Kidex EIA

Preliminary Environmental Impact Assessment

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

1

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

3

4

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

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Preliminary Environmental Impact Assessment

Proposed Kinrara-Damansara Expressway (KIDEX) TABLE OF CONTENTS (Cont’d) Page No.

5

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

Environment Asia Sdn. Bhd

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Preliminary Environmental Impact Assessment

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

Sewerage System

5-43

IMPACTS IDENTIFICATION AND EVALUATION 6.1

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

Drainage and Flooding

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

Environment Asia Sdn. Bhd

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Preliminary Environmental Impact Assessment

Proposed Kinrara-Damansara Expressway (KIDEX) TABLE OF CONTENTS (Cont’d) Page No. 6.4.5.1

6.5

7

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

Hydrology & Flooding

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

Environment Asia Sdn. Bhd

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Preliminary Environmental Impact Assessment

Proposed Kinrara-Damansara Expressway (KIDEX) TABLE OF CONTENTS (Cont’d) 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

7.3.10 Abandonment Plan 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

9

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

Environment Asia Sdn. Bhd

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Preliminary Environmental Impact Assessment

Proposed Kinrara-Damansara Expressway (KIDEX) TABLE OF CONTENTS (Cont’d) 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

Environment Asia Sdn. Bhd

vi

Preliminary Environmental Impact Assessment

Proposed Kinrara-Damansara Expressway (KIDEX) TABLE OF CONTENTS (Cont’d) 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

Environment Asia Sdn. Bhd

1-6 3-5 4-9 to 4-15

vii

Preliminary Environmental Impact Assessment

Proposed Kinrara-Damansara Expressway (KIDEX) TABLE OF CONTENTS (Cont’d) Page No. Figure 4.2(a)

:

Figure 4.2(b)

:

Figure 4.2(c)

:

Figure 4.2(d)

:

Figure 4.2(e) Figure 4.2(f) Figure 4.2(g)

: : :

Figure 4.2(h) Figure 4.3 Figure 4.4 Figure 4.5(a) Figure 4.5(b) Figure 5.1

: : : : : :

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

Environment Asia Sdn. Bhd

6-29

viii

Preliminary Environmental Impact Assessment

Proposed Kinrara-Damansara Expressway (KIDEX) TABLE OF CONTENTS (Cont’d) 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

Environment Asia Sdn. Bhd

ix

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

CHAPTER 1: INTRODUCTION 1.1

PROJECT TITLE The proposed project is titled: “Proposed Kinrara-Damansara Expressway (KIDEX)”

1.2

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

1.3

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

1.4

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

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

          

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

The proposed KIDEX highway shall also provide connectivity to the following existing highways for effective dispersal of traffic:     

NKVE SPRINT Highway Federal Highway Route II New Pantai Expressway (NPE) KESAS Expressway Bukit Jalil Highway

The main aim for the construction of the proposed Kinrara - Damansara Expressway (KIDEX) is to provide a short and direct access to both Puchong / Kinrara and Petaling Jaya / Damansara ultimate catchments, giving guaranteed journey-time with dispersal points planned strategically along its corridor for effective dispersal of traffic. The level of service of existing roads with and without the implementation of KIDEX is shown in Table 1.1. Table 1.1 : Level of Service of Existing Roads with and Without KIDEX Along NKVE / SPRINT Year W/O KIDEX With KIDEX Difference W/O KIDEX With KIDEX

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

Environment Asia Sdn Bhd

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

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

Table 1.1 : Level of Service of Existing Roads with and Without KIDEX (cont’d) Along NPE Year W/O KIDEX With KIDEX Diff W/O KIDEX With KIDEX

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.

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1.4.3

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

1.5

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

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The Preliminary EIA is prepared based on 

A Handbook of Environmental Impact Assessment Guideline published by the Department of Environment Malaysia



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

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

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

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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

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aspects anticipated during construction phase where diversion of traffic to other alternative roads may be necessary. 

Engineering and design constrains - If piers are provided at the medians, then space must be available to maintain the same number of lanes by local widening or use of existing paved shoulders, if available.



Environmental factors – The distance of the alignment from the receptors is taken into consideration especially for noise sensitive receptors such as educational and religious buildings.



Existing land use and encumbrances – Existing encumbrances are crucial in determining the route as the alignment crosses an already built up city. This would include buildings, stations, utilities, petrol stations and others. The soil conditions and existing terrain such as rivers, ponds and hills are also taken into consideration.



Socio-economic Impacts – The social impacts expected from various route options will take into account two important aspects which are: i) Where a property is directly affected and will require acquisition. This will inevitably lead to other issues such as the relocation of occupants or buildings which is generally not accepted by affected communities. Another set of social problems will also arise where acquisition of vacant Government land occupied by squatters is necessary. ii) Where a property is indirectly affected, being in close proximity that requires mitigation measures but does not require acquisition. This may influence the overall aesthetics.

The selection of the various alignment options is also based on feasibility matrixes as shown in Table 3.1. Table 3.1 : Feasibility Matrices NKVE’s Damansara Toll/Bandar Utama Option 1 (%) Option 2 (%) Overall Weightage 14

Overall Weightage 8

Option 3 (%) (Preferred) Overall Weightage 13

3

10

15

13

12

15

13

12

12

10 1

5 7

1 3

7

6

5

61

60

64

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

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

Table 3.1 : Feasibility Matrices (cont’d)

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:

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

Bore piles – Usually used for medium sized in-situ concrete piles with diameters ranging from 300 mm to 900 mm. The use of drilling rigs with appropriate capacity is required. Due to rapid development of highly effective drilling equipment, this pilling method is widely used. This method generally has lower noise emission and vibration as compared with driven piles.



Driven piles/percussion piles - Installation and equipment requirements for this economical method are relatively simple but the noise and vibration generated are much higher than bore piles and restricts its use in heavily built up urban areas.



Micro piles/mini piles – Convenient to be used in confined sites with difficult access and limited working space. Uses drilling machines whereby steel pipes are inserted into the ground and grouted as a pile. The drilling produces limited disturbance (basically vibration free). Relatively lower bearing load.



Hand-dug caisson – No heavy equipment is required except power tools. Can work on a number of piles at the same time as it does not require drilling rigs. Requires very little working space and allows for works to be carried out at steep areas. Low in vibration and noise. The only drawback is that it can be potentially dangerous for workers working inside the caisson if proper safety measures are not taken.

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

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Figure 3.1: Alternative Alignments for the Proposed Project

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CHAPTER 4: PROJECT DESCRIPTION 4.1

INTRODUCTION Except for a short 400 m stretch, the Kinrara – Damansara Expressway (KIDEX) will be a fully elevated dual two-lane carriageway of approximately 14.9 km that begins after the North Klang Valley Expressway (NKVE) toll plaza at Damansara and the interchange to Bandar Utama along the existing SPRINT Highway. The alignment will then traverse through the urban area of Petaling Jaya before terminating at Bandar Kinrara after the Bukit Jalil Highway in Puchong. The alignment will incorporate an open toll system with two mainline toll plazas – one at SS2, at the end of Jalan Harapan between Section 17 and Section 19 (CH 3020 to CH 3400) and the other at the green area near Taman Dato Harun of Petaling Jaya PJS 2 (CH 9640 to CH 10000). There will be two ramp toll plazas proposed at the existing NKVE Damansara Toll area. There will be an at-grade section of the proposed KIDEX at the TUDM area of 400m (CH12400-12800) as per request by the Malaysia Highway Authority.

4.2

LOCATION The proposed alignment will mostly traverse within the State of Selangor with only a small portion physically within the Federal Territory of Kuala Lumpur and these are the on and off ramps portion only (Jalan Damansara CH2150-2200 & Jalan Kinrara CH 13050). The starting chainage at the SPRINT Highway is located at coordinates 95492.582 N, 89776.969 E while the ending chainage is located at 86325.849 N, 93893.616 E in Bandar Kinrara 5. The proposed alignment will traverse mainly through built up residential and commercial areas that include the following, amongst others (Figure 1.1):  Bandar Utama  Federal Highway Route II  KESAS Expressway  SS 21 & SS 22  PJ Newtown  Taman Medan  SS 2  PJ Old Town Industrial Area  Jalan Puchong  Section 13  New Pantai Expressway  Bukit Jalil Highway (NPE)  Section 14 The proposed KIDEX highway shall also connect to the following existing highways for effective dispersal of traffic: NKVE  SPRINT Highway  Federal Highway Route II  New Pantai Expressway (NPE)  KESAS Expressway  Bukit Jalil Highway In general, the limit of works starts from Km 0 at the east of the North Klang Valley Expressway (NKVE) near Damansara Toll and it continues through Sprint Expressway towards the east until it reaches Desa Kiara. The route then turns south above the alignment of Jalan 19/13 and connects to the well-known “Rothman’s Roundabout” (presently converted to a signalized junction). From there, the route traverses above Jalan Semangat and then it splits into two separate south-bound to Kinrara and north-bound to Damansara just after the Jalan Semangat signalized junction. Each of these north and south bounds will traverse above Jalan Utara via Jalan Barat, Jalan Timur, Jalan Sultan and ultimately joining at a common point above Jalan Sultan, and continue towards Jalan Penchala vicinity. Continuing towards Jalan Penchala, the alignment then crosses over Jalan Templer Roundabout. From there, it follows above Jalan Selangor and crossing over the P.J Old

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Town area and New Pantai Expressway (NPE) to Taman Medan Baru which link to Konsortium Expressway Shah Alam Selangor (KESAS) and Jln Puchong Batu 6 in the south direction to merge at Lebuhraya Bukit Jalil near Giant Hypermarket where the limits of works end. The graphic visualizations of the KIDEX alignment is shown in Figure 4.1 (a) – (g). 4.3

DEVELOPMENT COMPONENTS The details for the alignment are summarised in the following table. Table 4.1: Development Components Item Total Length Interchanges Elevated Toll Plaza

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

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

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

4.3.3

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

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.

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4.4.1

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

4.4.2

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

Quantity (m3) 76600 80500

The amount of unsuitable material is expected to be minimal due to the already developed surroundings of the proposed alignment. These materials are planned to be disposed at the proposed site camp area at Taman Dato’ Harun at KM10 of the proposed alignment. 4.4.3

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

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The maintenance activities can be divided into routine maintenance and heavy repairs. The routine maintenance comprises works such as roadways clearing, upkeep of drainage system, slope protection and control measures whereas heavy repairs are related to making good defects found in carriageway, pavement and structures. 4.5

CONSTRUCTION SCHEDULE The proposed KIDEX will be completed over a period of 30 months from March 2014 to September 2016. The proposed implementation schedule is shown in Figure 4.4.

4.6

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.

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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.

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   

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

Bridges  For land bridges, the soffit of the bridge decks are to be designed above the 100 years return period flood level, with a 1 m freeboard.  For major river bridges, the soffit of the deck shall be designed above the 5 years return period flood level with a freeboard of 7.5 m.  Surface drains are to be designed for a flood return period of 10 years and adequately provide for removal of carriageway surface water, erosion protection and slope stabilization.  Bridge piers for waterway crossings (e.g. Sg. Klang) will be in leaves / oval shape instead of rectangular shape to prevent any disturbance to the current flow.  The bridge piers at Sg. Klang will be located 8m away from the river bank. The location of the bridge piers is shown in Figure 4.5. Elevated Alignment Drainage  As the road alignment will be fully elevated, the drainage will in main comprises deck drains that will eventually channel the water to the at-grade drains via horizontal runner pipes and vertical down pipes.  The down-pipes will discharge into the sumps at road level and being directed to an approved discharge point on the road.  The rain water down pipes from the deck shall be concealed within the concrete.  The design standard for the drains will be in accordance with the requirements stipulated in the Urban Stormwater Management Manual for Malaysia (MSMA 2nd Edition) published by the Department of Irrigation and Drainage Malaysia (DID) in 2000.  The drainage infrastructure will be designed to cater for peak flows arising from storms of different Average Recurrence Intervals (ARI). 4.6.4

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

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4.6.5

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

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.

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

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

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

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

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

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

The proposed alignment will also cross over Sg. Kayu Ara at CH 560 above the existing SPRINT Highway and Sg. Penchala at CH 2190 before traversing to Jalan 19/13. Sg. Penchala flows from the northern region to the southwest region where it joins with Sg. Klang before draining into the Straits of Melaka. The alignment will also cross over Sg. Klang at CH 10660 to CH 10780 before reaching Taman Kinrara Section 2. In addition, the proposed alignment will also traverse beside the Taman Tasik Jaya along Jalan Timur. Figure 5.2 shows the location of the rivers within the vicinity of the Project site. 5.2.4

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

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

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

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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

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

Figure 5.1: Sungai Klang Catchment Area

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

Figure 5.2: Rivers within the Vicinity of the Project site

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

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

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

5.2.6

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

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

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

Figure 5.5 : Mean of Relative Humidity at Subang

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

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

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

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

Source: Malaysian Meteorological Services, 2011.

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

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

Source: Malaysian Meteorological Services, 2011.

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

5.2.7

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

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

Total Area (ha) within 5km radius 25,972.20 976.87 14.39 98.55 534.94 48.45 2,249.29 1,744.08 653.18 30.16 29.92 32,352

Percentage (%) 80.28 3.02 0.04 0.30 1.65 0.15 6.95 5.39 2.02 0.09 0.09 100.00

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

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

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 45º turn towards the south and then travels along Jalan 19/13 and the thin stretch of green area dividing the residential areas of Section 17 (LHS) and Section 19 (RHS) located within 20m from the alignment (CH 2520 to CH 2810). The Desa Kiara Condominium is located 50m RHS of the on ramp near the 45º turning. SJK (C) Chung Hwa is located 100m LHS (CH2270) of the alignment at Section 17. The alignment then runs along Jalan 17/47 starting from CH 2810 and passes by the Jasmine Towers Condominium (CH 2850, 20m RHS), Sri Maha Mariamman Temple (CH 2890, 28m RHS), Taman Desa Pesona Condominium (CH 3040, 20m LHS) and Damansara Bestari Apartment (CH 3080, 10m RHS) before entering into Jalan Harapan at CH 3320. The alignment will continue along Jalan Harapan, crossing Rothman‟s Roundabout (presently converted to a crossroad, CH 3700) and then running the whole stretch of Jalan Semangat until SK Sri Petaling where it starts to fork out (CH 5080) before the T junction with Jalan Utara. Lisa De Inn is located beside Rothman‟s Roundabout about 20m LHS of the alignment (CH3640). Landuse along Jalan Semangat are mostly commercial and industrial such as Sin Chew Daily, British American Tobacco (M) Bhd, Colgate Palmolive etc. Masjid Tun Abdul Aziz (CH 4400 7m RHS) and SK Sri Petaling (CH5200 5m LHS) are also located along Jalan Semangat adjacent to the alignment. Single storey terrace houses of Section 14 are also located along Jalan Semangat opposite SK Sri Petaling (CH 4950 to 5200, 23m RHS). Before the T junction of Jalan Utara near SK Sri Petaling, the alignment forks out and travels along both sections of Jalan Utara. The eastern section will connect into Jalan Timur followed by Jalan Sultan and Jalan Penchala while the western section will connect into Jalan Barat and into Jalan Penchala following the loop shape of these roads. Along the eastern curve of the loop, the alignment will pass by the residential area of Section 12 and Section 11 along Jalan Utara (15m, CH 5260 to CH 6060 LHS). SMK (L) Bukit Bintang (CH 5300, 5m RHS), Crystal Crown Hotel (CH 5680, 14m RHS), Ehsan Ria Condominium (CH 5770, 61m LHS) and St. Paul‟s Church (CH 5980, 18m RHS) are also located along Jalan Utara. After crossing the Federal Highway Route II, the alignment will pass by the residential area of Section 9 (CH 6560 to CH 6880, 18m LHS) along Jalan Timur before connecting with Jalan Sultan. The alignment will then pass by Rima College (CH 6980, 12m LHS) along Jalan Sultan before traversing into Jalan Penchala. For the western curve of the loop, the alignment will pass by terrace houses of Section 14 (CH 5220 to CH 5500, 15m RHS) along Jalan Utara. Chapel Luther House (CH 5380, 12m LHS), Tun Hussein Onn National Eye Hospital (CH 5420, 19m LHS), Istara Condominium (CH 5480, 13m

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

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

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

Table 5.3: Sensitive Receptors Adjacent to Project Site Sensitive Receptor SMK Tropicana SRK Tropicana Bayu Puteri Tropicana Apartments Tropicana Golf & Country Resort Houses Casa Tropicana Condominiums Tropicana Indah Resort Homes Sunway Sutera Condominum Riana Green Condominium Tropicana Golf Resort TR1 Sri Jakkaamma Temple SJK (T) Effingham Education Institute Quarters Kg Sg Kayu Ara Damansara Jaya Damansara Utama Desa Kiara Condominium SJK(C) Chung Hwa Section 17 Section 19 Jasmine Towers Condominium Sri Maha Mariamman Temple Taman Desa Pesona Condominium Damansara Bestari Apartment Lisa De Inn Masjid Tun Abdul Aziz SK Sri Petaling Section 14 (along Jalan Semangat) Section 12 & Section 11 SMK (L) Bukit Bintang Crystal Crown Hotel Ehsan Ria Condominium St. Paul‟s Church Section 9 Rima College Section 14 (along Jalan Utara) Chapel Luther Huse Tun Hussein Onn National Eye Hospital National Institute of Ophthalmology Istara Condominium Armada Hotel PJ College of Art and Design PJ Hilton

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Type of Development Educational Educational Residential Residential Residential Residential Residential Residential Residential Worship Educational Residentail Residential Residential Residential Residential Educational Residential Residential Residential Worship Residential Residential Hotel Worship Educational Residential Residential Educational Hotel Residential Worship Residential Educational Residential Worship Hospital Educational/ Hospital Residential Hotel Educational Hotel

Distance (m) 50 146 92 88 92 170 73 62 82 58 32 30 30 30 30 50 100 20 20 20 28 20 10 25 7 5 23 15 5 14 61 18 18 12 15 12 19 76 13 127 16 20

Chainage (CH) NKVE Interchange area NKVE Interchange area NKVE Interchange area NKVE Interchange area NKVE Interchange area NKVE Interchange area NKVE Interchange area NKVE Interchange area NKVE Interchange area LHS of On alignment LHS of Off alignment LHS of Off Ramp CH 0 to CH 2100 LHS/RHS CH 0 to CH 2100 RHS CH 0 to CH 2100 LHS RHS of On ramp CH 2270 LHS CH 2520 to CH 2810 LHS CH 2520 to CH 2810 RHS CH 2850 RHS CH 2890 RHS CH 3040 LHS CH 3080 RHS CH3640 LHS CH 4400 RHS CH5200 LHS CH 4950 to CH 5200 RHS CH 5260 to CH 6060 LHS CH 5300 RHS CH 5680 RHS CH 5770 LHS CH 5980 RHS CH 6560 to CH 6880 LHS CH 6980 LHS CH 5220 to CH 5500 RHS CH 5380 LHS CH 5420 LHS CH 5420 LHS CH 5480 LHS CH5670 LHS CH 6000 RHS CH 6000 LHS

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

Table 5.3: Sensitive Receptors Adjacent to Project Site (cont'd)

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 CH8000 to CH 8840 LHS CH8910 to CH 9180 LHS CH 7580 to CH 7920 RHS CH 9160 LHS CH 9420 LHS CH 10290 to CH 10560 RHS CH 10290 LHS CH 10370 LHS CH 10400 to CH 10530 LHS CH11170 RHS CH 11000 to CH 11360 LHS CH 11200 to CH 11280 RHS CH 11340 RHS CH11400 LHS CH 11450 LHS CH 11550 to CH 11760 RHS CH 11680 to CH 11840 LHS CH 11780 RHS CH 12400 RHS CH 12500 RHS CH 12500 to CH 13000 RHS Near connecting ramp along Jalan Kinrara 1 Near connecting ramp along Jalan Kinrara 1 CH13100 to 13240 LHS CH 13010 RHS CH13010 RHS CH13040 to 1320 RHS

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

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

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Figure 5.9: Landuse within 5 km Radius

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

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

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

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

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

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

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

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

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Figure 5.11: Environmentally Sensitive Areas and Heritage Sites

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5.2.8

Water Quality The water quality monitoring programme was carried out by ChemVi Laboratory Sdn Bhd, a SAMM accredited laboratory, on 5th October 2011 and 2nd November 2011. Water samples were collected from 4 locations where the alignment crosses Sg. Penchala and Sg. Klang. The locations of the water quality sampling stations are described in Table 5.4 and shown in Figure 5.12. Table 5.4: Water Quality Sampling Location Station W1 W2 W3 W4 W5 W6

Description Upstream of Sg. Kayu Ara Downstream of Sg. Kayu Ara Upstream of Sg. Penchala Downstream of Sg. Penchala Upstream of Sg. Klang Downstream of Sg. Klang

Coordinates 3° 7'58.75"N, 101°36'56.48"E 3° 7'56.52"N, 101°36'55.81"E 3° 7'51.54"N, 101°37'48.28"E 3° 7'48.27"N, 101°37'47.11"E 3° 4'15.05"N, 101°38'31.67"E 3° 4'14.51"N, 101°38'29.67"E

One water sample was collected from each station amounting to a total of four water samples being collected for laboratory analysis. The water samples were collected using the grab sampling technique. During each sampling, in-situ measurement of pH and temperature was carried out. The samples were stored in a cooler box before being transported to the laboratory for analysis. All water samples were analyzed for the WQI parameters of pH, temperature, DO, COD, BOD5, TSS, Oil and Grease, NH3-N and E.coli. The results from the water quality analysis were compared with the National Water Quality Standards (NWQS) as well as the DOE Water Quality Index (WQI). The parameters, measurement units and the analytical methodologies are shown in Table 5.5. Table 5.5: Water Quality Parameters and Analysis Methods Parameter Temperature (ºC) pH Dissolved Oxygen (DO) Biochemical Oxygen Demand (BOD5) Chemical Oxygen Demand (COD) Total Suspended Solids E-Coli Ammoniacal Nitrogen Oil and Grease

Measurement Unit ºC mg/l mg/l mg/l mg/l CFU/ 100 ml mg/l mg/l

Method* APHA 2550 B APHA 4500 H+ B APHA 4500 O-G APHA 5120 B APHA 5220 C APHA 2540 D APHA 9221 E APHA 4500 NH3-C&F APHA 5520 B

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

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

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Table 5.6: Water Quality Analysis Results

Test Parameter Temp. pH -

DO BOD5 COD TSS

Unit

ºC

mg/l mg/l

W1

28.3

6.26 5.87

3

12

28

W2

25.7

6.43 5.90

4

16

W3

28.6

6.78 5.84

8

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

7

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

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stations ranged from 55.6 to 88.8 which renders stations W1 to W3 to fall under Class II (76.5 92.7) and stations W4 to W6 to fall under Class III (51.9-76.5) of the WQI. 5.2.9

Air Quality Air quality sampling was carried out at 10 stations in 19th September 2011 – 7th October 2011 in order to determine the ambient air quality status currently prevailing within the proposed project site and the closest sensitive receptors as identified in the landuse section. These monitoring stations will also represent the ambient air quality of nearby areas that have similar landuse to the respective stations. The locations of the stations are described in Table 5.7 and shown in Figure 5.12. Table 5.7: Location of Air Quality Sampling Stations Station

Description

Coordinates

A1

SJKT Effingham

3° 7'59.40"N, 101°36'14.42"E

A2

Jalan SS22/2, Damansara Jaya

3° 7'55.42"N, 101°37'14.36"E

A3

Section 17

3° 7'32.37"N, 101°37'47.09"E

A4

SK Sri Petaling

3° 6'31.04"N, 101°38'23.03"E

A5

Section 11

3° 6'30.41"N, 101°38'44.91"E

A6

Section 14

3° 6'21.25"N, 101°38'20.61"E

A7

Section 4

3° 5'27.94"N, 101°38'25.39"E

A8

PJS3

3° 4'31.54"N, 101°38'31.68"E

A9

Kompleks Suria Kinrara

3° 3'43.78"N, 101°38'30.45"E

A10

Hospital Angkatan Tentera

3° 3'23.69"N, 101°38'51.59"E

The ambient air was measured for its TSP, CO, NO2 and SO2 concentrations. Other parameters measured were wind direction and wind speed. The ambient air was sampled using a High Volume Sampler for a period of 24 hours and the sample analyzed using gravimetric method for TSP. For NO2 and SO2 concentrations, the ambient air was sampled using absorbing media via a precalibrated portable pump for a period of 24 hours and the sample analyzed using colorimetry. All parameters were recorded in ug/m³ unit. 5.2.9.1

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

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Table 5.8: Results of Air Quality Sampling Station Malaysian Guidelines * A1 A2 A3 A4 A5 A6 A7 A8 A9 A10

TSP (µg/m3) 260 56 48 54 52 61 72 76 66 71 73

NO2 (µg/m3) 320 ND(