TABLE OF CONTENTS TABLE OF CONTENTSi LIST OF … · In order to develop this alternative route, a...

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TABLE OF CONTENTS

TABLE OF CONTENTS..............................................................................................i LIST OF TABLES .....................................................................................................iv LIST OF FIGURES....................................................................................................vi CHAPTER I INTRODUCTION........................................................................... I-1

1.1 Background ....................................................................................I-1

1.2 Goal and Benefit of Activity Plan.....................................................I-1 1.2.1 Goal of Activity Plan ..........................................................I-1 1.2.2 Benefit of Activity Plan.......................................................I-1

1.3 Laws and Regulations ....................................................................I-2 1.3.1 Environmental Laws and Regulations................................I-2 1.3.2 Law and Regulation...........................................................I-3

CHAPTER II PROJECT PLAN.......................................................................... II-1 2.1 ScOPE OF WORKPLAN ...............................................................II-1

2.1.1 Status and Scope of Workplan .........................................II-1 2.1.2 Planned Phases of this Activity.........................................II-7 2.1.3 Other Activities around the Project Location ...................II-16 2.1.4 Alternatives Studied in the AMDAL.................................II-17

2.2 Identity of Project Initiator and Document Author.........................II-17 2.2.1 Identity of Initiator ...........................................................II-17 2.2.2 Identity of Supplemental ANDAL, RPL and RKL

Author.............................................................................II-17

CHAPTER III DESCRIPTION OF ENVIRONMENTAL COMPONENTS............ III-1 3.1 Physical Chemistry .......................................................................III-1

3.1.1 3.1.1. Climate ..................................................................III-1 3.1.2 Air Quality and Noise.......................................................III-1 3.1.3 Geology...........................................................................III-2 3.1.4 Hydrology ........................................................................III-4 3.1.5 Hydrogeology ..................................................................III-4 3.1.6 Kegempaan.....................................................................III-7 3.1.7 Water Quality...................................................................III-8 3.1.8 Space Land and Soil .....................................................III-11

3.2 Biology .......................................................................................III-13 3.2.1 Terrestrial Flora .............................................................III-14 3.2.2 Fauna............................................................................III-15 3.2.3 Aquatic Biota .................................................................III-19

3.3 Social Economic and Cultural.....................................................III-20 3.3.1 Demographics ...............................................................III-20 3.3.2 Social Economics ..........................................................III-25 3.3.3 Community Health.........................................................III-27 3.3.4 Community Perceptions.................................................III-28 3.3.5 Transportation ...............................................................III-36

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CHAPTER IV SCOPING.................................................................................... IV-1 4.1 Identification of Potential Impacts ................................................ IV-1

4.2 Evaluation of Potential Impacts.................................................... IV-5

4.3 Activities Studied in the Scoping Process .................................. IV-17

4.4 Environmental Components Studied ......................................... IV-17

4.5 Boundary of Study Area............................................................. IV-18

CHAPTER V PREDICTED ENVIRONMENTAL IMPACTS................................ V-1 5.1 Pre Construction Phase................................................................ V-1

5.1.1 Employment/Profession................................................... V-1 5.1.2 Social Conflict.................................................................. V-2 5.1.3 Community Perceptions................................................... V-5

5.2 Construction Stage....................................................................... V-7 5.2.1 Air Quality and Noise Level ............................................. V-7 5.2.2 Physiography and Geology............................................ V-11 5.2.3 Water Quality................................................................. V-13 5.2.4 Hydrology ...................................................................... V-13 5.2.5 Space and land ............................................................. V-14 5.2.6 Aquatic Biota ................................................................. V-14 5.2.7 Employment/Profession................................................. V-14 5.2.8 Social Conflict................................................................ V-15 5.2.9 Community Perceptions................................................. V-16 5.2.10 Morbidity........................................................................ V-16

5.3 Operation Phase ........................................................................ V-17 5.3.1 Air Quality and Noise Level ........................................... V-17 5.3.2 Water Quality................................................................. V-19 5.3.3 Hydrology ...................................................................... V-20 5.3.4 Aquatic biota.................................................................. V-21 5.3.5 Employment/Profession................................................. V-21 5.3.6 Accessibility Habits and Trends ..................................... V-22 5.3.7 Community Perceptions................................................. V-22 5.3.8 Morbidity........................................................................ V-23

CHAPTER VI ENVIRONMENTAL MANAGEMENT PROGRAM ....................... VI-1 6.1. Pre Construction Phase............................................................... VI-1

6.1.1. Field Survey ................................................................... VI-1 6.1.2. Land Acquisition ............................................................. VI-2

6.2. Construction Phase ..................................................................... VI-4 6.2.1. Air Quality....................................................................... VI-4 6.2.2. Noise Level..................................................................... VI-5 6.2.3. Physiography and Geology............................................. VI-6 6.2.4. Water Quality.................................................................. VI-8 6.2.5. Hydrology ....................................................................... VI-9 6.2.6. Space and Land ........................................................... VI-10 6.2.7. Employment/ Livelihood................................................ VI-11 6.2.8. Social Conflict............................................................... VI-12

6.3. Operation Phase ....................................................................... VI-13 6.3.1. Air Quality..................................................................... VI-13 6.3.2. Noise level.................................................................... VI-18 6.3.3. Water Quality................................................................ VI-19

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6.3.4. Hydrology ..................................................................... VI-20 6.3.5. Employment/ Livelihood................................................ VI-21 6.3.6. Local Accessibility and Mobility..................................... VI-22

CHAPTER VII ENVIRONMENTAL MONITORING PLAN.................................. VII-1 7.1. Pre Construction Phase.............................................................. VII-1

7.1.1 Field Survey .................................................................. VII-1 7.1.2 Negative Perception on Community .............................. VII-2

7.2 Construction Phase .................................................................... VII-3 7.2.1 Air Quality and Noise level............................................. VII-3 7.2.2 Transformation of Landscape ........................................ VII-4 7.2.3 Increased Level of Mud and TSS Content in Water

Receiver ........................................................................ VII-5 7.2.4 Transformation of Water Flow Pattern and Increased

Level of Run Off Water .................................................. VII-6 7.2.5 Public Road Damage..................................................... VII-6 7.2.6 Water Biota.................................................................... VII-7 7.2.7 Working and Business Opportunity................................ VII-9 7.2.8 Social Conflict.............................................................. VII-10 7.2.9 Negative Perception in Community.............................. VII-11 7.2.10 Public Health ............................................................... VII-11

7.3 Operation Phase ...................................................................... VII-13 7.3.1 Air Quality.................................................................... VII-13 7.3.2 Noise Level.................................................................. VII-14 7.3.3 Water Quality............................................................... VII-14 7.3.4 Hydrology .................................................................... VII-16 7.3.5 Employment/Profession............................................... VII-17 7.3.6 Changes to Mobility Habits .......................................... VII-18

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LIST OF TABLES

Table 1.1 Laws and Regulations ......................................................................I-3

Table 2.1 Technical data for the new section of the Toll Road ........................II-5

Table 2.2 Composition of Labour ....................................................................II-8

Table 2.3 List of Heavy Equipment ..................................................................II-8

Table 2.4 List of Materials................................................................................II-9

Table 3.1 Air Quality and Noise Levels in the Study Area ..............................III-2

Table 3.2 River Water Quality ........................................................................III-9

Table 3.3 Well Water Quality.......................................................................III-11

Table 3.4 Regional Division in West Java Province......................................III-12

Table 3.5 Land Use in the Study Area..........................................................III-13

Table 3.6 Vegetation Types in the Mixed Farm Ecosystem in the Study Area .............................................................................................III-14

Table 3.7 Vegetation Types in the Bush Ecosystem in the Study Area.........III-15

Table 3.8 Mammal Species found in the Study Area....................................III-16

Table 3.9 Bird Species found in the Study Area and their Abundance..........III-17

Table 3.10 Bird Species protected by law ......................................................III-18

Table 3.11 List of Reptiles..............................................................................III-19

Table 3.12 List of Amphibians ........................................................................III-19

Table 3.13 Number of Villages, Dusun, RT and RW per District in the Project Location............................................................................III-21

Table 3.14 Population, Area and Population Density in the Study Area .........III-21

Table 3.15 Population according to Age Structure in Ciwaringin and Walahar villages ...........................................................................III-22

Table 3.16 Productive Population with Jobs in 2009 ......................................III-23

Table 3.17 Number of schools, students and teachers in Sumber Jaya District ..........................................................................................III-24

Table 3.18 Number of schools, students and teachers in Ciwaringin District ..........................................................................................III-25

Table 3.19 Number of schools, students and teachers in Gempol District ......III-25

Table 3.20 Land Area of Growth, Yield, and Production in Sumber Jaya District ..........................................................................................III-26

Table 3.21 Community Attitudes and Perceptions to the Project Plan ............III-28

Table 3.22 Volume of Traffic ..........................................................................III-37

Table 3.23 Analysis of V/C Ratio in State/ Province Road..............................III-37

Table 4.1 Matrix of Identified Potential Impacts for the Rerouted Toll Road Segment STA 199+507.66 until STA 204+236.90................ IV-2

Table 4.2 Summary of Hypothetical Significant Impacts Evaluation for the Rerouted Toll Road Segment STA 199+507.66 until STA 204+236.90. .................................................................................. IV-6

Table 4.3 Evaluation Matrix of Potential Impacts for the Rerouted Toll Road Segment STA 199+507.66 until STA 204+236.90.............. IV-15

Table 4.4 Schedule of the Supplemental ANDAL, RKL & RPL Study .......... IV-20

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Table 5.1 Noise levels from vehicle sources along the road at certain

radius from the road centre............................................................. V-8

Table 5.2 Noise level in the environment around the project location. .......... V-11

Table 5.3 Predicted erosion rates with and without the project activity ......... V-12

Table 5.4 Predicted gas emissions entering the ambient air......................... V-17

Table 5.5 Predicted noise levels from vehicles............................................. V-19

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LIST OF FIGURES

Figure 2.1 Project Location Map.......................................................................II-2

Figure 2.2 RT/RW Map of Majalengka Regency...............................................II-3

Figure 2.3 RTRW Map of Cirebon Regency .....................................................II-4

Figure 2.4 Revised toll road route from STA 199+507.66 until STA 204+236.90 .....................................................................................II-6

Figure 2.5 Cross section of Cikampek-Palimanan Toll Road. .........................II-11

Figure 2.6 Installation of Bore Piles...................................................................II-13

Figure 2.7 Installation of Foundations ...............................................................II-14

Figure 2.8 Installation of Girder Blocks..............................................................II-15

Figure 3.1 Geology map...................................................................................III-5

Figure 3.2 Hydrogeology map...........................................................................III-6

Figure 3.3 Seismic Zone Map ...........................................................................III-8

Figure 4.1 Identification of Potential Impacts during Pre-Construction............ IV-3

Figure 4.2 Identification of Potential Impacts during Construction................... IV-4

Figure 4.3 Identification of Potential Impacts during Operation....................... IV-5

Figure 4.4 Flow Diagram of Scoping for the Rerouted Toll Road Segment STA 199+507.66 until STA 204+236.90 ....................... IV-16

Figure 4.5 Study Area Boundary .................................................................. IV-19

Figure 5.1 Local Community Sensitive Area.................................................... V-6

Figure 7.1 Map of Environmental Monitoring Program Locations ................ VII-20

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CHAPTER I INTRODUCTION

1.1 BACKGROUND

This Toll Road development has substantial benefits for the community and the development of the region. The Toll Road development could also lead to harmonizing regional development with its level of growth and geographical orientation. Having said that, the Toll Road Regulatory Body (Badan Pengatur Jalan Tol - BPJT) and the Ministry of Public Works (PU) are working together with the investor, PT. Lintas Marga Sedaya, and are planning to build the Cikampek – Palimanan toll road with a road length of about ± 116.4 KM (Sta 91+350 –Sta 207+350). This development completed an ANDAL study in 2008, with recommendation number 660/2565-BPLHD, dated 15 August 2008.

In the pre-construction phase land acquisition activities were undertaken; however due to objections to the land acquisition from local people, the Project re-routed the first segment (STA 199+559.438 until 203+407.602, with a length of 3.85 km) to STA. 199+507.66 until ST 204+236.90, with a length of 4.73 km. This re-routing has increased the length of the first segment, which runs through Sumber Jaya district, Majalengka Regency and Ciwaringin and Gempol districts, Cirebon Regency.

In order to develop this alternative route, a Supplementary ANDAL, RKL & RPL must be prepared for the new route from STA 199+507.66 until ST 204+236.90, which is located in Sumber Jaya district, Majalengka Regency and Ciwaringin and Gempol districts, Cirebon Regency along ± 4.73 km. This ANDAL, RKL & RPL Supplement will be binding as an ANDAL document as recommended by the West Java Province Governor, Number ANDAL 660.I/2048/I/2008.

1.2 GOAL AND BENEFIT OF ACTIVITY PLAN

1.2.1 Goal of Activity Plan

1. To increase the quality and number of roads for community at large.

2. To decrease the load of traffic in existing national road

3. To simplify and accelerate transportation connection from Cikampek to

Palimanan

4. To shorten travel time between the region

1.2.2 Benefit of Activity Plan

1. To accelerate the development of affected region.

2. To support the development of West java Province

3. To develop the supporting area system

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4. The development of the Cikampek – Palimanan toll road will create jobs and business opportunities for the local community, which will lead to increasing economic growth of the community.

1.3 LAWS AND REGULATIONS

1.3.1 Environmental Laws and Regulations

This development activity may affect the environment, as beside generating profits it will also create risks. The Government of the Republic Indonesia states that in order to support sustainable development, road construction must consider a precautionary approach to create advantages for future generations. So, in the initial phase of developing the work plan, environmental risks should be taken into account as well as anticipative measures to develop preventive action plans and an environmental pollution study.

PT. Lintas Marga Sedaya has considered the environmental risks of building this road project. Consequently the AMDAL supplemental document will be a collaborative policy among stakeholders concerning environmental management in the surrounds of the project site. Through this study, measures will be designed to avoid and minimize negative impacts and to develop positive impacts for the community.

A list of laws and regulations concerning environmental management and control and natural resources utilization has been collected and considered to achieve the sustainable development principles. Furthermore, the toll road construction plan should consider several factors, such as: development trends based on local policies; master plans for the cities; land use directions; and regional development which is based on the following dimensions:

Ecologic dimension: There are three considerations for a sustainable road development plan, which are:

Firstly, the object should be built in a location that meets the biophysic requirements of the development.

Secondly, waste disposal should not exceed the assimilation capacity of the region.

Thirdly, utilization of natural resources, particularly of renewable resources, should not exceed the renewable capacity in a certain period.

Social economic and cultural dimension: an appropriate development pace is required so that the total demand on natural resources and environmental services does not exceed the natural resources carrying capacity

Social political dimension: the community must be actively involved in the project.

Law and institutional dimension: performance must comply with the regulations and legal systems.

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1.3.2 Law and Regulation

This Addendum to the AMDAL for the Cikampek – Palimanan Toll Road Development Plan is based on the laws and regulations from both national and local institutions. These laws and regulations are as follows:

Table 1.1 Laws and Regulations

No. Laws and Regulations Reason of Law and

Regulation Consideration Laws

1 Law No 5 Year 1960, about Agrarian Affairs Guidance for land acquisition

2 Law No 1 Year 1979, About Work Safety Guidance for each stage such as construction and operation to consider work safety

3 Law No 05 Year 1990, about Natural Resources and Ecosystem Conservation

Guidance for natural resource & ecosystem conservation to be included in the road development plan

4 Law No 7 Year 1994, about Natural Resources Guidance for road development to consider natural resources

5 Law No 13 Year 2004, about Rivers Guidance to protect rivers in the toll road plan

6 Law No 38 Year 2004, about Roads Guidance for road development

7 Law No 32 Year 2004, about Local Government, according to Law No 8 Year 2005

Guidance to consider local government authority

8 Law No 26 Year 2007, about Master Plans Guidance so the road development considers all applicable master plans

9 Law No 22 Year 2009 about Traffic and Road Transportation

Guidance for traffic management

10 Law No 32 Year 2009 about Environmental Conservation and Management

Guidance for preparation of environmental management considerations

11 Law No 36 Year 2009 about Health Guidance to consider health

Government Regulations

1 Regulation of Government Republic Indonesia No 24 Year 1997, about Land Registration

Guidance for land registration

2 Regulation of Government Republic Indonesia No 27 Year 1999, about Environment Impact Analysis

Guidance to prepare the AMDAL

3 Regulation of Government Republic Indonesia No 41 Year 1999, about Controlling Air Pollution

To be used as a reference for managing air pollution

4 Regulation of Government Republic Indonesia No 82 Year 2001, about Water Quality Management and Water Pollution Control

Guidance for managing produced waste water and the quality of water bodies

Regulations and Decrees from the State Environment Ministry

1 Collaborative Decree between the National Affair Ministry and Environment State Ministry No. 23 Year 1979, about Natural Resources and Environmental Management Institutions at the local government level

Guidance for considering the authority of local institutions in Natural Resources and Environmental Management

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Regulation Consideration 2 Decree of the Environment State Ministry No. Kep-

48/MENLH/11/1996, about Noise Level Standards Guidance for noise levels during the construction stage

3 Decree of the Environment State Ministry No. Kep-49/MENLH/11/1996, about Vibration Level Standards

Guidance for vibration levels during the construction stage

4 Decree of Environment State Ministry No. 40 year 2000, about Working Procedures Guidance of Evaluator Commission of Environmental Impact Assesment (EIA)

Guidance for planning monitoring the working procedure and authority of Evaluator Commission of Environmental Impact Assesment.

5 Decree of Environment State Ministry No.41 year 2000, about Guidance for Establishment of Evaluator Commission of Environmental Impact Assesment (EIA) in Regency/ City

Guidance for planning the establishment of Evaluator Commission of Environmental Impact Assesment.

6 Regulation of Environment State Ministry No. 08 year 2006, about Guidance for Preparation of Environment Impact Analysis

Guidance in preparing the AMDAL from the Public Works Agency

7 Regulation of Environment State Ministry No. 11 Year 2006, about Business Types and/or Activities requiring an Environment Impact Analysis

Background law requiring an Environment Impact Analysis Study for the Toll Road Development Plan

8 Regulation of Environment State Ministry No. 05 Year 2008 about the Evaluator Commission for Environment Impact Analysis

Guidance for consideration of Evaluator Commission for Environment Impact Analysis of road development plan

9 Regulation of Environment State Ministry No. 24 year 2009, about Guidance for Evaluation of Environment Impact Analysis

Guidance for ANDAL Document for the Toll Road Development Plan

Regulations and Decrees from the Transportation Ministry and Directorate General

1 Decree of Transportation Ministry No. 60 Year 1993, about Traffic Markings/Signs

Guidance for road markings

2 Decree of Transportation Ministry No. 62 Year 1993, about Traffic Signal Tools

Guidance for traffic management

3 Decree of Transportation Ministry No. 14 Year 2006, about Traffic Management and Engineering

Guidance for traffic management and engineering

4 Decree of Directorate General Land Transportation No. 69 year 1993 about the Road Transportation of Goods

Guidance for mobilization and transportation of materials in the construction stage

5 Decree of Directorate General Land Transportation SK. 726/AJ.307/DRJD/2004 about Technical Guidance for Heavy Vehicle Transportation on Roads

Guidance for mobilization and transport of heavy vehicles in the construction stage.

Decrees from the Public Health Ministry

1 Regulation of Public Health Ministry No. 416/MENKES/PER/IX/1990, about Water Quality Requirements and Controls

Guidance in preparation of controls for managing water quality

2 Regulation of Public Health Ministry No. 876/MenKes/SK/VII/2002, about Technical Guidance for Environment Health Impact Analysis

Guidance in undertaking health impact analysis as part of the ANDAL

Decrees from the Manpower Ministry

1 Decree of Manpower Ministry No. SE-01/Men/1997, about air quality in the working environment

Standards of air quality in the working environment

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Regulation Consideration 2 Decree of Manpower Ministry No. Kep.51/Men/1999,

about climatic and noise levels in the working place Standards of climate and noise levels in the working environment

Decrees from BAPEDAL (Environmental Impact Management Institution)

1 Decree of Head of the Environmental Impact Body No. KEP.056 Year 1994, about Guidance for Significant Impacts

Guidance for defining significant levels in the AMDAL

2 Decree of Head of Environment Impact Body No KEP-299/BAPEDAL/11/1996, about Guidance Technical Study of Social Aspect in Amdal writing

Guidance in Social aspect in AMDAL document road development plan

3 Decree of Head of Environment Impact Body No. 124 Year 1997 about Guidance Public Health Aspect Study in AMDAL

Guidance of public health study aspect

4 Decree of Head of Environment Impact Body No. 08 Year 2000, about Public Participation and Information Openness in AMDAL Process

Guidance in AMDAL study in order community involve

Regional Regulations

1 Regional Regulation for West Java Province No.22 year 2010, about West Java Master Plan

Guidance on West Java provincial development

2 Regional Regulation for West Java Province No.3 year 1988, about underground and surface water Intake Management, and waste disposal management

Guidance for environmental management

3 Regional Regulation for West Java Province No.12 year 1989 about Regulations and Management of Water.

Guidance in water management

4 West Java Province Regulation No.1 year 1990, about Environmental Management in West Java Province.


5 Governor Decree of West Java No. 38 year 1991, about water use and water quality standard on West Java water source


6 Local Regulation for West Java Province No .15 Year 1994 about Road and Traffic Services in West Java Province

Guidance in traffic planning

7 Local Regulation for West Java Province No. 8 year 2005 about Buffer Area for Water Sources

Guidance in management of rivers, lakes and other water bodies

8 Local Regulation for West Java Province No.2 Year 2006 about Forest Conservation Areas

Guidance for activities in forest conservation areas

Governor Decrees

1 Decree of Governor KDH Level I West Java No.38 Year 1991 about Water Use and Standards of Water Source Quality in West Java

Guidance in management of water quality and use

2 Decree of West Java Governor No. 18 Year 1993 about Traffic Controls, Tools and Service

Guidance in traffic control

3 Decree of West Java Governor No. 21 Year 2001 about Regulations for the Use of Roads

Guidance in traffic planning

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CHAPTER II PROJECT PLAN

2.1 SCOPE OF WORKPLAN

2.1.1 Status and Scope of Workplan

2.1.1.1 Status of AMDAL Study

This document is a supplement to the AMDAL which was assigned by the AMDAL Evaluation Commission Team of West Java Province and the Governor of West Java Province in 2008, with recommendation No. ANDAL 660.I/2048/I/2008.

2.1.1.2 Activity Location

The revised toll road plan is now to be located from STA 199+507.66 until STA 204+236.90, which falls in 3 (three) Districts and 2 (two) Regencies in West Java Province: Sumber Jaya district, Majalengka Regency, and Ciwaringin and Gempol districts, Cirebon Regency.

2.1.1.3 Compatibility of Planned Project Location with the Local Master Plan

According to the Decree of the Governor of West Java Province No. 620/Kep.184-Sarek/2008, regarding Amendment to the Decree of the Governor of West Java Province No. 620/Kep.538-Sarek/2006, about the Determination of the Location for the Cikampek–Palimanan (SP2LP) Toll Road Construction, the location of the Cikampek – Palimanan toll road has been adjusted with the West Java Province 2003 – 2010 RTRW (master plan), which was formed as a result of revisions to the West Java Province master plan (Perda no.3 year 1994). The toll road route will pass through several regions with a variety of land use, such as: irrigated fields, gardens, forest, shrub, vacant land, rain-fed rice fields, farms and settlements. The location of the project is shown in Figure 2.1, and the land use maps for Majalengka and Cirebon are shown in Figure 2.1.

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Figure 2.1 Project Location Map

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Figure 2.2 RT/RW Map of Majalengka Regency

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Figure 2.3 RTRW Map of Cirebon Regency

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2.1.1.4 Description of Activity

The Cikampek - Palimanan toll road is a vital inter-regional connection for West Java Province. In the initial land acquisition phase, land could not be acquired between STA 199+559.438 and STA 203+407.602 (3.85 km) due to objections from local people. To ensure continuation of the toll road development, the project hence had to reroute this section to STA 199+507.66 until STA 204+236.90, which increased the length to 4.73 km. This new route now runs through Sumber Jaya district, Majalengka Regency, and Ciwaringin and Gempol districts, Cirebon Regency. This new route is displayed in Figure 2.4.

Technical data for this new route, according to the Detailed Engineering Design (DED), is shown in Table 2.1

Table 2.1 Technical data for the new section of the Toll Road

Toll Road Component Technical Data

a. Main Road

• ROW : 60 m

• Road length : 4.73 Km

• Lane width : 2 x (2 x 3.60) m

• Outside shoulder width : 2 x 3.00 m

• Inside shoulder width : 2 x 1.50 m

• Median width : 13 m

• Transverse slope : 2.0 %

• Shoulder slope : 4.0 %

• Maximum Speed : 100-120 km/hour

b. Ramp

• Lane width : 1 x 4.00 m

• Outer shoulder width : 3.00 m

• Transverse slope : 2.0 %

• Shoulder slope : 2.0 %

• Maximum Speed : 40 km/hour

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Figure 2.4 Revised toll road route from STA 199+507.66 until STA 204+236.90

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2.1.2 Planned Phases of this Activity

This Supplemental ANDAL, RKL and RPL is broken down into the pre-construction phase, and the construction and operation phases. Each phase is explained in the following section:

2.1.2.1 Pre-Construction Phase

1) Field Survey

Field survey work and measurements of the toll road in the construction phase will consist of defining the dimensions of the border of the road area (RUMIJA) and collection data on the local people, businesses and government who will be affected by land acquisition. This revised road route was decided on observations from a preliminary survey to determine the road route.

2) Land Acquisition

Base on results from the field survey and measurements, it is predicted that the width of the area to be acquisitioned is about ± 42 Ha. The land acquisition procedure will follow the existing regulations and refer to real conditions in the field, as based on Perpres No. 65 of 2006 regarding Amendment to Perpres No. 36 of 2005. The land acquisition team will consist of the P2T team (Panitia Pengadaan Tanah) which will be formed by the Cirebon District Government and the Majalengka District Government and who will be tasked with mapping the land that falls within the toll road route that will need to be acquired; and the Land Procurement Team (TPT/Tim Pengadaan Tanah) which will be formed by the Directorate General of Highways. Once the independent evaluation consultant determines the price range of the land to be acquired, the TPT team will process the land acquisition payment.

The unit price for the land acquisition payment will be based on the sale value of the taxable object (NJOP/Nilai Jual Objek kena Pajak), and will also consider the estimated price of the infrastructure on the land, including structures/buildings and plants of economic value. Socialization of the land acquisition process will be specifically conducted and will invite the community that will be directly affected.

a. Identification of land owner (affected person) through direct confirmation with community and Head of Village

b. Negotiation of land, plant, building, and other asset value between affected community, PT Lintas Marga Sedaya (as a developer), and related institution to obtain the asset value agreement

c. Payment of compensation by PT LMS to affected community based on agreement, witness by Head of Village and applied in accordance with regulation

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2.1.2.2 Construction Phase

1) Mobilization of Labour

Labour mobilization includes the recruitment of labour for the construction period and establishment of the project implementation plan. This activity will consist of labour recruitment and selection of those originating from in or outside the project area. Composition of labour for construction is shown in Table 2.2.

Table 2.2 Composition of Labour

No. Labour Composition Number

1. Owner 15

2. Manager 15

3. Supervisor 24

4. Manual worker 96

Total 150

Reff: Laporan Studi AMDAL Pembangunan Jalan Tol Ruas Cikampek – Palimanan (2008)

2) Mobilization of Heavy Equipment and Construction Materials

Heavy equipment to be used in the toll road construction phase consists of main equipment and accessories. Main equipment is equipment which is driven by an engine and are usually used for various works, while accessories are equipment/tools which are not drive by engines but are more temporary (like a hoe, etc). The heavy equipments that will be used in toll road construction are shown in Table 2.3, while the material requirements are shown in Table 2.4.

Heavy equipment will be mobilised using the existing Majalengka - Cirebon national road, according to the schedule of heavy equipment utilization. However the lanes for moving the materials have not yet been determined as the contractor has not been awarded yet. Moreover the materials that will be needed will be used based on a work schedule and the capacity of the dump site. The project management team will need to pay attention to this matter in order to ensure efficiency and ensure there is no pollution to the environment. Project materials will not be procured by the contractor, but will be procured through a third party. The project operator as the buyer of the materials will administratively manage the procurement process and its operations.

Table 2.3 List of Heavy Equipment

No. Heavy Equipment Number

1 Bulldozer 4

2 Excavator 4

3 Stake tools 2

4 Dump Truck 15

5 Pick Up 2

6 Compressor 2

7 Concrete mixer 4

8 Concrete pump 2

9 Cutting machine 1

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No. Heavy Equipment Number

10 Generating set 2

11 Crane 2

12 Concrete breaker 1

13 Grinder 2

14 Wheel loader 3

15 Motor grader 2

16 Stamper 4

17 Concrete vibrator 4

18 Prime mover 2

19 Tire roller 2

20 Tandem roller 2

21 Asphalt mixer 1

22 Asphalt finisher 1

23 Water/full tank truck 1


Table 2.4 List of Materials

No. Material Type Unit Volume

1 Sand m3 12,957

2 Cement m3 2,585

3 Aggregate / Broken Stones m3 23,803

4 Iron Ton 2,065

5 Concrete m3 47,734

6 Asphalt Ton 5,462

Reff: Hasil Perhitungan Tim Konsultan

Supporting materials like cement and steel/iron will be transported from the local source of origination. Fragmented stones and sand will be carried from the local site through village roads to the project site.

Transportation routes are planned to be sprayed with water twice a day to reduce dust pollution caused by tire friction with soil.

Material transportation will usually use dump trucks with 8 ton capacity (MST), which will travel through national/provincial roads.

3) Land clearing and road construction

The land clearing stage will consist of the following activities:

a) Base Camp Construction and Operation

The base camp will serve as the centre office for work activities, as well as temporary accommodation for labour and field staff during project operation, a place for vehicle

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and heavy equipment maintenance, and a warehouse for work related to the new route from STA 199+507.66 until STA 204+236.90 along 4.73 km.

b) Land Clearing

Land clearing works will consist of clearing the land of all trees and plants, garbage and other material substances that will be unused, including unused materials from the project activities. Land clearing works will also include the clearance of all buildings and drainage channels, moving public utilities. This is in order to provide a clean surface before construction works begin. Land clearing work will for the most part be done manually (using human power) but will also use heavy vehicles like bulldozers and excavators.

c) Land Preparations

This work will include excavation works, cut and fill works, road surface preparations, soil stabilization works and disposal works. This work aims to prepare the land to meet the height cross sections according to the technical drawings. Technical drawings of the toll road cross section can be seen in Figure 2.5.

Land preparation works will also consist of land cleaning, land filling, and land compaction around the areas where bridges will be built. Land cleaning works will occur in areas where previous structures/vegetation had to be removed. Land cleaning activities will use bulldozers to dismantle, strip, and compact the soil, and to dispose of unneeded items.

Estimated soil required for the fill works is about 2,088,000 m3. Excavation and cutting works will use excavators and manpower. Unused soil that has been excavated/dug will be transported by dump truck and used for fill. Fill works will also use soil from a quarry supplier. Fill works will use special soil that will be transported from other locations using dump trucks and will be spread by bulldozers, motor grader and manpower. Fill will be laid out layer by layer with each layer having a thickness of about 20 cm depending on the compacting tool used. Each compacted soil layer will be tested.

Land preparation works will also include the construction of a temporary road facility at the artery sites which will involve elevated construction or where structure works will be implemented at bridge construction sites. .

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Figure 2.5 Cross section of Cikampek-Palimanan Toll Road.

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d) Drainage Works

Drainage works aim to channel and manage the flow of water from construction activities or post-construction activities, particularly during the rainy season. The primary disposal channel will collect and direct water from areas around the project site, hence channels must be built according to demand in the form of open or closed channels. Drains along the side of the road will be constructed under local roads with a manhole every 20 meters to ease the cleaning of the channels from garbage material.

During project construction temporary channels will be needed to direct water away from the project site to avoid flooding. Digging of the drains will use excavator and manpower, and excavated soil from the digging works will be transported using dump trucks to dispose the soil at a certain location. Drainage construction will use materials from other locations which will be stored at a road side location near where the drainage works will be implemented.

e) Foundation Pile Works

The road surface will be elevated above the soil surface in some locations and will cross above rivers, hence foundation piles must be erected at the project site according to the design. Foundation pile work will consist of the construction of piles using concrete and steel which will either be made at the construction location or will be bought ready made. Foundation pile works will use "Bor piles" or poles.

f) Structure Works

Structure works will consist of casting the bridge and road columns, road and bridge floor casting, beam construction (using prestressed concrete), construction of the interchange buildings, construction of public bridge crossings, casting of the retaining walls, layering of the asphalt concrete, and construction of pedestrian crossing bridges.

g) Road Paving

Pavement will consist of granular pavement and asphalt pavement. Works involved with granular pavement will consist of procurement, processing, transportation, spreading, compacting, grading and compaction of the aggregate, and preparing the soil surface according to the detailed engineering design. The aggregate foundation layer will use bone concrete with hotmix.

Works involved with asphalt pavement will include compaction and spreading of the foundation layer. The materials used will include raw aggregates, soft aggregates and asphalt made by AMP with certain specifications which have been controlled by a laboratory. This material will be transported to the construction site by dump to be placed in the Asphalt Finisher.

h) Supporting Facilities Works

Works to construct the supporting facilities will consist of installation of road lighting, road markings, road poles, border fencing, etc. Crossing facilities will be constructed in the form of bridges. Installation methods for these supporting facilities are shown in Figures 2.6, 2.7 and 2.8.

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Figure 2.6 Installation of Bore Piles

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Figure 2.7 Installation of Foundations

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Figure 2.8 Installation of Girder Blocks

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4) Dismissing Labour

At the end of the construction phase, labour contracts will finish. This will result in many losing their employment with the Cikampek-Palimanan toll road. The number of those employed for manual labour during construction is about 96 persons.

2.1.2.3 Operation Phase

1) Road Operation

It is predicted that the number of vehicles using the Cikampek-Palimanan toll road during the operation phase will increase. In addition to vehicle use, operation of the toll road will also include the operation of rest areas and parking facilities, toilets, canteens, stores, vehicle service stations, etc., in addition to the Cikampek-Palimanan Toll Road Office.

During toll road operation, labour will be recruited for computer operators, ticketing operators, towing drivers, ambulance medic staff, technical staff, security patrols, security, and cleaning services.

2) Road Maintenance

In certain conditions, the toll road will require maintenance and repairs. Maintenance activities will include maintenance of the road surface, road markings and signs, repainting, maintenance of bridges, repainting of bridge railings, cleaning of bridge drainage channels, maintenance of drainage channels, maintenance of grass and vegetation, and tree growing.

Generally maintenance activities aim to avoid damage of the road and bridges. These activities will include small works to recondition and repair the road and bridges. The primary maintenance activities will be:

1. Re-layering of the road surface

2. Addition of other facilities as needed (vehicle workshops, emergency call tools, tow trucks, ambulances, etc )

2.1.3 Other Activities around the Project Location

Generally, the area surrounding the affected region of Cikampek – Palimanan Toll Road during the compilation of this document, consist of forestry, agricultural, industry, and housing area.

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2.1.4 Alternatives Studied in the AMDAL

This AMDAL does not define any alternatives that were studied. All alternative projects/ideas were studied in the Feasibility Study and were addressed in the initial planning. The best option was selected in the Detailed Engineering Design (DED) document for the Road Rerouting.

2.2 IDENTITY OF PROJECT INITIATOR AND DOCUMENT AUTHOR

2.2.1 Identity of Initiator

Initiator Name : PT. Lintas Marga Sedaya

Office Address : Jalan Cibitung III No. 34 Kebayoran Baru,

Jakarta

Responsible Person : Muhammad Fadzil bin Abdul Hamid

Task : Director President

2.2.2 Identity of Supplemental ANDAL, RPL and RKL Author

Company Name : PT. WIDYA CIPTA BUANA

Office Address : Komp. Rukan Metro

Jl. Venus Barat Kav. 15 Margahayu Raya –

Soekarno Hatta. Bandung.

Telephone/Fax : (022) 7568445-7509159 / 7509172

Responsible Person : Drs. Iwan Setiawan (KTPA)

Task : Director

Authors

Team Leader : Drs. Iwan Setiawan (KTPA)

Team Member

Physic Chemistry expert : Drs. Iwan Setiawan (KTPA)

Environment Technical expert : Arie Fitria Indrayana, S.T (ATPA)

Biologist : Haikal Suhaidi, S.Si (ATPA)

Geologist : Ir. Djajin Prapto Rahardjo

Planning and Transportation : Hary Wibowo, S.T

Social Economic Culture expert : Dra. Neneng Nurbaeti Amin, SE

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CHAPTER III DESCRIPTION OF ENVIRONMENTAL COMPONENTS

A general overview of the environmental components and conditions for the Rerouted Road Segment from STA 199+507.66 until STA 204+236.90 is described in the environmental description section in the AMDAL study document for the Cikampek – Palimanan Toll Road which was assigned in 2008; this section focuses on the area around the rerouted segment and primary data from the field survey.

3.1 PHYSICAL CHEMISTRY

3.1.1 3.1.1. Climate

The scope of study exist in tropical area with 2 season: rainy season and dry season. Based on analysis, the value of Q is 0,99 which is categorized in Zone A – wet climate.

1) Air Temperature, Direction and Wind Speed

The average maximum air temperature in the study area is between 37.5-35.5oC, with an average wind speed of about 0.6 – 2.1 m/second with direction generally to west, east, north west, and south east.

2) Rainfall

According to the 10 year data series from the latest Climatology parameter on the affected region, the highest rainfall is in January (384 mm) with 19 rainy days and the lowest is in August (50 mm) with 3 rainy days. The Climate in Indonesia is classified into wet month and dry month. Wet month has total rainfall more than 100 mm, while dry month has total rainfall less than 60 mm.

3.1.2 Air Quality and Noise

According to data from the Environmental Impact Assessment (EIA) study for the Cikampek – Palimanan Toll Road (2008), air quality in the study area, particularly the parameters NO2, CO and dust, exceed the standards from PP No. 41 of 1999 regarding Air Pollution Control.

Noise levels in the study area are still under the required standard.

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Table 3.1 Air Quality and Noise Levels in the Study Area

Reff : Data Primer, Binalab (April 2011) Information: 1) National Ambient Air Quality Standards from Regulation No. 41 Year 1999. 2) Ambient Noise Standards, based on the Decree of the Minister of Environment No. Kep.

48/MENLH/II/1996. 3) Emissions & Dust Threshold Limit in the Workplace based on the Circular of the

Minister of the Republic of Indonesia NoSE 01/MEN/1997. 4) Noise Standards in the Workplace based on the Decree of the Minister of Manpower of

the Republic of Indonesia No. Kep-51/Men/1999.

3.1.3 Geology

The study area is located above a Pliocene facies sediment rock layer, Miocene facies limestone rock, Pliocene facies sediment, Pliocene facies volcanic rock, old quarter volcanic products, alluvium facies volcanic, Miocene facies sediment, andesitic and alluvium. The Cikampek - Palimanan toll road route runs above geologically young and old rock, as explain below:

• Sediment of river (Qa) consist of clay, silt, sand, gravel, and silt in the form of river holosen sediment.

• Undissociated young vulcanic rock (Qyu) consist of breccias, andesitic lava, basalt, tufan sand, lapilli from Mountain of Tamponas (in bandung) and Mountain of Cireme. These rocks were usually forming plain land or low hills with yellow gray and redness soil.

• Tufan sand rock, clay, and conglomerate (Qv).

• Kaliwungu formation (Tpk) consist of clay rock with insertion of tufan sand rock and conglomerate, where sandstone layer of limestone and limestone rock also found.

• Subang formation (Tms) consist of clay rock with insertion of marble stone which usually has a solid dark gray colour. In some area the sandrock also inserted with gray glauconit

Result

No. Parameter Unit Ciwaringin Village

Walahar Village

Standard 1)

Methods

PHYSICAL

1 Air Temperature °C 37.5 35.5 - Direct. Thermometer

2 Air Humidity % 41.5 41.5 - Hygrometer

3 Wind Speed m/secon

d 0.6 – 2.1 0.7 – 1.2 - Anemometer

4 Wind Direction ° 120 – 140 200 – 220 - Compass

5 Weather - Cloudy Clear -

6 Sound Level dBA 52.11 66.14 702) Noise Level Meter

CHEMICAL

1 Sulphur Dioxide (SO2) µg/Nm3 2.50 2.13 900 SNI 19-7119.7-2005

2 Nitrogen Dioxide (NO2) µg/Nm3 1.34 1.10 400 SNI 19-7119.2-2005

3 Carbon Monoxide (CO) µg/Nm3 8,588 40,837 30,000 CDN-1C

4 TSP µg/Nm3 5.34 4.42 230 SNI 19-7119.3-2005

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1. Tectonics

The main study of Geological Technic mainly about physical nature or soil and rock mechanic. Details explanations for each geological technic through the length of the Toll Road are below:

• Clay sand [As (sc)]: sediment of natural levee/ river embankment, thickness between 1-10 meter, with brownish gray to black gray color. It has very fine grained to coarse grained, be rounded to form an angle, rough gradation, high permeability, loose density to solid density. The soil bearing capacity is low to moderate, easily excavated with non mechanical equipment. The surface depth of free ground water is shallow to deep, and was affected by fluctuation of river water. This geological technic potentially flooded dan there is potential risk of erosion on the river banks caused by lateral erosion of the river.

• Silt clay [R (mc) (cm)]: residual soil as the result of corrosion of tufan sand rock, tuffs, conglomerate, aglomerate, lapili, and breccia, thickness between 2-20 meter. The central and southern part contain lots of gravel and lump of igneous rocks with redness brown color, moderate plasticity to high plasticity, low, firm, to rigid permeability. The soil bearing capacity is low to moderate, easily excavated but a bit difficult if using non mechanical equipment. The surface depth of free ground water is moderate to deep.

• Clay [Rc]: residual soil as the result of corrosion of clay rock, thickness between 1-3 meter, with brown black color, contain with stone clay fraction, low plasticity and permeability, and firm consistency. The soil bearing capacity is low to moderate, easily excavated but a bit difficult if using non mechanical equipment. The surface depth of free ground water is deep to not exist. This geological technic has potential soil movement.

• Sandrock, conglomerate, and tufan sandrock [SS, CG]: sediment of quarter of volcanic, tertier sediment, and Citalang formation. It is sandrock part of Subang formation. Conglomerate has brown black color with component consist of andesite, basalt, sandrock, and other type of rock with thickness 1-5 meter, be rounded to form an angle, high porosity, low cementation and toughness. Sandrock and tufan sandrock has yellowish brown, very fine grained to coarse grained, be rounded to form an angle, with composition consist of feldspar, volcanic ash, and some of black mineral, moderate porosity to high, moderate cementation, and moderate toughness. The rock bearing capacity is high, difficult excavated if using non mechanical equipment. The surface depth of free ground water is deep to not exist in some area.

• Clayrock [Cs]: tertier sediment deposition from formation of subang and kaliwungu, has greenness gray color, not too obvious layer. It contains iron, mollusc, and gypsum fragment, low toughness, low bearing capacity of rock, difficult excavated if using non mechanical equipment. The surface depth of free ground water is difficult to get. In this geological technic the slope is not stable dan has high potential risk of erosion.

• Breccia and lava [BX, LH]: it is interspersed by aglomerat, lapili and lava, volcanic deposition of Tangkuban Perahu and Tampomas Mountain. It has black brown color, with component consist of andesite basalt, pumice stone in gravel size to lump, basic mass of tufa sand, form an angled, low toughness to moderate. The

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bearing capacity of rock is high, difficult excavated if using non mechanical equipment. The surface depth of free ground water is difficult to get except in the foothill. This geological technic is one of the volcanic hazard area.

2. Physiographic

Mainly the geomorphology of area of study can be distinguish into:

• Plain land and river flat morphology consist of alluvium with slope 0-3%.

• Wavy morphology formed by young volcanic rocks with slope 3-5%.

• Hill and mountains with fine relief morphology formed by young volcanic rock and tufan sandrock with slope 5-15%.

• Hill and mountains with moderate relief morphology formed by tuff tufan sand and breccia with slope 15-30%.

• Hill and mountains with high relief morphology formed by tufan sand, breccia and andesite with slope 30-70%.

3.1.4 Hydrology

The study area includes the Cimanuk (Majalengka Regency) river basin and the Ciwaringin (Cirebon Regency) river basin. The rivers flow from south to north, flowing from the Kromong mountain region to the Java sea.

3.1.5 Hydrogeology

The lithology of the main aquifer is a low aquifer system, and the Toll Road crosses over a flat coastal area which consists of sand and gravel which come from ancient rivers and delta sand sediment. The water from this aquifer system is used by the local people for their daily water consumption. The configuration and productivity of the inner aquifer system in the plain area is characterized by delta sediment with random vertical and horizontal distributions between rock and clay layer which are water proof. Refer to Figure 3.2 for a Hydrogeological map of the region.

Indications were found that the aquifer system followed a timeline, as the ground water level is static and the well capacity will decrease particularly if wells are poorly drilled. This indication was found by Pramono (1981), where several wells drilled in productive aquifers at a depth of 60 - 100 m before 1980 produced a flow of 50 - 70 l/minute with a pisometric level of between 1 – 1.3 m/aml; in recent decades these wells have averaged between 10 - 30 l/minute with a pisometric level of 0.75 m/aml.

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Figure 3.1 Geology map

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Figure 3.2 Hydrogeology map

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3.1.6 Kegempaan

The whole Toll road on region 4 and basic seismic coefficient between 0.15 g for soft soil and 0.1 g for rough soil. Earthquake load on this area is not so high and planned structure of structure type B or C as classified BMS7-K art 1.8.3. the earthquake point which potentially affect the toll road area will not be apart from Indonesia seismotectonic especially in the west side of Java island.

From the seismotectonic map of indonesia released by Geology Research and Development Center for annual 100 years-earthquake, there are 29 point of earthquake which potentially impacted as explained below:

1. Earthquake with magnitude 5-6 and shallow depth (0-90 km), it will be on 7 point along Pantura from Depok to Karawang until Cirebon to Pemalang.

2. Earthquake with magnitude 5-6 and medium depth (90-150 km), it will be on 7 point along Pantura from Tangerang to Depok until Indramayu-Cirebon-Pemalang.

3. Earthquake with magnitude 5-6 and shallow depth (0-90 km), it will be on 4 point at Java Sea with 1 point at off shore Serang beach, and 3 point at off shore Indramayu beach.

4. Earthquake with magnitude 5-6 and shallow medium (90-150 km), it will be on 3 point at Java Sea with 1 point at off shore Bekasi beach, and 2 point at off shore Cirebon-Pemalang beach.

5. Earthquake with magnitude >6 and shallow depth (0-90 km), it will be on 2 point at Java Sea, far from off shore Jakarta beach (in the middle of Jakarta and Belitung Island sea.

6. Earthquake with magnitude 5-6 and deep depth (50-650 km), it will be on 5 point at Java Sea, far from off shore Jakarta-Karawang and Indramayu beach.

7. Earthquake with magnitude >6 and deep depth (150-650 km), it will be on 1 point at Java Sea, far from off shore Karawang beach.

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Figure 3.3 Seismic Zone Map

3.1.7 Water Quality

1) River Water Quality

Laboratory analysis (presented in Table 3.2.) compared results with the standards in PP No 82 Year 2001 about Water Quality and Water Pollution Control, Class II, and found that the TSS parameter in three receiving water bodies where water samples were collected exceeded the standard of 50 mg/L. The physical condition of the water in these three locations is relatively turbid especially in the rainy season where the level of mud is relatively high.

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Table 3.2 River Water Quality

Result No. Parameter Unit

A – 1 A – 2 A – 3 Standard Method

PHYSICAL

1 Temperature °C 27.4 24.00 28.8

± 3 SNI 06-6989.23-2005

2 TSS (Total Suspended Solids)

mg/L 52.10 133.67 133.67

50 SNI 06-6989.3-2004

3 TDS (Total Dissolved Solids)*

mg/L 98.0 374.0 95.0

1000 SNI 06-6989.27-2005

CHEMICAL

1 pH mg/L 7.13 7.00 7.28

6 – 9 SNI 06-6989.11-2004

2 BOD mg/L 5.44 5.44 6.35

3 APHA 5210 B(2005)

3 COD mg/L 10.13 9.79 13.6

25 APHA 5220 B(2005)

4 DO mg/L 4.84 4.39 4.39 >4 DO-Meter 5 NO3 – N mg/L

5.45 1.69 1.69 10 APHA NO3-

E(2005) 6 NH3 –N mg/L

2.01 1.48 1.48 - SNI 06-6989.52-

2005 7 Cobalt (Co) mg/L

<0.05 <0.05 <0.05 0.2 APHA 3111 B

(2005) 8 Boron (B) mg/L

0.02 <0.004 <0.004 1 APHA 4500-B

B(2005) 9 Cadmium (Cd) mg/L

<0.01 0.01 0.01 0.01 APHA 3111B

(2005) 10 Chromium VI (Cr6+) mg/L

0.01 0.01 0.01 0.05 APHA 3500

D(2005) 11 Copper (Cu) mg/L

<0.02 <0.02 <0.02 0.02 APHA 3111 B

(2005) 12 Iron (Fe) mg/L

0.88 0.44 0.02 - APHA 3111 B

(2005) 13 Lead (Pb) mg/L

0.02 0.01 0.01 0.03 APHA 3111 B

(2005) 14 Manganese (Mn) mg/L

0.02 0.01 0.01 - APHA 3111 B

(2005) 15 Zink (Zn) mg/L

<0,02 0.02 0.04 0.05 APHA 3111 B

(2005) 16 Chloride (Cl) mg/L

7.52 3.96 26.53 - SNI 06-6989.19-

2004 17 Fluoride (F) mg/L

<0.02 <0.02 0.50 1.5 SNI 06-6989.29-

2005 18 NO2 – N mg/L

<0.001 0.03 0.03 0.06 SNI 06-6989.9-

2004 19 Sulphate (SO4) mg/L

28.06 35.51 12.69 - SNI 06-6989.20-

2004 20 Chlorine (Cl2) mg/L

0.04 0.06 0.06 0.03 APHA 4500-Cl

B(2005) 21 Sulphide (S-) mg/L

0.15 0.35 0.35 0.002 APHA 4500-S2-

B(2005) 22 Oil and Grease mg/L

1.40 1.07 1.07 1 SNI 06-6989.10-

2004 23 MBAS mg/L 0.04 0.04 0.04 0.2 SNI 06-6989.51-

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A – 1 A – 2 A – 3 Standard Method

2005

24 Phenol mg/L <0.002 <0.002 <0.002

0.001 SNI 06-6989.21-2004

25 Phosphate (PO4) mg/L 0.30 0.25 0.25

0.2 SNI 06-6989.31-2005

SAMPLING 1 Air condition - Bright Bright Bright - -

2 Air temperature °C 36.0 34.0 34.4 - -

3 Humidity % 41 45,5 45,5 - -

High levels of mud/suspended solids will contribute towards a lack of dissolved oxygen in the water, and the water biota which requires oxygen will die and be replaced by anaerobic microorganism growth. These microorganisms will also use carbon and organic substances. The respiration of anaerobic microorganisms produces Sulphide (S-) which has a bad smell and will affect environmental health; as a result of this, Sulphide levels have been measured at 0.15 – 0.35 mg/L which exceeds the regulatory standard of 0.002 mg/L.

Beside TSS and Sulphides, there are also other parameters that have been measured at levels that exceed the standards, namely Cl2, oil & fat and PO4; this is due to the receipt of wastewater from domestic activities into the water bodies. Oil and fat which was measured at 1.47 – 14.00 mg/L originates from domestic washing activities and as the water bodies are near to existing roads it is possible they are affected by oil and fuel spills in the rainy season. PO4 was measured in excess of the standard at 0.25 – 0.30 mg/L (standard = 0.2 mg/L); although the measured level is only slightly above the standard, exceeding the standard by 0.05 – 0.1 mg/L, this is still in excess and has resulted in changing the colour of the water body. Chlorine (Cl2) was measured at 0.42 – 3.06 mg/L (standard= 0.03 mg/L). Cl2 is a disinfectant substance used in manure factories and farms; therefore the Cl2 has originated from surrounding farming activities

1) Clean Water Quality

Clean water quality was analysed from wells in the nearest settlements, and the results were compared with the standards in the Ministry of Health Regulation No. 416 Year 1990, about Water Quality Controls and Requirements.

This analysis found that organic substances (KMnO4) was above standard in two villages with a value of 21.80 mg/L (in Walahar village) and 16.75 mg/L (in Budur village): the standard is 10 mg/L. This shows that organic substances from farm areas (rice fields) have entered the water wells in the residential areas. Information from local people revealed that in the dry season the well water is very turbid compare with the rainy season. Besides KMnO4, the colour and turbidity of clean water in Budur village measured above standard, with colour at 190.16 PtCo (standard = 50 PtCo), and turbidity at 32.0 NTU (standard = 25 NTU). Table 3.3 displays the results of analysis of clean water in the area.

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Table 3.3 Well Water Quality


A – 1 A – 2 Standard Methods

PHYSICAL

1 Temperature °C 28.6 28.0

± 3 SNI 06-6989.23-

2005 2 Smell (Odour)* - No Odour No Odour No Odour -

3 TDS mg/L 189.0 87.5

1,500 SNI 06-6989.27-

2005 4 Colour PtCo 16.16 190.16 50 APHA 2120.B(2005) 5 Turbidity NTU 0.50 32.0 25 APHA 2130.B(2005) 6 Conductivity µmhos 287.0 150.0 - APHA 2132.B(2005) CHEMICAL 1 Iron( Fe) mg/L 0.03 0.89 1 APHA 3111 B (2005)

2 Fluoride (F) mg/L 0.66 <0.02

1.5 SNI 06-6989.29-

2005 3 Cadmium (Cd) mg/L <0.01 <0.01 0.003 APHA 3111 B (2005)

4 Hardness (CaCO3) mg/L 351.40 144.00

500 SNI 06-6989.12-

2004

5 Chloride (Cl) mg/L 17.82 2.77

600 SNI 06-6989.19-

2004 6 Chromium VI (Cr6+) mg/L 0.01 <0.01 0.05 APHA 3500 D(2005) 7 Manganese (Mn) mg/L <0.02 <0.02 0.5 APHA 3111 B (2005) 8 Nitrate (NO3-N) mg/L 5.07 2.14 10 SNI 06-6989.9-2004 9 Nitrite (NO2-N) mg/L 0.45 0.10 1 SNI 06-6989.9-2004

10 pH - 7.00 6.96 6.5 – 9.0 SNI 06-6989.11-

2004 11 Zink (Zn) mg/L <0.02 <0.02 15 APHA 3111 B (2005)

12 Sulphate (SO4) mg/L 5.44 22.75

400 SNI 06-6989.20-

2004 13 Lead (Pb) mg/L <0.02 <0.02 0.05 APHA 3111 B (2005)

14 MBAS mg/L <0.03 <0.03

0.5 SNI 06-6989.51-

2005

15 Phenol Total mg/L <0.002 <0.002

0.01 SNI 06-6989.21-

2004

16 Organics (KMnO4) mg/L 21.80 16.75

10 SNI 06-6989.22-

2004 SAMPLING 1 Air Condition - Bright Bright - - 2 Air Temperature °C 37.0 34.0 - - 3 Humidity % 61.7 57.8 - -

Reff : Data Primer, Binalab (April 2011) Information : - Regulation of the Minister of Health No.416/MENKES/Per/IX/1990 about Clean Water Quality

Requirements - The sign: < indicates the results are below the detection limit - Location : A-1 = Walahar village; A-2 = Budur village

3.1.8 Space Land and Soil

The West Java Provincial Master Plan consists of a master plan that determines the structural and spatial uses for the province. The spatial and structural development plan consists of a city development plan, regional infrastructure plan, main regional development plan, and regional defence and security plan. The city spatial use plan

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consists of conservation spaces, cultural spaces, capacity planning, and environmental capacity.

Generally West Java Province is divided into several main regions which have each been assigned a main sector. The regional division is shown in Table 3.4.

Table 3.4 Regional Division in West Java Province

No. Region Main Sector

1. Bogor-Depok-Bekasi and its surrounds

Industry, tourism, trade and services, education and knowledge.

2. Bogor-Puncak-Cianjur and its surrounds

Food plant agriculture, tourism, plantation, terrestrial fisheries.

3. Sukabumi and its surrounds Ocean fisheries, livestock, tourism, plantation, agro-industry, farming, food agriculture.

4. Cianjur-Indramayu-Majalengka-

Kuningan and its surrounds

Industry, trade and services, ocean fisheries and terrestrial fisheries, food farming, forestry, plantation and livestock.

5. Cekungan Bandung and its surrounds

Industry, trade and services, tourism, horticulture, forestry, plantation, livestock, education and knowledge.

6. Priangan Timur and its surrounds. Food agriculture, forestry, plantation, livestock, ocean and terrestrial fisheries, tourism.

7. Pangandaran and its surrounds Tourism and ocean fisheries

8. Purwakarta-Subang-Majalengka (proposed)

Industry, tourism, ocean fisheries, food farming, forestry, plantation, livestock and marine business

Reff : RTRW Propinsi Jawa Barat

The environmental capacity and carrying capacity planning in West Java Province aims to maintain environmental balance and continuity of development by using conservation resources and culture regions.

Environmental capacity and carrying capacity planning consist of:

1. Controlling spatial use and use of natural resources

2. Controlling population density

3. Establishing population distribution according to capacity

4. Controlling social, economic and community development according to capacity.

5. Controlling coastal and marine resource use.

The targets for improving the environmental capacity and carrying capacity in West Java region are:

1. Use of space and natural resources can be controlled in the northern, middle

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and southern parts of the regions.

2. Controlling population levels to prevent it from accelerating.

3. Managing distribution of population according to environmental capacities

4. Controlling social and economic development according to environmental

capacity

5. Controlling the use of coastal and marine natural resources

The study area for the rerouted segment of the Cikampek – Palimanan toll road is located in the Ditrict of Majalengka and District of Cirebon. 41% of the district of Majalengka is used for rice fields, including the land near to the rerouted toll road segment. The District of Cirebon is primarily occupied by rice fields. This District has a higher proportion of residential/public facilities in the study corridor, averaging about 27 % of land use in Cirebon. Land Use in the study area is shown in Table 3.5.

Table 3.5 Land Use in the Study Area

Type of Use Majalengka Regency (Ha) Cirebon Regency (Ha)

Conservation 6,100 10,420

Cultivation 114,324 88,551

Residential/Settlement 14,324 20,200

Public facility 6,176 6,200

Industry 425 4,300

Recreation 275 200

Fisheries 968 1,000

Livestock 135 150

Rice Field 49,608 49,500

Plantation 14,691 1,700

Crop farm 11,639 3,300

Forest 16,082 2,001

Total 120,424 98,971


3.2 BIOLOGY

According to field observations in the study area, the rerouted project can be divided into two main ecosystems: Bush ecosystems and Mixed Plantation ecosystems (mixing farming and pine plantations). Mixed farming land is primarily owned by the local community, while pine plantations are production forests owned by Perhutani. Generally this ecosystem does not significantly differ from that of the previously proposed road segment.

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3.2.1 Terrestrial Flora

Vegetation Study focused on the Bush ecosystem type and Mixed farms which have a heterogenic type of vegetation when compared with that of the Pine Plantation ecosystem. The observation found 18 types of flora and ecosystem vegetation in the mixed farms (see Table 3.6), and 10 types of flora in the bush ecosystem (Table 3.7).

Table 3.6 Vegetation Types in the Mixed Farm Ecosystem in the Study Area

No Species Local Name AR FR DR INP

1 Pinus merkusii Pinus (Pine) 22.25 12.28 18.24 52.77

2 Swietenia mahagoni Mahoni (Mahogany) 12.15 10.25 16.15 38.55

3 Tectona grandis Jati (Teak) 18.22 9.34 2.20 29.76

4 Tamarindus indica Asem (Tamarind) 8.66 8.25 12.17 29.08

5 Ceiba pentandra Randu (Cottonwood) 4.37 5.18 17.29 26.84

6 Bambusa sp. Bambu (Bamboo) 2.55 6.17 8.15 16.87

7 Artocarpus integra Nangka (Jackfruit) 6.22 5.14 5.20 16.56

8 Jatropha curcas Jarak 4.63 6.17 5.20 16.00

9 Mangifera indica Mangga (Mango) 3.35 6.17 2.20 11.72

10 Cocos nucifera Kelapa (Coconut) 3.24 6.25 2.20 11.69

11 Musa sp. Pisang (Banana) 3.76 5.14 2.20 11.10

12 Albizia sp. Albasia 2.35 6.17 2.20 10.72

13 Maeopsis emanii Sobsi 2.44 5.17 2.20 9.81

14 Artocarpus integra Nangka (Jackfruit) 3.35 4.18 2.20 9.73

15 Nephelium lappaceum Rambutan 2.46 4.14 2.20 8.80

Total 100.00 100.00 100.00 300.00

Reff: Primary Data Analysis (2010) Notes: AR : Relative Abundance

FR : Relative Frequency DR : Relative Dominance INP : Significant Value Index

The type of pine found in the area is Pinus merkusii with an INP of about 52.77, and it is the most dominant type of vegetation in the mixed farm ecosystem, followed by Mahogany (Swietenia mahagoni) with an INP of 38.55, Teak (Tectona grandis) with an INP of 29.76, Tamarind (Tamarindus indica) with an INP of 29.08, and Cottonwood (Ceiba pentandra) with an INP of 26.84. These vegetation types are general and are found everywhere in the sampling location.

The vegetation types in the bush ecosystem include Alang-alang Imperata cylindrica with INP = 54,09 found dominant at all location. While Tebu Saccahrum officinarum (INP = 42,63) found dominant at tebu plantation which own by local community.

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Table 3.7 Vegetation Types in the Bush Ecosystem in the Study Area

No Species Local Name AR FR DR INP

1 Imperata cylindrica Alang-lang

(Blady grass) 16.33 25.06 12.69 54.09

2 Saccahrum officinarum Tebu

(Sugarcane) 13.22 22.64 6.77 42.63

3 Eupathorium inulifolium Kirinyuh 9.78 6.45 14.62 30.84

4 Melastoma sp. Harendong 12.65 6.45 11.65 30.75

5 Ageratum conyzoides Babadotan 12.56 6.45 9.15 28.16

6

Oxalis corniculata Semanggi (Creeping Woodsorrel) 7.46 9.40 10.31 27.17

7 Glichenia sp. Paku (Fern) 10.47 6.45 8.62 25.54

8 Mimosa pudica Puteri malu (Touch-me-not) 4.48 5.32 12.69 22.49

9 Penisetum purpureum Rumput gajah

(Napier Grass) 8.57 6.45 4.89 19.91

10

Catharanthus roseus Tapak dara (Madagascar Periwinkle) 4.48 5.32 8.62 18.42

Total 100.00 100.00 100.00 300.00 Reff: Primary Data Analysis (2010) Notes: AR : Relative Abundance

FR : Relative Frequency DR : Relative Dominance INP : Significant Value Index

3.2.2 Fauna

Wild fauna is an important part of an ecosystem. In the study area there have been found predator animals such as the eagle, pollinator animals such as birds that spread seeds, and even animals that prevent farming pests such as the sanca snake which catch mice in rice paddy fields. Wild fauna also function as an indicator of environmental change (Furness & Greenwood, 1993), as environmental change will affect the character, population, and species composition of fauna (P.J. Jarvis dalam Furness & Greenwood, 1993). Wild fauna are also used as a bio-monitor of environmental change, pollution (pesticides, heavy metals, air pollution, radioactive contamination, etc.) and changes to water quality. Hence the presence of wild fauna in a region is important to be documented for certain purposes, as their presence provides feedback for regional management. Problems that threaten the sustainable populations of wild fauna include hunting and habitat damage (such as land conversion, fragmentation and habitat alteration).

a. Mammals

The field survey found at least 9 types of mammals in the area, as listed in Table 3.8. Four types of mammals, the Sus scrofa (wild boar), Cynopterus sp. (Common Fruit Bat), Rattus exulans (Polynesian rat) and Callosciurus notatus (Plantain squirrels) were observed in the field. Trails and dirt from the Muntiacus muntjak (Barking Deer), Cervus timorensis (Rusa) and Lutra sumatrana (Hairy-nosed Otter) were found. Other mammals present in the area were described from local community information. Paradoxurus hermaphroditus (Musang, or Asian Palm Civet) is a

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nocturnal wild mammal, and it is not easily found directly. Based on local community information, this species is present in the project area.

Table 3.8 Mammal Species found in the Study Area

Conservation Status*) No Familia Species Local Name

RI1) IUCN2)

1 Cervidae Muntiacus muntjak Kijang (Barking Deer)

√

2 Cervidae Cervus timorensis

Rusa (Javan Rusa/Sunda Sambar)

√

3 Hystricidae Hystrix brachyura

Landak (Malayan Porcupine)

√

4 Muridae Rattus exulans Tikus ladang (Polynesian Rat)

5 Mustelidae Lutra sumatrana Berang-berang (Hairy-nosed Otter)

√ En.

6 Pteropodidae Cynopterus sp Kelelawar (Common Fruit Bat)

7 Sciuridae Callosciurus notatus

Bajing kelapa (Plantain Squirrel)

8 Suidae Sus scrofa Babi hutan (Wild

Boar)

9 Viverridae Paradoxurus hermaphroditus

Musang (Asian Palm Civet)

Reff: Primary Data Analysis (2010) Notes *): 1) PP RI No. 7 year 1999 regarding the Conservation of Plants and Animals 2) IUCN (International Union for Conservation of Nature): - Vul (Vulnerable/at risk): fauna species that face a high risk of extinction in the

wild in the future - NT (Near Threatened): fauna species that are almost threatened with extinction

in the wild - En (Endangered): fauna species facing an extremely high risk of extinction in the

wild in the near future

Out of the 9 mammal species found during the field observations, several species are protected by national law (PP RI No. 7 year 1999; about Conservation of Flora and Fauna Species) and International law (IUCN - International Union for Conservation of Nature). There are four species that are categorized as mammals protected by law. Based on the IUCN categories of vulnerability, one species is categorized as Endangered (Lutra sumatrana).

b. Birds

Field observations found at least 28 bird types from 19 families (see Table 3.9). The small number of bird species is caused by the homogenous habitat which is dominated by plantations and rice fields which have affected the diversity of bird life in the region.

From the 28 species of birds found, the abundance was only calculated for 25 species, as the 3 other species are from the Apodidae and Hirundinidae family and their abundance was not calculated because they have high mobility and it is difficult to track the individuals. According to the abundance of these bird species, the

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dominant bird species is Passer montanus, followed by Lonchura leucogastroides. Bird species with a wide distribution are the Passer montanus, Dicaeum trochileum, Todihomphus chloris, Collocalia esculenta, Collocalia maximus and Hirundo striolata. These five bird species did not have any habitat in the study location.

Table 3.9 Bird Species found in the Study Area and their Abundance

No Family Species Local Name AM AR FM FR

1 Ploceidae Passer montanus Burung gereja erasia (Eurasian Tree Sparrow) 6 8.22 4 5.97

2 Estrididae Lonchura leucogastroides Bondol jawa (Javan Munia) 5 6.85 3 4.48

3 Zosteropidae Zosterop palpebrosus Kacamata biasa (Oriental White-eye) 5 6.85 3 4.48

4 Estrididae Lonchura punctulata Bondol peking (Spotted Munia) 4 5.48 2 2.99

5 Pycnonotidae Pycnonotus goiavier Merbah cerukcuk (Yellow-vented Bulbul) 4 5.48 2 2.99

6 Nectrariniidae Cinnyris jugularis Burung-madu sriganti (Olive-backed Sunbird) 4 5.48 2 2.99

7 Dicaeidae Dicaeum trochileum Cabai jawa (Scarlet-headed Flowerpecker) 4 5.48 4 5.97

8 Columbidae Streptopelia chinensis Tekukur biasa (Spotted Dove) 4 5.48 3 4.48

9 Turnicidae Turnix suscitator Gemak loreng (Barred Buttonquail) 4 5.48 3 4.48

10 Sylviidae Orthotomus sepium Cinenen jawa (Olive-backed Tailorbrd) 4 5.48 3 4.48

11 Sylviidae Prinia familiaris Perenjak jawa (Bar-winged Prinia) 3 4.11 3 4.48

12 Pycnonotidae Pycnonotus aurigaster Cucak kutilang (Sooty-headed Bulbul) 3 4.11 2 2.99

13 Sylviidae Orthotomus sutorius Cinenen pisang (Common Tailorbird) 3 4.11 3 4.48

14 Cuculiadae Cacomantis merulinus Wiwik kelabu (Plaintive Cuckoo) 3 4.11 3 4.48

15 Picidae Dendrocopos macei Caladi ulam (Fulvous-breasted Woodpecker) 3 4.11 2 2.99

16 Alcedinidae Todihomphus chloris Cekakak sungai (Collared Kingfisher) 3 4.11 4 5.97

17 Cuculiadae Cacomantis spulcralis Wiwik uncuing (Rusty-breasted Cuckoo) 2 2.74 1 1.49

18 Alcedinidae Halcyon cyanoventris Cekakak jawa (Javan Kingfisher) 2 2.74 1 1.49

19 Alcedinidae Alcedo meninting Raja-udang meninting (Blue-eared Kingfisher) 2 2.74 2 2.99

20 Acanthizidae Gerygon sulphurea Remetuk laut (Golden-bellied Gerygone) 2 2.74 1 1.49

21 Cuculiadae Centropus bengalensis

Bubut alang-alang (Lesser Coucal) 2 2.74 1 1.49

22 Accipitridae Megalaima haemacephala

Takur ungkut-ungkut (Coppersmith Barbet) 2 2.74 2 2.99

23 Falconidae Falco moluccensis Alap-alap sapi (Spotted Kestrel) 2 2.74 2 2.99

24 Accipitridae Nisaetus cirrhatus Elang brontok (Crested Hawk-Eagle) 1 1.37 1 1.49

25 Accipitridae Ictinaetus malayensis Elang hitam (Black Eagle) 1 1.37 1 1.49

26 Apodidae Collocalia esculenta Walet sapi (Glossy Swiftlet) 4 5.97

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No Family Species Local Name AM AR FM FR

27 Apodidae Collocalia maximus Walet sarang-hitam (Black-nest Swiftlet) 4 5.97

28 Hirundinidae Hirundo striolata Layang-layang loreng (Striated Swallow) 4 5.97

Total 73 100 67 100 Reff: Primary Data Analysis (2010)

Notes: AR : Relative Abundance FR : Relative Frequency DR : Relative Dominance INP : Significant Value Index

Based on the law concerning wild fauna species, there are seven species that are protected by law, but those species are not found in the IUCN red list (International Union for Conservation of Nature). There are however three bird species that are listed in CITES (Convention of International Trade in Endangered Species of Wild Fauna and Flora): see Appendix II and Table 3.10.

Table 3.10 Bird Species protected by law

No Family Species Local Name RI1) IUCN2) CITES3)

1 Falconidae Falco moluccensis

Alap-alap sapi (Spotted Kestrel) AB II

2 Nisaetus cirrhatus

Elang brontok (Crested Hawk-Eagle) AB II

3

Accipitridae

Ictinaetus malayensis Elang hitam (Black Eagle) AB II

4 Todihomphus chloris

Cekakak sungai (Collared Kingfisher) AB

5 Halcyon cyanoventris

Cekakak jawa (Javan Kingfisher) AB

6

Alcedinidae

Alcedo meninting Raja-udang meninting (Blue-eared Kingfisher) AB

7 Nectrariniidae Cinnyris jugularis

Burung-madu sriganti (Olive-backed Sunbird) AB

Reff: Primary Data Analysis (2010); Sukmantoro, dkk. (2007); Noerjito & Maryanto (2001) Information: 1) A : UU No. 5 year 1990 on the Conservation of Natural Resources and Ecosystems B : PP No. 7 year 1999 on the Conservation of Flora and Fauna 2) CITES (Convention of International Trade in Endangered Species of Wild Fauna and Flora) Appendix

II

c. Other Fauna

Other fauna found in the study location include Reptiles. At least nine reptiles were found in the study area, generally in the rice fields and settlement areas (see Table 3.11 for a list of reptiles). No reptiles were found that are protected by law.

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Table 3.11 List of Reptiles

No Family Genus Scientific Name Local Name

1 Hemidactylus Hemidactylus frenatus

Cecak rumah (Common House Gecko)

2 Gehyra Gehyra mutilate Cecak rumah (Four-clawed Gecko)

3 Gecko Gecko gecko Toke (Tokay Gecko)

4

Gekkonidae

Draco Draco melanophogon Kadal terbang (Black-bearded Gliding Lizard)

5 Agamidae

Bronchocela Bronchocela cristatella Bunglon (Green Crested Lizard)

6 Scincidae Mabuya Mabuya multifasciata Kadal (Common Sun Skink)

7 Lacertidae

Takydromus Takydromus sexlineatus Orong-orong (Asian Grass Lizard)

8 Natricinae

Xenochrophis Xenochrophis piscator Ular sawah (Asiatic Water Snake)

9 Elapidae

Naja Naja sumatrana Ular cobra (Equatorial Spitting Cobra)

Amphibians were found in the rice fields and rivers. Amphibians included the katak sawah or Crab-eating Frog / Cricket Frog (Rana cancrivora and Rana limnocharis) and the Kodok or Southeast Asian Toad (Bufo melanostictus). No amphibians were found that are categorized as protected. See Table 3.12.

Table 3.12 List of Amphibians

No Family Genus Scientific Name Local Name

1 Rana cancrivora Katak sawah (Crab-eating Frog)

2

Rana

Rana limnocharis Katak sawah (Cricket Frog)

3

Bufonidae

Bufo bufo melanostictus Kodok (Southeast Asian Toad)

3.2.3 Aquatic Biota

Water biota in the study area consists of:

• Plankton

• Benthic

These components reflect the present and the physical and chemical dynamics of the environment. These components interact with each other in the ecosystems.

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a. Plankton In the aquatic environment, plankton is an organism which floats in water; it is an important biological factor in water. Plankton is a living organism which lives in the water column and its movement depends on the water movement. There are two types of plankton: phytoplankton and zooplankton. Phytoplankton is the primary producer in water, while zooplankton is the first consumer which transfers energy from the main producer to other organisms like shrimp and fish.

b. Benthic Organisms

There are two types of Benthic organisms: phytobenthic and zoobenthic, which is broken down into macrobenthic, microbenthic and macroscopic benthic. Generally the type of benthic organism that is used as an indicator of the quality of aquatic environments is the macro zoobenthic organism. Macro zoobenthic organisms live in the bottom of the water and its movement is relatively small.

3.3 SOCIAL ECONOMIC AND CULTURAL

Social economic cultural and health aspects of the ANDAL study area for the rerouted segment of the Cikampek - Palimanan Toll Road (from STA 199+507.66 until STA 204+236.90 (about 4.5 km)) are the spaces or regions used as a part of daily life for the local community that will be affected by the project. Social interactions in this region are conducted according to social economic and cultural dynamics, particularly the social interactions related to project activities. The Cikampek - Palimanan toll road location from STA 199+507.66 until STA 204+236.90 (about 4.5 km) will have a direct impact on Cirebon Regency, particularly the district of Ciwaringin which includes Ciwaringin, Galagamba, Budur and Babakan villages, and the district of Gempol which includes Walahar village. The region that will be directly affected by the project in Majalengka Regency is the district of Sumber Jaya which includes the village of Panjalin Kidul.

3.3.1 Demographics

a) Population and Density

Demographics are very important to a region’s progress. A region which has good quality resources could be classified as a developed region and vice versa (Sofyan Effendi, 1990). The Cikampek - Palimanan Toll Road region from STA 199+507.66 until STA 204+236.90 (about 4.5 km) is located in Cirebon Regency (Ciwaringin and Gempol districts) and Majalengka Regency (Sumber Jaya district).

Ciwaringin district is divided into 8 (eight) villages; the villages that are included in this Supplemental ANDAL study area are Ciwaringin, Galamba, Budur, and Babakan. The village that has the widest area to be affected by the Cikampek-Palimanan Toll Road is Ciwaringin, which is divided into 5 sub-villages (dusun), 21 RT and 5 RW. Gempol district also consists of 8 (eight) villages, although the only village that will be affected by the Toll Road is Walahar, which consists of 3 sub-villages (dusun), 58 RT and 15 RW. The only village that will be impacted by the Toll Road in Sumber Jaya District is Penjalin Kidul. These villages are listed in Table 3.13.

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Table 3.13 Number of Villages, Dusun, RT and RW per District in the Project Location

No Region Village Dusun RT RW

I Cirebon Regency 1 Ciwaringin District 8 45 148 46 a. Ciwaringin 5 21 5 b. Babakan 6 14 6 c. Galagamba 3 16 8 d. Budur 5 28 5 2 Gempol District 8 a. Walahar 3 58 15 II Majalengka Regency 1 Sumber Jaya District 13 259 72 a. Penjalin Kidul

Reff: Kabupaten Cirebon Dalam Angka Tahun 2010, Kabupaten Majalengka Dalam Angka Tahun 2010

According to data from Cirebon Regency in Year 2010 (Kabupaten Cirebon Dalam Angka Tahun 2010), Ciwaringin district is 17.79 Km2 with a population of 37,305 persons. The population consists of 18,337 men (50.52%) and 18,968 women (49.48%) in 11,576 families. The region of Ciwaringin district that will be most affected by large direct impacts of the project is Ciwaringin village, because community and industrial land in this village will be affected by project activities. Ciwaringin village was 162 ha with a population of 5,867 persons in 2009, consisting of 2,919 men (49.75%) and 2,946 women (50.21%) in 1,496 families.

The second district in Cirebon Regency that will be affected by project activities is Gempol district. Gempol district was 30.73 km2 with a population of 44,708 in 2010, consisting of 22,303 men (49.89%) and 22,405 women (50.11%) in 12,634 families. The village in Gempol district that will be affected by project activities is Walahar village. Walahar is 2.65 km2 with a population of 3,555 persons, consisting of 1,762 men (49.51%) and 1,793 women (50.38%) in 1,113 families.

Ciwaringin village, at 162 ha , has a population density of 0.046 persons/km2. According to BPS criterion for 1999 this value is categorized as low population density because it is less than 200 persons/km2. Walahar village has a population density of 1,341.51 persons/km2. This density level is categorized as high because it more than 200 persons/km2. Detailed information on population density is shown in Table 3.14.

Table 3.14 Population, Area and Population Density in the Study Area

Gender No Region

Size (Km)2 Men Women

Population

(persons) Families

(KK) Sex

Ratio

Population Density

person/km2

Density Status

I Cirebon Regency

990.36 1,089,076 1,081,298 2,170,374 582,287 100.72 2,191.50 High

1 Ciwaringin

District

17.79 18,337 18,968 37,305 11,576 96.67 2,096.96 High

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Gender No Region

Size (Km)2 Men Women

Population

(persons) Families

(KK) Sex

Ratio

Population Density

person/km2

Density Status

a. Ciwaringin - 2,919 2,945 5,867 1,196 99 0.046 Low

2 Gempol District

30.73 22,303 22,405 44,708 12,634 99.54 1,454.86 High

a. Walahar 2.65 1,762 1,793 3,555 1,113 98 1,341.51 High

II Majalengka Regency

1,204.24 600,396 606,306 1,206,702 378,159 99.02 1,002 High

1 Sumber Jaya District

32.73 28,503 29,591 58,094 18,060 96.32 1,775 High

Reff : Kabupaten Cirebon Dalam Angka Tahun 2010, Kabupaten Majalengka Dalam Angka Tahun 2010, Profile of each Village. Criteria for Population Density Levels by the Central Bureau of Statistics in 1999 : - High, if the population density is > 400 people/km2 - Moderate, if the population density is 200 - 400 people/km2 - Low, if the population density is < 200 people/km2

b) Population according to Age

Population based on age in Ciwaringin village according to Profile Data for each Village in year 2009 showed that the productive age population (those aged 15 - 64 years old) is 3,870 persons, including 1,916 men and 1,954 women. The population of those in the unproductive age (0 - 14 years old, and above 65 years old) was 1,653 persons and 616 persons, respectively. The productive population in Walahar village (aged 15 - 64 years old) was 2,157 persons, including 1,096 men and 1,061 women. The population of the unproductive age was 633 persons (aged 0 - 14 years old) and 1,192 persons (above 65 years old). The population age structure is displayed in Table 3.15.

The composition of each age group was analysed to form the Dependency Ratio which compares the population of the productive age group with that of the unproductive age group. Calculations from the Profile Data for Ciwaringin and Walahar village in year 2009 found a dependency ratio of 59 in Ciwaringin village, meaning that every 100 productive persons had to support 59 unproductive persons; while in Walahar village the dependency ratio was 85 which meant that every 100 productive persons had to support 85 unproductive persons.

Table 3.15 Population according to Age Structure in Ciwaringin and Walahar villages

Village

Ciwaringin Walahar Age Group

Men Women Total Men Women Total

0 - 4 244 247 491 105 108 213

5 - 9 217 211 428 104 108 212

10 - 14 366 368 734 108 100 208

15 - 19 255 264 519 105 105 210

20 - 24 271 274 545 105 106 211

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Village

Ciwaringin Walahar Age Group

Men Women Total Men Women Total

25 - 29 149 152 301 105 105 210

30 - 34 186 191 377 105 105 210

35 - 39 172 174 346 106 104 210

40 - 44 177 179 356 108 107 215

45 - 49 159 162 321 120 105 225

50 - 54 121 124 245 113 106 219

55 - 59 366 369 735 118 102 220

60 - 64 60 65 125 111 116 227

65 - 69 60 65 125 117 130 247

70 - 74 60 65 125 116 180 296

75+ 138 228 366 277 372 649

Total 3001 3138 6139 1923 2059 3982

Dependency Ratio

59 85

Reff: Profil Desa di setiap Wilayah Tahun 2009

c) Job Seekers in the Productive Age Group

The biggest demographic problems for those in the productive age group are social and cultural trends. The total amount of persons falling in the productive age group is closely related with the productivity and development of the city, and the social cultural mental attitudes also relate to their city’s development.

The population in the productive age group (18 – 56 years) in Ciwaringin village, based on Profile Desa Year 2009, is 2,951 persons or 50.3% of the total village population. In Walahar village the productive population is 1,680 persons or 66% of the total village population. Productive people face problems such as limited job opportunities. This factor frequently causes discrepancies between labour demand and job opportunities.

The total number of people in the productive age group who had a job in 2009 in Ciwaringin village was 931 persons, or 31.55% of the productive population. In Walahar village this number was 741 persons or 14.15% of the productive population. Refer to Table 3.16.

Table 3.16 Productive Population with Jobs in 2009

Ciwaringin Village Walahar Village

No. Labour M F Total (%) M F Tota (%)

1. People aged 18 – 56 years

1,448 1,503 2,951 856 824 1,680 32.09

2. People aged 18 -56 years with job

418 513 931 31.55 575 166 741 14.15

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Ciwaringin Village Walahar Village

No. Labour M F Total (%) M F Tota (%)

3. People aged 18 -56 years that are jobless

39 45 84 2.85 281 658 939 17.93

4. People aged 0 – 6 years 309 313 622 21.08 146 150 296 5.65

5. Students

7 – 18 years 721 677 1,398 47.37 233 214 447 8.54

6. People aged above 56 years

490 405 895 30.33 528 605 1,133 21.64

7. Labour Force 418 513 931 31.55

Total 1,448 1,503 2,951 100 2,619 2,617 5,236 100

Total 2,951 5,236

Reff : Profil Desa Ciwaringin dan Desa Walahar Tahun 2009

d) Education

One of most important factors for the successful development of a region is the presence of quality educated human resources, which must be developed through consistent government educational programs to increase the level of human resource development through various educational institutions. An indicator of the success of educational programs/facilities is the literacy level, which indicates that there was a successful alphabet reading program and good educational infrastructure. In Majalengka Regency the educational infrastructure consists of kindergartens (for under 5 (five) years/MD/TK), primary schools (SD), middle/junior high schools (SLTP), high/senior high schools (SMA/SMK) and universities. Tables 3.17 to 3.19 display the amount of educational infrastructure in the project affected area.

Table 3.17 Number of schools, students and teachers in Sumber Jaya District

Number No. School Name

School Pupil Teacher

1 TK 13 470 42

2 SD 41 253 26

3 SLTP 3 2251 98

4 SMA 1 510 35

5 SMK 1 52 21

6 Sekolah Raudlatul Athfal (RA) 3 119 13

7 Sekolah Diniyah 31 2107 211

8 Madrasah Ibtidaiyah (MI) 2 157 17

9 Madrasah Tsanawiyah (MTs) 3 569 64

10 Madrasah Aliyah 1 107 14

Reff: BPS Kabupaten Majalengka

The numbers of schools in Cirebon Regency are generally well distributed according to the proportion of students and teachers. The number of new students is dominant in public SD schools, while students who did not finish their education from

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elementary schools (SLTP) is high.

Table 3.18 Number of schools, students and teachers in Ciwaringin District

Total No. School Name


1 TK 1 38 4

2 SD 17 4089 174

3 SLTP 33 2292 102

4 SMA 3 634 37

5 SMK 1 394 32

Reff: BPS Kabupaten Cirebon

Table 3.19 Number of schools, students and teachers in Gempol District

Reff: BPS Kabupaten Cirebon

3.3.2 Social Economics

Economic development in the agriculture sector is aimed to increase the income earned from agriculture and to successfully distribute income-earning opportunities in each village. This is based on the fact that the economic structure of West Java is highly reliant on agriculture, with the agriculture sector being the third dominant sector after industry and trade.

1. Agriculture

Agricultural development in 2009 aims to revitalize human resources and practice technology optimally in order to increase job opportunities and increase the income of farmers, which in turn distributes development and prosperity amongst the villages. To reach this goal of prosperous communities a workshop program needs to be implemented on Intensification and Extensification, Diversification and Rehabilitation.

In Majalengka Regency rice production from rice fields has decreased from 552,960 tons in 2008 to 512,596 tons in 2009, or by about 7.30 %. This decrease in agricultural production has accompanied a decreasing land size dedicated to rice paddys from 94,937 Ha in 2008 to 88,503 Ha in 2009, or a decrease of about 6.82%. This decrease in land size was caused by the decrease in productive growing area by about 20 % which saw 123,445 Ha become 98,689 Ha. But rice fields have increased by about 17.71 % following an increasing of yield by 13.22 %. Other crop production has also tended to decrease when compared with the yield in 2008, except for cassava which increased by about 7.04 %. Agriculture production data is

Total No. School Name


1 TK 2 109 5

2 SD 18 5043 202

3 SLTP 1 756 44

4 SMA - - -

5 SMK - - -

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shown in Table 3.20.

Table 3.20 Land Area of Growth, Yield, and Production in Sumber Jaya District

Growth

( Ha)

Yield

(Ha)

Production

(Ton)

Average production

Qu/Ha

(Quintal) No.

Agricultural Crop

2008 2009 2008 2009 2008 2009 2008 2009

1 Paddy Rice 98,689 64,852 93,517 88,503 552,960 512,596 57.92 60.72

2 Field Rice 2,241 2,259 2,484 2,244 7,930 7,309 31.92 32.57

3 Corn 13,511 16,876 11,417 17,133 69,479 110,674 60.86 64.6

4 Soybean 2,347 2,268 2,027 2,354 2,825 3,378 13.94 14.95

5 Green Beans

859 1,685 849 1,626 799 1,429 9.41 8.79

6 Peanuts 1,227 1,021 1,211 1,038 1,769 1,531 14.61 14.75

7 Cassava 2,694 986 2,422 2,694 42,575 46,461 175.78 172.46

8 Sweet Potato

1,091 756 725 1,058 11,409 17,567 157.37 166.01

Reff: BPS Kabupaten Majalengka

In Cirebon Regency food crops consist of food materials such as rice, corn, tubers, nuts, vegetables and fruit. Gegesik district has the biggest rice field area of about 5,266 Ha with 100% used for technically-irrigated rice fields. Rice production in Gegesik was a maximum of 71,021 tons of paddy rice with a yield of 10,452 ha. In 2009, paddy rice production from ground dry seeds was about 541,040 tons.

Cirebon Regency is famous for mangoes and in 2009 the Regency produced about 320,908 quintals of mangoes; of this about 33,284 quintals were produced from Lemahabang district.

2. Fisheries

From its topography, Majalengka Regency does not have any ocean fisheries, however terrestrial fisheries (such as ponds, fish farms) production in 2009 increased from 2008. Terrestrial fisheries production was dominated by freshwater ponds with production of 4,658.96 tons, while the dominant fish commodity was Ikan Nila, Ikan Mas and Ikan Nilem, with production of 2,428 tons, 1,498 tons and 207 tons respectively. The least productive fish product was Udang Galah at about 41.01 tons.

One of the most important resources for Cirebon Regency is the fisheries sector. Fisheries include terrestrial fisheries (ponds and man-made lakes), fishponds, ocean fisheries, and fish cooking/processing. Fish cooking/processing is a sub sector of the fisheries industry which generates the biggest production value of about 433,647 billion rupiah, hence fish cooking/processing is the dominant opportunity in Cirebon, especially canned fish which supports about 52.3% of the total fisheries production.

3. Industry and Trade

The Industrial sector has an important function in increasing economic development

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in a region because this sector plays a significant role in labour recruitment / employment; additionally this sector triggers economic activities in other sectors such as the service sector, transportation and trade. PDRB for Majalengka Regency identifies that the industrial sector accounts for 16.01 % of the Regency’s economy with a growth rate of 4.81 %. Hence industrial development aims to create a balanced and stable economic structure in the frame of basic growth and self-development. Majalengka Regency is also a potent agricultural region hence industrial development aims towards agro-industrial development to balance out the agricultural development. Industry classifications from the Badan Pusat Statistik are according to the number of employees and the standards are as follows:

1. Home Industry: business with less than 5 employees

2. Small industry: business with between 5 – 19 employees

3. Middle industry: business with between 20 – 99 employees

4. Advanced industry: business with over 100 employees

Data for the industrial sector is categorized as middle and advanced. In 2009 the number of advanced industries in Majalengka Regency was about 11 corporations, and for middle industries there were about 447 corporations. Total industrial employees was about 16,458 persons. The advanced/middle industries in Majalengka Regency are dominated by the roof tile industry, with about 91 % of all industry in the roof tile business.

In Cirebon Regency, the export of non-oil & gas commodities in 2009 decreased from 2008. The commodity types which decreased in export were namely Rattan Furniture, Timber, and Woven Yarn. The number of new trading corporations listed (non cumulative) according to business type in 2009 consisted of 11 Advanced corporations, 83 middle corporations, and 438 small corporations.

3.3.3 Community Health

Community health development consists of ll cycles or stages of human life. Successful health development will directly or indirectly accelerate the improvement of community welfare. Welfare is an important aspect of improving human resources in Majalengka Regency, therefore health programs and campaigns should be prioritized for the young generation. These programs should aim to achieve good public health, which in turn will increase productivity. To improve public health this will require the addition of medical labour.

Community Health Units (PUSKESMAS) is the closest health infrastructure for the local community. The number of Puskesmas in Majalengka Regency in 2009 was about 22 Non DTP Puskesmas units, 7 DTP Puskesmas units, 72 Assistant Puskesmas units, and 253 Mobile Puskesmas units. Medical personnel in 2009 consisted of 45 general doctors, 13 dentists, 122 Puskesmas gynaecologists/midwives and 327 village gynaecologists/midwives.

Health infrastructure in Cirebon Regency included 6 Public hospitals (including RS Paru-paru), 53 Public Puskesmas, 65 Assistant Puskesmas, 208 Mobile Puskesmas, 77 Medical Centres, 26 Birthing Hospitals and 68 drug stores. Beside this health

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infrastructure, Cirebon Regency also has 132 doctors, 33 dentists, 635 nurses, 46 dentist nurses and 591 gynaecologists/midwives.

The number of patients in Puskesmas units in 2009 was about 193,691 persons, with the most common infliction being diarrhoea.

Clean water resources consumed by the local community come from PDAM (public water company) and ground water sources. While SPAL is present in the region, it is not integrated well, and there is potential for floods in the rainy season. Sewage disposal systems involve a public cleaning service, where the sewage is transported to a public landfill (TPA) for open dumping. Sewage that is not transported by the public cleaning service is managed by the community.

3.3.4 Community Perceptions

Based on feedback from conversations with the local community, village officials, land owners, farmers, and businesses within the region affected by the Cikampek – Palimanan Toll Road Rerouted Segment, there are varies positive and negative attitudes and hopes held by the informants with regards to the project plan. A description of these attitudes, feedback, and hopes are shown in Table 3.21.

Table 3.21 Community Attitudes and Perceptions to the Project Plan

No. Village / Region

STA Location

Asset Type Affected by Project Plan

Informant Attitude/Feedback/Hope

1. Walahar, Kalimati RT 02 RW 04

201+300,

350,400,

450

21 Houses

1 madrasah

24 yards and local farms

Village Land (Tanah Bengkok)

Pak Amin family

Pak Sutari family

Pak Miftah family

• Both positive & negative attitudes to the toll road development

• Objections from local community because Kalimati region is a productive region and hereditary residential land. Other regions are less fertile and their land is cracked hence is less useful for agriculture.

• If they move to another location, the alternative profession they can seek which will match their current profession in Kalimati is still undefined.

• Socialization from villages, but still not socialized to the community. Family has asked the village officials about information disclosure but they have not had an answer yet.

• Disclosure of information has produced psychological disturbances amongst the local community and they can’t sleep because they are anxious about where to move.

• They found there were different suggestions from the first and

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STA Location



second rounds of information disclosure; at first Kalimati would be unaffected, but now it will be affected.

• Local community wishes that the alternative land/settlements could be near the Kalimati region. Tanah Bengkok should still remain and should be used as an alternative area for community settlement.

• If the local community has to move to another location, they require that the compensation value is agreed upon by the affected local community.

• Proposed land price is Rp 2 million/m2

Farm workers at Tanah Bengkok

• Local community agrees that Kalimati region can be acquired by the toll road project if the land acquisition price matches their expectations.

• The most important consideration is that they can buy their home, rice field and yard. Other alternative locations are Ciwaringin and Babakan villages

• Land acquisition should calculate the conditions and type of the buildings

• Proposed price for the garden is Rp 350,000 per m2

• Price propose for land is Rp 500,000/m2

• Recently prepared Tanah Bengkok averages 1 Ha. The agricultural yiled of 1 bau should reach 4 – 5 tons of dry gabah.

• Dry gabah is sold to collectors at a price of Rp 3,200/Kg.

• The profession they would transition to if Tanah Bengkok is acquired is still undefined A negative alternative is to collect wood from the forest because the rice fields are not prepared.

Kuwu Desa Walahar

• Local community will agree or disagree to the toll road plan depending on the compensation price they will receive

• The proposal to move the

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STA Location



Kalimati local community to tanah bengkok will be discussed with the Bupati.

• Village management agrees that the local community should move to tanah bengkok.

• Tanah bengkok is productive land because it produces yield three times a year. Proposed price for this land is Rp 1.5 million/m2

• Replacement land should be in other regions outside Walahar village, in order to have the same width of land that they had in Kalimati

2. Walahar, Kalimati Graveyard

201+600.

650

30 Graveyard and Sacred Rocks

Kuwu Desa Walahar

• Graveyard area will be affected by the impacts on village land.

• Village suggests that the toll road should move to the north by about 8 – 10 meters.

• If the alignment is not moved, the replacement land for the graveyard should be on village land around the graveyard which is unaffected by the road plan.

People of Desa Ciwaringin owner of family graveyards

• More than 15 graves in Kalimati which will be affected by the project activity are owned by families in Ciwaringin.

• The number of families with graves in Ciwaringin village is because their ancestors are people from Ciwaringin who moved to Kalimati.

• Decision to move the graves is a collective decision between the people of Kalimati and the people of Ciwaringin.

• It is suggested that the toll road alignment should not cross the graveyard

• Local community should not suffer and an alternative solution should be decided collectively.

• There is anxiety over the land acquisition payment for people in Kalimati only.

• If people are moved, the replacement land should still be in Kalimati. Therefore this needs

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STA Location



to be discussed with Kuwu Walahar.

• Moving or impacting the sacred stones in Ciwaringin village is not a problem for the community.

3. Penjalin Kulon

Yard and Rice Field

H. Yono, land owner

• Affected land is less than 1 Ha of yard and rice field. Land condition is unproductive, and the rice field is rain-fed.

• The 1ha rice field recently produced 6 – 7 tons of dry unhulled rice. Price for 1 quintal is Rp 350,000. This is usually sold to a rice grinder.

• Agree that the yard and rice field can be affected by the toll road.

• If they receive a compensation payment, it will be used to buy a new productive rice field in another region and establish a duck veterinary.

• Proposed that the compensation value should be the same as for those in other regions, which is 5 times the NJOP.

Heru, roof tile factory owner

• Land affected by the road is about 5,000 m2 of land space. The total width of the land owned by the community is 8,000 m2. Recently this was used as a roof tile factory. The remaining 3,000 m2 is not affected by the toll road plan, but access to this land will be closed. Therefore the project should acquire the entire land plot because the remaining land cant be used.

• Roof tile factory will move to an area behind the recent house.

• The sale price should be according to market price.

• The roof tile business is good. It produces 2,500 tiles/day from each machine. There are 4 machines. Hence the roof tile production capacity reaches 10,000 tiles per day.

• Marketing reaches Jakarta, Kuningan and Cirebon.

• Tile price is Rp. 850/pc for a

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STA Location



small palentong tile. Morando tiles are Rp. 1,300/pc. Wuwung tiles are Rp. 1,500/pc with a production capacity of 1,500 pc/day.

• They support the toll road development because it will increase economic activity.

4. Ciwaringin Yard, rice field, and Grinding Mills

Kuwu Ciwaringin

• Generally the area affected by the project is rice field, yard, and a grinding mill. The grinding mill and rattan plant disagrees with the toll road plan, because there are difficulties to find land which will match this business activity. Sacred stones will be affected by the project activity, and families with ties to the graveyard object to moving the graveyard to another location.

• There is one grave that will be affected, but because the family member (Kyai Masduki) objects to moving the grave, the toll road must relocate to a new location. Although the Masduki family has arrived from a haji ritual and agree to move the grave, the decision is to move the road route. Whereas 100 houses which will be acquired and their land are worth 30 billion.

Village Secretary

• There are several persons in Ciwaringin village whose land will be affected by the toll road project. Generally the land consists of rice fields and garden. One land owner comes from outside Ciwaringin.

• People agree to the impacts on their land from the toll road, but there are several problems such as:

a. Community accessibility will be blocked because the toll road will cross the centre of the rice fields and gardens, so it will be difficult for land owners to operate their business. Therefore it is suggested that all of the land should be acquired.

b. There is a regulation that for land under 100 m2 in size,

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STA Location



the total land plot should be acquired. If land is bigger than 100 m2 and only part of it needs to be acquired, then a minimum of 100 m2 should be acquired while the remainder does not have to be. This is worrying land owners as they will not be able to use their land if it is cut by the toll road.

• Therefore comprehensive regulation is needed consisting of technical and regulatory aspects. A proposed alternative solution is:

a. Community land that is cut should have a crossing bridge built which connects the land

b. All or part of the land should be acquired so that land is not fragmented.

c. If land that is acquired is too wide, the project should make a rest area at several sites.

• Another aspect to consider is flood disturbances, especially near the rattan plant at the front of the Polsek office which usually floods on rainy days. Water drainage was halted at the forest and hence water tends to flood the settlement areas. The area which usually floods is Blok Cikarang in RT 04 RW 07.

• About 24 blocks of village land will be affected. The plan is to buy other land in neighbouring villages. Production value of this land is 7 ton/ha of wet rice. This is sold to grinders for Rp. 300,000/quintal or Rp. 3,000/Kg.

• Land price was recently valued at Rp. 300,000/m2 for the community. The NJOP is Rp. 103,000/m2 and the land acquisition price as according to other regions was 5 times the NJOP.

202+600, 650

Yard, grinder machine, office,

H. Sutisno (son of H. Imran),

• Width of the land where the grinder plant is is about 4 Ha. Land is owned by himself and

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STA Location



musholla Owner of grinder plant

its location is near to the State Forest (Perhutani) area.

• Objections to the toll road because there are no other alternative land that would suit this business. If the toll road has to be implemented, he will require replacement land with Perhutani which should be coordinated with the government.

• Other alternative replacement land should include the conversion value by real price because the stone grinder needs a wide and safe location. The stone grinder plant collects rocks and uses an engine grinder and has heavy vehicle traffic. If it is near to residential areas it will produce dust disturbance at a distance of about 100 meters.

• The grinder process big stones which are sent from Sumedang and then sold to consumers. Generally the consumers know the plant’s location. If the plant has to move to another location it will need adjustment and a long time to reestablish itself to its former production, about 6 months.

• Expectation that the plant is moved to a new suitable location where it can adequately operate.

• If it is not substituted with Perhutani business location this will mean there is no access to the plant.

• This means that the land acquisition cannnot implement simultaneously but gradually. It will require 6 months to build the new factory and get the new machines.

• Besides the land substitution problems, the factory will also need a new grinder machine, because the current machine has been permanently installed. There are four machine units. The lowest price for such a machine is about Rp. 1 billion.

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STA Location



202+550 Vacant land at location I and vacant land behind the Factory storage facility

Rully, Manager of the Rattan Factory (Owner is Hendra Benny Skardi)

• The land that will be affected by the toll road is vacant land (around 600 m2) and this is not a problem. The land is someone’s property.

• Only Location III (land size 27,000 m2 and building size 5,000 m2) will be a problem because the factory will be affected by the toll road at the back part. It is suggested that the acquired land is not increased as there is no more space on the left or right side. On the left side there is a mountain owned by H. Parno, and on the right side there is a road owned by PT. Telkom, and at the front there is irrigation At the back there is a mountain own by Perhutani.

• It is suggested that the alignment should be moved to the back of the factory to the Perhutani owned land so that the toll road does not affect the rear of the factory. The rear part of the factory is used as storage.

• This year the factory will implement business development, but the presence of the toll road has hampered this plan.

• The Rattan Plant has operated for 15 years and has assets of almost Rp. 25 Billion. There are 300 employees of which almost 60% are local labour from Ciwaringin and Gempol district. The Rattan Factory is a business activity which involves many employees and its product is exported to the United States and Italy. The proposed toll road development will not hamper this business process because it will support export of the rattan product to other countries.

• If the rear part of the factory is affected by the toll road, they will require substitution for the location of this storage.

• Traffic in and out of the factory

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STA Location



will be un-halted.

• This toll road will bring benefits for this business, especially with regard to goods distribution and access both for raw materials and market distribution.

5. Babakan 200+950 Yard, house, and Rice field

Alex, Manajer PT. Terracota (Ceramic Factory)

• Front part of the factory will be affected

• Does agree to the toll road plan, as long as vehicle traffic in and out of the factory is not halted and remains safe.

• It is considered that the land that will be acquired is to wide enough because it will be difficult to develop activities in the future.

• Toll road will not disturb this business activity.

• Compensation value is reasonable and beneficial.

• 400 persons are employed, and produce various ceramic products such as closets, floors, ventilation, etc for Java.

Kuwu Babakan

• Socialization activity that was implemented by the project did not reach this village government.

• Compensation price from experience has tended to be defined by the Appraisal Team. The discussion on price is a formality only and the price proposed by the community has by experience always been avoided.

• the land affected is village land, 2 houses, and 1 iron factory. The iron factory has an objection because the front part of its business will be obliquely cut.

3.3.5 Transportation

Transportation sector is the main backbone for the growth of other sector. It connected one economic region to another and between production area to marketing area, which wil eventually increase economic scale of the entire region. Transportation system include land and sea transportation. From the entire public road, only 20% belong to the stated or province, while 63 % is a scaled roads with good and moderate condition.

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Regional Traffic volume

The problem of traffic is the crowded traffic during busy hours. Data review need to be undertaken carefully to guarantee a good design.

Below is the volume of traffic and V/C ratio in state/province road in West java.

Table 3.22 Volume of Traffic

Volume Percent Volume Percent Volume Percent Car small/ Van 245.984 29,8 110.455 31,7 356.439 30,30

Bus Small 101.325 12,2 74.387 21,3 175.712 14,90 Medium 85.863 10,4 21.358 6,1 107.221 9,10 big 187.188 22,6 95.745 27,4 282.933 24,10

Truck Pick up 118.228 14,3 61.564 17,6 176.792 15,30

2 As wheel 205.200 24,8 75.654 21,7 280.854 23,90 3 As wheel 24.290 2,9 2.841 0,8 27.131 2,30

Semi-Trailer 42.817 5,2 2.176 0,6 44.993 3,80

Full Trailer 3.571 0,4 597 0,2 4.168 0,40

Sub Total 394.108 47,6 142.832 40,9 536.938 45,60 Total 827.278 100,0 349.032 100,0 1.176.310 100,00 Amount of

Calculation 81 114 195

Rate of Activ ity 10.213 3.062 6.031

National Road Province Road The Entire Road Vehicle

Categorization

Vehicle

Type

Source: EIA Report of Cikampek-Palimanan Toll Road Project (2008

Table 3.23 Analysis of V/C Ratio in State/ Province Road

< 5 km 5 - 6 km 6,2-7,2 km 7,2-12 km > 12 km Long (km) Percent 1,0 4 49 120,0 52 - 225 6,61

1,8-1,0 9 10 49,0 28 19,0 115 3,39 0,6-0,8 0 45 192,0 71 17,0 324 9,52 0,4-0,6 77 165 206,0 115 19,0 582 17,09

0,2-0,4 107 274 146,0 77 31,0 634 18,62

0-0,2 724 570 152,0 62 16,0 1.525 44,76 Total 922 1.113 864,0 405 103,0 3.407 100,00 Percentage 27,8 33 25,4 12 3,0 100

V/C Ratio Wide of The Road (m) The Entire Road

Source: EIA Report of Cikampek-Palimanan Toll Road Project (2008

The table above describe the rationanalysis of traffic volume in State/ province road in West Java. It can be found :

• 10% of the network has achieved the effective capacity standard (V/C ratio >0,8).

• The other 9.5% has ratio V/C about 0.8 and some of the road estimated to reach the capacity (V/C ratio >0.9) less than 4 years.

• 63% of the other network has V/C ratio 0.4 or less, although some of the road (78%) just a small part of the network with 6.1 meter wide or less.

The type of public transportation available is mini bus, village transportation, medium bus, and inter-city bus. The problem in west java transportation are the inadequate of networking road system and there are few points which are prone to traffic jam in the primary road. Therefore the toll road project become crucial to solve the problem.

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CHAPTER IV SCOPING

Scoping defines the project activities and impacted environmental components in more elaboration for the Rerouted Toll Road Segment STA 199+507.66 until STA 204+236.90, and determines the study area where all the significant environmental impacts are predicted to occur.

The scoping process is implemented gradually. First the process identifies the potential impacts that are predicted to occur based on the project activity plan and the environmental components. The second part of the process is the evaluation of these potential impacts to identify which will cause bigger impacts and to identify which impacts are hypothetically significant.

The process of impact identification and evaluation involves input from the community, and experts who submit verbal and also written input in the public consultation process. These are some of the main considerations in defining the significant hypothetical impacts.

According to the questions, statements and information received from the community there are several issues that should be considered in this ANDAL study, such as:

(1) Land acquisition

(2) Sacred graves

(3) Labour employment

(4) Destruction of existing roads

(5) Public order and safety.

(6) Environmental pollution

4.1 IDENTIFICATION OF POTENTIAL IMPACTS

Identification of potential impacts aims to measure the potential impacts that may occur due to the construction plan for the Rerouted Toll Road Segment, STA 199+507.66 until STA 204+236.90. The impact identification process was discussed with AMDAL experts, included input from public consultations, and considered information about various environmental issues in the project site as found by the study team.

The identified potential impacts have been arranged in a matrix (see Table 4.1) that describes the relationship between the environmental components that will be affected and their causes as a source of impact, in the pre-construction, construction, and operation phases. Figures 4.1 to 4.3 outline the impacts for each phase; pre-construction, construction and operation.

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Table 4.1 Matrix of Identified Potential Impacts for the Rerouted Toll Road Segment STA 199+507.66 until STA 204+236.90

PRE CONSTRUCTION CONSTRUCTION

OPERATION

ACTIVITY TYPE

ENVIRONMENT COMPONENT F

ield

Su

rve

y

Pla

nne

d A

cqu

isiti

on

La

bo

ur

Mob

iliza

tion

Mo

bili

zatio

n o

f H

eavy

ve

hic

les

an

d C

onst

ruct

ion

Ma

teria

ls

La

nd

Cle

arin

g a

nd

Roa

d

Co

nst

ruct

ion

Dis

mis

sing

Lab

ou

r

Ro

ad

Op

era

tion

Ro

ad

Ma

inte

nan

ce

1 2 3 4 5 6 7 8

A. PHYSICAL CHEMICAL

1. Climate !

2. Air quality and noise level ! ! !

3. Physiography and Geology !

4. Water Quality ! ! ! !

5. Hydrology ! !

6. Space, land and soil ! !

B. BIOLOGICAL

7. Flora !

8. Fauna !

9. Aquatic Biota ! ! ! ! C. SOCIAL ECONOMIC CULTURAL

10. Demography !

11. Employment ! ! ! ! ! ! !

12. Culture/Community habits ! !

13. Social conflict ! ! ! !

14. Public perceptions ! ! ! ! ! ! ! !

15. Traffic and Accessibility ! !

D. PUBLIC HEALTH

16. Environment Sanitation ! !

17. Morbidity ! ! ! !

Information : ! : Potential Impact

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Figure 4.1 Identification of Potential Impacts during Pre-Construction

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Figure 4.2 Identification of Potential Impacts during Construction

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Figure 4.3 Identification of Potential Impacts during Operation

4.2 EVALUATION OF POTENTIAL IMPACTS

This evaluation aims to minimise the potential impacts on the environmental components that are expected to be affected; there are four (4) criteria that are used in evaluating the impacts, namely:

1. Quality of and stress on the natural resources in the project area.

2. Value of the environmental components that will be affected by both socio-economic and ecological aspects.

3. Public anxiety.

4. Legislation that may potentially be violated by the activity plan.

The evaluation of potential impacts used these four criteria as shown in Table 4.2 Evaluation of Potential Impacts. The results of this evaluation of critical/significant hypothetical impacts of the planned road construction are presented in Tables 4.2 and 4.3.

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Table 4.2 Summary of Hypothetical Significant Impacts Evaluation for the Rerouted Toll Road Segment STA 199+507.66 until STA 204+236.90.

Potential Impact Evaluation of Potential Impact Hypothetical Significant

Impacts I. Pre Construction Phase Social Economic Cultural 1) Public perceptions due to the

field survey

Field survey activities including socialization of plans to build the toll road are expected to cause positive and negative impacts on the socio-economic and cultural aspects of public perceptions, and lead to rumours in the community that information on the community action plan is not clear. However, due to planned road construction activities the community is aware of this action plan, so the impact of this activity will be the emergence of negative perceptions that are not expected to occur. Therefore this hypothetical impact is categorized as not important.

-

2) Livelihood due to land acquisition

Land acquisition activities are feared to lead to the loss of livelihood due to acquisition of rice fields and gardens and land clearing activities; this hypothetical impact is considered important.

Loss of employment/profession

3) Emergence of public perceptions due to land acquisition

Land acquisition activities will lead to negative perceptions amongst the community because the land that was previously going to be acquired could not be acquired, leading to a change in the alignment of the road. This will happen also if the project cannot reach an agreement with the community on the alternative route, where negative perceptions will spread to surrounding communities that are not associated with the land acquisition process and who will consequently interfere with the smooth running of the project. It is concluded that this hypothetical impact is important.

Negative perceptions due to no agreement on land acquisition

II. Construction Phase Physical Chemical 1) Changes to microclimate

including temperature and humidity

Microclimate changes will cause a decrease in the amount of green open space at the project site, due to the clearing of land and construction of the road covering 27 hectares (4500 m length and 60 m ROW); this impact will last only during the clearing of the roadside soil and plants. The open land bordering the road will be planted with shady plants; thus micro-climate changes to temperature and humidity are considered not significant.

-

2) Decreased Air quality and Increased Noise caused by the mobilization of heavy equipment and construction materials, as

Mobilization of heavy equipment and construction materials will lead to increased dust and noise on the road from vehicles and heavy equipment that will transport construction materials and equipment. These vehicles will travel via existing roads and residential areas, so the dust will settle on the surfaces

Increased dust and sound levels will cause disturbance to community comfort

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Impacts well as the clearing of land and road construction

of buildings and factories, while the noise will disturb residents comfort levels during their rest time, mainly in the afternoon and evening. Based on these considerations, the mobilizing of heavy equipment and building materials is an important hypothetical impact. Clearing and development of land along the 4.5 kilometres includes land clearing, stockpiling, excavation of the land in accordance with the existing contours of the land, and road construction work including building structures, installing drainage, piling and completing the development and supporting facilities. Most work sites are located in community neighbourhoods, and fugitive dust will stick to the surfaces of buildings and factories, while the noise generated by the machines will disrupt the comfort of residents at rest, mainly in the afternoon and evening. Based on these considerations, the clearing of land and construction of the road is classified as a hypothetical important impact.

Increase in local dust and noise will cause interference with the comfort of the environment

3) Physiographic and geologic changes due to the clearing of the land and road construction

Some places located in flat areas, basins and steep hills need to be stripped and have cut and fill work done. These activities will lead to changes in the landscape, especially along the 4.5 km route. Another potential impact is the increased occurrence of landslides due to slope instability and erosion that can lead to an increase in TSS in the receiving water bodies. Based on these considerations, the clearing of the land and road construction are considered a hypothetical significant impact on physiography and geology.

Changes to the landscape, increased potential for landslides and erosion due to cut & fill and stripping.

4) Decreased Surface Water quality due to mobilization of labour, land clearing activities and road construction

Mobilization of 150 employees and construction activities will generate waste that will pollute domestic water quality. Some workers will stay in their homes, while the migrant workers will be given accommodation in the base camp which will be equipped with toilet facilities. Based on these considerations, the impact of workers on the decline in river water quality is considered a not important hypothetical impact. Clearing of land and road construction activities will involve cut and fill and stripping, so when it rains the run-off will enter into watersheds, especially Ciwaringin River. Walahar village will experience siltation of irrigation channels due to an increase in TSS in the receiving water bodies. The impact of increased sedimentation and TSS in receiving water bodies will cause disruption to aquatic biota and water users, which is feared to cause negative

-

Increased levels of mud and TSS content in water bodies will cause decreasing water quality, disturbances to water biota, and disturbances to users of the rivers.

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Impacts public perceptions towards the project. Based on these considerations, the impact of land clearing and road construction activities on surface water quality degradation is considered a significant hypothetical impact.

5) Hydrological changes caused by land clearing and road construction

Clearing of the land and road construction activities will change the pattern of water flow as it will be cut by the road, and land cover will change from green open space to a closed road that will change the coefficient of water which in turn affects water discharge at the project site when it rains. The impact of disruptions to the flow pattern of Ciwaringin River and irrigation channels as well as increased run-off is feared to lead to negative perceptions amongst the community about the project. Based on the above considerations this hypothetical impact is categorized as significant.

Changes to water flow trends and increasing run off will cause negative community perceptions about the project

6) Impacts on Space, Land and Soil by mobilisation of heavy vehicles and construction materials, and land clearing and road construction activities

Mobilisation of materials in the construction stage is predicted to produce impacts on existing road conditions which are the main transportation route. The impact will be road damage caused by the carrying capacity of the vehicles used for toll road construction which is higher than the road loading capacity. Road damage will affect traffic flow, traffic hazard risks, and increase dust levels. According to these considerations this impact is categorized as a hypothetical important impact. Land clearing and road construction will impact the space, land and soil that are used for settlements, agriculture area and industry as they will be converted to road. However, this impact is categorized as a hypothetical unimportant impact.

Public road damage will caused disturbances to traffic flow, traffic risk, and will increase local dust content.

-

Biological 1) Loss of vegetation due to land

clearing and road construction.

Land clearing and road construction will remove vegetation in the path of the road, so there will be a change or decrease in the vegetative function, and will reduce the area of gardens, fields and other uses. The land to be cleared is quite small at 27 acres extending over 4.5 km in length with a width of 60 m, and there is no protected vegetation in the area, as it is mostly residential areas, plantation agriculture and industry; as such the impact on vegetation is a relatively insignificant hypothetical impact.

-

2) Decrease in diversity of fauna due to land clearing and road construction

Land clearing and road construction will occur in irrigated rice fields, gardens, forest, vacant land, rain-fed rice fields, farms, and settlements which serve as habitat where wild fauna can be found. Although the area that will cleared is relatively small, 27 ha along 4.5 km with a width of 60 m, vegetation will be lost hence decreasing the diversity of fauna that lives in this vegetation; as

-

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Impacts such this is categorized as a hypothetical important impact.

3) Disturbances to Aquatic Biota through the mobilization of manpower and land clearing and road construction

Labour mobilization will disturb aquatic biota due to declining water quality caused by domestic waste from workers. Based on this consideration this impact is not as significant as the decline in water quality, therefore the impact of disturbance to aquatic biota is considered quite small, and a relatively insignificant hypothetical impact. Land clearing and road construction will cause disturbances to aquatic biota due to decreased water quality as a result of increased mud and TSS in the waters. Based on these considerations, this impact is categorised as a significant hypothetical impact.

-

Disturbances to Aquatic Biota caused by decreasing water quality

Social Economic and Cultural 1) Demographic changes due to

labour mobilization

150 persons will be recruited during construction activities, consisting of 96 local labour and 54 foreigners/migrants. Based on this consideration the number of foreign/migrant labour is small, at 54 persons, and the length of the construction stage is short hence this impact on demographics is categorized as a hypothetical unimportant impact.

-

2) Employment and business opportunities, and dismissal of labour due to construction and mobilisation

Labour mobilization will produce a positive impact in the form of increased job opportunities because of recruited local labour. It will additionally open new business opportunities around the project location, in the form of informal support/service businesses; hence the income of local people will increase. This impact is categorized as a hypothetical important impact. Construction activities will need building materials in large numbers and this demand will be met by suppliers of local goods. Mobilization of building materials will involve a huge number of heavy vehicles which will be supplied by a local contractor. Transportation of building materials and heavy equipment will need drivers and services for drivers such as food stalls, workshops, tire services, etc., and hence mobilization activities is categorized as a hypothetical important impact to increase local income. At the end of the construction stage the labour employed for construction will

Job opportunity for local people Business opportunity will cause increasing income

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Impacts be dismissed and lose their employment. Labour dismissal will produce a negative impact on local and migrant labour. Labour will be recruited on a known contract system and will know the construction schedule, hence this impact is categorized as a hypothetical unimportant impact.

-

3) Local culture/ Local community habits caused by labour mobilization

Labour mobilization will produce a negative impact in the form of changes to security and community comfort, as it is feared that comfort will be disturbed by increasing interactions between local labour and migrant labour, and between migrant labour and local people. It is feared that different habits and norms will be introduced to the local community and cause changes to the social economic religious and agriculture structure; it is also feared that not all of local community will welcome the migrant labour who have different habits and different culture. Based on this consideration this impact is categorized as a hypothetical important impact.

Presence of migrant labour who can not understand local culture or the pesantren culture; could be a source of potential conflict.

4) Public opinion in connection with labour mobilization, mobilization of heavy equipment and construction materials, road construction, land clearing and dismissal of construction workers

It is feared that mobilization of the local population for construction jobs will not occur as the contractors will source their own employees, and local people will not be provided with job opportunities or business opportunities. This will thus change the attitudes and perceptions of the local community. This impact is categorized as a hypothetical significant impact. Negative attitudes and perceptions amongst the local community will be caused by increasing local dust and noise levels due to the mobilisation of heavy equipment and construction materials and land clearing. This impact will disturb community comfort and hence it is categorized as a hypothetical important impact. Dismissal of construction labour will cause negative perceptions of the project, however the construction labour will be made aware upon hiring of the limited work contract schedule, hence this impact is categorized as a hypothetical unimportant impact.

Negative attitudes and perceptions from local community caused by number of migrant labour that is higher than local labour Negative perceptions from local community caused by increasing local dust and noise levels

-

5) Traffic and accessibility hampered due to mobilisation of heavy equipment and construction materials

Mobilisation of heavy equipment and materials will involve vehicle around 1,622 trips during construction or 18 trips/day (material weight will be 194,606 tons, there will be 15 vehicles, and transport will occur during the construction phase in peak hour over about 3 months). Transportation will occur over an 8 hour/day hence the number of trips is time based (hourly) and becomes lower.

-

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Impacts Based on the number of trips, the impact of mobilization of heavy equipment and construction materials on traffic and accessibility is categorized as a hypothetical unimportant impact.

Public Health 1) Decreasing sanitation caused by

labour mobilization, mobilisation of heavy equipment and materials, land clearing and road construction

The 150 employees during the construction phase will produce domestic waste hence this will decrease sanitation in the area. Some employees will reside in their homes, if they are local labour, while some construction workers will stay at the base camp which will include a toilet facility. The impact of decreasing sanitation on public health is categorized as a hypothetical unimportant impact. Mobilisation of heavy vehicles and construction materials, land clearing and road construction will produce increasing levels of local dust and noise in the settlements around the project location. Part of the project is located near settlements; hence fugitive dust will enter their building and land, while noise levels produced by engines will disturb the comfort of local people especially during their rest time in the evening and night. As this impact will only occur during the construction stage over 3 months, this impact is categorized as a hypothetical important impact.

- -

2) Morbidity caused by labour mobilization, mobilization of heavy equipment and construction materials, land clearing and road construction

Interactions between local labour and migrant labour and interactions between migrant labour and the local community will cause increased morbidity. Migrant labour will reside at the base camp hence they will not interact with the local community and they will work full time, so the chance of active interactions with local the community is small. Based on this consideration, this impact is categorized as a hypothetical unimportant impact. Mobilisation of heavy equipment and construction materials, land clearing and road construction will produce local dust and increase noise levels in the settlements around the project location. Part of the project is located near settlements hence fugitive dust will affect local people by producing ISPA diseases and ailments. Part of the project is also located near densely populated settlements. Base on this consideration this impact is categorized as a hypothetical important impact.

- Health disorders caused by increased local dust and noise in settlements.

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Impacts III. Operation Phase

Physical Chemical 1) Degraded Air quality and

Increased Noise levels due to toll road operation

Vehicle activity on the toll road will produce exhaust gas emissions such as CO, NO2, SO2 and dust; hence air quality will degrade and noise levels will increase. Degraded air quality will cause impacts such as health disorders especially in people who live in the neighbouring settlements that pass the toll road. Vehicles will also increase noise levels which will disturb the comfort of the local community at night. As the toll road will operate continuously for 24 hours, this impact is categorized as a hypothetical important impact.

Degraded air quality will cause health disorders and increased noise levels will cause disturbances to comfort of the local community.

2) Decreasing water quality due to operation and maintenance of toll road

Water quality will be degraded during the toll road operation due to potential oil spills and other substances from vehicles which will runoff into nearby water bodies on rainy days. Increased levels of oil & fat in water bodies will disturb aquatic biota and the people who use the river water, hence it is feared to cause negative perceptions about the project. This impact is categorised as a hypothetical important impact. Toll road maintenance will also cause the degradation of water quality as substances present on the surface of the road will runoff into nearby water bodies on rainy days. Increased levels of oil & fat will disturb aquatic biota and people that use the river, hence it is feared that this will cause negative perceptions of the project. This impact is categorised as a hypothetical important impact.

Increased oil & fat content in water bodies will cause decreased water quality and disturbed aquatic biota and river users. Increased oil & fat content in water bodies will cause degraded water quality and disturbance to aquatic biota and river users.

3) Hydrological changes caused by toll road operation

The existence of the toll road will change water flow patterns as the water bodies are cut by the road, and land cover will change from green open space to closed roads which will cause changes in the coefficient of water which in turn affects the flow of water when it rains. The impact of disruptions to the flow pattern of Ciwaringin River and irrigation channels as well as increased run-off may lead to negative community perceptions about the project. Although the rivers and irrigation canals that are cut by the road toll have been equipped with culvert systems, if left untreated sedimentation and blockage by plants will occur and reduce the capacity of the culverts to manage this sedimentation. The increase in water flowing into the public drainage system will lead to increased discharges into the channels so that if the maximum capacity is exceeded they will overflow into the lower regions. This impact is categorised as a significant hypothetical impact.

Capacity of the drains are reduced causing water to overflow into the lower areas, thereby causing negative public perceptions about the project

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Impacts Biological 1) Aquatic biota is disturbed due to

toll road operation and maintenance

Toll road operation will cause decreasing water quality due to oil spills and spills of other substances from vehicles, which on rainy day will run off into water bodies. Increasing levels of oil & fat in water bodies will cause disturbances to aquatic biota. This impact is categorized as a hypothetical important impact. Toll road maintenance will also cause disturbances to aquatic biota due to decreasing water quality due to run off from the road surface, as on rainy days the oil layer will run off to water bodies. Increased levels of oil & fat in water bodies will disturb aquatic biota. This impact is categorized as a hypothetical important impact.

Increased oil & fat content in water bodies will disturb aquatic biota. Increasing oil and fat content in water bodies will disturb aquatic biota

Social Economic and Cultural 1) Job and business opportunities

caused by toll road operation and maintenance

Toll road operation will create job and business opportunities for the local community. This increase in employment opportunities will reduce the dissatisfaction amongst local communities about other negative toll road operation impacts. This impact is categorized as a hypothetical important impact.

Toll road maintenance will increase the income of those hired/involved in road maintenance. Although road maintenance has small hiring requirements, it will help local people as an alternative profession to increase their income. This impact is categorized as a hypothetical important impact.

Job and business opportunities will cause positive perceptions of the project and reduce dissatisfaction with the project. Job opportunities will increase local income

2) Disruptions to local culture from toll road operation Toll road operation will cause changes to local culture and habits amongst the

local community due to disturbances to the local community. The toll road will cross by settlements and cut communications between villages, and hamper easy access of these villages via motorcycle or walking, as it will become too far for local people to use the bridge crossings. This habit will be difficult to change and hence people will push their self to cross the toll road bridges with high risk. This impact is categorized as a hypothetical important impact.

Hamper accessibility of the local community and increase traffic risks

3) Community perceptions due to toll road operation and maintenance

Toll road operation and maintenance will cause negative perceptions amongst the local community due to decreasing air quality and increased noise levels, flooding of rivers and irrigation channels, and the lack of job opportunities during toll road operation. Toll road operation is long term, and will continue to have various impacts on the physical and chemical environmental side. This

Negative community perceptions caused by continued impacts

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Impacts impact is categorized as a hypothetical important impact.

4) Traffic and accessibility With the operation of the toll road, traffic conditions in the surrounding streets will improve and run more smoothly, but the accessibility of the people will be inhibited. This impact is thus categorised as a significant hypothetical impact.

Traffic conditions will improve, but local accessibility will halt

Public Health 1) Increased morbidity due to toll

road operation Toll road operation will cause health disorders such as increasing morbidity caused by degraded air quality due to vehicle activity which will emit exhaust such as CO, NO

2, SO

2 and dust. As toll road operation will be a long term 24

hour operation and it will run through settlements, this impact is categorized as a hypothetical important impact.

Decreased air quality will increase occurrence of health disorders

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Table 4.3 Evaluation Matrix of Potential Impacts for the Rerouted Toll Road Segment STA 199+507.66 until STA 204+236.90

PRE-CONSTRUCTION CONSTRUCTION

OPERATION

ACTIVITY TYPE

ENVIRONMENT COMPONENT F

ield

Surv

ey

Pla

nn

ed A

cqu

isiti

on

Labo

ur

Mo

bili

zatio

n

Mob

iliza

tion o

f H

eavy

vehic

les

and C

onst

ruct

ion M

ate

ria

ls

Land

Cle

ari

ng a

nd R

oa

d

Const

ruct

ion

Dis

mis

sing L

ab

our

Road

Opera

tion

Road

Ma

inte

na

nce

1 2 3 4 5 6 7 8

A. PHYSICAL CHEMICAL 1. Climate TP 2. Air quality and noise level P P P 3. Physiography and Geology P 4. Water Quality TP P P P 5. Hydrology P P 6. Space, land and soil P

B. BIOLOGICAL 7. Flora TP 8. Fauna TP 9. Aquatic Biota TP P P P C. SOCIAL ECONOMIC CULTURAL 10. Demography TP 11. Employment P P P P TP P P 12. Culture/Community habits TP P 13. Social conflict P P P P 14. Public perceptions P P P P P TP P P 15. Traffic and Accessibility TP P

D. PUBLIC HEALTH

16. Environment Sanitation TP TP

17. Morbidity P P P P

Information : P = hypothetic significant impact TP = hypothetic not significant impact

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Figure 4.4 Flow Diagram of Scoping for the Rerouted Toll Road Segment STA 199+507.66 until STA 204+236.90

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4.3 ACTIVITIES STUDIED IN THE SCOPING PROCESS

1) Pre Construction Phase

• Field Survey

• Land Acquisition

2) Construction Phase

• Labour mobilization

• Heavy equipment and construction material mobilization

• Land clearing and road construction

• Labour dismissal

3) Operation Phase

• Road operation

• Road maintenance

4.4 ENVIRONMENTAL COMPONENTS STUDIED

1) Physical and Chemical Components

a. Climate, including the parameters: temperature, humidity, rain volume, wind speed and wind direction;

b. Air Quality and Noise parameters: dust, NO2, SO2, CO and noise;

c. Physiographic and Geologic parameters: morphology, geological structure, soil bearing capacity, ground water depth, earthquake probability, and soil type;

d. River Water and Ground Water quality, including physical chemical and biological parameters and standards for aquatic biota and fisheries.

e. Hydrology, including river name and river use;

f. Space land and soil, including the parameters: land use, land use inventory, and potential development of land.

2) Biological Components

a. Terrestrial Biota, including flora and fauna, consisting of the parameters: diversity, cultivation, vegetation, natural vegetation, and protected species;

b. Aquatic Biota.

3) Social, Economic and Cultural Components

a. Demographics, consisting of: population structure, population density, education levels, and productive labour age;

b. Economics, consisting of: economic infrastructure, community income levels, job opportunities, and profession/employment;

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c. Culture, consisting of: local habits and trends, social change, and attitudes and perceptions.

d. Traffic, including the parameters: traffic volume and road congestion.

4) Public Health Components

Public health consists of the following components: morbidity and environmental sanitation (clean water, nutrition, health facilities, doctors and paramedics).

4.5 BOUNDARY OF STUDY AREA

The boundary of the Supplemental ANDAL, RKL and RPL Study area for the Rerouted Road Segment STA 199+507.66 until STA 204+236.90 was determined with consideration for the wide impact area to be affected by the project, which consists of the following project boundaries: ecological, social and administrative boundaries.

1) Project Boundaries

The study area was based on the width of the project road: 4.5 km long and 60 m ROW; hence a total area of about 27 Ha.

2) Ecological Boundaries

The ecological impacts are limited to the receiving water bodies (namely the irrigation channels in Walahar village and the Ciwaringin River), and the air which is limited to the location of the nearest settlement.

3) Administrative Boundaries

Government administrative boundaries that are predicted to be potentially affected by the project are Sumber Jaya district in Majalengka Regency and the Ciwaringin and Gempol districts in Cirebon Regency, West Java Province.

4) Social Boundaries

Social boundaries are the regions where people are predicted to be affected directly by the project: Panjalin Kidul village in Sumber Jaya district, Majalengka Regency; Walahar village in Gempol district, Cirebon Regency; and Ciwaringin village in Ciwaringin district, Cirebon Regency.

5) Study Area Boundary

The ANDAL study are boundary is a result of the project administrative, social and ecological boundaries, as shown in Figure 4.5.

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Figure 4.5 Study Area Boundary

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Table 4.4 Schedule of the Supplemental ANDAL, RKL & RPL Study

Environmental Component

Hypothetical Significant Impact Schedule

Pre Construction Phase

Social Economic Cultural

Loss of employment and income-earning land 2 year

Negative perceptions 2 year

Construction Phase

Air Quality Increasing dust and noise levels 2 year

Water Quality

- Increasing TSS in water

- Decreasing water quality

2 year

2 year

Hydrology Increased run off 2 year

Biology - Vegetation Loss

- Terrestrial fauna Loss

- Disturbance to aquatic biota

1 year

1 year

1 year

Social Economic Cultural

- New job opportunities

- Income increase

- Business opportunity

- Loss of employment/profession

- Negative attitudes and perceptions

- Negative attitudes and perceptions caused by decreased air quality

- Negative perceptions caused by decreased income

2 year

2 year

2 year

2 year

2 year

2 year

2 year

Transportation - Traffic congestion

- Road damage caused by material transportation.

- Road damage cause by land clearing

1 year

1 year

1 year

Operation Phase

Air Quality Increased CO, SO2, NO2 and dust 2 year

Social economiy and culture

- Negative perceptions amongst local community

- Improvement to traffic flow

2 year

2 year

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CHAPTER V PREDICTED ENVIRONMENTAL IMPACTS

5.1 PRE CONSTRUCTION PHASE

5.1.1 Employment/Profession

The size of the project site for the Rerouted Toll Road Segment from STA 199+507.66 until STA 204+236.90 is 27 Ha. The land acquisition process will acquire land owned by individuals, Perhutani and PT. Telkom. Land that lies within the new 4.5 km road route includes yards, gardens, productive rice fields, and forest.

1) Impact on Agricultural Production

Land acquisition is predicted to produce negative impacts on the income of the local people, especially for those involved in rice field and garden production. Although farmers will face a declining income as their productive land will be acquired by the toll road, the declining income will only be temporary because the local community will receive positive impacts from the land acquisition in the form of high compensation rates.

The extent of this economic impact is known by comparing the economic land value of rice and crop fields with the economic value of the land to be acquired, and calculating the value of land compensation received by the local people according to the size of the land to be acquired.

The compensation value received by the local people should be used to allocate new land to compensate for the acquisition of the productive land, such as buying other land or businesses. According to discussions with land owners after receiving the compensation payment, it was found that the claimants used the money to buy other more productive land around the project location or in other villages. The compensation payment was also used for business purposes.

An important negative impact faced by several farmers, as found through discussions with several farmer land owners, is the loss of their main profession because the productive land was acquired and the compensation payment was not used to buy other productive land.

2) Impact on Income

Residential land and industrial/commercial activities, like rock grinding factories, rattan factories, waste and good storage and ceramic factories will be acquired during land acquisition. The negative impact on income is temporary because after the claimants receive their land compensation payment it will turn this impact into a positive impact.

Negative impacts will accumulate up until the operation phase, if the land compensation price does not match local community demands; hence land

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acquisition is categorized as a negative/positive significant impact on people’s employment/profession.

5.1.2 Social Conflict

5.1.2.1 Field Survey

The field survey undertaken involved the collection of various data required for the Toll Road Rerouting from STA 199+507.66 until STA 204+236.90, identified project areas that overlapped with other activities, and inventoried all land owners that fall in the project site.

It is predicted that this activity will induce social conflicts due to the identification of overlapping sites and the inventory of land owners which involves placing poles on people’s land. Probability of social conflict between local communities and the project is high if the activity is not properly socialised to the local community.

Feedback from the community and village officials on the project activity revealed that the socialization undertaken in the local community was not optimal, hence it produced restlessness in the local community.

Restlessness is a form of latent conflict. Latent conflict results in local communities objecting to the project plan and activities, such as what happened in Kalimati village, Walahar village, the rock grinding factory and rattan factory in Ciwaringin village, other business in Penjalin village, and the rice field owners who are being divided by the toll road. The local community still disagrees with the project plan and objects to project activities such as the installation of measuring poles and conduct of measurement surveys, due to the following factors:

• Kalimati region is a productive region with old residential areas. Other regions are less productive and the soil is more broken, hence the other regions can not be used as an agriculture area.

• Accessibility of the local people will be halted because the toll road plans to cross the centre of their land, rice fields and garden. Hence it will be difficult for businesses, land owners and workers to travel communicate and access their resources.

• There is no alternative proposal for businesses if their land is acquired, therefore the development of their business will be halted.

Based on the conditions above, the field survey will produce big impacts with regard to potential social conflicts. A new potential source of social conflict is to do with dis-organisation, where their social lives will disintegrate, or where there are differences or gaps between groups and their goals. Social groups are on one side and businesses and the central government, who implemented this activity, are on the other side.

Different goals among the groups must be considered as community interest through encouraging community involvement before the activity is undertaken. By involving the community from the beginning of the planning process, the community will clearly understand the goals of the Rerouted Segment of the Toll Road. Community

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participation in each phase is important because:

• Community rights are legally recognized and guaranteed by law No. 28/1999, article no. 8 and 9.

• Local community has the right to information on the development and environment especially relating to business and activities which will have significant impacts.

• Community is more aware and understands the potential impact on their residence, physical environment and social environment.

• Community has the right to receive assurance that their aspirations, opinions, and interests have been attended to in the decision making.

Based on these conditions, if synergy is not achieved between the functions and goals of each group, then social conflict in the community will be big.

Potential conflict may arise within the following groups that are affected directly by this project:

1. People who live in the villages that are affected directly by the Toll Road Rerouting STA 199+507.66 until STA 204+236.90, namely:

a. About 6 households in Penjalin Kidul village (Sumber Jaya district, Majalengka Regency)

b. About 21 households and 1 Madrasah in Walahar village (Gempol district, Cirebon Regency)

c. 30 graves in a graveyard, including 1 ancestral grave, in Walahar village (Gempol district, Cirebon Regency)

d. 1 Rock grinding factory and 1 Rattan factory in Ciwaringin village (Ciwaringin district, Cirebon Regency)

2. Land owners, whose land will be acquired by the Toll Road development. They live in the villages directly affected by the project, as well as in some other villages indirectly affected by the project.

This impact is predicted to be most widespread in those villages/districts affected by the project where the Project Initiator and Local Government did not transparently socialize the project plan to the community, and as such the community doesn’t understand the plan.

The predicted social conflicts may be long term if the project initiator/government do not synergise the role and purpose to the local community. However the impact can be made positive if the project initiator/government implements comprehensive and transparent socialization sessions on the Road Rerouting.

Based on the number of people to be affected by this impact, the size of the impact distribution area, the impact duration, the cumulative affect, and the reversibility of the impact, this field survey is categorized as a negative important impact.

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5.1.2.2 Land Acquisition

Land acquisition is predicted to produce negative impacts on social interactions in the form of conflict between local people and the project initiator and local government if the land acquisition process does not match the expectations of the local community. Predicted conflict between the community, project initiator and local government during the land acquisition process is expected to occur due to: 1) Land and plant/assets inventory 2) Determination of land and plan/asset compensation price.

It is predicted that conflict regarding the land and asset inventory and land compensation value will be caused by:

1. Discrepancies in the land measurements and land inventories, as the officers will define the land borders according to the land certificate or BPN regulation, while the land owners will define their land borders according to local culture and traditions.

2. Variations in land market prices in each location/village/region.

3. If compensation for crops and plants are not paid, or there are errors in calculating the number of trees/crops/plants. The officers will determine the number of trees/plants according to distance-based provisions from the Department of Agriculture, while the landowners will want the number of trees/plants counted individually.

4. Discrepancies between the names of the actual landowners and those names that have been listed by the project with land to be acquired. The names of landowners registered in the District are not always the same with the real landowners, and it may be found that land is owned by other people in certain areas.

While these sources of potential conflict have been collected from discussions with the local community, the community has also informed that the land compensation value does not match the requirements of the local community for the following reasons:

1. Price is too cheap and does not match the market price

2. Gardens and rice fields are the main livelihood

3. Compensation value is not sufficient to buy new land in other places

Based on the description above, land acquisition is predicted to produce a big impact. Social conflict is predicted to be long term, if the project does not make a win-win solution/ agreement. However this impact can be reversed if the project sufficiently explains to the local community how the land compensation to be received is appropriate and more profitable when compared with the current price, as the local community will feel that the land compensation process has been a positive impact.

This impact will be felt by land owners and the local community in Ciwaringin village, Budur village, Galagamba village, Babakan village (Ciwaringin District), Walahar village (Gempol district) in Cirebon Regency, and Penjalin Kidul village (Sumber Jaya District) in Majalengka Regency. According to long duration of impact, the number of

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people affected by the impact, and the reversibility of this impact, the land acquisition activity is predicted to produce an important negative/positive impact.


The field survey is predicted to produce continued impacts on local community perceptions of those who live near the activity location. The impact involves the circulation of rumours in the community because of unclear information about the plan to be implemented. Based on discussions with informal leaders, village officers and local community whose land will be affected by the project, it was found that the information known by the local community about the Road Rerouting is not accurate.

This condition shows that the project has not been effectively socialized to the local community, as it has produced rumours (perceived conflict) and fears amongst the local community about the project. The project has a business commitment to improve local community welfare, but this effort/commitment needs to be clear from the beginning of the project so that restlessness in the local community does not occur.

Hence the activity plan needs to be informed transparently and in detail to the affected community to address local expectations.

Early socialization will reduce the occurrence of social conflict. Therefore a socialization program is required to be implemented to the local community. The socialization process will affect the attitudes and perceptions of the community because according to Charlotte Buehler it is a process help individuals learn and adapt how to survive and how to think as a group. The socialization process through social interactions will form a behavioural system which is defined by their character, and this character system will be defined and form their attitudes to everything (Charlotte Buehler, 1983).

Based on this thought, the socialization factor is important in forming the attitudes and perceptions of the community, and socialisation of the project plan must occur in the affected villages, such as Ciwaringin, Babakan, Galagamba and Budur villages (Ciwaringin District) and Walahar village (Gempol District) in Cirebon Regency, and Penjalin Kidul village in Sumber Jaya District, Majalengka Regency.

Although the socialization process has not well informed the local community, based on conversations with informal leaders, land owners and village officers, the local community have already agreed to the Toll Road Rerouting STA 199+507.66 until STA 204+236.90 as it will help meet public needs, especially if the compensation payments do not harm the local community affected by the project plan. Agreement to the toll road has occured because the community will receive various benefits like increased economic activity and improved goods distribution between regions.

The project is requested to undertake the following actions:

1. Prepare land acquisition payments according to agreements with the community

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2. Do not disturb business activities (such as the rock grinder plant and ratan factory) and provide alternative land to relocate to (such as PT. Perhutani land)

3. Relocated residential houses and the madrasah in Walahar village to Tanah Bengkok in Walahar village.

4. Do not disturb family graves, and if possible relocate the road plan to other locations, or give the families alternative land and provide for the cost of relocating the grave to an area that is not far from the current position.

Figure 5.1 Local Community Sensitive Area

Base on these conditions, the predicted negative impact will spread widely amongst the local community and other villages/districts affected by the project, hence the number of people to be affected consists of:

1. People living near the project site that will be directly affected: Ciwaringin, Budur, Galagamba, Babakan villages (in Ciwaringin District), Walahar village (in Gempol District) in Cirebon Regency, and Penjalin Kidul village (in Sumber Jaya District) in Majalengka Regency.

2. Land owners affected by the Toll Road development. They live in villages affected by the project, as well as in other villages.

This impact of negative perceptions can be reversed if the project initiator/government ocnducts comprehensive and transparent socializations about the project to the local community. Based on the above-mentioned factors the field survey is categorized as a negative important impact.

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5.2 CONSTRUCTION STAGE

5.2.1 Air Quality and Noise Level

5.2.1.1 Heavy Equipment and Construction Material

1) Air Quality

Mobilisation of heavy equipment will produce increased dust levels on the roads passed by heavy vehicles transporting filling materials or construction materials. These vehicles will pass existing roads and settlements, especially Panjalin Kidul village and Walahar village in Ciwaringin. Dust from passing vehicles will spread and cover buildings and plants; hence it will be easily visible and degrade environmental aesthetics. Another impact is disturbance to public health (ISPA) caused by breathing in dust into the respiration system.

This change to environmental quality is temporary, but is cumulative if it covers buildings and plants and it is difficult to avoid when it rains. If it is found in the respiration system for acute ISPA patients it will be difficult to recover although the spread of dust will be limited to a period of 6 months, hence this impact is difficult to reverse. According to these considerations and the number of people affected by the impact, this impact is categorized as a negative important impact.

2) Noise Level

Mobilisation of equipment and construction materials will increase noise levels due to the vehicles used. The noise source will be intermittent. It is predicted noise will particularly affect the villages of Panjalin Kidul, Walahar and Ciwaringin; these predictions were calculated using the following formula:

It = Io + 10 log (Ni/vi.T) + 10 log (15/d)1.5 - 13

Where:

It = Noise level intensity at receptor

Io = Noise level intensity at source

Ni = Number of vehicles passing simultaneously

vi = Speed of vehicle

T = Duration of exposure

d = Distance from sound source to receptor

Number 15, 1.5, 13 and 11 is correction factor (constant)

The average noise emitted from vehicles is 90 dBA at the source, the number of trips at the peak of activity is 5 trip/hour, and the average speed of the vehicles is 40 km/hour. The average noise level in existing settlements is 59.13 dBA. The noise predictions are shown in Table 5.1.

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These calculations do not consider natural noise filters such as plants or the wind direction and speed. If plants are around this should reduce the noise level from between 2 - 5 dBA (Raw & Wooten, 1980) depending on the type and density of plant, as shown in Table 5.1.

Table 5.1 shows the noise levels in the receptors, particularly the settlements; noise will be present in a radius of 125 m (more than the regulatory standard) from the noise source, while after radius 125 m noise will meet with standard. In green open spaces, especially forests, the safe distance from noise source will be within a radius of 500 m. Noise levels in settlements along the road will become 57-71 dBA or 62.4 dBA, where the existing level is 49.8 dBA.

Table 5.1 Noise levels from vehicle sources along the road at certain radius from the road centre.

NOISE LEVEL

DISTANCE VEHICLE CONTRIBUTION

NEXT CONDITION ALONG ROAD

(m) (dBA) (dBA)

10 70.61 70.65

25 64.64 64.79

50 60.13 60.53

75 57.48 58.20

100 55.61 56.66

125 54.16 55.57

150 52.97 54.74

175 51.96 54.10

200 51.10 53.59

225 50.33 53.18

250 49.64 52.83

500 45.13 51.22

Reff : Baku mutu tingkat kebisingan berdasarkan KEPMENLH No. KEP-48/ MENLH/11/1996, Peruntukan Permukiman 55 dBA & ruang terbuka hijau 50 dBA.

Noise will be particularly widespread in Panjalin Kidul, Walahar and Ciwaringin villages, within 2 km with a radius of 250 m on the left and right sideThis will be a continuous impact as settlements will be disturbed especially at night if transportation is implemented at night.

The change to environmental quality present is temporary and will not be cumulative. Based on these considerations and the number of people affected by the impact, this impact is categorized as an important negative impact.

5.2.1.2 Land clearing and Road construction

1) Air Quality

Land clearing and road construction along the 4.5 km includes land clearing (cut and fill and land excavation according to existing land contours), and road construction (road structure construction, drainage construction, installation of foundations, and

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construction of supporting facilities). Several villages are in this project area: Panjalin Kidul, Walahar and Ciwaringin.

In the dry season, soil particles will easily fly by wind and spread. Hence they will easily cover buildings and plants. High dust particle concentrations in the ambient air will produce continued impacts on health and aesthetics, hence it is feared this impact will produce social conflicts. The impact description is as follows:

1. Impacts to health are caused by dust particle entering the respiration channel and producing ISPA disease. Time of exposure for this disease is between 2-4 years, depending on health conditions at the receptors and the dust quantity inhaled. Based on the project description, exposure to dust will be long as peak construction will be over 3 months; however the construction locations will move according to work progress.

2. Impacts on aesthetics are caused by dust covering the buildings and plants hence making the area aesthetically unpleasant. Dust on buildings and plants will be continuously difficult to remove and will form a layer on the building and plant surface.

3. Impacts on health and aesthetics will cause continued social conflict.

Predictions on how far the particles will spread used a fluid dynamic formula from Stoke. The fall of dust particles to ground used the following formula:

V = gρp(dp)2/18µa

Where:

dp = dust particle diameter = 40 µm

g = gravitation acceleration = 9.8 m/second!

ρp = dust particle density = 144.14 lb/ft"

µa = air viscosity = 0.0000121 lb/ft-second

By using the formula above, the speed of falling particles is 0.3665 ft/second.

Time needed for particles to settle from different heights to the ground surface from 2 meters (6.56 ft) is:

t = (height of particle fall) : (speed of particle fall) = 6.56 ft : 0.3665 ft/second

= 17.90 second

= 0.005 hour.

Hence, the horizontal distance of the dust particles are:

S = (time of particle fall) x (wind speed)

= 0.005 hour x 4.85 mil/hour

= 0.024 mil " 0.039 km = 39 m

Based on this calculation, dust particles should spread within a radius of 39 m from the activity location, and will spread wider if wind is present.

The change to environment quality is temporary, but will accumulate if it covers

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building and plant surfaces as it is difficult to remove unless it is wet by rain water. If it is found in respiration channels of acute ISPA patients it will be difficult to recover although their exposure will only be 3 months and the works will move according to work progress. Hence the impact on health is small and reversible as the time of exposure is short term. Based on the abundance number of people affected by this impact the impact is categorized as an important negative impact.

2) Noise Level

Land clearing and road construction along the 4.5 km consists of land clearing (cut and fill and excavation according to the land contours), and construction works (structure construction, drainage construction, foundation installation and construction of supporting facilities) – these will increase noise levels in the environment due to the operation of engines. Increasing noise levels will disturb people’s comfort especially in the evening or night.

To give a picture of the spread of noise levels the following calculation was used, with several approaches as follows:

- Noise source - equipment used = 85 dBA

- Existing environmental noise level = 50 dBA

- Spread of unfiltered noise level

- Area affected by spread of noise level

Noise level spreading used the following formula :

r1

r2log 20 - P1 P2 LL =

LP1 = Noise Level at distance r1 (dBA)

LP2 = Noise Level at distance r2 (dBA)

r1 = Measurement of distance from noise source = 1 meter

r2 = Measurement of distance from noise source (meter)

Results of noise level calculations are shown in Table 5.2.

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Table 5.2 Noise level in the environment around the project location.

No. Distance (m) Noise Level (dBA)

1. 1 85.00

2. 25 72.20

3. 50 61.02

4. 60 59.44

5. 70 58.10

6. 80 56.94

7. 90 55.92

8. 100 55.00

9. 150 51.48

10. 200 49.98

11. 250 47.04

Based on calculation results of noise level in Table 5.2, the noise level in settlements at a radius of 100 m from the construction equipment will meet the noise level standard for residential environments of 55 dBA (according to KEPMENLH No. 48 Year 1996). Noise level will not disturb hearing functions or communication because the level is low, but it will disturb comfort at night if the activity is implemented at night.

The change to the environment is temporary and will not accumulated because the noise level will not disturb hearing and the construction works will always move according to the work progress; as such the impact should be reversible because its time exposure is low. According to the abundant number of people affected by the impact, especially in the three villages, this impact is categorized as an important impact if implemented at night.

5.2.2 Physiography and Geology

The project route runs through plains, creeks and hills hence it will require cut and fill to meet the road elevation design. The cut and fill and excavation of slopes will potentially increase the risk of landslides and erossion which will in turn cause increasing levels of TSS in water bodies.

It is predicted the construction activities will impact on soil morphology and porosity and cause erosion due to land clearing and construction of roads and supporting facilities. Land morphology and porosity will be changed from the previous condition which was flat land with hills and low land with relatively high porosity that was previously used for gardens, settlements and rice fields; when land clearing is implemented the land will become compacted and its porosity and rate of rain water absorption will become low. Road construction will change the soil from having high porosity and high water absorption rates so that it will become difficult to absorb water. Land clearing and construction will also increase erosion hazards as it will change the components that affect erosion.

The changes to the erosion coefficient will affect erosion levels at the project site.

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Land cut and fill will make the land susceptible to erosion and the accumulation of mud during the rainy season, as there will be an accompanying increase in the volume of run off. Based on the Universal Soil Loss Equation (USLE) formula from Weischmeir and Smith (1960), the predicted increase in erosion rates should be calculated as follows:

E = R.K.L.S.C.P.

Where:

E = Average annual soil erosion (ton/ha) R = Index of rain erositivity

K = Soil erositivitiy factor L = Length of slope compared

with a

C = Soil preparation factor slope of 22 m

S = Degree of slope compared with a slope of 90%.

P = Soil conservation factor

Changes to soil preparation factor (C) and soil conservation factor (P) will change the level of erosion hazard. The CP value around the project site before this activity was about 0.05 for mixed gardens and settlements. During construction especially during land clearing there will not be a preparation factor, as the predicted value will be 1. The volume of soil material carried by run off to water bodies will increase in the rainy season, and it is predicted to increase TSS and mud in the water bodies. Predicted increases to the erosion rate due to land clearing are shown in Table 5.3.

Table 5.3 Predicted erosion rates with and without the project activity

Type of Activity

Land Use

R

K

L

S

CP (Averag

e)

E Ton/Ha/

year

Wide (Ha)

Erosion Class *)

Before project implemented

Ex mixed gardens, scrub, mangrove

2038.39 0.2

3.05 0.2 0.05 1.35 27

Very light

Construction and land clearing

Open land / open space

2038.39 0.2 3.05 0.2

1.0 26.86 27

Class II

Toll Road Operation

Toll road construction

2038.39 0.2 3.05 0.2 0.009 0.24 27

Very light

Reff : Calculations from secondary data results Notes : R : Calculated accoridng to formula from Otto Sumarwoto (1987) K : Figures from Ambar and Safrudin (1987) L : Determined by ( LO/22) S : Figures from the Institute of Ecology, UNPAD Bandung (1979) CP: Figures from Coster (1938), Ambar and Syafrudin (1979) *) Erosion Classes according to the Department of Forestry RI (1987) : Loss of land equalling 15 – 60 ton/ha/year is included in Erosion Class II

Based on the calculation results in Table 5.3, it is shown that the potential soil loss prior to the project land clearing was 1.35 ton/ha/year, but this rate will increase once land clearing is implemented to 26.86 ton/ha/year; hence the erosion rate is increased by almost 20 times.

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Impact of erosion will cause decreasing water quality due to incresaed turbidity (TSS) which will in turn disturb aquatic biota and river users. An abundant number of humans will be affected by this impact on river water and irrigation channels. This impact will last for 3 months from the start of land clearing and will continue through to road construction, while the impact intensity will increase in the rainy season.

Based on the above considerations land clearing and road construction are categorized as having an important impact on changes to the natural landscape and erosion.

5.2.3 Water Quality

Land clearing and road construction will involve the cut and fill of slopes, hence in the rainy run off will carry soil particles to the rivers, especially Ciwaringin River and irrigation channels in Walahar, which will increase mud and TSS in the receiving water bodies. According to the results in Table 5.3, it is shown that the rate of erosion will increase by almost 20 times.

Based on data on the existing environment it is shown that the TSS content in Ciwaringin River is 73.67 mg/L and in the irrigation channel is 53.70 mg/L; hence the existing quality of these water bodies already exceeds the standards for TSS (50 mg/L) according to PP No. 82 Year 2001 for Class II. Land clearing in the wet season will increase erosion rates by about 20 times, hence the TSS content in Ciwaringin River should reach 1,473 mg/L and 1,074 mg/L in the irrigation channels, which will really exceed the standard (50 mg/L) from PP No. 82 Year 2001.

The impact of increased mud and TSS in the receiving water bodies will cause disturbances to aquatic biota and river users; hence it is feared to produce social conflicts. An abundant number of people will be affected by this impact. This impact will last for 3 months starting from land clearing and continuing through to road construction, while the impact intensity will increase on rainy days. This impact will be temporary, will not accumulate, and is reversible once the activities stop. This impact is thus categorised as an important impact on water quality.

5.2.4 Hydrology

Land clearing and road construction will change water flow trends, and will convert land coverage from green open space to road which will change the run off coefficient and run off debit at the project site on rainy days. Based on the project plan, the road will cross both natural water channels and irrigation channels which will be fitted with culverts designed according to the maximum debit capacity for each channel.

Increasing run off is predicted to be not significant, because the volume of run off on rainy days will spread along the 4.5km road line and will enter road drainage which is designed to flow immediately to the nearest water body.

The impact of the road crossing natural water channels and irrigation channels will cause potential water overflow in lower areas, hence if this occurs in residential or farming areas it will produce social conflict. This impact will be temporary, only on

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rainy days, but the floods will need more time to recede, and the number of people affected by this impact is abundant in residential and agriculture areas. This impact will be temporary but it will continue throughout the toll road operation phase, and although it will not be cumulative and it will be reversible once the rainy season is over the damage will be difficult to recover. Based on the above considerations and the number of people affected by this impact and the potential lead to social conflict, this is categorized as an important impact.

5.2.5 Space and land

Mobilisation of materials during the construction stage is predicted to have impacts on the existing road conditions. This activity is predicted to cause road damage from the heavy loads carried by the vehicles which may exceed the road loading capacity. Road damage will affect the smooth flow traffic and increase traffic hazard risks, as well as increase dust levels.

The changes to environmental quality will be temporary as they will be restricted to the construction phase and they will be reversible at the end of the construction phase due to road maintenance. This impact is not cumulative because the activity is limited to the transportation of construction materials. Based on the abundant number of people affected by this impact, especially in the three villages, this impact is categorized as an important negative impact.

5.2.6 Aquatic Biota

Land clearing and road construction will disturb aquatic biota due to decreasing water quality. According to the description of decreasing water quality above, it was shown that the TSS content in the receiving water bodies on rainy days will increase by 20 times compared with the existing conditions, of which were already exceeding the standards of PP No. 82 Year 2001.

The number of people affected by this impact is relatively low, almost none, especially as there are no fishermen who catch fish in the water bodies, and there are no ponds downstream of the water bodies. This impact will last for 3 months beginning from land clearing and continuing through to road construction, while the impact intensity on rainy days will increase. This impact is temporary, not cumulative and reversible when the activities stop and on dry days. Based on these considerations, land clearing and road construction is categorized as an important impact with regard to disturbance to aquatic biota.


5.2.7.1 Labour Mobilization

Labour mobilization will produce positive impacts with regard to job opportunities because of the total labour requirement the project will recruit a minimum of 60% (70 – 90 persons) local labour. Labour mobilization and labour accommodation at the Base Camp will induce the job multiplier effect and income multiplier effect for local people. This means that job opportunities for local people will be present and will increase their income. Even though the labour will be recruited only for the

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construction phase, the job opportunities for local people will induce the growth of local economic activity, such as food stalls, transportation services and social services.

The number of people affected by this impact is numerous as 70 – 90 persons will be directly employed. This impact will last for 6 months, while the impact intensity will remain the same throughout the construction stage. This impact is however temporary, will not accumulate, and is reversible at the end of the construction stage. As the number of existing job opportunities in the activity location is limited and the number of labour is high, this impact is categorized as an important impact on employment.

5.2.7.2 Mobilisation of heavy equipment and construction materials, and land clearing and road construction

Construction activities will require a large amount of building materials; these goods will be supplied by local suppliers. Mobilisation of building materials and heavy equipment will also involve a large number of transport vehicles which will be locally supplied. This transport will requires drivers and services for drivers like warehouses, workshops and tire/car maintenance services.

An abundant number of local people will be affected by this impact as they receive opportunities to become local suppliers for the construction activity and local labour for contractors. This impact will last for 6 months, while the impact intensity will remain the same throughout the construction activity. This impact is temporary, not cumulative, and reversible at the end of the construction stage. But as the number of existing job and business opportunities in the project area is low and the rate of unemployment is high, this impact is categorized as an important impact on employment.


Labour mobilization will produce negative impacts with regard to changes to security and community comfort, due to community fears over increasing interactions between local labour and migrant labour. This fear is caused by the differences between the cultures and norms, social economic and religious differences of the local community and the migrant labour.

Interactions are predicted to be negative because the migrant labour will have to adapt with the local workers. It is predicted this will cause disputes between the migrants and local labour.

Disputes between local labour and migrants will occur over work conflicts, where the local people will be recruited as manual labour, while the migrants will be recruited as experts and in higher positions. The nearest distance between the base camp and local community residences will induce disputes where local people will disturb the migrants, and potentially the negative habits brought by migrants will conflict with local norms.

This condition will produce fears amongst local community with increasing intensity.

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Probability of disturbances to social interactions is predicted to last throughout the operation stage if preventive actions to mitigate the negative impacts are not implemented. The level of intensity of these disturbances will be big if a good security system is absent around the project site, and the number of people that will be affected by this impact will be large and consist of people living in nearby villages. This impact will spread to other regions where labour mobilization occurs. Labour recruitment is thus categorized as an important negative impact.


Construction worker positions are assumed to be filled by local people, and if they are filled by contractor workers then these job opportunities will not be filled by the local community. As job and business opportunities are low at the project location and the generation of labour by the project will be high, the recruitment of construction labour will potentially produce negative perceptions amongst the local community if labour recruitment is not implemented transparently. Negative attitudes and perceptions amongst the local community towards the mobilisation of heavy equipment and construction materials and increases in dust levels may continue to increase. Negative attitudes and perceptions of the local community to the project will also be present if mud and turbidity increases in water bodies used by local people for sanitation, and if floods occur because the natural channels and irrigation cannels are cut by the toll road.

An abundant number of people will be affected by this impact if local people do not receive opportunities to participate directly or indirectly with the project, and if they receive impacts like decreasing air quality, increasing noise levels, and decreasing water quality in the construction stage. These impacts will last throughout the construction stage, while the impact intensity will be high. This impact is temporary, cumulative, and reversible at the end of the construction stage. But based on the consideration that business opportunities are high and the community is religious, this impact is categorized as an important impact.

5.2.10 Morbidity

Activities in the construction stage will have impacts on morbidity due to increasing dust levels when heavy equipment and construction materials are mobilized. This change to the environmental quality is temporary as it will only last during the construction phase; however it is cumulative if the dust settles in the respiration system of ISPA patients, hence these patients will not easily recover although the time exposure is only 3 months. As the work activities will move according to the work progress, the impact on health is small and reversible because the exposure time is short term. Based on the abundant number of people that will be affected, especially in the three villages, this impact is categorized as an important impact.

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5.3 OPERATION PHASE

5.3.1 Air Quality and Noise Level

1) Air Quality

Air quality will be degraded during the toll road operation due to gas emissions from the vehicles using the toll road. The exhaust gas emissions will increase the levels of air quality parameters like CO, SO2, NO2 and dust. This degraded air quality will continue to have further impacts on the health of local people who live around the toll road in Panjalin Kidul, Walahar and Ciwaringin villages.

The amount of exhaust gas entering the ambient air is calculated according to the Gauss dispersion model, through the assumption that the impact source is a line due ot analogy with other toll road vehicle activities. The results of these calculations are seen in Table 5.4.

( )

#=

2

zσH

2

1exp

uzσ2

2qC(x,0)

21

$

Where:

C : concentration at centerline (ug/m3)

q : emission power per distance (gr/second/m)

u : wind speed (m/second)

%z : vertical standard deviation (m)

H : height of pollutant source (knalpot)

Table 5.4 Predicted gas emissions entering the ambient air.

No Parameter

Initial Concentration

pre-activity (µg/Nm3)

Expected Concentration post-

activity (µg/Nm3)

Final Concentration

(µg/Nm3)

Standard (µg/Nm3)

Walahar Village

Dust 4.42 111.39 115.81 90

NO2 1.10 0.46 1.56 400

CO 4,083.70 0.24 4,083.94 10,000

1

SO2 2.13 0.04 2.17 900

Ciwaringin Village

Dust 5.34 118.54 123.84 90

NO2 1.34 0.44 1.78 400

CO 858.80 0.23 859.03 10,000

2

SO2 2.50 0.03 2.53 900

Reff: Calculation Results

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According to the results in the table above, it is shown that the emissions released in Walahar and Ciwaringin villages fall below the regulatory standards, except for dust. Although the results fall below the standards, as the impact intensity will be present continuously 24/7 throughout toll road operation, this impact will be cumulative in the environment. Particulates will generally come from diesel exhaust emissions and will spread due to tire frictions on the toll road, and the particles will be easy to see as they will leave black marks on buildings and plants. Black layers on the buildings and plants will be difficult to remove even when wet from rain. This condition will cause a decrease in the aesthetics of buildings and plants.

If these particulates enter the respiration system of ISPA patients it will be difficult for these people to recover because of a 2 year incubation period, depending on the patient’s condition and the level of pollutant.

An abundant number of humans will be affected by this impact in Panjalin Kidul, Walahar and Ciwaringin villages. The impact will halt once toll road operation stops, although the impact is irreversible, because even once the activity stops the impact is long term, and will be present for more than 1 year. Based on these considerations, this impact is categorized as an important negative impact.

2) Noise Level

Toll road operations will increase noise levels due to the vehicles using the road. Noise will be intermittent. To predict the extent and spread of noise from vehicles using the toll road, especially in Panjalin Kidul, Walahar and Ciwaringin villages, the following mathematic calculation was used:

It = Io + 10 log (Ni/vi.T) + 10 log (15/sec)1.5 - 13

Where:

It = Noise intensity at receptor

Io = Noise intensity at source

Ni = Number of vehicles simultaneously using road

vi = Speed of vehicle

T = Duration of exposure

d = Distance between noise source and receptor

Numbers 15, 1.5, 13 and 11 are the correction factors (constants)

Noise emitted by the road users will average 90 dBA at the source, while the number of vehicles at any one point will average 6 units with an average vehicle speed of 80 km/hour. The existing average noise level in the residential areas is 59.13 dBA. The predicted noise levels originating from toll road operations are shown in Table 5.5.

The calculation results did not consider the presence of natural filters such as plants, wind direction and wind speed. If there are enough plants around the noise source, the noise level shown in Table 5.5 will be reduced by between 2 - 5 dBA (Raw & Wooten, 1980) depending on the plant type and density.

Based on Table 5.5 it is shown that noise levels in residential areas exceeds the safe

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noise level within a radius of 125 m (more than the regulatory standard) from the noise source, while at a distance of more than 125 m it will meet the standard. Noise levels in open green space, especially forest, are above the standard in a radius of 500 m. Toll road operation will increase noise levels in residential areas to an average of 57-71 dBA or 62.4 dBA, from the existing level of 49.8 dBA.

Table 5.5 Predicted noise levels from vehicles.

Distance

(meter)

Vehicle Noise

(dBA)

Noise Level at

Receptor (dBA)

10 78.39 78.44

25 72.42 72.62

50 67.91 68.45

75 65.27 66.21

100 63.39 64.77

125 61.94 63.77

150 60.75 63.03

175 59.75 62.46

200 58.88 62.02

225 58.11 61.66

250 57.42 61.37

275 56.80 61.13

300 56.24 60.93

325 55.71 60.76

350 55.23 60.61

400 54.36 60.38

450 53.59 60.20

500 52.91 60.06

750 50.27 59.66

Information : Noise Level Standards from KEPMENLH No. KEP-48/ MENLH/11/1996, 55 dBA for Residential Areas & 70 dBA for Surrounding Streets.

Based on this table it is shown that the noise level meets the standard for roads and service areas (70 dBA) at a distance of 50 m from the road, while the noise level in residential areas exceeds the standard at a radius of 400 m; and because the existing noise level already exceeded the noise standard for residential areas, noise levels will significantly exceed the standard after toll road operation.. Increasing noise levels will disturb the comfort of local people especially at night.

An abundant number of people will be affected by this impact along the toll road, especially in Panjalin Kidul, Walahar and Ciwaringin villages on the left and right sides of the toll road. This impact will stop once toll road operations stop, but the impact intensity will continue after one year of toll road operation. Based on these considerations this impact is categorized as a negative important impact.

5.3.2 Water Quality

5.3.2.1 Toll Road Operation

Toll road operation and the resulting pollutants from vehicles will decrease surface water quality, as rain will carry the polluted run off to receiving water bodies. Increasing levels of oil and fat in the water bodies will cause disturbances to aquatic

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biota and river users.

Based on the existing environmental conditions it is shown that the oil and fat content in Ciwaringin river is 1.57 mg/L and 1.07 mg/L in irrigation channels; this already exceeds the standard of 1 mg/L according to PP No. 82 Year 2001 for Class II. Toll road operations, particularly on rainy days, will further decrease the quality of surface water by increasing the oil and fat content.

Increasing oil and fat content in water bodies will cause disturbances to aquatic biota and river water users; hence it is feared to produce social conflict. An abundant number of humans will be affected by this impact as many people use the river and irrigation water. The impact is temporary and restricted to rainy days during toll road operation. This impact will accumulate in the waters but it is reversible once the impact source is stopped (end of rainy days). Based on these considerations and the abundant number of people affected by this impact, toll road operation is categorized as an important impact on water quality.

5.3.2.2 Toll Road Maintenance

Toll road maintenance activities will caused a decrease in surface water quality especially as pollutants and spills on the road surface will run off during rainy days into water bodies. Increasing levels of fat and oil in water bodies will cause disturbances to aquatic biota and people who use the river water and it will produce a negative perception amongst the local community of the project.

An abundant number of people will be affected by this impact as they use the river water and irrigation water. This impact will occur on rainy days during toll road operation. This impact is temporary, restricted to rainy days, but will accumulate in the waters, although it is reversible once the rainy days are over. Based on these considerations, toll road maintenance is categorized as an important impact on water quality.

5.3.3 Hydrology

The toll road will change the water flow trends in the Ciwaringin and Kalimati rivers and irrigation channels that are cut by the toll road. Although the rivers and irrigation channels will be cut by the toll road, they will be equipped with culverts. However if these culverts are not maintained, then sedimentation and blockages by plants will occur, hence decreasing the culvert capacity and potentially resulting in water overflows and floods in lower areas.

Based on observations in the field, upstream land use consists of irrigation channels, residential areas, rice fields and gardens, hence there is potential that the run off and overflowing/flooding will destroy the residences and crops such as banana trees and bamboo. Reduction of the culverts capacity may also cause natural sedimentation in the rice fields and gardens.

The blockage of the culverts will cause overflowing water in the lower areas (local floods) hence their presence around settlements and agriculture areas will produce social conflict. The impact is temporary, restricted to rainy days, but flooding will ebb

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and take a long time to recede, causing products to be lost; hence the number of people affected by this impact is abundant, especially in settlement and agriculture areas. This impact is temporary but will repeat throughout toll road construction and operation, and although this impact is not cumulative and is reversible the damage will be difficult to recover. This impact is thus categorized as an important impact.

5.3.4 Aquatic biota


Toll road operation will disturb aquatic biota due to decreasing water quality. Based on the water quality impacts described above, it is shown that oil and fat content in water bodies rainy day will increase and exceed the standards from PP No. 82 Year 2001.

No people will be affected by this impact as there are no people that catch fish in these rivers or downstream. This impact will occur during rainy days during toll road operation. This impact is temporary but will last throughout toll road operation, although it will not cumulate and it is reversible when the impact source stops. But based on the values exceeding the standards, this activity is categorized as an important impact on aquatic biota.


Toll road maintenance will also cause disruptions to aquatic biota due to decreased surface water quality, especially from works on the upholstery lining the toll road, and when it rains the layer of oil will run off into receiving water bodies.

The number of people affected is relatively non-existent because there is no population that specifically catches fish in the receiving water bodies, nor are there ponds downstream of the receiving water bodies. These effects will occur during rainy days during toll road maintenance activities. This impact will be repetitive during maintenance activities, but they will not accumulate and they can be reversed when the activities stop. However, based on the fact that the regulatory standards will be far exceeded, then the maintenance of this toll road is classified as an important impact on aquatic biota.



Toll road operation will open up job and business opportunities for local people in the rest areas and supporting facilities, hence it will employ local people. If employment rates of local people are increased, this will reduce restlessness amongst local people and mitigate their restlessness in reaction to other impacts such as decreasing air quality, increasing noise levels and flooding.

Toll road operation will induce job multiplier effects and income multiplier effects for the local people. This means that job opportunities for local people will be present and will increase local income. If an abundance of local labour is recruited, this will

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induce local economic activities.

An abundant number of people will be affected by this impact as local labour will be directly employed for supporting facilities such as the rest area. This impact will occur during toll road operation, will be cumulative, will be long term, and irreversible once the activity finishes. Based on the consideration that existing job opportunities in the project location are limited and the number of available labour is high, this impact is categorized as an important impact on local employment.


Toll road maintenance activities will have an impact on increasing the income of local residents who are involved in the maintenance. Although maintenance activities require small amounts of labour, they will help the local community by providing an alternative source of livelihood so income will increase. A lot of people will be affected as local labour will be directly employed for maintenance activities. This impact will take place during the maintenance of the toll road, will be cumulative, long term, repetitive and is irreversible once the activity is finished. Based on the consideration that existing employment opportunities are limited and unemployment is high, then this impact is categorised as a quite an important impact on the livelihoods of the community.

5.3.6 Accessibility Habits and Trends

Toll road operation will change community habits and trends as accessibility is disturbed. The toll road will divide settlements and cause relations between villages to be cut off, as people will have to cross the bridges to access other parts of their village. As bridge crossings will be more time-consuming that previous local accessibility habits, this will push the local community to directly cross the toll road and face traffic risks and hazards.

As the local community have families and employment locations (like rice fields, gardens etc) scattered all around the project location, almost all of the local people will have to cross the toll road. The probably that local people will cross the toll road directly without using the bridges is high, as this condition is frequently found at toll roads in Indonesia, and this habit increases traffic risk. Another potential risk is the disturbance to domestic animals.

The number of people affected by this impact is abundant as it includes the whole population of Panjalin Kidul, Walahar and Ciwaringin villages. This impact will occur throughout toll road operation, will be cumulative, and is long term, repetitive and irreversible once the activity stops. Although the impact intensity is rare, the risk of traffic hazards is fatal hence this impact is categorized as an important impact.


Toll road operation and maintenance may cause negative perceptions due to continued impacts from decreased air quality, increased noise, flooding of rivers or irrigation channels, and a perceived lack of job opportunities during toll road operation.

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Number of people affected by impact is abundance that is people at Village Panjalin Kidul, Walahar and Village Ciwaringin who did not receive benefit cause of affected by tol road traffic hazard and receive directly impact of air quality decreased, sound level and water quality along tol road operation. This impact will present longterm adn as continued impact from impact to physic chemeistry compoenents hence impact to community perception cathegorized as important impact.

5.3.8 Morbidity

Toll road operation will cause disturbances to health of the local people as morbidity will increase due to CO, NO

2, SO

2 and dust emissions from vehicular activity. Health

disorders especially in ISPA patients will be felt by people living near the toll road edge in Panjalin Kidul, Walahar and Ciwaringin villages.

If particulates and exhaust gas emissions enter the respiratory system of ISPA patients, these patients will find it difficult to recover because the incubation period is about 2 years depending on the patient and level of pollutant. An abundant number of people will be affected by this impact in Panjalin Kidul, Walahar and Ciwaringin villages. This impact will stop once toll road operations stops, but ISPA patients will take a long time to recover. This impact is irreversible even if the activity has stopped because the exposure time of the impact is long term and will last more than 1 year after operations stop. Based on these considerations this impact is categorized as a negative important impact.

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EIA VI-1

CHAPTER VI ENVIRONMENTAL MANAGEMENT PROGRAM

This environmental management program will be implemented by PT. Lintas Marga Sedaya on the environmental components identified in the Impact Prediction Chapter (Chapter V) for the Rerouted Toll Road Segment STA 199+507.66 until STA 204+236.90, along ± 4.5 KM.

To undertake environmental management the significant predicted impacts must be included in the environmental management program, as follows:

a. Significant Impacts and Impact Sources

• Environmental component affected by the significant impact

• Impact source

b. Standard

c. Aim of environment management program

d. Environmental Management Program

e. Environmental Management Program location

f. Environment Management Program Duration/Period

g. Budget

h. Environmental Management Institution

6.1. PRE CONSTRUCTION PHASE

6.1.1. Field Survey

a. Significant Impact and Impact Source

Field survey activities will cause social conflicts and fears amongst local community with regards to their houses, buildings, madrasah, graves, plants, rice fields, gardens and other land owned by the local people. This will occur because of unclear information and a poor approach undertaken by the project with regard to lost assets and the lack of appropriate compensation/substitutions.

b. Standard

Number of people who object to the project activity.

c. Environmental Management Aim

To reduce the occurrence of social conflict caused by lack of information received by the local people, to change community perceptions to be positive.

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d. Environmental Management Program

• Continue socialization activities with stakeholders and the community so they can understand the importance of the project for regional development, both local and regional. This effort should be based on the consideration that stakeholders and the community must participate in the project to clearly understand the project description.

• Provide clear information describing the land acquisition process to be implemented, so the community can understand the process before it is implemented, and so that new information can be immediately released to address any community objections or requirements, and so that the community can understand the regulations and laws relating to land acquisition and public facilities.

• Coordinate with local leaders, religious leaders and local officers (in the villages and districts) to implement this activity plan.

e. Environmental Management Location

In Majalengka Regency (Sumberjaya district, including Panjalin Kidul village); and Cirebon Regency (Ciwaringin district including Budur, Ciwaringin, Galagamba and Babakan villages, and Gempol district consisting of Walahar village).

f. Environmental Management Period

Environment management must be implemented before land acquisition begins.

g. Budget

Budget for environmental management must cover socialization costs.


• Operator : Government of West Java Province which accompanied by PT. Lintas Marga Sedaya (PT. LMS)

• Supervisor : Directorate General of Highways

• Reporting : BPLHD West Java Province

6.1.2. Land Acquisition


Land acquisition will cause social conflict and fears in the local community that the land acquisition process for houses, buildings, madrasah, graves, factories, rice fields, gardens and other land owned by local community will not meet their expectations. This fear will be caused by unclear information and a poorly implemented land acquisiton process where the local community will not understand the land acquisition process and stages. Continued impacts of social conflict will cause negative community perceptions towards the project.

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b. Standard

• Expectations of the local community are included in project development.

• Lack of criticism related to project development.

• Presence of positive attitudes and support from the majority of the local community during development and operation.

c. Aim of Environmental Management

• Grow and strengthen positive perceptions from the local community.

• Prevent and/or decrease negative perceptions.

• Produce positive attitudes and support from the local community.

d. Environmental Management Plan

• Land inventory involve affected community, related government institution as Land Acquisition Committee, and religious and community figure as witness in land boundaries measurement which is based on BPN guidance.

• To determined Land value based on regional regulation and land market, and was distinguished based on type of land.

• The value of crops and otherplant based on regional regulation and market value. The methodology of inventory based on department of agriculture.

• The affected land will be compensated based on available certificate of ownership or reference from local government in order to avoid the overlapping of ownership

• Coordinated with community and religious figure and local government (village and district) in the process of land acquisition.

• Transparency process of land acquisition accordance with government commitment with affected community, since the toll road project shall involve the entire community surrounding the project area. Therefore the toll road project should prioritize working and business opportunity for surrounding community to improve their economic condition.

• To give attention to environment and community by contributing to development and rehabilitation of public facilitation, such as village road, water pipe facilitation, or mosque.

• Prioritizations must be made to employ during the construction phase those people/families whose land was acquired.


Along the route of the Rerouted Segment of the Toll Road New, 4.73 km from STA 199+507.66 until STA 204+236.90, in Panjalin Kidul, Budur, Ciwaringin, Galagamba and Babakan, and Walahar villages.

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Environmental management activities must be implemented before land acquisition begins.

g. Budget

Environmental management budget includes socialization costs.


• Operator : Government of West Java Province which accompanied by PT. Lintas Marga Sedaya (PT. LMS)

• Supervisor : Directorate General of Highways


6.2. CONSTRUCTION PHASE

6.2.1. Air Quality


The significant impact is the increase in dust levels in the ambient air, which will affects aesthetics and cause health disorders. The impact sources are the transportation of heavy equipment and construction materials along existing roads, land clearing activities and toll road construction.

b. Standard

The standard for dust in ambient air is 230 µg/m3 based on Government Regulation No. 41 Year 1999. The indicator is disturbances to environmental aesthetics by covering buildings and plants. The indicator for disturbances to health is conflict between local people and the project.


Reduce the spread of dust and narrow its radius so that it does not disturb aesthetics and health.


• Regulate the number and speed of vehicles that pass the residential areas, and coordinate time intervals between the vehicles by 10 minutes, giving the dust time to settle, and restricting maximum speed to not more than 30 km/hour. Decrease the speed of vehicles around settlements by placing traffic marks and signs indicating the limited speed, and reprimanding drivers that do not follow these traffic rules.

• Covering truck trays with plastic covers when soil and materials are transported,

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to prevent spills on roads around settlements.

• Watering down roads covered by dust, especially around settlements, in the dry season, in the morning between 08.00 - 10.00 and 12.00 - 14.00, and in the evening from 16.00 - 18.00. This should use water tank trucks with a capacity of 6.000 litres, with a pipe diameter of 10 inches and length of 1.5 m, which should be densely perforated at the bottom part and placed at the rear under the water tank. The speed of the water tank truck should be 10 Km/hour.

• Implement all transport activities in the day between 07.00 – 17.00, so that dust exposure does not continue over 24 hours.


Environmental management location is the settlements which are passed by the vehicles transporting the materials in Panjalin Kidul, Budur, Ciwaringin, Galagamba, Babakan and Walahar villages.


Environmental management should be implemented throughout the transportation activities in dry weather.

g. Budget

Budget for environmental management includes road watering.


• Operator : PT. Lintas Marga Sedaya

• Supervisor : BLH for Majalengka and Cirebon Regencies.


6.2.2. Noise Level


This impact is the increase in noise level in residential areas which will disturb the comfort of residents and the community. The impact source is the noise from vehicle engines used for transporting heavy equipment and construction materials via existing roads, as well as the noise produced from engines used in the land clearing and toll road construction processes.

b. Standard

The standard for noise levels in residential areas is 55 dBA according to the Decree of the Department of Environment No. KEP-48/MENLH/11/1996. An indicator for this impact is the occurrence of frequent conflicts between people and the project, and people’s perceptions of the project.

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To reduce noise levels in surrounding areas and to restrict its spread.


• Regulate the frequency with which vehicles can travel on existing roads via residential areas, to reduce the noise produced by vehicles.

• Regulate vehicle speed when passing residential areas, hence reducing noise level.

• Placing traffic marks and signs which indicate the limited speed of vehicles

• Enforce strict operating hours: equipment and material mobilization to be conducted during the day from 06.00 – 18.00, so that people can rest at night.

e. Environmental Preparation Location

Environmental management activities are to be conducted in the residential locations that are passed by vehicles used in mobilization and construction, in Panjalin Kidul, Budur, Ciwaringin, Galagamba, Babakan and Walahar villages.


Environmental management should be implemented in dry weather.

g. Budget

Budget for environmental management includes road watering.





6.2.3. Physiography and Geology


The significant impact is the increase in erosion and changes to the natural landscape, which will cause degradation to water quality. The impact sources are the cut and fill activities, land clearing and toll road construction.

b. Standard

• Standard for erosion is river water quality, based on Regulation of Government No. 82 Year 2001 Class II, about Water Quality Management and Water Pollution Control.

• Indicators of erosion include field observations of landslides that occur after slope cutting.

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• Standard for changes to the natural landscape is the angle of the slope after cutting.


The aim of erosion management activities is to avoid or reduce the amount of mud and TSS in water bodies caused by erosion, while the aim for landscape management activities is to minimise the changes to the natural landscape after slope cutting.


• Reduce the volume of water run off by planting vegetation in open spaces, using certain plants that will hold run off and prevent water flowing to the ground. This vegetation will prevent erosion by holding in the soil.

• Construct rainwater emergency channels in areas where land clearing will occur before the land clearing and road construction begins, to control water run off and direct it into drainage channels. Sedimentation ponds will be built at the end of the channels where they merge into the main drainage channels, to collect mud from the run off. Once construction is finished the mud will be collected to fill in the green areas (RTH).

• Construct temporary sedimentation points to collect mud at several locations where land will be cleared, to avoid accumulation. This mud will be routinely collected and used to fill the creek areas in the toll road site, to minimise erosion.

• Construct primary, secondary and tertiary rainwater channels along the toll road route, which will be designed to accommodate the planned design and rainwater volumes.

• Cut and fill activities will maintain a slope angle of not more than 45o and a slope height of more than 2m, to avoid landslides and extreme changes to the natural landscape.


Environmental management activities will occur along the 4.73km road route from STA 199+507.66 until STA 204+236.90; that is Panjalin Kidul, Budur, Ciwaringin, Galagamba, Babakan and Walahar villages.


Environmental management activities will be implemented before land clearing begins.

g. Budget

Environmental management activities will not have a special budget because they will be included in the road construction and design costs.




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6.2.4. Water Quality


Land clearing and road construction will remove the top soil layer. The top soil will be cut and easily carried off by off and enter nearby water bodies, hence the TSS content will increase and disturb aquatic biota and people who use the river water. This impact will be caused by cut and fill works and land clearing.

b. Standard

• Primary standard for river water quality is Government Regulation No. 82 Year 2001, about Water Quality Management and Water Pollution Control.

• Secondary standard for river water quality is the level of diversity of plankton and benthic organisms, and the occurrence of community complaints on water turbidity.


To reduce degradation of water quality and avoid disturbances to aquatic biota and river users.


• Plant vegetation in open spaces bordering the road, to reduce erosion and reduce mud and TSS increases in water bodies.

• Construct water channels around the land clearing areas before land clearing an construction begins, to control the run off volume and direct run off to drainage channels. Construct a sedimentation pond at the end and entrance of the channels to collect the mud carried in the run off. Mud will be collected at the end of construction and used to fill in the green areas (RTH).

• Construct temporary sedimentation points to collect mud at several locations where land will be cleared, to avoid accumulation. This mud will be routinely collected and used to fill the creek areas in the toll road site, to minimise erosion.

• Construct primary, secondary and tertiary rainwater channels along the toll road route, which will be designed to accommodate the planned design and rainwater volumes.


Channels and ponds will be built in the low-lying areas of the project site, as these areas will receive more run off.


Before land clearing and road construction begins.

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g. Budget

Environmental management activities to be funded by PT. Lintas Marga Sedaya.



• Supervisor : BPLHD West Java Province, BLHD Cirebon and Majalengka Regencies.

• Reporting : BPLHD West Java Province, BLHD Cirebon and Majalengka Regencies.

6.2.5. Hydrology


Significant impacts are the changes to natural drainage patterns and increased run off caused by disruptions to the natural channels and the removal of open green spaces. Water run off flow will increase and surface water will overflow and flood lower areas.

b. Standard

• Primary standard is river water flow rates and irrigation.

• Secondary standard is the occurrence of floods.


Reduce the occurrence of blockages to river water and irrigation water flow, and reduce run off water flow, to avoid floods.


• Reduce run off water volume by planting vegetation in open spaces bordering the road, with plants that can absorb and prevent water flow thus decreasing run off water volume and avoiding erosion.

• Construct drainage channels around the project location before land clearing and construction begins, to control run off water and direct it to groundwater sources and the nearest surface water bodies.

• Construct primary, secondary and tertiary rainwater channels along the toll road route, which will be designed to accommodate the planned design and rainwater volumes and rainy seasons.

• Design culverts and construction according to feasible calculations that account for the flow of water in receiving water bodies on rainy days upstream, to prevent overflows and floods in lower areas.


Environmental management activities will occur in receiving water bodies along the 4.5km road route, from STA 199+507.66 until STA 204+236.90; that is Panjalin Kidul, Budur, Ciwaringin, Galagamba, Babakan, and Walahar village.

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Environmental management activities must be implemented before land clearing.

g. Budget

Environmental management activities will not have a special budget because they will be included in the road construction and design costs.





6.2.6. Space and Land


Overweight transportation loads (during the mobilisation of heavy equipment and construction materials) will cause road damage. This impact source is the trucks used for transport.

b. Standard

Indicator of road damage is visual observations of road damage.


To minimize road damage during transportation so as to protect road users.


• Set an 8 ton maximum loads for trucks transporting the materials and equipment, according to the road class. Maximum loading of trucks with 2 rear rods is 20 tons, with a load spreading of 25% (1 front rod) : 75% (2 rear rod).

• Whenever road damage occurs, maintenance and repair activities must occur immediately to minimise disruptions to public traffic and to minimise the spread of dust.


Management activities will occur on roads passed by trucks carrying heavy equipment and construction materials, especially in Panjalin Kidul, Walahar and Ciwaringin villages.


During the heavy equipment and construction material mobilization period.

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g. Budget

Environmental management costs are to be included in the design costs, and funded by PT. Lintas Marga Sedaya


• Operator : PT. Lintas Marga Sedaya.

• Supervisor : Department of Transportation, Majalengka and Cirebon Regencies.

• Reporting : BPLHD West Java Province.

6.2.7. Employment/ Livelihood


This impact is the availability of job and business opportunities for local people, due to labour mobilization.

b. Standard

Number of local people recruited by the project, and the number of local people with businesses that support the project activity.


To increase the income of local people, especially those affected by land acquisition and the unemployed, to reduce the risk of conflict and negative community perceptions.


• Provide open and clear information about the number of employees and the qualifications needed.

• Conduct a transparent labour recruitment process, which prioritises local labour.

• Conduct simple vocational training sessions, and adhere to work regulations on employee rights and obligations.

• Prioritize the provision of job and business opportunities to people whose land was acquired.


Panjalin Kidul, Budur, Ciwaringin, Galagamba, Babakan and Walahar villages.


Activities are to be implemented before and during construction.

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g. Budget

Environmental management does not have a special budget as the costs are included in the project design.



• Supervisor : Department of Manpower, Majalengka and Cirebon Regencies

• Reporting : BPLHD and Department of Manpower for West Java Province.

6.2.8. Social Conflict


Project procurement and labour mobilization may potentially produce dissatisfaction amongst local people if they are not employed by the project, which may produce social conflicts and negative attitudes and perceptions of the project.

b. Standard

Standard is the frequency and occurrence of conflicts.


To reduce the occurrence of social conflict and negative perceptions.


• Conduct a transparent and fair labour recruitment process.

• Coordinate with local and religious leaders and village/district officials during each phase.

• Participate in social activities in the local community, especially religious events and national celebrations, to build good communication with the local community.

• Respond immediately to all complaints lodged by the community and provide clear explanations of the project in the first phase to avoid miscommunications.




Before and during construction.

g. Budget

Environment management activities to be funded by PT. Lintas Marga Sedaya and included in social and participation costs.

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• Supervisor : BLH Majalengka and Cirebon Regencies


6.3. OPERATION PHASE

6.3.1. Air Quality


Vehicular activities during toll road operation will impact air quality as the vehicles using the road will emit exhaust gas from their engines on a daily basis. Emissions will be namely: CO, NO2, SO2 and dust. Decreasing air quality will be a continuous impact hence it is feared to produce negative perceptions of the project.

b. Standard

This impact will be present during the operational stage, and will be measured against the ambient air concentration guidance in Government Regulation of the Republic of Indonesia No. 41 Year 1999 about Air Pollution Control. The standard used to measure the continuous impact is the number of ISPA patients recorded in the district Puskesmas facilities.


To reduce the amount of pollutants in the air, especially in residential areas, in order to reduce the occurrence of health disorders.


• RTH Green Line Road

The road shall be constructed with a bordering green line (RTH) (see Figure 6.1), which will consist of planting vegetation to cover 20–30% of the road width. The selection of plants to be used must consider 2 (two) aspects; the plant function and the plant spatial requirements. It is suggested to choose plants typical of the local region which are preferred by local birds, and to choose plants with low evapotranspiration rates.

Figure 6.1 Example of Road Green Line Layout.

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• Road Islands and Medians

The road will include road islands which will be formed by road geometrics and will be located at the intersections of three roads or roundabouts. Road medians will form a line which divides the road into two lanes or more. The road islands and medians may be in the form of a park or non-park.

• Vegetation along the road side

Shading:

a) Vegetations shall be placed at the plant line (minimum 1.5 m from the median side); b) Vegetation branches should be 2 m above ground;

c) Vegetation branches should not be in duck form;

d) Vegetation should be compact and leaves should have a heavy mass;

e) Vegetation should originate from seed germination;

f) Vegetation should be in array;

g) Vegetation should not be easily uprooted.

See Figure 6.2 for an example layout of the plant line.

Examples of Plant Species:

a) Kiara Payung (Filicium decipiens) b) Tanjung (Mimusops elengi) c) Bungur (Lagerstroemia floribunda)

Figure 6.2 Shading Plant line at the road side.

Air pollution Absorption a) Vegetation should consist of trees, shrubs and herbs;

b) Vegetation functions should absorb air;

c) Vegetation should grow densely;

d) Vegetation leaf mass should be compact.

See Figure 6.3 for an example layout of the absorption plant line.

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a) Angsana (Ptherocarphus indicus) b) Akasia daun besar (Accasia mangium) c) Oleander (Nerium oleander) d) Bogenvil (Bougenvillea sp.) e) Teh-tehan pangkas (Acalypha sp.)

Figure 6.3 Air Pollution Absorption Plant line.

Noise Reduction

a) Vegetation functions should reduce noise/insulate sound, and include trees, shrubs and herbs;

b) Vegetation should have mass;

c) Vegetation should have a dense leaf mass;

d) Vegetation should have various types of crowns.

See Figure 6.4 for an example layout of the noise reduction plant line.


a) Tanjung (Mimusops elengi) b) Kiara Payung (Filicium decipiens) c) Teh-tehan pangkas (Acalypha sp.) d) Kembang sepatu (Hibiscus rosa sinensis) e) Bogenvil (Bougenvillea sp.) f) Oleander (Nerium oleander)

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Figure 6.4 Noise reduction plant line along the road side.

Wind Breaker

a) Vegetation should include tall trees and tall shrubs and herbs;

b) Vegetation should have compact leaf mass;

c) Vegetation should grow in array and have mass;

d) Vegetation should be planted densely at a distance of < 3 m.

See Figure 6.5 for an example layout of the wind breaker plant line.


a) Cemara (Cassuarina equisetifolia)

b) Mahoni (Swietania mahagoni)

c) Tanjung (Mimusops elengi) d) Kiara Payung (Filicium decipiens)

e) Kembang sepatu (Hibiscus rosa sinensis)

Figure 6.5 Wind breaker plant line at the road side.

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Border

a) Vegetation should consist of tall trees, shrubs and herbs;

b) Vegetation should have compact leaf mass;

c) Vegetation should grow in array or form a mass;

d) Vegetation should be planted densely.

See Figure 6.6 for an example layout of the border plant line.


a) Bambu (Bambusa sp.)

b) Cemara (Cassuarina equisetifolia)

c) Kembang sepatu (Hibiscus rosa sinensis)

d) Oleander (Nerium oleander)

Figure 6.6 Border plant line at the road side.

Road Median

Preventing vehicular lamp glare

a) Vegetation should consist of tall trees, shrubs and herbs;

b) Vegetation should be planted densely;

c) Vegetation should have a height of 1.5 m;

d) Vegetation should have compact leaf mass.

See Figure 6.7 for an example layout of the road median plant line to reduce glare.


a) Bougenvil (Bougenvillea sp.)

b) Kembang sepatu (Hibiscus rosa sinensis)

c) Oleander (Nerium oleander) d) Nusa Indah (Mussaenda sp.)

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Figure 6.7 Plant line for Reducing Lamp Glare on the Road Medians.


Along 4,5 km toll road from STA 199+507,66 until STA 204+236,90


Environmental management will be begin at the end of land clearing and last throughout toll road operation. Maintenance activities in the operation phase must be conducted to maintain the function of the plants.

g. Budget

Environmental management activities will be funded by PT. Lintas Marga Sedaya.

h. Environmental Management Institutions




6.3.2. Noise level

a. Significant Impact and Noise Source

Toll road operations will increase noise levels due to the engines of the vehicles using the toll road daily. Increased noise levels will continuously impact on the comfort of the local community hence it is feared to produce negative perceptions of the project.

b. Standard

Noise standard is 55 dBA in residential areas, according to the Decree of the Department of Environment No. KEP-48/MENLH/11/1996. The continuous impact will be measured according the frequency and occurrence of conflicts between local people and the project, and local community perceptions of the project.

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To reduce noise levels in residential areas, to avoid disturbing the comfort of the local community.


Noise management will include planting vegetation that will serve as noise barriers/noise insulation along the road side, as explained in the air quality section above.




Environmental management activities will begin in the construction stage at the end of land clearing, so that the plants are fully grown when the operation phase begins. Maintenance of vegetation will occur throughout the operation phase to maintain the function of the plants.

g. Budget

Environmental management activities have been include in project plan.





6.3.3. Water Quality


Water quality decreased present when to road operateed cause of oil and other pollutant from vehicle, hence at rainy day it carry by run off to water body receiver. Tol road maintenance is alsso cause water quality decrease especially when layering work at tol road maintenance impelemnted. So at rainy day it will carry by run off to water body receiver. Oil an fat content at water body receiver increased and wil caused disturbance to water biota and people used river water hence it will caused community perception become negative oleh to project.

b. Standard

• Primary standard for river water quality is Government Regulation No. 82 Year 2001, about Water Quality Management and Water Pollution Control.

• Secondary standard is the level of diversity of plankton and benthic organisms, and the amount of local community complaints on increasing water turbidity in river water.

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Environmental management aims to reduce/prevent the degradation of water quality so that it does not disturb aquatic biota and river water users.


• Construct oil trap/catchers at the edges of the road so that oil does not mix with sediment and dust and does not coagulate the sediment; this will prevent oil from entering the nearby water bodies. Sediment collected in the oil traps will be removed periodically to maintain the function of the oil traps.

• Plant grass and other plants, as explained in the air quality section above, to absorb the pollutants carried in the run off.




Environmental management activities will begin in the construction phase after land clearing, so that the plants are fully grown when the operation phase begins. Maintenance will be implemented during toll road operation to maintain plant functions.

g. Budget

Environmental management activities will have been include in project plan.



• Supervisor : BPLHD West Java Province, BLH Cirebon and Majalengka Regencies.

• Reporting : BPLHD West Java Province, BLH Cirebon and Majalengka Regencies.

6.3.4. Hydrology


The toll road will change water flow patterns as the natural channels will be cut by the road, and it will change land coverage from green open spaces to paved roads, which will in turn cause changes to the water run off coefficient and water run off flow rate. This impact to water flow patterns will occur in the Ciwaringin and Kalimati Rivers, and the Ciwaringin irrigation channel, and it is feared to produce social conflicts and negative perceptions of the project. Although the river and irrigation channel flow patterns will be cut, the toll road will construct culverts to minimise this impact. If the culverts are not maintained it is feared that sedimentation and plant blockages will occur and decrease the capacity of the culverts, hence causing water overflows and floods in the lower areas.

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b. Standard

• Primary standard is culvert cleaning.

• Secondary standard is the occurrence of floods in the lower areas on rainy days.


Maintain river and irrigation channel water flow to avoid floods.


• Routinely check and clean the culverts of plants and trash.

• Routinely collect and dredge sediment from the base of the culverts.


Environmental management will occur in the culverts along the toll road.


Environmental management activities will occur throughout toll road operation.

g. Budget

Environmental management will not have a special budget as costs will included in the toll road design.





6.3.5. Employment/ Livelihood


Toll road operations will provide job and business opportunities for the local community, to be employed in the rest area and supporting facilities. If local employment is increased, this should reduce restlessness amongst the local community caused by toll road operational impacts such as decreased air quality, increased noise levels, and flooding in residential areas.

Toll road maintenance activities will increase the income of the local persons employed for maintenance activities. Although maintenance activities will only require a small amount of labour, this will still support the local people by providing an alternative profession and increase their income. This will help to reduce social conflicts and produce positive perceptions of the project.

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b. Standard

Number of local people recruited as labour, and the number of people involved in business opportunities related to project operation and maintenance.


To increase the income of those local persons affected by land acquisition and unemployment, and to avoid social conflicts and improve positive perceptions of the project.


• Require the rest area operators to implement a transparent labour recruitment process that priorities the hiring of qualified local labour.

• Openly and clearly explain the labour recruitment process and requirements, so that the local people understand the process.

• Provide simple vocational training sessions such as introductions to the job type and training on workers rights and tasks.

• Prioritize the hiring of local labour and use of local supply businesses who were affected by the land acquisition.




Environmental management activities should begin before and during the operation and maintenance phase.

g. Budget

Environmental management activities will not have a special budget because these activities are included in the project design.



• Supervisor : Department of Manpower, Majalengka and Cirebon Regencies

• Reporting : BPLHD and Department of Manpower, West Java Province

6.3.6. Local Accessibility and Mobility


Toll road operations will change the way the local community access and move around the area, as their existing access routes will be disturbed. The toll road will divide the residential areas thereby cutting the local communication routes between villages. Where the community used to walk or travel by motorcycle, they will have to use the

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toll road bridges after the road is built. Local accessibility and mobility habits are difficult to change, hence it is probable that some of the local people will try to cross the toll road directly and face traffic hazards and risks. This impact will continue to cause social conflicts and negative perceptions of the project.

b. Standard

Impact standard is the frequency of traffic hazards/accidents caused by people crossing the toll road directly.


To avoid traffic risks/accidents and reduce social conflict and negative perceptions of the project.


• Construct bridge crossings in convenient locations close to residential areas, graveyards and other strategic locations.

• Install attention/warning boards and signs to warn the community about the hazards of crossing the toll road directly.

• Participate in social activities in the local community, especially religious events and national celebrations, to improve communications and to have the chance to provide information and warnings to the local community.

• Respond immediately to all complaints from the local community, and provide clear information at the beginning of the project to avoid miscommunications.




Environmental management activities should be implemented before and during project operation.

g. Budget

Environmental management costs will include participating in social events and installing warnings/signs.





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Figure 6.8 Map of Environment Management Program Locations

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CHAPTER VII ENVIRONMENTAL MONITORING PLAN

This Environmental Monitoring Plan (RPL) will be implemented by PT. Lintas Marga Sedaya and is based on the environmental components identified in the Significant Impact Prediction Chapter (Chapter V) for the Rerouted Toll Road Segment, STA 199+507.66 until STA 204+236.90, along ± 4.73 km.

This environmental monitoring plan, for the various signficiant predicted impacts, includes the following sections:

a. Monitored Significant Impact

b. Impact Source

c. Monitored parameter

d. Environmental Monitoring Aim

e. Environmental Monitoring Method

f. Environmental Monitoring Location

g. Environmental Monitoring Schedule and Period

h. Environmental Monitoring Institution

7.1. PRE CONSTRUCTION PHASE

7.1.1 Field Survey

7.1.1.1 The Lost of Livelihood


The lost of livelihood because some of land area is paddy field and plantation garden.

b. Impact Source

The Acquisition Land.

c. Monitored Environmental Parameter

Some of community lost their livelihood caused by land acquisition


To identify the amount of community affected and lost their livelihood.


Inventory of project affected person

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Whole area Along the toll road project


• Survey and land inventory undertaken 1 time before acquisition and payment of compensation

• Once a year after payment of compensation



• Supervisor : Bappeda, BPN Majalengka and Cirebon Regency

• Reporting : BPLHD and Bappeda West Java Province

7.1.2 Negative Perception on Community


Land acquistion will potentially cause social conflicts due to local fears that the compensation payments for their houses, buildings, madrasah, graves, plants, rice fields, gardens and other land will not match with their expectations. This fear will be due to unclear information and and unclear process which will result in the local community not understanding the land acquisition process and stages. This impact will continue to cause social conflicts and negative perceptions of the project.

b. Impact Source

Land acquistion activities.

c. Monitored Parameter

The knowledge and understanding the local community has of the project plan, and their perceptions of the project.


• To define the level of restlessness in the local community

• To understand local perceptions of the project


• Direct observations of the attitudes and character of the local community

• Dialogue with the local community

• Conversations with several people to strengthen the information received from dialogue and observations

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The whole area around the toll road project

g. Environmental Monitoring Shceulde and Period

Dialogue, observations and conversations will be implemented once during the pre construction phase.



• Supervisor : BAPPEDA, Department of Manpower, Majalengka and Cirebon Regencies

• Reporting : BPLHD and BAPPEDA West Java Province

7.2 CONSTRUCTION PHASE

7.2.1 Air Quality and Noise level


The increase of dust content in the ambient air, which will cause disturbances to aesthetics and health.

b. Impact Source

• Mobilisation of heavy equipment and construction materials.

• Land clearing and toll road construction.


The environmental parameter to be monitored is dust content.


Environment monitoring will be conducted to understand the level of dust in the ambient air.


• Measure dust content (through sampling) in residential areas around the toll road, using an air pump tool (HVS).

• Measure dust content (through sampling) in the land clearing areas and road construction areas using an air pump tool (HVS).

Sampling results will be compared with the standards in PP No. 41 Year 1999 about Air Pollution Control.


Environmental monitoring will occur in the residential areas passed by transportation

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vehicles, and the construction locations in Panjalin Kidul, Budur, Ciwaringin, Galagamba, Babakan and Walahar villages.


Environmental monitoring will be implemented once during construction.


Operator : PT. Lintas Marga Sedaya

Supervisor : BLH Majalengka and Cirebon Regencies

Reporting : BPLHD West Java Province and BLHD Majalengka and Cirebon

Regency.

7.2.2 Transformation of Landscape


There will be transformation in the landscape caused by the landclearing and construction of the toll road

b. Impact Source

The landclearing construction of the toll road


The transformation of landscape


Environmental monitoring will aim to know the effect of the landclearing and construction to the landscape.


Visual observation of the landscape in the land which will be affected by toll road construction


The whole area along the toll road project


Environmental monitoring will be implemented once during construction.


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Reporting : BPLHD West Java Province

7.2.3 Increased Level of Mud and TSS Content in Water Receiver


The level of mud and increased number of TSS content in water receiver which will impacted to degradation of water quality and has further potential risk to water biota.

b. Impact Source

Land clearing activity and toll road construction.


Level of Mud and TSS content in water receiver


To identify quality air change in water receiver due to inreased level of siltation and TSS content.


Data gathering shall be undertaken by obtain water sample and then continue with laboratory analysis.


Monitoring location shall be undertaken in water receiver body (Ciwaringin and Kalimati river, and Ciwaringin Irrigation channel.


Environmental monitoring will be implemented twice at the early stage of project and in the mid of landclearing and construction stage.





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7.2.4 Transformation of Water Flow Pattern and Increased Level of Run Off Water


Charateristic change of surface land caused by land clearing and toll road construction which will impacted to the changes of surface waterways patterns and increased level of water run off during rainy days and the changes of rain water infiltration into the ground.

b. Impact Source

Land clearing and toll road construction.


Run off Water flow level.


Environmental monitoring aims to indetify the changes to the water flow level in the receiving water bodies near the project site (Ciwaringin and Kalimati rivers and the Ciwaringin irrigation channel).


Measurements of the surface water flow rate on rainy days during construction.


Measurements will be collected in the receiving water bodies along the toll road route; Ciwaringin and Kalimati rivers and the Ciwaringin irrigation channel.


Environmental monitoring will be implemented twice: once during the early stage of project and once in the middle of the land clearing and road construction phase.



• Supervisor : BLHD Majalengka and Cirebon Regencies

• Reporting : BPLHD West Java Province, BLHD Majalengka and Cirebon Regencies

7.2.5 Public Road Damage


Mobilisation of heavy equipment and construction materials will cause road damage due to the overweight loads exceeding the road capacity.

b. Impact Source

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Mobilisation of heavy equipment and construction materials.


Level of road damage around the project site.


Environmental monitoring aims to identify the road damage around the project site.


Surveys and field observations will be used. Collected data will be compared with the road conditions before the project activity was implemented.


Observations will be made on the whole area of public roads along the toll road road project.


Monitoring will be implemented twice; once during the first activity, and once in the middle of the mobilization of heavy equipment and construction materials.

i. Environmental Monitoring Institution




7.2.6 Water Biota


Land clearing and toll road construction activities were estimated to have potentially negative impact to water biota. It will be derivatives impact of degradation of water quality. The entry of TDS and TSS to water receiver body will decrease the level of water biota diversity.

b. Impact Source

Landclearin and toll road construction


The diversity of plankton and benthos


To identify the potential disruption to water biota caused by degradation of water

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quality.


Obtain 40 liter of plankton sample by using plankton net #25 and to be canned with 40% formalin. Benthos sampling by obtain mud using surber 20x20. The process continued with laboratory analysis.

The data shall be analyze with plankton and benthos diversity index by using Simpson and Shannon-Wiener formula:

Simpson formula:

H’ = 1 - [ni/N]2

H’ : diversity index

ni : amount of species to i

N : amount of entire species

Odum (1975) categorized the level of water contamination based on index value criteria of plankton diversity (Simpson index):

>0.8 : low level of contamination

0.6 – 0.8 : medium level of contamination

<0.6 : high level of contamination

While Shannon-Wiener formula:

H’ = i ln i

i = ni / N

H’ : diversity index

ni : amount of species to i

N : amount of entire species

Lee et al (1978) categorized the level of water contamination based on index value criteria of benthos diversity (Shannon-Wiener index):

>2 : not contaminated

1.6 – 2.0 : low level of contamination

1.0 – 1.5 : medium level of contamination

<1.0 : high level of contamination

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Water body receiver at Ciwaringin and Kalimati river and Ciwaringin irrigation channel.


Environmental monitoring will be implemented once in the mid of landclearing and construction stage.




• Reporting : BPLHD West Java Province and BLHD Majalengka and Cirebon Regencies

7.2.7 Working and Business Opportunity


Labor mobilization will increase the working opportunity for community surround the area which then will potentially increase their income level. The mobilization of heavy equipment and material construction in big amount of number can also be fulfilled by local resources which will potentially increase business opportunity.

b. Impact Source

The impact source is labour, heavy equipment and material construction mobilization.


The income levels of the local community around the project site.


To ensure a sufficient number of local people are recruited and provided with business opportunities by the project.


Surveys and field observations will be used. Primary data collection techniques will be implemented such as discussions with several respondents who live around the project site. Data will be analysed quantitatively and transferred to tabulation form.


Environmental monitoring will occur in Sumber Jaya, Ciwaringin, and Gempol District.

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Environmental monitoring will occur once in the middle of the project phase.




• Reporting : BPLHD West Java Province, BLHD and Man Power Department of Majalengka and Cirebon Regencies



Influx migration into the project area will impacted to community daily life pattern due to different norm between community group, which then potentially risk to social conflict.

b. Impact Source

Labour mobilization.


Changes to the culture and habits of the local community, and the level of social insecurity.


Environmental monitoring aims to know the level of social insecurity caused by the project.


Field observations and surveys will be used. Primary data collection will be implemented by calculating the number of respondents. Data will be analysed quantitatively and transferred to tabulation form.


Environmental monitoring occur in Sumber Jaya, Ciwaringin, and Gempol.


Monitoring will be implemented once during the beginning of construction, and once in the mid of construction.



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7.2.9 Negative Perception in Community


Negative perception and behavior from community will arise if there are not enough working opprtunity for them. Environmental impact such as noise and dust during heavy equipment and material construction mobilization.

b. Impact Source

Labour mobilization, and heavy equipment and material construction mobilization.


Number of grievance


To identify community response toward construction activities.


Field observations and surveys will be used. Primary data collection will be implemented by calculating the number of respondents. Data will be analysed quantitatively and transferred to tabulation form.


Environmental monitoring occur in Sumber Jaya, Ciwaringin, and Gempol.


Monitoring will be implemented once during the beginning of construction, and once in the mid of construction.





7.2.10 Public Health


Environmental component impacted by contruction of toll road is health problem due to

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increase level of dust.

b. Impact Source

Heavy equipment and material construction mobilization.


Number of ISPA patient


To identify community the impact of heavy equipment and material construction mobilization.


Secondary data gathering on 10 dominant illness from local public health facilitation center (Puskesmas). Data will be analysed quantitatively and transferred to tabulation form, and compared to environmental profile before the project.


Environmental monitoring will be occured in Sumber Jaya, Ciwaringin, and Budur District.


Monitoring will be implemented once during the mid of construction.



Supervisor : BLHD and Health Governmental Instituion of Majalengka and Cirebon Regencies

Reporting : BPLHD West Java Province and Health Governmental Instituion Majalengka and Cirebon Regencies

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7.3 OPERATION PHASE

7.3.1 Air Quality


Toll road operations will potentially impact water quality due to vehicle activity on the toll road which will emit exhaust every day. The exhaust pollutants that will be emitted to air from the public vehicles include: CO, NO2, SO2 and dust. Decreasing air quality will produce a continued impact on health hence it is feared that negative perceptions of the project will occur.

b. Impact Source

Vehicles using the toll road during operation.


The parameters that will be monitored are: CO, NO2, SO2 and dust.


To reduce the amount of pollutant and particulates emitted to the air, especially in the residential areas, so as to prevent health disorders.


Data collection will be implemented by sampling air for the above-mentioned parameters using a hi-vol sampler. Results will be analysed at a laboratory accredited by KAN. Air analysis results will be compared with the standards in Government Regulation No. 41 Year 1999 about Air Pollution Control.

The number of ISPA patients and dissatisfied local people will be reported to the project by the District and Village Offices.


Monitoring will be conducted in the residential areas of Panjalin Kidul, Budur, Ciwaringin, Galagamba, Babakan and Walahar villages.


Monitoring of air quality will be conducted every six months throughout operation.

h. Environment Monitoring Institution


• Supervisor : BLH and Helath Agency of Majalengka and Cirebon Regencies

• Reporting : BPLHD West Java Province and Helath Agency of Majalengka and Cirebon Regencies

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7.3.2 Noise Level


Toll road operation will increase noise levels due to the noise emitted by vehicles using the road daily. Increased noise levels will produce a continued impact on the comfort of the local community and it is feared this will promote negative perceptions of the project.

b. Impact Source

Vehicles using the toll road during operation.


The parameter that will be monitored is the noise level.


Environmental monitoring aims to know the increase in noise levels.


Monitoring of noise levels will be conducted using a noise level meter taking direct measurements in the field. These results will then be compared with the noise level standard for residential areas (55 dBA) in the Decree of Department of Environment No. 48 Year 1996.


Monitoring will be conducted in the residential areas of Panjalin Kidul, Budur, Ciwaringin, Galagamba, Babakan and Walahar villages.


Monitoring of noise levels will be conducted every 6 months during road operation.





7.3.3 Water Quality


Surface water quality will be degraded due to oil spills and vehicle pollutants that will

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be carried by run off into the water bodies. Toll road maintenance will also cause degradation of surface water quality, especially road layering works, where the oil produced from maintenance will be carried by run off into the nearby water bodies. Oil and fat increases in the water bodies will cause disturbances to aquatic biota and river users, hence it is feared this will cause negative perceptions of the project.

b. Impact Source

Toll road operation and road maintenance.


The parameters that will be monitored include TDS, TSS, BOD, COD, oil & fat and aquatic biota diversity.


Monitoring of water quality aims to know the extent of degradation of the receiving water bodies (Ciwaringin and Kalimati rivers and the Ciwaringin irrigation channel).


Data will be collected through water sampling. The samples will be analysed at a laboratory accredited by KAN and compared to the standards in Government Regulation No. 82 Year 2001, about Water Quality Monitoring and Water Pollution Control.

Monitoring of aquatic biota will be implemented through sampling of plankton. Samples will be collected using a #25 plankton net; about 40 litres will be collected and preserved use 40% formalin. Benthic samples will be collected using a 20 x 20 cm surber net to collect mud. The samples will be analysed at a laboratory.

The plankton and benthic diversity index will be calculated using the Simpson and Shannon – Wiener formula. This formula is as follows:

H' = 1 - [ni/N]2

Where: H' : diversity index

ni : number of individual species i

N : number of all individuals

Odum (1975) categorizes the level of pollutants in water according to the plankton diversity index criterion (Index Simpson) as follows:

> 0.8 : low pollution 0.6 - 0.8 : medium pollution < 0.6 : high pollution

The Shannon & Wiener diversity index calculation is as follows:

H' = - i ln i i = ni / N

Where: H' : Diversity Index

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ni : Number of individuals i N : Number of all individuals

Lee et al. (1978) categorizes the level of pollution in water according to the benthic diversity index criterion (Index Shannon & Wiener) as follows:

> 2 : no pollution 1.6 - 2.0 : low pollution 1.0 - 1.5 : middle pollution

< 1.0 : high pollution


Receiving water bodies (Ciwaringin and Kalimati rivers and the Ciwaringin irrigation channel).


Environmental monitoring will be implemented twice a year on rainy days during toll road operation.



Supervisor : BPLHD West Java Province; BLH Cirebon and Majalengka

Regencies

Reporting : BPLHD West Java Province; BLH Cirebon and Majalengka

Regencies

7.3.4 Hydrology


The toll road operation will change water flow patterns as the road will cut through the existing water flow channels. The toll road will also convert the land cover from green open space to paved road, which will change the run off coefficient at the project site on rainy days. This will cause disturbances to water patterns in Ciwaringin and Kalimati rivers and the Ciwaringin irrigation channels, which is feared to produce social conflicts and negative perceptions of the project.

b. Impact Source

Toll road operation.


Water run off flow rate.


To understand the changes to water flow of the rivers and irrigation channels cut by the toll road, to be able to prevent floods.

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Direct observations of the drainage channels and Ciwaringin and Kalimati rivers will be undertaken.


Monitoring will be conducted in the Ciwaringin drainage channel and Ciwaringin and Kalimati rivers.


Monitoring will be conducted during toll road operation.







Toll road operation will provide job and business opportunities for local people in the rest area and in supporting facilities. If local employment is increased, this will help to reduce local community resentment of other toll road operation impacts such as disturbances to air quality, increased noise levels and flooding in residential areas.

b. Impact Source

Toll road operation and maintenance.


Local income levels will be monitored.


To ensure that a sufficient number of local people are hired and provided with business opportunities during road operation maintenance.


Surveys and field observations will be used. Primary data collection techniques will be implemented through discussions with several respondents in Sumber Jaya, Ciwaringin and Gempol districts. Data will be analysed quantitatively and transferred to tabular form.

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Monitoring locations will include Panjalin Kidul, Budur, Ciwaringin, Galagamba, Babakan and Walahar villages.


Monitoring will be conducted once a year during toll road operations.





7.3.6 Changes to Mobility Habits


Toll road operations will cause changes to local community mobility and accessibility. The toll road will divide the residential areas and disrupt the community’s ability to connect between villages by walking or motorcycle; as such it is predicted that members of the local community will try to directly cross the toll road instead of using the bridges.

b. Impact Source

Toll road operations.


Changes to mobility and accessibility habits amongst the local community.


Environmental monitoring is aimed to understand the level of changes in local accessibility and mobility habits caused by the project.


Field observations and surveys will be used. Primary data collection techniques will be used such as calculating the number of respondents. Data will be analysed quantitatively and then transferred to tabular form.


Monitorings locations will include the residential areas in Panjalin Kidul, Budur, Ciwaringin, Galagamba, Babakan and Walahar villages.


Environmental monitoring will be implemented at the beginning of toll road operations and in the middle of toll road operations.

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Figure 7.1 Map of Environmental Monitoring Program Locations

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