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
1.5 Legal Requirements 1-4
2 PROJECT INITIATOR / CONSULTANT
2.1 Project Initiator 2-1
2.2 EIA Consultant 2-1
2.3 Laboratory 2-1
2.4 Other Consultants 2-3
2.5 Objectives and Work Scope of EIA Study 2-4
2.6 Sources of Information 2-5
3 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 4 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
4.4 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
TABLE OF CONTENTS (Cont’d)
Page No.
4.6.1 Design Speeds and Geometric Standards 4-5
4.6.2 Traffic Diversion and Road Closure 4-6
4.6.3 Drainage for Road Alignment 4-6
4.6.4 Slope Stability & Ground Treatment 4-7
4.6.5 Toll Plazas 4-8
4.6.6 Ancillary Facilities 4-8
5 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
Alignment
5-12
5.2.7.3 Environmentally Sensitive Areas and Heritage Sites
5-15
5.2.7.4 Downstream Activities 5-16
5.2.7.5 Future Landuse 5-16
5.2.8 Water Quality 5-27
5.2.8.1 Water Quality Results 5-27
5.2.9 Air Quality 5-29
5.2.9.1 Air Quality Results 5-29
5.2.10 Noise Quality 5-30
5.2.10.1 Noise Monitoring Results 5-31
5.2.11 Vibration 5-33
5.2.11.1 Vibration Measurement Results 5-34
5.3 Existing Biological Ecosystems 5-39
5.3.1 Flora Survey 5-39
5.3.2 Fauna Survey 5-40
5.4 Existing Socio-Economic System 5-41
5.4.1 Land Acquisition 5-41
5.4.2 Socio-Economic Survey 5-41
5.5 Infrastructure and Utilities 5-42
5.5.1 Water Supply 5-42
5.5.2 Electricity 5-42
5.5.3 Telecommunications 5-43
TABLE OF CONTENTS (Cont’d)
Page No.
5.5.5 Sewerage System 5-43
6 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 Soil Erosion and Sedimentation 6-3
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 Vibration 6-16 6.3.7 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 6-20
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
6.4 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
TABLE OF CONTENTS (Cont’d)
Page No.
6.4.5.1 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
6.4.7.4 Aesthetic and Nuisance 6-38
6.4.8 Solid and Scheduled Waste Generation 6-39
6.4.9 Safety and Risks 6-39
6.4.10 Abandonment 6-39
6.5 Summary of Impacts 6-40
7 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 7.2.10 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
7.3 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
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 7-30
8 ENVIRONMENT MANAGEMENT PLAN
8.1 Introduction 8-1
8.2 Guidelines for Project Design and Planning 8-2
8.2.1 Guidelines for Project Implementation / Construction 8-3 8.2.2 Guidelines for Project Operation and Maintenance 8-4
8.3 Environmental Management Plan 8-5
8.3.1 Objectives 8-5
8.3.2 EMP Format 8-5
8.4 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 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
10 CONCLUSION 10-1
REFERENCES
EIA CHECKLIST
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 5-3
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 New Development (Roads, Rails, Industrial) in Areas of Existing High Environmental Noise Climate
5-31
Table 5.11 : Schedule 3 – Maximum Permissible Sound Level (LAeq) to be maintained at the Existing Noise Climate
5-31
Table 5.12 : Schedule 4 – Limiting Sound Level (LAeq) from Road Traffic (For Proposed New Roads and/or Redevelopment of Existing Roads)
5-32
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
Site
6-7
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
from Short Term Vibrations
TABLE OF CONTENTS (Cont’d)
Page No.
Table 6.7 : Recommended Limits for Damage Risk in Buildings from Short Term Vibration
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 Volume and Tunnel Effect
6-27
Table 6.11 : Estimated Noise Level at Sensitive Receptors (Ground Level) during Daytime
6-32
Table 6.12 : Estimated Noise Level at Sensitive Receptors (Ground Level) during Nighttime
6-33
Table 6.13 : Estimated Noise Level at Sensitive Receptors (High Rise) during Daytime
6-34
Table 6.14 : Estimated Noise Level at Sensitive Receptors (High Rise) during Nighttime
6-34
Table 6.15 : Recommended Limits for Damage Risk in Buildings from Steady State Vibration
6-35
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
Necessary
7-21
Table 7.6 : Transmission Loss Value for Common Materials 7-22 Table 7.7 : Estimated Noise Level at Sensitive Receptors with Noise
Barriers
7-23
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 Operation Phases
8-10
Table 8.7 : Budget Allocation for EMP 8-20
LIST OF FIGURES
Figure 1.1 : Location of the Proposed Kinrara – Damansara Expressway (KIDEX)
1-6
Figure 3.1 : Alternative Alignments for Proposed Project 3-5
TABLE OF CONTENTS (Cont’d)
Page No.
Figure 4.2(a) : Proposed Typical Cross Section at Elevated Section – Beam Slab (Dual Two Lanes Carriageway)
4-16
Figure 4.2(b) : Proposed Typical Cross Section at Elevated Section – Portal Frame (Dual Two Lanes Carriageway)
4-17
Figure 4.2(c) : Proposed Typical Cross Section at Elevated Section with Beam and Slab (Two Lanes & Single Lane)
4-18
Figure 4.2(d) : Proposed Typical Cross Section at Jalan Penchala before Roundabout
4-19
Figure 4.2(e) : Proposed Cross Section at Jalan Harapan 4-20 Figure 4.2(f) : Proposed Cross Section at Jalan Semangat 4-21 Figure 4.2(g) : Proposed Cross Section of Portal Crossing before LDP
Crossing
4-22
Figure 4.2(h) : Proposed Typical Cross Section at Jalan Kinrara 1 4-23 Figure 4.3 : Location of Cut and Fill Areas (TUDM Area) 4-24
Figure 4.4 : Master Implementation Program 4-25
Figure 4.5(a) : Location of Sg Klang Bridge Piers 4-26
Figure 4.5(b) : Location of Sg Klang Bridge Piers 4-27
Figure 5.1 : Sungai Klang Catchment Area 5-4
Figure 5.2 : Rivers within the Vicinity of the Project Site 5-5 Figure 5.3 : Geological Profile and Reconnaissance Soil Map of the
Project Site
5-6
Figure 5.4 : Monthly Mean Temperature 5-7
Figure 5.5 : Mean of Relative Humidity at Subang 5-8
Figure 5.6 : Rainfall Amount and Number of Rain Days 5-8
Figure 5.7 : Annual Wind Rose for the Subang Airport Station 5-9 Figure 5.8 : Wind-rose Summary for the Subang Airport Station
(2001-2010)
5-10
Figure 5.9 : Landuse within 5 km Radius 5-17
Figure 5.10(a)-(h)
: Landuse and Sensitive Receptors Near the Project Alignment 5-18 to 5-25 Figure 5.11 : Environmentally Sensitive Areas and Heritage Sites 5-26 Figure
5.12(a)-(d)
: Location of Baseline Monitoring Stations 5-35 to 5-38 Figure 6.1(a) : Soil Erosion Rate During Pre-Construction 6-8 Figure 6.1(b) : Soil Erosion Rate During Construction Phase (Worst Case
Scenario)
6-9
Figure 6.1(c) : Soil Erosion Rate During Construction Phase (With Mitigation Measures)
6-10
Figure 6.1(d) : Soil Erosion Rate During Operational Phase 6-11
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
Sum of Vibration Levels in Three Orthogonal Axes
6-18
TABLE OF CONTENTS (Cont’d)
Page No.
Figure 6.6 : Predicted Noise Contours due to the Proposed Project during Daytime (36 to 72 dBA at 12 dBA Interval)
6-30
Figure 6.7 : Predicted Noise Contours due to the Proposed Project during Night time (33 to 63 dBA at 10dBA Interval)
6-31
Figure 7.1 : Proposed Temporary Disposal Site for Biomass 7-17
Figure 7.2 : Proposed Location of Site Camp 7-18
Figure 7.3(a) – (c)
: Locations of Noise Barriers 7-24 to
7-26 Figure 8.1(a) -
(d)
: Proposed Monitoring Stations during Construction Phase 8-13 to 8-16 Figure 8.2(a) –
(b)
: Proposed Monitoring Stations during Operation Phase 8-17 to 8-18
Figure 8.3 : 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
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 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 2015 W/O KIDEX 182,604 With KIDEX 164,545 Difference -18,059 (-10%) W/O KIDEX F With KIDEX E Along LDP Year 2015 W/O KIDEX 174,220 With KIDEX 130,507 Difference -43,713 (-25%) W/O KIDEX E With KIDEX C
Along Federal Highway
Year 2015 W/O KIDEX 136,487 With KIDEX 126,907 Difference -9,580 (-7%) W/O KIDEX C With KIDEX C
Table 1.1 : Level of Service of Existing Roads with and Without KIDEX (cont’d) Along NPE Year 2015 W/O KIDEX 154,468 With KIDEX 141,450 Diff -13,018 (-8%) W/O KIDEX A With KIDEX A Along KESAS Year 2015 W/O KIDEX 186,579 With KIDEX 175,949 Diff -10,630 (-6%) W/O KIDEX F With KIDEX E
Along Bukit Jalil Highway
Year 2015 W/O KIDEX 79,979 With KIDEX 73,782 Diff -6,197 (-8%) W/O KIDEX B With KIDEX B
*Reduction of traffic along SPRINT after Jalan Sultan Abu Bakar & Penchala Link, Jalan Puchong, LDP from Sunway to SPRINT and part of Jalan Klang Lama & NPE .
Source: KIDEX Sdn Bhd,2012
The proposed KIDEX is a dedicated expressway providing direct access to road users from Kinrara to Damansara. There will be no anticipated connectivity between KIDEX and existing local roads. The main intention of implementing KIDEX is to provide relief from the existing traffic congestion at LDP and SPRINT, provide shorter journey times, shorter travel distance and effective dispersal of traffic between Damansara / Petaling Jaya and Puchong / Kinrara areas through connectivity with existing expressways.
1.4.2 Tenth Malaysia Plan (2011-2015)
Under the Tenth Malaysia Plan, the Government will continue to emphasize development particularly in the context of improving access to education and utilities, connectivity and upgrading economic activities in continuity from the Ninth Malaysia Plan.
The key physical infrastructure initiatives during the Plan period include providing a Multimodal Transport Network that aims to improve trade efficiency and enhance logistics systems. About RM2.7 billion will be invested to build roads and rail leading to key ports and airports while logistics management will be improved to enhance efficiency of transportation of cargo through rail, ports and airports. The Proposed Kinrara-Damansara Expressway (KIDEX) will therefore be in line with the Tenth Malaysia Plan to assist in achieving these objectives.
1.4.3 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:
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.
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:
Compatibility with the surrounding landuse
Socio-economic values in terms of employment, social impacts and contribution to the economy
Impacts to the natural environment
3.2 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 socio-economic 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
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
Parameter Option 1 (%) Option 2 (%) Option 3 (%) (Preferred)
Overall Weightage Overall Weightage Overall Weightage
Traffic Study 14 8 13 Traffic Impact Assessment 3 10 15 Environmental Impact Assessment 13 12 15 Social Impact Assessment 13 12 12 Cost 10 5 1 Land Acquisition 1 7 3 Engineering/ Constructability 7 6 5 TOTAL 61 60 64
Table 3.1 : Feasibility Matrices (cont’d)
PJ New Town
Parameter
Option 1 (%) Option 2 (%) Option 3 (%)
(Preferred) Option 4 (%)
Overall
Weightage Weightage Overall Weightage Overall Weightage Overall
Traffic Study 7.50 3.80 15.00 7.50 Traffic Impact Assessment 7.50 11.30 15.00 7.50 Environmental Impact Assessment 8.00 5.81 6.33 9.00 Social Impact Assessment 14.00 11.63 12.67 13.00 Cost 11.00 12.00 5.00 6.00 Land Acquisition 2.00 2.00 1.00 2.50 Engineering/ Constructability 5.00 7.00 4.00 5.00 TOTAL 55.00 53.54 59.00 51.5
Jalan Puchong/River Reserve along KESAS
Parameter
Option 1 (%) Option 2 (%) Option 3(%)
(Preferred) Option 4 (%)
Overall
Weightage Weightage Overall Weightage Overall Weightage Overall
Traffic Study 5.00 10.00 15.00 - Traffic Impact Assessment 5.00 5.00 5.00 -Environmental Impact Assessment 9.13 9.21 9.14 -Social Impact Assessment 9.1 9.21 9.14 -Cost 3.00 15.00 11.00 -Land Acquisition 2.50 2.50 5.00 -Engineering/ Constructability 6.00 3.00 4.00 -TOTAL 39.73 53.92 58.28
-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:
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.
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
SS 21 & SS 22
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 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
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 Length / Nos
Total Length 14.9 km
Interchanges 7 interchanges with 21 numbers of elevated ramps
Elevated Toll Plaza 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
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 post-tensioned 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 Chainage Maximum Span Length (m)
Mainline
Crossing LDP Tunnel 1517.050 100
In front of Tropicana Mall 1894.050 63
Crossing NPE and Komuter Line 9289.601 70
Crossing Kesas Higway 10689.601 93
Crossing Bukit Jalil Highway 13301.601 100
Ramps
NKVE Interchange (Ramp 2) 1501.966 60
Kesas Interchange (Ramp 1) 401.160 90
Kesas Interchange (Ramp 2) 209.803 90
Sprint Interchange (Ramp 1) 229.000 90
Sprint Interchange (Ramp 2) 310.326 80
NKVE Interchange (Toll Plaza A2) 347.964 60
4.4 PROJECT ACTIVITIES
The project activities for the proposed expressway can be divided into pre-construction, construction and operation stages of the expressway.
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 Quantity (m3)
Cut 76600
Fill 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.
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
transition (m) 2,500 1,400
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
c/way when applying super elevation (%) 0.5 0.6
Minimum length of spiral (m) 45 36
CLEARANCE (FOR LAND PORTION)
Minimum vertical clearances for mainline bridges and over
bridges (m) 5.4 5.4
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.
Table 4.5 : Interchange Geometric Design Standards
PARAMETERS
Directional
(Single lane) (two lanes) Directional
Loops Single
lane Double lanes
60 (40) kph 60 (40) kph 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
adverse camber and transition (m) 720 (510) 720 (510) 510 510
Minimum radius with maximum
superelevation (m) 135 (55) 135 (55) - -
Minimum radius with maximum
superelevation for loops (m) - - 50 50
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 applying super elevation (%)
1.0 1.0 1.0 1.0
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.
Drains shall be generally lined with the exception of those which are diversion of or extension to existing drainage system where the new drains will take the form of the existing lining.
The minimum size of the pipe culverts shall be in accordance with MSMA 2nd Edition
requirement.
All drains and culverts shall be discharged to outlets of sufficient capacity e.g. main drains or rivers.
For embankments in areas liable to flooding, the subgrade level is to be a minimum of 300 mm above the 50 years return period flood level.
Bridges
For land bridges, the soffit of the bridge decks are to be designed above the 100 years return period flood level, with a 1 m freeboard.
For major river bridges, the soffit of the deck shall be designed above the 5 years return period flood level with a freeboard of 7.5 m.
Surface drains are to be designed for a flood return period of 10 years and adequately provide for removal of carriageway surface water, erosion protection and slope stabilization.
Bridge piers for waterway crossings (e.g. Sg. Klang) will be in leaves / oval shape instead of rectangular shape to prevent any disturbance to the current flow.
The bridge piers at Sg. Klang will be located 8m away from the river bank. 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.
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
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
4.6.6 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.
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
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.
The proposed alignment will also cross over Sg. Kayu Ara at CH 560 above the existing SPRINT Highway and Sg. Penchala at CH 2190 before traversing to Jalan 19/13. Sg. Penchala flows from the northern region to the southwest region where it joins with Sg. Klang before draining into the Straits of Melaka. The alignment will also cross over Sg. Klang at CH 10660 to CH 10780 before reaching Taman Kinrara Section 2. In addition, the proposed alignment will also traverse beside the Taman Tasik Jaya along Jalan Timur. Figure 5.2 shows the location of the rivers within the vicinity of the Project site.
5.2.4 Geological Terrain
Based on the Geological Map of Peninsular Malaysia (2008), published by the Department of Minerals and Geoscience, the proposed Kinrara-Damansara Expressway is underlain by undifferentiated acid intrusive rocks (NKVE Interchange to CH 5400), limestone/marble rock formations from the Silurian-Ordovician Age (CH 5400 to CH 8280) and carboniferous formations (CH 8280 to END).
Rocks from the Silurian-Ordovician Age typically consist of schist, phyllites, slate and limestone with minor intercalations of sandstone and volcanic.
Formations from the Carboniferous period comprise phyllites, slate, shale and sandstone. Argillaceous rocks are commonly carbonaceous. Development of limestone is also locally prominent and volcanics of acid to intermediate composition are also locally present. There are no fault lines found within the project alignment. The geological terrain of the project site is shown in
Figure 5.3.
The proposed KIDEX is mainly underlain by 3 geological formations: Kuala Lumpur Granite, Kenny Hill Formation and Kuala Lumpur Limestone. The starting chainage of the alignment is underlain by the Kuala Lumpur Granite in the vicinity of the Tropicana Golf & Country Resort, Damansara up to Federal Highway Route II. The contact zone between the Granite and Kenny Hill Formation is foreseen to be found near Armada Hotel, located next to the Federal Highway Route II. As a result of metamorphism process due to Granite intrusion, the Kenny Hill Formation has been partly metamorphosed into phyllite and quartzite. However, the type of metamorphosed rock highly depends on the quantity of parent material of Kenny Hill Formation which consists of interbedding of shale, siltstone and sandstone.
From the Kuala Lumpur Granite - Kenny Hill Formation contact zone, the Kenny Hill Formation persists up to the New Pantai Expressway (NPE) and comes into contact with the Kuala Lumpur Limestone.
The alignment stretches over the Kuala Lumpur Limestone from the contact zone up to Sg. Klang near to the KESAS Highway. The limestone is underlain by recent alluvium and commonly consists of underground Karstic morphology such as sinkholes, pinnacles and cavity which can induce foundation or piling problems. Soil investigations for boreholes in this area showed that the soil characteristics for this area is less sensitive to disturbance (i.e. not a sensitive soil) with respect to moisture content, plastic limit and liquid limit. The value of consolidation parameters for the limestone area also shows that the compressibility of the ground is minimal. At the limestone area, cavities were detected from CH 9500.00 to CH 11500.00 for boreholes KBH29, KBH30, KBH35, KBH38, KBH39, KBH40, KBH41, KBH42, KBH43, KBH44 and KBH45.
The alignment will then stretch onto the Kenny Hill Formation again at the southern part nearby the Sg. Klang and extend up to the end of the alignment at Bandar Kinrara.
5.2.5 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 Zone 1 Zone 2 Zone 3 Zone 4
Nature of the Ground Granite Sandstone / Phyllite Limestone Sandstone / Phyllite Approximate Stretch Length (Km) 6.0 3.4 2.5 1.1 Place Damansara – Desa Kiara – PJ SS2 – PJ Section 19 – PJ Hilton Armada Hotel – New Pantai Expressway Taman Medan, Jln Kelang Lama – Taman Kinrara Taman Kinrara – Bukit Jalil Boreholes KBH1 - KBH12, KBH14, KBH15, KBH26 KBH18 – KBH22, KBH28, KBH31 – KBH34 KBH29, KBH30, KBH35, KBH37 – KBH42, KBH44, KBH45 KBH47, KBH49, KBH50
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.
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
