2 : Minutes of TORAC Meeting from DOE HQ 2-16
Table 2-3 : Conditions Stated in DOE’s TOR Endorsement Letter 2-29
Table 3-1 : Total Motor Vehicles Registered 3-1

Table 3-2 : Transport Mode Split (Morning Peak Period) 3-3
Table 3-3 : Expected Travel Time to Hikmah Exchange from Major Areas 3-4
Table 3-4 : Forecasted Daily Ridership in 2024 3-5
Table 4-1 : Comparison of Modal Options 4-2

Table 4-2 : KUTS Project Chronology 4-4
Table 4-3 : Summary of Line 1 Alignment Options 4-12
Table 4-4 : Summary of Line 2 Alignment Options 4-16
Table 4-5 : Description of Simpang Tiga Options 4-17
Table 5-1 : Lengths of Line 1 and Line 2 5-1

Table 5-2 : Alignment Lengths According to Segments 5-3
Table 5-3 : Length of Segment 1A 5-3
Table 5-4 : Length of Segment 1B 5-5
Table 5-5 : Length of Segment 1C 5-7
Table 5-6 : Length of Segment 1D 5-8
Table 5-7 : Length of Segment 2A 5-10
Table 5-8 : Length of Segment 2B 5-11
Table 5-9 : Length of Segment 2C 5-13
Table 5-10 : ART Design Parameters 5-13
Table 5-11 : Station Names and Types 5-16
Table 5-12 : Proposed Depots 5-20
Table 5-13 : Principal Project Activities 5-26
Table 5-14: Operation Schedule 5-34
KUTS PHASE 1 - TOC xi

Table 5-15: Project Implementation Schedule 5-35
Table 6.2-1 : Topography and Elevation along Line 1 and Line 2 6-2
Table 6.3-1 : Geology along Line 1 and Line 2 6-4
Table 6.3-2 : Dominant Soil Group 6-5
Table 6.3-3 : Soil Series 6-5
Table 6.5-1 : Local Councils along Line 1 and Line 2 6-10
Table 6.5-2 : Land Use along Line 1 6-12
Table 6.5-3 : Land Use along Line 2 6-21
Table 6.5-4 : On-going and Committed Developments along Line 1 and Line 2 6-29
Table 6.6-1 : River Basin Traversed by Line 1 and Line 2 6-31
Table 6.6-2 : Sub Catchments along Line 1 and Line 2 6-32
Table 6.6-3 : River Crossings along Line 1 and 2 6-33
Table 6.7-1 : Recorded Flood Events along Line 1 6-35
Table 6.7-2 : Recorded Flood Events along Line 2 6-38
Table 6.8-1 : Water Quality Parameters and Analysis Methods 6-42
Table 6.8-2 : Summary of Water Quality of Rivers Reported in the EQR 2019 6-43
Table 6.8-3 : Location of Water Quality Sampling Stations along Line 1 and Line 2 6-44
Table 6.8-4 : Water Quality Sampling Results (Segment 1A) 6-49
Table 6.8-5 : Water Quality Sampling Results (Segment 1B) 6-54
Table 6.8-6 : Water Quality Sampling Results (Segment 1C) 6-59
Table 6.8-7 : Water Quality Sampling Results (Segment 1D) 6-66
Table 6.8-8 : Water Quality Sampling Results (Segment 2A) 6-71
Table 6.8-9 : Water Quality Sampling Results (Segment 2B) 6-78
Table 6.8-10 : Water Quality Sampling Results (Segment 2C) 6-83
Table 6.8-11 : Water Supply Infrastructure Upstream of Line 1 and Line 2 6-86
Table 6.8-12 : Location of Aquaculture Ponds 6-87
Table 6.9-1 : Air quality Parameters and Monitoring Methods 6-89
Table 6.9-2 : Locations of Ambient Air Quality Monitoring Points 6-90
Table 6.9-3 : Baseline Ambient Air Quality Results 6-91
Table 6.10-1 : Noise and Vibration Monitoring Locations 6-95
Table 6.10-2 : Noise Monitoring Results 6-97
Table 6.10-3 : Vibration Monitoring Results 6-99
Table 6.10-4 : Human Response Rating Curves 6-100
Table 6.11-1 : List of Common Landscape Trees along Line 1 and Line 2 6-102
Table 6.11-2 : Important Bird and Biodiversity Areas along Line 1 and Line 2 6-110
Table 6.12-1 : Key Socio-economic Parameters 6-112
Table 6.12-2 : Population and Area by Division and District 6-112
Table 6.12-3 : Population by Ethnic Group in Kuching and Samarahan District 6-113
Table 6.12-4 : Population Projections by Gender in Kuching and Samarahan District6-113
Table 6.12-5 : Zone of Influence 6-114
Table 6.12-6 : Breakdown of Sample Size According to Survey Cluster 6-115
Table 6.12-7 : Stakeholder Engagements 6-119
xii KUTS PHASE 1 - TOC

Table 6.13-1 : Roads Adjacent to ART Stations along Line 1 and Line 2 6-121
Table 6.13-2 : Existing Traffic Conditions 6-132
Table 6.15-1 : Value Grading 6-139
Table 6.15-2 : Heritage Assets Within 200 m from Line 1 and Line 2 6-143
Table 7.4.1-1 : Soil Erosion and Sedimentation Assessment Results for Line 1 7-11
Table 7.4.1-2 : Soil Erosion and Sedimentation Assessment Results for Line 2 7-14
Table 7.4.2-1 : Potential Water Pollution Areas 7-17
Table 7.4.2-2 : Predicted TSS Level at Batang Samarahan 7-19
Table 7.4.2-3 : Predicted TSS Level at Drain - Sg. Tuang 7-20
Table 7.4.2-4 : Predicted TSS Level at Drain - Sg. Bayor 7-21
Table 7.4.2-5 : Predicted TSS Level at Sg. Kuap 7-22
Table 7.4.2-6 : Predicted TSS Levels at Sg. Tabuan 7-24
Table 7.4.2-7 : Predicted TSS Level at Sg. Sarawak 7-25
Table 7.4.2-8 : Predicted TSS Level at Sg. Sibireh 7-26
Table 7.4.2-9 : Predicted TSS Level at Sg. Semenggo 7-27
Table 7.4.2-10 : Predicted TSS Level in Sg. Sarawak 7-28
Table 7.4.2-11 : Summary of Modelled River water Quality During Construction 7-30
Table 7.4.2-12 : Potential Sources of Water Pollution, Receptors and Impacts 7-37
Table 7.4.3-1 : Criteria and Scoring for Flood Risk Assessment Matrix 7-41
Table 7.4.3-2 : List of Potential Receptors and its Respective Flood Risk for Line 1 7-43
Table 7.4.3-3 : List of Potential Receptors and its Respective Flood Risk for Line 2 7-46
Table 7.4.4-1 : Maximum Permissible Sound Level of Construction, Maintenance
and Demolition Works By Receiving Land Use 7-49
Table 7.4.4-2 : Typical Sound Power Levels for Typical Construction Equipment 7-49
Table 7.4.4-3 : Recommended Limits for Human Response and Annoyance from
Short Term Vibrations 7-73
Table 7.4.4-4 : Limit for Damage Risk in Buildings from Short Term Vibration 7-74
Table 7.4.4-5 : Predicted Ground Vibration Levels from Piling versus Distances 7-77
Table 7.4.4-6 : Potential Areas of Concern during Construction along Line 1 and
Line 2 7-78
Table 7.4.5-1 : Assessment Methodology 7-80
Table 7.4.5-2 : Summary of Air Sensitive Receptors Screening (Step 1) 7-81
Table 7.4.5-3 : Summary of the Potential Dust Emission Magnitude (Step 2) 7-83
Table 7.4.5-4 : Sensitivity of the Area to Human Health Impacts 7-84
Table 7.4.5-5 : 24-Hour PM10 Concentrations Range 7-85
Table 7.4.5-6 : Summary of the Monthly Average PM10 Concentrations from 2010 to
2019 7-85
Table 7.4.5-8 : Risk of Fugitive Dust Impacts Matrix 7-85
Table 7.4.5-7 : Summary of the Sensitivity of the Areas to Human Health Impacts
(Step 3) 7-86
Table 7.4.5-9 : Risk of Fugitive Dust Impacts during Earthworks (Step 4) 7-88
Table 7.4.6-1 : Potential Waste Composition 7-91
Table 7.4.6-2 : Waste Generation Rates 7-92
Table 7.4.6-3 : Waste Generation from Construction Works 7-93
Table 7.4.6-4 : Waste Generation from Site Clearing 7-93
KUTS PHASE 1 - TOC xiii

Table 7.4.6-5 : Waste Generation from Maintenance Activity 7-94
Table 7.4.9-1 : Traffic Impacts for Segment 1A 7-103
Table 7.4.9-2 : Traffic Impacts for Segment 1B 7-104
Table 7.4.9-3 : Traffic Impact for Segment 1C 7-105
Table 7.4.9-4 : Traffic Impact for Segment 1D 7-106
Table 7.4.9-5 : Traffic Impact for Segment 2A 7-107
Table 7.4.9-6 : Traffic Impact for Segment 2B 7-108
Table 7.4.9-7 : Traffic Impacts for Segment 2C 7-109
Table 7.4.9-8 : Road Performance During Construction Stage 7-111
Table 7.4.10-1 : Hazard Identification 7-118
Table 7.4.10-2 : Likelihood and Severity Categories 7-123
Table 7.4.10-3 : Likelihood and Severity Score of Potential Hazard 7-124
Table 7.4.10-4 : Risk Matrix 7-125
Table 7.4.10-5 : List of Receptors Along Line 1 7-126
Table 7.4.10-6 : List of Receptors Along Line 2 7-126
Table 7.4.11-1 : Scale and Severity of Change 7-128
Table 7.4.11-2 : Summary of Value Grading and Impact Assessment 7-132
Table 7.5.1-1 : Small Sewerage Treatment Design Capacity 7-134
Table 7.5.1-2 : Estimated PE for Sewage at Stations and Depots 7-135
Table 7.5.1-3 : Wastewater Treatment System Design Capacity 7-136
Table 7.5.1-4 : Minimum Flow Criteria During Summer Months 7-137
Table 7.5.1-5 : Mixing Model Inputs 7-139
Table 7.5.1-6 : Predicted BOD, TSS and NH3-N Levels in Batang Samarahan from
Sewage Effluent Discharge 7-140
Table 7.5.1-7 : Predicted BOD, COD and TSS Levels in Batang Samarahan from
Wastewater Effluent Discharge for Option A 7-141
Wastewater Effluent Discharge for Option B 7-142
Table 7.5.1-9 : Predicted BOD, NH3-N and TSS Level in Sg. Tabuan 7-143
Table 7.5.1-10 : Predicted BOD, NH3-N and TSS Level in Sg. Sarawak 7-145
Table 7.5.1-11 : Predicted BOD, NH3-N and TSS Level in Sg. Sibireh 7-146
Table 7.5.1-12 : Predicted BOD, COD and TSS Level in Sg. Sibireh from Wastewater
Effluent Discharge for Option A 7-147
Effluent Discharge for Option B 7-149
Table 7.5.1-13 : Summary of Modelled River Water Quality During Operation 7-151
Table 7.5.2-1: Criteria and Scoring for Flood Risk Assessment 7-161
Table 7.5.2-2 : List of Potential Receptors and its Respective Flood Risk
along Line 1 7-162
Table 7.5.2-3 : List of Potential Receptors and its Respective Flood Risk
along Line 2 7-165
Table 7.5.3-1 : Summary of IMBRT ART and EV Bus Noise Emission Levels
Measured Locally 7-170
Table 7.5.3-2 : Fifth Schedule (DOE Guidelines) - Limiting Noise Level from
xiv KUTS PHASE 1 - TOC

Railways Including Transit Trains (for new development and re-
alignments) 7-174
Table 7.5.3-3 : Second Schedule (DOE Guidelines) – Recommended Permissible
Sound Level (LAeq) by Receiving Land Use for Existing Built Up
Areas 7-175
Table 7.5.3-4 : Third Schedule (DOE Guidelines) – Recommended Permissibe Sound
Level to be maintained at the Existing Noise Climate 7-175
Table 7.5.3-5 : Annoyance to Noise 7-175
Table 7.5.3-6 : Summary and Assessment of Predicted ART Noise (Lmax and LAeq)
under Existing Road Traffic Conditions for Line 1 7-194
under Existing Road Traffic Conditions for Line 2 7-195
with Road Traffic Reduction (15%) Conditions for Line 1 7-196
with Road Traffic Reduction (15%) Conditions for Line 2 7-197
with Existing Road Traffic Reduction (30%) Conditions for Line 1 7-198
with Existing Road Traffic Reduction (30%) Conditions for Line 2 7-199
Transient Vibrations 7-203
Table 7.5.3-13 : Summary of Traffic (Tyres) Induced Vibration Levels 7-206
Table 7.5.3-14 : Areas of Concern during Operation 7-207
Table 7.5.5-1 : KUTS Ridership Forecast 7-209
Table 7.5.5-2 : ART Hydrogen Consumption 7-209
Table 7.5.5-3 : Summary of Net CO2e Emission Avoided (Scenario 1) 7-210
Table 7.5.5-4 : Summary of Net CO2e Emission Avoided (Scenario 2) 7-210
Table 7.5.6-1 : Waste Composition 7-211
Table 7.5.6-2 : Waste Generation Rate 7-212
Table 7.5.6-3 : Domestic Waste Generation 7-212
Table 7.5.9-1 : Traffic Issues at Stations 7-220
Table 7.5.10-1 : Incidents at Hydrogen Refuelling Stations in Japan (2005 – 2014) 7-223
Table 7.5.10-2 : Hazard Identification 7-224
Table 7.5.10-3 : Total Hydrogen Estimated at Both Depots 7-228
Table 7.5.10-4 : Generic Failure Frequency Data 7-228
Table 7.5.10-5 : Ignition Probabilities for Hydrogen 7-228
Table 7.5.10-6 : Event Frequency Scenario for Storage Area at Depot 7-229
Table 7.5.10-7 : Results of Consequence Modelling for Flash Fire and Explosion at
Both Depots 7-231
Table 7.5.10-8 : Results of Consequence Modelling for Jet Fire at Both Depots 7-232
Table 7.5.10-9 : Summary of Individual Risk Results at Both Depots 7-233
Table 7.7-1 : List of Potential Environmental Services that are Candidates for
Evaluation 7-238
Table 7.7-2 : Annual GHG Emission Reduction (tCO2e) 7-241
KUTS PHASE 1 - TOC xv

Table 7.7-3 : Annual Increase in GHG Emission 7-242
Table 7.7-4 : Estimated Environmental Cost of Mangrove Removal (2021 price) 7-246
Table 7.7-5 : Estimates of Discounted Environmental Costs/Benefits (8% Discount
Rate) 7-247
Rate) 7-248
Rate) 7-249
Table 8.3.1-1 : Summary of LD-P2M2 Components to be Implemented on Site 8-6

Table 8.3.3-1 : Flood Preventive Measures 8-21
Table 8.3.3-2 : Summary of Flood Mitigation Measures 8-26
Table 8.3.11-1 : Recommended Mitigation Measures 8-58
Table 8.4.1-1 : Design Capacity of SSTS and Receiving Waterways 8-60
Table 8.4.1-2 : Typical Design of Grease Interceptor 8-61
Table 8.4.1-3 : Design of Grease Interceptor 8-62
Table 8.4.3-1 : Potential Locations that may require an Increase in Parapet Wall
Height 8-69
Table 8.4.8-1 : Traffic Issues and Mitigation Measures at Stations 8-77
Table 9-1 : Roles and Responsibilities 9-2

Table 9-2 : Reports to be Submitted to DOE Sarawak 9-5
Table 9-3 : Proposed Monitoring Programme during Construction Stage 9-14
LIST OF PLATES
Plate 3-1 : Existing Traffic Condition in Kuching 3-2

Plate 3-2 : Transit Oriented Development 3-6
Plate 3-3 : Features of KUTS ART 3-7
Plate 4-1 : Rembus-Kota Samarahan Options 4-6

Plate 4-2 : Alignment Options at Sama Jaya 4-7
Plate 4-3 : Jalan Simpang Tiga-Hikmah Exchange Options 4-9
Plate 4-4 : Option 1 along Jalan Tabuan 4-9
Plate 4-5 : Option 1 For Hikmah Exchange 4-10
Plate 4-6 : Option 2 For Hikmah Exchange 4-10
Plate 4-7 : Heritage Assets 4-11
Plate 4-8 : Kuching Sentral-Kuching International Airport Options 4-13
Plate 4-9 : Option 1 Alignment between Pan Borneo & Transmission Line 4-14
Plate 4-10 : Pending-Itshmus Options 4-15
xvi KUTS PHASE 1 - TOC

Plate 5-1 : Segment 1A (Rembus) 5-4
Plate 5-2 : Segment 1A (Universiti) 5-4
Plate 5-3 : Segment 1B 5-5
Plate 5-4 : Segment 1C(i) 5-6
Plate 5-5 : Segment 1C (ii) 5-7
Plate 5-6 : Segment 1D 5-8
Plate 5-7 : Segment 2A (Batu 12) 5-9
Plate 5-8 : Segment 2A (Kota Padawan) 5-9
Plate 5-9 : Segment 2B (i) 5-11
Plate 5-10 : Segment 2B (ii) 5-11
Plate 5-11 : Segment 2C 5-12
Plate 5-12 : Example of Pick-Up and Drop-Off Areas 5-18
Plate 5-13 : Rembus Depot 5-21
Plate 5-14 : Batu 12 Depot 5-21
Plate 5-15 : Example of Line Markings on Dedicated Lane 5-23
Plate 5-16 : Roof Mounted Hydrogen Fuel Cell (left) and Hydrogen Tanks (Right) 5-26
Plate 5-17 : Rembus Depot and Rembus (Provisional) Station 5-27
Plate 5-18 : Batu 12 Depot 5-27
Plate 5-19 : Parking Spaces of Commercial Lot along Jalan Tun Jugah 5-28
Plate 5-20 : Existing Batching Plants Locations 5-29
Plate 5-21 : Example of Beam Launching using Mobile Crane 5-32
Plate 5-22 : Example of an ART Station Once Constructed 5-34
Plate 6.7-1 : Flood at Kg. Tabuan Dayak (December 2017) 6-40

Plate 6.7-2 : Flood at Sarawak General Hospital (February 2016) 6-40
Plate 6.7-3 : Flood at Kg. Tabuan Dayak (February 2021) 6-41
Plate 6.7-4 : Flood at Taman Samarindah (February 2021) 6-41
Plate 6.8-1 : Matang Water Treatment Plant 6-85
Plate 6.8-2 : Batu Kitang Water Treatment Plant 6-86
Plate 6.8-3 : Aquaculture Facilities along Line 2 6-87
Plate 6.8-4 : Tube Well Locations in Relation to KUTS ART Phase 1 6-88
Plate 6.11-1 : Vegetation at Rembus Depot and Rembus (Provisional) Station 6-104
Plate 6.11-2 : Vegetation at Batu 12 Depot 6-104
Plate 6.11-3 : Riparian Mangrove along Sg. Kuap 6-105
Plate 6.11-4 : Sama Jaya Nature Reserve 6-108
Plate 6.11-5 : Semenggoh Nature Reserve 6-109
Plate 6.12-1 : Household Perception Survey 6-115
Plate 6.12-2 : Focus Group Discussions and Interviews 6-120
Plate 6.14-1 : Trunk Sewer and Secondary Sewer 6-136
Plate 6.14-2 : Kuching Integrated Waste Management Park 6-137
Plate 6.15-1 : Inscription Plate on Kapok Tree at Padang Merdeka 6-139
Plate 6.15-2 : Heritage Assets within 200 m from Line 1 (a) 6-140
Plate 6.15-2 : Heritage Assets within 200 m from Line 1 (b) 6-141
KUTS PHASE 1 - TOC xvii

Plate 6.15-2 : Heritage Assets within 200 m from Line 1 (c) 6-142
Plate 7.3.1-1 : Rembus Depot and Rembus (Provisional) Station 7-4

Plate 7.3.1-2 : Batu 12 Depot 7-5
Plate 7.3.1-3 : Parking Spaces of Commercial Lot along Jalan Tun Jugah 7-5
Plate 7.4.4-1 : Aerial View of Line 1 along Jalan Canna 7-50
Plate 7.4.4-2 : Aerial View of Line 1 along Jalan Datuk Mohammad Musa 7-55
Plate 7.4.4-3 : Aerial View of Line 1 along Jalan Datuk Mohammad Musa 7-57
Plate 7.4.4-4 : Aerial View of Line 2 along Jalan Lapangan Terbang 7-60
Plate 7.4.4-5 : Aerial View of Station SR 9 7-63
Plate 7.4.4-6 : Aerial View of At-grade Station SM 2 along Jalan Datuk Mohammad
Musa 7-66
Plate 7.4.4-7 : Aerial View of Batu 12 Depot 7-69
Plate 7.4.5-1 : Underpass Locations along Line 1 7-80
Plate 7.4.7-1 : Rembus Depot 7-96
Plate 7.4.7-2 : Line 1 Crossing Sg. Kuap 7-97
Plate 7.4.7-3 : Mangrove affected along Sg. Kuap 7-97
Plate 7.4.7-4 : Batu 12 Depot 7-98
Plate 7.4.8-1 : Overhead Pedestrian Crossing used by School Students 7-99
Plate 7.4.11-1 : Darul Kurnia Mansion 7-130
Plate 7.4.11-2 : Brooke Dockyard 7-131
Plate 7.5.2-1 : Sg. Kuap Road Bridge 7-160
Plate 7.5.3-1 : Measurement of ART Noise at Iskandar Malaysia (IMBRT Pilot
Testing) 7-168
Plate 7.5.3-2 : Photograph of Electric Vehicle Bus Test Measurements in Putrajaya 7-169
Plate 7.5.3-3 : Iskandar Malaysia Bus Rapid Transit Pilot Testing (ART) 7-171
Plate 7.5.3-4 : Yibin ART System, Sichuan China 7-171
Plate 7.5.3-5 : At-grade and Underpass Alignment along Jalan Datuk Mohammad
Musa 7-176
Plate 7.5.3-6 : Elevated ART Line along Jalan Canna 7-178
Plate 7.5.3-7 : Elevated ART Line along Jalan Wan Alwi 7-179
Plate 7.5.3-8 : Elevated ART Line along Jalan Kuching-Serian 7-181
Plate 7.5.3-9 : Station SM 14 Fronting Masjid Bandaraya Kuching 7-201
Plate 7.5.3-10 : Road Traffic Induced Vibrations due to Potholes and Manholes 7-204
Plate 7.5.3-11 : Road Traffic Induced Vibrations due to Expansion Joints with Large
Vertical Discontinuity at Segmented Viaducts 7-204
Plate 7.5.3-12 : Speed Hump and Rumble Strips 7-205
Plate 7.7-1 : Mangrove Affected along Sg. Kuap 7-243
xviii KUTS PHASE 1 - TOC

Plate 8.3.1-1 : LD-P2M2 Component Examples 8-9
Plate 8.3.2-1 : Example of CWWTS 8-15
Plate 8.3.2-2 : Example of Portable Toilet 8-16
Plate 8.3.2-3 : Example of Petroleum Storage Area 8-17
Plate 8.3.2-4 : Example of Drip Tray 8-19
Plate 8.3.4-1: Example of temporary acoustic barrier (photo taken at KVMRT
elevated viaduct piers construction site) 8-30
construction site) 8-31
elevated viaduct piers construction site) 8-31
Plate 8.3.4-4: Example of high (6m height) perimeter hoarding, (photo taken at
KVMRT Station construction site) 8-32
Plate 8.3.4-5: Partial movable light weight enclosure for movable equipment 8-33
Plate 8.3.4-6: Movable light weight barriers for movable equipment and working
site 8-33
Plate 8.3.4-7: Partial closure for sheet piling 8-34
Plate 8.3.4-8: Partial movable light weight enclosure for piling machine and
movable equipment 8-34
Plate 8.3.5-1 : Hoarding Erected around Construction Area 8-35
Plate 8.3.5-2 : Water Bowser Spraying Construction Site 8-35
Plate 8.3.5-3 : Wheel washing facility 8-36
Plate 8.3.5-4 : Vehicle load covered with tarpaulin 8-36
Plate 8.3.10-1 : Hoarding and Signboards at Construction Site 8-53
Plate 8.3.10-2 : Set-up of Traffic Control 8-53
Plate 8.4.2-1 : Example of Permeable Surface 8-67
Plate 8.4.2-2 : Example of Vegetated Surface below Viaduct 8-68
Plate 8.4.3-1: Masonry Noise Barriers installed At-grade 8-70
Plate 8.4.3-2: Transparent Noise Barriers installed on Viaducts 8-70
LIST OF CHARTS
Chart 1-1 : Thrusts of 11MP 1-6

Chart 1-2 : Thrusts of National Transport Policy 2035 1-7
Chart 1-3 : Sarawak Socio-Economic Plan Initiatives 1-8
Chart 1-4 : Example of Intelligent Transport System 1-9
Chart 4-1 : Six Options Proposed during KUTS Feasibility Study 4-5
KUTS PHASE 1 - TOC xix

Chart 5-1 : Typical Cross Section for At-grade Section 5-14
Chart 5-2 : Typical Cross Section for Underpass Section 5-14
Chart 5-3 : Typical Cross Section for Elevated Section (a) 5-15
Chart 5-4 : Typical Cross Section for Elevated Section (b) 5-15
Chart 5-5 : Features of KUTS ART 5-23
Chart 5-6 : Hydrogen Fuel Cell Principle 5-24
Chart 5-7 : Transport and Use of Hydrogen 5-25
Chart 5-8 : At-Grade Lane Layers 5-31
Chart 5-9 : Construction Method for Underpass 5-33
Chart 5-10 : Project Implementation Schedule 5-35
Chart 6.7-1 : Number of Flood Events in Sarawak (2010-2019) 6-34

Chart 6.12-1 : Gender Distribution of Survey Respondents 6-116
Chart 6.12-2 : Ethnic Composition of Survey Respondents 6-117
Chart 6.12-3 : Age Structure of Survey Respondents 6-117
Chart 6.12-4 : Household Income Range of Survey Respondents 6-118
Chart 7.4.2-1 : Mixing Model Schematic for TSS Discharge 7-18

Chart 7.4.4-1 : 3-D Noise Model for Piling of Viaduct Piers along Jalan Canna
(Without Mitigation) 7-51
Chart 7.4.4-2 : Noise Propagation from Piling of Viaduct Piers along Jalan Canna
Chart 7.4.4-3 : Noise Contours Lmax for Piling of Viaduct Piers along Jalan Canna
With 4m Hoarding 7-53
With 4m Hoarding and Piling Shroud 7-54
With 4m Hoarding and Piling Shroud 7-54
Chart 7.4.4-8 : 3-D Noise Model from At-grade Construction Works along Jalan
Datuk Mohammad Musa (Without Mitigation) 7-55
Chart 7.4.4-9 : Noise Propagation from At-grade Construction Works along Jalan
Chart 7.4.4-10 : Noise Contours Lmax from At-grade Construction Works along
Jalan Datuk Mohammad Musa (Without Mitigation) 7-56
Chart 7.4.4-11 : Noise Propagation from Underpass Construction Works along Jalan
Datuk Mohammad Musa (With 4m Hoarding) 7-58
xx KUTS PHASE 1 - TOC

Datuk Mohammad Musa (Without Mitigation) Semi-excavated
Underpass Stage 7-58
Chart 7.4.4-14 : Noise Propagation from Underpass Construction works along Jalan
Datuk Mohammad Musa (With 4m Hoarding) Semi-excavated
Chart 7.4.4-15 : Noise Contours Lmax for Underpass Construction Works along
Jalan Datuk Mohammad Musa (Without Mitigation) Semi-
excavated Underpass Stage 7-59
Chart 7.4.4-16 : Noise Contours Lmax for Underpass Construction Works along
Jalan Datuk Mohammad Musa (With Mitigation) Semi-excavated
Chart 7.4.4-17: 3-D Noise Model for Piling at Elevated Station
Chart 7.4.4-18: Noise Propagation for Piling at Elevated Station
Chart 7.4.4-19: Noise Contours Lmax for Piling at Elevated Station
Chart 7.4.4-20 : Noise Propagation for Piling at Elevated Station
Chart 7.4.4-21 : Noise Contours Lmax for Piling at Elevated Station
Chart 7.4.4-22 : Noise Propagation from Piling Works at Station SR 9
Chart 7.4.4-23 : Noise Propagation from Piling Works at Station SR 9 With
Perimeter Hoarding (4m height) 7-64
Chart 7.4.4-24 : Noise Contours Lmax from Piling Works at Station SR 9 (Without
Mitigation) 7-65
Chart 7.4.4-25 : Noise Contours Lmax from Piling Works at Station SR 9 With
Hoarding (4m) 7-65
Chart 7.4.4-26: Noise Propagation from Piling Without Mitigation at Station SM 2
along Jalan Datuk Mohammad Musa 7-67
Chart 7.4.4-27 : Noise Propagation from Piling with Mitigation (Movable Piling
Shroud) at Station SM 2 along Jalan Datuk Mohammad Musa 7-67
Chart 7.4.4-28 : Noise Contours Lmax from Piling Without Mitigation at Station SM
2 along Jalan Datuk Mohammad Musa 7-68
Chart 7.4.4-29 : Noise Contours Lmax from Piling With Mitigation (Movable Piling
Shroud) at Station SM 2 along Jalan Datuk Mohammad Musa 7-68
Chart 7.4.4-30 : 3-D Noise Model for Construction Activities at Batu 12 Depot
Chart 7.4.4-31: Noise Propagation from Construction Activities at Batu 12 Depot
Chart 7.4.4-32: Noise Contours Lmax from for Construction Activities at Batu 12
Chart 7.4.4-33 : 3-D Noise Model for Construction Activities at Batu 7-70
12 Depot with Perimeter Hoarding (4m) 7-71
KUTS PHASE 1 - TOC xxi

Chart 7.4.4-34 : Noise Propagation from Construction Activities at Batu 12 Depot
with Perimeter Hoarding (4m) 7-71
Chart 7.4.4-35 : Noise Contours Lmax from Construction Activities at Batu 12 Depot
with Perimeter Hoarding (4m) 7-72
Chart 7.4.4-36 : Foundation Vibration Velocity Limiting Values For Vectoral Sum of
Vibration Levels in Three Orthogonal Axes 7-74
Chart 7.4.4-37 : Typical Vibration from Bored Piling in Malaysian Construction
Works (Penang Bridge Widening Works) 7-75
Chart 7.4.4-38 : Measured Vibration from Bored Piling in KVMRT Project 7-76
Chart 7.4.9-1 : Maximum Hourly Capacity, C 7-102
Chart 7.4.10-1 : Flowchart of HIRARC Process 7-117
Chart 7.5.1-1 : Discharge of Treated SSTS Sewage and WWTS Wastewater into
Receiving Waterway 7-138
Chart 7.5.3-1 : Sub-sources of Road Vehicle Traffic Noise 7-168
Chart 7.5.3-2 : Typical Sound Frequency Spectrum of EV Bus Noise Emissions 7-170
Chart 7.5.3-3 : 3-D Model and Noise Propagation (Lmax) from ART Operations At-
grade and Underpass along Jalan Datuk Mohammad Musa 7-177
Chart 7.5.3-4 : Noise Contours (Lmax) from ART Operations At-grade and
Underpass along Jalan Datuk Mohammad Musa 7-177
Chart 7.5.3-5 : 3-D Model and Noise Propagation (Lmax) from ART operations on
Elevated Viaducts along Jalan Canna 7-178
Chart 7.5.3-6 : Noise Contours (Lmax) from ART Operations on Elevated Viaducts
along Jalan Canna 7-179
Chart 7.5.3-7 : 3-D Model and Noise Propagation (Lmax) from ART Operations on
Elevated Viaducts along Jalan Wan Alwi 7-180
along Jalan Wan Alwi 7-180
Chart 7.5.3-9 : 3-D Model and Noise Propagation (Lmax) from ART Operations on
Elevated Viaducts along Jalan Kuching-Serian 7-181
along Jalan Kuching-Serian 7-182
Chart 7.5.3-11 : Noise Propagation (Lmax) from ART Operations on Elevated
Viaducts with Standard Parapet Height (0.5 m) at Jalan Canna 7-183
Chart 7.5.3-12 : Noise Propagation (Lmax) From ART Operations on Elevated
Viaducts with Increased Parapet Height (1.5 m) at Jalan Canna 7-183
Viaducts With Standard Parapet Height (0.5 m) at Jalan Wan Alwi 7-184
Viaducts With Increased Parapet Height (1.5m) at Jalan Wan Alwi 7-184
Chart 7.5.3-15 : Noise Propagation (Lmax) in Open Environment from ART
Operations At-grade Without Road Traffic Noise (ART Noise Only)7-187
Operations At-grade Combined with Road Traffic (Steady State
Noise at 60 dBA) 7-188
xxii KUTS PHASE 1 - TOC

Operations At-grade Combined with Road Traffic (Steady State
Operations on Elevated Viaduct without Road Traffic Noise (ART
Noise Only) 7-190
Operations on Elevated Viaduct with Road Traffic (Steady State
Chart 7.5.3-20: Noise Propagation (Lmax) in Open Environment from ART
Operations on Elevated Viaduct with Road Traffic (Steady State
Chart 7.5.3-21 : Noise Contours of Road Traffic Noise at Station SM 14 under
Existing Conditions 7-201
Chart 7.5.3-22 : Noise Contours of Road Traffic Noise at Station SM 14 with
Increased Road Traffic Conditions 7-202
Chart 7.5.8-1 : Level of Support for the Project 7-214
Chart 7.5.8-2: Willingness to Use the ART 7-215
Chart 7.5.10-1 : Volumetric Density of Compressed Hydrogen Gas as a Function of
Gas Pressure 7-227
Chart 7.5.10-2 : Event Tree Analysis 7-229
Chart 8.3.3-1 : Flood Protection Plan 8-20

Chart 8.3.3-2 : Flood Contingency Plan 8-24
Chart 8.3.8-1 : Process of Grievance Management Mechanism 8-42
Chart 8.3.10-1 : Excavated Material and Loads Near Excavations 8-54
Chart 8.4.1-1 : Schematic Diagram of Small Sewage Treatment System 8-61
Chart 8.4.1-2 : Grease Interceptor 8-62
Chart 8.4.1-3 : General Circuit for Treatment of Wastewater 8-64
Chart 8.4.1-4 : Oil and Grease Separator 8-65
Chart 9-1: Environmental Management Structure 9-3

Chart 9-2 : Performance Monitoring Report Template 9-13
Chart 9-3 : Performance Monitoring – Environmental Control Measures Template 9-16
Chart 9-4: Environmental Mainstreaming Tools Compliance Report Template 9-17
KUTS PHASE 1 - TOC xxiii

LIST OF ABBREVIATION
11MP Eleventh Malaysia Plan

ART Automated Rapid Transit
ASR Air Sensitive Receptors
BRT Bus Rapid Transit
CBD Central Business District
COA Conditions of Approval
CPESC Certified Professional in Erosion and Sediment Control
DBKU Dewan Bandaraya Kuching Utara
DID Department of Irrigation and Drainage
DOE Department of Environment
DOSH Department of Occupational Safety and Health
EIA Environmental Impact Assessment
EMC Environmental Management Committee
EMP Environmental Management Plan
EMSP-ERE-CGB EMS Progress Sdn Bhd - ERE Consulting Group Sdn Bhd –
CGB Consultants Sdn Bhd
EO Environmental Officer
EPMC Environmental Performance Monitoring Committee
EPMD Environmental Performance Monitoring Document
EQR Environmental Quality Report
ERCMC Environmental Regulatory Compliance Monitoring
Committee
ERP Emergency Response Plan
ESI Environmental Scoping Information
FGD Focus Group Discussions
GDP Gross Domestic Product
GHG Greenhouse Gas
GSR Guided Self-Regulation
HIA Heritage Impact Assessment
HIRARC Hazard Identification, Risk Assessment and Risk Control
HQ Headquarters
IAQM Institute of Air Quality Management
IBA Important Bird and Biodiversity Areas
ICOMOS International Council on Monuments and Sites
INTAN Institut Tadbiran Awam Negara
IS Interchange Station
ISWMS Integrated Solid Waste Management System
Kg. Kampung
KIWMP Kuching Integrated Waste Management Park
KUTS Kuching Urban Transportation System
LD-P2M2 Land Disturbing Pollution Prevention and Mitigating
Measures
LOS Level of Service
xxiv KUTS PHASE 1 - TOC

LRT Light Rail Transit
m asl Metres Above Sea Level
MAAQS Malaysian Ambient Air Quality Standard
MBKS Majlis Bandaraya Kuching Selatan
MOTS Ministry of Transport Sarawak
MPKS Majlis Perbandaran Kota Samarahan
MPP Majlis Perbandaran Padawan
MUSLE Modified Universal Soil Loss Equation
NRA National Road Authority
NREB Natural Resources and Environment Board
NTP National Transport Policy
NWQS National Water Quality Standards
OCS Overhead Catenary System
P2M2 Pollution Prevention and Mitigating Measures
PE Population Equivalent
PMC Project Management Consultants
PMR Performance Monitoring Report
PPHPD Passenger Per Hour Per Direction
ROW Right of Way
SALCRA Sarawak Land Consolidation and Rehabilitation Authority
SAMM Skim Akreditasi Makmal Malaysia
SEB Sarawak Energy Berhad
SEDC Sarawak Economic Development Corporation
Sg. Sungai
SIA Social Impact Assessment
SM Samarahan Line (Line 1)
SMSB Sarawak Metro Sdn. Bhd.
SR Serian Line (Line 2)
SSDS Sewerage Services Department Sarawak
SSTS Small Sewage Treatment System
TIA Traffic Impact Assessment
TM Telekom Malaysia
TMP Traffic Management Plan
TOD Transit Oriented Development
TOR Terms of Reference
TORAC TOR Adequacy Check
USLE Universal Soil Loss Equation
WQI Water Quality Index
WTP Water Treatment Plant
WWTS Wastewater Treatment System
ZOI Zone of Influence
KUTS PHASE 1 - TOC xxv

This page has been intentionally left blank.
xxvi KUTS PHASE 1 - TOC

ES EXECUTIVE SUMMARY
KUCHING URBAN TRANSPORTATION SYSTEM
PHASE 1 – SAMARAHAN LINE AND SERIAN LINE
SECOND SCHEDULE ENVIRONMENTAL IMPACT ASSESSMENT
EXECUTIVE SUMMARY
EXECUTIVE SUMMARY
The Kuching Urban Transportation System (KUTS) will help transform Kuching into a dynamic &
competitive city while alleviating traffic congestion. At the heart of KUTS is the Automated Rapid Transit
(ART), a hybrid of a train, bus & a tram which will serve as the backbone of the public transport system in
Kuching. KUTS ART Phase 1 will involve the construction & operation of two transit lines :
i. Samarahan Line (Line 1) – Rembus to Hikmah Exchange (28.5 km)
ii. Serian Line (Line 2) – Batu 12 to The Isthmus (24.5 km)
PROJECT PROPONENT EIA CONSULTANT

EMS Progress Sdn Bhd–
Sarawak Metro Sdn Bhd
ERE Consulting Group Sdn Bhd–
Tel: 082-524 222
Fax: 082-524 224 CGB Consultants Sdn Bhd
E-mail: info@mysarawakmetro.com Tel: 03-8024 2287
Fax: 03-8024 2320
E-mail: admin@ere.com.my OCTOBER 2021
1
Project Description
PROJECT DESCRIPTION
Line 1 : 28.5 km (67 % Elevated)

6.00 am – 12.00 am
Line 2 : 24.5 km (96 % Elevated)
Line Length Operating Hours
Line 1 (SM) : 13 + 1 (provisional) Average : 35 km/h

Line 2 (SR) : 13 Maximum : 70 km/h
Stations Interchange : 1 Operating Speed
Line 1 : Approx. 38 mins

Line 1 : Rembus
Line 2 : Approx. 40 mins
Line 2 : Batu 12
Depot Journey Time
Need For Project
Relieve Traffic Stimulate

Congestion Economy Safe, Reliable &
Convenient
Serve as backbone transport alternative
Promote Transit
of public transport
Oriented
system (low usage of
public transport : < 4%)
Development
ART System Advantages
Hybrid of train, bus & Trackless on Eco-Friendly : H2 is non toxic &

tram dedicated lanes low carbon emission
Electric vehicle powered Runs on rubber tyres Reduced construction cost : No need
by Hydrogen (H2) fuel cells tracks & electrification system
Intelligent Passenger capacity: Less noise : ART vehicles run on rubber

guidance system 300 pax (3-car) tyres on road pavement
2
PRINCIPAL
PROJECT PROJECT ACTIVITIES
DESCRIPTION
Pre –
Construction Operation
Construction
Project design & Site clearing & earthworks

preparation Operation of ART
Setting up of temporary
facilities
Operation of stations
Land acquisition
Construction of alignment,
stations and depots
Site survey, soil Operation & maintenance

investigation & System installation, testing & activities at depots
utilities relocation commissioning
PROJECT TIMELINE
Q1 2020 – Q4 2023
Preliminaries & general for Line 1 & Line 2
Q1 2021 – Q1 2024
7 years
Design & engineering studies for Line 1 & Line 2 2020 – 2027
Q2 2022 – Q4 2025
Material & equipment procurement for Line 1 & Line 2
Q3 2022 – Q1 2027
Construction & installation for Line 1 & Line 2
2020 2021 2022 2023 2024 2025 2026 2027
Start of Commercial Operation

Start of Construction
Q4 2025
Q3 2022 Line 1 Stage 1 : Rembus → Stutong
Line 1 Stage 1 : Rembus → Stutong
Line 1 Stage 2 : Stutong → Hikmah Exchange Q4 2026
Line 1 Stage 2 : Stutong → Hikmah Exchange
Line 2 Stage 1 : Batu 12 → Simpang Tiga
Q1 2023
Line 2 Stage 2 : Simpang Tiga → The Isthmus Q2 2027
Line 2 Stage 2 : Simpang Tiga → The Isthmus
3
PHYSICAL ENVIRONMENT
Topography
Predominantly flat
& low-lying
Highest elevation :
Batu 12 depot
(33 m asl)
Gentle ground
profile due to
alignment following
existing grading of
road profile
Geology
Subsurface Geology
Pleistocene and
Recent: Clay, silt,
sand & peat (most
of Line 1 & parts of
Line 2)
Upper Palaeozoic:
Phyllite,
metagraywacke,
limestone, schists &
chert (Line 2 &
parts of Line 1)
Jurassic-
Cretaceous:
Argillaceous rocks,
arenaceous &
calcareous rocks
(Line 2)
4
Hydrology
Sg. Kuap (Line 1) Sg. Semenggo (Line 2)
KUTS Phase 1 is within
2
River Catchments
3 • Batang Samarahan
• Sg. Sarawak
Water Treatment Plants Upstream
• Matang WTP
• Batu Kitang WTP
• Sg. Kuap (not affected by KUTS alignment)
36 Water Quality Sampling Points

5 Main River Crossings Line 1 : 21 points
Line 2 : 15 points
• Sg. Kuap
• Sg. Bitan Line 1 Water Quality Range: Line 2 Water Quality Range:
• Sg. Tabuan
• Sg. Semenggo • NWQS Class II – V • NWQS Class II – V
• Sg. Sarawak • WQI : 20 – 85 • WQI : 28 – 91
5
Ecology
Alignment does not species of

traverse through any
Tot al l y P rotec ted A r e a s
No concern within
alignment & depot
• Disturbed area due to agricultural activity & • Disturbed area as it is surrounded by

surrounding roads residential developments
• Typical fast-growing pioneer species • Young secondary vegetation, thick
• Paddy planting & shifting cultivation undergrowth, & pioneer plant species
• Riparian mangroves - remnant mangroves affected by land clearing for development &
Kuching-Samarahan Expressway
• Approximately 0.7 ha of mangroves will be cleared for the ART elevated alignment
6
SOCIO-ECONOMICS
Population & Household Main Economic Activity

Population
Kuching Division: 812,900 Main Economic Activities
Samarahan Division: 187,500 in Kuching
High-Tech Industry
No. of Households Finance
Kuching Division: 164,500 Tourism
Samarahan Division: 26,300 Services
Education
No. of Households within
Project Corridor
28,887 Main Economic Activities
in Samarahan
Education
Medical
Agriculture
Kuching Plantation
Samarahan
Perception Survey : 1,991 respondents 17 Focus Group Discussions & Interviews

12th January 2021 – 26th February 2021 30th December 2020 – 12th April 2021
(within Project Corridor) (within Project Corridor)
Results of Perception Survey Low 6 %
Aware Medium 23 %
39%
Not Aware High 71%
61%
Project Awareness Level of Support for Project
Perception of Project Benefits Perception of Socio-economic issues
• Reduction in traffic congestion • Finding affordable replacement for properties

• Travel time savings affected by land acquisition
• Better connectivity to destinations • Concerns over compensation
• Reduced dependency on private • Traffic congestion during construction stage &
vehicles around stations during operation stage
• Safer mode of travelling • Public safety during both construction & operation
• Indiscriminate parking at stations
• Low usage of public transport
7
ENVIRONMENTAL BASELINE QUALITY
ROAD TRAFFIC
41 Traffic Survey Locations Critical Areas

Line 1 : 17
Line 2 : 20 Kuching-Samarahan Expressway
S. Tiga : 4 Jalan Wan Alwi
Range of Level of Service during Peak Hours:

Jalan Simpang Tiga
Jalan Penrissen
Level of
Service E
Jalan Tun Razak
A (Free Flow Traffic) – E (unstable Flow Traffic)
Kuching-Samarahan Expressway Jalan Wan Alwi
Jalan Simpang Tiga Jalan Penrissen
NOISE & VIBRATION AIR QUALITY
27 Monitoring locations 17 Monitoring Locations

Line 1 : 15 locations Line 1 : 11 locations
Line 2 : 12 locations Line 2 : 6 locations
Noise
Day time Leq: 56.2 – 77.8 dBA PM10 11 - 21 μg/m3
Night-time Leq : 53.0 – 72.1 dBA
PM2.5 5 - 10 μg/m3
Main source of noise : urban road traffic SO2 μg/m3
Most locations exceeded permissible limit. NO2 Below detection μg/m3

Only 2 monitoring locations (Kem Penrissen & limit
CO mg/m3
Taman Lan Hua) are within permissible limits of
day & night time. O3 μg/m3
Vibration
Peak Particle Velocity : All locations within DOE’s Ambient Air Quality at all monitoring locations
recommended limits (Curve 4 & Curve 8) for are within limits of MAAQS
both day & night time
8
POTENTIAL IMPACTS : TRAFFIC CONGESTION
CONSTRUCTION
ACTIVITIES : Road widening, one-way movements, traffic diversion, lane closures, lane width reduction
RECEPTOR : Kuching-Samarahan Expressway, Jalan Wan Alwi, Jalan Simpang Tiga, Jalan Penrissen,
Jalan Lapangan Terbang, Jalan Tun Razak
Impacts Pollution Prevention & Mitigation Measures
• Reduction in mainline capacity due to lane • Preparation of detailed Traffic Management Plan to
width reduction address vehicle access, rerouting options, road closure,
• Traffic flow disruption due to insufficient pedestrian movement
road capacity
• Maintain number of lanes on major roads where
• Temporary bottlenecks due to road
possible
diversions
• Prolonged delays especially during peak • Sufficient warning signs, lighting & flagmen shall be
hours provided to facilitate traffic flow
• Safety risk for pedestrians & road users • Restrict movement of construction vehicles to off-peak
• Removal of on-street parking spaces hours
• Provision of tow-trucks & emergency response teams
• Promote pedestrian safety
OPERATION
ACTIVITY : Operation of the ART
• Alleviate traffic congestion due to mode • Proper design of traffic & pedestrian access leading to
shift from private transport to public & from ART stations to encourage ridership
transport
• Preparation of Traffic Impact Assessment to study
• Localized congestion in vicinity of ART
access roads, junction upgrade, pedestrian facilities,
Stations
feeder bus services, pick-up & drop-off bays
POTENTIAL IMPACTS : HAZARD & PUBLIC SAFETY

CONSTRUCTION
ACTIVITIES : Utilities relocation, ART lane construction, Station & depot construction,
RECEPTOR : Taman Desa Ilmu, Jalan Batu Lintang, Chung Hua Middle School, Eden Fields, Kg.
Cemerlang, SMK Pending
• Accidental damage to utilities causing • Prepare Emergency Response Plan & Site Specific
service disruption Safety & Health Plan
• Vehicular accident due to
• Regular mandatory safety inspections & audits shall be
loading/unloading of construction materials
conducted
• Injury / fatality to public & workers from
working at heights • Adequate warning signs and traffic control at worksites
• Traffic congestion due to temporary road shall be provided at designated areas
closure
OPERATION
ACTIVITY : Operation of the KUTS ART
• Public safety risk at stations such as slips, • Pedestrian walkways & stations to be well lit to ensure
trips & falls during embarking/disembarking, safety of passengers
snatch theft, harassment
• Ensure regular cleaning of platforms to remove oil residues
• Fire/explosion due to leakage of hydrogen at
hydrogen storage facility in depots • Preparation of Emergency Response Plan
• Proper design & testing of hydrogen storage tanks &
equipment which includes leak detectors
• Conduct detailed Quantitative Risk Assessment for
hydrogen storage at depots
• Provision of hydrogen gas & flame detectors at refuelling
stations
9
POTENTIAL IMPACTS : NOISE & VIBRATION
CONSTRUCTION
ACTIVITIES : Piling works, movement of construction vehicles, operation of construction equipment
such as generator sets & power tools
RECEPTOR : Kg. Melaban, Lodge International School, Kompleks Perumahan TUDM, Kg. Cemerlang,
SMK Pending
• Minimal impact to most sensitive • Low impact piling methods (e.g.: rotary bored piles &
receptors as noise & vibration levels are injection piles)
within DOE’s recommended limits • Temporary acoustic enclosures & piling shrouds
• Potential areas of concern: receptors • Regular maintenance of construction equipment &
< 50 m from construction work sites vehicles
• Continuous monitoring during piling activities to
confirm compliance to DOE’s acceptance limits
OPERATION
ACTIVITY : ART vehicle pass-by, operation of ART stations & depots
RECEPTORS : Lodge International School, Flat Kastam Tabuan Jaya, Kompleks Perumahan TUDM
• Noise levels from ART pass-by is below • Increase of parapet height on ART viaduct
DOE’s recommended limits at most • Regular maintenance of ART lanes
locations
• Potential areas of concern : high-rise
receptors < 20 m from ART viaduct
POTENTIAL IMPACTS : AIR POLLUTION

CONSTRUCTION
ACTIVITIES : Site clearing & earthworks, movement of vehicles over unpaved surfaces, construction of
ART lanes, stations & depots
RECEPTOR : Taman Desa Ilmu, Taman Eden Fields, Kg. Cemerlang, Swinburne University

• Fugitive Dust (PM10) emitted from • Phasing of site clearing to minimize exposed areas
earthwork activities • Erect hoarding around work sites
• Dust & gaseous emissions from • Regular water spraying of construction sites
construction vehicles • Stockpiles to be covered
• Sensitive receptors more prone to • Wheel washing of all construction vehicles
negative health impacts • Construction vehicles carrying loads (earth, sand,
etc.) to be covered with tarpaulin
OPERATION
ACTIVITIY : Operation of the KUTS ART
• No generation of air pollutants from ART vehicle (electric vehicles powered by hydrogen fuel cells)
• Minimal increase in emissions surrounding ART stations due to road vehicle traffic
• Reduction in greenhouse gas emission expected due to shift from private transport to public transport
CO2e emissions avoided: 2024 2034

54,714 tCO2e/yr 157,799 tCO2e/yr
10
POTENTIAL IMPACTS : WATER POLLUTION
CONSTRUCTION
ACTIVITIES : Earthwork activities, construction of ART lanes, stations & depots

RECEPTOR : Batang Samarahan, Sg. Kuap, Sg. Tabuan, Sg. Sibireh, Sg. Semenggo, Sg. Sarawak

• Soil erosion & sedimentation from • Proper design and implementation of LD-P2M2
construction site runoff will increase total (sediment basins, silt traps, silt fence, erosion control
suspended solid levels in waterways blankets, sheet pile, cofferdam)
• Discharge of untreated sewage from • Portable toilets to be located away from storm drain
portable toilets will increase levels of waterways
BOD, COD & NH3-N in receiving
• Sewage from portable toilets will be properly collected
waterways
& treated offsite
• Improper discharge/spillage of fuels, oils, • Provision of skid tanks, oil spill kits, containment
lubricants will lead to waterway & soil bunds for the management of fuel, oils & lubricants
contamination • Scheduled waste to be managed as per
Environmental Quality (Scheduled Wastes)
Regulations 2005
OPERATION
ACTIVITIES : Operation of ART Stations & Depots

RECEPTOR : Batang Samarahan, Sg. Kuap, Sg. Tabuan, Sg. Sibireh, Sg. Semenggo, Sg. Sarawak

• Discharge of treated sewage from • Utilization of small sewage treatment system (SSTS)
Rembus depot, Batu 12 depot, Station IS
• SSTS discharge from Rembus depot, Station IS 1 &
1 & Station SM 14 will increase levels of
Station SM 14 will comply with Standard B of the
BOD, TSS & NH3-N in the receiving
Environmental Quality (Sewage) Regulations 2009
waterways if not managed properly
• SSTS discharge from Batu 12 depot will comply with
Standard A of the Environmental Quality (Sewage)
Regulations 2009
• Discharge of wastewater generated from • Utilization of on-site wastewater treatment system
Rembus depot & Batu 12 depot from (WWTS)
washing & maintenance activity & sullage
• WWTS discharge from Rembus depot will comply with
from canteens will increase pollution risk
Standard B of Environmental Quality (Industrial
in receiving waterway
Effluent) Regulations 2009
• WWTS discharge from Batu 12 depot will comply with
Standard A of Environmental Quality (Industrial
Effluent) Regulations 2009, with the exception of BOD
& COD which are to comply with more stringent limits
• Installation & maintenance of grease interceptor at
canteens in depots
• Spillage of spent lubricants, chemicals & • Scheduled waste to be managed in accordance to

oil & grease will lead to surface & Environmental Quality (Scheduled Wastes)
groundwater contamination Regulations 2005
• Emergency Response Plan (ERP) and contingency
plans for oil spill incidents
• Implement fuel, oil and lubricant spillage
management such as skid tanks, oil spill kits and
containment bunds
11
POTENTIAL IMPACTS : ECOLOGY
CONSTRUCTION
ACTIVITIES : Land clearing during site preparation
RECEPTOR : Proposed location of Rembus & Batu 12 depots & riparian mangrove along Sg. Kuap

• Loss of mangrove (0.7ha) along Sg. • Demarcate areas to be cleared to reduce excessive
Kuap disturbance to surrounding landscape
• Vegetation loss & disturbance • Phasing of land clearing to reduce fragmentation
• Human-wildlife conflict • Implement good housekeeping practices to minimize
human-wildlife conflict
• Consultation with Sarawak Forestry Corporation &
Forest Department Sarawak
OPERATION
ACTIVITY : Operation of KUTS ART

• Minimal impacts as ART will operate • Revegetation & restoring of exposed areas
within road medians • Mangrove replanting at degraded areas
POTENTIAL IMPACTS : WASTE

CONSTRUCTION
ACTIVITIES : Site clearing & construction of ART lanes, stations & depots will generate construction
waste & biomass; Generation of scheduled waste from repair & maintenance works
RECEPTOR : Sg. Kuap, Sg. Bitan, Sg. Tabuan, Sg. Sibireh, Sg. Semenggo, Sg. Sarawak
• Blockage of drains/rivers by large waste • Proper storage & handling of construction materials
debris which could lead to risk of • Segregation of waste to facilitate reuse & recycling
flooding in flood prone areas • Temporary stockpile away from rivers / waterways
• River pollution due to runoff & leachate • Phasing of site clearing to avoid accumulation of
from construction sites & accidental biomass
spillage of hazardous waste • Adequate training on waste handling & separation
• Pest proliferation, odour & visual • Scheduled waste to be managed as per
pollution due to improper waste Environmental Quality (Scheduled Waste) Regulations
management 2005
OPERATION
ACTIVITIES : Operation of ART stations & depots which will generate solid waste; maintenance
activities at depot will generate scheduled waste
• Blockage of drains/rivers from waste • Provision of waste & recycling bins at stations &
litter at stations which could lead to depots
localized flooding • Proper collection, segregation & disposal of waste
• Pest proliferation, odour & visual • Scheduled waste to be managed as per
pollution due to improper waste Environmental Quality (Scheduled Wastes)
management at stations & depots Regulations 2005
• River/waterway pollution due to
accidental spill & improper management
of hazardous waste
12
POTENTIAL IMPACTS : SOCIAL
PRE-CONSTRUCTION
Impacts Mitigation Measures
• Acquisition of private land • Strategic & continuous engagements with affected
• Affects livelihoods of land owners parties
• Concerns over compensation & • Adequate, fair & timely compensation
adequacy • Relocation & resettlement assistance
• Affects business operations
CONSTRUCTION
Impacts Mitigation Measures
• Noise & dust pollution • Implementation of mitigation measures for
• Public safety risks controlling dust & noise pollution, traffic congestion
• Traffic congestion (Jln Wan Alwi, Jln & public safety
Simpang Tiga, Jln Penrissen) • Contractors to monitor & implement best practices
• Influx of foreign workers causing security for managing construction workers
concerns
• Creation of job opportunities
OPERATION
Benefits
• Ease of travel & convenience, shorter journey time compared to cars/bus
• Reduced risk of road traffic accidents
• Spur development around ART stations
• Generation of jobs & business from emergence of establishments along alignment
PROPOSED ENVIRONMENTAL MONITORING PROGRAMME - CONSTRUCTION

Component Stations Parameter Frequency
Sediment basin/silt trap discharge TSS, Turbidity

36 water sampling stations Temp, pH, DO, COD, BOD, TSS, Monthly
Turbidity, O&G, NH3-N & E.coli
10 air monitoring stations PM10 (24 hours monitoring) Monthly
27 noise monitoring stations Laeq, Lmax, Lmin, L10 & L90

(24 hours monitoring)
Monthly
26 vibration monitoring stations Peak Particle Velocity
(24 hours monitoring & short term)
Third Party Environmental Audit As per EIA Conditions of Approval Once every 4
months
CONTACT US
PROJECT PROPONENT EIA CONSULTANT
Sarawak Metro Sdn Bhd EMS Progress Sdn Bhd–ERE Consulting
Unit 16-01, Level 16, Group Sdn Bhd–CGB Consultants Sdn Bhd
Gateway Kuching, No.9, Ground Floor, Lot 3092 & 3093,
Jalan Bukit Mata Kuching, Block 10, KCLD, Wisma Ng Aik Oh,
93100 Kuching, Sarawak 2 ½ Mile, Rock Road,
93200 Kuching, Sarawak
Tel: 082-524222 Fax: 082-524224 Tel: 03-8024 2287 Fax: 03-8024 2320
E-mail: info@mysarawakmetro.com E-mail: admin@ere.com.my
13
RE RINGKASAN EKSEKUTIF
KUCHING URBAN TRANSPORTATION SYSTEM
PHASE 1 – SAMARAHAN LINE AND SERIAN LINE
JADUAL KEDUA PENILAIAN KESAN KEPADA ALAM SEKELILING
EXECUTIVE SUMMARY
RINGKASAN EKSEKUTIF
Kuching Urban Transportation System (KUTS) akan membantu Kuching menjadi sebuah bandar yang
dinamik & berdaya saing serta mengurangkan kesesakan lalu lintas. Automated Rapid Transit (ART) adalah
teras Projek KUTS yang merupakan hibrid antara kereta api, bas & trem & akan berfungsi sebagai tulang
belakang sistem pengangkutan awam di Kuching. KUTS ART Phase 1 akan melibatkan pembinaan & operasi
dua laluan transit :
i. Samarahan Line (Line 1) – Rembus to Hikmah Exchange (28.5 km)
ii. Serian Line (Line 2) – Batu 12 to The Isthmus (24.5 km)
PEMAJU PROJEK PERUNDING EIA

EMS Progress Sdn Bhd–
Sarawak Metro Sdn Bhd
ERE Consulting Group Sdn Bhd–
Tel: 082-524 222
Fax: 082-524 224 CGB Consultants Sdn Bhd
E-mel: info@mysarawakmetro.com Tel: 03-8024 2287
Fax: 03-8024 2320
E-mel: admin@ere.com.my OKTOBER 2021
1
Project Description
PENERANGAN PROJEK
Line 1 : 28.5 km (67 % Bertingkat)

6.00 am – 12.00 am
Line 2 : 24.5 km (96 % Bertingkat)
Panjang Waktu Operasi
Jajaran
Line 1 (SM) : 13 + 1 (provisional) Purata : 35 km/h

Line 2 (SR) : 13 Maximum : 70 km/h
Stesen Pertukaran : 1 Kelajuan Operasi
Line 1 : Lebih kurang 38 min

Line 1 : Rembus
Line 2 : Lebih kurang 40 min
Line 2 : Batu 12
Depot Masa Perjalanan
Keperluan Projek
Mengurangkan Merangsang
kesesakan lalu lintas Ekonomi Alternatif
pengangkutan yang
Berfungsi sebagai selamat, boleh
tulang belakang sistem Menggalakkan
dipercayai & selesa
pengangkutan awam Transit Oriented
(penggunaan pengangkutan Development
awam kini yang rendah : < 4%)
Sistem ART Kelebihan
Hibrid antara kereta Tanpa trek (trackless) Mesra Alam : H2 tidak toksik &
api, bas & trem di atas laluan khusus pelepasan karbon rendah
Kenderaan elektrik yang Menggunakan tayar Mengurangkan kos pembinaan : Tiada

dikuasai oleh sel bahan getah keperluan trek & sistem elektrik
bakar Hidrogen (H2)
Sistem bimbingan Kapasiti penumpang : Bunyi bising yang rendah : Kenderaan

yang cerdas 300 pax (3-car) ART menggunakan tayar getah di
permukaan jalan biasa 2
AKTIVITI PROJEK
PROJECT UTAMA
DESCRIPTION
Pra –
Pembinaan Operasi
Pembinaan
Reka bentuk & Pembersihan tapak & kerja-

penyediaan projek kerja tanah Operasi ART
Penyediaan kemudahan-
kemudahan sementara
Pengambilan Operasi Stesen
tanah
Pembinaan jajaran, stesen &
depot
Tinjauan tapak, Operasi & aktiviti

siasatan tanah & Pemasangan sistem, ujian & penyelenggaraan di depot
pemindahan utiliti pentauliahan
GARIS MASA PROJEK

Q1 2020 – Q4 2023
Penyediaan awal & am bagi Line 1 & Line 2
Q1 2021 – Q1 2024
7 tahun
Kajian reka bentuk & kejuruteraan bagi Line 1 & Line 2 2020 – 2027
Q2 2022 – Q4 2025
Perolehan bahan & peralatan bagi Line 1 & Line 2
Q3 2022 – Q1 2027
Pembinaan & pemasangan bagi Line 1 & Line 2
2020 2021 2022 2023 2024 2025 2026 2027
Operasi bermula
Pembinaan bermula
Q4 2025
Q3 2022 Line 1 Stage 1 : Rembus → Stutong
Line 1 Stage 1 : Rembus → Stutong
Line 1 Stage 2 : Stutong → Hikmah Exchange Q4 2026
Line 1 Stage 2 : Stutong → Hikmah Exchange
Q1 2023
Line 2 Stage 2 : Simpang Tiga → The Isthmus Q2 2027
Line 2 Stage 2 : Simpang Tiga → The Isthmus
3
PERSEKITARAN FIZIKAL
Topografi
Kebanyakkan
kawasan rata &
rendah
Aras tertinggi :
Depot Batu 12
(33 m asl)
Profil tanah yang

rata kerana jajaran
mengikuti grading
jalan raya yang
sedia ada
Geologi
Geologi Subsurface
Pleistocene and
Recent: Clay, silt,
sand & peat
(kebanyakkan Line
1 & sebahagian
Line 2)
Upper Palaeozoic:
Phyllite,
metagraywacke,
limestone, schists &
chert (Line 2 &
sebahagian Line 1)
Jurassic-
Cretaceous:
Argillaceous rocks,
arenaceous &
calcareous rocks
(Line 2)
4
Hidrologi
Sg. Kuap (Line 1) Sg. Semenggo (Line 2)
KUTS Phase 1 berada dalam
3
Kawasan Tadahan Air
• Batang Samarahan
• Sg. Sarawak
2 Loji Rawatan Air (hulu Projek)
• Loji Rawatan Air Matang
• Loji Rawatan Air Batu Kitang
• Sg. Kuap (tidak terjejas oleh jajaran KUTS)
36 Lokasi Persampelan Air

5 Lintasan Sungai Utama Line 1 : 21 lokasi
Line 2 : 15 lokasi
• Sg. Kuap
• Sg. Bitan Lingkungan Kualiti Air Line 1 : Lingkungan Kualiti Air Line 2 :
• Sg. Tabuan
• Sg. Semenggo • NWQS Kelas II – V • NWQS Kelas II – V
• Sg. Sarawak • WQI : 20 – 85 • WQI : 28 – 91
5
Ekologi
Tiada species of concern

Jajaran tidak merentasi
ditemui dalam koridor
To t a l l y P r o tecte d A r e a s
jajaran & depot
• Kawasan terganggu disebabkan aktiviti • Kawasan terganggu disebabkan kawasan

pertanian & jalan raya depot dikelilingi pembangunan perumahan
• Spesis perintis yang bertumbuh pesat • Vegetasi sekunder muda, tumbuh-tumbuhan
• Penanaman padi & penanaman pindah tebal & spesis tanaman perintis
• Paya bakau - Remnant mangroves yang terjejas oleh pembersihan tapak bagi pembangunan
di persekitaran serta jalan raya Kuching-Samarahan Expressway
• Kira-kira 0.7 ha paya bakau akan dibersihkan untuk jajaran bertingkat (elevated) ART
6
SOSIO-EKONOMI
Populasi & Isi Rumah Aktiviti Ekonomi Utama

Populasi
Bahagian Kuching: 812,900 Aktiviti Ekonomi Utama di
Bahagian Samarahan: 187,500 Bahagian Kuching
Industri berteknologi tinggi
No. Isi Rumah Kewangan
Bahagian Kuching: 164,500 Pelancongan
Bahagian Samarahan: 26,300 Perkhidmatan
Pendidikan
No. Isi Rumah dalam koridor
Projek
28,887 Aktiviti Ekonomi Utama di
Bahagian Samarahan
Pendidikan
Perubatan
Pertanian
Kuching Perladangan
Samarahan
Kaji Selidik Persepsi Awam : 1,991 responden 17 Perjumpaan dengan Pihak Berkepentingan
12 Janauri 2021 – 26 Februari 2021 30 Disember 2020 – 12 April 2021
(dalam koridor Projek) (dalam koridor Projek)
Hasil Kaji Selidik Persepsi Awam Rendah 6 %
Sedar Sederhana
39% 23 %
Tidak Sedar Tinggi 71%
61%
Kesedaran Terhadap Projek Tahap Sokongan Terhadap Projek
Persepsi Manfaat Projek Persepsi Impak Sosio-Ekonomi

• Pengurangan kesesakan lalu lintas • Pencarian alternatif yang mampu milik bagi tanah
• Penjimatan masa perjalanan yang terjejas oleh pengambilan tanah
• Hubungan ke destinasi yang lebih baik • Kebimbangan terhadap pampasan
• Pengurangan kebergantungan terhadap • Kesesakan lalu lintas semasa fasa pembinaan & di
kenderaan persendirian sekitar stesen semasa fasa operasi
• Mod perjalanan yang lebih selamat • Keselamatan awam semasa fasa pembinaan &
operasi
• Tempat letak kereta sembarangan di stesen
• Penggunaan pengangkutan awam yang rendah
7
LOKASI PEMANTAUAN GARISDASAR
TRAFIK JALAN RAYA
41 Kawasan Tinjauan Trafik Kawasan Kritikal

Line 1 : 17
Line 2 : 20 Kuching-Samarahan Expressway
S. Tiga : 4 Jalan Wan Alwi
Lingkungan Level of Service

Jalan Simpang Tiga
Jalan Penrissen
Level of
Service E
semasa waktu Puncak : Jalan Tun Razak
A (Free Flow Traffic) – E (unstable Flow Traffic)
Kuching-Samarahan Expressway Jalan Wan Alwi
Jalan Simpang Tiga Jalan Penrissen
BUNYI BISING & GETARAN KUALITI UDARA
27 Lokasi Pemantauan 17 Lokasi Pemantauan

Line 1 : 15 lokasi Line 1 : 11 lokasi
Line 2 : 12 lokasi Line 2 : 6 lokasi
Bunyi Bising
Siang Leq : 56.2 – 77.8 dBA
Malam Leq : 53.0 – 72.1 dBA PM10 11 - 21 μg/m3
PM2.5 5 - 10 μg/m3
Sumber bunyi bising : trafik jalan raya di
kawasan bandar SO2 μg/m3
Kebanyakkan lokasi melebihi had yang NO2 Di bawah paras μg/m3

dibenarkan. CO pengesanan mg/m3
Hanya 2 buah lokasi pemantauan (Kem
Penrissen & Taman Lan Hua) berada dalam had O3 μg/m3
yang dibenarkan pada waktu siang & malam.
Getaran
Peak Particle Velocity : Semula lokasi berada Kualiti udara di semua lokasi pemantauan
dalam had yang dibenarkan DOE (Curve 4 & berada dalam lingkungan yang disyorkan dalam
Curve 8) bagi waktu siang & malam. MAAQS
8
KESAN DIJANGKA : KESESAKAN LALU LINTAS
PEMBINAAN
AKTIVITI : Kelebaran jalan, pergerakan sehala, lencongan lalu lintas, penutupan jalan, pengurangan lebar jalan
PENERIMA : Kuching-Samarahan Expressway, Jalan Wan Alwi, Jalan Simpang Tiga, Jalan Penrissen,
Jalan Lapangan Terbang, Jalan Tun Razak
Kesan Langkah Mitigasi
• Pengurangan kapasiti utama disebabkan • Penyediaan Traffic Management Plan terperinci (akses
pengurangan lebar jalan kenderaan, penutupan jalan, pergerakan pejalan kaki)
• Gangguan aliran trafik disebabkan kapasiti
• Mengekalkan bilangan lorong jalan di jalan utama
jalan tidak mencukupi
• Kesesakan sementara disebabkan • Papan tanda, lampu & flagmen yang mencukupi
lencongan jalan disediakan bagi memudahkan aliran trafik
• Kelewatan berpanjangan terutamanya • Kenderaan pembinaan beroperasi di luar waktu puncak
semasa waktu puncak • Penyediaan trak tunda & pasukan tindakan kecemasan
• Risiko keselamatan bagi pejalan kaki & • Keselamatan pejalan kaki
pengguna jalan raya
• Pengeluaran ruang on-street parking
OPERASI
AKTIVITI : Operasi ART
• Pengurangan kesesakan lalu lintas • Reka bentuk akses lalu lintas & pejalan kaki menuju ke
disebabkan peralihan mod dari & dari stesen ART
pengangkutan persendirian ke
• Penyediaan Traffic Impact Assessment (jalan akses,
pengangkutan awam
peningkatan persimpangan, fasiliti pejalan kaki, bas
• Kesesakan setempat di sekitar stesen ART
pengantara serta pick-up & drop-off bays)
KESAN DIJANGKA : KESELAMATAN AWAM

PEMBINAAN
AKTIVITI : Pemindahan uitiliti, pembinaan laluan ART, stesen & depot
PENERIMA : Taman Desa Ilmu, Jalan Batu Lintang, Chung Hua Middle School, Eden Fields, Kg.
Cemerlang, SMK Pending
• Kerosakkan kepada utiliti yang • Penyediaan Emergency Response Plan & Site Specific
menyebabkan gangguan perkhidmatan Safety & Health Plan
• Kemalangan jalan raya disebabkan
• Menjalankan pemeriksaan keselamatan & audit secara
loading/unloading bahan pembinaan
berkala
• Kecederaan kepada orang awam &
perkerja disebabkan berkerja pada aras • Papan tanda & kawalan lalu lintas yang mencukupi di
yang tinggi kawasan pembinaan
• Kesesakan lalu lintas
OPERASI
• Risiko keselamatan awam di stesen seperti • Laluan pejalan kaki & stesen diterangi dengan baik bagi
tergelincir, terjatuh, gangguan dan peragut memastikan keselamatan penumpang
• Kebakaran / letupan akibat kebocoran gas • Pembersihan platform secara berkala
hidrogen di hydrogen storage facility di
• Penyediaan Emergency Response Plan
depot
• Reka bentuk & ujian terhadap tangki simpanan hidrogen
dan peralatan yang merangkumi pengesanan kebocoran
• Penyediaan Quantitative Risk Assessment terperinci bagi
simpanan hidrogen di depot
• Penyediaan pengesan gas hidrogen & api di refuelling
stations
9
KESAN DIJANGKA : BUNYI BISING & GETARAN
PEMBINAAN
AKTIVITI : Piling, pergerakkan kenderaan pembinaan, operasi peralatan pembinaan seperti
generator sets
PENERIMA : Kg. Melaban, Lodge International School, Kompleks Perumahan TUDM, Kg. Cemerlang,
SMK Pending

• Kesan minimum terhadap kebanyakkan • Penggunaan kaedah piling yang menghasilkan bunyi
penerima sensitif disebabkan paras yang rendah (contoh: rotary bored piles & injection
bunyi bising & getaran berada dalam piles)
had yang disyorkan oleh DOE • Penggunaan acoustic enclosures sementara & piling
• Reseptor sensitif : reseptor yang terletak shrouds
< 50 m dari tapak pembinaan • Penyelenggaraan yang kerap bagi peralatan dan
kenderaan pembinaan
• Pemantauan yang berterusan semasa aktiviti piling
OPERASI
AKTIVITI : ART vehicle pass-by, operasi stesen & depot ART
PENERIMA : Lodge International School, Flat Kastam Tabuan Jaya, Kompleks Perumahan TUDM
• Paras bunyi dari ART pass-by adalah di • Peningkatan ketinggian parapet pada ART viaduct
bawah had yang disyorkan oleh DOE di • Penyelenggaraan berkala bagi laluan ART
kebanyakkan lokasi
• Reseptor sensitif : high-rise reseptor
yang terletak < 20 m dari ART viaduct
KESAN DIJANGKA: PENCEMARAN UDARA

PEMBINAAN
AKTIVITI : Pembersihan tapak, kerja tanah, pergerakkan kenderaan pembinaan di atas jalan tidak
berturap, pembinaan laluan ART, stesen & depot
PENERIMA : Taman Desa Ilmu, Taman Eden Fields, Kg. Cemerlang, Swinburne University

• Penghasilan habuk fugitif (PM10) dari • Pembersihan tapak secara berfasa bagi
kerja-kerja tanah mengurangkan kawasan terdedah
• Pelepasan habuk & gas dari • Meletakkan penghadang di sekeliling tapak
kenderaan pembinaan pembinaan
• Penerima sensitif lebih terdedah • Membasahkan permukaan jalan yang berkala
kepada kesan kesihatan yang negatif • Penutupan stockpiles
• Pembersihan roda bagi semua kenderaan
pembinaan
• Menutup muatan kenderaan pembinaan dengan
OPERASI tarpaulin

• Tiada pelepasan air pollutants dari ART (ART adalah kenderaan elektrik; dikuasai sel bahan bakar
hidrogen)
• Pencemaran udara yang minima di sekitar stesen disebabkan kesesakan lalu lintas
• Pengurangan pelepasan gas rumah hijau dijangka disebabkan oleh peralihan mod pengangkutan dari
pengangkutan persendirian ke pengangkutan awam
Pelepasan CO2e yang 2024 2034

dielakkan
54,714 tCO2e/yr 157,799 tCO2e/yr 10
KESAN DIJANGKA : PENCEMARAN AIR
PEMBINAAN
AKTIVITI : Kerja tanah, pembinaan laluan ART, stesen & depot

PENERIMA : Batang Samarahan, Sg. Kuap, Sg. Tabuan, Sg. Sibireh, Sg. Semenggo, Sg. Sarawak

• Hakisan tanah & mendapan dari larian • Rekabentuk & pelaksanaan LD-P2M2 (sediment
tapak pembinaan akan meningkatkan basins, silt traps, silt fence, erosion control blankets,
tahap pepejal terampai dalam sungai sheet pile, cofferdam)
• Pelepasan sisa kumbahan yang tidak • Tandas mudah alih terletak jauh dari jalan air
terawat dari tandas mudah alih boleh
• Kumbahan dari tandas mudah alih akan dikumpulkan
meningkatkan aras BOD, COD & NH3-N di
& dirawat offsite
sungai penerima
• Pembuangan/ tumpahan gris, minyak • Penyediaan tangki skid, tangki tumpahan minyak,
yang tidak terkawal akan menyebabkan permatang pembendungan bagi pengurusan bahan
pencemaran sungai & tanah bakar, minyak & pelincir
• Sisa buangan terjadual hendaklah diuruskan
berdasarkan Environmental Quality (Scheduled
Wastes) Regulations 2005
OPERASI
AKTIVITI : Operasi stesen & depot ART

PENERIMA : Batang Samarahan, Sg. Kuap, Sg. Tabuan, Sg. Sibireh, Sg. Semenggo, Sg. Sarawak

• Pelepasan sisa kumbahan yang dirawat • Penggunaan small sewage treatment system (SSTS)
dari depot Rembus, depot Batu 12,
• Pelepasan SSTS dari depot Rembus, Stesen IS 1 &
Stesen IS 1 & Stesen SM 14 akan
Stesen SM 14 akan mematuhi Standard B
meningkatkan aras BOD, TSS & NH3-N di
Environmental Quality (Sewage) Regulations 2009
sungai penerima jika tidak diurus dengan
baik • Pelepasan SSTS dari depot Batu 12 akan mematuhi
Standard A Environmental Quality (Sewage)
Regulations 2009
• Pelepasan wastewater dari depot • Penggunaan on-site wastewater treatment system
Rembus & Batu 12 daripada aktiviti (WWTS)
pencucian & penyelenggaraan serta
• Pelepasan WWTS dari depot Rembus akan mematuhi
sullage dari kantin akan meningkatkan
Standard B Environmental Quality (Industrial Effluent)
risiko pencemaran air di sungai penerima
Regulations 2009
• Pelepasan WWTS dari depot Batu 12 akan mematuhi
Standard A Environmental Quality (Industrial Effluent)
Regulations 2009, kecuali BOD & COD yang akan
mematuhi had pelepasan yang lebih ketat
• Pemasangan & penyelenggaraan grease interceptor
di kantin di depot
• Pembuangan / tumpahan spent • Sisa buangan terjadual hendaklah diuruskan

lubricants, chemicals, oil & grease akan berdasarkan Environmental Quality (Scheduled
menyebabkan pencemaran sungai dan Wastes) Regulations 2005
tanah
• Penyediaan Emergency Response Plan (ERP) &
contingency plans untuk kejadian tumpahan minyak
• Melaksanakan pengurusan tumpahan bahan api,
minyak dan pelincir seperti tangki skid, kit tumpahan
minyak, dan permatang pembendungan
11
KESAN DIJANGKA: EKOLOGI
PEMBINAAN
AKTIVITI : Pembersihan tapak
PENERIMA : Lokasi depot Rembus & Batu 12 dan paya bakau di Sg. Kuap
• Kehilangan pokok paya bakau (0.7ha) di • Tentukan kawasan yang akan dibersihkan bagi
Sg. Kuap mengurangkan gangguan berlebihan terhadap guna
• Kehilangan tumbuh-tumbuhan & tanah persekitaran
gangguan • Pembersihan tapak secara berfasa bagi
• Konflik manusia-hidupan liar mengurangkan fragmentasi
• Amalkan good housekeeping practices bagi
mengurangkan konflik manusia-hidupan liar
• Perbincangan dengan Sarawak Forestry Corporation
& Forest Department Sarawak
OPERASI
• Kesan minimum disebabkan ART akan • Penanaman semula dan memulihkan tumbuh-
beroperasi di median jalan raya sedia tumbuhan di kawasan terdedah
ada • Penanaman semula pokok paya bakau bagi kawasan
yang telah terosot akibat Projek
KESAN DIJANGKA: SISA BUANGAN

PEMBINAAN
AKTIVITI : Pembersihan tapak, pembinaan laluan ART, stesen & depot akan menghasilkan sisa
pembinaan & biomass; penghasilan sisa buangan terjadual dari kerja penyelenggaran
PENERIMA : Sg. Kuap, Sg. Bitan, Sg. Tabuan, Sg. Sibireh, Sg. Semenggo, Sg. Sarawak
• Penyumbatan longkang/sungai oleh • Penyimpanan & pengendalian bahan pembinaan
serpihan sisa besar yang boleh secara betul
menyebabkan risiko banjir di kawasan • Pengasingan sisa untuk memudahkan penggunaan
kerap banjir semula & kitar semula
• Pencemaran sungai akibat runoff & • Tempat simpanan sementara (stockpile) hendaklah
leachate dari tapak pembinaan & jauh daripada saluran air
tumpahan sisa berbahaya • Pembersihan tapak secara berfasa bagi mengelakkan
• Penularan perosak, pencemaran bau & pengumpulan biomass
visual akibat pengurusan sisa di tapak • Latihan bagi pengendalian & pemisahan sisa
yang tidak betul • Sisa buangan terjadual hendaklah diuruskan
berdasarkan Environmental Quality (Scheduled
OPERASI Wastes) Regulations 2005
AKTIVITI : Operasi stesen & depot ART yang akan menghasilkan sisa pepejal; aktiviti
penyelenggaraan di depot akan menghasilkan sisa buangan terjadual
• Penyumbatan longkang/sungai oleh sisa • Penyediaan tong sampah dan tong kitar semula di
buangan di stesen yang boleh stesen & depot
menyebabkan risiko banjir • Pengambilan, pengasingan dan pembuangan sisa
• Penularan perosak, pencemaran bau & buangan yang betul
visual akibat pengurusan sisa buangan • Sisa buangan terjadual hendaklah diuruskan
yang tidak betul di stesen & depot berdasarkan Environmental Quality (Scheduled
• Pencemaran sungai akibat pengurusan Wastes) Regulations 2005
sisa buangan yang tidak betul
12
KESAN DIJANGKA : SOSIAL
PRA-PEMBINAAN
• Pengambilan tanah persendirian • Perhubungan strategik & berterusan dengan pihak
• Menjejaskan mata pencarian pemilik yang terlibat
tanah • Pampasan yang mencukupi, adil & tepat masa
• Kebimbangan terhadap pampasan • Bantuan penempatan semula
• Menjejaskan operasi perniagaan
PEMBINAAN
• Pencemaran bunyi & udara • Pelaksanaan kesemua langkah mitigasi untuk
• Risiko keselamatan awam mengawal bunyi bising, pencemaran udara,
• Kesesakan lalu lintas (Jln Wan Alwi, Jln kesesakan trafik & keselamatan awam
Simpang Tiga, Jln Penrissen) • Pihak kontraktor perlu memantau & melaksanakan
• Kemasukan pekerja asing menyebabkan best practices untuk mengurus pekerja pembinaan
soal keselamatan
• Peluang pekerjaan
OPERASI
Kelebihan
• Kemudahan perjalanan & masa perjalanan yang lebih pendek berbanding dengan kereta/bas
• Mengurangkan risiko kemalangan jalan raya
• Memacu pembangunan di sekitar stesen ART
• Penjanaan pekerjaan & perniagaan dari kemunculan pembangunan di sepanjang jajaran
CADANGAN PROGRAM PEMANTAUAN ALAM SEKITAR - PEMBINAAN

Komponen Lokasi Parameter Kekerapan
Takat pelepasan kolam perangkap TSS, Kelodak

mendap/perangkap kelodak Suhu, pH, DO, COD, BOD, TSS, Bulanan
36 lokasi air Kelodak, O&G, NH3-N & E.coli
10 lokasi udara PM10 (Pemantauan 24 jam) Bulanan
Laeq, Lmax, Lmin, L10 & L90

27 lokasi bunyi bising (Pemantauan 24 jam)
26 lokasi getaran Peak Particle Velocity Bulanan
(Pemantauan 24 jam & jangka
pendek)
Audit Alam Sekitar Pihak Ketiga Menurut Syarat Kelulusan EIA Setiap 4 bulan
HUBUNGI KAMI
PENGGERAK PROJEK PERUNDING EIA
Sarawak Metro Sdn Bhd EMS Progress Sdn Bhd–ERE Consulting
Unit 16-01, Level 16, Group Sdn Bhd–CGB Consultants Sdn Bhd
Gateway Kuching, No.9, Ground Floor, Lot 3092 & 3093,
Jalan Bukit Mata Kuching, Block 10, KCLD, Wisma Ng Aik Oh,
93100 Kuching, Sarawak 2 ½ Mile, Rock Road,
93200 Kuching, Sarawak
Tel: 082-524222 Fax: 082-524224 Tel: 03-8024 2287 Fax: 03-8024 2320
E-mel: info@mysarawakmetro.com E-mel: admin@ere.com.my
13
01 INTRODUCTION
Section 1
INTRODUCTION
SECTION 1 : INTRODUCTION
1.1 PROJECT BACKGROUND

This Environmental Impact Assessment (EIA) is prepared for the “Kuching Urban
Transportation System (KUTS) Phase 1 – Samarahan Line (Line 1) and Serian Line
(Line 2)”, hereinafter referred to as “KUTS Phase 1”.
The KUTS Phase 1 will involve the construction and operation of two lines:
• Samarahan Line (Line 1) - Rembus to Hikmah Exchange (28.5 km; including 14

stations, one interchange station and one depot)
• Serian Line (Line 2) - Batu 12 to The Isthmus (24.5 km; including 13 stations, one
interchange station and one depot)
The KUTS will help transform Kuching into a dynamic and competitive city while
alleviating traffic congestion and enabling people to move efficiently from one place
to another. It will also create economic opportunities, enable trade, and facilitate
access to markets and services.
KUTS will utilize a hydrogen-powered Automated Rapid Transit (ART) system. The
ART is an innovative system which is a hybrid of a train, a bus and a tram. The ART
is trackless and runs on rubber tyres on dedicated lanes on normal road pavement,
and will be powered by hydrogen fuel cells.
The Project is described in detail in Section 5.
1.2 PROJECT LOCATION

The Samarahan Line (Line 1) will commence in Kota Samarahan, opposite Kg.
Rembus (Rembus Provisional Station) and head in a west to northwest direction for
approx. 28.5 km before terminating at Station SM 14, near Hikmah Exchange. Line 1
will travel mostly along the road medians of the Kuching-Samarahan Expressway,
Jalan Canna, Jalan Wan Alwi, Jalan Batu Lintang, Jalan Tun Ahmad Zaidi Adruce
and Jalan Haji Taha. Most of Line 1 will be elevated (67%), while 27% will be at-grade
and 6% will be underpasses at existing roundabouts.
Section 1 Introduction 1-1

The Serian Line (Line 2) will commence at Batu 12 (Station SR 1), adjacent to
Kompleks Jabatan Pengangkutan Jalan (JPJ) and head north for about 24.5 km
towards The Isthmus (Station SR 13), near the Borneo Convention Centre Kuching.
Line 2 will also mostly travel along the road medians of Jalan Kuching-Serian, Jalan
Penrissen, Jalan Lapangan Terbang, Jalan Tun Jugah, Jalan Tun Razak, Jalan Datuk
Marican Salleh and Jalan Keruing. Line 2 will almost entirely be elevated (96%) with
only 4% at-grade.
There will be a total of 28 stations (including one provisional station on Line 1 and
one interchange station) serving the KUTS ART Phase 1. Both Line 1 and Line 2 will
intersect at Simpang Tiga where the interchange station (Station IS 1) is proposed
adjacent to the Wisma Persekutuan public carpark.
Both lines will collectively traverse areas under the jurisdiction of four local councils,
namely, Majlis Perbandaran Kota Samarahan, Majlis Perbandaran Padawan, Majlis
Bandaraya Kuching Selatan and Dewan Bandaraya Kuching Utara. The details on
line lengths and the coordinates of the start and end points are shown in Table 1-1,
Table 1-2 and Figure 1-1.
Table 1-1 : Lengths of Line 1 and Line 2

At-grade Elevated Underpass Total
Line
(km) (km) (km) (km)
Line 1: Rembus to Hikmah 7.7 19.2 1.6
28.5
Exchange (27%) (67%) (6%)
1.1 23.4 0.0
Line 2: Batu 12 to The Isthmus 24.5
(4%) (96%) (0%)
Total 8.8 (17%) 42.6 (80%) 1.6 (3%) 53.0
Table 1-2 : Project Location (Start and End)

Line Latitude Longitude
Line 1 Start 1°29'31.66"N 110°29'9.41"E
Line 1 End 1°33'28.03"N 110°20'28.28"E
Line 2 Start 1°24'16.14"N 110°20'15.28"E
Line 2 End 1°33'47.87"N 110°24'9.91"E
1-2 Section 1 Introduction

1.3 PROJECT PROPONENT
The Project Proponent is Sarawak Metro Sdn. Bhd. (SMSB), a wholly owned
subsidiary of Sarawak Economic Development Corporation (SEDC). SMSB was
established as a special purpose vehicle for undertaking the KUTS Project and is the
asset owner of the KUTS Project.
Enquiries about the Project may be directed to:

Tel: 082 – 524 222
Fax: 082 – 524 224
Email: zafrin.z@mysarawakmetro.com
Contact Person: Ir. Hj. Zafrin Bin Zakariah
1.4 EIA CONSULTANT

The Consultant undertaking the Environmental Impact Assessment study is a
consortium comprising of:
EMS Progress Sdn Bhd - ERE Consulting Group Sdn Bhd – CGB Consultants Sdn
Bhd
Ground Floor, Lot 3092 & 3093,
Block 10, KCLD, Wisma Ng Aik Oh,
2 ½ Mile, Rock Road,
Tel: 03 – 8024 2287 (Selangor) / 082 – 415 149 (Kuching)
Fax: 03 – 8024 2320 (Selangor) / 082 – 425 149 (Kuching)
Email: lhl@ere.com.my / ems_progress10@yahoo.com
Contact Person: Lee Hwok Lok / Rebecca David Musa
The EIA team members are listed in the Consultant’s Declaration.

1.5 LEGAL REQUIREMENT
The KUTS ART Phase 1 is a prescribed activity under the Second Schedule of the
Environmental Quality (Prescribed Activities) (Environmental Impact Assessment)
Order 2015 and Section 34A of the Environmental Quality Act 1974 which stipulates
that an Environmental Impact Assessment (EIA) report is required to be submitted
to the Director-General of Environmental Quality for review and approval prior to
Project implementation. The prescribed activity is:
Prescribed Activity 16 – Transportation

(a) Construction of new routes or branch line for a mass rapid transport
project.
The Project is also a prescribed activity pursuant to the Natural Resources and
Environmental Ordinance (NREO), under Item 7 of the First Schedule of the Natural
Resources and Environment (Prescribed Activities) Order, 1994 which is defined as
follows:
Item 7: Any other activities which may damage or have an adverse impact on
quality of environment or natural resources of the state.
The Project falls under this item as it will involve major physical works such as site
clearing, earthworks (cut & fill), including piling during the construction of viaducts,
bridges and underpasses. A separate EIA will be submitted to Natural Resources and
Environment Board (NREB) Sarawak for approval.
1.6 STATE PLANNING AUTHORITY

The State Planning Authority (SPA) is the main planning authority in Sarawak where
one of the functions of SPA is to consider and approve plans for the sub-division and
development of land1. According to Part X, Section 230 of the Sarawak Land Code
1958, sub-division and development of land is prohibited without the approval of
SPA.
The KUTS ART Project has been approved by SPA as per letter received from Ibu
Pejabat Tanah dan Survei Sarawak dated 4th May 2021 (Appendix AP-C2). The
proposed alignment corridor has also been gazetted under Section 47 of the Sarawak
Land Code.
It is to be noted that Sarawak is not bound by the Town and Country Planning Act
1976 and as such this Project will not need to be tabled to the National Physical
Planning Council (Majlis Perancang Fizikal Negara).
1 Land Code Chapter 81 (1958 Edition)

1.7 CONFORMANCE TO DEVELOPMENT PLANS
The KUTS Project is in line with a number of development plans and policies at the
international, national and state levels.
1.7.1 United Nations Sustainable Development Goals
The United Nations Sustainable Development Goals are a set of 17 goals and 169
targets aimed at steering the world towards a path of resilience and sustainability by
2030. The goals and targets are integrated, indivisible and balance the three elements
of sustainable development which are economy, society and environment. The two
relevant goals and targets that correspond to the KUTS Project are elaborated below.
Goal 7: Ensure Access to Affordable, Reliable, Sustainable and Modern Energy for all
Target 7.B calls for expanding infrastructure and
upgrading technology for supplying modern and
sustainable energy services in developing countries by
2030. The KUTS ART Phase 1 will enable commuters to
switch from private transport to a more energy efficient
and sustainable public transport. This switch in
transport mode will reduce the number of road-based
vehicle trips thus lowering overall greenhouse gas
emissions resulting in an improvement to local air
quality. Furthermore, the ART system will be powered
by hydrogen fuel cell, which is a clean energy source
with minimal carbon emissions.
Goal 11: Make Cities and Human Settlements Inclusive, Safe, Resilient and
Sustainable
Target 11.2 calls for the provision of access to safe,
affordable, accessible and sustainable transport systems
for all by 2030. The KUTS ART Phase 1, with its two
lines and 28 stations located along major roads in
Kuching will make it easily accessible and be able to
serve a wide community of users. This will encourage
the public to switch from private vehicles to public
transport which leads to a reduction in road traffic
volume and road accident risk, thus providing a safer
mode of transport. The ART system powered by
hydrogen fuel cells will have a lower carbon footprint,
making it a sustainable mode of transport.

1.7.2 Eleventh Malaysia Plan 2016 – 2020
The Eleventh Malaysia Plan (11MP) is Malaysia's five-year development plan

towards realising the goal of Vision 2020. The preparation of the plan is based on the
National Development Strategy of Malaysia which focuses on the development of a
people-based economy and capital-based economy with the implementation of high
impact projects. The 11MP has six strategic thrusts (Chart 1-1).
Chart 1-1 : Thrusts of 11MP
The KUTS ART, as a public transport project powered by hydrogen which has
minimal greenhouse gas emissions, will be in line with two specific thrusts:
• Pursuing Green Growth for Sustainability and Resilience
• Strengthening Infrastructure to Support Economic Growth
1.7.3 National Transport Policy 2035
The vision of National Transport Policy 2035 (NTP 2035) is based on the Sustainable
Transportation Principle which is to develop a sustainable transport sector that
accelerates economic growth and supports the well-being of the rakyat in line with
an advanced nation status. NTP 2035 consists of five (5) Developmental Thrusts
(Chart 1-2) and 23 Implementation Strategies.

Chart 1-2 : Thrusts of National Transport Policy 2035
Thrust 1 : Strengthen Governance Towards a Conducive Environment in the

Transport Sector
Thrust 2 : Optimizing, Developing, and Maintaining Infrastructure, Services and

Transportation Network to Maximize Efficiency
Thrust 3 : Enhancement of Security, Integration, Connectivity and Accessibility

Aspects to Ease Traffic Flow
Thrust 4 : Moving Forward Towards Green Transportation Ecosystem
Thrust 5 : Expansion of the Global Footprint and Promotion of the

Internationalization of Transport Services
The KUTS project will help realize all five Developmental Thrusts of the NTP 2035
especially in Thrusts 3 and 4 where increased connectivity and sustainable
technologies will be applied.
1.7.4 Sarawak Socio-Economic Transformation Plan 2030
The main purpose of this plan is to ensure Sarawak achieves a high income and
developed status by 2030. It covers all sectors of the economy including the
development and introduction of roads, airports, ports, water, electricity,
telecommunications, information and technology, healthcare, and education
infrastructure.
This plan will minimize the developmental discrepancies between Peninsular

Malaysia and East Malaysia, so that Malaysia as a whole can work together towards
a developed nation in the near future.
One key element in the plan involves Urban Redevelopment (Chart 1-3) which
includes the provision of an integrated public transport system and new service
industries. The KUTS Project will be in support of the initiative by improving
connectivity within Kuching which can promote growth of various industries along
its routes.

Chart 1-3 : Sarawak Socio-Economic Plan Initiatives
1.7.5 Sarawak Digital Economy Strategy 2022
The Sarawak Digital Economy Strategy 2022 is a document that spells out the vision,
mission, and 47 strategic actions to be implemented and improved on Sarawak’s
digital economy journey. This strategy aims to accelerate Sarawak’s economic
growth, reduce socio-economic divide and increase employment of youth via digital
connectivity.
Strategic Action 17 under the Smart City Category aims to establish comfortable and
safe mobility for commuters using smart technologies. Programme examples include
integrated transport System for Kuching, intelligent route selection, smart traffic
light, smart parking, digital information signage, smart buses, Bus Information
System (BIS), LRT and electric vehicles. The KUTS project is in line with this strategic
action and can seamlessly incorporate these new technologies into its system. This
will also help realize the aspiration towards a Smart City status for Kuching.

Chart 1-4 : Example of Intelligent Transport System
Source: Sarawak Digital Economy Strategy, 2022
1.8 ENGAGEMENTS WITH STAKEHOLDERS

Various state agencies, technical departments and interested parties were engaged
throughout the course of the EIA to obtain feedback on the Project (Table 1-3).
Table 1-3 : Engagements

No. Agency Date
1 Department of Environment Sarawak 13/08/2020
2 Department of Environment Headquarters 18/08/2020, 10/11/2020
Department of Irrigation and Drainage
3 05/10/2020, 01/12/2020
Sarawak
4 Kuching Water Board 24/10/2020
5 Sarawak Energy Berhad 24/10/2020, 27/11/2020
6 Sewerage Services Department Sarawak 24/10/2020
7 Telekom Malaysia Sarawak 24/10/2020, 09/11/2020
Natural Resources and Environment Board
8 5/11/2020
Sarawak
Ministry of Urban Development and Natural
9 17/11/2020
Resources
24/10/2020, 19/11/2020,
10 Public Works Department of Sarawak
26/11/2020, 15/12/2020
Department of Mineral and Geoscience
11 23/11/2020
Malaysia, Sarawak
12 Ministry of Transport Sarawak 26/11/2020
13 Department of Agriculture Sarawak 26/11/2020
14 Cahya Mata Sarawak Berhad (CMS) 03/12/2020

No. Agency Date
15 Sarawak Forestry Corporation 02/02/2021
16 Civil Aviation Authority Malaysia 08/02/2021
17 Kuching Sentral Management 12/04/2021
18 Ministry of Utilities Sarawak 10/05/2021
19 Malaysian Nature Society 12/05/2021
During the Terms of Reference Adequacy Check (TORAC) meeting on

10th November 2020, various agencies (Table 1-4) had provided feedback (written
and verbal) with regards to the Project and the Terms of Reference. The EIA has been
carried out taking cognizance of all the comments received.
Table 1-4 : Agencies that Attended TORAC and Provided Comments

No. Agency
1 Department of Environment Headquarters
2 Department of Environment Sarawak
3 Ministry of Transport Malaysia
4 Ministry of Urban Development and Natural Resources
5 Department of National Heritage
6 Sarawak Rural Water Supply Department
7 Land and Survey Department Sarawak
8 Road Transport Department Sarawak
9 Forest Department Sarawak
10 Sarawak Forestry Corporation
11 Natural Resources and Environment Board Sarawak
12 Sarawak Rivers Board
13 Majlis Bandaraya Kuching Selatan
14 Majlis Perbandaran Padawan
15 Majlis Perbandaran Kota Samarahan
16 Malaysian Nature Society
17 Department of Mineral and Geoscience Malaysia, Sarawak
1.9 SENSITIVE RECEPTORS

Both Line 1 and Line 2 will travel mostly along existing road medians and road
shoulders and will pass by various types of land uses. The types of sensitive receptors
along the alignments are:
• Residential areas
• Commercial and industrial establishments
• Schools and institutions
• Heritage items
• Riparian mangrove
These sensitive receptors and potential impacts to them are described in Section 7.


2,070,000 2,075,000 2,080,000 2,085,000
AI SERAI Demak Laut
Ja
SUN G NG
GAI BON
Industrial
la
S A N TU
SU
Sarikei
Petra Jaya
Ak
Park
se
sF
Dem
J South
AC Jalan Dipl o
ak ala
Ja
La n China Sea
lan
ut
Se m
ko
Ba
5,175,000
5,175,000
a ri k Kuching
ang ba
Jalan Bako m
Ta
Jalan Tun Kota
ma
an Samarahan
Abdul Rahm Bintawa
Barra g
tik
ge
in
Jalan
S A R AWA K
Kuch
Jalan
Industrial
Jentera
Sri Aman
Tekad
Jalan
Mat J ala ana Estate
a n Jalan n A st Daya
r u alan
g Baru
SR12 SR13
ing
Jalan Tun S
J
n
la rak alahud
J a ma din Ke
Se SM14
Ja
la
Pending Indonesia
Jala bau
n
Mer
Ba Mai
za n Jal Industrial
n
Kg Bandarshah ar A n
a SUNG
AI SAR
A WAK
Estate
ng
el
Haji Ope g
Jalan
b
l
an
Satok
Jalan Tun Ab
Gan Swee g SR11

Jalan P endin Jalan
Jalan n
Perim
Cho Garden Sekama
Gree
at
Rikett Muara Tabuan Light
Kenyalang GAI TABU
Estate
N
SM13 UN A Industrial Park
5,170,000
5,170,000
Park
N S
Setia Raja
Jalan
IS1 SR10
B ITA
Min Chu
I
SM12 SM11 Taman
S U NG A
Garden
BA
SM9 NG
TA
Muara SA
SR9
k
MA
R oc
Tabuan Sama Jaya Free RA H AN

Taman Tabuan SM8 Sama
Jala Industrial Zone
n
a Phoning Jaya Jaya Nature

Kaw Taman
atu Reserve
Jalan Datuk Tawi Sli
Jala
nB SR8
Seng Tabuan Taman LO
Goon Heights Swee Li
BA BATU
BE
SM7 LA
T
n St u tong
Jala
Dat
uk SR7
Ja lan tapha I BA
B andar M u
s GA YO R REMBUS
SUN
SM6
Bar
u
Riveria (PROVISIONAL)
5,165,000
5,165,000
g
Jalan Stuton REMBUS DEPOT
Pusat
Taman Sarmax Jantung Kg Rembus
SR5 SR6 Sarawak
City Garden
Uni-Central SM5
Kota Sentosa AP
hing SU NGA I KU
Kuc au Kota
la
n -B UNIMAS Samarahan
Ja
SR4 SM4 Taman
Kem Melaban SM2 SM1
Shan Bang
Jalan Liu
Penrissen Kg Sigitin
SM3 Taman
Kg Sarakan Desa Ilmu
Kg Sg Empit
5,160,000
5,160,000
Melayu
Taman
SR3
J al
Hillview ohamad Mus a an

G kM En SUNGAI TUANG
G
O
EM E N Ja l an Da t u tin
IS g an Kg Meranek
GA
SU N Taman
Emas
SR2
Name Longitude Latitude

Kompleks
Start of Line 1 110°29'9.41"E 1°29'31.66"N
Perumahan SUN GAI IBON
G
TUDM SR1 End of Line 1 110°20'28.28"E 1°33'28.03"N

N an g
in
ch r
RA
Ku gka
SU
NG NG
E Start of Line 2 110°20'15.28"E 1°24'16.14"N
I PA Li
n
AI
5,155,000
5,155,000
BATU 12 DEPOT lan ar
A
BIRE H Ja Lu End of Line 2 110°24'9.91"E 1°33'47.87"N

U NG
SI
Semenggoh S
Ku
ch J
Nature i ng alan
NAI -Se
AI S rian
I
Reserve
G
UN
S Samarahan Line (Line 1) Serian Line (Line 2) Local Council

Proposed Depot Proposed Depot Majlis Perbandaran Padawan
Majlis Perbandaran Kota Samarahan
Proposed Station Proposed Station
Dewan Bandaraya Kuching Utara
a k Bor n eo
Proposed Alignment (At-grade) Proposed Alignment (At-grade)

Majlis Bandaraya Kuching Selatan
Proposed Alignment (Elevated) Proposed Alignment (Elevated)
nc
Proposed Alignment (Underpass) Interchange Station

Pu
lan
Ja
2,070,000 2,075,000 2,080,000 2,085,000
o
Legend Date 27-04-2021
Project No EJ 688
Public Park and Nature Produced by HMZ
Reserve
Overview of KUTS Samarahan Revision A
1:114,000 @ A4 size paper
0 0.5 1 2 3 Major Road Line (Line 1) and Serian Line
km Minor Road
(Line 2) - Phase 1 FIGURE 1-1
Coordinate System:
GCS Timbalai 1948
Page units Meter River
Disclaimer: This map is produced solely for its intended purpose only. All reasonable care has been taken to ensure that the information presented here is accurate, subject to the availability and quality of data sources used.
There is however no guarantee that this map is free from errors or omissions. Its use for any other purposes is therefore at the sole risk of the user.
\\192.168.1.6\gis\GIS-Data\Project\EJ 688 EIA & SIA KUTS\Maps\APRX\EIA KUTS\EIA KUTS HMZ Ch 1-5.aprx (KUTS Overview)
Source: ERE Consulting Group (2021), Earthstar Geographics
02 TERMS OF REFERENCE OF EIA
Section 2
TERMS OF REFERENCE OF EIA
SECTION 2 : TERMS OF REFERENCE OF EIA
2.1 INTRODUCTION
The Terms of Reference (TOR) and Environmental Scoping Information (ESI) was
submitted to the Department of Environment Headquarters (DOE HQ) on
12th October 2020 and the TOR Adequacy Check (TORAC) meeting was held on
10th November 2020.
Subsequently, the Revised TOR & ESI was submitted to DOE HQ on 27th November
2020, following which the TOR was endorsed by DOE HQ on 9th December 2020 via
endorsement letter reference JAS.600-2/21/9 (14), attached at the end of this section.
Table 2-1 to Table 2-3 list down the various comments received during the TOR
review, and the EIA Consultant’s and Project Proponent’s corresponding responses.
The comments received consist of:
a) Written Comments from Agencies, Technical Departments and Appointed

Individuals (Table 2-1)
b) Official Minutes of TORAC Meeting from DOE HQ (Table 2-2)
c) Conditions stated in DOE HQ’s TOR Endorsement Letter (Table 2-3)
The EIA study has been carried out taking into cognizance all the comments received
and conditions contained in the TOR endorsement letter.
Section 2 Terms of Reference of EIA 2-1

2-2 Section 2 Terms of Reference of EIA

Table 2-1 : Written Comments from Agencies, Technical Departments and Appointed Individuals
MUKA SURAT
ITEM ULASAN MAKLUMBALAS PENGGERAK PROJEK & PERUNDING
DALAM EIA
A. Jabatan Mineral Dan Geosains Malaysia, Sarawak
1 Laporan siasatan tanah (S.I.; soil investigation) hendaklah Penggerak Projek mengambil maklum. -
dilaksanakan secara menyeluruh sepanjang jajaran landasan Siasatan tanah (soil investigation; SI) akan dilaksanakan di sepanjang jajaran
sebelum sebarang pembangunan fizikal dimulakan. di peringkat rekabentuk awal dan terperinci, sebelum sebarang
Laporan hasil siasatan tanah (S.I.) yang akan dijalankan pembangunan fizikal dimulakan. Laporan SI akan dijadikan sebagai asas
hendaklah dijadikan asas dalam penyediaan laporan dalam penyediaan Laporan Geoteknikal.
geoteknikal kelak. Laporan ini sangat penting sebagai
panduan sebelum kerja-kerja tanah dapat dijalankan. Ini
kerana projek ini membabitkan pembinaan bangunan dan
landasan bertingkat yang memerlukan struktur pendasaran
yang kuat.
2 Sesalinan laporan S.I. hendaklah juga dikemukakan kepada Penggerak Projek akan mengemukakan satu salinan Laporan SI kepada -
kami untuk ulasan dan rekod. pihak JMG untuk ulasan dan rekod pihak JMG.
3 Bagi kerja-kerja penambakan tanah, pihak pemaju Penggerak Projek mengambil maklum dan akan mengikuti prosedur, -
hendaklah mengikut prosedur, arahan teknikal dan arahan teknikal dan garispanduan yang relevan dan yang ditetapkan oleh
garispanduan yang relevan bagi mencapai tahap pihak JMG dan memastikan segala keperluan pihak JMG dipatuhi
keselamatan kawasan tambak yang terbaik. Kami sepenuhnya.
beranggapan pihak pemaju telah mematuhi prosedur,
arahan teknikal dan garispanduan ini. Ini bagi menjamin
kawasan tambakan ini benar-benar stabil sebelum sebarang
pembangunan fizikal dimulakan. Selain itu pemaju juga
dicadangkan menggunakan kaedah mampatan (compacter)
semasa kerja-kerja penambakan bagi membantu tanah
menjadi padat dan stabil dengan lebih cepat.
4 Jika terdapat sebarang kerja-kerja peletupan batuan Penggerak Projek akan memaklumkan kepada pihak JMG sekiranya -
sepanjang jajaran landasan hendaklah dimaklumkan kepada terdapat sebarang kerja peletupan di sepanjang jajaran.
pihak kami.

MUKA SURAT
DALAM EIA
5 Kami beranggapan pihak pemaju & kontraktor akan Penggerak Projek mengmabil maklum. Penggerak Projek serta pihak -
bertanggungjawab sepenuhnya dalam mematuhi sebarang kontraktor akan bertanggungjawab dan mematuhi segala kerperluan bagi
cadangan oleh pihak perunding bagi memastikan memastikan pembangunan Projek yang selamat.
pembangunan yang selamat.
6 Jabatan ini tiada halangan terhadap cadangan projek ini Penggerak Projek mengambil maklum. -
dengan mengambil kira perkara-perkara yang telah
dikemukakan.
B. Majlis Perbandaran Padawan (MPP)
1 Cadangan Stesen Kota Padawan di Line 2 adalah di bawah Penggerak Projek dan Perunding mengambil maklum. 5-16
kawasan pentadbiran MPP dan bukan di bawah Majlis Cadangan Stesen SR 2 (Kota Padawan) berada di bawah kasawan
Perbandaran Kota Samarahan. pentadbiran Majlis Perbandaran Padawan (MPP) seperti yang
ditunjukkan di dalam Figure 1-1 dan Table 5-11 dalam Laporan EIA.
2 Dicadangkan TOR ini dapat merangkumi impak sosial Penggerak Projek dan Perunding mengambil maklum. Rujukan boleh 5-18
berhubung dengan cadangan tapak Park & Ride (sepatutnya dibuat kepada Laporan EIA Section 5.4.3 (Station Facilities) dan Section 5-19
ada) dan juga jaringan pejalan kaki dari kawasan sasar 5.4.4 (Station Accessibility) yang menunjukkan fasiliti-fasiliti yang akan
pengguna ke stesen ART. disediakan di Stesen ART serta jenis laluan pejalan kaki (pedestrian
walkway) yang dicadangkan. Selain itu, perkhidmatan pengantara (feeder
bus) juga akan disediakan bagi memastikan perkhidmatan ART dapat
beroperasi secara menyeluruh. Perkhidmatan pengantara akan disediakan
dalam lingkungan 2 km radius dari Stesen ART.
Kemudahan Park and Ride dan jaringan pejalan kaki (pedestrian accessibility)
akan dikaji dan dinilai pada peringkat rekabentuk awal dan terperinci.
C. Pn. Wong Suh Chuen (Soil Erosion & Sedimentation)
1 Jadual T-8: Assessment Standards, dalam Laporan TOR – Pihak Perunding mengambil maklum. Table T-7 dalam Laporan TOR -
MSMA Edisi Ke-2 hanya boleh digunapakai di Semenanjung telah dikemaskini di mana, MSMA Edisi Pertama, 2000 telah ditambah.
Malaysia dan bukan di Malaysia Timur. Bagi Malaysia
Timur, MSMA 2000 Edisi Pertama boleh digunapakai. Penilaian kesan hakisan tanah dan pemendapan telah dijalankan dengan 7-9
menggunakan Universal Soil Loss Equation (USLE) dan Modified Universal
Soil Loss Equation (MUSLE) untuk menentukan risiko hakisan tanah dan

MUKA SURAT
DALAM EIA
hasil sedimen di tapak Projek, seperti yang dijelaskan dalam Laporan EIA,
Section 7.4.1.2 (Soil Erosion and Sedimentation Assessment Method).
Penilaian kesan hakisan dan pemendapan dijalankan dengan
berpandukan:
• Guidelines on Land Disturbing Pollution Prevention and
Mitigation Measures (LD-P2M2) (DOE, 2017)
• Guideline for Erosion and Sediment Control in Malaysia (DID,
2010)
• Sarawak Urban Stormwater Management (SUStoM) 2nd Edition
(DID Sarawak, 2017)
• Manual Saliran Mesra Alam (MSMA) 1st Edition (DID, 2000)
• Manual Saliran Mesra Alam (MSMA) 2nd Edition (DID, 2012)
2 Jadual 4-9: Location along Line 1 with Soils Associated with Peta Soil Series di sepanjang jajaran Line 1 dan Line 2 disediakan
Erosion Hazard. Diminta Pihak Perunding untuk berdasarkan Soil Maps of Sarawak, Department of Agriculture, Sarawak, 2004
menyediakan peta Erosion Hazard Map superimposed with the yang menunjukkan main characteristics, terrain dan capability (limitations)
alignment. bagi soil series. Peta tersebut boleh dirujuk di Laporan TOR dan Laporan
EIA:
• Laporan TOR; Figure 4-6 (Soil Series Along Samarahan (Line 1) -
and Serian (Line 2))
• Laporan EIA; Figure 6.3-3 (Soil Series Along Samarahan (Line 1) 6-5
• Laporan EIA; Figure 7.4.1-1 dan Figure 7.4.1-2 7-9
3 Section 6.4: Erosion Risk
(a) Tajuk Section sepatutnya digantikan dengan Erosion a) Tajuk Section 6.4 telah dinamakan semula dalam Laporan TOR yang -
and Sedimentation Risk. dikemaskini.
(b) Sila berikan sources of input data bagi pengiraan USLE b) Sources of input data bagi pengiraan USLE dan MUSLE adalah seperti -
dan MUSLE yang disenaraikan di Jadual 6-3 dalam Laporan TOR yang
dikemaskini.

MUKA SURAT
DALAM EIA
(c) Sila nyatakan scenario bagi penilaian impak. c) Penilaian impak telah dilaksanakan bagi empat scenario iaitu (i) 7-9
sebelum pembinaan, (ii) semasa pembinaan tanpa langkah-langkah
mitigasi, (iii) semasa pembinaan dengan langkah-langkah mitigasi
dan (iv) selepas pembinaan. Rujukan boleh dibuat kepada Laporan
EIA Section 7.4.1.2 (Assessment Method) dan Section 7.4.1.3
(Results and Discussion).
(d) Penilaian harus berdasarkan lembangan / tadahan d) Penilaian impak telah dijalankan berdasarkan lembangan sungai (sub 7-7
sungai dan mengambilkira carrying capacity sungai catchement), seperti yang dijelaskan dalam Laporan EIA Section 7.4.1
penerima. (Soil Erosion and Sedimentation)
4 Komitmen dari Pihak Penggerak Projek untuk menyediakan Penggerak Projek mengambil maklum dan akan memberi komitmen 9-9
dana untuk melaksanakan P2M2 dan penyelenggaraan, sepehnuhnya untuk melaksanakan P2M2 seperti dijelaskan dalam
termasuk penyediaan EMP, audit, pemantauan dan Laporan EIA Section 9.8.2 (Environmental Budgeting).
kecemasan hendaklah dinyatakan dalam Laporan EIA. Komitmen Penggerak Projek dari segi penyediaan Laporan EMP, audit 9-1
dan pemantauan juga dijelaskan dalam Laporan EIA Section 9
(Environmental Management Plan).
D. Jabatan Hutan Sarawak
1 Berdasarkan semakan Jabatan ini berkenaan status guna Penggerak Projek dan Pihak Perunding mengambil maklum. -
tanah, didapati jajaran bagi cadangan projek ‘KUTS Phase 1’
adalah tidak terletak dalam mana-mana kawasan yang
komited di bawah Jabatan Hutan Sarawak.
2 Terdapat seksyen jajaran yang akan merentasi kawasan Jajaran yang akan melalui hutan paya bakau di Sg. Kuap akan dibina 8-40
hutan paya bakau (mangrove forest) yang terletak di dalam bentuk jambatan (viaduct) di mana ia akan mengurangkan kawasan
sepanjang tebing Jambatan Sungai Kuap (berhampiran hutan paya bakau yang terlibat semasa pembinaan Projek. Selain itu,
sempadan pentadbiran Bahagian Kuching dan Bahagian langkah-langkah pembersihan hutan paya bakau secara berfasa akan
Samarahan). dijalankan untuk mengurangkan kesan gangguan dan fragmentasi kepada
Oleh yang demikian, Jabatan ini berpendapat supaya kawasan paya bakau. Langkah-langkah mitigasi seperti yang dinyatakan
langkah-langkah mitigasi bagi meminimakan impak dalam Laporan EIA Section 8.3.7 (Ecology) akan dilaksanakan semasa
pembangunan projek ini terhadap kawasan hutan paya fasa pembinaan Projek.
bakau di sepanjang tebingan sungai berkenaan adalah amat

MUKA SURAT
DALAM EIA
perlu terutamanya semasa kerja-kerja pembersihan tapak
dan pembinaan projek tersebut.
3 Pembersihan kawasan hutan paya bakau hendaklah Penggerak Projek mengambil maklum. Seperti yang dijelaskan dalam 8-40
dihadkan di dalam kawasan yang telah diluluskan untuk Laporan EIA Section 8.3.7 (Ecology), pembersihan kawasan hutan paya
projek sahaja atau apabila terdapatnya keperluan bagi bakau akan dihadkan di dalam kawasan Right of Way (ROW) jajaran Projek
tujuan akses ke tapak projek dengan merentasi kawasan sahaja.
hutan paya bakau yang terletak di luar lokasi tapak projek.
4 Hutan paya bakau adalah sangat penting dalam Penggerak Projek mengambil maklum. Seperti yang dijelaskan dalam 8-40 & 8-41
mengurangkan kesan hakisan tanah di sepanjang tebingan Laporan EIA Section 8.3.7 (Ecology), penanaman semula bagi pokok
sungai dan kawasan sekitarnya. Penanaman semula pokok bakau yang telah terosot akibat pembangunan Projek ini akan
bakau bagi kawasan yang telah terosot (degraded areas) akibat dilaksanakan apabila fasa pembinaan Projek diselesaikan. Penggerak
projek ini serta pemantauan berkala setelah projek siap Projek juga akan mengadakan perbincangan selanjutnya bersama Jabatan
harus dilaksanakan bagi memastikan kesan hakisan tanah di Hutan Sarawak serta pemantauan berkala setelah projek siap oleh
sepanjang tebingan sungai yang terjejas adalah dalam Penggerak Projek bagi memastikan kesan hakisan tanah di sepanjang
keadaan terkawal. tebingan sungai yang terjejas adalah dalam keadaan terkawal.
E. Lembaga Sungai-Sungai Sarawak
1 Tiada halangan ke atas TOR Projek KUTS Phase 1. Kajian EIA telah mengenal pasti sungai-sungai yang akan direntasi oleh 6-33
Walaubagaimanapun, jika sekiranya terdapat cadangan jajaran Projek KUTS Phase 1 seperti yang disenaraikan di dalam Laporan
rentasan laluan KUTS ini di sungai-sungai utama yang EIA Section 6.6.2 (River Crossings, Table 6.6-3 dan Figure 6.6-1).
dibawah warta Sarawak Rivers Ordinance, 1993 (contohnya Kesemua lima sungai yang dikenalpasti diwartakan di bawah The Sarawak
Sungai Kuap, Sungai Bitan, Sungai Tabuan, Sungai Rivers Ordinance 1993 and Major Tributaries.
Semenggoh dan Sungai Sarawak) haruslah mendapatkan Penggerak Projek akan memaklumkan kepada Lembaga Sungai-Sungai
kelulusan daripada Controller, Lembaga Sungai -Sungai Sarawak mengenai sungai-sungai utama yang akan direntasi oleh jajaran
Sarawak. Projek pada peringkat rekabentuk terperinci dan juga akan mendapatkan
kelulusan yang diperlukan daripada Controller, Lembaga Sungai-Sungai
Sarawak sebelum kerja pembinaan di tapak bermula.
2 Uuntuk mesyuarat yang akan datang adalah mohon agar Penggerak Projek mengambil maklum. Satu sesi perbincangan telah Appendix C
Kementerian Pengangkutan Sarawak (MoTS) turut dijemput diadakan bersama Kementerian Pengangkutan Sarawak dan Jabatan Kerja
memandangkan kementerian tersebut ada bahagian yang Raya Sarawak pada 26 November 2020 secara atas talian melalui aplikasi
berkaitan dengan pengangkut darat.

MUKA SURAT
DALAM EIA
Zoom. Nota perbincangan tersebut boleh dirujuk di dalam Laporan EIA
Appendix C.
F. Malaysia Nature Society
1 Terdapat tiga (3) Important Bird and Biodiversity Areas (IBAs) Ketiga-tiga IBA ini terletak lebih daripada 6 km dari jajaran Projek KUTS 6-110
di sekitar jajaran yang dicadangkan iaitu, Talang-Satang Phase 1, dan oleh itu tidak akan terjejas oleh pembinaan dan operasi Projek
National Park (MY36), Bako-Buntal Bay (MY37) dan Bau KUTS (rujukan boleh dibuat kepada Laporan EIA Section 6.11.4.2 dan
limestone (MY38) yang masing-masing terletak kira-kira 10 Figure 6.11-1).
km, 35 km, dan 25 km dari jajaran yang dicadangkan.
Dengan itu, kami ingin mencadangkan supaya Pihak Kebanyakkan daripada jajaran Projek KUTS Phase 1 akan melalui kawasan 5-30
Perunding EIA untuk melibatkan seorang pakar Burung bandar (built-up urban areas) dan akan berada di dalam rizab jalan raya 3-6
dalam Pasukan Perunding EIA untuk menentukan potensi sedia ada, dan tidak melibatkan kerja tanah yang besar. Ketiga-tiga
kesan projek kepada spesies burung. kawasan IBA ini dipisahkan dari Projek KUTS dengan infrastruktur
seperti jalan raya dan lebuh raya serta kawasan perumahan, kawasan
komersial dan kawasan perindustrian. Pembinaan guideway ART adalah
serupa dengan pembinaan laluan jalan raya atas-tanah (at-grade) dan
bertingkat (elevated) (rujukan boleh dibuat kepada Laporan EIA Section
5.7.5 (Construction Methods)). Selain itu, KUTS ART akan dikuasakan
oleh hydrogen fuel cell di mana tiada keperluan untuk talian elektrik
bertingkat (overhead electric cables) (boleh rujuk Laporan EIA Section 3.2.2).
2 Walaupun cadangan projek ini tertumpu di kawasan bandar Berdasarkan semakan Jabatan Hutan Sarawak, jajaran Projek KUTS Phase 6-101
dan hanya melintasi beberapa kawasan hijau seperti 1 tidak terletak dalam mana-mana kawasan yang komited di bawah
kawasan paya bakau, Sama Jaya Forest Park and Semenggoh Jabatan Hutan Sarawak. Projek ini juga tidak akan merentasi mana-mana
Nature Reserve, etc. ia masih terlalu awal untuk kawasan Totally Protected Areas di bawah National Parks and Nature Reserves
menyimpulkan bahawa hanya kesan minimum dijangka Ordinance 1998 (rujukan boleh dibuat kepada Laporan EIA Section 6.11
terhadap spesis flora dan fauna. (Ecology)).
Banyak spesies flora dan fauna ditemukan di kawasan
tanaman hijau, seperti yang dinyatakan dalam Laporan Senarai flora dan fauna berdasarkan kaji selidik ekologi (ecological survey) 6-101
Environmental Scoping Information. Oleh itu, Detailed yang telah dijalankan boleh dirujuk dalam Laporan EIA (Appendix G). Appendix G
Biodiversity Index Assessment harus dimasukkan dalam TOR Semua flora dan fauna yang dikenalpasti termasuk flora dan fauna
dan dijalankan di kawasan hijau semasa kajian EIA. berdasarkan rujukan sekunder (secondary data) telah disemak dengan Wild

MUKA SURAT
DALAM EIA
Penilaian ini juga akan membantu mengenal pasti endemic Life Protection Ordinance 1998 dan IUCN Red List bagi menentukan status
and Endangered, Rare and Threatened (ERT) species. pemuliharaan masing-masing.
Penilaian impak ekologi telah dijalankan bagi kawasan-kawasan hijau 7-95

yang akan terjejas semasa pembinaan projek seperti pembersihan tanah di 8-40
kawasan cadangan lokasi depot serta kawasan paya bakau yang terletak
di tebing Sg. Kuap. Langkah-langkah mitigasi telah disyorkan di dalam
Laporan EIA (Section 7.4.7 dan Section 8.3.7).
3 Human-Wildlife Conflict (HWC) telah dikenal pasti sebagai Pihak Perunding berpendapat bahawa Pelan Pengurusan Hidupan Liar
kesan yang signifikan terhadap spesies flora dan fauna. Oleh yang terperinci adalah tidak diperlukan bagi Projek ini disebabkan kedua-
itu, Pelan Pengurusan Hidupan Liar yang terperinci (detailed dua jajaran Line 1 dan Line 2 tidak akan merentasi mana-mana kawasan
Wildlife Management Plan), yang merangkumi langkah- yang komited di bawah Jabatan Hutan Sarawak dan Totally Protected Areas
langkah mitigasi HWC, perlu dimasukkan dalam di bawah National Parks and Nature Reserves Ordinance 1998.
Environmental Management Plan dalam TOR dan / atau
EIA. Sama Jaya Nature Reserve terletak lebih kurang 200 m dari jajaran Line 1 8-40
manakala, Semengoh Nature Reserve terletak lebih kurang 670 m dari jajaran 8-72
Line 2 dan kedua-dua Nature Reserve ini dipisahkan dari jajaran Projek
KUTS Phase 1 dengan jalan raya, kawasan perumahan dan kawasan
komersial. Langkah-langkah mitigasi seperti pengurusan sisa buangan
semasa peringkat pembinaan dan operasi di tapak pembinaan dan
stesen/depot ART bagi mengurangkan kejadian human-wildlife conflict
telah dicadangkan (rujukan boleh dibuat kepada Laporan EIA Section
8.3.7 dan Section 8.4.6).
4 Walaupun jajaran Projek dijangka tidak akan mendatangkan Dijangkakan tiada spesies fauna liar di sepanjang jajaran ART oleh sebab 5-30
impak yang ketara terhadap spesies fauna semasa peringkat jajaran ART melalui kawasan bandar yang telah dibangunkan dan
operasi, kami ingin mencadangkan Pihak Perunding EIA kebanyakan jajaran ART terletak di dalam rizab jalan raya sedia ada dan
untuk juga melihat kemungkinan spesies fauna tidak akan melalui mana-mana kawasan yang komited di bawah Jabatan
menggunakan infrastruktur Projek ART untuk tujuan Hutan Sarawak dan Totally Protected Areas. Pembinaan guideway ART
menyeberang (crossing). adalah serupa dengan laluan jalan raya atas-tanah (at-grade) dan bertingkat

MUKA SURAT
DALAM EIA
(elevated) (rujukan boleh dibuat kepada Laporan EIA Section 5.7.5
(Construction Methods)).
5 Bunyi bising dan getaran yang dihasilkan semasa peringkat Berdasarkan kajian penilaian noise and vibration serta hasil noise modelling 7-167
operasi boleh mempengaruhi tingkah laku spesies fauna. yang dijalankan di sepanjang jajaran Line 1 dan Line 2, impak bunyi bising
Dengan itu, terdapat keperluan untuk mengambilkira semasa peringkat operasi Projek ART adalah minima (rujukan boleh
penilaian bunyi bising dan getaran terhadap spesies fauna dibuat kepada Laporan EIA Section 7.5.3). Ini kerana ART adalah trackless
dalam TOR dan/atau EIA. dan akan menggunakan roda getah yang menghasilkan bunyi yang lebih
rendah berbanding dengan LRT yang menggunakan tayar besi di atas trek.
Oleh itu, species fauna tidak akan terjejas oleh bunyi bising atau getaran
dari Projek ini.
6 Kami ingin mencadangkan Pihak Perunding EIA untuk Laporan Heritage Impact Assessment (HIA) telah disediakan bagi Projek 6-138
mengadakan rundingan bersama Sarawak Heritage Society KUTS Phase 1 dan telah dikemukakan kepada pihak Jabatan Muzium 7-128
supaya penilaian kesan-kesan yang berpotensi terhadap aset Sarawak pada Mei 2021 dan akan dikemukakan kepada Jabatan Warisan 7-234
warisan yang berdekatan boleh dijalankan dengan lebih Negara. Aset-aset warisan yang dikenalpasti dan yang dilaporkan dalam 8-58
baik. Laporan HIA adalah berdasarkan maklumbalas yang diterima daripada
Jabatan Warisan Negara, Jabatan Muzium Sarawak, Dewan Bandaraya
Kuching Utara, Majlis Bandaraya Kuching Selatan, Majlis Perbandaran
Kota Samarahan dan Majlis Perbandaran Padawan.
Aset-aset warisan yang disenaraikan di dalam Laporan EIA adalah aset
warisan yang terletak di dalam jarak 200 m dari jajaran Projek (rujukan
boleh dibuat kepada Laporan EIA Section 6.15 (Heritage Assets) dan
Table 6.15-2. Hasil penemuan daripada kajian HIA telah dimasukkan ke
dalam Laporan EIA di bawah Section 6.15, Section 7.4.11, Section 7.5.11
dan Section 8.3.11.
7 Kami ingin mencadangkan kepada Pihak Perunding EIA Semua flora dan fauna yang dikenalpasti semasa survey termasuk flora 6-101
untuk memasukkan conservation status spesies flora dan dan fauna berdasarkan rujukan sekunder (secondary data) telah disemak Appendix G
fauna, dengan merujuk kepada versi terkini ‘IUCN Red List dengan Wild Life Protection Ordinance 1998 dan IUCN Red List bagi
of Threatened Species’ dan ‘Malaysia Biodiversity menentukan status pemuliharaan masing-masing. Rujukan boleh dibuat
Information System (MyBIS)’. kepada Laporan EIA Section 6.11 dan Appendix G.

MUKA SURAT
DALAM EIA
8 Pihak MNS mengambil maklum bahawa ART adalah Maklumat mengenai kaedah pembinaan (construction method) baji jajaran 5-30
trackless, driverless dan akan beroperasi di jalan khusus ART at-grade, elevated dan underpass boleh dirujuk di dalam Laporan EIA
(dedicated lane) atas jalan raya biasa. Namun, lebih banyak Section 5.7.5 (Construction Methods).
maklumat diperlukan untuk menjelaskan bagaimana jalan
akan dibina dan rasional meletakkan jalan ART di sepanjang Sebahagian besar jajaran ART terletak di tengah-tengah jalan raya sedia
jalan raya. ada (road median) dan juga dalam rizab jalan raya sedia adalah bagi
mengurangkan impak sosial dari segi pengambilan tanah.
9 Bagaimanakah hidrogen akan diangkut untuk menyokong Bagi kaedah pengangkutan hidrogen, gas hidrogen akan dihasilkan di loji 5-25
ART. Ini kerana sistem pengangkutan hidrogen yang penjanaan hidrogen yang dikendalikan oleh pihak lain. Hidrogen yang
dibentangkan semasa TORAC tidak konsisten dengan dihasilkan akan dibawa menggunakan lori tangki high pressure cylinders
perincian yang disebutkan dalam TOR. dari loji penjanaan hidrogen ke depot ART di mana hidrogen akan
disimpan dalam tangki tekanan tinggi di depot. Kemudiannya, hidrogen
akan diisi dan disimpan di dalam tangki tekanan tinggi yang direka khas
yang terletak di atas setiap kenderaan ART, seperti yang dijelaskan di
dalam Laporan EIA Section 5.6.3 (Hydrogen Storage and Refueling
Stations).
10 Diminta Pihak Perunding untuk memberikan lebih banyak - -
maklumat dalam laporan TOR dan/ atau EIA bagi perkara
berikut:
a) Kajian kes (case study) mengenai penggunaan hydrogen a) Hydrogen fuel cell kini digunakan di kereta api serantau di Eropah -
fuel cell sebagai sumber kuasa bagi pengangkutan awam (khususnya di Germany). Alstom telah merekabentuk kereta api
dari negara lain penumpang bernama Coradia iLint yang dikuasakan oleh hydrogen
fuel cell. Hybrid fuel cell buses yang dikuasakan oleh hidrogen juga
digunapakai di London. Gaoming District, Foshan City, China juga
merupakan satu bandar yang menggunakan Fuel cell-powered hydrogen
tram.
b) Kuantiti hydrogen fuel cell yang diperlukan untuk b) Dijangkakan sebanyak empat unit fuel cell akan dipasang pada setiap 5-23
mengekalkan dan memastikan kelancaran operasi ART ART (rujukan boleh dibuat kepada Laporan EIA Section 5.6.2
(Hydrogen Fuel Cell).

MUKA SURAT
DALAM EIA
c) Sumber (source) hydrogen fuel cell c) Sumber kepada fuel cell ialah gas hidrogen dan oksigen. Gas hidrogen 5-23
akan dihasilkan di loji penjanaan hidrogen (dikendalikan oleh pihak
lain) dan akan disimpan di presseurized tanks di atas kenderaan ART,
manakala oksigen adalah dari atmosfera (rujukan boleh dibuat
kepada Laporan EIA Section 5.6.2 (Hydrogen Fuel Cell).
d) Langkah-langkah menangani pemotongan elektrik d) ART akan dikuasakan oleh hydrogen fuel cell dan akan terus beroperasi 5-23
selagi bekalan hidrogen mencukupi (rujukan boleh dibuat kepada
Laporan EIA Section 5.6.2 (Hydrogen Fuel Cell).
e) Laluan yang terlibat dalam sistem pengangkutan e) Laluan pengangkutan hidrogen ke depot ART akan dikenalpasti 5-25
hidrogen setelah lokasi loji penjanaan hidrogen dikenalpasti oleh
producer/supplier (rujukan boleh dibuat kepada Laporan EIA Section
5.6.3 (Hydrogen Storage and Refueling Stations).
f) Kaedah pembuangan atau rawatan air yang dihasilkan f) Hydrogen fuel cell merupakan teknologi yang bersih dan mesra alam 5-23
dari hydrogen fuel cell yang menggabungkan hidrogen (dari tangki di atas bumbung ART)
dan oksigen (dari atmosfera) melalui proses elektrokimia untuk
menghasilkan elektrik dan air, di mana air tersebut merupakan satu-
satunya produk sampingan (by-product). Air yang dihasilkan adalah
dalam bentuk wap dan akan terus dilepaskan (direct discharge) ke
atmosfera (rujukan boleh dibuat kepada Laporan EIA Section 5.6.2
(Hydrogen Fuel Cell).
g) Kaedah rawatan dan pelupusan kumbahan di depot g) Fasiliti tandas hanya akan disediakan di Main Stations sahaja. Pada 7-134
dan stesen ART masa kini, hanya dua (2) dari 28 buah stesen ART diklasifikasikan
sebagai Main Stations iaitu Station IS 1 dan Station SM 14. Sisa
kumbahan yang dihasilkan dari kedua-dua stesen ini serta dua buah
depot ART akan dirawat menggunakan on-site Small Sewage Treatment
System (SSTS). Rujukan boleh dibuat kepada Laporan EIA Section
7.5.1.1 (Sewage and Sullage).

MUKA SURAT
DALAM EIA
G. Jabatan Bekalan Air Luar Bandar
1 Tiada pakar dengan latar belakang yang relevan yang Penilaian risiko awam (hazard and public safety assessment) telah dikaji 7-116
terlibat dalam pasukan kajian untuk mengawasi topik dalam kajian EIA oleh Perunding EIA yang berdaftar dan Pakar Subjek 7-222
keselamatan dan kesihatan (bukan proses perindustrian). Ia (Subject Specialist). Rujukan boleh dibuat kepada Laporan EIA di bawah 8-51
dianggap sebagai aspek terpenting untuk dikaji berkaitan Section 7.4.10, 7.5.10, 8.3.10 dan 8.4.9). 8-82
dengan kerja-kerja pembinaan berat di pusat bandar; operasi
dan pengaturan projek di tapak; keselamatan dan kesihatan Pelan Tindakan Kecemasan (Emergency Response Plan, ERP) bagi peringkat
pekerja; perancangan teknikal dan pengaturan untuk pembinaan dan operasi Projek KUTS akan disediakan oleh Penggerak
komponen pembinaan dan kemudahan utama. Projek atau kontraktor. ERP perlu memenuhi keperluan dari pelbagai
agensi termasuk Jabatan Alam Sekitar, Jabatan Keselamatan dan
Kesihatan Pekerjaan, BOMBA dan Pihak Berkuasa Tempatan. ERP akan
menangani risiko dan bahaya di tapak pembinaan dan juga di tempat
awam yang berdekatan dengan tapak pembinaan. Komunikasi dan
rundingan dengan penduduk dan stakeholders di sekitar tapak pembinaan
turut akan dijalankan untuk menyedarkan orang awam mengenai ERP
dan tindakan yang dijalankan untuk mencegah kemalangan dan menjaga
keselamatan awam.
2 Line 2 dinamakan sebagai Serian Line, dan ini dianggap tidak Line 2 dinamakan sebagai Serian Line disebabkan oleh laluan keseluruhan 4-5
sesuai dan mengelirukan kerana laluan tersebut tidak Line 2 bagi Projek KUTS adalah dari Serian di selatan hingga ke Deep Sea
melintasi kawasan Serian dan masih berada di bawah Port di utara (rujukan boleh dibuat kepada Laporan EIA Chart 4-1: Six
kawasan pentadbiran Bahagian Kuching. Options Proposed during KUTS Feasibility Study).
Kajian EIA yang telah disediakan ini adalah bagi KUTS ART Phase 1, di
mana Phase 1 bagi Line 2 adalah dari Batu 12 hingga ke The Isthmus.
Laluan transit lazimnya dinamakan sempena titik permulaan dan titik
akhir. Justeru itu, nama Serian Line akan dikekalkan.
H. Jabatan Warisan Negara
1 Sebagaimana yang telah dimaklumkan dalam Mesyuarat Laporan Heritage Impact Assessment (HIA) telah disediakan bagi Projek 6-138
TORAC, bersama-sama ini dilampirkan Senarai Inventori KUTS Phase 1 dan telah dikemukakan kepada pihak Jabatan Muzium 7-128
Tapak Warisan Negeri Sarawak Jabatan Warisan Negara Sarawak pada bulan Mei 2021 dan akan dikemukakan kepada Jabatan 7-234
(JWN). Warisan Negara. Aset-aset warisan yang dikenalpasti dan yang 8-58

MUKA SURAT
DALAM EIA
Besarlah harapan kami, senarai inventori berkenaan dapat dilaporkan dalam Laporan HIA adalah berdasarkan maklumbalas yang
digunakan untuk mengemaskini Table 4-14: Heritage Assets diterima daripada Jabatan Warisan Negara, Jabatan Muzium Sarawak,
within 200m of Line, m/s 4-47 Laporan TOR tersebut dan Dewan Bandaraya Kuching Utara, Majlis Bandaraya Kuching Selatan,
diambil kira dalam penyediaan Heritage Impact Majlis Perbandaran Kota Samarahan dan Majlis Perbandaran Padawan.
Assesment (HIA) bagi projek KUTS. Aset-aset warisan yang disenaraikan di dalam Laporan EIA adalah aset
dan Section 8.3.11.
I. Dr. Ramdzani Abdullah (Noise & Vibration)
1 Page Txx (Construction Phase)
• What are being listed in the table actually the • Table T-7 in the Revised TOR Report has been amended to list the
sources of noise, not the potential impact sources of noise instead of potential impact.
• The name of the software CadnaA, not CADNA • The name of software CadnaA has been corrected in the Revised
• The listed British Standards document is the old TOR Report.
document and it has been withdrawn, a new and • The current British Standards are used in this EIA. British -
current document should be used (the one Standards BS 5228-1, 2009+A1 2014 “Code of practice for noise
published in December 2008 and amended in June and vibration control on construction and open sites – Part 1:
2014) Noise” and British Standards BS 5228-2, 2009+A1 2014 “Code of
practice for noise and vibration control on construction and open
sites – Part 2: Vibration”.
2 Page xxiii (Operation Phase) • Table T-7 in the Revised TOR Report has been amended to list the
• What are listed are the sources of noise not the sources of noise instead of potential impact.
potential impact. • The name of software CadnaA has been corrected in the Revised
• The name of the software is CadnaA not CADNA TOR Report. -
• What is meant by “Qualitative Assessment”? • Qualitative assessment refers to the identification of noise
sensitive receptors by screening the receptors based on their

MUKA SURAT
DALAM EIA
distance from the alignment using Google Earth. Subsequently,
quantitative assessment by modelling is carried out.
3 Chapter on EMP: Bahagian EMP dalam Laporan TOR dan EIA bertujuan untuk memberi
This section only discusses the EMP for construction phase. rangka (framework) mengenai aspek pengurusan alam sekitar yang akan
The discussion on operation phase and abandonment phase dilaksanakan untuk Projek KUTS. Rangka yang dibentangkan di dalam
(if applicable) must be included. bahagian ini merujuk kepada keperluan yang ditetapkan oleh pihak JAS.
Selepas kelulusan EIA diperolehi, Laporan EMP yang berasingan (dengan
maklumat lebih terperinci) akan disediakan untuk peringkat pembinaan
dan peringkat operasi Projek. Rujukan boleh dibuat kepada Laporan EIA
Section 9 (Environmental Management Framework). 9-1
Project Abandonment telah dibincangkan di dalam Laporan EIA Section 7-234
7.6 and Section 8.5. 8-86
4 Generally, in my opinion the TOR report is comprehensive Noted. -
and sufficient, apart from my comments above, and fit for
the purpose.

Table 2-2 : Minutes of TORAC Meeting from DOE HQ
MUKA SURAT
ITEM ISU YANG DIBANGKITKAN MAKLUMBALAS PENGGERAK PROJEK & PERUNDING
DALAM EIA
A. Jabatan Alam Sekitar Putrajaya
1 Berdasarkan Seksyen 34A, Akta Kualiti Alam Sekeliling, Akta Perancangan Bandar dan Desa 1976 (Akta 172) tidak mempunyai
setiap rancangan pembangunan mesti selaras dengan bidang kuasa di Negeri Sarawak. Projek ini tertakluk kepada kelulusan
Rancangan Tempatan dan Rancangan Struktur Negeri. daripada State Planning Authority (SPA) Sarawak (rujukan boleh dibuat
Perkara ini mesti dinyatakan di dalam Laporan EIA. keapda Laporan EIA, Appendix C (AP-C2). Oleh sebab itu, Pojek ini tidak Appendix C (AP-C2)
tertakluk kepada syarat dan peruntukan di bawah Akta 172.
Walaubagaimanapun, Laporan EIA Section 1.7 (Conformance to 1-5
Development Plans) telah membincangkan pembangunan Projek KUTS
yang selaras dengan beberapa dasar dan rancangan pembangunan di
peringkat antarabangsa, nasional dan negeri seperti United Nations
Sustainable Development Goals, Eleventh Malaysia Plan 2016-2020, National
Transport Policy 2035 dan Sarawak Socio-Economic Transformation Plan 2030.
2 Menyemak keperluan projek dibawa ke MPFN. Projek ini tidak perlu dibentangkan kepada Majlis Perancang Fizikal
Negara (MPFN) kerana Akta Perancangan Bandar dan Desa 1976 (Akta
172) tidak mempunyai bidang kuasa di Negeri Sarawak.
Projek ini tertakluk kepada kelulusan daripada State Planning Authority
(SPA) Sarawak (rujukan boleh dibuat keapda Laporan EIA, Appendix C Appendix C (AP-C2)
(AP-C2).
3 Semua reseptor sensitif dalam jarak 500 m dikenalpasti dan Semua reseptor sensitif dalam lingkungan jarak 250 m dan 500 m di kedua- 6-12 hingga 6-28
disenaraikan. dua sisi jajaran, stesen dan depot telah dikenalpasti seperti yang
disenaraikan dalam Table 6.5-2 dan Table 6.5-3 dan ditunjukkan dalam
Figure 6.5-1 hingga Figure 6.5-7 di dalam Laporan EIA Section 6.5 (Land
Use).
B. Jabatan Alam Sekitar Sarawak
4 Penggerak Projek dan Jururunding perlu mengadakan Penggerak Projek mengambil maklum. Satu sesi perbincangan akan -
engagement dengan Sarawak Economic Planning Unit. Perlu diadakan bersama Sarawak Economic Planning Unit dalam tempoh
ada penyataan projek adalah selaras dengan rancangan perancangan Projek.
negeri. Laporan EIA Section 1.7 (Conformance to Development Plans) telah
membincangkan pembangunan Projek KUTS yang selaras dengan 1-5

MUKA SURAT
DALAM EIA
beberapa dasar dan rancangan pembangunan di peringkat antarabangsa,
nasional dan negeri seperti United Nations Sustainable Development Goals,
Eleventh Malaysia Plan 2016-2020, National Transport Policy 2035 dan
Sarawak Socio-Economic Transformation Plan 2030.
5 Menyemak semula 11 lokasi persampelan garis dasar yang Persampelan garis dasar bagi udara ambien (ambient air) telah dijalankan 6-89
dicadangkan untuk udara mencukupi dan bersesuaian di 17 lokasi di sepanjang jajaran Projek. 17 lokasi ini dipilih berdasarkan
kepada jarak reseptor sensitf dengan Projek yang perpotensi terjejas
semasa aktiviti pembinaan. 17 lokasi tersebut juga boleh diambilkira
sebagai kawasan wakilan (representative locations) yang memberi gambaran
keadaan kualiti udara bagi keseluruhan jajaran.
Maklumat mengenai lokasi serta hasil analisis kualiti udara boleh dirujuk
di dalam Laporan EIA Section 6.9 (Air Quality).
C. Kementerian Pengangkutan Malaysia (MOT)
6 Wakil agensi memaklumkan akan berbincang dengan Penggerak Projek mengambil maklum -
kumpulan terknikal. Ulasan bertulis akan dikemukakan
kepada JAS.
D. Kementerian Pembangunan Bandar dan Sumber Asli
7 Bersetuju dengan Laporan TOR yang dikemukakan. Tiada Penggerak Projek mengambil maklum -
isu dari kementerian setakat ini.
E. Jabatan Warisan Negara
8 Jabatan menyambut baik cadangan projek memandangkan Penggerak Projek mengambil maklum. Laporan Heritage Impact Assessment
jururunding telah mengenal pasti aset warisan (heritage asset) (HIA) telah disediakan bagi Projek KUTS Phase 1 dan telah dikemukakan
dan telah mengambil langkah-langkah bagi mengelakkan kepada Pihak Jabatan Muzium Sarawak pada bulan Mei 2021 dan akan
aset-aset ini. dikemukakan kepada Jabatan Warisan Negara. 6-138
Hasil penemuan daripada kajian HIA telah dimasukkan ke dalam Laporan 7-128
EIA di bawah Section 6.15, Section 7.4.11, Section 7.5.11 dan Section 7-234
8.3.11. 8-58
9 Merujuk Laporan TOR m/s 4-27, Jadual 4.11, senarai Heritage Impact Assessment (HIA) telah disediakan bagi Projek KUTS Phase
warisan yang dinyatakan hendaklah disemak semula 1 dan telah dikemukakan kepada pihak Jabatan Muzium Sarawak pada
dengan merujuk kepada Jabatan Warisan Negara. bulan Mei 2021 dan akan dikemukakan kepada Jabatan Warisan Negara.

MUKA SURAT
DALAM EIA
Aset-aset warisan yang dikenalpasti dan yang dilaporkan dalam Laporan
HIA adalah berdasarkan maklumbalas yang diterima daripada Jabatan
Warisan Negara, Jabatan Muzium Sarawak, Dewan Bandaraya Kuching 6-138
Utara, Majlis Bandaraya Kuching Selatan, Majlis Perbandaran Kota 7-128
Samarahan dan Majlis Perbandaran Padawan. 7-234
Aset-aset warisan yang disenaraikan di dalam Laporan EIA adalah aset 8-58
dan Section 8.3.11.
F. Jabatan Bekalan Air Luar Bandar Sarawak (JBALB)
10 Tiada jururunding yang dilantik bagi bidang safety and health Penilaian risiko awam (hazard and public safety assessment) telah dikaji 7-116
disenaraikan untuk projek ini. Keselamatan dan kesihatan dalam kajian EIA oleh Perunding EIA yang berdaftar dan Pakar Subjek 7-222
amat penting dalam kajian terutama pada peringkat (Subject Specialist). Rujukan boleh dibuat kepada Laporan EIA di bawah 8-51
pembinaan. Section 7.4.10, 7.5.10, 8.3.10 dan 8.4.9). 8-82
Pelan Tindakan Kecemasan (Emergency Response Plan, ERP) bagi peringkat

pembinaan dan operasi Projek KUTS akan disediakan oleh Penggerak
Projek atau kontraktor. ERP perlu memenuhi keperluan dari pelbagai
agensi termasuk Jabatan Alam Sekitar, Jabatan Keselamatan dan
Kesihatan Pekerjaan, BOMBA dan Pihak Berkuasa Tempatan. ERP akan
menangani risiko dan bahaya di tapak pembinaan dan juga di tempat
awam yang berdekatan dengan tapak pembinaan. Komunikasi dan
rundingan dengan penduduk dan stakeholders di sekitar tapak pembinaan
turut akan dijalankan untuk menyedarkan orang awam mengenai ERP
dan tindakan yang dijalankan untuk mencegah kemalangan dan menjaga
keselamatan awam.
11 Jajaran Line 2 disebut sebagai Serian Line tetapi jajaran ini Line 2 dinamakan sebagai Serian Line disebabkan oleh laluan keseluruhan 4-5
tidak sampai ke Serian dan hanya merangkumi kawasan Line 2 bagi Projek KUTS adalah dari Serian di selatan hingga ke Deep Sea

MUKA SURAT
DALAM EIA
pentadbiran Kuching Sahaja. Pengunaan perkataan ‘Serian Port di utara (rujukan boleh dibuat kepada Laporan EIA Chart 4-1: Six
Line’ tidak bersesuaian dan akan menyebabkan kekeliruan Options Proposed during KUTS Feasibility Study).
kepada orang awam terutamanya memandangkan projek ini Kajian EIA yang telah disediakan ini adalah bagi KUTS ART Phase 1, di
hanya bermula di Batu 12. mana Phase 1 bagi Line 2 adalah dari Batu 12 hingga ke The Isthmus.
Laluan transit lazimnya dinamakan sempena titik permulaan dan titik
akhir. Justeru itu, nama Serian Line akan dikekalkan.
G. Jabatan Tanah dan Survei Sarawak
12 Peranan Jabatan Tanah dan Survei adalah untuk Penggerak Projek mengambil maklum. -
memudahcara proses pengambilan tanah untuk projek ini
berdasarkan jajaran yang muktamad daripada pihak pemaju
projek.
H. Jabatan Pengangkutan Jalan Sarawak
13 Ulasan bertulis akan dikemukakan kepada JAS. Penggerak Projek mengambil maklum. -
I. Jabatan Perhutanan Sarawak

14 Tiada komen daripada Jabatan memandangkan jajaran yang Penggerak Projek mengambil maklum. -
dicadangkan tidak melalui mana-mana hutan simpan kekal.
15 Ulasan berkaitan kawasan hutan paya bakau Sungai Kuap Penggerak Projek dan Perunding mengambil maklum. -
yang terletak di atas tanah milik kerajaan negeri akan
dikemukakan kemudian.
J. Perbadanan Perhutanan Sarawak
16 Lokasi projek tidak melalui kawasan Semenggoh Nature Penggerak Projek mengambil maklum. -
Reserve dan Sama Jaya Forest Park.
17 Hutan paya bakau di Sungai Kuap perlu diberi perhatian. Jajaran yang akan melalui hutan paya bakau di Sg. Kuap akan dibina 8-40
Ulasan bertulis akan dikemukakan kepada JAS. dalam bentuk jambatan (viaduct) di mana ia akan mengurangkan kawasan
hutan paya bakau yang terlibat semasa pembinaan Projek. Pembersihan
kawasan hutan paya bakau akan dihadkan di dalam kawasan Right of Way
(ROW) jajaran Projek sahaja.
Selain itu, langkah-langkah pembersihan hutan paya bakau secara berfasa
akan dijalankan untuk mengurangkan kesan gangguan dan fragmentasi

MUKA SURAT
DALAM EIA
kepada kawasan paya bakau. Langkah-langkah mitigasi seperti yang
dinyatakan dalam Laporan EIA Section 8.3.7 (Ecology) akan dilaksanakan
semasa fasa pembinaan Projek.
K. Lembaga Sumber Asli dan Alam Sekitar Sarawak
18 Lokasi persampelan garis dasar kualiti air di Sg. Sarawak Pihak Perunding mengambil maklum. -
tidak perlu mengambilkira keadaan pasang surut kerana
bahagian Sg. Sarawak tersebut dikawal oleh barrage.
L. Lembaga Sungai-Sungai Sarawak
19 Tiada halangan. Jika terdapat jajaran yang merentasi sungai Kajian EIA telah mengenal pasti sungai-sungai yang akan direntasi oleh 6-33
utama, pemaju projek harus mendapat maklumbalas atau jajaran Projek KUTS Phase 1 seperti yang disenaraikan di dalam Laporan
ulasan Lembaga terlebih dahulu. EIA Section 6.6.2 (River Crossings, Table 6.6-3 dan Figure 6.6-1).
Kesemua lima sungai yang dikenalpasti diwartakan di bawah The Sarawak
Rivers Ordinance 1993 and Major Tributaries.
Penggerak Projek akan memaklumkan kepada Lembaga Sungai-Sungai
Sarawak mengenai sungai-sungai utama yang akan direntasi oleh jajaran
Projek pada peringkat rekabentuk terperinci dan juga akan mendapatkan
kelulusan yang diperlukan daripada Controller, Lembaga Sungai-Sungai
Sarawak sebelum kerja pembinaan di tapak bermula.
M. Majlis Bandaraya Kuching Selatan
20 Jururunding perlu mengambilkira isu banjir kilat / flash Penggerak Projek dan Perunding mengambil maklum. Risiko kejadian 7-40
flooding semasa kajian projek ini dijalankan. banjir semasa fasa pembinaan dan fasa operasi Projek telah diambilkira 7-158
dan dikaji. Rujukan boleh dibuat kepada Laporan EIA Section 7.4.3 dan
Section 7.5.2.
Langkah-langkah mitigasi seperti yang dinyatakan dalam Laporan EIA 8-19
Section 8.3.3 dan Section 8.4.2 akan dilaksanakan semasa fasa pembinaan 8-66
dan operasi Projek.
Rekabentuk sistem saliran dan pencegahan banjir akan diperhalusi di
peringkat rekabentuk terperinci kelak.

MUKA SURAT
DALAM EIA
N. Majlis Perbandaran Padawan
21 TOR perlu menjelaskan berhubung interchange station di Laluan Line 1 dan Line 2 akan bersilang (intersect) di Simpang Tiga di mana 5-2
Simpang Tiga. stesen pertukaran (interchange station) Station IS 1 dicadangkan diletakkan 5-7
berdekatan dengan tempat letak kereta awam Wisma Persekutuan. 5-11
Rujukan boleh dibuat kepada Laporan EIA Section 5.3 (Project
Alignment).
22 Cadangan Stesen Kota Padawan berada dalam bidang kuasa Penggerak Projek dan Perunding mengambil maklum. 5-16
Padawan Municipal Council bukan Kota Samarahan Municipal Cadangan Stesen SR 2 (Kota Padawan) berada di bawah kasawan
Council. pentadbiran Majlis Perbandaran Padawan (MPP) seperti yang
ditunjukkan di dalam Figure 1-1 dan Table 5-11 dalam Laporan EIA.
23 Elemen kebolehcapaian kepada penumpang seperti park and Penggerak Projek dan Perunding mengambil maklum. Rujukan boleh 5-18
ride, walkway dalam kemudahan yang disediakan. dibuat kepada Laporan EIA Section 5.4.3 (Station Facilities) dan Section 5-19
5.4.4 (Station Accessibility) yang menunjukkan fasiliti-fasiliti yang akan
disediakan di Stesen ART serta jenis laluan pejalan kaki (pedestrian
walkway) yang dicadangkan. Selain itu, perkhidmatan pengantara (feeder
bus) juga akan disediakan bagi memastikan perkhidmatan ART dapat
beroperasi secara menyeluruh. Perkhidmatan pengantara akan disediakan
dalam lingkungan 2 km radius dari Stesen ART.
Kemudahan Park and Ride dan jaringan pejalan kaki (pedestrian accessibility)
akan dikaji dan dinilai pada peringkat rekabentuk awal dan terperinci.
O. Persatuan Pencinta Alam Malaysia (MNS)
24 MNS memaklumkan bahawa terdapat tiga (3) Important Bird Ketiga-tiga IBA ini terletak lebih daripada 6 km dari jajaran Projek KUTS 6-110
and Biodiversity (IBAs) di kawasan cadangan projek iaitu Phase 1, dan oleh itu tidak akan terjejas oleh pembinaan dan operasi Projek
Bako-Buntal Bay (MY37) 8-10 km, Talang-Satang National Park KUTS (rujukan boleh dibuat kepada Laporan EIA Section 6.11.4.2 dan
(MY36) 35 km dan Bau Limestone (MY38) 25 km daripada Figure 6.11-1).
lokasi jajaran yang dicadangkan.
Kebanyakkan daripada jajaran Projek KUTS Phase 1 akan melalui kawasan 5-30
bandar (built-up urban areas) dan akan berada di dalam rizab jalan raya 3-6
sedia ada, dan tidak melibatkan kerja tanah yang besar. Ketiga-tiga

MUKA SURAT
DALAM EIA
kawasan IBA ini dipisahkan dari Projek KUTS dengan infrastruktur
seperti jalan raya dan lebuh raya serta kawasan perumahan, kawasan
komersial dan kawasan perindustrian. Pembinaan guideway ART adalah
serupa dengan pembinaan laluan jalan raya atas-tanah (at-grade) dan
bertingkat (elevated) (rujukan boleh dibuat kepada Laporan EIA Section
5.7.5 (Construction Methods)). Selain itu, KUTS ART akan dikuasakan
oleh hydrogen fuel cell di mana tiada keperluan untuk talian elektrik
bertingkat (overhead electric cables) (boleh rujuk Laporan EIA Section 3.2.2).
25 Maklumat berkenaan pengurusan air sisa yang terhasil Penilaian kesan kualiti air telah dijalankan bagi fasa pembinaan dan fasa 7-7
semasa pembinaan dan operasi perlu dinyatakan di dalam operasi Projek. Rujukan boleh dibuat kepada Laporan EIA Section 7.4.1 7-17
Laporan EIA. (Soil Erosion and Sedimentation), Section 7.4.2 (Water Pollution) dan 7-134
Pengurusan kumbahan juga perlu dimasukkan dalam Section 7.5.1 (Water Pollution).
penilaian.
Kolam perangkap mendap/perangkap mendap akan digunakan semasa 8-4
fasa pembinaan bagi merawat sisa air daripada aktiviti pembinaan seperti 8-14
aktiviti kerja tanah. Rujukan boleh dibuat kepada Laporan EIA Section
8.3.1 (Soil Erosion and Sedimentation) dan Section 8.3.2.1 (Soil Erosion
and Sediment Control).
Fasiliti tandas hanya akan disediakan di Main Stations sahaja. Pada masa 7-134
kini, hanya dua (2) dari 28 buah stesen ART diklasifikasikan sebagai Main 8-60
Stations iaitu Station IS 1 dan Station SM 14. Sisa kumbahan yang
dihasilkan dari kedua-dua stesen ini serta dua buah depot ART akan
dirawat menggunakan on-site Small Sewage Treatment System (SSTS).
Rujukan boleh dibuat kepada Laporan EIA Section 7.5.1.1 (Sewage and
Sullage) dan Section 8.4.1.1 (Sewage Treatment).
On-site Waste Water Treatment System (WWTS) akan digunakkan di kedua- 7-135
dua buah depot semasa fasa operasi bagi merawat sisa air dari aktiviti 8-63
pembersihan ART, sisa dari aktiviti penyelenggaraan serta dari grease

MUKA SURAT
DALAM EIA
interceptor yang dipasang di kafeteria di depot. Rujukan boleh dibuat
kepada Laporan EIA Section 7.5.1.2 (Wastewater from Depots) dan
Section 8.4.1.3 (Wastewater Management).
26. Memastikan pembangunan selaras di dalam Rancangan Laporan EIA Section 1.7 (Conformance to Development Plans) telah
Negeri membincangkan pembangunan Projek KUTS yang selaras dengan 1-5
beberapa dasar dan rancangan pembangunan di peringkat antarabangsa,
nasional dan negeri seperti United Nations Sustainable Development Goals,
Eleventh Malaysia Plan 2016-2020, National Transport Policy 2035 dan
Sarawak Socio-Economic Transformation Plan 2030.
27 Menyatakan maklumat teknikal di dalam Laporan:
• Perbezaan antara LRT dan ART di dalam laporan • Perbezaan di antara ART dengan mod pengangkutan yang lain 4-2
seperti BRT, Tram, Monorail dan LRT telah dijelaskan di dalam
Laporan EIA Section 4.3 (Modal Options).
• Mengemukakan contoh penggunaan tenaga dari • Hydrogen fuel cell kini digunakan di kereta api serantau di Eropah -
hydrogen powered fuel cell oleh negara lain. (khususnya di Germany). Alstom telah merekabentuk kereta api
penumpang bernama Coradia iLint yang dikuasakan oleh hydrogen
fuel cell. Hybrid fuel cell buses yang dikuasakan oleh hidrogen juga
digunapakai di London. Foshan City, China juga merupakan satu
bandar yang menggunakan Fuel cell-powered hydrogen tram.
• Menyatakan jumlah tenaga (renewable energy) yang • Jumlah tenaga yang diperlukan akan bergantung kepada kecekapan
diperlukan untuk memastikan operasi ART dapat proses elektrolisis untuk menghasilkan hidrogen. Kadar renewable -
berjalan dengan lancer. energy dalam sistem bekalan elektrik belum ditentukan pada masa ini.
• Kaedah penjanaan tenaga dan adakah ia daripada • Projek ini berkemungkinan untuk menggunakan hidroelektrik secara
hydrogen sahaja atau ada alternatif lain eksklusif, bergantung kepada bekalan elektrik. Namun begitu, kadar
hidroelektrik dalam sistem bekalan elektrik belum ditentukan lagi -
pada masa ini.
• Kaedah pengangkutan hydrogen perlu dijelaskan • Bagi kaedah pengangkutan hidrogen, gas hidrogen akan dihasilkan 5-25
di loji penjanaan hidrogen yang dikendalikan oleh pihak lain.
Hidrogen yang dihasilkan akan dibawa menggunakan lori tangki high
pressure cylinders dari loji penjanaan hidrogen ke depot ART di mana

MUKA SURAT
DALAM EIA
hidrogen akan disimpan dalam tangki tekanan tinggi di depot.
Kemudiannya, hidrogen akan diisi dan disimpan di dalam tangki
tekanan tinggi yang direka khas yang terletak di atas setiap kenderaan
ART, seperti yang dijelaskan di dalam Laporan EIA Section 5.6.3
(Hydrogen Storage and Refueling Stations).
• Menyatakan sebab jajaran bertumpu di sepanjang • Sebahagian besar jajaran Projek KUTS Phase 1 terletak di dalam rizab -
lebuhraya dan jalan utama jalan raya sedia ada bagi mengurangkan impak sosial dari segi
pengambilan tanah.
28 Dialog berasingan dicadangkan antara pemaju dan MNS Penggerak Projek dan Perunding mengambil maklum. Satu sesi Appendix C (AP-C1)
perbincangan telah diadakan bersama pihak MNS HQ dan MNS Kuching
pada 12 Mei 2021 secara atas talian melalui aplikasi Zoom. Nota
perbincangan tersebut boleh dirujuk di dalam Laporan EIA Appendix C
AP-C1).
29 Selain Lim Fah San Temple, Banglo Segu dan Air Raid Laporan Heritage Impact Assessment (HIA) telah disediakan bagi Projek 6-138
Shelter, terdapat lokasi bersejarah lain yang akan terlibat KUTS Phase 1 dan telah dikemukakan kepada pihak Jabatan Muzium 7-128
sepanjang lokasi cadangan projek hendaklah dinyatakan di Sarawak pada Mei 2021 dan akan dikemukakan kepada Jabatan Warisan 7-234
dalam laporan EIA. Negara. Aset-aset warisan yang dikenalpasti dan yang dilaporkan dalam 8-58
Laporan HIA adalah berdasarkan maklumbalas yang diterima daripada
Jabatan Warisan Negara, Jabatan Muzium Sarawak, Dewan Bandaraya
Kuching Utara, Majlis Bandaraya Kuching Selatan, Majlis Perbandaran
Kota Samarahan dan Majlis Perbandaran Padawan.
Aset-aset warisan yang disenaraikan di dalam Laporan EIA adalah aset
dan Section 8.3.11.
P. Prof. Madya Dr. Ramdzani Abdullah
30 Ulasan bertulis akan dikemukakan kepada Jabatan Penggerak Projek mengambil maklum. -

MUKA SURAT
DALAM EIA
31 Table T-8 muka surat 20: Column ‘Potential Impact’. Apa yang Jadual T-7 dalam Laporan TOR telah dikemaskini -
disenaraikan merupakan sources of noise, bukan impacts.
32 Menyatakan dengan tepat bagi memastikan technical Modelling software yang digunakan ialah CadnaA, seperti yang dijelaskan -
accuracy on prediction software used: CadnaA or CadnaR (muka dalam Laporan TOR yang dikemaskini.
surat 23)
33 Standard terkini perlu dirujuk iaitu BS 5228-1:2009. Penggerak Projek mengambil maklum. -
Memasukkan BS 5228-2+A1:2014 for Part 1 (Noise) and Part Kajian Bunyi Bising dan Getaran yang dijalankan adalah berdasarkan
2 (Vibration) di dalam kajian dan laporan. kepada British Standards BS 5228-1, 2009+A1 2014 “Code of practice for noise
and vibration control on construction and open sites – Part 1: Noise” dan British
Standards BS 5228-2, 2009+A1 2014 “Code of practice for noise and vibration
control on construction and open sites – Part 2: Vibration”.
34 Menjelaskan maksud quantitative assessment Table T-8 (page Quantitative assessment merujuk kepada saringan awal yang dijalankan -
xxiii) bagi mengenal pasti penerima sensitif yang terletak di sepanjang jajaran
Projek berdasarkan jarak penerima sensitif dengan jajaran dengan
menggunakan peta Google Earth. Kemudian, kajian pemodelan komputer
secara kuantitatif telah dijalankan.
35 Laporan EIA hendaklah menyatakan impak daripada Penilaian kesan projek berkaitan yang berada di luar sempadan Projek -
perkara-perkara berkaitan projek seperti concrete batching atau ROW, tidak diperlukan secara khusus di bawah Garis Panduan EIA.
plant, hydrogen production plant yang berkemungkinan
berada di luar project boundary.
36 Noise prediction semasa operasi hendaklah mengambilkira Noise impact assessment during operation was carried out for the 7-167
bunyi bising dari cadangan projek dan pengurangan trafik scenarios listed below:
di jalanraya dan bukan keadaan trafik sedia ada. • Existing Road Traffic Condition
• Road Traffic Reduction (15%)
• Road Traffic Reduction (30%)
Reference can be made to the EIA Report, Section 7.5.3.1 (Noise
Assessment).
37 EMP hendaklah turut mengambilkira bukan sahaja fasa Bahagian EMP dalam Laporan TOR dan EIA bertujuan untuk memberi
pembinaan malah fasa operasi sehinggalah abandonment. rangka (framework) mengenai aspek pengurusan alam sekitar yang akan
dilaksanakan untuk Projek KUTS. Rangka yang dibentangkan di dalam

MUKA SURAT
DALAM EIA
bahagian ini merujuk kepada keperluan yang ditetapkan oleh pihak JAS.
Selepas kelulusan EIA diperolehi, Laporan EMP yang berasingan (dengan
maklumat lebih terperinci) akan disediakan untuk peringkat pembinaan
dan peringkat operasi Projek. Rujukan boleh dibuat kepada Laporan EIA
Section 9 (Environmental Management Framework). 9-1
Project Abandonment telah dibincangkan di dalam Laporan EIA Section 7.6 7-234
and Section 8.5. 8-86
38 Secara keseluruhan TOR adalah kompreheensif dan Penggerak Projek mengambil maklum. -
menepati matlamat penyediaannya.
Q. Ir. Dr. Zaki Zainuddin
39 Pembetulan pada table 5.4 (unit salinity adalah ppt, Jadual 5-4 telah dikemaskini dalam Laporan TOR. -
bukan %).
40 Beban kumbahan kumulatif perlu diambilkira dan Fasiliti tandas hanya akan disediakan di Main Stations sahaja. Pada masa 7-134
perunding perlu menyemak kaedah pemodelan yang kini, hanya dua (2) dari 28 buah stesen ART diklasifikasikan sebagai Main
digunakan. Sekiranya beban kumbahan adalah signifikan, Stations iaitu Station IS 1 dan Station SM 14. Sisa kumbahan yang
kaedah pemodelan yang lebih kompleks harus digunakan. dihasilkan dari kedua-dua stesen ini serta dua buah depot ART akan
Laporan EIA perlu menyatakan projected sewage load per dirawat menggunakan on-site Small Sewage Treatment System (SSTS).
catchment. Rujukan boleh dibuat kepada Laporan EIA Section 7.5.1.1 (Sewage and
Sullage Treatment).
Jumlah beban daripada sisa kumbahan tidak ketara dan oleh itu, Mixing
Model digunakan dalam penilaian impak dalam Laporan EIA.
R. Puan Wong Suh Chuen
41 TOR: Table T8, MSMA 2nd Edition dicadang untuk digunakan Pihak Perunding mengambil maklum. Table T-7 dalam Laporan TOR -
di dalam kajian. Namun begitu ia hanya terpakai di telah dikemaskini di mana, MSMA Edisi Pertama, 2000 telah ditambah.
Semenanjung Malaysia. MSMA 2000 perlu dirujuk bagi Penilaian kesan hakisan tanah dan pemendapan telah dijalankan dengan
pembangunan di Sarawak. USLE perlu digunakan, bukan menggunakan Universal Soil Loss Equation (USLE) dan Modified Universal 7-9
RUSLE dan MUSLE. Soil Loss Equation (MUSLE) untuk menentukan risiko hakisan tanah dan
hasil sedimen di tapak Projek, seperti yang dijelaskan dalam Laporan EIA,
Section 7.4.1.2 (Soil Erosion and Sedimentation Assessment Method).

MUKA SURAT
DALAM EIA
Penilaian kesan hakisan dan pemendapan dijalankan dengan
berpandukan:
• Guidelines on Land Disturbing Pollution Prevention and
Mitigation Measures (LD-P2M2) (DOE, 2017)
• Guideline for Erosion and Sediment Control in Malaysia (DID,
2010)
• Sarawak Urban Stormwater Management (SUStoM) 2nd Edition
(DID Sarawak, 2017)
42 ESI: Table 4-9 Peta Soil Series di sepanjang jajaran Line 1 dan Line 2 disediakan
Perlu mengemukakan superimposed map antara alignment dan berdasarkan Soil Maps of Sarawak, Department of Agriculture, Sarawak, 2004
erosion hazard map. yang menunjukkan main characteristics, terrain dan capability (limitations)
bagi soil series. Peta tersebut boleh dirujuk di Laporan TOR dan Laporan
EIA:
• Laporan TOR; Figure 4-6 (Soil Series Along Samarahan (Line 1) -
• Laporan EIA; Figure 6.3-3 (Soil Series Along Samarahan (Line 1) 6-5
• Laporan EIA; Figure 7.4.1-1 dan Figure 7.4.1-2 7-9
43 Section 6.4: Erosion Risk Tajuk Section 6.4 telah dinamakan semula dalam Laporan TOR yang -
Section ini perlu menyatakan isu erosion dan sedimentation dikemaskini. Penambahan dari segi sources of input data bagi pengiraan
secara komprehensif. Tajuk perlu diperbaiki dan USLE dan MUSLE dan scenario penilaian impak telah ditambah dalam
memasukkan sedimentation juga. Laporan TOR yang dikemaskini.
44 Metodologi kajian perlu dinyatakan. Sumber input data Sources of input data bagi pengiraan USLE dan MUSLE adalah seperti yang -
yang digunakan (seperti Faktor R, USLE/RUSLE/MUSL) disenaraikan di Jadual 6-3 dalam Laporan TOR yang dikemaskini.
yang digunakan perlu dinyatakan. Senario input assessment
hendaklah berdasarkan river basin catchment mengambilkira Penilaian impak telah dilaksanakan bagi empat scenario iaitu (i) sebelum 7-9
kapasiti sungai. pembinaan, (ii) semasa pembinaan tanpa langkah-langkah mitigasi, (iii)
semasa pembinaan dengan langkah-langkah mitigasi dan (iv) selepas

MUKA SURAT
DALAM EIA
pembinaan. Rujukan boleh dibuat kepada Laporan EIA Section 7.4.1.2
(Assessment Method) dan Section 7.4.1.3 (Results and Discussion).
Penilaian impak telah dijalankan berdasarkan lembangan sungai (sub

catchement), seperti yang dijelaskan dalam Laporan EIA Section 7.4.1 (Soil 7-7
Erosion and Sedimentation)
45 Komitmen kewangan oleh pemaju bagi LDP2M2 hendaklah Penggerak Projek mengambil maklum dan akan memberi komitmen 9-9
dinyatakan di dalam Laporan EIA. sepehnuhnya untuk melaksanakan P2M2 seperti dijelaskan dalam
Laporan EIA Section 9.8.2 (Environmental Budgeting).
Komitmen Penggerak Projek dari segi penyediaan Laporan EMP, audit 9-1
dan pemantauan juga dijelaskan dalam Laporan EIA Section 9
(Environmental Management Plan).

Table 2-3 : Conditions Stated in DOE’s TOR Endorsement Letter
MUKA SURAT
DALAM EIA
(i) Perlu mengambilkira semua ulasan agensi-agensi berkaitan Penggerak Projek dan Perunding mengambil maklum. Semua ulasan dari 2-1
dan Panel Pengulas yang telah dikemukakan sebelum ini agensi-agensi berkaitan dan Panel Pengulas yang diterima sama ada
kepada pihak Tuan, sama ada secara bertulis, atau secara bertulis atau dibangkitkan di dalam mesyuarat TORAC telah
dibangkitkan di dalam Mesyuarat TORAC pada 10 diambilkira. Rujukan boleh dibuat kepada Laporan EIA Section 2.1, Table
November 2020. 2-1, Table 2-2 dan Table 2-3.
(ii) Cadangan pembangunan projek ini perlu dirujuk kepada Projek ini tidak perlu dibentangkan kepada Majlis Perancang Fizikal Appendix C (AP-C2)
Majlis Perancang Fizikal Negara serta selaras dengan Pelan Negara (MPFN) kerana Akta Perancangan Bandar dan Desa 1976 (Akta
Struktur atau Pelan Rancangan Tempatan kawasan 172) tidak mempunyai bidang kuasa di Negeri Sarawak.
berkenaan. Projek ini tertakluk kepada kelulusan daripada State Planning Authority
(SPA) Sarawak (rujukan boleh dibuat keapda Laporan EIA, Appendix C
(AP-C2).
Walaubagaimanapun, Laporan EIA Section 1.7 (Conformance to 1-5
Development Plans) telah membincangkan pembangunan Projek KUTS
yang selaras dengan beberapa dasar dan rancangan pembangunan di
peringkat antarabangsa, nasional dan negeri seperti United Nations
Sustainable Development Goals, Eleventh Malaysia Plan 2016-2020, National
Transport Policy 2035 dan Sarawak Socio-Economic Transformation Plan 2030.
(iii) Kajian EIA bagi cadangan projek ini hendaklah dijalankan Kajian EIA bagi Projek ini telah dijalankan secara kuantitatif dan 7-1
secara kuantitatif, komprehensif dan langkah-langkah komprehensif. Kaedah penilaian bagi setiap komponen yang dikaji telah
kawalan pencemaran yang dicadangkaan juga perlu dijelaskan dalam Laporan EIA Section 7 (Evaluation of Impacts).
dijelaskan dengan spesifik dan terperinci bagi isu-isu kritikal
yang dikenalpasti. Langkah-langkah mitigasi yang dicadangkan juga dijelaskan dengan 8-1
spesifik dan terperinci dalam Laporan EIA Section 8 (Mitigation
Measures).
(iv) Huraian terperinci berhubung lokasi guna tanah sekeliling - -
antara lainnya merangkumi: -
a. Lokasi sebenar tapak cadangan projek dengan Koordinat bagi titik permulaan dan akhir bagi kedua-dua jajaran Line 1 1-2
menunjukkan koordinat tapak cadangan projek yang dan Line 2 ditunjukkan dalam Laporan EIA, Section 1.2 (Project
Location), Table 1-2 dan Figure 1-1.

MUKA SURAT
DALAM EIA
mengandungi sekurang-kurangnya 4 titik koordinat
penjuru tapak projek.
b. Pelan gunatanah terkini yang jelas, terperinci dan Kedua-dua jajaran Line 1 dan Line 2 akan melalui kebanyakan kawasan
lengkap dalam linkungan 5 km radius (ditunjukkan bandar yang terdiri daripada kawasan perumahan, komersial,
radius bagi setiap 250m, 500m, dan seterusnya) yang perindustrian, institusi dan kemudahan awam. Penilaian gunatanah telah
jelas menunjukkan setiap ‘environmental sensitive dijalankan dalam linkungan 500 m di kedua-dua sisi jajaran Line 1 dan
receptors’ dan ‘environmental sensitive areas’ di sekitarnya Line 2 oleh kerana sensitive receptors yang terletak dalam linkungan 500 m
dalam saiz A3; dan turut mengambilkira ‘environmental adalah lebih cenderung untuk menerima direct impact semasa peringkat
sensitive receptors’ yang berada di dalam (zone of impact). pembinaan dan operasi seperti pengambilan tanah, kesesakan lalu lintas,
pencemaran habuk dan bunyi.
Oleh itu, pelan gunatanah yang menunjukkan sensitive receptors dalam 6-8
linkungan 250 m dan 500 m radius ditunjukkan bagi setiap segmen jajaran
Line 1 dan Line 2 dalam Laporan EIA Section 6.5 (Land Use),
Figure 6.5.-1 hingga Figure 6.5-7. Selain itu, Figure 6.5-8 dalam Laporan
EIA juga memberi gambaran keadaan gunatanah di sekitar jajaran Line 1
dan Line 2 dalam linkungan 3 km dan 5 km radius.
c. Senarai aktiviti sosio ekonomi dan committed Kedua-dua jajaran Line 1 dan Line 2 akan melalui kebanyakan kawasan
development termasuklah aktiviti perindustrian, bandar yang terdiri daripada kawasan perumahan, komersial,
komersil, institusi dan penempatan penduduk serta perindustrian, institusi dan kemudahan awam. Penilaian gunatanah telah
‘environmental sensitive areas’ yang lain di sekitar dijalankan dalam linkungan 500 m di kedua-dua sisi jajaran Line 1 dan
kawasan cadangan projek (5km radius) dalam bentuk Line 2 oleh kerana sensitive receptors yang terletak dalam linkungan 500 m
jadual. adalah lebih cenderung untuk menerima direct impact semasa peringkat
pembinaan dan operasi seperti pengambilan tanah, kesesakan lalu lintas,
pencemaran habuk dan bunyi.
Oleh itu, receptors (penempatan penduduk, industri, komersial, institusi) 6-12

yang terletak dalam linkungan 250 m dan 500 m radius disenaraikan bagi
setiap segmen jajaran Line 1 dan Line 2 dalam Laporan EIA Section 6.5
(Land Use), Table 6.5-2 dan Table 6.5-3.

MUKA SURAT
DALAM EIA
On-going and Committed Developments yang terletak dalam linkungan 1 km 6-29
dari jajaran Line 1 dan Line 2 telah dikenalpasti dan disenaraikan dalam
Laporan EIA, Section 6.5.2 (On-going and Committed Developments),
Table 6.5-4 dan Figure 6.5-9.
d. Pelan lokasi yang jelas dengan menunjukkan dan Kedua-dua jajaran Line 1 dan Line 2 akan melalui kebanyakan kawasan
menyatakan jarak di antara lokasi cadangan projek bandar yang terdiri daripada kawasan perumahan, komersial,
dengan kawasan sensitif alam sekitar dalam perindustrian, institusi dan kemudahan awam. Penilaian gunatanah telah
lingkungan sekurang-kurangnya 5km radius, dijalankan dalam linkungan 500 m di kedua-dua sisi jajaran Line 1 dan
antaranya seperti berikut: - Line 2 oleh kerana sensitive receptors yang terletak dalam linkungan 500 m
i. penempatan penduduk adalah lebih cenderung untuk menerima direct impact semasa peringkat
ii. kawasan pelancongan seperti chalet, resort pembinaan dan operasi seperti pengambilan tanah, kesesakan lalu lintas,
iii. kawasan sensitif alam sekitar seperti kawasan pencemaran habuk dan bunyi.
paya bakau serta kawasan sensitif ekologi.
Oleh itu, receptors (penempatan penduduk, industri, komersial, institusi) 6-11
yang terletak dalam linkungan 250 m dan 500 m radius disenaraikan bagi
setiap segmen jajaran Line 1 dan Line 2 dalam Laporan EIA Section 6.5
(Land Use), Table 6.5-2 dan Table 6.5-3 dan juga dintunkukkan dalam
Figure 6.5.-1 hingga Figure 6.5-7
e. Sebarang peta dan gambarajah yang ditunjukkan Penggerak Projek dan Perunding mengambil maklum. Semua peta dan -
hendaklah terkini, jelas, lengkap dengan legend, gambarajah yang ditunjukkan dalam Laporan EIA adalah terkini dan jelas
ditandakan lokasi projek, tanda arah dan boleh dibaca. serta mengandungi legend dan tanda arah.
f. Peta yang digunakan hendaklah dinyatakan sumbernya Sumber bagi semua peta dan gambarajah yang ditunjukkan dalam -
yang sah. Laporan EIA telah dinyatakan.
g. Pelan susunatur bagi stesen dan depot hendaklah Pelan susunatur bagi stesen dan depot akan disediakan semasa peringkat -
dimasukkan di dalam Laporan EIA. rekabentuk awal dan terperinci dan akan diambilkira semasa penyediaan
Environmental Management Plan (EMP).
h. Lokasi persampelan bagi kualiti udara, kualiti air marin Lokasi persampelan garis dasar bagi kualiti air, udara, bunyi bising dan -
dan bunyi bising hendaklah ditunjukkan dalam bentuk getaran telah ditunjukkan dalam peta (saiz A3) dalam Laporan EIA bagi
gambarajah, peta atau seumpamanya yang jelas setiap segmen jajaran Line 1 dan Line 2. Rujukan boleh dibuat kepada
menunjukkan titik pusat persampelan. Gambarajah, Figure 6.8-1 hingga 6.8-7.

MUKA SURAT
DALAM EIA
peta atau seumpamanya itu hendaklah dikemukakan
dalam saiz A3 dalam Laporan EIA.
i. Cadangan zon penampan yang mencukupi dan selamat Disebabkan kebanyakkan jajaran Line 1 dan Line 2 akan berada dalam road 8-1
di antara sempadan tapak cadangan projek dengan median, rizab jalan di kedua-dua sisi jajaran boleh dianggap sebagai zon
‘environmental sensitive receptors’ dan ‘environmental penampan. Kajian EIA (Section 8 – Mitigation Measures) juga telah
sensitive areas’ yang terdekat, yang diperolehi melalui mencadangkan langkah-langkah mitigasi bagi sensitive receptors yang
kajian EIA hendaklah dicadangkan di dalam Laporan terletak berdekatan dengan jajaran Projek.
EIA untuk dikemukakan kepada Pihak Berkuasa
Tempatan.
(v) Penerangan yang jelas dan spesifik berhubung konsep - -
projek, construction method yang akan dilaksanakan yang
mengandungi komponen-komponen yang dicadangkan
antaranya: -
a. Pemilihan jajaran berdasarkan kepada beberapa opsyen Section 4.4 (Alignment Options) dalam Laporan EIA menunjukkan dan 4-4
yang telah diuji membincangkan opsyen-opsyen jajaran yang telah dikaji dan dinilai
sebelum menentukan preferred alignment bagi jajaran Line 1 dan Line 2.
b. Menjelaskan kaedah pembinaan yang akan digunakan Kaedah pembinaan bagi komponen-komponen projek seperti jajaran atas- 5-30
dengan mengambilkira impak yang paling minima tanah (at-grade), jajaran bertingkat (elevated) jajaran underpass serta stesen
kepada alam sekitar. dan depot dijelaskan dalam Laporan EIA di bawah Section 5.7.5
(Construction Methods).
c. Menyatakan dengan jelas komponen-komponen dalam Section 5.3.2 (Alignment Design and Type) dalam Laporan EIA 5-13
jajaran. menjelaskan Design Parameters bagi ART (Table 5-10) serta memberi
penerangan mengenai struktur jajaran yang merangkumi jajaran atas
tanah (at-grade), jajaran bertingkat (elevated) dan jajaran underpass.
(vi) Ramalan impak cadangan projek ini hendaklah dijalankan - -
secara komperhensif dan terperinci, antaranya: -
Impak kepada Kawasan Sensitif Alam Sekitar

MUKA SURAT
DALAM EIA
a. Mengenalpasti dan menyatakan langkah kawalan Kawasan sensitif ekologi seperti kawasan paya bakau yang terdapat di 6-101
terhadap kawasan sensitif alam sekitar seperti kawasan tebing Sg. Kuap telah dikenalpasti dalam Laporan EIA Section 6.11 7-95
paya bakau dan kawasan sensitif ekologi. (Existing Envrironment-Ecology). Penilaian kesan terhadap kawasan 7-213
sensitif semasa fasa pembinaan dan fasa operasi telah dikaji (Section 7.4.7 8-40
dan Section 7.5.7) dan langkah-langkah mitigasi adalah seperti yang 8-72
dijelaskan dalam Laporan EIA (Section 8.3.7 dan Section 8.4.6).
Ramalan Impak Kualiti Air
b. Had pelepasan kumbahan hendaklah mematuhi Had pelepasan kumbahan dari on-site Small Sewage Treatment System akan 7-134
Peraturan-Peraturan Kualiti Alam Sekeliling mematuhi Environmental Quality (Sewage) Regulations 2009 pada
(Kumbahan) 2009 Standard B bagi Rembus depot dan Station IS 1 dan Station SM 14,
c. Kajian kualiti air hendaklah menunjukkan dengan manakala Batu 12 depot akan mematuhi had pelepasan kumbahan pada
terperinci lokasi takat pelepasan punca-punca Standard A (Laporan EIA, Section 7.5.1.1-Sewage and Sullage). Kajian
kumbahan yang dihasilkan dengan menyatakan juga kualiti air yang dijalankan juga menunjukkan kuantiti dan kualiti
kuantiti dan kualiti kumbahan yang dihasilkan kumbahan yang dihasilkan (flow rate and loading). Permodelan kualiti air
termasuklah flow rate, loading dan sebagainya. yang dijalankan dengan menggunakan Mixing Model telah
d. Permodelan kualiti air yang dijalankan hendaklah membandingkan impak pelepasan kumbahan dengan National Water
menunjukkan dengan jelas impak pelepasan kumbahan Quality Standards for Malaysia.
yang dibandingkan dengan National Water Quality
Standards for Malaysia terbitan Jabatan Alam Sekitar.
Pengurusan Sisa Pepejal dan Buangan Terjadual
e. Kaedah pengurusan sisa pepejal hendaklah mematuhi Kaedah pengurusan sisa pepejal semasa fasa pembinaan dan fasa operasi 8-37
peraturan sedia ada di Pihak Berkuasa Tempatan. seperti yang dijelaskan dalam Laporan EIA (Section 8.3.6 dan Section 8-71
f. Kaedah pengurusan buangan terjadual hendaklah 8.4.5) akan mematuhi peraturan sedia ada Local Council masing-masing.
mematuhi kehendak di bawah Peraturan-Peraturan Penyimpanan (storage) dan pengendalian (handling) buangan terjadual
Kualiti Alam Sekeliling (Buangan Terjadual) 2005, Akta akan mematuhi Environmental Quality (Scheduled Wastes) Regulations, 2005.
Kualiti Alam Sekeliling, 1974.
Kajian Sosio-Ekonomi
g. Satu sesi dialog awam (public dialogue) bersama Oleh sebab keadaan semasa Covid-19 dan mengikuti SOP yang telah
penduduk yang terlibat dan agensi-agensi Kerajaan disediakan, sesi dialog awam tidak dapat dijalankan.
yang berkaitan hendaklah diadakan bagi Walaubagaimanapun, perbincangan dengan orang awam melalui

MUKA SURAT
DALAM EIA
memaklumkan kepada orang awam dan mendapatkan perception survey, focus group discussion (FGD) dan interviews telah 6-112
maklumbalas mengenai cadangan projek tersebut dari dijalankan. Hasil penemuan dari perception survey dan perbincangan 7-98
segi alam sekitar. Hasil perbincangan tersebut dengan orang awam telah dimasukkan ke dalam Laporan EIA di bawah 7-214
hendaklah dimasukkan ke dalam Laporan EIA. Section 6.12, Section 7.4.8, Section 7.5.8, Section 8.3.8, Section 8.4.7 dan 8-42
Appendix D. 8-73
Nota-nota perbincangan yang dijalankan bersama agensi-agensi kerajaan Appendix C
boleh dirujuk di Appendix C dalam Laporan EIA. Appendix D
h. Kajian sosio-ekonomi hendaklah merangkumi antara Kajian sosio-ekonomi telah dijalankan dengan merangkumi penduduk di 7-98
lainnya penduduk di kawasan penempatan kawasan penempatan berhampiran dengan jajaran Projek dan penerima 7-214
berhampiran dan penerima sensitive yang lain sensitive yang lain. Rujukan boleh dibuat kepada Laporan EIA Section
7.4.8 dan Section 7.5.8.
Kajian Economic Valuation of the Environmental Impacts
i. Kajian Economic Valuation of the Environmental Impacts Kajian Economic Valuation of the Environmental Impacts bagi Projek ini telah 7-235
hendaklah dijalankan secara terperinci dan dijalankan dengan berpandukan The Guidelines on the Economic Valuation of
diterjemahkan dalam nilai wang (monetize) dan the Environmental Impacts for EIA Projects. Rujukan boleh dibuat kepada
mengikuti “Guidelines on the Economic Valuation of the Laporan EIA Section 7.7.
Environmental Impacts for EIA Projects” terbitan Jabatan
Alam Sekitar.
Laporan Land Disturbing Pollution Prevention and
Mitigation Measures (LD-P2M2)
j. Laporan Land Disturbing Pollution Prevention and Land Disturbing Pollution Prevention and Mitigation Measures (LD-P2M2) 8-4
Mitigation Measures (LD-P2M2) hendaklah disediakan telah disediakan berpandukan Guidance Document for The Preparation of the
mengikut Guidance Document for The Preparation of the Document on Land Disturbing Pollution Prevention and Mitigation Measures.
Document on Land Disturbing Pollution Prevention and Rujukan boleh dibuat kepada Laporan EIA Section 8.3.1.1.
Mitigation Measures (LD-P2M2) Typical LD-P2M2 telah disediakan bagi kerja-kerja semasa pembinaan
seperti river crossing, at-grade works, elevated works dan depot. Rujukan
boleh dibuat kepada Laporan EIA Figure 8.3.1-1 hingga Figure 8.3.1-12.

MUKA SURAT
DALAM EIA
Impak Bunyi Bising
k. Kajian bunyi bising hendaklah dijalankan dan Kajian bunyi bising telah dijalankan berpandukan kepada garispanduan 6-93
berdasarkan kepada garispanduan “The Planning “Guidelines for Environmental Noise Limits and Control, Third Edition 2019”. 7-48
Guidelines for Environmental Noise Limits and Control” Rujukan boleh dibuat kapada Laporan EIA Section 6.10, Section 7.4.4 dan 7-167
terbitan Jabatan Alam Sekitar. Section 7.5.3.
(vii) Cadangan langkah-langkah kawalan hendaklah - -
merangkumi antara lainnya: -
a. Kesemua cadangan langkah kawalan yang dinyatakan Langkah-langkah mitigasi yang dicadangkan dijelaskan dengan spesifik 8-1
di laporan EIA hendaklah jelas konsepnya dan dan terperinci dalam Laporan EIA Section 8 (Mitigation Measures).
terperinci
b. Komitmen daripada pemaju untuk memasang langkah- Penggerak Projek mengambil maklum dan memberi komitmen -
langkah kawalan yang berkesan dan terbukti dapat sepehnuhnya untuk melaksanakan langkah-langkah kawalan/ P2M2
meminimakan impak negatif kepada alam sekeliling. seperti dijelaskan dalam Laporan EIA.
(viii) Metodologi setiap kajian hendaklah dinyatakan dengan jelas Kajian EIA bagi Projek ini telah dijalankan secara kuantitatif dan 6-1
dalam Laporan EIA. komprehensif. Kaedah penilaian bagi setiap komponen yang dikaji telah 7-1
dijelaskan dalam Laporan EIA Section 6 (Existing Environment) dan
Section 7 (Evaluation of Impacts).
(ix) Penyediaan dokumen ‘Emergency Response Plan’ (ERP) juga Emergency Response Plan Framework telah dibincangkan di bawah Section 8-55
perlu dirancang di peringkat penyediaan Laporan EIA. 8.3.10.4 dan Section 8.4.9.2 dalam Laporan EIA. 8-84
(x) Berdasarkan arahan terkini, pelaksanaan projek ini Penggerak Projek dan Perunding mengambil maklum. Semua ulasan dari 2-1
hendaklah mengambilkira semua keperluan dan kehendak agensi-agensi berkaitan dan Panel Pengulas yang diterima sama ada
agensi-agensi yang berkaitan, dan perkara tersebut secara bertulis atau dibangkitkan di dalam mesyuarat TORAC telah
hendaklah dinyatakan di dalam Laporan EIA dan diambilkira. Rujukan boleh dibuat kepada Laporan EIA Section 2.1, Table
dikemaskini di dalam dokumen Pelan Pengurusan Alam 2-1, Table 2-2 dan Table 2-3.
Sekitar (EMP).
(xi) Rujukan garispanduan yang berkaitan hendaklah Pihak Perunding mengambil maklum. -
berpandukan garispanduan yang terkini terbitan Jabatan ini
dan garispanduan terbitan agensi lain yang berkaitan.
(xii) Jadual Pelaksanaan Projek hendaklah disertakan. Jadual Pelaksanaan Projek boleh dirujuk di dalam Laporan EIA di bawah 5-35
Section 5.8 (Project Implementation Schedule).

MUKA SURAT
DALAM EIA
(xiii) Kajian EIA hendaklah dijalankan oleh jururunding berdaftar Kajian EIA ini telah dijalankan oleh jururunding yang berdaftar seperti -
dengan Jabatan Alam Sekitar dan masih sah tempoh yang disenaraikan di bawah EIA Study Team Declaration dan List of
pendaftaran. Perkara ini terpakai bagi semua bidang kajian Consultants.
utama dan kritikal termasuklah bagi bidang kajian ekologi
dan juga heritage/archeoogy. Laporan EIA yang disediakan
oleh jururunding yang tidak berdaftar tidak akan diproses
oleh Jabatan ini.
(xiv) Pemaju hendaklah memastikan perkara-perkara dasar Penggerak Projek mengambil maklum. -
diselesaikan terlebih dahulu sebelum Laporan EIA
dikemukakan. Mana-mana Laporan EIA dengan cadangan
projek yang bercanggah dengan mana-mana dasar semasa
tidak akan diproses.


2.2 TERMS OF REFERENCE
This section presents the Terms of Reference in its original form as submitted to the
Department of Environment Headquarters (DOE HQ). The content, details and
findings in the TOR were based on the Project information that was available at the
time of TOR preparation in September 2020 – November 2020. Certain details and
findings of the original TOR presented in this section have been superseded, as the
Project design has undergone several revisions and changes to improve the Project
during the period after the TOR submission. These revisions and changes have been
incorporated in the EIA study and presented in the final EIA Report.
2.2.1 Introduction
1. The Terms of Reference (TOR) is formulated for the preparation of an

Environmental Impact Assessment (EIA) Report for the “Kuching Urban
Transportation System (KUTS) Phase 1 - Samarahan Line (Line 1) and
Serian Line (Line 2)”, hereinafter referred to as “KUTS Phase 1” or “the
Project”.
2. The purpose of this TOR and Environmental Scoping Information (ESI) is to

present the scope of work and the methodology for undertaking the EIA, and
to describe the Project, the existing environment and potential issues and
proposed mitigation measures. The TOR is essentially a summary of the more
detailed ESI document. The proposed work programme for the EIA process
is from July 2020 to March 2021.
3. The Project is classified as Prescribed Activity 16(a): Construction of new

routes or branch line for mass rapid transport project under the Second
Schedule of the Environmental Quality (Prescribed Activity) (Environmental
Impact Assessment) Order 2015.
4. The Project Proponent is Sarawak Metro Sdn. Bhd. (SMSB), a wholly owned
subsidiary of Sarawak Economic Development Corporation (SEDC).
Enquiries about the Project may be directed to:

Tel: 082 – 524 222
Fax: 082 – 524 224
Email: zafrin.z@mysarawakmetro.com
Contact Person: Zafrin Zakaria

5. The Consultant team undertaking the Environmental Impact Assessment
study is a consortium comprising of:
EMS Progress Sdn Bhd – ERE Consulting Group Sdn Bhd – CGB
Consultants Sdn Bhd
Ground Floor, Lot 3092 & 3093,
Block 10, KCLD, Wisma Ng Aik Oh,
2 ½ Mile, Rock Road,
Tel: 03 – 8024 2287
Fax: 03 – 8024 2320
Email: gbm@ere.com.my/ lhl@ere.com.my
Contact Person: Dr. G. Balamurugan / Lee Hwok Lok
2.2.2 Statement of Need
6. One of the issues being faced by the transport system in Kuching is the congested
radial roads leading to the Kuching CBD which are found to be concentrated on
a few high-volume radial transport corridors.
7. With the increasing population, the existing trend of traffic growth at 2% per
annum and planned townships and future developments, the existing road
system will not be able to cater to the additional traffic. If the existing trend is
allowed to continue, traffic conditions at most of the major roads are expected to
deteriorate.
8. The Kuching Urban Transportation System (KUTS) has been proposed as a

gamechanger in the public transportation system and is intended to relieve traffic
congestion in Greater Kuching, serve as the backbone of the public transportation
system in Kuching and promote Transit Oriented Development (TOD) in
suburban areas.
9. Among the benefits of implementing KUTS other than realising efficient mobility
in Kuching is creating economic opportunities, enabling trade and facilitating
access, creating up to 30,000 jobs once full operations begin and savings of up to
40 minutes travel time as compared to traveling by car.
10. The introduction of future Transit Oriented Development (TOD) along the
Project corridors will help to stimulate the local economy and increase the real
estate value along the corridors as well as guaranteeing the Project’s ridership
and its projected increase, especially at the suburban area and creating less
carbon footprint.

2.2.3 Basic Project Information
Planning Guidelines and Criteria
11. Several factors were considered during the planning stage of the alignments:
a) Passenger attraction
The greater the number of passengers the system carries, the better it serves
the needs of the community and Kuching. As the KUTS network carries more
people in terms of person-km, it will operate more economically and reduce
the private vehicle traffic.
b) Accessibility
Access to the transit system would have to be planned in a way that the
stations are within reasonable walking distance for intended catchment
population. In the Malaysian context, a reasonable walking distance is
considered to be 400 m, which is the distance that can be covered in 5 minutes
with a walking speed of 1.3 m/s.
c) Service coverage and route planning

This will be a major component in the planning of the KUTS network so as to
facilitate the catchment population situated within 2 to 3 km of the transit
system.
Other criterias include economic and financial viability, constructability and

engineering, and environmental and social impacts.
Project Background
12. The Sarawak State Government, via Sarawak Economic Development

Corporation (SEDC) and its wholly owned subsidiary, Sarawak Metro Sdn.
Bhd. intends to build the Kuching Urban Transportation System (KUTS) via
a hydrogen powered Automated Rapid Transit (ART) system.
13. Phase 1 of the KUTS will involve the construction of two lines (total 51.8 km):
• Samarahan Line (Line 1) - Rembus to Hikmah Exchange (including

station(s) and depot(s) (25.9 km)
• Serian Line (Line 2) - Batu 12 to The Isthmus (including station(s) and
depot(s)) (25.9 km)
14. The KUTS will help transform Kuching into a more dynamic and competitive
city while alleviating traffic congestion and enabling people to move
efficiently from one place to another. It will also create economic
opportunities, enable trade and facilitate access to markets and services.

15. The KUTS intends to adopt a hydrogen powered Automated Rapid Transit
(ART) System as the world is shifting towards green energy in accordance
with Sarawak State’s aspirations.
16. The KUTS also has the potential to create new transit-oriented development
(TOD), traversing and linking dense residential areas, businesses, industrial
areas and tourist hotspots which will drive the economic development of
Kuching.
Project Alignment
17. Line 1 commences nearby Kg. Rembus in Kota Samarahan where the Rembus
Depot and Rembus Station (Provisional) is proposed and ends at the Hikmah
Exchange Station nearby Masjid Bandaraya Kuching at the city centre
(25.9 km). Line 2 starts at the Batu 12 Depot, with the first station located at
Batu 12/JPJ near the JPJ complex in Padawan and ends at the proposed The
Isthmus Station (25.9 km). The total Project length is 51.8 km (Table T-4). The
alignment traverses through four local councils: Dewan Bandaraya Kuching
Utara, Majlis Bandaraya Kuching Selatan, Majlis Perbandaran Padawan and
Majlis Perbandaran Kota Samarahan.
Table T-4 : Line Lengths

At-grade Elevated Station Depot
Line Total (km)
(km) (km) No No
Line 1: Rembus to Hikmah
16.9 (65%) 9.0 (35%) 25.9 (100%) 15 1
Exchange
Line 2: Batu 12 to The
6.2 (24%) 19.7 (76%) 25.9 (100%) 13 1
Isthmus
Total 23.1 (45%) 28.7 (55%) 51.8 (100%) 28 2
Stations
18. A total of 28 stations including one provisional station is proposed for the
Project where Line 1 will have 15 stations and Line 2 will have 13 stations
(Table T-5).
Table T-5 : Proposed Stations and Type

Station
No. Segment Division Municipal Station Name
Type
Line 1 : Rembus – Hikmah Exchange
Rembus
1
(Provisional)
2 MP Kota Universiti
1A Samarahan At-grade
3 Samarahan Melaban
4 Sigitin
5 Unimas

Station
No. Segment Division Municipal Station Name
Type
6 Heart Centre
7 Riveria
8 Stutong At-grade
9 MB Kuching Wan Alwi
1B
10 Selatan Viva
11 Simpang Tiga
MB Kuching
12 Kuching Jalan Tabuan
Selatan Elevated
Jalan Central
13 1C
DB Kuching Timur
14 Utara Jalan Badruddin
15 Hikmah Exchange
Line 2 : Batu 12 – The Isthmus
1 Batu 12/JPJ At-grade
Kuching MP Padawan
2 Kota Padawan At-grade
MP Kota
3 2A Samarahan Penrissen
Samarahan
Elevated
4 Kota Sentosa
Kuching MP Padawan
5 Kuching Sentral
Kuching
6 International
MB Kuching Airport
2B Kuching
7 Selatan Pelita Height
8 Tun Jugah
9 Simpang Tiga Elevated
10 Jalan Tun Razak
MB Kuching
11 Pending
Selatan
12 2C Kuching Bintawa
DB Kuching
13 Isthmus
Utara
System Technology
19. The Kuching Urban Transportation System is proposed to be an Automated

Rapid Transit (ART) system which is a trackless guided system for urban
passenger transport. The ART runs on rubber tyres on normal road
pavement. The system is a hybrid between a train, a bus and a tram.
20. An ART with three car per set is approximately 32 m long and can travel at a
maximum operating speed of 70 km/h and can carry approximately 300
passengers.
21. KUTS ART is driverless and runs on a dedicated lane (does not mix with road
traffic).

Power Source
22. The ART will be powered by hydrogen fuel cells. A hydrogen fuel cell is a
clean and environmentally friendly technology which combines hydrogen
and oxygen to produce electricity, with water as the byproduct. Fuel cells
convert the energy produced by chemical reactions, into usable electricity
which power the ART traction motors. Electricity will be produced as long as
hydrogen is supplied to the fuel cell.
23. The hydrogen will be stored in specially designed pressurised tanks that will
be carried on top of the ART. Hydrogen fuelling stations will be located at
depots. Hydrogen will be generated through electrolysis using electricity
from hydropower, thus minimising carbon emissions and helping in
decarbonising the public transport in Sarawak.
Principal Project Activities
24. The anticipated principal project activities are mainly related to construction
activities which may cause environmental impacts. The key construction
activities include, but are not limited to, the following activities (Table T-6).
Table T-6 : Principal Project Activities

Stage Activities
Pre-Construction • Land acquisition
• Utilities relocation
• Soil investigation
Construction and • Site clearing and earthworks
Demolition • Temporary works (utilities establishment, base camp, batching
plant, access roads)
• At-grade lane construction
• Elevated lane and bridge construction
• Station construction
• Depot construction
• Installation of lane facilities and systems
• Testing and commissioning
• Movement of construction vehicles transporting materials
Operation • KUTS ART operations
• Station operations
• Depot operations

2.2.4 Alternatives Consideration
25. Various project, modal and alignment options were identified and evaluated
in the process of selecting the preferred, optimal alignment and transport
mode for the Project. The options varied according to the physical
characteristics, socio-economic constraints and transport network design
requirements of each option. The Project options can be divided into the
following:
• No-Project Option
• Modal Options
• Alignment Options
• Elevated and At-grade Options
• Power Source Options
No Project Options
26. The No Project option would mean that the development of an efficient public
transport system to reduce congestion in Kuching and creating a modal shift
to public transport would be significantly hampered.
Modal Options
27. Considerations in evaluating modal options include the capacity to meet

ridership demand, space constraints, costs (construction and operation), land
take (determined by alignment geometry), travelling speed, journey times
and the level of segregation/integration/disruption (at-grade, elevated, etc.).
The modal options that were considered for the KUTS corridor include BRT,
street tram, monorail, LRT and ART. ART was chosen as it is an innovative
system running on road pavement instead of railway tracks, thus reducing
cost.
Alignment Options
28. Line 1: Preferred option at Rembus along Kuching-Samarahan-Asajaya

Expressway as it avoids Kg. Rembus and Kota Samarahan thus reducing
potential environmental impacts.
29. Line 1: Preferred option with Hikmah Exchange Station at Padang Pasir. This
option avoided acquisition of shophouses with heritage value and is also
further away from Brooke Dockyard.
30. Line 2: Preferred option with alignment passing by Biawak, Pending and
Bintawa industrial areas and Kg. Bintawa as it has more ridership coverage.
Alignment also travels along main roads and avoids encroaching into lots
with potential committed development.

2.2.5 Potential Impacts
31. Based on preliminary assessment of the Project, the potential environmental

impacts, likely areas of concerns and assessment methodologies are shown in
Table T-7.

Table T-7 : Potential Impacts and Assessment Methodologies
Impact Assessment/ Models/ Possible Mitigation
Activities Potential Impacts Areas of Concern Assessment Standards
Tools Measures
Construction Stage
• Utility relocation Soil erosion and Line 1: Rembus Depot, • Soil erosion risk mapping • National Water • LD-P2M2 to control
• Site clearing and sedimentation of Sg. Kuap, Sg. Bitan, Sg. and calculation of sediment Quality Standards soil erosion and
earthworks waterways Tabuan; yield at selected high erosion (NWQS) sedimentation for
• Excavation works risk areas (RUSLE & • Manual Saliran Mesra pre-construction,
and spoil disposal Line 2: Batu 12 Depot, MUSLE) Alam (MSMA) 1st construction and
Sg. Semengoh, Sg. • Comparison against pre- Edition (DID, 2000) operational stages
Sarawak project conditions • Manual Saliran Mesra
Alam (MSMA) 2nd
Edition (DID, 2012)
• Guideline on Land
Disturbing Pollution
Prevention and
Mitigation Measures
(LD-P2M2) (DOE,
2017)
• Sarawak Urban
Stormwater
Management
(SUStoM) 2nd Edition
(DID Sarawak, 2017)
• Site clearing & Water Pollution Line 1: Sg. Kuap, Sg. • Establish baseline • National Water Quality • Sedimentation
earthworks Bitan, Sg. Tabuan conditions through water Standards (NWQS) control (LD-P2M2)
• Silt trap discharge quality sampling • Sewage treatment
• Accidental oil and Line 2: Sg. Semengoh, • Qualitative estimation of
grease spill Sg. Sarawak water pollution
• Sewage / sullage • Use Mixing Zone Model for
from construction point source pollution (silt
sites traps/sediment basins
discharges)

Tools Measures
• Site clearing and Air and dust pollution Air sensitive receptors • Compare against baseline Malaysian Ambient Air • Control of dust
earthworks along the alignment conditions & air quality Quality Standards dispersion
• Movement of standards (MAAQS) 2013 particularly during
construction • Semi-quantitative earthworks and from
vehicles assessment based on vehicular emissions
• Emissions from methodology outlined in
construction Guidance on the Assessment
vehicles of Dust from Demolition and
Construction (2014),
Institute of Air Quality
Management.
• Concreting and piling Increase in noise and Line 1: Kg Rembus, • Noise modelling shall be • Guidelines for • Control noise and
works vibration levels Taman Desa Ilmu, carried out using CadnaA Environmental Noise vibration levels to
• Movement of Taman Melaban, SMK Environmental Road & Limits and Control, acceptable limits
construction vehicles Tabuan Jaya, Lorong Railway Noise Modelling Third edition, 2019
• Use of high noise Kedandi, Lodge Software from DataKustik • Planning Guidelines
generating machinery for Environmental
International School, • Compare baseline
(generator sets, Vibration Limits and
Tabuan Jaya, Linang conditions with noise
power tools, Control, 2007
Estate, Basaga Holiday guidelines
hydraulic breaker,
Residences, Shoplots • Vibration prediction using
grinding and cutting
along Jalan Tan Sri Ong Federal Transit
equipment)
Administration, USA
Kee Hui, Sarawak Club,
procedures (Technical
Kg Masjid, Masjid
Manual FTA-VA-90-1003-
Bandaraya Kuching 06, Chapter 10)
• British Standards BS 5228-1,
Line 2: Taman Kota
2009+A1 2014 “Code of
Padawan, Taman Shun
practice for noise and vibration
Li, Greenland Villa, Kg
control on construction and
Cemerlang, Taman
Supreme, Kenyalang open sites – Part 1 : Noise; and
Park, SM Chung Hua 3, British Standards BS 5228-2,

Tools Measures
SMK Pending, Penview 2009+A1 2014 “Code of
Hotel practice for noise and vibration
control on construction and
open sites – Part 2 : Vibration”
• Site clearing and • Waste Generation Rembus and Batu 12 • Estimate amount of waste to • Environmental Quality • Proper waste
excavation • Overburden depot be generated from different (Scheduled Waste) management system
• Spoil and unsuitable landfill/waste construction activities Regulations 2005 including storage,
material disposal management Waterways adjacent to • Analyse the critical impact collection, transport
• Construction and capacity construction sites from waste generation to the and disposal
demolition of • Water and air sensitive receptors and • Adoption of
structures pollution from surrounding environment sustainable practices
improper waste especially reduce,
treatment reuse and recycle
• Blockage of drains
and streams from
illegal dumping
• Blockage of drains Flood Risk Line 1: Riveria, Tabuan • Comparison against pre- - • Ensure all soil
and streams by Jaya, Sg. Kuap, Jalan project conditions erosion and sediment
biomass / Wan Alwi • Secondary information such control are
construction waste as hydrology report, flood functioning
• Increased surface Line 2: Penrissen, reports, etc.
runoff Tabuan Dayak, Jalan • Assessing flow path and
• Presence of structures Kota Sentosa potential receptors (flood
in rivers hotspot)
• Reduced capacity of
the existing drainage
system / rivers
• Diversion of drainage

Tools Measures
Vegetation clearing Ecological Impacts Line 1: Rembus Depot, • Literature review • IUCN Red List of • Vegetation and
within ROW and along landscape vegetation • Consultation with Threatened Species wildlife management
road reserve and median along road, mangrove government agencies and • Wildlife Protection Measures
and riverine vegetation relevant key experts Ordinance 1998 (First
along Sg. Kuap • Assessing extent and area of Schedule and Second
habitat disturbance Schedule)
Line 2: Batu 12 depot,
landscape vegetation
along Jalan Tun Razak
• Temporary road • Increase in Traffic • Jalan Canna • Identify route of • Highway Capacity • Traffic Management
diversion and Congestion • Jalan Wan Alwi transportation and access Manual (HCM) Plan
closures • Safety risk to road • Jalan Badruddin points • JKR Standards and
• Lane width users • Jalan Haji Taha • Identify quantity and Guidelines
reduction • Jalan Penrissen volume of construction
• Movement of • Jalan Tun Razak vehicles during peak hours
construction
vehicles
• Land acquisition and Social Impacts Residents and local • Engage stakeholders • - • Early engagements
relocation communities located involved via perception and early
• Disruption of within 500 m distance surveys, interviews and dissemination of
community meetings to gather information and
• Noise and dust information on positive and support if necessary
• Traffic negative impacts from the
• Influx of foreign Project
workers
• Construction of Public Safety and Public or people living • Hazard identification • - • Implement
alignment, station Hazard or working close to • Risk assessment as per construction safety
and depot project site, public road Guidelines for Hazard measures
• Movement of users Identification, Risk
construction Assessment and Risk
vehicles Control (HIRARC) 2008

Tools Measures
Operation Stage
• Sewage discharge Water pollution Rivers and waterways • Qualitative estimation of • Environmental • Proper treatment and
from SSTS at adjacent to stations and water pollution Quality (Sewage) control of sewage
stations/ depots depots • Use Mixing Zone Model for Regulations 2009 discharges
• Oil spillage from point source pollution
maintenance works (sewage discharge point)
at station, depots, if
any
Reduction in road traffic Reduction in GHG Regional and national • GHG estimation calculation • Carbon emission • No mitigation
due to switch from GHG emissions using emission factors and calculator tool, Mobile measures required
private to public traffic volumes Combustion: GHG for positive impacts
transport Emissions Calculation
Tool Version 2.6
Operation of ART, Increase noise and Receptors located • Qualitative assessment at • Guidelines for • Control noise levels
Stations and Depots vibration levels adjacent to stations and sensitive receptors Environmental Noise to acceptable limits
depots • Noise prediction using Limits and Control,
CadnaA modelling 2019
• Compare baseline conditions • Planning Guidelines
with noise guidelines for Environmental
Vibration Limits and
Control, 2007
Station and Depot Generation of domestic Waterways adjacent to • Estimate amount of waste to • Environmental • Proper waste
operation waste and scheduled station and depots be generated from different Quality (Scheduled management system
waste study boundaries Waste) Regulations including storage,
• Analyse the critical impact 2005 collection, transport
from waste generation to the and disposal
sensitive receptors and • Adoption of
surrounding environment sustainable practices
especially reduce,
reuse and recycle

Tools Measures
Presence of piers within Flooding Line 1: Riveria, Tabuan • Identify areas with high • - • To liaise with
river Jaya potential of risk due to afflux Department of
Increase in impervious and impervious area Irrigation and
surface Line 2: Penrissen • Consultation with Drainage with
Camp, The Isthmus government agencies regards to the
engineering design
for the alignment
including for
drainage and flood
mitigation.
Improved connectivity • Downstream Surrounding areas and • No assessment required for • - • No mitigation
and accessibility economic townships along the positive impacts measures required for
opportunities alignment corridor positive impacts
• Employment • Early engagement
opportunities with affected
• Improved standard • Engage stakeholders communities
of living involved via perception
• Fragmented surveys, interviews and
communities due to meetings to gather
alignment information on positive and
• Catalyst for negative impacts from the
development Project
• Pick-up and drop • Localized Main roads adjacent to • Traffic Assessment to be • Highway Capacity • Traffic management
off of passengers congestion around stations conducted by traffic Manual (HCM) plan
• Change in traffic stations consultant. • JKR Standards and
pattern and volume • Reduced travel time • Calculate projected traffic Guidelines
during operation
• Identify positive & negative
impacts
Station, depot and ART • Hazards due to Adjacent communities, • Hazard identification based • - • Implement
operation KUTS operations public road users, on established incident operational safety
and incidents and passengers, pedestrians database procedures

Tools Measures
hydrogen fuel • Restrict access to
hazard KUTS facilities


Chart 2-1 : Proposed Project Assessment (EIA) Timeline


03 STATEMENT OF NEED
Section 3
STATEMENT OF NEED
SECTION 3 : STATEMENT OF NEED
3.1 NEED FOR THE PROJECT
3.1.1 Population Growth
Kuching is the most populous city in the State and covers an area of 4,195 km2.
Among some of the key economic activities in Kuching are finance, tourism, services,
high-tech industry and education2.
According to the Sarawak Household Income and Basic Amenities Survey Report,
the combined population of Kuching and Samarahan in 2019 was 804,0003,while the
population in 2020 (Kuching and Samarahan) is projected at 1,000,4001.
Apart from population growth, the number of motor vehicles registered (Table 3-1)
have also been increasing over the years in tandem with the economic growth of the
city as well as to meet the needs of the growing population and rapid urbanization.
Table 3-1 : Total Motor Vehicles Registered

Type 2016 2017 2018 2019
Motor Cars 795,157 805,963 815,900 824,053
Motorcycles 781,217 803,675 824,745 845,459
Public Vehicles 7,123 7,212 7,273 7,317
Goods Vehicles 94,662 97,711 100,608 103,145
Others* 75,665 78,336 80,774 82,491
Total 1,753,824 1,792,897 1,829,300 1,862,465
Note: *Includes Government Vehicles, Trailers and Driving School Vehicles
Source: Sarawak Facts and Figures 2020, Economic Planning Unit Sarawak
2 Sarawak Facts and Figures 2020, Economic Planning Unit Sarawak

3 Household Income and Basic Amenities Survey Report, Sarawak, 2019, Department of Statistics Malaysia
Section 3 Statement of Need 3-1

3.1.2 Traffic Congestion
Kuching, like many cities with a strong center, exhibits a distinct pattern of radial
corridors that link the city center / Kuching Central Business District (CBD) with
suburban and residential areas. As such, the highest density of travel is usually
concentrated within these corridors such as Kuching – Tabuan – Kota Samarahan,
Kuching – Padawan – Serian, Kuching – Batu Kawa (Plate 3-1).
Plate 3-1 : Existing Traffic Condition in Kuching
With the existing trend of traffic growth at 2% per annum, coupled with population
growth and planned townships and future developments, the existing road system,
especially the already congested radial roads leading to the Kuching CBD will not be
able to cater much more of any additional traffic. Incidents such as road accidents or
heavy rainfall at one of its major arterials would lead to massive traffic congestions.
If the existing trend is allowed to continue, traffic conditions at most of the major
roads will deteriorate.
3.1.3 Poor Public Transport Infrastructure and Low Ridership
Sarawak once had a railway line that used to serve Kuching in the early part of the
20th century. This railway line ran from the Terminus (Kuching Station), opposite the
Mosque to the 10th Mile Bazaar (now known as Kota Padawan). It was said that in
the mid-1890s, Charles Brooke, the Second White Rajah, envisaged that Sarawak
should have a railway as he believed a railway operating from Kuching to the south,
into areas where there was no transportation would open up the areas to economic
growth. In the early 1915s, passenger and goods services via railway began operating,
3-2 Section 3 Statement of Need

however, in the 1930s, construction of a road that ran parallel to the railway
commenced and it was the building of this road that ended the railway service.
Currently, the existing public transport in Kuching is road-based and comprises

primarily of buses and taxis. These modes do not operate on their own dedicated
lanes and are constrained by traffic congestion and road traffic signalizations thus
affecting their efficiency and speed.
According to the KUTS Feasibility Study (2018), the existing public transport
ridership in Kuching only accounts for 4% (Table 3-2) which is extremely low and
can be attributed to the lack in efficiency of the existing public transport modes,
insufficient public transport facilities and services, lack of connectivity and poor
accessibility. This low ridership of public transport further contributes to growth in
private vehicle usage which then subsequently burdens the already congested roads.
Table 3-2 : Transport Mode Split (Morning Peak Period)

Transport Mode
Corridor Private Vehicle Public Transport
Cars Motorcycle Taxi Bus
Tabuan / Samarahan 81 % 15 % 0% 4%
Padawan / Serian 78 % 17 % 0% 5%
Source: Feasibility Study on Kuching Urban Transport System, Interim Report, 2018
Major improvements to the public transport system in Kuching are needed in order
to achieve a desirable public transport modal split and to reduce the usage of private
vehicles. A good, modern and sustainable city should work towards achieving a
modal split of 30:70 or 40:60 split between public and private transport.
3.2 OBJECTIVES AND BENEFITS OF THE PROJECT

The KUTS ART is designed to address many of the existing public transport issues
by providing a safe and reliable transport alternative.
3.2.1 Objectives of KUTS
The main objectives of the Kuching Urban Transportation System (KUTS) are to:
a) Relieve traffic congestion in Greater Kuching,
b) Serve as the backbone of the public transportation system in Kuching, and
c) Promote Transit Oriented Development (TOD)

Relieve Traffic Congestion and Backbone of Public Transport
Generally, public transport modes that are segregated and operate on their own
dedicated lanes provide the highest capacity and efficiency as they are not
constrained by road traffic congestion. The KUTS ART Phase 1 will be entirely
segregated and will run on dedicated lanes which are separated from other road
traffic. The operation of the ART will not be affected by road traffic, unlike buses and
taxis that share and compete for the same road space. The ART will be able to support
higher travel speeds over long intra-urban distances while providing reliable and
predictable service with high capacity and high service frequency.
In order for a transit system to be attractive to users, it has to be comparable to cars

in terms of journey time. The Feasibility Study (2018) reported that journey time by
car from Kota Samarahan to Hikmah Exchange takes about 90 minutes during peak
hours. In the context of Kuching, the acceptable commuting journey time should be
kept within a 40-minute limit. Table 3-3 shows the expected travel time from major
areas in Kuching to the city centre (Hikmah Exchange) by rail which can be achieved
within 40 minutes, except for Kota Samarahan which would take around 50 minutes
but is still shorter when compared to travelling by car.
Table 3-3 : Expected Travel Time to Hikmah Exchange from Major Areas
Average Time (mins) +
Length
Origin Destination Speed 10 mins access
(km)
(km/hr) time
Unimas 15 36
Kuching International
10 27
Airport
Batu Kawa Hikmah 9 25
35
Taman Matang Jaya Exchange 7 22
Semariang 12 31
Kuching Isthmus 9 25
Kota Samarahan 24 51
Source: Feasibility Study on Kuching Urban Transport System, Final Report, 2018
With an average operating speed of 35 km/hr, the journey time for the KUTS ART
Phase 1 for Line 1 (Rembus to Hikmah Exchange) would take about 38 minutes, while
Line 2 (Batu 12 to The Isthmus) would take about 40 minutes, both of which are
within the acceptable commuting journey time.
Apart from journey time, passenger attraction is also one of the main driving factors
in reducing the dependence on private vehicle usage, as the greater the number of
passengers the public transit system can carry, the better the system is able to serve
the needs of the surrounding community and Kuching.

During the Feasibility Study (2018), a ridership forecast was carried out on the six
proposed lines (referred to as options) (Table 3-4) where, Option 1 (Kota Samarahan-
Damai) and Option 2 (Serian-Bako) were identified as priority options as it had the
highest forecasted ridership as well as having transit routes that would be able to
cover 78% of the current travel demand. This was to be followed by Option 5 (City
Dispersal Line) which would complement the first two options. These three lines
would then form the initial backbone of Kuching’s Public Transport System and act
as the catalyst for the future lines.
Table 3-4 : Forecasted Daily Ridership in 2024

Average Daily
Ridership
Option Length (km) Ridership per km
(pax/day)
at 2024
1 Kota Samarahan-Damai 62.30 1,132 70,541
2 Serian-Bako 83.73 753 63,035
3 Matang 23.41 433 10,142
4 Batu Kawa 34.46 387 13,322
5 City Dispersal Line 10.78 1,032 11,099
6 Circle Line 66.74 102 6,833
As such, the Phase 1 of the KUTS ART will focus on parts of Option 1 and Option 2
that were identified in the Feasibility Study as being priority options. The KUTS ART
Phase 1 will involve the construction and operation of two lines which are:
• Samarahan Line (Line 1) - Rembus to Hikmah Exchange
• Serian Line (Line 2) - Batu 12 to The Isthmus
Promote Transit Oriented Development
Transit Oriented Development (TOD) is the development of high-density, compact

and mixed-use communities that are within a reasonable walking or cycling radius
of a central public transit stop (Plate 3-2). TODs are usually located within a 400 m
radius of a public transit station as this is considered to be an acceptable walking
distance.
By creating denser and walkable communities, TODs are able to stimulate the local
economy as having a transit system within walking distance reduces travel time and
resolves traffic congestion issues as the need for driving is reduced by up to 60% thus
reducing vehicle emissions.

Source: Institute for Transportation and Development Policy
Plate 3-2 : Transit Oriented Development
Some of the many benefits brought about by TODs are45:

• Congestion relief as TODs provide better mobility and reduce the
dependence on driving
• Lower carbon footprint
• Improved safety for pedestrian and cyclists due to reduced automobile
infrastructure
• Increased ridership of transit system
• Eliminates first-mile and last-mile issue as people have better access and
connectivity within the TOD and to the transit system
• Provide better access between urban and suburban areas
• Allow residents to work, live and play in the same area
• Economic returns to surrounding landowners
• Enhance access to job opportunities at all income levels
3.2.2 Benefits of KUTS
The KUTS will use the Automated Rapid Transit (ART) system
(Plate 3-3) which is a hybrid of a train, a bus and a tram. The ART will run on
dedicated trackless lanes, guided by optical sensors and an intelligent navigation and
communication system. The ART runs on rubber tyres thus generates less noise as
compared to conventional LRT or tram with steel wheels that run on steel tracks.
The trackless ART system provides low construction and maintenance cost as there
are no railway tracks to install and maintain. The KUTS ART will instead be running
on normal road pavement / surface. With the implementation of a hydrogen fuel cell
system, the need for an overhead catenary system (OCS) or electrification system
along the entire alignment is eliminated, thus, resulting in a significant cost reduction.
4 Federal Transit Administration, United States Department of Transportation

5 Transit Oriented Development Institute

The ART will be powered by hydrogen fuel cells, which is a clean and
environmentally friendly technology that combines hydrogen and oxygen to
produce electricity, where water is the only by-product. The fuel cells run on
hydrogen, which can be generated through electrolysis using electricity from
renewable and green energy, such as hydropower, thus minimising carbon emissions
and helping in decarbonising the public transport in Sarawak.
A 3-car ART is able to carry approx. 300 passengers which is ideal for a public
transport system for a city the size of Kuching as compared to buses and taxis with a
much lower passenger capacity. The ART runs on dedicated lanes, unlike buses
which share the same road space as other road vehicles.
Apart from providing a convenient, safe and reliable transport alternative, the KUTS
would create economic opportunities, enable trade, facilitate access, create more than
30,000 jobs once full operations begin, savings of up to 40 minutes travel time as
compared to travelling by car (for Samarahan to Hikmah Exchange) and an estimated
savings of approx. RM 187 million in annual vehicle operating costs due to the shift
from private transport to public transport.
Plate 3-3 : Features of KUTS ART


04 PROJECT OPTIONS
Section 4
PROJECT OPTIONS
SECTION 4 : PROJECT OPTIONS
4.1 INTRODUCTION
Various, modal and alignment options were identified and evaluated in the process
of selecting the preferred, optimal alignment and transport mode for the Project. The
options varied according to the physical characteristics, socio-economic constraints
and transport network design requirements. The Project options can be divided into
the following:
• No-Project Option
• Modal Options
• Alignment Options
• Power Source Options
4.2 NO PROJECT OPTION

Currently, traffic congestion is a serious issue along existing roads connecting
Padawan, Serian and Samarahan to Kuching City during peak hours. The No Project
option would mean that the development of an efficient public transport system to
reduce congestion in Kuching would be significantly hampered. The No Project
option would also mean that the present road-based transport system, due to its
limited capacity and constraints, would be unlikely to affect a meaningful modal
shift towards public transport to result in a reduction in traffic congestion. Economic
and job opportunities would also be denied to the region and state.
Section 4 Project Options 4-1

4.3 MODAL OPTIONS
There are many considerations in evaluating modal options, including the capacity
to meet the ridership demand, space constraints, costs (construction and operation),
land take (determined by alignment geometry), travelling speed, journey times and
the level of segregation/integration/disruption (at-grade, elevated, etc.). The five
modal options that were considered for the KUTS corridor are listed below and
compared in Table 4-1:
• Bus Rapid Transit (BRT)

• Street Tram
• Monorail
• Light Rail Transit (LRT)
• Automated Rapid Transit (ART)
Table 4-1 : Comparison of Modal Options

Street
Description BRT Monorail LRT ART
Tram
Distance
between centers No tracks No tracks
3.4 m 3.4 m 4.3 m
of tracks (track required required
spacing)
Standard Standard
No tracks No tracks
Gauge Gauge NA Gauge
required required
(1.435m) (1.435m)
Maximum Speed 60 kmh 60 kmh 70 kmh 80 kmh 70 kmh
Horizontal track
Min R25m Min R25m Min R80m Min R133m Min R15m
curve radius
Absolute
Absolute Absolute Absolute Absolute
Maximum track max: 6%
max: 5% max: 5% max: 5% max: 10%
gradient Station:
Station: 0% Station: 0% Station: 0% Station: 0%
0%
Typical
60 secs 120 secs 120 secs 120 secs 240 secs
Headway
175 pax/car
120 pax/car 2-car:
200 Approx. 100
90 pax/car 2-car: 350 pax
pax/car pax/car
Capacity 2-car: 240 pax 4-car:
3-car: 3-car:
180 pax 4-car: 700 pax
600 pax 300 pax
480 pax 6-car:
1,050 pax
1-car:
PPHPD at 2-car: 7,200 2-car: 10,500
5,400 3-car:
typical min 4-car: 4-car: 21,000 3-car: 4,500
2-car: 18,000
headway 14,400 6-car: 31,500
11,800
4-2 Section 4 Project Options

Street
Description BRT Monorail LRT ART
Tram
Typical Station 500 – 1000 500 – 3000
300 – 500m 300 – 500m 300 – 500m
Spacing m m
Electrified
Battery/
rail/ Electrified Electrified Hydrogen
Power Source Diesel
Overhead rail rail Fuel Cell
engine
catenary
Partially
segregated
at-grade
Partially Entirely Entirely
with some Entirely
segregated segregated segregated
Segregation street segregated
street- at-grade & at-grade &
running / & elevated
running elevated elevated
entirely
segregated
& elevated
Source: Feasibility Study on Kuching Urban Transport System, Final and Interim Report, 2018
PPHPD: Passenger Per Hour Per Direction
Based on the comparison of the various transport modes, the ART system was
selected due to the following reasons:
1. Trackless: The ART is able to run on normal road pavement, thus significantly
reducing construction and maintenance costs as there is no need to install tracks.
2. Hydrogen Fuel Cell: Electric power is generated on board the ART by use of
hydrogen fuel cells where water is the only by-product thus making it
environmentally friendly. Electricity will be produced as long as hydrogen is
supplied, thus eliminating the cost and need for electrification systems along the
entire alignment, such as an electrified third rail or overhead catenary system.
Additionally, there is minimal carbon emission as the hydrogen used will be
generated using electricity form hydropower.
3. Dedicated lanes: The ART lanes will be entirely segregated from other road lanes
and will not share road space with other road vehicles and will not be constrained
by road traffic signalization at junctions.
4. Rubber wheels: Generate lower noise levels compared to conventional LRT or
trams that use steel wheels on tracks.
5. Passenger and ridership capacity: The passenger carrying capacity of each ART
car is approx. 100 pax where a 3-car ART will be able to carry approx. 300
passengers making it ideal for a public transport system for a city the size of
Kuching. The ART is designed for a capacity of 4,500 passengers per hour per
direction.

4.4 ALIGNMENT OPTIONS
Various alignment options were identified and evaluated in the process of selecting
the preferred alignment. The options varied according to physical characteristic,
socio-economic constraints and transport network design requirements. The
evaluation criteria that were considered in selecting the preferred alignment were:
• Construction Cost
• Land acquisition cost
• Engineering and constructability
• Social and environmental impacts
• Operational issues
• Connectivity
4.4.1 Options during Feasibility Study
The initial corridors (including future lines in addition to Phase 1) were envisioned
by the Land and Survey Department of Sarawak which were further refined during
the Feasibility Study (2017 – 2018) (Table 4-2 and Chart 4-1).
Table 4-2 : KUTS Project Chronology

Period Description
• Feasibility Study conducted where 6 lines (referred to as ‘Options’)
were proposed (Chart 4-1)
- Option 1: Samarahan Damai Line (Rembus – Damai Central)
- Option 2: Serian Bako Line (Serian – Deep Sea Port)
2017 – 2018 - Option 3: Kubah / Matang Line (Hikmah Exchange – Kubah)
- Option 4: Bau / Batu Kawa Line (Jalan Badruddin – Bau)
- Option 5: City Dispersal Line
- Option 6: Circle City Line
• Hydrogen-powered Light Rail Transit (LRT) was recommended
• Chief Minister announced 3 lines to be implemented by 2024:
- Line 1: Kota Samarahan to Sungai Batu to Damai (LRT)
- Line 2: Serian to Senari (LRT)
March 2018 - Line 3: City Dispersal Line (Tram)
• Based on the ridership study, Line 1 and Line 2 were identified as
priority lines and is expected to cater 78% of the current travel demand
with the highest forecasted ridership

Chart 4-1 : Six Options Proposed during KUTS Feasibility Study
4.4.2 Alignment Options for KUTS Phase 1
Based on the Line 1 and Line 2 alignments proposed during the Feasibility Study,
additional refinements were made to the Phase 1 alignments during the Project
planning stage (2020) in terms of environmental, social and heritage aspects. The sub-
sections below discuss the alignment options that were identified and evaluated.

4.4.2.1 Line 1: Rembus to Hikmah Exchange
a) Rembus-Kota Samarahan Options
Two options (Plate 4-1) were studied at the Rembus-Kota Samarahan area:
• Option 1: The alignment commences on the left side of the Kuching-Samarahan-

Asajaya Expressway, cuts across the expressway and passes Kg. Rembus as it
heads south towards Kota Samarahan. The alignment travels along Jalan Stadium
Mini and Jalan Al-Muttaqin before turning left onto the Kuching-Samarahan-
Asajaya Expressway.
• Option 2: Similar to Option 1, the alignment commences on the left side of the
Kuching-Samarahan-Asajaya Expressway but bypasses the Kota Samarahan area
and instead travels on the median of the Kuching-Samarahan-Asajaya
Expressway.
Option 2 was selected as the preferred option as it had lower impacts to the
surrounding communities in terms of noise and vibration impacts, land acquisition
and public safety risk.
Plate 4-1 : Rembus-Kota Samarahan Options

b) Sama Jaya Options
For the alignment at Sama Jaya area, two options (Plate 4-2) were studied:
• Option 1: After crossing Sg. Kuap, the at-grade alignment will cross over the
Tabuan roundabout where a station is proposed adjacent to SMK Tabuan Jaya.
After the station, the alignment will transition to an elevated structure and
continue travelling along Jalan Canna.
• Option 2: After crossing Sg. Kuap, the elevated alignment will swing right into
the upcoming NorthBank development by IBRACO where a station is proposed
to be located. The alignment will then travel pass Tabuan Tranquility before
turning right onto Jalan Canna.
The Tabuan roundabout is currently being upgraded by JRK Sarawak and will be
converted into a traffic light junction. Upgrading works on the roundabout are
expected to be completed by January 2022. Option 2 was selected in order to avoid
disruption to the operation and upgrading works of the Tabuan roundabout.
Additionally, the Option 2 alignment and station will be able to serve the upcoming
NorthBank Development by IBRACO, a 123-acre mixed development which will
comprise of residential areas, commercial areas and an international school. Once the
ART is operational, it will allow easy access to universities, hospitals, malls and the
Kuching City Centre from Tabuan.
Plate 4-2 : Alignment Options at Sama Jaya

c) Jalan Simpang Tiga-Hikmah Exchange Options
Two alignment options were studied between Jalan Simpang Tiga to Hikmah
Exchange (Plate 4-3):
• Option 1: From Jalan Simpang Tiga, the elevated alignment will travel onto Jalan
Tabuan where one station is proposed to be located over shoplots along Jalan
Tabuan (Plate 4-4). After the station, the alignment passes Chung Lin Park on its
right and the Lim Fah San Temple on its left (Plate 4-4). The alignment then
swings left onto Jalan Tan Sri Ong Kee Hui and travels west onto Jalan Taman
Budaya and Jalan Badruddin where two stations are proposed along this stretch.
The alignment then turns right onto Jalan Tun Ahmad Zaidi Adruce and
continues towards Jalan Haji Taha and Masjid Bandaraya Kuching before
terminating at Padang Pasir parking area opposite the mosque.
• Option 2: From Jalan Simpang Tiga, the alignment will swing left onto Jalan Batu
Lintang and head southwest as it passes the Kuching Water Board, SMK Teknik
Batu Lintang, Bomba and Wisma Saberkas before turning right onto Jalan Tun
Ahmad Zaidi Adruce. One station is proposed to be adjacent to Sarawak General
Hospital. The alignment continues towards Jalan Haji Taha and Masjid
Bandaraya Kuching before terminating at Padang Pasir, the parking area opposite
the mosque.
Below are the findings of the preliminary alignment appraisal carried out for
Option 1 which resulted in the selection of Option 2 as the preferred option. The
findings were:
• Option 1 would lead to land acquisition of more than 10 shoplots along Jalan
Tabuan and Jalan Tan Sri Ong Kee Hui (Plate 4-4);
• Option 1 alignment is close to the Lim Fah San Temple (approx. 18 m) which is a
listed heritage asset under Jabatan Muzium Sarawak. This would lead to
potential dust and noise pollution as well as visual impacts to the façade of the
heritage asset.
• Based on feedback from the Sewerage Services Department of Sarawak, there are
existing sewer lines located along Jalan Badruddin and ongoing sewerage works
along Jalan Tabuan. This would lead to potential issues during the construction
of piers for the elevated Option 1 alignment as well as major utility relocation.
Option 2 was selected as the preferred option as it was found to be more feasible in
terms of catering to potential ridership from the surrounding catchment areas such
as Jabatan Bekalan Air dan Luar Bandar, Jabatan Kerja Raya Sarawak Kuching
Division, upcoming Kuching Paragon development by Naim, Wisma Saberkas,
Kompleks Belia dan Sukan, UNIMAS City Campus and Sarawak General Hospital.

Plate 4-3 : Jalan Simpang Tiga-Hikmah Exchange Options
Plate 4-4 : Option 1 along Jalan Tabuan

d) Hikmah Exchange Options
Two options were studied for the alignment and station ending at Hikmah Exchange.
• Option 1: From Jalan Haji Taha, the alignment will traverse across Padang Pasir
and swing to the left as it traverses above shoplots along Jalan Market and Lebuh
Java. The last station will be adjacent to Brooke Dockyard along the Kuching
waterfront (Plate 4-5)
Plate 4-5 : Option 1 For Hikmah Exchange
• Option 2: From Jalan Haji Taha, the alignment will traverse across Padang Pasir
where the last station will be across the road from Masjid Bandaraya Kuching
(Plate 4-6).
Plate 4-6 : Option 2 For Hikmah Exchange

Brooke Dockyard is a listed heritage asset under Sarawak Museum Department
while the Old Shophouses along Jalan Market and Lebuh Java are listed as Local
Interest Heritage (Plate 4-7). Option 2 was selected as the preferred option as it has
significantly less impacts towards the Brooke Dockyard in terms of noise, vibration
and dust pollution and will also avoid the need to acquire the old shophouses along
Jalan Market and Lebuh Java.
Plate 4-7 : Heritage Assets

A summary of the Line 1 alignment options as discussed above is presented in
Table 4-3.
Table 4-3 : Summary of Line 1 Alignment Options

Option 1 Option 2
Rembus – Kota Samarahan Options
• Alignment is close to Kg. Rembus and • No significant impacts expected at Kg.
houses in Kota Samarahan. Rembus & Kota Samarahan as
• Potential impacts on land acquisition, alignment travels along the median of
noise, vibration & public safety. the Kuching-Samarahan-Asajaya
Expressway.
Sama Jaya Options
• At-grade alignment will traverse across • Avoids disruption to the operation &
the Tabuan roundabout. upgrading works of the Tabuan
• Potential conflict with Tabuan roundabout.
roundabout which is currently being • Serves the upcoming NorthBank
upgraded & will be converted into a development.
traffic light junction.
Jalan Simpang Tiga – Hikmah Exchange Options
• Potential land acquisition of shoplots • Cater to potential ridership along Jalan
along Jalan Tabuan & Jalan Tan Sri Ong Batu Lintang & Jalan Tun Ahmad Zaidi
Kee Hui. Adruce (UNIMAS, Sarawak General
• Close to Lim Fah San Temple (approx. Hospital).
18m) which is a heritage asset. • Avoids acquisition of shoplots.
• No impact to heritage asset.
Hikmah Exchange Options
• Acquisition of shoplots with heritage • Avoid the need to acquire the shoplots
value along Jalan Market. with heritage value.
• Close proximity of station & alignment • Station & alignment located further
to Brooke Dockyard (heritage asset). away from Brooke Dockyard.
• Potential impact from vibration & dust • Minimal impacts from vibration & dust
pollution. pollution.
Preferred Option

4.4.2.2 Line 2: Batu 12 to The Isthmus
a) Kuching Sentral-Kuching International Airport Options
Two options were studied for the stretch between Kuching Sentral to Kuching
International Airport (Plate 4-8):
• Option 1: From Jalan Penrissen, one station is proposed just before the Kuching
Sentral Bus Terminal. After the station, the alignment will continue northwards
and will swing to the right before 6th Mile. The elevated line will cross over some
workshops and factories and agricultural land before approaching the Kuching
Airport carpark where a station is proposed. After the station, the alignment will
head northeast before heading onto Jalan Lapangan Terbang.
• Option 2: From Jalan Penrissen, the alignment swings right where one station is
proposed behind the Kuching Sentral Bus Terminal. After the station, the
elevated alignment travels onto the median of Jalan Lapangan Terbang before
swinging in between the main terminal of the Kuching International Airport and
the airport carpark where a station is proposed. The alignment then swings right
and heads back onto Jalan Lapangan Terbang.
Plate 4-8 : Kuching Sentral-Kuching International Airport Options

There are currently ongoing construction works for the Pan Borneo Highway along
Jalan Penrissen, in front of Kuching Sentral Bus Terminal. Along this stretch, the
Option 1 alignment will be travelling between the Pan Borneo Viaduct and a
transmission line (Plate 4-9). This would lead to possible conflicts with the ongoing
Pan Borneo construction as well as the need to relocate the transmission line. There
is also possibility of land acquisition when Option 1 crosses agricultural land and
factories before reaching the station adjacent to the airport carpark.
Plate 4-9 : Option 1 Alignment between Pan Borneo & Transmission Line
Due to the reasons mentioned above, Option 2 was selected as the preferred option
as there will be no conflict between the ART alignment and the Pan Borneo viaduct
and transmission line. Additionally, both stations on Option 2 are proposed to be
within walking distance of the Kuching Sentral Bus Terminal and the Kuching
International Airport Terminal respectively. This will enable the KUTS ART to be
better integrated with the bus terminal and airport thus increasing convenience to
ART users.
b) Pending-Isthmus Options
Between Pending to Isthmus area, two options were studied (Plate 4-10):
• Option 1: From Jalan Tun Razak, the alignment will continue eastwards onto
Jalan Pelabuhan then onto Jalan Keruing.
• Option 2: From Jalan Tun Razak, the alignment will swing left onto Jalan Datuk
Marican Salleh, make a right onto Jalan Utama, then onto Jalan Kemajuan and
Jalan Keruing.

Plate 4-10 : Pending-Itshmus Options
Option 2 was selected as the preferred option as the alignment and proposed station
will be able to serve Biawak, Pending and Bintawa industrial estates. Option 2 is also
not expected to cause major disruptions to the future Isthmus development as the
alignment will travel along Jalan Keruing. Option 1 on the other hand, will travel
between Bangunan Pelita and Menara SEDC before cutting across development lots
which could lead to disruption of any development planned within this area.
A summary of the Line 2 alignment options as discussed above is presented in

Table 4-4.

Table 4-4 : Summary of Line 2 Alignment Options
Option 1 Option 2
Kuching Sentral-Kuching International Airport Options
• Alignment will travel between Pan • No conflict with transmission line &
Borneo viaduct & transmission line. Pan Borneo viaduct.
• Possible conflicts with on-going Pan • Stations are within walking distance to
Borneo construction & potential the Kuching Sentral Bus Terminal &
relocation of transmission line. Kuching International Airport – better
accessibility & convenience for users.
Pending-Isthmus Options
• Jalan Tun Razak → Jalan Pelabuhan → • Jalan Tun Razak → Jalan Datuk Marican
Jalan Keruing Salleh → Jalan Utama → Jalan
• Does not serve industrial areas of Kemajuan → Jalan Keruing
Biawak, Pending & Bintawa & Kg. • Serves additional areas of Biawak,
Bintawa Pending & Bintawa industrial areas &
• Potential disruption to future Kg. Bintawa
developments: alignment travels • No major disruption to future
between Bangunan Pelita & Menara developments
SEDC, cutting across development lots •
Preferred Option
4.4.2.3 Simpang Tiga Interchange Station Options
Five options were studied to determine the preferred alignment and interchange
station location for Line 1 and Line 2 at Simpang Tiga (Table 4-5).

Table 4-5 : Description of Simpang Tiga Options
• Line 1 and Line 2 will intersect at the Simpang Tiga roundabout where
the interchange station will be located.
• Pick-up and drop-off facilities will be at The Spring, Wisma
Persekutuan, Swinburne University and the green area adjacent to Segi
College.
• There will be no direct pick-up and drop-off facility at the interchange
station.
• Passengers will need to walk approx. more than 350 m to access the
interchange station.
• Constraints in terms of constructability and conflicts with existing
operation of Simpang Tiga roundabout.
• Line 1 and Line 2 will intersect at the green area adjacent to Segi College
where the interchange station will be located.
• Pick-up and drop-off facilities will be at The Spring, Swinburne
University and the green area adjacent to Segi College.
• Passengers will need to walk approx. 300 m from the EPF building and
Borneo Medical Centre to be able to access the interchange station.

• Line 1 and Line 2 will intersect along Jalan Simpang Tiga where the
interchange station is proposed to be located in front of Wisma
Persekutuan.
• Pick-up and drop-off facilities are proposed at Swinburne University.
• Passengers from the catchment around Borneo Medical Centre would
need to walk approx. 400m to access the station.
• Line 1 and Line 2 will intersect adjacent to Wisma Persekutuan’s public

carpark where the interchange station is proposed to be located.
• Pick-up and drop-off facilities are proposed at the interchange station
and at The Spring.
• Passengers from the catchment around Borneo Medical Centre would
need to walk approx. 1 km to access the station.
• Potential environmental and social issues (e.g.: land acquisition, noise
and dust pollution, public safety risk) for receptors along Lorong Wan
Alwi 1.

• Line 1 and Line 2 will intersect adjacent to Wisma Persekutuan’s
public carpark where the interchange station is proposed to be
located.
• Pick-up and drop-off facilities are proposed at the interchange
station and at The Spring.
• Passengers from the catchment around Borneo Medical Centre
would need to walk approx. 1 km to access the station.
• Avoids potential environmental and social issues (e.g.: land
acquisition, noise and dust pollution, safety risk) for receptors
along Lorong Wan Alwi 1.
Option 5 was selected as the preferred option as it is the one where both Line 1 and Line 2 will avoid being in close proximity to the Simpang
Tiga roundabout, thus lowering conflict with the operation of the existing roundabout especially during construction stage as well as lowering
the risks to other road users. The land behind the proposed interchange station at Wisma Persekutuan car park is a potential TOD location.
Option 5 was also selected as it avoids potential social and environmental impacts in terms of land acquisition, noise and dust pollution as well
as safety risks to the receptors along Jalan Wan Alwi 1.

4.5 POWER SOURCE OPTIONS
Instead of the conventional current collectors used to power ARTs, the KUTS ART
will use hydrogen fuel cells. Hydrogen is selected as it is readily available, does not
produce harmful emissions, is non-toxic, efficient and renewable compared to other
sources of power such as batteries, diesel, gasoline and coal energy. As the ART only
runs along dedicated lanes without tracks, it does not require an overhead catenary
system (OCS) or a third rail power system, thus reducing the costs of construction
and operation. Hydrogen is considered as a green energy source if the electricity for
generating the hydrogen is supplied from renewable energy such as hydropower.


05 PROJECT DESCRIPTION
Section 5
PROJECT DESCRIPTION
SECTION 5 : PROJECT DESRIPTION
5.1 INTRODUCTION
Line 1 of the KUTS ART Phase 1 (Table 5-1) will commence in Rembus, Kota
Samarahan and head in a south-west direction for a distance of approx. 28.5 km
before terminating at Hikmah Exchange. Line 2 will commence at Batu 12 and travel
in a north-east direction towards Isthmus for a distance of approx. 24.5 km.
Both lines will collectively traverse areas under the jurisdiction of four local councils:
Majlis Perbandaran Kota Samarahan, Majlis Perbandaran Padawan, Majlis
Bandaraya Kuching Selatan and Dewan Bandaraya Kuching Utara.
Table 5-1 : Lengths of Line 1 and Line 2

At-grade Elevated Underpass Total
Line
(km) (km) (km) (km)
Line 1: Rembus to Hikmah 7.7 19.2 1.6
28.5
Exchange (27%) (67%) (6%)
1.1 23.4 0.0
Line 2: Batu 12 to The Isthmus 24.5
(4%) (96%) (0%)
Total 8.8 (17%) 42.6 (80%) 1.6 (3%) 53.0
5.2 PLANNING PRINCIPLES

The planning principles considered when determining the preferred alignment were:
a) Passenger attraction
As the transport network carries more people in terms of person-km, it will
operate more economically and reduces the less socially desirable private vehicle
traffic.
b) Accessibility
Access to the transit system must be within reasonable walking distance for the
intended catchment. In Malaysian context, a reasonable walking distance is
around 400 m or less. A 400 m distance may be covered in 5 minutes with a
walking speed of 1.3 m/s.
Section 5 Project Description 5-1

c) Service coverage and route planning
Facilitate the catchment population situated within 2 to 3 km of the transit system.
d) Economic and Financial

Construction and operational costs as well as economic returns to assess the
Project’s commercial viability and sustainability.
e) Constructability and Engineering

Construction feasibility taking into account the site conditions and constraints.
f) Environmental and Social Impacts

• Noise and vibration impact during the construction, particularly receptors
located in close proximity to the lines and stations.
• Social impacts, both positive and negative. The social benefits include
alleviation of traffic congestion, improvements in air quality and reductions
of travel time.
• The negative impacts will be mainly from potential land acquisition,
relocation and displacement of some communities.
• Changes to the landscape along the lines due to the presence of the elevated
structure.
5.3 PROJECT ALIGNMENT

For ease of description, Line 1 and Line 2 are divided into the following segments:
Samarahan Line (Line 1) - Rembus to Hikmah Exchange
• Segment 1A: Rembus (Provisional) Station to Station SM 1 (including

depot)
• Segment 1B: Station SM 1 to Station SM 6
• Segment 1C: Station SM 6 to Station IS 1
• Segment 1D: Station IS 1 to Station SM 14
Serian Line (Line 2) - Batu 12 to The Isthmus
• Segment 2A: Station SR 1 to Station SR 5 (including depot)

• Segment 2B: Station SR 5 to Station IS 1
• Segment 2C: Station IS 1 to Station SR 13
Overall, the KUTS ART Phase 1 alignments are mostly elevated (80 %) and will also
include 8.8 km (17 %) of at-grade sections and 1.6 km (3%) of underpass (Table 5-2).
Most parts of the alignment will run along the road medians and road shoulders of
existing roads.
5-2 Section 5 Project Description

Table 5-2 : Alignment Lengths According to Segments
Segment Elevated (km) At-grade (km) Underpass (km) Total (km)
Segment 1A 0.0 4.8 1.2 6.0
Segment 1B 5.0 2.9 0.4 8.3
Segment 1C 8.0 0.0 0.0 8.0
Segment 1D 6.2 0.0 0.0 6.2
Line 1 Total 19.2 (67%) 7.7 (27%) 1.6 (6%) 28.5 (100%)
Segment 2A 9.2 0.0 0.0 9.2
Segment 2B 7.4 0.0 0.0 7.4
Segment 2C 6.8 1.1 0.0 7.9
Line 2 Total 23.4 (96%) 1.1 (4%) 0.0 (0%) 24.5 (100%)
TOTAL 42.6 (80%) 8.8 (17%) 1.6 (3%) 53.0 (100%)
5.3.1 Samarahan Line (Line 1) – Rembus to Hikmah Exchange
Segment 1A: Rembus (Provisional) Station to Station SM 1 (including Rembus

Depot) (6.0 km)
Line 1 will commence at Kota Samarahan, on the green area towards the right side
of the Kuching-Samarahan-Asajaya Expressway, opposite Kg. Rembus where the
Rembus (Provisional) Station and Rembus Depot will be located (Plate 5-1). From
Rembus (Provisional) Station, the at-grade alignment will head southwest travelling
on the median of the Kuching–Samarahan-Asajaya Expressway. The alignment will
then pass SK Agama Ibnu Khaldun on its right and Summer Mall on its left. The
alignment will pass Taman Desa Ilmu on its left before approaching Station SM 1,
close to UNIMAS’s Pintu Timur (Plate 5-2 and Figure 5-1). Between Rembus
(Provisional) Station to Station SM 1 along the Kuching-Samarahan-Asajaya
Expressway, the alignment will cross three roundabouts. When crossing these
roundabouts, the alignment will transition from an at-grade structure to an
underpass structure to avoid any conflicts with the roundabout. Segment 1A falls
within Majlis Perbandaran Kota Samarahan’s jurisdiction (Table 5-3).
Table 5-3 : Length of Segment 1A

Local Alignment Station
Division Station Depot
Council Length (km) Type
Majlis Rembus
Perbandaran (Provisional)
Samarahan 6.0 At-grade Rembus
Kota
SM 1
Samarahan

Plate 5-1 : Segment 1A (Rembus)
Plate 5-2 : Segment 1A (Universiti)
Segment 1B: Station SM 1 to Station SM 6 (8.3 km)
From Station SM 1, the at-grade alignment will continue travelling on the median of
Jalan Datuk Mohammad Musa as it passes Taman Desa Ilmu and Aiman Mall on its
left where Station SM 2 will be located just after Aiman Mall. As the alignment
approaches the roundabout adjacent to Taman Melaban, it will transition to an
underpass. After clearing the roundabout, the alignment will revert back to an at-
grade structure as it continues westwards along Jalan Datuk Mohammad Musa.
Station SM 3 is located on the road median adjacent to Wisma SALCRA and will be
able to serve the catchment from UiTM and INTAN. After Station SM 3, the

alignment will transition to an elevated structure before turning right onto the
Kuching-Samarahan Expressway. Station SM 4 will be located on the road median
with UNIMAS’s main gate on the right and Uni Square on the left
(Plate 5-3).
The elevated alignment will pass the Samarahan Country Club golf course on its
right before approaching Station SM 5 just before the Heart Centre roundabout. The
alignment will then pass SJK Chung Hua Sg. Jernang and Pusat Jantung Sarawak
(Sarawak Heart Centre) on its right and Midway Link Garden on its left before
crossing the Institut Latihan Perindustrian (ILP) roundabout. The elevated alignment
will then approach Station SM 6 adjacent to the on-going La Promenade construction
(Figure 5-2). Segment 1B falls within Majlis Perbandaran Kota Samarahan’s
jurisdiction (Table 5-4).
Plate 5-3 : Segment 1B
Table 5-4 : Length of Segment 1B

Alignment Station
Division Local Council Station
Length (km) Type
SM 2
Majlis At-grade
SM 3
Perbandaran
Samarahan 8.3 SM 4
Kota
SM 5 Elevated
Samarahan
SM 6

Segment 1C: Station SM 6 to Station IS 1 (8.0 km)
After Station SM 6, the elevated alignment will veer to the left-hand side of the
Kuching-Samarahan Expressway where it will pass Tiya Vista on its left. The
alignment will continue across Sg. Kuap via a dedicated bridge parallel to the
existing road bridge. After crossing Sg. Kuap, the alignment will veer back to the
road median before swinging right into the ongoing NorthBank development by
IBRACO where Station SM 7 will be located (Plate 5-4). The alignment will then pass
Tabuan Tranquility on its right before turning right onto Jalan Canna. The alignment
will continue on the median of Jalan Canna as it passes Taman Swee Li on its left and
Taman Stutong Indah on the right.
After crossing the Stutong roundabout, the alignment will then head onto Jalan Wan
Alwi where Station SM 8 will be in front of the Tabuan Jaya Police Complex and Kg.
Kastam Tabuan Jaya. As the alignment continues on Jalan Wan Alwi, it will pass
Lodge International School on its right and the residential areas of Tabuan Jaya. The
elevated alignment will pass Vivacity Megamall and Milan Square where Station SM
9 will be located.
Plate 5-4 : Segment 1C(i)
Continuing on Jalan Wan Alwi, the alignment will pass Linang Estate on its left and
Arena Sukan on its right before swinging right onto Jalan Tun Razak. The alignment
will travel on the right-hand side for a short stretch and will cross Jalan Tun Razak
before veering left towards Wisma Persekutuan’s public carpark where Station IS 1
will be located. Station IS 1 is the interchange station for Line 1 and Line 2
(Plate 5-5 and Figure 5-3). Segment 1C falls within the jurisdictions of Majlis
Perbandaran Kota Samarahan and Majlis Bandaraya Kuching Selatan (Table 5-5).

Plate 5-5 : Segment 1C (ii)
Table 5-5 : Length of Segment 1C

Alignment Length
Division Local Council Station Station Type
(km)
Majlis
Perbandaran
Samarahan 0.8 - -
Kota
Samarahan
Majlis SM 7
Bandaraya SM 8
Kuching 7.2 Elevated
Kuching SM 9
Selatan IS 1
Segment 1D: Station IS 1 to Station SM 14 (6.2 km)
From Station IS 1, the alignment will traverse around Wisma Persekutuan and veer
left onto Jalan Wan Abdul Rahman where the Kuching District Police Headquarters
is located on the right. The alignment will then make a right turn onto Jalan Simpang
Tiga before approaching Station SM 11 near The Spring shopping mall
(Plate 5-5).
The alignment will continue on the median of Jalan Simpang Tiga before swinging
left onto Jalan Batu Lintang. The alignment will then head southwest as it passes
Kuching Water Board, SMK Teknik Batu Lintang, Bomba, Batu Lintang Bazaar and
JKR Bahagian Kuching where Station SM 12 will be located (Plate 5-6).
The alignment will continue on the median of Jalan Green where it passes Wisma
Saberkas and SJK St Paul before swinging right onto Jalan Tun Ahmad Zaidi Adruce.
The alignment will head north on Jalan Tun Ahamad Zaide Adruce where Station
SM 13 is located adjacent to Sarawak General Hospital. The alignment will pass Ibu

Pejabat Polis Diraja Malaysia Kontinjen Sarawak on its right and continue to head
north as it crosses the Satok Flyover and onto Jalan Haji Taha. The alignment will
pass Chung Hua Middle School No. 4 on its left and the ongoing construction of
Hikmah Exchange on the right. Line 1 will terminate at Station SM 14 located on
Padang Pasir, across the road from Masjid Bandaraya Kuching (Figure 5-4).
Plate 5-6 : Segment 1D
Segment 1D falls within the jurisdiction of Majlis Bandaraya Kuching Selatan and
Dewan Bandaraya Kuching Utara (Table 5-6).
Table 5-6 : Length of Segment 1D

Alignment Length
(km)
Majlis
Bandaraya
1.6 SM 11
Kuching
Kuching Selatan Elevated
Dewan SM 12
Bandaraya 4.6 SM 13
Kuching Utara SM 14

5.3.1.1 Serian Line (Line 2) – Batu 12 to The Isthmus
Segment 2A: Station SR 1 to Station SR 5 (including depot at Batu 12) (9.2 km)
Line 2 will commence at Batu 12, along Jalan Kuching-Serian where the Line 2 depot
will be located on a green area between Taman In Ling and Eden Field (Plate 5-7).
From the depot, the elevated alignment will travel on the median of Jalan Kuching-
Serian as it approaches Station SR 1, adjacent to Kompleks Pengangkutan Jalan (JPJ)
Batu 12. The alignment will continue north as it passes Taman Kota Padawan,
Greenland Villas and Kompleks Perumahan TUDM, after which the alignment will
travel on the left-hand side of Jalan Kuching Serian. It will pass Taman Bengoh,
Padawan Community Hall and the 10th Mile Bazaar where Station SR 2 is proposed
(Plate 5-8).
Plate 5-7 : Segment 2A (Batu 12)
Plate 5-8 : Segment 2A (Kota Padawan)

The alignment will continue past M10 Commercial Centre, RH Park, Taman Emas
and SMK Wira Penrissen where Station SR 3 will be. Further along, the alignment
will traverse on the median of Jalan Penrissen as it passes Kem Penrissen and the
Sarawak Turf Club. Station SR 4 will be located along the median of Jalan Penrissen,
near Sentosa Parade. The elevated alignment will then veer to the left as it crosses the
intersection of Jalan Penrissen and Jalan Bau. The alignment will traverse pass the
Borneo House Museum, Desa Paul and Sentosa Commercial Centre before veering
right where Station SR 5 will be located behind the Kuching Sentral Bus Terminal
(Figure 5-5).
Segment 2A falls within the jurisdictions of Majlis Perbandaran Padawan, Majlis

Perbandaran Kota Samarahan and Majlis Bandaraya Kuching Selatan (Table 5-7).
Table 5-7 : Length of Segment 2A

Alignment Station
Division Local Council Station Depot
Length (km) Type
Majlis Perbandaran SR 1 Batu 12
Kuching 2.9
Padawan SR 2
Majlis Perbandaran
Samarahan 3.4 SR 3
Kota Samarahan Elevated
-
Majlis Perbandaran
2.5 SR 4
Padawan
Kuching
Majlis Bandaraya
0.3 SR 5
Kuching Selatan
Segment 2B: Station SR 5 to Station IS 1 (7.4 km)
After Station SR 5, the elevated alignment will travel onto the median of Jalan
Lapangan Terbang before swinging in between the main terminal of the Kuching
International Airport and the airport carpark where Station SR 6 is located. The
alignment will then head back onto Jalan Lapangan Terbang where it passes Green
Heights, Kg. Cemerlang, Century Hotel and RH Plaza Commercial Centre where
Station SR 7 will be located. After the Kenyalang Interchange, the elevated
alignment will travel on the median of Jalan Tun Jugah where it passes the Kuarters
Gunasama Persekutuan Kuching, Gala City, 101 Commercial Centre and Emporium
Kuching where Station SR 8 is proposed. The elevated alignment will continue
heading north on Jalan Tun Jugah as it passes Taman Phoning and CityONE
Megamall (Plate 5-9).

Plate 5-9 : Segment 2B (i)
The alignment will then pass Borneo Medical Centre and EPF Kuching on its left as
it swings around the Simpang Tiga roundabout. Station SR 9 will be in front of
Swinburne University. After Station SR 9, Line 2 will travel a short distance on Jalan
Simpang Tiga before turning right onto Jalan Wan Abdul Rahman where Line 1 and
Line 2 will intersect. Both lines will travel around Wisma Persekutuan where Station
IS 1 will be located at the public carpark of Wisma Persekutuan (Plate 5-10 and
Figure 5-6).
Plate 5-10 : Segment 2B (ii)
Segment 2B falls within the jurisdiction of Majlis Bandaraya Kuching Selatan (Table
5-8).
Table 5-8 : Length of Segment 2B

Alignment
Length (km)
SR 6
Majlis
SR 7
Bandaraya
Kuching 7.4 SR 8 Elevated
Kuching
Selatan SR 9
IS 1

Segment 2C: Station IS 1 to Station SR 13 (7.9 km)
After Station IS 1, the alignment will head east onto Jalan Tun Razak as it passes
Traffic Garden, Taman Supreme and Chung Hua Middle School No. 3 where Station
SR 10 is proposed. The alignment will continue along the median of Jalan Tun Razak
and will pass Three Hills Park, Taman Kali, SMK Pending and Sg. Apong. From Jalan
Tun Razak, the alignment will swing left onto Jalan Datuk Marican Salleh where
Station SR 11 is proposed (Plate 5-11).
Plate 5-11 : Segment 2C
From Jalan Datuk Marican Salleh, the elevated alignment will veer right and travel
along the median of Jalan Utama, passing through Bintawa Industrial Estate where
Station SR 12 is located along Jalan Kemajuan. The alignment will head east onto
Jalan Keruing where it transitions to an at-grade structure before crossing the
causeway onto Isthmus where Line 2 will terminate at Station SR 13, close to the
Borneo Convention Centre Kuching (Figure 5-7).
Segment 2C falls within the jurisdiction of Majlis Bandaraya Kuching Selatan and
Dewan Bandaraya Kuching Utara (Table 5-9).

Table 5-9 : Length of Segment 2C
Alignment
Length (km)
Majlis SR 10
Bandaraya
7.1 SR 11
Kuching
Kuching Selatan SR 12 Elevated
Dewan
Bandaraya 0.8 SR 13
Kuching Utara
5.3.2 Alignment Design and Type
The design parameters of the KUTS ART alignment are shown in Table 5-10.
Table 5-10 : ART Design Parameters

Parameter Description
Trackless
Tracks
ART will run on dedicated road lanes
Average Operating Speed 35 km/hr
Maximum Operating Speed 70 km/hr
Horizontal Curve Radius Min R15 m
Absolute max: 10%
Maximum Lane Gradient
Station: 0%
Typical Headway (peak hour) 8 minutes (480 seconds)
Approx. 100 pax/car
ART Capacity
3-car: 300 pax
PPHPD at Typical Headway 3-car: 2,400
Typical Station Spacing 500 – 3000 m
Width: 2.65 m
ART Dimension
Height: 3.50 m
Length of 3-car ART Approx. 32 m
Width of ART Single Lane 3.75 m
10 m * (including lane shoulder and concrete
Total Width of At-grade Lane
barrier)
Total Width of Elevated Lane 9m*
Width of Pier for Elevated Section 4m
Typical Viaduct Height 5.2 m (from road level to sofit of viaduct)
Vertical Clearance of Underpass 4.2 m
Length of Underpass 400 m
*: Extra width required at circular curve sections
PPHPD: passenger per hour per direction
Source: SMSB

The alignment will include a combination of at-grade, underpass and elevated
structures.
(a) At-grade Sections
Line 1 and Line 2 comprises of 7.7 km and 1.1 km respectively of at-grade sections
(Chart 5-1). At-grade sections are concentrated in areas where the existing road
widths and road medians are wider such as along the Kuching-Samarahan-Asajaya
Expressway and Jalan Keruing.
Chart 5-1 : Typical Cross Section for At-grade Section
Source: SMSB
(b) Underpass Sections
Line 1 will be at-grade from the Rembus (Provisional) Station to Station

SM 3, near Wisma SALCRA. Along this stretch, the alignment will cross four existing
roundabouts. In order to avoid disruption to the operations of these roundabouts,
underpasses are proposed to be used for the ART lanes to pass under the
roundabouts. As such, a total of four underpass structures with a total length of 1.6
km will be used. The underpass structures will be built to accommodate two ART
lanes (Chart 5-2).
Chart 5-2 : Typical Cross Section for Underpass Section
Source: SMSB

(c) Elevated Sections
About 80% of the total length of Line 1 and Line 2 combined will be elevated.
Elevated (viaducts) (Chart 5-3 & Chart 5-4) will be used at urbanized locations, flood
prone areas and areas where the existing road widths and medians are narrower such
as Jalan Canna, Jalan Wan Alwi and Jalan Tun Razak. In addition, bridges are needed
to carry the ART over rivers and streams such as Sg. Kuap. Special spans will be
provided where necessary for longer crossings (to be determined during the detailed
design stage).
Chart 5-3 : Typical Cross Section for Elevated Section (a)
Source: SMSB
Chart 5-4 : Typical Cross Section for Elevated Section (b)
Source: SMSB

5.4 STATIONS
Planning principles considered when determining the KUTS ART station locations
are as follows:
• Ridership (catchment area in terms of population and employment concentration)

as well as proposed developments within the catchment
• Environmental and social impacts
• Engineering and constructability
• Economic and financial benefits
5.4.1 Proposed Stations
The KUTS ART Phase 1 will have 28 stations, including one provisional station and
one interchange station. The stations along Line 1 and Line 2 will either be at-grade
or elevated stations depending on the alignment configuration (Table 5-11).
Table 5-11 : Station Names and Types

Station Location / Local Station
Segment Coordinates
Name Landmark Council Configuration
Rembus 1°29'31.15"N
Kg. Rembus At-grade
(Provisional) 110°29'9.21"E
1A
1°27'25.44"N UNIMAS Pintu
SM 1 At-grade
110°27'16.88"E Timur
1°27'24.08"N
SM 2 Aiman Mall At-grade
110°26'38.27"E
1°27'28.54"N MP Kota
SM 3 Wisma SALCRA At-grade
110°25'35.52"E Samarahan
1°27'50.50"N
1B SM 4 UNIMAS Elevated
110°25'7.31"E
1°28'23.55"N Sarawak Heart
SM 5 Elevated
110°25'0.80"E Centre
1°29'37.93"N
SM 6 Riveria Elevated
110°24'9.57"E
1°30'32.37"N The NorthBank by
SM 7 Elevated
110°23'38.40"E IBRACO
1°31'22.39"N Tabuan Jaya Police
SM 8 Elevated
110°22'46.89"E Complex
1C 1°31'38.94"N VivaCity MB
SM 9 Elevated
110°22'12.20"E Megamall Kuching
Wisma Selatan
1°31'58.99"N
IS 1 Persekutuan Public Elevated
110°21'41.35"E
Carpark
1°32'4.38"N
SM 11 The Spring Elevated
110°21'26.27"E
1D
1°32'6.92"N Kuching Public
SM 12 Elevated
110°20'33.44"E Works Department

Station Location / Local Station
Segment Coordinates
Name Landmark Council Configuration
1°32'37.79"N Sarawak General
SM 13 DB Elevated
110°20'14.75"E Hospital
Kuching
1°33'28.00"N Padang Pasir,
SM 14 Utara Elevated
110°20'28.28"E Hikmah Exchange
1°24'42.28"N
SR 1 JPJ Elevated
110°20'4.45"E MP
1°25'35.85"N Padawan
SR 2 10th Mile Bazaar Elevated
110°19'38.70"E
1°26'42.00"N SMK Wira MP Kota
2A SR 3 Elevated
110°19'41.77"E Penrissen Samarahan
1°27'48.17"N MP
SR 4 Sentosa Parade Elevated
110°19'38.31"E Padawan
1°28'52.63"N
SR 5 Kuching Sentral Elevated
110°20'3.11"E
Kuching
1°29'16.23"N
SR 6 International Elevated
110°20'29.46"E
Airport
1°30'10.56"N
SR 7 RH Plaza MB Elevated
110°20'56.72"E
Kuching
1°30'57.02"N
2B SR 8 Emporium Selatan Elevated
110°21'11.06"E
1°31'51.46"N Swinburne
SR 9 Elevated
110°21'29.83"E University
Wisma
1°31'58.99"N
IS 1 Persekutuan Public Elevated
110°21'41.35"E
Carpark
Chung Hua
1°32'23.93"N
SR 10 Middle School No. Elevated
110°22'12.25"E
3 MB
1°33'14.43"N Kuching
SR 11 Puspakom Elevated
110°23'7.48"E Selatan
2C
1°33'57.70"N Bintawa Industrial
SR 12 Elevated
110°23'18.27"E Estate
Borneo DB
1°33'48.12"N
SR 13 Convention Centre Kuching At-grade
110°24'9.84"E
Kuching Utara
Station names are based on the KUTS Transit Map
SM : Samarahan Line (Line 1)
SR : Serian Line (Line 2)
IS : Interchange Station

5.4.2 Station Configuration
The size of the station is determined primarily by the platform length which is
dependent on the number of cars per ART. KUTS will utilize ART with three car per
set, approx. 32 m long. The station size is also dependent on the presence of ancillary
facilities such as toilets, retail kiosks, pick-up and drop-off lanes, etc. The typical size
of an ART station is 20 m wide by 50 m long. Depending on the site locations and site
constraints, the stations will either have side platform or island platform. Most ART
stations are envisaged to use the island platform.
The architectural design of the stations will take into consideration green features
that promote efficient use of energy such as natural lighting, ventilation and energy
saving lights. The design will also ensure minimal light intrusion from the stations
to the surrounding areas especially at night. Use of low hanging lights, glare-free
bulbs and having the lights facing downwards are some examples. Dimmers, timers
and motion sensors on the lights can also help cut back on light pollution at night
from the stations while also reducing the overall costs on electricity.
5.4.3 Station Facilities
In general, all stations will have the following facilities:
• Ticket Vending Machines

• Public Information Displays
• Orang Kurang Upaya friendly facilities
• Taxi and car drop off area
• Park and ride (at selected stations)
• Elevators and seating area
The Main Stations, namely Station IS 1 (Simpang Tiga) and Station SM 14

(Hikmah Exchange) will have additional amenities such as customer service office
and public toilets.
Plate 5-12 : Example of Pick-Up and Drop-Off Areas

5.4.4 Station Accessibility
All stations will be accessible by way of walking and pick-up and drop-off via cars,
busses and taxis. Accessibility to the stations will be guided by the access mode
hierarchy whereby pedestrians will have the highest priority of access followed by
other modes of public transport (buses, taxis, e-hailing) and drop-off, while the park
and ride mode will have the lowest priority.
As walking will be one of the main modes of access to the stations, pedestrian
walkways will be provided to create direct links from the ART stations and enable
safe and convenient access as well as to encourage daily commute using public
transport. The planning of an effective pedestrian network will depend on the
immediate surroundings of the stations, and in consultation with the relevant local
councils. The types of walkways proposed for the KUTS ART stations are:
a) Standard walkways: at-grade walkways

b) Covered walkways: at-grade or elevated walkways
c) Pedestrian overhead bridge: across and above major roads and highways
d) Direct pedestrian overhead bridge: direct access from stations to major
developments, such as shopping centres, bus terminals and airport
For catchment areas that are beyond the reasonable walking distance, hydrogen-
powered feeder buses will be used to complement the ART network for a 2 km radius
around ART stations. The feeder buses will connect the stations to major catchment
areas which will help in achieving higher ridership and eventual mode shift to public
transport. The feeder bus routes will be designed with higher frequency, covered-
bus stop facilities, connected pedestrian access, real-time information and optimized
routes to achieve the first-mile and last-mile connectivity.

The ongoing Traffic Impact Assessment (TIA) and Ridership Study is evaluating the
need for the provision of park and ride facilities which will be guided by the
following factors:
• Land availability to avoid land acquisition
• Potential future expansion
• Opportunity for joint use with existing or planned adjacent development
• Construction cost
5.5 DEPOTS
Two depots have been proposed to serve Phase 1 of the KUTS ART (Table 5-12). The
planning principles considered when determining the depot locations were:
• The technology type and type of system

• Number of lines for the transit system
• Fleet size
• Length of each line
• Estimated journey time on each line
• Whether lines are inter-operable (Phase 1 and future lines) and share the depot
Table 5-12 : Proposed Depots

Line Depot Coordinates Approx. Area (ha)
1°29'26.13"N
1 Rembus 32
110°28'52.16"E
1°24'13.14"N
2 Batu 12 32
110°20'23.46"E
5.5.1 Proposed Locations
The Rembus Depot (Plate 5-13) for Line 1 is proposed to be located adjacent to the
Rembus (Provisional) Station, along the Kuching-Samarahan-Asajaya Expressway.
The Batu 12 Depot for Line 2 will be located along Jalan Kuching-Serian, adjacent to
Eden Field (Plate 5-14).

Plate 5-13 : Rembus Depot
Plate 5-14 : Batu 12 Depot

5.5.2 Depot Functions
Both the Rembus and Batu 12 depots will consist of three main facilities which are:
a) ART depot
b) Hydrogen bus depot
c) Hydrogen storage and refueling facilities
Both depots will provide heavy and light maintenance for ART vehicles and
hydrogen feeder buses, as well as a place to park all hydrogen vehicles when they
are not in operation.
The depots will integrate the various systems including the virtual tracks to and from
the mainlines, signaling equipment, telecommunications equipment, automatic fare
collection equipment, hydrogen vehicles’ operations, mechanical, electrical, fire
engineering, and security, among others. The depots are also required for overnight
stabling, cleaning and for the general upkeep of the ART vehicles and feeder buses.
5.6 SYSTEMS
5.6.1 Automated Rapid Transit
The Automated Rapid Transit (ART) system adopted for KUTS will be a “trackless
guided system for urban passenger transport, powered by hydrogen fuel cells”
(Chart 5-5).
The ART is an innovative system which is a hybrid of a train, a bus and a tram.
Running on rubber tyres, the ART will travel on its own dedicated lanes which are
segregated from other road traffic and vehicles. The ART will be guided by an
intelligent optical guidance system where sensors on board the ART will detect line
markings on the road allowing the ART to navigate smoothly within its dedicated
lane (Plate 5-15). A three-car ART is able to accommodate approx. 300 passengers.
ART vehicles have a low-floor design to enable convenient access from station
platforms. ART vehicles are bi-directional, allowing it to travel in either direction at
full speed. Its external appearance, composed of individual, fixed sections joined
together by articulated gangways, resembles a rubber-tyred tram, although it has the
flexibility to move around like a trackless articulated vehicle.

Chart 5-5 : Features of KUTS ART
Plate 5-15 : Example of Line Markings on Dedicated Lane
5.6.2 Hydrogen Fuel Cell
The KUTS proposes the use of an ART system powered by on-board hydrogen fuel
cells. Thus far, hydrogen fuel cells have been used for regional trains in Europe (i.e.,
Alstom Coradia iLint trains), but hydrogen fuel cells have not yet been used for ARTs.
Sarawak will be the first in the world to implement a hydrogen-powered ART system.
Nevertheless, hydrogen technology is not new to Sarawak. Sarawak Energy has

spearheaded research in hydrogen and fuel cells application via a pilot hydrogen
refueling station for transportation in 2019. In January 2020, Kuching launched its
first hydrogen bus operations serving an 81 km route from Kuching Waterfront to
Damai Central. This is a pilot project to promote a reliable, affordable, safe and eco-
friendly public transportation system in Sarawak.

A hydrogen fuel cell is a clean and environmentally friendly technology that
combines hydrogen (from storage tanks on ART rooftop) and oxygen (from
atmospheric air) in a fuel cell via an electrochemical process to produce electricity
and water (the only by-product) (Chart 5-6). The reaction of hydrogen and oxygen,
facilitated by a catalyst such as platinum, produces electrons which are liberated or
‘mined’ to generate electricity which is then used to power the traction motors that
drive the ART vehicle and also to charge batteries. It is estimated that four units of
fuel cell will be installed on-board each ART vehicle.
Chart 5-6 : Hydrogen Fuel Cell Principle
There is no combustion involved as the fuel cells do not burn hydrogen, unlike
internal combustion engines. Instead, the fuel cell runs on a steady supply of
hydrogen from storage tanks and oxygen from ambient air. Electricity will be
produced as long as hydrogen is supplied to the fuel cell. As the hydrogen gas will
be generated through electrolysis using electricity, there will be minimal carbon
emissions in the hydrogen generation process if the electricity is from renewable
sources, or the electricity supply grid has a high proportion of renewable energy such
as hydropower. Thus, the use of hydrogen fuel cell is expected to help in
decarbonising the public transport in Sarawak.

5.6.3 Hydrogen Storage and Refueling Stations
As stated in Section 5.5.2, both the Rembus and Batu 12 Depots will also house the
hydrogen storage and hydrogen refueling stations. Some of the main components
that are part of the storage and refueling are the hydrogen storage tanks, compressor,
precooler and dispenser.
Hydrogen for usage by the ART will be supplied by SEDC Energy and will be
generated at an off-site hydrogen generation plant. From the generation plant,
hydrogen gas will be transported daily in high-pressure tube trailers to both the ART
depots for storage and refueling purposes. The transportation routes involved will
be established once the location of the hydrogen generation plant has been confirmed
by the producer/supplier.
Once the hydrogen gas arrives at the depots, it will be compressed and stored in
high-pressure buffer storage tanks, either in a horizontal or vertical array. These-high
pressure buffer tanks are connected to the hydrogen dispenser via a refrigeration /
precooler unit. Hydrogen gas will then be dispensed into specially designed
pressurised tanks that will be carried on top of the ART vehicles
(Chart 5-7 and Plate 5-16).
Chart 5-7 : Transport and Use of Hydrogen
The usage of hydrogen is considered to be safe as hydrogen is non-toxic, where leaks

or spills will not contaminate the environment. In the event that hydrogen does ignite,
hydrogen flames generate a low radiant heat due to the absence of carbon and the
fire burns out quickly.
Hydrogen is 14 times lighter than air and if released, disperses quickly, rising into
the atmosphere at a rate of 20 m/s (at normal ambient temperatures). In contrast,
propane and gasoline vapour are heavier than air and pool at ground level,
increasing accidental ignition.

Plate 5-16 : Roof Mounted Hydrogen Fuel Cell (left) and Hydrogen Tanks (Right)
Adequate ventilation, pressure relief and leak and flame detection will be included
in the design of the hydrogen storage tanks and fuel cell system. The hydrogen tanks
will meet the highest safety standard and undergo strict testing in accordance to the
relevant stipulated regulations prior to receiving vehicle type approval to run on the
road.
5.7 PRINCIPAL PROJECT ACTIVITIES

This section briefly describes some of the anticipated principal project activities,
mainly related to construction activities that may cause environmental impacts. The
key activities include, but are not limited to, the following (Table 5-13).
Table 5-13 : Principal Project Activities

Stage Activities
Pre-Construction • Land acquisition
• Soil investigation
Construction and • Site clearing and earthworks
Demolition • Temporary facilities
• Movement of construction vehicles transporting materials
• Elevated lane and bridge construction
• Underpass construction
• Testing and commissioning
Operation • KUTS ART operations
• Station operations
• Depot operations

5.7.1 Land Acquisition
In areas where the alignment passes through private land and property, land
acquisition will be required in order to secure the right-of-way for the alignment.
Land acquisition will also likely be required for the construction of stations and
depots which will generally take up large plots of land. Plate 5-17 to Plate 5-19 show
potential areas of land acquisition.
Plate 5-17 : Rembus Depot and Rembus (Provisional) Station
Plate 5-18 : Batu 12 Depot

Plate 5-19 : Parking Spaces of Commercial Lot along Jalan Tun Jugah
5.7.2 Utilities Relocation
Advanced works such as relocation of utilities will be carried out by gathering as-
built drawings from the various agencies followed by geophysical scanning before
the commencement of the construction works. Utilities located along the alignment
will be detected and piloted. This exercise will be conducted in order to facilitate and
further determine the utilities that need to be relocated along the alignment.
The potential utilities that need to be relocated or diverted include SEB transmission
lines, electrical cables, KWB water and sewer mains, telecommunication cables and
other surface and underground utility lines. The relocation of the utilities will be
coordinated with the local councils and utilities service provider to avoid minimal
interruption to the existing utilities before commencement of construction works.
5.7.3 Site Clearing and Earthworks
Site clearing and earthworks will be carried out for the alignments, stations and
depot construction. Site clearing involves the clearing of the vegetated areas or the
built-up areas located within the Project’s Right-of-Way (ROW) and will be carried
out using excavators and bulldozers. The ROW for the work area during construction
is expected to be around 40 m (20 m on both sides from median).
As most (approx. 80%) of the KUTS ART Phase 1 alignment will be elevated and
located on existing road medians and road shoulders, site clearing will be limited
and minimal earthworks expected. However, at built-up areas, and at the proposed

depot locations, site clearing and demolition works will only be carried out after land
acquisition has been completed.
The biomass generated from site clearing and excavated material shall be stockpiled
for reuse (where suitable). Excess material will be transported out to the disposal
sites approved by the respective local councils or private land approved by the land
owner. The transportation route for disposal of excess material has yet to be
identified and will be further elaborated in the Environmental Management Plan
(EMP).
In certain locations, some trees will need to be removed to accommodate the

alignment. Where possible, trees will be transplanted/translocated. If there is ample
space after completion of the Project, the trees may be replanted at or near their
original location.
5.7.4 Temporary Facilities
Batching Plant
Concrete supply is proposed to be obtained from existing batching plants or concrete

suppliers located along or within close proximity to the KUTS ART Phase 1
alignments such as CMS Cement, Quality Concrete Sdn Bhd and Hai Shoon Concrete
Sdn Bhd (Plate 5-20). Wastewater from the operation of the batching plants will not
be assessed in this EIA as it is assumed that these existing batching plants operated
by other parties would have the necessary mitigation measures in-place.
Plate 5-20 : Existing Batching Plants Locations

Labour Hostels
Construction workers will be housed in existing facilities located along Line 1 and
Line 2. The appointed contractors will ensure the workers are monitored to avoid
conflicts with the local residents. It is estimated that around 2,700 construction
workers will be involved during the peak construction period of KUTS ART Phase 1.
Sewage, sullage and solid waste generated by the construction workers at the above-
mentioned existing facilities will not be assessed in this EIA. It is assumed that
sewage and sullage generated at these existing facilities will be connected to the
nearest sewer line, which is in turn connected to the existing centralized sewage
treatment system. Similarly, solid waste generated at these existing facilities by the
construction workers will be collected and disposed by the respective Local Council
and/or existing waste operator.
Removal of temporary facilities
Once the construction stage of the Project has ended, temporary facilities that were
built during the pre-construction and construction stage of the project will be
disassembled and the area restored or rehabilitated to its original condition.
5.7.5 Construction Methods
The construction methods selected for the Project vary depending on the site
condition. The methods adopted aim to be cost-effective as well as minimize
disruption to road traffic and risks to public safety.
The Project will comply with Public Works Department Sarawak guidelines, existing
applicable standards and guidelines as well as relevant Malaysian, British or
American standards and codes of practices.
The construction methods for the key components of the Projects are explained below:
5.7.5.1 At-grade
The formation of an at-grade lane is similar to constructing roads. It consists of

several layers, which has to be laid in sequence (Chart 5-8). The sub-grade layer or
existing ground is the layer at the bottom. If the soil at this layer is found to be poor,
then ground treatment and soil stabilisation works have to be undertaken before the
rest of the road can be constructed.

Upon the completion of ground treatment works, sand will be laid as the sub-base.
The road base layer consists of two sub-layers crusher run at the bottom and very
coarse aggregate at the top layer. The final layer at the top is the pavement layer, it
consists of the base course of course aggregate, and the wearing course of fine
aggregate bound together using bitumen. All the layers are compacted several times
before the next layers are added using vibrating compactors.
Chart 5-8 : At-Grade Lane Layers
5.7.5.2 Elevated (Viaduct)
The elevated sections shall consist of reinforced concrete decks, supported on pre-
stressed concrete beams and siting on reinforced concrete columns.
Bored piling shall be used as the foundation for the columns, where a hole will be
drilled to the desired depth for each pile. Steel reinforcement will be inserted into the
hole followed by the pouring of concrete to complete the construction of the
foundation. The pre-stressed concrete beams will be cast in the factories and
delivered to site at the pre-selected locations to be stockpiled before the beams are
launched (Plate 5-21). The reinforced concrete deck will be cast in-situ after the beams
are in place. The pre-mixed concrete will be delivered to site using concrete mix
trucks, and poured onto the formwork using concrete pump or bucket from a crane.
At this stage, the transportation routes for the construction material are yet to be
identified and this will be elaborated in the EMP.

Plate 5-21 : Example of Beam Launching using Mobile Crane
5.7.5.3 Underpass
Underpass construction involves using excavation equipment to dig a trench or hole

in the ground which is then covered by a concrete deck. Once the deck is in place,
surface activity can largely resume as construction works continue below.
During construction of the underpass, poured concrete or pre-cast panels are used to
form the levels and internal structures, similar to the construction of the
underground basements of high-rise buildings. Construction of underpasses by
means of excavators, dump trucks, piling rigs, mobile cranes, concrete wagons,
pumps and compactors would typically involve:
• Foundation construction
• Abutment, pier and wall construction
• Deck construction
• Finishes
The underpass construction will generally involve the following process

(Chart 5-9).

Chart 5-9 : Construction Method for Underpass
Step 1 :
a) Installation of retaining walls before excavation
commences
b) Dewatering the trench if required
Step 2 :
a) Excavation to the level of the bottom of the
underpass top slab
b) Construction and waterproofing of roof slab
Step 3 :
a) Backfill and restoring the ground surface
b) Excavation of underpass interior
c) Construct the underpass floor slab
Step 4 :
a) Complete the interior finishes
During the construction of the underpasses, traffic management will be the main
concern as the underpass will be constructed under the existing four roundabouts
along the Kuching-Samarahan-Asajaya Expressway.
5.7.5.4 Stations and Depots
The construction of the stations and depot will generally involve the following civil
works:
• Demolition of existing structures and relocation of existing utilities (if any)

• Preparatory earthworks
• Foundation and substructure works
• Superstructure works
• Installation of mechanical and electrical components as well as construction
of ancillary infrastructure
Ground treatment works will be carried out at areas where required and the
foundation works will include piling. The main structure will be constructed using
steel beams and the building frame. Steel beams and columns will be delivered to
site from the casting factory and installed at the site. The floor shall be concrete slab
and will be cast with concrete delivered to the site. The canopy roof is prefabricated
in a factory and delivered onto site for assembly before being erected onto the station
superstructure.

Plate 5-22 : Example of an ART Station Once Constructed
5.7.6 Installation of Dedicated Guideway Facilities and Systems
After the completion of earthworks and civil and structural works for the alignment,
the guiding facilities along the dedicated ART lanes and systems for control and
signaling will be installed.
The signaling and control system is important for controlling ART movements,
enforcing safety and controlling operations. The system will ensure safe separation
functionality and allows the ART to travel at maximum consistent speed safely.
Following the installation of these components, testing and commissioning will be
carried out.
5.7.7 Operation Stage of KUTS ART
During the operation of the KUTS, the ART will be running on dedicated lanes at
regular intervals (Table 5-14).
Table 5-14: Operation Schedule

6.00 am – 12.00 am
Operating Hours Occasional extended operation hours could be considered during
special events or festivities
Average: 35 km/hr
Operating Speed
Maximum: 70 km/hr
Frequency 8 minutes (peak hour)
Line 1: 38 minutes
Journey Time
Line 2: 40 minutes
Carrying Capacity Approx. 300 passengers (3-car ART)

The typical activities that would take place at the ART stations during operation are
the pick-up and drop-off of passengers, with the associated road traffic connecting
to the stations. At the depots, some of the typical activities that would take place are
the refueling of hydrogen tanks, cleaning and maintenance of ART and the operation
of the signaling and control system.
5.8 PROJECT IMPLEMENTATION SCHEDULE

The KUTS ART Phase 1 Project has an implementation period of seven years from
2020 to 2027 (Table 5-15 and Chart 5-10) and Phase 1 of the ART will be fully
operational by quarter four of 2026 for Line 1 and quarter 2 of 2027 for Line 2.
Table 5-15: Project Implementation Schedule

Construction Operation
Line and Stage
Commencement Commencement
Line 1 Stage 1: Rembus → Stutong Q4 2025
Q3 2022
Line 1 Stage 2: Stutong → Hikmah Exchange Q4 2026
Line 2 Stage 1: Batu 12 → Simpang Tiga Q4 2026
Q1 2023
Line 2 Stage 2: Simpang Tiga → Isthmus Q2 2027
Chart 5-10 : Project Implementation Schedule


2,085,000
Kuching
St
ar
to
fS
S A R AWA K an
eg
ah
ar a y
m
Sam essw
en
- pr
ing Ex
t1
ch a
Kota K u ajay
a
Samarahan -A s
REMBUS DEPOT
5,165,000
5,165,000
REMBUS (PROVISIONAL)
BATANG SAM
ARA
HA
N
Start of Segment 1b
End of Segment 1a
Jalan
Datuk
Moham
ad Mu
sa
SM1
NG
TUA
Samarahan Line (Line 1) NG
AI
SU
Proposed Depot
SUNGAI
TUANG Proposed Station
Proposed Alignment (At-grade)
Proposed Alignment (Underpass)
5,160,000
5,160,000
2,085,000
o Legend Date 18-03-2021

Project No EJ 688
Segment Line
Samarahan Line (Line 1) Produced by
Revision
HMZ
A
Major Road Segment 1A:
1:26,000@ A4 size paper
0 0.25 0.5 Minor Road Rembus (Provisional) Station
km River to Station SM 1 FIGURE 5-1
Coordinate System:
GCS Timbalai 1948
Page units Meter
\\192.168.1.6\gis\GIS-Data\Project\EJ 688 EIA & SIA KUTS\Maps\APRX\EIA KUTS\EIA KUTS HMZ Ch 1-5.aprx (KUTS Line 1 SM Segments (P))
Source: ERE Consulting Group (2021), Maxar, CNES/Airbus DS
2,080,000 2,085,000
Kuching
AP
KU
GAI
SUN
LOBA BATU BE
LAT
S A R AWA K
Kota
Samarahan
1c
nt b
SUNG
AI
e BAYO
gm t1
R
f Se men
t o Seg
ar
St d of
En
SM6
5,165,000
5,165,000
SM5
Start of Segment 1b
End of Segment 1a
SM4
SM3
SM2
SM1
a
Jalan Datuk Mo hamad Mus
chin n
5,160,000
5,160,000
g
ra
Lua Lingka
Samarahan Line (Line 1)

r Ku
Proposed Station
n
Jala

Proposed Alignment (Elevated)
Ja
Proposed Alignment (Underpass) la
n
Ent
i n gan
2,080,000 2,085,000

Project No EJ 688
Public Park and Produced by HMZ
Nature Reserve Samarahan Line (Line 1) Revision A
1:38,000@ A4 size paper Segment Line
0 0.25 0.5 1
Segment 1B:
km
Major Road Station SM 1to Station SM 6 FIGURE 5-2
Coordinate System: Minor Road
GCS Timbalai 1948
Page units Meter
River
Source: ERE Consulting Group (2021), Maxar
2,075,000 2,080,000
Belian
Jalan
SUNGAI SARAWAK
Ja
mb us Kuching
Sa atan hm e
Jal
an Ab lah T Ist idg
ud un r
Mer
Jala au
el din d B
oa
b
R
n
us
hm AK
Ist SU AW
g NG I SAR
tra
l hin A
e B w ong
c
en Ku S A R AWA K
Jalan C
Jalan Padu
an k
Le lan K
Timur ngan
s
n Elli
Ja
Jal
a
ding a Kota
J
Ja la n Pen ri mlan
Pe
at Samarahan
End of Segm ent 1d la n
a
Ja ka m
ent 1c Se
Start of Segm
BUAN
SUNGAI TA SUNGAI KUAP
lan
Ja endu
M
5,170,000
5,170,000
SM11 IS1
BU A N
SUNG
AI
s TA
U pla n d
ver SU N GA I T
yo
I B AN
Fl
SM9
ja
Ra
tia
Se
la n
Ja
SM8
Sama Jaya
Nature
Reserve
Jalan P
S ong I KUA
NGA
SU
S U N GA
SM7
IB
OR
AY
Jalan Stuton
g
1c
e nt b
gm t1
f Se men
t o Seg
ar
St d of
En
tuton
g Bar
u A P SM6
Ja lan S Samarahan Line (Line 1) AI
KU
5,165,000
5,165,000
NG
SU
Proposed Station
Proposed Station
Interchange Station
2,075,000 2,080,000

Project No EJ 688
Nature Reserve Samarahan Line (Line 1) Revision A
1:38,000@ A4 size paper Segment Line
0 0.25 0.5 1
Segment 1C:
km
Major Road Station SM 6 to Station IS 1 FIGURE 5-3
Coordinate System: Minor Road
GCS Timbalai 1948
Page units Meter
River
2,075,000
En
d
of Kuching
Se
g m
en
Jalan
t 1d
Datu
S A R AWA K
k
Jalan Gambier
Aji
lan
ba
Ja ket Ja WAK
lan SUNGAI SARA
h
r
Ma
Ab
Ma Kota
in
ol
Ba Samarahan
Jam SM14 zaa
r dul Rah
bata u Ab ma
Bin n Sun nk n
tang g Tu
or ai J al a n
m h
J a l an
Te ebu
e
Abell
pl
L
h
g
bu
an
Le
ay
Haji O Abang
W
peng
n Tun
ur
l Tim
Jala
Jalan Satok Satok

Flyover ra
Jalan C e nt
Jalan Padung
an
lan
Elli
s
Ja
Jalan
Badru Jala
ddin n
Ta an Jalan Tan Sri
m
Bu Datuk Ong Kee Hui
d aya
a
k am
Se
Ja la n
u
end
nM
Jala
SM13
ent 1d
ent 1c
Start of Segm
End of Segm
Ja
la
G
n
re
en
Jalan Tun Ahmad
Zaidi Adruce
5,170,000
5,170,000
SM12
SM11
IS1
Bulatan
n
Upla ds
ands
Upl
Jalan
r
ve
Samarahan Line (Line 1) Wan Al

yo
w i
Fl
Proposed Station
Proposed Station SUN
A
A BUAN
G
IT

ah
ug
Interchange Station
nJ
ck
n Tu
n Ro Jalan
Jala Laksa
m ana Ch
Jala
eng Ho
2,075,000

Project No EJ 688
Segment Line Produced by HMZ
Major Road Samarahan Line (Line 1) Revision A

0 0.25 0.5 Minor Road
Segment 1D:
Station IS 1to Station SM 14 FIGURE 5-4
km River
Coordinate System:
GCS Timbalai 1948
Page units Meter
2,070,000 2,075,000
Sta
rt o
En fS SR6
Kuching do eg
me
S A R AWA K fS nt
eg 2b
me
nt
2a SR5
Kota
Samarahan
SUNGAI KU
AP
SR4
Jalan Liu Shan Bang

u
Ba
g-
hin
uc
Jal a n K
5,160,000
5,160,000
SR3
ing-Serian
ENGG O Jalan Datuk

S EM
SUNGAI
Moh
ama
d M u sa
Jalan Kuch
SR2
Jalan Kota
Padawan
a
t2
en
gm
f Se
to
ar
Semenggoh SR1 St I IBONG
Nature SUN G A
Reserve
J ala

n Puncak B
IRE H
BATU 12 DEPOT
IB
SUNGAI S
5,155,000
5,155,000
Proposed Depot
orn
Proposed Station
eo

S UN
GAI SINAI
2,070,000 2,075,000

Project No EJ 688
Nature Reserve Serian Line (Line 2) Revision A
1:44,500@ A4 size paper Segment Line Segment 2A: Station SR 1
0 0.25 0.5 1
Major to Station SR 5
km FIGURE 5-5
Coordinate System: Minor
GCS Timbalai 1948
\\192.168.1.6\gis\GIS-Data\Project\EJ 688 EIA & SIA KUTS\Maps\APRX\EIA KUTS\EIA KUTS HMZ Ch 1-5.aprx (KUTS Line 2 SR Segments (P))
2,075,000
SR10
Ja
n
la
G
Kuching re
en
5,170,000
5,170,000
S A R AWA K
IS1
Jalan Tun Ahmad

Zaidi Adruce
Kota
Samarahan
SR9 nd s
Upla
er
ov
y
Fl
ABU A N
Start of Segment 2c
End of Segment 2b
IT
SUNG A
ck
n Ro Jalan
Jala Laksam
ana C heng Ho
Ba
tan
tu T
ula
iga
a
Kaw Ja
B
a tu M lan
nB
Jala as S
ah he
or rip
SR8
Ja
l an
Son
g
Jalan Stutong
g
ya n
Ken l a
Fly
over SR7
Jalan Datuk
Bandar Mustapha
Jalan St
utong B aru
5,165,000
5,165,000
ang
erb
nT
pa nga
La
Sta
n
Jala
rt o Serian Line (Line 2)

fS
eg SR6
En me Proposed Station
do nt
fS 2b Proposed Alignment (Elevated)
eg
me
nt Samarahan Line (Line 1)
2a
Proposed Station
SR5
Interchange Station
2,075,000

Project No EJ 688
Major Serian Line (Line 2) Revision A

0 0.25 0.5 1 Minor Segment 2B: Station SR 5
km River
to Station IS 1 FIGURE 5-6
Coordinate System:
GCS Timbalai 1948
Page units Meter
2,075,000 2,080,000
Jalan
Akses FAC
SUNG k
Kuching AI SANTUBO NG ba
m o
Ta ak
Diplomati k
B
S A R AWA K
5,175,000
5,175,000
Jala n
Jalan Bako
En
Kota
Samarahan
do
SUNGAI SARAWAK
fS
Barra g
ge
in
Kuch
egm
Jal a n a
n Jalan Daya
ent
Ast a Jalan
Kilang
Tekad
Jalan
Jalan
Jentera
2c
SR12
ng
SR13
ui
Jalan Tun Salah r
uddin Ke
Belian
an
Jal
Jalan
Ja
Sa mba
n Tun lah tan
Jala ku ud Tu
din n us
R hm e
dul ahman J Ist idg
Ab a lan Ab r
Mer
B
Jala u
e d
oa
ba
R
SR11
ll
us
n
Lee Ba ng
hm
nk
Ist
o
J a lan Kw
g
ra
l
c hin
nt Ku
Jalan C e
Jalan Padu
Timur ngan
lis
n El
Jal
a
ding a
J
Ja la n Pen ri mlan
Pe
at
lan
Ja am a
k
Se
SUNGAI KUAP
u
end
la nM
Ja
SUNGAI TABUA
N
SR10
5,170,000
5,170,000
IS1
SR9
SUNG A
I BITA N
Sama Jaya
Start of Segment 2c
End of Segment 2b
Nature
Reserve
Jalan Laksama
Cheng Ho na Serian Line (Line 2)
Proposed Station
Proposed Alignment (At-Grade)
aja
SR8
R

tia
Jala
Se
n So
ng
Proposed Station
Jalan

Interchange Station
2,075,000 2,080,000

Project No EJ 688
Nature Reserve Serian Line (Line 2) Revision A
1:38,000@ A4 size paper Segment Line Segment 2C: Station IS 1
0 0.25 0.5 1
Major to Station SR 13
km FIGURE 5-7
GCS Timbalai 1948
06 EXISTING ENVIRONMENT
Section 6
EXISTING ENVIRONMENT
SECTION 6 : EXISTING ENVIRONMENT
6.1 INTRODUCTION
The KUTS ART Phase 1 will traverse mostly along the medians and shoulders of
existing roads and pass mostly through built-up urban areas comprising of
residential, commercial, industrial and institutional areas.
In order to better appreciate the potential environmental issues, the existing

environmental setting is described in the following sub-sections. The information on
the existing environment was gathered through site observations and field surveys,
as well as secondary information which includes desktop research, technical reports
and data received from technical agencies and published literature. This section is
organized into the following sub-sections:
Section 6.2 Topography

Section 6.3 Geology and Soil Type
Section 6.4 Climate
Section 6.5 Land Use
Section 6.6 Hydrology and Drainage
Section 6.7 Flood
Section 6.8 Water Quality
Section 6.9 Air Quality
Section 6.10 Noise and Vibration
Section 6.11 Ecology
Section 6.12 Socio-Economics
Section 6.13 Traffic
Section 6.14 Waste
Section 6.15 Infrastructure and Utilities
Section 6.16 Heritage Assets
Section 6 Existing Environment 6-1

For ease of description, the existing environment along Line 1 and Line 2 will be
described according to the following segments, where possible:
Samarahan Line (Line 1) - Rembus to Hikmah Exchange

• Segment 1A: Rembus (Provisional) Station to Station SM 1 (including depot)
• Segment 1B: Station SM 1 to Station SM 6
• Segment 1C: Station SM 6 to Station IS 1
• Segment 1D: Station IS 1 to Station SM 14
Serian Line (Line 2) - Batu 12 to The Isthmus

• Segment 2A: Station SR 1 to Station SR 5 (including depot)
• Segment 2B: Station SR 5 to Station IS 1
• Segment 2C: Station IS 1 to Station SR 13
6.2 TOPOGRAPHY
In general, the topography along Line 1 and Line 2 is mostly flat with some stretches
of undulating terrain (Table 6.2-1 and Figure 6.2-1). As both lines will run mostly
along existing road medians and road shoulders, the ground profile along the lines
is gentle due to the grading of the road profile.
Table 6.2-1 : Topography and Elevation along Line 1 and Line 2

Line & Segment Topography Elevation (m asl)
1A: Rembus (Provisional) Station to Station SM 1 2-8
1B: Station SM 1 to Station SM 6 3 - 15
1C: Station SM 6 to Station IS 1 1 – 15
1D: Station IS 1 to Station SM 14 3 – 27
Rembus Depot Flat to undulating 2 – 24
2A: Station SR 1 to Station SR 5 10 – 29
2B: Station SR 5 to Station IS 1 9 – 24
2C: Station IS 1 to Station SR 13 2 – 20
Batu 12 Depot 16 – 33
In Segment 1A, the elevation of the Rembus Depot site ranges between 2 – 24 metres
above sea level (m asl) where the ground profile is generally flat and low lying. The
alignment will run along the median of the Kuching-Samarahan-Asajaya
Expressway where the elevation ranges between 2 – 8 m asl.
In Segment 1B, the alignment will continue on the median of the Kuching-
Samarahan-Asajaya Expressway where the highest elevation of 10 – 15 m asl is
between the Kg. Sigitin roundabout to Wisma SALCRA. The elevation remains fairly
flat (5 – 11 m asl) as it passes UNIMAS, Uni-Central, Heart Centre and Midway Link
Garden.
6-2 Section 6 Existing Environment

Between Station SM 6 to Station IS 1, the alignment will travel along Jalan Canna and
Jalan Wan Alwi where the elevation is between 3 – 11 m asl. The level picks up to
around 15 m asl as it approaches Station IS 1, adjacent to the Wisma Persekutuan
Public Carpark.
Along Jalan Simpang Tiga to the junction at Jalan Batu Lintang, the ground profile
generally ranges from 10 – 18 m asl. The highest elevation of around 27 m asl is along
Jalan Batu Lintang as the alignment passes Lorong Batu Lintang 6. The elevation
decreases gradually from the junction at Jalan Bampyfylde at around 15 m asl to
around 5 m asl as the alignment veers onto Jalan Tun Ahmad Zaidi Adruce. From
here until Hikmah Exchange, the level is flat and ranges between
3 – 7 m asl.
In Segment 2A, the elevation of Batu 12 depot site is within the range of 16 – 33 m asl
where the higher elevation is found on the eastern side, near Taman Lan Hua. From
Jalan Kuching-Serian, the elevation starts at around 20 m asl and gradually increases
as it heads north on Jalan Kuching-Serian passing Eden Field, Greenland Villas and
the 10th Mile Bazaar. An elevation of 29 m asl is along Jalan Penrissen, between Kem
Penrissen and the Sarawak Turf Club. The elevation ranges between 14 – 20 m asl as
it passes Sentosa Parade and the Borneo House Museum before approaching Station
SR 5.
Between Station SR 5 and IS 1 (Segment 2B), the elevation ranges between 9 – 24 m

asl as it passes Green Heights, Kg. Cemerlang, Gala City and Borneo Medical Centre.
As for Segment 2C, the elevation along Jalan Tun Razak ranges between 6 – 20 m asl
as it passes Three Hills Park area. The elevation is fairly flat (2 – 6 m asl) as the
alignment travels along Jalan Datuk Marican Salleh, Jalan Utama, Jalan Kemajuan
and Jalan Keruing as it passes Pending Heights, the industrial areas of Pending and
Bintawa and towards The Isthmus.
6.3 GEOLOGY AND SOIL TYPE

Line 1 is underlained by metamorphic rock of Upper Palaeozoic type and
sedimentary rock of Pleistocene and Recent type. Upper Palaeozoic comprises of
phyllite, metagraywacke and limestone with some schists and chert while
Pleistocene and Recent comprises of clay, silt, sand and peat.
Line 2 is underlained by Jurassic-Cretaceous type and Pleistocene and Recent type

from the sedimentary group and Upper Palaeozoic type from the metamorphic
group. The Jurassic-Cretaceous type comprises of argillaceous rocks with some
arenaceous and calcareous rocks (Table 6.3-1 and Figure 6.3-1).

The two main geological formations underlained by Line 1 and Line 2 are:
a) Tuang Formation which is made up of phyllite and schists which is of low
geological risks; and
b) Quaternary Alluvium Formation which is made up of gravel, sand and silt.
There are risks in terms of settlement due to loading factor and loss of water.
Table 6.3-1 : Geology along Line 1 and Line 2

Line & Segment Period (Age) Rock Units and Lithology
1A: Rembus • Pleistocene and • Clay, silt, sand and peat
(Provisional) Recent
Station to Station
SM 1
1B: Station SM 1 • Pleistocene and • Clay, silt, sand and peat
to Station SM 6 Recent
• Upper Palaeozoic • Phyllite, metagraywacke and
limestone; some schists and chert
1C: Station SM 6 • Pleistocene and • Clay, silt, sand and peat
to Station IS 1 Recent
1D: Station IS 1 to • Pleistocene and • Clay, silt, sand and peat
Station SM 14 Recent
2A: Station SR 1 • Jurassic-Cretaceous • Argillaceous rocks; some
to Station SR 5 arenaceous and calcareous rocks
• Pleistocene and • Clay, silt, sand and peat
Recent
2B: Station SR 5 to • Upper Palaeozoic • Phyllite, metagraywacke and
Station IS 1 limestone; some schists and chert
• Pleistocene and • Clay, silt, sand and peat
Recent
2C: Station IS 1 to • Pleistocene and • Clay, silt, sand and peat
Station SR 13 Recent
Source: Geological Map of Sarawak, Malaysia (Modified based on 2nd edition, 1992), 2012
The dominant soil formations along Line 1 and Line 2 consists of (i) red-yellow
podzolic soils, (ii) grey-white podzolic soils, (iii) podzols, (iv) gley soils, (v) saline
gley soils, (vi) shallow peat soils, (vii) deep peat soils and (viii) recent alluvial soils
as shown in Table 6.3-2 and Figure 6.3-2.

Table 6.3-2 : Dominant Soil Group
Soil Group Equivalent Group Description
Red-yellow Yellow to red loamy sands to clay; gently
Acrisols, Ferralsols
podzolic soils sloping to steep land
Grey-white Acrisols, Ferralsols, White grey or pale yellow loamy sands to
podzolic soils Planosols clays; flat to moderately steep land
Pale coloured sand with prominent sub-
Podzols Podzols surface accumulation of humus; flat to gently
sloping land
Poorly-drained sands to clays; sedimentary
Gley soils Gleysols rocks on gently undulating land and some dip
slopes
Poorly-drained clays; mainly confined to
Saline gley
Gleysols deltaic areas subject to brackish water
soils
flooding
Overlying mineral material at less than 1
Shallow peat Histosols
meter depth
Overlying mineral material at more than 1
Deep peat Histosols
meter depth
Recent alluvial Deep sands to clay lacking horizon
Rhegosols
soils development
Source: Soil Map of Sarawak, Malaysia Timor 1968
A more distinctive soil series derived from the dominant soil types is tabulated in
Table 6.3-3 and shown in Figure 6.3-3. A soil map obtained from the Soil Branch of
the Department of Agriculture Sarawak is studied to determine the existing soil
characteristics within the Project area such as terrain, capability and limitations of
the corresponding soil series.
Table 6.3-3 : Soil Series

Family Main Capability
Symbol Series Terrain
(Group) Characteristics (Limitation)
Level
Class 05
coastal
ANDERSON >150cm organic (water-table,
And Anderson lowlands
(Organic Soils) layer fertility,
or interior
inundation)
valleys
Flt to
Skeletal; gently Class 5
GAYA
Gya Gaya colluvial/old sloping (fertility,
(Regosols)
alluvium footslopes stoniness)
or terraces
50-150cm Level
organic layer coastal Class 04
MUKAH
Mkh Mukah over non- lowlands (water-table,
(Organic Soils)
sulphidic fine or interior fertility)
loam to clay valleys

Family Main Capability
Symbol Series Terrain
(Group) Characteristics (Limitation)
Clayey; non
Flat to
calcareous Class 2 to 4
SEDUAU undulating
Mlg Malang sedimentary (inundation,
(Alluvial Soils) floodplains
rocks; red/ dark wetness)
and levees
red
Class 5 (soil
Flat to
depth, slope,
Bh horizon undulating
Mri Miri MIRI (Podzols) moisture
indurated terrace
deficiency,
summits
etc.)
Class 2 to 5
NYALAU Coarse loamy; Moderately (fertility,
Nyl Nyalau (Red-Yellow residual; non- steep to slope,
Podzolic) calcareous steep hills erosion
hazard)
Flat to
Class 4 to 5
Clayey; weakly gently
(Wetness,
Pnd Pendam Bijat (Gelysols) saline; non- sloping
acidity,
calcareous tidal
salinity)
floodplains
Flat to
Clayey; Class 5
RAJANG gently
sulphidic within (wetness,
Rjn Rajang (THIONIC sloping
50cm, strongly salinity
Soils) tidal flood
saline acidity)
plains
Coarse loamy;
NYALAU Class 3
<20%
(Red-Yellow Undulating (Fertility,
Sbn Sebangan GP.111 oxides;
Podzloic) low hills moisture
Non-calcareous;
slope deficiency)
old alluvium
Very fine clayey; Moderately
Class 3 to 5
SEMONGGOK residual; non to very
(slope,
Smg Semonggok (Red-Yellow calcareous; steeply
erosion
Podzolic) imperfect dissected
hazard)
drainage hills
Weakly to
Class 3 to 4
Contrasting moderately
SARATOK (fertility,
texture; upper dissected
Trh Triboh (Grey-white slope,
subsoil coarse low hills
podzolic) erosion
loamy and
hazard)
terraces
Note: Soil Maps of Sarawak, Department of Agriculture, Sarawak, 2004
A detailed soil investigation along the KUTS ART Phase 1 Lines will be carried out
during the detailed design stage.

6.4 CLIMATE
Generally, the climate in Kuching, Sarawak is similar with other parts of the country
due to the homogenous climate condition in Malaysia which is located at the equator
with high annual rainfall and relatively uniform high humidity and temperature.
Monsoon seasons are experienced throughout the year, as follows:
a) Northeast monsoon (November/early December to March)

b) Inter-monsoonal or transitional season (April to May)
c) Southwest monsoon (June to September/early October)
d) Inter-monsoonal or transitional season (October to early November)
Despite the general uniformity of the climate, daily weather patterns along Line 1
and Line 2 are subject to the prevailing monsoon season. The meteorological data
obtained encompasses rainfall, number of rain days, surface temperature, relative
humidity (2010 – 2020), and wind rose records (1968 – 2019), sourced from Kuching
Station at latitude of 01˚ 29’ 25” N and longitude of 110˚ 21’ 09” E at a height of 20.86
m above mean sea level. The station is operated and maintained by the Sarawak
Branch of Malaysia Meteorological Service (MMS) in Kuching.
6.4.1 Temperature
The average annual 24-hour temperature recorded is 26.9°C. The warmest months
are May, June and July with 27.4°C monthly average, while the coolest month is
January with 26.2°C monthly average (Figure 6.4-1).
6.4.2 Rainfall
Kuching has an average annual rainfall of 4,021.0 mm with 235.5 days of rain.
December had the most rain days (26) while June and July had the least number of
rain days (17) (Figure 6.4-1).
6.4.3 Humidity
The average annual 24-hour mean relative humidity recorded is 84.3%. January and
December recorded the highest relative humidity at 86.3%, while July recorded the
lowest relative humidity at 80.8% (Figure 6.4-1).

6.4.4 Surface Wind
Based on wind rose records from year 1968 to 2019, the predominant wind blows
from the south, southeast and the west. The annual mean speed was recorded at
1.4 m/s. The calm period, when the wind speed is less than 0.3 m/s, was recorded at
25 % of the time. The annual and seasonal wind roses are shown in Figure 6.4-2.
6.5 LAND USE
6.5.1 Existing Land Use
The Samarahan Line (Line 1) will commence in Kota Samarahan, opposite Kg.
Rembus (Rembus Provisional Station and Rembus depot) and head in a west to
northwest direction for a distance of approx. 28.5 km before terminating at Station
SM 14, near Hikmah Exchange. Most of Line 1 will travel along the medians of
Kuching-Samarahan-Asajaya Expressway, Jalan Canna, Jalan Wan Alwi, Jalan Batu
Lintang, Jalan Tun Ahmad Zaidi Adruce and Jalan Haji Taha. Some notable
landmarks along Line 1 are shown below.
Unimas East Campus Kg. Kastam Tabuan Jaya
Vivacity Megamall Wisma Saberkas

Kompleks Belia Sukan & Unimas City
Masjid Bandaraya Kuching
Campus
The Serian Line (Line 2) will commence at Batu 12 (Station SR 1 and Batu 12 depot),
adjacent to Kompleks Jabatan Pengangkutan Jalan (JPJ) and will head north for
approx. 24 km towards The Isthmus (Station SR 13), located near the Borneo
Convention Centre Kuching. Line 2 will also mostly travel along the medians and
shoulders of Jalan Kuching-Serian, Jalan Penrissen, Jalan Lapangan Terbang, Jalan
Tun Jugah, Jalan Tun Razak, Jalan Datuk Marican Salleh and Jalan Keruing. Some
notable landmarks along Line 2 are shown below.
Kompleks Jabatan Pengangkutan Jalan Kem Penrissen
The Borneo House Museum Kuching Sentral

Borneo Medical Centre Borneo Convention Centre Kuching
Both lines will collectively traverse areas under the jurisdiction of four local councils,
namely, Majlis Perbandaran Kota Samarahan (MPKS), Majlis Perbandaran Padawan
(MPP), Majlis Bandaraya Kuching Selatan (MBKS) and Dewan Bandaraya Kuching
Utara (DBKU) (Table 6.5-1).
Table 6.5-1 : Local Councils along Line 1 and Line 2

Approx.
Segment Division Local Council Alignment Station
Length (km)
Rembus
1A 6.0 (Provisional)
SM 1
SM 2
Samarahan MPKS SM 3
1B 8.3 SM 4
SM 5
SM 6
0.8 -
SM 7
1C SM 8
7.2
MBKS SM 9
IS 1
Kuching
1.6 SM 11
SM 12
1D
DBKU 4.6 SM 13
SM 14
SR 1
Kuching MPP 2.9
SR 2
2A Samarahan MPKS 3.4 SR 3
MPP 2.5 SR 4
0.3 SR 5
SR 6
Kuching SR 7
MBKS
2B 7.4 SR 8
SR 9
IS 1

Approx.
Segment Division Local Council Alignment Station
Length (km)
SR 10
7.1 SR 11
2C
SR 12
DBKU 0.8 SR 13
Both Line 1 and Line 2 will travel mostly through built-up urban areas which are
made up of residential, commercial, industrial, institutions and public facilities. A
land use assessment was carried out within 500 m on both sides of Line 1 and Line 2
as receptors located within the 500 m corridor are more likely to receive direct
impacts during both construction and operation stage such as land acquisition, traffic
congestion, dust and noise pollution.
Receptors that are located within the 500 m corridor on both sides of Line 1 and Line
2 are tabulated in Table 6.5-2 and Table 6.5-3 and also shown in Figure 6.5-1 to
Figure 6.5-7.
Figure 6.5-8 provides an overview of the land use setting within a 3 km and 5 km
corridor along Line 1 and Line 2.
The land use data portrayed in the figures and listed in the tables below are based on
satellite data, topo maps as well as information collected during site visits and land
use verification.

Table 6.5-2 : Land Use along Line 1
Left Road / Highway & Right
< 500 m < 250 m Station < 250 m < 500 m
Segment 1A: Rembus Provisional Station to Station SM 1
Residential Residential Public Facility / Institution Residential
• Kg. Rembus • Kg. Rembus • SK Agama Ibnu Khaldun • Houses along Jalan Kg. Plaie
• Houses along Jalan Datuk • Taman Desa Ilmu
Mohammad Musa
• Taman Desa Murni Commercial
Kuching-Samarahan-
• Taman Bestari 2 • Summer Mall
Asajaya Expressway
• Taman Desa Ilmu
Rembus (Provisional)
Commercial
Station and Rembus
• Summer Mall
depot – Station SM 1
• Taman Desa Ilmu Commercial
area
Public Facility / Institution

• SK Kampung Rembus
Residential Residential Residential Residential
• Taman Desa Ilmu • Taman Desa Ilmu • I-Mas Village • I-Mas Village
Public Facility / Institution Commercial Commercial Public Facility / Institution

Jalan Datuk Mohammad
• Universiti Teknologi MARA • Lee Huat Hardware Sdn. Bhd. • Konsortium Memandu Kota • UNIMAS East Campus
Musa
Sarawak Kampus Samarahan 1 • Taman Desa Ilmu Commercial Samarahan
area
Station SM 1 – Station
• Aiman Mall Public Facility / Institution
SM 2
• Kolej Kenanga UNIMAS
Public Facility / Institution • UNIMAS East Campus
• Church at Kota Samarahan

< 500 m < 250 m Station < 250 m < 500 m
Segment 1B: Station SM 1 to Station SM 6
• Palm Villa • Houses along Jalan Datuk • Taman Melaban • Taman Melaban
Mohammad Musa • Kg. Melaban • Kg. Melaban
Commercial • Palm Villa • Uni-Lodge
Jalan Datuk Mohammad
• Entinggan Commercial centre • Kg. Mangka Public Facility / Institution
Musa
Commercial • UNIMAS West Campus
Public Facility / Institution • Aiman Commercial Centre Commercial
• Universiti Teknologi MARA • Lumeire • Shell Petrol Station
SM 3
Sarawak Kampus Samarahan 2 • Commercial centre
• MAS Village
Infrastructure / Utilities
• Entinggan Substation
• Regalia Apartment • Kg. Merdang Gayam • Kg. Sigitin • Taman Uni Alam
• Kg. Merdang Gayam • Taman Uni-Media • Houses along Jalan Medan
• Taman Uni Garden • Taman Uni Garden Universiti Public Facility / Institution
• UNIMAS West Campus
Commercial Commercial Jalan Datuk Mohammad Commercial
• Intan Commercial centre • Kim Town Enterprise Musa • Commercial area adjacent to
• Country Land Shophouses • Central View Wisma Min Liong
Station SM 3 – Station • Wisma Min Liong
Public Facility / Institution Public Facility / Institution SM 4 • Medan Uni
• Institut Tadbiran Awam • Wisma SALCRA
Negara • Institut Tadbiran Awam
• Kampus Institut Kemajuan Negara
Desa (INFRA) Cawangan
Sarawak

< 500 m < 250 m Station < 250 m < 500 m
• Taman Uni Garden • Uni Square Apartment • Acedemia Lane • Acedemia Lane
• Uni Square Apartment • Taman Univista
• Taman Univista Commercial Public Facility / Institution
• Taman Uni-Central Commercial Kuching-Samarahan • Xintiandi Shoplex • Samarahan Country Club &
• Uni Square Expressway Golf Course
Commercial • Petronas Petrol Station Public Facility / Institution
• Uni-Central • Uni-Central Station SM 4 – Station • Samarahan Country Club &
SM 5 Golf Course
• Eden On the Park Care
Residence
• Eden On the Park Senior
Lifestyle Resort
• Taman Midway Crescent • Taman Midway Crescent • Jernang Garden • Kg. Sg. Jernang Baru
• Kg. Merdang Limau • Midway Link Garden • Orchard Residence
• Taman Riveria • Taman Gateway Height Commercial
Kuching-Samarahan • Petronas Petrol Station Public Facility / Institution
Commercial Expressway • Jernang Garden • Pusat Jantung Sarawak
• Midway Crescent commercial • Contempo Commercial area • Sarawak Information Systems
area Station SM 5 – Station (SAINS)
• Campus Hub SM 6 Public Facility / Institution
• Chinese cemetery Kota
Samarahan
• SJK Chung Hua Sungai
Jernang
Residential Residential Kuching-Samarahan Commercial Mixed Development
• Taman Riveria • Tiya Vista Expressway • Wisma Hock Seng Lee • La Promenade (under
• Tiya Vista construction)

< 500 m < 250 m Station < 250 m < 500 m
• Ferra Apartment Commercial Mixed Development • NorthBank (under
• Tabuan Jaya Baru 2 • Shell Petrol Station Station SM 6 – Station • La Promenade (under construction)
• RJ Business Hub SM 7 construction)
Commercial • Commercial area along Jalan • NorthBank (under
• Commercial area along Jalan Tiya Vista construction)
Tiya Vista
Segment 1C: Station SM 6 to Station IS 1
• Tabuan Jaya Baru 1 • Taman Swee Li • Taman Stutong Indah • The Park Residence
• Kg. Sg. Laru • Houses along Lorong Canna • Taman Stutong Indah
• Taman Swee Li Commercial • Tabuan Tranquility
• Tabuan Laru Commercial • Tabuan Tranquility
• Tabuan Stutong Apartments • Commercial areas along Jalan • Shell Petrol Station Commercial
• Houses along Lorong Kedandi Canna and Jalan Setia Raja • e-mart • Tabuan Tranquility
Kuching-Samarahan
• Stutong Commercial Centre • Commercial area adjacent to
Expressway / Jalan
Commercial Taman Stutong Indah Public Facility / Institution
Canna
• Commercial areas along Jalan Public Facility / Institution • Tunku Putra – HELP
Setia Raja • SMK Tabuan Jaya Public Facility / Institution International School
• Stutong Wet Market • Pusat Pembangunan • Kg. Kastam Tabuan Jaya • Sama Jaya Nature Reserve
SM 8
Kemahiran Sarawak • Masjid Mujahiddin PDRM
Public Facility / Institution • JKR Central Material Mixed Development Sarawak
• SJK Chung Hua No. 2 Laboratory • NorthBank (under • Kg. Kastam Tabuan Jaya
• SMK Tabuan Jaya construction)
• Kuching Specialist Hospital Mixed Development
• NorthBank (under
construction)
Jalan Wan Alwi
• Houses along Lorong Kedandi • Houses along Lorong Kedandi • Houses along Lorong Keranji • Tabuan Desa Indah
• Houses along Lorong Keranji

< 500 m < 250 m Station < 250 m < 500 m
• Houses along Lorong Urat • Houses along Lorong Urat Station SM 8 – Station • Houses along Lorong Bayor • Houses along Lorong Bayor
Mata Mata SM 9 Bukit Bukit
• The Imperial Residence
Commercial Commercial
• Vivacity Megamall • Commercial area along Jalan Public Facility / Institution
Wan Alwi and Lorong Bayor • Tabuan Jaya Recreation Park
Bukit
• Tabuan Jaya Commercial
Centre
• Petronas Petrol Station
• Milan Square

• Lodge International School
• Little Lighthouse Educare
• Tabuan Jaya Recreation Park
• Houses along Lorong Urat • Linang Estate • The Imperial Residence • The Imperial Residence
Mata • Taman Mutiara Permai • Bayang Estate • Taman Supreme
• Houses along Lorong Tabuan • Houses along Lorong Wan • Floridale Condominium • Houses along Jalan Nyatoh
Jalan Wan Alwi / Jalan
Dayak Alwi • Houses along Lorong Wan • Houses along Jalan Chawan
Tun Razak / Jalan
• Kg. Tabuan Dayak • Houses along Jalan Uplands Alwi • Kenyalang Park
Simpang Tiga
• Houses along Lorong Kenny • Tabuan Supreme • Traffic Garden
Hill Commercial • Kenyalang Park • Houses along Lorong Wan
Station SM 9 – Station IS
• Vivacity Megamall Abdul Rahman
1 – Station SM 11
Commercial • Queen’s Court Commercial Commercial
• 56 Hotel Centre • Commercial lots along Jalan Commercial
• Commercial lots along Jalan • King Centre Wan Alwi • Commercial lots along Lorong
Tun Jugah Wan Alwi 5

< 500 m < 250 m Station < 250 m < 500 m
Public Facility / Institution Public Facility / Institution • Commercial lots along Jalan
Public Facility / Institution • Telekom Malaysia Berhad, • Sarawak Buddhist Chawan
• SK Tabuan Jaya Cawangan Simpang Tiga Association
• Borneo Medical Centre • Wisma Persekutuan • Sarawak Buddhist Public Facility / Institution
• The Salvation Army Kuching • Swinburne University Association Kindergarten • Kenyalang Park Kindergarten
Children’s Home • Arena Sukan
• KWSP • JMG Sarawak
• Islamic Information Centre • Ibu Pejabat Polis Daerah
Kuching
• Masjid Darul Ittihaad
Segment 1D: Station IS 1 to Station SM 14
• Houses along Lorong Uplands • Citadines • Houses along Lorong Sim • Houses along Lorong Wan
• Houses along Lorong Batu • Houses along Lorong Uplands Kheng Hong Abdul Rahman
Lintang 12 • Houses along Lorong Batu • Houses along Jalan Tan Sri • Houses along Lorong Sim
• Lintang Park Lintang 18 Datuk Amar Sim Kheng Kheng Hong
• Taman Bunga Teratai • Houses along Lorong Batu Hong • Houses along Jalan Tan Sri
• Rockview Estate Lintang 14 • Houses along Jalan Simpang Datuk Amar Sim Kheng Hong
Jalan Simpang Tiga /
• Houses along Jalan Batu • Houses along Lorong Batu Tiga • Houses along Lorong Chong
Jalan Batu Lintang
Kinyang Lintang 12 • Houses along Jalan Sanny Kiun Kong
• Lintang Park Estate • Houses along Jalan Mendu
Public Facility / Institution • Houses along Jalan Bukit • Westwood Jalan Tabuan
SM 12
• Institut Pendidikan Guru Commercial Hantu • Houses along Jalan Bampfylde
Kampus Batu Lintang • Commercial lots along Jalan • Houses along Jalan Batu • Houses along Jalan Maxwell
Mixed Development Simpang Tiga Lintang and Lorong Maxwell
• Kuching Paragon (under • Commercial lots along Jalan • Houses along Jalan
construction) Batu Lintang Bampfylde Commercial
• S3 Curve • Houses along Jalan Maxwell • Basaga Holiday Residences
• Chung Lin Park

< 500 m < 250 m Station < 250 m < 500 m
Public Facility / Institution • Houses along Jalan Bukit Public Facility / Institution
• Kuching Water Board Lintang • SMK Bandar Kuching 1
• SMK Teknik Batu Lintang
• SMK Batu Lintang Commercial
• Kolej Vokasional Kuching • The Spring Shopping Mall
• SK Batu Lintang • Panovel Commercial Centre
• Bomba Batu Lintang • Shops along Jalan Tabuan
Mixed Development Public Facility / Institution

• Kuching Paragon (under • Chinese Temple
construction) • Telekom Malaysia
• Japanese Cemetery Batu
Lintang
• Houses along Lorong Laman • Houses along Jalan Green • Houses along Lorong Tun • Rikett Estate
Bong Chin • Houses along Persiaran Ahmad Zaidi Adruce 24 • Houses along Jalan Maxwell
• Houses along Lorong Green Rainbow • Houses along Lorong Permai • Houses along Jalan Tun Abang
• Swee Joo Park • Houses along Lorong Cloud Haji Openg
• Houses along Lorong Sky Estate Jalan Batu Lintang / Commercial
Garden • Houses along Jalan Medan Jalan Green/ Jalan Tun • Impiana Hotel Public Facility / Institution
• Hua Sin Garden Temple Ahmad Zaidi Adruce • Chinese Cemetery
Public Facility / Institution • Sarawak General Hospital
Commercial Commercial Station SM 12 – Station • JKR Sarawak Kuching • Carmelite Chapel
• Hock Kui Commercial Centre • Shell Petrol Station SM 13 Division
• Chong Lin Tower • Batu Lintang Bazaar • Sai Baba Centre
• Commercial lots along Pondok • Wisma Saberkas
Pinggiran • Chinese Cemetery
• Commercial lots along Lorong • UNIMAS Kuching Campus
Green • Kompleks Belia & Sukan

< 500 m < 250 m Station < 250 m < 500 m
• Commercial lots along Jalan • Grace Baptist Church
Tun Ahmad Zaidi Adruce • Sarawak General Hospital

• St. Paul’s School
• SMK Green Road
• Houses along Jalan Pisang and • Houses along Jalan Pisang and • Houses along Jalan Hokkien • Houses along Jalan Hokkien
Lorong Pisang Lorong Pisang
• Houses along Lorong Nanas • Houses along Lorong Nanas Commercial Commercial
and Jalan Nanas and Jalan Nanas • Commercial lots along Jalan • Commercial lots along Jalan
• Houses along Lorong Rubber • Houses along Lorong Rubber Tun Ahmad Zaidi Adruce Badruddin
• Houses along Jalan Kulas • Kg. Masjid • Commercial lots along Jalan • Plaza Merdeka
• Kg. Bintangor • Kg. Bintangor Haji Taha • Merdeka Palace Hotel
• Kg. Bandarshah • Kg. Bandarshah • Hikmah Exchange (under
Jalan Tun Ahmad Zaidi construction) Public Facility / Institution
Adruce
Commercial Commercial • Shops along Jalan Masjid • Sarawak General Hospital
/ Jalan Haji Taha
• Commercial area along Lorong • Commercial area along Jalan • Shops along Jalan Gartak • Ibu Pejabat Polis Kontijen
Rubber Tun Ahmad Zaidi Adruce Sarawak
Station SM 13 - Station
• Wisma Satok • Commercial area along Lorong Public Facility / Institution • St. Joseph School
SM 14
• Commercial area along Jalan Rubber • Sarawak General Hospital • RTM Kuching
Satok • Commercial area along Jalan • Jabatan Tanah dan Survei • Sarawak Museum
• Commercial area along Jalan Rambutan Bahagian Kuching • Sarawak Islamic Heritage
Kulas • Miramar Plaza • Chinese Cemetery Museum
• Shops along India Street • Commercial area along Jalan • Ibu Pejabat Polis Kontijen • Padang Merdeka
• Shops along Jalan Gambir Satok Sarawak • Mahkamah Lama
• Commercial area along Jalan • St. Joseph’s Private School • Round Tower
Public Facility / Institution Kulas • Bank Negara
• Chin Fu Methodist Church

< 500 m < 250 m Station < 250 m < 500 m
• Masjid India • Arif Hotel • Bangunan Mahkamah • Bangunan Pejabat Pos Besar
• Dormani Hotel Syariah Kuching
• Shops along Jalan Khoo Hun • Sarawak Islamic Tower • Balai Polis Central
Yeang • Gurdwara Sahib Sikh Temple
• Shops along Lebuh Java • Sarawak Islamic Heritage
• Shops along Jalan Market Museum
• Bangunan Pejabat Residen
Public Facility / Institution Daerah Kuching
• SJK Chung Hua No. 4 • Klinik Kesihatan Jalan Masjid
• Chung Hua Middle School No.
4
• Masjid Bandaraya Kuching
• Brooke Dockyard

Table 6.5-3 : Land Use along Line 2
< 500 m < 250 m Station < 250 m < 500 m
Segment 2A: Station SR 1 to Station SR 5
• Golden Palm Garden • Taman Penrissen Bt 11 • Taman Eden Fields • Taman Eden Fields 2
• Taman Kota Padawan • Lai Lai Garden • Taman Shun Lee • Taman Shun Lee
• Kompleks Perumahan TUDM • Taman Kota Padawan • Greenland Villas • The Garden
• Taman Cinmuk Avenue • Kompleks Perumahan TUDM • Houses along Jalan Kuching- • Willow Villas
• Taman Hillsdale • Chong Kong Garden Serian • Taman Thian Ling
• Taman Hillsdale • Taman Bengoh • Taman Kuap
Commercial
• K.A.S Ayam Sdn Bhd Commercial Commercial Public Facility / Institution
Aquaculture facility • Petronas Petrol Station • Eden Center • Kompleks Jabatan
• 10th Mile Bazaar • K.A.S Ayam Sdn Bhd • Commercial lots along Jalan Pengangkutan Jalan
Jalan Kuching-Serian
Aquaculture facility Kuching-Serian
Public Facility / Institution • EverWin Supermarket Industrial
Batu 12 Depot and
• Pusat Perikanan Darat • 10th Mile Bazaar Public Facility / Institution • Kang Cheng light Industrial
Station SR 1 - Station
Semenggok • Commercial lots along Jalan- • Kompleks Jabatan Estate
SR 2
• Catholic Cemetery Kuching Serian Pengangkutan Jalan
• The New St. Ann’s Church • Persatuan Fatt Lung Tang
Kota Padawan Public Facility / Institution Kuching
• St. Lukas Centre • Tadika Methodist Batu 10
• Klinik Kesihatan Ibu dan Anak • Siong Tau Methodist Church
Kota Padawan
• Padawan Community Hall Industrial
• St. Ann’s Catholic Church • Kang Cheng light Industrial
• SJK Chung Hua Batu 10 Estate
• Pitcher Plant and Wild Orchid
Garden

< 500 m < 250 m Station < 250 m < 500 m

• Houses along Lorong Kota • Taman Emas • Taman Indah Jaya • Taman Greenwood
Padawan • Paradise Garden • Princess Garden
• Taman Emas Commercial • Taman Indah Jaya
• Paradise Garden Commercial • Kota Padawan Household
• Smiling Garden • 10th Mile Bazaar Centre
• M10 Commercial Centre • Workshops and businesses
Public Facility / Institution • Workshops / commercial lots Jalan Kuching-Serian along Jalan Kuching-Serian
• Chinese Cemetery along Jalan Kuching-Serian • East Gate City
Station SR 2 – Station
Industrial Public Facility / Institution SR 3 Public Facility / Institution
• RH Light Industrial Park • Majlis Perbandaran Padawan • Open University Malaysia
Kuching
Industrial
• RH Light Industrial Park
Infrastructure / Utilities
• Water tank
Residential Residential Commercial Residential
• Xafa Villa • Xafa Villa 2 • Workshops and businesses • Houses along Jalan Lui Shan
• Taman Penrissen Batu 7 along Jalan Kuching-Serian Bang
Jalan Kuching-Serian /
Public Facility / Institution • Petronas Petrol Station
Jalan Penrissen
• SMK Wira Penrissen Commercial Commercial
• Kem Penrissen • Workshops and businesses Public Facility / Institution • Workshops at Bulatan
along Jalan Penrissen • Sarawak Turf Club Semenggo
SR 4
• Rumah Sakit Angkatan
Public Facility / Institution Tentera Public Facility / Institution
• SK Wira Jaya • Kem Penrissen Lama • Sarawak Turf Club

< 500 m < 250 m Station < 250 m < 500 m
• Masjid Solahuddin Al-Ayubbi • Hospital Sentosa Kuching • Kem Penrissen Lama
• Kem Penrissen • Chinese Cemetery
• Immaculate Heart Catholic
Cemetery
• Kolej Kesihatan Awam
Kuching
• SMK Sg. Tapang
• Kem Ria
Residential Residential Commercial Residential
• Greenville Park • Greenville Park • Commercial lots along Jalan • Houses along Jalan Stakan
• Taman Desa Paul • Taman Desa Paul Liu Shan Bang • Houses along Lorong Liu Shan
• Kg. Haji Baki • Houses along Jalan Bau • Kota Sentosa Commercial Bang
• Houses along Jalan Bau Centre
• Lee Ling Heights Commercial • Commercial lots along Jalan Commercial
Jalan Penrissen / Jalan
• Sentosa Parade Penrissen • Kota Sentosa Commercial
Kuching-Ranger Depot
Commercial • The Prince Commercial Centre Centre
• Institut Memandu MKM • Petronas Petrol Station Public Facility / Institution • Commercial lots along Jalan
• Commercial lots along Jalan • Hospital Sentosa Kuching Liu Shan Bang
SR 5
Public Facility / Institution Penrissen • Sacred Heart Church • Sentosa Commercial Centre
• Kuching Yung’s (Foochow) • Catholic Cemetery Batu 7
Club Public Facility / Institution • SJK Sam Hap Hin Public Facility / Institution
• The Borneo House Museum • Kem Ria
• Sam San Kuet Bong Temple • Kem Semenggo
• Kuching Sentral Bus Terminal • Sarawak Forestry Corporation
Residential Residential Public Facility / Institution Public Facility / Institution
• Urbaneeze • Taman Golden Farm Jalan Lapangan Terbang • Kuching International Airport • Kuching International Airport
• Taman Stampin Tengah
• Ryegates 3

< 500 m < 250 m Station < 250 m < 500 m
Station SR 5 – Station SR
Commercial Commercial 6
• Workshops along Jalan Golden • Workshops along Jalan
Farm Kuching Ranger Depot
Public Facility / Institution Public Facility / Institution

• Tabung Haji Hotel & • Kuching Sentral Bus Terminal
Convention Centre • Kuarters Jabatan Penerbangan
Awam
Segment 2B: Station SR 5 to Station IS 1
• Star Hill • Ryegates • Kg. Cemerlang • Taman Polarwood
• Taman Stampin Tengah • Taman Borneo Height • Houses along Jalan Lapangan • Deínfinia Condo
• Eden Height Apartment • Green Heights Terbang • Kg. Cemerlang
• Taman Borneo Height • Triple 3 Residences
• Green Heights Commercial Commercial • Taman Satria Jaya
Jalan Lapangan Terbang
• Green Height Condominium • Green Height Commercial • Four Points Hotel
Centre • Kaisu Corporation Sdn Bhd Commercial
Commercial • Commercial lots along Jalan • Commercial lots along Jalan
SR 7
• Green Heights Mall Stutong Baru Stutong Baru
Public Facility / Institution Public Facility / Institution

• Kuching International Airport • Surau Nur Hidayah Kg.
Cemerlang
• Kuching International Airport
Residential Residential Jalan Tun Jugah Residential Residential
• Houses along Lorong Hup Kee • Stacks 128 Apartments • Pelita Heights • Taman Daya
• De’Jewel Apartment • Taman Stampin Station SR 7 – Station • Durian Burung • Durian Burung
SR 8 • Houses along Jalan Luis • Gala Residence

< 500 m < 250 m Station < 250 m < 500 m
• Houses along Jalan Sherip • Houses along Jalan Sherip • Kempas Heights
Masahor Masahor Commercial Commercial
• Beverly Heights • Houses along Jalan Tun Jugah • RH Plaza • RH Plaza
• Taman Hui Sing • Houses along Jalan Bintangor • Cha Yii Goldland
• Taman Stampin • Houses along Lorong Stampin Commercial Area Public Facility / Institution
• Shell Petrol Station • Blessed Sacarament Church
Commercial • Gala City • SJK (C) Stampin
• Commercial units along Jalan • Gala Street Mall
Sherip Masahor • 101 Commercial Centre
• Commercial units along Jalan
Tun Jugah Public Facility / Institution
• Kuarters Gunasama
Public Facility / Institution Persekutuan Kuching
• Kuching Maitreya Association
• Houses along Lorong Stampin • Pleasant Court Apartments • Taman Kempas • Taman Kempas
Timur • Houses along Lorong Stampin • Taman Everbright Jaya • Houses along Lorong Seladah
• Houses along Lorong • Houses along Lorong • Taman Phoning • Taman Everbright Jaya
Laksamana Cheng Ho Laksamana Cheng Ho Jalan Tun Jugah / Jalan • Houses along Lorong Seladah • Kg. Tabuan Dayak
• Marbel Garden • Marbel Garden Simpang Tiga / Jalan • Kg. Tabuan Dayak • Houses along Jalan Foochow
• Houses along Jalan Kenny Hill • Houses along Jalan Jelutong Tun Razak • Taman Supreme • Houses along Lorong Chawan
• Houses along Lorong Uplands • Houses along Jalan Kenny Hill • Tabuan Supreme
• Kg. Kenyalang Park • Houses along Lorong Uplands Station SR 8 – Station SR • Houses along Jalan Nyatoh Commercial
• Traffic Garden • Kenyalang Park 9 – Station IS 1 – Station • Houses along Lorong • King Centre
• Houses along Lorong Chawan SR 10 Chawan • Queen’s Court
and Jalan Chawan Commercial • Houses along Jalan Foochow
• Emporium Kuching Public Facility / Institution
Public Facility / Institution • Regas Automobile Commercial • Blessed Church

< 500 m < 250 m Station < 250 m < 500 m
• SMK Datuk Patinggi Haji • Wisma YLH • 101 Commercial Centre
Abdul Gapor • Commercial lots along Jalan • Pine Garden Hotel
• i-CATS West Campus Simpang Tiga • CityONE Megamall
• Islamic Information Centre • The Spring Shopping Mall • Song Plaza
• St. Faith’s Church • Brighton Square
• Tadika St. Faith Public Facility / Institution • Petronas Petrol Station
• SMK Datuk Patinggi Haji • Commercial lots along Jalan
Abdul Gapor Tun Jugah
• Borneo Medical Centre • 56 Hotel
• The Salvation Army Kuching • King Centre
Children’s Home • Arena Sukan
• KWSP
• Swinburne University Public Facility / Institution
• Masjid Darul Ittihad Kenyalang • BEM (SIB) The Way Church
Park • SK Tabuan Ulu
• Ibu Pejabat Polis Daerah
Kuching
• JMG Sarawak
• Kenyalang Park Kindergarten
• Kenyalang Recreation Park
• SK Kenyalang
Segment 2C: Station IS 1 to Station SR 13
Jalan Tun Razak / Jalan
• Three Hills Park • Three Hills Park • Taman Kali • Taman Kali
Datuk Marican Salleh
• Houses along Lorong Foochow • Houses along Lorong Foochow • Houses along Lorong Resak • Houses along Lorong Resak
• Poh Hua Park • Houses along Jalan Ing Ai • Houses along Jalan Tun • Tabuan Foochow
• Pending Heights • Houses along Jalan Tun Razak Razak • Sungai Apong
SR 11
• Houses along Jalan Peace • Sungai Apong

< 500 m < 250 m Station < 250 m < 500 m
• Houses along Jalan Sungai • Pending Heights II • Houses along Jalan Sungai
Apong • Houses along Jalan Sungai Apong Industrial
Commercial Apong • Houses along Jalan Noakes • Industrial lots along Jalan Setia
• Commercial lots along Jalan Raja
Pending Commercial Commercial • CMS Cement
• Pending Point • Penview Hotel • Shell Petrol Station
• City Square Phase 1 • Commercial lots adjacent to • Grand Dormani Rajah Court Commercial
Penview Hotel Hotel • Yoshi Square Commercial
Public Facility / Institution • Yoshi Square Commercial Centre
• Chung Hua Middle School No. Public Facility / Institution Centre
1 • Chung Hua Middle School No.
3 Public Facility / Institution
• Chung Hua Middle School No. • Kuching Buddhist Fellowship
1 • SJK (C) Sg. Apong
• St Andrew Primary School • Pending Methodist
• SMK Pending Kindergarten
• Puspakom Kuching • Ching Kwong Methodist
Church
• Kuching Mail Centre
Residential Residential Industrial Industrial
• Pending Heights • Pending Heights • Biawak Industrial Estate • Biawak Industrial Estate
• Kg. Bintawa • Kg. Bintawa Jalan Datuk Marican • Pending Industrial Estate • Pending Industrial Estate
Salleh / Jalan Utama /
Commercial Commercial Jalan Kemajuan Public Facility / Institution
• Commercial lots along Jalan • City Bridge Commercial Centre • Taman Rekreasi Pending
Kwong Lee Bank Station SR 11 – Station
• City Square Phase 2 Public Facility / Institution SR 12
• Lembaga Lada Malaysia
• Jabatan Laut Wilayah Sarawak

< 500 m < 250 m Station < 250 m < 500 m
Public Facility / Institution • Balai Polis Bintawa
• Chinese Temple
Industrial
Industrial • Bintawa Industrial Estate
• Bintawa Industrial Estate
Industrial Industrial Industrial Industrial
• Bintawa Industrial Estate • Bintawa Industrial Estate • Pending Industrial Estate • Pending Industrial Estate
Public Facility / Institution Jalan Kemajuan / Jalan Public Facility / Institution

• UCSI University Sarawak Keruing • Bangunan Pelita
Campus • Menara SEDC
Station SR 12 – Station SR • Sarawak Energy Berhad
13 • Borneo Convention Centre
Kuching
• Jabatan Laut Malaysia Wilayah
Sarawak

6.5.2 On-going and Committed Developments
There are several on-going and committed developments (Table 6.5-4 and Figure
6.5-9) within 1 km of Line 1 and Line 2. Most of these developments consist of
residential, commercial, mixed developments and infrastructure projects. Details of
these developments were gathered from site visits, property developer’s websites
and engagements with the relevant authorities.
Table 6.5-4 : On-going and Committed Developments along Line 1 and Line 2
Distance from Nearest ART
Development Description
Alignment Station
Segment 1B
Upgrading of Upgrading of roundabouts to
Five Roundabouts traffic light junctions:
• Approx. 10 m
along Kuching- • INTAN Roundabout SM 3, SM 4,
• Crosses
Samarahan • Sarawak Heart Centre SM 5 & SM 6
• Crosses
Expressway by Roundabout
JKRS • ILP Roundabout
This 147-acre residential
development in Kota
Samarahan is strategically
City Garden by located close to UNIMAS and
Chen Ling Pusat Jantung Sarawak. This
Approx. 560 m SM 5 & SM 6
Development Sdn development will consist of
Bhd detached houses, semi-
detached houses, double storey
terrace houses and single
storey terrace houses.
Segment 1C
Located along the Kuching-
Samarahan Expressway and
adjacent to Sg. Kuap, La
Promenade is a 200 acre mixed-
development made up of office
tower, residential precincts and
commercial centres. It is
located close to education
La Promenade by
facilities such as UNIMAS, SJK
Hock Seng Lee Approx. 100 m SM 6
Chung Hua Sungai Jernang
Berhad (HSL)
and SMK Tabuan Jaya and
approx. 15 minutes from the
Kuching International Airport.
HSL’s Headquarters will also
be located within this area
which will consist of office
suites and a neighborhood
shopping mall.

Alignment Station
NorthBank is a 123-acre mixed
development project located
right opposite Tabuan
Tranquility and will consist of
residential units, retail outlets,
a private school, social
clubhouse and office units. The
residential component will also
NorthBank by Within
have SOHO (Small Office SM 7
IBRACO development
Home Office) thus providing
an option of working, living
and playing all in one space.
Amenities such as malls,
dining, schools, universities
and community markets are
close to this up-coming
development.
Upgrading of Upgrading of the roundabouts
Five Roundabouts to traffic light junctions:
Along Kuching- • Tabuan Tranquility • Approx. 15 m
SM 7 & SM 8
Samarahan Roundabout • Crosses
Expressway by • Stutong Community
JKRS Market Roundabout
Segment 1D
Located along Jalan Batu
Lintang and covering approx.
33 acres, Kuching Paragon will
house a variety of uses such as
Kuching Paragon residential, retail, business and
Approx. 15 m SM 12
by Naim hospitality and is a 10-minute
drive from the Kuching City
centre and a 15-minute drive
from the Kuching International
Airport.
The Podium is a mixed
development project of over 8
acres, located opposite Aeon
Mall along Jalan Tun Ahmad
Zaidi Adruce and is
The Podium by
strategically located within 10
Chen Ling
minutes from the Kuching Approx. 890 m SM 12
Development Sdn
Waterfront, Swinburne
Bhd
University, Sarawak General
Hospital, and Wisma Saberkas.
The Podium will consist of
office tower, apartments, street
mall and commercial lots.

Alignment Station
Located along Jalan Tun Abang
Haji Openg and Jalan Hospital,
Mixed
this mixed development of 8
Development by Approx. 240 m SM 13
acres will consist of a shopping
Bina Puri
centre and commercial
shoplots.
Hikmah Exchange is Sarawak’s
first smart building that would
take up approximately 4 acres
along Jalan Haji Taha in the
Hikmah
heart of Kuching city. The Approx. 20 m SM 14
Exchange by PSB
building would consist of office
space underpinned by an event
centre and fine dining F&B
offerings.
Segment 2A
Development and JKRS Pan Borneo Highway
Upgrading of the Sarawak (PBHS) Kuching • Approx. 10 m
• SR 2
Proposed Pan Serian Road (KSR) Interchange: • Approx. 6 m
• SR 4
Borneo Highway • Mile 10 Flyover • Approx. 380
• SR 5
in the State of • Mile 7 Flyover m
Sarawak • Mile 6 Flyover
Segment 2C
The Isthmus will be a mixed
The Isthmus by development consisting of Within
SR 13
CMS residential, commercial, development
education and tourism.
6.6 HYDROLOGY & DRAINAGE
6.6.1 River Basin and Catchment
Line 1 and Line 2 will traverse two major river basins, namely the
Sg. Sarawak Basin and the Samarahan Basin (Table 6.6-1).
Table 6.6-1 : River Basin Traversed by Line 1 and Line 2

Basin Main River Area (km2)
Sg. Sarawak Sg. Sarawak 2,456.04
Samarahan Batang Samarahan 1,122.69
Source: Department of Irrigation and Drainage Sarawak’s website, 2021

Sg. Sarawak Basin
Sg. Sarawak basin consists not only of an area drained by Sg. Sarawak, but a low-
lying coastal area that discharges directly into the South China Sea. It is made up of
two main branches, Sg. Sarawak Kanan and Sg. Sarawak Kiri. Both branches
originate from the Sarawak-Kalimantan Border, with Sg. Sarawak Kanan flowing
through the Bau area while Sg. Sarawak Kiri, the Padawan area. The two branches
meet at Batu Kitang, 55 km upstream of the river mouth. At the lower reach of Sg.
Sarawak basin, Sg. Kuap joins in at Pending and further downstream with Loba Batu
Belat before entering the South China Sea at Muara Tebas.
Samarahan Basin
Samarahan basin is divided into three zones: -
• Kuala Samarahan: Low lying and constantly subject to 1 to 1.5 m tide flood
• Mid-Samarahan: flood plain of two main tributaries of Sg. Tuang and Batang
Samarahan
• Upper Samarahan: hilly area
Within these two river basins, Line 1 and Line 2 will collectively traverse 13
sub catchments (Table 6.6-2 and Figure 6.6-1).
Table 6.6-2 : Sub Catchments along Line 1 and Line 2

Area Segment
Catchment Sub Catchment
(km2) 1A 1B 1C 1D 2A 2B 2C
Sg. Sg. Sarawak* 20.4 ✓ ✓
Sarawak Sg. Maong 46.9 ✓ ✓ ✓
Sg. Tabuan 12.3 ✓ ✓ ✓ ✓
Sg. Stutong 9.7 ✓ ✓
Sg. Stampin 9.1 ✓
Sg. Kuap** 22.7 ✓ ✓ ✓
Sg. Kuap
Sg. Semenggo 34.6 ✓
Sg. Stakan 29.4 ✓
Sg. Merdang 13.6 ✓
Sg. Bayor 27.8 ✓
Loba Jegoi 13.5 ✓
Batang Sg. Tuang 195.3 ✓ ✓ ✓
Samarahan Batang
9.8 ✓
Samarahan***
Note:
* Only relevant for the project site south of the river. Not inclusive of Isthmus Island side
** Sg. Kuap sub catchment covers areas directly drained into Sg. Kuap
*** Only relevant for the project site west of the river
✓ Catchment traversed by alignment segment

6.6.2 River Crossings
Although both lines traverse 13 sub catchments, there are not many rivers/streams
crossed by Line 1 and Line 2 as many of the smaller streams have been diverted due
to development. Line 1 and Line 2 will cross a total of five rivers which include major
rivers and tributaries (Table 6.6-3 and Figure 6.6-1). All the rivers listed below are
gazetted under the Sarawak Rivers Ordinance 1993 and Major Tributaries. In
addition to the major rivers, both lines will also cross earth drains and concrete drains.
Table 6.6-3 : River Crossings along Line 1 and 2

River No. of
Segment Coordinates Catchment Sub Catchment
Crossing Crossings
1° 29' 57.97"N
Sg. Kuap 1 Sg. Kuap Sg. Kuap
110°23'46.94"E
1° 31' 23.92"N
1C Sg. Bitan 1 Sg. Kuap
110°22'46.14"E
Sg. Tabuan
1° 31' 38.77"N
Sg. Tabuan 1 Sg. Kuap
110°22'17.82"E
1° 26' 43.47"N
2A Sg. Semenggo 1 Sg. Kuap Sg. Semenggo
110°19'42.38"E
1° 33' 51.82"N
2C Sg. Sarawak 1 Sg. Sarawak Sg. Sarawak
110°23'44.52"E
6.7 FLOOD
6.7.1 Period and Factors of Flood Occurrences
Sarawak is affected by floods during November to March when the northeast

monsoon is prevailing and during the southwest monsoon from May to September.
Such storms bring long duration of rainfall covering a wide area while the short
duration of high intensity rainfall severely overloads the drainage systems, causing
localized flash floods. Other factors which also contribute to flooding are inadequate
capacity of drainage systems, tidal effect and urbanization.
6.7.2 Flood Records in Sarawak
According to the Laporan Banjir Tahunan by Department of Irrigation and Drainage,

about 725 flood incidents were recorded in Sarawak from year 2010 to 2019
(Chart 6.7-1). The largest flood event was recorded in year 2017/2018 with 427 events,
reportedly due to high intensity rainfall, blocked drainage system, inadequate
drainage capacity, tidal effect and overflow of river.

Chart 6.7-1 : Number of Flood Events in Sarawak (2010-2019)
450 427
400
350
300
250
200
150 118
100 84
50 45
16 12 9 14
0
2019
2010/2011
2011/2012
2012/2013
2014/2015
2015/2016
2016/2017
2017/2018
Source: Laporan Banjir Tahunan, Department of Irrigation and Drainage, 2010 – 2019
To obtain an overview of flood occurrence along the KUTS ART Phase 1, reference
was made to various sources such as Flood Reports published by Division of Water
Resources and Hydrology, Department of Irrigation and Drainage Sarawak and
Flood Prone Map from the Feasibility Study on Kuching Urban Transport System,
2018.
6.7.3 Flood Records along Samarahan Line (Line 1)
The average flood levels within 500 m of Line 1 ranges from 0.1 - 0.6 m except during
flood events at Kg. Tabuan Dayak and Kompleks Sukan Jalan Green where floods as
high as 1.0 m were recorded. Flood events are mostly concentrated at Kuching City
Center, near Sg. Sarawak. Flood events are mostly due to heavy rainfall, tidal effect
and blockage of drainage. Table 6.7-1 lists the recorded flood events along Line 1
(2011 – 2021) while Figure 6.7-1 shows the location of the flood events within 500 m
and 1000 m of Line 1.

Table 6.7-1 : Recorded Flood Events along Line 1
Flood Events / Depth of Flood
Year / Date 500 m - 1000 m from
0 - 500 m from Line 1 > 1000 m from Line 1
Line 1
2021
1INTAN roundabout
- -
(0.3m - 0.5m)
1Unimas Entrance
- -
(0.3m - 0.5m)
1Taman Uni-Central
- -
(0.3m - 0.5m)
18/02/2021 1Jln Tun Ahmad Zaidi
- -
Adruce (0.3m - 0.5m)
1Sarawak General
- -
Hospital (0.3m - 0.5m)
1Jln Haji Taha (0.3m -
- -
0.6m)
2020
1,2 Kg. Sg. Batu,
23/02/2020 - -
Samarahan (0.3-0.6m)
2019
1,2,3,4 Kg. Sg. Batu,
19/01/2019 - -
1,3 Padang Merdeka, 1,3 SK Muara Tuang (0.3-
Kuching (0.2-0.3m) 0.6m)

08/01/2019 1,3 Jln Tun Abang Haji
- 1 Lorong Samarindah 4B
Openg (SMK St
(0.1-0.3m)
Teresa) (0.2-0.5m)
1,3Kg Tabuan Dayak
7/01/2019 - -
(0.1-0.2m)
2018
Padang Merdeka,
1,3
1,3 Jln Ellis (0.1-0.5m)
Kuching (0.1-0.5m)
1,3Lintang Park Utara
(0.1-0.5m)
Jln P. Ramlee,
1,3
1,3Jln Padungan (0.1-
22/11/2018 Kuching (0.1-0.5m) Jln Tun Abang Hj.
1,3
0.5m)
1,3Hospital Umum Openg →Jalan Tmn
Sarawak, Kuching Budaya (0.1-0.5m)
(0.1-0.5m)
1,3Kg. Tabuan Dayak
(0.1-0.5m)
1Jln Mendu (0.2-
03/05/2018 - -
0.5m)
1,3Batu Lintang (0.3-
0.5m)
1,3 Jln P. Ramlee,
Kuching (0.1-0.3m) 1Sekolah Chung Hua 1,3Jln Ban Hock (0.1-
13/03/2018 1,3 Hospital Umum
No.5 (0.1-0.3m) 0.3m)
Sarawak, Kuching
(0.3-0.5m)
1,3Kg. Tabuan Dayak
(0.1-0.3m)

Line 1
1,2Tanjung Bundong Fasa
04/02/2018 - -
III (0.3-0.6m)
Sekolah Chung Hua
1,2 Kg. Sungai Batu,
1,2,3
02/02/2018 -
No.5 (0.3-0.6m) Samarahan (0.15m)
2017
1 Kg. Tabuan Dayak
18/12/2017 - -
(0.8-1.0m)
1 Kg. Tabuan Dayak - -
(0.1-0.3m)
04/12/2017
1Jln Mendu (0.1- - 1 Jln Ban Hock (0.1-0.3m)
0.3m)
2016
1,2,3 Tmn
Jln Tun Abang Hj.
1,2,3
Bong Chin 1,2Tanjung Bundong Fasa
Openg →Jalan Tmn
(0.3-0.6m) III (0.3-0.6m)
Budaya (0.3-0.6m)
Jln Batu Lintang
1,2,3 Kampung Tungku,
1,2,3
1,2,3 Jln Rock (0.3-0.6m)
(0.3-0.6m) Petra Jaya (0.3-0.6m)
1,2,3 Jln Tun Ahmad
Kampung Tupong,
1,2,3
Zaidi Adruce (0.3- 1,2,3 Jln Green (0.3-0.6m)
Petra Jaya (0.3-0.6m)
0.6m)
1,2,3 Jln McDougal-
Fakulti Perubatan
1,2,3 1,2 SK Muara Tuang (0.3-
Padang Merdeka (0.3-
Unimas (0.3-0.6m) 0.6m)
0.6m)
1,3 Jln Gertak (Main
Jln Kenny Hill (0.3-
1,2,3 1,2 Tmn
Samarindah
Bazaar) Merdeka (0.3-
0.6m) Lorong 28 (0.3-0.6m)
27/02/2016 0.6m)
Jln Palm (0.3-
1,2,3 1,2,3 Jln Padungan (0.3-
0.6m) 0.6m)
Jln Badruddin
1,2,3 1,2,3 Satok
& Pasar Satok
(0.3-0.6m) (0.3-0.6m)
1,2Kg. Rembus (0.3- Jln Ban Hock (0.3-
1,2,3
0.6m) Jln Ong Tiang Swee

1,2,3 0.6m)
Jln Urat Mata (0.3-
1,2,3 (0.3-0.6m)
0.6m)
Jln Tabuan Dayak
1,2,3
1,2,3 Kg. Kudei (0.3-0.6m)
(0.3-0.6m)
Jln Nanas (0.3-
1,2,3
0.6m)
1Kg. Entingan,
21/02/2016 - -
2015
1Fakulti Perubatan
1 SMK Batu Lintang Unimas (0.1-0.6m)
31/12/2015 -
(0.1-0.2m) 1Kg. Sg. Nada Muara
Tabuan (0.6m)
1Kg. Sg. Nada Muara
25/10/2015 - -
Tabuan (0.38m)
1,4Kg. Sg. Laru (0.3- 1,4Kg. Stampin, Kuching
23-24/01/2015 -
0.6m) (0.3-0.6m)

Line 1
1Jln McDougall,
Kuching (0.3– 0.6m)
1Padang Merdeka,
Kuching (0.3– 0.6m)
18/02/2015 1Jln Tun Abg. Haji - -
Openg, Kuching (0.3–

0.6m)
1Jln P. Ramlee,
Kuching (0.3m)
1 SMK Batu Lintang
11/02/2015 - -
(0.1m)
19/01/2015 - - 1 Kg. Gita Tengah (>0.9m)
1,4 Kg. Gita Tengah (0.3-

0.6m)
18 – 19/01/2015 - - 1,4 Kg.Kudei (0.3-0.6m)
1,4 Kg.Boyan (0.3-0.6m)
1 Jln Astana (>0.9m)
1,4Desa Ilmu (0.3- 1Kg. Kudei (0.1-0.6m)

0.6m)
1,4Kg. Sindang (0.3- 1,4 Kg.Tanjung Bundong
18/01/2015 1 SMK Batu Lintang 1.0m) (0.3-0.6m)
(0.1-0.2m) 1,4 SK Muara Tuang (0.3-
1.0m)
2013
1,3Jln Pisang Barat (0.1 –
1,3 Jln Ellis (0.6 – 0.7m)
0.2m)
1,3 Jln Tun Abang Hj. 3 Between Jln Nanas
Openg →Jalan Tmn Barat and Jln Pisang

1,3Jln Mendu (0.6 – Budaya (0.1-0.15m) Barat (0.1 – 0.2m)
03.10.2013
0.7m) 1,3 Jln Chawan (0.6-
1,3 Jln Sekama (0.6-0.7m)
0.7m)
1,3 SB Chung Hua 1,3Along Jln Ban Hock
Primary School No.5 and Jln Song Tian Cheok
(0.6-0.7m) (0.4-0.6m)
1,3 Jln Tmn Budaya (0.1–
11.09.2013 - -
0.15m)
1Main roads (Ban Hock
Road meet with Song
05.07.2013 - -
Thian Cheok Road) (0.1–
0.35m)
2012
1 Taman Chung Hua
2/11/2012 - -
(0.4m)
1 Jln
1 Jln Lumba Kuda
Nanas (0.2m) 1 Stapok Lorong 5 (0.3m)
(0.15m)
1 Kg. Tabuan Dayak 1 Jln Foochow Lorong
1 Jln
05/01/2012 Kudei (0.2m)
(0.2m) 1T (0.1m)
1 Kompleks Sukan Jln 1 Jln Rock (0.6m) 1 Hospital Normah (0.5m)
Green (1.0m) 1 Bormill Estate (1.0m) 1 St. Peter Church (0.3m)
10/01/2012 - - 1 Jln Merdeka (0.3m)

Line 1
2011
10 – 12/01/2011 - 1 Ulu Maong (0.3m) 1 Lorong Kapor 10 (0.3m)
5Affected locations based on the Flood Prone Map (DID Sarawak)
Riveria City Garden -

Note:
1 means continuous heavy rainfall;
2 means king tide / high tide;
3 means blockage of drainage or inadequate drainage capacity;
4 means overflow of river;
5 means locations which are not captured in the flood report but fall within the flood prone map from Feasibility
Study on Kuching Urban Transport System, June 2018. The flood event under this category is due to overflow of
river
means flood depth from 0 to 0.3 m. Max flood depth up to 0.3 m
means flood depth from 0.3 to 0.6 m. Max flood depth up to 0.6 m
means flood depth > 0.6 m
6.7.4 Flood Records along Serian Line (Line 2)
The average flood levels within 500 m from Line 2 ranges from 0.1 - 0.6 m with the
exception of flood events at Kg. Tabuan Dayak, Bormill Estate, Central Park and Sg.
Semenggo reaching flood levels of up to 1.0 m. Similar to Line 1, flood events are
mostly concentrated at Kuching city center, near Sg. Sarawak and mostly due to
heavy rainfall, tidal effect and blockage of drainage. Table 6.7-2 lists the recorded
flood events along Line 2 (2012 – 2021) while Figure 6.7-2 shows the location of the
flood events within 500 m and 1000 m of Line 2.
Table 6.7-2 : Recorded Flood Events along Line 2

Year / Date 500 m – 1000 m from
Line 2
2021
1JlnKuching-Serian
- -
(0.3m - 0.5m)
18/02/2021 1Kuaters Persekutuan
- -
(0.3m - 0.5m)
2019
1,3 Jln. Burung Lilin (0.2-
0.5m)
1,3 Kg.Tabuan Dayak
07/01/2019 -
(0.1-0.2m)
1,3 Jln. Arang (0.2-0.5m)
2018
1,3 Kg.Tabuan Dayak 1,3 Timberland Medical
22/11/2018 -
(0.1-0.5m) Centre (0.1-0.5m)
1 Jln Durian Burung 1 Sekolah Chung Hua
13/03/2018 1,3 Batu Lintang (0.3-0.5m)
(0.1-0.4m) No.5 (0.1-0.3m)

Line 2
1,3 Kg.Tabuan Dayak
(0.1-0.3m)
1,2 SekolahChung Hua
02/02/2018 - -
No.5 (0.3-0.6m)
2017
1 Kg. Tabuan Dayak 1,4Kampung Pulo Ulu
18/12/2017 -
(0.8-1.0m) (0.3-0.9m)
1 Kg. Tabuan Dayak
04/12/2017 - -
(0.1-0.3m)
1 Jln Kota Sentosa (0.1-
28/11/2017 - -
0.2m)
2016
Jln Kenny Hill (0.3-
1,2,3 Jln Ong Tiang Swee
1,2,3
1,2,3 Jln Rock (0.3-0.6m)
0.6m) (0.3-0.6m)
27/02/2016 1,2,3 Jln Tong Wei Tah (0.3-
Jln Bintawa (0.3-
1,2,3 Jln Laksamana Cheng
1,2,3
0.6m)
0.6m) Ho (0.3-0.6m) 1,2,3 Jln Arang (0.3-0.6m)
2015
1 Jln.Burung Lilin (0.1-
1 Jln
Laksamana Cheng 0.6m)
31/12/2015 -
Ho (0.1-0.45m) 1 Jln Tong Wei Tah (0.1-
0.6m)
1,4 Kampung Sungai
Tapang (0.9m)
23 – 24/01/2015 - - 1,4 Kampung Stampin
(0.3-0.6m)
18-19/01/2015 1,4 Padawan (0.3-0.6m) - -
1 Jln Arang, Kuching (0.1-
1Kuarters Persekutuan
18/01/2015 - 0.3m)
(0.1-0.3m) 1 SMK Arang (0.1-0.3m)
2013
1,4 Lorong Merlin 1 & 2
30/12/2013 - -
(0.3-0.35m)
4 Lorong Merlin 1 & 2
31/12/2013 - -
(0.3-0.35m)
04 – 10/12/2013 - - 1,2 Jln Merlin (0.1-0.3m)
1,3 Jln Sg. Periok (0.2-

0.4m)
1,3 Junction point of Jln
Pending with Jln Sg.

1,3Jln Chawan (0.6-
03/10/2013 Periok (0.2-0.6m) -
0.7m) 1,3 SK Chung Hua
Primary School No.5 (0.6-

0.7m)
1,3 Jln Sekama5 (0.6-0.7m)
1 JlnDurian Burung
22/08/2013 - -
(0.1-0.2m)
2012
02/11/2012 - 1 Tmn Chung Hua (0.4m) -
27-28/08/2012 - - 1 Ong Tiang Swee (NA)
1 Jln
Durian Burung 1 Jln Foochow Lorong 1T
05/01/2012 -
(0.6m) (0.1m)

Line 2
1 Bormill Estate (1.0m)
1 Central Park (1.0m)
1 Kg. Tabuan Dayak 1 Sekolah Chung Hua No. 1 Jln Rock (0.6m)
(0.2m) 5 (0.5m) 1 Jln Arang (0.6m)
1 Jln Kong Ping (0.6m)
1 Batu Lintang (0.2m)
5Affected locations based on the Flood Prone Map (DID Sarawak)
Kuching Isthmus Kg. Tabuan Melayu

Kg. Bintawa Tengah
Bintawa Industrial Kg. Batu Perak
Muara Tabuan Light
Estate
Industrial Park
Note:
1 means continuous heavy rainfall;
2 means king tide / high tide;
3 means blockage of drainage or inadequate drainage capacity;
4 means overflow of river;
5 means locations which are not captured in the flood report but fall within the flood prone map from Feasibility
Study on Kuching Urban Transport System, June 2018. The flood event under this category is due to overflow of
river
means flood depth from 0 to 0.3 m. Max flood depth up to 0.3 m
means flood depth from 0.3 to 0.6 m. Max flood depth up to 0.6 m
means flood depth > 0.6 m
Source: Source:
https://www.theborneopost.com/2017/12/18/flash https://www.nst.com.my/news/2016/02/129854/flas
-floods-hit-several-areas-in-kuching/ h-floods-kuching-video
Plate 6.7-1 : Flood at Kg. Tabuan Dayak Plate 6.7-2 : Flood at Sarawak General
(December 2017) Hospital (February 2016)

Source: Source:
https://www.theborneopost.com/2021/02/19/heav https://www.theborneopost.com/2021/02/19/heavy-
y-downpour-unleashes-floods-in-samarahan-serian- downpour-unleashes-floods-in-samarahan-serian-
lundu/ lundu/
Plate 6.7-3 : Flood at Kg. Tabuan Dayak Plate 6.7-4 : Flood at Taman Samarindah
(February 2021) (February 2021)
6.8 WATER QUALITY
6.8.1 Approach and Methodology
The river water quality sampling programme was carried from 23rd to 27th November
2020 and 13th to 27th January 2021. A total of 36 samples were collected (21 samples
collected along Line 1, and 15 samples along Line 2).
The water samples were collected using grab sampling technique. During each
sampling, in-situ measurements of pH, temperature, dissolved oxygen and salinity
were carried out. The samples were stored in a cooler box before being transported
to the laboratory for analysis. In addition, depth, velocity and width of certain
rivers/waterways were measured to determine the flowrate at that sampling point.
All water samples collected were analyzed for the parameters listed in Table 6.8-1.
The results from the water quality analysis were compared with the National Water
Quality Standards (NWQS) and Water Quality Index (WQI).

Table 6.8-1 : Water Quality Parameters and Analysis Methods
Parameters Unit Method
Temperature °C In-situ measurement
Dissolved Oxygen (DO) mg/L In-situ measurement
Salinity ppt In-situ measurement
Chemical Oxygen Demand (COD) mg/L APHA 5220 D
Biochemical Oxygen Demand (BOD5) mg/L APHA 5210 B
Total Suspended Solids (TSS) mg/L APHA 2540 D
Turbidity NTU APHA 2130 B
Ammoniacal Nitrogen (NH3-N) mg/L APHA 4500 NH3F
Oil and Grease mg/L APHA 5520 B
Arsenic (As) mg/L APHA 3120 B
Cadmium (Cd) mg/L APHA 3120 B
Chromium Trivalent (Cr3+) mg/L IHM EWI WC-51
Chromium Hexavalent (Cr6+) mg/L APHA 3500 Cr B
Copper (Cu) mg/L APHA 3120 B
Iron (Fe) mg/L APHA 3120 B
Lead (Pb) mg/L APHA 3120 B
Manganese (Mn) mg/L APHA 3120 B
Nickel (Ni) mg/L APHA 3120 B
Nickel (Ni) mg/L APHA 3120 B
Zinc (Zn) mg/L APHA 3120 B
Mercury (Hg) mg/L IHM EWI-INS(ICP)02
Aluminium (Al) mg/L APHA 3120 B
Selenium (Se) mg/L APHA 3120 B
Cyanide (CN) mg/L APHA 4500 CN E
Nitrate (NO3-N) mg/L APHA 4110 B
Nitrite (NO2) mg/L APHA 4110 B
Phosphate (PO4) mg/L APHA 4110 B
Conductivity μS/cm APHA 2510 B
Total Coliform CFU/100 mL APHA 9222 B
Thermotolerant Coliform / Faecal Coliform CFU/100 mL APHA 9222 D
Escherichia coli CFU/100 mL USEPA 1604
pH - APHA 4500 H+ B
Note:
APHA: Standard Methods for the Examination of Water and Wastewater, 21 st Edition (2005)
IHM denotes for In House Method
USEPA: United States Environmental Protection Agency
6.8.2 Long Term Water Quality Data
Based on the Environmental Quality Report (EQR) 2019 published by the

Department of Environment (DOE), the main rivers within the study area,
Sg. Sarawak and Sg. Samarahan, reported Water Quality Index (WQI) of 85 (Clean)
and 70 (Slightly Polluted) respectively. The water quality of the main rivers and
tributaries within the study area as reported in the EQR are summarised in
Table 6.8-2.
Table 6.8-2 : Summary of Water Quality of Rivers Reported in the EQR 2019
River Basin River WQI Category Class
Sg. Sarawak 85 Clean II
Sg. Kuap 85 Clean II
Sg. Sarawak Sg. Tabuan 73 Slightly Polluted III
Sg. Samarahan 70 Slightly Polluted III
Sg. Semenggo 77 Slightly Polluted II
WQI: Water Quality Index
Source: Environmental Quality Report 2019 (DOE, 2020)
The long-term river water quality data for the year 2019 was obtained from the
Department of Environment Headquarters in February 2021. Water quality data
were obtained for Sg. Kuap, Sg. Sarawak, Sg. Semenggo as well as Sg. Tabuan. The
data indicates that:
• The parameter Dissolved Oxygen (DO) recorded an average value of 6.16

mg/L with the highest value recorded in Sg. Sarawak at 8.79 mg/L (Class I)
and the lowest value recorded in Sg. Tabuan at 1.904 mg/L (Class IV).
• The parameter Biochemical Oxygen Demand (BOD) recorded an average

value of 2.73 mg/L with the highest value recorded in Sg. Semenggo at 18
mg/L (Class V) while the lowest value was recorded in Sg. Sarawak at 1
mg/L (Class I).
• The average value of Chemical Oxygen Demand (COD) recorded for all the
rivers was 24.5 mg/L with the highest value recorded in Sg. Semenggo at 59
mg/L (Class IV) and the lowest value recorded in Sg. Kuap at 7 mg/L (Class
I).
• The parameter Suspended Solids (SS) recorded an average value of 22.7

mg/L with the highest and lowest value recorded in Sg. Sarawak at 223 mg/L
(Class IV) and 2 mg/L (Class I) respectively.
• The average value of pH recorded in all the rivers was 7.2 with the highest
value recorded in Sg. Sarawak at 8.4 (Class I) while the lowest value was
recorded in Sg. Kuap at 6.2 (Class II).
• The parameter Ammoniacal Nitrogen (NH3-N) recorded an average value of

0.55 mg/L with the highest value recorded in Sg. Semenggo at 10.38 mg/L
(Class V) while the lowest value recorded was in Sg. Sarawak at 0.06 mg/L
(Class I).
From the long-term river water quality data obtained from DOE, the parameters of
concern for Sg. Semenggo were identified as BOD, COD as well as NH3-N. Sg.
Sarawak was noted to contain a high concentration of suspended solids.

6.8.3 Location of Water Quality Sampling Stations
The locations of the 36 samples collected are shown in Table 6.8-3 below and in
Figure 6.8-1 to Figure 6.8-7. These sampling locations were selected due to the
immediate impacts it will receive from the KUTS ART Phase 1 Project during the
construction and operation phase. The sampling results will serve as a baseline for
the river water quality prior to commencement of the Project. All the rivers/drains
crossed by the ART lines do not have any beneficial uses of water downstream.
Table 6.8-3 : Location of Water Quality Sampling Stations along Line 1 and Line 2
Ref Segment Crossing River Catchment Coordinates
Line 1: Rembus to Hikmah Exchange
N 1°29'34.50"
L1W1 1A Culvert Batang Samarahan
E 110°29'14.60"
N 1°27'13.39"
L1W21* 1A Sg. Meranek Batang Samarahan
E 110°27'32.03"
N 1°30'3.50"N
L1W22* 1A Batang Samarahan Batang Samarahan
E 110°29'56.14"
N 1°27'27.03"
L1W2 1B Drain Batang Samarahan
E 110°27'16.89"
N 1°27'25.40"
L1W3 1B Drain Batang Samarahan
E 110°26'42.50"
N 1°27'45.55"
L1W3* 1B Sg. Malaban Sg. Kuap
E 110°26'32.42"
N 1°27'29.16"
L1W4 1B Earth drain Batang Samarahan
E 110°25'35.71"
N 1°27'55.05”
L1W5 1B Sg. Satung Sg. Kuap
E 110°25'9.09"
N 1°28'24.01”
L1W6 1B Earth drain/Waterway Sg. Kuap
E 110°24'59.66"
N 1°29'38.68”
L1W7 1B Earth drain Sg. Kuap
E 110°24'10.42"
N 1°29'46.25”
L1W8 1C Sg. Kuap (upstream) Sg. Kuap
E 110°23'39.29"
N 1°30'7.91"
L1W9* 1C Sg. Kuap (downstream) Sg. Kuap
E 110°23'54.76"
N 1°30'43.31"
L1W10 1C Concrete drain Sg. Kuap
E 110°23'16.68"
N 1°31'23.02"
L1W11 1C Sg. Bitan (upstream) Sg. Kuap
E 110°22'45.32"
N 1°31'27.04"
L1W12 1C Sg. Bitan (downstream) Sg. Kuap
E 110°22'47.23"
N 1°31'36.92"
L1W13 1C Sg. Tabuan (upstream) Sg. Kuap
E 110°22'17.11"
Sg. Tabuan N 1°31'39.15"
L1W14* 1C Sg. Kuap
(downstream) E 110°22'18.35"
N 1°31'40.14"
L1W15 1C Roadside drain Sg. Kuap
E 110°22'9.75"

Ref Segment Crossing River Catchment Coordinates
N 1°31'55.98"
L1W16 1D Roadside drain Sg. Kuap
E 110°21'31.39"
N 1°33'34.53"
L1W19 1D Sg. Sarawak (upstream) Sg. Sarawak
E 110°20'15.81"
Sg. Sarawak N 1°33'41.18"
L1W20* 1D Sg. Sarawak
(downstream) E 110°20'44.26"
Line 2: Batu 12 to The Isthmus
N 1°24'15.10"
L2W1* 2A Sg. Sibireh Batang Samarahan
E 110°20'13.90"
N 1°24'46.61"
L2W2 2A Roadside drain Sg. Kuap
E 110°20'2.25"
N 1°25'35.47"
L2W3 2A Roadside drain Sg. Kuap
E 110°19'38.56"
Sg. Semengoh N 1°26'40.97"
L2W4 2A Sg. Kuap
(upstream) E 110°19'40.98"
Sg. Semengoh N 1°26'48.50"
L2W5* 2A Sg. Kuap
(downstream) E 110°19'43.91"
N 1°27'54.50”
L2W6 2A Earth drain Sg. Sarawak
E 110°19'41.34"
N 1°27'55.11"
L2W7 2A Roadside drain Sg. Sarawak
E 110°19'40.06"
N 1°30'10.30"
L2W8 2B Concrete drain Sg. Kuap
E 110°20'57.10"
N 1°31'21.59"
L2W9 2B Sg. Tabuan Sg. Kuap
E 110°21'19.68"
N 1°31'41.08"
L2W10 2B Roadside drain Sg. Kuap
E 110°21'28.29"
N 1°32'25.79"
L2W11 2C Roadside drain Sg. Kuap
E 110°22'12.76"
N 1°33'57.16"
L2W12 2C Roadside drain Sg. Sarawak
E 110°23'18.26"
N 1°33'55.60"
L2W13* 2C Sg. Sarawak Sg. Sarawak
E 110°24'2.16"
1°33'18.49"N
L2W14 2C Sg. Sarawak Sg. Sarawak
110°23'52.68"E
N 1°33'15.40"
L2W15 2C Earth drain Sg. Sarawak
E 110°23'5.10"
Note:
* Flowrate measurement taken
Water samples taken during high tide and low tide

6.8.4 Baseline Sampling Results
6.8.4.1 Samarahan Line (Line 1)
a) Segment 1A: Rembus Provisional Station to Station SM 1
Segment 1A consists of the water quality monitoring stations L1W1, L1W21* and
L1W22* (at high tide and low tide). The water quality index (WQI) at the river
crossings along Segment 1A ranges from 47 (Class IV - Polluted) and 66 (Class III -
Slightly Polluted). There are no water treatment plants downstream of the alignment
at Segment 1A. The proposed location for Rembus Depot is surrounded by
agricultural lands for paddy.
pH and Temperature
pH levels ranged from 5.8 (Class III) to 9.8 (Class V). L1W22* during low and high
tide recorded the highest pH values. The temperature readings of the water samples
ranged from 25.7 to 27.3 °C.
Dissolved Oxygen
DO concentrations ranged from 1.15 mg/L to 4.59 mg/L. The lowest DO level was
recorded at L1W1 (culvert) at 1.15 mg/L. Lower concentrations of DO is potentially
caused by the accumulation of organic matter in the waterway from the agricultural
land upstream.
Biochemical Oxygen Demand and Chemical Oxygen Demand

Biochemical Oxygen Demand (BOD) concentrations ranged from 3 mg/L (Class
IIA/B) to 36 mg/L (Class V). The highest BOD level was recorded at L1W1 (culvert)
at 36 mg/L.
Chemical Oxygen Demand (COD) concentrations ranged from 12 mg/L (Class IIA/B)
to 67 mg/L (Class IV). The highest COD level was recorded at L1W1 (culvert) as well
at 67 mg/L. L1W1 is located in a drain downstream of agricultural lands.
Agricultural waste such as dried vegetation decomposing in the waterway as well as
fertilizer runoff could potentially cause an increase in oxygen demand.
Total Suspended Solids and Turbidity

TSS concentration ranged from <3 mg/L (Class I) to 356 mg/L (Class V) while
turbidity levels were between 1.9 NTU (Class I) to 96.1 NTU (Class III). The highest
TSS and turbidity levels were recorded in monitoring station of L1W22* (Batang
Samarahan). Higher concentrations of TSS and turbidity in Batang Samarahan is
potentially due to upstream development and agricultural activities.

Ammoniacal Nitrogen
Ammoniacal nitrogen (NH3-N) concentrations ranged from < 0.05 mg/L (Class I) to
12.32 mg/L (Class V). L1W21* (Sg. Meranek) recorded the highest NH 3-N level at
12.32 mg/L. Sg. Meranek is surrounded by commercial and residential areas. Treated
and untreated sullage and sewage from these areas could potentially cause higher
NH3-N concentration in the river.
E. coli, Total Coliform and Faecal Coliform

The E. coli concentration at the monitoring stations ranged between < 1 to 32
CFU/100 mL while concentrations of faecal coliform ranged from < 1 CFU/100 mL
(Class I) to 347 CFU/100 mL. The highest concentration of E. coli and faecal coliform
was at L1W21* (Sg. Meranek), similar to the NH3-N results, indicating that there is
potentially pollution from sewage sources in this area.
Heavy Metals
Most of the heavy metals tested were below detectable levels with the exception of
the parameters listed below.
a) Iron concentrations ranged between 0.051 mg/L to 10.26 mg/L. L1W1
(culvert) had the highest concentration of iron.
b) Manganese concentrations ranged between 0.01 mg/L to 0.193 mg/L.
L1W22* (Batang Samarahan) had the highest concentration of manganese.
c) Zinc concentrations ranged between 0.015 mg/L to 0.051 mg/L. L1W22*
(Batang Samarahan) had the highest concentration of zinc.
d) Aluminium (Al) concentrations ranged between 0.068 mg/L to 3.562 mg/L.
L1W22* (Batang Samarahan) had the highest concentration of aluminium.
Other parameters
Oil and grease have concentrations ranging from < 0.5 to 33 mg/L. L1W1 (culvert)
had the highest concentration of oil and grease.
Nitrite (NO2) concentrations ranged between 0.002 mg/L (Class I) to 0.36 mg/L
(Class I). Nitrate nitrogen (NO3-N) concentrations ranged between 0.01 mg/L to 0.74
mg/L. The highest concentration of NO2 and NO3-N was at L1W1 (culvert).
Fertilisers from upstream agricultural lands could potentially cause an increase in
NO2 and NO3-N concentrations.
Summary
The water quality results for Segment 1A are shown in Table 6.8-4 while the
laboratory results are attached in Appendix B. The water quality of the monitoring
stations L1W1, L1W21* and L1W22* (at high tide and low tide) in Segment 1A is
summarized below:

Table 6.8-4 : Water Quality Sampling Results (Segment 1A)
Stations
Parameters Units
L1W1 L1W21* L1W22* (High Tide) L1W22* (Low Tide)
Dissolved Oxygen (DO) mg/L 1.15 3.90 3.76 4.59
Chemical Oxygen Demand (COD) mg/L 67 16 12 14
Biochemical Oxygen Demand (BOD5 at 20 °C) mg/L 36 4 3 5
Temperature °C 27.2 25.7 26.5 27.3
Total Suspended Solids (TSS) mg/L 27 <3 356 188
Salinity ppt 0.03 0.25 0.06 0.03
Turbidity NTU 70.1 1.9 96.1 71.5
Ammoniacal Nitrogen mg/L <0.05 12.32 5.32 4.20
Oil and Grease mg/L 33 <0.5 <0.5 <0.5
Arsenic as As mg/L <0.05 <0.008 <0.008 <0.008
Cadmium as Cd mg/L <0.001 <0.005 <0.005 <0.005
Chromium Trivalent (III) mg/L <0.05 <0.04 <0.04 <0.04
Chromium Hexavalent (VI) mg/L <0.05 <0.01 <0.01 <0.01
Copper as Cu mg/L <0.01 0.016 <0.004 <0.004
Iron as Fe mg/L 10.26 0.051 0.492 6.013
Lead as Pb mg/L <0.05 <0.015 <0.015 <0.015
Manganese as Mn mg/L 0.09 0.069 0.010 0.193
Nickel as Ni mg/L <0.01 <0.007 <0.007 <0.007
Zinc as Zn mg/L 0.02 0.033 0.015 0.051
Mercury as Hg mg/L <0.001 <0.0005 <0.0005 <0.0005
Aluminium mg/L 0.68 0.068 0.393 3.562
Selenium as Se mg/L <0.1 <0.005 <0.005 <0.005
Cyanide as CN mg/L <0.05 <0.002 <0.002 <0.002
Nitrate nitrogen as NO3-N mg/L 0.74 0.01 0.01 0.01
Nitrite as NO2 mg/L 0.36 0.002 0.002 0.005
Phosphate as PO4 mg/L <0.01 3.81 2.91 3.76
Conductivity µS/cm 61 0.523 0.132 0.076

Stations
Parameters Units
L1W1 L1W21* L1W22* (High Tide) L1W22* (Low Tide)
Total Coliform CFU/100 mL 7,200 347 347 347
Faecal Coliform CFU/100 mL <1 347 32 45
Escherichia coli CFU/100 mL <1 32 22 12
pH - 5.8 6.8 9.2 9.8
Index 47 66 53 55
Class IV III III III
Water Quality Index (WQI)
Slightly
Status Polluted Polluted Polluted
Polluted
Note:
< : less than the minimum detectable limit or “not detected”
* : Flowrate measurement taken

b) Segment 1B: Station SM 1 to Station SM 6
There are seven water quality monitoring locations in Segment 1B namely L1W2,
L1W3, L1W3*, L1W4, L1W5, L1W6 and L1W7. The water quality index (WQI) at all
monitoring locations along Segment 1B ranged from 20 (Class V - Polluted) to 85
(Class II - Clean). There are no water intakes located downstream of the alignment.
pH and temperature
pH levels ranged from 6.4 (Class II) to 7.4 (Class II) while the temperature of the
water samples was between 26.0 to 35.7 °C.
Dissolved Oxygen
DO concentrations ranged from 0.41 mg/L (Class V) to 6.98 mg/L (Class II). The
lowest DO was recorded at monitoring station L1W3 (drain) which is located at a
drain in a residential area. Sullage and sewage discharge from the residential area
may potentially cause DO levels to deplete.

Biochemical Oxygen Demand (BOD) concentration ranged from <2 mg/L (Class I)
to 154 mg/L (Class V). L1W3 (drain) had the highest BOD concentration of 154 mg/L.
Chemical Oxygen Demand (COD) concentration ranged from <2 mg/L (Class I) to
167 mg/L (Class V). L1W3 (drain) had the highest COD concentration of 167 mg/L.
Sewage and sullage discharge from nearby residential areas could contribute to
higher BOD and COD concentrations.
Total Suspended Solid and Turbidity

TSS concentrations ranged from 7 mg/L (Class I) to 70 mg/L (Class III). Turbidity
levels ranged from 1.7 NTU (Class I) to 39 NTU (Class IIA/B).
Ammoniacal Nitrogen
Ammoniacal nitrogen (NH3-N) ranged from < 0.05 mg/L (Class I) to 9.27 mg/L
(Class V). L1W3 (drain) recorded the highest concentration of NH3-N at 9.27 mg/L.
Sullage and sewage from the surrounding residential areas could contribute to the
higher concentrations of NH3-N.

E. coli concentrations ranged between < 1 to 120,000 CFU/100 mL. Total coliform
concentrations ranged from 12 CFU/100 mL (Class I) to 350,000 CFU/100 mL (Class
V) while, concentrations for faecal coliforms ranged from < 1 CFU/100 mL (Class I)
to 220,000 CFU/100 mL (Class V). Similar to NH3-N, L1W3 (drain), had the highest
concentration for all three parameters. This indicates that there is potential sewage
pollution in the waterway.

Heavy Metals
Most of the heavy metals tested were below detectable levels with the exception of
the parameters listed below.
a) Concentrations of Iron (Fe) ranged from 0.14 to 6.16 mg/L. L1W4 (earth drain)
had the highest concentration of iron.
b) Concentrations of Manganese (Mn) obtained ranged from < 0.01 to 0.76 mg/L.
L1W4 (earth drain) had the highest concentration of manganese.
c) Concentrations of Zinc (Zn) recorded ranged from less than 0.01 to 0.03 L1W3
(drain) had the highest concentration of zinc.
d) The concentrations of Aluminium (Al) recorded ranged from 0.01 to 1.11 mg/L.
L1W7 (earth drain) had the highest concentration of aluminium.
Other Parameters
Concentrations of oil and grease recorded ranged from less than 0.5 to 21 mg/L for
all stations. L1W2 (drain) and L1W3 (drain) had the highest concentration of oil and
grease at 21 mg/L. Higher concentrations of oil and grease is potentially caused by
discharge of domestic wastes from activities such as cooking from surrounding
residential areas.
Nitrate nitrogen (NO3-N) concentrations ranged between 0.009 mg/L to 0.91 mg/L.
Nitrite (NO2) concentrations ranged between 0.005 mg/L to 0.85 mg/L. L1W4 (earth
drain) had the highest concentration of NO2 at 0.85 mg/L. Sewage and sullage from
the surrounding residential and commercial premises could contribute to higher
concentrations of NO3-N and NO2.
Summary
The water quality results for Segment 1B are shown in Table 6.8-5 while the
stations L1W2, L1W3, L1W3*, L1W4, L1W5, L1W6 and L1W7 are summarized below:

Table 6.8-5 : Water Quality Sampling Results (Segment 1B)
Stations
Parameters Units
L1W2 L1W3 L1W3* L1W4 L1W5 L1W6 L1W7
Dissolved Oxygen (DO) mg/L 1.30 0.41 3.76 3.16 4.50 6.98 4.98
Chemical Oxygen Demand (COD) mg/L <2 167 12 16 138 15 24
Biochemical Oxygen Demand (BOD5 at 20 °C) mg/L <2 154 4 4 48 7 3
Temperature °C 26.2 29.9 26.0 27.2 30.5 35.7 30.4
Total Suspended Solids (TSS) mg/L 7 60 14 16 24 70 46
Salinity ppt 0.00 0.20 0.56 0.00 0.12 0.12 0.26
Turbidity NTU 3.4 39.0 14.7 26.4 8.7 1.7 19.7
Ammoniacal Nitrogen mg/L <0.05 9.27 4.48 <0.05 2.36 <0.05 <0.05
Oil and Grease mg/L 21 21 <0.5 13 18 18 11
Arsenic as As mg/L <0.05 <0.05 <0.008 <0.05 <0.05 <0.05 <0.05
Cadmium as Cd mg/L <0.001 <0.001 0.031 <0.001 <0.001 <0.001 <0.001
Chromium Trivalent (III) mg/L <0.05 <0.05 <0.04 <0.05 <0.05 <0.05 <0.05
Chromium Hexavalent (VI) mg/L <0.05 <0.05 <0.01 <0.05 <0.05 <0.05 <0.05
Copper as Cu mg/L <0.01 <0.01 0.014 <0.01 <0.01 <0.01 <0.01
Iron as Fe mg/L 1.32 1.51 0.565 6.16 2.25 0.14 2.43
Lead as Pb mg/L <0.05 <0.05 <0.015 <0.05 <0.05 <0.05 <0.05
Manganese as Mn mg/L 0.09 0.07 0.007 0.76 0.08 <0.01 0.03
Nickel as Ni mg/L <0.01 <0.01 <0.007 <0.01 <0.01 <0.01 <0.01
Zinc as Zn mg/L 0.01 0.03 0.022 0.02 0.02 <0.01 <0.01
Mercury as Hg mg/L <0.001 <0.001 <0.0005 <0.001 <0.001 <0.001 <0.001
Aluminium mg/L 0.01 0.18 0.102 0.17 0.63 0.11 1.11
Selenium as Se mg/L <0.1 <0.1 <0.005 <0.1 <0.1 <0.1 <0.1
Cyanide as CN mg/L <0.05 <0.05 <0.002 <0.05 <0.05 <0.05 <0.05
Nitrate nitrogen as NO3-N mg/L 0.52 0.91 0.009 0.73 0.44 0.46 0.57

Stations
Parameters Units
L1W2 L1W3 L1W3* L1W4 L1W5 L1W6 L1W7
Nitrite as NO2 mg/L 0.65 0.11 0.005 0.85 0.52 0.47 0.04
Phosphate as PO4 mg/L <0.01 <0.01 2.84 <0.01 <0.01 <0.01 <0.01
Conductivity µS/cm 528.5 451 1.129 188.3 267.7 340.6 608.1
Total Coliform CFU/100 mL 1,200 350,000 12 4,000 29,000 16,000 1,300
Faecal Coliform CFU/100 mL <1 220,000 6 100 900 100 100
Escherichia coli CFU/100 mL <1 120,000 6 <1 500 100 <1
pH - 7.1 6.8 7.1 7 7.0 7.4 6.4
Index 77 20 65 77 45 85 82
Class II V III II IV II II
Slightly Slightly Slightly
Status Polluted Polluted Clean Clean
Polluted Polluted Polluted
Note:

c) Segment 1C: Station SM 6 to Station IS 1
Segment 1C consists of the water quality monitoring stations L1W8 (at high tide and
low tide), L1W9* (at high tide and low tide), L1W10, L1W11, L1W12, L1W13, L1W14*
and L1W15. The water quality index (WQI) of the samples collected along Segment
1C ranges from 34 (Class IV - Polluted) and 75 (Class II - Slightly Polluted). There are
no water intakes located downstream of the alignment.
pH and Temperature
pH levels ranged from 5.8 (Class III) to 7.8 (Class III). Temperature readings of the
water samples were between 24.9 to 30.6 °C.
Dissolved Oxygen
DO concentrations ranged from 2.03 mg/L (Class IV) to 6.13 mg/L (Class II). L1W13
(Sg. Tabuan) recorded the lowest DO concentration of 2.03 mg/L. Sewage and
sullage discharged from upstream commercial and residential areas could cause
lower DO concentrations.

Biochemical Oxygen Demand (BOD) concentrations ranged from < 2 mg/L (Class I)
to 46 mg/L (Class V). L1W11 (Sg. Bitan) recorded the highest BOD concentration of
46 mg/L.
COD concentrations ranged from 12 mg/L (Class IIA/B) to 145 mg/L (Class V).
L1W11 (Sg. Bitan) had the highest COD concentration of 145 mg/L. Higher BOD and
COD concentrations at L1W11 is potentially caused by the discharge of sullage and
wastewater from the surrounding residential and commercial premises.

TSS concentrations ranged from 4 mg/L (Class I) to 100 mg/L (Class III). L1W8 (Sg.
Kuap) at low tide had the highest TSS concentration. Turbidity levels ranged from
2.0 to 91.4 NTU. L1W9* (Sg. Kuap) and L1W8 (Sg. Kuap) at low tide were the only
stations that recorded turbidity levels above Class IIA/B. L1W9* is located
downstream of L1W8.
Ammoniacal Nitrogen
37.80 mg/L (Class V). L1W9* (Sg. Kuap) had the highest concentration of NH3-N at
37.80 mg/L. The wastewater discharge (both sewage and sullage) from upstream
residential and commercial premises potentially contributed to the increase of NH3-
N in the waterway.

E. coli concentrations ranged from < 1 to 6,400 CFU/100 mL, while concentrations of
total coliform ranged from 48 CFU/100 mL (Class I) to 27,000 CFU/100 mL (Class
III). L1W12 (Sg. Bitan) had the highest concentration of E. coli and total coliform.
L1W12 is located downstream of dense residential areas, where high load of septic
tank discharge into the river may occur.
Concentrations of faecal coliform recorded for all stations ranged from 3 CFU/100
mL (Class I) to 9,600 CFU/100 mL (Class III). L1W10 (concrete drain) had the highest
concentrations of thermotolerant/faecal coliform. The drain is connected to other
residential drainage systems, where sewage may be discharged into the waterway.
Heavy Metals
The heavy metals which recorded detectable levels are listed below.
a) Copper (Cu) concentrations ranged between less than 0.01 to 0.025 mg/L. L1W9*
(Sg. Kuap) at high tide had the highest concentration of copper.
b) Iron (Fe) concentrations ranged between 0.442 to 2.03 mg/L. L1W8 (Sg. Kuap) at
low tide had the highest concentration of iron.
c) Manganese (Mn) concentrations ranged between 0.007 mg/L to 0.13 mg/L.
L1W8 (Sg. Kuap) at low tide had the highest concentration of manganese.
d) Most stations recorded nickel (Ni) concentrations below the detectable limit,
except for L1W8 (Sg. Kuap) during high tide at 0.01 mg/L.
e) Zinc (Zn) concentrations ranged between less than 0.01 mg/L to 0.037 mg/L.
L1W9* (Sg. Kuap) at high tide had the highest concentration of zinc.
f) Aluminium (Al) concentrations ranged from 0.08 to 2.05 mg/L. L1W8 (Sg. Kuap)
at low tide had the highest concentration of aluminium.
Other Parameters
Concentrations of oil and grease ranged between < 0.5 and 17 mg/L. L1W8 (Sg. Kuap)
at high tide had the highest concentration of oil and grease. Domestic waste from
upstream residential areas could increase oil and grease content in water.
Nitrite (NO2) concentrations ranged between 0.005 to 1.33 mg/L. The highest
concentration of nitrite was at L1W10 (concrete drain). Sewage and sullage from the
surrounding residential areas and school premises could increase nitrate
concentration in the waterway.
Nitrate nitrogen (NO3-N) concentrations ranged from 0.007 to 0.90 mg/L. The
highest concentration of nitrate was at L1W8 (Sg. Kuap) during high tide. L1W8 is
located downstream of residential areas where domestic waste may be discharged
directly into the waterways.

Summary
The water quality results for Segment 1C are shown in Table 6.8-6 while the
stations L1W8 (at high tide and low tide), L1W9* (at high tide and low tide), L1W10,
L1W11, L1W12, L1W13, L1W14* and L1W15 are summarized below:

Table 6.8-6 : Water Quality Sampling Results (Segment 1C)
Stations
Parameters Units L1W8 L1W8 L1W9* L1W9*
(High tide) (Low tide) (High tide) (Low tide)
Biochemical Oxygen Demand (BOD5 at 20 °C) mg/L 4 6 4 7
Temperature °C 28.6 28.8 24.9 25.4
Total Suspended Solids (TSS) mg/L 26 100 59 33
Salinity ppt 5.13 4.16 0.35 0.35
Turbidity NTU 11.2 68.2 91.4 64.1
Ammoniacal Nitrogen mg/L 0.10 <0.05 15.40 37.80
Oil and Grease mg/L 17 13 <0.5 <0.5
Arsenic as As mg/L <0.05 <0.05 <0.008 <0.008
Cadmium as Cd mg/L <0.001 <0.001 <0.005 <0.005
Copper as Cu mg/L <0.01 <0.01 0.025 0.021
Iron as Fe mg/L 1.07 2.03 0.610 0.895
Lead as Pb mg/L <0.05 <0.05 <0.015 <0.015
Nickel as Ni mg/L 0.01 <0.01 <0.007 <0.007
Zinc as Zn mg/L 0.02 0.02 0.037 0.034
Mercury as Hg mg/L <0.001 <0.001 <0.0005 <0.0005
Aluminium mg/L 0.74 2.05 0.643 0.993

Stations
Parameters Units L1W8 L1W8 L1W9* L1W9*
(High tide) (Low tide) (High tide) (Low tide)
Cyanide as CN mg/L <0.05 <0.05 <0.002 <0.002
Nitrite as NO2 mg/L 0.35 0.37 0.005 0.007
Phosphate as PO4 mg/L <0.01 <0.01 1.96 4.12
Conductivity µS/cm 11.8 10.2 0.730 0.731
Total Coliform CFU/100 mL 9,600 12,000 48 48
Faecal Coliform CFU/100 mL 4,300 4,200 6 3
Escherichia coli CFU/100 mL <1 300 3 <1
pH - 7.8 6.8 7.5 7.8
Index 75 75 59 55
Water Quality Index (WQI) Class II II III III
Status Slightly Polluted Slightly Polluted Polluted Polluted
Note:

Table 6.8-6 : Water Quality Sampling Results (Segment 1C) (cont’d)
Stations
Parameters Units
L1W10 L1W11 L1W12 L1W13 L1W14* L1W15
Dissolved Oxygen (DO) mg/L 6.13 3.13 2.65 2.03 3.16 2.97
Chemical Oxygen Demand (COD) mg/L 36 145 144 22 42 62
Biochemical Oxygen Demand (BOD5 at 20 °C) mg/L 16 46 38 <2 11 27
Temperature °C 30.6 29.3 29.3 29.0 25.4 27.9
Total Suspended Solids (TSS) mg/L 4 11 18 20 9 15
Salinity ppt 0.14 0.14 0.14 0.22 0.03 0.15
Turbidity NTU 3.5 9.7 10.7 3.7 6.3 2.0
Ammoniacal Nitrogen mg/L 5.56 4.28 4.09 3.96 3.64 2.94
Oil and Grease mg/L 10 1 3 1 <0.5 2
Arsenic as As mg/L <0.05 <0.05 <0.05 <0.05 <0.008 <0.05
Cadmium as Cd mg/L <0.001 <0.001 <0.001 <0.001 <0.005 <0.001
Chromium Trivalent (III) mg/L <0.05 <0.05 <0.05 <0.05 <0.04 <0.05
Chromium Hexavalent (VI) mg/L <0.05 <0.05 <0.05 <0.05 <0.01 <0.05
Copper as Cu mg/L <0.01 <0.01 <0.01 <0.01 0.017 <0.01
Iron as Fe mg/L 0.55 0.56 0.60 0.59 0.442 0.69
Lead as Pb mg/L <0.05 <0.05 <0.05 <0.05 <0.015 <0.05
Manganese as Mn mg/L 0.02 0.03 0.03 0.03 0.007 0.02
Nickel as Ni mg/L <0.01 <0.01 <0.01 <0.01 <0.007 <0.01
Zinc as Zn mg/L 0.01 <0.01 <0.01 <0.01 0.030 0.01
Mercury as Hg mg/L <0.001 <0.001 <0.001 <0.001 <0.0005 <0.001
Aluminium mg/L 0.14 0.17 0.22 0.12 0.125 0.08
Selenium as Se mg/L <0.1 <0.1 <0.1 <0.1 <0.005 <0.1
Cyanide as CN mg/L <0.05 <0.05 <0.05 <0.05 <0.002 <0.05

Stations
Parameters Units
L1W10 L1W11 L1W12 L1W13 L1W14* L1W15
Nitrate nitrogen as NO3-N mg/L 0.74 0.42 0.51 0.54 0.009 0.78
Nitrite as NO2 mg/L 1.33 0.80 0.63 0.51 0.004 0.72
Phosphate as PO4 mg/L <0.01 <0.01 <0.01 <0.01 1.53 <0.01
Conductivity µS/cm 367.9 270 290 403 0.069 273
Total Coliform CFU/100 mL 10,000 22,000 27,000 16,000 919 14,000
Faecal Coliform CFU/100 mL 9,600 9,100 8,000 6,500 67 7,700
Escherichia coli CFU/100 mL 2,200 5,500 6,400 4,300 6 <1
pH - 7.3 7.2 7.6 7.2 5.8 7.4
Index 64 36 34 59 52 45
Class III IV IV III III IV
Slightly
Status Polluted Polluted Polluted Polluted Polluted
Polluted
Note:

d) Segment 1D: Station IS 1 to Station SM 14
Segment 1D consists of the water quality monitoring stations L1W16, L1W19 and
L1W20* where the water quality index (WQI) ranges from 47 (Class IV - Polluted)
and 85 (Class II - Clean).
pH and Temperature
pH levels ranged from 6.5 (Class I) to 7.3 (Class I) within Class I while the
temperature readings of the water samples were between 25.1 to 29.2 °C.
Dissolved Oxygen
DO concentrations ranged from 3.15 mg/L (Class III) to 4.12 mg/L (Class III).
L1W20* (Sg. Sarawak) had the lowest DO concentration at 3.15 mg/L. Domestic
waste discharged from upstream residential and commercial development may
cause lower DO concentration.

Biochemical Oxygen Demand (BOD) ranged from < 2 mg/L (Class I) to 15 mg/L
(Class V). Concentrations of Chemical Oxygen Demand (COD) ranged from < 2
mg/L (Class I) to 60 mg/L (Class IV). Similar to DO, L1W20* (Sg. Sarawak) had the
highest concentration of BOD and COD which are potentially caused by discharge
of domestic waste.

TSS concentrations for all stations ranged from 10 mg/L (Class I) to 27 mg/L (Class
IIA/B). Turbidity levels recorded were in the range of 13 NTU (Class IIA/B) to 37.4
NTU (Class IIA/B).
Ammoniacal Nitrogen
(Class V). L1W20* (Sg. Sarawak) had the highest concentration of NH 3-N at 18.20
mg/L. Sewage and sullage discharged from upstream residential areas could lead to
a higher NH3-N concentration at L1W20*.

E. coli concentrations at all stations ranged from < 1 to 800 CFU/100 mL. L1W19 (Sg.
Sarawak) had the highest concentration of E. coli. Sewage discharge from septic tanks
may have occurred at the commercial and residential areas upstream.
Total coliforms concentrations for all three stations ranged from 80CFU/100 mL
(Class I) to 10,000 CFU/100 mL (Class III) while faecal coliform concentrations
ranged from 3 CFU/100 mL (Class I) to 5,500 CFU/100 mL (Class III). L1W16
(roadside drain) had the highest concentration for both parameters. Higher
concentration of faecal coliform indicates possible sewage pollution from the
surrounding commercial premises.

Heavy Metals
The heavy metal parameters which recorded levels above the detectable limit are
listed below:
a) Iron (Fe) concentrations recorded ranged between 0.38 to 1.65 mg/L. L1W19 (Sg.
Sarawak) had the highest concentration of iron.
b) Concentrations of Manganese (Mn) recorded ranged between 0.01 to 0.04 mg/L.
L1W19 (Sg. Sarawak) had the highest concentration of manganese.
c) Concentrations of Zinc (Zn) recorded ranged between < 0.01 to 0.03 mg/L. L1W16
(roadside drain) had the highest concentration of zinc.
d) Concentrations of Aluminium (Al) recorded ranged between < 0.01 to 0.179 mg/L.
L1W20* (Sg. Sarawak) had the highest concentration of aluminium.
Other Parameters
Concentrations of oil and grease for all three stations ranged between < 0.5 to 1 mg/L.
L1W19 (Sg. Sarawak) had the highest concentration of oil and grease. Higher oil and
grease content in water at L1W19 is potentially caused by spent oil from boats
travelling across the river. Domestic discharge from upstream commercial and
residential areas may also increase concentrations of oil and grease in water.
Nitrite (NO2) concentrations ranged from 0.004 to 1.52 mg/L. Concentrations of

nitrate nitrogen (NO3-N) ranged from < 0.002 mg/L to 2.89 mg/L. L1W16 (roadside
drain) had the highest concentration of NO2 and NO3-N.
Summary
The water quality results for Segment 1D are shown in Table 6.8-7 while the
stations L1W16, L1W19 and L1W20* are summarized below:

Table 6.8-7 : Water Quality Sampling Results (Segment 1D)
Stations
Parameters Units
L1W16 L1W19 L1W20*
Dissolved Oxygen (DO) mg/L 3.31 4.12 3.15
Chemical Oxygen Demand (COD) mg/L 17 <2 60
Biochemical Oxygen Demand (BOD5 at 20 °C) mg/L 5 <2 15
Temperature °C 29.2 27.1 25.1
Total Suspended Solids (TSS) mg/L 10 27 20
Salinity ppt 0.13 0.03 0.57
Turbidity NTU 37.4 19.4 13.0
Ammoniacal Nitrogen mg/L 0.05 <0.05 18.20
Oil and Grease mg/L <1 1 <0.5
Arsenic as As mg/L <0.05 <0.05 <0.008
Cadmium as Cd mg/L <0.001 <0.001 <0.005
Chromium Trivalent (III) mg/L <0.05 <0.05 <0.04
Chromium Hexavalent (VI) mg/L <0.05 <0.05 <0.01
Copper as Cu mg/L <0.01 <0.01 0.020
Iron as Fe mg/L 0.38 1.65 0.733
Lead as Pb mg/L <0.05 <0.05 <0.015
Manganese as Mn mg/L 0.01 0.04 0.026
Nickel as Ni mg/L <0.01 <0.01 <0.007
Zinc as Zn mg/L 0.03 <0.01 0.024
Mercury as Hg mg/L <0.001 <0.001 <0.0005
Aluminium mg/L 0.11 <0.01 0.179
Selenium as Se mg/L <0.1 <0.1 <0.005
Cyanide as CN mg/L <0.05 <0.05 <0.002

Stations
Parameters Units
L1W16 L1W19 L1W20*
Nitrate nitrogen as NO3-N mg/L 2.89 <0.002 0.004
Nitrite as NO2 mg/L 1.52 0.40 0.004
Phosphate as PO4 mg/L <0.01 <0.01 5.21
Conductivity µS/cm 276 74 1.152
Total Coliform CFU/100 mL 10,000 5,700 80
Faecal Coliform CFU/100 mL 5,500 4,400 3
Escherichia coli CFU/100 mL <1 800 3
pH - 7.3 7.3 6.5
Index 77 85 47
Water Quality Index (WQI) Class II II IV
Status Slightly Polluted Clean Polluted
Note:

6.8.4.2 Serian Line (Line 2)
a) Segment 2A: Station SR 1 to Station SR 5
Segment 2A consists of the water quality monitoring stations L2W1*, L2W2, L2W3,
L2W4, L2W5*, L2W6 and L2W7 where the water quality index (WQI) ranges from 28
(Class V - Polluted) and 85 (Class II - Clean). There are no water intakes located
downstream of the alignment.
pH and Temperature
pH levels ranged from 6.9 (Class I) to 7.4 (Class I) while the temperature readings of
the water samples were between 25.6 to 29.1 °C.
Dissolved Oxygen
DO concentrations ranged from 1.66 mg/L (Class IV) to 5.79 mg/L (Class II). L2W2
(roadside drain) had the lowest DO concentration at 1.66 mg/L. L2W2 is surrounded
by residential and commercial areas, where sewage and sullage from these premises
may flow into the waterway.

to 189 mg/L (Class V). Chemical Oxygen Demand (COD) concentrations ranged
from 2.3 mg/L (Class I) to 435 mg/L (Class V). L2W3 (roadside drain) had the highest
concentration of BOD and COD. Higher BOD and COD concentrations may be
attributed to sullage discharge from the surrounding commercial areas.

TSS concentrations ranged from 5 mg/L (Class I) to 109 mg/L (Class III). L2W1* (Sg.
Sibireh) had the highest TSS concentration. Turbidity levels ranged from 4.2 to 143
NTU. Most monitoring stations in Segment 2A had turbidity concentrations below
Class II limits except for L2W1* (Sg. Sibireh); L2W4 (Sg. Semenggo) and L2W5* (Sg.
Semenggo).
Ammoniacal Nitrogen
Ammoniacal nitrogen (NH3-N) concentrations ranged from 0.12 mg/L (Class I) to
14.44 mg/L (Class V). L2W3 (roadside drain) had the highest concentration of NH3-
N. Sullage discharged from commercial areas may cause a higher NH 3-N
concentration at L2W3.

The E. coli concentrations at all stations ranged from < 1 to 7,100 CFU/100 mL. L2W3
(roadside drain) had the highest concentration of E. coli. Sewage discharged from the
surrounding commercial areas may lead to higher E. coli concentration at L2W3.
The concentrations of faecal coliforms ranged from < 1 CFU/100 mL (Class I) to

16,000 CFU/100 mL (Class III). L2W7 (roadside drain) had the highest concentration
of faecal coliform. Commercial premises in Kuching are noted to use septic tanks for
sewage (Lam, 2019). High load of septic tank discharge into the waterway could
cause higher concentration of faecal coliforms.
Heavy Metals
The heavy metal parameters which recorded detectable levels are listed below.
a) Concentrations of Copper (Cu) ranged from less than 0.01 to 0.018 mg/L. L2W1*
(Sg. Sibireh) had the highest concentration of copper.
b) Concentration of Iron (Fe) ranged from 0.095 to 6.02 mg/L. L2W4 (Sg. Semenggo)
had the highest concentration of iron.
c) Concentrations of Manganese (Mn) ranged from 0.006 to 0.65 mg/L. L2W4 (Sg.
Semenggo) had the highest concentration of manganese.
d) Concentrations of Zinc (Zn) recorded ranged from less than 0.01 to 0.039 mg/L.
L2W5* (Sg. Semenggo) had the highest concentration of zinc.
e) Concentrations of Aluminium (Al) recorded ranged from 0.080 to 5.13 mg/L.
L2W4 (Sg. Semenggo) had the highest concentration of aluminium.
Other Parameters
Oil and grease concentrations ranged from < 0.5 to 5 mg/L. L2W2 (roadside drain)
had the highest concentration of oil and grease at 5 mg/L. Higher oil and grease
content in water could be caused by oily waste from commercial premises that
surround the waterway.
Nitrite (NO2) concentrations ranged from 0.004 to 1.47 mg/L. L2W2 (roadside drain)
had the highest concentration of nitrite at 1.47 mg/L. Nitrate nitrogen (NO3-N)
concentrations recorded ranged from 0.007 to 1.80 mg/L. L2W6 (stream) had the
highest nitrate concentration of 1.80 mg/L.

Summary
The water quality results for Segment 2A are shown in Table 6.8-8 while the
stations L2W1*, L2W2, L2W3, L2W4, L2W5*, L2W6 and L2W7 are summarized
below.

Table 6.8-8 : Water Quality Sampling Results (Segment 2A)
Stations
Parameters Units
L2W1* L2W2 L2W3 L2W4
Biochemical Oxygen Demand (BOD5 at 20 °C) mg/L 5 5 189 <2
Temperature °C 25.6 26.8 29.1 26.3
Total Suspended Solids (TSS) mg/L 109 5 12 60
Salinity ppt 0.06 0.16 0.31 0.04
Turbidity NTU 63.4 7.4 10.7 143.0
Ammoniacal Nitrogen mg/L 3.64 3.44 14.44 0.12
Oil and Grease mg/L <0.5 5 3 3
Arsenic as As mg/L <0.008 <0.05 <0.05 <0.05
Cadmium as Cd mg/L 0.042 <0.001 <0.001 <0.001
Copper as Cu mg/L 0.018 <0.01 <0.01 <0.01
Iron as Fe mg/L 0.239 2.29 1.06 6.02
Lead as Pb mg/L <0.015 <0.05 <0.05 <0.05
Nickel as Ni mg/L <0.007 <0.01 <0.01 <0.01
Zinc as Zn mg/L 0.028 <0.01 <0.01 0.02
Mercury as Hg mg/L <0.0005 <0.001 <0.001 <0.001
Aluminium mg/L 0.234 0.09 0.19 5.13
Cyanide as CN mg/L <0.002 <0.05 <0.05 <0.05

Stations
Parameters Units
L2W1* L2W2 L2W3 L2W4
Nitrite as NO2 mg/L 0.005 1.47 0.68 0.39
Phosphate as PO4 mg/L 4.31 <0.01 <0.01 <0.01
Conductivity µS/cm 0.122 334 667 81
Total Coliform CFU/100 mL 128 16,000 23,000 12,000
Faecal Coliform CFU/100 mL 6 5,600 7,800 3,700
Escherichia coli CFU/100 mL 19 5,200 7,100 2,700
pH - 6.9 7.1 7.4 7.1
Index 59 59 28 85
Water Quality Index (WQI) Class III III V II
Status Polluted Polluted Polluted Clean
Note:

Table 6.8-8 : Water Quality Sampling Results (Segment 2A) (cont’d)
Stations
Parameters Units
L2W5* L2W6 L2W7
Chemical Oxygen Demand (COD) mg/L 42 2.3 7
Biochemical Oxygen Demand (BOD5 at 20 °C) mg/L 11 <2 6
Ammoniacal Nitrogen mg/L 5.60 1.48 1.30
Oil and Grease mg/L <0.5 <1 4
Arsenic as As mg/L <0.008 <0.05 <0.05
Cadmium as Cd mg/L <0.005 <0.001 <0.001
Copper as Cu mg/L 0.016 <0.01 <0.01
Iron as Fe mg/L 0.095 1.85 1.93
Lead as Pb mg/L <0.015 <0.05 <0.05
Nickel as Ni mg/L <0.007 <0.01 <0.01
Zinc as Zn mg/L 0.039 <0.01 0.02
Mercury as Hg mg/L <0.0005 <0.001 <0.001
Aluminium mg/L 0.080 0.47 0.51
Cyanide as CN mg/L <0.002 <0.05 <0.05

Stations
Parameters Units
L2W5* L2W6 L2W7
Nitrate nitrogen as NO3-N mg/L 0.01 1.80 1.19
Phosphate as PO4 mg/L 1.76 <0.01 <0.01
Conductivity µS/cm 0.146 200 190
Total Coliform CFU/100 mL 77 60,000 58,000
Faecal Coliform CFU/100 mL 32 <1 16,000
Escherichia coli CFU/100 mL 12 <1 400
pH - 7.1 7.2 7.3
Index 48 77 80
Water Quality Index (WQI) Class IV III II
Status Polluted Slightly Polluted Slightly Polluted
Note:

b) Segment 2B: Station SR 5 to Station IS 1
Segment 2B consists of the water quality monitoring stations L2W8, L2W9 and
L2W10 where the water quality index (WQI) ranges from 78 (Class II - Slightly
Polluted) to 79 (Class II - Slightly Polluted). There are no water intakes located
downstream of the alignment.
pH and Temperature
pH levels for the samples collected ranged from 6.9 (Class I) to 7.2 (Class I) while the
temperature readings of the water samples were between 27.7 to 28.2 °C.
Dissolved Oxygen
DO concentrations ranged from 3.17 mg/L (Class III) to 4.61 mg/L (Class III). L2W10
(roadside drain) had the lowest DO concentration at 3.17 mg/L. Sewage and sullage
discharged into the waterway may cause lower DO concentration in L2W10.

to 6 mg/L (Class III). L2W10 (roadside drain) had the highest BOD concentration at
6 mg/L.
COD concentrations ranged from 7 mg/L (Class I) to 23 mg/L (Class II). L2W9 (Sg.
Tabuan) had the highest COD concentration at 23 mg/L. Commercial premises and
residential areas surrounding L2W9 and L2W10 could discharge domestic waste that
led to high BOD and COD concentrations.

TSS concentrations ranged from 3 mg/L (Class I) to 21 mg/L (Class I). Turbidity
levels ranged from 1.0 NTU (Class I) to 34.2 NTU (Class II).
Ammoniacal Nitrogen
(Class III). L2W8 (concrete drain) had the highest concentration of NH3-N at 1.31
mg/L. Higher NH3-N concentrations at L2W8 is potentially caused by the discharge
of sewage from septic tanks in the surrounding commercial premises (Lam, 2019).

E. coli concentrations at all stations ranged between < 1 to 5,600 CFU/100 mL.
Concentrations for total coliforms ranged from 2,700 CFU/100 mL (Class IIA/B) to
27,000 CFU/100 mL (Class III) while concentrations of faecal coliforms ranged from
200 CFU/100 mL (Class IIB) to 5,600 CFU/100 mL (Class III). Similar to NH3-N,
L2W8 (concrete drain) had the highest concentration for the three parameters,
potentially due to pollution from sewage from commercial premises.

Heavy Metals
a) Concentrations of Iron (Fe) recorded ranged between 0.41 to 2.37 mg/L. L2W9
(Sg. Tabuan) had the highest concentration of iron.
b) Concentrations of Manganese (Mn) recorded ranged between 0.03 to 0.08 mg/L.
L2W10 (roadside drain) had the highest concentration of manganese.
c) Concentrations of Zinc (Zn) recorded ranged between less than 0.01 to 0.07
mg/L. L2W10 (roadside drain) had the highest concentration of zinc.
d) Concentrations of Aluminium (Al) ranged from 0.19 to 2.77 mg/L. L2W9 (Sg.
Tabuan) had the highest concentration of aluminium.
Other Parameters
Concentrations of oil and grease ranged from 2 to 4 mg/L. L2W10 (roadside drain)
had the highest oil and grease concentration. The residential area upstream of L2W10
may discharge domestic waste which may contain oil and grease into the waterway.
Nitrite (NO2) levels recorded ranged from 0.20 to 4.19 mg/L. L2W8 (concrete drain)
had the highest concentration of nitrite at 4.19 mg/L. Nitrate nitrogen (NO3-N) levels
ranged between 0.17 to 2.25 mg/L. L2W10 (roadside drain) recorded the highest
nitrate concentration at 2.25 mg/L. Domestic discharge from residential areas
surrounding L2W8 and L2W10 can cause increased concentration of NO2 and
NO3-N in the waterway.
Summary
The water quality results for Segment 2B are shown in Table 6.8-9 while the
laboratory results are attached in Appendix B. Water quality from the water quality
monitoring stations L2W8, L2W9 and L2W10 are summarized below:

Table 6.8-9 : Water Quality Sampling Results (Segment 2B)
Stations
Parameters Units
L2W8 L2W9 L2W10
Chemical Oxygen Demand (COD) mg/L 11 23 7
Biochemical Oxygen Demand (BOD5 at 20 °C) mg/L <2 <2 6
Ammoniacal Nitrogen mg/L 1.31 <0.05 <0.05
Oil and Grease mg/L 2 3 4
Arsenic as As mg/L <0.05 <0.05 <0.05
Cadmium as Cd mg/L <0.001 <0.001 <0.001
Copper as Cu mg/L <0.01 <0.01 <0.01
Iron as Fe mg/L 0.41 2.37 1.84
Lead as Pb mg/L <0.05 <0.05 <0.05
Nickel as Ni mg/L <0.01 <0.01 <0.01
Zinc as Zn mg/L 0.01 <0.01 0.07
Mercury as Hg mg/L <0.001 <0.001 <0.001
Aluminium mg/L 0.19 2.77 0.27
Cyanide as CN mg/L <0.05 <0.05 <0.05

Stations
Parameters Units
L2W8 L2W9 L2W10
Nitrate nitrogen as NO3-N mg/L 0.59 0.17 2.25
Phosphate as PO4 mg/L <0.01 <0.01 <0.01
Conductivity µS/cm 173 61 310
Total Coliform CFU/100 mL 27,000 2,700 15,000
Faecal Coliform CFU/100 mL 5,600 500 200
Escherichia coli CFU/100 mL 5,600 <1 100
pH - 6.9 7.0 7.2
Index 79 79 78
Water Quality Index (WQI) Class II II II
Status Slightly Polluted Slightly Polluted Slightly Polluted
Note:

c) Segment 2C: Station IS 1 to Station SR 13
Segment 2C consists of the water quality monitoring stations L2W11, L2W12,

L2W13*, L2W14 and L2W15 where the water quality index (WQI) for these stations
ranges from 50 (Class IV - Polluted) and 91 (Class II - Clean). There are no water
intakes located downstream of the alignment.
pH and Temperature
pH levels for the water samples collected ranged from 7.2 (Class I) to 7.5 (Class I),
while the temperature ranged from 26.2 to 29.8 °C.
Dissolved Oxygen
DO concentrations ranged from 1.93 mg/L (Class III) to 5.30 mg/L (Class III). L2W15
(earth drain) had the lowest DO concentration at 1.93 mg/L. The lower DO
concentration at L2W15 is potentially due to industrial wastes discharged into the
waterways by the surrounding industrial premises.

Biochemical Oxygen Demand (BOD) concentrations ranged from 2 mg/L (Class
IIA/B) to 19 mg/L (Class V). L2W11 (roadside drain) had the highest BOD
concentration. Sullage and sewage discharged from commercial and residential
premises surrounding the waterway could lead to higher concentrations of BOD.
Chemical Oxygen Demand (COD) concentrations ranged from 5 mg/L (Class I) to

54 mg/L (Class IV). L2W13* (Sg. Sarawak) had the highest concentration of COD at
54 mg/L. Industrial premises upstream of L2W13* could potentially discharge
effluent into the waterway, leading to higher COD concentrations.

TSS concentrations ranged from 4 mg/L (Class I) to 26 mg/L (Class IIA/B). Turbidity
levels ranged between 0.8 NTU and 54.7 NTU.
Ammoniacal Nitrogen
7.62 mg/L (Class V). L2W11 (roadside drain) had the highest concentration of NH 3-
N. Sullage and sewage discharged from the surrounding commercial premises could
lead to the higher NH3-N concentration at L2W11.

E. coli concentrations ranged from < 1 to 12,000 CFU/100 mL. The concentrations of
total coliforms ranged from 48 CFU/100 mL (Class I) to 47,000 CFU/100 mL (Class
III) while concentrations of faecal coliforms ranged between 12 CFU/100 mL (Class
IIA) to 17,000 CFU/100 mL (Class III).

L2W12 (roadside drain) had the highest concentration of E. coli, total coliform and
faecal coliform. Higher concentrations of the three parameters are potentially caused
by discharge from septic tanks from the surrounding residential and commercial
premises.
Heavy Metals
a) Concentrations of Copper (Cu) ranged from less than 0.01 to 0.05 mg/L. L2W13*
(Sg. Sarawak) had the highest concentration of copper.
b) Concentrations of Iron (Fe) recorded ranged between 0.223 to 7.09 mg/L. L2W15
(earth drain) had the highest concentration of iron.
c) Concentrations of Manganese (Mn) recorded ranged between 0.010 to 0.15 mg/L.
L2W15 (earth drain) had the highest concentration of manganese.
d) Concentrations of Zinc (Zn) recorded for all the monitoring stations were less
than 0.01 mg/L to 0.07 mg/L. L2W15 (earth drain) had the highest concentration
of zinc.
e) Concentrations of Aluminium (Al) ranged from 0.09 to 3.41 mg/L. L2W15 (earth
drain) had the highest concentration of aluminium.
Other Parameters
Concentrations of oil and grease ranged from < 0.05 mg/L to 3 mg/L.
Nitrite (NO2) levels ranged from < 0.01 to 4.30 mg/L. Nitrate nitrogen (NO3-N) levels
ranged between 0.004 to 0.48 mg/L. L2W11 (roadside drain) had the highest
concentration NO2 and NO3-N.
Summary
The water quality results for Segment 2C are shown in Table 6.8-10 while the
laboratory results are attached in Appendix B. The water quality at the water
monitoring stations L2W11, L2W12, L2W13*, L2W14 and L2W15 are summarized
below:

Table 6.8-10 : Water Quality Sampling Results (Segment 2C)
Stations
Parameters Units
L2W11 L2W12 L2W13* L2W14 L2W15
Dissolved Oxygen (DO) mg/L 3.95 5.30 3.40 3.19 1.93
Chemical Oxygen Demand (COD) mg/L 24 5 54 15 11
Biochemical Oxygen Demand (BOD5 at 20 °C) mg/L 19 <2 13 <2 4
Temperature °C 28.3 29.8 26.2 27.9 27.5
Total Suspended Solids (TSS) mg/L 4 7 26 7 26
Salinity ppt 0.15 0.28 0.38 7.23 0.14
Turbidity NTU 54.7 8.4 32.9 7.4 0.8
Ammoniacal Nitrogen mg/L 7.62 <0.05 5.04 <0.05 <0.05
Oil and Grease mg/L <1 2 <0.5 3 3
Arsenic as As mg/L <0.05 <0.05 <0.008 <0.05 <0.05
Cadmium as Cd mg/L <0.001 <0.001 <0.005 <0.001 <0.001
Chromium Trivalent (III) mg/L <0.05 <0.05 <0.04 <0.05 <0.05
Chromium Hexavalent (VI) mg/L <0.05 <0.05 <0.01 <0.05 <0.05
Copper as Cu mg/L <0.01 <0.01 0.050 <0.01 <0.01
Iron as Fe mg/L 0.98 5.76 0.223 1.26 7.09
Lead as Pb mg/L <0.05 <0.05 <0.015 <0.05 <0.05
Manganese as Mn mg/L 0.04 0.07 0.010 0.04 0.15
Nickel as Ni mg/L <0.01 <0.01 <0.007 <0.01 <0.01
Zinc as Zn mg/L <0.01 <0.01 0.052 <0.01 0.07
Mercury as Hg mg/L <0.001 <0.001 <0.0005 <0.001 <0.001
Aluminium mg/L 0.09 0.11 0.138 0.89 3.41
Selenium as Se mg/L <0.1 <0.1 <0.005 <0.1 <0.1
Cyanide as CN mg/L <0.05 <0.05 <0.002 <0.05 <0.05

Stations
Parameters Units
L2W11 L2W12 L2W13* L2W14 L2W15
Nitrate nitrogen as NO3-N mg/L 0.48 0.39 0.004 0.13 0.004
Nitrite as NO2 mg/L 4.30 1.15 0.008 <0.01 <0.01
Phosphate as PO4 mg/L <0.01 <0.01 1.62 <0.01 <0.01
Conductivity µS/cm 288 622 0.760 2,117 291
CFU/100
Total Coliform 4,800 47,000 48 17,000 23,000
mL
CFU/100
Faecal Coliform 2,400 17,000 12 300 700
mL
CFU/100
Escherichia coli 2,200 12,000 <1 100 400
mL
pH - 7.3 7.5 7.2 7.3 7.5
Index 56 91 50 80 72
Water Quality Index (WQI) Class III II IV II III
Status Polluted Clean Polluted Slightly Polluted Slightly Polluted
Note:

6.8.5 Beneficial Uses Along the Alignment
6.8.5.1 Water Supply Infrastructure
There are no water intakes and water treatment plants (WTPs) located downstream
of any river crossings along both Line 1 and Line 2.
There are two water treatment plants that are located upstream of the KUTS ART
Phase 1 lines, namely the Matang WTP and Batu Kitang WTP. The Matang WTP
(Plate 6.8-1 and Figure 6.8-8) is located 23 km upstream of Line 1. It is a 3.5 million
gallon per day (MGD) treatment plant that abstracts raw water from the surrounding
mountain streams. Water is also abstracted from 2 storage reservoirs to supplement
water obtained from the streams. Water supplied by Matang WTP accounts for 2%
of the total water production for Kuching City (Kuching Water Board, 2021).
Source: Kuching Water Board (2021)

Plate 6.8-1 : Matang Water Treatment Plant
The Batu Kitang WTP (Plate 6.8-2 and Figure 6.8-8) is located 5 km upstream of
Line 2. It has a capacity of 68 million litre per day (MLD) and abstracts raw water
from Sg. Sarawak Kiri. It is also supported by another treatment plant and raw water
intake with a capacity of 9 MGD. Raw water is pumped from the river to the plant
where it undergoes conventional treatment processes. The Batu Kitang WTP also
employs a similar approach to the Matang WTP where the treated water is gravitated
to the distribution system. The treatment plant accounts for more than 98% of the
total water production for Kuching City (Kuching Water Board, 2021).

Source: Kuching Water Board (2021)
Plate 6.8-2 : Batu Kitang Water Treatment Plant
Details on both the water treatment plants are summarized in Table 6.8-11.
Table 6.8-11 : Water Supply Infrastructure Upstream of Line 1 and Line 2

Water Treatment Plant
No
Name Coordinates Capacity (MLD) Intake
1°34'42.40"N Matang Dam and
1 Matang 16
110°12'48.24"E Sg. Sebubut
1°27'0.26"N
2 Batu Kitang 68 Sg. Sarawak Kiri
110°17'12.15"E
6.8.5.2 Fisheries and Aquaculture Activities
There are two aquaculture facilities that are located approx. 0.11 km upstream of
Line 2 and the Batu 12 depot, which are Pusat Perikanan Darat Semenggok and K.A.S
Ayam Sdn. Bhd. (Plate 6.8-3 and Table 6.8-12). The Pusat Perikanan Darat
Semenggok is an 18.8 ha facility that is managed by the Department of Agriculture
Sarawak. The facility consists of a training center where studies and training related
to aquaculture are conducted. This facility breeds various fish species and has been
noted to have the potential to be a breeding ground for fish fries, shrimp clutches
and crab zoea (Utusan Borneo Online, 2018). The center cultivates fish species such
as tilapia, keli, tenggadak, jelawat, lee koh, lampan jawa, biawan, sepat, siam, rohu, patin as
well as baung. The facility does not extract water from the river. Instead, water is
sourced from water retention pond that collects rain water.
The K.A.S. Ayam Sdn. Bhd. is a privately owned aquaculture enterprise. Water for
the aquaculture ponds is sourced from a water retention pond. In the event of
drought, water from Sg. Sibireh is extracted for use. The total area of the premise is
2.76 ha with the primary species cultivated being tilapia.

Plate 6.8-3 : Aquaculture Facilities along Line 2
Table 6.8-12 : Location of Aquaculture Ponds

No Location Coordinates Pond Area (ha)
1°24'02.90"N
1 Pusat Perikanan Darat Semenggok 18.80
110°19'49.60"E
1°24'00.70"N
2 K.A.S. Ayam Sdn. Bhd. 2.76
110°20'10.30"E
Source: Department of Agriculture Sarawak, December 2020
6.8.5.3 Groundwater Abstraction
There are no groundwater abstraction points, exploration and monitoring wells

within the vicinity of Line 1 and Line 2 as reported in Department of Mineral and
Geoscience Malaysia’s data on Telaga Air Tanah Negeri Sarawak (2016).
This was affirmed in a correspondence with the Department of Mineral and

Geoscience Malaysia, Sarawak (March 2021), where there is no groundwater
abstraction activity within the immediate vicinity of Line 1 and Line 2. Hence, the
KUTS ART Phase 1 is unlikely to pose an impact to groundwater abstraction in its
vicinity. Plate 6.8-4 shows the tube well locations in relation to the KUTS ART
Phase 1.

Source: Department of Mineral and Geoscience Malaysia, Sarawak, 10 March 2021
Plate 6.8-4 : Tube Well Locations in Relation to KUTS ART Phase 1

6.9 AIR QUALITY
Ambient air quality monitoring was conducted from 4th to 17th January 2021 to
establish the baseline ambient air quality prior to the construction and operation of
the Project.
The monitoring was carried out for six pollutants, namely particulate matter less than
10 microns (PM10), particulate matter less than 2.5 microns (PM2.5), sulphur dioxide
(SO2), nitrogen dioxide (NO2), carbon monoxide (CO) and ozone (O3). In addition,
wind measurements were taken to determine the wind direction and wind speed
during the monitoring period. The parameters, sampling duration and method are
summarised in Table 6.9-1.
Table 6.9-1 : Air quality Parameters and Monitoring Methods

Measurement Sampling
Parameters Method
Unit Duration
PM10 µg/m3 24-Hour ASTM D4096, 1993
PM2.5 µg/m3 24-Hour MiniVol™ TAS Sampler
SO2 µg/m3 24-Hour ASTM D2914, 1993
NO2 µg/m3 1-Hour ASTM D1607, 1991
CO mg/m3 8-Hour ASTM D4599-14
O3 µg/m3 8-Hour ISC 411
Wind Measurement
m/s 24-Hour Automatic Wind Sensor
(direction and velocity)
6.9.2 Monitoring Locations
Ambient air monitoring was carried out at 17 locations based on the proximity of air
sensitive receptors (ASRs) to the Project site which are deemed to be the most
prominent areas to be potentially affected from the construction activities. These 17
locations can be considered as representative locations that provide the existing
ambient air quality along the entire length of both the lines. The coordinates of the
air monitoring locations are tabulated in Table 6.9-2 and shown in Figure 6.8-1 to
Figure 6.8-7.

Table 6.9-2 : Locations of Ambient Air Quality Monitoring Points
Ref Segment ART Station Location Coordinates
Rembus 1°29'22.07"N
L1A1 1A Kg. Rembus
(Provisional) 110°29'3.75"E
1°27'27.01"N
L1A2 1B SM 1 Kolej Kenaga UNIMAS
110°27'15.41"E
1°27'25.63"N
L1A3 1B SM 2 Kg. Melaban
110°26'38.73"E
Eden-on-the-Park Nursing 1°28'22.19"N
L1A7 1B SM 5
Care Residence 110°25'3.88"E
Avona Residence (Northbank 1°30'36.83"N
L1A8 1C SM 7
by IBRACO) 110°23'40.78"E
1°31'23.34"N
L1A4 1C SM 8 Kg. Kastam Tabuan Jaya
110°22'47.01"E
1°31'43.00"N
L1A5 1C SM 9 Wan Alwi
110°22'10.12"E
Batu Lintang Fire and Rescue 1°32'3.86"N
L1A9 1D SM 12
Station Living Quarters 110°20'40.59"E
1°32'38.26"N
L1A10 1D SM 13 Taman Lorong Pisang
110°20'13.62"E
Chung Hua Middle School 1°33'15.98"N
L1A11 1D -
No. 4 110°20'15.76"E
1°33'30.58"N
L1A6 1D SM 14 Masjid Bandaraya Kuching
110°20'26.51"E
1°24'20.78"N
L2A1 2A - Taman Eden Fields
110°20'13.34"E
1°26'47.05"N
L2A2 2A SR 3 SK Wira Jaya Samarahan
110°19'38.40"E
1°29'58.27"N
L2A3 2B SR 7 Kg. Cemerlang
110°20'57.15"E
1°31'44.57"N
L2A4 2B - Borneo Medical Centre
110°21'28.09"E
Chung Hua Middle School 1°32'25.56"N
L2A5 2C SR 10
No. 3 110°22'12.14"E
1°32'51.43"N
L2A6 2C - SMK Pending
110°23'3.13"E

6.9.3 Monitoring Results
The monitoring results are tabulated in Table 6.9-3 and compared against the
Malaysian Ambient Air Quality Standard (MAAQS). Discussions of the results for
the respective segment can be referred in the following sub-sections. The laboratory
results are attached in Appendix B.
Table 6.9-3 : Baseline Ambient Air Quality Results

Parameter (µg/m3)
Ref Location
PM10 PM2.5 SO2 NO2 CO* O3

L1A1 Kg. Rembus 16 6 ND <10 ND <2 ND <0.1 ND <2
L1A2 Kolej Kenaga UNIMAS 12 6 ND <10 ND <2 ND <0.1 ND <2
L1A3 Kg. Melaban 12 6 ND <10 ND <2 ND <0.1 ND <2
Eden-on-the-Park Nursing Care
L1A7 12 6 ND <10 ND <2 ND <0.1 ND <2
Residence
Avona Residence (Northbank by
L1A8 16 8 ND <10 ND <2 ND <0.1 ND <2
IBRACO)
L1A4 Kg. Kastam Tabuan Jaya 12 7 ND <10 ND <2 ND <0.1 ND <2
L1A5 Wan Alwi 11 7 ND <10 ND <2 ND <0.1 ND <2
Batu Lintang Fire and Rescue
L1A9 15 5 ND <10 ND <2 ND <0.1 ND <2
Station Living Quarters
L1A10 Taman Lorong Pisang 11 5 ND <10 ND <2 ND <0.1 ND <2
L1A11 Chung Hua Middle School No. 4 16 6 ND <10 ND <2 ND <0.1 ND <2
L1A6 Masjid Bandaraya Kuching 13 8 ND <10 ND <2 ND <0.1 ND <2
L2A1 Taman Eden Fields 14 6 ND <10 ND <2 ND <0.1 ND <2
L2A2 SK Wira Jaya Samarahan 14 6 ND <10 ND <2 ND <0.1 ND <2
L2A3 Kg. Cemerlang 12 10 ND <10 ND <2 ND <0.1 ND <2
L2A4 Borneo Medical Centre 21 10 ND <10 ND <2 ND <0.1 ND <2
L2A5 Chung Hua Middle School No. 3 14 5 ND <10 ND <2 ND <0.1 ND <2
L2A6 SMK Pending 11 6 ND <10 ND <2 ND <0.1 ND <2
MAAQS Limit 100 35 80 280 10 100
Note:
* CO reading is in mg/m3

6.9.3.1 Samarahan Line (Line 1): Rembus to Hikmah Exchange
Ambient air quality monitoring results for the 11 locations along Line 1 is
summarised as follows:
• PM10 readings ranged from 11 to 16 μg/m³, with the highest concentrations

recorded at point L1A1 (Kg. Rembus), L1A8 (Avona Residence) and L1A11
(Chung Hua Middle School No. 4)
• PM2.5 readings ranged from 5 to 8 μg/m³, with the highest concentrations
recorded at both point L1A8 (Avona Residence) and L1A6 (Masjid Bandaraya
Kuching)
• SO2 was below the detection limit (<10 μg/m³)
• NO2 was below the detection limit (<2 μg/m³)
• CO was below the detection limit (<0.1 mg/m³)
• O3 was below the detection limit (<2 μg/m³)
• Concentrations of all parameters were well below the stipulated limits of the
MAAQS throughout the monitoring period
6.9.3.2 Serian Line (Line 2): Batu 12 to The Isthmus
Ambient air quality monitoring results for six locations along Line 2 is summarised
as follows:
• PM10 readings ranged from 11 to 21 μg/m³, with the highest concentrations

recorded at point L2A4 (Borneo Medical Center)
• PM2.5 readings ranged from 5 to 10 μg/m³, with the highest concentrations
recorded at both point L2A3 (Kg. Cemerlang) and L2A4 (Borneo Medical
Center)
• SO2 was below the detection limit (<10 μg/m³)
• NO2 was below the detection limit (<2 μg/m³)
• CO was below the detection limit (<0.1 mg/m³)
• O3 was below the detection limit (<2 μg/m³)
• Concentrations of all parameters were well below the stipulated limits of the
MAAQS throughout the monitoring period
6.9.3.3 Summary
Generally, the ambient air quality at the monitoring locations during the monitoring
period was below the stipulated limit of the MAAQS. The concentrations of four
pollutants, i.e. SO2, NO2, CO and O3 were recorded below the detection limits of <10
μg/m³, <2 μg/m³, <0.1 mg/m³ and <2 μg/m³ respectively at all monitoring locations.

6.10 NOISE & VIBRATION
Baseline noise and vibration monitoring was undertaken to be used as a basis of noise
and vibration assessment. Noise and vibration monitoring was conducted from 18th
January 2021 to 6th February 2021 and 19th to 20th April 2021.
The Standards and Guidelines applicable for environmental noise and vibration
measurements are:
• ISO 1996 Part 1, 1982 / BS 7445 Part 1, 1991: Description and measurement of
environmental noise – Part 1: Guide to quantities and procedures
• BS 6472: 1992: Guide to evaluation of human exposure to vibration in
buildings (1 Hz to 80 Hz)
• Guidelines for Environmental Noise Limits and Control, Third Edition, 2019,
DOE
• The Planning Guidelines for Environmental Vibration Limits and Control,
2007, DOE
Instruments used for the noise and vibration measurements were:

• 2 units of TSI Soundpro SE Class 1 sound level meter
• TSI Quest AcoustiCal AC-300 Class 1 sound calibrator
• 2 units Instantel Blastmate vibration data logger fitted with geophone
transducers
The TSI Soundpro SE is a Class 1 hand held sound level meter. The sound level meter
was mounted on a tripod, fitted with a wind shield and set for automatic recording.
The sound level monitoring was periodically manned during the monitoring period.
The Instantel Blastmate is a vibration data logger with measurements undertaken in

three orthogonal directions for peak particle velocities that comes with vibration time
histories and peak vibration events frequency response reporting.
The noise and vibration monitoring devices were field calibrated prior to and after
the monitoring with the respective calibrators.

Noise
Noise monitoring involved continuous 24-hours noise measurements typically from

0700 hours to 0700 hours of the following day. Noise data were continuously logged
in one (1) second increments over 24 hours. Data were stored in the instrument’s
internal storage and data retrieved for off-site data reduction and analysis.
The noise monitoring unit was set for statistical measurements to obtain the LAeq
(equivalent continuous A weighted sound pressure levels), statistical ninety
percentile level L90 (sound pressure levels exceeded for ninety percent of the time),
and statistical ten percentile level L10 (sound pressure levels exceeded for ten percent
of the time), and instantaneous maximum Lmax levels. The noise monitoring unit was
installed onto a secure fixture (typically lamp post or suitable elevated exposed
structure) for outdoor monitoring.
The noise levels were reported for hourly Leq, L90 and L10 levels to provide a 24 hours’
description of the noise climate. Day and night time equivalent continuous levels
LAeq, and L90 and L10 noise are reported.
L10, L90 are statistical percentile levels - where the ninety percentile L90 is sound
pressure levels that are exceeded for ninety percent of the time and the ten-percentile
level L10 are levels that are exceeded for ten percent of the time.
Vibration
Vibration measurements at the monitoring locations involved short term

measurements during day and evening time periods to determine typical ambient
levels from any prevalent vibration activities measured at the receptor’s site
boundaries. Measurements were undertaken for vertical, transverse and
longitudinal directions.
Peak vibration events were continuously logged by the analyzer and were extracted
from the vibration monitoring to obtain the peak response levels, with vibration
response levels plotted to determine the human vibration response curves for vertical
(z-axis), transverse and longitudinal (in direction to construction site).

6.10.2 Monitoring Locations
Monitoring locations were identified amongst populated areas (residential housing

areas and mixed development areas). The residential areas consist of urban,
suburban and low-density areas including kampungs. For instance, Line 1 passes by
Kg. Rembus where the existing environment may be relatively quiet.
Within the built-up areas and residential estates, monitoring locations were selected
on the basis of the nearest receptors to the alignment corridor typically representative
of the receptors at that location that may be affected by the ART construction and
operations. Noise monitoring was conducted at 27 locations while vibration
monitoring was conducted at 26 locations (Table 6.10-1 and Figure 6.8-1 to Figure
6.8-7).
Table 6.10-1 : Noise and Vibration Monitoring Locations

Ref Segment Location Coordinates
1°28'46.66"N
L1NV23 1A SK Agama Ibnu Khaldun
110°28'43.77"E
1°27'27.01"N
L1NV1 1B Kolej Kenaga UNIMAS
110°27'15.41"E
1°27'22.17"N
L1NV2 1B The Church in Kota Samarahan
110°27'7.76"E
1°29'49.37"N
L1NV7 1C Tiya Vista
110°23'53.53"E
1°30'28.1"N
L1NV24 1C NorthBank Development by IBRACO
110°23'32.8"E
1°31'9.08"N
L1NV9 1C Taman Stutong Indah
110°23'0.09"E
1°31'25.86"N
L1NV10 1C Lodge International School
110°22'43.96"E
1°31'38.03"N
L1NV11 1C Vivacity Jazz Suite Condo
110°22'9.90"E
1°31'43.20"N
L1NV25 1C Houses along Lorong Wan Alwi 6a
110°21'48.20"E
1°31'57.10"N
L1NV13 1D Swinburne University
110°21'27.67"E
1°32'15.31"N
L1NV15 1D Houses along Jalan Simpang Tiga
110°21'21.52"E
1°32'15.9"N
L1NV26 1D Lorong Batu Lintang 12
110°21'00.2"E
1°32'34.60"N
L1NV27 1D Sarawak General Hospital
110°20'19.10"E
1°33'16.32"N
L1NV20 1D Chung Hua Middle School No. 4
110°20'16.52"E
1°33'30.58"N
L1NV21 1D Masjid Bandaraya Kuching
110°20'26.51"E
1°24'16.75"N
L2NV22 2A Taman Lan Hua
110°20'32.16"E

Ref Segment Location Coordinates
1°24'20.84"N
L2NV1 2A Eden Fields
110°20'13.92"E
1°25'25.68"N
L2NV3 2A Padawan Community Hall
110°19'38.99"E
1°26'14.24"N
L2NV4 2A Houses along Lorong Emas 1A
110°19'40.51"E
1°27'22.49"N
L2NV7 2A Kem Penrissen
110°19'29.58"E
1°28'9.23"N
L2NV10 2A Sam San Kuet Bong Temple
110°19'40.47"E
1°30'2.18"N
L2NV12 2B Kg. Cemerlang
110°20'57.43"E
1°31'5.75"N
L2NV14 2B BEM (SIB) The Way Church
110°21'13.97"E
1°31'44.57"N
L2NV15 2B Borneo Medical Centre
110°21'28.09"E
1°32'25.56"N
L2NV17 2C Chung Hua Middle School No. 3
110°22'12.14"E
1°32'40.89"N
L2NV18 2C Kuching Buddhist Fellowship
110°22'29.48"E
1°32'51.43"N
L2NV19 2C SMK Pending
110°23'3.13"E
Note: 24 Hour Noise & Short-Term Vibration
24 Hour Noise & 24 Hour Vibration
6.10.3 Monitoring Results
Noise
The results of the measured baseline noise levels are tabulated in Table 6.10-2. These
baseline noise levels were assessed against the Department of Environment’s (DOE)
recommended acceptance limits for land use in existing built-up areas based on the
Second Schedule (Recommended Permissible Sound Level by Receiving Land Use
for Existing Built-Up Areas) of the Guidelines for Environmental Noise Limits and
Control, Third Edition, 2019.

Table 6.10-2 : Noise Monitoring Results
DOE
Leq L10 L90 Lmax Limit
Ref. Location Time Assessment*
Leq
dBA dBA dBA dBA dBA
24 hr 69.5 71.5 66.9 92.8 -
Kolej Kenaga
L1NV1 Day 69.8 71.8 67.1 92.8 60 Exceed
UNIMAS
Night 69.0 71.0 66.6 88.8 55 Exceed
24 hr 65.9 67.8 64.2 96.9 -
The Church in
L1NV2 Day 67.7 69.5 66.0 89.5 60 Exceed
Kota Samarahan
Night 57.5 61.8 55.3 96.9 55 Exceed
24 hr 68.1 70.1 65.0 96.9 -
L1NV7 Tiya Vista Day 69.4 71.5 66.6 96.9 65 Exceed
Night 63.9 65.8 59.4 91.1 60 Exceed
NorthBank 24 hr 70.3 73.4 64.9 99.3 -
L1NV24 Development by Day 71.1 74.4 66.0 97.7 70 Exceed
IBRACO Night 68.4 71.1 62.3 99.3 65 Exceed
24 hr 68.1 71.2 63.1 109.7 -
Taman Stutong
L1NV9 Day 69.8 73.0 65.0 94.7 65 Exceed
Indah
Night 61.6 62.0 53.4 109.7 60 Exceed
Lodge 24 hr 67.4 70.7 58.8 113.0 -
L1NV10 International Day 68.8 72.3 60.3 113.0 60 Exceed
School Night 63.0 65.1 53.8 94.3 55 Exceed
24 hr 70.9 73.6 68.2 102.1 -
Vivacity Jazz
L1NV11 Day 71.1 74.2 68.4 102.1 65 Exceed
Suite Condo
Night 70.4 72.4 67.8 97.1 60 Exceed
Houses along 24 hr 69.2 71.1 60.0 102.0 -
L1NV25 Lorong Wan Day 71.1 72.9 62.0 101.4 65 Exceed
Alwi 6a Night 59.9 63.2 41.7 102.0 60 Within
24 hr 72.0 75.7 67.9 96.7 -
Swinburne
L1NV13 Day 72.7 77.0 67.9 96.7 60 Exceed
University
Night 70.4 72.2 67.8 92.8 55 Exceed
Houses along 24 hr 69.4 73.2 61.2 112.1 -
L1NV15 Jalan Simpang Day 71.3 75.1 62.9 112.1 65 Exceed
Tiga Night 58.1 62.2 53.3 96.9 60 Within
24 hr 67.6 70.2 58.4 100.9 -
Lorong Batu
L1NV26 Day 69.3 72.0 60.4 100.9 65 Exceed
Lintang 12
Night 60.6 62.1 43.8 95.1 60 Exceed
24 hr 70.3 70.9 69.6 89.9 -
Sarawak General
L1NV27 Day 71.1 71.6 70.4 89.9 60 Exceed
Hospital
Night 68.8 69.5 68.0 69.1 55 Exceed
Chung Hua 24 hr 67.5 69.0 65.9 111.8 -
L1NV20 Middle School Day 67.8 69.5 66.4 109.0 60 Exceed
No. 4 Night 66.9 68.1 64.9 111.8 55 Exceed
Masjid 24 hr 71.9 75.4 62.3 74.5 -
L1NV21 Bandaraya Day 72.6 76.0 62.3 74.5 60 Exceed
Kuching Night 70.6 74.2 62.2 74.5 55 Exceed
24 hr 70.4 72.4 67.8 94.1 -
SK Agama Ibnu
L1NV23 Day 70.4 72.4 67.8 94.1 60 Exceed
Khaldun
Night 70.4 72.3 67.7 92.8 55 Exceed
24 hr 66.9 70.2 59.0 91.2 -
L2NV1 Eden Fields Day 68.0 71.6 59.2 82.4 65 Exceed
Night 63.8 66.2 58.5 91.2 60 Exceed

DOE
Leq L10 L90 Lmax Limit
Ref. Location Time Assessment*
Leq
dBA dBA dBA dBA dBA
24 hr 67.6 70.5 55.4 94.9 -
Padawan
L2NV3 Day 69.0 72.1 57.0 94.9 65 Exceed
Community Hall
Night 63.0 65.4 49.0 89.9 60 Exceed
24 hr 63.2 65.8 58.2 95.6 -
Houses along
L2NV4 Day 63.4 65.5 58.4 95.6 65 Within
Lorong Emas 1A
Night 63.0 66.3 57.8 95.6 60 Exceed
24 hr 55.2 56.9 50.9 99.7 -
L2NV7 Kem Penrissen Day 56.2 57.6 51.7 99.7 65 Within
Night 53.0 55.2 49.1 73.4 60 Within
24 hr 76.1 77.0 75.5 91.6 -
Sam San Kuet
L2NV10 Day 77.8 78.5 77.2 91.6 60 Exceed
Bong Temple
Night 69.5 72.0 68.0 87.8 55 Exceed
24 hr 72.7 74.7 70.7 108.1 -
L2NV12 Kg. Cemerlang Day 73.0 75.2 70.8 108.1 65 Exceed
Night 72.1 73.6 70.6 108.1 60 Exceed
24 hr 74.2 75.3 73.0 106.7 -
BEM (SIB) The
L2NV14 Day 75.7 76.6 74.5 97.8 60 Exceed
Way Church
Night 69.7 71.4 67.8 106.7 55 Exceed
24 hr 72.8 74.1 71.4 105.0 -
Borneo Medical
L2NV15 Day 73.7 75.1 72.2 105.0 60 Exceed
Centre
Night 70.7 71.6 69.6 102.0 55 Exceed
Chung Hua 24 hr 63.5 66.3 57.7 101.2
L2NV17 Middle School Day 63.6 66.9 57.8 101.2 60 Exceed
No. 3 Night 63.2 65.1 57.6 101.2 55 Exceed
Kuching 24 hr 58.1 59.8 55.5 93.9 -
L2NV18 Buddhist Day 58.3 60.1 55.5 93.9 60 Within
Fellowship Night 57.7 59.0 55.5 93.9 55 Exceed
24 hr 66.3 69.1 61.1 114.4 -
L2NV19 SMK Pending Day 66.5 69.4 61.3 114.4 60 Exceed
Night 66.0 68.3 60.6 100.0 55 Exceed
24 hr 63.0 65.4 56.9 77.3 -
L2NV22 Taman Lan Hua Day 64.3 66.4 57.6 77.3 65 Within
Night 59.6 62.7 55.4 61.1 60 Within
Note: 24 Hour Noise & Short-Term Vibration
24 Hour Noise & 24 Hour Vibration
Exceeded either day or night time
* Second Schedule of DOE’s Guidelines for Environmental Noise Limits and Control, Third Edition,
2019
Measured day time equivalent noise level, Leq Day in urban areas were observed to
have relatively high noise levels corresponding to urban road traffic or were in close
vicinity to busy roads. Measured noise levels were typically above DOE’s
recommended levels of 65 dBA Leq day, and 60 dBA Leq night. The locations with high
ambient baseline noise levels include receptors at Samarahan, Tabuan, Kuching City,
along Jalan Penrissen, Jalan Tun Jugah and Jalan Tun Razak areas.

Vibration
Baseline vibration levels were assessed against the allowable limits and human
response curves as per DOE’s recommended limits of Schedule 5 (Recommended
Limits for Human Response and Annoyance from Steady State Vibrations) of the
Planning Guidelines for Vibration Limits and Control in the Environment, 2007. The
measured vibration levels in the three orthogonal directions are tabulated in Table
6.10-3 while the corresponding human response rating curves are tabulated in Table
6.10-4.
Table 6.10-3 : Vibration Monitoring Results

Day Evening
Ref Location Vertical Long. Trans. Vertical Long. Trans.
mm/s mm/s mm/s mm/s mm/s mm/s
L1NV1 Kolej Kenaga UNIMAS 0.49 0.41 0.34 0.17 0.23 0.39
The Church (Kota
L1NV2 0.72 0.42 0.79 0.74 0.58 0.72
Samarahan
L1NV7 Tiya Vista 0.35 1.51 1.62 0.35 1.51 1.62
NorthBank
L1NV24 0.44 0.24 0.14 0.49 0.41 0.34
Development
L1NV9 Taman Stutong Indah 0.54 0.91 1.32 0.75 0.59 0.78
Lodge International
L1NV10 0.97 2.51 1.39 0.40 0.50 0.4
School
Vivacity Jazz Suite
L1NV11 0.75 0.59 0.78 1.13 1.29 1.67
Condo
L1NV13 Swinburne University 0.17 0.23 0.39 0.75 0.59 0.78
Houses along Jalan
L1NV15 0.44 0.24 0.14 0.44 0.24 0.14
Simpang Tiga
L1NV26 Lorong Batu Lintang 12 0.49 0.41 0.32 0.44 0.24 0.14
Sarawak General
L1NV27 0.27 4.21 2.19 0.08 0.40 0.21
Hospital
Chung Hua Middle
L1NV20 0.59 0.31 0.42 0.17 0.22 0.39
School No. 4
Masjid Bandaraya
L1NV21 0.07 1.55 0.79 0.06 0.40 0.25
Kuching
SK Agama Ibnu
L1NV23 0.87 0.45 0.43 0.35 0.51 0.62
Khaldun
L2NV1 Eden Fields 0.86 0.14 0.94 0.10 0.98 0.04
Padawan Community
L2NV3 0.69 0.77 0.74 0.19 0.11 0.12
Hall
Houses along Lorong
L2NV4 0.72 0.43 0.93 0.25 0.40 0.20
Emas 1A
L2NV7 Kem Penrissen 0.22 0.27 0.27 0.15 0.24 0.14
Sam San Kuet Bong
L2NV10 0.42 0.43 0.43 0.22 0.23 0.23
Temple
L2NV12 Kg. Cemerlang 0.49 0.41 0.34 0.44 0.24 0.14
BEM (SIB) The Way
L2NV14 0.19 0.21 0.19 0.24 0.21 0.19
Church
L2NV15 Borneo Medical Centre 0.24 0.21 0.20 0.11 0.12 0.12
Chung Hua Middle
L2NV17 0.44 0.51 0.50 0.17 0.22 0.29
School No. 3
Kuching Buddhist
L2NV18 0.69 1.78 0.74 0.29 0.14 0.39
Fellowship

Day Evening
Ref Location Vertical Long. Trans. Vertical Long. Trans.
mm/s mm/s mm/s mm/s mm/s mm/s
L2NV19 SMK Pending 0.19 0.41 0.34 0.15 0.23 0.33
L2NV22 Taman Lan Hua 0.28 0.68 0.33 0.24 0.21 0.20
Note: Short-Term Vibration
24 Hour Vibration
Table 6.10-4 : Human Response Rating Curves

Day Evening
Ref Location
Human Response Curve
L1NV1 Kolej Kenaga UNIMAS Curve 8 Curve 4
L1NV2 The Church in Kota Samarahan Curve 8 Curve 8
L1NV7 Tiya Vista Curve 4 Curve 4
L1NV24 NorthBank Development by IBRACO Curve 8 Curve 8
L1NV9 Taman Stutong Indah Curve 8 Curve 8
L1NV10 Lodge International School Curve 8 Curve 8
L1NV11 Vivacity Jazz Suite Condo Curve 8 Curve 8
L1NV13 Swinburne University Curve 4 Curve 8
L1NV15 Houses along Jalan Simpang Tiga Curve 8 Curve 8
L1NV26 Lorong Batu Lintang 12 Curve 8 Curve 8
L1NV27 Sarawak General Hospital Curve 4 Curve 4
L1NV20 Chung Hua Middle School No. 4 Curve 8 Curve 4
L1NV21 Masjid Bandaraya Kuching Curve 4 Curve 4
L1NV23 SK Agama Ibnu Khaldun Curve 8 Curve 4

L2NV1 Eden Fields Curve 8 Curve 4
L2NV3 Padawan Community Hall Curve 8 Curve 4
L2NV7 Kem Penrissen Curve 4 Curve 4
L2NV10 Sam San Kuet Bong Temple Curve 8 Curve 4

L2NV12 Kg. Cemerlang Curve 8 Curve 8
L2NV14 BEM (SIB) The Way Church Curve 4 Curve 4
L2NV15 Borneo Medical Centre Curve 4 Curve 4
L2NV17 Chung Hua Middle School No. 3 Curve 8 Curve 4
L2NV18 Kuching Buddhist Fellowship Curve 8 Curve 4
L2NV19 SMK Pending Curve 4 Curve 4
L2NV22 Taman Lan Hua Curve 4 Curve 4

Vibration assessment showed prevailing groundborne vibration levels to be within
DOE’s recommended limits during the period of monitoring. It is to be noted that
vibrations are activities dependent and at the time of monitoring most of these sites
did not have high vibration extraneous sources i.e., without construction activities
nearby that may otherwise result in high vibrations. Prevailing measured vibrations
were from distant road traffic induced vibrations and general ambient from human
activities.
6.11 ECOLOGY
Line 1 and Line 2 will mostly travel through urban areas, specifically along medians
and shoulders of existing roads. The ecological landscape along both the lines can be
generally categorized into:
a) Secondary forest and vegetation,
b) Riparian mangrove and riverine vegetation,
c) Landscape trees and vegetation,
d) Protected areas and significant habitats
The ecological survey was conducted along the corridors of Line 1 and Line 2. The
survey was conducted between June 2020 to January 2021 along:
Samarahan Line (Line 1) Serian Line (Line 2)

Kuching-Samarahan-Asajaya Expressway Jalan Penrissen – from 12th Mile to 7th Mile
Jalan Datuk Mohammad Musa Jalan Lapangan Terbang
Kuching-Samarahan Expressway Jalan Tun Jugah
Jalan Canna Jalan Tun Razak
Jalan Wan Alwi Jalan Datuk Marican Salleh
Jalan Simpang Tiga Jalan Utama
Jalan Batu Lintang Jalan Kemajuan
Jalan Green Jalan Keruing
Jalan Tun Ahmad Zaidi Adruce
Jalan Haji Taha
The ecological survey was mainly focused on the areas of concern such as existing
green areas that might be affected by the Project. For built-up areas, it is sufficient for
the survey to be carried out through general site observation. The methods of survey
were adopted from NRA (2004), Francis (2005), Payne et al (2007), Engel & Phummai
(2002), van Strien (1983), Phillipps and Phillipps (2009) and Mikol (1980).

Specific locations of the ecological survey within the 3 km radius were:
i. The Rembus depot and Rembus (Provisional) Station location,
ii. The Batu 12 depot location, and
iii. The riparian mangrove along Sg. Kuap
All identified flora and fauna including secondary data were cross-checked with the
Wild Life Protection Ordinance 1998 and the IUCN Red List to determine the
conservation status and importance (Appendix G). This will help to determine
potential impacts towards flora and fauna communities.
6.11.2 Flora Composition
The general flora composition along Line 1 and Line 2 comprises of typical roadside
vegetation, which is expected seeing as the alignment is set within a predominantly
urban environment.
Around Kuching City, landscape trees are planted along medians/reserves of

existing roads. These trees are managed by the respective Local Councils. The
common landscape trees along Line 1 and Line 2 are:
Table 6.11-1 : List of Common Landscape Trees along Line 1 and Line 2
Common Name Scientific Name
Bunga tanjong Mimusops elengi
Kayu Manis Hutan Cinnamomum iners
Cherry blossom Tabebuia pentaphylla
Rain tree Albizia saman
Goa tree Andira surinamensis
Ashoka tree Polyalthia longifolia
Peacock Flower Delonix regia
Red powderpuff Calliandra haematocphala
Reference / Source: Zainuddin et al (2012), Engel & Phummai (2002)
The road reserves, especially outside of Kuching City, are grown with pandan,
lemongrass, corn, sugarcane, chilli, lime, tapioca and papaya trees etc. They were
planted by the locals living nearby the roads for their own consumption. Small
gardens or vegetable beds are a common sight along the road reserves, especially
within the city outskirts.

Landscape trees along Jalan Simpang Tiga Landscape trees along Jalan Tun Razak
Typical roadside garden within Project

Turfed roadside within Project alignment
alignment
Paddy cultivation area at Kg. Rembus Kapok tree at Jalan Batu Lintang
The Rembus depot and Rembus (Provisional) Station (Plate 6.11-1) will be developed
within existing temuda land mainly for paddy planting and shifting cultivation. The
vegetation observed at the site consists of the typical fast-growing pioneer species,
indicating past clearing activities. The area is considered to be disturbed due to
agricultural activity and road traffic along the Kuching-Samarahan-Asajaya
Expressway.

Plate 6.11-1 : Vegetation at Rembus Depot and Rembus (Provisional) Station
The Batu 12 depot (Plate 6.11-2) is covered by young secondary vegetation as a result
of previous clearing for agricultural activities by the locals. Based on site observation,
the area is predominantly covered by tall grasses, thick bushes and pioneer plant
species, all of which are commonly found within open areas. This area is also
considered to be disturbed as it is surrounded by housing developments along Jalan
Kuching-Serian.
Plate 6.11-2 : Vegetation at Batu 12 Depot
The elevated section of Line 1 will also traverse through riparian mangroves along
Sg. Kuap (Plate 6.11-3). The riparian mangroves are remnant vegetation patches after
land use conversion for ongoing / upcoming developments. The flora composition
here comprises of common mangrove species such as berembang (Sonneratia
caseoloris) and nipah palms (Nypa fruticans). Berembang is a pioneer mangrove
species that colonizes newly formed mudflats and is an important component in the
firefly (Ptyeroxyx sp.) life cycle. These insects utilize berembang trees for
reproduction and mating calls during the night.

Plate 6.11-3 : Riparian Mangrove along Sg. Kuap
With the exception for berembang, the present flora composition is not listed as
important conservation species or facing any forms of threats. The Sarawak Wild Life
Protection Ordinance 1998 lists berembang as a Protected species under the Second
Schedule, although it is listed as Least Concern under the IUCN Red List.
Nonetheless, it is still important to ensure that excessive clearance of berembang trees
is minimized during the construction phase to conserve the integrity of the remnant
mangrove patch along Sg. Kuap.
View of mangrove forest at Sg. Kuap View of riverine vegetation at Isthmus
View of riverine trees at Sg. Tabuan View of vegetation at Sg. Semenggo

6.11.3 Fauna Composition
Similarly with the flora composition, the existing fauna composition along Line 1 and
Line 2 consists of animals that occur within urban environments and disturbed
habitats.
The landscape vegetation along the road median and reserves provide a suitable
urban habitat for a myriad of bird composition. Common birds include the Eurasion
Tree sparrow, munias, pigeons, mynahs, bulbuls, and sunbirds (see Appendix G for
the full species listing). Waterbirds such as kingfishers and egrets also occur along
drainage areas as well as along the riparian mangroves along Sg. Kuap. Common
waterbird species that were recorded include the White-collared kingfisher
(Todiramphus chloris), Ruddy kingfisher (Halycon coromada), little egret (Egretta
garzetta), and intermediate egret (E. intermedia). The First Schedule of the Wild Life
Protection Ordinance 1998 lists all kingfisher species (Family Alcedinidae) and egrets
(Family Ardeiae) as Protected species, meaning that any form of hunting or
possession is not allowed.
Small mammals that were observed include the house rat (Rattus rattus), squirrels
and tree shrews. These are fairly common in open areas, gardens, and on roadside
vegetation and are not of any conservation importance. Additionally, secondary data
has noted that the Estuarine crocodile (Crocodylus porosus) is known to occur along
Sg. Kuap. This reptile is also listed as a Protected species under the Wild Life
Protection Ordinance 1998.
Collared Kingfisher perching under Sg.

Common Myna perching at the lamppost
Tabuan bridge

Little Egret perching near the stormdrain Asian Glossy Starling perching on a tree.
A group of Eurasian Tree-Sparrow, Zebra Signage erected by Sarawak Forestry

Dove and Feral Pegion at Padang Pasir Corporation
Source: EIA Fieldwork 2021, inset illustration from Garden Birds in Malaysia (mnskuching.blogspot.com) and
Phillipps & Phillipps 2009
6.11.4 Protected Areas and Significant Habitats
Although the KUTS ART Phase 1 traverses through built-up urban areas, there are
areas of ecological importance that are located within a greater landscape, namely:
a) Nature Reserves
b) Important Bird and Biodiversity Areas
Both Line 1 and Line 2 will not directly traverse through these areas as it is mainly
set within the greater Kuching urban centre.
6.11.4.1 Nature Reserves
The Sama Jaya Nature Reserve and Semenggoh Nature Reserve are gazetted as
Totally Protected Areas (TPAs) under Sarawak Forestry Corporation. Based on
feedback received from Sarawak Forestry Corporation and Forest Department
Sarawak, Line 1 and Line 2 will not traverse through any Totally Protected Areas
under the National Parks and Nature Reserves Ordinance 1998. Nonetheless, the
significance of these nature reserves is briefly discussed in the following.

Sama Jaya Nature Reserve
The Sama Jaya Nature Reserve (Plate 6.11-4) encompasses an area of 37.92 ha and is
located approx. 200 m east of Line 1 near Taman Stutong Indah. This nature reserve
is categorized as a virgin kerangas forest. Sama Jaya Nature Reserve recorded two
squirrel species, a shrew, three rat species, fruit bats, tarsiers, nine frog species, three
lizard species, a tortoise, and 20 bird species1. There are also occasional sightings of
long-tailed and pig-tailed macaques (Macaca fascicularis and M. nemestrina).
This nature reserve is gated and is surrounded by built-up residential and

commercial areas. It is currently used for recreation, research and educational
purposes. Recreational facilities such as jogging paths and themed gardens are
already integrated within the park for public use. Under the National Parks and
Nature Reserves Ordinance 1998 and the Wild Life Protection Ordinance 1998, all
plants and animals within the nature reserve are protected and are not allowed to be
removed.
Plate 6.11-4 : Sama Jaya Nature Reserve
1 https://sarawakforestry.com/parks-and-reserves/sama-jaya-nature-reserve

Semenggoh Nature Reserve
The Semenggoh Nature Reserve (Plate 6.11-5) covers an area of 653 ha and is located
approx. 670 m west of Line 2 at Batu 12. It is a natural habitat which acts as a refuge
for the Bornan orangutan (Pongo pygmeus). The Semenggoh Wildlife Centre is
currently the biggest Orangutan Rehabilitation Centre in Sarawak and is set in
lowland primary dipterocarp forest mixed with old secondary and some kerangas.
The wildlife centre also manages the rehabilitation programme for hornbills and
gibbons. Resident birds include Black Partridge (Melanoperdix niger), Long-billed
Partridge (Rhizothera longirostris), Short-toed Coucal (Centropus rectunguis),
Malaysian Honeyguide (Indicator archipelagicus) and Bonaparte’s Nightjar
(Caprimulgus indicus) (Phillipps & Phillips, 2009). The nature reserve also has
trekking trails made for outdoor recreationalists, wildlife photographers and nature
lovers. The nearby Semenggoh Fisheries Centre also attracts herons and waterbirds.
Plate 6.11-5 : Semenggoh Nature Reserve

6.11.4.2 Important Bird and Biodiversity Areas
Additionally, three Important Bird and Biodiversity Areas (IBAs) are located within
the greater landscape, ranging from approximately 6 to 27 km away from Line 1 and
Line 2 (Table 6.11-2 and Figure 6.11-1). These IBAs are briefly described below.
Table 6.11-2 : Important Bird and Biodiversity Areas along Line 1 and Line 2
IBA Area (ha) Distance to Alignment (km)
Talang-Satang National Park (MY036) 19,414 27 km from Station SM 14 (Line 1)
Bako-Buntal Bay (MY037) 3,590 6 km from Station SR 13 (Line 2)
Bau limestone (MY038) 4,300 7 km from Station SR 2 (Line 2)
Source: BirdLife International
Talang-Satang National Park (MY036)
The Talang-Satang National Park encompasses of four islands, including Pulau

Talang-Talang Besar, Pulau Talang-Talang Kecil, Pulau Satang Besar and Pulau
Satang Kecil with a total area of 19,414 ha. Made up largely by coastline habitat, this
area is significant to be recognized as one of IBA site for the presence of breeding
Black-naped Tern (Sterna sumatrana)2.
Talang-Satang National Park is also the first marine protected area of Sarawak,
gazzetted in 1999 for the purpose of conservation of marine turtles. The area plays a
significant role in marine turtle conservation as 95% of all turtle landings in Sarawak
has been recorded to occur within these island 3 . Both the Green Turtle (Chelonia
mydas) and Hawksbill Turtle (Eretmochelys imbricata) has been recorded to nest and
forage here. This area also supports coral reefs and seaweed populations which
contributes to ocean’s primary production and carbon sequestration4.
Bako-Buntal Bay (MY037)
Bako-Buntal Bay consists of three different sites namely Gunung Santubong at the
western promontory, Bako National Park at the eastern promontory and the Bako-
Buntal Bay which is sandwiched by these two promontories. Both Gunung
Santubong and Bako National Park are made up of sandstones, while the Bako-
Buntal Bay are mudflats fringed with mangrove forests.
The area is significant as a wintering ground for various shorebirds. A total of 32

species has been recorded so far; the Red Knot and Great Knot counts are among the
highest for the country.
2 BirdLife International (2020) Important Bird Areas factsheet: Talang-Satang National Park. (n.d.). BirdLife International.
Retrieved November 24, 2020, from http://datazone.birdlife.org/site/factsheet/talang-satang-national-park-iba-
malaysia/details
3Talang-Satang National Park. (n.d.). Sarawak Tourism. Retrieved November 24, 2020, from
https://sarawaktourism.com/attraction/talang-satang-national-park/
4 Esa, F.A., Harith, M.N., Hassan, R. (2013). Diversity and Abundance of Seaweed at Satang-Besar Island, Sarawak.
The 7th International Symposium on Kuroshio Science, Pontianak, Indonesia, 21-23.

Other than the diverse bird composition, the area also supports diversity of
mammals including Proboscis Monkey (Nasalis larvatus), Long-tailed Macaque
(Macaca fscicularis), and Hairy-nosed Otter (Lutra sumatrana). Dolphins including
Indo-pacific Hump-back Dolphin (Sousa chinensis), Finless Porpoise (Neophocaena
phocaenoides) and Irrawaddy Dolphin (Orcaella brevirostris) have also been recorded
here. The estuarine areas of the bay also support a healthy population of Estuarine
Crocodile (Crocodylus porosus).5 While Gunung Santubong and Bako-Buntal are not
gazette as protected areas, while Bako is gazzetted as a National Park.
Bau Limestone (MY038)
Bau Limestone encompasses an area of 4,300 ha comprising of limestone outcrops

with mixed dipterocarp forest and some paddy fields. It consists of two caves, i.e the
Fairy Caves and the Wind Caves where it is a famous rock-climbing destination for
the city of Kuching.
A total of 44 species of birds with significant IBA criteria triggered made the area as
one of the key IBA site for the country. These include the Critically Endangered
Straw-headed Bulbul and the Vulnerable Wallace Hawk-Eagle, as well as 15 other
species that are listed as Near-Threatened6. Apart from birdlife, the limestone forest
also supports 23 species of bats, thus emphasizing the importance of the site for bat
conservation due to its capability as roosting sites7. Apart from faunal diversity, the
limestone karsts are also reported to support a large proportion of regional limestone
plants, moss and orchid species8.
5 BirdLife International (2020) Important Bird Areas factsheet: Bako-Buntal Bay. (n.d.). BirdLife International. Retrieved
November 24, 2020, from http://datazone.birdlife.org/site/factsheet/bako-buntal-bay-iba-malaysia/text
6 BirdLife International (2020) Important Bird Areas factsheet: Bau Limestone. (n.d.). BirdLife International. Retrieved
November 24, 2020, from http://datazone.birdlife.org/site/factsheet/bau-limestone-iba-malaysia/details

7 Mohd-Azlan, J., Neuchlos, J., and Abdullah, M.T. (2005). Diversity of chiropterans in limestone forest area, Bau,
Sarawak. Malaysian Applied Biology. 34: 59–64.

8 Yong, H.S., Ng, F.S.P., Lee, E.Y.E. (2004). Sarawak Bau Limestone Biodiversity. Sarawak Museum Journal. 59, Special
Issue No. 6. Kuching (Malaysia): Sarawak Biodiversity Centre.

6.12 SOCIO-ECONOMIC ENVIRONMENT
6.12.1 Regional Context
Sarawak is made up of 12 divisions and these divisions are further divided into
districts and sub-districts. The KUTS ART Phase 1 will traverse through the divisions
and districts of Samarahan and Kuching. The key socio-economic parameters of the
two districts, Sarawak and Malaysia is shown in Table 6.12-1. Sarawak holds almost
9 % of the nation’s population while contributing 9.6 % to the national GDP. Kuching,
the capital of Sarawak is the most populous city in the State and covers an area of
4,195 km2, approx. 3.4 % of the total area of Sarawak (124,450 km2)
(Table 6.12-2). Among some of the key economic activities in Kuching are finance,
tourism, services, high-tech industry while in Samarahan is education, medical,
agriculture and plantation.
Table 6.12-1 : Key Socio-economic Parameters
Median Mean
GDP No. Of
Population Monthly Monthly
Area (RM Household
('000) Household Household
billion) (‘000)
Income (RM) Income (RM)
Samarahan 187.51 - 26.33 5,8583 6,7893

Kuching 812.91 - 164.53 5,7403 7,3763
Sarawak 2,907.51 136.31 625.43 4,5443 5,9593
Malaysia 32,657.32e 1,421.51 7276.74 5,8734 7,9014
Source :
1 : Sarawak Facts and Figures 2020, Economic Planning Unit Sarawak
2 : Current Population Estimates, Malaysia, 2020, Department of Statistics Malaysia’s website
3 : Household Income and Basic Amenities Survey Report, Sarawak, 2019, Department of Statistics Malaysia
4 : Household Income and Basic Amenities Survey Report, 2019, Department of Statistics Malaysia
e : Estimates
Note: The number of households, median and mean monthly household income for Samarahan and Kuching is based
on the respective administrative district
Note: GDP at constant 2015 prices for 2019 (preliminary)
Table 6.12-2 : Population and Area by Division and District

Division and District 2020 Population p Area (km2)
Kuching District 711,500 1,498
Lundu District 39,200 1,812
Bau District 62,200 884
Kuching Division 812,900 4,195
Samarahan District 102,700 407
Asajaya District 37,900 303
Simunjan District 46,900 2,218
Samarahan Division 187,500 2,928
Sarawak 2,907,500 124,450
p : Projection

Sarawak's population is very diverse, comprising many races and ethnic groups.
Sarawak has more than 40 sub-ethnic groups, each with its own distinct language,
culture and lifestyle. In general, there are six major ethnic groups in Sarawak which
are Malay, Iban, Bidayuh, Melanau, Chinese, Indian and several minor ethnic groups
placed collectively under 'others', such as Penan, Kenyah, Kedayan, Murut and many
more. The population projections by ethnic group in Kuching and Samarahan district
is tabulated in Table 6.12-3 while the population projections by according to gender
is tabulated in Table 6.12-4.
Table 6.12-3 : Population by Ethnic Group in Kuching and Samarahan District

District
Ethnicity
Kuching Samarahan
Malay 260,000 49,800
Iban 78,700 21,900
Bidayuh 86,600 6,800
Melanau 4,800 900
Other Bumiputera 10,100 2,600
Chinese 250,700 18,700
800Indians + Others 5,300 800
Non Malaysian Citizens 15,300 1,300
Total 711,500 102,700
Table 6.12-4 : Population Projections by Gender in Kuching and Samarahan District

Gender
District Population
Male Female
Kuching 361,800 349,700 711,500
Samarahan 51,200 51,500 102,700
Source: Population and Housing Census of Malaysia
A Social Impact Assessment (SIA) was carried out by EMS Progress Sdn Bhd-ERE
Consulting Group Sdn Bhd–CGB Consultants Sdn Bhd. Information presented in this
sub-section has been extracted from the SIA Report.
6.12.2 Zone of Influence
The Zone of Influence (ZOI) is the area within which socially sensitive receptors are
likely to receive impacts from or are influenced by the Project. The ZOI is important
to determine the sampling group for the perception survey and to identify the
directly impacted receptors to be engaged through Focus Group Discussions (FGD).
Two types of ZOI were adopted, namely:
a) Primary ZOI for the areas close to the alignment, stations and depots where
direct impacts will be experienced by affected groups and sensitive receptors.
b) Secondary ZOI for the areas further away from the alignment, stations and
depots where indirect impacts will be experienced by the public in general.
The primary and secondary ZOIs for the stations and alignment were defined
according to the following ranges (Table 6.12-5):
a) Primary ZOI ranges from the station and depot boundary to a distance of
400 m
b) Secondary ZOI ranges from 401 m to 800 m from the station and depot
boundary
c) Primary ZOI was measured 100 m from the edge of ROW on both sides of
the alignment
d) Secondary ZOI was measured 200 m from the edge of ROW on both sides of
the alignment
Table 6.12-5 : Zone of Influence

Zone of Influence Distance Range
Primary = 0 m – 400 m
Station
Secondary = 401 m – 800 m
Primary = 0 m – 100 m
Alignment
Secondary = 101 m – 200 m
6.12.3 Perception Survey
The household perception survey (Plate 6.12-1) was carried out from 12th January
2021 until 26th February 2021 by trained enumerators, where a total of 1,991
respondents were interviewed. The respondents were made up of:
• Communities directly affected by the Project (e.g. land acquisition)

• Residents located close to the stations and alignments
• Potential commuters of the KUTS ART – students from UNIMAS
• Commercial centres (shopping mall operators)
• Residents near religious institutions (mosque), schools and hospitals
In order to determine the survey sample size, Line 1 and Line 2 was divided into
eight survey clusters. The sample size was distributed based on the proportionate
number of households within each cluster, where more samples were allocated to
clusters with higher number of households. Based on the number of households
(Table 6.12-6) within the primary and secondary ZOI, the survey sample size was
determined to be 1,738, for a confidence level of 99 % and 3 % margin of error. The
sample size was then rounded off to 1,800 to allow more receptors within the ZOI to
be surveyed (the actual number of respondents surveyed was 1,991). 70 % of samples
collected were within the primary ZOI as receptors here are more likely to receive
direct impacts from the Project such as land acquisition, noise, traffic congestion, etc.

Table 6.12-6 : Breakdown of Sample Size According to Survey Cluster
Number of Households* Sample Size
Cluster Primary Secondary Primary Secondary
% %
ZOI ZOI ZOI ZOI
1A 381 1,562 132 10.5 52 9.6
1B 460 624 238 18.9 94 17.4
1C 1,595 3,077 218 17.3 86 15.9
1D 1,167 3,439 136 10.8 48 8.9
2A 1,381 1,381 153 12.1 69 12.8
2B 1,585 1,585 201 16.0 97 18.0
2C 1,476 1,476 56 4.4 36 6.7
Loop Segment 2,911 4,787 126 10.0 58 10.7
Total 10,956 17,931 1,260 100.0 540 100.0
Sub-total 28,887 1,800
*Population and Housing Census of Malaysia 2010, Department of Statistics Malaysia
Plate 6.12-1 : Household Perception Survey

Findings from the perception survey in terms of socio-economic profile will be
presented in this section while findings in terms of perceived impacts during
construction and operation will be presented and further discussed in Section 7:
Evaluation of Impacts. The overall analysis of the perception survey can be referred
to in Appendix D.
Gender Distribution
Based on Chart 6.12-1, the percentage of males are higher than females of the total
number of respondents, in which it is equivalent to 54.2 % males and 45.8 % females.
Chart 6.12-1 : Gender Distribution of Survey Respondents
Ethnic Composition
Based on Chart 6.12-2, almost two-thirds (63.5%) of the respondents surveyed were
Chinese, followed by Malays (16.1%), Ibans (10.5%), Bidayuh (7.9%), Orang Ulu
(1.2%), Melanau (0.6%) and the remaining 0.2 % from the other ethnics. This is
consistent with the population distribution pattern in Kuching and Samarahan
Division where Chinese make up a majority of the population residing close to
Kuching city center and its suburban areas especially at Padawan townships.
The majority of Malays residing in Kuching and Kota Samarahan Division are mostly
staying near Masjid Bandaraya Kuching (Kg. Bintangor, Kg. Masjid and Kg. Nombor)
and in some residential areas in Kota Samarahan townships. Meanwhile, Ibans are
mostly found at Kg. Rembus, Melaban and Sigitin whilst Bidayuhs are mostly in the
residential areas of the mixed housing development such as I-Mas village, Taman
Desa Ilmu and Tabuan area.

Chart 6.12-2 : Ethnic Composition of Survey Respondents
Age Structure
30.5 % of the respondents surveyed were between the ages of 20-29 years old
followed by respondents in the age group of 40-49 years old (21.0%) and 20.8 %
falling within the group aged between 30-39 years old. 5.8 % of the respondents were
below 20 years of age while senior citizens (60 years and above) accounted for 7.2 %
(Chart 6.12-3).
Chart 6.12-3 : AgeAge group

Structure of Survey Respondents
75 and above 0.4%

65-74 3.0%
60-64 3.8%
50-59 14.7%
40-49 21.0%
30-39 20.8%
20-29 30.5%
Below 20 5.8%
0.0% 5.0% 10.0% 15.0% 20.0% 25.0% 30.0% 35.0%
Household Income
The three categories of household income classes identified in Malaysia are T20, M40
and B40 which represent percentages of the country’s population of Top 20%, Middle
40% and Bottom 40% respectively. The income range used for T20, M40, and B40 is
not fixed but values may increase or decrease year-to-year, depending on the
country’s GDP, which is based on the median household as the determinant
(Department of Statistics Malaysia, 2019).

Based on the survey results, almost 60% of the respondents are in the category of B40,
followed by 30.8% of respondents in M40 and 10.4% of respondents in the income
class of T20 (Chart 6.12-4). The respondents in the B40 (low-income group)
outnumbered the M40 and T20 respondents. Thus, the majority of respondents
surveyed are in the category of low-income earners.
Chart 6.12-4 : Household Income Range of Survey Respondents
6.12.4 Focus Group Discussions and Interviews
Focus Group Discussions (FGD) and interviews were conducted with the intention
of collecting public feedback by bringing together various individuals in a specific
area who share social characteristics and common interest in the Project. A total of
17 engagement sessions (Table 6.12-7) were conducted between 30th December 2020
and 12th April 2021. In view of the COVID-19 pandemic, and in complying with the
necessary standard operating procedures, the number of participants for each
session was generally kept to below 12 persons. The findings of the FGD sessions
will be presented and discussed in Section 7: Evaluation of Impacts. The FGD notes
are attached in Appendix D.

Table 6.12-7 : Stakeholder Engagements
Number of
No. Date Stakeholder and Type
Participants
1 15/2/2021 Kg. Rembus Residential 12
2 15/2/2021 Taman Desa Ilmu Residential 6
Residents' Association of I-Mas
3 27/2/2021 Residential 8
Village and Taman Melaban
Management of Lodge
International School and
4 4/3/2021 Institution 5
Representatives from
PIBG
5 18/2/2021 Residents at Lorong Kedandi Commercial 2
6 17/2/2021 Residents at Lorong Wan Alwi 1 Residential 2
Place of
7 20/2/2021 Sarawak Buddhist Association 9
Worship
Masjid Darul Ittihaad Kenyalang Place of
8 11/2/2021 8
Park Committee Worship
SABERKAS Kuching (Sarawak
Youth
9 27/2/2021 United National Youth 8
Organization
Organization)
Masjid Bandaraya Kuching Place of
10 30/12/2020 9
Committee Worship
11 14/2/2021 JKKK Kg. Masjid and Kg. Bintangor Commercial 11
12 12/4/2021 Arena Sukan Commercial 1
Taman Kota Padawan, Taman Shun
Li and Greenland Villa
Representatives from JKKK and
Residents of Kg. Cemerlang
3 19/2/2021 Management of SMK Pending Institution 7
4 3/2/2021 Kg. Sg. Apong Residential 3
5 18/2/2021 Rubina Household Ware Commercial 6

Taman Desa Ilmu Kg. Cemerlang
Masjid Darul Ittihaad Kg. Sg. Apong
JKKK Kg. Masjid and Kg. Bintangor SMK Pending
Plate 6.12-2 : Focus Group Discussions and Interviews

6.13 ROAD TRAFFIC
The KUTS ART Phase 1 will traverse along major roads such as the Kuching-
Samarahan-Asajaya Expressway, Jalan Wan Alwi, Jalan Simpang Tiga, Jalan
Kuching-Serian, Jalan Penrissen, Jalan Tun Jugah and Jalan Tun Razak. Table 6.13-1
tabulates the roads where the ART stations would be located.
Assessment of the road performance is based on the data obtained from traffic
surveys done between 1st to 15th February 2021, in the vicinity of the proposed
stations. Two peak hour data sets were used, i.e., the morning peak hour and the
evening peak hour. In general, the morning peak hour occurs in the study area
between 7 am and 8 am, while the evening peak hour occurs between 5 pm and 6pm.
Nevertheless, there might be 15 to 30-minute variation in terms of the exact peak
hour for each of the roads.
Table 6.13-1 : Roads Adjacent to ART Stations along Line 1 and Line 2
Road Adjacent to
Station Station Type Road Within Station Vicinity
Station
Rembus Kuching-Samarahan-
At-Grade -
Provisional Asajaya Expressway
Jalan Datuk • Lorong Desa Ilmu 22
SM 1 At-Grade
Mohammad Musa • Jalan Belian
Jalan Datuk
SM 2 At-Grade • Jalan Meranek
Mohammad Musa
Jalan Datuk • Kuching-Samarahan
SM 3 At-Grade
Mohammad Musa Expressway
• Jalan Tualang
Kuching-Samarahan
SM4 Elevated • Jalan Uni Garden
Expressway
• Jalan Univista
Kuching-Samarahan
SM 5 Elevated • Jalan Uni-Central
Expressway
• Jalan Riveria
• Lorong Riveria 2
Kuching-Samarahan
SM 6 Elevated • Jalan Kampung Merdang
Expressway
Limau
• Jalan Tiya Vista
Kuching-Samarahan • Jalan Stutong
SM 7 Elevated
Expressway • Jalan Canna
• Jalan Kedandi
SM 8 Elevated Jalan Wan Alwi
• Jalan Keranji 2a
• Jalan Urat Mata
SM 9 Elevated Jalan Wan Alwi
• Lorong Wan Alwi 5
Jalan Ke Kawasan • Jalan Simpang Tiga
IS 1 Elevated
Parkir Awam • Jalan Wan Abdul Rahman

Road Adjacent to
Station
Bengunan
Persekutuan
• Lorong Simpang 3 1
SM 11 Elevated Jalan Simpang Tiga
• Jalan Wan Abdul Rahman
• Jalan Rock
• Jalan Tun Abang Haji
SM 12 Elevated Jalan Batu Lintang Openg
• Jalan Green
• Lorong Batu Lintang 1
• Jalan Hospital
Jalan Tun Ahmad • Jalan Temple
SM 13 Elevated
Zaidi Adruce • Lebuh Cloud Estate
• Jalan Pisang
• Jalan Datuk Ajibah Abol
SM 14 Elevated Jalan Haji Taha • Jalan Gartak
• Jalan Market

SR 1 Elevated Jalan Kuching-Serian • Local Roads
• Jalan Kota Padawan
SR 2 Elevated Jalan Kuching-Serian
• Jalan Kuap
• Jalan Muar Tuang
SR 3 Elevated Jalan Kuching-Serian
• Jalan Penrissen
SR 4 Elevated Jalan Penrissen • Local Road
Jalan Kuching Ranger • Jalan Lapangan Terbang
SR 5 Elevated
Depot • Jalan Golden Farm
Jalan Lapangan
SR 6 Elevated • Jalan Stampin Tengah 7a
Terbang
• Lorong Lapangan Terbang
• Jalan Stutong
Jalan Lapangan • Jalan Dato Bandar
SR 7 Elevated
Terbang Mustapha
• Jalan Tun Jugah
• Jalan Sherip Musahor
• Jalan Stampin
SR 8 Elevated Jalan Tun Jugah
• Jalan Kempas
• Jalan Wan Alwi
• Jalan Tun Jugah
SR 9 Elevated Jalan Simpang Tiga
• Jalan Tun Razak
• Jalan Ong Tiang Swee
Jalan Ke Kawasan • Jalan Simpang Tiga
Parkir Awam • Jalan Wan Abdul Rahman
IS 1 Elevated
Bengunan • Jalan Tun Jugah
Persekutuan • Jalan Tun Razak
SR 10 Elevated Jalan Tun Razak • Jalan Foochow

Road Adjacent to
Station
• Jalan Penayu
• Jalan Pelabuhan
Jalan Datuk Marican • Jalan Pending
SR 11 Elevated
Salleh • Jalan Kwong Lee Bank
• Jalan Utama
• Jalan Utama
• Jalan Jentera
SR 12 Elevated Jalan Kemajuan • Jalan Semangat
• Jalan Belian
• Jalan Keruing
SR 13 At-Grade Jalan Keruing • Local Road
6.13.1 Segment 1A: Rembus (Provisional) Station to Station SM 1
There are two stations (including one provisional station) and one depot in this
segment. Line 1 runs on Kuching-Samarahan-Asajaya Expressway in Kota
Samarahan. This road has an adequate travel demand during peak and off-peak
periods, taking into cognisance that this road functions as a primary distributor. The
volume over capacity (v/c) ratio analysis is adopted to evaluate the roadway
performance.
Rembus (Provisional) Station and Rembus Depot
The Rembus (Provisional) Station and Rembus depot will be located on the right side
of the Kuching-Samarahan-Asajaya Expressway, which is a four-lane dual
carriageway road with capacity of 1,800 pcu/hr/lane. The volume over capacity (v/c)
at Kuching-Samarahan-Asajaya Expressway is satisfactory and is able to
accommodate peak hour traffic.
Station SM 1
Station SM 1 is an at-grade station along Jalan Datuk Mohammad Musa which is a

four-lane dual carriageway road with capacity of 1,800 pcu/hr/lane. It is performing
at Level of Service A during the morning peak hours and Level of Service B during
the evening peak hours.

6.13.2 Segment 1B: Station SM 1 to Station SM 6
There are five stations in this segment where Line 1 will travel along Jalan Datuk
Mohammad Musa and the Kuching-Samarahan Expressway. This is a busy stretch
with high travel demand during peak hours, taking into cognisance that these roads
function as primary distributors. The volume over capacity (v/c) ratio analysis is
adopted to evaluate the roadway performance.
Station SM 2

at Level of Service B during both morning and evening peak hours and is able to
Station SM 3

at Level of Service B during both the morning peak hours and evening peak hours.
This road is able to accommodate peak hour traffic.
Station SM 4
Station SM 4 is an elevated station along the median of the Kuching-Samarahan

Expressway which is a four-lane dual carriageway road with capacity of 1,800
pcu/hr/lane. It is performing at a Level of Service C during the morning peak hours
and at Level of Service E for the evening peak hour. The volume over capacity
volume (v/c) analysis shows that this road may face delays during peak hours. This
area is surrounded by dense residential areas and Station SM 4 is adjacent to the main
entrance to UNIMAS, where traffic demand is at its highest during peak hours.
Station SM 5
Station SM 5 is an elevated station along the Kuching-Samarahan Expressway which

is a four-lane dual carriageway road with capacity of 1,800 pcu/hr/lane. It is
performing at Level of Service E during both morning and evening peak hour and
may not be able to accommodate future peak hour traffic. Access to Pusat Jantung
Sarawak is adjacent to Station SM 5.

Station SM 6
Station SM 6 is an elevated station along the Kuching-Samarahan Expressway which

is a four-lane dual carriageway road with capacity of 1,800 pcu/hr/lane. It is
performing at Level of Service D during both morning and evening peak hours and
is able to accommodate peak hour traffic.
6.13.3 Segment 1C: Station SM 6 to Station IS 1
There are four stations in this segment where Line 1 will traverse along major roads
namely, the Kuching-Samarahan Expressway and Jalan Wan Alwi. These are busy
roads with high travel demand during peak periods, taking into cognisance that
these roads function as primary and secondary distributors. The volume over
capacity (v/c) ratio analysis is adopted to evaluate the roadway performance.
Station SM 7
Station SM 7 is an elevated station that will be located within the ongoing NorthBank
development by IBRACO. Kuching-Samarahan Expressway, which is a four-lane
dual carriageway road with capacity of 1,800 pcu/hr/lane, is currently performing
at Level of Service D during the morning peak hours and at Level of Service E for the
evening peak hours and may not be able to accommodate future peak hour traffic.
Station SM 8
Station SM 8 is an elevated station along Jalan Wan Alwi which is a four-lane dual
carriageway road with capacity of 1,600 pcu/hr/lane. It is performing at Level of
Service D during the morning peak hours and at Level of Service E for the evening
peak hours and may not be able to accommodate future peak hour traffic.
Station SM 9
Station SM 9 is an elevated station along Jalan Wan Alwi which is a four-lane dual
carriageway with capacity of 1,600 pcu/hr/lane. It is performing at Level of Service
B during the morning peak hours and at Level of Service D for evening peak hours.
The volume over capacity (v/c) at Jalan Wan Alwi is able to accommodate peak hour
traffic.

Station IS 1
Station IS 1 is an interchange station for Line 1 and Line 2 located at Wisma

Persekutuan public car park, whereby the station access is via the Simpang Tiga
roundabout. Roads in this area have various road capacity ranging from 1,600
pcu/hr/lane to 1,800 pcu/hr/lane. Thus, all four roads leading to the Simpang Tiga
roundabout were analyzed individually, where two roads are along Line 1 (Jalan
Wan Alwi and Jalan Simpang Tiga) and the remaining two are along Line 2 (Jalan
Tun Jugah and Jalan Tun Razak).
The first road is Jalan Wan Alwi, a four-lane dual carriageway with capacity of 1,600
pcu/hr/lane. It is performing at Level of Service B during the morning peak hours
and Level of Service C for evening peak hours. The volume over capacity (v/c)
analysis at Jalan Wan Alwi is satisfactory and is able to accommodate peak hour
traffic.
The second road, Jalan Simpang Tiga is a four-lane dual carriageway road with a
capacity of 1,800 pcu/hr/lane. It is performing at Level of Service E during both
morning and evening peak hours. The volume over capacity (v/c) at Jalan Simpang
Tiga is not satisfactory and may not be able to accommodate future peak hour traffic.
The area surrounding Station IS 1 is highly built-up consisting of government offices
and commercial complexes.
6.13.4 Segment 1D: Station IS 1 to Station SM 14
There are four stations in this segment where Line 1 will traverse along Jalan
Simpang Tiga, Jalan Batu Lintang, Jalan Tun Ahmad Zaidi Adruce and Jalan Haji
Taha. These are busy roads with high travel demand during peak periods, taking
into cognisance that these roads function as primary and secondary distributors. The
performance.
Station SM 11
Station SM 11 is an elevated station along Jalan Simpang Tiga which is a four-lane

dual carriageway road with capacity of 1,800 pcu/hr/lane. It is performing at Level
of Service E during both morning and evening peak hours. The volume over capacity
(v/c) at Jalan Simpang Tiga is non-satisfactory and may not be able to accommodate
future peak hour traffic.

Station SM 12
Station SM 12 is an elevated station along Jalan Batu Lintang which is a four-lane

of Service B during both morning and evening peak hours. The volume over capacity
(v/c) at Jalan Batu Lintang is satisfactory and is able to accommodate peak hour
traffic.
Station SM 13
Station SM 13 is an elevated station along Jalan Tun Ahmad Zaidi Adruce which is a
at Level of Service C during both the morning peak hours evening peak hours. The
volume over capacity (v/c) at Jalan Tun Ahmad Zaidi Adruce is satisfactory and is
able to accommodate peak hour traffic. Sarawak General Hospital is located adjacent
to Station SM 13.
Station SM 14
Station SM 14 is an elevated station along Jalan Haji Taha which is a four-lane dual
Service C during morning peak hours and at Level of Service A for evening peak
hours. The volume over capacity (v/c) at Jalan Haji Taha is satisfactory and is able to
6.13.5 Segment 2A: Station SR 1 to Station SR 5
There are five stations in this segment where Line 2 will travel along Jalan Kuching-
Serian and Jalan Penrissen. These are busy roads with high travel demand during
peak hour periods, taking into cognisance that this road functions as a primary and
secondary distributor. The volume over capacity (v/c) ratio analysis is adopted to
evaluate the roadway performance.
Station SR 1
The Station SR 1 is an elevated station along Jalan Kuching-Serian which is a four-

lane dual carriageway road with capacity of 1,800 pcu/hr/lane. It is performing at
Level of Service B during both morning and evening peak hours. The volume over
capacity (v/c) analysis at Jalan Kuching-Serian is satisfactory and is able to

Station SR 2
Station SR 2 is an elevated station along Jalan Kuching-Serian which is a four-lane

of Service C during the morning peak hours and at Level of Service A for the evening
peak hours. The volume over capacity (v/c) at Jalan Kuching-Serian is satisfactory
and is able to accommodate peak hour traffic.
Station SR 3
The Station SR 3 is an elevated station along Jalan Kuching-Serian which is a four-

Level of Service D during morning peak hour and a Level of Service C during
evening peak hours. The volume over capacity (v/c) at Jalan Kuching-Serian is
satisfactory and is able to accommodate peak hour traffic.
Station SR 4
Station SR 4 is an elevated station along Jalan Penrissen which is a four-lane dual

Service E during the morning peak hours and Level of Service D for the evening peak
hours. The volume over capacity (v/c) at Jalan Penrissen is non-satisfactory and may
not be able to accommodate future peak hour traffic.
Station SR 5
Station SR 5 is an elevated station along Jalan Kuching Ranger Depot which is a four-
Level of Service E during both morning and evening peak hours. The volume over
capacity (v/c) at this road is performing at a non-satisfactory level and may not be
able to accommodate future peak hour traffic.
6.13.6 Segment 2B: Station SR 5 to Station IS 1
There are five stations along this segment where Line 2 will travel on major roads
and highways, namely Jalan Lapangan Terbang and Jalan Tun Jugah. These are busy
roads with high travel demand during peak and off-peak periods, taking into
cognisance that these roads function as primary and secondary distributors. The
performance.

Station SR 6
Station SR 6 an elevated station along Jalan Lapangan Terbang which is a four-lane

of Service C during morning peak hours and Level of Service D during evening peak
hours. The volume over capacity (v/c) at Jalan Lapangan Terbang is satisfactory and
is able to accommodate peak hour traffic. The Kuching International Airport terminal
is located adjacent to Station SR 6.
Station SR 7
Station SR 7 is an elevated station along Jalan Lapangan Terbang which is a four-lane

of Service B during morning peak hours and Level of Service C during evening peak
hours and is able to accommodate peak hour traffic.
Station SR 8
Station SR 8 is an elevated station along Jalan Tun Jugah which is a six-lane dual
Service B during morning peak hours and a Level of Service C during the evening
peak hours. The volume over capacity (v/c) at Jalan Tun Jugah is satisfactory and is
able to accommodate peak hour traffic.
Station SR 9
Station SR 9 is an elevated station along Jalan Simpang Tiga, and the station access is
via the Simpang Tiga roundabout. Roads in this area have various road capacity
ranging from 1,600 pcu/hr/lane to 1,800 pcu/hr/lane. Thus, all four roads leading
to the Simpang Tiga roundabout were analyzed individually, where two roads are
along Line 1 (Jalan Wan Alwi and Jalan Simpang Tiga) and the remaining two are
along Line 2 (Jalan Tun Jugah and Jalan Tun Razak).
Jalan Wan Alwi, a four-lane dual carriageway with capacity of 1,600 pcu/hr/lane
and is performing at Level of Service B during the morning peak hours and Level of
Service C for evening peak hours. The volume over capacity (v/c) at Jalan Wan Alwi
is satisfactory and is able to accommodate peak hour traffic.
Jalan Simpang Tiga is a four-lane dual carriageway road with a capacity of 1,800
pcu/hr/lane and is performing at Level of Service E during both morning and
evening peak hours. The volume over capacity (v/c) at Jalan Simpang Tiga is non-
satisfactory and may not be able to accommodate future peak hour traffic.

Jalan Tun Jugah is a six-lane dual carriageway road with capacity of 1,800
pcu/hr/lane and is performing at Level of Service B during both morning and
evening peak hours. The volume over capacity (v/c) at Jalan Tun Jugah is satisfactory
and is able to accommodate peak hour traffic.
Jalan Tun Razak is a four-lane dual carriageway road with capacity of 1,800
pcu/hr/lane and is performing at Level of Service E during morning peak hours and
Level of Service B during evening peak hours. The volume over capacity (v/c) at
Jalan Tun Razak is non-satisfactory and may not be able to accommodate future peak
hour traffic.
Station IS 1
Jalan Tun Jugah which is a six-lane dual carriageway road with capacity of 1,800
pcu/hr/lane. It is performing at Level of Service B during both morning and evening
peak hours. The volume over capacity (v/c) at Jalan Tun Jugah is satisfactory and is
able to accommodate peak hour traffic.
Jalan Tun Razak is a four-lane dual carriageway road with capacity of 1,800
pcu/hr/lane. It is performing at Level of Service E during the morning peak hours
and Level of Service B during evening peak hours. The volume over capacity (v/c)
at Jalan Tun Razak non-satisfactory and may not be able to accommodate future peak
hour traffic.
6.13.7 Segment 2C: Station IS 1 to Station SR 13
There are four stations in this segment where Line 2 travels on major roads, namely
Jalan Tun Razak, Jalan Datuk Marican Salleh, Jalan Kemajuan and Jalan Keruing.
Jalan Tun Razak and Jalan Datuk Marican Salleh are busy roads with high travel
demand during peak periods while Jalan Kemajuan and Jalan Keruing are
moderately busy roads during peak periods. Taking into cognisance that these roads
function as primary and secondary distributors, the volume over capacity (v/c) ratio
analysis is adopted to evaluate the roadway performance.
Station SR 10
Station SR 10 is an elevated station along Jalan Tun Razak which is a four-lane dual
Service C during both morning and evening peak hours and may not be able to
accommodate future peak hour traffic.

Station SR 11
Station SR 11 is an elevated station along Jalan Datuk Marican Salleh which is a six-
Level of Service C during both morning and evening peak hours. The volume over
capacity (v/c) at Tun Razak is satisfactory and is able to accommodate peak hour
traffic.
Station SR 12
Station SR 12 is an elevated station along Jalan Kemajuan which is a four-lane dual

Service A during both morning peak hours evening peak hours. The volume over
capacity (v/c) at Jalan Kemajuan is satisfactory and is able to accommodate peak
hour traffic.
Station SR 13
The Station SR 13 is an at-grade station along Jalan Keruing which is a four-lane dual
carriageway with capacity of 1,700 pcu/hr/lane. It is performing at Level of Service
A during both morning and evening peak hours. The volume over capacity (v/c) at
Jalan Keruing is satisfactory and is able to accommodate peak hour traffic.

Table 6.13-2 : Existing Traffic Conditions
No. of lanes Capacity Volume in pcu/hr (v/c ratio)
Highest
Eastbound/ Eastbound/
AM Peak (7.00 a.m. – 8.00 a.m.) PM Peak (5.00 p.m. – 6.00 p.m.) volume over
Station Road Section Northbound Northbound
capacity (v/c)
(Westbound/ (Westbound/ Westbound/ Eastbound/ Westbound/ Eastbound/
ratio
Southbound) Southbound) Northbound Southbound Northbound Southbound
SM1 2 (2) 3,600 818 (0.22 A) 670 (0.18 A) 1,469 (0.40 B) 1,254 (0.34 B) B
Jalan Datuk
SM2 2 (2) 3,600 1,163 (0.32 B) 815 (0.22 B) 1,078 (0.30 B) 1,236 (0.34 B) B
Mohammad Musa
SM3 2 (2) 3,600 1,453 (0.40 B) 1,245 (0.34 B) 1,687 (0.46 B) 1,402 (0.38 B) B
SM4 2 (2) 3,600 2,176 (0.60 C) 1,368 (0.38 B) 2,412 (0.67 D) 2,890 (0.80 E) E
SM5 Kuching-Samarahan 2 (2) 3,600 2,905 (0.81 E) 1,380 (0.38 B) 3,021 (0.83 E) 3,105 (0.86 E) E
SM6 Expressway 2 (2) 3,600 2,649 (0.74 D) 1,538 (0.43 B) 1,615 (0.45 B) 2,506 (0.69 D) D
SM7 2 (2) 3,600 1428 (0.40 B) 2445 (0.68 D) 1457 (0.41 B) 3123 (0.86 E) E
SM8 2 (2) 3,200 989 (0.31 B) 2144 (0.67 D) 2176 (0.68 D) 2576 (0.80 E) E
Jalan Wan Alwi
SM9 2 (2) 3,200 944 (0.17 A) 930 (0.30 B) 1596 (0.49 C) 2180 (0.68 D) D
Jalan Wan Alwi 2 (2) 3,200 932 (0.32 B) 927 (0.29 B) 1692 (0.52 C) 990 (0.32 B) C
IS 1
Jalan Simpang Tiga 2 (2) 3,600 2916 (0.81 E) 1710 (0.47 B) 1681 (0.47 B) 2987 (0.83 E) E
SM11 Jalan Simpang Tiga 2 (2) 3,600 3016 (0.84 E) 1678 (0.47 C) 1718 (0.47 B) 2897 (0.81 E) E
SM12 Jalan Batu Lintang 2 (2) 3,200 1387 (0.43 B) 695 (0.20 A) 1002 (0.31 B) 1372 (0.43 B) B
Jalan Tun Ahmad Zaidi
SM13 2 (2) 3,600 1720 (0.48 B) 2307 (0.64 C) 1090 (0.30 B) 1750 (0.49 C) C
Adruce
SM14 Jalan Haji Taha 2 (2) 3,600 548 (0.15 A) 2048 (0.57 C) 395 (0.11 A) 897 (0.25 A) C
SR1 2 (2) 3,600 1332 (0.37 B) 998 (0.28 A) 1008 (0.28 A) 1080 (0.30 B) B
SR2 Jalan Kuching-Serian 2 (2) 3,600 1440 (0.40 C) 1010 (0.28 A) 725 (0.20 A) 856 (0.24 A) B
SR3 2 (2) 3,600 2444 (0.68 D) 881 (0.24 A) 1044 (0.29 B) 1908 (0.53 C) C
SR4 Jalan Penrissen 2 (2) 3,400 2787 (0.82 E) 1088 (0.32 B) 2278(0.67 D) 1122 (0.33 B) E
Jalan Kuching Ranger
SR5 2 (2) 3,600 1271 (0.35 B) 3062 (0.85 E) 1378 (0.38 B) 2956 (0.82 E) E
Depot
SR6 Jalan Lapangan 2 (2) 3,600 1080 (0.30 B) 1750 (0.48 C) 981 (0.27 A) 2625 (0.73 D) D
SR7 Terbang 2(2) 3,600 1082 (0.30 B) 1148 (0.31 B) 1128 (0.32 A) 2228 (0.62 C) C

No. of lanes Capacity Volume in pcu/hr (v/c ratio)
Highest
Eastbound/ Eastbound/
AM Peak (7.00 a.m. – 8.00 a.m.) PM Peak (5.00 p.m. – 6.00 p.m.) volume over
Station Road Section Northbound Northbound
capacity (v/c)
(Westbound/ (Westbound/ Westbound/ Eastbound/ Westbound/ Eastbound/
ratio
Southbound) Southbound) Northbound Southbound Northbound Southbound
SR8 Jalan Tun Jugah 3 (3) 5,400 2499 (0.46 B) 1650 (0.31 B) 2647 (0.49 C) 1994 (0.37 B) C
Jalan Wan Alwi 2 (2) 3,200 932 (0.32 B) 927 (0.29 B) 1,692 (0.52 C) 990 (0.32 B) C
Jalan Simpang Tiga 2 (2) 3,600 2,916 (0.81 E) 1,710 (0.47 B) 1,681 (0.47 B) 2,987 (0.83 E) E
SR9
Jalan Tun Jugah 3 (3) 5,400 1390 (0.25 A) 2110 (0.39 B) 2297 (0.42 B) 1241 (0.23 A) B
Jalan Tun Razak 2 (2) 3,600 3101 (0.86 E) 1132 (0.31 B) 1093 (0.30 B) 1188 (0.12 B) E
Jalan Tun Jugah 3 (3) 5,400 1390 (0.25 A) 2110 (0.39 B) 2297 (0.42 B) 1241 (0.23 A) B
IS 1
Jalan Tun Razak 2 (2) 3,600 3101 (0.86 E) 1132 (0.31 B) 1093 (0.30 B) 1188 (0.12 B) E
SR10 Jalan Tun Razak 2 (2) 3,600 1795 (0.50 C) 1698 (0.31 B) 3006 (0.57 C) 1523 (0.28 A) C
Jalan Datuk Marican
SR11 3 (3) 5,100 2448 (0.31 C) 2289 (0.45 B) 1818 (0.36 B) 3090 (0.61 C) C
Salleh
SR12 Jalan Kemajuan 2 (2) 3,000 784 (0.26 A) 812 (0.23 A) 540 (0.18 A) 734 (0.24 A) A
SR13 Jalan Keruing 2 (2) 3,400 790 (0.24 A) 930 (0.27 A) 496 (0.14 A) 532 (0.16 A) A

6.14 INFRASTRUCTURE AND UTILITIES
6.14.1 Power Supply
For power supply provided by Sarawak Energy Berhad (SEB), all works and supply
of electricity are bound by the Electricity Ordinance, Chapter 50 (Laws of Sarawak,
31 May 2007) and the Electricity Rules, 1999. In relation to line easement (or right-of-
way) for distribution lines and transmission lines, Rule 41 of the Electricity Rules
1999 (Installation of Aerial Lines) is applicable.
The Rules also specify a minimum height clearance between a line conductor and a
building or structure, other than that of a substation, for line conductors operating at
low voltage, high voltage or extra high voltage. For low voltage, the clearance shall
be maintained at not less than 2134 mm horizontally or not less than 2743 mm
vertically unless written permission of the Director has been obtained to provide for
a different clearance. Similarly, for high and extra high voltage, the clearance shall
be maintained at not less than 4.57 m unless written permission of the Director has
been obtained to provide for a different clearance.
Table 1 in Appendix H lists the observations made based on data provided by SEB
which consist of transmission lines above and below ground. This data would need
to be verified via ground surveys during the detailed design stage.
6.14.2 Water Supply
For water supply, all works are bound by the Water Ordinance 1994, Chapter 13
(Laws of Sarawak, 31 May 2008). In the said Ordinance, there is no specific
requirement on allowable clearance of the water supply lines from above or below
the line.
Based on pipeline drawing received from Kuching Water Board (February 2021), the
information given does not specify if the lines are aligned on the left side or the right
side of the main roads or roads that it runs under / next to. Therefore, the review of
the lines crossing was made only generally based on available pipeline map. No
specific comments as to whether the pipelines require relocation can be made at this
point in time (refer to Table 2 of Appendix H).

6.14.3 Sewerage Services
For sewerage systems and installation, all works are bound by the Sewerage Systems
and Services Ordinance, 2005. Guidelines No. 2 of the Ordinance specifies the
guidelines for design, construction and testing of sewer networks and pump station.
In the said Guidelines, there is no specific requirement on allowable clearance of the
sewer lines from above or below the line.
The Sewerage Services Department provided maps for Trunk Sewer and Secondary
Sewer, as shown in Plate 6.14-1. Based on this information, it was assessed that the
existing sewer lines in Kuching City will overlap/cross the lower portion of Line 1,
i.e., Batu Lintang – Sarawak General Hospital – Hikmah Exchange (SM 12 – SM 14)
(Plate 6.14-1) (refer to Table 3 of Appendix H).
6.14.4 Telecommunication Services
For telecommunications and multimedia network, all works are bound by the
Sarawak Multimedia Authority Ordinance, 2017, Chapter 73 (Laws of Sarawak). In
the said Ordinance, there is no specific requirement on allowable clearance of the
telecommunication lines whether above ground or below ground.
Based on data provided by TM Sarawak, there was no indication or differentiation

of lines which were above ground or below ground. The assessment was therefore
conducted with the aid of site verification – as best as possible – to provide a fairly
general indication of the locality and position of the telecommunication lines that are
close to/along Line 1 and Line 2.
As with the rest of the utilities being assessed, the telco lines require detailed ground
verification. Based on visual ground surveys done for this study, the indicated lines
may not correctly represent above or below ground lines position, especially for telco
lines that cross the road.
Table 1 to Table 4 in Appendix H depicts the assessment of each utility line, their
position with regards to the ART lines and stations and their potential for relocation
requirement, based on the available information obtained from the respective utility
providers for this Study. The tables in Appendix H are as follows:
• Table 1 – Power
• Table 2 – Water
• Table 3 – Sewerage
• Table 4 – Telecommunication

Source: Sewerage Services Department Sarawak, November 2020
Plate 6.14-1 : Trunk Sewer and Secondary Sewer

6.14.5 Waste
Waste management in Kuching under the administrative districts of Dewan

Bandaraya Kuching Utara, Majlis Bandaraya Kuching Selatan and Majlis
Perbandaran Padawan adopt the Integrated Solid Waste Management System
(ISWMS), whereby both municipal and hazardous waste are managed with
comprehensive collection, treatment and disposal system. Trienekens (Sarawak) Sdn.
Bhd. has been appointed as the operator of the ISWMS by Sarawak Wastes
Management Sdn. Bhd. – a joint venture company formed by the Sarawak State
Government and Trienekens GmBH of Germany.
As the operator, Trienekens provides waste management services covering

municipal waste, construction waste, and scheduled waste. All of the treatment
activities and final disposal are conducted at the Kuching Integrated Waste
Management Park (KIWMP), located in Mambong (Plate 6.14-2). Among the
facilities available at the KIWMP are:
• Sanitary landfill (for municipal waste)

• Scheduled waste storage facility
• Scheduled waste incineration facility
• Secure landfill (for scheduled waste)
• Leachate wastewater treatment plant
Source: Trienekens (Sarawak) Sdn. Bhd.

Plate 6.14-2 : Kuching Integrated Waste Management Park
Meanwhile, waste management under Majlis Perbandaran Kota Samarahan is

handled by the local authority. Collection of waste are carried out by licensed
contractors and the landfill for Kota Samarahan is located near Kg. Plaie.

6.15 HERITAGE ASSETS
When James Brooke (1803-1868) reigned as the “White Rajah” (Caucasian King),
Kuching was developed and constructed with many colonial buildings and also forts,
many of which are still intact, preserving the city’s architectural heritage.
A Heritage Impact Assessment (HIA) was carried out by EMS Progress Sdn Bhd-ERE
Consulting Group Sdn Bhd–CGB Consultants Sdn Bhd with an objective of
identifying heritage assets that are located within 200 m from the KUTS ART Phase
1 and to then assess the potential impact the Project will have on these assets and to
recommend mitigation measures to safeguard its respective heritage values.
Information presented in this sub-section has been extracted from the HIA Report.
During the course of the HIA study, engagements were carried out with the
Department of National Heritage, Sarawak Museum Department, Dewan Bandaraya
Kuching Utara (DBKU), Majlis Bandaraya Kuching Selatan (MBKS), Majlis
Perbandaran Kota Samarahan (MPKS) and Majlis Perbandaran Padawan (MPP) to
obtain feedback in terms of heritage assets and trees that are located along the KUTS
ART Phase 1.
Based on official engagement with these Agencies and Local Councils, and site
assessment by the heritage consultant, there are 27 heritage assets that are located
within 200 m from Line 1 and Line 2 (Plate 6.15-2) which comprise of Listed Heritage
Asset and Heritage Inventory List from the Department of National Heritage,
Sarawak Museum Department and the Local Councils including local interest
heritage assets. There are 18 built heritages, one historic urban landscape, five
historic trees, one heritage tree and two potential archaeology sites.
There are no heritage trees listed under DBKU, MBKS, MPKS and MPP. However,
there is one particular tree at Padang Merdeka, Ceiba pentandra (Kapok Tree) which is
classified as a heritage tree as per the inscription plate placed on the tree
(Plate 6.15-1). Another Kapok Tree of similar size and age was also found at Jalan Batu
Lintang which is approximately 8 m from Line 1, between Station SM 11 and Station
SM 12. The other significant historic trees found at Padang Merdeka are the Rain
Trees, which are identified as historic trees based on its historical significance, age
and size. There are a total of five historic trees and one heritage tree identified along
the lines and stations.
Heritage value grading (Table 6.15-1) was assigned to each of the identified heritage
assets. The method of heritage value grading was adopted from the International
Council on Monuments and Sites (ICOMOS) Guidance on Heritage Impact
Assessment (2011). Seven out of the 27 heritage assets are classified as ‘High’, one is
classified as ‘Medium’, 17 are classified as ‘Low’ while the remaining two are of
‘Unknown Potential’.

Plate 6.15-1 : Inscription Plate on Kapok Tree at Padang Merdeka
Table 6.15-1 : Value Grading

Grading Description
Very Designated as World Heritage Property
High Eg. UNESCO World Heritage Sites
Nationally-Designated LISTED Property
High Nationally-designated (listed) structures standing remains
Eg. Assets listed under “Warisan Kebangsaan” or “Warisan”
Nationally-Designated UNLISTED Property
Designated buildings, historic (unlisted) buildings that can show to have
Medium
exceptional qualities, important national historical integrity or associations
Eg. Heritage assets under JWN Inventory which is yet to be listed.
Local Significance or Importance Property
Assets of unlisted buildings of modest quality in their fabric or having any local historical
significance association, historical urban landscape with importance to the local interest
Low
groups/with limited historic integrity in their buildings or built settings
Eg. Heritage asset listed by local authority and those identified by registered heritage
consultants
No Significance
Negligible Built heritage and historic urban landscape assets with NO
architectural and historical merit
Potential for Historic Significance
Unknown Built heritage and historic urban landscape assets with some hidden
Potential (i.e., non-accessible) potential for historic significance
Eg. Potential unidentified Archaeology sites
Source: ICOMOS 2011 Guidance on Heritage Impact Assessment
The 27 heritage assets and their respective descriptions and value grading is
summarized in Table 6.15-2.

Source: Kuching Urban Transportation System (KUTS) Phase 1 Heritage Impact Assessment Report 2021
Plate 6.15-2 : Heritage Assets within 200 m from Line 1 (a)

Plate 6.15-2 : Heritage Assets within 200 m from Line 1 (b)

Plate 6.15-2 : Heritage Assets within 200 m from Line 1 (c)

Table 6.15-2 : Heritage Assets Within 200 m from Line 1 and Line 2
Listing Type
Approx. Distance from
Heritage Asset and Value Grading History Heritage Type JWN JMS DBKU
ART Phase 1 Local
LI HI LI HI LI HI
BH01 St Joseph School • First Catholic missionary school in Sarawak established in 1882 Built Heritage 180 m from Line 1 ✓ ✓
Darul Kurnia Mansion (Admin
• Built in 1930 by Datu Patinggi Abang Haji Abdillah, a Sarawakian independence
BH02 office of Chung Hua Middle School Built Heritage 15 m from Line 1 ✓
patriot for residential purposes
No. 4)
• Built during the Brooke administration in 1930 as a school known as James Brooke
Sarawak Islamic Heritage Museum Malay College 112 m from Station
BH03 Built Heritage ✓ ✓
(Bangunan Muzium Islam Sarawak) • Closed in 1964 and underwent extensive renovation SM 14
• Opened in 1992 as the Islamic Heritage Museum
• Built in 1967 on the same site of the oldest mosque in Sarawak
Kuching City Mosque (Masjid Besar
BH04 • The old Masjid Besar was built in 1847 by the families of Datuk Patinggi Ali, the Built Heritage 12 m from Station SM 14 ✓
Kuching)
famous Malay leader
• Built and opened in 1912 by Her Highness, The Ranee Muda
BH05 Brooke Dockyard Built Heritage 88 m from Station SM 14 ✓
• It is the oldest shipyard in Malaysia
Old Government Printing Office
155 m from Station
BH06 (Bangunan Pejabat Residen Daerah • Built in 1908 on the former site of the first Ladies’ Club Built Heritage ✓ ✓ ✓
SM 14
Kuching)
Central Police Station (Balai Polis • Built in 1931 during the Brooke era and used to be the police headquarters for 185 m from Station
BH07 Built Heritage ✓ ✓
Central) Kuching SM 14
• Can be traced back towards the end of the 19th century and during the first half of
the 20th century 180 m from Station
BH08 Kuching Waterfront Built Heritage ✓
• The riverfront running parallel against Jalan Gambir and Main Bazaar formed the SM 14
linear frontage of the commercial centre of Kuching
Kampung Heritage (Kg. Masjid, Kg. • Established when the Malays from Lidah Tanah started to move to Kuching and
BH09 Built Heritage 50 m from Station SM 14 ✓
Bintangor and Kg. Bandarshah) settle down along the rivers
• The remains of the Old Fire Station when the building was constructed to house the
fire engine that was imported from England in 1917. The building was demolished
BH10 Old Fire Station Lookout Tower Built Heritage 121 m from Station SM 14 ✓
in 1957 except the lookout tower when the new Fire Station was opened in Jalan
Padungan
Old Shophouses at Jalan P Ramlee • When James Brooke took over Sarawak from Bruneian Empire, Chinese immigrants
(4 units) started to settle down in the town and built shophouses along the street
• The shophouses were built using wooden attap and unfortunately were burnt down
Old Shophouses at Jalan Gartak (8 by fire in 1884
units) • New shophouses were rebuilt with non-flammable brick walls. Many of the rebuilt
shophouses still retains their old architectures
• Khoo Hun Yeang Street was named after the infamous Khoo Hun Yeang, who held
Old Shophouses at Jalan Khoo Hun
BH13 the state-sanctioned monopoly in dealing and producing opium and spirits Built Heritage 90 m from Station SM 14 ✓
Yeang (33 units)
• The old shophouses fronting this street was built by Khoo Hun Yeang in 1902
Old Shophouses at Jalan Market (23
BH14 • Shophouses were built fronting Lebuh Java and Jalan Market. The streets were very Built Heritage 80 m from Station SM 14 ✓
units)
lively and happening following the first station of the Sarawak Government
Old Shophouses at Lebuh Java (17 145 m from Station
BH15 Railway, Kuching Station was located at the end of Jalan Market Built Heritage ✓
units) SM 14
Old Shophouses at India Street (11 • The Kling Street was named after the Indian merchant that set up stores along this 186 m from Station
BH16 street selling textiles and jewellery. The street name was changed to India Street in Built Heritage ✓
units) SM 14
1928
Old Shophouses at Kai Joo Lane (32 • Kai Joo Lane, located next to the Central Police Station, consists of two rows of 32 177 m from Station
BH17 shops built in 1923 by Teo Kai Joo, a Teochew businessman. The locality was named Built Heritage ✓
units) SM 14
after Kai Joo by Charles Brooke.
• Old Railway Yard’s site is where the first station of Sarawak Government Railway, 15 m from Station
BH18 Old Railway Yard the Terminus (Kuching Station) is located. The yard serves the Sarawak Built Heritage ✓
SM 14
Government Railway from 1916 to 1933 and its final closure in 1947.

Listing Type
Approx. Distance from
Heritage Asset and Value Grading History Heritage Type JWN JMS DBKU
ART Phase 1 Local
LI HI LI HI LI HI
• Padang Merdeka is a rectangular shaped open field surrounded by Rain Trees and
made even more prominent by the centuries old Kapok Tree or Silk-Cotton Tree
Historic Urban 168 m from Station
HUL 01 Padang Merdeka • The tree is a real landmark and center attraction of the Padang Merdeka. The Kapok ✓
Landscape SM 14
Tree growing in Padang Merdeka is listed under the heritage tree of Kuching by
Sarawak Government
232 m from Station
Ceiba pentandra (Kapok Tree) – 1 no.
HT 01 - Heritage Tree SM 14 ✓
at Padang Merdeka
(within HUL 01 boundary)
Pterocarpus indicus (Angsana Tree) – 158 m from Station SM
HT 02 - Historic Tree ✓
3 nos. at Jalan Barrack 14
Samanea saman (Rain Tree) – 1 no. at 170 m from Station
HT 03 - Historic Tree ✓
Padang Merdeka SM 14
216 m from Station
Samanea saman (Rain Tree) – 1 no. at
HT 04 - Historic Tree SM 14 ✓
Padang Merdeka
283 m from Station
Samanea saman (Rain Tree) – 1 no. at
HT 05 - Historic Tree SM 14 ✓
Padang Merdeka
Ceiba pentandra (Kapok Tree) – 1 no.
HT 06 - Historic Tree 8 m from Line 1 ✓
at Jalan Batu Lintang
• The old township of Kuching which covers the area along the Sarawak
River is rich in its historical significance. It was where the city started to
develop Potential 0 m from Station
AC01 Kuching Old Town ✓
• In 1870, the small town was surrounded by Sarawak River on the north, Archaeological Site SM 14
Gartak River and Kampung Jawa on the west and Kuching River on the
east
• Important source of water and transportation for the people in the south-
western Sarawak.
Potential
AC02 Sarawak River • River is also used for water-related sports activities, Sarawak Regatta, an 0 m from Line 2 ✓
Archaeological Site
annual rowing event held on the river. Significance of regattas in Sarawak
dates back to 1872 during the Brooke era.
JWN : Jabatan Warisan Negara (Department of National Heritage)
JMS : Jabatan Muzium Sarawak (Sarawak Museum Department)
DBKU : Dewan Bandaraya Kuching Utara
Local : Local Interest Heritage
LI : Listed Heritage
HI : Heritage Inventory

BH 02 - Darul Kurnia (Chung Hua Middle School No. 4) BH 04 - Kuching City Mosque
(15 m from Line 1) (12 m from Station SM 14)
BH 05 - Brooke Dockyard BH 09 – Kampung Heritage (Kg. Masjid, Kg. Bintangor & Kg. Bandarshah)
(88 m from Station SM 14) (50 m from Station SM 14)

BH 18 – Old Railway Yard BH 14 - Old Shophouses at Jalan Market
BH 16 - Old Shophouses at India Street HUL 01 - View of Padang Merdeka from Jalan Khoo Hun Yeang

This page has been intentionally left blank

2,070,000 2,075,000 2,080,000 2,085,000
De Ja
Jalan
Akses FAC
Ja mar iang
AISANTUB
Se
lan
lan
ON
m Laut
NG
ak
G ko Sarikei
SU
5,175,000 Ba
5,175,000
k
ba
Jalan Bako m
Ta South
Jalan Tun
Abdul Rahm
an
Bintawa China Sea
Barra g
ge
in
Jalan
Kuch
Jalan
Industrial
Jentera
Tekad
Jalan Kuching
Mat
a Jalan J ala
n A st
ana Daya Estate
n g Ba
r u alan
ru
SR12 SR13 Kota
ing
Jalan Tun S Samarahan
J
n
la rak alahud
J a ma din Ke
SM14
Ja
la S A R AWA K Sri Aman
Se Pending
Jala bau
n
Mer
Ba Mai
za n Jal SUNG Industrial
n
a AI SAR
AW AK
Estate
ng
el
Haji Ope g
Jalan
b
an l
Satok
Jalan Tun Ab
Gan Swee g SR11

Jalan P endin Jalan
Indonesia
Jalan n
Cho Garden Sekama

Perim
Gree
at
Kenyalang GAI TABU
Estate
N
5,170,000
5,170,000
Park
Setia Raja
Jalan
IS1 SR10
AN
I B IT
Min Chu
SM12 SM11 Taman
S U NG A
Garden
BA
SM9 NG
TA
Muara SA
SR9
k
MA
R oc
Tabuan Sama Jaya Free R A H AN

Tabuan Jaya SM8 Industrial Zone
Jala
n
Taman Phoning
a
Kaw
Ja na
Taman
Ca
atu Tabuan
lan
nB SR8
n
Jala Seng Heights Taman AP
Goon KU L OBA BA
Jalan Datuk
TU
Swee Li
AI
BE
SM7
NG
Tawi Sli
L AT
SU
n St u tong
Jala
SR7
Jalan Datuk I BA
Banda r Musta pha GA YO R REMBUS
SUN
aru Riveria (PROVISIONAL)
5,165,000
5,165,000
gB
Jalan Stuton SM6 REMBUS DEPOT
Pusat
Taman Sarmax Jantung
Kg Rembus
SR6 Sarawak
City Garden
SR5
Uni-Central SM5
g
Kota Sentosa
uchin
nK u
Kota
la
Ja -B
a UNIMAS Samarahan
SR4 SM4 Taman
Kem Melaban SM2
Shan Bang
Jalan Liu
SM3 Taman
SM1
Kg Sg Empit
5,160,000
5,160,000
Melayu
Taman
SR3
J al
Hillview hamad Mus a an

G k Mo En SUNGAI TUANG
G
O
EM E N Ja l an Da tu tin
IS g
Kg Meranek
GA an
SU N Taman
Emas
SR2
Kompleks
G
TUDM SR1
5,155,000
5,155,000
BATU 12 DEPOT
SUN
AI SUN N RAN
Beverly
G
S IB
IREH G AI PA G E
NG
SI N A I Garden SU
AI
Jal
an
Ku
chi
ng-S
eria
n
Samarahan Line (Line 1) Serian Line (Line 2) Major Road
Proposed Depot Proposed Depot Minor Road
n
Jalan L in g kara
ProposedLuaStation
r Ku chi
ng
Proposed Station River
eo
Proposed Alignment (At-grade) Proposed Alignment (At-grade) Segment Line

rn
Bo
ak
la
Ja
Proposed Alignment (Elevated) Proposed Alignment (Elevated)

M
m n
nc
bo
Pu
5,150,000
5,150,000
n
ng-S
la
Ja Proposed Alignment (Underpass) Interchange Station
igar
2,070,000 2,075,000 2,080,000 2,085,000
o
Date 27-04-2021
Project No EJ 688
Lower than 20 Produced by HMZ
20 - 30 Topography along Samarahan Revision A
1:114,000 @ A4 size paper
0 0.5 1 2 3
30 - 40 Line (Line 1) and Serian Line
40 - 50 (Line 2)
km FIGURE 6.2-1
Coordinate System: 50 - 60
GCS Timbalai 1948
Page units Meter Higher than 60
\\192.168.1.6\gis\GIS-Data\Project\EJ 688 EIA & SIA KUTS\Maps\APRX\EIA KUTS\EIA KUTS HMZ Ch 6.aprx (KUTS Overall Topography 2)
Source: ERE Consulting Group (2021), SRTM (2010)
2,070,000 2,075,000 2,080,000 2,085,000
Se mari
ko
ak Laut
Ba
5,175,000
5,175,000
Jalan
k
a tik
ba Sarikei
Jalan Bako m
Ta
ang
lom
Dip n
Jalan Tun
m
la
De
an
Ja
Abdul Rahm Bintawa South
Jalan
Jalan
Jalan
Industrial
Jentera
Tekad
Jalan
China Sea
Mat
an Jalan
J ala
n A st
ana Daya Estate
r u alan
g Baru Kuching
SR12 SR13
ing
Jalan Tun Sa
J
bah
n
la rak lahud
J a ma din Ke Kota
n
Ja
SM14
Muhib
Jala
Samarahan
Se lan Pending
Jala bau
Mer
Ba Main S A R AWA K
Jal S UNG Industrial Sri Aman
n
za
a AI SAR
A WAK
Estate
ng
el
Haji Ope g
Jalan
b
l
an
Satok
Jalan Tun Ab
Gan Swee Jalan P endin
g SR11
Jalan
Jalan n
Cho Garden Sekama

Perim
Gree
at
Indonesia
Kenyalang GAI TABU
Estate
N
5,170,000
5,170,000
Park
Setia Raja
Jalan
IS1 SR10
AN
I B IT
Min Chu
SM12 SM11
S U NG A
Garden
BA
SM9 NG
TA
Taman Muara SA
SR9
k
MA
R oc
Tabuan R A H AN
Tabuan Jaya
Jala
n
Taman Phoning
awa SM8 Sama Jaya Free
Ja na
K Taman
Ca
atu Industrial Zone
lan
nB SR8
n
Jala Seng Tabuan Taman AP LO
Goon KU B A BATU
Jalan Datuk
Heights Swee Li BE
AI
LA
SM7
NG
T
Tawi Sli
SU
n St u tong
Jala
SR7
Jalan Datuk I BA
Banda r Musta pha GA YO R REMBUS
SUN
aru Riveria (PROVISIONAL)
5,165,000
5,165,000
gB
Jalan Stuton SM6 REMBUS DEPOT
Pusat
Kg Rembus
SR6 Sarawak
City Garden
SR5
Uni-Central SM5
Kota Sentosa
ing Kota
Kuch
an
a l - Ba
u UNIMAS Samarahan
J
SR4 SM4 Taman
Kem Melaban SM2
Shan Bang
Jalan Liu
SM3 Taman
SM1
Kg Sg Empit
5,160,000
5,160,000
Melayu
Taman
SR3 Hillview J al
an
ohamad Mus a SUNGAI TUANG
GG O kM En
EME N Ja l an D a tu tin
IS g an Kg Meranek
GA
SUN Taman
Emas
SR2
Kompleks
G
TUDM SR1
5,155,000
5,155,000
BATU 12 DEPOT
SUN
AI SUN N RAN
Beverly
G
SIB
IREH G AI PA G E
NG
Jal SI N AI Garden SU
AI
an
Ku
chi
ng-
S er
ian
Samarahan Line (Line 1) Serian Line (Line 2) Rocks

Proposed Depot an Proposed Depot Jurassic-Cretaceous
Jala n L in g kar
g
Luar Ku chin
Proposed Station Proposed Station Pleistocene and Recent
eo
rn
Triassic-Quarternary
Bo
Proposed Alignment (At-grade) Proposed Alignment (At-grade)

Ja
ak
n
la
nc
M
a
Proposed Alignment (Elevated) Proposed Alignment (Elevated) Upper Palaeozoic
Pu
mbo
5,150,000
5,150,000
n
la
Ja
n g-
Proposed Alignment (Underpass) Interchange Station

Sa
rig
2,070,000 2,075,000 2,080,000 2,085,000
o
Date 27-04-2021
Project No EJ 688
River
Geology along Samarahan Revision A
1:114,000 @ A4 size paper Line (Line 1) and Serian Line
0 0.5 1 2 3 Major Road
(Line 2)
km
Minor Road FIGURE 6.3-1
Coordinate System:
GCS Timbalai 1948
Page units Meter
\\192.168.1.6\gis\GIS-Data\Project\EJ 688 EIA & SIA KUTS\Maps\APRX\EIA KUTS\EIA KUTS HMZ Ch 6.aprx (KUTS Overall Geology)
Source: ERE Consulting Group (2020), Minerals and Geoscience Department Malaysia (2012)
2,070,000 2,075,000 2,080,000 2,085,000 2,090,000
n an Bintawa
Tu ahm
Jalan
Barra g
Jalan
Jentera
Industrial
Tekad
ge
Sala
in
n
la ul R
Ja h u d
Jalan
Kuch
a
J d lan As tana Estate
la di
Ja
Daya
Ab
n
SU
Tu n
n NGAI
la
SA SR12 South
n
Ja ara
bah
k
RA
SR13 China Sea
WAK
m Ja
Se SM14
Muhib
Jala
Ba lan
Jalan
za Ma
Pending Kuching
N
ar in
nM
Ja
HA
Kg Bandarshah A lan Industrial
RA
erbau
g
ell SR11
Wa uh
Jalan
yan
MA
Estate
Ha ji Openg
Jalan Tu n Abang
Leb
Satok
SA
Kota
Gan Swee Ja l n Jalan
Pe a g
NG
Perim Samarahan
SM13 Cho Garden Sekaman di n
TA
at
BA
S A R AWA K
Rikett Kenyalang Muara Tabuan
J a ree
GAI TABU
AN
UN Light Industrial
la n
Estate
G
5,170,000
5,170,000
Park
n
S
IS1 Park Indonesia
Setia Raja
Jalan
T AN
SR10
SM11
BI
Taman
S U NGA I
Min Chu SM12
SM9 Muara
Garden SR9
R oc
Tabuan
Jalan
k
Taman Tabuan SM8
Ja asa
M
la h o
Phoning
n
n
Jala awa Jaya Sama Jaya Free
Sh
r SR8 ATU BELA
Ja na
er
uK
Ca
Bat Industrial Zone BA B
ip
lan
LO T
Jalan Datuk
Tawi Sli
n
Jalan
Taman Tabuan Song Taman
Seng Heights Swee Li
Goon an Stu ton
g
Jal SM7
an
Jalan Dat u k pha IBA

a ru
Ban dar M u sta SR7 Jal GA YO R REMBUS

B S UN
tong (PROVISIONAL)
Stu
5,165,000
5,165,000
Riveria SM6 REMBUS DEPOT
Pusat
P
UA

S UNGAI K
Kg Rembus
SR6 Sarawak
SR5 City Garden

SM5
Uni-Central
Kota Sentosa
hing
Kuc au Kota
Ja
la
n -B SR4 UNIMAS Samarahan
SM4 Taman
SM3 Melaban SM1
Jalan Liu
Shan Bang
Kem Kg Sigitin SM2 Taman

Penrissen Kg Sarakan Desa
5,160,000
5,160,000
Ja
Taman Melayu Ilmu
lan
Hillview Kg Sg Empit
En
tin SUNGAI TU
GG SR3 ga AN
O
G
m
EM E N Jalan Dat u ha ad Mu sa n
IS k Mo
SUN
GA Kg Meranek
Taman
Emas
SR2 Kompleks
Perumahan
TUDM
K u kar a n
ng
NG
chi
ng
J alan Pun cak
IB
O
BATU 12 GA Li
an ua r
I
SU N
SR1 L
l
DEPOT
Ja
AN
G ER
B o rneo
AN
5,155,000
5,155,000
S UN
AI P
GAI
NG
SI
IR E Beverly SU
B
AI H Jal
a
IS N Ku n Garden
I
chi
GA
ng-
Ser
UN
S ian
2,070,000 2,075,000 2,080,000 2,085,000 2,090,000

Dominant Soil
Mainly Skeletal Soils and Lateritic Soils: Shallow to moderately deep, yellow to red clays; on basic to intermediate
igneous rocks; steep and moderately steep land.
Proposed Depot Mainly Red-Yellow Podzolic Soils: Shallow to deep, yellow to red loamy sands to clays; on sedimentary, acid igneous
and metamorphic rocks; gently sloping to steep land.
Proposed Station Mainly Grey-White Podzolic Soils: Moderately deep to deep, white, grey or pale yellow loamy sands to clays; on
Proposed Alignment (At-grade) sedimentary rocks or old alluvium; flat to moderately steep land.
Mainly Podzols: Shallow to deep, pale-coloured sands with prominent sub-surface accumulation of humus or, locally,
iron; on old or subrecent alluvium or coarse-textured sedimentary rocks; flat to gently sloping land.
Proposed Alignment (Underpass) Mainly Gley Soils: poorly-drained sands to clays; on recent alluvium in floodplain areas; on old alluvium on low level
Serian Line (Line 2) terraces; on sedimentary rocks on gently undulating land and some dip slopes.
Mainly Saline Gley Soils: poorly-drained clays; on recent alluvium; mainly confined to deltaic areas subject to brackish
Proposed Depot water flooding.
Proposed Station Mainly shallow Peat Soils (overlying mineral material at less than 1 metre depth); mainly in present flood-plains; locally
high altitude in mountainous land.
Proposed Alignment (At-grade) Mainly deep Peat Soils (overlying mineral material at more than 1 metre depth, commonly more than 3 metres); in
Proposed Alignment (Elevated) present flood-plains.
Mainly Recent Alluvial Soils: Generally deep sands to clays lacking horizon development; on recent marine or riverine
Interchange Station
alluvium, mainly in interior floodplains and marine beaches
o
Date 27-04-2021
Legend
Project No EJ 688
Dominant Soil along Revision A
1:116,000 @ A4 size paper Major Road Samarahan Line (Line 1)
0 0.5 1 2 3
Minor Road and Serian Line (Line 2)
km
River FIGURE 6.3-2
Coordinate System:
GCS Timbalai 1948
Page units Meter
\\192.168.1.6\gis\GIS-Data\Project\EJ 688 EIA & SIA KUTS\Maps\APRX\EIA KUTS\EIA KUTS HMZ Ch 6.aprx (KUTS Overall Dominant Soil)
Source: ERE Consulting Group (2021), Department of Agriculture, Sarawak
2,070,000 2,075,000 2,080,000 2,085,000 2,090,000
Ma t
an Jalan
a lan
A sta
na alan Daya Bintawa Industrial
J
J
J
M ala g Baru
at n
an SR12 Estate Sarikei
g Ja lan Tun S
n
alahu
dd SR13
la ak SM14
Ja ar Pending South
in
Jala au
m
Me r
Se Kg Bandarshah Jala SUNGA
m h
Industrial Estate
Te ebu
e
Abe n I SAR China Sea
pl
AWAK
n
b
ll
L
Jalan
Satok
Jalan Tam
an Gan Swee SR11 Ja Kuching
P e lan
SM13 B u day
a
Cho Garden Sekama rim
at
Kota
Rikett Kenyalang Muara Tabuan Light Samarahan
J a l een
AN
Gr
Estate NGAI TAB
SU
an
U S A R AWA K
5,170,000
5,170,000
Park Industrial Park Sri Aman
Setia Raja
Jalan
IS1 SR10
A N
SM12 T
Taman
U N GAI B I
SM11
BA
AN
Min Chu SM9 Muara
T
G
n Rock
Garden SR9 Tabuan Sama Jaya Free Indonesia SAM AR A H A
N
S
Bandar Jal a
Taman Tabuan SM8 Industrial Zone
Baru Batu n Phoning Jaya
Jala awa Taman
Ja na
Ca
Kawa uK
lan
Bat SR8
n
Seng Tabuan Taman LO
Goon B A BATU
Jalan Datuk
Heights Swee Li BE
SM7 LA
Tawi Sli
ton T
Jalan S tu g
SR7
Jalan Datuk
Banda r Must a pha AIBAYO REMBUS
S U NG R
gB
ar u (PROVISIONAL)
5,165,000
5,165,000
J al an St uton Riveria SM6
SR6 Pusat REMBUS DEPOT
Kg Rembus
Sarawak
City Garden
SR5
Uni-Central SM5
Kota Sentosa AP
SUNGA I KU Kota
u
- Ba UNIMAS Samarahan
in g SR4
Ku
ch SM4 Taman
an SM2
Jal Melaban SM1
Shan Bang
Jalan Liu
Kem Penrissen SM3

Taman
Kg Sigitin
Kg Sg Empit
5,160,000
5,160,000
Taman Melayu
SR3
Ja l a
Hillview amad Mus a n
oh En SUNGAI TUANG
Jala kM tin
Taman Emas n D at u g an
Kg Meranek
GO
NG
A SE ME
Line 1 Line 2
SR2
I
Proposed Depot Proposed Depot

SUNG
Kompleks
a k Borneo
Perumahan TUDM Proposed Station Proposed Station

NG
SR1 SU NG A I IBO Proposed Alignment (At-grade) Proposed Alignment (At-grade)
Jalan P unc
Proposed
n
Alignment (Elevated) Proposed Alignment (Elevated)
5,155,000
5,155,000
BATU 12 DEPOT ra
SU NG ka ng
AI S
Proposed
ng h
i
Alignment (Underpass) Interchange Station
AN
R Li Kuc
IB
RE GE
NGAI PA N lan r
I
H Ja L ua
SU
2,070,000 2,075,000 2,080,000 2,085,000 2,090,000
Soil Series
Anderson (Organic Soils) - 150cm organic layer; level coastal lowlands or interior Nyalau (Red-Yellow Podzolic) - Coarse loamy; residual; non-calcareous;
And valleys; class 05 (water-table, fertility, inundation) Nyl moderately steep to steep hills; class 2 to 5 (fertillity, slope, erosion hazard)
Abok (Red-Yellow Podzolic) - Loamy; 20-25% Gp.III oxides; low CEC; moderately Pendam (Gleysols) - Clayey; weakly saline; non-calcareous; flat to gently
Abk steep to steep hills; class 3 to 5 (slope, erosion hazard) Pnd sloping tidal floodplains class 4 to 5 (wetness, acidity, salinity)
Bijat (Gleysols) - Clayey; alluvial; non sulphudic; white to grey; flat to undulating Rajang (Thionic Soils) - Clayey; sulphidic within 50cm, strongly saline; flat
Bjt floodplains or valleys; class 3 (wetness, inundation) Rjn to gently sloping tidal flood plains; class 5 (wetness, salinity acidity)
Bekenu (Red-Yellow Podzolic) - Fine loamy; >20% Gp.111 oxides non-calcereous; Ramun (Alluvial Soils) - Clayey; basic to intermediate igneous rocks; flat to
Bkn yellow; moderately to very steeply dissected hills; class 3 to 5 (slope, erosion hazard)
Rmn undulating valleys and levees; class 2 to 3 (rockiness, inundation)
Buri (Skeletal Soils) - Residual; acid igneous rocks; very steep mountains; class 5 Sebangan (Red-Yellow Podzolic) - Coarse loamy; <20% Gp.111 oxides;
Bur (slope, erosion hazard, soil depth) Sbn non-calcareous; old alluvium; undulating low hills; class 3 to 4 (fertility,
moisture defiency)
Gaya (Regosols) - Skeletal; colluvial/ old alluvium; flat to gently sloping footslopes
Gya or terraces; class 5 (fertility, stoniness) Sedong (Skeletal Soils) - Skeletal; residual; basic to intermediate igneous rocks;
Sdn steep to very steep mountains; class 5 (slope, erosion, hazard soil depth)
Mukah (Organic Soils) - 50-150cm organic layer over non-sulphidic fine loam to
Mkh clay; level coastal lowlands or interior valleys; class 04 (watertable, fertility) Semonggok (Red Yellow Podzolic) - Very fine clayey; residual; non-calcareous;
Smg imperfect drainage; moderately to very steeply dissected hills; class 3 to 5
Malang (Alluvial soils) - Clayey; non-calcareous sedimentary rocks; red/dark red;
Mlg flat to undulating floodplains and levees; class 2 to 4 (inundation, wetness)
(slope, erosion hazard)
Triboh (Grey-White Podzolic) - Contrasting texture; upper subsoil coarse loamy;
Miri (Podzols) - Bh horizon indurated; flat to undulating terrace summits; class 05
Mri (soil depth, slope, moisture deficiency, etc) Trh weakly to moderately dissected low hills and terraces;class 3 to 4 (fertility,
slope, erosion hazard)
Merit (Red-Yellow Podzolic) - Fine clayey;residual; non-calcerous; yellow; Tarat (Oxisols) - Clayey; dark red; intermediate to basic igneous rocks;
Mrt high CEC; moderately to very steeply dissected hills; class 3 to 5 (slope, Trt moderately steep hills to mountains; class 2 to 4 (slope, erosion hazard)
erosion hazard)

Project No EJ 688
Major Road
Soil Series along Samarahan Revision A
0 0.5 1 2 3 4
Line (Line 1) and Serian
Minor Road
Line (Line 2)
km
River FIGURE 6.3-3
Coordinate System:
GCS Timbalai 1948
Page units Meter
\\192.168.1.6\gis\GIS-Data\Project\EJ 688 EIA & SIA KUTS\Maps\APRX\EIA KUTS\EIA KUTS HMZ Ch 6.aprx (KUTS Overall Soil Series)
Source: ERE Consulting Group (2020), Soil Series Map of Sarawak, Department of Agriculture, Sarawak (1980, 1982 & 1985)
Relative Humidity Rainfall and Rain Days Temperature
87.0 600.0 30 27.6
86.0 27.4
500.0 25
27.2
85.0
400.0 20 27.0
84.0
Temperature (°C)
Rainfall (mm)
Rain Days
Percentage (%)
26.8
83.0 300.0 15
26.6
82.0
200.0 10 26.4
81.0
26.2
100.0 5
80.0
26.0
79.0 0.0 0 25.8

J F M A M J J A S O N D
78.0 Month 25.6
J F M A M J J A S O N D J F M A M J J A S O N D
Month Rainfall Rain Day Month
Date 27-04-2021
Project No EJ 688
Produced by HMZ
Climate Pattern at Kuching Revision A
Airport Meteorological
Station (2010-2020)
FIGURE 6.4-1
Disclaimer: This map is produced solely for its intended purpose only. All reasonable care has been taken to ensure that the information presented here is accurate, subject to the availability and quality of data sources used. There is however no guarantee that this map is free from errors or omissions. Its use for any other purposes is therefore at the sole risk of the user.
Source: ERE Consulting Group Sdn Bhd, Jabatan Meteorologi Malaysia (Cawangan Sarawak)
\\192.168.1.13\ere data\ERE Projects\EJ 688 EIA & SIA KUTS\Drawings\1. EIA\Climate Pattern KUTS.cdr
Date 27-04-2021
Project No EJ 688
Produced by HMZ
Revision A
Kuching Annual and Seasonal
Windrose Profile (1968-2019)
FIGURE 6.4-2
Source: ERE Consulting Group Sdn Bhd, Jabatan Meteorologi Malaysia (Cawangan Sarawak)
\\192.168.1.13\ere data\ERE Projects\EJ 688 EIA & SIA KUTS\Drawings\1. EIA\Wind Rose Profile.cdr
Kuching
St
ar
to
fS
S A R AWA K
eg
m
en
t1
a
an
ah
Kota ar ay
Samarahan Sam ssw
- pre
g
in Ex
K u c h aya
j
- A sa
REMBUS (PROVISIONAL)
REMBUS DEPOT
HAN
RA
MA
SA
G
TAN
BA
End of Segment 1a
Start of Segment 1b
Jalan
D atuk M
ohama
d Musa
SM1
SUNGAI TUANG Samarahan Line (Line 1)

Proposed Depot
Proposed Station
o
LEGEND Date 27-04-2021
Corridor along the Alignment Project No EJ 688

Produced by HMZ
Segment Line Land Use within 500m of Segment 1A: Revision A
1:18,000 @ A3 size paper Major Rembus (Provisional) Station to
0 0.25 0.5
Minor Station SM 1
km
River FIGURE 6.5-1
Coordinate System:
GCS WGS 1984
Page units Degree
\\192.168.1.6\gis\GIS-Data\Project\EJ 688 EIA & SIA KUTS\Maps\APRX\EIA KUTS\EIA KUTS HMZ Ch 6.aprx (KUTS Line 1 SM Land Use)
Source: ERE Consulting Group (2021),
P Kuching
KUA
GAI
SUN
LO BA BATU BELAT
S A R AWA K
Kota
Samarahan
c
t1
SUNG
A I BAYOR
n
g me b
f Se n t1
to me
ar Se
g
St f
do
En
SM6
SM5
Start of Segment 1b
End of Segment 1a
SM4
SM2
SM3
SM1
Jalan Datuk Mohamad

Musa
chin n
g
ra
Lua Lingka
r Ku
n
Jala

Proposed Station
Proposed Alignment (Underpass) Ja
la
n
En
tin
ga
n
o

Produced by HMZ
Segment Line
Revision A
1:25,000 @ A3 size paper Major Land Use within 500m of Segment 1B:
0 0.25 0.5
Minor Station SM 1 to Station SM 6
km
River FIGURE 6.5-2
Coordinate System:
GCS WGS 1984
Page units Degree
ARAWAK ing ad
Ba g
Mer
Jala
S UNGAI S ch Ro
Lee won
Ja
nk
la Ku us
SR11
bau
n m
n
K
Ab th SU AK
el Is NG RAW
Jalan
A I SA
l
ur
Tim
Kuching
al
r
Jalan C e nt
Jalan Padung
an
ndin
g S A R AWA K
J alan Pe
Kota
Samarahan
m a
e ka
nS
Ja l a
SUNGAI KUAP
ndu
Me
an
Jal
ent 1d
SR10
ent 1c
Start of Segm
End of Segm
SM11 S
UN
GA
IB
ITAN
IS1
Up
er la n s
SR9 d
F lyov
N
UA
B
G A I TA
SM9 N
SU
SM8 aja
R
tia
n Se
J ala Sama Jaya
Nature
Reserve
Ja na
Ca
lan
n
Jalan S
ong
J alan L uching
Luar K
ing
ka r
SM7
an
Jalan Stut
ong
1c
nt
gme
e 1b
fS nt
to m e
ar g
St f Se
do
En
ru
Jalan
Stuto
ng B
a
SM6
P
UA
AI K
NG
SU
Proposed Station
Proposed Station
Interchange Station
o
Project No EJ 688
Public Park and Nature Reserve
Produced by HMZ
Corridor along the Alignment Revision A
1:23,000 @ A3 size paper Segment Line Land Use within 500m of Segment 1C:
0 0.25 0.5
Major Station SM 6 to Station IS 1
km
Minor
FIGURE 6.5-3
Coordinate System:
GCS WGS 1984
Page units Degree River
Ja
lan
bah
Da
Jalan Muhib
tuk
Kuching
Aji
bah
Jalan Tun Salahud

din
A
En
bol
d
of
Se
gm S A R AWA K
en
t1
d
Kota
Jalan Samarahan
Gambier
lan
Ja rket
Ma Ja SUNGAI SARA
WA K
Ba lan
za M
ar ain
SM14 Jalan Tunk

l u
Jam
bata Abdu Rahm
an
Bin n Sun
tang g
or a i
Jalan A
bell
a ng
h Wa y
Lebu
r
imu
Jalan Satok Satok Flyover
T
al
Jalan C e ntr
Ope bang
Jalan Padung
an
ng
Haji Tun A
n
Jala
n
ElliJal a
s
Jala
Pen n
ding
Jalan
Badru
ddin n
ama
Jalan T Jalan Tan Sri
Bu daya Datuk Ong Kee Hui
a
k am
Se
Ja la n
du
Men
an
SM13 Jal
al
J
an
Jalan Tun Ahmad
G
re
ent 1d
en
Zaidi Adruce
ent 1c
Start of Segm
End of Segm
SM12 SM11
IS1
n
Tu
lan k
Ja aza
R
SR9
lyo ver
ds F
l an
Up
UNGAI TA B U AN
S

Proposed Station
ah
ck
n Ro
Jug
Serian Line (Line 2) Jala

Tun
Proposed Station Jalan Laksamana Cheng Ho

Jalan

Batu n Ti
l ata
Interchange Station
ga
Bu
aw a
a tu K She
nB Jalan o rip
Jala
Masah r
o

Produced by HMZ
Segment Line
Revision A
1:15,000 @ A3 size paper Major Land Use within 500m of Segment 1D:
0 0.25 0.5
Minor Station IS 1 to Station SM 14
km
River FIGURE 6.5-4
Coordinate System:
GCS WGS 1984
Page units Degree
SR6
Kuching
Jalan
L n
Terba ap a n g a
ng
S A R AWA K St
SR5 art
of
En Se
do gm
fS en
eg t2
Kota
me b
Samarahan
nt
2a
SUNGAI KUA
P
SR4
au
Jalan Kuching - B
Shan Ban
Jalan Liu
g
SR3
hamad Musa
atuk Mo
Jalan D
O
NGG
EME
AI S
NG
SU
SR2
a
t2
en
gm
SR1
f Se
to G
tar SUNGA I IB
ON
S
Semenggoh
Nature
Reserve
Jalan Puncak B
SU NGAI SIBIREH BATU 12

DEPOT
orn
Proposed Depot
o e
Proposed Station
J al
an
Ku
chi Proposed Alignment (Elevated)
I PA
ng- GA NG
Se rian SUN ER
AN
AI
SUNGA I SIN
o
Project No EJ 688
Produced by HMZ
Corridor along the Alignment Land Use within 500m of Revision A
1:30,000 @ A3 size paper Segment Line Segment 2A: Station SR 1
0 0.25 0.5 1
km
Major to Station SR 5 FIGURE 6.5-5
GCS WGS 1984
\\192.168.1.6\gis\GIS-Data\Project\EJ 688 EIA & SIA KUTS\Maps\APRX\EIA KUTS\EIA KUTS HMZ Ch 6.aprx (KUTS Line 2 SR Land Use)
lan
Ja ama
k
Se
u
Kuching
SM13 end
a nM
Jal
S A R AWA K
SR10
g
g
Ja
p en
Haj Ab an
la
nG
iO
r ee
Jalan Tun
n
Kota
Samarahan
SM12
Jalan Tun Ahmad

Zaidi Adruce
SM11
Bula
IS1
SR9 Upla
ta ds
n
n
SM9
End of Segment 2b
Start of Segment 2c
ck
n Ro
Jala Ja l an
Laksam
ana C h eng Ho
Batu
tan
Tiga
Bula
a
Kaw Ja
a tu la
nB n
Jala Sh
er
ip
M
as
ah Jalan S
or ong
SR8
aja
R
tia
Se
n
Jala
Jalan Stu
to ng
g
an
Ken y a l
over
Fly
SR7
Jalan Datuk
Bandar Mustapha
ru
ng Ba
Stuto
Jalan
g
ban
n Ter
nga
apa
nL
ala
J
SR6
St
SR5 art
of
Se Samarahan Line (Line 1)
En gm
do en Proposed Station
fS t2
eg b Proposed Alignment (Elevated)
me
n t2 Serian Line (Line 2)
a Proposed Station
Shan Bang
Jalan Liu

Interchange Station UA
P
IK
GA
S UN
o

Produced by HMZ
Segment Line
Land Use within 500m of Revision A
1:24,000 @ A3 size paper Major
0 0.25 0.5
Segment 2B: Station SR 5
Minor
km
to Station IS 1 FIGURE 6.5-6
River
Coordinate System:
GCS WGS 1984
Page units Degree
p lomatik
D i l an
Jalan Bako
Ja
Kuching
En
S A R AWA K
do
NG
O
UB
NT
fS
SUNGAI SARAWAK
SA
AI
SUNG
egm
Kota
Samarahan
ent
2c
Jalan Day a
Jalan Kilang
Jalan Tekad
Ker lan
g
uin
er a
J alan
Ja
J e nt
SR12
Ja
Be
lan
lian
Jalan Tun Sala
huddin
SR13
Jalan ge
id
Abdul Tunku Br
R ah us
man hm
Ist
Jala
Jalan
Abel
l
nM
erba
d
oa
sR
SR11
u
hmu
Ist
ing
ch
ur
Ku
Tim
al
r
Jalan C e nt
Jalan Padung
an
Jalan
Ell
is
Ja
lan
P en
di n g
a
am
ek
nS
Ja l a
BUAN SUNGAI KUAP

an SUNGAI TA
Jal du
n
Me
SR10
SM11
SU
NGAI B ITAN
IS1
SR9
SM9
End of Segment 2b
Start of Segment 2c
SM8
R aja
tia
n Se
Jalan Lak
s J ala
Cheng Ho am a
na
Sama Jaya
Nature Samarahan Line (Line 1)
Reserve Proposed Station
Jalan S Proposed Alignment (Elevated)
ong
Proposed Station
SR8 Proposed Alignment (At-grade)
Interchange Station
o
Project No EJ 688
Produced by HMZ
Corridor along the Alignment Land Use within 500m of Revision A
1:23,000 @ A3 size paper Segment Line Segment 2C: Station IS 1
0 0.25 0.5
km
Major to Station SR 13 FIGURE 6.5-7
GCS WGS 1984
AK
ARAW
GAI S
SUN
South
China Sea
Kuching
GA
S UN I BATAN
GS
S A R AWA K
EM
LOBA DEDA P
AR
IAN
G
SONG
SU
LE
NG
A I SE
Kota
Samarahan
BO
SUN NTU
NG
G A I SA
AI
SUNGAI SER
AI SARAWAK
SUNG
SR12
BA BATU
SR13
LO
BEL
SUNGAI S
AT
SM14 ARA
WAK
SR11
AK
SU
G W
RA
N
AI S A
SM13 SR10 I TABUAN
GA
SU
PA D DA
NG
SUN
A
SM11
AI
KU
S U NG A
I
SM12
AP
U
S
IS1 SM9
NG AI B I N
SR9
T
Sama Jaya BA
T ANG
SAMARAHAN
Nature
SM8 Reserve BAT
U BELAT
SR8 BA
LO
SM7
SR7
S UN
I
GA BAYO REMBUS
SU
R
SM6
NG
(PROVISIONAL)
A
IS
AR
REMBUS DEPOT
AW
AK
SR5 SR6
SM5
SU
G AI KUAP
N
SR4 SM4
SM2 SM1
G
AN
TU
AI
SM3 SUN
G
SR3
AK
B ATA
A I SARAW
N G SAMARAH
AN
SR2
O
NG
G
SU
EN G
IS M
E
GA
SUN
NG
SU NG A I IBO
SR1
SU
NG
AI
BIRE H
BATU 12 DEPOT
SI
N
I PANG E RA
A
SUNG I S IN A I NGA
SU
Semenggoh
Nature
Reserve
SU
N
B
AHA
AT
N G AI TUA N G
AR
AN
G SA M
o
Samarahan Line (Line 1) Serian Line (Line 2) Project No EJ 688
Public Park and Nature
Proposed Depot Proposed Depot Produced by HMZ
Reserve
Proposed Station Proposed Station
Land Use Setting within 3 km and Revision A
1:105,000@ A3 size paper Corridor along the
0 0.5 1 2 3 Proposed Alignment (At-grade) Proposed Alignment (At-grade) alignment 5 km of Samarahan Line (Line 1)
km Proposed Alignment (Elevated) Proposed Alignment (Elevated) Major Road and Serian Line (Line 2) FIGURE 6.5-8
Coordinate System:
Proposed Alignment (Underpass) Interchange Station Minor Road
GCS Timbalai 1948
\\192.168.1.6\gis\GIS-Data\Project\EJ 688 EIA & SIA KUTS\Maps\APRX\EIA KUTS\EIA KUTS HMZ Ch 6.aprx (KUTS Overall 5km)
Source: ERE Consulting Group (2021),
2,070,000 2,075,000 2,080,000 2,085,000
Jalan Bako K
SUNGAI SARAWA
Sem
Jalan Tun
J alanrian
Dem Jala n
t
au
n
Abdul Rahma
ak L
a
Jalan Sarikei
g
lan Jalan
Matang B J ala ana Ja
J
aru n A st Daya Kilang SR12
M ala South
at n
k
an a
ar Ja lan Tun S China Sea
bah
SR13
Muhib an
g m alahud
di
Ja l
Ja
Se
SM14 Ba lan
n
n
SUN
la
za Ma Kuching
GAI Pending
Ja
ar in Jal SARA
12 Jalan
A n
el
a WAK
Industrial 16 Kota
b
l Jalan
Satok Jal a d ung Estate Samarahan
P
an a J ala
n
SR11 Jalan
Jalan
Gree S A R AWA K
n
Ellis Pe n ding Perim Sri Aman
Sekama a t
11
n
an AN
Jal ndu TABU
Me Muara Tabuan Light
G AI
SM13 SUN
5,170,000
5,170,000
Industrial Park
Indonesia
Setia Raja
Jalan
IS1 SR10
SM12
SU
9
B AT
G
SM11
A I BITA
SM9
AN
SR9 Taman Muara SA
G
M
10 Min Chu AR
Tabuan Sama Jaya Free
N
A HA
N
Garden Tabuan Jaya
Ja
Taman Industrial Zone
l
Ma an S 8
Bandar Baru Jalan sah h
Phoning SM8
a or eri
Batu Kawa Batu Kaw p
SR8 Tabuan Heights

Taman Taman Swee Li 6 KU
AP OB
L
A BATU B
Seng EL
AI
7 AT
NG
Goon SM7
SU
n St u tong
Jala
uk
Dat SR7 5
Ja lan tapha SUNGA
R
I B AY REMBUS
O
us
B andar M
u
Bar Riveria SM6 (PROVISIONAL)
5,165,000
5,165,000
ong
Ja l a n Stut
Pusat
Taman Sarmax Jantung REMBUS DEPOT
4 Kg
SR6 Sarawak
15 City Rembus
SR5 3 Garden 2
Uni-Central SM5
14
u Kota
- Ba UNIMAS
g SM4 Samarahan
AP
in
ch
SR4 I KU
Ku Taman
S U NGA
an SM3 Melaban SM2

Jal SM1
1
Shan Bang
Jalan Liu
Kem Penrissen
Kg Sigitin
Kg Sarakan
Kg Sg Empit
5,160,000
5,160,000
Melayu
Taman
SR3 Hillview ohamad Mus a
Taman kM
Ja l an Da t u
Emas
GO
NG
ME
13
N GA I SE
SR2
U Kompleks
S
Perumahan
TUDM
SR1
NG
AI IBO
SU
NG UNG
S
AI
5,155,000
5,155,000
BIRE H
BATU 12 DEPOT
SI
A Beverly R
NG E A N
Proposed Depot
SUNG I SIN AI SUN PA
Jal Garden G AI
an
Ku
chi
Proposed Station
ng-
Ser
ia n Proposed Alignment (At-grade)
No Project Name No Project Name
1 Upgrading of INTAN Roundabout 9 Kuching Paragon Proposed Alignment (Elevated)
2 Upgrading of Sarawak Heart Centre
Jalan L in g kara
n 10 The Podium Proposed Alignment (Underpass)
Roundabout Luar Ku chin
g
11 Bina Puri Mixed Development
3 City Garden
eo
12 Hikmah Exhange
rn
Proposed Depot
Bo
4 Upgrading of Institut Latihan 13 Pan Borneo Mile 10 Flyover

ak
Ja
n
nc
la
Perindustrian Roundabout
Ma
14 Pan Borneo Mile 7 Flyover
Pu
Proposed Station
mbo n
5,150,000
5,150,000
5 La aPromenade
n
l
S
UN
Ja 15 Pan Borneo Mile 6 Flyover
6 NorthBank Proposed Alignment (At-grade)
G AI TUA N G
g-S
16 The Isthmus
arig
7 Upgrading of Tabuan Tranquility Proposed Alignment (Elevated)

Roundabout
8 Upgrading of Stutong Community Market Interchange Station
Roundabout
2,070,000 2,075,000 2,080,000 2,085,000
o
Ongoing and Committed Project No EJ 688
Developments Produced by HMZ
On-going and Committed Revision A
Segment Line
1:115,000 @ A4 size paper Developments along Samarahan
0 0.5 1 2 3 Major Road Line (Line 1) and Serian Line
km Minor Road (Line 2) FIGURE 6.5-9
Coordinate System:
GCS Timbalai 1948 River
Page units Meter
\\192.168.1.6\gis\GIS-Data\Project\EJ 688 EIA & SIA KUTS\Maps\APRX\EIA KUTS\EIA KUTS HMZ Ch 6.aprx (KUTS Ongoing Future Projects)
2
,07
5,0
00 2
,08
0,0
00 2
,08
5,0
00
Dem akL a u
t
In
d ustria
l
P
etraJa
ya Park
South
C
hin
aS ea
0
0
0
0
K
uchin
g
,0
,0
5
5
7
7
,1
,1
5
5
Ko
ta
S
am a
raha
n
S
R 1
2
S
R 1
3
Sg
.Sa
rawk
a
Sg.Sarawak
S
M 1
4
K
gBa
n d
arsh
ah S
R 1
1
Ga
nSwee
C
hoGard
en S
ekama
MuaraT abu
anL ig
ht
S
M 1
3 In
du stria
lPark
R
ike
ttE
sta
te K
enyala
n g
0
0
0
0
P
ark S
R 1
0
,0
,0
0
0
7
7
IS
1 C
atch
m e
n t
,1
,1
S
M 1
2
5
5
S
M 1
1 S
M 9 S
g.S
ara
w a
k B
tg.S
ama
raha
n S
g.K
uap
MinChu T
aman
G
a rd
en S
R 9 Mua
ra
Sg.Bitan
T
abuan SamaJa yaF
ree
Sg.T abuanT abu
an In
dustria
lZone
S
M 8
T
ama n T Jay
a
abuan
P
honingHeig
hts
S
R 8
Ta
m a
n T
ama
nSwe
eLi
S
engGoon
S
M 7
S
R 7 Sg.K
uap
R
EMB
US(P
R O
VIS
ION
AL)
0
0
R
ive
ria
0
0
,0
,0
S
M 6
5
5
6
6
R
EMB
USD
EPOT
,1
,1
Pusat
5
5
T
ama
nSa
rma
x
Ja
n tu
n g Kg
S
R 5 S
R 6 Sarawak R
embus
C
ityG
ard
en
S
M 5
U
ni-C
entra
l
K
otaS
ento
sa
U
NIM
AS
S
R 4 S
M 4
S
M 3
T
ama
nMe
labnS
a M1
K
gSig
itin
T
am an
S
M 2 DesaIlm
u
K
gS ara
kan
0
0
0
0
Sg.Semenggo Mela
yu K
gSgE
m p
it
,0
,0
0
0
6
6
,1
,1
T
a m an
5
5
S
R 3
T
ama
n Hillv
iew L
ege
n d
Emas
K
gMe
rane
k
S
ama
raha
nLin
e(L
ine1
) S
eria
nLin
e(L
ine2
)
P
rop
ose
dSta
tio
n P
rop
ose
dSta
tio
n
P
rop
ose
dDe
p o
t P
rop
ose
dDe
p o
t
S
R 2
P
rop
ose
dAlig
nme
n t(A
t-g
rade
) P
rop
ose
dAlig
nme
n t(A
t-g
rade
)
P
rop
ose
dAlig
nme
n t(E
lev
ate
d ) P
rop
ose
dAlig
nme
n t(E
lev
ate
d )
Ko
m p
leks
P
erumaha
n P
rop
ose
dAlig
nme
n t(U
nde
rpa
ss) In
terch
ang
eSta
tio
n
TUDM S
R 1
S
ubC
atc
h m
ent
0
Sg
0
.Sib h
ire B
ATU1
2DE
POT
,0
,0
5
5
5
B
tg.S
ama
raha
n S
g.M
erd
ang S
g.K
uap S
g.M
aon
g
,1
,1
5
B
everly
Ga
rde n L
o b
aJe
g o
i S
g.S
ajira
m S
g.S
tamp
in S
g.S
ara
w a
k
S
g.T
uang S
g.S
tak
a n S
g.S
tuto
ng
S
g.B
ayor S
g.S
eme
n g
go S
g.T
abu
an
2
,07
5,0
00 2
,08
0,0
00 2
,08
5,0
00
o
D
ate 2
7-0
4-2
021
L
ege
n d P
roje
ctN
o E
J68
8
Segm e
n tLin
e Riv
erC atchm ents P
rodu c
e db
y A
FZ
Rev
ision A
L
o cationofR iv
er a
n dRiverC rossings
1
:10
5,0
00@A
4siz
epa
per
Crossings
0 0
.5 1 2 3 a
longS am arahanL ine(Lin
e1)
k
m R
ive
r a
n dSerianL in
e(L ine2) FIG U RE6.6-1
C
oord
ina
teS ystem :
GCSTimbala
i1 948
PageunitsMe te
r
D is
c laimer:Thism apisp rodu c
e ds olelyforitsinte
n dedp urp oseo nly
.A llreaso nablecarehasbeentak
e ntoe nsurethatthein fo
rm ationp
resen
tedh e
reisa
ccura
te,s
u b
jec
ttoth
eav
a ila
bilitya
ndq
ualityo
fda
tas
o u
rcesu
sed
.
T hereish o wev e
rn og uaranteetha tthism apisfre efrom erro rsoro miss ions.Itsuseforanyoth
erpurpose sisth
e re
forea ttheso leris
kofth
eu s
e r.
\\192 .168
.1 .6
\gis\G
IS -Data
\P ro
ject\EJ6 88E IA &SIA K U TS \M ap
s \APR X \E
IA K UTS \E
IA K
UTS AFZ_v2.aprx(K UTSR iverC rossings)
S ourc e:ER EC o
n s
u ltin
gG ro up(20 21),D ep a rtm
ento fIrrig
a tionan dD rain ag
eS araw ak
,
Ja
n
la
ra
k
n
la
J
a J
alan
M ar
te
a
h
at an
la
ju
J
em K e
m a
n
a
an
J
b
nT
J
e
S ala
nT
a
g u
nSa
lahu O
LB
n
ib
J
ddin
la
P
n
P
C
g
A
a
lia
DA
in
en ew
h
nD
au
AD
ru
jib
Ja
l
nA
E
u
e
di ay
nK
s
nM
nB
S
a
la
ng
a
Ja
U
Ja Pending
a
hA
b
tu
tam
N
lan
G
la
la
k
B Ja Industria
l
u
az M
A
a
Ja
aa ain m
lR
U
g
IS
A
o
A
K
J
ISAA
RW b NTU IS
ERA
I
an
2 NGA Salaatan Esta
te m s
l
U
A
S
M 1
41 r S
lan
u
G
a
B
ay
O
h
N
e
h
T h g
W
u u Ist rid
N
3
Ja
d
U
J n
m
ala d
in G AK
S
W
h
KgBand
a rshah nA B A
R
an
Ja Ja A
G A
IS
u
m 45 UN
k g
S
b
A la
be
b b M
ar nD g ad
wn
e
d a in o
ll
eB o
lRtan
L
u 6 ica a ch sR SAM
l
tra nSt u G
lanK
ah T K u
N
n
u n m S
M 1
4 AR
TA
u
m n Ja
lanSa
to k e h
a
t
k le
an 9 nCu Ja s AH
A
la A
al
la nP
I
r
7 a N
B
a Tim d u
nga h
8 J
a
J a S
M 1
3 S
M 1
1
J
e
1
0 la
J
n
L
n
E
P
a
llis a
e
mn
l
Ja g S
M 8
ri
LO
in
n
1
2 1
1 Si
r
lan n
ed at
e
a
J n
la Tn
a P S
M 1
2
B
p
B
A
A
ji O
D
a kO ngKeeH u i 3
1
tu
2 lan S S
M 9 S
M 7
3 e
kama
TU
BE
LAT REMBUS
a
S
M 1
3 Ga
nSwee Ja a
gH
am z
aak
ek nT
la nR
u S
M 6 SUN
G (P
R O
VIS
ION
AL)
1
3 C
hoGard
en S a
J
n
1
4
AB
I
3
0
ba
A
MuaraT abu
anL ig
ht
nA
YO
J
R
EMBUS
P
Ja
a
In
du stria
lPark UA
la
R
ike
ttE
sta
te S
M 5
la
R
AIK D
EPOT
lanT
n
nS
U
SNG
K
enyala
n g 3 3
Gre
n1 S
M 4
e
5
tiaR
P
ark K gK en
yala
n g
N
J
2
1
A
1
6 S
M 1
2 Park S
M 3S
M 2S
M 1
a
B
ja
GO
A
34 3
5 G
N
IS 1
IT
2
2
ME
20
G
A
G S
U
N
1
7
E
U N
ITUA
S S
1
9 S
M 1
1
N
2
3
A
N
I
G IIB
SU A O
G
p
N
la
IB
8 M
1 inChu
d
N
s
n
F
d
a
GA
S
ly
G
IT
m
Gard
en
e
N
o
A
c
U
ve
h
S
ru
nA
2
6 r 3
6
d
2
4 2
7 2
8
iA
ah
u
2
5
nT
g
T
amanMu
ara
id
3
7
u
2
9 S
M 9
nJ
a
la
T
abu
an
Z
S
M 8
a
u
nT
nJ T
abu
anJa
ya
J
la ala
nL SamaJa yaF
ree B
a
J aks
a A
la
ck C mana 3
8 TA
o he In
dustria
lZone
a
R n gHo NGS
A M
ARA
J
H A
N
T
ama
nPh
onin
g
1
000
m
awa T
ab uan
B
anda
rB a
ru tuK
nB
a Heig
hts T
ama
nSwe
eLi
B
atuKawa a
Jla
Ja 5
00m
Ja n
lanS
C
on 3
9
lana
g
a
T
am an
li
iS
n
LO
w
S
eng BAB
ATUB
ELA
a
T
kT
Goo
n
tu
S
M 7
Ja M
nDa
lanasah
AP
la
U
IK
h
a
A
J
G
rip
L
ocatio
nsw
ith
in5
00m g N
o
a
J nS
la to
tu n U
r
N
umb
erN
ame U
SNGAIB
A
JalanDatuk YOR
1 Jln.H j.T a h a Ba ndrM
a usta pha
2 Jln.G e rta k(M a inB aza a r)
3 P ada n gM e rd e k a S
M 6 REMBUS
4 Jln.M a cD o u g a l R
ive
ria (P
R O
VIS
ION
AL)
Jala
nS ru
a
6 Jln.P .R a m le e tutongB R
EMB
USD
EPOT
7 Jln.P a lm K u ch ing
8 S M KS tT e re s a a
rb
ng
In te rn ational 4
7
Te
1
1 Jln.B a dru d d in TamanSa rmax A i
r p o rt K
gRe
m b
us
an
Pusat
g
1
2 Jln.N a n a s Lo ca tion sw
w
m th
io
thrieinn t1
h1
0a0
0
n00
m
1 m
00 0 m
an
Ja
n tu
n g
p
a
1
4 H osp ita lU m u m S a raw a k
L
Sarawak
N
au m b erN am e
n
1
5 Jln.T u nA h m a dZ a idiA d ruce Jal C
ityG
ard
en
1
6 K om p le xS u k a nJ ln .G re en 5 J ln.M c D oug a ll
1
9 Tm n.B on gC h in 9 J ln.T m n.B ud a ya
2
0 B atuL in ta n g 10 J ln.T u nA ba n gH j.O pe ng
2
1 Jln.B a tuL in ta n g 13 J ln.G re e n
2
2 Lintan gP arkU ta ra 17 U luM a o n g S
M 5
2
3 S M KB a tuL in ta ng 18 B orm ill E stateSU U
ni-C
entra
l
Ko taSentosa NG AI
2
8 K g.Ta b u a nD a y a k-B u
a
24 Jln.R o c k KU
in g A
P
K u c h
25 O n gT ia n gS w e e 4
0
2
9 Jln.T a b u an
la
a nD a y a k
g
J
n
K
ota
ria
3
0 Jln.M e nd u . 26 Jln. O n g Tian g Sw e e U
NIM
AS
nBa
e
4
1 S
amara
h a
n
-S
3
6 Jln.W a nA lw i 27 J ln.K e n n yH ill S
M 4
g
ha
in
iuS
4
4
h
3
7 Jln.U ra tM a ta 31 J ln.E llis
c
5
00m 1
000
m
u
nL
nK
3
9 K g.S un g a iL a ru 32 J ln.L u m b aK u d a
S
M 34
la
la
3 T
ama
nMe
laba
n S S
M 1
a
33 S ek o la hC hu n gH u aN o.5
a
4
0 Tm n.U n i-C e n tra l M 2
J
4
2
J
4
1 U nim a sE n tra n c e 34 J ln.C h a w an
K em Penrissen K
gSig
itin 4
5
4
2 IntanR ou n d a b o u t 35 J ln.F o o ch owL oro ng1 T G
4
6 AN
n
4
3 K g.E ntin g a n 38 K g.S g .N adaM u a raT a buan T
am an ITU
A
g
ra
NG
in
SU
Ja
a DesaIlm
u
h
4
5 D esaIlm u 44 F a k u lti P erub ata nU nim as a k
la
us g
c
dM
n
ama
in
a
Jla
nDa
tukMh
o u
E
rK
nt
4
7 K g.R e m b u s 46 K g.S in da ng
nL
in
K
gS ara
kan
a
ga
la
K
gSgE
m p
it
u
n
Mela
yu
L
a
J
o
L
E G
END D
ate 2
7-0
4-2
021
P
rop
ose
dSta
tio
n M
ajo
rRo
ad C
orrid
or P
roje
ctN
o E
J68
8
P
rop
ose
dDe
p o
t M
in
orR
oad 5
00m C
orrid o
r P
rod
ucedb
y A
FZ
1
000
m Co rrid
or R
evis
ion A
In
terch
ang
eSta
tio
n R
ive
r
1
:58
,00@
0 A
3siz
epa
per
F
loo
dPro
neA
rea(R
ecord
edF
loo
dDe
p thL
eve
ls)
F
loodE ve
n tsalon
g
P
rop
ose
dAlig
nme
n t(A
t-g
rade
) Flo
odP ro ne
0 0
.5 1 1
.5 2
(FeasibilityStu
dy # L
e ssth a
n0.3m Sa
m ara
h a
nL in
e(Lin
e1)
k
m P
rop
ose
dAlig
nme
n t(E
lev
ate
d ) Repo rt) # 0.3-0 .6m F
IGU
RE6
.7-1
Coord
ina
teSy
stem:
# M orethan0.6m
T
imb
ala
i19
48R SO B
orne
o(M e
ters
)2 P
rop
ose
dAlig
nme
n t(U
nde
rpa
ss)
Dis
claime
r:Th
ismapisp rod
ucedsolelyfo
ritsin
tende
dp urposeo
nly
.A llre
ason
ablec
a reh
asb e
entak
e ntoe
ns u
retha
tth
ein
form ationpre
sen
tedhereisacc
u ra
te,subje
cttotheavaila
bilitya
n dq u
a lityo
fdatasourc
e sus
e d
.Thereishowev e
rnoguara
n teethatth
ism
a pisfreefro
m e rro
rsoro
m is
sions
.Itsusefo
ran
yoth
erpurp
os esisth
ere
forea
tth
esoleris
kofth
eus
e r.
S
o urc
e :ERECon
sultin
gG roup(2
021),D epartmen
tofIrrig
atio
nandD rainageSa
rawak(2020
),Ope
nStreetMap(20
20),F
eas
ibilityS tu
dyonKuchin
gU rba
nT ranspo
rta
tionSystem(2 018),E arth
starG eo
gra
p hic
s(20
2 0) \\19
2.168.1
.6\g
is\GIS
-Da
ta\Proje
ct\E
J6 88EIA&S IAK UTS\M aps
\APRX\EIAKU TS\E
IAKUTSAFZ_
v2.aprx
ngang
Ja Ja
D
la la
J
A
u
kOnT
at
b
n
a
nA
b
A
a D
la
Ja lis
ngKnS
ED
e
ay
e
a
J
B
anda
rB a
ru
n
E
p
ll
u
S
lan
ee ri a
a
la
l
aji T
ala
la
B
AD
nG
B
atuKawa
uc ad
H
nT
R
ike
ttE
sta
te Ja
n
L
u
h
la
dr hm
i lan Tm
a bak
Ja H GanS
w ee 1
u
Ja
re
Ja
S
la B
u
a
ko
d
NG IS
U
n
iA A
n J
la Bako
d
A K
ra
C
hoGard
en
enan
P ila n
in S
id un
ad
te
n Bintaw a
Ja
O
l
NT
u
ZanT
N g
B
U G AWK
A J
a
R J
la
Indu stria
l
n
GAISA ala
m
g
G
N nB
Ja
ek n
a
S
R 1
2
U
a
ad
N
tuK
a
S
n
Estate
ut
la
BO
a
a
MinChu
al
R w nBa
tuL a
g Jla
La
A a
J
nM
ta
h
A HA la intan e
n
T
a d
TU
J u
nT
SA
ak
S
R 1
1 N G
a rd
en
d
S
R 1
3 4 S
R 1
2 AN
ig
d
em
G
S
u
gT
IS
n
n
in
la UN
G A nD
la
N
n
Kenyala
n g S
ekama a la
A
9 J
n
a Ja
a
T
m
a
ta
32 n
J
g U
B
S
R 1
0
p
Park n la
im
o ng
5 w Ja lian hi e
K
S
R 9 nk eP e n
din
g ucrrag
a
n
J 6 B
lan
a
B
la la
Ja
nR k
P
ELA la a K
u
oc dinn J ee a
LO TUB K
gKe
nya
langP
ark Industria
l
en
S
R 8 B
a
BABA
a
L
rb
S 1
0 g
J
U S
R 1
0 Esta
te S
R 1
3
e
S
R 7 GA
IBY
A
M
S
R 9 S
R 1
1
N
IS
1 u
Kchin
g Is
th g
P
m
O
A
R us in
S
R 5
U
1
1 th
s musR eru
AIK
oad B rid
ge J
a nK
I
1
5 la
S
R 6
li
iS
NG
SU 7
aw
S
R 4 2 Jala
1 5
00m
T
T
aman a
uk
n aj
Seng W R
at
S
R 3
ia
8
an
A G
N Goon
et
U 1
3
nS
O
la
IT
N
rip
G G T
ama
nPh
onin
g K
A
A
AW
or
G
SU
S R
Ja
A U N ISA
N
GA
lw
S
R 2 S
R 8 BUA 1
000
m
la
ITA
E
h
A
e
G
i
G
ON
a
SU ISEM
a
h
N
MuaraT abu
anL ig
ht
J
SU
s
nS
a
1
4
IB
M
S
R 1
A
I In
du stria
lPark
la
G
G A
N
N
a
SU SU
J
NGA
ISAR
AWA B
ATU1
2DE
POT
K
N
T
ab uan
A
B J
ala
nD
IT
NA
KA
N
a
n d
arM atu
k 1
617 T
abu
anJa
ya
us
taph Heig
hts B
AI
a
UN
S G
T
ama
nSa
rma
x S
R 7
Jala
nS
Ja
tu
to
la
n
g
n
nL
la ap
JaT a
S
n g
a
on
erb
an n
g
g
S
R 5
T
amanMu
ara
Ku
ching SR6 T
ama
nSwe
eLi T
abu
an
J
ala
nKu
c 1
8 In
tern
atio
na l
hin
g-B
J
au Airport
ala
nC
J
ala
nS
g
tu
an
ton
1
9
a
gB
B
a
n
ru SamaJa yaF
ree
n
an
K
otaS
ento
sa
a
h
S
R 4 In
dustria
lZone
uS
n
g
ra
Li
in
n
a
h
la
k
c
g
Ja
u
in
rK
nL
a
K
emP
enrisse
n
u
la
L
a
J
1
000
m
5
00m
S
U N
G A
ISEMN
E G
GO
2
0 L
ocatio
nsw
ith
in5
00m
S
R 3
R
ive
ria N
umb
er N
ame
T
ama
nEma
s 1 J
ln.B intawa
U
S G
N IK
A A
UP
7 J
ln.C ha w an
T
a m an 1
1 J
ln.K en nyH ill
Hillv
iew 1
2 Kg.T ab uanD a ya k
1
6 Kua rtersP ers e ku tuan
S
R 2 1
7 J
lln
J n
..B
DDu
uu
rr
r ia
iu
ann
g
BB
D
u u
ru
uru
r
ia
n n
gng
2
1 1
8 J
ln.K uc hin
g -S e rian
C
ityG
ard
en
1
9 J
ln.K otaS en to s a
2
0 Sg.S em engg o h
K
gS ara
kan Pusat
Ja
n tu
n g
2
1 Pad a wa n
Mela
yu
Sarawak
o
Ko
m p
leks L
ocatio
nsw
ith
in1
000
m
ne
or
P
erumaha
n
B
LO
ak
c TUDM N
umb
er N
ame BAB
AT E
UBLAT
Pun
an
U
ni-C
entra
l
al
2 J
ln.S g.Pe riok
J
3 J
u nctiono fJ ln.P e
ndin
g
S
R 1 U
S G
NA A
IBYOR
4 J
ln.S ekam a
5 Tm n.C hun gH ua
S
K
gSgE
m p
it
U N
6 Seko lahC h u ngH uaNo.5

GA
8 J
ln.F o
o cho wL o
rong1 T
IS
IB
IRE
H
9 Lin
tan gP a rkU tara
J
10 J
ln.O ngT ia ngS wee
a
J
ala
nD
B
ATU1
2DE
POT
K
la
a
tukM
u
oh
-A
a
m a
nK
dMu
sa
ch jay
U
NIM
AS 13 J
ln.T ab uanD aya k
sa
in aE
u
g x
14 J
ln.W anA lwi
c
-S p
hin
amres
15 J
ln.L ak s
a m anaC hengHo
g
ar sw
-S
ah ay
eri
an
K
gSig
itin
an
1
:58
,0
o
0@
0 A
3siz
epa
per
L
E G
END
P
ro
P
ro
p
o
p
o
se
dS
se
dD
ta
e
p
tio
o
t
n M
M
R
ajo
in
ive
o
rR
rR
r
o
o
a
a
d
d
C
orrid
o
5
0
1
0
r
0
0
m
0
m
C
o
C
rrid
o
o
r
rrid
or
F
loodEve
n tsalon
g
P
ro
P
ro
R
ev
D
a
d
u
te
je
c
c
is
tN
e
io
o
db
n
y
2
7
E
A
F
A
-0
J6
Z
4
8
8
-2
021
In
terch
ang
eSta
tio
n F
loo
dPro
neA
rea(R
ecord
edF
loo
dDe
p thL
eve
ls)
0 0
.5 1 1
.5 2 FloodP ro ne
P
rop
ose
dAlig
nme
n t(A
t-g
rade
) (FeasibilityStu
dy # L
e ssth a
n0.3m Se
ria
nLine(Line2)
k
m
Re port) # 0.3-0 .6m F
IGU
RE6
.7-2
T
imb
ala
C
i1
o
9
4
ord
8R
in
S
a
teS
O B
o
y
ste
rne
m:
o(M e
ters
)2
P
rop
ose
dAlig
nme
n t(E
lev
ate
d ) # M orethan0.6
m
Dis
claime
r:Th
ismapisp rod
ucedsolelyfo
ritsin
tende
dp urposeo
nly
.A llre
ason
ablec
a reh
asb e
entak
e ntoe
ns u
retha
tth
ein
form ationpre
sen
tedhereisacc
u ra
te,subje
cttotheavaila
bilitya
n dq u
a lityo
fdatasourc
e sus
e d.T
hereishowev e
rn og
u ara
nteethatth
ism
a pisfreefro
m erro
rsoromiss
ions
.Itsus
eforan
yoth
erpurpos
e sisthe
re fo
reatth
esoleris
kofth
eus
e r.
S
o urc
e :ERECon
sultin
gG roup(2
021),D epartmen
tofIrrig
atio
nandD rainageSa
rawak(2020
),Ope
nStreetMap(20
20),F
eas
ibilityS tu
dyonKuchin
gU rba
nT ranspo
rta
tionSystem(2 018),E arth
starG eo
gra
p hic
s(20
2 0) \\192
.168.1
.6\g
is\GIS
-Data
\Proje
ct\E
J6 88EIA&S IAKUTS\M ap
s\AP
R X\EIAKUT S
\EIAKU
TS AF
Z _
v2.a
prx(F lo
od_Line2)
LO BA BATU BELAT
Kuching
S A R AWA K
L1W22
Kota
Samarahan
St
ar
to
fS
y
wa
ss
eg
e
pr
Ex
m
a
en
jay
sa
t1
-A
an
ah
a
ar
am
-S
g
hin
L1W1 K uc
REMBUS DEPOT REMBUS (PROVISIONAL)
Kg Rembus
L1A1
NG SAMARAHAN
BATA
SK (A) Ibnu
Khaldun
L1NV23
Kota
Samarahan
Al-Muttaqin
Sarawak
Mosque Kota
Bumiputera
Samarahan
Court
End of Segment 1a
Start of Segment 1b
Kota Samarahan
Kem Samarahan District Police
Headquarters
Jalan
D atuk M
ohama
d Mus
UNIMAS / Kolej Kg Sindang
a
Kenaga UNIMAS Baru
L1NV1
L1W2
L1A2
SM1
L1W21
Taman
Desa
Ilmu Proposed Depot
Proposed Station
UANG
SUNGAI T
o
LEGEND Baseline Sampling Location Date 01-04-2021
Segment Line Project No EJ 688

Air
Produced by HMZ
Major Water Revision A
1:19,500 @ A3 size paper Minor Water and Flowrate Baseline Sampling Locations along
0 0.25 0.5
River Noise and Vibration Samarahan Line (Line 1) Segment 1A
km FIGURE 6.8-1
Coordinate System:
GCS WGS 1984
Page units Degree
\\192.168.1.6\gis\GIS-Data\Project\EJ 688 EIA & SIA KUTS\Maps\APRX\EIA KUTS\EIA KUTS HMZ Ch 6.aprx (KUTS Line 1 SM Baseline A3)
Source: ERE Consulting Group (2021), CNES/Airbus DS, Earthstar Geographics
P Kuching
KUA
GAI
SUN
LO BA BATU BELAT
S A R AWA K
Kota
Samarahan
L1W9
La Promenade
c
t1
SUNG
A I BAYOR
n
g me b
f Se n t1
L1NV7 to me
ar Se
g
Tiya Vista St f
do
En
Industrial Training
Institute,
SM6 L1W7 Kota Samarahan
Riveria
Pusat
SJK Chung Jantung
Hua Sg Sarawak
Jernang
City Garden
Eden On
the Park
L1W6 L1A7
Uni-Central SM5
Univista
Start of Segment 1b
End of Segment 1a
UNIMAS
L1W5
SM4
L1W3
Uni Garden
Taman Melaban UNIMAS / Kolej

Kenaga UNIMAS
L1W4
L1NV1 L1W2
Intan SM2 L1W3
Sarawak SM3 L1A2
Campus Palm Villa L1A3 Aiman Mall SM1
L1NV2
Taman
Desa Ilmu
Jalan Datuk Mohamad

Musa
chin n
g
ra
Lua Lingka
r Ku
n
Jala

Proposed Station
Proposed Alignment (Elevated) Ja
la
Proposed Alignment (Underpass) n
En
tin
ga
n
o

Air
Produced by HMZ
0 0.25 0.5
River Noise and Vibration Samarahan Line (Line 1) Segment 1B
km FIGURE 6.8-2
Coordinate System:
GCS WGS 1984
Page units Degree
ARAWAK
Mer
Jala
Ja S UNGAI S d
la oa
bau
n
sR
n
Ab
nk
u SU AK
el
thm
NG RAW
w o ng Lee Ba
Is A I SA
l
ur
g Kuching
hin
Tim
c
Ku
al
r
Jalan C e nt
Jalan Padung
an K
an
J al
Kuching South Chung Hua
Jala
City Hall Middle S A R AWA K
g Pe
n
J alan Pe
ndin School No 1 r i mat
SMK Pending
Sekama Kuching Kota

a Buddhist Sungai Apong Samarahan
ek
am Three Fellowship
S
lan Hills Park
Ja
Kg Simpang
Tiga Taman Kali SUNGAI KUAP
u
end
a nM
Jal Chung Hua
Middle
School No. 3
Taman Kuching
ent 1d
ent 1c
Start of Segm
L1NV15
End of Segm
The Spring
Taman Supreme UAN

TAB
AI
SM11 SU
NG
IS1 SU
NGA
L1NV13
IB
ITA
N
Sarawak Tabuan Plaza
L1W16 e r Buddhist
ov Association
Up Fly
l a n ds The Imperial
Jalan Linang Estate Residence
Wan Alwi Tabuan Jaya
L1A5
L1W15 L1W14
L1NV25
Borneo Tabuan
Medical L1NV11 Desa Indah
Centre SM9 L1W13
Lodge International
Vivacity School
Tropics Tabuan Jaya L1W12 Tabuan Jaya
Megamall Police
Condominiums
L1NV10 SM8 Complex
L1W11
L1A4 aja
aR
eti Sama Jaya
nS
J al a
Nature Reserve
L1NV9
Taman
Ja na
Ca
Tmn Stutong
lan
n
Everbright Pusat Pembangunan

Indah
Jaya Jalan
Kemahiran
Song
Tabuan Sarawak (PPKS)
Heights
Taman Swee Li
Taman
Casa
Marbella L1W10
SMK Tabuan
Taman BDC Jaya L1A8
Satria Court
J alan L Kuchin
Apartments
Lua r
SM7
ing
ka r
an
g
L1NV24
Jalan Stut
ong
L1W9
La Promenade
1c
e nt
gm 1b
f Se nt
Tiya Vista t o e
ar gm
L1W8 L1NV7 St f Se
do
En
L1W7
a ru
ng B
Stuto
Jalan SM6
AP
AI KU
NG Industrial Training
Samarahan Line (Line 1) SU Riveria
Institute,
Kota Samarahan
Proposed Station
Proposed Station
Interchange Station
o
Project No EJ 688
Public Park and Nature Reserve Air
Produced by HMZ
Segment Line Water Revision A
1:23,000 @ A3 size paper Major Water and Flowrate Baseline Sampling Locations along
0 0.25 0.5
Minor Noise and Vibration Samarahan Line (Line 1) Segment 1C
km
River
FIGURE 6.8-3
Coordinate System:
GCS WGS 1984
Page units Degree
bah
Jalan Muhib
Kuching
Jalan Tun Salahud

din
En
d
of
S eg
m S A R AWA K
en
t1 L1W20
d
Kg Semarang
Kota
Samarahan
Masjid Jalan Gambier
L1W19 Bandaraya lan
Ja ket
r
Kuching Ma Ja WA K
lan SUNGAI SARA
Ma
L1A6 Padang
in
Ba
L1NV21 zaa
r u Abdul R
Jam Merdeka Tunk
SM14
ah
bata lan ma
Bin n Sun h Ab o l Ja n
k Ajiba
tang g Datu
g
or a i
an
Ja lan
pe ng
L ebuh Way
ng
ji O ba
m h
Jalan A
Te ebu
Ha n A
e
bell
pl
L
Tu
lan
Hikmah Ja
Exhange
L1NV20
Chung Hua
Middle
School No. 4
L1A11
r
St Joseph's
imu
Jalan Satok Satok Flyover
T
Private School al
Jalan C e ntr
Kuching Jalan Padung
an
St. Joseph2
Cathedral
Sarawak Contingent
n
Police Headquarters ElliJal a Kuching South
s
City Hall Jala
Pen n
ding
Sarawak Club
Jalan
Badru
ddin
ya
uda Jalan Tan Sri
Ja l an Ta man B
Datuk Ong Kee Hui
Gan Swee Sekama

Cho Garden
Sarawak Lawn Tennis Chonglin Park
Association (SLTA) a
k am
Westwood Se
Ja la n
Sarawak Jln Tabuan
General
L1A10 Hospital Kg Simpang
ndu
SM13 Jal
an
Me Tiga
L1NV27
Rikett Estate
Kompleks Belia
Dan Sukan
Negeri Sarawak
al
J
an
G Kompleks
re
t 1d
Belia &
Jalan Tun Ahmad
en
Wisma L1NV15
Zaidi Adruce
Sukan L1NV26 Lintang Park
ent 1c
Saberkas
en
Start of Segm
End of Segm
The Spring
KWB Office
SM12
BOMBA Batu Masjid
Lintang Darul Ittihad
SM11
L1A9 SMK Teknik
IS1 Taman Supreme
Batu Lintang
L1NV13
Swinburne L1W16 n
Tu k
lan za
University Ja Ra
Sarawak
latan Upl
Bu a Buddhist
nd
Association
s
r
Flyove
ds
an
Borneo pl
Linang Estate
U
Jalan
Medical Wan A
lw i
Centre
L1NV25
Kenny Hill
UNGAI TA B U AN
S

ah
Proposed Station Tropics

J ug
Condominiums
Tun
Proposed Alignment (Elevated) ck

n
n Ro
Jala
Jala
Proposed Station Jalan Laksamana Cheng Ho
CityONE
Proposed Alignmenttan (Elevated)
Batu Ti
la Megamall
ga
Bu
Interchange
tu K
aw a Station Ja
lan
a She
nB Jalan o rip So
Jala ng
Masah r
o

Air
Produced by HMZ
0 0.25 0.5
River Noise and Vibration Samarahan Line (Line 1) Segment 1D
km FIGURE 6.8-4
Coordinate System:
GCS WGS 1984
Page units Degree
Taman Sarmax
SR6
Kuching Kuching
International
Jalan Airport
L
Terba apa n g an
Kuching ng
Sentral
St
S A R AWA K SR5 art
of
En Se
do gm
fS en
eg t 2b
Kota me
Samarahan nt
2a
Desa Paul Sekolah Kebangsaan
Mejar Jeneral Taman Kalien
Dato Ibrahim
Sam San Kuet
Bong Temple
SUNGAI KUA
P
L2NV10
g - Bau
uchin
Jalan K
Anglican
Cemetery 7
L2W6
1/2 Miles L2W7
Sentosa Kuching Hospital
Hing Ann
Cemetery
Xafa Villa 2 SR4
L2NV7 Jalan Liu S han Bang

Kem Penrissen
Kg Sarakan
SK Wira Jaya Melayu
L2W5
SMK Wira L2A2

Penrissen SR3
Taman
L2W4
Hillview
Tunas Bakti
School Taman Mustafa
NGGO
SUNGAI SE
ME Kuching hamad Musa
atuk Mo
Jalan D
Taman Emas
L2NV4
RH Light
Industrial Park
Kota Padawan
SR2
L2W3
L2NV3 Taman Bengoh
Kompleks
Perumahan
Greenland
TUDM
Villa
Taman Padawan a
t2
Shun Lee en
L2W2 gm
Se
SR1 Garden
f
to
eo
G
ar
Bo r n
ON
t SUNGA I IB
S
ncak
Taman
n Pu
High Park
Jala
Semenggoh Taman L2NV1

Nature Penrissen L2NV22
Reserve L2A1
BATU 12 DEPOT
SU NGAI SIBIREH
L2W1 Serian Line (Line 2)
Taman In Ling
Proposed Depot
Proposed Station
SMK
Penrissen Proposed Alignment (At-grade)
Jal
an
No. 1 Ku Proposed Alignment (Elevated)
GAI PANG
chi
ng- SUN E R AN
Ser
ian
AI
SUNGA I SIN
o
Project No EJ 688
Produced by HMZ
0 0.25 0.5 1
Minor Noise and Vibration Serian Line (Line 2) Segment 2A
km
River
FIGURE 6.8-5
Coordinate System:
GCS WGS 1984
Page units Degree
\\192.168.1.6\gis\GIS-Data\Project\EJ 688 EIA & SIA KUTS\Maps\APRX\EIA KUTS\EIA KUTS HMZ Ch 6.aprx (KUTS Line 2 SR Baseline A3)
Sarawak Lawn Tennis Gan Swee Cho a Sekama Three
Sarawak Chonglin Park k am
Association (SLTA) Garden
Jala n
Se Hills Park L2NV18
General
n Abang
u
g
Hospital end
Haji Open
an M
Jal Taman
Kuching
Jalan Tu
Kuching
Kg Simpang Buddhist Kali
Westwood
Jln Tabuan Tiga Fellowship
Rikett Estate
Kompleks Belia L2NV17
Kompleks L2W11
Belia & Dan Sukan
Sukan Negeri Sarawak L2A5 SR10
S A R AWA K
Ja
la
nG Wisma
r ee
n Saberkas Lintang Park Taman Kuching
Kota
The Spring
KWB Office
Jalan Tun Ahmad

Samarahan
BOMBA Batu Masjid
Zaidi Adruce
Lintang Darul Taman Supreme
Ittihad
SMK Teknik IS1 Tabuan Plaza
Batu Lintang Swinburne
University Sarawak
Buddhist SUNGA
I TA
Association
SR9 Flyo U p l a nd
s UA
B
ve N
r
The Imperial
L2NV15 Linang Estate
L2A4 Residence
Borneo Medical Tabuan Jaya
Centre
L2W10
Vivacity
Kenny Hill Megamall
End of Segment 2b
Start of Segment 2c
Tabuan Jaya
h
uga
L2W9 Tropics
J
ck
n Ro
Tun
Jala Ja l an
Laksam
ana C h eng Ho i-CATS Condominiums
Jalan
Batu West CityONE
tan
Campus Megamall
Tiga
Bula
a
a tu
Kaw Taman Phoning
nB
Jala
L2NV14 Taman
Everbright Jalan
Hua Joo Park Taman Stampin Jaya
Song
aja
Tabuan
R
Heights
tia
SMK Datuk
Se
SR8
Ja
Patinggi Haji
lan
lan
Ja
Abdul Gapor
Sh
er i
pM
asahor
Taman
Hui Sing
Taman
Seng Goon Taman BDC
Satria Court
Kuarters Gunasama Apartments
Persekutuan
D'Jewel Kuching Stampin
Taman
Condominiums
Pelita Satria Jaya
Heights
Jalan Stutong
SJK Chung Hua yalang
Ken
Batu 4 1/2 ove
r SR7
Fly
L2W8
L2NV12
Kg Cemerlang
Jalan Datuk L2A3
Bandar Mustapha
Richmond Hill Green Heights Taman

Polarwood
Hakka
Jalan S
Avenue tutong B aru
Estate
g
ban
n Ter
nga
apa
nL
ala
J
Taman Sarmax SR6 Kuching

International
Airport
Kuching
Sentral
-Serian

Jalan
St
Kuching
SR5 art Proposed Station

of
Se
En gm Proposed Alignment (At-grade)
do en
fS t 2b Proposed Alignment (Elevated)
eg
me Interchange Station
nt
2a
Sekolah Kebangsaan
Mejar Jeneral Proposed Station
Shan Bang
Desa Paul
Jalan Liu
Dato Ibrahim AP
Taman Kalien Proposed Alignment (Elevated)
AI
KU
G
S UN
o

Air
Produced by HMZ
1:24,000 @ A3 size paper Minor Noise and Vibration Baseline Sampling Locations along
0 0.25 0.5
River Serian Line (Line 2) Segment 2B
km FIGURE 6.8-6
Coordinate System:
GCS WGS 1984
Page units Degree
p lomatik
D i l an
Jalan Bako
Ja
Kuching
En
S A R AWA K
do
NG
O
UB
NT
fS
SUNGAI SARAWAK
SA
AI
SUNG
egm
Kota
ent
Samarahan
2c
Jalan Day a Bintawa
Jalan Kilang Industrial
Estate
Kg Bintawa
Jalan Tekad
er a
J alan
SR12
J e nt
L2W13
g
L2W12
in
ru
Ke
Jalan Tun Sala n
huddin la
Ja
SR13
Kg Semarang Borneo Convention

Centre Kuching
Belian
Biawak
(BCCK)
Industrial
a l an
Estate J
Jalan Ja ge
Abdul Tunku
m
Sa bata Brid
R ah lah n us
man ud Tun th
m
din Is
Jala
Jalan
Abel
l
nM
L2W14
erba
d
oa
sR
SR11
u
k u
an
hm
Ist
K wong Lee B
ing
ch
ur
L2W15 Ku
Tim
al
r
Jalan C e nt
Jalan Padung
an
an
Jal
Jalan
Kuching South Chung Hua

Ell
Jala
is
City Hall g Middle Pe
n
ndin
J alan Pe r i mat
School No 1
SMK Pending
Sekama L2A6 L2NV19

Kuching
Chonglin Park a Buddhist Sungai Apong
k am Three Fellowship
Se
Ja l an Hills Park
Westwood u
end L2NV18 SUNGAI KUAP
Jln Tabuan an M
Jal
Taman Kali
nt tu
g
Li Ba
an
Kg Simpang
n
la
L2NV17
Ja
Tiga L2W11
L2A5 SR10
Lintang Park Taman Kuching
The Spring
Masjid
Darul Taman Supreme
Ittihad
IS1 SU
NGA
IB
Swinburne
ITA
Tabuan Plaza
N
University Sarawak
Buddhist UNGA
I TA
BU
Association
S
N
A
SR9 Flyo U p a nds

ve l
r
The Imperial
Residence
L2NV15 L2A4
Tabuan Jaya
Borneo Medical Centre L2W10
Linang Estate
Tabuan
Kenny Hill
Desa Indah
End of Segment 2b
Start of Segment 2c
Vivacity
Megamall Tabuan Jaya Tabuan Jaya
Police
h
ga
Complex
Ju
L2W9 Tropics
Tun
Lodge
Condominiums International aja
Jalan
i-CATS tia
R
West CityONE School lan
Se
Ja
Campus Megamall Tmn Stutong Serian Line (Line 2)
Indah Sama Jaya
Taman Phoning Nature Proposed Station
Pusat Pembangunan Reserve
Taman Proposed Alignment (At-grade)
L2NV14 Kemahiran
Everbright Jalan
Song
Jaya Sarawak (PPKS) Proposed Alignment (Elevated)
Tabuan
Heights Interchange Station
Taman Swee Li
SR8
Proposed Station
o
Project No EJ 688
Produced by HMZ
0 0.25 0.5
Minor Noise and Vibration Serian Line (Line 2) Segment 2C
km
River
FIGURE 6.8-7
Coordinate System:
GCS WGS 1984
Page units Degree
2
,06
0,0
00 2
,06
5,0
00 2
,07
0,0
00 2
,07
5,0
00 2
,08
0,0
00 2
,08
5,0
00
J
a
a
S e
riki
la
nS
South
u
h
C aS
in ea
lta
nT
o
e
n
ak
g
u
Kch g
in
B
a
0
0
h
lan
0
0
,0
,0
Ja
0
0
Kta
o
8
8
,1
,1
a
Sm ra
a hn
a
5
5
SARAWA a
KSriAmn
Ja ng
S
m ai
u
d
Inoe
nsia
ba S
ta iol
n
u t
Ja
kLa
la
n
0
0
S
k
nAse
sFAC ak
a
Jala
0
0
e
m
b
atik
,0
,0
m
n
am o
e
ak
5
5
a
la
T
nD
m
7
7
ria
nTun an B
a
a
Jla
,1
,1
m
J
h
n
lo
d
n
lRa
la
u
5
5
A d
b
la
a
g
ip
a
k
a
D
Matan
gW ater nM J
J
a
ta ala
Ja
ng n
e
la
J
a
T
J
la
M
h
T
reatmen
tP la
n t ata
ngB Astana
n
a
a
ru S
R 1
2
n
b
la
ib
Ja
lanT
el n
n k u
n
S
ala
la ara h ddn S
R 1
3
J
N G u
la
IJA
ia
IS S
M 1
4 S
M
S
U G
NA U
Jaem N
G R
A
a
A A
IS WA in
K
J
S
B
g
h
Jala
n
n
adJ
u
alan J
a
a
b
Sa
P
tok lan
y
u SR1
1
ng
e
a
an P
W
L
ending
n
J
la
a
a m
J a
G
0
0
lan n
N
L
S
M 1
3 ka UA
O
0
0
B
ree
Se ITA
B
A
B
,0
,0
N G
AB
A
SU
T
S
J
0
0
S
M 1
1
A
N
A
7
7
e
S
R 1
0
N
A
TU
J
la
tiaR
,1
,1
GSA
IT
a
IB
S
M 1
2
B
5
5
la
EL
n
M
RA
nB
S
R 9
G
la
A
a
R k
T
HA
N
a
ja
oc
IS
1 N
U
S
a
Ja M
J
tuK
S
M 9
la asa
n h
J SM8
Sh or
a
ala
Ja an
nS
w
er
C
on
lanna
k
a- M
ip
g
tu
S
R 8
li
iS
a
S
M 7
nD
a nB
la a
tuK
ata
n J awa
g tu n
tog S
nS UN
a
la
la
T
a
J
GA
a
S
R 7
ru
J
IB
YO
A
R REMBUS
0
0
gBa
0
0
n (P
R O
VIS
ION
AL)
to S
M 6
,0
,0
nStu
Jala
a
5
5
R
EMB
USD
EPOT
6
6
aw
,1
,1
K
tu
5
5
ond
ong
-Ba
a
JlanT S
R 5 S
R 6
P
UA S
M 5
IK
A
NG
SU
S
R 4 S
M 4
S
M 2 S
M 1
ANG
S
M 3 ITU
0
0
A A
RWA
KKA
N G
N A
IS A
N U
0
0
S
U S
Ja
G
NA
,0
,0
la
sa
0
0
nE
Ba
tuKita
n gW a
ter u
6
6
nKu
c S
R 3 M
,1
,1
hin oa ad
h
la u kM m
nt
a
J a
g-B T
reatmentPla
nt in
5
5
O
G J
alanD u
t ga
EN
G a n
EM
IS
A
G
N
U
S
S
R 2
S
R 1
0
0
S
U
0
0
N
G
,0
,0
A
ISIB
IRH
E B
ATU1
2DE
POT
5
5
5
5
,1
,1
J
ala
5
5
nK
u
chin
g-Se
ria
n
aran
nL
la
in
gk
a
J rK
a uch g
in
Lu
eo
rn
o
B
0
0
M
m
ak
0
0
a
,0
,0
J
c
b
a
un
0
0
o
a
Smra
a hnL
a in in
e(L )
e1 e
S nL
ria in
e(L
in )
e2
la
5
5
nP
n
,1
,1
n
g-S
a
5
5
a
al
ro
P o
p dS
se ta n
tio ro
P o
p dS
se n
tio
ta a
W rT
te a
re e
tmn la
tP nt
rig
ro
P o
p dD
se p
e t
o ro
P o
p dD
se p
e t
o a
C h
tc e
mnt
ro
P o
p dA
se n
ligmn
e t(A ra
t-g d)
e ro
P o
p dA
se n
ligmn
e t(A ra
t-g d)
e a
B n
ta a
gSmra
a hn
a
ro
P o
p dA
se n
ligmn
e le
t(E a
v d
te ) ro
P o
p dA
se n
ligmn
e le
t(E a
v d
te )
g
S a
.S w
ra k
a
ro
P o
p dA
se n
ligmn
e n
t(Udrp
e ss)
a
0
te
In a
rchneS
g ta n
tio
0
0
,0
,0
g
S u
.Kap
5
5
4
4
,1
,1
5
2
,06
0,0
00 2
,06
5,0
00 2
,07
0,0
00 2
,07
5,0
00 2
,08
0,0
00 2
,08
5,0
00
o
D
ate 2
7-0
4-2
021
e
Lgn
e d
P
roje
ctN
o E
J68
8
a
M rR
jo a
od P
rod
ucedb
y A
FZ
Mo
in o
rRad
Wate
rS upplyInfra
structure R
evis
ion A
:1
1 5
7 0
,00@4s
A ep
iz p
aer a
longS amaraha nLine(Line1)
0 1 2 3 4 5 iv
R r
e
a
n dSeria
nL ine(Line2)
k
m F
IGU
RE6
.8-8
C
oord
ina
teS ystem :
GCSTimbala
i1 948
PageunitsMe te
r
D is
c laimer:Thism apisp rodu c
e ds olelyforitsinte
n dedp urp oseo nly
.A llreaso nablecarehasbeentak
e ntoe nsurethattheinforma tio
npresen
tedh e
reisa
ccura
te,s
u b
jec
ttoth
eav
a ila
bilitya
ndq
ualityo
fda
tas
o u
rcesu
sed
.
T hereish o wev e
rn og uaranteetha tthism apisfre efrom erro rsoro miss ions.Itsuseforanyoth
erpurpose sisth
e re
forea tth
es oleriskofth
eu s
e r.
\\192 .168
.1 .6
\gis\G
IS -Data
\P ro
ject\EJ6 88E IA &SIA K U TS \M ap
s \APR X \E
IA K UTS \E
IA K
UTS AFZ_v2.aprx(K UTSW ate
rS upp
lyInfra)
S ourc e:ER EC o
n s
u ltin
gG ro up(20 21),D ep a rtm
ento fIrrig
a tionan dD rain ag
eS araw ak
,
2,030,000 2,060,000 2,090,000
South
China Sea
Kuching
Kota
5,240,000
5,240,000
Samarahan
S A R AWA K
Indonesia
5,210,000
5,210,000
Talang-Satang National Park
Sematan
Bako-Buntal Bay
5,180,000
5,180,000
Lundu Kuching SM14
SR13
Asajaya
REMBUS
(PROVISIONAL)
Pendam
Samarahan
SR1
Bau Limestone
5,150,000
5,150,000
Bau Siburan
Simunjan
Legend
Proposed Station
Padawan Proposed Alignment (Elevated)
Alignment (Underpass)
ProposedSerian
Proposed Station
5,120,000
5,120,000
Tebedu Proposed Alignment (At-grade)

2,030,000 2,060,000 2,090,000
o
Date 07-04-2021
Legend EJ 688
Project No
Important Bird Area Produced by HMZ

Important Bird and Biodiversity Revision A
1:650,000 @ A4 size paper 5km Corridor
0 2.5 5 10 15 20 Areas along Samarahan Line
km (Line 1) and Serian Line (Line 2) FIGURE 6.11-1
Coordinate System:
GCS Timbalai 1948
Page units Meter
\\192.168.1.6\gis\GIS-Data\Project\EJ 688 EIA & SIA KUTS\Maps\APRX\EIA KUTS\EIA KUTS HMZ Ch 6.aprx (KUTS IBA)
Source: ERE Consulting Group (2020), Bird Life International, Earthstar Geographics
07 EVALUATION OF IMPACTS
Section 7
EVALUATION OF IMPACTS
SECTION 7 : EVALUATION OF IMPACTS
7.1 INTRODUCTION
This section identifies the potential significant impacts during pre-construction,
construction and operational stages of the Project, including project abandonment. These
potential impacts are categorized under 11 thematic headings:
1. Soil Erosion and Sedimentation

2. Water Pollution
3. Risk of Aggravating Flood
4. Noise and Vibration
5. Air Pollution and Greenhouse Gas Emission
6. Waste
7. Ecology
8. Socio-economic
9. Traffic
10. Hazard and Public Safety
11. Heritage Assets
Within each thematic heading, each impact is assessed and described according to
Segment (1A, 1B, 1C, 1D, 2A, 2B and 2C), where possible. The EIA matrices are shown in
Figure 7.1-1 (pre-construction stage), Figure 7.1-2 (construction stage) and Figure 7.1-3
(operation stage).
Evaluation of Impacts 7-1

7.2 SENSITIVE RECEPTORS
The EIA has assessed the impacts to sensitive receptors adjacent to the lines, stations and
depots. The following description of sensitive receptors is summarised based on the types
of impact.
Soil Erosion and Sedimentation

There are no water intakes or beneficial uses located downstream of Line 1 and Line 2. The
sensitive receptors are identified as the receiving river/waterway that are located along
the Project such as Sg. Kuap, Sg. Tabuan, Sg. Sarawak and Sg. Semenggo as well as flood
prone areas such as Kg. Tabuan Dayak, Jalan Durian Burung and Jalan P. Ramlee.
Assessment findings are presented in Section 7.4.1.
Water Pollution
There are no water intakes or beneficial uses located downstream of Line 1 and Line 2. In
the water pollution assessment, potential water pollution representative areas have been
identified as the receiving river/waterway that are located along and or downstream of
Project activities (during construction and operation) such as Batang Samarahan, Sg. Kuap,
Sg. Tabuan, Sg. Sarawak and Sg. Sibireh. Assessment findings are presented in Section
7.4.2 and Section 7.5.1.
Risk of aggravated flooding

Sensitive receptors of hydrological impacts (drainage and flooding), are the residential,
commercial, industrial and institutional land uses along the Project that may potentially
be impacted by changes in the hydrological regime during the construction and operation
stage. Among some of the existing flood prone areas that are in close proximity to the lines
are Kg. Tabuan Dayak, Jalan Durian Burung, Jalan P. Ramlee and Padang Merdeka.
Assessment findings are described in Section 7.4.3 and Section 7.5.2.
Noise and Vibration

Noise and vibration sensitive receptors during the construction stage are receptors that are
located less than 50 m from the construction site such as Kg. Melaban, Lodge International
School, Kg. Cemerlang and SMK Pending. During the operation stage, the potential areas
of concerns are the high-rise sensitive receptors that are located less than 20 m from the
ART line, such as Lodge International School, Flat Kastam Tabuan Jaya and Kompleks
Perumahan TUDM. The noise and vibration assessment are described in Section 7.4.4 and
Section 7.5.3.
Air Pollution
As the ART is an electric vehicle powered by hydrogen fuel cells, air pollution during the
operation stage will be minimal. Air pollution and dust generation during the construction
stage, especially during land clearing and earthworks, may affect residential, commercial
and institutional sensitive receptors that are close to construction sites and along
construction access routes. Among some of the sensitive receptors are Taman Desa Ilmu,
Taman Eden Fields, Kg. Cemerlang and Swinburne University. The air pollution
assessment is described in Section 7.4.5 and Section 7.5.4.
7-2 Evaluation of Impacts

Waste
Sensitive receptors for waste are the disposal sites managing the different types of waste
generated during the construction and operation stage of the Project such as construction
and demolition waste, biomass waste from land clearing and earthworks, domestic waste
from station operations as well as scheduled waste from maintenance activities at the
depots. Rivers/waterway as well as existing flood prone areas may be potentially
impacted by improper waste management and disposal at construction sites as well as at
the ART stations and depots during operation stage. The waste assessment is described in
Section 7.4.6 and Section 7.5.6.
Ecology
Both Line 1 and Line 2 will not traverse through any Totally Protected Areas under the
National Parks and Nature Reserves Ordinance 1998 and will be located more than 6 km
away from Important Bird and Biodiversity Areas (IBAs). As such, the ecological areas of
concern will be confined to the areas along the alignment that could be impacted due to
construction activities such as land clearing, removal of vegetation and earthworks. The
three identified potential areas of concern are the riparian mangroves along Sg. Kuap, and
vegetation at the proposed locations of the Rembus depot and Batu 12 depot. The potential
impacts towards these areas of concern are described in Section 7.4.7 and Section 7.5.7.
Socio-Economic
Sensitive receptors are the owners and occupants of land and property that will be
acquired for the Project during the pre-construction stage. During the construction stage,
the sensitive receptors will be the residential, commercial, industrial and institutional
communities along the alignments, stations and depots who will face environmental
pollution from construction activities. However, certain parties will also benefit from the
business and employment opportunities arising from the Project construction. During
operation, the long-term benefits of the Project will be realized by socio-economic
receptors, as the KUTS ART is expected to stimulate economic growth, alleviate traffic
congestion and provide an alternative mode of urban public transport. The socio-economic
assessment is described in Section 7.3.1, Section 7.4.8 and Section 7.5.8.
Traffic
Sensitive receptors for traffic related issues are the road users and communities along the
alignments, stations and depots. Among some of the road sections of concern are Jalan
Datuk Mohammad Musa, Jalan Wan Alwi, Jalan Simpang Tiga, Jalan Penrissen and Jalan
Tun Razak. The traffic impact assessment is described in Section 7.4.9 and Section 7.5.9.
Hazards & Public Safety

The public living along the alignments, stations and depots will be the sensitive receptors
of construction hazards. As most of Line 1 and Line 2 will traverse along road medians
and road shoulders, road users are also considered as sensitive receptors. During the
operation stage, some activities of concern is the daily transport of hydrogen from the
hydrogen generation plant to the ART depot as well as the handling and storage of
hydrogen at the depots. Hazard and public safety assessment are described in Section
7.4.10 and 7.5.10.

7.3 IMPACTS DURING PRE-CONSTRUCTION STAGE
The main potentially significant impacts expected during the pre-construction stage are
related to the following activities:
• Land acquisition
7.3.1 LAND ACQUISITION
Land and property acquisition is typically the main impact during the pre-construction
phase of large-scale infrastructure projects such as the KUTS ART. In order to minimize
land and property acquisition, considerable efforts have been made during the Project
planning and design stage to route most of the alignments of Line 1 and Line 2 along the
medians or shoulders of existing roads, thus avoiding acquisition of private land.
However, in view of the dense development along both lines, land acquisition at certain
areas is inevitable, especially for the depots which require large areas. Plate 7.3.1-1 to Plate
7.3.1-3 show the potential areas of land acquisition at the Rembus depot, Batu 12 depot
and Line 2 along Jalan Tun Jugah.
The alignment corridors (300 m width) for Line 1 and Line 2 have been frozen under
Section 47 of the Sarawak Land Code. In the next stage of Project design, further
refinements of the actual alignment and land requirements for the KUTS ART will take
place (which will be much less than 300 m wide), which will then be followed by the final
land acquisition under Section 48 of the Sarawak Land Code. The actual number of lots to
be acquired will be identified once the detailed land survey has been conducted.
Plate 7.3.1-1 : Rembus Depot and Rembus (Provisional) Station

Plate 7.3.1-2 : Batu 12 Depot
Plate 7.3.1-3 : Parking Spaces of Commercial Lot along Jalan Tun Jugah
7.3.1.1 Potential Impacts
The potential impacts from land acquisition will affect different groups in different ways
as follows:
a) Residential
Land acquisitions bring about displacement and relocation of families and individuals
from their homes and communities. For residential tenants, displacement and disruptions
may be more acceptable, but not for owner-occupiers, especially those who have stayed in
a neighbourhood for a long period. These groups are likely to find displacement socially
disruptive and upsetting. Among them, three groups are likely to experience more

disorientation from relocation, i.e., the elderly, young teenagers who often find a change
of school mid-way through their schooling to be very disruptive and housewives,
especially those homebound without access to their own private transport.
For household heads, the key question is compensation and its adequacy, as well as the
process involved due to the need to search for alternative homes that are affordable and
suitable for all family members who would face difficulties with possible breakdowns of
social ties and social cohesion in the community where they are familiar. The impacts of
land acquisition are therefore not confined to only concerns over compensation and its
adequacy but may include a wider spectrum of social and psychological problems
associated with families and individuals affected through displacement and disruptions
by acquisition.
b) Businesses
The two main impacts as a result of acquisition of a business would be on their business
operations and revenue and employment. The impacts affect both owner-occupiers and
business tenants, i.e., those who do not own the premises they operate from. This is
common in most towns or urban centres. Business operators, including tenants, tend to
stay long in a particular location if their customer base is good and stable. For them, any
disturbance either due to acquisition or project development is concerning especially if
they are forced to move or have to change their operations to accommodate construction
activities.
In any case, the loss of customers and market share may not readily be fixed when they
relocate. Even if their business operations are disturbed temporarily, i.e., during
construction, they believe that once customers shift, the numbers may not return to normal
even when things are back to normal in the same locality once the ART is operational.
In the case of tenants, there is an added concern that compensation may be acceptable to
their landlords but as tenants, they could be left out completely from the entire process of
compensation. They believe that they are likely to experience equally the negative impacts
of acquisition but the impacts on them could be ignored in the negotiation process.
Another aspect of concern is the loss of jobs from the affected businesses, e.g., some
workers lose their jobs when the businesses close or some workers may not be able to
follow their employers to new locations for various reasons.
c) Agricultural Land
The Rembus depot and Rembus (Provisional Station) will be located adjacent to the
Kuching-Samarahan-Asajaya Expressway where the area is currently paddy fields under
shifting cultivation, also known as temuda land. The acquisition of this area may affect the
livelihoods of the land owners and farmers.

7.3.2 UTILITIES RELOCATION
Affected utilities along the Project corridor will be relocated or protected prior to the start
of construction. These utilities include underground water pipes and sewer lines, electrical
cables, and underground telco cables. Other above ground utility services include SEB
transmission lines, traffic lights, and street lighting. Unmapped utilities could pose
problems during construction. The actual number and type of utilities to be relocated will
be determined during the detailed design stage.
Impacts of the relocation works vary depending on the location. Major impacts will be on
the public safety as well as safety of the workers directly involved in the relocation works.
The risks related to the utility relocation works include:
• Damage of sewer pipes causing sewer water discharge into nearby drainage systems;
• Damage of electrical cables, telco’s cables (copper/fibre), water pipes which could lead
to temporary disruption of supply;
• Leakage of methane gas from sewer pipelines or manholes;
• Exposed utility wires/cables;
• Collapse of relocated overhead utilities;
• Vehicular accidents from temporary road closures or road diversions
7.4 IMPACTS DURING CONSTRUCTION STAGE
7.4.1 SOIL EROSION AND SEDIMENTATION
Construction stage of this Project will involve clearing of existing vegetation cover and
earthworks. These activities will expose the soil surface and make it susceptible to erosion
as there is no vegetation to cover the ground from rainfall. As a result, soil erosion and
sedimentation risk will increase during construction works, which can cause negative
environmental impacts such as water pollution and increased flooding risks to nearby
sensitive receptors:
• Rivers:
o Line 1: Batang Samarahan, Sg. Malaban, Sg. Kuap, Sg. Bitan, Sg. Tabuan
and Sg. Sarawak
o Line 2: Sg. Sibireh, Sg. Semenggoh, and Sg. Sarawak
• Flood prone areas:
o Line 1: Kg. Tabuan Dayak, Jalan Mendu, Jalan P. Ramlee and Padang
Merdeka
o Line 2: Jln. Durian Burung and Kg. Tabuan Dayak

The impacts of soil erosion and sedimentation vary depending on the construction
activities involved. For this project, four different construction activities and its impacts
have been identified, as follows:
a) Viaduct Construction
Majority of both lines (about 80%) will be elevated in the form of viaduct structure on
medians of existing roads. For its construction, the amount of exposed soil is relatively
minimal as the earthworks only involve localized excavation for piers and pile caps.
However, soil erosion and sedimentation impacts can be critical especially involving river
crossings, for instance at Sg. Kuap. Uncontrolled earthworks during viaduct construction
can cause sediment laden runoff to flow directly into the receiving waterways. The impacts
would include deterioration of water quality, decrease in river depth and disruption of
aquatic ecosystems.
b) At-grade Construction
Around 17% (8.8 km) of the lines will be at-grade. Its construction primarily involves
earthwork activities similar to road construction where several layers of sub-grade, sub-
base, road base and pavement layers has to be laid in sequence. During site clearing and
earthworks, these areas will be exposed to erosion and sedimentation. Newly cleared areas
may be eroded during rainfall events, causing sediment deposit on adjacent roads and
receiving waterways leading to muddy roads and deterioration in water quality.
c) Underpass Construction
The underpass structures will be constructed by cut and cover method where a trench will
be excavated for the alignment before being covered by a concrete deck. This will involve
1.6 km stretch of the alignment (about 3%). Taking into account the sizeable areas that will
be excavated, the magnitude of soil erosion and sedimentation from underpass
construction will be significant as it involves dewatering of excavated areas. The
accumulated water in the trenches will contain high levels of sediment deposit that can
cause water pollution.
d) Depot Construction
There will be two depots for this Project, Rembus and Batu 12, both of which are located
on relatively flat area with low soil erosion risk. However, due to extensive work area of
80 acres and longer period of site clearing and earthworks activities, soil erosion and
sedimentation impacts can be significant. Without proper control, eroded sediments can
cause water pollution and also obstruct the surrounding drainage system.

7.4.1.2 Assessment Method
Soil erosion and sedimentation impact assessment was carried out using Universal Soil
Loss Equation (USLE) and Modified Universal Soil Loss Equation (MUSLE) to determine
the soil erosion risk and sediment yield of the Project site (details of the assessment are
described in Appendix E). The assessment was carried out in accordance to the following
guidelines:
• Guidelines on Land Disturbing Pollution Prevention and Mitigation Measures

(LD-P2M2) (DOE, 2017)
• Guideline for Erosion and Sediment Control in Malaysia (DID, 2010)
• Sarawak Urban Stormwater Management (SUStoM) 2nd Edition (DID Sarawak,
2017)
Four different scenarios were assessed:
• Pre-Construction – assess the existing condition of the Project site prior to construction
works
• Construction Without Mitigation Measures – assess the Project site condition during
construction works assuming no mitigation measures implemented at site
• Construction With Mitigation Measures – assess the Project site condition during
construction works with the implementation of mitigation measures
• Post Construction – assess the Project site condition after construction works have been
completed
The soil erosion risk and sediment yield of the Project were analyzed based on river sub
catchments.

7.4.1.3 Results and Discussion
The results from the soil erosion and sedimentation impact assessments are shown in
Table 7.4.1-1 and Table 7.4.1-2 and illustrated in Figure 7.4.1-1 and Figure 7.4.1-2. From
the assessment, the soil erosion risk for Line 1 and Line 2 have been analyzed and can be
summarized as follows:
a) Pre-construction
Existing soil erosion risk (pre-construction stage) is found to be low at all areas. This is
expected as the alignment traverses mainly along built-up urban areas and along existing
roads which are generally flat and stabilized.
b) Construction without mitigation
In the event where the disturbed areas are left with no mitigation measures, the soil
erosion risk along the alignment is analysed to be at moderate and moderately high risk.
However, there are areas where the erosion risks are very high, concentrated at at-grade
and underpass work area. As for both depots (Rembus and Batu 12), the erosion risks are
very high.
c) Construction with mitigation
With the implementation of effective erosion, runoff and sedimentation control measures
during construction stage, the soil erosion risks along the alignments are reduced to
moderate and low risk. As for both depots, the erosion risks are reduced to moderate risk.
d) Post construction
For post construction stage, the average soil loss is anticipated to be low for all areas as
these areas will be stabilized.
Summary
Most of the Project will be constructed along existing roads and highways that are
relatively flat and site clearing and earthworks will be limited to only within the Project’s
right of way (ROW).
Based on the assessment results, the impacts from soil erosion and sedimentation are
expected to be moderate as the source of erosion pollution is expected to be mainly from
clearing of depot, at-grade and underpass construction works and dewatering of primarily
localized substructure work.
Nevertheless, adequate mitigation measures shall be implemented to mitigate the risks

which is further elaborated under Section 8.3.1.

Table 7.4.1-1 : Soil Erosion and Sedimentation Assessment Results for Line 1
River Sub Catchment Scenario Average Soil loss (ton/ha/yr) Sediment Yield (ton/yr) Soil Erosion Risk Class
Line 1 Pre-construction 1.19 1.62 Low
Loba Jegoi Construction without mitigation 197.87 401.45 Very High
(Rembus Depot & Construction with mitigation 24.73 50.17 Moderate
Rembus Provisional
Post construction 1.00 3.28 Low
Station)
Pre-construction 4.93 0.54 Low
Line 1 Construction without mitigation 328.79 22.23 Very High
Loba Jegoi Construction with mitigation 41.10 2.78 Moderate
Line 1 Construction without mitigation 246.63 40.62 Very High
Btg. Samarahan Construction with mitigation 30.80 5.07 Moderate
Line 1
Construction without mitigation 234.61 86.94 Very High
Sg. Tuang
Construction with mitigation 29.70 11.01 Moderate
(SM 1 to SM 3)

Table 7.4.1-1 : Soil Erosion and Sedimentation Assessment Results for Line 1 (cont’d)
Line 1
Construction without mitigation 12.75 3.16 Moderate
Sg. Bayor
Construction with mitigation 6.37 1.58 Low
(SM 4 to SM 5)
Line 1 Construction without mitigation 9.51 0.45 Low
Sg. Merdang Construction with mitigation 4.75 0.23 Low
Line 1
Sg. Kuap
(SM 6 to SM 7)
Line 1
Sg. Stutong
(SM 8)

Line 1
Sg. Tabuan
Construction with mitigation 7.26 2.01 Low
(SM 9 to SM 11)
Line 1
Sg. Maong
(SM 12)
Line 1
Sg. Sarawak
(SM 13 to SM 14)

Table 7.4.1-2 : Soil Erosion and Sedimentation Assessment Results for Line 2
Line 2
Sg. Tuang
(Batu 12 Depot)
Line 2 Construction without mitigation 41.11 0.51 Moderate
Sg. Tuang Construction with mitigation 20.56 0.25 Moderate
Line 2
Sg. Stakan
(SR 1)
Line 2
Sg. Semenggoh
(SR 2 to SR 3)

River Sub Catchment Parameter Average Soil loss (ton/ha/yr) Sediment Yield (ton/yr) Soil Erosion Risk Class
Line 2
Construction without mitigation 54.96 22.94 Moderately High
Sg. Maong
(SR 4 to SR 8)
Line 2 Construction without mitigation 58.5 2.71 Moderately High
Sg. Stampin Construction with mitigation 29.25 1.36 Moderate
Sg. Stutong Construction with mitigation 25.09 0.70 Moderate
Line 2
Sg. Tabuan
(SR 9 to SR 10)
Sg. Kuap Construction with mitigation 25.41 0.57 Moderate
Line 2
Sg. Sarawak
(SR 11 to SR 13)


7.4.2 WATER POLLUTION
7.4.2.1 Prediction of Total Suspended Solids Concentration
Soil erosion and sedimentation impact from earthwork activities can increase the
Total Suspended Solids (TSS) concentrations of the receiving river/waterway and
degrade its water quality. Table 7.4.2-1 lists the construction activities and locations
along Line 1 and Line 2 that have been identified as representative areas for the water
pollution assessment. There are no beneficial uses or water intake stations located
downstream of Line 1 and Line 2 as discussed in Section 6.8.5.
Table 7.4.2-1 : Potential Water Pollution Areas

Construction Activity / Location Receiving River/Waterway
Depot Construction (Rembus) Drain to Batang Samarahan*
At-grade Construction (near SM 1) Drain to Sg. Tuang*
Underpass Construction (near SM 2) Drain to Sg. Bayor*
River Crossing Construction (between SM 6 and SM 7) Sg. Kuap
Elevated Construction (near SM 9) Sg. Tabuan
Elevated Station Construction (SM 14) Drain to Sg. Sarawak*
Depot Construction (Batu 12) Sg. Sibireh
Elevated Construction (near SR 3) Sg. Semenggo
At-grade Station Construction (SR 13) Drain to Sg. Sarawak*
Note: * Drain from Project construction site eventually discharges into specified river
1. Assessment Method
A mixing model was adopted to assess the increase in TSS concentrations in receiving
rivers/waterways resulting from silt traps or sediment basins discharge from the
earthwork activities. The two scenarios simulated were:
Scenario 1 (with Mitigation Measures):

The sediment contribution from the Project Site is 50 mg/L with the implementation
of mitigation measures (silt traps or sediment basins).
Scenario 2 (Worst Case with no Mitigation Measures):

The sediment contribution from the Project Site with no mitigation measures is 500
mg/L at peak discharge of 2-year-return period.

For all scenarios, the following assumptions and criteria were made:
• The TSS discharged from the construction site is from the final discharge
point (i.e., after passing through all sediment control measures)
• Discharge from silt traps or sediment basins from the construction site and
receiving water bodies are assumed to be completely mixed at the confluence
points
• Event mean concentration (EMC) values are used as baseline TSS levels for
Scenario 2. The values obtained from the EMC is an estimation of the total
mass of pollutants from runoffs during periods of peak discharge.
• With the exception to the above, other point/diffuse sources along and
leading into the receiving rivers/waterways were not considered.
The schematic of the mixing model is shown in Chart 7.4.2-1.
Chart 7.4.2-1 : Mixing Model Schematic for TSS Discharge
The expected suspended solids concentration (Cf) after the sediment discharged from
the Project site mixes with the receiving waters is calculated as:
𝐶0 𝑄0 + 𝐶1 𝑄1 = 𝐶𝑓 𝑄𝑓
𝐶0 𝑄0 + 𝐶1 𝑄1
𝐶𝑓 =
𝑄𝑓
Where;
C0 = concentration upstream (mg/L) Q0 = flow rate upstream (m3/s)
C1 = concentration of sediment from Q1 = flow rate of discharge from
Project (mg/L) Project (m3/s)
Cf = concentration after mixing Qf = flow rate after mixing (m3/s)
(mg/L)

2. Assessment Results
2.1 Line 1: Rembus to Hikmah Exchange
a) Batang Samarahan
The assessment for Batang Samarahan aims to predict the impact of silt trap or
sediment basin discharge from the construction of the Rembus depot to the river
water quality. The predicted concentration of suspended solids from silt trap or
sediment basin discharge in both scenarios are summarised in Table 7.4.2-2.
Table 7.4.2-2 : Predicted TSS Level at Batang Samarahan

Representative Areas/ Concentration (mg/L)
Remarks
Construction Activity Baseline Predicted Change
Scenario 1
Baseline water quality for
Depot Construction: No
188.0 188.0 TSS remains within
Batang Samarahan Change
Class IV
Scenario 2
Depot Construction: Baseline water quality
440.3* 440.5 +0.2
Batang Samarahan remains within Class V
*Note: Baseline suspended solids concentration is estimated through the Event Mean Concentration (EMC)
calculations for Scenario 2
Scenario 1: The sediment contribution from the Project Site is 50 mg/L with the
implementation of mitigation measures (silt traps or sediment basins)
TSS concentrations is predicted to remain within its baseline levels at Class IV of the
National Water Quality Standards (NWQS). The discharge from the sediment basins
at TSS 50 mg/L would not affect the river water quality.
Scenario 2: The sediment contribution from the Project Site with no mitigation
measures is 500 mg/L at peak discharge of 2-year return period
The TSS concentrations is predicted to remain within the baseline levels of Class V
of the NWQS with an estimated increase of TSS concentrations by 0.2 mg/L.
Summary
The discharge of 50 mg/L TSS from the construction of the Rembus depot is not
expected to cause deterioration to Batang Samarahan’s river water quality due to the
larger flow and capacity of the receiving river. It is important that the mitigation
measures implemented ensures a discharge quality of TSS at 50 mg/L.

The concentration of TSS in the river is expected to remain within Class V baseline
levels despite a 2-year return peak discharge with sediment basins discharging 500
mg/L of sediments into receiving waterways. Based on the TSS Event Mean
Concentration (EMC) for the existing land use in the drainage catchment, the baseline
TSS level of the river is expected to be at Class V levels during a heavy rain event.
This will occur even without the construction activities from the proposed Project.
b) Drain – Sg. Tuang
The predicted concentration of suspended solids from silt trap or sediment basin
discharge into the drain that flows into Sg. Tuang for both scenarios are summarised
in Table 7.4.2-3.
Table 7.4.2-3 : Predicted TSS Level at Drain - Sg. Tuang

Remarks
Scenario 1
Baseline water quality
At-grade: Drain-Sg.
<3 47.6 +46.1 degrades from Class I to Class
Tuang
IIA/B
Scenario 2
At-grade: Drain-Sg.
270.9* 389.9 +119.1 degrades from Class IV to
Tuang
Class V
TSS concentrations in the drain that flows to Sg. Tuang will increase by 46.1 mg/L
which results in a decline in the waterway quality from Class I to Class IIA/B of the
NWQS. To maintain the drain and subsequently Sg. Tuang’s river water quality at
baseline Class I levels, sediment contribution from the Project’s activities at this
location should not exceed 25 mg/L.
TSS concentrations in the waterway is predicted to increase by 119.1 mg/L, where

the water quality declines from Class IV to Class V of the NWQS.

Summary
The construction activities are not expected to result in any impacts to sensitive
receptors downstream due to a lack of beneficial uses. The waterway’s small capacity
and low dilution capability results in impairment of water quality from smaller
concentrations of TSS introduced into the waterway. To maintain baseline Class I TSS
levels of the waterway, sediment contribution at the location from the Project’s
activities should not exceed 25 mg/L.
During the worst-case scenario, the baseline TSS levels of the waterway is expected
to decline to Class V due to construction activities from the proposed project.
However, with proper implementation and maintenance of mitigation measures, this
scenario is not expected to occur.
c) Drain – Sg. Bayor
discharges at the drains nearby Taman Melaban and effectively Sg. Bayor, for both
scenarios are shown in Table 7.4.2-4. The assessment was conducted to predict the
impact of the underpass construction, which involves excavation of the earth, to the
river water quality of Sg. Bayor.
Table 7.4.2-4 : Predicted TSS Level at Drain - Sg. Bayor

Remarks
Scenario 1
Underpass: Drain –
14 43.9 +29.9 degrades from Class I to Class
Sg. Bayor
IIA/B
Scenario 2
Underpass: Drain –
Sg. Bayor
Class V
The baseline TSS concentrations is estimated to increase by 29.9 mg/L, resulting in a

decline in baseline waterway quality from Class I to Class IIA/B of the NWQS. To
maintain the water quality at baseline Class I levels, the sediment contribution from
the Project’s activities at this location should not exceed 25 mg/L.

measures is 500 mg/L at peak discharge of 2-year return period.
The TSS concentrations in the receiving drain is predicted to increase by 180.6 mg/L
which results in the waterway’s quality declining from Class IV to Class V of the
NWQS.
Summary
The construction activities nearby Taman Melaban are not expected to result in any
detrimental effects to any sensitive receptors due to a lack of beneficial uses
downstream. The waterway’s small capacity and low dilution capability results in
impairment of water quality from smaller concentrations of TSS introduced into the
waterway. To maintain the baseline Class I TSS levels of the waterway, sediment
contribution from the Project’s activities at the location should not exceed 25 mg/L.
During the worst-case scenario the baseline TSS levels of the waterway is expected
to decline to Class V due to construction activities from the proposed Project.
However, with proper implementation and maintenance of mitigation measures, this
scenario is not expected to occur.
d) Sg. Kuap
discharge into Sg. Kuap for both scenarios are summarised in Table 7.4.2-5. The
assessment conducted in Sg. Kuap is to predict the impact of silt trap or sediment
basin discharge from construction activities at the river crossing to the river water
quality.
Table 7.4.2-5 : Predicted TSS Level at Sg. Kuap

Remarks
Scenario 1
River Crossing:
33.0 46.4 +13.4 TSS remains within Class
Sg. Kuap
IIA/B.
Scenario 2
River Crossing:
354.4* 356.9 +2.5 TSS remains within Class
Sg. Kuap
V.

TSS concentrations in Sg. Kuap will remain within its baseline levels at Class IIA/B
of the NWQS. The discharge from the sediment basins at TSS 50 mg/L will not be
detrimental to the river water quality with an estimated increase of 13.4 mg/L in Sg.
Kuap.
The TSS concentration in Sg. Kuap is predicted to remain within the estimated
baseline levels at Class V of the NWQS.
Summary
The impact from 50 mg/L TSS contribution is not expected to cause deterioration to
Sg. Kuap, due to the larger flow and capacity of the receiving river. It is important
that the mitigation measures implemented ensures a discharge quality of TSS at 50
mg/L.
Concentrations of TSS in the event of a 2-year return period storm with sediment
basins discharging 500 mg/L sediments into the receiving waterway did not indicate
impairment in river water quality. Concentrations of TSS in the river is predicted to
remain within Class V baseline levels. Based on the TSS Event Mean Concentration
(EMC) for the existing land use in the drainage catchment, the baseline TSS level for
the river is expected to be at Class V levels during a heavy rain event. This will occur
even without the construction activities from the proposed Project.
e) Sg. Tabuan
The predicted concentration of suspended solids from silt trap or sediment discharge
at the Sg. Tabuan crossing for both scenarios are summarised in
Table 7.4.2-6. The assessment for Sg. Tabuan was conducted to predict the impact of
silt trap or sediment basin discharges from the construction of the elevated alignment
(viaduct) on the river water quality.

Table 7.4.2-6 : Predicted TSS Levels at Sg. Tabuan
Remarks
Scenario 1
Elevated:
9.0 42.0 +33.0 TSS declined from Class I
Sg. Tabuan
to Class IIA/B.
Scenario 2
Elevated: No
542.4* 542.4 TSS remain within Class
Sg. Tabuan change
V.
The TSS concentration in Sg. Tabuan will increase by 33 mg/L, causing the baseline
river water quality to decline from Class I to Class IIA/B of the NWQS. To maintain
TSS concentrations in the river at baseline Class I levels, sediment contribution from
the Project’s activities at this location must not exceed 25 mg/L.
The TSS concentration in Sg. Tabuan is expected to remain unchanged (remains at

Class V of the NWQS).
Summary
The construction activities at the river crossing of Sg. Tabuan is not expected to result
in any impacts to sensitive receptors downstream due to the absence of identifiable
beneficial uses. The river’s susceptibility to pollution events from slight increases in
concentrations of TSS may be attributed to its smaller capacity and reduced dilution
capability. The river’s channelized characteristic could result in a higher discharge
rate compared to its smaller capacity. Pollutants introduced into the waterway may
not be retained for a long period of time as a result of a higher discharge.
To maintain baseline Class I TSS levels at Sg. Tabuan, sediment contribution from
the Project’s activities for the first scenario must not exceed 25 mg/L.

f) Sg. Sarawak
discharges at Sg. Sarawak for both scenarios is summarised in Table 7.4.2-7. The
assessment for Sg. Sarawak was conducted to predict the impact of the silt trap or
sediment basin discharges from the elevated station construction on the river water
quality.
Table 7.4.2-7 : Predicted TSS Level at Sg. Sarawak

Remarks
Scenario 1
Estimated baseline water
Elevated Station:
20.0 21.8 +1.8 quality for TSS remains
Sg. Sarawak
within Class I.
Scenario 2
Elevated Station: No
478.8* 478.8 quality for TSS remains
Sg. Sarawak change
within Class V.
The baseline TSS levels in Sg. Sarawak is predicted to increase by 1.8 mg/L. The
estimated baseline water quality for TSS would remain unchanged at Class I of the
NWQS. This can be attributed to the large capacity of Sg. Sarawak relative to the silt
trap or sediment basin discharges.
The baseline TSS levels in Sg. Sarawak would remain unchanged. The predicted
baseline water quality for TSS would remain in Class V of the NWQS.
Summary
The discharge of 50 mg/L TSS from the elevated station construction at Padang Pasir
is not expected to impact sensitive receptors downstream due to a lack of beneficial
uses. The flow of Sg. Sarawak is also approx. 16 times larger than that of the proposed
sediment basin discharge. The discharge of sediments at 500 mg/L during the worst-
case scenario would not impact the river water quality of Sg. Sarawak.

2.2 Line 2: Batu 12 to The Isthmus
a) Sg. Sibireh
discharge at Sg. Sibireh for both given scenarios is summarised in Table 7.4.2-8. The
assessment for Sg. Sibireh was conducted to predict the impact of silt trap or
sediment basin discharge on the river water quality from the construction of the Batu
12 depot. Two aquaculture facilities are located approx. 0.11 km upstream of the Batu
12 depot and are not regarded as sensitive receptors for this study.
Table 7.4.2-8 : Predicted TSS Level at Sg. Sibireh

Representative Concentration (mg/L)
Areas/
Remarks
Construction Baseline Predicted Change
Activity
Scenario 1
Depot Construction: No Baseline water quality for TSS
109.0 109.0
Sg. Sibireh change remains within Class III
Scenario 2
Depot Construction:
219.7* 388.2 +168.5 quality for TSS degrades from
Sg. Sibireh
Class IV to Class V
The baseline TSS concentration at Sg. Sibireh would remain within the levels of Class
III of the NWQS. The river water quality is predicted to not experience a change from
the sediment basin discharge of 50 mg/L. The river water quality under the given
scenario would not be impacted.
The TSS concentration in Sg. Sibireh is estimated to increase by 168.5 mg/L with the
river degrades from Class IV to Class V of the NWQS.

Summary
The Batu 12 depot construction activities are not expected to cause any impacts to
sensitive receptors as there were no identifiable beneficial uses located downstream
of the depot. Sg. Sibireh is a small stream which increases its susceptibility to
pollution events through the slightest increase of TSS concentrations. To maintain
baseline TSS Class III levels at Sg. Sibireh, the sediment contribution from the
Project’s activities at the location needs to be maintained at 50 mg/L.
During the worst-case scenario, the baseline TSS levels of Sg. Sibireh is expected to
decline from Class IV to Class V due to construction activities from the proposed
Project. However, with proper implementation and maintenance of mitigation
measures, this scenario is not expected to occur.
b) Sg. Semenggo
The predicted concentration of suspended solids and its respective change from silt
trap or sediment basin discharges in Sg. Semenggo for both the given scenarios are
summarised in Table 7.4.2-9. The assessment for Sg. Semenggo was conducted to
predict the impact of silt trap or sediment basin discharges from the elevated
alignment (viaduct) construction activities on the river water quality.
Table 7.4.2-9 : Predicted TSS Level at Sg. Semenggo

Remarks
Scenario 1
Estimated baseline
Elevated: water quality for TSS
55.0 55.0 No change
Sg. Semenggo remains within Class
III
Scenario 2
Estimated baseline
Elevated: water quality for TSS
500.6* 500.6 No change
Sg. Semenggo remains within Class
V.
TSS concentrations in Sg. Semenggo was predicted to remain within its baseline
levels at Class III of the NWQS. The discharge from the sediment basins at TSS 50
mg/L would not affect the river water quality.

TSS concentrations is predicted to remain unchanged. TSS concentrations would

remain within Class V of the NWQS.
Summary
The impact from 50 mg/L TSS contribution into the waterway is not expected to
result in the deterioration of Sg. Semenggo river water quality, due to the larger river
flow and capacity of the receiving river. The implementation of mitigation measures
to ensure a discharge quality of 50 mg/L is important to ensuring water quality of
the river.
c) Sg. Sarawak
discharge in Sg. Sarawak for both scenarios is summarised in Table 7.4.2-10. The
assessment for Sg. Sarawak was conducted to predict the impact of silt trap or
sediment basin discharges from the construction of the at-grade station.
Table 7.4.2-10 : Predicted TSS Level in Sg. Sarawak

Remarks
Scenario 1
Estimated baseline
At-Grade Station: water quality for TSS
26 30.6 +4.6
Sg. Sarawak remains within Class
IIA/B
Scenario 2
Estimated baseline
At-Grade Station: water quality for TSS
788.9* 788.9 No change
Sg. Sarawak remains within Class
V
The baseline TSS concentration in Sg. Sarawak is predicted to remain within Class
IIA/B of the NWQS. The TSS concentrations in the river is estimated to increase by
4.6 mg/L. This is mainly due to Sg. Sarawak’s larger capacity relative to the silt trap
or sediment basin discharges.

TSS concentration in Sg. Sarawak is estimated to remain unchanged. TSS

concentrations would remain within Class V of the NWQS.
Summary
The discharge of 50 mg/L TSS from the at-grade station construction activities is not
expected to result in a significant impact to sensitive receptors downstream due to
the absence of beneficial uses. The river water quality would also not be impacted
and would remain within Class IIA/B.
The TSS concentrations in Sg. Sarawak is also predicted to not be impacted in the
worst-case scenario. This can be attributed to the larger discharge of Sg. Sarawak
relative to the discharge of the silt trap or sediment basin. Based on the TSS Event
Mean Concentration (EMC) for the existing land use in the drainage catchment, the
baseline TSS level of the river is expected to be at Class V levels during a heavy rain
event. This will occur even without the construction activities from the proposed
Project.
A summary of the modelled river water quality during the construction stage is
provided in Table 7.4.2-11.

Table 7.4.2-11 : Summary of Modelled River Water Quality During Construction Stage
Representative Concentration
Remarks
Areas/Construction Activity Baseline Predicted Change
LINE 1: REMBUS TO HIKMAH STATION
a. Batang Samarahan
Scenario 1
Depot Construction: Baseline water quality for
188.0 188.0 No change
Batang Samarahan TSS remains within Class IV.
Scenario 2
Depot Construction: Baseline water quality
440.3* 440.5 +0.2
Batang Samarahan remains within Class V
b. Drain – Sg. Tuang
Scenario 1
At-Grade:
<3 47.6 +46.1 degrades from Class I to
Drain – Sg. Tuang
Class IIA/B
Scenario 2
At-Grade:
Drain – Sg. Tuang
Class V
c. Drain – Sg. Bayor
Scenario 1

Underpass:
14 43.9 +29.9 degrades from Class I to
Drain – Sg. Bayor
Class IIA/B

Remarks
Scenario 2
Underpass:
Drain – Sg. Bayor
Class V
d. Sg. Kuap
Scenario 1
River Crossing:
33.0 46.4 +13.4 TSS remains within Class
Sg. Kuap
IIA/B
Scenario 2
River Crossing: Baseline water quality for
354.4* 356.9 +2.5
Sg. Kuap TSS remains within Class V.
e. Sg. Tabuan
Scenario 1
Elevated:
9.0 42.0 +33.0 TSS declined from Class I to
Sg. Tabuan
Class IIA/B
Scenario 2
Elevated: Baseline water quality for
542.4* 542.4 No change
Sg. Tabuan TSS remain within Class V.
f. Sg. Sarawak
Scenario 1
Elevated Station:
20.0 21.8 +1.8 quality for TSS remains
Sg. Sarawak
within Class I

Remarks
Scenario 2
Elevated Station:
478.8* 478.8 No change quality for TSS remains
Sg. Sarawak
within Class V
LINE 2: BATU 12 TO THE ISTHMUS
a. Sg. Sibireh
Scenario 1
Depot Construction: Baseline water quality for
109.0 109.0 No change
Sg. Sibireh TSS remains within Class III.
Scenario 2

Depot Construction:
219.7* 388.2 +168.5 quality for TSS degrades
Sg. Sibireh
from Class IV to Class V.
b. Sg. Semenggo
Scenario 1
Elevated:
55.0 55.0 No change quality for TSS remains
Sg. Semenggo
within Class III.
Scenario 2
Elevated:
Sg. Semenggo
within Class V.

Remarks
c. Sg. Sarawak
Scenario 1
At-Grade:
26 30.6 +4.6 quality for TSS remains
Sg. Sarawak
within Class IIA/B.
Scenario 2
At-Grade:
Sg. Sarawak
within Class V

As summarized in Table 7.4.2-11, the changes in TSS concentrations during the
construction stage were modelled for a total of six locations for Line 1. For Scenario
1, where the sediment contribution from the Project Site is 50 mg/L with the
implementation of mitigative measures (silt traps or sediment basins), Sg. Batang
Samarahan, Sg. Kuap and Sg. Sarawak water quality will remain within the existing
baseline quality. Meanwhile, Sg. Tuang, Sg. Bayor, and Sg. Tabuan will degrade from
Class I to Class IIA/B. In order to maintain the river water quality at baseline Class I
levels, sediment contribution from the Project’s activities at this location should not
exceed 25 mg/L. For Scenario 2, where sediment contribution from the Project Site
with no mitigative measures is 500 mg/L at peak discharge of 2-year return period,
Sg. Bayor river crossing was observed to have the highest predicted change in TSS
concentration where the baseline will degrade from Class IV to Class V.
The changes in TSS concentrations during the construction stage were also modelled
at three locations for Line 2. For Scenario 1, Sg. Sibireh and Sg. Semenggo will remain
at the existing baseline water quality Class III whereas Sg.Sarawak will remain
within Class IIA/B. For Scenario 2, Sg. Sibireh was observed to have the highest
predicted change in TSS concentration where the baseline will degrade from Class
IV to Class V.
7.4.2.2 Other River Crossings
In addition to the potential water pollution representative areas assessed above, both
Line 1 and Line 2 will also cross other drains/waterways which may be susceptible
to water pollution issues during the construction phase. These crossings are
generally located along areas where construction suitability is favourable due to
lower topographical restrictions and where there are no known major beneficial uses
located immediately downstream.
No quantitative assessments were conducted for these crossings to estimate the

pollution impact as it is anticipated that standard construction methods will be
adopted with appropriate mitigation measures applied, which will not result in any
significant impacts on water pollution. A more detailed assessment should be carried
out at each site prior to construction to account for site specific issues.
The assessment results as described in Section 7.4.2.1 above can be used as a

reference to understand the pollution impact scenarios and to plan for appropriate
mitigative measures at each river/waterway crossing affected by construction
activities (detailed in Section 8.3.2).
Any impacts on beneficial uses further downstream are expected to be minimal due
to the increase in assimilative capacity of the river as it flows downstream (larger
volumes) and due to the settling of sediments across the length of the river. It should
be noted that there were no identified beneficial uses located downstream of both
Line 1 and Line 2.

The water intakes of Batu Kitang water treatment plant (WTP) and Matang WTP are
located approx. 5 km and 23 km upstream of the KUTS ART Phase 1 respectively and
will therefore not be affected by the Project’s construction activities (Figure 6.8-8).
7.4.2.3 Water Pollution
The baseline monitoring results show that the water quality of the rivers/waterways
along Line 1 and Line 2 fall within the categories of Class II to Class V. Water
pollution caused by the Project could affect the existing water quality of the receiving
waterbodies including rivers and surrounding drainage that the lines will cross.
Construction site runoff from stations and alignment
In general, surface runoff is the proportion of water that flows on the soil surface (as
opposed to the water that infiltrates the soil) once the surface’s maximum saturation
or permeability levels have been reached. In construction sites, land that has been
cleared and left exposed is more susceptible to surface runoff flow, which carries
sediments into receiving waterways and waterbodies.
During the construction phase, land clearing and earthwork activities are the main
sources of water pollution. The severity of sedimentation is expected to be greater at
depots and stations where suspended solids concentration in the nearby waterways
is likely to increase, especially during heavy rainfall events.
Sewage and sullage from portable toilets/temporary toilet facilities
A potential water pollution issue that may arise during the construction phase is the
sewage waste that will be generated from portable or temporary toilet facilities
established on-site. The direct discharge of untreated sewage into the surrounding
waters will lead to an increased level of nutrients and organic matter in receiving
waterways. This will lead to decreased concentrations of dissolved oxygen (DO) and
increase in concentrations of biochemical oxygen demand (BOD), chemical oxygen
demand (COD) and ammoniacal nitrogen (NH3-N), which results in water quality
deterioration. In severe cases, eutrophication or anoxia may occur.
Floatable waste from construction activities
Another potential water pollution issue that may impact the water quality of rivers
is the improper disposal of floatables organic (eg. biomass waste) and inorganic
waste (eg:plastic wastes) generated from construction activities. Inadequate
management of floatables in rivers could result in the introduction of persistent,
bioaccumulative and toxic contaminants such as poly-chlorinated biphenyls (PCBs)
into the aquatic environment. Contaminants accumulated on the surface of the
floatables or within the floatables could also be released into the environment when
it breaks down into smaller particles as a result of mechanical forces and weathering.

However, with proper implementation and maintenance of mitigation measures, the
impacts of floatables on the river water quality is expected to be minimal.
Improper discharge or spillage
The spillage and/or leakage of fuels, oils, lubricants or scheduled waste through
improper storage or maintenance of machinery/equipment especially at the depot
located near Batang Samarahan and Sg. Sibireh can lead to discharge of various
hazardous substances into nearby rivers which can poison aquatic organisms and/or
create a film on the surface of water which impairs oxygen levels.
Soil contamination
Construction works along the lines, including at the stations and depot are prone to
soil contamination. Some of the potential sources of soil contamination include:
• Improper storage of oil and petroleum products/scheduled waste.

• Leakage or accidental spillage of contaminated waste/oil and petroleum
products.
• Leachate originating from the waste dumped on site.
The potential impacts would include surface water contamination in the event of
heavy rainfall, whereby contaminated soil is carried and deposited in the
surrounding waterways.
The impact from sewage, sullage and hazardous substances is expected to be

minimal as these impacts can be easily managed with the implementation of
mitigative measures (see Section 8.3.2).
The summary of the main potential sources of pollution are shown in Table 7.4.2-12.

Table 7.4.2-12 : Potential Sources of Water Pollution, Receptors and Impacts
Source of Pollution Potential Receptors Potential Impacts
Sediment runoff from earthworks and floatbles construction sites can cause siltation and
clogging of drainage system, and reduction of flow conveyance capacity of the drainage
Drainage system within system in residential and commercial areas.
residential and commercial
areas Sediment runoff from the earthworks and construction sites will cause sediment transport
in the water column as they move downstream. This will subsequently cause sediment
disposition of the major rivers located downstream of the KUTS alignment.
High erosion and sedimentation rates due to surface runoff can eventually smoothen river
beds. This results in higher river water turbidity and TSS levels that can harm fish
psychologically. Fishes may experience clogging of gills, reduce growth rates and lower
resistance to disease due to the reduction in dissolved oxygen level in river waters. In some
extreme cases, fish smothering and mortality may occur. Based on the Department of
Fisheries, moderate to good aquaculture fisheries is possible in water containing less than
Aquaculture
80 mg/L of total suspended solids (TSS). Aquaculture activities along Line 2 is located
Construction site runoff approximately 0.11 km upstream of the Batu 12 depot.
Although in close proximity to the project site, it is expected that there will no impacts to
the aquaculture activities during construction as the aquaculture ponds are located
upstream of the batu 12 depot construction.
High sedimentation rate due to surface runoff can reduce the efficiency of water treatment
operations that abstracts raw water from the affected rivers. The operations of a
conventional water treatment plant may be significantly affected should the river water
contain suspended solids concentration of 50 mg/L (Class IIA). Negative effects of high
Water Intake Point for
concentrations of suspended solids to water treatment plants include plant shutdowns and
subsequent water-cuts along the supply distribution line.
(WTP)
It is predicted that there will be no impact of sediment runoff to water abstraction as the
water intakes for Batu Kitang WTP and Matang WTP are located approx. 5 km and 23 km
upstream of the KUTS ART Phase 1 respectively.

Sewage and sullage discharged into rivers/waterways have detrimental effects on
aquaculture farms. This includes clogging of fish gills and excess mucus formation while
ammonia in sewage can be toxic to fish. Long term exposure to sewage may cause
alteration in fish genetics, defective immune system and fish skin related diseases (i.e. skin
ulcers). Continual organic matter and nutrient input may change the characteristics of
Aquaculture water and some bacteria and virus. This causes indirect negative effects which may lead
to diseases.
It is expected that there will be no impact to the aquaculture activities from the sewage
Sewage and sullage discharge and sullage discharge as the aquaculture ponds in are located approx. 0.11 km upstream
of the Batu 12 Depot.
High organic/inorganic content due to the sewage and sullage discharges can reduce the
efficiency of water treatment operations that abstracts raw water from the affected rivers.
Polluted water with high organic/inorganic content can be treated with advanced water
Water intake point for
treatment system, which will incur higher costs.
(WTP)
It is predicted that there will be no impact of sewage and sullage discharge to water
abstraction as the water intakes for Batu Kitang WTP and Matang WTP are located approx.
5 km and 23 km upstream of the KUTS ART Phase 1 respectively.
Oil spills can cause damage to aquaculture resources by toxic effects. Catches and
cultivated stock may become physically contaminated and acquire an objectionable oil
derived taste known as “tainting” or petroleum taste. Besides fish kill, the oil spill or
leakage can also foul the ponds used to rear fish. This will also indirectly cause economic
loss arising from business interruption. The spillage or leakage may prevent normal
production or a loss of market confidence.
Improper discharge or spillage Aquaculture
Oil spills may also cause fish smothering as it travels downstream. Oil tends to collect
along the banks where aquaculture activities are located. The issue also affects fishes at
the bottom of the river as certain types of oil sinks in freshwater and this can be lethal to
fishes.

This will not be of concern as the nearest aquaculture activities are located approx. 0.11
km upstream of the Batu 12 depot. Spillage in the depot would also result in minimal
impact to the aquaculture activities as there are no aquaculture farms located downstream
of the depot.
Any accidental spill/leakage will increase the level of oil and grease that contaminates the
river water/reservoir which serve as the water intake point for the water treatment plants.
In severe cases of spillage/leakage, the affected water treatment plant will have to be
temporarily shut down leading to shortage of potable water supply to its intended supply
Water intake point for
area.
(WTP)
It is predicted that there will be no impact of accidental spills/leakage from the alignment
and depot construction to water abstraction as the water intakes for Batu Kitang WTP and
Matang WTP are located approx. 5 km and 23 km upstream of the KUTS ART Phase 1
respectively.

7.4.3 FLOODING
As mentioned in Section 6, the project alignment traverses low-lying areas that are
subject to frequent floods especially in Kuching city center. Flooding issues due to
discharge upstream is a regional issue that has to be addressed as a regional basin-
based solution and is beyond the scope of this project.
However, there are possibility of localized floods due to construction activities which
may aggravate the current flood condition, if no mitigation measures and best
management practices are implemented at construction sites. Possible causes of
localized flood due to construction activities are:
• Sedimentation: Surface runoff from the construction activities will be directed to

nearby existing drainage or river which could potentially increase sediment
deposition. This causes the waterway to be shallower and reduces its carrying
capacity, resulting in flood at adjacent lands.
• Blockage of existing drainage: The chances of flash floods will be increased in the
event of work being carried out in an uncontrolled manner resulting in blockage
of drainage channels by biomass/solids/construction wastes during the
construction works. Sediment and debris carried by waters can further constrict a
channel and increase flooding risks.
• Modification of existing drainage system: Realignment or introduction of new
drainage to make way for construction works may change the flow and increase
stress to the existing drainage system resulting in increased flood risks.
7.4.3.2 Flood Assessment Method
To obtain a general overview of the probability of flood along the alignments due to
construction works, a simple matrix assessment was carried out based on flood
incident reports obtained from Department of Irrigation and Drainage (DID)
Sarawak. The criteria considered is as follows:
• Vulnerability – Past flood incidents’ distance from the alignment

• Hazard – Recorded depth of flood
• Occurrence – Frequency of past flood incident
• Exposure – Type of construction works
Each criterion will have its own weightage score and the magnitude is determined
by the product of all four criteria as summarized in Table 7.4.3-1.

Table 7.4.3-1 : Criteria and Scoring for Flood Risk Assessment Matrix
Notes:
a- higher risk nearer to the alignment
b-higher risk at higher depth of flood
c-higher risk at higher frequency of flood event
d-higher risk at larger construction work area/footprint
Potential flood risk areas due to construction activities within 1 km of Line 1 and
Line 2 at existing flood affected areas (as reported by DID Sarawak) are shown in
Table 7.4.3-2 and Table 7.4.3-3, determined based on the aforementioned criteria.


Table 7.4.3-2 : List of Potential Receptors and its Respective Flood Risk for Line 1
Risk
Vulnerability (C1) Hazard (C2) Occurrence (C3) Exposure (C4)
(C1*C2*C3*C4)
No. Location
Distance Depth of Construction Total
Score Score Frequency Score Score Risk
(km) flood (m) work Score
Segment 1A: Rembus (Provisional) Station to Station SM 1 (including depot)
1 Kg. Rembus 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Depot 1.0 0.19 Low
2 Kg. Sindang Baru >0.5 - 1.0 0.5 >0.6 1.0 1 0.25 At-grade 0.75 0.09 Low
3 Taman Desa Ilmu 0 – 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 At-grade 0.75 0.14 Low
4 Kg. Entingan 0 - 0.5 1.0 >0.6 1.0 1 0.25 At-grade 0.75 0.19 Low
5 Fakulti Perubatan Unimas >0.5 - 1.0 0.5 >0.3 – 0.6 0.75 2 0.5 At-grade 0.75 0.14 Low
6 INTAN roundabout 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.5 0.09 Low
7 Unimas Entrance 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.5 0.09 Low
8 Taman Uni Central 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.5 0.09 Low
9 Kg. Sg. Laru 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.5 0.09 Low
10 Kg. Sg. Nada Muara Tabuan >0.5 - 1.0 0.5 >0.3 – 0.6 0.75 1 0.25 Elevated 0.5 0.05 Low
11 Jalan Urat Mata 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.5 0.09 Low
12 Jalan Foochow Lorong 1T >0.5 - 1.0 0.5 0 – 0.3 0.5 1 0.25 Elevated 0.5 0.03 Low
13 Jalan Wan Alwi 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.5 0.09 Low
14 Jalan Tabuan Dayak 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.5 0.09 Low
15 Kg. Tabuan Dayak 0 - 0.5 1.0 >0.3 – 0.6 0.75 7 1.0 Elevated 0.5 0.38 Moderate
16 Jalan Chawan >0.5 - 1.0 0.5 >0.6 1.0 1 0.25 Elevated 0.5 0.06 Low
17 SK Chung Hua Primary School No.5 >0.5 - 1.0 0.5 >0.3 – 0.6 0.75 4 1.0 Elevated 0.5 0.19 Low
18 Jalan Mendu 0 - 0.5 1.0 >0.3 – 0.6 0.75 4 1.0 Elevated 0.5 0.38 Moderate
19 Jalan Lumba Kuda >0.5 - 1.0 0.5 0 – 0.3 0.5 1 0.25 Elevated 0.5 0.03 Low

Risk
(C1*C2*C3*C4)
No. Location
20 Jalan Ellis >0.5 - 1.0 0.5 >0.3 – 0.6 0.75 2 0.5 Elevated 0.5 0.09 Low
21 Jalan Batu Lintang 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.5 0.09 Low
22 Lintang Park Utara 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.5 0.09 Low
Segment 1D: Station IS 1 to Station SM 14 (cont’d)
23 SMK Batu Lintang 0 - 0.5 1.0 0 – 0.3 0.5 3 1.0 Elevated 0.5 0.25 Moderate
24 Jalan Ong Tiang Swee >0.5 - 1.0 0.5 >0.3 – 0.6 0.75 1 0.25 Elevated 0.5 0.05 Low
25 Batu Lintang 0 - 0.5 1.0 >0.3 – 0.6 0.75 2 0.5 Elevated 0.5 0.19 Low
26 Jalan Rock >0.5 - 1.0 0.5 >0.3 – 0.6 0.75 2 0.5 Elevated 0.5 0.09 Low
27 Taman Bong Chin 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.5 0.09 Low
28 Bormill Estate >0.5 - 1.0 0.5 0 – 0.3 0.5 1 0.25 Elevated 0.5 0.06 Low
29 Komplex Sukan Jalan Green 0 - 0.5 1.0 >0.6 1.0 1 0.25 Elevated 0.5 0.13 Low
30 Jalan Tun Ahmad Zaidi Adruce 0 - 0.5 1.0 >0.3 – 0.6 0.75 2 0.5 Elevated 0.5 0.19 Low
31 Ulu Maong >0.5 - 1.0 0.5 0 – 0.3 0.5 1 0.25 Elevated 0.5 0.03 Low
32 Hospital Umum Sarawak 0 - 0.5 1.0 >0.3 – 0.6 0.75 3 1 Elevated 0.5 0.38 Moderate
33 Jalan Green >0.5 - 1.0 0.5 >0.3 – 0.6 0.75 1 0.25 Elevated 0.5 0.05 Low
34 Jalan Tun Abg Haji Openg 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.5 0.09 Low
35 Jalan Badruddin 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.5 0.09 Low
36 Jalan Nanas 0 - 0.5 1.0 >0.3 – 0.6 0.75 2 0.5 Elevated 0.5 0.19 Low
37 Jalan Palm 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.5 0.09 Low
38 SMK St Theresa 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.5 0.09 Low
Jalan Haji Openg – Jalan Taman
39 >0.5 - 1.0 0.5 >0.3 – 0.6 0.75 4 1.0 Elevated 0.5 0.19 Low
Budaya
40 Jalan P Ramlee 0 - 0.5 1.0 >0.3 – 0.6 0.75 3 1.0 Elevated 0.5 0.38 Moderate
41 Jalan McDougall 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.5 0.09 Low

Risk
(C1*C2*C3*C4)
No. Location
42 Jalan McDougall – Padang Merdeka 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.5 0.09 Low
43 Padang Merdeka 0 - 0.5 1.0 >0.3 – 0.6 0.75 3 1.0 Elevated 0.5 0.38 Moderate
44 Jalan Gertak (Main Bazaar) 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.5 0.09 Low
45 Jalan Haji Taha 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.5 0.09 Low

Table 7.4.3-3 : List of Potential Receptors and its Respective Flood Risk for Line 2
Risk
(C1*C2*C3*C4)
No. Location
Distance Depth of Type of Total
Segment 2A: Station SR 1 to Station SR 5 (including depot)
1 Padawan 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.5 0.09 Low
2 Sg. Semenggoh 0 – 0.5 1.0 >0.6 1.0 1 0.25 Elevated 0.5 0.13 Low
3 Jalan Kota Sentosa 0 – 0.5 1.0 0 – 0.3 0.5 1 0.25 Elevated 0.5 0.06 Low
4 Jalan Kuching – Serian 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.5 0.09 Low
5 Kuarters Persekutuan 0 – 0.5 1.0 >0.3 – 0.6 0.75 2 0.5 Elevated 0.5 0.19 Low
6 Jalan Durian Burung 0 – 0.5 1.0 >0.3 – 0.6 0.75 3 1.0 Elevated 0.5 0.38 Moderate
7 Jalan Laksamana Cheng Ho >0.5 - 1.0 0.5 >0.3 – 0.6 0.75 2 0.5 Elevated 0.5 0.25 Low
8 Jalan Kenny Hill 0 – 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.5 0.09 Low
10 Kg. Tabuan Dayak 0 - 0.5 1.0 >0.3 – 0.6 0.75 7 1.0 Elevated 0.5 0.38 Moderate
13 Jalan Chawan 0 - 0.5 1.0 >0.6 1.0 1 0.25 Elevated 0.5 0.13 Low
16 Taman Chung Hua >0.5 - 1.0 0.5 >0.3 – 0.6 0.75 1 0.25 Elevated 0.5 0.05 Low
17 Jalan Sekama >0.5 - 1.0 0.5 >0.6 1.0 1 0.25 Elevated 0.5 0.06 Low
18 Jalan Pending – Jalan Sg. Periok >0.5 - 1.0 0.5 >0.3 – 0.6 0.75 1 0.25 Elevated 0.5 0.05 Low
19 Jalan Sg. Periok >0.5 - 1.0 0.5 >0.3 – 0.6 0.75 1 0.25 Elevated 0.5 0.05 Low
20 Jalan Bintawa 0 - 0.5 1.0 0 – 0.3 0.5 1 0.25 Elevated 0.5 0.06 Low

Based on the flood risk impact assessment matrix above, the flood risks due to
construction works are generally low. This is expected as both Line 1 and Line 2 will
generally be built on the existing road network that have well defined drainage
system. Furthermore, about 80% of KUTS ART Phase 1 will be elevated hence the
construction works involve minimal work area. This will reduce the probability of
intrusion/obstruction of the existing drainage system which may cause localized
flooding.
However, there are seven areas where the flood risk is at moderate level which is
mainly due to its close proximity to either Line 1 or Line 2 (less than 500 m) and have
recurring flood incidents in the past (ranging from 3 to 7 flood incidents since 2009)
caused by blockage of drainage or inadequate drainage capacity during heavy rain.
These areas are:
• Line 1
o Kg. Tabuan Dayak
o Jalan Mendu
o Hospital Umum Sarawak
o SMK Batu Lintang
o Jalan P. Ramlee
o Padang Merdeka
• Line 2
o Jalan Durian Burung
o Kg. Tabuan Dayak
In summary, the flood risks during construction stage are generally at low risk except
for the seven areas mentioned which are at moderate risk. Nevertheless, adequate
mitigation measures shall be implemented to prevent aggravation of the existing
flood risks. The proposed mitigation measures are further elaborated in Section 8.3.3.

7.4.4 NOISE AND VIBRATION
Noise and vibration from construction works are anticipated at the following sites
and locations:
• Stations and depots
• Elevated viaducts & piers
• At-grade and underpass lanes
Construction works are progressive in linear segments along the ART lines and
concerns of noise and vibration arise when the construction works are in close
proximity (typically less than 50 m away) to sensitive receptors.
7.4.4.1 Noise
Noise generated from construction activities is usually perceived by most residents

as intrusive in nature as the construction is a new noise source (disturbance)
introduced into an existing community.
Noise generation during the construction stage is anticipated to come from earth-
moving equipment (dozers, tractors), heavy vehicles (lorries), diesel generator sets
and piling works. Construction equipment and vehicle noise sources in general are
fairly mobile, and the noise generated is usually transient in nature. The only
exception to this is diesel generator sets, which may be in continuous operation. The
noise sources are however localized to the specific locations where they are used.
Noise disturbance from these vehicles and equipment should be mitigated by
administrative control to minimize the impacts. Vehicles transporting construction
materials should be arranged for arrival at site during off-peak daytime hours, and
to avoid night hours.
Construction of piers to support the elevated viaducts are anticipated to require

piling and based on past experiences of linear transportation projects (highways and
transit trains) in the vicinity of residential land uses, piling noise and vibration
represent potential areas of concern. Noise propagation and potential disturbance
from piling are anticipated to occur at stations and viaduct piers located near
residential areas.
Compliance to the maximum permissible noise limits for construction in close

proximity to residential receptors often require the use of bored piles or injection
piles. It is also necessary to restrict piling activities to day time only (and to include
restrictions during weekends and public holidays).
Additional impacts from road traffic congestion with increased noise impact may
occur. The increase in absolute noise levels may not necessarily be substantial
although subjective perception may suggest otherwise due to perceived disturbance
arising from increased traffic congestion in the neighborhood. Notwithstanding

whether the noise levels are significantly increased due to road traffic congestion, it
is necessary to minimize local road traffic disturbances due to construction. Road
traffic diversions and traffic management shall be required to minimize adverse
impacts relating to the environment and inconvenience caused to the affected
community and general public.
Noise from construction activities shall comply with recommended noise limits as
stipulated in DOE’s Guidelines for Environmental Noise Limits and Control Third
Edition (2019), Annex A, Sixth Schedule (Table 7.4.4-1). Due to the fluctuating nature
of construction noise, limits are prescribed for a continuous equivalent noise level
and a maximum threshold (defined by the instantaneous maximum Lmax). The Lmax
limit typically applies to piling and other transient peaks.
Table 7.4.4-1 : Maximum Permissible Sound Level of Construction, Maintenance and

Demolition Works By Receiving Land Use
Receiving Noise Day Time Evening Time Night Time
Land Use Parameter 7.00 am - 7.00 pm 7.00 pm - 10.00 pm 10.00 pm - 7.00 am
Residential Lmax 90 dBA 85 dBA 85 dBA

(Note 2 **) L10 75 dBA 70 dBA 70 dBA
(Note 1 *)
Commercial L10 80 dBA 80 dBA 75 dBA

L90 65 dBA 60 dBA NA
Industrial L10 80 dBA NA NA

L90 70 dBA NA NA
Note 1*: At night time, the maximum permissible levels as stipulated in Schedule 3 for respective residential density
type shall apply
Note 2**: Limits for daytime LAeq or reduction of these levels in the vicinity of sensitive receptors (schools, hospitals)
may be exercised by the Local Authority or Department of Environment. Limits for daytime LAeq +3 dBA
based on Schedule 3 may apply
Source: DOE Guidelines for Environmental Noise Limits and Control 2019 (Third Edition)
Table 7.4.4-2 tabulates typical sound power levels for construction equipment.
Depending on proximity of the construction sites and activities, noise emitted to the
adjacent receivers may range from L10 of 65 to 80 dBA. Piling noise from impact drop
hammers could result in noise levels that may occasionally exceed the above
recommended Lmax levels.
Table 7.4.4-2 : Typical Sound Power Levels for Typical Construction Equipment
Equipment Typical Sound Power Level (dBA)
Hydraulic Breaker 122
Bulldozer 115
Typical Lorry 110
Concrete Mixing Truck 109
Bore Piling Activities 100
Generator with Minimal Enclosure 100
Cutting and Grinding Equipment 98
Source: BS 5228-1: 2009

Modelling for construction noise was undertaken for typical construction scenarios
and work sites, at the vicinity of sensitive receptors to demonstrate the extent of noise
propagation (without and with mitigation measures). These can be considered as
representative of construction works that will be carried out along Line 1 and Line 2.
The typical construction scenarios are:
• Elevated viaducts and piers

• At-grade structure
• Underpass structure
• Elevated and at-grade stations
• Depot
a) Elevated Viaduct and Piers
This stretch along Line 1 would involve piling works for elevated viaduct piers
located along the median of Jalan Canna, adjacent to residential areas such as Taman
Stutong Indah (Plate 7.4.4-1).
Plate 7.4.4-1 : Aerial View of Line 1 along Jalan Canna
The 3-D noise model of construction works of piers for the elevated viaducts
consisting of two piling machines operating simultaneously and located on the road
median is shown in Chart 7.4.4-1.

Chart 7.4.4-1 : 3-D Noise Model for Piling of Viaduct Piers along Jalan Canna
(Without Mitigation)
Noise propagation from the piling works (in the absence of road traffic noise) in 3-D
view is shown in Chart 7.4.4-2.
The corresponding Lmax noise contours (in plan view at 1.5 m above ground) is shown
in Chart 7.4.4-3. The results showed Lmax noise levels from piling machines without
mitigation to be in the order of 80 dBA (which is within DOE’s recommended limits).

Noise propagation Lmax (in the absence of road traffic noise) from the piling works
with perimeter hoarding at the work site in 3-D view is shown in
Chart 7.4.4-4. The corresponding noise contours (at 1.5 m above ground) is shown in
Chart 7.4.4-5. Results for mitigation with the additional use of piling shroud
(movable barriers for piling machines) used together with hoarding (4 m) are shown
in Chart 7.4.4-6 and Chart 7.4.4-7.
While noise levels are anticipated to be within DOE’s allowable limits in the absence
of mitigation measures, the modelling and results demonstrated that construction
noise from piling can be further reduced with mitigation measures (hoarding 4m and
piling shrouds) in the event that there are complaints from piling works during
construction of piers and elevated viaducts within residential and other sensitive
receptors.

Chart 7.4.4-4 : Noise Propagation from Piling of Viaduct Piers along Jalan Canna With 4m
Hoarding
Chart 7.4.4-5 : Noise Contours Lmax for Piling of Viaduct Piers along Jalan Canna With 4m
Hoarding

Chart 7.4.4-6 : Noise Propagation from Piling of Viaduct Piers along Jalan Canna With 4m
Hoarding and Piling Shroud
Chart 7.4.4-7 : Noise Contours Lmax for Piling of Viaduct Piers along Jalan Canna With 4m
Hoarding and Piling Shroud

b) At-grade Structure
A representative case for construction works for at-grade ART lanes is presented
below. Plate 7.4.4-2 shows at-grade Line 1 along Jalan Datuk Mohammad Musa, with
the surrounding residential receptors of Taman Melaban, Kg. Melaban and I-Mas
Village.
Plate 7.4.4-2 : Aerial View of Line 1 along Jalan Datuk Mohammad Musa
The 3-D noise model for at-grade construction works assumed a worst-case scenario
of four simultaneous high noise source (typically excavators and bulldozers) located
along the road median as shown in Chart 7.4.4-8.
Chart 7.4.4-8 : 3-D Noise Model from At-grade Construction Works along Jalan Datuk
Mohammad Musa (Without Mitigation)
Taman Melaban

Chart 7.4.4-9 : Noise Propagation from At-grade Construction Works along Jalan Datuk
Taman Melaban
Noise propagation from the construction works (in the absence of road traffic noise)
in 3-D view is shown in Chart 7.4.4-9. The corresponding Lmax noise contours (1.5 m
above ground) is shown in Chart 7.4.4-10. The results showed Lmax noise levels from
construction works without mitigation to be below 65 dBA which is well within
DOE’s recommended limits at the nearest receptors. The example shown here
demonstrates that noise levels perceived from construction of at-grade ART lanes are
no different from other road widening works undertaken in Kuching (current and
previous years).
Chart 7.4.4-10 : Noise Contours Lmax from At-grade Construction Works along Jalan Datuk
Taman Melaban

c) Underpass Structure
Noise modelling was also undertaken to examine likely noise propagation for
construction works at the ART underpass. The construction activities of the
underpass are anticipated to include piling works (sheet piles, diaphragm piles, etc.)
and excavation works. Piling activities are similarly anticipated to represent the
highest noise source at underpass work sites.
Noise modelling was undertaken at the underpass proposed at the Taman Melaban
– Kg. Melaban roundabout along Jalan Datuk Mohammad Musa (Plate 7.4.4-3).
Amongst all ART underpasses proposed along Line 1, the underpass at this location
is potentially the closest to sensitive receptors (i.e., worst case location selected for
the noise modelling). Noise modelling was undertaken for several representative
stages of the construction works, including the case where the underpass would be
semi-excavated.
Taman Melaban
Plate 7.4.4-3 : Aerial View of Line 1 along Jalan Datuk Mohammad Musa
Results of the noise propagation shown in 3-D plots are shown in Chart 7.4.4-11 to
Chart 7.4.4-14. The results showed predicted Lmax noise levels to be below 80 dbA
without mitigation and below 70 dBA with work site hoarding (4m height). The noise
modelling also showed that noise generated within the excavated underpass would
in fact result in the sound field to be contained within the underpass.
Noise contour plots of the underpass construction works in the semi-excavated open
underpass without and with mitigation are given in Chart 7.4.4-15 to Chart 7.4.4-16.

Datuk Mohammad Musa (Without Mitigation)
Taman Melaban
Datuk Mohammad Musa (With 4m Hoarding)
Taman Melaban
Datuk Mohammad Musa (Without Mitigation) Semi-excavated Underpass Stage
Taman Melaban

Chart 7.4.4-14 : Noise Propagation from Underpass Construction works along Jalan Datuk
Mohammad Musa (With 4m Hoarding) Semi-excavated Underpass Stage
Taman Melaban
Chart 7.4.4-15 : Noise Contours Lmax for Underpass Construction Works along Jalan Datuk
Mohammad Musa (Without Mitigation) Semi-excavated Underpass Stage
Taman Melaban
Chart 7.4.4-16 : Noise Contours Lmax for Underpass Construction Works along Jalan Datuk
Mohammad Musa (With Mitigation) Semi-excavated Underpass Stage
Taman Melaban

d) Elevated Station
Construction noise from the construction of an elevated ART Station in close

proximity to sensitive receptors (Century Hotel, Green Heights, etc.) along Jalan
Lapangan Terbang is presented here to demonstrate representative noise
propagation of elevated station sites. Plate 7.4.4-4 shows Line 2 and Station SR 7
along Jalan Lapangan Terbang.
Plate 7.4.4-4 : Aerial View of Line 2 along Jalan Lapangan Terbang
The 3-D noise model of construction works at the elevated station assumed worst
case scenario of piling works consisting of two simultaneous piling machines as
shown in Chart 7.4.4-17. Noise propagation from the piling (in the absence of road
traffic noise) in 3-D view is shown in Chart 7.4.4-18. The corresponding Lmax noise
contours (in plan view at 1.5 m above ground) is shown in Chart 7.4.4-19. The results
showed Lmax noise levels from piling machines without mitigation to be in the order
of Lmax 75 dBA to 80 dBA (which were within DOE’s recommended limits).

Chart 7.4.4-17: 3-D Noise Model for Piling at Elevated Station (Without Mitigation)
Century Hotel
Chart 7.4.4-18: Noise Propagation for Piling at Elevated Station (Without Mitigation)
Century Hotel

Chart 7.4.4-19: Noise Contours Lmax for Piling at Elevated Station (Without Mitigation)
Century Hotel
While the noise modelling and results showed anticipated compliance to DOE’s
recommended noise limits without additional mitigation, best construction practices
of a long-term work site often include perimeter hoarding at the station work site.
Noise modelling with perimeter hoarding (4 m height) is presented below.
Noise propagation from piling with mitigation consisting of work site perimeter
hoarding (4 m height) in the absence of road traffic noise is shown in Chart 7.4.4-20.
The corresponding Lmax noise contours (1.5 m above ground) is shown in
Chart 7.4.4-21. The noise modelling and noise propagation plots showed
containment of station construction noise within the station work site.
Chart 7.4.4-20 : Noise Propagation for Piling at Elevated Station With 4m Hoarding
Century Hotel

Chart 7.4.4-21 : Noise Contours Lmax for Piling at Elevated Station With 4m Hoarding
Century Hotel
e) Elevated Station and Viaduct
Another example of noise propagation from construction works of an elevated

station and viaduct located amongst potential sensitive receptors is presented for
Station SR 9, located adjacent to Swinburne University and the KWSP building (Plate
7.4.4-5).
Plate 7.4.4-5 : Aerial View of Station SR 9
Typical construction works involving two piling machines at the station site were
modelled. Noise propagation from the piling without mitigation (in the absence of
road traffic noise) is shown in Chart 7.4.4-22. Noise propagation from the piling with
mitigation consisting of a perimeter hoarding (4 m height) is shown in Chart 7.4.4-
23.

The corresponding Lmax noise contours (1.5 m above ground) without mitigation is
shown in Chart 7.4.4-24 and the corresponding Lmax noise contours (1.5 m above
ground) with mitigation is shown in Chart 7.4.4-25.
Construction noise without mitigation is anticipated to be below 75 dBA Lmax for

receptors at Swinburne University, and in the order of 75 to 80 dBA Lmax at KWSP;
which are within DOE’s recommended limits. With perimeter hoarding (4 m height)
noise levels at affected receptors at KWSP building were demonstrated to reduce,
and noise levels were generally below 75 dBA Lmax for most receptors. The extent of
noise reduction is also visually evident in the plan view noise maps (Chart 7.4.4-25).
Chart 7.4.4-22 : Noise Propagation from Piling Works at Station SR 9

Chart 7.4.4-23 : Noise Propagation from Piling Works at Station SR 9 With Perimeter
Hoarding (4m height)

Chart 7.4.4-24 : Noise Contours Lmax from Piling Works at Station SR 9 (Without
Mitigation)
Chart 7.4.4-25 : Noise Contours Lmax from Piling Works at Station SR 9 With Hoarding
(4m)

f) At-grade Station
An example of noise propagation from construction works for an at-grade station

amongst potential sensitive receptors is presented for Station SM 2 along Jalan Datuk
Mohammad Musa fronting Kg. Melaban and Taman Melaban (Plate 7.4.4-6).
Plate 7.4.4-6 : Aerial View of At-grade Station SM 2 along Jalan Datuk Mohammad Musa
Typical construction works involving two piling machines at the station site were
modelled. Noise propagation from the piling without mitigation (in the absence of
road traffic noise) is shown in Chart 7.4.4-26. Noise propagation from the piling with
mitigation consisting of a movable flexible partial barrier (piling shroud) is shown in
Chart 7.4.4-27.
The corresponding Lmax noise contours (1.5 m above ground) without mitigation is
shown in Chart 7.4.4-28 while the corresponding Lmax noise contours with mitigation
(1.5 m above ground) is shown in Chart 7.4.4-29.
Construction noise without additional mitigation is anticipated to be below 75 dBA

Lmax for receptors at Kg. Melaban; which are within recommended limits. With a
movable partial barrier (piling shroud) noise levels at the nearest receptors at Kg.
Melaban was shown to be significantly reduced with noise levels typically below 75
dBA Lmax. The extent of noise reduction is also visually evident in the plan view noise
Chart 7.4.4-29.

Chart 7.4.4-26: Noise Propagation from Piling Without Mitigation at Station SM 2 along
Jalan Datuk Mohammad Musa
Chart 7.4.4-27 : Noise Propagation from Piling with Mitigation (Movable Piling
Shroud) at Station SM 2 along Jalan Datuk Mohammad Musa

Chart 7.4.4-28 : Noise Contours Lmax from Piling Without Mitigation at Station SM 2 along
Chart 7.4.4-29 : Noise Contours Lmax from Piling With Mitigation (Movable Piling
Shroud) at Station SM 2 along Jalan Datuk Mohammad Musa

g) Depot
Noise modelling of typical activities in the construction of a depot was also

undertaken. Plate 7.4.4-7 shows Line 2 and Batu 12 depot along Jalan Kuching-Serian
located adjacent to residential areas of Eden Fields, Taman In Ling and Taman Lan
Hua. The 3-D noise model with representative noise sources (earthworks, piling and
heavy vehicles) are shown in Chart 7.4.4-30.
Plate 7.4.4-7 : Aerial View of Batu 12 Depot
Chart 7.4.4-30 : 3-D Noise Model for Construction Activities at Batu 12 Depo t
Taman Lan Hua
Noise propagation from construction activities in the depot (in the absence of road
traffic noise) in 3-D view is shown in Chart 7.4.4-31, while the corresponding Lmax
noise contours (in plan view at 1.5 m above ground) is shown in Chart 7.4.4-32.

Chart 7.4.4-31: Noise Propagation from Construction Activities at Batu 12 Depot
Taman Lan Hua
Chart 7.4.4-32: Noise Contours Lmax from for Construction Activities at Batu 12 Depot
Taman Lan Hua

The 3-D noise model for the depot construction site with perimeter hoarding (4m) is
shown in Chart 7.4.4-33. Noise propagation from simultaneous construction
activities of the assumed noise sources with hoarding (4m) is shown in
Chart 7.4.4-34. The corresponding Lmax noise contours (1.5 m above ground) is shown
in Chart 7.4.4-35. The modelling demonstrated containment of the construction noise
to the adjacent residential receptors with the use of a relatively high perimeter
hoarding (4m).
Chart 7.4.4-33 : 3-D Noise Model for Construction Activities at Batu 12 Depot with
Perimeter Hoarding (4m)
Taman Lan Hua
Chart 7.4.4-34 : Noise Propagation from Construction Activities at Batu 12 Depot with
Taman Lan Hua

Chart 7.4.4-35 : Noise Contours Lmax from Construction Activities at Batu 12 Depot with
Taman Lan Hua
The modelling demonstrated that noise from construction of the Batu 12 depot
located adjacent to residential receptors is anticipated to be within DOE’s
recommended limits (even without additional mitigation). With a perimeter
hoarding which is anticipated to be installed at such a work site, noise propagated to
the adjacent receptors is expected to be further reduced.
Summary
Noise modelling undertaken herein for different construction scenarios of elevated

and at-grade lanes, elevated and at-grade stations and depot showed that
construction noise is generally within DOE’s recommended noise limits without
additional mitigation, unless the work sites are in close proximity to sensitive
receptors. In such situations, noise levels can be mitigated with work site perimeter
hoarding or barriers and for piling machines with a piling shroud (moveable barrier
shielding the piling machine).

7.4.4.2 Vibration
Vibration generated during construction works are primarily from piling. The other
vibration sources are from road traffic induced vibrations from heavy vehicles in
close proximity to residential receptors.
Vibration concerns and assessment are based on the following criteria:

▪ Damage to buildings
▪ Damage to utilities (e.g., water supply, electricity and, sewers, etc.)
▪ Human comfort
▪ Vibration sensitive equipment (medical imaging, etc.).
Recommended environmental vibration limits are given in DOE’s The Planning

Guidelines for Vibration Limits and Control in the Environment (2007). Vibration
limits for human annoyance response for short term exposure to vibration are given
in DOE Guidelines, Schedule 6 and reproduced in Table 7.4.4-3 as follows:
Table 7.4.4-3 : Recommended Limits for Human Response and Annoyance from Short
Term Vibrations
Day Time Night Time
Receiving Land Use Category
7.00am - 10.00pm 10.00pm - 7.00am
Vibration sensitive areas Curve 1 Curve 1

Residential Curve 8 to Curve 16 Curve 4
Commercial, Business Curve 16 to Curve 20 Curve 16 to Curve 20
Industrial Curve 32 Curve 32

Source: DOE Planning Guidelines for Environmental Vibration Limits and Control 2007 (Second Reprint)
“Curve 1” is based on the vibration perception threshold for human response, typically at 0.1mm/s
While vibrations that are higher than 1 mm/s to 2 mm/s (Curve 8 to Curve 16) is
highly perceptible, vibrations at these levels are not known to result in structural
damage.
Annex A, Schedule 2 of the DOE Vibration Guidelines recommends vibration limits

for damage risk in buildings for short term vibration exposure
(Table 7.4.4-4).
The foundation vibration velocity limiting values (Curve A, B and C listed in the
Table) as recommended in the DOE Vibration Guidelines are reproduced in Chart
7.4.4-36.

Table 7.4.4-4 : Limit for Damage Risk in Buildings from Short Term Vibration
Vibration Velocity i Vibration Velocity i
(mm/s) at foundation (mm/s) at plane of
Type of Structure (as defined by the floor of uppermost
respective rating curves full storey (all
of Chart 7.4.4-22) frequencies)
Industrial buildings and buildings of
Curve C 40
similar design
Commercial building, dwelling and
Curve B 15
buildings of similar design and/or use
Structures that, because of their
particular sensitivity to vibration, do
not correspond to those listed above,
Curve A 8
or of great intrinsic value (e.g.
residential houses, or heritage
buildings)
Source: DOE Planning Guidelines for Vibration Limits and Control in Environment, 2007
Chart 7.4.4-36 : Foundation Vibration Velocity Limiting Values For Vectoral Sum of
Vibration Levels in Three Orthogonal Axes
Source: DOE Planning Guidelines for Vibration Limits and Control in Environment, 2007

Piling represents the primary vibration source during construction works along the
elevated viaducts and stations, with heavy vehicles traffic movement being
secondary sources.
Typical vibration levels from bored piles, measured approximately 10 m from the
piling source are shown in the Chart 7.4.4-37. The figure gives a vibration versus time
plot measured in a previous project demonstrating transient vibration excursions
during casing driving, with short term vibrations of up to 4.5 mm/s. Typical
representative measurements of bored piling at MRT work sites are also shown in
Chart 7.4.4-38.
The measurements showed that piling at distances of 4 m to 10 m away were within

recommended safe limits for potential structural damage (cosmetic damage) but are
subjectively highly perceptible to human perceptions. The measurements also
showed that high vibrations over the piling work cycle normally occurs when hard
rocks are encountered (which requires rock drilling) and during casing insertions.
Alternative low-impact piling techniques such as reversed circulation drilling (RCD)
piling and oscillatory methods and press in piles would result in lower vibrations
levels.
Chart 7.4.4-37 : Typical Vibration from Bored Piling in Malaysian Construction Works
(Penang Bridge Widening Works)

Chart 7.4.4-38 : Measured Vibration from Bored Piling in KVMRT Project
British Standards BS-5228-2: 2009+A1:2014 recommends a general relationship for

predictions of piling vibrations as follows:
𝑊𝑜
𝑉 = 0.75√ Equation 1
𝑟
where V is the peak particle velocity vertical, (in mm/s);

wo is the source energy per blow or per cycle (in J); and
R is the radial distance between source and receiver (in metres)
For a known reference measured vibration level at a refence distance, piling

vibrations at other distances assuming similar ground (soil type) conditions could be
predicted as follows:
𝑅𝑟𝑒𝑓
𝑉 = 𝑉𝑟𝑒𝑓√ 𝑅
Equation 2
where V is the peak particle velocity vertical, (in mm/s);

Vref is the measured reference vibration (in m); and
R is the radial distance between source and receiver (in metres).
The above semi-empirical relationship from which vibration levels could be

calculated, based on a known measured vibration levels at a reference distance
(scaled distance calculations).

Vibration levels were calculated using scaled measured distance predictions based
on piling vibration measurements from controlled tests undertaken in the MRT Sg.
Buloh Kajang Line for conventional bored piles, and from the DUKE 2 Highway
project for reversed circulation drilling (RCD) piling method. The measurements
involved simultaneous multiple locations measurements at regular distances from
piling source.
Table 7.4.4-5 presents a summary of predicted vibration levels from bored piling and
low vibration RCD piling calculated for different distances between receptors to
piling location using the tests measurement data.
Table 7.4.4-5 : Predicted Ground Vibration Levels from Piling versus Distances
Vibration Velocity Vertical, mm/s
Distance from Piling, m
Bored Piles Reversed Circulation Drilling Method
20 1.39 0.36
30 0.98 0.25
40 0.80 0.21
50 0.70 0.18
75 0.62 0.16
100 0.44 0.11
Results as tabulated in Table 7.4.4-5 showed that bored piling for receptors up to 20
m to 40 m away from the piling source are anticipated to be well within
recommended day vibration limits for human annoyance. At these distances, night
time vibration limits shall however be exceeded. Vibrations from bored piling at
distances beyond 100 m are anticipated to be within night time human response
limits.
Notwithstanding the above observations relating to vibration levels night time

compliance, normal practice dictates that piling works should not be undertaken at
night in the vicinity of residential and sensitive receptors.
7.4.4.3 Potential Areas of Concern
The modelling and assessment for construction noise and vibration showed nominal
impact to most sensitive receptors located along Line 1 and Line 2. There are however
locations where noise disturbances from piling and heavy vehicles traffic noise were
anticipated due to close proximity (less than 50 m away from the lines). Receptors
with potential concern for noise and vibration during construction with respect to its
proximity to Line 1 and Line 2 are listed in Table 7.4.4-6.

Table 7.4.4-6 : Potential Areas of Concern during Construction along Line 1 and Line 2
Approx.
Area Receptors
Distance
Line 1 : Rembus to Hikmah Exchange
SK Agama Ibnu Khaldun, Kolej Kenanga UNIMAS,
Samarahan 50 m – 66 m
Church at Taman Desa Ilmu, Kg. Melaban
Taman Uni- Taman Uni-Media, Lorong Univista 1, Lorong Midway
35 m – 60 m
Media Link 2, Tiya Vista
Northbank (under construction), Lorong Setia Raja,
Taman Stutong Indah, Houses at Jalan Kedandi, Lodge
Tabuan Jaya 15 m – 100 m
International School, Houses at Lorong Bayor Bukit,
Lorong Urat Mata, Viva Condo, Masjid Darul Ittihaad
Houses at Lorong Sim Kheng Hong, Lorong Batu
Lintang 18, Houses at Jalan Bukit Hantu, Lorong Batu
Simpang Tiga, Lintang 12, Lintang Park Selatan, Kolej Vokasional
15 m – 150 m
Batu Lintang Kuching, Houses at Jalan Bukit Lintang, Kuarters
Bomba Batu Lintang, Houses along Persiaran St. Paul,
St. Paul’s School, Hostel Pelatih
Houses at Lebuh Cloud Estate, Lorong Pisang 2C, Hotel
Bandaraya Hung Hung, SJK Chung Hua No. 4, Chung Hua Middle
Kuching / School No. 4, Gurdwara Sahib, Jalan Pisang, Regal Court
20 m -100 m
Jalan Tun Hotel Kuching, Sidma College Sarawak, Houses at Kg.
Ahmad Zaidi Bandarshah, Dormani Hotel Kuching, Masjid Bandaraya
Kuching
Line 2 : Batu 12 to The Isthmus
Batu 12 Houses at Taman Lan Hua, Taman In Ling 50 m – 100 m
Houses at Taman Eden Field, Taman Penrissen, Jalan
Greenland Villa, Taman Lai-Lai, Kompleks Perumahan
Padawan TUDM, SK Wira Jaya, Klinik Kesihatan Ibu dan Anak 10 m – 100 m
Kota Padawan, Padawan Community Hall, Houses at
Batu 10, Lorong Emas, Kem Penrissen
Hospital Sentosa, Sam San Kuet Bong Temple, Borneo
Kota Sentosa 30 m - 80 m
House Museum, Taman Desa Paul, Jalan Golden Farm
Houses at Taman Borneo Heights, Green Height, Kg.
Other Areas: Cemerlang, Houses along Jalan Bintangor, Houses along
Lapangan Jalan Stampin, Houses along Jalan Luis, Emporium
Terbang area, Kuching, BEM (SIB) The Way Church, Houses at Taman 20 m - 80 m
Green Heights, Marbel, Century Hotel, Houses Pelita Heights, Kuarters
Pelita Heights Gunasama Persekutuan Kuching, Pine Garden Hotel
Garden, Borneo Medical Centre, Swinburne University
Houses at Kenyalang Park, Houses along Jalan Dato
Bandar, Chung Hua Middle School No. 3, Houses at
Pending Three Hill Park, Taman Kali, Jalan Ing Ai, St Andrew 20 m – 100 m
Primary School, SMK Pending, Houses at Jalan Noakes,
Pending Methodist Kindergarten, Pending Heights

7.4.5 AIR POLLUTION
There are several sources of air pollution that could potentially affect the ambient air
quality surrounding the Project site during the construction phase:
• Construction activities such as land clearing, earthworks, movement of

vehicles over unpaved surfaces, stockpiling, transportation of friable
materials and piling. These activities generate fugitive dust emission such as
PM10 and PM2.5;
• Combustion of fossil fuel in construction vehicles, equipment and generators.
These combustion emissions will cause dust and gaseous emissions such as
PM10, PM2.5, CO, NO2 and SO2.
The assessment focuses on the potential dispersion of fugitive dust towards air
sensitive receptors (ASRs) surrounding the Project site. ASRs are defined as locations
where members of the public are exposed to elevated concentrations of air pollutants.
Fugitive dust, particularly PM10, is the main pollutant expected to be emitted from
construction activities. Nearby ASRs may experience temporary nuisance due to the
soiling of surfaces from dust accumulation and health issues if these activities are not
controlled appropriately. Impact of gaseous emission from vehicles, generators and
other on-site equipment are expected to be minor since pollutants emitted from these
sources are scant and transient in nature.
Thus, air quality assessment will focus on potential dispersion of fugitive dust
towards surrounding ASRs by the following activities:
a) Underpass construction
b) Platform preparation for stations and depots
These activities are predicted to cause consequential fugitive dust emission impact
to the ASRs. The air quality assessment was carried out by following a systematic
procedure described below. Plate 7.4.5-1 shows the proposed location for the
underpass construction while the stations and depots are shown in Figure 5-1 to
Figure 5-7.

Plate 7.4.5-1 : Underpass Locations along Line 1
7.4.5.1 Assessment Methodology
The assessment is based on the methodology outlined in the Guidance on the

Assessment of Dust from Demolition and Construction (Version 1.1) published by the
Institute of Air Quality Management (IAQM) in year 2014. Table 7.4.5-1 shows the
steps adopted in the air quality assessment.
Table 7.4.5-1 : Assessment Methodology

Assessment Assessment
Description
Steps Result
Screen the need for a detailed assessment
• ASRs or ‘human receptors’ need to be identified
Step 1 • Any receptors within 350m of the boundary of the Table 7.4.5-2
Project site would need to undergo the detailed
assessment (Step 2-4)
Define the potential of dust emission magnitude
• Dust emission magnitude of the earthworks activities
is classified in three scales (i.e., large, medium or
Step 2 small): Table 7.4.5-3
o Large: Total site area >10,000 m2
o Medium: Total site are 2,500-10,000 m2
o Small: Total site area <2,500 m2
Define sensitivity of the ASRs
• The sensitivity of a particular area generally depends
on several factors such as:
o Type of land use (i.e. residential and commercial)
o Ambient PM10 concentration
Step 3 Table 7.4.5-7
o Number of sensitive receptors
o Distance or proximity from source of emission
• Residential areas are generally classified as highly
sensitive receptors which can be attributed to the
receptors’ prolonged exposure to the pollutant.

Assessment Assessment
Description
Steps Result
Individuals present in these locations are more prone
to negative health impacts brought by fugitive dust
emission (e.g., irritation to the eyes, coughing and
other related respiratory diseases)
• Commercial areas and public parks are classified as
low and medium sensitive receptors respectively
where the exposure to the pollutant is more transient
in nature
Define the risk of impact

• The risk of impact from fugitive dust (PM10) emission
without mitigation measures is determined by
Step 4 combining the dust emission magnitude determined Table 7.4.5-9
in Step 2 with the sensitivity of the areas determined
in Step 3.
1) Step 1: Screen need for a detailed assessment
Table 7.4.5-2 shows the identified ASRs or ‘human receptors’ within 350 m of the
boundaries of the underpass, stations and depots. The potential of dust emission
magnitude at these areas was further assessed in Step 2.
Table 7.4.5-2 : Summary of Air Sensitive Receptors Screening (Step 1)

Proceed for Detailed
No. Location Air Sensitive Receptor Within 350 m
Assessment
Rembus Yes
1. • Kg. Rembus
(Provisional)
Rembus
2. • Kg. Rembus Yes
Depot
3. UP 1 - No
4. UP 2 • Kg. Sindang Baru Yes
• Kolej Kenanga UNIMAS Yes
5. UP 3
• Taman Desa Ilmu
• Kolej Kenanga UNIMAS Yes
6. SM 1
• Taman Desa Ilmu
• Kg. Melaban Yes
7. SM 2
• Taman Melaban
• Kg. Melaban Yes
8. UP 4
• Taman Melaban
9. SM 3 - No
10. SM 4 - No
• Eden-on-the-Park Nursing Care
Residence
11. SM 5 Yes
• Eden-on-the-Park Senior Lifestyle
Resort

Proceed for Detailed
No. Location Air Sensitive Receptor Within 350 m
Assessment
12. SM 6 - No
• Avona Residence (Northbank by
13. SM 7 Yes
IBRACO)
• Kg. Kastam Tabuan Jaya
14. SM 8 Yes
• Tabuan Jaya
• Tabuan Dusun
• Taman Wan Alwi
15. SM 9 Yes
16. IS 1 - No
17. SM 11 - No
• Batu Lintang Fire and Rescue Station
18. SM 12 Yes
Living Quarters
• Taman Lorong Pisang
19. SM 13 Yes
• SMK Green Road
20. SM 14 • Masjid Bandaraya Kuching Yes
Batu 12
21. • Taman Eden Fields Yes
Depot
22. SR 1 - No
23. SR 2 - No
24. SR 3 • SK Wira Jaya Samarahan Yes
25. SR 4 - No
26. SR 5 - No
27. SR 6 - No
28. SR 7 • Kg. Cemerlang Yes
29. SR 8 - No
30. SR 9 • Swinburne University Yes
31. IS 1 - No
• Chung Hua Middle School No. 3
32. SR 10 • Taman Kuching Yes
• SK Tabuan Ulu
33. SR 11 - No
34. SR 12 - No
35. SR 13 - No
Total Number of Areas with ASRs within 350 m 19
Note:
UP: Underpass

2) Step 2: Define the potential of dust emission magnitude
According to Section 5.2.2, there will be four, 400 m length underpasses in Line 1
with a total width lane of approximately 9 m at each underpass. Hence, the active
earthwork areas at each underpass are 3,600 m2. As per Section 5.3.2, the typical size
of an ART station is 20 m wide by 50 m long making the total earthworks area
involved in constructing each station to be approximately 1,000 m2. Meanwhile as
per Section 5.4, Rembus and Batu 12 depots are estimated to be 80 acres (323,749 m2)
in area size.
Thus, according to the criteria in Table 7.4.5-1, the dust emission magnitude from
earthwork activities at the Project site is as follows:
• Underpass: 3,600 m2 (2,500 – 10,000 m2; medium)

• Station: 1,000 m2 (<2,500 m2; small)
• Depot: 323,749 m2 (>10,000 m2; large)
The summary of the potential dust emission magnitude is shown in Table 7.4.5-3.
Table 7.4.5-3 : Summary of the Potential Dust Emission Magnitude (Step 2)

Potential
Estimated
Dust
No. Name Air Sensitive Receptor Earthworks
Emission
Area (m2)
Magnitude
Rembus 1,000
1. • Kg. Rembus Small
(Provisional) (<2,500)
323,749
2. Rembus Depot • Kg. Rembus Large
(>10,000)
3,600
3. UP 2 • Kg. Sindang Baru Medium
(2,500-10,000)
• Kolej Kenanga UNIMAS 3,600
4. UP 3 Medium
• Taman Desa Ilmu (2,500-10,000)
• Kolej Kenanga UNIMAS
5. SM 1 1,000 (<2,500) Small
• Taman Desa Ilmu
• Kg. Melaban
6. SM 2 1,000 (<2,500) Small
• Taman Melaban
• Kg. Melaban 3,600
7. UP 4 Medium
• Taman Melaban (2,500-10,000)
• Eden-on-the-Park Nursing
Care Residence
8. SM 5 1,000 (<2,500) Small
• Eden-on-the-Park Senior
Lifestyle Resort
• Avona Residence (Northbank
9. SM 7 1,000 (<2,500) Small
by IBRACO)
• Kg. Kastam Tabuan Jaya
10. SM 8 1,000 (<2,500) Small

Potential
Estimated
Dust
No. Name Air Sensitive Receptor Earthworks
Emission
Area (m2)
Magnitude
• Tabuan Jaya
• Tabuan Dusun
• Taman Wan Alwi
11. SM 9 1,000 (<2,500) Small
• Batu Lintang Fire and Rescue
12. SM 12 1,000 (<2,500) Small
Station Living Quarters
• Taman Lorong Pisang
13. SM 13 1,000 (<2,500) Small
• SMK Green Road
14. SM 14 • Masjid Bandaraya Kuching 1,000 (<2,500) Small
323,749
15. Batu 12 Depot • Taman Eden Fields Large
(>10,000)
16. SR 3 • SK Wira Jaya Samarahan 1,000 (<2,500) Small
17. SR 7 • Kg. Cemerlang 1,000 (<2,500) Small
18. SR 9 • Swinburne University 1,000 (<2,500) Small
• Chung Hua Middle School
No. 3
19. SR 10 1,000 (<2,500) Small
• Taman Kuching
• SK Tabuan Ulu
3) Step 3: Define sensitivity of the ASRs
The number of receptors were approximately estimated from satellite imagery by

assigning each visible residential unit as a single ASR. The sensitivity of the ASRs
within 20 m, 50 m, 100 m, 200 m and 350 m from the Project sites were assessed by
referring to the matrix shown in Table 7.4.5-4.
Table 7.4.5-4 : Sensitivity of the Area to Human Health Impacts

PM10 Distance from the Source (m)
Receptor Number of
Concentration
Sensitivity Receptors <20 <50 <100 <200 <350
(µg/m3)*
>100 High High High Medium Low
Tier 1 10-100 High High Medium Low Low
1-10 High Medium Low Low Low
>100 High High Medium Low Low
Tier 2 10-100 High Medium Low Low Low
1-10 High Medium Low Low Low
High
>100 High Medium Low Low Low
Tier 3 10-100 High Medium Low Low Low
1-10 Medium Low Low Low Low
>100 Medium Low Low Low Low
Tier 4 10-100 Low Low Low Low Low
1-10 Low Low Low Low Low
Note: * The tier is assigned based on the 24-hour PM10 concentration range (Table 7.4.5-5).

The tiering system shown in Table 7.4.5-4 adopted a specific set of values based on
the 24-hour PM10 concentration range as tabulated in Table 7.4.5-5. The tier range for
each segment was derived from recorded PM10 readings at Kuching continuous air
quality monitoring (CAQM) station as shown in Table 7.4.5-6.
Table 7.4.5-5 : 24-Hour PM10 Concentrations Range

Tier PM10 Concentration Range (µg/m3)
1 >50
2 36.5 – 50
3 23 – 36.5
4 <23
Table 7.4.5-6 : Summary of the Monthly Average PM10 Concentrations from 2010 to 2019
Year 10-Year
Station Unit Min/
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 Max
µg/ Min: 23
Kuching 25 38 44 36 37 50 33 24 23 29
m3 Max: 50
Source: Compendium of Environment Statistics Reports by the Department of Statistics, 2010-2020
The tiering system in Table 7.4.5-4 and the baseline PM10 readings in Table 6.9-3
were used to evaluate the sensitivity of human health towards the fugitive dust
generated from the earthworks activities as shown in Table 7.4.5-7.
From the evaluation, all the ASRs within 350 m of the Project sites are classified as
low sensitive areas to human health impacts due to the lower-than-average baseline
PM10 concentration near the active earthworks area.
4) Step 4: Define the risk of impact
Table 7.4.5-8 shows the method of assigning the level of risk while Table 7.4.5-9
shows the risk of fugitive dust impacts towards the ASRs during earthworks of the
Project.
Table 7.4.5-8 : Risk of Fugitive Dust Impacts Matrix

Sensitivity of ASR Dust Emission Magnitude (Step 2)
(Step 3) Large Medium Small
High High Risk Medium Risk Low Risk
Medium Medium Risk Medium Risk Low Risk
Low Low Risk Low Risk Negligible

Table 7.4.5-7 : Summary of the Sensitivity of the Areas to Human Health Impacts (Step 3)
Receptor Baseline PM10 Number of Distance of ASRs from Fugitive Dust Emission Source (m)
No. Name Tier
Sensitivity Concentration (µg/m3)# Receptors <20 <50 <100 <200 <350
>100 - - - - -
Rembus
1. High L1A1: 16 Tier 4 10-100 - - - - Low
(Provisional)
1-10 - - - - -
>100 - - - - -
2. Rembus Depot High L1A1: 16 Tier 4 10-100 - - - - Low
1-10 - - - - -
>100 - - - - -
3. UP 2 High L1A1: 16 Tier 4 10-100 - - - - Low
1-10 - - - - -
>100 - - Low Low Low
4. UP 3 High L1A2: 12 Tier 4 10-100 - - - - -
1-10 - - - - -
5. SM 1 High L1A2: 12 Tier 4 10-100 - - - - -
1-10 - - - - -
>100 - - - - Low
6. SM 2 High L1A3: 12 Tier 4 10-100 - - - Low -
1-10 - - Low - -
>100 - - - - Low
7. UP 4 High L1A3: 12 Tier 4 10-100 - - - Low -
1-10 - - Low - -
>100 - - - - Low
1-10 - - - - -
>100 - - - Low Low
9. SM 7 High L1A8: 16 Tier 4 10-100 - - - - -
1-10 - - - - -
10. SM 8 High L1A4: 12 Tier 4 10-100 - Low - - -
1-10 - - - - -

Receptor Baseline PM10 Number of Distance of ASRs from Fugitive Dust Emission Source (m)
No. Name Tier
Sensitivity Concentration (µg/m3)# Receptors <20 <50 <100 <200 <350
>100 - - - - Low
1-10 - - Low - -
>100 - - - - -
12. SM 12 High L1A9: 15 Tier 4 10-100 - - - - Low
1-10 - - - - -
>100 - - - - Low
1-10 - Low Low - -
>100 - - - Low Low
14. SM 14 High L1A6: 13 Tier 4 10-100 - - - - -
1-10 - - - - -
>100 - - - - Low
15. Batu 12 Depot High L2A1: 14 Tier 4 10-100 - - Low Low -
1-10 - - - - -
>100 - - - - Low
16. SR 3 High L2A2: 14 Tier 4 10-100 - - - - -
1-10 - - - - -
>100 - - - Low Low
17. SR 7 High L2A3: 12 Tier 4 10-100 - - - - -
1-10 - Low Low - -
18. SR 9 High L2A4: 21 Tier 4 10-100 - - - - -
1-10 - - - - -
19. SR 10 High L2A5: 14 Tier 4 10-100 - Low - - -
1-10 - - - - -
Notes:
# PM10 values were referred from the baseline PM10 readings in Section 6.10.3
means the result of sensitivity of the area

- means not applicable as there are no air sensitive receptors found within the respective distance

Table 7.4.5-9 : Risk of Fugitive Dust Impacts during Earthworks (Step 4)
Potential Sensitivity of the ASR (Step 3) Risk of Impact (Step 4)
Dust Distance of ASRs from Fugitive Dust Emission Source (m) Distance of ASRs from Fugitive Dust Emission Source (m)
No. Name Emission
Magnitude <20 <50 <100 <200 <350 <20 <50 <100 <200 <350
(Step 2)
Rembus
1. Small - - - - Low - - - - Negligible
(Provisional)
Rembus
2. Large - - - - Low - - - - Low
Depot
3. UP 2 Medium - - - - Low - - - - Low
4. UP 3 Medium - - Low Low Low - - Low Low Low
5. SM 1 Small - - Low Low Low - - Negligible Negligible Negligible
7. UP 4 Medium - - Low Low Low - - Low Low Low
8. SM 5 Small - - - Low Low - - - Negligible Negligible
10. SM 8 Small - Low Low Low Low - Negligible Negligible Negligible Negligible
12. SM 12 Small - - - - Low - - - - Negligible

Potential Sensitivity of the ASR (Step 3) Risk of Impact (Step 4)
Dust Distance of ASRs from Fugitive Dust Emission Source (m) Distance of ASRs from Fugitive Dust Emission Source (m)
No. Name Emission
Magnitude <20 <50 <100 <200 <350 <20 <50 <100 <200 <350
(Step 2)
13. SM 13 Small - Low Low Low Low - Negligible Negligible Negligible Negligible

Batu 12
15. Large - - Low Low Low - - Low Low Low
Depot
16. SR 3 Small - - - - Low - - - - Negligible
17. SR 7 Small - Low Low Low Low - Negligible Negligible Negligible Negligible
18. SR 9 Small - - Low Low Low - - Negligible Negligible Negligible
19. SR 10 Small - Low Low Low Low - Negligible Negligible Negligible Negligible
Note:
- means not applicable as there are no air sensitive receptors found within the respective distance

Based on the air quality assessment, fugitive dust emission during earthwork
activities along Line 1 poses negligible to low health risks towards residents living
nearby the alignment. The risk is low due to the fact that there are no receptors living
within 20 m from the station as well as the low sensitivity of the ASRs.
Along Line 2, ASRs living nearby the Project sites will anticipate negligible to low
health risk because of similar factors identified in Line 1 (i.e. moderate distance and
low area sensitivity). Taman Eden Fields residents will experience low health
impacts from fugitive dust emission during earthwork stage at Batu 12 Depot while
other residents living throughout Line 2 will experience negligible health impacts.
Summary
Overall, the potential dust impacts towards surrounding sensitive receptors from
construction activities are predicted to be low. Nevertheless, dust impacts can be
further reduced and managed through effective and proper air quality control
measures as described in Section 8.3.5.

7.4.6 WASTE
Construction wastes will be generated during the construction of the ART lanes,
stations and depots. As the ART alignment will be mostly constructed on top of
existing roads, waste such as biomass waste or excavated materials will not be
significant. Other waste types such as scheduled waste (from repair and maintenance)
will also be generated (Table 7.4.6-1).
Table 7.4.6-1 : Potential Waste Composition

Waste Type Activity Waste Composition
Construction waste Construction works Aggregates, concrete, metal, wood, etc.
Biomass waste Site clearing Trees, shrubs, bushes, etc.
Excavated material Earthworks Earth and rocks
Scheduled waste Maintenance Used engine oil, lubricant oil, etc.
Domestic waste Labour quarters Food and packaging waste
Without proper management, waste generated during construction can result in

negative impacts to the surrounding environment. The major potential impacts from
waste generation during the construction phase are as follows:
a) River pollution and flooding
Unmanaged waste debris, runoff and leachate from construction activities will carry
harmful pollutants (e.g., suspended solids, chemicals and heavy metals) and threaten
aquatic lives. This could potentially affect the following rivers:
• Line 1: Batang Samarahan, Sg. Kuap, Sg. Bitan, Sg. Tabuan and Sg. Sarawak
• Line 2: Sg. Sibireh, Sg. Semenggoh and Sg. Sarawak
In addition, large waste debris can cause blockages and reduce the carrying capacity
of receiving drainage and rivers, which could lead to flash flood especially in existing
flood prone areas such as:
• Line 1: Padang Merdeka, Jalan Tun Abang Haji Openg, Kg. Tabuan Dayak,
Lintang Park Utara, Jalan P Ramlee, Sarawak General Hospital, Jalan Mendu,
and Batu Lintang.
• Line 2: Kg. Tabuan Dayak, Jalan Durian Burung, Jalan Kota Sentosa, Jalan
Kenny Hill, Jalan Bintawa, Padawan and Jalan Chawan.
b) Pest proliferation, odour and visual pollution
Improper waste management from the construction sites will also cause
environmental pollution that could adversely affect surrounding communities:
• Domestic waste litter can contribute towards pest proliferation especially
involving stray animals and rodents

• Breakdown of organic materials from domestic waste can create foul odour
and affect livelihood of nearby receptors
• Poorly managed stockpile such as open storage can also cause visual
pollution that cause aesthetic disturbance and reduce the quality of life of
affected communities
In order to assess the magnitude of potential impacts of waste generation during

construction, the estimation of waste to be generated is calculated based on the
formula below:
𝑨𝒎𝒐𝒖𝒏𝒕 𝒐𝒇 𝑾𝒂𝒔𝒕𝒆 𝑮𝒆𝒏𝒆𝒓𝒂𝒕𝒆𝒅 = 𝑾𝑮𝑹 × 𝑸
Where:
WGR = Waste Generation Rate

Q = Quantity
Waste generation rates (WGR) (Table 7.4.6-2) were multiplied with the quantity
expected from specific waste categories e.g., construction area from construction
works and biomass from land clearing.
Table 7.4.6-2 : Waste Generation Rates

Category Details Waste Generation Rate
Construction Waste from ART lane 715,000 tonnes/km
waste1 Waste from ART stations and depots 0.03 tonnes/m2
Biomass waste2 Cleared vegetation 116 tonnes/ha
Scheduled waste3 Waste from maintenance activities 0.2 tonne/km/month
Source:
1. Generation of Construction and Demolition Waste in Portugal (Coelho & Brito, 2011)
2. Remotely Sensed L-Band Sar Data for Tropical Forest Biomass Estimation (Hamdan et. al, 2011)
3. Light Rail Transit Line 3 Environmental Compliance Audit Report (2020)
7.4.6.3 Results
From the assessment, the majority of waste that will be generated is construction
waste. Site clearing and maintenance activities will also generate waste, but the
amount is significantly less and manageable. It is to be noted that waste generated
during the construction stage will be maximum during the peak construction period
and will decline thereafter. The detail breakdown of the results from the assessment
are based on Project activities, as follows:

a) Construction Works
Construction of the ART lanes, stations, and depots will generate waste such as
aggregates, concrete, timber and reinforcement bars. The estimated waste generation
from construction works from both lines is shown in Table 7.4.6-3. The high tonnage
of construction waste can be attributed to the high density of construction waste –
about 2880 kg/m3 (Ansari & Ehrampoush, 2018).
Table 7.4.6-3 : Waste Generation from Construction Works

Construction Quantity Total Waste Generation
Alignment 28.5 km 20,377,500 tonnes

Line 1
Stations 14,000 m2 420 tonnes
Depots 323,749 m2 9,712 tonnes
Alignment 24.5 km 17,517,500 tonnes

Line 2
Stations* 14,000 m2 420 tonnes
Depots 323,749 m2 9,712 tonnes

Note:
1. Assuming station area of 1,000 m2 and depot area of 80 acres (323,749 m2)
2. * Includes interchange station (IS 1)
b) Site Clearing
As both Line 1 and Line 2 will mostly be constructed on built-up areas and along
road medians and road shoulders, site clearing activities is very minimal. Only
construction of depots in Rembus and Batu 12 will involve substantial site clearing
of about 32 ha each for Line 1 and Line 2 (Table 7.4.6-4).
Table 7.4.6-4 : Waste Generation from Site Clearing

Depot Area Total Waste Generation
Rembus 32 ha 3,712 tonnes
Batu 12 32 ha 3,712 tonnes

c) Maintenance Activity
Maintenance of construction machineries and vehicles involves activities such as oil

change and parts replacement. These activities will generate scheduled waste that
are hazardous and detrimental to the environment such as:
• Spent oil: Hydraulic oil, lubricating oil

• Contaminated items: Container, bags, equipment, soil, debris, rags, plastics
papers and filter
• Waste byproducts: Oil residue, oil water mixture
Table 7.4.6-5 : Waste Generation from Maintenance Activity

Line Length Total Waste Generation
Line 1 28.5 km 342 tonnes
Line 2 24.5 km 294 tonnes
The estimated amount of scheduled waste generated is shown in Table 7.4.6-5.

Generally, industry players (developers and contractors) are aware and understand
the basic requirement for scheduled waste management such as waste storage,
sufficient containment and proper labelling. Taking this into account, impacts from
scheduled waste generation is expected to be negligible.
7.4.6.4 Discussion
Based on the assessment results, a significant majority (approx. 99 %) will consist of

construction waste. As the waste management system in Kuching is well established,
the probability of illegal dumping and waste pollution to the environment is low;
which reduces the risk of potential impacts of waste generation to the environment.
This is also taking into account the high importance of the Project to the state
government and their commitment towards the integrated solid waste management
system in Kuching. Nevertheless, the total amount of waste generated from such a
mega project (estimated at 37.9 million tonnes) is bound to exert pressure to the waste
management system in terms of collection and landfill capacity.
Overall, the waste generation impacts during construction phase is deemed

moderate; and it can be mitigated by implementing sustainable waste management
practices as discussed in Section 8.3.6.

7.4.7 ECOLOGY
Major potential ecological impacts during the construction stage are disturbances
which may result in potential loss of flora and fauna and habitat degradation, and
potential human-wildlife conflicts. However, ecological impacts are not expected to
be significant during the construction stage. Both Line 1 and Line 2 will not traverse
through any Totally Protected Areas or Important Bird Areas (IBAs) (Refer to Section
6.11), as the alignments are confined along road medians and passing through built-
up areas. Human-wildlife conflicts are also expected to be minimal.
Nonetheless, there are specific areas of concern where ecological impacts from
construction activities are expected to be significant:
i. Proposed location of the Rembus depot and Rembus (Provisional) Station
ii. Riparian Mangrove along Sg. Kuap
iii. Proposed location of the Batu 12 depot
The potential impacts in these areas are briefly described in the following.
a) Rembus depot and Rembus (Provisional) Station
The Rembus depot and Rembus (Provisional Station) will be located adjacent to the
Kuching-Samarahan-Asajaya Expressway (Plate 7.4.7-1). The existing area is a paddy
field under shifting cultivation, also known as temuda land. This area is considered as
highly disturbed due to the agricultural activity and the surrounding road traffic.
Due to the disturbed nature of the landscape, the construction of the depot and
provisional station will not result in significant habitat loss or degradation for the
local fauna, notably avifauna.
Location of Rembus depot and Rembus (Provisional) Station

View of the site facing the expressway
View of the site facing to southwest
(to south)
Plate 7.4.7-1 : Rembus Depot
b) Riparian Mangrove along Sg. Kuap
Line 1 will cross Sg. Kuap, which includes traversing across two patches of riparian
mangroves along both sides of the river (Plate 7.4.7-2). These mangroves are
considered as remnant mangroves from development activities in the past (e.g.,
Riveria and Tiya Vista). Although not gazetted as a Totally Protected Area, the
mangroves do harbour berembang (Sonneratia caseolaris) which sustain firefly
populations.
Construction of the ART bridge will entail clearing of 0.72 ha of the mangroves on
the western side (left hand side) of the existing road bridge of the Kuching-
Samarahan Expressway (Plate 7.4.7-3). The site preparation activities will result in
the loss of mangroves, but this is relatively small with regards to the remaining
riparian mangroves.

View of the mangrove area on west side of View of the mangrove area on east side of
Sg. Kuap Bridge (0.72 ha will be cleared for Sg. Kuap Bridge (not affected by KUTS
KUTS ART) ART)
Plate 7.4.7-2 : Line 1 Crossing Sg. Kuap
Plate 7.4.7-3 : Mangrove affected along Sg. Kuap
c) Batu 12 depot
The Batu 12 depot is located on a secondary forest patch surrounded by the housing
developments of Taman Eden Fields, Taman Lan Hua, Taman In Ling and Penrissen
Heights (Plate 7.4.7-4). The existing area is made up secondary vegetation
comprising of pioneer plants and thick undergrowth. This secondary forest can be
considered as a regenerating forest and may harbor small mammals and birds.
The construction of the Batu 12 depot will entail removal of existing vegetation of
approximately 32 ha. However, this will not result in any loss of flora that are of
conservation importance. Construction activities may have short-term impacts
towards fauna communities, notably birds, mainly in through noise and habitat
disturbances. However, birds are mobile animals which are able to find other areas
to forage and roost, while small mammals are able to adapt quickly to habitat
disturbances and will forage in other forest patches.

View of the site facing the main road View of the site facing to southeast
Plate 7.4.7-4 : Batu 12 Depot
7.4.8 SOCIAL IMPACTS
A number of negative social impacts are expected during the construction stage of
the Project, including risks to public safety, traffic congestion and noise and vibration
pollution. Positive impacts are also expected from the Project construction stage,
such as employment and business opportunities, and increased demand for goods
and services to support the construction works.
7.4.8.1 Adverse Impacts
(1) Risk of public safety. The alignment mostly traverses along the medians of
existing roads. The existing traffic conditions at several roads particularly at
Kuching-Samarahan Expressway, Jalan Wan Alwi and Jalan Simpang Tiga are
operating at Level of Service (LOS) E during peak hours, which indicates a very
high traffic volume and congestion. Any construction works being carried out
on a busy road would pose a high safety risk to the road users including
pedestrians.

Such adverse impacts to the road users may be severe as construction mishaps
of this type of project which involve construction of large and heavy structures
might result in serious injury or even fatality. In light of recent accidents at
construction sites of major linear infrastructure projects, the issue of safety is
under more scrutiny from the general public and there is a need to heighten the
safety measures at the construction sites in order to avoid detrimental impacts
of the Project.
Movement of heavy construction vehicles could also pose a safety risk to road
users, including pedestrians. During the construction stage, the construction
vehicles will be transporting raw materials in and out of the project sites as well
as transporting construction wastes to the approved landfill. The increased
movements of construction vehicles could increase the risk of road traffic
accidents.
The concern of safety was evident as perceived by the Focus Group Discussion
(FGD) participants from the Management Committee of Masjid Bandaraya, Kg.
Rembus, Taman Desa Ilmu, Taman Melaban, I-Mas Village and SABERKAS. In
addition, the school management of Lodge International School and SMK
Pending voiced their concern over the students’ safety, especially for primary
school students. For instance, the representatives from SMK Pending informed
that the students who live in Sg. Apong, located on the opposite side of Jalan
Tun Razak from the school, walk to the school by using the overhead pedestrian
crossing (Plate 7.4.8-1). Due to a number of schools (SMK Pending, St Andrew
Primary School) located in the vicinity of the Line 2 along Jalan Tun Razak, the
safety of students is a prime concern and the school authorities requested that
the Project should not pose any safety risk to the students.
Plate 7.4.8-1 : Overhead Pedestrian Crossing used by School Students

(2) Traffic congestion. Most of the FGD participants perceived traffic congestion as
one the primary concerns during the construction stage. Some of the critical
stretches highlighted are Jalan Wan Alwi, Jalan Simpang Tiga, Jalan Penrissen,
Jalan Lapangan Terbang and Jalan Tun Razak. They highlighted that the roads
are already experiencing traffic congestion and the construction of ART would
make the conditions even worse.
A combined 80% of the

respondents were of the opinion
that the traffic congestion occurs
during peak hours, weekend and
during public or school holidays
(Refer the Chart on the right).
The impacts may be further

compounded by the on-going
construction of Pan Borneo
Highway along certain stretches
traversed by the ART Line 2 along
Jalan Kuching-Serian. Although the impact of traffic congestion is expected to be
temporary, but the effects could be huge for those who have to spend longer
time stuck in traffic jam whilst travelling daily to workplaces especially during
peak hours.
From a social perspective, traffic congestion may have implications on quality of

life as it takes away time with family, reduces private time and disrupts work-
life balance.
(3) Noise and vibration. Noise and vibration induced by construction activities can
affect the liveability of population living in vicinity to the Project site. The social
attribute of liveability is a degree to which a place is suitable and convenient for
living. The impact of environmental degradation in terms of noise and vibration
could result in a decline in satisfaction by the residents over physical and social
quality of the living environment. As the KUTS ART alignment passes through
built-up urban areas, noise and vibration may impact residents and communities
that are close to the alignment, typically those within 50 m from the alignment
(Refer to Section 7.4.4.3).
Due to the proximity to the Project site, there is also a possibility that buildings
near the alignment may suffer from cracks and damage caused by vibration from
construction works. During the FGD session with Kg. Cemerlang, the
participants informed that the construction of a commercial development
located in close proximity to the village had caused serious damage to one of the
houses. They were concerned that such incidence might happen again if new
construction works such as KUTS ART is located in close proximity to their area.

Amongst the school institutions such as Lodge International School and SMK
Pending, they raised concerns regarding noise from the construction activities
that could interfere with the students’ learning activities. The representatives
from the Lodge International School also expressed concern that the noise
disturbance may affect the students who will be sitting for examinations in the
months of May to June and October to November.
7.4.8.2 Positive Impacts
The construction of KUTS ART will have significant social benefits during its
construction state, as the Project will be a major infrastructure stimulating the local
economy. Direct employment opportunities will be created for both skilled and non-
skilled labour in the community. Employment will be generated for construction
workers during the construction stage, and also increase the demand for skilled
professionals and technical, managerial and administrative workers skilled. The
Project will induce direct and indirect impacts on the economy through the entire
project construction cycle. These impacts can be seen in:
• A rise in construction activities would push up its contributions to the state

GDP;
• An increase in business opportunities especially to skilled technical workers
in the fields of engineering, construction and construction management;
• An increase in business opportunities for contractors, engineers, consultants,
and architects in the local building industry;
• An increase in demand for construction materials, benefitting manufacturers
and traders in construction materials;
• An overall boon to service providers that supply services to such construction
activities, e.g., human resources recruitment agencies (domestic and foreign
workers), professional services (legal, accounting, public relations,
engineering, design, architecture, land surveying and valuation as well as
transportation planning), cleaning contractors, and many suppliers and
trading firms that support constructors, engineers, architects, land surveyors,
transport planners and public relation firms.
7.4.9 TRAFFIC
During the construction stage, traffic diversions will be required as most of the
construction is to be carried out on road medians. Among the activities that would
take place are road widening exercises, traffic segregation, one-way movements,
traffic diversions on influential area roads, acquisition of service lanes and lane
closures.

7.4.9.1 Traffic Impact during Station Construction
The major impact caused by the construction works for stations is the reduction of
lane width and number of lanes which will result in a reduction in mainline capacity
throughout the work zone. It is proposed to reduce the lane width from
approximately 3.25 m - 3.5 m to 3.0 m
The Road Traffic Volume Malaysia, 2019 provides the equation for maximum hourly
capacity, C (Chart 7.4.9-1), which is computed using the following factors:
C=IxRxT
Where,
C = maximum capacity (passenger car unit (pcu) / hr)
I = ideal hourly maximum capacity (2,000 per lane for multi-lane or 2800 for 2-lane single
carriageway)
R = roadway reduction factor based on paved shoulder width, and
T= traffic reduction factor based on percentage of heavy goods vehicles and type of terrain
Chart 7.4.9-1 : Maximum Hourly Capacity, C
Source: Road Traffic Volume Malaysia, 2019

Insufficient road capacity and diversion of traffic due to construction along the
medians would disrupt the smooth flow of traffic and might create temporary
bottlenecks. Additionally, traffic safety risks would arise as a result of reduction in
lane width and road shoulder or median closure. Vehicles will be forced to squeeze
into narrower lanes whilst motorcyclists will find difficulties to maneuver in between
traffic.
Segment 1A: Rembus (Provisional) Station to Station SM 1
The Rembus (Provisional) Station and Rembus depot will be located along the
Kuching-Samarahan-Asajaya Expressway which is a four-lane dual carriageway
road, while Station SM 1 will be located along Jalan Datuk Mohammad Musa, a four-
lane dual carriageway.
In terms of construction, there is only one access road; Kuching-Samarahan-Asajaya

Expressway and is expected to perform at Level of Service C and below. This road
has sufficient road capacity to cater for traffic demand during the construction stage.
In terms of construction access to the station, there are no major impacts in terms of
capacity. As the station is distant from urban areas, the construction access roads to
stations have limited traffic flow. However, reduction in lane and road shoulder
widths in order to place the construction barriers is expected. Additionally, proper
warning signs, lighting and flagmen should be in place to warn drivers and ensure
the safety of the workers. The concerns and impacts of the stations are tabulated in
Table 7.4.9-1.
Table 7.4.9-1 : Traffic Impacts for Segment 1A

Station Road Concern/Impact
• At-grade (Provisional) Station is
constructed adjacent to Kuching-
Rembus Kuching-Samarahan- Samarahan-Asajaya Expressway
(Provisional) Asajaya Expressway • Medium congestion level
• Lane reduction at Kuching-Samarahan-
Asajaya Expressway
• At-grade station constructed on road
median.
• Lane width or lane reduction at Jalan
Datuk Mohammad Musa
Jalan Datuk
SM 1 • Medium level of congestion due to lane
Mohammad Musa
width reduction
• Safety risk for pedestrians and
motorcyclists (specially UNIMAS
Students) and motorcyclists

The stations in Segment 1B will be located along the median of Jalan Datuk
Mohammad Musa and the Kuching-Samarahan Expressway which is a four-lane
dual carriageway.
In terms of the construction of the ART alignment, there is only one access road; Jalan
Datuk Mohammad Musa and Kuching-Samarahan Expressway and is expected to
perform at medium congestion level (Level of Service C and below) between Station
SM 1 and Station SM 3, but will perform at heavy congestion (Level of Service F)
between Station SM 4 and Station 6.
Jalan Datuk Mohammad Musa and the Kuching-Samarahan Expressway within this
area is busy and congested during peak hours. Construction activities along the road
medians are expected to disturb traffic flow and create additional delays to road
users. In addition, the presence or/and access of construction traffic (such as trucks)
to the site creates temporary bottlenecks that blocks the smooth flow of traffic. This
escalates the congestion problem. This is because drivers tend to slow down their
speed when traveling through construction areas. The concerns and impacts of the
stations during construction are tabulated in Table 7.4.9-2.
Table 7.4.9-2 : Traffic Impacts for Segment 1B

• At-grade station constructed on the median.
SM 2 • Lane width or lane reduction at Jalan Datuk
Mohammad Musa • Medium level of congestion due to lane width
SM 3 reduction
• Safety risk for motorcyclists
• Elevated station constructed on the median
• Lane width or lane reduction at Kuching-
Samarahan Expressway
• Traffic flow disturbance and delay expected
SM 4
due to lane width reduction
• Safety risk for pedestrians and motorcyclists
(specially UNIMAS Universiti Students) and
Kuching- motorcyclists
Samarahan • Elevated station constructed on the median.
Expressway • Lane width or lane reduction at Kuching-
SM 5
• Traffic flow disturbance and delay expected
due to lane width reduction
• Elevated Station constructed on the median
SM 6 • Potential lane reduction or closure at Kuching-

• Medium level of congestion on existing road
Segment 1C: Station SM 6 to Station to IS 1
This segment passes through one of the busiest areas in Kuching. The major roads
involved are the Kuching-Samarahan Expressway and Jalan Wan Alwi.
Most of the stations on this segment are situated along residential and commercial
areas. The collector/distributor roads within the area are busy and congested during
peak hours. Construction activities along the median of these roads would disrupt
traffic flow and cause additional delays to the road users.
In addition, the presence or/and access of construction traffic (such as trucks) to the
work site creates temporary bottlenecks that block the smooth flow of traffic. This
escalates the congestion problem. It is observed from Table 7.4.9-8 that these roads
will be significantly delayed. Proper signage is necessary with good access
arrangement to avoid drivers’ confusion. The concerns and impacts of the stations
during construction are tabulated in Table 7.4.9-3.
Table 7.4.9-3 : Traffic Impact for Segment 1C

• Potential lane reduction or closure at
Kuching-Samarahan
SM 7 • Heavy traffic on existing roads
Expressway
• Traffic congestion due to construction
activities are expected along Sg. Kuap
• Lane width or lane reduction along Jalan
Wan Alwi
• Heavy traffic on existing roads
SM 8
• Prolonged delays and traffic congestion due
to construction activities are expected
• Safety risk for pedestrians (especially school
Jalan Wan Alwi and Supermarket) and motorcyclists
• Station construction opposite Vivacity
Megamall
SM 9 • Jalan Wan Alwi/Simpang Tiga roundabout
is congested during peak hours
• Delay and queue are expected when road
capacity is reduced.
IS 1 Jalan Wan Alwi • Elevated Station constructed at Wisma

Jalan Simpang Tiga Persekutuan public car park
• Lane width or lane reduction along the road
to the parking area of Wisma Persekutuan
• Relocation or closure of car park at Wisma
Persekutuan
• Temporary bottleneck due to slow moving of
heavy vehicles and their access to sites
The alignment in Segment 1D also passes through one of the busiest areas in Kuching
which is Simpang Tiga Roundabout, Jalan Simpang Tiga, Jalan Batu Lintang, Jalan
Green, Jalan Tun Ahmad Zaidi Adruce and Jalan Haji Taha. The construction of the
alignment will be on the road median which will require realignment of roads to
maintain the existing lane numbers. However, reduction of lane width is
unavoidable which indirectly reduces the effective road capacity. Traffic congestion
is expected on these roads due to capacity reduction and presence of construction
traffic. Slow moving heavy vehicles and their access to sites create temporary
bottlenecks that disturb traffic flow. Table 7.4.9-8 shows that most of these roads will
be performing at acceptable levels of service, except for Jalan Simpang Tiga. The
concerns and impacts of the stations during construction are tabulated in Table 7.4.9-
4.
Table 7.4.9-4 : Traffic Impact for Segment 1D
• Potential lane reduction or closure along
Jalan Simpang Tiga
SM 11 Jalan Simpang Tiga • Heavy traffic on existing roads
• In/Out from Spring Mall may be affected
due to construction activities
• Safety risk for motorcyclists.
• Elevated Station constructed along the
median of Jalan Batu Lintang
SM 12 Jalan Batu Lintang
Batu Lintang
• Acceptable level of impact on traffic.
median of Jalan Tun Ahmad Zaidi Adruce
Tun Ahmad Zaidi Adruce
SM 13 Jalan Tun Ahmad • Moderately heavy traffic on existing roads
Zaidi Adruce • In/Out from Sarawak General Hospital car
park may be affected due to construction
activities

• Elevated Station constructed at Padang Pasir
SM 14 Jalan Haji Taha Haji Taha
• Moderately heavy traffic on existing roads
At certain stretches along Line 2, the alignment will travel alongside the on-going
construction of the Pan Borneo Highway. The main road along this stretch is Jalan
Kuching-Serian and Jalan Penrissen which are busy roads with high travel demand
during peak hour periods, taking into cognisance that these road functions as a
primary and secondary distributor.
The construction of small stretch of the alignment will be on the road median and
remaining will be on the left-hand side, on the road shoulder due to the Pan Borneo
Highway which will require realignment of roads to maintain the existing lane
numbers. However, reduction of lane width is unavoidable which indirectly reduces
the effective road capacity. Heavy traffic congestion is expected on Jalan Penrissen
due to capacity reduction and presence of construction traffic while Jalan Kuching-
Serian is expected to experience moderate traffic even after lane reduction as shown
in the Table 7.4.9-5.
Table 7.4.9-5 : Traffic Impact for Segment 2A

• Elevated station constructed along the
SR 1 median of Jalan Kuching-Serian
Kuching-Serian
SR 2 • Minimal impact on existing road
Jalan Kuching- • Safety risk for pedestrians and motorcyclists
Serian • Elevated station constructed along the
shoulder of Jalan Kuching-Serian
SR 3
Kuching-Serian
• Acceptable level of impact on traffic.
• Elevated station constructed on median of
Jalan Penrissen
SR 4 Jalan Penrissen
Penrissen
Jalan Kuching • Elevated station constructed on green area
SR 5
Ranger Depot (adjacent to Jalan Kuching Ranger Depot)

Kuching Ranger Depot
• Minimal impact on existing road
The alignment travels on major roads and highway, namely Jalan Lapangan Terbang
and Jalan Tun Jugah. These are busy roads with high travel demand during peak and
off-peak periods, taking into cognisance that these roads function as primary and
secondary distributors.
The construction of the alignment will mostly be on the road median with some
stretches on the right-hand side of the existing road. This will require realignment of
roads to maintain the existing lane numbers. However, reduction of lane width is
unavoidable which indirectly reduces the effective road capacity. Moderately heavy
traffic congestion is expected on these roads due to capacity reduction and presence
of construction traffic, as shown in the Table 7.4.9-6.
Table 7.4.9-6 : Traffic Impact for Segment 2B

• Elevated station constructed adjacent to the
Kuching International Airport Terminal
• Minimal impact on existing road. Work site
SR 6 is not within road space area
• Relocation or car park reduction at Kuching
International Airport
Jalan Lapangan
Terbang
shoulder of Jalan Lapangan Terbang
SR 7
Lapangan Terbang
• Medium level of impact on traffic
median of Jalan Tun Jugah
SR 8 Jalan Tun Jugah
Tun Jugah
• Elevated station constructed on field of
Swinburne University
Jalan Simpang • Lane width or lane reduction along Jalan
SR 9
Tiga Simpang Tiga
• Temporary closure of field of Swinburne
University

• Temporary bottleneck due to slow moving
• Elevated station constructed at the Wisma
Persekutuan public car park
• Lane width or lane reduction along the road
leading to the car park at Wisma
Jalan Tun Jugah
IS 1 Persekutuan
Jalan Tun Razak
• Relocation or closure of car park at Wisma
Persekutuan
• Temporary bottleneck due to slow moving
The alignment travels on major roads and highways in Kuching, namely Jalan Tun
Razak, Jalan Datuk Marican Salleh, Jalan Kemajuan and Jalan Keruing. Jalan Tun
Razak and Jalan Datuk Marican Salleh are busy roads with high travel demand
during peak periods while Jalan Kemajuan and Jalan Keruing are moderately busy
roads during peak periods.
The construction of the alignment (except at Jalan Keruing heading to Station SR 13)
is on the median which will require realignment of roads to maintain the existing
lane numbers. However, reduction of lane width is unavoidable which indirectly
reduces the effective road capacity. Heavy traffic congestion is expected on Jalan Tun
Razak due to capacity reduction and presence of construction traffic while other
roads are expected to experience moderate traffic even after lane reduction. Table
7.4.9-8 shows that most of these roads will be performing at acceptable levels of
service, except Jalan Tun Razak.
Table 7.4.9-7 : Traffic Impacts for Segment 2C

median of Jalan Tun Razak
SR 10 Jalan Tun Razak • Lane width or lane reduction along Jalan
Tun Razak
• Safety risk for pedestrians and
motorcyclists
Median of Jalan Datuk Marican Salleh
Jalan Datuk
SR 11 Datuk Marican Salleh
Marican Salleh
• Safety risk for pedestrians (especially school
and supermarket) and motorcyclists

median of Jalan Kemajuan
SR 12 Jalan Kemajuan
Kemajuan
• Minimal level of impact on traffic
• At-grade station constructed on left-hand
side of Jalan Keruing
SR 13 Jalan Keruing
Keruing
• Minimal level of impact on traffic

Table 7.4.9-8 : Road Performance During Construction Stage
No. of
Existing
Location No of lanes Capacity lanes Capacity Construction
Station v/c ratio Level of
Road Section at Station of Pier at for existing Veh/hr during during Stage Vol/Cap
No. (worst Service
Station condition construc Construction Ratio
case)
tion
SM 1 Jalan Datuk Mohammad Musa Median 2 3,600 0.40 1 3,000 0.50 C
SM 2 Jalan Datuk Mohammad Musa Median 2 3,600 0.34 1 3,000 0.42 B
SM 3 Jalan Datuk Mohammad Musa Median 2 3,600 0.46 1 3,000 0.57 C
SM 4 Kuching-Samarahan Expressway Median 2 3,600 0.80 1 3,000 0.98 E
SM 5 Kuching-Samarahan Expressway Median 2 3,600 0.86 1 3,000 1.05 F
SM 6 Kuching-Samarahan Expressway Median 2 3,600 0.74 1 3,000 0.85 E
SM 7 Kuching-Samarahan Expressway Median 2 3,600 0.86 1 3,000 1.06 F
SM 8 Jalan Wan Alwi Median 2 3,200 0.80 1 2,800 0.93 E
SM 9 Jalan Wan Alwi Median 2 3,200 0.68 1 2,800 0.79 D
Jalan Wan Alwi Median 2 3,200 0.52 1 2,800 0.63 C
IS 1
Jalan Simpang Tiga Median 2 3,600 0.83 1 3,000 1.04 F
SM 11 Jalan Simpang Tiga Median 2 3,600 0.84 1 3,000 1.02 F
SM 12 Jalan Batu Lintang Median 2 3,200 0.43 1 2,800 0.50 C
SM 13 Jalan Tun Ahmad Zaidi Adruce Median 2 3,600 0.64 1 3,000 0.78 D
SM 14 Jalan Haji Taha Median 2 3,600 0.57 1 3,000 0.69 D
SR1 Jalan Kuching-Serian Median 2 3,600 0.37 2 3,000 0.45 B
SR2 Jalan Kuching-Serian LHS 2 3,600 0.39 2 3,000 0.49 B
SR3 Jalan Kuching-Serian LHS 2 3,600 0.68 2 3,000 0.83 E
SR4 Jalan Penrissen Median 2 3,400 0.93 2 2,800 1.02 F
SR5 Jalan Kuching Ranger Depot Median 2 3,600 0.82 1 3,000 1.05 F

No. of
Existing
Location No of lanes Capacity lanes Capacity Construction
Station v/c ratio Level of
Road Section at Station of Pier at for existing Veh/hr during during Stage Vol/Cap
No. (worst Service
Station condition construc Construction Ratio
case)
tion
SR6 Jalan Lapangan Terbang Median 2 3,600 0.73 1 3,000 1.01 F
SR7 Jalan Lapangan Terbang RHS 2 3,600 0.62 1 3,000 0.90 E
SR8 Jalan Tun Jugah Median 2 5,400 0.49 1 5,000 0.76 D
Jalan Wan Alwi Median 2 3,200 0.52 2 2,800 0.63 C
Jalan Simpang Tiga Median 2 3,600 0.83 2 3,000 1.04 F
SR9
Jalan Tun Jugah Median 3 5,400 0.42 2 5,000 0.76 D
Jalan Tun Razak Median 2 3,600 0.86 2 3,000 0.99 E
Jalan Tun Jugah Median 3 5,400 0.42 3 5,000 0.47 B
IS 1
Jalan Tun Razak Median 2 3,600 0.86 2 3,000 0.99 F
SR10 Jalan Tun Razak Median 2 3,600 0.57 2 3,000 1.03 E
SR11 Jalan Datuk Marican Salleh Median 3 5,100 0.61 3 4,200 0.76 D
SR12 Jalan Kemajuan Median 2 3,000 0.26 2 2,600 0.31 B
SR13 Jalan Keruing LHS 2 3,400 0.27 2 3,000 0.29 B
Note*: Reduced Capacity is due to reduction in lane width
LHS: Left Hand Side
RHS: Right Hand Side

7.4.9.2 Traffic Impact during Viaduct Construction
Viaduct construction will involve construction of piers at either the medians or

shoulder of existing roads. Some of the existing roads might have tight corridors due
to site constraints in which existing developments (such as shoplots) are near the
road.
During construction, sections of the viaduct, surface roads and neighbouring roads
may be closed for periods of time. Roadway closures during construction vary by
location and construction stages. Viaduct construction at road medians which passes
through major junctions impose significant congestion delays to the area. The
realignment of road geometry would disturb smooth traffic flow that creates a
temporary bottleneck that causes congestion. The reduction of lane width decreases
the effective capacity of the roads. Construction of viaduct or piers close to the
junction (signalized or unsignalized) will reduce the effective capacity of the junction
which would deteriorate its performance.
It is proposed to reduce the lane width from approximately 3.25 m-3.5 m to 3.0 m
which will reduce the roadway capacity and road closure of certain portions of the
corridor. This disturbance to the smooth traffic flow would certainly escalate
congestion problems. Prolonged delays and queues are expected especially during
evening peak hours. If this situation is not controlled and managed properly, it
would cause gridlocks to the network especially at the stretch of the Kuching-
Samarahan Expressway and Jalan Wan Alwi-Jalan Simpang Tiga along Line 1 and
along Jalan Penrissen and Jalan Tun Razak along Line 2.
It is recommended that any closures of major roads to be carried out during off-peak
traffic hours, such as nights and weekends. Accesses to commercial and housing
areas will be maintained during construction. Some additional lane restrictions or
lane closures may be necessary as the Project is refined.
7.4.9.3 Traffic Impact due to Depot Construction
The Rembus depot (Line 1) will be constructed adjacent to the Rembus roundabout
along the Kuching-Samarahan-Asajaya Expressway which is a four-lane dual
carriageway running in the east-west direction with a maximum capacity of 1,800
pcu/hr/lane. It is a primary distributor that links residential zones, institutional
areas and administration centres from Kota Samarahan to Kuching. Currently, the
Kuching-Samarahan-Asajaya Expressway is performing at an acceptable level of
service (LOS B) and is able to accommodate peak hour traffic.
The Batu 12 depot (Line 2) will be along Jalan Kuching-Serian near Batu 12. Jalan
Kuching-Serian is a six-lane dual carriageway running in the north-south direction
with capacity of 1,800 pcu/hr/lane. It is a primary distributor that serves residential,
and commercial areas in Batu 12. Currently, Jalan Kuching-Serian is performing at

an acceptable Level of Service B during the peak hours.
The construction of the depot along the Kuching-Samarahan-Asajaya Expressway

and Jalan Kuching-Serian is expected to deteriorate traffic condition along it. Slow
moving heavy vehicles such as lorries and trucks would reduce travel speed on these
roads. However, these roads would still perform at an acceptable level of service B.
In addition to this, the traffic due to construction traffic may pose safety risks and
concern to vulnerable communities and residents in the neighbourhood area.
7.4.9.4 Impact of Construction Material Delivery
Trucks will be the primary mode for transporting materials either into or out of the
project area. The number of trucks in the area will be increased by transporting
equipment and construction material to the work area using the existing road
network.
Concrete supply is proposed to be obtained from existing batching plants or concrete

suppliers located along or within close proximity to the KUTS ART Phase 1. It is
expected that the existing road networks will be used as delivery routes to deliver
the concrete. However, the shortest route will be chosen between the origin (batching
plants) and the destinations (various work sites).
The major roads involved are Jalan Kuching-Serian, Jalan Penrissen, Jalan Kuching
Ranger Depot, Jalan Tun Jugah, Kuching-Samarahan Expressway and Jalan Tun
Razak. Some local access roads will be used for access to the work site such as Jalan
Setia Raja, Jalan Permat, Jalan Stephen Yong and Jalan Bau. These trips will generally
be performed outside of the peak hours.
Estimated numbers of heavy construction traffic to and from the worksites forms the
basis for the assessment of traffic impact arising from construction traffic. The
existence of construction traffic on roadways would create temporary moving
bottleneck at some of the roads. This disturbs the traffic flow movement that causes
congestion. This impact is more significant during peak hours when traffic volume
on the road is high.

7.4.9.5 Impact on Parking Facilities
There are plenty of locations with existing on-street open parking along Line 1 and
Line 2, primarily near commercial areas such as UNIMAS, Riveria, Jalan Wan Alwi,
Vivacity Mall, Sarawak General Hospital, Hikmah Exchange, Kota Sentosa, Pelita
Heights, Jalan Tun Jugah and behind Borneo Medical Centre. Some of these on-street
parking spaces along Line 1 and Line 2 will either be removed or combined with the
ART station lay-bys.
Alternative parking spaces shall be identified as a staging or parking area during

construction. Parking spaces that support businesses should remain open to support
the commercial entities as a first priority. Most of the on-street parking spaces in
commercial areas are for customer parking, while the majority of parking spaces in
the residential areas are for resident parking. Businesses along the viaducts and at
station areas rely on parking stalls to provide people with access to their facilities.
Therefore, some mitigation would be provided to mitigate for short-term losses.
7.4.9.6 Impact on Public Transport Systems and Facilities
Transit service would be affected by route changes and travel times may increase due
to additional congestion in the area. During construction, access points would be
maintained or alternate routes would be provided. As part of the project, the Project
Proponent will work with transit providers to discuss construction activities that
would affect transit routes and work on finding acceptable alternate routes as needed.
During construction, access to and from as well as operations of the bus terminals,
i.e., Kuching Sentral Bus Terminal and bus stop locations will be maintained at all
times.
7.4.9.7 Impact on Pedestrian, Cyclist and Motorcyclist Facilities
During the viaduct construction stage when lane closure or road diversion is
involved, it is important to ensure that such activities have minimal impact to
vulnerable road users (motorcyclists and pedestrians). Pedestrian walkways or
bridges should not be affected as well.
7.4.9.8 Impact on Local Businesses
Business community include a mix of commercial, retail, industrial and service-

related enterprises that would be affected by construction in different ways. Some
businesses in the construction area could be negatively affected by a decline in sales
if people choose to avoid the area during construction. The intensity of construction
activities will vary throughout the multi-year construction time period. At times,
there may not be any work being done in front of a business; however, for all of the

alternatives, construction vehicles will pass by properties located near the
construction zone more than once. Businesses, particularly retail, restaurants and
tourist-related businesses, would be most affected by construction activities.
Businesses would be affected by traffic detours, congestion, changes to access and
removed parking.
The combination of these construction effects could cause people to avoid the
businesses, which could reduce business revenues. Access to businesses would be
maintained throughout construction, but additional mitigation measures will clearly
be needed to help minimize construction effects. The Unaco Supermarket (at Milan
Square), Vivacity Megamall and Spring Mall could also be affected during
construction stage. Effects to this area would mostly be due to increased congestion
from traffic diversion and removed parking.
If congestion is severe, potential customers could choose to avoid the area, causing
reduced revenues. Due to the impact on the local business, some mitigation measure
needs to be taken to counteract the negative effects during the construction stage.
Local businesses located close to construction sites shall be informed of:
1. Start of any construction activity within the vicinity of local business.

2. Any construction mitigation programs available.
3. A new route or access to their business
4. Installation of traffic control signs such as rerouting of an existing access.
7.4.10 HAZARDS & PUBLIC SAFETY
This section describes the potential hazards and risks towards the public during the
construction stage. Those who may be potentially affected include residents who live
or work close to the Project site and road users. Inadequate consideration of public
safety during construction may cause the following:
• Increased risk of injuries or fatalities to the public;

• Damage to property; and
• Increased risk of incidents associated with construction vehicular movement.
This assessment is carried out according to the Guidelines for Hazard Identification,
Risk Assessment and Risk Control (HIRARC) published by the Department of
Occupational Safety and Health (DOSH). The flowchart of a HIRARC process is
shown in Chart 7.4.10-1.

Chart 7.4.10-1 : Flowchart of HIRARC Process
Prepare Risk
Hazard
Risk Assessment Control Action Plan
Identification
(If Necessary)
Review
Implement
Source: Department of Occupational Safety and Health, 2008
7.4.10.1 Hazard Identification
The aim of this sub-section is to highlight the critical activities during construction
stage, especially those that pose significant risks to the health and safety of the public.
These include the following:
• Elevated lane construction
o Viaducts at urbanized locations, flood-prone areas and areas where
existing road widths and medians are narrower
o Bridges over rivers and streams
• Underpass lane construction
The major hazards which may potentially arise from the various construction works
and activities are summarized in Table 7.4.10-1.

Table 7.4.10-1 : Hazard Identification
Hazardous Event Possible Causes Possible Consequences
(A) Utilities Relocation
• Electrical damage/electrocution
1. Accidental damage to utility • Collision impact
• Injury/ fatality to public and workers on site
wires/cables • Human error/ negligence
• Damage to property
• Collision impact
2. Accidental damage to water • Damage to property
• Valve failure
supply pipe • Traffic congestion
• Human error/ negligence
• Collision impact • Damage to property
3. Accidental damage to sewerage
• Valve failure • Contamination of nearby waterways which may cause
pipes
• Human error/ negligence health impact to the public
4. Accidental damage to • Collision impact
• Damage to property
telecommunication services • Human error/ negligence
• Temporary closure/diversion of road
• Speeding • Traffic congestion
5. Vehicular incident
• Not enough signage/no proper traffic • Injury/ fatality to public
management plan
• Loss or damage of construction material
• Heavy rain
6. Flash floods at construction area • Injury due to slipperiness, falling in ditches
• Clogging of the drainage system
• Health impact such as dengue
• Use of heavy machinery
• Working within enclosed areas
7. Occupational & safety hazard • Injury/ fatality to public and/or workers on site
• Malfunction of machinery and equipment
• Incompetency / untrained human resources
(B) At-Grade Lane Construction
• Loading and unloading of construction • Traffic congestion
1. Vehicular accident
material • Injury/ fatality to public
• Speeding

• Not enough signage/no proper traffic
management plan
• Heavy machinery
• Loading and unloading of construction
material
• Injury/ fatality to public and/or workers on site
2. Occupational and safety hazard • Malfunction of machinery and equipment
• Property damage
• Uneven/slippery surfaces and obstacles
causing slips, trips and falls
(C) Elevated Structure Construction
material
• Traffic congestion
1. Vehicular accident • Impact by falling objects
• Injury/ fatality to public
• Speeding
management plan
• Heavy machinery
• Impact by falling objects
material
• Impact of falling from working at height
2. Occupational and safety hazard • Malfunction of machinery and equipment
• Property damage
• Improper securing and imbalanced load on
crane
(D) Underpass Construction
1. Vehicular accident • Temporary closure/diversion of road • Traffic congestion

• Loading and unloading of construction • Injury/ fatality to public
material
• Speeding
management plan
• Weak foundation of soil/rocks due to varying
geological conditions of site
• Landslide/ collapse
2. Sinkhole formation on road • Ground movements
• Damages to properties/vehicles
surface/settlement • Groundwater inflow
• Injury/ fatality to public and workers on site
• Consolidation settlement of compressible
soils from de-watering activities
• Improper set up of sheet piles/struts
• Unsafe stockpile at the sides of the trench
• Potential injury / fatality workers on site
3. Trench collapsing • Ground movements
• Damages to vehicles
• Weak foundation of soil/rocks due to varying
geological conditions of site
• Inadequate lining
• Heavy rain, groundwater seepage & high- • Loss or damage of construction material
4. Flooding water table • Injury (from falling and others)
• Work areas near to stream or dams that may • Health impacts such as dengue
have accidental discharge
• Heavy machinery
material • Injury/ fatality to public and/or workers on site
5. Occupational and safety hazard
• Malfunction of machinery and equipment • Property damage
(E) Station Construction

material
1. Vehicular accident • Falling objects
• Speeding
management plan
• Heavy machinery
material
2. Occupational and safety hazard • Impact of falling from working at height
• Property damage
• Heavy rain • Health impact such as dengue
3. Flash flooding of the construction
• Clogging of drainage system • Loss or damage of construction material
area
• Injury due to slipping or falling
(F) Depot Construction
• Health impact such as dengue
1. Flash flooding of the construction • Heavy rain
• Loss or damage of construction material
area • Clogging of drainage system
• Injury due to slipping or falling
• Heavy machinery
• Loading and unloading of construction • Loss control of machineries
2. Occupational and safety hazard material • Injury/ illness/ fatality to public and/or workers on site
• Malfunction of machinery and equipment • Property damage
• Ground movement/cavement of tunnel
• Collision impact of transportation vehicle

(G) Installation of Lane Facilities and Systems
material
1. Vehicular accident • Falling objects
• Speeding
management plan
• Heavy machinery
material
2. Occupational and safety hazard • Impact of falling from working at height
• Property damage

7.4.10.2 Risk Evaluation
Numerical values for both severity and likelihood using data from a variety of
sources are applied. These data may include past accident experiences and scientific
research papers. From these data, values of 1-5 were deduced for each scenario and
used to quantify the likelihood or severity (Table 7.4.10-2), where they represent how
likely or severe an occurrence is.
Table 7.4.10-2 : Likelihood and Severity Categories
Likelihood Description Rating Severity Description Rating
Happens Widespread
frequently (>10 permanent
Mostly likely 5 Catastrophic 5
times within the damage with
project) fatality case
Could happen Significant
frequently (>3 permanent
Possible 4 Fatal 4
times within the damage with
project) serious injury
Moderate to high
Could happen
damage requires
occasionally (<3
Conceivable 3 Serious specialist to repair, 3
times within the
medical treatment
project)
required
Could happen Minor damage
rarely (1 time with some repair
Remote 2 Minor 2
within the required and first
project) aid required
Probably will not Negligible damage
Inconceivable happen (has 1 Negligible with nonmedical 1
never occurred) treatment required
Source: Department of Occupational Safety and Health, 2008
After carrying out the likelihood and severity estimation for each hazardous event,
they are combined to provide a level of risk using the formula below:
Risk = Likelihood x Severity
The result of the risk evaluation is tabulated in Table 7.4.10-3. The hazardous events
can be categorized into 3 groups, i.e., low risk (1-5 score), medium risk (6-12 score)
and high risk (13-25 score) (Table 7.4.10-4).

Table 7.4.10-3 : Likelihood and Severity Score of Potential Hazard
Score1
Scenario Hazardous Event
Likelihood Severity Risk
Accidental damage to utility wires /
A1 3 3 9
cables
Accidental damage to water supply
A2 3 1 3
pipe
A3 Accidental damage to sewerage pipe 3 2 6
Accidental damage to
A4 3 1 3
telecommunication services
A5 Vehicular incident 3 4 12
A6 Flash flood at construction area 3 3 9
A7 Occupational and safety hazard 3 4 12
B1 Vehicular incident 3 4 12
B2 Occupational and safety hazard 3 4 12
C1 Vehicular incident 3 4 12
C2 Occupational and safety hazard 4 5 20
D1 Vehicular incident 3 4 12
Sinkhole formation on road surface /
D2 2 3 6
settlement
D3 Trench Collapsing 3 5 15
D4 Flooding 2 3 6
D5 Occupational and safety hazard 3 4 12
E1 Vehicular incident 3 4 12
E2 Occupational and safety hazard 4 5 20
Flash flooding of the construction
E3 3 3 9
area
Flash flooding of the construction
F1 3 3 9
area
F2 Occupational and safety hazard 3 4 12
G1 Vehicular incident 3 4 12
G2 Occupational and safety hazard 3 4 12
Note:
A – Utilities Relocation;
B – At-Grade Lane Construction;
C – Elevated Structure Construction;
D – Underpass Construction;
E – Station Construction;
F – Depot Construction;
G – Installation of Lane Facilities and Systems
1. Rating score values are based on professional judgement with reference to past experience of other similar project
and analysis

Table 7.4.10-4 : Risk Matrix
Severity
1 2 3 4 5
1 - - - - -
2 - - D2, D4 - -
A5, A7,
B1, B2, C1,
A1, A6,
Likelihood 3 A2, A4 A3 D1, D5, D3
E3, F1
E1, F2, G1,
G2
4 - - - - C2, E2
5 - - - - -
Note:
A risk identified as low may be considered as acceptable and further reduction may not be necessary.
Low However, if the risk can be resolved quickly and efficiently, control measures should be
implemented and recorded.
A medium risk requires a planned approach to controlling the hazard and application of temporary
Medium measures if required. Actions taken must be documented on the risk assessment form including date
for completion.
A high risk requires immediate action to control the hazard as detailed in the hierarchy of control.
High
Actions taken must be documented on the risk assessment form including date for completion.
7.4.10.3 Assessment Results and Discussion
According to the risk assessment carried out (Table 7.4.10-4), the occupational and
safety hazard during the construction of at-grade lanes, depot and underpass will
pose medium safety risk to the public, whereas the construction of elevated
structures and stations will pose high safety risk to the public.
Other construction activities along the alignment includes potential trench collapsing
for underpass construction which were assessed to have high safety risk as well.
Potential flash floods may occur during the construction period if the temporary or
existing drain nearby is not provided or properly maintained. This may increase
possible breeding grounds for pests, causing health hazards to the public, whereas
serious flash floods may even damage public properties.
Installation of lane facilities and systems after the completion of structural works
may also potentially cause vehicular incident and pose occupational and safety
hazard, which are of medium risk.
Receptors that are in close proximity to Line 1 may be more exposed to these safety
risks (Table 7.4.10-5).

Table 7.4.10-5 : List of Receptors Along Line 1
No. Receptor Approx. Distance to Alignment
1 Taman Desa Ilmu 75 m
2 Taman Stutong Indah 40 m
3 Tabuan Jaya 20 m
4 Lorong Wan Alwi 5 25 m
5 Lorong Wan Alwi 3 20 m
6 Jalan Tan Sri Datuk Amar Sim Kheng Hong 25 m
7 Multimedic Specialist and Maternity Centre 30 m
8 Jalan Batu Lintang 20 m
9 Jalan Bukit Lintang 20 m
10 Lebuh Cloud Estate 17 m
11 Sarawak General Hospital 130 m
12 SJK Chung Hua No. 4 65 m
13 Chung Hua Middle School No. 4 30 m
Most of Line 2 will be elevated (96%), thus, based on the risk assessment carried out
in Table 7.4.10-4, the occupational and safety hazard during the construction of
elevated structures and stations will pose high safety risk to the public. And similarly,
the construction of at-grade alignment and depot will have medium safety risk.
Potential flash floods may occur during the construction period if the temporary or
existing drain nearby is not provided or properly maintained. This may increase
possible breeding grounds for pests, causing health hazards to the public, whereas
serious flash floods may even damage public properties.
Installation of lane facilities and systems after the completion of structural works
may also potentially cause vehicular incident and pose occupational and safety
hazard, which are of medium risk.
Receptors that are in close proximity to Line 2 may be more exposed to these safety
risks (Table 7.4.10-6).
Table 7.4.10-6 : List of Receptors Along Line 2

1 Taman Elden Fields 50m
2 Kompleks Perumahan TUDM 30 m
3 Taman Emas 10 m
4 Green Heights 70 m
5 Kg. Cemerlang 35 m
6 Jalan Bintangor 30 m
7 Lorong Stampin 30 m
9 Sunway College Kuching 60 m
8 Marbel Garden 53 m

10 Swinburne University of Technology 70 m
11 Lorong Suaidi Haji Arshid 2 27 m
12 Lorong Cahaya 25 m
13 Jalan Chawan 25 m
14 Chung Hua Middle School No. 3 40 m
15 Three Hills Park 30 m
16 Taman Kali 20 m
17 SMK Pending 40 m
18 Jalan Noakes 25 m
Summary
From the assessment, it can be observed that the highest risk hazard events are
occupational and safety hazards for the construction of elevated structure and station,
which may result in fatality, whereas occupational and safety event for the
construction of depot is of medium safety risk.
Other hazard events including flash flood, fire, utility relocation and vehicular
incident poses medium risk. Public safety will be compromised in the event any
hazardous events occurred during construction, particularly if the event occurs near
populated areas as listed in Tables 7.4.10-5 to 7.4.10-6 above.
Based on occupational accident statistics that had been reported to DOSH in 2020 (up
until November), the number of total incidents from construction site was 222 with
58 fatalities. Though the number has gone down from year 2019 (326 incidents and
84 fatalities), it should be noted that during most of the months in 2020, construction
works were put on hold due to the Malaysian Movement Control Order.
It is important that these safety risks are controlled via implementation of safety
measures to reduce or avoid risk from occurring. The proposed control measures are
detailed in Section 8.3.10.

7.4.11 HERITAGE ASSETS
This section is derived from the Heritage Impact Assessment Report, April 2021. As
mentioned in Section 6.15, there are 27 heritage assets (including heritage trees) that
are located within 200 m of Line 1 and Line 2 where seven out of the 27 heritage assets
are classified as ‘High’, one is classified as ‘Medium’, 17 are classified as ‘Low’ and
the remaining two heritage assets are classified as ‘Unknown Potential’ based on the
Heritage Value Grading.
The impact assessment for each of the identified heritage assets was assessed in order
to determine the severity of impact. The impacts were assessed based on significant
attributes, historical archaeology and conservation area. The impact assessment also
took into account architectural aesthetic such as visual perception on the skyline
datum and roofscape, cultural, environmental, surroundings, sound intensity, traffic,
and tourism. The impact assessment is based on the scale of change (Table 7.4.11-1)
in accordance to the Guidance on Heritage Impact Assessment, ICOMOS 2011.
Table 7.4.11-1 : Scale and Severity of Change

Heritage Value Negligible Minor Moderate Major
No Change
Grading Change Change Change Change
Moderate/ Large/
Very High Neutral Slight Very Large
Large Very Large
Moderate/ Moderate/ Large/
High Neutral Slight
Slight Large Very Large
Neutral/ Moderate/
Medium Neutral Slight Moderate
Slight Large
Neutral/ Neutral/ Slight/
Low Neutral Slight
Slight Slight Moderate
Neutral/ Neutral/
Negligible Neutral Neutral Slight
Slight Slight
Source: ICOMOS 2011 Guidance on Heritage Impact Assessment
The potential impacts towards the heritage assets within 200 m from the KUTS ART
Phase 1 during the construction stage are as follows:
a) Visual impact of surrounding heritage assets such as Kuching City Mosque,

Brooke Dockyard, Kampung Heritage, Kampung Heritage, Old Railway Yard and
Old Shophouses at Jalan P. Ramlee and Jalan Gartak due to movement of
construction vehicles, on-site machineries and site hoardings.
b) Neutral to Moderate impact to streetscape (street landscape, street furniture,
lightings and signs) surrounding the heritage assets due to construction works
and construction vehicles and machineries.
c) Traffic impact due to construction works which would affect access to heritage
assets such as Kuching City Mosque, Brooke Dockyard, Kampung Heritage, Old
Railway Yard and Jalan Market.
d) Temporary noise, vibration and dust pollution to heritage assets due to
construction activities and movement of construction vehicles.

Based on the assessment results, two heritage assets; Darul Kurnia Mansion
(Plate 7.4.11-1) and Brooke Dockyard (Plate 7.4.11-2) will experience
‘Moderate/Slight’ impact, 14 heritage assets will experience ‘Slight’ impact while
the remaining nine heritage assets will experience ‘Neutral/Slight’ impact from the
development of ART Phase 1.
Table 7.4.11-2 below summarizes the identified heritage assets, its respective value
grading as well as the expected impact for each of the heritage asset. The overall
range of impacts for the heritage assets within 200 m of the KUTS ART Phase 1 ranges
from ’Neutral’ to ‘Moderate’. Nevertheless, adequate mitigation measures shall be
implemented which are discussed in Section 8.3.11 to mitigate the risks.

Plate 7.4.11-1 : Darul Kurnia Mansion

Plate 7.4.11-2 : Brooke Dockyard

Table 7.4.11-2 : Summary of Value Grading and Impact Assessment
Nearest ART
Heritage Assets and Value Grading Heritage Type Impact
Station
BH01 St Joseph School SM 14 Built Heritage Slight
BH02 Darul Kurnia Mansion (Chung Hua Middle School No. 4) SM 14 Built Heritage Moderate/Slight
BH03 Sarawak Islamic Heritage Museum (Bangunan Muzium Islam Sarawak) SM 14 Built Heritage Slight
BH04 Kuching City Mosque (Masjid Besar Kuching) SM 14 Built Heritage Slight
BH05 Brooke Dockyard SM 14 Built Heritage Moderate/Slight
BH06 Old Government Printing Office (Bangunan Pejabat Residen Daerah Kuching) SM 14 Built Heritage Slight
BH07 Central Police Station (Balai Polis Central) SM 14 Built Heritage Slight
BH08 Kuching Waterfront SM 14 Built Heritage Neutral/Slight
BH09 Kampung Heritage (Kg. Masjid, Kg. Bintangor and Kg. Bandarshah) SM 14 Built Heritage Neutral/Slight
BH10 Old Fire Station Lookout Tower SM 14 Built Heritage Neutral/Slight
BH11 Old Shophouses at Jalan P Ramlee (4 units) SM 14 Built Heritage Slight
BH12 Old Shophouses at Jalan Gartak (8 units) SM 14 Built Heritage Slight
BH13 Old Shophouses at Jalan Khoo Hun Yeang (33 units) SM 14 Built Heritage Slight
BH14 Old Shophouses at Jalan Market (23 units) SM 14 Built Heritage Slight
BH15 Old Shophouses at Lebuh Java (17 units) SM 14 Built Heritage Slight
BH16 Old Shophouses at India Street (11 units) SM 14 Built Heritage Slight
BH17 Old Shophouses at Kai Joo Lane (32 units) SM 14 Built Heritage Slight
BH18 Old Railway Yard SM 14 Built Heritage Slight
Historic Urban
HUL 01 Padang Merdeka SM 14 Neutral/Slight
Landscape
HT 01 Ceiba pentandra (Kapok Tree) – 1 no. at Padang Merdeka SM 14 Heritage Tree Slight
HT 02 Pterocarpus indicus (Angsana Tree) – 3 nos. at Jalan Barrack SM 14 Historic Tree Neutral/Slight
HT 03 Samanea saman (Rain Tree) – 1 no. at Padang Merdeka SM 14 Historic Tree Neutral/Slight

Nearest ART
Heritage Assets and Value Grading Heritage Type Impact
Station
HT 06 Ceiba pentandra (Kapok Tree) – 1 no. at Jalan Batu Lintang SM 12 Historic Tree Neutral/Slight
Potential Unknown
AC01 Kuching Old Town SM 14
Archaeological Site Potential
Potential Unknown
AC02 Sarawak River SR 12
Archaeological Site Potential

7.5 IMPACTS DURING OPERATION STAGE
The operation of the Project may give rise to water pollution mainly from sewage
and sullage at the stations and depots, while water pollution potential originating
from stormwater runoff is likely minimal. Impacts of the Project operations on
aquaculture activities and water abstraction for water supply are unlikely as there
are no aquaculture facilities or water intakes downstream of the KUTS ART Phase 1
alignment.
7.5.1.1 Sewage
One of the main potential impacts on water quality during the operational stage is
the discharge of treated sewage and sullage from the Project. The Project facilities
where sewage will be generated during the operation stage are Rembus Depot, Batu
12 Depot, Station IS 1 (at Simpang Tiga) and Station SM 14 (at Hikmah Exchange).
Station IS 1 and Station SM 14 are defined as main stations and are the only two
stations identified to have public amenities such as public toilets (refer to Section
5.4.3). All other stations will not have toilets.
Since the Project is still at the preliminary stage, the population equivalent (PE) for
these two stations is an estimation based on typical capacity for urban transit systems
(Table 7.5.1-1). An approximated design capacity of 150 PE was assigned to Station
IS 1 and Station SM 14. For the depots, it is estimated that a total of 400 workers will
be stationed at each depot during the Project operation, therefore an approximated
design capacity of 120 PE was assigned to both the Rembus Depot and Batu 12 Depot.
For this Project, the priority option for sewage management is to connect and
discharge into the nearest existing sewerage line, if available, and subject to Sewerage
Services Department Sarawak’s (SSDS) approval. In the event that there are no
available existing sewerage lines, all sewage generated shall be channeled into Small
Sewage Treatment System (SSTS) designed for the appropriate population
equivalent (PE). The typical SSTS design capacity for 120 PE and 150 PE is tabulated
in Table 7.5.1-1.
Table 7.5.1-1 : Small Sewerage Treatment Design Capacity

Population Equivalent Average Wastewater Flow Average Flowrate
(PE) (m /day)
3 (m3/sec)
120 27.00 0.0003
150 33.75 0.0004
Source: Suruhanjaya Perkhidmatan Air Negara (SPAN)

Operation of the SSTS at Rembus Depot and both main stations (Station IS 1 and
Station SM 14) are required to comply with Standard B of the Environmental Quality
(Sewage) Regulations 2009. As for the Batu 12 Depot, the SSTS should comply with
Standard A of the Environmental Quality (Sewage) Regulations 2009 due to the small
river carrying capacity of Sg. Sibireh. (Table 7.5.1-2).
Table 7.5.1-2 : Estimated PE for Sewage at Stations and Depots

ART Station / Depot Estimated PE Receiving Waterway Compliance*
Rembus Depot 120 PE Batang Samarahan B
Batu 12 Depot 120 PE Sg. Sibireh A
Station IS 1 150 PE Sg. Tabuan B
Station SM 14 150 PE Sg. Sarawak B
* Compliance to the Environmental Quality (Sewage) Regulations 2009
7.5.1.2 Wastewater from Depots
Both the Rembus and Batu 12 depots will consist of facilities to support the operation
and maintenance activities of the ART system. Each depot will consist of facilities
such as administrative offices, canteens, maintenance workshops and vehicle
washing bays. The wastewater from both depots will consist primarily of wastewater
from washing of ART vehicles and feeder buses, maintenance activities and
wastewater (sullage) from the canteen kitchens.
Washing activities conducted at the depots will generate wastewater containing

suspended solids that can cause increased turbidity in receiving waterways, which
will reduce light availability for the growth of plants, smother instream habitats and
damage fish gills. The wastewater will also contain oil & grease and chemicals that
will result in toxic effects in aquatic organisms. Wastewater from the canteen
kitchens will contain detergent and organic matter which can accumulate or
decompose in waterways and could result in detrimental effects such as algal blooms.
Wastewater generated from the depots shall be channeled into an on-site wastewater
treatment system (WWTS) designed for the appropriate volume of wastewater
generated to cater for the rate of ART vehicles and buses washed as well as the
number of meals served at the canteens.
Since the Project is still at a preliminary stage, the estimated volumes generated
during washing activities are 900 L/day per ART (3-car) vehicle and 400 L/day per
bus, using an automatic vehicle washing system at the depot. The estimated
wastewater flow rate from the grease trap/interceptors installed at the depot’s
canteen kitchen is 0.0022 m3/s (based on a typical design). The combined wastewater
from vehicle washing and canteen kitchen generated will be directed into the WWTS
at each depot.

The effect of discharge of treated wastewater on the receiving waterway will be
analysed based on two design options of the WWTS (Table 7.5.1-3). The two options
are based on different frequency of vehicle washing. Option A assumes that all ART
vehicles and buses are washed daily, while Option B assumes that each ART vehicle
or bus is washed only about once a week. For the canteen wastewater generation, it
is assumed that all 400 workers at each depot is served one meal a day (400 meals
served per depot per day).
Table 7.5.1-3 : Wastewater Treatment System Design Capacity

Depot Design WWTS (m3/s) Receiving Waterways Compliance*
Option A
Rembus 0.00270 (a) Batang Samarahan B
Batu 12 0.00272 (b) Sg. Sibireh A**
Option B
Rembus 0.00228 (c) Batang Samarahan B
Batu 12 0.00228 (c) Sg. Sibireh A**
Note:
(a)Assuming that 24 ART vehicles and 45 buses are washed daily & 400 meals are served daily at Rembus depot
(b)Assuming that 25 ART vehicles and 45 buses are washed daily & 400 meals are served daily at Batu 12 depot
(c)Assuming that 4 ART vehicles and 10 buses are washed daily & 400 meals are served daily at both depots
*Compliance to Environmental Quality (Industrial Effluent) Regulations 2009

** BOD and COD should comply with more stringent limits
7.5.1.3 Prediction of TSS, BOD, COD, O&G and NH3-N Concentration in

the River
1. Assessment Method
To assess the impacts of sewage discharge (from stations and depots) and wastewater
(from depots only) to the receiving waterways, a mixing model was applied to assess
the changes in TSS, BOD, COD, O&G as well as NH3-N concentrations. The
assessment was conducted for the following scenarios:
Scenario 1(Normal):
Sewage treatment systems will discharge treated sewage that meets Standard B
limits of the Environmental Quality (Sewage) Regulations 2009 during 30% baseline
flow conditions.
Sewage treatment systems will discharge treated sewage that meets Standard A
limits of the Environmental Quality (Sewage) Regulations 2009 during 30% baseline
flow conditions for Batu 12 depot.
Wastewater treatment system will discharge treated wastewater that meets Standard
B limits of the Environmental Quality (Industrial Effluent) Regulations 2009 during
30% baseline flow conditions.

Wastewater treatment system will discharge treated wastewater that meets Standard
A limits of the Environmental Quality (Industrial Effluent) Regulations 2009 during
30% baseline flow conditions for Batu 12 depot.
Scenario 2 (Worst Case):
Sewage treatment systems will discharge raw sewage quality during 30% baseline
flow conditions.
Wastewater treatment system will discharge raw washing wastewater during 30%
baseline flow conditions.
The Hydrological Procedure No. 12 could not be applied in this assessment to obtain
low flow conditions due to its limited applicability to rivers only in Peninsular
Malaysia. Therefore, an alternative method was proposed to determine the low flow
of the ungauged study area, known as the Tennant Method.
The Tennant Method is a widely practiced historical flow method applied in the
United States. The method is an Ecological Flow (EF) assessment, where the
percentage of natural flow required to maintain or restore the structure and
functional integrity of aquatic ecosystems at near natural level is determined
arithmetically (Li and Ling, 2014).
The threshold minimum flow will then be obtained by taking a certain percent of the
baseline flow. The conventional method applies different percentage criteria
according to the winter and summer seasons (Parker and Armstrong, 2016). In the
context of this study, the minimum flow criteria for the summer season were applied
in this assessment (Table 7.5.1-4).
Table 7.5.1-4 : Minimum Flow Criteria During Summer Months

Mean Discharge (%) Habitat condition
40 Good
30 Fair
10 Poor
Adapted from Parker and Armstrong (2016)
A discharge rate of 30% was selected as the minimum threshold flow as habitat
conditions will still remain within “Fair” conditions. The Tennant method applied in
this assessment is supported by another study conducted in the Caribbean and
Pacific tropical islands. The study surmised that dry weather flow (95% exceedance)
was indicated as about 30% of average flow (Hooper, 1986).

Modelling Method
The impacts during the operation stage for the given scenarios was assessed through
a mixing model. The inputs for the mixing model are shown in Table 7.5.1-5. The
following assumptions and criteria were made for the mixing model:
• Sewage and wastewater discharged from the SSTS and WWTS with receiving
water body is assumed to be completely mixed at the discharge/confluence
points.
• Pollutants of concern are biochemical oxygen demand (BOD), chemical
oxygen demand (COD), oil and grease (O&G), ammoniacal nitrogen (NH3-N)
and total suspended solids (TSS).
• Other point/diffuse sources along and leading into the receiving waterbodies
were not considered.
Chart 7.5.1-1 : Discharge of Treated SSTS Sewage and WWTS Wastewater into
Receiving Waterway
The expected BOD, COD, O&G, TSS and NH3-N concentration after the sewage and
wastewater discharge mixed with the receiving water are calculated as:
𝐶0 𝑄0 + 𝐶1 𝑄1 = 𝐶𝑓 𝑄𝑓
𝐶0 𝑄0 + 𝐶1 𝑄1
𝐶𝑓 =
𝑄𝑓
C0 = concentration upstream (mg/L) Q0 = flow rate upstream (m3/s)

C1 = concentration of pollutant from Q1 = flow rate of discharge from
Project (mg/L) Project (m3/s)
Cf = concentration after mixing Qf = flow rate after mixing (m3/s)
(mg/L)

Table 7.5.1-5 : Mixing Model Inputs
ART Facility / River Flowrate: 30% SSTS Discharge WWTS Discharge Baseline River Water Quality (mg/L) SSTS and WWTS Discharge Quality
River/Waterway Baseline (m3/s) Flowrate (m3/s) Flowrate (m3/s) BOD COD TSS NH3-N O&G Scenario 1 Scenario 2
Option A: Sewage (Standard B)
Rembus Depot: 0.00270 • BOD = 50 mg/L
10.82 0.0003 5 14 188 4.2 <0.5
Batang Samarahan Option B: • O&G = 10 mg/L
0.00228 • TSS = 100 mg/L
• NH3-N = 20 mg/L
Station SM 14:
10.59 0.0004 - 15 - 20 18.2 <0.5 Sewage (Standard A)* Raw Sewage
Sg. Sarawak
• BOD = 20 mg/L • BOD = 250 mg/L
• O&G = 5 mg/L • TSS = 300 mg/L
Option A: • TSS = 50 mg/L • NH3-N = 30 mg/L
Batu 12 Depot: 0.00272 • NH3-N = 10 mg/L • O&G = 50 mg/L
0.0071 0.0003 5 18 109 3.64 <0.5
Sg. Sibireh Option B:
0.00228 Wastewater (Standard B) Raw Wastewater
• BOD = 50 mg/L • BOD = 471 mg/L(1)
• O&G = 10 mg/L • COD = 1,247 mg/L(1)
• COD = 200 mg/L • O&G = 78 mg/L(2)
• TSS = 100 mg/L • TSS = 2,535 mg/L(1)
Station IS 1:
0.11185 0.0004 - 11 - 9 3.64 <0.5
Sg. Tabuan Wastewater (Standard A)*
• BOD = 20 mg/L
• O&G = 1 mg/L
• COD = 80 mg/L
• TSS = 50 mg/L
Note: (1) Clean vehicles, polluted waters: empirical estimates of water consumption and pollution loads of carwash industry (Monney, Donkor and Buamah, 2020)
(2) Pollutants Characterisation of Car Wash Wastewater (Hashim and Zayadi, 2016)
(*) only for Sg. Sibireh (Batu 12 Depot)

2. Assessment Results
2.1 Line 1: Rembus to Hikmah Exchange
a) Batang Samarahan (Receiving Discharges from Rembus Depot)
The assessment for Batang Samarahan was conducted to predict the impact of
discharges from the SSTS and WWTS during the operations of the Rembus Depot.
The predicted concentration of biochemical oxygen demand (BOD), chemical oxygen
demand (COD), ammoniacal nitrogen (NH3-N), oil and grease (O&G) and
suspended solids from the discharge of sewage and wastewater for both scenarios
are summarised in Table 7.5.1-6 to Table 7.5.1-8.
Sewage
The predicted concentrations of BOD, TSS, O&G and NH3-N from the discharge of
sewage (120 PE) in Batang Samarahan under the given scenarios are summarized in
Table 7.5.1-6.
Table 7.5.1-6 : Predicted BOD, TSS and NH3-N Levels in Batang Samarahan from Sewage
Discharge
Concentration in River Water
Receiving
Parameters (mg/L) Remarks
Waterway
Baseline Predicted Change
Scenario 1: Treated Sewage Discharge (120 PE)
BOD 5 5 Baseline condition
Rembus
TSS 188 188 remains unchanged: BOD
Depot: No
O&G <0.5 <0.5 within Class III; TSS at
Batang change
Class IV; O&G at Class II;
Samarahan NH3-N 4.2 4.2
NH3-N within Class V.
Scenario 2: Raw Sewage Discharge (120 PE)
BOD 5 5 Baseline condition
Rembus
TSS 188 188 remains unchanged:
Depot: No
O&G <0.5 <0.5 BOD within Class III; TSS
Batang change
at Class IV; O&G at Class
Samarahan NH3-N 4.2 4.2
II; NH3-N at Class V.
Scenario 1: Sewage treatment systems will discharge treated sewage that meets
Standard B limits of the Environmental Quality (Sewage) Regulations 2009 under
30% of baseline flow conditions.
The baseline BOD, TSS, O&G and NH3-N concentration of Batang Samarahan is
predicted to remain within Classes III, IV, II and V of the National Water Quality
Standards (NWQS) respectively. All four parameters were estimated to not
demonstrate a change in concentrations. This can be attributed to the larger discharge
of Batang Samarahan relative to the sewage being discharged.

Scenario 2: Sewage treatment systems will discharge raw sewage quality during
The baseline BOD, TSS, O&G and NH3-N concentration are predicted to remain
within Classes III, IV, II and V of the NWQS respectively. The introduction of raw
sewage to the river under the given condition is estimated to not result in a change
in concentrations for the three parameters.
Wastewater Discharge Based on Option A

The predicted concentrations of BOD, COD, O&G and TSS from the discharge of
wastewater in Batang Samarahan under the given scenarios based on Option A (24
ART vehicles and 45 buses washed daily) are summarized in Table 7.5.1-7.
Wastewater Discharge for Option A
Receiving
Waterway
Scenario 1: Treated Wastewater Discharge
BOD 5 5
Baseline condition
remains
COD 14 14 unchanged:
Rembus Depot:
No BOD within Class
Batang
change III; COD within
Samarahan
O&G <0.5 <0.5 Class II; O&G
within Class II; TSS
within Class IV.
TSS 188 188
Scenario 2: Raw Wastewater Discharge
BOD 5 5.1 +0.1

Baseline condition
remains
COD 14 14.2 +0.2 unchanged:
Rembus Depot:
BOD within Class
Batang
III; COD within
Samarahan No
change
within Class IV.
TSS 188 188.3 +0.3

Scenario 1: Wastewater treatment system will discharge treated wastewater that
meets Standard B limits of the Environmental Quality (Industrial Effluent)
Regulations 2009 during 30% of baseline flow.
The baseline concentrations of BOD, COD, O&G and TSS are predicted to remain
within Classes III, II, II and IV of the NWQS respectively.
Scenario 2: Wastewater treatment system will discharge raw wastewater during 30%
of baseline flow.
within Classes III, II, II and IV of the NWQS respectively. Concentrations of BOD is
estimated to increase by 0.1 mg/L, concentrations of COD to increase by 0.2 mg/L
and concentrations of TSS to increase by 0.3 mg/L.
Wastewater Discharge Based on Option B

The predicted concentration of BOD, COD, O&G and TSS from the discharge of
wastewater in Batang Samarahan under Scenario 1 based on Option B (4 ART
vehicles and 10 buses washed daily) are summarized in Table 7.5.1-8.
Wastewater Discharge for Option B
Receiving
Waterway
BOD 5 5
Baseline condition
remains
COD 14 14 unchanged:
Rembus Depot:
No BOD within Class
Batang
change III; COD within
Samarahan
within Class IV.
TSS 188 188
Scenario 1: Wastewater treatment system will discharge treated wastewater that

meets Standard B limits of the Environmental Quality (Industrial Effluent)
Regulations 2009 during 30% of baseline flow.
within Classes III, II, II and IV of the NWQS respectively. The parameters are
predicted to not demonstrate a change in concentrations.

Summary
The SSTS and WWTS at Rembus Depot are assumed to discharge treated sewage and
treated wastewater from either Options A or B, according to Standard B, at the same
time into Batang Samarahan. Based on the water quality assessment, the river water
quality will not be significantly impacted, as the baseline conditions are predicted to
remain unchanged, and concentrations of the selected parameters are predicted to
remain within the baseline quality of Classes II to V.
The concentrations of BOD, COD, TSS, O&G and NH3-N in Batang Samarahan are
predicted to not be impacted in the worst-case scenario (30% of baseline flow),
primarily due to Batang Samarahan flow rate being significantly larger than the
combined sewage and wastewater flow rate from the SSTS and WWTS (Refer to
Table 7.5.1-5).
Nevertheless, the discharges of sewage and wastewater from the Rembus Depot are
also not expected to cause any significant water quality impacts due to the absence
of beneficial uses or sensitive receptors downstream.
b) Sg. Tabuan (Receiving Discharge from Station IS 1)
The assessment for Sg. Tabuan was conducted to predict the impact of the sewage
treatment system discharges from the operation of the Station IS 1 at Simpang Tiga.
The predicted concentration of BOD, TSS, O&G and NH3-N from the sewage
treatment system discharges in Sg. Tabuan for both given scenarios is summarised
in Table 7.5.1-9.
Table 7.5.1-9 : Predicted BOD, NH3-N and TSS Level in Sg. Tabuan
Receiving
Waterway
BOD 11 11.1 +0.1 Baseline condition
remains unchanged:
TSS 9 9.3 +0.3
Station IS 1: BOD within Class IV; TSS
Sg. Tabuan No within Class I; O&G
O&G < 0.5 < 0.5
change within Class II; NH3-N
NH3-N 3.6 3.7 +0.1 within Class V.
BOD 11 11.9 +0.9 Baseline condition
TSS 9 10.0 +1.0 remains unchanged:
Station IS 1: No BOD within Class IV; TSS
O&G < 0.5 < 0.5
Sg. Tabuan change within Class I; O&G
within Class II; NH3-N
NH3-N 3.6 3.7 +0.1
within Class V.

Standard B limits of the Environmental Quality (Sewage) Regulations 2009 during
The baseline concentrations of BOD, TSS, O&G and NH3-N is predicted to remain
within Class IV, I, II and V of the NWQS respectively. The concentration of BOD in
the river is estimated to increase by 0.1 mg/L, concentrations of TSS to increase by
0.3 mg/L and concentrations of NH3-N is estimated to increase by 0.1 mg/L.
The baseline concentrations of BOD, TSS, O&G and NH3-N is predicted to remain
within Class IV, I, II and V of the NWQS respectively. The concentration of BOD in
the river is estimated to increase by 0.9 mg/L, concentrations of TSS to increase by
1.0 mg/L while concentrations of NH3-N to increase by 0.1 mg/L.
Summary
The operations of Station IS 1 is not expected to result in any impacts to sensitive

receptors downstream of the alignment due to the absence of identifiable beneficial
users. Discharge of treated sewage in accordance to Standard B of the respective
regulation does not result in significant changes to the river water quality.
The river water quality is not expected to be impacted during the worst-case scenario.
The BOD, TSS, O&G and NH3-N levels are expected to remain within the baseline
levels of Classes IV, I, II and V respectively.
It should be noted that despite Sg. Tabuan’s smaller capacity and subsequent
reduced assimilative capacity, the channelization of the river allows for a higher flow
rate. Pollutants introduced into the waterway may not be retained for a long period
of time as a result of the higher flow rate, allowing baseline water quality levels to be
maintained.
c) Sg. Sarawak (Receiving Discharge from Station SM 14)
The assessment for Sg. Sarawak was conducted to predict the impact of the sewage
treatment system discharge from the operation of Station SM 14 at Hikmah Exchange.
The predicted concentration of BOD, TSS, O&G and NH3-N from sewage treatment
system discharge into Sg. Sarawak for both scenarios is summarised in Table 7.5.1-
10.

Table 7.5.1-10 : Predicted BOD, NH3-N and TSS Level in Sg. Sarawak
Receiving
Waterway
BOD 15 15 Baseline conditions
Station SM
O&G <0.5 <0.5 No BOD within Class V; TSS
14:
change within Class I; O&G
Sg. Sarawak
NH3-N 18.2 18.2 within Class II; NH3-N
within Class V.
BOD 15 15 Baseline conditions
Station SM
O&G <0.5 <0.5 No BOD within Class V; TSS
14:
change within Class I; O&G
Sg. Sarawak
NH3-N 18.2 18.2 within Class II; NH3-N
within Class V
Standard B limits of the Environmental Quality (Sewage) Regulations 2009 under
The concentrations of BOD, TSS, O&G and NH3-N are predicted to remain in Classes
V, I, II and V of the NWQS respectively. The parameters are predicted to not
demonstrate a change in concentrations. This may be attributed to Sg. Sarawak’s
larger capacity and larger dilution capability relative to the sewage being discharged.
The concentrations of BOD, TSS, O&G and NH3-N are predicted to remain within
Classes V, I, II and V of the NWQS respectively. The concentration of the parameters
BOD, TSS, O&G and NH3-N is in the river is predicted to remain unchanged.
Summary
The impact from 50 mg/L of BOD, 100 mg/L of TSS, 10 mg/L of O&G and 20 mg/L
of NH3-N into the receiving river is not expected to result in the deterioration of Sg.
Sarawak river water quality due to the larger river flow and capacity of the river. The
implementation of mitigation measures to ensure discharge quality of BOD, TSS,
O&G and NH3-N according to Standard B of the Environmental Quality (Sewage)
Regulations is important in maintaining river water quality.
The concentrations of BOD, TSS, O&G and NH3-N in Sg. Sarawak is also not
predicted to be significantly impacted in the worst-case scenario. This can be
attributed to the larger river flow and capacity of the receiving river.

2.2 Line 2: Batu 12 to The Isthmus
a) Sg. Sibireh (Receiving Discharge from Batu 12 Depot)
The assessment for Sg. Sibireh was conducted to predict the impact of sewage and
wastewater treatment system discharged from the operation of the Batu 12 depot.
The predicted concentrations of BOD, COD, TSS, O&G and NH3-N from the
discharges of the sewage and wastewater treatment system are summarised in Table
7.5.1-11 to Table 7.5.1-13.
Sewage
The predicted concentration of BOD, NH3-N, O&G and TSS from the discharge of
sewage in Sg. Sibireh under the given scenarios are summarized in Table 7.5.1-11.
Table 7.5.1-11 : Predicted BOD, NH3-N and TSS Level in Sg. Sibireh
Receiving
Waterway
Scenario 1: Treated Sewage Discharge (120 PE) at Standard A
BOD 5 5.6 +0.6 Baseline conditions
TSS 109 109 No remains unchanged:
Batu 12
O&G <0.5 <0.5 change BOD within Class III;
Depot:
TSS within Class III;
Sg. Sibireh
NH3-N 3.64 3.9 +0.3 O&G within Class II;
BOD 5 14.9 +9.9 quality for BOD declines
from Class III to Class V.
Batu 12
TSS 109 116.7 +7.7 Baseline conditions
Depot:
O&G <0.5 0.8 +0.3 remains unchanged:
Sg. Sibireh
NH3-N within Class V
Standard A limits of the Environmental Quality (Sewage) Regulations 2009, under
The concentrations of BOD, TSS, O&G and NH3-N in the river are predicted to
remain within Classes III, III, II and V of the NWQS respectively. The concentrations
of BOD in the river are estimated to increase by 0.6 mg/L and concentrations of NH3-
N in the river is estimated to increase by 0.3 mg/L. The concentrations of TSS in the
river is estimated to remain unchanged.

The concentrations of TSS, O&G and NH3-N in Sg. Sibireh are predicted to remain
within Class III, II and Class V of the NWQS respectively. The concentration of TSS
in the river is estimated to increase by 7.7 mg/L, concentrations of O&G to increase
by 0.3 mg/L while concentrations of NH3-N is estimated to increase by 1.1 mg/L.
Concentrations of BOD in the river under the given scenario is predicted to decline
from Class III to Class V of the NWQS. Concentrations of BOD in the river is
estimated to increase by 9.9 mg/L.
Wastewater Discharge Based on Option A

The predicted concentration of BOD, COD and TSS from the discharge of wastewater
in Sg. Sibireh under the given scenarios based on Option A (25 ART vehicles and 45
buses washed daily) is summarized in Table 7.5.1-12.
Discharge for Option A
Receiving
Waterway
quality for BOD declines
BOD 5 9.1 +4.1
from Class III to Class
IV.
Batu 12
COD 18 35.2 +17.2 quality declines from
Depot:
Class II to Class III
Sg. Sibireh
O&G <0.5 <0.5 Baseline conditions
remains unchanged:
No
O&G remains wihin
TSS 109 109 change
Class II;
TSS within Class III.
COD 18 358.0 +340.0 quality for COD declines
Batu 12
from Class II to Class V.
Depot:
Sg. Sibireh
O&G <0.5 21.8 +21.3 quality for O&G exceeds
Class II.
TSS 109 780.2 +671.2 quality for TSS declines

Scenario 1: Wastewater treatment system will discharge treated water that meets
Standard A limits of the Environmental Quality (Industrial Effluent) Regulations
2009 during 30% of baseline flow.
O&G and TSS concentrations in the river is predicted to remain within Class II and
Class III of the NWQS respectively. The concentration of BOD is predicted to decline
from Class III to Class IV while the concentration of COD is predicted to decline from
Class II to Class III of the NWQS. The concentration of BOD is estimated to increase
by 4.1 mg/L and the concentrations of COD is to increase by 17.2 mg/L.
To maintain baseline BOD and COD concentrations in Sg. Sibireh, the BOD and COD
concentrations from the Project’s wastewater should comply with more stringent
limits than Standard A where it should not exceed 8 mg/L and 43 mg/L respectively
during 30% of baseline flow conditions. Alternatively, the Batu 12 Depot’s WWTS,
including vehicle washing system and canteen kitchen operations, should be
designed for a lower flow rate in order to comply with Standard A and also
minimizing the BOD and COD daily loading in order to minimize impact to Sg.
Sibireh especially during low flow conditions.
Scenario 2: Wastewater treatment system will discharge raw wastewater during 30%
of baseline flow.
The concentration of BOD, COD and TSS is predicted to decline from Classes III, II
and III to Class V. The concentration of O&G is also predicted to exceed Class II
prescribed limits. The concentration of BOD is estimated to increase 128.9 mg/L,
COD to increase by 340.0 mg/L, O&G to increase by 21.3 mg/L and TSS is estimated
to increase by 671.2 mg/L.

Wastewater Discharge Based on Option B
The predicted concentration of BOD, COD, O&G and TSS from the discharge of
wastewater in Sg. Sibireh under Scenario 1 based on Option B (4 ART vehicles and
10 buses washed daily) are summarized in Table 7.5.1-13.
Discharge for Option B
Receiving
Waterway
quality for BOD declines
BOD 5 8.6 +3.6
from Class III to Class
IV.
Batu 12 Estimated baseline water
Depot: COD 18 33.1 +15.1 quality declines from
Sg. Sibireh Class II to Class III
O&G < 0.5 <0.5 Baseline conditions
No remains unchanged:
TSS 109 109.0 change O&G within Class II;
TSS within Class III.
Scenario 1: Wastewater treatment system will discharge treated water that meets
Standard A limits of the Environmental Quality (Industrial Effluent) Regulations
2009 during 30% of baseline flow.
O&G and TSS concentrations in the river are predicted to remain within Class II and
Class III of the NWQS respectively. Concentrations of O&G and TSS are predicted to
remain unchanged. The concentration of BOD and COD is predicted to decline from
Classes III and II to Classes IV and III of the NWQS. The concentration of BOD is
estimated to increase by 3.6 mg/L while the concentrations of COD is to increase by
15.1 mg/L.
To maintain baseline BOD and COD levels in Sg. Sibireh, the BOD and COD
contribution from the Project’s wastewater should comply with more stringent limits
than Standard A where it should not exceed 7 mg/L and 46 mg/L respectively
during 30% of baseline flow conditions.
Summary
Discharge of treated sewage (Scenario 1) is predicted to not result in significant

impacts to the river water quality of Sg. Sibireh. In the worst-case scenario (Scenario
2 or 30% baseline flow) for sewage, concentrations of BOD in Sg. Sibireh is predicted
to decline from Class III to Class V. To maintain BOD level at Sg. Sibireh at Class III,
the BOD concentration in the Project’s treated sewage at this location should not
exceed 25 mg/L during the low flow (30%of baseline flow conditions).

For discharge of treated wastewater, under Scenario 1 the concentration of BOD is
predicted to decline from Class III to Class IV, and COD to decline from Class II to
Class III for both Options A and B.
In the worst-case scenario (Scenario 2) for wastewater, concentrations of BOD, COD

and TSS are predicted to decline from Classes III, II and III to Class V. Concentrations
of O&G were also predicted to exceed Class II’s prescribed limits.
Treated sewage from the SSTS and wastewater (from either Option A or B) from the
WWTS is assumed to be discharged as a combined flow into the river. River water
quality will be maintained when treated sewage complies with Standard A
(Environmental Quality Sewage Regulation 2009) and wastewater is discharged at
Standard A (Environmental Quality Industrial Effluent Regulation 2009) but with
more stringent limits for BOD and COD concentrations.
concentrations from the Project’s sewage and wastewater are proposed to comply
with more stringent limits than Standard A, i.e. BOD not exceeding 7 mg/L and COD
not exceeding 46 mg/L, during 30% of baseline flow conditions. Alternatively, the
Batu 12 Depot WWTS should be designed for a lower discharge flow rate in order to
reduce the BOD and COD daily loading, such that the treated wastewater discharge
can comply with Standard A and still not cause any deterioration in the baseline
conditions of Sg. Sibireh especially during low flow conditions.
Therefore, it is also recommended that treated wastewater be discharged into Sg.

Sibireh according to Option B, i.e. reduced frequency of vehicle washing. The smaller
flow of Option B will ensure that the water quality of the river is maintained. Proper
implementation and maintenance of mitigation measures will ensure that the worst-
case scenario for sewage and wastewater will be unlikely to occur.
Nevertheless, despite the potential water quality impacts on Sg. Sibireh due to its low
baseline flow rate and low capacity, the operation of the Batu 12 Depot is not
expected to result in any major water quality issues as there are no sensitive receptors
or identified beneficial users downstream.
A summary of the modelled river water quality during the operation stage is
provided in Table 7.5.1-14.

Table 7.5.1-14 : Summary of Modelled River Water Quality During the Operation Stage
Areas/Construction Parameters Remarks
Activity
LINE 1: REMBUS TO HIKMAH STATION
a. Batang Samarahan (Receiving Discharges From Rembus Depot)
SEWAGE
BOD 5 5 Baseline condition remains
unchanged:
Rembus Depot: TSS 188 188 BOD within Class III;
No change
Batang Samarahan TSS at Class IV;
O&G <0.5 <0.5 O&G at Class II;
NH3-N 4.2 4.2 NH3-N within Class V.
unchanged:
Rembus Depot: TSS 188 188 BOD within Class III;
No change
Batang Samarahan TSS at Class IV;
O&G <0.5 <0.5
O&G at Class II;
NH3-N 4.2 4.2 NH3-N within Class V.
WASTEWATER DISCHARGE BASED ON OPTION A
unchanged:
Rembus Depot: COD 14 14 BOD within Class III;
No change
Batang Samarahan O&G <0.5 <0.5 COD within Class II;
O&G within Class II;
TSS 188 188 TSS within Class IV

Activity
BOD 5 5.1 +0.1 Baseline condition remains
COD 14 14.2 +0.2 unchanged:
Rembus Depot: O&G <0.5 <0.5 No change BOD within Class III;
Batang Samarahan COD within Class II;
TSS 188 188.3 +0.3 O&G within Class II;
TSS within Class IV
WASTEWATER DISCHARGE BASED ON OPTION B
Scenario: Treated Wastewater Discharge
unchanged:
Rembus Depot: COD 14 14 BOD within Class III;
No change
Batang Samarahan O&G <0.5 <0.5 COD within Class II;
TSS 188 188 TSS within Class IV
b. Sg. Tabuan (Receiving Discharges From Station IS1)
SEWAGE
TSS 9 9.3 +0.3 unchanged:
Station IS1: O&G <0.5 <0.5 No change BOD within Class IV;
Sg. Tabuan TSS within Class I;
Station IS1: BOD 11 11.9 +0.9

Activity
Sg. Tabuan TSS 9 10.0 +1.0 Baseline condition remains
O&G <0.5 <0.5 No change unchanged:
BOD within Class IV;
TSS within Class I;
NH3-N 3.6 3.7 +0.1
c. Sg. Sarawak (Receiving Discharges From Station SM14)
SEWAGE
TSS 20 20 unchanged:
Station SM14: O&G <0.5 <0.5 BOD within Class V;
No change
Sg. Sarawak TSS within Class I;
NH3-N 18.2 18.2 O&G within Class II;
Station SM14: O&G <0.5 <0.5 BOD within Class V;
No change
Sg. Sarawak TSS within Class I;
NH3-N 18.2 18.2 O&G within Class II;
LINE 2: BATU 12 TO THE ISTHMUS
a. Sg. Sibireh (Receiving Discharges From Batu 12 Depot)
SEWAGE
Scenario 1: Treated Sewage Discharge (120 PE) at Standard A

Activity
No change
Batu 12 Depot: O&G <0.5 <0.5 BOD within Class III;
Sg. Sibireh TSS within Class III;
NH3-N 3.64 3.9 +0.3 O&G at Class II;
Batu 12 Depot: TSS 109 116.7 +7.7 Baseline condition remains
Sg. Sibireh O&G <0.5 0.8 +0.3 unchanged:
WASTEWATER DISCHARGE BASED ON OPTION A
Scenario 1: Treated Wastewater Discharge at Standard A
from Class III to Class IV.
Batu 12 Depot:
Sg. Sibireh
from Class II to Class III.
O&G <0.5 <0.5 Baseline condition remains
No change unchanged:
TSS 109 109

Activity
TSS within Class III
Batu 12 Depot: from Class II to Class V.
Sg. Sibireh Estimated baseline water
O&G <0.5 21.7 +21.2 quality for O&G exceeds
Class II.
TSS 109 780.2 +671.2 quality for TSS declines
WASTEWATER DISCHARGE BASED ON OPTION B
Scenario: Treated Wastewater Discharge at Standard A
Batu 12 Depot: COD 18 33.1 +15.1 quality for COD declines
Sg. Sibireh from Class II to Class III.
O&G <0.5 <0.5 Baseline condition remains
unchanged:
No change
TSS 109 109.0 O&G within Class II;
TSS within Class III


As summarized in Table 7.5.1-14, sewage will be discharged from the Rembus Depot
(Sg. Batang Samarahan), Station IS 1 (Sg. Tabuan) and Station SM 14 (Sg. Sarawak)
in Line 1. No concentration increment is predicted at Sg. Batang Samarahan and
Sg. Sarawak as the river will maintain its existing baseline water quality. However,
only the river water quality of Station IS 1’s receving river, Sg. Tabuan, is predicted
to exhibit increase in the concentrations of the parameters BOD, TSS and NH3-N in
both scenarios. Despite the increase in concentration, BOD, TSS and NH3-N will
remain within their respective classes of Class IV, I and V. Wastewater will also be
discharged from Rembus Depot into Batang Samarahan. Due to the larger capacity
of Batang Samarahan, the river water quality is predicted to not exhibit any changes
in all three tested scenarios.
For Line 2, sewage will be discharged from the Batu 12 Depot, into Sg. Sibireh. In the
tested scenarios, the following changes were observed:
• Scenario 1:
Concentrations of BOD and NH3-N is predicted to increase, but will remain
within their respective classes of Class III and V.
• Scenario 2:
Concentrations of all the tested parameters BOD, TSS, O&G and NH3-N is
estimated to increase with the estimated baseline water quality for BOD to
decline from Class III to Class V.
Wastewater will also be discharged from the Batu 12 Depot into Sg. Sibireh. Due to
the smaller capacity of Sg. Sibireh, the river water quality is predicted to change for
all three tested scenarios. Wastewater discharged according to Option B is predicted
to exhibit the smallest change to river water quality, with the following changes
observed:
• Concentration of COD is estimated to increase with the baseline water quality

for COD to decline from Class II to Class III; and
• Concentration of BOD is estimated to increase with the baseline water quality
for BOD to decline from Class III to Class V.
concentrations from the Project’s wastewater should comply with more stringent
limits than Standard A where it should not exceed 8 mg/L and 43 mg/L respectively.
Alternatively, the Batu 12 Depot’s WWTS, including vehicle washing system and
canteen kitchen operations, should be designed for a lower flow rate in order to
comply with Standard A and also minimizing the BOD and COD daily loading in
order to minimize impact to Sg. Sibireh especially during low flow conditions.

7.5.1.4 Spillage
Spillage during the operation stage could consist of the spillage of spent lubricants
and chemicals during maintenance operations at the Rembus and Batu 12 depots. Oil
and grease residues from the routine maintenance conducted at these locations, if not
properly handled, can cause the following water pollution issues:
• Surface water contamination

• Ground water contamination
• River sedimentation in the event of rainfall whereby contaminated soil will
be washed off to the nearby drains/waterways
• Impairment of recreational use of surface waters
7.5.1.5 Floatables
Floatables such as plastic wastes, generated during the operation stage could consist
of litter from passengers and solid wastes from maintenance activities at the depots
and stations. If not properly handled, these floatables can cause the following water
pollution issues:
• Modification of habitat structures from accumulated trash and debris,

resulting in habitat alterations; and
• Decreased light levels in underlying waters causing reduced oxygen levels
However, with proper implementation and maintenance of mitigation measures, the

impacts of floatables on the river water quality is expected to be minimal.
7.5.2 FLOODING
As mentioned in Section 7.4.3, flooding issues due to discharge from upstream is a

regional issue that has to be addressed as a regional basin-based solution and is
beyond the scope of this project.
However, there are a few possibilities that could aggravate the current flood
condition during the operational stage of the Project mainly due to:
• Increase in impervious surface area

• Presence of piers in the river
• Interference with existing drainage system

Increase in Impervious Surface Area
The development of the Project will introduce impermeable surfaces that will
eliminate rainfall infiltration into the ground. This will increase the flow of surface
water run-off and overwhelm the existing drainage system especially during heavy
rainfall.
About 80% of the total length of Line 1 and Line 2 will be elevated which requires
small footprint, thus significantly reducing the impermeable surface area as
compared to at-grade sections hence decreasing the possibility of aggravating
existing flood risk. As for the at-grade section (20%), since the alignment will be built
along existing roads and built-up areas, the introduction of permeable surfaces is
minimal. This is also true for the stations as the footprint required is small (estimated
about 0.3 acres each).
However, both Rembus and Batu 12 depots require a larger footprint, estimated
about 80 acres each. This will introduce larger impermeable surface area which
would increase surface runoff in the local area, contributing to increased flows in the
vicinity if there are no surface runoff control measures.
Presence of Piers in the River
Line 1 and Line 2 will span across rivers/streams over existing culverts or bridges.
With the exception of Sg. Kuap, no piers are expected to be introduced into the
existing flow system, thus minimal impact to the stream or river flow is anticipated.
Piers are expected to be constructed to support Line 1 as it crosses Sg. Kuap (width
of approx. 190 m). The ART bridge crossing is expected to be constructed upstream
of the existing double carriage road bridge. The existing road bridge has three sets of
piers spanning across Sg. Kuap (Plate 7.5.2-1). At this stage, no details on the crossing
support are available.
With structures introduced into the river, some changes to the flow which may affect
the current flood risk can be anticipated.
Interference with Surrounding Drainage System
At densely populated areas (especially at Kuching city center) with complex

drainage network, high intensity short duration rainfall may cause flash floods
during the operation stage of the Project. If inadequate drainage system is provided
along the ART lines, this will overload the capacity of the existing drainage network.
In another case, culvert choking proved to be one of the major causes of flash floods
in low lying areas of the catchment. The low capacity of the culvert would cause
backwater effect as the water collects at the inlet and to a certain point, overflows
and causes flooding.

Plate 7.5.2-1 : Sg. Kuap Road Bridge
7.5.2.2 Flood Assessment Method
Similar to impact assessment during construction stage in Section 7.4.3, a simple

matrix assessment was carried out to obtain a general overview of the probability of
flood risk along Line 1 and Line 2 during operation stage. The criteria considered are
as follows:
• Vulnerability – Past flood incidents’ distance from Line 1 and Line 2

• Hazard – Recorded depth of flood
• Occurrence – Frequency of past flood incident
• Exposure – Structure type
Each criterion will have its own weightage score and the magnitude was determined
by the product of all four criteria (summarized in Table 7.5.2-1).

Table 7.5.2-1: Criteria and Scoring for Flood Risk Assessment
Note:
a- higher risk nearer to the alignment
b-higher risk at higher depth of flood
c-higher risk at higher frequency of flood event
d-higher risk at larger structure footprint
Flood risks during operation stage within 1 km of Line 1 and Line 2 at existing flood
affected areas (as reported by DID Sarawak) are shown in Table 7.5.2-2 and Table
7.5.2-3, as determined based on the aforementioned criteria.

Table 7.5.2-2 : List of Potential Receptors and its Respective Flood Risk along Line 1
Risk
(C1*C2*C3*C4)
No. Location
Distance Depth of Structure Total
(km) flood (m) Type Score
Segment 1A: Rembus (Provisional) Station to Station SM 1 (including depot)
1 Kg. Rembus 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Depot 0.5 0.09 Low
2 Kg. Sindang >0.5 - 1.0 0.5 >0.6 1.0 1 0.25 At grade 0.375 0.05 Low
3 Taman Desa Ilmu 0 – 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 At grade 0.375 0.07 Low
4 Kg. Entingan 0 - 0.5 1.0 >0.6 1.0 1 0.25 At grade 0.375 0.09 Low
5 Fakulti Perubatan Unimas >0.5 - 1.0 0.5 >0.3 – 0.6 0.75 2 0.5 At grade 0.375 0.07 Low
6 INTAN roundabout 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.25 0.05 Low
7 Unimas Entrance 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.25 0.05 Low
8 Taman Uni Central 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.25 0.05 Low
9 Kg. Sg. Laru 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.25 0.05 Low
10 Kg. Sg. Nada Muara Tabuan >0.5 - 1.0 0.5 >0.3 – 0.6 0.75 1 0.25 Elevated 0.25 0.02 Low
11 Jalan Urat Mata 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.25 0.05 Low
13 Jalan Wan Alwi 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.25 0.05 Low
14 Jalan Tabuan Dayak 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.25 0.05 Low
15 Kg. Tabuan Dayak 0 - 0.5 1.0 >0.3 – 0.6 0.75 7 1.0 Elevated 0.25 0.19 Low
16 Jalan Chawan >0.5 - 1.0 0.5 >0.6 1.0 1 0.25 Elevated 0.25 0.03 Low
18 Jalan Mendu 0 - 0.5 1.0 >0.3 – 0.6 0.75 4 1.0 Elevated 0.25 0.19 Low
19 Jalan Lumba Kuda >0.5 - 1.0 0.5 0 – 0.3 0.5 1 0.25 Elevated 0.25 0.02 Low

Risk
(C1*C2*C3*C4)
No. Location
20 Jalan Ellis >0.5 - 1.0 0.5 >0.3 – 0.6 0.75 2 0.5 Elevated 0.25 0.05 Low
Segment 1D: Station IS 1 to Station SM 14 (cont’d)
23 SMK Batu Lintang 0 - 0.5 1.0 0 – 0.3 0.5 3 1.0 Elevated 0.25 0.13 Low
25 Batu Lintang 0 - 0.5 1.0 >0.3 – 0.6 0.75 2 0.5 Elevated 0.25 0.09 Low
26 Jalan Rock >0.5 - 1.0 0.5 >0.3 – 0.6 0.75 2 0.5 Elevated 0.25 0.05 Low
27 Taman Bong Chin 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.25 0.05 Low
28 Bormill Estate >0.5 - 1.0 0.5 0 – 0.3 0.5 1 0.25 Elevated 0.25 0.03 Low
29 Komplex Sukan Jalan Green 0 - 0.5 1.0 >0.6 1.0 1 0.25 Elevated 0.25 0.06 Low
30 Jalan Tun Ahmad Zaidi Adruce 0 - 0.5 1.0 >0.3 – 0.6 0.75 2 0.5 Elevated 0.25 0.09 Low
31 Ulu Maong >0.5 - 1.0 0.5 0 – 0.3 0.5 1 0.25 Elevated 0.25 0.02 Low
32 Hospital Umum Sarawak 0 - 0.5 1.0 >0.3 – 0.6 0.75 3 1.0 Elevated 0.25 0.19 Low
33 Jalan Green >0.5 - 1.0 0.5 >0.3 – 0.6 0.75 1 0.25 Elevated 0.25 0.02 Low
34 Jalan Tun Abg Haji Openg 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.25 0.05 Low
35 Jalan Badruddin 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.25 0.05 Low
36 Jalan Nanas 0 - 0.5 1.0 >0.3 – 0.6 0.75 2 0.5 Elevated 0.25 0.09 Low
37 Jalan Palm 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.25 0.05 Low
38 SMK St Theresa 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.25 0.05 Low
Jalan Haji Openg – Jalan Taman
39 >0.5 - 1.0 0.5 >0.3 – 0.6 0.75 4 1.0 Elevated 0.25 0.09 Low
Budaya
40 Jalan P Ramlee 0 - 0.5 1.0 >0.3 – 0.6 0.75 3 1.0 Elevated 0.25 0.19 Low
41 Jalan McDougall 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.25 0.05 Low

Risk
(C1*C2*C3*C4)
No. Location
42 Jalan McDougall – Padang Merdeka 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.25 0.05 Low
43 Padang Merdeka 0 - 0.5 1.0 >0.3 – 0.6 0.75 3 1.0 Elevated 0.25 0.19 Low
44 Jalan Gertak (Main Bazaar) 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.25 0.05 Low
45 Jalan Haji Taha 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.25 0.05 Low

Table 7.5.2-3 : List of Potential Receptors and its Respective Flood Risk along Line 2
Risk
(C1*C2*C3*C4)
No. Location
Distance Depth of Type of Total
Segment 2A: Station SR 1 to Station SR 5 (including depot)
1 Padawan 0 - 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.25 0.05 Low
2 Sg. Semenggoh 0 – 0.5 1.0 >0.6 1.0 1 0.25 Elevated 0.25 0.06 Low
3 Jalan Kota Sentosa 0 – 0.5 1.0 0 – 0.3 0.5 1 0.25 Elevated 0.25 0.03 Low
4 Jalan Kuching – Serian 0 – 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.25 0.05 Low
5 Kuarters Persekutuan 0 – 0.5 1.0 >0.3 – 0.6 0.75 2 0.5 Elevated 0.25 0.09 Low
6 Jalan Burung Durian 0 – 0.5 1.0 >0.3 – 0.6 0.75 3 1.0 Elevated 0.25 0.19 Low
7 Jalan Laksamana Cheng Ho >0.5 - 1.0 0.5 >0.3 – 0.6 0.75 2 0.5 Elevated 0.25 0.05 Low
8 Jalan Kenny Hill 0 – 0.5 1.0 >0.3 – 0.6 0.75 1 0.25 Elevated 0.25 0.05 Low
10 Kg. Tabuan Dayak 0 - 0.5 1.0 >0.3 – 0.6 0.75 7 1.0 Elevated 0.25 0.19 Low
13 Jalan Chawan 0 - 0.5 1.0 >0.6 1.0 1 0.25 Elevated 0.25 0.06 Low
16 Taman Chung Hua >0.5 - 1.0 0.5 >0.3 – 0.6 0.75 1 0.25 Elevated 0.25 0.02 Low
17 Jalan Sekama >0.5 - 1.0 0.5 >0.6 1.0 1 0.25 Elevated 0.25 0.03 Low
18 Jalan Pending – Jalan Sg. Periok >0.5 - 1.0 0.5 >0.3 – 0.6 0.75 1 0.25 Elevated 0.25 0.02 Low
19 Jalan Sg. Periok >0.5 - 1.0 0.5 >0.3 – 0.6 0.75 1 0.25 Elevated 0.25 0.02 Low
20 Jalan Bintawa 0 - 0.5 1.0 0 – 0.3 0.5 1 0.25 Elevated 0.25 0.03 Low

Based on the flood risk impact assessment matrix, the flood risks during operation
stage are at low risk. This is expected as 80% of the lines are elevated and generally
built on the existing road network that has well defined drainage system. This will
reduce the probability of intrusion/obstruction of the existing drainage system
which may cause localized flood.
Albeit the low flood risk during operation, adequate mitigation measures shall be
implemented to prevent aggravation of the existing flood risks. The proposed
mitigation measures are discussed in Section 8.4.2.

7.5.3 NOISE & VIBRATION
7.5.3.1 Noise Assessment
Environmental airborne noise propagation from the ART vehicles (pass-by noise Lmax)
is primarily governed by sound emission levels (sound power levels) of the ART
vehicles, distance of the receptors from the ART lanes, relative elevation of the
receptors to the ART lanes, angle of view between a receptor and ART vehicle,
ground absorption, reflection (from buildings, etc.), acoustic shielding (from natural
or manmade barriers, embankment, etc.) and atmospheric absorption.
The cumulative steady state equivalent noise levels (LAeq) are governed by the
vehicles pass-by noise (Lmax), frequency of vehicles (number of vehicles pass-by
events over a specified time period (day and night time periods) and the prevailing
ambient noise levels (baseline day and night LAeq) at the receptors.
Environmental noise modelling requires the noise emission levels of the ART vehicle
pass-by to be quantified.
The primary noise sources from the ART vehicles are tyre-pavement interaction noise.
Amongst one of the merits of the ART system as compared to trains (railway trains)
is lower noise emission as there are no rails and the wheels are rubber tyres. In
essence, noise emissions from the ART vehicles are similar to fuel cell buses and
electric powered buses where noise is generated primarily from tyre-pavement
interaction.
Chart 7.5.3-1 shows the sub-sources of road vehicle noise and the speed dependency
of the sub-sources sound emission levels (Benard and Wayson 2005). Tyre noise
represents the dominating noise source especially in context of decreasing
powertrain noise and increasing trend for electric vehicles (EV). The reported noise
level (dominated by tyre pavement noise) was 73 dBA for vehicle speed at 70 km/hr.
Tyre-pavement interaction noise dominates passenger vehicles with speed above

40km/hr and for trucks with speed of 70 km/hr. Tyre-pavement interaction noise is
recognized as the primary noise source in electric vehicles (Tan Li, Literature review
of tyre-pavement noise and reduction approaches, Journal of VibroEngineering, Vol.
20, Issue 6, 2018, pp 2424-2452).

Chart 7.5.3-1 : Sub-sources of Road Vehicle Traffic Noise
Source: Bernard and Wayson, 2005 (cited by Tan Li, 2018)
Noise data from operational ART vehicles are not readily available in the literature
or public domain due to limited operation of ART systems in the world.
Manufacturer’s data were also not available.
A 3-month pilot testing program of the Iskandar Malaysia Bus Rapid Transit (IMBRT)
was undertaken from early April 2021 involving different models of electric and
biodiesel buses including the ART system. This provided an opportunity for ART
vehicles pass-by noise to be measured locally on Malaysian roads (pavement
surfaces).
Plate 7.5.3-1 : Measurement of ART Noise at Iskandar Malaysia (IMBRT Pilot Testing)

The photograph in Plate 7.5.3-1 shows the ART vehicle pass-by undertaken during a
noise measurement with the sound level meter mounted on a tripod at the road
median. Typical ART vehicles pass-by noise was measured at 73 dBA to 75 dBA at 2
m away (approximate 3.5 m to vehicle centre line). The higher measured noise level
was attributed to prevailing ambient noise. Noise measurements were however
limited to the IMBRT ART vehicle travelling at an approximate constant speed of 50
km/hr only.
For ART vehicle noise emission levels to be adjusted for other speeds (noting that the
KUTS ART system maximum speed is 70 km/hr), speed relationships of tyre
pavement noise from Chart 7.5.3-1 (Benard and Wayson 2005) and also UTM testing
of Electric Vehicle (EV) buses under controlled conditions were used for noise level
speed adjustments determination.
Noise emission levels for EV bus pass-bys had been previously measured by UTM in
a previous assignment for EV buses (undertaken on behalf of a Japanese initiative for
EV buses in Malaysia). Pass-by noise from EV buses were measured in a controlled
test environment (testing at different speeds undertaken in the absence of other noise
sources in an open test site). A photograph of the test measurement set up is shown
in Plate 7.5.3-2. Measurements were undertaken 7.5 m away from the EV bus median
(centre of bus) at 1.2 m above ground level.
Plate 7.5.3-2 : Photograph of Electric Vehicle Bus Test Measurements in Putrajaya
A summary of measured noise levels (averaged from 5 tests measurements for each
test speed) are tabulated in Table 7.5.3-1. Results of the Iskandar Malaysia Bus Rapid
Transit (IMBRT) ART measurements are also tabulated in the table, with ART
vehicles noise emission adjusted for distance and speeds. The EV buses test
measurements and Chart 7.5.3-1 confirmed speed adjustments of 3 dB increase for 10
km/hr speed increase.

Table 7.5.3-1 : Summary of IMBRT ART and EV Bus Noise Emission Levels Measured
Locally
Distance to
Vehicle Pass-By
Speed Vehicle Centre Remarks
Noise (SPL)
Line
Iskandar Malaysia Bus Rapid Transit Pilot Testing (19 April 2021)
50 km/hr (estimated) 3.5 m 73 dBA
Line source distance

50 km/hr 7.5 m 69 dBA
adjustment
Speed adjustments
70 km/hr 7.5 m 76 dBA (+7 dB for 20 km/hr
increase)
Putrajaya Electric Bus Noise Measurements (2019)
20 km/hr 7.5 m 61.7 dBA
6.4 dBA increase for

40 km/hr 7.5 m 68.1 dBA
20 km/hr increase
8.1 dBA increase for
60 km/hr 7.5 m 76.2 dBA
20 km/hr increase
Typical sound frequency spectrum (dB Linear) for tyre pavement noise from the EV
bus testing is given in Chart 7.5.3-2. The noise frequency content showed less
significant low frequency components that are more prominent in internal
combustion engines.
Based on the above Iskandar Malaysia (IMBRT) ART and local EV tests data, sound
emission levels of 76 dBA (at 7.5 m away from alignment median) was used in the
KUTS ART noise modelling. Noise level used for the modelling data input would be
conservative as the average operating speed would be less than the maximum speed
(70 km/hr) assumed in the modelling.
Chart 7.5.3-2 : Typical Sound Frequency Spectrum of EV Bus Noise Emissions
Note: Measured at 7.5 m from EV Bus Median

Source: paultan.org
Plate 7.5.3-3 : Iskandar Malaysia Bus Rapid Transit Pilot Testing (ART)
Source: https://commons.wikimedia.org/wiki/File:Yibin_ART_System_10_12_11_905000.jpeg
Plate 7.5.3-4 : Yibin ART System, Sichuan China
Visual observations from the Iskandar Malaysia Bus Rapid Transit (IMBRT) pilot test
using the ART System, as well as the operational ART system in Yibin, Sichuan,
China (Plate 7.5.3-3 and Plate 7.5.3-4) showed vehicle construction where the wheels
are not exposed (covered by a side skirt). This implied acoustic shielding from the
side skirt with almost minimal exposed tyres and no exposed mechanical equipment
which explained lower ART vehicle noise as compared in EV buses (Table 7.5.3-1).
Environmental noise modelling was undertaken using CadnaA Noise Modelling

Software Version 3.7.123. The noise calculation algorithms in the software are based
on the ISO 961302: “Acoustics- Attenuation of sound propagation outdoors- Part 2 General
method of calculation”. Computations were undertaken in octave band center
frequencies from 63 Hz to 8000 Hz. Resulting total sound pressure level from the line
source of the ART vehicle receptors’ locations were determined.

Sound pressure levels propagated to the environment are basically governed by the
following relationship:
Lp = Lw – Dc – A
where Lp = Sound pressure level, dBA (ref 20 micro Pascals)

Lw = Sound power level, dBA
Dc = Directivity constant (dependent on orientation & location of noise source)
A = Attenuation factor, dBA
The attenuation factor (A) is the cumulative attenuation due to distance and
geometric spreading loss (Adiv) i.e., distance, r of a receiver from the noise source,
atmospheric absorption (Aatm), ground effects (Agr) and other miscellaneous loss
(Amisc). In addition to the above, barrier shielding effects (from physical barriers and
earth berms) offers further sound attenuation (Abarrier). The attenuation factors are as
follows:
Adiv = 20 kg log (r/ro) dB

Aatm = αr / 1000 dB per km
where r = distance from source to receiver (m), ro = is a reference distance (1 m)

kg = geometry constant (=1 for point source, = 0.5 for line source, = 0 for plane source)
αr = atmospheric absorption constant, dB
The constant αr is dependent on atmospheric conditions as defined in ISO 9613 Part

1. The ground effects (Agr) are given in Equation 8.5 of ISO 9613 – Part 2, and barriers
loss (Abarrier) are given in Equation 8.6 to 8.11 in ISO 9613 – Part 2 Calculations.
Atmospheric conditions of relative humidity 70% and average outdoor temperature
30 degrees Celsius were assumed in the calculations.
The KUTS ART vehicle noise was modelled as a line source in a 3-dimensional spatial
model with buildings and receptors of interest represented in the geometric model.
The geometrical shape of the elevated ART viaducts was based on the project
viaducts design of the box girder dimensions and standard parapet (0.5 m height
included in the model). Physical buildings were included in the geometric model
(assumed with multiple acoustic reflections). Elevated viaducts heights above
ground were based on the Project design information. At-grade alignment was based
on un-shielded sound propagation. Underpass along the alignment was assumed as
an open passage way.
Computational noise models were developed for transient pass-by to determine

instantaneous noise Lmax upon which noise contours for Lmax were generated. KUTS
ART vehicles pass-by Lmax events together with the number of vehicles per hour were
then used to determine the continuous equivalent LAeq noise levels when combined
with the measured existing baseline. The resulting (cumulative) LAeq day and night
levels at the respective receptors were thus determined accordingly.

Noise modelling was undertaken along both Line 1 and Line 2 based on an assumed
constant speed of 60 km/hr to 70km/hr in accordance to design parameters for this
Project, with an assumed sound emission level of 76 dBA (at 7.5 m from median).
Both lines were subdivided into segments for the modelling for ease of computations
and reporting.
Noise propagation maps for ART vehicles pass-by noise (Lmax) were plotted for both
the lines. Detailed 3-D noise modelling at slective sensitive receptors were also
undertaken to examine the sound propagation in the environment. Plots of sound
propagation in the vertical and horizontal directions were also plotted to examine
determined noise levels at high rise buildings.
Noise propagation was undertaken in the absence of wind. Wind effects are
relatively minimal and sensitivity analysis done with and without wind showed
differences in noise levels of less than 1 dBA downside of the wind (10 km/hr
windspeed).
The cumulative steady state equivalent noise perceived at a receptor’s location is

dependent on the vehicles pass-by noise, number of vehicles for a given period of
time (per hour every hour for the day and night period to determine the day and
night Leq), and the prevaling ambient noise level (existing baseline noise levels). The
number of ART systems trips were based on the ART system trips frequency.
Existing road traffic noise (as represented by the measured baseline noise levels) was
included in the noise assessment on the basis that the prevailing baseline noise levels
was added to the the ART system pass by noise and cummualtive Leq noise levels.
For the purpose of impact assessments a worst case scenario was assumed where the
preaviling road traffic noise/baseline noise levels were used to determine the
cumulative resultant noise levels.
A second scenario was also considered (as highlighted in the Terms of Reference
review) for the case where existing road traffic and congestion at locations with high
road traffic may be reduced upon service operations of the ART system. For this
assessment, the existing high road traffic was assumed to reduce by 30% (resulting
in a 1dBA to 1.5 dBA reduction in the prevailing baseline noise levels). The
cummualtive noise and impact assessment were then undertaken based on this
reduced road traffic (baseline) noise levels.
The resulting steady state equivalent noise from the ART system were assessed
against the recommended acceptance limits stipulated in DOE’s Guidelines for
Environmental Noise Limits and Control, Third Edition (2019) and the measured
baseline noise levels for impact assessments.

Appropriate Schedules of DOE’s Guidelines for Environmental Noise Limits and
Control Third Edition (2019) were used for assessment for KUTS ART operations.
While the ART system is not a railway-based transit system (without rail tracks), it is
possible to use the Fifth Schedule formulated for railways and transit trains for the
KUTS ART system as it is still a transit system. The Fourth Schedule intended for
roads is however not appropriate as the ART system does not involve a highway
scheme.
It is also possible for the ART system operations to be assessed against the Second
Schedule. This Schedule is universally applicable for ambient noise contributed by
all noise sources (including ART system).
Recommended limits for equivalent LAeq Day and Night prescribed in the Fifth
Schedule are identical with the Second Schedule. There is no difference in limits for
equivalent LAeq Day and Night between the two Schedules (except for one minor
difference where suburban residential areas in the Second Schedule is grouped
together with urban residential areas when compared to the Fifth Schedule). There
are however no prescribed limits for transient pass-by events (Lmax levels) in the
Second Schedule. In this respect, pass-by noise of the ART vehicles (Lmax) could be
assessed against Lmax limits prescribed in the Fifth Schedule.
The Fifth Schedule and Second Schedule as reproduced from DOE’s Guidelines are
given in Table 7.5.3-2 and Table 7.5.3-3 respectively.
Table 7.5.3-2 : Fifth Schedule (DOE Guidelines) - Limiting Noise Level from Railways
Including Transit Trains (for new development and re-alignments)
Receiving Land Use Day Time Night Time Lmax
Category 7.00 am - 10.00 pm 10.00 pm - 7.00 am (Day & Night)
Noise Sensitive Areas, 60 dBA 55 dBA 75 dBA
Low Density Residential
Areas
Suburban and Urban 65 dBA 60 dBA 80 dBA

Residential Areas
Commercial, Business 70 dBA 65 dBA 80 dBA
Industrial 75 dBA 75 dBA NA

Source: DOE Guidelines for Environmental Noise limits and Control, Third Edition (2019)

Table 7.5.3-3 : Second Schedule (DOE Guidelines) – Recommended Permissible Sound
Level (LAeq) by Receiving Land Use for Existing Built Up Areas
Receiving Land Use Day Time Night Time
Category 7.00 am - 10.00 pm 10.00 pm - 7.00 am
Low Density Residential Areas, 60 dBA 55 dBA
Noise Sensitive Receptors, Institutional
(School, Hospital, Places of Worship)
Suburban and Urban Residential Areas 65 dBA 60 dBA
Commercial, Business 70 dBA 65 dBA
Industrial 75 dBA 75 dBA

In the event that existing noise levels exceed the limits prescribed in the Second
Schedule and Fifth Schedule, allowable limits based on the existing baseline levels
shall be used as reommended in the DOE Guidelines, Third Schedule, as reproduced
in Table 7.5.3-4. Due to uncertainty in measurements, noise levels within + 1.5 dBA
of the Existing LAeq is acceptable and deemed maintained at the existing noise climate.
Table 7.5.3-4 : Third Schedule (DOE Guidelines) – Recommended Permissibe Sound

Level to be maintained at the Existing Noise Climate
Existing Levels Recommended Permissible Levels
LAeq Existing LAeq

The environmental impact from the change in sound level due is also defined in the
DOE’s Noise Planning Guidelines, Table C-1 (based on ISO 1996-1:2003 Acoustics-
Description, measurement and assessment of environmental noise – Part 1: Guide to
quantities and procedures) and reproduced in Table 7.5.3-5. Noise increase in the
cumulative steady state equivalent noise levels with ART operations at receptors
could be examined against the baseline noise levels based on the incremental increase
upon ART operations; and residual impact determined based on the Table 7.5.3-5.
Table 7.5.3-5 : Annoyance to Noise

Increase in Sound Subjective Change in Perceived
Environmental Impact
Level (dBA) Loudness
0 Just perceptible None
5 Noticeable difference Little
10 Twice (or ½) as loud Medium
15 Large change Strong
20 Four times (or ¼) as loud Very Strong

Results of the noise modelling are presented and discussed below. Noise contours
for ART vehicle pass-by (Lmax) along both Line 1 and Line 2 is presented in
Appendix F. Representative examples of 3-D noise modelling and noise propagation
plots are also presented for ART operations on elevated viaduct as well as at-grade
(including underpass at roundabouts).
a) ART Operations on At-grade and Underpass Structure (Line 1)
Plate 7.5.3-5 shows the at-grade and underpass portion of Line 1 along the median
of Jalan Datuk Mohammad Musa, adjacent to Taman Melaban, I-Mas Village and Kg.
Melaban.
Plate 7.5.3-5 : At-grade and Underpass Alignment along Jalan Datuk Mohammad Musa
The 3-D noise model at this location is shown in Chart 7.5.3-3. Noise propagated from
the ART vehicle pass-by to the sensitive receptors are visually seen in the color plots
at the respective building facades and ground. The noise propagated to the
environment is also shown in color representation in zones of 5 dB increments.
Noise from the underpass was also plotted assuming an underpass constructed from
open excavation and a bridge span spanning over the underpass. The ART alignment
at the underpass was modelled as a line source dropping below ground level in
similar manner as the physical ART lanes continuing from lanes at-grade.
The corresponding noise contours in plan at this location is shown in Chart 7.5.3-4.
The noise contours in 1 dB increment were plotted in plan (4 m above grade). The
noise perceived at the receptors are given in Chart 7.5.3-4 at the respective building
facades (3-D views).

Chart 7.5.3-3 : 3-D Model and Noise Propagation (Lmax) from ART Operations At-grade
and Underpass along Jalan Datuk Mohammad Musa
Taman Melaban
Chart 7.5.3-4 : Noise Contours (Lmax) from ART Operations At-grade and Underpass along
Taman Melaban
The ART vehicle pass-by Lmax noise at the most affected receptor at Kg. Melaban was
predicted to be 72 dBA and at Lorong Melaban predicted to be 71 dBA. These pass-
by noise levels are within DOE’s recommended limits prescribed in the DOE
Guidelines, Fifth Schedule.

b) ART Operations on Elevated Viaduct Structure (Line 1)
Plate 7.5.3-6 shows the elevated ART Line 1 along Jalan Canna adjacent to Taman
Stutong Indah, JKR and commercial areas.
Plate 7.5.3-6 : Elevated ART Line along Jalan Canna
Noise at the receptors at the respective building facades are shown in Chart 7.5.3-5
while the corresponding noise contours in plan at this location is shown in
Chart 7.5.3-6.
Chart 7.5.3-5 : 3-D Model and Noise Propagation (Lmax) from ART operations on Elevated
Viaducts along Jalan Canna

Chart 7.5.3-6 : Noise Contours (Lmax) from ART Operations on Elevated Viaducts along
Jalan Canna
The results showed that ART pass-by noise levels to be below 75 dBA, except for
receptors at higher floors of high-rise buildings with Lmax 78dBA. Receptors at high
rise buildings shall be examined in greater detail in the latter sections.
c) ART Operations on Elevated Viaduct Structure (Line 1) (high-rise buildings)
Another example for ART operation on elevated viaducts located along sensitive
receptors in high-rise buildings is shown in Plate 7.5.3-7 for the alignment along Jalan
Wan Alwi fronting Kg. Kastam, Tabuan Jaya Police Quarters and the Lodge
International School. Noise propagation and contours at the building facades of these
sensitive receptors is shown in Chart 7.5.3-7 and Chart 7.5.3-8 respectively.
Plate 7.5.3-7 : Elevated ART Line along Jalan Wan Alwi

Chart 7.5.3-7 : 3-D Model and Noise Propagation (Lmax) from ART Operations on Elevated
Viaducts along Jalan Wan Alwi
Jalan Wan Alwi
The results showed that ART pass-by noise levels to be below 75 dBA for all receptors,
except for receptors at higher floors of the Lodge International School and Stutong
Parade with Lmax 77 dBA.

d) ART Operations on Elevated Viaduct Structure (Line 2) (medium-rise buildings)
Plate 7.5.3-8 shows Line 2 on elevated viaducts located adjacent sensitive receptors
in medium rise buildings of the TUDM Quarters along Jalan Kuching-Serian.
Plate 7.5.3-8 : Elevated ART Line along Jalan Kuching-Serian
Noise propagation and noise contours at the receptors at the respective building
facades are shown in Chart 7.5.3-9 and Chart 7.5.3-10 respectively. The results
showed that the ART pass-by noise levels to be below 75 dBA for all receptors.
Chart 7.5.3-9 : 3-D Model and Noise Propagation (Lmax) from ART Operations on Elevated
Viaducts along Jalan Kuching-Serian

Jalan Kuching-Serian
The noise modelling for all scenarios above showed that most receptors including
those in medium rise buildings to have Lmax noise below 75 dBA, with a few
exceptional cases of receptors in high rise buildings in close proximity to the
alignment at higher floors. These include the Lodge International School, JKR
Technical Research Centre and Stutong Parade (commercial building) with Lmax
77 dBA to 78 dBA. Recommended limits for urban residential and commercial use
are Lmax 80 dBA.
The noise modelling and results presented up until now assumed a standard parapet
height of 0.5 m (based on current KUTS design information) with shielding effects
corresponding to a 0.5 m height wall. The noise modeling at selected locations were
repeated examining possible mitigation measure using a higher parapet wall of 1.5
m height (instead of 0.5 m) to demonstrate noise reduction that could be obtained
with a higher parapet wall at selected sensitive locations. Results of this modelling
with a higher wall height are also applicable to the use of a 1.0 m height noise barrier
installed on a standard design parapet (0.5 m height).

Chart 7.5.3-11 : Noise Propagation (Lmax) from ART Operations on Elevated Viaducts with
Standard Parapet Height (0.5 m) at Jalan Canna
ART Viaduct Parapet

Height = 0.5 m
Chart 7.5.3-12 : Noise Propagation (Lmax) From ART Operations on Elevated Viaducts with
Increased Parapet Height (1.5 m) at Jalan Canna
ART Viaduct Parapet

Height = 1.5 m
Noise levels at higher floors of the JKR Technical Research Center from ART vehicle
pass-bys for a standard parapet height was predicted to be Lmax 78 dBA (Chart 7.5.3-
11) and Lmax 75 dBA with a higher parapet wall (1.5 m) (Chart 7.5.3-12) or
alternatively noise barrier (1.0 m height installed on standard 0.5 m height parapet).

Chart 7.5.3-13 : Noise Propagation (Lmax) from ART Operations on Elevated Viaducts With
Standard Parapet Height (0.5 m) at Jalan Wan Alwi
ART Viaduct Parapet

Height = 0.5 m
Chart 7.5.3-14 : Noise Propagation (Lmax) from ART Operations on Elevated Viaducts With
Increased Parapet Height (1.5m) at Jalan Wan Alwi
ART Viaduct Parapet

Height = 1.5 m
Noise levels at higher floors of the Lodge International School from ART vehicle
pass-by for a standard parapet height was predicted to be Lmax 77 dBA (Chart 7.5.3-
13) and Lmax 74 dBA with a higher parapet wall (1.5 m) (Chart 7.5.3-14) or noise
barrier (1.0 m height on a standard design parapet).
The previous examples shown in Chart 7.5.3-11 to Chart 7.5.3-14 demonstrated that
in limited situations, any potential concerns of pass-by noise from ART vehicles on
elevated viaducts located in close proximity (less than 20 m) to sensitive receptors in
high rise buildings can be readily mitigated by increasing the standard parapet wall
height (from 0.5 m to 1.5 m height) or alternatively installing a simple noise barrier
(1 m typical height).

The 3-D noise modelling and results presented in the previous cases involving
different alignment structures (at-grade and elevated viaducts) and sensitive
receptors (low-rise, medium-rise and high-rise buildings) demonstrated noise
propagation in the horizontal and vertical directions typical of sound propagation
from a line source in an open environment.
Noise contours maps presented in Appendix F plotted onto aerial maps showed
extent of noise propagation in plan views along Line 1 and Line 2. While the plan
view noise contour plots could be presented at different heights above ground
(different elevation above ground), a visually more complete representation of sound
propagation in horizontal and vertical directions for receptors located at different
distances and relative heights, relative to the ART lines could be seen in cross section
plots of the sound field propagation.
Matrix plots of the sound propagation with noise levels reported at different
distances and heights above ground relative to the ART lines are presented for the
following scenarios:
• ART vehicles on at-grade structure only
• ART vehicles on at-grade structure with road traffic noise (60 dBA & 65 dBA)
• ART vehicles on elevated viaducts only
• ART vehicles on elevated viaducts with road traffic noise (60 dBA & 65dBA)
ART on at-grade and elevated viaducts were assumed to be located at the road
median. Height of the elevated viaducts were based on the KUTS design average
values (pier height and box girder dimensions) and standard parapet wall height
(0.5 m).
Noise propagation plots and Lmax noise levels are shown in Chart 7.5.3-15 to
Chart 7.5.3-20 (horizontal and vertical scales shown are in meters, contour lines are
in 1 dBA increments).
It was evident from the plots (Chart 7.5.3-15 to Chart 7.5.3-17) that noise propagation
from ART vehicles on at-grade structures to receptors located 25 m away would
perceive pass-by noise levels typically no more than Lmax 70 dBA to 73 dBA at all
heights above ground including receptors in high-rise buildings (even when
combined with existing road traffic at LAeq 65 dBA). This does suggest that there are
no significant noise impacts from ART operations for at-grade structures.
Noise propagation from ART vehicles on elevated viaducts to receptors located 25 m

away would perceive pass-by noise levels no higher than Lmax 70 dBA to 73 dBA at
all heights above ground including receptors in high rise buildings (Chart 7.5.3-18 to
Chart 7.5.3-20).

Potential concern arises for receptors in high rise buildings located in close proximity
to the viaducts (less than 10 m). In such close proximity, noise levels are typically
Lmax 72 dBA to 78 dBA for receptors at high floors/heights. These noise levels are
within limits for urban residential, commercial, and mixed land use. For sensitive
receptors in high rise buildings, noise can be readily reduced to comply the Lmax 75
dBA criteria with mitigation (for example higher parapet wall on the viaduct as
demonstrated in Chart 7-5.3-11 to Chart 7.5.3-14.

Chart 7.5.3-15 : Noise Propagation (Lmax) in Open Environment from ART Operations At-grade Without Road Traffic Noise (ART Noise Only)

Chart 7.5.3-16 : Noise Propagation (Lmax) in Open Environment from ART Operations At-grade Combined with Road Traffic
(Steady State Noise at 60 dBA)

Chart 7.5.3-17 : Noise Propagation (Lmax) in Open Environment from ART Operations At-grade Combined with Road Traffic

Chart 7.5.3-18 : Noise Propagation (Lmax) in Open Environment from ART Operations on Elevated Viaduct without Road Traffic Noise (ART Noise Only)

Chart 7.5.3-19 : Noise Propagation (Lmax) in Open Environment from ART Operations on Elevated Viaduct with Road Traffic

Chart 7.5.3-20: Noise Propagation (Lmax) in Open Environment from ART Operations on Elevated Viaduct with Road Traffic

A summary of the predicted ART vehicle operation noise levels for pass-by events
(Lmax) and the cumulative steady state noise levels LAeq combined with existing
ambient noise (from existing road traffic) are tabulated in Table 7.5.3-6 and Table
7.5.3-7 for sensitive receptors’ locations where baseline noise monitoring was
undertaken. The cumulative steady state noise levels in this assessment were
determined on the basis that existing road traffic conditions (traffic volume and noise
levels) remains unchanged as per current measured baseline conditions.
The incremental increase in the steady state LAeq noise levels with ART operations as
compared against existing baseline levels are also presented. The ART operation
noise at these sensitive receptors was assessed against the Lmax allowable limits based
on the Fifth Schedule of DOE’s Guidelines (reproduced in Table 7.5.3-2) and against
the existing baseline noise levels. Residual impacts were then determined.
Noise impact assessments were also undertaken for a possible scenario where
existing road traffic volume would decrease as a result of the KUTS ART operations.
For this assessment, existing road traffic noise reduction were considered for two
possible conditions:
• Existing road traffic volume reduction of 15%
• Existing road traffic volume reduction of 30%
The above traffic volume reductions were used on the basis of a conservative 15%
reduction (lower range), and a possible 30% reduction (upper range). Other values
of reduction could be re-computed if necessary. The worst-case scenario with respect
to the ART operations is when the existing road traffic volume remains unchanged
as it is, for which the summary results and assessment in Table 7.5.3-6 and Table
7.5.3-7 would apply.
It is possible for the existing road traffic volume to increase even with ART system
in operations in Kuching, but any noise increase arising from increased road traffic
is not related to the ART operations. As such this scenario is not computed here in
the assessment tables.
For the purpose of determining the cumulative steady state noise levels LAeq
combined road traffic ambient noise, the existing road traffic volume was determined
based on the measured baseline noise levels (day and night). Empirical relationships
of road traffic noise with traffic volume (hourly and 18 hours) given in the CRTN
Manual (Calculation of Road Traffic Noise, UK Department of Transport) were used
to determine the existing road traffic volume. The new road traffic ambient noise
levels with traffic reduction (LAeq) were then re-computed based on the reduced
traffic volume. The summary of the predicted ART vehicle pass-by noise levels
combined with reduced road traffic ambient (LAeq) levels and the corresponding
noise level change and assessment are tabulated in Table 7.5.3-8 and Table 7.5.3-9
for 15% reduction in road traffic volume, and Table 7.5.3-10 and Table 7.5.3-11 for
30% reduction in road traffic volume.

Table 7.5.3-6 : Summary and Assessment of Predicted ART Noise (L max and LAeq) under Existing Road Traffic Conditions for Line 1
ART
Acceptance Cumulative Noise Leq Noise
Baseline Noise Pass-by Residual
Limits with ART Increase
dBA Noise Impact
Ref. Location dBA dBA dBA
dBA
Leq Leq Leq Leq
Leq Day Lmax Leq Day Day Night Day Night
Night Day Night Night
1 Kolej Kenaga UNIMAS 69.8 69.0 70 70 70.1 69.9 69.1 0.1 0.1 None None
2 The Church in Kota Samarahan 67.7 57.5 68 60 69.2 67.9 58.1 0.2 0.6 None None
3 Tiya Vista 69.4 63.9 70 65 68.3 69.5 64.0 0.1 0.1 None None
4 NorthBank Development by IBRACO 71.1 68.4 72 70 69.0 71.2 68.5 0.1 0.1 None None
5 Taman Stutong Indah 69.8 61.6 70 62 68.2 69.9 61.8 0.1 0.2 None None
6 Lodge International School 68.8 63.0 70 65 67.4 68.9 63.1 0.1 0.1 None None
7 Vivacity Jazz Suite Condo 71.1 70.4 72 71 68.5 71.2 70.4 0.1 0.0 None None
8 Houses along Lorong Wan Alwi 6a 71.1 59.9 72 60 66.1 71.1 60.1 0.0 0.2 None None
9 Swinburne University 72.7 70.4 73 71 69.1 72.8 70.4 0.1 0.0 None None
10 Houses along Jalan Simpang Tiga 71.3 58.1 72 60 69.1 71.4 58.6 0.1 0.5 None None
11 Lorong Batu Lintang 12 69.3 60.6 70 61 69.1 69.4 60.9 0.1 0.3 None None
12 Sarawak General Hospital 71.1 68.8 72 70 65.3 71.1 68.8 0.0 0.0 None None
13 Chung Hua Middle School No. 4 67.8 66.9 70 68 67.6 67.9 67.0 0.1 0.1 None None
14 Masjid Bandaraya Kuching 72.6 70.6 74 72 62.3 72.6 70.6 0.0 0.0 None None
15 SK Agama Ibnu Khaldun 70.4 70.4 72 72 67.9 70.5 70.4 0.1 0.0 None None

Table 7.5.3-7 : Summary and Assessment of Predicted ART Noise (L max and LAeq) under Existing Road Traffic Conditions for Line 2
ART
Acceptance Cumulative Noise Leq Noise
Baseline Noise Pass-by Residual
Limits with ART Increase
dBA Noise Impact
dBA
Leq Leq Leq Leq
Leq Day Lmax Leq Day Day Night Day Night
Night Day Night Night
1 Eden Fields 68.0 63.8 70 65 67.6 68.1 63.9 0.1 0.1 None None
2 Padawan Community Hall 69.0 63.0 70 65 48.8 69.0 63.0 0.0 0.0 None None
3 Houses along Lorong Emas 1A 63.4 63.0 65 65 48.0 63.4 63.0 0.0 0.0 None None
4 Kem Penrissen 56.2 53.0 60 55 68.4 58.0 54.3 1.8 1.3 None None
5 Sam San Kuet Bong Temple 77.8 69.5 79 71 68.4 77.8 69.5 0.0 0.0 None None
6 Kg. Cemerlang 73.0 72.1 75 74 68.5 73.0 72.1 0.0 0.0 None None
7 BEM (SIB) The Way Church 75.7 69.7 77 71 68.7 75.7 69.7 0.0 0.0 None None
8 Borneo Medical Centre 73.7 70.7 75 72 69.5 73.8 70.7 0.1 0.0 None None
9 Chung Hua Middle School No. 3 63.6 63.2 65 65 68.7 64.0 63.4 0.4 0.2 None None
10 Kuching Buddhist Fellowship 58.3 57.7 65 60 69.5 59.8 58.3 1.5 0.6 None None
11 SMK Pending 66.5 66.0 68 68 68.9 66.7 66.1 0.2 0.1 None None
12 Taman Lan Hua 64.3 59.6 65 60 60.8 64.4 59.7 0.1 0.1 None None

Table 7.5.3-8 : Summary and Assessment of Predicted ART Noise (Lmax and LAeq) with Road Traffic Reduction (15%) Conditions for Line 1
Acceptance ART Pass- Cumulative Noise Leq Noise
Baseline Noise Residual
Limits by Noise with reduced road Increase
dBA Impact
Ref. Location dBA dBA traffic dBA dBA
Leq Leq Leq Leq Leq
Leq Day Lmax Day Night Day Night
Night Day Night Day Night
1 Kolej Kenaga UNIMAS 69.8 69.0 70 70 70.1 69.3 68.4 -0.5 -0.6 None None
2 The Church in Kota Samarahan 66.2 57.5 68 60 69.2 65.8 57.5 -0.4 0.0 None None
3 Tiya Vista 69.4 63.9 70 65 68.3 68.8 63.3 -0.6 -0.6 None None
4 NorthBank Development by IBRACO 71.1 68.4 72 70 69.0 70.5 67.8 -0.6 -0.6 None None
5 Taman Stutong Indah 69.8 61.6 70 62 68.2 69.2 61.1 -0.6 -0.5 None None
6 Lodge International School 68.8 63.0 70 65 67.4 68.2 62.4 -0.6 -0.6 None None
7 Vivacity Jazz Suite Condo 71.1 70.4 72 71 68.5 70.5 69.7 -0.6 -0.7 None None
8 Houses along Lorong Wan Alwi 6a 71.1 59.9 72 60 66.1 70.4 59.4 -0.7 -0.5 None None
9 Swinburne University 72.7 70.4 73 71 69.1 72.1 69.7 -0.6 -0.7 None None
10 Houses along Jalan Simpang Tiga 71.3 58.1 72 60 69.1 70.7 58.0 -0.6 -0.1 None None
11 Lorong Batu Lintang 12 69.3 60.6 70 61 69.1 68.7 60.3 -0.6 -0.3 None None
12 Sarawak General Hospital 71.1 68.8 72 70 65.3 70.4 68.1 -0.7 -0.7 None None
13 Chung Hua Middle School No. 4 67.8 66.9 70 68 67.6 67.2 66.3 -0.6 -0.6 None None
14 Masjid Bandaraya Kuching 72.6 70.6 74 72 62.3 71.9 69.9 -0.7 -0.7 None None
15 SK Agama Ibnu Khaldun 70.4 70.4 72 72 67.9 69.8 69.7 -0.6 -0.7 None None

Table 7.5.3-9 : Summary and Assessment of Predicted ART Noise (L max and LAeq) with Road Traffic Reduction (15%) Conditions for Line 2
Cumulative
Acceptance ART Pass- Leq Noise
Baseline Noise Noise with Residual
Limits by Noise Increase
dBA reduced road Impact
traffic dBA
Leq Leq Leq Leq Leq
1 Eden Fields 68.0 63.8 70 65 67.6 67.4 63.2 -0.6 -0.6 None None
2 Padawan Community Hall 69.0 63.0 70 65 48.8 68.3 62.3 -0.7 -0.7 None None
3 Houses along Lorong Emas 1A 63.4 63.0 65 65 48.0 62.7 62.3 -0.7 -0.7 None None
5 Sam San Kuet Bong Temple 77.8 69.5 79 71 68.4 77.1 68.8 -0.7 -0.7 None None
6 Kg. Cemerlang 73.0 72.1 75 74 68.5 72.4 71.4 -0.6 -0.7 None None
7 BEM (SIB) The Way Church 75.7 69.7 77 71 68.7 75.0 69.0 -0.7 -0.7 None None
8 Borneo Medical Centre 73.7 70.7 75 72 69.5 73.1 70.0 -0.6 -0.7 None None
10 Kuching Buddhist Fellowship 58.3 57.7 65 60 69.5 59.3 57.7 1.0 0.0 None None
11 SMK Pending 66.5 66.0 68 68 68.9 66.1 65.4 -0.4 -0.6 None None
12 Taman Lan Hua 64.3 59.6 65 60 60.8 63.7 59.0 -0.6 -0.6 None None

Table 7.5.3-10 : Summary and Assessment of Predicted ART Noise (L max and LAeq) with Existing Road Traffic Reduction (30%) Conditions for Line 1
Cumulative
Acceptance ART Pass- Leq Noise
Baseline Noise Noise with Residual
Limits by Noise Increase
dBA reduced road Impact
traffic dBA
Leq Leq Leq Leq Leq
1 Kolej Kenaga UNIMAS 69.8 69.0 70 70 70.1 68.5 67.5 -1.3 -1.5 None None
2 The Church in Kota Samarahan 66.2 57.5 68 60 69.2 65.0 56.8 -1.2 -0.7 None None
3 Tiya Vista 69.4 63.9 70 65 68.3 68.0 62.5 -1.4 -1.4 None None
4 NorthBank Development by IBRACO 71.1 68.4 72 70 69.0 69.7 66.9 -1.4 -1.5 None None
5 Taman Stutong Indah 69.8 61.6 70 62 68.2 68.4 60.3 -1.4 -1.3 None None
6 Lodge International School 68.8 63.0 70 65 67.4 67.4 61.6 -1.4 -1.4 None None
7 Vivacity Jazz Suite Condo 71.1 70.4 72 71 68.5 69.7 68.9 -1.4 -1.5 None None
8 Houses along Lorong Wan Alwi 6a 71.1 59.9 72 60 66.1 69.6 58.6 -1.5 -1.3 None None
9 Swinburne University 72.7 70.4 73 71 69.1 71.2 68.9 -1.5 -1.5 None None
10 Houses along Jalan Simpang Tiga 71.3 58.1 72 60 69.1 69.9 57.3 -1.4 -0.8 None None
11 Lorong Batu Lintang 12 69.3 60.6 70 61 69.1 67.9 59.5 -1.4 -1.1 None None
12 Sarawak General Hospital 71.1 68.8 72 70 65.3 69.6 67.3 -1.5 -1.5 None None
14 Masjid Bandaraya Kuching 72.6 70.6 74 72 62.3 71.1 69.1 -1.5 -1.5 None None
15 SK Agama Ibnu Khaldun 70.4 70.4 72 72 67.9 69.0 68.9 -1.4 -1.5 None None

Table 7.5.3-11 : Summary and Assessment of Predicted ART Noise (L max and LAeq) with Existing Road Traffic Reduction (30%) Conditions for Line 2
Cumulative
Acceptance ART Pass-
Baseline Noise Noise with Leq Noise Residual
Limits by Noise
dBA reduced road Increase dBA Impact
Ref. Location dBA dBA
traffic dBA
Leq Leq Leq Leq Leq
1 Eden Fields 68.0 63.8 70 65 67.6 66.6 62.4 -1.4 -1.4 None None
2 Padawan Community Hall 69.0 63.0 70 65 48.8 67.5 61.5 -1.5 -1.5 None None
3 Houses along Lorong Emas 1A 63.4 63.0 65 65 48.0 61.9 61.5 -1.5 -1.5 None None
5 Sam San Kuet Bong Temple 77.8 69.5 79 71 68.4 76.3 68.0 -1.5 -1.5 None None
6 Kg. Cemerlang 73.0 72.1 75 74 68.5 71.5 70.6 -1.5 -1.5 None None
7 BEM (SIB) The Way Church 75.7 69.7 77 71 68.7 74.2 68.2 -1.5 -1.5 None None
8 Borneo Medical Centre 73.7 70.7 75 72 69.5 72.2 69.2 -1.5 -1.5 None None
10 Kuching Buddhist Fellowship 58.3 57.7 65 60 69.5 58.8 57.0 0.5 -0.7 None None
11 SMK Pending 66.5 66.0 68 68 68.9 65.3 64.6 -1.2 -1.4 None None
12 Taman Lan Hua 64.3 59.6 65 60 60.8 62.8 58.1 -1.5 -1.5 None None

The noise modelling, noise propagation plots, and impact assessment at the sensitive
receptors showed that the ART vehicle pass-bys are anticipated to have no significant
residual impact for noise during the KUTS ART operations. Noise levels from ART
vehicles pass-by at-grade are anticipated to be below recommended limits, and
subjectively lower than existing road traffic high noise events. Noise propagation
from elevated viaducts is also anticipated to be below recommended limits at most
locations along the lines, except in very limited cases where the viaducts are in close
proximity to receptors in high rise buildings.
The assessment tables examining ART operations noise increments and impact
compared to measured baseline noise levels along the alignment at selected sensitive
receptors showed no to very minimal overall LAeq noise levels increase (ranging from
0 to 0.6 dBA) above existing baseline levels, except at two locations (at Kem Penrissen
and Kuching Buddhist Fellowship during night time) with 2 dBA increase above
relatively quiet ambient noise levels.
At most locations where the existing baseline noise levels were in the order of 65 dBA
LAeq Day and 60 dBA LAeq Night or higher which are representative of the urban and
sub-urban environment, noise increment were shown to be 0 to 0.2 dBA. The above
noise increments are well within typical variations in environmental noise
measurements (+ 1.5 dBA).
The noise levels prediction and assessment for possible scenarios where the existing
road traffic volume were reduced (due to use public use of ART with likely reduced
road traffic volume) showed potential noise reduction of 0.7 dBA to 1.5 dBA for
traffic reduction of 15% and 30% respectively. The predictions here considered
influence of vehicles volume only, without factoring other potential benefits of
reduced congestion, etc.
The noise modelling and assessment showed that residual impact to majority of
sensitive receptors located along both Line 1 and Line 2 are insignificant (“none”).
The only exception with some concern from ART operations are sensitive receptors
in close proximity of elevated viaducts, in particular receptors in high rise buildings.
In such situations the ART vehicle pass-by noise marginally exceeds the sensitive
receptors limit of 75 dBA Lmax but below 80 dBA Lmax limit for urban and semi-urban
receptors.

In addition to ART vehicle pass-by noise that may potentially affect sensitive
receptors along the lines, another potential concern relates to road traffic noise at
main stations, and in particular Station SM 14 at Hikmah Exchange (Plate 7.5.3-9).
Plate 7.5.3-9 : Station SM 14 Fronting Masjid Bandaraya Kuching
Station SM 14 is proposed to be built at the site of an existing car park roundabout

(commonly known as Padang Pasir), fronting Masjid Bandaraya Kuching, connecting
busy arterial roads of Jalan Haji Taha, Jalan P Ramlee and Jalan Market with
relatively heavy traffic to and from the old market and the Waterfront areas. Road
traffic noise at Station SM 14 was modelled under current (Chart 7.5.3-21) and
potential future conditions to examine potential noise impact.
Chart 7.5.3-21 : Noise Contours of Road Traffic Noise at Station SM 14 under Existing
Conditions

As details of Station SM 14’s internal circulation roads will only be available during
the detailed design stage of the Project, future road traffic circulation was assumed
to be along the existing roads but with increase road traffic volume. Results of
increased road traffic for a 35% to 40% increase at this location is shown in
Chart 7.5.3-22.
Chart 7.5.3-22 : Noise Contours of Road Traffic Noise at Station SM 14 with Increased
Road Traffic Conditions
The primary sensitive receptor at this location is Masjid Bandaraya Kuching. Noise
levels at the mosque was predicted not to be significantly affected with a nominal
increase of noise levels of 2 dBA if the road traffic volume at this location is increased
by 35%. The noise increase and its impact can be mitigated by having through road
traffic between Jalan Haji Taha (from the Jalan Satok and adjacent areas) and Jalan
Market leading to and from the Kuching Waterfront areas diverted away from this
main station area as part of the road circulation planning of Station SM 14.
While there exists potential concern of operational noise at the ART depots, the noise
impact is expected to be relatively minimal and limited to ART vehicles leaving and
returning to the depots before and after service operation hours. Noise may also be
generated at the depot facility itself from maintenance works and such noise could
be mitigated by enclosed or semi-enclosed workshops. Where necessary high walls
can be constructed at the perimeter boundaries adjacent to residential receptors
instead of chain link fences (which can serve as noise barriers and perimeter security
fencing walls).

7.5.3.2 Vibration Assessment
This section examines the potential vibration impact (groundborne vibrations)

during the KUTS ART operations, although vibrations from the ART vehicles are not
likely to be a source of concern.
Acceptable Limits for Vibration
Recommended limits from steady state vibrations for human response as prescribed
in Schedule 6 of DOE’s The Planning Guidelines for Vibration Limits and Control in
the Environment (2007) (reproduced in Table 7.5.3-12).
Transient Vibrations
Receiving Land Use Day Time Night Time
Category 7.00 am - 10.00 pm 10.00 pm - 7.00 am
Vibration Sensitive Facilities Curve 1 Curve 1
Residential Curve 8 to Curve 16 Curve 4
Commercial, Business Curve 16 to Curve 20 Curve 16 to Curve 20
Industrial Curve 32 Curve 32

Source: DOE The Planning Guidelines for Vibration Limits and Control in the Environment (2007)
In vibration sensitive areas (typically hospitals), the recommended limit is Curve 1

(0.1 mm/s) day and night time. For residential buildings, the recommended limits
are Curve 4 (0.4 mm/s) night time and Curve 8 to Curve 16 (0.8 mm/s to 1.6 mm/s)
in the daytime.
Sources of Vibrations During Art Operations
The ART vehicles will run on rubber tyres on normal road pavement via at-grade
and elevated structures (trackless) and is therefore not anticipated to generate
vibrations that occur in typical railway track-based transit systems such as MRT and
LRT (where vibrations are generated from solid metal wheels and rail tracks with
metal-to-metal contact).
The ART vehicles in principle are no different from ordinary buses (diesel or EV
buses) with respect to road traffic induced vibrations. Road traffic vibrations are
generated from vehicle contact with irregularities on the road surface (e.g., potholes,
cracks and uneven manhole covers) which induces dynamic roads in the pavement.
(Traffic vibrations in buildings, National Research Council of Canada, Construction
Technology Update No.39).

The only source of groundborne vibrations from the ART vehicles are from impacts
with rubber tyres hitting potholes or man-hole covers that may be present along the
at-grade lane. Typical examples on roads are shown in Plate 7.5.3-10. Such situations
are anticipated to be rare in this Project since the ART vehicles shall operate along
dedicated lanes that shall be constructed solely for the ART system.
Plate 7.5.3-10 : Road Traffic Induced Vibrations due to Potholes and Manholes
Man-hole covers and pot holes are unlikely to be present in the elevated viaducts that
are dedicated for the ART vehicles only. The only situation where vibrations can be
generated at the viaducts are at discontinuities at expansion joints between viaduct
segments (box girders). This can only occur between two separate viaduct segments
if there is a significant vertical offset in the pavement level due to poor workmanship
or construction that are out of tolerance (typical examples shown in Plate 7.5.3-11).
Plate 7.5.3-11 : Road Traffic Induced Vibrations due to Expansion Joints with Large
Vertical Discontinuity at Segmented Viaducts

Other sources of traffic induced vibration on roads are from speed humps and
rumble strips, usually used for speed restrictions and at braking zones (Plate 7.5.3-
12). The use of speed humps and rumble strips are not anticipated in the KUTS ART
system.
Plate 7.5.3-12 : Speed Hump and Rumble Strips
ART vehicles induced vibrations are anticipated to be less likely and less severe as
compared to conventional buses operating on public roads since the ART lanes will
be completely dedicated.
With the exceptions of the above-mentioned examples, there are no other known
sources of vibrations from ART vehicles.
Vibration Assessment
Potential concerns of groundborne vibrations from the KUTS ART operations are
primarily related to tyre induced vibrations generated at discontinuities between
different segments of the elevated viaducts box girders.
Assessment of vibrations that may be induced at the viaducts was undertaken using
measured vibration data undertaken by UTM (previously reported to the Malaysian
Highway Authority) for traffic induced vibrations in an operational elevated
highway (18 km long) in the Klang Valley. The measurements were undertaken at a
specific location with a known case of potential traffic induced vibrations from a
higher-than-normal vertical discontinuity between two segmented viaducts in this
elevated highway. Ground vibrations were measured at the piers (0.25 m from the
piers foundation) and along terrace houses located parallel to the viaduct alignment
(12 m away from the piers). Vibration measurements were undertaken at locations
with the known viaduct discontinuity problem and at other locations without the
problem (normal expansion joints). Results are tabulated in Table 7.5.3-13 below.

Table 7.5.3-13 : Summary of Traffic (Tyres) Induced Vibration Levels
Traffic Induced Vibration Levels
Distance from Piers
Severe Remarks
to Receptors Normal Conditions
Discontinuity
0.25 m 2.00 mm/s 0.80 mm/s Measured at pier
Measured at nearest
12 m 0.28 mm/s 0.12 mm/s
receptor from pier
15 m 0.26 mm/s 0.10 mm/s Calculated
25 m 0.20 mm/s 0.08 mm/s Calculated
For the purpose of assessment of receptors at different distances away from the piers,
vibrations were estimated using scale distance predictions based on measured
vibrations at known distances (extrapolated to other distances based on geometrical
spreading) as follows:
A2 = A1 (r1 / r2 ) n
n = 1/2 for surface waves

n = 1 for body waves.
For Rayleigh waves propagation, the vibration propagation follows an inverse

square root relationship.
The measurements showed that ground borne vibrations at receptors at 12 m away

from the piers with higher than normal (severe) viaducts discontinuity was 0.28
mm/s (Curve 2 to Curve 4) as compared to 0.12 mm/s (approximately Curve 1) for
normal conditions. Vibrations at 25 m away were 0.20 mm/s (Curve 2) with viaduct
discontinuity induced vibrations as compared to 0.08 mm/s (less than Curve 1) with
normal conditions.
Vibrations at 12 m away even with the discontinuity induced vibrations were within
DOE’s recommended limits for transient vibrations of Curve 8 to Curve 16 for
daytime (7am to 10pm), and Curve 4 for night time (7am to 10pm).
ART vehicles induced vibrations are therefore anticipated to be below existing road
traffic induced vibrations along the lines. Existing ambient vibrations at sensitive
receptors (where baseline noise and vibrations were measured) confirmed prevailing
vibrations in the order of Curve 2 to Curve 8 (in situations at close proximity to roads
from vibrations induced by heavy vehicles).
No significant vibration impacts were therefore anticipated from the operation of the
KUTS ART. The only potential concern relates to maintenance and/or prevention of
possible potholes on the ART lanes and construction related concerns of viaducts
discontinuities on viaducts that may generate higher than normal vibrations at the
elevated viaducts.

7.5.3.3 Summary
In conclusion, potential concerns of noise and vibration impact during the operation
of the KUTS ART are anticipated in specific cases only where sensitive receptors are
in close proximity (less than 20 m) from the ART lines. A table summarizing receptors
that may be affected by the operation of the KUTS ART along Line 1 and Line 2 due
to its close proximity is given in Table 7.5.3-14 below.
Table 7.5.3-14 : Areas of Concern during Operation

Approx.
# Area Receptors
Distance
Lorong Setia Raja 4, Flat Kastam Tabuan Jaya,
1 Tabuan Jaya Lodge International School, Houses along Jalan 10 m to 20 m
Wan Alwi (Tabuan Jaya)
2 Batu Lintang Kuarters Bomba Batu Lintang 10 m to 20 m
Bandaraya
3 Houses at Lorong Pisang 2C 10 m to 20 m
Kuching
Taman Eden Fields (Near Batu 12 Depot),
Jalan Kuching
Kompleks Perumahan TUDM, Klinik Kesihatan
4 Serian, 20 m to 50 m
Ibu dan Anak Kota Padawan, Padawan
Padawan
Community Hall, Taman Emas
5 Pending Pending Heights 10 m to 20 m
7.5.4 AIR POLLUTION
There will be no direct generation of air pollutants from the ART as it will be powered
by hydrogen fuel cells. There may be some increase in air emissions near the stations
and depot due to vehicle traffic and maintenance activities but these are not expected
to be significant.

7.5.5 GREENHOUSE GAS AVOIDANCE
The increase in CO2 emission has become an important global issue due to the
intensification in demand from the transportation sector. The increase has a strong
correlation between the upward surge in urbanization and rapid economic growth.
In Malaysia, road transportation alone accounts for 21 % of total CO2 emissions
(Ministry of Environment and Water, 2020).
Shifting from private transport to public transportation is one of the effective

mitigation strategies to reduce CO2 emissions. The ART is an energy-efficient carrier
of people; hence it generates relatively less CO2 emissions per passenger kilometre.
For instance, a Class 390 Pendolino electric train and a private car release about 50
grams of CO2 per passenger kilometre and 140 grams of CO2 per passenger kilometre
respectively.
With the implementation of the Project, it is anticipated that there will be a positive
impact in terms of reduction of greenhouse gas (GHG) emissions due to the shift
from private transportation towards the KUTS ART.
A carbon emission calculator (Mobile Combustion: GHG Emissions Calculation

Tool Version 2.6) developed by the World Resources Institute (WRI) was used to
calculate the amount of GHG emissions avoidance from the operation of the Project.
This tool was developed by the WRI as part of its Greenhouse Gas Protocol Initiative.
The emission factors used in this tool are from the United Kingdom Department for
Environment, Food and Rural Affairs (UK DEFRA), the United States Environmental
Protection Agency (USEPA) and the Intergovernmental Panel on Climate Change’s
(IPCC) 2006 Guidelines for National Greenhouse Gas Inventories.
The GHG emission avoidance calculation uses the following equation:
Net GHG Emission GHG Emission Generated from

GHG Emission Avoided
Avoided with KUTS in Electrical Consumption with
= with KUTS in Operation -
Operation KUTS in Operation
(tCO2e/yr)
(tCO2e/yr) (tCO2e/yr)
From the equation, the net GHG emission avoided during the operational phase of
the Project is calculated by subtracting the total GHG emission avoided from the
transportation mode shift of private vehicles to the ART vehicle with the GHG
emission generated from the power plant to produce hydrogen for the fuel cells for
the operation of the ART.

The emission factors and assumptions used to calculate the GHG emissions are
derived from various studies and known variables as follows:
• Average number of passengers per car = 1.7 people;

• Distance per 1kg H2 = 3km;
• Electricity required for H2 production by water electrolysis = 50 kWh/kg H2
o Source: Zittel, et al (1996). HyWeb: Knowledge - Hydrogen in the Energy
Sector.
• Passenger car emission factor = 2.375 x 10-4 tCO2/km
o Source: World Resources Institute (2015). GHG Protocol Tool for Mobile
Combustion. Version 2.6.
• Sarawak grid-electricity emission factor = 0.249 tCO2/MWh
o Source: Ministry of Environment and Water (2020). Malaysia Third
Biennial Update Report to the UNFCCC.
Two scenarios were modelled for this assessment depending on the source of
electricity (non-renewable energy vs. renewable energy) used for the water
electrolysis process to produce hydrogen for the operation of ART:
1) Scenario 1 : Utilization of hydrogen generated from Sarawak Energy grid
2) Scenario 2 : Utilization of hydrogen generated from 100% from renewable

energy source (green hydrogen)
Table 7.5.5-1 shows the forecast ridership of KUTS ART extracted from the
Feasibility Study Report (2018) while Table 7.5.5-2 shows the operation details and
estimated daily hydrogen consumption rate of the ART vehicles.
Table 7.5.5-1 : KUTS Ridership Forecast

Ridership (passenger/day)
Line
Year 2024 Year 2034
Line 1 32,262 83,503
Line 2 18,449 46,844
Note: Based on average daily ridership per km at year 2024 (Line 1: 1,132 pax; Line 2: 753 pax) obtained from
Feasibility Study on Kuching Urban Transport System, Final Report, 2018
Table 7.5.5-2 : ART Hydrogen Consumption

Hydrogen
Line Operation Hour Total Trip/Day Distance/ Day
Amount/Day
Line 1 135 3,847.5 km 1,282.5 kg H2/day
18 hours
Line 2 135 3,307.5 km 1,102.5 kg H2/day
Note: Assuming number of trips per day remains the same for year 2034

Net GHG emission avoided during the operational phase of the ART has been
calculated by subtracting the total GHG emission avoided due to the shift from
private vehicles to the ART with GHG emission generated during the production of
hydrogen.
For Scenario 1 whereby hydrogen is produced using electricity sourced from the
electricity grid in Sarawak, the calculated net CO2e emissions avoided for year 2024
and 2034 are 54,714.2 tCO2e/yr and 157,799 tCO2e/yr respectively (Table 7.5.5-3).
For Scenario 2 whereby hydrogen is produced using electricity sourced from

renewable energy, the calculated net CO2e emissions avoided for year 2024 and 2034
is 65,552.2 tCO2e/yr and 168,637 tCO2e/yr respectively (Table 7.5.5-4).
Table 7.5.5-3 : Summary of Net CO2e Emission Avoided (Scenario 1)

Total GHG Emission (tCO2e/yr) Net CO2e Emission
Year / Line
Avoided Generated Avoided (tCO2e/yr)
Year 2024
44,576.7 5,828.0 38,748.7
Exchange
20,975.5 5,010.0 15,965.5
Isthmus
TOTAL (2024) 65,552.2 10,838.0 54,714.2
Year 2034
115,376.4 5,828.0 109,548.4
Exchange
53,260.6 5,010.0 48,250.6
Isthmus
TOTAL (2034) 168,637.0 10,838.0 157,799.0
Table 7.5.5-4 : Summary of Net CO2e Emission Avoided (Scenario 2)

Total GHG Emission (tCO2e/yr) Net CO2e Emission
Year / Line
Avoided Generated Avoided (tCO2e/yr)
Year 2024
44,576.7 - 44,576.7
Exchange
20,975.5 - 20,975.5
Isthmus
TOTAL (2024) 65,552.2 - 65,552.2
Year 2034
115,376.4 - 115,376.4
Exchange
53,260.6 - 53,260.6
Isthmus
TOTAL (2034) 168,637.0 - 168,637.0

Summary
From the assessment above, greater amount of GHG can be offset if the hydrogen
used by the fuel cells to power the ART is produced using electricity generated from
renewable energy sources. Assuming the KUTS ART daily frequency remains the
same, an additional 19.8% and 6.9% of GHG emission can be offset for year 2024 and
2034 respectively moving from Scenario 1 to Scenario 2.
According to Malaysia’s 3rd Biennial Update Report to UNFCCC, 55,188 Gg CO2e are
emitted from road transportation in year 2016. Using the figure as a baseline,
Malaysia will see approximately 0.31% reduction in CO2e emission from the
transportation sector over the next 20 years after the commencement KUTS.
7.5.6 WASTE
The operation stage of the KUTS ART will generate two main types of waste: (i)
domestic waste from passengers and station operation and (ii) scheduled waste from
depot (Table 7.5.6-1).
Table 7.5.6-1 : Waste Composition

Waste Type Activity Waste Composition
Domestic waste Station operation Food waste, plastics, paper, glass, packaging
Spent lubricant oil, hydraulic oil, cleaning
Scheduled waste Maintenance depot
solvents, electrical and electronic waste
Without proper management, waste generated during the operation stage can result
in negative impacts to the surrounding environment. The major potential impacts
from waste generation during operation stage are as follows:
a) Blockage of drainage, pest proliferation and visual pollution
Improper waste management at the stations will cause waste litter that can adversely
affect the surrounding environment:
• Waste litter from the stations can enter the roadside drainage and cause
blockage, which leads to problems like localised flooding
• Discarded food packaging can contribute towards pest proliferation
especially involving stray animals and rodents
• Waste litter can also cause visual pollution that cause aesthetic disturbance
and reduce the quality of life of nearby communities

b) Hazardous waste pollution
Poorly managed scheduled waste from the depots will pollute the surrounding
environment:
• Chemical spills can cause soil pollution rendering soil toxic and can seep
underground and pollute the groundwater table
• Illegal discharge of scheduled waste into drainage can cause river pollution
and affect human and aquatic life
In order to assess the magnitude of potential impacts of waste generation during

operation, the estimation of waste is calculated based on the formula below:
𝑨𝒎𝒐𝒖𝒏𝒕 𝒐𝒇 𝑾𝒂𝒔𝒕𝒆 𝑮𝒆𝒏𝒆𝒓𝒂𝒕𝒆𝒅 = 𝑾𝑮𝑹 × 𝑸
Where:
WGR = Waste Generation Rate

Q = Quantity
Waste generation rate (WGR) (Table 7.5.6-2) were multiplied with the quantity
expected from specific waste categories.
Table 7.5.6-2 : Waste Generation Rate

Category Details Waste Generation Rate
Domestic waste1 Waste from passengers 0.09 kg/day
Source:
1. Derived from Solid Waste Management at New Delhi Railway Station (Minhas & Saxena, 2014)
7.5.6.3 Results
a) Station Operation
Majority of waste that will be generated during the operation stage is domestic waste
from the passengers. Based on the estimation, Line 1 will generate about 2.90 tonnes
per day while Line 2 will generate about 1.66 tonnes per day based on the daily
ridership projection (Table 7.5.6-3).
Table 7.5.6-3 : Domestic Waste Generation

Line Length Average Daily Ridership* Daily Waste Generation
Line 1 (Samarahan) 28.5 km 32,262 2.90 tonnes/day
Line 2 (Serian) 24.5 km 18,449 1.66 tonnes/day
Note: *Based on average daily ridership per km at year 2024 (Line 1: 1,132 pax; Line 2: 753 pax) obtained from
Feasibility Study on Kuching Urban Transport System, Final Report, 2018

b) Maintenance Activity
The amount of waste that will be generated from the maintenance activity at the
designated depots are anticipated to be low, less than 1 tonne every month based on
typical bus depot operation (Based on EIA for New World First Bus Permanent
Depot at Chai Wan prepared by Westwood Hong & Associates Ltd). This is after
taking into account several factors associated with fuel cell technology of the ART,
where:
• Hydrogen fuel cell technology is generally cleaner with fewer waste by-
products
• Lower amount of spent chemicals generated such as grease and lubricants
due to fewer moving parts
7.5.6.4 Discussion
Based on the assessment results, it is estimated that the operation stage of this Project
will generate mostly domestic waste that amounts up to 4.56 tonnes per day. In
addition, the Project operation will only generate small amount of scheduled waste
from its maintenance activity.
Overall, the waste generation impacts during operation stage is deemed low after
taking into consideration the relatively small amount of waste generation and low
risk of pollution. Nevertheless, these potential impacts can be further mitigated by
implementing sustainable waste management practices as discussed in Section 8.4.5.
7.5.7 ECOLOGY
Ecological impacts during the operation of linear infrastructure generally pertains to

impacts towards wildlife. The most common impact are wildlife collisions and
roadkills (typically on roads and highways, and railways to some extent).
Ecological impacts are expected to be minimal during the operation stage for the
proposed Project. Seeing as Line 1 and Line 2 will operate within road medians,
potential wildlife roadkills from the operation of the ART is expected to be minimal.
Wildlife attempting to cross the roads are not expected to encroach onto the
alignment on the road medians, hence reducing roadkill risks.

7.5.8 SOCIAL IMPACT
During the operational stage, negative social impacts from the KUTS ART are
expected to be less significant compared to the pre-construction and construction
stages. The characteristics of the ART system (trackless, running on rubber tyres,
with side skirting covering the wheels) also help to minimize the typical social
impacts associated with the operation of major urban public transport systems,
especially noise pollution (Refer to Section 7.5.3.1). Impact assessment at the sensitive
receptors showed that the ART vehicle pass-bys are anticipated to have no significant
residual impact for noise during the KUTS ART operations.
Although the negative social impacts are not expected to be significant, a number of
potential issues for the operational stage have been raised by stakeholders and
should be addressed.
i. The main issue highlighted by survey respondents and communities engaged

are related to the ART stations during operation, namely traffic congestion,
insufficient parking spaces and indiscriminate parking of vehicles at stations.
ii. Potential lack of accessibility to stations, e.g. insufficient feeder bus services,
lack of disabled-friendly facilities.
iii. Safety and security at ART stations, especially larger stations with heavy
traffic flow, where petty theft might be an issue.
iv. There were also queries raised regarding the hydrogen fuel, as it is a new
technology and unfamiliar to the public.
Despite the concerns over the Project, based on the perception survey findings, the
majority of the respondents (71.4%) were highly supportive of the Project (Chart
7.5.8-1), indicating that they expected benefits from the Project.
Chart 7.5.8-1 : Level of Support for the Project

(1) Enhances quality of life. The ease of travel with the safety and convenience
elements makes ART journeys convenient for people of all ages. The survey
indicated that more than 71% of the respondents are keen to use the ART once it
starts operation (Chart 7.5.8-2).
Chart 7.5.8-2: Willingness to Use the ART
The KUTS ART is beneficial for the elderly, youths, children and women for a
variety of reasons. The elderly sometimes has difficulty with car and bus trips
and the ART could ease travelling for them. Similarly, children, particularly
young children may find it much easier when travelling on the tram-like ART
compared to travelling by bus. A consistent and shorter journey time makes the
journey less arduous and more comfortable compared to being stuck in traffic
congestion when using private vehicles. For women, train journeys are
comfortable and relatively safe. Train stops are managed in clearly, demarcated
stations; journey time is fixed and known.
The FGD participants believed that the ticket fares would need to be affordable
to encourage the use of ART services amongst the public and cited the shorter
travel time and reliability of the ART services as the integral factors that
influence the public usage of the ART.
(2) Reduce risk of road traffic accidents. Transport accidents were ranked fourth as
the main causes of death in Malaysia in year 2019. It was reported that road
accidents contribute mainly to the number of fatalities; as motorcyclists recorded
the greatest number of casualties (66%)1 from road accidents. The death toll from
road accidents in 2019 was recorded at 6,284. The statistics released by the
Department of Statistics also shown that transport accidents (20.4%) were the
principal causes of death among the people aged 15 to 40 years old. This age
1 https://themalaysianreserve.com/2019/08/28/road-accidents-are-4th-major-cause-of-death-in-
2018-says-loke/

group represents the productive working age where fatalities induced
considerable economic losses to families and to nations as a whole. These losses
arise from the cost of treatment as well as loss of productivity.
In comparison with road transportation, public transit journeys such as ART are
considered relatively safer. The ART could reduce the number of vehicles on
roads and reduce the risk of road traffic accidents in Kuching. At the same time,
the ART could alleviate traffic congestion especially during peak hours.
(3) Improve the standard of living among the population along the alignment
corridor
The KUTS ART is expected to spur the land development along the ART
corridors, particularly around the ART stations which are suitable for transit-
oriented development. The emergence of industrial and commercial
establishments along the alignment corridor would generate job and business
opportunities. The local communities would be able to improve their standard
of living with increased income and also widen their opportunities for better
jobs.
For the traders and businesses around the potential ART stations, they also
thrive from the increase of tourists’ arrivals which result in the increase of sales.
The sentiment was echoed by the FGD participants of Masjid Bandaraya
Kuching who believed that upon the completion of the ART, more tourists will
visit the mosque which is one of the tourist destinations in Kuching. In addition,
the FGD participants from Kg. Rembus also believed that the ART will provide
accessibility and boost tourism in their area as they would be able to promote
the local culture to the tourists.

7.5.9 TRAFFIC
The potential impacts from the KUTS ART Phase 1 during the operational stage are:
• Alleviation of traffic congestion in Kuching City, particularly in the busy and
concentrated areas such as Kota Samarahan, Tabuan Jaya, Serian, Kota
Sentosa and Pending.
• Localized traffic congestion in the vicinity of stations.
7.5.9.1 Alleviation of Traffic Congestion
The main and the biggest beneficial impact of the KUTS ART is to provide a
convenient, safe and reliable transport alternative which could encourage mode shift
that reduces private vehicle usage. Thus, it could reduce trips generated/attracted to
the city centre particularly, in the southern and south-eastern areas from Kota
Samarahan and Serian to Kuching City Centre.
a) Kuching City
It has been the Government’s intention to improve the public transport system in
Kuching in order to improve the public transport mode split. Various strategies, such
as increased network coverage and capacity for bus and rail services, seamless and
effortless connectivity between modes and improved integration between multi-
modes, are proposed to raise public transport attractiveness and thus, elevate overall
ridership.
The development of the KUTS ART Phase 1 would assist the Government to
encourage people to use public transport over private vehicle by providing the
network coverage to sub-urban areas (or new towns) in the southern-eastern (Kota
Samarahan) and southern (Serian) areas and areas between them. A better public
transport connectivity between these sub-urban areas with the city centre would
reduce the private vehicle usage and the peak hour traffic.
In terms of integration, both lines will integrate at Simpang Tiga, where an integrated
station is proposed so that passengers are able to travel easily to all parts of the city.
Such convenience provided by the KUTS ART would certainly encourage mode shift
and attract more ridership.
b) Segment 1A: Rembus (Provisional) Station to Station SM 1 (including depot)
The alignment travels on the Kuching-Samarahan-Asajaya Expressway in Kota

Samarahan district. This road has adequate travel demand during peak and off-peak
periods, taking into cognisance that this road functions as a primary distributor. The
traffic impact assessment shows that this road has medium traffic with Level of
Service B. It is anticipated that when the KUTS ART Phase 1 is in operation, the traffic
condition would not be much affected (Level of Service B) while gradual modal shift

is expected as the Project progresses in the future. It would benefit the residents
living within the catchment areas of Kg. Rembus and Kota Samarahan. It is expected
that Project will improve the connectivity and reduce travel time when in operation.
c) Segment 1B: Station SM 1 to Station SM 6
The alignment travels along Jalan Datuk Mohammad Musa and Kuching -
Samarahan Expressway. The section of this road is a busy road with high travel
demand during peak hours, taking into cognisance that these roads function as
primary distributors.
Traffic is heavy on the major roads in this area, such as the Kuching-Samarahan
Expressway near UNIMAS. Heavy traffic condition is observed on these roads
especially during peak hours. It is anticipated that when the Project is in operation,
the traffic condition would slightly improve while gradual modal shift is expected as
Project progresses in the future (Level of Service E). As such, it would benefit
residents living within Kota Samarahan and Riveria. This would greatly improve the
public transport network connectivity besides providing convenience and fast access
to UNIMAS and the commercial hubs near Tabuan Tranquillity.
d) Segment 1C: Station SM 6 to Station to IS 1
The alignment traverses along major roads namely, Kuching -Samarahan

Expressway and Jalan Wan Alwi which are busy roads with high travel demand
during peak periods, taking into cognisance that these roads function as primary and
secondary distributors.
It is anticipated that when the KUTS ART is in operation, the traffic condition would
slightly reduce (Level of Service E) with gradual modal shift as project progresses in
the future (Level of Service E). As such, it would benefit commercial shops and
government centres patrons travelling from various parts of Kuching to the city
centre besides providing convenient and fast access.
e) Segment 1D: Station IS 1 to Station SM 14
The alignment traverses along major roads namely, Jalan Simpang Tiga, Jalan Batu
Lintang, Jalan Tun Ahmad Zaidi Adruce and Jalan Haji Taha. These are busy roads
with high travel demand during peak periods, taking into cognisance that these
roads function as primary and secondary distributors.
It is anticipated that when the KUTS ART is in operation, the traffic condition would
be slightly lower (Level of Service E) with gradual modal shift expected as project
progresses in the future (Level of Service C) except at Jalan Simpang Tiga (Level of
Service E). As such, it would benefit commercial shops, government offices and
government hospital patrons travelling from various parts of Kuching to the city
centre besides providing convenient and fast access for tourists alike.

f) Segment 2A: Station SR 1 to Station SR 5 (including depot)
The alignment travels alongside Jalan Kuching-Serian and Jalan Penrissen which are
busy roads with high travel demand during peak hour periods, taking into
cognisance that these road functions as a primary and secondary distributor.
Traffic is moderately heavy on these roads and it is anticipated that when the Project
is in operation, the traffic condition would slightly lessen (Level of Service D) with
gradual modal shift as the Project progresses in the future, except at Jalan Penrissen
(Level of Service E).
The construction of the KUTS ART will fill the gap and serve as an alternative mode
of travel for the residents in this area. It is observed that with the implementation of
the ART, these roads will have reduced traffic volume and as such, residents along
this stretch could enjoy smoother rides and reduced travel times.
g) Segment 2B: Station SR 5 to Station IS 1
The alignment travels on major roads and highways in Kuching, namely Jalan
Kuching Ranger Depot, Jalan Lapangan Terbang and Jalan Tun Jugah. These are
busy roads with high travel demand during peak and off-peak periods, taking into
cognisance that these roads function as primary and secondary distributors.
Heavy traffic condition is observed on these roads especially during peak hours.
Hence, alternative mode of transportation is necessary to lessen the further
deterioration of traffic condition which is expected in the future due to the rapid
growth in these areas.
This segment passes through Kuching Sentral, which is the terminal for express
buses connecting Kuching to various towns in other states in Sarawak and other
neighbouring state of Sabah, as well as to the Kuching International Airport. This
would improve the public transport network connectivity, convenience and fast
access for users travelling to/from Kuching and outside of Kuching.
h) Segment 2C: Station IS 1 to Station SR 13
The alignment travels on major roads and highways namely Jalan Tun Razak, Jalan
Datuk Marican Salleh, Jalan Kemajuan and Jalan Keruing. Jalan Tun Razak and Jalan
Datuk Marican Salleh are busy roads with high travel demand during peak periods
while Jalan Kemajuan and Jalan Keruing are moderately busy roads during peak
periods, functioning as primary and secondary distributors.
This segment of Line 2 passes through the residential area in Kg. Kenyalang Park,
industrial estate of Bintawa and the proposed mixed development at Isthmus which
are major employment and residential areas. This would greatly provide an
alternative access that is convenient and fast.

7.5.9.2 Localized Congestion in the Vicinity of Stations
During operation, localized traffic congestion may occur at certain stations due to
their locations (Table 7.5.9-1). Stations that have interchanges with other modes of
transport may experience an increase in traffic volume from drop-offs and pick-ups
by private vehicles, taxis and other ride-sharing vehicles. Therefore, it is important
to have proper station access plans as many of the proposed stations are situated
along the primary roads and nearby residential areas.
Table 7.5.9-1 : Traffic Issues at Stations

Station Critical Issue
Rembus
• No significant impact
(Provisional)
• Traffic circulation along Jalan Datuk Mohammad Musa might be
slowed down by ingress/egress traffic at the station
SM 1
• Proposed bays may be used for waiting/stopping activities.
• Refurbishment of existing pedestrian and motorcycle bridge
• Illegal stopping/waiting/parking traffic may reduce capacity of Jalan
SM 2 Datuk Mohammad Musa
SM 3 Datuk Mohammad Musa
• Proposed bays may be used for waiting/stopping activities
• Illegal stopping/waiting/parking traffic may reduce capacity of
• Ingress/Egress traffic of UNIMAS may create weaving on Kuching-
SM 4
• Significantly long queue at UNIMAS Junction may affect entering and
existing traffic to and from station.
SM 5 • Ingress/Egress traffic of UNIMAS may create weaving on Kuching-
• Prolonged delay at UNIMAS Junction is anticipated.
SM 6 Kuching-Samarahan Expressway
• Ingress/Egress traffic of planned commercial development may
create weaving on the station access road
SM 7 • Illegal stopping/waiting/parking traffic may reduce capacity of
SM 8 Wan Alwi
• Ingress/Egress traffic of Vivacity Megamall create weaving on the
SM 9
station access road

Wan Alwi
• Illegal stopping/waiting/parking traffic may reduce the capacity
IS 1
• Prolonged delay at Simpang Tiga roundabout
• Refurbishment of existing pedestrian bridge
SM 11 Simpang Tiga
SM 12 Batu Lintang
• Prolonged delay at Sarawak General Hospital junction is anticipated.
SM 13
Tun Ahmad Zaidi Adruce
Haji Taha
SM 14 • Proposed bays may be used for waiting/stopping activities
• Long queue or delays during Friday prayers near Majlis Bandaraya
Kuching is anticipated
SR 1 Kuching-Serian
• Ingress/Egress from commercial lots may be affected
SR 2
• No other significant impact
SR 3 Kuching-Serian
Penrissen
SR 4
• Ingress/Egress of planned public facilities may create weaving issues
SR 5 • Proposed bays may be used for waiting/stopping activities
• Pedestrian connection to Kuching Sentral Bus Terminal
• Accessibility and connectivity to Kuching International Airport
SR 6
• Ingress/Egress from Pelita Height roundabout may create weaving
SR 7 issue
SR 8
SR 9 • Illegal stopping/waiting/parking traffic may reduce the capacity

• Prolonged queue at Simpang Tiga towards Jalan Simpang Tiga
IS 1
• Prolonged delay at Jalan Ke Kawasan Parkir Awam Bangunan
Persekutuan
SR 10
SR 11
SR 12
SR 13 • No other significant impact
7.5.10 HAZARDS & PUBLIC SAFETY
The operation of the ART system comprises of the following main processes:
a) Transportation of hydrogen from production plant to the depots;
b) Pumping of hydrogen from the trailers / tankers into the buffer tanks;
c) Storage of hydrogen in buffer tanks;
d) Pumping of hydrogen into ART pressurized tanks (on ART rooftops); and
e) Operation of ART.
Each process involves a certain degree of risk, especially to the safety of the
passengers and the surrounding public. Risk is a function of likelihood and severity
of any specific hazardous event that may cause damage to the health of the
community, property, the environment, or any combination of these caused by the
event.
With an exclusive right of way coupled with an intelligent guidance system, the ART
operation enjoys a higher degree of safety as compared to other transportation modes,
such as cars or buses. Since the ART is a new system in the world, there are currently
no accidents recorded thus far for its operation. However, there were several cases
of incidents recorded at hydrogen refuelling stations in Japan (Table 7.5.10-1).

Table 7.5.10-1 : Incidents at Hydrogen Refuelling Stations in Japan (2005 – 2014)
No. of
Type of Incident Main Cause
Incidents
Leakage I: leakage due to the damage and
fracture of main bodies of apparatuses and 3 Design error (fatigue)
pipes (including welded parts)
Leakage II: leakage from flanges, valves, and Inadequate torque;
seals (including deteriorated non-metallic 14 Manufacturing error;
seals) Inadequate Sealing
Leakage III: Leakage due to human error and Human error; Natural
2
external impact disaster (earthquake)
Explosion and fire 1 Design error
Burst and fracture 1 Design error (fatigue)
Source: Sakamoto et al., 2016
Based on the number of incident occurrences at hydrogen refuelling stations, a

quantitative risk analysis is carried out for the hydrogen refuelling station located at
the Rembus and Batu 12 depots. But since the design of hydrogen storage and
refuelling facilities are still in the preliminary stage, quantitative risk analysis will
only be carried out for hydrogen storage in the buffer tanks. Meanwhile, the rest of
the system will undergo qualitative risk analysis.
Nevertheless, a more thorough quantitative risk analysis is recommended to be

carried out during a later stage when detailed designs are available.
7.5.10.1 Hazard Identification
The causes of hazards or failures during operation stage are usually categorized into
the three groups below:
a) Human error : operators and passengers
b) System failure : guidance system, tools, and safety facility
c) Environmental conditions : natural environment, artificial environment,
and natural disaster
The major hazards which may potentially arise from the operation of the ART are
identified for each process and is summarized in Table 7.5.10-2. Proposed mitigation
measures for these identified hazards are elaborated in Section 8.4.9.

Table 7.5.10-2 : Hazard Identification
a) Transportation of Hydrogen from Production Plant to Depots
Leakage of hydrogen from tube • Human error/negligence • Fire
trailers and tankers during • Mechanical failure of vehicle • Explosion
transportation • Degradation of structure holding the • Frostbite
hydrogen tubes/tanks
• Collision
• Potholes
Vehicular incident • Human error/negligence • Fire
• Mechanical failure of vehicle • Explosion
• Bad weather • Leakage of hydrogen
• Potholes • Frostbite
• Vehicular damage
b) Pumping of Hydrogen from Trailers/Tankers into Buffer Tanks
Leakage of hydrogen from tube • Human error/negligence • Fire
trailers and tankers during pumping • Mechanical breakdown/failure of equipment • Explosion
• Poor maintenance • Frostbite
• Leakage of hydrogen
c) Storage of Hydrogen in Buffer Tanks
Leakage of hydrogen • Falling objects • Fire
• Human error/negligence • Explosion
• Degradation of structure • Frostbite
• Collision
• Design error
• Manufacturing error
• Mechanical breakdown/failure of equipment
• Poor maintenance
• Sabotage

d) Pumping Hydrogen into ART Pressurized Tanks
• Collision
• Design error
• Sabotage
e) Operation of ART
Natural disasters/hazards • Flash flood • Unsafe condition for passengers
• Lightning strike • Delay in transit schedule
• Failure of storm water drainage from • Transit or system failure/damage
obstruction or poor design
Unsafe condition of ART • Degradation of structure • Fire in underpasses
infrastructure • Ground sinking, ART lane defects • Unsafe condition for passenger
• Lane obstruction • Disruption of comfort
• Wear and tear, or failure of cables and • Collision
electrical components • Delay in transit schedule
• Inadequate firefighting system • Human injuries
ART vehicle incident • Human error/negligence • Traffic congestion
• Failure during transit, causing it to lose • Injury/ fatality to public
control • Property damage
• Leakage of hydrogen from tanks on ART roof
External hazards from new • Falling objects • Unsafe condition for passengers
development or activities such as • Failure of safety implementation by • Human injuries
maintenance works nearby construction / maintenance team of the • Delay in transit schedule
nearby works • Transit or system failure/damage

• Accidental damage of utilities, causing water • Flooding
leakage
Safety risk in stations and during • Inadequate design of platform (for elevated • Slips, trips and falls at the station platform during
transit stations) embarking or disembarking
• Slippery floor or stairs • Trapped in elevator
• Inadequate platform screen doors (for • Fall from stairs
elevated stations) • Occurrence of crimes such as pickpocketing, harassment,
• Lack of security abduction etc, or terrorism activities, harming the public
• Passengers crowding near doors, refusing to • Trapped in ART during transit
give way • Electrical damage/electrocution
• Malfunction of transit doors or system
• Fire or arson
• Elevator failure
• Power failure
• Short circuit
• Collision
• Design error
• Sabotage

7.5.10.2 Failure Frequency
The failure event at the depots will be the focus in this assessment. The scenarios
considered is the leakage of compressed hydrogen from buffer storage tanks as the
amount of hydrogen is largest there.
Failure Frequency Data

Based on the general rule of thumb, the site will require a storage of 1 to 5 days’
production supply to accommodate demand fluctuations and short-term outages. In
this case, the hydrogen on site is assumed to have a 2-day storage worth of amount.
The amount of hydrogen stored is calculated based on the density of 900-bar

compressed hydrogen, which is 39 kg/m3 (Chart 7.5.10-1).
Chart 7.5.10-1 : Volumetric Density of Compressed Hydrogen Gas as a Function of Gas

Pressure
Source: Züttel, 2003
Compressed hydrogen is assumed to be stored in type 4 high-pressure cylinders with

the standard dimension of ⌀0.377m x 2.783m (l) that has a storage volume of 0.31 m3
(12.09 kg) in each cylinder.

A summary of the total hydrogen estimated at both depots is tabulated in
Table 7.5.10-3:
Table 7.5.10-3 : Total Hydrogen Estimated at Both Depots

Rembus Batu 12
Depot (24 ARTs and 50 (25 ARTs and 50
buses) buses)
Total Consumption of H2 (kg/day) 4,159 4,290
Amount of H2 Stored for 2 days (kg) 8,318 8,580
Total Estimated Storage Size Required
213.3 220
(m3)
Total Quantity of Cylinders (nos.) 688 710
Generic failure frequency data for pressure vessels is shown in Table 7.5.10-4.
Table 7.5.10-4 : Generic Failure Frequency Data

System Type of Release Failure Rate (per vessel year)
Catastrophic failure 2 x 10-6
50 mm diameter hole 5 x 10-6
Pressure vessels 25 mm diameter hole 5 x 10-6
Source: Health and Safety Executive UK, 2017
The probability of ignition depends on the availability of a flammable content, the

flammable content reaching an ignition source, and the type of ignition source. A fire
is expected to develop once the ignition happens immediately to the released
hydrogen. However, if there is delayed ignition, the release may disperse to some
distance before coming in contact with an ignition source, which may result in a flash
fire or (vapour cloud) explosion. The probability of immediate and delayed ignition
can be referred to in Table 7.5.10-5.
Table 7.5.10-5 : Ignition Probabilities for Hydrogen

Ignition Probability
Release Rate of Content (kg/s) Total Ignition Probability
Immediate Delayed
< 0.125 0.008 0.004 0.012
0.125 – 6.25 0.063 0.027 0.08
> 6.25 0.23 0.12 0.45
Source: Russo, De Marco, Mazzaro and Capobianco, 2018
Note: Values of release rate for each scenario is obtained from ALOHA modelling results
According to the National Institute of Public Health and the Environment, the
fraction that is modelled as the explosion, Fexplosion, is 0.4. This indicates the
probability of an explosion which will happen if delayed ignition occurs.

7.5.10.3 Event Tree Analysis
The generic failure rate and ignition probabilities listed in the previous section is
used to predict the frequency of each event outcome via the event tree analysis
(Chart 7.5.10-2). The resulting event frequency for each scenario modelled is shown
in Table 7.5.10-6.
Chart 7.5.10-2 : Event Tree Analysis

Immediate /
Scenario1 Ignition2 Delayed Outcome4
Ignition3
Yes Immediate Jet fire
Type of Hydrogen Release Flash fire

Delayed
Explosion
No Unignited Release
Note:
1. The probability for the occurrence of different type of hydrogen release is obtained from Table 7.5.10.4-1, where
six scenarios are modelled.
2. Probability of ignition is determined based on the release rate of the content as calculated in the ALOHA software.
3. Should there be an ignition, the probability of the contents igniting immediately or delayed will also be determined
based on the release rate of the content as calculated in the ALOHA software.
4. The estimated frequency, which is the outcome for each scenario, is then calculated where it is a product of the
probabilities for each scenario, ignition, and immediate/delayed ignition,
i.e., Probability of the Outcome (Estimated Frequency) = Probability of the Scenario x Probability of Ignition x
Probability of Immediate/Delayed Ignition
Table 7.5.10-6 : Event Frequency Scenario for Storage Area at Depot
Estimated Frequency (per

Scenario Outcome
year)
Jet Fire 2.52 x 10-6

Flash Fire 4.08 x 10-7
6mm hole leakage
Explosion 2.72 x 10-7
Unignited Release 3.68 x 10-5
13mm hole leakage
25mm hole leakage
Jet Fire .15 x 10-7
50mm hole leakage

Estimated Frequency (per
Scenario Outcome
year)
Catastrophic failure Flash Fire 2.64 x 10-7
(instantaneous) Explosion 1.76 x 10-7
Catastrophic failure (continuous)
Note:
1. Catastrophic failure is where worst case scenario is assumed to occur, i.e., all contents are leaked
2. Estimated frequency is the probability where the said scenario and outcome will occur. It is calculated based on
the event tree analysis.
3. Both depots have the same estimated frequency
7.5.10.4 Consequences Modelling
Based on the frequency analysis carried out for the identified failure scenarios,
consequences for the hazardous events were conducted to assess the damage
potential associated with them. The consequences for the identified scenarios are
predicted using ALOHA® (Version 5.4.7) simulation software. Text summaries and
threat zones for the scenarios modelled can be referred in Appendix I.
a) Assumptions
The following assumptions are made during the modelling exercise:

• Compressed hydrogen is assumed to be stored in type 4 high-pressure
cylinders with the standard dimension of ⌀0.377m x 2.783m (h);
• Catastrophic failure is where worst case scenario is assumed to occur, and all
compressed hydrogen are released;
• Each storage tank is assumed to have a capacity of 12.09 kg (this is calculated
based on the density of compressed hydrogen at a pressure of 900 bar);
• Effect of terrain and chemical reaction were not considered due to the
limitation of the software;
• To model worst case scenario, the average wind speed must be more than
1.48 m/s. Thus, the wind speed is assumed to be 1.5 m/s in this case;
• Since the hydrogen is stored as a compressed gas, only Gaussian model is
used in the calculation;
• Hydrogen can be a simple asphyxiant gas at very high concentrations,
however, for it to induce hypoxia, the concentration would far exceed the
explosive limit of the gas. Hence, the toxicity of hydrogen is not modelled in
this case;
• For the scenario – catastrophic failure (continuous), it is assumed that all the
contents are released in a span of 60 minutes; and
• Jet fire for catastrophic failures is not modelled due to software limitation.

Meteorological data as below is used in the simulation:
• Average Wind Speed and Direction : 1.5 m/s (S)
• Temperature : 26.9˚C
• Stability Class : F (for worst case scenario)
• Humidity : 84%
b) Modelling Results
The results of the consequence modelling performed for the possible hazardous
events identified is in Tables 7.5.10-7 and 7.5.10-8.
From the modelling results in Table 7.5.10-7, the maximum predicted flammable
area for flash fire during a delayed ignition of a catastrophic failure (instantaneous)
is 6,700 m at Rembus Depot and 6,800 m at Batu 12 Depot.
Meanwhile, only an explosion with impact of 1.0 psi will occur, and it will be within
a maximum threat zone of 2,400 m and 2,500 m at Rembus Depot and Batu 12 Depot,
respectively, during an instantaneous catastrophic failure. The damaged caused by
an explosion of 1.0 psi is expected to only shatter glass of buildings, without any
fatality. Explosion of more than 8.0 psi, which will cause destruction of buildings and
fatality, is not expected to occur for both depots.
As for the modelling results for jet fire in Table 7.5.10-8, a 100% fatality rate is
expected to occur when the thermal radiation intensity of the jet fire is 25 kW/m 2,
and the maximum distance of this occurrence is estimated to be less than 10 m.
Table 7.5.10-7 : Results of Consequence Modelling for Flash Fire and Explosion at Both
Depots
Flash Fire Explosion
Total Threat Zone
Release Threat Zone (m)
Amount (m)
Scenario rate
Released 10% 60% 1.0 8.0 15.0
(kg/s)
(kg) LEL LEL psi psi psi
Level of
6mm hole leakage 0.18 12.0 487 255 215 concern was
not exceeded
Level of
not exceeded
Level of
not exceeded
Level of
not exceeded
Catastrophic Failure Level of
(Instantaneous) @ 139 8,318 6,700 3,000 2,400 concern was
Rembus Depot not exceeded

Flash Fire Explosion
Total Threat Zone
Release Threat Zone (m)
Amount (m)
Scenario rate
Released 10% 60% 1.0 8.0 15.0
(kg/s)
(kg) LEL LEL psi psi psi
(Continuous) @ 2.32 8,318 5,700 1,700 1,200 concern was
Rembus Depot not exceeded
(Instantaneous) @ 143 8,580 6,800 3,000 2,500 concern was
Batu 12 Depot not exceeded
(Continuous) @ Batu 2.38 8,580 5,800 1,800 1,300 concern was
12 Depot not exceeded
Note:
Lower
Pressure
Explosive Damage1 Damage1,2
(psi)
Limits (LEL)
Hazardous when located in Shatters glass; partial
10% 1.0
confined spaces demolition
60% Destruction of
Occurrence of flame pockets 8.0
buildings
15.0 Fatality
Source:
1. ALOHA®, 2021
2. Department of Environment, 2004
Table 7.5.10-8 : Results of Consequence Modelling for Jet Fire at Both Depots
Total Threat Zone (m)
Max Max
Amou Burn
Flame Burn 5.0 12.5 25.0
Scenario nt Duratio 37.5
Length Rate kW/ kW/ kW/
Burned n (s) kW/m2
(m) (kg/s) m² m² m²
(kg)
6mm hole
1 0.512 12.0 180 <10 <10 <10 <10
leakage
13mm hole
1 2.40 12.0 33 <10 <10 <10 <10
leakage
25mm hole
2 8.89 12.0 20 11 <10 <10 <10
leakage
50mm hole
2 35.5 12.0 20 11 <10 <10 <10
leakage
Note:
Radiation Intensity
Damage1,2
(kW/m2)
5.0 2nd degree burns within 60 secs
12.5 1% lethality in 1 min; 1st degree burns in 10s
25.0 100% lethality in 1 min; Significant injury in 10s
37.5 100% lethality in 1 min; 1% lethality in 10s
Sources:
1. The World Bank, 1988
2. ALOHA®, 2021

Risk Integration
Individual risk is then calculated from the failure frequency and consequences. The
number generated from the quantification of risk represents the probability of a
selected outcome, ie., fatality.
According to DOE’s EIA guidelines for Risk Assessment, individual risk is the
probability or frequency at which one particular person being fatally injured when
standing at a certain point and distance from a major hazardous installation when a
major hazard occurs. Individual risk is usually represented by iso-risk contours
which should satisfy the following condition:
• 1 x 10-5 fatality per year (once in 100,000 years) for risk to neighbouring
industrial receptors; and
• 1 x 10-6 fatality per year (once in 1,000,000 years) for risk to residential
receptors.
The estimated individual risk is calculated using the equation below:

IR = Σƒeo,jpfat,I,jpweather,j
Where:
ƒeo,j = Frequency of event outcome j (as summarized in Table 7.5.10-6)
pfat,I,j = Probability of fatality at location I produced by event outcome j (estimated from
the impact of the event outcome at this location as summarized in Tables 7.5.10-7 and 7.5.10-
8)
pweather, = Probability of the weather conditions required to produce the event outcome at j
(from meteorological data, 1 for weather independent event outcomes)
From the results of consequences modelling and estimated frequency, the maximum
distance for individual risks is summarized in Table 7.5.10-9 below:
Table 7.5.10-9 : Summary of Individual Risk Results at Both Depots

Satisfy
Individual Maximum
Depot Criteria Condition
Risk Contour Distance (m)
(Y/N)
Currently no industrial
1 x 10-5 per year Within 255 Y
receptors nearby
Rembus
Currently no residential
1 x 10-6 per year 259 Y
receptors nearby
Currently no industrial
1 x 10-5 per year Within 255 Y
receptors nearby
Batu 12 May potentially be
1 x 10 per year
-6 259 extended to residential N
receptors
The maximum distance of 259 m is obtained for an individual risk of 1 x 10-6 fatality
per year (once in 1,000,000 years). This is mainly due to hydrogen leakage, causing
possible flash fire. Currently, no iso-risk contour was generated as the actual location

of the storage tanks are not known. The iso-risk contour will be taken into
consideration during the detailed design of the depots.
However, with the installation of general safety controls, i.e., stop valves and alarm
system, and the implementation of mitigation measures at the depots, the likelihood
of hydrogen leakage-related incidents should be reduced even more.
The main impacts from the KUTS ART Phase 1 during the operational stage are:
• Line 1 when passing by the heritage assets will be elevated and Station SM 14
will also be an elevated station. Moderate to slight visual impacts are
expected at heritage assets such as the Darul Kurnia Mansion and Brooke
Dockyard.
• Beneficial impacts are expected as the heritage assets located close to Station
SM 14 such as the Kuching City Mosque, Brooke Dockyard, Old Shophouses
at Jalan Market, Lebuh Java, India Street, Kai Joo Lane and Padang Merdeka
will be more accessible to locals and tourists once the ART is in operation.
7.6 PROJECT ABANDONMENT

Project abandonment can occur for various reasons and at any stage of the Project
which will result in facilities that are incomplete or complete but not utilised as
intended. The potential impacts that may occur include:
• Proliferation of pests and disease vectors in abandoned structures

• Soil erosion at exposed surfaces
• Indiscriminate solid waste or scheduled waste disposal
• Hazards to the public due to deterioration of structures and facilities
• Leakage of hazardous materials and wastes that are stored or accumulated
within the Project site, such as fuel or chemicals stored at depot
• Impairment of aesthetics due to abandoned structures
• Vandalism and crime at abandoned facilities
• Economic loss

7.7 ECONOMIC VALUATION OF ENVIRONMENTAL
IMPACTS
The objective of the economic valuation is to assess the impacts of the Project on
services obtainable from the surrounding environment. This requires the economic
evaluation of the changes (both negative and positive, if any) in environmental
services arising from the Project implementation which is achieved by identifying
and evaluating the benefits and costs that arise from physical environmental impacts
that can reasonably be attributable to the Project.
7.7.1 Methodology
A critical step in the valuation process revolves around the need to ensure valid
attribution of impacts on environmental services to the Project. In order to satisfy this
requirement, physical environmental impacts that can reasonably be attributable to
the Project must first be demonstrated. In other words, the approach requires the
establishment of a clear link between project impacts on the physical functions of the
environment and the alteration of the quality and quantity of streams of
environmental goods and services. The Guidelines on the Economic Valuation of the
Environmental Impacts for EIA projects are very clear in this regard where it specifies
that:
“… a key issue is to identify and quantify the changes in the flow of goods
and services produced by the environment which are impacted by a
development project, and then to monetize these changes into costs or
benefits”.2
This study adopts the impact pathway approach (IPA) where a chain of ‘physical
functions’ is linked to an economic valuation as a final step in the evaluation process.
There are nine distinct steps involved in the process, as follows:
Step 1: Define the project stakeholders

The stakeholders that could potentially be affected because of improvement or
degradation in environmental services are identified in this step.
Step 2: Define the “with project” and “without project” scenario

A clear contrasting scenario is provided with focus highlighting the extent of the
project. It involves the conceptualization of the “with” and without project scenario.
For the purpose of the assessment, the “with project” scenario is defined as the
situation where the Project is constructed and operated. “Without project” is
considered as the situation in which the KUTS ART Phase 1 is not constructed i.e.,
the status quo.
2Guidelines on the Economic Valuation of the Environmental Impacts for EIA Projects, Department of Environment,
pg. 7, 2008.

Step 3: Describe the physical impacts
A catalogue of potential physical impacts that can be reasonably attributed to the
project is provided.
Step 4: Predict quantitative impacts over the life of the project

Link and explain the physical impacts of the project in a quantitative manner.
Quantifications of physical impacts are required in order to translate the reduction
in environmental services into monetary values. These are achieved through
scientific assessments of the study team that comprises of biologists, hydrologist,
socio-economist, air and water quality specialists.
Step 5: Monetize the impacts

The physical impacts identified in Step 4 are quantified at this stage in monetary
terms. This is normally attained by using market and non-market valuation
techniques.
Step 6: Discounting
The streams of negative and positive impacts (if any) on the environment are
discounted to allow for aggregation of values accruing over different periods in the
future.
Step 7: Determine the present value of negative and positive impacts

The present values of negative and positive impacts (if any) of the project are
determined by aggregating over the evaluation period.
Step 8: Perform sensitivity analysis

Sensitivity test is conducted for different discount rates.
Step 9: Make a recommendation

An overall assessment is performed resulting in a recommendation.
7.7.2 Identification of Incremental Costs and Benefits
It is of great importance that only incremental environmental costs and benefits are
considered in the analysis. Considering only “incremental costs and benefits” means
that only marginal costs and benefits that arise as a result of choosing the “with
project” option (instead of “without project”) is included in the study.
Benefits can be defined as environmental goods and services that contribute towards
the attainment of society’s goals. Environmental costs, on the other hand, are losses
in terms of environmental services that could have been utilized to achieve the goals
of society.

Table 7.7-1 below provides a list of environmental services that could potentially be
affected by the Project. It also shows the corresponding extent and nature of impacts
for each of the components. Further explanations are given for those impacts that
require evaluation.
7.7.3 Valuation of Costs and Benefits
The four items listed in Table 7.7-1 may give rise to potentially negative/positive
environmental impacts and therefore affects the existing environmental service flows.
Item 1 (emission of greenhouse gas during operation of the ART) and Item 2 (removal
of mangrove trees) are evaluated, the reasons of which are indicated in Table 7.7-1.
Greenhouse gas (GHG) emission generated from the power plant to produce
hydrogen for the fuel cells will result in increased CO2 emission. However, as road
users switch to the ART, road-based vehicle kilometers travel is expected to fall and
the average vehicle speed over the entire road network improves due to lower
congestion level. Reduction in distance travel and improved speed on congested
road network will reduce the amount of fuel burnt, consequently reducing the
amount of CO2 emission. The net impact depends on the relative magnitude of the
two opposing impacts.
For item 2 (removal of mangrove trees), mangrove clearing will result in the
permanent loss of trees in this area and associated environmental services obtainable
from the mangrove area such as carbon sink and feeding and breeding ground to
organisms. For completeness, an evaluation of the resulting loss in environmental
services is conducted even though the size of affected mangrove area is small.
The remaining two items, (river hydrology impact and water quality impact during
construction) require no further evaluation and thus omitted from the analysis. The
omission of evaluation on the hydrology and water quality impacts during
construction is justified on the grounds that mitigation measures will ensure minimal
impact on rivers / waterways.

Table 7.7-1 : List of Potential Environmental Services that are Candidates for Evaluation
Environmental Nature of Potential Impacts/ Physical Extent of
No. Location Remarks
Components Environmental Services Affected Impacts
The operation of power plants to produce hydrogen
for fuel cells will inevitably result in increased CO2
Carbon (CO2) emission that emission. However, as road users switch to the
contributes towards global ART, road-based vehicle kilometers travel is
warming due to emissions expected to fall and the average vehicle speed over
Within (and beyond)
1 Air Quality generated to produce hydrogen for General environment the entire road network will improve due to lower
national border
ART operation, but reduction in congestion level. Reduction in distance travel and
emission from avoided road-based improved speed on the road network will reduce
vehicle operation the amount of CO2 emission. The net impact
depends on the relative magnitude of the two
opposing impacts.
Permanent loss of affected
mangrove trees and associated Total Economic Value requires the valuation of
environmental services obtainable A relatively small carbon sequestration function as well as non-use
Removal of The total area affected is
2 from mangrove trees such as carbon mangrove area along Sg. values. For the sake of completeness, evaluation is
mangrove trees 0.73 ha
sink, timber production and Kuap conducted even though the size of the affected area
feeding and breeding ground for is relatively small.
organisms
River crossings along Existing drainage systems will not be obstructed by
Line 1 and Line 2 is as construction works, for example, by not
stated in Section 6.6.2, introducing piers in the rivers, to minimize the
Construction of piers within the namely: impact on river conveyance capacity. For areas
river conveyance may affect the - Sg. Kuap, Sg. Bitan Low lying areas along where there is a need for structures to be within the
3 River hydrology conveyance capacity of the river and Sg. Tabuan the identified rivers (because of large river crossings) detailed
which could potentially cause flash (Segment 1C) stretches/locations hydraulic study shall be conducted to propose pier
floods - Sg. Semenggo structures’ design and placement that will not
(Segment 2A) impede or cause minimal disruption the existing
- Sg. Sarawak (Segment river flow. With such mitigation measures in place,
2C) the back water effect due to the piers within the

Environmental Nature of Potential Impacts/ Physical Extent of
No. Location Remarks
Components Environmental Services Affected Impacts
conveyance system is negligible. No valuation is
necessary.
Sediment in surface run-off will be mitigated
Potential degradation in water through the implementation of Land Disturbing
quality due to increase sediment in Discharge locations for Pollution Prevention and Mitigation Measures (LD-
Water quality
surface run-off during construction. all main rivers and Downstream of the P2M2) and Erosion and Sediment Control Plan.
4 during
(The impact will be minimized tributaries along the construction work areas Substructure works for viaduct such as excavation
construction
through the proposed mitigation alignments for piers and pile caps are expected to be minimal
measures) as it involves small footprint. The impact is
therefore minimized. No valuation is necessary.

7.7.3.1 Carbon Emission from KUTS ART Operation & Reduction in
Emission from Avoided Road-Based Vehicle Operation
Private and public transport users do not generally bear the full costs of their decision
that they impose on society and the environment. Such costs are defined as external
cost because they are not reflected in the cost paid or incurred by users. The main
source of external cost in the transport sector is air pollution. Indeed, individuals are
not generally aware of the external costs generated. Nonetheless, external cost in the
form of air pollution does exist and since it is not met by the parties responsible, it
must be borne by society as a whole.
The construction and operation of the KUTS ART provides an additional mobility
option to transport users. Some road-based transport users are bound to switch to
the new system and as road users switch to the ART, road-based vehicle kilometers
travel is expected to fall and the average vehicle speed over the entire road network
improves due to lower congestion level. Reduction in distance travel and improved
speed on congested road network will reduce the amount of fuel burnt, consequently
reducing the amount of CO2 emission. Conversely, GHG emission generated from
the power plant to produce hydrogen for the fuel cells for operation of the ART that
in turn, results in increased CO2 emission. The net impact on carbon emission
depends on the relative magnitude of the two opposing impacts.
a) Reduction in GHG Emissions from Road-Based Vehicles
It is well established that pollutant emissions are dependent on the vehicle speed
(Andre and Hammarstrom, 2000) 3 . Another study also found that emission as a
function of the average speed of a driving cycle, shows a clear speed dependency
(Samaras and Ntziachristo, 1998)4. For example, CO2 emissions generally are high at
low speeds, decrease up to 60±80 km/h and then increase again (Joumard, 1999)5.
Similar observations were made by Sbayti, El-Fadel and I. Kaysi (2002)6.
However, estimating the second source of emission reduction (i.e., higher average
speed on the road network due to less congestion) is not feasible in this study since
data on network speed and road-based vehicle km “with” and “without” the KUTS
ART are not available. Hence, this benefit would have to be omitted from the
valuation exercise. In this regard, the estimated benefit from reduced road-based
vehicle emission is deemed conservative, a valuation feature that is generally
appreciated in the valuation of environmental benefit.
3 Andre, M. and U. Hammarstrom, 2000, Driving speeds in Europe for pollutant emissions estimation, Transportation
Research Part D 5, pp 321-335.
4 Samaras, Z., Ntziachristos, L., 1998. Average hot emission factors for passenger cars and light duty trucks. In: The
Project: Methodologies for estimating air pollutant emissions from transport (MEET) - Report 7, p. 112. LAT Report 9811.
Lab. of Applied Thermodynamics, Aristotle Univ., Thessaloniki, Greece.
5 Joumard, R., 1999. Estimation of Pollutant Emissions from Transport. Transport Research - EUR 18902-COST319,
ISBN 92-828-6797-8. Office for Official Publications of the European Communities, Luxembourg, p. 175.
6 H. Sbayti, M. El-Fadel and I. Kaysi, 2002, Eﬀect of roadway network aggregation levels on modeling of traﬃc-
induced emission inventories in Beirut, Transportation Research Part D 7, pp 163-173.

For consistency, this section adopts the GHG emission impact estimates from the air
quality section (Section 7.5.5) of this report. The estimates were produced from a
carbon emission calculator (Mobile Combustion: GHG Emissions Calculation Tool
Version 2.6) developed by the World Resources Institute (WRI). The emission factors
used in this tool are from the United Kingdom Department for Environment, Food
and Rural Affairs (UK DEFRA), the United States Environmental Protection Agency
(USEPA) and the Intergovernmental Panel on Climate Change’s (IPCC) 2006
Guidelines for National Greenhouse Gas Inventories.
To calculate the reduction in GHG emission from less road-based travels, the
following assumptions were utilized:
• Average passenger car occupancy rate = 1.7 person.
• Passenger car emission factor = 2.375 x 10-4 tCO2/km
(Source: World Resources Institute (2015). GHG Protocol Tool for Mobile
Combustion. Version 2.6)
Based on the ridership forecasts of the Feasibility Study on Kuching Urban Transport
System, Final Report (2018), the estimated ridership for Line 1 and Line 2 for 2024 are
32,262 and 18,449 passengers/day respectively. The corresponding figures for 2034
is 83,503 and 46,844 passengers/day.
These daily ridership figures are annualized, multiplied by the average distance
travel and divided by the average passenger car occupancy rate to produce the
annual road-based vehicle km. To estimate the annual reduction in GHG emission
due to less road-based travels, the annual road-based vehicle km is then multiplied
by the passenger car emission factor of 2.375 x 10-4 tCO2/km (Table 7.7-2).
Table 7.7-2 : Annual GHG Emission Reduction (tCO2e)

Line Year 2024 Year 2034
Line 1: Rembus to Hikmah Exchange 44,576.7 115,376.4
Line 2: Batu 12 to The Isthmus 20,975.5 53,260.6
Total (tCO2/yr) 65,552.2 168,637.0
b) Increase in GHG Emissions due to Operation of KUTS ART
Offsetting the reduction in emission from less road-based vehicle travels is the
increase in emission due production of hydrogen. Additional electricity will have to
be generated to produce hydrogen to power the fuel cells that in turn, results in
increased carbon emission.
The emission factors used to calculate the GHG emission are as follows:
• Distance travel per 1 kg of H2 = 3 km;
• Electricity required for H2 production by water electrolysis = 50 kWh/kg H2
(Source: Zittel, et al (1996). HyWeb: Knowledge - Hydrogen in the Energy
Sector)

• Sarawak grid-electricity emission factor = 0.249 tCO2/MWh
(Source: Ministry of Environment and Water (2020). Malaysia Third Biennial
Update Report to the UNFCCC)
Based on the KUTS ART operation hours and ART headway (during peak hours),
the estimated distance travelled for Line 1 and Line 2 is 3,847.5 km and 3,307.5 km
per day respectively. The corresponding figures for 2034 are similar since the initial
capacity is sufficient to meet future demand.
Similar to road-based travels, these daily distance travels are annualized, multiplied
by the electricity required for H2 production (50 kWh/kg) and divided by the
distance travel per 1 kg of H2 to produce the total electricity consumption (kWh). To
estimate the annual increase in GHG emission due to KUTS ART operation, the total
electricity consumption is then multiplied by the Sarawak grid-electricity emission
factor (0.000249 tCO2/kWh) (Table 7.7-3).
Table 7.7-3 : Annual Increase in GHG Emission

Line GHG (tCO2e/yr)
Line 1: Rembus to Hikmah Exchange 5,828
Line 2: Batu 12 to The Isthmus 5,010
Total 10,838
Two total emission figures are thus obtained i.e., one for each with and without
Project scenarios. The difference between the resulting totals of with and without
project scenarios is equal to the net annual change in CO2 emission due to the
reduction in vehicle km travelled. The economic value or cost of this change is then
determined by multiplying the sum of emission reduction with the market price for
carbon currently traded in the emission market.
The value of carbon sequestration is determined in this study by referring to the

market price for carbon currently traded in the emission market. Conceptually, the
market price for carbon should capture the essence of the valuation approaches since
a market has been created to internalize the external costs of carbon emission.
Carbon price at the European Union Emission Trading Scheme (EU-ETS) for January
to April 2021 has been moving within the range of €33-43/ton (on the 14th of April
2021, carbon was trading at €43.99). Conservatively, this study adopts the lower end
of the range (i.e., €33/ton) for the purpose of valuation. The basis for this
conservative estimate is that for much of the last 10 years, carbon prices at the EU-
ETS has been moving within a narrow €5-10 band. However, since the beginning
until the end of 2018 prices have risen substantially with a marked upward trend.
The price increase had been sustained for up until Dec 2020 within the €20-30 band.
Thereafter, the price has been on a rising trend again although it is doubtful that such
trend is sustainable in the long run. The estimated annual value of the change in
carbon emission over a 50-year horizon is provided in Tables 7.7-5, 7.7-6 and 7.7-7 at
the end of this sub-section.

7.7.3.2 Removal of Mangrove Trees
Clearing of the mangroves on the western side (left hand side) of the existing road
bridge will lead to loss of mangrove trees. It is expected that approx. 0.73 ha
mangrove area will be cleared (Plate 7.7-1) to make way for the construction activities
of the ART bridge. The mangrove clearing will be confined to within the Project’s
Right of Way (ROW) only.
Plate 7.7-1 : Mangrove Affected along Sg. Kuap
In general, the benefits obtainable from environmental services can be divided into
use and non-use values, the sum of which is known as the Total Economic Value.
Use value can be divided into direct and indirect use value, option use value and
bequest value. In the case of removal of mangrove trees, direct use value includes
production of poles and feeding and breeding ground and habitat for
shrimp/fish/crab/molusc while indirect use value, among other things, comprises
carbon sequestration and shoreline protection.
Non-use value can be further broken down into existence value and bequest value.
An example of existence value is the preservation of biodiversity. For the purpose of
valuation, appropriate techniques must be applied in order to arrive at valid
monetary values.
Not all mangrove services are produced by this small area of mangrove. For example,
no charcoal and poles are produced from the area. However, for complete valuation
the full potential of mangrove services is evaluated in this study.
Mangrove areas produces a variety of ecological services that are economically

valuable. Mangrove trees grow in areas with low-oxygen soil, where slow-moving
waters allow fine sediments to accumulate. They consist of salt-tolerant, woody, and
seed-bearing plants ranging in size from small shrubs to tall trees. These trees can be
recognized by their dense tangle of prop roots that allows the trees to cope with the
daily rise and fall of tides.

Mangrove forest produces a variety of environmental services including:
(a) Base input for the production of charcoal and poles
(b) Feeding and breeding grounds for fish, shrimp, crab and molusc
(c) Goods for traditional uses
(d) Tourism and recreation
(e) Carbon sequestration
(f) Shoreline protection from erosion
(g) Option, existence and biodiversity values
However, items (a), (c) and (d) are excluded from the valuation exercise since the
existing mangrove area along Sg. Kuap does not provide such functions and services.
Shrimp, fish, crab and molusc production
Mangroves provide habitats for a variety of marine organisms, some of which are
economically valuable. The economic value of fisheries production attributed to
mangrove areas has been reviewed or estimated by many researchers including
Hamilton & Snedker, (1984); Ruitenbeek, (1991); Gren & Soderqvist, (1994); Hambrey,
(1997); Gilbert & Janssen, (1997) and Costanza et al, (1997). The values found in these
studies vary anywhere from US$66 to almost US$3,000 /ha/yr.
Bann (1999) in a study, estimated that the value of captured fishery at US$ 526/ha/yr
in Malaysia. In several other developing countries, the annual value of the fish caught
in mangroves, ranges from US$900 to US$12,400 per hectare of mangrove (Rodríguez
2001). Christensen (1982) estimated the fisheries function in Thailand at
US$130/ha/yr. Lal (1990) estimated the fisheries function of mangroves in Fiji at
US$ 100/ha/yr while Ruitenbeek (1992) estimated the same in Indonesia at
US$ 117/ha/yr. Jansen and Padilla (1996) estimated the mangrove fisheries function
in Philippines at US$ 60/ha/yr.
For this study the loss associated with a reduction in the mangroves habitat for
fishery feeding and breeding ground is evaluated based on above-mentioned studies
with adjustment made to account for rising prices (4% per year) and current
exchange rate. Further computation reveals that the current value that should be
adopted to represent the loss in fishery resources is RM5,796.40/ha/year.

Carbon Sequestration
Mangrove forest plays an important role in reducing climate change impact by

absorbing large quantities of carbon dioxide from the atmosphere:
• Carbon sequestration—the process of capturing carbon dioxide from the

atmosphere, measured as a rate of carbon uptake per year
• Carbon storage—the long-term confinement of carbon in plant materials,
measured as a total weight of carbon stored
The value of carbon sequestration is determined in this study by referring to the

market price for carbon currently traded in the emission market. Conceptually, the
market price for carbon should capture the essence of the valuation approaches since
a market has been created to internalize the external costs of carbon emission.
Carbon price at the European Union Emission Trading Scheme (EU-ETS) for January
to April 2021 has been moving within the range of €33-43/ton (on the 14th of April
2021, carbon was trading at €43.99). Conservatively, this study adopts the lower end
of the range (i.e., €33/ton) for the purpose of valuation.
Carbon sequestration benefits of the mangrove forest can then be estimated by

calculating the total biomass per hectare and then applying appropriate conversion
factors to obtain carbon equivalents. The daily net CO2- fixations of several dominant
mangrove species found in Thailand as well as Sri Lanka such as Avicennia marina,
Rhizophora apiculata, and Excoecaria agallocha have been estimated at 14,942 mg CO2
m2, 24,235 mg CO2 m2, and 14,097 mg CO2 m2 respectively. Based on these results,
average value for carbon-fixation of mangroves in Kanjanadit District in Thailand
was estimated at 15.1 tonC/ha/yr.
For this study, the value of mangrove forest service obtained in the form of carbon
sequestration function is estimated at RM2,391.84/ha/year.
Shoreline Protection
Mangroves protect shorelines from damaging storm and strong winds, waves, and
floods. Mangroves also help prevent erosion by stabilizing sediments with their
tangled root systems. In this regard, it serves to naturally protect the shoreline from
erosion. The shoreline protection value is estimated by using the replacement cost
approach i.e. the cost of building artificial structures to protect the shoreline under
threat of erosion. The cost of constructing protective structures has been estimated at
RM 1.36 million/km in Malaysia (Hiew and Lim 1994). Estimates for building a
seawall and breakwater is about US$1.2 million/km (Dahuri 1995). Taking the
Malaysian study as the basis for computing the shoreline protection service provided
by mangrove area, this study determines that the value of this function is
RM7,317.12/ha/year.

Biodiversity Values
Mangrove forests are rich in biodiversity providing a habitat for wide varieties of
animal and plant species. As such, mangroves store valuable genetic resources and
also provide habitats for migratory species. In general, biological diversity helps the
mangroves in maintaining their ecological (carrier) and regulatory functions.
Mangroves exhibit high level of biodiversity in their undisturbed state.
Several studies have in the past produced estimates of the economic value of
biodiversity maintenance by estimating several functions of mangroves. Ruitenbeek
(1992) estimated the capturable biodiversity benefits of mangroves if they are
maintained intact at US$1,500 per square kilometer per year that translates into
US$15/ha/year for mangrove forest in Indonesia. Several other studies have
estimated the plant based pharmaceutical value of mangroves ranging from US$0.1
to US$ 61/ha/year (Bann 1997). This study uses an adjusted figure of
RM225.95/ha/year for the biodiversity value of the mangrove areas.
Table 7.7-4 provides the estimated environmental cost of mangrove removal per
hectare which amounts to RM15,731.31 per year.
Table 7.7-4 : Estimated Environmental Cost of Mangrove Removal (2021 price)

Type Environmental Services Unit Cost (RM/ha/yr)
Feeding and breeding ground and
Direct use value 5,796.40
habitat for shrimp/fish/crab/molusc
Carbon sequestration 2,391.84
Indirect use value
Shoreline protection 7,317.12
Option/Non-use value Biodiversity values 225.95
Total 15,731.31
7.7.4 Overall Assessment
Tables 7.7-5, 7.7-6 and 7.7-7 show the streams of environmental loss and gain for a
period of 50 years that can be attributed to the Project. The 8% rate is chosen to reflect
the market rate of interest conventionally used for project evaluation while the 4%
rate is the more appropriate rate for social evaluation.
After discounting at the rate of 8%, the total present value of the stream annual
environmental gain amounts to RM 187.37 million over a 50-year period. If 6% and
4% rates of discount are used, the corresponding present values are RM 265.29
million and RM 395.26 million respectively. These figures represent the present value
of the net economic gain in environmental service flow associated with the Project.
The environmental benefits outweigh the environmental costs because of the
significant environmental gain expected to be produced by the reduction in CO2
emission following Project operation.

Table 7.7-5 : Estimates of Discounted Environmental Costs/Benefits (8% Discount Rate)
Loss of Env Loss due to
Loss of Env Gain from
Services from Increase in
Services from Reduced
Mangrove Area Emission from Net
Year Mangrove Road-Based
(All Except Hydrogen Gain/(Loss)
Area-Carbon Vehicle
Carbon Generation for
Sequestration Emission
Sequestration) KUTS Operation
1 (9,738) (1,746) - - (11,484)
2 (9,016) (1,617) - - (10,633)
3 (8,349) (1,497) - - (9,846)
4 (7,730) (1,386) - - (9,116)
5 (7,158) (1,283) 7,632,160 (1,261,859) 6,361,860
6 (6,627) (1,188) 8,178,114 (1,168,388) 7,001,910
7 (6,136) (1,100) 8,601,308 (1,081,841) 7,512,231
8 (5,682) (1,019) 8,916,934 (1,001,705) 7,908,529
9 (5,261) (943) 9,138,605 (927,504) 8,204,897
10 (4,871) (873) 9,278,509 (858,800) 8,413,964
11 (4,510) (809) 9,347,544 (795,185) 8,547,039
12 (4,176) (749) 9,355,440 (736,283) 8,614,232
13 (3,867) (693) 9,310,876 (681,743) 8,624,573
14 (3,581) (642) 9,221,582 (631,244) 8,586,116
15 (3,315) (594) 9,094,428 (584,485) 8,506,033
16 (3,070) (550) 8,420,767 (541,190) 7,875,957
17 (2,842) (510) 7,797,006 (501,102) 7,292,553
18 (2,632) (472) 7,219,450 (463,983) 6,752,363
19 (2,437) (437) 6,684,676 (429,614) 6,252,188
20 (2,256) (405) 6,189,515 (397,791) 5,789,063
21 (2,089) (375) 5,731,032 (368,325) 5,360,244
22 (1,934) (347) 5,306,511 (341,041) 4,963,189
23 (1,791) (321) 4,913,436 (315,779) 4,595,545
24 (1,658) (297) 4,549,478 (292,388) 4,255,134
25 (1,536) (275) 4,212,480 (270,730) 3,939,939
26 (1,422) (255) 3,900,444 (250,676) 3,648,092
27 (1,317) (236) 3,611,523 (232,107) 3,377,863
28 (1,219) (219) 3,344,002 (214,914) 3,127,651
29 (1,129) (202) 3,096,298 (198,994) 2,895,973
30 (1,045) (187) 2,866,943 (184,254) 2,681,456
31 (968) (174) 2,654,577 (170,606) 2,482,830
32 (896) (161) 2,457,942 (157,968) 2,298,917
33 (830) (149) 2,275,872 (146,267) 2,128,627
34 (768) (138) 2,107,289 (135,432) 1,970,951
35 (711) (128) 1,951,193 (125,400) 1,824,954
36 (659) (118) 1,806,660 (116,111) 1,689,772
37 (610) (109) 1,672,834 (107,510) 1,564,604
38 (565) (101) 1,548,920 (99,547) 1,448,707
39 (523) (94) 1,434,185 (92,173) 1,341,396
40 (484) (87) 1,327,949 (85,345) 1,242,033
41 (448) (80) 1,229,583 (79,023) 1,150,031
42 (415) (74) 1,138,503 (73,170) 1,064,843
43 (384) (69) 1,054,169 (67,750) 985,966
44 (356) (64) 976,082 (62,731) 912,931
45 (329) (59) 903,780 (58,085) 845,307
46 (305) (55) 836,833 (53,782) 782,692

Area-Carbon Vehicle
47 (282) (51) 774,846 (49,798) 724,714
48 (262) (47) 717,450 (46,109) 671,032
49 (242) (43) 664,305 (42,694) 621,326
50 (224) (40) 615,097 (39,531) 575,302
Total (128,658) (23,069) 204,067,133 (16,540,957) 187,374,449

Area-Carbon Vehicle
1 (9,738) (1,746) - - (11,484)
2 (9,187) (1,647) - - (10,834)
3 (8,667) (1,554) - - (10,221)
4 (8,176) (1,466) - - (9,642)
5 (7,713) (1,383) 8,224,681 (1,359,823) 6,855,761
6 (7,277) (1,305) 8,979,303 (1,282,852) 7,687,869
7 (6,865) (1,231) 9,622,144 (1,210,238) 8,403,811
8 (6,476) (1,161) 10,163,441 (1,141,734) 9,014,070
9 (6,110) (1,095) 10,612,630 (1,077,107) 9,528,318
10 (5,764) (1,033) 10,978,404 (1,016,139) 9,955,468
11 (5,438) (975) 11,268,767 (958,622) 10,303,733
12 (5,130) (920) 11,491,084 (904,360) 10,580,674
13 (4,839) (868) 11,652,128 (853,170) 10,793,251
14 (4,565) (819) 11,758,123 (804,877) 10,947,862
15 (4,307) (772) 11,814,786 (759,318) 11,050,388
16 (4,063) (729) 11,146,024 (716,338) 10,424,895
17 (3,833) (687) 10,515,117 (675,791) 9,834,806
18 (3,616) (648) 9,919,922 (637,538) 9,278,119
19 (3,412) (612) 9,358,417 (601,451) 8,752,943
20 (3,218) (577) 8,828,695 (567,407) 8,257,493
21 (3,036) (544) 8,328,958 (535,289) 7,790,088
22 (2,864) (514) 7,857,507 (504,990) 7,349,139
23 (2,702) (485) 7,412,743 (476,406) 6,933,150
24 (2,549) (457) 6,993,154 (449,439) 6,540,708
25 (2,405) (431) 6,597,315 (423,999) 6,170,479
26 (2,269) (407) 6,223,882 (399,999) 5,821,207
27 (2,140) (384) 5,871,587 (377,358) 5,491,704
28 (2,019) (362) 5,539,233 (355,998) 5,180,853
29 (1,905) (342) 5,225,691 (335,847) 4,887,597
30 (1,797) (322) 4,929,897 (316,837) 4,610,941
31 (1,695) (304) 4,650,847 (298,903) 4,349,944
32 (1,599) (287) 4,387,591 (281,984) 4,103,721

Area-Carbon Vehicle
33 (1,509) (271) 4,139,237 (266,022) 3,871,435
34 (1,424) (255) 3,904,940 (250,965) 3,652,297
35 (1,343) (241) 3,683,906 (236,759) 3,445,563
36 (1,267) (227) 3,475,383 (223,358) 3,250,531
37 (1,195) (214) 3,278,663 (210,715) 3,066,539
38 (1,128) (202) 3,093,079 (198,787) 2,892,961
39 (1,064) (191) 2,917,999 (187,535) 2,729,209
40 (1,004) (180) 2,752,829 (176,920) 2,574,725
41 (947) (170) 2,597,008 (166,906) 2,428,986
42 (893) (160) 2,450,008 (157,458) 2,291,496
43 (843) (151) 2,311,328 (148,546) 2,161,789
44 (795) (143) 2,180,498 (140,137) 2,039,424
45 (750) (134) 2,057,074 (132,205) 1,923,985
46 (707) (127) 1,940,636 (124,722) 1,815,080
47 (667) (120) 1,830,788 (117,662) 1,712,339
48 (630) (113) 1,727,159 (111,002) 1,615,415
49 (594) (107) 1,629,395 (104,719) 1,523,976
50 (560) (100) 1,537,165 (98,791) 1,437,713
Total (162,695) (29,172) 287,859,168 (22,377,023) 265,290,277

Area-Carbon Vehicle
1 (9,738) (1,746) - - (11,484)
2 (9,363) (1,679) - - (11,042)
3 (9,003) (1,614) - - (10,617)
4 (8,657) (1,552) - - (10,209)
5 (8,324) (1,493) 8,875,834 (1,467,481) 7,398,536
6 (8,004) (1,435) 9,876,550 (1,411,040) 8,456,071
7 (7,696) (1,380) 10,787,157 (1,356,769) 9,421,312
8 (7,400) (1,327) 11,613,108 (1,304,586) 10,299,796
9 (7,115) (1,276) 12,359,567 (1,254,409) 11,096,766
10 (6,842) (1,227) 13,031,426 (1,206,163) 11,817,195
11 (6,579) (1,180) 13,633,321 (1,159,772) 12,465,791
12 (6,325) (1,134) 14,169,639 (1,115,165) 13,047,014
13 (6,082) (1,091) 14,644,534 (1,072,274) 13,565,087
14 (5,848) (1,049) 15,061,938 (1,031,033) 14,024,008
15 (5,623) (1,008) 15,425,570 (991,378) 14,427,560
16 (5,407) (970) 14,832,279 (953,248) 13,872,654
17 (5,199) (932) 14,261,806 (916,584) 13,339,091
18 (4,999) (896) 13,713,275 (881,331) 12,826,049
19 (4,807) (862) 13,185,842 (847,434) 12,332,739

Area-Carbon Vehicle
20 (4,622) (829) 12,678,694 (814,840) 11,858,403
21 (4,444) (797) 12,191,052 (783,500) 11,402,311
22 (4,273) (766) 11,722,165 (753,366) 10,963,760
23 (4,109) (737) 11,271,313 (724,390) 10,542,077
24 (3,951) (708) 10,837,801 (696,529) 10,136,613
25 (3,799) (681) 10,420,962 (669,739) 9,746,743
26 (3,653) (655) 10,020,156 (643,980) 9,371,868
27 (3,512) (630) 9,634,765 (619,212) 9,011,412
28 (3,377) (606) 9,264,198 (595,396) 8,664,819
29 (3,247) (582) 8,907,882 (572,496) 8,331,557
30 (3,122) (560) 8,565,271 (550,477) 8,011,112
31 (3,002) (538) 8,235,838 (529,305) 7,702,992
32 (2,887) (518) 7,919,075 (508,947) 7,406,724
33 (2,776) (498) 7,614,495 (489,372) 7,121,850
34 (2,669) (479) 7,321,630 (470,550) 6,847,932
35 (2,566) (460) 7,040,029 (452,452) 6,584,550
36 (2,468) (442) 6,769,258 (435,050) 6,331,298
37 (2,373) (425) 6,508,902 (418,317) 6,087,787
38 (2,282) (409) 6,258,560 (402,228) 5,853,641
39 (2,194) (393) 6,017,846 (386,758) 5,628,501
40 (2,109) (378) 5,786,390 (371,882) 5,412,020
41 (2,028) (364) 5,563,837 (357,579) 5,203,866
42 (1,950) (350) 5,349,843 (343,826) 5,003,717
43 (1,875) (336) 5,144,080 (330,602) 4,811,266
44 (1,803) (323) 4,946,231 (317,887) 4,626,218
45 (1,734) (311) 4,755,991 (305,660) 4,448,286
46 (1,667) (299) 4,573,068 (293,904) 4,277,198
47 (1,603) (287) 4,397,181 (282,600) 4,112,691
48 (1,541) (276) 4,228,059 (271,731) 3,954,510
49 (1,482) (266) 4,065,441 (261,280) 3,802,414
50 (1,425) (256) 3,909,078 (251,230) 3,656,167
Total (217,557) (39,009) 427,390,939 (31,873,752) 395,260,621


PROJECT ACTIVITIES
PRE-CONSTRUCTION STAGE
P1 LOW
P2 MEDIUM BENEFICIAL IMPACTS
P3 HIGH
N1 LOW
Utilities Recolation
N2 MEDIUM ADVERSE IMPACTS
Land Acquisition
N3 HIGH
Soil profile
Soil stability
LAND
Subsidence and Compaction N1

Land use N2
PHYSICO-CHEMICAL
Buffer zones
Flooding
SURFACE
WATER
Water quality N1
Existing use
Water table
Flow regime
GROUND
WATER
Water quality
Existing use
Climate Change
AIR
ENVIRONMENTAL COMPONENTS
Air quality N1
Visibility
Intensity N1
NOISE
Duration N1
Frequency N1
Terrestrial vegetation
SAFETY COMMUNITIES POPULATION
SPECIES &
BIOLOGICAL
Terrestrial wildlife
Aquatic flora
Aquatic fauna
Terrestrial habitat
HEALTH & HABITATS &
Terrestrial communities
Aquatic habitat
Aquatic communities
Physical safety/health N1
Physical well-being
Communicable disease
Employment N2 P1
ECONOMIC
SOCIAL &
Housing N2
Utilities/Amenities N1
HUMAN
Transportation/Traffic flow N1
Commerce N2 P1
Landform N1
Atmospheric quality
AESTHETIC &
CULTURAL
Tranquility N1
Sense of community N2
Landscape
Odour
Date 07-04-2021
Project No EJ 688
Produced By GJK
Revision -
EIA Matrix for the
Pre-Construction Stage
FIGURE 7.1-1
Source: ERE Consulting Group Sdn Bhd
PROJECT ACTIVITIES
CONSTRUCTION STAGE
Construction of at-grade Structure

P1 LOW
Installation of Lane Facilities &

Transportation of construction
Establishment of Site Office
P3 HIGH
Construction of Underpass
Construction of Stations
Construction of Bridges
Construction of Depots
N1 LOW
N3 HIGH
Site Clearing
& Viaducts
Earthwork
materials
Systems
Soil profile
Soil stability N2 N2 N2 N2 N2
LAND
Subsidence and Compaction N1

Land use P1
PHYSICO-CHEMICAL
Buffer zones
Flooding N1 N1 N1 N1 N1 N1 N1 N1
SURFACE
WATER
Water quality N2 N2 N1 N2 N2 N2 N2 N2
Existing use
Water table
Flow regime
GROUND
WATER
Water quality
Existing use
Climate Change
Air quality N2 N1 N1 N1 N2 N2 N1 N2 N1
AIR
Visibility
Intensity N1 N1 N1 N1 N1 N1 N1 N1 N1 N1
NOISE
Duration N1 N1 N1 N1 N1 N1 N1 N1 N1 N1
Frequency N1 N1 N1 N1 N1 N1 N1 N1 N1 N1
Terrestrial vegetation N1 N1 N1 N1 N1 N1 N1 N1
HEALTH & HABITATS & SPECIES &
BIOLOGICAL
Aquatic flora N1
Aquatic fauna N1
Terrestrial habitat
Aquatic habitat
Aquatic communities
Physical safety/health N2 N2 N1 N2 N2 N2 N2 N2 N2 N1
Physical well-being
Employment P3 P3 P3 P3 P3 P3 P3 P3 P3 P3
ECONOMIC
Housing
SOCIAL &
Utilities/Amenities
HUMAN
Transportation/Traffic flow N2 N2 N1 N3 N3 N3 N3 N2 N3
Commerce P3 P3 P3 P3 P3 P3 P3 P3 P3 P3
Landform N1 N1 N1 N1 N1 N1 N1 N1
Atmospheric quality N1 N1 N1 N1 N1 N1 N1 N1 N1
AESTHETIC &
CULTURAL
Tranquility N2 N2 N1 N1 N1 N1 N1 N1 N1
Sense of community
Landscape N2 N2 N2 N2 N2 N2 N2 N2
Odour N1
Date 07-04-2021
Project No EJ 688
Produced By GJK
Revision -
EIA Matrix for the
Construction Stage
FIGURE 7.1-2
PROJECT ACTIVITIES
OPERATIONAL STAGE
P1 LOW
P3 HIGH
N1 LOW
Station Operations
Depot Operations
N3 HIGH
ART Operation
Soil profile
Soil stability
LAND
Subsidence and Compaction

Land use P3 P3 P3
PHYSICO-CHEMICAL
Buffer zones
Flooding N1 N1 N1
SURFACE
WATER
Water quality N1 N1
Existing use
Water table
Flow regime
GROUND
WATER
Water quality
Existing use
Climate Change P2
AIR
Air quality P2
Visibility
Intensity N1 N1 N1
NOISE
Duration N1 N1 N1
Frequency N1 N1 N1
Terrestrial vegetation
SPECIES &
BIOLOGICAL
Aquatic flora
Aquatic fauna
Terrestrial habitat
HEALTH & HABITATS &
Aquatic habitat
Aquatic communities
Physical safety/health N1 N1 N1
Physical well-being
Employment P3 P3 P3
ECONOMIC
SOCIAL &
Housing P1
Utilities/Amenities P3 P3 P3
HUMAN
Transportation/Traffic flow P3 P2 P2
Commerce P3 P3 P3
Landform
Atmospheric quality P2
AESTHETIC &
CULTURAL
Tranquility N1 N1 N1
Sense of community
Landscape N1 N1 N1
Odour
Date 07-04-2021
Project No EJ 688
Produced By GJK
Revision -
EIA Matrix for the
Operational Stage
FIGURE 7.1-3
S A R AWA K
Kota
Samarahan
REMBUS REMBUS
(PROVISIONAL) (PROVISIONAL)
Pre Construction Without Mitigation
REMBUS REMBUS
(PROVISIONAL) (PROVISIONAL)

Proposed Station
With Mitigation Post Construction Proposed Alignment (At-grade)
o
Soil Erosion Risk (Tonne/ha/year) Project No EJ 688
Produced by HMZ
< 10 (Low)
Revision A
1:14,500 @ A4 size paper 11 - 50 (Moderate) Soil Erosion Risk
0 250 500 51 - 100 (Moderate High) at Rembus Depot
Meters 101 - 150 (High) FIGURE 7.4.1-1
Coordinate System:
Timbalai 1948 RSO Borneo Meters > 150 (Very High)
Map Units: Meter
\\192.168.1.6\gis\GIS-Data\Project\EJ 688 EIA & SIA KUTS\Maps\APRX\EIA KUTS\EIA KUTS HMZ Ch 7.aprx (RUSLE Depot Rembus)
Kota Samarahan
S A R AWA K
Pre Construction Without Mitigation
With Mitigation Post Construction Proposed Alignment (Elevated)
o
Soil Erosion Risk (Tonne/ha/year) Project No EJ 688
Produced by HMZ
< 10 (Low)
Revision A
1:7,500 @ A4 size paper 11 - 50 (Moderate) Soil Erosion Risk
0 100 200 51 - 100 (Moderate High) at Batu 12 Depot
Meters 101 - 150 (High) FIGURE 7.4.1-2
Coordinate System:
Timbalai 1948 RSO Borneo Meters > 150 (Very High)
Map Units: Meter
\\192.168.1.6\gis\GIS-Data\Project\EJ 688 EIA & SIA KUTS\Maps\APRX\EIA KUTS\EIA KUTS HMZ Ch 7.aprx (RUSLE Depot Batu 12)
08 MITIGATION MEASURES
Section 8
MITIGATION MEASURES
SECTION 8 : MITIGATION MEASURES
8.1 INTRODUCTION
This section discusses the proposed mitigation measures during the Project
construction and operation stages, for the impacts identified in Section 7.
The DOE guidelines and guidance documents that have been referred to in the
formulation of mitigation measures are as follows:
• Guidance Document for Addressing Soil Erosion and Sediment Control

Aspects in the Environmental Impact Assessment (EIA) report
• Guidance Document for the Preparation of the Document on Land Disturbing
Pollution Prevention and Mitigation Measures (LD-P2M2)
• A Guidebook on Identification and Classification of Scheduled Wastes
• Panduan Pengurusan Buangan Terjadual Daripada Bengkel/Worksyop
• The Planning Guidelines for Environmental Noise Limits and Control
• The Planning Guidelines for Vibration Limits and Control
Section 8 Mitigation Measures 8-1

8.2 MITIGATION MEASURES DURING PRE-
CONSTRUCTION STAGE
8.2.1 LAND ACQUISITION
The land acquisition process will be carried out as per the Sarawak Land Code 1958.
Affected parties will be given due notice, assistance and information in order for
them to make alternative plans and minimise inconveniences.
a) Strategic Engagement Programme
A Strategic Engagement Programme will be carried out by the Project Proponent.

The programme would not just aim to provide relevant information on land
acquisition to the affected groups but would also outline various available actions
for such groups to help them manage the acquisition process they are undergoing.
For most affected groups, there is a lack of understanding and comprehension of the
land acquisition process, the compensation scheme and what they could or should
do when affected.
The lack of knowledge and information often causes concerns and anger among
affected groups, making them perceive they are victimized or are being taken
advantage of. The strategic engagement programme should provide the affected
groups with knowledge, guidance on their rights and how to seek professional help
if they are unclear and worried on how acquisition would affect them.
The emphasis of the engagement programme is on communications and having an

effective feedback process. For many who participated in the stakeholder
engagements, it is acknowledged that they have set aside their valuable time to find
out more on the KUTS ART Project. The results from these face-to-face engagements
have provided valuable insights on public perceptions. Similarly, in handling land
acquisition matters, the face-to-face encounters are still important and necessary as
interfacing and interactions are especially necessary when the subject matter of land
acquisition is socially and culturally sensitive for many people.
b) Establishing a Dedicated and Skilled Communication Team
The proposed strategic engagement programme requires a dedicated and skilled

communication team who are well versed in matters related to land acquisition.
Although the Land and Survey Department Sarawak is tasked to undertake and
manage land acquisition in the State, it is important that the Project Proponent have
a dedicated communication and engagement team who know government
procedures in land acquisition and are able to provide guidance to the affected
parties. This team should be able to communicate and explain to the affected groups
and provide support that can help affected parties go through the transition period
from pre-acquisition to actual acquisition and finally to relocation elsewhere.
8-2 Section 8 Mitigation Measures

c) Making Continuous Engagement a Commitment under the Strategic
Engagement Programme
The Strategic Engagement Programme shall stretch from pre-construction stage right
up to operations. In doing this, the engagement programme works as a long-term
commitment to target different issues as they emerge in relation to the Project. The
issues are likely to be social and public. By taking engagement right up to completion
and operations, the Project Proponent is able to carry its feedback process into
operations. It is thus able to obtain insights on public reactions and responses at each
stage of Project implementation.
8.2.2 UTILITIES RELOCATION
The relocation of utilities along the lines will be carried out in consultation with
utility companies and with effective safety management plans. The safety
management plans will ensure that safety measures are implemented and
appropriate methods are used to minimise threats or risks to the public and
surroundings.
The measures to minimize risks from utilities relocation include:

• Notify the public before commencement of the works
• Notify the utilities companies about pre and post construction works
• Appoint competent person to supervise any construction works at, near or
adjacent to SEB’s transmission line to avoid electricity shock and flash-over
accident.
• Utilities detection and piloting with joint inspection with the utilities
representative and specialist subcontractors prior to be carried out prior to the
actual relocation work.
• Any abandoned water or sewer pipe after relocation works shall be properly
sealed-off to prevent soil settlement or sink holes which pose danger to the public.
• Safety requirement for firefighting and explosion to be provided at the work site
during the construction.
• Workers involved must be trained in first aid and emergency procedures and
implement emergency response plan, evacuation to assemble point.
• Usage of appropriate signboards during relocation works with the
implementation of traffic diversion if required

8.3 MITIGATION MEASURES DURING CONSTRUCTION
STAGE
8.3.1 SOIL EROSION AND SEDIMENTATION
As discussed in Section 7.4.1, the soil erosion and sedimentation impacts are
moderate. Nevertheless, adequate mitigation measures shall be implemented to
mitigate the risks.
8.3.1.1 LD-P2M2 along the Alignment
In general, Land Disturbing Pollution Prevention and Mitigation Measures

(LD-P2M2) implementation on-site will vary depending on the type of construction
works and site conditions. For this project, the LD-P2M2 implementation will be
divided into four types of work:
• Depot Construction
• At-grade works (at-grade section, stations and underpass)
• Elevated works (viaduct and elevated station)
• River crossing works
The main LD-P2M2 features for each type of work have been summarised and
tabulated in Table 8.3.1-1 whereas examples of LD-P2M2 components is shown in
Plate 8.3.1-1.
It is to be noted that the engineering design for the KUTS ART Phase 1 is yet to be
conducted. Information such as alignment, station and depot plan and profile,
earthworks, pier locations, survey and existing features (such as buildings, roads and
drainage) are not yet available.
Typical LD-P2M2 for each type of works have been prepared following the Sarawak
Urban Stormwater Management (SUStoM) 2nd Edition (DID Sarawak, 2017), Manual
Saliran Mesra Alam (MSMA) 1st Edition (DID, 2000) and Manual Saliran Mesra Alam
(MSMA) 2nd Edition (DID, 2012). This will serve as a guidance for the detailed LD-
P2M2 preparation at a later stage. The typical LD-P2M2 for each type of works are
shown in Figure 8.3.1-1 to Figure 8.3.1-12.


Table 8.3.1-1 : Summary of LD-P2M2 Components to be Implemented on Site
At-grade Works
Work Area / LD- (Stations, at-grade Elevated works
Depot Construction
P2M2 section and (Elevated stations and viaduct section)
underpass section
• Site clearing and earthworks are conducted in phases, with progressive establishment of adequate LD-P2M2 for each phase. Upon
completion of site clearing and earthworks at each phase, the site shall be stabilized and followed by works at subsequent phase,
Planning and in a gradual manner.
Phasing • Minimizing exposed area by limiting site clearing and earthworks within ROW boundary and preserve existing vegetation
whenever possible.
• To avoid/minimize site clearing and earthworks during rainy season (November to December).
Erosion Control
• Surface of construction area to be properly compacted to ensure that the soil particles are not readily eroded by runoff.
Stabilization of
• To line the surface construction area with crusher run or concrete especially on-site access roads.
Construction Area
• All of the disturbed area shall be stabilized with vegetation cover or pavement.
• Temporary slope protection shall be provided
especially near the river bank area such as erosion
control blanket or equivalent measures.
Riverbank Slope • Depending on the site condition, sheet piling to protect
n/a n/a
Protection the river bank may be considered.
• Permanent slope protection such as rip rap or
equivalent will be constructed at the disturbed
riverbank slope area.
Surface Runoff Control
• A network of temporary drainage will be constructed to ensure that all runoff from the construction site is captured and diverted
Temporary Drain into sediment basins/silt traps.
(Earth or Concrete)
• These drains will be constructed around the perimeter of the site and other areas where necessary.
• Small temporary dam constructed of rock across drainage
Check dam • Reduce velocity of concentrated stormwater flows and channel erosion
• Trap small amount of sediment and encourage sediment dropout

At-grade Works
Depot Construction
underpass section
• Stockpile of earth materials shall be bunded by means of sand bags or silt fence to prevent surface runoff from the stockpile area
flowing indiscriminately.
Earth Stockpile • Long term storage of earth materials to be covered to prevent further erosion.
• Whenever possible, stockpile shall be located at least 20 m away from any waterway.
• Sandbag barrier and sheet pile surrounding the piers
Sandbags and n/a n/a work area to prevent any surface runoff from flowing
sheet pile
indiscriminately to existing waterways.
Sediment Control
Silt fence and • Installed along perimeter of work area and perimeter drain/waterway to prevent any surface runoff from directly flowing into the
sandbags nearest waterways.
• Silt curtain shall be provided at areas involving piers
construction near riverbanks
Silt Curtain n/a n/a
• At the moment, 1 location has been identified which is
at Sg. Kuap crossing
• If there is a need for pier structures in the river
especially for large river crossing such as at Sg. Kuap,
cofferdam can be used to prevent water from entering
Cofferdam n/a n/a
the work area.
• This will prevent any sediments for the work area from
entering the river.
• Sediment basins/silt traps will be constructed
before earthworks activities to ensure that all
surface runoff is captured before being
Sediment Basin discharged n/a
and silt traps
• Soil particles from the runoff will settle in the
sediment basins/silt traps, reducing the TSS
and turbidity level from final discharge

At-grade Works
Depot Construction
underpass section
• The sizing of sediment basins/silt traps is based
on SUStoM requirements and MSMA 2012
• The sediment basins/silt traps shall be
inspected after heavy rainfall (50 mm/hour)
and desilted regularly (50% full), to ensure
optimum functionality
• Mobile silt traps will be installed at areas where the runoff was not captured
by sediment basin/silt trap or has space constraint
• It will mainly be used during dewatering of substructure work areas
Mobile silt trap n/a (underpass and pier works)
• Water from the substructure works will be pumped into mobile silt traps and
allowed to settle before being discharged
• The accumulated sediment will be disposed as unsuitable material.
• ATS treats runoff using a mechanical system with the application of coagulants and flocculants to promote the settling of soil
particles
• The construction runoff captured by the sediment basin is transferred to a holding basin where the soil particles will coagulate and
Active Treatment settle
System (ATS)
• Only coagulants/flocculants which have been approved for use by relevant authorities are allowed to be used
• The quality of the sediment/sludge will be tested. If it contains certain level of contaminants, it will be treated as scheduled wastes
(SW204)
Wash trough • Provision of wash trough at the ingress/egress point to prevent any sediments deposits onto the public road.
Inspection and Maintenance
• Inspection of all LD-P2M2 shall be carried out on a weekly basis and every rain event (50 mm/hour) to monitor the conditions of all LD-P2M2.
• Immediate remedial action shall be carried out to any damaged LD-P2M2 to ensure their optimum functionality.

Plate 8.3.1-1 : LD-P2M2 Component Examples
EROSION CONTROL
Construction surface area stabilized with crusher run Construction surface area stabilized with concrete
Riverbank slope protection

RUNOFF CONTROL
Temporary drainage at work perimeter Example of check dam

SEDIMENT CONTROL
Silt fence and sandbag along with New Jersey Barrier Sheet pile protection for pier foundation

SEDIMENT CONTROL
Silt curtain at riverbank Cofferdam at pier work area
Example of silt trap Example of sediment basin

SEDIMENT CONTROL
Example of Active Treatment System

8.3.1.2 Emergency Response Plan for Exceeding TSS Limit
In-situ total suspended solid (TSS) measurement will be taken at final discharge (silt
traps and sediment basins discharge) whenever rain event exceeds 50 mm/hour.
Siltation of the receiving waterway will occur when silt traps/sediment basin
discharges exceed the "Target Limits" defined as the statutory limits (50 mg/l).
If such situation occurs (discharge >50 mg/l), the following action and procedures
shall be taken:
• Check on the condition of LD-P2M2 installed on site to identify source of

exceedance.
• Utilize Active Treatment System (ATS) to prevent further discharge exceedance
(if needed).
• Conduct immediate remedial action if there are any detected malfunction of the
LD-P2M2.
• Carry out final discharge monitoring to evaluate the LD-P2M2’s efficiency after
the remedial action.
• Reassessment of silt traps/sediment basins’ capacity to ensure its sufficiency to
cater for the catchment’s generated silt discharge.
• Review work method and working condition which may affect the efficiency of
LD-P2M2 on site and reassessment of LD-P2M2 maintenance program.

The water pollution control measures to prevent and minimize the deterioration of
the water quality of rivers along the alignment are discussed in this section. The
water pollution control and mitigation measures are presented for the entire Project
alignment, as the mitigation measures are applicable and relevant throughout the
alignments. In addition, during EMP preparation, river quality monitoring will be
carried out at the discharge points. This is applicable for any discharges into main
rivers and tributaries within the Project area.
8.3.2.1 Soil Erosion & Sediment Control
The mitigation measures for erosion and sediment control have been described in
Section 8.3.1 and will be implemented at locations of earthworks and construction
works along Line 1 and Line 2. Soil erosion and sedimentation impacts on water
quality at river crossings and irrigation canals (at Rembus depot) are expected to
arise from preparatory earthwork activities as well as foundation and substructure
works during the construction of the depots. Meanwhile, construction of elevated
sections of the alignment would involve the excavation of viaduct functions, which
would also affect water quality at river crossings. Other forms of land disturbances
are also expected within the work areas. Best Management Practices (BMPs) will be
implemented for the purpose of surface water runoff control, erosion and
sedimentation control.
Compact Wastewater Treatment System
Compact Wastewater Treatment System (CWWTS) (Plate 8.3.2-1) may be installed to

reduce the impact of high total suspended solids during construction phase. The
chemical processes in CWWTS will reduce the suspended solids concentration to
below 50 mg/L so that the treated water can be either discharged into the public
drainage system or recycled for further use. Some of the advantages of the compact
wastewater treatment system are:
• Simple setup
• Mobile, easy to set up or relocate and can be loaded onto a small truck fitted
with a crane
• Small footprint
• Few mechanical parts
• Low maintenance cost
• No foundation required
• Uses single phase power
• Uses powder chemicals

The key features of a CWWTS include:
• Wastewater Sampling Point

Incorporated to enable visual checks to be made on the quality of the water
which is being discharged.
• TSS Continuous Monitoring System

Control panel is mounted within the Chemical Processing Chamber and
enables real-time monitoring to be accessed from a remote computer in
addition to providing notification by short-messaging system (SMS) if the TSS
limit has been exceeded.
Plate 8.3.2-1 : Example of CWWTS

8.3.2.2 Sewage & Sullage Management
Portable toilets facilities (Plate 8.3.2-2) will be provided for the construction workers
in accordance with the requirement of the Department of Occupational Safety and
Health (DOSH). The requirement specifies that these sanitary facilities are required
to be located a minimum of 6 m away from storm drain inlets, conveyance channels
or surface waters.
Proper housekeeping and hygiene should be maintained at all times with the use of
these portable toilets. Sewage from the toilets will be properly collected and treated
offsite by the relevant appointed individuals in order to prevent water pollution. This
would reduce concerns with regards to public health hazards in relation to the
discharge of sewage.
Plate 8.3.2-2 : Example of Portable Toilet
8.3.2.3 Storage & Handling of Petroleum Products & Wastes
Improper discharge, leakage or spillage of petroleum products are not allowed

during the construction stage, as these substances can pollute watercourses and
waterbodies. The Project Proponent would be required to practice best management
practices for the storage, handling and usage of these petroleum products in order to
avoid spillage of fuel, lubricants and chemicals. The mitigative measures that will be
implemented are as described below:
• The presence of diesel machinery and the storage of diesel and petroleum
products may lead to pollution should spillage/leakage occurs. Hence,
adequate attention will be given to storage.
• The maintenance of machinery will be carried out in a designated area where
spillage or leakage of used oil and lubricants can be contained.

• Oil spills will be cleaned up as soon as possible to prevent possible oil
contamination to the waterways.
• Adequate attention will be given to maintenance of the construction
machines to ensure that leakage does not occur.
• Should any leakage occur (worst case scenario), adequate and proper
Emergency Response Plan (ERP) must be executed.
The criteria for storage of petroleum products and chemicals are as follows:
• Structural integrity of primary container
- Tanks, drums or other containers must be strong enough to hold the oil
without leaking or bursting.
• Secondary containment system bunds
- The storage area/ bund should be concrete paved, bunded with a
capacity to contain 110% of the largest container volume (Plate 8.3.2-3).
- The bund base and walls must be impermeable to water and oil, and
checked regularly for leaks.
- Any valve, pipe used for draining the contaminant system must not
penetrate the bund base and walls. A collection sump for rainwater is
recommended. Water collecting in the base of the bund may be removed
using either a manually operated pump or an automatic pump.
- Roofing over the storage area should be used to prevent rainwater getting
into the bund.
- Operating schedules will include daily opening of the valve to remove
accumulated water which will also assist in identifying minor leaks.
- Oil or a mixture of oil and water collected in the bund will be handled as
scheduled waste as per the Environmental Quality (Scheduled Wastes)
Regulations 2005.
• Skid tanks, if any, will be placed at a minimum distance of 750 mm between
the tank and the bund wall and 600 mm between the tank and the base to
enable inspection for leaks.
Plate 8.3.2-3 : Example of Petroleum Storage Area

8.3.2.4 Scheduled Waste
Storage and handling of scheduled wastes from the maintenance works will be
carried out according to the Environmental Quality (Scheduled Wastes) Regulations,
2005. The management of scheduled waste will be carried out by Trienekens
(Sarawak) Sdn. Bhd. as part of the Integrated Solid Waste Management System
(ISWMS).
Certain storage and handling methods of scheduled wastes may include:
• Wastes shall be stored within sealed drums, labelled as well as placed within
a proposed scheduled waste storage shed. The shed shall be paved with
concrete, bunded with a capacity in order to contain 110% of the largest
container volume.
• An opening in the bund wall should not be present in order to prevent
leakage or spills to flow off-site.
• Storage of scheduled waste such as spent oil in oil drums is required to be
accompanied by a drip tray with a capacity of not less than 25% of the drum’s
capacity or, for several drum situated together, 25% of the aggregated storage
capacity (Plate 8.3.2-4). Mobile bowsers should also have a suitably sized drip
tray fitted underneath when in use.
• Separate compartments would be provided for different groups of
incompatible wastes.
• Scheduled waste such as spent lubricating or hydraulic oil will 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.
• Scheduled wastes would not be kept on site for more than 180 days or
exceeding weight limit of 20 tonnes.
• Should a container storing scheduled wastes be in poor condition or leaking,
the spillage should be contained with immediate effect and prevented from
spreading. The scheduled waste should then be transferred to a new
container or one in a better condition.
• An accurate and current inventory in accordance with the Fifth Schedule of
the Environmental Quality (Scheduled Wastes) Regulations, 2005 of the
categories as well as quantities of scheduled wastes being generated, treated
and disposed of will be kept.
• Disposal of wastes into rivers or drainage systems shall be prohibited through
notices on signboards at sites. Proper waste bins shall be located at strategic
locations with the project site. The waste shall be collected and disposed by
local authorities on alternate days.
• Scheduled wastes would be collected by the DOE licensed contractors and
managed according to the consignment note system of the Sixth Schedule.

Plate 8.3.2-4 : Example of Drip Tray
8.3.2.5 Management of Floatables
The management of floatables generated during construction stage is discussed in

Section 8.3.6.
8.3.3 FLOOD
As mentioned in Section 7.4.3, the flood risks during construction stage are generally
at low risk. Nevertheless, adequate mitigation measures shall be implemented to
ensure that the construction of the ART does not aggravate the current flood situation.
The mitigation measures will be divided into the following sub-sections for ease of
reference (Chart 8.3.3-1).

Chart 8.3.3-1 : Flood Protection Plan
The flood prevention methods are described in Table 8.3.3-1.

Table 8.3.3-1 : Flood Preventive Measures
Mitigation Measures Description Maintenance Potential work area
Inspection shall be performed as part of a regular construction inspection
programme. The site inspection will consist of the following:
Frequency • Maintenance work should be carried out based on
• During any storm event that threatens to exceed the available capacity in the site inspection. Every control measure at the
sediment basin, etc. construction site must be checked periodically and
• After any storm water event with substantial runoff. maintained sufficiently to ensure proper
• Weekly in the form of routine inspection for all site work practices. performance during every stage of development. Overall work area
• Before site closure or any other time when it might be otherwise left • The personnel in charge of maintaining the control • Depot
Site inspection, unattended for more than 72 hours. measures would be the respective construction • Station
Monitoring and • After rain event of 12.5 mm or above. team managers and subcontractors appointed at the • Elevated section
Maintenance Activities during inspection respective work area under the supervision of an • At-grade section
• Inspection of all permanent and /or temporary drains throughout the Environment Officer (EO). • Underpass section
construction site. Initiate cleaning if required. • The results of the inspection, assessment and
• Removal of stockpile material or sediment that has encroached within 2 m of maintenance will be recorded in writing. The report
surface drain. shall include the date of inspection, person who
• Construction of additional drains and/or diversion drains that help to performed the inspection and the observations.
separate the on-site polluted waters from another runoff.
• Ensure any changes in the construction work performed at the site has not
diverted sediment and runoff away from the established BMPs.
The implementation of Best Management Practices (BMPs) minimizes the effect of
surface runoff during raining days and minimizes sedimentation of silt into the
nearest drainage or rivers that will lead to flash flood. Details of BMPs can be
referred to Land Disturbing Pollution Prevention and Mitigating Measures (LD-
P2M2) (Section 8.3.1)
• Frequency of inspection and maintenance shall be
Overall work area
Planning and phasing increased during rainy season.
• Depot
• Earthworks and land clearing must be carried out in stages in order to minimize
• Station
exposed areas which will contribute to erosion and flooding.
• Elevated section
• Based on the rainfall data, December has recorded the highest volume of
• At-grade section
rainfall. Therefore, earthworks and land clearing shall be minimized in
• Underpass section
Best Management December.
Practices (BMPs) Slope protection
a. Temporary covers
• Erosion Control Blanket / geotextile shall be used to cover the temporary
• Periodically inspect for signs of erosion or failure.
exposed area to reduce erosion due to rainfall impact.
• Re-anchor loosened cover material.
b. Turfing
• Replace the geotextile when it is torn or worn out.
• Turfing to be erected immediately after the completion of earthworks. Shall be
applied at the exposed slopes to minimize runoff water and reduce erosion.
• Spot turfing or closed turfing are recommended for the involved area.
• Work area involved at river bank such as Sg. Kuap,
c. Sheet pile
• Visually inspect the condition of exposed portions Sg. Bitan, Sg. Tabuan, Sg. Semenggo and Sg.
• Temporary retaining structures and deep excavation support systems (sheet
of the sheet piles and river banks. Sarawak
pile walls) protecting land slopes.
• Underpass section

Mitigation Measures Description Maintenance Potential work area
• Accumulated sediment must be removed manually.
• Inspect regularly and especially after each rainfall.
• Replace silt fence where it is torn, worn out or
Drainage damaged.
a. Silt fence • Retrench or replace silt fence that is not properly
• Silt fence shall be erected along the perimeter drainage/ facing any rivers. anchored to the ground.
• Maintenance log complete with details of all the silt
fence in terms of location, date of inspection, type of
maintenance and repair work must be kept.
b. Temporary drainage • Any form of erosion must be rectified immediately.
• Temporary earth drains shall be constructed to intercept, divert flow around • Accumulated sediments must be removed
disturbed area and may also direct sediment laden runoff to a sediment manually.
Overall work area which is adjacent to existing drainage
trapping structure prior discharging into the water course. • Temporary conveyance should be completely
system (Surface drain / covered drain) and waterways.
• Drainage design shall be adequate to ensure that no flooding occurs. The actual removed as soon as the surrounding drainage has
drainage layout shall be reviewed depending on the site condition and terrain. been stabilized.
• Shall be inspected after every rain or storm event. Maintenance to be carried out • Reinstate existing flow paths following construction
regularly. site and nearby compound if possible.
• Inspect inlets frequently and after rain events.
c. Storm water channels & storm drain inlet protection • Remove accumulated sediment that is around the
• To maintain integrity of storm water channels at and near to construction sites storm drain inlet. To check and remove sediment
with regular maintenance especially following a rain event. that might have entered the inlet.
Best Management • Storm drain inlet protection shall be installed to prevent sediment from entering • Replace or repair the inlet protection if it becomes
Practices (BMPs) a storm drain / existing drainage network by protecting the inlet with filtering damaged.
material such as sand bags. • The sidewalks and other paved area nearby the
drain inlet shall be swept regularly.
• Align construction works and equipment in
Housekeeping dominant direction of flood flows so as not to
• Flood and housekeeping awareness should be delivered to the general workers hinder the flow path. Overall work area
regularly. • Cleaning at site to reduce rubbish and construction
materials.
• Regular inspection and after rain events.
• In-situ TSS and turbidity levels of the discharge
shall be measured monthly and 30 minutes after
rainfall of more than 12.5mm.
• When silt trap/sediment basin is filled with Overall work area
Silt trap / Sediment basin sediment greater than 2/3 of its depth, de-silting • Depot
• Shall be provided prior commencement of earthworks and throughout works must be carried out to remove accumulated • Station
construction stage. sediment in order to maintain functionality of silt • Elevated section
• Ensures the receiving water course is protected from excessive siltation. trap/sediment basin. • At-grade section
• The removed sediment must not be placed next to • Underpass section
or near silt trap/sediment basin or within
waterways where there is a possibility of it
washing back to the silt trap/sediment basin or the
adjacent waterways during storm event.

8.3.3.1 Flood Contingency Plan
a) Emergency Response Procedures
Flooding and flash flood are extremely unpredictable with regards to their size,
strength and point of contact with land. All available and incoming flood information
will be communicated so that all employees are kept abreast of the potential weather
conditions. The Emergency Response Plan (ERP) and Preparedness shall be prepared
in order to assist and equip the contractors in response to any flood occurrence
should they arise within the Project. The ERP shall be reviewed at least one a year
and revised should there be any changes to the earthwork and drainage plan.
Once there is heavy down pour for long hours, the Emergency Response Team shall
monitor the work site to check the water level and water inflow at the existing
streams and drainage within the site as well as the impact to nearby area. In the event
of flooding, action to be taken are listed below.
i. Stop work and assemble all workers;

ii. Report to the Emergency Response Team / Supervisor involved and alert
security;
iii. Inspect drainage condition and construct temporary drainage if necessary;
iv. For localized flooding, secure all loose drainage if necessary;
v. Construct temporary drains and retention ponds to alleviate flooding and
prevent sediment discharge into waterways;
vi. Inspect silt traps after flood event and de-silt the silt trap;
vii. Inspect and re-instate all damage embankments and also gabion walls
b) The Emergency Communication Flow
The emergency communication flow during flood/ flash flood is presented in

Chart 8.3.3-2.

Chart 8.3.3-2 : Flood Contingency Plan


Any flood events in the vicinity of the Project area shall be documented which shall
include but not limited to information such as date, time, rainfall, rain duration,
observations on BMPs that need to be maintained, failed to operate or inadequate,
additional BMPs’ needed and corrective action taken.
In summary, the flood mitigation measures before, during and after the flood event
is shown in Table 8.3.3-2.
Table 8.3.3-2 : Summary of Flood Mitigation Measures

Before Flood During Flood After Flood
• Provide BMPs/ LD- • Activate Emergency • Conduct investigation
P2M2 on site Response Plan for root cause of flood
• Routine inspection to and the damage
ensure the occurred.
functioning of BMPs • Immediately arrange for
/ LD-P2M2 cleaning and rectification
• Conduct regular works.
maintenance for • Maintenance and
BMPs/ LD-P2M2 repairing of damaged
BMPs/LD-P2M2.
• Preparation and
submission of flood
report.

Significant impacts for noise and vibration in this Project are mainly expected in the
construction stages, with minimal to no impact during the operations stage.
Mitigation measures for noise and vibration shall be implemented during the
construction stage of the Project. These mitigation measures were reviewed and
recommended based on past experience of linear surface transportation (railway
transit and elevated highways) projects in the Klang Valley and best practices for
transit systems.
8.3.4.1 Management Measures for Noise
The management measures to minimise the noise impacts typically consist of

minimising the noise generation and the administration of noise generation.
The measures required shall be incorporated in the Environmental Management Plan

for the construction works, that shall also include a Construction Noise and Vibration
Management Plan. These Management Plans shall be subject to the review and
approval of the Department of Environment during the project implementation.
The management measures should include the following:
a) Construction Methods and Process Control
Noise and vibration mitigation from piling undertaken in close vicinity of sensitive
receptors requires the use of low energy low impact equipment and construction
work process. Rotary bored piles, injection piles and other low noise low impact
piling methods should be used at sensitive locations. Impact hammer drop piles
should not be used in locations at residential areas and other sensitive locations
(hospitals, schools, institutions of learning and places of worship).
Other high noise sources in construction are from diesel generators sets and earth
moving vehicles. Low noise diesel generator sets (typically generators housed within
an acoustic enclosure with air intake and exhaust fitted with silencers) shall be used
at all work sites in close proximity to residential areas.
Earth moving equipment, including excavators and bull dozers shall be of the low
emission noise type. The prime movers and earth moving equipment shall be fitted
with silencers, and also be regularly maintained. Equipment that are in need of
maintenance are inherently noisier.

b) Restriction of Operating Hours of Noisy Equipment and Work Activities
In addition to the above-mentioned control of noise emissions at source, there will

also be a restriction of operating hours of earth moving vehicles and operations of
noisy equipment and undertaking of piling works.
Piling and excavation works as well as other noisy activities should be confined to
daytime hours on working days to minimise the noise impact. The exception to this
is emergency or safety related works, including launching works for viaducts that
may have to be done outside working hours at night to minimise traffic congestion
and to minimise risks to other road users.
c) Temporary Noise Barrier
Construction work sites at the ART stations and depots in close proximity of sensitive
built-up areas may require the installation of high height perimeter hoarding or noise
barriers along the work site perimeter boundary. Recommended hoarding heights
are from 2 m to 6 m metal decking sheet (typically 0.4 mm to 0.6 mm thick). In highly
sensitive locations adjacent to hospitals for example, noise barriers consisting of
metal panels (either with or without acoustic absorption infill) ranging from 3 m to 8
m height may be used depending on the proximity and relative elevation between
noise source and receptors.
Examples of temporary noise barriers and perimeter hoarding as used in the Klang
Valley MRT construction sites are shown Plate 8.3.4-1 to Plate 8.3.4-4.
At sensitive locations, mitigation of the mobile noise at source, adjacent to the

equipment and work process with movable temporary barriers and partial
enclosures may also be used as shown in Plate 8.3.4-5 to Plate 8.3.4-6.
Lightweight flexible movable partial enclosures to be used in close proximity of

piling machines (often referred as piling shrouds) may be used at piling sites located
in close proximity of sensitive locations in high rise buildings. Examples of flexible
partial enclosures for piling machines are shown in Plate 8.3.4-7 and Plate 8.3.4-8.
d) Monitoring Programme
To ensure that piling (and other construction activities) does not result in a
disturbance, noise levels should be continuously monitored during piling activities
to confirm compliance to DOE’s acceptance limits for construction activities in
residential areas.

8.3.4.2 Management Measures for Vibration
The management measures to minimise vibration impacts typically consist of

minimising vibration generation at source and the administration of construction
activities that may result in high vibrations. Issues related to vibration need to be
considered in the planning and execution of construction works, in particular and
piling works. The management measures should include the following:
a) Piling Methods
Vibration (and noise) mitigation from piling undertaken in close vicinity of sensitive
receptors requires the use of piling methods with low impactive forces. Diesel pile
driven hammers inherently generate higher vibrations than bore piles.
Vibration levels to sensitive receptors can be minimised using low impact energy
methods, typically bore piling and oscillatory reversed circulation drilling (RCD)
methods. Excessive transient vibrations are often generated during chiselling (used
during bore piling when encountering rocks), casing extraction and mishandling
during setting up of the piles and casings. Mishandling of piles and casings could be
readily addressed by avoiding unnecessary free fall of casings and inherent banging
noise because of mishandling.
Press-in piles generally result in lower vibrations and less noise. The press-in
principle utilizes reaction force derived from fully installed piles as a counter weight
to hydraulically press-in subsequent piles. Sheet piles are installed by static pressing
with the leader mounted press-system. It therefore results in lower noise and
vibration emission.
The use of diaphragm sheet piles should also be considered in construction sites with
longer construction period (typically at stations and depots) to address potential soil
settlement that may occur which consequently may affect nearby buildings.
Complains of cracks in buildings and houses which are inherently more susceptible
to soil settlement are often blamed on piling vibrations - although the feelable
vibrations may only be a secondary cause since the piling vibrations are immediately
perceivable by receptors, whereas the soil settlement (being the primary cause) is not
so readily observed.
b) Restriction of Operating Hours of Piling and Rock Breaking Activities
In addition to the above-mentioned mitigation of vibrations from selection of low

vibration piling methods, there shall also be a restriction of operating hours for piling
works to be limited to working hours on working days with no piling undertaken on
weekends and public holidays.

c) Monitoring Programme
To ensure that piling and other construction activities does not result in a disturbance,
vibration should be continuously monitored during piling and mechanised rock
breaking activities in residential and other built-up areas.
During critical phases involving high impact activities (for example during piling) in
sensitive and residential areas, vibration (and soil settlement) monitoring should be
undertaken so that monitoring records can be correlated against construction
activities.
This monitoring and reporting are required in the assessment and resolution of
potential complaints or disputes relating to disturbances and alleged damage
(building cracks, building settlement, etc.) complaints from the construction works.
Plate 8.3.4-1: Example

of temporary acoustic
barrier (photo taken at
KVMRT elevated
viaduct piers
construction site)

KVMRT construction
site)

KVMRT elevated
viaduct piers
construction site)

of high (6m height)
perimeter hoarding,
(photo taken at
KVMRT Station
construction site)

Plate 8.3.4-5: Partial
movable light weight
enclosure for
movable equipment
Plate 8.3.4-6: Movable

light weight barriers
for movable
equipment and
working site

closure for sheet piling

movable light weight
enclosure for piling
machine and movable
equipment

8.3.5 AIR QUALITY
The air quality impacts during the construction stage have been assessed in Section
7.4.5. It was identified that earthwork construction has negligible to low-risk
potential to cause dust impact to the nearest air sensitive receptors (ASRs).
Nevertheless, in order to further minimise dust dispersion from construction
activities, the following air quality control and measures are proposed:
a) Site Clearing and Earthwork Activities
• Phasing of site clearing to minimize exposed areas

• Open burning of biomass shall be strictly prohibited
• Erect hoarding or equivalent barriers around the construction area (Plate
8.3.5-1)
• Temporary cover of cleared slopes, if any, with plastic sheets
• Turf or re-vegetate exposed areas at depot area as soon as possible or within
7 days after completion of work
• Regular water spraying of construction sites by water bowser, particularly
along haul roads (Plate 8.3.5-2)
• Stockpiles shall be covered. Spraying of water proposed for uncovered
stockpiles to control fugitive dust emissions
Plate 8.3.5-1 : Hoarding Erected Plate 8.3.5-2 : Water Bowser Spraying

around Construction Area Construction Site
b) Movement of Construction Vehicles
• Ensure construction access or haulage route are kept damp by water bowser
on regular basis.
• Impose speed limits within construction sites to reduce dust generation due
to construction vehicle movement
• All construction vehicles will have their wheels washed at a wheel washing
facility before leaving the site onto public roads (Plate 8.3.5-3).
• Wheel washing facility shall be provided at all entry or exit points to public
roads. The wheel washing facility shall be properly managed and maintained

to ensure that the immediate public road is clean and free from construction
dirt (earth, debris, etc.). This may include cleaning and sweeping such areas.
• Vehicles which carry earth, sand, aggregate or other similar types of material,
shall be covered with tarpaulin, canvas or other equivalent material before
they are allowed to enter public roads (Plate 8.3.5-4).
Plate 8.3.5-3 : Wheel washing facility Plate 8.3.5-4 : Vehicle load covered
with tarpaulin
c) Maintenance of Construction Vehicles
• Fuel-efficient and well-maintained haulage trucks will be used to minimize

exhaust pollution. Smoke belching vehicles and equipment will not be
allowed to operate within the Project area;
• Undertake immediate repairs of any malfunctioning construction vehicles
and equipment;
• Idling of engines will be discouraged.
d) Mitigation during dry season
Fugitive dust can be blown further from the active earthwork area during dry season
due to lessening of soil adhesive coefficients. Thus, the following action shall be
applied during dry season:
• The frequency of water spraying shall be increased during dry season to

prevent airborne dust particles.
• Any spillover of soil to public road shall be cleaned up immediately
• Irrigation of the turf is required especially during dry season to ensure the
turf is growing and exposed soil to be covered fully for avoidance of wind-
blown effect.

8.3.6 WASTE
As discussed in Section 7.4.6, different Project activities will generate varying waste
types, which consists of construction waste, solid waste, biomass waste, excess
excavated materials and scheduled waste. Proper planning and effective
implementation of sustainable waste management is important to mitigate the
potential impacts from waste generation.
The proposed mitigation measures below are based on a waste management

hierarchy to extract the maximum practical benefits and to generate the minimum
amount of waste. The hierarchy ranks from most favourable to least favourable
actions as follows:
i. Prevention and minimisation

ii. Reuse and recycling
iii. Disposal
a) Waste Management during Construction Works
Majority of waste that will be generated during the construction stage is waste from
construction works – which includes construction of the ART lanes, stations, and
depots.
Prevention and Minimization

• Utilization of precast components to reduce defects that leads to shorter
construction period and waste reduction
• Proper storage and handling of construction materials such as concrete and
aggregate to avoid material defects and reduce waste
Reuse and Recycling

• Segregation of construction waste according to type to facilitate reuse and
recycling activities
o Concrete – can be broken down and recycled as base course for
building driveways and footpaths
o Asphalt paving – can be crushed and
recycled back into new asphalt
o Metals – can be melted down and
reformed into new metal products
o Timber – can be mulched, re-milled
and put back to use in construction

Disposal
• Proper stockpiling of construction waste away from waterways and adequate
control measures such as bund and cover
• Usage of roll-on roll-off (RORO) bins for proper containment and ease of
transport
• Daily disposal of construction waste that cannot be reused or recycled at:
o Kuching Integrated Waste Management Park (KIWMP)
o Landfill near Jln. Kg. Plaie for Kota Samarahan
o Or any other disposal site approved by the respective Local Council
b) Waste Management during Site Clearing
Site clearing activity involves the removal of trees and vegetation within the Project
boundary that will generate biomass waste.

• Phasing of site clearing activity to avoid large accumulation of biomass that
is difficult to be managed effectively
• Preservation of green spaces and minimization of site clearing area, whenever
possible, to reduce biomass waste generation
Reuse and Recycling

• Chipping and pulverisation of biomass to
increase decomposition rate for construction
site usage and landscaping purposes
• Utilization of chipped/pulverised biomass as
mulch on-site. Mulching can function as
erosion control (protects soil from rainfall)
and runoff control (slows runoff velocity)
Disposal
• Proper stockpiling of biomass waste away from waterways
• Usage of roll-on roll-off (RORO) bins for proper containment and ease of
transport
• Daily disposal of biomass waste that cannot be utilized at:
o Jln. Kg. Plaie Landfill for Kota Samarahan

c) Waste Management for Maintenance Activity
Maintenance of construction machineries and vehicles will generate scheduled waste

that are hazardous and detrimental to the environment. Storage and handling of
scheduled wastes will be carried out according to the Environmental Quality
(Scheduled Wastes) Regulations, 2005 as follows:
• Waste shall be stored within labelled sealed

drums, and placed within a scheduled waste
storage shed (see photo).
• The shed shall be paved with concrete,
bunded with a capacity to contain 110% of the
largest container volume.
• Scheduled waste shall not be kept on-site for more than 180 days or exceeding
weight limit of 20 tonnes.
• Should a container storing scheduled waste be in poor condition or leaking,
• An accurate and current inventory in accordance with the Fifth Schedule of
the Environmental Quality (Scheduled Wastes) Regulations, 2005 of the
categories and quantities of scheduled waste being generated, treated and
disposed of will be kept.
• Scheduled waste shall be collected by licensed contractors and managed
according to the consignment note system of the Sixth Schedule of the
Environmental Quality (Scheduled Wastes) Regulations, 2005.

8.3.7 ECOLOGY
The main ecological impact that is expected during the construction stage is
disturbances of the land within the Project boundary, specifically at the Rembus and
Batu 12 depot locations as well as Line 1 when crossing a small patch of mangroves
along Sg. Kuap. This will mostly be a result of land clearing during site preparation
for the construction of the depots and alignments which will result in habitat
disturbance. The proposed mitigation measures throughout the construction
duration comprises mainly of best management practices pertaining to vegetation
removal and land preparation activities for construction. The purpose of these
practices is to minimize vegetation and habitat loss and disturbances. The proposed
mitigation measures are described as follows:
a) Demarcate Areas to be Cleared
Land clearing activities will mostly be localized at the depots and station sites as well
as within the alignment Right-of-Way (ROW). All work areas need to be properly
demarcated to ensure land clearing activities are kept to within the Project’s ROW
and do not encroach into the surrounding areas. This will help reduce excessive
disturbances to the surrounding landscape. Perimeter hoarding is recommended to
be established around the construction sites especially at the Rembus and Batu 12
depots.
b) Phasing of Land Clearing
Phasing is defined as a systematic and orderly approach during land preparation

activities, which includes removal of ground vegetation and establishing access
roads (if required) and construction facilities. Phasing of land clearing activities
should ideally proceed in a singular direction as this will help reduce fragmentation
and minimize disturbance.
Open burning of cleared biomass is strictly prohibited to prevent fire breaks into the
adjacent vegetated/mangrove forest which would lead to greater loss of habitat.
c) Housekeeping
Based on feedback received from Sarawak Forestry Corporation (February 2021), the
major issue with human-wildlife conflict is the expansion of the movement of long-
tailed macaques beyond the boundaries of the Sama Jaya Nature Reserve. As such,
in order to minimise human-wildlife conflicts, proper housekeeping is essential to be
implemented at the construction sites such as:

• Proper disposal and segregation of waste and garbage materials from the
construction site to minimise attracting species such as long-tailed macaques.
These animals are easily adaptable to human presence and are known to
rummage through rubbish for food.
• Provision of monkey-proof bins at the construction sites especially along
Jalan Canna and Jalan Wan Alwi as the Sama Jaya Nature Reserve is located
approx. 200 m from Line 1.
• In the event of wildlife encroachments and disturbances, Sarawak Forestry
Corporation should be consulted to determine the best course of action.
d) Awareness Raising and Education
There will be temporary workforce during the construction stage who are likely not
familiar with the Natural Resources and Environment Ordinance 1993 and the Wild
Life Protection Ordinance 1998. Below are some of the aspects that shall be included
in the awareness programme:
• Briefing on importance of biodiversity conservation and its related national
legislations (Wild Life Protection Ordinance 1998)
• Briefing on importance and sensitivity of mangrove habitats/totally
protected plants and animals
• To immediately notify Sarawak Forestry Corporation should there be any
totally protected plants and/animals inhabiting the Project area. The totally
protected plants/animals shall be left untouched until further advice/action
by Sarawak Forestry Corporation.
e) Replanting of Mangroves
Mangrove forests are important in terms of reducing the impacts of erosion along the
riverbanks and surrounding area. Mangrove replanting at degraded areas (due to
Project construction) will be undertaken once construction of the ART bridge has
completed following the necessary discussions and engagements with Sarawak
Forestry Corporation and Forest Department Sarawak.
The replanting efforts can be seen as proactive efforts to offset loss of mangroves
during construction activities. Periodic monitoring once construction has completed
shall be carried out to ensure that effects of soil erosion along the affected Sg. Kuap
river banks are under control. Periodic monitoring should also be constructed on the
mangrove seedling growth and regeneration to measure the effectiveness of
replanting activities.

8.3.8 SOCIAL
Social impact mitigation measures for the construction stage of the Project would
focus mainly on managing public grievances, promoting local participation in the
Project and proper management of construction workers.
(A) Establishment of Grievance Management Mechanism
A grievance management mechanism (GMM) provides communities and other

affected parties with a means of lodging complaints about any aspects of the Project’s
activity and of seeking redress for adverse impacts. The grievance management
procedure aims to address, manage and resolve stakeholder grievances, concerns,
complaints and requests related to Project activities and to ensure the Project
Proponent is aware of and responds to stakeholder concerns.
The GMM shall outline the methods by which the Project Proponent receives
grievances and feedback, such as email, telephone, website and in person. The GMM
shall be communicated in a format and language easily understandable to the local
communities, with emphasis given to communities and stakeholders that will be
directly affected by the Project. All information received and solutions or actions
taken via the GMM shall be properly documented. Handling grievances must be
done through a step-by-step process to effectively manage and resolve the complaint
lodged by the public. The following steps serve as an important element when
developing a grievance management.
Chart 8.3.8-1 : Process of Grievance Management Mechanism
•Publicizing Grievance Management Procedures

Step 1
•Receiving and Keeping Track of Grievances

Step 2
•Reviewing and Investigating Grievances

Step 3
•Developing Resolution Options and Preparing a Response

Step 4
•Monitoring, Reporting and Evaluating a Grievance Mechanism

Step 5

Step 1 - Publicizing Grievance Management Procedures
At first, the stakeholders need to be informed and made aware of the establishment
of GMM and how the system works so they would be able to make use of the system
to lodge any complaints through a clear and transparent process. A 24-hour hotline
signage shall be set up and displayed along the perimeter of the construction sites
(See example below from other linear projects in the country; MRT Line 2 and DASH
Elevated Expressway).
The signboards display a hotline number and email address as mediums for the
public to report any inconveniences, incidents or dissatisfactions over any Project
construction related matters. Alternatively, the public shall be allowed to walk-in to
the project site office to lodge a complaint.
To ensure that the public especially the communities living adjacent to the project
sites are aware and understand the process of filing a complaint, the Public Relation
(PR) Team would have to continuously engaging the stakeholders including the
Residents’ Association, village head and communities, local councils and relevant
residents in an effort to brief about the project construction activities and explain
about the grievance management procedures.
Another way to publicize the Grievance Management procedures is through online

means (i.e., website). The information which is pertinent to GMM such as the hotline
number or email address as well as the details of the GMM process should be
uploaded to the Project website for the reference of general public
Step 2 - Receiving and Keeping Track of Grievances
All complaints should be directed to the Complaint Operator. Upon receiving the
complaints, he/she is responsible to immediately acknowledge the complaint and
record it in a Grievance Form. The complaints can be classified into multiple
categories such as Traffic, Environment, Public Inconvenience and Safety.

An identification number will be assigned to each recorded complaint in the
Grievance Form for easy tracking and filing purpose. The following details will be
recorded for further investigation:
a) Complaint type: How the complaint was lodged (e.g., via phone, email)
b) Complaint date: The date and time the complaint was received
c) Complaint end date: The date and time the complaint was closed
d) Stakeholder information: Name, phone number, home address, email
e) Location: The place where incidents or disturbances took place
f) Actions required: The mitigation measures or solutions to resolve the complaint.
Step 3 - Reviewing and Investigating Grievances
Subsequently, the PR team will be responsible to review and investigate the

legitimacy of the complaint. The complainant will be immediately contacted by the
PR Team to discuss further about the cause of incidents or inconveniences and
suggestion of amicable solutions. Depending on the circumstances of the complaint,
various units and departments may need to get involved, including senior
management if their direction and decision is required.
The level of complexity of the issues would determine the kind of approach to resolve
the issues. A more straightforward and minor issue can be resolved easily by
providing information on the spot. On the other hand, a more problematic and
complex issue may require a more detailed review prior to proposing solutions.
When conducting an investigation, a face-to-face meeting with complainants is

recommended to get a complete picture of their dissatisfactions. In doing so, the
complainants would appreciate the sincerity and commitment of the Project Team to
resolve the grievances as well as building rapport between the two parties. For a
grievance resulting from a physical incident, site visits and inspections are useful to
gather evidence to verify the complaints made by the complainants.
Step 4 - Developing Resolution Options and Preparing a Response
Depending on the nature of grievances, the Project Proponent or contractor must

provide a resolution either through a unilateral or bilateral process. The latter can be
described as the Project Proponent/Contractor and the complainant come to an
agreement over resolution through discussion or negotiation. If possible, the Project
Proponent/Contractor should establish multiple resolution options which
commensurate to the types of complaint so the company personnel and the
complainant can have a flexibility in determining and choosing the best options to
resolve the disputes.
An initial response would be provided to the complainant within a few hours from
the time the complaint was received to propose the next steps and actions to be taken
for resolution. Ideally, the complainant should be kept informed of his/her status of

complaint until it is resolved. Once the proposed resolutions have been determined,
the Project Proponent/Contractor should communicate the proposal and ask for the
complainants’ agreement.
Upon agreement from both parties, the corrective actions need be carried out swiftly
to resolve the issues. The Project Proponent/Contractor is highly encouraged to take
photos or collect documentary evidence to form a comprehensive record of the
grievance and how it was solved. It is advisable that the Project
Proponent/Contractor carries out a meeting to get a collective agreement to close out
the claim.
Step 5 - Monitoring, Reporting and Evaluating a Grievance Mechanism
The status of each complaint shall be discussed on a monthly basis. The effectiveness
of GMM must be constantly evaluated to identify rooms for improvement and
enables the company to capture any lesson learned in addressing grievances.
(B) Encourage local participation in construction sector
It is expected that the Project would generate significant number of job and business
opportunities in the construction sector. The Project would offer various job
opportunities in multiple disciplines including engineering and construction, quality
assurance and quality control (QA/QC), health, safety and environment (HSE),
commercial, public relations and administration.
A large portion of job opportunities should be allocated for the locals. The state
governments should play a role in setting up a policy which impose a higher quota
for local participation in this project. Local contractors should be given priority to
participate in this huge infrastructure project.
The spillover effect from construction could extend to subcontractors and small and
medium entrepreneurs (SMEs) who supply goods and services to the lead contractor.
They, too, will have to employ more workers and thus, create indirect employment
through a chain of actions within the local economy.
A provision of financing facilities is one initiative to be considered which could aid

the local contractors involved in the civil works. The financing facilities would
strengthen the local contractors’ capital for procurement of quality raw materials and
supplies whilst providing incentives to them to hire local workers.
(C) Proper Management of Foreign Construction Workers
In spite of higher proportion of job vacancies allocated for the locals, there will likely
still be a substantial number of foreign workers to be involved in this Project.
Although their presence is only for a temporary period, but the social implications
could be significant if the foreign workers were allowed to mingle with the local

community without proper supervision. The presence of foreign workers could
potentially create unease amongst the local communities. The negative stigma stems
from fears that the foreign workers will be moving freely among local settlements
during work hours and off-work hours.
Aside from negative perception, the foreign workers may not be familiar with local
tradition and custom, thus some behaviour may be deemed by the locals as intrusive
and offensive which could instigate social and cultural tension between the foreign
workers and local population. The influx of foreign workers may lead to other
negative social issues related to petty crimes and sexual harassment.
To curb these issues, the project proponent or contractor are recommended to

manage the construction workers and provide accommodation or quarters which
aligns with Akta Standard Minimum Perumahan & Kemudahan Pekerja 1990 (Akta 446).
The accommodation should ideally be located further away from local settlements.
The provision of adequate accommodation with ample basic facilities is intended to
safeguard the social wellbeing of the foreign construction workers. The emergence
of COVID-19 pandemic also heightens the need to protect the safety and health of
foreign workers to prevent the spread of the pandemic among foreign workers and
the local communities. Having the accommodation for the foreign workers would
enable interactions between foreign workers and the locals to be controlled.

8.3.9 TRAFFIC
Given the alignment of the KUTS ART Phase 1 and its potential to affect a large
number of roads, it is crucial that traffic management is carried out in a
comprehensive manner so as to ensure that there are no unnecessary delays and
nuisances caused to road users
8.3.9.1 General Mitigation Measures to Minimize Traffic Congestion
Transportation improvements and traffic management strategies will be

implemented to minimize and manage traffic during the construction stage.
Minimizing congestion and traffic disruption during the construction stage is one of
the most important measures to minimize adverse impacts of this Project.
The following measures shall be adopted for the entire project:
• A detailed Traffic Management Plan (TMP) shall be prepared for all stations to
address issues relating to construction vehicle access, private vehicle
displacement, rerouting options, road closure, acceleration-deceleration lane,
signage, signalization, pedestrian movement and pedestrian crossing, amongst
other issues of concern during construction. Introduction of additional
pedestrian crossing facilities such as temporary pedestrian crossing signals
should be considered where appropriate.
• The number of lanes on major roads shall be maintained wherever possible.

Any reduction of lanes (only when unavoidable and when all other alternatives
have been exhausted) shall be designed to facilitate contra flow options. For
instance, a two-way four lane road shall minimally be reduced to three lanes,
with the center lane operating as a contra lane for the heavier movement during
peak hour.
• A minimum lane width of 3.0 m is proposed to be maintained for all the roads
which involves reduction in lane width for construction activities. The impact
of lane width reduction would cause the temporary bottleneck during
construction.
• Sufficient warning signs and flagmen shall be provided at all workstations to

facilitate better control of traffic flow. All traffic management devices and
temporary signages/warning signs shall be maintained to ensure maximum
effectiveness in terms of traffic management.
• The movement of trucks shall be restricted to off-peak periods, meaning that

trucks should only be allowed to move in and out of the work site between 10
am and 4 pm and between 8 pm and 6 am for night works at permissible work
sites.

• Adequate safety and warning signs need to be placed to cater not only for
vehicular traffic movement but also for the movement of pedestrians in the
locality, particularly when pedestrians come into conflict with construction
vehicles. Flag-men should be placed on site to control the traffic and alert these
road users to avoid mishaps from happening.
• Adequate tow-trucks and emergency response teams shall be provided with a

maximum response time of 15 minutes to avoid major congestion problem in
the event of any breakdown.
• Temporary route diversion is recommended during off peak hours to minimize

traffic disruption. Route diversion serves the purpose of minimizing delay and
reducing congestion in the construction area.
8.3.9.2 Minimizing Impacts on Pedestrians, Cyclists and Motorcyclists
During the viaduct construction stage where lane closure or road diversion is
expected, it is important to ensure that such activities have minimal impact to
vulnerable road users (motorcyclists, cyclists and pedestrians). Pedestrian walkways
or bridges should not be affected. Mitigation includes the following measures:
• Promote adequate pedestrian safety via physical separation from work space
and vehicular traffic, overhead protection, etc.
• Provide adequate and safe detour(s) whenever sidewalks are closed or
blocked.
• Use signs at intersections to give advance notification of closures ahead and
inform pedestrians where to cross.
• Clear the path of debris and other items that may obstruct pedestrians’ paths.
• Avoid pedestrian walkway surfaces that are slippery when wet.
• Consider carefully the placement of intersection crosswalks, implement
additional signing/marking, add and/or relocate transit stops and modify
traffic signals (traffic signal timing, pedestrian signals, push buttons) as
necessary.
• Take into account walking speeds and the distance pedestrians travel when
traversing travel lanes to determine minimum green time.
• Inspect pedestrian accommodations during construction to ensure that the
traffic control plan (TCP) is followed.
• Ensure traffic control devices are in good and safe condition.
• Devices should be sturdy, firm to the grip and smooth to the touch (have no
rough edges).
• Devices should not be potential tripping hazards.

8.3.9.3 Detailed Mitigation Measures to Minimize Traffic Congestion
Referring to the traffic impact assessment in Section 7.4.9, the critical sections
identified along Line 1 and Line 2 are Kuching-Samarahan Expressway, Jalan Wan
Alwi, Jalan Simpang Tiga, Jalan Penrissen, Jalan Kuching-Ranger Depot, Jalan
Lapangan Terbang and Jalan Tun Razak. The mitigation measures shall be adopted
such that accidents, disruption of normal traffic and traffic conflicts are minimized.
The detailed mitigations include the following measures:
• Lane reduction in width:
It is proposed to maintain a minimum lane width of 3.0 m for all the roads
which may result in reduction in speed and would cause the temporary
bottleneck during construction.
For lane width reduction, a use of advanced sign board, speed zone signing,
installation of channelizing devices such as barricades, lighting devises such
as warning lamps placement of flaggers shall be done.
• Lane Closure:
A temporary traffic control such as lane closure is designed to eliminate the

exposure of vehicular traffic to work zones and workers to traffic by
temporarily closing a facility for use. During lane closure, traffic is detoured,
allowing workers access to roadway facilities. It is not suitable for all
construction situations. In applicable situations, use of lane closure can result
in increased productivity, reduced project duration, increased safety and/or
a shortened risk period, and in some cases cost savings.
For traffic lane closure, a use of flashing arrow sign board, speed zone signing,
installation of channelizing devices such as cones, barricades, sharp diversion
signs, lighting devises such as warning lamps and lane closure taper
depending on type of lane closure shall be adopted.
• Road diversion plan:
A traffic control plan is necessary to ensure everyone’s safety on the road.

Proper planning, diversion and traffic control techniques can minimize traffic
flow disruption. A road diversion plan shall be established such that a new
traffic flow is easy to navigate and is safe to all types of vehicles on the road.
In road diversion plan, road diversion signs are used to direct traffic into
another road. Proper signage such as approach sign to work, no entry signs,
diversion sign at construction sites shall be installed.

• Road reroute plan:
A reroute plan is needed for traffic redirection, to efficient a traffic flow and
assist with completing the Project, on-time, on budget, safely.
Proper signages such as reroute signs at periodic locations, warning signs, to

warn of the closure in advance shall be installed, installation of channelizing
devices such as cones, barricades. A flagger should be standing at the center
to manage proper traffic flow.
Above mitigation measures are derived from Arahan Teknik (Jalan) 2C-85_Manual
on Traffic Control Device_Temprory Sign and Work Zone Control. A detailed traffic
management plan (TMP) to minimize traffic congestion and disruption shall be
prepared by the Project Proponent during the detailed design stage .

8.3.10 HAZARD CONTROL & PUBLIC SAFETY
8.3.10.1 General Safety Measures
The following safety measures are proposed to ensure the reduction or elimination
of risks to the public:
a) Preparation of Site-Specific Project Health and Safety Plan by the appointed

contractors which is mentioned in Section 15(2)(a) of the Occupational Safety and
Health Act 1994. This document must be prepared with reference to the
Department of Occupational Safety and Health (DOSH)’s Guidelines for Public
Safety and Health at Construction Sites and Best Practices on Occupational Safety
and Health in Construction Industry 2019. It must then be submitted to the
Project Proponent and relevant authorities for approval prior to construction
works. The details in the Project Health and Safety Plan shall include the
following:
• A written statement of the general policy with respect to the safety and
health at work of the employees and other persons who are not employees
of the company, but who may be exposed to safety and health risks (as
mentioned in Section 16 of the Occupational Safety and Health Act 1994);
• Identification of hazards, risk assessment and risk control (HIRARC)

according to DOSH’s HIRARC Guidelines;
• Establishment of a safety and health committee in which 40 or more

persons are for the time being employed (whether by the main contractor
or by other contractors employed by the main contractor or the client);
• Establish, implement and maintain an occupational safety and health

management system, which shall be in accordance with the requirement
of the relevant Malaysian Standard or with any other equivalent
Occupational Safety and Health Management System approved by the
Director General;
• Employment of competent safety and health officer or site safety

supervisor according to the requirement as listed in Occupational Safety
and Health Act 1994 and Factories and Machineries (Building Operations
and Works of Engineering Construction) (Safety) Regulations, 1986;
• Allocation of sufficient safety and health personnel in implementation of

the safety and health control;

• Provision of competence personnel for high-risk work, such as
disconnection or relocation of utilities, scaffolding erection, usage of
heavy machineries etc.;
• Establish and maintain emergency response plan (ERP). The plan should
identify the potential for accidents and emergency situations, and address
the prevention of occupational safety and health risk associated with
them (details are as described in Section 8.3.10.4); and
• Provision of procedures and care for ensuring safe usage of equipment

and machinery used, proper handling and housekeeping at the
construction site, and proper scaffolding and safety net installation.
b) All workers on site are to be properly informed of the hazards of their respective
occupations and the precautions necessary, and be adequately supervised to
avoid accidents, injuries and risk to health in accordance with Section 15(2)(c),
Occupational Safety and Health Act 1994. Safety drills shall be carried out to
check the effectiveness of the safety trainings;
c) Mandatory safety inspection and audits by Project Proponent to the construction

site shall be conducted regularly (every month);
d) Approval from relevant authorities shall be obtained before any work to

disconnect or relocate utilities is carried out;
e) Worksite should be fully barricaded by protective hoarding with adequate

warning signs so that the general public would be protected from the works in
progress and also prevent any unrelated personnel from trespassing into the site
(Plate 8.3.10-1) or fall into an open trench. The hoarding should be designed and
constructed in accordance with the specification of the local council and be
maintained in good condition;
f) All vehicles used at worksites shall comply with the requirements of the Road
Transport Department of Malaysia, and drivers of the vehicle must be a holder
of a driving license authorizing the person to drive a vehicle of that class or
description. The design of traffic control, i.e., traffic management plan, shall
comply with the relevant authorities and implemented accordingly during the
construction stage. Adequate signboards, warning blinkers and traffic aides shall
be provided at the designated areas (Plate 8.3.10-2); and
g) Standard operating procedures (SOP) to address the prevention, preparedness,

and response to the emergency issues such as floods or fires, must be developed
and implemented. It is also to be communicated to the relevant government
agencies and to the public.

Plate 8.3.10-1 : Hoarding and Signboards Plate 8.3.10-2 : Set-up of Traffic Control
at Construction Site
8.3.10.2 Safety Measures for Underpass Construction
The proposed safety measures below are targeted towards underpass construction
works:
a) Stability of structures adjoining or over areas to be excavated shall be supported

where necessary by underpinning, sheet piling, shoring, bracing or other means
made or erected according to the design of a Professional Engineer to prevent
injury to any person. Excavation site, especially during underpass construction,
and its vicinity shall be checked by a designated person after every rainstorm or
other hazard-increasing occurrence and the protection against landslides and
cave-ins shall be increased, if necessary;
b) Temporary sheet piling installed to permit the construction of a retaining wall

shall not be removed until the wall has developed its full strength; and
c) All excavated materials and other superimposed loads shall be placed at a safe
distance from the edge of open excavation and trenches (Chart 8.3.10-1). They
shall also be piled or retained so that no part thereof can fall into the open trench,
causing the banks to slip or the upheaval of the excavation bed. Banks shall also
be stripped of loose rocks or other materials which may slide, roll or fall upon
persons below.

Chart 8.3.10-1 : Excavated Material and Loads Near Excavations
Source: Safe Work Australia 2015
8.3.10.3 Safety Measures for Elevated Structure Construction
The proposed safety measures below are targeted towards construction works of
elevated structures, which will involve the usage of mobile cranes:
a) Operation of mobile cranes shall be carried during favorable weather only by

operators that are registered with the DOSH. Mobile cranes should also possess
valid certificate of fitness from the DOSH;
b) Every overhead structure and other appliance for lifting a load should be of
sound construction and in every way suitable for the purpose. The operations
should always be carried in a safe working condition, within a hoarded or fenced
up area of the worksite, unless written approval from the local councils is
obtained to do otherwise; and

c) Inspection should be carried out on a scheduled basis where the cranes and their
accessories are inspected and tested whenever they are put into service or after
remaining idling for an extended period. Necessary maintenance and repairs
should be carried out in compliance with the manufacturer’s recommendations.
8.3.10.4 Emergency Response Plan Framework
Emergency response plan (ERP) is required to be established and maintained so that

potential for accidents and emergency situations are identified and addressed. This
is to further prevent any occupational safety and health risks associated with them.
It serves as a guide to the workers and all key personnel at the Project site to respond
to any emergencies in an orderly, effective, and systematic manner. Hence, all
relevant information, training and regular exercise in emergency response should be
provided to all on site personnel, at all levels. The overall objective of this plan is to:
a) Ensure the safety of all personnel;

b) Minimizing damage to property and impact to the environment; and
c) To ensure safety of surrounding residential, commercial area, road users, and
ART passengers.
Basis of Emergency Response Plan
The ERP is based on the requirements of all the relevant legal documents which
includes (but are not limited to):
• Occupational Safety and Health Act (OSHA) 1994

• Environmental Quality Act 1974
• Factories and Machinery Act 1967
• BOMBA Act 1988
Scope of Emergency Response Plan
The scope of the ERP shall be confined to the environment, health and safety of the
people during the construction (and operation) stage of the Project. Two or more
copies of the ERP shall be placed in prominent locations of the site offices and transit
station offices. The ERP shall consist of the following:
a) Necessary information, line of internal communication and list of emergency

contacts to protect all people in the event of an emergency at the worksite;
b) Provision of information and line of communication with the relevant
authorities and the emergency response services; and
c) Address of first aid, firefighting and evacuation routes, and other necessary
procedures in detailed to be followed in an emergency at worksite.

Emergency Management Structure
Emergency management structure will show the organization chart of the

Emergency Response Team at each site offices (construction phase) and ART station
offices (operational phase). Key personnel should know and understand their
responsibilities as well as coordinate their response actions with their sub-ordinates.
Emergency Notification
All emergency notification will be reported to team leader of Emergency Respond

Team for each site office and ART stations’ offices via mobile communication. After
the emergency has been reported, the team leader of Emergency Response Team will
then activate the emergency response resources.
The relevant authorities or agencies that may need to be contacted in the event of an
emergency that is life threatening to the workers and passengers, or with serious
environmental implications, will include but not limited to:
• State Fire Department (HAZMAT)

• Royal Malaysian Police
• Nearest Hospital/Health Clinic
• Department of Occupational Safety and Health
Emergency Evacuation Plans
Detailed emergency evacuation of the Project are as follows, but not limited to:
• Evacuation routes (considering potential obstructions)

• Emergency gathering points
• Personnel with physical disabilities
• Placement of fire aid boxes
• Placement of fire extinguishers
• Emergency signage and notices
For construction stage, emergency evacuation arrangements for all work areas on the
Project site will be in place. Each work area will have a designated area where the
construction workers will be gathered and be accounted for. It will be the
responsibility of the contractor’s supervisor to ensure that such areas are known by
all project employees working within that area.
First aid boxes and fire extinguishers will be available in each work area. The number
of fire extinguishers and first aid boxes will be determined based on the risk of the
activities taking place within the respective work areas.

Emergency Evacuation Drills
Example of emergency drill such as transit evacuation drill, evacuation and rescuing
of workers and passengers, anti-terrorism drill, and large-scale power failure drill,
etc., need to be conducted regularly at all ART stations. The emergency drills may be
planned or unplanned and be conducted with the following specific outcomes:
• To familiarise project personnel with the emergency evacuation planning for

their work environment;
• To identify all shortcomings in the evacuation plan;
• To identify areas for improvement on the emergency evacuation drill plan;
and
• To measure the time required to evacuate a specific area.
Emergency Response Drills
Emergency response drills will be conducted to evaluate emergency readiness and

response time from the locations of various emergency response services available to
the Project. Emergency response drills shall be planned at all times and all role
players shall be notified of such response drills. These emergency response drills will
have the following specific outcomes:
• To evaluate the efficiency in communication between the various role players

with regards to emergency response;
• To evaluate the response times from the locations of various emergency
service providers;
• To evaluate the efficiency/operational readiness of the various responding
service providers to deal with construction related incidents; and
• A desktop emergency drill will be conducted after the emergency drill to
evaluate the availability of the primary medical receiving facilities and
specialist emergency response service providers such as spill response.
Emergency Response Equipment
Preparation, maintenance, and proper care for the emergency response equipment
should be available at the Project site, with the following recommendation:
• Hazard detection, fire protection, and emergency response equipment will be

adequate and available during construction and operational stage;
• An adequate supply of fire extinguishers, first-aid supplies, and spill
containment equipment will be available and maintained;
• Fire preventive measures will be maintained at the site office and ART
stations sites to effectively protect the safety of the employees and buildings
as well as to comply with applicable fire codes and regulations; and
• Equipment will be tested and inspected at least annually.

During the construction stage, care must be taken to reduce impacts towards the
identified heritage assets. Mitigation measures to minimize impacts on these heritage
resources can be categorized as follows:
Heritage awareness induction by registered JWN Conservator, prior to the

A commencement of any physical works, to create awareness for the construction team
so as to mitigate risk of damaging
Engagement with registered Conservator to review the station design proposal
B
during design development stage to mitigate visual impact
No felling of historic and heritage tree is allowed. Any tree conservation is to seek
C
approval and compliance to the Local Authority
Carry out dilapidated survey of the historic or heritage building in accordance to
D
JMS and JWN specifications and format
E Physical protection by placing approved hoarding or barricades
Record the existing building details by documentation in the form of as-built
F
drawings and the significant site/building to JMS and JWN format
Record the existing condition of the heritage and historic items, format in
G photographic archival by registered JWN Conservator, prior to the commencement
and after completion of any physical works
Mitigate the archaeological ground below and environmental risk by minimizing
H
earthwork and propose low-vibration driven piles
Table 8.3.11-1 summarizes the recommended mitigation for each of the identified
heritage assets within 200 m of the KUTS ART Phase 1.
Table 8.3.11-1 : Recommended Mitigation Measures

Recommended
Heritage Asset and Value Grading
Mitigation
BH01 St Joseph School A, G
BH02 Darul Kurnia (Chung Hua Middle School No. 4) A, D, E, F, G
Sarawak Islamic Heritage Museum (Bangunan Muzium
BH03 A, G
Islam Sarawak)
BH04 Kuching City Mosque (Masjid Besar Kuching) A, B, E, G
BH05 Brooke Dockyard A, B, E, G
Old Government Printing Office (Bangunan Pejabat Residen
BH06 A, G
Daerah Kuching)
BH07 Central Police Station (Balai Polis Central) A, G
BH08 Kuching Waterfront A, G
Kampung Heritage Village (Kg. Masjid, Kg. Bintangor and
BH09 A, G
Kg. Bandarshah)
BH10 Old Fire Station Lookout Tower A
BH11 Old Shophouses at Jalan P Ramlee (4 units) A, G
BH12 Old Shophouses at Jalan Gartak (8 units) A, G
BH13 Old Shophouses at Jalan Khoo Hun Yeang (33 units) A, G
BH14 Old Shophouses at Jalan Market (23 units) A, E, F, G
BH15 Old Shophouses at Lebuh Java (17 units) A, F, G

Recommended
Heritage Asset and Value Grading
Mitigation
BH16 Old Shophouses at India Street (11 units) A, G
BH17 Old Shophouses at Kai Joo Lane (32 units) A, G
BH18 Old Railway Yard A, E, F, G
HUL 01 Padang Merdeka A
HT 01 Ceiba pentandra (Kapok Tree) – 1 no. at Padang Merdeka C
HT 02 Pterocarpus indicus (Angsana Tree) – 3 nos. at Jalan Barrack C
HT 03 Samanea saman (Rain Tree) – 1 no. at Padang Merdeka C
HT 06 Ceiba pentandra (Kapok Tree) – 1 no. at Jalan Batu Lintang C
AC01 Kuching Old Town A, H
AC02 Sarawak River A, H
In addition to the mitigation measures mentioned above, the general mitigation

measures that will be applied to all identified heritage assets within 200 m of the
KUTS ART Phase 1 are:
a) All building design for ART stations and structures that are located nearby any
heritage assets is recommended to be modest and not overpower the streetscape
scale in terms of form, height, material used, colour and landscape.
b) Physical site protection measures are required to protect the heritage fabric and
to also prevent heritage resources from physical damage during construction
stage.
c) All contractors and site staff working on the work packages related to nearby
heritage assets that are within 200 m from ART Phase 1 stations and alignments
are to receive induction briefing by a registered JWN Conservator prior to
commencement of physical works with an aim of creating heritage awareness
and to minimise construction risk and impact to the heritage assets.
d) Any accidental damages to the heritage assets during the construction of the ART
shall be reported to Department of National Heritage / Sarawak Museum
Department / Respective Local Councils and shall be restored/repaired to the
original state complying with the requirements of the agencies and local councils.

8.4 MITIGATION MEASURES DURING OPERATION
STAGE
The water pollution control and measures to prevent and minimize the deterioration
of river water quality at the depots and stations are discussed in this section. The
water pollution control and mitigation measures are presented for the Rembus and
Batu 12 depots as well as the stations along the alignment, especially stations IS1 and
SM14.
8.4.1.1 Sewage Treatment
During the operational stage, sewage generated from Stations IS 1, Station SM 14,
Rembus Depot and Batu 12 Depot will be mitigated through the use of an on-site
Small Sewage Treatment System (SSTS) (Table 8.4.1-1).
Table 8.4.1-1 : Design Capacity of SSTS and Receiving Waterways

ART Station / Depot Design SSTS Receiving Waterway
Rembus depot 120 PE Batang Samarahan
Batu 12 depot 120 PE Sg. Sibireh
Station IS 1 150 PE Sg. Tabuan
Station SM 14 150 PE Sg. Sarawak
Small Sewage Treatment System
A small sewage treatment system (SSTS) adopts a conventional activated sludge

process using a diaphragm pump which includes air into the aeration tank to reduce
the organic matter and suspended solid in the sewage (Chart 8.4.1-1). This process
enhances the growth of microorganisms which will digest and convert organic and
biochemical substance in the sewage into simple and harmless residues. The Project
Proponent is required to conduct regular maintenance to ensure the SSTS can operate
efficiently. Desludging of the tanks will be carried out regularly.
The sewage discharge from the Rembus Depot, Station IS 1 and Station SM 14 will
comply with Standard B of the Environmental Quality (Sewage) Regulations 2009
prior to discharge into the receiving waterways, as there are no water intakes
downstream of these discharge points. Based on the findings of the water quality
assessment conducted (Section 7.5.1), although there are no water intakes
downstream of the Batu 12 Depot, the sewage discharge from Batu 12 Depot is
recommended to comply with Standard A of the Environmental Quality (Sewage)
Regulations 2009 in order to maintain the baseline water quality of Sg. Sibireh. This
is due to the fact that Sg. Sibireh has a small flow rate and thus a wastewater
discharge complying with Standard B would likely cause the baseline water quality
to deteriorate, especially during low flow conditions of the river.

Chart 8.4.1-1 : Schematic Diagram of Small Sewage Treatment System
Source: On-Site Sewage Treatment Facilities in Malaysia, Suruhanjaya Perkhidmatan Air Negara (SPAN)
8.4.1.2 Sullage Treatment
Any facilities discharging kitchen or food preparation (i.e., from canteen at depot)
sullage are required to install a grease interceptor (Chart 8.4.1-2). The sizing of the
grease interceptors would be based upon the assumption of meals served per day at
the canteen. With the assumption of 400 workers for each depot and assuming three
meals per day, the canteen will serve 400 meals per day.
The wastewater discharged from the grease interceptor would be directed into the
wastewater treatment system. The volume of wastewater produced by the grease
interceptor has been accounted for in the mixing model assessment (refer to Section
7.5.1). In this assessment, a typical design of a grease interceptor that caters for 400
meals per day was applied (Table 8.4.1-2).
Table 8.4.1-2 : Typical Design of Grease Interceptor

Maximum
Grease Maximum
Capacity Flowrate Daily Grease &
Interceptor Capacity until
sink (m3) (m3/s) Meals Wastewater
Size (cm) overflow
Interceptor
70 (L) x 45
0.189 0.0022 400 (W) x 60 124 litres 189 litres
(H)

Chart 8.4.1-2 : Grease Interceptor
Source: Kualiti Alam Hijau (M) Sdn. Bhd.
Maintenance of Grease Interceptors
• Grease interceptors will be cleaned a minimum of once a week. If the total

volume of captured grease and solid material displaces more than 25% of the
total volume of the unit, the cleaning frequency needs to be increased.
• The maintenance will ensure that grease accumulation does not cause the
interceptor to operate poorly. Grease interceptors which are not cleaned
regularly will produce very unpleasant odours.
• Maintenance log is to be maintained. The maintenance log serves as a record
of the frequency and volume of grease collected during the grease interceptor
cleaning. It also serves as a record of all maintenance and repairs pertaining
to the grease interceptor. The log will include date, details, of pump pouts or
cleaning, details of repairs and any other pertinent records.
Table 8.4.1-3 below shows the criteria for inspecting grease interceptors.
Table 8.4.1-3 : Design of Grease Interceptor

Percentage of Interceptor Filled (%) Interceptor Condition
25 Good
25 - 50 Fair
> 50 Poor

8.4.1.3 Wastewater Management
Wastewater generated from the Rembus and Batu 12 depots during the operation
stage would be mitigated through the application of an on-site wastewater treatment
system (WWTS) as well as the relevant best management practices. The WWTS shall
be regularly maintained to ensure efficient operation. Adequate drainage systems
directing wastewater into the treatment system would be required at the depots.
Based on the assessment conducted (Section 7.5.1), it is recommended that WWTS

design Option B be applied during the operational phase of Batu 12 Depot in order
to reduce the wastewater flow rate. The design for Option B requires that only 4 ART
vehicles and 10 buses be washed daily at each depot. The WWTS at the Rembus depot
(discharging into Batang Samarahan) is required to comply with Standard B of the
Environmental Quality (Industrial Effluent) Regulations 2009. Due to the small size
and capacity of Sg. Sibireh, which is the receiving waterway for the Batu 12 Depot,
the WWTS at Batu 12 depot is proposed to comply with Standard A, with the
exception of the parameters BOD and COD, which might need to be further reduced.
concentrations from the Project’s wastewater are proposed to comply with more
stringent limits than Standard A, i.e. BOD not exceeding 7 mg/L and COD not
exceeding 46 mg/L, during 30% of baseline flow conditions. Alternatively, the Batu
12 Depot WWTS should be designed for a lower discharge flow rate in order to
reduce the BOD and COD daily loading, such that the treated wastewater discharge
can comply with Standard A and still not cause any deterioration in the baseline
conditions of Sg Sibireh especially during low flow conditions.
Wastewater Treatment System
A wastewater treatment system would require the raw wastewater to undergo a

required pre-treatment process to remove oil and grease as well as suspended solids.
A general circuit for the treatment of wastewater is summarised in Chart 8.4.1-3.

Chart 8.4.1-3 : General Circuit for Treatment of Wastewater
During treatment, the wastewater is required to be treated with an oil and grease
separator to remove oil and grit from the waste stream (example as depicted in Chart
8.4.1-4). This process may occur in large tanks with baffled compartments, in which
oil would be separated by capture in the initial compartment. The wastewater from
the interceptor and the oily residues will be handled as scheduled waste which will
be collected by a licensed contractor. The management of scheduled waste prior to
collection by the contractor will be discussed in the following section (Section 7.5.6).
A submerged orifice would then allow water to flow into the subsequent
compartments. Grit would sink to the bottom of the compartments of these tanks
(Brown, 2002). Maintenance of oil and grease separator should be conducted as
follows:
• The oil should be skimmed weekly or more frequently if necessary. Dirt, sand
and sludge will be removed on a quarterly basis at a minimum. A routine
inspection of oil and grease separators will be undertaken at least once every
3 months.
• As the levels of solids and oils accumulate, the efficiency of the oil and grease
separator decreases. Solids in the oil and grease separator should not exceed
25% of the wetted height of the final stage where the wastewater flows to the
water treatment system. Likewise, floating oil and grease should not exceed
5% of the wetted height of the final stage. It is imperative that both the oil and
solids layers will not be allowed to reach the open end of the wastewater pipe.
• Hot water, detergents, solvents or any other chemical agents will not be used
to flush oil out of the oil/water separator.

• The oil & grease as well as bottom solids will not be disposed of into any
sewer connected to a sewage treatment facility or any location where it may
be introduced to a storm water drainage or a watercourse.
• Records of the following information will be documented and kept for
reference.
− Dates of maintenance/ cleaning of the oil interceptor
− Estimated quantity of waste removed during cleaning
− Name of the scheduled waste contractor that collected the waste
The location of oil and grease separators at the depots will be determined at the
detailed design stage.
Chart 8.4.1-4 : Oil and Grease Separator
Due to the larger volume of wastewater being discharged into the receiving
waterway, the wastewater should also be purified in order to maintain the water
quality of the receiving waterway. Purification processes consist of the removal of
soluble components in the wastewater such as organic matter and nutrients.
An example of a purification treatment is the coagulation-flocculation method.

Chemical reagents such as aluminium or ion metallic salts (FeCl3 or AlCl3) would be
added to the treated water. Coagulation aims to neutralise and reduce the forces
which maintain their balance in water. The water then undergoes flocculation where
the unsettled colloidal particles would agglutinate and compose little masses called
floccules. The reagents for flocculation are cationic or non-ionic polyelectrolytes. The
formed floccules would then be filtered via a settling tank.
8.4.1.4 Storage of Oil & Petroleum Products and Scheduled Waste
The requirement for the storage area and management of oil, petroleum products
and scheduled wastes at the depots are as discussed in Section 8.3.2 and Section 8.4.5.

8.4.1.5 Management of Floatables
The management of floatables generated during operational stage, such as litter, is

discussed in Section 8.4.5.
8.4.1.6 Spillage
The ART vehicles and buses will be electric vehicles powered by hydrogen fuel cells,
thus there will be no usage of fuels such as diesel for the normal ART and bus
operations. Nevertheless, spillages during the operation stage could include
incidents such as spillage of lubricants or chemicals during maintenance works at
depots. The mitigation measures include the following:
• A spill contingency plan will be prepared and implemented, with the details
of manpower, equipment and materials required to contain spillage incidents.
• Spill kits will be strategically located and ready for deployment in the event
of a liquid spill to prevent the spilled material from reaching nearby waters.
• Maintenance areas should be indoor, with adequate protection from rain, to
prevent washout by rainwater.
• Maintenance areas should be bunded to prevent any flows from escaping,
and floors should be graded towards collection sumps.
• Spillage on the ground which causes soil contamination will be handled as
scheduled waste and in accordance with the Environmental Quality
(Scheduled Wastes) Regulations 2005.
8.4.2 REDUCING FLOOD RISK
As mentioned in Section 7.5.2, flooding issues due to discharge from upstream is a

regional issue that has to be addressed as a regional basin-based solution and is
beyond the scope of this project. As for the project itself, the flood risks during
operation are low. However, measures will be put in place to ensure that the ART
line does not aggravate the flood situation during the operation of the Project.
Stormwater System Design
The development of ART line may change the existing drainage pattern especially at
depots and at-grade sections. For these areas, proper drainage system shall be
designed and incorporated with the existing drainage to ensure the capacity of the
existing drainage system is sufficient to handle the discharge due to possible change
in the drainage pattern resulting from the development.
The design and construction of stormwater system for the ART lines shall conform
to the requirements of Department of Irrigation and Drainage Malaysia (DID)
Sarawak and in compliance with Sarawak Urban Stormwater Management (SUStoM)

Guideline. This is to ensure that a sustainable drainage system with the appropriate
features is provided to avoid any possibilities of flooding, ponding and silting-up.
Avoidance of Piers in the river
In best case scenario, introduction of piers in the river shall be avoided. This is to
prevent any obstruction which may disrupt the existing river flow and aggravate
current flood risk at nearby area. However, if there is a need for pier support in the
river especially at large river crossings such as Sg. Kuap (approx. 190 m river width),
detailed hydraulic study shall be conducted by the Design Engineer to propose pier
structures’ design and placement that will not impede or cause minimal disruption
the existing river flow.
Introduction of permeable surfaces
Introduction of permeable surfaces along the alignment and depots will allow
rainfall infiltration into the ground. This will assist in peak flow control by reducing
the surface water run-off and prevent overwhelming of existing drainage system
especially during heavy rainfall. Some of the permeable surfaces that can be
considered are:
• Permeable pavement at depots and lay-by/parking areas (Plate 8.4.2-1)
• Vegetated surface underneath elevated sections (viaduct) of ART line
(Plate 8.4.2-2)
Tamarind Square, Cyberjaya, Selangor
Source: Google Street View

Plate 8.4.2-1 : Example of Permeable Surface

LRT Kelana Jaya Line, Wawasan Station, Subang Jaya, Selangor
Source: Google Street View

Plate 8.4.2-2 : Example of Vegetated Surface below Viaduct
The noise modelling along Line 1 and Line 2 in general had confirmed minimal to no
noise impact from the ART transit operations. The only potential concerns are
sensitive receptors located adjacent the Main Stations (Station IS 1 and SM 14) and
the depots as well as in high rise buildings that are close to the elevated viaduct
alignment.
Noise and vibration control in principle involves measures taken to address the
following elements:
• Source
• Path
• Receiver
Mitigation of source and path of potential noise and vibration sources for the ART
operations consist of the following measures to address specific cause.
a) Noise Barriers
Noise barriers can be installed at the perimeter boundary of the depots and main
stations that are in close proximity of sensitive receptors.
While noise mitigations are generally not required for the ART operations when at-
grade since the ART lanes are on the road median, noise barriers can be installed at
the ART lanes that are in close proximity (less than 5 m) to sensitive receptors, for
instances when the ART lanes are on the kerb side of existing roads instead of the
road median.

Noise barriers at-grade may be constructed from masonry blocks, pre-cast panels,
block walls or transparent panels. Examples are shown in Plate 8.4.3-1 and
Plate 8.4.3-2.
b) Increase in Parapet Wall Height
ART vehicles pass by noise at elevated viaducts in close proximity to sensitive

receptors in high rise buildings can be mitigated with an increase in parapet wall
height, or alternatively, noise barriers installed on the parapet.
Current design height of the viaduct parapet wall can be increased from 0.5 m to 1.2
m - 1.5 m to offer additional sound shielding from the viaducts. The alternative is to
install noise barriers (typically 1 m height) secured onto the parapet of the elevated
viaducts. The tentative locations of affected sensitive receptors are listed in Table
8.4.3-1.
Table 8.4.3-1 : Potential Locations that may require an Increase in Parapet Wall Height
Approx.
# Location Receptors
Distance
Flat Kastam Tabuan Jaya
1 Tabuan Jaya The Lodge International School 10m to 20m
JKR Technical Research Centre
Batu Lintang Fire and Rescue Station
2 Batu Lintang 10m to 20m
Quarters
3 Jalan Kuching-Serian Kompleks Perumahan TUDM 20m to 50m
Note: subject to detailed design review
c) Maintenance of ART lanes
Traffic induced vibrations can be prevented during ART operations by ensuring that
there are no manholes and rumble strips located along the ART lanes. The ART lanes
shall be subjected to regular maintenance to eliminate potholes and excessively
irregular pavement surfaces.
Elevated viaducts shall also be constructed to design specifications with particular

care to interfacing joints between different segmented sections (box girders) and
expansion joints.

Plate 8.4.3-1: Masonry Noise Barriers installed At-grade
Plate 8.4.3-2: Transparent Noise Barriers installed on Viaducts
8.4.4 AIR POLLUTION & GREENHOUSE GAS EMISSION
The greenhouse gas emission during the KUTS ART operation has been assessed and
discussed in Section 7.5.5. The Project will contribute to the avoidance of greenhouse
gases from the transportation shift of private vehicles to public transportation.
Nevertheless, additional efforts can be implemented to further enhance KUTS as a
greener mode of transportation as follows:
• Installation of solar panels as station and depot roofing to reduce dependency

of electricity from the National Grid;
• Usage of hydrogen for the fuel cells from cleaner hydrogen manufacturing
process such as renewable energy sources for hydrogen production (i.e.:
green hydrogen);
• Establish carbon footprint tools to calculate the carbon footprint from the
operation of the Project.

8.4.5 WASTE
As discussed in Section 7.5.5, the two main categories of waste that will be generated
during the operation stage of the Project is (i) domestic waste from passengers and
station operation and (ii) scheduled waste from the depots. Proper planning and
effective implementation of sustainable waste management is important to mitigate
the potential impacts from waste generation.
The proposed mitigation measures below are based on waste management hierarchy
to extract the maximum practical benefits and to generate the minimum amount of
waste. The hierarchy ranks from most favourable to least favourable as follows:
i. Prevention and minimisation

ii. Reuse and recycling
iii. Disposal
a) Waste Management for Station Operation
Majority of the waste that will be generated during the operation stage is domestic
waste from passengers and station operation. Waste generation is estimated to
average around 4.56 tonnes/day in year 2024.

• Reduction of single-use items all throughout Project
operational activities such as office operation, ART
operation, food and beverages activity, etc.
• Utilization of ticketless fares to reduce waste litter
• Promotion of recycling culture through station
billboards or advertising
Reuse and Recycling

• Provision of recycling bins in ART stations that collect
o Recyclables: Plastics, aluminium, glass, papers, e-waste
o Organic: Food waste
• Proper collection, segregation and treatment of
recyclables
o Material recovery for recyclables
o Composting for food waste
Disposal
• Provision of waste bins in ART stations
• Disposal of waste (e.g., food waste, contaminated recyclables) at:
o Jln. Kg. Plaie Landfill for Kota Samarahan

b) Waste Management for Depot Operation
Waste generated from maintenance activity at the depot is expected to be low, at

about less than 1 tonne every month. Storage and handling of scheduled wastes will
be carried out as per the Environmental Quality (Scheduled Wastes) Regulations,
2005:
• Waste shall be stored within labelled sealed drums,

and placed within a scheduled waste storage area.
• The shed shall be paved with concrete, bunded
with a capacity in order to contain 110% of the
largest container volume.
• Scheduled waste will not be kept on-site for more
than 180 days or exceeding weight limit of 20
tonnes.
• Should a container storing scheduled waste be in poor condition or leaking,
• An accurate and current inventory in accordance with the categories of the
Fifth Schedule of the Environmental Quality (Scheduled Wastes) Regulations,
2005 as well as quantities of scheduled waste being generated, treated and
disposed of will be kept.
• Scheduled waste shall be collected by licensed contractors and managed
according to the consignment note system of the Sixth Schedule of the
Environmental Quality (Scheduled Wastes) Regulations, 2005.
8.4.6 ECOLOGY
The operation of the KUTS ART Phase 1 is not expected to result in any significant
impacts towards the surrounding habitats. Nevertheless, the proposed mitigation
measures described below can be applied throughout the KUTS ART Phase 1.
a) Revegetation
Revegetation can generally be carried out throughout the entire length of the
alignments by restoring any exposed areas with vegetation and landscape trees.
As mentioned in Section 8.3.7, mangrove replanting will be carried out by the Project
Proponent at areas that have degraded during the construction stage of the Project.

b) Waste Management at Stations and Depots
Based on feedback received from Sarawak Forestry Corporation, the major issue with
human-wildlife conflict is the expansion of movement of long-tailed macaques
beyond the boundaries of the Sama Jaya Nature Reserve due to feeding of the animal
outside the Nature Reserve.
Station SM 8 is the closest station to Sama Jaya Nature Reserve (approx. 540 m away),
while both the Rembus depot and Batu 12 depot are located more than 10 km away
from the Sama Jaya Nature Reserve, and are not expected to have any impact on the
Sama Jaya Nature Reserve. Nevertheless, adequate waste management and disposal
measures should be implemented and practiced at all ART stations and depots as
well as pedestrian walkways via the provision of waste bins and ensuring proper
storage of waste at designated areas prior to collection by the designated waste
collector/ Local Council in order to minimize occurrence of human-wildlife conflict.
8.4.7 SOCIAL
The negative impacts that are typically associated with urban rail transit project,
particularly noise and vibration pollution issues, are not expected to be significant
issues with the KUTS ART, as the ART vehicles will generate less noise than rail-
based systems (Refer to Section 7.5.3.1 and Section 7.5.8). Mitigation measures for
noise impacts are considered necessary in only a few locations (Refer to Section 8.4.3).
As the social impacts during the operation stage are expected to be largely positive,
the appropriate measures should be taken to further improve and enhance the
benefits of the Project for the public, while ensuring any potential problems are
minimized. Key issues that should be addressed in order to fully realize the potential
benefits of the Project include public engagement to disseminate information and
raise awareness, maximizing the benefits of the Project, traffic management at
stations, optimizing accessibility to stations, and ensuring safety and security at
stations.
(A) Public Engagement on ART operations and maintenance
The official website on the KUTS ART can share information on the ART’s operations
and maintenance, assuring the public that its management and maintenance are in
accordance to national and international standards. It can establish an interactive
feedback system to obtain views on the planned services such as the operational
hours, bus services, parking and passenger fares way ahead of commencement of
operations to inform the public, to share and to receive feedback. The intent is to
reduce misconception and misinformation and to share vital knowledge about the
ART when it becomes operational.

Information to be distributed to the public should address the following current
concerns, but not be limited to these concerns:
• ART services, operational hours, frequency and fare;

• Parking facilities, availability, fees, operational hours and management;
• Appropriate actions and penalties on indiscriminate and haphazard
parking around ART stations in order to discourage such activity.
• Usage of hydrogen as the energy source for KUTS ART – information
needs to be disseminated to the public regarding the effectiveness and
safety of hydrogen fuel cells and hydrogen storage system.
(B) Maximizing Benefits of the Project
The social benefits of the Project should be maximized and capitalized on throughout
the operation stage of the Project. In particular, the potential for development of land
and facilities should be maximized through transit oriented development and /or
redevelopment in areas served by ART stations. The potential TOD developments,
such as at Rembus, Simpang Tiga, Heart Centre, Kuching Sentral and Hikmah
Exchange should be planned to be gradually developed in line with the maturing of
the KUTS ART system.
(C) Traffic Management at Stations
As indicated in Section 7.5.8, insufficient car park space, haphazard parking and
traffic congestion at ART stations were the among the main concerns of the ART
operation stage highlighted by perception survey respondents. As such, the design
of the ART stations would need to take into consideration the need for efficient traffic
circulation for buses, taxis and cars that enter and exit the station drop-off and pick-
up lanes. Access roads for stations should be upgraded or widened where necessary
to accommodate increased road traffic volume around stations. Sufficient parking
capacity needs to be factored into the design of stations and adjacent developments,
including integration with TODs.
(D) Optimizing Accessibility of Stations
Accessibility to stations should be optimized through convenient pedestrian

connections such as covered walkways from adjacent buildings to the ART stations.
Notwithstanding the fact that accessibility should be designed into the KUTS ART
system at the project planning and design stage, it is recommended to continually
upgrade the facilities throughout the operation stage of the project. Facilities to
improve accessibility of stations should also be a joint effort between the Project
Proponent and Local Councils and developers or owners of properties, buildings and
future developments adjacent to the ART stations. Accessibility for the disabled and
wheelchair users, such as lifts and ramps, should also be incorporated into the ART
stations and connecting walkways, especially at elevated stations. The KUTS ART
system is also designed to be served by a feeder bus system (also powered by

hydrogen fuel cells), which can further expand the coverage and ridership catchment
of the KUTS ART system.
(E) Safety and Security at ART Stations
Safety and security during operations are a typical concern of the public and users of
the public transport service. To ensure security at ART stations, police beat bases
could be small units manned by auxiliary police at selected stations, especially the
larger stations with high passenger traffic. Additionally, having good lighting at
stations also helps to assure passengers, especially women, young and elderly users,
that such places are generally safe and secure. CCTV systems should be installed at
ART stations to monitor the platforms, entrance/exit points and surroundings.
Through this, the ART operator can help to safeguard locals and tourists who make
frequent use of the ART.
8.4.8 TRAFFIC
To ensure that the benefits of the KUTS ART in terms of reducing private transport
demand are not neglected by poor road traffic conditions at station areas, proper
traffic management must be planned for the operational stage of the KUTS ART. This
includes identifying roads as well as junctions which will have insufficient capacity
to cater for future traffic conditions and addressing the issues early on to prevent
problems when the ART becomes operational. Traffic issues and management
measures specific to each station are listed in Table 8.4.8-1.
Proper access plans are beneficial to ensure smooth flow of traffic and minimize
traffic congestion around the stations. It would also ensure proper integration of the
proposed ART services in the multi-modal transportation context. In addition, other
facilities for pedestrians and vulnerable road users to access the stations are also
important.
One of the factors that would encourage higher ridership is the accessibility to the
proposed stations. Due consideration should be given to station access planning,
especially for pedestrian flow. Bus and taxi bays are provided at almost all of the
stations.
Traffic Impact Assessments (TIA) would be carried out by the Project Proponent to
study the impacts of the proposed stations to the accesses and traffic conditions of
roads and junctions in the vicinity. Proposal of various mitigation strategies to
address the road and junction capacity insufficiencies are detailed in the report.
Besides, access management of the proposed stations and their facilities are
highlighted as well. It is anticipated that with the proposed strategies being
implemented, the localized congestion in the station vicinity and subsequent impacts
would be minimized.

The TIA report and Access Management Plan will address:
• The planning of new infrastructure expansion, such as new access roads or
ramps, road lane expansion and junction upgrade to ensure smooth traffic flow
in the station vicinity.
• The planning of proper bus bays, taxi and car pick-up/drop-off bays are
essential for smooth operation of stations. Separation of traffic to/from stations
with through traffic reduces congestion problems due to waiting vehicles or
illegal parking.
• The planning of pedestrian facilities, such as covered walkways and pedestrian
bridges, are proper to allow pedestrian access to the station.
• The planning of feeder bus services to complement KUTS ART services is
necessary. Feeder bus service is preferred over park and ride service as it would
reduce localized traffic congestion at stations due to induced traffic.
Nevertheless, there are several concerns on the access management plan that the
Project Proponent should address to improve the situation, which includes:
• Access near residential areas and schools pose traffic safety concerns. Counter-
measure strategies are necessary to ensure that the safety issues are mitigated.
• Provision of sufficient park-and-ride facilities could encourage higher ridership.
In addition, strict enforcement is necessary to prevent illegal parking.
• Extend the pedestrian facilities to allow for better accessibility which should
not only be limited to the peripherals of the station, but also on a wider
pedestrian area network.

Table 8.4.8-1 : Traffic Issues and Mitigation Measures at Stations
Station Critical Issue Mitigation Measures
Segment 1A: Rembus (Provisional) Station to Station SM 1

Rembus
No significant impact -
Provisional
• Provide enough distance between existing roundabout and station
• Traffic circulation at Jalan Datuk Mohammad Musa might be
to ensure sufficient weaving
slowed down by ingress/egress traffic at the station
• Refurbishment of existing pedestrian and motorcycle bridge
SM 1 • Proposed bays may be used for waiting/stopping activities. • Enforcement on illegal stopping/waiting/parking activities.
Existing pedestrian and motorcycle bridge may pose conflict • Acceleration/deceleration lanes provided to minimize
with new pedestrian bridge
interruption on through traffic on Jalan Datuk Mohammad Musa
• Illegal stopping/waiting/parking traffic may reduce capacity • Acceleration/deceleration lanes provided to minimize
SM 2 of Jalan Datuk Mohammad Musa interruption on through traffic on Jalan Datuk Mohammad Musa
• Proposed bays may be used for waiting/stopping activities. • Enforcement on illegal stopping/waiting/parking activities.
SM 3 of Jalan Datuk Mohammad Musa interruption on through traffic on Jalan Datuk Mohammad Musa
• Proposed bays may be used for waiting/stopping activities • Enforcement on illegal stopping/waiting/parking activities.
of Kuching-Samarahan Expressway interruption on through traffic on Kuching-Samarahan
• Ingress/egress traffic of UNIMAS may create weaving issue on
SM 4 Expressway
• Enforcement on illegal stopping/waiting/parking activities.
• Significantly long queue at UNIMAS Junction may affect
entering and existing traffic to and from station. • Covered walkways to nearby buildings.
• Illegal stopping/waiting/parking traffic may reduce capacity
SM 5 • Enforcement on illegal stopping/waiting/parking activities.
of Kuching-Samarahan Expressway

• Ingress/Egress traffic of UNIMAS may create weaving on • Acceleration/deceleration lanes provided to minimize
Kuching-Samarahan Expressway interruption on through traffic on Kuching-Samarahan
• Prolonged delay at UNIMAS Junction is anticipated. Expressway
•
Illegal stopping/waiting/parking traffic may reduce capacity
SM 6 of Kuching-Samarahan Expressway • Enforcement on illegal stopping/waiting/parking activities.
Segment 1C: Station SM 6 to Station to IS 1
• Ingress/egress traffic of planned commercial development • Acceleration/deceleration lanes provided to minimize
(Northbank) may create weaving on the station access road interruption on through traffic on the road
SM 7 • Illegal stopping/waiting/parking traffic may reduce capacity
of Kuching-Samarahan Expressway
• Proposed bays may be used for waiting/stopping activities • Dedicated walkways to planned commercial building
SM 8 of Jalan Wan Alwi interruption on through traffic on Jalan Wan Alwi
• Proposed bays may be used for waiting/stopping activities • Enforcement on illegal stopping/waiting/parking activities.
• Ingress/egress traffic of Vivacity Megamall create weaving
issues on the station access road • Acceleration/deceleration lanes provided to minimize
SM 9 • Illegal stopping/waiting/parking traffic may reduce capacity interruption on through traffic on Jalan Wan Alwi
of Jalan Wan Alwi • Enforcement on illegal stopping/waiting/parking activities.
• Illegal stopping/waiting/parking traffic may reduce the
capacity
• Acceleration/deceleration lanes provided to minimize
interruption on through traffic
IS 1 • Prolonged delay at Simpang Tiga roundabout
• Existing pedestrian bridge may conflict with new pedestrian
bridge


of Jalan Simpang Tiga
interruption on through traffic on Jalan Simpang Tiga
SM 11 • Proposed bays may be used for waiting/stopping activities
• Existing pedestrian bridge may conflict with new pedestrian
bridge
• Illegal stopping/waiting/parking traffic may reduce capacity interruption on through traffic on Jalan Batu Lintang
SM 12 of Jalan Batu Lintang
• Enforcement on illegal stopping/waiting/parking activities
• Covered walkways to nearby buildings.
• Prolonged delay at Sarawak General Hospital Junction is • Acceleration/deceleration lanes provided to minimize
anticipated.
interruption on through traffic on Jalan Tun Ahmad Zaidi Adruce
SM 13 • Illegal stopping/waiting/parking traffic may reduce capacity
of Jalan Tun Ahmad Zaidi Adruce
• Proposed bays may be used for waiting/stopping activities • Covered walkways to nearby buildings.
of Jalan Haji Taha interruption on through traffic on Jalan Haji Taha
SM 14 • Proposed bays may be used for waiting/stopping activities • Enforcement on illegal stopping/waiting/parking activities
• Long queue or delays during Friday prayers near Masjid
Bandaraya Kuching is anticipated
SR 1 of Jalan Kuching-Serian • Enforcement on illegal stopping/waiting/parking activities
• Ingress/Egress from commercial shop lots may be affected • Acceleration/deceleration lanes provided to minimize
SR 2
• No other significant impact interruption on through traffic on Jalan Kuching-Serian


SR 3 of Jalan Kuching-Serian • Enforcement on illegal stopping/waiting/parking activities
of Jalan Penrissen • Acceleration/deceleration lanes provided to minimize
SR 4 • Proposed bays may be used for waiting/stopping activities interruption on through traffic on Jalan Penrissen
• Ingress/Egress of planned public facilities may create weaving • Enforcement on illegal stopping/waiting/parking activities
issues
interruption on through traffic on Jalan Kuching-Serian / Jalan
capacity
SR 5 Lapangan Terbang
• Pedestrian connection to Kuching Sentral Bus Terminal
• Accessibility and connectivity to Kuching International Airport
SR 6 • Covered walkways to Kuching International Airport
• Ingress/Egress from Kenyalang Flyover roundabout may
SR 7 create weaving issue
interruption on through traffic on Jalan Lapangan Terbang
• Illegal stopping/waiting/parking traffic may reduce the • Acceleration/deceleration lanes provided to minimize
SR 8 capacity interruption on through traffic on Jalan Tun Jugah
• Proposed bays may be used for waiting/stopping activities • Enforcement on illegal stopping/waiting/parking activities
capacity
SR 9 • Enforcement on illegal stopping/waiting/parking activities
• Prolonged queue at Simpang Tiga towards Jalan Simpang Tiga


capacity
IS 1 • Proposed bays may be used for waiting/stopping activities
• Prolonged delay at Simpang Tiga roundabout

SR 10 capacity • Enforcement on illegal stopping/waiting/parking activities
SR 13 • No other significant impact -

8.4.9 HAZARD CONTROL & PUBLIC SAFETY
8.4.9.1 Safety Measures
The ART shall be designed and operated in conformance with the relevant Health
and Safety regulations such as the Occupational Safety and Health Act 1994, Land
Public Transport Act 2010, Factories and Machineries Act 1967, and by-laws of the
relevant local authorities.
Safety and hazard control management during the operation of the Project will
include the following:
a) Safety Management at Stations and Pedestrian Walkways

• Installation of fire supervisory control system at each station. When a fire
occurs, the automatic fire alarm system will detect the fire and give an
immediate alarm for crowd evacuation;
• Installation of rainfall monitoring system along the line to monitor the
amount of precipitation and give rainfall alarm;
• Installation of lightning protection system to protect information
equipment from damage caused by lightning and loss of effective
operation of the systems;
• Safety signage with clear warnings and instructions to be provided to
inform passengers of the dangers of approaching the transit;
• Railing at platform installed to prevent unsafe access to the lanes;
• Installation of CCTV systems at strategic locations to help reduce
untoward behavior such as pickpocketing and harassment;
• All pedestrian walkways to be well-lit during night or dark hours to
ensure safety for users at all times;
• Pavement markings shall serve to remind the passengers of the
prohibited areas to stand while waiting for the approaching transit. The
markings are to be maintained and repainted once they have defects or
have faded; and
• Adequate number of rubbish bins must be provided in strategic locations,
with regular cleaning of the bins to reduce fire risk. The platform shall
also be cleaned regularly to remove oil residue on the floor, reducing the
risk of slips, trips and falls due to slippery surface.
b) Safety Management of Transit

• Signaling and control system will be installed to ensure safe separation
functionality and allows the ART to travel at maximum consistent speed
safely;
• Non-splintering and fire-resistant material to be used for interior finish;
• Door obstruction system shall be provided; and

• All detachable parts and covers in the passenger compartments shall be
secured such that they cannot be removed or opened by unauthorized
persons easily.
c) Safety Management for Hydrogen Storage

• Proper designing of hydrogen system with the following failure modes:
- Leak prevention through thorough testing of tanks and
equipment;
- Installation of adequate number of valves;
- Designing equipment for shocks, vibrations and wide
temperature ranges;
- Adding hydrogen sensors or leak detectors;
- Ignition prevention by eliminating sources of electrical sparks;
and
- Designing fuel cell supply lines that are physically separated from
other equipment.
• Conduct detailed Quantitative Risk Assessment (QRA) for hydrogen
storage system upon confirmation of detailed design information;
- The QRA study should also include assessment of the hydrogen
refueling stations at the depot and hydrogen tankers; and
- The hydrogen refueling station at depot should be stationed at a
minimum 500 m away from the residential area.
• When in use at refueling stations, hydrogen gas and flame detectors shall
be connected to audible and visible alarms. Detectors may also be used to
activate the isolation or source valve at the hydrogen supply. Hose break
detection should be provided during each fill;
• Indoor piping pressure at the refueling station shall be monitored
continuously when the system is idle. A means of excess flow protection
shall also be provided;
• Maintenance and inspection of hydrogen facilities and equipment shall
be carried out regularly;
• Hydrogen-specific ERP shall be incorporated into the existing facility ERP
and implemented. Personnel handling hydrogen facilities and equipment
shall undergo proper training on safe work practices and proper
emergency response actions; and
• Smoking and open flames must not be allowed at the refueling area.
d) Safety Measures for Hydrogen Leakage

• Evacuate immediate area upon leakage detection and according to
emergency routes and exits; and
• Hydrogen source must be immediately shut off and increase indoor
ventilation with emergency explosion-proof exhaust fans, if possible.

e) Safety Measures for Fire
• Designs for fire safety within a building, i.e., stations and depots shall be
in accordance with the MS 1183:2015: Fire Safety in the Design,
Management and Use of Buildings-Code of Practice (First Revision);
• Appropriate safety signages shall be posted where they may be easily
read by people using the ART and evacuate safely;
• Fire supervisory control system shall be installed at the stations. When a
fire occurs, the automatic fire alarm system will detect the fire and give
an immediate alarm for crowd evacuation;
• Equip engine compartment with adequate detection system, in
combination with a firefighting system;
• A tested and classified extinguishing system shall be provided in the ART
and also at the station in case of an emergency;
• Fire resistant cables shall be buried in sand; and
• Ensure quality of service and repairs through staff training, appropriate
time allowance, and choosing the correct spare materials. Basic training
in fire risks shall be included in all training of the staff.
f) Administrative Measures
• To ensure the required safety standard is maintained throughout the life
of the Project, a systematic maintenance plan shall be established.
• Operators and maintenance personnel of each system will undergo
training to ensure that all the operation and maintenance is carried out in
line with the procedures where public safety is the utmost priority.
g) Safety Management from External Factor

• Constant communication and planning with the relevant parties, i.e.,
developer, governmental agencies carrying out maintenance works
within the ROW, etc., shall be made regularly to enhance prevention
measures and manage safety risk.
8.4.9.2 Emergency Response Plan Framework
An emergency response plan (ERP) shall be established to handle accidents or

emergency situations that occur such as fires at depots, stations or in transit,
hydrogen leakage, failure of the transit system, and any criminal activity.
The ERP framework for the operation stage will be similar to the ERP framework for
construction stage but developed specifically for the operation stage of the Project.
The ERP shall contain the following:
• Firefighting and evacuation strategy for passengers in the ART and stations;
• Firefighting and evacuation strategy for staff at depot;
• Steps and actions taken before evacuation;
• Hydrogen leakage response plan for refueling station and during transit;

• Emergency training programs and security;
• Roles and responsibilities of all staff levels shall be clearly defined for security
and emergency management;
• Line of communication and reporting in the event of emergencies;
• Contacts for local emergency facilities listed and readily available in the event
of emergencies;
• Public security and emergency awareness program for the public;
• Provision of first aid team during emergency;
• Conduct functional drills to the possible events that might occur during
operation;
• Reporting process for any suspicious activity to facilitate in investigations;
• Physical security inspections; and
• Security program audits.
The ERP for operation stage shall be prepared for all stations, depots and along both
lines by undertaking detailed risk studies for the various operational activities and
the associated risks. It is important for the ERP to address risks that are specific to
each location and activity as well as to consider the hazards associated with the
surrounding areas and land uses.

8.5 PROJECT ABANDONMENT
In the event of Project abandonment during the construction or operation stages of
the Project, SMSB will prepare a Project Abandonment Plan to address and mitigate
potential environmental impacts that may arise due to abandonment of Project
facilities and wastes. The Abandonment Plan will be prepared to address the relevant
issues for the construction or operation stage as necessary, and will serve as a guide
for safe closure and/or decommissioning of the Project. The process of project
abandonment will be carried out with prior engagement and consultation with the
relevant authorities including the Department of Environment Sarawak.
The Abandonment Plan serves to control and minimise impacts and risks to the
environment and the public such as proliferation of pests and disease vectors in
abandoned structures, soil erosion at exposed surfaces, hazards to the public due to
deterioration of structures and facilities, etc.
In the event that the Project is abandoned, the following measures shall be taken:
• Project abandonment plan must be submitted to DOE Sarawak prior to the

abandonment of the Project;
• Site offices must be demolished;
• Construction wastes and domestic wastes from demolition of site offices must
be disposed of from the Project Site at a landfill approved by the local council;
and,
• Scheduled wastes must be transported out from the Project site and managed
by the relevant operators.
The following aspects will be addressed in the Abandonment Plan:

• Policy statement for safe abandonment or commissioning;
• Organizational roles and responsibilities for carrying out the Project
abandonment in an orderly manner;
• Engagement and consultation with relevant regulatory authorities;
• Installation of adequate warning signage at Project site;
• Restriction of public access to Project facilities (stations and depots) by means
of secure fencing, hoarding, etc.;
• Demolition and/or removal of temporary structures;
• Removal of utilities and ancillary facilities, such as power supplies;
• Safe disposal of wastes (solid waste, construction wastes, and scheduled
wastes), especially at the depot and stations;
• Maintaining the integrity of drainage systems;
• Rehabilitation of landscape following demolition and removal of structures,
including turfing and revegetation;
• Monitoring of environmental impacts after Project abandonment.


TRAFFIC DIVERSION
A B
SHOULDER SHOULDER
EXISTING 2 LANE ROAD EXISTING 2 LANE ROAD
ST
EXISTING ROAD MEDIAN STATION WORK AREA EXISTING ROAD MEDIAN

(20m x 50m)

SHOULDER SHOULDER
A B
TYPICAL PLAN
TRAFFIC DIVERSION STATION WORK AREA (20M) TRAFFIC DIVERSION
NEW JERSEY BARRIER NEW JERSEY BARRIER
SILT FENCE SILT FENCE
SAND BAG SAND BAG
EXISTING DRAIN TEMPORARY EARTH EXISTING DRAIN

DIVERSION DRAIN DIVERSION
SECTION A-A
EXISTING 2 LANE ROAD AT GRADE SECTION WORK AREA (10m MINIMUM) EXISTING 2 LANE ROAD
CONSTRUCTION ACCESS
WITH STEEL PLATE NEW JERSEY BARRIER
SILT FENCE
SAND BAG
WHEEL WASHING
FACILITIES
EXISTING DRAIN TEMPORARY EARTH EXISTING DRAIN

DIVERSION DRAIN DIVERSION
SECTION B-B

Project No EJ 688
EXISTING DRAIN DIVERSION SILT TRAP Produced By GJK
TEMPORARY EARTH DRAIN CONSTRUCTION ACCESS WITH STEEL PLATE Typical LD-P2M2 Revision -
NEW JERSEY BARRIER WHEEL WASHING FACILITIES
At-grade Works at Road
SILT FENCE
SAND BAG
Median (At-grade section &
Station) FIGURE 8.3.1-1
H:\ERE Projects\EJ 688 EIA & SIA KUTS\Drawings\LDP2M2\Typ 1.dwg
EXISTING BRIDGE
B
EXISTING BRIDGE
ST ST
A ST ST A
SG. KUAP
B
TYPICAL PLAN
PIER PIER
SHEET PILE SHEET PILE SILT CURTAIN SILT CURTAIN SHEET PILE SHEET PILE
PILE CAP PILE CAP
SG. KUAP
SECTION A-A
EXISTING ROAD WORK AREA (9m MINIMUM)

PIER
SHEET PILE SHEET PILE
TEMPORARY EARTH PILE CAP TEMPORARY EARTH

DRAIN DRAIN
SECTION B-B

Project No EJ 688
at river crossing (Sg. Kuap)
SILT FENCE SHEET PILE
SAND BAG FIGURE 8.3.1-2
A
B
CUT AND COVER UNDERPASS

ST
B
A
DISCHARGE TO EXISTING
DRAINAGE
MOBILE SILT TRAP/ST FOR
DEWATERING WORKS
TYPICAL PLAN
TRAFFIC DIVERSION WORK AREA 10M (MINIMUM) TRAFFIC DIVERSION
SAND BAG SAND BAG

4.2m (MINIMUM)
EXISTING DRAIN EXISTING DRAIN

DIVERSION DIVERSION
WORK AREA (10m MINIMUM)
SILT FENCE
SECTION A-A
EARTH EARTH
STOCKPILE STOCKPILE
TEMPORARY EARTH
DRAIN
SECTION B-B

Project No EJ 688
At-grade Works (Underpass)
SILT FENCE EARTH STOCKPILE
B SG. SARAWAK A
B SG. SARAWAK A
TYPICAL PLAN
WORK AREA (10M MINIMUM) EXISTING ROAD
NEW JERSEY BARRIER
SILT FENCE
SAND BAG
SHEET PILE
SG. SARAWAK
SECTION A-A
WORK AREA (10M MINIMUM) EXISTING ROAD
STABILIZED CONSTRUCTION
ACCESS
SILT FENCE
WHEEL WASHING
FACILITIES
SG. SARAWAK
SECTION B-B

Project No EJ 688
At-grade works at Roadside
ST ST
A A
EXISTING BRIDGE
EXISTING BRIDGE
TYPICAL PLAN
EXISTING ROAD KERB ISLAND EXISTING ROAD
SILT FENCE
SAND BAG
PIER PIER
SHEET PILE SHEET PILE SHEET PILE SHEET PILE
SECTION A-A

Project No EJ 688
at elevated works (Viaduct)
A
TYPICAL PLAN
TRAFFIC DIVERSION STATION WORK AREA (20M) TRAFFIC DIVERSION
SILT FENCE PIER SILT FENCE
SAND BAG SAND BAG

PILE CAP
SECTION A-A

Project No EJ 688
at elevated works (Station)
SILT FENCE
SEDIMENT BASIN
(75m x 145m)
DISCHARGE TO
EXISTING STREAM

N DEPOT BOUNDARY Project No EJ 688
TEMPORARY EARTH DRAIN Produced By GJK
HOARDING
Revision -
SILT FENCE LDP2M2 for Rembus Depot
SEDIMENT BASIN (75m x 145m)
0 50 100
Meter
CONSTRUCTION ENTRANCE
FIGURE 8.3.1-7
WASH TROUGH
H:\ERE Projects\EJ 688 EIA & SIA KUTS\Drawings\LDP2M2\CSP19_Item 8 LRT Kuching PTK + SEDC 271117.dwg
SEDIMENT BASIN
(60m x 120m)
DISCHARGE TO
EXISTING STREAM

DEPOT BOUNDARY Project No EJ 688
TEMPORARY EARTH DRAIN Produced By GJK
N HOARDING
Revision -
SILT FENCE LDP2M2 for Batu 12 Depot
SEDIMENT BASIN
0 25 50
Meter
CONSTRUCTION ENTRANCE
FIGURE 8.3.1-8
WASH TROUGH
H:\ERE Projects\EJ 688 EIA & SIA KUTS\Drawings\LDP2M2\CSP19_Item 8 LRT Kuching PTK + SEDC 271117.dwg
BARRIER WITH SILT FENCE AND SAND BAG
SCALE N.T.S

Project No EJ 688
Produced By GJK
Details of Temporary Earth Revision -
Drain, Silt Curtain, Silt Fence
Not to scale and Barrier with Silt Fence
and Sand Bag FIGURE 8.3.1-9
H:\ERE Projects\EJ 688 EIA & SIA KUTS\Drawings\LDP2M2\Fig 8.3.1-10.dwg
Dimension (m) Depth (m)
Catchment area (ha) Depth Of Cleanout Level (m) Spillway Height (mm) Spillway Width (m)
(L x W) (H)
1.83 18.6 x 10.8 2 1.4 300 1.5
Date 30-03-2021
Project No EJ 668
Produced By GJK
Revision -
Detail of Silt Trap

FIGURE 8.3.1-10
Project No EJ 688
Produced By GJK
Revision -
Details of Silt Trap/Sediment

Basin
FIGURE 8.3.1-11
968.5 225 4572 115 1526 225 968.5
X
T32 BARS AT 75 C/C
WELDED TO TOP OF BEAMS 305 x 305 x 97kg/m U.C.
2T20 GROUND LEVEL TO EXISTING TEMPORARY
Z EARTH DRAIN / ROADSIDE DRAIN Z
305
2T20
505
BOTHSIDES
300
T.W.L.
BOTHSIDES
T10-200
T10-200
915
T10-150 225 THK. BRICKWALL
480 566 480
915
WITH 20mm PLASTERING
950
200
1:30 TO ALL EXPOSED SURFACE
150 THK. CONC. BASE GRADE C25/30-20
150
2T20
REINFORCED WITH STEEL FABRIC A252 (A8)
150 x 305 OPENING 150 x 305 OPENING 2T20

300 THK. COMPACTED
150 THK. CONC. BASE 300 THK. COMPACTED CRUSHER RUN BASE
4572
2072
GRADE C25/30-20 REINFORCED CRUSHER RUN BASE
WITH STEEL FABRIC A252 (A8)
4572 900 Y Y
SCALE 1 : 40
950
300
8600
X
305mm X 10mm THK. PLATE
WELDED TO END OF UB SECTIONS
305 x 305 x 97kg/m U.C. 300 3850 300 3850 300
300 T32 BARS AT 75 C/C 305mm X 10mm THK. PLATE NOTES:
WELDED TO TOP OF BEAMS
WELDED TO END OF UB SECTIONS
DIRECTION 1. ALL DIMENSION ARE IN MILLIMETERS UNLESS OTHERWISE STATED.
OF TRAFFIC HARD STANDING SCALE 1 : 40 2. ALL CONCRETE TO BE GRADE C25/30-20 UNLESS OTHERWISE STATED.
305
SURFACE 3. CLOSE TURFING TO BE PROVIDED FOR ALL SLOPES.
T.W.L. T.W.L. 4. LOCATION OF OUTLET PIPE AND EMERGENCY SPILLWAY TO BE CONFIRMED AT SITE.
2T20 5. THE FINISHED LEVEL OF THE PROPOSED ROADS AND PLATFORM LEVELS ARE SUCH
T10-200
T12-150 THAT THEY WILL PERMIT CONNECTION OF ROADS TO ADJOINING EXISTING OR

2T20 1:30 1:30 FUTURE ROADS.
968.5 225 4572 115 1526 225 968.5 6. NO PONDING WILL ACCUR AS A RESULT OF THE PROPOSED EARTHWORKS.
300
7. NO ENCROACHMENT INTO ADJACENT LOT WILL OCCUR.
T12-150 8. WPC TO PROVIDE THE SPRINKLER / JET PRESSURE WHEEL WASHERS AT WASHING
AREA AND EXACT LOCATION TO BE CONFIRMED AT SITE.
X 9. ALL STRUCTURAL STEEL SHALL BE GRADED S275 TO BS EN 10025 HAVING MINIMUM
T10-200 300 THK. COMPACTED YIELD STRESS OF 275 N/mm 2
150 THK. CONC. BASE GRADE C25/30-20 1500
CRUSHER RUN BASE
REINFORCED WITH STEEL FABRIC A252 (A8)
150 x 305 OPENING
Z TO EXISTING TEMPORARY
EARTH DRAIN / ROADSIDE DRAIN
Z
SCALE 1 : 40
250
868
305 x 305 x 97kg/m U.C.
WELDED TO END OF SECTIONS

1526 4572 225
WELDED TO END OF SECTIONS

225

115
868
GROUND LEVEL 305 x 305 x 97kg/m U.C.
TO EXISTING TEMPORARY
4572
505
50
T.W.L. EARTH DRAIN / ROADSIDE DRAIN

1420
868
261 305 305 x 305 x 97kg/m U.C.
Y
915
Y
200
225 THK. BRICKWALL

1:50 WITH 20mm PLASTERING
TO ALL EXPOSED SURFACE
868
305 x 305 x 97kg/m U.C.
150
150 x 305 OPENING
250
115 THK. BRICKWALL
TO ALL EXPOSED SURFACE
150 THK. CONC. BASE GRADE C25/30-20
REINFORCED WITH STEEL FABRIC A252 (A8) X
T32 BARS AT 75 C/C
WELDED TO TOP OF BEAMS
8600 WASHING AREA

SCALE 1 : 40
SCALE 1 : 40

Project No EJ 688
Produced By GJK
Revision -
Details of Wash Trough

FIGURE 8.3.1-12
09 ENVIRONMENTAL MANAGEMENT PLAN
Section 9
ENVIRONMENTAL MANAGEMENT
PLAN FRAMEWORK
SECTION 9 : ENVIRONMENTAL MANAGEMENT PLAN
9.1 INTRODUCTION
This section describes the environmental management framework that will be
established to address, communicate and manage the environmental concerns
during construction of the KUTS ART Phase 1 Project. Taking into account the size
of the Project, a comprehensive environmental management system is required.
This section of the report describes:
• Organisational structure which identifies the key parties and their roles and
responsibilities.
• Pollution Prevention & Mitigating Measures (P2M2) during construction

where the division of the construction work packages and related P2M2 are
explained.
• Environmental reporting which will indicate the types of reporting

required for submission to the relevant authorities.
• Lines of communication which will determine the various levels of

communication at different stages and whether it is external or internal
communication.
• Environmental monitoring which describes the types of monitoring

required including performance monitoring, compliance monitoring and
impact monitoring to ensure compliance and effectiveness of the mitigating
measures.
• Environmental auditing which will describe the frequency and nature of

third-party environmental auditing that will be required for the Project.
• Emergency Response Plan which will identify the responses required to

various emergencies that could potentially occur at the Project site.
• Environmental mainstreaming which spells out the Project Proponent’s

commitment to support mainstreaming, self-regulation and environmental
protection.
Section 9 Environmental Management Plan 9-1

9.2 ORGANIZATION STRUCTURE
9.2.1 Key Parties
The key entity in environmental management is Sarawak Metro Sdn. Bhd. (SMSB),
the Project Proponent who is ultimately responsible for the environmental
performance and compliance of the Project. The other parties with responsibilities
for environmental management and compliance include the Project Management
Consultants (PMC), main contractor, work package contractors, environmental
consultants and environmental officers. Clear definition of roles and responsibilities
of all parties involved is critical for a Project of this size and nature (Table 9-1 and
Chart 9-1). The roles and responsibilities will be further expanded in the
Environmental Management Plan (EMP) for each work package.
Table 9-1 : Roles and Responsibilities

Roles Responsibilities
• To comply with EIA approval conditions and other relevant
environmental requirements
Project Proponent: • To monitor environmental compliance by the PMC /
Sarawak Metro Sdn. contractors as per contractual requirements
Bhd. (SMSB) • To ensure that relevant actions are taken to address any
complaints during construction stage
• To submit relevant environmental reports to DOE as required
• To ensure Main Contractor complies with EIA approval
conditions and other relevant environmental requirements
• To brief all main contractors, work package contractors, sub-
contractors and consultants about environmental requirements
Project Management • To monitor and ensure implementation of pollution prevention
Consultant (PMC) and mitigating measures (P2M2) by all contractors during
construction stage
• To prepare and submit relevant environmental reports to SMSB
• To ensure that relevant actions are taken to address any
complaints during construction stage
• To comply with EIA approval conditions and other relevant
• To brief all work package contractors, sub-contractors and
consultants about environmental requirements
Main Contractor
• To implement P2M2 during construction stage
• To monitor and ensure implementation of P2M2 by all work
package contractors during construction stage
• To prepare and submit relevant environmental reports to PMC
• To implement P2M2 during construction stage
• To ensure compliance to environmental requirements at all
Work Package
times
Contractor
• To prepare and submit relevant environmental reports to main
contractor
9-2 Section 9 Environmental Management Plan

Roles Responsibilities
• Provide technical expertise in the formulation of the EMP,
P2M2 and in the preparation of Environmental Performance
Environmental
Monitoring Document (EPMD)
Consultants
• Advise Project Proponent and PMC/Main Contractor on P2M2
and compliance requirements
• Implement the EMP and install the temporary and permanent
P2M2
• Prepare EPMD which will describe compliance and
performance of the P2M2
• Supervise or oversee the Performance Monitoring programme
as specified in the EPMD
Environmental
• Prepare Performance Monitoring Report (PMR) which will
Officers (EOs)
evaluate the overall performance of the P2M2 and propose
recommendations to minimise the impacts
• Communicate the status of environmental compliance to
SMSB and PMC/Main Contractor
• Maintain records of any incidences or accidents and all
relevant documents during the construction stage
Chart 9-1: Environmental Management Structure

(Project Proponent)
Environmental
Management Project
Committee (EMC) Proponent
Team
Project Management Consultant

Environmental
▪ Project Manager
Auditor
▪ Environmental Consultant
▪ Environmental Officer
Work Package Work Package Work Package

Contractor
Contractor (WPC) Contractor (WPC) Contractor (WPC)
Environmental Environmental Environmental
Officer Officer Officer

9.2.2 Health, Safety and Environmental Department
The Health, Safety and Environmental Department of SMSB will ensure

compliance to all relevant environmental requirements and its main responsibilities
include the following:
• Formulate an Environmental Policy which will be communicated to all

parties involved in the Project, including external stakeholders
• Establish an Environmental Performance Monitoring Committee (EPMC)

which will monitor the environmental performance of SMSB as well as the
PMC and Main Contractor
• Ensure PMCs monitor and supervise the Contractors compliance to all

• Engage with relevant authorities or technical agencies on environmental

related matters
The PMC will establish an Environmental Management Team to ensure

environmental compliance during the construction stage. As part of the overall
environmental organisation structure, environmental consultants and
environmental officers will be appointed for each package to ensure environmental
aspects are taken into consideration and pollution prevention and mitigation
measures (P2M2) are implemented during the construction stage.
9.3 P2M2 DURING CONSTRUCTION

Given the size of the Project, environmental management will be carried out based
on work packages. The EMP for alignments, stations and depots will be prepared
and submitted to DOE Sarawak and NREB for approval. Construction works for
the alignments, stations and depots at each package will commence only after EMP
approval is obtained. The EMP will adhere to the requirements stated in “Chapter 6
– Post Submission Stage of EIA Report, Environmental Impact Assessment
Guideline in Malaysia 2016”.
Each package will have a detailed Land Disturbing Pollution Prevention and
Mitigation Measures (LD-P2M2) document as part of the EMP. The LD-P2M2
document will comply with the requirements and specifications stipulated in the
“Guidance Document for the Preparation of the Document on Land Disturbing
Pollution Prevention and Mitigation Measures (LD-P2M2)”. The focus of the LD-
P2M2 is on the prevention, mitigation and control of discharges from land
disturbing activities or construction activities. The LD-P2M2 for EMP will be
prepared based on more detailed information which will be available during that
stage, as well as the conditions stated in the EIA Conditions of Approval (COA).

The document will be prepared by a DOE Registered Consultant who is a Certified
Professional in Erosion and Sediment Control (CPESC).
9.4 REPORTING
Environmental reports will be prepared at various levels during Project
implementation. The main objective of environmental reporting is to document
environmental status/progress, compliance to environmental requirements
including EIA COA, and the performance or effectiveness of the P2M2 (Table 9-2).
Table 9-2 : Reports to be Submitted to DOE Sarawak

Types of Report Submission by
Environmental Management Plan (EMP)
- to be prepared for each EMP package Environmental
- to submit to DOE Sarawak and NREB for approval prior to Consultants
commencement of construction works
Monthly Compliance and Monitoring Report
- to be prepared and submitted to DOE during the construction stage SMSB
- include EIA 1-08 and EIA 2-08 forms
Monthly Online Erosion and Sediment Control (ESC) Inspection Environmental
- to be submitted to DOE during the construction stage Officers
Electronic Scheduled Waste Information System (eSWIS) Environmental
- to be submitted to DOE during the construction stage Officers
Environmental Audit Report
Third-Party
- to be submitted to DOE during the construction stage
Auditor(s)
- frequency of audit will be once in every 4 months
9.5 EXTERNAL COMMUNICATIONS

Effective communication with relevant stakeholders is crucial. A systematic,
efficient and prompt response to any queries, feedback and complaints from
various stakeholders is important.
The KUTS ART Phase 1 Project will maintain several communication channels for
stakeholders and public to provide feedback. The engagement with stakeholders
along the alignments is vital at all stages – planning or pre-construction,
construction and operation stages. Engagements serve as an important platform to
provide information about the Project to the stakeholders and conversely, for the
stakeholders to raise their concerns regarding the Project. The engagement will be
continuous in order to address different issues at different Project stages.
Engagements during planning and design stage, particularly during the EIA stage,
provided early information about the concerns of the communities likely to be
affected by the Project. This information is an important input to the project
planners and engineers so that necessary measures can be formulated and
incorporated into the Project design to address the concerns, where possible. Most

importantly, stakeholders must be informed of the mitigating measures that will be
adopted and if required, explain the basis for selecting the mitigating measures.
Stakeholder engagements will also be carried out before commencement of

construction works at selected sites (those with specific environmental concerns).
The objective of the engagement is to inform stakeholders about the construction
works that will be carried out. For example, to share information about the types of
works, duration of works, potential impacts and mitigating measures that will be
implemented to reduce these impacts and minimise other grievances to the
community. Where necessary, SMSB will undertake engagement with the media to
ensure that appropriate and correct information is disseminated to all stakeholders
and the public.
9.6 MONITORING PROGRAMME

A comprehensive environmental monitoring programme will be implemented
during the construction to monitor the effectiveness of the pollution prevention and
mitigating measures (P2M2) and compliance to the environmental requirements.
The environmental monitoring programme will include the following
environmental components:
a) Water quality monitoring

b) Silt trap discharge monitoring
c) Air quality monitoring
d) Noise and vibration monitoring
The monitoring program will be supervised by competent personnel who are able
to understand, interpret and analyse the results in relation to the on-going
construction works or possible external factors that lead to any non-compliances.
The monitoring of these components will be further categorised into Performance

Monitoring (PM), Compliance Monitoring (CM), and Impact Monitoring (IM) as
discussed in the following subsections.
9.6.1 Performance Monitoring
Performance monitoring refers to the monitoring of specific parameters which will

act as a precursor to indicate whether all the LD-P2M2 implemented is functioning
as designed and effective in mitigating the impacts. The results or findings will be
analysed and evaluated to gauge the effectiveness of the P2M2 implemented at the
site and documented in the Performance Monitoring Report (PMR) (Chart 9-2).

Performance monitoring will focus on monitoring discharges from the silt traps and
inspecting the effectiveness of the silt traps, temporary earth drains, check dams,
silt fences and other measures stated in the LD-P2M2 in the EMP (also see Section 8
of this EIA report). During construction, the performance monitoring will be
carried out by the Environmental Officers (EO) on a weekly basis and after heavy
rain events (more than 12.5 mm as measured by the rain gauge).
9.6.2 Compliance Monitoring
Compliance monitoring refers to the monitoring of all the P2M2 implemented

during construction stage to ensure compliance to the EIA COAs. These will
include the monitoring of discharges and emissions from various pollution control
facilities on site.
9.6.2.1 Water Quality Monitoring
For this Project, compliance monitoring will involve the discharges from silt traps
that will be built during the construction stage. The full range of parameters to be
monitored is as listed in Table 9-3. The sampling and analysis will be carried out by
Skim Akreditasi Makmal Malaysia (SAMM) accredited laboratory and on a
monthly basis.
9.6.3 Impact Monitoring
Impact monitoring is conducted to verify that the findings of the EIA study are
correct, and appropriate mitigation and prevention measures have been
implemented to minimise impacts to the environment. Impact monitoring will
involve monitoring the ambient levels of the water quality, air quality, noise and
vibration at identified locations.
9.6.3.1 Water Quality
Impact monitoring for water quality will include monitoring of the surrounding
rivers/waterways near the alignments, stations and depots where construction
activities are taking place. It is proposed that sampling be carried out at the baseline
sampling locations (Figure 6.8-1 to Figure 6.8-7) for the locations of the water
baseline sampling stations. However, other sampling locations will also be
identified and proposed in the EMP.
The full range of parameters to be monitored during construction stage is listed in

Table 9-3. The sampling and analysis will be carried out by SAMM accredited
laboratory and on a monthly basis.

9.6.3.2 Air Quality
Impact monitoring for air quality will involve monitoring of ambient air quality at
sensitive receptors surrounding the Project site (alignments, stations and depots). It
is proposed that sampling be carried out at 10 of the 17 baseline sampling locations
as described in Section 6.9 (Figure 6.8-1 to Figure 6.8-7). However, other sampling
locations will also be identified and proposed in the EMP.
The parameters to be monitored during construction stage as well as the allowable

limits are listed in Table 9-3. The sampling and analysis will be carried out by
SAMM accredited laboratory and on a monthly basis.
9.6.3.3 Noise and Vibration
Impacts of noise and vibration will involve monitoring at sensitive receptors

surrounding the Project site (alignments, stations and depots). It is proposed that
sampling be carried out at the baseline sampling locations (Figure 6.8-1 to Figure
6.8-7) for the locations of the noise and vibration monitoring stations. However,
other sampling locations will be identified and proposed in the EMP. The
parameters to be monitored during construction stage as well as the allowable
limits are listed in Table 9-3.
9.7 ENVIRONMENTAL AUDITING

A third-party environmental site audit will be carried out once in every four
months during the construction stage. The main objectives of the audit are to
determine whether there are any non-compliances to the environmental
requirements as stated in the EIA and EMP as well as to ensure that all the P2M2
are properly implemented, functioning as per designed and adequately maintained
to ensure its performance.
The site audit will be carried out in accordance to the accepted protocol detailing
areas of non-compliance. Any non-compliance with legislative standards will be
identified and probable cause of such non-compliances investigated.

9.8 ENVIRONMENTAL MAINSTREAMING AND
GUIDED SELF-REGULATION
The Project Proponent is committed to mainstreaming environmental protection
into the Project and towards self-regulation to ensure the quality of environment is
protected during the construction and operation of the KUTS ART.
As the owner of this Project, Sarawak Metro Sdn. Bhd. is fully committed and will
take full responsibility and accountability for instituting effective P2M2 and
regulatory compliance at all stages of Project implementation. This self-regulation is
also very important to SMSB as part of its good governance. SMSB will ensure
organisational commitment to environmental regulatory compliance by all
personnel and at all levels of the organisation, including its consultants, contractors,
suppliers and all other parties involved in the Project implementation. Competent
persons will be appointed to operate the various pollution control and waste
management systems of the Project.
9.8.1 Environmental Policy
SMSB will formulate an Environmental Policy to convey the environmental

commitment to all parties involved in the Project, including external stakeholders.
The Environmental Policy will be attached in the EMP Report and submitted to
DOE.
9.8.2 Environmental Budgeting
Sufficient funding will be allocated solely for the purpose of implementing

measures to comply with environmental regulations and other environmental
protection measures. The budget will include the installation of pollution control
facilities, setting up of mini laboratory facilities, provision of personnel and
purchase of performance monitoring equipment during construction stage, as well
as budget for pollution control and waste management during the operational
phase. An itemized environmental budget for each of the packages will be detailed
in the EMP Report and be included in the tender documents.

9.8.3 Environmental Performance Monitoring Committee
The Environmental Performance Monitoring Committee, chaired by SMSB, will

monitor the environmental performance and effectiveness of P2M2 and status of
regulatory compliance of the Project.
The PMC/Main Contractor will be represented by all parties involved during the
construction stage and will be chaired by senior management personnel from SMSB.
The chairman will be responsible for all the decisions made during Environmental
Performance Monitoring Committee meetings. The meetings must be held
regularly, at least once a quarter, and the minutes of meeting properly documented
and maintained. Additionally, an Environmental Regulatory Compliance
Monitoring Committee, which meets at least once a year, shall be chaired by the
CEO or Chairman of SMSB.
9.8.4 Environmental Facility
The Environment Facilities include best management practices, scheduled waste

management, sewage treatment system, performance monitoring equipment and
associated support facilities such as mini laboratory during the construction and
operational stages. The assessment of the adequacy of the Environment Facilities
installation and their effectiveness in complying with the regulatory standards and
requirements or conditions approval will be rated and documented as part of the
Guided Self-Regulation (GSR).
9.8.5 Environmental Competency
Competent persons will be appointed to operate the various pollution control and
waste management systems of the Project. In addition, a comprehensive training
programme to produce competent persons and trained support staff will be
provided to ensure full compliance with DOE requirements. The names of the
competent persons and the training plans will be submitted to DOE.
The monitoring programme will be supervised by competent personnel who are

able to understand, interpret and analyse the results in relation to the on-going
construction works or possible external factors that leads to any non-compliances.

9.8.6 Environmental Reporting and Communication
9.8.6.1 Internal Reporting
In accordance to DOE’s requirements, other internal environmental reports will be

prepared during the construction stage, including: -
• Environmental Performance Monitoring Document (EPMD)

• Performance Monitoring Report (PMR)
In addition to the reports mentioned above, other documents that need to be

prepared and maintained include the Checklist of P2M2s List Sheet, Installation
Sheet, Maintenance Sheet, Site and P2M2 Inspection Sheet, Photograph Folder
Sheet, Corrective Action Sheet, Performance Monitoring Sheet and others. The
EPMD and PMR will be maintained for five years after completion of Project
development.
9.8.6.2 Environmental Performance Monitoring Document
Before the commencement of site works for each construction package, the EOs will
prepare the Environmental Performance Monitoring Document (EPMD). The
EPMD will describe in detail how the contractors will comply with the EIA COAs
as well as ensuring that all the P2M2 are functioning and effective in mitigating the
impacts. The details will include, among others: performance monitoring
equipment/ instruments, sampling protocols and analysis, monitoring parameters,
sampling frequency, preventive and corrective maintenance procedure for the
P2M2, discharge compliance, record keeping and others. The EPMD will also
include Compliance Monitoring (CM) and Impact monitoring (IM), wherever
relevant.
9.8.6.3 Performance Monitoring Report
Environmental monitoring will be conducted as specified in the EPMD and the

findings or results obtained from the monitoring exercise will be discussed in the
Performance Monitoring Report (PMR) (Chart 9-2 and Chart 9-3). The results or
findings will be analysed and evaluated to gauge the effectiveness of the P2M2
implemented at the site. Comparison will be made against the recommended
standards or guidelines. Statistical techniques and graphical presentations of the
results will be prepared wherever appropriate. The PMR will also make definitive
conclusions on the overall performance of the P2M2 and suggest improvement
measures to be taken, if necessary. The PMR will be submitted to the EPMC of the
Project and the document shall be kept and maintained for inspection by DOE
officers.

9.8.7 Environmental Transparency
The best option to implement environmental transparency (Environmental

Sustainability Report/ Web site/ Billboards/ fliers, etc.) will be taken into
consideration and implemented at a later date during construction and operation
stages.
9.8.8 Environmental Mainstreaming Tools Compliance Report
The Environmental Mainstreaming Tools Compliance Report (EMT Compliance

Report) will be submitted to DOE, at least thirty days before the commencement of
work on site. The example of the template is shown in Chart 9-4.

Chart 9-2 : Performance Monitoring Report Template
KUCHING URBAN TRANSPORTATION SYSTEM PHASE 1 PROJECT
NAME OF THE CONTRACTOR
Contract No:
LD-P2M2 COMPONENTS (e.g. silt trap, hydroseeding)
Date :
DESCRIPTION OF MAINTENANCE
Photo and Description
PURPOSE OF MAINTENANCE
Photo and Description
NOTE:
MATERIAL/EQUIPMENT
ITEM UNIT QUANTITY REMARKS PHOTO
USED
1.
2.
3.
4.
Person carrying out maintenance: Name of the Environmental Name of the contractor:
Officer:
Name: Name: Name:
Date: Date: Date:
Signature: Signature: Signature:

Table 9-3 : Proposed Monitoring Programme during Construction Stage
Monitoring Reporting
Location Frequency Parameters Compliance Levels
Components Requirements
Performance Monitoring ▪ Weekly Structural integrity, ▪ Design of P2M2 to comply with SUStoM Weekly reporting in
▪ All LD-P2M2 on site ▪ After heavy functionality, 2nd Edition, MSMA 1st Edition and Performance
rainfall practicality and MSMA 2nd Edition specifications Monitoring Report
(>12.5mm as frequency of ▪ Performance monitoring to be (PMR). PMR to be
measured by maintenance for all conducted by CESSWI certified or kept on site for DOE
rain gauge) P2M2 equivalent personnel inspection.
Compliance Monitoring ▪ Monthly ▪ TSS ▪ 50 mg/l Quarterly to DOE
▪ Silt trap or sediment basin ▪ Turbidity ▪ 250 NTU Sarawak & NREB
discharge points
Impact Monitoring ▪ Monthly ▪ Temperature ▪ Normal + 2 oC Quarterly to DOE
▪ Similar to baseline ▪ pH ▪ 5-9 mg/l Sarawak & NREB
monitoring of ▪ DO ▪ 3-5 mg/l
Water quality rivers/waterways (EIA ▪ COD ▪ 50 mg/l
Section 6.8.3) : 36 stations ▪ BOD ▪ 6 mg/l
in total ▪ TSS ▪ 150 mg/l
▪ Line 1: 21 stations ▪ Turbidity ▪ - (NTU)
▪ Line 2: 15 stations ▪ O&G ▪ N
▪ NH3-N ▪ 0.9 mg/l
▪ Faecal Coliform ▪ 5,000 (count/100 ml)
▪ Total Coliform ▪ 50,000 (count/100 ml)
▪ (NWQS Class III)
➢ Compliance limit based on respective
baseline National Water Quality
Standards (NWQS) class of each station

Monitoring Reporting
Components Location Frequency Parameters Compliance Levels
Requirements
Air quality Impact Monitoring ▪ Monthly PM10 100 µg/m3 Quarterly to DOE
▪ 10 out of the 17 locations (24 hours monitoring) Malaysian Ambient Air Quality Sarawak & NREB
mentioned in EIA Section 6.9.2) Standard [Standard (2020)]
Noise Impact Monitoring ▪ Monthly LAeq, Lmin, Lmax, L10, L90 L10 , Lmax, and LAeq Quarterly to DOE
▪ Similar to baseline monitoring (24 hours monitoring) Sarawak & NREB
at sensitive receptors (EIA The Planning Guidelines for
Section 6.10.2): 27 locations in Environmental Noise Limits And
total Control 2019 (Sixth Schedule)
▪ Line 1: 15 stations
▪ Line 2: 12 stations
Vibration Impact Monitoring ▪ Monthly Peak Particle Velocity The Planning Guidelines for Quarterly to DOE
▪ Similar to baseline monitoring (24-hour monitoring Vibration Limits and Control in Sarawak & NREB
at sensitive receptors (EIA and short term) the Environment -
Section 6.10.2): 26 locations in Schedule 6: Recommended Limits
total for Human Response and
▪ Line 1: 14 stations Annoyance from Short Term
▪ Line 2: 12 stations Vibrations, Curve 8 to Curve 16

Chart 9-3 : Performance Monitoring – Environmental Control Measures Template
Date of EIA Approval:

Condition of Approval (COA) Ref. No. :
Date of EMP Approval:
EMP Approval Ref. No. :
Date of ESCP Approval:
ESCP Approval Ref. No. :
Provision Observations/Findings/ Observations/Findings/ Observations/Findings/

Control Status Response From Accepted
No Location Suggestions (Last Suggestions (Recent Suggestions (Latest
Measure ESCP Actual (Installation) Contractor (✓/X)
Inspection - Date) Inspection - Date) Inspection - Date)
A. Silt Trap And Vicinity Area
1. Location Silt Trap Installation Proposed Action Observation: Observation: Observation:
A No. Date : / Action
Taken:
Status: Suggestions/ Suggestions/ Suggestions/
Next Recommendations: Recommendations: Recommendations:
Last Maintenance
Maintenance Date:
Date :
2. Location
B

Chart 9-4: Environmental Mainstreaming Tools Compliance Report Template
Name of Company / organization:
Address:
DOE’s reference file:
Name of EMT Compliance Report preparer:
Designation:
Date:
Signature
ENVIRONMENTAL MAINSTREAMING TOOLS COMPLIANCE TABLE

Self-assessment of Comments (if
EMT Date of Implementation
strength of EMT any)
EP
EB
EPMC
ERCMC
BMPs
EMC
IETS
APCS
SWMI
LABF
EF PMI
Others
CSEC
CePIETSO
CePSWAM
EC
CePSO
CeBFO
Others
CC
DA
ERC
IR
Others
ESR
WS
ET
BB
FL
EP= Environmental Policy
Give the date the EP was formulated and the review date, if EP review was made. If EP is newly
formulated, give the date of its formulation. Make your own assessment of the strength of the
message of environmental commitment in your EP by assigning your own rating (1: Poor; 2: Fair;
3: Average; 4: Good; 5: Excellent). Submit your current EP as evidence
EB= Environmental Budgeting

Give the date your organization started or will start allocating budget specifically for
environmental purposes. Make your assessment of the adequacy of the EB for implementing

measures to comply with environmental requirement of the EQA and its regulations or approvals
conditions by assigning your own rating (1: Poor; 2: Fair; 3: Average; 4: Good; 5: Excellent).
Provide a statement stating the amount of EB for the previous year as evidence.
EMC= Environmental Monitoring Committee

Give the dates the EPMC and ERCMC were set up or will be set up in your organization. Make
your own assessment of the strength of the representativeness of the members of the committees
by assigning your own rating (1: Poor; 2: Fair; 3: Average; 4: Good; 5: Excellent). Submit the
organization charts of the EPMC and ERCMC as evidence.
EF= Environmental Facility

IETS = Industrial Effluent Treatment System; APCS = Air Pollution Control System; BMP= Best
Management Practices; SWMI= Scheduled Waste Management Infrastructure; LABF= Laboratory
Facilities; PMI= Performance Monitoring Instruments.
Give the dates the EF components were installed or will be installed in your organization. Make
your own assessment of the adequacy of the EFs installation and their effectiveness in complying
with the regulatory standards and requirements or approval conditions by assigning your own
rating ((1: Poor; 2: Fair; 3: Average; 4: Good; 5: Excellent). Provide information on EF components
which are relevant to your organization.
EC = Environmental Competency
CSEC- Certified Sediment and Erosion Control; CePIETSO = Certified Environmental
Professional in IETS Operation; CePSO = Certified Environmental Professional in Scrubber
Operation; CeBFO= Certified Environmental Professional in Bag Filter Operation; CepSWAM =
Certified Environmental Professional in Scheduled Waste Management.
Give the date the organization’s personnel were certified or will be attending the certification
course(s). Make your own assessment of the adequacy of the number of personnel required by
your organization to comply with the regulatory requirements or approval conditions by
assigning your own rating (1: Poor; 2: Fair; 3: Average; 4: Good; 5: Excellent). Provide the name of
the Competent persons in your organization or submit your training plan to get your staff
certified as evidence. Provide information only on EC requirements which are relevant to your
organization.
ERC=Environmental Reporting and Communication

CC= Communication Channel; DA = Data Analysis; IR = Internal Reporting.
Give the dates your organization started to implement or will start to implement the ERC
components (CC, DA and IR). Make your own assessment of the adequacy of the ERC
components and their effectiveness in ensuring environmental concerns are immediately
reported to the responsible persons in your organization for appropriate action by assigning your
own rating ((1: Poor; 2: Fair; 3: Average; 4: Good; 5: Excellent). Submit CC flow chart as evidence.
ET= Environmental Transparency

ESR = Environmental Sustainability Report; WS= Website; BB=Billboard; FL = Fliers
Your organization may want to implement this EMT immediately or you may want to study the
best option to implement this EMT in your own situation and implement it at a later date. If
possible, give the dates your organization is planning to start implementing the ET components
(ESR, WS, BB, flier issuance, or others). Make your own assessment of the implementation status
of the implementation of ET components in your organization by assigning your own rating (1:
Poor; 2: Fair; 3: Average; 4: Good; 5: Excellent). Submit CC flow chart as evidence.


10 CONCLUSION
Section 10
CONCLUSION
SECTION 10 : CONCLUSION
10.1 INTRODUCTION
The Kuching Urban Transportation System (KUTS) will help transform Kuching into
a more dynamic and competitive city while alleviating traffic congestion and
enabling people to move efficiently. It will also create economic opportunities, enable
trade, and facilitate access to markets and services.
At the heart of KUTS is the Automated Rapid Transit (ART), a hybrid of a train, a
bus and a tram that will run on rubber tyres on dedicated trackless lanes. The ART
will be powered by hydrogen fuel cells which combine hydrogen and oxygen to
generate electricity which will then be used to power the ART vehicles
The concept of the KUTS ART which is to provide access to a safe, reliable and
sustainable mode of public transport as well promoting the growth of various
industries along its routes is in line with several development plans and policies,
such as the United Nations Sustainable Development Goals, the Eleventh Malaysia
Plan 2016 – 2020, National Transport Policy 2035, Sarawak Socio-Economic
Transformation Plan 2030 and the Sarawak Digital Economy Strategy 2022.
The main objectives of the Kuching Urban Transportation System (KUTS) is to:
a) Relieve traffic congestion in Greater Kuching
b) Serve as the backbone of the public transportation system in Kuching, and
c) Promote Transit Oriented Development (TOD)
In the planning of the KUTS ART, various alignment options were identified and
evaluated in order to select the preferred alignment. Among some of the planning
principles considered when determining the preferred alignments were passenger
attraction, accessibility, environmental and social impacts, engineering and
constructability.
Section 10 Conclusion 10-1

10.2 POTENTIAL SIGNIFICANT IMPACTS &
MITIGATION MEASURES
The KUTS ART traverses through built-up and populated areas of Kuching,
Samarahan and Padawan. In order to amplify ridership and access to the ART, the
ART stations and alignments must be located in close proximity to populated areas
in order to best serve the population. While the Project will bring about significant
benefits, certain communities and sensitive receptors could potentially be subject to
a number of environmental impacts that have to be addressed and mitigated.
Pre-construction Stage
Land and property acquisition will be the main issue faced during the pre-
construction stage. The affected parties may potentially endure issues such as
disruption to lives and loss of social cohesion. For business owners and operators,
they may face difficulty in re-establishing their businesses and losing their existing
customer base.
In order to minimize the impacts of acquisition, Sarawak Metro Sdn Bhd (SMSB) will
provide early and sufficient information to the affected parties to ensure that they
are well-informed about the acquisition process as well as maintaining continuous
engagement from the pre-construction stage right up to operations, through a
Strategic Engagement Programme.
Construction Stage
One of the most significant potential impacts during construction stage is traffic
congestion due to construction works that will take place along the road medians
and road shoulders resulting in road diversions, temporary closures and lane size
reduction, thus reducing the capacity of the existing roads. Since a majority of both
Line 1 and Line 2 will be constructed along busy roads, the traffic congestion along
the Kuching-Samarahan Expressway, Jalan Wan Alwi, Jalan Simpang Tiga and Jalan
Penrissen could be expected to worsen. Detailed Traffic Management Plans shall be
prepared by the Project Proponent for each construction site to ensure that traffic is
properly managed during the construction stage, particularly during peak hours.
Construction activities may cause local air pollution and elevated noise levels
especially to receptors that are in close proximity to the construction sites. In terms
of air pollution, areas of concern are at the stations and depots where large areas of
land clearing and earthworks will take place.
Similarly, elevated noise levels may occur in the vicinity of residential areas and
schools. However, by implementing adequate safeguards such as appropriate
construction methods, installation of hoarding around construction sites, regular
maintenance of construction vehicles to minimize vehicular emission, temporary
10-2 Section 10 Conclusion

noise barriers and hoarding for equipment, the impacts from dust and noise
pollution can be controlled. Noise emissions will also be controlled by using rotary
bored piles, injection piles and other low noise low impact piling methods instead of
hammer piling. In addition, working hours will be regulated in order to minimize
noise impacts to residents.
A significant portion of the KUTS ART Phase 1 will traverse through built-up urban
areas that are densely populated. The construction of piers, viaducts, stations and
ancillary structures may pose public safety risks, particularly to people living or
working close to the construction sites and to road users. Working at elevated height
has been identified as a high-risk during construction, as approx. 80 % of the ART
Phase 1 will be elevated. Detailed Health and Safety Plans as well as Emergency
Response Plans to ensure stringent safety measures and procedures especially for
areas in close proximity to sensitive receptors will be prepared and implemented.
Operational Stage
Proper access plans are beneficial to ensure smooth traffic flow and to minimize
traffic congestion around the ART stations. Additionally, facilities for pedestrians
and vulnerable road users to access the stations are also important as one of the
factors that would encourage higher ridership is the accessibility to the ART stations.
The KUTS ART is expected to contribute towards alleviating road traffic congestion
and improving air quality. The net CO2e emission avoided by the implementation of
the KUTS ART (for year 2024) is estimated at 54,714 tCO2e/yr. Air pollution due to
vehicular emissions (NOx, SO2, CO, PM10, and PM2.5) will also be reduced accordingly
with the shift from private vehicles to the ART.
Minimal noise impacts are expected during the operation of the ART, with the
exception of high-rise sensitive receptors located adjacent to the ART stations and
structures. The ART vehicle pass-by noise at elevated viaducts in close proximity to
sensitive receptors in high rise buildings can be mitigated with an increase in parapet
wall height to offer additional sound shielding from the viaducts.
Public safety during the operation of the KUTS ART is an important matter to be
addressed. Among some activities of concern is the daily transport of hydrogen from
the hydrogen generation plant to the ART depot as well as the handling and storage
of hydrogen at the depots. Adequate safeguards have therefore been adopted to
minimize any risks to the surrounding receptors. Additional risk assessments will be
carried out and emergency response plans will be prepared.

10.3 BENEFITS
The KUTS ART is expected to provide a number of key benefits to the population in
Kuching as it has been designed to address the existing traffic congestion as well as
the current shortfalls of the public transport system in Kuching. By increasing the use
of public transport, road traffic congestion can be alleviated, which will also allow
the existing road-based public transport modes such as busses and taxis to operate
effectively.
Additionally, the Project will generate significant employment and business

opportunities in the pre-construction and construction stages. As the Project will be
the largest infrastructure project in Kuching, it will create demand for many support
services and generate multiplier effects in the local and regional economy.
Other benefits of the KUTS ART include:
• Serve as the backbone of the public transportation system in Kuching

• Create economic opportunities, enable trade, facilitate access, create more
than 30,000 jobs once full operations begin
• Relieve traffic congestion in Greater Kuching
• Provide a convenient, safe and reliable transport alternative
• Savings of up to 40 mins travel time during peak hours
• Promote Transit Oriented Development (TOD) around stations and stimulate
development in suburban areas of Greater Kuching
• Reduce vehicle operating costs – estimated savings of approx. RM 187 million
in annual vehicle operating costs due to reduced private vehicle usage and
increase public transport usage
• Generates less noise and vibration during operation as the ART runs on
rubber tyres

10.4 CONCLUSION
In order to maximize the benefits of the Project and to minimize its economic and
environmental costs, it is crucial that all the pollution prevention and mitigation
measures (P2M2) identified in this report are implemented effectively and the
construction process be monitored diligently. The governance mechanism
(monitoring, reporting, auditing, etc.) have been formulated and SMSB will
implement them comprehensively.
SMSB is committed to mainstreaming environmental protection into the Project and

towards self-regulation to ensure that the quality of the environment is protected
during the construction and operation of the KUTS ART Phase 1. SMSB will ensure
organizational commitment to environmental regulatory compliance by all
personnel at all levels of the organization; including its consultants, contractors,
suppliers and all other parties involved in the Project implementation. SMSB is also
committed to continuous communication with all relevant stakeholders.


KUTS Revised EIA (DOE) - Volume 1 Main Text - October 2021

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

KUTS Revised EIA (DOE) - Volume 1 Main Text - October 2021

Uploaded by

Copyright:

Available Formats

Sarawak Metro Sdn. Bhd.

KUCHING URBAN TRANSPORTATION

REVISED ENVIRONMENTAL IMPACT

Ground Floor, Lot 3092 & 3093, OCTOBER 2021

REVISED ENVIRONMENTAL IMPACT ASSESSMENT

VOLUME 1 OF 2 : MAIN TEXT

Project Code EJ 688

Files \\192.168.1.13\ere data\ERE Projects\EJ 688 EIA & SIA

KUCHING URBAN TRANSPORTATION SYSTEM (KUTS) PHASE 1 –

Signature : Official Stamp:

Date : 25 October 2021

I declare the following:

Signature : Official Stamp:

Date : 25 October 2021

I declare the following:

i) I have conducted the study professionally using acceptable methodologies;

Signature : Official Stamp:

Date : 25 October 2021

I declare the following:

Signature : Official Stamp:

Date : 25 October 2021

I declare the following:

i) I have conducted the study professionally using acceptable methodologies;

Signature : Official Stamp:

Date : 25 October 2021

I declare the following:

Signature : Official Stamp:

Date : 25 October 2021

I declare the following:

i) I have conducted the study professionally using acceptable methodologies;

Signature : Official Stamp:

Date : 25 October 2021

KUCHING URBAN TRANSPORTATION SYSTEM (KUTS) PHASE 1 –

I declare the following:

Signature : Official Stamp:

Date : 25 October 2021

I declare the following:

i) I have conducted the study professionally using acceptable methodologies;

Signature : Official Stamp:

Date : 25 October 2021

KUCHING URBAN TRANSPORTATION SYSTEM (KUTS) PHASE 1 –

I declare the following:

Signature : Official Stamp:

Date : 25 October 2021

I declare the following:

i) I have conducted the study professionally using acceptable methodologies;

Signature : Official Stamp:

Date : 25 October 2021

I declare the following:

Signature : Official Stamp:

Date : 25 October 2021

I declare the following:

v) I have conducted the study professionally using acceptable methodologies;

Signature : Official Stamp:

Date : 25 October 2021

B.Eng 1. Noise and Vibration

1. Water Quality Hazura Yaacob

1. Water Quality Raja Nur Ashikin Raja

Deva Kumari A/P

Lee Hwok Lok

Amirul Rahman B.S. Civil Assistant CEP-

Table 3 : List of EIA Trainee Consultants Involved in the EIA Study

Mohamad B.Sc (Ecology & - • Ecology Randolph Stephen Jeremiah Jr