9.1 INTRODUCTION
Residual impacts are potential impacts that may remain after completion of the Project and in spite of mitigation measures being adopted and implemented. These impacts are considered to be long-term and irreversible which occur as a consequence of the development. Generally, the scale and nature of the project will determine whether any residual impacts will occur and the intensity of these impacts.
Residual impacts are associated with the permanent changes as a result of the development of the proposed project. The residual impacts anticipated are:
Increase in noise due to vehicle movement along the expressway
Reduced air quality due to the additional traffic
Land acquisition and relocation issues
Increased mobility and connectivity, savings from reduced travel time as a result of the new highway
Improved quality of life due to reduced traffic congestion
9.2 AIR AND NOISE QUALITY
The increase in traffic volume is expected to impact air quality whereby gaseous pollutants from car exhausts and dust will increase at the nearby sensitive receptors. The modeling carried out indicated that predicted CO levels would still remain well within the Recommended Malaysian Air Quality Guidelines once the project is fully operational.
The noise levels associated with traffic are also expected to increase. Based on the noise prediction model and noise transmission pattern, thirteen areas will be affected by the increase in noise levels once the Project is fully operational. Excessive noise levels can be effectively reduced or eliminated by the construction and installation of appropriate noise barriers at the affected areas.
Noise barriers that will effectively reduce the noise levels to acceptable levels (within the DOE recommended limit) have been proposed for eight areas. Further monitoring during the operational phase is recommended at the other five areas to determine if noise barriers are required there.
9.3 WATER QUALITY
With the adequate drainage system, no residual impact on the water quality of the nearby waterways is expected.
9.4 CHANGES IN MICROCLIMATE
Any microclimatic changes that are likely to occur is due to an increase in paved surfaces and reduction in vegetated areas for example at the Taman Dato Harun area (Toll Plaza C). Although the changes may not be very significant considering the area is already heavily urbanised, it is important that any vacant areas along the Project be vegetated and maintained.
9.5 SOCIO-ECONOMY & TRAFFIC
On the positive side, the proposed project will have a long term benefit for ease of travel between Petaling Jaya and Puchong as an alternative to the highly congested LDP route. The proposed Project is expected to bring about positive effects with the consequent reduction of travelling time.
9.5.1 Relocation of Residents
The displacement and relocation of residents whose houses have been acquired is not expected to leave any residual impact if the whole process is handled appropriately and with due consideration from the start to the finish. This would include good public relations prior to the relocation period and other follow up measures as discussed in the report. If all parties are satisfied, no long term negative social impacts are expected although the residents may need time to adjust to their new areas at the initial period.
9.5.2 Socio Economical Benefits
Positive residual impacts are expected from the operation of the proposed project whereby the general public will benefit from the decrease in traffic congestion. Communities and residents staying nearby to the existing main roads will also feel the benefit from ease in traffic. Through the indirect benefits of the reduction in traffic congestion, a healthier and less stressed society is envisioned.
CHAPTER 10: CONCLUSION
The proposed Kinrara-Damansara Expressway (KIDEX) will be a 14.9 km mainly elevated stretch except for a short 400m at-grade portion that begins after the North Klang Valley Expressway’s (NKVE) Damansara Toll Plaza and the interchange to Bandar Utama along the SPRINT Highway. The alignment will then traverse through the urban area of Petaling Jaya before terminating at Bandar Kinrara after the Bukit Jalil Highway in Puchong. Toll gates are proposed at the existing NKVE’s Damansara Toll area, above Jalan Harapan between Section 17 and Section 19 (CH 3020 to CH 3400), and near Taman Dato Harun of Petaling Jaya PJS 2 (CH 9640 to CH 10000).
The preliminary EIA has discussed both beneficial and negative impacts arising from the principal activities during the construction and operational phase of the proposed project. During the construction phase, no major issues are anticipated. Minor site clearing are only expected as the alignment is fully elevated. Issues arising would be mainly related to pilling works whereby an increase in noise and vibration levels at the surrounding areas is expected. Although inevitable, the elevated noise and vibration levels are expected to be localized, intermittent and will cease upon completion of site work. With proper control of construction activities by limiting heavy machinery and noisy works to day time only and quieter works to night time when necessary, the noise impact from the construction phase to its nearest receptor is minimal and within the DOE noise limits.
Impacts towards the water quality are not significant as only minor site clearing is required. Another issue highlighted in the assessment would be the socio-economic impact whereby the alignment transverse nearby certain developments and land acquisition of certain land lots and residential houses will be required. Done in a proper and amicable manner, no severe impacts are expected.
For the operational stage, the noise impact from the traffic volume utilizing the expressway will have an impact on the nearby sensitive receptors. Noise modeling carried out indicated that certain areas may have levels exceeding the DOE noise limit and noise barriers have been proposed at these locations. In addition, the project proponent will also construct noise barriers for the entire section. With the installation of noise barriers, the noise levels will be within the DOE’s limit. Along with the increase in traffic, there will be an increase in air pollution. Air modeling carried out indicated however that the increase in CO levels is acceptable and still well within the Malaysian Air Quality Guidelines. Water pollution is not an environmental issue during the operational phase.
An Environmental Management Plan (EMP) for the project will also be established where regular monitoring will ensure compliance with all proposed mitigation measures designed to minimize adverse impacts onto the environment.
In conclusion, the adverse impacts on the environment by the proposed Project are considered minimal compared to the positive benefits. The adverse impacts can be minimized by implementing the recommended mitigation and precautionary measures at both the construction and operational stages. The completed Kinrara – Damansara Expressway is expected to achieve the main purpose of reducing traffic volumes and congestion between Petaling Jaya and Puchong by providing an alternative route to the highly congested Lebuhraya Damansara Puchong.
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