EIA Chapter 4

8/9/2019 EIA Chapter 4

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Cadangan Pembangunan Projek Pendidikan Bagi SMK Julau NO.2, (30BD) Di Atas Lot 353, Block 3, Jikang

Land District, Sarawak Untuk Kementerian Pelajaran Malaysia EIA Report

ABC Sdn Bhd 4-1

Chapter 4 ENVIRONMENTAL IMPACT ASSESSMENT

4.0 IMPACT ASSESSMENT

The environmental impact assessment and the subsequent formulation of mitigation

measures are the culmination of the previous chapters, whereby project descriptionsand associated activities were discussed in Chapter 2, and the existing environment,

the basis for potential assessment was defined in Chapter 3. Thus, various remedial

or abatement measures proposed for adoption by the proponent during the

implementation of the project, should be able to effectively reduce or minimize the

individual environmental impacts to acceptable levels.

4.1 METHODOLOGY

An EIA matrix is primarily used to facilitate the assessment of the environmental

impact of the project in compliance with the recommendation stated in ³A Handbook

of the Policy and Basic Procedure of Environmental Impact Assessment (EIA) in

Sarawak´.

The EIA matrix is a tool used in the identification and evaluation of various impacts

associated with the individual activities during the implementation of the project. The

graphical matrix presentation forms the sources and significance of the potential

impacts that may occur during the development.

During the formulation of the matrix, environmental impacts are generally classifiedinto seven (7) categories according to their nature and level of significance. The

seven categories are:

1 ± Minor Adverse Impact

2 ± Moderate Adverse Impacts

3 ± Major Adverse Impacts

A ± Minor Positive Impacts

B ± Major Positive Impacts

U ± Potentially adverse, but insufficient information

O ± Insignificant Impacts

The completed EIA matrix for the study is presented in Table 6.1.



Cadangan Pembangunan Projek Pendidikan Bagi SMK Julau NO.2, (30BD) Di Atas Lot 353, Block 3,

Jikang Land District, Sarawak Untuk Kementerian Pelajaran Malaysia EIA Report

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4.2 IMPACTS DURING THE INVESTIGATION STAGE

The potential environmental impacts during investigation stage relates to

individual studies conducted at site included topographical survey, perimeter

survey, soil and geotechnical investigations, and the EIA study.

4.2.1 Impacts on Flora

During EIA study, a majority of the current vegetation of the project site

had been cleared and land-filled. Currently, the project site is mainly

covered with rubber gardens and low bushes. It is unlikely to threaten any

species since almost all the species of trees, shrubs, climbers, and herbs

are expected to be of common and widespread in the any habitats

throughout Sarawak. Thus, no major impacts are expected.

4.2.2 Impacts on Fauna

The major activities during the site preparation and construction phase are

land clearing followed by drainage alteration. Land clearing will drive off

the avian fauna such as birds.

4.2.3 Impacts on Channel Diversion

An approximate 60mx12mx3m channel/channel diversion (Sg. Jikang)

design requires a multi-discipline approach as the effects of engineering

works may affect the ecology, fisheries and pollution within rivers. For this

project, the channel diversion works is not critical as the upstream of

diverted part of Sg.Jikang is dry a valley most of the time and the water

level at the diverted part of river is usually low, <2.0m depth during raining

season.

Some of the minor impacts of diverting Sg. Jikang may include the

followings:

y Minimal loss of aquatic and riparian habitats.

y Loss of stable (historical) geomorphological regime leading to

certain degree of erosion due to straightening of channel.

y May reduce the capacity of flood storage.





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y Improves drainage (minimizes flash flooding).

y Minor changes in sedimentation regimes.

y Enhances navigation and recreation.

y Changes of established landscapes and features.

y

Changes to historic landscapes.

4.3 IMPACTS DURING THE DEVELOPMENT STAGE

The bulk of the identified adverse impacts associated with the proposed project

occur during the development stage. Nevertheless, the various activities

associated with the development stage that are addressed in this section are not

exhaustive. These activities represent only the major contributors of the

potentially significant impacts.

Most impacts associated with this stage are mainly temporary in nature, lasting

as long as the construction activities themselves. Even though some of the

impacts may be rated as adverse, they are not expected to be of much

significance in the long-term. Thus, a greater emphasis focused on those

activities, which may cause irreversible changes to the existing environment.

4.3.1 Mobilization

Heavy machinery, equipment and construction materials needed by the

project would have to be mobilized to the site. Mobilization activities

would be an on going activity throughout the duration of the project

development, though it is expected that they would be concentrated during

the early stages immediately following the commencement of construction

activities. Some temporary and minor adverse impacts are expected due

to mobilization, which includes:

Short-term and localized traffic congestion due to the type of additionalvehicle passing through the area, i.e. long vehicles, trailers and slow

moving machinery. These will impede the movement of regular traffic

because of their relatively slow speed and difficulty in overtaking them

due to their lengths;

The safety of other road users and the general public;





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Particulate matters and smoke emissions;

Ambient noise level along the transport route may be elevated during the

mobilization exercise.

However, the attenuation of sound over distance will result in a

significant reduction of decibels (dbA) experienced by the affected

residents. Since most of the affected residential dwellings are within

500m from the transportation route, the noise level is predicted to be

above the recommended limit of 55dB (A) as shown in Table 4.1. It is

therefore, proposed that the transportation activities be carried out

during daytime only. This will significantly reduce the potential impact

due to accidents occurring at night.

Table 4.1: Predicted Noise Levels from Moving Trucks/Lorries

Distance From Source (m) Noise Level dB(A)

15 80

100 72

200 66

300 62

500 58

1000 52

4.3.2 Site Preparation

The project site was a secondary re-growth and grassland. Thus, site

preparation would entail site clearing and earthwork of the area. Site

clearing involves the removal of the existing vegetation cover at the

project site resulting in a number of environmental impacts such as the

destruction of the flora, fauna and associated habitat, exposure of surface

soil to the elements.

The potential impacts due to site clearing can be minimized by

constructing proper/effective perimeter drains, road beams and

progressive landscaping works for the project. The project site is located

on a hilly landscape, and thus the environmental impacts normally

associated with earthwork activities may include the followings:-





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o Erosion of loose surface soil results in an increase in sediment load

in the run-off water following rainfall events.

o Localized/flash flooding in adjacent areas following rainfall events.

o Potential generation of dust during the dry period as a result of wind

action on the exposed soil surface, as well as from soil material

dislodged from construction vehicles.

o Dislodged soil particles from the vehicles will result in dirty and

slippery public roads along the transportation corridor during rainy

period. This is particularly obvious at the entrance/exit point(s) of

the project site. Such condition is not just a nuisance but also

poses a danger to other road users.

o Generation of additional traffic along transportation corridor or

public road.

o Incremental sound pressure levels (dBA) in the vicinity. Table 4.2

indicates various construction equipment noise range level from

50ft distance. It is noticed that all the equipment and machinery

produced noise level more than 68 dB(A) to 108 dB(A) at the

distance of 50 ft.

4.3.3 Soil Erosion

Soil erosion is the gross amount of soil moved by raindrops detachment or

runoff. It may occur during site clearing and construction works. The

proposed development is located in a relatively low and flat land. Based

on the physical characteristics of land contour and type of soil, the project

site was regarded as a moderate erosion risk area with low risk of flood.

Soil erosion would result in sedimentation and an increase in turbidity inwaterways (especially Sg. Jikang). Therefore, mitigating measures must

be taken during land clearing, earthwork and construction stages.

Soil erosion was predicted to be moderate although the terrain is relatively

undulating and hilly. Finer soil particles may be washed into the

watercourses when it rains resulting in minor stream sedimentation. The





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impact is expected to be more significant during unusual heavy rainy

season. Siltation and sedimentation of the stream will increase potential

flash flooding in the low-lying areas by raising the streambed (especially at

downstream of Sg. Jikang). Moreover, sediment in rivers will affect river

hydrology, morphology, aquatic life and water quality. However, this

phenomenon is expected to be low.

Table 4.2: Construction Equipment Noise Range Noise Level at 15m,

dB(A)

60 70 80 90 100 110

Machinery/Equipment

Earth Moving

Compactors

Front Loader Backhoes

Tractors

Scraper graders

Pavers

Trucks

Material Handling

Concrete Mixers

Concrete Pumps

Mobile CranesDerrick Cranes

Stationery

Pumps

Generators

Compressors

Impact Equipment

Pneumatic wrenches

Jackhammers & rock drillsImpact pile drivers, peaks

Other

Vibrator

Saws

Source: U.S. Environmental Protection Agency, 1972.





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4.3.4 Establishment of Worker¶s Camp and Site Office

Temporary workers accommodation and site office may be erected to

accommodate the construction workforce. The main impacts of any

significance will be the generation of waste products from the camp.

These impacts are temporary in nature. The main forms of waste normallyassociated with construction campsite are:-

Solid Waste. This includes garbage, construction waste and other

waste matter from the temporary workers¶ accommodation and

construction works, and some of which are not biodegradable such as

plastics and aluminium cans. Accumulation or indiscriminate disposal

of such wastes could act as breeding ground for vectors and could

potentially contribute towards the proliferation of disease vectors, e.g.

mosquitoes and rats, and the spread of other diseases.

Oil & Grease. These could potentially result in water contamination

following spillage or improper disposal of used engine oils, fuels and

lubricants during the maintenance of vehicles.

Sewage from the Workers¶ Quarters and Site Office. The release of

raw sewage into nearby watercourse results in water pollution and the

propagation of disease vectors.

4.3.5 Construction of Infrastructures

Construction of infrastructure for the project includes the construction of

internal road network, the access road, drainage systems, water supply

system, telecommunication services, power supply, sewage reticulation

and treatment system, solid waste collection and disposal facilities. These

activities will involve the utilization of a large amount of construction

materials, heavy machinery and vehicles. The various activities normally

associated with the construction of infrastructure include excavation,

pilling, concreting, and laying of pipes and telecommunication cables and

the surfacing of the roads. Thus, the most significant impacts that may be

associated with infrastructure development are:

o Generation of additional traffic along the transport corridor.

o Soil erosion following the disturbance to surface soils.





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o General increase in ambient noise levels, exhaust emissions and

dust generation due to vehicle movement.

o Increase in commercial activities and job opportunities.

o Health and safety of the workers.

o Most of the above-mentioned impacts are temporary; significant

effects shall stop once construction activities stop.

4.3.6 General Construction

General construction includes the transportation of construction raw

material and personnel. It will involve such activities as piling, laying of

steel bars, BRC mesh and concreting, hoisting of construction materials

such as bricks. Heavy equipment and machinery, such as piling rig, will be

employed in the process. Most of the impacts are temporary in nature,

since the activities are for a limited period only.

Nonetheless, the impacts associated with general construction are similar

to that described in Sections 4.3.4 and 4.3.5 earlier, with the exception of

relatively more emphasis on the health and safety aspects of the activities.

Some potential health impacts that can be associated with the general

construction relates to the utilisation of foreign workers which may result in

an outbreak of communicable diseases such as tuberculosis, malaria,

venereal diseases and AIDS, despite the tight screening of new foreign

workers. Other problems faced by the construction workforce relates to

the intrinsic risk and occupational hazards associated with the

construction site with respect to the use of heavy equipment and

machinery.

4.3.7 Disposal of Construction Wastes

Construction activities will inevitably result in the generation of

construction waste. The waste material normally associated with

construction activities relates to the disused construction materials,

wrappings and containers. These materials, which often include broken

bits and pieces, comprise among others BRC mesh, steel bars, cement





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spills, concrete chipping, piping, hardware, bricks, sanitary ware, empty

cans, plastic sheets and wooden crates. Thus, an indiscriminate disposal

of these waste are normally associated with the degradation of the general

aesthetic environment, contamination of receiving water bodies, clogging

of drains and receiving streams and poses a danger to the workers and

the general public.

4.3.8 Traffic Obstruction

The construction activities such as transporting construction materials

(concrete, steel, sand, stone, premix, etc) and workers may inevitable will

cause hindrance to existing local traffic. For earthworks, approximately

280,000m3 of cut-and-fill (within project site) will be carried. In the worse-

case scenario, all these activities would generate not more than 50 vehicle

trips of inbound and outbound the project site daily during the entire

construction period.

The existing traffic count conducted at Julau Feeder Road and KJD Road

showed that the local traffic are operating at LOS ³A´ and during

construction stage, an additional of 100 trips(worse case scenario)

contributed to the traffic will still operating at LOS ³A´ whereby no

mitigation measure shall be applied during the construction stage.

4.3.9 Landscaping

The impacts due to the landscaping works are expected to be insignificant

because of the relatively secluded location of the proposed site.

Nevertheless, the impacts normally associated with landscaping activities

are 1) Aesthetically unfavourable conditions at project site, and 2) The

inevitable alteration to the landscape of the immediate areas following the

implementation of the project, from that of hilly landscape to typicalsecondary school features.





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4.4 IMPACTS DURING THE OPERATION STAGE

The impacts during the occupational stage relate to the various activities

associated with daily routine and functions of the communities, in addition to

product trading and services within the project area as well as its interaction with

neighbours.

4.4.1 Solid Waste and Biomass Collection and Disposal

The generation of solid waste will be one of the most significant aspects of

the operational stage of the project. It is estimated that an average of 0.85

kg/person of solid waste will be generated per day. Thus, the daily volume

of waste has been calculated to be around 765 kg per day (estimated 900-

population equivalent). Indiscriminate disposal of waste can adversely

affect the aesthetic aspects and surface water qualities near the projectsite. Further, the garbage may act as an actually conducive breeding

ground for some disease vectors, which could result in increased

incidence of communicable diseases.

4.4.2 Sewage Generation and Discharge

The proposed project is expected to generate an average of about 225m3

of sewage daily. The estimation was based on the projected design flow

of 250 litres per person per day, for an estimated population equivalent(PE) of 900 individuals when the development is fully occupied. As such,

raw sewage with a typical chemical composition as shown in Table 4.3

could potentially pollute the environment. Typical raw sewage has a BOD5

and suspended solids of 250mg/L and 300mg/L, respectively.

Table 4.3: Typical Chemical Composition of Untreated Sludge

ItemUntreated Primary Sludge

Range TypicalTotal Dry Solids (TS) % 2.0 ± 8.0 5.0

Volatile Solids (% of TS) 60 ± 80 65

Grease & Fats (ether-soluble, % of TS) 6.0 ± 30.0 -

Protein (% of TS) 20 ± 30 25

Nitrogen (N, % of TS) 1.5 ± 6.0 4.0

Phosphorus (P2O5, % of TS) 0.8 ± 3.0 2.0





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Potash (K2O, % of TS) 0 ± 1.0 0.4

Cellulose (% of TS) 8.0 ± 15.0 10.0

Iron (not as sulphide) 2.0 ± 4.0 2.5

Silica (SiO2, % of TS) 15.0 ± 20.0 -

pH 5.0 ± 8.0 6.0 Alkalinity (mg/l as CaCO3) 500 ± 5000 600

Organic Acids (mg/l as HAC) 200 ± 2000 600

Thermal content (KJ) 14 ± 23 16.5*

Source: Wastewater Engineering, 2nd Edition: (* Based on 65% volatile matter)

4.4.3 Future Traffic Impact

Traffic impacts study is an important consideration for any community

when a significant development is proposed. A properly developed trafficimpact study can provide the factual basis for good decision-making and

facilitate the timely implementation of necessary improvements. The

purpose of conducting the traffic impacts study was to carry out existing

traffic conditions and future traffic characteristics with the development in

place, and to evaluate the impacts of future traffic on the access roads

from the proposed project site to (1) Julau Town located 4 km away from

project site, (2) Jalan KJD (Kanowit, Julau, Durin) that intersects Jalan

Julau or Julau Feeder Road at 1 km away from project site, respectively.

Specific traffic volume counts were recorded at J1, J2 and J3 (seeFigures 3.18 and 3.19).

The proposed project (SMK Julau No.2) is currently under detailed design

stage and for the purpose of carrying out this study, it was assumed that

the construction works for this secondary school would commence by 15

August 2008 and be completed in 14 November 2010. The traffic was

projected ten (10) years from the year of construction completion, i.e. up

to 2020, which was used as the horizon year for traffic assessment.

Generally, the scope of work required for this traffic impact assessment

study encompassed the followings:

To carry out morning and afternoon peak-hour traffic surveys at the

major junctions along the routes that the construction vehicles travelled

(access roads from construction site situated 4 km southwest of Julau

Town centre (to both Julau Town centre and Jalan KJD junction).

To estimate the project future traffic using average growth rates.





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To carry out roadway capacity analysis for the routes and junctions

that were involved in this new secondary school (SMK Julau No.2)

based on the capacity analysis criteria of ³2000 Highway Capacity

Manual (HCM)´.

To recommend the required lane configurations at intersections to

ensure that the roads and their intersections are within acceptable

Level-Of-Service (LOS).

4.4.3.1 Road Capacity Analysis

The capacity analysis was carried out to determine the existing

operating traffic performance or Level-Of-Service (LOS) along the

access roads between Proposed SMK Julau No.2 (Julau Feeder

Road/Jalan Jikang) to (1) Julau Town center situated 4km away fromproposed site; (2) Sibu/Sarikei/Bintangor as well as to assess and

analyze the potential impacts as a result of an increase in traffic

volumes generated from the sites/work zones and from passing-by

traffic, i.e. background traffic.

Unsignalised capacity analyses of the T-junctions were conducted to

determine the level-of-service (LOS) or traffic flow conditions of the

peak hour traffic along the site. All these capacity analyses were in

compliance with the criteria of Basic Freeway Highways in ³2000

Highway Capacity Manual (HCM)´ published by the Transportation

Research Board, Washington D.C., 2000, as described in Table 4.4

and Table 4.5. The general relationship used to compute the service

flow rate for a two-lane highway under the prevailing roadway and

traffic conditions is as follows:

SFi = 2,800 x (v/c)i x f w x f d «««««««««« (1)

where: SFi = total service flow rate (pcph) in both directions for prevailing roadway and traffic conditions, for level-of-

service i;

(v/c)i = ratio of flow rate to ideal capacity for level-of-service i;

f w = adjustment factor for narrow lanes & shoulder width;

f d = adjustment factor for directional distribution of traffic





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Table 4.4: Level-Of-Service Criteria for Basic Freeway Segments

ree-F low Speed = 55 mi/h (Limited Speed = 90km/h)

CriteriaLOS

A B C D EMax Density (pc/mi/ln) 11 18 26 35 41

Max Speed (mi/h) 55.0 55.0 54.9 52.9 51.2

Max v/c 0.29 0.47 0.68 0.88 1.00

Max Service Flow Rate (pc/h/ln) 600 990 1430 1850 2100Source: ³Highway Capacity Manual (HCM) 2000´ published by the Transportation Research

Board, National Research Council, Washington D.C., 2000.

Table 4.5: Definitions: Level-of-Service (LOS)

LOS Criteria Expected Delay toMinor Street Traffic

A

F ree flow, where motorists are virtually unaffected by the presence of others in thetraffic stream. F reedom to select desired speed and manoeuvrability are high.

Little or no delay

B

I n the range of stable flow. Presence of other users in the traffic stream is more noticeable.Speed is unaffected, but there is a slight declinein manoeuvrability.

Short traffic delays

C

I n the range of stable flow but beginning of therange of flow in which motorists are affected by others in the traffic stream. Both speed and manoeuvrability are affected.

Average trafficdelays

DHigh density but stable flow. Speed and freedom to manoeuvre are severely restricted.

Long traffic delays

E

O perating conditions at or near capacity or saturation level. All speeds are low and flow is

unstable. F reedom to manoeuver is extremely difficult.

Very long trafficdelays

F Breakdown or forced flow. -

Source: ³Highway Capacity Manual (HCM) 2000´ published by the Transportation Research

Board, National Research Council, Washington D.C., 2000.





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Capacity analysis for each Level of Service A to E was computed in

Figures 4.1- 4.3. LOS ³E´ is the maximum capacity of the road

under prevailing roadway condition and can still be considered

acceptable during peak hour periods. Meanwhile, LOS ³F´ is the

worst service of traffic flow conditions, which can be considered as

³Breakdown´ or ³Forced Flow´.



Cadangan Pembangunan Projek Pendidikan Bagi SMK Julau NO.2, (30BD) Di Atas Lot 353, Block 3, Jikang Land Dis

Pelajaran Malaysia

ABC Sdn Bhd

Figure 4.1: Total Existing Morning and Evening¶s Peak Hours Traffic Volume and Each LJulau or Julau Feeder Road Intersects Road to Project Site) in Passenger Car Per Hour

Unit Per Hour (PCUPH).

J1




Pelajaran Malaysia

ABC Sdn Bhd

Figure 4.2: Total Existing Morning and Evening¶s Peak Hours Traffic Volume and Each LKJD Intersects Jln Julau or Julau Feeder Road) in Passenger Car Per Hour (PCPH) Pass

(PCUPH).

J2




Pelajaran Malaysia

ABC Sdn Bhd

Figure 4.3: Total Existing Morning and Evening¶s Peak Hours Traffic Volume and Each LJulau or Julau Feeder Road Intersects Road to Julau Town Center) in Passenger Car Pe

Car Unit Per Hour (PCUPH).

J3





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4.4.3.2 Projection of Future Traffic

It is envisaged that traffic created during the construction phase does

not really produce any inconvenient and any worsening scenario to the

surrounding traffic routes. The traffic augmentation cannot be avoided

after the Proposed SMK Julau No.2 accomplished, in view of likelihoodthat the construction of this secondary school would generate higher

number of traffic capacity with prediction of higher yearly rate of 8%

which is taking account ad future traffic growth along the Jalan Julau or

Julau Feeder Road.

Based on the equation and the existing roadway characteristics, the

maximum service flow rates for all LOS for proposed road during the

morning and afternoon peak hours have been computed and are

presented in Table 4.6 below.

Table 4.6: Summary of Capacity (Junction J1-J3)

J1Junction

ActualService Service Flow Rate LOS

Flow Rate(PC/H/LN) LOSA LOSB LOSC LOSD LOSE

C80 4000 4000 4000 4000 4000

(v/c) 0.15 0.248 0.358 0.462 0.525

f w 1 1 1 1 1f d 0.95 0.95 0.95 0.95 0.95SF 600 990 1430 1850 2100Peak hour factor 0.95 0.95 0.95 0.95 0.95

Existing (2009) AM Peak 63 A PM Peak 64 A

Future

(2020) AM Peak 140 A PM Peak 142 A

Note:J1 = T-Junction (Jalan Julau or Julau F eeder Road I ntersects Jalan SMK Julau No.2).







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It is apparent from Table 4.6 that traffic were operating at LOS ³A´

during both the morning and evening peak hours at T -junction J1, J2,

and J3 and these traffic volumes may not able to achieve further

service of flow, LOS ³B´ after ten years of estimation. With the future

projected traffic, only intersection J3 would be operating at the worst

criteria among other traffic junctions with LOS ³A´ although applied 8%of traffic forecasting growth rate until year 2010 during the morning and

evening peak hours traffic. The highest traffic capacity estimation will

only reach approximate 278 pcph by year 2020, and LOS ³B´ can only

occur by year 2030 on that particular traffic junction (J3).

4.4.3.3 Unsignalised Intersection Capacity Analysis

The capacities of the proposed intersections have been analysed to

determine their future operational performance and level -of-service

(LOS). LOS criteria for unsignalised intersections were based on

reserve, or unused, capacity of the lane in question. Table 4.7 lists the

LOS criteria for an unsignalised intersection, which was determined by

the computed or measured control delay defined for each minor

movement. The capacity of a particular lane was estimated based on

conflicting traffic flows and the length of traffic gap needed to

accommodate the subject movements. The reserve capacity is equal

to the estimated capacity of the lane, minus the traffic volume of the

lane.

Table 4.7: LOS Criteria for Unsignalised Intersection

Reserve

Capacity

(PC/H)

LOSExpected Delay to Minor Street

Traffic

> 400

300 ± 399

200 ± 299

100 ± 199

0 ± 99

*

A

B

C

D

E

F

Little or no delay

Short traffic delays

Average traffic delays

Long traffic delays

Very long traffic delays

*

*When demand volume exceeds the capacity of the lane, extreme delays will be

encountered with queuing which may cause severe congestion affecting other

traffic movements in the intersection. This condition usually warrants improvement

to the intersection.

Source: ³Highway Capacity Manual (HCM) 2000´ published by the Transportation

Research Board, National Research Council, Washington D.C., 2000.





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Table 4.8: Summary of Unsignalised Junction Capacity Analysisfor Project Assess Road to KJD Road in Future (2020)

JunctionPeak

Hour

Project Assess

Road Left-Turn

Project Assess

Road Right-Turn

PCPH Cr LOS PCPH Cr LOS

J3 AMPM 3339 <400<400 B A 7277 <400<400 A APCPH - Passenger Cars per Hour Cr - Reserve CapacityLOS - Level-of-Service

The capacity of the T-junction from the project site to KJD Road was

analysed based on the above criteria and the results are presented

in Table 4.8. KJD Road is considered as a major street and the

project assess road are considered as minor street. According to

Highway Capacity Manual 1985, Special Report 209 (Washington,

DC: Transportation Research Board), the flow relationship for two-

lane highways under an ideal condition and average spe ed of 90

km/h, the volume of vehicle shall be taken as approximately 750

pcph. Thus capacity of lane of 750 pcph shall be adopted for the

calculation of reserve capacity for the unsignalised junction for this

project.

Upon the completion and full utilisation of the project, it is anticipated

that traffic from the project site may not experiences any delay due

to average amount of traffic moving along Jalan KJD and Julau

Feeder Road during the peak hours.

4.4.3.4 Conclusion

This traffic study aimed to carry out future traffic projection and to

evaluate the impacts of future traffic on the access roads and T-

junctions/intersections that connecting from Proposed SMK Julau

No.2 to Julau - Sarikei/Sibu Junction and to Entabai/Julau Town

center located 4km away from project site. The assessment year is

Year 2020, which is ten (10) years after the assumed completion of

the proposed road in Year 2010. It is anticipated that the opening up

of the lands along the proposed secondary school (SMK Julau No.2)

would encourage future development and hence, Traffic for Year

2020 was estimated based on 8% average growth rate compounded

annually from Year 2010.

From the results of the capacity analysis, it can be revealed that the

access road would not be short of capacity during the construction





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phase, which would not cause any traffic difficulty or other worsen

circumstances to its surrounding. The capacity analysis results show

that simple T-Junction J1, J2, and J3 are having free flow, where

motorists are virtually unaffected by the presence of others in the

traffic stream. The vehicle users are free to select desired speed and

manoeuvrability during morning and evening peak hours, means that

the existing lanes and traffic systems are adequate to facilitate such

service of flow in future ten years. Since these three T -junctions(J1,

J2, J3) were projected to have free flow during the morning and

evening peak hours and the installation a traffic signal or other traffic

control systems can be avoided. Upon the completion of all those

traffic systems, it is anticipated that traffic from the project site would

experience no traffic delays during peak hours for the worst-case

scenario.

4.4.4 Maintenance of Utilities, Amenities and Services

The utilities, amenities and services provided as part of the development need

regular maintenance during the lifetime of the project to ensure that it continue

to function optimally for the convenience of the institute staffs and students, its

residents and the general public. The maintenance activities which include

among others grass cutting, carpentry work, desludging of sewage treatment

system, etc., are not expected to result in any significant adverse

environmental impacts apart from the exposure of maintenance workers to

injuries during the course of their duties. The impacts normally associated

with the maintenance activities are generally positive. These impacts include

additional employment opportunities and general improvement in the health

and safety of the residents and general public.

4.4.5 Occupation of the Project

The physical activity of moving into the newly completed premises and

dwellings involves the transportation of office equipment, furniture and

personal effects from the existing premises or house to the site. Although

lorries/trucks will be utilised in the exercise it is not expected to contribute any

significant impacts because the process will occur over a period of time, at the

convenience of the premises staffs and it¶s occupants, following the issuance

of certificate of fitness by the authorities.





4.5 PROJECT ABANDONMENT

4.5.1 Abandonment Stage

Project abandonment may occur at any time during the project

implementation. As such, the nature of impacts would be dependent on the

stage at which it occurs. In the unlikely event that the project has to beabandoned, it will result in financial loss to the government, loss of education

location to cater for the community needs, potential site for anti-social

activities and potential habitat for pest and disease vectors.

The worse case scenario could be the site be abrupt abandonment of project -

leaving neglected structures, construction debris and overgrown vegetation ,

which will not only be aesthetically unpleasant but also poses potential

hazards to the unsuspecting (general) public.

4.6 POSITIVE IMPACTS

The positive impacts associated with the successful implementation of the project

include:-

y A modern and well-equipped secondary level educational place to cater for

national needs.

y Assist in the spreading of inner town-traffic from the town centre to the outer perimeter of the town limit by facilitating the decentralisation of urban

development, thus minimising future risks of massive traffic problem in the

town centre.

y Employment and business opportunities for those involved in the construction

and property sectors. Considering the current economic slow down the

project is an important contributor, albeit in a small way, to the general well

beings of the local economy.

y Optimal utilisation of existing resource s.

Documents

EIA Chapter 4