guidelines for the environmental impact assessment of highway road projects

GUIDELINES

for the

ENVIRONMENTAL IMPACTASSESSMENT

of

HIGHWAY/ROAD PROJECTS

PREFACE

The following guidelines are presented as a specific supplement to the Handbook of EnvironmentalImpact Assessment Guidelines produced by the Department of Environment (DOE), Ministry ofScience, Technology and Environment (MSTE).

The guidelines for Environmental Impact Assessment (EIA) of Highway/Road Projects have beenspecifically prepared in the context of the Malaysian environment, and for Jabatan Kerja Raya(JKR), the Public Works Department.JKR is the implementation agency for Highway/Road Projects in Malaysia, although the project ini-tiator will usually be its Ministry, the Ministry of Works (MOW).

The guidelines have been prepared under a Technical Assistance (TA) as part of a World Bank loan(3145 MA) to the Government of Malaysia for Highway Rehabilitation and Improvement.

ACKNOWLEDGEMENTS

These guidelines for the Environmental Impact Assessment of Highway/Road Projects have beenundertaken in association with, and with the assistance of, Jabatan Kerja Raya (JKR), the PublicWorks Department. JKR made their resources (staff & vehicles) available to the EIA study team atall times, and their support is gratefully acknowledged.

During the preparation of the EIA guidelines, guidance was sought from the EIA unit of theDepartment of Environment (DOE) and their support in organising round table discussions and areview of the draft guidelines document is gratefully acknowledged.

The EIA guidelines for Highway/Road Projects would not have been undertaken without the finan-cial and technical support from the World Bank, and their assistance throughout the project andreview of the draft guidelines document is gratefully acknowledged.

The EIA guidelines have been prepared by the following personnel (in alphabetical order):

Kamalaldin bin Abd. Latif Ibrahim bin Ahmad Nicholas William Rogers Othman bin JaafarRoslan bin Md TahaSharifah Aluyah bt Wan Othman

JABATAN KERJA RAYA

GUIDELINES FOR THE ENVIRONMENTAL

IMPACT ASSESSMENT OF


TABLE OF CONTENTS

1.0 INTRODUCTION

1.1 General1.2 Categories of Road1.3 Malaysian Environmental Legislation

And Policy1.4 Highway/Road Projects

2.0 ENVIRONMENTAL IMPACT ASSESSMENT

2.1 General2.2 Prescribed Activities2.3 EIA Guidelines2.4 EIA Process

3.0 ISSUE IDENTIFICATION, OR SCOPING

4.0 UNDERTAKING THE EIA

4.1 Preparing the scope of the EIA4.2 Preparation of Terms of Reference

5.0 HIGHWAY/ROAD PROJECTS - ACTIVITIES, ISSUES & EFFECTS

5.1 General5.2 Main Activities5.3 Key Issues

6.0 EIA REPORT FORMAT ELEMENTS

6.1 Cover6.2 Executive Summary6.3 Introduction6.4 Title of Project6.5 Project Initiator6.6 Statement of Need6.7 Project Description6.8 Project Options6.9 The Existing Environment6.10 Impact Assessment6.11 Mitigation and Abatement Measures6.12 Residual Impacts6.13 Summary and Conclusions6.14 Data Sources & Consultations6.15 References

JABATAN KERJA RAYA

GUIDELINES FOR THE

ENVIRONMENTAL IMPACT ASSESSMENT OF


TABLE OF CONTENTS

7.0 MONITORING

7.1 General7.2 Physical Environment7.3 Biological Environment7.4 Social Environment

8.0 SELECTED REFERENCES PERTAINING TO THE ENVIRONMENT OF MALAYSIA

APPENDIX A

A1Environmental Significance ChecklistUS Department of transportation, FHWA, 1985

A2Checklist of Environmental Parameters, Asian Development Bank, 1990

APPENDIX B

Environmental Aspects of Quarrying Activities

Cawangan Jalan, Ibu Pejabat JKR, KL

1.1 General

In the promotion of environmentally sound andsustainable development, the Government ofMalaysia has established the necessary legaland institutional arrangements as such thatenvironmental factors are considered at theearly stages of project planning. Environmentalassessment is an important technique for ensur-ing that the likely impacts of the proposeddevelopment on the environment are fullyunderstood and taken into account before suchdevelopment is allowed to go ahead.

1.2 Categories of Road

In Malaysia, roads are divided into two groupsby area, ie rural and urban. Roads in rural areasare further classified into five categories byfunction namely Expressway, Highway,Primary Road, Secondary Road and MinorRoad and into four categories in urban area, namely, Expressway, Arterial, Collector andLocal Street. Their general applications are asfollows.

a) Expressway

An expressway is a divided highway forthrough traffic with full control of access andalways with grade separations at all intersec-tions. In rural areas, they apply to the interstate highways for through traffic and make thebasic framework of National road transporta-tion for fast travelling. They serve long tripsand provide higher speed of travelling andcomfort. To maintain this, they are fully access-controlled and are designed to the highest stan-dards.

In urban areas, they form the basic frameworkof road transportation system in urbanised areafor through traffic. They also serve relativelylong trips and provide smooth traffic flow withfull access control, thereby complementing the Rural Expressway.

b) Highways

They constitute the interstate national networkand complement the express way network.They usually link up directly or indirectly theFederal Capitals, State Capitals and points of entry/exit to the country. They serve long tointermediate trip lengths. Speed is not soimportant as in an Expressway but relativelyhigh to medium speed is necessary. Smoothtraffic is provided with partial access control.

c) Primary Roads

They constitute the major roads forming thebasic network of the road transportation systemwithin a State. They serve intermediate triplengths and medium travelling speeds. Smoothtraffic is provided with partial access control.They usually link up the State Capitals and District Capitals or other Major Towns.

d) Secondary Roads

They constitute the major roads forming thebasic network of the road transportation systemwithin a District or Regional developmentAreas. They serve intermediate trip lengthswith partial access control. They usually linkup the major towns within the District orRegional development Areas.

FOR INTERNAL USE ONLY

1.0

INTRODUCTION

INTRODUCTION


They apply to all roads other than thosedescribed above in the rural area. They formthe basic road network within a Land Schemeor other inhabited areas in a rural area. Theyalso include roads with special functions suchas holiday resort roads, security roads or accessroads to microwave stations. They serve mainlylocal traffic with short trip lengths and are usu-ally with partial or no access control.

e) Arterials

An arterial is a continuous road with partialaccess control for through traffic within urbanareas. Basically it conveys traffic from residen-tial areas to the vicinity of the central businessdistrict or from one part of a city to anotherwhich does not intend to penetrate the city cen-tre. Arterials do not penetrate identifiableneighbourhoods. Smooth traffic flow is essen-tial since it carries large traffic volume.

f) Collectors

A collector road is a road with partial accesscontrol designed to serve on a collector or dis-tributor of traffic between the arterial and thelocal road systems. Collectors are the majorroads which penetrate and serve identifiable neighbourhoods, commercial areas and indus-trial areas.

g) Local Streets

The local street system is the basic road network within a neighbourhood and serves pri-marily to offer direct access to abutting land.They are links to the collector road and thusserve short trip lengths. Through traffic shouldbe discouraged.

1.3 Malaysian Environmental Legislation And Policy

The Environmental Quality Act (1974) wasintroduced into Malaysian Law as a compre-hensive piece of legislation to provide a com-mon legal basis for coordinating all activitiesrelating to environmental control. Amended tothe environmental Quality (Amendment) Act1985, this act requires any person or agency intending to carry out a "prescribed activity" tosubmit a report on its potential effects on theenvironment to the Director General,Department of Environment (DOE), forapproval.

The Environmental Quality (Prescribed activi-ties) (Environmental Impact Assessment) Order1987 was gazetted in November 1987 andcame into force on 1 April 1988. This Orderlists the "prescribed activities" for which anEIA is mandatory, including "Construction of expressways and national highways" (Item 9 :Infrastructure).

Section 34A(2) of the 1985 Amendment Actspecifies that where an EIA is required underthe legislation, it shall follow the guidelinesprescribed by the Director General of DOE.The procedures for preparing an EIA are setout in the Handbook of EIA Guidelines. In the Sixth Malaysian Plan under Road TransportProspects, 1991-1995, it is stated that environ-mental impact assessment studies will be car-ried out as steps to reduce the negative impactof road transport development on the environ-ment.

The fundamental objective of an EIA is toensure that full consideration is given to itspotential effects so that wherever possible thesecan be mitigated by careful design, construc-tion and operation.

INTRODUCTION


Under the National Development Plan and inthe Second Outline Perspective Plan (OPP2) aswell as in the Sixth Malaysian Plan 1991 -1995, emphasis is given to enhancement of theenvironment and ecology to ensure sustainable development of the country. Based on theabove Environmental Policy Objectives, theDOE has formulated and adopted a three-pronged strategy based on :

- pollution control and prevention;

- the integration of environmental factors in project planning and implementation; and

- environmental inputs into resource and regional development planning.

National environmental policy in Malaysiawill continue to give greater emphasis on thefollowing objectives:

- to maintain a clean and healthy envronment

- to maintain the quality of the environment relative to the needs of the growing popula-tion

- to minimise the impact of the growing pop-ulation and human activities relating to min-eral exploration, deforestation, agriculture, urbanisation, tourism and the development of other resources on the environment

- to balance the goals for socio-economic development and the need to bring the ben-efits of development to a wide spectrum of the population against the maintenance of sound environmental conditions

- to place more emphasis on prevention through conservation rather than on curativemeasure, inter alia by preserving the coun-try's unique and diverse cultural and natu-ral heritage

- to incorporate an environmental dimension in project planning and implementation, interalia by determining the implication of the proposed projects and the costs of the

required environmental mitigation measuresthrough the conduct of Environmental Impact Assessment Studies; and

- to promote greater co-operation and increased co-ordination among relevant Federal and State authorities as well as among the ASEAN Governments.

1.4 Highway/Road Projects

It must be stressed as the onset thathighway/road projects which provide trans-portation networks are fundamental to a nationsdevelopment, and the beneficiaries of suchprojects are the nations citizens - directlythrough increased mobility and access, andindirectly through enhanced economic prosper-ity.

Beneficial impacts of the project, compared to"no project", are usually one or more of the fol-lowing:

- reduced travel times- safer travel- opening up areas for development- increased communication

In undertaking highway/road projects, theGovernment of Malaysia is, committed to envi-ronmental protection as set out in :

- Sixth Malaysia Plan 1991 - 1995

- Outline Plan 1990 - 2000

- Langkawi Declaration, October 1989

- Kuala Lumpur Accord on the Environment and Development, June 1990

- Kuala Lumpur Declaration on Environmentand Development, April 1992

- Rio Declaration on the Environment and Development, June 1992

INTRODUCTION


The Langkawi Declaration is especially signifi-cant as it provides government support for activities related to the con - servation of biodi-versity and genetic resources, including theconservation of significant areas of virgin for-est and other protected natural habitats.

On October 31, 1989, the World Bank issuedan Operational Directive (OD) to address theBank's concern to apply sound environmental planning and management principles to proj-ects such as highway/road projects. OD 4.00 sets out as Annex A guidance on theBank's policies and procedures for conducting environmental (impact) assessments of pro-posed projects. OD 4.00 standardises and for-malises a process which is already taking place for World Bank projects with major environ-mental impacts. OD 4.00 and other World Bank environmental documents are set out inthe list of selected references in Section 8.0.


2.1 General

The need to systematically identify and evalu-ate the environmental impacts of major projectswas first prescribed by the United StatesCongress in 1969 when it enacted the NationalEnvironmental Policy Act (NEPA). With thisAct, environmental impact assessment (EIA)became an integral part of the decision makingprocess along with economic and technicalconsiderations.

The objective of any EIA requirement is to pro-mote and ensure that planning decisions takeinto account environmental costs and benefits. Different countries have different approaches tothe decision making process but all basicallysubscribe to the viewpoint that the develop-ment authorities make the trade-offs, except onthe matter of compliance with prescribed stan-dards.

Few governments could cope with a blanketrequirement that all development projects besubjected to an environmental impact assess-ment. Aside from the administrative difficul-ties this would create, such a requirementwould be unnecessary and wasteful. A crucialissue is therefore how to prescribe criteria forthose projects that should be subjected to EIA.

2.2 Prescribed Activities

In Malaysia, a list of prescribed activities hasbeen prepared for which an EIA is mandatoryunder the Environmental Quality (Prescribed Activities) (Environmental ImpactAssessment) Order 1987. Of relevance to JKRare:

- AIRPORT

- Construction of airports (having an airstrip of 2,500 metres or longer)

- Airstrip development in state and national parks

- INFRASTRUCTURE

- Construction of hospitals with outfall into beach fronts used for recreational purposes

- Construction of expressways- Construction of national highways

- PORTS

- Construction of ports- Port expansion involving an increase of 50

per cent or more in handling capacity per annum

- WATER SUPPLY

- Construction of dams, impounding reser-voirs with a surface area of 200 hectares or more

- Groundwater development for industrial, agricultural or urban water supply of greaterthan 4,500 cubic metres per day.

2.3 EIA Guidelines

To help project proponents undertake EIA stud-ies and prepare EIA reports, DOE in 1987 pre-pared a Handbook of Environmental Impact Assessment Guidelines. These guidelines arenecessarily general in nature and, in 1993with the assistance of the World Bank, JKR

2.0

ENVIRONMENTAL IMPACT ASSESSMENT



decided to prepare specific guidelines for thoseprescribed activities for which it has responsi-bility, either as the project initiator or as theimplementation agency.

The Environmental Quality Act in general, andthe list of prescribed activities in particular, arecurrently under review. It is likely that the roleand functions of the JKR enviromental unitwill be expanded as a result to the currentreview of environmental legislation.

2.4 EIA Process

Environmental impact assessment is theprocess whereby a systematic effort is made toassess the environmental impacts and theoptions that may be open with regard to aproposal, including the option of "doing noth-ing". The fundamental objective of an EIA is toensure that before irrevocable decisions aretaken on a proposal, full consideration isgiven to its potential environmental effects andthe views of those who may be affected bythem.

Ideally the EIA should be undertaken at theinception of a proposal, when there is a realchoice between various courses of action. Itshould therefore be an integral part of the deci-sion-making process preceding the actualimplementation of any proposal.

In the Malaysian context, EIA is a study toidentify, predict, evaluate and communicateinformation about the impacts on the environ-ment of a proposed project and to detail out the mitigating measures prior to projectapproval and implementation. EIA is thereforea planing tool for minimising" adverse environ-mental impacts. The EIA process seeks toavoid costly mistakes in project implementa-tion, costly either because of the environmentaldamage that is ikely to arise during projectimplementation, or because of modificationsthat may be required subsequently in order tomake the project environmentally acceptable.

Whilst EIA is a process, a strong focus needs tobe maintained on the requirement for thepreparation of a comprehensive report whichwill demonstrate to DOE that all the importantissues have been addressed and that appropriatemeasures are to be incorporated into the design&/or construction of the project to minimise ormitigate potentially significant adverse environ-mental impacts.

An EIA process flow chart is presented asFigure l, which sets out the tasks together withthe reporting requirements

Approval will only be given to EIA's which arestructured in strict accordance with the formatset out in the Handbook of EnvironmentalImpact Assessment Guidelines. Accordingly,the JKR EIA Guidelines for Highway/Roadprojects are described under the format ele-ments set out in the current DOE guidelines.


Once a proposed project has been defined, thefirst activity to be performed as part of the EIAprocess is to identify those issues which areimportant and which will need to be studied indetail, and to screen out those issues which are of little or no importance and which can bethereafter effectively ignored.

This issue identification, or scoping, process isessential in order to ensure that the EIA is suf-ficiently comprehensive but does not becomeunnecessarily protracted and expen- sive. Toassist in screening highway/road projects forkey issues and potentially significant environ-mental impacts, various agencies have devel-oped checklists. Many different types of check-list are available to assist with the scopingprocess.

The preliminary assessment matrix developedby DOE for use in Malaysia is a useful tool forscreening out those impacts of no or little sig-nificance, and also assists the project ini-tiator (who has ultimate responsibility andhence liability in terms of the EnvironmentalQuality Act) compare and select from the real project options available. The matrix alsocommunicates to the reader the environmentalissues arising from the project proposal ingraphic form, as illustrated by the matrix pre-sented as Figure 2 which has been specificallymodified for the JKR EIA guidelines.There are many different types of checklist cur-rently in common usage, and two other check-lists which could be utilised in addition to the

matrix include the Initial EnvironmentalExamination (IEE) checklist for Highway andRoad Projects developed by the AsianDevelopment Bank (ABD), and the Environmental Significance Checklist devel-oped by the Federal Highway Administration(FHWA), Urban Mass TransportationAdministration (UMTA), US Department of

Transportation (DOT). These checklists areattached as Appendix A.

It must be clearly understood that none of theabove checklists performs the role of an envi-ronmental impact assessment. They are, how-ever, useful in providing a memory jog to theassessor(s) who may otherwise overlookan aspect of potential significance.

Additional tools are available to assist with thescoping process, and reference should be madeto DOE conditions of approval forhighway/road projects, and to previous EIA'sfor highway/road projects undertaken inMalaysia.

There is a limited amount of information whichcan be obtained from desk studies, however,and many issues are best identified by inspect-ing the site of the proposed project (from theground and possibly also from the air), and by inspecting similar projects elsewhere inMalaysia, both completed and under construc-tion. Certain issues may only be identified bytalking to people who are present in the area of the proposed project, and the openingup of dialogue between JKR and the people inproject areas at an early stage is strongly rec-ommended.

3.0

ISSUE IDENTIFICATION OR SCOPING

ISSUE IDENTIFICATIONOR SCOPING


Environmenent a mps a s potentially significant but on a temporary basis and will assume equilibrium PROJECT

after certain period of Environ

O prediction. Close monitoring and control is recommended. = O I P t ti ll

which a

Residual and

V V cW7 aoO z z c

Significant environmental enhancement Q z US P. 4:1, 0 19 < ` t a

93 0 -C

O c O O

00

Identification of Activities Land

Soil Profiles Soil Composition Slope Stability o Subsidence and compaction Seismicity Flood Plains/Swamps Land Use Engineering and Mineral Resources Buffer Zones

Shore Line Bottom Interface w r Flow Variation :r 39: Water Quality 0 w Drainage Pattern

Water Balance o: Flooding a ,0 Existing Use Water Table Flow Diagram 3 Water Quality z Recharge Aquiter Characteristics Existing Use

Air Quality in w Air w Climatic changes

11

a a Visibility

z w Intensity

z 0) Frequency O

v Terrestrial Vegetation Terrestrial Wildlife Other Terrestrial Fauna z w g Aquatic/Marine

0

N d Other Aquatic/Marine Fauna z Terrestrial Habitats o m j Aquatic Habitats (n i- Aquatic

9 o Estuarine Habitats v Estuarine Communities

Marine Communities

Physical Safety Psychological "Well-Being Parasitic Disease Communicable Disease w Physiological Disease x Employment Housing 0 Education !9 z Utilities N p w

Amenities

Landforms z Wilderness Water Quality Atmospheric Quality . 0 Climate o Sense of Community


4.0

UNDERTAKING THE EIA

4.1 Preparing the scope of the EIA

Once the key issues and potentially significant environmental impacts of the proposed project havebeen identified from the scoping process, the next step is to scope in detail the contents of the EIAby preparing a contents list and estimating the time and costs required to undertake the tasks.

Once the tasks have been determined the next step is to determine which of the tasks can be under-taken in-house and which tasks will require external resourcing. Specific terms of reference(TOR) or study briefs will be required for external resources, and briefs are also desirable for inter-nal resources assigned specific tasks.

4.2 Preparation of Terms of Reference

In engaging external resources such as consultants from the private or public sector, the terms ofreference need to be sufficiently tight to ensure that the studies will meet budget and programme,but sufficiently loose to ensure that the "experts" are not limited by uninformed technical constraints.

Accordingly, performance briefs are preferred over detailed itemised briefs. An example TOR/briefis set out in the next page.

UNDERTAKING THE EIA


Example

Mohd Jailani Mohd Nor Universiti Kebangsaan Malaysia Biro Penyelidikan dan Perundingan 43600 Bangi, Selangor Darul Ehsan

Dear Mohd Jailani,

Re: Noise Studies for New East-West Highway Project

Offer of Work

You are hereby invited to submit a proposal for noise studies to assist the JKR Environmental Unitundertake an EIA for the above project.

Scope of Work

The workscope will entail :

a) Ascertain the existing physical environment (w.r.t ambient noise levels)

b) Assess the impact of the project on existing noise levels during construction andhighway/road operation

c) Predict noise dispersion and discuss the likelihood any adverse impact

d) Suggest appropriate mitigation measures, if any

e) Suggest an appropriate post-construction monitoring plan

EIA Procedure

The Consultant is to carry out noise studies only in those areas where problems are likely to occurdue to construction or operational traffic noise (eg nearby residential areas).

Technical and Financial Proposal

The Consultant shall submit a proposal giving :

a) Work Programme with Time Scheduleb) Start and completion datesc) Cost for the noise study with cost breakdownd) Curriculum Vitae of team members

UNDERTAKING THE EIA


Payment schedule will be as follows :

a) Mobilisation 20%b) Submission of Draft Report 40%c) Acceptance of Final Report 30%d) EIA approval (of noise study component) by DOE 10%

EIA Reports and Submission

a) The text of the noise study is to be concise, free of jargon and word processed using Word Perfect 5.1 (or later version)

b) The noise report should have :

- a one or two paragraph Summary in both English and Bahasa

- Colour photographs to show noise recording locations with respect to surrounding areas

- Tabulated Summary of Noise Impacts, Mitigating Measures and Residual Impacts

- Overall Conclusions and Recommendations

c) The Noise Report shall be to the satisfaction of DOE. Any further elaboration needed by DOE would be at Consultant's cost.

d) Two (2) copies of draft report to be submitted within two weeks after commencement.

e) One (1) hard copy and one (1) copy on 31/2" diskette of Final Report would be submitted to JKR within one week following the review by JKR.

Miscellaneous

a) The Consultant shall inform JKR of a suitable date for a familiarisation site visit.

b) A penalty of 1 % per day of the consultancy contract sum will be deducted for each day the noise report is delayed beyond the due date, up to a maximum of 15%.

c) Your attention is drawn to the requirement by the Government of Malaysia for a 5 % tax on Consultancy Services.

We look forward to your early response. Failure to respond to JKR within 7 days of receipt of thisletter will be taken as a rejection of our offer and we shall immediately approach other parties toundertake the work.

Yours faithfully

Ms Sharifah Alauyah bt Wan Othman JKR Environmental Unit


5.1 General

To successfully undertake an EIA it is neces-sary to determine just what the issues are; toidentify precisely who or what could be affect-ed and how; and to describe the project activi-ties which could potentially adversely affect theenvironment.

A fundamental requirement of an EIA is tocome to grips with the issues. Unless the issuesare faced, mitigation measures are likely tofocus on the symptoms (effects), rather than tackle the cause(s) of the problems.

This section sets out to establish the main activ-ities, key issues and significant effects (adverseand beneficial) of highway/road projects inMalaysia.

Quarrying activities have been addressed sepa-rately within these guidelines, as such activi-ties are "prescribed activities" under MalaysianLaw. JKR no longer develop or operate quar-ries in Malaysia. On major road projects theContractor will often find it more economi-cal to open up a new quarry close to site thanto haul aggregate from an existing rock quarryremote from the site. A separate sectionwhich specifically addresses EIA aspectsof quarrying activities is presented in AppendixB.

5.2 Main Activities

Environmental impacts result from actions, oractivities, associated with planning, construct-ing and operating highway/road projects. TheDOE matrix is structured whereby theactivities are set out along the X-axis and thecomponents of the environment are set outalong the Y-axis.

These guidelines subdivide the project into 18main activities within three phases - precon-struction, construction and post construction, asset out in the matrix on Figure 2.

Although the activities may be different, inmany instances their impact on the environ-ment may be similar. Accordingly, whenevaluating and describing the existing environ-ment and the impact on this environment fromthe project, it is the issues which need to behighlighted. When it comes to determiningpractical mitigating measures, however, such asspecifying clauses within contract documenta-tion, the focus changes back to the activities.

The 18 main activities are set out below inTable 5.1, with associated subactivities.

5.0

HIGHWAY / ROAD PROJECTS - ACTIVITIES,ISSUES & EFFECTS

HIGHWAY / ROAD PROJECTS - ACTIVITIES, ISSUES & EFFECTS


TABLE 5.1

LIST OF ACTIVITIES

Pre-construction activities (Includes pre-feasibility, feasibility and design)

1.0 Survey

1.1 Putting People Into New Areas1.2 Cutting Sight Lines Through Vegetation1.3 Establishing Base Camps

2.0 Investigation

2.1 Putting People Into New Areas2.2 Drilling Holes &/or Digging Pits2.3 Establishing Base Camps2.4 Putting In Access Tracks

3.0 Land Acquisition

3.1 Acquire Land3.2 Remove Occupants Construction Activities

4.0 Temporary Occupation

4.1 Construction of Temporary Buildings 4.2 Water Supply4.3 Solid Waste Disposal4.4 Sewage Disposal 4.5 Workforce4.6 Pest Control4.7 Machine Servicing & Maintenance

5.0 Site Stripping

5.1 Demolition & Removal of Structures5.2 Removal of Vegetation (including Trees)5.3 Constructing Access Roads5.4 Constructing Temporary Drainage5.5 Operating Equipment (chainsaws, bulldozers)


GUIDELINES for THE EIA OF HIGHWAY / ROAD PROJECT

6.0 Earthworks

6.1 Operating Equipment (bulldozers, diggers, trucks, scrapers) 6.2 Constructing Haul Roads6.3 Cutting (may include drilling &\or blasting)6.4 Transporting Soil & Waste 6.5 Filling6.6 Building Ground Retention Structures

7.0 Drainage Works

7.1 Operating Equipment7.2 Diverting Surface Water

8.0 Bridges & Culverts

8.1 Operating Equipment (piling, excavators)8.2 Altering Surface Water Hydrology

9.0 Road Formation

9.1 Transporting Aggregate9.2 Laying and Compacting Aggregate

10.0 Surfacing

10.1 Laying Pavement (flexible or rigid)

11.0 Abandonment

11.1 Borrow Areas11.2 Unsuitable/ surplus spoil dumps11.3 Camp Site(s)11.4 Rubbish Dump 11.5 Equipment 11.6 Liquid Wastes

Post Construction Activities (includes operation & maintenance)



12.0 Road Presence (Includes bridges, culverts, walls and banners, signs and markings)

12.1 Roadway, Barriers, Signs and Markings12.2 Bridges and Culverts12.3 Amenities (shops, petrol stations, toilets)12.4 Consequential activities (including logging and nature tourism)

13.0 Road Usage

13.1 Noise (vehicles & road) 13.2 Emissions13.3 Accidents 13.4 Spills and Leaks

14.0 Road Runoff

14.1 Stormwater Runoff (particularly first flush)14.2 Spills Into Stormwater Drains

15.0 Vegetation Control

15.1 Manual & Mechanical Cutting15.2 Use of Herbicides

16.0 Maintenance

16.1 Repair of Slope Failures16.2 General Maintenance

17.0 Re-Surfacing

17.1 Patching Pavement17.2 Re-laying Major Lengths of Pavement

18.0 Abandonment

18.1 By-pass Due To Realignment



5.3 Key Issues

5.3.1 Issue 1 - Erosion and Sedimentation

The construction of highway/road projects nor-mally involve substantial earthworks whichinevitably produce high sediment laden runoffwhich in turn adversely affects surface waterquality by increasing turbidity and nutrient lev-els. The increased sediment (both suspendedand bedload) may result in aquatic fauna (egfish) mortality, increased aquatic flora (algaeand weeds), and reduced navigability due toaggradation. Discolouration of water will alsoadversely affect the aesthetics.

The goal for highway/road projects should bezero sediment discharge to surface water,achieved by designs which balance cut and fill(eg minimum cut to waste), and constructionmethods which incorporate slope protection,fill compaction, sediment control structures andbuffer zones adjacent to watercourses.

Erosion is a naturally occurring process whichin Malaysia typically produces around 800t/km2/yr. Accelerated, or soil erosion occurswhen the land is modified by man.Accordingly, the soil erosion status of the landneeds to be determined, and the amount of ero-sion and sedimentation due to projectactivities predicted.

Potential Adverse Effects :

- discolouration of streams and rivers, reduces aesthetics

- clogging of gills and filters, resulting in aquatic fauna mortality

- increased nutrients and sediment, increasingaquatic plant growth (including weeds)

- aggradation downstream, enhancing flood-ing and reducing navigability

- reduction in coastal water quality, reduced aesthetics

- reduced water clarity, making in-stream food harvesting difficult

Potentialment Beneficial Effects :

- beach replenish source of alluvial aggregate

5.3.2 Issue 2 - Vehicle Exhaust Emissions

All combustion engine pow ered vehiclestravelling on highways and roads emit contami-nants into the air as a result of the burning offossil fuels, whether these be diesel, gasoline(leaded and unleaded), compressed natural gas(CNG) or liquified petroleum gas (LPG).Vehicle emissions include C02, N02, CO, leadand particulates. The dispersion of gases suchas N02 and CO can be determined using sim-ple charts (Nomographs) or computer mod-els. A reduction in emissions is beyond the con-trol of JKR, so adverse effects are best min-imised by buffer zones, roadside planting andcareful routing. However, JKR can supportMOT and DOE in lobbying for a catalytic con-version on vehicle engines to reduce carbonmonoxide, lead free petrol, and regular tune-upto reduce unburned hydrocarbons.


- reduced visibility due to total suspended particulates (tsp) and photo-chemical smog

- increased carbon monoxide affecting human health

- increased lead levels affecting human health

- respiratory difficulties

Potential Beneficial Effects :

- none



5.3.3 Issue 3 - Vehicle Noise and Vibrations


- disturbance due to noise

- disturbance due to vibrations, building damage in severe cases


- pedestrian safety

The goal for JKR should be to reduce noiseand vibrations at residential and commercialboundaries to acceptable levels (ie less than 55dBA and 50 mm/s respectively), achievedthrough noise barriers and good road surfacing.

5.3.4 Issue 4 - Routing Through Urban Areas


- community severance- dispossession of land - resettlement- noise and vibrations (refer issue 3)- exhaust emissions (refer issue 2)


- easy access to/from highway- increased mobility

5.3.5 Issue 5 - Routing Through Pristine Natural Environments


- removal of rainforest- reduction in biodiversity- removal of terrestrial habitats- reduction in wetland area- alteration of flow regimes & modification

of aquatic ecosystems- opening up surrounding areas for exploita-

tion- opening up areas to squatters


- opens up areas for development and income generation

- opens up areas for (re)settlement- opens up areas for viewing and ecotourism

5.3.6 Issue 6 - Routing Through Modified Environments


- rendering agricultural units uneconomic- taking out land of production- change in land use


- improved access of goods to markets orprocessing facilities



5.3.7 Issue 7 - Highway Spills


- threat to human life- threat to aquatic ecosystems- threat to wildlife


- none

5.3.8 Issue 8 - Contaminated Stormwater Runoff

Substances, deposited on or alongside the road-way due to normal operations include oil, solid waste (litter), grease, rubber, lead,sewage (rest areas) and carbon. These substances are washed into the waterways dur-ing rainfall, and the "first flush" of the stormwater runoff is often highly contaminated.


- threat to aquatic ecosystems and food chain oxicity


- none

5.3.9 Issue 9 - Modification of the Landscape by Earthworks & Structures


- scarring of hill slopes, degrading the scenery and blocking views


- adds interest to the scenery

5.3.10 Issue 10 - Modification of Surface Water Hydrology by Drainage, Culverts and Bridges


- dewatering streams affecting aquatic ecolo-gy

- flooding upstream of constrictions and downstream where flows are augmented

- alteration of the hydrological flow regime


- reduction in downstream flooding due toimpoundment upstream

5.3.11 Issue 11 - Modification of sub-surface water hydrology due to built up of road embankment and introduttionof drainage system.

Potential Adverse Effect :

- alteration of natural sub-surface hydrologi-cal flow regime due to damming (causeway-like construction of roadway) effect and changes in drainage pattern.

- reduction in water flow/yield in certain streams and increase in others.

- flooding of roadway due to to overtop-ping".


- None


6.1 COVER

The cover of the EIA should have the ProjectInitiator at the top of the page, the Title of theProject (including the location of the project) inthe centre of the page, and the organisationwhich prepared the EIA at the bottom of the page, together with the date.

6.2 EXECUTIVE SUMMARY

Two executive summaries are now required tobe incorporated into all EIA's, one in Englishand one (Ringkasan Eksekutif) in BahasaMalaysia. The executive summary should bebrief (less than 10 pages) and wherever possi-ble provide tables and figures to assist the read-er understand the nature of the project and itslikely effects on the environment.

6.3 INTRODUCTION

This chapter sets out the nature of the project(brief description), the requirement for theEIA (e.g. a prescribed activity under the EQA,or a condition of project financing) and intro-duces the reader to the contents of the EIA.The introduction will also include a summarylist of the EIA study team, listing the positions, academic qualifications and role inthe project of every specialist, consultant and researcher who contributed to the EIA,together with their signatures.

6.4 TITLE OF PROJECT

The title of the project will be provided by theproject initiator, and will be common to all feasibility study reports. The title must includethe location of the project, including thestate(s).

Example

NEW EAST - WEST HIGHWAY PROJECTSimpang Pulai to Gua MusangPackage 1 - Simpang Pulai to Pos Selim PERAK

6.0

EIA REPORT FORMAT ELEMENTS

EIA REPORT FORMATELEMENT


6.5 PROJECT INITIATOR

DOE need to be completely clear which organisation has initiated the project, and to whom todirect correspondence. Accordingly, the chapter setting out the project initiator will include the fullname and address of the organisation (together with telephone and facsimile numbers), and thename and title of the appropriate person to whom enquiries regarding the EIA should be directed.

Example

JABATAN KERJA RAYA MALAYSIACawangan JalanIbu Pejabat Kerja Raya Jalan Sultan Salahuddin 50582 KUALA LUMPUR

Telephone (03) 2919011 Facsimile (03) 2921022

Contact:

Encik Kamalaldin bin Abd. Latif Penolong PengarahSeksyen Piawaian, Spesifikasi dan Alam Sekitar

Telephone (03) 4407790 (direct line)

6.6 STATEMENT OF NEED

In describing the need for the project, it is important to clearly describe the transportation (and/orother) problem(s) that the proposed project is intended to overcome.

The statement of need should outline the background to the project and the reasons for it beingproposed. The need for the improvement over the current situation which the project will fulfillmust be demonstrated to exist.



6.7 PROJECT DESCRIPTION

A detailed description of the highway/roadproject must be given, including a description of the preferred project option (if one optionhas emerged as a result of pre-feasibility stud-ies).

If more than one option still remains open as aresult of the pre-feasibility studies, then adetailed description of the transportation con-cept should be given.

As a guide, the highway/road descriptionshould include:

(a) Description of the high-way/road projectsupported by all available technical data

(b) Map, diagrams and photographs suffi-cient to enable a reviewer to clearly understand the nature of the project and the location of all the project compo-nents

(c) A summary, preferably in table form, ofthe technical, economic and environmental features which are essential to the highway/road project.

6.8 PROJECT OPTIONS

6.8.1 General

In discussing project options, the chaptershould begin with a concise summary of how the reasonable options were selected, and pro-vide the basis for the elimination of optionsdetermined to be not reasonable.

Justification for eliminating an option caninclude:

(a) Significant conflict with State or Municipal system planning

(b) Recognised hazards such as flooding, coastal erosion or slope instability

(c) Significant disruption to established communities

(d) Destruction of precious ecosystems

(e) Significantly greater economic impacts than other options.

6.8.2 No Project Option.

Included in the discussion of project optionsshould be the "no-project" option, which should cross refer to the discussion on the needfor the project. This will include discussion ontransportation problems that will continue to grow as a result of a "no-project" decision.

The impacts of not proceeding with the projectshould be presented in this chapter. This provides the project initiator with an opportuni-ty to highlight any technical, economic or environmental (including social) benefits thatare likely to accrue from the highway/roadproject which would be denied to the public if the project does not proceed.

6.8.3 Alternatives to the proposed project.

In the discussion of options, alternative trans-portation management systems should be described. This discussion would includeupgrading existing transportation systems. Before major new highway/road projects areproposed it must be demonstrated that upgrad-ing existing transportation systems will not solve the transportation problems identified inthe chapter setting out the need for the project.



6.8.4 Route Options.

Each feasible route option should be presentedas a brief written description along with appropriate graphics and data displays.Graphics can include maps, conceptual dia-grams, aerial photographs, satellite imagery andother types of visual aids. Data displays should include preliminary assessment matri-ces, bar charts, graphs and tables.

The discussion on route options must identifywhich option is preferred and why. If a pre-ferred route option has been arrived at as aresult of a weighted rating decision methodolo-gy, then this evaluation process should be pre-sented.

6.9 THE EXISTING ENVIRONMENT

6.9.1 General

This chapter sets out a concise description ofthe relevant existing physical (physico-chemical), ecological (biological) and social(human) components of the environment which could affect, or be affected by, the high-way/road project and route options.

The need for the project, project descriptionand the project options form separate chap-ters in the EIA, and a description of the exist-ing traffic volumes of the highway/road should have already been presented in thesechapters (refer to 6.6, 6.7 & 6.8) as background information to the EIA.

Traffic volumes will also needto be addressedas a component of the social environment,under transportation services (refer to sub-sec-tion 6.9.4).

Within the three main environmental compo-nents, there are numerous subcomponents which are set out in the preliminary assessmentmatrix. The list of environmental subcompo-

nents is not all inclusive, and other subcompo-nents should also be considered as appropriate.

However, the matrix serves a useful purpose inscreening out not only those issues which areof little significance, but also those sub-compo-nents of the environment which are not affect-ed by the proposed project or route options andhence do not need to be described in detail in this chapter of the EIA.

The following aspects of the existing environ-ment are normally described in detail for highway/road projects.

6.9.2 Physical ( Physico - chemical ).

- Geology and soils

- Geomorphology

- Climate and meteorology

- Surface hydrology

- Water quality

- Air quality

- Noise

- Land use

6.9.3 Ecological ( Biological ).

- Terrestrial habitats

- Terrestrial fauna (including wildlife)

- Terrestrial flora (including tropical rainforest)

- Aquatic habitats

- Aquatic fauna (including fish)

- Aquatic flora



- Wetlands

- Mangrove and other estuarine vegetation

- Marine ecosystem

A preliminary assessment should be undertak-en to identify whether there are any ecologically sensitive areas that may be affect-ed by the proposed highway/road project. Thearea to be studied will invariably need toextend beyond the immediate line(s) of theroad route(s) as ecological effects can be fairlywide-spread.

To determine if there are ecologically sensitiveareas and/or threatened or endangered species,initial contact should be made with relevant Government (e.g. DOE, Forestry Department)and non-governmental organisations (NGO's)such as the World Wide Fund for Nature (WWF). If these departments or agenciesadvise that there are no sensitive ecological areas, threatened or endangered species, thenthe EIA should document such correspondence.

If ecologically sensitive areas and/or threatenedor endangered species may be present in thevicinity, then an ecological assessment shouldbe undertaken. This assessment should include:

(a) An on-site inspection

(b) Interviews with recognised experts in the field

(c) A literature review to determine species distribution, habitat needs, and other ecological requirements

(d) Field surveys and studies if necessary.

6.9.4 Social (Human).

- Landscape

- Population of communities (including trends)

- Cultural aspects

- Community services (including infrastruc-ture)

- Transportation services

- Income

- Labour force

- Health and safety

In the chapter describing the existing environ-ment, all culturally sensitive (e.g. burial ground) locations of features should be clearlyidentified.

In describing transportation services, this chap-ter should also describe other ongoing or planned projects for the area that could impacton, or be impacted by, and the options being considered.

Other related Federal, State or local municipalhighway/road projects should be described and their interrelationships, if any, with thehighway/road options currently being con-sidered should be discussed.

6.10 IMPACT ASSESSMENT

6.10.1 General

In the same way that the previous chapterdescribed the relevant components of the existing environment, this chapter sets out anddiscusses the potentially significant adverse andbeneficial impacts that the project (preferredand/or options) could have on the physical(physico-chemical), ecological (biological) andsocial (human) components of the environ-ment.



Correctly predicting traffic volumes is one ofthe most important sources for implementingthe EIA. Traffic volumes translate directly to emission volumes and other direct and indirectimpacts.

In setting out and discussing the potentially sig-nificant environmental impacts of the proposedproject, consideration should be given to possi-ble indirect, cumulative, synergistic or antago-nistic environmental effects.

It must be clearly stated at the outset that high-way/road projects have positive economic andsocial impacts, in enhancing economic devel-opment through transport links; mitigation oftraffic congestion; and reduction in travel time.

Accordingly, whilst the focus of an EIA is usu-ally on ways of mitigating potentially signifi-cant adverse environmental impacts, if a cost-benefit approach is to be adopted the environ-mental benefits also need to be highlighted,particularly the positive social impacts.

The discussion should include comments on:

(a) The component of the environment (e.g.air quality) being affected

(b) The source of the impact, usually the key issue (e.g. vehicle exhaust emis-sions)

(c) Direct impacts and their significance (e.g carbon monoxide poisoning)

(d) The nature of the impact (e.g. photo-chemical smog)

(e) Why the impact is judged to be signifi-cant (e.g. respiratory difficulty and lung damage)

(f) In the case of an impact of unknown significance, any courses of action con-sidered necessary to assess the impact (e.g. ambient air monitoring, vehicle exhaust emission monitoring, contami-nant dispersion modelling)

(g) Indirect (secondary) impacts and their signif-icance (e.g. acid rain due to combustion of fossil fuels)

(h) Adverse environmental effects which cannot be avoided

(i) Utilisation of finite resources.

The following environmental components arediscussed in the context of impacts normal-ly associated with highway/road projects.

6.10.2 Physical

- Geology and Soils

Highway/road projects may adversely affect the local geology and soils through removal of lateral support or loading resulting in major land slippage. In addition, although not usually locally significant, a major highway can effectively sterilise any mineral resources beneath it and similarly take soils out of pro-duction. The extent to which these aspects become significant will depend upon the value placed upon the particular geological and soil resources.

- Geomorphology (landforms)

Historically roads often used to be aligned along former walking tracks which followed the contours. Modern road design had tended to modify these winding roads and today high-ways are usually aligned as straight as possibleto minimise costs and transport times.Landforms along major highways are thereforetypically significantly modified, resulting indeep cuttings and extensive embankments.



- Climate and Meteorology

Climate and meteorology will mostly impact on, rather than be impacted by, the proposed project.However, there may be sensitive locations where the highway/road project will alter the micro-cli-mate. In other locations the interaction of the project and the local climate and meteorology mayproduce significant adverse impacts such as photochemical smog, especially in basins or valleyswhich do not have adequate flushing of contaminants.

- Surface Hydrology

Except where the routes are aligned along watershed (or catchment) divides, highways and roadshave the potential to significantly alter the surface hydrology of the areas through which they tra-verse. Watercourses which have significant flows (mean or flood) are usually bridged or culverted.Most bridges will be designed to pass the 100 year return period flood beneath them, but most culverts will be designed to head up for flood flows greater than about a 5 or 10 year return period.

Where roads traverse estuaries, the road formation often forms a causeway with only a few cul-verts being provided to allow for the passage of tidal flows. Where flows are small or evenephemeral, they may be intercepted by road drains and diverted into different water courses andeven, in some cases, into different catchments.

The effects of highways and roads on surface hydrology may therefore be to create impoundments(permanent or temporary) upstream of the roads, impair the navigability of watercourses due tobarriers and may change river geomor-phological characteristics, and to dewater streams due todiversion, thereby impairing fisheries, aquatic ecology and other beneficial water uses.

Water Quality

Water quality is controlled by DOE under the Environmental Quality Act (Clauses 25 and 29).Water quality can become degraded as a result of highway/road projects due to erosion and sedi-mentation (particularly during earthworks associated with construction) and due to contaminantsdeposited onto and later washing off the road surface (e.g. oil and lead) and road sides (e.g.litter).

Water quality can also become degraded from the use of herbicides used to control roadside vege-tation, and from sanitary services provided at rest areas.

Accordingly, the main pollutants are suspended solids (SS) arising from road construction, andorganic and inorganic contaminants which result in a high Biological Oxygen Demand (BOD) orChemical Oxygen demand (COD), arising from both road construction and operation. DOE guide-line limits for these components are currently, in mg/f.

Parameter Standard(above water supply intake) (below water supply intake)

SS 50 100BOD 20 50COD 50 100Lead 0.10 0.5Oil & Grease < 2.0 10.0

Highway spills pose a major threat to water quality, and the EIA should review the existing systemfor controlling and cleaning up such spills and if necessary prepare a specific EmergencyResponse Plan (ERP).



- Air Quality

Motor vehicles using petrol, diesel, or gas (LPG, CNG) as fuel, emit a wide variety of gaseous and particulate materials, of which asmall proportion are harmful to people, plantsand animals. The amount of pollution produceddepends on the engine type, size, age, state ofmaintenance, speed and operating condition. The contaminant concentration falls off rapidly with distance from the source as theemission disperses into the atmosphere or is deposited on to the ground.

The main pollutants from vehicles are:

Carbon monoxide (CO)

Hydrocarbons

Oxides of Nitrogen (NOx)

Particulates (smoke), including suspended particulates

Lead

Oxides of sulphur (SOx)

Air quality in general is controlled by the Environmental Quality Act (Clauses 21 and 22) and the Environmental Quality (Clean Air)Regulations 1978.

Carbon monoxide is possibly the most impor-tant pollutant producing short-term effects onhuman health. It is rapidly absorbed into theblood stream, reducing the oxygen supply tothe body and giving rise to headaches, dizzi-ness and ultimate collapse (coma and death). Malaysia does not currently have limits for CO exposure, but the US Federal Air Quality Standards specify concentrations of CO of 35 and 9 ppm which should not be exceeded morethan once a year for exposure periods of 1 hourand 8 hours respectively. To put CO exposurein context, the exposure levels in urban areas are typically equivalent to smoking one ciga-rette per day.

A possible long term health hazard is providedby potential carcinogenic materials in the envi-ronment. Amongst vehicle emissions are poly-cyclic aromatic hydrocarbons (PAH). It hasbeen estimated that at least 50% of PAH in theurban atmosphere can be attributed to motor vehicles. The PAH exposure levels in urbanareas are equivalent to those produced bysmoking one cigarette per day.Exhaust fumes produce a marked adverse reaction from people. This reaction probably involves a combination of the sight of black smoke and malodorous. These are both nuisances and are not thought to constitute a direct health hazard. A large number of com-pounds, some of them hydrocarbons, con-tribute to the malodorous smell of the exhaustgases.

Of the oxides of nitrogen (NOx), nitrogen dioxide (N02) can be a hazard to human health and plants under certain conditions. The mainoxide of nitrogen emitted from vehicles is nitric oxide (NO), which at normal concentra-tions has no adverse effect on plants orhumans. However, NO oxidises to N02 as it is dispersed in the atmosphere, and this may adversely affect the human respiratory systemand plant growth. In Malaysia the DOE limitsfor N02 are 320 ug/m3 (1-hour average). DOEhave also set a 24-hour average proposed goalof 94 ug/m3.

A short term effect which may pose long termhazards to health for certain people is producedby the photo-chemical oxidants (ozone (03),N02 and peroxycetyl nitrate (PAN)) formed inthe atmosphere from hydrocarbons and oxidesof nitrogen as these pollutants disperse awayfrom the highway.

Ozone is a health hazard since it is highly reactive and unstable, nd it can exacerbate respiratory problems and inhibit growth inplants.

The amount of lead emitted from vehicles is indirectly controlled by the Environmental Quality (Control of Lead Concentration in Motor Gasoline) Regulations 1985, which



sought to reduce the lead level to less than 0.40g/l by 1 January 1986 and less than 0.15 g/1 by1 January 1990. The new limit (0.15) forms thebasis of a European Community Air Quality Directive that the annual mean concentration of airborne lead should not exceed 2 micro-grammes per cubic metre in places where people may be continuously exposed for long periods, such as residential areas alongside trunk roads. Severe lead poisoning may occur when the blood level exceeds 80 Ntg/m3,and lead can result in a range of physiologicaland behaviour problems.

- Noise

In evaluating the impact of noise from a pro-posed highway/road project, it is necessary toidentify the numbers and types of activities which may be affected. Special attentionshould be given to identifying the effects onnoise sensitive areas such a schools, hospitalsand residential areas.

Noise is often defined as unwanted sound, and for the purposes of these guidelines is taken to be the perceived sound emitted byroad traffic or other sources near the site of a road. A sound wave travelling through air is a regular disturbance in the atmospheric pres-sure. These pressure fluctuations, when with-in the audible range, are detected by the human ear, producing the sensation of hearing.The audible range of the human ear is verylarge, but its reception of the different frequen-cies in the audible range is not uniform.

The level of sound is expressed in terms of thelogarithm of the ratio of its rms (root meansquare) pressure to a very small reference pres-sure. The unit used is the decibel (dB), definedas twenty times the log of this ratio. As pres-sure changes are proportional to the square ofthe energy changes a doubling of the energylevel is equivalent to a 3 dB change. A changeof only 1 dB within the audible range is justperceptible, whereas a change of 10 dB is experienced by the average listener as a dou-bling or halving of loudness.

Experience has shown that in order to rank theloudness produced by road vehicles the soundpressure level has to be adjusted to give com-paratively more weight to the frequencieswhich are detected most readily by the humanear. The "A" weighting has been found to givethe best correlation between perceived andactual loudness, and measurements to whichthis weighting has been applied are described as being in dB(A) units.In describing the noise impact from proposed highway/road projects, it is necessary to evalu-ate the existing noise levels as well as make predictions of changes in noise levels resultingfrom the project. Ambient noise levels can beeasily measured and future noise levels can bepredicted using manual techniques or computermodels. Noise contour maps are a useful tech-nique to visually display existing and predicted noise levels.

Significant noise impacts occur when predictednoise levels exceed DOE limits or predictednoise levels are significantly greater than exist-ing measured noise levels.

Noise is controlled by DOE under theEnvironmental Quality Act, Clauses 21 and 23. DOE guideline limits for noise are typically 65 dB(A) for industrial boundaries and 55 dB(A) for residential and commercial bound-aries. Many countries consider 55 dB(A) to be too noisy for night time residential areas, and adopt lower values (eg 45 dB(A) in Japan and New Zealand). Vehicle noise is controlled by the Environmental Quality (Motor Vehicle Noise) Regulations 1987.

- Land Use

All the land which will be required for the highway/road project, including the formation, cut and fill batter slopes and rest areas, will have an existing use even if this current "use"is growing mangrove or tropical rainforest.

The EIA land use impact analysis should assessthe consistency of the options (particularlyroute options) with the development plans



existing or proposed for the area. If increased pressure for development is anticipated, the discussion should include an assessment of the type, location, and time frame in which the induced development is expected tooccur. The changes in existing land use as aresult of the project must be described, and anyconflicts between proposed future land use(s) and the project identified.

6.10.3 Ecological

- Terrestrial Habitats

Development in Malaysia is occurring at a rate that few species can adapt to and, because of the interdependence between wildlife habitats, development in one locality may cause significant changes in the status of animals and plants over a wide area. In many cases there will be no effect but if a highway/road project is likely to produce such changes, as assessment should be made of the ecological impact.

The EIA should include an authoritative opin-ion that the proposed project and selected route alternative is not likely to destroy any sensitiveecological areas nor jeopardise any threatenedor endangered species.

- Terrestrial Fauna

Malaysia is rich in terrestrial fauna, having some of the largest mammals (elephant, rhinoceros, tiger, leopard), birds (hornbill, eagle) reptiles (crocodile, python), and insects(beetles, butterflies, stick insects an grasshop-pers) in the world. Unfortunately, due to forestclearance, logging and hunting, many speciesof terrestrial fauna are becoming threatenedwith extinction.

Road projects in themselves usually take only a relatively small area of habitat, but some wildlife may find a road-way a physical or psy-chological barrier to sources of food, water or trace elements (eg salt licks). Large mam-mals (such as elephants) may also pose a dan-ger to motorists if they do cross a roadway.

The most serious potential impact on terrestrialfauna from road projects, however, is the open-ing up of areas of precious ecology whichroadways allow, and this is often encouragedby the states as a means of generating income(e.g logging).

- Terrestrial Flora

The issue of tropical rainforest depletion has gained worldwide media attention because ofits implications for a reduction in the worldsbiodiversity. It is not only the plant specieswhich are threatened by deforestation, but thewildlife (insects, reptiles, mammals and birds)for which the forest is their home (habitat).

If a highway/road project will result in defor-estation, then the impact of the removal of for-est for road construction needs to be quantified(in terms of hectares cleared and important(threatened, endangered or rare) speciesremoved. This will involve an expert inTerrestrial Flora (botanist) walking representa-tive sections along the surveyed road route(s)in order to provide an authoritative statementon the impact of the highway/road project onterrestrial flora.

- Aquatic Habitats

Highways and roads generally impact aquat-ic habitats indirectly, through flow alteration as a result of drainage works, increased sedi-ment as a result of earthworks or substancesresulting from leaks or spills on the roadway.The effects are generally expressed in a reduc-tion in aquatic fauna species and an increase inaquatic weeds.

- Aquatic Flora

The main impact of highway/road projects is the increase in aquatic flora due to sedimen-tation arising from earthworks. This effect willoften be felt for a considerable time after earth-works are completed, due to sediment trappedwithin the waterway.



- Wetlands

Wetlands, like tropical rainforests, have gainedconsiderable attention over recent yearsbecause of the rate of which they are disap-pearing. Previously seen as areas of idle land, swamps (wetlands) were typically drained and converted into arable land at the expense of the fauna and flora which inhabit-ed them. Wetlands are now recognised for what they are - unique ecosystems which oftencontain rare and endemic species of plants andanimals.

Wetlands are also important for temporary ponding and attenuation of flood peaks, and the drainage of wet-lands has often resulted inincreased flooding (frequency and size) down-stream.

Highway/road projects which cross wetlands therefore need to address both the biodi-versity and flooding issues in determining whether to allow a causeway to be constructedacross the wetland, or whether to re-route orbridge the roadway.

- Mangroves

Mangrove forests are important as they both stabilise and trap fine sediment within estuar-ies and serve to protect coastal margins, but more importantly their trunks - roots provide a habitat for fish spawning. If a coastal highwaywere to take out a significant area of mangrove,it is not only the reduction in vegetation which needs to be evaluated but also the potential reduction in the fishing, with its con-sequential socio-economic effects.

6.10.4 Social

- Landscape

The impacts of highway/road projects on the landscape fall into two categories, visual intrusion and visual obstruction.

Visual obstruction is the blocking of the viewby the road structure, whether this be an earth embankment or a flyover. This is a rea-sonably objective effect which in principal can be demonstrated from particular view angles. For visual obstruction to be a relevant issue there must be a view, there must be observers,and some part of the new scheme must appreciably cut off the view from theobservers.

Visual intrusion is more subjective and relies upon the opinion of the particular viewer as to whether the impact on the landscape is nega-tive or positive, and its degree of significance. Traffic adds another dimension to the degree ofvisual intrusion, together with secondaryimpacts such as exhaust emissions.

A major highway/road project can intrude on the landscape because it is large, but more important because it is man-made and can therefore be out of character with the rest of the landscape by virtue of its alignment, materials, or lighting and/or on account of thetraffic moving on it.

The degree of visual intrusion of a road therefore depends upon the quality and type of landscape through which it runs, andassessment of visual impact is usually undertaken by qualified landscape architects.

- Population and Communities

Land access for new, or widening existing highways or roads can directly displace indi-vidual households, thereby requiring compen-sation and/or resettlement. As set out in WorldBank OD 4.30 and in Annex 111/2 of Appendix A2, the whole issue of displacement/ resettlement has gained considerable promi-nence over the last 10 years. Lending agenciesnow place such importance on this issue thatloans are unlikely to be approved unless it canbe demonstrated that the resettlement issue canbe resolved without significant adverse social impact. It is therefore imperative at the outset of a project that the facts be obtained as to the



extent of land acquisition required, the numberof people who might be displaced, and the pro-cedures which will be adopted by the agenciesresponsible for the acquisition and compensa-tion/resettlement process.

Highway/road projects can therefore have marked effects on population and communi-ties. The ribbon effect where development occurs alongside roads is typical of how roads encourage settlement. Highways and roads can, however, result in destabilising existing communities, due to by-passing communitiesor cutting communities in two (communityseverance)

Community severance is the separation of res-idents from facilities and services they use within their community, from friends and rela-tions (and possibly also from place of work) as a result of changes in road patterns and traffic levels. The effect of community severance resulting from road routing are most widely felt during construction and in the first few years after construction.

- Cultural Aspects

Many highways and roads projects incur delays due to the discovery of sites of culturalsignificance such as burial grounds, or othersuch sacred sites.

- Community Services

Community services are usually enhanced as a result of highway/road projects, as theybring people closer (in travelling time) to facil-ities such as schools and hospitals.

- Transportation Services

Transportation services are also usually signifi-cantly enhanced as a result of highway/road projects, with buses and taxis increasing in number.

- Labour Force

The potential social impact of putting a tem-porary labour force into a new community are often very significant. These range fromadverse effects such as the spreading of dis-ease, brawling and other anti-social behaviourthus affecting the "host" community, to benefi-cial effects such as improved local businessservicing the labour force.

- Health and Safety

Adverse physical health impacts from highway/road projects are widely recognised to arise from vehicle emissions, but adverse psychological (mental health) impacts of high-way/road projects are also potentially signifi-cant.

Driver stress encompasses adverse mental and physiological effects experienced by adriver travelling a road network. Factors whichcontribute to driver stress include road layout,geometry, surface riding characteristics, junc-tion frequency, vehicle speed and flow per lane.Driver stress includes both physical and emo-tional tension.

Driver frustration is caused by a driver's inability to drive at a speed consistent with hisown wishes in relation to the general standardof the road. Frustration increases as speed fallsin relation to expectations and may be due tohigh flow levels, intersections, roadworks, or todifficulties in overtaking slower moving traffic.

Fear can be induced in a driver by the pres-ence of other vehicles, inadequate sight lines, the likelihood of pedestrians (especially chil-dren) stepping onto the road, inadequate light-ing, narrow roads, roadworks and poorly maintained surfaces. Driver stress, just like tiredness, can cause accidents. Road safety involves not only drivers but passengers, cyclists and pedestrians. Good road design, incorporating median barriers and side guard rails, and provision for cyclists and pedestri-ans, can greatly reduce both driver stress and accidents.



A particular aspect of road safety which may need specific attention within the EIA is the possibility of spills of hazardous substances which could endanger communities in the vicinity of the highway. For highways and roads which pass through, or close to, urbanareas, a specific emergency response plan(ERP) may need to be prepared. However, theonus for the preparation for such an ERPshould be on the companies transporting haz-ardous materials, not the highway/road projectinitiator.

6.11 MITIGATION AND ABATEMENT MEASURES

6.11.1 General

Various impacts will occur at the differentstages of a project, and it is usual to split the project activities into the following three phaseswhen discussing mitigation and abatementmeasures.

- pre-construction (including feasibility studies and design)

- construction, and

- post construction (including operation and maintenance)

For example, removal of vegetation and earth-works associted with construction activitiesmay result in the destruction of rare or endan-gered species (animals or plants) and reductionin water quality due to sedimentation. A signif-icant reduction in air quality, however, willprobably only occur once the highway or roadis operational.

The practical measures which can be incorpo-rated into the design and/or construction (via specifications in the contract documents)of the project to minimise or mitigate the potentially significant adverse impacts (identi-fied through the scoping and EIA process and

summarised in the preceding chapter) are bestdescribed under the key project activities.

Table 6.1 sets out the main highway/road proj-ect activities, together with the potentially sig-nificant environmental impacts arising fromthose activities and suggested mitigation meas-ures.



ACTI

VITY

SEI*

MIT

IGAT

ION

MEA

SURE

SRE

SIDU

AL IM

PACT

SDO

E CO

MM

ENTS

PRE-

CONS

TRUC

TIO

N1.

0SU

RVEY

1.1Li

ne C

utting

-Te

mpor

ary r

emov

al of

terre

strial

-mi

nimise

cuttin

g-

none

vege

lation

and t

erre

strial

habit

at (s)

1.2Pe

ople

in Fie

ld-

Socia

l con

flict

-em

ploy l

ocal

labou

r as l

ine-

none

cutte

rs &

surv

ey as

sistan

ts

-thr

eat t

o wild

life-

contr

ol we

apon

s, hu

nting

and

( hun

ting/p

oach

ing )

fishin

g

1.3Ba

se C

amps

(s)

-he

alth &

safe

ty-

immu

nise a

gains

t dise

ases

-no

ne-

bury

solid

was

te-

cons

truct

pit to

ilet

-mi

nimum

of 3

perso

n tea

ms-

equip

with

first

air k

its

1.4Cl

earin

g for

camp

s,-

tempo

rary

remo

val o

f ter

restr

ial-

use p

revio

usly

clear

ed ar

eas

-no

neve

hicles

( ac

cess

trac

ks ),

vege

tation

and t

erre

strial

whate

ver p

ossib

le, an

d loc

atehe

licop

ters (

helip

ads )

habit

at (s)

a roa

d cen

tre lin

e (ie:

area

swh

ich w

ill lat

er be

clea

red i

nan

y eve

nt).



ACTI

VITY

SEI

MIT

IGAT

ION

MEA

SURE

SRE

SIDU

AL IM

PACT

SDO

E CO

MM

ENTS

PRE-

CONS

TRUC

TIO

N2.

0GE

OTE

CHNI

CAL/

SOIL

INVE

STIG

ATIO

N2.1

Peop

le in

the F

ield

-Te

mpor

ary r

emov

al of

terrr

estri

al-

minim

ise cu

tting

-no

neve

getat

ion an

d ter

restr

ialha

bitat(

s)

2.2Ba

se C

amp (

s)-

healt

h & sa

fety

-im

unise

again

st dis

ease

s-

none

-bu

ry so

lid w

aste

-co

nstru

ct pit

toile

t-

minim

um of

3 pe

rson t

eams

-eq

uip w

ith fi

rst ai

d kits

2.3Cl

earin

g for

camp

s,-

tempo

rary

remo

val o

f ter

ress

trial

-us

e pre

vious

ly cle

ared

area

s-

none

vehic

les (

acce

ss tr

acks

,ve

getat

ion an

d ter

ress

trial

wher

ever

poss

ible,

and l

ocate

drilli

ng si

tes ),

helic

opter

sha

bitat

(s)a r

oad c

entre

line (

ie: a

reas

( heli

pads

)wh

ich w

ill lat

er be

clea

red i

nan

y eve

nt ).

2.4Dr

illing

holes

&-

noise

distu

rban

ce-

restr

ict w

ork t

o day

light

diggin

g pits

hour

s 060

0 to 1

800

-im

pact

of w

aste

prod

ucts

on-

isolat

e drill

ing op

erati

on by

-no

newa

ter qu

ality

& aq

uatic

habit

atpe

rimete

r tre

nch o

r bun

d(s)

due t

o drill

ing fl

uid, s

edim

ent,

diese

l & hy

drau

lic fl

uid



ACTI

VITY

SEI

MIT

IGAT

ION

MEA

SURE

SRE

SIDU

AL IM

PACT

SDO

E CO

MM

ENTS

PRE-

CONS

TRUC

TIO

N3.

0LA

ND A

CQUI

SITI

ON

3.1Ac

quire

land

( &

hous

es )

-Lo

ss of

inco

me, r

educ

ed as

set

-ne

gotia

tion a

nd co

mpen

satio

n-

none

by w

ay of

cash

paym

ent o

roth

er la

nd (

& ho

uses

)

3.2Re

mova

l of O

ccup

ants

-ho

meles

snes

s-

rese

ttleme

nt, pr

ovisi

on of

-re

duce

d pop

ulatio

n and

alt

erna

tive a

ccom

moda

tion

flow-

on ad

verse

socia

l and

econ

omic

impa

cts



ACTI

VITY

SEI

MIT

IGAT

ION

MEA

SURE

SRE

SIDU

AL IM

PACT

SDO

E CO

MM

ENTS

PRE-

CONS

TRUC

TIO

N4.

0TE

MPO

RARY

OCC

UPAT

ION

4.1Co

nstru

ction

of T

empo

rary

-re

mova

l of v

egeta

tion/h

abita

t-

lands

capin

g and

plan

ting

-no

neBu

ilding

s

4.2W

ater S

upply

-re

ducti

on in

flow

down

strea

m-

prov

ide re

sidua

l flow

for

-no

nedo

wnstr

eam

& in

-stre

am us

ers

4.3So

lid W

aste

Disp

osal

-dis

ease

, rats

-bu

ry so

lid w

aste

and c

over

with

-no

neso

il dail

y

4.4Se

wage

Disp

osal

-dis

ease

-pr

ovide

pre-

fabr

icated

toile

ts,-

none

or se

ptic t

ank s

ystem

4.5W

orkf

orce

-Te

mpor

ary r

emov

al of

terre

strial

-mi

nimise

cuttin

g-

none

vege

tation

and t

erre

strial

habit

at (s)

4.6Pe

st Co

ntrol

-en

dang

ering

wild

life-

use s

pecif

ic ca

ge/tr

aps r

ather

-no

netha

n pes

ticide

s/pois

ons

4.7M

achin

e Ser

vicing

&-

redu

ced w

ater q

uality

due t

o oil,

-pr

ovide

secu

re co

ntaine

rs fo

r-

none

Main

tenan

cegr

ease

and h

ydra

ulic f

luid s

pills

dispo

sal th

en re

move

to se

cure

landf

ill



ACTI

VITY

SEI

MIT

IGAT

ION

MEA

SURE

SRE

SIDU

AL IM

PACT

SDO

E CO

MM

ENTS

PRE-

CONS

TRUC

TIO

N5.

0SI

TE S

TRIP

PING

5.1De

moliti

on &

Rem

oval

of-

noise

distu

rban

ce, d

ust

-lim

it hou

rs of

oper

ation

, wate

r-

none

Stru

cture

sas

nece

ssar

y to c

ontro

l dus

t

5.2Re

mova

l of V

egeta

tion

-pe

rman

ent r

emov

al of

vege

tation

,-

reco

ver r

are o

r end

ange

red

-pe

rman

ent lo

ss of

loss o

f ter

restr

ial ha

bitat

plants

or an

imal,

reve

gatat

eve

getat

ion an

d ter

restr

ialro

ad si

des

habit

at

5.3Co

nstru

cting

Acc

ess

-tem

pora

ry re

mova

l of v

egeta

tion,

-mi

nimise

clea

ring

-no

neRo

ads

loss o

f ter

restr

ial ha

bitat

5.4Co

nstru

cting

Tem

pora

ry-

alter

ation

of su

rface

hydr

ology

-pr

ovide

adeq

uate

culve

rting

-no

neDr

ainag

eef

fect

on aq

uatic

flor

a & fa

una

5.5Op

erati

ng E

quipm

ent

-no

ise, s

pills

and l

eaks

-lim

it hou

rs of

oper

ation

, con

trol

-no

ne( c

hains

aws,

bulld

ozer

s )ma

inten

ance

facil

ity



AC

TIVI

TYSE

IM

ITIG

ATI

ON

MEA

SUR

ESR

ESID

UA

L IM

PAC

TSD

OE

CO

MM

ENTS

PRE-

CO

NST

RU

CTI

ON

6.0

EAR

THW

OR

KS

6.1

Ope

ratin

g Eq

uipm

ent

-no

ise d

istur

banc

e-

limit

hour

s of o

pera

tion

-no

ne( b

ulldo

zers

, digg

ers,

-sp

ills a

nd le

aks,

affe

cting

wat

er-

cont

ain e

quipm

ent w

here

truck

s, sc

rape

rs )

quali

ty a

nd a

quat

ic fa

una

&po

ssibl

eflo

ra

6.2

Cons

truct

ing H

aul R

oads

-te

mpo

rary

rem

guidelines for the environmental impact assessment of highway road projects

Documents

eia process3

eia guidelines2

draft guidelines document

highwayroad projects2

eia unit of thedepartment

jabatan kerja rayaguidelines

jabatan kerja rayajkr

impact assessment6