Chapter 7 Evaluation of Impacts

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

CHAPTER EVALUATION OF IMPACTS 7

7.0 INTRODUCTION

This chapter presents the assessment and evaluation of potential environmental impacts due to activities associated with the construction and operation of the PIL1 Highway. This was done based on the information presented in the Project Description (Chapter 5) with respect to the project components and the activities which will be carried out and also on baseline environmental information presented in Chapter 6.

The potential significant impacts were derived based on the potential of each project development activity to impact on the equilibrium of the environmental components in the study area (covering physical, chemical, biological and socio-economic elements) with respect to the pre-construction, construction and operations stages.The principal findings from this impact assessment are summarized in the form of an “Impact Matrix”. Subsequently appropriate mitigation measures are recommended for each impact to prevent or to ensure tolerable effects on the local and regional environments.

7.1 IDENTIFICATION AND PREDICTION OF IMPACTS

The significance of the activities associated with the development of the PIL1 Project in inducing environmental impacts is generally summarized in the Impact Matrix table shown in Figure 7.1.1. This is a general appraisal of the potential impacts that can be exerted by the PIL 1 Project activities. A more specific description of the potential impacts according to the major project components and project construction activities is presented in Table 7.1.1.

7.1.1 Zone of Impact and Sensitive Receptors

The immediate (primary) zone of impact along the linear corridor of the PIL 1 Highway is demarcated as an area extending outwards 250 m on the left side and 250 m on the right side of the ROW boundary of the PIL 1 Highway corridor through any given area in Penang Island.

7 - 1

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

For secondary impacts, the zone of impact is extends outwards 2000 m on the left side and 2000 m on the right side of the ROW boundary of the PIL 1 Highway corridor.

The sensitive receptors are identified as all persons living or working or passing through or performing an act in the Zone of Impact.

For the PIL 1 Project support sites (temporary batching plant, casting yards, crusher plants, storage yards, CLQ, and waste disposal areas), the sensitive receptors include all persons living or working or passing through or performing an act within an area 2.0 km circumference from the boundary of the PIL1 Project support site.

7.1.2 Approach for Assessment of Potential Impacts

For the purpose of determining the environmental impacts and appropriate mitigation measures as well as for preparing the ESCP/LD-P2M2 and EMP, the whole of the PIL1 alignment is divided into 3 sections as shown in Figure 7.1.2. The division is based on topographical and land use features in the proposed Project alignment. The 3 sections are as follows:

Section A covers the length from the Gurney roundabout to the north portal of the first tunnel. This stretch comprise flat to slightly rolling terrain and consists of densely developed and populated areas.

Section B covers the length from the first tunnel to the south portal of Tunnel 4 at Sg. Ara. This stretch consists of undulating to hilly areas and is less densely developed with sizeable tracts of forest and scrubland areas. The proposed alignment passes through Penang Hill and skirts around the heavily populated and developed areas in Paya Terubong, Air Hitam and Relau.

Section C covers the length from the south portal of Tunnel 4 to the LCE Expressway. This stretch consists of slightly rolling to flat terrain and is densely developed and populated.

7.1.3 Impact Matrix

The Impact Matrix for the PIL1 Highway Project is presented in Figure 7.1.1.

7 - 2

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.1.1. Impact Matrix

KEY PROJECT ACTIVITIES PRE 0 Insignificant and excluded from Matrix CONSTRUCTION CONSTRUCTION OPERATION AND MAINTENANCE 1 Potential environmental impact but on a temporary basis

and will assume equilibrium after certain period of time. 2 Environmental impact that is potentially significant but

about which there is insufficient data to make a reliable

prediction. Close monitoring and control is recommended.

3 Potentially significant adverse environmental impact for

which a design solution has been identified.

4 Residual and significant adverse environmental impact. 5 Significant environmental enhancement

ROAD

Landforms 0 0 0 3 3 3 3 3 3 3 0 0 0 0 0 Soil Profile 0 0 0 0 0 3 0 3 0 0 0 0 0 0 0 Soil Composition 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Slope Stability 0 0 0 1 1 3 0 3 0 0 0 0 0 0 0

Subsidence and Compaction 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 Seismicity 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 LAND Flood Plains / Swamps 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Land Use 0 0 0 3 3 0 0 0 0 0 1 0 0 1 0

PHYSICO PHYSICO CHEMICAL Engineering and Mineral Resources 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Buffer Zone

ENVIRONMENTAL COMPONENTS ENVIRONMENTAL 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

7 - 3

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

KEY PROJECT ACTIVITIES PRE 0 Insignificant and excluded from Matrix CONSTRUCTION CONSTRUCTION OPERATION AND MAINTENANCE 1 Potential environmental impact but on a temporary basis

and will assume equilibrium after certain period of time. 2 Environmental impact that is potentially significant but

about which there is insufficient data to make a reliable

prediction. Close monitoring and control is recommended.

3 Potentially significant adverse environmental impact for

which a design solution has been identified.

4 Residual and significant adverse environmental impact. 5 Significant environmental enhancement

ROAD

SURVEY SITE INVESTIGATION LAND ACQUISITION ACCESS SITE CLEARING VIADUCT CONSTRUCTION TUNNELLING EXCAVATION & EMBANKMET SUPPORT FACILITIES ABANDONMENT OPERATION EQUIPMENT WASTE MANAGEMENT ACCIDENTS SPILLS & ROAD MAINTENANCE &HEALTH SAFETY Shore Line 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Bottom Interface 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Flow Variation 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 SURFACE Water Quality 0 0 0 1 1 1 1 3 3 3 0 0 0 3 0 WATER Drainage Pattern 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 Water Balance 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Flooding 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Existing Use 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Water Table 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Flow Regime 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 GROUND Water Quality 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 WATER Recharge 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Aquifer Characteristics 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Existing Use 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

7 - 4

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

KEY PROJECT ACTIVITIES PRE 0 Insignificant and excluded from Matrix CONSTRUCTION CONSTRUCTION OPERATION AND MAINTENANCE 1 Potential environmental impact but on a temporary basis

and will assume equilibrium after certain period of time. 2 Environmental impact that is potentially significant but

about which there is insufficient data to make a reliable

prediction. Close monitoring and control is recommended.

3 Potentially significant adverse environmental impact for

which a design solution has been identified.

4 Residual and significant adverse environmental impact. 5 Significant environmental enhancement

ROAD

SURVEY SITE INVESTIGATION LAND ACQUISITION ACCESS SITE CLEARING VIADUCT CONSTRUCTION TUNNELLING EXCAVATION & EMBANKMET SUPPORT FACILITIES ABANDONMENT OPERATION EQUIPMENT WASTE MANAGEMENT ACCIDENTS SPILLS & ROAD MAINTENANCE &HEALTH SAFETY Air Quality 0 0 0 1 1 1 1 1 1 1 1 0 0 0 0 Air Flow 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ATMOSPHERE Climatic Change 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Visibility 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Intensity 0 0 0 1 1 3 3 0 0 0 2 0 0 1 0 NOISE Duration 0 0 0 1 1 1 1 0 1 1 2 0 0 0 0 Frequency 0 0 0 1 1 1 1 0 1 0 2 0 0 0 0 Intensity 0 0 0 0 0 3 1 0 0 0 0 0 0 0 0 VIBRATION Duration 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 Frequency 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 Intensity 0 0 0 1 3 3 3 3 1 1 0 3 0 0 0 WASTE Duration 0 0 0 1 1 1 1 1 0 1 0 3 0 0 0 Frequency 0 0 0 1 1 1 1 0 0 1 0 3 0 0 0 TRAFFIC Intensity 0 0 0 3 3 3 3 3 3 1 0 0 0 1 0

7 - 5

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

KEY PROJECT ACTIVITIES PRE 0 Insignificant and excluded from Matrix CONSTRUCTION CONSTRUCTION OPERATION AND MAINTENANCE 1 Potential environmental impact but on a temporary basis

and will assume equilibrium after certain period of time. 2 Environmental impact that is potentially significant but

about which there is insufficient data to make a reliable

prediction. Close monitoring and control is recommended.

3 Potentially significant adverse environmental impact for

which a design solution has been identified.

4 Residual and significant adverse environmental impact. 5 Significant environmental enhancement

ROAD

Fish 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Other Aquatic / Marine Fauna 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Terrestrial Habitat 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

BIOLOGICAL Terrestrial Communities 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 HABITATS AND Aquatic Habitats 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 COMMUNITIES Aquatic Communities 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Estuarine Habitats 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Estuarine Communities 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

7 - 6

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

KEY PROJECT ACTIVITIES PRE 0 Insignificant and excluded from Matrix CONSTRUCTION CONSTRUCTION OPERATION AND MAINTENANCE 1 Potential environmental impact but on a temporary basis

and will assume equilibrium after certain period of time. 2 Environmental impact that is potentially significant but

about which there is insufficient data to make a reliable

prediction. Close monitoring and control is recommended.

3 Potentially significant adverse environmental impact for

which a design solution has been identified.

4 Residual and significant adverse environmental impact. 5 Significant environmental enhancement

ROAD

Employment 0 0 2 0 0 0 0 0 0 0 0 2 0 0 0 Housing 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0

HUMAN SOCIAL AND Education 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ECONOMIC Utilities 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Amenities 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Property and Settlement 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 AESTHETIC Landforms 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

7 - 7

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

KEY PROJECT ACTIVITIES PRE 0 Insignificant and excluded from Matrix CONSTRUCTION CONSTRUCTION OPERATION AND MAINTENANCE 1 Potential environmental impact but on a temporary basis

and will assume equilibrium after certain period of time. 2 Environmental impact that is potentially significant but

about which there is insufficient data to make a reliable

prediction. Close monitoring and control is recommended.

3 Potentially significant adverse environmental impact for

which a design solution has been identified.

4 Residual and significant adverse environmental impact. 5 Significant environmental enhancement

ROAD

SURVEY SITE INVESTIGATION LAND ACQUISITION ACCESS SITE CLEARING VIADUCT CONSTRUCTION TUNNELLING EXCAVATION & EMBANKMET SUPPORT FACILITIES ABANDONMENT OPERATION EQUIPMENT WASTE MANAGEMENT ACCIDENTS SPILLS & ROAD MAINTENANCE &HEALTH SAFETY AND CULTURAL Biota 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Wilderness 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Water Quality 0 0 0 1 1 1 1 1 1 1 0 0 0 0 0 Atmospheric Quality 0 0 0 1 1 1 1 1 1 1 0 0 0 0 0 Climate 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Tranquility 0 0 0 1 1 1 1 1 1 1 0 0 0 0 0 Sense of Community 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Community Structure 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Man - Made Objects 0 0 0 1 1 1 0 1 1 0 0 0 0 0 0 Historic Places or Structure 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Religious Places and Structure 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Landscape 0 0 0 0 0 1 0 1 1 1 0 0 0 0 0

7 - 8

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Table 7.1.1. Assessment of Potential Impacts Imposed by the Project Activities Activity Significance Remarks

Pre-Construction Phase

Topographical and Significant and beneficial Generates useful information for safe Soil/Geotechnical Surveys design of Project facilities.

Engineering Designs Significant and beneficial Will ensure the structural stability of PIL1 components

Environmental Impact Significant and beneficial Generate useful data and Assessment Study information to guide the route of the PIL1 Project, and to define adequate mitigation and abatement measures to be inculcated in the Project designs and operations.

Employment Opportunities Nominal scale Beneficial impacts enhanced if State and local companies and residents are engaged to carry out surveys.

Property / Land Acquisition Local, short to long term To prevent any delays to the work moderate adverse impacts program, negotiations must be started with the affected parties in the early stage of the Project planning with the involvement of appropriate mediators and arbitrators. Any litigations must be settled as soon as possible.

Constructions Phase

Site Preparation Local and short to Moderate to significant amount of imtermediate term; moderate earthworks need to be carried for to significant adverse impacts pier construction along the existing roads, hill embankments and river reserves .Also at sites of construction of Interchanges. Significant waste soil and rock removal during tunnel construction. Traffic disturbances along Jln. Bagan Jermal, Jln. Gottlieb and other public roads indicated. Dust and noise impacts indicated. Well-founded mitigation measures shall be adopted.

7 - 9

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Employment Generation Positive beneficial impacts. Substantial business and and Business Development Local short/long term impacts. employment opportunities may be Opportunities generated if State wide participation is given first choice. Temporary Construction Minimal to insignificant local Implement control measures to avoid Workers Camp (CLQ) and short term adverse conflicts between foreign labor and impacts. local residents. Some opportunities generated for local business (rental of accommodation and food supplies). Adequate mitigation measures can be implemented to reduce adverse environmental impacts to tolerable levels.

Construction and Could generate adverse Hoardings along the work sites may operation of concrete impacts if inadequately adequately limit dispersion of noise batching plant, crusher planned. and dust to surrounding residential plants, casting yard, areas. Comprehensive monitoring maintenance yard, storage recommended. yard, and waste disposal site. Ambient air quality and noise Appropriate mitigation measures can status in surrounding areas be implemented to safeguard air and could be compromised at water quality; public health, safety times. and welfare. List of mitigation measures to be presented in report.

Employment Generation and Significant O&M expenditures Business Development benefiting local and regional service Opportunities. Positive companies. Also opportunities for beneficial impacts. Local local residents to be gainfully short/long term impacts. employed.

Construction Works and Any adverse impacts can be Ambient air and water quality, noise Installation of Machinery. controlled to reasonable levels. and vibration status in areas Pier construction. Need to control run-off surrounding the Project corridor discharges from the work sites; could be compromised at times. establish ESCP/LD-P2M2 Hoardings along the work sites may control measures and monitor adequately limit dispersion of noise performances; reduce noise and dust to surrounding residential emissions; control dust areas. Comprehensive monitoring of dispersions. noise generation and transmission recommended. Potential impacts on receptors in the surrounding areas need to be monitored. Mitigation measures to be adopted as listed in report.

7 - 10

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Transport of Construction Adverse impacts can be No significant impacts expected on Materials, Equipment and controlled to minimal levels; water quality, air quality, and public Viaduct components. some positive business impacts. health. Transport of construction Viaduct installation. Local short term impacts. materials, project components and other equipment by trucks are not expected to cause significant traffic circulation impacts if carefully planned , monitored and controlled. Need to avoid overloading of paved roads and road structures and peak traffic hours. Mitigation measures can control potential adverse effects.

Tunneling Construction Any adverse impacts can be Ambient air and water quality, noise operations – Drill & Blast controlled to reasonable levels. and vibration status in areas Method Need to control run-off and surrounding the Project site could be Construction of other discharges from the work compromised. Hoardings along the Interchanges. sites; establish ESCP and work sites may adequately limit monitor performances; reduce dispersion of noise and dust to noise emissions; control dust surrounding residential areas. dispersions. Monitor vibration Comprehensive monitoring of noise levels and fly rock occurrence. generation and vibration transmission recommended. Potential impacts on receptors in the surrounding areas need to be monitored. Fly rock incidents to be monitored and controlled. Blasting control and safety issues highlighted. Mitigation measures to be implemented as listed in report.

Disposal of Construction Could generate adverse Appropriate mitigation measures can Debris impacts if inadequately planned be implemented to safeguard air and and if prior approval not water quality; public health, safety obtained from Local and welfare, and ecological Authorities. Local and short and resources. List of mitigation long term impacts. measures to control adverse impacts to be presented in report. Night time construction Can be beneficial for reducing Main advantage primarily traffic disruptions; also has reduced traffic volume, less many concerns. E.g safety, inconvenience for traveling public quality and lighting. and lower temperatures. Needs well- organized public relations campaign.

Safety control measures important.

7 - 11

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Operations Phase

Commissioning and Project Non consequential. Project Proponent and appointed Start-Up Project Engineers and Contractor capable of monitoring and trouble shooting abnormal operations.

Gaseous Emissions Impacts are localized and Potential emission loads high if traffic intermittent short term stalls on the highway or tunnel duration. ventilation is inoperative. However, resulting impacts on neighboring residential areas will be minimal. Traffic flow and ventilation control equipment to be well monitored and maintained. Noise and vibration Tolerable noise and vibration Comprehensive assessment and level impact especially if proper monitoring recommended to acoustic and other mitigation determine effective control measures are applied. Impact measures and the extent of residual localized and of long term increases in ambient noise and duration. vibration levels with traffic flow increases during operations stage. Noise levels at nearest residential unit expected to be insignificant if recommended mitigation measures applied. Noise barriers recommended at selected locations.

Occupational Health and Safety and health issues related Reference to Malaysian regulations. Safety to workers operating and maintaining the PIL1 Highway. Localized and potential long term impacts.

Operational Failures and Equipment shutdown due to Depending on the duration of Abnormal Conditions electrical and mechanical abnormal conditions and operational failures; disruption in electrical failures; significant impacts on traffic supplies; theft and vandalism of flow. Adverse air quality impacts equipment; flooding of tunnel could also occur in the local area. neighborhood.

7 - 12

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Aesthetics Change in landscape features, At certain sections, the PIL1 Highway from natural forest is located within residential areas. environment to concrete Vegetative landscaping features can structures may have some help mitigate adverse visual impacts. adverse impacts on local residents in the Penang Hill area. However, negative impacts localized i.e. for residential units facing the PIL1 Highway. Employment Opportunities Moderate beneficial impacts on Significant O&M expenditures and Spin-Off Business local and regional scale on long benefiting both, local and regional term basis. service companies. Also opportunities for local residents to be gainfully employed.

7 - 13

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.1.2. Sections A, B and C of the proposed PIL1 Alignment (for the purpose of reporting environmental impacts and mitigation measures)

7 - 14

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

7.2 POTENTIALLY SIGINIFICANT IMPACTS DURING PROJECT PLANNING AND PRE-CONSTRUCTION STAGE i. The activities in the pre-construction stage include carrying out topographical surveys, soil investigations and baseline environmental monitoring. These activities are not expected to cause any significant impacts on the existing environment in the project corridor. The soil investigation survey may require the transport, installation and operation of drilling machines which may cause minor noise impacts to nearby receptors/residents. However any disruptions created would be negligible, localized and temporary. No mitigation measures are recommended for these activities. ii. The selection of the alignment for the highway will make known the encumbrances that lie in the proposed corridor. Any land and/or property that has to be acquired for the project development will be identified. The acquisition process shall follow the Land Acquisition Act 1960 ( Act486 as amended). Nonetheless, some setbacks may be anticipated which could cause delays to the start of the project construction. The issues that arise are normally of a socio-economic nature that frequently involve occupiers of illegal premises, for example, people occupying houses built on the river reserves, and the fishermen huts and boat mooring sites along Sg. Kluang.

As a result, there may be resistance to entry at some specific sites in the project corridor by the land/property owner/occupiers, due to factors such as (i) inadequate information provided/received about the PIL1 Project, (ii) disagreements during the preliminary negotiations with the project proponent over compensatory issues, (iii) acquisition issue still in arbitration stage, and (iv) people still occupying houses on the river reserves, etc. This can cause delays in the construction schedule for the Project. These issues are significant particularly for the construction of the viaducts and interchanges for the highway.

7.2.1 Socio-economic Impacts

In the planning and pre-construction stage, public concerns are mainly over the alignment of the proposed highway and the implications on them. The preconstruction impacts tend to focus more on concerns over potential land acquisitions and disruptions to their lives. This is further extended to concerns that the alignment will be too close to their homes and businesses and will affect them permanently. The effects may be of medium to long term duration depending on when they are determined and how they are managed.

7 - 15

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

The land acquisition-related impacts described in this section are drawn from the perceptions of the public obtained from the social survey and stakeholder engagements (Focussed Group Discussion, FGD) that was carried out. This approach was also used to obtain stakeholders views on common environmental issues such as noise, safety, vibration, air pollution and flash flood. Table 7.2.1. shows the overall concerns expressed by the stakeholders.

Table 7.2.1. Socio-economic Impacts - Stakeholder Concerns. Project Related Activities Stakeholder Concern  Land/property acquisition - People displacement, - Loss of business, - Loss of income.  Road diversion, road closure and lane - Traffic congestion and annoyance. reduction. - Safety.  Oversize construction vehicles transporting excavated soil, construction materials and equipment.  Vehicular accidents – uncontrolled - Hazards and risks to public safety (school road traffic, temporary road closure children, residents and road users). or road-diversion, construction - Accidents. activities. - Noise and lighting glare during night work.  Use of heavy machineries, vehicles and equipment working at height and in confined spaces.  Property damage from construction works and dismantling of existing structures.  Night work.  Piling works - Increase noise and vibration levels.  Construction of viaduct/interchange, - Blockage of access to homes, business CLQ, Support Facilities premises.  Construction of tunnels - Public health concern (stagnant water at  Use of high noise generating work sites). machineries such as generator sets, power tools, hydraulic breaker, grinding and cutting equipment.

7 - 16

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

 The use of bentonite slurry for bore - Pollution of water courses (drains, rivers). piling - Public health concern (stagnant water at  Sediments from excavation works work sites).  Construction on river banks - Disrupt fishermen use of river facilities.  Earthworks - Air pollution – principally fugitive dust.  Construction vehicles movements - Public health concern.

 Portal work areas and - Waste disposal – improper management Waste generation causes flood floods, disease vector breeding. - Public health concern.

 Economic activities - Potential economic benefits.

Land/Property Acquisition

Table 7.2.2 shows a summary of land/property acquisitions for the PIL1 Project. In total, 95 residential premises, 82 buildings and 57 minor structures (total 234) would most likely be acquired for the PIL1 highway project. They are located in proximity to the Main Line for the highway and at the Interchange areas. The highest number of acquisitions is along Jalan Dato Ismail Hashim – Jalan Sultan Azlan Shah (46 structures)(CH 16300 to CH 17000) and along Paya Terubong (33 structures)(CH 8600 to CH 9400).

Table 7.2.2 Summary of Land/Property Acquisitions For PIL1 Project. HOT SPOT LOCATIONS Minor No. Location Residential Other Buildings Structures 1 Jalan Bagan Jermal 2 1 0 (CH 0 to CH 1000) Jln Gottlieb 6 (government 3 0 (CH 1000 to CH 1800) quarters) 2 Ayer Itam 8 2 6 (CH 4360 to CH 6760) 3 Paya Terubong (Mainline) 16 4 13 (CH 8600 to CH 9400) Paya Terubong 0 28 0 (Interchange) 4 Sg Ara – Jalan Dato Ismail 15 2 3 Hashim

7 - 17

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

(CH 15000 to CH 16300) Jalan Dato Ismail Hashim – Jalan Sultan Azlan Shah 33 1 12 (CH 16300 to CH 17000) Fisherman Huts (LCE Interchange) 0 28 3 (CH 18400 to CH 19500) Total 80 69 37

OTHER LOCATIONS 1 Youth Park - Ayer Itam 0 0 1 (CH 1800 to CH 4360) 2 Kek Lok Si – Paya Terubong 4 0 0 (CH 6760 to CH 8600) 3 Lebuhraya Thean Theik 2 13 0 4 Paya Terubong – Relau 9 0 11 (CH 9400 to CH 15000) 5 Jalan Mayang Pasir – Jalan Sultan Azlan Shah 0 0 8 (CH 17000 to CH 18400) Total 15 13 20

The land/property acquisition in specific sections of the highway alignment is presented below.

i. Jalan Bagan Jermal - Jalan Gottlieb - Youth Park Corridor

Three (3) buildings (2 houses and veterinary clinic compound) would likely be acquired along Jalan Bagan Jermal. Along Jalan Gottlieb, 9 buildings (6 residential quarters and one bungalow) would likely be acquired (Table 7.2.3 and Figure 7.2.1). Three secondary schools (Phor Tay, Penang Chinese Girls High School, St Nicholas School for the Blind), 3 primary schools and 6 kindergartens and a pre-school are located along this corridor. However, they are not affected by the proposed development.

The respondents in the social survey are very concerned about the safety of school children and the public during the construction stage. They fear that accidents could occur if there is no proper control on vehicle speed and space for pedestrian movements along the affected main roads. These roads also house major commercial activities, shopping centers, office blocks, clinics, a hospital, a food court, hotels and service apartments. There are many users

7 - 18

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

of Jalan Bagan Jermal, Jalan Gottlieb, Jalan Kalewei and Jalan Burma since these roads are used by people travelling from the city center Georgetown to Batu Feringhi.

Table 7.2.3. Land/Property Potentially Affected by the Project Development along Jalan Bagan Jermal, Jalan Gottlieb and Youth Park Corridor.

Location Type of Property Affected Premises Total Nos. Jln. Bagan Jermal Private Property 1 Veterinary Clinic Extension 1 Double Storey House 3 1 Wooden House Jln. Gottlieb Private Property 1 Single Storey Shop State Property 1 Hindu Shrine (co- existence possible) 1 Food Court 9 6 Quarters of Taman Botani Youth Park Park Land State Land 2 piers for cable stayed bridge Source: Land survey along the Proposed PIL1 Corridor

Figure 7.2.1. Encumbrances along Jln. Gottlieb.

7 - 19

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

ii Air Itam and Paya Terubong Corridor

Figure 7.2.2 shows the encumbraces at Paya Terubong. The affected structures include 1 Chinese temple, 1 small shrine, 16 houses, 2 workshops and 13 minor structures. Twenty- eight buildings would be acquired for the construction of the Paya Terubong Interchange.

The concerns expressed by the residents are about potential disruptions to traffic flow and air and noise pollution as follows:

 Disruption to traffic flow near the elevated structures and at the proposed interchange area.  Traffic congestion during peak hours along Jalan PayaTerubong up to Lebuhraya Thean Teik and the road entering Air Itam Town (Figure 7.2.3).  Risks to the public due to movement of equipment and machineries along the affected roads.  Air (dust) and noise pollution – due to demolition works, site clearing and earthworks at the tunnel portal areas.  Drilling and Blasting activities during tunneling works would create noise and vibration issues and damage to buildings for residents living close to the tunnel portals.  Fugitive dusts and noise annoyance due to storage of rock wastes and operation of the crusher plant.

iii Relau and Sg Ara Corridor : Taman Jajar – Sg. Ara – Sg. Kluang

A total of 15 houses, 2 buildings and 3 minor structures would likely be acquired near the south portal of Tunnel 4 in Sg. Ara. The alignment runs along Sg. Ara and passes through Taman Jajar. About 77 buildings and structures would likely be acquired along Sg. Ara and Sg. Kluang (33 residential buildings, 29 other buildings - stores and huts belonging to the local fishermen and tour boat operators and 15 minor structures) (Table 7.2.4).

7 - 20

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.2.2. Encumbraces at Paya Terubong

7 - 21

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.2.3. Paya Terubong Plan.

7 - 22

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Table 7.2.4. Land/Property Potentially Affected by the Project Development at Sg. Ara and along Sg. Ara and Sg. Kluang.

Location Type of Property Affected Premises Total Nos. Taman Sg. Ara Private Property 15 Double Storey Houses 20 1 shrine 3 Stores 1 Toilet Along Sg. Ara Squatter houses 33 squatter houses along river reserve 1 Workshop 1 Toilet 46 5 Stores 6 Sheds Along Sg. Kluang Squatter houses 29 fishermen and along river reserve tourist operator huts 31 1 Shed 1 Store Source: Land survey along the Proposed PIL1 Corridor

The concerns expressed by the respondents revolve mainly around loss of property, income and businesses. They stated that the effect is permanent once the property is acquired. The owners/occupiers would be psychologically depressed due to being displaced and having to adjust to new surroundings away from their existing neighbors and friends. The fishermen also voiced their concern about possible contamination in Sg. Kluang due to sediments from the slopes running into the river during the construction of the piers.

They are also worried about traffic congestion at several roads in the area depending on the time of the day (peak hours), e.g. Jalan 7 and Jalan 8 of Taman Sungai Ara, and near the Chong Cheng School and the Al-Huda Mosque in Jalan Dato Ismail Hashim. They hoped that the contractor would control noise and dust pollution during the construction.

7 - 23

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

7.2.2 Land Acquisition : Social Impacts

The socially-related impacts due to land/property acquisition are as follows:

 Loss of property, incomes and business.

- The effect is permanent once the property is acquired. The owners/occupiers would be psychologically depressed due to being displaced and having to adjust to new surroundings away from their existing neighbors and friends.

- Many food court operators at Jalan Gottlieb would lose their business and income. Similarly the patrons of the food court would also lose their food preference even though other food courts are available in the area.

- Loss of property for building owners along Jln. Bagan Jermal-Jln. Gottlieb. Uncertainty of getting adequate compensation for their property amidst concern about getting alternative residence given the high property costs in the area.

- Loss of property for building owners and loss of business opportunities among the traders and businessmen near the Paya Terubong IC. The effects include retrenchment of workers, loss of rental incomes (shop owners), decline in income and loss of customers. Several tenants were uncertain whether they would be compensated if they have to move out from their rented premises when the building is acquired for the Project development.

During the social survey and the FGDs, many of the potentially affected people have asked the State Government to realign the PIL1 Highway corridor so that they would not be displaced.

 Displacement of people.

- Affected families would have to move to a new locality either temporarily or permanently. Families living in the government quarters (Jalan Gottlieb) would be relocated to another location by the Authority concerned. The squatters and their families (e.g. along Sg. Ara) would be psychologically and financially affected by the displacement.

7 - 24

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

- The families living in the hillsides of Paya Terubong have been staying there for more than 20 years. Many of them are in their 50’s and to move out would not be easy for them. They want to stay in the same area.

 Temples and Shrines

- Devotees of the Hindu shrine at the T-junction between Jalan Utama and Jalan Gottlieb would still be able to use the shrine since negotiations between the priests and the state authority has saved the shrine from being re-located (co-exist).

- The local worshippers at Paya Terubong would be deprived of using the temple and shrine. Places of worship are very sensitive issues even though the temple function is seasonal. The relocation exercise needs to be discussed with the Temple Management Committee.

 Youth Park.

A cable stayed bridge will be constructed through Youth Park. Only a small area of the park land would be used to construct the 2 piers for the bridge. There will be no direct impact on local people or visitors as the park would still be open for public use. Nevertheless, a portion of the park will be closed to the public during construction. The Park would not be fragmented since the Highway will be on a bridge.

 Relau Corridor

This section of the highway goes through private land - orchards or shrub land or secondary forest. It is estimated about 11.1 ha of open land and orchard land would most likely be alienated. The impacts are as follows:

- Orchards cover about 60% of the total land area to be acquired. The land is mainly under durian which has been there for more than 30 years. The land owners would lose from the harvests during the durian fruiting season.

 Sungai Ara and Sungai Kluang Corridor

- The displacement would cause hardship in finding alterative houses which are not easily available and very expensive based on current market prices. Most of the

7 - 25

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

residents have been there for more than 20 years. The relocation could cause opportunity and economic losses to the affected parties.

- Many affected individuals that live on the Sungai Ara river reserve (squatter houses) have voiced their anxiety and concerns during the social survey and in the FGDs; they have requested that the PIL1 Highway alignment be changed. They also have high hopes that the government will provide alternative housing for them if they have to move out.

- The affected parties have no other places to move to as they are relatively poor, being in the low income group. Many of them have extended families living in one house. They are not clear how the government would assist them if they receive eviction notices from the Local Authority.

- Some of the fishermen and the tour boat operators have been living and operating on the banks of Sungai Kluang for more than 20 years. About 52 temporary structures (huts, stores and minor structures) would have to be removed. They will require a place to move to. Their main concern is to have a suitable location for their boats and equipment. They indicated that a new jetty is desirable to solve their problems.

Other Concerns/Comments

The respondents also spoke of other issues concerning the PIL1 Project as follows:

 They acknowledge that the Project would improve travel times between Bayan Lepas and the Gurney area. It would also provide alternative routes to reach the existing tourist areas through the respective interchanges to the Air Itam tourist center, Tanjong Bungah via the Utama Interchange or Gurney Interchange without going through the city areas. Other tourist destinations include Balik Pulau and Bayan Lepas where interchanges are provided at Relau and on Jalan Tun Awang.

 The Project could create employment opportunities and spin-off businesses.

 Noise from traffic can be anticipated for areas located very close to the Highway alignment.

7 - 26

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

 The stakeholders who live near to the proposed alignment are concerned over cracks and damage to their homes due to vibrations during the construction stage.

 Dust and air pollution is considered as an important issue by many stakeholders during the construction stage.

 Many attendees in the FGDs expressed anxiety about safety aspects of road tunnels. Their fears concerns potential road accidents, fires, floods, landslides, etc.

 Traffic congestions may occur at the exit of the interchanges which may cause delays and problems not only to the PIL 1 road users but to traffic on adjoining roads.

 Traffic congestion is the most common issue raised in the Focussed Group Discussions (FGDs), given the fact that parts of PIL1 highway traverse highly urbanised areas with dense structures. Safety and security, noise and vibration and flooding were also raised by the respondents as many live along or close to the proposed alignment. These concerns were raised by stakeholders in Jalan Bagan Jermal, Jalan Gottlieb, Paya Terubong and Sg. Ara. This group are critical about safety issues because there are many schools in this area.

 Many respondents are concerned about safety measures during the construction processes as well as security due to presence of foreign construction workers.

 None of the respondents brought up the issue that poor management of construction sites could be potential risk areas for the spread of Dengue.

 Flash floods are not widespread along the proposed alignment except near Kg, Sg. Ara and the lower reaches of Sg. Kluang. Therefore, it was not highlighted in the perception survey.

It should be noted that in the planning and design of the PIL1 Project, considerable efforts have been made to minimize land acquisitions, taking into consideration the sensitivity of this impact on the affected communities. However, in view of the dense developments along the alignment, some acquisitions may occur as they could not be avoided completely. The survey findings strongly emphasise the need to engage with groups affected by land acquisitions early in the pre-construction phase.

7 - 27

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

The other socially related concerns touch on environmental, safety and health issues. Accordingly, the mitigation measures shall be discussed in the construction phase of the PIL1 project.

7.2.3 Utilities Relocation

There may be above ground or underground utility lines within the Project corridor such as electrical, communication, water or sewer lines. Accidental damage to utilities during construction could cause accidents and project delays, conflicts, safety risks and traffic congestion on the work sites during the construction stage. Therefore, utilities in the Project corridor that would be affected must be relocated or protected prior to the start of construction.

Prior to construction, the actual number of utilities relocation will be determined by facility mapping at the affected area to verify existing utilities along the alignment and subsequently define the “Area of Potential Effect” as it affects utilities.

The impacts of the utilities relocation works may vary depending on the location. There may be temporary loss of parking spaces or temporary closures of road lanes in some cases. Other major impacts will be on the safety of workers involved in the relocation works and public safety. The risks related to the utilities relocation works include:

• Damage of sewer pipes causing sewer water discharge into nearby drainage systems. • Damage of power cables, water pipes, etc. • Leakage of gas from sewer pipelines or manholes (methane). • Exposed utility wires/cables. • Collapse of relocated overhead utilities. • Vehicular accidents from temporary road closures or road diversions.

Utilities relocation works need to be closely co-ordinated with the relevant authorities.

7.3 POTENTIALLY SIGNIFICANT IMPACTS DURING CONSTRUCTION STAGE

The building activities involve construction of the following components:

7 - 28

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

(a) Viaduct and Interchange

Four (4) viaduct sections with a total length of 7.6 km will be constructed (Table 7.3.1)

Table 7.3.1. Viaduct sections of the PIL1 Highway. VIADUCT V1 Gurney – Youth Park 2.3km V2 Ayer Itam (Kek Lok Si ) 0.3km V3 Paya Terubong - Relau 0.8km V4 Sg.Ara – LCE 4.2km Total 7.6 km

The construction of the piers and viaducts will invariably involve the following steps: i. Clearing of existing paved and vegetated areas; ii. Demarcation of project ROW and marking of work spaces; iii. Implement ESCP/LD-P2M2 measures to control soil erosion and sedimentation (where applicable); iv. Construction of access road; v. Re-alignment of existing road lanes (following the TMP); vi. Establish traffic control and safety installations; vii. Relocation, re-alignment or protection of utilities (where required, in the pre- construction stage)); viii. Placement of materials and machinery; ix. Demolition of existing structures (where applicable); x. Grading of platforms (where applicable); xi. Construction of piers/viaducts/interchange.

The potential impacts are discussed in later sections in this chapter.

Six (6) Interchange (IC) will be constructed in the PIL1 highway. The ICs will provide connectivity between the PIL1 highway and existing local roads in the different districts through one or more ramps in the highway (Table 7.3.2).

7 - 29

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Table 7.3.2. Interchange in the PIL1 highway and its’ connectivity IC No. Name Connectivity with Main Local Road 1 Gurney Interchange Gurney Expressway 2 Utama Interchange Jalan Kuari 3 Paya Terubong Interchange Jalan Paya Terubong, Thien Teck Hwy 4 Relau Interchange Jalan Balik Pulau 5 Awang Interchange Jalan Tun Dr. Awang 6 LCE Interchange Tun Dr. Lim Chong Eu Expressway

The land surrounding the proposed interchange locations consists of commercial and residential premises and open space. Constructing the interchanges would improve access to the local area, which would benefit the surrounding residents in the respective Mukims.

The steps involved for the construction of the interchange are similar as for the construction of the piers and viaducts:

The potential impacts associated with the activities for the construction of the ICs are largely similar to the construction of the piers and viaducts. o There would be intrusions into the traffic flow on the existing local roads to which the PIL1 highway would be connected as the construction of the ramps linking them are being built. If not properly planned and controlled, it would result in significant disruptions to the traffic flow, especially during peak hours. o Land/property acquisitions could cause delays to the construction schedule if these matters had not been settled earlier. o The construction of the IC at Paya Terubong needs special attention because the elevated road from the PIL1 Main Line will extend onto Jalan Paya Terubong for about 1.0 km up to the junction with the Thien Teck expressway. A new slip road will be built for connectivity between these roads and the PIL1 highway. Matters of concern include the impacts on traffic flow, property acquisition, air quality, noise, vibration induced damage, public safety, drainage, flash floods, and public inconvenience.

7 - 30

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

(b) Support Facilities and Central Labour Quarters (CLQ)

The potential locations of the Support Facilities (store yard, beam casting yard, crusher plant and batching plant) and the CLQ (Table 7.3.3) are indicated in Chapter 5.

Table 7.3.3. Location of PIL1 Support Facilities.

Facility Plot area Location Note (acre) CLQ 18 Permatang Damar Laut requires backfilling residential surroundings. Store yard 3.1 Sg. Ara opp. masjid al-huda Store yard 2.0 Bayan Baru nxt. bayan baru police stn. & balai bomba bayan baru Store yard - Bayan Baru residential surroundings Beam Casting yard 12 Bayan Baru industrial & residential surroundings Beam Casting yard 2.7 Bayan Baru industrial & residential surroundings Crusher plant 5.0 Jalan Tanjong Tokong nxt to cemetary; condo opp. Crusher plant 7.1 Bukit Bendera residential; hilly Crusher plant 1.4 Paya Terubong nxt oriental gdn; vacant lot Crusher plant & t. 22.2 Relau vacant forest land stockpile yard Stockpile yard 9.2 Near Kek Lok Si vacant forest land

Except for the dumping grounds, many of the proposed sites for the PIL1 support facilities are surrounded by residential and industrial premises. The potential impacts would be related to air quality (principally dust), noise, and increased traffic movements and safety issues during the establishment and operation of these support facilities.

Dusts will be a major concern. Unless its generation is prevented, dust may move with ambient air and reach receptors who are remote from the source. If not adequately mitigated, fugitive dust emissions particularly respirable dusts such as PM10 and PM2.5 generated from the PIL1 project related activities will affect susceptible receptors living close to the project’s support facilities principally because the land use are urbanised. Nonetheless, the duration of impact for the construction phase will be short-term to medium term. Another important impact would be due to noise.

Much of the potential impacts during construction would be similar as for the construction of piers and viaducts, and the interchanges.

7 - 31

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

The sites for the batching plant and the crusher plant at the Tunnel 1 and Tunnel 3 portal areas (Jalan Utama, Relau and Paya Terubong, respectively) are on undulating land which is relatively far away from human habitation. The other site ( Tunnel 1 south portal near Kek Lok Si) is relatively close to residential dwellings.

Rocks from tunnel blasting operations will be sent to the crusher yard for further processing and re-use. Four (4) crusher plants have been proposed i.e at Relau, Paya Terubong, Bukit Bendera and near Jalan Utama.

Typically, the medium size crusher plant has more than one crusher i.e. one primary and one secondary or one/two primary & two secondary crushers along with one or more vibratory screens. The rocks / stones are transported mostly by trucks/dumpers and unloaded into the crushers. The stones are fed by gravity to the primary crushers. The crushed stones are conveyed to the vibratory screens. The screened products of various sizes are conveyed to stock piles by belt conveyors. The oversize is returned to secondary crushers for further crushing and back to the vibratory screen. Such medium type crushers has a production capacity in the range of 25 – 100 TPH.

The potential adverse impacts are due to fine fugitive dust emissions which create health hazards to workers and the public in the surrounding areas (by way of causing respiratory diseases) as well as adversely affecting visibility, growth of vegetation and hampering the aesthetics of the area.

Another potential impact is noise pollution. There are a number of sources from which high noise levels are generated, some continuously and some intermittently. The vibratory screen is the most predominant source of continuous noise, in particular, vibratory screens that are operated at higher frequency and without enclosures. Intermittent noise level is also generated at the crusher during the time of the breaking of stones. Intermittent noise is also generated during un-loading and loading operations. Belt conveyor movement is also a source of continuous noise if not properly maintained.

(c) Tunnel Four (4) tunnel sections are planned in the PIL Highway as shown in Table 7.3.4. The activities involved are as follows.

(a) Clearing of existing paved and vegetated areas; (b) Implement ESCP/LD-P2M2 measures to control soil erosion and sedimentation; (c) Construction of access road;

7 - 32

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

(d) Grading of platforms (where applicable) and construction tunnel portal area; (e) Establish safety installations; (f) Relocation, re-alignment or protection of utilities (where required); (g) Placement of materials and machinery; (h) Demolition of existing structures (where applicable); (i) Construction of tunnel.

Table 7.3.4. Tunnel sections in the PIL1 Highway. TUNNEL Youth Park – Ayer Itam (Funicular T1 Train) 4.4km Ayer Itam (Kek Lok Si ) to Paya T2 Terubong 1.6km T3 Paya Terubong to Relau 3.4km T4 Relau 0.7km TOTAL 10.1km

The initial assessment of the interactions between the Project development activities and the environment in the study area as shown in Impact Matrix indicates that the construction of the highway is unlikely to exert significant adverse impacts on existing ground water, species and populations, habitats, and the cultural landscape. However, significant impacts can be anticipated for the following environmental aspects: o Geology; o Waste generation; o Traffic circulation; o Air quality; o Erosion; o Water pollution; o Noise and vibration; o Social impacts, and o Safety.

Due to the similarity of influence, the potential impacts for each environmental aspect mentioned above are discussed jointly for following components :

7 - 33

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

(i) Viaduct, Interchange, CLQ and Support Facilities; (ii) Tunnels.

Environmental impacts

7.3.1 Geology and Geotechnical

Geology and geotechnical concerns (Figure 7.3.1) revolve around the possibility of the following issues:

 Mass earth movements. The tunnel portals are at areas known to have granitic residual soil and/or colluvium with a high percentage of boulders. The occurrence of highly fractured/jointed granite bedrock is common especially at Paya Terubong- Relau and Sg. Ara areas. These are also areas with identified fault zones.

 Ground movements and vibrations occurring during and after construction may affect natural ground and nearby existing structures.

In the relatively flat areas (Section A and Section C in Figure 7.1.2) of the alignment, the geology is mainly alluvium, consisting of clay, silt and sand. The preliminary boring logs indicate that the subsurface conditions in these sections consist of native alluvium (6 – 15 m depth) with layers of clayey silt, sandy silt and sand. Construction of the piers and viaducts would not alter the landform. Hence the construction would not cause or accelerate instability from erosion and would pose minimal geologic hazard.

The geologic hazard impact may be significant in the Penang Hills area (Section B) where tunnels will be constructed. The granite formation here consists of two types of igneous rocks namely Tanjung Bunga Granite and Batu Maung Granite. The geological study has identified 3 main deformation zones in the study area. The most obvious are the regional deformation zones, which strike NNE to SSW with a vertical or steep dip orientation. This zone is the most well-known and exists over a length of at least 18 km from Tanjung Bunga in the north to Bayan Lepas in the south. This lineament is a regional fault line known as the Sungai Air Putih-Sungai Dongdang Fault, that will be penetrated by one of the portals of Tunnel 1 near Air Itam area. The vertical or steeply dipping Sungai Air Putih-Sungai Dongdang Fault zone is about 250 m wide in its central part, sheared led to deep weathered

7 - 34

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

rock and slicken sides along the fault plane. The general strike and dip of the zone is 0050/900.

There are other regional deformation zones along the proposed highway alignment area, but on a smaller scale. The NE-SW fault could penetrate into the middle of Tunnel 2. The 5km long lineament line from Kg. Titi Serong in the southwest striking 0350 to Tunnel 2 area is a fault zone. The second zone is 3km in length striking 3300 from Sungai Arang in the southeast to northwest. This fault could penetrate the southern part of Tunnel 3 area.

In view of the findings, it is important that the PIL1 Highway construction procedures be designed and executed to accommodate the geological and seismic conditions of the area. Expert opinion must be sought.

Figure 7.3.1. Slope Instability Area

7.3.1.1 Construction of Viaduct/Interchange/CLQ/Support Facilities

The main potential environmental problems linked to geology in the construction of viaducts, interchanges and support facilities are as follows:

Condition / Activity Potential Impact

Subsurface conditions in the Section A and o Vibrations may damage the work Section C (Figure 7.1.2) consist of native under construction and existing nearby alluvium (6 – 15 m depth) with layers of structures (condominiums, bungalows, clayey silt, sandy silt and sand. shophouses).

Bedrock depth varies, ranging from 51.0m to o Slopes near the river banks are 87.0m. vulnerable to collapse. Deeper granite level can be anticipated based on the geological formation.

7 - 35

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Anticipated thickness of alluvium about 6.0m o Soil erosion in the project ROW and to 70.5m below the existing ground level. earth slips along the slopes adjacent to the river along the corridor.

7.3.1.2 Construction of Tunnels

The main potential environmental problems linked to geology in the construction of the tunnels are as follows:

Condition / Activity Potential Impact Surface Settlement o Risk of sudden collapses, subsidence The tunnel portals are at areas known to and sinking that can damage both, the have granitic residual soil and/or colluvium work under construction and existing with a high percentage of boulders. nearby structures (condominiums, Kek Lock Occurrence of highly fractured/jointed Si Temple, Air Itam dam and Bukit Bendera granite bedrock is common especially at complex). Paya Terubong-Relau and Sg. Ara. These are also areas with identified fault zones. o High risk of sudden collapse can happen in areas that intersect with the The construction of the tunnel cause a fault zones in Paya Terubong. deformation of the soils and rocks around the excavation area/portal area.

Zone of Instability o Zones are fractured and vulnerable Drilling and Blasting in areas that intersect to collapse. with fault zones. o Need to be carefully designed and performed.

Muck from tunneling works including slurryo . Cause contamination of water ways or grouting. downslope.

Drilling in soft layers o Risk of collapse of the drilling surface. Interaction with surface water and/or o Water resources impoverishment, groundwater. pollution risk, and affect workers safety.

Seepage could develop in the open cut o Seepage might lead to rock stability areas, especially in the fractured zone area. failure. Shall not be allowed.

Excavation of tunnels has a draining effect o If not completely waterproofed may leading to a generalized drawdown of result in qualitative changes of the groundwater. groundwater, changes in surface stability. Ground movements and vibrations during o May affect natural ground and blasting.

7 - 36

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

nearby existing structures.

Alluvium topsoil layer of varying thickness. o Significant erosion and sedimentation potential due to the preparation of access roads and formation and grading of work platforms (portal) with adverse impacts on water quality in the downslope area.

7.3.2 Waste generation

7.3.2.1 Construction of Viaduct/Interchange/CLQ/Support Facilities

The types and amounts of wastes generated would be site specific but are not expected to be significant along Jalan Bagan Jermal, Jalan Gottlieb and along the alignment towards Youth Park in Section A (Figure 7.1.2). The construction of the Paya Terubong Interchange will generate larger quantities of demolition and construction wastes. More vegetative wastes would be generated at the proposed Relau IC. Section C wastes would include more concrete and wood wastes from the demolishment of buildings especially in kampong Sg. Ara near the south portal of Tunnel 4 and along Sg. Ara and Sg. Kluang. The potential impacts are as indicated below.

Waste Type/Category Potential Impacts Biomass waste –

Vegetation in local area to be cleared for the o Improper storage may result in blockage of construction. E.g. at proposed Relau IC site. the drainage system or streams in the Stored temporarily on site (if necessary) prior surrounding area. to final disposal. o Contaminated run-off could pollute surrounding water bodies. o Breeding ground for rodents and disease vectors. o Fire hazard Construction wastes – o Improper storage may result in blockage of Waste soil, bitumen, rubber, concrete and the drainage system or streams in the timber wastes, steel rods and wires, electrical surrounding area. cables, metal sheets, , rocks, waste generated o Localised flood. by workers on site, packaging wastes, disused o Contaminated run-off could pollute formwork, etc. surrounding water bodies. Stored temporarily on site (if necessary) o Breeding ground for rodents and disease pending final disposal. vectors. Significant at all sites.

7 - 37

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Scheduled wastes e.g. SW 305/SW 306/SW

408/SW409/SW410. From maintenance of the construction o Improper storage may pollute local water vehicles- e.g. used oil, used batteries, bodies. contaminated soil due to leaks and spillages. Significant at all sites.

Scheduled Waste will need to be temporarily stored while awaiting final disposal by licensed contractor.

Excavated soil. o Contaminated run-off from the waste spoil Excavated or waste soil from the construction tips could pollute surrounding water of substructures e.g. pile cap. bodies. Estimated at least 26,200m3 will be generated o Minimal working space/area. from the construction of piers in the project corridor (at least 242 piers (6m x 6m x 3m for each pier)). Significant at all sites.

Demolition wastes o Improper storage may result in blockage of Includes rubber, concrete and timber wastes, the drainage system or streams in the steel rods and wires, electrical cables, metal surrounding area. sheets, , concrete blocks, steel reinforcement, o Contaminated run-off could pollute glass, plastic, piping, tiles, etc. surrounding water bodies. o Breeding ground for rodents and disease Quantity of demolition wastes site specific and vectors. would be determined later. Some waste types o Fire hazard (steel, metals, wires) can be recovered for recycling. Stored temporarily on site (if necessary) pending final disposal. Especially significant at Paya Terubong IC; Link road to Thien Teck Hwy.

Construction of pier and viaduct in Taman Biomass waste piles cause inconvenience to Jajar park users, blocking footpaths, create accident risks. Unpleasant aesthetics. Hazard/ Accident Potential.

7.3.2.2 Construction of Tunnels

Tunnel construction works will be carried out in Section B (Figure 7.1.2). Access to the tunnel portals are as shown in Table 7.3.5. Tunnel construction activities include (i) construction of access road and tunnel portal, (ii) excavation of tunnel entrance, and (ii) main

7 - 38

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

tunnel construction (drill and blast method). Appropriate ventilation systems will be installed during the construction. Table 7.3.5. Tunnels – Area and Access Route. Portal Area Tunnel Portal Remarks Access (m2) Includes Batching plant and stockpile area. 1km is existing Youth Park North 5,000 access road, 500m is new Jln Utama construction access. Crushing plant is off-site. T1

Includes Batching plant, stockpile and crushing area. South 10,000 New access road. T1 South n T2 North same place.

Includes stockpile area. No batching plant. North 5,000 All existing road incl Nirwana Jln Balik Pulau Columbarium road T2

No stockpile area. Stockpile at Jln Paya South 1,000 T3 North. Terubong Full construction access Includes Batching plant, stockpile and crushing area. Jln Paya North 10,000 Full construction access Terubong

T3 Includes Batching plant, stockpile and crushing area. South 10,000 Lebuh Relau Full construction access

Single direction tunneling from North Tunnel. Access to South is North N/A difficult, Shared facilities with T3 N/A South. T4 Includes stockpile area. No batching plant. Jln Dato Ismail South 5,000 All existing road incl Jln Sungai Hashim Ara 1 Note : All construction access road to be min 6m width.

7 - 39

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

There will be significant amounts of wastes generated for preparation of the tunnel portal areas. The types of wastes include vegetation wastes, waste topsoil, construction and excavation wastes (rocks, concrete tailings, scrap steel and wooden formwork from portal and tunnel construction, slurry, etc.), Scheduled Wastes (lubricants, waste oils, scrap batteries, spent solvents for equipment maintenance), and general refuse - municipal wastes. The removal of trees will be avoided to the extent practical. The potential impacts are as indicated below.

Waste Type/Category Potential Impacts Biomass waste – o Improper storage may result in blockage of Clearing of vegetation in portal area. the drainage system or streams in the Stored temporarily on site (if necessary) downslope areas. pending final disposal. o Contaminated run-off could pollute water bodies in downslope areas. o Breeding ground for rodents and disease vectors. o Fire hazard. Construction wastes – o Improper storage may result in blockage of Principally rock wastes. Some waste soil. the drainage system or streams in the Disused formwork, solid wastes, etc. downslope areas. Wastes stored temporarily on site (if o Contaminated run-off could pollute necessary) pending final disposal. downslope water bodies. o Breeding ground for rodents and disease Note: Rock wastes to be crushed and re-used vectors. for the Project. Soil re-used on site.

Scheduled wastes e.g. SW 305/SW 306/SW o Improper storage may pollute water 408/SW409/SW410. bodies downslope. From maintenance of construction vehicles and machinery- e.g. used oil, used batteries, contaminated soil due to leaks and spillages.

Hazardous waste will be temporarily stored at site while awaiting final disposal by licensed contractor

7.3.3 Traffic

7.3.3.1 Construction of Viaduct/Interchange/CLQ/Support Facilities

Construction materials and wastes would be transported to and from the work sites via the routes described in Chapter 5. Generally, there would be a substantial increase in the

7 - 40

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

number of heavy vehicles moving to and from the Project sites during the construction stage. The potential impacts are as follows:

Traffic/Road Condition Potential Impacts Increase in heavy vehicle traffic flow along o Traffic congestions albeit temporary or some public roads leading to the Project work short term. sites (e.g. Jln. Bagan Jermal, Jln. Gottlieb and o Impacts will be worse during peak along smaller link roads towards the Youth morning and evening hours. Park area in Section A; Jln. Sg. Ara, Jln. Tun Dr. o Impose significant congestions and travel Awang, Jln. Bayan Lepas and link roads in delays in nearly all areas on the Island Section C , and Jln. Paya Terubong in Section especially if the PIL1 Project is being B) and also on the roads to the support constructed at the same time with the facilities. Penang LRT Project.

Traffic flow along public roads leading to the o Slower traffic movements because the Project work corridor e.g. Jalan Utama, Jln. activities include traffic segregation, one- Burma, Persiaran Kuari, Jln. Air Hitam, Jln. way movements, traffic diversions on Bukit Bendera, Jln. Paya Terubong, Jln. Tun influential area roads, possible Sardon, Jln. Bayan, Jln. Tun Awang, Jln. Bayan acquisition of service lanes. Lepas, Jln. Teluk Kumbar, Jln. Permatang o Temporary bottlenecks. Damar Laut, etc. could suffer a drop from their current LOS (Level Of Service) ratings, especially in the morning and evening peak periods. Traffic movement will not be allowed during AM and PM peak

Busy public roads with amenities e.g. near the o Lane reduction results in traffic jams schools along Jalan Bagan Jermal (SJKC Phor during school pick-up hours. Tay) and Jalan Gottlieb (Penang Chinese Girls High School), Jalan Balik Pulau (Kek Lok Si o Narrower lanes for motorcyclists and Temple), etc. other traffic could result in accidents. o During the construction period, partial traffic diversions on roads will be required, as most of the construction is to be carried out on the middle of the road (Jl. Bagan Jermal, Jln. Gottlieb) – slow moving traffic. Estimated about 26,000 cu.m of waste soil will o Traffic congestion particularly at specific need to be transported out of the project junctions near the work sites. corridor during the construction period. o Affect speed of traffic movements on affected roads. The transportation will use 20 ton lorries. o Increased risk of accidents. Estimated to have 5 trips per day.

The placement of machinery and construction o Reduction in terms of lane widths and materials in the project corridor for number of lanes. construction of ESCP control measures and for o May hinder smooth traffic flow on the pier, viaduct and interchange construction and roads at the work site and on adjacent

7 - 41

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

at CLQ and Support Facilities construction roads. sites. o Reduction in road capacity. o Increase in traffic flow near CLQ and Support Facilities construction sites.

Construction of pier and viaduct in Taman o Traffic congestion cause inconvenience to Jajar park users, create accident risks, and exposure to toxic gas emissions.

7.3.3.2 Tunnel Construction

Traffic/Road Condition Potential Impacts Transportation (within work site) of rocks o Increased noise and dust levels in local from tunnel to crusher plant (Tunnel 1 North area. portal, Tunnel 3 North portal).

Transportation of crushed rocks from tunnel o Damage to access roads if trucks are portals to other construction sites by heavy overloaded. vehicles. o Disturbance to traffic flow on public roads especially during peak hour periods. o Safety risk for pedestrians, cyclists and motorcyclists o Increased noise and dust levels

Narrow access roads to and from the tunnels o Traffic congestion is expected on these portals connecting to the public roads. roads due to presence of construction traffic. o Slow moving heavy vehicles and their access to the portals creates temporary bottlenecks that disturb traffic flow.

Conveyance of materials to the tunnel work o Traffic congestions particularly at specific sites from other locations (e.g. support junctions on the main public roads. facilities) and wastes to the Jelutong waste o Affect speed of traffic movements on disposal site. affected roads. o Increased risk of accidents. Conveyance of materials (crushed rocks) from o Traffic congestion could be compounded the tunnel work sites to other locations (e.g. if the PIL1 Project is being constructed at PSR site). the same time with the Penang LRT Project and the PRS Project. However, most materials for the PSR shall be transported through/by sea.

7.3.4 Air Quality

The major concern during the construction stage is dust dispersion mainly Total Suspended Particulates (TSP) and fine particulate matter which includes Particulate Matter less than 10

7 - 42

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

microns and 2.5 micron (PM10 and PM2.5). The sensitive receptors include those living close to the construction area. They may be temporarily affected by the dust nuisance. The observed effects of particulate matter on human health include breathing and respiratory disorders, aggravation of respiratory diseases and damage to lung tissue. Nonetheless, the impact for the construction stage will be short-term (viaduct construction) to medium term (interchange and support facilities construction).

7.3.4.1 Construction of Viaduct/Interchange/CLQ/Support Facilities

During the construction of the viaducts, interchanges, CLQ and support facilities, TSP and fine particulate matter could be carried by winds, both, at the work sites and along the roads in the area. The potential receptors include neighbouring residents (located as near as 30 to 50 meters from the ROW) and those in dwellings alongside the roads in the area. The potential impacts are as follows:

Project Activity/Env. Condition Potential Impacts

Machinery and vehicles involved in demolition o Dust levels will increase and cause works. nuisance to the residents in the affected areas along the ROW for the highway.

Bore piling, excavation works for construction o Dust nuisance to workers and general of pile cap, pier construction; grading of public. platform for CLQ and Support Facilities; site o Fine particles can accumulate in the clearing at interchange site, etc. – fugitive respiratory system causing various dusts respiratory problems including persistent coughs, wheezing and physical discomfort. Handling of dusty construction materials o Nuisance to workers. produced as a result of construction o Respiratory problems including persistent works (e.g. cement, earth, aggregates, silt, fine coughs, wheezing and physical stones, sand and debris). discomfort to workers.

Movement of construction vehicles within the o Emission and re-suspension of construction area and transportation of particulates in the work site and in the wastes and construction materials to and from the work site. surrounding area.

Emission of air quality pollutants such as PM, o Localised air (dust) pollution. Short term CO, NOx, SOx from construction machinery to medium term impact. and vehicles used in the Project works.

Dusts on the wheels of vehicles leaving the o Increase in the concentration of work sites onto public roads. suspended particulates in the air in and around the work sites. Construction and operation of the Crusher o Increase in the concentration of

7 - 43

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Plant and Batching Plant. suspended particulates in the air in and around the work sites. o Dust nuisance to workers and general public.

Construction of pier and viaduct in Taman Dust pollution cause inconvenience to park Jajar users, and pose health risks to sensitive receptors.

7.3.4.2 Tunnel Construction

The air quality within the tunneling workspace is of concern to workers during the construction period. During blasting, an air/toxic blast fume combination is created. This gas is potentially toxic; even a short stay in the area is dangerous. The concentration depends on the type of explosives used and on how charging is performed. The potential impacts are shown below.

Project Activity/Env. Condition Potential Impacts The gas produced during blasting has a high o Extended exposure can be fatal to Nitrogen Dioxide (NO2) and Carbon Monoxide workers. (CO) content. It is toxic and dangerous to workers. The concentration depends on the type of explosives used and on how charging is performed.

Blasting works will result in increased o Localised air pollution. Short term to dust/fugitive dust levels in the portal areas of medium term impact. the tunnels.

High concentrations of particulate matter o Nuisance to workers. remain suspended in the tunnel for long o Respiratory problems including persistent periods of time if proper ventilation is not coughs, wheezing and physical carried out. discomfort to workers. During the mucking stage i.e. removal of o blasted rock and excavated material from the Nuisance to workers. work area, scaling stage, shotcrete stage, rock o Respiratory problems including persistent bolt stage and drilling stage, fugitive dust coughs, wheezing and physical levels will increase. discomfort to workers.

At the later stage, paving of the constructed o Respiratory problems including persistent road within the tunnel may generate fugitive coughs, wheezing and physical emissions mainly asphalt fumes. discomfort to workers. o Extended exposure can be fatal to workers.

7 - 44

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

7.3.5 Soil Erosion and Sedimentation

Soil erosion and sedimentation impacts are most critical during site clearing and earthworks stage. These works are limited to be within the alignment ROW (right-of-way (20m width)), which are largely along existing roads in urbanized area in Section A and Section C (Figure 7.1.2). About 52% of the alignment are in the Penang Hills area but these are tunnel structures and as such will not involve disturbance to the earths’ surface except at the portal areas. Site clearing at these areas and excavation works during pile cap, pier and viaduct construction will generate loose soil that may be exposed to weather elements and susceptible to erosion during periods of heavy rainfall and flood events. The direct impacts of soil erosion and sedimentation on receiving waterways include reduced water quality and holding capacity which in turn elevates flood risks.

7.3.5.1 Construction of Viaduct/Interchange/CLQ/Support Facilities

The potential for soil erosion and sedimentation will be greatly increased if no controls are put in place. The earthworks activities will result in the creation of bare areas and waste soil heaps within the project ROW. Complete turfing and/or paving of these surfaces could take some time to materialize; as such the possibility of movement of soil particles to the drainage systems around the ROW cannot be discounted.

Based on its’ design, the PIL 1 Project involves lesser earthworks since the major part of the highway is either elevated structure or tunnel. For working along the viaduct sections, site clearings (corridor) of 10-15m width are needed to provide access for heavy vehicles and construction machinery. All slip roads will be elevated structure as well. Abutment will be RE Wall structure and not embankment. Substantially more earthworks would be involved at the Relau tunnel exit which connects onto an embankment road.

Analysis of the study area has shown that except for Section B, the other sections of the alignment including the sites for the support facilities may be considered flat. As such the overall rate of soil erosion and translocation will be moderate to low. There would be no cuts required to the existing land form in the flat areas (except to regrade the ROW’s peripheral slopes).

There are 3 major locations of concern during the construction stage. The first is at the Jalan Bagan Jermal to Jalan Gottlieb section; this section is considered as a sensitive area because it is a major road and has 2 schools and a temple along the road. This site also has constraints due to limited working space. Improper management will result in a quick

7 - 45

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

response/complaint from road users and people living in the area. The main issues would be dirty and dusty roads due to the movement of trucks moving to and from the work sites, ponding during heavy rainfall, and risk of cloudy water from the work areas going onto the main road and the local drainage system. Sedimentation in the roadside drains may cause flash floods in the long term.

The second location of concern is at Air Itam. Based on the soil loss estimation, this zone has a high soil erosion rate. Improper site (ROW) clearing for the access road and stabilization along the slopes behind the Kek Lok Si Temple may pollute the nearby streams and also houses and public property in the adjoining area.

The third location of concern is at Sg. Ara where the highway alignment will be along the river reserves of Sg. Ara and Sg. Kluang. Any mismanagement will cause direct adverse impacts to Sg. Ara and Sg. Kluang in terms of both, river conveyance and erosion and sedimentation impacts .

Potential Impacts

The eroded soil is expected to originate from any exposed soil surface accelerated by the earthworks activities for the site preparation, skid tracks of heavy machinery used in the site preparation phase and removal of existing structures in the ROW. The eroded soil will be transported and deposited to the nearest drain and river system which will worsen the water quality status of the receiving waterway and reduce the depth of the river making it prone to flash floods.

The potential Soil Erosion Risk has been estimated using the Revised Universal Soil Loss Equation (RUSLE) and Modified Universal Soil Loss Equation (MUSLE). The RUSLE equation was used to calculate the potential annual soil loss rate in ton/ha/year whereas the MUSLE equation was used to estimate the sediment yield along the ROW of the alignment. For the study, the alignment is divided into 5 zones as shown in Table 6.1.6 (Chapter 6).

The worst-case scenario (Table 7.3.6) represents a situation where the area is completely disturbed leaving a bare top soil, with no crop cover or no conservation practices employed.

The potential soil erosion in the worst case scenario for Zone 1 to Zone 5 are 150.72ton/ha/yr, 2928.29ton/ha/yr, 569.32ton/ha/yr, 536.32ton/ha/yr, and 275.65ton/ha/yr respectively. The total sediment yield is estimated at about 481.94mt/event (Table 7.3.7).

7 - 46

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

The preferred scenario is when the land is being cleared and all earthworks activities are in progress but accompanied by proper conservation measures. The value of the estimated soil loss are as follows: Zone 1 (6.03ton/ha/yr), Zone 2 (117.13ton/ha/yr), Zone 3 (22.77ton/ha/yr), Zone 4 (21.44ton/ha/yr) and Zone 5 (11.03ton/ha/yr) (Table 7.3.8). The average potential soil loss per hectare per year can be considered as low to moderately high depending on the type of soil encountered in the area. The total sediment yield is estimated at about 14.45mt/event as shown in Table 7.3.9.

Table 7.3.6. Soil Loss - Worst Case Scenario Parameter Zone 1 Zone 2 Zone 3 Zone 4 Zone 5 R 16500 16500 16500 16500 16500 K 0.0198 0.0461 0.0198 0.0251 0.0420 LS 0.4606 3.8535 1.7434 1.2921 0.3979 C 1.00 1.00 1.00 1.00 1.00 P 1.00 1.00 1.00 1.00 1.00 A (ton/ha/yr) 150.72 2928.29 569.32 536.00 275.65 Source: Consultant’s Estimation 2016 Note: Zones 2,3,4 lies in section B of the alignment.

Table 7.3.7. Sediment Yield - Worst Case Scenario Factor Total Soil Q (mt/event) Series V (m3) K LS C P (m3/s) Zone 1 0.16 565.00 0.0198 0.461 1 1 10.08 Zone2 0.25 900.00 0.0461 3.853 1 1 330.39 Zone 3 0.11 385.00 0.0198 1.743 1 1 24.80 Zone 4 0.16 562.50 0.0379 1.292 1 1 53.80 Zone 5 0.47 1687.50 0.0420 0.398 1 1 62.87 Total 481.94 Source: Consultant’s Estimation 2016

7 - 47

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Table 7.3.8. Soil Loss with Conservation Measures Parameter Zone 1 Zone 2 Zone 3 Zone 4 Zone 5 R 16500.0 16500.0 16500.0 16500.0 16500.0 K 0.0198 0.0461 0.0198 0.0251 0.0420 LS 0.461 3.853 1.743 1.292 0.398 C 0.1000 0.1000 0.1000 0.1000 0.1000 P 0.4000 0.4000 0.4000 0.4000 0.4000 A (ton/ha/yr) 6.03 117.13 22.77 21.44 11.03 Source: Consultant’s Estimation 2016

Table 7.3.9. Sediment Yield with Conservation Measures Factor Total Soil Q V (mt/event) Series K LS C P (m3/s) (m3) Zone 1 0.13 452.00 0.0198 0.461 0.1 0.4 0.31 Zone 2 0.20 720.00 0.0461 3.853 0.1 0.4 10.29 Zone 3 0.09 308.00 0.0198 1.743 0.1 0.4 0.77 Zone 4 0.13 450.00 0.0251 1.292 0.1 0.4 1.11 Zone 5 0.38 1350.00 0.0420 0.398 0.1 0.4 1.96 Total 14.45 Source: Consultant’s Estimation 2016

The results are compared with the soil loss tolerance rates soil from the Erosion Risk Map of Malaysia by the Department of Agriculture to classify the magnitude of the soil erosion impact as shown in Table 7.3.10.

Table 7.3.10. Soil Loss Tolerance Rates from Erosion Risk Map of Peninsular Malaysia

Soil Erosion Risk Class Potential Soil Loss (ton/ha/yr) Very Low <10 Low 10 - 50 Moderate High 50 - 100 High 100 - 150 Very High >150 Source: Department of Agriculture

7 - 48

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Table 7.3.11. Summary of Soil Loss and Sediment Contribution for the Overall Alignment .

Construction Stage Annual Average Sediment Yield Soil Soil Loss (ton/yr) Erosion (ton/ha/yr) Risk Class

Existing Condition 0.06 – 87.85 0.08 – 6.64 V. Low – M. High Construction (Worst Case) 150 – 2,928 24.8 – 330.4 High – V. High

Construction 6.03 – 117.13 0.31 – 10.29 V. Low - Low (With Mitigation)

The summary of the erosion risks indicate that during pre-construction, the soil loss is low ranging from 0.06 to 87.85 ton/ha/yr i.e. in the very low - moderately high risk category. During the construction stage, the soil erosion risk for each section of the alignment will be high - very high if mitigation measures are not implemented. However, this could be significantly reduced to about 6.0 to 117 ton/ha/yr (very low – low risk category) with the implementation of effective soil erosion and sediment control measures (Table 7.3.6). Substructure works such as excavation for pile caps and piers are expected to be minimal as it involves small footprint areas and mostly located at existing roads and urbanized area.

If effective mitigation measures are not implemented on site, high sediment runoffs could clog up the nearest drainage and/or river system. This will reduce the carrying capacity of the existing drainage and river system which will increase flood risk at adjacent or downstream areas. The high concentration of suspended solids will also affect the water quality of the existing receiving water bodies (Sg. Ara, Sg. Kluang) along the alignment.

7.3.5.2 Tunnel Construction

The major earthworks will be for the construction of the tunnel portals. Therefore, soil erosion and sedimentation impacts are anticipated to be high during site clearing and earthworks at the portal areas and during the construction of the access road particularly at Relau. This is also evident from the data in Table 7.3.1 – Table 7.3.6 where the values are considerably higher for Zones 2 – 4 (Section B of the alignment Figure 7.1.2). Hence effective mitigation measures must be implemented on site to prevent high sediment runoffs which could clog up the drainage and/or river system in the downslope areas which will increase flood risks at adjacent or downstream areas. The high concentration of suspended solids will also increase turbidity values in the receiving water bodies.

7 - 49

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

7.3.6 Floods

In the past, several flood events has occurred near the proposed highway alignment, in particular in Sg. Relau area and near the estuary of Sg. Kluang. The floods occurred primarily due to the inability of the drainage system to accommodate the runoff. However, the area along Sg. Kluang has since been provided with flood mitigation measures.

The design of the PIL1 Highway project could potentially affect the conveyance systems in Sg. Ara and Sg. Kluang (see Chapter 5). This potential impact has been analysed by hydraulic modelling studies and the results are discussed in Section 7.4.5.1 (Hydraulic Modelling Study). Construction of the connecting roads between the PIL1 Highway and the local roads at the Interchanges will result in increase of impervious surface areas which would increase the rate and volume of storm water runoff to downstream drainages with the potential to result in localized flooding in surrounding areas. The potential impacts are indicated below.

7.3.6.1 Construction of Viaduct/Interchange/CLQ/Support Facilities

Project Activity/Env. Condition Potential Impacts

Waste piles (Construction wastes, Scheduled o Solids enter into nearby drains and wastes, Excavated soil, Demolition wastes, waterways causing clogging and ect.) in the work sites not properly stored and reduction in drainage efficiency and protected from the elements. floods. o Pollutants in the run-off cause pollution in nearby rivers and streams.

Biomass wastes discarded into nearby water o Solids enter into nearby drains and bodies. waterways causing clogging and reduction in drainage efficiency. Floods.

Local drainage inadequate to accommodate o Spill over from the drains causing surface run-off from project work areas. localized flooding.

o Impede smooth traffic flow in the area.

Increase in impervious areas due to the o Increase in run-off may cause spill over in project development. the local drainage system and localized flooding.

Inadequate drainage in the project o Localized flood may impede traffic flow. construction site. o Damage to property in the surrounding area.

7 - 50

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

7.3.6.2 Tunnel Construction

Project Activity/Env. Condition Potential Impacts

Rockburst near a water table during tunneling o Discharge of water at high rate into the operations and poor drainage in the tunnel. tunnel space. o Inadequate drainage results in flooding inside the tunnel. o Fatality to workers

Equipment malfunction. Water pumps may fail o Potential flood occurrence in the tunnel if to operate seepage causes water to accumulate in the tunnel.

Disruption to power supply. o Equipment failure e.g. water pumps.

7.3.7 Water Quality

Soil erosion will be the main factor that will pollute the streams and rivers. However, the construction of the viaducts will cause minimum soil disturbance. Some rivers in the study area has been transformed into lined channels (Sg. Babi, Sg. Dondang and downstream Sg. Relau). Based on observations of the project sites, the main concern will be around the Kek Lok Si Temple, Relau area, Sg. Ara area and Sg. Kluang area.

Kek Lok Si – this area is a tourist area and religious center. The river (Sg. Air Itam) will flow to the Kek Lok Si area. Any pollution will create a public response almost immediately.

Relau Area – there is a small and clean stream up on the slopes. It will draw public response if pollution issue arises.

Sg. Ara and Sg. Kluang – there are many residents living along and close to the river area. Some river straightening/diversion works are anticipated. Any pollution will cause complaints from the public.

7 - 51

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

7.3.7.1 Construction of Viaduct/Interchange/CLQ/Support Facilities

Impacts to water quality can be expected due to the environmental conditions or activities performed at the work sites, the CLQ and the Support Facility sites. The potential impacts are as shown below.

Project Activity/Env. Condition Potential Impacts

Soil erosion due to earthworks. o Contaminated run-off deposited into the surrounding drains and eventually into the nearest water bodies such as Sg. Pinang, Sg. Ara and Sg. Kluang.

Bore piling activities. o The muddy waters will eventually discharge into the nearest river (e.g. Sg. Babi, Sg. Pinang, Sg. Ara, Sg. Kluang) and henceforth into the sea (Gurney area, Jelutong area, Bayan Lepas area).

Spillage of excavated and waste materials along o Pollution in adjacent drains, streams and the roads used by the construction vehicles. rivers.

Sewage and sullage discharge from the CLQ o Improper treatment of sewage will result and work site. in elevated COD, BOD and microbiological content in the waterways nearby. o Pollution in adjacent drains, streams and rivers.

Operation of maintenance yard. o Water pollution in nearby water courses due to spilled waste oils, fuels and lubricants flowing into the drainage system. Skid tank o Improper design of the Skid Tank and poor siting may cause spills. The soil in the area will become black.

Excavated stockpiled soil and rubble on-site o Contaminants and pollutants result in create contaminated run-off. water pollution and create disease vector breeding sites.

Construction of pier and viaduct in Taman o Muddy water in the rivers create Jajar unsightly conditions along the park area.

7 - 52

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

7.3.7.2 Tunnel Construction

Tunnelling operations are not anticipated to create any direct impact on surface water quality since they are not in open areas but are in the hills. However, discharges from the tunnel (due to seepage, construction of formwork, etc.) and from the portal areas may contaminate and cause pollution in the water bodies downslope of the tunnel location.

Project Activity/Env. Condition Potential Impacts

Site clearing and earthworks at the portal o Soil erosion, contaminated run-off, area, crusher area, batching plant area. sedimentation.

Preparation of access road o Soil erosion, contaminated run-off, sedimentation.

Storage of rocks, waste soil. o Contaminated run-off and pollution of water bodies downslope.

7.3.8 Noise and Vibration

Noise emissions arising from site preparation activities (such as earthworks and construction of access roads) and demolition works are expected to arise from excavators working within the project ROW and construction vehicles moving in and out of the Project site. The frequent flow of heavy vehicles and long trailers carrying construction equipment and materials to the construction site may also cause noise impacts on residents living adjacent to the Project ROW especially along heavily built-up and densely populated areas along Jln. Bagan Jermal, Jln. Gottlieb and the relatively narrow roads along Jalan Kuari (in Section A); along Jln. Dato Ismail Hashim, Jln. Tun Awang, Jln. Bayan Lepas and Jln. Permatang Damar Laut (in Section C), Jln. Air Hitam, Jln. Thean Teik, Jln. Paya Terubong and Lebuh Relau (in Section B) and in Sg. Ara and along Sg. Kluang up to the estuary.

The most significant impacts during construction would be throughout piling works, which is expected to last for 3-4 weeks in each km length of the proposed alignment. It is important for the piling operations to be carefully regulated as this activity can lead to pronounced noise and vibration impacts. Hence, low noise and vibration emitting piling systems, such as the use of bore piling should be adopted.

7 - 53

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Generally, construction activities within the project ROW is expected to impact moderately on the surrounding residential areas located within 30 m to 100 m from the center-line of the ROW. Residential and commercial areas along the proposed alignment and spur roads linked to the alignment will also be affected by these activities. A similar scenario is expected along the routes taken for waste disposal to the respective dumpsites. The noise levels emitted by typical vehicles used to transport construction equipment and materials such as trucks are 87.3 dBA, 80.9 dBA, 72.4 dBA and 66.7 dBA within 10 metres, 20 metres, 50 metres and 100 metres, respectively. The noise levels emitted by typical equipment used for earthworks and building of access roads are shown in Table 7.3.12.

Table 7.3.12. Noise Levels for Typical Equipment Used During Earthwork and Construction of Access Road

Sound Facade of Sound Pressure Level* (dBA) Equipment Power Involved 5 m 10 m 20 m 50 m 100 m Level (dBA)

Bulldozer 112 85.5 79.3 72.9 64.4 58.7 Excavator 116 89.5 83.3 76.9 68.4 62.7 Tractor 108 81.5 75.3 68.9 60.4 54.7 Grader 120 93.5 87.3 80.9 72.4 66.7

*Based on typical Malaysian climate (ambient temperature 30°, humidity 80%)

The major activity which could induce vibration impacts is when tunnel blasting operations are carried out within the Penang Hills (Section B). However, no blasting works shall be carried out in Section A and Section C and hence vibration related impacts due to blasting is not anticipated.

It must be noted that the noise and vibration generated during the construction phase is for a short term and confined to daytime hours, as earthworks and piling operations will not be carried out at night and also will be confined to different areas within the proposed alignment.

The potential noise and vibration impacts are as follows:

7 - 54

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

7.3.8.1 Construction of Viaduct/Interchange/CLQ/Support Facilities

Project Activity/Env. Condition Potential Impacts

Noise emissions from machinery and vehicles o Existing noise levels will increase and involved in demolition works (piling cause nuisance to the residents in the machinery, earth moving equipment (dozers, affected areas along the ROW for the highway. tractors), diesel generator sets and heavy vehicles.

Noise emissions from construction machinery o Existing noise levels will increase and and vehicles involved in site preparation cause nuisance to the residents along activities (e.g. earthworks, construction of Jalan Bagan Jermal, Jalan Gottlieb, Taman access roads) are expected to occur. Cantik, Taman Lintang, Emerald Heights, Oriental Garden, Setia Vista, Setia Greens, Taman Terubung, Sungai Ara, Kg Baru Sungai Ara, Bandar Sunway Tunas, Taman Gedung Heights, Taman Seri Tunas and Bandar Baru Bayan. Piling works in Section A, Section B (Figure o Major source of noise during construction 7.1.2) particularly areas of concern are typically at locations in close proximity to sensitive receptors. Noise due to traffic congestion o Absolute noise level increase may be and heavy vehicles, depending on locality and small and insignificant (1 – 3 dBA), but the prevailing traffic conditions. may result in increased annoyance associated with traffic congestion in the neighbourhood. Construction and operation of the Crusher o Existing noise levels will increase and Plant and Batching Plant. cause nuisance to the residents in the affected areas. Construction of pier and viaduct in Taman o High noise and vibration levels obstruct Jajar the public from using the park.

7.3.8.2 Tunnel Construction

Project Activity/Env. Condition Potential Impacts

Noise emissions from construction machinery o Existing noise levels will increase along and vehicles involved in site preparation the access roads leading to the tunnel activities at the access road and tunnel portal portal areas. areas (e.g. earthworks, construction of access o Cause nuisance to the residents along roads) are expected to arise. Jalan Utama, Jln Persiaran Kuari (Tunnel 1 North Portal); Jln. Air Itam, Jln Balik Pulau, Jln Paya Terubong (Tunnel 1 South

7 - 55

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

portal & Tunnel 2 North portal and South portal; Tunnel 3 North portal); Tingkat Relau, Jln Paya Terubong (Tunnel 3 South portal); Persiaran Relau, Jln Dato Ismail Hashim, Jln Paya Terubong (Tunnel 4 North and South portal). Blasting activities result in excessive vibrations o Concerns of potential structural damage. close to vibration sensitive structures.

Use of vibratory compactors (such as rollers, o Vibration induced damage to structures. jack hammer) Rock blasting activities o Fly rock induced damage to buildings.

7.3.9 Safety and Health

The Project construction stage will present many potential hazards and safety risks to the public as well as to workers involved in the construction. This is because large sections of the alignment traverses highly populated areas. Thus, road users and people living or working close to the Project work sites are exposed to accident risks.

Another risk factor is with respect to the management and housekeeping conditions at the work sites. If the work site is not properly managed and kept tidy, pools of stagnant water can develop in the work areas in addition to filling empty disused containers and drums. They form ideal places for breeding of disease vectors such as Aedes aegypti mosquito (dengue fever). Accumulated rubbish and food wastes form a suitable habitat for flies (carries germs that can cause disease e.g. food poisoning, eye infection), rats (leptospirosis) and other insects.

7.3.9.1 Construction of Viaduct/Interchange/CLQ/Support Facilities

The potential public safety and health concerns during the construction stage are as follows:

• Increase risk of injuries or fatality to public (i.e. pedestrians, passers-by, or residents near the construction site).

 Risk of damage due to fire as a result of inadequate safety measures and poor housekeeping practices from the construction team along the proposed alignment.

7 - 56

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

• Increase of accident risks associated with transportation of construction materials and machineries.

 Disease occurrence (e.g. dengue, leptospirosis) due to poor house-keeping practices.

Consequently, the Project Proponent and the contractor must take all necessary precautions to ensure safety during the construction period. Hazard identification and safety precautions must be considered at all work locations; locations that are of special concern are the high density developed areas as follows:

• Jalan Bagan Jermal and Jalan Gottlieb (school children, high pedestrian traffic, high traffic) • Jalan Air Itam, Jalan Paya Terubong (business premises, Interchange construction).  Alignment in Sg. Ara (residential premises, school, temple, business premises).  Alignment passing through Taman Jajar (public park, pedestrian traffic).  Alignment along Sg. Ara and Sg. Kluang to the LCE (squatter buildings, fishermen boats and fishermen storage premises, pedestrian traffic).

7.3.9.2 Tunnel Construction

Safety concerns during the construction of the tunnels relate mainly to tunnelling activities and transportation of construction materials and machineries. Areas of special concern are the access roads to the tunnel portals, the portal areas and routes for the transportation of construction materials, machineries and wastes. The risk of safety to public can be reduced or eliminate when the safety during the construction activity is taken care off by the construction team.

Major hazards and safety concerns that could potentially arise from the construction of the tunnels during the construction are related to the following:

 Vetilation system – Inadequate ventilation during tunnel construction can result in fatality to workers due to toxic gas exposure (from blasting operations), injury due to high dust levels, respiratory problems to workers and sensitive receptors.

 Safety plan - The safety plan describes the framework of the risk management process including project organisation, safety responsibilities and the activities required to document that the safety goals have been met.

7 - 57

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

 Risk assessment, construction risk. An overall risk assessment should be carried out in order to identify all types of risk during the construction of the tunnel. Design and construction methods should be re-evaluated for significant hazards, and risk mitigations should be considered in order to reduce risks to an acceptable level.

 Risk assessment, operational risk. An overall risk assessment should be carried out in order to identify all types of risk during operation of the tunnel. For significant hazards, detailed risk assessments should be carried out as a basis for the design decisions. This may include simulations of fire development and smoke spread as well as simulations of evacuation scenarios.

7.3.9.3 Hazard Identification

Hazard identification involves the systematic identification of hazardous events as well as the potential causes and consequences of such events. The first step in the hazard analysis is the identification of potential hazards according to the stage of the Project development viz.

• Relocation of utilities • Construction of viaduct/interchange/CLQ/Support Facilities • Construction of tunnels

The major hazards that could potentially arise from the construction are shown below.

Hazard Occurrence Possible Reasons Consequences Damaged or exposed utilities • Impact from collision • Electrocution wires/cables from relocation • Necessary work procedure • Damage to property activity. • Human error/negligence • Injury / fatality

Vehicular Accident • Speeding • Traffic congestion • Temporary closure of • Injury / fatality roads • Loss of parking space • Road diversion • Human error/negligence • Soil/sand on road • Loading and unloading of construction material

Flooding of the • Burst water pipe • Health impacts e.g. dengue

7 - 58

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

construction area. • Blockage of existing • Flash floods sewer pipes and drainages • Damage to work structures or • Human error foundation • Collapse of retaining walls or slopes • Loss or damage of construction material • Injury due to slipperiness, falling into ditches

Occupational & • Working within enclosed • Injury / illness / fatality to Safety hazard. areas (eg.sewer) workers on site and the • Heavy Machinery public. • Malfunction of machinery • Dropped objects • Loading/ unloading of construction material • Working at heights Disease occurrence • Poor house-keeping. • Dengue/Leptospirosis

Therefore, the Project Proponent and the contractor should identify all possible hazards associated with the project construction activities and must take all necessary precautions to ensure safety during the construction period.

7.3.10 Heritage

Based on the Heritage Impact Assessment Report, July 2016, no heritage structure was identified in the proposed corridor alignment for the PIL1 highway.

7.3.11 Flora & Fauna

The potential impacts on the biological environment in the PIL1 Project will manifest mainly in Section B of the proposed highway alignment. In terms of conservation status, none of the flora species recorded in the study area were high in conservation value (Chapter 6, Section 6.3.1.1). Nonetheless, their ecological function and services should be acknowledged in maintaining ecosystem balance. No mitigation measures are recommended.

Approx. 62 species of protected birds, 22 protected reptiles species and 3 protected amphibian species has been recorded in the area, amongst others, based on direct

7 - 59

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

observations and on the presence of suitable habitats. Direct and indirect impacts could occur to these species. However, bird species are very mobile and will be able to avoid the disturbed environment in the project areas (tunnel portal sites) during the construction phase. The clearing for the portal areas will be minimal (1,000 – 10,000 m2; Table 7.3.1). Slower moving reptiles and amphibians would need time to move away from the project sites. However, there are no large mammal species in this area.

7.4 DETAILED EXAMINATION OF IMPACTS

Arising from the initial appraisal, a detailed evaluation of potential environmental impacts was carried out for some specific parameters. It involved determining which Project activities have the potential to change the equilibrium status of some identified environmental components in the study area. For this assessment, analytical models have been used to measure the Project’s capability to significantly change the equilibrium, or baseline quality, of environmental components (e.g. the air quality in the study area, the ambient noise levels, flood occurrence.) in the areas adjacent to the Project corridor. Modelling studies or a more comprehensive assessment were therefore performed for some specific sectors / environmental aspects (noise, air, traffic, hydrology). The analyses are presented below.

7.4.1 Noise

Most locations in Section A and Section C can be considered as urban areas with a high environmental noise climate where the limit is 65 dB (A) or 55 dB(A) for noise sensitive areas or (L90 + 10), whichever higher (as applicable).

Noise modeling was performed following the International Electro-technical Commissioning (IEC) specifications. The noise propagation was simulated using SoundPLAN software.

The noise modelling studies used a simulated speed of 80 km/h and a given predicted traffic volume. It was found that the noise levels generated in the proposed alignment can exceed 70 dB(A) at 20 m from the new highway boundary. Residents in multi-storey houses, apartments and condominiums near the PIL 1 Highway alignment would be the most affected since they will receive direct noise from the traffic on the highway. Even at ground floor level, the existing noise levels would increase slightly (approximately 1 dB(A)) due to reflection of the traffic noise via road slabs on the elevated highway.

7 - 60

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

As the traffic volume reduces during the night, the limit 60 dB(A), 50 dB(A) for noise sensitive areas or (L90 + 5), whichever higher, would be applicable. Table 7.4.1 shows the prediction of noise levels during the operations stage at selected noise monitoring stations during peak hour for morning and evening traffic based on the traffic data provided by the Project Proponent. The noise contours during the operations stage for future scenarios are depicted in Figure 7.4.1 to Figure 7.4.11.

As a consequence, most areas located within 20-50 m from the PIL 1 Highway alignment will experience noise levels above the stipulated regulatory limits. It is to be noted that the existing noise level at some locations are already above the regulatory noise level limits (Chapter 6: Table 6.1.19).

Table 7.4.1. Prediction of Noise Levels During the Operations Stage During Peak Hour for Morning and Evening Traffic

Predicted Noise Level Predicted Noise Level Noise Noise L , L L L Monitoring eq eq Monitoring eq eq Peak AM Peak PM Peak AM Peak PM Station Station dB(A) dB(A) dB(A) dB(A) N1 74.6 75.8 N27 67.7 67.6 N2 76.9 78.3 N28 65.7 65.6 N3 77.8 79.1 N29 77.1 77 N4 78.1 79.3 N30 81.4 81.4 N5 78 79.3 N31 71.5 71.5 N6 72.5 73.7 N32 79.7 79.5 N7 77.2 78.6 N33 78.8 78.8 N8 79 80.4 N34 81.8 81.6 N9 72 73.3 N35 75.8 75.8 N10 77.8 79.1 N36 80 79.8 N11 68.5 69.5 N37 81.2 82.6 N12 69.7 68.5 N38 73.8 74.8 N13 67.8 64.4 N39 65.2 66.4 N14 72.9 73.1 N40 67.7 68.9 N15 72.8 72.5 N41 80.4 81.8 N16 73.4 73.4 N42 80.2 81.6 N17 75 75.3 N43 73.2 74.3 N18 68.3 68.5 N44 65.4 66.6 N19 72.8 73 N45 80 81.3 N20 64 64.2 N46 74 75.3

7 - 61

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

N21 72 72.2 N47 75.1 76.4 N22 74 74.2 N48 70.9 71.9

Figure 7.4.1. Predicted Noise Contours Along Jalan Bagan Jermal During the Operations Stage

Figure 7.4.2. Predicted Noise Contours Along Jalan Gottlieb During the Operations Stage

7 - 62

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.3. Predicted Noise Contours at Taman Cantik During the Operations Stage.

Figure 7.4.4. Predicted Noise Contours at Taman Lintang During the Operations Stage

7 - 63

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.5. Predicted Noise Contours at Emerald Heights During the Operations Stage

Figure 7.4.6. Predicted Noise Contours at Oriental Garden And Paya Terubong During the Operations Stage

7 - 64

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.7. Predicted Noise Contours at Setia Vista During the Operations Stage

Figure 7.4.8. Predicted Noise Contours at Setia Green During the Operations Stage

7 - 65

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.9. Predicted Noise Contours at Kg. Manggis, Kg. Sg. Ara and Kg. Tersusun Sg. Ara During the Operations Stage

Figure 7.4.10. Predicted Noise Contours at Taman Gedung Heights, Bandar Bayan Baru and The Industrial Zone During the Operations Stage

7 - 66

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.11. Predicted Noise Contours at The Industrial Zone Near the LCE During The Operations Stage

7.4.2 Vibration

The calculation of the vibration threshold level for human perception was carried out using the method described in BS 6472: 1992. The relationship between the estimated vibration dose value and the r.m.s. value of the acceleration in mm/s/s is given by the following equation :

eVDV  1.4a4 t where eVDV is the estimated vibration dose value (m/s1.75), a is the r.m.s. value of acceleration (m/s/s), and t is the total duration of vibration exposure (s).

The VDV value that may be expected in residential buildings in correlation with various degrees of adverse comments is summarized in Table 7.4. 2.

7 - 67

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Table 7.4.2. Vibration Dose Value above which Various Degrees of Adverse Comment may be expected in Residential Building (BS 6472: 1992)

Place: Low probability of Adverse Adverse comment Residential adverse comment comment probable buildings possible

18h day 0.2 - 0.4 0.4 - 0.8 0.8 - 1.6

8h night 0.13 0.26 0.51

Using both, equations and values in Table 7.4. 2, the threshold level of human perception in terms of acceleration and particle velocity at any residential building situated next to the proposed highway alignment can be predicted.

It is anticipated that ground-borne vibrations resulting from the highway traffic is extremely unlikely to cause damage to buildings. It is possible that ground-borne vibrations can cause disturbance to residents where the sub-grade is soft, the road surface is uneven and/or when dwellings are within a few metres of the carriageway.

Due to the soil damping capability and vibration frequency as well as other obstructions including storm drains, retaining walls and the road surface, it is expected that the ground borne vibrations will be attenuated significantly. Hence one can expect that the resonance effects will be reduced to the minimum. The potential for inducing adverse human response and annoyance would not occur.

7.4.3 Air Quality – Potential Impacts : Operations Phase

The ambient air quality monitoring data showed that the air quality in the study area are well within the Malaysian Ambient Air Quality Standards 2013 (MAAQS 2013).

The impacts on air quality during the operations phase will be mainly due to vehicular emissions (airborne particulates such as particles from diesel fuel combustions, materials produced by tyre, brake and road wear, and dust, and gaseous emissions such as carbon monoxide (CO) and nitrogen dioxide (NO2)).

7 - 68

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

The air quality assessment for traffic emissions for the PIL 1 Project was predicted using the CALINE4 Air Quality Modeling Tool. The model was used to predict the air concentrations of particulate matter with size less than 2.5 micron (PM2.5), CO and NO2. These pollutants are three (3) of the main criteria pollutants generated from traffic emissions.

CALINE4 Air Quality Model

CALINE4 is a line source air quality model developed by the California Department of Transportation (CALTRANS) which is based on the Gaussian diffusion equation and employs a mixing zone concept to characterize pollutant dispersion over the roadway. The purpose of the model is to assess air quality impacts near transportation facilities. Given source strength, meteorology and site geometry, the model can predict pollutant concentrations for receptors located within 500 meters of the roadway. In addition to predicting concentrations of relatively inert pollutants such as CO, the model can predict NO2 and suspended particle concentrations.

The model can also be used to model multiple sources and receptors, curved alignments, or roadway segments with varying emission factors. CALROAD ViewTM (Version 6.2.6) developed by Lakes Environmental Software was utilized for this assessment. This graphical user interface (GUI) contains three traffic air dispersions model namely CALINE4 model, US EPA CAL3QHC model and USEPA CAL3QHCR model.

Emission Rate

The composite emission factors for PM2.5, CO and NO2 used in this assessment were adapted from the Ministry for the Environment, New Zealand entitled “Good Practice Guide for Assessing Discharges to Air from Land Transport (June 2008)”. For this assessment, the central urban was chosen from road type category with free-flow condition for type of congestion level.

For free-flow condition, the composite factors adopted were 7.15 g/km for CO, 2.07 g/km for NOx and 0.17 g/km for Particulate.

In this assessment, NO2 is assumed to be conservatively 100% of NOx and PM2.5 is conservatively assumed as 100% Particulate.

7 - 69

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Data Input

The traffic data for the simulations was gathered from the Traffic Impact Assessment (TIA) study. Localized scale simulations were carried out for this study - divided into six (6) sections and renamed accordingly by section as shown in the following table.

Table 7.4.3: Description of the Section Considered in the Simulation Section Description of Area/Interchange 1 Gurney Interchange - Utama Interchange 2 Paya Terubong Interchange - Relau Interchange No 1 3 Paya Terubong Interchange - Relau Interchange No 2 4 Relau Interchange 5 Relau Interchange - Awang Interchange 6 Awang Interchange - LCE Interchange

Table 7.4.4 shows the summary of the CALINE4 input data adopted for this assessment.

Table 7.4.4: Summary of CALINE4 Input Data No. Parameter Unit Value 1 Wind speed m/s (Minimum wind speed assumed) F Atmospheric stability class - (Stable atmospheric condition) 1,000 Mixing height m (Default value) Wind directions  Worst-case Wind Angle# Average ambient temperature C 27.4@ Note: #Worst-case Wind Angle (1-hour average) – The model calculates 1-hour average pollutant concentrations at each receptor. Wind directions that produce the highest concentrations at each receptor are automatically calculated by the model. @Based on average ambient surface temperature recorded at Bayan Lepas Malaysian Meteorological Department (MMD) Station

For this assessment, the background level of PM2.5, CO and NO2 is assumed to be null and no chemical transformation of the emitted NO2 to NO (Nitrogen Oxide) and Ozone (O3) occurs. Hence, the pollutants are assumed to be inert pollutants.

7 - 70

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

The urban surface roughness length was chosen for this assessment. Surface roughness length is a measure of the amount of local air turbulence that affects the spread of the plume.

A Cartesian grid receptor system was chosen and centred at each intersection modelled with an interval of 50 m of each axis for the localized scale. The terrain for the study area was assumed to be flat.

Simulated Scenarios

For this assessment, the scenarios simulated are as follows:

Free-flow Condition

This scenario is simulated to demonstrate the traffic emission contribution without any congestion to the projected 2030 peak hours traffic volume which represents the most probable scenario for the Project.

Assessment Criteria

The results of the predicted 1-hour concentration for CO and NO2 were compared against the Malaysian Ambient Air Quality Standards 2013 (MAAQS 2013) for 2020 as further discussed in the following section. For the purpose of comparison against the MAAQS 2013, the predicted 1-hour concentration for PM2.5 is conservatively converted to 24-hours concentration by adopting the multiplying factor of 0.15 as recommended in the SCREEN3 air quality model multiplying factor for area source (Colorado Department of Public Health and Environment (2005). SCREEN3 Stationary Source Modeling Guidance.)

Results

The summary of the maximum concentration for the modelled air pollutants is tabulated in

Table 7.4.5 and the predicted 1-hour averaging time iso-contours for PM2.5, CO and NO2 are shown in Figure 7.4.12 to Figure 7.4.47 respectively.

7 - 71

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Particulate as PM2.5

The predicted maximum concentrations for 1-hour range from 37.9 µg/m3 to 51.3 µg/m3 during the morning peak hour and from 39.8 µg/m3 to 47.2 µg/m3 during the evening peak hour.

For the purposes of comparison with the prescribed limit of the MAAQS 2013 (2020) at 35 µg/m3, the predicted 1-hour concentrations were converted to 24-hours averaging time. The converted 24-hours averaging time concentrations range from about 5.685 µg/m3 to about 7.7 µg/m3 (morning peak) and from about 5.97 µg/m3 to about 7.1 µg/m3 (evening peak).

Carbon Monoxide as CO

The predicted maximum concentrations for 1-hour averaging time range from 1.4 ppm to 1.9 ppm during the morning peak hour and 1.45 ppm to 1.7 ppm during the evening peak hour.

The predicted concentrations are within the prescribed limit of 30 mg/m3 or about 25.71 ppm of the MAAQS 2013 (2020).

Nitrogen Dioxide as NO2

The predicted maximum concentrations for 1-hour averaging time range from 0.02 ppm to 0.03 ppm during the morning peak hour and 0.02 ppm during the evening peak hour. The predicted concentration are within the prescribed limit of 280 µg/m3 or about 0.15 ppm of the MAAQS 2013 (2020).

Discussion

From the simulations, the predicted concentrations of PM2.5, NO2 and CO are within the MAAQS 2013 (2020).

The Malaysian government under the Ministry of Energy, Green Technology and Water had developed the Electric Vehicle Roadmap for Malaysia (2011) as part of Malaysia’s voluntary pledge to reduce its carbon emissions by up to 40 percent by the year 2020 compared to the 2005 levels.

7 - 72

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

GreenTech Malaysia is supporting this pledge by working with private sector to develop a Roadmap that aims to encourage Malaysia’s transportation sector to achieve a 10% market share for EVs and hybrids, including deploying 2,000 electric busses by 2020.

Hence, with the adoption of the Electric Vehicles and Hybrid Vehicles for both, private and public transportation in the future, it is anticipated that the predicted concentrations of the traffic emissions for this Project would be further reduced. Moreover, the availability of better fuel quality such as Euro 4 and Euro 5 in Malaysia will result in lesser emissions from vehicular combustions.

7 - 73

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Table 7.4.5. Summary of Predicted Maximum Concentration for Modelled Air Pollutants

Maximum Maximum Concentration During Concentration During *MAAQS Baseline AM Peak Hour PM Peak Hour Parameter Scenario Figure Area/Interchange 2013 Range (µg/m3) (µg/m3) (2020) Predicted Converted Predicted Converted 1-hour 24-hours 1-hour 24-hours 7.2.12- Gurney Interchange - Utama 37.9 5.68 39.8 5.97 7.2.13 Interchange

7.2.14- PayaTerubong Interchange - 46.7 7.005 48.9 7.335 7.2.15 Relau Interchange No 1 35 7.2.16- PayaTerubong Interchange - 40.30 6.045 40.70 6.105 Particulate µg/m3 26-39 Free-flow 7.2.17 Relau Interchange No 2 Matters as (24-hours µg/m3 Condition 7.2.18- 44.1 6.6 44.3 6.6 PM averaging 2.5 7.2.19 Relau Interchange time) 7.2.20- Relau Interchange - Awang 50.0 7.5 44.5 6.7 7.2.21 Interchange 7.2.22- Awang Interchange - LCE 51.3 7.7 46.5 7.0 7.2.23 Interchange Note: Converted 24-hours averaging time is based on SCREEN3’s area source multiplying factor of 0.15 *MAAQS 2013 = Malaysian Ambient Air Quality Standards 2013 Bold indicates exceedance against MAAQS 2013 for 2020 Standard

7 - 74

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Maximum Predicted 1- Maximum Predicted 1- Baseline hour Concentration hour Concentration *MAAQS Parameter Scenario Figure Area/Interchange Range During AM Peak Hour During PM Peak Hour (2020) (ppm) (ppm) 7.2.24- 1.4 1.5 7.2.25 Gurney Interchange - Utama Interchange 7.2.26- PayaTerubong Interchange - Relau 1.7 1.8 7.2.27 Interchange No 1 30 mg/m3 7.2.28- PayaTerubong Interchange - Relau 1.5 1.54 (~25.71 Carbon No Free-flow 7.2.29 Interchange No 2 ppm) Monoxide detection Condition 7.2.30- 1.6 1.6 (1-hour as CO (<1 ppm) 7.2.31 Relau Interchange averaging 7.2.32- 1.9 1.6 time) 7.2.33 Relau Interchange - Awang Interchange 7.2.34- 1.9 1.7 7.2.35 Awang Interchange - LCE Interchange 7.2.36- 0.02 0.02 7.2.37 Gurney Interchange - Utama Interchange 7.2.38- PayaTerubong Interchange - Relau 0.02 0.02 7.2.39 Interchange No 1 280 µg/m3 No 7.2.40- PayaTerubong Interchange - Relau 0.02 0.02 (~0.15 Nitrogen detection Free-flow 7.2.41 Interchange No 2 ppm) Dioxide as (<2 Condition 7.2.42- 0.02 0.02 (1-hour NO 2 µg/m3) 7.2.43 Relau Interchange averaging 7.2.44- 0.02 0.02 time) 7.2.45 Relau Interchange - Awang Interchange 7.2.46- 0.03 0.02 7.2.47 Awang Interchange - LCE Interchange Note:*MAAQS 2013 = Malaysian Ambient Air Quality Standards 2013 Bold indicates exceedance against MAAQS 2013 for 2020 Standard

7 - 75

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.12. Gurney Interchange - Utama Interchange - AM Peak PM2.5 1 hour

7 - 76

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.13. Gurney Interchange - Utama Interchange - PM Peak PM2.5 1 hour

7 - 77

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.14. PayaTerubong Interchange - Relau Interchange No 1 - AM Peak PM2.5 1 hour

7 - 78

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.15. Paya Terubong Interchange - Relau Interchange No 1 - PM Peak PM2.5 1 hour

7 - 79

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.16. Paya Terubong Interchange - Relau Interchange No 2 - AM Peak PM2.5 1 hour

7 - 80

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.17. PayaTerubong Interchange - Relau Interchange No 2 - PM Peak PM2.5 1 hour

7 - 81

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.18. Relau Interchange - AM Peak PM2.5 1 hour

7 - 82

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.19. Relau Interchange - PM Peak PM2.5 1 hour

7 - 83

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.20. Relau Interchange - Awang Interchange AM Peak PM2.5 1 hour

7 - 84

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.21. Relau Interchange - Awang Interchange - PM Peak PM2.5 1 hour

7 - 85

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.22. Awang Interchange - LCE Interchange AM Peak PM2.5 1 hour

7 - 86

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.23. Awang Interchange - LCE Interchange - PM Peak PM2.5 1 hour

7 - 87

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.24. Gurney Interchange - Utama Interchange - AM Peak CO 1 hour

7 - 88

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.25. Gurney Interchange - Utama Interchange - PM Peak CO 1 hour

7 - 89

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.26. Paya Terubong Interchange - Relau Interchange No 1 - AM Peak CO 1 hour

7 - 90

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.27. Paya Terubong Interchange - Relau Interchange No 1 - PM Peak CO 1 hour

7 - 91

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.28. Paya Terubong Interchange - Relau Interchange No 2 - AM Peak CO 1 hour

7 - 92

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.29. Paya Terubong Interchange - Relau Interchange No 2 - PM Peak CO 1 hour

7 - 93

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.30. Relau Interchange - AM Peak CO 1 hour

7 - 94

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.31 Relau Interchange - PM Peak CO 1 hour

7 - 95

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.32. Relau Interchange - Awang Interchange - AM Peak CO 1 hour

7 - 96

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.33. Relau Interchange - Awang Interchange - PM Peak CO 1 hour

7 - 97

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.2.44. Awang Interchange - LCE Interchange - AM Peak CO 1 hour

7 - 98

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.35. Awang Interchange - LCE Interchange - PM Peak CO 1 hour

7 - 99

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.36. Gurney Interchange - Utama Interchange - AM Peak NO2 1 hour

7 - 100

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.37. Gurney Interchange - Utama Interchange - PM Peak NO2 1 hour

7 - 101

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.38. Paya Terubong Interchange - Relau Interchange No 1 - AM Peak NO2 1 hour

7 - 102

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.39. Paya Terubong Interchange - Relau Interchange No 1 - PM Peak NO2 1 hour

7 - 103

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.40. Paya Terubong Interchange - Relau Interchange No 2 - AM Peak NO2 1 hour

7 - 104

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.41. Paya Terubong Interchange - Relau Interchange No 2 - PM Peak NO2 1 hour

7 - 105

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.42. Relau Interchange - AM Peak O2 1 hour

7 - 106

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.43 Relau Interchange - PM Peak NO2 1 hour

7 - 107

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.44. Relau Interchange - Awang Interchange - AM Peak NO2 1 hour

7 - 108

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.45. Relau Interchange - Awang Interchange - PM Peak NO2 1 hour

7 - 109

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.46. Awang Interchange - LCE Interchange - AM Peak NO2 1 hour

7 - 110

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.47. Awang Interchange - LCE Interchange - PM Peak NO2 1 hour

7 - 111

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

7.4.4 Traffic Impacts During Operations Stage

Impacts due to road traffic may occur as an annoyance problem (interference with communication and sleep disturbance, physiological effects), safety concern, traffic jam consequences (increased driver fatigue, decreased mood or wellbeing and deterioration in performance), public complaints, greenhouse gas emissions, economic costs of road congestions/gridlocks, etc. They may potentially occur during the construction and operation of the PIL1 Project. The specific concerns are as follows: a. Jalan Bagan Jermal and Jalan Gottlieb

Sensitive areas along Jalan Bagan Jermal are near SJK (C) Phor Tay and Phor Tay Institution and Kindergarten. Access to SJK (T) Azad is also located on Jalan Bagan Jermal. The construction corridor is about 350 meters away from the school.

The sensitive area along Jalan Gottlieb is the Penang Chinese Girls High School. In front of the school is a 5 lane road with the east direction having 3 lanes.

b. Air Itam, Paya Terubong, Relau and Sg. Ara

The principal sensitive receptors are people living close to the proposed Project corridor on the hill slopes in Air Itam, Paya Terubong and Relau and also residents in Taman Sg. Ara. There are also major tourist destinations in the area such as the Kek Lok Si Temple and the Penang Hill Funicular Rail. The narrow roads are invariably filled with traffic including tourist buses. The Project construction activities will add more traffic on the roads leading to the project sites; some roads may be temporarily closed or traffic diverted to alternative routes. This may result in traffic congestions, air and noise pollution, annoyance and inconvenience to the public especially during peak hours. c. Material Transport Routes from the Project Work Sites

The critical period during preparation of the tunnels is during rock blasting.

7 - 112

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Tunnel 1 (Northern Portal) near Youth Park

The northern portal of Tunnel 1 is located near Taman Perbandaran. The proposed stockpile area is located on the eastern side of Jalan Utama between Jalan Macalister and Jalan Nunn. Construction vehicles will enter the work site from the north along Persiaran Kuari and later to Jalan Utama and the stockpile area.

Tunnel 1 (Southern Portal) near Air Hitam

The south portal of Tunnel 1 is located near Taman Cantik in Ayer Hitam and the stockpile area is located near the Bat Cave Temple. Transportation of rock blast material is within the site through a temporary access. A temporary steel bridge will be built to cross the existing stream. Access to the public road is through Jalan Ceri that links to Jalan Bukit Bendera.

Tunnel 2 (Northern Portal) near Kek Lok Si Columbarium

The northern portal of Tunnel 2 is located at the end of the Kek Lok Si Columbarium. Transportation of rock blast materials will be within the site. Access to the site is from Jalan Balik Pulau through the Columbarium parking lots.

Tunnel 2 (Southern Portal) and Tunnel 3 (Northern Portal) near Oriental Garden

Transportation of rock blasts at Tunnel 2 south Portal and Tunnel 3 northern portal to the temporary stockpile is mainly through the temporary access road in the corridor. The location of the stockpile area is the one at the norther portal of Tunnel 3. Temporary access to the stockpile area is to be provided to avoid construction vehicles from using the local residential roads. It is anticipated that the activities in the temporary stockpile area will not create any impacts to Jalan Paya Terubung.

Tunnel 3 (Southern Portal) and Tunnel 4 (Northern Portal) near Setia Vista

The temporary stockpile for these two portals is near Tunnel 3 south portal. Temporary access is via from Jalan Paya Terubung in Relau through the existing Setia Vista access i.e Lebuh Relau. It is expected that only staff vehicles will use this access route during the morning and evening peak hours and will not result in adverse traffic impacts to this road.

7 - 113

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Tunnel 4 (Southern Portal) near Sungai Ara

The temporary stockpile for Tunnel 4 (southern portal) is located at the proposed alignment near Jalan Sungai Ara 1 close to Apartment Taman Sungai Ara. Access to this portal is through the PIL 1 alignment. A new road is proposed for residents to go to Jalan Sungai Ara 1 as the existing access will be closed for the construction. d. Traffic Congestion

As discussed earlier, traffic entering and leaving the city centre are heavy especially during the morning and evening peak hours. Traffic congestions occur at almost all road networks leading to the city centre viz. Penang Bridge, Tun Dr Lim Chong Eu Expressway, Jalan Sultan Azlan Shah , Jalan Masjid Negeri, Jalan Ayer Itam, Jalan Paya Terubong, Thean Teik Highway, Jalan Kelawai and Jalan Burma.

A traffic impact study was subsequently carried out to determine the effect of constructing the proposed PIL1 Highway on the traffic volume on some road segments in Penang Island for year 2030 and 2040, taking into account the PSR developments in the State. The results indicate that the PIL1 Highway will absorb some of this traffic, especially those having their origin and destination in the vicinity of the PIL Highway area. Nonetheless, this would increase the traffic volume in the vicinity of the PIL 1 interchanges. Therefore some improvements will need to be carried out for some roads and junctions that are linked to the new highway in the project area. The recommendations are discussed in Chapter 8 of this report.

Future Traffic Impact

For future traffic impact assessment, the study summarised 3 scenarios as follows: 1. Do Minimum (DM) - Future Year 2030 Without PIL 1

This scenario includes all proposed external transport infrastructure committed by the Council, State, Federal Governments and other big developers within Penang Island as listed below:

 Penang Third Crossing (Undersea Tunnel)  George Town Inner Ring Road

7 - 114

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

 George Town Outer Bypass  North Coast Pair Road  Gurney Expressway  Connection link between NCPR & Gurney Expressway  Ayer Itam (Paya Terubong) Pair Road  Tun Dr. Lim Chong Eu Elevated – road improvements including changes to at-grade junctions  Jalan Teluk Kumbar - general road widening  Jalan Permatang Damar Laut – road improvements incl flyover  Tun Dr. Lim Chong Eu Expressway / Jalan Magazine – road improvements including flyover, U-turns, one-way system  The Lights – new roads and ramp connectors  Jalan Zoo / Jalan Pisang (Ayer Itam) – road improvements  Jalan Bukit Gambir / Jalan Tun Dr. Awang – junction improvements including directional ramp  FIZ – Hilir Sungai Kluang 4 – contraflow access system  Jalan Bayan Lepas / Jalan Teluk Kumbar / Jalan Permatang Damar Laut – junction improvements including flyover  Jalan Sultan Azlan Shah – road improvements  Jalan Kampung Batak – road improvements  Jalan Sultan Azlan Shah – junction improvements (grade-separated junction) at Batu Uban

2. Do Something 01 (DS01) - Future Year 2030 With PIL 1

This scenario includes all proposed external transport infrastructure committed by the Council, State, and Federal Governments listed above. The additional infrastructure is PIL 1.

3. Do Something 04 (DS04) - Future Year 2030 With PSR Development, PIL 1, PIL 2, JTDA Link, and PIL 2A & Public Transport

This scenario includes all proposed internal and external transport infrastructure outlined below including PIL 1 and the proposed PSR development with related connections (PIL 2, JTDA Link, and PIL 2A). This scenario includes all proposed external transport infrastructure

7 - 115

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

committed by the Council, State, and Federal Governments and other key developments within the study area outlined above.

In addition, the DS04 scenario also include the proposed external public transport infrastructures as listed below:  Bayan Lepas LRT  George Town – Butterworth LRT  Ayer Itam Monorail  Tanjung Tokong Monorail  Feeder bus system  Sky Cab  Improved Ferry Services (Catamaran)  Raja Uda-Bukit Mertajam Monorail and BRT Extension  Permatang Tinggi–Batu Kawan BRT and Extension

Through these 3 scenarios, this study has summarized it into two main capacity performance analyses that were undertaken for the future year scenarios, which are:

 Network Performance The Network Performance study was based on the future model year’s average highway speed of the network in both, Penang Island and Mainland. The network analysis was carried out based on a Do Minimum (DM) without PIL 1 and Do Something 1 with PIL 1 (DS01) scenarios. The results are discussed in Chapter 8.

 Junction and Interchange Performance The junction and interchange analysis was performed based on Do Something 4 with PSR and all proposed highway and public transport infrastructures (DS04) scenario based on the planned configuration and junction control, i.e signalized, stop control or priority junctions.

 Capture Rate of PIL 1 Another analysis performed in the traffic study is Capture Rate Analysis. The analysis was carried out by having 3 screen lines namely SL 1, SL 2 and SL 3 in between LCE and PIL 1 as shown in Figure 7.4.48

7 - 116

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.48. Three Major East-West Screen Lines in the Study Area

7 - 117

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

7.4.5 Hydrology

From the south portal of Tunnel 4, the viaduct traverses through Sg. Ara and Taman Jajar and runs along the banks of Sg. Ara and Sg. Kluang until it reaches the proposed Interchange with the Tun Dr. Lim Chong Eu Expressway (LCE). In this section, some of the piers for the viaduct sits on the bank or river reserve of Sg. Ara and Sg. Kluang. Three (3) piers are located in the Sg. Kluang conveyance at the estuary. The viaduct piers that are located in the river reserve are mostly from chainage CH 15000 to CH 18000 (Figure 7.4.49(a)).; the 3 piers located within the river conveyance of Sg. Kluang are at the estuary (Figure 7.4.49(b)). The tidal influence for Sg. Kluang could travel about 1 km upstream from the estuary. In addition, 12 piers are located in the sea at the estuary to support the ramps connecting the PIL1 Highway with the LCE.

The concern is that when some of the viaduct piers encroach into the river conveyance (Sg. Ara and Sg. Kluang), it could affect the river conveyance capacity which could potentially cause flooding in the area. The location of the piers, together with debris which could accumulate alongside them during high flows, could result in back flow and overflowing resulting in flash flood. Subsequently, this could trigger the on-set of traffic disruption in the affected area. The land clearing and earthworks for the construction of the viaduct piers may also expose bare soil to erosion. The increase in sedimentation rate may not only reduce river conveyance capacity but also may damage the habitat for aquatic populations.

Another concern with respect to the location of the piers on the river reserve is accessability for river maintenance works. The JPS requires a minimum of 6 m clearance (pier and river) for access (of machinery) for river maintenance works.

Following these concerns, a Hydraulic Modelling study was performed to determine the effects of the pier locations in the river reserve and river conveyance system.

The complete Hydraulic Modelling study report is presented in Appendix 4. The following paragraphs summarize the results of the study.

7 - 118

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.49(a). PIL1 Alignment along Sg. Ara (near Awang IC)

Figure 7.4.49(b). PIL1 Alignment along Sg. Kluang (at the estuary)

7 - 119

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

7.4.5.1 Hydraulic Modelling Study

Impact of the Proposed Penang Island Link (PIL1) Project to Surface Hydrology

1.0 Introduction

The proposed Pan Island Link highway project (PIL1) is part of the Penang Integrated Transport Network Plan. The length of the PIL1 highway is about 19.5km, where 10.1 km comprise tunnels, 7.6 km viaducts and a 1.8 km embankment. The proposed 7.6 km viaduct and 1.8 km embankment will be built above the existing main roads, hill terrain and river banks. As per discussions with JPS, the main concern by JPS is when the viaduct piers encroach the river conveyance (Sg. Kluang and Sg. Ara) and its maintenance reserve. The construction of the viaduct piers within the river conveyance may affect the conveyance capacity of the river and result in flash floods in an area that is not normally associated with flash flood. Moreover, it may also cause sedimentation and accumulation of rubbish at the piers and restrict the movement of boats along the river. The reduction of channel conveyance capacities and flow obstruction could cause back flow to the upstream area particularly during high tide. The potential for flash flood could be heightened due to effect of tidal flow especially when the piers are located in Sg. Kluang near the estuary. A hydraulic modelling study was carried out to understand the impacts of the PIL1 Project to the hydraulic behavior of Sg Ara and Sg Kluang. This study requires general hydrologic data such as rainfall, stream flow and evaporation data and viaduct pier characteristics. It also depends on the catchment and channel characteristics. However, each study might require different spatial and temporal data resolutions.

1.1 Study Objectives

The objectives of the study are:

(a) To determine the impacts of the PIL1 highway construction on the hydraulic conditions in Sg. Ara and Sg Kluang.

(b) To recommend appropriate mitigation measures to prevent any adverse impacts.

7 - 120

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

1.1.1 Scope of Works (Flood Impact)

The scope of work for the study are as follows:

(a) Collate and review available data and information on flooding and drainage problems encountered in the Study Area and collect additional data where necessary. (b) Define the existing drainage system in the Study Area and identify its inadequacies, constraints and potentials. (c) Carry out hydrological and hydraulic analyses using appropriate methods and procedures. (d) Evaluate the potential for occurrence of floods in the Study Area due to the proposed development. (e) Propose feasible structural and non-structural measures for alleviating the flooding problems in the Study Area.

1.1.2 Methodology

1.1.2.1 Methodology of the Study

The HEC-HMS and HEC-RAS model was used to analyze the hydrologic and hydraulic behavior of the catchment characteristics and to simulate the impact of the PIL1 Project to potential flooding in the project area. The calibrated model was used to predict the flow hydrograph at the outlet of the catchment. The project design was simulated and evaluated to determine the impacts. Subsequently, appropriate mitigation measures are proposed for significant impacts.

1.1.2.2 Hydrologic Modeling

The purpose of hydrologic modeling is to estimate the flow hydrograph from the tributaries in the catchment for various ARI’s. The estimated flow hydrograph serves as an input to the hydraulic modeling of the study area. The hydrologic model in HEC-HMS is available ad can be downloaded from the US Army Corps website. There are plenty of options available in this module for calculating catchment losses, transformation of excess rainfall and base flow estimation. The options for estimating hydrologic losses include the Initial Constant Loss Method, and Horton, Philips and Green & Ampt Method. The options for rainfall excess transformation includes the kinematic wave U – H methods and Non-Linear Reservoir method. The synthetic U-H and quasi U-H method that are

7 - 121

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

available includes Snyder, Clark Time Area, SCS and Santa Barbara U-H. These empirical conceptual or mathematical models have coefficients or parameters that need to be verified or quantified. Most of these parameters/coefficients are not measurable at the site. The hydrologic and hydraulic model parameters were calibrated prior to its’ application for simulation of future scenarios. The purpose of calibration and validation of model parameters is to ensure the accuracy and reliability of the flow estimation for existing and future conditions of the study area. If there is no gauged stream flow station in the study area, other prediction methods has to be employed to ensure the reliability of the simulated results. The method includes using calibrated parameters from nearby gauged catchment. The calibrated parameters will be extrapolated to the ungauged catchment in the study area, which is in the same river basin of the gaged catchment. The results obtained will be compared with other empirical methods such as HP 4, 5 and 11. The calibrated model parameters were used to simulate future land use flow hydrographs.

For the purpose of modeling, the catchment was divided into several sub-catchments. These sub- catchments are represented as nodes in HEC-HMS. The selection of nodes are based on the consideration of certain aspects of the catchment characteristics and locations where determination of flow is required. Each sub-catchment is given a name and provided with a link number for connectivity among the nodes.

1.1.2.3 Hydraulic Modeling

The objective of the hydraulic modeling is to perform hydraulic routing of flood flow in the drainage system, which uses the upstream inflow hydrograph generated from Runoff Mode. The hydraulic flow routing model in XP-SWMM is called EXTRAN. It is available under Hydraulic Mode. The simulated water surface profile and discharge will determine which area is prone to flooding under various scenarios (existing and future). The modeling scenarios include existing and future conditions of the study area coupled with existing flood mitigation facilities. The scenarios considered in this study are as follows:

(a) Existing condition (b) Future condition with existing channel capacity

EXTRAN can model water surface profiles along the channels and flood plain in the drainage system. EXTRAN model uses fully dynamic flood routing technique based on the St. Venant equation. The model is based on gradually varied one- dimensional flow. The channel cross sections would be

7 - 122

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

obtained from field measurements (cross-section survey). The provided river cross sections along the main channel and its tributaries will be used as data input in the model hydraulic simulation. This information will help determine water surface profile spatially (along the channel) and temporally (along the simulation period).

1.2 Scope of the Modelling Study

The study covers the impacts of the proposed viaduct construction to the upstream and downstream areas of the construction site. The location of the PIL1 highway alignment is shown in Figure 7.4.50. The affected area of the river is located within Sg. Ara and Sg. Kluang (Figure 7.4.51). Some viaduct piers are located on the river reserves of Sg. Ara and Sg. Kluang. Three (3) piers are located in the conveyance of Sg. Kluang near the estuary. It is anticipated that the siting of the piers in the river reserve or in the conveyance system will influence the river hydraulics and cause flooding in the upstream area. The impact to the river bank and river bed will depend on the location of the piers (center, right or left bank). In addition, if the piers are located very close to each other, it can also act as a weir which could result in greater impacts.

Surface runoff from the surroundings will drain towards the same river which discharge to the estuary. The discharge and tidal flow can cause flooding if the river conveyance capacity is disturbed by the piers. Accumulation of sediment and rubbish which would reduce the conveyance capacity would also result in similar consequences.

Hence it is important to study the impact(s) of the proposed development to the flow in the downstream section of the river. Hydrologic and hydraulic models were used to simulate the impact(s) of the development at the downstream area.

Study Area

The study area is focused on Sg Ara and Sg Kluang. The affected area is shown in Figure 7.4.51. The viaduct piers that are of concern are some piers located in the river reserve of Sg. Ara and Sg. Kluang, and 3 piers in the river conveyance of Sg. Kluang that are close to the flight path (Penang International Airport) at the estuary. The affected piers in Sg. Ara are located near Taman Jajar (Figure 7.4.52 and Figure 7.4.53) whilst those in Sg. Kluang are at the Flight Path (Figure 7.4.54) near the estuary (Figure 7.4.55). The outlet of Sg. Kluang River Basin faces the Straits of Melaka on the south side. The tidal influence for Sg. Kluang could travel about 1 km upstream of the estuary.

7 - 123

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

It is found that the Study Area is not affected by any major flood events. However, the highway project could cause flooding if it disturbs the river conveyence system. The surrounding area near the estuary is a low lying area.

Figure 7.4.50 : Location of the Study Area.

7 - 124

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.51 : Location of the Affected Areas

Project Area

Figure 7.4.52: PIL along Sg. Kluang (Flight Path)

7 - 125

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.53: Piers on River Reserve (Sg. Ara)

7 - 126

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.54: Piers on river bank and river reserve along Taman Jajar

Figure 7.4.55: Piers within River Conveyance Near the Estuary

7 - 127

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

2.3 Topography, Drainage Pattern and Land Use

The topography in the project area is relatively flat as it is located at the downstream area of the catchment. The elevation (along Sg. Ara and Sg. Kluang at the estuary) range from 2 m to 7 m above MSL. Figure 7.4.56 shows the location of Sg. Kluang river basin and neighbouring river basins. The natural topography of the area shows that surface runoff from the project site drains toward Sg. Kluang. The river basin is urbanized at the downstream area and dominated with vegetation in the upstream area. Figure 7.4.57 shows the land use within Sg. Kluang river basin.

7 - 128

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.56 : Layout of Sg Kluang Catchment and Nearby Catchments

7 - 129

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.57: Landuse Map of Sg. Kluang Catchment

7 - 130

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

2.4 Catchment Characteristics.

Figure 7.4.58 shows the location of the study area in relation to the Sg. Kluang catchment. The affected area is located downstream of the Sg. Ara catchment (before confluence with Sg, Relau), and at the downstream stretch of Sg. Kluang. Figure 7.4.59 shows the downstream area of Sg. Kluang catchment. There are two river tributaries within the Sg. Kluang catchment (Sg. Ara and Sg Relau). Sg. Ara joins Sg. Relau to form Sg. Kluang. The catchment area for Sg. Kluang river basin is about 22 square kilometer. The proposed viaduct piers rests on the Sg. Ara and Sg. Kluang river bank/river reserve with 3 piers in the river conveyance as described above. The distance of the study site to the estuary is < 4.0 km.

The contribution of flow from the upstream area can be considered significant since the study area is located at the downstream area of the catchment. Therefore, the flow contribution from the upstream area will be modeled.

7 - 131

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.58: Location of the Study Area

7 - 132

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.59: Study Area within Sg. Kluang Catchment.

7 - 133

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

3.0 Hydrologic Modelling

Hydrologic modelling of the pre and post-development flows for the catchment area was carried out using HEC-HMS model. The development area is located within two sub- catchments (Left and Right Bank) (Figure 7.4.59). The representation of the sub-catchments for the project development area in HEC-HMS is shown in Figure 7.4.60. The design storm selected for this study depends on the time of concentration of the study area (tc). The tc (to

+ td ) was estimated by using the overland flow time formulae and drain flow time formulae.

The estimated tc at the outlet of the sub-catchment is listed in Table 7.4.6.

7 - 134

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.60: Representations of the Project Area Sub-Catchments

Table 7.4.6: Estimated tc values (Pre-Development) C. Tc Catchment Area S Tc (hr) (min) (km2) L (km) (m/km) Sg Kluang 21 177 2.9 9 50.11

The time of concentration (tc) is about 3 hours for pre-development condition. Therefore, the adopted storm duration for this study is based on the longest time of concentration which is about 3 hour.

The derived Tc serves as the storm duration for the design storm. The design storm intensity for the area can be derived from the IDF curve. The IDF equation used to derive the rainfall intensity is shown in Equation 2. There are a number of IDF curves within the state of Penang (Table 7.4.7). The closest IDF curve available for this study area is Kolam Takungan Air Hitam. Kolam Takungan Air Hitam station is located within the Sg. Kluang river basin. Therefore, the IDF derived for the Kolam Takungan Air Hitam station (Figure 7.4.61) was used for the simulation of surface runoff as the station is located within the same river basin as the project development site. The temporal pattern used for this study is based on the Penang temporal pattern. The design storm hyetograph of 2, 5, 10, 20, 50 years and 100

7 - 135

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

years ARI was used in this study. Table 7.4.8 and Table 7.4.9 lists the rainfall intensity used in this study for various ARI’s.  T  i  Equation 0.0 (d  ) where, i = Average rainfall intensity (mm/hr); T = Average recurrence interval - ARI (0.5  T  12 month and 2  T  100 year); d = Storm duration (hours), 0.0833  d  72; and λ, κ, θ and η = Fitting constants dependent on the rain gauge location

Kolam Takungan Air Hitam

Study Area

Figure 7.4.61: Study Area and the Selected Design Storm Station

7 - 136

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Table 7.4.7: IDF Curves for Various Stations Within Penang.

Table 7.4.8 : Region 2: Perak, Kedah, Penang and PerlIs

7 - 137

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Table 7.4.9: Rainfall Intensity (mm/hr) for various duration (minutes) ARI (yrs) 30 60 90 120 180 360 2 90.39 57.16 43.06 35.06 26.12 15.66 5 106.50 67.35 50.74 41.31 30.77 18.45 10 120.57 76.25 57.44 46.77 34.84 20.88 20 136.50 86.32 65.03 52.94 39.44 23.64 50 160.82 101.71 76.62 62.38 46.47 27.86 100 182.07 115.14 86.74 70.62 52.61 31.54

Table 7.4.10: Rainfall depth (mm) for various duration (minutes) ARI (yrs) 30 60 90 120.00 180 360 2 45.20 57.16 64.59 70.12 78.35 93.94 5 53.25 67.35 76.10 82.62 92.32 110.68 10 60.28 76.25 86.16 93.53 104.51 125.30 20 68.25 86.32 97.54 105.89 118.32 141.86 50 80.41 101.71 114.92 124.76 139.41 167.14 100 91.03 115.14 130.11 141.24 157.82 189.22

The temporal pattern used for this study is based on the temporal pattern for Penang state. The design storm hyetograph of 5, 50 years and 100 years ARI’s for 3 hour storm duration is shown in Table 7.4.11.

Table 7.4.11: Temporal Pattern for 3 hour Storm

1 Hour ARI Pattern 5 Year 50 year 100 Year 0.068 3.6 5.4 6.1 0.085 4.0 6.0 6.8 0.086 4.2 6.4 7.3 0.087 5.9 8.8 10.0 0.100 6.9 10.5 11.9 0.100 10.3 15.6 17.6 0.100 7.4 11.2 12.7 0.088 5.9 9.0 10.1 0.087 4.6 7.0 7.9 0.085 4.0 6.1 6.9 0.063 3.8 5.8 6.6 0.059 3.1 4.7 5.3

7 - 138

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

The hydrologic losses for the area will be based on the Initial & Continuing Loss Method. The initial loss is assumed to be 10 mm and the continuing loss is assumed to be 15 mm/hr. It is also assumed that the pre-development land cover consists of 10% impervious area, and the post-development consists of 80% impervious area. The transformation of effective rainfall to the outlet area will be based on Clark time-Area method. The two parameters used for the development of this synthetic unit hydrograph are TC and R. These two parameters can be obtained from the observed hydrograph. In the absence of the observed hydrograph, the parameters can be estimated from regression equations derived areas with gauged data. The regression equation used in this study is derived from a study in small rural watersheds in Illinois, USA (Straub, Melching and Kocher, 2000). The regression equations are as listed below.

0.875 -0.181 Tc = 1.54 L S ...... Equation 2. R = 16.4 L0.342 S-0.790 ...... Equation 3.

The TC and R for the pre and post-development within the sub-catchments are listed in Table 7.4.11.

L is the stream length measured along the main channel from the outlet to the watershed divide-in mile. R is the main channel slope determined from elevation at points that represent 10 and 85 percent of the distance along the channel from the outlet to the watershed divide in ft/mile.

The TC and R for the study area within the sub-catchments are listed in Table 7.4.12.

Table 7.4.12: Tc and R for the Study Area C. Area Catchment (km2) Tc R Sg. Kluang 22 5.2 1.6

The base flow for the area is assumed to be constant at 0.1 m3/sec. Based on these input data, the results obtained from the simulation is shown in Table 8. Comparison of estimated flow with other method such as the Rational Method is also shown in the table. The flow hydrograph generated at the outlet for pre and post-development based on various storm duration and average recurrence interval is listed in Table 7.4.13.

7 - 139

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Table 7.4.13: Comparison of estimated flow using Clark Time-Area Method with Rational Method (100 Year ARI)

ARI (SWMM) (HP 4) (HP 5) JICA m3/s m3/s m3/s m3/s 5 48 15 42 36 50 180 26 62 130 100 195 30 111 157

4.0 Hydraulic Modelling

The objective of the hydraulic modelling is to perform hydraulic routing of the design flow on the existing and proposed drainage system conveyance capacities, which uses the upstream inflow hydrograph generated from Runoff Mode. Figure 7.4.62 – 7.4.68 shows the channel cross sections along Sg. Kluang near the estuary (CH 0 – CH 3000). The hydraulic flow routing model in XP-SWMM is called EXTRAN. It is available under Hydraulic Mode. The simulated water surface profile and discharge will determine which area is prone to flooding under various scenarios (existing & future). The modelling scenarios will include existing and the proposed drainage conveyance capacities and future flood mitigation facilities. The scenarios considered in this study are as follows: a) Future condition with proposed conveyance capacity b) Future condition with mitigation such as upgraded conveyance capacities (deepening, widening and bunding)

EXTRAN can model water surface profiles along the channels and flood plain in the drainage system. Figure 7.4.69 shows the schematic arrangement of the nodes and links within the study area as represented in SWMM. Preliminary channel cross sections were obtained from old survey data (Dept. Irrigation and Drainage, 2010). The old river cross section will be replaced with surveyed data once it is available.

7 - 140

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

outlet CH 00 4

0 -100 -80 -60 -40 -20 0 20

-2 Axis Axis Title -4

-6

-8 Axis Title

Figure 7.4.62 : River Cross-Section at Outlet

CH100 4

-100 -80 -60 -40 -20 0 20 40

-2 Axis Axis Title -4

-6

-8 Axis Title

Figure 7.4.63 : River Cross-Section at CH 100

7 - 141

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

CH 500 3 2 1 0 -100 -80 -60 -40 -20 -1 0 20 40 -2

Axis Axis Title -3 -4 -5 -6 -7 Axis Title

Figure 7.4.64 : River Cross-Section at CH 500

CH 1000 4 3 2 1 0 -80 -60 -40 -20 -1 0 20 40

Axis Axis Title -2 -3 -4 -5 -6 Axis Title

Figure 7.4.65 : River Cross-Section at CH 1000

7 - 142

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

CH 1500 3

0 -100 -80 -60 -40 -20 0 20

-1 Axis Axis Title -2

-3

-4 Axis Title

Figure 7.4.66 : River Cross-Section at CH 1500

CH 2000 4

0 Axis Axis Title -80 -60 -40 -20 0 20 40 -1

-2

-3 Axis Title

Figure 7.4.67 : River Cross-Section at CH 2000

7 - 143

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

CH 2500 3 2.5 2 1.5 1 0.5

Axis Axis Title 0 -60 -40 -20 -0.5 0 20 40 -1 -1.5 -2 Axis Title

Figure 7.4.68 : River Cross-Section at CH 2500

4.1 Hydraulic Model Simulation

The generated flow hydrograph from the hydrologic model using various design storms ARI’s (5, 50, and 100 years) serves as input to the hydraulic model (upstream boundary condition). The hydraulic model will route the flow hydrograph at the locations where the viaduct pier lies within the channel conveyance capacity using the existing and proposed drainage design section. The downstream flow boundary condition depends on the tidal flow at the outlet. It is assumed that the maximum tidal water level is 2 m at the outlet.

The flow hydrographs from various sub-catchments serves as input at various nodes (Chainages) and routed through the channels (links). Flow hydrograph generated by the hydrologic model were used in the Hydraulic Module for the hydraulic modelling. Figure 7.4.62 – Figure 7.4.68 shows the river cross sections from the downstream to upstream part of Sg. Kluang. At the downstream end, there is a water channel next to the river (CH00.00- CH500.00). Figure 7.4.69 shows the representation of nodes and links for the existing drainage system.

The longitudinal water surface profile at the upstream and downstream areas of Sg. Kluang are shown in Figure 7.4.70 – 7.4.71 for 100 year ARI, Figure 7.4.74 – 7.4.75 for 50 year ARI and Figure 7.4.78 – 7.4.79 for 5 year ARI respectively. Correspondingly, the water level at various cross sections at the upstream and downstream areas are shown in Figure 7.4.72 –

7 - 144

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

7.4.73 for 100 year ARI, Figure 7.4.76 – 7.4.77 for 50 year ARI and Figure 7.4.80 – 7.4.81 for 5 year ARI.

7 - 145

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.69: Representation of Nodes and Links for the Proposed Drainage System.

7 - 146

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Water Level

Figure 7.4.70: Longitudinal Water Surface Profile (Upstream) Based on Existing Conditions (100 Year ARI)

7 - 147

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Water Level

Figure 7.4.71: Longitudinal Water Surface Profile (Downstream) Based on Existing Conditions (100 Year ARI)

7 - 148

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.72: Water level at various cross sections in Sg. Kluang (Upstream). Based on Existing Conditions (100 Year ARI)

Figure 7. 4.73: Water level at various cross sections in Sg. Kluang (Downstream). Based on Existing Conditions (100 Year ARI)

7 - 149

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Water Level

Figure 7.4.74: Longitudinal Water Surface Profile (Upstream) Based on Existing Conditions (50 Year ARI)

7 - 150

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Water Level

Figure 7.4.75. : Longitudinal Water Surface Profile (Downstream) Based on Existing Conditions (50 Year ARI)

7 - 151

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.76: Water level at various cross sections in Sg. Kluang (Upstream). Based on Existing Conditions (50 Year ARI)

Figure 7.4.77: Water level at various cross sections in Sg. Kluang (Downstream). Based on Existing Conditions (50 Year ARI)

7 - 152

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Water Level

Figure 7.4.78: Longitudinal Water Surface Profile (Upstream) Based on Existing Conditions (5 Year ARI)

7 - 153

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Water Level

Figure 7.4.79: Longitudinal Water Surface Profile (Downstream) Based on Existing Conditions (5 Year ARI)

7 - 154

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.80: Water level at various cross sections in Sg. Kluang (Upstream). Based on Existing Conditions (5 Year ARI)

Figure 7.4.81: Water level at various cross sections in Sg. Kluang (Downstream). Based on Existing Conditions (5 Year ARI)

The results of the hydraulic modelling show that the existing drainage conveyance capacities are not big enough to convey the flows based on 50 and 100 year ARI without causing overflow (Figure 7.4.72-7.4.73 and Figure 7.4.76-7.4.77). However, for 5 year ARI, the water level in the river did not overflow the channel sections except at the downstream section near the estuary. Nevertheless, no flood complaints has been raised by the occupiers of the industrial premises in the neighborhood because the land area in the vicinity is relatively higher (Figure 7.4.79).

7 - 155

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

5.0 Potential Solution and Mitigation Measures

The results of the simulation show that the existing river conveyance capacities are not able to carry 50 and 100 year ARI. Although the water level in the river did not overflow the channel sections for 5 year ARI, the question is whether the siting of piers within the river conveyance system could aggravate the situation. The solution towards solving the potential impact of the proposed pier locations in the study area could be based on various approaches which include structural and non- structural measures. The non-structural approach includes avoiding the construction of piers in the conveyance system by realignment of the highway and relocation of the affected piers. However, the land use in the area is already fully developed which limits the ability of using this approach. The structural approach includes the rapid disposal or storage approach.

5.1 Basic Concept of Flood Mitigation Measures

The tidal reaches of Sg. Kluang are already protected with basic flood mitigation and drainage infrastructure made up of river bunds, parallel drains and drainage gates. The potential occurrence of a flood event in the area would be due to overtopping or over spilling of Sg. Kluang. The localised flood events in Sg. Relau (tributary of Sg. Kluang) area is mainly due to sustained high water levels in the main river channel which does not permit flow from the tributaries to be drained to the main channel. This is probably due to developments in the catchment and unchanged channel capacities. The problem can get worst if the conveyance capacities are reduced by placing the viaduct piers in the river conveyance system. As mentioned earlier, the structural measures for mitigating potential floods include river improvement such as river diversion, dredging and widening of the river. The purpose is to increase storage volume, increase infiltration volume, delay flow or to reuse storm water.

5.2 Impact of PIL1 Highway Construction on Conveyance in Sg. Ara - Sg. Kluang

Subsequent to discussions with JPS, the design of the viaduct has been revised as follows. Piers will be located outside of Sg Ara and with minimum 6 m maintenance access at both sides of the river. Following this, the river will be realigned between Pier 16 and Pier 20 (150 m) (Figure 7.4.82-7.4.83) and between Pier 22 to Pier 34 (527 m) (Figure 7.4.84).

7 - 156

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.82. River realignment between Pier P16 – P20

Figure 7.4.83. River realignment between Pier P16 – P20

7 - 157

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.84. River realignment along Kampung Sg Ara (P22 – P34)

7 - 158

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

The river alignment near Jalan Tun Dr Awang Interchange, P34 – P36 will also be straighten (Figure 7.4.85(a) – 7.4.85(b)) and along Sg. Kluang, it is proposed to provide an L shape drain from Pier 97 to Pier 101 (Figure 7.4.85(c)).

Figure 7.4.85(a). Straightening of river between Pier 34 – Pier 36.

Figure 7.4.85(b). River below existing bridge at Jalan Tun Dr Awang to be straightened.

7 - 159

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.85(c) Cross Section near P97 – P101.

At Sg Kluang River estuary, it is not possible to totally avoid placing piers in the river due to complex interchange requirements (LCE IC). This is discussed at the end of this section.

With these proposed river straightening/diversion works, the piers are no longer within the river conveyance. In addition, the design will provide 6 m access on both sides of the river for maintenance activities (which JPS agreed). Nonetheless, these diversions can cause an increase in river velocity and possible bed and bank scouring. River bank strengthening could overcome the impact of the potential increase in river velocity. regular maintenance is required.

The impact(s) of the river straightening was studied in the modelling exercise. The results are shown in Figures 7.4.86 – 7.4.91. Figure 7.4.86 shows the the representation of the existing river in plan view (meandering position). Figure 7.4.87 shows the isometric view of longitudinal water surface profile along the meandering river (Sg. Ara). Figure 7.4.88 shows the longitudinal water surface profile along the meandering river portion of Sg. Ara. Figure 7.4.89 and Table 7.4.14 show the water level at selected cross sections and flow characteristics along the affected stretch (Sg. Ara). It shows that there is no flooding along this stretch. Figure 7.4.90 shows the model representation of the diverted river (straightened river). Figure 7.4.91 and Table 7.4.15 show the water surface profile along the affected stretch (Sg. Ara) and flow characteristics along the affected stretch (Sg. Ara). Comparing the discharge velocity in Table 7.4.14 (before straightening) and Table 7.4.15 (after straightening) show insignificant change in the discharge. It can be concluded that the river flow does not show any increase

7 - 160

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.86: Layout of Existing Sg. Ara (Meandering)

Figure 7.4.87 : Isometric View Longitudinal Water Surface Profile along Sg. Ara (Existing)

7 - 161

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.88 : Longitudinal Water Surface Profile along Sg. Ara (50 Year ARI)

7 - 162

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.89: Water Level at Selected Cross-Section (50 Year ARI)

7 - 163

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

in velocity even after river straightening. However, it is always good to strengthen the banks of the diverted rivet. Figure 7.4.92 (hard structure) and Figure 7.4.93(soft structure) shows typical examples of river bank strengthening.

Table 7.4.14: Hydraulic Modelling Results along Sg Ara (Existing)

7 - 164

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Downstream

Figure 7.4.90 River Model for Sg. Ara [Diversion (Straightened)]

Downstream

Figure 7.4.91: Longitudinal Section of Sg. Ara.

7 - 165

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Table 7.4.15: Description of Hydraulic Modelling Results along Sg Ara (Straightened).

7 - 166

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.92: Example of River Bank Protection at the diversion (Hard Structure)

Figure 7.4.93: Example of River Bank Protection at the diversion (Green Structure)

The other affected area in Sg. Kluang is at the flight path. In order to avoid the piers from being within the river conveyance, the existing river width needs to be reduced. The existing river constriction along this stretch (flight path) could cause backwater. Figure 7.4.94 shows the layout of the river at the flight path.

7 - 167

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.95 shows the model representation of the existing river. Figures 7.4.96 – 7.4.97 show the results of the modelling at the constriction at the flight path along Sg Kluang (Water Surface Profile). Table 7.4.16 shows the flow characteristics at the constricted stretch. The data (Table H12) shows that the flow area at the constriction is actually increased rather than decreased at the constriction area. This is due to the placement of L- shaped drains within the constriction area. Figures 7.4.98 – 7.4.99 show the water level upstream and at the constriction. There is a slight increase in water level at the constriction.

Figure 7.4.94: Layout at Sg. Kluang river Constriction near Flight Path

[ Section C-C ]

7 - 168

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.95 : Model Setup at Flight Path (River Constriction)

Figure 7.4.96: Constriction at Flight Path

7 - 169

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Surface Water Profile U/S

D/S

Slight Increase in Water Level

Figure 7.4.97: Water Surface Profile at the Sg. Kluang – with Constriction (Flight Path)

7 - 170

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Table 7.4.16: Description of Hydraulic Modelling Results – Flow Characteristics at Constriction Stretch.

Constriction Stretch

Figure 7.4.98 : Water Level at the Upstream of Constriction Section

7 - 171

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Constriction Model Plan: Plan 02 24/8/2017

.05 .03 .05 6 Legend

WS PF 1 Ground Bank Sta 5

Elevation Elevation (m)

0 -30 -20 -10 0 10 20 30 Station (m) Figure 7.4.99 : Water Level at the Constriction Section. (no overflowing).

The other affected area is at the river mouth of Sg. Kluang. The piers could not be avoided but be located within the river conveyance. Figure 7.4.100(a)-(d) shows the layout of the piers within the river mouth. The piers at the river mouth could cause backwater effect. Figure 7.4.101 shows the isometric view of the water surface profile near the estuary (without the pier). It shows there is overflowing at the low lying area. Figure 7.4.102 shows the result of the modelling (longitudinal water surface profile) at the piers near the river mouth. It shows that there is no significant increase of water level due to the placement of the piers; nonetheless, there is flooding at the low lying area. However, this is not due to the piers as there was also flooding at the same area without the piers in place.

Figure 7.4.103 – 7.4.105 shows the water level at various cross-sections at the location of the piers. It shows overflowing at the low lying area. Figure 7.4.106 shows the isometric view of the longitudinal water surface profile near the river mouth with piers near the river banks. The results show overflowing at some locations. The flooding situation is similar to the existing condition (Figure 7.4.101). The overflowing is basically due to high storm flow and high tide. The piers do not cause the overflowing. Table 7.4.17 shows the flow characteristics at various river cross sections near the river mouth.

7 - 172

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.100a : Locations of 3 Piers Within Sg. Kluang River Conveyance (Estuary)

Figure 7.4.100b : Locations of 3 Piers Within Sg. Kluang River Conveyance (Estuary) NOTE: The impact to the coastal environment due to the location of the piers in the sea is discussed in Section. 7.4.5.2.

7 - 173

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

[Section A-A ] Figure 7.4.100c : Locations of 3 Piers Within Sg. Kluang River Conveyance (Estuary)

[Section B-B ] Figure 7.4.100d : Locations of 3 Piers Within Sg. Kluang River Conveyance (Estuary)

7 - 174

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Overflow in Low Lying Area

Figure 7.4.101 : Water Surface Profile at Sg. Kluang Outlet (Without Piers)

7 - 175

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Water Surface Profile

Overflow in Low Lying Area Overflow in Low Lying Area

Figure 7.4.102 : Longitudinal Water Surface Profile (With Piers)

7 - 176

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Overflow

Figure 7.4.103: Cross Section Water Level (Pier 1)

Overflow

Figure 7.4.104 : Cross Section Water Level (Pier 2)

7 - 177

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Overflow

Figure 7.4.105 ; Cross Section Water Level (Pier 3)

Figure 7.4.106 : Longitudinal Water Surface Profile (With Pier)

7 - 178

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Table 7.4.17: Description of Hydraulic Modelling Results along Sg Kluang (Estuary)

Table 7.4.17 shows the flow characteristics at various river cross sections near the river mouth. The total discharge (Q) is not affected by the piers (bridge). The water surface elevation is also not affected by the piers.

6.0 Conclusions and Recommendations

The results of the hydraulic modelling studies indicate the following:

i. The existing river conveyance capacities is not able to support 50 year ARI and 100 year ARI rainfall without overflowing.

7 - 179

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

ii. For 5 year ARI, some overflowing will occur in the downstream stretch of Sg. Kluang especially at the low lying areas near the estuary (existing condition).

iii. The proposed river diversion and improvement works at some stretches of Sg. Ara and Sg. Kluang will not result in any significant increase in river flow velocities. It will also not cause any overflows put side by side with existing conditions. iv. The constriction of Sg. Kluang at the airport flight path area will not cause any significant increase in river flow velocity. This is because the installation of the L- shape drain at that section will provide a slightly larger flow area compared to existing conditions. It will also not cause any overflow on the river banks put side by side with existing conditions. v. The placement of the 3 piers within Sg. Kluang at the estuary will not result in any impediment to river flow/conveyance. The flow characteristics will not be changed. It will also not cause any overflow on the river banks put side by side with existing conditions. vi. The design for the proposed river diversion/straightening works will provide sufficient accessibility for river maintenance activities (6 m) as required by JPS Pulau Pinang. vii. It is recommended that the stretches of diverted Sg. Ara be strengthened with hard or green bank measures if necessary. viii. There may be accumulation of sediment and floating rubbish in the river, which, if unattended could affect the river hydraulically. Therefore regular maintenance by the relevant authority will be required. ix. It must be noted that the project proponent has taken initiatives to minimize the impacts by minimizing the number of piers within the conveyance system in the project planning and design stage. The initiatives included shifting piers away from the river, having portal across the river, river diversion (Sg, Ara), and river constriction improvement (Sg. Kluang at Flight path). With these initiatives, the back water effect due to the piers within the conveyance system is negligible.

7 - 180

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

7.4.5.2 Impact of Pier Construction on Coastal Processes at the LCE Interchange

At the Interchange with the LCE Expressway, the piers for the ramps that will link the PIL1 highway with the LCE Expressway will be constructed in the coastal waters at the estuary of Sg. Kluang. The construction of the piers in the coastal waters is expected to affect the hydrodynamic conditions in the area.

Figure 7.4.107 is a schematic drawing showing the proposed pier locations in the coastal water and along the river section. The elevated road will protrude about 70m away from the shoreline and will span approximately 180m along the shoreline. The existing shoreline and river boundary are indicated by the blue line in Figure 7.4.107. A total of twelve (12) piers will be constructed in the coastal water. Most of the piers will be constructed in pairs. As the size of the individual structure itself is large, the pier arrangement is expected to have some environmental effects to the existing conditions in the area. Figure 7.4.108 shows a photo of the location of the proposed piers.

A desktop study was carried out to determine the impacts of the proposed development on the coastal processes in the project area. The study will provide a summary of the environmental conditions in the area such as the coastal climate, tides and waves. It will establish an overview of the potential scenario before, during and after the construction of the piers.

1.0 Coastal Climate Parameters

1.1 Offshore Wave Climate

Wave load is a natural force to be considered in the design of marine structures. As the piers will be constructed over coastal waters, the structure is expected to be exposed to the incident waves. Most of the swell waves for Penang Island are generated from the Northwest of Malacca Straits. Wave energy from other directions is mostly reduced by the presence of two land masses - Malaysia, Penang Island and Indonesia. As the project area is located on the southeast side of Penang Island, facing the Peninsular, the effect from the incoming waves are expected to be at most minimal. However, for completeness, the offshore wave data relevant to the project site is presented below.

7 - 181

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.107: Schematic drawing showing the location of the piers.

Piers locations

Figure 7.4.108: Proposed pier locations (in circle). Photo taken at the existing Tun Dr. Lim Chong Eu Expressway.

7 - 182

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

The wave condition for Penang Island was obtained from the Department of Drainage and Irrigation, Malaysia. The wave data, in the form of deep water wave height and directions were summarized from wave observations over a period of about 40 years from 1949 to 1988 (Table 7.4.18).

Based on the Marsden squares for the project area, the frequency of wave with certain wave height at several directions is summarized in Table 7.4.19. It shows the significant wave height, Hs and its corresponding period, T for various directions. From Table 7.4.18, waves between 300o to 330o appear to be dominant. The most extreme wave event has a significant wave height of 2.75m < H < 3.25m and has a probability of occurrence of 0.2%.

A graphical representation of the wave data in Table 7.4.18 is given by the wave rose for Penang offshore in Figure 7.4.109. This figure clearly shows the dominant waves around Penang Island. As far as the PIL1 project is concerned, the dominant wave between 300o to 330o is not very significant as the project area is on the eastern side of the Island. It is located in the sheltered region between Penang Island and Peninsular Malaysia. The dominant wave that might hit the area would come from the 150o direction. However, the magnitude of the incident wave from this direction is low, with extreme wave having height of 1.75m < H < 2.25m and with frequency of occurrence of 0.2%.

Table 7.4.18: Annual Wave Statistics for Penang Offshore Marsden Square : 2640 2650 2660 2748 2749 2758 2759 2768 2769 Duraton of Record : Jan 1949 to Jan 1988 No of Observations : 3193 Source : Drainage & Irrigation Department, Malaysia

Wave Height Percentage Frequency of Waves at Chosen Direction [m] 150o 180o 210o 240o 270o 300o 330o <0.75 3.40 2.50 2.50 2.50 4.40 7.40 6.20 0.75-1.25 1.90 1.00 0.80 1.20 2.50 6.00 4.90 1.25-1.75 0.40 0.20 0.30 0.30 1.20 2.50 2.50 1.75-2.25 0.20 0.00 0.20 0.20 0.40 1.30 1.90 2.25-2.75 0.00 0.00 0.00 0.00 0.20 0.20 0.50 2.75-3.25 0.00 0.00 0.00 0.00 0.00 0.00 0.20 3.25-3.75 0.00 0.00 0.00 0.00 0.00 0.00 0.00 3.75-4.25 0.00 0.00 0.00 0.00 0.00 0.00 0.00 >4.25 0.00 0.00 0.00 0.00 0.00 0.00 0.00

7 - 183

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Table 7.4.19: Significant Wave Height Values from Various Directions and Corresponding Wave Periods Direction 150o 180o 210o 240o 270o 300o 330o Wave Height (m) 1.82 1.61 1.51 2.21 2.17 2.54 2.11 Wave Periods (s) 7.15 6.99 6.55 7.69 7.81 8.31 7.00

Figure 7.4.109: Penang offshore Wave Rose based on the annual statistics provided in Table C1.

1.2 Tidal Fluctuation and Current

The project area is highly affected by tidal fluctuations. Tides in the study area are dominated by semi-diurnal tides where high water and low water occurs two times in a day. Tidal levels relevant to the project area were obtained at the Kedah Pier, Penang and at

7 - 184

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Butterworth Wharf as shown in Figure 7.4.110. The tidal level for both stations is shown in Figure 7.4.111 and Figure 7.4.112. The Mean Sea Level (MSL) for the project site is expected to be around 1.7 m. The Mean Low Low Water (MLLW) and the Mean High High Water (MHHW) level is about 0.7 m and 2.7 m respectively. The Highest Astronomical Tides (HAT) recorded for Kedah Pier station is 3.09 m and for the Butterworth Wharf is 3.06 m. All data provided in both figures are taken the above chart datum (CD). For Kedah pier, the CD is located 3.98m below Benchmark (BM) P0379 and 1.56m below the Land Survey Datum (LSD). The CD for Butterworth is located 4.68m below BM No 2000P.

The project area is located in the Penang Strait. The Strait has the narrowest section at the Northern part between Georgetown and Penang Island with a distance of approximately 2.9 km. The strait widens as it reaches the South part of the Island. It is held that during floods, the current flows from the North to the South of Penang Island and reverses its direction (from the South to the North) during ebbs (Figure 7.4.113). Due to the geographical form of the Penang Strait, the tidal current is expected to have some impacts on the movement of sediment around the project area.

1.3 Potential impacts on Environmental Conditions

This section outlines the environmental conditions for the project area before, during and after pier construction. Important coastal processes that might be affected during each phase of the construction is highlighted.

1.4 Before Project Construction

The bathymetric chart of the area is shown in Figure 7.4.114. It shows that the affected area can be considered as a shallow area. An existing feature that is found there is rock protection on the shoreline to prevent erosion as shown in Figure 7.4.115. Based on the photos in Figure 7.4.116 to Figure 7.4.117, the shoreline of the area is protected by the rocks (called rock revetment).

7 - 185

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.110: Location of the tidal data collected from the Tide Table Malaysia 2017

Figure 7.4.111: Tidal levels for Kedah Pier.

7 - 186

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.112: Tidal level for Butterworth.

Figure 7.4.113: Expected Tidal Currents Patterns: Left - during floods and; Right - during ebbs

7 - 187

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

The bathymetric chart of the area (Figure 7.4.114) and Figure 7.4.116 indicates that sedimentation has occurred at the southern part of the bridge at the Sg Kluang estuary. This phenomenon is expected to happen given the alignment of the river and the projected flow patterns of the tidal currents as seen in Figure 7.4.113. This might also indicate that the net sediment movement is from south to north. It is believed that the current flow patterns at that particular area is causing this to happen due to the collision of flow from the river and tidal currents during flood and ebbs.

Figure 7.4.114: Bathymetric chart of the area (Chart: Bathymetry Chart No. 1366)

7 - 188

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.115: Existing view of the site after the bridge facing north

Figure 7.4.116: Existing view of the site from south of the bridge (facing north)

7 - 189

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.117: Existing view of the site facing south

1.5 During Project Construction

During the construction of the piers, a temporary platform will be required to be built before the piers can be installed. Although the temporary platform will be used for only a few months, it might also affect the flow patterns in the area. This again might disturb the existing flow patterns and sediment movements. Figure 7.4.118 and Figure 7.4.119 shows the proposed designed platform and method of pier construction. The proposed platform will be about 6m wide and supported by I-beam and H-beam columns. This platform will be used as the logistics for machinery during the construction of the piers, such as the piling rig.

7 - 190

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.118: Schematic plan showing temporary steel platform that will be used during the pier construction.

Figure 7.4.119: Schematic of piling rig operation

7 - 191

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

1.6 After Project Completion

After project completion, it is expected that the effects from the pier construction is minimum but will still affect the hydrodynamics of the area. The following occurences are anticipated:

• Slower currents at the back of the constructed piers – erosion might not happen but slight sedimentation might occur.

• Because the piers are constructed close together, this will cause a wall effect and tamper with the flow circulation at the back of the area. This will cause some deterioration of the water quality.

• The northeast or southwest sections of the pier construction area might have stronger currents than the existing situation. This may cause erosion at any of those locations if proper shoreline protection is not in place.

• Water flowing out or into the river (Sg Kluang) might also be affected by the constructed piers but it is expected to be minimal. If the currents remains as in existing conditions, the flow is not much disturbed; but if the currents in that area becomes slower, some sedimentation might occur at the estuary.

Figure 7.4.120 shows the expected effects of the pier construction in the coastal waters. However, it is envisaged the effects will be minimal because the piers would still allow water to flow compared to land reclamation for the road construction which will definitely block the flow. Hence erosion at the norther or southern section of the shoreline cannot be avoided unless shoreline protection in place over a sufficient length. Figure 7.4.121 shows a summary of the expected effects of the project construction.

7 - 192

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.120: Expected effects of pier construction for the PIL1 elevated road.

7 - 193

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.121: Summary of expected effects of the PIL1 project

2.0 Options for Mitigation Measures

The introduction of the pier structures in the coastal water will undoubtedly have some impact on the existing coastal environment around the project area. As beach erosion and accretion are unavoidable, mitigation measures are needed. Several mitigation measures that might be relevant to the project development are proposed.

2.1 Rock Revetment

One of the most widely used coastal erosion prevention is rock revetment (Figure 7.4.122). Rock revetment is a protection method that can be used to protect and maintain existing coastline from severe erosion caused by tidal and wave actions. This consists of rocks or boulders of significant size arranged at a sloping shoreline. Rock revetment also acts as artificial wave breaker by absorbing the energy of incoming waves. Besides being environmentally friendly and slight esthetically pleasing, rock revetment is widely used in Malaysia due to its low cost of construction.

7 - 194

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.122: Example of rock revetment installed on a coastline.

2.2 River Training Wall

In order to prevent sedimentation in the estuary, a river training wall can be constructed. Figure 7.4.123 shows an example of a training wall installed at the downstream end of the river. A river training wall is typically constructed using rocks or concrete. The purpose of the river training wall is to ensure a clear path of flow at the river mouth. This reduces sedimentation at the river mouth and blocks sedimentation from entering the river, allowing safe passage for vessels. However, in some cases, the construction of the river training wall could disturb the natural movement of sediments, causing unexpected changes to the morphology of nearby coastline.

7 - 195

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.123: Example of a training wall for river.

2.3 Groynes

In most coastal areas, the movement of sediment is controlled by alongshore drift. The alongshore drift carry sediment along the shoreline. In areas where the longshore drift is significant, the net sediment movement will result in enhanced beach erosion or accretion. An example of the longshore drift direction with respect to the predominant wave direction is shown in Figure 7.4.124. Groynes are coastal protection structures that can be used to slow down longshore drift and reduce long term erosive effects. Groynes are constructed almost parallel to the shoreline and generally spaced at equal intervals. Groynes can be constructed using a variety of materials such as timber, rock, concrete or sheet pile. Figure 7.4.125 shows an example of Groynes structure constructed along the shoreline.

7 - 196

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Figure 7.4.124: Alongshore drift direction (black arrow) and predominant wave direction (white headed arrow).

Figure 7.4.125: Example of Groynes structures.

2.4 Sine Slab

Sine slab is the state of the art coastline protection system developed by the Centre for Coastal and Ocean Engineering (COEI), Universiti Teknologi Malaysia. Sine slab is a coastline revetment method constructed using modular precast concrete system. The modular unit of Sine slab has a sinusoidal shape with a complete interlocking mechanism. The interlocking mechanism allows fast and easy installation of the system on site. Unlike the typical rock revetment system, where the shape of each individual unit is irregular, sinusoidal shape of

7 - 197

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

Sine slab can be designed to match the dominant shape of incoming wave. This allows effective dissipation of wave energy. Figure 7.4.126 and Figure 7.4.127 show the Sine slab units and the Sine slab system after few years of being installed on site. Figure 7.4.127 shows sine slab constructed at the Shah Beach Resort, Melaka after about 3 years of project completion (1999).

Figure 7.4.126: Sine slab units with interlocking mechanism.

Figure 7.4.127: Sine slab system after about 3 years at Shah Beach Resort, Melaka.

7 - 198

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

7.5 EMERGENCY RESPONSE PLAN

The proposed PIL1 Highway consists of viaduct sections, tunnel sections and an embankment road section. Traffic or other accidents can occur in any section of the highway with potentially disastrous consequences to life and property. The management of an incident or an emergency situation in the PIL1 Highway is complex due to the fact that it is an elevated highway (viaduct). The viaduct makes access to the highway limited to the interchange locations only (excluding aerial access) whilst the closed characteristics makes tunnels different to open space in incident management - if an incident occurs, it will be harder to communicate, provide rescue and handle the situation.

Therefore, it is critical that the Project Proponent prepare an Emergency Response Plan (ERP) specifically tailored to handle potential incidents and emergencies on the PIL 1 Highway.

7.6 POTENTIALLY SIGNIFICANT IMPACTS DURING OPERATIONAL STAGE

Table 7.6.1 shows the potentially significant impacts during the operational stage of the PIL1 highway.

Table 7.6.1. Potential Impacts During Operational Stage.

Environmental Aspect Potential Impacts/Benefits

Noise

- Increased noise level for receptors located close to the - Noise is a concern viaduct and interchange; less significant at the portal area. during the operational - Impacts include annoyance, loss of sleep, loss of phase especially for the concentration, irritability, etc. sensitive receptors

located close to the Based on the DOE Planning Guidelines for Environmental Noise highway. Limits and Control (2007):

- Noise sensitive - At noise sensitive receptors where the existing noise climate receptors in this EIA is below 65 dBA Leq day and 60 dBA Leq night, the include residential permissible noise limits are: premises, schools, Leq Day = 65 dBA

7 - 199

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

hospital and places of Leq Night = 60 dBA worship. - At noise sensitive receptors with baseline noise levels - Need to mitigate noise exceeding the above criteria, the permissible noise limits to within regulatory shall be based on the existing levels as follows: limits. New Leq Day = Existing Leq Day + 5 dBA New Leq Night = Existing Leq Night + 5 dBA.

Existing noise levels at some locations will exceed the stated criteria. Vibration - Impact to receptors located along the highway alignment due Interaction between the to ground borne propagation from passing vehicles. wheels of vehicles and the road surface may - Severity depends on the road condition, road incline, building generate vibration. This type and sensitivity of the receptors. vibration may propagate ground-borne to the - Facilities e.g. hospital with vibration sensitive machine (e.g. surrounding area. MRI and imaging equipment) are at risk.

Not anticipated to be - Recommended limits from steady state vibrations for human significant because the response as prescribed in Schedule 5 of the DOE Planning piers will absorb and Vibration Guidelines. transmit any vibration to the ground. Surface - Vibration levels not anticipated to exceed the recommended propagation minimized. limits if the road surfaces are well maintained and vehicles comply with speed limits.

Traffic - Improved road network connectivity in Penang Island. PIL1 highway provides improved connectivity between the sub- urban areas to the city centre via the six planned Interchages.

- Overall improvement in traffic conditions on the LCE anticipated due to diversion of North-South bound and South-North bound traffic on the PIL1 highway.

- Indirect benefit - reduced localized traffic congestions in Georgetown.

- Improved travel time from Southern part of Penang Island (Bayan Lepas) to Northern part of Penang Island (Gurney Area).

7 - 200

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

- Potential increase in traffic volume during peak hours at the traffic dispersal routes from the Interchages, particularly Paya Terubong IC, Utama IC and Awang IC.

- Localized traffic congestion in the vicinity of the Interchange(s) due to limited traffic dispersal conditions. During operation, localized traffic congestion may occur at certain stations due to their locations. Therefore, it is important to have proper traffic control (coordination ad timing of signalized junctions, single or dual direction traffic along the arterial roads, etc.) ingress and egress control near or within residential areas.

- New residential, commercial and industrial developments in Bayan Lepas will require better transportation networks. Thus, it is important to provide alternative roads to alleviate traffic congestion problems.

Waste The operation of the - Sewage generated from the toilet facilities could pollute highway Interchanges, (increase in BOD and ammoniacal nitrogen) in surrounding highway offices will drains and eventually flow into river systems and cause generate sewage from eutrophication. the toilet facilities. - Leachate from rubbish piles could contaminate soil and nearby water bodies. Solid (domestic) wastes. - Cause blockage of existing nearby drainages and watercourses. Accidental spillage - Spillage of scheduled wastes may eventually contaminate watercourses nearby.

Air Quality Emissions from motor - Marginal increase in selected air pollutants concentrations vehicles plying the at specific locations depending on traffic volume, traffic highway. flow and meteorological conditions. Any increase is anticipated to be within tolerable limits. Effect may be transient or intermittent.

Receptor Concerns

Proximity to PIL1 hwy. - Change in property value. Displacement. - Change in income and business potential due to proximity Safety & Hazard with the highway. Visual impact. - Risk of road accidents due to proximity with the highway.

7 - 201

THE PROPOSED PAN ISLAND LINK 1 HIGHWAY PROJECT, PENANG

- Exposure to noise and air pollution. Social

More benefits from - Increase accessibility for families and households. enhanced connectivity - Fast, seamless travel from George Town to FIZ to Penang and accessibility. International Airport vice versa. - Time and Cost Saving - Increased Productivity Through Journey Time Saving and Faster Connectivity - Growth Catalyst for local businesses at ICs.

Nevertheless, - Potential flood due to inefficient drainage system. there would still be - Risk of accident (collapse, power failure). some perceived residual impacts. .

7 - 202