MINISTRY OF PUBLIC WORKSDIRECTORATE GENERAL OF HIGHWAYSTechnical Assistance for the Preparation of ther Strategic Roads Infrastructure Project (SRIP) E1336VOL. 1STRATEGIC ROADS INFRASTRUCTURE PROJECTFinalENVIRONEMNTAL AND SOCIALASSESSMENT MANAGEMENT PLAN(ESAMP)- Zgtrategic Ro ute-s --t- I~~~~~~WPItentoaK.-~~.xCe, ^ ~~~~~~~~~~~- rF. j i L w :: -- oPT Eskapindo MatraFebruary 2006 PT Wiranta Bhuana RayaPT Herda Carter Indonesia! r

The Information for this ESAMP is contained in twovolumes:Volume 1: The ESAMP report (which also contained theLARF).Volume 2: Summary of LARAP and Tracer Studies carriedout for sub-projects in Annual WorksProgramme 1.

IVolume 1:The ESAMP report(which also contains the LARF)I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

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Strategic Road Infrastructure Project (SRIP) ESAMPTable of Contents1 Overview of the Environmental and Social Assessment and ManagementPlan (ESAMP) ..................................... 11.1 Introduction .................................... I1.2 Project Background .................................... 31.3 Summary of the Proposed SRIP Program .................................... 32 Policy, Legal and Administrative Framework .................................... 582.1 Proposed SRIP Organization and Implementation Arrangements .................... 582.2 Project Management and Implementation Support ........................................... 582.3 Roles of Other Organizations and Participants ................................................. 612.4 Relevant World Bank Safeguard Policies and Procedures ............................... 622.5 Relevant Gol for Environmental and Social Management Policy ................... 683 Description of Proposed Subproject Areas .................................... 773.1 Description of the Proposed Subprojects ................................................... 773.2 Additional Land Acquisition for Intersection ................................................... 773.3 Description of the Proposed Subproject Areas ................................................. 783.4 The North Java Transport Corridor (NJTC) ................................................... 893.5 General Environmental Conditions of the AWP-I Subproject Areas ............... 894 Predicted Environmental and Social Impacts ................................... 904.1 World Bank Environmental Categories ................................................. 904.2 Recommended Approach for Environmental Screening .................................. 914.3 Project Summary ................................................. 954.4 Target Population and Benefits ................................................. 954.5 Subproject-Specific Impact Assessments ................................................. 964.6 Strategic and Cumulative Impact Assessment ................................................ 1004.7 Summary of Impacts and Lessons Leamed from Related Projects ................ 1004.8 Predicted Types of Environmental and Social Impacts .................................. 1064.9 Predicted Types of Impacts on the Physical Environment ............................. 1074.10 Predicted Types of Impacts on the Human Environment ............................... 1095 Analysis of Alternatives ................................................. 1155.1 National Background to the Road Component ............................................... 1165.2 Trans-Java Highway (Toll Road) ................................................. 1165.3 Evaluated Subproject-Specific Alternatives ................................................. 1185.4 Alternative Design and Construction Considerations ..................................... 1216 Environmental Screening and Management .................................... 1226.1 Summary Results and Recommendations ................................................. 1226.2 Recommended Approach to Environmental Management ............................. 123Environmental and Social Assessment and Management Plan (ESAMPFebruarv 2006

Strategic Road Infrastructure Project (SRIP) ESAMP6.3 Roles and Responsibilities for Environmental Management .......................... 1237 Stakeholder Consultation ............................................................. 1277.1 World Bank Guidelines .1277.2 Summary of Government of Indonesia Stakeholder Consultation Process 1277.3 Consultation for AMDAL Preparation .1287.4 Public Disclosure .1317.5 Recommended Approach for Stakeholder Consultation .1318 Acquisition and Compensation for Land and Buildings . .1378.1 World Bank Guidelines .1378.2 Government of Indonesia Approach to Compensation .1378.3 Recommended Approach for Land Acquisition and Compensation. 1408.4 Formulation on Choices of Compensation and Grouping of Eligible PAP.... 1429 Resettlement and Treatment of Displaced Persons . .1439.1 World Bank Guidelines .1439.2 Government of Indonesia Approach to Resettlement .1449.3 Recommended Approach for Resettlement .14510 Monitoring ..14710.1 Responsibility for Monitoring .14710.2 Timing and Regular of Monitoring .14810.3 Methods of Monitoring .14810.4 Monitoring Reports .14811 Action Plan for Implementing the ESAMP . . .15011.1 Overview .15011.2 Scope of Environmental Activities .15011.3 Screening of SRIP Subprojects .15211.4 Preparation of Management and Monitoring Reports for SRIPSubprojects .15311.5 Environmental Input into the Design Process for all Subprojects .15611.6 Liaison with Bapedalda for all Subprojects .15711.7 Liaison and Guidance Role of the CTC on Environmental Matters. 15811.8 Environmental Participation in any Feasibility Studies .15811.9 Preparation of Further Studies for SRIP .15811.10 Decentralization and Linkages to Central and Provincial Government . 158Environmental and Social Assessment and Management Plan (ESAMP iiFebruary 2006

Strategic Road Infrastructure Project (SRIP) ESAMPList of TablesList of Acronyms ................ viiTable 1.1 Summary of the SRIP Environmental and Social Assessmentand Management Plan (ESAMP). 2Table 2.1 Roles and Responsibilities of SRIP Implementing Agencies andConsultant Teams .60Table 2.2 Roles and Responsibilities of other Project Participants .61Table 2.3 Summary SRIP Safeguards Approval and Disclosure Requirements .63Table 2.4 Summary Approach for Applying Relevant World Bank OperationalProcedures (OP) and Directives (ODs) .67Table 2.5 Air Quality Standards For Indonesia .68Table 2.6 Noise Level Standards For Indonesia .69Table 2.7 Water Quality Standards (Domestic Well) .69Table 2.8 Water Quality Standards (Rivers Categories II) .70Table 3.1 Summary Impact Screening Results for Proposed Subprojects in SRIPAnnual Work Programs 1-3 .79Table 3.2 Daily Traffic Flows and Composition, All Inter-Urban BettermentSubprojects .82Table 3.3 Daily Totals and Peak Flows for Inter-Urban Betterment Subproject(Years 2004, 2007 and 2017) .83Table 3.4 Additional LARAP Services for Intersection .84Table 3.5 Summary of AWP-1 Candidate Subprojects .86Table 4.1 Screening Criteria for Road and Bridge Projects Which RequireAMDAL or UKL/UPL Studies .94Table 4.2 Relative Importance of Evaluated Environmental Parameters .97Table 4.3 Summary of Key Lesson's Learned from SURIP and NJRIP than areRelevant to SRIP Environmental and Social Impact Management .101Table 4.4 (i) ROW requirements AWP-1 .110Table 4.4 (ii) Summary of ROW Land Acquisition Requirements and Related SocialImpacts, SRIP AWP-1 .112Table 5.1 SRIP Summary Route Option AWP -1 .120Table 7.1 Summary of Environmental Public Consultation for SRIP Sub Project .129Table 8.1 General Approach to Land Acquisition and Resettlement .140Table 9.1 Recommended Approach to Resettlement Activities .146Table 11.1 Summary of Proposed SRIP Environmental Management andMonitoring Roles and Responsibilities .151Table 11.2 Standard Outline for Environmental Impact Assessment (AMDAL),Environmental Management and Monitoring Plans (RKL/RPL) .154Table 11.3 Standard Outline for Environmental Management Procedures andEnvironmental Monitoring Procedures Report (UKL/UPL) .155Table 11.4 Standard Outline for a Land Acquisition and Resettlement Action Plan(LARAP) .156Environmental and Social Assessment and Management Plan (ESAMP iiiFebruary 2006

Strategic Road Infrastructure Project (SRIP) ESAMPList of FiguresFigure 1.1 Route of Map - JI. Cut Meutia Bekasi .............. ................................ 4Figure 1.2 Route of Map - Jalan Daanmogot ...............................................5Figure 1.3 Route of Map - Demak Bypass .............................................. 6Figure 1.4 Route of Map - Semarang Northern Ring Road .............................................. 7Figure 1.5 Route of Map - Brebes - Tegal Bypass ............... ............................... 8Figure 1.6 Route of Map - Ngawi Ring Road ...............................................9Figure 1.7 Route of Map - Palmerah Ring Road Jambi .............................................. 11Figure 1.8 Route of Map - Bandar Lampung Bypass ..................... ......................... 12Figure 1.9 Route of Map - Soekamo Hatta Pekanbaru .............................................. 13Figure 1.10 Route of Map - Palembang Western R.R ................... ........................... 15Figure 1.11 Route of Map - Cianjur Ring Road ............ .................................. 16Figure 1.12 Route of Map - Cilegon Pasauran .............................................. 18Figure 1.13 Route of Map - Boyolali Kartosuro ............. ................................. 21Figure 1.14 Route of Map - Kabuyutan Bridge .............................................. 24Figure 1 .15 Route of Map - Pejagan Losari .............................................. 25Figure 1.16 Route of Map - Pemalang Pekalongan ............... ............................... 27Figure 1 .17 Route of Map - Semarang Bawen .............................................. 31Figure 1 .18 Route of Map - Semarang Demak .............................................. 36Figure 1.19 Route of Map - Pasuruan Pilang .............................................. 40Figure 1.20 Route of Map - Widang Lamongan .............................................. 47Figure 1.21 Route of Map - Karangampel Cirebon ............... ............................... 48Figure 1.22 Route of Map - Karawang Bypass .............................................. 54Figure 1.23 General Schedule .............................................. 56Figure 2.1 SRIP Organization Chart .............................................. 59Figure 2.2 Indonesia Forest Map .............................................. 73Figure 3.1 Linkage in North Java Transport Corridor ..................... ......................... 88Figure 4.1 Environmental Screening Process .............................................. 93Figure 5.1 Planned Trans Java Highway (Toll Road) ......................... ..................... 117Figure 6.1 Propossed SRIP Process for Progressively Assissing, Reviewing andDocumenting Subproject Impacts and Management Measures .124Figure 6.2 General Relationship of Environmental Activities and Typical Sequenceof Civil Works .......................... 126Figure 7.1 Stakeholder Consultation Procedures ........................... 132AppendicesA. List of Report Preparers, References and Related Sub-Project ReportsB. Recorded Local Coordination and Consultation MeetingsC. Summary Screening ReportD. Policy Framework for Land Acquisition and ResettlementEnvironmental and Social Assessment and Management Plan (ESAMP ivFebruary 2006

Strategic Road Infrastructure Project (SRIP) ESAMPE. Proposed Standard Operating Procedures (SOPs) and Monitoring FormsF Execitive Summary Reports of sub proyek required AMDALG Summary of the Land Acquisition for SRIP Sub Project in AWP - IEnvironmental and Social Assessment and Management Plan (ESAMPFebruary 2006

Strategic Road Infrastructure Project (SRIP) ESAMPList of AcronymsAMDAL (EIA) Environmental Impact AssessmentARMS World Bank-funded Automated Road Management systemAWP Annual Work ProgramBAPEDALDA Local Environmental Impact Management AgenciesBINTEK Directorate of Technical Affairs, DGHBMS Bridge Management SystemBP World Bank "Bank Procedure"BPN National Land Administration AgencyCTC Core Team ConsultantDGH Directorate General of HighwaysDinas PU / Praswil Provincial Public Works DepartmentsDRI Directorate of Regional InfrastructureRDSC Regional Design and Supervision ConsultantsEA Environmental AssessmentEIRR Economic Interest Rate of RetumEMP Environmental Management PlanESAMP Environmental and Social Assessment and Management PlanFIDIC Federation Intemationale Des Ingenieurs - ConseilsGOI Government of IndonesiaIBRD Intemational Bank for Reconstruction and DevelopmentICB International Competetive BiddingIRMS Integrated Road Management SystemISEM Institutional Strengthening in Environmental ManagementKepMen Minister DecreeKepPres President DecreeLARAP Land Acquisition and Resettlement Action PlanNCB National Competitive BiddingNGO Non Government OrganizationNOL No Objection LetterOP Operational Procedure (World Bank)PICs Public Information CentersEnvironmental and Social Assessment and Management Plan (ESAMP viFebruary 2006

Strategic Road Infrastructure Project (SRIP) ESAMPPIUs Project Implementation UnitsPMU Project Management UnitP3JJ Provincial Project Design and Supervision UnitsUKL / UPL Environmental Management Procedures / EnvironmentalMonitoring ProceduresRePPProT Regional Physical Planning Program for TransmigrationRKL / RPL Environmental Management Planning / Monitoring PlansROW Right-of-waySESIM Strengthening Environmental and Social Impacts ManagementSIA Social Impact AssessmentSK Letter of Decree / Recommendation)SOP Standard Operating ProceduresSURIP Strategic Urban Roads Infrastructure ProjectSRIP Strategic Roads Infrastructure ProjectSRRP Sumatera Region Roads ProjectTOR Terms of ReferenceEnvironmental and Social Assessment and Management Plan (ESAMP viiFebruary 2006

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Strategic Road Infrastructure Project (SRIP) ESAMP1. Overview of the Environmental and Social Assessment and Management Plan(ESAMP)1.1 IntroductionThis document is based on the principle environmental and social recommendations developedduring the project preparation studies for the Strategic Roads Infrastructure Project (SRIP). Thisdocument is further based on the Environmental Management Plan (EMP) that was completed inMay 2004 and approved by the Government of Indonesia and the World Bank for the on-goingEastern Indonesia Region Transport Project (EIRTP-2) to address similar needs.The general contents of the ESAMP are as follows, as summarized in Table 1.1:* Types of proposed subprojects* Environmental and social overview of the project areas* Environmental screening* Stakeholder consultation* Resettlement and treatment of all affected stakeholders* Acquisition and compensation for land and buildings* Monitoring* Implementation Action PlanThis document includes an outline of the following:* Current Government of Indonesia (GOI) regulations and procedures,* Recommended World Bank processes, Operational Guidelines and Procedures,* The approaches adopted under the World Bank-funded Institutional Strengthening inEnvironmental Management (ISEM) and Strengthening Environmental and SocialImpacts Management (SESIM) Projects, and* The approaches adopted under the on-going World Bank-funded Eastern IndonesiaRegion Transport Project (EIRTP) and Sumatera Region Road Project (SRRP)Some of the key issues have then been defined and a suggested approach outlined which aims toreconcile the potentially different approaches. A recommended approach has then been outlinedwhich has usually involved a refinement and amendment of one of the previous approaches tobest meet current project needs and capabilities.Environmental and Social Assessment and Management Plan (ESAMP) 1February 2006

Strategic Road Infrastructure Project (SRIP) ESAMPTable 1.1 Summary of the SRIP Environmental and Social Assessment andManagement Plan (ESAMP)The ESAMP was prepared by the Directorate General of Highway (DGH) and its' consultantteam during the preparation studies for SRIP. It is a blending together of the existingGovernment of Indonesia Regulations with guidelines from the World Bank.The "ESAMP" provides a set of procedures for the following:Environmental Screening: Incorporates existing screening processes to ensure that all sub-projects that may have some environmental impacts are covered by the appropriateenvironmental mechanism:* SOP (Standard Operating Procedures)* UKL/UPL (Environmental management and monitoring Procedures report)* AMDAL (Environmental Impact Assessment). LARAP (Land Acquisition and Resettlement Action Plan)Stakeholder Consultation: This sets out the general principles of Stakeholder Consultation toensure that all affected stakeholders are informed at the earliest opportunity of any roadproposals within the area. Those families directly affected are consulted and appropriate surveycarried to determine potential impacts. The consultation process will be transparency to allstakeholders. NGO's and other group will be involved.Acquisition and Compensation for Land and Buildings: The principle is that for all landand buildings required for the road construction, PAP will be compensated based on openmarket value or replacement value of land and buildings. Categories of PAP can be grouped into :I. those who have legal land certificate, girik, or adat title (individual or communal);2. those who occupy land in a residential, commercial, or industrial zone in the Project area,but do not hold a certificate or legal title;3. those who occupy public land on sites such as rivers, roads, parks, or other public facilitiesin the Project area; and4. those who are rentersResettlement and Treatment of all affected Stakeholders: This section ensures that all familiesdisplaced by the subprojects will be given the opportunity to be resettled by the Government.Where over 200 individuals are displaced, a LARAP will be prepared to ensure that all familiesare fairly compensated and treated. A simplified LARAP would be prepared for subprojectsdisplacing less than 200 persons.Monitoring: A system of regular monitoring of all the processes and activities included in theESAMP will be prepared in consultation with key stakeholders.Implementation Action Plan: The key environmental institution at the localgovernment level is the Bapedalda, who are responsible for a range of activitiesassociated with ESAMP implementation.Environmental and Social Assessment and Management Plan (ESAMP) 2February 2006

Strategic Road Infrastructure Project (SRIP) ESAMP1.2 Project BackgroundRoad transport is the dominant mode of transport in Indonesia, carrying almost 90% of all traffic.Much of this road traffic is carried on the strategic national road network. As a result, there are anumber of bottlenecks on both the strategic urban and inter-urban highway network, which areseriously effecting economic growth in the larger cities and along major development corridors.Therefore, the primary objective of the planned Strategic Roads Infrastructure Project (SRIP) isto strengthen the strategic national road network in key areas of the main islands of Java andSumatera through a prioritised road investment program. A secondary objective is to improvemechanisms which assist provincial and local governments to efficiently plan and manage theirroads under the country's decentralized system of government.The selection of SRIP priority road links and subprojects was based upon criteria agreed withboth the Government of Indonesia and the World Bank and includes:* Viability in terms of economics (at least 15% Economic Interest Rate of Return)* Status of the projects in particular to land acquisition and/or resettlement issues* Start date for the loan and need for projects to be ready* Meets national and / or regional economic development needs* Is part of an overall strategic route investment programmeProject location maps are provided as Figure 1.1 - 1.22. Subproject summary details areprovided in Appendix C.1.3 Summary of the Proposed SRIP ProgramAs currently proposed, SRIP will involve a prioritized investment program of "urban" and "inter-urban" road subprojects. The road subprojects are categorized as urban or inter-urban accordingto standards applied in Indonesia, which is based on the political administrative areas in whichsubprojects are located and not by relative population density.The civil works that are currently being proposed under SRIP consist of the following:I Betterment of approximately 199.65 km of roads, of which about 33.85 kilometres (km) areurban roads and 165.80 km are inter-urban roads.2. Al so maintenance program about 98.00 km effectively.3 Capacity expansion of approximately 190.06 km of roads of which about 63.55 km areurban roads and 126.51 km are inter-urban roads.4 Construction of new roads on new right-of way of approximately 75.80 km, of which about64.33 km are urban roads and 11.47 km are inter-urban roads.5 Construction of approximately 800 metes of bridges on inter-urban roads.Environmental and Social Assessment and Management Plan (ESAMP) 3February 2006

Strategic Road Infrastructure Project (SRIP) ESAMPEnvironmental and Social Assessment and Management Plan (ESAMP) 4February 2006

REPUBLIC OF INDONESIA Figure 1 - I SUB PROJECT PROVINCEMINISTRYOFPUBLICWORKS ROUTE MAP JL. CUT MEUTIA BEKASI WEST JAVAr7%J DIRECTORATE GENERAL OF HIGH%,VAYW LDUREfilAYA7-A',q Senrra PoPe"'Tina.i.1, 9glimalanqCenirc)B E K A S ErjD,-IF PPI:,.IE".Tpkuj:MARGAHAYU '33 e.P4, IsMARGAiiAYUMARGAJAYA:JjuIr""I P,, r-"RestiksMARGAHAYU SDS'.Jqr' C' A pz&'e. T. 7f,. ry A %START UF PRWE CT0 -000 %:r anq, 7y-jten rA s --7KO-P C C.rp'lvc'--eh PUSEPANIANGIAYAiff.'Aa.'8.7 w 1PENGASIIIANJAYA:41 pan;ang04lNu 4-C.7"plardmaI SEPANIANGIAYAS, V)ESERSONALTransterDiredorygCheppAPetaBAKOSURTAN&RECOMMENDEDW-lXlCLI MeLtia,BekasiCLtMLtahBek&mFigMI 2

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REPUBLIC OF INDONESIA FIGURE 1 -2 SUB PROJECT PROVINCEI s . MINISTRY OF PUBLIC WORKS ROUTE MAP JALAN DAAN MOGOT D.K.I. JAKARTADIRECTORATE GENERAL OF HIGHWAY-e . , , I., I. - . * . .I, iE . M . ' ' * .. KECAMATAN CENGKARENG >ii IKr--?AIATAN CENGKARENG 7 * ' , - -4. *I,I- . , t. tELUA4HAJN KE0AAII!CKA0ANGKE - -V 'KELUVAHArJEL A R .' / e 7 * /-/ ZI~~~~~~~~~4 KELURAHAPN V\1J1AYAKU)SUIPAe> tX __l, ] *- * * w x | * .97 ~~~~~~~~~KECAMATAN GRor2OLPETAMBURAN. j """ ,' t / . | ' Kr1Junz- ! w | 1 < , '., , ] - - .~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~I , r w I I - -i . . . KPRANGTFNGAH PR'\NDON . ' jI'sELIJRAhIAfl WtAR,91JGrO ,( ,, l ,,, 0SLII.~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~1' -,> - : , , * ', . CT--'- 2 - .Ij ..... NC. L > F)| uui - nES; KARTO-rARJO IM ,;F. - .0 B-. -{ ' ' f I'xiekus - i ; / ~~~~~~~~~~~KECAMAa ' ' ' EI ', - '< / \^ - J ~~~~~~~~~~~~~- DESA ca6~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~6- . sa * - # -' - : - - . ,,'. - . .I H. ' , I - ; EAt~~ ' ,-;;---,. . I_ - J = t - - . I'.tiLEGENn .s: 03ReprtVchi& PIPIPIPxlfhonRoL*e MAP'bwI A'FS gE3iRR!NrguRRB-kotnET-2. NEWROAD_ B- EETTERM-ENT

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I I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~Strategic Road Infrastructure Project (SRIP) ESAMPFigure 1.7 General Project Location Map - Palmerah Jambi (Not Available)Environmental and Social Assessment and Management Plan (ESAMP) I IFebruary 20061~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

Strategic Road Infrastructure Project (SRIP) ESAMPFigure 1.8 General Project Location Map - Bandar LampungEnvironmental and Social Assessment and Management Plan (ESAMP) 12February 2006

Strategic Road Infrastructure Project (SRIP) ESAMPFigure 1.9 General Project Location Map - Soekarno - Hatta Pekanbaru-1Environmental and Social Assessment and Management Plan (ESAMP) 13February 2006

Strategic Road Infrastructure Project (SRIP) ESAMPFigure 1.9 General Project Location Map - Soekarno - Hatta Pekanbaru-2Environmental and Social Assessment and Management Plan (ESAMP) 14February 2006

I I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~Strategic Road Infrastructure Project (SRIP) ESAMPFigure 1.10 General Project Location Map - Western Road PalembangEnvironmental and Social Assessment and Management Plan (ESAMP) 15February 2006m~~~~~~~~~~~~~~~~ 'I

Strategic Road Infrastructure Project (SRIP) ESAMPFigure 1.11 General Project Location Map - Cianjur Ring Road-iEnvironmental and Social Assessment and Management Plan (ESAMP) 16February 2006

Strategic Road Infrastructure Project (SRIP) ESAMPFigure 1.11 General Project Location Map - Cianjur Ring Road-2Environmental and Social Assessment and Management Plan (ESAMP) 17February 2006

Strategic Road Infrastructure Project (SRIP) ESAMPFigure 1.12 General Project Location Map - Cilegon - Pasauran-1Environmental and Social Assessment and Management Plan (ESAMP) 18February 2006

Strategic Road Infrastructure Project (SRIP) ESAMPFigure 1.12 General Project Location Map - Cilegon - Pasauran-2Environmental and Social Assessment and Management Plan (ESAMP) 19February 20061~~~~~~~~~~~~~I,

Strategic Road Infrastructure Project (SRIP) ESAMPFigure 1.12 General Project Location Map - Cilegon - Pasauran-3Environmental and Social Assessment and Management Plan (ESAMP) 20February 2006

| 1] REPUBLICOF INDONESIA~~ | ~MINISTRY OF PUBLIC WOVRKS Figure 1 - 13 SUB PROJECT PRO:VINCE!DIRECTORATE GENERAL OF HIGHYINAY ROUTE MAP BOYOLALI - KARTOSURO CENTRAL JAVABOYOLALI - KARTOSURO Km . R5 + 000 - 88 + A00 SMG ~ ~ ~ ~ ~ ~ ALIS:EPE ERSNA Tarlr i edt/ ChppE ea AKSU ANALR OMM N D P 1 1 -Elyoal KttsttE Xoo1li anls

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*f~7REPUBLIC OF INDONESIAIII ~~INISTRY OF PUBLIC WORKS Figure 1 - 15 SUB PROJECT PROVINCE______ DIRECTORATE GENERAL OF HIGHWAY ROUTE MAP PEJAGAN - LOSARI CENTRAL JAVA- .- ~ ' ;, 4, x 4K42~i BEGINNING OF PRt';4:~~~~~' t/# KECI!IR a --~~v'--~~~~~~7~~/~~/>x>~~~?$D ,. ' t S*t. 9D''. ' :A Z - J Z ' \ , S P' '; A*WAKAFOA',~IWA~Iw~....* _.*r*...&~. - lt-. I. < *.A* .Environmental and Social Assessment and Management Plan (ESAMP) 74February 2006

Strategic Road Infrastructure Project (SRIP) ESAMPLE,_ A PETA* lixkil * PENUNlUIJKN KAWM'N MJIAN DAN PERAIRANPROFINSI )MA IEII.AH* ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~SALA 1: 125MM0LLUA B1 P_ ___ _ N L 61415/Kpb,-1I1I 1999 lndf l S 1.5iLEd 199Kai Suba AW. dCn Pdatw, Au, DWaL CNl . do -d Pl dft I irO "Al- z S6'o- I 'I'AA~~~~~~~~ ** Al P l 18 gii A "M.'KIIAPf." Ay, 11AT_l 1 ' u in |. O , _ .$ + kP Oa'*a 4 > _ A~JA.7 _ >Ar._\ KSAt ~ p < S *- V *P PW-dIAl '110.1u b_tW % ~~~~~~t Is MA IDStN >- 2 kmNo New construction / betterment outside of ROW:* Urban / Metropolitan Roads > 5 km or Area > 5 Ha* Medium City > 10 km, Area > 10 Ha. Riiral Arp.; (Intpr-_lrhanr >3n lkmSensitive Areas?Project will pass through one or more of the followings:1. Commercial / Resident Area2. Productive Land3. Monumental, Traditional / Religious buildings4. Nature Preserve (existing proposal)5. Wild Life Reserve6. Conservation Forest7. Protected Flora Area8. Fauna Evacuation Area / Wildlife refuge9. Wetland Area10. Watershed Protection AreaNo Yes 11. Coastline / River Border12. Lake / Basin Area13. Water Resources Area14. Marne Reserve and Other Waters Area15. Mangrove Area16. National Park17. Forest Park18. Nature Tourist Park19. National Culture Preserve20. Natural HazardSignificantYeImpact?iAM L |No 4Kepmen Kimpraswil YesL/ P_ 1 7/KPTS/M/2003? IUK UPKepmen Kimpraswil No. 17 Tahun 2003:a. New construction and / or Road Beftermentoutside ROWa.1 Urban Metropolitan 1 Km < length < 5 Km or2 Ha < Area < 5 HaNo a.2 Medium City, 3 Km < length < 10 Kma.3 Inter Urban 10 Km < length < 30 Kmb. Betterment Road in the large city:metropolitan area > = 10 Kmc. New bridge construction / Replacementa. Metropolitan > 20 m. b. Medium City > 60 mStandard OperatingProcedures (SOP)Environmental and Social Assessment and Management Plan (ESAMP 93February 2006

Strategic Road Infrastructure Project (SRIP) ESAMPTable 4.1 Screening Criteria for Road and Bridge Projects Which RequireAMDAL or UKL / UPL StudiesType of Project Activity Requires AMDAL RequiresBased on UKL / UPL'Kepmen LH 17 / 20011. Toll Road and Fly-Overa. Construction of Toll Road All project lengthsb. Construction of Fly-over or Subway Length > 2 Km Length < 2 kmc. Betterment of Toll Road with All project lengthsROW land acquisitionc. Betterment of Toll Road without Length > 5 KmROW land acquisition2. Highwaya. Construction / Betterment of Roadby widening outside of ROW in:- Large City / Metropolitan AreaLength or Length > 5 Km I < Length < 5 kmArea Needs ROW > 5 Ha 2 Ha < ROW < 5 Ha- Medium CityLength or Length > 10 Km 3 < Length < 10 KmArea Needs ROW > 10 Ha- Rural / Inter-urban AreaLength Length > 30 Km 5 < Length < 30 Kmb. Betterment of road by wideningwithin the existing ROW in:- Large City / Metropolitan Area Length> 10 Km(Arterial or Collector Road)3. Bridgea. Bridge Construction within:- Large City / Metropolitan Area Length > 20 m- Medium city and lower Length > 60 mSources:1) Minister of Settlements and Regional Infrastructure Decree No. 17, year 2003KepMen LH No. 17 / 2001 - Minister of the Environment Decree No. 17, year 2001Note: Metropolitan Area / City Population > 1,000,000 residentsLarge City Population of 500,000 - 1,000,000 residentsMedium City Population of 200,000 - 500,000 residentsSmall City Population of 20,000 - 200,000 residentsRural Town / Municipality Population of 3,000 - 20,000 residentsEnvironmental and Social Assessment and Management Plan (ESAMP 94February 2006

Strategic Road Infrastructure Project (SPJP) ESAMP4.3 Project SummarySRIP is designed as a program of integrated urban and inter-urban national road and bridgeprojects, with the overall objective of supporting economic growth by reducing transport costs.The primary objective of the project is to improve the strategic road network through aprioritized road investment program designed to help meet existing needs and capacityconstraints ("bottlenecks) of the strategic national road transport network in key areas of Javaand Sumatera..Summary details and key impact concerns of all subprojects that are currently proposed in thethree annual work programs (AWP) are summarized in Appendix C. The proposed SRIPsubprojects primarily involve the following types of civil works:* "Betterment": typically involving overlay and/or strengthening of existing roadwaypavements and related improvements to existing national roads;* "Capacity Expansion" (Capex): typically involving the pavement widening and addingadditional lanes to existing national roads, and* Construction of new "bypass" roads, typically involving "ring roads" around and outside ofurbanized sections of the national road network that can not be feasibly improved orwidened due to the significant social impacts and costs of land acquisition for needed roadright-of-ways (ROW) within these urban areas.While these bypass roads are designated as "urban" roads since there are located within thepolitical boundaries of the respective city, all proposed bypasses were planned to avoiddeveloped areas and typically pass through agricultural areas outside of these small cities.The key approaches applied in assessing and predicting the potential project impacts included:* Lesson's learned from recent and related road projects;* Results and recommendations of the two-stage consultations conducted and documented forthis Category A project (Appendix B);* Subproject-specific environmental and social impact assessment and management studiescompleted to date for proposed AWP-1 subprojects, including the findings andrecommendations of respective local government agencies and stakeholders (Appendix B),* Findings and recommendations of World Bank Project Preparation Missions as recorded intheir Aide Memoir, and* Subproject impact screening results and recommendations of the ESAMP preparation team(Table 3.1 and Appendix C).4.4 Target Population and BenefitsThe target population will be the road users and service areas in the subproject areas of Java andurban areas of Sumatera. Significant project benefits and positive impacts to this targetpopulation are expected as reflected in the high economic returns predicted for the SRIPsubprojects due to their existing high traffic volumes.These predicted subproject benefits and positive impacts are expected to include:Environmental and Social Assessment and Management Plan (ESAMP 95February 2006

Strategic Road Infrastructure Project (SRIP) ESAMP* Strengthened national road transport network in subproject areas of Java and Sumatera;* Improved road quality and public safety conditions,* Reduced travel times and transport costs for passengers and freight, which will directlybenefit local and regional economic development, accessibility and provision of publicservices;* Improve general environmental conditions, such as air and noise quality, along thecompleted subprojects as current traffic congestion is reduced over the short- to mediumtimeframes;* In the cases of the new bypass roads, significantly reduce through-traffic impacts within therespective urban centres in concurrence with local development plans;* Support substantial levels of local employment and economic benefits during theconstruction period, which typically ranges from 1 - 2 years for most subprojects, and* Strengthened local governance and participation through the project's decentralizedapproach and emphasis on reducing environmental and social impacts as well as corruptionas part of the project's proposed Anti-Corruption Action Plan (ACAP).4.5 Subproject-Specific Impact AssessmentsBased on the agreed environmental and social Safeguard requirements of the World Bank forCategory A project preparation and loan appraisal and the Government of Indonesia'srequirements, an extensive range of subproject-specific environmental and social impactassessments have been completed to date for the proposed AWP-1 subprojects as listed inAppendix C. The appendix also provides summary data sheets, location maps andrepresentative photographs for the proposed AWP-1 subprojects.As completed, these studies are reviewed and subject to approval by local government agenciesand the World Bank. This proposed process of progressive stages of impact assessment anddocumentation builds directly on the approaches applied by the DGH and World Bank underthe on-going SRIP. Copies of all final / approved reports are furnished to the Bank to supporttheir issuance of a No Objection Letter (NOL).The following types of environmental and social impact studies were generally completed:* Betterment subprojects: environmental management procedures and environmentalmonitoring procedures (UKL / UPL)* Capacity expansion subprojects: detailed EIA (AMDAL) and LARAP, Tracer Studies* New bypass road subprojects: detailed EIA (AMDAL) and LARAP, Tracer StudiesThe detailed EIA (AMDAL) provided the results and predictions based on impact assessmentsof key parameters, including the results of conducted air quality and noise level surveys.Based on these subproject-specific studies and "lessons leamed" to date from similar types ofprojects, a summary of the relative importance of evaluated environmental parameters isprovided in Table 4.2.Environmental and Social Assessment and Management Plan (ESAMP 96February 2006

Strategic Road Infrastructure Project (SRIP) ESAMPTable 4.2 Relative Importance of Evaluated Environmental ParametersPhysical EnvironmentParameter Cumulative AWP-1 SubprojectsTopography Not important Not importantSoils Important - project specific ImportantWater Quality Not important Not importantFlooding Important - project specific ImportantEcology Important - project specific Not importantAir Quality Important - project specific ImportantNoise Important - project specific ImportantHuman EnvironmentPopulation Important - cumulative ImportantLand Use Important -cumulative and project specific ImportantEconomics Important -cumulative and project specific ImportantLand Acquisition Important - project specific ImportantResettlement Important - project specific Not ImportantSocial Impacts Important - project specific ImportantCultural Important - project specific Not ImportantResourcesThe summary of major environmental impacts and the mitigations of each sub projectcategorized as AMDAL or UKL/UPL is described below.1. JI. Cut Meutia Bekasi, Capex (U) (will be part of JBIC Project)Existing environmental aspects along Cut Mutia road sections are mostly dominated byhuman activities. Such potential impacts as air, watercourse and noise pollution, control ofcontractor's plant, site toilets and offices, disposal of liquid, solid and volatile wastes, plantmaintenance, acquisition, extraction and reinstatement of borrow areas, extraction of waterfor construction, health and safety of workers and traffic management amongst others.These kinds of impacts can be handled by periodic showering of dust source, vehiclesoperating outside of peak hour(s), maintenance of minimum numbers of vehicles formaterial and equipment transport, use of vehicles in good condition and with exhaust filterto reduce noise, use of sound barrier(s) such as particle board to reduce noise, bufferingriver bank to prevent eroded earth entering river, and prevent erosion of opened land.Environmental and Social Assessment and Management Plan (ESAMP 97February 2006

Strategic Road Infrastructure Project (SRIP) ESAMP2. Semarang Northern Ring Road, CAPEX (U)The impacts that may appear as the consequence of the capacity expansion of SNRR are:* Base camp operation plus emission from vehicle operating equipment causes decrease inair quality.* Equipment and material mobilization causes decrease in air quality, especially dustpollution during the transport activities.* Land clearance causing visual impact resulting from fluid(s) and mounds of material atside road.* Equipment operating causes decrease in air quality and increase in noise, and slowmovement of site vehicles in the road reduces smooth flow of general traffic.* Sub base construction will possibly increase noise impact and decrease air quality aswell as causing water pollution and affecting road safety.* Asphalt works decreasing air quality and increasing noise levels, as well as causingwater pollution affecting road safety.* Mostly as a result of temporary traffic diversion / management measures, drainagediversions cause pollution of water.In order to mitigate the above impacts, a number of periodical measures need to be followedincluding: land watering close to settlement, limiting direct access to the water supply,scheduling the material and instrument transporting outside peak hour(s), using heavyequipment which have lower noise levels, all covering materials transported by using truck,installing temporary traffic sign etc.3. Brebes - Tegal Bypass, New Road (U)Based on the environmental study, significant impacts likely to be caused by construction ofthis project can be classified into 3 phases: pre-construction; construction; and postconstruction. During the pre-construction, the activities that raise the most significantimpacts are associated with the location of the alignment. These impacts might includesocial unrest, anxiety over compensation values, and changes to people's livelihood. Themitigation for such impacts include continual socialization of people/communities affected,involving affected people in determining proper compensation, and conducting technicalcoordination with appropriate institutions.During the construction periods, the activity causing most environmental impacts is thephysical works associated with construction of the road. The impacts that predicted toappear are decreasing air quality and increasing noise levels, problems associated with thetransportation of site materials, changes of the river flow pattern, work opportunities,decreasing social health, water quality pollution, landscape changes, etc. Mitigating suchEnvironmental and Social Assessment and Management Plan (ESAMP 98February 2006

Strategic Road Infrastructure Project (SRIP) ESAMPimpacts include period land watering close to settlements, limiting the direct access to thewater supply, rescheduling the transportation of materials and equipment outside peakhour(s), use of temporary traffic signs etc.During the post construction phase, possible impacts include increasing traffic problems,presence of parking area for heavy-duty vehicles, land utility changes, increasing numbersof natural preserves etc. The mitigation for such impacts is regulation of vehicle speed limit,proper traffic sign/signal installation, tree-planting program to provide shade etc.4. Ngawi Ring Road, New Road (U)Potential impacts resulting from Ngawi Ring Road can be split into 3 phases: pre-construction; construction; and post construction. Impacts predicted to arise will likely becaused by land use conversion, decreasing air quality, decreasing flora and fauna, increasingnoise levels, damage of public facility and utility, job opportunities, ground and surfacewater pollution, degradation of community health, degradation of comfort and safety ofroad user, disturbances the activities of public facilities, slope stability that give impactsurface erosion, change of current water flow pattern, increasing traffic concentration inlocation of work sites, increasing the economic activity and etc.Mitigating against the negative impacts above include watering the project area regularly,scheduling the movement of site vehicles/plant operation outside peak hour(s), using coversover all material carried from/to the site by road, arrangement of appropriate trafficmanagement/safety procedures, arranging appropriate location(s) for the storage of sitematerial that will minimize disruption to existing traffic flow, cultivation of tree protectorareas that have good interaction with the fauna and can also reduce air and noise pollutants,and making appropriate temporary drainage system alongside the road during construction5. Bandar Lampung Bypass, Capex (U)All along JI. Soekamo Hatta, to intersection of Panjang harbour, there are various mediumand heavy industry facilities. This road widening project has an effective length of 18.1 Km.Referring to Attachment I Decree of Minister of Settlement and Regional Infrastructure No.1 7/KPTS/M/2003 regarding Type of Effort or Activity that is required to be completed withEnvironmental Management Procedures (UKL) and Environmental Monitoring Procedures(UPL), this link road should have a UKL & UPL carried out.The major environmental impact of this project is likely to be caused by constructionactivities such as structural works and under/above ground bridge structures, transportationof site materials/plant, activities associated with soil piling, road-base works, surface liningworks etc. Whilst all the above impacts are expected to be relatively small in magnitude, intotal they will cause increase of dust content causing decrease in air quality and increase ofnoise levels. The mitigation for such impacts include using the heavy equipment with lowEnvironmental and Social Assessment and Management Plan (ESAMP 99February 2006

Strategic Road Infrastructure Project (SRIP) ESAMPlevels of noise, using these vehicles outside peak hour(s), and building temporary soundbarriers which can be easily removed later.6. JI. Soekarno - Hatta Pekanbaru, Capex (U)Any major environmental impacts predicted to occur on Jl. Soekarno - Hatta Road CapacityExpansion project, are expected to arise during construction. Those impacts are associatedwith: base camp construction involving emission from site equipment and the transportationof materials to/from the site; there will also be a reduction in air quality as a result of dustfrom the transportation of soil material; land/site clearance can also severely impact visualamenity due to view fluids and/or mounds of material left at the side of the road.Mitigating against the negative impacts above include watering the project area regularly,scheduling the movement of site vehicles/plant operation outside peak hour(s), using coversover all material carried from/to the site by road, arrangement of appropriate trafficmanagement/safety procedures, arranging appropriate location(s) for the storage of sitematerial that will minimize disruption to existing traffic flow, cultivation of tree protectorareas that have good interaction with the fauna and can also reduce air and noise pollutants,and making an appropriate temporary drainage system alongside the road duringconstruction.7. Cianjur Ring Road, New Road (U)As a consequence of this by-pass there are expected to be some environmental impacts inCianjur. These impacts are associated with land use appropriation, decreasing air quality,decreasing of flora and fauna, increasing noise levels, damage to public facilities andutilities, job opportunities, degradation in the quality of ground and surface water,degradation in community health, degradation in comfort and safety of road user, disturbingactivities in public facilities etc.However, the only "high" impact is the impact on land appropriation prior to construction.This has been addressed by the LARAP. Other pre - construction activities would have alow social impact on job opportunities and medium impact on the economy and socialperception. Apart from land appropriation, most impacts will occur during construction butthe level of impact of these is to be low or medium. The issues with negative impacts arelargely addressed and mitigated by Standard Operating Procedures included within theconstruction contract documentation and by the implementation of the EnvironmentalManagement and Monitoring Plan.Post construction there will be some medium impacts, both positive and negative. Theissues with a negative impact will be addressed by the implementation of the EnvironmentalManagement and Monitoring Plan.Environmental and Social Assessment and Management Plan (ESAMP 100February 2006

Strategic Road Infrastructure Project (SRIP) ESAMP8. Boyolali - Kartosuro, Capex (IU)The Boyolali - Kartosuro road project is located in Central Java Province and has aneffective length 17.65 km. Even so, it is expected that this project will not lead to any majorpotential environmental impacts.Any major environmental impacts anticipated to happen will be as a result of activitiesduring the construction period. These negative impacts are related to decrease in ambient airquality caused by site material and equipment mobilization, land clearance, increase innoise levels caused by material and equipment mobilization as well as land leveling andbridge construction, surface water disturbance caused by earth works, decrease in the roadlevel during material and equipment mobilization. One positive impact is related to jobopportunities created by recruitment for construction work.Mitigating against the negative impacts above include watering the project area regularly,scheduling the movement of site vehicles/plant operation outside peak hour(s), using coversover all material carried from/to the site by road, arrangement of appropriate trafficmanagement/safety procedures, arranging appropriate location(s) for the storage of sitematerial that will minimize disruption to existing traffic flow. Providing an appropriatetemporary drainage system alongside the road will also improve environmental conditionsduring construction.9. Kabuyutan, Bridge (IU)Kabuyutan bridge project is located in Kabupaten Brebes - Central Java Province, and has a lengthof 0.05 km. It is estimated that construction of this bridge will not lead to any major potentialenvironmental impacts.However, as with all road works projects, there will need to be some items requiringmitigation measures, particularly during construction. These include such potential impactsas air, water pollution and noise levels increasing, control of contractor's plant duringunsocial hours, use of site toilets and offices, disposal of liquid, solid and volatile wastes,plant maintenance, extraction and reinstatement of borrowed areas, extraction of water forconstruction, health and safety of workers and disruption to traffic during construction,amongst others.Mitigating against the negative impacts above include watering the project area regularly,scheduling the movement of site vehicles/plant operation outside peak hour(s), using coversover all material carried from/to the site by road, arrangement of appropriate trafficmanagement/safety procedures, arranging appropriate location(s) for the storage of sitematerial that will minimize disruption to existing traffic flow. Providing appropriatetemporary traffic diversions the road will also improve environmental conditions duringconstruction.Environmental and Social Assessment and Management Plan (ESAMP 101February 2006

Strategic Road Infrastructure Project (SPJP) ESAMP10. Pemalang - Pekalongan, Capex (IU)It is estimated that any potential significant impacts associated with the Pemalang -Pekalongan project will mainly occur during the construction period. Such impacts includereduction in air quality (increasing dust contents), increasing noise levels, reduction ofsurface water quality, and disruption of existing traffic flow.Those kinds of impacts can be handled by periodic showering of dust source, vehiclesoperating outside of peak hours, maintenance of a minimum number of vehicles for materialand equipment transport, use vehicle with good condition and with exhaust filter to reducenoise, covers on materials transported from/to the site to reduce dust, use of sound barriersuch as particle board to reduce noise, buffering river bank to prevent eroded earth enteringriver, and prevent erosion of opened land.Providing appropriate temporary traffic diversions the road will also improve environmentalconditions during construction.11. Semarang - Demak, Capex (IU)Any potential significant environmental impacts from the Semarang - Demak project aremost likely to be caused by activities during the pre-construction and construction periods.During pre-construction, such impacts include the raising of surface water flow obstaclesand business area obstruction. Meanwhile, during the construction period, potentialenvironmental impacts will likely include surface water obstacles, work and businessopportunities, surface water obstacles, social restless of local manpower, increase of noise,existing traffic obstacles, obstruction of public health, and air pollution.Mitigating against the negative impacts above include watering the project area regularly,scheduling the movement of site vehicles/plant operation outside peak hour(s), using coversover all material carried from/to the site by road, arrangement of appropriate trafficmanagement/safety procedures, arranging appropriate location(s) for the storage of sitematerial that will minimize disruption to existing traffic flow. Providing appropriatetemporary traffic diversions the road will also improve environmental conditions duringconstruction.12. Karawang Bypass, New Road (IU)Any potential significant impacts from Karawang Bypass are mostly expected to ariseduring the construction period. Such potential impacts are likely to include surface waterobstacles, work opportunities and income, social restless of local manpower, increase ofdust content and vehicles' pollutant, traffic obstacles / congestion, and noise increase.Mitigating against the negative impacts above include watering the project area regularly,scheduling the movement of site vehicles/plant operation outside peak hour(s), using coversover all material carried from/to the site by road, arrangement of appropriate trafficEnvironmental and Social Assessment and Management Plan (ESAMP 102February 2006

Strategic Road Infrastructure Project (SRIP) ESAMPmanagement/safety procedures, arranging appropriate location(s) for the storage of sitematerial that will minimize disruption to existing traffic flow, cultivation of tree protectorareas that have good interaction with the fauna and can also reduce air and noise pollutants,and making an appropriate temporary drainage system along side the road duringconstruction.4.6 Strategic and Cumulative Impact AssessmentThe proposed SRIP subprojects can be described as relatively small in scale, widely dispersedgeographically along existing national road transport networks with implementation proposedover three annual work programs (AWPs). As a result, their cumulative impacts are predicted tobe limited but in need of further study to incorporate related initiatives and projects in thesetransport corridors.In addition to civil works, SRIP includes a range of proposed Technical Assistance (TA)services. This Technical Assistance is intended to develop guidelines for implementation of astrategic environmental impact assessment methodology for road development projects. Inaddition, a case study as an application of the guidelines will be undertaken by application tothe implementation of the Strategic Roads Infrastructure Project.Strategic and Cumulative Impact Assessment (SCIA) is the application of environmentalimpact assessment at a strategic decision level rather than at the individual project or schemelevel. The main aim of SCIA is to incorporate environmental and sustainability issues in tostrategic decision making. Secondary objectives are to: improve strategic actions by makingthem clearer and more internally consistent; involve the public and its representatives in thedecision making process; and, educate and inform decisions makers about the environmentalimpact and consequences of their decisions.4.7 Summary of Impacts and Lessons Learned from Related ProjectsFrom previous project experience, the types of proposed subprojects normally do not havemajor or long-term types of impacts but there can be localized, short-term impacts that willneed to be addressed and monitored in accordance with this ESAMP, local laws andregulations. A summary of "lessons learned" of the types of typical environmental and socialimpacts from recent, related projects is provided in Table 4.3.Environmental and Social Assessment and Management Plan (ESAMP 103February 2006

Strategic Road Infrastructure Project (SRIP) ESAMPTable 4.3 Summary of Key Lesson's Learned from SURIP and NJRIPthat are Relevant to SRIP Environmental and Social Impact ManagementSubproject Planning:* Sub-project preparation should better integrate environmental and social issues withother activities.* More attention should be paid to community consultations in the project preparationprocess.* With decentralization, greater project roles and responsibilities are held by the localgovernments and they need to be more involved in the project cycle.* More attention should be paid to planning issues related to protection of ROWs andchannelling development in appropriate directions.Subproiect Implementation:* Well-defined structures and units for environmental and land issues are needed at alllevels of govemment directly involved in the project.* The continued involvement of environmental and social specialists, and funding supportfor special studies, was very helpful during project implementation.ROW Land Acquisition:* Completion and documentation of land acquisition prior to the start of construction willavoid potential ROW problems during implementation.* All households affected by SURIP and NJRIP were compensated following the agreedprocess. Nearly all PAPs surveyed reported that they were satisfied with, and directlybenefited from, the ROW land acquisition and compensation process that was applied.* Physical resettlement and/or relocation was seldom required under SURIP and NJRIP asmost ROW land acquisition activities only required portions of affected properties.For example, of the total 17,527 households and 2,529,854 sq. m. affected by the NJRIP landacquisition activities, only 150 households (less than I %) needed to relocate due the projectactivities. These households relocated on their own within their existing communities, generallyto other properties they owned.New Bypass Roads:* The important impacts during construction of new bypass roads mostly related to landand social issues although traditional environmental impacts also existed.* Weak enforcement of local regulations to limit access to new bypass roads oftenallowed informal "ribbon" development to occur.Environmental and Social Assessment and Management Plan (ESAMP 104February 2006

Strategic Road Infrastructure Project (SRIP) ESAMP* Consideration should be given to providing funds for immediate development of accessor frontage roads, on upgrading adjacent local roads and for local planning updates.* Efforts should be made to provide some allowable local access to new bypass roads tominimize undesirable access.* Air and noise quality improved with improved traffic flows provided by completedsubprojects, particularly for new bypass roads.* For example, air quality and noise monitoring surveys conducted before (1995) andafter (2003) the SURIP project along the new bypass roads and existing routes fromwhich traffic was diverted indicate a general reduction (ranging from 5 - 13 %) in thelevels of all measured parameters, including:- Noise,- Dust,- Hydrocarbons,- Carbon monoxide,- Carbon dioxide (CO2),- Nitrous oxide (NO2),- Sulfur dioxide (SO2),- Oxidants, and- Lead.Main Sources of "Lesson's Learned" Information:1. NJRIP and SURIP Final Evaluation Reports (consultant teams)2. Draft SURIP Implementation Completion Report (World Bank)3. Interviews and discussions with NJRIP and SURIP team leaders and members4. Direct experience from NJRIP and SURIP preparation and implementationSURIP - World Bank-funded Strategic Urban Road Infrastructure ProjectNJRIP - ADB-funded North Java Road Improvement ProjectBased on October 2004 surveys of local Environmental Impact Management Agencies(Bapedalda) and Design and Supervision Consultant (DSC) teams involved in the on-goingEIRTP-1 project, the following types of impacts were identified as being most importantconcerns during subproject implementation:* Land acquisition issues for new ROW areas* Compensation issues for other fixed assets from acquired ROW land areas* Social unrest due to subproject activities* Project-related traffic and public safety problemsThe increased involvement and responsibility of the Bapedalda and other local agencies hasbeen an important accomplishment under the EIRTP-1. Their active participation during theSRIP preparation and consultation activities, supported by the lesson's learned to date onEnvironmental and Social Assessment and Management Plan (ESAMP 105February 2006

Strategic Road Infrastructure Project (SRIP) ESAMPrecent, related projects has guided the assessment of the SRIP subprojects and design of thisESAMP.4.8 Predicted Types of Environmental and Social Impacts4.8.1 Summary of Predicted Types of Impacts by Construction StagesThe proposed types of civil works typically may create different types of environmental andsocial impacts during the following three stages:Pre-Construction Stage: Key impact concems for the types of proposed civil works andsubproject areas include:* Identifying local concerns and issues during subproject planning and consultations* Incorporating local concerns and issues into detailed engineering design (DED)* Land acquisition for needed Right-of-Ways (ROW) in the case of new bypass roads,Capacity Expansion subprojects and in several cases, Betterment subprojectsConstruction Stage: Depending on the subproject type and size, it is expected that theconstruction period may typically last from one to two years in duration, followed by a one yearcontract "warranty" period during which the contractor is responsible for correcting anydeficiencies in the completed work.A range of environmental impacts during the construction phase may occur that will requiremonitoring and management. Examples of such potential impacts include:* Air pollution and/or increase in noise levels from asphalt mixing plant (AMP), air bornedust during construction activities, and emissions from work vehicles and equipment,* Water pollution resulted from the lack of facilities for disposal of oily or chemical wastes,disposal of excavated materials, used or waste material, and abandoned equipment orimproper storage of materials and equipment,* Drainage or irrigation system impacts from excavation, materials storage or quarry activities* Increase in erosion and sedimentation during "cut and fill" and quarry activities andimproper storage of excavated spoils or embankment materials* Potential disruption of traffic flows and increased public safety risks during road works andtransport of materialsSuch potential construction stage problems can be mitigated through regular monitoring andthrough the enforcement of existing regulations and standard operating procedures (SOPs)which are provided in Appendix E.The proposed SRIP Standard Bid Documents provide a range of general and specificcontractual requirements to minimize potential environmental impacts during construction.These requirements include the need for the contractor to prepare and submitted mobilization,Environmental and Social Assessment and Management Plan (ESAMP 106February 2006

Strategic Road Infrastructure Project (SRIP) ESAMPtraffic safety management and environmental management plans and schedules prior to start ofconstruction. The important role of the "Engineer" (local Project Implementing Unit) inensuring full compliance with the approved construction plans and activities is fully recognized.Post-Construction Stage: Key impact concerns following subproject completion can include:* Increased traffic volumes and related air, noise and public safety concerns* Changes in land use and development patterns, particularly along new bypass roadsWith the noted exception of new bypass roads, traffic forecasts for "with" and "without" projectscenarios that traffic volumes along proposed subprojects will remain the same under eitherscenario, though traffic flows would be greatly improved as a project result. For the new bypassroads, predicted diversions to these bypasses will reduce vehicular traffic in the concernedurban areas by an estimated 30 -80 %, in line with overall project objectives and localinitiatives.4.9 Predicted Types of Impacts on the Physical Environment4.9.1 SoilsDuring road construction, typical earthwork activities and impact concerns may include theneed for fill material or the requirement to dispose of excavated spoils. Most of the proposedsubprojects are located on the very gentle terrain of the coastal plain, limiting the amount ofrequired earthworks. Under GOI regulations, all fill material, selected embankment andaggregate must be obtained from permitted quarry sites, which are under the jurisdiction oflocal government agencies. The project contractors are directly responsible for selecting thelicensed site that is used and for any required site rehabilitation.The proposed new bypass road subprojects will be constructed on embankments requiring theuse of fill material. Typical quantities required for AWP-I subprojects are in the range of150,000 to 200,000 cubic meters (cu. m) of common embankment and 50,000 to 100,000 cu mof selected embankment materials. These quantities are considered relatively moderate andample supplies are available in the area. Any related environmental impacts can be addressedby current SOPs (Appendix E).In some areas, soil derived from drainage and common excavations that are unsuitable for roadconstruction (such as clay) will have to be properly disposed of. As the quantities are generallysmall (in the range 10,000 to 40,000 cu m), the impacts are not expected to be significant andcan also be addressed by the projects' proposed standard operating procedures (SOPs).4.9.2 FloodingThe general subproject areas, particularly the NJTC, have a history of flood events. Theconstruction of a road on elevated fill could restrict the flow of storm waters and increaseupstream flooding levels. The impervious surface areas of the completed roads would alsocontribute to increase local run-off during storm events. Adequate consideration to cross-Environmental and Social Assessment and Management Plan (ESAMP 107February 2006

Strategic Road Infrastructure Project (SRJP) ESAMPdrainage and flood water flows is required during detailed engineering design (DED) anddesigns reviews.4.9.3 Ecology and Natural HabitatsThe proposed subprojects involve areas that are adjacent to major national roads that have beenhistorically devoted to agricultural, residential or commercial use. Due to their proximity to orpassage through urban areas, the subprojects are considered as very unlikely to impact on anysensitive ecosystems, such as the natural habitats of rare or endangered species, forest land orestablished protected areas. This is supported by the environmental screening processconducted for all subprojects (Appendix C) to ensure that they do not impact on any such areaor habitat.4.9.4 Air Quality and Noise LevelsA key impact concern in the impact assessment of road projects is relative level of trafficvolumes, before and after the project is completed, and how these traffic volumes may impactexisting (ambient) air and noise quality levels as well as public safety. As detailed in thesupporting SRIP feasibility and project preparation studies, with the noted exception of the newbypass roads, the proposed subprojects are not predicted to divert new traffic but willaccommodate existing traffic volumes. As a result, increases in traffic volumes andcorresponding air and noise impacts of the completed betterment and capacity expansionsubprojects are predicted to follow regional economic growth patterns.Air emissions from road vehicles are a major source of air pollution. Vehicular trafficcontributes a high proportion of carbon monoxide, hydrocarbons, nitrous oxides andparticulates. Emissions of carbon monoxide and hydro carbons generally decrease as vehiclespeeds increase. Stop and go traffic along congested roads typically produces the highest levelsof emissions. Road improvements, such as the proposed SRIP subprojects, that allow traffic toflow more freely will tend to reduce vehicular emissions of air pollutants.Cumulatively, SRIP projects will have a positive impact on air quality. Other than by improvingtraffic flows, the reduction of pollution levels can only be achieved by implementing effectiveemission controls standards, using unleaded fuels and restricting heavily polluting vehicletypes, such as those with two-stroke engines which are commonly used for local publictransportation in Indonesia. There is no effective means of designing SRIP projects to ensurethat ambient air quality standards are met. Where existing facilities, such as schools andhospitals, are located close to proposed projects, consideration will be given to moving thembased on the results of local consultations.Noise is an important parameter for evaluating the impact of road subprojects, particularly inbuilt-up areas or near sensitive facilities such as hospitals, schools or religious facilities. Whiletolerance to noise is often a cultural issue, experience elsewhere indicates such tolerance isreduced as living standards improve. Noise standards have been established in Indonesia butapplication and enforcement is still at an early stage.Environmental and Social Assessment and Management Plan (ESAMP 108February 2006

Strategic Road Infrastructure Project (SRIP) ESAMPThe results of a previous NJRIP noise modeling study indicated that the widening of the NJTCroad from two to four lanes will increase noise levels 20 meters from the road centerline bybetween 0.2 to 3.2 dB(A) in 2014, an insignificant increase in ambient levels. This study notedthat noise levels will be as high at night as during the day due to the high volume of buses andindicated that residences or other 'sensitive receptors":* near an existing 2-lane road to be widened to 4-lanes will not be subject to a significantincrease in noise but will continue to suffer from high noise levels;* along roadside urban areas where traffic volumes will be reduced as a project result willbenefit from a slight but not significant decrease in current noise levels; or* near a new bypass will suffer a significant impact from the noise generated by the roadVarious mitigation measures have been considered, such as noise barrier along sensitive areasor relocating these facilities. But specific for project area, mitigation measure to control noiseduring construction period can be carried out such as:* regulating the schedules of heavy equipments operation* Arrangement of the construction schedule, particularly on the close settlements* Very noisy construction machines will be placed as far as possible from the residential areaand public facilities (hospitals, schools, etc)The evaluation of these and future mitigation alternatives should be based on actual noisestudies. For example, the maximum noise reduction (attenuation) that can be achieved by asproperly designed noise barrier is in the range of 15-18 dBA and the resulting noise levels maystill be too high for these types of facilities based on international standards. Based onconsultations to date, the proposed construction of such noise barriers may not be locallyacceptable due to local ordinances limiting the height of frontage walls as will as concerns forblocked access and air circulation.4.10 Predicted Types of Impacts on the Human Environment4.10.1 PopulationCumulatively, the SRIP projects are designed to address existing road transport bottlenecks,which is supportive of the economic development of these areas and Indonesia as a whole. Theproposed bypass roads will compliment local initiatives to divert heavy vehicle, through- trafficoutside of congested urban areas.4.10.2 Land Use and Planning along New Bypass RoadsThe proposed AWP-1 includes the proposed construction of three (3) new bypass or ring roadswhich have been planned for many years. The construction of a new bypass may have asignificant impact on existing community access as well as future land use and economicdevelopment patterns. Important impact concerns can include the accelerated conversion ofadjacent agricultural lands and the inducement of "ribbon development" along new bypassEnvironmental and Social Assessment and Management Plan (ESAMP 109February 2006

Strategic Road Infrastructure Project (SRIP) ESAMProads without proper planning and controls. Such secondary developments and uncontrolledaccess can also impact on the transport function and traffic flow of the completed subproject.The extent to which secondary, broader development impacts will occur, and where, is largelydependent on measure taken by the respective local government, effective land use planningcontrols and their proper enforcement through the building permit process (IMB). Properenforcement of planning regulations and the use of the IMB process will be crucial in protectingthe ROW and in limiting direct access to the completed new bypass roads.4.10.3 Land AcquisitionLand acquisition requirements for road ROW can have a significant socio-economic impact ondisplaced residents and businesses. A priority concern during the assessment of each subprojectwas the potential for social impacts of any required ROW areas. Land acquisition for AWP-1subproject ROW's has been largely completed and social impacts (as measured by the numberof displaced residents) are predicted to be acceptable for such a type of project involving highlydeveloped areas.A summary of ROW land acquisition requirements and related social impacts for the AWP-1subprojects is provided in Table 4.4. Of the total 22 subprojects proposed for AWP-1, only one(1) required land acquisition of additional ROW areas, the Soekarno - Hatta, Pekanbaru.All future ROW land acquisition requirements of proposed AWP-2 and 3 subprojects will bemade in accordance with all current GOI regulations, World Bank Operational Procedures andSRIP loan agreements. A Framework for Land Acquisition and Resettlement will be agreed forSRIP to guide such activities, including procedures for community consultations and legalrecourse in setting compensation values. A draft Framework is provided in Appendix D.Table 4.4 (i) ROW requirements AWP-1Inter Urban BettermentBetterment Project Structure On ROW Structure on PavementNo AWP1 Permanent J Informal Permanent Informal1 Cilegon - Pasauran No No No No2 Pejagan - Losari No No No No3 Semarang - Bawen No No No No4 Pasuruan - Pilang No No No No5 Karangampel - Cirebon No Yes (small shop / No No_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _w a ru n g ) _ _ _ _ _ _ _ _ _ _ _Environmental and Social Assessment and Management Plan (ESAMP 110February 2006

Strategic Road Infrastructure Project (SRIP) ESAMPUrban BettermentBetterment Project Structure On ROW Structure on PavementNo AWPIPermanent Informal Permanent Informal6 Paimerah Ring Road, No Yes No NoJambi7 Lingkar Barat, No Yes (fruit No NoPalembang squater)8 Daan Mogot, Jakarta No No No NoRemarks: Daan Mogot will be part of Busway by DKIEnvironmental and Social Assessment and Management Plan (ESAMP 111February 2006

Strategic Road Infrastructure Project (SRIP) ESAMPTable 4.4 (ii): Summary of ROW Land Acquiistion Requirements and Related Social Impacts, SRIP AWP-1ROW Land Areas ROW Building Areas ROW SquattersROW Area Number of Building Area Number of Legal NumberofSqatteNo. Name of Proposed Subproject Status of Land Acquisdion to be Households to be Structure to be HouseholAcquired Properties to be: Acquired Structures to be:(sqm) Affected Displaced (sqm) Affected Displaced Affected Displaced1 Karawang Bypass Completed in 2001 0 0 0 0 0 0 0 02 Cianjur Ring Road Completed in 2004 0 0 0 0 0 0 0 03 Cut Meutia Bekasi Completed in 1976, Limited 1.025 20 5 303 19 5 No Data No Dataarea to be acquired in 20044 Pemalang-Pekalongan Completed in 2004 0 0 0 0 0 0 0 05 Brebes-Tegal Bypass Completed in 2004 0 0 0 0 0 0 0 06 Semarang NRR, Ill P-2 Completed in 2004 0 0 0 0 0 0 0 07 Widang - Lamongan Completed in 1996-June 2004 0 0 0 0 0 0 0 08 Ngawi Eastem RR Completed in 2001/02 0 0 0 0 0 0 0 09 Bandar Lampung Bypass + 2 Brdges Completed in 1985 0 0 0 0 0 0 0 010 JI. Soekarno-Hatta, Pekanbaru To be acquired in 2005 No data 478 No Data No Data No Data No Data 0 0Stil being Stil being11 Boyoli-Kartosuro Completed 0 0 0 0 0 0 prepare by bcal prepare by ocalGovt Govl12 Demak Bypass Completed in 1998 0 0 0 0 0 0 0 013 Semarang - Demak Completed in 2004 0 0 0 0 0 0 83 8314 Kabuyutan Bndge Completed in 2002 0 0 0 0 0 0 0 0Remarks : Cut Meutia wAll be part of JBIC projectEnvironmental and Social Assessment and Management Plan (ESAMP 112February 2006

Strategic Road Infrastructure Project (SPJP) ESAMP4.10.4 Relocation and ResettlementA basic consideration in selecting the AWP-1 subprojects was the absence or minimal need forrelocation or resettlement of displaced persons from required ROW areas. As a result, theproposed AWP-l subprojects do not involve significant relocation and resettlement issues, assummarized in Appendix C.Based on past experience and results of socio-economic surveys, most displaced businesses andresidents will prefer to "move back" and rebuild their structures and commercial activitiesoutside of any new subproject ROW. A key concern is that the agreed level of cashcompensation for displaced land, building areas and fixed assets is adequate and reflectreplacement costs and market values. Significant appreciation in real estate values typicallyoccurs as a direct result of completing a new bypass road project, to the economic benefit oflocal land owners.4.10.5 Social ImpactsThe SRIP subprojects are intended to address a pressing social need for an adequate nationalroad transport network. The economic analyses conducted for the proposed subprojects supportthe conclusion that significant benefits (positive impacts) can be attributed to these activities.The proposed construction of several new bypass roads may serve to divide existingcommunities. This problem can be relieved by providing adequate and safe means of pedestrianand vehicular crossing and access, with consideration for existing paths and local habits.4.10.6 Public SafetyProvision of urban bypasses will almost certainly contribute to reducing accident rates. Societywill benefit in terms of lives and injuries saved, reductions in damage to vehicles and property,and reduced hospital and police costs. Historically, the number of reported accidents inIndonesia has generally followed the increase in number of vehicles.Available statistics on traffic accidents in the NJTC indicate that some 30% of these accidentswere head-on collisions. Such types of accidents could be significantly reduced as a result ofmedium dividers provided in many of the subproject designs. Traffic control and provision oftemporary diversion routes during construction activities are provided for under the SOPs andcontract documents.4.10.7 Cultural ResourcesCultural resources can include a range of sites, structures and practices that have uniquearchaeological, historic, religious or social value. Based on current project designs, recent fieldsurveys and available information, no significant impacts on cultural resources have beenidentified to date for the proposed subprojects, beside the cemeteries that identified on 3 subprojects in AWP I and I cemetery for each AWP 2 and 3. Among 7 cemeteries identified assensitive spots, 3 will be relocated and 4 will be protected as they are with appropriate respectsduring the construction period. Procedures governing the chance discovery of such artifacts andEnvironmental and Social Assessment and Management Plan (ESAMP 113February 2006

Strategic Road Infrastructure Project (SRIP) ESAMPsites during any project excavation activities are provided by Republic Act (UU / Law's) No.5/