201210221219130.laporan Eia Damansara-Shah Alam Elevated Highway-Ukmpakarunding PDF

Environmental Impact Assessment (EIA)
for the Proposed Damansara – Shah Alam

Elevated Expressway (DASH)
SEPTEMBER 2012
Prepared By Prepared For
PROJEK LINTASAN KOTA HOLDINGS

UKM PAKARUNDING SDN. BHD.
SDN. BHD.
EXECUTIVE SUMMARY
INTRODUCTION
This Environmental Impact Assessment (EIA) is prepared as part of the requirements

of the Feasibility Study and Environmental Impact Assessment for Proposed
Damansara-Shah Alam Elevated Expressway (DASH) by Projek Lintasan Kota
Holdings Sdn. Bhd. (PROLINTAS). The proposed construction of Damansara-Shah
Alam Elevated Expressway (DASH) is a 20.1km privatised highway project connecting
Jalan Batu Arang from the west to the SPRINT highway at the east.
PROJECT TITLE
The title of the project for which this initial EIA report is being prepared is known as
the Proposed Damansara – Shah Alam Elevated Expressway (DASH) herein after
referred to as the Proposed Project.
PROJECT PROPONENT
The project proponent of the proposed project is project Lintasan Kota Holdings Sdn
Bhd (Prolintas). The contact address of the project proponent is:
Project Lintasan Kota Holdings Sdn Bhd

12th Floor, Menara PNB,
201-A, Jalan Tun Razak,
50400 Kuala Lumpur
Tel: 03-21642540 Fax: 03-21642795
Contact person: Ir. Zainudin A. Kadir (Group Chief Executive)
Email: Zainudin@prolintas.com.my
UKM Pakarunding Sdn. Bhd. (561663-U) Page ES-1

EIA for the Proposed DASH Executive Summary
AUTHORIZATION EIA CONSULTANT
UKM Pakarunding Sdn Bhd has been appointed by Prolintas to carry out the
Environmental Impact Assessment (EIA) and Environmental Management Plan (EMP)
for The Proposed Damansara-Shah Alam Elevated Expressway (DASH) on 20 May
2011 (Appendix A). The contact details of the EIA consultants are:
UKM Pakarunding Sdn Bhd

Universiti Kebangsaan Malaysia Campus
43600 Bangi
Selangor Darul Ehsan
Tel: 03-89213142 Fax: 03-89252469
Contact Person: En Mirza Safri Sufian (Chief Executive Officer)
Email: ukmp@pakarunding.ukm.my
PROJECT LOCATION
The proposed Damansara - Shah Alam Elevated Expressway (DASH) are connection
between the Shah Alam-Puncak Alam Highway to the Guthrie Corridor Expressway
(GCE), to the Lebuhraya Damansara Puchong (LDP) and to the SPRINT Highway
(Figure ES-1). It started at Persiaran Pulau Angsa (N 3o 8.066, E 101o 29.763’) and
ending at Penchala Link to connect to the SPRINT Highway (N 3o 9.916, E 101o
36.945’)
LEGAL REQUIREMENT
The Proposed Project is a prescribed activity as listed under Schedule 9 (c) –

“Construction of Expressway” as stipulated in the Environmental Quality (Prescribed
Activities) (Environmental Impact Assessment) Order,1987 (herein after referred to
as the EIA Order) made under Section 34A of the Environmental Quality Act, 1974.
Under the EIA Order, an EIA report for the Proposed Project has to be submitted to
the Director General of the Department of Environment for approval prior to the
project implementation.

Figure ES-1: Map Showing the Location of the Proposed Project

TOPOGRAPHY AND LANDUSE
The proposed project alignment is expected to be build at least parallel with 80

percent of existing road networks. This started from the proposed Puncak Perdana
Interchange to Denai Alam area, Jln. Sungai Buloh at Kg. Melayu Subang to the RRIM
and Persiaran Kenanga to several road networks at Mutiara Damansara. The
proposed project alignment is also being expected to pass through many existing and
future luxurious housing development especially at Alam Suria, Denai Alam, Gugusan
Kg. Melayu Subang and Persiaran Kenanga housing area such as Gugusan Melor
Damansara and Home Damansara. In addition, the proposed project alignment are
also being expected to passed near several busiest commercial and business centers
such as Giant Hypermarket, TESCO, IKEA and CURVE. Several numbers of housing
and small business and workshops along Jln. Sungai Buloh and Kg. Melayu Subang
are expected to be demolished and replaced to give a way to the construction of the
proposed project alignment. As conclusion, the proposed project alignment will
affect many existing road networks, houses and small businesses and various types
of reserved land.
GEOLOGY
Two main rocks underlie the alignment of the proposed Damansara – Shah Alam
(DASH) elevated expressway. Granite which forms a part of the Main Range granite
batholith occurs in the eastern part and the western part consist of the Kenny Hill
Formation, an interbedded sequence of quartzite and phyllite. The geological contact
between these two lithologies is located in the vicinity of the RRIM. Possible impacts
of the highway construction are soil erosion along the sections at grade and possible
subsidence of piers. Soil erosion can be mitigation by implementation of an Erosion
and Sedimentation Control Plan. Pier subsidence is unlikely since hard layers suitable
for foundation occur at relatively shallow depth. Based on the results of the site
investigation boreholes, subsidence of the elevated highway piers appears unlikely
since a hard layer is present at a relatively shallow depth.
TERRAIN
The proposed alignment of the Damansara-Shah Alam Elevated Highway (DASH)

project will run across different topographic patterns most of proposed alignment
will traverse on elevation interval of 0-50m and 50-100m. Seventy percent of the
total distance of the proposed alignment is confined within slope class 0-5o,
representing 17.2km. The general topographical pattern in terms of slope can be
classified into three main slope categories, namely flat area, undulating area and
UKM Pakarunding Sdn. Bhd. (561663-U)

steep slope area. The highest percentage of the topographical pattern is flat area,
represents 74%.
SOIL
Soil sample were collected at various location within the studied area and the soil
series that can be found in the studied area are Steepland, Rengam-Jerangau,
Telemeong-Akob-Local-Alluvium, Serdang-Bungor-Munchong, Urban Land and
Mined Land. The proposed expressway will be crossing six rivers and surface runoff
will expected to be high especially at the river that are not canalized. The worst-case
scenario where the area is completely disturbed leaving a bare top soil and no crops
cover was planted and terracing or any conservation practices was not employed.
In this situation the amount of eroded soil is so great with values ranges from 18.30
to 5334.00 tons/ha/year. The soil loss in the completely opened area with
conservation practice such as terracing and mulching or combination of
mulching/terracing during the construction period will reduce the potential soil loss
in the range from 1.28 to 373.38 tons/ha/year, which is about 90% reduction from
the worst case scenario values.
CLIMATE
Climate data obtained from Sultan Abdul Aziz Shah Airport meteorological station
shows study area experience a tropical climate which is hot and wet throughout the
year. Mean for annual rainfall is 2750 mm.
The temperature at study area fluctuated between a minimum of 25.9 oC

(December) to a maximum of 29.7 oC (April). Seasonal of heavy rainfall occurs
around November and October. The average humidity range in the study area is
from 77 % in July to the highest of 82 % in November.
AIR QUALITY
Air quality monitoring has been done at nine identified sensitive receptors. The
result shows that study area are within acceptable limit as outlined in the
Recommended Malaysian Environmental Air Quality Guidelines (RMAQG).The result
for all air quality parameters at all sampling stations are relatively low compare to
recommended Malaysia air quality guidelines. To prevent the increasing of the
suspended dust into the atmosphere, water spraying should be carried out
periodically for suppressing dust during dry period. The interchanges of proposed
highway and existing road need to be planned carefully to avoid congestion that

could lead to emission of the major pollutant in the atmosphere in the large number
for a long time. During the operation stage of this highway, the air quality should
increase at certain areas. Especially at already congested areas such as Jalan Sungai
Buloh. This happen because part of the road user from the congested areas will use
this proposed highway.
NOISE
A total of 9 monitoring stations are selected to obtain the existing noise levels along
the route of the highway project from Shah Alam to Damansara The L eq for all
sampling points for the night time along the proposed alignment is between 49.0
dBA to 63.6 dBA. The dominant noise contributors at most of the sampling station
were traffic movement. The day-time L eq at monitoring station along the highway
alignment vary between 56.5 dBA to 69.6 dBA.
HYDROLOGY
Sungai Tambul originated from Hutan Simpan Sungai Buloh at elevation of 142 from
m.s.l. It’s flowing to the south and one of a major tributary of Sungai Damansara.
Slope gradient where the river flowing are approximately 15 degree at the upper site
and become flat in the middle and downstream sites (< 0.05 degree).Along the river,
there is forested area (Hutan Simpan Sungai Buloh/Damansara) and highly dense
residential areas consist of housing, industrial and commercial buildings. This river is
also fully concreted and channelized. Sg Pelampas is a tributary of Sg Damansara,
Geographically, the river located at N 03° 09' 02.6'', E 101° 31' 04.1'' flowing from
between Denai Alam and Sungai Buloh. The river is considered as small with
estimated specific discharge measured is 1.824 m3/s. Sg Edam located at latitude N
03° 09' 02.6''and longitude E 101° 31' 04.1'' (Elevation = 44 m). This unregulated river
is sub-tributary of Sg Pelampas catchment which flowing from Sunway Alam Suria,
1.4 km towards Sungai Pelampas. The estimate velocity is measured at site is 0.134
m/s with discharge calculated 0.627 m3/s.
80% of the road alignment will be elevated and only require a limited work area, it is
not expected to cause any drainage and flooding impacts. Alteration of hydrological
regimes of floodplain area by causeways, will harmful effects on these ecosystems.
Any access road must be realignment to avoid wetlands. Installation of culverts,

bridges, etc as needed and according to criteria from prior hydrological surveys.
Temporary silt trap or retention pond should be constructed where soil erosion is
significant. Detailed silt traps and sediment ponds can be seen in ESCP (Chapter 6).

WATER QUALITY
Water quality analysis at four main rivers along the alignment shows it falls under
class III and IV. According to Interim National Water Quality Standard (INWQS),
Sungai Edam and Sungai Tambul are within Class III while Sungai Damansara are in
class IV. Sungai Pelampas are falls within Class II. The high values of BOD, COD, and
ammoniacal nitrogen, and low value of dissolved oxygen, indicate the impacts of
industrial and domestic pollution.
During site clearing activities, the main potential impact to water quality is the
surface runoff into the nearest rivers (Sungai Edam and Sungai Pelampas). The
installation of silt traps, temporary earth drains, and check dam could decrease the
suspended solid in surface runoff before its enter the river. Silt fence should be
installed along the river where site clearing will be taken place. All proposed
mitigation measures in Erosion and Sedimentation Control Plan (ESCP) should be
implemented in construction areas.
During operation stage, as this proposed expressway is mostly elevated, no

significant impact on water quality is expected. However surface run-off along the
highway might serve as a source of pollutants for water quality. Proper drainage with
adequate carrying capacity must be designed and constructed alongside the
highway. The drained should be regularly maintained to avoid siltation or clogging by
rubbish.
TERRESTRIAL FLORA
Sector 1 (Cahaya Alam to Kg. Melayu, Subang) of the DASH alignment traverses
through mainly scrubs and bushes dominated by pioneer species of secondary
vegetation. From there the alignment will pass through the developed areas of Kg.
Melayu Subang, Sungai Buloh, Mutiara Damansara and Penchala (Sector 2-4). Here
the flora is mainly domesticated plants and landscape or avenue trees. However a
short stretch of the alignment will pass through the rubber plantations of the RRIM
Experimental Ground at Sungai Buluh. The rubber boles are matured and can be
harvested for furniture industry. From Sunway Damansara to Penchala the alignment
will run elevated above the main roads.
The estimated total above ground biomass recorded from the rubber plantations of
the RRIM Experimental Grounds in Sungai Buloh is 1,258.93 t/ha. The amount is
relatively high and rubber trees boles can be easily sold to the furniture making
industries and can fetch a high price. Other above ground biomass must be disposed
off at an approved pit. No burning is allowed.

The building process of the expressway will resulting the lost of many trees and
green areas along the alignment. Hence, increasing the potential of soil erosion and
surface water runoff. Proper landscaping and replanting the trees would help bind
the soil and reducing soil erosion and surface water runoff. It also enhances the
aesthetic value of the surrounding area and the expressway itself.
TERRESTRIAL FAUNA
Fauna community along the highway is expected to be very low showing that
habitats surround is dominated by residential, plantation and disturbed forest.
Forest habitat left were too disturbed or waiting to be open for the sake of
commercial and housing development. Generally, impacts from this project are to be
very low to the mammals, birds because of very little forest habitats exist along this
highway.
TRAFFIC AND LAND TRANSPORTATION
For the morning peak, the volumes ranged from the lowest at 260 veh/hr for the
road towards the Segambut Malay Reserve area to the highest at 5846 veh/hr of the
roads from Bandar Utama and Taman Tun Dr Ismail areas. Similarly, for the evening
peak, the volumes ranged from the lowest at 212 veh/hr for the road towards the
Segambut Malay Reserve area to the highest at 4569 veh/hr of the roads from
Bandar Utama and Taman Tun Dr Ismail areas.
Construction vehicles such as cranes, excavator, grader, bulldozers, backhoes, other

specialised vehicles and equipment will be transported by trailers and plying existing
road network. This would lead to an increase of traffic volume in the category of
slow moving vehicles, thus affecting the smooth flow of vehicles. Slow moving heavy
vehicles entering or exiting the project site should be restricted during off peak hour
only so as not to affect other road users using existing main roads. The signs need to
be approved and endorsed by the local authority and the Public Work Department
(JKR) should be stationed at the junctions adjacent to the project or work site.
There would be an increase of vehicles volume on the new highway due to shorter
time travel from Puncak Perdana Interchange, Perdana Height Interchange, Denai
Alam Interchange, Sungai Buloh Interchange, RRIM Interchange, Surian interchange,
Kota Damansara Interchange, Mutiara Damansara Interchange and Pencala
Interchange. The feeder and spur roads leading to all interchanges must be upgraded
to at least two-lane dual carriageway to accommodate additional vehicles volume
especially at the Puncak Perdana Interchange, Denai Alam Interchange, Sungai Buloh

Interchange, RRIM Interchange, Surian interchange, Kota Damansara, Mutiara

Damansara Interchange and Pencala Interchange.
VIBRATION
Vibration measurements were carried out to determine the actual ambient vibration
levels in the proximity of The Proposed Damansara-Shah Alam Expressway (DASH)
and to identify the significant sources caused by the existing surrounding. None of
the vibration readings at all monitoring station exceeding the limit of 3 mm/s ppv as
specified by the guideline for newly built buildings and/or foundation of a foot plate
(spread footing). The highest vibration reading is 0.539 mm/s which located at
station VD5 (residential boundary at Roadside of Cova vila & Cova Suite Apartment).
All existing vibration levels are due to active road and traffic activities in the city and
suburban areas.
Construction activities during the construction phase are expected to increase the
ground vibration level to a value, which could cause architectural or structural
damage to the vibration sensitive buildings. Mitigating measure of vibration should
be implemented such as ground improvement through replacing poor sub-soil layer
of weak geo-technical property. This will reduce the transmission of vibration from
the source. The movement of heavy vehicles at will cause ground borne vibrations.
Ground improvement by installation the granular soil materials that can be
compacted to reduce the transmission of vibration from the source.
SOCIO-ECONOMY
The study area or zone of impact along the DASH alignment from Shah Alam to
Damansara is taken to be the area along the 40 meter corridor of the proposed
expressway ROW. With the majority of the respondents in the young and matured
adults categories and residing within the Klang Valley area, it is not surprising that
more than half (58.6%) of them was well educated, having received tertiary
education especially at university level. Not many knew about this project and of
those who were aware, knew mainly from other villagers and the media.
Respondents were of the opinion that the project would be more advantageous than
disadvantageous as rated by 60% and about 30% of them respectively
The adoption of the alignment for the DASH Expressway has necessitated the
acquisition totaling 134 ha of land comprising 53.6 ha of individual or private land,
and 80.4 ha government reserves. For land acquisition to be carried out smoothly
the private land owners involved should be amicably approached, their agreement
sought and the subsequent compensation rate to be paid out should be discussed

and be agreed upon. The construction of the proposed elevated expressway saw the
creation of hard structures above ground stretching for umpteen kilometres. The
effect of imposing structures could be soften with landscaping and revegetation
Positive impact mainly comes in the form of highway operation that helps ease
traffic congestion in the surrounding road network. Reduction in traffic congestion is
beneficial since it is economically wasteful and psychologically stressful. Some
permanent jobs and maintenance supply contracts are also created as a result of
highway operation.
PUBLIC HEALTH
The aims of this study are to assess the health status of affected communities, which
focus on the specific disease burden and sanitation level. In the community survey, a
total of 200 people had been interviewed; 50:50 for male and female equally.
Majority of them are in the age-group of 31 to 40 year-old (30.0%) followed by group
of 41 – 50 year-old (23.0%) and more than 50 year-old (22.5%). Al All respondents
(100.0%) have a sanitary household latrine and secured water piping system.
The leading health problems picked out was flu or common cold, which explained by
a pandemic of ILI (influenza-like illness) throughout Malaysia. Possible causes also
include exposure to irritants such as dust or road soot that usually happened in
cities. Upper respiratory tract infection (URTI) is the next common illness that
normally proceeded by a simple flu infection. Among chronic diseases that present
among responders and require medical attentions were cardiovascular and diabetes
problems. Even though the percentage of unhealthy respondents in the past six
months is 43.5%, but only 4.5% need hospitalization. This reasonably low percent of
hospital entry is very likely to suggest that the existing environment does not pose
any risk of health among the studied citizens.

RINGKASAN EKSEKUTIF
PENGENALAN
Laporan Penilaian Impak Alam Sekitar (EIA) ini disediakan adalah untuk Cadangan
pembinaan Lebuhraya Damansara-Shah Alam (DASH) yang bakal dilaksanakan oleh Projek
Lintasan Kota Holdings Sdn. Bhd. (PROLINTAS). Cadangan pembinaan lebuhraya sepanjang
20.1 km ini bermula daripada Jalan Batu Arang di bahagian barat menghubungkan dengan
Lebuhraya SPRINT di timur.
TAJUK PROJEK
Tajuk projek untuk laporan EIA ini adalah Cadangan Pembinaan Lebuhraya Damansara-
Shah Alam (DASH) yang mula pada ini dipanggil projek cadangan.
PEMAJU PROJEK
Pemaju projek untuk cadangan pembinaan Lebuhraya Damansara-Shah Alam (DASH) adalah
project Lintasan Kota Holdings Sdn Bhd (Prolintas) yang beralamat di:

50400 Kuala Lumpur
Tel: 03-21642540 Fax: 03-21642795
Pegawai Berhubung: Ir. Zainudin A. Kadir (Ketua Pegawai Eksekutif)
UKM Pakarunding Sdn. Bhd. (561663-U) Page RE-1

EIA for the Proposed DASH Ringkasan Eksekutif
PERUNDINGAN EIA BERDAFTAR
Pihak pemaju telah melantik UKM Pakarunding Sdn Bhd untuk menjalankan kajian
Environmental Impact Assessment (EIA) and Environmental Management Plan (EMP) for The
Proposed Damansara-Shah Alam Elevated Expressway (DASH) melalui surat lantikan yang
bertarikh 20 Mei 2011 (Apendiks A). Alamat perunding adalah seperti berikut:

Universiti Kebangsaan Malaysia
43600 Bangi, Selangor
Tel: 03 – 8921 3142 Fax: 03 – 8925 2469
Pegawai Berhubung: En Mirza Safri Sufian (Ketua Pegawai Eksekutif)
Emel: ukmp@pakarunding.ukm.my
LOKASI PROJEK
Projek cadangan Lebuhraya Damansara-Shah Alam (DASH) akan menghubungkan antara

lebuhraya Shah Alam-Puncak Alam dengan Lebuhraya Koridor Guthrie (GCE) dan seterusnya
kepada Lebuhraya Damansara Puchung (LDP) dan Lebuhraya SPRINT (Rajah RE-1). Ianya
bermula pada persiaran Pulau Angsa (N 3o 8.066, E 101o 29.763’) dan berakhir di Penchala
Link untuk menghubungkan ke Lebuhraya SPRINT (N 3o 9.916, E 101o 36.945’)
KEPERLUAN UNDANG-UNDANG
Cadangan projek pembinaan lebuhraya ini adalah salah satu aktiviti tersenarai pada Jadual
9 (c) – “Pembinaan Lebuhraya ” seperti dinyatakan dalam Akta Kualiti Alam Sekitar (Aktiviti
Terlibat) (Penilaian Kesan Impak Alam Sekitar),1987 (dirujuk sebagai EIA Order) di bawah
seksyen 34A Akta Kualiti Alam Sekitar, 1974. Dibawah order ini, laporan EIA projek
cadangan perlu diserahkan kepada Ketua Pengarah Jabatan Alam Sekitar untuk kelulusan
terhadap pembinaan projek tersebut.

Rajah RE-1: Peta Menunjukkan Lokasi Projek Cadangan.

TOPOGRAFI DAN GUNA TANAH
Cadangan jajaran projek dijangka akan dibina, sekurang-kurang secara selari dengan hampir
80 peratus di atas jaringan jalan sedia ada. Ia bermula dari lokasi cadangan susur keluar-
masuk Puncak Perdana hingga ke Denai Alam, Jln. Sungai Buloh di Kg. Melayu Subang hingga
ke kawasan RRIM dan Persiaran Kenanga hingga ke beberapa jaringan jalanraya di Mutiara
Damansara. Cadangan jajaran projek juga dijangkakan akan melepasi banyak kawasan
pembangunan perumahan mewah yang sedia mahupun dalam cadangan terutama di Alam
Suria, Denai Alam, Gugusan Kg. Melayu dan Persiaran Kenanga seperti Gugusan Melor
Damansara dan Home Damansara. Sebagai tambahan, cadangan jajaran projek juga
dijangka akan melimpasi berhampiran beberapa pusat komersil dan perniagaan yang sesak
seperti Giant Hypermarket, TESCO, IKEA dan CURVE. Beberapa unit rumah dan perniagaan
kecil serta bengkel di sepanjang Jln. Sungai Buloh dan Kg. Melayu Subang dijangka akan
dimusnah dan dipindahkan ke lokasi lain bagi memberi ruang kepada cadangan jajaran
projek. Sebagai kesimpulan, cadangan jajaran projek akan memberi kesan kepada banyak
jaringan jalan raya sedia ada, unit-unit rumah dan perniagaan kecil serta tanah simpan di
sekitar cadangan jajaran projek.
GEOLOGI
Terdapat dua jenis batuan utama yang mengalasi jajaran cadangan lebuh raya Damansara-
Shah Alam. Di bahagian timur terdapat batuan granit yang merupakan sebahagian Banjaran
Titiwangsa. Formasi Bukit Kenny, selang lapis kuarzit dan filit, wujud di bahagian barat.
Sempadannya adalah di sekitaran RRIM. Dampak sekitaran pembinaan lebuh raya ini ialah
hakisan tanah di kawasan atas daratan dan kemungkinan amblesan cerucuk. Hakisan tanah
dapat dikawal dengan Rancangan Kawalan Hakisan dan Sedimentasi. Amblesan cerucuk
adalah agak kurang mungkin kerana lapisan keras adalah sesuai untuk pendasaran wujud
pada kedalaman yang cetek. Daripada hasil penemuan kajian Borehole, amblesan cerucuk
pada lebuh raya adalah agak kurang mungkin kerana wujudnya lapisan keras pada
kedalaman yang cetek.
BENTUK MUKA BUMI
Jajaran cadangan Lebuhraya Damansara-Shah Alam (DASH) akan melalui pelbagai topografi
dan kebanyakan jajaran akan melalui ketinggian muka bumi antara 0-50m dan 50-100m.
70% daripada keseluruhan jajaran adalah berada pada cerun 0-5o, yang mewakilil 17.2km.
Secara amnya, cerun untuk keseluruhan jajaran lebuhraya ini boleh dibahagikan pada tiga
kategori iaitu rata, beralun dan curam. Peratusan yang tertinggi adalah kawasan rata iaitu
74%.

TANIH
Sampel tanih diambil secara rawak di sekitar kawasan kajian dan siri tanih yang didapati di
kawasan kajian adalah Steepland, Rengam-Jerangau, Telemeong-Akob-Local-Alluvium,
Serdang-Bungor-Munchong, tanah kawasan bandar and tanah kawasan perlombongan.
Cadangan Lebuhraya ini akan merentasi enam batang sungai dan kebarangkalian hakisan
akan terjadi adalah tinggi pada sungai yang tiada saluran. Senario terburuk mewakili situasi
di mana kawasan itu dibiarkan gondol dengan tiadanya tanaman tutup bumi serta tiada
teres pada cerun atau mana-mana langkah pemuliharaan yang tidak diaplikasikan.
Dalam situasi begini jumlah tanah terhakis akan meningkat dengan jumlah antara 18.30
hingga 5334.00 tan/ha/tahun. Kehilangan tanah pada permukaan tanah yang terdedah
dapat dikurangkan dengan jumalah antara 1.28 hingga 373.38 tan/ha/tahun, iaitu dengan
penurunan sebanyak 90% daripada nilai senario terburuk jika kerja pemuliharaan dijalankan
seperti terracing dan mulching atau gabungan terracing/mulching semasa tempoh
pembinaan.
IKLIM
Data iklim daripada stesen metereologi Lapangan Terbang Sultan Abdul Aziz Shah, Subang
mendapati kawasan kajian mengalami iklim tropika iaitu panas dan lembab sepanjang
tahun. Purata hujan tahunan adalah 2750 mm.
Suhu di kawasan kajian adalah berada di antara minimum of 25.9 oC (Disember) ke

maksimum 29.7 oC (April). Hujan tahunan lebat pada November dan Oktober. Purata
kelembapan adalah berjulat diantara 77% pada Julai dan tertinggi 82% pada bulan
November.
KUALITI UDARA
Pemantauan kualiti udara telah dijalankan di sembilan kawasan penerima sensitif yang telah
dikenalpasti. Hasilnya, kawasan kajian mempunyai kualiti udara yang baik dan berada di
paras kebolehterimaan seperti yang digariskan dalam garis panduan Kualiti Udara Alam
Sekitar Malaysia (RMAQG). Kesemua parameter pencemar udara pada setiap stesen
persampelan adalah rendah berbanding dengan panduan kualiti udara Malaysia. Untuk
mengelakan peningkatan habuk yang melampau sewaktu pembinaan, penyemburan air
boleh dilakukan secara berkala terutamanya pada waktu kering. Kawasan pertukaran pada
cadangan lebuhraya ini dan jalan sedia ada perlu dirancang dengan teliti untuk mengelakkan
kesesakan yang boleh membawa kepada pelepasan gas pencemar utama dalam kadar yang
banyak dalam masa yang lama. Sewaktu fasa operasi, kualiti udara dijangka akan bertambah

baik di berberapa tempat. Terutamanya di kawasan yang sudah mengalami kesesakan

seperti Jalan Sungai Buloh. Ini kerana sebahagian daripada pengguna jalanraya sedia ada
akan menggunakan lebuhraya DASH.
HINGAR
Terdapat 9 stesen permonitoran yang telah dikenalpasti untuk mendapatkan tahap hingar
semasa di sepanjang projek lebuh raya bermula dari Shah Alam ke Damansara. Nilai L eq di
waktu malam untuk semua pusat persampelan di sepanjang jajaran cadangan adalah di
antara 49.0 dBA hingga 63.6 dBA. Penyumbang kerap bagi hingar di semua stesen
persampelan adalah daripada laluan trafik. Nilai L eq di waktu siang untuk stesen
permonitoran di sepanjang jajaran lebuh raya adalah berubah-ubah di antara 56.5 dBA
hingga 69.6 dBA.
HIDROLOGI
Sungai Tambul mengalir daripada Hutan Simpan Sungai Buloh pada ketinggian 142 m
daripada paras laut. Ia mengalir ke selatan dan salah satu anak Sungai Damansara.
Kecuraman cerun pada kawasan air mengalir adalah 15 darjah di bahagian atas dan rata
pada bahagian tengah dan hilir. (<0.05 darjah). Sepanjang sungai, terdapat kawasan
berhutan (Hutan Simpan Sungai Buloh/Damansara) dan kawasan penempatan yang padat
termasuklah perumahan, industri dan bangunan komersil. Sungai ini adalah sungai telah di
salurkan dengan konkrit. Sungai Pelampas merupakan anak sungai kepada Sungai
Damansara. Sungai ini terletak di N 03° 09' 02.6'', E 101° 31' 04.1'' dan mengalir di antara
Denai Alam dan Sungai Buloh. Sungai ini dikategorikan sebagai kecil dengan kadar pelepasan
adalah 1.824 m3/s. Sungai Edam pula terletak di N 03° 09' 02.6'' dan longitud E 101° 31'
04.1'' (ketinggian = 44 m). sungai terbiar ini adalah sebahagian kawasan tadahan Sungai
Pelampas yang mengalir daripada Sunway Alam Suria, 1.4 km mengarah ke Sungai
Pelampas. Kelajuan aliran sungai ini adalah 0.134 m/s dengan kadar pelepasan 0.627 m3/s.
80 % daripada jajaran lebuhraya ini adalah bertingkat dan cuma memerlukan ruang kerja
yang lebih kecil, jadi ianya dijangka untuk tidak akan menyebabkan masalah terhadap
saliran dan banjir. Bagaimanapun, perubahan terhadap rejim hidrologi pada kawasan
mudah banjir akan mengganggu ekosistem tersebut.
Jalan masuk sementara perlulah dibina bagi mengelakkan daripada terjadi kawasan tanah
lembap (wetland). Penyediaan pembentung, jambatan perlu di letak pada kawasan yang
memerlukan berpandukan pada tinjuan hidrologi. Perangkap kelodak atau kolam tadahan
perlu dibina di kawasan berkemungkinan berlakunya hakisan tanah. Rekaan perangkap
kelodak dan kolam tadahan yang teliti boleh didapati dalam laporan ESCP (BAB 6).

KUALITI AIR
Analisis kualiti air yang dilakukan di enam batang sungai utama di sepanjang jajaran lebuh
raya stesen persampelan mendapati bahawa ia berada di antara Kelas III dan Kelas IV.
Menurut Paiwai Pertengahan Kualiti Air Kebangsaan (INWQS), Sungai Edam dan Sungai
Tambul berada dalam kelas III manakala, Sungai Damansara berada dalam kelas IV. Sungai
Pelampas pula berada dalam Kelas II. Nilai BOD, COD, nitrogen ammoniakal yang tinggi dan
oksigen terlarut yang sangat rendah memberi ukuran kesan pencemaran akibat industri dan
populasi tempatan.
Sewaktu menjalankan aktiviti site clearing, potensi impak terhadap kualiti air adalah air
larian permukaan yang akan memasuki sungai berdekatan (Sungai Edam dan Sungai
Pelampas). Pemasangan perangkap kelodak, longkang sementara, dan check dam dapat
mengurangkan pepejal terampai dari air larian permukaan daripada memasuki sungai. Silt
fence juga patut dipasang di sepanjang sungai dimana adanya aktiviti site clearing. Semua
langkah tebatan yang dicadangkan dalam laporan ESCP perlulah dilaksanakan di tapak
pembinaan.
Sewaktu fasa operasi, lebuh raya ini hampir kesemua bahagian adalah bertingkat, dijangka
tidak memberi kesan yang besar terhadap kualiti air. Walau bagaimanapun, air larian
permukaan sepanjang lebuh raya akan menjadi punca pencemaran. Sistem longkang yang
bagus perlulah disediakan di sebelah lebuh raya. Longkang ini pula perlulah sentiasa
diselenggara untuk mengelakkan pemendapan kelodak dan sampah.
FLORA DARATAN
Sektor 1 (Cahaya Alam ke Kg. Melayu Subang) dari cadangan jajaran DASH merentasi
sebahagian besarnya belukar dan semak samun dari vegetasi sekunder. Dari situ jajaran
akan melalui kawasan-kawasan yang telah di bangunkan mulai dari Kg. Melayu Subang,
Sungai Buloh, Kota Damansara dan Penchala (Sektor 2-4). Flora kawasan ini terdiri dari
tumbuhan domestik dan juga tumbuhan lanskap jalanraya. Walau bagaimana pun terdapat
satu jajaran pendek yang merentasi peladangan getah Pusat Penyelidikan RRIM di Sungai
Buloh. Keadaan pokok getah yang kelihatan telah matang adalah amat sesuai untuk
ditebang dan dihantar ke industri perabot. Jajaran dari Sunway Damansara ke Penchala akan
ditingkatkan di atas jalan-jalan utama.
Anggaran jumlah biomas atas tanah bagi kawasan ladang getah milik Pusat Penyelidikan
RRIM di Sungai Buloh direkodkan dalam 1,258.93 t/ha. Jumlah ini secara relatifnya tinggi
dan pokok getah yang sedia ada dapat dipasarkan dengan mudah pada harga tinggi ke kilang
pembuatan perabot. Bagi biomas atas tanah yang lain harus dilupuskan di kawasan yang
dibenarkan. Pembakaran terbuka adalah dilarang.

Kesan pembinaan lebuh raya ini akan mengakibatkan banyak kemusnahan pokok-pokok dan
kawasan hijau yang lain di sepanjang jajaran. Dalam pada itu, potensi untuk berlakunya
hakisan tanah dan air larian permukaan adalah tinggi. Penanaman pokok serta merancang
landskap yang bagus dapat meningkatkan ketahanan tanih dengan mengurangkan hakisan
tanah dan air larian permukaan. Ia juga dapat meningkatkan nilai estetik di sekeliling
kawasan dan lebuh raya itu sendiri.
FAUNA DARATAN
Komuniti fauna disepanjang cadangan jajaran ini boleh dikatakan rendah kepelbagaiannya,
mengambarkan keadaan habitat yang ada didominasi oleh kawasan kediaman, ladang
(getah), dan habitat hutan terganggu. Habitat hutan yang ada adalah samada terlalu
terganggu atau akan dibersihkan bagi tujuan pembangunan komersil dan perumahan. Impak
keseluruhan dari cadangan projek ini dijangkakan secara relatifnya minima terhadap
mamalia, dan burung disebabkan kurangnya habitat hutan yang terdapat disepanjang
jajaran.
TRAFIK DAN PENGANKUTAN DARAT
Pada waktu puncak pagi, jumlah pengguna adalah dari serendah 260 veh/hr untuk jalan
yang menghala ke kawasan rezab Melayu Segambut dan tertinggi 5846 veh/hr adalah di
jalan dari Bandar Utama Ke kawasan Taman Tun Dr Ismail. Begitu juga pada waktu puncak
di sebelah petang, jumlah pengguna adalah dari serendah 212 veh/hr untuk jalan yang
menghala ke keawasan rezab Melayu Segambut dan tertinggi 4569 veh/hr adalah di jalan
dari Bandar Utama ke kawasan Taman Tun Dr Ismail.
Kenderaan pembinaan seperti kren, excavator, grader, bulldozers, backhoes akan dibawa
dengan treler menggunakan jalan sedia ada. Ini akan menyebabkan peningkatan trafik bagi
kategori kenderaan perlahan seterusnya menganggu kelancaran trafik. Kenderaan perlahan
yang akan memasuki jalan sedia ada perlu dihadkan terutamanya pada waktu puncak agar
tidak menggangu pengguna jalan sedia ada. Papan tanda yang diluluskan oleh JKR perlu
digunakan dan diletakkan di kawasan kerja.
Dijangka akan ada banyak kenderaan yang akan menggunakan lebuh raya ini kerana masa
perjalanan yang singkat dari Puncak Perdana Interchange, Denai Alam Interchange, Sungai
Buloh Interchange, RRIM Interchange, Surian interchange, Kota Damansara, Mutiara
Damansara Interchange dan Pencala Interchange. Jalan yang akan menjadi punghubung ke
semua kawasan pertukaran perlulah dinaik taraf sekurang-kurangya kepada 2 laluan untuk
manampung penambahan kenderaan terutamanya di Puncak Perdana Interchange, Denai
Alam Interchange, Sungai Buloh Interchange, RRIM Interchange, Surian interchange, Kota
Damansara, Mutiara Damansara Interchange and Pencala Interchange.

GETARAN
Pengukuran getaran dijalankan untuk menentukan tahap getaran sebenar di kawasan

cadangan pembinaan lebuh raya Damansara-Shah Alam (DASH) dan menetukan sumber
pencemaran daripada kawasan sekeliling. Didapati, setiap bacaan pada kesemua titik
persampelan adalah tidak melebihi had 3 mm/s ppv seperti garis panduan yang ditetapkan
untuk pembinaan bangunan dan/atau asas. Bacaan getaran yang tertinggi adalah 0.539
mm/s yang dicatatkan di titik persampelan VD5 (sebelah jalan Cova vila & Cova Suite
Apartment). Kesemua bacaan aras getaran adalah disebabkan jalan yang aktif dan aktiviti
Bandar dan kawasan sub Bandar.
Aktiviti pada fasa pembinaan adalah dijangka akan meningkatkan aras getaran ke tahap
yang boleh mengakibatkan kerosakan kepada bangunan. Langkah tebatan untuk getaran
patut dilaksanakan seperti menggantikan sub tanih yang lemah kepada yang lebih kuat.
Pergerakan kenderaan berat akan menyebabkan penyebaran getaran. Pengubahsuaian
tapak dengan meletakan bahan tanih bergranular yang dimampatkan akan dapat
mengurangkan kadar sebaran getaran daripada sumbernya.
SOSIO-EKONOMI
Kawasan kajian atau zon impak di sepanjang jajaran DASH iaitu dari Shah Alam ke
Damansara telah merangkumi kawasan koridor sebanyak 40 meter pada cadangan ROW
lebuh raya. Majoriti responden adalah dikalangan golongan muda dan tua yang menetap di
kawasan lembah klang dan hampir separuh daripada mereka (58.6%) adalah golongan
berilmu yang mencapai pengajian ke peringkat universiti. Tidak banyak daripada mereka
mengetahui tentang perancangan projek ini dan bagi mereka yang peka terhadap projek ini
dapat tahu dari perkampungan lain serta media. Responden berpendapat bahawa projek ini
akan memberi impak yang sangat baik berbanding dengan tidak baik dengan kadar 60%
berbanding 30%.
Pembinaan jajaran lebuh raya DASH akan mengambil sejumlah 134 ha tanah iaitu
merangkumi 72 ha tanah persendirian dan 60 ha tanah hakmilik kerajaan. Pendekatan yang
betul seperti menunaikan perjanjian yang telah dipersetujui serta membayar pampasan
kepada tuan pemilik tanah dapat melancarkan pengambilan tanah itu. Pembinaan cadangan
lebuh raya bertingkat yang dibina sejauh beberapa kilometer ini harus dihiasi dengan
landskap dan flora bagi menampakkan ia menarik.
Impak positif daripada projek ini adalah dapat mengurangkan kesesakkan lalu lintas di
sekitar jaringan jalan yang sedia ada. Kebaikan daripada projek ini juga dapat mengurangkan
pembaziran serta stress kepada pengguna dan membuka peluang pekerjaaan tetap serta

memberi peluang kepada kontraktor dalam kerja penyengeraan untuk berkhidmat di lebuh
raya ini.
KESIHATAN SEKITARAN
Tujuan kajian kesihatan sekitaran ini adalah untuk menentukan status kesihatan komniti
yang terlibat yang mengfokuskan penyakit spesifik dan tahap kebersihan. Dalam bancian
komuniti, sebanyak 200 responden telah ditemu bual dengan nisbah 50:50 lekai dan
perempuan. Kebanyakkan mereka adalah pada lingkungan umur 31-40 tahun (30.0%) diikuti
41–50 tahun (23.0%) dan lebih daripada 50 tahun (22.5%). Kesemua responden mempunyai
kelengkapan sanitasi yang baik dan sistem perpaipan selamat.
Masalah kesihatan utama dikalangan responden adalah selsema atau demam selsema yang
juga dikenali sebagai ILI (influenza-like illness) di seluruh Malaysia. Kemungkinan penyebab
kepada penyakit ini adalah kerana pendedahan terhadap habuk terutamanya di kawasan
Bandar. Upper respiratory tract infection (URTI) adalah penyakit kedua yang mulai dengan
jangkitan daripada selsema. Antara penyakit kronik yang juga terdapat dikalangan
responden yang memerlukan rawatan adalah masalah kardiovaskular dan kencing manis.
Walaupun peratusan responden yang mengalami masalah kesihatan dalam masa 6 bulan
sebelumya adalah 43.5 %, Cuma 4.5 % sahaja yang perlu dimasukkan ke hospital. Nilai ini
menunjukkan bahawa persekitaran sedia ada adalah sihat dan tidak mendedahkan bahaya
kepada kesihatan responden.

SUMMARY TABLE
Potential Impact and Mitigating Measures during Construction Stage
The list of project activities during construction shall include but not limited to:
• Setting out the project alignment;
• Transportation of construction equipment and material;
• Site clearing for temporary access road and Proposed Project alignment;
• Temporary access road construction;
• Proposed Project road embankment construction;
• Proposed Project road construction;
• Drainage work;
• Piling at proposed locations for bridges;
• Bridge construction over streams;
• Landscaping/revegetation;
• Waste management and disposal;
• Demobilization of construction equipment.
GEOLOGY
Potential impacts Mitigation measures
 Potential slope failure  Benching heights on the slope - recommended max 5m (normal cut:
 Rock fall vertical 1.5; horizontal 1)
 Strengthening the slope of >450 with proper drainage system
 Grouting of cavities for the pier foundations within the limestone
can mitigate the possibility of subsidence.
SOIL AND TERRAIN
 Surface run-off  to introduce a buffer zone of about 10 to 25 m between the cut
 Severe erosion areas to the river
 conservative action terracing and mulching or combination of
mulching/terracing imposed
SURFACE HYDROLOGY
 Impact of sedimentation which can lead to flash flood (floodplain  Construction of the temporary roads should be provided with an
area) adequate load capacity and preferably an erosion resistant surface.
 Impact of sediment deposition to Sg Klang and Sg Ampang  Refer to ESCP & method statement of hydrosseding, fibromat, etc
NOISE AND VIBRATION
 Impact from piling activities  Scheduling the noisy activities and the movement of the heavy
 Movement of heavy vehicle along the alignment and access road vehicles during day-time
 Minimize vibration by opting the bored pile method and closely
monitor the movement of the heavy vehicles.
AIR QUALITY
 Wind action on exposed soil that could increase the DUST in the  revegetate or tufing the exposed bared soil to prevent dust blowing
atmosphere by the wind
 Transportation of loose and fine material that could be a source of  Wash through installation at the entrance of construction site
dust due to spillage 
 Mud from the wheels of trucks could increase the dust level during
dry season
WATER QUALITY
 Increase in TSS and turbidity at the nearby river  Adequate temporary drainage, silt fences and silt traps should be
 Potential leakage of oil and grease and impact to the nearby river installed at the lowest points before commencing any site clearing
 Improper discharge of sewage and sludge at the base camp that activity
could lead increasing BOD in water bodies  Ensure that depressions or sinkholes are not used for fly-tipping or
other solid waste disposal
 Ensure waste collection and must be disposed off at approved
disposal ground
TERRESTRIAL FLORA
 Clearing of forest strip will destroy nest and food resources for  project proponent to conduct the selective logging to control the
animal erosion (opening up the areas as the project moves forward/stages)
 Permanent lost cleared plant and vegetation  replanting based on the native species of the area
 Drilling and blasting of rock
 Drainage alteration
 Transportation of material
 Landscaping and revegetation
 Abandonment
 biomass
LAND TRANSPORTATION TRAFFIC

 Increase of vehicles  Flagmen and signs to indicate slow moving heavy vehicles travelling
 Traffic congestion to existing roads on public roads near the junctions to the constructions site should
be constructed.
SOCIOECONOMY
 Impact to the recreational areas  effect of such hard structures could be softening with landscaping
 Impact to the tranquillity and revegetation with appropriate plants and shrubs
 Impact to the socio culture  informed of the commencement of the construction works
 Schedule of work time should be limited to 8 pm only
PUBLIC HEALTH
 Dengue  Source reduction-covering & maintaining of water container
(potential breeding ground)
 Proper drainage system
 Base camp – mosquito net/barrier to reduce human vector contact
 Education to the worker
 Surveillance monitoring
SUMMARY TABLE
Potential Impact and Mitigating Measures during Operation Stage
The list of project activities during operation shall include but not limited to:
• Traffic movement;
• Operation of toll plaza
• Maintenance works
• Amenities
AIR QUALITY
 Air emission from traffic movement  Minimize congestion by carefully planning the interchanges and
nearby local roads.
NOISE AND VIBRATION
 Noise contour during operation of highway  Using impervious bituminous compound and maintaining
 Impact of vibration due to traffic movement smoothness of road to increase damping characteristic and reduce
the excitation of wheel-road noise.
 Installation of noise barrier to reduce noise emitted from the
highway.
 Conducting noise monitoring programme to determine any
requirement for additional noise barriers.
WATER QUALITY
 Potential leakage of oil and grease due to road accident or vehicle  Oil/water interceptors should be installed on the primary minor
damage drainage systems that discharge to any water gully or streams in
 Improper discharge of solid, sewage and sullage at nearby RnR area order to minimize oil and grease from reaching water courses
 Chemical spillage
LAND TRAFFIC
 Increase of vehicles volume • The road designers must check their designs and comply with the
recommendation written in the document entitled Road Safety
Audit-Guidelines for the Safety Audits of Roads in Malaysia produced
by the Cawangan Jalan, Jabatan Kerja Raya, Malaysia with the
corporation of the Road Engineering Association of Malaysia (REAM).
• Proper traffic control devices and traffic signs must be installed at
relevant intervals and follow guidelines and design standard.
 All maintenance work shall be carried out during off-peak period. For
major maintenance works such as resurfacing of road surface and
replacing bridge expansion joint shall be carried during night time.
Bridge maintenance shall be carried out during night time only.
Safety net shall be installed to prevent debris or maintenance
materials from dropping onto the traffic or anyone passing by.
SOCIOECONOMY
 Impact to the tranquillity  Implementation of noise barrier
 Impact to the socio culture  job creations and the economic benefits
PUBLIC HEALTH
 New breeding ground for Dengue  To enforce the policy on highway cleanliness like ‘not to throw
garbage out of vehicle’ while using the expressway and rest areas.
 Rest areas must always been clean with no potential vector breeding
areas are allowed to be present.
TABLE OF CONTENT
Pages
1.0 INTRODUCTION
1-1
1.1 Introduction
1-1
1.2 Project title
1-1
1.3 Project Location
1-2
1.4 Project Proponent
1-2
1.5 Authorization EIA Consultant
1-6
1.6 Legal Requirement
1-7
1.7 EIA Study Guidelines and Compliance
2.0 STATEMENT OF NEED AND ALIGNMENT OPTION

2.1 Background 2-1
2.2 The Need of the Project 2-1
2.3 Alignment Option 2-2
2.3.1 Option 1 2-5
2.3.1 Option 2 2-7
2.3.1 Option 3 2-10
2.3.1 Option 4 2-12
2.3.1 Option 5
2-16
2.3.1 Option 6
2-19
2.4 Analysis for Alignment Options 2-21
2.4.1 Selection of General Alignment 2-21
2.4.2 Environment 2-24
2.4.3 Social Environment 2-24
2.4.4 Traffic Impact Study 2-25
2.4.5 Analysis of Various Options 2-34
2.5 Interchanges and Toll Plaza 2-34
2.6 Recommendation of Selected Alignment 2-35
2.7 Conclusion 2-35
UKM Pakarunding Sdn Bhd (561663-U) TOC - i

3.0 PROJECT DESCRIPTION
3.1 Introduction 3-1

3.2 Main Features of the Expressway 3-5
3.2.1 Lane Requirements 3-5
3.2.2 Interchanges 3-5
3.2.3 Toll Plaza 3-5
3.2.4 Lighting System 3-6
3.2.5 Traffic Control and Surveillance System 3-6
3.2.6 Toll System 3-6
3.2.7 Landscaping 3-7
3.2.8 Right-of-Way Fencing 3-7
3.2.9 Supervision Buildings 3-7
3.2.10 Administrative Office 3-8
3.2.11 Bridge and Building Aesthetics 3-9
3.2.12 Pedestrian and/or Motorcycle Crossing 3-9
3.2.13 Motorcycle Shelter(s) 3-9
3.2.14 Health, Safety and Environment (HSE) 3-9
3.2.15 Green Technology 3-9
3.3 Design Requirement 3-10
3.3.1 Alignment 3-16
3.3.2 Interchanges 3-16
3.3.3 Geotechnical Designs 3-19
3.3.4 Pavement Design 3-20
3.3.5 Drainage Design 3-21
3.3.6 Structural Design 3-23
3.3.7 Vehicular and Pedestrian Overpasses or Underpasses 3-23
3.3.8 Junctions and Interchanges 3-24
3.3.9 Toll Plazas 3-24
3.3.10 Public Utility Services 3-25
3.3.11 Safety Barriers 3-26
3.3.12 Noise Barriers 3-26
3.3.13 Limit of Maintenance of Highway 3-26
3.3.14 Traffic Control and Surveillance System for the Highway 3-26
UKM Pakarunding Sdn Bhd (561663-U) TOC - ii

4.0 EXISTING ENVIRONMENT
4.2 Topography and Landuse 4-1
4.2.1 Introduction 4-1
4.2.2 General Existing Topography and Landuse Pattern 4-2
4.2.3 Detail Existing Topography And Land Use Pattern 4-4
4.2.4 Land Acquisition 4-18
4.3 Geological Condition 4-19
4.3.2 General Geology 4-19
4.3.3 Subsurface Conditions and Geotechnical Characterisation 4-19
4.4 Soil & Terrain 4-23
4.4.1 Soil 4-23
4.4.3 Soil Sampling 4-23
4.4.4 Methodology 4-23
4.4.5 Result and Discussion 4-24
4.4.6 Terrain Mapping 4-31
4.4.7 Elevation Classification 4-31
4.4.8 Slope Classification 4-39
4.4.9 Land Suitability Classification 4-47
4.5 Climate 4-53
4.5.1 Rainfall 4-53
4.5.2 Temperature 4-55
4.5.3 Relative Humidity 4-55
4.5.4 Surface Wind 4-56
4.5.5 Duration of Sunshine 4-60
4.5.6 Cloud Cover 4-60
4.6 Water Quality 4-61
4.6.2 Sampling Locations and Methodology 4-61
4.6.3 Existing Water Quality 4-65
4.6.4 INWQS and Water Quality Index (DOE-WQI) 4-65
4.7 Hydrology 4-70
4.7.1 Major River 4-70
UKM Pakarunding Sdn Bhd (561663-U) TOC - iii

4.8 Air Quality 4-83
4.8.1 Locations and Methodology 4-83
4.8.2 Result and Discussion 4-87
4.9 Noise 4-90
4.9.1 Scope of Study 4-90
4.9.2 Equipment and Methodology 4-90
4.9.3 Location and Time of Monitoring 4-91
4.9.4 Day-time Noise Levels 4-92
4.9.5 Night-time Noise Levels 4-92
4.9.6 Assessment on the Existing Noise Levels 4-94
4.10 Vibration 4-98
4.10.3 Data Analysis Techniques for Ground Vibration 4-98
4.10.4 Vibration Monitoring Stations and Duration 4-99
4.10.5 Existing Vibration Level 4-102
4.11 Terrestrial Flora 4-102
4.11.2 Objectives 4-103
4.11.4 Vegetation and Flora 4-103
4.11.5 Biomass Estimation 4-111
4.12 Terrestrial Fauna 4-112
4.12.2 Study Areas and Approach 4-112
4.12.3 Terrestrial Mammals 4-116
4.13 Land Transportation 4-117
4.13.3 Conclusion 4-131
4.14 Socio-Economy 4-131
4.14.3 Results on the Existing Human Environment 4-132
4.14.4 Demographic Profile 4-133
4.14.5 Socio-economic Profile 4-133
UKM Pakarunding Sdn Bhd (561663-U) TOC - iv

4.14.6 Survey Results on Opinions and Perceptions 4-139
4.14.7 Conclusion 4-146
4.15 Environmental Health Impact Assessment 4-146
4.15.2 Existing Public Health 4-146
4.15.3 Health Survey 4-152
5.0 POTENTIAL IMPACT & MITIGATING MEASURE
5.2 Potential Impacts and Mitigating Measures During Construction 5-1
Stage
5.2.1 Landuse 5-2
5.2.2 Geology 5-2
5.2.3 Soil Erosion 5-3
5.2.4 Water Quality 5-6
5.2.5 Hydrology 5-8
5.2.6 Air Quality 5-11
5.2.7 Noise 5-13
5.2.8 Vibration 5-15
5.2.9 Terrestrial Flora 5-15
5.2.10 Terrestrial Fauna 5-17
5.2.11 Traffic and Land Transportation 5-19
5.2.12 Socio-Economy 5-23
5.2.13 Architecture and Landscape 5-25
5.2.14 Public Health 5-28
5.3 Potential Impacts And Mitigating Measures During Operation 5-29
Stage
5.3.1 Landuse 5-29
5.3.2 Water Quality 5-29
5.3.3 Hydrology 5-30
5.3.4 Air Quality 5-31
5.3.5 Noise 5-32
5.3.6 Vibration 5-52
5.3.7 Terrestrial Flora 5-52
5.3.8 Terrestrial Fauna 5-53
5.3.9 Traffic And Land Transportation 5-54
5.3.10 Socio-Economy 5-63
5.3.11 Architecture and Landscape 5-64
5.3.12 Public Health 5-65
UKM Pakarunding Sdn Bhd (561663-U) TOC - v

6.0 EROSION AND SEDIMENTATION CONTROL PLAN (ESCP)
7.0 RESIDUAL IMPACTS
7.2 Noise And Vibration 7-1
7.3 Air Quality 7-1
7.4 Socio-Economy 7-2
8.0 ENVIRONMENTAL MANAGEMENT PLAN
8.2 The Environmental Management Plan 8-2
8.2.1 Environmental Monitoring During Construction Stage 8-3
8.2.2 Environmental Monitoring During Operation Stage 8-4
8.2.3 Environmental Audit Checklists 8-5
8.2.4 Other Special Consideration 8-11
9.0 CONCLUSION
9.2 Main Environmental Issues 9-1
9.2.1 Main Issues During Construction 9-1
9.2.2 Main Issues during Operation 9-3
9.3 Conclusion 9-3
APPENDIX 1-1 : Water Quality Analysis Reports

APPENDIX 1-2 : Air Quality Analysis Reports
APPENDIX 1-3 : Noise Analysis Reports
APPENDIX 1-4 : Vibration Analysis Reports
APPENDIX 2 : Traffic Impact Assessment Report
UKM Pakarunding Sdn Bhd (561663-U) TOC - vi

LIST OF FIGURE
Pages
Figure 1.3.1: Map Showing The Location Of The Proposed Project 1-3
Figure 2.3.1: Alignment Options 1-5 2-3
Figure 2.3.2: Overall Alignment Of Option 6 2-4
Figure 3.1.1: Overall Alignment Of The Proposed Project 3-3
Figure 4.2.1: The Proposed Project Alignment Is Divided To Five Sections 4-3
For The Purpose Of Topography And Landuse Patterns
Description
Figure 4.2.2: Completed Housing Development Within The Proposed 4-6
Project
Figure 4.2.3: Completed And On-Going Housing Development Within The 4-7
Proposed Project
Figure 4.2.4: Green And Water Body Landscapes And TNB Transmission 4-7
Cables In Denai Alam
Figure 4.2.5: Landuse Pattern Along Alam Suria To Denai Alam Section 4-8
Figure 4.2.6: Hardware Business At The Local Business Centre Of Kg. Melayu 4-9
Subang
Figure 4.2.7: Landuse Pattern Along Kg. Melayu Subang To Kg. Baru Subang 4-10
Section
Figure 4.2.9: Light Industrial Area Between RRIM And Padang Kota, Kota 4-11
Damansara
Figure 4.2.8: Landuse Pattern Along RRIM To Kota Damansara 4-12
Figure 4.2.10: Some Examples Of Landuses Between RRIM And Surian 4-13
Junction Section
Figure 4.2.11: Landuse Pattern Along Kota Damansara Section 4-14
Figure 4.2.12: Residential Area Along Persiaran Kenanga 4-15
Figure 4.2.13: Landuse Pattern Along RRIM To Surian Junction Section 4-17
Figure 4.3.1: The Overall Geological Condition Along The Proposed 4-21
Alignment
Figure 4.4.4a : Elevated Structure Will Be Built Above Present Road 4-33
(Northward) That Traverses In Front Of The In Bungalow Lots
Figure 4.4.4b: The Elevated Structure Then Continues Eastward At-Grade 4-33
(Bungalow House Seen In Photos As Reference)
Figure 4.4.1: The Overall Elevation Of The Terrain Along The Proposed 4-35
Alignment
Figure 4.4.2: Enhance Elevation Topographic Map Along The Alignment 4-35
Figure 4.4.3a: Elevation Of The Terrain Along The Section 1 Of The Proposed 4-37
UKM Pakarunding Sdn Bhd (561663-U) TOC - vii

Alignment
Figure 4.4.3b: Elevation Of The Terrain Along The Section 2 Of The Proposed 4-38
Alignment
Figure 4.4.7a: Settlement And Township Areas Along Jalan Sungai Buloh 4-40
Selangor From Southwest
Figure 4.4.7b: Settlement And Township Areas Along Jalan Sungai Buloh 4-40
Selangor From Eastward
Figure 4.4.8a: Weathered Rock Of Granitic Rock Origin Along The Road. 4-41
Figure 4.4.8b: Close-Up View, Showing The Highly Weathered Granitic Rock 4-41
And Severely Eroded Condition
Figure 4.4.5: The Slope Classification Along The Proposed Alignment 4-43
Figure 4.4.6a: The Slope Classification Along The Section 1 Of The Proposed 4-44
Alignment
Figure 4.4.6b: The Slope Classification Along The Section 2 Of The Proposed 4-45
Alignment
Figure 4.4.9: The Land Suitability Map Along The Proposed Alignment 4-49
Figure 4.4.10a: The Land Suitability Map Along The Section 1 Of The Proposed 4-50
Alignment
Figure 4.4.10b: The Land Suitability Map Along The Section 2 Of The Proposed 4-51
Alignment
Figure 4.5.1: Mean Monthly Rainfall At Study Area (1990-2010) 4-54
Figure 4.5.2: Mean Monthly Rainday At Study Area (1990-2010) 4-54
Figure 4.5.3: Mean Monthly Temperature (Oc) At Study Area (1990-2010) 4-55
Figure 4.5.4: Mean Monthly Relative Humidity (%) At Study Area (1990- 4-56
2010)
Figure 4.5.5: The Seasonal Wind Rose Summary At Study Area From 1990 4-57
To 2010
Figure 4.5.6: The Annual Wind Rose Summary At Study Area From 1990 To 4-58
2010
Figure 4.6.1: Water Quality Monitoring Stations 4-63
Figure 4.7.1: Major Rivers Along The Proposed Expressway 4-71
Figure 4.7.2: Sungai Tambul In Satellite View 4-72
Figure 4.7.3a: Water Storage Pond At Middle Reach Of Sungai Tambul Near 4-73
Tropicana Medical Centre
Figure 4.7.3b: Sungai Tambul During Low Flow Condition 4-73
Figure 4.7.4: Location Of The Kota Damansara Detention Pond 4-75
Figure 4.7.5: Kota Damansara Urban Drainage System Models 4-76
Figure 4.7.6: Simulations Of Water Depth For Various ARI (2, 10, 50 And 100 4-77
UKM Pakarunding Sdn Bhd (561663-U) TOC - viii

Year)
Figure 4.7.7: Simulations Of Flow For Various ARI (2, 10, 50 And 100 Year) 4-77
Figure 4.7.9a: Installation Of Temporary Automatic Flow Gauge 4-78
Figure 4.7.9b: Temporary Flow Gauge At Sg Pelampas (N 03° 09' 02.6'', E 4-78
101° 31' 04.1'', ELV= 44 M)
Figure 4.7.10: Sg Pelampas And Flood Prone Area 4-79
Figure 4.7.11: 24 Hours Hydrograph Recorded At Sg.Pelampas 4-80
Figure 4.7.12: Location Of Sg Edam 4-81
Figure 4.7.13a: No Water Flowing During Normal Day 4-82
Figure 4.7.13b: Rainfall Induced River Flow At Sg. Edam On 4th October 2011. 4-82
Figure 4.7.13c: Measuring River Cross Section During Low Flow 4-82
Figure 4.7.13d: Sediment Deposition Spotted At Sg. Edam 4-82
Figure 4.8.1: Sampling Station For Air Monitoring 4-85
Figure 4.9.1: Sampling Location For Noise Monitoring 4-96
Figure 4.10.1: Sampling Location For Noise Monitoring 4-100
Figure 4.11.1a: Sectors Of Terrestrial Flora Study Along The Proposed 4-104
Alignment
Figure 4.11.1: The Site For The Proposed Shah Alam U10 Interchange 4-106
Figure 4.11.2: Earmarked For The Expansion Of The Housing Development In 4-106
The Area
Figure 4.11.3: The Site For The Proposed Toll Plaza 1 4-107
Figure 4.11.4: The Proposed DASH Alignment Will Pass Through The Buffer 4-107
Zone
Figure 4.11.5: The RRIM Experimental Grounds In Sg. Buloh 4-108
Figure 4.11.6: The Proposed Alignment At Sg. Tambul Before Entering 4-109
Kenanga Interchange
Figure 4.11.7: River Banks Of Sg. Tambul Support Abundant Plant Life And 4-109
Birds
Figure 4.11.8: Near The Proposed Site For The Penchala Interchange 4-110
Figure 4.12.2: View Of The Habitat At Cahaya SPK, Shah Alam 4-113
Figure 4.12.3: View Of The Habitat At RRIM 4-114
Figure 4.12.4: View Of The Habitat Near Casa Bella Kota Damansara Housing 4-115
Estate
Figure 4.13.1: Need For The Highway 4-118
Figure 4.13.2: The Proposed Damansara-Shah Alam Highway (DASH) 4-119
Figure 4.13.3: Vehicle Classifications 4-121
Figure 4.13.4: Traffic Volume On Existing Roads For AM Peak (Year 2011) 4-122
Figure 4.13.5: Traffic Volume On Existing Roads For PM Peak (Year 2011) 4-123
Figure 4.13.6: Existing Traffic Management Plan Along Jalan Sungai Buloh 4-125
Figure 4.13.7: Junctions That Will Experience Increase In Traffic Volume 4-127
UKM Pakarunding Sdn Bhd (561663-U) TOC - ix

Figure 4.13.8: Existing Layout And Future Layout And Performance Of 4-128
Junction J1
Junction J2
Junction J3
Figure 4.15.1: Future Shah Alam U10 Interchange 4-148
Figure 4.15.2: Sunway Alam Suria 4-148
Figure 4.15.3: Taman Kayangan Height 4-148
Figure 4.15.4: Denai Alam 4-148
Figure 4.15.5: Future Denai Alam Interchange 4-148
Figure 4.15.6: Kampung Melayu Subang 4-149
Figure 4.15.7: Damansara 4-149
Figure 4.15.9: Epidemiology Week Report For Dengue Cases In Petaling 4-150
Compared With Selangor, 2011
Figure 4.15.10: Areas With Dengue Hotspots Localities Along The DASH 4-151
Alignment
Figure 4.15.11: Tuberculosis Cases In Petaling And Selangor In 2011 4-151
Figure 4.15.12: Number Of Respondents Seek Doctor Attention In Past 6 4-153
Months
Figure 4.15.13: Number Of Respondents Been Hospitalized In The Past 6 4-154
Months
Figure 5.2.1: The Proposed Damansara To Shah Alam Highway (DASH) 5-21
Figure 5.2.3: Potential Slope Protection And Drain Protection Along The 5-26
Highway
Figure 5.2.4: Potential Design And Landscaping Of Ramp 5-28
Figure 5.3.1a: Predicted Noise Contours Generated By The Alignment At 5-34
Sunway Alam Perdana (Noise Barriers Indicated By White
Lines) Year 2016
Figure 5.3.1b: Predicted Noise Contours Generated By The Alignment At 5-35
Sunway Alam Perdana (Noise Barriers Indicated By White
Lines) Year 2021
Persiaran Metafasa, Off Jalan Sungai Buloh (Noise Barriers
Indicated By Green Lines) Year 2016
Persiaran Metafasa, Off Jalan Sungai Buloh (Noise Barriers
Indicated By Green Lines) Year 2021
Figure 5.3.3a: Predicted Noise Contours Generated By The Alignment Along 5-38
UKM Pakarunding Sdn Bhd (561663-U) TOC - x

Jalan Sungai Buloh Year 2016
Figure 5.3.3b: Predicted Noise Contours Generated By The Alignment Along 5-39
Jalan Sungai Buloh Year 2021
Figure 5.3.4a: Predicted Noise Contours Generated By The Proposed 5-40
Alignment Along Jalan Sungai Buloh (Noise Barriers Indicated
By White Lines)Year 2016
Figure 5.3.4b: Predicted Noise Contours Generated By The Proposed 5-41
Alignment Along Jalan Sungai Buloh (Noise Barriers Indicated
By White Lines)Year 2021
Alignment Near Taman Sains Selangor (Noise Barriers
Indicated By White Lines)Year 2016
Alignment Near Taman Sains Selangor (Noise Barriers
Indicated By White Lines)Year 2021
Alignment At Persiaran Kenaga (Noise Barriers Indicated By
White Lines)Year 2016
Alignment At Persiaran Kenaga (Noise Barriers Indicated By
White Lines)Year 2021
Alignment At Damansara Perdana Year 2016
Alignment At Mutiara Damansara Year 2021
Alignment At Mutiara Damansara Year 2021
Figure 5.3.10: Traffic Volume On Existing Road During Morning Peak Hour In 5-56
Year 2026
Figure 5.3.11: Traffic Volume On Existing Road During Evening Peak Hour In 5-58
Year 2026
Figure 5.3.12: Proposed Traffic Management Plan Along Jalan Sungai Buloh 5-60
Figure 5.3.13: Vertical Garden For A Better Esthetical Value 5-64
UKM Pakarunding Sdn Bhd (561663-U) TOC - xi

LIST OF TABLE
Pages
Table 1.5.1: List Of Consultants 1-5
Table 2.4.1: Environmental And Social Components That Will Be Impacted By 2-23
Various Options For DASH
Table 3.3.1: Summary Of The Codes Of Practices And Standards To Be 3-14
Used In Design Of Structure
Table 3.3.2: Geometric Design Standards 3-17
Table 3.3.3: Interchange Geometric Design Standards 3-18
Table 3.3.4: Interchange Geometric Design Standards 3-19
Table 3.3.5: Traffic Management Installation Standards 3-29
Table 4.2.1: Land Acquisition Plan 4-18
Table 4.4.1: Mean Of Ph, Organic Matter Content (OM), Hydraulic Conductivity 4-25
(HC), Particle Size Distribution And Texture Of Topsoil
Table 4.4.2: Erosivity Index Calculation And Result 4-26
Table 4.4.3: Erodibility Value (K erod ) Of Soil Calculated For The Study Area 4-27
Table 4.4.4: Hydraulic Conductivity Classification For K Calculation 4-28
Table 4.4.5: LS Factor Calculation For The Study Area 4-29
Table 4.4.6: Prediction Of Potential Rate Of Soil Loss Under Existing Condition 4-30
Table 4.4.7: Soil Loss Tolerance Rates 4-30
Table 4.4.8: Terrain Mapping And Landuse Suitability Classification System 4-32
Table 4.4.9: Elevation Interval Class, Alignment Distance And Percentage 4-33
Table 4.4.10: Elevation Interval Class And Distance Of Proposed Alignment For 4-33
Each Section
Table 4.4.11: Slope Classification And Distance Of Proposed Alignment 4-39
Table 4.4.12: Slope Class And Distance Of Proposed Alignment For Each Section 4-39
Table 4.4.13: Percentage Distribution Of Slope Category For Each Sectional Area 4-40
Table 4.4.16: Land Suitability Classification And Distance Of Proposed Alignment 4-47
Table 4.4.15: Percentage Distribution Of Class Category For Each Sectional Area 4-48
Table 4.5.1: Percentage Frequency, Wind Speed, And Direction 4-59
Table 4.6.1: Description Of Water Quality Monitoring Locations 4-61
UKM Pakarunding Sdn Bhd (561663-U) TOC - xii

Table 4.6.2: Water Quality Results At All Monitoring Stations 4-67
Table 4.6.3: Malaysian Interim National Water Quality Standard (INWQS) For 4-69
Surface Water
Table 4.7.1: Sungai Tambul Catchment Characteristics 4-73
Table 4.7.2: Results Of Simulations Of Water Depth And Flow For Various ARI 4-77
Table 4.8.1: List Of Air Monitoring Stations 4-83
Table 4.8.2: Method Reference For Air Quality Analysis 4-84
Table 4.8.3: Result Of Air Quality Monitoring 4-89
Table 4.9.1: List Of Noise Monitoring Stations 4-91
Table 4.9.2: Summary Of Noise Measurement During Day-Time (07:00 – 22:00) 4-93
Table 4.9.3: Summary Of Noise Measurement During Night-Time (22:00 – 4-93
07:00)
Table 4.9.4: Permissible Sound Levels From Road Traffic For The Proposed 4-94
Highway
Table 4.10.1: List Of Vibration Monitoring Station 4-99
UKM Pakarunding Sdn Bhd (561663-U) TOC - xiii

Table 4.10.2: Vibration Measurement At All Monitoring Stations 4-102
Table 4.13.1: The Catchment Area At The Interchange 4-120
Table 4.13.2: Traffic Volume On Existing Roads With And Without The Proposed 4-124
Highway
Table 4.13.3: Performance Of Junctions That Experience Increase Traffic Volumes 4-126
For The Year 2021
Table 4.14.1: Distribution Of Respondents By Area 4-132
Table 4.14.2: Respondents’ Demographic Background 4-133
Table 4.14.3: Respondents’ Educational Background 4-134
Table 4.14.4: Respondents’ Occupational Background 4-134
Table 4.14.5: Respondents’ Income Profile 4-135
Table 4.14.6: Ownership Of Vehicles And Other Household Items Among The 4-135
Respondents
Table 4.14.7: Housing Ownership, Condition, Utilities And Amenities Enjoyed By 4-137
The Household
Table 4.14.8: Length Of Domiciliation And Respondents’ Origin Before Moving To 4-138
The Study Area
Table 4.14.9: Availability Of Services And Their Efficiency As Perceived By The 4-139
Respondents
Table 4.14.10: Awareness And Knowledge About The DASH Expressway 4-140
Table 4.14.11: Rating Of Perceived Socio-Economic Advantages And 4-140
Disadvantages Brought About By The Proposed Project
Table 4.14.12: Rating Of Perception Of Impacts On Health And Safety Brought 4-141
About By The Proposed Project
Table 4.14.13: Rating Of Perception Of Impacts On Aesthetics And Culture 4-142
Brought About By The Proposed Project
Table 4.14.14: Rating Of Perception Of Impacts On Basic Utilities And Amenities 4-143
Brought About By The Proposed Project
Table 4.14.15: Overall Assessment Of The Proposed DASH Project (%) 4-143
Table 4.14.16: Overall Level Of Acceptability Of The Proposed DASH Project (%) 4-144
Table 4.14.17: Reasons For Agreeing And Disagreeing With The Proposed DASH 4-145
Project
Table 4.14.18: Other Opinions Regarding The Proposed DASH Project 4-145
Table 4.15.1: Distribution Of Respondents According To Age Groups 4-152
Table 4.15.2: Distribution Of Types Of Health Problem 4-153
Table 4.15.3: Type Of Illnesses Among Respondents 4-153
UKM Pakarunding Sdn Bhd (561663-U) TOC - xiv

Table 4.15.4: Comparison Of The Prevalence Rates Between Surveillance And 4-155
National Morbidity Data
Table 5.2.1: Predicted Potential Rate Of Soil Loss On Completely Bare Area 5-4
(Worst Case Scenario)
Table 5.2.2: Predicted Potential Rate Of Soil Loss During Constructions With 5-5
Application Of Terracing And Mulching
Table 5.2.3: Noise Levels For Typical Equipment Used During Earthwork And 5-15
Construction Of Access Road
UKM Pakarunding Sdn Bhd (561663-U) TOC - xv

CHAPTER 1
INTRODUCTION
1.1 INTRODUCTION
This Environmental Impact Assessment (EIA) is prepared as part of the requirements of

the Feasibility Study and Environmental Impact Assessment for Proposed Damansara-
Shah Alam Elevated Expressway (DASH). This chapter introduces the project to be
undertaken and the legislations with which this Environmental Impact Assessment (EIA)
Study is required to comply with.
1.2 PROJECT TITLE
The title of the project for which this initial EIA report is being prepared is known as the
Proposed Damansara – Shah Alam Elevated Expressway (DASH) herein after referred
to as the Proposed Project.
The proposed project has been approved to be implemented by the state government
of Selangor via a letter from Majlis Tindakan Ekonomi Selangor (MTES) as shown in
Annex 1.1
Upon the submission of the Site Suitability Evaluation(SSE/PAT) to Selangor DOE in

August 2012, PROLINTAS had been requested by Selangor State Department of
Environment(DOE) to carry out a Environmental Impact Assessment (EIA) for the
proposed facilities via a letter with Ref no. (B)B 50/013/500/023 dated 16 August 2012
(Annex 1.2).
UKM Pakarunding Sdn. Bhd. (561663-U) Page 1-1

EIA for the Proposed DASH Introduction
1.3 PROJECT LOCATION
The proposed Damansara - Shah Alam Elevated Expressway (DASH) are connection
between the Shah Alam-Puncak Alam Highway to the Guthrie Corridor Expressway
(GCE), to the Lebuhraya Damansara Puchong (LDP) and to the SPRINT Highway (Figure
1.3.1). It started at Persiaran Pulau Angsa (N 3o 8.066, E 101o 29.763’) and ending at
Penchala Link to connect to the Sprint Highway (N 3o 9.916, E 101o 36.945’)
1.4 PROJECT PROPONENT
The project proponent of the proposed project is project Lintasan Kota Holdings Sdn
Bhd (Prolintas). The contact address of the project proponent is:

50400 Kuala Lumpur
Tel: 03-21642540 Fax: 03-21642795
Contact person: Ir. Zainudin A. Kadir (Group Chief Executive)
1.5 AUTHORIZATION EIA CONSULTANT
UKM Pakarunding Sdn Bhd has been appointed by Prolintas to carry out the EIA study of
Proposed Project. The contact details of the EIA consultants are:

Universiti Kebangsaan Malaysia Campus
43600 Bangi
Selangor Darul Ehsan
Tel: 03-89213142 Fax: 03-89252469
Contact Person: En Mirza Safri Sufian (Chief Executive Officer)
Email: ukmp@pakarunding.ukm.my
Table 1.5.1 shows the list of consultants and their expertise in the team involved in the
preparation of this EIA report.

Area of DASH
Figure 1.3.1: Map Showing the Location of the Proposed Project

Source: Prolintas Sdn. Bhd.

THIS PAGE IS INTENTIONALLY LEFT BLANK

Table 1.5.1: List of Consultants
DOE
Name Registered Area Qulification Role/Specification
Registration
Hydrology Environmental
Dr Ir Othman
C0162 Water Quality PhD (Civil Engineering) Management / Team
Jaafar
Wastewater Leader
Noise & Vibration
Prof Dr Air Quality PhD (Mechanical Environmental
C0161
Norhamidi General Environmental Engineering) Management Plan
Management
PhD (Engineering
Prof Dr Abdul
SS0264 Geotechnical Studies Geology/ Geology
Ghani Rafek
Geomechanics)
Dr Zulfahmi Geology & Soil MSc (Applied
Bin Ali AC0258 Geomorphology Environmental Geomorphology
Rahman Geotechnical Studies Geology)
Dr Mokhtar
AC0856 Landuse Study PhD (Geography) Topography and Landuse
Jaafar
Prof Dr Ir
PhD (Mechanical
Shahrir CS0543 Noise & Vibration Noise
Engineering)
Abdullah
MSc (Mechanical
Mr Azli Arifin SS0223 Noise & Vibration Noise
Design Engineering)
Noise & Vibration
Prof Dr Ir Nik
Modelling & PhD (Mechanical
Abdullah Nik SS0232 Vibration
Simulation of Engineering)
Mohamed
Engineering Problem
Prof Dr Mohd
PhD (Hydrology and
Ekhwan SS0248 Hydrological Studies Hydrology
GIS Application)
Toriman
Traffic Impact
Prof Dr Ir Assessment
Amiruddin CS0264 Noise & Vibration PhD (Civil Eng.) Land Transportation Traffic
Ismail General Environmental
Management

DOE
Name Registered Area Qulification Role/Specification
Registration
Ecological Studies
Dr Abdul Aziz (Terestrial & Aquatic)
CS0266 PhD (Plant Biology) Terrestrial Flora
Bidin General Environmental
Management
Ecological Studies
Prof Dr Shukor PhD (Zoology and
CS0256 Fisheries Terrestrial Fauna
Md Nor Ecology)
Aquatic System (Life)
Dr Datin Social Impact

SS0516 PhD (Geography) Social Impact Assessment
Asmah Ahmad Assessment
En Zaini Social Impact MSc (Environmental

SS0324 Socio-economy
Sakawi Assessment Science)
Assoc Prof Dr
Environmental Health MD (Community
Mohd Hasni SS0249 Public Health
Impact Assessment Health)
Jaafar
Ar Mastor
SS0555 Landscape & Visual M (Architecture) Architecture/Landscape
Surat
1.6 LEGAL REQUIREMENT
The Proposed Project is a prescribed activity as listed under Schedule 9 (c) –

“Construction of Expressway” as stipulated in the Environmental Quality (Prescribed
Activities) (Environmental Impact Assessment) Order,1987 (herein after referred to as
the EIA Order) made under Section 34A of the Environmental Quality Act, 1974. Under
the EIA Order, an EIA report for the Proposed Project has to be submitted to the Director
General of the Department of Environment for approval prior to the project
implementation.

1.7 EIA STUDY GUIDELINES AND COMPLIANCE
In carrying out the EIA study, the following guidelines are used as references to assist in
the assessment of the potential impacts:
 A Handbook of Environmental Impact Assessment Guidelines, Department of

Environment, 2007
 Guidelines for the Environmental Impact Assessment of Highway/road

projects, Public work Department, 1993
 National Physical Plan, Federal Department of Town and Country Planning,

2005
1.8 OUTLINE OF DOCUMENT
The format of the EIA report is as below
Ringkasan Eksekutif
Executive Summary
Chapter 1 – Introduction
Chapter 2 – Statement of Need and Alignment option
Chapter 3 – Project Description
Chapter 4 – Existing Environment
Chapter 5 – Potential Impact and Mitigating Measures
Chapter 6 – Erosion and sedimentation Control Plan (ESCP)
Chapter 7 – Residual Impacts
Chapter 8 – Environmental Management Plan (EMP)
Chapter 9 – Conclusion
References
Appendices

CHAPTER 2
STATEMENT OF NEED AND

ALIGNMENT OPTION
2.1 INTRODUCTION
This chapter describes the need of project. The advantages of the proposed
preferred alignment are also provided in this chapter. In general, the project needs
and the choice of location is driven by engineering, environmental, socioeconomics,
traffic, land acquisition, and cost considerations.
2.2 THE NEED OF THE PROJECT
The Proposed Project is to meet the clear need for a new high speed highway link
connecting the rapidly developing North Western area of Shah Alam and Damansara
to the Central Business District (CBD) of Kuala Lumpur.
The road within the Proposed Project corridor is currently experiencing adverse
traffic congestion particularly during peak period. The roads within this corridor
consist of single and dual carriageway roads of varying widths and are connected via
numerous traffic light and priority junctions. Road users are at present experiencing
long travel time between these interurban centres with severe delays at junctions
The thriving development of the new townships within and around the Klang Valley
has made efficient and good road network a necessity. This good economic growth
has seen traffic demands within the Klang Valley and its surrounding areas increasing
exponentially within the last few years, resulting in traffic congestions. The
implementation of the Proposed Project would be seen as timely since it would bring
a host of benefits with it.
The Proposed Project would introduce an efficient linkage from the centre of Klang
Valley to its northwest region and complete the connection between the Shah Alam-
Puncak Alam Highway to the Guthrie Corridor Expressway (GCE), to the Lebuhraya
UKM Pakarunding Sdn Bhd (561663-U) Page 2-1

EIA for the Proposed DASH Statement of Need and Alignment Option
Damansara Puchong (LDP) and to the SPRINT Highway. Traffic can then commute
conveniently from the Damansara and Petaling Jaya areas to the new development
areas along the GCE and the Shah Alam-Puncak Alam Highway. Apart from this, the
Proposed Project would also act as a traffic dispersal system for these areas. The
traffic can have the option to avoid the already congested State Road B9, Federal
Road 54 and New Klang Valley Expressway (NKVE), thus directly reducing the traffic
congestion on the said roads during peak periods.
Overall, the alignment will definitely provide an Expressway route, between these
centres of strategic importance, that will be unaffected by the congestion that exists
on the existing road network within Petaling Jaya and existing routes leading to Shah
Alam. Thus, by providing this convenience access, it will promote and enhance the
attractiveness of the towns located in the eastern region of Selangor.
2.3 ALIGNMENT OPTION
Six (6) alignments were considered in this project. Option 1-5 are shown in Figure
2.3.1 and option 6 is shown in Figure 2.3.2. All of the alignment options are
described in the following subsection.

Option- 5 (Persiaran Kenanga)

Interchange
Galaksi
RRIM
Denai Alam
Subang
Alam Alam Airport
SuriaSuria Subang 2
Puncak
Perdana
Figure 2.3.1: Alignment Options 1-5

Area of DASH
Figure 2.3.2: Overall alignment of Option 6


2.3.1 Option 1 – (Kayangan Height - Persiaran Jati)
The Option 1 alignment starts at the Shah Alam - Batu Arang road, near the junction
at the Kayangan Heights development. From this point, the proposed highway
traverses north and intersects the Guthrie Corridor Expressway (GCE) close to the
existing diamond interchange at Denai Alam.
Beyond this interchange, the highway traverses along Jalan Sungai Buloh up to the
existing signalized intersection of Jalan Lapangan Terbang Sultan Salahuddin Abdul
Aziz Shah (Subang Airport). From here, the proposed highway curves northeasterly
into the Rubber Research Institute of Malaysia (RRIM) land, skirting along Jalan
Sungai Buloh before crossing over to Persiaran Jati. It then traverses the boundary
of Taman Rimba Komuniti north of Kota Damansara.
The alignment then crosses over the New Klang Valley Expressway (NKVE) and
traverses around the Perdana View Condominium and then follows the existing local
road, Jalan PJU 8/1 towards Flora Damansara development. The proposed alignment
ends by intersecting the Lebuhraya Damansara Puchong (LDP) at the Damansara
Perdana Interchange and adjoins with SPRINT Highway.
Alignment detail for Option 1
Briefly, the Option 1 proposed alignment comprises of 6.6 km at-grade construction

and 18.0 km of elevated structure.
The proposed of option 1 alignment is divided into four segments, as follows:-
a) Segment 1 – Jalan Batu Arang to Kampung Melayu Subang
The Option 1 alignment starts at the Shah Alam - Batu Arang road, near the junction
traverses north and intersects with the Guthrie Corridor Expressway (GCE) close to
the existing diamond interchange at Denai Alam.
The followings are the interchanges and overpass over existing road as part of the
alignment under Option 1:-
1) Kayangan Interchange.
2) Denai Alam Interchange.
3) Kampung Melayu Subang Interchange.

4) Galaksi Interchange
5) Subang 2 Interchange
b) Segment 2 – The widening of the Jalan Sungai Buloh
The proposed widening of the existing Jalan Sungai Buloh is similar for all options
with configuration changes to the Subang Airport Interchange.
The following are the proposed interchanges and overpass of the existing road which
will be upgraded:-

2) Galaksi Interchange.
3) Subang 2 Interchange.
4) Subang Airport Interchange
c) Segment 3 – Subang Airport junction to Kota Damansara/NKVE
Segment 3 will start from Jalan Subang Airport / Subang Bestari junction. From here,
the proposed highway curves northeasterly into the Rubber Research Institute of
Malaysia (RRIM) land, skirting along Jalan Sungai Buloh before crossing over to
Persiaran Jati. It then traverses the boundary of Taman Rimba Komuniti north of
Kota Damansara.
The followings are the proposed interchanges within Segment 3 of Option 1:
1) Subang Airport Interchange.

2) RRIM Interchange.
d) Segment 4 – Kota Damansara/NKVE to LDP/Penchala Link
This Segment starts after the At-Grade Toll Plaza 3 near Taman Rimba Komuniti of
the Sg Buloh Forest Reserve. The DASH mainline will be elevated through the hilly
terrain of Bukit Lanjan. Here, the mainline will traverse along the contours of the
hilly terrain, to minimize cutting on the existing hills. The geological formation at this
area is granitic; hence the viaduct structures will be supported on bored piles most
likely socketed into the competent granite rock layers. The mainline will also fly over
the NKVE highway. From thereon, DASH splits into 2 separate sections for on and off
ramps at the Damansara Perdana. The split alignment shall be on an elevated
structure due to land constraints within the vicinity.

The off-ramp will be elevated skirting the development along its Northern boundary
before joining PJU 8/1. The on-ramp will be provided directly from Jalan PJU 8/1. The
ramps will allow traffic from Damansara Perdana to have access to the proposed
highway and vice versa. The two (2) ramps also act as connection with the Sprint
Highway/LDP into the DASH via PJU 8/1. The main features of the Option 1 at
Segment 4 of the DASH alignment are as follows:-
1) Mainline 6 lane Viaduct of 3.7km in length including the Flyover NKVE

2) On Ramp and Off Ramp at Damansara Perdana
The following is the proposed interchange within Segment 4 Option 1:
1) Damansara Interchange
2.3.2 Option 2 – (Alam Suria - Persiaran Jati & Tunnel)
Option 2 alignment starts at the Shah Alam - Batu Arang road, near the signalized
intersection at the Puncak Perdana / Nusa Rhu development areas. From this point,
the proposed highway follows the existing road along the Puncak Perdana / Sunway
Alam Suria and then follows in between the Kayangan Heights and Denai Alam
developments. Subsequently, the proposed alignment intersects with the Guthrie
Corridor Expressway (GCE) near to the existing diamond interchange at Denai Alam.
Aziz Shah (Subang Airport). From here, the proposed highway curves northeasterly
into the Rubber Research Institute of Malaysia (RRIM) land, skirting beside Jalan
Sungai Buloh and then crossing over to Persiaran Jati. It then traverses the boundary
of Taman Rimba Komuniti north of Kota Damansara.
The alignment then crosses over the New Klang Valley Expressway (NKVE) and
traverses around the Perdana View Condominium and then follows the existing local
road, Jalan PJU 8/1 towards Flora Damansara development. The proposed alignment
ends by intersecting the Lebuhraya Damansara Puchong Expressway close to the
Penchala Toll Plaza through a tunnel beginning from the Perdana View
Condominium.
centers of strategic importance, that will be unaffected by the congestion that exists

Alignment detail for Option 2
Briefly, the Option 2 proposed alignment comprises of 8.1 km at-grade construction,

23.9 km of elevated structure and 1.5 km of tunnel.
This alignment is divided into four segments, as follows:-
This segment starts from Jalan Batu Arang at the junction of Puncak Perdana / Nusa
Rhu and will follow the alignment next to Kayangan Height and crosses Guthrie
Corridor Expressway (GCE) to Kampung Melayu Subang and ends at the Subang
Airport junction. The proposed segment 1 includes Toll Plaza No.1.
alignment under Option 2 (Segment 1):-
1) Puncak Perdana Interchange.

2) Alam Suria Interchange.
4) Kg Melayu Subang Interchenge.
b) Segment 2-The widening of the existing Jalan Sg. Buloh
The proposed widening of the existing Jalan Sungai Buloh is similar for all options
with configuration changes to the Subang Airport Interchange.
will be upgraded:-


c) Segment 3 – Subang Airport junction to Kota Damansara/NKVE
the proposed highway curves northeasterly into the Rubber Research Institute of
Malaysia (RRIM) land, skirting beside Jalan Sungai Buloh and then crossing over to
Persiaran Jati. It then traverses the boundary of Taman Rimba Komuniti north of
Kota Damansara. The segment 2 also comprises of two (2) toll plazas, namely Toll
Plaza No.2 and Toll Plaza No.3.
The followings are the proposed interchanges within Option 2 (Segment 3):-

This Segment starts after the Toll Plaza 3 near Taman Rimba Komuniti of the Sg
Buloh Forest Reserve, the DASH mainline will continue to be elevated through the
hilly terrain of Bukit Lanjan. Here the mainline will traverse along the contours of the
hilly terrain, to minimize cutting on the existing hills. The geological formation at this
area is granitic; hence the viaduct structures will be supported on bored piles most
likely socketed into the competent granite rock layers. The DASH alignment will fly
over the NKVE highway. Just before the Damansara Perdana area, the DASH mainline
will cross existing high tension transmission lines. These HT cables along with the
existing pylons will need to be raised to achieve the minimum clearance
requirement.
At Damansara Perdana, the mainline will be elevated skirting the Development along
its Northern boundary. Off-ramp and on-ramp will be provided joining to Jalan PJU
8/1. The ramps will allow traffic from Damansara Perdana to have access to the
proposed highway and vice versa. Beyond the on and off Ramps the mainline will be
traversing through a hilly terrain via a twin bore Tunnel before terminating at the
proposed LDP via a Semi Directional Ramps Interchange. The proposed interchange
elevated ramps shall provide all-direction traffic movements to the existing LDP.
The main features of the Option 2 at Segment 4 of the DASH alignment are as
follows:-

1) Mainline 6 lane Viaduct of 3.7 km in length including over the NKVE

2) Twin Bore 1500m Tunnel near Damansara Perdana
3) On Ramp and Off Ramp at Damansara Perdana
4) Semi Directional Ramp Interchange connection at LDP
2.3.3 Option 3 – (Kayangan Height – Persiaran Surian)
The Option 3 alignment starts at the Shah Alam-Batu Arang road, near the junction
traverses north and intersects with the Guthrie Corridor Expressway (GCE) close to
Beyond this interchange, the highway traverses along Jalan Sungai Buloh to the
existing signalized junction at Jalan Lapangan Terbang Sultan Salahuddin Abdul Aziz
Shah (Subang Airport). From here, the proposed highway curves through into the
Rubber Research Institute of Malaysia (RRIM) land, skirting beside Sungai Buloh
Industrial Park and then crossing over Jalan Teknologi until it meets Persiaran Surian
at Kota Damansara Interchange.
Through this point, the highway traverses above Persiaran Surian to Kota
Damansara, Mutiara Damansara and finally linked to the Lebuhraya Damansara
Puchong (LDP) near IKEA and the CURVE.
Alignment Detail for Option 3
Briefly, the Option 3 proposed alignment comprises of 7.1 km at-grade construction

and 19.4 km of elevated structure.
The alignment is divided into four segments, as follows:-
This Segment starts from the Shah-Alam-Batu Arang road, near the junction at the
Kayangan Heights development. From this point, the proposed highway traverses
north and intersects with the Guthrie Corridor Expressway (GCE) close to the existing
diamond interchange at Denai Alam. The proposed Segment 1 includes Toll Plaza
No.1.

alignment under Option 3 (segment 1):-
1) Kayangan Height Interchange.

3) Kg. Melayu Subang Interchange
b) Segment 2 – The Upgrading of the existing Jalan Sungai Buloh
The proposed reconstruction of the existing Jalan Sungai Buloh is similar for all
options with configuration changes to the Subang Airport Interchange. The following
are the proposed interchanges and overpass of the existing road which will be
upgraded:-

2) Persiaran Galaksi Interchange.
c) Segment 3 - Subang Airport junction to Kota Damansara/NKVE
the proposed highway curves southeasterly into the Rubber Research Institute of
Malaysia (RRIM) land and Sungai Buloh Industrial Park at-grade. The proposed new
alignment will be elevated above Persiaran Surian towards Mutiara Damansara.
Segment 2 also comprises of two (2) toll plazas, namely Toll Plaza No.2 (East) and
Toll Plaza No.2 (West).
alignment under Option 3 (segment 3):-

2) RRIM Interchange
3) Kenanga Interchange

c) Segment 4 – Kota Damansara/NKVE to LDP/Penchala Link
This Segment starts at the crossing over the existing NKVE at Persiaran Surian. The
proposed elevated alignment along the Persiaran Surian in Kota Damansara
continues southeast and spans over the existing NKVE into the Mutiara Damansara
area. The elevated alignment allows for the local traffic to use the existing road
below. The piers shall be constructed along the median. There are also two (2)
underpasses located along the Persiaran Surian which further contribute to the
construction constraints.
The proposed elevated alignment then splits into 2 separate sections one northward
along PJU 7/1 to join with the on-ramp and off-ramp from SPRINT and the other
continue along Persiaran Surian to join the on-ramp and off-ramp from LDP. Two (2)
spilt elevated sections allow ingress and egress traffic from the LDP and Sprint
Highway into the DASH.
The main features of the Option 3 at Segment 3 of the DASH alignment are as
follows:-
1) Mainline 6 lane Viaduct along Persiaran Surian

2) Split Elevated Alignments at Mutiara Damansara
3) Ramps joining to LDP at Persiaran Surian
4) Ramps at PJU 7/1 to Sprint/Penchala Link
2.3.4 Option 4 – (Alam Suria - Sungai Tambul – Penchala)
The Option 4 alignment starting point is proposed at the Shah Alam - Batu Arang
road, near the signalized intersection at the Puncak Perdana / Nusa Rhu
development areas. From this point, the proposed highway follows the Persiaran
Pulau Angsa along the Puncak Perdana / Sunway Alam Suria and then follows in
between the Kayangan Heights and Denai Alam developments. Subsequently, the
proposed alignment intersects with the Guthrie Corridor Expressway (GCE) close to
Aziz Shah (Subang Airport). From here, the proposed highway curves through into
the Rubber Research Institute of Malaysia (RRIM) land, skirting beside Sungai Buloh
Industrial Park and then crossing over Jalan Teknologi until it meets Persiaran Surian
by traversing at center of Sungai Tambul reserve areas.

Through this point, the highway traverses along Sungai Tambul reserved areas and
intersect with Persiaran Mahogani. Persiaran Surian and Persiaran Mahogani are the
main local roads serving Kota Damansara’s vast development area. Upon
intersecting the existing Jalan Mahogani near the Selangor Polo and Country Club, it
then continues traversing Sungai Tambul reserved areas beside Jalan Kenyalang 11/4
until it meets the boundary of the Forest Reserve, well-known as Taman Rimba
Komuniti Kota Damansara north to Seksyen 11 of Kota Damansara.
The alignment then cuts through underneath the New Klang Valley Expressway
(NKVE) and traverses in between the Perdana View Condominium and the Armanee
Terrace beside Jalan PJU 8/1 of Damansara Perdana before intersecting with the
Lebuhraya Damansara Puchong (LDP) at the Damansara Interchange.
Next, the proposed alignment traverses beside Jalan PJU 8/1 and curves behind
Metropolitan Square and follows the existing local road, Jalan PJU 8/8 towards Flora
Damansara development. The proposed alignment ends by intersecting the
Lebuhraya Damansara Puchong Expressway close to the Penchala Toll Plaza.
centers of strategic importance, that will be unaffected by the congestion that exists
Alignment Detail for Option 4
Briefly, the Option 4 proposed alignment comprises of 5.5 km at-grade construction,

17.6 km of elevated structure and a tunnel across NKVE.
The alignment is divided into four segments, as follows:-
This Segment starts from Jalan Batu Arang at the junction of Puncak Perdana / Nusa
Corridor Expressway (GCE) to Kampung Melayu Subang and ends at the Subang
Airport junction. The proposed segment 1 includes Toll Plaza No.1.

proposed alignment for Segment 1 of Option 4:
1) Puncak Perdana Interchange.

2) Alam Suria Interchange.
4) Kg Melayu Subang Interchange.
b) Segment 2 – The widening of the existing Jalan Sungai Buloh
The proposed widening of the existing Jalan Sg. Buloh will start after Kg. Melayu
Subang Interchange until the junction at Jalan Subang Airport/Subang Bestari
junction. Due to the site constrains and number of junctions at Kg. Melayu Subang,
the proposed expressway will follow the existing centre line of Jalan Sungai Buloh
and the existing two-lane road will be replaced by construction of new two-lane
service road on both sides of the new expressway. The new expressway will be at-
grade and at the interchanges the expressway will be elevated by constructing ramps
and bridges over the interchanges. The expressway will be dual three-lane
carriageway and the existing Jalan Sg. Buloh will be upgraded to dual two-lane
carriageway.
will be upgraded:-

c) Segment 3 - Subang Airport junction to Kota Damansara/NKVE
This Segment starts from Jalan Subang Airport junction, curving into the RRIM land
and Sungai Buloh Industrial Park at-grade until the proposed Toll Plaza No.2. After
the toll plaza, the proposed new alignment will be elevated traversing over Sungai
Tambul reserve crossing Persiaran Surian and Persiaran Mahogani. The proposed
new alignment will be elevated and will be at-grade at the proposed location of Toll
Plaza No.3. The proposed new alignment then skirts the forest reserved, traversing
underneath the New Klang Valley Expressway (NKVE) to Damansara Perdana and will

be connected to Lebuhraya Damansara Puchong (LDP). The proposed tunnel under

NKVE is a twin bore tunel. The proposed Segment 2 is dual three-lane carriageway,
but it will be reduced to dual two-lane carriageway towards the end chainages. The
segment 2 also comprises of two (2) toll plazas, namely Toll Plaza No.2 and Toll Plaza
No.3.

3) Surian Interchange.
4) Kenanga Interchange.
This Segment starts after the Elevated Section along Sungai Tambul River Reserve.
The DASH alignment will be passing through the hilly terrain at Bukit Lanjan. Here
the Toll Plaza 3 is proposed where it shall be partly on elevated structure to avoid
major environmental effect. The geological formation at this area is granitic hence
the viaduct structures will be supported on bored piles most likely socketed into the
competent granite rock layers.
The mainline will cross the NKVE via a Twin Bore Tunnel underneath the NKVE. A
tunnel is proposed to minimize interruption to the congested traffic on the NKVE.
Just before Damansara Perdana area, the DASH mainline will cross existing high
tension transmission lines. These HT cables along with the existing pylons may need
to be relocated for the construction of the Tunnel and to maintain the minimum
clearance requirement.
At Damansara Perdana, the mainline will be elevated along the local road Jalan PJU
8/1, with 1 off-ramp. The elevated alignment allows for the local traffic to use the
existing road below. The piers shall be constructed along the median. The ramps will
allow traffic from Damansara Perdana to have access to the proposed highway and
vice versa. An off-ramp is proposed at the vicinity of the traffic light junction with
PJU 7/1 to Mutiara Damansara. Beyond this point the mainline viaduct carriageway
will be split to two (2) separate carriageways to allow for split level carriageways at
the interface with the proposed LDP-Penchala Interchange ramps. The proposed
interchange elevated ramps shall provide all-direction traffic movements to the
existing LDP and Penchala/ SPRINT highways and vice-versa.

The main features of the Option 4 for Segment 3 of the DASH Alignment are as
follows:-
1) Mainline 6 lane Viaduct of 3.7km in length

2) Twin Bore Tunnel under NKVE
3) Directional Ramp Interchange connection at Penchala Link/LDP Interchange
4) Partially elevated Toll Plaza near Bukit Lanjan
5) Off Ramp to Damansara Perdana
6) Off Ramp to Mutiara Damansara
1) Mutiara Damansara
2) Damansara Perdana
3) Penchala Interchange.
2.3.5 Option 5 – (Alam Suria – Persiaran Kenanga – Penchala)
The Option 5 alignment starting point is proposed at the Shah Alam U10 Puncak
Perdana Interchange. From this point, the proposed highway follows the Persiaran
Aziz Shah (Subang Airport). From here, the proposed highway curves through into
the Rubber Research Institute of Malaysia (RRIM) land. After the RRIM land, the
alignment of the highway will be elevated and traversing through Taman Sains
Selangor and along Persiaran Kenanga. The expressway alignment wil then traverse
through Mutiara damansara along Jalan PJU 7/7, Jalan PJU 7/1 and Jalan PJU 7/9 and
finally connecting to the LDP and Penchala Link.
Alignment Details
Briefly, the alignment of the Proposed Project will be a 24.5 km Expressway

traversing from Puncak Perdana in the west to Mutiara Damansara in the East. The
alignment is divided into four segments, as follows:-

Corridor Expressway (GCE) to Kampong Melayu Subang and ends at the Subang
Airport junction. The proposed Segment 1 includes Toll Plaza No.1.
proposed alignment for Segment 1:-
1) Puncak Perdana Interchange

2) Alam Suria Interchange
3) Denai Alam Interchange
b) Segment 2 - The Widening of the Existing Jalan Sungai Buloh
the Proposed Project will follow the existing centre line of Jalan Sungai Buloh and the
existing two-lane road will be replaced by construction of new two-lane service road
on both sides of the new expressway. The new expressway will be at-grade and at
the interchanges the expressway will be elevated by constructing ramps and bridges
over the interchanges. The expressway will be dual three-lane carriageway and the
existing Jalan Sg. Buloh will be upgraded to dual two-lane carriageway.
will be upgraded:-
1) Kampung Melayu Subang Interchange

2) Persiaran Galaksi Interchange

C) Segment 3 – Subang Airport junction to Kota Damansara/NKVE
the toll plaza, the proposed alignment will be elevated entering Kota Damansara
through Taman Sains Selangor, crosses Persiara Surian and along the alignment of
Persiaran Kenanga.
The followings are the proposed interchanges within Segment 2:-

2) RRIM Interchange
This Segment starts after the elevated section along Persiaran Kenanga. The
Proposed Project alignment will be crossing the NKVE at the existing NKVE Kota
Damansara interchange. Here the Toll Plaza 3 is proposed where it shall be elevated
to avoid major environmental effect. Just before Mutiara Damansara area, the
Proposed Project will cross under the existing high tension transmission lines. These
HT cables along with the existing pylons may need to be raised accordingly for the
construction of the Toll Plaza.
At Mutiara Damansara Perdana, the Proposed Project will be elevated along the
local road Jalan PJU 7/7, PJU 7/1, and PJU 7/9. An off-ramp is proposed at the vicinity
of the traffic light junction with PJU 7/1 to Mutiara Damansara. Beyond this point the
Proposed Project viaduct carriageway will be split to two (2) separate carriageways
to allow for split level carriageways at the interface with the proposed LDP-Penchala
Interchange ramps. The proposed interchange elevated ramps shall provide all-
direction traffic movements to the existing LDP and Penchala/ SPRINT highways and
vice-versa.
1) Surian Interchange
2) Kenanga Interchange
3) Mutiara Damansara Interchange
4) Damansara Perdana Interchange
5) Penchala Interchange

2.3.6 Option 6 – (Alam Suria – Persiaran Kenanga – Penchala)
The Option 6 alignment startsd at the Shah Alam U10 Puncak Perdana Interchange.
From this point, the proposed highway follows the Persiaran Pulau Angsa along the
Puncak Perdana / Sunway Alam Suria and then follows in between the Kayangan
Heights and Denai Alam developments. Subsequently, the proposed alignment
intersects with the Guthrie Corridor Expressway (GCE) close to the existing diamond
interchange at Denai Alam.
Aziz Shah (Subang Airport). From here, the proposed highway curves into the Rubber
Research Institute of Malaysia (RRIM) land. After the RRIM land, proposed highway
will be elevated as it traverse through Taman Sains Selangor and along Persiaran
Kenanga. After the trumpet interchange at NKVE, the proposed expressway will then
traverse through Jalan PJU 3/31 and cross the TNB transmission line before
connecting to Jalan PJU 8/1 through Jalan PJU 8/2. Beyond this area, the proposed
alignment shall finally connect to the LDP and Penchala Link.
Alignment Details
Briefly, the alignment of the Proposed Project will be a 20.1 km Expressway

traversing from Puncak Perdana in the west to Mutiara Damansara in the East. The
alignment is divided into four segments, as follows:-
Corridor Expressway (GCE) to Kampong Melayu Subang and ends at the Subang
Airport junction. The proposed Segment 1 includes Toll Plaza No.1.
The followings are the interchanges and overpass over existing road in Segment 1 of
the proposed alignment:
1) Puncak Perdana Interchange

2) Alam Suria Interchange
3) Denai Alam Interchange

b) Segment 2 - The Widening of the Existing Jalan Sungai Buloh
the Proposed Project will follow the existing centre line of Jalan Sungai Buloh and the
existing two-lane road will be replaced by construction of new two-lane service road
on both sides of the new expressway. The new expressway will be at-grade and at
the interchanges the expressway will be elevated by constructing ramps and bridges
over the interchanges. The expressway will be dual three-lane carriageway and the
existing Jalan Sg. Buloh will be upgraded to dual two-lane carriageway.
will be upgraded:-
1) Kampung Melayu Subang Interchange

2) Persiaran Galaksi Interchange
C) Segment 3 – Subang Airport junction to Kota Damansara/NKVE
the toll plaza, the proposed alignment will be elevated entering Kota Damansara
through Taman Sains Selangor, crosses Persiara Surian and along the alignment of
Persiaran Kenanga.

2) RRIM Interchange
3) Surian Interchange
4) Kota Damansara Interchange
5) Mahogani Interchange

This Segment starts after the elevated section along Persiaran Kenanga. The
Proposed Project alignment will be crossing the NKVE at the existing NKVE Kota
Damansara interchange. Here the Toll Plaza 3 is proposed where it shall be elevated
to avoid major environmental effect. Just before Damansara Perdanan area, the
Proposed Project will cross under the existing high tension transmission lines. These
HT cables along with the existing pylons may need to be raised accordingly for the
construction of the Toll Plaza.
At Mutiara Damansara Perdana, the Proposed Project will be elevated along the
local road Jalan PJU 7/7, PJU 7/1, and PJU 7/9. An off-ramp is proposed at the vicinity
of the traffic light junction with PJU 7/1 to Mutiara Damansara. Beyond this point the
Proposed Project viaduct carriageway will be split to two (2) separate carriageways
to allow for split level carriageways at the interface with the proposed LDP-Penchala
Interchange ramps. The proposed interchange elevated ramps shall provide all-
direction traffic movements to the existing LDP and Penchala/ SPRINT highways and
vice-versa.
1) Damansara Perdana Interchange

2) Penchala Interchange
2.4 ANALYSIS FOR ALIGNMENT OPTIONS
2.4.1 Selection of General Alignment
In selecting the preferred general alignment, the study has considered the following
aspects:
i. Environment & Socio impact

ii. Engineering & Traffic
This has been summarized in Table 2.4.1 and 2.4.2 respectively


Table 2.4.1: Environmental and Social Components That Will Be Impacted by Various Options for DASH
Environmental Option 1 Option 2 Option 3 Option 4 Option 5 Option 6
Component
River (crossing or Sg. Edam Sg. Edam Sg. Edam Sg. Edam Sg. Edam Sg. Edam
alongside) Sg. Pelampas Sg. Pelampas Sg. Pelampas Sg. Pelampas Sg. Pelampas Sg. Pelampas
Sg. Damansara Sg. Damansara Sg. Damansara Sg. Damansara Sg. Damansara Sg. Damansara
Sg. Tambul Sg. Tambul Sg. Tambul Sg Tambul Sg Tambul Sg Tambul
Sg. Payong Sg. Payong Sg. Payong Sg. Payong Sg. Payong Sg. Payong
Sg Rumput Sg Rumput Sg Rumput Sg Rumput Sg Rumput Sg Rumput
Terrain Class III to IV slopes No major concern Class III to IV slopes No major concern No major concern No major concern
(Kayangan Heights) (Kayangan Heights)
Forest Skirts Taman Rimba Skirts Taman Rimba Nil Rizab Taman Botani Sg. Nil Nil
reserve/recreational Komuniti Kota Komuniti Kota Buloh (Toll Plaza)
area Damansara (impacts Damansara (impacts
on flora, fauna & on flora, fauna &
aquatic ecology) aquatic ecology)
Rizab Taman Botani Rizab Taman Botani
Sg. Buloh (Toll Plaza) Sg. Buloh (Toll Plaza)
Schools/Hospitals Sek Men Keb Seksyen Sek Men Keb Seksyen Nil Nil Nil Nil
within 20m from edge 10, Kota Damansara 10, Kota Damansara
of alignment (impacts on socio- (impacts on socio-
economy) economy)
Residential areas • Kayangan Height • Puncak Perdana & • Kayangan Height • Puncak Perdana & • Puncak Perdana • Puncak Perdana
within 20m from edge • Kg Melayu Subang Sunway Alam Suria • Kg Melayu Subang Sunway Alam Suria & Sunway Alam & Sunway Alam
of alignment • Kg Melayu Subang • Kg Melayu Subang • Kg Melayu Subang • Kg Melayu Subang Suria Suria
Tambahan • Kg Melayu Subang Tambahan • Kg Melayu Subang • Kg Melayu • Kg Melayu
• D’ Rimba Tambahan • Sunway Tambahan Subang Subang
apartment • D’ Rimba Damansara • Section 6, Kota • Kg Melayu • Kg Melayu
• Armani Terrace apartment Condominium Damansara Subang Subang
Perdana View • Armani Terrace • Perumahan • D’ Rimba apartment Tambahan Tambahan
Condominium • Perdana View Mutiara • Armani Terrace • Gugusan Melur • Gugusan Melur
Condominium Damansara Perdana View • Gugusan • Gugusan
• Bandar Utama Condominium Semerak Semerak
• Villa Damansara • Villa Damansara
• Gugusan Dedap • Gugusan Dedap
• Apartment • Ritz Perdana
Salvia • Metropolitan
• Parkville Condo
Townhouse
• Mutiara Homes,
Mutiara D’sara

2.4.2 Environment
The route with minimum impact to the natural environment such as forests, water
catchments area, flora and fauna is preferred. For all the options considered, the
environmental components that will be impacted are listed in Table 2.4.1. A
comparative analysis to select the best option based on the significance of impacts
to the environment is then made.
In terms of impacts to the environment (river, forest reserve/recreational area and

terrain, Option 6 is preferred because there is minimal significant impacts compared
to others. Options 1, option 2, and option 4 will impact on flora, fauna & aquatic
ecology because the alignment skirts Taman Rimba Komuniti Kota Damansara
whereas Option 3 traverse terrain with Class 3 and 4 slopes which have risks of land
slides.
2.4.3 Social Environment
The route shall avoid encroachment of sensitive historical, cultural, religious

monuments, temples or buildings. Also it should have minimum impact to privileged
settlements such as the Orang Asli settlement or the Malay Reserve. Likewise,
squatter settlements are also sensitive areas.
All options considered will have some social impact due to existence of residential
units near the proposed highway as shown in Table 2.4.1. The perceptions, concerns
and impacts of the proposed project onto the daily lives of the residents will be
obtained by random socio-economic survey of stratified respondents using
structured questionnaires.
For those of high income groups living in bungalows and condominiums along the
highway, it is expected that the residents will resent the proposed project because of
fears their property value dropping due to impacts of noise, air quality (dust),
vibration and tranquillity.
UKM Pakarunding Sdn Bhd (561663-U) Page 2- 24

2.4.4 Traffic Impact Study
Option1
Alignment and Interchanges Issues
• Highway commences with an interchange on Shah Alam-Batu Arang Highway • Circular ramp interchange needs to be
at Puncak Perdana Interchange. checked against availability of reserve and
• Alignment runs along Kayangan Heights empty area impact on existing access road.
• Toll Plaza is located on area adjacent to Kayangan Heights • Availability of adequate reserve for highway
• Full interchange at GCE and at Subang Airport alignment and setback requirement needs to
• Toll Plaza 2 is located at RRIM area be confirmed.
• Full access interchange provided at Subang Airport Road • May be duplicating function of existing
• Alignment runs along Jalan Sg Buloh (Dual three) interchange.
Jalan Sg Buloh • Ramp up and ramp down along Jalan
Sg.Buloh is not provided.
• Availability of adequate reserve for highway
alignment and setback requirement needs to
be confirmed
• Interchange needs to be designed to avoid
leakage

• Interchange at Jalan Sg.Buloh • Interchange needs to be designed to avoid

• Alignment runs along Persiaran Jati (dual 3) leakage
• Interchange at Persiaran Mahogani • Availability of adequate reserve for highway
• Alignment continues on the boundary of the forestreserve (Dual 3) alignment and setback requirement needs to
• Toll Plaza 3 is located bordering forest reserve be confirmed.
• Alignment runs behind the condominium block and ends at Damansara • Design of interchange needs to take into
Perdana at Jalan PJU 8/1 account proposed MRT line and distanceto
the Sg.Buloh interchange.
• Approval needs to be obtained from
relevant authorities
• Needs to be designed to avoid leakage
• Indirect access to NKVE via Persiaran
Mahogani - not optimal.
• Approval needs to be obtained from relevant
authorities

Option 2

• Highway commences with an Interchange on Shah Alam Batu Arang • Circular ramp interchange needs to be
Highway. checked against availability of reserve and
• Alignment runs along road reserve between Sunway impact on existing access road.
Alam Suria and SPK Cahaya. • Availability of adequate reserve for highway
• (Dual 2) Widens to Dual 3 after ramp up from Sunway Alam Suria. alignment and setback requirement needs to
• Toll Plaza is located on area adjacent to Denai Alam be confirmed.
• Full interchange at GCE • May be duplicating function of existing
• Elevated Dual three alignment along Jalan Sg.Buloh interchange.
• Interchange at Kg.Melayu Subang • Ramp up and ramp down along Jalan Sg.Buloh
• Interchange at Jalan Galaksi provided.
• Full access interchange provided atSubang Airport Road • Availability of adequate reserve for highway
• Alignment runs along Jalan Sg Buloh (Dual three) alignment and setback requirement needs to
• Toll Plaza 2 is located on RRIM reserve along Jalan Sg Buloh be confirmed.
leakage
• Interchange at Jalan Sg.Buloh • Interchange needs to be designed to avoid

• Alignment runs along Persiaran Kenanga leakage
be confirmed.
• Design of interchange needs to take into
account proposed MRT line and distance to
the Sg.Buloh interchange.

• Approval needs to be obtained from relevant

authorities
be confirmed.
• Indirect link to Penchala is not optimal
• Interchange with LDP is in close proximity to
toll plaza weaving & merging issues
Option 3

• Highway commences with an interchange on Shah Alam - Batu • Circular ramp interchange needs to be
Arang Highway at Alam Suria Interchange alignment runs along checked against availability of reserveand
Kayangan Heights empty area impact on existing access road.
• Toll Plaza 2 is located at Persiaran Surian near to Villa Damansara • May be duplicating function of existing
area interchange.
• Alignment runs along Persiaran Surian and ends at Penchala Link • Availability of adequate reserve for
• Ramp connection to Jalan PJU 7/1 highway alignment and setback
requirement needs to be confirmed.
leakage
leakage
• Alignment didn't serve 4km Jalan Sungai
Buloh (towards Jln Kuala Selangor) which

is area that have heavy traffic flow road

Interchange needs to be designed to avoid
leakage
• Availability of adequate reserve for
highway alignment and setback
• Alignment serve Mutiara Damansara area
but no connection to NKVE and Sunway
Damansara area
• Availability of adequate reserve and
provision of adequate taper for toll plaza
needs to be confirmed
• Dropping on lane to the at grade section
and only having a dual 2 elevated section
should be considered
• Should also consider right turn ramp link
to Mutiara Damansara.

Option 4

• Highway commences with an interchange on Shah Alam Batu Arang • Circular ramp interchange needs to be
Highway. checked against availability of reserve
• Alignment runs along road reserve between Sunway Alam Suria and and impact on existing access road.
SPK Cahaya. (Dual 2) Widents to Dual 3 after ramp up from Sunway • Availability of adequate reserve for
Alam Suria. highway alignment and setback
• Toll Plaza is located on area adjacent to Denai Alam System requirement needs to be confirmed.
interchange with GCE Elevated Dual three alignment along Jalan • Need to place a ramp up and ramp
Sg.Buloh Interchange at Kg.Melayu Subang Interchange at Jalan down at this section to improve
Galaksi Interchange at Shah Alam 2 accessibility to the highway.
• Directional ramp and limited access interchange at Subang Airport • Availability of adequate reserve for
Road Interchange at Jalan Sg.Buloh highway alignment and setback
• Alignment runs along RRIM reserve (Dual three) Toll Plaza 2 not requirement needs to be confirmed.
shown • Interchange needs to be designed to
• Alignment runs along the Sg.Tambul river reserve avoid leakage
• Interchange at Persiaran Kenanga and Persiaran Surian to provide • Interchange needs to be designed to
linkage to NKVE. avoid leakage
• Alignment continues on the Sg.Tambul river reserve (Dual 3) • No indication of Toll Plaza 2. Two plaza
• Limited access interchange at Jalan Mahogany Alignment runs concepts will result in reduced revenue.
bordering the forest reserve (dual 3) • Availability of adequate reserve for
• Toll Plaza 3 is located above NKVE highway alignment and setback
• Alignment cuts through Damansara Perdana (dual 3) avoids the Orang requirement needs to be confirmed.
Asli resettlement and runs elevated along Jalan PJU 8/1 prior to • Design of interchange needs to take into
connecting directly to the Penchala - LDP interchange. account proposed MRT line and new
development under construction at the
site


• Availability of adequate reserve and
provision of adequate taper for toll
plaza needs to be confirmed
• Dropping on lane to the at grade section
and only having a dual 2 elevated
section should be considered
Should also consider right turn ramp link
to Mutiara Damansara.

Option 5

• Alignment commences from Shah Alam Batu Arang road and runs • Toll plaza design as 2+1 concept, drivers
elevated along existing road reserve. will only pass a maximum of 2 toll plazas
• Alignment runs on viaduct along Jalan Sg. BUloh, requires existing over the entire length.
single lane section of Jalan Sg. Buloh to be widened. All existing
junctions at Jalan Sg. Buloh will be maintained.
• Alignment runs along Sg. Tambul corridor, and links directly to
Persiaran Kenangan/NKVE.
• Persiaran Kenanga provides access to highway, result in additional
traffic on Persiaran Kenanga.
• At Mutiara Damansara, alignment runs elevated along PJU 7/1 and
PJU 7/7 and links directly to Penchala Interchange. Volume loaded
on PJU 7/1 is mainly local traffic.

Option 6

• Alignment commences from Shah Alam Batu Arang road and runs • Toll plaza designed as 2+1 concept,
elevated along existing road reserve. Volumes are on elevated drivers will only pass a maximum of 2 toll
viaduct-no impact on local road. plazas over the entire length.
• Alignment runs on viaduct along Jalan Sg. Buloh, requires existing
single lane section of Jalan Sg. Buloh to be widened. All existing
junctions at Jalan Sg. Buloh will be maintained.
• Alignment runs along Persiaran Kenanga/NKVE corridor. Persiaran
Surian and junction upgrading are proposed along Persiaran Surian.
• At Mutiara Damansara, alignment runs along and cross TNB
reserved and elevated above jalan PJU 8/1 with directional ramp at
Jalan PJU 7/1. This might result in additional traffic on to this road.

2.4.5 Analysis of Various Options
The following table analysis the merit and demerit of all option base on general
environment impact, social impact, traffic optimization and road connectivity.
Description Option 1 Option 2 Option 3 Option 4 Option 5 Option 6
1) Environmental
× × × √ √ √
Impact
2) Social Impact × × √ x x √
3) Optimize
Traffic √ √ √ √ √ √
Volume
4) Better
Connection of
Road √ √ × √ √ √
Network
Legend:
√ - Favourable
X- Unfavourable
2.5 Interchanges and Toll Plazas
Due to the challenging site conditions along the route corridor, the proposed DASH
alignment shall be designed to minimize the environmental and social impact due to
the highway by minimizing the land acquisition and compensation required.
Excessive earthworks such as excavation and fill shall be avoided to reduce the
impact on the surrounding environment, particularly at the vicinity of the forest
reserve areas. Along the densely populated areas such as Kg. Melayu Subang along
Jalan Sungai Buloh, Kota Damansara and Damansara Perdana, the proposed route
will be designed to have minimum impact on existing traffic using the major roads.
At the interfacing locations with major roads and highways such as GCE and LDP/
SPRINT, there shall be grade-separated interchanges and ramps to provide for
efficient and safe free-flow turning movements of vehicles. The designs while aimed
at providing good through traffic accessibility to the Highway will also ensure that

the minimum geometric requirements can be met such as sufficient weaving lengths,
acceleration and deceleration lengths etc.
The toll plazas shall be strategically placed to ensure viability of the project. Based on
the approximate length of the corridor it is anticipated that Traffic using the entire
length of the proposed Highway shall be subject to a maximum of 2 Toll Collection
points.
2.6 Recommendation of Selected Alignment
From the study on the alignment options, OPTION 6 emerged as the preferred
alignment based on the following factors:-
a) The alignment generally comply with design speed of 80km/hr

b) Least impact to existing traffic flow
c) Least Environmental Impact
d) Less disruptions to services and utilities
e) Less traffic diversion and temporary road required during construction
f) Fewer encumbrances related to Land Acquisition and residential/commercial
buildings and public facilities.
Subsequence chapter in this report will discuss the impact of option 6 alignment.
2.7 Conclusion
Due to the increase in traffic volumes at the new township areas, the existing road
network within this corridor have reached its full capacity resulting in traffic
congestion and deterioration of Level of Service (LOS) during peak periods. As the
existing roads serve as the major roads, it is pertinent that a new alternative route is
constructed to sustain economic growth and development along this corridor.
The proposed expressway will generally:-
1) Ease congestion at the existing roads.

2) Disperse the traffic efficiently from the surrounding townships located along
the corridor.
3) Provide connectivity between the Puncak Alam catchment to the Damansara
North area.

CHAPTER 3
PROJECT DESCRIPTION
3.1 Introduction
The Proposed Project alignment starting point is proposed at the Shah Alam - Batu
Arang road, near the signalized intersection at the Puncak Perdana / Nusa Rhu
development areas. From this point, the Proposed Project follows the Persiaran
Beyond this interchange, the Proposed Project traverses along Jalan Sungai Buloh up
to the existing signalized intersection of Jalan Lapangan Terbang Sultan Salahuddin
Abdul Aziz Shah (Subang Airport).
From Kg Melayu Subang to Jalan Subang Airport’s junction the alignment is elevated
above the existing Jalan Sg. Buloh and turn into the RRIM land and Sungai Buloh
Industrial Park at-grade until the proposed Toll Plaza no. 2 at the RRIM land. After
the toll plaza, the alignment will enter Kota Damansara area elevated traversing
through Taman Sains Selangor, crosses Persiaran Surian and along the alignment of
Persiaran Kenanga. The expressway alignment crosses the NKVE at the vicinity of the
existing NKVE Kota Damansara interchange where a Tol Plaza no. 3 is proposed. After
the trumpet interchange at NKVE, this proposed expressway alignment will then
traverse through Jalan PJU 3/31 and crossing the TNB transmission line before
connecting to Jalan PJU 8/1 through Jalan PJU 8/2. Beyond this area, the proposed
alignment shall finally connect to the LDP and Penchala Link.
The overall alignment of the Proposed Project is shown in Figure 3.1.1

EIA for the Proposed DASH Project Description
UKM Pakarunding Sdn. Bhd. (561663-U) Page3-2

Area of DASH
Figure 3.1.1: Overall Alignment of the Proposed Project


3.2 MAIN FEATURES OF THE EXPRESSWAY
3.2.1 Lane Requirements
The Expressway is generally a dual 3 lane carriageway of with 3.5m lane widths and
3m paved shoulder with a design speed of 80 kph. In areas with constraints,
particularly in urban conditions and in areas of difficult terrain, a lower design speed
and double deck with cross sectional requirements may be considered but would be
subjected to the approval of the Government.
3.2.2 Interchanges
The project involves the construction of thirteen grade separated interchanges.

These interchanges are:
i) Puncak Perdana Interchange

ii) Alam Suria Interchange
iii) Denai Alam Interchange
iv) Kg. Melayu Subang Interchange
v) Galaksi Interchange
vi) Subang 2 Interchange
vii) Subang Airport Interchange
viii) RRIM Interchange
ix) Surian Interchange
x) Kenanga Interchange
xi) Mahogani Interchange
xii) Damansara Perdana Interchange
xiii) Penchala Interchange
3.2.3 Toll Plaza
There shall be three (3) main line toll plaza on the expressway which are located
before Denai Alam Interchange, RRIM, and Mutiara Damansara. Both manual and
electronic collection shall be adopted in these open toll system. Table 3.2.1 shows
the location of the toll plazas and the minimum lane requirement. The names of the
toll plaza will be determined and approved later by LLM. The numbers of toll lane
required for each toll plaza are based on the forecast traffic volume and the type of
toll collection system used.

Tables 3.2.1: Location and Lane Requirement at Each Toll Plaza
Toll Plaza Toll Plaza Type

1 Denai Alam Open Toll
2 RRIM Open Toll
3 Mutiara Damansara Open Toll
3.2.4 Lighting system
Lighting system is to be designed in accordance to Appendix C (Clause 18.9) and to

be provided at the mainline and interchanges or any other locations.
a) Mainline
b) Interchanges
c) Toll Plazas
d) Administrative Office and Supervision Buildings
e) Laybys
f) Rest and Service Area and Laybys
g) Motorcycle lanes behind toll plazas
h) Pedestrian bridges (if any)
i) Bridge crossing
j) Underpasses, i.e. Vehicular Box Culvert (VBC) or Pedestrian Box Culvert
(PBC)
k) Motorcycle shelters
l) At other locations where necessary as directed by the Government
3.2.5 Traffic Control and Surveillance System
Traffic Control and Surveillance System are to be installed along the Expressway and
to be connected to the Company Control Centre and to LLM control Centre.
3.2.6 Toll System
The toll system shall be designed to cater for Multi Lane Free Flow (MLFF) in the
future subject to the approval of the Government. All related cost for conversion to
MLFF is to be fully borne by the Company and shall be in operation within the time
specified by the Government.

3.2.7 Landscaping
The following areas are to be landscaped to enhance functional and visual quality:
a) Interchanges;
b) Toll plazas;
c) Administrative Office and Supervision buildings & depot;
d) Along the median, wherever practicable shrubs are to be planted;
e) Along the sides of the Expressway, wherever practicable trees are to be
planted;
f) Future Rest and Service Area;
g) Layby;
h) Any other locations necessary as directed by Government.
3.2.8 Right-Of-Way Fencing
Right-Of-Way (ROW) fencing in the form of PVC coated chain link fencing or
appropriate material to be approved shall generally be erected along the boundary
of the highway wherever practical.
3.2.9 Supervision Buildings
Three (3) supervision buildings shall be provided for the Expressway.
The supervision buildings shall include but not limited to the following:
a) Control room and computer room;

b) Toll collector’s rest room and services including male and female surau,
male and female toilets, shower rooms;
c) Control Room for Traffic Control Surveillance System at one of the
Supervision Building.
d) Lockers and eating facilities;
e) Cash Transfer System (CTS) or equivalent facilities, cash counting and
shift reporting room, i.e area for collectors to count and bag their
collection at the end of the shift and for preparation of change floats at
the start of shifts;
f) Room for uninterruptible power supply inverted units & PABX;
g) Safe / strong room with night deposit chute;
h) Space for electrical distribution panels, fuses, switchgear, etc;
i) Commercial area and Administrative Office for point of sale;

j) Cleaner’s store room;

k) Storage space for tickets stock, printer paper, toll receipt etc;
l) Cableways, ducts, etc for all services equipment and systems;
m) Discussion room;
n) Garage for security vehicle;
o) TNB substation
p) To adopt the green technology index
Generally the supervision building shall be designed to meet the requirements of the
latest Uniform Building By-Laws and those of Jabatan Bomba dan Penyelamat
Malaysia. Where external glass panels are used as partitions, they shall be of
shatter-proof type such as laminated or tempered glass and tinted to reduce glare.
All operation rooms including the toll equipment store room and UPS inverter
Unit/PABX rooms shall be fully air-conditioned.
A stand-by generator shall be provided at each toll plaza to act as back-up supply for
the toll equipment, external security lighting, high mast lighting, TCSS and other
essential services in the event of a breakdown in the main supply.
3.2.10 Administrative Office
Administrative Office for the management, operation and maintenance of

Expressway shall be constructed within the Expressway project area. The building
shall include but not limited to the following;
• Management Office;
• Rest rooms and services including male and female and toilets; showers,
lockers and pantry for use at end of a shift and also for preparation of change
floats at the start of shifts;
• A separated prayer rooms for male and female and related ablution facilities
shall be provided for use of the staff;
• Discussion rooms;
• Equipment maintenance room (including storage for spare parts);
• Room for uninterrupted power supply inverter unit;
• Spaces for electrical distribution panels, fuses, switch gears, etc;
• Cleaner’s store room;
• Cableways, ducts etc for all services equipment and systems; and
• TNB substation;
• Any other facilities necessary for proper operation of the office.

Generally, the building shall be designed to meet the requirements of the latest
Uniform Building By-Laws and those of Jabatan Bomba dan Penyelamat Malaysia.
Where external glass panels are used as partitions, they shall be shatter-proof type
such as laminated or tempered glass and be tinted to reduce glare. All operations
room including the toll equipment store room and UPS inverter room are to be fully
air conditioned.
3.2.11 Bridge and Building Aesthetics
The design of all bridges and building shall not be assessed on financial ground alone
but shall also take into account aesthetic value and environmental concerns.
3.2.12 Pedastrian and/or Motorcycle Crossing
Pedestrian crossing & motorcycle crossing (where necessary) in the form of lighted
overhead bridges with ramps shall be provided at the Company own cost. The
locations of which shall be identified during detail design and operation stage and
upon agreement with Government and local authorities.
3.2.13 Motorcycle Shelter(s)
Motorcycle shelter(s) shall be provided under all highway bridge / at frequently

raining / at suitable locations / places upon agreement with the Government and by
recommendation from Road Safety Auditor (“RSA”) complete with proper drainage
by considering run-off water.
3.2.14 Health, Safety and Environment (HSE)
The company shall ensure the compliance to the requirements of Department of

Safety and Health (DOSH) and the department of Environment (DOE) regulation as
per Environmental Quality Act, 1974.
3.2.15 Green Technology
The Company shall use:
a) At least 30% of green technology in the construction works.

b) At least 20% of the Industrialised Building System (IBS) in the construction
works and
c) 70% of IBS component application in the structural work.

3.3 Design Requirement
The design shall follow engineering practices and shall comply with the design
guidelines and standards as below and as required by the Government. Unless
otherwise approved by the Government, all designs shall be in accordance with the
current editions of the following: -
a) Guidelines for Malaysia Toll Expressway System – Design Standards

(LLM/GP/T5-08)
b) Expressway Signing System – Guidelines & Design Application

(T1/07)
c) A policy on Geometric Design of Expressways and Streets (AASHTO

2004)
d) Garis Panduan Pelaksanaan PengurusanTraffik (LLM/GP/T6-08)
e) Garis Panduan Pelan Tindakan Kecemasan (Keselamatan dan

Kesihatan) Lebuhraya Dalam Pembinaan (LLM/GP/T7-08)
f) Guidelines For Malaysia Toll Expressway System – Design Standard

(Mechanical & Electrical Services) (LLM/GP/T10-08)
g) Design Guideline For Highway Rest & Service Area and Layby
(LLM/GP/T18-10)
h) Expressway Maintenance System Civil Work, Guideline & Manual

(Response Time) (LLM/M/T2-08)
i) Expressway Maintenance System – Maintenance Manual and

Guideline (Civil Works) (1996)
j) Garis Panduan Teknik (1/94) - Had Sempadan Penyelenggaraan

Lebuhraya: Lembaga Lebuhraya Malaysia (February 1994)
k) A Guide on Geometric Design of Roads – JKR (8/86) JKR
l) Manual Traffic Control Devices Standard Traffic Signs – (2A/85) JKR

m) Manual Traffic Control Devices Traffic Signs Application – (2B/85)

JKR
n) Manual Traffic Control Devices Temporary Signs and Work Zones

Control – (2C/85)
o) Manual Traffic Control Devices Guide Signs Design and Application

JKR (2E/85)
p) Manual of Pavement Design – JKR (5/85) JKR
q) A Guide to the design of interchanges – (12/87) JKR
r) A Guide to the design of At-Grade Intersection – (11/87)
s) Guidelines on Bridge Aesthetics – REAM-GL 1/1999
t) A Guide on Geometric Design of Roads – REAM-GL 2/2002

u) A Guide For Bridge Inspection – REAM-GL 5/2004
v) Guidelines on Traffic Control and Management Devices – Part 4 :

Pavement Marking & Delineation – REAM GL 8/2004
w) Guidelines on Design and Selection of Longitudinal Traffic Safety

Barrier – REAM – GL 9/2006
x) Urban Stormwater Management: JPS Manual For Malaysia

(MASMA)
y) Garis Panduan Lanskap Negara : Jabatan Lanskap Negara
z) Garis Panduan Lanskap Negara : Jabatan Perancangan

Bandar dan Desa
aa) A handbook of Environmental Impact : Jabatan Alam Sekitar

Assessment Guideline
1987
bb) Environmental Quality Act 1974

cc) JPS Hydrological Procedure 1 : Estimation of The

Design Rainstorm
(Revised and
updated 1982 edition) in
Peninsular Malaysia
dd) JPS Hydrological Procedure 4 : Magnitude and

Frequency of Floods
(Revised and updated
1987 edition) in
Peninsular
ee) JPS Hydrological Procedure 5 : Rational Method of Flood

(Revised and updated
1989 edition) Estimation
for rural catchments in
Peninsular Malaysia
ff) JPS Hydrological procedure 11 : Design Flood Hydrograph

Estimation (Revised and
updated 1989 edition)
for rural catchments in
peninsular Malaysia
gg) All Applicable standards guidelines for highway design,

construction, maintenance and operation and subsequent
amendments thereto.
hh) Uniform Building By-laws, 1984 (Amended Edition : 1985), where it

relates to the design of rest and service areas, Lay-bys,
Administrative Office and any other precedence buildings to be
constructed within the Concession Area.
ii) A Guide To The Visual Assessment of Flexible Pavement Surface

Conditions (JKR 20709-2060-92)
jj) Road Safety Audit Guidelines For The Safety Audit of Roads in
Malaysia published by JKR

kk) A Guide for Determination on Level of Service (LOS) on Toll

Highway (LLM/P/T5-09)
ll) Guide for the Traffic Forecasting Process (LLM/P/T6-09)
mm) Garis Panduan Pembinaan Lebuhraya Baru Di Dalam Rezab

Lebuhraya Sedia Ada dan Penentuan Had Sempadanan
Penyenggaraan antara Lebuhraya yang diswastakan (LLM/GP/T15-
09)
nn) Garispanduan Jarak Undur Lebuhraya (LLM/PJU/01/08).
oo) Guidelines on Expressway Road Marking (LL/GPT21-10)
pp) Garispanduan Penghadang Bunyi (Noise Barrier) di Lebuhraya

(LLM/GP/T24-10)
qq) Guidelines for Traffic Control and Surveillance System (TCSS)

Implementation for Tolled Highways in Malaysia (LLM/GP/T25-10)
rr) Preliminary Guide to Nature Green Highway in Malaysia (LLM/P/T8-

10)
ss) Green Building Index
tt) Akta 341 – Akta Perkhidmatan Bomba 1988
uu) Panduan Pelaksanaan Pengurusan Nilai dalam Program / Projek

Kerajaan
Relevant Malaysia / British or American Standards and Codes of Practice shall be

used for the design of structures and a summary of these codes of practices and
standards is summarized in Table 3.3.1

Table 3.3.1: Summary of the Codes of Practices and Standards to be used in Design
of Structure
Structure Type Design Code Comments
1) Vehicle Bridge i) BS5400 Part 1:1988 Bridges are designed to

“Specification for Loads” carry Type HA loading
and 45 units Type HB
ii) Department of Transport loading to BD37/88 d
Dept. Std BD 37/38 checked for JKR SV20
“Loading for Highway abnormal loadings
Bridges – use of guided along the centre
BS5400:Part 2:1978” line. The deck is analyzed
based on the grillage
iii) BS5400 Part 4:1990 method of analysis and
“Code of Practice for the method of defining
Design of Concrete geometric layout of
Bridges” grillage beams and
iv) deriving structural
BS5400Part9: 1983 parameter is generally
"Bridge Bearings" based on the
v) recommendation of West
BS8004: 1986 and Clark.
vi) "Foundations
Department of Transport
Dept. Std BD32/88 "Piled
vii) Foundations"
Technical Memo (Bridges)
No. BE5 "the Design of
Highway Bridge Parapets"
viii) 6th Revision.
Dept. Std BD33/88
"Expansion Joints"
2) Motor- i) As for 1 (i to viii) plus Structure for carrying
Cycles/Pedestrian Department of Transport cycles or pedestrian
Overpass & Dept. Std. BD29/87 traffic are designed for
Underpass "Design Criteria for 5.0 KN/sq.m with special
Footbridges" consideration for
billboard and windloads
on parapets.

3) Piled BS5400Part4 Embankment piles are

Embankment designed to carry up to
1.3 times the allowable
structural piles capacity
to BS8004. The
minimum factor of safety
against pile soil bearing
failure is to be taken as
1.5. Pile slabs supporting
embankments are
designed generally in
accordance with BS5400
Part 4 using the following
partial safety factors:-
Ym: Concrete: 1.50
Steel : 1.15
Ym Concrete: 1.15 1.00
(D.L)
(Earthfill): 1.50 1.00
(D.L)
HA : 1.50 1.00
Surcharges (L.L)
YF3 : 1.15 1.00
i) BS5400Part2: 1978
4) Drainage Culverts ii) BS5400Part4: 1984 Drainage culverts are
iii) designed to cater for
Department of Transport BS5400 Part 2 loading
Dept. StdBD31/87 and following BS5400
"Buried Concrete Box Part 4 and Department
Type Structures" of Transport design
method and
recommendation for
structural elements.
5) Miscellaneous BS5400Part2: 1978 All miscellaneous
Structures structures are designed
to BS5400/
BS5400part4: 1984BS Parts 2 & 4
All materials and workmanship shall be specified to comply with Malaysian

Standards and Code of Practice. Where they are not available, then British Standard
or its equivalent may be adopted subject to the Government's approval. Wherever
possible all designs shall incorporate materials of Malaysian origin and manufacturer.

The design shall be in accordance with the requirements or instructions given by the
Authority competent to do so under the written law.
3.3.1 Alignment
The design speed of the carriageway shall generally be 80 kilometer per hour ("kph")
except that lower design speeds and lower geometric standards and characteristices
may be adopted as a result of site constraints or in built-up areas subject to the
approval of the Government. Similarly, median and paved shoulder width may be
reduced in areas because of level constraints and built-up areas subject to the
approval of the Government. The geometric standards of the highway relating to
design speed, cross section width, horizontal and vertical alignments and super-
elevation are as shown in Tables 3.3.2
3.3.2 Interchanges
Interchanges shall be designed in accordance with the latest LLM guidelines/JKR

Arahan Teknik (Jalan) 11/87 “A Guide to the Design of At Grade Intersection" and JKR
Arahan Teknik (Jalan) 12/87 - "A Guide to the Design of Interchanges" as applicable.

Table 3.3.2: Geometric Design Standards
DESIGN SPEED DESIGN SPEED

PARAMETERS (KPH) (KPH)
________________ _______________
80 60
CROSS-SECTION WIDTH :
Traffic Lane (m) 3.50 3.5

Hard Strip (m) 0.50 0.5
Paved Shoulder (m) 3.00 3.00
Median (m) 2.00 2.00
Verge (m) 1.5 1.5
HORIZONTAL ALIGNMENT :
Minimum radius without elimination of adverse 1,800 1,200
chamber and transition (m).
Minimum radius with maximum superelevation 250 135

(m)
VERTICAL ALIGNMENTS :
Maximum gradient (%) 7.0 8.0
Minimum K-crest value 49 18
Minimum K-sag value 32 15
SUPERELEVATION :
Normal (%) 2.5 2.5
Maximum (%) 6.0 6.0
Maximum difference in grade between inner 0.5 0.6
and outer edge of c/way when applying
superelevation (%)
Minimum length of spiral (m) 45 35
CLEARANCE (FOR LAND PORTION)
Minimum vertical clearances for mainline 5.4 5.4

bridges and over bridges (m)
Note:
Figure in () indicate values for lower design speeds and correspondingly lower geometric
standards that may be adopted in areas of difficult terrain/area, as a result of site
constraints or in built-up areas. Shoulder width may also be reduced in constraint areas
subject to the approval of the Government.

Table 3.3.3: Interchange Geometric Design Standards
Loops
PARAMETERS Directional Directional Single Double
(single lane) (two lanes) Lane Lane
60 ( 40) kph 60 ( 40) kph 50 kph 50 kph

CROSS – SECTION WIDTH :
Lane (m) 5.0 3.5 5.0 3.5
Hard Strip : RHS (m) 0.5 0.5 0.5 0.5
Paved Shoulder : LHS (m) 2.0 2.0 2.0 2.0
Verge (m) 1.5 1.5 1.5 1.5
HORIZONTAL ALIGNMENT :
Minimum radius without
elimination of adverse camber and 720 (400) 720 (400) 400 400
transition (m)
Minimum radius with maximum 180 (50) 180 (50) - -
superelevation (m)
Minimum radius with maximum
superelevation for loops(m) - - 40 40
VERTICAL ALIGNMENT :
Maximum gradient (%) 7 7 7 7
Minimum K-crest value 10 10 10 10
Minimum K-sag value 8 8 8 8
Maximum difference in grade 1.0 1.0 1.0 1.0

between inner and outer edge of
carriageway when applying super
elevation (%)
Cross fall of inner and outer 2.5 2.5 2.5 2.5
shoulder (%)
Pavement camber (%) 2.5 2.5 2.5 2.5
SUPERELEVATION :
Normal (%) 2.5 2.5 2.5 2.5
Maximum (%) 7.0 7.0 7.0 7.0
Notes :
1. Figure in ( ) indicate values for lower design speeds and correspondingly lower geometric
standards that may be adopted in areas of difficult terrain/area, as a result of site constraints
or in built-up areas. Shoulder width may also be reduced in constraint areas subject to the
approval of the Government.
2. Median width may be reduced in areas because of land constraints and build-up areas
subject to the approval of the Government

Table 3.3.4: Interchange Geometric Design Standards
DESRIPTION OVERPASS UNDERPASS

(Lane Width) (m) (Lane Width x Height Clearance 0
(m))
Category 1 Pedestrian and motorcyclist Pedestrian box culvert of 3.0m x

Bridge of 3.0m 3.0m
Category 2 Vehicular bridge of 5.0m Single cell vehicular box culvert of
including shoulder 5.0m x 5.0m
Category 3 Vehicular bridge of 6.0m Single cell vehicular box culvert of
Category 4 Vehicular bridge of 11.0m Twin cell vehicular box culvert of
Category 5 Vehicular bridge of 19.0m Not Applicable
including shoulder
Category 6 Vehicular bridge of 22.0m Not Applicable
including shoulder
3.3.3 Geotechnical Designs
Ground treatment shall be considered for road traversing through poor or weak soil.
The design for ground treatment shall be in accordance with the objectives of
providing a satisfactory level of service in terms of the allowable post-construction
settlement of the pavement. In this regards, the following criteria shall apply.
a) Post-Construction Settlement of Pavement
In areas of soft ground, the design of embankments shall meet the following post-
construction settlement criteria:
• The settlement within the first seven (7) years after the opening to traffic is
not to exceed ten (10) per cent of the sum of the total theoretical primary
consolidation settlement and secondary settlement, the latter being assessed
for a period of twenty (20) years; and
• The settlement within the first seven (7) years after opening shall nowhere
exceed 400mm.

b) Differential Settlement
In areas of transition between piled approach embankments and general low

embankments differential settlement within the first seven (7) years after the
opening of each Section to traffic shall not to exceed 100mm within a length of 50m;
and in areas remote from structures and transition zones differential settlement
shall not to exceed 100mm within a length of 100m.
c) Slope Stability
For embankment slopes 'in areas over soft ground where, ground treatment is
required, the factor of safety to be used in the design analysis of slope stability
during the various stages of loading shall be between 1.2 and 1.3. Upon completion,
the factor of safety shall be not less than 1.5. As consolidation takes place the shear
strength of the clay beneath the embankment will improve and the factor of safety
will continue to increase with time.
Cut and fill slopes shall be designed to a factor of safety which appropriate to level of
risk, that is associated to the mode of failure and the position of cutting and filling
with respect to the Highway. The minimum factor of safety used in the design shall
be 1.5m. For cut slopes and all embankment slopes other than the above, the
minimum factor of safety shall be 1.5m. All slopes shall be designed with adequate
protection against soil erosion.
3.3.4 Pavement Design
All pavements shall be design in accordance by LLM guidelines/JKR Arahan Teknik

(Jin) 5/85 - "Manual on Pavement Design". Where appropriate, reference can be
made to relevant TRL reports and Department of Transport UK) Advice Notes such as
TRL 933, TRL 1132, HA25/83, HA30/85 and HA35/87.
a) Carriageway Pavement
The road pavement shall be of flexible construction for the whole length of the
highway except for short lengths on either side of the centreline of the toll booths at
toll plazas. The design life for the flexible pavement shall be twenty years and for
the rigid pavement forty years.
A staged construction strategy shall be adopted for the design of the flexible road
pavement. The initial pavement shall be designed for a life of ten years, which will be
extended by a process of pavement evaluation and strengthening at appropriate

intervals. The unbound layers shall however be designed for twenty years. JKR
Flexible Pavement Design Manual requirements for minimum thickness of the
bituminous layers shall be adopted.
b) Pavement Structural Overlay Design
In order to ensure that the structural overlay is added at the correct time, the actual
commercial vehicle flows and axle spectrum shall be recorded and surveyed on a
yearly basis. The Government shall be allowed access to all data regarding traffic
flows, vehicle classifications, axle loads and deflectograph surveys and to inspect and
witness the collection of all such data at any time. The procedure for structural
overlay design is to be in accordance with design procedure approved by the
Government.
The procedure for structural overlay shall be carried out no later than when the
residual life of the pavement is thirty percent of the original design life of the
pavement and in any case not later than seven years from the previous overlay.
Pavement to Shoulders
All shoulders shall be of flexible construction using the same overall pavement
thickness as the adjoining carriageway pavement, i.e. the thickness of each structural
component of the adjacent carriageway pavement.
3.3.5 Drainage Design
a) General Approach
In the design of drainage layouts particular attention shall be paid to minimising the
number of culverts in areas of soft ground consistent with providing a satisfactory
drainage layout which safeguards the integrity of the Highway. The latest
requirements of Jabatan Pengairan dan Saliran in connection with any proposed
works on rivers or other watercourses traversed by the highway shall be adhered to
and complied with.
b) Design Flood Levels
An appropriate hydraulic section shall be established with the following criteria to be

satisfied for the design of the highway:

 For embankments in areas liable to flooding, the sub-grade level (after total
settlement insoft ground areas) shall be a minimum of 300mm above the
25 years return period flood level and check against the 50 years return
period flood levels .
 For bridges, the soffit of the bridge decks shall be designed above the 100
years return period flood level, with a 1.0 m freeboard. Where there is no
alternative access road across the highway for maintenance vehicles, a-
berm of 5m width with vertical clearance of 4.5m shall be provided on both
sides of bridge water way. However, these requirements shall be
reviewed for each bridge location and subject to the relevant requirement
of the appropriate authorities.
Note:
BS 5400 : Structural Design of Bridges
BS 8100 : Structure Use of Concrete
BS 8004 : Design of Foundation
Cross culvert shall be designed for a flood return period of 100 years with head
water depth not exceeding two times the diameter/height of the culvert. Surface
drains shall be designed for a flood return period of 10 years and adequately
provided for removal of carriageway surface runoff, erosion protection and slope
stabilization.
For new culverts, the minimum size shall be 1500mm internal diameter. Along
roadside ditches at road junctions, the minimum size of culvert shall be 1200mm
internal diameter. All drains and culverts shall be discharged to outlets of sufficient
capacity e.g. main drains or rivers.
The structure design for new RC culverts shall follow BS 5400 and BD 31/87. The
latest requirement of JPS in connection with any proposed works on rivers and other
water courses transversing by the highway are to be obtained, reviewed and
adopted in design where applicable.
Final drainage layout plans shall show the location of all drains, gullies, sumps,
culverts, streams and rivers. All changes of grades and invert levels shall be indicated
on the drawings. Profile of drains and pipes crossings and services and utilities shall
be provided to ensure that there is no conflict

3.3.6 Structural Design
a) Bridges
The span lengths, clearances and geometry of all bridges and viaducts shall be
designed in accordance with BS 5400, BS 8110, BS 8004 and reference shall be made
to departmental standards of the Development of Transport UK and JKR Malaysia.
Allowance shall be made in clearances, etc. for future staged strengthening of the
roadway pavement.
With a setback distance of 1.0 m, incorporating a median hardstrip, being provided

from the edge of carriageway to the median bridge barrier. On dual 2-lane sections,
offset distances from columns supporting bridges over the Highway to the edge of
the carriageway shall be sufficient to incorporate a possible third lane without
shoulders at the bridges. The parapet shall be design according to BS 6779:Part
l:1987-Parapet for Vehicle Containment on Highway.
The expansion joints on the bridges shall follow the recommendations of the
Department of Transport (UK) Technical memorandum No. BE3 : Expansion Joints for
use in Highway Bridge Decks. The widths of bridges carrying JKR roads shall conform
to JKR requirements. The design of all bridges over rivers shall be in compliance of
the requirements of JPS or MBS A or any other relevant authority.
Elastomeric bridge bearings shall be made from natural rubber and shall be in
accordance with the specifications proposed by the Committee on Natural Rubber in
Construction set up by the Rubber Research Institute, Malaysia.
3.3.7 Vehicular and Pedestrian Overpasses or Underpasses
Sufficient vehicular and pedestrian overpasses and underpasses shall be provided for
so that no existing roads are cut off without approved alternative access being
provided for.
All overpasses and underpasses shall be designed in accordance with the standards
set out in Table 3.3.4. The category of any overpass or underpass shall be suitable
for the type of road it serves and shall be subjected to the approval of the
Government.

3.3.8 Junctions and Interchanges
Where an existing access is affected by the highway, the new access / Junction /
interchanges shall be designed in accordance with the latest LLM's guidelines / JKR's
Arahan Teknik (Jalan) 11/87 - "A Guide To The Design of At Grade Intersections" and
Arahan Teknik (Jalan) 12/87 - "A Guide To The Design Of Interchanges"
3.3.9 Toll Plazas
Toll plazas shall be designed with the objective of providing an efficient toll
collection facility. In designing the toll plaza, consideration shall be given to the
merging and diverging of the toll plaza to the divided dual 3-lanes carriageway to
ensure smooth flow of traffic. The approaches shall be designed with taper based on
the distance ratio of 1 (transverse) to 10 (longitudinal). However where existing,
constraints prevent the desired design parameter to be used a lower design
parameter shall be adopted subject to the approval of the Government.
The minimum cross-fall for toll plazas shall be 2 %. Wherever possible, a minimum
longitudinal fall of 1 % from the centre of the toll plaza barriers to the drainage lines
shall be provided to ensure that no ponding of water occurs at the toll booth areas.
Separate motorcycle lanes of 3.0 m in width shall be constructed on the approaches

to the toll plaza and to be aligned behind the Supervision Building. The toll plaza
shall operate as an open toll system.
The toll plaza shall be designed such that the number of tollbooths is determined as
follows: -
a) For manual toll collection, the throughput shall be 400 vehicles per hour
per lane.
b) For electronic toll collection system the throughput per lane shall be a
minimum of 800 vehicles per hour per lane
c) Each toll plaza shall consist of:-
(i) 3.5 m wide lane for cars and commercial vehicles
(ii) 5 m wide lane for abnormal commercial vehicles;
(iii) 2 m wide concrete toll islands at height not less than 200mm from
the finished road surface;
(iv) 3 m wide lane (including hardstrip) for motorcycles;
(v) supervision building;
(vi) a TNB sub-station;
(vii) a toll canopy; and

(viii) Reversible lane (if any) in accordance with the approved design.
Concrete pavement shall be provided at the toll booth area and the approaches. The
extent of the concrete pavement shall be 75.0 m on either side of the centreline of
the mainline toll plaza. In areas with constraints, a smaller length of concrete
pavement may be used but it would be subject to the approval of the Government.
All buildings shall incorporate local architectural features. The collection site shall be
covered by a canopy which shall serve to provide shade from the sun and protection
from the rain. In addition, it shall provide facilities for plaza lighting and control
lights. The canopy supporting structures and toll booths shall be protected by large
concrete guideways or "noses" at both ends of each stand.
The facilities at the toll plaza shall include the following:-

i) Supervision building, staff prayer rooms
ii) staff toilet facilities;
iii) parking facilities for staff and visitors;
iv) public telephones;
v) public prayer rooms;
vi) public toilet facilities; and
vii) fencing around the perimeter of the toll plaza
3.3.10 Public Utility Services
All existing public utility services whether above or below ground affected by the
highway shall be identified and relocated and/or diverted where required in
accordance with the technical requirement of relevant Public Utility Authority or
Utility Company at the expense of the concession company on its new route.
Existing services along and in the vicinity of any existing bridges or structures shall be
obtained from the relevant authorities and the design shall allow for any necessary
relocation, temporary or otherwise, and shall incorporate necessary safeguards to
protect the existing services against damage or destruction during construction.
The Concession Company shall only be responsible to relocate public utilities in

existence prior to or at the Effective Date and shall not be responsible for the cost of
upgrading, strengthening or replacing such utilities which come into existence after
the Effective Date.

3.3.11 Safety Barriers
Unless otherwise approved by the Government, safety barriers shall be in the form
of steel guardrails or New Jersey Concrete Barriers and are to be provided along the
median and on verges of embankments higher than 3.0m. Where safety reasons
demand the use of crash cushion, the Company shall install it at appropriate location
to the approval of the Government unless an equivalent alternative design can be
used.
Parapets to bridges and viaducts are to be of reinforced concrete with due

consideration given to aesthetic. All safety barriers should be designed to the latest
standard or guideline with safety requirement and aesthetic consideration
3.3.12 Noise Barriers
Noise barriers are to be provided in accordance with the requirements of the

Environmental Impact Assessment (EIA) with consideration given to functional and
aesthetic. The Company shall provide a noise sampling and ecostic study for
provision of noise barriers upon commencement of highway operation. The design
type and location for the installation of the noise barriers shall be subject to the
approval of the Government.
3.3.13 Limit of Maintenance of Highway
The limits of the Highway to be maintained by the Company shall generally be all
areas within the Right of Way inclusive of all the facilities such as interchanges, the
street lighting facilities, the traffic light facilities and other facilities constructed by
the Company within the Right of Way and in accordance with the guidelines set out
in the "Garis Panduan Teknik (1/94) - Had Sempadan Penyelenggaraan Lebuhraya :
Lembaga Lebuhraya Malaysia (Februari 1994)" and any subsequent amendments
thereto.
3.3.12 Traffic Control and Surveillance System for the Highway
A traffic surveillance and control system is to be established in order to manage

traffic flow in the highway efficiently and effectively. The system is to have four
major functions, namely:
1. Information collection;
2. Information processing;
3. Decision execution and enforcement;

4. Information dissemination.
a) Information Collection
Various equipment and facilities are required in order to enable comprehensive

collection of information related to traffic. The facilities provided shall cater most of
the possible sources of information. The highway shall have the following:
ii. Closed Circuit television camera (CCTV) to monitor highway condition,

iii. Dedicated hotline telephone which shall be manned 24 hours daily to receive
call from motorist or third party.
iv. Exclusive communication network by means of physical line or wireless
backbone.
b) Information Processing
The concession company shall provide a Traffic Control Centre with appropriate
workforce to handle the information with regard to traffic. The centre shall
accommodate computer system that will assist in processing and archiving the
gathered information, whenever necessary. The information shall then be extended
from the Traffic Control Centre to Traffic Control Centre at Lembaga Lebuhraya
Malaysia Head Quarters.
c) Decision and Enforcement
Manual on working procedure especially with regard to emergency response plan

shall be established to coordinate the execution decision or enforcement in order to
assist in the enforcement action, dedicated traffic patrol and response team
equipped with appropriate equipment and tools shall be established.
d) Information Dissemination
In order to inform the motorist about any problem with the highway traffic flow,
provision for information dissemination shall be established as follow:
i. Installation of Variable Message signboard to display message informing the

motorist,
ii. Upon necessity, announcement through media or internet or other suitable
method about the traffic situation shall be made.

e) Traffic Control Centre
A traffic control center is required as the core of the system to accommodate a

computer system and other associated equipment as well as staff for operation of
the system and planning of counter-measures against incidents. The traffic control
centre room shall be located at an appropriate location along the Highway approved
by the Government.
Roadside equipment control centre shall be installed at various locations along the
Highway and a communication network shall be established between the traffic
control centre and the roadside equipment.
f) Traffic Managemant Levels and Facilities
The traffic management level on the Highway shall be based on the following three
factors namely:
(i) road classification;

(ii) traffic demand; and
(iii) social needs
and are to be proposed by the Concession Company and approved by the

Government.
g) Installations Standards
The installation standards to be adopted for the Highway are as shown in Table
3.3.5.
h) Implementation Programme
The implementation schedule of the traffic surveillance and control system for the
highway shall be planned and developed in stages in conjunction with the
commencement of each part of the Construction Works. All service ducts shall be
provided so as to avoid any subsequent excavation on the Expressway.
i) Landscaping
The Government reserves the right to determine the cutting, uprooting, destroying,
felling or preservation of trees or the replanting thereof on any part of the

Concession Area and the Concession Company shall comply with any direction of the
Government in this respect.
Landscaping shall be provided along the highway where appropriate with particular
attention given at the Interchanges and Toll Plazas areas in accordance with the
Government's guidelines. Planting shall comprise of trees and decorative shrubs to
enhance the visual quality of the Highway.
In the design of the landscaping, special attention is to be paid to sight distances and
road user safety and care is to be taken in selecting the types and locations of plants,
trees and shrubs so that: -
(i) Sight distance and road signs are not obscured.

(ii) The illumination of street lighting and highmast is not reduced.
(iii) The view from toll plaza supervision building is not blocked or impeded;
and
(iv) The roof system of trees does not interfere with the pavement structure
of any underground services and pavement structures when they reach
maturity.
Table 3.3.5: Traffic Management Installation Standards
FACILITIES INSTALLATION STANDARDS
1 Traffic Control Centre At the Administrative Building
2 Traffic Signals At major junction where appropriate
3 Communication Between the toll plazas and administrative office

Network building, roadside equipment and field team.
4 Emergency Telephone At appropriate location approved by the Government
5 Hotline Telephone Exclusive telephone number in traffic control centre

6 Central Computer Dedicated computer system in traffic control centre
System
7 Vehicle Detector Vehicle classification in each lane of Toll Plaza
8 Variable Message Sign At appropriate location approved by the Government
9 CCTV Camera At appropriate location approved by the Government

10 Lembaga Lebuhraya A monitoring system shall be extended from the
Malaysia's Central Central Control Centre to Lembaga Lebuhraya
Traffic Control Centre Malaysia HQ via ISDN line or as per Government
request.


CHAPTER 4
EXISTING ENVIRONMENT
4.1 INTRODUCTION
This chapter describe the existing environment along the proposed alignment of the
project. The description is based on primary data collected by EIA consultants during
the study period and supplemented by data from various studies carried out in the
vicinity of the proposed project site and as well as published sources. The
environmental components considered include geology and terrain, topography and
landuse, air quality, hydrology, water quality, noise, vibration, traffic, public health,
landscape, flora, fauna, and socio-economy.
4.2 TOPOGRAPHY AND LANDUSE
4.2.1 Introduction
This section describes on topography and current landuse patterns along the
proposed project alignment. Description of the topography and landuse pattern is
based on (i) field observation, (ii) interpretation of topography maps (sheets 13, 14
and 15), published in 2005, 2003 and 2004, respectively, (scale of 1:10,000), (iii)
interpretation of satellite image from Google Earth and Wikimapia, and (iv) local
authority development plans, namely Rancangan Tempatan Majlis Bandaraya Shah
Alam (MPSA) 2020 and Rancangan Tempatan Majlis Bandaraya Petaling (MBPJ)
2020. The description of existing topography and landuse pattern along the
proposed project will be made in five sections, namely as (1) Alam Suria to Denai
Alam, (2) Kg. Melayu Subang to Kg. Baru Subang, (3) Rubber Research Institute of
Malaysia (RRIM) to Surian junction, (4) Kota Damansara, and (5) the NKVE access at
Kota Damansara to Penchala Link-LDP Interchange, as shown in Figure 4.2.1.

EIA for the Proposed DASH Existing Environment
4.2.2 General Existing Topography and Landuse Pattern
In general, the topography and landuse patterns along the proposed project
alignment vary from one section to another. In terms of topography, it is fair to
stated here that most of the areas from the starting point of the proposed project at
the Alam Suria to the ending point at the Penchala Link-LDP Interchange can be
considered low, which is less than 100 m from the above mean sea level point. Two
small rivers occur along the proposed project alignment, namely as Sg. Pelampas and
Sg. Tambul. The landuse pattern along the proposed project alignment varies from
under development category to the well-developed residential and commercial
areas. Details will be described in the next section.

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Figure 4.2.1: The proposed project alignment is divided to five sections for the purpose of topography and landuse patterns description

4.2.3 Detail Existing Topography And Land Use Pattern
a) Puncak Perdana to Denai Alam section
The section of Alam Suria to Denai Alam mostly located within southern and eastern
parts of Bukit Cherakah Forest Reserve. The topography of the proposed project
along Alam Suria to Denai Alam section is hilly with the highest point of 191 m above
mean sea level, located at the southern part of Bukit Cherakah Forest Reserve
(approximately at 30 8’ 6’’N and 1010 30’ 5’’E). The surrounding area of Alam Suria to
Denai Alam is drained by Pelampas River. The Pelampas River begins from Bukit
Cherakah Forest Reserve. The area of several unnamed man-made ponds also can be
found within the corridor, located between Puncak Perdana to Alam Budiman
residential area. The area within this section can be described as progressive area
under development. This section can be divided into two segments. The first
segment is started from the proposed Puncak Perdana interchange to the northern
part of Cahaya SPK development area whilst the second segment started from
northern part of Cahaya SPK development area to Denai Alam.
Apart of tertiary institution of UiTM of Puncak Perdana Campus and several

completed housing development from the proposed DASH such as Taman Sandaran
Permai, Sunway Alam Suria, Taman Alam Budiman, Taman Impian Nusa Rhu and
Cahaya SPK. All these are shown in Figure 4.2.2. This area is also actively under
construction of various types and scales of luxurious housing development such as
Perdana Height, Bandar Nusa Rhu, Cahaya SPK Club House and Bukit Tengku. All of
these places located within the the proposed Puncak Perdana interchange.
In addition, all of these places connected to the main road of Jalan Batu Arang. The
connection of Jalan Batu Arang from eastern part to the proposed Puncak Perdana
interchange is joined with Jalan Sg. Buloh, approximately at 30 7’ 37”N and 1010 31’
34”E, for the distance of ca. 4 km. Whilst from the western part, the proposed
Puncak Perdana interchange can be assess from Jalan Paip, approximately at 30 9’
43”N and 1010 28’ 29”E, and cross-junction of Bandar Puncak Alam, approximately at

30 13’ 47”N and 1010 27’ 9”E. Both junctions are ca. 4.5 km and ca 8.6 km from the
proposed Puncak Perdana interchange, respectively.
Second segment is actively on-going housing development areas. Neighbouring to

Cahaya SPK development area and at the right side of the proposed project
alignment is known as Kayangan Heights with luxurious bungalows and villas
development (Figure 4.2.3) whilst at the left side of the proposed project or opposite
of the northern part of Kayangan Heights is a mixed type residential area of Denai
Alam (Figure 4.2.3). On ground activities of land clearing and housing development
can be seen at both locations (Figure 4.2.3).
Closed to the meeting point of the proposed project and Persiaran Metafasa,
someone can found Denai Alam Recreation and Riding Club (DARC), ca 15 m to the
right side of the proposed project and located approximately at 30 9’ 2”N and 1010
31’ 14”E. Other significant land uses within this segment and on the right side of the
proposed project are two Chinese cemeteries and private school of Sekolah Sri
Cahaya. The distance of thus cemeteries is ca. 50 m and approximately located at 30
8’ 58”N and 1010 30’ 45”E, and 30 8’ 56”N and 1010 30’ 01”E. The school is,
approximately located at 30 8’ 52”N and 1010 30’ 59”E. The proposed project
alignment is also cross the green landscape and water body field, located between
Persiaran Metafasa and Lebuhraya Koridor Guthrie. The TNB transmission cables can
be found parallel with Persiaran Metafasa and through the thus green landscape
(Figure 4.2.4). Figure 4.2.5 shows the distribution of landuse within this section.

(a) Puncak Perdana (b) Taman Sandaran Permai
(c) Sunway Alam Suria (d) Alam Budiman
(e) Taman Impian Nusa Rhu (f) Cahaya SPK
Figure 4.2.2(a) to (f): Completed Housing Development within the Proposed Project

(a) Kayangan Height (Source:

http://wwwamcorpproperties.com) (b) Denai Alam
(c) Land clearing & housing building at the

(d) Land clearing at Denai Alam area for housing
northern part of Kayangan Heights
development
Figure 4.2.3(a) to (d): Completed and On-Going Housing Development Within the
Proposed Project
Figure 4.2.4: Green and Water Body Landscapes And TNB Transmission Cables In
Denai Alam

Denai Alam
Bkt. (under
Cherakah construction) Denai
Forest Alam
Reserve Pelampas
River
Alam Chinese DARC

Budiman cemetery
Sri
Kayangan Cahaya
Height School
Subang
development
Permai
area
Alam Cahaya
Budiman SPK Club
House
Alam
Kayangan Monterez
Suria
Cahaya Height Golf &
SPK development Country
area Club
Tmn. UiTM
Sandaran Puncak
Permai Perdana Sunway
Kayangan
Figure 4.2.5: Landuse Pattern along Alam Suria to Denai Alam section

b) Kg. Melayu Subang to Kg. Baru Subang section
This section is characterized by dense established village and modern houses. This
section started from Guthrie Highway interchange and ended at Persiaran
Cakerawala junction, closed to the proposed of Subang Airport Interchange, located
approximately at the 30 9’ 14”N and 1010 33’ 17”E. In terms of topography, this area
can be considered as low altitude. The area is dominated by village houses in Kg.
Melayu Subang and Kg. Melayu Subang Tambahan at the both sides of the DASH
proposed project alignment. From Guthrie Highway interchange to Jln Sg. Buloh, and
after Kg. Melayu Subang Tambahan, someone can found Subang Light Industrial
Park, closed to RRIM. The area that closed to the interchange of Guthrie Highway-Jln.
Sg. Buloh has been planned for local business centre of Kg. Melayu Subang.
Existingly, several small scale businesses can be found in that area such as furniture
showroom of FELLA Design and hardware business as shown in Figure 4.2.6.
The proposed project proposed four interchanges point within this section, namely
as Kg. Melayu Subang Interchange, Galaksi Interchange, Subang 2 Interchange and
Subang Airport Interchange (Figure 4.2.7)
Figure 4.2.5: Hardware Business at the Local Business Centre of Kg. Melayu Subang

Kg.
Melayu
Subang
RRIM
Kg. Subang 2
Kg. Pinggiran
Melayu Subang
Subang
Subang Kg. Baru

Perdana Subang
RRIM
Figure 4.2.7: Landuse Pattern Along Kg. Melayu Subang to Kg. Baru Subang Section

c) RRIM to Surian junction section
This section can be divided to two segments, namely as (1) RRIM segment, and (2)
light industrial park. As shown in Figure 4.2.8, the area is covered with rubber
plantation managed by RRIM. Thus area considered as moderate altitude which is
less than 100 m above mean sea level. The proposed project will passed through the
southern part of the RRIM, and then connected to Sunsuria Technology Centre and
Surian Industrial Park (Figure 4.2.9). Other landuses are Padang Kota town centre
with Casabella bungalows (under construction), Cova Square business centre, Segi
University College and Tropicana Medical Centre (Figure 4.2.10). The detention pond
that separated Sg. Rumput and Sg. Tambul can be found at the back side of the Cova
Square business centre.
There will be two interchanged between this section, known as RRIM Interchange
and Surian Interchange, and also the RRIM Toll Plaza as shown in Figure 4.2.8.
(a) Surian Industrial Park (b) Sunsuria Technology Centre
Figure 4.2.9(a) to (b): Light Industrial Area between RRIM and Padang Kota, Kota
Damansara

Sunsuria
Technology
Centre
Rubber
plantation of
RRIM Surian
Industrial Park
Cova Square
Casabella
bungalow
Rubber s site
plantation of
Sg. Tambul
RRIM
pond detention
Figure 4.2.8: Landuse pattern along RRIM to Kota Damansara

(a) Casabella bungalows (under (b) Cova Square-Padang Kota

construction)
(c) Segi University College (d) Tropicana Medical Centre
Figure 4.2.10(a) to (d): Some Examples of Landuses Between RRIM and Surian
Junction Section
d) Kota Damansara section
Kota Damansara is characterized by dense residential and commercial area. The

proposed project is planned to be build parallel with Persiaran Kenanga which is
already known as busiest road within this section. The proposed project will passed
through several flats and luxurious housing areas such as Gugusan Seroja, Gugusan
Melur, Gugusan Semarak, Gugusan Selasih, Gugusan Siantan, Gugusan Dedap,
Gugusan Salvia, Damansara Section 6 and Villa Damansara (Figure 4.2.11 & Figure
4.2.12). Shophouses and Giant Hypermarket also can be found located within
Persiaran Mahogani and NKVE.

Salvia
Siantan Damansara Toll Plaza
Dedap
Giant
Damansara Shophouses Hypermarket
Section 6 Shophouses
Seroja
Flats Semarak Selasih Villa
Kota Flats Damansara
Melur
Damansara
Figure 4.2.11: Landuse Pattern along Kota Damansara Section

(a) Gugusan Seroja (b) Gugusan melur
(c) Gugusan Semarak (d) Gugusan Dedap
(e) Gugusan Salvia (f) Gugusan Selasih
4.2.12(a) to (f): Residential Area along Persiaran Kenanga

e) NKVE to Penchala Link-LDP Interchange Section
This section characterized by dense luxurious residential, commercial and business

activities. Starting from Damansara Toll Plaza, located approximately at 30 9’ 20.88’’N
and 1010 35’ 19.85’’E (see Figure 4.2.13), the proposed project alignment is planned
to be build elevated on Jalan PJU 3/31 before crossing the TNB Transmission Reserve
land and then traverse along Jalan PJU 8/2 and 8/1 until ended at Penchala Link, as
shown in Figure 4.2.13. Among the residential area on this section is Sunway
Damansara, Metropolitan Square and Desa Temuan Damansara perdana located on
the left side of the proposed alignment. On the right side of the alignment, there is
Desa Mutiara Apartment a development area of Mutiara Damansara which include
the luxurious residential and as well as mega commercial and business centre.

Desa Temuan
Damansara
Perdana Perdana Business
Centre
Sunway
Damansara
Desa Mutiara
Apartments
Home
Damansara
CURVE
Figure 4.2.13: Landuse Pattern Along RRIM to Surian Junction Section

EIA for the Proposed DASH
4.2.4. Land acquisition
Several land lots along the proposed project alignment are expected to be taken by
the proponent as shown in Table 4.2.1. It has been expected that 24 ha of the RRIM
land will be acquire for the proposed project construction. The proponent has also
identified 112 lots that will also be acquired for the proposed project construction.
In addition, 61 ha of government lands (TOL land) will also be acquire and this
involved PLUS Highway Reserved Land, Road Reserved and TNB Transmission
Reserved Land.
Table 4.2.1: Land acquisition plan
Area/location Total
Private land Area (ha) 72
Government land Area (ha) 61
Forest Area (ha) 2.5
TOTAL Area (ha) 134
No. of Lots 112

4.3 GEOLOGICAL CONDITION
4.3.1 Introduction
The proposed Damansara – Shah Alam (DASH) elevated expressway is align

approximate in west-east direction, connecting Penchala/Mutiara Damansara in the
east to Sunway Alam Suria, Shah Alam in the west, located east north of Kuala
Lumpur CBD. A major part of this highway is elevated, with only small sections in
Shah Alam and in the vicinity of the Rubber Research Institute, Malaysia, RRIM that
will be at grade.
4.3.2 General Geology
The proposed alignment is underlain by two major lithological units. The eastern part
is underlain by granite which is part of the Main Range granite. The western part
consists of the low grade metamorphic rocks of the Kenny Hill Formation (Figure
4.3.1). The geological contact between these to rock types is approximately located
in the vicinity of the Rubber Research Institute, Malaysia.
The composition of the Kenny Hill Formation is predominantly phyllites and

quartzites with minor amounts of schist as well as shaly and slaty rock materials. The
undulating and occasionally hilly terrain in the Sunway Alam Suria and Denai Alam
areas of Shah Alam have quartzite as the predominant bedrock, whereas the lower
lying areas have phyllite as the bedrock.
From RRIM moving eastwards, the granitic areas are characterised undulating to hilly
topography. Anthropogenic activities have considerably modified the existing
topography. High and steep road cut slope, for example in Damansara Perdana
expose the granite bedrock. This is a medium to coarse grain biotite granite.
Examination of these road cuts reveals the blocky nature to the rock, with moderate
discontinuity spacing.
4.3.3 Subsurface Conditions and Geotechnical Characterisation
For the western part of the alignment, underlain by the Kenny Hill Formation, the in-
situ weathering of these rocks results in a silty soil. Generally a hard layer can be
found at a depth between 10 – 15 m depending on the topographic conditions.
However fresh bedrock is seldom encountered at depth less than 20 m.

For the granitic areas, the soil formed as a result of granite is mainly sandy. A deep
weathering profile is typical of granite with depths of up to 30 m to relatively fresh
bedrock. Examination of deep excavations within this granite reveals that the rock
mass is blocky, with three sets of developed discontinuity planes. Seepage of
groundwater, in particular at the boundary between the highly weathered granitic
material and relatively fresh to slightly weathered granite was observed.

Figure 4.3.1: The overall geological condition along the proposed alignment


4.4 SOIL & TERRAIN
4.4.1 Soil
4.4.2 Introduction
Climate is one of the strongest soil forming factors in Selangor. The effects of the
high temperature and humidity through the year has resulted in intense weathering
of rocks and this strong rocks-alteration processes reflects in the wide extent of soils
and the scarcity of unweathered rocks outcrops. It is only on hill tops and along
stream beds that rock exposure are commonly encountered and even then the rocks
may be partially weathered (Wong 1970).The intense of rainfall and high
temperature leading to rapid weathering of mineral, most West Malaysian sedentary
soils, irrespective of parents materials are highly leached, low nutrient status and
mainly kaolinitic (Ng 1965).
Field observation showed that most of the topsoil and soil profiles at the studied
area were completely weathered, forming a thick soil profiles. Due to high rainfall
and warm climate conditions, most of this subsoil formed a lateritic soil. Under
forest canopy the granitic soil form a loose and porous soil which readily permeates
water through it. Soil developed from sedimentary rocks is more clayey in texture
and compact. It is expected that under equatorial climate the soil will be 10-20
meters.
4.4.3 Soil Sampling
A total of 15 soil sample were collected using ‘dutch auger’ at various location within
the studied area for the physic-chemical analysis in the laboratory. The soil series
that can be found in the studied area are Steepland, Rengam-Jerangau, Telemeong-
Akob-Local-Alluvium, Serdang-Bungor-Munchong, Urban Land and Mined Land
4.4.4 Methodology
Baseline data acquisition for the studied area include land use map and soil type
data was extracted from the soil map and report produced by Department of Land
Use Management, Ministry of Agriculture, Malaysia, annual rainfall by Department
of Malaysian Meteorological, topographic map by Department of Survey and
Mapping (JUPEM). Site visits were also carried out to confirm the various land uses
on site as well as identify potential erosion risk activities and the areas involved. The
physico-chemical properties of soil were determined namely particle size distribution

by the pipette method described by Abdulla (1966), together with dry sieving.
Texture of soil was obtained by plotting the percentage ratio of sand, silt and clay in
the triangle of texture. Organic matter content was determined by loss on ignition
technique (Avery &Bascomb, 1982). Hydraulic conductivity was determined by falling
head method. The soil pH is determined in soil:water ratio of 1:2.5.(Metson 1956).
4.4.5 Result and Discussion
a) Soil Physical-chemical Properties
Soil physical and chemical properties such as pH, organic matter content, hydraulic
conductivity, particle size distribution and texture in the studied area are showing in
Table 4.4.1.The soil pH values were ranged from 3.59 to 4.17. Organic matter in soil
ranges from 1.41 to 7.76%. The soil has a moderate slow to fast hydraulic
conductivity which ranges from 0.53 to 51.14 cm/hour. Soil analysis indicated that
soil is dominated by sand fraction, which is more than 40% of the total particle
fraction. Sand content is the highest followed by slit and clay. Low clay and silt
content are indicators that chemical weathering state of the soil is still occurring
which may weaken the soil chemical binding thus may not be able to withstand
dispersion upon subjected to rainfall direct impact and disturbance by moving water.
Most of the soil texture was dominated by sandy clay loam, followed by sandy clay,
sandy loam, clay loam, loamy sandy and clay.

Table 4.4.1: Mean of pH, Organic matter content (OM), Hydraulic conductivity (HC),
Particle size distribution and Texture of topsoil
Station pH OM HC Sand Silt Clay Texture

(1:2.5) (%) (cm/hour) (%) (%) (%)
ST 1 3.59 3.66 4.91 51 23 26 Sandy Clay Loam
ST 4 3.95 1.41 2.15 47 35 19 Clay Loam
ST 5 4.07 1.87 0.53 54 31 16 Sandy Loam
ST 6 3.52 4.84 27.56 81 6 13 Loamy Sandy
ST 7 3.61 1.86 51.14 77 7 16 Sandy Loam
ST 8 3.78 2.73 14.11 40 23 37 Clay
ST 9 3.78 3.26 3.84 51 9 40 Sandy Clay
ST 10 3.60 5.92 21.19 49 13 39 Sandy Clay
ST 11 3.47 7.76 14.54 53 9 38 Sandy Clay
b) Soil Erosion
Soil erosion is defined as the detachment, entrainment and transport of soil particles
from their place of origin by the agents of erosion such as water, wind and gravity. It
is a form of land degradation and can be categorized as either geological or
accelerated erosion. In Malaysia, The Revised Universal Soil Loss Equation (RUSLE)
was employed to predict erosion and soil loss from land development, construction
sited and forest land. In this study, the RUSLE was employed to predict the annual
rate of erosion in the study area slope based on rainfall, soil type, topography, crops
system and management practice. The formula for RUSLE estimation is:
A = R.K.LS.C.P
Where, A: mean of annual soil loss (tons/ha/yr)

R: the rainfall erosivity index
K: the soil erodibility index
LS: the slope length and steepness factor
C: the vegetation/cover factor and
P: the soil conservation practice factor.

i. Rainfall Erosivity index calculation, R
The rainfall stations located nearest the studied area (Subang) are analyzed to
determine the average annual rainfall for a 20-year period. Rainfall erosivity index
was calculated based on Morgan, Roose and Forster et al. calculation (Morgan 1995).
According to Morgan (1995) all three R-value can be presence in the study area,
therefore the best estimate of calculated erosivity index for the study area is the
average of the three calculations. However the values obtain by Forster et al.
calculation was omitted due to its very low values. The best estimate value taken is
the average of Morgan and Roose calculation, which is 7445.13Mg mm ha-1 h-1.
TABLE 4.4.2: Erosivity index calculation and result
Method Calculation R value

(Mg mm ha-1 h-1
Morgan (1974) 9.28P-8838.15

(9.28x2750) – 8838.15 = 16682 J m-2 12511.5
= 166.82 Mg ha-1 x 75 mm h-1
Roose (1975) P x 0.5 x 1.73 2378.75

2750 x 0.5 x 1.73
Best estimate 7445.13
Where P = annual rainfall mean of the study area = 2750mm
ii. Erodibility index Calculation, K
Erodibility is the ability of the soil to be eroded by moving water. It depends on the
soil structure, organic matter percentage, size composition of soil and soil
permeability measured as hydraulic conductivity. K value indicated a soil loss per EI
unit. K value can be obtained using nomograph (Weischmeier 1971 in Morgan 1980).
In this exercise the K value of soil in the study area was calculated using the formula
below. The K value for the study area ranges from 0.02 to 0.47 tan/J. Variation in
values were caused by variation in organic matter content, particle size and hydraulic
conductivity of soil and not much on the structure.

K = [2.1x10-4(12-OM%)(N1xN2)1.14 + 3.25 (S-2) +2.5(P-3)]

100
Where:
OM Percentage organic matter
N1 Percentage Silt + very fine sand
N2 Percentage Silt + very fine sand + sand (0.125-2 mm)
S Soil structure
P Soil permeability (Hydraulic conductivity)
TABLE 4.4.3: Erodibility value (K erod ) of soil calculated for the study area
N1 N2
STATION K+PSH P STRUCTURE K RANK K EROD
(%) ( 0.125-2) K+PSH+P OM (CM HOUR -1)
(%) (%)
S1 27.33 53.99 74.53 3.03 2 3.98 4 0.14
S2 26.06 51.31 71.36 4.77 2 4.00 4 0.11
S3 25.89 65.88 82.72 2.64 2 1.97 5 0.17
S4 26.31 65.52 83.19 4.21 2 6.49 3 0.11
S5 68.70 40.55 84.61 1.39 2 2.88 4 0.46
S6 67.81 33.74 84.61 1.70 2 1.09 5 0.47
S7 32.44 53.14 82.79 2.79 2 6.05 4 0.18
S8 29.55 64.35 86.61 3.49 2 10.43 3 0.14
S9 29.05 63.74 84.97 2.27 2 1.59 5 0.20
S10 24.41 45.02 63.11 2.95 2 0.92 5 0.13
S11 16.82 50.73 64.46 4.19 2 19.41 2 0.02
S12 12.52 52.73 61.87 3.68 2 6.16 4 0.06
S13 25.26 55.81 75.00 2.66 2 0.96 5 0.16
S14 27.77 55.95 76.98 3.66 2 5.23 4 0.13
S15 9.77 57.41 62.14 3.90 2 22.00 2 0.03

Table 4.4.4: Hydraulic conductivity classification for K calculation
Hydraulic Conductivity Class Rank
<0.125 Very slow 7

0.125-0.5 Slow 6
0.5-2.0 Moderately slow 5
2.0-6.25 Moderate 4
6.25-12.5 Moderately rapid 3
12.5-25 Rapid 2
>25 Very rapid 1
Source: Mustafa Kamal Baharudin 1978
iii. Topographic factor (LS) calculation
The amount of soil eroded is expected to increase as the slopes become longer (L)
and steeper (S %). This is because the acceleration of water flow on the soil surface
increases as the slope becomes longer and steeper. The slope length and gradient
was calculated from a topography map of the study area, scaled 1:50 000. Upon
obtaining the L and S value, topographic factor (LS) value was calculated using
formula provided as following. The variation in value is caused by variation in slope
gradient ad length of slope. The LS value of the study area ranges from 1.05 – 3.37.
LS = (0.065 + 0.045 S + 0.0065 S2) x √L/22.13
Where: L=Length of slope; S=slope inclination in %

Table 4.4.5: LS factor calculation for the study area
Station L (M) S (%) LS

S1 400 3.18 1.17
S2 500 2.55 1.05
S3 250 5.09 1.56
S4 350 3.64 1.25
S5 400 3.18 1.17
S6 350 7.28 2.93
S7 400 6.37 2.61
S8 600 4.24 1.94
S9 850 3.00 1.60
S10 750 3.40 1.70
S11 400 3.18 1.17
S12 400 6.37 2.61
S13 300 8.49 3.37
S14 700 3.64 1.77
S15 400 3.18 1.17
iv. Vegetation Cover, C
Represent the ratio of soil loss under a given crop vegetation cover. For bare soil C
value is 1.0. For forested area C, 0.001-0.002 with undergrowth and 0.001 to 0.004
without undergrowth.
v. Soil conservation practice factor, P
The P factor depends on the conservation measure applied on to the crop area.
Terracing will have the P value of P = C x 0.15, whereas for bare soil without any
conservation measure the value will be maximum P = C x 1, and this represent the
worst case scenario.
vi. Predicted rate of soil Loss, A
The predicted of soil loss under existing condition (Table 4.4.6) represents the
amount of erosion rate at existing condition before the project is carried out. The
value of erosion loss under this condition range from 0.003 to 0.153 tons/ha/yr. With
reference to the rate of soil loss tolerance in Table 4.4.7, the soil loss in the existing
condition in the existing condition, the soil loss in forested area was very low (<

0.153 tons/ha/yr). This is probably because the most area studied mostly covered by
secondary forest. Forest are the most effective in reducing erosion because of their
canopy (Morgan 2005). The height of the canopy is important because water drops
from 7m may attain over 90% of their terminal velocity. Thus, the erosion risk is
relatively low for the area under forest cover.
TABLE 4.4.6: Prediction of potential rate of soil loss under existing condition
Station R K LS C P A
Tons/ha/yr
S1 7445.13 0.14 1.17 0.01 0.0015 0.018
S2 7445.13 0.11 1.05 0.01 0.0015 0.012
S3 7445.13 0.17 1.56 0.01 0.0015 0.030
S4 7445.13 0.11 1.25 0.01 0.0015 0.015
S5 7445.13 0.46 1.17 0.01 0.0015 0.060
S6 7445.13 0.47 2.93 0.01 0.0015 0.153
S7 7445.13 0.18 2.61 0.01 0.0015 0.053
S8 7445.13 0.14 1.94 0.01 0.0015 0.030
S9 7445.13 0.20 1.60 0.01 0.0015 0.036
S10 7445.13 0.13 1.70 0.01 0.0015 0.025
S11 7445.13 0.02 1.17 0.01 0.0015 0.003
S12 7445.13 0.06 2.61 0.01 0.0015 0.017
S13 7445.13 0.16 3.37 0.01 0.0015 0.059
S14 7445.13 0.13 1.77 0.01 0.0015 0.027
S15 7445.13 0.03 1.17 0.01 0.0015 0.004
TABLE 4.4.7: Soil Loss Tolerance Rates (Erosion Risk Map of Malaysia)
Soil erosion class Potential soil Loss
(tons/ha/yr)
Very low <10
Low 10-50
Moderate High 50-100
High 100-150
Very High >150
(Mustafa Kamal Baharudin 1978)

4.4.6 Terrain Mapping
The proposed alignment of the Damansara-Shah Alam Elevated Highway (DASH)

project will run across different topographic patterns. The proposed alignment
should be taken into account any potential problems as regard to the
geomorphological conditions. The information will assist decision makers such as
engineers to design proper engineering structures or mitigation measures.
In this section the elevation, slope classification and land suitability maps of the
proposed alignment are presented. The elevation and slope maps were prepared
based on the available topographical maps published by Department of Mapping
and Survey (JUPEM) and field observation. Classification of slope angle was referred
to the classification scheme proposed by the Mineral and Geosciences Department
(JMG). It can be divided into slope code numbers or gradient classes of 1(0-5o), 2(5-
15o), 3(15-25o), 4(25-35o), 5(35-60o) and 6(>60o). The terrain classification along the
proposed alignment was based on the 5 attributes (i.e. slope gradient, terrain code,
activity code, erosion and instability and cover/vegetation code) introduced by
Mineral and Geosciences Department (Zakaria and Chow 2003). The terrain
classification map is categorized into four types of landuse suitability (I, II, III and IV)
(Table 4.4.8). The landuse suitability map for the proposed project was prepared
from the information gathered from the available map supplied by JMG.
4.4.7 Elevation Classification
The classification of elevation along the proposed alignment can be divided into five
categories as stated in Table 4.4.9. The overall elevation of the terrain along the
proposed alignment is shown in Figure 4.4.1. In order to enhance the topographic
relief, the DEM map of the study area was prepared and is shown in Figure 4.4.2.
Generally, the elevation range of the proposed alignment is confined on elevation
that categorized as lowland. This is based on classification issued by WWF and
Economic Planning Unit (UPE 2002), elevation below 150m is classified as lowland
while between 150 and 300m can be classified as hilly land. Meanwhile for areas
with elevation intervals of 300-1000m and higher than 1000m are considered as
highland and mountainous areas. The classification of elevation for each section is
shown in Table 4.4.10and sectional maps are shown in Figure 4.4.3(a)-4.4.3(b).

Table 4.4.8: Terrain mapping and landuse suitability classification system (Chow and
Zakaria, 2000; Zakaria and Chow, 2003)
Class Class I Class II Class III Class IV

Characteristic
Geotechnical Low Moderate High Extreme
limitations
Suitability for High Moderate Low Probably unsuitable
development
Engineering Low Normal High Very high
costs for
development
Intensity of site Normal Normal Intensive Very intensive
investigation
required
Examples of 1. Insitu terrain < 1. Insitu terrain 1. Insitu terrain 1. Insitu terrain
0 0 0 0 0 0
terrain 15 15 -25 , no 25 -35 , no >35
2. Cut platforms instability or instability or 2. Insitu terrain
0 0
in insitu terrain severe erosion severe erosion 25 -35 ,
2. Insitu terrain 2. Insitu terrain instability or
0 0 0
< 15 , severe 15 -25 , with severe erosion
0
erosion evidence of 3. Colluvium 25 -
0
3. Colluvium moderate to 35 ,moderate
0
<15 , no severe erosion erosion
instability or or/and
severe landslides
0
erosion 3. Colluvium 15 -
0
25 , general
instability
The proposed alignment will start from Sunway Alam Suria on elevated structure
northward (Figure 4.4.4a) about a kilometer and turn eastward on at-grade level
(Figure 4.4.4(b) & Figure 4.4.1). The alignment will involve construction at-grade
type; between Chainage 1 and Chainage 3 and between Chainage 9 and Chainage 11.
The rest of the alignment will be on elevated structures mainly located on present
roads. As seen from Figure 4.4.1, most of proposed alignment will traverse on
elevation interval of 0-50m and 50-100m. The proposed alignment will traverse on
interval elevation of 0-50m from Chainage 2 up to Chainage 15. This interval
elevation represents 79.3% or 13km of the total alignment (Table 4.4.9). For interval
elevation of 50-100m represents 10.8% (1.8km) while interval elevations of 100-
150m and 150-200m are 9.2% (1.5km) and 0.7% (0.1km) of the total distance,
respectively.
The interval elevation of 0–50m that will be traversed by the proposed alignment
mainly concentrates at the mid part of the alignment while higher elevation will be
on west and east sides of study area.

Figure 4.4.4(a): Elevated structure will be Figure 4.4.4(b): the elevated structure then
built above present road (northward) that continues eastward at-grade (bungalow
traverses in front of the in bungalow lots house seen in photos as reference)
Table 4.4.9: Elevation interval class, alignment distance and percentage
Elevation class Distance Percentage

(m) (KM) (%)
0 to 50 13.0 79.3
50 to 100 1.8 10.8
100 to 150 1.5 9.2
150 to 200 0.1 0.7
Table 4.4.10: Elevation interval class and distance of proposed alignment for each
section
SECTION ELEVATION DISTANCE (KM) PERCENTAGE (%)

0-50 6.4 77.3
1 50-100 1.8 21.4
100-150 0.1 1.3
0-50 6.6 81.4
2
50-100 1.5 18.6
Table 4.4.10 shows the percentages distance of alignment in each section. In Section
1, interval elevation of 0-50m is the highest fraction then is followed by 50-100m.
Similarly, can be seen for Section 2, where interval elevation of 0-50m is dominant,
represents 81.4%. Interval elevation of 50-100m represents 18.6% that is
encountered between Chainage 15 and Chainage 17 (Figure 4.4.3(b)).


Figure 4.4.1: The overall elevation of the terrain along the proposed alignment

Figure 4.4.2: Enhance Elevation Topographic Map along the Alignment

Figure 4.4.3(a): Elevation of the Terrain along the Section 1 of the Proposed Alignment

Figure 4.4.3(b): Elevation of the Terrain along the Section 2 of the Proposed Alignment

4.4.8 Slope Classification
The slope classification performed along the proposed alignment is shown in Figure
4.4.5. The slope classification for each section can be seen in Figure 4.4.6(a)-Figure
4.4.6(b). The slope classification was derived from the contour map issued by
JUPEM. The classification of slope was performed based on the slope classification
scheme proposed by JMG terrain mapping criteria. Based on the classification of
slope, 5 slope classes (or slope gradients, denoted by 1 to 5) present along the
proposed alignment as shown in Table 4.4.11. The classification of slope for each
section is shown in Table 4.4.12.
Table 4.4.11: Slope classification and distance of proposed alignment
Slope Gradient Distance Percentage

(o) (m) (%)
0-5 1 11.5 70.2
5-15 2 3.92 23.9
15-25 3 0.9 5.4
25-35 4 0.1 0.4
35-60 5 0.03 0.2
Seventy percent of the total distance of the proposed alignment is confined within
slope class 0-5o, representing 11.5km (70.2%). The second largest of slope gradient
categories are represented by slope class 5-15o of 23.9%, while for slope gradient 15-
25o is represented by 5.4%. Slope class 25-35o and slope class 35-60o are 0.4%
(0.1km) and 0.03% (0.2km), respectively (Table 4.4.11).
Table 4.4.12: Slope class and distance of proposed alignment for each section
SECTION SLOPE (o) DISTANCE (KM) PERCENTAGE (%)

0-5 6.1 74.0
5-15 1.3 15.4
1 15-25 0.8 9.5
25-35 0.1 0.8
35-60 0.03 0.4
0-5 5.4 66.3
2 5-15 2.7 32.6
15-25 0.1 1.2
The general topographical pattern in terms of slope can be classified into three main
slope categories, namely flat area, undulating area and steep slope area. Table
4.4.13 shows the percentage distribution of slope category for each sectional area.
Flat area is defined by the area with slope gradient less than 5o or classified as class
1. The highest percentage of the topographical pattern is flat area, represents 74% in

Section 1 and followed by 66.3% in Section 2 (FIGURE 4.4.6(a) & Figure 4.4.6(b)).
Most of the residential and township areas occupy these flat topographical areas
(FIGURE 4.4.7(a) & Figure 4.4.7(b)). The proposed alignment will traverse this area
from Chainage 3 to Chainage 8 and will continue from Chainage 9 to Chainage 15
(Figure 4.4.5). Some scattered areas of higher slope are expected between Chainage
9 and Chainage 15.
Figure 4.4.7(a) Figure 4.4.7(b)
Settlement and township areas along Jalan Sungai Buloh Selangor where the
elevated structure will follow this main road up to Chainage 9 at RRIM. Photographs
show view Figure 4.4.7(a) from southwest; Figure 4.4.7(b) eastward.
Table 4.4.13: Percentage distribution of slope category for each sectional area
SECTION
SLOPE( )o 1 2 RANGE
0-5 1 74.0 66.3 Flat 66.3-74.0%

5-15 2 15.4 3.6 15.4-32.6%
Undulating
15-25 3 9.5 1.2 1.2-9.5%
25-35 4 0.8 - Steep 0.8%
35-60 5 0.4 - Very Steep -
The undulating area is referred to an area with slope interval of 5o-25o and can be
categorized into class 2 and class 3. For slope gradients of class 5-15o and slope class
15-25o, the highest percentages are 15.4% and 9.5% respectively (Table 4.4.13).
Slope gradient of 5-15o represents 23.9% of the total distance of the proposed
alignment (Table 4.4.11). The proposed alignment will pass through all types of slope
gradient in Section 1 except slope gradients 25-35o and 35-60o are not encountered
in Section 2. For slope gradient 15-25o (class 3), it represents 5.4% of total length of
the proposed alignment. Based on sectional area, slope gradient 15-25o ranges from

1.2% to 9.4% (Table 4.4.13). The highest percentage of this slope category can be
seen concentrated at Section 1 (9.5%), followed by Section 2. The distributions of
undulating areas that will be traversed by the proposed alignment mainly from
Chainage 0 to Chainage 2.7 and Chainage 15.5 and 16 (FIGURE 4.4.6(a) & Figure
4.4.6(b)).
Area with slope angle of greater than 25o is considered as steep area. Based on
terrain classification for slope gradient, steep area of more than 25o can be classified
under slope class 4 and class 5 (Table 4.4.13). Slope gradient of 25-35o represents
0.4% (0.1km) of total length of the proposed alignment (Table 4.4.11). This slope
gradient of class 4 in Section 1 and none is encountered in Section 2 (Table 4.4.13).
For slope gradient 35-60o, the percentage distributions are much lower than slope
gradient 15-25o. It only represents 0.2% (0.03km) of the total distance of the
proposed alignment (Table 4.4.11).
In terms of sectional area, the percentage distribution of this slope category (greater
than 25o) is only observed in Section 1 with small occurrence of 1.2% (0.13km). The
slope angle of greater than 25o has not been encountered in Section 2. Most of the
steep and high relief areas are generally underlined by weathered acidic intrusive
rock of granite. A typical weathered profile of soil developed from granitic rock can
be seen along the road cut as shown in Figure 4.4.8(a) & Figure 4.4.8(b).
For areas with slope angle greater than 25o are considered as a risky area with higher
geotechnical limitations as stated in guideline for highland development issued by
NRE (2005). Therefore, limitations have been imposed in the issued guideline to
particular type of development.
FIGURE 4.4.8(a): Weathered rock of granitic Figure 4.4.8(b):Close-up view, showing the
rock origin along the road. highly weathered granitic rock and severely
eroded condition


Figure 4.4.5: The Slope Classification along the Proposed Alignment

Figure 4.4.6(a): The Slope Classification along the Section 1 of the Proposed Alignment

Figure 4.4.6(b): The Slope Classification along the Section 2 of the Proposed Alignment


4.4.9 Land Suitability Classification
The land suitability map has been prepared according to the terrain classification
criteria suggested by Mineral and Geosciences Department. The land suitability map
along the proposed alignment is shown in Figure 4.4.9. The slope classification for
each section can be referred in Figure 4.4.10(a)-Figure 4.4.10(b). The land suitability
along the proposed alignment can be divided into four classes as stated in Table
4.4.14. Meanwhile the classification for each section is shown in Table 4.4.15.
Table 4.4.16: Land suitability classification and distance of proposed alignment
Distance Percentage
Class (km) (%)
1 13.1 80.0
2 2.3 14.1
3 0.8 5.1
4 0.1 0.3
Water body 0.1 0.5
From Figure 4.4.16, it is clearly observed that more than 90% of the total distance of
the proposed alignment is on land suitability class of Class 1 and Class 2. Class 1
represents approximately 80% or 13.1km of the total proposed alignment (Table
4.4.14). Meanwhile Class 2 represents approximately 14% followed by Class 3 of
5.1% of the total distant. Class 4 is 0.3% or 0.1km whilst water body is less than 1%.
Water body can be as surface drainage or small stream that will be traversed by the
proposed alignment.
For each section, the percentages for Class 1 and Class 2 range from 71.4% to 88.7%
and 19.5% to 8.4%, respectively (Table 4.4.15). Land suitability classes of 1 and 2 are
mostly situated on lowland (50-150m) while Class 3 and Class 4 are mainly located
close to hilly land areas of elevation intervals of 50-100m (close to Chainage 2) and
150-200m (Chainage 0) (Figure 4.4.1 & Figure 4.4.7). Class 1 and Class 2 are
commonly found on slope interval of 0-5o and 5-15o (Figure 4.4.12). The highest
percentage for Class 1 is concentrated in Section 2 and followed by Section 1 (Table
4.4.15).
Based on the percentage distribution, Class 3 and Class 4 range from 2.4% to 17.1%
and 5.5% to 15.5%, respectively. The highest percentage for Class 3 is concentrated
in Section 2 (17.1%) followed by Section 3 (4.4%) and Section 1 (2.4%) (Table 4.4.15).
Class 3 and Class 4 are mainly located in Section 1 (7.4% and 0.6%, respectively). In
Section 2, only Class 3 present, representing 2.8% but Class 4 is absent. Class 3 and

Class 4 in Section 1 associated with slope areas of 15-25o and 25-35o (Figure
4.4.6(a)). In Section 2, Class 3 and Class 4 commonly associated with slope interval
15-25o (Figure 4.4.6(b)). It can be seen that Class 4 is only encountered at Chainage 0
(Figure 4.4.10(a)).
The guideline for highland development issued by NRE (2005) stated that for area
not above 300m and classified under Class 1 and Class 2 can be considered to be
developed for all types of development since the proposed alignment is located on
elevation between 0 and 300m (Figure 4.4.1 & Table 4.4.9). Meanwhile for Class 3
and Class 4, the geotechnical limitations are categorized as high and extremely high
(Table 4.4.15). Areas of Class 3 for elevation ≤ 300m, certain types of developments
are considered meanwhile for Class 4 no any development is permitted except
infrastructures construction such as road, tunnel, bridge, telecommunication and
electrical facilities. In this study most of the proposed alignment will be located on
Class 1 and Class 2 that mainly on current roads and/or highway. While alignment for
Class 3 and Class 4 are located on undulating areas of slope interval 5o-25o (slope
classes 3 and 4) and elevation of 50m and 150m (as seen at Chainage 0 and close to
Chainage 2). However, Class 4 represents small percentage of the total distance
Table 4.4.15: Percentage distribution of class category for each sectional area
SECTION
CLASS 1 2 RANGE
1 71.4 88.7 71.4-88.7%
2 19.5 8.4 8.4-19.5%
3 7.4 2.8 2.8-7.4%
4 0.6 - 0.6%
Water body 1.1 - 1.1%

Figure 4.4.9: The Land Suitability Map along the Proposed Alignment.

FIGURE 4.4.10(a): The Land Suitability Map along the Section 1 of the Proposed Alignment

FIGURE 4.4.10(b): The Land Suitability Map along the Section 2 of the Proposed Alignment

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4.5 CLIMATE
The Malaysian Peninsular generally is influenced by two monsoons a year which is

the north-east and south-west monsoons. The north-east monsoon occurs from
November to March while south-west monsoon occurs from May to September. The
climate of the proposed project area general characteristic is humid warm weather
condition throughout the year, with uniform temperatures, high humidity and
rainfall. In this study, the primary meteorological data was obtained from the
nearest meteorological station which located at Subang Airport (N 03o 07’ E 101o 33)
and at 16.5 above M.S.L. This meteorological station was equipped with tilting-sipho
automatic rain gauge and U.S Class A evaporation pan. The climatic parameters are
described in the following sections.
4.5.1 Rainfall
The study area is located in the western part of peninsular Malaysia which lies near
to the equator. It receives widespread heavy rainfall with long time intervals during
the monsoon seasons which are associated with the southwest and northwest
monsoon winds respectively. Precipitation records obtain for the period of 20 years
showing the study area receives an average rainfall of 2750 mm per year.
i. Mean annual and Monthly Rainfall Distribution
Based on the Figure 4.5.1, seasonal of heavy rainfall occurs around October to May.
From June to September the amount of rainfall is virtually low. November was the
wettest month recorded with the average rainfall of 333.28 mm followed by April
299.43 mm. The lowest average rainfall for the period of 20 years is on the month of
June with 139.41 mm. Detail statistic of maximum and minimum of Monthly Rainfall
(mm) is tabulated in Table 4.5.1

Figure 4.5.1: Mean Monthly Rainfall at Study Area (1990-2010)
ii. Raindays
The monthly mean rainfall days for Subang Airport Meteorological Station are shown
in Figure 4.5.2. The highest mean raindays were recorded in November with 23
raindays followed by October, December, and April all with 20 raindays respectively.
The lowest amount of raindays is recorded in June and July both with 13 rainfall days
respectively.
Figure 4.5.2: Mean Monthly Rainday at Study Area (1990-2010)

4.5.2 Temperature
The mean monthly temperature (oC) pattern recorded from 1990 – 2010 at Subang
Airport Meteorological station is represent in Figure 4.5.3. The temperature at study
area fluctuated between a minimum of 25.9 oC (December) to a maximum of 29.7 oC
(April). The average mean annual temperature peaks from April to June. The highest
average temperature was recorded in May 8.3 oC, while the lowest is 26.9 oC in the
month of December.
Figure 4.5.3: Mean Monthly Temperature (oC) at Study Area (1990-2010)
4.5.3 Relative Humidity
Figure 4.5.4 shows mean monthly relative humidity (%) recorded at Subang Airport
Meteorological Station from 1990 to 2010. The average humidity range in the study
area is from 77 % in July to the highest of 82 % in November. In general, humidity in
the study area follows the national trend where humidity is high. The peak of
humidity is from November to December where the precipitations are also in peak.

Figure 4.5.4: Mean Monthly Relative Humidity (%) at Study Area (1990-2010)
4.5.4 Surface Wind
The mean monthly surface wind is based on data obtained from Subang Airport
Meteorological Station between the years 1990-2010. Figure 4.5.5 and 4.5.6
showing the seasonal and annual wind rose. The dominant annual wind direction is
from North-westerlies that appears about 15.6% and followed by North 11.9%. The
annual calm condition is recorded at 24.2%. The most frequent wind speed is 0.3-1.5
m/s occurring at 34.2 %.
The mean monthly wind for both inner-monsoon period of April and October is
depicted in Table 4.5.2. In the month of April and October, dominant wind directions
are both from North-westerlies occurring at 1.62% and 22.4% respectively. The calm
condition for both of this month is 23.6% and 23.0% correspondingly.
The southwest monsoon occurs from May to September with the dominant calm
condition is 25.7%. Most of the wind direction is coming from the North-westerlies
with 12.2 %. Wind speed range is from 0.3 to 1.5 m/s recorded at 30.2%. The study
area experiences the North-easterly monsoon with the dominant calm condition at
about 23.1%. The wind direction is mostly coming from Northwesterlies which
occurring at 17.4%. Most dominant speed of the wind during this period is ranging
from 0.3 to 1.5 m/s with total of 28.7 %.

Figure 4.5.5: The Seasonal Wind Rose Summary at Study Area from 1990 to 2010

ANNUAL
Figure 4.5.6: The Annual Wind Rose Summary at Study Area from 1990 to 2010

Table 4.5.1: Percentage Frequency, Wind Speed, and Direction
SPEED
M/S
APRIL
N NE E SE S SW W NW CALM TOTAL
< 0.3 - - - - - - - - 23.6 23.6
0.3 - 1.5 8.7 4.5 4.6 2.5 3.2 2.1 3.4 7.2 - 36.2
1.6 - 3.3 3.5 0.9 2.1 2.2 4.4 2.9 4.6 6.5 - 27.1
3.4 - 5.4 0.8 0.2 0.2 0.5 1.3 1.4 4.1 2.2 - 10.7
5.5 - 7.9 0.1 0.0 0.0 0.0 0.1 0.1 0.4 0.3 - 1.0
8.0 - 10.7 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 - 0.0
> 10.7 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 - 0.0
TOTAL 13.1 5.6 6.9 5.2 9.0 6.5 12.5 16.2 23.6 98.6
SPEED
M/S
MAY - SEPTEMBER
< 0.3 - - - - - - - - 25.7 25.7
0.3 - 1.5 6.5 3.2 5.0 2.9 2.9 1.5 2.3 5.9 - 30.2
1.6 - 3.3 2.2 0.4 2.6 5.0 7.2 2.6 2.7 4.6 - 27.3
3.4 - 5.4 0.6 0.0 0.2 2.3 5.9 1.4 1.9 1.5 - 13.8
5.5 - 7.9 0.1 0.0 0.0 0.2 0.8 0.1 0.3 0.2 - 1.7
8.0 - 10.7 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 - 0.0
> 10.7 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 - 0.0
TOTAL 9.4 3.6 7.8 10.4 16.8 5.6 7.2 12.2 25.7 98.7
SPEED
M/S
OCTOBER
< 0.3 - - - - - - - - 23.0 23.0
0.3 - 1.5 8.8 3.4 3.5 1.7 2.5 1.7 2.8 7.8 - 32.2
1.6 - 3.3 4.3 0.5 1.7 1.9 4.0 2.1 3.9 9.4 - 27.8
3.4 - 5.4 1.3 0.0 0.2 0.6 2.1 0.9 3.8 4.3 - 13.2
5.5 - 7.9 0.2 0.0 0.0 0.0 0.3 0.0 0.6 0.9 - 2.0
8.0 - 10.7 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 - 0.0
> 10.7 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 - 0.0
TOTAL 14.6 3.9 5.4 4.2 8.9 4.7 11.1 22.4 23.0 98.2

(Continued…)
SPEED
M/S
NOVEMBER - MARCH
< 0.3 - - - - - - - - 23.1 23.1
0.3 - 1.5 9.1 4.8 4.7 2.3 3.2 2.6 4.0 8.0 - 38.7
1.6 - 3.3 3.9 1.8 2.6 1.5 2.9 2.7 4.0 7.1 - 26.5
3.4 - 5.4 0.7 0.4 0.5 0.2 0.7 1.3 3.6 2.1 - 9.5
5.5 - 7.9 0.0 0.0 0.0 0.0 0.0 0.0 0.4 0.2 - 0.6
8.0 -
10.7 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 - 0.0
> 10.7 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 - 0.0
TOTAL 13.7 7.0 7.8 4.0 6.8 6.6 12.0 17.4 23.1 98.4
SPEED
M/S
ANNUAL
< 0.3 - - - - - - - - 24.2 24.2
0.3 - 1.5 7.9 4.0 4.7 2.5 3.0 2.0 3.1 7.0 - 34.2
1.6 - 3.3 3.2 1.1 2.5 3.1 4.9 2.6 3.5 6.2 - 27.1
3.4 - 5.4 0.7 0.2 0.3 1.1 3.0 1.3 2.9 2.1 - 11.6
5.5 - 7.9 0.1 0.0 0.0 0.1 0.4 0.1 0.3 0.3 - 1.3
8.0 -
10.7 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 - 0.0
> 10.7 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 - 0.0
TOTAL 11.9 5.3 7.5 6.8 11.3 6.0 9.8 15.6 24.2 98.4
4.5.5 Duration of Sunshine
The relatively cloudy conditions indicate that the percentage of sunshine hours is
small and generally less than 60 percent. The average mean daily sunshine hours
recorded at Sultan Abdul Aziz Airport varies from 4.8 hours in November to only 6.8
hours in February. The annual average daily sunshine hours for the period 2000 to
2009 are about 6 hours.
4.5.6 Cloud Cover
The data recorded at Sultan Abdul Aziz Airport shows that Subang and surrounding
area is relatively cloudy. From the records, daily mean cloud cover for all months is
seven oktas which is about 88 percent cloudy.

4.6 WATER QUALITY
4.6.1 Introduction
The proposed expressway alignment is traverse through six significant rivers namely
Sg. Edam, Sg. Pelampas, Sg. Damansara, Sg. Payong, Sg.Tambul, and Sg. Rumput
(Figure 4.6.1). The objective of water quality monitoring was to determine the water
quality characteristics of the streams thus evaluate future effect from this
development.
4.6.2 Sampling Locations and Methodology
A total of eleven sampling station (designated as WD1-WD11) were chosen for the
water quality in this study. Figure 4.6.1 shows sampling station for water quality
monitoring at proposed project alignment. Two at each rivers (upstream and
downstream) and one point at Sg. Damansara. The location and coordinates of all
monitoring stations are describes in Table 4.6.1.
Table 4.6.1: Description of Water Quality Monitoring Locations
Location No. Coordinates Description

WD1 N 3° 08.664’
At the end of Persiaran Pulau Angsa
Sg. Edam (Upstream) E 101° 29.728’
WD2 N 03° 08.620’
At the end of Persiaran Pulau Angsa
Sg. Edam (Downstream) E 101° 29.794’
WD3 N 03° 08’ 55.0”
Upstream near to cemetery
Sg. Pelampas (Upstream) E 101° 30’ 33.2”
WD4 N 03° 09’ 01.9”
Downstream near to Stable
Sg. Pelampas (Downstream) E 101° 31’ 39.0”
WD5 N 03° 09.584’
Near Junction at Jalan Sungai Buloh
Sg. Damansara E 101° 31.933’
WD6 N 03° 09’ 05.0”
Inside RRIM Land
Sg. Payong (Upstream) E 101° 33’ 32.6”
WD7 N 03° 08’ 56.4”
Inside RRIM Land
Sg. Payong (Downstream) E 101° 33’ 40.7”
WD8 N 03° 08.880’ Downsream near to Cova Villa & Cova Suite
Sg.Tambul (Downstream) E 101° 34.405’ Apartment (a canalized river)
WD9 N 03° 09.719’ Upstream near to Selangor Polo &
Sg.Tambul (upstream) E 101° 35.130’ Equestrian Club (a canalized river)
WD10 N 03° 09’ 35.1” Under TNB transmission line near Jalan PJU
Sg. Rumput (Upstream) E 101° 36’ 07.0” 3/31
WD11 N 03° 09’ 48.1” Under TNB transmission line near Jalan PJU
Sg. Rumput (Downstream) E 101° 31’ 06.7” 3/31

The in situ parameters were measure at all monitoring station is temperature, pH,
electrical conductivity, dissolved oxygen, salinity and turbidity. Water samples were
properly preserved and taken to the laboratories for the analysis of parameters such
as biochemical oxygen (BOD), chemical oxygen demand (COD), and ammoniacal
nitrogen. All parameters were analyzed using Standard Method for the Examination
of Water and Wastewater by American Public Health Association (APHA). Spectrum
Laboratory Sd. Bhd. and ASMA Sdn. Bhd, both an MS ISO/IEC 17025 accredited
laboratory were hired by UKM Pakarunding Sdn. Bhd. to analysed the water quality
parameter. Water quality data obtained were compared with the Malaysian Interim
Water Quality Standards (INWQS).

WD10
Sg. Damansara
WD8 WD11
WD7
WD4
Sg.Rumput
WD1 WD5
Sg. Sg. Tambul

Pelampas WD6
WD3 WD9
WD2
Sg. Payong
Sg. Edam
Figure 4.6.1: Water Quality Monitoring Stations


4.6.3 Existing Water Quality
The value obtained for water quality parameters at 11 selected monitoring stations
for proposed DASH project are depicted in the Table 4.6.2. Temperature measured
for all sampling station range from 28.37oC (WD2-Sg. Edam d/s) to 30.08oC (WD5-Sg.
Tambul u/s). These values are below the Standard A specification requirement of
40oC.
pH is a measure of the acidity of an aqueous solution. It is defined as the negative

logarithm of the hydrogen ion activity of the solution. pH may range from 0 to 14,
where 0 is the most acid; natural waters usually have a pH between 6.5 and 8.5. The
value for all monitoring stations range from 6.20 (WD2-Sg. Edam d/s) to 7.14 (WD3-
Sg.Damansara). Dissolved oxygen level at all monitoring rivers are ranging from 0.99
(WD3-Sg. Damansara) to 6.35 (WD2-Sg. Edam d/s).
Total suspended solids (TSS) results at all monitoring station in range from 9.0 mg/l
(WD5-Sg. Tambul u/s) to 82.0 mg/l (WD7-Sg. Pelampas d/s). All stations are within
Class ll (INWQS) requirement (50 mg/l). With low value of TSS, it means the rivers at
study area were receiving low significant input of solids. Table 4.6.2 list the detailed
of all parameters detected with the comparison to Standard A specification.
All heavy metals are at non-detectable or very low trace concentrations at sampling
points, except for iron (Fe), which was found to be at slightly elevated
concentrations at all points.
An indicator of sewage pollution is the coliform count, where for water of Class II
according to the INWQS, the count for Total Coliform should not exceed 100
counts/100 ml for water usable for bathing purposes. Total Coliform counts are high
at 3 locations, with 2 points at Sg. Edam is undetected.
4.6.4 INWQS and Water Quality Index (DOE-WQI)
The mean parameters for every water quality monitoring station at proposed project
alignment were calculated. The concentrations of each parameter also were
computed and compared with the INWQS for Malaysia River. Table 4.6.2 listed the
result obtained.
Water quality index (WQI) is a method to relate a group of variables water quality
parameters to a common scale and combining them into a single number according
to a chosen method or model. This method simplifies the water quality parameters

to be used in representing the level and the trend of the water quality. For this
purpose, the WQI was calculated using the following equation:
WQI = 0.22 (SIDO) + 0.19 (SIBOD) + 0.16 (SICOD) + 0.15 (SIAN) + 0.16 (SISS) + 0.12
(SIpH)
where SIDO, SIBOD, SICOD, SIAN, SISS and SIpH are the subindices of dissolved
oxygen, biological oxygen demand, chemical oxygen demand, ammonical nitrogen
and pH values, respectively. The value of each subindices is derived from the specific
equation given by DOE (1993). The WQI values ranged from 0 to 100 with 100
represent the best water quality and 0 as the worst.
The INWQS (Table 4.6.3) was used to compare the existing data at all monitoring
stations to determined class classification for the rivers. Based on the calculation, it
is indicated that WD1 (Sg. Edam u/s) & WD2 (Sg. Edam d/s) are falls within Class III
and Class II respectively. Sg. Pelampas and sg. Payong are falls within class II. Sg.
Tambul and Sg. Rumput both are in Class II. Lastly, Sg. Damansara are the most
polluted river compared to others. It is in the Class IV.
According to the INWQS, Class II indicates that the river is clean with slightly
contaminated. Water from this river may use, but needed treatment. Class III means
the river is moderate polluted with advance treatment required. River water in class
IV Is polluted not suitable for human but can be used for irrigation.

Table 4.6.2: Water Quality Results at All Monitoring Stations

Sampling location Standard A Method Reference
Test Parameters Sg. Edam Sg. Pelampas Sg.D’sara Sg.Payong Sg. Tambul Sg.Rumput Specifications
WD1 WD2 WD3 WD4 WD5 WD6 WD7 WD8 WD9 WD10 WD11
o
Temperature ( C) 29.0 28.37 30.0 30.0 28.41 30 30 29.22 30.08 29 27 40 -
pH 6.34 6.20 6.3 6.2 7.14 6.7 6.6 6.98 6.71 6.7 6.7 6.0-9.0 -
Dissolved Oxygen 4.06 6.35 6.5 6.2 0.99 5.9 5.8 4.95 2.30 5.9 5.2 - -
(mg/l)
Turbidity (mg/l) 9.2 16.2 60 85 29.1 9 10 15.7 23.1 100 160 - -
COD (mg/l) 22 22 10 6 53 6 3 29 18 29 35 50 APHA 5220 B
BOD (mg/l) 10 11 2 1 28 1 ND 15 12 5 7 20 APHA 5210 B
Total Suspended 33 16 62 82 29 8 9 20 9 76 144 50 APHA 2540 D
Solids
Total Organic Carbon 0.1 5.7 2.75 2.76 15.4 2.61 5.28 10.5 9.0 7.02 6.42 - APHA 5310 D
(mg/l)
Mercury (mg/l) ND ND ND ND <0.001 ND ND <0.001 <0.001 ND (<0.001) ND (<0.001) 0.005 APHA 3112 B
(<0.001) (<0.001) (<0.001) (<0.001) (<0.001) (<0.001)
Cadmium (mg/l) 0.001 <0.001 ND ND <0.001 ND ND <0.001 <0.001 ND (<0.005) ND (<0.005) 0.01
APHA 3120 B
(<0.005) (<0.005) (<0.005) (<0.005)
Chromium (mg/l) 0.001 0.001 ND (<0.01) ND (<0.01) 0.001 ND (<0.02) ND (<0.02) <0.001 <0.001 ND (<0.02) ND (<0.02) 0.20 APHA 3120 B
Arsenic (mg/l) (<0.05) (<0.05) ND (<0.02) ND (<0.02) <0.05 ND (<0.01) ND (<0.01) <0.05 <0.05 ND (<0.01) ND (<0.01) 0.05 APHA 3120 B
Lead (mg/l) (<0.05) (<0.05) ND (<0.02) ND (<0.02) (<0.05) 0.06 0.04 (<0.05) (<0.05) 0.05 0.09 0.10 APHA 3120 B
Manganese (mg/l) 0.64 0.55 ND (<0.02) ND (<0.02) 0.08 0.09 0.11 0.08 0.23 0.14 0.16 0.20 APHA 3120 B
Nickel (mg/l) ND ND ND (<0.02) 0.02 <0.01 ND (<0.02) ND (<0.02) <0.01 <0.01 ND (<0.02) ND (<0.02) 0.20 APHA 3120 B
(<0.001) (<0.001)
Iron (mg/l) 14.8 6.94 2.11 1.88 3.50 1.26 1.20 2.47 5.71 3.49 4.66 1.0 APHA 3120 B
Free Chlorine (mg/l) ND (<0.1) ND (<0.1) ND (<0.02) ND (<0.02) ND (<0.01) 0.19 0.15 ND (<0.01) ND (<0.01) 0.32 0.19 1.0 APHA 4500-Cl G
Sulphate (mg/l) 17 <3 1.3 1.7 16 6.2 5.3 24 29 28.9 31.4 In House method QWI-
CH/17-11 based on APHA
2-
4500-SO 4 E
Fluoride(mg/l) <0.1 <0.1 0.8 ND (<0.1) 0.3 ND (<0.1) ND (<0.1) 0.2 0.2 0.4 ND (<0.1) APHA 4110 C
Phosphate(m/l) 0.03 <0.01 2.6 4.7 2.60 17.4 22.5 1.47 0.06 17.9 22.4 APHA 4500-P F
-
Nitrite (mg/l) <0.01 <0.01 0.094 0.102 <0.01 9.040 2.398 0.92 <0.01 7.854 9.347 APHA 4500-NO 2 B
-
Nitrate (mg/l) 0.04 0.04 - - 1.06 1.61 0.98 21.3 0.04 2.37 3.56 APHA 2500 NO 3 H
Oil & Grease (mg/l) ND (<1) ND (<1) ND (<1) ND (<1) ND (<1) ND ND ND (<1) ND (<1) ND ND ND APHA 3120 B
Ammoniacal Nitrogen 0.32 0.34 ND (<0.01) ND (<0.01) 11.2 0.14 0.35 6.58 0.60 3.49 2.50 - APHA 4500 NH 3 G
(mg/l)
Faecal Coliform ND ND 3 <3 183500 <3 <3 132000 129500 <3 <3 - APHA 9222 D
(MPN/100ml)
River Class III II II II IV II II III III III III
Note:
1) Standard A means Environmental Quality (Sewage & Industrial Effluents) Regulations 1979, Parameters Limits of Effluents of standard A
2) < means less than 3)ND means Not Detected

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Table 4.6.3: Malaysian Interim National Water Quality Standard (INWQS) for Surface
Water
Parameters
Class I Class IIA Class IIB Class III Class IV Class V
(Units)
Ammoniacal
Nitrogen/AN 0.1 0.3 0.3 0.9 2.7 >2.7
(mg/l)
BOD 5 (mg/l) 1 3 3 6 12 >12
COD (mg/l) 10 25 25 50 100 >100
DO (mg/l) 7 5–7 5–7 3–5 <3 <1
pH 6.5 - 8.5 6–9 6–9 5–9 5–9 -
Colour (TCU) 15 150 150 - - -
Elect.
Cond.#(mmhos/ 1,000 1,000 - - 6,000 -
cm)
Floatables N N N - - -
Odour N N N - - -
Salinity# (0/ 00 ) 0.5 1 - - 2
Taste N N N - - -
Total Diss.
5000 1,000 - - 4,000
Solid” (mg/l)
Total SS (mg/l) 25 50 50 150 300 >300
Temperature Normal+
- - Normal+2 - -
(oC) 2
Turbidity (NTU) 5 50 50 - - -
E. Colif+
10 100 400 5,000 5,000 -
(counts/100ml)
Tot. Colif. (20,000)* (20,000)*
100 5,000 5,000 >50,000
(counts/100ml) 50,000 50,000
VERY CLEAN
MODERAT
WQI: 92.80 –
ELY
100.00 CLEAN, SLIGHTLY
POLLUTED
Water CONTAMINATED POLLUTE
WQI: 52.47 VERY
supply: WQI: 76.63 – 92.80 D
– 76.63 POLLUTED
water of high Water supply: WQI:
Water WQI: <
quality Conventional 29.74 –
supply: 29.74
normally no treatment needed. 52.47
Advanced Water not
treatment Suitable for sensitive Water
treatment for any of
needed. aquatic species. Class may be
required. the above
Suitable for IIA suitable for used for
Suitable for uses.
very recreational irrigation
adaptable
sensitive purposes.
aquatic
aquatic
species.
species.

4.7 HYDROLOGY
4.7.1 Major River
The proposed expressway shall be crossing/alongside five (6) major river namely Sg.
Edam, Sg. Pelampas, Sg. Damansara, Sg. Payong, Sg. Tambul, and Sg. Rumput (Figure
4.7.1).
a) Sungai Tambul
The river originated from Hutan Simpan Sungai Buloh at elevation of 142 from m.s.l.
It’s flowing to the south and one of a major tributary of Sungai Damansara before
meets Sg Rumput and Sg Kayu Ara at downstream site. The river system along the
proposed road corridor ranging from Persiaran Kenanga at the north to Tropicana
Medical Centre at the south and RRIM at the west (N3o8.940’; E 101o 34.402’). Slope
gradient where the river flowing are approximately 15 degree at the upper site and
become flat in the middle and downstream sites (< 0.05 degree). Along the river,
there is forested area (Hutan Simpan Sungai Buloh/Damansara) and highly dense
residential areas consist of housing, industrial and commercial buildings (Figure
4.7.2). Besides, three water storage ponds were constructed at the middle and
downstream reach in Sungai Tambul which can be used as sediment and flood
retention pond (Figure 4.7.3(a)). Closed to proposed highway alignment, the river is
fully concreted and channelized (Figure 4.7.3(b)). The drainage system within the
site is the existing surface and sub-surface roadside drains. Detailed of Sungai
Tambul and catchment characteristics are obtained from Topographical Map Sheet
3757 (Kuala Lumpur & Petaling Jaya). The results are tabulated in Table 4.7.1. The
drainage density (D) was calculated using the Strahler’s method (1967) texture
classification while the bifurcation ratio was calculated as the ratio of the number of
streams of one order to the number of streams of the next highest order (n + 1).

Sg. Damansara
Sg.Rumput
Sg. Tambul
Sg. Sg. Payong
Pelampas
Sg. Edam
Figure 4.7.1: Major Rivers along the Proposed Expressway

Figure 4.7.2: Sungai Tambul in satellite view

Figure 4.7.3(a): Water storage pond at middle Figure 4.7.3(b): Sungai Tambul during
reach of Sungai Tambul near Tropicana low flow condition
Medical Centre
Table 4.7.1: Sungai Tambul catchment characteristics
Characteristics Symbol Value

Catchment area (km2) CA 3.82
Major river length (km) MR 3.48
Total stream length (km) Ct 5.25
Catchment length (km) L 2.04
Catchment width (km) C 1.06
Stream order So 2
Average bifurcation ratio Br 3
Drainage density D 1.37
Velocity (m/s) V 0.084
Specific discharge (m3/s) Q 1.192
Catchment slope (o) CS 0.04

i. Flooding
According to the local residents at Persiaran Surian and Kenanga, there is no major
flooding was recorded at their places over the past 10 years. However, several flash
floods were reported mainly closed to Sungai Buloh, Kota Damansara and Subang
areas at downstream sites.
ii. Water Intake
There are no water intake points along Sungai Tambul. However, along 5 km radius
of the proposed highway two water intake points are currently operated. The water
supply plants are as follow.
a. Subang Airport Works
Subang draws its water from an intake pumping installation on the Sungai Buloh,
which commands a catchment area of 62 sq km. It consists of a forest reserve,
rubber and oil palm estates, poultry farms and inhabited areas. The works was
constructed in 1964 in the hills, and has a capacity of 6,545 cu m. per day. It was
designed to supply water to Subang International Airport, as well as nearby
townships and villages.
b. Damansara Works
The Damansara Works, located in the hills of Bukit Jelutong, draws its water from an
intake on the Sungai Damansara, which commands a catchment area of 124 sq km.
The catchment area comprises a forest reserve, rubber and oil palm estates, tin
mines and inhabited areas. Damansara, which was constructed in 1965, has a
capacity of about 45,454 cu m. per day. However, tin mining operations in the
catchment area discharge a heavy silt load into the river which, in turn, gives
problems at the intake and resulting in a lower normal daily capacity of about 40,900
cum.
b) Kota Damansara Dry Detention Pond
The proposed Dash highway will be crossing approximately less than 500m
downstream site of the pond (Figure 4.8.4). Geographically, the pond built in 1996 is
located at Kota Damansara which is about 10 kilometres from Sungai Buloh, North-

South Highway tol. Sungai Tambul, 3.5 kilometres in length is the main stream
flowing in the pond, tributary of Sungai Damansara to the South.
Figure 4.7.4 : Location of the Kota Damansara detention pond
The total catchment area contributing to the retention pond in Section 6 are
comprises of areas in Sections 5, 6, 7, 10 and 11 covered total of approximately 428
hectares. Meanwhile, the topography of the project area is hilly to undulating. The
project area rises from 21.72 to 202 metres above mean sea level. The nearest road
is Jalan Cecawi 6/27 on the left bank of detention pond with ground level of 28
metres above mean sea level. The land use within the catchment area are grouped
under four main categories namely Bungalow or Schools, Impervious (Housing or
Shops), Fields (Landscape or Open Space) and Pervious (Forest or Ponds) where
more than 50% of it are impervious area.
i. Detention Pond Capacity
Modeling the performance of the detention pond in relation to various ARI under
existing land use has been carried out using InfoWork CS. InfoWorks CS can supports
up to four different system types (wastewater, stormwater, combined or other)
within any one model. It can also support the import and export of data and
maximum results to specific layers in ArcView GIS, ArcInfo or MapInfo. An example
of Kota Damansara Urban Drainage System is illustrated in Figure 4.7.5.

Figure 4.7.5: Kota Damansara Urban Drainage System Models
Research found that the existing pond is function well and could perform well up to
the design rainfall of 100 year ARI as suggested in Urban Stormwater Management
Manual for Malaysia (MSMA). The current drainage system is functioning well and no
recommendation on improvement is needed. Under the scenario of land use
changed in the upstream of the catchment, the dry detention pond could also
perform up to 100 year ARI. However, runoff gets quicker to reach the peak by 80
minutes for 50 year ARI and 70 minutes for 100 year ARI.
From the simulation and analysis done, results show that 60 minutes duration
rainfall gives the highest peak water depth for all design rainfall. Therefore, for
evaluating the performance of existing pond, the 60 minutes design rainfall for 2, 10,
50 and 100 year ARI were tested. The comparison of water depth and flow for each
ARI of 60 minutes duration was then evaluated (Figures 4.7.6 and 4.7.7). This
simulation results show that the water depth for 2 year ARI to 100 year ARI is from
2.261 metres or 23.981 metres above mean sea level to 4.213 metres or 25.933
metres above mean sea level which gives the difference of 1.952 metre. For the flow
comparison, the results show that the maximum flow simulated for 2 year ARI to 100
year ARI is from 14.554 to 35.908 m3/s (Table 4.7.2).

Figure 4.7.6: Simulations of Water Depth Figure 4.7.7: Simulations of Flow for
for Various ARI (2, 10, 50 and 100 year) Various ARI (2, 10, 50 and 100 year)
Table 4.7.2: Results of Simulations of Water Depth and Flow for Various ARI
Comparison of Peak ARI (Year)
2 10 50 100
Water depth (metre) 2.261 3.384 3.986 4.213
3
Flow (m /s) 14.554 28.020 33.872 35.908
The model indicate that no flooding for both 50 and 100 year ARI on Jalan Cecawi
6/27. It is concluded that the pond is well perform and manage to cater the flow up
to 100 year ARI of design rainfall with no flood.
c) Sg. Pelampas
Sg Pelampas is a tributary of Sg Damansara, Geographically, the river located at N

03° 09' 02.6'', E 101° 31' 04.1'' flowing from Denai Alam to Sungai Buloh. The river is
considered as small with estimated specific discharge measured on 2 October 2011
at 1.824 m3/s (Figure 4.7.9(a) & Figure 4.7.9(b)). The river meets Sg Damansara at N
03° 10' 04.2'', E 101° 31' 35.4'' near Denai Alam. Silt and vegetation are
predominating at downstream site. This site is considered as a flood prone area and
located 200 m from the proposed highway (Figure 4.7.10)

Figure 4.7.9(a): Installation of temporary Figure 4.7.9(b): Temporary flow gauge at Sg

automatic flow gauge Pelampas (N 03° 09' 02.6'', E 101° 31' 04.1'',
ELV= 44 m)

1
2
Figure 4.7.10: Sg Pelampas and flood prone area

During the field survey, the continuous water level measured fluctuated between
0.67 to 0.99 m. A slightly increased in water level at 8.30am is due to rainfall event
(Figure 4.7.11).
Figure 4.7.11: 24 hours hydrograph recorded at Sg.Pelampas
d) Sungai Edam
Sg Edam located at latitude N 03° 09' 02.6''and longitude E 101° 31' 04.1'' (Elevation
= 44 m). This unregulated river is sub-tributary of Sg Pelampas catchment which
flowing from Sunway Alam Suria, 1.4 km towards Sg. Pelampas. The river location in
relation to the proposed highway is presented in Figure 4.7.12. During the survey on
2nd -5th October 2011, the water level is low with some portion of river reach is
stagnant and dry especially near the culvert (Figure 4.7.13(a) -Figure 4.7.13(d)).
However the water level is quickly rose when rainfall event was recorded on 4th
October 2011. The estimate velocity is measured at site is 0.134 m/s with discharge
calculated 0.627 m3/s while river cross section schematic diagram is illustrated in
Figure 4.7.12. Due to extensive development of Sunway Alam Suria residential
house, sediment deposition can be seen along the river reach
UKM Pakarunding Sdn. Bhd. (561663-U)

Figure 4.7.12: Location of Sg Edam

Figure 4.7.13(a): No water flowing during Figure 4.7.13(b): Rainfall induced river flow
normal day at Sg. Edam on 4th October 2011.
Figure 4.7.13(c):: Measuring river cross Figure 4.7.13(d):: Sediment deposition

section during low flow Spotted at Sg. Edam
e) Mutiara Damansara Detention Pond
The proposed DASH expressway will cross above the detention pond which located
at Mutiara Damansara near Jalan PJU7/12. The high of the expressway will be at
minimum of 5.2 m from the ground. The landuse within the catchment area are
comprises of housing & commercial area, and Fields. The catchment area that
contributing to the detention pond are from Mutiara Damansara area. The width of
this detention pond is less than 10 m and is canalised. This area is a flood prone area
with the 20 % flood probability increasing if any disturbance were made including
the installation of the pillar around this pond. This area also had flash flood on three
occasions from the year 2005.

4.8 AIR QUALITY
Existing air quality description is based on monitoring study that has been conducted
at the sensitive points along the alignment of the proposed highway. The monitoring
period is from 16 June to 18 June 2011 and 29 September to 4 October 2011 for the
duration of 24 hour. The objective of this monitoring is to determine the ambient air
characteristics along the proposed project alignment.
4.8.1 Locations and Methodology
The air quality parameters that have been determined for this study were Particulate
Matter (PM10), Sulphur dioxide (SO2), Nitrogen dioxide (NO2), Volatile organic
compound (VOC), and Carbon monoxide (CO). Table 4.8.1 and Figure 4.8.1 shows
the coordinates and description for the air monitoring stations. ASMA Laboratory
Sdn. Bhd. and Spectrum Laboratory Sdn. Bhd., both a MS ISO/IEC 17025 accredited
laboratory by Department of Standards Malaysia has been appointed by UKM
Pakaraunding Sdn. Bhd. to carried out fieldwork and laboratory analysis for this
study. The sampling and analysis method are based on the procedure outlined in the
Method of Air Sampling Analysis, 3rd edition, APHA Intersociety Committee 1998 and
ISC (of Air Sampling Analysis, 3rd edition, 1990; Intersociety Committee). The
descriptions of standard methods for determining values of the air quality parameter
are given in Table 4.6.2.
Table 4.8.1: List of Air Monitoring Stations
No. GPS Coordinate Description
AD1 3° 8.510'N Near Persiaran Pulau Angsa, Sunway Alam Perdana,

101° 29.734'E Shah Alam (at residential boundary)
AD2 3° 9.110'N Near Persiaran Metafasa, off Jalan Sungai Buloh, Shah
101° 31.115'E Alam (at residential boundary)
AD3 3° 9.514'N Along Jalan Sungai Buloh, 100 m from Jalan Kemboja
101° 31.669'E junction.
AD4 3° 9.254'N Near Sekolah Kebangsaan U3,Jln Sg. Buloh
101° 32.672'E
AD5 3° 8.875'N Roadside of Cova vila & Cova Suite Apartment
101° 34.417'E
AD6 3° 9’17.56”N Persiaran Kenanga/jalan Camar, Kota Damansara
101° 34’ 57.02”E
AD7 3° 09’ 40.6”N Residential area at Sunway Park Villa
101° 36’ 04.1”E

Continued…
AD8 03°9.888′ N Near Metropolitan Condo, PJU 8/1, Damansara

101° 36.631′ E perdana (at residential boundry)
Table 4.8.2: Method Reference for Air Quality Analysis
Parameters Standard Method of Determination

Particulate Matter NIOSH 0500 Measurement
(PM10)
Sulfur Dioxide J.P.Lodge 704 C Analytical Procedure
(SO 2 )
Nitrogen Dioxide J.P.Lodge 407 Analytical Procedure
(NO 2 )
Carbon Monoxide J.P.Lodge 704 C Analytical Procedure

(CO)
Volatile Organic NIOSH 1501 - Analytical Procedure

Compounds (VOC)
Note: NIOSH -Manual of Analytical Methods, 14 Ed, 1998

AD8
AD3
AD6
AD2
AD7
AD4
AD5
AD1
Figure 4.8.1: Sampling Station for Air Monitoring


4.8.2 Result and Discussion
The result for all air quality parameters at all sampling stations are relatively low
compare to recommended Malaysia air quality guidelines. This baseline data will
become a reference on how the proposed highway will affect the air quality during
construction and operation hence improving proposed mitigation measures. The
results for air quality monitoring are depicted in Table 4.8.3.
i) Particulate Matter (PM10)
Particulate matter are fine particles, and soot – are tiny subdivisions of solid matter
suspended in a gas or liquid. It sources can come naturally or anthropogenic. The
highest PM10 recorded during the monitoring period is at sampling point AD2 which
recorded at 83.33 µg/m3. This station is located near to Persiaran Metafasa (off Jalan
Sg. Buloh) which is near to construction yard.
ii) Sulfur Dioxide (SO 2 )
Sulphur dioxide is a colourless and pungent reactive gas. The main source of this gas
is combustion process, mainly from industrial activities. SO 2 concentrations at all
station are low compare to RMAQG with AD5 are the highest with 37.5 µg/m3. This
sampling station is near Roadside of Cova vila & Cova Suite Apartment.
iii) Nitrogen Dioxide (NO 2 )
Nitrogen dioxide is a reddish brown, highly reactive gas that is formed in the ambient
air through the oxidation of nitrogen oxide. NO 2 concentration at all eight stations
are not detected. This indicates air qualities at study area are good.
iv) Volatile Organic Compounds (VOC)
Volatile organic compounds (VOCs) refer to organic chemical compounds which have
significant vapor pressures and which can affect the environment and human health.
VOCs are numerous, varied, and ubiquitous. No VOC concentration can be found at
all monitoring stations.

EIA for the Proposed DASH
v) Carbon Monoxide (CO)
Carbon monoxide also called carbonous oxide, is a colorless, odorless and tasteless
gas which is slightly lighter than air. The largest source of carbon monoxide is
natural in origin, due to photochemical reactions in the troposphere. Other natural
sources of CO include volcanoes, forest fires, and other forms of combustion. Four
out of eight sampling station are recorded the existing concentration of CO with the
highest is 1.90 ppm at AD6.

Table 4.8.3: Result of Air Quality Monitoring
Parameters AD1 AD2 AD3 AD4 AD5 AD6 AD7 AD8 Averaging RMAQG* Compliance
time Against
Limit
Particulate
matter(PM10),
41.67 83.33 125 55.56 41.67 13.0 13.0 69.44 24 hours 150 Yes
(ug/m3)
Sulfur Dioxide
37.5 16.67 20.83 16.67 37.5 ND ND 45.83 24 hours 105 Yes
(SO 2 ), (ug/m3)
Nitrogen
Dioxide (NO 2 ), ND ND ND ND ND ND ND ND 24 hours 320 Yes
(ug/m3)
Volatile Organic
Carbon , ND ND ND ND ND ND ND ND 1 hours - Yes
(ug/m3)
Carbon
Monoxide (CO), 0.06 0 0.05 0 0 1.90 1.25 0 1 hours 30 Yes
ppm
Note: ND means Not Detected

*Recommended Malaysia air Quality Guidelines

4.9 NOISE
4.9.1 Scope of Study
Noise measurement was carried out to establish the existing background noise levels
at the surrounding area along the proposed alignment in order to establish the
existing background noise levels at the affected residential and sensitive areas.
These information will be used in noise impact assessment and/or for compliance
verification during construction stage of the proposed project based on the Planning
Guidelines for Environmental Noise Limits Control, Second Edition (2007) published
by the Department of Environment, Malaysia.
4.9.2 Equipment and Methodology
Equipment used for the environmental noise level assessment are as follows:
Sound Level Meter — Model 706 of Larson Davis Spark family

Calibrator — Larson Davis CAL 150 calibrator
Existing background noise levels measurement was performed according to the

International Electro-technical Commissioning (IEC) specifications. The sound level
meter was placed at a height of about 1.5 meters above the ground on the tripod.
The guideline specified that the monitoring time should be ‘continuous day-night
sampling’. The sound level meter was calibrated on site each day before the first
measurement was taken and after the final measurement was completed. The dBA
scale was selected for the measurements of the environmental noise as
recommended by the guideline since it has been established that the ‘A-weighted’
reading is more reliable when compared to peoples’ reaction for many applications.
The noise descriptors recommended by the guideline are L eq , L 10 , L 50 and L 90 . The

levels were monitored simultaneously for duration of at least fifteen minutes in dBA.
In addition, the minimum and maximum noise levels, L min and L max , which defines
the range of noise level data during undertaking the measurement, were also
recorded in dBA. The definition of the noise descriptors are indicated as follows:

L eq : the equivalent continuous noise level in dBA, which has the same
energy as the original fluctuating noise for the same given period of
time;
L max : the noise level in dBA, which is the highest level measured for the
same period;
L 10 : the noise level in dBA, which exceeds ten percent of the time;
L 50 : the noise level in dBA, which exceeds fifty percent of the time;
L 90 : the noise level in dBA, which exceeds ninety percent of the time;
L min : the noise level in dBA, which is the lowest level measured for the
same period.
4.9.3 Location and Time of Monitoring
A total of 8 monitoring stations were selected to obtain the existing noise levels
along the route of the highway project. The noise monitoring stations are designated
as ND1 to ND8 as shown in Figure 4.9.1 and are described in Table 4.9.1. All
monitoring stations were selected as best as possible to represent the most sensitive
receivers such as residentials, schools and sensitive areas along the proposed route
during construction stage and operational phase.
Table 4.9.1: List of Noise Monitoring Stations
No. Station Coordinates Description
1 ND1 03° 8.510′ Residential area at Persiaran Pulau Angsa,

101° 29.734′ Sunway Alam Perdana, Shah Alam
2 ND2 03° 9.110′ Residential area at Persiaran Metafasa, off Jalan

101° 31.115′ Sungai Buloh, Shah Alam
3 ND3 03° 9.514′ Roadside of along Jalan Sungai Buloh, 100 m from
101° 31.669′ Jalan Kemboja junction.
4 ND4 03° 9.254′ Residential area at near Pangsapuri Daisy, Jalan

101° 32.672′ Sungai Buloh
5 ND5 03° 8.875′ Roadside of Jalan Teknologi, near Taman Sains

101° 34.417′ Selangor, Damansara
6 ND6 03° 9.428′ Residential area at Persiaran Kenanga and Jalan

101° 34.148′ Camar, Kota Damansara
7 ND7 03° 9.677′ Residential area at Sunway Park Villa.

101° 36.068′
8 ND8 03°9.888′ N Near Metropolitan Condo, PJU 8/1, Damansara
101° 36.631′ E perdana (at residential boundry)
The noise measurements were carried out between 31 July 2011 and 4 August 2011.
The study was divided into two periods, namely, day-time (7.00 am to 10.00 pm) and
night-time (10.00 pm to 7.00 am).
4.9.4 Day-time Noise Levels
The measured noise levels and the corresponding sources at the selected monitoring
stations acquired during the day-time measurements are tabulated in Table 4.9.2.
Noise from road vehicles has been identified as the dominant noise sources at most
of the monitoring stations near major streets as well as human activities and noise
from birds. The day-time L eq noise measurements at those monitoring stations vary
between 56.5 dBA to 69.6 dBA.
4.9.5 Night-time Noise Levels
The existing night-time noise levels and their corresponding sources for all
monitoring stations is presented in Table 4.9.3. The L eq noise levels range 49.0 dBA
to 63.6 dBA. The noise levels at most of the stations were mainly due to traffic as
well as human activities.

Table 4.9.2: Summary of Noise Measurement During Day-Time (07:00 – 22:00)
Station L eq L max L 10 L 50 L 90 L min

Ref. (dBA) (dBA) (dBA) (dBA) (dBA) (dBA)
ND1 49.9 79.4 46.5 44.5 42.5 39.1
ND2 49.0 74.1 50.5 47.0 45.5 44.3
ND3 61.3 90.0 63.5 55.5 46.0 43.2
ND4 60.2 88.3 63.0 57.0 53.5 53.1
ND5 56.4 83.7 57.5 54.0 52.5 51.1
ND6 63.2 69.7 67.0 60.5 50.7 47.4
ND7 55.5 72.7 57.4 48.5 45.5 44.3
ND8 70.9 100.2 73.5 68.5 64.5 58.6
Source: Field Survey, 2011
Table 4.9.3: Summary of Noise Measurement During Night-Time (22:00 – 07:00)
Station L eq L max L 10 L 50 L 90 L min

Ref. (dBA) (dBA) (dBA) (dBA) (dBA) (dBA)
ND1 65.7 94.6 69.5 57.5 49.0 45.5
ND2 55.6 80.6 57.0 50.0 46.0 41.0
ND3 54.7 77.2 56.5 53.5 51.5 48.6
ND4 59.6 85.4 59.5 59.5 59.5 57.8
ND5 65.9 93.1 69.5 59.5 59.5 53.5
ND6 55.7 88.2 56.5 47.5 45.0 44.2
ND7 63.0 74.8 55.9 65.0 61.1 58.9
ND8 65.1 95.1 67.0 61.5 54.5 48.4
Source: Field Survey, 2011

4.9.6 Assessment on the Existing Noise Levels
For a suburban residential area, the maximum permissible level (L Aeq ) as given in
Schedule 4 in the guideline is 60 dBA (day-time) and 55 dBA (night-time),
respectively, as shown in Table 4.9.4. Similarly, for an urban residential area, the
maximum permissible level (L Aeq ) as given in Schedule 4 in the guideline is 65 dBA
(day-time) and 60 dBA (night-time), respectively If the affected areas involve schools,
hospitals, religious places and other sensitive areas, a different set of permissible
levels must be used (i.e., 55 dBA during day-time and 50 dBA during night-time).
However, for areas with high noise climate, if the level exceed the specified limit, the
second criteria can be used which are 10 and 5 dB more than L 90 for day and night
times, respectively.
Table 4.9.4: Permissible Sound Levels from Road Traffic for the Proposed Highway
Day-Time Level, dBA Night-Time Level, dBA

Land Use Category
(7.00 am – 10.00 pm) (10.00 pm – 7.00 am)
Noise Sensitive Areas 55 or (L 90 + 10)* 50 or (L 90 + 5)*

Low Density Residential Areas
Suburban Residential 60 or (L 90 + 10)* 55 or (L 90 + 5)*

(Medium Density)
Urban Residential 65 or (L 90 + 10)* 60 or (L 90 + 5)*

(High Density)
Commercial, Business 70 or (L 90 + 10)* 60 or (L 90 + 10)*
Industrial 75 or (L 90 + 10)* 65 or (L 90 + 10)*
* For areas of high environmental noise climate
In general, since most of the areas can be considered as areas of high environmental
noise climate, most of the existing day-time baseline noise levels measured at the
selected noise sampling stations are lower than the permissible sound level, i.e.
60 dBA or 65 dBA for residential areas depending on their categories, 55 dBA for
noise sensitive areas or 10 dB more than L 90 as in the guideline, except at ND2. The
high noise levels are mainly due to traffic at the existing main streets. On the other
hand, many of the existing night-time baseline levels are lower than the permissible
sound level as stated above, except at ND3, ND6 and ND8 which recorded a level
higher than 55 dBA or 60 dBA for residential areas depending on their categories or

5 dB more than L 90 . The night-time noise levels are also mainly due to traffic as well
as human activities at night.

ND8
ND3
ND6
ND2
ND7
ND4
ND5
ND1
Figure 4.9.1: Sampling Location for Noise Monitoring


4.10 VIBRATION
4.10.1 Introduction
The objective of this study is to establish the existing background vibration levels of
the study area. Vibration measurements were carried out to determine the actual
ambient vibration levels in the proximity of The Proposed Damansara-Shah Alam
Expressway (DASH) and to identify the significant sources caused by the existing
surrounding.
4.10.2 Methodology
Ground Borne Vibration measurements were performed using BlastMate III model.
Vibration monitoring were performed according to the Planning Guidelines for
Vibration Limits and Control in the Environment (2004) published by DOE. Peak
Particle Velocity PPV (mm/s) of some sensitive structures and buildings has been
determined. The result will be used to compare with the ground vibration PPV from
expected road traffic and construction activities.
4.10.3 Data Analysis Techniques for Ground Vibration
Peak Particle Velocity (PPV)

PPV indicate the maximum speed particle travel resulting from an event’s ground
vibrations. This equipment will calculate the PPV for each geophone.
Peak Vector Sum (PVS)

The calculation below displays the procedure of graphically calculating PVS from
three event waveforms. Measurement magnitudes are tabulated for six difference
time and represent velocities in each of the three axes. The vector sum represents
the resultant particle velocity magnitude and calculated by squaring and adding the
magnitude and talking the square root. It calculates the peak vector sum for each
point of the sampled waveforms and displays the largest value.
PVS = (T2+V2+L2)
Where
T = Particle velocity along the transverse plane
V = Particle velocity along the vertical plane
L = Particle velocity along the longitudinal plane

4.10.4 Vibration Monitoring Stations and Duration
Nine stations for vibration monitoring have been identified for this study. Table
4.10.1 and Figure 4.10.1 shows the locations and coordinates for all the sampling
stations. The monitoring measurement was carried out on the 3rd, 9th, and, 10th
August 2011.
Table 4.10.1: list of Vibration Monitoring Station
Station Coordinates Description

VD1 3° 8.510'N Near Persiaran Pulau Angsa, Sunway Alam Perdana, Shah
101° 29.734'E Alam (at residential boundary)
VD2 3° 9.110'N Near Persiaran Metafasa, off Jalan Sungai Buloh, Shah Alam
101° 31.115'E (at residential boundary)
VD3 3° 9.514'N Along Jalan Sungai Buloh, 100 m from Jalan Kemboja
101° 31.669'E junction.
VD4 3° 9.254'N Near Sekolah Kebangsaan U3,Jln Sg. Buloh

101° 32.672'E
VD5 3° 8.875'N Roadside of Cova vila & Cova Suite Apartment

101° 34.417'E
3° 9’17.56”N
VD6 Persiaran Kenanga / Jalan Camar, Kota Damansara.
101° 34’ 57.02”E
3° 09’ 40.6”N
VD7 Residential area at Sunway Park Ville.
101° 36’ 04.1”E
03°9.888′ N Near Metropolitan Condo, PJU 8/1, Damansara perdana (at

VD8
101° 36.631′ E residential boundry)

DEIA for the Proposed DASH Existing Environment
VD8
VD3
VD6
VD2
VD7
VD4
VD5
VD1
Figure 4.10.1: Sampling Locations for Vibration Monitoring


4.10.5 Existing Vibration Level
The result for vibration monitoring at eight sampling locations along the proposed
highway are depicted in Table 4.10.2.
Table 4.10.2: Vibration Measurement at All Monitoring Stations
Station Measurement, mm/s ppv

VD1
0.524
VD2
0.381
VD3
0.254
VD4
0.311
VD5
0.539
VD6
0.421
VD7
0.284
VD8
0.311
As shown in table above, none of the vibration readings at all monitoring station
exceeding the limit of 3 mm/s ppv as specified by the guideline for newly built
buildings and/or foundation of a foot plate (spread footing). The highest vibration
reading is 0.539 mm/s which located at station VD5 (residential boundary at
Roadside of Cova vila & Cova Suite Apartment). All existing vibration levels are due
to active road and traffic activities in the city and suburban areas. The levels
recorded are low and insignificant and expected not to cause any building damages
either architectural or structural. The levels are also not expected to cause any
adverse response from the people living nearby the proposed project alignment.
4.11 TERRESTRIAL FLORA
4.11.1 Introduction
The following section describes the existing vegetation and flora along the proposed
Damansara – Shah Alam Expressway (DASH) routes. The description is based mainly
on actual field data collections due to the lack of existing (published or unpublished)
vegetation and floristic data from the project area.

4.11.2 Objectives
The objectives of the surveys are as follows:
• To identify the vegetation types found in areas that will be affected by the
expressway construction and in its vicinity.
• To identify and record floral diversity.
• To identify and record the economically important species as well as the rare,
endangered and other species of conservation interests.
• To assess the potential impacts of the project implementation on the natural
flora.
• To recommend mitigating measures as regard to the expected impacts during
construction and to highlight recommendations on the conservation of floral
diversity during the operational phase of the expressway project.
4.11.3 Methodology
The methods adopted for the vegetation and floristic studies are general observation
and ecological sampling plots. General observation method is employed for areas
where the vegetation is degraded such as bushes, scrubs and plant species
introduced into the areas as landscape vegetation or plants. Whilst ecological
sampling plots is employed when the proposed route passes through State Forest
Reserve. All observed plant species were noted down and specimens of each species
were collected for verification at the herbaria of Universiti Putra Malaysia (UPM),
Serdang and Universiti Kebangsaan Malaysia (UKM), Bangi, Selangor.
4.11.4 Vegetation and Flora
This section described the existing vegetation types and floristic components of the
project area. For the purpose of field surveys and data presentation, the project area
(alignment) is divided into four sectors (Figure 4.11.1a)
Sector1 : SPK Cahaya Shah Alam U10 Interchange – Kg. Melayu Subang Interchange.
Sector 2 : Kg. Melayu Subang Interchange – Kenanga Interchange.
Sector 3 : Kenanga Interchange – Sunway Damansara.
Sector 4 : Sunway Damansara – Penchala Interchange.

Kg. Baru
Sg. Buloh
Sector 4
Sector 3
Sector 1 Sector 2
PETALING
JAYA
SUBANG
SHAH
ALAM
Figure 4.11.1a: Sectors of Terrestrial Flora Study along the Proposed Alignment

a) Sector 1 : SPK Cahaya Shah Alam U10 Interchange – Kg. Melayu Subang
Interchange
This sector originates from the proposed Shah Alam U10 Interchange near the
existing traffic light on the Jalan Batu Arang – Shah Alam road (Figure 4.11.1). From
here it turns northward towards the new housing area of Sunway Alam Suria. The
roadsides and road dividers are properly landscaped with avenue trees and shrubs
such as the royal palm Roystonea regia. From there it enters an area covered with
bushes and secondary vegetation and turn eastwards. Here, the secondary
vegetation floristically is in a poor condition and the area has been earmarked for
further expansion of the housing development in the area (Figure 4.11.2). The main
vegetation in the area is of a mixed type where pioneer plant elements such as
mahang (Macaranga sp.), nibong (Oncosperma tigillarium), balik angin (Mallotus
paniculatus) and mengkirai (Trema orientalis) dominate. Towards the edge of this
secondary vegetation area just before Denai Alam is the site identified for Toll Plaza
1. Here the vegetation is made up of scrubs and bushes (Figure 4.11.3). From here
the route passes through the buffer zone of the developed areas of Denai Alam. The
area is well landscaped with avenue trees such as dammar minyak (Agathis sp.),
merawan (Hopea odorata), mohagony (Swietenia mahagoni) and other ornamental
bushes (Figure 4.11.4) before it enters Kg. Melayu Subang.

Figure 4.11.1 : The site for the proposed Shah Alam U10 Interchange (marked X)
at the start of the DASH alignment. Both the roadsides and road
divider are properly landscaped with avenue trees and shrubs.
Figure 4.11.2: The secondary vegetation at the top at the picture has been
earmarked for the expansion of the housing development in the area.
The Proposed alignment will pass through it before it reaches
the Proposed Toll Plaza I site.

Figure 4.11.3: The site for the proposed Toll Plaza 1.
Figure 4.11.4 : The proposed DASH alignment will pass through the buffer zone
between Denai Alam and the main road before entering Kg. Melayu Subang.

a) Sector 2 : Kg. Melayu Subang Interchange – Kenanga Interchange.
From Kg. Melayu Subang the elevated alignment will follow the existing Jalan Sg.
Buloh – Shah Alam road up to the proposed site of Sg. Buloh Interchange. Here on
both sides of the road are the locations for the Rubber Research Institute of Malaysia
(RRIM) experimental grounds (Figure 4.11.5). The estimation for biomass from this
area is discussed in Section 4.11.5 of the report. From there the elevated alignment
will enter Sg. Buloh industrial area where it runs elevated abovePersiaran Kenanga
(Figure 4.11.6). Until it reaches the proposed site for Kenanga Interchange.
Figure 4.11.5 : The RRIM experimental grounds in Sg. Buloh.
b) Sector 3 : Kenanga Interchange – Sunway Damansara.
The marshy areas (wetland) at both banks of Sg. Tambul (Figure 4.11.7)
support abundant plant life typical of marshy areas such as giant grass
(Phragmites karka), mahang (Macaranga spp.), balik angin (Mallotus
paniculatus), banana (Musa spp.), and many others. The area is always
frequented by migrant birds such as the egrets. From here the alignment will
pass through the housing areas in the vicinity of the proposed Mahagoni
Interchange and follows elevated along the existing roads until it reaches the
proposed Toll Plaza no. 3.

Figure 4.11.6: The proposed alignment at Sg. Tambul before entering

Kenanga Interchange
Figure 4.11.7: River banks of Sg. Tambul support abundant plant life and birds.

c) Sector 4 : Taman Sunway Damansara – Penchala Interchange.
From Sunway Damansara the proposed alignment will pass through the residential
areas of Mutiara Damansara and Damansara Perdana elevated until it reaches the
proposed site for the Penchala Interchange near the Rafflesias Condominium (Figure
4.11. 8).
Figure 4.11.8: Near the proposed site for the Penchala Interchange.

4.11.5 Biomass Estimation
The section of the proposed DASH alignment that will pass through rubber
plantation area is located at the RRIM Experimental Grounds.
a) Rubber Research Institute Malaysia (RRIM): Biomass Estimation
Biomass of the monoculture rubber plantation of RRIM Sungai Buloh was calculated
based on the 10m x 10m plot, as tabulated below:
BA
ID Species DBH (m2/ha) tan/ha
1 Rubber tree 36.5 10.47 131.96
2 Rubber tree 37.5 11.05 140.85
3 Rubber tree 38 11.35 145.41
4 Rubber tree 37 10.76 136.37
5 Rubber tree 37 10.76 136.37
6 Rubber tree 37.5 11.05 140.85
7 Rubber tree 37.5 11.05 140.85
8 Rubber tree 37.5 11.05 140.85
9 Rubber tree 38 11.35 145.41
98.87 1258.93
The estimated above ground biomass of enumerated rubber trees in the 10m x 10m
plot was 1258.93t/ha which is considered high among the plantation. The estimated
basal area value of 98.87 m2/ha for the whole area was also high in correlation with
the high above ground biomass value. The actual amount of biomass that needs to
be removed will depend on the final are that is affected by this proposed project.

4.12 ERRESTRIAL FAUNA
4.12.1 Introduction
This portion of the study describes the existing information of terrestrial fauna at the
study areas and used to predict the impacts of the proposed project. The basic
existing fauna information of the study areas cover four terrestrial fauna groups;
Terrestrial Mammals, Bats and Birds.
4.12.2 Study Areas and Approach
Since the alignment is around 20.1 km, the selection of study areas and sites were
made according to the following criteria which are;
a. Forest Habitat. The alignment of the highway consists of several habitats but
generally can be grouped into three - forest, plantation and residential areas. In first
step of site selection, forest habitats (e.g. forest reserves) along the alignment were
identified from the maps (topographic map 1:50000, map with the proposed
alignment and Google earth map) and validated based on field observation. Only
good forest habitats were evaluated in this study because most of the fauna species
with conservation concerns are found in forest habitats both primary and degraded
forests.
b. Forest Size and Quality. In the second step of site selection, size, forest type and
quality were determined either from Forestry Department, records and visual
observation of the habitat along the proposed alignment (or within impact area).
Consideration was given more on the good and large (or continuous) forest habitat
that predicted will be affected from the project.
c. Forest Type or Classification – In the third steps of selection was based on forest
classification or type for certain forest function. For example forest reserve and
wildlife reserve were highly considered as the study areas and need detail evaluation
for the impact that should arise from the proposed project.
d. Site with Predicted High Impacts – Finally, site selection was made based on the
predicted impacts that would be arosed from the proposed project. For example
area with predicted high wildlife diversity and high population of large wildlife was
first considered in the site selection.

The proposed alignment shall traverse the urban and highly populated areas. Along
this alignment, two (2) sites were considered which is RRIM Plantation and SPK
Cahaya. These two areas can be categories as plantation forest and degraded
/privately owned forest respectively. Both sites were visited for the confirmation of
that habitat type and surrounding development. Detail study was not conducted at
these sites due to several factors; i) the forest areas are privately owned, ii) the
forest areas are in the process of land clearing for specified development, iii) part of
the areas are plantations (e. g. oil palm and rubber), and iv) forest areas are small
and highly degraded.
The general description of each study areas according to the proposed alignment
provided by the proponent are as follows and shown in Figure 4.12.2 until Figure
4.12.4.
a. Cahaya SPK Shah Alam
This forest area is located at the western part of the alignment considering the
alignment runs from west at Shah Alam to the east at Damansara. This degraded
forest area is privately owned and now in the clearing process for housing
development. The alignment starts from the junction of Jalan Batu Arang, runs
northerly parallel along Persiaran Pulau Angsa, before merging to Cahaya SPK owned
development areas. From here the alignment moves esterly along the degraded
forest and plantations. Since this area is under rapid development and the forest
area soon will be cleared to make way for housing and commercial development.
The study was not conducted at this area (see Figure 4.12.2).
Figure 4.12.2: View of the habitat at Cahaya SPK, Shah Alam where part of the
degreded forest was cleared and another patches are waiting to be cleared for
commercial and housing development.

b. RRIM Rubber Plannation
The alignment from the west crosses Guthrie Highway and runs above Jalan Sungai
Buloh and entering RRIM rubber plantation from the north at Persiaran Cakerawala
(Figure 4.12.3). RRIM rubber plantation that will be affected from this proposed is
located at the eastern part of Subang Airport. RRIM rubber plantation is made of old
rubber stands with shrubby undergrowth an indication that the plantation is not
active at least for several years (Figure 4.12.3). Study was not conducted due to
several reasons, i) no permission was obtained to conduct the study in this
plantation, and ii) if do, this areas (plantation) is considered has no conservation
significance. Generally the common mammal species in this kind of habitat include
several rat species such as house rats (Rattus rattus), bird species such as Comman
Mynah, Asian Glossy Starling, Robin Magpie and Bulbuls.
Figure 4.12.3: View of the habitat at RRIM which is rubber plantation with
undergrowth primarily grasses and sedge.
From this area the alignment encircle the Casa Bella Kota Damansara housing estate
and runs northeast along the existing stream that originated from Kota Damansara
FR. Casa Bella Kota Damansara housing estate is boardaring the RRIM plantation at
the south and recreational lake (or pond) at the east. Note that this lake is also part
of recreationl area and inhabited by several bird species such as grey heron (Ardea
cinerea), kingfishers and Chinese egret apart from common species such as white-
brested waterhan (Figure 4.12.4).

Figure 4.12.4: View of the habitat near Casa Bella Kota Damansara housing estate
which includes lake (at the foreground) and RRIM rubber plantation (at the
background). Note that several water bird species found in this pond, seen here at
the water edge of the lake.

4.12.3 Terrestrial Mammals
i. Introduction
Many mammal species are considered rare and endangered and protected under the
law (Wildlife Conservation Act, 2010) in Peninsular Malaysia, such as the Sumatran
Rhinoceros and Gaur. However, although many species of small mammal (which
include bats) are considered rare and endangered, many species are not protected
by the law (Wildlife Conservation Acts 2010).
In this section mammals considered were of those large, medium and small of flying
and non-flying. Bat fauna is considered as flying (or volant) mammals. Generally
mammal species below 5 kg is considered as small mammals while above 5 kg is
considered as medium and above 20 kg is considered as large mammals.
a. Diversity and Distribution
i. Terrestrial Mammal
The proposed road alignment not runs through any major forest reserve. The other
forest areas such as near Cahaya SPK, and plantation such as RRIM rubber plantation
have no major conservation concerned since these areas either will be cleared for
housing and commercial developments or the habitat would not sustain important
fauna species. Other areas along the alignment are predicted not directly affected
from the proposed project since the proposed alignment is positioned along the
existing major road or along the major stream.
ii. Bat Species
Bats like other mammal groups are also less represented with only three species;
one fruit bat species and two insect bat species. A short-nosed fruit bat is common in
plantation, orchard and disturbed forest. The abundance of this species is generally
relatively high in these kinds of habitats compared to in primary forest. The other
two species of insect bats are generally commonly caught in pristine and logged
forest primarily at the lowland. Both species also reported roosting in caves and tree
holes.

4.13 LAND TRANSPORTATION
4.13.1 Introduction
The proposed Damansara – Shah Alam Highway (DASH) is planned to provide an

East-West corridor link between the areas of Shah Alam, Batu Arang / Guthrie
Highway and Damansara / Kuala Lumpur as shown in Figure 4.13.1. This 24.5 km
highway will provide an important linkage of East-West corridor between the regions
of Shah Alam / Guthrie dan Damansara. The highway will be elevated and link
Puncak Alam with Mont Kiara. According to Perunding Trafik Klasik Sdn Bhd 2012
various interchanges as shown in Figure 4.13.2 have been proposed along this
highway to provide ingress and egress points for local areas traffic to enter and exit
the proposed highway. These interchanges inevitably will have an impact on the
exsting road network adjacent and in close proximity to them.
The list of the twelve proposed interchanges are namely:

i) Puncak Perdana Interchange
ii) Alam Suria Interchange
iii) Denai Alam Interchange
iv) Kg. Melayu Subang Interchange
v) Galaksi Interchange
vi) Subang 2 Interchange
vii) Subang Airport Interchange
viii) RRIM Interchange
ix) Surian Interchange
x) Kenanga Interchange
xi) Damansara Perdana Interchange
xii) Penchala Interchange
In analyzing the performance of the road network in the future, it is necessary to

include an annual traffic growth rate to the existing flows. The increase will cover the
increase in car ownership and the trips generated by new developments around the
area in the future. The catchment areas of these interchanges are shown as in Table
4.13.1.

Figure 4.131 Need for the highway

Source: Perunding Trafik Klasik Sdn Bhd 2011

Figure 4.13.2: The proposed Damansara-Shah Alam Highway (DASH)

Table 4.13.1: The catchment area at the interchange

No. Interchange name Coverage area Road name
1. Puncak Perdana Bandar Nusa Rhu Jalan Pulau Angsa
2. Interchange Puncak Perdana Jalan Batu Arang
Perdana Height Sunway Alam Suria
Interchange
Taman Setia Warisan Jalan Setia Warisan
Taman Subang Baru Jalan Sg. Buloh
Denai Alam Persiaran Metafasa
Kayangan Height Jalan Jingga
Kg. Melayu Subang Jalan Merbau
Denai Alam
3. Bukit Subang Persiaran Metafasa
Interchange
Subang Murni Jalan Pluto
U5 Jalan Tembusu
Kg. Melayu Subang Jalan Jati
Taman Subang Perdana Jalan Subang Perdana
Nusa Subang Persiaran Angkasa
Bandar Pinggiran Subang Jalan Lapangan Terbang
Subang Baru
Taman Perindustrian Ringan
Jalan Bulan
Sungai Buloh Antarabangsa Subang
4.
Interchange Subang Impian Jalan Marikh
Taman Subang Kristal Jalan Zuhal
Taman Industri Sg. Buloh Jalan TSB
Taman Sains Selangor Jalan Teknologi
5. RRIM Interchange Villa Damansara Jalan Camar
6. Surian Interchange PJU 5 Jalan PJU
Kota Damansara Persiaran Mahagoni
Kota Damansara Seksyen 4, Kota Damansara Jalan Cencawi, Jalan Nuri
7.
Interchange Taman Industri Sungai Buloh Persiaran Kenanga
Persiaran Sungai Buloh
Muatiara Damansara Jalan PJU 7/7
Mutiara Damansara Damansara Perdana Jalan PJU 8/1
8.
Interchange Pelangi Damansara Persiaran Suria
9.
PencaIa Interchange Bukit Lanjan Jalan Sri Penchala
TTDI Hills Jalan Sulaiman
Land transportation surveys were conducted at appropriate and selected stations

within the proposed project study area. The objectives of this study are to
enumerate and identify the traffic composition, characteristics, peaks flow (for the
AM (morning) and PM (evening) traffic), two-way and junction traffic volumes with
respect to the proposed project.

4.13.2 Methodology
In this study, 16-hour manual counts of classified vehicles based on the Highway
Planning Unit (HPU), Ministry of Works Malaysia vehicles classification as shown in
Figure 3 were conducted at selected stations. Initially, the hourly classified counts for
each station were accumulated and then the AM and PM peaks hour traffic volumes
were identified as shown in Figures 4.13.4 and Figure 4.13.5 respectively.
Figure 4.13.3: Vehicle classifications

Source: Highway Planning Unit, Ministry of Works, Malaysia

Figure 4: Traffic volume on existing roads for AM peak (year 2011)


Figure 4.13.5: Traffic volume on existing roads for PM peak (year 2011)

a. Existing Traffic volume
For the morning peak, the volumes ranged from the lowest at 260 veh/hr for the
road towards the Segambut Malay Reserve area to the highest at 5846 veh/hr of the
roads from Bandar Utama and Taman Tun Dr Ismail areas. Similarly, for the evening
peak, the volumes ranged from the lowest at 212 veh/hr for the road towards the
Segambut Malay Reserve area to the highest at 4569 veh/hr of the roads from
Bandar Utama and Taman Tun Dr Ismail areas.
A simulation study was also done to forecast the impact of the proposed project on
traffic volume to existing major roads and the results are as shown in Table 4.13.2.
Table 4.13.2: Traffic volume on existing roads with and without the proposed
highway
Road Without DASH With DASH % of reduction
Jalan Batu Arang 4156 2514 39%
Jalan Sungai Buloh 4374 2929 33%
Persiaran Surian 5779 3308 43%
From the results as shown in Table 4.13.2 above it can be concluded that the
proposed highway will have a reduction on traffic volume (positive impact) on the
existing roads. The percentage of reduction ranged from 33% (minimum) at Jalan
Sungai Buloh to 43% (maximum) at Persiaran Surian.
The current traffic management plan along Jalan Sungai Buloh is shown in Figure
4.13.6 and it will be upgraded.

Figure 4.13.6: Existing Traffic Management Plan along Jalan Sungai Buloh

b. Future Traffic Volume
Based on the preferred options, the stretch that increases in traffic volume is at
Persiaran Mohagoni. Hence, the critical analysis in term of impact of DASH to the
existing road network are junctions performance is focused on the three junction
along Persiaran Mohagani that will experience increased traffic volumes as indicated
in Figure 4.13.7.
The junction performance analyses on these junctions are shown in Figures 4.13.8,
4.13.9 and 4.13.10 respectively, and the expected junctions’ performance is shown
in Table 4.13.3.
Table 4.13.3: Performance of junctions that experience increase traffic volumes for
the year 2021
Junction Longest queue Level of service
Junction 1 43 LOS D
Junction 2 36 LOS D
Junction 3 23 LOS D
With the proposed project the critical junctions will be relatively in good conditions.
Figure 4.13.11 also shows the summary on the overview of additional lanes on those
three junctions

Figure 4.13.7: Junctions that will experience increase in traffic volume


Figure 4.13.8: Existing layout and future layout and performance of Junction J1



4.13.3 Conclusion
The traffic study indicates the volumes of traffic at most of the roads or junctions
under study are congested and there is need for an alternative route to mitigate the
increase trend of traffic volumes.
4.14 SOCIO-ECONOMY
4.14.1 Introduction
The study area or zone of impact along the DASH alignment from Shah Alam to
Damansara is taken to be the area along the 40 meter corridor of the proposed
expressway ROW which constitutes the existing human environment for the current
impact study.
The consideration given to the human or socioeconomic features within the 40m
corridor of the study area is based on the wisdom that whilst socioeconomic impacts
could affect long-distance areas or be borderless and far reaching, it is the
population of the immediate surroundings that would bear the head-on or right-of-
way impacts, if any, due to their proximity to project site. Besides, it is the concerns
of the immediate locals that have to be taken into consideration in order to ensure
that a project is socially sound and balanced.
4.14.2 Methodology
Data and information for the study are sought out from two main sources. First,
gathering and compiling information from secondary sources i.e. published and
unpublished reports on existing human environment of the study area. As the study
area is linear and specific, social statistics on its surrounding are unavailable. The
procurement of such micro data could only be generated. The latter is feasible by
conducting a social survey which among others would enable not only the
background of the residents in the area be known but more importantly their views
and assessment of the proposed project. The latter are crucial for the current
impact study as they are the stakeholders that would be impacted by the project.
Hence, a socioeconomic survey was conducted to gather the perception and identify
the communities’ attitude towards the proposed project. Altogether 165 samples
(respondents) were drawn randomly from the study area using a purposive sampling
technique (Table 4.14.1). Besides enabling the assemblage of the necessary
information sought after, social survey also ensures public participation and input in

decision making at the onset. The social survey was thus, utilized and formed the
major method of data collection for this study. It involved a public opinion poll
gathered through a questionnaire survey directed to the general public within the
study area. The survey was conducted in July 2011.
4.14.3 Results on the Existing Human Environment
The community or the respondents’ profile is necessary to help one in discerning the
type of population one is dealing with. It is the make-up of a society that often
determines the kind of reaction, impacts and degree of acceptability. The analysis of
data gathered from the questionnaire survey revealed the community profile in
respect of its demography, social and economic characteristics etc. These
characteristics would be analysed as one i.e. by aggregating the respective survey
data. However, in reporting the opinions and degree of acceptability, a finer
breakdown of the respondents according to type of residence shall be adopted. This
is to enable us to capture the sentiments of the residents from different housing
background, if any, who would be the potentially direct impact receivers.
Table 4.14.1: Distribution of respondents by area

Area/Sub-area Samples
SECTION 1:
Sunway Alam Suria 10
Perdana Height 8
Resak Apartment 13
SECTION 2:
RRIM 5
Apartment Dahlia (Subang Perdana) 16
Taman Subang Perdana 18
Kg Melayu Subang Tambahan 15
Kg Melayu Subang 35
SECTION 3:
Mutiara Homes 11
Desa Temuan 4
Apartment Seksyen 5 Kota Damansara 15
Villa Damansara 15
Total 165
Source: Field survey, 2011

4.14.4 Demographic Profile
Table 4.14.2 shows the ethnic distribution of the respondents. Our survey managed
to capture more Malay respondents, followed by Chinese, Indian and Orang Asli
respondents. The Malay respondents made-up 70.0% of our samples whilst the
Chinese 16.4%, 10.3% the Indian, and the remaining 3.3 % Orang Asli.
Table 4.14.2: Respondents’ demographic background
Ethnicity % Age %
Malay 70.0 Less than 20 years 2.4
Chinese 16.4 20 – 29 years 27.3
Indian 10.3 30 – 39 years 32.1
Orang Asli 3.3 40 – 49 years 26.7
50 – 59 years 9.1
60 years and above 2.4
Median = 36 years
Total 100.0 Total 100.0

Source: Field Data, 2011
In terms of age, more than half (59%) of the respondents were generally matured
adults of the age between 30-49 years (Table 4.13.2). The median age was 36 years
showing that the respondents generally had a matured age structure.
4.14.5 Socio-economic Profile
With the majority of the respondents in the young and matured adults categories
and residing within the Klang Valley area, it is not surprising that more than half
(58.6%) of them was well educated, having received tertiary education especially at
university level (Table 4.14.3). Majority of the remaining respondents had at least an
upper secondary education.

Table 4.14.3: Respondents’ educational background
Educational levels %
No formal education 3.0
Primary education 1.8
Lower Secondary Certificate 7.3
Upper Secondary Certificate 27.3
College 24.2
University 34.4
Total 100.0
With such an educational background, it is thus not surprising when more than half
(58%) of the respondents were income earners working in either public or private
sector and one-fifth was even engaged in business (Table 4.13.4). However, most of
the respondents did not have other or secondary employment.
Table 4.14.4: Respondents’ occupational background
Occupation %
Not working 13.3
Salesman 7.9
Businessman 20.6
Public sector employee 23.0
Private sector employee 34.6
Driver 0.6
Total 100.0
The income profile of the respondents showed one with only about one-tenth
earning less than RM1100 a month with another one-tenth earning more than
RM5000 a month while the remaining 77% or so earning between RM1100 and
RM4999 a month (Table 4.14.5). The respondents’ mean monthly income worked
out to be around RM2177.

Table 4.14.5: Respondents income profile

Income %
Less than RM550 0.0
RM550-1099 10.6
RM1100-1999 16.3
RM2000-2999 25.2
RM3000-3999 26.0
RM4000-4999 8.9
RM5000 and above 13.0
Total 100.0
Mean income = RM2177.27
Assuming that the respondents were single earners, their mean income was seen to
be only about two-thirds of the mean monthly household income for Malaysia in
2004 which was RM3249 (9th Malaysia Plan). This means that the population living
along the ROW corridor were relatively less well-off.
Data on ownership of vehicles and other household items, which could be

considered as a proxy to income, pointed to one that reflected a relatively high level
of affordability. As an example the percentage owning motorized vehicles,
computers and other household gadgets was high (Table 4.14.6). In fact the
popularity and convenience of cellular phone were reflected in the percentage of
households having more than one phone. About 55% of the households had at least
one mobile phone, another 29% having two and the rest three or more hand phones.
Although these items could be considered as nowadays necessities, their
procurement could only be made possible by the numerous credit or hire purchase
facilities that are available, indicating some kind of indebtedness that the residents
are tied to.
Table 4.14.6: Ownership of vehicles and other household items among the
respondents
Vehicles/Goods %
Car 84.8
Van 37.6
Lorry 9.1
Motorcycles 55.8
Bicycles 30.3

TV 100.0
Radio 24.2
Video player 81.8
Computers 83.6
Refrigerators 100.0
Telephone 64.2
Cellular phone 100.0
Electric Fans 100.0
Lounge set 93.9
Gas stove 100.0
The study area straddles linearly along an area of varying development with most
stretches of its alignment passing through existing residential area of either
traditional housing as in Kg. Melayu Subang or relatively new modern housing
gardens as in Kota Damansara and Mutiara Damansara. It is, however, punctuated
with newly cleared areas for housing development such as Puncak Perdana and
Denai Alam at the Shah Alam end and a green area as of Rubber Institute of
Malaysia, somewhere in the middle. It would thus be beneficial to know the type of
residences, ownership and utilities and amenities enjoyed by its residents. Table
4.14.7 shows the state of affair as analysed from our survey data. It was found that
more than 80% of the respondents owned the house they lived in which mainly
featured double-story linked houses, apartments, bungalows, rumah kampung and
shop houses. They were mainly either relatively new or in fair condition, with 100%
enjoying electricity and clean water but not all had proper toilet facilities.That most
of the study area is a recently developed area is shown by the fact that about 80% of
the respondents were recent movers to the area having been in the vicinity for less
than 10 years (Table 4.14.8). In fact more than half had only been in the area for
less than 5 years. About two-thirds were from Selangor and the rest from other
states of Malaysia. Their moves were mainly economically motivated by either
looking for job or on job transfer.

Table 4.14.7: Housing ownership, condition, utilities and amenities enjoyed by the
household
Items %
Household ownership:
Own house 84.2
Rented house 12.2
Lodging 1.2
Quarters 2.4
Total 100.0
Type of house:
Bungalow 13.3
Double storey 21.8
Single (Rumah kampung) 15.2
Apartment 26.7
Condominium 9.1
Shop house 13.9
Total 100.0
Housing condition:
New/sound 40.0
Fair/moderate 41.8
Old/poor 18.2
Total 100.0
With utilities/amenities:
Electricity 100.0
Water 100.0
Proper toilet facilities 89.1

Table 4.14.8: Length of domiciliation and respondents’ origin before moving to the
study area
Length of stay and % State of origin %

reason for migrating
No of years: Perlis 1.6
< 5 years 52.7 Pulau Pinang 1.6
5-9 years 27.9 Kedah 3.2
10-19 years 13.3 Perak 7.2
20 and above 6.1 Selangor 64.8
Total 100.0 Negeri Sembilan 2.4
Reasons: Melaka 4.0
Looking for job 26.5 Johor 5.6
On job transfer 22.1 Pahang 3.2
Following spouse 9.7 Terengganu 1.6
Following family 0.9 Kelantan 2.4
N.A 40.8 Kuala Lumpur 1.6
Total 100.0 Sabah 0.8
Total 100.0
Whether or not an area is developed could be partially gauged by the level of

satisfaction that the locals had on the infrastructure and facilities found in the area.
Table 4.14.9 shows the availability of services found in the area and their efficiency
as perceived by the respondents. If 75% and above is taken as satisfactory, what is
shown by Table 4.14.9 is that the respondents rated only public phones and road
network as least satisfactory.

Table 4.14.9: Availability of services and their efficiency as perceived by the

respondents
Types of facilities Perceived level of satisfaction

Satisfactory Moderate Unsatisfactory Total
Electricity 93.9 6.1 0.0 100.0

Water 100.0 0.0 0.0 100.0
Public phone 28.5 23.0 48.5 100.0
Pos office 84.8 9.1 6.1 100.0
Clinic 86.1 6.1 7.8 100.0
Hospital 72.7 18.1 9.2 100.0
Road network 30.3 48.5 21.2 100.0
Bus services 78.8 15.2 6.0 100.0
Taxi services 78.8 15.2 6.0 100.0
Markets 93.9 6.1 0.0 100.0
Shops 93.9 6.1 0.0 100.0
Place of worship 90.9 9.1 0.0 100.0
Community Hall 84.8 9.1 6.1 100.0
Garbage collection 78.8 12.1 9.1 100.0
Sewage 78.8 9.1 12.1 100.0
Fire brigade 84.8 9.1 6.1 100.0
Policing 84.8 9.1 6.1 100.0
Entertainment 84.8 12.1 3.1 100.0
Sports and recreation 83.6 12.1 4.3 100.0
Overall development 86.1 9.1 4.8 100.0
4.14.6 Survey Results on Opinions and Perceptions
I) Project Level Awareness
With respect to their knowledge of the proposed DASH elevated expressway, not
many knew about it and of those who were aware, knew mainly from other villagers
and the media. The rest knew from other sources such as the Village Head or family
members (Table 4.14.10).

Table 4.14.10: Awareness and knowledge about the DASH Expressway
Awareness and knowledge %

Knew about the project 33.3
Did not know 60.6
Not sure 6.1
Total 100.0
Source:
Media 76.0
Village Head 27.2
Family members 30.3
Villagers 96.0
District officer 10.0
II) Perceptions towards the Proposed Project
The study attempts to gauge the perceptions of the locals regarding the potential
impacts of the project, particularly with regards to the various environmental
components. One of the perceptions sought was the socio-economic advantages and
disadvantages of the proposed project. An analysis of the responses pointed to a
fairly strong agreement among the respondents that the project would not bring
much advantage to them except increased standard of living and property value as
well as attracting workers from other place to come (Table 4.14.11). Likewise, the
project was not rated strongly as being disadvantageous except for one-fifth who felt
it would cause displacement, the marginalisation of the existing population and the
probability of locals being marginalized.
Table 4.14.11: Rating of perceived socio-economic advantages and disadvantages

brought about by the proposed project
Perception Yes No Not Total

sure
Advantages:
Employment opportunities to your household 27.3 58.2 14.5 100.0
members 21.8 50.9 27.3 100.0
Employment opportunities to local population 38.2 28.5 33.3 100.0
Improvement of basic amenities 53.3 22.3 24.4 100.0
Increased value of land/property 53.3 18.2 28.5 100.0

Increased standard of living 33.4 26.0 40.6 100.0

Increased business opportunities 33.4 26.0 40.6 100.0
Increased opportunity for house ownership 53.3 22.3 24.4 100.0
Attract worker from other place to come
Disadvantages:
Loss of employment 18.2 42.4 39.4 100.0
Loss of source of income 18.2 42.4 39.4 100.0
Displaced 22.4 48.5 29.1 100.0
Loss of property 18.2 42.4 39.4 100.0
Marginalization of existing population 22.4 29.1 48.5 100.0
Probability of locals being marginalized 22.4 29.1 48.5 100.0
III) Perception of Impacts on Health and Safety
Table 4.14.12 shows how the local perceived the impacts of the project on their
health and safety. As can be seen, the respondents were very certain that all the
possible impacts on health and safety listed would befall them except for increased
water pollution and communicable diseases. Increased air pollution, disturbance to
tranquillity and hazardous to people received the highest rating followed by
increased noise pollution, traffic congestion and finally increased accident.
Table 4.14.12: Rating of perception of impacts on health and safety brought about
by the proposed project
Perception of impact on health and safety Yes No Not Total

sure
Increased accident 51.5 14.5 34.0 100.0
Increased noise pollution 80.6 12.7 6.7 100.0
Traffic congestion 78.8 14.5 6.7 100.0
Increased air pollution 85.4 9.1 5.5 100.0
Increased water pollution 12.1 27.3 60.6 100.0
Hazardous to people 85.4 9.1 5.5 100.0
Disturb peace/tranquillity 85.4 9.1 5.5 100.0
Increased communicable diseases 30.3 12.2 57.5 100.0
IV) Perception of Impacts on Aesthetics and Culture
An analysis of the perception of impacts on aesthetics and culture revealed that

some of the respondents were fairly sure about the impacts of the expressway

development on the aesthetics and culture of the area. This was deduced when
about 80% perceived that the project would affect the tranquillity and the air quality
of the area whilst about 70% perceived it would affect and beauty of the landscape
and the landform of the area (Table 4.14.13). However, at least one-third perceived
that the project would have no impact especially where community integration, local
tradition, historical places, place of worship and important buildings were
concerned.
Table 4.14.13: Rating of perception of impacts on aesthetics and culture brought

about by the proposed project

sure
Affect landform of the area 66.7 18.2 15.1 100.0
Affect beauty of landscape 72.7 6.1 21.2 100.0
Affect air quality 78.8 6.1 15.1 100.0
Affect water quality 46.7 13.9 39.4 100.0
Affect tranquillity of the area 81.8 9.1 9.1 100.0
Affect community integration 12.1 47.9 40.0 100.0
Affect local tradition 12.1 47.9 40.0 100.0
Affect historical places 12.1 33.3 54.6 100.0
Affect place of worship 15.2 33.3 51.5 100.0
Affect important buildings 18.2 33.3 48.5 100.0
V) Perception of Impacts on Basic Utilities and Amenities
The respondents’ perceptions of the project’s impact on basic utilities and amenities
are shown in Table 4.14.14. Impacts of increased demand for all of the basic utilities
and amenities were not strongly rated by the respondents involving generally less
than 15%. This is not surprising as the nature of the project does not lead to high
demands to their requirement. However, about half felt that it would increase
demand in housing and public transport services.

Table 4.14.14: Rating of perception of impacts on basic utilities and amenities

brought about by the proposed project

sure
Increased demand in water supply 12.1 60.6 27.3 100.0
Increased demand in electricity 12.1 60.6 27.3 100.0
Increased demand in housing 46.1 27.9 26.0 100.0
Increased demand in garbage disposal 6.1 21.2 72.7 100.0
Increased demand in sewerage cleaning 6.1 21.2 72.7 100.0
Increased demand in public transport services 47.9 12.1 40.0 100.0
Increased demand in health services 6.1 15.1 78.8 100.0
Increased demand in police services 6.1 10.3 83.6 100.0
Increased demand in postal services 6.1 15.1 78.8 100.0
Increased demand in fire-fighting services 6.1 18.2 75.7 100.0
VI) Project Assessment and Local Acceptability
Analysis of the data on respondents’ assessment of the project showed that

generally the respondents were of the opinion that the project would be more
advantageous than disadvantageous as rated by 60% and about 30% of them
respectively (Table 4.14.15). However, when the particular survey returns were
analysed by type of residence, it was found that 40% of those living in flats and
apartments were more definite that it would be disadvantageous compared to 28%
of those living in low-rise buildings.
Table 4.14.15: Overall assessment of the proposed DASH project (%)
Type of residence Assessment (%)

Positive Negative 50/50
impact impact
Bungalow, Double-Storey, Kampung and Shop 60.4 27.7 11.9
houses
Flats, Apartments 60.4 39.6 0.0
Overall opinion within ZOI of proposed project 60.4 31.8 7.8
DASH

However, when their level of acceptance was sought, it was found that there was no
difference in the percentage of acceptability between the respondents who resided
in low-rise or high-rise dwellings. About half agreed, another one-quarter disagreed
and the remaining one-quarter was not sure (Table 4.13.16).
Table 4.14.16: Overall level of acceptability of the proposed DASH project (%)
Type of residence Degree of Acceptability (%)

Agree Disagree Not sure
Bungalow, Double-Storey, Kampung and Shop 50.0 27.1 22.9
houses
Flats, Apartments 49.0 25.5 25.5
Overall opinion within ZOI of proposed project 49.4 26.5 24.1
DASH
Previous experiences had shown that the construction of elevated highways had
known, more often than not, to affect residents of different housing type in the
vicinity differently, especially those living in high-rise buildings. When this notion
was tried to be substantiated by using our survey returns, the resultant output did
not point significantly to that effect although the percentage given by the high-rise
dwellers was slightly more i.e. 27% compared to 20% given by low-rise dwellers.
Generally those who agreed quoted ease of movement and reduction of traffic
congestion as reasons for agreeing and those who did not agree quoted disturbance
to tranquillity, air and noise pollution as well as imposition of toll charges as reasons
for disagreeing (Table 4.14.17). However, the first three reasons were more
pronouncedly given by those who lived in high-rise buildings compared to those in
low-rise buildings. The latter were more concerned with tranquillity and imposition
of toll charges which could add to extra financial burden.

Table 4.14.17: Reasons for agreeing and disagreeing with the proposed DASH project
Reasons Type of residence (%) Overall

Low-rise building High-rise building
Reasons for Agreeing:
Reduce traffic congestion 40.8 39.4 40.4
Easy to move/travel 50.7 60.0 53.8
Property rose/expensive 8.5 0.0 5.8
100.0 100.0 100.0
Reasons for Disagreeing:

Air pollution 11.8 29.4 18.8
Affect tranquillity 29.4 35.3 31.8
Noise pollution 19.6 26.5 22.4
Traffic congestion (future) 9.8 0.0 5.9
Imposition of toll charges 29.4 8.8 21.1
100.0 100.0 100.0
The respondents were finally asked if they had other opinions regarding the
proposed project. The responses seemed to reiterate earlier opinion of toll charges
which seemed to be more pronouncedly felt by the respondents irrespective of
whether they lived in low-or-high-rise buildings (Table 4.14.18). With regards to
perception of the overall development along the proposed alignment, about 80%
mentioned that it had gone through good development.
Table 4.14.18: Other opinions regarding the proposed DASH project
Perceptions Type of residence (%) Overall

Low-rise building High-rise building
Existing road enough/better 13.9 18.8 15.4
Need new highway 11.1 18.8 13.5
Plant more trees to abate noise 8.3 12.5 9.6
pollution 36.1 49.9 40.4
Do not want toll 13.9 0.0 9.6
Existing road bad congestion 11.1 0.0 7.7
Need flyover 5.6 0.0 3.8
Compensation-follow market
Total 100.0 100.0 100.0

4.14.7 Conclusion
The social profile of the existing population within the 40 meter corridor of the
proposed DASH alignment showed one with relatively matured and well-educated
adults. They mainly worked as income earners either in the government or private
sectors, with a substantial number involved in business. Generally only about half of
the respondents agreed to the project citing ease of movement and reduction of
traffic congestion as the main reasons for agreeing whilst sources of air and noise
pollution, tranquillity would be affected as well as the imposition of toll charges as
reasons for disagreeing. The notion that residents in high-rise buildings would feel
the effect of noise pollution more than those living in low-rise buildings was not
shown to be significant by our data when about 20% of the latter respondents
opined it as opposed to only 27% of the high-rise dwellers.
4.15 ENVIRONMENTAL HEALTH IMPACT ASSESSMENT
4.15.1 Introduction
In Public Health, prevention of diseases is the main aims in any physical development
like road and expressway. It protects or minimizes the present communities and
their future generation from ill-being due to direct or indirect impact of the
development. The road transport progress shown to have significant adverse
impacts on the environment. These include challenges on bio diversity, air and noise
pollution, and road accidents. Best practice control during the construction and
operation phases of the development will salvage money for treatment and
rehabilitation, minimizes agony and improves the quality of life of the affected
communities.
Thus, the aims of the study are to assess the health status of affected communities,
which focus on the specific disease burden and sanitation level. In addition,
availability of local health facilities and private clinics are included in the study. The
assessment also involved a review on any possible risks of the proposed expressway
onto health status of the neighbourhood communities.
4.15.2 Existing Public Health
Life expectancy for Selangor population is 71-year-old and 76-year-old, for male and
female, which is similar with the national level in 2007. Selangor’s population growth
at about 2.17% per annum, which is higher compared with 1.61% Malaysia's

population growth in 2010. Recognized as “the industrial hub of the nation”,

Selangor has huge resources, well developed road and communication network, and
commercial estates. In 2007, Selangor has achieved the developed state status based
on the OECD criteria. It has attained 100% community availability of pipeline drinking
water, sanitary latrine and electricity in every house.
There are nine districts in the Selangor State, including Petaling District with the total
area of 501 square km. It is administered by three local government authorities such
as Shah Alam, Subang Jaya and Petaling Jaya Municipal Councils. The entire
alignment of the proposed expressway is located within Petaling geographic area.
Total number of citizen is about 1,508,900 individuals, which makes Petaling as the
most populous district in Selangor (Department of Statistics, Malaysia 2010). It has
an average annual population growth rate of 1.3%, lower than the whole of Selangor
growth rate. The area has very good public transportation coverage, including Rapid
buses and LRT from Kuala Lumpur Sentral to Shah Alam station. Petaling has very
organized system of the solid waste / garbage collection management and recycled
programme that been carried out regularly.
Petaling district has six Community Polyclinics; Klinik Kesihatan Puchong, Klinik
Kesihatan Kelana Jaya, Klinik Kesihatan Seri Kembangan, Klinik Kesihatan Seksyen 7
Shah Alam, and Klinik Kesihatan Seksyen 19 Shah Alam; and two 1Malaysia clinics in
Taman Putra Damai and Kampung Lindungan. There are also six Rural Clinics all over
throughout the district. There is one private hospital in Section 4 with 350 beds
provides all necessary basic and advances health care for Petaling citizens. The
district achieved the highest rate of normal nutrition status for children below 5-
year-old (98.7%) compared to other districts in Selangor (Lapopan Tahunan 2009,
Jabatan Kesihatan Negeri Selangor). It also has the highest rate for exclusive 4-month
breast-fed and the lowest rate for anemia among pregnant mothers in the state.
On the west end of the proposed expressway, it starts as Shah Alam U10 Interchange
(Figure 4.15.1) near Sunway Alam Suria (Figure 4.15.2). It will be erected towards to
the east near Taman Kayangan Height (Figure 4.15.3) and Denai Alam (Figure 4.15.4)
with one interchange (Figure 4.15.5) that connecting it with the Guthrie Corridor
Expressway.

Figure 4.15.1: Future Shah Alam U10 Figure 4.15.2: Sunway Alam Suria
Interchange
Figure 4.15.3: Taman Kayangan Figure 4.15.4: Denai Alam

Height
Figure 4.15.5: Future Denai Alam

Interchange

Further, the expressway route will be approaching few highly populated areas like
Kampung Melayu Subang (Figure 4.15.6) and Damansara area (Figure 4.15.7). At the
east-end point of the route, the expressway will be linked with LDP and Penchala
Link.
Figure 4.15.6: Kampung Melayu Figure 4.15.7: Damansara

Subang
Selangor is among the states with the highest number of cases of dengue fever in
Malaysia. In 2009, a total of 18,676 cases of Dengue fever and Dengue Hemorrhagic
fever reported in Selangor with 9,360 of them confirmed by serology. Petaling was
the highest district with dengue cases (6623 cases) with 11 fatality cases. The
Selangor fatality rate has increased from 0.21% to 0.26%, from 2008 through 2009
respectively. Even though there was an increment in dengue cases national wide in
2010 compared to 2009, 46,171 cases and 41,486 cases respectively, but for
Selangor, the number has reduced down to 16,367 cases (DG, MOH. January 2011).
Petaling notified about 5111 cases with 20 fatalities for dengue fever and dengue
haemorrhagic fever in the same year, placed it as the highest number of dengue
cases in Selangor.
In 2011, until 43rd epidemiology week, there were about 6170 reported cases for
dengue fever and dengue hemorrhagic fever in Selangor. Petaling has reported of
1966 cases, which contributed to 32% of total cases in Selangor (Figure 4.15.9).
There isn’t any seasonal pattern seen from the figure. More cases were seen in
between January and February, May and July.

300
250
200
150
100
50
0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43
Petaling Selangor
Figure 4.15.9: Epidemiology Week Report for Dengue cases in Petaling compared
with Selangor, 2011
Source: VEKPRO Ministry of Health, Malaysia. 2011
Few areas are been identified as hotspots for the dengue outbreak that present
along the alignment of this project. Those localities include PJU5, PJU6, PJU8, U5 and
surrounding areas, which are located at the middle and right end portion of the
expressway alignment (Figure 4.15.10). All those locations are recognized either as
fast development or highly populated housing areas. These sites usually have vector
breeding places like the refrigerator evaporative trays, air-conditioning drip-pans and
septic systems, plus as a response to ineffective mosquito control measures
especially carried out by private companies. In addition, flower pots, bases, aquatic
plants, water containers are also identified as the main types of the container for
outdoor breeding. For indoor, kolah is one of the major breeding containers.

Figure 4.15.10: Areas with dengue hotspots localities along the DASH alignment.
After dengue fever cases, tuberculosis holds the second highest notification rate in
Selangor. From Epidemiology Week report 2011, Petaling notified several numbers
of positive cases of tuberculosis each week (Figure 4.15.11). Other communicable
diseases present in Petaling are malaria and HIV. However, both tuberculosis and
malaria were detected among foreign workers that came as labourers for
construction and plantation industries.
200
150
100
50
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43
Petaling Selangor
Figure 4.15.11: Tuberculosis cases in Petaling and Selangor in 2011

Source: VEKPRO Ministry of Health, Malaysia. 2011

4.15.3 Health Survey
In the community survey, a total of 200 people had been interviewed; 50:50 for male
and female equally. Majority of them are in the age-group of 31 to 40 year-old
(30.0%) followed by group of 41 – 50 year-old (23.0%) and more than 50 year-old
(22.5%), (Table 4.15.1). Mean age for the respondents is 41.35 ± 10.75 year-old with
minimum and maximum ages of 16 and 78, respectively.
Table 4.15.1: Distribution of Respondents According To Age Groups
Age (year) Total (%)

< 21 11 (5.5)
21 – 30 38 (19.0)
31 – 40 60 (30.0)
41 – 50 46 (23.0)
> 50 45 (22.5)
Total 200 (100.0)
All respondents (100.0%) have a sanitary household latrine and secured water piping
system. They also disposed their household waste by garbage collection services that
provided by the local municipal. Those innate amenity conditions and green
practices will protect people from the risk of health impact like spreading of
communicable diseases among family and community.
A total number of 87 respondents (43.5%) claimed that they or their dependents had
at least once got sick or not feeling well in the past six months. The leading health
problems picked out was flu or common cold, which explained by a pandemic of ILI
(influenza-like illness) throughout Malaysia (Table 4.15.2). Other possible causes also
include exposure to irritants such as dust or road soot that usually happened in
cities. Upper respiratory tract infection (URTI) is the next common illness that
normally proceeded by a simple flu infection. Skin is not uncommon among the
respondents, maybe due to personal habits at workplace or at home. We also found
few complaints of chest pain, which later distinguish due to heart problems.

Table 4.15.2: Distribution of Types of Health Problem
Illnesses Total
Flu 43
URTI 37
Skin itchiness 12
Chest pain 2
From 87 respondents who alleged unhealthy, just 22 of them had been viewed and
cared for by doctor (Figure 4.15.12). Others had decided to either medicate
themselves exercising over counter prescription or allow the sickness subsided by
itself. The respiratory tract problem like flu and URTI are among the most common
illness diagnosed among respondents (Table 4.15.2). Dengue is one of the important
transmissible illnesses that has been recognised in the study area. Among chronic
diseases that present among responders and require medical attentions were
cardiovascular and diabetes problems.
200 178
150
100
50
22
0
Yes No
Figure 4.15.12: Number of Respondents Seek Doctor Attention in Past 6 months
Table 4.15.3: Type of Illnesses among respondents
Type Total
URTI 14
Asthma 5
Hypertension 2
Heart problem 3
Dengue 2
Diabetes 2

From Figure 4.15.13, only nine respondents were hospitalised during the period of
the study. The complaints are asthma attack (three cases), dengue fever (three
cases) and heart problems (three cases). Even though the percentage of unhealthy
respondents in the past six months is 43.5%, but only 4.5% need hospitalization. This
reasonably low percent of hospital entry is very likely to suggest that the existing
environment does not pose any risk of health among the studied citizens.
250
200 181
150
100
50
9
0
Yes No
Figure 4.15.13: Number of Respondents Been Hospitalized in The Past 6 months
In this study, we calculated the prevalence rate for respiratory problem as 1.8 per
100 000 population, which is lower than the national prevalence rate (Table 4.15.4).
For skin problem, it computed as 1.0 per 100 000 population, which is also lower
than the benchmarking. Clearly, the disease burdens in the study areas are not high
and will not at any risk level compared to the benchmark. However, the project
proponent must apply appropriate vector control mitigating measures in-place prior
to its physical development. The aims are to prevent the particular diseases'
outbreak, especially inside the worker’s base camp that able to spread out to
neighbourhood communities, and portion of the alignment that cross through or
near the identified hotspots.

Table 4.15.4: Comparison of the Prevalence Rates between Surveillance and

National Morbidity Data
Survey Prevalence 2010 National Prevalence 2002

Illnesses
(100,000 pop) (100,000 pop)
Respiratory System 1.8 20
Skin condition 1.0 3

CHAPTER 5
POTENTIAL IMPACT & MITIGATION

MEASURES
5.1 INTRODUCTION
This chapter describes the potential impacts of various activities associated with the
construction of this proposed expressway. Each of the main activities will be
assessed for its potential impact on physical, biological, and human environment.
From the assessment, mitigation measures shall be proposed based on various
environmental components that affected. The prediction and evaluation of potential
environmental impacts are based on during pre-construction, construction and
operational phases of the proposed Damansara-Shah Alam Elevated Highway
(DASH).
5.2 POTENTIAL IMPACTS AND MITIGATING MEASURES DURING CONSTRUCTION

STAGE
The main activities that will be carried out by the project proponent are listed but
not limited to below:
• Setting out the project alignment

• Transportation of construction equipment and material
• Site clearing for temporary access road and Proposed Project alignment
• Temporary access road construction
• Deposition of excavated materials
• Proposed Project road construction
• Drainage work
• Piling work
• Landscaping/revegetation
• Waste management and disposal
• Demobilization of construction equipment

EIA for the Proposed DASH Potential Impact & Mitigation Measures
5.2.1 LANDUSE
Potential Impacts
The proposed project is expected to affect several existing landuses along its
proposed alignment. It is fair to claim that the proposed project alignment will be
build and overtake at least 80 percent of existing road network. Regarding to this,
the proponent should take any positive consideration associate with construction
activities such as pilling, land clearing, material transportation and material stored to
make sure existing road networks will not be harm. The proponent should monitor,
at least weekly, on any harmful indicator on existing road networks such as cracking
on the existing road, and must also taken into account seriously to avoid any
possible impact associated with the proposed alignment construction. As mentioned
in Section 4.2.4, at least 87 existing building structures are expected to get direct
impact associated with the proposed project alignment construction. This involved
various types of building structures, mostly luxurious houses, temporary building
structures and petrol station lots.
Mitigating Measures
The project proponent should negotiate with those affected owners regarding to
their prestigious right of houses and business lost at the current location. It is also
very important to taken into account of the existing of shop lots along Jalan PJU8/2
which going to be much closed to the proposed expressway. Noise and dust
pollutions could harm their business. Detailed on noise and dust pollution is
described in Noise section.
5.2.2 GEOLOGY
Potential Impacts
The proposed Damansara – Shah Alam (DASH) highway is proposed as an elevated

expressway. Such a construction involves minimal earthworks along the alignment
and the main construction activity would be the construction of the elevated
highway sections, together with its’ associated structures such as piers and girders.
The western part of the alignment is underlain by the Kenny Hill Formation. In-situ
weathering of these rocks results in a silty topsoil. Generally a hard layer can be
found at a depth between 5 – 10 m depending on the topographic conditions, as
indicated by the relatively high Standard Penetration Test, SPT n values. However,

fresh bedrock is not encountered even at depths exceeding 30 m in the site

investigation boreholes that have been conducted.
For the granitic areas which form the eastern part of the alignment, the soil formed
as a result of granite weathering is mainly sandy. A deep weathering profile is typical
of granite with depths of up to 30 m to relatively fresh bedrock as indicated by the
preliminary borehole results. However, a hard layer with relatively high SPT n value
is already present at depths of 10 m to 15 m.
Potential impacts during construction are:
• Possible subsidence of piers of the elevated highway

• Soil erosion along the sections that are at grade.
Mitigating Measures
Based on the results of the site investigation boreholes, subsidence of the elevated
highway piers appears unlikely since a hard layer is present at a relatively shallow
depth. In areas underlain by granite, additional precautions should be undertaken to
negate the possibility of founding of piers on granite core boulders.
The sections at grade, for example adjacent to RRIM and Shah Alam, are in areas that
have already undergone anthropogenic development. Therefore soil erosion is
expected to be minimal. In spite of this it is proposed that the project proponent put
in place an Erosion and Sedimentation Control Plan, ESCP to mitigate possible soil
erosion.
5.2.3 SOIL EROSION
a) Surface Run-Off
Potential Impacts
This proposed expressway will be crossing six rivers and surface runoff will expected
to be high especially at the river that are not canalized. During the heavy downpour,
surface runoff shall deposit the sediment from construction site into the nearest
river.

Mitigating Measures
Need to introduce a buffer zone of about 10 to 25 m between the cut area to the
river. In this way the rain splash impact and velocity of moving water will be reduce
beside increasing the roughness of land surface. This will reduce the amount of
sediment particulate reaching the river system.
b) Severe Erosion
Potential Impacts
The worst-case scenario (Table 5.2.1) represents a situation where the area is
completely disturbed leaving a bare top soil and no crops cover was planted and
terracing or any conservation practices was not employed. In this situation the
amount of eroded soil is so great with values ranges from 18.30 to 5334.00
tons/ha/year. The potential soil loss per hectare per year is considered very high
during construction in the study area. However the construction of the highway will
utilize only a narrow passage of the land.
Table 5.2.1: Predicted potential rate of soil loss on completely bare area
(Worst case scenario)
Station R K LS C P A
Tons/ha/yr
S1 7445.13 0.12 1.85 1 1 1717.07
S2 7445.13 0.19 1.25 1 1 1779.09
S3 7445.13 0.14 1.10 1 1 1187.82
S4 7445.13 0.23 1.02 1 1 1752.18
S5 7445.13 0.27 2.61 1 1 5334.00
S6 7445.13 0.01 0.99 1 1 66.77
S7 7445.13 0.00 1.10 1 1 18.30
S8 7445.13 0.06 1.85 1 1 893.25
S9 7445.13 0.06 0.95 1 1 400.11
S10 7445.13 0.02 1.25 1 1 147.54
S11 7445.13 0.02 1.94 1 1 246.43
S12 7445.13 0.09 1.37 1 1 900.78
S13 7445.13 0.03 2.20 1 1 453.41
S14 7445.13 0.05 0.99 1 1 387.77
S15 7445.13 0.04 1.85 1 1 565.07

Mitigating Measures
If conservation practice is employed such as terracing and mulching or combination

of mulching/terracing during the construction period the amount of soil loss can be
reduced up to 90% (Table 5.2.2). Covering of opened soil surface through mulching
using fibre mat coupled with immediate hydroseeding can be a strong control for
rainsplash and runoff. Other practice that can be carried out is the immediate
planting of cover crop (0.5-0.1 p-factor). Outward-sloping bench terracing practice
which has a p-factor value of 0.35 will act as a moderate control for rainsplash and
runoff (Morgan 2005).
Table 5.2.2: Predicted potential rate of soil loss during constructions with application
of terracing and mulching
Station R K LS C P P A
Terrace Mulching Tons/ha/yr
S1 7445.13 0.12 1.85 1 0.35 0.2 120.20
S2 7445.13 0.19 1.25 1 0.35 0.2 124.54
S3 7445.13 0.14 1.10 1 0.35 0.2 83.15
S4 7445.13 0.23 1.02 1 0.35 0.2 122.65
S5 7445.13 0.27 2.61 1 0.35 0.2 373.38
S6 7445.13 0.01 0.99 1 0.35 0.2 4.67
S7 7445.13 0.00 1.10 1 0.35 0.2 1.28
S8 7445.13 0.06 1.85 1 0.35 0.2 62.53
S9 7445.13 0.06 0.95 1 0.35 0.2 28.01
S10 7445.13 0.02 1.25 1 0.35 0.2 10.33
S11 7445.13 0.02 1.94 1 0.35 0.2 17.25
S12 7445.13 0.09 1.37 1 0.35 0.2 63.05
S13 7445.13 0.03 2.20 1 0.35 0.2 31.74
S14 7445.13 0.05 0.99 1 0.35 0.2 27.14
S15 7445.13 0.04 1.85 1 0.35 0.2 39.55
The soil loss in the completely opened area with conservation practice will reduce
the potential soil loss in the range from 1.28 to 373.38 tons/ha/yr, which is about
90% reduction from the worst case scenario values. With reference to the rate of soil
loss tolerance table, the potential soil loss per hectare per year is however still
considered very high during construction in the study area.

5.2.4 WATER QUALITY
a) Site Clearing
Potential Impacts
During site clearing activities, the main potential impact to water quality is the
surface runoff into the nearest river. This could lead to temporarily increase of
water turbidity and increase sediment deposits in the rivers. The area where site
clearing involve such as Denai Alam could lead to increase of TSS in Sg. Edam and Sg.
Pelampas.
Mitigating Measures
A proper mitigation measures should be installed to minimize the effect to the rivers.
The installation of silt traps, temporary earth drains, and check dam could decrease
the suspended solid in surface runoff before its enter the river. Silt fence should be
installed along the river where site clearing will be taken place. All proposed
mitigation measures in Erosion and Sedimentation Control Plan (ESCP) should be
implemented in construction areas.
b) Earthworks
Potential Impacts
Earthworks will expose earth to the rain and if the loose earth is not compacted as
soon as possible, run-offs during heavy rain will carry high solids content into the
river. This will be highly significant for earthworks near Sg. Edam and Sg. Pelampas
Mitigating Measures
Earth disturbances should be minimized and temporary silt or sediment traps should
be constructed at the site. Clogged drain should be cleared regularly.

c) Drainage work
Potential Impacts
The construction of drains, which involve filling up and realignments, will expose the
drain banks to erosion, especially during rain. This will elevate the levels of turbidity
and TSS of the receiving waters.
Mitigating Measures
The use of precast segments is encouraged to shorten the construction time thus
minimizing duration of earth surface being exposed to erosion.
(d) Waste Disposal
Potential Impacts
Improper disposal of construction wastes such as waste wood, cements, garbage etc.
can result in some of them being carried by rain water and thus clogging drains and
the possibility of producing leachate which will eventually end up polluting water
bodies.
Mitigating Measures
All wastes (except scheduled wastes) should be disposed off at properly designated
places, approved by the local authorities. Scheduled wastes such as used oils should
be handled in a manner according to the requirement of DOE with regards to
handling of scheduled waste.
e) Construction of Interchanges and Highway
Potential Impacts
There will be 13 interchanges to be constructed and 3 are near to the river namely
Perdana Height Interchange, Denai Alam Interchange, Galaksi Interchange and
Surian Interchange. Piling works for the construction of these interchanges carried
out close to the river will weaken the bank resulting in loose earth being washed
down into the river thus increasing the turbidity and solids content of the river
water.

Mitigating Measures
At construction point near Sg. Edam, Sg. Pelampas, and Sg. Tambul suitable silt or
sediment trap should be constructed to contain solids or loose earth from entering
the river. The discharge, if any, should comply the Standard B of the EQ (SIE) R 1979.
5.2.5 HYDROLOGY
a) Drainage and Flooding
As approximately 80% of the road alignment will be elevated and only require a
limited work area, it is not expected to cause any drainage and flooding impacts. At
the toll gate area where more site clearing and earthworks could be carried out,
closure or disruption of existing drains could cause localized drainage impairment
and temporary flash flooding.
b) Transportation of Construction Material and Equipment
Potential Impact
Transportation of material and equipments are expected increase during the

construction period. There is possibility of river retaining wall or river bank collapsing
and obstructing the flow of water. It can also be washed away by the water into the
river resulting in degradation of water quality.
Mitigating Measures
No material or equipments must be placed close to or in waterways for a long time

since it can cause significant reduction in river capacity. Construction material that
can be carried away by rain must be covered. In addition, river inventory must be
carried out regularly to ensure river stability. Any collapsed retaining wall must be
repaired.
c) Kota Damansara Dry Detention Pond
Potential Impact
Site preparation for the land clearance for the proposed highway may involve
soil removal and construction for road can disturb the earth surface.
Exposure of loosened ground to weathering leads to eroded soil flowing into the

ponding system, especially during heavy rains. Uncovered silt and clay may easily get
washed away by running water and eventually end up accumulating in the pond. This
reduces the pond capacity to cater flood water from the surrounding area.
Mitigating measures
Sand and aggregates should not be exposed for a long period of time
especially during rainy season. After site preparation work has completed,
disturbed earth surfaces must be properly compacted and covered with gravel
or planted with grass, to prevent soil erosion to the water bodies. Construction
of detention pond need to be encouraged to control water quantity especially
closed to waterways or rivers.
d) Sungai Pelampas
Potential Impacts
The intersection area between Sg. Pelampas and Sg. Damansara (200m from
proposed road) and Sg. Pelumut (downstream) is considered as a floodplain area.
Alteration of hydrological regimes of floodplain area by causeways, will harmful
effects on these ecosystems. Besides, the removal of vegetation with the attendant
loss in leaf litter would result in a reduction in infiltration. This would lead to
increased runoff and higher sediment loading into the surrounding drainage system.
As the area is located in the upper catchment, possibilities of sediment accumulation
along major rivers are higher, especially at Sungai Damansara. Surface soil can be
easily washed out into the river particularly during construction.
Lowland floodplain areas can also be affected from sediment and debris block. This
river which originally shallow will not be able to retain storm waters and may cause
temporary localise floods in lowland areas.
Mitigating measures
Any access road must be realignment to avoid wetlands. Installation of culverts,

bridges, etc as needed and according to criteria from prior hydrological surveys.It is
recommended that the drainage system should be established before the actual
construction begins.

e) Sungai Edam
Potential Impact
At Sg Edam, the alignment involves 20m culvert extension of 2.7m x 2.7m at

chainage 850.000. No potential impacts on hydrological regimes are expected.
However, close to the ponding area. It is expected that with more site clearing and
earthworks could be carried out, closure or disruption of existing drains could cause
localized drainage impairment and temporary water blocking.
Mitigating Measures
Culvert extension must be careful design when crossing the river. The cleared soil
must be properly compacted and fast growing grass seed should be sprayed onto the
area as soon as possible. Temporary silt trap or retention pond should be
constructed where soil erosion is significant. Detailed silt traps and sediment ponds
can be seen in ESCP report.
f) Mutiara Damansara Detention Pond
Potential Impact
The proposed expressway will cross above the detention pond which is locating at
lowland floodplain areas and can also be affected from sediment and debris block.
Alteration of hydrological regimes of floodplain area by causeways, will harmful
effects on these ecosystems.
Mitigating Measures
The expressway alignment in this area is elevated and project proponent should only
use very minimal work area to avoid to disturbed the pond system that could lead to
flash flood. Project proponent also should not install the pillars near to this pond. All
mitigation measures mention in ESCP should be implemented on the ground.

5.2.6 AIR QUALITY
The construction phase will involve transportation of the material especially sand
and soil to the construction area. The following activities have the potential to
generate air pollution:
1. Site Clearing
2. Vehicles for transportation
3. Transportation of loose and fine material/Placement of sand and soil at the
proposed site
4. Construction of Toll Plazas, Interchanges and Bridges
a) Site clearing
Potential Impact
Site clearing activities will affect the air quality because the exposed of bare land.
Particularly at area where toll plaza (Denai Alam & RRIM) to be build which need a
lot of site clearing works. A wind blow will increase suspended dust into the
atmosphere especially during dry periods. These situations will also affecting the
visibility around the construction area hence increase the risk of accident. The
moving of heavy machinery could also increase dust into atmosphere and at public
roads.
Mitigating Measures
To prevent the increasing of the suspended dust into the atmosphere, Water
spraying should be carried out periodically for suppressing dust during dry period. A
wash through should be installed at the entrance of the construction yard to prevent
the dust and mud from entering the public roads. The traffic in the construction yard
should be control and monitored at all time to prevent over loaded of construction
vehicle that could lead to decreasing air quality. Good maintenance of the
construction vehicle and fuel combustion equipment to minimize gasses emission.

b) Vehicle for transportation
Potential Impact
During the construction period of the proposed expressway, the used of heavy
machinery and heavy trucks will cause unfavourable condition of air quality. This
condition may get worsen during the dry period. The dust particles may get blown by
the wind. Thus, can affect the health of the nearby residences. Other airborne
pollutants and gases e.g. carbon monoxide (CO) will be generated from the exhaust
emissions of vehicles especially from the trucks and heavy machine.
Mitigation Measures
Every truck that will carry the construction material should be cover up properly to
minimize the suspended dust into the atmosphere. The use of dedicated access road
to be utilise for this project should lesser the impact of decreasing the air quality.
Regular maintenance of the trucks and heavy could helps in reducing the emission of
smoke and soot into the atmosphere.
c) Transportation of loose and fine material that could be a source of dust due
to spillage
Potential Impact
The transportation of construction material shall affect the air quality by spillage of
those materials into the ground and could increase the suspended dust into the
atmosphere. At the public roads such as Jalan Sg. Buloh, the spillage can reduce
visibility and can harming the road users.
Mitigating Measures
Lorries should no be over loaded and must be properly covered with PVC sheet or
other means of cover to avoid spillage. Any dirt or mud carried to the public road
must be immediately cleaned as required under section 47 of Street, Drainage and
Buliding Act 1974 (Act 133). To prevent the construction site fill with the dust, any
exposed and uncompacted area must be keep wet by applying periodic spraying of
water by mobile tanker.

d) Construction of Toll Plazas, Interchanges and Bridges
Potential Impacts
Construction of the thirteen interchanges and platform/bridges over the river will
involves soft ground support to the interchanges and the embankment shall degrade
the air quality. During these constructions, diesel machinery such as crane, mixers,
compressors, and generators shall affect the air quality. Loose and fine construction
materials will be major source of dust.
Mitigation Measures
The impact of on-site activities can be minimized by good construction practices such
as by protecting any loose construction or spoil materials. For the elevated section of
interchanges near to buildings, screen should be erected on each side of the viaduct
to prevent dust and debris blown to neighbouring areas.
5.2.7 NOISE
a) Impact from piling activities
Potential Impacts
Noise due to piling activities such as that are required when building elevated roads,
bridges and toll plazas can be a nuisance to residents living nearby the site, namely
at Sunway Alam Suria, Persiaran Metafasa, along Jalan Sungai Buloh, Kampung
Melayu Subang, Kampung Melayu Subang Tambahan, Taman Subang Jaya, Kota
Damansara and Mutiara Damansara. The noise level (L eq ) within 10 meters from the
piling location using the conventional impact piling methods is 87 dBA for a pre-cast
concrete pile to 96 dBA for a H-section steel pile using diesel or drop hammer (ref:
CIRIA Report no. 64, 1977), which is then attenuated at 6 dB for every doubling
distance, e.g. 81-90 dBA at 20 metres, 73-82 dBA at 50 metres and 67-76 dBA at 100
meters.
Mitigating Measures
The noise intrusion due to the piling activities during highway construction can be
reduced by using a more silent piling method such as bore piling method. Noisy

vehicles and equipment used during piling must be checked for proper installation of
soundproof enclosers and noise control components to further reduce the emitted
noise. Machines, which generate high noise level, should be enclosed properly using
soundproof housing or enclosures. Affected residents should be informed of
expected duration of particular noise activities in order to minimise complaints.
Furthermore, the activities should be minimised during public holiday and weekend
when working close to residential areas and places of worship.
b) Transportation of Construction Materials and Equipment
Potential Impacts
The frequent flow of heavy vehicles and long trailers for carrying construction
equipment and materials to the construction site via existing roads near Sunway
Alam Suria, Persiaran Metafasa, along Jalan Sungai Buloh, Kampung Melayu Subang,
Kampung Melayu Subang Tambahan, Taman Subang Jaya, and Kota Damansara will
inevitably increase the existing noise level in the surrounding areas. The noise levels
emitted by typical vehicles used to transport construction equipment and materials
such as trucks are 87.3 dBA, 80.9 dBA, 72.4 dBA and 66.7 dBA within 10 metres, 20
metres, 50 metres and 100 metres, respectively. Residential and commercial areas
along the proposed alignment and spur roads linked to the alignment will be
affected by these activities.
Mitigating Measures
Overall noise level emitted from the transportation of equipment and material
activities can be controlled by scheduling the movement of the heavy vehicles during
day-time only, when working close to residential areas. However, to minimise traffic
disruption, transportation involving slow moving vehicles may have to be done at
night or during other off-peak period. It is also recommended that all heavy vehicles
be checked for proper installation of engine silencer to reduce the emitted noise
level.
c) Earthwork and Construction of Access Road
Potential Impacts
Activities related to earthwork and construction of access road will increase the
existing noise level in the surrounding areas and cause nuisance to the nearby
residents, namely at Sunway Alam Suria, Persiaran Metafasa, along Jalan Sungai

Buloh, Kampung Melayu Subang, Kampung Melayu Subang Tambahan, Taman

Subang Jaya, Kota Damansara and Mutiara Damansara. The noise levels emitted by
typical equipment and vehicles used for earthwork and building of access road are
tabulated in Table 5.2.3. Residential and commercial areas along the proposed
alignment and spur roads linked to the alignment will be affected by these activities.
Mitigating Measures
Overall noise level emitted from the earthwork and construction of access road can
be controlled by scheduling the activities during day-time only, when working close
to residential areas. It is also recommended that all noisy equipment and vehicles be
checked for proper installation of noise control measures such as noise insulator and
enclosure to reduce the emitted noise level.
Table 5.2.3: Noise levels for typical equipment used during earthwork and
construction of access road
Sound Facade of Sound Pressure Level* (dBA)
Equipment
Power Level
Involved 5m 10 m 20 m 50 m 100 m
(dBA)
Bulldozer 112 85.5 79.3 72.9 64.4 58.7

Excavator 116 89.5 83.3 76.9 68.4 62.7
Tractor 108 81.5 75.3 68.9 60.4 54.7
Grader 120 93.5 87.3 80.9 72.4 66.7
*
Based on typical Malaysian climate (ambient temperature 30°, humidity 80%)
5.2.8 VIBRATION
a) Piling Works
Potential Impacts
The construction of elevated highway will required a lot of piling works and this
piling works will occurs all the time during the construction of this proposed
highway. Ground borne vibration from piling works can cause damage to other
surrounding structure and dangerous to the high rise buildings.

Mitigating Measures
The contractor should develop an acceptable construction practice to reduce the

impact to the surrounding areas. Bored, hydraulic or driven piling method should be
used instead of the conventional impact piling method. The contractor should
properly plan the piling work and monitored the vibration level to prevent the
vibration exceeding the allowed limit.
5.2.9 TERRESTRIAL FLORA
Since the construction of the expressway would traverse through developed areas of
Selangor from Shah Alam to Damansara and also the stretch in Sungai Buloh would
pass through the rubber plantation of RRIM Experimental Grounds, the effect on
terrestrial flora from construction works has to be addressed.
a) Site Clearing
Potential Impact
There will be substantial site clearance involved for the construction of the proposed
expressway. The clearing would involve cutting of road/avenue trees as well as the
rubber trees of the RRIM Experimental Grounds. The impact on the flora would be
permanent, however the habitats will not be totally destroyed since the road
development project is linear in nature.
The removal of vegetation on the road alignments would expose the bare soil to
erosion leading to siltation of rivers and water courses such as Sungai Tambul and
the wetlands near the proposed Kenanga Interchange.
As for the rubber plantation affected by the road development, the expected
biomass to be produced from the area is 1,258.93 t/ha. This amount is high and the
rubber boles can be sold to the furniture making industries.
Mitigating Measures
1. The project proponent/contractors will determine the site for disposal of the
biomass and prior to that to get permission from the local authority.
2. Temporary drainage, silt fences and silt traps will be installed at the lowest
point so as to contain the siltation from entering the river or water courses.
3. The contractor will start site clearing works upon the completion of
temporary drainage, silt fences and silt traps.

4. Carrying out site clearance during dry weather, so that rain-induced transport
of exposed soil is minimized.
5. Temporary protection of exposed ground, especially sloping ground, e.g with
plastic sheeting.
6. Seeding grass on exposed ground where construction is not to be carried out
and covering it with geofabric, geojute or a mulch of straw to help protect
the soil until vegetative and root development begins.
7. Immediate implementation of slope stability work in steep areas as outlined
by the project proponent in his design.
b) Landscaping and Revegetation
Potential Impacts
Landscaping and revegetation involves planting of trees and grass as ground cover.
This would bind the soil, reducing soil erosion on the slopes. Proper and appropriate
landscaping would enhance aesthetic qualities, moderate temperature and attract
other biotic components such as birds and butterflies. The presence of vegetation on
the roadsides would also provide a more pleasing environment for the motoring
public.
The use of fertilizers to speed the growth of grass and trees can have an impact on
the water quality of water courses.
Mitigating Measures
Revegetation contributes to ground stabilization and prevent soil erosion. A number

of plant species (shrubs and trees) have been recognized as being suitable for
revegetation/landscaping programmes. The choice of species is imperative, local and
native plants are preferred. The usage of fertilizers should be controlled and
monitored so that it is not damaging to water quality.
5.2.10 TERRESTRIAL FAUNA
a) Permanent lost of animals that died during land clearing and earthworks
Potential impacts
In any highway project, there are several major activities involving land clearing and
earthworks which include construction of temporary access road, and road

embankment. Temporary access road is needed during construction phase to carry

heavy machinery, construction supplies, and materials, and equipments to the sites
along the road alignment. In this proposed project about 95% of the road alignment
utilising primarily residential areas and plantations and only about 5% encroach
degraded/open forests at Cahaya SPK). Roads are readily available within the
residential areas and plantation, but lacks of access road. At Cahaya SPK
development areas, most areas will be cleared and developed, thus the access roads
to the proposed alignment will soon be determined.
Construction of new roads (temporary and proposed highway) needs vegetation

clearing and earthworks. Based on the existing status of logging roads, dirt roads and
main trunk road, it is not many access roads need to be constructed. From the above
background information, the potential impacts of the proposed project based on the
land clearing and earthworks are as follows;
i) Increase disturbance to wildlife - Since very small parts of the proposed highway
and new temporary access roads will run through forest and plantation areas, the
existence of the roads in the forest and plantation would disturb the wildlife
activities small animals (e.g. cats and monkeys). The presence of workmen and the
noise of equipment like chainsaws and tractors, transportation of construction
material and equipments could create disturbance on wildlife and high in
disturbance may force the animals to migrate or move to other neighbouring
habitats. The increase movement of the animal would increase the cases of wildlife
‘road kill’ or displaced to the unwanted areas such residential areas or plantations.
ii) Increase disorientation and displacement due to habitat lost - Habitat clearing
involves cutting and removal of biomass along the alignment and the biomass
removal is expected to be low both from forest areas and plantations (e.g. rubber
plantations). Although biomass is predicted to be low, proper biomass disposal site is
still needed. Further, clearing and opening of small forest areas also will pose threat
to wildlife especially small and medium. The sudden appearance of cleared ground
along their usual pathway could cause disorientation to the natural migratory
instinct of some wildlife. In addition, if land clearing is not properly phased, some
animals may be trapped, or killed or may injure the workers.
iii) Lost of animals due to clearing activity - All trees within the alignment will be cut
and cleared. Some of the big trees may possibly be natural habitats for certain
animals’ species or the natural pathways of animals. Falling trees can injure or
possibly kill some of these animals. Those individuals that able to move to other
suitable habitats may survive and those who cannot may perish.

Mitigating Measures
Note that the impacts discussed above may cause the several wildlife population to
locally reduce and or ultimately may locally extinct. Mitigation measures of the
above predicted potential impacts during the construction phase on wildlife can be
made as follows.
i) Minimize clearing activity - Unnecessary opening, cutting and land clearing should
be avoided to minimize the size and extent of the area that will be disturbed.
Choosing the right alignment (or existing roads) for temporary access roads is also
required to reduce erosion and also to reduce cutting and earthworks to minimize
disturbance to wildlife habitats.
ii) Minimize earth work activity - Earthworks and erosion will destroy animals’
habitats and nests. Any open areas need to be rehabilitated to prevent erosion. Any
sightings of wildlife need to be reported by workers to the authority (PERHILITAN)
for further action. Again, hunting of endangered species is prohibited.
iii) Follow ROW - Finally, only the specified ROW is to be cleared for construction at
all along the alignment that associated with forest.
b) Temporary Occupation
Potential Impacts
At any construction site there will be temporary workforce. Employer will be

providing temporary place to stay primarily close to the work areas. Since several
parts of the alignment within or close to forest habitats, the presence of workers
may post threat to wildlife due to illegal hunting. Illegal hunting which is not only
endangering the survival of wildlife but also safety of the workers.
Mitigating Measures
Workers need to be educated on the importance of maintaining diversity of flora and

fauna. They also need to be brief on the local laws. Site supervisors need to be
responsible in managing their employee. Regular law enforcement (e.g. PERHILITAN)
needs to monitor workers at the work areas. Workers should not be allowed to stay
inside the forest except during working hours and their movements must be
restricted to only the work areas.

5.2.11 TRAFFIC AND LAND TRANSPORTATION
Potential Impacts
There will be an increase in construction vehicles movement, especially trailers and

lorries carrying steel bars, sawn timbers, cements, boulders, aggregates, sands, pipes
and other related construction materials to or near the proposed project
construction site. Construction vehicles such as cranes, excavator, grader,
bulldozers, backhoes, other specialised vehicles and equipment will be transported
by trailers and plying existing road network. This would lead to an increase of traffic
volume in the category of slow moving vehicles, thus affecting the smooth flow of
vehicles especially near the boundaries of the proposed thirteen interchanges
construction namely at Puncak Perdana Interchange, Perdana Height Interchange,
Denai Alam Interchange, Sungai Buloh Interchange, RRIM Interchange, Surian
interchange, Kota Damansara Interchange, Mutiara Damansara Interchange and
Pencala Interchange. This scenario may create localized traffic congestions. Figure
5.2.1 shows the alignment of the proposed highway with the proposed nine
interchanges. The details of catchment areas of these interchanges and their impact
are shown in the chapters 2, 3, 4 and 5 of Traffic Impact Assessment on the Proposed
Damansara – Shah Alam Highway (DASH) available in Appendix 2.
This phenomenon may also lead to serious road accidents to the road users plying
the road if necessary precautions actions are not taken with respect to the slow
moving heavy vehicles when they egress or ingress the work site through the access
road. An estimated of 25 to 30 full loads lorries/daily will be plying the access road
to the construction site during peak period of the construction activities. The
number of lorry trips will be reduced as the project progresses to completion.

EIA for the Proposed DASH Potential Impact and Mitigation Measures
Figure 5.2.1: The proposed Damansara to Shah Alam Highway (DASH)

Source: Perunding Klasik Sdn Bhd 2011

Mitigating Measures
Slow moving heavy vehicles entering or exiting the project site should be restricted during
off peak hour only so as not to affect other road users using existing main roads namely at
Puncak Perdana Interchange, Perdana Height Interchange, Denai Alam Interchange, Sungai
Buloh Interchange, RRIM Interchange, Surian interchange, Kota Damansara Interchange,
Mutiara Damansara Interchange and Pencala Interchange. Signs to indicate that slow
moving heavy vehicles are travelling on the public roads near the junctions to the
constructions site should be constructed.
The signs need to be approved and endorsed by the local authority and the Public Work
Department (JKR) (i.e. Arahan Teknik (Jalan) 2C/85, Manual on Traffic Control Devices -
Temporary Signs and Work Zones Control, published by Cawangan Jalan, Jabatan Kerja
Raya, Malaysia or latest published document by the local authority). In addition, flagmen
with proper personal protective equipment and clothing should be stationed at the
junctions adjacent to the project or work site with the main public roads to warn road
users of approaching heavy vehicles.
To ensure minimal disruptions to the existing traffic plying on the public roads especially
along part of Puncak Perdana Interchange, Perdana Height Interchange, Denai Alam
Interchange, Sungai Buloh Interchange, RRIM Interchange, Surian interchange, Kota
Damansara Interchange, Mutiara Damansara Interchange and Pencala Interchange where
there are junctions leading to the construction site of the Proposed Project, the project
proponent has to engage a Traffic Management Consultant to carry out an in depth study
of traffic condition during the construction period and to plan and recommend measures
to be taken by vehicle owners involved in the construction of the proposed project.
Basically the normal principles that should be adopted by the traffic management
consultant are to devise the plans and measures to ensure:
• minimal inconvenience and delay to road users travelling to, from or through the
areas affected by the construction;
• the safety of road users near and approaching the construction site area is
maintained;
• adequate access road to the work site so as to enable scheduled progress of
construction activities to be maintained; and
• the safety of construction workers due to traffic flow at the construction site is
maintained.

The details of catchment areas of these interchanges and their impact are shown in the
chapters 2, 3, 4 and 5 of Traffic Impact Assessment Report on the Proposed Damansara –
Shah Alam Expressway (DASH) available in Appendix 2.
5.2.12 SOCIO-ECONOMY
a) Preconstruction stage – land acquisition and impact of human relocation
Potential Impacts
The adoption of the alignment for the DASH Expressway has necessitated the acquisition
totaling 135.5 ha of land comprising 72 ha of individual or private land, 61 ha government
reserves and 2.5 ha of forest. Land acquisition is not without its hitches. Acquisition of
public or state land is less trivial and is more straightforward compared to that of the
acquisition of private or individual land. Also, the matter would be further complicated
should human relocation is involved
Mitigating Measures
For land acquisition to be carried out smoothly the private land owners involved should be
amicably approached, their agreement sought and the subsequent compensation rate to
be paid out should be discussed and be agreed upon. This is because the issue of
compensation is often delicate, the settlement of which would have to be arbitrated and
agreed upon by both parties concerned.
The seeking of approval is of paramount importance as only about half of the nearby
residents agreed to the implementation of the proposed project, as shown by our survey
returns that found there was no difference in the percentage of acceptability between the
respondents who resided in low-rise or high-rise dwellings along the proposed alignment.
Their contentions for disagreeing were increased noise pollution; tranquility would be
affected as well as the imposition of toll charges.
b) Construction stage
The main socioeconomic impacts during the construction activities would relate to labour,
aesthetics and tranquillity of the area.

i) Impact on labour
Potential Impacts
In all the construction activities labour requirement, both skilled and unskilled, is of utmost
importance. The requirement of several hundreds workers will boost local labour market
or employment, provided they were recruited from within the region (at least the unskilled
ones, who with some training would be able to do semi-skilled or skilled jobs). This will
lead to a boost in the local economy, thus improving the economic standing of the locals.
Engaging foreigners would forfeit this advantage.
The deployment of several hundreds workers would slightly push up the demand in basic
goods and services. Those that would be in high demand included prepared food services,
convenient goods etc. This would slightly boost the local businesses within the vicinity or
even the locals should grab this opportunity in improving their livelihood and extra income
earned.
The activities would also require the deployment of contractors and the mobilization of
vehicles and equipments. This would boost local participation and economy. Again the
inclusion of local contractors would be most beneficial.
Mitigating Measures
No mitigation is required. However, it should be reiterated here that for the project to be
locally relevant, locals should be deployed in the work force.
ii) Impact on aesthetics
Potential Impacts
The construction of the proposed elevated expressway saw the creation of hard structures
above ground stretching for umpteen kilometres. On the one hand, such a structure would
prove to be visually obstructive and unsightly to some especially to those staying close-by
(in the case of those living in low-rise residences) or above it (in the case of high-rise
dwellers). On the other hand, the expressway once operative, could become focal point of
interest to onlookers especially the strings of light it created from vehicle movement at
night, as seen from a distance.

Mitigating Measures
The effect of imposing structures could be soften with landscaping and revegetation. In
locations and areas where this is possible, landscaping and revegetation with appropriate
plants and shrubs should be carried out to camouflage the effect. Also it would add to
greening and beautifying the stolid atmosphere hard structures normally elucidated.
iii) Impact on tranquillity
Potential Impacts
Most of the construction activities such as site clearing for temporary access road and
Proposed Project alignment, transportation of construction equipment and material,
temporary access road construction, earthworks and excavation, road construction as well
as piling for bridges are construction activities that emit noise and vibration. The latter are
the main potential sources of disturbance that could affect the tranquility of the area and
its surrounding residents. Since the proposed alignment traverses along areas already
mostly developed and populated, the residents living within the 40 meter corridor are
those who would mostly be affected by the noise pollution and vibration simply because of
their proximity to the construction works.
Mitigating Measures
Measures should be taken to minimise these impacts. It is only proper that the residents
be informed of the commencement of the construction works and of their likely duration
of completion. Schedule of work time should be accommodative to the needs of the
people. Thus late working hours should be limited to 8 pm only.
5.2.13 ARCHITECTURE AND LANDSCAPE
a. Proposed Project road embankment construction
Embankment construction project usually associated with cutting and filling of the site
which involved reformation of terrain and slope for making base and alignment of the
road.

Potential Impacts
New cut surface of the terrain or sloping ground need to be protected by suitable
vegetated terrain holder. For the terrain that required retaining wall as the protection
system, a type of vegetated retaining wall is proposed to be used which can be planted
with bio art plant materials. Besides resolving the terrain issues, the vegetated retaining
wall will contribute on reducing carbon emission which at the same time to be part of
decoration elements for the area. Drainage systems need to be restructuring with the
existing surface runoff storm water drainage system. (Figure 5.2.3 (a) – (c)) Green or
natural concept open drainage system is advices to be used as a medium to transmit
surface runoff water into ground in order to reduce volume of surface water flowing into
monsoon drain (Figure 5.2.3(d))
(a) (b)
(c) (d)
Figure 5.2.3: Potential slope protection and drain protection along the highway

b. Bridge construction over streams
Bridge construction for road usually involved massive construction works and deviations of
water flows. Construction works required open space for working and stock piling of
materials.
Potential Impacts
The site areas may have existing services elements, valuable objects, trees or plants those
need to be protected or remained during the construction period. Both ends of the bridge
will sit on very firm base or foundation that will involve earthworks and massive sub
structural works. The construction works may affect the embankment, surrounding areas
and water quality of the streams.
Mitigating Measures
Observation and detection survey need to be carried out to identify should there any
services elements, valuable objects, trees or plants within the site. Necessary action need
to be taken out to protect, conserve, transplant etcetera to those valuable elements. Upon
completion, the construction areas and the embankment of the stream need to be tidied
up with appropriate landscaping works.
c. Elevated road
Elevated roads are to be constructed across the existing housing areas, riversides and
urban development areas in order not to disturb current activities at surrounding of the
site. Certain stress of the elevated road will be constructed in parallel with the existing
road on grade which required certain area or space on ground for the construction of
footing and pillar for the elevated road. Certain stress of the proposed elevated road also
will pass through green lungs of the cities as to avoid congestion within the town and city
centres.
Potential Impacts
Construction of the elevated roads will affect the existing ground level, terrain and natural
environment of the areas. The elevated road also will affect the existing flow of traffic and
other circulation modes especially at joining points to the existing roads on grade. At the
housing areas, the elevated roads will contribute additional traffic noise and may disturb
the existing panoramic views for the communities.

Mitigating Measures
To reduce no of columns for the elevated roads as to minimise the ground contact. Choose
precast construction systems that able to provide longest span as possible as to reduce
mobilisation of heavy construction machines those may affect the existing features within
the site. Design of the elevated road need to be incorporated with landscaping works to
the side walls and median of the road as to help on reducing carbon emission which at the
same time will ease the view towards the hard objects and buffering traffic noise.
Landscaping works also need to be done at ground level below the elevated road that will
provide the same advantages as the above.
Figure 5.2.4: Potential design and landscaping of Ramp
5.2.14 PUBLIC HEALTH
Communicable diseases outbreak
Potential Impact
This appraisal showed the existing of active hotspots for the communicable diseases,
especially dengue fever and dengue haemorrhagic fever, and malaria. And these vector-
borne diseases can breed even in a drop of water for their survival. Those active spots
identified include Kg. Melayu Subang, Bandar Pinggiran Subang, housing area along the
Persiaran Kenanga and Damansa Perdana area.
Mitigating measures
To promote abatement of vector breeding areas by a well-behaved housekeeping and

appropriate waste management at all construction sites. This embraces through-out the

construction phase by application of environmental controls like breeding area

destruction, water container elimination or covering.
More attention needs to be in-place, particularly during construction of exit route at the
Interchanges. In addition, to minimize human-vector contact using appropriate work attire,
mosquito repellents, and applying insecticide net at windows at working container and
base camp. Provide workers with knowledge, particularly on vector-borne diseases and
surveillance activity.
5.3 POTENTIAL IMPACTS AND MITIGATING MEASURES DURING OPERATION STAGE
The impact assessments focus on all the environmental components which will be affected
due to the project development activities.
The list of project activities during operation shall include but not limited to:
• Traffic movement;
• Operation of toll plaza
• Maintenance works
• Amenities
5.3.1 LANDUSE
Potential Impact
In general, just several impacts are expected on topography and landuses from the
proposed project. As mentioned in Section 4.2.4, several land reserved such as PLUS
Highway Reserved Land, road reserved land and TNB Transmission Reserved Land will be
lost permanently to give a way to the proposed project alignment.
Mitigating Measures
Land acquisition must be conducted by the project proponent in accordance to the

procedures predetermined in the Land Acquisition Act 1960.
5.3.2 WATER QUALITY
During operation stage, as this proposed expressway is mostly elevated, no significant

impact on water quality is expected. However surface run-off along the highway might
serve as a source of pollutants for water quality.

Potential Impacts
Rain water that washes roads and bridges pick up dirt and dust, rubber and metal deposits
from tyre wear, brake lining, engine oil etc. to the nearby water bodies namely the Sg.
Edam, Sg. Pelampas, Sg. Damansara, and Sg. Tambul. This is become more significant when
spillage or accident occurred along the highway.
Mitigating Measures
Proper drainage with adequate carrying capacity must be designed and constructed
alongside the highway. The drained should be regularly maintained to avoid siltation or
clogging by rubbish. The presence of significant amount petroleum or petroleum products
due to spillage or accident should be cleaned as soon as possible using sand or similar
materials. This will prevent the oil from reaching the nearby water bodies.
5.3.3 HYDROLOGY
Drainage and Flooding
The increased surface runoff within the project alignment will be drained into the
constructed drainage systems which include embankment shoulder drains, pipe culvert
drains, median U-drains, roadside drains, culverts and bridge deck drainage. The
stormwater drainage design will be based on Manual Saliran Mesra Alam Malaysia
(MASMA) and the specification of Lembaga Lebuhraya Malaysia (LLM).
Potential Impacts
The bridge crossing may permanently cause an alteration to the stream natural flow
pattern. Such potential impacts and alterations are:
• Reduction in hydraulic capacity of the stream;

• Increased extent of flooding upstream;
• Toxicant inputs from highly trafficked bitumen roads;
• Removal of riparian and in-stream vegetation;
• Potential trash debris blocked under the span
Mitigating Measures
Bridge height relative to flood levels and the natural surface level is considered to assess
potential impacts on flows. The underside of the bridge beams should preferably be above

the maximum recorded flood level or the 100 year ARI flood level. A freeboard clearance at
specific height, normally above design flood level is desirable to avoid damage from
floating flood debris. Piers should be checked regularly to ensure no trash/debris are
blocked which can cause local flooding.
Local drainage from the site and the highway crossing should be directed to sedimentation
basins or grassed filter zones to trap sediments, rather than discharging directly to the
stream. The bridge deck should be graded to sedimentation basins or grassed filter zones
to trap sediments at each end of the bridge, with the return flow either overland or by pipe
to the stream.
5.3.4 AIR QUALITY
a) Pollutants Emissions Traffic
Potential Impact
The movement of vehicle along the highway will increase the emission of pollution gasses
such as CO, NO 2 , and NO 2 especially during the congested periods. As the new highway
will pass through new area, the emission of pollution gasses will distributed into new areas
such as PJU 7/1.
Mitigating Measures
The interchanges of proposed highway and existing road need to be planned carefully to
avoid congestion that could lead to emission of the major pollutant in the atmosphere in
the large number for a long time. Existing vegetation along the alignment should be
preserved as a buffer zone and also to trap dust in the atmosphere. This would reduce the
dust from entering residential areas.
b) Air quality improvement
During the operation stage of this highway, the air quality should increase at certain areas.
Especially at already congested areas such as Jalan Sg. Buloh. This happen because part of
the road user from the congested areas will use this proposed highway.

5.3.5 NOISE
a) Traffic Movement
Potential Impacts
Noise levels at the surrounding areas along the proposed alignment will inevitably increase
during operation. In predicting the noise impact to the surrounding, the RLS-90 Guideline
on Road Noise Protection had been used and the noise propagation was simulated using
through the SoundPLAN software (version 7.0). This standard has been used in Germany
and Europe for new roads and existing roads with significant changes. For noise modelling,
the vehicle volume for all stretches was based on the values predicted in the report
entitled “Traffic Impact Assessment on the proposed Damansara – Shah Alam Highway
(DASH)” prepared by Perunding Trafik Klasik Sdn Bhd in June 2011 for the project
proponent. For the purpose of noise mapping and for assessing environmental impact in
accordance to the Planning Guidelines for Environmental Noise Limits and Control, Second
Edition (2007) issued by the Department of Environment, Malaysia which requires the L eq
value. As a result, the noise contours for future scenario is depicted in Figures 5.3.1-5.3.6
for the years 2016 and 2021.
The predicted equivalent noise levels at the affected areas above the limit stipulated by
the guidelines during the day time. With exception to areas near ND1 and ND2, most areas
can be considered as urban areas of high environmental noise climate where the limit
65 dB(A) or (L 90 + 10), whichever higher, is applicable. For areas near ND1 and ND2 which
can be considered as suburban areas with medium density population, the applicable limits
are 60 dB(A) during the day. With the simulated speed of 78 km/h accounting for the
speed limit of 80 km/h and a given predicted traffic volume, the noise level generated by
the proposed alignment can reach to more than 70 dB(A) at 20 m from the road boundary,
especially residents nearby existing already busy roads such as Jalan Sungai Buloh.
Residents in multi-storey houses, apartments and condominiums are the most affected
parties since they will receive direct noise from the traffic from the proposed alignment.
Even at the ground floor level, the existing noise level can have an increase of
approximately 1-2 dB(A) due to reflection of the existing traffic noise by road slabs of the
elevated highways. Similarly, as the traffic reduces during the night, the limit 60 dB(A) or
(L 90 + 5), whichever higher, is applicable. Similar to the day, the applicable limits for areas
near ND1 and ND2 is 55 dB(A). As a consequence, most areas located within 20-50m from
the road alignment will experience a noise level above the stipulated limit. Affected areas
are residents at Sunway Alam Suria, Persiaran Metafasa, along Jalan Sungai Buloh,
Kampung Melayu Subang, Kampung Melayu Subang Tambahan, Taman Subang Jaya, Kota
Damansara and Damansara Perdana.

Mitigating Measures
A number of mitigating measures can be carried out at these areas to minimise the impact
resulting from the increase in noise levels, which are listed as follows:
i. Reduction of noise level at the source
Noise level at the source can be reduced and controlled by using impervious bituminous or
pervious compound and maintaining smoothness of road to increase damping
characteristic and reduce the excitation of wheel-road noise.
ii. Reduction of noise level at the propagation path
The noise emitted from the highway traffic can be controlled further by reducing the noise
along its propagation path, such as through noise barriers is an effective, should there be a
residential housing or multi-stories apartments in future built within 50 metres from the
proposed alignment. A proper noise barrier design is capable of reducing the noise level
between 8-15 dBA depending on the height and distance of the recipient. As the traffic
volume will increase in future, any additional noise barriers will be dependent on noise
level emitted by the vehicles, which is anticipated to have a better noise characteristic due
to technology advancement, such as hybrid and electric vehicles. Hence, noise barrier
should be erected in the affected areas along the alignment as highlighted in white or
green lines in Figures 5.3.1-5.3.2 and Figures 5.3.4-5.3.6 In addition, to reduce reflection
by the bottom slab surface of the upper deck of the highway, the surface texture of the
slab are recommended to have a specific roughness to dissipate the sound wave.

Figure 5.3.1(a): Year 2016

Figure 3.5.1 (b): Year 2021
Figure 3.5.1(a) & (b): Predicted noise contours generated by the alignment at Sunway Alam Perdana (noise barriers indicated by white
lines)

Figure 5.3.2 (a): Year 2016

Figure 5.3.2(a) & (b): Predicted noise contours generated by the alignment at Persiaran Metafasa, off Jalan Sungai Buloh (noise barriers
indicated by green lines)


Figure 5.3.3(a) & (b): Predicted noise contours generated by the alignment along Jalan Sungai Buloh


Figure 3.5.4(a) & (b): Predicted noise contours generated by the proposed alignment along Jalan Sungai Buloh (noise barriers indicated by
white lines)


Figure 3.5.5 (a) & (b): Predicted noise contours generated by the proposed alignment near Taman Sains Selangor (noise barriers indicated
by white lines)


Figure 5.3.6(b): Year 2021
Figure 5.3.6 (a) & (b): Predicted noise contours generated by the proposed alignment at Persiaran Kenaga (noise barriers indicated by
white lines)

Figure 5.3.7(a) : Year 2016

Figure 5.3.7(a) & (b): Predicted noise contours generated by the proposed alignment at Damansara Perdana

Figure 3.5.8(a): Year 2016

Figure 3.5.8(b): Year 2021
Figure 3.5.8(b): Predicted noise contours generated by the proposed alignment at Damansara Perdana


Figure 5.3.9(a) & (b): Predicted noise contours generated by the proposed alignment at Mutiara Damansara

5.3.6 VIBRATION
a) Traffic Movement
Potential Impacts
The movement of heavy vehicles at will cause ground borne vibrations. The main vibration
transmitted to the ground arises from the impact forces between the vehicles’ tyres and
the road surfaces. At the travelling speed of 120 km/h one can expect, that the air borne
vibration to any nearby structure may be as well induced.
The impacts of vibration are potentially serious in the following situations:
(i) When vibration levels are just above the human threshold of perception.
(ii) Where nearby structures and building are subjected to violent shaking.
Mitigating Measures
Mitigating measures that can be implemented to reduce vibration in the transmission path
and at receiver include. For the transmission path, Ground improvement by replacing poor
sub-soil layer of weak geo-technical property with granular soil materials that can be
compacted. This measure will reduce the transmission of vibration from the source. At
receiver, as the natural frequency of whole building cannot be adjusted easily, excavation
of trenches of adequate depth (at least one third of vibration wavelength) can provide
passive protection against resonance.
5.3.7 TERRESTRIAL FLORA
Landscaping and Revegetation
Potential Impacts
Landscaping and revegetation involves planting of trees and grass as ground cover. This
would bind the soil, reducing soil erosion on the slopes. Proper and appropriate
landscaping would enhance aesthetic qualities, moderate temperature and attract other
biotic components such as birds and butterflies. The presence of vegetation on the
roadsides would also provide a more pleasing environment for the motoring public.
The use of fertilizers to speed the growth of grass and trees can have an impact on the
water quality of water courses.

Mitigating Measures
Revegetation contributes to ground stabilization and prevent soil erosion. A number of

plant species (shrubs and trees) have been recognized as being suitable for
revegetation/landscaping programmes. The choice of species is imperative, local and
native plants are preferred.
The usage of fertilizers should be controlled and monitored so that it is not damaging to
water quality.
5.3.8 TERRESTRIAL FAUNA
a) Presence of road barrier
Potential Impacts
i) The existence of road within any the forest areas will have an impact on wildlife
movement and roaming habitat. The mammal species are the most affected from the
barrier although small birds and less flight capable bird species may also be affected. Some
species may cross the highways, however the fate of this crossing individual is either
succeed or get run by the passing vehicles.
ii) Population of any fauna species those are not able to cross the barrier also will be
separated to several small populations. Generally a species with small population has high
probability of gone extinct. The impacts are greater in large species compared to smaller
fauna species.
iii) The existence of barrier will separate once continuous habitat to two different patches.
If these two habitats are still large enough to support the wildlife species especially the
large one, it may be considered as viable habitat, however if the patches became too small,
it would not able to support any or many wildlife species. This habitat is considered
fragmented (see below for the detail impact).
v) The small available habitat will force the fauna species especially larger species to move
to other suitable habitats; if not this species will use plantation and orchards as their
foraging areas. It will cause conflict with human due to endangerment of human life and
economic loss.
Area along the proposed alignments that predicted to be impacted most from the road
barrier are RRIM rubber plantation. However the impact is predicted to be very low
because RRIM rubber plantation is consider as low conservation value.

Mitigating Measures
The impact of barrier is expected to be permanent. However to reduce the impact of road
barrier there are several mitigation measures can be implemented;
i) Placement of alignment as close or along the forest boundary - The advantage of this
measure is that the integrity or function of once continuous forest can be maintained but
patch that closed to the boundary will totally be lost. Placement of the alignment should
be decided at the earlier stage of the highway design.
b) Forest Fragmentation
Potential Impacts
The encroachment inside forest areas for construction of highway will divide the forest
into several small fragments. It also will further isolate from the other continuous forests.
Reduction of forest size and quality will reduce habitat availability (nesting and foraging)
and obviously the population. For most of fauna species, the population needs to be
maintained to prevent local extinction of the species.
Mitigating Measures
Since only small part of forest which consider as degraded forest to be affected from the
proposed alignment, the effect of the proposed highway is considered very low. Note that
at present this forest is already considered fragmented and isolated from other continuous
forest.
5.3.9 TRAFFIC AND LAND TRANSPORTATION
a) Increase in traffic volume
Potential Impacts
There would be an increase of vehicles volume on the new highway due to shorter time
travel from Puncak Perdana Interchange, Perdana Height Interchange, Denai Alam
Interchange, Sungai Buloh Interchange, RRIM Interchange, Surian interchange, Kota
Damansara Interchange, Mutiara Damansara Interchange and Pencala Interchange. There
will be three toll plazas constructed along the alignment of the new highway and in
between of these toll plazas there would also be traffic attracted to use this highway due
convenient and shorter in time travel from one point to another. The feeder and spur

roads leading to the interchanges or toll plazas where the traffic enter and exit the new
highway will expect to have additional vehicles volume from time to time and expected to
be higher during the peak periods. The details of catchment areas of these interchanges
and their impact are shown in the chapters 2, 3, 4 and 5 of Traffic Impact Assessment
Report on the Proposed Damansara – Shah Alam Highway (DASH) available in Appendix 2.
The future traffic volume for the morning and evening peaks are shown in Figure 5.3.10
and Figure 5.3.11 respectively. The proposed traffic management along Jalan Sungai Buloh
is shown in Figure 5.3.12.
Unguided traffic flow on the highway may cause confusion to road users especially to the
new travellers. They will drive their vehicles slowly in order to spot and locate the correct
or exact destination for exit, turning and so forth. These actions will distract other
following vehicles and may end up into road hogging. These unpleasant behaviours
ultimately will reduce the highway capacity and vehicles speed of the travellers.

Figure 5.3.10: Traffic volume on existing road during morning peak hour in year 2026

Figure 5.3.11: Traffic volume on existing road during evening peak hour in year 2026

Figure 5.3.12: Proposed Traffic Management Plan along Jalan Sungai Buloh

Mitigating Measures
The feeder and spur roads leading to all interchanges must be upgraded to at least
two-lane dual carriageway to accommodate additional vehicles volume especially at
the Puncak Perdana Interchange, Denai Alam Interchange, Sungai Buloh Interchange,
RRIM Interchange, Surian interchange, Kota Damansara, Mutiara Damansara
Interchange and Pencala Interchange. The road designers must check their designs
and comply with the recommendation written in the document entitled Road Safety
Audit-Guidelines for the Safety Audits of Roads in Malaysia produced by the
Cawangan Jalan, Jabatan Kerja Raya Malaysia with the corporation of the Road
Engineering Association of Malaysia (REAM).
Proper traffic control devices and traffic signs must be installed at relevant intervals
and follow guidelines and design standard. The information could be found in the
Arahan Teknik (Jalan) 2B/85 Manual on Traffic Control Devices-Traffic Sign
Application (or the latest edition) produced by the Cawangan Jalan, Jabatan Kerja
Raya, Malaysia, Guidelines on Traffic Control and Management Devices: Part 4
Pavement Marking and Delineation by Road Engineering Association of Malaysia
(REAM), or any other related document produced by the Dewan Bandaraya Kuala
Lumpur (DBKL), Majlis Bandaraya Shah Alam (MBSA), Majlis Bandaraya Petaling Jaya
(MBPJ), Majlis Perbandaran Selayang (MPS), Majlis Perbandaran Subang Jaya (MPSJ)
and Lembaga Lebuhraya Malaysia (LLM).
b) Maintenance
Potential Impacts
During operation the highway requires regular maintenance. These include

repainting of road markings, resurfacing, cleaning and sweeping, repair road
furniture and inspection. Maintenance works will involve the use of, among others,
sky crane, compressor, grouting machine and water jet. These equipments and
machineries will occupy space on carriageway and may obstruct traffic flow. These
maintenance works will disrupt traffic flow and may endanger motorists.
In addition, maintenance materials and debris may fall down from an overpass onto
vehicles that happened to be underneath. Resurfacing over the years will reduce
clearance height of underpasses and will increase dead load on the bridges.
Clearance height of less than 5.2 metres will risk the bridge’s soffit or undercarriage
being hit by heavy vehicles such as container lorries or cranes.

Mitigating Measures
All maintenance work shall be carried out during off-peak period. For major
maintenance works such as resurfacing of road surface and replacing bridge
expansion joint shall be carried during night time. Bridge maintenance shall be
carried out during night time only. Safety net shall be installed to prevent debris or
maintenance materials from dropping onto the traffic or anyone passing by.
5.3.10 SOCIO-ECONOMY
The main socioeconomic impacts during the operation would mainly relate to labour
and tranquillity of the area.
i) Impact on labour
Potential Impacts
Although labour requirement would not be as much as during construction, a certain

number is required to man the toll kiosks and to carry out road maintenance works.
At least 30 people would be recruited for the jobs. Should they comprise new
recruitments, than some people would stand to gain from the job creations and the
economic benefits that go with it.
Mitigating Measures
The positive impact of employment would be further enhanced if labour recruitment

is taken from the local labour market or at least from the region.
ii) Impact on tranquillity
Potential Impacts
Once operative, the expressway would generate traffic movement which itself would
be a potential source of noise pollution. The noises emitted from such movements
would have potential in disturbing the tranquillity of the surrounding area and the
nearby residents, which with prolonged duration could have become the source of
stress in human living. The fear of noise pollution had been expressed by the
respondents in the social survey whereby it had become one of the contentions
being put forward for the reason of not agreeing with the implementation of the
project.

Mitigating Measures
The effect of noise disturbance could be minimised or dampen down by providing

effective noise barriers in appropriate areas especially where the expressway
traverses highly populated areas whose residents are staying at close proximity to
the expressway, such as towards the Damansara end of the proposed expressway.
5.3.11 ARCHITECTURE AND LANDSCAPE
a. Landscaping/revegetation
Landscaping can be natural vegetation and existing man made soft and hard
landscaping works at the project site.
Potential Impacts
Natural vegetation and existing manmade soft and hard landscaping works at the
project site will be disturbed during the period of construction works.
Mitigating Measures
To protect and reduce number of disruption to the existing vegetation and manmade
landscaping works. To enhance quantity and quality of the landscaping works by
introducing vertical garden to the areas with limited ground space.
Figure 5.3.13: Vertical Garden for a better esthetical value

b. Construction of Toll Plaza
Toll Plaza complex usually will incorporate various building blocks such as toll booth
canopy, office building with public amenities, open parking space etcetera.
Potential Impacts
Architectural developments usually will reduce the amount of green areas in the
urban setting and hard surface of roofing and open parking spaces will reflect heat
from radiation into atmosphere. These two phenomena have potential to contribute
urban heat island syndrome for the city. Disruption to the existing vegetation will
disturbed the natural flow and natural ground absorption of surface runoff storm
water which at the same time the new roof and hard standing surfaces will
contribute to additional amount of storm water to the existing surface drainage
system.
Mitigating Measures
To apply the idea of green building and development concept weather inside or
outside of the building. Figure 5.3.4 (a) & (b) shows some example of vertical garden
that could apply to Toll Plaza and Administration Buildings for a better esthetical
value hence can reduce stress for workers.
5.3.12 PUBLIC HEALTH
a) Communicable disease outbreak
Potential Impact
Many reports have shown the existent of bad road user that like to throw garbage
out off their vehicle while on the expressway or at the rest areas (R&R). Improper
waste's disposal by food restaurants and insanitary toilet facilities management at
R&R and toll stations at interchanges will further grant convenient breeding areas for
vectors which later potential for the disease outbreak.
Mitigating Measures
To enforce the Malaysia Act on Highway Authority (Act 1980) with application of
Road Transport Act that prohibited everybody from throwing out any trash, glass,
weeds, garbage or other offensive matter within the right-of-way limits of the

expressway.The cleanliness of all rest areas and toilets that present in the
expressway jurisdiction, especially at all interchanges must be managed soundly.
b) Impact on human body due to dust
Potential Impact
Even the prevalence rates for respiratory and skin diseases in those affected areas
are lower than the national standard, for the long-term exposure it may cause
problems, especially among extreme age and low resistance crowds.
Mitigating Measures
The project proponent needs to work hand-by-hand with the enforcement forces to
reduce black smoke emitted vehicles from using the expressway. Ascending and
descending slopes should be designed in such a way it won’t cause an extra burden
on the large vehicle's engine and tyres. This is to prevent high gases and dust
emission production rates.
Community education about possible health impact of the expressway should be

held periodically. Knowledge of good home ventilation system, and diseases related
like respiratory and skin problems should be the focus objectives. Anybody with
respiratory or skin symptoms especially children or elderly should seek for medical
attention as soon as possible.

CHAPTER 6
Erosion and Sedimentation Control

Plan (ESCP)
6.1 INTRODUCTION
The proposed development of Damansara – Shah Alam Elevated Expressway (DASH)

will involve minimal earthwork quantities along the Mainline Alignment and
Interchanges, which in turn will generate soil erosion and sedimentation of major
river (i.e. Sg. Edam, Sg. Pelampas, Sg. Damansara, Sg. Payong, Sg. Tambul, and Sg.
Rumput). Therefore, mitigation measures are required to contain the environmental
degradation caused by these earthworks activities. The construction of erosion and
sediment control structures (i.e. check dam, earth drain, temporary waterway
crossing, silt fence and silt trap) on-site should be implemented in stages with the silt
trap construction being the first priority. All these measures should be in place
before proceeding with earthworks. A systematic earth drain network would be able
to channel runoff laden with silt to the silt trap concerned. These structures should
be regularly desilted to achieve their optimum performance during the construction
phase so as to prevent siltation of the waterways nearby during heavy downpour.
The Erosion and Sediment Control Plan (ESCP) which details out the soil erosion and
sediment control measure principles will be explained in the following section.
In this chapter, ESCP for this will be presented in two sections. The section would be
as follow:
Section 1: From Puncak Alam to RRIM toll plaza.

Section 2: From RRIM toll plaza to Penchala link.
UKM Pakarunding Sdn. Bhd. (561663-U) Page 6 - 1

CHAPTER 7
RESIDUAL IMPACTS
7.1. INTRODUCTION
An environmental impact is considered residual when a measurable or quantifiable

impact remains even after institution of an effective mitigation measure have been
incorporated into the proposed project development. However, a proposed project
may still be viable even if there is a residual impact and is deemed acceptable.
7.2. NOISE AND VIBRATION
Noise intrusion due to traffic movement along the proposed project is to be

expected. With mitigating measures in the form of noise barriers at the sensitive
affected areas, new and existing residential areas, residual impact for noise would be
minimised. There is almost no significant residual impact at all areas for vibration
(vibration involve mainly in construction phase) and since the trenches is applied
along the proposed project, no other specific mitigation measures deemed
necessary. The other impact from vibration is airborne vibration is due to traffic
movement near the high-rise buildings. However the impact is considered not
significant since the highway is design to be 80 kph speed limit.
7.3. AIR QUALITY
If the mitigating measures recommended during construction and operational phase

are implemented, the will be no significant residual impacts induced by this project.
The increase in traffic in the area is not likely to have any residual impacts to the air
quality.

EIA for Proposed DASH Residual Impacts
7.4. SOCIO ECONOMY
The operation of the highway will help ease traffic congestion in the surrounding
road network. Reduction in traffic congestion is beneficial since it is economically
wasteful and psychologically stressful. Users spend longer periods on the road thus
reducing the time available for productive activities. At the same time, driving in
stop-and-go condition significantly increase fuel consumption and maintenance cost
thus increasing the public’s transportation related spending and industry’s cost of
transporting goods. To the extent that the proposed highway will improve land
transportation network by reducing the cost of transportation of goods, thus
positively contributes towards the Malaysian economy.

CHAPTER 8
ENVIRONMENTAL
MANAGEMENT PLAN
8.1 INTRODUCTION
Environmental laws have to be forward-looking in anticipation of advancement in

socio-technological development affecting the environment. Consistent with this,
Malaysian Environmental laws were amended to further protect the environment
and improve on the quality of life. The Environmental Quality (Amendment) Act
1996 was gazetted on the 1st of August 1996.
The amendment to the Act may require central audit, which means a periodic,
systematic, documented and objective evaluation to determine compliance to
environmental regulatory requirement, environmental management system and
overall environmental risk of the premises.
This chapter describes the scope of the Environmental Management Plan (EMP) that
is relevant for this project. This document is not meant to be a final EMP document
for submission to the authority.

EIA for the Proposed DASH Environmental Management Plan
8.2 THE ENVIRONMENTAL MANAGEMENT PLAN
Prior to starting the project, an EMP must be submitted to the DOE for approval. In
this EMP, the operator should include strategies for the management of important
issues associated with the construction and operation of the station.
This plan should include an administrative setting such as the Environmental Safety
and Health Department that is responsible for environmental management. This
should include the structure, manpower and specific responsibilities of the personnel
concerned. Among these responsibilities are:
• liasing with the Malaysian authorities on environmental related matters
• submission of reports on environmental performance
• co-ordinating environmental training and awareness
• prevent non-compliance
• identifying and recording environmental problems and issues
• controlling non conformance until the condition has been mitigated and
corrected
• implementation of corrective actions
The EMP also includes the legislative requirement to be observed and complied with.
These are given below but not necessarily are limited to it:
• Compliance to the Environmental Quality Act (Amendment) 1996.
• Contamination as given in the Environmental Quality Act 1974 (Act 127)
and subsidiary legislation made thereunder.
• To adopt wherever necessary and applicable the Environmental Impact
Assessment Guidelines produced by the DOE that are relevant to the
project.
• Compliance to the Terms and Conditions of Approval that are issued by
Authorities for the duration of this project.
• Compliance wherever possible with all the Malaysian Environmental
guidelines produced by the DOE and other relevant authorities.
The EMP should have a comprehensive monitoring programme, which should take
into account the following:
• Monitoring and measurement shall be carried out by trained qualified
Technician or accredited laboratory under ISO Guide 25/SAMM 1.
• Monitoring and measuring equipment shall be controlled and maintained
and a copy of the report shall be handed over to the Employers’
Representative and DOE.

The purpose of monitoring is to identify any changes caused by the Project activities.
It will also establish whether mitigating measures adopted are sufficient to reduce
impact.
8.2.1 Environmental Monitoring During Construction Stage
(a) Noise Monitoring Programme

The proposed noise monitoring programme (to be discussed and agreed by
DOE) is as follows:
 Location: Eight stations (as reported in Chapter 4 of the EIA report)
 Parameter: L Amax , L Amin , L Aeq , L A10 , L A90
 Frequency: Once a month during construction
(b) Vibration Monitoring Programme

The proposed vibration monitoring programme (to be discussed and agreed
by DOE) is as follows:
 Parameter: Peak particle velocity (mm/s ppv)
(c) Water Quality Monitoring Programme

The proposed water quality monitoring programme (to be discussed and
agreed by DOE) is as follows:
 Location: Eleven stations (as reported in Chapter 4 of the EIA
report)
 Parameter: Total suspended solids, Oil & Grease and Turbidity
(d) Air Quality Monitoring Programme

The proposed air quality monitoring programme (to be discussed and agreed
 Location: Eight locations (as reported in Chapter 4 of the EIA
report)
 Parameters: Total suspended particulates, NO x and SO x
 Frequency: Once a month during construction.

8.2.3 Environmental Monitoring During Operation Stage
(a) Noise Monitoring Programme

The proposed noise monitoring programme (to be discussed and agreed by
DOE) is as follows:
 Parameter: L Amax , L Amin , L Aeq , L A10 , L A90
 Frequency: Once every three months
(b) Vibration Monitoring Programme

The proposed vibration monitoring programme (to be discussed and agreed
 Parameter: Peak particle velocity (mm/s ppv)
(c) Water Quality Monitoring Programme

The proposed water quality monitoring programme (to be discussed and
agreed by DOE) is as follows:
 Location: Eleven stations (as reported in Chapter 4 of the EIA
report)
 Parameter: Total suspended solids, Oil & Grease and Turbidity
(d) Air Quality Monitoring Programme

The proposed air quality monitoring programme (to be discussed and agreed
 Location: Eight locations (as reported in Chapter 4 of the EIA
report)
 Parameters: Total suspended particulates, NO x and SO x

8.2.4 Environmental Audit Checklists
This section provides a checklist of the mitigating measures that must be taken to
ensure that the mitigating measures are adequately carried out to meet various
conditions stipulated by the authorities.
(i) Planning and Design
 Has the design followed appropriate standards set by relevant agencies such as
JBA, JKR, LLM and JPS ?
(ii) Construction Stage
Base Camp
 Has the location been approved by the local authority?
 Are the workers quarters being kept clean and tidy for aesthetic andhygienic
purposes?
 Have the basic utilities and amenities been provided?
Damage and Interference (on Structure, Roads, and Other Property)

 Have all precautions been taken to avoid damages and interference (other than
to the extent that is necessary for them to be removed or diverted to permit the
execution of the works) to:
a. watercourses or drainage systems?
b. utilities?
c. structures, roads, including street furniture, or other property?
d. public or private vehicular or pedestrian accesses?
 Have all items, which are damaged or interfered with as a result of the works,
and items which are removed to enable work to be carried out, been reinstated
to at least the same condition as existed before the work started?
 Has written permission been obtained prior to any excavation or performance of
any other work directly or indirectly affecting any utility (underground, overhead
or on the surface)?
 Has appropriate remedial action been taken for any damage to structures, roads
or other property?

Access
 Has alternative access been provided if interference with existing public or
private vehicular or pedestrian access is necessary to enable the works to be
carried out?
 Has the arrangements for the alternative access been agreed by the relevant
authorities?
 Are the permanent accesses reinstated as soon as practicable after work is
completed and the alternative access removed immediately if it is no longer
required, and the ground surfaces properly reinstated?
 Are all necessary precautions been taken to protect structures or works being
carried out by others adjacent to and, for the time being, within the site from the
effects of vibrations, undermining and any other earth movements, or the
diversion of water flow arising from the work?
Protection of Adjacent Structures and Works

 Are all necessary precautions being taken to protect structures or works being
carried out by others adjacent to and, for the time being, within the site from the
effects of vibrations, undermining and any other earth movements, orthe
diversion of water flow arising from the work.?
Slope Stability
 Are the cut slopes less than acceptable heights between benching?
 Are the benching less than acceptable width?
 Are retaining walls adequately designed for stability?
 Are retaining walls designed taking account of aesthetic?
 Are adequate slope protection being provided for temporary excavation ?
Fire Service Access

 Is there a 24 hour access to adjoining properties, for each and every emergency
service?
Site Cleaning
 To incorporate disposal of waste material
Demobilization
 Upon completion of all contract works, are all areas of the project, including the
contractor's working areas cleaned from all construction debris, waste, surplus
material, and rubbish?

Noise Control
 Is noise monitoring carried out at locations and frequency determined by the
DOE?
 Does the noise level comply with all requirements of the authorities?
 If any noise level gives rise to public complaints, has the contractor taken
immediate steps to mitigate the problem such as limiting noise intense works to
0800 to 2000 hours?
 If it is necessary to work beyond 2000 hour, has the approval from relevant
authorities been obtained?
Water Quality and Silt Trap

 Is water containing soil particles or muddy water flowing as surface run-off or
from other areas of the worksite being drained into a suitably designed silt trap
before it is discharged into an outlet drain, ditch, stream, or sea?
 Is silt trap size designed to conform to the total catchment area?
 Is the silt trap regularly inspected and de-silted?
 Has the sites for deposition of desilting material been determined and approved
by the authorities?
 Is the water drained from the silt trap being frequently monitored (weekly) for
TSS, and other relevant parameters?
 If the desilting material has to be disposed outside the construction area, is strict
procedure taken to avoid leakage of material along the transportation route?
 Are the sampling locations and frequency complying with the DOE requirement?
Air Quality
 Is air monitoring carried out at locations and frequency determined by the DOE?
 Does the air quality comply with Standard C, Environmental Quality (Clean Air)
Regulations, 1978?
Site Cleaning and Disposal of Waste Material

 Have all debris, spoil material, rubbish and other waste being cleared regularly
from the site?
 Is the disposal site for dumping of the waste material approved by the local
authorities?
 Is the access to the work sites free of all debris, waste and excavated material
and other obstructions?
 Are the waste oil and other scheduled wastes being handled and disposed
according to procedures for scheduled wastes?

Transportation of Construction Materials and Construction Wastes

 Are the transportation routes being determined and approved by the
authorities?
 Are the loads of the lorries properly covered to avoid spillage?
 Are mud and debris deposited on the roads cleaned?
 Is there facility provided to clean the wheels before leaving the construction
sites?
 If there is any damage to the roads, public and private properties, has action
been taken to repair the damage?
 Is speed limit observed, especially near residential areas.
Landscaping and Protection of Existing Vegetation

 Are all the following requirements of Town Planning and Country Act
Amendment 1995 being carried out?
 Description-of the land including its physical environment, topography,
landscape, geology, contours, drainage, water bodies and catchment, and natural
features.
 A survey of trees and all forms of vegetation?
 The layout plans showing the proposed measures to protect and improve the
environment; how it will preserve the natural topography, improve the
landscape, preserve and plant trees, the location of trees with a girth exceeding
0.8 metre, other vegetation and open spaces?
Erosion Control
 Is provision being made for the control of surface water run-off in order to
prevent erosion?
 Is exposed surface soils being replanted as soon as practicable with
vegetativecover?
 Is the vegetation clearing limited to areas required for construction works in
the current construction phase?
Socio-economy
 Has the public been adequately informed of construction work schedule and
other issues pertaining to traffic flow disturbance/ closure?
 Has the contractor given the employment and sub-contracting jobs priority to
the local people?

Safety
 Have the contractors ensured that all workers understand and comply with the
standard safety procedures for handling heavy machinery, vehicles and
equipment?
 Is there a safety officer to oversee that the overall safety compliance has been
adhered to?
 Are first aid facilities available at all times at the construction site?
 Is there available immediate transportation to hospital for medical treatment, if
required?
Public Information
 Has the public been adequately informed about the Highway, especially
those that have impacts on them?
 Has notice been placed to inform the public whom to contact should they
require information about the Highway or forward their complains?
(iii) Operations And Maintenance Stage
Noise Barriers
 Is the noise barrier being maintained properly to ensure pleasant appearance
and has the designed noise attenuation?
 Is the noise barrier adequate with the current traffic volume?
Road Surface
 Has the pavement been maintained to ensure the surface has the required skid
resistant and is free of pot-holes or any depression that may endangere the road
users?
Drainage
 Are all the drainage systems regularly cleared to prevent any flash flood,
stagnation of pool of water or other situation that may endangere the road
users?
Waste Disposal
 Is the waste generated during maintenance works being properly collected and
disposed at approved site?
Road Furniture and Landscaping

 Are all road furnitures being maintained in a good condition to ensure public
comfort and safety, and for aesthetic reason?

 Are all the landscaped trees being maintained to ensure that there will be no
danger of fallen branches which can affect the safety of road users?
Staff Preparedness and Emergency Equipment

 Are training being provided for new emergency crew?
 Are emergency drill carried out regularly?
 Are training program and emergency response reviewed regularly?
 Axe decontamination procedures for cleanup and emergency/spill response
equipment maintained?
 Are the spill response equipment and materials available, adequate, and
accessible?
8.2.5 Other Special Consideration
Other Special Consideration, but not limited to, are : -

(i) All activities in clearing, felling of trees, earthworks and the like must be
planned and controlled to lessen / avoid siltation and to be carried out
during the dry season.
(ii) Siltation pond, siltation trap and drainage system for surface runoff
have to be provided before earthwork is to be carried out. Whatever is
being released from the siltation pond into the water channel, it shall not
contain suspended solids of more than 50 mg/litre. A plan for
construction of the silt trap must be submitted to DOE including
monthly report for controlling of suspended solids.
(iii) Temporary toilet facilities to the specifications of the Ministry of Health,
Malaysia's requirement must be provided for the labourers' camp before
commencement of earthwork.
(iv) Access roads for transportation of construction materials are to be
proposed and well maintained in order not to cause nuisance to resident
of the area and public road.
(v) Wheels of machinery and vehicles used for the earthwork shall be
cleaned before using public road. Exit and entrance from the clearing area
to the function of the public road is to be concrete before earthwork is
to commence.
(vi) Surface area especially in areas with heavy vehicle traffic has to be
kept free from dust.

CHAPTER 9
CONCLUSION
9.1 INTRODUCTION
The earlier chapters present the results of the study on the existing environment, the
expected impacts as well as the proposed mitigation measures. In this chapter, a
conclusion is provided by highlighting some of the more significant impacts of the
projects and the corresponding mitigating measures.
9.2 MAIN ENVIRONMENTAL ISSUES
Based on the assessment of the existing environment and the nature of the proposed
highway, this study concludes that the main environmental issues arising from the
construction and operation of the highway are as follows:
9.2.1 Main Issues During Construction
If the mitigating measures recommended during construction and operational phase are
implemented, the will be no significant residual impacts induced by this project. The
increase in traffic in the area is not likely to have any residual impacts to the air quality.
HYDROLOGY
Potential impact anticipated during construction of access road and bridge construction
is the problem of soil erosion into existing drain and water. This will increase water
turbidity and sediment deposit. Careful attention must be given during the riverworks.
Any collapsed retaining wall must be repaired. All the riverworks must not result in long
term reduction in capacity at any stretch of the river.
WATER QUALITY
The highway alignment will cross rivers namely Sg. Edam, Sg. Pelampas, Sg. Damansara,
Sg. Payong, Sg. Tambul and Sg. Rumput. This will involve the construction of the pillars

EIA for the Proposed DASH Conclusion
near river area and could lead to temporarily increase of water turbidity and increase
sediment deposits in the rivers. A proper mitigation measures should be installed to
minimize the effect to the rivers. The installation of silt traps, temporary earth drains,
and check dam could decrease the suspended solid in surface runoff before its enter the
river
AIR QUALITY
The construction of access roads will affect the air quality because they expose and
churn the dust into the atmosphere. Dust abatement measures such as water spray and
tyre cleaning should be observed regularly, especially during dry season.
NOISE LEVEL
Noise due to activities within the construction site such as operation and movement of
machinery and heavy vehicles as well as piling can be a nuisance to residents living
nearby the site. The noise level for the receptors within 50 meters and 100 meters of
the working site are expected to reach 60.4-72.4 dBA and 54.7-66.7 dBA, respectively.
Heavy construction work should be conducted only during the day-time, and
construction activities during public holiday and weekend should be minimized
TRAFFIC
There will be an increase in construction vehicles movement, especially trailers and

lorries carrying steel bars, sawn timbers, cements, boulders, aggregates, sands, pipes
and other related construction materials to or near the proposed project construction
site. This would lead to an increase of traffic volume in the category of slow moving
vehicles, thus affecting the smooth flow of vehicles
SOCIO ECONOMY
Although the alignment had principally been chosen to minimize the need for land
acquisition, some acquisitions are unavoidable with 119 lots totaling 136 ha of land
comprising 57 ha of individual or private land, and 58 ha government reserves. For land
acquisition to be carried out smoothly the private land owners involved should be
amicably approached, their agreement sought and the subsequent compensation rate
to be paid out should be discussed and be agreed upon
UKM Pakarunding Sdn. Bhd. (561663-U) Page9 - 2

EIA for the Proposed DASH Conclusion
9.2.2 Main Issues during Operation
HYDROLOGY
As approximately 80% of the road alignment will be elevated and only require a limited
work area, it is not expected to cause any drainage and flooding impacts. At the pear
area where more site clearing and earthworks could be carried out, closure or
disruption of existing drains could cause localized drainage impairment and temporary
flash flooding. The construction of the temporary roads should be provided with an
adequate load capacity and preferably an erosion resistant surface. Temporary silt traps
should be constructed where soil erosion is significant. These silt traps must be cleared
regularly of any deposited sediments.
NOISE LEVEL
Noise levels are dependent on the traffic volume using this highway. Hence, it is
recommended that a barrier should be erected at this location and noise monitoring
programmes carried out after the commissioning of the highway.
SOCIO-ECONOMY
The operation of the highway will help ease traffic congestion in the surrounding road
network. Reduction in traffic congestion is beneficial since it is economically wasteful
and psychologically stressful. Users spend longer periods on the road thus reducing the
time available for productive activities. At the same time, driving in stop-and-go
condition significantly increase fuel consumption and maintenance cost thus increasing
the public’s transportation related spending and industry’s cost of transporting goods.
To the extent that many export oriented industries are also located in the area,
reduction in congestion problem can also have a positive impact on Malaysian products’
competitiveness in the world market.
9.3 CONCLUSION
This report highlights some of the more significant impacts of the projects and the
corresponding mitigating measures. During construction and operation noise, water
quality hydrology, traffic and socio economy feature prominently as the most significant
issue. On balance, this study finds that the impacts are minimal if proper mitigating
measures are implemented. Hence it is important that effective environmental
management program is implemented to overcome the potential adverse impacts on
the environment both during construction as well as operation.
UKM Pakarunding Sdn. Bhd. (561663-U) Page9 - 3

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Environmental Impact Assessment (EIA)

for the Proposed Damansara – Shah Alam

Prepared By Prepared For

PROJEK LINTASAN KOTA HOLDINGS

This Environmental Impact Assessment (EIA) is prepared as part of the requirements

Project Lintasan Kota Holdings Sdn Bhd

UKM Pakarunding Sdn. Bhd. (561663-U) Page ES-1

AUTHORIZATION EIA CONSULTANT

UKM Pakarunding Sdn Bhd

The Proposed Project is a prescribed activity as listed under Schedule 9 (c) –

UKM Pakarunding Sdn. Bhd. (561663-U) Page ES-2

Figure ES-1: Map Showing the Location of the Proposed Project

UKM Pakarunding Sdn. Bhd. (561663-U) Page ES-3

TOPOGRAPHY AND LANDUSE

The proposed project alignment is expected to be build at least parallel with 80

The proposed alignment of the Damansara-Shah Alam Elevated Highway (DASH)

UKM Pakarunding Sdn. Bhd. (561663-U)

The temperature at study area fluctuated between a minimum of 25.9 oC

UKM Pakarunding Sdn. Bhd. (561663-U) Page ES-5

Any access road must be realignment to avoid wetlands. Installation of culverts,

UKM Pakarunding Sdn. Bhd. (561663-U) Page ES-6

During operation stage, as this proposed expressway is mostly elevated, no

UKM Pakarunding Sdn. Bhd. (561663-U) Page ES-7

TRAFFIC AND LAND TRANSPORTATION

Construction vehicles such as cranes, excavator, grader, bulldozers, backhoes, other

UKM Pakarunding Sdn. Bhd. (561663-U) Page ES-8

Interchange, RRIM Interchange, Surian interchange, Kota Damansara, Mutiara

UKM Pakarunding Sdn. Bhd. (561663-U) Page ES-9

UKM Pakarunding Sdn. Bhd. (561663-U) Page ES-10

Project Lintasan Kota Holdings Sdn Bhd

UKM Pakarunding Sdn. Bhd. (561663-U) Page RE-1

PERUNDINGAN EIA BERDAFTAR

UKM Pakarunding Sdn Bhd

Projek cadangan Lebuhraya Damansara-Shah Alam (DASH) akan menghubungkan antara

UKM Pakarunding Sdn. Bhd. (561663-U) Page RE-2

Rajah RE-1: Peta Menunjukkan Lokasi Projek Cadangan.

UKM Pakarunding Sdn. Bhd. (561663-U) Page RE-3

TOPOGRAFI DAN GUNA TANAH

BENTUK MUKA BUMI

UKM Pakarunding Sdn. Bhd. (561663-U) Page RE-4

Suhu di kawasan kajian adalah berada di antara minimum of 25.9 oC (Disember) ke

UKM Pakarunding Sdn. Bhd. (561663-U) Page RE-5

baik di berberapa tempat. Terutamanya di kawasan yang sudah mengalami kesesakan

UKM Pakarunding Sdn. Bhd. (561663-U) Page RE-6

UKM Pakarunding Sdn. Bhd. (561663-U) Page RE-7

TRAFIK DAN PENGANKUTAN DARAT

UKM Pakarunding Sdn. Bhd. (561663-U) Page RE-8

Pengukuran getaran dijalankan untuk menentukan tahap getaran sebenar di kawasan

UKM Pakarunding Sdn. Bhd. (561663-U) Page RE-9

UKM Pakarunding Sdn. Bhd. (561663-U) Page RE-10

LAND TRANSPORTATION TRAFFIC

2.0 STATEMENT OF NEED AND ALIGNMENT OPTION

UKM Pakarunding Sdn Bhd (561663-U) TOC - i

3.1 Introduction 3-1

UKM Pakarunding Sdn Bhd (561663-U) TOC - ii

UKM Pakarunding Sdn Bhd (561663-U) TOC - iii

UKM Pakarunding Sdn Bhd (561663-U) TOC - iv

UKM Pakarunding Sdn Bhd (561663-U) TOC - v

APPENDIX 1-1 : Water Quality Analysis Reports

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UKM Pakarunding Sdn Bhd (561663-U) TOC - vii

UKM Pakarunding Sdn Bhd (561663-U) TOC - viii