KIDEX EIA Report Finalised

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

PRELIMINARY ENVIRONMENTAL IMPACT ASSESSMENT
PROPOSED KINRARA-DAMANSARA EXPRESSWAY (KIDEX)
TABLE OF CONTENTS
Page No.
INTRODUCTION
1.1
Project Title
1-1
1.2
Project Brief
1-1
1.3
Longitude and Latitude
1-1
1.4
Statement of Need
1-1
1.4.1
Need of the Project
1-1
1.4.2
Tenth Malaysia Plan (2011-2015)
1-3
1.4.3
Local Plans
1-4
Legal Requirements
1-4
1.5
2
PROJECT INITIATOR / CONSULTANT

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

3.1
Introduction
3-1
3.2
Project Options
3-1
3.3
The No Project Options
3-1
3.4
Alignment Options
3-1
3.5
Construction Options
3-3
PROJECT DESCRIPTION
4.1
Introduction
4-1
4.2
Location
4-1
4.3
Development Components
4-2
4.3.1 Superstructure
4-2
4.3.2 Substructure & Foundation
4-3
4.3.3 Long Span Structures
4-3
Project Activities
4-3
4.4.1 Pre-construction
4-4
4.4.2 Construction Phase
4-4
4.4.3 Operation and Maintenance
4-4
4.5
Construction Schedule
4-5
4.6
Infrastructure & Utilities
4-5
4.4
Environment Asia Sdn. Bhd

TABLE OF CONTENTS (Contd)
Page No.
4.6.1 Design Speeds and Geometric Standards
4-5
4.6.2 Traffic Diversion and Road Closure
4-6
4.6.3 Drainage for Road Alignment
4-6
4.6.4 Slope Stability & Ground Treatment
4-7
4.6.5 Toll Plazas
4-8
4.6.6 Ancillary Facilities
4-8
THE ENVIRONMENTAL SETTING

5.1
Introduction
5-1
5.2
Physical Environment
5-1
5.2.1
General Description
5-1
5.2.2
Topography
5-1
5.2.3
Hydrology and Streamflow
5-1
5.2.4
Geological Terrain
5-2
5.2.5
Soil
5-3
5.2.6
Climate
5-7
5.2.7
Landuse and Sensitive Receptors
5-11
5.2.7.1
Existing Landuse within 5 km Radius
5-11
5.2.7.2
Existing Landuse Within and Adjacent to Project
5-12
Alignment
5.2.7.3
Environmentally Sensitive Areas and Heritage
5-15
Sites
5.2.8
5.2.9
5.2.7.4
Downstream Activities
5-16
5.2.7.5
Future Landuse
5-16
Water Quality
5-27
5.2.8.1 Water Quality Results
5-27
Air Quality
5-29
5.2.9.1 Air Quality Results
5-29
5.2.10 Noise Quality

5.2.10.1 Noise Monitoring Results
5.2.11 Vibration
5.2.11.1 Vibration Measurement Results
5.3
5.4
5.5
5-30
5-31
5-33
5-34
Existing Biological Ecosystems
5-39
5.3.1
Flora Survey
5-39
5.3.2
Fauna Survey
5-40
Existing Socio-Economic System
5-41
5.4.1
Land Acquisition
5-41
5.4.2
Socio-Economic Survey
5-41
Infrastructure and Utilities
5-42
5.5.1
Water Supply
5-42
5.5.2
Electricity
5-42
5.5.3
Telecommunications
5-43
5.5.4
Solid Waste Management
5-43
ii

Page No.
5.5.5
6
Sewerage System
5-43
IMPACTS IDENTIFICATION AND EVALUATION

6.1
Introduction
6-1
6.2
Pre-Construction Phase
6-2
6.3
Construction Phase
6-2
6.3.1
6-3
Soil Erosion and Sedimentation

6.3.1.1 Estimation of Soil Erosion
6-3
6.3.1.2 Revised Universal Soil Loss Equation (RUSLE)
6-3
6.3.1.3 Modified Universal Soil Loss Equation (MUSLE)
6-4
6.3.1.4 Quanfication of RUSLE
6-5
6.3.1.5 Soil Erosion Analysis
6-6
6.3.1.6 Sediment Yield and Discharge Analysis
6-7
6.3.2
Drainage and Flooding
6-12
6.3.3
Water Pollution
6-12
6.3.4
Air Pollution
6-14
6.3.5
Noise Pollution
6-15
6.3.5.1
Noise Source
6-15
6.3.5.2
Methodology
6-15
6.3.5.3
Assessment Results
6-15
6.3.6
6.3.7
Vibration
6-16
Ecology
6-19
6.3.7.1
Flora
6-19
6.3.7.2
Fauna
6-19
6.3.8
Access Route and Traffic
6-19
6.3.9
Landuse and Zoning
6-20
6.3.10 Socio-Economic Impacts
6.4
6-20
6.3.10.1 Aesthetic
6-20
6.3.10.2 Safety and Risks
6-20
6.3.10.3 Business Opportunities / Employment
6-20
6.3.10.4 Land Acquisition
6-21
6.3.10.5 Socio Economy
6-22
6.3.11
Solid and Scheduled Waste
6-23
6.3.12
Project Abandonment
6-23
Operational Phase
6-24
6.4.1
6-24
6.4.2
Water Pollution
6-24
6.4.3
Noise Pollution
6-24
6.4.3.1
Noise Source
6-24
6.4.3.2
Methodology
6-25
6.4.3.3
Assessment Results
6-25
6.4.4
Vibration
6-35
6.4.5
Air Pollution
6-35
iii

Page No.
6.4.5.1
6.5
Air Quality Modeling
6-35
6.4.6
Traffic
6-37
6.4.7
Socio-economics
6-38
6.4.7.1
Improved travel
6-38
6.4.7.2
Employment/ Business Opportunity
6-38
6.4.7.3
Land Values
6-38
6-38
6.4.8
6.4.7.4
Aesthetic and Nuisance
Solid and Scheduled Waste Generation
6.4.9
Safety and Risks
6-39
6.4.10
Abandonment
6-39
Summary of Impacts
6-39
6-40
PROPOSED MITIGATION MEASURES

7.1
Introduction
7-1
7.2
Construction Phase
7-1
7.2.1
Erosion and Sediment Control Plan
7-1
7.2.1.1 Erosion Control
7-2
7.2.1.2 Sediment Control
7-4
7.2.1.3 Best Management Practices (BMP)
7-5
7.2.2
Cut/Fill Slopes
7-6
7.2.3
Foundation
7-6
7.2.4
Water Pollution
7-7
7.2.5
Hydrology & Flooding
7-8
7.2.6
Air Pollution
7-8
7.2.7
Noise
7-9
7.2.8
Vibration
7-10
7.2.9
Traffic
7-10
7.3
7.2.10 Ecological Aspects
7-11
7.2.11 Socio-Economic Considerations
7-11
7.2.12 Solid Waste and Scheduled Waste
7-15
7.2.13 Abandonment Plan
7-15
Operational Phase
7-19
7.3.1
Water Pollution
7-19
7.3.2
7-19
7.3.3
Air Pollution
7-20
7.3.4
Noise
7-20
7.3.5
Vibration
7-27
7.3.6
Traffic Management Scheme
7-27
iv

Page No.
7.3.7
Socio-Economics
7-27
7.3.7.1 Aesthetics
7-27
7.3.8
Waste Management
7-29
7.3.9
Safety and Health
7-29
7.3.9.1 Project Safety
7-29
7.3.9.2 Emergency Response Plan
7-30
7.3.9.3 Public Safety
7-30

8
ENVIRONMENT MANAGEMENT PLAN

8.1
Introduction
8-1
8.2
Guidelines for Project Design and Planning
8-2
8.2.1
Guidelines for Project Implementation / Construction
8-3
8.2.2
Guidelines for Project Operation and Maintenance
8-4
8.3
8.4
Environmental Management Plan
8-5
8.3.1
Objectives
8-5
8.3.2
EMP Format
8-5
Environmental Monitoring Program
8-7
8.4.1
Water Quality Monitoring
8-7
8.4.2
Air Quality Monitoring
8-8
8.4.3
Noise Level Monitoring
8-8
8.4.4
Vibration Monitoring
8-9
8.5
Environmental Site Audit
8-19
8.6
Health and Safety
8-19
8.7
Event Contingency Plan
8-19
8.8
Resources Allocation
8-20
10
7-30
RESIDUAL IMPACTS
9.1
Introduction
9-1
9.2
Air and Noise Quality
9-1
9.3
Water Quality
9-1
9.4
Changes in Microclimate
9-1
9.5
Socio-economy & Traffic
9-2
9.5.1
Relocation of residents
9-2
9.5.2
Socio economical benefits
9-2
CONCLUSION
10-1
REFERENCES
EIA CHECKLIST
APPENDICES

LIST OF TABLES
Page No.
Table 1.1
Level of Service of Existing Roads with and Without KIDEX
1-2
Table 2.1
List of EIA Study Team Members
2-2
Table 2.2
Sources of Information for the EIA
2-5
Table 3.1
Feasibility Matrices
3-2
Table 4.1
Development Components
4-2
Table 4.2
Location of Long Span Structures
4-3
Table 4.3
Cut and Fill Details at the TUDM Area
4-4
Table 4.4
Mainline Geometric Design Standards
4-5
Table 4.5
Interchange Geometric Design Standards
4-6
Table 5.1
Zone Divisions for soil
Table 5.2
Summary of Landuse Distribution within 5 km radius
5-11
Table 5.3
Sensitive Receptors Adjacent to Project Site
5-14
Table 5.4
Water Quality Sampling Location
5-27
Table 5.5
Water Quality Parameters and Analysis Methods
5-27
Table 5.6
Water Quality Analysis Results
5-28
Table 5.7
Location of Air Quality Sampling Stations
5-29
Table 5.8
Results of Air Quality Sampling
5-30
Table 5.9
Location of Noise Monitoring Stations
5-30
Table 5.10
Schedule 2 - Maximum Permissible Sound Level (LAeq) of
5-31
5-3
New Development (Roads, Rails, Industrial) in Areas of

Existing High Environmental Noise Climate
Table 5.11
Schedule 3 Maximum Permissible Sound Level (LAeq) to be
5-31
maintained at the Existing Noise Climate

Table 5.12
Schedule 4 Limiting Sound Level (LAeq) from Road Traffic
5-32
(For Proposed New Roads and/or Redevelopment of Existing

Roads)
Table 5.13(a)
Results of Noise Monitoring for Daytime
5-32
Table 5.13(b)
Results of Noise Monitoring for Nighttime
5-33
Table 5.14
Location of Vibration Monitoring Stations
5-33
Table 5.15
Results of Vibration Measurement
5-34
Table 5.16
Flora Composition Likely to be Found within the Project Site
5-40
Table 5.17
Total Affected Lots
5-41
Table 5.18
Private Lots Affected
5-41
Table 6.1
Summary of Project Activities and Impacts
6-1
Table 6.2
Estimated Soil Erosion Rates at the TUDM Area
6-6
Table 6.3
Estimation of Sediment Yield and Discharge from the Project
6-7
Site
Table 6.4
Detrimental Effects of Air Pollutants
6-14
Table 6.5
Typical Noise Level from Construction Equipment
6-16
Table 6.6
Recommended Limits for Human Response and Annoyance
6-17
from Short Term Vibrations
vi

Page No.
Table 6.7
Recommended Limits for Damage Risk in Buildings from
6-17
Table 6.8
Residential and Commercial Lots Involved in Land Acquisition
6-22
Table 6.9
Input Data for Noise Modeling
6-25
Table 6.10
Estimated Noise Level due to Projected At Grade Traffic
6-27
Table 6.11
Short Term Vibration
Volume and Tunnel Effect

Estimated Noise Level at Sensitive Receptors (Ground Level)
6-32
during Daytime
Table 6.12
Table 6.13
Estimated Noise Level at Sensitive Receptors (Ground Level)
6-33
during Nighttime
Estimated Noise Level at Sensitive Receptors (High Rise)
6-34
during Daytime
Table 6.14
Table 6.15
Estimated Noise Level at Sensitive Receptors (High Rise)
6-34
during Nighttime
Recommended Limits for Damage Risk in Buildings from
6-35
Steady State Vibration

Table 6.16
Predicted 1-Hour CO Concentrations upon Project Completion
6-37
Table 6.17
Base Case Daily PCUs at Toll Plazas
6-37
Table 6.18
Summary of Potential Impacts for Sensitive Receptors
6-40
Table 7.1
Relevant Standards and Legislation
7-1
Table 7.2
Sizing of Earth Drains
7-3
Table 7.3
Abandonment Plan during Construction Phase
7-16
Table 7.4
Proposed Noise Barriers at Affected Sensitive Receptors
7-21
Table 7.5
Elevated Alignment Sections Where Noise Barriers Are Not
7-21
Necessary
Table 7.6
Transmission Loss Value for Common Materials
7-22
Table 7.7
Estimated Noise Level at Sensitive Receptors with Noise
7-23
Barriers
Table 8.1
Environment Management System Requirements
8-2
Table 8.2
Design Criteria in an EMP
8-3
Table 8.3
Principles in Formulating the Construction Guidelines
8-3
Table 8.4
Principles in Formulating the Operation Guidelines
8-4
Table 8.5
Format of Environmental Management Plan
8-5
Table 8.6
Proposed Monitoring Program during Construction and
Table 8.7
8-10
Operation Phases
Budget Allocation for EMP
8-20
LIST OF FIGURES
Figure 1.1
Figure 3.1
Figure 4.1a-g
:
:
Location of the Proposed Kinrara Damansara Expressway

(KIDEX)
Alternative Alignments for Proposed Project
Graphic Visualizations of KIDEX
1-6
3-5
4-9 to 4-15
vii

Page No.
Figure 4.2(a)
Figure 4.2(b)
Figure 4.2(c)
Figure 4.2(d)
Figure 4.2(e)
Figure 4.2(f)
Figure 4.2(g)
:
:
:
Figure 4.2(h)
Figure 4.3
Figure 4.4
Figure 4.5(a)
Figure 4.5(b)
Figure 5.1
:
:
:
:
:
:
Proposed Typical Cross Section at Elevated Section Beam

Slab (Dual Two Lanes Carriageway)
Proposed Typical Cross Section at Elevated Section Portal
Frame (Dual Two Lanes Carriageway)
Proposed Typical Cross Section at Elevated Section with
Beam and Slab (Two Lanes & Single Lane)
Proposed Typical Cross Section at Jalan Penchala before
Roundabout
Proposed Cross Section at Jalan Harapan
Proposed Cross Section at Jalan Semangat
Proposed Cross Section of Portal Crossing before LDP
Crossing
Proposed Typical Cross Section at Jalan Kinrara 1
Location of Cut and Fill Areas (TUDM Area)
Master Implementation Program
Location of Sg Klang Bridge Piers
Location of Sg Klang Bridge Piers
Sungai Klang Catchment Area
Figure 5.2
Rivers within the Vicinity of the Project Site
5-5
Figure 5.3
Geological Profile and Reconnaissance Soil Map of the
5-6
Figure 5.4
Monthly Mean Temperature
5-7
Figure 5.5
Figure 5.6
Mean of Relative Humidity at Subang
5-8
Rainfall Amount and Number of Rain Days
5-8
Figure 5.7
Annual Wind Rose for the Subang Airport Station
Figure 5.8
Wind-rose Summary for the Subang Airport Station (2001-
4-16
4-17
4-18
4-19
4-20
4-21
4-22
4-23
4-24
4-25
4-26
4-27
5-4
Project Site
5-9
5-10
2010)
Figure 5.9
Landuse within 5 km Radius
Figure
Landuse and Sensitive Receptors Near the Project Alignment
5.10(a)-(h)
5-17
5-18 to
5-25
Figure 5.11
Environmentally Sensitive Areas and Heritage Sites
Figure
Location of Baseline Monitoring Stations
Figure 6.1(a)
Soil Erosion Rate During Pre-Construction
6-8
Figure 6.1(b)
Soil Erosion Rate During Construction Phase (Worst Case
6-9
5.12(a)-(d)
5-26
5-35 to
5-38
Scenario)
Figure 6.1(c)
Soil Erosion Rate During Construction Phase (With Mitigation
6-10
Measures)
Figure 6.1(d)
Soil Erosion Rate During Operational Phase
6-11
Figure 6.2
Flooded Areas of Selangor
6-13
Figure 6.3
Building vibration z-axis curves for peak velocity
6-18
Figure 6.4
Foundation Vibration Velocity Limiting Values for Vectorial
6-18
Sum of Vibration Levels in Three Orthogonal Axes

Figure 6.5
Divided Sections along KIDEX
6-29
viii

Page No.
Figure 6.6
Figure 6.7
Predicted Noise Contours due to the Proposed Project during
6-30
Daytime (36 to 72 dBA at 12 dBA Interval)

Predicted Noise Contours due to the Proposed Project during
6-31
Night time (33 to 63 dBA at 10dBA Interval)

Figure 7.1
Proposed Temporary Disposal Site for Biomass
Figure 7.2
Proposed Location of Site Camp
Figure 7.3(a)
Locations of Noise Barriers
(c)
Figure 8.1(a) -
Proposed Monitoring Stations during Construction Phase
8-13 to
Proposed Monitoring Stations during Operation Phase
8-17 to
8-16
(b)
Figure 8.3
7-18
7-24 to
7-26
(d)
Figure 8.2(a)
7-17
8-18
:
Organization Chart for EMP Implementation
8-21
LIST OF APPENDICES
Appendix 1
Plan Drawings for Project Alignment
Appendix 2
Location of Bore Holes and Simplified Bore Hole Logs
Appendix 3
Laboratory Monitoring Results
Appendix 4
Land Acquisition Maps
Appendix 5
Socio-Economic Impact Assessment (SIA)
Appendix 6
RUSLE & MUSLE Calculations
Appendix 7
Output Results of Air Quality Modeling
Appendix 8
Conceptual Erosion and Sediment Control Plans
Appendix 9
Traffic Management Plan
ix

CHAPTER 1: INTRODUCTION
1.1
PROJECT TITLE
The proposed project is titled:
1.2
PROJECT BRIEF
The proposed Kinrara-Damansara Expressway (KIDEX) will be a 14.9km stretch of fully elevated
expressway (except for a short 400m at-grade portion) that begins after the North Klang Valley
Expressways (NKVE) Damansara Toll Plaza and the interchange to Bandar Utama along the
existing SPRINT Highway. The alignment will then traverse through the urban area of Petaling Jaya
before terminating at Bandar Kinrara after the Bukit Jalil Highway in Puchong. Toll gates are
proposed at the existing NKVEs Damansara Toll area, at the end of Jalan Harapan between
Section 17 and Section 19 (CH 3020 to CH 3400), and near Taman Dato Harun of Petaling Jaya
PJS 2 (CH 9640 to CH 10000).
1.3
LONGITUDE AND LATITUDE

The proposed alignment will mostly traverse within the State of Selangor with only a small portion
travelling through the Federal Territory of Kuala Lumpur (on and off ramps portion at Jalan
Damansara CH2150-2200 & Jalan Kinrara CH 13050). The starting chainage after the NKVE Toll
Plaza and at the SPRINT Highway is located at coordinates 95492.582 N, 89776.969 E while the
ending chainage is located at 86325.849 N, 93893.616 E in Bandar Kinrara 5.
1.4
STATEMENT OF NEED
1.4.1
Need of the Project

The thriving development of new townships within and around the Klang Valley has made efficient
and good road network a necessity. This good economic growth has seen traffic within the Klang
Valley and its surrounding areas increase significantly within recent years, resulting in traffic
congestion in many areas. The implementation of the Kinrara Damansara Expressway (KIDEX)
would be seen as timely since it would bring a host of benefits with it.
The proposed KIDEX would introduce an alternative route between the areas of Puchong near
Kinrara, west of Sunway through to Petaling Jaya old and new town centres and Damansara. The
proposed KIDEX will also provide a vital link between the abutting residential areas, south of the
KESAS Expressway allowing direct access into Petaling Jaya, Damansara and NKVE.
The proposed alignment of approximately 14.9km length will commence west of the existing NKVE
Damansara Toll and Bandar Utama Interchange and will end at the Bukit Jalil Highway near
Kinrara.
The proposed alignment will traverse mainly through built up residential and commercial areas that
include the following, amongst others: Bandar Utama
SS 21 & SS 22
Environment Asia Sdn Bhd
1-1

SS 2
Section 13
Section 14
Federal Highway Route II
PJ Newtown
PJ Old Town Industrial Area
New Pantai Expressway (NPE)
KESAS Expressway
Taman Medan
Jalan Puchong
Bukit Jalil Highway
The proposed KIDEX highway shall also provide connectivity to the following existing highways for
effective dispersal of traffic:
NKVE
SPRINT Highway
KESAS Expressway
Bukit Jalil Highway
The main aim for the construction of the proposed Kinrara - Damansara Expressway (KIDEX) is to
provide a short and direct access to both Puchong / Kinrara and Petaling Jaya / Damansara
ultimate catchments, giving guaranteed journey-time with dispersal points planned strategically
along its corridor for effective dispersal of traffic. The level of service of existing roads with and
without the implementation of KIDEX is shown in Table 1.1.
Table 1.1 : Level of Service of Existing Roads with and Without KIDEX
Along NKVE / SPRINT
Year
W/O KIDEX
With KIDEX
Difference
W/O KIDEX
With KIDEX
2015
182,604
164,545
-18,059 (-10%)
F
E
Along LDP
Year
W/O KIDEX
With KIDEX
Difference
W/O KIDEX
With KIDEX
Year
W/O KIDEX
With KIDEX
Difference
W/O KIDEX
With KIDEX
2015
174,220
130,507
-43,713 (-25%)
E
C
Along Federal Highway
2015
136,487
126,907
-9,580 (-7%)
C
C
1-2

Table 1.1 : Level of Service of Existing Roads with and Without KIDEX (contd)
Along NPE
Year
W/O KIDEX
With KIDEX
Diff
W/O KIDEX
With KIDEX
2015
154,468
141,450
-13,018 (-8%)
A
A
Along KESAS
Year
W/O KIDEX
With KIDEX
Diff
W/O KIDEX
With KIDEX
2015
186,579
175,949
-10,630 (-6%)
F
E
Along Bukit Jalil Highway
Year
2015
W/O KIDEX
79,979
With KIDEX
73,782
Diff
-6,197 (-8%)
W/O KIDEX
B
With KIDEX
B
*Reduction of traffic along SPRINT after Jalan Sultan Abu Bakar & Penchala Link, Jalan Puchong,
LDP from Sunway to SPRINT and part of Jalan Klang Lama & NPE .
Source: KIDEX Sdn Bhd,2012
The proposed KIDEX is a dedicated expressway providing direct access to road users from Kinrara
to Damansara. There will be no anticipated connectivity between KIDEX and existing local roads.
The main intention of implementing KIDEX is to provide relief from the existing traffic congestion at
LDP and SPRINT, provide shorter journey times, shorter travel distance and effective dispersal of
traffic between Damansara / Petaling Jaya and Puchong / Kinrara areas through connectivity with
existing expressways.
1.4.2
Tenth Malaysia Plan (2011-2015)

Under the Tenth Malaysia Plan, the Government will continue to emphasize development
particularly in the context of improving access to education and utilities, connectivity and upgrading
economic activities in continuity from the Ninth Malaysia Plan.
The key physical infrastructure initiatives during the Plan period include providing a Multimodal
Transport Network that aims to improve trade efficiency and enhance logistics systems. About
RM2.7 billion will be invested to build roads and rail leading to key ports and airports while logistics
management will be improved to enhance efficiency of transportation of cargo through rail, ports
and airports. The Proposed Kinrara-Damansara Expressway (KIDEX) will therefore be in line with
the Tenth Malaysia Plan to assist in achieving these objectives.
1-3

1.4.3
Local Plans
Selangor State Structure Plan (2002-2020)
Based on Selangor State Structure Plan, the number of vehicles in the state is expected to increase
from approximately 1.76 million vehicles in the year 2000 to approximately 2.98 million vehicles in
the year 2020. This will consequently increase the traffic load of the existing roads especially the
access roads into and out of Kuala Lumpur. Because of this, the Selangor State government has
suggested some measures and one highlighted measure is the upgrading and development of new
roads. As the project is aimed at relieving traffic congestion from Damansara to Puchong, it can be
said that the construction of the expressway is in tandem with the Structure Plan.
Kuala Lumpur Structure Plan 2020
The Kuala Lumpur Structure Plan gives an overview of the existing traffic situation, identified issues
and future requirements. According to the Structure Plan, the motorized trips by car in 1997 are
expected to almost double by the year 2020. This high increase in traffic is due to the major shift
away from public transport (i.e. bus transport). Hence, the increasing reliance on private
transportation (i.e. cars) has generated considerable traffic resulting in traffic congestion. Because
of this, the road capacities need to be increased through the construction of new roads and the
widening of existing roads as an immediate measure (although in the long run the root problem
needs to be resolved through other means such as a general shift to public transport). In regard to
the development of new roads, the Structure Plan states that the roads should support the use of
public transportation by making provision for high-occupancy vehicles and/or trunk bus routes. A
road network improvement is deemed necessary which will involve the upgrading of existing roads
to arterial roads, building missing linkages and improve interchanges. Stated briefly, Kuala Lumpur
requires a comprehensive road network in order to provide convenient road travel and the Project
will contribute towards this.
1.5
LEGAL REQUIREMENTS
In promotion of an environmentally sound and sustainable development, the government has
established the necessary legal institutional arrangements so that environmental factors are taken
into consideration at the early stages of any project planning. The Environmental Impact
Assessment (EIA) is an important technique for ensuring that the likely impacts of a proposed
development on the environment are fully understood and taken into account before such
developments are allowed to proceed.
As such, the Environmental Quality Act (EQA) 1974 was enacted (with amendments gazetted in
1986) to control and prevent pollution as well as to protect and enhance the quality of the
environment. Under the Environmental Quality (Prescribed Activities) (Environmental Impact
Assessment) Order 1987, any development categorized as a prescribed activity requires an EIA
study to be undertaken in accordance to the guidelines as outlined in the Handbook of
Environmental Impact Assessment Guidelines.
The proposed Project falls under:
Activity 9: Infrastructure (Construction of Expressway)
1-4

The Preliminary EIA is prepared based on
A Handbook of Environmental Impact Assessment Guideline published by the Department of

Environment Malaysia
Guidelines for the Environmental Impact Assessment of Highway/Road Projects by Jabatan

Kerja Raya Malaysia
The Preliminary EIA Report will be submitted to the Headquarters of the Department of
Environment at Putrajaya for approval as the proposed alignment traverses through both the
Selangor and Kuala Lumpur States.
1-5

Figure 1.1: Location of the Proposed Kinrara Damansara Expressway (KIDEX)
1-6

CHAPTER 3: PROJECT DEVELOPMENT OPTIONS
3.1
INTRODUCTION
There are principal features inherent in various options that lead to the selection of an optimal
choice for development. The various factors taken into consideration when assessing the options
include:
3.2
Compatibility with the surrounding landuse

Socio-economic values in terms of employment, social impacts and contribution to the
economy
Impacts to the natural environment
PROJECT OPTIONS
The objective of the proposed Project is to relieve the intolerable traffic congestion along the
Damansara-Puchong Expressway whereby it will serve the similar catchments of
Puchong/Damansara. The proposed KIDEX is expected to effectively reduce traffic congestion as it
will link to various expressways such as the NKVE, SPRINT Expressway, Federal Highway Route
II, New Pantai Expressway (NPE), KESAS Expressway and Bukit Jalil Highway.
3.3
THE NO PROJECT OPTIONS

The No Project Option will allow the current traffic condition from Damansara to Puchong to
progressively worsen as the number of vehicles continues to increase. The traffic condition will
continue to deteriorate with the increasing traffic load. It is generally accepted that traffic congestion
and traffic jams have a generally negative consequence on the productivity and health of the
population and environment.
3.4
ALIGNMENT OPTIONS
In choosing the best possible alignment, there were four main options considered (Option 1 to 4).
These four options considered were based on the best linkage to the existing road system. These
four alignment choices that were considered are shown in Figure 3.1.
The final alignment of choice was chosen based on feasibility studies that were carried out to
determine the best possible route and length for the proposed Kinrara-Damansara Expressway.
The various routes were evaluated by taking into account the physical, biological and socioeconomic aspects of the existing land use without discounting the engineering aspects and budget
constraints. The selection criteria that were taken into consideration are described briefly as
follows:
Existing traffic conditions The traffic flow and traffic volume of the existing route as well
as the existing road system already in place. This would include traffic management
3-1

aspects anticipated during construction phase where diversion of traffic to other alternative
roads may be necessary.
Engineering and design constrains - If piers are provided at the medians, then space must
be available to maintain the same number of lanes by local widening or use of existing
paved shoulders, if available.
Environmental factors The distance of the alignment from the receptors is taken into
consideration especially for noise sensitive receptors such as educational and religious
buildings.
Existing land use and encumbrances Existing encumbrances are crucial in determining
the route as the alignment crosses an already built up city. This would include buildings,
stations, utilities, petrol stations and others. The soil conditions and existing terrain such
as rivers, ponds and hills are also taken into consideration.
Socio-economic Impacts The social impacts expected from various route options will
take into account two important aspects which are:
i)
Where a property is directly affected and will require acquisition. This will inevitably
lead to other issues such as the relocation of occupants or buildings which is
generally not accepted by affected communities. Another set of social problems
will also arise where acquisition of vacant Government land occupied by squatters
is necessary.
ii)
Where a property is indirectly affected, being in close proximity that requires
mitigation measures but does not require acquisition. This may influence the
overall aesthetics.
The selection of the various alignment options is also based on feasibility matrixes as shown in
Table 3.1.
Table 3.1 : Feasibility Matrices
NKVEs Damansara Toll/Bandar Utama
Option 1 (%)
Option 2 (%)
Overall Weightage
14
Overall Weightage
8
Option 3 (%)
(Preferred)
Overall Weightage
13
10
15
13
12
15
13
12
12
10
1
5
7
1
3
61
60
64
Parameter
Traffic Study
Traffic Impact
Assessment
Environmental
Impact Assessment
Social Impact
Assessment
Cost
Land Acquisition
Engineering/
Constructability
TOTAL
3-2

Table 3.1 : Feasibility Matrices (contd)
Parameter
Traffic Study
Traffic Impact
Assessment
Environmental
Impact
Assessment
Social Impact
Assessment
Cost
Land Acquisition
Engineering/
Constructability
TOTAL
Parameter
Traffic Study
Traffic Impact
Assessment
Environmental
Impact
Assessment
Social Impact
Assessment
Cost
Land Acquisition
Engineering/
Constructability
TOTAL
Option 1 (%)
PJ New Town
Option 2 (%)
Overall
Weightage
7.50
Option 4 (%)
Overall
Weightage
3.80
Option 3 (%)
(Preferred)
Overall
Weightage
15.00
7.50
11.30
15.00
7.50
8.00
5.81
6.33
9.00
14.00
11.63
12.67
13.00
11.00
2.00
12.00
2.00
5.00
1.00
6.00
2.50
5.00
7.00
4.00
5.00
55.00
53.54
59.00
Jalan Puchong/River Reserve along KESAS
Option 1 (%)
Option 2 (%)
Option 3(%)
(Preferred)
Overall
Overall
Overall
Weightage
Weightage
Weightage
5.00
10.00
15.00
5.00
5.00
5.00
9.13
9.21
9.14
9.1
9.21
9.14
3.00
2.50
15.00
2.50
11.00
5.00
6.00
3.00
4.00
39.73
53.92
58.28
Overall
Weightage
7.50
51.5
Option 4 (%)
Overall
Weightage
-
After taking into account the various issues discussed and the feasibility matrices, it was decided
that the proposed Option 3 alignment route is the preferred option as it scored the highest
compared to other options.
3.5
CONSTRUCTION OPTIONS
Various construction options were considered, that may have potential impacts on the environment,
and would be mainly in regards to the foundation works as the alignment will be fully elevated and
some form of pilling works will be required. The type of piling method considered are bore piles,
micro piles, driven piles and hand-dug caisson. The choice of the method will depend on the site
condition. The pros and cons of each of the pilling methods are briefly discussed as follows:
3-3

Bore piles Usually used for medium sized in-situ concrete piles with diameters ranging from
300 mm to 900 mm. The use of drilling rigs with appropriate capacity is required. Due to rapid
development of highly effective drilling equipment, this pilling method is widely used. This
method generally has lower noise emission and vibration as compared with driven piles.
Driven piles/percussion piles - Installation and equipment requirements for this economical
method are relatively simple but the noise and vibration generated are much higher than bore
piles and restricts its use in heavily built up urban areas.
Micro piles/mini piles Convenient to be used in confined sites with difficult access and limited
working space. Uses drilling machines whereby steel pipes are inserted into the ground and
grouted as a pile. The drilling produces limited disturbance (basically vibration free). Relatively
lower bearing load.
Hand-dug caisson No heavy equipment is required except power tools. Can work on a
number of piles at the same time as it does not require drilling rigs. Requires very little working
space and allows for works to be carried out at steep areas. Low in vibration and noise. The
only drawback is that it can be potentially dangerous for workers working inside the caisson if
proper safety measures are not taken.
Other construction options for the ground treatment works include piled embankment, stone
columns and soil replacement depending on the engineering assessments and tests carried out.
The use of different types of retaining walls such as reinforced soil wall, reinforced concrete wall
and geo-synthetic wall will also be chosen and implemented based on the height requirements and
site conditions.
3-4

Figure 3.1: Alternative Alignments for the Proposed Project
3-5

CHAPTER 4: PROJECT DESCRIPTION

4.1
INTRODUCTION
Except for a short 400 m stretch, the Kinrara Damansara Expressway (KIDEX) will be a fully
elevated dual two-lane carriageway of approximately 14.9 km that begins after the North Klang
Valley Expressway (NKVE) toll plaza at Damansara and the interchange to Bandar Utama along
the existing SPRINT Highway. The alignment will then traverse through the urban area of Petaling
Jaya before terminating at Bandar Kinrara after the Bukit Jalil Highway in Puchong. The alignment
will incorporate an open toll system with two mainline toll plazas one at SS2, at the end of Jalan
Harapan between Section 17 and Section 19 (CH 3020 to CH 3400) and the other at the green
area near Taman Dato Harun of Petaling Jaya PJS 2 (CH 9640 to CH 10000). There will be two
ramp toll plazas proposed at the existing NKVE Damansara Toll area. There will be an at-grade
section of the proposed KIDEX at the TUDM area of 400m (CH12400-12800) as per request by the
Malaysia Highway Authority.
4.2
LOCATION
The proposed alignment will mostly traverse within the State of Selangor with only a small portion
physically within the Federal Territory of Kuala Lumpur and these are the on and off ramps portion
only (Jalan Damansara CH2150-2200 & Jalan Kinrara CH 13050). The starting chainage at the
SPRINT Highway is located at coordinates 95492.582 N, 89776.969 E while the ending chainage is
located at 86325.849 N, 93893.616 E in Bandar Kinrara 5.
The proposed alignment will traverse mainly through built up residential and commercial areas that
include the following, amongst others (Figure 1.1):
Bandar Utama
KESAS Expressway
SS 21 & SS 22
PJ Newtown
Taman Medan
SS 2
PJ Old Town Industrial Area
Jalan Puchong
Section 13
New Pantai Expressway
Bukit Jalil Highway
(NPE)
Section 14
The proposed KIDEX highway shall also connect to the following existing highways for effective
dispersal of traffic: NKVE
SPRINT Highway
KESAS Expressway
Bukit Jalil Highway
In general, the limit of works starts from Km 0 at the east of the North Klang Valley Expressway
(NKVE) near Damansara Toll and it continues through Sprint Expressway towards the east until it
reaches Desa Kiara. The route then turns south above the alignment of Jalan 19/13 and connects
to the well-known Rothmans Roundabout (presently converted to a signalized junction). From
there, the route traverses above Jalan Semangat and then it splits into two separate south-bound to
Kinrara and north-bound to Damansara just after the Jalan Semangat signalized junction. Each of
these north and south bounds will traverse above Jalan Utara via Jalan Barat, Jalan Timur, Jalan
Sultan and ultimately joining at a common point above Jalan Sultan, and continue towards Jalan
Penchala vicinity. Continuing towards Jalan Penchala, the alignment then crosses over Jalan
Templer Roundabout. From there, it follows above Jalan Selangor and crossing over the P.J Old
4-1

Town area and New Pantai Expressway (NPE) to Taman Medan Baru which link to Konsortium
Expressway Shah Alam Selangor (KESAS) and Jln Puchong Batu 6 in the south direction to merge
at Lebuhraya Bukit Jalil near Giant Hypermarket where the limits of works end. The graphic
visualizations of the KIDEX alignment is shown in Figure 4.1 (a) (g).
4.3
DEVELOPMENT COMPONENTS
The details for the alignment are summarised in the following table.
Table 4.1: Development Components
Item
Total Length
Interchanges
Elevated Toll Plaza
Length / Nos
14.9 km
7 interchanges with 21 numbers of elevated ramps
2 Numbers
Source: HSS Engineering Sdn Bhd, 2012.
4.3.1
Superstructure
The elevated viaduct will be generally located within the road medians or run alongside the main
trunk roads. Generally, two types of structural form shall be used for standard spans of the entire
elevated mainline and the ramps.
A) Segmental Box Girder Superstructure
The general form of the proposed viaduct shall be a precast post-tensioned concrete box girder
system using segmental construction. There are two types of the viaduct cross section; a single box
section supporting single carriageway and a double box section supporting double carriageway.
Typical span lengths of the viaduct will be 40m. However, in some cases, lesser span length will be
required to suit the existing site conditions.
Typical Single Carriageway Box Girder
Typical Double Carriageway Box Girder
B) Beam-Slab Superstructure
The beam and slab superstructure shall be used only at location where the deck is of varying width.
This type of structural form shall be considered mainly at the following locations:
(a) Elevated Toll plaza
(b) Diverging/Merging between the mainline and the ramps
4-2

The deck shall consist of precast pre-tensioned U-beam for the maximum span length of 30.0 m.
For longer span and up to 40 m span, precast post-tensioned T-beams shall be used. The deck
slab shall be cast in-situ over the beams.
The typical and specific cross sections for the KIDEX alignment is shown in Figures 4.1 (a) (h).
4.3.2
Substructure & Foundation

Single piers of rectangular column form with hammer-head crossheads supporting single or twin
boxes shall be used where feasible. The crossheads supporting single boxes shall be of reinforced
concrete construction whereas crossheads supporting twin boxes shall be of segmental posttensioned construction. In circumstances where a single column is not feasible due to the existence
of a narrow median, etc., a portal system will be adopted. The portals shall generally be either
reinforced concrete or pre-stressed concrete depending on the portal span length. For the special
cases, a hybrid concrete and steel portal may be required to span over the existing flyover. This will
be determined during the detailed design stage.
Bored piles in group shall generally be used for the foundation of KIDEX. However, due to close
proximity of the existing roads, the footprint of the foundation shall be reduced to minimize
disruption to road users and local residence. Single large diameter caisson/piles can be considered
depending on the site constraints on case to case basis.
4.3.3
Long Span Structures

Long span structures shall be required to overcome the difficulties in placing piers and foundations
at areas such as existing railway lines, constrained road networks, developments, river/box culvert
etc. The preliminary locations where long span structures/special crossings may be required and
the estimated span length are summarized in Table 4.2. The long span structures shall generally
consist of segmental box girder to be constructed using balanced cantilever method of construction.
Table 4.2 : Location of Long Span Structures
Location
Crossing LDP Tunnel
In front of Tropicana Mall
Crossing NPE and Komuter Line
Crossing Kesas Higway
Crossing Bukit Jalil Highway
NKVE Interchange (Ramp 2)
Kesas Interchange (Ramp 1)
Kesas Interchange (Ramp 2)
Sprint Interchange (Ramp 1)
Sprint Interchange (Ramp 2)
NKVE Interchange (Toll Plaza A2)
4.4
Chainage
Mainline
1517.050
1894.050
9289.601
10689.601
13301.601
Ramps
1501.966
401.160
209.803
229.000
310.326
347.964
Maximum Span Length (m)

100
63
70
93
100
60
90
90
90
80
60
PROJECT ACTIVITIES
The project activities for the proposed expressway can be divided into pre-construction,
construction and operation stages of the expressway.
4-3

4.4.1
Pre-construction
Pre-construction planning involves route selection, surveying and marking of the R.O.W, and
contour survey. Property and valuation survey will also be carried out to establish the land value of
the affected area. Soil investigations will be carried out to establish the soil profile for the area along
the alignment.
Survey of R.O.W
Survey of the R.O.W involves collation of cadastral information, the identification and delineation of
the R.O.W on the cadastral sheets and field inspections to determine the conditions of the land lots
that fall within the R.O.W.
Contour Survey
Contour survey of the R.O.W is necessary to establish ground contours for design purposes. The
survey is likely to involve line cutting to establish a line-of-sight where there is obstruction and the
establishment of survey markers at appropriate locations.
Soil Investigation
Soil investigation involves test boring in selected areas of the road alignment, and where structures
are to be built, to establish the soil profile and physical and chemical characteristic of the area.
4.4.2
Construction Phase
The development activities and scope of work for the Project include site clearing, ground
treatment, construction of retaining walls and bridge structures, drainage works, pavement works,
installation of road furniture and highway M & E works.
Site Clearing, Grubbing and Stripping of Topsoil
The site clearing consists of the removal of all vegetation and any structures from the site
designated for road development. There will be no major earthworks involving excessive cut/fill to
be carried out as the proposed highway comprises fully elevated structures over existing road
medians or shoulders and the alignment is within a developed urban area. However, there are
some cut and fill activities at the 400m at-grade section of the alignment at the TUDM area
(CH12400-12800) (Figure 4.3). The cut and fill details for the TUDM area is shown in Table 4.3.
Table 4.3 : Cut and Fill Details at the TUDM Area
Activity
Cut
Fill
Quantity (m3)
76600
80500
The amount of unsuitable material is expected to be minimal due to the already developed
surroundings of the proposed alignment. These materials are planned to be disposed at the
proposed site camp area at Taman Dato Harun at KM10 of the proposed alignment.
4.4.3
Operation and Maintenance

The operational activities comprises toll collection and traffic management to ensure smooth traffic
flow, the operation of the ancillary facilities such as the administrative office and supervision
buildings and the provision of emergency telephone and services.
4-4

The maintenance activities can be divided into routine maintenance and heavy repairs. The routine
maintenance comprises works such as roadways clearing, upkeep of drainage system, slope
protection and control measures whereas heavy repairs are related to making good defects found
in carriageway, pavement and structures.
4.5
CONSTRUCTION SCHEDULE
The proposed KIDEX will be completed over a period of 30 months from March 2014 to September
2016. The proposed implementation schedule is shown in Figure 4.4.
4.6
INFRASTRUCTURE & UTILITIES
4.6.1
Design Speeds and Geometric Standards

The design speed of KIDEX shall be generally 80 kph except for areas experiencing difficult terrain
due to site restrictions or built-up areas which will be designed for 60 kph. The design speed for
interchanges shall be 60 kph or 40 kph subject to site conditions. The geometric design standards
used for the mainline and interchanges are shown in Table 4.4 and Table 4.5 respectively.
Table 4.4 : Mainline Geometric Design Standards
PARAMETERS
DESIGN SPEED (KPH)

80
60
CROSS-SECTION WIDTH:
Traffic Lane (m)
3.50
3.50
Hard Strip (m)
0.50
0.50
Paved Shoulder (m)
3.00
3.00
Median (m)
2.00
2.00
Verge (m)
1.20
1.20
HORIZONTAL ALIGNMENT:
Minimum radius without elimination of adverse camber and
2,500
1,400
transition (m)
Minimum radius with maximum superelevation (m)
250
135
VERTICAL ALIGNMENT:
Maximum gradient (%)
6.0
7.0
Absolute minimum K-crest value
49
15
Minimum K-sag value
32
18
SUPERELEVATION:
Normal (%)
2.5
2.5
Maximum (%)
6.0
6.0
Maximum difference in grade between inner and outer edge of
0.5
0.6
c/way when applying super elevation (%)
Minimum length of spiral (m)
45
36
CLEARANCE (FOR LAND PORTION)
Minimum vertical clearances for mainline bridges and over
5.4
5.4
bridges (m)
Note: Lower geometric standards will be adopted in areas of difficult terrain/area, as a result of site
constraints or in built-up area. Median and shoulder width may also be reduced in constraint areas
subject to the approval of the Government.
4-5

Table 4.5 : Interchange Geometric Design Standards
PARAMETERS
Directional
(Single lane)
Directional
(two lanes)
60 (40) kph
60 (40) kph
Loops
Single
Double
lane
lanes
40 kph
40 kph
CROSS-SECTION WIDTH:
Traffic Lane (m)
5.0
5.0
3.5
3.5
Hard Strip : RHS (m)
0.5
0.5
0.5
0.5
Paved Shoulder : LHS (m)
2.0
1.0
2.0
1.0
Verge (m)
1.2
1.2
1.2
1.2
HORIZONTAL ALIGNMENT:
Minimum radius without elimination of
720 (510)
720 (510)
510
510
adverse camber and transition (m)
Minimum radius with maximum
135 (55)
135 (55)
superelevation (m)
Minimum radius with maximum
50
50
superelevation for loops (m)
VERTICAL ALIGNMENT:
Maximum gradient (%)
7
7
7
7
Absolute minimum K-crest value
15
15
15
15
Absolute minimum K-sag value
10
10
10
10
Maximum difference in grade between inner
and outer edge of carriageway when
1.0
1.0
1.0
1.0
applying super elevation (%)
Cross fall of inner and outer shoulder (%)
2.5
2.5
2.5
12.5
Pavement camber (%)
2.5
2.5
2.5
2.5
SUPERELEVATION:
Normal (%)
2.5
2.5
2.5
2.5
Maximum (%)
7.0
7.0
7.0
7.0
Note: Figure in () indicate values for lower design speeds and correspondingly lower geometric
standards that may be adopted in areas of difficult terrain/area, as a result of site constraints or in
built-up areas. Shoulder width may also be reduced in constraint areas subject to the approval of
the Government.
The geometric design will adhere to Jabatan Kerja Raya (JKR) Arahan Teknik (Jalan) 8/86A-A
Guide to Geometric Design of Road requirement and the Guidelines for Malaysia Toll Expressway
System - Design Standard LLM/GP/T5-08.
4.6.2
Traffic Diversion and Road Closure

For existing roads and other existing Expressways affected by the Works, traffic management
schemes shall be designed for implementation during the construction stage. All the diverted roads
inclusive of any other existing roads affected by the work shall be maintained at all times until the
completion of the relevant works.
4.6.3
Drainage for Road Alignment

Ground Level Drainage
Design for culverts and roadside drains shall be in accordance with the relevant DID standard
procedures.
4-6

Drains shall be generally lined with the exception of those which are diversion of or extension
to existing drainage system where the new drains will take the form of the existing lining.
The minimum size of the pipe culverts shall be in accordance with MSMA 2 nd Edition
requirement.
All drains and culverts shall be discharged to outlets of sufficient capacity e.g. main drains or
rivers.
For embankments in areas liable to flooding, the subgrade level is to be a minimum of 300 mm
above the 50 years return period flood level.
Bridges
For land bridges, the soffit of the bridge decks are to be designed above the 100 years return
period flood level, with a 1 m freeboard.
For major river bridges, the soffit of the deck shall be designed above the 5 years return period
flood level with a freeboard of 7.5 m.
Surface drains are to be designed for a flood return period of 10 years and adequately provide
for removal of carriageway surface water, erosion protection and slope stabilization.
Bridge piers for waterway crossings (e.g. Sg. Klang) will be in leaves / oval shape instead of
rectangular shape to prevent any disturbance to the current flow.
The bridge piers at Sg. Klang will be located 8m away from the river bank. The location of the
bridge piers is shown in Figure 4.5.
Elevated Alignment Drainage
As the road alignment will be fully elevated, the drainage will in main comprises deck drains
that will eventually channel the water to the at-grade drains via horizontal runner pipes and
vertical down pipes.
The down-pipes will discharge into the sumps at road level and being directed to an approved
discharge point on the road.
The rain water down pipes from the deck shall be concealed within the concrete.
The design standard for the drains will be in accordance with the requirements stipulated in the
Urban Stormwater Management Manual for Malaysia (MSMA 2nd Edition) published by the
Department of Irrigation and Drainage Malaysia (DID) in 2000.
The drainage infrastructure will be designed to cater for peak flows arising from storms of
different Average Recurrence Intervals (ARI).
4.6.4
Slope Stability & Ground Treatment

All fill slopes shall be designed with a 2m wide berm spaced at vertical intervals not exceeding 5m
with the provision of concrete lined berm drains. The embankment slope shall be 1V:2H. For the
stability of embankments the typical Factor of Safety (FOS) is:
Temporary = 1.30 (includes construction, temporary works, etc.)
Long Term = 1.20 (during operation and service life)
At the areas where the stiffness of the existing soil is not adequate to receive the fill embankment,
ground improvement techniques are to be designed to improve the foundation soil bearing capacity.
The adopted ground improvement technique(s) shall be such a combination to satisfy the
governments requirements based on the existing subsoil conditions (e.g. thickness of soft soil
stratum), height of embankment, availability of local materials, and ease of construction, cost and
period of construction. For areas with poor soil conditions, ground treatment will be carried out. The
method used will depend on the height of the embankment and site conditions. The Project will
adopt the use of mechanically stabilized earth wall reinforced using metal strip/rods as its main
earth retaining structure.
4-7

4.6.5
Toll Plazas
Toll plaza shall be designed with the objective of providing efficient toll collection facilities whilst
minimizing the land acquisition requirement in compliance with the Inter Urban Toll Expressway
System of Malaysia, Guidelines for Malaysia Toll Expressway System - Design Standards
(LLM/GP/T5-08). In designing the toll plaza, considerations shall be given to the merging and
diverging lanes from the divided dual 2 lane carriageway to the toll plaza to ensure smooth flow of
traffic.
The Toll Plazas shall each consists of
4.6.6
3 m wide lane for cars and commercial vehicles

3.5 m wide future MLFF lane for cars and commercial vehicles
3.65 m wide lane for ETC lanes
5 m wide lane for abnormal commercial vehicles
2 m wide by minimum 24 m length concrete toll islands at height not less than 150 mm from
the finished road surface
motorcycle lanes with width of 3 m shall be located adjacent to the toll plaza only
a supervision building
a TNB sub-station
a toll canopy 6 m height minimum
Ancillary Facilities
There will be 2 supervision buildings and an administrative office along the mainline with public
facilities. Water supply for the building will be tapped from the existing water pipeline with proper
submission and test to ensure the quality of the water supplied. The sewerage systems consist of
sewerage tanks for storage and primary treatment before discharge to the existing manhole to be
drained to the nearby Sewerage Treatment Plant. Drainage for the toll plaza will involve typical
drain-curb to transfer the surface water to the abutment and discharge to the existing drain. There
will be TNB sub-station at the toll plazas to provide electricity for the toll plazas. For street lighting
further from the toll plaza, tapping from the existing sub-station will take place with feeder pillar with
separate meter panel. Tapping of telecommunication will be from the nearby existing underground
or overhead cable. In general, the required utilities will be sourced from the existing systems.
4-8

Figure 4.1(a) (g) Graphic Visualizations of KIDEX

Figure 4.2(a) : Proposed Typical Cross Section at Elevated Section Beam Slab (Dual Two Lanes
Carriageway)
Figure 4.2(b) : Proposed Typical Cross Section at Elevated Section Portal Frame (Dual Two Lanes
Carriageway)
Figure 4.2(c) : Proposed Typical Cross Section at Elevated Section with Beam and Slab (Two Lanes
& Single Lane)
Figure 4.2(d) : Proposed Typical Cross Section at Jalan Penchala before Roundabout
Figure 4.2(e) : Proposed Cross Section at Jalan Harapan
Figure 4.2(f) : Proposed Cross Section at Jalan Semangat
Figure 4.2(g) : Proposed Cross Section of Portal Crossing before LDP Crossing
Figure 4.2(h) : Proposed Typical Cross Section at Jalan Kinrara 1
Figure 4.3 : Location of Cut and Fill Areas (TUDM Area)
Figure 4.4 : Master Implementation Program
Figure 4.5a-b Location of Sg Klang Bridge Piers
4-9

CHAPTER 5: THE ENVIRONMENTAL SETTING
5.1
INTRODUCTION
The existing environment of the proposed project alignment and the surrounding areas are
evaluated in terms of the natural attributes - physically, biologically or chemically. These attributes,
along with socio-economic studies, will enable a comprehensive assessment and reliable
evaluation of the potential impacts that will be caused by the proposed Project.
The collection of the necessary data (both baseline and secondary) was carried out through
numerous site visits, field surveys, literature reviews and discussions with relevant district
authorities.
The potential area that might be impacted by the proposed Project is an area within a 5-km
distance from the boundary of the project and encompasses the various developed urban areas
affected by the proposed Kinrara-Damansara Expressway in the State of Selangor and Kuala
Lumpur. The assessment of the potential impacts arising from the project will be focused within this
area and more specifically on a corridor on both sides of the proposed alignment.
5.2
PHYSICAL ENVIRONMENT
5.2.1
General Description
As the proposed KIDEX is a 14.9 km fully elevated stretch that begins from Damansara to Bandar
Kinrara through Petaling Jaya, the overall physical environment within the proposed alignment is
typical of a dense and highly developed urban area with a network of roads within a conurbation of
residential, commercial and industrial units. Some of these areas have been developed for quite
some time and comprises dense residential units in various housing areas as well as newer
commercial areas. These areas already has a system of roadside drains and a network of utilities
and services including water pipes, electricity supply cables, telephone cables etc.
5.2.2
Topography
The entire project area is predominantly flat ground, with an elevation ranging from 16m to 55m
above mean sea level. The area with the highest elevation is from CH 1340 to CH 1900 along the
Sprint Highway from Kg. Sg. Kayu Ara to Tropicana Mall. The lowest area is from CH 9520 to CH
10440 along the proposed alignment at Taman Dato Harun, PJS3. In general, much of the natural
localised features have been altered due to urbanisation. The existing topography along the
alignment is shown in the plan and profile attached in Appendix 1.
5.2.3

The proposed project alignment is located within the Sg. Klang River Basin as shown in Figure 5.1.
There are no water intake points downstream of the Project alignment.
As the proposed project is located within an urban setting, the drainage is through the surface and
sub-surface roadside drains along the main expressways, roads and residential service roads. The
alignment will cross monsoon drains while travelling along Jalan Semangat and Jalan Penchala.
5-1

The proposed alignment will also cross over Sg. Kayu Ara at CH 560 above the existing SPRINT
Highway and Sg. Penchala at CH 2190 before traversing to Jalan 19/13. Sg. Penchala flows from
the northern region to the southwest region where it joins with Sg. Klang before draining into the
Straits of Melaka. The alignment will also cross over Sg. Klang at CH 10660 to CH 10780 before
reaching Taman Kinrara Section 2. In addition, the proposed alignment will also traverse beside the
Taman Tasik Jaya along Jalan Timur. Figure 5.2 shows the location of the rivers within the vicinity
of the Project site.
5.2.4
Geological Terrain
Based on the Geological Map of Peninsular Malaysia (2008), published by the Department of
Minerals and Geoscience, the proposed Kinrara-Damansara Expressway is underlain by
undifferentiated acid intrusive rocks (NKVE Interchange to CH 5400), limestone/marble rock
formations from the Silurian-Ordovician Age (CH 5400 to CH 8280) and carboniferous formations
(CH 8280 to END).
Rocks from the Silurian-Ordovician Age typically consist of schist, phyllites, slate and limestone
with minor intercalations of sandstone and volcanic.
Formations from the Carboniferous period comprise phyllites, slate, shale and sandstone.
Argillaceous rocks are commonly carbonaceous. Development of limestone is also locally
prominent and volcanics of acid to intermediate composition are also locally present. There are no
fault lines found within the project alignment. The geological terrain of the project site is shown in
Figure 5.3.
The proposed KIDEX is mainly underlain by 3 geological formations: Kuala Lumpur Granite, Kenny
Hill Formation and Kuala Lumpur Limestone. The starting chainage of the alignment is underlain by
the Kuala Lumpur Granite in the vicinity of the Tropicana Golf & Country Resort, Damansara up to
Federal Highway Route II. The contact zone between the Granite and Kenny Hill Formation is
foreseen to be found near Armada Hotel, located next to the Federal Highway Route II. As a result
of metamorphism process due to Granite intrusion, the Kenny Hill Formation has been partly
metamorphosed into phyllite and quartzite. However, the type of metamorphosed rock highly
depends on the quantity of parent material of Kenny Hill Formation which consists of interbedding
of shale, siltstone and sandstone.
From the Kuala Lumpur Granite - Kenny Hill Formation contact zone, the Kenny Hill Formation
persists up to the New Pantai Expressway (NPE) and comes into contact with the Kuala Lumpur
Limestone.
The alignment stretches over the Kuala Lumpur Limestone from the contact zone up to Sg. Klang
near to the KESAS Highway. The limestone is underlain by recent alluvium and commonly consists
of underground Karstic morphology such as sinkholes, pinnacles and cavity which can induce
foundation or piling problems. Soil investigations for boreholes in this area showed that the soil
characteristics for this area is less sensitive to disturbance (i.e. not a sensitive soil) with respect to
moisture content, plastic limit and liquid limit. The value of consolidation parameters for the
limestone area also shows that the compressibility of the ground is minimal. At the limestone area,
cavities were detected from CH 9500.00 to CH 11500.00 for boreholes KBH29, KBH30, KBH35,
KBH38, KBH39, KBH40, KBH41, KBH42, KBH43, KBH44 and KBH45.
The alignment will then stretch onto the Kenny Hill Formation again at the southern part nearby the
Sg. Klang and extend up to the end of the alignment at Bandar Kinrara.
5-2

5.2.5
Soil
Based on the Reconnaissance Soil Map of Peninsular Malaysia (2002 Edition) published by the
Ministry of Agriculture, Malaysia, most of the Project alignment is located on the Tanah Bandar soil
series while only the section from NKVE interchange to CH0 at Kg. Sg. Kayu Ara is located on the
Rengam-Jerangau series (Figure 5.3). The Tanah Bandar soil series is basically a category
representing soil on land that has been disturbed for the purpose of town development. The
Rengam-Jerangau series is a sedentary soil type mainly located on top of high grade of igneous
and metamorphic rock. Soils of the Rengam series are normally developed on medium to coarse
grained granite. As the soil series is deep and friable, it is easily permeable to water and offer very
little hindrance to root ramification.
Soil Investigations on 46 exploratory boreholes were carried out by Maxi Mekar Sdn Bhd and
granite/limestone was found at depths of 7.0m 59.6m while the Standard Penetration Test (SPT)
showed that medium dense - very dense sand and silt were found at various depths of 3.0m to
49.5m. Generally, the results from the boreholes show that the proposed alignment can be divided
to four (4) zones namely granite (between Damansara to Armada Hotel), sandstone phillite
(Armada Hotel to NPE), limestone (NPE to KESAS) and sandstone phillite (KESAS to Bandar
Kinrara) as shown in Table 5.1. The SI results had concluded the homogeneous nature and
marginally good ground conditions traversed by the alignment. The locations of the bore holes and
simplified borehole logs are attached in Appendix 2.
Table 5.1 : Zone Divisions for Soil
Zoning
Nature of the
Ground
Approximate
Stretch Length
(Km)
Zone 1
Granite
Zone 2
Sandstone /
Phyllite
6.0
3.4
Place
Damansara
Desa Kiara PJ
SS2 PJ Section
19 PJ Hilton
Armada Hotel
New Pantai
Expressway
Boreholes
KBH1 - KBH12,
KBH14, KBH15,
KBH26
KBH18 KBH22,
KBH28,
KBH31 KBH34
Zone 3
Limestone
2.5
Taman Medan,
Jln Kelang
Lama Taman
Kinrara
KBH29, KBH30,
KBH35,
KBH37
KBH42, KBH44,
KBH45
Zone 4
Sandstone /
Phyllite
1.1
Taman Kinrara
Bukit Jalil
KBH47,
KBH49,
KBH50
5-3

Figure 5.1: Sungai Klang Catchment Area
5-4

Figure 5.2: Rivers within the Vicinity of the Project site
5-5

Figure 5.3: Geological Profile and Reconnaissance Soil Map of the Project Site
5-6

5.2.6
Climate
The Project area has an equatorial climate with high relative humidity and uniform temperature
throughout the year. The nearest meteorological station is at Subang and was used as baseline for
the area. The climate data (Malaysian Meteorological Services) from Subang was used to describe
the climatic condition at the Project area.
The Project site has an equatorial climate experiencing a warm, humid, typically equatorial climate,
with uniform temperature and little seasonal variations throughout the year.
Temperature
The temperature profiles showed little variation throughout the year with the highest mean
maximum temperature of 34.9C (recorded in April and May 2010) and the lowest mean minimum
temperature of 31.0C (recorded in December 2005). Figure 5.4 shows a graphical representation
of the monthly mean maximum and minimum temperature.
Figure 5.4 : Monthly Mean Temperature
Source: Malaysian Meteorological Services, (2001 2010).

Humidity
Data on monthly average relative humidity indicates that the mean daily relative humidity falls within
a range of 75.8% to 81.6%, with higher humidity observed in April and towards the end of the year
(September to December). The variation in mean monthly relative humidity is shown in Figure 5.5.
5-7

Figure 5.5 : Mean of Relative Humidity at Subang

Rainfall
Overall, the rainfall pattern is influenced by the northeast and southeast monsoon. The rainfall data
recorded from 2001 to 2010 indicated the months of April and November to have the highest
average monthly rainfall of 369.2 mm and 349.3 mm respectively. The driest months were recorded
in May and June with average monthly rainfall of 129.4 mm and 146.2 mm respectively. The total
average annual rainfall was 2,882.5 mm/year. The precipitation recordings are shown in Figure 5.6.
Figure 5.6 : Rainfall Amount and Number of Rain Days
5-8

Wind
The wind measurement records for 2001 2010 from Subang Airport Station were used. At
Subang Airport, calm periods were significant for about 19.8% of the time with wind speeds of less
than 0.3 m/s. The predominant annual wind directions throughout the year were from the northwest,
north, south and west directions as shown in Figure 5.7. The prevailing wind directions from May to
September (Southwest Monsoon) was from the south while the prevailing wind direction from
November to March (Northeast Monsoon) was from the northwest. During the inter-monsoon
seasons, the prevailing wind was from the northwest direction. The seasonal wind rose diagrams
are shown in Figure 5.8.
Figure 5.7 : Annual Wind Rose for the Subang Airport Station
Source: Malaysian Meteorological Services, 2011.
5-9

Figure 5.8 : Wind-rose Summary for the Subang Airport Station (2001 2010)
Source: Malaysian Meteorological Services, 2011.
5-10

5.2.7
Landuse and Sensitive Receptors

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

As the alignment is constructed mostly within the urbanised areas of Petaling Jaya and Puchong,
the landuse adjacent to the proposed alignment comprises a mix of commercial, industrial,
recreational and residential development. The landuse within the approximate 5 km radius of the
Project alignment is shown in Figure 5.9 and summarised in Table 5.2.
Table 5.2: Summary of Landuse Distribution within 5 km radius
Landuse Categories
Urban and Associated Areas
Recreational Areas
Cemetery
Agriculture Stations
Mixed Horticulture (Village)
Oil Palm
Rubber
Forest
Cleared land and Scrub
Lake
Quarry
Total
Total Area (ha) within

5km radius
25,972.20
976.87
14.39
98.55
534.94
48.45
2,249.29
1,744.08
653.18
30.16
29.92
32,352
Percentage (%)
80.28
3.02
0.04
0.30
1.65
0.15
6.95
5.39
2.02
0.09
0.09
100.00
The area within 5km radius of the project largely comprises urban and associated areas (83.34 %)
which include residential, recreational, commercial and industrial areas. Village areas (1.65%)
found within the 5km radius include Kg. Sg. Penchala, Kg. Segambut Dalam, Kg. Kenangan, Kg.
Perahu, Kg. Tengah, Kg. Bersatu, Kg. Seri Puchong, Kg. Sri Langkas and Kg. Seri Andalas.
However, these kampung areas either have a high built-up density or already surrounded by
highly built-up areas. Forested areas (5.39%) would include the Kota Damansara Community
Forest Park, forested hills of Damansara Perdana, Kiara Forest Park, The Lake Gardens, Bukit
Gasing Forest Reserve and the Ayer Hitam Forest Reserve. Plantations of rubber (6.95%) are only
found at the Rubber Research Institute of Malaysia (RRIM) compound. The most prominent water
way within the 5-km radius would be Sg. Klang that flows in a south western direction before
draining into the Straits of Melaka. The Projects alignment will cross over Sg. Klang at CH 10660 to
CH 10780.
5-11

5.2.7.2 Existing Landuse Within and Adjacent to Project Alignment

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

LHS), National Institute of Ophthalmology (CH 5420, 76m LHS), Armada Hotel (CH5670, 127m
LHS) are also located along Jalan Utara. After crossing the Federal Highway Route II, the
alignment will pass by PJ College of Art and Design (CH 6000, 16m RHS), PJ Hilton (CH 6000,
20m LHS), Stamford College (CH 6040, 20m LHS) and LCCI International Qualifications (CH 6100,
10m RHS) before entering Jalan Penchala.
After the loop at CH 7460, the alignment will continue along Jalan Penchala until it crosses the New
Pantai Expressway (NPE) from CH 9320 to CH 9345. Along Jalan Penchala, the alignment will
pass by the residential areas of Section 7 (CH7600 to CH 7880), Section 4 (CH8000 to CH 8840)
and Section 2 (CH8910 to CH 9180) on the LHS and Section 8 (CH 7580 to CH 7920) on the RHS.
The industrial area of Section 51 occupies a large portion of the landuse RHS of the alignment
along Jalan Penchala. The Ching Lin Tong Temple (CH 9160, 46m LHS) and Pusat Perkembangan
Minda Kanak Kanak (CH 9420, 20m LHS) are also located near the alignment along Jalan
Penchala. After crossing the NPE, the alignment will pass by shop lots of Taman Maju Jaya along
Jalan Maju Jaya 1/1 and crosses the patch of green area near Taman Dato Harun of Petaling Jaya
PJS 2 (CH 9640 to CH 10000) where the proposed Toll C will be constructed. Next the alignment
will pass by Pangsapuri Desa Sepakat (CH 10290 to CH 10560, 28m RHS), Dewan Masyarakat
Taman Seri Manja (CH 10290, 36m LHS), Tadika Kemas Cahaya Murni (CH 10370, 17m LHS) and
Flat Taman Sri Manja (CH 10400 to CH 10530, 20m LHS) before crossing Sg Klang at CH 10660
to CH 10780.
After crossing Sg. Klang, the alignment will cross the Shah Alam Expressway (KESAS) at CH10820
to CH 10850 before entering Persiaran Kinrara Seksyen 3. Along Persiaran Kinrara Seksyen 3, the
proposed alignment will pass by Suria Apartment (CH11170, 56m RHS), terrace houses at Taman
Kinrara Section 2 (CH 11000 to 11360, 30m LHS), Sri Sunway Apartment (CH 11200 to CH11280,
30m RHS), houses of Taman Kinrara Section 4 (CH 11340, 11m RHS), Taman Kinrara Section 2
Apartments comprising Angsana Apartment (CH11400, 28m LHS) and Bougainvillea Apartment
(CH 11450, 28m LHS), Vista Lavender Condominium (CH 11550 to CH 11760, 33m RHS),
Kompleks Suria Kinrara which is a Condominium cum Office lots (CH 11680 to CH 11840, 25m
LHS) and Surau As Siddiq (CH 11780, 34m RHS).
After Persiaran Kinrara Seksyen 3, the alignment will traverse through the T junction with Jalan
Puchong and travel into the western compound of the Pusat Latihan Pengurusan Logistik Tentera
Udara dan Darat Malaysia (TUDM) Kinrara. The alignment will skirt along the western and southern
portion of the TUDM camp from CH 12100 to CH 13000. Along this section the alignment will pass
by SJK(C) Yak Chee (CH 12400, 65m RHS), SK Seksyen 1 Bandar Kinrara (CH 12500, 186m
RHS) and Bandar Kinrara Section 2 (CH 12500 to CH 13000, 30m RHS). After the TUDM camp,
the alignment will join back into Jalan Kinrara 1 at CH 13000. The Hospital Angkatan Tentera 95
(20m) and SJK (T) Kinrara (45m) is located along Jalan Kinrara 1 near the connecting ramps to the
mainline. Along Jalan Kinrara 1, the alignment will pass by terrace houses of Bandar Kinrara
Section 1 (CH13100 to 13240, 18m LHS), Taski Abim Al-Hidayah (CH 13010, 27m RHS) at the
junction of Jln BK 2/7, Surau Al-Hidayah (CH13010, 18m RHS) and double storey houses of
Bandar Kinrara Section 2 (CH13040 to 1320, 8m RHS). The alignment will terminate after crossing
the Bukit Jalil Highway on Jalan Kinrara 6 opposite the Bandar Kinrara Giant Hypermarket. The
landuse and sensitive receptors near the project alignment is shown in Figures 5.10(a)-(h).
5-13

Table 5.3: Sensitive Receptors Adjacent to Project Site

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

Table 5.3: Sensitive Receptors Adjacent to Project Site (cont'd)
Tadika Kemas Cahaya Murni

Flat Taman Sri Manja
Suria Apartment
Taman Kinrara Section 2
Sri Sunway Apartment
Taman Kinrara Section 4
Angsana Apartment
Bougainvillea Apartment
Vista Lavender Condominium
Kompleks Suria Kinrara
Surau As Siddiq
SJK(C) Yak Chee
SK Seksyen 1 Bandar Kinrara
Bandar Kinrara Section 2 (along Jln BK2/7)
Hospital Angkatan Tentera 95
Type of
Development
Educational
Educational
Residential
Residential
Residential
Residential
Worship
Educational
Residential
Community
hall
Educational
Residential
Residential
Residential
Residential
Residential
Residential
Residential
Residential
Residential
Worship
Educational
Educational
Residential
Hospital
SJK (T) Kinrara
Educational
45
Bandar Kinrara Section 1

Taski Abim Al-Hidayah
Surau Al-Hidayah
Bandar Kinrara Section 2 (along Jalan
Kinrara 1)
Residential
Educational
Worship
Residential
18
27
18
8
Sensitive Receptor
Stamford College
LCCI International Qualifications
Section 7
Section 4
Section 2
Section 8
Ching Lin Tong Temple
Pusat Perkembangan Minda Kanak Kanak
Pangsapuri Desa Sepakat
Dewan Masyarakat Taman Seri Manja
Distance
(m)
20
10
10
10
10
10
48
20
28
36
17
20
56
30
30
11
28
28
33
25
34
65
186
30
20
Chainage (CH)
CH 6040 LHS
CH 6100 RHS
CH7600 to CH 7880 LHS
CH 9160 LHS
CH 9420 LHS
CH 10290 to CH 10560 RHS
CH 10290 LHS
CH 10370 LHS
CH 10400 to CH 10530 LHS
CH11170 RHS
CH 11000 to CH 11360 LHS
CH 11200 to CH 11280 RHS
CH 11340 RHS
CH11400 LHS
CH 11450 LHS
CH 11550 to CH 11760 RHS
CH 11680 to CH 11840 LHS
CH 11780 RHS
CH 12400 RHS
CH 12500 RHS
CH 12500 to CH 13000 RHS
Near connecting ramp along
Jalan Kinrara 1
Near connecting ramp along
Jalan Kinrara 1
CH13100 to 13240 LHS
CH 13010 RHS
CH13010 RHS
CH13040 to 1320 RHS
5.2.7.3 Environmentally Sensitive Areas and Heritage Sites

As the Project alignment will be cutting through well-developed urban areas, there are no
environmentally sensitive areas or heritage sites traversed by the alignment as shown in Figure
5.11. The closest forest reserve to the Project site would be the Bukit Gasing Forest Reserve
located 1.2 km southeast of the alignment. The only area of concern is the limestone area
traversed by the proposed alignment from the New Pantai Expressway (NPE) to KESAS Highway.
However, soil investigations for boreholes in this area showed that the soil characteristics for this
5-15

area are less sensitive to disturbance (i.e. not a sensitive soil). Nevertheless, cavities are still found
from the borehole results.
5.2.7.4 Downstream Activities
The proposed alignment will cross Sg. Klang at CH 10660 to CH 10780. Based on secondary data,
there are no nearby areas of concern such as fisheries, aquaculture activities or forest reserves
located downstream of the proposed alignment. Moreover, the areas surrounding Sg. Klang are
mostly densely built up all the way to the Klang Straits.
5.2.7.5 Future Landuse
The future landuse within 5 km radius will be in accordance to the Rancangan Struktur Negeri
Selangor as well as the Kuala Lumpur Structure Plan 2020. As the physical development is already
quite saturated, the overall future landuse is not expected to change much. The development
strategy will be mostly towards consolidating the developments and enhancing the environment of
the stable areas. The strategy will also include the redevelopment of any blighted areas as a means
to initiate and implement urban renewal. The future development will also be towards a complete
and integration of the city linkages and major road networks.
5-16

Figure 5.9: Landuse within 5 km Radius
5-17

Figure 5.10(a): Landuse and Sensitive Receptors Near the Project Alignment
5-18

Figure 5.10(b): Landuse and Sensitive Receptors Near the Project Alignment
5-19

Figure 5.10(c): Landuse and Sensitive Receptors Near the Project Alignment
5-20

Figure 5.10(d): Landuse and Sensitive Receptors Near the Project Alignment
5-21

Figure 5.10(e): Landuse and Sensitive Receptors Near the Project Alignment
5-22

Figure 5.10(f): Landuse and Sensitive Receptors Near the Project Alignment
5-23

Figure 5.10(g): Landuse and Sensitive Receptors Near the Project Alignment
5-24

Figure 5.10(h): Landuse and Sensitive Receptors Near the Project Alignment
5-25

Figure 5.11: Environmentally Sensitive Areas and Heritage Sites
5-26

5.2.8
Water Quality
The water quality monitoring programme was carried out by ChemVi Laboratory Sdn Bhd, a SAMM
accredited laboratory, on 5th October 2011 and 2nd November 2011. Water samples were collected
from 4 locations where the alignment crosses Sg. Penchala and Sg. Klang. The locations of the
water quality sampling stations are described in Table 5.4 and shown in Figure 5.12.
Table 5.4: Water Quality Sampling Location
Station
W1
W2
W3
W4
W5
W6
Description
Upstream of Sg. Kayu Ara
Downstream of Sg. Kayu Ara
Upstream of Sg. Penchala
Downstream of Sg. Penchala
Upstream of Sg. Klang
Downstream of Sg. Klang
Coordinates
3 7'58.75"N, 10136'56.48"E
3 7'56.52"N, 10136'55.81"E
3 7'51.54"N, 10137'48.28"E
3 7'48.27"N, 10137'47.11"E
3 4'15.05"N, 10138'31.67"E
3 4'14.51"N, 10138'29.67"E
One water sample was collected from each station amounting to a total of four water samples being
collected for laboratory analysis. The water samples were collected using the grab sampling
technique. During each sampling, in-situ measurement of pH and temperature was carried out. The
samples were stored in a cooler box before being transported to the laboratory for analysis.
All water samples were analyzed for the WQI parameters of pH, temperature, DO, COD, BOD5,
TSS, Oil and Grease, NH3-N and E.coli. The results from the water quality analysis were compared
with the National Water Quality Standards (NWQS) as well as the DOE Water Quality Index (WQI).
The parameters, measurement units and the analytical methodologies are shown in Table 5.5.
Table 5.5: Water Quality Parameters and Analysis Methods
Parameter
Temperature (C)
pH
Dissolved Oxygen (DO)
Biochemical Oxygen Demand (BOD5)
Chemical Oxygen Demand (COD)
Total Suspended Solids
E-Coli
Ammoniacal Nitrogen
Oil and Grease
Measurement
Unit
C
mg/l
mg/l
mg/l
mg/l
CFU/ 100 ml
mg/l
mg/l
Method*
APHA 2550 B
APHA 4500 H+ B
APHA 4500 O-G
APHA 5120 B
APHA 5220 C
APHA 2540 D
APHA 9221 E
APHA 4500 NH3-C&F
APHA 5520 B
Notes: *Method reference: APHA means Standard Methods for the Examination of Water & Wastewater, 19 th
Edition, 1995; American Public Health Association (APHA), American Waterworks Association (AWWA) &
Water Environment Federation (WEF)
5.2.8.1 Water Quality Results

The water quality results are shown in Table 5.6 and the laboratory results are attached in
Appendix 3.
5-27

Table 5.6: Water Quality Analysis Results
Test Parameter Temp. pH

-
DO BOD5 COD TSS
Unit
mg/l mg/l
W1
28.3
6.26 5.87
12
28
W2
25.7
6.43 5.90
16
W3
28.6
6.78 5.84
W4
28.4
6.90 5.84
W5
17.4
W6
27.2
E.coli
mg/l mg/l CFU/ 100ml
NH3-N O&G WQI
Class
mg/l
mg/l
27
0.62
ND
88.8
II
40
32
0.57
ND
88.1
II
32
12
25
0.88
ND
77.0
II
18
68
64
57
2.47
ND
55.6
III
6.76 6.11
10
40
76
60
ND
ND
60.3
III
6.87 5.92
32
139
82
ND
ND
63.0
III
Source: Chemvi Laboratory Sdn Bhd, October & November 2011.

Notes: ND
means not detected
means not available
WQI
means Water Quality Index
pH and Temperature
The temperature of the water samples at all stations were between 17.4 C and 28.6 C. The pH
levels ranged from 6.26 to 6.90 at all monitoring stations.
Dissolved Oxygen (DO)
The concentration of dissolved oxygen (DO) reflects the aeration level of the water. The sampling
stations had DO concentrations ranging from 5.84 mg/l to 6.11 mg/l. In general, waters with DO
levels above 3 mg/l are considered adequately aerated and suitable for tolerant aquatic species
(Environmental Quality Report, 2009).
Chemical Oxygen Demand (COD) and Biochemical Oxygen Demand (BOD5)
COD and BOD5 levels indicate the presence of organic pollution that can be oxidized by chemical
and biological means. COD levels ranged from 12 mg/l to 68 mg/l and BOD5 levels were recorded
between 3 mg/l and 18 mg/l.
Total Suspended Solids (TSS)
The TSS concentration levels at all monitoring stations ranged from 12 mg/l to 139 mg/l.
Oil and Grease
Oil and grease was not detected at any of the monitoring stations.
Ammonical nitrogen (NH3 - N) and E.coli
Ammonical nitrogen was only detected at stations W1 to W4 and ranged from 0.57 mg/l to 2.47
mg/l. E.coli concentrations at all stations were found between 25 and 82 CFU/100ml.
Conclusion
The overall results for the rivers adjacent to the site indicated the waters to be clean (W1 & W2)
and slightly polluted (W3 to W6) whereby the Water Quality Index (WQI) levels for all monitoring
5-28

stations ranged from 55.6 to 88.8 which renders stations W1 to W3 to fall under Class II (76.5 92.7) and stations W4 to W6 to fall under Class III (51.9-76.5) of the WQI.
5.2.9
Air Quality
Air quality sampling was carried out at 10 stations in 19th September 2011 7th October 2011 in
order to determine the ambient air quality status currently prevailing within the proposed project site
and the closest sensitive receptors as identified in the landuse section. These monitoring stations
will also represent the ambient air quality of nearby areas that have similar landuse to the
respective stations. The locations of the stations are described in Table 5.7 and shown in Figure
5.12.
Table 5.7: Location of Air Quality Sampling Stations
Station
Description
Coordinates
A1
SJKT Effingham
3 7'59.40"N, 10136'14.42"E
A2
Jalan SS22/2, Damansara Jaya
3 7'55.42"N, 10137'14.36"E
A3
Section 17
3 7'32.37"N, 10137'47.09"E
A4
SK Sri Petaling
3 6'31.04"N, 10138'23.03"E
A5
Section 11
3 6'30.41"N, 10138'44.91"E
A6
Section 14
3 6'21.25"N, 10138'20.61"E
A7
Section 4
3 5'27.94"N, 10138'25.39"E
A8
PJS3
3 4'31.54"N, 10138'31.68"E
A9
3 3'43.78"N, 10138'30.45"E
A10
Hospital Angkatan Tentera
3 3'23.69"N, 10138'51.59"E
The ambient air was measured for its TSP, CO, NO2 and SO2 concentrations. Other parameters
measured were wind direction and wind speed. The ambient air was sampled using a High Volume
Sampler for a period of 24 hours and the sample analyzed using gravimetric method for TSP. For
NO2 and SO2 concentrations, the ambient air was sampled using absorbing media via a precalibrated portable pump for a period of 24 hours and the sample analyzed using colorimetry. All
parameters were recorded in ug/m unit.
5.2.9.1
Air Quality Results

The air quality results are shown in Table 5.8. The results of the ambient air quality analysis are
compared with the Recommended Malaysian Air Quality Guidelines. A copy of the original
laboratory results is attached in Appendix 3.
5-29

Table 5.8: Results of Air Quality Sampling

Station
Malaysian Guidelines *
A1
A2
A3
A4
A5
A6
A7
A8
A9
A10
TSP (g/m3)
260
56
48
54
52
61
72
76
66
71
73
NO2 (g/m3)
320
ND(<5)
ND(<5)
ND(<5)
ND(<5)
ND(<5)
ND(<5)
ND(<5)
ND(<5)
ND(<5)
ND(<5)
SO2 (g/m3)
105
ND(<5)
ND(<5)
ND(<5)
ND(<5)
ND(<5)
ND(<5)
ND(<5)
ND(<5)
ND(<5)
ND(<5)
CO (ppm)
9
ND(<2)
ND(<2)
ND(<2)
ND(<2)
ND(<2)
ND(<2)
ND(<2)
ND(<2)
ND(<2)
ND(<2)
Source: Chemvi Laboratory Sdn Bhd, September & October 2011.

Note:
*
means Recommended Malaysian Air Quality Guidelines
<
means less than
ND
means not detected
Based on the air quality results, it can be concluded that the ambient air quality at the areas along
the alignment was good with the four (4) parameters of TSP, NO2, CO and SO2 showing levels
below the Recommended Malaysian Environmental Air Quality Guidelines.
5.2.10 Noise Quality
Noise level measurements were conducted from 19th September 2011 12th October 2011 at
fourteen locations to obtain the existing ambient noise level at the potential receptors in the
immediate vicinity of the proposed alignment. These monitoring stations were selected based on
their proximity to the proposed alignment and will also represent the existing noise environment of
nearby areas that have similar landuse to the respective stations. The locations of the noise level
monitoring points are shown in Table 5.9 and in Figure 5.12.
The noise measurement was carried out for a 24 hours continuous period with 15 hours during
daytime and 9 hours during night time.
Table 5.9: Location of Noise Monitoring Stations
Station
Description
N1
SJKT Effingham
Education Institute Quarters,
3 7'59.40"N, 10136'14.42"E
N2
Jalan SS22/2,
Damansara Jaya
Damansara Utama
3 7'55.42"N, 10137'14.36"E
N3
SJKC Chung Hwa
3 7'49.25"N, 10137'51.08"E
N4
Section 17
N5
SK Sri Petaling
N6
Section 11
Coverage Area of Nearby Sensitive Receptors
Section 19, Ameera Residences Condo, Tmn Desa

Pesona Condo, Damansara Bestari Apartment,
Jasmine Towers Condo, Sri Maha Mariamman
Temple
Section 12, SMK Bukit Bintang
St Paul Church, Section 9
Coordinates
3 7'32.37"N, 10137'47.09"E
3 6'31.04"N, 10138'23.03"E
3 6'30.41"N, 10138'44.91"E
5-30

Table 5.9: Location of Noise Monitoring Stations (contd)

Station
Description
N7
Section 14
N8
Section 4
N9
Section 2
N10
PJS3
N11
Kinrara Seksyen 2
N12
N13
N14
Kompleks Suria
Kinrara
Hospital Angkatan
Tentera
Bandar Kinrara
Section 2
Coverage Area of Nearby Sensitive Receptors

Chapel Luther, Tun Hussein Onn Eye Hospital, Istara
Condo
Section 7, Section 8
Coordinates
3 6'21.25"N, 10138'20.61"E
3 5'27.94"N, 10138'25.39"E
Pusat Perkembangan Minda Kanak-kanak

Flat Taman Sri Manja, Pangsapuri Desa Sepakat,
Dewan Masyarakat Tmn Sri Manja, Tadika Kemas
Cahaya Murni
Sri Sunway Apartment, Tmn Kinrara Section 4
3 4'31.54"N, 10138'31.68"E
Vista Lavender
3 3'43.78"N, 10138'30.45"E
SRJK Yak Chee, TUDM Training Camp
3 3'23.69"N, 10138'51.59"E
Bandar Kinrara Section 1, Surau Al-Hidayah
3 3'12.73"N, 10138'52.05"E
3 5'8.41"N, 10138'31.46"E
3 4'2.15"N, 10138'30.77"E
5.2.10.1 Noise Monitoring Results

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

Residential
Suburban and Urban Residential Areas
Commercial, Business
Industrial
Table 5.11: Schedule 3 - Maximum Permissible Sound Level (LAeq) to be maintained at the
Existing Noise Climate
Existing Levels
New Desirable Levels
Maximum Permissible Levels
LAeq
LAeq
LAeq + 3 dBA
5-31

Table 5.12: Schedule 4 - Limiting Sound Level (LAeq) from Road Traffic (For Proposed New
Roads and/or Redevelopment of Existing Roads)
Noise Sensitive Areas, Low Density
Residential Areas
Suburban Residential (Medium Density)
Urban Residential (High Density)
Industrial
Day Time
7.00am 10.00pm
Night Time
10.00pm 7.00am
55 dBA
50 dBA
60 dBA
65 dBA
70 dBA
75 dBA
55 dBA
60 dBA
60 dBA
65 dBA
Table 5.13 (a): Results of Noise Monitoring for Daytime

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

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

Note:
*
means
Permissible noise level, L90 + 10dBA for Stations 1, 3, 5 to 6, 8 & 11 (Schedule 2).
Permissible noise level of 55 dBA for Station 13. Permissible noise level of 65 dBA for
Stations 2, 4, 7, 9, 10, 12 & 14 (Schedule 4).
means
Exceeds recommended limit
5-32

Table 5.13 (b): Results of Noise Monitoring for Nighttime
Sampling Point
N1
N2
N3
N4
N5
N6
N7
N8
N9
N10
N11
N12
N13
N14
LAeq
53.0
52.0
57.0
58.8
59.6
59.2
54.6
63.6
55.7
57.8
66.0
60.3
52.7
57.2
NIGHTTIME
Results
L10
L90
49.6
55.5
49.3
53.4
55.1
58.9
57.0
60.2
56.5
60.6
55.0
62.6
52.3
56.1
62.1
65.0
53.9
57.4
56.7
58.8
60.7
69.8
58.2
62.2
51.0
54.0
55.5
58.2
*Recommended Limit, dB(A)

53
52
57
58.8
59.6
59.2
54.6
63.6
55.7
57.8
66.0
60.3
52.7
57.2

Note:
*
means
Permissible noise level (L90 + 5dBA) for Stations 1, 3, 5 & 13. Permissible noise level (L90
+ 10dBA) for Stations 6, 8, 11, 12 (Schedule 2). Permissible noise level of 60 dBA for
Stations 2, 4, 7, 9, 10 & 14 (Schedule 4) - Planning Guidelines for Environmental Noise
Limits and Control.
means
Exceeds recommended limits
The results showed that the daytime noise levels (LAeq) ranged from 53.0 dB(A) to 69.0 dB(A) and
the nighttime noise levels ranged from 52.0 dB(A) to 66.0 dB(A). For stations with baseline
readings that exceeded Schedule 2 limits, permissible noise levels shall adhere to Schedule 3 of
the Planning Guidelines for Environmental Noise Limits and Control (Leq + 3 dBA).
5.2.11 Vibration
Vibration measurement was conducted within the month of 7th October 2011 16th December 2011
at fourteen locations where the alignment passes near to sensitive areas which may be affected by
vibration impact. The locations of the vibration measurement points are shown in Table 5.14 and in
Figure 5.12. Vibration levels were monitored using an INSTANTEL MiniMate Plus as per the
procedure detailed in Appendix 3.
Table 5.14: Location of Vibration Monitoring Stations
Station
Description
Coordinates
V1
SJKT Effingham
3 7'59.40"N, 10136'14.42"E
V2
3 7'55.42"N, 10137'14.36"E
V3
SJKC Chung Hwa
3 7'49.25"N, 10137'51.08"E
V4
Section 17
3 7'32.37"N, 10137'47.09"E
5-33

Table 5.14: Location of Vibration Monitoring Stations (contd)

Station
Description
Coordinates
V5
SK Sri Petaling
3 6'31.04"N, 10138'23.03"E
V6
Section 11
3 6'30.41"N, 10138'44.91"E
V7
Section 14
3 6'21.25"N, 10138'20.61"E
V8
Section 4
3 5'27.94"N, 10138'25.39"E
V9
Section 2
3 5'8.41"N, 10138'31.46"E
V10
PJS3
3 4'31.54"N, 10138'31.68"E
V11
Kinrara Seksyen 2
3 4'2.15"N, 10138'30.77"E
V12
3 3'43.78"N, 10138'30.45"E
V13
Hospital Angkatan Tentera
3 3'23.69"N, 10138'51.59"E
V14
Bandar Kinrara Section 2
3 3'12.73"N, 10138'52.05"E
5.2.11.1 Vibration Measurement Results

The vibration measurement results are presented in Table 5.15. The monitoring results are
attached in Appendix 3.
Table 5.15: Results of Vibration Measurement
Monitoring Point
Date
Start Time
End Time
Peak Vector Sum (mm/s)
V1
V2
V3
V4
V5
V6
V7
V8
V9
V10
V11
V12
V13
V14
07/10/2011
07/10/2011
07/10/2011
07/10/2011
16/12/2011
09/10/2011
09/10/2011
08/10/2011
08/10/2011
08/10/2011
13/10/2011
13/10/2011
13/10/2011
09/10/2011
07:44:22
08:47:30
09:51:30
11:01:31
15:32:42
09:55:19
11:02:44
08:25:12
09:35:12
10:50:15
08:22:49
10:55:46
13:21:41
08:00:47
08:48:53
09:50:34
10:53:02
12:01:06
16:36:26
10:55:14
12:05:21
09:26:18
10:35:21
11:50:45
09:25:20
11:55:47
14:24:06
09:44:33
0.660
0.684
1.89
3.03
1.58
0.582
0.311
0.582
0.458
0.284
0.421
1.09
0.660
0.284
Source: Chemvi Laboratory Sdn Bhd, October 2011.
The vibration levels monitored at the nearby sensitive receptors ranged from 0.284 to 3.03 mm/s.
The highest vibration level of 3.03 mm/s was recorded at station V4 which is at the Section 17
residential area.
5-34

Figure 5.12(a): Location of Baseline Monitoring Stations
5-35

Figure 5.12(b): Location of Baseline Monitoring Stations
5-36

Figure 5.12(c): Location of Baseline Monitoring Stations
5-37

Figure 5.12(d): Location of Baseline Monitoring Stations
5-38

5.3

The existing biological resources along the proposed alignment are based on published secondary
data as well as observations from field survey.
5.3.1
Flora Survey
The prevailing biological environment in the areas traversed by the proposed alignment has been
surveyed. A floral distribution survey was conducted to determine the biological environment of the
area. The survey was carried out at areas along the proposed alignment to identify the dominant
vegetation types, habitat of critical concerns, and ecologically sensitive areas if any. General
observations were made at selected locations along the proposed alignment. At each area, plant
communities within 50 m at both side of the proposed alignment were observed.
The results of the survey indicated that the proposed alignment does not encroach upon any
sensitive ecological habitats or any historical and cultural areas. All the flora species along the
proposed Project site are commonly found elsewhere in Malaysia and has little or no conservation
or biodiversity importance.
Located within the urban area of Petaling Jaya up to Puchong, the area along the proposed
alignment is well developed and heavily built up. An overview of the areas along the alignment
indicates almost no undeveloped land along it. This is not surprising considering Petaling Jaya and
Puchong has almost exhausted its supply of government owned green-field sites and the newgrowth areas are almost fully developed.
The vegetated areas along the Projects alignment are located mainly along the river reserve of Sg.
Klang and green areas where the proposed Toll B (CH 2520 to CH2820) and Toll C (CH 9640 to
CH 10000) will be constructed. There is no river reserve for the Sg Penchala crossing (CH 2190) as
the river is already canalized at that area.
Undeveloped land within the Sg Klang river reserve are mainly covered in grasses and shrubs with
secondary vegetation growing where the land has been left undisturbed. This vegetation comprises
grasses (Euphatorium odoratum, Mimosa pudica and Imperata cylindrica) and low shrubs sparsely
scattered on the ground such as Phragmites sp. and Dicranopteris sp. and some patches of the
Akasia plants, A. mangium. Undeveloped land such as the green areas for the construction of
proposed toll plazas will usually be colonised by pioneer species such as weeds and ferns. The
type of weeds and herbaceous plants known to be commonly found among the understorey
vegetation includes Euphatorium odoratum, Melastoma malabathricum, and Nephrolepis biserrata.
Other common undergrowth species observed is the small herbaceous plant Physalis minima.
Forested areas are only sparsely found within the 5-km radius of the proposed alignment and the
only dense forest area would be at the Kiara Forest Park (1.3km north), Bukit Gasing Forest
Reserve (1.2km southeast) and the Ayer Hitam Forest Reserve (1.6km south). No rare or
endangered flora species were observed at the proposed alignment during the site survey. The
typical plant species likely to be found at or along the proposed alignment are given in Table 5.16.
5-39

Table 5.16: Flora Composition Likely to be Found within the Project Site
Family / Species
Arecaceae
Euphatorium odoratum
Local Name
Type *
Status *
Rumput kapal terbang
Herb
Dukung anak
Herb
Dennstaedtiaceae
Nephrolepis biserrata
Sword fern
Fern / T
Gleicheniaceae
Dicranopteris linearis
Resam
Herb
Leguminosae
Mimosa pudica
Semalu
Shrub
Senduduk
Shrub
Shrub
c
c
Rumput kerbau
Rumput kerbau besar
Lalang
Grass
Grass
Grass
Paku deduit
Grass
Grass
Paku piai
Fern
Fern
Akasia
Plantae
Euphorbiaceae
Phyllanthus urinaria
Melastomaceae
Clidemia hirta
Melastoma mabalathricum
Poaceae
Paspalum conjugatum
Paspalum scrobiculatum
Imperata cylindrica
Polypodiaceae
Goniophlebium percussum
Pyrrosia piloselloides
Pteridaceae
Acrostichum aureum
Acrostichum speciosum
Fabaceae
A. mangium
c
c
c
c
c
c
c
Note: * c - Common, T - Terrestrial

5.3.2
Fauna Survey
A survey was carried out at the selected area to observe the type of habitat and animals found at
the site. Along the alignment, the faunal species are relatively low in term of both abundance and
diversity due to the minimal vegetation found at the site. The site is unlikely to support any high
diversity form of wildlife.
The project site is relatively poor in animal diversity due to the minimal vegetation found at the site.
Common insects such as grasshopper, crickets (orthopetra), beetles (Coleopetra), butterflies and
moths (lepidopetra) were observed at the Project site. Other species expected from the project site
would include lizards (Varanus sp.) and rodents (Rattus sp).
5-40

No large fauna was observed during the survey and only small mammals, insects, birds, aquatic life
and reptiles were noted. No rare or endangered species was observed at the project site during the
site survey.
5.4
EXISTING SOCIO-ECONOMIC SYSTEM
5.4.1
Land Acquisition
The construction work for the proposed Kinrara Damansara Expressway will require a certain
amount of land acquisition.
A total of 290 lots with a total of 15.15 hectares will be affected. Of these, 288 lots are private land
occupying 14.98 hectares. The land acquisition will also involve 2 lots of federal land occupying
0.17 hectares. The details of the land acquisition to be carried out are attached in Appendix 4.
The total affected lots are given in Table 5.17 while the breakdown of lot according to district is
shown in Table 5.18.
Table 5.17: Total Affected Lots
Property
Private
Federal
Total
No. of Affected Lots

288
2
290
Percentage (%)
99.3
0.7
100
Area (ha)
14.98
0.17
15.15
Table 5.18: Private Lots Affected

District
Petaling Jaya
Kuala Lumpur
Total
5.4.2
No. of Affected Lots

Private
Federal
282
2
6
288
2
Total Area (ha)

14.54
0.61
15.15
Socio-Economic Survey
A socio-economic survey on the population living near the alignment was conducted from August to
September 2011. The full Social Impact Assessment is attached in Appendix 5. The delay in
submission of this PEIA (including the Social Impact Assessment) is due to the unforeseen delay in
the confirmation of the alignment route by the various government agencies.
The objective of this socio-economic study is to assess the possible impact of the construction and
operations of the Proposed Kinrara Damansara Expressway (KIDEX) on the socio-economic
environments. The study was conducted on the population living within the 1 km corridor from the
proposed expressway. The assessments were made based on the primary data collected using
the survey sampling technique and on-site observations. A total of 300 individuals were
interviewed from 17 locations within the project zone of influence.
5-41

The sample survey was conducted in the month of August/September 2011 using the face-to-face
interview method. Of the total 300 respondents interviewed, 66.3% were males and the remaining
33.7% were females. Overall, the mean age of the respondents was 45 years old. The monthly
household income ranged from a low of RM1000 to a high of RM40, 000. The mean household
income was at RM4676 which is significantly higher than the poverty level. A significant proportion
(61.3%) of the households owned the houses they live in and the remaining 38.3% are either
renting or staying with someone. About 41.7% of those interviewed live within 150 metres from the
proposed expressway. As expected and since the majority of the respondents earn generally above
average income, all households have a fairly high living standard, fully equipped with most of the
household necessities, such as a car, motorcycle, fixed/mobile phone, television/ASTRO, washing
machines, computers etc.
Significantly, a large proportion (73.4%) of those interviewed was either Very agreeable or
Agreeable with the proposed project. Two main reasons were given for agreeing. The
expressway will ease their travelling times and reduce road congestion. On the other hand, those
who were Not agreeable or Highly not agreeable cited Air and noise pollution and Increase flood
problem. Most of those who objected were those who live very close to the proposed Expressway,
generally less than 150 metres away. As precautionary measures and as stipulated in the main
report, proactive actions need to be taken so as to avoid any chance of adverse impacts from
occurring and hence affecting both the human as well as the natural environment.
5.5
INFRASTRUCTURE AND UTILITIES
5.5.1
Water Supply
Syarikat Bekalan Air Selangor Sdn. Bhd. (SYABAS) has officially taken over the management and
operation of Perbadanan Urus Air Selangor (PUAS) and is responsible for the water supply service
and distribution for both the State of Selangor and Federal Territory of Kuala Lumpur as well as
Putrajaya.
5.5.2
Electricity
The electricity supply in the State of Selangor and Federal Territory of Kuala Lumpur is distributed
from Tenaga Nasional Berhad (TNB) Power Stations via the national grid system. Tenaga Nasional
Berhad (TNB) is responsible for electricity transmission and distribution for the whole country and is
the countrys principal electricity producer, supplemented by independent power producers that
also deliver electricity to the national grid.
The national grid operates at 275 kV and 132 kV. High voltage power is delivered to Kuala Lumpur
at 33 kV and 11 kV and reticulated through the City, predominantly underground, at 415 V and 240
V for domestic consumers. There are a total of sixteen 132 kV and seventy eight 33 kV substations
in Kuala Lumpur.
The existing electricity capacity in the State of Selangor is 2,714 MW and the electricity demand is
estimated to increase to 5,775 MW in year 2020.
5-42

5.5.3
Telecommunications
Syarikat Telekom Malaysia Berhad (STMB) provides telecommunication system to the proposed
Project via underground cables. The estimation for the telecommunication demand for the fixed line
system in the State of Selangor is 1,145,105 lines. The estimation of the growth demand is 3.5%
per year.
Meanwhile the provision of telecommunication infrastructure in Kuala Lumpur has, to a large extent,
kept pace with advances in technology. However, the pace of change is very rapid and it is
necessary to coordinate closely with Malaysian Communication and Multimedia Commission so as
to accelerate the provision of an integrated and up-to-date ICT infrastructure.
5.5.4

General and domestic waste will be disposed in rubbish bins and these will be emptied and
removed by a licensed contractor to a municipal dumpsite approved by the Local Authority. Other
solid wastes such as material debris, general packaging material, etc. from the proposed Project
will also be collected by licensed contractors and disposed at the approved municipal dumpsite.
Alam Flora Sdn Bhd is responsible for the collection of solid waste within the jurisdiction of Dewan
Bandaraya Kuala Lumpur to the transfer station located at Taman Beringin, Jinjang. Solid waste will
be transported for disposal into the appropriate landfill area at Bukit Tagar, Hulu Selangor by Solid
Waste Disposal Sdn Bhd (DBKL, 2009).
As of 16 October 2011, Alam Flora Sdn Bhd had ceased providing garbage collection and cleaning
services in Selangor. The Selangor state government had taken over garbage collection and
cleaning services via the local authorities. Therefore, the solid waste management within Selangor
will be managed by the respective local authorities such as Majlis Bandaraya Petaling Jaya and
Majlis Perbandaran Subang Jaya. Presently, the sanitary landfill areas for solid waste disposal are
located at Jeram, Dengkil and Kuang (Majlis Bandaraya Petaling Jaya, 2011).
5.5.5
Sewerage System
There are mainly two types of sewerage systems/services in Malaysia. The premises' sewerage
systems are either connected to a public sewage treatment plant or have an individual septic tank.
Indah Water Konsortium (IWK) is mainly responsible for operating and maintaining the public
sewage treatment plants and network of underground sewerage pipelines in both the State of
Selangor and Federal Territory of Kuala Lumpur. IWK has been given the concession to manage
the domestic sewage system since 1993.
5-43

CHAPTER 6: IMPACTS IDENTIFICATION AND EVALUATION

6.1
INTRODUCTION
The proposed Kinrara Damansara Expressway project is expected to generate both beneficial and
adverse impacts of varying degrees on the physical and social environment. The impact assessment
undertaken in the present study takes into consideration the general project activities that are expected
during the pre-construction phase, the construction phase and the operational phase of the project.
The potential impacts and works involved during the construction of the proposed project are tabulated
in Table 6.1.
Table 6.1: Summary of Project Activities and Impacts
Project Activities
Description
1. Pre-Construction Stage
1.1 Site Survey
Site survey, engineering design,
investigation and topographic surveys.
1.2 Land acquisition
Potential Impacts
soil
Land acquisition of public and private

lots/properties required.
No impact
Socio-economic issues
2. Construction Stage
2.1 Site clearing and
ground treatment
2.2 Relocation of
existing utilities
2.3 Piling and
construction of toll
gate, utilities and
infrastructure
Minimal removal of vegetation and site

clearing activities required as the site is a
developed urban area and the highway will
comprise fully elevated structures. Some
ground treatment in the form of piled
embankment, stone column and soil
replacement is necessary.
Existing utility lines may need to be relocated
or repositioned.
Piling works (bore piles) for the bridge

foundations, construction of the road
alignment, toll gate, utilities and services,
infrastructure.
Removal of grasses and

shrubs.
Dust generation
Water pollution
Noise by construction
vehicles and machinery
Traffic congestion
Noise & vibration
Dust generation
Generation of scheduled
wastes and construction
debris can contaminate the
soil and waterways if not
handled and disposed off
properly.
Traffic congestion
6-1

Table 6.1: Summary of Project Activities and Impacts (Contd)

Project Activities
Description
Potential Impacts
2.4 Transportation
Transportation of construction materials,

building materials, equipment and movement
of workers to the site.
Noise from traffic activity.

Traffic congestion expected
to generate additional traffic
and slight impedance albeit
temporary.
2.5 Employment and

local economy
Raw material, machinery and equipment

required for the construction of the proposed
project create business opportunities for the
local suppliers and contractors.
Beneficial impact on the local

community and retail industry.
Noise & vibration

Property values
Local traffic
Social problems
Aesthetics
Beneficial impact in terms of
ease of travel, etc
Partially completed structures, neglected

temporary structures and construction debris
around the project site.
Safety issue
Aesthetics
Fiscal loss - cost of any
construction work done will be
irrecoverable and lost
Socio-economic impact loss
of jobs for the toll operators
Solid and scheduled wastes
3. Operational Stage
3.1 Operation of the
Kinrara
Damansara
Expressway
4. Abandonment
4.1 Construction phase
4.2 Operational stage
6.2
Operation of the expressway.
Sufficient notice is to be given together with

submission of closure procedures to the
relevant authorities.
PRE-CONSTRUCTION PHASE
During the project planning stage, site investigation which involve topographical survey and soil
investigations are not expected to cause any significant impacts on the existing environment. Soil
surveys may require the transportation and operation of rotary machines to carry out boring. This may
cause some minor noise impacts to the nearby residents. Any disruptions created at the localized areas
are negligible and temporary.
6.3
CONSTRUCTION PHASE
Prior to the construction of the project, relocation and repositioning of the existing utilities may be
required. This may cause disruption of the traffic circulation.
6-2

The construction phase of the proposed project involves minor vegetation clearance; mobilization of
labour, equipment and materials to the project site; piling and construction works which comprises the
following activities:
6.3.1
site clearing and demolition

ground treatment
piling works
transport of materials
operation of machinery
structural works for bridges, viaducts, drainage, retaining walls, toll plaza and supervision building
installation of street lighting
landscaping

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

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

slopes in specified management conditions. The RUSLE brings in a mixture of empirical and processbased erosion technology to provide a better measure of the effect land management on erosion rates.
Compared to the previous Universal Soil Loss Equation (USLE), three of the five parameters have been
updated. The updated parameters are rainfall factor (R), soil erodibility factor (K) and topographic factor
(LS). The RUSLE formula to calculate soil erosion is shown below and the rate of erosion is dependent
on these variables:
A
Where,
=
A
R
K
R . K . LS . C . P
=
=
=
LS =
C
Average annual soil erosion loss (t/ha/yr)

Rainfall erosivity factor (MJ.mm/(ha.hr.yr)) or Nm-2mm.hr.-1
Soil erodibility factor (t.ha.hr/ha.MJ.mm)), defined as the mean annual soil
loss per unit erosivity for a unit plot
Slope factor, which is the combination of the slope length (L) and slope
steepness (S)
Cover management factor, representing the ration of soil loss under a given
crop to that from bare soil. For bare soil, C = 1.0
Conservation practice factor, representing the ratio of soil loss where
conservation is practiced to no conservation measure taken. For no
conservation measures, P = 1.3
Based on the Department of Agriculture Land Erosion Risk Map, the erosion risk categories are as
follows:
Erosion Risk
(t/ha/yr)
<10
10-50
50-100
100-150
>150
Risk Categories
Low
Average
Above average
High
Very high
Soil erosion during the construction phase may result in the discharge of suspended sediment into the
existing drainage system and lead to the deterioration of the water quality of the affected rivers.
6.3.1.3 Modified Universal Soil Loss Equation (MUSLE)
The Modified Universal Soil Loss Equation (MUSLE) (Williams, 1975) calculates the sediment yield in a
watershed to a specific location for a specific storm event. This allows for volume determinations for
basins based on design storms rather than area volume ratios. The MUSLE is shown below:
T
2 (V . Qp)0.56 . K . LS . C . P
Where,
T
=
Sediment yield per storm event (tones or tons)
2
=
89.6 for SI units
V
=
Volume of runoff (m3 or acre-feet)
Qp
=
Peak flow (m3/s or ft3/s)
K, LS, C and P are RUSLE Parameters
6-4

6.3.1.4 Quantification of RUSLE

The extent and magnitude of the soil erosion is governed by the number of factors such as slope
steepness, slope length, rainfall intensity, soil erodibility, land cover and soil conservation practice.
Rainfall Factor (R)
The rainfall factor (R), is derived from probability statistic by analyzing additional rainfall records of
individual storm and the data is obtained from rainfall stations nearest to the respective alignment
sections based on average ten years records. The rainfall erosivity index has been modified by FRIM
(1999) for Malaysian conditions. It is expressed in units of cumulative value of storm rainfall erosivity
index (EI), for a fixed period of time. The following relationships between R, EI and annual rainfall are
given in FRIM (1999):
R
E
=
=
(E . I30) / 170.2
9.28 P 8838.15
I30
E
P
=
=
=
the maximum 30-minute rainfall intensity (mm/hr) with design 10 year ARI
annual erosivity (units of J/m2)
annual rainfall (mm)
Where,
For soil loss computations, R value was employed based on a uniform annual rainfall over the entire
Project site. The annual rainfall of 2421.26 mm was based on the Annual Rainfall Data for Peninsular
Malaysia published by the Department of Irrigation and Drainage, Malaysia.
Soil Erodibility Factor (K)
The factor K is a function of several soil properties such as percentage of silt and fine sand, percentage
of sand, organic matter content, soil structure and permeability. The K value for the existing and
construction phase of Project site was estimated to be 0.11, based on the soil investigation results of
borehole KBH-49. During the operational phase, an estimated value of 0.02 will be used as most of the
area will be paved and concrete.
Slope Factor (LS)
The factor is based on the average slope length and slope steepness of each critical area for slope
length (L) and slope steepness (S) in meter and percent respectively. The LS value was derived using
the reference table of Slope Length and Steepness Factor (LS). Using this table, a range of Slope
Length (LS) could be estimated through extrapolation, given the Slope Steepness (%).
Land Use Management Factor (CP)
The Land Use Management Factor (CP) is derived from the Crop Management Factor (C) and the
Conservation Practice Factor (P). Therefore, the type of vegetation growth over the land area
determines the C value while the conservation factor (P) is the value given to protective measures. The
Land Use Management Factor (CP) for the existing condition is 0.003for land cover belonging to the
government institution/quarters category. The CP value for the construction stage for worst case
scenario is 1.0 assuming all vegetation will be cleared and no conservation practice will be introduced
while the CP value for the case scenario where the mitigation measures practice was carried out during
construction phase is calculated at 0.050 based on the types of mitigation measures (Best
Management Practices) such as earth drains, silt traps and turfing practices. The CP value for the
6-5

operational phase is 0.005 as the Project site will be considerably paved and thus rendering it
impervious.
Curve Number (CN) and Surface Runoff (V)
The Curve Number method is the most widely used method to compute runoff from rainfall. The effects
of soil type, land use/treatment, surface condition, and antecedent condition are considered using this
method of predicting the volume of runoff generated from a storm event.
The CN values for various cover types on different hydrological soil groups in Malaysia have been
provided in two CN values factor table one for forested and undisturbed lands, and another for
agricultural and urbanized areas. The SCS Rainfall Runoff Chart consists of specific curve numbers
where runoff from rainfall can be determined from this method. Then, the volume, V, can be calculated
by multiplying the runoff depth with the areas involved.
The CN value can be determined using the following equation.
CNc = CN1(A1/Atotal) + CN2(A2/Atotal) + CNn(An/Atotal)
Peak Discharge (QP)
A few methods can be used to determine the peak discharge, Qp. Examples are the Rational Method
(DID, 2000), Time Area Method (DID, 2000), TR-55 Graphic Method (SCS, 1986), SCS Triangular Unit
Hydrograph (SCS, 1972), etc. In Malaysia however, the Rational Method (for small catchment only) and
Time Area Method are the recommended methods in MSMA 2nd Edition (DID, 2011).
6.3.1.5 Soil Erosion Analysis
The soil erosion analyses were carried out for pre construction, during construction and post
construction. During construction, the analyses considered two scenario cases, i.e., the worst case
scenario whereby the entire site is barren and the scenario where mitigation measures will be
implemented at the site. The rates of soil erosion are shown in Table 6.2 while the detailed calculation
of the soil erosion is shown in Appendix 6.
Table 6.2 : Estimated Soil Erosion Rates at the TUDM Area
PreConstruction
0.850
Average Rate of Soil Erosion (t/ha/yr)

Construction Phase
Construction phase (With
(Worst Case Scenario)
Mitigation Measures)
283.385
14.169
Post construction
0.04
The estimated total rate of soil loss for the proposed KIDEX under the existing condition was low at
0.850 t/ha/yr. During the construction phase, a worst case scenario is assumed where no conservation
practices (bare land) and no phasing of the development is carried out. The average rate of the soil
loss is estimated at 283.385 t/ha/yr giving a total sediment yield of 26.877 t/yr.
Based on the Department of Agriculture Land Erosion Risk Map, the erosion risk from the alignment
would belong to the very high risk category in a worst case scenario. However, the actual sediment
yield will be considerably lower as mitigation measures will be implemented.
After the completion of the construction phase, soil erosion and its effects will be reduced considerably
as the majority of the exposed areas would be fully paved/tarred as hard-standing surfaces with no
possibility of surface erosion. The average rate of soil erosion during the operational phase was
6-6

estimated at 0.04 t/ha/yr. Figures 6.1(a) (b) show the soil erosion rate during the pre-construction
phase up to the operational phase.
6.3.1.6 Sediment Yield and Discharge Analysis
The sediment yield and discharge analysis were also carried out for pre-construction, during
construction and post-construction stages. The sediment yield is shown in Table 6.3 while the MUSLE
detailed calculations are attached in Appendix 6.
Table 6.3 : Estimation of Sediment Yield and Discharge from the Project Site
Sediment yield
(tones)
Existing Environment
0.850
Construction Phase
(Worst Case
Scenario)
26.877
Construction Phase
(With Mitigation
Measures)
1.344
Operational Phase
0.040
Mitigation
Efficiency
Sediment
Discharge
(tones)
State of
Development
0.000
0.250
0.500
0.750
1.000
1.344
1.008
0.672
0.336
0.000
Sediment
Discharge Rate
(tons/ha)
0.747
0.560
0.373
0.187
0.000
-
The final amount of the sediment discharge is dependent on the efficiency of the mitigation measures
implemented and can be reduced considerably with increasing efficiency of mitigation measures.
6-7

Figure 6.1(a) : Soil Erosion Rate During Pre-Construction
6-8

Figure 6.1(b) : Soil Erosion Rate During Construction Phase (Worst Case Scenario)
6-9

Figure 6.1(c) : Soil Erosion Rate During Construction Phase (With Mitigation Measures)
6-10

Figure 6.1(d) : Soil Erosion Rate During Operational Phase
6-11

6.3.2

The project alignment is located within a developed urban area with an extensive network of roads,
expressways, surface and sub-surface roadside drains. Hence, no significant drainage and flooding
impacts are expected as only a limited work area will be utilized since KIDEX is mainly elevated.
Nevertheless, the KIDEX alignment near Sg. Klang is categorized as a flood prone area based on the
Flood Map of Selangor in the National Register of River Basins Final Report prepared for the
Department of Irrigation and Drainage (2003) (refer Figure 6.2). As this section is elevated, flooding is
not expected to be an issue. In addition, the bridge piers at Sg. Klang will be located 8m away from the
river bank to minimize disruption of the existing flow.
At areas where more site clearing would be carried out, i.e. toll gate area, the potential impact on the
hydrological regime is the potential change in the surface runoff within the project area which may
affect the river catchment.
There is little potential for flooding unless clearing and cut and fill operations are carried out in a
careless manner that causes the existing drains and eventually the downstream portions of the water
channel to be clogged by solid/construction wastes. Improper disposal of debris, construction waste
and domestic waste may also clog the drainage systems and obstruct the flow of the surface runoff.
The Kinrara Damansara Expressway alignment will be crossing Sg. Kayu Ara, Sg Penchala and Sg
Klang. The alignment will also cross monsoon drains while travelling along Jalan Semangat and Jalan
Penchala. Besides that, the proposed alignment will also travel by the lake of Taman Tasik Jaya along
Jalan Timur.
6.3.3
Water Pollution
Land clearing activities (i.e. removal of shrubs, grasses and any built-up structures), for the
construction of the expressway, toll gate and its ancillary facilities, even though minor, will still expose
soil surface to physical elements such as wind and rain. Heavy rain will erode any bare ground
surfaces and lead to the discharge of sediment-laden runoff into the urban drainage systems and
receiving water bodies (Sg. Kayu Ara, Sg. Penchala and Sg. Klang).
Besides silt, there is also the potential of construction waste materials and pollutants entering the
nearby drainage system and subsequently the nearby rivers. The improper storage and indiscriminate
disposal of wastes can lead to blockages of the local drains, thus creating breeding grounds for
disease vectors and decreasing the aesthetic view of the area.
The potential impacts to water quality during the construction phase include:
Sediment runoff from site clearing activities carried out along the project site may increase the TSS
and turbidity levels of Sg. Kayu Ara, Sg. Penchala and Sg. Klang;
The biomass, if any, from site clearing may enter the river, causing blockage of flow and their
decomposition will increase the BOD and COD of the rivers;
Indiscriminate disposal of solid wastes from construction activities, spoils and debris into the
temporary and adjacent drains will affect the flow, capacity and quality of the rivers water.
Pollution from oil and grease due to spillage or leakage of waste oils, fuels, and lubricants from
temporary storage facilities and machinery used in the land clearing and construction works.
6-12

Figure 6.2 : Flooded Areas of Selangor
6-13

6.3.4
Air Pollution
Dust emission and dispersion represent a major source of potential impact on air quality. In addition,
emissions from construction vehicles and machinery could contribute to degradation of the air quality.
The primary concern of air pollution is the impacts on aesthetics, safety, personal discomfort and
health. These undesirable effects are summarized in Table 6.4.
Table 6.4: Detrimental Effects of Air Pollutants
Effect
Aesthetics
Economic Losses
Safety Hazards
Health Hazards
Source: Canter, 1977.
Description
Loss of clarity with high dust fallout.
Damage to vegetation, crops and livestock. Corrosion of metals, darkening of
lead-based white paint, cracking of rubber and deterioration of fabrics.
Decreased visibility affecting ground and air transportation.
Eye irritation and respiratory difficulties.
The main air pollution problem during the construction period of the Proposed Project would be fugitive
dust. These are particulates that are not discharged into the atmosphere in a confined flow-stream and
are generated from exposed open sources. Air pollution will potentially be highest during the
construction phase.
During construction period, the following activities have the potential of generating air pollution:
Transportation of equipment and material
Site clearing
Piling and construction works
Besides emissions from construction vehicles and machinery, dust will be the primary source of
pollutants during the initial site preparation such as site clearing and cut and fill works at the designated
locations within the alignment. Its impact will be quite variable, depending on the intensity of
construction works and the extent of exposed soil as well as the prevailing wind and soil moisture
conditions.
Dust generation will potentially be highest during the site clearing activity at Toll C at the green area
near Taman Dato Harun (PJS3). Dust generation may also increase when cut and fill works
commence at the TUDM area. The transportation of construction materials such as cement, gravel and
sand as well as waste material may cause an increase in the ambient dust level along the access
roads. This may cause inconvenience and discomfort to some of the residents living in the vicinity of
the project site and access roads.
At the proposed alignment, the air pollution is expected to be more noticeable during the site clearing
for the at-grade areas as compared to the pilling areas. This would include the beginning parts of the
ramps and interchanges.
The wind rose data from the Subang Airport Station indicates that the prevailing wind direction to be
from the northwest and north directions (refer Figure 5.8). Therefore, higher dust level could be
anticipated at areas to the southeast and south of the alignment. Sensitive receptors that fall within
these areas would include SMK Tropicana, SRK Tropicana, Bayu Puteri Tropicana Apartments,
Sunway Sutera Condominum, Riana Green Condominium, SJKT Effingham, Masjid Tun Abdul Aziz,
6-14

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

During the construction phase, the bulk of the noise is expected from construction activities involving
piling and drilling machinery, excavators, dump trucks, backhoes and compactors. These will produce
noise during their operations. Their noise levels will be predicted to assess their disturbance onto the
sensitive receptors.
6.3.5.2 Methodology
In the assessment of noise, a common statistical descriptor is LAeq. LAeq is the constant, average noise
level, which over a period of time, contains the same amount of energy as the varying levels of the
background or traffic noise. The total equivalent sound level for a typical workday during a particular
construction phase can be computed as follows:
LAeq = 10 x log10 [ 10(LAeq i / 10)] (dB)
Where,
LAeq, total = the total equivalent noise level for a typical workday during a given period;
k
= the number of different types of equipment; and
LAeq, i = the equivalent noise level for equipment type, i.
Giving the total equivalent sound level from a construction site or point source, noise at specific
distances from a point source is calculated using the formula for distance attenuation:
L = L0 - 20 Log D
Where,
L = noise level at D meters away from the source;
L0= noise level measured at 1 m from the source; and
D = distance from the point source in m.
6.3.5.3 Assessment Results
Table 6.5 presents typical noise levels from equipment and machinery likely to be used at the
construction site. The estimated highest noise levels are expected during cut and fill activities at the
TUDM area, where noise sources include trucks, dozers, backhoes, tractors and generators. The
combined noise level from these sources is estimated at 88.4 dBA.
6-15

Table 6.5: Typical Noise Level from Construction Equipment

No.
Equipment
Typical Noise Level, LAeq, at 15 m

in dB(A)
88
81
85
88
87
89
76
85
85
85
77
73
76
88.4
1
Truck
2
Portable air compressors
3
Concrete mixer (truck)
4
Jackhammer
5
Dozer
6
Paver
7
Generator
8
Bore piling
9
Pneumatic tools
10
Backhoe
11
Mobile crane
12
Tractors
13
Pump
LAeq, total
Estimated on-site noise level
Source: May, D.N., 1978; Noise and Vibration, 2006.
Note: The noise levels presented are without noise reduction mechanisms.
During the construction phase, the actual noise level is expected to be much lower than the predicted
level as not all equipment will be used simultaneously. The equipment will not remain stationary and
will likely be scattered over the site. Hence, the impact is expected to be localized and temporal.
Nevertheless, mitigating measures are proposed during the construction phase. In addition, the noise
level during the construction phase will be closely monitored.
Sensitive receptors along the Projects alignment have been identified and baseline noise monitoring at
the sensitive receptors was conducted in conjunction with the EIA study. During the daytime, the
highest background noise was recorded at 69.0 dBA. With the baseline results as background noise,
the cumulative noise level due to the construction noise and background noise is estimated at 88.45
dBA. Noise level guideline limits for construction activities are referred to Schedule 6 of the Planning
Guidelines for Environmental Noise Limits and Control, DOE 2007. The estimated cumulative noise
levels at sensitive receptors are indeed below the Lmax 90 dBA. Compliance to L90 and L10 during the
construction phase could be achieved via mitigating measures and noise control management as
highlighted in Chapter 7. Close monitoring should be implemented in this regard.
6.3.6
Vibration
The potential for vibration impact at the adjacent sensitive locations along the alignment during the
construction phase is mainly from piling operations and vehicular movements. The more significant of
these is the vibration impact from piling operations.
Vibration standards are categorised under two levels: those dealing with human comfort and those
dealing with cosmetic or structural damage to buildings. In both instances, it is appropriate to consider
the magnitude of vibration in terms of Peak Particle Velocity (PPV).
6-16

The Planning Guidelines for Vibration Limits and Control by the Department of Environment provides
guidelines to protect against both adverse human response and structural damage to buildings during
the construction phase. The vibration limits are shown in Table 6.6 and Table 6.7 below:
Table 6.6: Recommended Limits for Human Response and Annoyance from Short Term
Vibrations (refer Figure 6.3)
Vibration Sensitive Areas
Residential
Industrial
Daytime
7.00 am - 10.00 pm
Curve 1
Curve 8 to Curve 16
Curve 16 to Curve 20
Night-Time
10.00 pm - 7.00 am
Curve 1
Curve 4
Curve 16 to Curve 20
Curve 32
Curve 32
Source: Schedule 6 (Planning Guideline for Vibration Limits and Control in the Environment, 2004)
Table 6.7: Recommended Limits for Damage Risk in Buildings from Short Term Vibration
Type of Structure
Vibration Velocity vi [mm/s]

at foundation (as defined by
the respective rating curves
of Figure 6.4)
Curve C
Curve B
Vibration Velocity vi
[mm/s] at plane of floor of
uppermost full storey (all
frequencies)
40
15
Industrial buildings and buildings of similar design

Commercial building, dwelling and buildings of
similar design and/or use
Structures that, because of their particular
Curve A
8
sensitivity to vibration, do not correspond to those
listed above, or of great intrinsic value (e.g.
residential houses, or buildings that are under
preservation order)
Source: Schedule 2 (Planning Guideline for Vibration Limits and Control in the Environment, 2004)
6-17

Figure 6.3: Building vibration z-axis curves for peak velocity
Figure 6.4: Foundation Vibration Velocity Limiting Values for Vectorial Sum of
Vibration Levels in Three Orthogonal Axes
6-18

Additional applicable guidelines were also extracted from the following:
BS 6472: 1992 Guide to Evaluation of human exposure to vibration in buildings (1 Hz to 80 Hz).

BS 5228: 1992 Noise control on construction and open sites Part 4: Code of practice for noise
and vibration control applicable to piling operations.
DIN 4150 Part 3: Structural vibration in buildings.
Based on the above DOE Guildelines, the acceptable criteria for short term vibration such as piling
operations are Curve 8 to Curve 16 for daytime and Curve 4 for night time for residential landuse. As
bored piling will be used, no significant vibration impact is anticipated during the construction phase.
6.3.7
Ecology
6.3.7.1 Flora
Any impact on flora is minimal as the ROW of the proposed project will mostly be within the existing
road and river reserves that are mainly covered with grasses and common shrubs. The vegetation
would be removed during land preparation for the proposed project. Any biomass removed from the
site will be disposed off by licensed contractors to the approved municipal dumpsite.
There are no endemic species affected and the removal of any flora at the proposed project site will not
affect the biodiversity of plant species in the area.
6.3.7.2 Fauna
Along the ROW of the proposed project, the animal species are relatively low in terms of both
abundance and diversity due to the degraded urban habitats on both sides of the proposed alignment
and the absence of any vegetated areas. Therefore, no impact on fauna is expected.
6.3.8

During the construction phase, the existing roads will be utilised as the main routes for transportation of
construction and fill materials to the designated construction areas. The removal of construction waste
and debris will also utilise these roads. Such transportation routes should avoid the internal service
roads within residential housing and to take cognizance of the peak traffic hours on the main roads.
During the transportation of raw materials, spillage onto public roads may create a traffic nuisance and
as a result cause inconvenience and a potential hazard to other road users. With proper traffic
management in place, the increase in traffic during the construction period is not expected to cause
traffic congestion on the existing internal roads. The source of fill material can only be determined
during the detailed design stage of the alignment and therefore the route of transportation for fill
material will be detailed in the Environmental Management Plan.
The problem of traffic disruption and congestion is mostly likely to occur during the piling of the
viaducts at the road median especially at the busier commercial areas and main roads. This impact is
nevertheless short-termed and limited to the period of construction as well as localised at specific areas
in accordance to the development schedule of the proposed Project.
6-19

6.3.9
Landuse and Zoning

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

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

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

Table 6.8: Residential and Commercial Lots Involved in Land Acquisition

Area
Pekan Kayu Ara
Section 9 Bandar PJ
Section 39 Bandar PJ
(Section 19)
Section 8 Bandar PJ
Building Type
Concrete House
1 Storey Terraced Houses
13 Storey Flats
4 Storey Shop Houses
Terraced Houses
Concrete Houses
Acquisition Type
Partial
Complete
Complete
Complete
Partial
Complete
Complete
Complete
Complete
Partial
Complete
Complete
Partial
Partial
Number of lots
1
9
1
2
1
22
4
14
1
1
7
3
1
5
Shops
Partial
Terraced Houses
Partial
Complete
Partial
Partial
Complete
Partial
Complete
Partial
Partial
1
8
1
1
1
2
8
1
2

4 Storey Shops
(Section 51)
Bandar PJ Selatan
Shops
Pekan Puchong Jaya
Pekan Kinrara
3 Storey Shops
2 Storey Bungalow
The location of the affected lots described above is shown in the land acquisition plans attached in
Appendix 4. Any land acquisition exercise must adhere to the Land Acquisition Act and is to be carried
out by the government.
6.3.10.5 Socio Economy
The social impact consequence from the compulsory acquisition of land will necessitate the relocation
of occupants or residents of buildings / houses. Where such land has been occupied for long periods of
time, especially residential buildings, the relocation may cause an uprooting of familiar social ties that is
generally not well accepted even when fair and adequate compensation has been provided for. The
problem is further amplified if large numbers of land lots are involved and comprise a significant portion
of the local community.
The construction phase may bring about some positive benefits to the local community in terms of
increased activity and a requirement for small supplies and increase in retail spending from the
increased number of workers. However, the general negative impacts will be temporary disruption to
local traffic, causing increased congestion along the affected roads and impaired aesthetics, especially
at areas which are busy commercial areas now. During the construction of the viaducts at the road
median, for safety reasons, the temporary closure of certain roads or short stretches of the affected
roads in stages is required. This would cause an increase in traffic congestion as well as possibly
restrict or even sever accessibility to local residents and commercial operators along the affected
6-22

roads. Some of the roads like the Jalan Semangat and Jalan Penchala area may experience major
traffic management problems due to lane closures.
Toll gates are proposed at the existing NKVEs Damansara Toll area, above the area and on part of
Jalan Harapan between Section 17 and Section 19 (CH 3020 to CH 3400), and the green area near
Taman Dato Harun of Petaling Jaya PJS 2 (CH 9640 to CH 10000). The land area around the proposed
Toll Gates will be fenced for security reasons and this area will not be accessible as a throughway for
local residents. This will hinder the free access to and fro between those areas.
6.3.11 Solid and Scheduled Waste
Solid waste generated from the construction stage includes construction debris as well as domestic
waste from workers. The main types of solid waste expected from the Project site comprise mainly
domestic waste (food wastes, rubbish and general discards) and construction debris. These wastes can
pollute the water quality of the receiving waterways if there are improper disposal of these wastes. The
indiscriminate disposal of solid waste can result in a health hazard to local residents. As there will be no
site camps housing workers in the immediate work areas, there is no impact from the generation of
domestic and food waste from such camps.
There will also be scheduled wastes such as waste oil, lubricants, paints and other chemicals used
during the construction phase. All scheduled wastes have to be stored, removed and disposed
according to the Scheduled Waste Regulations 2005.
6.3.12 Project Abandonment
If due to unforeseen circumstances that project abandonment occurs at any stage during the
construction work, there is a major fiscal loss as the cost of the construction works is irrecoverable and
any equipment already mobilized into the site or installed will have to be dismantled and additional
costs incurred for removal. There is little potential environmental impact with the proper removal and
disposal of construction / demolition debris to the approved Municipal dumpsite.
In the unlikely event that the proposed Project, at any stage, cannot proceed and has to be abandoned,
the likely impacts will depend on the state of progress that has been achieved prior to work stoppage.
If the Project is abandoned during site clearing, the likely impacts are as follows:
Sedimentation and water pollution of Sg. Kayu Ara, Sg. Penchala and Sg. Klang downstream from
the Project alignment due to increased TSS and turbidity;
Complaints from the public due to sedimentation of waterways;
Unsightly view of the Project site.
If the Project is abandoned during construction stage, the likely impacts are as follows:
Unsightly view;
Clogging of waterways with construction debris from the Project;
Water pollution of the rivers due to debris from the site;
Complaints from the public due to various wastes (construction waste, solid waste and scheduled
waste); and
6-23

Abandonment during the piling stage will be aesthetically unpleasant due to the presence of
uncompleted piles. In addition, the partially completed structures, construction debris scattered around
the site and any abandoned stores and sheds will further affect the visual appearance of the overall
area.
6.4
OPERATIONAL PHASE
6.4.1

During the operational phase, surface runoff detention is crucial in drainage planning due to the
reduction in rainfall infiltration capacity in the presence of more built-up facilities. As the proposed
alignment will be mostly elevated, the drainage will in main comprises deck drains that will eventually
channel the water to the at-grade drains via horizontal runner pipes and vertical down pipes. The downpipes will discharge into the sumps at road level and being directed to an approved discharge point on
the road. The rain water down pipes from the deck shall be concealed within the concrete. The design
standard for the drains will be in accordance with the requirements stipulated in the Urban Stormwater
Management Manual for Malaysia (MSMA 2nd Edition) published by the Department of Irrigation and
Drainage Malaysia (DID) in 2000. The drainage infrastructure will be designed to cater for peak flows
arising from storms of different Average Recurrence Intervals (ARI).
6.4.2
Water Pollution
When the toll plaza amenities are in full operation, wastewater comprising of sewage and sullage will
be generated from the bathroom facilities. The wastewater will be channeled into a sewerage tank for
storage and primary treatment before discharging into the existing manhole to be drained to the nearby
Sewerage Treatment Plant. Hence, no major water pollution is expected given that the sewerage
system is maintained frequently and ensured to be functioning effectively.
Meanwhile, the following impacts may also occur on a reduced scale during the operational phase
along the road alignment:
6.4.3
Oil and grease/chemicals/hazardous material spills from automobiles/transportation trucks and

lorries during accidents.
Soot, grime and other pollutants, which are expected to be expelled from the exhaust pipes and
then eventually settle to the ground.
Indiscriminate littering of waste such as paper, plastic, bottles, cans, etc by the road users.
Noise Pollution
6.4.3.1 Noise Source

During the operational phase, the proposed KIDEX can potentially generate high noise levels due to the
vehicular movements. One method of assessing noise that arises from vehicular movements is to apply
assessments used in traffic noise modelling. Traffic noise depends on various road traffic
characteristics such as volume, speed and their immediate environment such as elevation height and
distance from the roads. Generally, traffic noise is increased by volume of traffic and high speeds.
6-24

6.4.3.2 Methodology
The mathematical model software used, CUSTIC 2.0 provides options to model noise emissions from a
wide range of sources that might be present at industrial areas and urban areas. The basis of the
model is the linear sound propagation equation, which is used to model simple point or line source
emissions from vehicles or industries.
The noise modelling is carried out based on the projected traffic volume up to year 2045. As the
elevation height of the expressway is varied, this has been taken into consideration as part of the input
data. These elevation data together with the traffic volume are tabulated in Table 6.8. Other input such
as vehicle velocity is based on the design speed of the expressway i.e. 80 km/hr.
The noise modeling is based on the following assumptions, which are considered as worst-case
scenario:
Maximum projected traffic volume and speed limit of the expressway.
Results of the modelling shown in contours are the predicted traffic noise level at 1m height from
ground surface.
Peak traffic volume/hr and nighttime (2200 1900) traffic volume/hr is estimated as 10% and 1%
respectively, based on the total daily traffic volume.
6.4.3.3 Assessment Results
The input data for the noise modelling is as shown in Table 6.9. Computed noise contours generated
from the assessment during daytime and nighttime are illustrated in Figure 6.6 and Figure 6.7,
respectively.
Table 6.9 : Input Data for Noise Modeling
Chainage
0 - 1100
1Height
Elevated
Bridge (m)
18
1100 1580
15
1580 - 2460
25
2460 3600
15
3600 6240
12
6240 - 6560
20
6560 7640
12
7640 9000
12
9000 9920
20
of
2Peak
Traffic 2Nighttime Traffic

Volume (PCU/hr)
Volume (PCU/hr)
6336
6336
6336
6336
6336
6336
6336
6336
6336
6336
6336
6336
6336
6336
6336
6336
6336
6336
634
634
634
634
634
634
634
634
634
634
634
634
634
634
634
634
634
634
Direction
Southbound
Northbound
Southbound
Northbound
Southbound
Northbound
Southbound
Northbound
Southbound
Northbound
Southbound
Northbound
Southbound
Northbound
Southbound
Northbound
Southbound
Northbound
6-25

Chainage
1Height
9920 10340
Elevated
Bridge (m)
15
10340 - 12920
12
12920 13020
15
13020 13640
20
13640 13720
12
5000 - 5520
15
5520 - 6020
20
6020 - 6340
15
of
2Peak
Traffic 2Nighttime Traffic

Volume (PCU/hr)
Volume (PCU/hr)
6336
6336
6336
6336
6336
6336
6336
6336
6336
6336
6336
6336
6336
6336
6336
6336
634
634
634
634
634
634
634
634
634
634
634
634
634
634
634
634
Direction
Southbound
Northbound
Southbound
Northbound
Southbound
Northbound
Southbound
Northbound
Southbound
Northbound
Southbound
Northbound
Southbound
Northbound
Southbound
Northbound
Note:
1. Approximate elevation height from the existing ground level.
2. Data is based on KIDEX Traffic Forecasting report prepared by SKM Colin Buchanan up to year 2045.
Peak traffic volume/hr and nighttime (2200 1900) traffic volume/hr is estimated as 10% and 1%
respectively, based on the total daily traffic volume.
Tunnel Effect
Tunnel effect refers to reflective noise by solid obstacles leading to higher noise within the area of noise
reflection. With the proposed KIDEX, tunnel effect may occur due to the noise from existing traffic flow being
reflected by the structure of KIDEX.
The traffic noise (mainly due to tyre/road interaction) is much greater to the horizontal direction than the
vertical direction in terms of sound propagation. In view the proposed KIDEX is elevated right on top of the
existing roads, echo effect or noise reflected at the elevated alignment (at least 12m from the ground) due
to the at-grade traffic noise would be insignificant and negligible.
General studies also indicate that the potential tunnel echo effect arises from closed viaducts or solid
walled viaducts and embankments. For the present design, the viaducts are raised on piers and the raised
platform level at a 2 lane carriageway width is narrower than the at-grade section below. This reduces and
eliminates the possibility of the tunnel echo effect from occurring.
The Standard of UK Method for Calculation of Road Traffic Noise (CRTN) suggests a correction factor at
receptor (due to reflection) of + 1.5 (dBA, where = cumulative angles of obstacle from noise
source; and = total angle of coverage as illustrated in the figure below:
6-26

When the obstacle is continuously lined along the receptor, equals toand this gives the maximum
correction factor of 1.5 dBA.
Prediction of Tunnel Effect due to KIDEX
As stated in the preceding section, tunnel effect may occur due to the noise from existing traffic flow
being reflected by the structure of KIDEX. This section predicts the significance of tunnel effect along
KIDEX. For the existing traffic data, it is divided into 5 sections and assumptions were conservatively
made on the traffic volume, speed and the nearest distance between noise sources (existing vehicular
movement) to the houses. The projected at grade traffic data is shown in Table 6.10, together with
estimated noise levels at the nearest houses. Similar method was used in predicting the noise level as
described in Section 6.4.3.2.
Table 6.10: Estimated Noise Level due to Projected At Grade Traffic Volume and Tunnel Effect
1Section
A along Sprint
B along Jalan Harapan,
Jalan Semangat
C along Jalan Utara, Jalan
Timur, Jalan Barat
D along Jalan Pencala, to
Jalan Puchong
Daytime
Traffic
volume
(PCU/hr)
Speed
(km/hr)
Distance from
noise source
to house (m)
2Estimated
5,000
Noise Level at
the Nearest House (dBA)
Without
KIDEX
With
KIDEX
90
30
71.2
72.7
4,000
60
15
70.8
72.3
4,000
50
10
75.9
77.4
3,000
50
15
66.8
68.3
6-27

1Section
Daytime
Traffic
volume
(PCU/hr)
Speed
(km/hr)
Distance from
noise source
to house (m)
2Estimated
Noise Level at
the Nearest House (dBA)
Without
KIDEX
With
KIDEX
E from Jalan Puchong to

2,000
40
20
63.3
64.8
Lebuhraya Bukit Jalil
Note:
1. Sections involved refer to schematic diagram of KIDEX (Figure 6.5).
2. Maximum tunnel effect / reflective noise of 1.5 dBA is added to projected future at grade traffic noise level
with the construction of KIDEX.
The estimated noise levels are compared with Schedule 4 of The Planning Guidelines for Environmental
Noise Limits and Control, DOE 2007, which stipulates the permissible levels of 65 dBA during daytime for
urban residential area. Based on the estimated noise levels (Table 6.9), the at grade traffic noise level at the
nearest house already exceeds the permissible level of 65 dB(A) at all sections except Section E. With the
KIDEX structure constructed and with the additional reflective noise (Tunnel Effect), all stations still exceed
the permissible level (except Section E) and therefore would be subjected to the same compliance
requirements if KIDEX was not constructed. As discussed before, the maximum increase in noise levels
from the tunnel effect with KIDEX is only 1.5 dB(A). Based on this, the increase in 1.5 dB(A) due to
reflective noise is not expected to be significant and moreover, the compliance status would still be similar.
6-28

Figure 6.5: Divided Sections along KIDEX
6-29

Figure 6.6: Predicted Noise Contours due to the Proposed Project during Daytime (36 to 72 dBA at 12
dBA Interval)
6-30

Figure 6.7: Predicted Noise Contours due to the Proposed Project during Night time (33 to 63 dBA at
10dBA Interval)
6-31

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

Sound pressure level at source i, where i = 1, 2, 3..n, dB
Table 6.11 and Table 6.12 show the results of the computed combining noise level at the sensitive
receptors at ground level during daytime and nighttime respectively.
Table 6.11: Estimated Noise Level at Sensitive Receptors (Ground Level) during Daytime
Station
N1
N2
N3
N4
N5
N6
N7
N8
N9
N10
N11
N12
N13
N14
Sensitive
Receptor
SJKT Effingham
Jalan SS22/2,
Damansara
Jaya
SJKC Chung
Hwa
Section 17
SK Sri Petaling
Section 11
Section 14
Section 4
Section 2
PJS3
Kinrara Seksyen
2
Kompleks Suria
Kinrara
Hospital
Angkatan
Tentera
Bandara Kinrara
Section 2
Baseline Leq (dBA)

56.4
Baseline L90 (dBA)

53.7
53.0
50.1
66.2
1Projected
Traffic
Noise (dBA)
67.4
Cumulative
Noise Level
67.7
Increment
2Permissible
63.7
Level
56.4
71.2
71.3
65.0
53.0
57.0
66.9
69.6
67.0
66.2
63.1
62.5
64.6
61.6
67.2
62.5
58.3
59.6
60.8
59.2
56.5
64.7
54.0
53.2
72.1
70.6
68.4
72.0
71.2
68.8
67.2
72.6
71.2
69.9
72.4
72.7
69.7
67.7
65.0
70.8
69.2
65.0
74.7
65.0
65.0
63.1
62.5
64.6
61.6
67.2
62.5
58.3
69.0
66.9
72.0
73.8
76.9
69.0
63.2
61.3
72.0
72.5
65.0
63.2
51.4
48.8
66.7
66.8
55.0
51.4
62.1
57.2
68.5
69.4
65.0
62.1
6-32

Note:
1. Projected traffic noise at 1m height from existing ground level.
2. Permissible noise level, L90 + 10dBA for Stations 1, 3, 5 to 6, 8 & 11 (Schedule 2). Permissible noise
level of 55 dBA for Station 13. Permissible noise level of 65 dBA for Stations 2, 4, 7, 9, 10, 12 & 14
(Schedule 4) - Planning Guidelines for Environmental Noise Limits and Control.
Table 6.12: Estimated Noise Level at Sensitive Receptors (Ground Level) during Nighttime
Station
N1
N2
N3
N4
N5
N6
N7
N8
N9
N10
N11
N12
N13
N14
Sensitive
Receptor
SJKT Effingham
Jalan SS22/2,
Damansara Jaya
SJKC Chung
Hwa
Section 17
SK Sri Petaling
Section 11
Section 14
Section 4
Section 2
PJS3
Kinrara Seksyen
2
Kompleks Suria
Kinrara
Hospital
Angkatan
Tentera
Bandara Kinrara
Section 2
Baseline Leq (dBA)
Baseline L90 (dBA)
1Projected
Cumulative
Noise Level
53
49.6
Traffic Noise
(dBA)
57.3
52
49.3
57
2Permissible
Increment
58.7
54.6
Level
(L90 + 10dBA)
53
62.0
62.4
60.0
52
55.1
57.3
60.2
60.1
57
58.8
59.6
59.2
54.6
63.6
55.7
57.8
57
56.5
55
52.3
62.1
53.9
56.7
61.8
62.3
56.8
55.6
57.4
56.8
57.2
63.6
64.2
61.2
58.1
64.5
59.3
60.5
60.0
61.5
65.0
60.0
72.1
60.0
60.0
58.8
59.6
59.2
54.6
63.6
55.7
57.8
66.0
60.7
62.0
67.5
70.7
66.0
60.3
58.2
62.0
64.2
68.2
60.3
52.7
51
56.7
58.2
56.0
52.7
57.2
55.5
58.5
60.9
60.0
57.2
Note:
1. Projected traffic noise at 1m height from existing ground level.
2. Permissible noise level (L90 + 5dBA) for Stations 1, 3, 5 & 13. Permissible noise level (L90 + 10dBA)
for Stations 6, 8, 11, 12 (Schedule 2). Permissible noise level of 60 dBA for Stations 2, 4, 7, 9, 10 &
14 (Schedule 4) - Planning Guidelines for Environmental Noise Limits and Control.
The cumulative noise level is compared with applicable reference limits as discussed in Section 5.2.10.1
(Schedule 2, Schedule 3 or Schedule 4 of the Planning Guidelines for Environmental Noise Limits and
Control). With these reference limits, noise levels at the following locations have exceeded the
permissible levels:
SJKT Effingham during daytime and night time,

Jalan SS22/2 during daytime and night time,
SJKC Chung Hwa during daytime and night time,
Section 17 during daytime and night time,
SK Sri Petaling during daytime and night time,
Section 11 during daytime,
6-33


PJS3 during daytime and night time,
Kompleks Suria Kinrara during daytime,
Hospital Angkatan Tentera during daytime and night time,
Bandar Kinrara Section 2 during daytime and night time.
Nevertheless, the modelling was based on the worst case scenario whereby the peak hour traffic in
year 2045 is used. Less traffic volume from KIDEX is expected in recent years and this result in lower
traffic noise.
Of the sensitive receptors, the following high rise buildings that are located in close proximity to the
elevated bridge have been identified:
Near Station N4: Ameera Residences Condo, Tmn Desa Pesona Condo, Damansara Bestari
Apartment, Jasmine Tower Condo,
Near Station N7:Tun Hussein Onn Eye Hospital, Istara Condo
Near Station N10: Flat Taman Seri Manja, Pangsapuri Desa Sepakat
Near Station N11: Sri Sunway Apartment
Near Station N12: Kompleks Suria Kinrara, Vista Lavender
Hence, a direct traffic noise similar to the height of elevated portion was estimated as shown in Table
6.13 and Table 6.14.
Table 6.13: Estimated Noise Level at Sensitive Receptors (High Rise) during Daytime
1Baseline - L
2Projected Traffic
Station of
Cumulative
eq
Coverage
(dBA)
Noise (dBA)
Noise Level
63.1
70.4
71.1
N4
61.6
70.4
70.9
N7
58.3
70.4
70.7
N10
69.0
70.4
72.8
N11
63.2
70.4
71.2
N12
Note:
1. Assume existing noise level at higher ground is similar to the baseline results.
2. Projected traffic noise at height level similar to the elevated bridge.
Permissible
Level (dBA)
65.0
65.0
65.0
76.9
65.0
Table 6.14: Estimated Noise Level at Sensitive Receptors (High Rise) during Nighttime
1Baseline - L
2Projected Traffic
Station of
Cumulative
eq
Coverage
(dBA)
Noise (dBA)
Noise Level
58.8
60.3
62.6
N4
54.6
60.3
61.3
N7
57.8
60.3
62.2
N10
66.0
60.3
67.0
N11
60.3
60.3
63.3
N12
Note:
1. Assume existing noise level at higher ground is similar to the baseline results.
2. Projected traffic noise at height level similar to the elevated bridge.
Permissible
Level (dBA)
62.0
60.0
60.0
70.7
68.2
6-34

For high rise structure, the predicted cumulative noise levels are above the permissible levels at all
locations except Station N11. Noise barriers at the affected locations are deemed necessary to
minimize the impact to acceptable levels.
6.4.4
Vibration
The vibration produced during the operational phase, when projected traffic is flowing at the peak
volume, is not expected to cause any discomfort or affect the health of individuals. For the purpose of
operational phase vibration impact assessment, actual measured vibrations from road traffic were used
to substantiate the likely traffic induced vibration amplitudes (refer Appendix 3 for full results).
The highest vertical vibration peak velocity was 3.03 mm/s at the end of Jalan 17/20, Section 17. Based
on the DOEs Recommended Limits for Damage Risk in Buildings from Steady State Vibration as
shown in Table 6.15 below, vibration from the traffic operations in all areas is therefore anticipated to be
below 5 mm/s and is within the DOE guidelines. Therefore, no adverse vibration impact is expected.
Table 6.15: Recommended Limits for Damage Risk in Buildings from Steady State Vibration.
Recommended Vertical Vibration peak
Velocity (mm/s)
Damage Description
Safe
Caution Level
inevitable)
Less than 3
(Damage
not
necessary
3 to 5
Minor Damage
5 to 30
Major Damage
More than 30
Source: Schedule 1 : DOEs Planning Guidelines for Vibration Limits and Control in the Environment,
2004
6.4.5
Air Pollution
Air pollution is an inevitable with the increase of traffic volume during the operation phase. The primary
emissions of air pollutants from automobiles are carbon monoxide (CO), nitrogen oxides (NOx) and
organic compounds. Air modeling was carried out to determine the extent of the air pollution during the
operational phase of the Project.
6.4.5.1 Air Quality Modeling

Any potential source of air pollutants will be the emissions from the vehicles utilizing the proposed
Project. According to the Environmental Quality Report 2009 published by the DOE, motor vehicles
have been identified as a major contributor to air pollution, contributing 98% of carbon monoxide (CO)
and 28% of nitrogen oxides (NOx) emission loads in 2009. Among these pollutants, CO is of most
concern as it is toxic in high concentrations, whereas the other two pollutants are generated in lower
quantities. As such, air quality modeling was carried out to determine the emissions of CO from the
increase in traffic due to the Project development.
6-35

i)
Air Quality Model
CALINE4 is an air dispersion model developed by the California Department of Transportation

(CALTRANS) used to predict concentrations of CO near roadways. Its predecessor, CALINE3, is one of
the air dispersion models recommended by the US Environmental Protection Agency. CALINE4 is a
simple line source Gaussian plume dispersion model capable of determining 1-hour and 8-hour
average CO concentrations at receptor locations downwind of highways located in relatively
uncomplicated terrain. CALINE 4 requires the following input data:
Roadway geometry
Worst-case meteorological parameters
Traffic volumes
Vehicular emission rates
Receptor positions
The CALINE4 model was applied to the alignment sections of the Project alignment that are located
nearest to the closest sensitive receptors. The CALINE4 model was used for calculating the 1-hour
average CO concentrations. The mixing zone width (roadway width plus 3 meters on either side) was
based on typical cross sections of the engineering drawings for the roads (dual lane carriageway). The
roughness coefficient was assumed to be 200 cm, which corresponds to centers of large towns or
cities, suitable for urbanized areas like that traversed by the alignment. The altitude above mean sea
level was assumed to be 36 m, according to the average topographic levels. The peak hour traffic for
the entire alignment is 6336 PCU/hour. The peak hour traffic was based on the prediction up to year
2045 once the Project is fully in operation.
Vehicular emission rates were based on the current legislation governing the emissions from petrol and
diesel engines, which is the Environmental Quality (Control of Emission from Petrol & Diesel Engines),
Regulations, 1996. The maximum allowable emission limit for CO is currently set at 6.90 g/km for
heavy vehicles (reference mass of > 1700 kg). The 1-hour average concentrations for CO were
simulated based on the projected traffic volumes using the worst-case wind speeds and wind angles.
The run conditions were based on the existing meteorological data and annual average ambient
concentrations for CO, which was 0.7288 ppm for urban areas in 2009 (EQR, 2009). The modeling was
performed using the two extremes of the atmospheric stability classes; the most stable (Class 7) and
the most turbulent (Class 1).
The receptor positions were based on the locations for the potentially closest sensitive receptors and
can be viewed as representations for other affected areas of similar land use. Appendix 7 shows the
output results of the air quality modeling. A summary is shown in the following table of the predicted CO
levels based on the worst case scenario, i.e. maximum allowable limit for CO emission for heavy
vehicles at 6.9 g/km. The modeling was also carried out based on two other scenarios that may closer
represent site conditions as follows:
Scenario A: Model run using the maximum allowable CO emission limit for light motor vehicles (as
light vehicles still comprises the highest percentage) of 2.2 g/km.
Scenario B: Model run using the maximum allowable CO emission limit for medium heavy vehicles
(reference mass of 1250 to 1700 tonnes) at 5.17 g/km.
The results are shown in Table 6.16.
6-36

Table 6.16: Predicted 1-Hour CO Concentrations upon Project Completion

Predicted 1-Hour Average CO Concentrations (ppm)
Location
SJKT Effingham (A1)

(A2)
Section 17 (A3)
SK Sri Petaling (A4)
Section 11 (A5)
Section 14 (A6)
Section 4 (A7)
PJS3 (A8)
Kompleks Suria Kinrara (A9)
Hospital Angkatan Tentera (A10)
Worst Case
Scenario A
Scenario B
Class 1
1.9
Class 7
2.4
Class 1
1.1
Class 7
1.2
Class 1
1.6
Class 7
2.0
2.1
2.7
1.1
1.3
1.8
2.2
2.1
5.4
6.0
1.3
4.8
2.9
6.9
2.7
2.6
5.7
4.5
2.2
5.6
4.0
7.6
3.1
1.1
2.2
2.4
0.9
2.0
1.4
2.6
1.3
1.3
2.3
1.9
1.2
2.2
1.7
2.9
1.5
1.8
4.2
4.6
1.1
3.8
2.3
5.3
2.2
2.1
4.4
3.5
1.8
4.4
3.1
5.8
2.5
In reference to the worst case scenario, where we assume all vehicles using the highway will be heavy
vehicle (trucks and lorries), the highest predicted 1-hour average concentration at a closest sensitive
receptor is 7.6 ppm (Class 7) at Kompleks Suria Kinrara. From the modeling results, the worst case CO
levels were still well below the Malaysian Air Quality Guidelines for CO concentrations at 30 ppm (1hour averaging time). The CO concentrations for Scenario 1 (light vehicles) and Scenario 2 (medium
heavy vehicles) give lower readings as expected in line with the lower CO emission rates. Hence, it can
be expected that there will be a slight increase in the CO concentrations at the receptors during the
peak hours due to increase in traffic volume, which is the acceptable. The increase is not significant
and the levels will still remain well below the Malaysia Air Quality Guidelines.
6.4.6
Traffic
The operation stage of the Project will have a positive impact on the overall traffic conditions whereby
an overall reduction in traffic congestion of the road system is expected as per the original intention of
the Project. However, during the peak traffic hours, some form of localized traffic congestion is
inevitable at the Toll Gate areas. The operation of the proposed Project will cause redistribution in the
traffic flow and volume of the Petaling Jaya to Puchong road systems. The projected traffic volume for
the passing through toll plazas is summarized as follows:
Table 6.17: Base Case Daily PCUs at Toll Plazas
Base Case Daily PCU
Year of
Toll Plaza North Toll Plaza North Toll Plaza South Toll Plaza South
Operation
(Southbound)
(Northbound)
(Southbound)
(Northbound)
2015
44,488
45,226
31,197
33,681
2020
63,360
63,360
47,856
49,962
2025
63,360
63,360
54,119
55,917
2030
63,360
63,360
61,444
62,968
2035
63,360
63,360
63,359
63,360
2040
63,360
63,360
63,360
63,360
2045
63,360
63,360
63,360
63,360
Source: SKM Colin Buchanan, 2012
Total
154,593
224,538
236,757
251,132
253,439
253,440
253,440
6-37

6.4.7
Socio-Economics
6.4.7.1 Improved Travel

The most positive socio-economic impact is reduced traffic congestion at certain areas such as along
SPRINT Highway after Jalan Sultan Abu Bakar & Penchala Link, Jalan Puchong, LDP from Bandar
Sunway to Sprint Highway and part of Jalan Klang Lama and NPE. In addition, the proposed Project is
expected to bring about positive benefits on the social and economic aspects of the local area with
reference to the reduction of travelling time of the local population which will make the journey easier
and quicker. There is a potential increase in the efficiency of transportation services, in particular for
those who travel regularly either to work, for businesses or visiting friends and relatives.
6.4.7.2 Employment/Business Opportunity
The Project is also expected to create job opportunities for the local population in the daily operation
and maintenance of the Project. However the numbers and the levels are not expected to be large
enough as to significantly impact the economy of the local population. Thus, the overall income levels
and trend are also not expected to increase significantly, although some areas may experience some
inflow of new monies.
6.4.7.3 Land Values
The possible upward change in the values of the houses located near to or within the vicinity of the
proposed line is perceived as an important reasonable outcome of the construction of the Kinrara
Damansara Expressway. The land and house values are expected to change positively on the
perception that the highway would reduce the congestion level. There are the possibilities that demand
for housing on the long-term basis will experience some changes since the public now will perceive that
the traffic system in the affected region will be greatly improved. In general, high end residential areas
may not be positively affected while the middle and lower end properties will see a possible increase in
value and rental returns. This is particularly true for properties in the nearby vicinity especially for rental
properties but perhaps not those directly adjacent to the alignments.
6.4.7.4 Aesthetic and Nuisance
Upon completion of the construction of the Kinrara Damansara Expressway, the physical presence of
the viaducts and the operation of the proposed highway will result in certain social impacts. Where a
property is directly affected and acquisition has been carried out, the affected resident would have
relocated and would no longer be affected by any impacts arising from the operational phase. However,
for properties not directly affected and where mandatory acquisition is not required, these residents will
have to accept the potential impacts in terms of aesthetics. Potential impacts with regards to aesthetics
include:
Deterioration and/or alteration of scenic view with the inclusion of the expressway into the scenery.
Dull and unattractive design of piers and viaducts.
Shaded zones below the expressway, especially where the alignment traverses through closed
and narrow areas such as on the median of roads.
Viewing obstruction of buildings such as business premises from potential customers.
Even with appropriate mitigation measures and with levels well within the regulatory levels, the noise
and vibration from being at close proximity becomes a subjective and negative perception that will
6-38

result in the property being less than desirable and a consequent drastic drop in property value as a
residential or industrial unit.
There is also the possibility that the migrants and non-locals workforce may remain in the vicinity of the
Project site for reemployment and other purposes and thus, may impose excessive demand on the
existing public facilities and services. However, the population distribution is not expected to change
significantly even if large numbers of workers are employed at the work site because of the existing
significant population size in the surrounding region.
6.4.8

The project alignment falls under the jurisdiction of Majlis Bandaraya Petaling Jaya (MBPJ), Majlis
Perbandaran Subang Jaya (MPSJ) and Dewan Bandaraya Kuala Lumpur (DBKL). These local councils
will be responsible for the collection and disposal services. There are no adverse impacts anticipated
from solid waste disposal activities.
6.4.9
Safety and Risks

The proposed design and operation of the Kinrara Damansara Expressway has taken into account
various safety and risk factors. The type of incident and failures could be due to accidents or vehicle
breakdowns, mischief and terrorism. Failures due to the accidents are considered and a proper traffic
control plan as well as emergency response plan will be prepared. If congestion arises due to accidents
or vehicle breakdowns, these vehicles should be removed from the road as quickly as possible. If
roadwork need to be carried out or some lanes must be temporarily closed, these should be done with
the minimum of inconvenience to the general public.
On the overall, these impacts are expected to be relatively short term and with proper traffic control, the
risks and inconvenience to other road users can be minimized. Proper signage and traffic control
devices will be constructed.
6.4.10 Abandonment
Although there is always a remote possibility that the proposed project will cease and subsequently be
abandoned in the future, this could only be due to extraordinary and abnormal circumstances such as
acts of war or violence, economic collapse or other natural disasters or calamities. In such an event,
the option of demolition and removal of the various structures should be considered.
Furthermore, the abandonment of built-up sites creates unaesthetic visual repercussions and a suitable
habitat of harboring pests and disease vectors and indulgence in anti-social behavior and activities.
Employees will also be terminated and displaced from employment.
6-39

6.5 SUMMARY OF IMPACTS

Table 6.18 summarizes the sensitive receptors that had been identified for each location-to-location (KM) alignment for the proposed Kinrara Damansara Expressway
(KIDEX) together with the potential impacts envisaged.
Table 6.18 : Summary of Potential Impacts for Sensitive Receptors
Location
NKVE
Interchange to
Chainage 0 km
Sensitive Receptor
SMK Tropicana
Approximate
distance
50 m
SRK Tropicana
146 m
School: Located adjacent to NKVE, existing noise already high due to heavy traffic less
affected by noise increase
School: More than 100m distance and not much impact.
Bayu Puteri Tropicana Apartments
92 m
Apartment: Minimal noise and vibration disturbance
Tropicana Golf & Country Resort Houses
88 m
Residential area: Minimal noise and vibration disturbance
Casa Tropicana Condominiums
92 m
Condominium: Minimal noise and vibration disturbance
Tropicana Indah Resort Homes
170 m
Residential area: More than 100m distance and not much impact.
Sunway Sutera Condominum
73 m
Condominium: Minimal noise and vibration disturbance
Riana Green Condominium
62 m
Tropicana Golf Resort TR1
82 m
Sri Jakkaamma Temple
58 m
SJK (T) Effingham
32 m
Condominium: Located near NKVE, existing noise already high due to heavy traffic
less affected by noise increase
Residential area: Minimal noise and vibration disturbance less affected by noise
increase
Hindu Temple: Located adjacent to NKVE, existing noise already high due to heavy
traffic less affected by noise increase
School: Located adjacent to NKVE, existing noise already high due to heavy traffic less
affected by noise increase
Potential Impacts
6-40

Location
NKVE
Interchange to
Chainage 0 km
Chainage
0-1km
Chainage
1-2km
Chainage
2-3km
Chainage
3-4km
Sensitive Receptor
Education Institute Quarters
Approximate
distance
30 m
Potential Impacts
Apartments: Located adjacent to Lebuh Bandar Utama, existing noise already high due
to heavy traffic less affected by noise increase
Two storey terrace houses on Jalan SS 22/2

(Damansara Jaya) and Jalan SS 21/2m
(Damansara Utama)
Two storey terrace houses on Jalan SS 22/2
(Damansara Jaya), Jalan SS 21/62
(Damansara Utama) and Jalan SS 20/1
(Damansara Kim)
Desa Kiara Condominium
30 m
Residential area: Located adjacent to Sprint Highway, existing noise already high due to
heavy traffic less affected by noise increase
30 m
Residential area: Located adjacent to Sprint Highway, existing noise already high due to
50m
Residential area: Noise and aesthetic impacts
SRJK (C) Chung Hwa

Terrace houses
(Section 17 and Section 19)
(Jln 17/28, Jln 17/26, Jln 17/21L, Jln 17/47,
Jln 19/26, Jln 19/24, Jln 19/13B, Jln 19/13,
Jln 19/20)
100 m
Within 20 m
Education Institute: Minimal noise and vibration disturbance as distance ~ 100m

Residential area: Noise and vibration disturbance, very close proximity, land acquisition.
Prime PJ residential landed area.
Terrace houses
(Section 17 and Section 19 along Jln
Harapan)
Sri Maha Mariamman Temple
Within 20 m
Residential area: Noise and vibration disturbance. Land acquisition of PJ prime landed
areas
28m
Hindu Temple: Noise and vibration impact
Taman Desa Pesona condominium (25

floors) near Jln 17/21e
20m
Residential area: Noise and vibration disturbance.
Damansara Bestari Apartment (30 floors)

near Jln 17/47
15m
Residential area: Noise and vibration impact due to close proximity.
6-41

Location
Chainage
3-4km
Chainage
4-5km
Chainage
5-6km
Chainage
6-7km
(Eastern Loop)
Chainage
6-7km
(Eastern Loop)
Chainage
7-8km
(Eastern Loop)
Sensitive Receptor
Hotel Lisa De Inn (6 floors) beside the
roundabout near Jln 19/13
Approximate
distance
25m
Potential Impacts
Lodging area: Noise and vibration disturbance.
Masjid Tun Abdul Aziz at Jalan Semangat
7m
Mosque: Noise and vibration impact
Terrace houses of Section 14 along Jalan

Semangat
23m
Residential area : Located adjacent Jalan Semangat, existing noise already high due to
SK Sri Petaling at Jalan Semangat
5m
School: Noise and vibration disturbance, land acquisition of school compound
SMK (L) Bukit Bintang at Jalan Utara
5m
School: Noise and vibration disturbance, land acquisition of school compound
Houses of Section 12 & 11
15m
Crystal Crown Hotel
14m
Ehsan Ria Condominium
61m
Residential area: : Located adjacent Jalan Utara, existing noise already high due to
Hotel: Located adjacent Jalan Utara, existing noise already high due to heavy traffic
Residential area: Minimal noise and vibration disturbance due to distance
Bungalows of Section 9 along Jalan Timur,

houses of Section 11 along Jalan Utara
13m
Residential area : Located adjacent Jalan Timur and Jalan Utara , existing noise already
high due to heavy traffic less affected by noise increase
St. Paul's Church
18m
Rima College PJ along Jalan Sultan
12m
Rima College PJ along Jalan Sultan
12m
Single storey houses of Section 7 & 8 along

Jalan Penchala
15m
Church: Located adjacent Jalan Timur, existing noise already high due to heavy traffic
Private educational institute : Located adjacent Jalan Sultan, existing noise already high
due to heavy traffic less affected by noise increase
Private educational institute : Located adjacent Jalan Sultan, existing noise already high
due to heavy traffic less affected by noise increase
Residential area: Noise and vibration disturbance, land acquisition of Section 8 houses
6-42

Location
Sensitive Receptor
SK Sri Petaling at Jalan Semangat
Section 14 residential terrace houses
Chainage
5.3 km-7.5km
(Western Loop)
Chapel Luther House, Tun Hussein Onn

National Eye Hospital, and Istara
Condominium
National Institute of Ophthalmology
Hotel Armada
Chainage
5.3 km-7.5km
(Western Loop)
Chainage
8-9km
Chainage
9-10km
Chainage
10km-11km
Chainage
10km-11km
Approximate
distance
5m
15m
12-19m
76m
127m
Potential Impacts
School: Noise and vibration disturbance, land acquisition of school compound.
Residential area: Located adjacent Jalan Utara, existing noise already high due to heavy
traffic less affected by noise increase,
Land acquisition
Church, Hospital & Condominium: Located adjacent Jalan Utara, existing noise already
high due to heavy traffic less affected by noise increase
Hospital: Minimal noise and vibration disturbance due to distance (behind Tun Hussein
Onn National Eye Hospital)
Hotel: More than 100m distant and not much impact
Stamford College, LCCI International

Qualifications and PJ College of Art and
Design
PJ Hilton
10-23m
Educational Institute: Located adjacent Jalan Barat, existing noise already high due to
heavy traffic
20m
Hotel: Located adjacent Jalan Barat, existing noise already high due to heavy traffic
SIngle storey houses of Section 4 along

Jalan Penchala
15m
Residential area: Noise and vibration disturbance but there is an existing industrial area
to the west of Jalan Penchala opposite the houses
Ching Lin Tong Temple

Single storey houses of Section 2 along
Jalan Penchala
Pusat Perkembangan Minda Kanak Kanak
46m
24m
Chinese Temple: Noise and vibration disturbance

Residential area: Noise and vibration disturbance but there is an existing industrial area
to the west of Jalan Penchala opposite the houses
Private school: Noise and vibration disturbance
Pangsapuri Desa Sepakat

Dewan Masyarakat Taman Seri Manja at the
junction of Jln PJS 3/40 and Jln PJS 1/15.
Tadika Kemas Cahaya Murni
28m
36m
Residential area: Noise and vibration disturbance

Community Center: Noise and vibration disturbance
17m
Educational institute: Noise and vibration disturbance
Flat Taman Sri Manja -along Jln PJS 3/55
20m
6-43

Location
Sensitive Receptor
Approximate
distance
56m
Terrace houses of Taman Kinrara Section 2
30m
Sri Sunway Apartment

Houses of Taman Kinrara Section 4
Angsana Apartment
Bougainvillea Apartment
Vista Lavender Condominium
Hospital Angkatan Tentera 95
30m
11m
28m
28m
33m
25m
20m

Hospital: Noise and vibration impacts
SJK (T) Kinrara
45m
Educational Institute: Noise and vibration impacts
Terrace houses of Bandar Kinrara Section 1

Taski Abim Al-Hidayah is located at the
junction of Jln BK 2/7
Surau Al-Hidayah
Terrace houses of Bandar Kinrara Section 1
Double storey houses of Bandar Kinrara
Section 2
18m
27m
Residential area: Noise and vibration disturbance, land acquisition

Private school: Noise and vibration impacts
18m
31m
11m
Mosque: Noise and vibration disturbance

Suria Apartment- along Jln TK 4/11 and Jln

Kinrara 4/5
Chainage 1112km
Chainage 1213km
(Option 3)
Chainage 13kmEnd
Potential Impacts
6-44

CHAPTER 7: PROPOSED MITIGATION MEASURES
7.1
INTRODUCTION
There is various mitigation measures recommended to prevent, reduce or eliminate the adverse
environmental impacts resulting from the proposed project. Most of the recommended mitigation
measures are closely linked to good on-site practices during the various phases of the project
development. The project proponent should take these measures into consideration during the detailed
design and implementation stage of the project.
7.2
CONSTRUCTION PHASE
7.2.1
Erosion and Sediment Control Plan

During site clearing, it may be necessary to remove existing vegetation and turfing at areas next to the
existing road. Consequently, the exposure of bare, exposed land to natural elements of erosion (rain
and wind) will lead to soil erosion.
Various mitigation measures can be implemented at the construction phase for different work activities
so that the potential impacts are minimized. The Erosion and Sediment Control Plan (ESCP) is
prepared based on the requirement of Department of Environment and is to be submitted to the
Department of Environment (DOE) for approval. The ESCP aims to:
Reduce and minimize soil erosion and water pollution of the waterways adjacent to the site.
Introduce suitable silt control measures and best management practices for the proposed
Project.
Provide guidelines for the implementation of a continuous monitoring programme of the BMPs.
The ESCP is prepared based on the Urban Stormwater Management Manual for Malaysia (MSMA 2nd
Edition) by the Department of Drainage and Irrigation (DID), 2011 and the Guideline for Prevention and
Control of Soil Erosion and Siltation in Malaysia by the Department of Environment 1996. The
Guideline for Erosion and Sediment Control in Malaysia by DID, 2010 is also used as a reference.
During the construction phase, the proposed Project needs to comply with the relevant standards and
legislation as given in the following table.
Table 7.1 : Relevant Standards and Legislation
Environmental
Aspects
Earthworks / Site
Clearing
Standards and Legislation
Drainage
DOE Guidelines for Prevention and Control of Soil Erosion and Siltation
1978, (revised 1996)
DID Guideline for Erosion and Sediment Control in Malaysia, 2010
DID Guidelines (Urban Storm Water Management Manual for Malaysia,
2000)
Street, Drainage and Building Act, 1974
7-1

Table 7.1 : Relevant Standards and Legislation (contd)

Environmental
Aspects
Water Quality
Standards and Legislation
Environmental Quality (Sewage) Regulations, 2009

Environmental Quality (Industrial Effluents) Regulations, 2009
In order to minimize erosion and sediment transport, it is necessary to introduce mitigation measures to
control erosion and subsequent silt runoff from the site into the drains or water bodies such as:
limiting the extent of ground exposure,
limiting the size of stripped land,
surface stabilization treatment (turfing and temporary protective measures such as covering the
soil surface with plastic sheets),
sediment trapping devices and runoff-control measures such as temporary interceptor drains.
These erosion and sedimentation control measures are to be carried out using the Best Management
Practices (BMPs) and are described below.
7.2.1.1 Erosion Control
Soil Surface Stabilization
After construction begins, soil surface stabilization should be applied to all disturbed areas that
may not be at final grade but will remain undisturbed for periods longer than 14 days.
Where applicable and necessary, soil surface stabilization protects soil from the erosive forces of
raindrop impact, flowing water and wind.
Other erosion control practices include surface roughening, mulching, and establishment of
vegetative cover and the early application of gravel base on areas to be paved.
Effective erosion control will lessen the need for substantial and more costly sediment control
measures.
The construction of the KIDEX alignment will have minimal land clearing and exposure as the
entire alignment is elevated and mostly will be constructed over road medians and road shoulders
which are already paved.
However cut and fill activities are still required for the construction of the at-grade section at the
TUDM area (CH12400-12800).
Phasing of Construction Activities
Any land clearing at the road shoulder and road reserves should be carried out according to the
development schedule to minimize the amount of land exposure.
Good coordination is vital between the teams responsible for any vegetation removal, paved
ground breaking and construction and final turfing / landscaping or hard paving of the new road
shoulders and reserves.
Once the area has been cleared, construction should be carried out as soon as possible.
Construction activities should take into consideration the prevailing climatic conditions at that time,
particularly rainfall.
It is recommended that as far as possible site clearing be avoided during the wet season to
minimize soil erosion.
7-2

Vegetation Buffer
Site clearing shall be limited to areas of the alignment for each stage of work.
Vegetation cover should not be cleared or paved surfaces broken up until site clearing and
construction is ready to begin.
Buffer strips or corridors of vegetation can also be used to separate disturbed land from adjacent
watercourses, as they control and filter sediments from surface runoff.
Buffer strip performance generally increases as buffer width increases or as the buffer slope
decreases.
The minimum width of an effective buffer strip should be 10m.
Temporary Covers
If turfing cannot be carried out immediately at the exposed areas, temporary covers such as plastic
sheets, geotextile or fibromats can be used instead.
The use of temporary covers, which is either made of natural or synthetic material, can be used to
cover up the exposed soil to reduce erosion due to rainfall impact.
Drainage Control
Before commencement of earthworks (if any), temporary drains shall be constructed to channel
surface runoff for control of sediment discharge where possible.
Perimeter drains are important to prevent any sediment laden runoff from the site exiting off-site
and conversely also to prevent surface runoff from off-site entering into the site.
Drainage provisions within the site and downstream should be adequate to ensure that no flooding
occurs. The sizes for the earth drains are as shown in Table 7.2.
Table 7.2 : Sizing of Earth Drains
Earth Drain Length
(m)
<500
500 1000
1000 1500
>1500
Earth Drain Size (m) Slope 1:2

Width
Depth
1.0
0.5
1.0
1.0
1.5
1.0
1.5
1.5
Depth
Width
Any temporary earth drains must be adequately compacted and the sides cut to slope and
maintained to prevent collapse of the sidewalls.
If at all possible, temporary drains in the form of pre-cast concrete drains are recommended as
they will not be subjected to erosion and generation of additional sediment.
7-3

If site conditions and space permits, wider diversion drains and dykes should be constructed and
where the water flow is greater than 0.6 m/s, check dams are to be constructed to slow down the
velocity of the water flow.
The drainage system should be regularly inspected and maintained especially after heavy rainfall.
The temporary drainage should be altered as and when necessary to keep the site free of standing
water.
All runoff from undisturbed areas should not be allowed to mix with runoff from disturbed areas.
This can be achieved by constructing contour banks at the downstream boundaries between every
disturbed and undisturbed area.
Perimeter drains are recommended for all areas fronting rivers and these drains should be directed
into silt traps to prevent direct ingress of silt into the rivers.
Due to the urban surroundings of KIDEX, most of the surface runoff during construction will flow
into the existing drainage system before discharging into silt traps and then eventually into larger
waterways such as monsoon drains, Sg. Kayu Ara, Sg. Penchala and Sg. Klang.
The temporary drainage systems at major waterway crossings and the design of temporary earth
drains are shown in Appendix 8.
7.2.1.2 Sediment Control
Sediment controls must be constructed before land disturbance takes place or at the very least
concurrent with the site clearing.
Sediment control will be site specific and can include vehicle tracking controls, sediment barriers,
silt traps; or a combination of any or all of these measures to prevent the movement of eroded
sediment from being transported off-site.
Some sediment controls can also be used for containment of the work site to prevent the inflow of
off-site waters into the site and adding to the sediment load within the site.
For KIDEX, any possible soil discharges will be minimal due to the overall project site area being
already impervious and any breaking of hard paved areas will only be necessary at the road
shoulders or road medians for piling.
Areas of concern only involve cut and fill areas at the TUDM area (CH12400-12800).
Silt Trap
A total of 30 silt traps will be constructed for major waterway crossings of the KIDEX alignment and
also at the cut and fill area at TUDM.
The locations of the silt traps and the proposed design of the silt traps are shown in Appendix 8.
Silt Fences
Silt fences are used to intercept drainage and surface flow prior to entering nearby waterways or
rivers.
Silt fences will be installed where necessary at areas fronting the rivers to channel surface water
runoff into the sediment basins/traps. The design of a silt fence is shown in Appendix 8.
Silt fences are only appropriate and suitable where surface water flow is not strong and should
never be placed within runoff channels.
At the toe of slopes, they must be placed with an adequate distance to allow for maintenance and
removal of accumulated sediment.
The construction of silt fences is based on an as and where /when required basis.
7-4

This means that the location of the silt fences may be shifted, increased or changed as
construction site conditions changes.
Check Dam
Check dams are temporary dams constructed across diversion channels and temporary earth
drains to reduce the velocity of the storm water flow.
As an example, where the gradient is 2% and the check dams are 0.5m high, the spacing intervals
are a distance of 25m.
If the gradient is reduced to 1%, then the distance spacing increases to 50m.The design of the
check dam is shown in Appendix 8.
Washing Bay and Stabilized Construction Access
The wheels and undercarriage of trucks exiting the construction site are to drive through a washing
bay which is a sump covered with reinforced iron bars and with manual jet spraying to clean the
wheels and undercarriage.
The wash water is to be recycled through the sediment settling sump and any overflows directed
into the temporary drain that lead into the silt trap. The design of the wash trough is attached in
Appendix 8.
The stabilized construction access for the exit should have a paved or concrete slab minimum 10m
length or a gravel run of 15m with 15cm gravel depth and 5cm sized aggregate.
The stabilized construction access are to have bunds or drains to channel water back into the
sump or sloped back towards the sump and a low bund or cut-back curb to prevent wash water
from flowing onto the public roads and drains. The typical design of a stabilized construction
access in shown in Appendix 8.
7.2.1.3 Best Management Practices (BMP)

Stage 1 Clearing and Paving for Lane Diversion
If necessary, to relocate existing storm water drain inlets at curbside to outside boundary RHS and
LHS of work area and reconnect to existing storm water culvert.
Where practical or viable, protect storm water drain inlet with sandbags, fiber roll, block and gravel,
gravel bags, filter fabric or stone (rock) collar. If drain inlets are to be sealed, no more than half to
be sealed while at least half to remain open and protected with inlet protection so as not to cause
localized flooding of existing roadway.
Temporary containment of cleared area with sandbags or gravel bags beneath safety hoarding
prior to preparation of road surface.
Temporary diversion drains or bunds to divert surface runoff from work site into protected storm
water inlet.
Stabilized construction access with wash bay at exit from work area.
Stage 2 Lane Diversion and Bore Piling at Road Median/Shoulder
Perimeter containment with bunding and controlled outflow of surface runoff through protected
outlets from work site area or through beneath safety hoarding using sandbags or fiber rolls or
gravel bags.
Restrict groundbreaking and earthworks to immediate area necessary for bore piling.
Protect and containment of bore pile area with concrete bund to prevent any slurry from being
exposed to surface runoff.
7-5

Maintain paved / tarmac area of work site at road median/shoulder to limit exposed ground areas.
Any storm water drain inlets at road shoulders receiving surface discharges from work site to be
protected with sandbags, fiber roll, block and gravel, gravel bags, filter fabric or stone (rock) collar.
Wash trough and stabilized construction access to be constructed at entry points of work areas
where possible.
Stage 3 Completion of Elevated Section on Viaduct

Restore lane diversion and traffic patterns.
Restore storm water drain inlets.
Restore road shoulders and ground area as per original.
The typical conceptual erosion and sediment control plans for construction works at road medians
(Stage 1 & Stage 2) and road shoulders are attached in Appendix 8.
7.2.2
Cut / Fill Slopes
7.2.3
There will only be some cut and fill activities at the at grade section of the TUDM area (CH1240012800).
Besides that, no major cut and fill is required as KIDEX involve a mainly elevated alignment within
an urban and densely built environment.
The existing level of the project site is generally flat with mostly impervious surface.
All fill slopes shall be designed with a 2m wide berm spaced at vertical intervals not exceeding 5m
with the provision of concrete lined berm drains.
The embankment slope shall be 1V:2H. For the stability of embankments the typical Factor of
Safety (FOS) is:
- Temporary = 1.30 (includes construction, temporary works, etc.)
- Long Term = 1.20 (during operation and service life)
Foundation
Piling Method
The selection of an adequate foundation system for the structures depends on subsoil profile,
ground bearing capacity, structure loading etc.
Since the alignment traverse through an urban area, bored piles, micropiles or hand dug caisson
are recommended - less vibration and noise compared to the driven pile foundation system.
Ground Treatment
The foundation for the alignment may require ground treatment at certain portions to ensure a
secure foundation.
The ground treatment methods applied are the use of piled embankments, stone columns or even
soil replacement, depending on the height of embankments and site conditions.
The ground treatment will effectively reduce settlement of the structures, improve shear strength
and bearing capacity as well as mitigate against possible slope failure of embankments.
At the NPE and KESAS highway ramps (KBH35 and KBH40) the ground is considered as soft at
depths up to 3m and therefore would require treatment method(s) including excavation and
backfilling, foundation treatment for retaining walls and compaction at areas where the ramps will
be constructed.
Bored piles shall be proposed at locations where limestone cavities were anticipated. Permanent
casing shall be allowed prior to the bored-in pile installation.
7-6

Retaining Walls
In urban highway corridors, where it may not be practical to construct standard earthen
embankments, wall systems are particularly useful in minimizing encroachment into adjacent
developed land area.
For the preliminary design, this project will adopt mechanically stabilized earth wall reinforced
using metal strip/rods as its main earth retaining structure.
Reinforced concrete wall and geosynthetic wall can also act as a retaining wall system depending
on the height and site conditions.
7.2.4
Water Pollution
The sources of water pollution and the control measures that should be carried out to prevent and
reduce the deterioration of the river water quality of Sg. Kayu Ara, Sg. Penchala and Sg. Klang are
detailed below.
The water quality should be monitored on a regular basis and any deterioration of the water quality
caused directly by the site works should be rectified.
Work Area and Workshop (if any)
Provisions of adequate temporary toilet facilities (either septic tank or portable toilet).
The system should be in accordance with the JPP and Ministry of Health (MOH) specification.
Any effluent discharge should comply with Standard B of the Environmental Quality (Industrial
Effluents) Regulations, 2009.
Oil and Petroleum Products / Machinery
The presence of diesel machinery and the storage of diesel and petroleum products may lead to oil
pollution should spillage/leakage occurs.
Adequate attention should be given to storage and refuelling activity.
Diesel skid tanks and oil drums must be placed within a sheltered, paved bunded area and the
drainage outlet provided with an oil sump or interceptor.
The maintenance of machinery should be carried out in a designated area where spillage or
leakage of used oil and lubricants can be contained.
Oil spills should be cleaned up as soon as possible to prevent possible oil contamination to the
waterways.
Used oil and grease should be stored in proper drums/containers, labelled and placed at a
designated location with containment facilities as far away as possible from waterways, prior to
disposal by licensed contractors.
Adequate attention should be given to maintenance of the construction machines to ensure that
leakage does not occur.
Cement/ Bitumen
Cement/ bitumen should be stored properly in working shed.
Unauthorized dumping into rivers and roadside should be avoided.
Construction Debris
All construction wastes and debris to be collected and transported for final disposal at the
designated municipal dumpsite.
Temporary collection areas are not to be placed near waterways to prevent wastes and debris from
washing into the waterways.
7-7

Scheduled Waste
Storage and handling of scheduled waste should be carried out according to the Environmental
Quality (Scheduled Wastes) Regulations, 2005.
The wastes should be stored in sealed drums, labeled and placed in a proposed scheduled waste
storage shed.
The shed should be concrete paved, bunded with a capacity to contain 110% of the largest
container volume.
There should not be any opening in the bund wall that may allow leakages and spills to flow offsite.
Separate compartments should be provided for different groups of incompatible wastes.
Batching Plant
A batching plant will be established at the site camp area, for the supply of all concrete
requirements for the duration of the construction stage.
The installation of the batching plant must obtain a written approval from DOE.
Wash water at the batching plant shall be recycled and there shall be no untreated discharge.
7.2.5
7.2.6
During site clearing, the surface runoff from the project site will not increase significantly, thus,
hydrological regime of the proposed site will not be significantly altered.
Silt fences are recommended to be erected along the work areas where possible to filter the silted
surface runoff prior to discharging into the existing roadside drains and subsequently the receiving
rivers.
Installation of silt fences that are carried out in accordance with the criteria for silt fences outlined in
the MSMA 2nd Edition manual will prevent blockage of the existing drainage system and rivers
becoming shallower due to accumulated silt on the riverbed.
Silt fences should be maintained frequently especially after a heavy downpour to ensure smooth
water flow so as to avoid blockage problems upstream of the fenced area.
Air Pollution
Fugitive Dust Control
During the construction stage, the main emissions into the atmosphere would be fugitive dust.
Since most of these particles generated would be relatively coarse, they tend to settle down more
readily.
The control of fugitive dust can be effectively achieved by employing good housekeeping.
Good Housekeeping for Lorries / Trucks
The most appropriate housekeeping procedures should be directed primarily at the lorries for their
movement is the main source in dust generation during construction activities.
The lorries should travel at low speeds to prevent churning up dirt and dust.
Their wheels must be cleaned thoroughly before they are allowed to travel onto the public roads.
Wash troughs at appropriate exit locations should be provided for wheel washing.
If lorries are carrying sand, earth, gravel, aggregates etc., these materials must be covered
completely.
The access and supply roads within the work areas, if unpaved should be regularly sprayed with
water to dampen the soil.
7-8

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

Open burning of construction wastes or felled vegetation is prohibited at all times within the
construction site.
Construction debris or cut vegetation (if any) to be removed and disposed off-site by licensed
contractor to approved dumpsite.
Vehicles transporting construction materials or debris should be properly covered with canvas /
plastic sheets and secured properly to minimize dust and particulate dispersion to the surrounding
atmosphere.
Driving speeds of vehicles within the construction site to be kept low to reduce dust turbulence.
Earth transporting vehicles should be properly covered with canvas sheet and secured properly to
minimize dust and particulate.
Wetting of the site should be carried out as and when needed to prevent dust turbulence.
Wash troughs or wheel washing facilities to be constructed where possible at the exit of working
areas into public roads where possible.
Wash water from the washing trough should be discharged into sumps prior to entering the existing
drainage systems.
Sprinkler or dust control system for the batching plant has to be installed.
Regular air monitoring to be carried out to monitor any increase in dust level.
Vehicle/Machinery Maintenance
All vehicles/machinery used for the construction activities should be checked and maintained
regularly to ensure they are in good condition so that no excessive black smoke and soot are
emitting from the exhausts.
7.2.7
Noise
In order to sufficiently reduce the likely noise impacts during the construction phase, various control
measures has been formulated:
limiting the permitted hours during which site activities that are likely to create high levels of noise;
establishing channels of communication between the contractor / developer, Local Authority and
residents;
appointing a site representative responsible for matters relating to noise;
monitoring typical levels of noise during critical periods and at sensitive locations;
Selection of equipment with low inherent potential for generation of noise;
Suitable noise absorbent materials should be installed on machinery that produces high noise
levels. Machinery emitting high noise shall be sited within an enclosure to reduce the noise impact;
Erection of barriers as necessary around noisy machinery such as generators or large
compressors;
Placement of noisy equipment as far away from sensitive properties as permitted by site
constraints;
Working hour is limited to daytime;
All vehicles and machinery will be properly serviced and maintained to ensure good working
condition, thereby reducing the possible noise emission;
Establish hoarding and maintain vegetation belt along the alignment, where practical and
applicable;
7-9

7.2.8
Speed limit for heavy vehicles is imposed on site.
Vibration
During the construction phase, prudent construction management and the use of low impact piling
methods would mitigate the vibration generated.
Some of the mitigation measures that may be taken to reduce the risk of inflicting damage to properties
or discomfort to individuals are as follows:
Use of alternative methods

It is possible to choose a method least likely to give rise to unacceptable vibrations in particular
circumstances. As an example, bored piles or hand dug caisson which give less vibration may be
selected in preference to hydraulic driven piles especially nearby to the residential or sensitive
areas. Bored piles had been chosen as the main piling method for KIDEX.
Removal of obstruction
Obstruction such as old foundation may be removed to control the transmission of vibration.
Provision of cut-off trenches

A cut-off trench acts in the same manner as a noise screen. It interrupts the direct transmission
path of vibration between source and receiver. For it to be effective, the trench should be as close
to the source or to the receiver as possible. Normally the trench depth is about 4 m to 5 m with
adequate length. When piling works are completed, the trench should be carefully backfilled to
reinstate the site.
Reduction of energy per blow or per cycle of piling works

It has been suggested that vibration (in terms of peak particle velocity) depends on the square root
of the energy input. Thus, reducing the energy per blow or per cycle would produce a peak
velocity of 71 % of its original value. It has also been found out that reducing energy per blow has
greater effect at close quarters than at greater distance. The disadvantage of this mitigating
measure is that more blows or a longer cycle at lower energy will be needed to drive the piles to a
specified depth (Source: BS 5228 : Part 4 : 1992)
Reduction of resistance to penetration

This can be achieved by several ways, such as:
Pre-boring for hydraulic driven piles
Mudding in for rotary bored piles
Adding water to the bore hole for impact bored piles
In addition to the above, high vibratory equipment should be placed as far away from sensitive
properties as permitted by site constraints and the use of vibration isolated support structures where
necessary should be implemented.
7.2.9
Traffic
Many of the factors that affect traffic flow and safety of road users can be mitigated or minimized
through the adoption of specific measures within an effective Traffic Management Scheme (TMS).
7-10

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

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

(a) Land Acquisition
The land acquisition exercise of the private properties will be carried out by the government.
All alienated land and/or property should be fairly compensated based on the National Land Code.
Negotiations should be initiated with the affected owners together with an intermediary party in
case of disagreements and deadlocks.
This approach will provide all parties with sufficient time to make alternative arrangements for
relocation and also to negotiate for fair terms and conditions.
The rate of compensation must be based upon the value of property at current market prices, the
condition of their premises, and other factors.
7-11

The quantum needs to be decided amicably with those affected and is best carried out
professionally and impartially by the Valuation and Property Services Department, Ministry of
Finance Malaysia.
An equitable compensation for private property is a requirement for land acquisition but where such
property is Government land and the occupants has no official status, no such compensation is
mandatory under the present requirements.
Any compensation would be entirely at the discretion of the authorities or project proponent under
humanitarian grounds or corporate goodwill.
(b) Employment of Construction Workers
Upon commencement of the construction phase, preference should be given to local workers for
the employment opportunities within the proposed project.
The employment of foreign workers should be considered only when there are no suitable locals
available or willing to work on the site.
It is recommended that the foreign workers, if employed, should be closely supervised to avoid any
untoward incidents with the local community.
As a preventive measure all foreign workers need to be medically screened for being a potential
carrier of diseases.
All young persons under the age of 18 are not allowed to work at the construction site.
(c) Base Camp
A base camp is proposed at the dumping ground (ex-mining pond area) near Taman Dato Harun
at KM10. This area is deemed as a suitable ground to set up the casting yard (Figure 7.2).
It should be ensured that proper housekeeping and hygiene be maintained at all times for the base
camp.
Sewage and solid waste from the site office and work areas have to be properly disposed of in
order to ensure no water contamination occurs.
Temporary sanitary facilities (septic tank or portable toilets) should be provided for workers in
accordance with the requirement of Jabatan Perkhidmatan Pembetungan (JPP). This will eliminate
any potential on public health hazards related to generation of sewage and solid waste residues.
Adequate bins for domestic and general waste must be provided with a schedule for disposal to
eliminate problems of littering and improper solid waste disposal.
Debris and abandoned materials that may attract rats and other vermin to the construction site
must always be cleared.
Fogging should be carried out regularly and more frequent if the insect problem persists.
All building materials (used/unused) need to be properly kept so as to prevent the area from
becoming breeding grounds for mosquitoes and rodents.
Where necessary spraying of chemicals on stagnant pools of water which may become breeding
ground for mosquitoes should be conducted.
Leftover food and wrappers must be disposed in covered containers to keep stray animals such as
dogs, cats, rats and crows away from the construction site.
Clean water should be provided for the workers.
If the water is not meant for drinking purposes, a separate water supply should be provided.
Proper bathing and washing facilities should be provided at the site camp.
7-12

(d) Occupational Safety Aspects
There should be stringent adherence to occupational health and safety regulations to prevent
injuries, including information and education for workers on the importance of safety precaution.
During the construction stage, clear signboards and night-lights indicating and highlighting danger
areas should also be put up.
Construction safety shall be strictly adhered to and construction workers should be well trained so
as to minimize and avoid accidents at the work site.
Adequate first aid facilities should also be made available on site.
The main purpose is to avoid or minimize occupational as well as accidental hazards to workers.
To achieve this purpose, various measures can be taken such as:
- The contractor shall establish a safety and health policy. The policy shall be displayed at
prominent locations where it is easily seen by the workers. It must be written in simple concise
form such that it is easily understood by all workers and it should be communicated to them
through a briefing session.
- A competent safety officer shall be employed to oversee the safety and health aspects of the
construction site.
- All jobs with specific hazards (scaffolding, machine operation etc.) must be carried out by
competent person with valid license/certificate as stipulated in FMA or other relevant
occupational safety and health laws.
- Daily site inspection should be carried out by the construction supervisors.
- A traffic circulation plan should be established onsite to control the traffic movement. Traffic
speed limit of 30 km/h or lower is recommended for construction site.
- Improving the existing traffic control system in locations where such needs exist and to make
other road users aware of the prevailing danger when travelling whether in vehicle or on foot in
areas close to the Project site.
- Consider ways and means to reduce chances of accidents by increasing safety personnel to
maintain safety of other road users, by improving the existing road conditions and by putting
more safety measures at strategic locations.
- The need to install an effective traffic control system so that other road users are aware of the
impending dangers from heavy vehicles during construction period, especially at the entry/exit
points to/from the project site.
- All construction materials should be kept in a designated store. Hazardous and flammable
materials shall be labelled and kept separately from other materials.
- Manual handling of heavy materials should be avoided as much as possible. Mechanical aids
such as trucks and backhoe should be used to carry heavy loads.
- Cables of power tools shall always be in good working condition. Worn cables should be
replaced immediately. Proper plug shall be provided for all power tools. Illegal power
connection (bare wires directly connected to power point) not allowed. All generator sets used
in the construction site must be properly earthed.
- The employer shall provide adequate and suitable personal protective equipment (PPE) to
workers who are exposed to hazards which can cause bodily injury.
- Any accidents within the construction site must be reported to the safety and health officer who
shall then initiate investigation to prevent recurrence of similar accident onsite.
7-13

(e) Public Safety and Health

Public Interest
An active dissemination of information to the local residents is necessary to increase the level of
awareness of the proposed project and to assist in the acceptance of temporary inconveniences
such as increased traffic and when public utilities or facilities are disrupted or temporary shut-down
due to relocation works.
Any sudden large influx of a migrant work force into the area may be a source of discontent to the
local population as a result of a difference in social interaction.
The workers should be advised to be responsible and not to disturb the local people.
Suitable accommodations should be provided for the migrant and non-local workforce, their daily
needs and other facilities to be made available at the workers campsite.
Workers quarters to be located away from the local population.
The daily needs and other facilities to be made available for migrant and non-local workforce at the
workers campsite.
The foreign workers should be provided with suitable housing within the site or at nearby purpose
built housing areas so as to discourage their encroachment into the nearby residential areas /
villages and the use of existing public facilities.
During the construction phase, safety measures in the form of hoarding and barriers are necessary
to prevent unauthorized access into the work site where it could be hazardous to the untrained
person.
Workers Health
Health of the workers is an important factor during construction stage. Dirty working areas will act as a
breeding ground for flies and rats. Hence, mitigating measures as follows should be taken into
consideration:
Work areas should be kept clean at all times. Garbage and solid waste shall only be thrown into
the proper waste bins and stored at a designated location prior to disposal off-site by licensed
contractors.
There should be adequate provision of proper sanitation facilities for workers.
No open burning should be carried out.
Ensure that no unauthorized food stalls are operating within or next to the construction site.
(f) Aesthetics
The impact on aesthetics during construction phase is the change from the existing
residential/commercial etc. view into a construction site.
Therefore the clearing work along affected roads should be carried out quickly and the debris
cleared as soon as possible.
Hoarding should be used to block the site from public view where possible.
Good housekeeping at the construction site will also help to keep the area neat and tidy.
Construction debris should be cleared and disposed of to designated landfill as soon as possible.
Although there will remain an issue of aesthetics during the construction of an elevated viaduct
within the surrounding environment, it could be mitigated by design of a well-planned layout to
maximize landscaping wherever possible.
7-14

7.2.12 Solid Waste and Scheduled Waste

(a) Solid Waste Management
All solid wastes generated from the construction site shall be collected at an on-site area prior to
disposal.
No open burning of solid wastes shall be carried out at any time.
All solid wastes from the project site must be regularly removed and disposed by licensed
contractors.
Regular de-sludging of the portable and/or septic toilets from the site should be carried out.
(b) Scheduled Waste Management
Any wastes contaminated with petroleum products shall be treated as Scheduled Waste and stored
and handled in accordance with the Environmental Quality (Scheduled Wastes) Regulations, 2005.
The wastes should be stored in sealed drums, labelled and placed in a proposed scheduled waste
storage shed. The shed should be concrete paved, bunded with a capacity to contain 110% of the
largest tank volume.
There should not be any opening in the bund wall that may allow spills to flow off-site.
Scheduled wastes should not be kept on site for more than 180 days or have a volume exceeding
20 tonnes.
In the unlikely event that the proposed project, at any stage of the construction, cannot proceed
and has to be abandoned due to unforeseen circumstances, the project proponent must endeavour
to vacant the project site in an environmentally responsible manner and prepare a Project
Abandonment Plan.
The main objective of the site abandonment plan is to ensure that the project proponent closes
down their operation in an environmentally conscious manner.
The site should be left in the best shape possible in terms of the environment.
It should also be free of any unexpected hazards to the public.
The abandonment plan indicates all the necessary actions and steps to be taken to achieve the
objective above and ensure that the site is left in a condition that has no environmental
implications.
In general, the abandonment plan should include an inventory of materials and equipment and their
removal. It will provide details on the demobilization and removal of temporary and semi-built
structures, and the closure of work sites.
The plan should include the following:
Identification of environmental issues such as wastes and hazards

A remediation or rehabilitation plan for the project site
A schedule for decommissioning, dismantling of temporary structures and removal of
equipment/machinery
Documentation of the activities carried out for the abandonment plan
7-15

Table 7.3 summarizes the abandonment plan during the construction phase.
Table 7.3: Abandonment Plan during Construction Phase
Stages of
development
Site clearing
Construction of
structures
Construction of
utilities and
amenities
Abandonment and closure plan

Project partially completed and abandoned
Before abandonment, all cleared and barren areas have to be revegetated.
Excavated areas should be filled to avoid open trenches.
The temporary drains should be filled, compacted and turfed to reduce
problems of ponding.
The site should also be free from standing water to avoid breeding of
mosquitoes.
All debris arising from site clearing will have to be cleared and exposed
areas turfed and dressed back to their original condition as far as possible
to reduce soil erosion and pollution of the waterway.
All wastes generated during this stage should be removed and disposed of
properly.
All unsafe structures be dismantled and building debris on the site be
removed.
All excavated/exposed areas have to be filled and turfed/revegetated.
The site should also be free from standing water to avoid breeding of
mosquitoes.
All debris and equipment will have to be cleared and the place dressed
back to its original position as far as possible to reduce soil erosion.
All wastes generated during this stage should be removed and disposed of
properly.
Danger signboards should be erected at the boundary of the project site to
warn off trespassers. The area should be cordoned-off by hoarding until
such times when it could be revived.
If the construction of utilities and amenities is abandoned half way, then the
relevant authority and agencies responsible for the supply will take over the
works and bill the contractors accordingly.
7-16

Figure 7.1: Proposed Temporary Disposal Site for Biomass
7-17

Figure 7.2: Proposed Location of Site Camp
7-18

7.3
OPERATIONAL PHASE
7.3.1
Water Pollution
Toilet Facilities
During the operational phase, domestic wastewater will be discharged from the toilet facilities at
the toll plaza.
All wastewater will be drained to the sewage tank before being channeled to the existing manhole.
The discharge from the existing manhole will flow into the IWK sewage treatment plant before
discharge to the nearby waterway.
The maintenance of the STP near to the toll plaza will be under the jurisdiction of Indah Water
Konsortium. Effluent from the STP must comply with Standard B of the Environmental Quality
(Sewage) Regulations, 2009 as required by the Department of Sewerage Services.
Accidental Spills
There is possibility of spills from trucks transporting various types of materials on the completed
expressway.
An emergency response plan should be prepared for major spills, which could wash directly into
the river/s nearby and affect the water quality of the receiving streams.
7.3.2

Ground Level Drainage
Design for culverts and roadside drains shall be in accordance with the relevant DID standard
procedures.
Drains shall be generally lined with the exception of those which are diversion of or extension to
existing drainage system where the new drains will take the form of the existing lining.
The minimum size of the pipe culverts shall be in accordance with MSMA 2nd Edition requirement.
All drains and culverts shall be discharged to outlets of sufficient capacity e.g. main drains or
rivers.
For embankments in areas liable to flooding, the subgrade level is to be a minimum of 300 mm
above the 50 years return period flood level.
Bridges
For land bridges, the soffit of the bridge decks are to be designed above the 100 years return
period flood level, with a 1 m freeboard.
For major river bridges, the soffit of the deck shall be designed above the 5 years return period
flood level with a freeboard of 7.5 m.
Surface drains are to be designed for a flood return period of 10 years and adequately provide for
removal of carriageway surface water, erosion protection and slope stabilization.
Bridge piers for waterway crossings (e.g. Sg. Klang) will be in leaves / oval shape instead of
rectangular shape to prevent any disturbance to the current flow.
The bridge piers at Sg. Klang will be located 8m away from the river bank to minimize disruption of
the current flow.
Elevated Alignment Drainage
As the road alignment will be fully elevated, the drainage will in main comprises deck drains that
will eventually channel the water to the at-grade drains via horizontal runner pipes and vertical
down pipes.
The down-pipes will discharge into the sumps at road level and being directed to an approved
discharge point on the road.
7-19

7.3.3
Air Pollution
7.3.4
The rain water down pipes from the deck shall be concealed within the concrete.
The design standard for the drains will be in accordance with the requirements stipulated in the
Urban Stormwater Management Manual for Malaysia (MSMA 2nd Edition) published by the
Department of Irrigation and Drainage Malaysia (DID) in 2000.
The drainage infrastructure will be designed to cater for peak flows arising from storms of different
Average Recurrence Intervals (ARI).
All vehicles travelling to and fro along the proposed highway shall follow the stipulated speed limits.
Other physical mitigation measures are not deemed necessary for air pollution control as its extent
during the operational phase is not significant.
Noise
Noise Monitoring During Operation
At the potentially affected locations as identified in the previous section, the noise levels at 4
locations are higher than the permissible levels by less than 3.0 dBA and they are:
SJK(C) Chung Hwa (N3),
SK Sri Petaling (N5)
Section 11 (N6)
Section 4 (N8)
As the modelling was based on the worst case scenario for the peak hour traffic in year 2045, the
actual noise levels during the operational phase may be considerably lower than the predicted
levels.
It is recommended that noise monitoring to be carried out during the operation phase at these
locations to determine if the construction of at-grade noise barriers for that area is needed.
Noise Barriers
Based on the noise modeling results, mitigation measures in the form of noise barriers are
required for the other 9 locations.
Noise barriers are necessary to be installed next to low rise structures / sensitive receptors to
effectively attenuate traffic noise from the proposed KIDEX.
However, this will depend on the feasibility of noise barrier installation such as space availability,
jurisdiction of authority and responsibility for maintenance.
The proposed locations of the noise barriers are tabulated in Table 7.4 and are shown in Figure
7.3(a) -(c).
Where feasible, noise barriers should be installed on the parapet of the KIDEX elevated bridge.
For high rise buildings, noise barrier are especially recommended to be installed on the parapet
along the KIDEX elevated bridge.
The project proponent had taken the initiative to proposed for the installation of noise barriers on
the parapet at both sides for the entire elevated alignment except at existing highway crossings
and Toll Plaza C shown in Table 7.5.
These noise barriers provided will reduce the noise to all high rise buildings including flats,
apartments, condominiums, etc located near the alignment.
With the installation of noise barriers at the parapet of the elevated alignment, those 9 areas deem
necessary for the construction of noise barriers based on the noise modelling results would be
covered.
7-20

Table 7.4: Proposed Noise Barriers at Affected Sensitive Receptors
Station
N1
N2
N4
N7
N9
N10
N12
N13
N14
Affected Sensitive Receptors

SJKT Effingham, Education Institute Quarters
Jalan SS22/2 Damansara Jaya, Damansara Utama
Section 17, Section 19, Ameera Residences Condo*,
Tmn Desa Pesona Condo*, Damansara Bestari
Apartment*, Jasmin Towes Condo*
Section 4, Chapel Luther, Tun Hussein Onn Eye
Hospital*, Istara Condo*
Section 2, Pusat Perkembangan Minda Kanak-kanak
PJS3, Flat Taman Seri Manja*, Pangsapuri Desa
Sepakat*
Kompleks Suria Kinrara*, Vista Lavender*
Hospital Angkatan Tentera, TUDM Training Camp,
SJKC Yak Chee
Bandar Kinrara Section 1, Bandar Kinrara Section 2
Estimated Length of
Noise Barrier (m)
Northbound
Southbound
360
960
420
1,100
950
400
270
650
350
500
350
300
120
230
200
330
Note: *High rise building
Table 7.5: Elevated Alignment Sections Where Noise Barriers Are Not Necessary
Chainage
CH9350-CH9410
CH9600-CH10250
CH10700-CH10900
CH13400-CH13500
Location
NPE
Toll Plaza C (Taman Medan Baru)
KESAS
Bukit Jalil Highway
Length (m)
60
650
200
100
Noise Reduction / Transmission Loss from Noise Barriers

The effectiveness of noise barrier can be determined by the magnitude of noise reduction or
Transmission Loss (TL).
In most cases, the maximum noise reduction that can be achieved by a barrier is 20 dB(A) for thin
walls and 23 dB(A) for berms. Therefore, a material that has a TL of at least 15 dB(A) or greater is
desired and would always be adequate for a noise barrier.
Table 7.6 gives approximate TL values for some common materials, tested for typical A-weighted
highway traffic frequency spectra. They may be used as a rough guide in acoustical design of
noise barriers.
Some photographs of noise barrier with different type of materials are shown below:
7-21

Polycarbonate noise barrier
Brick noise barrier
Masonry noise barrier
Metal noise barrier
Table 7.6: Transmission Loss Value for Common Materials

Material
Concrete Block, 200mm x 200mm x 405
(8" x 8" x 16") light weight
Dense Concrete
Light Concrete
Light Concrete
Steel, 18 ga
Steel, 20 ga
Steel, 22 ga
Steel, 24 ga
Aluminum, Sheet
Aluminum, Sheet
Aluminum, Sheet
Wood, Fir
Wood, Fir
Wood, Fir
Plywood
Thickness
mm (inches)
200mm (8")
Weight
kg/m2 (lbs/ft2)
151 (31)
Transmission Loss
(dB(A))
34
100mm (4")
150mm (6")
100mm (4")
1.27mm (.0.050")
0.95mm (0.0375")
0.79mm (0.0312")
0.64mm (0.025")
1.59mm (0.0625")
3.18mm (0.125")
6.35mm (0.25")
12mm (O.5")
25mm (1.0")
50mm (2.0")
12mm (0.5")
244 (50)
244 (50)
161 (33)
10 (2.00)
7.3 (1.50)
6.1 (1.25)
4.9 (1.00)
4.4 (0.9)
8.8 (1.8)
17.1(3.5)
8.3 (1.7)
16.1(3.3)
32.7 (6.7)
8.3 (1.7)
40
39
36
25
22
20
18
23
25
27
18
21
24
20
7-22

Table 7.6: Transmission Loss Value for Common Materials (contd)

Material
Thickness
Weight
mm (inches)
kg/m2 (lbs/ft2)
Plywood
25mm (1.0")
16.1 (3.3)
Glass, Safety
3.18mm (0.125")
7.8 (1.6)
Plexiglass
6mm (0.25")
7.3 (1.5)
Source: Federal Highway Administration (FHWA) of United States
Transmission
Loss (dB(A))
23
22
22
Based on the identified noise barrier locations, the effectiveness of noise reduction is estimated as
shown in Table 7.7. Conservatively, noise barrier with TL of 15dBA is selected for noise estimation
purposes.
Table 7.7: Estimated Noise Level at Sensitive Receptors with Noise Barriers
Station
N1
N2
N4
N7
N9
N10
N12
N13
N14
Daytime (dBA)
Sound Level
Sound Level
without Noise
with Noise
Barrier
Barrier
67.7
57.9
71.3
57.9
72.6
60.8
72.4
62.9
69.7
63.0
67.7
59.3
72.5
64.1
66.8
54.6
69.4
62.7
Permissible
Level
63.7
61.1
69.6
66.5
65.0
65.0
71.3
58.8
65.0
Nighttime (dBA)
Sound Level Sound Level
Permissible
without
with Noise
Level
Noise Barrier
Barrier
58.7
53.4
54.6
62.4
53.2
60.0
63.6
59.1
60.0
58.1
54.8
60.0
59.3
55.9
60.0
60.5
57.9
60.0
64.2
60.5
68.2
58.2
53.0
56.0
60.9
57.4
60.0
As indicated in the table above, it can be concluded that sound level with noise barriers at the sensitive
receptors are fairly acceptable and are below the permissible levels.
7-23

Figure 7.3 (a): Locations of Noise Barriers
7-24

Figure 7.3 (b): Locations of Noise Barriers
7-25

Figure 7.3 (c): Locations of Noise Barriers
7-26

7.3.5
Vibration
7.3.6
7.3.7
No specific requirements are deemed necessary for vibration during the operation of the highway.
Good engineering practice may require that the structural beams in the viaduct sections to be
installed onto bearing pads.
The usage of the pads would offer a substantial degree of vibration damping thereby reducing any
nominal increase in vibration generated from the expressway at the elevated sections.
An increase in traffic density during the operational phase of the proposed project is considered to
be an inevitable phenomenon normally associated with the process of urbanization.
The project proponent needs to incorporate an effective traffic management scheme into the
overall developmental framework of the proposed project to attain a satisfactory level of traffic
safety within the development area and at all entry and exit points into the area.
Smooth traffic along the road to be maintained at all times by keeping congestion along the road to
a minimum.
If congestion arises due to accidents or vehicle breakdowns, these vehicles should be removed
from the road as quickly as possible.
If roadwork need to be carried out or some lanes must be temporarily closed, these should be done
with the minimum of inconvenience to the general public.
Safety enhancement features such as road signs, traffic lights and street lamps should be properly
installed.
If possible, any form of assistance rendered by the Jabatan Kerja Raya (JKR) should prove
invaluable to ensure that all legal requirements for the safety measures concerned are fulfilled.
Socio-Economics
During the operational stage and when the Project is fully completed, the mitigating measures to be
taken are as follows:
The storage of materials and discarded parts on open ground should be carried out properly to
prevent the area from becoming breeding grounds for mosquitoes and rodents.
No site quarters or site camp for workers, whether foreign or locals, should be left on site neither
after construction nor during the operational phase to prevent any undesirable settlement of longterm residents that may conflict with the local villagers.
Any significant increase in demand for social facilities should be matched with the corresponding
equal amount of additional funding to improve and to expand the existing social facilities.
7.3.7.1 Aesthetics
Measures to minimize the visual impacts of the elevated expressway include:
Smart alignment design
An intelligent design to ensure the expressway blends well with the surrounding landuse:
Structural Design
Focuses on shape, height, width and materials utilized to ensure the alignment can
assimilate seamlessly with the surrounding scenery.
7-27

Structures in urban areas should be focused on how the shape of the alignment weaves
through surrounding buildings.
On the other hand, focus should be on height and size for the alignment sections
traversing through more open areas and also designed in a way to blend in well with the
surrounding landscape.
Beautification Efforts
Focuses on non-structural and construction enhancement approaches through the
application of suitable themes or colours to the alignment structure and components by
reflecting the surrounding landuse.
This means mimicking architectural designs of surrounding buildings for urban areas and
painting the alignment green for sections passing by open spaces or parks.
Landscaping
Landscaping is also recommended below the expressway viaducts and on the piers themselves.
Landscaping is very important especially along residential areas and sensitive receptors to
improve overall aesthetics of the alignment.
Where the alignment had physically and visually impacted upon existing greenery areas such as
parks, initiatives should be taken to restore aesthetics through the replanting of trees and shrubs.
Such replanting of trees can also be undertaken as a screening measure between the viaduct and
the adjacent areas.
Some examples of landscaping are shown in the photographs below:
Signage
In the case where facade blocking is inevitable, more efforts should be undertaken to install
adequate signage to guide road users towards affected premises.
This can be achieved though collaboration efforts with property developers, highway
concessionaires and local authorities.
Lighting
Installation of extra lighting at darker areas below the elevated expressway to ensure constant high
visibility.
7-28

7.3.8
Choosing lighter colours for the piers and viaducts can also help improve brightness under the
alignment.
Waste Management
The operational phase at the proposed project is not expected to generate any significant quantity
of solid wastes.
If there are any solid wastes (non-scheduled) generated, they shall be disposed off at the
dedicated dumpsite approved by the respective local authorities.
Any solid wastes contaminated with chemicals, cleaning reagents or petroleum products shall be
treated as Scheduled Waste in accordance with Environmental Quality (Scheduled Wastes)
Regulations, 2005.
Scheduled Waste Management
Storage, handling and disposal of scheduled waste should be carried out according to the
Scheduled Waste Regulations 2005.
The wastes should be stored in sealed drums, labelled and placed in a proposed scheduled waste
storage shed.
The shed should be concrete paved and bunded with a capacity to contain 110% of the largest
container volume.
There should not be any opening in the bund wall that may allow spills to flow offsite.
20 tonnes.
Any solid waste contaminated with liquid materials or petroleum products will be sent to Kualiti
Alam for disposal.
7.3.9
Safety and Health
7.3.9.1 Project Safety

A Project Safety Plan will be prepared at an early stage in order to manage the overall Health & Safety
issues. The Project Safety Plan will define the approach and methodology of how safety principles will
be applied to the design, supervision and operational phases of the project with particular respect to:
Defining the technical, design and operational safety standards and requirements.
Organizational arrangements for safety roles, responsibilities and obligations of members of the
project team.
Personal safety requirements for the project office and construction sites, e.g. Protective
equipment, work and access procedures and method statements, risk assessments etc.
Provisions for providing safety and protection to members of the public during construction and
operations.
Ensuring that safety procedures for the extension are compatible with the existing line.
Procedures for conducting safety audits.
Reporting.
Coordination with external bodies and emergency services.
Dept of Occupational Safety and Health requirements.
Safety training requirements.
Monitoring of safety performance by the Management Board.
7-29

7.3.9.2 Emergency Response Plan
In case of any accidents or emergencies on the Kinrara Damansara Expressway, the Emergency
Response Plan (ERP) shall be followed in order to attenuate the impacts on human lives and the
surrounding environment.
The ERP is to ensure proper and efficient actions being taken in case an emergency occurs.
7.3.9.3 Public Safety
During the operational phase, the issue of public safety should not cause serious environmental
concern since adequate traffic measures shall be incorporated into the overall design criteria of the
proposed Project.
Accident prone areas at curves and ramps should have adequate warning signboards and speed
limit signs.
The project proponent should consider ways and means to reduce chances of accidents by
increasing security/police personnel to maintain safety of other road users, by improving the
existing road conditions and by putting more safety measures at strategic locations.

In the event of abandonment of the project during the operational phase, which is a most unlikely event,
the following measures have to be taken:
All relevant authorities have to be informed by the project proponent of closure and abandonment.
The project site needs to be fenced up for security reasons. Warning signs have to be installed to
prevent unauthorized entry.
Removal and proper disposal of all types of wastes on-site.
Dismantling and removal of all equipment that may cause injury.
Implementation of the relevant rehabilitation plan, if an adverse environmental condition has been
created.
The area should be checked for damaged live wires that could pose a threat to anyone who
trespasses into the area.
7-30

CHAPTER 8: ENVIRONMENTAL MANAGEMENT PLAN
8.1
INTRODUCTION
The concept of Environmental Management Plan (EMP) is fast becoming an important aspect in all
development activities due to the growing awareness of the potential damage that unchecked
development can cause on the natural environment. The implementation of the EMP aims to strike a
balance between the need for conservation of natural resources and that of meeting the needs of the
society. This chapter introduces some of the strategies that could be adopted in the development of
the EMP for the proposed Kinrara Damansara Expressway project. An environmental monitoring and
auditing program is outlined so that the potential impacts from project development can be reduced to
acceptable levels.
Continuous implementation of environmental monitoring and auditing program is recommended so that
the effectiveness of mitigating measures can be assessed or corrected. In addition, such a program
shall provide an early indication on the effectiveness of the recommended mitigating measures to
achieve relevant acceptable standards and the approval conditions.
Upon the approval of the preliminary EIA and the project, plans should be drawn to incorporate the
approval conditions as stipulated by the DOE and the mitigating measures outlined in this report. The
EMP can effectively redress any adverse environmental impacts during the construction stage of the
project. Impact minimisation can be achieved via proper management of construction activities or by
adopting an ISO 14000 Environmental Management System (EMS) in the overall environmental
planning.
The ISO 14000 (EMS) is designed to provide guidelines for the best environmental management
practices. EMS is essential and enables organisations to meet the growing environmental performance
expectations and to comply with national and/or international requirements. The requirements of an
EMS are summarised in Table 8.1.
A comprehensive EMP which is part of the overall EMS should be supported by the allocation of
institution/administrative responsibilities, the responsibility of executing mitigation measures, adequate
budget for EMP implementation and a qualified team of personnel for effective planning,
implementation, reporting and evaluation. The programs described in the following sections cover:
Guidelines for project design and planning

Guidelines for project implementation/construction
Guidelines for project operation and maintenance
Environmental monitoring and auditing program
8-1

Table 8.1: Environmental Management System Requirements

EMS Requirements
General Requirements
4.1
Environmental Policy
4.2
Planning
Environmental aspects
Legal and other requirements
Objectives, targets and other programme(s)
4.3
4.3.1
4.3.2
4.3.3
Implementation and operation

Resources, roles, responsibility and authority
Competence, training and awareness
Communication
Documentation
Control of documents
Operational control
Emergency preparedness and response
4.4
4.4.1
4.4.2
4.4.3
4.4.4
4.4.5
4.4.6
4.4.7
Checking
Monitoring and measurement
Evaluation of compliance
Nonconformity, corrective action and preventive action
Control of records
Internal audit
4.5
4.5.1
4.5.2
4.5.3
4.5.4
4.5.5
Management review
8.2
ISO 14001 Clause
4.6
GUIDELINES FOR PROJECT DESIGN AND PLANNING

It is important to note that issues of relevance to public authorities be incorporated in the planning or
design stage of the proposed project. The Design Guidelines cover rules and regulations contained in
the Environmental Quality Act, 1974. It takes into account the criteria as outlined in Table 8.2.
8-2

Table 8.2: Design Criteria in an EMP

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

The principles to be adopted in formulating the construction guidelines for the Project are summarised
in Table 8.3.
Table 8.3: Principles in Formulating the Construction Guidelines
Construction
Criteria
Minimum
interference
Drainage
Soil erosion control
Road Traffic
Restoration of
Existing Condition
Environmentally
friendly practices
Remark
Work should be carried out to minimise any damage to or interfere with:
Natural waterways or existing drainage system
Structures, roads and adjacent properties
Public or private vehicular or pedestrian accesses
Biological resources
Drainage system for the construction site can be prepared based on the
DOEs Guidelines for Prevention of Soil Erosion and Sedimentation.
Plans for soil erosion and sediment control measures should be established.
Plans should incorporate considerations stipulated in DOEs Guidelines for
Prevention of Soil Erosion and Sedimentation.
A traffic management plan indicating transport routes, operating hours,
maximum speed limit and other safety features should be implemented to
ensure public safety and minimise traffic disruption.
Any disturbance and damages shall be restored to the original condition.
All construction sites must be free from solid waste material and construction
wastes to be recycled or disposed off at approved disposal site.
8-3

Table 8.3: Principles in Formulating the Construction Guidelines (contd)

Construction
Criteria
Pollution control
Remark
Waste management
Health and Safety

Measures
Social issues
8.2.2
Pollution control includes mitigation measures against noise, air and water
pollution as well as solid wastes disposal. The environmental components
and their respective compliance regulations are as below:
Air quality Recommended Malaysian Air Quality Guidelines.
Noise level DOEs Recommended Noise Exposure Limits.
Vibration level DOEs Recommended Vibration Limits.
An on-site waste management plan should be established and this should
include collection, segregation and placement of waste prior to offsite
disposal to approved dumpsite by licensed contractor. For spillage of
contaminants which include oil and grease, paints, fuel etc., a management
plan on the mode of collection, storage and disposal of the waste should be
prepared to the requirements of the Environmental Quality (Scheduled
Wastes) Regulations, 2005.
Compliance with the instruction from the Department of Occupational Safety
and Health and their regulatory requirements (DOSH). Pest control
programme should be established to ensure the work area is free from all
forms of pest / rodents.
Compliance with the procedures on employing foreign workers as determined
by the Immigration Department as well as the Ministry of Works. Close liaison
with the local police should be carried out for security measures.
Guidelines for Project Operation and Maintenance

Guidelines that will be adopted during the operation of the highway are given Table 8.4.
Table 8.4: Principles in Formulating the Operation Guidelines
Design Criteria
Sewage Discharge /
Water Quality
Air Quality
Noise Level
Vibration Level
Scheduled Waste
Health and Safety
Measures
Domestic Waste
Regulations
Compliance with Standard B and DOEs Conditions of Approval of the
Environmental Quality (Sewage) Regulations 2009
Compliance with Environmental Quality (Clean Air) Regulation 1978
Compliance with Environmental Quality (Control of Emissions from Diesel
Engines) Regulations 1996
Compliance with Environmental Quality (Control of Emissions from Petrol
Compliance with DOEs Recommended Noise Exposure Limits
Compliance with DOEs Recommended Vibration Lomits
Compliance with Environmental Quality (Scheduled Wastes) Regulations,
2005
Compliance with the instruction from the Department of Occupational Safety
and Health and their regulatory requirements (DOSH)
Carry out proper and regular waste collection, storage and disposal. Ensure
cleanliness of Project site.
8-4

8.3
ENVIRONMENTAL MANAGEMENT PLAN

Upon obtaining approval for the EIA report and prior to the commencement of the construction works, a
site-specific Environmental Management Plan (EMP) needs to be submitted to the Department of
Environment. This is primarily to ensure that the Contractor shall adhere to the specified EIA approval
conditions and integrate appropriate mitigation measures into the design and implementation phases of
the project. The EMP shall include details on the Construction Guidelines, Operation Guidelines,
Monitoring Program and Environmental Audits necessary for the duration of the project. Various
environmental management practices shall be incorporated into the EMP. The environmental
management practices recommended shall be based on the Conditions of Approval from the DOE and
best management practices currently employed in construction sites.
8.3.1
Objectives
The objectives of the EMP are:
(i)
(ii)
(iii)
(iii)
(iv)
(v)
8.3.2
to comply with the EIA conditions of approval as stipulated by the DOE

to comply with the laws, regulation and/or other environmental guidelines pertaining to the
Projects activities;
to introduce and raise the level of environmental awareness among personnel and workers;
to reduce the magnitude of negative impacts caused by the Project activities by identifying
significant environmental impacts and taking proper mitigation measures;
to present an environmental monitoring and audit program that will be used as a guide on
environmental performance; and
to achieve sustainable development, i.e., by carrying on with development activity without
compromising on environmental aspects.
EMP Format
The format of the EMP shall follow the format as outlined by the DOE and shown in Table 8.5 below:
Table 8.5: Format of Environmental Management Plan
Chapter
1.0
Description
INTRODUCTION
Sub-Chapter
1.1
1.2
1.3
2.0
POLICY
2.1
2.2
Preamble
Background Information
1.2.1 Geology and Soil
1.2.2 Topography
1.2.3 Natural Streamflow
1.2.4 Flora and Fauna
1.2.5 Landuse and Socio-economy
Project Description
1.3.1 Project Concept and Components
1.3.2 Project Facilities
1.3.3 Construction Schedule
Objective of EMP
Environmental Policy
8-5

Table 8.5: Format of Environmental Management Plan (contd)

Chapter
3.0
Description
ROLES AND
RESPONSIBILITIES
4.0
ENVIRONMENTAL
CONDITIONS
5.0
ENVIRONMENTAL
MONITORING AND
AUDIT
Sub-Chapter
3.1
3.2
3.3
4.1
4.2
4.3
5.1
5.2
5.3
5.4
5.5
5.6
6.0
7.0
SIGNIFICANT IMPACTS
AND POLLUTION
CONTROL MEASURES
ENVIRONMENTAL
CONTINGENCY PLAN
6.1
6.2
7.1
7.2
Organizational Chart
3.1.1 List of Organizations / Authorities
3.1.2 Project Proponent
3.1.3 Contractor
3.1.4 Engineering Consultant
3.1.5 Sub-Contractors
Training
Budget
Legal Requirements
Relevant Standards and Legislations
Reports
Introduction
Baseline Monitoring
Monitoring Stations
5.3.1 Water Quality Monitoring Stations
5.3.2 Ambient Air Quality Monitoring Stations
5.3.3 Noise Levels Monitoring Stations
5.3.4 Vibration Levels Monitoring Stations
Monitoring Frequency and Reporting
5.4.1 Water Quality
5.4.2 Ambient Air Quality
5.4.3 Noise Levels
5.4.4 Vibration Levels
Sampling Methods
5.5.1 Water Quality
5.5.2 Ambient Air
5.5.3 Noise Levels
Environmental Audit
5.6.1 Introduction
5.6.2 Audit Checklist
Impacts of Construction Activities on the
Environment
6.1.1 Hydrological Regime and Drainage
Systems
6.1.2 Air Quality
6.1.3 Noise Levels
Pollution Control Measures
List of Likely Environmental Emergencies
Specific Emergency Procedure
7.2.1 Siltation
7.2.2 Petroleum Products and Oil Spillage
7.2.3 Fire and Explosion
7.2.4 Collapse of Structures
8-6

Table 8.5: Format of Environmental Management Plan (contd)

Chapter
Description
Sub-Chapter
7.3
7.4
7.5
7.6
8.0
8.4
Accident Reporting Procedures

Command and Control
Responsibilities
Reporting Procedures
CONCLUSION
ENVIRONMENTAL MONITORING PROGRAM

The objectives of the post EIA environmental monitoring program are:
assess both the short and long term environmental effects associated with the prescribed activity;
verify the environmental impact predicted in the EIA report;
provide an early indication of adverse environmental impact; and
detect changes in impact trends.
Prior to the commencement of the construction phase, environmental monitoring is necessary to

provide a baseline of the existing environmental parameters. Subsequent monitoring will thus provide
an early indication of any adverse environmental impact so that the construction activities can be
carried out in an environmentally responsible manner.
With early indications, appropriate remedial actions can be carried out to prevent unacceptable impacts
or any further deterioration of the environment. A regular monitoring program for water, air, noise and
vibration should be drawn up to enable meaningful execution of periodic environmental auditing. In the
EIA context, auditing can be defined as a systematic, documented, periodic and objective review
conducted to meet environmental requirements.
8.4.1
Water Quality Monitoring

Construction Phase
Water quality monitoring shall be necessary during the construction stage to assess the impacts of
project activities onto the receiving waterways. Monthly monitoring of river water is proposed at six
locations and the locations are shown in Figure 8.1. Monitoring of the discharge from the 30 proposed
silt traps is also proposed to be carried out on a monthly basis.
The full range of parameters to be monitored during the construction phase is listed in Table 8.6. The
sampling and analysis should be carried out by a SAMM accredited laboratory on a monthly basis,
while reporting to the Department of Environment is to be made on a quarterly basis. This should
provide an overall assessment of the river water quality as well as to provide indications of project
impacts.
The effectiveness of the construction sites temporary sanitation facilities can also be determined with
the monitoring of E. coli parameters. Oil and grease levels of the surface water should be monitored to
determine whether there is any spillage or leakage from the material storage area for fuel, lubricants
etc.
8-7

Operational Phase
There is no necessity for carrying out monitoring of river water quality during the operational phase as
there are no rest or service areas along the Project alignment.
8.4.2
Air Quality Monitoring

Construction Phase
During the construction stage, the main emissions into the air would be fugitive dust and particulates
from exposed soil surfaces and from the movement and operations of construction vehicles. Other
airborne pollutants may be found in the exhaust emissions from the construction vehicles and
machines.
A regular monitoring program is needed to verify that primary pollutant levels in the ambient air are
below the Recommended Malaysian Air Quality Guidelines limits. The monitoring of air quality is
recommended to be carried out on a quarterly basis upon commencement of the site activities. Ten
locations are proposed for air monitoring within the proposed project site and the closest sensitive
receptor. The locations of the proposed monitoring stations are shown in Figure 8.1 while the
recommended parameters to be monitored together with their respective allowable limits are
summarised in Table 8.6.
Operational Phase
Routine air monitoring during the operational phase is not necessary as no excessive air pollutant is
expected.
8.4.3
Noise Level Monitoring

Construction Phase
There will be noise impacts during construction works, mainly generated from the use of machinery and
equipment. The monitoring for noise level is recommended to be conducted quarterly. For assessment
of impact due to construction, fourteen locations along the proposed Project alignment are identified for
the noise monitoring (Figure 8.1). The noise levels are to be recorded continuously for a period of 8
hours and the Leq (average noise levels) should comply with the respective DOE Recommended Noise
Exposure Limit depending on the different areas or DOE conditions of approval limits. The location and
parameters to be monitored are listed in Table 8.6.
Operational Phase
Based on the modelling results, noise monitoring is recommended at four locations (Figure 8.2). The
noise level monitoring at these areas are recommended to be carried out every six months during the
first year of operation to verify the need for noise barriers.
8-8

8.4.4
Vibration Monitoring
Construction Phase
Vibration monitoring is recommended to be carried out at fourteen locations during piling operations.
The proposed locations are given in Table 8.6 and shown Figure 8.1.
Operational Phase
During the operational phase, vibration monitoring is not deemed necessary.
8-9
Table 8.6: Proposed Monitoring Program during Construction and Operation Phases
Monitoring
Components
Location
CONSTRUCTION PHASE
Water quality
Upstream of Sg. Kayu Ara (CW1)
Downstream of Sg. Kayu Ara (CW2)
Upstream of Sg. Penchala (CW3)
Downstream of Sg. Penchala (CW4)
Upstream of Sg. Klang (CW5)
Downstream of Sg. Klang (CW6)
Frequency
Parameters
Monthly
pH
DO
COD
BOD
TSS
O&G
NH3-N
E.coli
Silt trap
Discharge outlet of silt traps (ST1 to ST30)
Monthly
TSS
Air quality
SJKT Effingham (CA1)

Jalan SS22/2, Damansara Jaya (CA2)
Section 17 (CA3)
SK Sri Petaling (CA4)
Section 11 (CA5)
Section 14 (CA6)
Section 4 (CA7)
PJS3 (CA8)
Kompleks Suria Kinrara (CA9)
Hospital Angkatan Tentera (CA10)
Quarterly
TSP
(24 hours
monitoring)
Compliance Levels
69
5 7 mg/l
25 mg/l
3 mg/l
50 mg/l
0.3 mg/l
NWQS Class II
59
3 5 mg/l
50 mg/l
6 mg/l
150 mg/l
0.9 mg/l
NWQS Class III
100 mg/l
Standard B of the Environmental Quality (Industrial
Effluent) Regulations, 2009
260 g/m3
Recommended Malaysian Air Quality Guidelines
Reporting
Requirements
Quarterly to DOE
Quarterly to DOE
Quarterly to DOE
8-10
Table 8.6: Proposed Monitoring Program during Construction and Operation Phases (contd)
Monitoring
Components
Location
CONSTRUCTION PHASE
Noise quality
SJKT Effingham (CN1)
Jalan SS22/2, Damansara Jaya (CN2)
SRJKC Damansara (CN3)
Section 17 (CN4)
SK Sri Petaling (CN5)
Section 11 (CN6)
Section 14 (CN7)
Section 4 (CN8)
Section 2 (CN9)
PJS3 (CN10)
Kinrara Seksyen 2 (CN11)
Kompleks Suria Kinrara (CN12)
Hospital Angkatan Tentera (CN13)
Bandar Kinrara Section 2 (CN14)
Vibration
SJKT Effingham (CV1)
Jalan SS22/2, Damansara Jaya (CV2)
SRJKC Damansara (CV3)
Section 17 (CV4)
SK Sri Petaling (CV5)
Section 11 (CV6)
Section 14 (CV7)
Section 4 (CV8)
Section 2 (CV9)
PJS3 (CV10)
Reporting
Requirements
Frequency
Parameters
Compliance Levels
Quarterly
LAeq
(8 hours
monitoring)
Recommended DOE Guidelines for Environmental

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

and Control Schedule 2: Recommended limits for
Damage Risk in Buildings From Short Term Vibration
or
Quarterly to DOE
Schedule 6: Recommended Limits for Human

Response and Annoyance From Short Term Vibrations
8-11
Table 8.6: Proposed Monitoring Program during Construction and Operation Phases (contd)
Monitoring
Components
Location
CONSTRUCTION PHASE
Vibration
Kinrara Seksyen 2 (CV11)
Kompleks Suria Kinrara (CV12)
Hospital Angkatan Tentera (CV13)
Bandar Kinrara Section 2 (CV14)
Environmental
audits
Project site
Frequency
Parameters
Compliance Levels
Quarterly
Peak Particle
Velocity (mm/s)

or
Quarterly
HalfYearly
Leq
(24 hours
monitoring)

DOEs conditions of EIA approval, existing legislation &
regulations
Reporting
Requirements
Quarterly to DOE
Quarterly to DOE
OPERATION PHASE first year

Noise quality
SRJKC Damansara (ON3)

SK Sri Petaling (ON5)
Section 11 (ON6)
Section 4 (ON8)

Noise Limits
of New Development (Roads, Rails, Industrial) in Areas
of Existing High Environmental Noise Climate
or
Yearly to DOE
8-12
Figure 8.1(a): Proposed Monitoring Stations during Construction Phase
8-13
Figure 8.1(b): Proposed Monitoring Stations during Construction Phase
8-14
Figure 8.1(c): Proposed Monitoring Stations during Construction Phase
8-15
Figure 8.1(d): Proposed Monitoring Stations during Construction Phase
8-16
Figure 8.2(a): Proposed Monitoring Stations during Operation Phase
8-17
Figure 8.2(b): Proposed Monitoring Stations during Operation Phase
8-18
8.5
ENVIRONMENTAL SITE AUDIT

Environmental site audits are recommended to be carried out on a quarterly basis during the
construction phase. The main objective of the audit is to identify any non-compliance with the
requirements of the EIA/EMP and practices that could be contributing towards the
deterioration of noise, air and water quality. The site audit shall be carried out in accordance
with accepted protocol detailing areas of non-compliance such water discharge standards, etc.
Any specific instances of non compliance with legislative standards and the probable cause of
such non-compliance shall be identified during the site audit.
8.6
HEALTH AND SAFETY

A written site-specific health and safety plan should be prepared prior to the commencement
of any site activities. The plan shall be made for review and should cover the following:
8.7
Storage of construction materials or fuels/lubricants utilised by the machinery

Safety practices to be adhered by workers as well as drivers of vehicles using public
roads
EVENT CONTINGENCY PLAN

Event contingency plan (ECP) are procedures to be adopted when any pollution occur either
accidentally or through inadequate implementation of mitigation measures. The corrective
actions that are required depend on the level of pollution measured in the monitoring program.
There are three levels specified by DOE, i.e. trigger limit, action limit and target limit
(Environmental Impact Assessment Guidelines for Industrial Projects, 1995).
The levels are defined as follows:
Trigger levels beyond which is an indication of a deteriorating ambient environment for

which a typical response could be more frequent monitoring.
Action limits beyond which appropriate remedial action may be necessary to prevent
environmental quality from going beyond the target limits, which would be unacceptable
Target limits statutory limits stipulated under the EQA (1974), EIA guidelines, DOE
recommended limits or generally accepted voluntary limits. If these are exceeded, works
or operation should not proceed without appropriate remedial action, including a critical
review of the expressway and its working methods.
The procedures are orientated to minimize the impacts of various events such as fire,
landslide, erosion and petroleum spillage, etc. on the site, personnel involved, the public and
the environment. The ECP also assigns responsibilities to appropriate personnel for its
implementation. The ECPs should be incorporated in the EMP report.
8-19
8.8
RESOURCES ALLOCATION
Adequate resources need to be allocated for the planning and implementation of the
Environmental Management Plan and Environmental Monitoring Program. Some of the
important requirements are listed as follows:
Allocate administrative responsibilities for planning, implementation and management

(evaluation and feedback) of the Environmental Management Plan (EMP) and
Environmental Monitoring and Audit Program (EMAP);
Appoint a team of personnel for the implementation of the EMP and EMAP. An example
of an organisational chart is shown in Figure 8.3; and
Provide adequate budget for implementation of the EMP and EMAP. An estimated
quantity and cost of implementation is shown in Table 8.7.
No.
Table 8.7: Budget Allocation for EMP

Unit Price
Item
(RM)
Estimated
Quantity
CONSTRUCTION PHASE
1.0
Environmental Management System (EMS)
1.1
Environmental Officer
2,500.00
30
1.2
Environmental monitoring and audit
3,000.00
10
report (EMAR)
1.3
Environmental monitoring
Water @ 6 locations (monthly)
200.00
180
Air @ 10 locations (quarterly)
650.00
100
Noise @ 14 locations (quarterly)
450.00
140
Vibration monitoring @ 14 locations
350.00
140
(quarterly)
50.00
900
Silt trap @ 30 locations (monthly)
2.0
Air Pollution Control Management
2.1
Deployment of water bowser
200/month
30
3.0
Water Pollution Control Management
3.1
Silt trap / Drain maintenance
2,000/month
30
4.0
Waste Management
4.1
Waste collection and disposal
300/month
30
4.2
Sanitation facilities
500/half year
5
5.0
Housekeeping
5.1
General upkeep of work area
500/month
30
6.0
Oil and Petroleum Products
6.1
Concrete bunding and paving
Lump sum
7.0
Vector and Disease Control
7.1
Fumigation
100/month
30
8.0
Environmental Training
8.1
1 day environmental awareness training
2,000.00
3
per year
8.2
1 day environmental legislation
2,000.00
3
awareness training per year
ESTIMATED TOTAL COST
Note: Above estimates are based on project construction duration of 30 months.
Estimated
Cost (RM)
75,000.00
30,000.00
36,000.00
65,000.00
63,000.00
49,000.00
45,000.00
6,000.00
60,000.00
9,000.00
2,500.00
15,000.00
25,000.00
3,000.00
6,000.00
6,000.00
495,500.00
8-20

Figure 8.3: Organisation Chart for EMP Implementation
Department of Environment
Federal Territory of Kuala Lumpur / Selangor
Project Proponent
KIDEX Sdn Bhd
Subcontractors
To be appointed
SAMM Accredited Laboratory

(Monitoring and Analysis)
To be appointed
DOE Registered
Environmental Consultant / Auditor
(EMP and Environmental Audits)
To be appointed
8-21

CHAPTER 9: RESIDUAL IMPACTS
9.1
INTRODUCTION
Residual impacts are potential impacts that may remain after completion of the Project and in spite of
mitigation measures being adopted and implemented. These impacts are considered to be long-term
and irreversible which occur as a consequence of the development. Generally, the scale and nature of
the project will determine whether any residual impacts will occur and the intensity of these impacts.
Residual impacts are associated with the permanent changes as a result of the development of the
proposed project. The residual impacts anticipated are:
9.2
Increase in noise due to vehicle movement along the expressway

Reduced air quality due to the additional traffic
Land acquisition and relocation issues
Increased mobility and connectivity, savings from reduced travel time as a result of the new
highway
Improved quality of life due to reduced traffic congestion
AIR AND NOISE QUALITY

The increase in traffic volume is expected to impact air quality whereby gaseous pollutants from car
exhausts and dust will increase at the nearby sensitive receptors. The modeling carried out indicated
that predicted CO levels would still remain well within the Recommended Malaysian Air Quality
Guidelines once the project is fully operational.
The noise levels associated with traffic are also expected to increase. Based on the noise prediction
model and noise transmission pattern, thirteen areas will be affected by the increase in noise levels
once the Project is fully operational. Excessive noise levels can be effectively reduced or eliminated by
the construction and installation of appropriate noise barriers at the affected areas.
Noise barriers that will effectively reduce the noise levels to acceptable levels (within the DOE
recommended limit) have been proposed for eight areas. Further monitoring during the operational
phase is recommended at the other five areas to determine if noise barriers are required there.
9.3
WATER QUALITY
With the adequate drainage system, no residual impact on the water quality of the nearby waterways is
expected.
9.4
CHANGES IN MICROCLIMATE
Any microclimatic changes that are likely to occur is due to an increase in paved surfaces and
reduction in vegetated areas for example at the Taman Dato Harun area (Toll Plaza C). Although the
changes may not be very significant considering the area is already heavily urbanised, it is important
that any vacant areas along the Project be vegetated and maintained.
9-1

9.5
SOCIO-ECONOMY & TRAFFIC

On the positive side, the proposed project will have a long term benefit for ease of travel between
Petaling Jaya and Puchong as an alternative to the highly congested LDP route. The proposed Project
is expected to bring about positive effects with the consequent reduction of travelling time.
9.5.1
Relocation of Residents
The displacement and relocation of residents whose houses have been acquired is not expected to
leave any residual impact if the whole process is handled appropriately and with due consideration from
the start to the finish. This would include good public relations prior to the relocation period and other
follow up measures as discussed in the report. If all parties are satisfied, no long term negative social
impacts are expected although the residents may need time to adjust to their new areas at the initial
period.
9.5.2
Socio Economical Benefits

Positive residual impacts are expected from the operation of the proposed project whereby the general
public will benefit from the decrease in traffic congestion. Communities and residents staying nearby to
the existing main roads will also feel the benefit from ease in traffic. Through the indirect benefits of the
reduction in traffic congestion, a healthier and less stressed society is envisioned.
9-2

CHAPTER 10: CONCLUSION
The proposed Kinrara-Damansara Expressway (KIDEX) will be a 14.9 km mainly elevated stretch except for a
short 400m at-grade portion that begins after the North Klang Valley Expressways (NKVE) Damansara Toll
Plaza and the interchange to Bandar Utama along the SPRINT Highway. The alignment will then traverse
through the urban area of Petaling Jaya before terminating at Bandar Kinrara after the Bukit Jalil Highway in
Puchong. Toll gates are proposed at the existing NKVEs Damansara Toll area, above Jalan Harapan between
Section 17 and Section 19 (CH 3020 to CH 3400), and near Taman Dato Harun of Petaling Jaya PJS 2 (CH
9640 to CH 10000).
The preliminary EIA has discussed both beneficial and negative impacts arising from the principal activities
during the construction and operational phase of the proposed project. During the construction phase, no major
issues are anticipated. Minor site clearing are only expected as the alignment is fully elevated. Issues arising
would be mainly related to pilling works whereby an increase in noise and vibration levels at the surrounding
areas is expected. Although inevitable, the elevated noise and vibration levels are expected to be localized,
intermittent and will cease upon completion of site work. With proper control of construction activities by limiting
heavy machinery and noisy works to day time only and quieter works to night time when necessary, the noise
impact from the construction phase to its nearest receptor is minimal and within the DOE noise limits.
Impacts towards the water quality are not significant as only minor site clearing is required. Another issue
highlighted in the assessment would be the socio-economic impact whereby the alignment transverse nearby
certain developments and land acquisition of certain land lots and residential houses will be required. Done in a
proper and amicable manner, no severe impacts are expected.
For the operational stage, the noise impact from the traffic volume utilizing the expressway will have an impact
on the nearby sensitive receptors. Noise modeling carried out indicated that certain areas may have levels
exceeding the DOE noise limit and noise barriers have been proposed at these locations. In addition, the project
proponent will also construct noise barriers for the entire section. With the installation of noise barriers, the noise
levels will be within the DOEs limit. Along with the increase in traffic, there will be an increase in air pollution. Air
modeling carried out indicated however that the increase in CO levels is acceptable and still well within the
Malaysian Air Quality Guidelines. Water pollution is not an environmental issue during the operational phase.
An Environmental Management Plan (EMP) for the project will also be established where regular monitoring will
ensure compliance with all proposed mitigation measures designed to minimize adverse impacts onto the
environment.
In conclusion, the adverse impacts on the environment by the proposed Project are considered minimal
compared to the positive benefits. The adverse impacts can be minimized by implementing the recommended
mitigation and precautionary measures at both the construction and operational stages. The completed Kinrara
Damansara Expressway is expected to achieve the main purpose of reducing traffic volumes and congestion
between Petaling Jaya and Puchong by providing an alternative route to the highly congested Lebuhraya
Damansara Puchong.
10-1
Checklist for the EIA Report Preparation

ITEM
1.0
1.1
Project Information
Initiator
1.2
1.3
Site Location
Project Area
1.4
Statement of Need
1.5
Project Option
1.6
Layout
1.7
Implementation Schedule
2.0
2.1
Consultants Information
Consultant Firm
2.2
EIA Consultants
2.3
Others
3.0
3.1
3.2
Maps and Plans

Cadastral Plan
Topographic Map
3.3
Survey Map
3.4
3.5
3.6
Slope Map
Hydrology and streamflow
Map
Geological and Soil Map
3.6
Landuse Plan
3.7
Others
4.0
4.1
4.2
Existing Environmental
Database
Meteorology
Geology and Soils
4.3
Water Quality
4.4
4.5
4.6
4.7
Air Quality
Noise
Vibration
Landuse
4.8
4.9
Ecology
Socio-Economy
4.10
Utilities and Services
INFORMATION
Name, address, telephone and fax numbers.
Name of contact person.
Location coordinates. Location map
Size of area. Cadastral plan showing lots
involved.
Reasons or justification for proposed
Project.
Criteria for selection of chosen development
compared to other options.
Layout plan showing proposed development
components.
Work schedule outlining phases of
development and time frame involved.
Name, address and telephone and fax
contact numbers.
List of names, academic qualifications,
signatures.
Name and address of other supporting
consultants and companies
Lot numbers of Project Site.
Of scale 1:50,000 or better, showing natural
drainage and landform.
Of scale 1:50,000 or better with 5-10m
contours
Map showing slope analysis of Project area.
Map showing the catchment area of Project.
Map showing the vicinity of the Project Site.
Maps showing geological units and soil
types.
Scale 1:10,000 or better showing landuse
within 5km radius of project boundary.
Figure showing location of monitoring/
sampling station.
Assessment of climatological data.
Evaluation of site for geological and soil
information.
Baseline monitoring results for Interim
Standard Parameters.
Baseline air quality
Baseline noise levels.
Monitoring result for vibration.
Landuse within project site and surrounding
areas.
Indication of habitats in the project site.
Population within the Project area (size,
ethnic, age, employment status, educational
and health facilities).
Water, electricity and telecommunication.
COMMENT
Pg. 2-1
Pg. 1-4 & 1-6
Appendix 4
Pg. 1-1 to 1-4
Pg. 3-1 to 3-4
Pg. 1-6, 4-9 to 4-15
Pg. 4-25
Pg. 2-1
Pg. 2-1 to 2-2
Pg. 2-3
Appendix 4
Appendix 1
Appendix 1
NA
Pg. 5-4 to 5-5
Pg. 5-6
Pg. 5-17 to 5-25
Pg. 5-35 to 5-38
Pg. 5-7 to 5-10

Pg. 5-2 & 5-3
Pg. 5-27 to 5-28
Pg. 5-29
Pg. 5-31 to 5-32
Pg. 5-34
Pg. 5-11 to 5-15
Pg. 5-39 to 5-40
Pg. 5-41 to 5-42
Pg. 5-42 to 5-43
5.0
5.1
ITEM
Road Infrastructure
Impact Analyses
Soil Erosion Risk
5.2
Slope Stability
5.3
Water Pollution
5.4
Noise Pollution
5.5
Air Pollution
5.6
Vibration
5.6
Solid Waste
5.7
Ecological Impacts
5.8
Socio-Economic Impacts
5.9
Utilities and Services
5.10
Road Infrastructure
6.0
6.1
Mitigation Analyses
Soil Erosion Control
6.2
Slope Stability
6.3
Water Pollution
6.4
Air Pollution
6.5
Noise Pollution
6.6
Ecology
6.7
Solid Waste
6.8
Socio-Economic
6.9
Residual Impact
7.0
7.1
7.2
Managing Planning
Monitoring
Management
4.11
INFORMATION
Road system in the Project area.
Estimation of potential soil erosion and soil
loss to receiving waters.
Indication of areas with risk of slope
instability.
Projection of wastewater generation volume
and prediction of changes to water quality.
Prediction of noise increase.
Indication of air pollution sources and
potential changes to air quality.
Estimate vibration levels and impacts
Estimate waste generation volume and
impacts.
Extent of habitat loss with indication of
possible effects on species of flora and
fauna.
Potential economic losses/gains and social
issue that may arise.
Project demand for water, electricity,
telecommunication, sewerage, drainage,
waste disposal and others.
Project traffic generation volume and
distribution, and potential for congestion.
Outline measures to prevent and control soil
erosion and siltation of receiving waters.
Outline measures to stabilize slopes and
project buildings.
Describe measures to collect and treat
sewage.
Control measures to minimise dust
generation and other gaseous emissions
during construction as well as operational
phase.
Control measures to minimise noise
emittance during construction and
operational phase.
Measures to protect or conserve habitats
and species during or prior to construction.
System for collection and disposal of solid
wastes.
Outline steps or measures to be taken to
resolve social conflicts and related socioeconomic problems.
Describe any residual impacts that remain
even if all proposed mitigation measures are
implemented.
Environmental monitoring programme.
Recommendations with respect to
implementation of control measures and
monitoring
COMMENT
NA
Pg. 6-3 to 6-11
NA
Pg. 6-12 & Pg. 6-24
Pg. 6-15 to 6-16 & Pg.
6-24 to 6-35
Pg. 6-14 to 6-15 &
6-35 to 6-37
Pg. 6-16 to 6-19 & Pg.
6-35
Pg. 6-23 & Pg. 6-39
Pg. 6-19
Pg. 6-20 to 6-23 & Pg.
6-38 to 6-39
Pg. 5-42 to 5-43
Pg 6-19 & Pg. 6-37
Pg. 7-1 to 7-6
Pg. 7-6
Pg. 7-7 to 7-8 &
Pg. 7-19
Pg. 7-8 to 7-9
& Pg. 7-20
Pg. 7-9 to 7-10 & Pg.
7-20 to 7-26
Pg. 7-11
Pg. 7-15 & Pg. 7-29
Pg. 7-11 to 7-14 & Pg.
7-27 to 7-29
Pg. 9-1 to 9-2
Pg. 8-7 to 8-12
Pg. 8-1 to 8-7

EXECUTIVE SUMMARY
I.
INTRODUCTION
The proposed development is known as the PROPOSED KINRARA-DAMANSARA EXPRESSWAY (KIDEX).

The proposed Kinrara-Damansara Expressway (KIDEX) will be a 14.9km stretch of mainly elevated expressway
(except for a short 400m at-grade portion) that begins after the North Klang Valley Expressways (NKVE)
Damansara Toll Plaza and the interchange to Bandar Utama along the existing SPRINT Highway. The alignment
will then traverse through the urban area of Petaling Jaya before terminating at Bandar Kinrara after the Bukit
Jalil Highway in Puchong. Toll gates are proposed at the existing NKVEs Damansara Toll area, at the end of
Jalan Harapan between Section 17 and Section 19 (CH 3020 to CH 3400), and near Taman Dato Harun of
Petaling Jaya PJS 2 (CH 9640 to CH 10000).
II.
PROJECT INITIATOR / CONSULTANT
The concessionaire for the project is KIDEX Sdn Bhd. Any enquiries with regard to the project can be directed to:
KIDEX SDN BHD
Lot 1296, 5th Mile,
Jalan Ipoh,
51200 Kuala Lumpur.
Contact person
Position
Tel. No.
Fax No.
: Dr. Shaharizuan Shafiei

: Executive Director
: 03-6250 0222
: 03-6250 0522
The environmental consultant commissioned to undertake the Preliminary Environmental Impact Assessment
study is Environment Asia Sdn Bhd.
ENVIRONMENT ASIA SDN. BHD.
81B Jalan SS22/23
Damansara Jaya
47400 Petaling Jaya
Selangor Darul Ehsan
Contact person
: Mr. Edward Wong
Position
: Principal Consultant / General Manager
Tel. No.
: 03-7722 3088
Fax
: 03-7722 3099
The analytical laboratory engaged to carry out analysis of water quality, monitoring of air, noise and vibration
levels is ChemVi Laboratory Sdn Bhd, a Skim Akreditasi Makmal Malaysia (SAMM) accredited laboratory.
The objectives of the study are to identify the potential adverse and beneficial impacts of the project activities on
the environment and recommend mitigating measures to minimise the identified impacts to acceptable levels.
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III.
STATEMENT OF NEED
The main aim for the construction of the proposed Kinrara - Damansara Expressway (KIDEX) is to provide a
short and direct access to the Puchong / Kinrara and Petaling Jaya / Damansara ultimate catchments, giving
guaranteed journey-time with dispersal points planned strategically along its corridor for effective dispersal of
traffic. KIDEX is a dedicated expressway providing direct access to road users from Kinrara to Damansara. The
main intention of implementing KIDEX is to provide relief to the existing traffic congestion at LDP and SPRINT,
provide shorter journey times, shorter travel distance and effective dispersal of traffic between Damansara /
Petaling Jaya and Puchong / Kinrara areas through connectivity with existing expressways.
KIDEX will also complement the development strategies outlined in the Kuala Lumpur Structure Plan 2020 and
Selangor Structure Plan 2020.
IV.
LEGAL REQUIREMENTS
The proposed project is classified as a prescribed Activity 9: Infrastructure (Construction of Expressway) under
the Environmental Quality (Prescribed Activities) (Environmental Impact Assessment) Order 1987 of the
Environmental Quality Act, 1974. As the proposed alignment traverses the State of Selangor as well as the
Federal Territory of Kuala Lumpur, the Preliminary EIA Report will be submitted to the Department of
Environment Headquarters in Putrajaya for approval.
V.
PROJECT DESCRIPTION
The proposed alignment will mostly traverse within the State of Selangor with only a small portion travelling
through the Kuala Lumpur territory (on and off ramps portion at Jalan Damansara CH2150-2200 & Jalan Kinrara
CH 13050). The starting chainage at the SPRINT Highway is located at coordinates 95492.582 N, 89776.969 E
while the ending chainage is located at 86325.849 N, 93893.616 E in Bandar Kinrara 5.
The total length of the alignment will be 14.9 km. There will be 7 interchanges comprising 21 elevated ramps.
There will also be 2 mainline toll plazas and 2 ramp toll plazas proposed for the alignment. The construction
phase of the proposed project is scheduled to be completed within a time frame of 48 months from October 2013
to October 2017.
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VI.
PROJECT DEVELOPMENT OPTIONS
Factors such as the Project's compatibility with surrounding landuse, relevance to national and local government
strategy and policy for the area and the state, social economic values and the impacts to the natural environment
have been considered in the development options. The alignment length, design and construction options also
took into account engineering aspects and budget constraints. In choosing the best possible alignment, there
were four options considered (Option 1 to 4). The four options considered were based on the best linkage to the
existing road system. The evaluation of the four options culminated with the present preferred alignment.
Construction options would be regarding the different types of pilling methods and ground treatment methods to
ensure the foundation works are carried out well.
VII.
EXISTING ENVIRONMENT
A.
Physical Environment
Topography
The entire project area is predominantly flat ground, with an elevation ranging from 16m to 55m above mean sea
level. The area with the highest elevation is from CH 1340 to CH 1900 along Sprint Highway from Kg. Sg. Kayu
Ara to Tropicana Mall. The lowest area is from CH 9520 to CH 10440 along the proposed alignment at Taman
Dato Harun, PJS3. In general, much of the natural localised features have been altered due to the urbanisation.
The project site falls within the Sg. Klang River Basin and there are no water intake points downstream of the
project alignment. The proposed alignment will cross over Sg. Kayu Ara (CH 560), Sg. Penchala (CH 21900) and
Sg Klang (CH 10660 to CH 10780). The drainage system within the site is the existing surface and sub-surface
roadside drains.
Geological Terrain
The proposed Kinrara-Damansara Expressway is underlain by undifferentiated acid intrusive rocks (NKVE
Interchange to CH 5400), limestone/marble rock formations from the Silurian-Ordovician Age (CH 5400 to CH
8280) and carboniferous formations (CH 8280 to END).
Soil
Most of the Project alignment is located on the Tanah Bandar soil series while only the section from NKVE
interchange to CH0 at Kg. Sg Kayu Ara is located on the Rengam-Jerangau series.
Climate
The project area has an equatorial climate with high relative humidity and uniform temperature throughout the
year.
Landuse
The surrounding area of the project largely comprises urban and associated areas that cover 80.28% of the
landuse and consists of residential, recreational, commercial and industrial areas. A high percentage of urban
and associated areas indicate that the surroundings areas are already heavily developed. Forest land within 5km
radius of the project cover only 5.39%. Recreational areas such as golf courses and recreational parks within
5km cover 3.02%.
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Water Quality
Baseline water quality was carried out at 6 locations along the project alignment where it crosses Sg. Kayu Ara
(W1 & W2), Sg. Penchala (W3 & W4) and Sg. Klang (W5 & W6). The water samples were analyzed for the WQI
parameters and results indicated the Water Quality Index (WQI) levels for all monitoring stations ranged from
55.6 to 88.8 which render stations W1 to W3 to fall under Class II (76.5 - 92.7) and stations W4 to W6 to fall
under Class III (51.9-76.5) of the WQI.
Air Quality
The air quality sampling was conducted at 10 selected stations located near to potentially sensitive receptors.
Based on the results, the ambient air quality had low levels of the gaseous pollutants of TSP, NO2, CO and SO2
and was well within the acceptable levels in the Recommended Malaysian Air Quality Guidelines.
Noise Levels
Noise levels measurement was conducted at 14 monitoring stations located near to potentially sensitive
receptors. The existing noise levels were generally higher during the daytime period as compared to the
nighttime period. The results showed that the daytime noise levels (LAeq) ranged from 53.0 dB(A) to 69.0 dB(A)
and the nighttime noise levels ranged from 52.0 dB(A) to 66.0 dB(A).
Vibration
Vibrations measurement was conducted at 14 monitoring stations along the project site. Based on the results,
the vibration levels monitored at the nearby sensitive receptors ranged from 0.284 to 3.03 mm/s. The highest
vibration level of 3.03 mm/s was recorded at station V4 which is at the Section 17 residential area.
Environmentally Sensitive areas and Heritage Sites
As the alignment will pass through well-developed urban areas, there are no environmentally sensitive areas or
heritage sites traversed by the alignment. The closest forest reserve to the site is the Bukit Gasing Forest
Reserve located 1.2km southeast of the alignment. The only area of concern is the limestone area traversed by
the proposed alignment from the New Pantai Expressway (NPE) to KESAS Highway. However, soil investigation
showed that soil characteristics for this area are less sensitive to disturbance.
Project
site
ES-5

B.
Flora and Fauna

The proposed alignment does not encroach upon any sensitive ecological habitats. The area along the proposed
project alignment is already well developed and heavily built up. Vegetated areas are mostly found mainly along
the river reserve of Sg. Klang and green areas where the proposed Toll B (CH 2520 to CH2820) and Toll C (CH
9640 to CH 10000) will be constructed which comprises mainly grasses, scrub, weeds and ferns. All flora species
along the Project alignment are commonly found and has little or no conservation or biodiversity importance. The
project site is relatively poor in animal diversity and abundance due to the minimal vegetation found on site. No
rare or endangered flora and fauna species were observed on site.
C.
Existing Socio Economic System
Land Acquisition
A total of 290 lots with a total of 15.15 hectares will be affected. Of these, 288 lots are private land occupying
14.98 hectares. The land acquisition will also involve 2 lots of federal land occupying 0.17 hectares.
Socio-Economy
A socio-economic survey on the population living near the alignment was conducted from August to September
2011. The study was conducted on the population living within the 1 km corridor from the proposed expressway.
The assessments were made based on the primary data collected using the survey sampling technique and onsite observations. A total of 300 individuals were interviewed from 17 locations within the project zone of
influence.
The sample survey was conducted in the month of August/September 2011 using the face-to-face interview
method. Of the total 300 respondents interviewed, 66.3% were males and the remaining 33.7% were females.
Overall, the mean age of the respondents was 45 years old. The monthly household income ranged from a low of
RM1000 to a high of RM40, 000. The mean household income was at RM4676 which is significantly higher than
the poverty level. A significant proportion (61.3%) of the households owned the houses they live in and the
remaining 38.3% are either renting or staying with someone. About 41.7% of those interviewed live within 150
metres from the proposed expressway. As expected and since the majority of the respondents earn generally
above average income, all households have a fairly high living standard, fully equipped with most of the
household necessities, such as a car, motorcycle, fixed/mobile phone, television/ASTRO, washing machines,
computers etc.
Significantly, a large proportion (73.4%) of those interviewed was either Very agreeable or Agreeable with the
proposed project. Two main reasons were given for agreeing. The expressway will ease their travelling times
and reduce road congestion. On the other hand those who were Not agreeable or Highly not agreeable cited
Air and noise pollution and Increase flood problem. Most of those who objected were those who live very close
to the proposed Expressway, generally less than 150 metres away. However, the result of the assessment made
concluded that more benefits can be obtained as compared to costs towards the human or physical environment.
Infrastructure and Utilities
Syarikat Bekalan Air Selangor Sdn. Bhd. (SYABAS) is responsible for the water supply distribution for the State
of Selangor and Kuala Lumpur.The electricity supply is provided by Tenaga Nasional Berhad (TNB) via the
national grid system. Syarikat Telekom Malaysia Berhad (STMB) provides telecommunication system to the
proposed Project via underground cables.
ES-6

Solid waste management along the project alignment for Selangor falls under the jurisdiction of the local
authorities while in Kuala Lumpur it is managed by Alam Flora Sdn Bhd. Indah Water Konsortium (IWK) is
responsible for operating and maintaining the public sewage treatment plants and underground sewerage
pipelines.
VIII.
IMPACTS IDENTIFICATION AND EVALUATION
A.
Pre-Construction Phase
No significant impacts are expected during the pre-construction phase.

B.
Construction Phase

There is minimal land clearing for KIDEX as it is located within an urban environment. Nevertheless, soil erosion
and sediment yield has been calculated for cut and fill areas at the at grade section at the TUDM area
(CH12400-12800). The estimated average rate of soil erosion for the project site under the existing condition was
low at 0.850 t/ha/yr. During the construction phase, a worst case scenario is assumed where the project site will
be cleared of all vegetation. The estimated soil erosion for the Project site during this worst case scenario was
estimated to be 283.385 t/ha/yr. After the completion of the construction phase, soil erosion and its effects will
be reduced significantly, as the site will be paved and turfed.
The project alignment is located within a developed urban area with an extensive network of roads, expressways,
surface and sub-surface roadside drains. Hence, no significant drainage and flooding impacts are expected as
only a limited work area will be utilized since KIDEX is fully elevated. At areas more site clearing would be carried
out, i.e. toll gate area, closure or disruption of existing drains could cause localized drainage impairment and
temporary flash flooding.
Water Pollution
Land clearing activities may result in the exposure of topsoil to erosive rain and subsequent discharge of high
sediment-laden runoff into the urban drainage systems and receiving water bodies (Sg. Kayu Ara, Sg Penhcala
and Sg Klang). Besides, the improper storage and indiscriminate disposal of wastes can lead to blockages of the
local drains, thus creating breeding grounds for disease vectors and aesthetic problems. Potential impacts to the
water quality aspect include the increase of TSS, turbidity, BOD, COD and oil and grease levels of nearby rivers.
Air Pollution
Sources of air pollution will be from dust emission and dispersion from construction activities as well as vehicles
and machinery. The primary concern for air pollution is aesthetics, safety, personal discomfort and heath.
Impacts of air pollution will be quite variable depending on the intensity of construction works and extent of
exposed soil. The air pollution along the Projet alignment is expected to be more noticable during the site
clearing for the Toll C green area as compared to the pilling area. The transportation of construction materials
may also cause increase in the ambient dust level along the local access road. However, the dust impacts would
be temporary and short term as operation of machinery and vehicles will be localized and limited during the
permitted working hours.
Noise Pollution
During the construction phase, noise impact is expected to be localized and temporary. It will be further
minimized by the recommended mitigating measures.
ES-7

Vibration
The potential for vibration impact at neighbouring sensitive locations during construction is typically limited to
sources from piling operations and truck movements. The more significant of these is the vibration from piling
operations; the method of which will need to be selected and controlled to ensure there is no likelihood of
structural or even cosmetic damage to existing neighbouring dwellings. As only bored piling will be used, the
potential vibration impact on existing buildings will be much reduced.
Ecology
Any impact on flora is minimal as the alignment of the proposed project will be mostly within the existing road
system that is mainly covered with grasses and shrubs. There are no endemic species affected and the removal
of any flora at the proposed project site will not affect the biodiversity of plant species in the area.
Similarly for fauna, the animal species along the alignment are low in terms of both abundance and diversity due
to the degraded habitats and the absence of any vegetated areas. Therefore, no impact on fauna is expected.
During the construction phase, the existing roads will be used as the main route for transportation of construction
materials and removal of construction waste and debris. Any spillage onto public roads may create traffic
nuisance and as a result cause inconvenience and a potential hazard to other road users. The increase in traffic
during the construction period is not expected to cause traffic congestion on the existing internal roads.
The problem of traffic disruption and congestion is mostly likely to occur during the piling of the viaducts at the
road median especially at the busier commercial areas and main roads. This impact is nevertheless short-term
and limited to the period of construction.
Socio-Economic
The social impact consequence from the compulsory acquisition of land will necessitate the relocation of
occupants or residents of buildings / houses. A total of 290 lots with a total of 15.15 hectares will be affected. Of
these, 288 lots are private land occupying 14.98 hectares. The land acquisition will also involve 2 lots of federal
land occupying 0.17 hectares. Land acquisition will not involve any religious properties. There are no major
community severance issues for this alignment as most of the proposed alignment will travel above existing road
medians and road reserves. Some residential and commercial lots along the alignment will be acquired (86 lots
in Petaling Jaya and 15 lots in Puchong).
The construction activities that would create an aesthetic impact include land preparation which involves removal
of existing utilities / structures, piling and construction of viaducts and platforms. Work activities will cause a
deterioration of the aesthetic of the area as construction materials and debris will be placed around the working
area of Project site.
The construction phase may bring about some positive benefits to the local community in terms of increased
activity and a requirement for small supplies and increase in retail spending from the increased number of
workers. The general negative impacts will be temporary disruption to local traffic and increased congestion
along the affected roads. During the construction of the viaducts at the road median, for safety reasons, there will
be temporary closure of certain roads or short stretches of the affected roads in stages. This would cause an
increase in traffic congestion as well as possibly restrict accessibility to local residents and commercial operators
along the affected roads.
In terms of economic benefits, increase in business and other ancillary activities are expected to generate more
income in the form of taxes to the state. Thus more investments mean more job opportunities to the local
ES-8

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

The increased surface runoff within the elevated alignment will be drained into the rain water down pipes which
flows down the viaduct piers to existing drainage at grade. The stormwater drainage design will be based on
Manual Saliran Mesra Alam Malaysia (MSMA 2nd Edition).
Water Pollution
No significant impact of water pollution is expected during operational phase. Other water pollution impacts
caused by oil and grease/chemical/hazardous material spills, soot and grime from the exhaust pipes and
indiscriminate litter could occur on a reduced scale.
Noise Pollution
Noise modeling was carried out for the projected traffic volume up to year 2045. The results show that daytime
noise contour of 72 dBA, 60 dBA, 48 dBA and 36 dBA contours extend approximately 80m, 280m, 700m and
1160m respectively from the alignment. As for the nighttime noise, noise level of 70 dBA is not exceeded
throughout the alignment. The noise contours of 63 dBA, 53 dBA, 43 dBA and 33 dBA being registered are
located approximately at a distance of 40m, 200m, 480m and 840m respectively.
Based on the noise prediction model and noise transmission pattern, 13 areas will be affected by the increase in
noise levels once the Project is fully operational and will require mitigation measures.
Vibration
Based on the DOEs Recommended Limits for Damage Risk in Buildings from Steady State Vibration, vibration
from traffic operations at all areas are anticipated to be below 5 mm/s and are within the DOE guidelines.
Therefore no adverse vibration impact is expected.
Air Pollution
The main source of air pollution will be from the emission vehicles utilizing the proposed Project. Modeling using
the CALINE4 was carried out to determine the emissions of CO caused by the increase from the Project
development. In the worst case scenario, the overall increase in CO levels is not significant as the predicted
levels are still well below the Malaysia Air Quality Guidelines for CO concentrations at 30 ppm.
ES-9

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

Mitigation measures recommended for the above impacts are summarized in Table A.
ES-10
Table A: Summary of Potential Impacts and the Recommended Mitigation Measures

Project Activity and
Sources of Pollution
I. PHYSICAL ENVIRONMENT
Potential Impact
Erosion and
Sediment Control
Plan
Construction Phase
Site clearing, piling and
construction activities.
Proposed Mitigation Measures
Residual
Impact
Erosion Control
None.
Land clearing should be carried out according to the development schedule to minimize the
amount of land exposure. Once the area has been cleared, construction should be carried out as
soon as possible.
Buffer strips or corridors of vegetation should be retained to separate disturbed land from an
adjacent watercourse. A minimum width of buffer strip should be no less than 10m.
If turfing cannot be carried out immediately at the exposed areas, temporary covers such as plastic
sheets, geotextile or fibre mats can be used instead.
Sediment Control
Before commencement of earthworks (if any), temporary drains and silt traps shall be constructed
to channel surface runoff for control of sediment discharge.
Adequate drainage should be constructed along the perimeter of the construction area to prevent
flash floods.
30 silt traps had been proposed at major water way crossings.
Check dams are proposed at strategic locations to reduce the velocity of the storm water flow.
Operational Phase
No mitigation measures required as the site will be paved and landscaped.
None.
ES-11
Table A: Summary of Potential Impacts and the Recommended Mitigation Measures (contd)
Potential Impact
Water Pollution

Construction Phase
Operational Phase
Residual
Impact
Adequate attention should be given to the storage and handling of petroleum products plus the None.
maintenance of construction machineries.
Diesel skid tanks and oil drums must be placed within a sheltered, paved and bunded area and the
drainage outlet provided with an oil sump or interceptor.
The maintenance of machinery should be carried out in a designated area where spillage or
leakage of used oil and lubricants can be contained.
Oil spills should be cleaned up as soon as possible to prevent possible oil contamination to the
waterways and public drains.
Used oil and grease should be stored properly at a designated location as far as possible from
waterways prior to disposal by licensed contractors.
Cement/bitumen should be stored properly in working shed and unauthorized dumping into rivers
and roadside shall be avoided.
All construction wastes should be collected at areas away from the waterways prior to disposal at
the designated municipal dumpsite.
Storage and handling of scheduled waste should be carried out according to the Environmental
Quality (Scheduled Wastes) Regulations, 2005. Separate compartments to be provided for
different groups of incompatible wastes.
The use of herbicide and fertilizer for the landscaping work (if any) shall be controlled and None.
application should preferably be carried out during dry weather.
An emergency response plan should be prepared for major spills from trucks transporting various
types of materials on the completed highway.
ES-12
Potential Impact
Air Pollution

Construction Phase
Operational Phase
Vehicle emissions
Residual
Impact
Employing good housekeeping to control fugitive dust effectively.

None.
Burning of waste or cut vegetation is strictly prohibited on site.
All construction vehicles to be maintained in good condition and operated properly in order to
reduce black smoke and soot emissions.
Vehicles transporting construction materials, debris or earth should be properly covered with
canvas sheet and secured properly to minimise dust and particulate dispersion to the surrounding
atmosphere.
Wetting of the site should be carried out as and when needed to prevent dust turbulence.
Driving speeds of vehicles within the construction site to be kept slow to reduce dust turbulence.
Regular air monitoring to be carried out to monitor the possible degradation of the existing ambient
air.
Wash troughs or wheel washing facilities would be constructed as and when needed at the exit of
working areas into public roads. Wastewater from the wash trough should be channelled into a
sump prior to discharge.
All vehicles travelling to and fro along the proposed highway shall follow the stipulated speed
limits.
Other physical mitigation measures are not deemed necessary for air pollution control, as its
extent during the operational phase is not significant.
None.
ES-13
Potential Impact
Noise Pollution

Construction Phase
Noise from heavy
vehicles/machinery and
construction work
Operational Phase
Operation of the road
realignment
Residual
Impact
Limit the working hours of high noise generating work activities.

None.
Establish channels of communication between the contractor / developer, Local Authority and
residents.
Monitor the noise levels during critical periods and at sensitive locations.
Select equipment with low inherent potential for generation of noise.
Suitable noise absorbent materials should be installed on machinery that produces high noise
levels. Machinery emitting high noise shall be sited within an enclosure.
Erect barriers as necessary around noisy machinery such as generators or large compressors.
Placement of noisy equipment as far away from sensitive properties as permitted by site
constraints.
Working hour should preferably be limited to daytime.
All vehicles and machinery will be properly serviced and maintained to reduce possible noise
emission.
Establish hoarding and maintain vegetation belt along the alignment, where practical and
applicable.
Impose speed limit for heavy vehicles on site.
Noise barriers that will effectively reduce the noise levels to acceptable levels (within the DOE Increase of
recommended limit) have been proposed for 9 areas.
noise levels.
Further monitoring during the operational phase is recommended at the other 4 areas to determine
if noise barriers are required there.
Project proponent had proposed to construct noise barriers (on the parapet at both sides) for most
of the elevated alignment which will cover the 9 areas requiring construction of noise barriers.
ES-14
Potential Impact
Vibration Pollution

Construction Phase
Piling activities
Operational Phase
Operation of the road
alignment
Residual
Impact
Select alternative piling methods least likely to give rise to unacceptable vibrations, i.e. bored piles None.
or hand dug caisson especially nearby to the residential or sensitive areas.
Remove obstruction such as old foundation to control the transmission of vibration.
Provide cut-off trenches which interrupt the direct transmission path of vibration between source
and receiver, where required.
Reduce energy per blow/cycle of piling works to produce a lower peak particle velocity.
Reduce resistance to penetration by several ways such as pre-boring for hydraulic driven piles,
mudding in for rotary bored piles and adding water to the bore hole for impact bored piles.
High vibratory equipment should be placed as far away from sensitive properties as permitted by
site constraints.
Vibration isolated support structures should be implemented where necessary.
No specific requirements are deemed necessary for vibration control during the operation phase. None.
However, good engineering practice may require that the structural beams in the viaduct sections
to be installed onto bearing pads.
ES-15
Potential Impact
Traffic

Construction Phase
Transportation of
materials
Operational Phase
Traffic activities
Ecological Aspects
Residual
Impact
Transportation of heavy loads of construction material and machinery should be undertaken None.
preferably during off-peak traffic hours.
Scheduling to avoid large convoys of trucks arriving / exiting the site at the same time.
Planning of access routes to avoid narrow roads or residential service roads.
Use of multiple or separate entry and exit points if possible to spread out traffic distribution.
Scheduling of heavy vehicle movement during off peak morning and evening hours.
Flagmen should be employed to assist in the direction of traffic when construction vehicles are
joining the main flow of traffic or when traffic is busy.
Lane closures to be kept to a minimum to ensure smooth traffic flow.
Incorporation of an effective traffic management scheme into the overall developmental framework Ease of
of the proposed Project is recommended.
travelling.
Safety enhancement features such as road signs, traffic lights and street lamps should be properly
installed.
Construction Phase
Any remnant vegetation should be removed for proper disposal at an approved dumpsite.
None.
Burning of cleared vegetation is strictly prohibited.
The permanent ground works in paving and hard surface standing should commence and be
completed as soon as possible in order to avoid barren ground open to erosion.
Operational Phase
No mitigation measures required.
None.
ES-16
II. SOCIO-ECONOMIC CONSIDERATIONS
Potential Impact
Socio Economic
Considerations
Construction Phase
Employment of
construction workers,
occupational safety
aspect, and health,
aesthetics
Operational Phase
Road safety and
aesthetics
Residual
Impact
Preference should be given to local workers for the employment opportunities.

None.
All foreign workers need to be medically screened for potential carrier of diseases.
All young persons under the age of 18 are not allowed to work at the construction site.
There should be stringent adherence to occupational health and safety regulations such as
establishing a safety and health policy and employment of a competent safety officer, all jobs with
specific hazards (scaffolding, machine operation etc.) must be carried out by competent person
with valid license/certificate and the provision of adequate and suitable personal protective
equipment (PPE).
Adequate rubbish bins for domestic and general waste must be provided with a schedule for
disposal.
Clear signboards and lights to indicate and highlight danger areas should be put up.
Work areas should be kept clean at all times and garbage solid wastes should be disposed into the
designated waste bins and stored at a designated location prior to disposal off-site by licensed
contractors.
Hoarding should be used to block construction site where possible. Good housekeeping at the site
is also encouraged.
Increased in activities of motorist necessitates improved installation of sufficient road signs and None.
more safety features at strategic locations to prevent accidents involving the road users using the
Kinrara Damansara Expressway.
Accident prone areas at ramps and interchanges should have adequate warning signboards and
speed limit signs.
Smart alignment design, structure beautification, landscaping and extra lighting will help assimilate
alignment into existing landuse and increase aesthetic values.
ES-17
II. SOCIO-ECONOMIC CONSIDERATIONS (contd)
Potential Impact
Waste Management
Construction Phase
Solid waste management
Scheduled Waste
Management
Operational Phase
Residual
Impact
Solid wastes generated from the construction site shall be collected at an on-site designated area None
prior to disposal.
No open burning of solid wastes shall be carried out at any time.
Solid wastes from the Project site must be regularly removed and disposed by licensed
contractors.
Storage and handling of scheduled waste should be carried out according to the Environmental None
Quality (Scheduled Wastes) Regulations, 2005. The wastes should be stored in sealed drums,
labelled and placed in a proposed scheduled waste storage shed. The shed should be concrete
paved, bunded with a capacity to contain 110% of the largest tank volume.
There should not be any opening in the bund wall that may allow spills to flow off-site.
20 tonnes.
Solid wastes (non-scheduled) generated shall be disposed of at the dedicated dumpsite approved None
by the authorities. Open burning of solid waste is strictly prohibited.
Solid wastes contaminated with chemicals, cleaning reagents or petroleum products shall be
treated as scheduled waste in accordance with Environmental Quality (Scheduled Wastes)
Regulations, 2005.
Scheduled waste should be stored in sealed drums, labelled and placed in a proposed scheduled
waste storage shed. The shed should be concrete paved and bunded with a capacity to contain
110% of the largest container volume.
ES-18
III. SITE ABANDONMENT
Potential Impact
Abandonment Plan
Construction Phase
Abandonment
Operational Phase
Abandonment
Residual
Impact
Project proponent must endeavour to vacant the project site in an environmentally responsible None
manner and prepare a Project Abandonment Plan.
The site should be left in the best shape possible in terms of the environment and free of any
unexpected hazards to the public.
In the event of abandonment during the operational phase :
None
All relevant authorities have to be informed by the project proponent of closure and
abandonment
The project site needs to be fenced up for security reasons. Warning signs have to be
installed to prevent unauthorized entry
Removal and proper disposal of all types of wastes on-site
Dismantling and removal of all equipment that may cause injury
Implementation of the relevant rehabilitation plan, if an adverse environmental condition has
been created
The area should be checked for damaged live wires that could pose a threat to anyone who
trespassed into the area
ES-19
IX.
ENVIRONMENTAL MANAGEMENT PLAN
An Environmental Management Plan (EMP) and a monitoring and auditing program should be prepared as shown in Table B to guide the project proponent in managing the
environmental impacts during project implementation. This will also ensure that all legal requirements are complied with, and that all regulatory environmental
emission/discharge criteria and standards are being met.
Table B: Proposed Monitoring Program during Construction and Operation Phases
Monitoring
Components
Location
CONSTRUCTION PHASE
Water quality
Upstream of Sg. Kayu Ara (CW1)
Downstream of Sg. Kayu Ara (CW2)
Upstream of Sg. Penchala (CW3)
Downstream of Sg. Penchala (CW4)
Upstream of Sg. Klang (CW5)
Downstream of Sg. Klang (CW6)
Silt trap
Discharge outlet of silt traps (ST1 to ST30)
Frequency
Parameters
Monthly
pH
DO
COD
BOD
TSS
O&G
NH3-N
E.coli
Monthly
TSS
Compliance Levels
69
5 7 mg/l
25 mg/l
3 mg/l
50 mg/l
0.3 mg/l
NWQS Class II
59
3 5 mg/l
50 mg/l
6 mg/l
150 mg/l
0.9 mg/l
NWQS Class III
100 mg/l
Standard B of the Environmental Quality (Industrial
Effluent) Regulations, 2009
Reporting
Requirements
Quarterly to DOE
Quarterly to DOE
ES-20
Table B: Proposed Monitoring Program during Construction and Operation Phases (contd)
Monitoring
Components
Location
CONSTRUCTION PHASE
Air quality
Section 17 (CA3)
Section 11 (CA5)
Section 14 (CA6)
Section 4 (CA7)
PJS3 (CA8)

Noise quality
Section 17 (CN4)
Section 11 (CN6)
Section 14 (CN7)
Section 4 (CN8)
Section 2 (CN9)
PJS3 (CN10)
Reporting
Requirements
Frequency
Parameters
Compliance Levels
Quarterly
TSP
(24 hours
monitoring)
260 g/m3
Recommended Malaysian Air Quality Guidelines
Quarterly to DOE
Quarterly
LAeq
(8 hours
monitoring)

Noise Limits Schedule 2: Maximum Permissible Sound Level (LAeq)
or
or
Schedule 4 - Limiting Sound Level (LAeq) from Road
Traffic (For Proposed New Roads and/or
Redevelopment of Existing Roads)
Quarterly to DOE
ES-21
Monitoring
Components
Location
CONSTRUCTION PHASE
Vibration
Section 17 (CV4)
Section 11 (CV6)
Section 14 (CV7)
Section 4 (CV8)
Section 2 (CV9)
PJS3 (CV10)
Project site
Environmental
audits
Frequency
Parameters
Compliance Levels
Quarterly
Peak Particle
Velocity (mm/s)

or
Reporting
Requirements
Quarterly to DOE

Quarterly
DOEs conditions of EIA approval, existing legislation &

regulations
Quarterly to DOE
ES-22
Monitoring
Components
Location
Frequency
Parameters
Compliance Levels
HalfYearly
Leq
(24 hours
monitoring)

Noise Limits
or
Reporting
Requirements
OPERATION PHASE first year

Noise quality

Section 11 (ON6)
Section 4 (ON8)
Yearly to DOE
ES-23

X.
RESIDUAL IMPACTS
The residual impacts anticipated from the Project would be an increase in noise levels in tandem with the
increase in the traffic volume. The proposed Project is expected to bring positive residual effects with the
consequent reduction of travelling time between Petaling Jaya and Puchong as an alternative to the highly
congested LDP route. Residents staying nearby to the existing main roads will also feel the benefit from ease in
traffic. The displacement and relocation of residents whose houses have been acquired is not expected to leave
any residual impact if the whole process is to handled appropriately and with due consideration from the start to
the finish.
XI.
CONCLUSION
In conclusion, the adverse impacts can be minimized by implementing the recommended mitigation and
precautionary measures at both the construction and operational stages. The completed Kinrara Damansara
Expressway is expected to achieve the main purpose of reducing traffic volumes and congestion between
Petaling Jaya and Puchong by providing an alternative route to the highly congested Lebuhraya Damansara
Puchong.
ES-23

RINGKASAN EKSEKUTIF
I.
PENGENALAN
Cadangan projek ini dikenali sebagai CADANGAN LEBUHRAYA KINRARA-DAMANSARA (KIDEX). Cadangan
lebuhraya bertingkat sepanjang 14.9 km bermula selepas Plaza Tol Damansara Lebuhraya Lembah Klang Utara
(NKVE) dan persimpangan ke Bandar Utama sepanjang Lebuhraya SPRINT. Jajaran ini akan merentasi
kawasan Bandar Petaling Jaya sebelum tamat di Bandar Kinrara selepas Lebuhraya Bukit Jalil di Puchong.
Plaza tol telah dicadangkan di Tol Damansara NKVE sedia ada, di penghujung Jalan Harapan di antara Seksyen
17 dan Seksyen 19 (CH 3020 ke CH 3400), dan berdekatan dengan Taman Dato Harun di Petaling Jaya PJS 2
(CH 9640 ke CH 10000).
II.
PEMAJU / PERUNDING PROJEK
Pemaju projek ini ialah KIDEX Sdn Bhd. Sebarang pertanyaan yang berkaitan dengan projek ini boleh diajukan
kepada:
KIDEX SDN BHD
Lot 1296, 5th Mile,
Jalan Ipoh,
51200 Kuala Lumpur.
Nama : Dr. Shaharizuan Shafiei
Jawatan
: Pengarah Eksekutif
No. Tel.
: 03-6250 0222
No. Faks.
: 03-6250 0522
Perunding alam sekitar yang bertanggungjawab untuk menyediakan Laporan Penilaian Kesan Kepada Alam
Sekeliling ini adalah Environment Asia Sdn Bhd.
ENVIRONMENT ASIA SDN BHD
81B Jalan SS22/23
Damansara Jaya
47400 Petaling Jaya
Selangor Darul Ehsan
Nama
: Mr. Edward Wong
Jawatan
: Ketua Perunding Alam Sekitar / Pengurus Am
No. Tel.
: 03-7722 3088
No. Faks.
: 03-7722 3099
Analisis kualiti air, ambien udara, bunyi dan getaran dijalankan oleh sebuah makmal analisis yang telah
mendapat pengiktirafan Skim Akreditasi Makmal Malaysia (SAMM), ChemVi Laboratory Sdn Bhd.
Objektif kajian ini adalah untuk mengenalpasti potensi impak positif dan negatif terhadap alam sekitar yang
berlaku ketika pelaksanaan aktiviti-aktiviti projek serta mencadangkan langkah-langkah tebatan yang efektif
untuk mengurangkan impak tersebut kepada tahap yang minima.
RE-1

III.
KEPERLUAN PENYATAAN
Tujuan utama cadangan pembinaan Lebuhraya Kinrara Damansara (KIDEX) adalah untuk menyediakan akses
yang pendek dan terus ke kawasan utama Puchong / Kinrara dan Petaling Jaya / Damansara, memberi jaminan
masa perjalanan dengan tempoh penyuraian trafik yang dirancang secara strategik di sepanjang koridor jajaran
untuk penyuraian trafik yang berkesan. Secara khusus, KIDEX adalah lebuhraya yang menyediakan akses terus
kepada pengguna jalan raya dari Kinrara ke Damansara. Tujuan utama melaksanakan KIDEX adalah untuk
mengurangkan kesesakan lalu lintas sedia ada di LDP dan SPRINT, menyediakan masa perjalanan yang lebih
singkat, jarak perjalanan yang lebih pendek dan penyuraian trafik yang efektif di antara kawasan Damansara /
Petaling Jaya dan kawasan Puchong / Kinrara melalui penyambungan dengan lebuhraya yang sedia ada.
KIDEX juga akan melengkapkan strategi pembangunan yang telah digariskan di dalam Rancangan Struktur
Kuala Lumpur 2020 dan Rancangan Struktur Selangor 2020.
IV.
KEPERLUAN UNDANG-UNDANG
Cadangan projek ini diklasifikasikan sebagai aktiviti yang ditetapkan di bawah Aktiviti 9: Infrastruktur (Pembinaan
Lebuhraya) Perintah Kualiti Alam Sekeliling (Aktiviti Yang Ditetapkan) (Penilaian Kesan Kepada Alam Sekeliling)
1987, Akta Kualiti Alam Sekeliling 1974. Laporan EIA akan dihantar ke Ibu Pejabat Jabatan Alam Sekitar di
Putrajaya untuk mendapatkan kelulusan memandangkan cadangan tapak projek akan melalui kawasan Negeri
Selangor dan Wilayah Persekutuan Kuala Lumpur.
V.
PERIHAL PROJEK
Cadangan jajaran kebanyakannya akan merentasi kawasan di Negeri Selangor dengan hanya sebahagian kecil
sahaja yang melalui Wilayah Persekutuan Kuala Lumpur iaitu, di bahagian "on off ramps" di Jalan Damansara
CH2150-2200 & Jalan Kinrara CH 13050. Permulaan jajaran di Lebuhraya SPRINT adalah terletak di koordinat
95492.582 N, 89776.969 E dan berakhir pada koordinat 86325.849 N, 93893.616 E di Bandar Kinrara 5.
Jumlah panjang jajaran adalah 14.9 km. Terdapat 7 persimpangan yang terdiri daripada 21 jalan susur bertingkat
dicadangkan untuk projek ini. Selain itu, terdapat juga 2 plaza tol bagi laluan utama dan 2 plaza tol bagi jalan
susur untuk cadangan jajaran. Fasa pembinaan projek yang dicadangkan dijadualkan akan siap dalam tempoh
jangka masa 48 bulan dari Oktober 2013 hingga Oktober 2017.
RE-2

RE-3

VI.
PILIHAN PEMBANGUNAN PROJEK
Faktor-faktor seperti kesesuaian projek dengan gunatanah persekitaran, perkaitannya dengan strategi dan polisi
kerajaan persekutuan dan kerajaan tempatan, nilai sosio ekonomi serta impak terhadap alam sekitar diambil kira
dalam pemilihan jenis pembangunan di kawasan projek. Aspek kejuruteraan dan soal bajet juga
dipertimbangkan dalam perihal pilihan cara pembinaan, rekabentuk dan panjang jajaran projek. Dalam pemilihan
jajaran yang terbaik, terdapat empat pilihan yang dipertimbangkan (Pilihan 1 hingga 4). Empat pilihan ini adalah
berdasarkan hubungan yang terbaik kepada sistem jalan raya sedia ada. Akhirnya, rekabentuk jajaran lebuhraya
yang dikemukakan di dalam laporan ini dipilih daripada empat pilihan tersebut. Pilihan cara pembinaan pula
merangkumi kaedah penanaman cerucuk dan rawatan tanah yang berlainan bagi memastikan kerja-kerja asas
pembinaan dijalankan dengan betul.
VII.
PERSEKITARAN SEDIA ADA
A.
Persekitaran Fizikal
Topografi
Secara lazimnya, topografi di sepanjang jajaran projek adalah rata dengan ketinggian dalam lingkungan 16m
hingga 55m di atas paras laut. Kawasan yang tertinggi adalah dari CH 1340 ke CH 1900 di sepanjang Lebuhraya
SPRINT dari Kg. Sg. Kayu Ara ke Tropicana Mall. Kawasan terendah adalah dari CH 9520 ke CH 10440 di
kawasan Taman Dato Harun, PJS3. Secara umum, kebanyakan ciri-ciri semula jadi tempatan telah diubah
disebabkan oleh proses urbanisasi.
Hidrologi dan Aliran Sungai
Kawasan projek terletak di dalam kawasan takungan Sg. Klang dan tiada sebarang takat pengambilan air di hilir
tapak projek. Cadangan jajaran lebuhraya ini akan merentasi Sg. Kayu Ara (CH 560), Sg. Penchala (CH 21900)
dan Sg. Klang (CH 10660 ke CH 10780). Sistem perparitan di dalam kawasan tapak adalah parit permukaan dan
sub-permukaan yang sedia ada di tepi jalan.
Geologi
Profil geologi di kawasan projek lazimnya terdiri daripada batu asid intrusif (Persimpangan NKVE ke CH 5400),
formasi batu kapur/batu marmar dari Zaman Silurian-Ordovician (CH 5400 ke CH 8280) dan formasi zaman
Karboniferous (CH 8280 ke penghujung jajaran).
Tanih
Kebanyakan kawasan di tapak projek terletak di atas siri Tanah Bandar. Hanya bahagian dari persimpangan
NKVE ke CH0 di Kg. Sg. Kayu Ara terletak di atas siri Rengam-Jerangau.
Cuaca
Tapak projek terletak di kawasan beriklim khatulistiwa yang mempunyai kelembapan relatif yang tinggi dan suhu
yang sekata untuk sepanjang tahun.
Gunatanah
Sebahagian besar gunatanah sedia ada di sekitar tapak projek terdiri daripada kawasan bandar (80.28%) yang
merangkumi kawasan kediaman, rekreasi, komersil dan perindustrian. Peratusan yang tinggi untuk kawasan
bandar menunjukkan bahawa persekitaran jajaran projek sudah pesat dibangunkan. Kawasan hutan dalam
lingkungan 5km dari jajaran projek adalah sebanyak 5.39%. Kawasan rekreasi seperti padang golf dan taman
rekreasi dalam 5km pula meliputi 3.02%.
Kualiti Air
Sampel air diambil dari 6 lokasi di sepanjang jajaran yang merentasi Sg. Kayu Ara (W1 & W2), Sg. Penchala
(W3 & W4) and Sg. Klang (W5 & W6). Analisa bagi parameter Indeks Kualiti Air dijalankan dan keputusan
RE-4

persampelan menunjukkan tahap Index Kualiti Air untuk stesen-stesen persampelan adalah dari 55.6 ke 88.8 di
mana stesen W1 hingga W3 diklasifikasikan di bawah Kelas II (76.5 - 92.7) dan stesen W4 hingga W6 pula di
bawah Kelas III (51.9 - 76.5).
Kualiti Udara
Persampelan kualiti udara telah dijalankan di 10 lokasi yang terletak berhampiran dengan kawasan reseptor
sensitif. Keputusan kualiti ambien udara menunjukkan bacaan parameter gas pencemar (TSP, NO 2, CO dan SO2) adalah rendah dan berada di bawah had yang ditetapkan oleh Piawaian Kualiti Udara Malaysia.
Kualiti Bunyi
Pengukuran paras bunyi bising telah dijalankan di 14 stesen pengawasan yang terletak berdekatan dengan
kawasan reseptor sensitif. Secara amnya, paras bunyi sedia ada adalah lebih tinggi pada waktu pagi berbanding
dengan waktu malam. Keputusan pengukuran menunjukkan paras bunyi waktu siang (LAeq) adalah dari 53.0
dB(A) ke 69.0 dB(A) manakala paras bunyi waktu malam adalah dari 52.0 dB(A) ke 66.0 dB(A).
Getaran
Pengukuran getaran telah dijalankan di 14 lokasi di sepanjang tapak projek. Paras getaran yang diukur di
reseptor sensitif berdekatan berada dalam lingkungan 0.284 hingga 3.03 mm/s. Paras getaran tertinggi (3.03
mm/s) dicatatkan di stesen V4 yang terletak berdekatan dengan kawasan perumahan Seksyen 17.
Kawasan Sensitif Alam Sekitar dan Kawasan Warisan
Cadangan projek tidak akan melalui kawasan sensitif alam sekitar atau kawasan warisan memandangkan lokasi
tapaknya terletak di kawasan bandar yang telah dibangunkan. Kawasan hutan simpan yang terdekat dengan
tapak projek adalah Hutan Simpan Bukit Gasing (~ 1.2 km). Namun begitu, terdapat kawasan batu kapur yang
dilalui oleh jajaran dari Lebuhraya Pantai Baru (NPE) ke Lebuhraya KESAS. Kerja penyiasatan tanah
menunjukkan ciri-ciri tanah untuk kawasan ini adalah kurang sensitif kepada gangguan.
Tapak projek
RE-5

B.
Ekosistem Biologi Sedia ada
Flora dan Fauna

Cadangan jajaran lebuhraya tidak melibatkan sebarang habitat ekologi yang sensitif. Kawasan di sepanjang
jajaran projek merupakan kawasan yang telah dimajukan dan pesat membangun. Kawasan vegetasi lazimnya
dijumpai di sepanjang rizab Sg. Klang dan kawasan lapang di kawasan cadangan Tol B (CH 2520 ke CH2820)
dan Tol C (CH 9640 ke CH 10000) yang terdiri daripada rumput, belukar dan vegetasi sekunder. Spesies
tumbuhan di kawasan tapak lazimnya boleh didapati dengan mudah di Malaysia dan tidak mempunyai
kepentingan biodiversiti. Tapak projek mempunyai kepelbagaian haiwan yang sangat rendah disebabkan jumlah
tumbuhan yang minima dijumpai di tapak cadangan. Tiada spesies flora dan fauna yang terancam diperhatikan
di kawasan projek.
C.
Sistem Sosio-Ekonomi Semasa
Pengambilalihan Tanah
Sebanyak 290 lot tanah (15.15 hektar) yang merangkumi 288 lot tanah persendirian (14.98 ha) dan 2 lot tanah
persekutuan (0.17 ha) akan diambilalih.
Sosio-Ekonomi
Kajian telah dijalankan ke atas penduduk yang tinggal di dalam lingkungan koridor 1 km dari cadangan jajaran
pada bulan Ogos September 2011. Penilaian dibuat berdasarkan data utama yang dikumpul melalui teknik
tinjauan dan pemerhatian setempat. Seramai 300 individu dari 17 lokasi yang berada dalam zon pengaruh projek
telah ditemubual.
Peninjauan telah dijalankan pada bulan Ogos September 2011 dengan menggunakan kaedah temubual
secara bersemuka. Daripada sejumlah 300 orang responden yang ditemubual, 66.3% adalah lelaki dan 33.7%
adalah wanita. Secara keseluruhannya, purata umur responden adalah kira-kira 45 tahun. Pendapatan bulanan
seisi keluarga adalah dari RM1000 ke RM40,000 dengan purata sebanyak RM4676 dan jauh lebih tinggi
daripada paras kemiskinan. Sebahagian besar (61.3%) daripada isirumah tersebut mendiami rumah kepunyaan
sendiri dan selebihnya (38.3%) adalah penyewa. Responden yang tinggal kurang daripada 150 meter dari tapak
projek adalah kira-kira 41.7%. Taraf hidup kesemua isirumah adalah agak baik dan dilengkapi dengan
kebanyakan keperluan isirumah seperti kereta, motosikal, telefon tetap/bimbit, peti sejuk, mesin basuh, komputer
dan sebagainya.
Sebahagian besar (73.4%) daripada mereka yang ditemubual adalah sama ada Sangat bersetuju atau
Bersetuju dengan cadangan projek ini dan dua sebab utama yang diberikan adalah Mengurangkan kesesakan
jalan raya dan Memudahkan masa perjalanan. Sebaliknya mereka yang Tidak bersetuju atau Sangat tidak
bersetuju memberikan sebab-sebab seperti Pencemaran udara dan bising dan meningkatkan masalah banjir.
Sebahagian besar daripada yang tidak bersetuju adalah mereka yang tinggal kurang daripada 150 meter dari
cadangan lebuhraya tersebut. Walau bagaimanapun, hasil daripada penilaian yang dibuat menyimpulkan
bahawa lebih banyak faedah boleh diperolehi berbanding kos terhadap manusia dan persekitaran fizikal.
Infrastruktur dan Utiliti
Syarikat Bekalan Air Selangor Sdn Bhd (SYABAS) bertanggungjawab bagi membekalkan air ke seluruh Negeri
Selangor dan Pusat Bandaraya Kuala Lumpur. Bekalan elektrik dibekalkan oleh Tenaga Nasional Berhad (TNB)
melalui sistem grid kebangsaan. Syarikat Telekom Malaysia (STMB) membekalkan sistem telekomunikasi ke
kawasan projek melalui kabel bawah tanah.
Pengurusan sisa pepejal di sepanjang jajaran projek untuk Selangor adalah di bawah bidang kuasa pihak
berkuasa tempatan. Pengurusan sisa pepejal bagi kawasan Wilayah Persekutuan Kuala Lumpur yang berada di
bawah bidang kuasa Dewan Bandaraya Kuala Lumpur akan diuruskan oleh Alam Flora Sdn Bhd. Indah Water
RE-6

Konsortium (IWK) bertanggungjawab bagi pengoperasian dan penyelenggaraan loji rawatan kumbahan awam
dan saluran paip kumbahan bawah tanah.
VIII.
IMPAK BERPOTENSI
A.
Fasa Pra-pembinaan
Tiada impak dijangka berlaku semasa fasa pra-pembinaan.

B.
Fasa Pembinaan
Hakisan dan Sedimentasi Tanah

Aktiviti pembukaan tanah untuk KIDEX adalah minimum kerana ianya lebih melibatkan pendirian jajaran
bertingkat. Walau bagaimanapun, kadar hakisan tanah bagi kawasan yang melibatkan kerja-kerja pemotongan
dan penambakan adalah bertumpu berdekatan TUDM (CH12400-12800). Kadar purata hakisan tanah tapak
projek untuk keadaan sedia ada adalah rendah dan dijangka sebanyak 0.850 ton/hek/thn. Senario terburuk
semasa fasa pembinaan dijangkakan berlaku apabila semua vegetasi dibersihkan. Kadar hakisan tanah semasa
senario terburuk ini dijangkakan sebanyak 283.385 ton/hek/thn. Hakisan tanah dan kesan-kesannya akan
berkurangan setelah tamatnya fasa pembinaan kerana kawasan yang terdedah akan diturap dan ditutupi dengan
tanaman penutup bumi.
Perparitan dan Banjir
Jajaran projek terletak dalam kawasan bandar dengan sistem rangkaian parit jalan permukaan dan subpermukaan. Oleh itu, masalah banjir dan sistem perparitan dijangka tidak ketara kerana pembinaan lebuhraya
KIDEX yang bertingkat hanya melibatkan kawasan kerja yang terhad. Di kawasan plaza tol di mana kerja
pembersihan tapak perlu dijalankan, penutupan dan gangguan longkang sedia ada boleh menjejaskan
keberkesanan sistem saliran dan menyebabkan masalah banjir kilat yang sementara.
Pencemaran Air
Pembersihan tapak dan kerja tanah akan menyebabkan lapisan atas tanah terdedah kepada hakisan air hujan
dan seterusnya larian air yang berkelodak akan mengalir ke dalam sistem perparitan sedia ada dan memasuki
Sg. Kayu Ara, Sg. Penchala dan Sg. Klang. Di samping itu, penyimpanan dan pelupusan sisa buangan secara
sembarangan juga boleh menyebabkan keadaan parit tersumbat yang akan menjadi tempat pembiakan vektor
penyakit dan mewujudkan masalah estetik. Impak terhadap aspek kualiti air termasuklah peningkatan paras
TSS, kekeruhan, BOD, COD serta minyak dan gris.
Pencemaran Udara
Punca-punca pencemaran udara adalah dari penghasilan dan penyebaran debu daripada aktiviti pembinaan,
kenderaan dan mesin berat. Masalah estetik, keselamatan, ketidakselesaan diri dan kesihatan adalah kesan
negatif pencemaran udara. Pencemaran udara di sepanjang jajaran lebuhraya adalah lebih ketara semasa kerja
pembersihan tanah di kawasan Tol C berbanding dengan kawasan penanaman cerucuk. Pengangkutan bahan
pembinaan juga boleh menyebabkan peningkatan dalam paras habuk ambien di sepanjang jalan akses
tempatan. Namun begitu, pencemaran debu adalah sementara dan untuk jangka masa yang pendek
memandangkan operasi mesin dan kenderaan berat akan disetempatkan dan dihadkan kepada waktu kerja
yang dibenarkan sahaja.
Pencemaran Bunyi
Kesan pencemaran bunyi semasa fasa pembinaan dijangka setempat dan sementara. Dengan pelaksanaan
langkah-langkah tebatan, paras bunyi akan diminimumkan ke tahap yang boleh diterima.
RE-7

Getaran
Semasa fasa pembinaan, punca-punca getaran di kawasan sensitif yang berdekatan adalah daripada kerja-kerja
penanaman cerucuk dan pergerakan trak pengangkutan. Kesan getaran yang lebih ketara berpunca daripada
operasi penanaman cerucuk, di mana kaedah yang akan digunakan harus dipilih dan dikawal untuk memastikan
tiada kerosakan struktur mahupun mendatangkan kerosakan terhadap kediaman berdekatan yang sedia ada.
Potensi kesan getaran dapat dikurangkan memandangkan kaedah bored piling akan digunakan.
Ekologi
Sebarang impak terhadap flora, jika ada, adalah minima memandangkan cadangan lokasi jajaran lebuhraya
adalah di atas rizab sungai dan jalan sedia ada yang ditutupi rumput dan belukar. Tiada spesis endemik yang
akan terjejas dan pembersihan flora di dalam tapak projek tidak akan memberi kesan terhadap biodiversiti
tumbuhan di kawasan tersebut.
Jumlah dan diversiti spesis haiwan di sepanjang tapak projek juga adalah rendah kerana kekurangan kawasan
vegetasi dan habitat semulajadi. Justeru, tiada sebarang impak dijangkakan ke atas spesis haiwan.
Laluan Masuk & Trafik
Semasa fasa pembinaan, jalan sedia ada akan digunakan sebagai jalan utama untuk mengangkut bahan
pembinaan dan memunggah sisa buangan pembinaan. Sebarang tumpahan ke atas jalan awam akan
mendatangkan masalah trafik dan seterusnya mendatangkan gangguan dan potensi bahaya terhadap pengguna
jalan awam. Peningkatan trafik semasa fasa pembinaan dijangka tidak akan menyebabkan masalah kesesakan
trafik di jalan-jalan sedia ada.
Masalah gangguan trafik dan kesesakan lalu lintas lazimnya akan berlaku semasa kerja-kerja penanaman
cerucuk di bahagian pembahagi tengah jalan terutamanya di kawasan komersial dan jalan utama yang sibuk.
Walaubagaimanapun, impak ini dijangka berlaku untuk jangka masa yang pendek dan dihadkan semasa fasa
pembinaan sahaja.
Sosio-ekonomi
Kesan sosial akibat daripada pengambilalihan tanah memerlukan penempatan semula penduduk atau penghuni
rumah/bangunan. Sebanyak 290 lot tanah (15.15 hektar) yang merangkumi 288 lot tanah persendirian (14.98
ha) dan 2 lot tanah persekutuan (0.17 ha) akan diambilalih. Pengambilalihan tanah tidak akan melibatkan tanah
milik bangunan agama. Tiada isu pemisahan komuniti kerana jajaran kebanyakanya dicadangkan di atas median
jalan sedia ada dan rizab jalan. Beberapa lot kediaman dan komersil di sepanjang jajaran akan diambilalih (86 lot
di Petaling Jaya dan 15 lot di Puchong).
Aktiviti pembinaan yang akan menimbulkan kesan estetik termasuk penyediaan tanah yang melibatkan
pengalihan struktur / utiliti yang sedia ada, kerja menanam cerucuk dan pembinaan jejambat dan landasan. Kerja
pembinaan juga akan menyebabkan kemerosotan estetik kawasan terlibat memandangkan bahan pembinaan
dan sisa buangan akan diletakkan di sekitar kawasan kerja tapak projek.
Fasa pembinaan mungkin akan mendatangkan sedikit sebanyak kesan positif kepada penduduk tempatan dari
segi penambahan jumlah aktiviti, keperluan bekalan-bekalan harian dan perbelanjaan runcit yang disebabkan
oleh peningkatan jumlah pekerja. Secara amnya, kesan negatif yang akan muncul adalah gangguan trafik
tempatan yang sementara dan peningkatan kesesakan lalulintas di sepanjang jalan-jalan yang terjejas. Kerjakerja pembinaan akan menyebabkan penutupan sementara sesetengah jalan secara berperingkat sebagai suatu
langkah keselamatan. Ini akan menyebabkan kesesakan lalu lintas dan mendatangkan kesulitan kepada
penduduk tempatan dan operator komersial di sepanjang jalan-jalan yang terlibat.
Dari segi kebaikan ekonomi pula, peningkatan aktiviti perniagaan dan aktiviti sampingan yang lain dijangka akan
menjanakan lebih banyak pendapatan kepada kerajaan negeri melalui pengutipan cukai. Peluang pekerjaan
untuk penduduk tempatan juga akan meningkat melalui perkembangan aktiviti perlaburan. Namun begitu,
peningkatan jumlah pekerja asing mungkin menimbulkan konflik dengan penduduk tempatan dari segi cara atau
RE-8

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

Air larian permukaan yang meningkat dalam jajaran bertingkat akan disalirkan ke dalam rain water down pipes
yang mengalir ke bawah tiang jejambat dan ke sistem saliran yang sedia ada di bahagian permukaan bumi.
Rekabentuk parit adalah berdasarkan Manual Saliran Mesra Alam Malaysia (MSMA Edisi Kedua).
Pencemaran Air
Tiada kesan pencemaran air yang signifikan dijangka untuk fasa operasi. Impak pencemaran air yang berpunca
daripada tumpahan minyak/bahan kimia/bahan berbahaya, jelaga dari paip ekzos dan pembuangan sampah
yang sembarangan juga mungkin berlaku pada tahap yang minima.
Pencemaran Bunyi
Permodelan paras bunyi dijalankan untuk jumlah trafik yang dijangkakan sehingga tahun 2045. Keputusan
menunjukkan kontur bunyi 72dBA, 60dBA, 48dBA dan 36dBA pada siang masing-masing melanjut sebanyak
80m, 280m, 700m dan 1160m dari cadangan lebuhraya. Pada waktu malam, tahap bunyi adalah tidak melebihi
70dBA di sepanjang jajaran lebuhraya. Kontur bunyi 63dBA, 53dBA, 43dBA dan 33dBA masing-masing melanjut
kira-kira 40m, 200m, 480m dan 840m dari cadangan lebuhraya.
Berdasarkan permodelan paras bunyi dan corak transmisi bunyi, peningkatan paras bunyi setelah projek mula
beroperasi sepenuhnya akan memberikan kesan kepada 13 kawasan dan memerlukan langkah-langkah tebatan.
Getaran
Getaran daripada aktiviti trafik di semua kawasan adalah kurang daripada 5 mm/s dan berada dalam lingkungan
Cadangan Had-had JAS untuk Risiko Kerosakan pada Bangunan dari Getaran Semasa Keadaan Tetap. Dengan
itu, tiada kesan negatif getaran dijangkakan.
Pencemaran Udara
Punca utama pencemaran udara adalah dari pelepasan gas ekzos kenderaan yang menggunakan cadangan
lebuhraya ini. Permodelan dijalankan untuk mengenalpasti jumlah perlepasan CO dari peningkatan aktiviti trafik
di tapak projek dengan menggunakan CALINE4. Secara keseluruhannya, peningkatan tahap CO adalah tidak
signifikan kerana tahap yang diramalkan adalah lebih rendah daripada had yang ditetapkan oleh Piawaian Kualiti
Udara Malaysia pada 30 ppm.
Trafik
Apabila cadangan pembangunan siap sepenuhnya, ia dijangka akan mendatangkan kebaikan jangka masa
panjang dengan pengurangan masalah kesesakan lalu lintas di jalan sedia ada.
RE-9

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

10
RE-

Jadual A: Ringkasan Impak-impak yang Berpotensi dan Cadangan Langkah-langkah Penebatan

Projek Aktiviti dan
Sumber Pencemaran
PERSEKITARAN FIZIKAL
Impak Berpotensi
I.
Kawalan
Tanah
Hakisan Fasa Pembinaan

Pembersihan tapak,
penanaman cerucuk dan
aktiviti pembinaan
Cadangan Langkah-langkah Penebatan
Impak Residu
Kawalan Hakisan
Tiada.
Aktiviti pembersihan tanah harus dijalankan mengikut jadual pembangunan untuk meminimakan
jumlah kawasan yang terdedah. Kerja-kerja pembinaan harus dimulakan secepat yang mungkin
setelah kawasan tersebut dibersihkan.
Zon pemampan / koridor vegetasi harus dikekalkan untuk memisahkan kawasan yang dibersihkan
dengan laluan air berdekatan. Koridor vegetasi haruslah sekurang-kurangnya 10 m lebar.
Kerja penanaman rumput di kawasan terdedah harus dijalankan secepat yang mungkin untuk
mengurangkan hakisan tanah. Jika penanaman rumput tidak boleh dilaksanakan, perlindungan
sementara seperti plastik, geotekstil atau hamparan fiber harus dipasang.
Kawalan Sedimentasi
Parit sementara dan kolam perangkap mendap harus dibina sebelum bermulanya kerja tanah
(sekiranya ada) untuk mengawal arah aliran air larian permukaan bagi mengawal pemendapan
kelodak.
Sistem perparitan yang mencukupi perlu dibina di sepanjang perimeter kawasan pembinaan untuk
mengelakkan banjir kilat.
Sebanyak 30 kolam perangkap mendap akan dibina di kawasan yang melalui alur air utama.
Check dams akan dibina di kawasan strategik untuk mengawal dan mengurangkan kadar larian air
permukaan.
Fasa Operasi
Tiada langkah kawalan diperlukan kerana kerja-kerja landskap dan penurapan akan dijalankan.
Tiada.
RE-11

Jadual A: Ringkasan Impak-impak yang Berpotensi dan Cadangan Langkah-langkah Penebatan (Sambungan)
Impak Berpotensi
Pencemaran Air
Projek Aktiviti dan

Sumber Pencemaran
Fasa Pembinaan
Pembersihan tapak,
aktiviti pembinaan
Fasa Operasi
Impak Residu
Pengendalian dan penyimpanan produk-produk petroleum serta penyelenggaraan mesin-mesin Tiada.

pembinaan harus diberikan perhatian dan dilakukan dengan sebaiknya.
Tangki-tangki simpanan minyak diesel dan drum-drum minyak perlu diletakkan di kawasan
berbumbung, bertar, berbenteng dan saluran keluarnya perlu dilengkapi dengan tempat takungan
minyak.
Kerja penyelenggaran mesin harus dilakukan di tempat yang telah ditetapkan yang boleh
menampung tumpahan dan kebocoran minyak terpakai dan minyak pelincir.
Tumpahan minyak perlu dibersihkan secepat mungkin untuk mengelakkan pencemaran minyak di
saliran air/sungai dan parit umum.
Minyak dan gris terpakai harus disimpan di kawasan yang telah ditentukan dan jauh dari sebarang
saliran air sebelum dilupuskan oleh kontraktor berlesen.
Simen/bitumen perlu disimpan sebaiknya di dalam kawasan kerja dan pembuangan bahan-bahan ini
ke dalam sungai dan di tepi jalan harus dielakkan.
Semua sisa-sisa pembinaan perlu dikumpulkan di kawasan yang jauh dari saliran air sebelum
dilupuskan di tempat pelupusan yang ditentukan oleh pihak bandaraya.
Penyimpanan dan pengendalian bahan buangan terjadual perlu dilaksanakan mengikut Peraturanperaturan Kualiti Alam Sekeliling (Buangan Terjadual) 2005. Tempat simpanan berasingan perlu
disediakan untuk sisa-sisa buangan yang berlainan
Penggunaan racun rumpai dan baja untuk kerja-kerja landskap (jika ada) hendaklah dikawal dan kerja Tiada.
penyemburan racun atau baja sebaik-baiknya perlu dijalankan semasa cuaca kering.
Suatu Pelan Tindakan Kecemasan hendaklah disediakan bagi tumpahan besar daripada lori yang
mengangkut pelbagai jenis bahan di lebuhraya kelak.
RE-12

Impak Berpotensi
Pencemaran Udara
Projek Aktiviti dan

Sumber Pencemaran
Fasa Pembinaan
Pembersihan tapak,
aktiviti pembinaan
Fasa Operasi
Perlepasan dari
kenderaan
Impak Residu
Mengendalikan tapak kerja secara kemas dan teratur bagi mengawal penyebaran habuk dengan
Tiada.
efektif.
Pembakaran terbuka sampah sarap atau sisa vegetasi di dalam tapak projek dilarang sama sekali.
Semua kenderaan yang digunakan untuk aktiviti pembinaan harus dikekalkan dalam keadaan yang
baik dan dipandu dengan betul untuk megurangkan asap hitam dan perlepasan jelaga.
Kenderaan yang mengangkut bahan binaan, sisa buangan atau tanah harus ditutup dengan kanvas
untuk mengurangkan penyebaran debu dan partikulat ke atmosfera kawasan sekeliling.
Pembasahan tapak harus dijalankan apabila perlu untuk mengelakkan masalah habuk.
Kelajuan kenderaan di dalam tapak pembinaan harus sentiasa perlahan untuk mengurangkan
peningkatan habuk.
Pengawasan udara yang kerap harus dijalankan untuk menentukan tahap pencemaran udara.
Kemudahan wash trough atau fasiliti pembasuhan tayar kenderaan harus disediakan di jalan keluar
dari tapak projek ke jalan awam. Sisa air dari wash trough perlu disalurkan ke dalam kawasan
takungan.
Kesemua kenderaan yang menggunakan cadangan lebuhraya harus mengikut had kelajuan yang Tiada.
ditetapkan.
Langkah tebatan fizikal yang lain tidak diperlukan kerana takat pencemaran udara semasa fasa
operasi adalah tidak signifikan.
RE-13

Impak Berpotensi
Pencemaran Bunyi
Projek Aktiviti dan

Sumber Pencemaran
Fasa Pembinaan
Bunyi dari aktiviti
pembinaan dan
mesin/kenderaan berat
Fasa Operasi
Operasi jajaran
lebuhraya
Impak Residu
Menghadkan jangka masa kerja untuk aktiviti pembinaan yang menjanakan bunyi bising.
Tiada.
Menubuhkan saluran komunikasi di antara kontraktor/pemaju, pihak berkuasa tempatan dan
penduduk.
Pengawasan tahap bunyi semasa tempoh kritikal harus dijalankan di kawasan sensitif.
Pemilihan peralatan dengan potensi penghasilan bunyi bising yang rendah.
Memasang bahan-bahan penyerap bunyi yang sesuai pada mesin yang mengeluarkan paras bunyi
yang tinggi. Mesin-mesin tersebut juga harus diletakkan di kawasan bertutup.
Memasang penghadang di sekitar mesin yang mengeluarkan bunyi bising seperti alat janakuasa dan
mesin pemampat yang besar, jika perlu.
Meletakkan peralatan yang bising sejauh yang mungkin dari kawasan sensitif mengikut sekatan saiz
tapak.
Waktu kerja sebaiknya dihadkan kepada waktu siang.
Semua kenderaan dan mesin harus diselenggara untuk mengurangkan pelepasan bunyi bising.
Pembinaan hoarding dan pengekalan penampan vegetasi boleh dijalankan di sepanjang jajaran
lebuhraya mengikut kesesuaian.
Had laju untuk kenderaan berat di dalam tapak projek harus ditetapkan.
Sebanyak 13 kawasan akan terjejas oleh peningkatan bunyi bising lalu lintas semasa fasa operasi.
Peningkatan
Pembinaan benteng rintangan bunyi dicadangkan di 9 lokasi untuk mengurangkan tahap bunyi bising paras bunyi di
ke tahap yang dibenarkan oleh JAS.
13 kawasan.
Pengawasan kualiti bunyi semasa fasa operasi adalah disarankan di 4 lokasi untuk menentukan
keperluan pembinaan benteng rintangan bunyi di kawasan tersebut.
Pihak pemaju telah mencadangkan untuk membina benteng rintangan bunyi (pada kedua - dua belah
parapet) untuk keseluruhan jajaran bertingkat dan ini akan merangkumi 9 kawasan yang memerlukan
pembinaan benteng rintangan bunyi.
RE-14

Impak Berpotensi
Pencemaran
Getaran
Projek Aktiviti dan

Sumber Pencemaran
Fasa Pembinaan
Aktiviti penanaman
cerucuk
Fasa Operasi
Operasi jajaran
lebuhraya
Impak Residu
Memilih kaedah penanaman cerucuk alternatif yang paling kurang kesannya terhadap peningkatan Tiada.
tahap getaran, seperti bored piles atau hand dug caisson terutamanya berdekatan dengan
kawasan perumahan atau kawasan sensitif.
Mengalihkan penghalang seperti dasar tapak yang lama untuk mengawal transmisi getaran.
Membina parit cut-off yang akan menyekat laluan transmisi getaran secara langsung di antara
punca dan penerima, jika perlu.
Mengurangkan tenaga di dalam setiap kitaran kerja-kerja penanaman cerucuk untuk menghasilkan
peak particle velocity yang lebih rendah.
Mengurangkan rintangan terhadap penembusan melalui beberapa cara seperti pra-galian untuk
hydraullic driven piles, mudding in untuk rotary bored piles dan penambahan air ke dalam lubang
galian untuk impact bored piles.
Peralatan yang menghasilkan getaran yang tinggi harus diletakkan sejauh yang mungkin dari
kawasan sensitif mengikut sekatan saiz tapak.
Struktur sokongan yang berasingan untuk getaran harus dipasang jika perlu.
Tidak ada langkah-langkah pengawalan kesan getaran yang spesifik diperlukan semasa fasa operasi. Tiada.
Namun begitu, struktur gelegar pada bahagian-bahagian jejambat harus dipasang ke atas bearing
pads mengikut amalan kejuruteraan yang baik.
RE-15

Impak Berpotensi
Trafik
Projek Aktiviti dan

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

Pembakaran sisa tumbuhan adalah dilarang sama sekali.
Kerja-kerja landskap dan kerja-kerja tanah yang kekal harus dilaksanakan sejurus selepas tahap
tanah yang terakhir dicapai atau penghabisan kerja-kerja pembinaan.
Tiada.
Fasa Operasi
Tiada langkah tebatan diperlukan
Tiada.
RE-16

Projek Aktiviti dan
Sumber Pencemaran
Impak Berpotensi
Impak Residu
II. SOSIO EKONOMI

Aspek SosioEkonomi
Fasa Pembinaan
Pengambilan pekerja
tapak pembinaan,
aspek keselamatan
dan kesihatan.
Fasa Operasi
Keselamatan jalan
dan nilai estetik
Keutamaan pengambilan pekerja harus diberikan kepada pekerja tempatan terlebih dahulu.
Tiada.
Semua pekerja asing perlu disaring sama ada berpenyakit atau tidak.
Mereka yang berumur di bawah 18 tahun tidak dibenarkan berkerja di tapak pembinaan.
Pematuhan yang ketat terhadap peraturan-peraturan keselamatan dan kesihatan perlu diamalkan seperti
penyediaan polisi kesihatan dan keselamatan pekerja dan perlantikan pegawai keselamatan yang cekap.
Semua kerja yang berbahaya (operasi mesin dll) perlu dijalankan oleh pekerja yang terlatih dengan
lesen/sijil yang sah dan penyediaan peralatan perlindungan peribadi (PPE) harus bersesuaian dan
mencukupi.
Tong sampah yang mencukupi untuk sisa domestik mesti disediakan berserta jadual bagi kerja
pelupusan.
Papan tanda yang jelas dan lampu keselamatan untuk menunjukkan kawasan bahaya harus dipasang.
Kebersihan kawasan kerja perlulah sentiasa dijaga dan sampah harus dibuang ke dalam tong sampah
yang ditetapkan dan disimpan di lokasi yang ditetapkan sebelum pelupusan ke luar tapak oleh kontraktor
berlesen.
Hoarding harus dipasang terutamanya berdekatan dengan kawasan perumahan. Amalan
housekeeping yang baik di tapak juga digalakkan.
Peningkatan dalam aktiviti pemandu memerlukan pemasangan papan tanda jalan yang lebih baik dan
mencukupi serta pemasangan ciri-ciri keselamatan yang lebih banyak di lokasi yang strategik untuk Tiada.
mencegah kemalangan yang melibatkan pengguna jalan raya Lebuhraya Kinrara - Damansara.
Kawasan cenderung kemalangan di susur dan persimpangan harus mempunyai papan tanda amaran
yang mencukupi dan tanda-tanda had laju.
Reka bentuk penjajaran yang bestari, pengindahan struktur, kerja landskap dan lampu tambahan akan
membantu mengasimilasikan penjajaran ke gunatanah sediada dan meningkatkan nilai estetik.
RE-17

Projek Aktiviti dan
Sumber Pencemaran
II. SOSIO EKONOMI (sambungan)
Impak Berpotensi
Pengurusan
Buangan
Sisa Fasa Pembinaan

Pengurusan sisa pepejal
Pengurusan sisa
buangan terjadual
Fasa Operasi
Impak Residu
Sisa pepejal yang dijanakan dari tapak pembinaan harus dikumpulkan di suatu kawasan yang telah Tiada
ditetapkan sebelum dilupuskan.
Pembakaran terbuka sisa pepejal adalah dilarang sama sekali.
Sisa pepejal dari tapak projek harus dibawa keluar dan dilupuskan oleh kontraktor berlesen secara
berkala.
Penstoran dan pengendalian buangan terjadual harus dilaksanakan berdasarkan Peraturan- Tiada
Peraturan Kualiti Alam Sekeliling (Buangan Terjadual), 2005. Sisa tersebut harus disimpan di dalam
tong tertutup, dilabelkan dan diletakkan di dalam tempat penyimpanan sisa buangan terjadual yang
khusus. Tempat penyimpanan harus berbenteng konkrit, berturap dan berupaya menampung 110%
daripada jumlah isipadu tong yang terbesar.
Dinding benteng tidak harus mempunyai sebarang bukaan padanya yang membolehkan sebarang
tumpahan mengalir keluar dari kawasan takungan tersebut.
Bahagian/tempat berasingan perlu disediakan bagi kumpulan sisa buangan terjadual yang berlainan.
Sisa terjadual yang disimpan di tapak projek tidak boleh melebihi 180 hari atau jumlah isipadunya
haruslah tidak melebihi 20 ton.
Sisa pepejal (bukan buangan terjadual) yang terhasil perlu dilupuskan di kawasan pelupusan yang Tiada
telah ditetapkan oleh pihak berkuasa. Pembakaran terbuka sisa pepejal adalah dilarang sama sekali.
Sisa pepejal yang telah tercemar dengan bahan kimia, agen-agen pencuci atau produk-produk
petroleum perlu dikendalikan sebagai sisa buangan terjadual dengan berasaskan PeraturanPeraturan Kualiti Alam Sekeliling (Buangan Terjadual), 2005.
Sisa buangan terjadual harus disimpan di dalam tong tertutup, dilabelkan dan diletakkan di dalam
tempat penyimpanan sisa buangan terjadual yang khusus. Tempat penyimpanan harus berbenteng
konkrit, berturap dan berupaya menampung 110% daripada jumlah isipadu tong yang terbesar.
RE-18

Projek Aktiviti dan
Sumber Pencemaran
III. PROJEK TERBENGKALAI
Impak Berpotensi
Projek
Terbengkalai
Fasa Pembinaan
Projek terbengkalai
Fasa Operasi
Projek terbengkalai
Impak Residu
Pemaju projek harus meninggalkan tapak projek secara bertanggungjawab dalam pengurusan isu Tiada
alam sekeliling tapak projek dan menyediakan Pelan Projek Terbengkalai.
Tapak projek harus ditinggalkan dalam persekitaran yang paling optimum dan tidak mempunyai unsur
yang berbahaya terhadap orang awam.
Sekiranya projek terbengkalai semasa fasa operasi:
Tiada
Semua pihak berkuasa yang berkaitan harus dimaklumkan tentang isu projek terbelangkai oleh
pemaju projek.
Tapak projek harus dipagar untuk tujuan keselamatan. Tanda amaran harus dipasang untuk
mengelakkan sebarang kemasukan tanpa kebenaran.
Semua jenis sisa buangan harus dialihkan dan dilupuskan dengan betul.
Semua peralatan yang boleh menyebabkan kecederaan harus dikeluarkan dari tapak.
Pelan pemuliharaan yang bersesuaian harus dilaksanakan jika keadaan alam sekeliling telah
merosot.
Kawasan tapak harus diperiksa untuk wayar hidup (live wires) yang telah dirosakkan dan boleh
mengancam mereka yang lalu lalang di kawasan tersebut.
RE-19

X.
PELAN PENGURUSAN ALAM SEKITAR
Satu garis panduan Pelan Pengurusan Alam Sekitar (EMP) dan program pengawasan serta audit telah disediakan seperti yang ditunjukkan dalam Jadual B untuk membantu
pihak pemaju projek menguruskan impak alam sekitar semasa perlaksanaan projek. Pelan ini juga memastikan kesemua keperluan undang-undang, kriteria-kriteria serta
piawaian perlepasan/discaj yang berkenaan dipatuhi.
Jadual B: Cadangan Program Pengawasan Semasa Fasa Pembinaan dan Fasa Operasi
Komponen
Pengawasan
FASA PEMBINAAN
Kualiti Air
Lokasi
Kekerapan
Hulu Sg. Kayu Ara (CW1)

HIlir Sg. Kayu Ara (CW2)
Hulu Sg. Penchala (CW3)
HIlir Sg. Penchala (CW4)
Hulu Sg. Klang (CW5)
HIlir Sg. Klang (CW6)
Bulanan
Kolam perangkap
mendap
Kolam-kolam perangkap mendap (ST1

ST30)
Bulanan
Parameter
pH
DO
COD
BOD
TSS
O&G
NH3-N
E.coli
TSS
Tahap Pematuhan
69
5 7 mg/l
25 mg/l
3 mg/l
50 mg/l
0.3 mg/l
Kelas II, Piawaian
Kualiti Air
Kebangsaan
(NWQS)
59
3 5 mg/l
50 mg/l
6 mg/l
150 mg/
l0.9 mg/l
Kelas III, Piawaian
Kualiti Air
Kebangsaan
(NWQS)
100 mg/l
Piawai B bagi Peraturan-Peraturan Kualiti
Alam Sekeliling (Effluen Perindustrian) 2009.
Keperluan
Laporan
Tiga bulan
sekali kepada
JAS
Tiga bulan
sekali kepada
JAS
RE-20

Jadual B: Cadangan Program Pengawasan Semasa Fasa Pembinaan dan Fasa Operasi (Sambungan)
Komponen
Pengawasan
FASA PEMBINAAN
Kualiti Udara
Kualiti Bunyi
Lokasi

Section 17 (CA3)
Section 11 (CA5)
Section 14 (CA6)
Section 4 (CA7)
PJS3 (CA8)
Section 17 (CN4)
Section 11 (CN6)
Section 14 (CN7)
Section 4 (CN8)
Section 2 (CN9)
PJS3 (CN10)
Kekerapan
Parameter
Tahap Pematuhan
Keperluan
Laporan
Tiga bulan
sekali
TSP
(Pengawasan
24 jam)
260 g/m3
Piawaian Kualiti Udara Malaysia
Tiga bulan
sekali kepada
JAS
Tiga bulan
sekali
LAeq
(Pengawasan 8
jam)
Cadangan Garis-garis Panduan

JAS Bagi Had Bunyi Bising Alam
Sekitar - Jadual 2, Jadual 3 atau
Jadual 4
Tiga bulan
sekali kepada
JAS
RE-21

Komponen
Pengawasan
FASA PEMBINAAN
Getaran
Audit Alam Sekitar
Lokasi

Section 17 (CV4)
Section 11 (CV6)
Section 14 (CV7)
Section 4 (CV8)
Section 2 (CV9)
PJS3 (CV10)
Parameter
Tahap Pematuhan
Keperluan
Laporan
Tiga bulan
sekali
Halaju partikel
tertinggi (mm/s)

JAS Bagi Had Getaran dan
Pengawalan Jadual 2:
Cadangan Had-had untuk Risiko
Kerosakan pada Bangunan
untuk Getaran Jangka Masa
Pendek
atau
Jadual 6: Cadangan Had-had
untuk Respond an Gangguan
Manusia Untuk Getaran Jangka
Masa Pendek
Tiga bulan
sekali kepada
JAS
Tiga bulan
sekali
Syarat-syarat Kelulusan EIA oleh

JAS, undang-undang dan
peraturan sedia ada
Tiga bulan
sekali kepada
JAS
Kekerapan
Tapak Projek
RE-22

Komponen
Pengawasan
Lokasi
FASA OPERASI tahun pertama

Kualiti Bunyi
Section 11 (ON6)
Section 4 (ON8)
Kekerapan
Parameter
Tahap Pematuhan
Enam bulan
sekali
Leq
(Pengawasan
24 jam)

JAS Bagi Had Bunyi Bising Alam
Sekitar - Jadual 2 atau 3.
Keperluan
Laporan
Setahun sekali
kepada JAS
RE-23

XI.
IMPAK RESIDU
Ekoran daripada penambahan jumlah trafik, impak residu yang dijangkakan dari projek ini adalah peningkatan
tahap bunyi. Cadangan projek akan membawa impak residu yang positif setelah pembinaan cadangan projek
tamat melalui pengurangan masa perjalanan di antara Petaling Jaya dan Puchong dan sebagai laluan alternatif
bagi perjalanan melalui LDP yang sangat sesak. Penduduk yang tinggal berdekatan jalan raya utama yang sedia
ada juga dapat memperolehi manfaat dari kelancaran trafik. Penempatan semula penduduk yang mana rumahrumah telah diambilalih tidak dijangka untuk meninggalkan sebarang kesan residual jika keseluruhan proses
dikendalikan dengan betul dan dengan pertimbangan yang sewajarnya.
XII.
KESIMPULAN
Kesimpulannya, kesan negatif dapat dikurangkan dengan perlaksanaan langkah tebatan yang efektif di peringkat
pembinaan dan operasi. Lebuhraya Kinrara - Damansara ini akhirnya akan memberikan manfaat jangka panjang
dan impak yang positif dari segi pengurangan kesesakan lalu lintas dengan menyediakan laluan alternatif
kepada Lebuhraya Damansara Puchong yang sangat sesak.
RE-24

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Preliminary Environmental Impact Assessment

Proposed Kinrara-Damansara Expressway (KIDEX)

Longitude and Latitude

Need of the Project

Tenth Malaysia Plan (2011-2015)

PROJECT INITIATOR / CONSULTANT

Objectives and Work Scope of EIA Study

PROJECT DEVELOPMENT OPTIONS

The No Project Options

4.3.2 Substructure & Foundation

4.3.3 Long Span Structures

4.4.2 Construction Phase

4.4.3 Operation and Maintenance

Infrastructure & Utilities

Environment Asia Sdn. Bhd

Preliminary Environmental Impact Assessment

Proposed Kinrara-Damansara Expressway (KIDEX)

4.6.1 Design Speeds and Geometric Standards

4.6.2 Traffic Diversion and Road Closure

4.6.3 Drainage for Road Alignment

4.6.4 Slope Stability & Ground Treatment

4.6.5 Toll Plazas

4.6.6 Ancillary Facilities

THE ENVIRONMENTAL SETTING

Hydrology and Streamflow

Landuse and Sensitive Receptors

Existing Landuse within 5 km Radius

Existing Landuse Within and Adjacent to Project

Environmentally Sensitive Areas and Heritage

5.2.8.1 Water Quality Results

5.2.9.1 Air Quality Results

5.2.10 Noise Quality

Existing Biological Ecosystems

Existing Socio-Economic System

Infrastructure and Utilities

Solid Waste Management

Environment Asia Sdn. Bhd

Preliminary Environmental Impact Assessment

Proposed Kinrara-Damansara Expressway (KIDEX)

IMPACTS IDENTIFICATION AND EVALUATION

Soil Erosion and Sedimentation

6.3.1.2 Revised Universal Soil Loss Equation (RUSLE)

6.3.1.3 Modified Universal Soil Loss Equation (MUSLE)

6.3.1.4 Quanfication of RUSLE

6.3.1.5 Soil Erosion Analysis

6.3.1.6 Sediment Yield and Discharge Analysis

Drainage and Flooding

Access Route and Traffic

Landuse and Zoning

6.3.10 Socio-Economic Impacts

6.3.10.2 Safety and Risks

6.3.10.3 Business Opportunities / Employment

6.3.10.4 Land Acquisition

6.3.10.5 Socio Economy

Solid and Scheduled Waste

Drainage and Flooding

Environment Asia Sdn. Bhd

Preliminary Environmental Impact Assessment

Proposed Kinrara-Damansara Expressway (KIDEX)

Air Quality Modeling

Employment/ Business Opportunity

Safety and Risks

PROPOSED MITIGATION MEASURES

Erosion and Sediment Control Plan