guidelines for the environmental impact assessment of highway or road projects

Roads BranchPublic Works Department Malaysia

Jalan Sultan Salahuddin50582 Kuala Lumpur

5.0m5.0m

7.0m7.0m

Guidelines For The

Environmental Impact

Assessment Of Highway Or

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 ao

O 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

oval

of v

eget

ation

-m

inim

ise c

uttin

g w

idth

-no

ne&

terre

strial

hab

itat

-div

ert h

aul r

oad

arou

nd la

rge

trees

6.3

Cutti

ng (

may

inclu

de-

dust,

redu

ced

air q

uality

, ero

sion

-w

orke

rs e

xpos

ed to

dus

t to

use

-vis

ual im

pact

of m

odifi

eddr

illing

&\ o

r blas

ting

)an

d se

dimen

tatio

nm

asks

lands

cape

-da

mpe

n gr

ound

, ove

r exp

osed

-ag

grad

ation

dow

nstre

amso

il, te

mpo

rary

( m

esh,

plasti

c,m

attin

g ) &

per

man

ent (

turfi

ng,

hydr

osee

ding,

plant

ingpr

otec

tion

)

-lim

it he

ight o

f cut

or f

ill slo

pes

to 6

m b

efor

e be

nchin

g

-pla

ce a

dra

in on

eac

h be

nch

-re

duce

slop

e an

gle if

soils

are

wea

k

6.4Tr

ansp

ortin

g Soil

& R

ock

-du

st, lo

ose s

oil or

rock

affe

cting

-co

ver t

ruck

, put

in wh

eel w

ash

-no

nehe

alth &

safe

tyfa

cilitie

s as a

ppro

priat

e

6.5Fil

ling

-du

st, re

duce

d air

quali

ty, er

osion

-re

fer 6

.3-

visua

l impa

ct of

mod

ified

and s

edim

entat

ionlan

dsca

pe-

benc

h & in

stall d

raina

ge be

fore

-slo

pe fa

ilure

filling

-ag

grad

ation

down

strea

m

-co

mpac

t fill

mater

ial

6.6Bu

ilding

Gro

und R

etenti

on-

noise

distu

rban

ce w

here

pilin

g-

limit w

orkin

g hou

rs-

none

Stru

cture

sis

involv

ed

ACTI

VITY

SEI

MIT

IGAT

ION

MEA

SURE

SRE

SIDU

AL IM

PACT

SDO

E CO

MM

ENTS

PRE-

CONS

TRUC

TIO

N7.

0DR

AINA

GE W

ORK

S7.1

Oper

ating

Equ

ipmen

t-

noise

, spil

ls an

d lea

ks-

limit h

ours

of o

pera

tion,

cont

rol

-no

nema

inten

ance

facil

ity

7.2Di

verti

ng S

urfa

ce W

ater

-er

osion

& re

duct

ion in

wat

er-

line

chan

nels

and

size

-no

nequ

ality

adeq

uate

ly

7.3

Flow

Alter

ratio

n-

dewa

tering

of s

tream

s-

prov

ide re

sidua

l flow

s if

-no

nene

cess

ary

-do

wnstr

eam

s floo

ding

-pr

ovide

floo

d ba

nks i

fne

cess

ary

ACTI

VITY

SEI

MIT

IGAT

ION

MEA

SURE

SRE

SIDU

AL IM

PACT

SDO

E CO

MM

ENTS

PRE-

CONS

TRUC

TIO

N8.

0BR

IDGE

S &

CUL

VERT

S8.

1Op

erati

ng E

quipm

ent

-no

ise d

istur

banc

e-

limit h

ours

of o

pera

tion

-no

ne( p

iling,

exca

vato

rs )

-sp

ills a

nd le

aks,

affe

cting

wat

er-

conta

in eq

uipme

nt wh

ere

quali

ty a

nd a

quat

ic fa

una

& F

lora

poss

ible

8.2

Alte

ring

Surfa

ce W

ater

-flo

oding

upstr

eam

of s

truct

ures

-siz

e str

uctu

res t

o en

sure

no

-no

neHy

drolo

gyad

vers

e ef

fect

s-

aggr

adat

ion d

owns

tream

s

ACTI

VITY

SEI

MIT

IGAT

ION

MEA

SURE

SRE

SIDU

AL IM

PACT

SDO

E CO

MM

ENTS

PRE-

CONS

TRUC

TIO

N9.

0RO

AD F

ORM

ATIO

N9.1

Tran

spor

ting A

ggre

gate

-co

llision

with

truc

ks-

traffi

c con

trol

-no

ne

-br

oken

wind

scre

ens b

y-

cove

r tru

cks

aggr

egate

-sw

eep r

oads

9.2La

ying a

nd C

ompa

cting

-no

ise an

d vibr

ation

s-

limit h

ours

of op

erati

on-

none

Aggr

egate

-du

st, re

duce

d air

quali

ty-

water

surfa

ce as

nece

ssar

y

ACTI

VITY

SEI

MIT

IGAT

ION

MEA

SURE

SRE

SIDU

AL IM

PACT

SDO

E CO

MM

ENTS

PRE-

CONS

TRUC

TIO

N10

.0SU

RFAC

ING

10.1

Layin

g Pav

emen

t-

redu

ced w

ater q

uality

due t

o oil

-us

e fas

t dry

ing bi

tumen

-no

ne( f

lexibl

e or r

igid )

or ce

ment

-re

turn e

xces

s mate

rial to

sour

ceor

prov

ide se

cure

land

fill at

site

ACTI

VITY

SEI

MIT

IGAT

ION

MEA

SURE

SRE

SIDU

AL IM

PACT

SDO

E CO

MM

ENTS

PRE-

CONS

TRUC

TIO

N11

.0AB

ANDO

NMEN

T11

.1Bo

rrow

Area

s-

eros

ion &

sedim

entat

ion,

-re

grad

e if n

eces

sary

, rev

egeta

te-

none

aesth

etics

11.2

Unsu

itable

/surp

lus sp

oil-

eros

ion &

sedim

entat

ion-

reve

getat

e-

none

dump

sae

stheti

cs

11.3

Camp

Site

(s)

-ae

stheti

cs-

conv

ert a

ccom

moda

tion i

nto-

none

scho

ol, ho

stels

if ap

prop

riate,

other

wise

demo

lish &

/or re

move

from

site,

reve

getat

e bar

e are

as

11.4

Rubb

ish D

ump

-he

alth,

aesth

etics

-co

ver a

ll rub

bish d

umps

with

-

none

300m

m mi

nimum

of so

il and

re

-veg

etate

11.5

Equip

ment

-sa

fety,

aesth

etics

-re

move

all e

quipm

ent f

rom

site

-no

ne

11.6

Liqu

id W

astes

-re

ducti

on in

wate

r qua

lity-

remo

ve al

l liqu

id wa

stes f

rom

site

-no

ne

POST

-CO

NSTR

UCTI

ON

SEI

MIT

IGAT

ION

MEA

SURE

SRE

SIDU

AL IM

PACT

SDO

E CO

MM

ENTS

ACTI

VITY

12.0

ROAD

PRE

SENS

E12

.1Ro

adwa

y, Ba

rrier

s, Sig

ns-

aesth

etics

-pla

nt ro

ad si

des,

cut a

nd fi

ll slop

es-

none

and M

arkin

gs-

comm

unity

seve

ranc

e-

barri

er to

wild

life-

prov

ide un

derp

asse

s/ove

rpas

ses

-re

duce

d mob

ility

12.2

Bridg

es an

d Culv

erts

-ae

stheti

cs-

desig

n to b

e in l

ands

cape

conte

xt-

none

-flo

oding

upstr

eam

of st

ructu

res

-siz

e stru

cture

s to e

nsur

e no

adve

rse ef

fects

12.3

Amen

ities (

shop

s, pe

trol

-re

ducti

on in

wate

r qua

lity ar

ising

-co

ntain

&/or

trea

t was

tes fr

om-

none

statio

ns, to

ilets

)fro

m dis

char

ges

shop

s, pe

trol s

tation

s and

toile

ts

12.4

Cons

eque

ntial

activ

ities

-en

croa

chme

nt int

o eco

logica

lly-

limit a

cces

by pr

ovisi

on of

barri

es-

loss o

f thr

eaten

ed ra

re an

dse

nsitiv

e are

as (

adve

rse im

pact

)en

dang

ered

spec

ies,

redu

ction

in bi

odive

rsity

-op

ening

up la

nd fo

r dev

elopm

ent

-en

cour

age a

cces

s by p

rovid

ing-

enha

nced

econ

omic

( ben

efici

al im

pact

)pu

ll off

area

s and

road

junc

tion

deve

lopme

nt du

e to f

ores

trypo

ints

or ag

ricult

ure

-so

cial b

enef

its du

e to

prov

ision

of re

settle

ment

area

s

POST

-CO

NSTR

UCTI

ON

SEI

MIT

IGAT

ION

MEA

SURE

SRE

SIDU

AL IM

PACT

SDO

E CO

MM

ENTS

ACTI

VITY

13.0

ROAD

USA

GE13

.1Ac

cess

-inc

reas

ed m

obilit

y, re

duce

d tra

vel

-be

nefic

ial-

incre

ased

mob

ility,

redu

ced

time

trave

l time

13.2

Noise

( ve

hicles

& ro

ad )

-dis

turba

nce d

ue to

exce

ssive

-re

route

road

ing or

cons

truct

noise

-no

ise di

sturb

ance

,no

iseba

rrier

sph

ysiol

ogica

l illne

ss

13.3

Emiss

ions

-re

duce

d air

quali

ty, ill

ness

due t

o-

-re

duce

d viab

ility a

nd ai

rco

ntami

nants

quali

ty, in

crea

sed i

ncide

nces

of re

spira

tory i

llnes

s

13.4

Accid

ents

-da

nger

to hu

man l

ife-

prov

ide cl

ear s

igns

-no

ne

-en

sure

good

skid

resis

tance

-pr

ovide

unde

rpas

s for

larg

ema

mmals

13.5

Spills

and L

eaks

-da

nger

to hu

man &

wild

life-

prep

arati

on of

a pr

actic

al-

none

emer

genc

y res

pons

e plan

( ER

P )

wher

e the

road

goes

thro

ugh

heav

ily po

pulat

ed ar

eas

POST

-CO

NSTR

UCTI

ON

SEI

MIT

IGAT

ION

MEA

SURE

SRE

SIDU

AL IM

PACT

SDO

E CO

MM

ENTS

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14.0

ROAD

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OFF

14.1

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off

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Spills

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Stor

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huma

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-no

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)wh

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15.0

VEGE

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ON

CONT

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use,

limit t

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and f

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16.0

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16.1

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ures

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, pro

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17.0

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18.0

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6.12 RESIDUAL IMPACTS

Potentially significant environmental impactswhich remain after mitigating measures havebeen applied are termed residual impacts.These residual impacts need to be clearly stated so that the project proponent is madefully aware of the long term effects of the project when making the decision on whetheror not to proceed with the project.

For highway/road projects, typical residualimpacts are set out in Table 6.1

6.13 SUMMARY AND CONCLUSIONS

The assessor should draw appropriate conclu-sions in each section of the EIA report. It isuseful however, to have the conclusions sum-marised in a series of brief statements referring to relevant sections of the reports,together with a summary of the key issues associated with the highway/road project.

6.14 DATA SOURCES & CONSULTATIONS

The individuals or agencies consulted and theenvironmental data collected during the EIAshould be quoted to support conclusions ineach section of the EIA Report and should befully documented in this section.Documentation of consultations with specialistsshould include the persons names and theorganisations they represent, the form of the communication and the data. Written opinionsreceived from specialists should be append-ed. The form, extent and results of any publicparticipation during the EIA process should bereported in full.

6.15 REFERENCES

Scientific and technical publications used orquoted in the EIA report should be listed.


7.1 General

As set out in Sections 1 & 2, an EIA is a plan-ning tool, designed to ensure that full consider-ation is given to its potential effects so thatwherever possible these can be mitigated bycareful design, construction and operation. To ensure a highway/road project achieves itsenvironmental objectives, it must be monitoredduring construction and once it is fully opera-tional.

Whereas mitigation measures focus on projectactivities (primarily so that there can be incor-porated into contract documentation packages),monitoring focuses on the key environmentalcomponents.

7.2 Physical Environment

7.2.1 Noise & Vibrations

Construction noise and vibrations will rise fromheavy machinery (bulldozers, trucks, pilingrigs and scrapes) whereas operational noise and vibrations will arise from normal traffic(trucks, cars & motorbikes).

Ambient noise levels should be recorded atspecific loca-tions such as residential bound-aries, and many precision grade sound level recorders are now available (eg Kjaer type2203). All sound level records must be calibrated to ensure that noise levels recordedare demonstrably reliable. Cabrication units arereadily available (eg Bruel & Kjaer electroniccalibration model 4230).

Vibrations are normally recorded as verticalvelocities or acceleration using compact seis-mographs (eg NOMIS). Standard ISO 2631

(1980) covers all effects on people or periodicor transient vibrations whereas ground levelrecordings of vibration will normally suffice,some structures (eg houses) can amplify the ground acceleration and in such cases therecorders should be set up in adjacent buildings.

7.2.2 Air Quality

During construction the main containment isdust. (particulates), and as with noise particu-lates should be monitored at a specific locationsuch as an urban boundary.

Dust or particulates are defined as depositedparticulates, suspended particulates an visibilityreducing particulates. Each of these definitionsis defined by their size, and the specific atmos-pheric monitoring method used for their meas-urement.

Of most concern to DOE are deposited particu-lates which, because of their aerodynamic diameter and density, fall from the air. In gener-al terms deposited particulates has a diametergreater than 10-20 /,m, and can be monitored using a deposit gauge consisting of an opencylinder with an internal diameter of 200mmand a depth of 400 mm, as described byISO/DIS 4222.2.

Once a road is operational, the main air qualityindicators are total suspended particulates(TSP) and visibility reducing particulates aris-ing from diesel powered vehicles, N02, COand lead.

Suspended particulate matter (TSP) requireshigh volume samples, as described by AS 2724.3. Monitoring of TSP should be undertak-en over a period of at least a year, for the datato be meaningful.

7.0

MONITORING

MONITORING


N02, CO and Pb can be monitored at road orurban boundaries using portable gas analyses(eg Monitor Lab 8441 contains NOx analyzer and Data Logger, Monitor Labs 8830 CO ana-lyzer) and compound sampling techniques. Aswith TSP, long term monitoring is recommend-ed for meaningful results.

7.2.3 Water Quality

The main water quality indicators are suspend-ed solids (SS), oil and grease, and solid waste(litter). Suspended solids should be monitored both upstream and downstream of the high-way/road activities, taking note of the riverstage (low flow, flood, etc) and the weatherconditions.

If excessive litter is entering a waterway as aresult of illegal dumping alongside the road-way, BOD levels may also need to be record-ed.

If no oil sheen is visible on the water, then it islikely that the oil concentration is less than 10 ppm.

With all the above water quality indicators,qualitative assessments may prove adequate formonitoring_ purposes, with quantitative meas-urements only necessary for compliance pur-poses.

Biological monitoring may also be an alterna-tive to physico-chemical monitoring if it is the in-stream values which are the main perquisitesfor a high level of water quality.

7.3 BIOLOGICAL ENVIRONMENT

Monitoring of the biological environment willbe mostly restricted to sensitive areas such asmangrove forests, wetlands and forest areas containing rare or endangered species of flora& fauna. Liaison with interested groups such asDOE and reputable NGOs (eg WWF &Malaysian Nature Society), should be

encouraged during biological monitoring. Tomonitor the larger scale effects of encroach-ment, comparative air photo interpretation or satellite image evaluation can be useful moni-toring tools.

7.4 SOCIAL ENVIRONMENT

Follow up surveys of community groups whichthe EIA predicted could possibly be affectedshould be undertaken every 5 years.Information on the health and safety of the communities is available through annual healthstatistics, and information on population andcommunity location is available through censusdata (every 10 years).

A complaints register should be maintained atthe local JKR offices, and all complaints shouldbe followed up by staff of the environmental unit.

REFERENCES


8.0

SELECTED REFERENCES PERTAINING TO THE ENVIRONMENT OF MALAYSIA

A. Salam Abdullah. 1990. Poisonous Plants in Malaysia.

Abdul Rahim Nik. 1985. Watershed Management in Malaysia: A Perspective. WallaceanaDecember 1985.

Amin JM, Ibrahim I, Taib K.A (1993). Some Erosion Characteristics of Residual Soil Slopes inMalaysia Int. Cont. on Environment Management Geo-water and Engineering Aspects,Wollongong.

Anon 1974. A Blueprint for Conservation in Peninsular Malaysia. Malayan Nat. J. 27:1-16.

Anon 1987. Malaysian Wetland Directory. Department of Wildlife and National Parks. KualaLumpur. 316 pp.

Appanah, S. & Weinland, G. 1993. Planting Quality Timber Trees in Peninsular MalaysiaAReview.

Argent, G. & Lamb, A. & Phillipps, A & Collenette, S. 1988. Rhodedendrons of Sabah. AsianDevelopment Bank, 1990. Environmental Guidelines for Selected Infrastructure Projects, Office ofthe Environment.

Asian Development Bank. 1991. Environmental Guidelines for Selected Agricultural and NaturalResources Development Projects. Office of the Environment, Asian Development Bank, Manila.

Asian Development Bank. 1986. Environmental Guidelines for Selected Infrastructure Projects.Infrastructure Department, Asian Development Bank, Manila.

Aw, P.C. (1990). The Geology and Mineral Resources of the Suncyai Aring Area, Kelantan DarulNaim, District Memoir 21.

Azmy Hj. Moliamed. 1992. Potensi Rehung Buluh.Barlow, H.S. 1982. An Introduction to the Moths of South East Asia.

Basu, K.S. 1992. Rattans (Canes) in India - A Monographic Revision.

Beccari, O. 1991. Wanderings in the Great Forests of Borneo.

Bennett, E.L & Goinberk, F. 1993. Prohoscis Monkeys of Borneo.

Berry P.Y. 1975, 'The Amphibian Fauna of Peninsular Malaysia. Tropical Press, Kuala Lumpur.130 pp.

REFERENCES


Boulenger G.A. 1912. A Vertebrate Fauna of the Malay Peninsular. Taylor and Francis, London.204 pp.

Brifettt, C & Sutari Supari. 1993. The Birds of Singapore.

Briffett, C. 1992.A Guide to the Common Birds of Singapore.

Briggs, J. 1991. Parks of Malaysia.

Briggs, J. 1988. Mountains of Malaysia: A Practical Guide and Manual.

Bugliarrelo, G., Alexander, A., Barnes, J., Wakstein, C. (1978). The Impact of Noise Pollution: ASocio-Technological Introduction. Pergamon Press Inc., New York.

Burgess P. 1969. Ecological Factors in Hill and Mountain Forests of the State of Malaya.Malay. Nat. J. 22: 119 - 128.

Chai, P. 1993. Borneo Alive - Exploring Sarawak's Rainforest.

Chin, H.F. & I.C. Enoch. 1988. Malaysian Trees in Colour.

Chin, H.F. & Yong H.S. 1988. Malaysian Fruits in Colour. Chin, H.F. 1977. Malaysian Flowers inColour.

Choo-Goh, G.T., Hails, C.J., Harrison, B & Y.C Wee. 1990. A Guide to the Bukit Timah NatureReserve.

Chou, L.M. 1990. A Guide to the Coral Reef Life of Singapore.

Chou, L.M. 1992. A Guide to the Dangerous Marine Animals of Singapore.Chou, L.M., Portirio 111.A. 1992. An Underwater Guide to the South China Sea.

Corbet A.S and Pendlebury H.M. 1978. The Butterflies of the Malay Peninsular. Malayan NatureSociety, Kuala Lumpur. 578 pp.

Corbet, A.S & Pendlebury, H.M revised by Eliot, J. N. 1992. The Butterflies of the MalayPeninsula.

Corner, E.J.H. 1992. Botanical Monkeys. Corner, E.J.H. 1988. Wayside Trees of Malaya.

Corner, E.J.H. 1992. Botanical Monkeys.

Cramphom J. 1983. Sungai Trengganu Fish Survey, 1980. Malayan Naturalist. 36(4): 1620.

Dansfield, S. 1992. Bamboos of Sabah.

Dansfield J. 1979. A Manual of the Rattans of the Malay Peninsular Malayan Forest Records. 29:270 pp.

REFERENCES


Davison, G.W.H. 1992. Birds of Mount Kinabalu, Borneo.

Dansfield, S. 1992. Bamboos of Sabah.

Davison, G.W.H. 1988. Endau-Rompin: A Malaysian Heritage.

Davison, G.W.H., Phillipps, K., Alias, K. 1989. Pengenalan Burung-Burung Malaysia.

Department of Environment. 1989. A Handbook of Environmental Impact Assessment Guidelines.Department of Environment, Kementerian Sains Teknolcji dan Alam Sekitar, Kuala Lumpur.

Department of Environment. 1990. Environmental Quality Report. Department of Environment,Kementerian Sains Teknoloji dan Alam Sekitar, Kuala Lumpur. Department of Environment,1989. A Guide to the Preparation of Terms of Reference for Highway/Road Projects, (FirstEdition) EIA Unit, DOE, October 1989.

Department of Environment. 1992. Peta Punca-punca Pencemaran Air, 1992. Department ofEnvironment, Kementerian Sains Teknolcji dan Alam Sekitar, Kuala Lumpur.

Department of Environment. 1992. Environmental Impact Assessment (EIA), Procedure andRequirements in Malaysia. Department of Environment, Kementerian Sains Teknolcji dan AlamSekitar, Kuala Lumpur.

Department of Environment. 1989. Environmental Quality Report. Department of Environment,Kementerian Sains Teknoloji dan Alam Sekitar, Kuala Lumpur.

Design Dimension Sdn Bhd. 1989. Waterfalls of Malaysia.

Design Dimension Sdn Bhd 1992. Malaysia Agricultural Park: A Gift to Humanity.

Design Dimension Sdn Bhd. 1992. Rivers of Malaysia.

Feasibility Study of Supporting Road System for the East-West Highway Final Report (1981),Volume 1 & 2, Malaysia International Consultants Sdn Bhd.

Fleming, W.A. 1989. Butterflies of West Malaysia.

Foo, T.S. 1990. A Guide to Wild flowers of Singapore.

Frahm et al., 1990. Mosses & Liverworts of Mount Kinabalu.

Francis, C.M. 1984. Pocket Guide to the Birds of Borneo.

Friends of Penang Hill, Jutaprint. 1991. Penang Hill.

Frim, 1991. Manual of Forest Fruits and Seedings.

Glenister A. G. 1971. The Birds of the Malay Peninsular Oxford University Press, London. 291 pp.

REFERENCES


Gopalakrishnakone, P. 1990. A Colour Guide to Dangerous Animals.

Gremli, M.S., & Newman, H. 1993. Marine Life in the South China Sea.

Gumit Singh, K.S. 1991. Where's the greening?.

Hails, C & Jarvis, F. 1987. Birds of Singapore.

Hajek, J.J (1977) Leq Traffic Noise Prediction Method. In Environment and ConservationConcerns in Transportation: Energy, Noise and Air Quality. Transportation Research Record 648,TRB, pp.48 - 53.

Hans Urich Bernard. 1991. Insight Guide: South East Asia Wildlife.

Harrison J.L. 1969. The abundance and Population Density of Mammals in Malayan LowlandForests. Malay. Nat. J. 22: 174 - 178.

Henderson M. R. 1974 Malayan Wild Flower - Dicotyledon. Malayan Nature Society, KualaLumpur. 478 pp.

Hj. Kamaruddin, K. 1992. Hutan Hujan Tropika Semenanjung Malaysia.

Ho, S.L. 1992. Coral Reefs of Malaysia.

Holloway, J.D. 1976. Moths of Borneo: with special reference to Mount Kinabalu. Holloway, J.D.1986. Malayan Nature Journal. The Moths of Borneo, Part 1: Key to Families; Families Cossidae,Metarbelidae, Ratardidae, Dudgeoneidae, Epipyropidae and Limacodidae.

Holloway, J.D. 1988. The Moths of Borneo, Part 6: Family: Arctiidae: Subfamilies Syntominae,Euchromiinae, Arctiinae; Noctuidae misplaced in Arctiidae (Camptoloma, Aganainae)

Holttum, R.E, & I. Enoch. 1990. Gardening in the Tropics.

Holloway, J.D. 1985. Malayan Nature Journal. The Moths of Borneo, Part 14: Family Noctuidae:Subfamilies Euteliinae, Stictopterinae, Plusiinae, Pantheinae.

Holloway, J.D. 1989. Malayan Nature Journal. The Moths of Borneo, Part 12: Family Noctuidae,Trifine Subfamilies: Heliothinae, Hadeninae, Acronictinae, Amphipyrinae, Agaristinae.

Holloway, J.D. 1987. The Moths of Borneo, Part 3: Superfamily Bombycoidea: Families lasio-campidae, Eupterotidae, Bombycidae, Brahmaeidae, Saturniidae, Sphingidae.

Holloway, J.D. 1983. Malayan Nature Journal. The Moths of Borneo, Part 4: FamilyNotodontidae.

Holttum R.E. 1964. Orchids of Malaya. Government Printing Office, Singapore. 759 pp.

Hong, L.T. et al. 1990. Proceedings of the International Rubberwood Seminar.

Inger, R., & R Stuebing. 1989. The Frogs of Sabah.

REFERENCES


Inger, R. 1990. The Amphibia of Borneo.

Inger, R., & P.K. Chin. 1990. The Freshwater Fishes of North Borneo.

Institut Pengajian Tinggi. 1986. Water Quality Criteria and Standards for Malaysia. InstitutPengajian Tinggi, University Malaya, Kuala Lumpur.

Jacobson, S.K. 1986. Kinabalu Park.

Kalyuzhnyi, D.N., Kostovetskil, Y. Davydov, S.A. & Akselrod, M.B. (1960). Effectiveness of sani-tary clearance zones between industrial enterprises and residential quarters. In Survey of USSR lit-erature on air pollution and related occupational diseases, Washington. pp 179 - 183.

Kamaruddin, M.S. 1991. Rafflesia: Magnificent Flower of Sabah.

Kayastha, S.L. & Kumar, V.K. (1980). Noise as a factor in environment pollution of Kanpur city.Philippines Geog. Journal. 24(3), pp. 127 - 142.

Khoo, K. C. et al., Crop Pests and Their Management in Malaysia.

Kiew B.H. 1984. Conservation Status of the Malaysian amphibians: Malayan Naturalist 37 (4): 6 -10.

Kiew, R. 1987. Malayan Nature Journal. The Malaysian Heritage and Scientific Expedition:Endau-Rompin 1985-1986.

Kiew R. 1989. Conservation Status of Palms in Peninsular Malaysia. Malayan Naturalists 43(1&2): 3 - 15.

Kiew B.H. 1984. Conservation Status of Turtles, Terrapins and Tortoises. Malayan Naturalist 38(2): 2 - 3.

Kiew, R. & Kay Lyons. 1992. Malayan Naturalist. Annotated Bibliography - Malayan natureJournal 1940 - 1990.

Kiew B.H. and G Davison 1982. Conservation Status of the Malaysian fauna: I Birds. MalayanNaturalist 36 (2): 2 - 34.

Kiew R. & G Davison. 1989. Relation between wild palms and other plants and animal. MalayanNaturalists 43 (1&2): 37 - 42.

Kiew, R. 1991. The State of Nature Conservation in Malaysia.

Kiew B.H. 1982. Conservation Status of the Malaysian Fauna: I Mammalia. Malayan Naturalist35 (3): 3 - 19.

King B. et al. A Field Guide to Birds of South-East Asia, Colin London. 480 pp.

King, B.F., Dickinson, E.C. 1987. A Field Guide to the Birds of South-East Asia. Koh, Joseph K.H. 1989. A Guide to Common Singapore Spiders.

REFERENCES


Koh, P.T., K. Hsuan & Avadhani, P.N. 1990. A Guide to Common Vegetables.

Kottelat Maurice, Ng Peter K.L. and Lim Kelvin K.P. 1992. A note on recent collections of fresh-water fish from Terengganu and Kelantan, Peninsular Malaysia. Malayan Naturalists 46 (2): 7 -12.

Kurata, S. 1976. Nepenthes of Mount Kinabalu.

Lampe, R.E. 1985. Malayan Saturniidae from the Cameron and Genting Highlands: A Guide forCollectors.

Lamure, C. (1975). Noise Emitted by Road traffic. In Road Traffic Noise (Eds. Alexander, A.,Barde, J.P., Lamure, C., Langdon, F.J.) Applied Science Publishers Ltd., London. pp 85 - 129.

Lau, D., Penans - The Vanishing Nomads of Borneo

Lim, R.P., & S.W. Lee. 1992. Hill Development - Proceedings of the Seminar.

Lim, Francis L.L & Lee, Monthly T.M. 1989. Fascinating Snakes of South East Asia - AnIntroduction.

Lim Boo Liat. 1991. Poisonous Snakes of Peninsular Malaysia.

Lim, K.S. 1992. Vanishing Birds of Singapore.

Lim B.L. 1979 Poisonous Snakes of Peninsular Malaysia. Malayan Nature Society, KualaLumpur. 61 pp

Lim, M.T. 1989. Malayan Naturalist. Conservation and Utilisation of Malaysian Palms.

Lim Kelvin K.P. 1992. A Guide to the Amphibians & Reptiles of Singapore.

Lim, K.S.. 1991. Pocket Checklist of the Birds of Singapore.

Lim C.K & Barlow H.S, 1988. Frank Swettenham & George Giles Watercolours & Sketches ofMalaya 1880-1894.

Lim B. L. 1981. Ular-Ular Bisa di Semenanjung Malaysia.

Locke, A. 1993. Tigers of Terengganu.

MacDonald, S (1967). Geology and Mineral Resources of North Kelantan and North Trengganu,District Memoir Geology Survey West Malaysia 10.

Macmillian, H.F. rev H.S Barlow, 1. Enoch & R.A Russell. 1991. Tropical Planting and GardeningMadoc, G.E. 1985. Burung-Burung di Semenanjung Malaysia.

Madoc, G.E. 1992. An Introduction to Malayan Birds.

REFERENCES


Madoc G.E. 1956. An Introduction to Malayan Birds. Malayan Nature Society, Kuala Lumpur. 234pp.

Malayan Nature Society, Penang Branch. Nature Trails of Penang Island.

Marsh C.W. and Wilson W.L. 1981. A survey of primates in Peninsular Malaysian forest.University Kebangsaan Malaysia. 107 pp.

McClure H.E. 1969. Estimations of birds population density in primary forest of Malaya.Malaya. Nat. J. 2: 179 - 183.

MDC Sdn Bhd. 1986. Malaysia, Environmental Quality Act and regulations. MDC Sdn Bhd,Kuala Lumpur.

Medway, Lord. 1983. The Wild Mammals of Malaya (P. M'sia) and Singapore.

Meredith, M. et al. 1992. Giant Caves of Borneo.

Milton O. 1963. Field notes on wildlife conservation in Malaya American committee for International Wild Life Protection Special Publ. 11: 18 pp.

Mohamad, A. 1991. Pokok-Pokok Untuk Tanaman Bandar.

Mohd Khan bin Momin Khan. 1985. Tigers in Malaysia: Prospects for the future. J. Wildlife andParks. 5: 1 - 23.

Mohd Khan bin Momin Khan. 1989. Asia Rhinos - An action plan for their conservation IUCNGland Switzerland. 23 pp.

Mohd. Khan bin Momin Khan. 1970. Distribution and population of siamang and gibbons in theState of Perak. Malay Nat J. 24: 3 - 8.

Mohd. Nor, S. Wong, Y.K., Ng, F.S.P. 1990. The Tropical Garden City - its creation and mainte-nance.

Mohsin A.K. Mohammad and Ambak Mohd Azmi. 1983. Freshwater Fishes of PeninsularMalaysia. Universiti Pertanian Malaysia, Serdang. 284 pp.

Morgan, R.P.C. 1974. Estimating Regional Variations in Soil Erosion Hazard in PeninsularMalaysia. Malayan Nature Journal. 28(2): 94-106.

Morgan R.P.C. 1986. Soil Erosion and Conservation. Longman England. 298 pp.

Nathan, A., Y.C Wong. 1990. A Guide to Fruits and Seeds.

Ng, F.S.P. 1989. Tree Flora of Malaya, Vol. 4.

Ng, P.K.L. 1988. The Freshwater Crabs of Peninsular Malaysia and Singapore.

REFERENCES


Ng K.L., Peter. 1992. A Guide to Freshwater Life in Singapore.

Ng F.S.P. et. al. 1990. Endemic Trees of the Malay Peninsular FRIM Research Pamphlet No. 106.118 pp.

Ng F.S.P. 1978. Tree Flora of Malaya Vol. 3. Forest Department Ministry of Primary Industries,Logman Kuala Lumpur. 339 pp.

Ng F.S.P. 1979. Tree Flora of Malaya Vol IV. Forest Department Ministry of Primary Industries,Logman Kuala Lumpur. 549 pp.

Ooi A.C. 1988. Insects in Malaysian Agriculture.

Overseas Economic cooperation Fund, 1989. OECF Environmental Guidelines.

Parris, B.S., Beaman, R.S., Beaman, J.H. 1992. The Plants of Mount Kinabalu - Ferns and fernAllies.

Payne, J. 1990. Wild Malaysia.

Payne, J., Francis, C.M & Phillipps, K. 1985. A Field Guide to the Mammals of Borneo.

Pengurusan Lebuhraya Bhd, 1989. New Klang Valley Expressway North-South Interurban TollExpressway. Erosion Control Interim Report, Volume I.

Phillipps, A. 1988. A Guide to the Parks of Sabah.

Piggott, A.G & C.J. 1988. Ferns of Malaysia in Colour.Polunin, I. 1987. Plants and Flowers of Singapore.

Polunin, I. 1988. Plants and Flowers of Malaysia.

Poore, D. 1987. The Vanishing Forest: The Human Consequences of Deforestation.Protection of Wild Life Act 1972.

Royal Botanic Gardens, Kew. 1991. Orchids of the Solomon Islands and Bougainvillaea.

Rubeli, K. 1986. Tropical Rain Forest in South-East Asia: A Pictorial Journey.

Santiapillai, C. and Jackson, P. 1990. The Asian Elephant - An action plan for its conservation.IUCN gland Switzerland. 79 pp.

Sato, T. 1991. Plants and Flowers of Mount Kinabalu.

Searle, A.G. 1980. An Illustrated Key to Malayan Hard Corals.

Seidenfaden, G & Wood, J.J. 1992. The Orchids of Peninsular Malaysia and Singapore.

Sepakat Setia Perunding. 1991. Preliminary Geology report, Projek Jalan Raya Simpang Pulai -Gua Musang - Kuala Berang, Pakej 6, - dari Aring ke jambatan Pasir Pulau.

REFERENCES


Shaari, K., Abd. Kadir, A & Mohd. Ali, A.R. 1992. Medicinal Products from Tropical Rain Forests- Proceedings of the Conference.

Shaari, K., Khoo, K.C & Mohd Ali, A.R. 1991. Oil Palm Stem Utilisation - Review of Research.

Silcock, L. 1989. The Rainforests - A Celebration.

Sitit Hawa Yatim, Zainuddin Baatu and Mat Isa Marzuki. 1986. Survey of mammal and birdspecies at eight game/forest reserves. J. Wildlife and Parks. 5: 24 - 52.

Smythies, B.E. 1981. The Birds of Borneo

Soepadmo, E. & K.G. Singh. 1973. Proceedings of the Symposium on Biological Resources &National Development.

South East Asia Association of Seismology and Earthquake Engineering. 1985. Series ofSeismology, Vol III - Malaysia.

Spenser St John. 1986. Life in the forest of the Far East: Travels in Sabah & Sarawak in the 1860s.

Stevens W.E. 1986. The Conservation of wildlife in West Malaysia. Office of the Chief Gamewarden. Federal Game Department, Seremban. Malaysia. 116 pp.

Strange, M & Jeyarajasingam, A. 1993. Birds - A Photographic Guide to the Birds of PeninsularMalaysia and Singapore.

Strien Nico J. Van 1986. The Sumatran Rhinoceros Dicerorhinus Sumatenses (Fisher, 1914) in theGunung Leuser National Park Sumatra, Indonesia: Its Distribution, Ecology and Conservation.Verlag Paul Parey. Hamburg. 200 pp.

Supplementary Feasibility Study and Detailed Engineering for East-West Highway Project (Phase2) - Final Report (1982), Malaysia International Consultants Sdn Bhd.

Symington C.F. 1974. Foresters' Manual of Dipetocarps. Malayan Forest Records No. 16University Malaya, Kuala Lumpur. 244 + 144 pl.

Tan, T.W., Hugh & C.S Hew. 1993. A Guide to the Orchids of Singapore.

Tan, T.K. 1990. A Guide to Tropical Fungi.

Tho, Y.P. 1992. Termites of Peninsular Malaysia.

Tweedie, M.W.F. 1983. The Snakes of Malaya.

Tweedie M.W.F. 1983. The Snakes of Malaya. Singapore National Printers. 167 pp.

Tweedie, M.W.F & Harrison, J.L. 1988. Malayan Animal Life.

U.S Department of Transport, 1987. Environmental Impact and Related Procedures, Final Rule.Federal Register, Federal Highway Administration, Urban Mass Transportation Administration.

REFERENCES


Vermuelen, J.J. 1991. Orchids of Borneo Vo. 2.

Wan Mohd. W.R., Dansfield, J & Monokaran, N. 1992. A Guide to the Cultivation of Rattan.Wee, Y.C. Nature Society Singapore. 1992. Proposed Golf Course at Lower Peirce Reservoir -AnEnvironmental Impact Assessment.

Wee, Y.C. 1992. A Guide to the Ferns of Singapore.

Wee, Y.C. 1993. A Guide to Medicinal Plants.Wee, Y.C. & K. Hsuan. 1990. An Illustrated Dictionary of Chinese Medicinal Herbs.

Wells, D. 1990. Malayan Nature Journal. Malayan Bird Report, 1982 - 1987.

Whitehead, J. 1993. Exploration of Kinabalu.

Wells D.R. 1985. The forest avifauna of Western Malesia and its Conservation. ICBP TechnicalPublication No. 4: 213 - 232.

Whitmore T.C. 1975. Tropical Rain Forest of the Far East. Clarendon Press Oxford.

Whitmore T. C. 1972 Tree Flora of Malaya Vol Il. Forest Department Ministry of Agriculture andLang. Logman, Kuala Lumpur. 473 pp.

Whitmore T. C. 1972 Tree Flora of Malaya Vol I. Forest Department Ministry of Agriculture andLang. Logman, Kuala Lumpur. 473 pp.

Whitmore, T.C. 1972. Tree Flora of Malaya, Vol. 1.

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Wischmeier, W.H. & Smith, D.D (1965). Predicting Rainfall-Erosion Losses from Cropland Eastof Rocky Mountains. Guide for Selection of Practices for Soil and Water Conservation. USDAAgriculture Handbook, 282.

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World Bank, 1989. World Bank Operational Manual, OD 4.50,: Cultural Property.

REFERENCES


World Bank, 1989. World Bank Operational Manual, OD 4.00, Annex Al: Sample Outline of aProject Specific EA Report.

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World Bank, 1989. World Bank Operational Manual, OD 4.40,: Tribal People.

World Bank, 1989. World Bank Operational Manual, OD 4.00, Annex A2: Checklist of PotentialIssues for an EA.

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Wyatt Smith J. 1979 Pocket Check List of Timber Trees. Malayan Forest Records No. 17.

Wyatt Smith J. 1961. A note on the freshwater swamp, lowland and hill forest types of Malaya.Malay Forest. 24:110 - 120.

Yap, S.K., & S.W. Lee. 1992. In Harmony with Nature - Proceedings of the InternationalConference on Conservation of Tropical Biodiversity.

Yates, S. 1992. The Nature of Borneo.

Yong H.S. 1981. Magnificent Plants.

Yong H.S. 1986. Malaysian Butterflies: An Introduction.

Yong, H.S. 1990. Orchid Portraits - Wild Orchids of Malaysia and South-East Asia.

Zulkifli Yusop, Anhar Suki and Baharuddin Kasran. 1990. Postlogging Effects on SuspendedSolids and Turbidity - Five years Observation. Paper Presented at the Workshop on WatershedDevelopment and Management. 19-23 February, 1990, Kuala Lumpur.

US Department of Transportation, FHWA

ENVIRONMENTAL HANDBOOKMarch 1985 ( Adapted to Malaysian Conditions, May 1993 )

ENVIRONMENTAL SIGNIFICANT CHECKLIST

This checklist is used to identify physical, biological, social and economic factor which mightbe impacted by the proposed highway/road project. In many cases, the background studies performed inconnection with the project clearly indicate the project will not affect a particular item. A "NO" answerin the first column documents this determination. Where there is a need for clarifying discussion,an asterisk is shown next to the answer.

PHYSICAL. Will the proposal either directly or indirectly :-YES OR IF YES, IS IT

NO SIGNIFICANT?YES OR NO

1. Apprcciably change the topography or ground surface relief fcatures ?2. Destroy, cover, or modify any unique geologic or physical features ?3. Result in unstable earth surface or increase the exposure of people

or property to geologic or seismic hazards ?4. Result in or be affected by soil erosion or siltation ( whether by water

or wind ?5. Result in the increased use of fuel or energy in large amounts or in a

wasteful manner ?6. Result in an increased in the rate of use of any natural resource ?7. Result in the substantial depletion of any nonrenewable resource ?8. Violate any published Federal, State, or local standards pertaining to

hazardous waste, solid waste or litter control ?9. Modify the channel of a river or stream or the bed of the ocean or

any bay, inlet or lake ?10. Encroach upon a floodplain or result in or be affected by floodwaters

or tidal waves ?11. Adverscly affect the quantity or quality of surface water, groundwater

or public water supply ?12. Result in the use of water in large amounts or in a wasteful manner ?13. Affect wetlands or riparin vegetation ?14. Violate or be inconsistent with Federal, State, or local water quality

standards ?15. Result in changes in air movement, moisture, temperature, or any

climatic conditions ?16. Result in an incerased in air pollutant omissions, adverse effects on

or deterioration of ambient air quality ?17. Results in the creation of objectionable odors ?18. Violate or be inconsistent with Federal, State, or local air standards

or control plans ?19. Results in an increased in noise levels or vibration for adjoining areas ?20. Result in any Federal, State, or local noise sriteria being equal or

exceeded ?21. Produce new light, glare, or shadows ?



ENVIRONMENTAL SIGNIFICANT CHECKLIST ( Cont. )

BIOLOGICAL. Will the proposal result in ( either directly or indirectly ):YES OR IF YES, IS IT

NO SIGNIFICANT?YES, OR NO

22. Change in the diversity of species or number of any species of plants( including trees, shrubs, grass, microflora, and aquatic plants ) ?

23. Reduction of the numbers of or cncroachment upon the critical habitatof any unique, treatened or endangered species of plants ?

24. Introduction of new species of plants into an areas, or result in abarrier to the normal replenishment of existing species ?

25. Reduction in acreage of any agriculatural crop or commercial timberstand, or effect prime, unique, or other farmland of state or localimportance ?

26. Removal or deterioration of existing fish or wildlife habitat ?27. Change in the diversity of species or number of any species of

animals ( birds, land animals including reptiles, fish and shellfish,benthic organisms, insects or microfauna ) ?

28. Reduction of the numbers of or cncroachment upon the critical habitatof any unique, treatened or endangered species of plants ?

29. Introduction of new species of animals into an area, or results in abarrier to the migration or movement of animals ?

SOCIAL AND ECONOMIC. Will the proposal directly or indirectly :

30. Cause disruption of orderly planned development ?31. Be inconsistent with any elements of adopted community plans,

policies or goals, or the urban strategies ?32. Be inconsistent with a coastal zone management plan ?33. Affect the location, distribution, densily, or growth rate of the

human population of an area ?34. Affect life-style, or neighborhood character or stability ?35. Affect minority, elderly, handicapped, transit-dependent, or other

specific interest groups ?36. Divide or disrupt an established community ?37. Affect existing housing, require the acquisition of residental

improvements or the displacement of people create a demand foradditional housing ?

38. Affect employment, industry or commence, or require the displacementof businesses or farms ?

39. Affect property values or the local tax base ?40. Affect any community facilities ( including medical, educational,

scientific, recreational, or religious institution, ceremonial sitesor sacred shrines ) ?

41. Affect public utilities, or public, fire emergency or other publicservices ?

42. Have substantial impact on excisting transporting systems or alterpresent patterns of circulation or movement of people and/or goods ?



ENVIRONMENTAL SIGNIFICANT CHECKLIST ( Cont. )

YES OR IF YES, IS ITNOT SIGNIFICANT ?

YES OR NO43. Generate additional traffic ?44. Affect or be affected by existing parking facilities or result in

demand for new parking ?45. Involve a substantial risk of an explosion or the release of

hazardous aubstances in the event of an accident or otherwiseadversely affect overall public safety ?

46. Result in alterations to waterborne, rail or air traffic ?47. Suppot large commercial or residential development ?48. Affect a significant archacological or historic site, structure,

object, or building ?49. Affect wild or scenic rivers or natural landmarks ?50. Affect any scenic resources or result in the obstruction of any

scenic vista or view open to the public, or ceration of anaesthetically offensive site open to public view ?

51. Result in substantial impacts associated with construction activities( e.g. noise, dust, temporary drainage, traffic detours and temporaryacces, etc. ) ?

52. Result in the use of any publicly-owned land from a park, recreationarea, or wildlife and waterfowl refuge ?

MANDATORY FINDINGS OF SIGNIFICANCE YES OR NO

53. Deos the project have the potential to substantially degrade thequality of the environmental, substantially reduce the habitat of afish or wildlife species, cause a fish or wildlife population to dropbelow self-sustaining levels, threaten to climinate a plant or animalcommunity, reduce the number or restrict the range of a rare orendangered plant or animal or climinate important examples of themajor periods of Malaysian history or prehistory ?

54. Does the project have the potential to achieve short-term, to thedisadvantage of long-term, environmental goals ? ( A short-term impacton the environmental is one which occurs in a relatively brief,definitive period of time while long-term impacts will endure wellinto the future. )

55. Does the project have environmental effects which are individuallylimited, but cumulatively considerable ? Cumulatively considerablemeans that the incremental effects of an individual projects areconsiderable when viewed in connection with the effects of pastprojects, the effects of other current projects, and the effects ofprobable future projects. It includes the effects of other projectswhich interact with this project and, together, are considerable.

56. Does the project have environmental effects which will causesubstantial adverse effects on human beings, either directly orindirectly ?

CHECKLIST

1. This lists all significant environmental effectsa known to have occurred in past highway and road projects in developing countries.

2. This is arranged to permit: (1) ready acreening out of non-pertinent items by checking the column 'No Significant Effects'; and (if) ready grading of significant environmental effects by degree of effect.

3. The checking process of (2) above fumishers the information needed for preparing the IEE.

Table 1: Checklist of Environmental Parameters for Highway and Road ProjectsFor (Name of Project)


The following is a listing and brief descriptionof environmental problems commonly associat-ed with highway and road projects which havenot been normally considered in the planningof such projects. An additional listing (Annex1.1) describes other environmental aspects of11 & R projects which are normally consideredby Bank staff in the planning and preparationof these projects.

A. Environmental Problems for Major 11 & R Rehabilitation Projects (Most Bank 11 & R projects have been in this category.):

1. Project Planning :

Projects usually involve few if any significant adverse environmental effects because they are limited to rehabilitation of existing 11 & 11,hence problems commonly associated with new H & R projects can hardly be expected to occur, including problems associated with disruption of surface hydrology, excessive erosion and silt runoff, inadequate attention to resettlement issues, encroachment into pre-cious ecological areas or into historical/cultural monuments, flooding due to inadequate cul-vert capacity, etc. The 1EE effort for such projects should be limited to checking with government officials concerned (including national highway agency and NEnPA) on whether there have been any significant complaints on any environmental issues stem-ming from construction and use of the existing H & R system, and if so, to prepare the TOR for an EIA for evaluating these complaints and for recommending mitigating or remedial measures which should be considered in the planning of the new project.

2. Construction Stage :

(a) Will the project construction operations against excessive soil erosion/silt runoff from cut-and-fill areas, including use of temporary holding ponds be needed?

(b) Will any exposed areas be left without proper resurfacing/replanting which would result in continuing excessive erosion?

(c) Will the construction operations involve other hazards of the type listed in Annex 111/1?

(d) Will the construction plan include provi-sions for monitoring to ensure contrac-tor's compliance with specified con-straints?

3. Post-construction monitoring (new project) :

Will any continuing postconstruction moni-toring be needed for ensuring adequate environmental protection? (See Annex 111/3.)

ANNEX I

SIGNIFICANT ENVIRONMENTAL PROBLEMS COMMONLY ASSOCIATED WITH HIGHWAY AND ROAD PROJECTS

SIGNIFICANT ENVIRONMENTAL PROBLEMS COMMONLY ASSOCIATED WITH HIGHWAY

AND ROAD PROJECT


B. Environmental Problems for New Major 11 & R Projects

1. Encroachment oil. Precious ecology :

Will the proposed H & ll. routing encroach upon precious ecological resources, including forests and swamps, which could be avoided by feasible rerouting and if not, how can theselosses be feasibly mitigated or offset? (SeeAnnex 111/5.)

2. Encroachment on Itistorical/cultural ntonun-tents/areas:

Same question as for (1) above.

3. Intpairrnent of fisherieslaquatic ecology andother beneficial water uses :

Will the changes in surface hydrology caused by the project result in impairment of valuable fisheries/aquatic ecology, or of other valuable beneficial water uses, and if so, how can these be feasibly mitigated or offset?

4. Erosion and siltation :

Will the project result in excessive erosion and silt runoff (and impairment of downstream water quality or in damages to land values) due to excessive erosion/silt runoff from exposed areas which are not properly resufacedor replanted?

5. Environmental aesthetics :

Will the project result in unwarranted deprecia-tion of environmental aesthetic (scenic) valuesdue to (a) lack of resurfacing/replanting ofexposed areas, (b) blocking of scenic views, or(c) inattention to the aesthetic appearances ofthe H & R structures (see lief. 11.6, 7).

6. Noise and vibrations :

Will the project result In noise and vibrationnuisances to neighboring properties and if so, how can these be feasibly minimized and off-set? (See Annex 111/6.)

7. Air pollution hazards :

In urban areas, will the project result In dis-charge of air pollutants from motor veldcles, especially carbon monoxide, which under adverse weather conditions could cause seriousair pollution hazards to nearby areas or com-munities, and if so, how can these be mini-mized or offset? (Note: Usually the control of carbon monoxide from motor vehicles is feasi-ble but for most other air pollutants the prob-lem must be approached from a regional ratherthan on a highway project basis.) (see Ref.11.18, 20).

8. Highway runoff pollution :

Surface runoff from highways may contain sufficient petroleum drippage plus spilled materials (including toxic and hazardous materials) which can adversely affect aquatic ecology and environmental aesthetics (see Annex 111/4 and Ref. 11.2).

9. Highway spills :

One of the most serious hazards posed by highways is accidental spills of hazardous materials. The EIA should review the exist-ing system for controlling and cleaning up such spills including appropriate recommen-dations, from the regional point of view (see Ref. 11.2 and Annex 111/4).

SIGNIFICANT ENVIRONMENTAL PROBLEMS COMMONLY ASSOCIATED WITH HIGHWAY

AND ROAD PROJECT


10. Construction stage problems : ( See Annex 111/1. )

(a) erosion and silt runoff: Will the con-struction procedures protect against excessive erosion/silt runoff from cut-and-fill areas, including use of tempo-rary holding power if required?

(b) other- construction hazards: See Annex 111/1.

(c) monitoring: Does the construction plan include adequate monitoring to ensure contractor's compliance with speci-fied constraints?

11. Post-construction monitoring:

Does the project plan make provision for anyneeded continuing post-construction moni-toring for assessing the actual environmental impacts of the project and for recommending needed correction measures? (See Annex 111/3.)

12. Critical review criteria:

Does the project involve any of the overallproject critical review criteria listed in Annex111/10?

C. Environmental Problems for Rural Rondo

1. Encroachment into precious ecology : Same as B(1) above.

2. Encroachment into historical/cultural n:oitu-ments/areas : Same as B(2) above.

3. Inrpairntent of Tsheries/aquatic ecology andof other beneficial water uses: Same as B(3) above.

4. Erosion and silt runofr. Same as B(4) above.

5. Dust nuisances: Does the project design give reasonable attention to minimize dust nuisances caused by road usage? (See Annex 111/8.)

6. Construction stage: Same as B(9) above.

7. Post-construction monitoring: Same as B(10) above.


ANNEX 1.1

POTENTIAL ENVIRONMENTAL PROBLEMS COMMONLY IUNDLED BY BANK STAFF IN THE PREPARATION OF H&R

PROJECTS

A. Problems Relating to Project Planning and Design

1. Disruptions of surface hydrology resulting in impairment of beneficial water uses including fisheries, navigation, community water supply, recreation and others.

2. Disposal of sanitary wastes for highway toilet facilities. Usually this involves appropriate use of subsurface leaching systems.

3. Traffic congestion and hazards at access and exit points, especially for expressways.

4. Provisions in project post-construction operations plan for minimum adequate O&M program. (See Annex 111/9.)

B. Problems Relating to Socioeconomics

1. For rural roads, does the road network plan provide for reasonably equitable set-vice to rural residents?

2. With respect to resettlement, are the proviions for property compensation and for rehabilitation reasonable and fair? (See Annex 111/2.)


ANNEX 11

REFERENCES FOR OBTAINING ADDITIONALINFORMATION ON ENVIRONMENTAL ASPECTS OF HIGHWAY

AND ROAD PROJECTS

1. Detailed Design and Environmental Irnpact Assessment of the Second Stage Expressway System, (Final Report), PCI Consortium for NEB, Bangkok, 1986.

2. Errvironrnental Considerations in Highway Planning by California Departrrtent of Transportation, John Meersman, etal., for Department of Civil Engineering, Standford University, December 1978, approx. 250 pp.

3. Environmental Impact Assessment for Bali Irrigation Project, H. Ludwig for ELC/ADC Consortium for DGWRD, Jakarta, 1981.

4. Environmental Impact and Related Procedures, Department of Transportation, Federal Register, Washington, D.C., 30 October 1980.

5. Environmental Intlmct Assessment Policies for Thailand, P. Ruyabliorn and fl. Ludwig, National Environment Board, Bangkok, 1985.

6. Errvir-ortntental IrrrpactStatement, PA-23, U.S. Federal Highway Administration, 1985.

7. Environmental Quality Standards and Criteria, the Problem in Developing Countries, P. K.iravanicli, S. Pairojborioboon, and H. Ludwig, NEB, Bangkok, June 1985.

8. A Graphical Solution Procedrtre for Estimating Carbon Monoxide Concentrations Near Roadways, Federal Highway Administration, Washington, D.C., March 1981.

9. Guidance Material for Preparation of Environmental Documents, Federal Highway Administration, Washington, D.C., February 1982.

10.Guidelines for Review of En viron"tentat Impact Statements, Vol. 1, Highway Projects, USEPA, 1976.

11. "Highway Maintenance, It Costs a Lot Only If It's Not Done", P. Fossberg and C. Harral, World Bank Report, July-August 1979.

12. Interim Guide for Environmental Assessment (HUD Field Office Edition), Voorhees for Department of Housing and Urban Development, June 1985, approx. 500 pp.

13.Manual ofNEB Guidelines for Preparation of Environmental Impact Evaluations, National Environment Board, Bangkok, April 1979, approx. 160 pp.

14.Mathematical Approach to Estimating Highway Inq)act on Air Quality, Vols. 4 and 5, USDOT, Washington, D.C., 1972.

REFERENCES FOR ONTAINING ADDITIONALINFORMATION ON ENVIRONMENTAL ASPECTS OF

HIGHWAY AND ROAD PROJECT


15.Mobile Source Emission Factor Tables for Mobile 3, Federal Highway Administration, Washington, D.C., January 1986.

16.Noise and Vibrations, Present State and Countermeasures, Japanese Environmental Protection Agency, 1982.

17."Use of Vegetation for Abatement of Highway Traffic Noise", R. Harris and L. Cohn, Journal of Urban Planning and Development, ADCE/USA, November 1985.

18."Vail Pass Highway, Respecter of Urban Ecology", Civil Engineering, ASCE, June 1980.

19."Viaduct Built from the Top Down", Engineering News-Record, 28 October 1982.

20.West Side Highway Project, Final Environmental Impact Statement, Federal Highway Administration, Region One, 1977.


ANNEX III

GUIDELINES ANNFOR ALL TYPES OF PROJECTS

Annex III/1 : Environmental Constraints for Projects Involving Major Construction Operations

Annex III/2 : Resettlement

Annex III/3 : Post-Construction Environmental Monitoring Program (EMP)

Annex III/4 : Control of Pollution Emissions and Hazardous Materials

Annex III/5 : Encroachment into Forests and Swamplands

Annex III/6 : Effects and Abatement of Noise and Vibrations

Annex III/7 : Dams and Reservoirs

Annex III/8 : Environmental Standards

Annex III/9 : Operations and Maintenance Problgms

Annex III/10 : Critical Parameters for Overall Project Environmental Review


ANNEX III/1 : GUIDELINES ANNEX

ENVIRONMENTAL CONSTRAINTS FOR PROJECTS INVOLVING MAJOR CONSTRUCTION OPERATIONS

A. Introduction

1. Most major construction projects of all types involve certain impacts on environmental resources that are significant and can be very serious if not properly managed during project planning and implementation, and which tend to be overlooked by many planners and engi-neers because it was not necessary to worry about them in the pre-environmental protection eras. These constraints, which must be evaluated for all projects at least at the IEE level, to determine whether any follow-up EIA will be needed, are described below.

B. Environmental Constraints During Construction Phase

2. Almost all major construction projects impose quite significant temporary hazards to environ-mental resources during the project's construction phase. Hence these hazards need to be accounted for and the proper protection measures included in the project FS, and their cost included in the project's construction budget. The FS/ElA should describe these hazards and how they will be managed.

3. The most common serious problems posed by most major construction projects (during the construction phase) are shown as follows:

ENVIRONMENTAL CONSTRAINTS FORPROJECTS INVOLVING MAJOR CONSTRUCTION OPERATIONS


HAZARDS CONTROL METHODS AS NEEDED

a. Runoff erosion during rains from unprotected a. (i) Careful planning of cut-and-fill to minimizeexcavated areas resulting in excessive erosion, including resurfacing/revegetationsoil erosion. Can be very damaging to of exposed areas.marine ecology, beach/recreationalareas.

a. (ii) provision of dikes to hold runoff to settle out soil particles (with use of flocculating agents where affected resources are sensitive, suchas corals)

b. Safety of workers from accidents. b. Appropriate safety measures ( consistent with local country economics ).

c. Communicable disease hazard to workers c. Provision of decent housing, water supply,from lack of sanitation (water supply and and excreta management).excreta management.

d. Insect vector disease hazards, especially d. Appropriate control of anopheline speciesmalaria from imported carriers in workers' camp area, especially spraying.

e. Slum hazards, i.e., where will workers live e. Appropriate planning for this, such asafter construction is completed if they provision of acceptable permanent housing.decide to stay?

f. Cultural hazards due to differences in customs f. Appropriate planning for for thisof imported workers and local villagers. contingency.

g. Use of hazardous materials (toxics, g. Appropriate planning and controls. inflammables, incendiaries, explosives). See Annex 111/4.

h. Dust/odors/fumes which are hazards or h. Appropriate planning nuisance and controls.to workers or nearby residents.

i. Noise and vibrations which are hazards or i. Appropriate planning and controls.nuisances to workers or nearby residents.

j. Quarrying operations :

(i) Safety precautions (i) Appropriate procedure to safeguardworkers, nearby workers / residents, and wildlife.

(ii) Failure to clean up / aesthetics. (ii) Degradation of environmental replantblastingarea.

k. Accidents or other disruptions of utility k. Appropriate planning and prompt repairsservices (water, gas, etc.) when accidents occur.

ENVIRONMENTAL CONSTRAINTS FORPROJECTS INVOLVING MAJOR CONSTRUCTION OPERATIONS


l. Description of street traffic for prolonged l. Careful construction schedullingperiods including :

(i) Traffic congestion

(ii) Blocking of access to buildings

m. Pollution of groundwater by dumping of m. Careful planning for spoils disposal.construction spoils.

n. Local flooding from watering of excavation, n. Appropriate planning and controls.flushing, pipes, etc.

o. Dredging and filling in lakes, rivers, bays, o. Careful planning for water use.estuaries, coastal areas.


A. Introduction

1. Prior to the Environmentalist Movement, it was common practice In the DMCs, for major projects requiring resettlement of families living in the proposed project area, to compensate these facilities only for their nonmovable properties, with little attention to the problem of "rehabilitation", that is, of assisting the family in finding occupation elsewhere and in achieving an earnings level equal to the without-project condition. The rehabilitation problems were simply left by the project planners (including the participating international assistance agency) to the local government's Ministry of Public Welfare (which invariably had no sufficient funds for this purpose).

2. Since the advent of the EIA process, it is now becoming increasingly recognized that provision of funds for rehabili-tation (as well as for property compensation) must be an integral part of the project's core budget.

B. Rehabilitation

3. Rehabilitation usually will require training of the resettler in how to manage his new occupation, for example, a lowlands paddy farmer who is moved uphill to grow upland crops, or is moved to an urban center for employment.

4. In addition to training, rehabilitation costs usuallywill include some sunsidy to compensate the resettler over the period before he can be expected to achieve earnings equal to his earnings in his original with-out-project setting.

C. Additional Information

5. Study of equitable resettlement solutions in Southeast Asia has been pioneered by the Mekong Committee (Bangkok). This work has been summarized in the Mekong Committee's publication No. MKG/36, "Environmental Effects of Pa Mong", 1976.


RESETTLEMENT


A. Purpose of EMI'

1. Prior to the establishment of the EIAprocess, project implementation was usuallylimited to the phases of: (i) planning/design,and (ii) construction/startup. The EIAprocess has added a third phase, (iii) post-construction monitoring, with the purpose of making periodic checks on the actual environmental impacts of the project over the years following completion of construction, as compared with those pro-jected at the time of project appraisal. This environmental monitoring program (EMP) furnishes feedbacks for use in correcting any serious project deficiencies and for use in planning of future projects.

B. Component of EMP

2. Virtually all major projects will exert signif-icant environmental impacts, hence will require an ElA which must include the proposed post-construction EMP. This should include:

1. Technical aspects:

a. Roles of NEnPA, national executing agency, and project management (usually the project management is responsible for the detailed monitor-ing, using consultants as heeded, to be done following TOR prepared by NEnPA).

b. Administration and coordination (usually the EMP will involve a steering committee with membershipfrom all significantly affected nation-al agencies).

2. Report preparation, including frequency and distribution

3. Cost estimate

4. Funding: Recommendations for sharing of costs and for financing.

5. Benefit/cost analysis: An approximate evaluation of benefits versus costs for the EMP, based on with and without EMP conditions, to show that the EMPis cost beneficial (not just additional overhead). The E MP should be the min-imum cost-program needed.to protect sensitive affected environmental resources.

6. Provisions for periodic review/revision:The EMP should Include provisions for annual evaluations of the data collected, In order to delete collection of data which are not needed, and to add collection of Important data not includ-ed in the program.


POST - CONSTItUCTION ENVIRONMENTAL MONITORING PROGRAM (EMP)


A. Use of Treatment Process Equipment Developed In Industrialized Countries

1. One of the most difficult environmental protection prolems in developing member countries (DMCs) relates to the use of processes for removal of pollutants from waste emissions which depend upon the proper functioning of equipment of thetypesused in the industrialized countries (ICs). The Project Consultants responsible for designing/implementing the system com-monly assume that, because such equip-ment does solve treatment problems when used in the ICs, the same will happen in the DMCs. Unfortunately, the Project Consultants are usually not involved in the project beyond the construction and start-upphases, when they themselves are present tofurnish expert guidance to ensure proper equipment operation. The assumption made by the Project Consuilant is that the equipment will be operated and maintained in the DMCs at the same level of quality as in the ICs. Unfortunately, this is rarely the case, even when the Project Consultants' contract provides for training of local O&Mstaff while the Project Consultants are on the job.

2. The reason for this is shown clearly in the history of pollution control activities every-where, including the ICs, in which it is noted that pollution control equipment is operated properly only when the applicable laws and regulations on maximum tolerableemissions are actually enforced, including operation of an effective periodic monitor-ing program. "No monitoring, no function-ing" is the common saying. While such

enforcement is the rule in practically all ICs, it is not the rule in most DMCs, because of lack of understanding in DMCs that effective monitoring is essential to the overall pollution control process and hence the lack of willingness to fund the monitor-ing.

3. The project FS must take the difference in O&M capabilities into account when select-ing processing equipment and in planning the O&M program.

B. Control of Hazardous Wastes

4. Control of hazardous wastes, especially spills, including toxic, incendiary, explosive and inflammable materials, both within the project area or on access routes, again usually means use of IC-type equipment, hence involves the same problem in the quality of O&M to be expected as described in (1) above.

C. Environmental Standards

5. In dealing with control of wastes and hazardous materials, one of the aspects to be considered by the Project Consultants in doing the FS/EIA Is the existing environ-mental standards of the country. These mustbe taken into account because of their legal aspects, but the Consultants must also real-ize that the existing standards may not be very appropriate because of the fact thatmost DMCs/NEnPAs are still in a


CONTROL OF POLLUTION EMISSIONS AND HAZARDOUS MATERIALS

CONTROL OF POLLUTION EMISSONSAND HAZARDOUS MATERIALS


beginning state of developing capability in the difficult problem of setting appropriate standards. Instead, the MOM tend to copy IC standards which may be quite unafford-able, or to set standards which are too low. Details on this are given in Ref. 12.1 (Item 12 below).

6. The Job of the Project Consultants is to make an objective evaluation of the prob-lem and to recommend the optimal cost-effective solution which will be reliable, together with the justification.

D. Plant Area Drainage

7. The plant surface drainage system should be carefully designed to prevent flooding ofthe plant area (a matter of proper civil engi-neering design which is often overlooked inthe DMCs).

8. The plant drainage water has been often regarded in DMCs as "clear" or "clean", whereas it usually contains considerable oil from plant machinery drippage so that an API-type separator is needed prior to discharge.

9. The plant drainage may also contain spilled toxic materials, such as chromium spilled while loading hoppers feeding chromium into the cooling water system (see Item 6 below).

E. Cooling Water System

10.Plant cooling water systems in DMCs sometimes are of the non-recirculating type (single pass) which require huge volumes ofwater to be extracted from a nearby surface stream, and while the used cooling water Is usually returned to the stream (to maintain the stream flow quantity in the dry season),

the used water may contain a large quantityof pollutants which may be very difficult to remove because of the large volumes involved. This plus heating of the water may drastically impair stream ecology and water quality.

11. Where recirculatory cooling towers are used(the usual case), various types of chemical compounds are added to the recirculating water for purposes of slime and corrosion control, and usually these contain toxics, especially chromium (which in the hexava-lent form is very toxic to people, animals and fish). Hence provision mustbe made forremoval of the toxics from the cooling tower blowdown, and extra special care is needed to ensure that the system will be kept properly functioning to achieve 100 per cent treatment of all blow-down, that is to ensure against reserve supplies of chemi-cals for chemical treatment systems, and forelectrolytic systems a reserve power supply or a place for temporary storage of blow-down.

F. Storage of Materials in Plant Yard

12. It is common practice in DMCs to store solid materials either plant inputs or outputs, in open areas where they are exposed to rain, resulting in washing away of some of the materials into the plant drainage sys-tem. The environmental implications of this need to be assessed, and roofed-area storagefurnished, if necessary.

CONTROL OF POLLUTION EMISSONSAND HAZARDOUS MATERIALS


G. Disposal of Plant Sanitary Sewage

13. It is often possible, when a sizeable invest-ment is being made in building an effective system for treating plant industrial liquid wastes to save considerable money for treatment of the sanitary sewage produced in the plant or near- byworker residences, by processing the sanitary flow by septic tank treatment or primary treatment only, with the effluent then discharged to pass through the industrial waste treatment system.

H. Final Storage Pond

14. It is generally necessary, as part of the plant's overall system for treating industrial wastes, to provide a final holding pond (furnishing several days of storage or more) as a final factor of safety before discharging to the environment, especially to protect against "spills" of untreated wastes. The ponding action evens out the discharge flowand thus can greatly reduce the environ-mental damage from the spill. In addition, the final pond serves to act as a final treat-ment or "polishing" system.

I. Solid Wastes

15. Industrial plants can usually dispose of nonhazardous organic solid wastes and refuse most economically by means of sanitary landfilling, either by building/operating their own landfills or by contracting for this service with a municipal system.

16.hazardous solid wastes represent a special problem requiring very careful planning andattention during operation. Usually the most

economical and safe solution will be to haulthe waste for landrillihg disposal at a site where there is no potential groundwater use,with precautions to prevent surface runoff. For details, see Disposal of Industrial Solid Wastes in Eastern Seaboard, National Environment Board, Bangkok, 1984.

J. Disposal to Unconfined Ocean Waters

17.Whenever the plant is located near the sea, where access to unconfined seawater is feasible by use of a submarine outfall, this method of disposal will usually be much more economical and provide much safer protection to environment than systems dis-charging to streams or to confined marine waters such as estuaries and bays. For details, see Ref. 12.2.

K. Post-Construction MonitoringRequIrein ents: See Annex II/3.


A. Forests

1. Encroachment into forests and swamplands is one of the most disruptive effects of highways, roads, pipelines and transmissionlines and other adverse impact on the for-est/wildlife resource which is often very severe. This is due both to (a) encroachmentby the project per se; and (b) even more so the subsequent follow-up encroachment by people which is made possible by the access into the forest area furnished by the project, including encroachments by rural population in search of more farmland or firewood or food (poaching), by entrepre-neurs in fields like logging and mining, and by illegal operators (especially logging). Careful attention must be given in planning the route alignment to select a feasible rout-ingwhich minimizes the damage, and to the use of enhancement and protective meas-ures (to be funded by the project) for offset-ting unavoidable degradation. Enhancementand protective measures may include: (a) establishing forest reserves; (b) fencing off of the H&R and/or policed monitoring; (c) establishment of new rural village occupa-tions so that the villagers will be economi-cally better off by protecting the forst /wildlife than by using it up.

2. For these reasons evaluation of the forest/wildlife problem in detail, including assessmtnt of the intrinsic value of the for-est/wildlife resource in the overall national resource context may be required in order to determine the need for con-sidering alter-native routings which will avoid degrada-tion of precious irreplaceable resources whenever possible.

3. Whenever special enhancement/protective measures are to be recommended to be funded by the project, they should be clear-ly justified in terms of economic and resource conservation grounds, including projects of the future status of the forest/wildlife resource with and without therecommended special measures.

B. Swamplands

4. A similar problem is encroach-ment into swampland zones, either freshwater or estuaries, which are usually rich fishery reproduction/nursery zones, as well as habi-tat for waterfowl and other swamp-orient-ed wildlife.

5. In addition to the offsetting / protection measures noted above for forests, another alternative where intrusion into precious swampland Is unavoidable is to use engi-neering measures to recreate a similar swampland zone in the same vicinity.


ENCROACHMENT INTO FORESTS AND SWAMPLANDS


A. Types of Noise and Vibrations

1. There are three principal types of noise and vibration environments, namely: (i) generalaudible noise; (ii) special noise; and (iii) vibrations. General audible noise is noise commonly encountered in the everyday liv-ing environment. This is the noise environ-ment of most concern because many proj-ects result in temporary or permanent increases in exposure of humans to general audible noise. General audible noise can be adequately described by either the equiva-lent A-weighted sound level (Leq) (which isbest used to describe 8-hour exposures suchas for occupational health). A variation includes a nighttime weighing to obtain a day-night sound level (Ldn) which is useful for assessing 24-hour exposures such as from highways or airports.

2. Some noise, such ns infrasound, ultrasound and high energy impulse, cannot be meas-ured by average sound levels. Human expo-sure to such special noise (such as sonic booms) is infrequent (as compared to expo-sure to significant changes in general audi-ble noise) and the abatement measures are not similar, thus special noises will not be further discussed.

3. Many projects which cause changes in gen-eral audible noise also generate vibrations. Vibrations transmission may be generated by airborne noise (for example airborne noise from vehicular road traffic causing vibrations) or transmission may be struc-tureborne.

B. Impacts of Noise and Vibration

1. General audible noise

4. Commonly experienced problems caused by changes of levels of exposure to noise are public health and welfare effects. In the range of 55 dB to 75 dB, impacts are of the "annoyance" type resulting from interfer-ence with speech communication, general wellbeing and sleep. Response to such problems varieswith the receptor, for exam-ple schools, offices and similar receptors where ease of speech is of primary con-cern, will not have the same response to an increase from 55 dB to 60 dB as a busy commercial district. Above 75 dB, the possibility of severe health effects occurs such as loss of hearing (Ref. 3).

5. A summary of protective noise levels used as guidelines in the United States for prepa-ration of noise criteria is presented in Table I (Ref. 6)

ANNEX 111/6 : GUIDELINES ANNEX

EFFECTS AND ABATEMENT OF NOISE AND VIBRATIONS



Table 1 : Yearly Ldn Vnlues that Protect Public Health and Welfare with a Margin of Safety ( US ) ( Ref. 2 )

Effect Level Area

Hearing Leq (24) S 79 dB All areas (at the ear)

Outdoor activity inter- Leq 55 dB Outdoors in residential areasference and annoyance and farms and other outdoor

areas where people spend widely varying amounts of time and other places in which quiet is a basis for use.

Leq (24) 56 dB Outdoor areas where people spend limited amounts of time, such as schoolyards, playgrounds, etc.

Indoor activity inter- Leq (24) 45 dB Other indoor areas with ference and annoyance human activities such as

schools, etc.



2. Vibrations

6. Vibrations of structures may be due to air-borne acoustical waves or solidborne vibra-tion. Groundborne vibration is likely to accompany some mitring, construction and other industrial activities. The frequency range of vibration inside buildings which may result in human response is between 1Hz and 80 11z with human sensitivity to acceleration (by vibration effects) decreas-ing with decreasing frequency. Some basic threshold values for acceptable vibration environments is presented in Table 2.

7. Structural damages may be caused in indus-trial areas by vibration-exciting machines, in mining areas by blasts, in construction zones by pile driving or other activities, in residential areas from traffic on roads and railroads, etc. There are three general cate-gories of damage, namely; (i) threshold damage consisting of visible cracks in non-structural members such as partitions, fac-ings, plaster walls; (ii) minor damage con-sisting of large permanent cracks in non-structural and structural members; and (iii) in settlement and displacement of founda-tion.

C. Noise and Vibration Abatement

1. Noise control in industry

8. Noise control at an industry is usually achieved by reduction of noise at the sourceor insertion of a barrier between the noise source and the hearer (receptor). Reduction of the source is usually done by the machine manufacturer by modifying com-ponents or processes such as use of belt drives in place of gear drives, welding in place of riveting, insertion of resilient damping material between impacting metal parts, reducing response of vibrating sur-faces by increasing the stiffness and mass, and reduction of air turbulence.

9. Noise enclosures (barriers) attelruate noise by enclosing either the machine or the operator. The enclosure should be as heavy as necessary to achieve the attenuation and should be impervious to air flow. An absorbent lining should be provided to limitthe increase of noise level within the enclo-sure resulting from reverberation. Partial enclosures on barriers are of limited use andthe dimensions must be several times the wave length of the frequency of sound. They must be placed close to the sound source or receptor (Ref. 4).



Table 2 (Ref. 1) : Basic Threshold Acceleration Values forAcceptable VibrationEnvironments

t = duration seconds of vibration, for durations greater than 100 sec, use t as 100 sec.

N = number of discrete shock excitations that are one sec or less in duration. For more than 100 excitations, use N = 100.

Daytime is 7 am to 10 pin. Nighttime is 10 pin to 7 pin.

Type of Place Time of Date

Continuous ofIntermittent rms

Acceleration( m / sq / sec )

Impulse ShockExcitation Peak

Acceleration( m / sq / sec )

Hospital OperatingRooms and Other Such

Critical Areas

Day

Night

0.036

0.036

0.005

0.005

Residential Day

Night

0.072

t

0.005

0.1

N

0.01

Office Anytime 0.14

t

0.2

N

Factory and Workshop Anytime 0.28

t

0.4

N



2. Vibration control in industry

10.Abatement measures to prevent vibration from having harmful consequences include:(a) reducing vibration at its source, at the design stage, and by various steps to improve balancing and centering of movingparts and reduce play between them, and careful design of gears and transmission systems; (b) a reduction of working hours and/or the introduction of short pauses during the working day; and (c) when man-ual operation of a vibrating tool cannot be avoided, shock absorbers may be mounted between the body of the tool and its movingparts, vibrationdamping materials may be inserted between the handle and the opera-tor's hand, special vibration-absorbing gloves may be worn, the tools can be sus-pended to reduce the influence of the vibrat-ing mass, and duration of exposure can be reduced by avoiding over-specialization of workers (Ref. 4).

3. Noise and vibration abatement during construction

11. Most abatement measures during construc-tion are similar to those described below, that is, use of sound barriers and noise reduction from equipment and vehicles. Additional abatement measures may be required in special cases such as use of vibration-free piling tnetliods where conventional pilingwould be hazardous. Exceptin special situations, because noise and vibration from construction are of a transi-tory nature, no attempt is usually made to keep them below the threshold of human perception but rather to prevent health or structural damage. Thus the key to control is effective monitoring and enforcement (Ref. 3 and 6).

4. Noise and vibration abatement for projects with permanent effects on urban or suburban noise environment

12.Activities which may affect the "neighbor-hood" noise environment are many, from the local restaurant or market sounds to an airport. Most control measures are regu-latory, including land use zoning and envi-ronmental quality standards for noise. Most abatement measures which have been developed for noise and vibration for high-way and airport projects are applicable as well for other projects (Ref. 1 and 2). Thesemeasures are summarized as follows:

a. Acquisition of property to serve as a buffer zone between the source and the receptor

b. Construction of noise barriers or devices; however, costs alone often relyon barrier as a general alternative measure

c. Noise insulation of public-use buildings such as schools and hospitals

d. Management measures such as prohibi-tion of certain types of vehicles for high-ways; time use restrictions for industry, highways and airports; and flight patternrestrictions for airports

e. Improvement of equipment or vehicle structure, for example USEPA has demonstrated noise reduction from trucks from about 82 dB(A) down to 72 dB(A) at a cost addition of about 3 per- cent over the baseline price (Ref. 2)

f. Improvement of structural design including buildings, airports, highways, railways and other structures to reduce transmission of noise and vibration



REFERENCES

1. Dentonstration of Truck Progrant 1, Program Suntntary, Truck Noise Reduction, PB-82-220328, EPA, December 1981.

2. Department of Transportation, Pederal Highways Administration Noise Policy and Related Environmental Procedures (Federal Noise Series, Vol. 111) EPA (PB-285940), July 1978.

3. Guidelines for Noise Impact Analysis, USEPA (Report No. 550/9-82-105), April 1982.

4. Occupational. Health Safety, ILO, 1972.

5. Protective Noise I,etiels (Condensed version of EPA Levels Documents), EPA (550/9-79-100),November 1978.

6. "Vibration Problems in Civil Engineering", O'Neil, D.B., Instrumentation for Ground Vibration and Earthquakes, Institution of Civil Engineers, London, 1978.


A. Appropriate Standards

1. Setting of appropriate standards (and/or cri-teria for environmental quality is a basic task facing the national environmental pro-tection agencies (NEnPAs) of all D1VICs, and probably the most complex, difficult and confusing of the host of problems. At first glance the problem seems simple enough. All the NEnPAs need to do is to: (i)review the standards (and/or criteria) uti-lized in other countries; (ii) adjust these to be appropriate for the local national situa-tion; (iii) establish these officially through legislation and promulgations; and (iv) monitor to see to it that the standards are followed and complied with. However, on Item (ii) above, adjustment, to be appropri-ate for local situations, is a most complex assignment because setting the standards which are indeed appropriate for local use involves not just the basic principles of environmental protection, such as preserv-ing scarce and irreplaceable natural resources, maintaining community environ-ments that are reasonably clean and fit to live in, etc., but also involves, at equal depth, the basic principles of the national economic situation. This means considera-tion of what is affordable, and the national cultural traditions and values including the mole of enforcement in the government's relationship to society and socioeconomics.

2. A common approach used by NEnPAs is to review the latest standards in use by IC agencies (which Dave done most of the work on the subject), and the standards set by the international assistance agencies (IRAs), which are often adaptations of the IC standards. The USEPA standards have been the most used, because not only has EPA done the most work on the subject, butalso has a liberal publications distribution

program so that EPA publications are rela-tively readily available. The next step is to obtain a standard to be utilized locally. Often this results in promulgation of a stan-dard which is simply unrealistic in that the local national establishment will not be willing to make the expenditures needed to achieve it.

3. An appropriate approach to setting stan-dards in DMCs is to review the history of their evolution in the ICs, such as in the United States. Such review shows, except for a few standards that are directly health-related (such as the amount of mercury that a human can tolerate), most environmental standards bear a close rela-tionship to the country's status in economic development. By this means the DMC offi-cial can obtain guidelines on selection of standards appropriate for the country's cur-rent development situation.

B. Water Quality Standards

4. The principles noted above have been rec-ognized in some DMCs in the establish-ment of water quality (WQ) standards muchless strict than for the ICs. For example, the USEPA standard of safety of drinking water froni pathogenic hazards, as judged by the coliform index, requires an average maximum density of total coliform of I per 100 ml, which is readily met in ICs where O&M quality is high. An appropriatestandard used in some developing countries Is 6 per 100 ml. Slmilarly, a turbidity of 5 ppm is commonly allowed for filtered waterIn developing countries, com-pared to less than I ppm in the ICs.


ENVIRONMENTAL STANDARDS

ENVIRONMENTAL STANDARDS


C. Occupational Health Standards

5. This is another area of confusion in many developing countries, in trying to set mean-ingful standards for protecting the health and safety of workers, including protection from exposure to toxic substances, from explosions and fires, from excessive noise and vibrations, etc. Again, the answer Is notin copying IC standards, which may be unaffordable, but in setting requirements that match the existing economic/socioeco-nomic situation.

6. An excellent reference for detailed informa-tion on occupational health is the World Bank publication, Occupational Health and Safety Guidelines, Office of Environmental Affairs, World Bank, June 1984.


A. Quality of O&M Equipment

1. One of the most difficult environmental protection problems in DMC9 relates to the use of equipment for water and waste treat-ment, for air pollution control, and other environmental protection purposes, which depend upon the proper functioning of equipment of the types used in the industri-alized countries (ICs). The Project Consultants responsible for designing / implementing such systems commonly assume that, because such equipment does solve problems when used in the ICs, that the same will happen in the DMCs. Unfortunately, the Project Consultants are usually not involved in the project beyond the construction and startup phases, when they themselves are present to furnish expert guidance to ensure proper equipmentoperations. Tire assumption made by the Project Consultant is that the equipmentwillbe operated and maintained in the DMCs at the same level of quality as in the ICs. Unfortunately, this is rarely the case, even when the Project Consultant's contract pro-vides for training of local O&M staff while the Project Consultants are opt the job.

2. The reason for this is shown clearly in. the history of pollution control activities every-where, including the ICs, in which it is noted that pollution control equipment is operated properly only when the applicable laws and regulations on maximum tolerableemissions are actually enforced, including operation of an effective periodic monitor-ing program. "No monitoring, no function-ing" is the common saying. While sucli enforcement is the rule in practically all ICs, it Is not tire rule in most DMCs, because of lack of under standing that effec-tive monitoring is essential to the overall pollution control process and hence the lackof willingness to fund the monitoring.

3. The project ITS must take this difference in O&M capabilities into account when select-ing processing equipment and in planning the O&M program.

B. Reasons for Problem of Inadequate O&M

4. A common assumption by the International assistance agencies (IAA9) is that the O&Mproblem in DCs can be solved by use of appropriate training programs. While these are helpful, the basic problem is usually the low levels of pay for O&M personnel. Oncetrained, the individual is prompted to seek employment elsewhere with pay matching his new skills level.

5. The 1AAs, Including ADB, need to give more attention to this problem in formulat-ing Bank-sponsored project's.

ANNEX 111/9 : GUIDELINES ANNEX

OPERATIONS AND MAINTENANCE PROBLEMS


ANNEX III/I0 : GUIDLINES ANNEX

CRITICAL PARAMETERS FOR OVERALL PROJECT ENVIRONMENTAL REVIEW

Based on experience of the U.S. Council on Environmental Quality, a number of questions havebeen developed for testing of the overall environmental appropriateness ofproposed projects.Adapting these to suit DMC conditions results in the following list of questions:

1. Will the project create unwarranted losses in precious/irreplace able natural or other resources?

2. Will the project make unwarranted accelerated use of scarce resources in favor of short-term over long-term economic gains?

3. Will the project adversely depreciate the national energy and/or foreign exchange problem to an unwarranted degree?

4 Will the project result in unwarranted hazards to endangered species?

5. Will the project tend to intensify undesirable rural-to-urban migration to an unwarranted degree?

6. Will the project tend to increase the "income gap" between the poor and affluent sectors?

ENVIRONMENTAL ASPECTS OFQUARRYING ACTIVITIES


1.0 LEGAL REQUIREMENTS

Quarries are listed within the EnvironmentalQuality (Prescribed Activities) (EnvironmentalImpact Assessment) Order 1987, and as suchan EIA is mandatory under section 34A of the Environmental Quality Act, 1974 for :

Quarries :

Proposed quarrying of aggregate, limestone,silica, quartzite, sandstone, marble and decora-tive building stone within 3 kilometres of any existing residential, commercial or industrialareas, or any area of which a licence, permit orapproval has been granted for residential, com-mercial or industrial development.

2.0 KEY ISSUES

2.1 General Issues

The key issues generally associated with quar-rying activities are noise, vibrations and dustassociated with blasting, and their adverse effect (or impact) on people living nearby(within 3 kms). These and other issues are presented in the following sub-sections 2.1.1 to2.1.5.

2.1.1 Activity 1 (Site Clearing & Earthworks)

- removal of forest cover & terrestrial habitat (biodiversity, aesthetics)

- loss of fauna & flora (biodiversity)

2.1.2 Activity 2 (Rock Extraction - Blasting & Rock Breaking)

- noise (health, tranquillity)

- vibrations (health, settlement)

- flying rock fragments (safety)

- dust (air quality, health)

- sediment (water quality, aquatic ecology)

2.1.3 Activity 3 (Rock Processing - Crushing & Screening)

- dust (air quality, health)

- noise (health)

- sediment (water quality, aquatic ecology)

2.1.4 Activity 4 (Transportation of Processed Aggregate)

- trucks/traffic (safety)

- spilled aggregate (safety)

2.1.5 Activity 5 (Abandonment)

- vertical cliffs (safety, aesthetics)

- building & plant (safety, aesthetics)



3.0 SPECIFIC EIA STUDIES

3.1 Noise Study

In order to undertake an assessment and predic-tion of noise around a proposed quarry site aNoise Specialist will typically carry out thefollowing tasks:

3.1.1 Assessment of existing noise levels

Noise measurements would be undertaken atthe nearest residential area using equipmentsuch as the following :

- Bruel and Kjwr precision integrating SoundLevel Meter model 2231 with Statistical Analysis Module

- Bruel and Kjwr precision Sound Level Meter model 2203

- SONY TCD-D3 DAT recorder

The model 2231 meter allows measurements ofL,o and Leq to be made directly on site. Themodel 2203 meter and DAT recorder enablescalibrated recordings of the noise environmentto be made, so that additional analysis can be undertaken at a later stage if required.

3.1.2 Prediction of noise due to operation of the quarry

A computer modelling technique will need tobe utilised to ensure that noise controls set bythe Department of Environment can beachieved by the proposed quarry project. Insome cases it may be desirable to measurenoise levels from a trial blast at the site to con-firm/calibrate the computer model.

3.2 Air Quality Studies

In order to undertake an assessment and predic-tion of air quality around the quarry site, an AirQuality Specialist will need to carry out the fol-lowing subtasks.

3.2.1 Measurement of ambient air quality

The main pollutant emitted from the quarrywill be pulverised rock fragments. These finely pulverised rock fragments will range insize and form both deposited particulates andsuspended particulates.

Deposited particulate matter is dust or aerosolthat, because of its aerodynamic diameter anddensity, falls from the air. In general termsdeposited particulate has a diameter of greaterthan about 10 to 20/m. However there is nosharp dividing line between these particles andthe smaller particles of suspended matter that more slowly fall out of the air.

Suspended particulate matter is dust or aerosolthat stays suspended in the atmosphere for sig-nificant periods. Its exact definition is depend-ent on the monitoring procedure adopted. Ingeneral terms suspended particulate has a diameter up to about 10 pin, although someparticulate up to about 50 pm can be collect-ed, and therefore measured, by the monitoringsystem.

Ambient air monitoring for particulates (bothdeposited and suspended) can be undertakenusing samplers specified in ISO/DIS 4222.2and AS 2724.3.

3.2.2 Predictions of Dust from Quarry Operations

It is usually sufficient to utilise simple modelsfor predicting dust emissions from the vari-ous quarrying activities, which can be usedalong-side USEPA emission factors.



3.3 Water Quality Studies

Blasting, crushing and processing (washing)rock for aggregate results in fine materialwhich can be washed into receiving watersthereby adversely affecting water quality due tosuspended solids.

It should be sufficient to sample the closestwatercourse upslope and downstream of thequarry face for pH, COD, BOD, suspendedsolids and oil and grease in accordance withDOE requirements.

The suspended solids content of the water willinevitably increase as a result of quarryingoperations, and practical recommendations willneed to be made to ensure that the off-sitewater quality complies with DOE industrialeffluent criteria.

3.4 Vibration Studies

Depending on the quarry location, vibrationlimits may need to be determined for the quar-ry site on the basis of international recommend-ed acceptance levels for :

structural criteria

physiological criteria

Structural Criteria

Induced vibrations may cause deformationsand a range of forms of distress to building including :

- cracking of walls and slabs - aggravation of existing cracking - displacement of equipment, cladding and

roofing elements- fatigue and overstress in principal load

bearing elements (continuous vibrations)

The acceptance criteria need to take account of :

- type and quality of construction and build-ing materials

- building foundations- age of building- duration of vibration effects - characterisation of vibrations

Physiological Criteria

Human sensitivity to vibrations is very highwith discomfort levels being affected by :

- position of affected person- direction of incidence with respect to the

human spine - activity of the affected person- community- age and individual characteristics time of

day

The intensity of perception depends on thephysical vibration parameters :

- displacement, velocity, acceleration amplitudes

- duration of events and damping characteristics

- number of occurrences- vibration frequency

It may be desirable to monitor vibrations aris-ing from a test blast at the proposed quarry site using seismographs set up at both the near-est residential area and at the closest ownship.



3.5 Fauna & Flora Studies

Quarry sites usually only encompasses relative-ly small areas of land. The amount of habitat istherefore usually insignificant in relation to the surrounding land area.

It may be sufficient to undertake a qualitativeassessment of the existing fauna and flora, inorder to confirm that the area is not ecological-ly sensitive through meetings with DOE, WorldWide Fund for Nature (WWF), Wildlife Department and Forestry Department.

3.6 Social Impact Studies

The views of the nearest local communityshould be sought through interviews or a publicmeeting.