Beruflich Dokumente
Kultur Dokumente
1.1
Background ....................................................................................I-1
1.2
1.3
CHAPTER II
2.1
2.2
CHAPTER III
3.1
3.2
Biology .......................................................................................III-13
3.2.1 Terrestrial Flora .............................................................III-14
3.2.2 Fauna ............................................................................III-15
3.2.3 Aquatic Biota .................................................................III-19
3.3
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CHAPTER IV
SCOPING.................................................................................... IV-1
4.1
4.2
4.3
4.4
4.5
CHAPTER V
5.1
5.2
5.3
CHAPTER VI
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6.3.4.
6.3.5.
6.3.6.
CHAPTER VII
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7.2
7.3
iii
LIST OF TABLES
Table 1.1
Table 2.1
Table 2.2
Table 2.3
Table 2.4
Table 3.1
Table 3.2
Table 3.3
Table 3.4
Table 3.5
Table 3.6
Technical data for the new section of the Toll Road ........................II-5
Composition of Labour ....................................................................II-8
List of Heavy Equipment ..................................................................II-8
List of Materials................................................................................II-9
Air Quality and Noise Levels in the Study Area ..............................III-2
River Water Quality ........................................................................III-9
Well Water Quality.......................................................................III-11
Regional Division in West Java Province......................................III-12
Land Use in the Study Area..........................................................III-13
Vegetation Types in the Mixed Farm Ecosystem in the Study
Area .............................................................................................III-14
Vegetation Types in the Bush Ecosystem in the Study Area.........III-15
Mammal Species found in the Study Area ....................................III-16
Bird Species found in the Study Area and their Abundance..........III-17
Bird Species protected by law ......................................................III-18
List of Reptiles..............................................................................III-19
List of Amphibians ........................................................................III-19
Number of Villages, Dusun, RT and RW per District in the
Project Location............................................................................III-21
Population, Area and Population Density in the Study Area .........III-21
Population according to Age Structure in Ciwaringin and
Walahar villages ...........................................................................III-22
Productive Population with Jobs in 2009 ......................................III-23
Number of schools, students and teachers in Sumber Jaya
District ..........................................................................................III-24
Number of schools, students and teachers in Ciwaringin
District ..........................................................................................III-25
Number of schools, students and teachers in Gempol District ......III-25
Land Area of Growth, Yield, and Production in Sumber Jaya
District ..........................................................................................III-26
Community Attitudes and Perceptions to the Project Plan ............III-28
Volume of Traffic ..........................................................................III-37
Analysis of V/C Ratio in State/ Province Road..............................III-37
Matrix of Identified Potential Impacts for the Rerouted Toll
Road Segment STA 199+507.66 until STA 204+236.90................ IV-2
Summary of Hypothetical Significant Impacts Evaluation for
the Rerouted Toll Road Segment STA 199+507.66 until STA
204+236.90. .................................................................................. IV-6
Evaluation Matrix of Potential Impacts for the Rerouted Toll
Road Segment STA 199+507.66 until STA 204+236.90.............. IV-15
Schedule of the Supplemental ANDAL, RKL & RPL Study .......... IV-20
Table 3.7
Table 3.8
Table 3.9
Table 3.10
Table 3.11
Table 3.12
Table 3.13
Table 3.14
Table 3.15
Table 3.16
Table 3.17
Table 3.18
Table 3.19
Table 3.20
Table 3.21
Table 3.22
Table 3.23
Table 4.1
Table 4.2
Table 4.3
Table 4.4
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iv
Table 5.1
Table 5.2
Table 5.3
Table 5.4
Table 5.5
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LIST OF FIGURES
Figure 2.1
Figure 2.2
Figure 2.3
Figure 2.4
Figure 2.5
Figure 2.6
Figure 2.7
Figure 2.8
Figure 3.1
Figure 3.2
Figure 3.3
Figure 4.1
Figure 4.2
Figure 4.3
Figure 4.4
Figure 4.5
Figure 5.1
Figure 7.1
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CHAPTER I
INTRODUCTION
1.1
BACKGROUND
This Toll Road development has substantial benefits for the community and the
development of the region. The Toll Road development could also lead to
harmonizing regional development with its level of growth and geographical
orientation. Having said that, the Toll Road Regulatory Body (Badan Pengatur Jalan
Tol - BPJT) and the Ministry of Public Works (PU) are working together with the
investor, PT. Lintas Marga Sedaya, and are planning to build the Cikampek
Palimanan toll road with a road length of about 116.4 KM (Sta 91+350 Sta
207+350). This development completed an ANDAL study in 2008, with
recommendation number 660/2565-BPLHD, dated 15 August 2008.
In the pre-construction phase land acquisition activities were undertaken; however
due to objections to the land acquisition from local people, the Project re-routed the
first segment (STA 199+559.438 until 203+407.602, with a length of 3.85 km) to STA.
199+507.66 until ST 204+236.90, with a length of 4.73 km. This re-routing has
increased the length of the first segment, which runs through Sumber Jaya district,
Majalengka Regency and Ciwaringin and Gempol districts, Cirebon Regency.
In order to develop this alternative route, a Supplementary ANDAL, RKL & RPL must
be prepared for the new route from STA 199+507.66 until ST 204+236.90, which is
located in Sumber Jaya district, Majalengka Regency and Ciwaringin and Gempol
districts, Cirebon Regency along 4.73 km. This ANDAL, RKL & RPL Supplement
will be binding as an ANDAL document as recommended by the West Java Province
Governor, Number ANDAL 660.I/2048/I/2008.
1.2
1.2.1
1.
2.
3.
4.
1.2.2
1.
2.
3.
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4.
The development of the Cikampek Palimanan toll road will create jobs and
business opportunities for the local community, which will lead to increasing
economic growth of the community.
1.3
1.3.1
This development activity may affect the environment, as beside generating profits it
will also create risks. The Government of the Republic Indonesia states that in order
to support sustainable development, road construction must consider a precautionary
approach to create advantages for future generations. So, in the initial phase of
developing the work plan, environmental risks should be taken into account as well
as anticipative measures to develop preventive action plans and an environmental
pollution study.
PT. Lintas Marga Sedaya has considered the environmental risks of building this
road project. Consequently the AMDAL supplemental document will be a
collaborative policy among stakeholders concerning environmental management in
the surrounds of the project site. Through this study, measures will be designed to
avoid and minimize negative impacts and to develop positive impacts for the
community.
A list of laws and regulations concerning environmental management and control and
natural resources utilization has been collected and considered to achieve the
sustainable development principles. Furthermore, the toll road construction plan
should consider several factors, such as: development trends based on local policies;
master plans for the cities; land use directions; and regional development which is
based on the following dimensions:
Ecologic dimension: There are three considerations for a sustainable road
development plan, which are:
Firstly,
Secondly,
Thirdly,
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1.3.2
This Addendum to the AMDAL for the Cikampek Palimanan Toll Road
Development Plan is based on the laws and regulations from both national and local
institutions. These laws and regulations are as follows:
Table 1.1
No.
Laws
1
9
10
11
Government Regulations
1
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No.
2
3
4
Regulation
of
Public
Health
Ministry No.
416/MENKES/PER/IX/1990, about Water Quality
Requirements and Controls
2
Regulation
of
Public
Health
Ministry No.
876/MenKes/SK/VII/2002, about Technical Guidance
for Environment Health Impact Analysis
Decrees from the Manpower Ministry
1
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2
3
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Guidance
for
defining
significant levels in the AMDAL
Guidance in Social aspect in
AMDAL
document road
development plan
Guidance of public health study
aspect
Guidance in AMDAL study in
order community involve
Guidance in water
management
Guidance for
management
environmental
Guidance for
management
environmental
Guidance in management of
rivers, lakes and other water
bodies
Guidance for activities in forest
conservation areas
Guidance in management of
water quality and use
Guidance in traffic control
Guidance in traffic planning
I-5
CHAPTER II
PROJECT PLAN
2.1
SCOPE OF WORKPLAN
2.1.1
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Figure 2.1
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Figure 2.2
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Figure 2.3
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a.
Main Road
ROW
: 60 m
Road length
: 4.73 Km
Lane width
: 2 x (2 x 3.60) m
: 2 x 3.00 m
: 2 x 1.50 m
Median width
: 13 m
Transverse slope
: 2.0 %
Shoulder slope
: 4.0 %
Maximum Speed
: 100-120 km/hour
b.
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Technical Data
Ramp
Lane width
: 1 x 4.00 m
: 3.00 m
Transverse slope
: 2.0 %
Shoulder slope
: 2.0 %
Maximum Speed
: 40 km/hour
II-5
Figure 2.4
EIA
Revised toll road route from STA 199+507.66 until STA 204+236.90
II-6
2.1.2
This Supplemental ANDAL, RKL and RPL is broken down into the pre-construction
phase, and the construction and operation phases. Each phase is explained in the
following section:
2.1.2.1 Pre-Construction Phase
1) Field Survey
Field survey work and measurements of the toll road in the construction phase will
consist of defining the dimensions of the border of the road area (RUMIJA) and
collection data on the local people, businesses and government who will be affected
by land acquisition. This revised road route was decided on observations from a
preliminary survey to determine the road route.
2) Land Acquisition
Base on results from the field survey and measurements, it is predicted that the width
of the area to be acquisitioned is about 42 Ha. The land acquisition procedure will
follow the existing regulations and refer to real conditions in the field, as based on
Perpres No. 65 of 2006 regarding Amendment to Perpres No. 36 of 2005. The land
acquisition team will consist of the P2T team (Panitia Pengadaan Tanah) which will
be formed by the Cirebon District Government and the Majalengka District
Government and who will be tasked with mapping the land that falls within the toll
road route that will need to be acquired; and the Land Procurement Team (TPT/Tim
Pengadaan Tanah) which will be formed by the Directorate General of Highways.
Once the independent evaluation consultant determines the price range of the land to
be acquired, the TPT team will process the land acquisition payment.
The unit price for the land acquisition payment will be based on the sale value of the
taxable object (NJOP/Nilai Jual Objek kena Pajak), and will also consider the
estimated price of the infrastructure on the land, including structures/buildings and
plants of economic value. Socialization of the land acquisition process will be
specifically conducted and will invite the community that will be directly affected.
a. Identification of land owner (affected person) through direct confirmation with
community and Head of Village
b. Negotiation of land, plant, building, and other asset value between affected
community, PT Lintas Marga Sedaya (as a developer), and related institution to
obtain the asset value agreement
c. Payment of compensation by PT LMS to affected community based on
agreement, witness by Head of Village and applied in accordance with regulation
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Composition of Labour
No.
1.
2.
3.
4.
Labour Composition
Owner
Manager
Supervisor
Manual worker
Total
Number
15
15
24
96
150
Reff: Laporan Studi AMDAL Pembangunan Jalan Tol Ruas Cikampek Palimanan (2008)
No.
Heavy Equipment
Number
Bulldozer
Excavator
Stake tools
Dump Truck
15
Pick Up
Compressor
Concrete mixer
Concrete pump
Cutting machine
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No.
Heavy Equipment
Number
10
Generating set
11
Crane
12
Concrete breaker
13
Grinder
14
Wheel loader
15
Motor grader
16
Stamper
17
Concrete vibrator
18
Prime mover
19
Tire roller
20
Tandem roller
21
Asphalt mixer
22
Asphalt finisher
23
Reff: Laporan Studi AMDAL Pembangunan Jalan Tol Ruas Cikampek Palimanan (2008)
Table 2.4
List of Materials
No.
1
2
Material Type
Sand
Cement
Unit
Volume
12,957
2,585
23,803
Iron
Ton
3
Concrete
Asphalt
Ton
2,065
47,734
5,462
Supporting materials like cement and steel/iron will be transported from the local
source of origination. Fragmented stones and sand will be carried from the local site
through village roads to the project site.
Transportation routes are planned to be sprayed with water twice a day to reduce
dust pollution caused by tire friction with soil.
Material transportation will usually use dump trucks with 8 ton capacity (MST), which
will travel through national/provincial roads.
3) Land clearing and road construction
The land clearing stage will consist of the following activities:
a) Base Camp Construction and Operation
The base camp will serve as the centre office for work activities, as well as temporary
accommodation for labour and field staff during project operation, a place for vehicle
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and heavy equipment maintenance, and a warehouse for work related to the new route
from STA 199+507.66 until STA 204+236.90 along 4.73 km.
b) Land Clearing
Land clearing works will consist of clearing the land of all trees and plants, garbage
and other material substances that will be unused, including unused materials from the
project activities. Land clearing works will also include the clearance of all buildings
and drainage channels, moving public utilities. This is in order to provide a clean
surface before construction works begin. Land clearing work will for the most part be
done manually (using human power) but will also use heavy vehicles like bulldozers
and excavators.
c) Land Preparations
This work will include excavation works, cut and fill works, road surface preparations,
soil stabilization works and disposal works. This work aims to prepare the land to meet
the height cross sections according to the technical drawings. Technical drawings of
the toll road cross section can be seen in Figure 2.5.
Land preparation works will also consist of land cleaning, land filling, and land
compaction around the areas where bridges will be built. Land cleaning works will
occur in areas where previous structures/vegetation had to be removed. Land cleaning
activities will use bulldozers to dismantle, strip, and compact the soil, and to dispose of
unneeded items.
Estimated soil required for the fill works is about 2,088,000 m3. Excavation and cutting
works will use excavators and manpower. Unused soil that has been excavated/dug
will be transported by dump truck and used for fill. Fill works will also use soil from a
quarry supplier. Fill works will use special soil that will be transported from other
locations using dump trucks and will be spread by bulldozers, motor grader and
manpower. Fill will be laid out layer by layer with each layer having a thickness of
about 20 cm depending on the compacting tool used. Each compacted soil layer will be
tested.
Land preparation works will also include the construction of a temporary road facility at
the artery sites which will involve elevated construction or where structure works will be
implemented at bridge construction sites.
.
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Figure 2.5
EIA
d) Drainage Works
Drainage works aim to channel and manage the flow of water from construction
activities or post-construction activities, particularly during the rainy season. The
primary disposal channel will collect and direct water from areas around the project
site, hence channels must be built according to demand in the form of open or closed
channels. Drains along the side of the road will be constructed under local roads with a
manhole every 20 meters to ease the cleaning of the channels from garbage material.
During project construction temporary channels will be needed to direct water away
from the project site to avoid flooding. Digging of the drains will use excavator and
manpower, and excavated soil from the digging works will be transported using dump
trucks to dispose the soil at a certain location. Drainage construction will use materials
from other locations which will be stored at a road side location near where the
drainage works will be implemented.
e) Foundation Pile Works
The road surface will be elevated above the soil surface in some locations and will
cross above rivers, hence foundation piles must be erected at the project site
according to the design. Foundation pile work will consist of the construction of piles
using concrete and steel which will either be made at the construction location or will
be bought ready made. Foundation pile works will use "Bor piles" or poles.
f) Structure Works
Structure works will consist of casting the bridge and road columns, road and bridge
floor casting, beam construction (using prestressed concrete), construction of the
interchange buildings, construction of public bridge crossings, casting of the retaining
walls, layering of the asphalt concrete, and construction of pedestrian crossing bridges.
g) Road Paving
Pavement will consist of granular pavement and asphalt pavement. Works involved with
granular pavement will consist of procurement, processing, transportation, spreading,
compacting, grading and compaction of the aggregate, and preparing the soil surface
according to the detailed engineering design. The aggregate foundation layer will use bone
concrete with hotmix.
Works involved with asphalt pavement will include compaction and spreading of the
foundation layer. The materials used will include raw aggregates, soft aggregates and
asphalt made by AMP with certain specifications which have been controlled by a
laboratory. This material will be transported to the construction site by dump to be placed in
the Asphalt Finisher.
h) Supporting Facilities Works
Works to construct the supporting facilities will consist of installation of road lighting, road
markings, road poles, border fencing, etc. Crossing facilities will be constructed in the
form of bridges. Installation methods for these supporting facilities are shown in Figures
2.6, 2.7 and 2.8.
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Figure 2.6
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Figure 2.7
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Installation of Foundations
II-14
Figure 2.8
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4) Dismissing Labour
At the end of the construction phase, labour contracts will finish. This will result in
many losing their employment with the Cikampek-Palimanan toll road. The number of
those employed for manual labour during construction is about 96 persons.
2.1.2.3 Operation Phase
1) Road Operation
It is predicted that the number of vehicles using the Cikampek-Palimanan toll road
during the operation phase will increase. In addition to vehicle use, operation of the
toll road will also include the operation of rest areas and parking facilities, toilets,
canteens, stores, vehicle service stations, etc., in addition to the CikampekPalimanan Toll Road Office.
During toll road operation, labour will be recruited for computer operators, ticketing
operators, towing drivers, ambulance medic staff, technical staff, security patrols,
security, and cleaning services.
2) Road Maintenance
In certain conditions, the toll road will require maintenance and repairs. Maintenance
activities will include maintenance of the road surface, road markings and signs,
repainting, maintenance of bridges, repainting of bridge railings, cleaning of bridge
drainage channels, maintenance of drainage channels, maintenance of grass and
vegetation, and tree growing.
Generally maintenance activities aim to avoid damage of the road and bridges. These
activities will include small works to recondition and repair the road and bridges. The
primary maintenance activities will be:
1. Re-layering of the road surface
2. Addition of other facilities as needed (vehicle workshops, emergency call tools,
tow trucks, ambulances, etc )
2.1.3
Generally, the area surrounding the affected region of Cikampek Palimanan Toll
Road during the compilation of this document, consist of forestry, agricultural,
industry, and housing area.
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2.1.4
This AMDAL does not define any alternatives that were studied. All alternative
projects/ideas were studied in the Feasibility Study and were addressed in the initial
planning. The best option was selected in the Detailed Engineering Design (DED)
document for the Road Rerouting.
2.2
2.2.1
Identity of Initiator
Initiator Name
Office Address
Responsible Person
Task
: Director President
2.2.2
Company Name
Office Address
Telephone/Fax
Responsible Person
Task
: Director
Authors
Team Leader
Team Member
Physic Chemistry expert
Biologist
Geologist
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CHAPTER III
DESCRIPTION OF ENVIRONMENTAL COMPONENTS
PHYSICAL CHEMISTRY
3.1.1
3.1.1. Climate
The scope of study exist in tropical area with 2 season: rainy season and dry season.
Based on analysis, the value of Q is 0,99 which is categorized in Zone A wet
climate.
1)
The average maximum air temperature in the study area is between 37.5-35.5oC,
with an average wind speed of about 0.6 2.1 m/second with direction generally to
west, east, north west, and south east.
2)
Rainfall
According to the 10 year data series from the latest Climatology parameter on the
affected region, the highest rainfall is in January (384 mm) with 19 rainy days and the
lowest is in August (50 mm) with 3 rainy days. The Climate in Indonesia is classified
into wet month and dry month. Wet month has total rainfall more than 100 mm, while
dry month has total rainfall less than 60 mm.
3.1.2
According to data from the Environmental Impact Assessment (EIA) study for the
Cikampek Palimanan Toll Road (2008), air quality in the study area, particularly the
parameters NO2, CO and dust, exceed the standards from PP No. 41 of 1999
regarding Air Pollution Control.
Noise levels in the study area are still under the required standard.
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Table 3.1
No.
Parameter
Unit
Ciwaringin
Village
Walahar
Village
Standard
1)
Methods
PHYSICAL
1
Air Temperature
37.5
35.5
Direct. Thermometer
Air Humidity
41.5
41.5
Hygrometer
Wind Speed
m/secon
d
0.6 2.1
0.7 1.2
Anemometer
Wind Direction
120 140
200 220
Compass
Weather
Cloudy
Clear
Sound Level
dBA
52.11
66.14
70
2)
CHEMICAL
1
TSP
g/Nm
2.50
2.13
900
g/Nm
1.34
1.10
400
g/Nm
8,588
40,837
30,000
CDN-1C
g/Nm
5.34
4.42
230
SNI 19-7119.3-2005
SNI 19-7119.2-2005
3.1.3
Geology
The study area is located above a Pliocene facies sediment rock layer, Miocene facies
limestone rock, Pliocene facies sediment, Pliocene facies volcanic rock, old quarter
volcanic products, alluvium facies volcanic, Miocene facies sediment, andesitic and
alluvium. The Cikampek - Palimanan toll road route runs above geologically young
and old rock, as explain below:
Sediment of river (Qa) consist of clay, silt, sand, gravel, and silt in the form of
river holosen sediment.
Kaliwungu formation (Tpk) consist of clay rock with insertion of tufan sand rock
and conglomerate, where sandstone layer of limestone and limestone rock also
found.
Subang formation (Tms) consist of clay rock with insertion of marble stone which
usually has a solid dark gray colour. In some area the sandrock also inserted with
gray glauconit
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III-2
1. Tectonics
The main study of Geological Technic mainly about physical nature or soil and rock
mechanic. Details explanations for each geological technic through the length of the
Toll Road are below:
Clay sand [As (sc)]: sediment of natural levee/ river embankment, thickness
between 1-10 meter, with brownish gray to black gray color. It has very fine
grained to coarse grained, be rounded to form an angle, rough gradation, high
permeability, loose density to solid density. The soil bearing capacity is low to
moderate, easily excavated with non mechanical equipment. The surface depth
of free ground water is shallow to deep, and was affected by fluctuation of river
water. This geological technic potentially flooded dan there is potential risk of
erosion on the river banks caused by lateral erosion of the river.
Silt clay [R (mc) (cm)]: residual soil as the result of corrosion of tufan sand rock,
tuffs, conglomerate, aglomerate, lapili, and breccia, thickness between 2-20
meter. The central and southern part contain lots of gravel and lump of igneous
rocks with redness brown color, moderate plasticity to high plasticity, low, firm, to
rigid permeability. The soil bearing capacity is low to moderate, easily excavated
but a bit difficult if using non mechanical equipment. The surface depth of free
ground water is moderate to deep.
Clay [Rc]: residual soil as the result of corrosion of clay rock, thickness between
1-3 meter, with brown black color, contain with stone clay fraction, low plasticity
and permeability, and firm consistency. The soil bearing capacity is low to
moderate, easily excavated but a bit difficult if using non mechanical equipment.
The surface depth of free ground water is deep to not exist. This geological
technic has potential soil movement.
Breccia and lava [BX, LH]: it is interspersed by aglomerat, lapili and lava, volcanic
deposition of Tangkuban Perahu and Tampomas Mountain. It has black brown
color, with component consist of andesite basalt, pumice stone in gravel size to
lump, basic mass of tufa sand, form an angled, low toughness to moderate. The
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Plain land and river flat morphology consist of alluvium with slope 0-3%.
Hill and mountains with fine relief morphology formed by young volcanic rock and
tufan sandrock with slope 5-15%.
Hill and mountains with moderate relief morphology formed by tuff tufan sand and
breccia with slope 15-30%.
Hill and mountains with high relief morphology formed by tufan sand, breccia and
andesite with slope 30-70%.
3.1.4
Hydrology
The study area includes the Cimanuk (Majalengka Regency) river basin and the
Ciwaringin (Cirebon Regency) river basin. The rivers flow from south to north, flowing
from the Kromong mountain region to the Java sea.
3.1.5
Hydrogeology
The lithology of the main aquifer is a low aquifer system, and the Toll Road crosses
over a flat coastal area which consists of sand and gravel which come from ancient
rivers and delta sand sediment. The water from this aquifer system is used by the
local people for their daily water consumption. The configuration and productivity of
the inner aquifer system in the plain area is characterized by delta sediment with
random vertical and horizontal distributions between rock and clay layer which are
water proof. Refer to Figure 3.2 for a Hydrogeological map of the region.
Indications were found that the aquifer system followed a timeline, as the ground
water level is static and the well capacity will decrease particularly if wells are poorly
drilled. This indication was found by Pramono (1981), where several wells drilled in
productive aquifers at a depth of 60 - 100 m before 1980 produced a flow of 50 - 70
l/minute with a pisometric level of between 1 1.3 m/aml; in recent decades these
wells have averaged between 10 - 30 l/minute with a pisometric level of 0.75 m/aml.
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Figure 3.1
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Geology map
III-5
Figure 3.2
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Hydrogeology map
III-6
3.1.6
Kegempaan
The whole Toll road on region 4 and basic seismic coefficient between 0.15 g for soft
soil and 0.1 g for rough soil. Earthquake load on this area is not so high and planned
structure of structure type B or C as classified BMS7-K art 1.8.3. the earthquake
point which potentially affect the toll road area will not be apart from Indonesia
seismotectonic especially in the west side of Java island.
From the seismotectonic map of indonesia released by Geology Research and
Development Center for annual 100 years-earthquake, there are 29 point of
earthquake which potentially impacted as explained below:
1. Earthquake with magnitude 5-6 and shallow depth (0-90 km), it will be on 7 point
along Pantura from Depok to Karawang until Cirebon to Pemalang.
2. Earthquake with magnitude 5-6 and medium depth (90-150 km), it will be on 7 point
along Pantura from Tangerang to Depok until Indramayu-Cirebon-Pemalang.
3. Earthquake with magnitude 5-6 and shallow depth (0-90 km), it will be on 4 point at
Java Sea with 1 point at off shore Serang beach, and 3 point at off shore Indramayu
beach.
4. Earthquake with magnitude 5-6 and shallow medium (90-150 km), it will be on 3 point
at Java Sea with 1 point at off shore Bekasi beach, and 2 point at off shore CirebonPemalang beach.
5. Earthquake with magnitude >6 and shallow depth (0-90 km), it will be on 2 point at
Java Sea, far from off shore Jakarta beach (in the middle of Jakarta and Belitung
Island sea.
6. Earthquake with magnitude 5-6 and deep depth (50-650 km), it will be on 5 point at
Java Sea, far from off shore Jakarta-Karawang and Indramayu beach.
7. Earthquake with magnitude >6 and deep depth (150-650 km), it will be on 1 point at
Java Sea, far from off shore Karawang beach.
EIA
III-7
Figure 3.3
3.1.7
Water Quality
EIA
III-8
Table 3.2
No.
PHYSICAL
Temperature
1
2
CHEMICAL
pH
1
2
NO3 N
mg/L
NH3 N
13
14
15
16
17
18
19
20
21
22
23
EIA
98.0
374.0
95.0
7.13
7.00
7.28
5.44
5.44
6.35
10.13
9.79
13.6
4.84
4.39
4.39
5.45
1.69
1.69
2.01
1.48
1.48
<0.05
<0.05
<0.05
0.02
<0.004
<0.004
<0.01
0.01
0.01
6+
0.01
0.01
0.01
Copper (Cu)
<0.02
<0.02
<0.02
Iron (Fe)
0.88
0.44
0.02
0.02
0.01
0.01
0.02
0.01
0.01
Zink (Zn)
<0,02
0.02
0.04
7.52
3.96
26.53
Fluoride (F)
<0.02
<0.02
0.50
<0.001
0.03
0.03
28.06
35.51
12.69
0.04
0.06
0.06
0.15
0.35
0.35
1.40
1.07
1.07
0.04
0.04
0.04
25
0.2
1
0.01
mg/L
0.05
mg/L
0.02
0.03
mg/L
0.05
mg/L
1.5
mg/L
Sulphate (SO4)
Chlorine (Cl2)
-
Sulphide (S )
Oil and Grease
0.06
mg/L
mg/L
0.03
mg/L
0.002
mg/L
mg/L
>4
10
mg/L
NO2 N
SNI 06-6989.232005
SNI 06-6989.32004
SNI 06-6989.272005
mg/L
Chloride (Cl)
69
mg/L
Manganese (Mn)
Method
1000
mg/L
Lead (Pb)
Standard
50
mg/L
Chromium VI (Cr )
MBAS
133.67
mg/L
Cadmium (Cd)
12
133.67
mg/L
Boron (B)
11
52.10
mg/L
Cobalt (Co)
10
28.8
mg/L
mg/L
24.00
mg/L
DO
27.4
mg/L
A3
mg/L
COD
A2
mg/L
BOD
A1
C
Result
Unit
1
0.2
SNI 06-6989.112004
APHA 5210
B(2005)
APHA 5220
B(2005)
DO-Meter
APHA NO3E(2005)
SNI 06-6989.522005
APHA 3111 B
(2005)
APHA 4500-B
B(2005)
APHA 3111B
(2005)
APHA 3500
D(2005)
APHA 3111 B
(2005)
APHA 3111 B
(2005)
APHA 3111 B
(2005)
APHA 3111 B
(2005)
APHA 3111 B
(2005)
SNI 06-6989.192004
SNI 06-6989.292005
SNI 06-6989.92004
SNI 06-6989.202004
APHA 4500-Cl
B(2005)
2APHA 4500-S
B(2005)
SNI 06-6989.102004
SNI 06-6989.51-
III-9
No.
Parameter
Result
Unit
A1
A2
Standard
Method
A3
2005
24
25
Phenol
Phosphate (PO4)
SAMPLING
Air condition
1
2
3
Air temperature
Humidity
mg/L
0.001
<0.002
<0.002
<0.002
0.30
0.25
0.25
Bright
Bright
Bright
C
%
36.0
41
34.0
45,5
34.4
45,5
mg/L
0.2
SNI 06-6989.212004
SNI 06-6989.312005
Clean water quality was analysed from wells in the nearest settlements, and the
results were compared with the standards in the Ministry of Health Regulation No.
416 Year 1990, about Water Quality Controls and Requirements.
This analysis found that organic substances (KMnO4) was above standard in two
villages with a value of 21.80 mg/L (in Walahar village) and 16.75 mg/L (in Budur
village): the standard is 10 mg/L. This shows that organic substances from farm
areas (rice fields) have entered the water wells in the residential areas. Information
from local people revealed that in the dry season the well water is very turbid
compare with the rainy season. Besides KMnO4, the colour and turbidity of clean
water in Budur village measured above standard, with colour at 190.16 PtCo
(standard = 50 PtCo), and turbidity at 32.0 NTU (standard = 25 NTU). Table 3.3
displays the results of analysis of clean water in the area.
EIA
III-10
Table 3.3
No.
Parameter
Unit
Result
A1
A2
28.6
28.0
Standard
Methods
PHYSICAL
1
Temperature
Smell (Odour)*
TDS
4
5
6
C
-
No Odour
No Odour
87.5
3
No Odour
mg/L
189.0
PtCo
NTU
mhos
16.16
0.50
287.0
190.16
32.0
150.0
50
25
-
Colour
Turbidity
Conductivity
CHEMICAL
Iron( Fe)
mg/L
Fluoride (F)
mg/L
0.89
<0.02
0.03
0.66
Cadmium (Cd)
mg/L
Hardness (CaCO3)
mg/L
<0.01
351.40
<0.01
144.00
Chloride (Cl)
mg/L
17.82
2.77
mg/L
mg/L
mg/L
mg/L
0.01
<0.02
5.07
0.45
<0.01
<0.02
2.14
0.10
0.05
0.5
10
1
7.00
6.96
6.5 9.0
<0.02
5.44
<0.02
22.75
15
<0.02
<0.03
<0.02
<0.03
<0.002
<0.002
21.80
16.75
6+
6
7
8
9
Chromium VI (Cr )
Manganese (Mn)
Nitrate (NO3-N)
Nitrite (NO2-N)
10
pH
11
Zink (Zn)
mg/L
12
Sulphate (SO4)
mg/L
13
Lead (Pb)
mg/L
14
MBAS
mg/L
15
Phenol Total
mg/L
16
Organics (KMnO4)
mg/L
1,500
1.5
0.003
500
600
400
0.05
0.5
0.01
10
SNI 06-6989.232005
SNI 06-6989.272005
APHA 2120.B(2005)
APHA 2130.B(2005)
APHA 2132.B(2005)
APHA 3111 B (2005)
SNI 06-6989.292005
APHA 3111 B (2005)
SNI 06-6989.122004
SNI 06-6989.192004
APHA 3500 D(2005)
APHA 3111 B (2005)
SNI 06-6989.9-2004
SNI 06-6989.9-2004
SNI 06-6989.112004
APHA 3111 B (2005)
SNI 06-6989.202004
APHA 3111 B (2005)
SNI 06-6989.512005
SNI 06-6989.212004
SNI 06-6989.222004
SAMPLING
1
Air Condition
Bright
Bright
2
Air Temperature
C
37.0
34.0
3
Humidity
%
61.7
57.8
Reff : Data Primer, Binalab (April 2011)
Information :
- Regulation of the Minister of Health No.416/MENKES/Per/IX/1990 about Clean Water Quality
Requirements
- The sign: < indicates the results are below the detection limit
- Location : A-1 = Walahar village; A-2 = Budur village
3.1.8
The West Java Provincial Master Plan consists of a master plan that determines the
structural and spatial uses for the province. The spatial and structural development
plan consists of a city development plan, regional infrastructure plan, main regional
development plan, and regional defence and security plan. The city spatial use plan
EIA
III-11
consists of conservation
environmental capacity.
spaces,
cultural
spaces,
capacity
planning,
and
Generally West Java Province is divided into several main regions which have each
been assigned a main sector. The regional division is shown in Table 3.4.
Table 3.4
No.
Main Sector
1.
and
services,
2.
3.
4.
5.
6.
Food
agriculture,
forestry,
plantation,
livestock, ocean and terrestrial fisheries,
tourism.
7.
8.
Purwakarta-Subang-Majalengka
(proposed)
The environmental capacity and carrying capacity planning in West Java Province
aims to maintain environmental balance and continuity of development by using
conservation resources and culture regions.
Environmental capacity and carrying capacity planning consist of:
1. Controlling spatial use and use of natural resources
2. Controlling population density
3. Establishing population distribution according to capacity
4. Controlling social, economic and community development according to capacity.
5. Controlling coastal and marine resource use.
The targets for improving the environmental capacity and carrying capacity in West
Java region are:
1.
EIA
Use of space and natural resources can be controlled in the northern, middle
III-12
3.
4.
5.
The study area for the rerouted segment of the Cikampek Palimanan toll road is
located in the Ditrict of Majalengka and District of Cirebon. 41% of the district of
Majalengka is used for rice fields, including the land near to the rerouted toll road
segment. The District of Cirebon is primarily occupied by rice fields. This District has
a higher proportion of residential/public facilities in the study corridor, averaging
about 27 % of land use in Cirebon. Land Use in the study area is shown in Table 3.5.
Table 3.5
Type of Use
Conservation
6,100
10,420
114,324
88,551
14,324
20,200
6,176
6,200
Industry
425
4,300
Recreation
275
200
Fisheries
968
1,000
Livestock
135
150
Rice Field
49,608
49,500
Plantation
14,691
1,700
Crop farm
11,639
3,300
Forest
16,082
2,001
120,424
98,971
Cultivation
Residential/Settlement
Public facility
Total
Reff: Laporan Studi AMDAL Pembangunan Jalan Tol Ruas Cikampek Palimanan (2008)
3.2
BIOLOGY
According to field observations in the study area, the rerouted project can be divided
into two main ecosystems: Bush ecosystems and Mixed Plantation ecosystems
(mixing farming and pine plantations). Mixed farming land is primarily owned by the
local community, while pine plantations are production forests owned by Perhutani.
Generally this ecosystem does not significantly differ from that of the previously
proposed road segment.
EIA
III-13
3.2.1
Terrestrial Flora
Vegetation Study focused on the Bush ecosystem type and Mixed farms which have
a heterogenic type of vegetation when compared with that of the Pine Plantation
ecosystem. The observation found 18 types of flora and ecosystem vegetation in the
mixed farms (see Table 3.6), and 10 types of flora in the bush ecosystem (Table 3.7).
Table 3.6
No
Local Name
AR
FR
DR
INP
Pinus merkusii
Pinus (Pine)
22.25
12.28
18.24
52.77
Swietenia mahagoni
Mahoni
(Mahogany)
12.15
10.25
16.15
38.55
Tectona grandis
Jati (Teak)
18.22
9.34
2.20
29.76
Tamarindus indica
Asem
(Tamarind)
8.66
8.25
12.17
29.08
Ceiba pentandra
Randu
(Cottonwood)
4.37
5.18
17.29
26.84
Bambusa sp.
Bambu
(Bamboo)
2.55
6.17
8.15
16.87
Artocarpus integra
Nangka
(Jackfruit)
6.22
5.14
5.20
16.56
Jatropha curcas
Jarak
4.63
6.17
5.20
16.00
Mangifera indica
Mangga
(Mango)
3.35
6.17
2.20
11.72
10
Cocos nucifera
Kelapa
(Coconut)
3.24
6.25
2.20
11.69
11
Musa sp.
Pisang
(Banana)
3.76
5.14
2.20
11.10
12
Albizia sp.
Albasia
2.35
6.17
2.20
10.72
13
Maeopsis emanii
Sobsi
2.44
5.17
2.20
9.81
14
Artocarpus integra
Nangka
(Jackfruit)
3.35
4.18
2.20
9.73
15
Nephelium lappaceum
Rambutan
2.46
4.14
2.20
8.80
100.00
100.00
100.00
300.00
Total
Reff: Primary Data Analysis (2010)
Notes:
AR : Relative Abundance
FR : Relative Frequency
DR : Relative Dominance
INP : Significant Value Index
The type of pine found in the area is Pinus merkusii with an INP of about 52.77, and
it is the most dominant type of vegetation in the mixed farm ecosystem, followed by
Mahogany (Swietenia mahagoni) with an INP of 38.55, Teak (Tectona grandis) with
an INP of 29.76, Tamarind (Tamarindus indica) with an INP of 29.08, and
Cottonwood (Ceiba pentandra) with an INP of 26.84. These vegetation types are
general and are found everywhere in the sampling location.
The vegetation types in the bush ecosystem include Alang-alang Imperata cylindrica
with INP = 54,09 found dominant at all location. While Tebu Saccahrum officinarum
(INP = 42,63) found dominant at tebu plantation which own by local community.
EIA
III-14
Table 3.7
No
Species
Imperata cylindrica
AR
FR
DR
INP
16.33
25.06
12.69
54.09
13.22
22.64
6.77
42.63
Eupathorium inulifolium
Local Name
Alang-lang
(Blady grass)
Tebu
(Sugarcane)
Kirinyuh
9.78
6.45
14.62
30.84
Melastoma sp.
Harendong
12.65
6.45
11.65
30.75
Ageratum conyzoides
Babadotan
12.56
6.45
9.15
28.16
Oxalis corniculata
Semanggi
(Creeping
Woodsorrel)
7.46
9.40
10.31
27.17
10.47
6.45
8.62
25.54
4.48
5.32
12.69
22.49
8.57
6.45
4.89
19.91
4.48
5.32
8.62
18.42
100.00
100.00
100.00
300.00
1
Saccahrum officinarum
2
6
7
Glichenia sp.
Mimosa pudica
Penisetum purpureum
9
Catharanthus roseus
10
Paku (Fern)
Puteri malu
(Touch-me-not)
Rumput gajah
(Napier Grass)
Tapak
dara
(Madagascar
Periwinkle)
Total
Reff: Primary Data Analysis (2010)
Notes:
AR : Relative Abundance
FR : Relative Frequency
DR : Relative Dominance
INP : Significant Value Index
3.2.2
Fauna
Wild fauna is an important part of an ecosystem. In the study area there have been
found predator animals such as the eagle, pollinator animals such as birds that
spread seeds, and even animals that prevent farming pests such as the sanca snake
which catch mice in rice paddy fields. Wild fauna also function as an indicator of
environmental change (Furness & Greenwood, 1993), as environmental change will
affect the character, population, and species composition of fauna (P.J. Jarvis dalam
Furness & Greenwood, 1993). Wild fauna are also used as a bio-monitor of
environmental change, pollution (pesticides, heavy metals, air pollution, radioactive
contamination, etc.) and changes to water quality. Hence the presence of wild fauna
in a region is important to be documented for certain purposes, as their presence
provides feedback for regional management. Problems that threaten the sustainable
populations of wild fauna include hunting and habitat damage (such as land
conversion, fragmentation and habitat alteration).
a. Mammals
The field survey found at least 9 types of mammals in the area, as listed in Table 3.8.
Four types of mammals, the Sus scrofa (wild boar), Cynopterus sp. (Common Fruit
Bat), Rattus exulans (Polynesian rat) and Callosciurus notatus (Plantain squirrels)
were observed in the field. Trails and dirt from the Muntiacus muntjak (Barking Deer),
Cervus timorensis (Rusa) and Lutra sumatrana (Hairy-nosed Otter) were found.
Other mammals present in the area were described from local community
information. Paradoxurus hermaphroditus (Musang, or Asian Palm Civet) is a
EIA
III-15
nocturnal wild mammal, and it is not easily found directly. Based on local community
information, this species is present in the project area.
Table 3.8
No
1
2
3
Familia
Cervidae
Cervidae
Hystricidae
Species
Muntiacus muntjak
Cervus timorensis
Muridae
Hystrix brachyura
Rattus exulans
5
6
Mustelidae
Pteropodidae
Lutra sumatrana
Cynopterus sp
Sciuridae
Suidae
Callosciurus notatus
Sus scrofa
Viverridae
Paradoxurus
hermaphroditus
8
9
Local Name
Kijang (Barking
Deer)
Rusa (Javan
Rusa/Sunda
Sambar)
Landak (Malayan
Porcupine)
Tikus ladang
(Polynesian Rat)
Berang-berang
(Hairy-nosed Otter)
Kelelawar (Common
Fruit Bat)
Bajing kelapa
(Plantain Squirrel)
Babi hutan (Wild
Boar)
Musang (Asian Palm
Civet)
Conservation
Status*)
1)
2)
RI
IUCN
En.
Out of the 9 mammal species found during the field observations, several species are
protected by national law (PP RI No. 7 year 1999; about Conservation of Flora and
Fauna Species) and International law (IUCN - International Union for Conservation of
Nature). There are four species that are categorized as mammals protected by law.
Based on the IUCN categories of vulnerability, one species is categorized as
Endangered (Lutra sumatrana).
b. Birds
Field observations found at least 28 bird types from 19 families (see Table 3.9). The
small number of bird species is caused by the homogenous habitat which is
dominated by plantations and rice fields which have affected the diversity of bird life
in the region.
From the 28 species of birds found, the abundance was only calculated for 25
species, as the 3 other species are from the Apodidae and Hirundinidae family and
their abundance was not calculated because they have high mobility and it is difficult
to track the individuals. According to the abundance of these bird species, the
EIA
III-16
Family
Local Name
Burung gereja erasia
(Eurasian Tree Sparrow)
Ploceidae
Estrididae
Passer montanus
Lonchura
leucogastroides
Zosteropidae
Zosterop palpebrosus
Estrididae
Lonchura punctulata
Pycnonotidae
Pycnonotus goiavier
Nectrariniidae
Cinnyris jugularis
Dicaeidae
Dicaeum trochileum
Columbidae
Streptopelia chinensis
Turnicidae
Turnix suscitator
10
Sylviidae
Orthotomus sepium
11
Sylviidae
Prinia familiaris
12
Pycnonotidae
Pycnonotus aurigaster
13
Sylviidae
Orthotomus sutorius
14
Cuculiadae
Cacomantis merulinus
15
Picidae
Dendrocopos macei
16
Alcedinidae
Todihomphus chloris
17
Cuculiadae
Cacomantis spulcralis
18
Alcedinidae
Halcyon cyanoventris
19
Alcedinidae
Alcedo meninting
20
Acanthizidae
21
Cuculiadae
22
Accipitridae
Gerygon sulphurea
Centropus
bengalensis
Megalaima
haemacephala
23
Falconidae
Falco moluccensis
24
Accipitridae
Nisaetus cirrhatus
25
Accipitridae
Ictinaetus malayensis
26
Apodidae
Collocalia esculenta
EIA
AM
AR
FM
FR
8.22
5.97
6.85
4.48
6.85
4.48
5.48
2.99
5.48
2.99
5.48
2.99
5.48
5.97
5.48
4.48
5.48
4.48
5.48
4.48
4.11
4.48
4.11
2.99
4.11
4.48
4.11
4.48
4.11
2.99
4.11
5.97
2.74
1.49
2.74
1.49
2.74
2.99
2.74
1.49
2.74
1.49
2.74
2.99
2.74
2.99
1.37
1.49
1.37
1.49
5.97
III-17
No
Family
Species
27
Apodidae
Collocalia maximus
28
Hirundinidae
Hirundo striolata
Local Name
Walet sarang-hitam (Blacknest Swiftlet)
Layang-layang loreng
(Striated Swallow)
AM
Total
73
AR
100
FM
FR
5.97
5.97
67
100
Based on the law concerning wild fauna species, there are seven species that are
protected by law, but those species are not found in the IUCN red list (International
Union for Conservation of Nature). There are however three bird species that are
listed in CITES (Convention of International Trade in Endangered Species of Wild
Fauna and Flora): see Appendix II and Table 3.10.
Table 3.10 Bird Species protected by law
No
1
Family
Species
Falconidae
Falco moluccensis
Nisaetus cirrhatus
Accipitridae
Ictinaetus malayensis
Todihomphus chloris
4
Alcedinidae
Halcyon cyanoventris
Alcedo meninting
6
Nectrariniidae
7
Cinnyris jugularis
Local Name
Alap-alap sapi
(Spotted Kestrel)
Elang brontok
(Crested HawkEagle)
Elang hitam (Black
Eagle)
Cekakak sungai
(Collared
Kingfisher)
Cekakak jawa
(Javan Kingfisher)
Raja-udang
meninting (Blueeared Kingfisher)
Burung-madu
sriganti (Olivebacked Sunbird)
1)
RI
IUCN
2)
3)
CITES
AB
II
AB
II
AB
II
AB
AB
AB
AB
Reff: Primary Data Analysis (2010); Sukmantoro, dkk. (2007); Noerjito & Maryanto (2001)
Information:
1)
A : UU No. 5 year 1990 on the Conservation of Natural Resources and Ecosystems
B: PP No. 7 year 1999 on the Conservation of Flora and Fauna
2)
CITES (Convention of International Trade in Endangered Species of Wild Fauna and Flora) Appendix
II
c. Other Fauna
Other fauna found in the study location include Reptiles. At least nine reptiles were
found in the study area, generally in the rice fields and settlement areas (see Table
3.11 for a list of reptiles). No reptiles were found that are protected by law.
EIA
III-18
Table 3.11
No
List of Reptiles
Family
Genus
Gekkonidae
Hemidactylus
Hemidactylus
frenatus
Gehyra
Gehyra mutilate
Gecko
Gecko gecko
Draco
Draco melanophogon
Bronchocela
Bronchocela
cristatella
Mabuya
Mabuya multifasciata
Takydromus
Takydromus
sexlineatus
Xenochrophis
Xenochrophis
piscator
Naja
Naja sumatrana
5
6
7
8
Agamidae
Scincidae
Lacertidae
Natricinae
Elapidae
Scientific Name
Local Name
Amphibians were found in the rice fields and rivers. Amphibians included the katak
sawah or Crab-eating Frog / Cricket Frog (Rana cancrivora and Rana limnocharis)
and the Kodok or Southeast Asian Toad (Bufo melanostictus). No amphibians were
found that are categorized as protected. See Table 3.12.
Table 3.12
No
Family
Bufonidae
List of Amphibians
Genus
Rana
2
3
Bufo
3.2.3
Scientific Name
Local Name
Rana cancrivora
Rana limnocharis
bufo melanostictus
Aquatic Biota
Plankton
Benthic
These components reflect the present and the physical and chemical dynamics of the
environment. These components interact with each other in the ecosystems.
EIA
III-19
a. Plankton
In the aquatic environment, plankton is an organism which floats in water; it is an
important biological factor in water. Plankton is a living organism which lives in the
water column and its movement depends on the water movement. There are two
types of plankton: phytoplankton and zooplankton. Phytoplankton is the primary
producer in water, while zooplankton is the first consumer which transfers energy
from the main producer to other organisms like shrimp and fish.
b. Benthic Organisms
There are two types of Benthic organisms: phytobenthic and zoobenthic, which is
broken down into macrobenthic, microbenthic and macroscopic benthic. Generally
the type of benthic organism that is used as an indicator of the quality of aquatic
environments is the macro zoobenthic organism. Macro zoobenthic organisms live
in the bottom of the water and its movement is relatively small.
3.3
Social economic cultural and health aspects of the ANDAL study area for the
rerouted segment of the Cikampek - Palimanan Toll Road (from STA 199+507.66
until STA 204+236.90 (about 4.5 km)) are the spaces or regions used as a part of
daily life for the local community that will be affected by the project. Social
interactions in this region are conducted according to social economic and cultural
dynamics, particularly the social interactions related to project activities. The
Cikampek - Palimanan toll road location from STA 199+507.66 until STA 204+236.90
(about 4.5 km) will have a direct impact on Cirebon Regency, particularly the district
of Ciwaringin which includes Ciwaringin, Galagamba, Budur and Babakan villages,
and the district of Gempol which includes Walahar village. The region that will be
directly affected by the project in Majalengka Regency is the district of Sumber Jaya
which includes the village of Panjalin Kidul.
3.3.1
Demographics
EIA
III-20
Table 3.13
No
I
1
a.
b.
c.
d.
2
a.
II
1
a.
Region
Cirebon Regency
Ciwaringin District
Ciwaringin
Babakan
Galagamba
Budur
Gempol District
Walahar
Majalengka Regency
Sumber Jaya District
Penjalin Kidul
Village
Dusun
RT
RW
45
5
6
3
5
148
21
14
16
28
46
5
6
8
5
58
15
259
72
13
Reff: Kabupaten Cirebon Dalam Angka Tahun 2010, Kabupaten Majalengka Dalam Angka
Tahun 2010
According to data from Cirebon Regency in Year 2010 (Kabupaten Cirebon Dalam
Angka Tahun 2010), Ciwaringin district is 17.79 Km2 with a population of 37,305
persons. The population consists of 18,337 men (50.52%) and 18,968 women
(49.48%) in 11,576 families. The region of Ciwaringin district that will be most
affected by large direct impacts of the project is Ciwaringin village, because
community and industrial land in this village will be affected by project activities.
Ciwaringin village was 162 ha with a population of 5,867 persons in 2009, consisting
of 2,919 men (49.75%) and 2,946 women (50.21%) in 1,496 families.
The second district in Cirebon Regency that will be affected by project activities is
Gempol district. Gempol district was 30.73 km2 with a population of 44,708 in 2010,
consisting of 22,303 men (49.89%) and 22,405 women (50.11%) in 12,634 families.
The village in Gempol district that will be affected by project activities is Walahar
village. Walahar is 2.65 km2 with a population of 3,555 persons, consisting of 1,762
men (49.51%) and 1,793 women (50.38%) in 1,113 families.
Ciwaringin village, at 162 ha , has a population density of 0.046 persons/km2.
According to BPS criterion for 1999 this value is categorized as low population
density because it is less than 200 persons/km2. Walahar village has a population
density of 1,341.51 persons/km2. This density level is categorized as high because it
more than 200 persons/km2. Detailed information on population density is shown in
Table 3.14.
Table 3.14
No
Region
Size
2
(Km)
Men
Women
Population
(persons)
Families
(KK)
Sex
Ratio
Population
Density
2
person/km
Density
Status
Cirebon
Regency
990.36
1,089,076
1,081,298
2,170,374
582,287
100.72
2,191.50
High
Ciwaringin
District
17.79
18,337
18,968
37,305
11,576
96.67
2,096.96
High
EIA
III-21
Gender
Region
a.
Ciwaringin
Gempol
District
a.
Walahar
II
Majalengka
Regency
Sumber
Jaya
District
Families
(KK)
Sex
Ratio
Population
Density
2
person/km
Density
Status
Men
Women
Population
(persons)
2,919
2,945
5,867
1,196
99
0.046
Low
30.73
22,303
22,405
44,708
12,634
99.54
1,454.86
High
2.65
1,762
1,793
3,555
1,113
98
1,341.51
High
1,204.24
600,396
606,306
1,206,702
378,159
99.02
1,002
High
32.73
28,503
29,591
58,094
18,060
96.32
1,775
High
Size
2
(Km)
No
Reff : Kabupaten Cirebon Dalam Angka Tahun 2010, Kabupaten Majalengka Dalam Angka Tahun
2010, Profile of each Village.
Criteria for Population Density Levels by the Central Bureau of Statistics in 1999 :
2
- High, if the population density is > 400 people/km
2
- Moderate, if the population density is 200 - 400 people/km
2
- Low, if the population density is < 200 people/km
Age Group
EIA
Ciwaringin
Walahar
Men
Women
Total
Men
Women
Total
0-4
244
247
491
105
108
213
5-9
217
211
428
104
108
212
10 - 14
366
368
734
108
100
208
15 - 19
255
264
519
105
105
210
20 - 24
271
274
545
105
106
211
III-22
Village
Age Group
Ciwaringin
Walahar
Men
Women
Total
Men
Women
Total
25 - 29
149
152
301
105
105
210
30 - 34
186
191
377
105
105
210
35 - 39
172
174
346
106
104
210
40 - 44
177
179
356
108
107
215
45 - 49
159
162
321
120
105
225
50 - 54
121
124
245
113
106
219
55 - 59
366
369
735
118
102
220
60 - 64
60
65
125
111
116
227
65 - 69
60
65
125
117
130
247
70 - 74
60
65
125
116
180
296
75+
138
228
366
277
372
649
Total
3001
3138
6139
1923
2059
3982
Dependency
Ratio
59
85
No.
Labour
1.
People aged 18 56
years
2.
EIA
Total
1,448
1,503
2,951
418
513
931
Walahar Village
(%)
31.55
Tota
(%)
856
824
1,680
32.09
575
166
741
14.15
III-23
Ciwaringin Village
Walahar Village
No.
Labour
Total
(%)
Tota
(%)
3.
39
45
84
2.85
281
658
939
17.93
4.
309
313
622
21.08
146
150
296
5.65
5.
Students
7 18 years
721
677
1,398
47.37
233
214
447
8.54
6.
490
405
895
30.33
528
605
1,133
21.64
7.
Labour Force
418
513
931
31.55
1,448
1,503
2,951
100
2,619
2,617
5,236
100
Total
Total
2,951
5,236
School Name
TK
SD
SLTP
SMA
SMK
Sekolah Raudlatul Athfal (RA)
Sekolah Diniyah
Madrasah Ibtidaiyah (MI)
Madrasah Tsanawiyah (MTs)
Madrasah Aliyah
School
13
41
3
1
1
3
31
2
3
1
Number
Pupil
Teacher
470
42
253
26
2251
98
510
35
52
21
119
13
2107
211
157
17
569
64
107
14
EIA
III-24
School Name
Total
School
Pupil
Teacher
TK
38
SD
17
4089
174
SLTP
33
2292
102
SMA
634
37
SMK
394
32
School Name
TK
SD
SLTP
SMA
SMK
School
2
18
1
-
Total
Pupil
109
5043
756
-
Teacher
5
202
44
-
Social Economics
EIA
III-25
Agricultural
Crop
No.
Growth
( Ha)
Yield
(Ha)
Production
(Ton)
Average
production
Qu/Ha
(Quintal)
2008
2009
2008
2009
2008
2009
2008
2009
Paddy Rice
98,689
64,852
93,517
88,503
552,960
512,596
57.92
60.72
Field Rice
2,241
2,259
2,484
2,244
7,930
7,309
31.92
32.57
Corn
13,511
16,876
11,417
17,133
69,479
110,674
60.86
64.6
Soybean
2,347
2,268
2,027
2,354
2,825
3,378
13.94
14.95
Green
Beans
859
1,685
849
1,626
799
1,429
9.41
8.79
Peanuts
1,227
1,021
1,211
1,038
1,769
1,531
14.61
14.75
Cassava
2,694
986
2,422
2,694
42,575
46,461
175.78
172.46
Sweet
Potato
1,091
756
725
1,058
11,409
17,567
157.37
166.01
EIA
III-26
Community Health
EIA
III-27
infrastructure, Cirebon Regency also has 132 doctors, 33 dentists, 635 nurses, 46
dentist nurses and 591 gynaecologists/midwives.
The number of patients in Puskesmas units in 2009 was about 193,691 persons, with
the most common infliction being diarrhoea.
Clean water resources consumed by the local community come from PDAM (public
water company) and ground water sources. While SPAL is present in the region, it is
not integrated well, and there is potential for floods in the rainy season. Sewage
disposal systems involve a public cleaning service, where the sewage is transported
to a public landfill (TPA) for open dumping. Sewage that is not transported by the
public cleaning service is managed by the community.
3.3.4
Community Perceptions
Based on feedback from conversations with the local community, village officials,
land owners, farmers, and businesses within the region affected by the Cikampek
Palimanan Toll Road Rerouted Segment, there are varies positive and negative
attitudes and hopes held by the informants with regards to the project plan. A
description of these attitudes, feedback, and hopes are shown in Table 3.21.
Table 3.21
No.
1.
Village /
Region
Walahar,
201+300,
Kalimati RT 350,400,
02 RW 04 450
Asset Type
Affected by
Project Plan
21 Houses
Informant
Pak Amin
family
Pak Sutari
family
1 madrasah
24 yards and
local farms
Village Land
(Tanah
Bengkok)
Attitude/Feedback/Hope
Pak Miftah
family
EIA
III-28
No.
Village /
Region
STA
Location
Asset Type
Affected by
Project Plan
Informant
Attitude/Feedback/Hope
Farm workers
at Tanah
Bengkok
Kuwu Desa
Walahar
EIA
III-29
No.
Village /
Region
STA
Location
Asset Type
Affected by
Project Plan
Informant
Attitude/Feedback/Hope
2.
Walahar,
Kalimati
Graveyard
201+600.
650
30 Graveyard
and Sacred
Rocks
Kuwu Desa
Walahar
People
of
Desa
Ciwaringin
owner
of
family
graveyards
EIA
III-30
No.
Village /
Region
STA
Location
Asset Type
Affected by
Project Plan
Informant
Attitude/Feedback/Hope
3.
Penjalin
Kulon
Yard
and
Rice Field
H. Yono, land
owner
EIA
III-31
No.
Village /
Region
STA
Location
Asset Type
Affected by
Project Plan
Informant
Attitude/Feedback/Hope
4.
Ciwaringin
Yard,
rice
field,
and
Grinding Mills
Kuwu
Ciwaringin
Village
Secretary
EIA
III-32
No.
Village /
Region
STA
Location
Asset Type
Affected by
Project Plan
Informant
Attitude/Feedback/Hope
202+600,
650
EIA
Yard, grinder
machine,
office,
H. Sutisno
(son of H.
Imran),
III-33
No.
Village /
Region
STA
Location
Asset Type
Affected by
Project Plan
musholla
Informant
Attitude/Feedback/Hope
Owner of
grinder plant
EIA
III-34
No.
Village /
Region
STA
Location
202+550
Asset Type
Affected by
Project Plan
Vacant land
at location I
and vacant
land behind
the Factory
storage
facility
Informant
Rully,
Manager of
the Rattan
Factory
(Owner is
Hendra
Benny
Skardi)
Attitude/Feedback/Hope
EIA
III-35
No.
Village /
Region
STA
Location
Asset Type
Affected by
Project Plan
Informant
Attitude/Feedback/Hope
5.
Babakan
200+950
Yard, house,
and Rice field
Alex, Manajer
PT. Terracota
(Ceramic
Factory)
Kuwu
Babakan
3.3.5
will be un-halted.
This toll road will bring benefits
for this business, especially with
regard to goods distribution and
access both for raw materials
and market distribution.
Front part of the factory will be
affected
Does agree to the toll road plan,
as long as vehicle traffic in and
out of the factory is not halted
and remains safe.
It is considered that the land
that will be acquired is to wide
enough because it will be
difficult to develop activities in
the future.
Toll road will not disturb this
business activity.
Compensation value is
reasonable and beneficial.
400 persons are employed, and
produce various ceramic
products such as closets, floors,
ventilation, etc for Java.
Socialization activity that was
implemented by the project did
not reach this village
government.
Compensation price from
experience has tended to be
defined by the Appraisal Team.
The discussion on price is a
formality only and the price
proposed by the community has
by experience always been
avoided.
the land affected is village land,
2 houses, and 1 iron factory.
The iron factory has an
objection because the front part
of its business will be obliquely
cut.
Transportation
Transportation sector is the main backbone for the growth of other sector. It
connected one economic region to another and between production area to
marketing area, which wil eventually increase economic scale of the entire region.
Transportation system include land and sea transportation. From the entire public
road, only 20% belong to the stated or province, while 63 % is a scaled roads with
good and moderate condition.
EIA
III-36
Volume of Traffic
Vehicle
Vehicle
Categorization
Type
Car
small/ Van
Bus
Small
Medium
big
Truck
Pick up
2 As wheel
3 As wheel
Semi-Trailer
Full Trailer
Sub Total
Total
Amount of
Calculation
Rate of Activity
National Road
Volume
Percent
245.984
29,8
101.325
12,2
85.863
10,4
187.188
22,6
118.228
14,3
205.200
24,8
24.290
2,9
Province Road
Volume
Percent
110.455
31,7
74.387
21,3
21.358
6,1
95.745
27,4
61.564
17,6
75.654
21,7
2.841
0,8
42.817
5,2
2.176
3.571
394.108
827.278
0,4
47,6
100,0
597
142.832
349.032
0,6
0,2
40,9
100,0
3,80
4.168
536.938
1.176.310
0,40
45,60
100,00
81
114
195
10.213
3.062
6.031
Table 3.23
V/C Ratio
1,0
1,8-1,0
0,6-0,8
0,4-0,6
0,2-0,4
0-0,2
Total
Percentage
> 12 km
19,0
17,0
19,0
31,0
16,0
103,0
3,0
The table above describe the rationanalysis of traffic volume in State/ province road
in West Java. It can be found :
10% of the network has achieved the effective capacity standard (V/C ratio >0,8).
The other 9.5% has ratio V/C about 0.8 and some of the road estimated to reach
the capacity (V/C ratio >0.9) less than 4 years.
63% of the other network has V/C ratio 0.4 or less, although some of the road
(78%) just a small part of the network with 6.1 meter wide or less.
The type of public transportation available is mini bus, village transportation, medium
bus, and inter-city bus. The problem in west java transportation are the inadequate of
networking road system and there are few points which are prone to traffic jam in the
primary road. Therefore the toll road project become crucial to solve the problem.
EIA
III-37
CHAPTER IV
SCOPING
Scoping defines the project activities and impacted environmental components in
more elaboration for the Rerouted Toll Road Segment STA 199+507.66 until STA
204+236.90, and determines the study area where all the significant environmental
impacts are predicted to occur.
The scoping process is implemented gradually. First the process identifies the
potential impacts that are predicted to occur based on the project activity plan and
the environmental components. The second part of the process is the evaluation of
these potential impacts to identify which will cause bigger impacts and to identify
which impacts are hypothetically significant.
The process of impact identification and evaluation involves input from the
community, and experts who submit verbal and also written input in the public
consultation process. These are some of the main considerations in defining the
significant hypothetical impacts.
According to the questions, statements and information received from the community
there are several issues that should be considered in this ANDAL study, such as:
(1) Land acquisition
(2) Sacred graves
(3) Labour employment
(4) Destruction of existing roads
(5) Public order and safety.
(6) Environmental pollution
4.1
Identification of potential impacts aims to measure the potential impacts that may
occur due to the construction plan for the Rerouted Toll Road Segment, STA
199+507.66 until STA 204+236.90. The impact identification process was discussed
with AMDAL experts, included input from public consultations, and considered
information about various environmental issues in the project site as found by the
study team.
The identified potential impacts have been arranged in a matrix (see Table 4.1) that
describes the relationship between the environmental components that will be
affected and their causes as a source of impact, in the pre-construction, construction,
and operation phases. Figures 4.1 to 4.3 outline the impacts for each phase; preconstruction, construction and operation.
EIA
IV-1
Labour Mobilization
Dismissing Labour
Road Operation
Road Maintenance
ENVIRONMENT COMPONENT
A. PHYSICAL CHEMICAL
1. Climate
2. Air quality and noise level
3. Physiography and Geology
4. Water Quality
5. Hydrology
6. Space, land and soil
B. BIOLOGICAL
7. Flora
8. Fauna
9. Aquatic Biota
C. SOCIAL ECONOMIC
CULTURAL
10. Demography
11. Employment
12. Culture/Community habits
13. Social conflict
14. Public perceptions
15. Traffic and Accessibility
D. PUBLIC HEALTH
16. Environment Sanitation
17. Morbidity
Information :
: Potential Impact
EIA
OPERATI
ON
CONSTRUCTION
Planned Acquisition
ACTIVITY TYPE
PRE
CONSTR
UCTION
Field Survey
Table 4.1
IV-2
Figure 4.1
EIA
IV-3
Figure 4.2
EIA
IV-4
Figure 4.3
4.2
EIA
IV-5
Table 4.2
Summary of Hypothetical Significant Impacts Evaluation for the Rerouted Toll Road Segment STA 199+507.66
until STA 204+236.90.
Potential Impact
I. Pre Construction Phase
Social Economic Cultural
1) Public perceptions due to the
field survey
EIA
Hypothetical Significant
Impacts
Loss of
employment/profession
IV-6
Potential Impact
of buildings and factories, while the noise will disturb residents comfort levels
during their rest time, mainly in the afternoon and evening. Based on these
considerations, the mobilizing of heavy equipment and building materials is an
important hypothetical impact.
Clearing and development of land along the 4.5 kilometres includes land
clearing, stockpiling, excavation of the land in accordance with the existing
contours of the land, and road construction work including building structures,
installing drainage, piling and completing the development and supporting
facilities. Most work sites are located in community neighbourhoods, and
fugitive dust will stick to the surfaces of buildings and factories, while the
noise generated by the machines will disrupt the comfort of residents at rest,
mainly in the afternoon and evening. Based on these considerations, the
clearing of land and construction of the road is classified as a hypothetical
important impact.
Some places located in flat areas, basins and steep hills need to be stripped
and have cut and fill work done. These activities will lead to changes in the
landscape, especially along the 4.5 km route. Another potential impact is the
increased occurrence of landslides due to slope instability and erosion that
can lead to an increase in TSS in the receiving water bodies. Based on these
considerations, the clearing of the land and road construction are considered
a hypothetical significant impact on physiography and geology.
Mobilization of 150 employees and construction activities will generate waste
that will pollute domestic water quality. Some workers will stay in their homes,
while the migrant workers will be given accommodation in the base camp
which will be equipped with toilet facilities. Based on these considerations, the
impact of workers on the decline in river water quality is considered a not
important hypothetical impact.
Clearing of land and road construction activities will involve cut and fill and
stripping, so when it rains the run-off will enter into watersheds, especially
Ciwaringin River. Walahar village will experience siltation of irrigation
channels due to an increase in TSS in the receiving water bodies. The impact
of increased sedimentation and TSS in receiving water bodies will cause
disruption to aquatic biota and water users, which is feared to cause negative
EIA
Hypothetical Significant
Impacts
IV-7
Potential Impact
Biological
1) Loss of vegetation due to land
clearing and road construction.
EIA
Hypothetical Significant
Impacts
IV-8
Potential Impact
Labour mobilization will produce a positive impact in the form of increased job
opportunities because of recruited local labour. It will additionally open new
business opportunities around the project location, in the form of informal
support/service businesses; hence the income of local people will increase.
This impact is categorized as a hypothetical important impact.
Construction activities will need building materials in large numbers and this
demand will be met by suppliers of local goods. Mobilization of building
materials will involve a huge number of heavy vehicles which will be supplied
by a local contractor. Transportation of building materials and heavy
equipment will need drivers and services for drivers such as food stalls,
workshops, tire services, etc., and hence mobilization activities is categorized
as a hypothetical important impact to increase local income.
Hypothetical Significant
Impacts
-
Disturbances to Aquatic
Biota caused by decreasing
water quality
At the end of the construction stage the labour employed for construction will
EIA
IV-9
Potential Impact
EIA
Hypothetical Significant
Impacts
-
IV-10
Potential Impact
Public Health
1) Decreasing sanitation caused by
labour mobilization, mobilisation
of heavy equipment and
materials, land clearing and road
construction
EIA
Hypothetical Significant
Impacts
IV-11
Potential Impact
III. Operation Phase
Physical Chemical
1) Degraded Air quality and
Increased Noise levels due to
toll road operation
EIA
Vehicle activity on the toll road will produce exhaust gas emissions such as
CO, NO2, SO2 and dust; hence air quality will degrade and noise levels will
increase. Degraded air quality will cause impacts such as health disorders
especially in people who live in the neighbouring settlements that pass the toll
road. Vehicles will also increase noise levels which will disturb the comfort of
the local community at night. As the toll road will operate continuously for 24
hours, this impact is categorized as a hypothetical important impact.
Water quality will be degraded during the toll road operation due to potential
oil spills and other substances from vehicles which will runoff into nearby
water bodies on rainy days. Increased levels of oil & fat in water bodies will
disturb aquatic biota and the people who use the river water, hence it is
feared to cause negative perceptions about the project. This impact is
categorised as a hypothetical important impact.
Toll road maintenance will also cause the degradation of water quality as
substances present on the surface of the road will runoff into nearby water
bodies on rainy days. Increased levels of oil & fat will disturb aquatic biota and
people that use the river, hence it is feared that this will cause negative
perceptions of the project. This impact is categorised as a hypothetical
important impact.
The existence of the toll road will change water flow patterns as the water
bodies are cut by the road, and land cover will change from green open space
to closed roads which will cause changes in the coefficient of water which in
turn affects the flow of water when it rains. The impact of disruptions to the
flow pattern of Ciwaringin River and irrigation channels as well as increased
run-off may lead to negative community perceptions about the project.
Although the rivers and irrigation canals that are cut by the road toll have
been equipped with culvert systems, if left untreated sedimentation and
blockage by plants will occur and reduce the capacity of the culverts to
manage this sedimentation. The increase in water flowing into the public
drainage system will lead to increased discharges into the channels so that if
the maximum capacity is exceeded they will overflow into the lower regions.
This impact is categorised as a significant hypothetical impact.
Hypothetical Significant
Impacts
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Potential Impact
Biological
1) Aquatic biota is disturbed due to
toll road operation and
maintenance
Toll road operation will create job and business opportunities for the local
community. This increase in employment opportunities will reduce the
dissatisfaction amongst local communities about other negative toll road
operation impacts. This impact is categorized as a hypothetical important
impact.
Toll road maintenance will increase the income of those hired/involved in road
maintenance. Although road maintenance has small hiring requirements, it will
help local people as an alternative profession to increase their income. This
impact is categorized as a hypothetical important impact.
EIA
Toll road operation will cause changes to local culture and habits amongst the
local community due to disturbances to the local community. The toll road will
cross by settlements and cut communications between villages, and hamper
easy access of these villages via motorcycle or walking, as it will become too
far for local people to use the bridge crossings. This habit will be difficult to
change and hence people will push their self to cross the toll road bridges with
high risk. This impact is categorized as a hypothetical important impact.
Toll road operation and maintenance will cause negative perceptions amongst
the local community due to decreasing air quality and increased noise levels,
flooding of rivers and irrigation channels, and the lack of job opportunities
during toll road operation. Toll road operation is long term, and will continue to
have various impacts on the physical and chemical environmental side. This
Hypothetical Significant
Impacts
Increased oil & fat content in
water bodies will disturb
aquatic biota.
Negative community
perceptions caused by
continued impacts
IV-13
Potential Impact
4) Traffic and accessibility
Public Health
1) Increased morbidity due to toll
road operation
Hypothetical Significant
Impacts
Toll road operation will cause health disorders such as increasing morbidity
caused by degraded air quality due to vehicle activity which will emit exhaust
such as CO, NO2, SO2 and dust. As toll road operation will be a long term 24
hour operation and it will run through settlements, this impact is categorized
as a hypothetical important impact.
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A. PHYSICAL CHEMICAL
1. Climate
2. Air quality and noise level
3. Physiography and Geology
4. Water Quality
5. Hydrology
6. Space, land and soil
B. BIOLOGICAL
7. Flora
8. Fauna
9. Aquatic Biota
C. SOCIAL ECONOMIC
CULTURAL
10. Demography
11. Employment
12. Culture/Community habits
13. Social conflict
14. Public perceptions
15. Traffic and Accessibility
D. PUBLIC HEALTH
16. Environment Sanitation
17. Morbidity
Information :
P = hypothetic significant impact
TP = hypothetic not significant impact
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OPERAT
ION
Dismissing Labour
Road Operation
Road Maintenance
CONSTRUCTION
Labour Mobilization
ENVIRONMENT COMPONENT
PRECONSTR
UCTION
Planned Acquisition
ACTIVITY TYPE
Field Survey
Table 4.3
P
TP
TP
P
P
P
P
P
P
P
P
P
P
P
P
P
TP
TP
P
TP
P
P
P
P
P
TP
P
TP
P
P
TP
P
TP
P
TP
TP
T
P
P
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Figure 4.4
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Flow Diagram of Scoping for the Rerouted Toll Road Segment STA 199+507.66 until STA 204+236.90
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4.3
Field Survey
Land Acquisition
2) Construction Phase
Labour mobilization
Labour dismissal
3) Operation Phase
Road operation
Road maintenance
4.4
Space land and soil, including the parameters: land use, land use inventory,
and potential development of land.
2) Biological Components
a. Terrestrial Biota, including flora and fauna, consisting of the parameters:
diversity, cultivation, vegetation, natural vegetation, and protected species;
b. Aquatic Biota.
3) Social, Economic and Cultural Components
a. Demographics, consisting of: population structure, population density,
education levels, and productive labour age;
b. Economics, consisting of: economic infrastructure, community income levels,
job opportunities, and profession/employment;
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c. Culture, consisting of: local habits and trends, social change, and attitudes and
perceptions.
d. Traffic, including the parameters: traffic volume and road congestion.
4) Public Health Components
Public health consists of the following components: morbidity and environmental
sanitation (clean water, nutrition, health facilities, doctors and paramedics).
4.5
The boundary of the Supplemental ANDAL, RKL and RPL Study area for the
Rerouted Road Segment STA 199+507.66 until STA 204+236.90 was determined
with consideration for the wide impact area to be affected by the project, which
consists of the following project boundaries: ecological, social and administrative
boundaries.
1) Project Boundaries
The study area was based on the width of the project road: 4.5 km long and 60 m
ROW; hence a total area of about 27 Ha.
2) Ecological Boundaries
The ecological impacts are limited to the receiving water bodies (namely the irrigation
channels in Walahar village and the Ciwaringin River), and the air which is limited to
the location of the nearest settlement.
3) Administrative Boundaries
Government administrative boundaries that are predicted to be potentially affected by
the project are Sumber Jaya district in Majalengka Regency and the Ciwaringin and
Gempol districts in Cirebon Regency, West Java Province.
4) Social Boundaries
Social boundaries are the regions where people are predicted to be affected directly
by the project: Panjalin Kidul village in Sumber Jaya district, Majalengka Regency;
Walahar village in Gempol district, Cirebon Regency; and Ciwaringin village in
Ciwaringin district, Cirebon Regency.
5) Study Area Boundary
The ANDAL study are boundary is a result of the project administrative, social and
ecological boundaries, as shown in Figure 4.5.
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Figure 4.5
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Table 4.4
Environmental
Component
Schedule
2 year
Negative perceptions
2 year
Air Quality
2 year
Water Quality
2 year
2 year
Hydrology
2 year
Biology
- Vegetation Loss
- Terrestrial fauna Loss
- Disturbance to aquatic biota
1 year
1 year
1 year
Social Economic
Cultural
2 year
2 year
2 year
2 year
2 year
2 year
- Traffic congestion
- Road damage caused by material
transportation.
- Road damage cause by land clearing
1 year
1 year
2 year
Construction Phase
Transportation
2 year
1 year
Operation Phase
Air Quality
Social economiy and
culture
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2 year
2 year
IV-20
CHAPTER V
PREDICTED ENVIRONMENTAL IMPACTS
5.1
5.1.1
Employment/Profession
The size of the project site for the Rerouted Toll Road Segment from STA
199+507.66 until STA 204+236.90 is 27 Ha. The land acquisition process will acquire
land owned by individuals, Perhutani and PT. Telkom. Land that lies within the new
4.5 km road route includes yards, gardens, productive rice fields, and forest.
1) Impact on Agricultural Production
Land acquisition is predicted to produce negative impacts on the income of the local
people, especially for those involved in rice field and garden production. Although
farmers will face a declining income as their productive land will be acquired by the
toll road, the declining income will only be temporary because the local community
will receive positive impacts from the land acquisition in the form of high
compensation rates.
The extent of this economic impact is known by comparing the economic land value
of rice and crop fields with the economic value of the land to be acquired, and
calculating the value of land compensation received by the local people according to
the size of the land to be acquired.
The compensation value received by the local people should be used to allocate new
land to compensate for the acquisition of the productive land, such as buying other
land or businesses. According to discussions with land owners after receiving the
compensation payment, it was found that the claimants used the money to buy other
more productive land around the project location or in other villages. The
compensation payment was also used for business purposes.
An important negative impact faced by several farmers, as found through discussions
with several farmer land owners, is the loss of their main profession because the
productive land was acquired and the compensation payment was not used to buy
other productive land.
2) Impact on Income
Residential land and industrial/commercial activities, like rock grinding factories,
rattan factories, waste and good storage and ceramic factories will be acquired
during land acquisition. The negative impact on income is temporary because after
the claimants receive their land compensation payment it will turn this impact into a
positive impact.
Negative impacts will accumulate up until the operation phase, if the land
compensation price does not match local community demands; hence land
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Social Conflict
Kalimati region is a productive region with old residential areas. Other regions
are less productive and the soil is more broken, hence the other regions can
not be used as an agriculture area.
Accessibility of the local people will be halted because the toll road plans to
cross the centre of their land, rice fields and garden. Hence it will be difficult
for businesses, land owners and workers to travel communicate and access
their resources.
Based on the conditions above, the field survey will produce big impacts with regard
to potential social conflicts. A new potential source of social conflict is to do with disorganisation, where their social lives will disintegrate, or where there are differences
or gaps between groups and their goals. Social groups are on one side and
businesses and the central government, who implemented this activity, are on the
other side.
Different goals among the groups must be considered as community interest through
encouraging community involvement before the activity is undertaken. By involving
the community from the beginning of the planning process, the community will clearly
understand the goals of the Rerouted Segment of the Toll Road. Community
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Community rights are legally recognized and guaranteed by law No. 28/1999,
article no. 8 and 9.
Community has the right to receive assurance that their aspirations, opinions,
and interests have been attended to in the decision making.
Based on these conditions, if synergy is not achieved between the functions and
goals of each group, then social conflict in the community will be big.
Potential conflict may arise within the following groups that are affected directly by
this project:
1.
2.
People who live in the villages that are affected directly by the Toll Road
Rerouting STA 199+507.66 until STA 204+236.90, namely:
a.
b.
c.
d.
Land owners, whose land will be acquired by the Toll Road development. They
live in the villages directly affected by the project, as well as in some other
villages indirectly affected by the project.
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people affected by the impact, and the reversibility of this impact, the land acquisition
activity is predicted to produce an important negative/positive impact.
5.1.3
Community Perceptions
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2. Do not disturb business activities (such as the rock grinder plant and ratan
factory) and provide alternative land to relocate to (such as PT. Perhutani
land)
3. Relocated residential houses and the madrasah in Walahar village to Tanah
Bengkok in Walahar village.
4. Do not disturb family graves, and if possible relocate the road plan to other
locations, or give the families alternative land and provide for the cost of
relocating the grave to an area that is not far from the current position.
Figure 5.1
Base on these conditions, the predicted negative impact will spread widely amongst
the local community and other villages/districts affected by the project, hence the
number of people to be affected consists of:
1. People living near the project site that will be directly affected: Ciwaringin, Budur,
Galagamba, Babakan villages (in Ciwaringin District), Walahar village (in Gempol
District) in Cirebon Regency, and Penjalin Kidul village (in Sumber Jaya District)
in Majalengka Regency.
2. Land owners affected by the Toll Road development. They live in villages
affected by the project, as well as in other villages.
This impact of negative perceptions can be reversed if the project
initiator/government ocnducts comprehensive and transparent socializations about
the project to the local community. Based on the above-mentioned factors the field
survey is categorized as a negative important impact.
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5.2
CONSTRUCTION STAGE
5.2.1
Io
Ni
vi
Speed of vehicle
Duration of exposure
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These calculations do not consider natural noise filters such as plants or the wind
direction and speed. If plants are around this should reduce the noise level from
between 2 - 5 dBA (Raw & Wooten, 1980) depending on the type and density of
plant, as shown in Table 5.1.
Table 5.1 shows the noise levels in the receptors, particularly the settlements; noise
will be present in a radius of 125 m (more than the regulatory standard) from the
noise source, while after radius 125 m noise will meet with standard. In green open
spaces, especially forests, the safe distance from noise source will be within a radius
of 500 m. Noise levels in settlements along the road will become 57-71 dBA or 62.4
dBA, where the existing level is 49.8 dBA.
Table 5.1
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construction of supporting facilities). Several villages are in this project area: Panjalin
Kidul, Walahar and Ciwaringin.
In the dry season, soil particles will easily fly by wind and spread. Hence they will
easily cover buildings and plants. High dust particle concentrations in the ambient air
will produce continued impacts on health and aesthetics, hence it is feared this
impact will produce social conflicts. The impact description is as follows:
1. Impacts to health are caused by dust particle entering the respiration channel
and producing ISPA disease. Time of exposure for this disease is between 2-4
years, depending on health conditions at the receptors and the dust quantity
inhaled. Based on the project description, exposure to dust will be long as peak
construction will be over 3 months; however the construction locations will
move according to work progress.
2. Impacts on aesthetics are caused by dust covering the buildings and plants
hence making the area aesthetically unpleasant. Dust on buildings and plants
will be continuously difficult to remove and will form a layer on the building and
plant surface.
3. Impacts on health and aesthetics will cause continued social conflict.
Predictions on how far the particles will spread used a fluid dynamic formula from
Stoke. The fall of dust particles to ground used the following formula:
V = gp(dp)2/18a
Where:
dp
= 144.14 lb/ft
= 0.0000121 lb/ft-second
By using the formula above, the speed of falling particles is 0.3665 ft/second.
Time needed for particles to settle from different heights to the ground surface
from 2 meters (6.56 ft) is:
t = (height of particle fall) : (speed of particle fall) = 6.56 ft : 0.3665 ft/second
= 17.90 second
= 0.005 hour.
Hence, the horizontal distance of the dust particles are:
S
Based on this calculation, dust particles should spread within a radius of 39 m from
the activity location, and will spread wider if wind is present.
The change to environment quality is temporary, but will accumulate if it covers
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building and plant surfaces as it is difficult to remove unless it is wet by rain water. If
it is found in respiration channels of acute ISPA patients it will be difficult to recover
although their exposure will only be 3 months and the works will move according to
work progress. Hence the impact on health is small and reversible as the time of
exposure is short term. Based on the abundance number of people affected by this
impact the impact is categorized as an important negative impact.
2) Noise Level
Land clearing and road construction along the 4.5 km consists of land clearing (cut
and fill and excavation according to the land contours), and construction works
(structure construction, drainage construction, foundation installation and
construction of supporting facilities) these will increase noise levels in the
environment due to the operation of engines. Increasing noise levels will disturb
peoples comfort especially in the evening or night.
To give a picture of the spread of noise levels the following calculation was used,
with several approaches as follows:
- Noise source - equipment used
= 85 dBA
= 50 dBA
r2
r1
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Table 5.2
Distance (m)
1.
85.00
2.
25
72.20
3.
50
61.02
4.
60
59.44
5.
70
58.10
6.
80
56.94
7.
90
55.92
8.
100
55.00
9.
150
51.48
10.
200
49.98
11.
250
47.04
Based on calculation results of noise level in Table 5.2, the noise level in settlements
at a radius of 100 m from the construction equipment will meet the noise level
standard for residential environments of 55 dBA (according to KEPMENLH No. 48
Year 1996). Noise level will not disturb hearing functions or communication because
the level is low, but it will disturb comfort at night if the activity is implemented at
night.
The change to the environment is temporary and will not accumulated because the
noise level will not disturb hearing and the construction works will always move
according to the work progress; as such the impact should be reversible because its
time exposure is low. According to the abundant number of people affected by the
impact, especially in the three villages, this impact is categorized as an important
impact if implemented at night.
5.2.2
The project route runs through plains, creeks and hills hence it will require cut and fill
to meet the road elevation design. The cut and fill and excavation of slopes will
potentially increase the risk of landslides and erossion which will in turn cause
increasing levels of TSS in water bodies.
It is predicted the construction activities will impact on soil morphology and porosity
and cause erosion due to land clearing and construction of roads and supporting
facilities. Land morphology and porosity will be changed from the previous condition
which was flat land with hills and low land with relatively high porosity that was
previously used for gardens, settlements and rice fields; when land clearing is
implemented the land will become compacted and its porosity and rate of rain water
absorption will become low. Road construction will change the soil from having high
porosity and high water absorption rates so that it will become difficult to absorb
water. Land clearing and construction will also increase erosion hazards as it will
change the components that affect erosion.
The changes to the erosion coefficient will affect erosion levels at the project site.
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Land cut and fill will make the land susceptible to erosion and the accumulation of
mud during the rainy season, as there will be an accompanying increase in the
volume of run off. Based on the Universal Soil Loss Equation (USLE) formula from
Weischmeir and Smith (1960), the predicted increase in erosion rates should be
calculated as follows:
E = R.K.L.S.C.P.
Where:
E = Average annual soil erosion (ton/ha)
slope of 22 m
CP
E
(Averag Ton/Ha/
e)
year
Wide
(Ha)
Erosion
Class *)
1.35
27
Very light
1.0
26.86
27
Class II
0.009
0.24
27
Very light
2038.39
0.2
3.05
0.2
0.05
Construction
and land
clearing
Toll Road
Operation
2038.39
0.2
3.05
0.2
Toll road
construction
2038.39
0.2
3.05
0.2
Based on the calculation results in Table 5.3, it is shown that the potential soil loss
prior to the project land clearing was 1.35 ton/ha/year, but this rate will increase once
land clearing is implemented to 26.86 ton/ha/year; hence the erosion rate is
increased by almost 20 times.
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Impact of erosion will cause decreasing water quality due to incresaed turbidity (TSS)
which will in turn disturb aquatic biota and river users. An abundant number of
humans will be affected by this impact on river water and irrigation channels. This
impact will last for 3 months from the start of land clearing and will continue through
to road construction, while the impact intensity will increase in the rainy season.
Based on the above considerations land clearing and road construction are
categorized as having an important impact on changes to the natural landscape
and erosion.
5.2.3
Water Quality
Land clearing and road construction will involve the cut and fill of slopes, hence in the
rainy run off will carry soil particles to the rivers, especially Ciwaringin River and
irrigation channels in Walahar, which will increase mud and TSS in the receiving
water bodies. According to the results in Table 5.3, it is shown that the rate of erosion
will increase by almost 20 times.
Based on data on the existing environment it is shown that the TSS content in
Ciwaringin River is 73.67 mg/L and in the irrigation channel is 53.70 mg/L; hence the
existing quality of these water bodies already exceeds the standards for TSS (50
mg/L) according to PP No. 82 Year 2001 for Class II. Land clearing in the wet season
will increase erosion rates by about 20 times, hence the TSS content in Ciwaringin
River should reach 1,473 mg/L and 1,074 mg/L in the irrigation channels, which will
really exceed the standard (50 mg/L) from PP No. 82 Year 2001.
The impact of increased mud and TSS in the receiving water bodies will cause
disturbances to aquatic biota and river users; hence it is feared to produce social
conflicts. An abundant number of people will be affected by this impact. This impact
will last for 3 months starting from land clearing and continuing through to road
construction, while the impact intensity will increase on rainy days. This impact will be
temporary, will not accumulate, and is reversible once the activities stop. This impact
is thus categorised as an important impact on water quality.
5.2.4
Hydrology
Land clearing and road construction will change water flow trends, and will convert
land coverage from green open space to road which will change the run off
coefficient and run off debit at the project site on rainy days. Based on the project
plan, the road will cross both natural water channels and irrigation channels which
will be fitted with culverts designed according to the maximum debit capacity for each
channel.
Increasing run off is predicted to be not significant, because the volume of run off on
rainy days will spread along the 4.5km road line and will enter road drainage which is
designed to flow immediately to the nearest water body.
The impact of the road crossing natural water channels and irrigation channels will
cause potential water overflow in lower areas, hence if this occurs in residential or
farming areas it will produce social conflict. This impact will be temporary, only on
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rainy days, but the floods will need more time to recede, and the number of people
affected by this impact is abundant in residential and agriculture areas. This impact
will be temporary but it will continue throughout the toll road operation phase, and
although it will not be cumulative and it will be reversible once the rainy season is
over the damage will be difficult to recover. Based on the above considerations and
the number of people affected by this impact and the potential lead to social conflict,
this is categorized as an important impact.
5.2.5
Aquatic Biota
Land clearing and road construction will disturb aquatic biota due to decreasing water
quality. According to the description of decreasing water quality above, it was shown
that the TSS content in the receiving water bodies on rainy days will increase by 20
times compared with the existing conditions, of which were already exceeding the
standards of PP No. 82 Year 2001.
The number of people affected by this impact is relatively low, almost none,
especially as there are no fishermen who catch fish in the water bodies, and there
are no ponds downstream of the water bodies. This impact will last for 3 months
beginning from land clearing and continuing through to road construction, while the
impact intensity on rainy days will increase. This impact is temporary, not cumulative
and reversible when the activities stop and on dry days. Based on these
considerations, land clearing and road construction is categorized as an important
impact with regard to disturbance to aquatic biota.
5.2.7
Employment/Profession
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construction phase, the job opportunities for local people will induce the growth of
local economic activity, such as food stalls, transportation services and social
services.
The number of people affected by this impact is numerous as 70 90 persons will be
directly employed. This impact will last for 6 months, while the impact intensity will
remain the same throughout the construction stage. This impact is however
temporary, will not accumulate, and is reversible at the end of the construction stage.
As the number of existing job opportunities in the activity location is limited and the
number of labour is high, this impact is categorized as an important impact on
employment.
5.2.7.2 Mobilisation of heavy equipment and construction materials, and land
clearing and road construction
Construction activities will require a large amount of building materials; these goods
will be supplied by local suppliers. Mobilisation of building materials and heavy
equipment will also involve a large number of transport vehicles which will be locally
supplied. This transport will requires drivers and services for drivers like warehouses,
workshops and tire/car maintenance services.
An abundant number of local people will be affected by this impact as they receive
opportunities to become local suppliers for the construction activity and local labour
for contractors. This impact will last for 6 months, while the impact intensity will
remain the same throughout the construction activity. This impact is temporary, not
cumulative, and reversible at the end of the construction stage. But as the number of
existing job and business opportunities in the project area is low and the rate of
unemployment is high, this impact is categorized as an important impact on
employment.
5.2.8
Social Conflict
Labour mobilization will produce negative impacts with regard to changes to security
and community comfort, due to community fears over increasing interactions
between local labour and migrant labour. This fear is caused by the differences
between the cultures and norms, social economic and religious differences of the
local community and the migrant labour.
Interactions are predicted to be negative because the migrant labour will have to
adapt with the local workers. It is predicted this will cause disputes between the
migrants and local labour.
Disputes between local labour and migrants will occur over work conflicts, where the
local people will be recruited as manual labour, while the migrants will be recruited as
experts and in higher positions. The nearest distance between the base camp and
local community residences will induce disputes where local people will disturb the
migrants, and potentially the negative habits brought by migrants will conflict with
local norms.
This condition will produce fears amongst local community with increasing intensity.
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Community Perceptions
Construction worker positions are assumed to be filled by local people, and if they
are filled by contractor workers then these job opportunities will not be filled by the
local community. As job and business opportunities are low at the project location
and the generation of labour by the project will be high, the recruitment of
construction labour will potentially produce negative perceptions amongst the local
community if labour recruitment is not implemented transparently. Negative attitudes
and perceptions amongst the local community towards the mobilisation of heavy
equipment and construction materials and increases in dust levels may continue to
increase. Negative attitudes and perceptions of the local community to the project will
also be present if mud and turbidity increases in water bodies used by local people
for sanitation, and if floods occur because the natural channels and irrigation cannels
are cut by the toll road.
An abundant number of people will be affected by this impact if local people do not
receive opportunities to participate directly or indirectly with the project, and if they
receive impacts like decreasing air quality, increasing noise levels, and decreasing
water quality in the construction stage. These impacts will last throughout the
construction stage, while the impact intensity will be high. This impact is temporary,
cumulative, and reversible at the end of the construction stage. But based on the
consideration that business opportunities are high and the community is religious,
this impact is categorized as an important impact.
5.2.10 Morbidity
Activities in the construction stage will have impacts on morbidity due to increasing
dust levels when heavy equipment and construction materials are mobilized. This
change to the environmental quality is temporary as it will only last during the
construction phase; however it is cumulative if the dust settles in the respiration
system of ISPA patients, hence these patients will not easily recover although the
time exposure is only 3 months. As the work activities will move according to the
work progress, the impact on health is small and reversible because the exposure
time is short term. Based on the abundant number of people that will be affected,
especially in the three villages, this impact is categorized as an important impact.
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5.3
OPERATION PHASE
5.3.1
1) Air Quality
Air quality will be degraded during the toll road operation due to gas emissions from
the vehicles using the toll road. The exhaust gas emissions will increase the levels of
air quality parameters like CO, SO2, NO2 and dust. This degraded air quality will
continue to have further impacts on the health of local people who live around the toll
road in Panjalin Kidul, Walahar and Ciwaringin villages.
The amount of exhaust gas entering the ambient air is calculated according to the
Gauss dispersion model, through the assumption that the impact source is a line due
ot analogy with other toll road vehicle activities. The results of these calculations are
seen in Table 5.4.
2q
C(x,0) =
(2 )
1 H
exp
2
z
u
Where:
C : concentration at centerline (ug/m3)
q
Parameter
Initial
Concentration
pre-activity
3
(g/Nm )
Expected
Concentration post3
activity (g/Nm )
Final
Concentration
3
(g/Nm )
Standard
3
(g/Nm )
Walahar Village
1
Dust
4.42
111.39
115.81
90
NO2
1.10
0.46
1.56
400
4,083.70
0.24
4,083.94
10,000
2.13
0.04
2.17
900
Dust
5.34
118.54
123.84
90
NO2
1.34
0.44
1.78
400
858.80
0.23
859.03
10,000
2.50
0.03
2.53
900
CO
SO2
Ciwaringin Village
2
CO
SO2
Reff: Calculation Results
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According to the results in the table above, it is shown that the emissions released in
Walahar and Ciwaringin villages fall below the regulatory standards, except for dust.
Although the results fall below the standards, as the impact intensity will be present
continuously 24/7 throughout toll road operation, this impact will be cumulative in the
environment. Particulates will generally come from diesel exhaust emissions and will
spread due to tire frictions on the toll road, and the particles will be easy to see as
they will leave black marks on buildings and plants. Black layers on the buildings and
plants will be difficult to remove even when wet from rain. This condition will cause a
decrease in the aesthetics of buildings and plants.
If these particulates enter the respiration system of ISPA patients it will be difficult for
these people to recover because of a 2 year incubation period, depending on the
patients condition and the level of pollutant.
An abundant number of humans will be affected by this impact in Panjalin Kidul,
Walahar and Ciwaringin villages. The impact will halt once toll road operation stops,
although the impact is irreversible, because even once the activity stops the impact is
long term, and will be present for more than 1 year. Based on these considerations,
this impact is categorized as an important negative impact.
2) Noise Level
Toll road operations will increase noise levels due to the vehicles using the road.
Noise will be intermittent. To predict the extent and spread of noise from vehicles
using the toll road, especially in Panjalin Kidul, Walahar and Ciwaringin villages, the
following mathematic calculation was used:
It = Io + 10 log (Ni/vi.T) + 10 log (15/sec)1.5 - 13
Where:
It
Io
Ni
vi
Speed of vehicle
Duration of exposure
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V-18
noise level within a radius of 125 m (more than the regulatory standard) from the
noise source, while at a distance of more than 125 m it will meet the standard. Noise
levels in open green space, especially forest, are above the standard in a radius of
500 m. Toll road operation will increase noise levels in residential areas to an
average of 57-71 dBA or 62.4 dBA, from the existing level of 49.8 dBA.
Table 5.5
Distance
(meter)
Vehicle Noise
(dBA)
Noise Level at
Receptor (dBA)
10
25
50
75
100
125
150
175
200
225
250
275
300
325
350
400
450
500
750
78.39
72.42
67.91
65.27
63.39
61.94
60.75
59.75
58.88
58.11
57.42
56.80
56.24
55.71
55.23
54.36
53.59
52.91
50.27
78.44
72.62
68.45
66.21
64.77
63.77
63.03
62.46
62.02
61.66
61.37
61.13
60.93
60.76
60.61
60.38
60.20
60.06
59.66
Information : Noise Level Standards from KEPMENLH No. KEP48/ MENLH/11/1996, 55 dBA for Residential Areas & 70 dBA for
Surrounding Streets.
Based on this table it is shown that the noise level meets the standard for roads and
service areas (70 dBA) at a distance of 50 m from the road, while the noise level in
residential areas exceeds the standard at a radius of 400 m; and because the
existing noise level already exceeded the noise standard for residential areas, noise
levels will significantly exceed the standard after toll road operation.. Increasing noise
levels will disturb the comfort of local people especially at night.
An abundant number of people will be affected by this impact along the toll road,
especially in Panjalin Kidul, Walahar and Ciwaringin villages on the left and right
sides of the toll road. This impact will stop once toll road operations stop, but the
impact intensity will continue after one year of toll road operation. Based on these
considerations this impact is categorized as a negative important impact.
5.3.2
Water Quality
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Hydrology
The toll road will change the water flow trends in the Ciwaringin and Kalimati rivers
and irrigation channels that are cut by the toll road. Although the rivers and irrigation
channels will be cut by the toll road, they will be equipped with culverts. However if
these culverts are not maintained, then sedimentation and blockages by plants will
occur, hence decreasing the culvert capacity and potentially resulting in water
overflows and floods in lower areas.
Based on observations in the field, upstream land use consists of irrigation channels,
residential areas, rice fields and gardens, hence there is potential that the run off and
overflowing/flooding will destroy the residences and crops such as banana trees and
bamboo. Reduction of the culverts capacity may also cause natural sedimentation in
the rice fields and gardens.
The blockage of the culverts will cause overflowing water in the lower areas (local
floods) hence their presence around settlements and agriculture areas will produce
social conflict. The impact is temporary, restricted to rainy days, but flooding will ebb
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and take a long time to recede, causing products to be lost; hence the number of
people affected by this impact is abundant, especially in settlement and agriculture
areas. This impact is temporary but will repeat throughout toll road construction and
operation, and although this impact is not cumulative and is reversible the damage
will be difficult to recover. This impact is thus categorized as an important impact.
5.3.4
Aquatic biota
Employment/Profession
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Toll road operation will change community habits and trends as accessibility is
disturbed. The toll road will divide settlements and cause relations between villages
to be cut off, as people will have to cross the bridges to access other parts of their
village. As bridge crossings will be more time-consuming that previous local
accessibility habits, this will push the local community to directly cross the toll road
and face traffic risks and hazards.
As the local community have families and employment locations (like rice fields,
gardens etc) scattered all around the project location, almost all of the local people
will have to cross the toll road. The probably that local people will cross the toll road
directly without using the bridges is high, as this condition is frequently found at toll
roads in Indonesia, and this habit increases traffic risk. Another potential risk is the
disturbance to domestic animals.
The number of people affected by this impact is abundant as it includes the whole
population of Panjalin Kidul, Walahar and Ciwaringin villages. This impact will occur
throughout toll road operation, will be cumulative, and is long term, repetitive and
irreversible once the activity stops. Although the impact intensity is rare, the risk of
traffic hazards is fatal hence this impact is categorized as an important impact.
5.3.7
Community Perceptions
Toll road operation and maintenance may cause negative perceptions due to
continued impacts from decreased air quality, increased noise, flooding of rivers or
irrigation channels, and a perceived lack of job opportunities during toll road
operation.
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Morbidity
Toll road operation will cause disturbances to health of the local people as morbidity
will increase due to CO, NO2, SO2 and dust emissions from vehicular activity. Health
disorders especially in ISPA patients will be felt by people living near the toll road
edge in Panjalin Kidul, Walahar and Ciwaringin villages.
If particulates and exhaust gas emissions enter the respiratory system of ISPA
patients, these patients will find it difficult to recover because the incubation period is
about 2 years depending on the patient and level of pollutant. An abundant number
of people will be affected by this impact in Panjalin Kidul, Walahar and Ciwaringin
villages. This impact will stop once toll road operations stops, but ISPA patients will
take a long time to recover. This impact is irreversible even if the activity has stopped
because the exposure time of the impact is long term and will last more than 1 year
after operations stop. Based on these considerations this impact is categorized as a
negative important impact.
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CHAPTER VI
ENVIRONMENTAL MANAGEMENT PROGRAM
This environmental management program will be implemented by PT. Lintas Marga
Sedaya on the environmental components identified in the Impact Prediction Chapter
(Chapter V) for the Rerouted Toll Road Segment STA 199+507.66 until STA
204+236.90, along 4.5 KM.
To undertake environmental management the significant predicted impacts must be
included in the environmental management program, as follows:
a. Significant Impacts and Impact Sources
Environmental component affected by the significant impact
Impact source
b. Standard
c. Aim of environment management program
d. Environmental Management Program
e. Environmental Management Program location
f.
g. Budget
h. Environmental Management Institution
6.1.
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Coordinate with local leaders, religious leaders and local officers (in the villages
and districts) to implement this activity plan.
Operator
Supervisor
Reporting
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b. Standard
Presence of positive attitudes and support from the majority of the local
community during development and operation.
To determined Land value based on regional regulation and land market, and
was distinguished based on type of land.
The value of crops and otherplant based on regional regulation and market
value. The methodology of inventory based on department of agriculture.
Coordinated with community and religious figure and local government (village
and district) in the process of land acquisition.
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f.
Operator
Supervisor
Reporting
6.2.
CONSTRUCTION PHASE
Regulate the number and speed of vehicles that pass the residential areas, and
coordinate time intervals between the vehicles by 10 minutes, giving the dust
time to settle, and restricting maximum speed to not more than 30 km/hour.
Decrease the speed of vehicles around settlements by placing traffic marks and
signs indicating the limited speed, and reprimanding drivers that do not follow
these traffic rules.
Covering truck trays with plastic covers when soil and materials are transported,
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Watering down roads covered by dust, especially around settlements, in the dry
season, in the morning between 08.00 - 10.00 and 12.00 - 14.00, and in the
evening from 16.00 - 18.00. This should use water tank trucks with a capacity of
6.000 litres, with a pipe diameter of 10 inches and length of 1.5 m, which should
be densely perforated at the bottom part and placed at the rear under the water
tank. The speed of the water tank truck should be 10 Km/hour.
Implement all transport activities in the day between 07.00 17.00, so that dust
exposure does not continue over 24 hours.
Operator
Supervisor
Reporting
This impact is the increase in noise level in residential areas which will disturb the
comfort of residents and the community. The impact source is the noise from vehicle
engines used for transporting heavy equipment and construction materials via existing
roads, as well as the noise produced from engines used in the land clearing and toll
road construction processes.
b.
Standard
The standard for noise levels in residential areas is 55 dBA according to the Decree of
the Department of Environment No. KEP-48/MENLH/11/1996. An indicator for this
impact is the occurrence of frequent conflicts between people and the project, and
peoples perceptions of the project.
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Supervisor
Reporting
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Standard for changes to the natural landscape is the angle of the slope after
cutting.
c. Environmental Management Aim
The aim of erosion management activities is to avoid or reduce the amount of mud and
TSS in water bodies caused by erosion, while the aim for landscape management
activities is to minimise the changes to the natural landscape after slope cutting.
d. Environmental Management Plan
Reduce the volume of water run off by planting vegetation in open spaces,
using certain plants that will hold run off and prevent water flowing to the
ground. This vegetation will prevent erosion by holding in the soil.
Construct rainwater emergency channels in areas where land clearing will occur
before the land clearing and road construction begins, to control water run off
and direct it into drainage channels. Sedimentation ponds will be built at the end
of the channels where they merge into the main drainage channels, to collect
mud from the run off. Once construction is finished the mud will be collected to
fill in the green areas (RTH).
Construct temporary sedimentation points to collect mud at several locations
where land will be cleared, to avoid accumulation. This mud will be routinely
collected and used to fill the creek areas in the toll road site, to minimise
erosion.
Construct primary, secondary and tertiary rainwater channels along the toll road
route, which will be designed to accommodate the planned design and
rainwater volumes.
Cut and fill activities will maintain a slope angle of not more than 45o and a
slope height of more than 2m, to avoid landslides and extreme changes to the
natural landscape.
e. Environmental Management Location
Environmental management activities will occur along the 4.73km road route from STA
199+507.66 until STA 204+236.90; that is Panjalin Kidul, Budur, Ciwaringin,
Galagamba, Babakan and Walahar villages.
f.
Supervisor
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Reporting
Land clearing and road construction will remove the top soil layer. The top soil will be
cut and easily carried off by off and enter nearby water bodies, hence the TSS content
will increase and disturb aquatic biota and people who use the river water. This impact
will be caused by cut and fill works and land clearing.
b. Standard
Primary standard for river water quality is Government Regulation No. 82 Year
2001, about Water Quality Management and Water Pollution Control.
Secondary standard for river water quality is the level of diversity of plankton
and benthic organisms, and the occurrence of community complaints on water
turbidity.
c. Environmental Management Aim
To reduce degradation of water quality and avoid disturbances to aquatic biota and
river users.
d. Environmental Management Plan
Plant vegetation in open spaces bordering the road, to reduce erosion and
reduce mud and TSS increases in water bodies.
Construct water channels around the land clearing areas before land clearing
an construction begins, to control the run off volume and direct run off to
drainage channels. Construct a sedimentation pond at the end and entrance of
the channels to collect the mud carried in the run off. Mud will be collected at
the end of construction and used to fill in the green areas (RTH).
Construct temporary sedimentation points to collect mud at several locations
where land will be cleared, to avoid accumulation. This mud will be routinely
collected and used to fill the creek areas in the toll road site, to minimise
erosion.
Construct primary, secondary and tertiary rainwater channels along the toll road
route, which will be designed to accommodate the planned design and
rainwater volumes.
e. Environmental Management Location
Channels and ponds will be built in the low-lying areas of the project site, as these
areas will receive more run off.
f.
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g. Budget
Environmental management activities to be funded by PT. Lintas Marga Sedaya.
h. Environmental Management Institution
Operator
Supervisor
Reporting
6.2.5. Hydrology
a. Significant Impact and Impact Source
Significant impacts are the changes to natural drainage patterns and increased run off
caused by disruptions to the natural channels and the removal of open green spaces.
Water run off flow will increase and surface water will overflow and flood lower areas.
b. Standard
Primary standard is river water flow rates and irrigation.
Secondary standard is the occurrence of floods.
c. Environmental Management Aim
Reduce the occurrence of blockages to river water and irrigation water flow, and
reduce run off water flow, to avoid floods.
d. Environmental Management Plan
Reduce run off water volume by planting vegetation in open spaces bordering
the road, with plants that can absorb and prevent water flow thus decreasing
run off water volume and avoiding erosion.
Construct drainage channels around the project location before land clearing
and construction begins, to control run off water and direct it to groundwater
sources and the nearest surface water bodies.
Construct primary, secondary and tertiary rainwater channels along the toll road
route, which will be designed to accommodate the planned design and
rainwater volumes and rainy seasons.
Design culverts and construction according to feasible calculations that account
for the flow of water in receiving water bodies on rainy days upstream, to
prevent overflows and floods in lower areas.
e. Environmental Management Location
Environmental management activities will occur in receiving water bodies along the
4.5km road route, from STA 199+507.66 until STA 204+236.90; that is Panjalin Kidul,
Budur, Ciwaringin, Galagamba, Babakan, and Walahar village.
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f.
Supervisor
Reporting
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g. Budget
Environmental management costs are to be included in the design costs, and funded
by PT. Lintas Marga Sedaya
h. Environmental Management Institution
Operator
Supervisor
: Department
Regencies.
Reporting
of
Transportation,
Majalengka
and
Cirebon
Provide open and clear information about the number of employees and the
qualifications needed.
Prioritize the provision of job and business opportunities to people whose land
was acquired.
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g. Budget
Environmental management does not have a special budget as the costs are included
in the project design.
h. Environmental Management Institution
Operator
Supervisor
Reporting
VI-12
Supervisor
Reporting
6.3.
OPERATION PHASE
Vehicular activities during toll road operation will impact air quality as the vehicles
using the road will emit exhaust gas from their engines on a daily basis. Emissions will
be namely: CO, NO2, SO2 and dust. Decreasing air quality will be a continuous impact
hence it is feared to produce negative perceptions of the project.
b. Standard
This impact will be present during the operational stage, and will be measured against
the ambient air concentration guidance in Government Regulation of the Republic of
Indonesia No. 41 Year 1999 about Air Pollution Control. The standard used to
measure the continuous impact is the number of ISPA patients recorded in the district
Puskesmas facilities.
c. Environmental Management Aim
To reduce the amount of pollutants in the air, especially in residential areas, in order to
reduce the occurrence of health disorders.
d. Environmental Management Plan
The road shall be constructed with a bordering green line (RTH) (see Figure 6.1),
which will consist of planting vegetation to cover 2030% of the road width. The
selection of plants to be used must consider 2 (two) aspects; the plant function and the
plant spatial requirements. It is suggested to choose plants typical of the local region
which are preferred by local birds, and to choose plants with low evapotranspiration
rates.
Figure 6.1
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The road will include road islands which will be formed by road geometrics and will be
located at the intersections of three roads or roundabouts. Road medians will form a
line which divides the road into two lanes or more. The road islands and medians may
be in the form of a park or non-park.
Shading:
a) Vegetations shall be placed at the plant line (minimum 1.5 m from the median side);
b) Vegetation branches should be 2 m above ground;
c) Vegetation branches should not be in duck form;
d) Vegetation should be compact and leaves should have a heavy mass;
e) Vegetation should originate from seed germination;
f) Vegetation should be in array;
g) Vegetation should not be easily uprooted.
See Figure 6.2 for an example layout of the plant line.
Examples of Plant Species:
a) Kiara Payung (Filicium decipiens)
b) Tanjung (Mimusops elengi)
c) Bungur (Lagerstroemia floribunda)
Figure 6.2
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Figure 6.3
Noise Reduction
a) Vegetation functions should reduce noise/insulate sound, and include trees,
shrubs and herbs;
b) Vegetation should have mass;
c) Vegetation should have a dense leaf mass;
d) Vegetation should have various types of crowns.
See Figure 6.4 for an example layout of the noise reduction plant line.
Examples of Plant Species:
a)
b)
c)
d)
e)
f)
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VI-15
Figure 6.4
Wind Breaker
a) Vegetation should include tall trees and tall shrubs and herbs;
b) Vegetation should have compact leaf mass;
c) Vegetation should grow in array and have mass;
d) Vegetation should be planted densely at a distance of < 3 m.
See Figure 6.5 for an example layout of the wind breaker plant line.
Examples of Plant Species:
a) Cemara (Cassuarina equisetifolia)
b) Mahoni (Swietania mahagoni)
c) Tanjung (Mimusops elengi)
d) Kiara Payung (Filicium decipiens)
e) Kembang sepatu (Hibiscus rosa sinensis)
Figure 6.5
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Border
a) Vegetation should consist of tall trees, shrubs and herbs;
b) Vegetation should have compact leaf mass;
c) Vegetation should grow in array or form a mass;
d) Vegetation should be planted densely.
See Figure 6.6 for an example layout of the border plant line.
Examples of Plant Species:
a) Bambu (Bambusa sp.)
b) Cemara (Cassuarina equisetifolia)
c) Kembang sepatu (Hibiscus rosa sinensis)
d) Oleander (Nerium oleander)
Figure 6.6
Road Median
Preventing vehicular lamp glare
a) Vegetation should consist of tall trees, shrubs and herbs;
b) Vegetation should be planted densely;
c) Vegetation should have a height of 1.5 m;
d) Vegetation should have compact leaf mass.
See Figure 6.7 for an example layout of the road median plant line to reduce
glare.
Examples of Plant Species:
a) Bougenvil (Bougenvillea sp.)
b) Kembang sepatu (Hibiscus rosa sinensis)
c) Oleander (Nerium oleander)
d) Nusa Indah (Mussaenda sp.)
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Figure 6.7
Environmental management will be begin at the end of land clearing and last
throughout toll road operation. Maintenance activities in the operation phase must be
conducted to maintain the function of the plants.
g. Budget
Environmental management activities will be funded by PT. Lintas Marga Sedaya.
h. Environmental Management Institutions
Operator
Supervisor
Reporting
Toll road operations will increase noise levels due to the engines of the vehicles using
the toll road daily. Increased noise levels will continuously impact on the comfort of the
local community hence it is feared to produce negative perceptions of the project.
b. Standard
Noise standard is 55 dBA in residential areas, according to the Decree of the
Department of Environment No. KEP-48/MENLH/11/1996. The continuous impact will
be measured according the frequency and occurrence of conflicts between local
people and the project, and local community perceptions of the project.
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Environmental management activities will begin in the construction stage at the end of
land clearing, so that the plants are fully grown when the operation phase begins.
Maintenance of vegetation will occur throughout the operation phase to maintain the
function of the plants.
g. Budget
Environmental management activities have been include in project plan.
h. Environmental Management Institution
Operator
Supervisor
Reporting
Water quality decreased present when to road operateed cause of oil and other
pollutant from vehicle, hence at rainy day it carry by run off to water body receiver. Tol
road maintenance is alsso cause water quality decrease especially when layering work
at tol road maintenance impelemnted. So at rainy day it will carry by run off to water
body receiver. Oil an fat content at water body receiver increased and wil caused
disturbance to water biota and people used river water hence it will caused community
perception become negative oleh to project.
b. Standard
Primary standard for river water quality is Government Regulation No. 82 Year
2001, about Water Quality Management and Water Pollution Control.
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Construct oil trap/catchers at the edges of the road so that oil does not mix with
sediment and dust and does not coagulate the sediment; this will prevent oil
from entering the nearby water bodies. Sediment collected in the oil traps will be
removed periodically to maintain the function of the oil traps.
Plant grass and other plants, as explained in the air quality section above, to
absorb the pollutants carried in the run off.
Environmental management activities will begin in the construction phase after land
clearing, so that the plants are fully grown when the operation phase begins.
Maintenance will be implemented during toll road operation to maintain plant functions.
g. Budget
Environmental management activities will have been include in project plan.
h. Environmental Management Institution
Operator
Supervisor
Reporting
6.3.4. Hydrology
a. Significant Impact and Impact Source
The toll road will change water flow patterns as the natural channels will be cut by the
road, and it will change land coverage from green open spaces to paved roads, which
will in turn cause changes to the water run off coefficient and water run off flow rate.
This impact to water flow patterns will occur in the Ciwaringin and Kalimati Rivers, and
the Ciwaringin irrigation channel, and it is feared to produce social conflicts and
negative perceptions of the project. Although the river and irrigation channel flow
patterns will be cut, the toll road will construct culverts to minimise this impact. If the
culverts are not maintained it is feared that sedimentation and plant blockages will
occur and decrease the capacity of the culverts, hence causing water overflows and
floods in the lower areas.
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b. Standard
Routinely collect and dredge sediment from the base of the culverts.
Operator
Supervisor
Reporting
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b. Standard
Number of local people recruited as labour, and the number of people involved in
business opportunities related to project operation and maintenance.
c. Environmental Management Aim
To increase the income of those local persons affected by land acquisition and
unemployment, and to avoid social conflicts and improve positive perceptions of the
project.
d. Environmental Management Plan
Require the rest area operators to implement a transparent labour recruitment
process that priorities the hiring of qualified local labour.
Openly and clearly explain the labour recruitment process and requirements, so
that the local people understand the process.
Provide simple vocational training sessions such as introductions to the job type
and training on workers rights and tasks.
Prioritize the hiring of local labour and use of local supply businesses who were
affected by the land acquisition.
e. Environmental Management Location
Panjalin Kidul, Budur, Ciwaringin, Galagamba, Babakan and Walahar villages.
f. Environmental Management Period
Environmental management activities should begin before and during the operation
and maintenance phase.
g. Budget
Environmental management activities will not have a special budget because these
activities are included in the project design.
h. Environmental Management Institution
Operator
Supervisor
Reporting
VI-22
toll road bridges after the road is built. Local accessibility and mobility habits are
difficult to change, hence it is probable that some of the local people will try to cross
the toll road directly and face traffic hazards and risks. This impact will continue to
cause social conflicts and negative perceptions of the project.
b. Standard
Impact standard is the frequency of traffic hazards/accidents caused by people
crossing the toll road directly.
c. Environmental Management Aim
To avoid traffic risks/accidents and reduce social conflict and negative perceptions of
the project.
d. Environmental Management Plan
Install attention/warning boards and signs to warn the community about the
hazards of crossing the toll road directly.
Respond immediately to all complaints from the local community, and provide
clear information at the beginning of the project to avoid miscommunications.
Supervisor
Reporting
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Figure 6.8
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CHAPTER VII
ENVIRONMENTAL MONITORING PLAN
This Environmental Monitoring Plan (RPL) will be implemented by PT. Lintas Marga
Sedaya and is based on the environmental components identified in the Significant
Impact Prediction Chapter (Chapter V) for the Rerouted Toll Road Segment, STA
199+507.66 until STA 204+236.90, along 4.73 km.
This environmental monitoring plan, for the various signficiant predicted impacts,
includes the following sections:
a. Monitored Significant Impact
b. Impact Source
c. Monitored parameter
d. Environmental Monitoring Aim
e. Environmental Monitoring Method
f.
7.1.1
Field Survey
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Survey and land inventory undertaken 1 time before acquisition and payment of
compensation
Operator
Supervisor
Reporting
7.1.2
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Operator
Supervisor
Regencies
Reporting
7.2
CONSTRUCTION PHASE
7.2.1
c. Monitored Parameter
The environmental parameter to be monitored is dust content.
d. Environmental Monitoring Aim
Environment monitoring will be conducted to understand the level of dust in the
ambient air.
e. Environmental Monitoring Method
Measure dust content (through sampling) in residential areas around the toll
road, using an air pump tool (HVS).
Measure dust content (through sampling) in the land clearing areas and road
construction areas using an air pump tool (HVS).
Sampling results will be compared with the standards in PP No. 41 Year 1999 about Air
Pollution Control.
f. Environmental Monitoring Location
Environmental monitoring will occur in the residential areas passed by transportation
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Transformation of Landscape
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Operator
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7.2.4
Operator
Supervisor
Reporting
Regencies
7.2.5
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Operator
Supervisor
Reporting
Regencies
7.2.6
a.
Water Biota
Monitored Significant Impact
Land clearing and toll road construction activities were estimated to have
potentially negative impact to water biota. It will be derivatives impact of
degradation of water quality. The entry of TDS and TSS to water receiver body
will decrease the level of water biota diversity.
b.
Impact Source
Landclearin and toll road construction
c.
Monitored Parameter
The diversity of plankton and benthos
d.
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quality.
e.
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f.
g.
h.
Operator
Supervisor
Reporting
: BPLHD West Java Province and BLHD Majalengka and
Cirebon Regencies
7.2.7
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Operator
Supervisor
Reporting
: BPLHD West Java Province, BLHD and Man Power
Department of Majalengka and Cirebon Regencies
7.2.8
Social Conflict
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Operator
VII-10
Supervisor
Reporting
Regencies
7.2.9
Operator
Supervisor
Reporting
Regencies
VII-11
Supervisor
Reporting
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7.3
OPERATION PHASE
7.3.1
Air Quality
Operator
Supervisor
Reporting
: BPLHD West Java Province and Helath Agency of Majalengka
and Cirebon Regencies
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7.3.2
Noise Level
Water Quality
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be carried by run off into the water bodies. Toll road maintenance will also cause
degradation of surface water quality, especially road layering works, where the oil
produced from maintenance will be carried by run off into the nearby water bodies. Oil
and fat increases in the water bodies will cause disturbances to aquatic biota and river
users, hence it is feared this will cause negative perceptions of the project.
b. Impact Source
Toll road operation and road maintenance.
c. Monitored Parameter
The parameters that will be monitored include TDS, TSS, BOD, COD, oil & fat and
aquatic biota diversity.
d. Environmental Monitoring Aim
Monitoring of water quality aims to know the extent of degradation of the receiving
water bodies (Ciwaringin and Kalimati rivers and the Ciwaringin irrigation channel).
e. Environmental Monitoring Method
Data will be collected through water sampling. The samples will be analysed at a
laboratory accredited by KAN and compared to the standards in Government
Regulation No. 82 Year 2001, about Water Quality Monitoring and Water Pollution
Control.
Monitoring of aquatic biota will be implemented through sampling of plankton. Samples
will be collected using a #25 plankton net; about 40 litres will be collected and
preserved use 40% formalin. Benthic samples will be collected using a 20 x 20 cm
surber net to collect mud. The samples will be analysed at a laboratory.
The plankton and benthic diversity index will be calculated using the Simpson and
Shannon Wiener formula. This formula is as follows:
Where:
H'
= 1 - [ni/N]2
H'
: diversity index
ni:
low pollution
medium pollution
high pollution
Where:
EIA
H'
= - i ln i
i = ni / N
H'
: Diversity Index
VII-15
ni
N
:
:
Number of individuals i
Number of all individuals
Lee et al. (1978) categorizes the level of pollution in water according to the
benthic diversity index criterion (Index Shannon & Wiener) as follows:
>2 :
1.6 - 2.0 :
1.0 - 1.5 :
< 1.0
no pollution
low pollution
middle pollution
: high pollution
Hydrology
VII-16
Employment/Profession
EIA
VII-17
7.3.6
EIA
VII-18
Operator
Supervisor
Reporting
EIA
VII-19
Figure 7.1
EIA
VII-20