EXECUTIVE SUMMARY

1.0 INTRODUCTION

This Environmental Impact Assessment report is prepared for the Proposed Kuala Lumpur – Kuala
Selangor Expressway (KLKSE). This expressway was previously known as Assam Jawa - Taman
Rimba Templer Expressway (LATAR).

The Project Proponent is Messrs. KL – Kuala Selangor Expressway Berhad. The consultant engineer
for the alignment from Assam Jawa to Kundang is DPI Konsult Sdn Bhd, while the consultant
engineer for the alignment from Kundang to Rawang is Endeavour Consult Sdn Bhd.

KLKSE is deemed as a “Prescribed Activity” as stated in the Environmental Quality (Prescribed

Activities) (Environmental Impact Assessment) Order, 1987, and thus requires an EIA to be prepared:

Activity 9: Infrastructure
(c) Construction of Highway

Previously, the Environmental Impact Assessment (EIA) report for KLKSE was approved in August
1998 by Department of Environment (DOE) and the Approval for the EIA report was extended for two
years period vide letter dated 16th July 2003.

Due to the lapse of about 10 years since the previous EIA, the JAS Negeri Selangor has requested
that a fresh EIA be conducted taking into consideration the changes in the alignment, changes in the
land use surrounding the proposed alignment, changes in building concept as a result of development
progress in the surrounding areas.

Need for the KLKSE

The current traffic congestion experienced on the existing key road links is such that the existing
infrastructure in unlikely to be able to cope with the future traffic demands. The proposed expressway
would significantly alleviate the current traffic congestion, and forms part of the Government planned
network as follows:

i) Forms part of the Kuala Lumpur Outer Ring Road (KLORR) which serves as an orbital system
of ring roads around the greater Kuala Lumpur areas. The KLKSE forms the north-west
section of the KLORR. Other sections are the Guthrie Corridor Expressway (GCE),
Expressway Lingkaran Tengah (ELITE), South Klang Valley Expressway (SKVE), Kajang
Dispersal Link Expressway (SILK) and the eastern sections.

KLKSE – EIA (August 2008) ES- 1

 ii) The KLKSE also forms part of the planned network to provide the interconnectivity between
major highway networks in the country, i.e. it connects the East Coast Expressway (ECE),
KLORR, North South Expressway (NSE) and West Coast Expressway (WCE)
iii) It also serves as the much needed alternative to the existing FT 54 between Kuala Lumpur
and Kuala Selangor
iv) It will also spur the land developments along the corridors between Kuala Lumpur and the
west coast of Selangor.

2.0 PROJECT DESCRIPTION

The proposed KLKSE is a tolled highway connecting four (4) major roadways in Selangor i.e North
South Expressway (NSE or route E1), Federal Route 1, Federal Route 54 and Guthrie Corridor
Expressway (GCE or route E35). It also provides an alternative route for the northern part of Kuala
Lumpur. Figure 1.4A, found in Chapter 1 of the EIA report, shows the location of KLKSE and its
interlinkage with the surrounding road network.

The KLKSE which is approximately 30 km in length, is designed according to the Malaysian Highway
Authority (Lembaga Lebuhraya Malaysia or LLM) guidelines and standards. The road formation is
designed as a high quality two-lane dual carriageway. The expressway shall conform to the present
Lembaga Lebuhraya Malaysia (LLM) design standards for urban highways, while the frontage roads
and VBCs will conform to Jabatan Kerja Raya (JKR) standards.

The KLKSE comprises of Package 1 from Assam Jawa to Kundang, and Package 2 from Kundang to
Rawang. The access junctions to the expressway were designed to integrate with the existing and
future planned expressway and highways and at the same time encourage development to take place
along both sides of the KLKSE. Consultation with the relevant authorities and other related
expressway concession holders had been held before arriving at the locations proposed below :

i. Assam Jawa Interchange (link with FT 54 near Jalan Parit Mahang)

ii. Ijok Interchange (link with FT 54 near Ladang Yew Hock)
iii. Kuang System Interchange (link with GCE and NSE)
iv. Templer Interchange (link with FT 1 near Taman Rimba Komanwel and quarry area)

Two rest areas will be provided for the users of the KLKSE. The rest service areas will be located at
CH3600 and CH27000.

The project is expected to commence in September 2008 and be completed in 2011.

KLKSE – EIA (August 2008) ES- 2

3.0 PROJECT OPTIONS

Following the approval of the EIA in 1998, some changes were made to the alignment at the
termination near Rawang. This was due to potential encroachment of the alignment into the Taman
Warisan Negeri. These changes involved the alignment at the eastern termination near Rawang.

Three alignment options for the eastern termination were considered. The three options are shown in
Figure 3.4.1A. Option 1 involved the largest area of encroachment into forest area (17 hectares),
compared to Option 2 (12 hectares) and Option 3 involved the smallest area (7.6 hectares). Finally,
Option 3 was selected.

As for the technological options considered for the design of the expressway, economic and technical
criteria were employed to select a preferred alternative. The main consideration was the extent of
traffic that would need to be catered for, and the related expense per unit equivalent passenger
vehicle accommodated. On this basis, it was decided that a two lane dual carriageway would be
necessary to cater for projected volumes of traffics from existing and future road networks in operation
by the time construction of the proposed KLKSE is completed.

4.0 EXISTING ENVIRONMENT

4.1 Geology

The geology of the area comprise four units of rocks or parent material. The oldest rocks belong to the
“Calcerous Series”, and have been intruded and metamorphosised by younger Main Range Granite
which outcrops in the eastern parts of the study area. Younger metasedimentary rocks of the
“Arenaceous Series” occur on low to steep hills. Recent deposits of mainly marine and estuarine clay
occupy the western parts of the study area.

4.2 Topography

The KLKSE Expressway is located in predominantly flat and rolling terrain (0 – 25o slopes). Less than
5% of the overall alignment traverses hilly and steep terrain. The alignment from CH 00 until CH8200
and from CH17000 to CH18000 is located on predominantly flat land. From CH8200 to CH17000, and
from CH18000 to CH23000, the terrain is rolling with slopes of 15o to 25o and elevations up to 60
meters. From CH23000 onwards the, hilly terrain with slopes 25o and steeper are encountered, and
ground elevations up to 100 meters.

KLKSE – EIA (August 2008) ES- 3

4.3 Meteorology

Meteorological data collected from the Malaysian Meteorological Service (MMS) station located at
Subang over the period from year 2000 to May 2008 indicated that the project area and the
surrounding region experiences relatively uniform temperature (24-hour mean temperature of 27.0°C
to 28.4°C), with high relative humidity (monthly average of 73.3% to 84.7%), with little daily and
seasonal variation. The region also experiences an abundance of rainfall (average annual rainfall of
2,799 mm/year). Calm periods were prevalent for about 26.7% of the time with wind speed of less
than 0.3m/s. Generally, throughout the year, wind direction from northwest, north and south
dominates for most of the year and the wind speed were in the range of 0.3m/s to 1.5m/s.

4.4 Surface Hydrology

The project traverses two main river basins; i.e. Sg. Buloh and Sg. Selangor. The Sg. Buloh
catchment covers an area of about 346 km2, stretching from Damansara in the east to Kuala Selangor
in the west. The upper catchment of Sg. Buloh is mostly designated as urban and developed area,
which forms about 70% of its upstream catchment. The Sg. Selangor river basin has an area of 1820
km2 with 19 main tributaries. The proposed alignment crosses three of these tributaries i.e. Sg.
Kuang (CH18650), Sg. Pisang (CH 19100) and Sg. Rawang (approximately CH30000).

There are no water intake points downstream of the KLKSE in the Sg. Buloh drainage basin.
However, within the Sg. Selangor drainage basin, the nearest water intake point on Sg. Selangor is
located about 20km downstream of the KLKSE alignment.

4.5 Existing Water Quality

River water samples were taken and analysed at 8 locations (S1 – S8). These were the same
locations as that taken in 1997 and 2005, and are as follows:

S1 – Sg, Buloh JPS Hydrology Station, at the Jalan Parit Mahang crossing (near CH.1600)
S2 – Sg. Buloh at the Jalan Haji Abdul Aziz crossing (near CH.5000)
S3 – Sg. Buloh at the SYABAS water sampling station, crossing the road leading to the SYABAS
balancing tank at Bukit Mayong. (near CH.8000)
S4 – stream from Ladang Tuan Mee (tributary of Sg. Buloh) near proposed Ramp A of the Ijok
Interchange
S5 – Sg. Kundang, downstream of Kg. Baharu Seri Kundang and the ROW, (about 1.5km north of
ROW near CH.18000)
S6 – stream from Ladang Vimy (tributary of Sg. Kundang) near TM station (near CH.17600 of
ROW)

KLKSE – EIA (August 2008) ES- 4

S7 – Sg. Kundang, upstream of ROW, near fish ponds (near CH.19000 of ROW)
S8 – Sg. Rawang, about 300m south and upstream of eastern end of ROW (near CH29900)

The location of the baseline water quality sampling stations are indicated in Figure 4.9A and Figure
4.9B, found in Chapter 4 of the EIA report.

Compared to baseline monitoring carried out during the previous EIA in 1997, and again in 2005, the
overall water quality at the project area has improved. Previously it ranged from Class III - Class IV,
but now it ranges from Class II - III (Proposed Interim National Water Quality Standards). However,
TSS levels have increased at most of the stations, in particular the stations along Sg. Buloh. This
could be due to increased development activities within the drainage catchment.

4.6 Ambient Air Quality

Ambient air quality monitoring was conducted at 5 locations, similar to the monitoring locations in
1998. They are as follows:

A1 – Houses along FT54 near turn off to Jalan Parit Mahang, (about 200m east of the ROW,
CH.400).
A2 – near entrance to Kawasan Perindustrian Batu 22 Ijok area along FT54 (near CH.11000 of
ROW)
A3 – near MARDI station Kundang along B149 (near CH.17800 of ROW)
A4 – near Hindu shrine and estate housing, Ladang Bukit Lagong, along B25 (near CH24000 of
ROW)
A5 – near entrance to quarry and roadside shops along FT1, Hutan Rizab Kanching (about 100m
north of where the new alignment intersects FT, CH.29900)

The location of the baseline air quality sampling stations are indicated in Figure 4.9A and Figure
4.9B, found in Chapter 4 of the EIA report.

Air quality at all stations within the project site are within the Recommended Malaysian Air Quality
Guidelines, as was observed in 1997 and 2005. However, it was observed that the TSP levels along
FT1 have increased signficantly compared to 1997, due to the increased traffic as well as brick factory
and quarry activities in that area.

KLKSE – EIA (August 2008) ES- 5

4.7 Noise and Vibration

Noise level monitoring was conducted at 5 locations, similar to the monitoring locations in 1998 and
near the air quality monitoring stations. They are as follows:

N1 – Houses along FT54 near turn off to Jalan Parit Mahang, (about 200m east of the ROW,
CH.400) (See Plate 1).
N2 – near entrance to Kawasan Perindustrian Batu 22 Ijok area along FT54 (near CH.11000 of
ROW)
N3 – near MARDI office Seri Kundang along B149 (near CH.17800 of ROW) (See Plate 5 and
Plate 6)
N4 – near Hindu shrine and estate housing, Ladang Bukit Lagong, along B25 (near CH24000 of
ROW)
N5 – near entrance to quarry and roadside shops along FT1, Hutan Rizab Kanching (about 100m
north of where the new alignment intersects FT, CH.29900)

The location of the baseline noise measurement stations are indicated in Figure 4.9A and Figure
4.9B, found in Chapter 4 of the EIA report.

The overall noise levels conducted in April 2008 (Leq: 61.6 – 72.4 dB(A)) is generally higher than the
noise levels measured in 1997 (Leq: 38.4 – 51.6 dB(A)), and 2005 (Leq: 51.2 – 62.3 dB(A)). The
monitoring results from 1997 to 2008 show an increasing trend in equivalent continuous sound levels
(Leq) at all the locations. This can be attributed to the increase in traffic volume on all major roads due
to the increased urbanised development which has taken place since 1997. The current noise levels
recorded were consistent with the activities and conditions of the measurement locations.

Most locations were exposed to road traffic of local state and federal roads, whose ambient vibrations
are typically less than 0.15mm/s. In the other areas less exposed to heavy road traffic the ambient
vibrations are typically less than 0.1mm/s for ground borne vibrations.

4.8 Landuse

About 82% of the alignment is under agricultural land, most of it oil palm and rubber plantation, with
some mixed horticulture. A very small portion, about 1.4% is forested area in the fringe of the
Kanching Forest Reserve, and comprises mainly planted kapur trees. A portion in the Kundang area
comprises fish ponds and marshland. The remaining land use includes rural housing, road and river
reserves.

KLKSE – EIA (August 2008) ES- 6

4.9 Flora and Fauna

The alignment of the proposed Kuala Lumpur–Kuala Selangor Expressway begins at Assam Jawa,
cuts through mature oil palm plantations near Kg. Parit Mahang and crosses Sg. Buloh twice. It cuts
through mature oil palm plantations and secondary forests near Ijok, passing through wetlands near
Kundang. It traverses mixed rubber and oil palm plantations near Kuang, before terminating near the
fringe of the Kanching Forest reserve, close to the Commonwealth Forest Park.

Most of the vegetation affected are secondary or rubber and oil palm plantations and with no rare
species of species of scientific value, except the forest near the Commonwealth Forest Park that
supports small and sparsely distributed population of a rare and endemic timber species known as
merawan (Hopea subalata). However the expressway alignment does not pass through this area.

The Kanching Forest Reserve is logged-over forest that has been enriched (through line planting) with
kapur (Dryobalanops aromatica). The trees are now about 30m tall and are valuable timber trees.
This forest also supports a rich diversity of fauna but no rare or endemic species.

The oil palm and rubber plantations and the riparian and wetlands vegetation similarly support fairly
diversed plant and animal species, especially birds. Plans should be made to plant pockets of
indigenous timber, fruit and flowering shrub species along relevant stretches of the expressway
shoulders as noise and dust barriers, and as rest and breeding areas for migratory birds.

4.10 Social

About 500 respondents were interviewed within 3-km radius of the project site. The respondents
comprised of residents from several villages, estate quarters and towns such as Kg. Parit Mahang,
Tuan Mee Estate quarters, Kg. Kundang, Bandar Tasik Puteri, Rawang town and several other small
housing estates in Rawang. The social survey was conducted to study the public perception on the
proposed project and environmental impact that may occur during and after the project is completed.
The response from the respondents was very encouraging, with about 84% of the respondents in
favour of the proposed project. The respondents also show some form of awareness about negative
and positive impact that might be happen if the project is implemented.

5.0 ENVIRONMENTAL IMPACTS

Due to the length of the expressway (about 30km), the project traverses different kinds of
landuse with various kinds of senstive receptors along the way, and various environmental
issues arising from the presence of these sensitive receptors. They include bridge crossings

KLKSE – EIA (August 2008) ES- 7

 over existing public roads and rivers, traversing low marshy land and hilly terrain,
encountering ex-mining ponds that need to be reclaimed and granite rock that needs to be
blasted, and passing by existing residential areas. Table ES1 lists the sensitive receptors,
potential impacts and mitigation measures, while Figures ES1 to ES8 provides a pictorial
indication of the same. The table and figures are compiled at the end of this Executive
Summary.

5.1 Pre-Construction Phase

The principal impacts from pre-construction phase activites are:

• Loss of plantation land and individual agricultural plots, due to land acquisition for the KLKSE
project.

• Loss of terrestrial habitat flora and fauna from forest area and agricultural land

5.2 Construction Phase

Most of the significant impacts of this project will arise during the construction phase, and will
be due to site clearing and earthworks activities. The major significant impacts are
summarised below:

• Expected major impacts are erosion and sedimentation from site clearing and
earthwork activities. This will affect receiving water courses, namely Sg. Buloh, Sg.
Rawang, and Sg. Kundang.

• Impacts from the generation of fugitive dust and high noise levels from earthwork
activities and vehicular movement are expected to be short term and insignificant. This is
because most of the landuse along the alignment is agriculture (mainly oil palm and
rubber plantation). There are a few human settlements in the vicinity, namely Kg. Parit
Mahang, Ladang Tuan Mee workers housing, MARDI Seri Kundang, and Kg. Bunga
Raya. These would be the main receptors of concern.

• Vehicular movement in and out of the project site will disturb the traffic flow on all the
main roads, particularly where the alignment crosses with FT1 (Templer Park
Interchange), FT54 (Assam Jawa Interchange, Ijok Interchange), B29 (Kuang and Kg.
Bunga Raya), B149 (Kundang). There is a possibilty of spillage of construction materials,
air pollution and safety issues.

• Drainage and reclamation of fish ponds at Kundang can disturb the existing
hydrological pattern of the receiving watercourses (Sg. Kundang, Sg, Kuang). Problems
with regard to embankment stability could also arise.

KLKSE – EIA (August 2008) ES- 8

 • The reclamation of the ponds could also deprive migratory birds of the wetland
habitat.

• Blasting and quarry activities within the ROW (CH29300-CH29800) will have noise,
vibration and dust impacts on near receptors. There is also potential risk of flyrock.

• Access from one side of the project site to the other is blocked to other habitual users
(e.g. estate and plantation access, farm access, quarry access).

• Management of topsoil and biomass will need to be well considered to avoid

problems of silt runoff, water quality degradation, dust generation, and transportation
issues.

• Negative impacts may also arise from improper solid waste disposal, domestic
wastewater discharges and scheduled waste (e.g. waste oil). Diesel leakage from
Contractor’s workshop and diesel storage tank area, as well as from the quarry plant
area, will have adverse impacts on receiving water courses such as Sg. Kuang, Sg.
Kundang and Sg. Rawang.

• Health impacts may be caused by unhygenic workers’ camps and inadequate utilities
(water supply and sanitation).

5.3 Operational Phase

Impacts on the environment will still exist as long as the KLKSE is in operation. However, with proper
maintenance and operation, the impacts can be controlled and reduced.

Potential impacts that are expected include:

• Air pollution in terms of Total Suspended Particulate (TSP), SO2, NO2, and CO2,
caused by increased number of vehicles along this alignment.

• Noise levels are expected to increase with the increase of total number of vehicles
using the KLKSE.

• Impacts arising from discharges of domestic wastewater from the food stalls and
toilets at the rest areas. Untreated wastewater gives rise to negative impacts on water quality
and also to aquatic livings.

• Generation of solid waste especially at food stalls and toilets at the rest area.

• Clogged drains at the rest area and along the alignment can cause blockage to water
flow and could lead to flash flood incidents during heavy rain.

KLKSE – EIA (August 2008) ES- 9

6.0 MITIGATION MEASURES

6.1 Pre-Construction Phase

Key mitigation measures have already been taken for the pre-construction phase as follows:

• Land acquisition has already been carried out for most of the area, and fair compensation
paid out to private land owners. Rates for compensation were based on the land use status of
the plots (e.g. agriculture, plantation, commercial, etc), as advised by the Land Office.

• Forest land encroached has been reduced from 17 hectares in the original routing proposal
(Option 1) to 7.6 hectares in the current alignment (Option 3), where the alignment intrudes
only the fringes of the Kanching Forest Reserve. The three options are indicated in Figure
3.4.1A in the EIA report.

• The selection of the current alignment has undergone much discussion with the Selangor
State Government and relevant government agencies during the planning stages before
being finalised.

• Plant species of potential ornamental value found within the expressway ROW, especially in
the forested area, should be identified in the pre-construction phase. Where possible, the tree
saplings and seedlings could be salvaged and later planted along suitable stretches of the
expressway or within open spaces near the 4 Interchanges.

6.2 Construction Phase

Some of the essential mitigation measures that will help to reduce impacts arising during the
construction phase summarised below:

• Project implementation schedule for this project plays an important role in minimizing
the surrounding impacts. Proper and effective planning can reduce erosion and sedimentation
impacts especially at cleared areas.

• Pockets of indigenous timber, fruit and flowering shrub species should be planted
along relevant stretches of the expressway shoulders as noise and dust barriers, and as rest
and breeding areas for migratory birds.

• Within the wetland areas that will be affected by the expressway, pockets of the
wetlands should be retained wherever possible, and appropriate wetland plant species
planted.

• Biomass can be reused for landscaping purposes in order to increase the fertility and
soil quality.

KLKSE – EIA (August 2008) ES- 10

 • Slope stabilisation measures for cut slopes to prevent failure.

• Rock excavation shall comply with relevant regulations, and follow safe blasting
practices to minimise incidence of ground vibration and fly rock.

• Turfing of bare slopes and exposed areas as soon as possible after completion to
reduce soil erosion and sedimentation.

• Temporary drainage system should be provided to control flow of surface runoff from
cleared areas, as well as areas where topsoil and blasting products are stockpiled. The
drainage system should be adequately sized to be provide for surface runoff.

• Construction of sediment basins and silt traps at appropriate locations, before

discharging into drainage system and waterbodies is necessary to minimise amount of
eroded material and sediment entering into receiving waterbodies. Monitoring of sediment
basin discharges should be conducted regularly.

• Wetting of cleared areas should be carried out to minimize dust emissions. Cover
open or cleared areas with grass or landscape with shrubs and trees as soon as possible.

• Site vehicles should have their tyres washed with water (e.g. jet wash and water
trough) before being allowed to exit to the local public roads.

• Public roads at construction access junctions should be regularly cleaned of mud and
earth.

• Lorries loaded with construction materials such as sand, soil, bricks and construction
waste should be covered with tarpaulin sheet and tied with strong ropes to avoid any spillages
or accidents.

• Immediate action should be taken if oil spillage incidents takes place to ensure the
water quality of nearby rivers is not affected. The procedures outlined in the Emergency
Response Plan (ERP) for the construction site shall be followed.

• Storage of diesel at the construction site shall be on hard standing ground (preferably
concrete), with concrete bund around it to contain oil spillages if any. The bund should
provide a capacity of 110% of the volume of the diesel tank.

• Drums used to store waste oils and other scheduled waste shall be appropriately
labelled, stored in covered area on hardstanding ground, and properly inventorised prior to
disposal via licensed scheduled waste contractors.

• Provision of temporary traffic diversion route at locations where the alignment crosses
main roads, according to LLM and JKR guidelines and with the approval of the Local
Authority.

KLKSE – EIA (August 2008) ES- 11

 • Provision of permanent crossings (bridges, vehicular box culverts) to enable access
of habitual users from one side of the alignment to the other.

• Signal men at construction access junctions to ensure minimal impedance of traffic

flow along public roads.

• A comprehensive Environmental Management Plan shall be prepared and

implemented to control environmental impacts during the construction phase of the project,
and to ensure that the project development complies with all relevant legislative requirements.

• Regular environmental monitoring (noise level, air quality, silt trap effluent and river
water quality) and environmental site audit shall be conducted to ensure that all mitigation
measures installed perform to required specifications and that construction activities do not
impact the environment adversely.

6.3 Operational Phase

Mitigation measures during the KLKSE operation stage are:

• Inspection and maintenance of KLKSE components (e.g. structures, drainage

systems, signal systems, rest areas, landscape, etc) shall be carried out countinually to be
effective.

• Monitoring of wastewater discharges shall be conducted regularly to ensure the

wastewater discharged is well within the standard.

• Drainage system at the rest area and along the proposed alignment shall be
maintained from time to time to avoid cloggings and blockages.

• Proper storage, handling and disposal of soild waste generated at the KLKSE rest
areas shall be practiced.

• Emergency Response Plan to handle road accidents and spillage of hazardous

materials will be in place to minimise disruption of traffic flow and minimise contamination of
waterways.

• Plants surrounding the rest area and along the boundary of the KLKSE alignment will
increase the aesthetic value and also function as natural filter to improve air quality and
attenuate noise generated by the vehicles plying the KLKSE.

7.0 RESIDUAL IMPACTS

KLKSE – EIA (August 2008) ES- 12

The residual impacts for the KLKSE project are summarized below:

• Noise due to vehicle movement along the highway.

• Reduced air quality due to vehicle movement along the highway

• Decreased water quality from use of herbicides for landscape vegetation, accidental oil spills

• Loss of 7.6ha of forest habitat.

Noise may be adequately attenuated by use of appropriate species of trees and shrubs along the
alignment and in the buffer zone. In year 2020, a notable noise impact is anticipated near the MARDI,
Kg. Bunga Raya and Ladang Tuan Mee (near Ijok Interchange) area. Appropriate species of trees
and shrubs may prove to adequately attenuate noise at these locations, and should be planted during
the landscaping stage of the construction phase. If the planting is done properly, sound barriers (hard
structures) may not be necessary in 2020.

Apart from ensuring appropriate setback distances, landscaping of buffer zone with dense foliage
trees and other suitable vegetation will also help to screen off emissions from vehicular movement to
nearby receptors. Landscaping controls should be regularly maintained.

Surface runoff, including sand, leaves and oil from spills, can contribute to the long-term degradation
of receiving watercourses. However, this impact would be greatly reduced with the provision of
detention basins and litter traps. Application of herbicides should be regulated and minimised. Proper
filtration and trapping of the oil within the drainage system will prevent unwanted contamination of
waterways in the event of minor oil spills.

Residual beneficial impacts are:

• Enhanced economic development near alignment due to better connectivity and opening up
of previously agricultural land
• Increased mobility and connectivity, savings from reduced travel time, due to presence of the
alignment
• Increased employment opportunities for maintenance of landscape and ancillary facilities
• Improved quality of life due to reduced traffic congestion, when the settlement is bypassed in
favour of the KLKSE (alternative route)
• If planting of suitable plants along the expressway and in the open spaces near the
interchanges are carried out, a greener and cooler expressway will be seen during the post-
construction period. A miniature multi-layered forest will be created at the interchanges
(particularly Ijok Interchange and Templer Interchange), which will act as resting and nesting
areas for birds, bees and butterflies. The attractive tree and shrub species lining both sides of
the expressway will also act as sound and dust barriers.

KLKSE – EIA (August 2008) ES- 13

8.0 ENVIRONMENTAL MANAGEMENT PLAN AND MONITORING REQUIREMENTS

An Environmental Management Plan (EMP) for the construction and commissioning phases of the
KLKSE project provides a means to manage environmental impacts arising from the implementation
of the KLKSE project. The EMP will include environmental impacts identified in the EIA prepared for
the KLKSE project, and additional requirements stipulated by the DOE.

The EMP is primarily concerned with the mitigation of environmental impacts at the construction
phase to ensure that impacts perceived from the development of this expressway does not induce
impacts that surpass the country's environmental standards, and that project activities are controlled
at the management level to curb the incidence of unacceptable impacts occurring.

Recommendations for environmental monitoring include:

Noise:

• Continuous 24-hour noise monitoring at 7 locations (referred to as N1 to N7, see table below)
during the pre-construction stage to determine the continuous equivalent Leq day time and
night time levels, as well as to determine the 24 hours L 90 levels such that a more accurate
representation of the noise climate could be established.

Locations Description

N 03° 18’ 30.6” Houses along FT54 (federal road) near turn off to
N1
E 101° 22’ 43.5” Jalan Parit Mahang

N 03° 16’ 26.8” Near entrance to Kawasan Perindustrian Batu 22 Ijok

N2
E 101° 27’ 11.6” Area along FT54

N 03° 16’ 17.6” Near MARDI Office Seri Kundang,

N3
E 101° 30’ 51.5” along B149 (state road)

N 03° 16’ 34.0” Near Hindu Temple and Estate Housing,

N4
E 101° 33’ 24.5” Ladang Bukit Lagong, along B25 (state road)

N 03° 18’ 3.2” Near entrance to Quarry and Roadside Shops

N5
E 101° 36’ 21.1” Along FT1 (federal road), Hutan Rizab Kanching

N 03° 15’ 48”

N6
E 101° 33’ 12” Residential Quarters of Ladang Tuan Mee

N 03° 15’ 36”

N7
E 101° 33’ 12” Kampung Bunga Raya

• Similar noise measurements at these locations are recommended during operations of the
Expressway to confirm compliance of resulting Expressway noise levels to maximum

KLKSE – EIA (August 2008) ES- 14

 permissible noise levels as recommended in the DOE Guidelines for Environmental Noise
Limits and Control (2004). Subsequent monitoring after 1 year of operations is also
recommended for selected noise sensitive areas.
• Periodic short-term monitoring for noise levels (monthly or quarterly) during the construction
phase of the project at the above identified locations.

• Periodic vibration monitoring during the construction phase at residential areas adjacent the
elevated sections of the proposed Expressway to ensure minimal impact (from ground borne
vibrations from piling and earthmoving activities) during construction of piers. Vibration
monitoring will also be required during rock blasting activities.

Air Quality:

• During the construction phase, periodic (say monthly or quarterly) air quality sampling at
seven locations, similar to the noise monitoring stations, should be conducted to monitor for
Total Suspended Particulate (TSP) and respirable particulate (PM10) levels.

• If required, monitoring during the operational phase may be carried out less frequently (say
once a year), and should include measurement of TSP, PM10, nitrogen dioxide, carbon
monoxide and lead levels. The number and location of sampling stations may be determined
at a later stage.

Water Quality:
• During the construction phase, periodic sampling of discharge from silt traps and sediment
basins to monitor for suspended solids (SS) and oil & grease (O&G).

• During the construction phase, periodic river water quality monitoring of Sg. Buloh, Sg.
Rawang and Sg. Kundang upstream and downstream of the expressway crossings should be
conducted, taking note of the river stage (low flow, flood, etc) and weather conditions.

• River quality monitoring over the operational phase will measure water quality parameters
that are important to the ecology of the rivers, namely the Biological and Chemical Oxygen
Demand (BOD & COD) and Dissolved Oxygen (DO). Other parameters of importance are the
toxic and hazardous chemical contribution to the receiving water courses, ammoniacal
nitrogen content, Escherichia coli concentrations and also the oil and grease levels.
Excessive litter should be taken note of, as this is an indicator of illegal dumping.

Environmental auditing is recommended to spot check for compliance with the EMP, i.e. to check
environmental management procedures are being followed, and the recommended mitigation
measures and monitoring recommendations are being fully implemented.

9.0 CONCLUSION

KLKSE – EIA (August 2008) ES- 15

With the implementation of the recommended mitigation measures and proper environmental
management, the predicted negative impacts during the construction stage and the operational stage
will be minimal. A “maintenance culture” incorporating scheduled routine maintenance work, will be
inculcated by the project proponent to ensure that slopes, landscaping, rest areas, drainage systems,
bridges, and all highway structures are regularly checked and kept in good repair, throughout the
operational phase of the project.

There is a clear overall benefit accrued from the implementation of the proposed KLKSE, as it will
provide a more direct and much needed alternative route from Kuala Lumpur to Kuala Selangor.

KLKSE – EIA (August 2008) ES- 16