Environmental Impact Assessment Report Linggi Base Sdn. Bhd

Second Schedule

Environmental Impact Assessment Report

Volume II of VI

Linggi Base Sdn. Bhd.

Proposed Reclamation and Development of Kuala Linggi International Port (KLIP) at Kuala Linggi, Malacca, Malaysia

June 2016

62801230-RPT-02 Rev.02

This report has been prepared under the DHI Business Management System certified by Bureau Veritas to comply with ISO 9001 (Quality Management)

Proposed Reclamation and Development

of Kuala Linggi International Port (KLIP) at Kuala Linggi, Malacca, Malaysia

Environmental Impact Assessment Report

Prepared for Linggi Base Sdn Bhd

Represented by Commander Ramli Johari (Rtd.) Project Layout

Current Revision Approvals

Name / Title Signature Date Siti Nurulfirdauz Binti Hashim; Tony Prepared by SNF; TWC; SMH Jun 30, 2016 Chiffings; Syed Mohazri Bin Syed Hazari Reviewed by Tania Golingi TAG Jun 30, 2016

Approved by Tania Golingi TAG Jun 30, 2016

Classification Open Restricted Confidential

DHI Water & Environment (M) Sdn. Bhd. (535484-V) Kota Kinabalu Office • Tel: +60 88 260780 • Fax: +60 88 260781 Kuala Lumpur Office • Tel: +60 3 7958 8160 • Fax: +60 3 7958 1162 [email protected] • www.dhi.com.my

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Document Information Project No. 62801230 Proposed Reclamation and Development of Kuala Linggi International Port Project Title (KLIP) at Kuala Linggi, Malacca, Malaysia Subject Environmental Impact Assessment Report

Client Linggi Base Sdn Bhd

Document No. 62801230-RPT-02 Rev 02

Distribution Type of Data No of copies

Linggi Base Sdn Bhd Hardcopy 1

Department of Environment Hardcopy+Digital 48+1

DHI Water & Environment (M) Sdn. Bhd. Hardcopy 1

Document Revision History

Description of Change/ Rev Rev Date Prepared by Checked by Approved by Reason for Issue

01 Jun 20, 2016 Draft EIA to Client SMH TAG TAG

02 Jun 30, 2016 Submission to DOE SMH TAG TAG

The information contained in this document produced by DHI Water and Environment (M) Sdn. Bhd. is solely for the use of the Client identified on the cover sheet for the purpose for which it has been prepared. DHI Water and Environment (M) Sdn. Bhd. makes no representation, undertakes no duty, and accepts no responsibility to any third party who may use or rely upon this document or the information.

All rights reserved. No section or element of this document may be removed from this document, reproduced, electronically stored or transmitted in any form without the written permission of DHI Water and Environment (M) Sdn. Bhd.

DHI Water & Environment (M) Sdn. Bhd. (535484-V) 3A01 & 02, Block G, Pusat Dagangan Phileo Damansara 1, No. 9, Jalan 16/11, Off Jalan Damansara, 46350 Petaling Jaya Selangor Darul Ehsan, Malaysia Tel: +603 7958 8160• Fax: +603 7958 1162• [email protected] • www.dhi.com.my

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LIST OF DOCUMENTS

VOLUME I: EXECUTIVE SUMMARY

VOLUME II: MAIN EIA

Chapter 1 Introduction Chapter 2 Statement of Need Chapter 3 Project Options Chapter 4 Project Description Chapter 5 Existing Environment Chapter 6 Evaluation of Impacts and Mitigation Measures Chapter 7 Environmental Management Plan (EMP) and Environmental Monitoring Chapter 8 Study Findings Chapter 9 References

DRAWINGS No 1 Project Location No 2 Land use 5 km No 3 Environmental Sensitive Area (ESA) 10 km No 4 Environmental Sensitive Area (ESA) 5 km No.5 Physical Monitoring Stations No.6 Biological Monitoring Station (Land) No.7 Biological Monitoring Station (Marine)

VOLUME III: APPENDICES A TO C

Appendix A Project Supporting Information Appendix B Initial Environmental and Coastal Assessment Appendix C Baseline Report

VOLUME IV: APPENDICES D TO F

Appendix D Air and Noise Modelling Report Appendix E Fauna Report Appendix F Socio-economic Impact Assessment (SIA) Study Report

VOLUME V: APPENDIX G

Appendix G Hydraulic Study Report

VOLUME VI: APPENDICES H TO M

Appendix H Navigation Study Appendix I Navigation Simulation Report Appendix J Quantitative Risk Assessment (QRA) Appendix K Economic Valuation (EV) Study Report Appendix L Health Impact Assessment (HIA) Study Appendix M Traffic Impact Assessment (TIA) Study

TOR CHECKLIST

Additional Comments

TOR Checklist

1. TOR Approval Conditions – DOE Ref: JAS (PN) 50/013/401/059

Item Issues/Comments Raised Reference in the Detailed EIA DOE Review (Chapter and Page)

(i) To take into account all comments received by the All relevant comments in the Terms Department of Environment (DOE). This includes: of Reference (TOR) have been a, b comments from technical agencies and the review addressed according to the approved panel on the TOR report, Panel Review Minutes of Revised TOR. Meeting., including comments on the revised TOR received via DOE letter dated 8 September 2015 [Ref: AS (PN) 50/013/401/059 Jilid 1(23)].

c Comments on the Revised TOR from technical Refer to Section 2. agencies / reviewing panel:

. Comments from the Port Dickson Municipal Council dated 17 May 2016 [Ref: Bil(38)dlm.MPPD329/3/2011 as attached in Appendix 1]; . Comments from the Malacca State Fisheries Department dated 24 May 2016 [Ref: Prk.Mlk.04/52 Jld.27 (69) as attached in Appendix 2]; . Comments from the Negeri Sembilan State Economic Planning Unit dated 24 May 2016 [Appendix 3]; . Comments from the Engineering Services Division, Ministry of Health Malaysia dated 25 May 2016 [Appendix 4]; . Comments from the Federal Department of Town and Country Planning Malaysia dated 26 May 2016 [Ref: JPBD BRFN 185/268/1/1 Jld.6 (12) as attached in Appendix 5]; and . Comments from the Marine Ecology Review Panel, Associate Professor Dr. Harinder Rai Singh dated 26 May 2016 [Appendix 6]. d The letter issued by DOE dated 25 April 2016 [Ref: This was further discussed with DOE. AS(PN)50/013/401/059 Jilid 2(3)] on the appeal by Given that the dredging will only the project proponent for exemption of the occur in Phase 4, in ten years’ time; dredging waste disposal activities study. the disposal activity shall be addressed in a separate EIA prior to but closer to the time of the proposed dredging activity.

(ii) The development plans and concept for the Section 1.4.2, page 1-11 proposed project shall be in line with the national level development (National Physical Plan-2 and National Coastal Zone Physical Plan under the Department of Town and Country Planning Peninsular Malaysia) and state level plans (such as Structure Plan and Local Plan) which shall be referenced to and stated clearly in the EIA report.

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Item Issues/Comments Raised Reference in the Detailed EIA DOE Review (Chapter and Page)

(iii) The EIA study shall be conducted quantitatively, Section 1.5.3, page 1-12. comprehensively and pollution control measures Chapter 6, page 6-1. shall be stated specifically and in detail for the critical issues identified.

(iv) Description and detailed explanation regarding the - proposed project’s location which shall include:

a The exact location of the proposed project site by Table 4.1, page 4-4. providing coordinates of the project area with at Section 4.5.4.1, page 4-24 least four (4) corner coordinate points which includes reclamation area, dredging area and the dredging waste disposal site;

b A detail and complete current Land Use map Figure 5.113, page 5-98 within 5 km radius (shown for every 250 m Refer Drawings for A3 figures. according to the outline boundary of the proposed project site) which clearly shows the surrounding Environmental Sensitive Receptors (in A3-size) and to also take into account the Environmental Sensitive Receptors within the zone of impact;

c The Land Use map should clearly show each Figure 5.113, page 5-98 Environmental Sensitive Receptors especially those within the zone of impact and to also include existing /planned land uses for socio-economic activities which includes industrial, settlements and villages, tourism, historical and heritage and commercial activities, institutions and others;

d Maps / figures shown in the EIA report have to be Noted. recent, clear, complete with legend, showing the project location, direction sign and legible;

e Sampling locations shall be displayed in the form Refer to Drawings in Volume I and of figures, maps or the likes of where the sampling Volume II for A3 figures. points are clearly shown. These figures / maps shall be presented in A3-size in the EIA report.

f Sampling dates for the baseline studies shall be Physical survey: Table 5.1, page 5- stated in the EIA report. 47 Biological survey: Table 5.20, page 5-49 Human Environment: Section 5.3. 1 g Adequate and safe proposed Buffer Zone between Section 4.2, page 4-7 the project site boundary and the nearest Environmental Sensitive Receptors which was obtained through the EIA study shall be included in the EIA report and to be presented to the Local Authorities.

h Any International Boundaries used in the figures / The Malaysia-Indonesia boundary maps shall be verified by the Department of was based on Indonesia-Malaysia Survey and Mapping Malaysia (JUPEM). Continental Shelf Boundary Treaty 1969 and Treaty between the Republic of Indonesia and Malaysia

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Additional Comments

Item Issues/Comments Raised Reference in the Detailed EIA DOE Review (Chapter and Page)

on Determination of Boundary Lines of Territorial Waters of the Two Nations at the Straits of Malacca, 1970. Section 4.1.1, page 4-5 i Reference maps used in the EIA report shall be Noted. Other than the recent satellite from a legitimate source, based on JUPEM. image (January 2016), reference map was based on:

. JUPEM map Edition 1-PPNM 1996, Series DNMM5101, Sheet 152; . Indonesia-Malaysia Continental Shelf Boundary Treaty 1969 . Treaty between the Republic of Indonesia and Malaysia on Determination of Boundary Lines of Territorial Waters of the Two Nations at the Straits of Malacca, 1970. (v) Clear and specific explanation regarding the project concept and construction method to be conducted which includes the following proposed components: a Selection of layout and landform has to be based Section 3, page 3-1, Appendix G on several options that has been studied using hydraulic modelling and is proven to have the most minimal impact on the environment, socio- economy and navigation. b To explain the reclamation method that will be Section 4.6.2.3, page 4-39 used, taking into account the most minimal impact to the environment. c To clearly state the criteria for sand source which Section 4.5.1, page 4-10 will be used for the reclamation in terms of quantity and quality, type of sand and silt content to ensure minimal impact of siltation in the marine ecosystem surrounding the reclamation area. d Once the licensed sand supplier has been Sand source supplier has not been decided, the name of the supplier and sand source confirmed. Potential sand source location has to be stated. If the supplier has yet to areas given in Figure 4.24, page 4- be decided, the expected sand source location 40 shall be stated so that the route from the source location to the project site can be identified. e The EIA report shall include dredging activities, Section 4.5.4, page 4-24 disposal of dredged waste, and the transportation and disposal of reclamation materials. f A complete flow chart and description of the Topside operations described in processes involved for topside development. Section 4.6.3, page 4-48 g Mass balance calculations, process flow and materials to be used in the complete process shall

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Item Issues/Comments Raised Reference in the Detailed EIA DOE Review (Chapter and Page)

be shown so that the quantity of each source of Details of project emissions are given pollution can be identified accurately. in Section 4.6.3.6, page 4-51.

(vi) The proposed technology shall take into The detailed design of the project consideration the following: components will be based on the Best Available Technology (BAT), a Technology selection for the proposed project and especially those related to the choice control measures shall be based on Best Available of technology, mitigation measures Technology (BAT). The effectiveness of the and pollution control equipment. technology must be supported by data from existing projects using a similar technology within the country or abroad. The effectiveness shall be compared and described clearly.

b Equipment for pollution control shall be explained in detail and specifically in terms of design, efficiency and type. Information related to the technology shall be stated.

c Proposed compliance limits for noise, water Mitigation measures are in Section quality, air quality and others shall be stated and 6.4, pp 6-254 to 6-274; the proposed control measures to ensure compliance limits are met shall be stated. Performance objectives / limits for each component provided in Section 7.2.1 (pp 7-6 to 7-11.

Compliance limits listed in Table 7.7, page 7-12.

(vii) The EIA study shall be conducted Study area is 5 km – 10 km , see comprehensively and in detail, covering an area of Section 1.5.3, page 1-14 5km radius or more from the project boundary, based on the impact and risk analysis study. By taking into account the capacity of the proposed project, sensitive areas near the project area and project operations which may cause significant impacts on the environment can be identified.

(viii) The EIA study for the proposed project shall cover - impact studies during the construction and operation phases, which includes:

a Impact towards Environmentally Sensitive Areas, These ESAs are addressed, see ESA and sensitive receptors within the vicinity of Section 5.4, pp 5-204 to 5-212. the proposed project area. This includes: Impacts, mitigating measures and . Prohibited fishing area near Tg. Tuan; residual impacts to these ESAs are . 4 forest reserves at Tg. Tuan, Pasir Panjang, discussed under various subsections Tg. Agas and Linggi; in Section 6.2 (pp 6-16 to 6-243), . Mangroves at the Sg. Linggi river mouth; Section 6.4 (pp 6-254 to 6-274) and . Sea turtle landing and nesting area at Kuala Section 6.5 (pp 6-275 to 6-302) Sg. Baru as gazetted in the National Coastal respectively. Zone Physical Plan; . Habitat of river terrapins and painted It is noted that Tg. Agas is not a terrapins; gazetted forest reserve.

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Additional Comments

Item Issues/Comments Raised Reference in the Detailed EIA DOE Review (Chapter and Page)

. The waters of Tg. Tuan which is a heritage area as stated in the National Heritage Act 2005 as “Zon Pewartaan Perairan Tg Tuan”; . The National Heritage area: Linggi Fort, Tg. Tuan Lighthouse, Supai Fort and others; . Coral reefs located within a 500m radius from the proposed project boundary; and . 10 villages located within a 5km radius from the proposed project boundary where the majority of the villages are fishermen villages and tourism chalets. d The EIA study for the proposed project shall be The EIA will study the impact based conducted cumulatively which includes, among on the project components as others, the following components: mentioned. This is detailed out in Section 4.5, page 4-21. It is noted . The reclamation area of 620 acres that is that reclamation at the mainland is no divided into 4 phases and will take 10.5 years; more required. Refer to Section . Topside development which includes the oil 4.5.2, page 4-21. and gas storage terminal, shipyard, fabrication yard, general cargo wharf and other components; . Oil and gas jetty with a length of 1.3km, constructed with 4 berths which has the capacity to handle up to 200,000 dead weight tonnage (DWT); . The construction on an access bridge from Kuala Linggi beach to the reclamation area, with a length of 525m or 801m, depending on the reclamation needs at Kuala Linggi beach area which includes reclamation for the construction of the access trestle; and . Dredging activities and disposal of dredging waste. b Hydraulic Impact Study

. To determine the impact from erosion and The detailed examination of impacts accretion that will occur near the proposed towards coastal hydraulics, coastal project area including the shoreline area, the morphology, water quality (for impact of floods in the area near the river mouth, changes in marine water quality if no flushing and sediment plume flushing takes place in the reclamation area assessment) and hydrology & and other impacts related to hydraulics and drainage are discussed in Section hydrodynamics; and 6.2.1 (page 6-15), Section 6.2.2 . A sediment plume assessment from the (page 6-24) and Section 6.2.4 (page reclamation activities shall be conducted to 6-91). Refer to Appendix H for the determine the effect it has towards the marine full hydraulics report ecology, especially towards the coral reefs, sea turtle landing area, mangrove area and others. c Impact towards ESAs and Marine Ecology Mitigation measures proposed for the impacts towards the ESA is outlined . Identify and state the control measures to under each respective component in minimise impacts towards ESAs such as Section 6.4, page 6-196. mangroves, marine and terrestrial habitats, fishing areas and ecological sensitive areas; and Suspended sediments from the reclamation activities will impact the . The impact study shall also determine if there will be any impacts at Tg. Tuan which has prohibited fishing area as outline in been gazetted as a Fishing Prohibited Area Section 6.2.3.2, page 6-31.

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Item Issues/Comments Raised Reference in the Detailed EIA DOE Review (Chapter and Page)

as stated in the Fisheries (Prohibited Areas) Regulations 1994. e Impact towards navigation, safety of navigation Impacts during construction and and marine traffic operation phases are outlined in Section 6.2.24, page 6-239. . A detailed navigation simulation study shall be conducted f Air quality See Section 6.2.5, page 6-96.

. The worst case scenario and normal scenario for emissions of pollutants, impurities and gas into the environment from the chimney shall be predicted through air quality modelling, taking into account worst atmospheric stability and the situation in the event of air pollution control equipment fails; and . The achievable level of air emission shall be based on the Best Available Technology and Environmental Quality (Clean Air) Regulations 2014 standards. g Water quality The impact to water quality and results of water quality modelling are . Effluent discharge limits shall be referred to presented in Section 6.2.3, page 6- the Environmental Quality (Industrial Effluent) 32. Regulations 2009 while the sewage discharge limits (if any) shall be referred to the Environmental Quality (Sewage) Regulations 2009;

. The water quality study shall show in detail the causes of effluent or oily water production and the quantity and quality of effluent produced shall be stated;

. The results from water quality modelling shall clearly show the impact of effluent discharge into the marine environment and compared to the National Water Quality Standards for Malaysia (published by DOE) to determine the ambient marine water quality level; and

. The location for the final effluent and sewage discharge point shall be stated and shown clearly in a plan.

Location presented in Section 4.5.5, page 4-27.

h Impact of erosion and sedimentation from Impacts on coastal morphology reclamation activities (erosion and sedimentation) are outlined in Section 6.2.2, page 6-25. . The impact of erosion and sedimentation from reclamation activities shall be stated clearly in the EIA report. The study shall be conducted based on the “Guidance Document For Addressing Soil Erosion and Sediment Control Aspects in Environmental Impact Assessment (EIA) Report (2016)”, published by DOE. The Erosion and Sediment Control report shall be accompanied by a conceptual plan

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Additional Comments

Item Issues/Comments Raised Reference in the Detailed EIA DOE Review (Chapter and Page)

that shows clearly the Best Management Practices (BMPs) to control erosion and sedimentation at the proposed project area. The consultant undertaking the study must be a registered consultant with DOE and possess the “Certified Professional on Erosion and Sediment Control” (CPESC) certification. . The impact of erosion and sedimentation during reclamation shall be emphasised in detail and the areas at risk of flooding shall be identified. i Risk Analysis Study See Section 6.2.22, page 6-207.

. A risk analysis study of petroleum and other hazardous installation shall be conducted based on the “EIA Guidelines for Risk Assessment” published by DOE. j Noise and vibration study See Section 6.2.6, page 6-104.

. A noise study shall be conducted based on “The Planning Guidelines for Environmental Noise Limits and Control” published by DOE. . A vibration study shall be conducted based on “The Planning Guidelines for Vibration Limits and Control in the Environment” published by DOE. k Scheduled waste management Waste management - Section 4.6.2.9, page 4-47. . Solid waste management methods shall comply with the requirements of the Solid The disposal site for dredged spoil is Waste and Public Cleansing Management shown in section 4.5.4.1, page 4-26. Act, 2007 under the National Solid Waste Management Department; Disposal shall be addressed under a . Scheduled waste management methods shall separate EIA. comply with the requirements of the Environmental Quality (Scheduled Wastes) Regulations, 2005; . The methods for managing solid and dredging wastes, and the amount of solid and dredging wastes produced from the proposed project’s activities shall be elaborated in the EIA report; and . The dredging waste disposal site shall be stated in the EIA report and the impact towards the nearby Environmentally Sensitive Receptors shall be described in detail. l Health Impact Assessment Section 6.2.21, page 6-202.

. A public health impact assessment shall be conducted in detail for settlements located within a 1-5km radius from the proposed project site; and . The health impact assessment shall be conducted based on the “Guidance Document on Health Impact Assessment (HIA) in Environmental Impact Assessment (EIA)” published by DOE. m Land Traffic Assessment Section 6.2.23, page 6-222.

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Item Issues/Comments Raised Reference in the Detailed EIA DOE Review (Chapter and Page)

. The assessment shall be conducted to evaluate the impact of the project on the road network during the construction and operation phase of the proposed project. n Socio Economy Assessment The baseline study is outlined in Section 5.3, page 5-146. . The assessment shall include 2 groups, the locals (within a 5km radius of the proposed . Four focus group dialogues – project boundary and within the impact zone Section 5.3.1.1, page 5-146. that exceeds the 5km radius), and the . Two public consultations held - fishermen (either in the state of Malacca or Section 5.3.8.2, page 5-180. Negeri Sembilan); . The assessment shall look at the impact on Impacts - Section 6.2.20, page 6- the fishing industry, tourism industry, and 191 local and regional economic development using data from surveys, secondary data, See also Appendix F. Focus Group Discussions (FGD) and public meetings with the relevant stakeholders; . A list of socio-economic activities involving committed development which includes industrial activities, commercial activities, institutions and settlements, and environmental sensitive receptors within a 5km radius from the proposed project area shall be shown in a table with the actual distance from the proposed project site stated; and . A public dialogue with the local population especially those whose livelihood depends on the Kuala Linggi waters and estuary shall be conducted to notify the public of the proposed project and to obtain feedback. The outcome from the public dialogue shall be included in the EIA report. o Economic Valuation of the Environmental Impacts Section 6.3.3, page 6-247. Assessment

. An Economic Valuation of the Environmental Impacts assessment shall be conducted in detail and monetized according to the “Guidelines on the Economic Valuation of the Environmental Impacts for EIA Projects” published by DOE; . The assessment shall detail the impacts on the environment which will lead to the loss of income for the public involved. The compensation and transfer plans shall be prepared by taking into account the permanent loss of several components, such as the loss of mangrove areas, loss of breading areas for terrapins and sea turtles, loss of income for fishermen, loss of aquaculture activities and others. (ix) The EIA study shall suggest control measures to - mitigate the predicted impacts. This includes, among others:

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Additional Comments

Item Issues/Comments Raised Reference in the Detailed EIA DOE Review (Chapter and Page) a The control measures set out in the EIA report Section 6.4, pp 6-254 to 6-274 shall be project specific and detailed, and each predicted critical impact shall be assessed. b The commitment of the project proponent to install The commitment of the project effective and proven pollution control equipment proponent is affirmed with the which will minimise the negative impacts on the declaration form from the project environment. proponent attached to this EIA. c Control measures shall take into account the short All mitigation measures are term and long term impacts of the proposed presented in Section 6.4, page 6- project. 253.

(x) Each study methodology shall be stated clearly in Key methods and assumptions are the EIA report. discussed in the EIA main text, while details are presented in detail in Appendices C to M. (xi) The Emergency Response Plan (ERP) document ERP is presented in Section 7.3, preparation shall also be planned during the EIA page 7-35. report preparation stage. (xii) The basis for selecting the sampling stations of Sampling stations are shown in each parameter to be assessed shall be stated Appendix C. and shown clearly in the plan/map.

(xiii) Reference shall be made based on the latest Guidelines used for this study are guidelines published by DOE and other relevant outlined in Section 1.5.4.1, page 1- agencies. 16.

(xiv) The preparation of the EIA report shall be based This EIA is based on the on the Environmental Impact Assessment Environmental Impact Assessment Guidelines in Malaysia (2016). Guidelines in Malaysia (2016).

(xv) The Project Implementation Schedule shall be Section 4.4, page 4-18. included.

2. Comments on Revised TOR

Item Issues/Comments Raised Reference in the Detailed EIA (Indicate the DOE Chapter and Page) Review

Port Dickson Municipal Council 2 Please be advised that the Port Air quality: Dickson Municipal Council has no . Impacts – Section 6.2.5, page 6-96 need to check the Revised TOR for . Mitigation measures – Section 6.4.2.3, page 6- the preparation of the EIA report as 260 the council does not support the . Residual impacts – Section 6.5.5, page 6-283 entire project development for the Water quality impacts addressed in: proposed project area is located . Impacts – Section 6.2.3, page 6-32 too close to the Negeri Sembilan . Mitigation – Section 6.4.2.2, page 6-255; border. . Residual impacts – Section 6.5.3, page 6-276 .

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Item Issues/Comments Raised Reference in the Detailed EIA (Indicate the DOE Chapter and Page) Review

Socioeconomic impacts – . Impacts - Section 6.2.20, page 6-191; . Mitigation - Section 6.4.2.14, page 6-266, . Residual Impacts - Section 6.5.20, page 6-297 and . Appendix F

Department of Fisheries, Malacca 2 For your information, the Fisheries Department does not support the proposed project due to reasons stated below:

i. The proposed project area is a . Impacts predicted and evaluated in Section breeding ground, marine habitat 6.2.11, page 6-131); (corals), zooplankton (food to fish) . Mitigation measures recommended Section habitat and natural habitat for 6.4.2.7, Page 6-262 marine life. . Residual impacts – 6.5.11, page 6-287 ii The number of registered Impacts on fisheries resources and fishing activities fishermen in the Alor Gajah are addressed in the following sections: district, Malacca, is as follows: [table with number of fishermen . Impacts: Section 6.2.20, page 6-191 ; per landing area provided by . mitigation - Section 6.4.2.14; page 6-266; DOF] . residual impacts Section 6.5.20, page 6-297 Fishermen at the proposed project

area will bear a permanent loss as the fishing ground becomes narrower and smaller due to the development. Besides that, reclamation and sand mining activities will affect the existing marine resources such as coral reefs which provide breeding grounds and shelter to fish fry. Wastes produced from the project may also bring toxic and harmful chemicals into the marine environment which will in turn affect the health of individuals consuming fish caught from that area. i The proposed project area is also Impacts to the hawksbill turtle are outlined in: the landing site for Hawksbill Turtles which records among the . Nesting habitat in study area - Section 5.2.7.2, highest landings in Malacca. The page 5-119. landing statistics for sea turtles in . Impacts - Section 6.2.12, page 6-142 the area from year 2010 to 2015 . Mitigation measures - Section 6.4.2.8, page 6- is as below 263. [table on turtle landings provided by DOF]: The project will affect the landing on nesting turtles especially from April to September which is the nesting season. If the migration route of sea turtles is disturbed, the sea turtle will nest at other sites which they feel are safer and

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Additional Comments

Item Issues/Comments Raised Reference in the Detailed EIA (Indicate the DOE Chapter and Page) Review

not threatened. For your information, the sea turtles are listed as a threatened species under the International Union for Conservation of Nature (IUCN) and Convention on International Trade in Endangered Species (CITES). There is also a marine fish cage No impacts to the aquaculture in Sg. Linggi are farming project rearing red tilapia. predicted, see water quality impacts – Section This project, which covers an area 6.2.3, page 6-32 of 16 ha was declared as an Aquaculture Industrial Zone (AIZ), approval of the State Executive Council on 3 December 2003. This project is run by Kuala Linggi Aquaculture Sdn. Bhd. And has a total of 1692 units of cage farms. This project is expected to contribute up to 500 tonnes of aquaculture production with a value of RM500,000 annually. It also provides job opportunities to the locals with the increase in new cages. Besides that, this project will collaborate with the State Assembly of Kuala Linggi’s Project Rimbunan Kaseh. Based on the agreement outcome between the leading company and Japerun Kuala Linggi, Yayasan Kuala Linggi was chosen to supply workers for this project. For now, 7 people from the local villages have been hired and have started work. Economic Planning Unit, Negeri Sembilan 1 This administration has no objection towards the EIA Report for the proposed project.

2 Implementation of this project will The project is located approximately 400 m from the affect the marine water boundary marine boundary;see Section 4.1, page 4-1. of Negeri Sembilan and Malacca. This issue needs to be addressed One of the key cross border impacts is water quality, before the project is implemented. addressed in Section 6.2.3, page 6-31 to page 6-91.

3 The project carried out shall follow Addressed throughout: the specifications outlined by national agencies such as DOE, Coastal hydraulics: Section 6.21, page 6-15; Drainage and Irrigation Department, Department of Urban Hydrology: Section 6.2.4; page 6-91 and Rural Planning and other Assessments for water quality, air and noise, QRA, agencies so that the proposed Economic valuation have been carried out in project does not pose and accordance to DOE guidelines and standards. environmental impacts. Part of the heavy and medium industry proposed may cause impacts

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Item Issues/Comments Raised Reference in the Detailed EIA (Indicate the DOE Chapter and Page) Review

towards the environment if uncontrolled. 4 The proposed project shall take Social survey included canvassing respondent’s into account the views, feedback perception of project - Section 5.38; page 5-179. and agreement of the local population to ensure the activities Four focus group dialogues – Section 5.3.1.1, page that will be carried out does not 5-146. cause discomfort among them and to ensure no issues arise once the Two public consultations held - Section 5.3.8.2, page project is ongoing. This includes 5-180. fishermen who may lose their Full social survey report - Appendix F. source of income as a result of disruption in the marine waters and fishing grounds. 5 The implementation of this project Land traffic : shall ensure there are no negative . impacts on infrastructure facilities Impact assessment: – Section 6.2.23, page 6- 222 such as road networks, entrance . into settlements, utilities in the Mitigation measures – Section 6.4.2.16, page 6- 270 surrounding area, air and marine . Residual impacts – water pollution and beach erosion. Section 6.5.23, page 6-301. Besides that, the impact towards the existing environment such as Morphological impacts: the present flora and fauna within . Impacts – Section 6.2.2, page 6-25 the project vicinity shall be kept to . Mitigation measures – Section 6.4.2.1, page 6- a minimum so as not to affect the 255 existing marine ecosystem. . Residual impacts – Section 6.5.2, page 6-275

Water quality: . Impacts – Section 6.2.3, page 6-32 . Mitigation measures – Section 6.4.2.2, page 6- 257 . Residual impacts – Section 6.5.3, page 6-276

Flora and fauna: . Impacts – Section 6.2.7, page 6-112 . Mitigation measures – Section 6.4.2.5, page 6- 261 . Residual impact – Section 6.5.7, page 6-286. 6 It is suggested that the developer See Section 6.2.20, page 6-191; Section 6.4.2.14, prepares a Social Impact page 6-266, Section 6.5.20, page 6-297 and Assessment for the proposed Appendix F project. 7 This project shall also ensure there No impact predicted – see Section 6.2.2, page 6- will be no negative impacts on the 25 coastline as Port Dickson, which has been declared as a nation’s tourism area and is an asset of Negeri Sembilan and is a major GDP contributor to the state’s service sector. Ministry of Health, Malaysia – Engineering Services Division

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Additional Comments

Item Issues/Comments Raised Reference in the Detailed EIA (Indicate the DOE Chapter and Page) Review

1 5.4.3 Operational Phase Permanent; 50-years assessed under EV.. PP to mention the lifespan of the project 2 7.4 Human Environment Section 5.3.7, pp 5-172 PP to include Existing Public Health as in the Guidelines for HIA. 3 9.2 EIA Study Component Waste management is discussed in: Section 4.6.2.9; PP to include Wastewater and 4.6.3.6; and considered in various assessments Waste Management (Solid Waste including terrestrial ecology, marine fauna, air quality and Scheduled Waste) in sub- assessment. component for Physical-Chemical Environment. 4 10.4.8 Health Impact Assessment Section 6.2.21, p 6-202 Any possible health impacts during construction, operation, commissioning and abandonment of the project that will be projected should not be only limited to air modelling and should also cover the health risk of workers as stipulated in OSHA 1994. Indirect impact of aquatic/marine organism to the health of sensitive receptors should be addressed. 5 General Comment – Content of NA Revised TOR Should be better organized so that reader can easily identify Main Topic/Sub Topic and follow the latest DOE guideline for TOR. Town and Country Planning Department, Malaysia 2 For your information, after Studies has been conducted on these checking, the proposed project environmentally sensitive areas. area is located near to the habitat protected area for sea turtles and Sea turtles: terrapins, tourist activities area and . Nesting habitat in study area - Section 5.2.7.2, heritage areas. page 5-119. . Impacts - Section 6.2.12, page 6-142 . Mitigation measures - Section 6.4.2.8, page 6- 263. Terrapins: . Biology and ecology - Section 5.2.8, page 5- 127. . Impacts - Section 6.2.13, page 6-165 . Mitigation measures - Section 6.4.2.9, page 6- 264. Heritage areas - Section 5.3.6, page 5-170.

3 In that regard, the proposed project should comply with the National Physical Plan-2 (NPP2) and National Coastal Zone Physical Plan (NCZPP) as follows:

Checklist - 13

Item Issues/Comments Raised Reference in the Detailed EIA (Indicate the DOE Chapter and Page) Review

3.1 NPP 5; Stage v; Air quality: Heavy industrial activities that . Impacts – Section 6.2.5, page 6-96 generate pollutants are not . Mitigation measures – Section 6.4.2.3, page 6- allowed in or adjacent to 260 ecotourism areas and natural . Residual impacts – Section 6.5.5, page 6-283 resources which have been set. Water quality: . Impacts – Section 6.2.3, page 6-32 . Mitigation measures – Section 6.4.2.2, page 6- 257 . Residual impacts – Section 6.5.3, page 6-276 3.2 NPP 24; Stage i; Coastal reclamation is not encouraged unless for the development of ports at strategic locations which are of national interest. Coastal reclamation is not allowed in or bordering sensitive ecosystems such as marine parks, mangroves, mudflats, coral reefs, seagrass beds, landing sites of sea turtles and main tourist beaches. All proposals involving coastal reclamation shall be referred to the National Physical Planning Council. 3.3 NCZPP 6; Stage I-II; All coastal reclamation proposals shall be referred to the National Physical Planning Council. Coastal reclamation is not encouraged unless for the The proposed project is a port and hence permitted development of ports at strategic under the NPP. locations which are of national interest. As per letter from the Malacca Town and Country 4 For that purpose, all coastal Planning Department, the project is in line with the reclamation proposals shall be Malacca State Strategic Plan under the Survey referred to the National Physical Report, Revised Malacca State Structure Plan 2035 Planning Council. It is also in line currently in preparation. The project is also in line with the Town and Country with the Kuala Linggi Special Plan (Refer to Planning Act, Section 22(2A)(b) to Appendix A (Volume 2) – letter dated 20 April 2016, seek advice from the National Ref: JPBDM2/8351 Klt.3.. Physical Planning Council through the State’s Town and Country Planning Department. 5 Besides that, a detailed social See Section 6.2.20, page 6-191; Section 6.4.2.14, impact assessment study shall be page 6-266, Section 6.5.20, page 6-297 and conducted involving primarily the Appendix F local fishermen. The study is to ensure that the fishing activities are not affected due to the proposed project.

Checklist - 14 62801230-RPT-02 TOR CHECKLIST

Additional Comments

Item Issues/Comments Raised Reference in the Detailed EIA (Indicate the DOE Chapter and Page) Review

6 Views from the Negeri Sembilan The marine border is based on consultation and State government regarding the maps provided by JUPEM Malaysia (see letter in proposed development, especially Appendix A, Vol 2). issues about the border, shall be obtained as the state is bordering Feedback from Port Dickson Municipal Council and the proposed project area. Negeri Sembilan State Economic Planning Unit as per Section 2 above.

7 Conservation of the Supai Fort Aesthetic and tourism impacts have been heritage site located near the considered: proposed project area shall be . given due emphasis. Impacts Section 6.2.20, p 6-191 . Mitigation – Section 6.4.2.14, p 6-266 . Residual impacts – Section 6.5.20, p 6-297 Ecology Expert – Prof Madya Dr. Harinder Rai Singh 1 Surveys on seaweed and seagrass Section 5.2.5, page 5-104. must be also conducted. If none are found then the consultant can report that there are no seagrass and seaweeds in the zone of impact 2 Macrobenthos studies must also Macrobenthos study focused on the be done within Sg. Linggi and the coastal waters as described in mudflats, besides the coastal Section 5.2.12, page 5-142 as no waters impact is predicted within Sg. Linggi.

3. Additional Comments

Additional comments were received from government agencies, vial DOE letter dated 20 june 2016, Ref: JAS(PN) 50/013/401/059 Jilid 2(17) as summarised below:

Item Issues/Comments Raised Reference in the Detailed EIA DOE Review (Indicate the Chapter and Page)

JPBD Melaka dated 23 May 2016 (JPBDM2/8351 Klt. 3) 2. No objection to the TOR. NA

Jabatan Perhutanan Negeri Melaka dated 24 May 2016 (PHM.7.04JLD 9(19) The project is close to mangroves Mangrove impacts addressed in: that grow on both sides of the river . Impacts – Section 6.2.9, page where its main functions are to 6-121 protect against riverine erosion . Mitigation – Section 6.4.2.5, and as ecosystem balance to the page 6-261 existing forest. Detailed study on . Residual impacts – Section should be done before the 6.5.9, page 6-286 implementation of the project to These are based on detailed ensure that there will be no effect sediment plume and hydrological or major impact to the existing studies addressing water levels, forest which also include the changes in salinity and morphology.

Checklist - 15

Item Issues/Comments Raised Reference in the Detailed EIA DOE Review (Indicate the Chapter and Page)

communities that use the river for their livelihood.

Jabatan Taman Laut Malaysia dated 01 June 2016 (JTLM 610-6 (18) Jld 2 Concerns with respect to Tg. Tuan No morphological impacts to Tg. as a proposed Marine Park. Tuan predicted: . Impacts . Mitigation . Residual impacts Water quality impacts addressed in : . Impacts – Section 6.2.3, page 6-32 . Mitigation – Section 6.4.2.2, page 6-255; . Residual impacts – Section 6.5.3, page 6-276

Checklist - 16 62801230-RPT-02 TOR CHECKLIST

CONTENTS

1 Introduction ...... 1-1 1.1 Project Title ...... 1-1 1.2 Project Background ...... 1-1 1.3 Project Proponent and Qualified Persons ...... 1-6 1.3.1 Project Proponent ...... 1-6 1.3.2 EIA Consultant ...... 1-6 1.3.3 EIA Team Members ...... 1-7 1.4 Legal Aspects ...... 1-11 1.4.1 Environmental Quality Act 1974 (EQA 1974) ...... 1-11 1.4.2 Conformance to Government’s Development Plans ...... 1-11 1.4.2.1 State Plans ...... 1-11 1.4.2.2 National Plans and Initiatives ...... 1-12 1.5 EIA Report ...... 1-13 1.5.1 Terms of Reference (TOR) ...... 1-13 1.5.2 Scope of EIA Study ...... 1-14 1.5.3 EIA Study Boundaries ...... 1-14 1.5.4 Guidelines ...... 1-16 1.5.4.1 National Regulations and Guidelines ...... 1-16 1.5.4.2 International Guidelines and Best Practices ...... 1-17 1.5.5 Report Structure ...... 1-17 2 Statement of Need ...... 2-1 2.1 Project Basis ...... 2-1 2.1.1 Existing Facilities at Kuala Sungai Linggi Port...... 2-2 2.2 Strategic Opportunity ...... 2-3 2.3 Potential Project Benefits ...... 2-3 2.3.1 Benefits to the State of Malacca and Malaysian Economy ...... 2-3 2.4 Potential Economic Opportunity ...... 2-4 2.4.1 Market Demand/Potential ...... 2-4 2.4.2 VLCC Newbuilding and Shipyard ...... 2-4 2.4.2.1 Existing Situation with Respect to VLCC Demand ...... 2-4 2.4.2.2 Future Demand ...... 2-5 2.4.3 Repair Yard Potential ...... 2-6 2.4.3.1 Existing Situation with Respect to Ship Repair ...... 2-6 2.4.3.2 Future Demand ...... 2-6 2.4.4 Heavy Fabrication Yard Potential ...... 2-7 3 Project Options ...... 3-1 3.1 Site Selection ...... 3-1 3.1.1 Stage 1: Port Conceptualisation ...... 3-1 3.1.2 Stage 2: Initial Screening Assessments (Economic, Hydraulic and Environmental Feasibility) ...... 3-2 3.1.3 Stage 3: Detailed Engineering and Environmental Assessments ...... 3-4 3.2 Reclamation and Onshore Development Layout ...... 3-4 3.2.1 Reclamation Layout ...... 3-4 3.2.2 Onshore Development Layout ...... 3-6 3.3 ‘No Project’ Option ...... 3-7 4 Project Description ...... 4-1 4.1 Project Location ...... 4-1 4.1.1 Boundaries ...... 4-5 4.1.1.1 Malaysia-Indonesia International Boundary...... 4-5 4.1.1.2 Negeri Sembilan- Malacca State Boundary ...... 4-5

4.1.1.3 Kuala Sg. Linggi Port Limit...... 4-7 4.2 Buffer Zone Considerations ...... 4-7 4.2.1 Regulatory Requirement ...... 4-7 4.2.1.1 Guidelines on Siting and Zoning of Industries, 2nd Revised Edition ...... 4-7 4.2.1.2 Quantitative Risk Assessment (QRA) Results ...... 4-9 4.2.2 Required Buffer Zones ...... 4-9 4.3 Project Concept ...... 4-11 4.3.1 Green Ports Initiative ...... 4-12 4.3.1.1 Green Technology Policy of Negeri Sembilan 2011-2020 ...... 4-13 4.3.1.2 Examples of Green Ports Initiatives ...... 4-14 4.4 Project Schedule and Phasing ...... 4-18 4.5 Project Components ...... 4-21 4.5.1 Land Reclamation ...... 4-21 4.5.2 Access Bridge ...... 4-21 4.5.3 Liquid Product Jetty ...... 4-22 4.5.4 Capital Dredging ...... 4-24 4.5.4.1 Disposal of Dredged Spoil ...... 4-26 4.5.5 Onshore Developments ...... 4-27 4.5.5.1 Liquid Product Storage Terminal ...... 4-29 4.5.5.2 Shipyard ...... 4-31 4.5.5.3 Fabrication Yard ...... 4-31 4.5.5.4 General Cargo Wharf ...... 4-32 4.5.5.5 Administration and Support Services ...... 4-34 4.5.5.6 Reserved Land ...... 4-35 4.6 Project Activities ...... 4-36 4.6.1 Pre-construction Stage ...... 4-36 4.6.2 Construction Phase ...... 4-37 4.6.2.1 Setting up Construction Infrastructure ...... 4-37 4.6.2.2 Management of Construction Activities ...... 4-38 4.6.2.3 Reclamation ...... 4-39 4.6.2.4 Construction of Access Bridge ...... 4-43 4.6.2.5 Construction of Jetty and Shipyard Piers ...... 4-44 4.6.2.6 Quay Wall Construction ...... 4-45 4.6.2.7 Capital Dredging ...... 4-45 4.6.2.8 Construction of Onshore Facilities ...... 4-45 4.6.2.9 Construction Emissions and Wastes ...... 4-47 4.6.3 Operational Phase ...... 4-48 4.6.3.1 Liquid Products Terminal ...... 4-48 4.6.3.2 Shipyard ...... 4-48 4.6.3.3 Fabrication Yard ...... 4-49 4.6.3.4 General Cargo Wharf ...... 4-49 4.6.3.5 Services Requirements ...... 4-49 4.6.3.6 Routine Discharges and Emissions ...... 4-51 4.6.4 Project Abandonment/Decommissioning ...... 4-51 5 Existing Environment ...... 5-52 5.1 Physical-Chemical Environment ...... 5-52 5.1.1 Data Collection and Sources ...... 5-52 5.1.2 Meteorology ...... 5-53 5.1.2.1 Wind ...... 5-53 5.1.2.2 Rainfall ...... 5-55 5.1.3 Hydrology and Drainage ...... 5-58 5.1.4 Bathymetry ...... 5-61 5.1.4.1 River Profile ...... 5-63 5.1.5 Geology ...... 5-64 5.1.6 Marine Sediment Quality...... 5-66 5.1.6.1 Sediment Physical Properties ...... 5-66 5.1.6.2 Sediment Chemical Content ...... 5-69

5.1.7 Hydrographic Conditions...... 5-75 5.1.7.1 Current Flows ...... 5-75 5.1.7.2 Water Levels ...... 5-80 5.1.7.3 Wave Condition ...... 5-81 5.1.8 Coastal Geomorphology ...... 5-84 5.1.8.1 Area 1 – Tg. Selamat to Kuala Sg. Linggi ...... 5-85 5.1.8.2 Area 2 – Tg. Bt. Supai to Tg. Che’ Amar ...... 5-88 5.1.8.3 Area 3 – Tg. Che’ Amar to Tg. Serai to Tg. Dahan ...... 5-93 5.1.8.4 Area 4 – Tg. Dahan and eastward ...... 5-94 5.1.9 Water Quality ...... 5-96 5.1.9.1 Marine Water Quality Status ...... 5-99 5.1.9.2 Estuarine Water Quality Status ...... 5-115 5.1.10 Air Quality...... 5-137 5.1.11 Ambient Noise ...... 5-138 5.2 Biological Environment ...... 5-138 5.2.1 Data Collection and Sources ...... 5-138 5.2.2 Terrestrial Ecology ...... 5-139 5.2.2.1 Vegetation ...... 5-139 5.2.2.2 Fauna ...... 5-142 5.2.3 Avifauna ...... 5-143 5.2.3.1 Species Diversity and Abundance ...... 5-144 5.2.3.2 Conservation Status ...... 5-146 5.2.3.3 Summary ...... 5-147 5.2.4 Mangrove ...... 5-148 5.2.5 Seagrass ...... 5-156 5.2.6 Benthic Habitat ...... 5-158 5.2.7 Marine Mega Fauna ...... 5-167 5.2.7.1 Marine Mammals ...... 5-168 5.2.7.2 Hawksbill Turtles ...... 5-171 5.2.8 Painted Terrapins ...... 5-179 5.2.8.1 Introduction ...... 5-179 5.2.8.2 Population Status ...... 5-179 5.2.8.3 Reproduction and Hatching Success ...... 5-181 5.2.8.4 Habitat and Threats ...... 5-182 5.2.8.5 Salinity Tolerance ...... 5-182 5.2.8.6 Management and Conservation in Malaysia...... 5-183 5.2.9 Crocodiles ...... 5-183 5.2.10 Fish Fauna ...... 5-185 5.2.10.1 Fish Diversity & Abundance ...... 5-186 5.2.10.2 Species Composition ...... 5-187 5.2.11 Plankton Communities ...... 5-188 5.2.11.1 Phytoplankton ...... 5-189 5.2.11.2 Zooplankton ...... 5-191 5.2.12 Macrobenthos ...... 5-194 5.2.13 Integrated Ecological Processes ...... 5-196 5.3 Human Environment ...... 5-198 5.3.1 Data Collection and Sources ...... 5-198 5.3.1.1 Socio-economic Survey Methodology ...... 5-198 5.3.2 Land Use ...... 5-200 5.3.2.1 Existing Land Use ...... 5-200 5.3.2.2 Gazetted Land Use ...... 5-205 5.3.3 Settlements ...... 5-207 5.3.4 Socioeconomic Profile ...... 5-208 5.3.4.1 Demography of the Study Area ...... 5-208 5.3.4.2 Background of Survey Respondents ...... 5-209 5.3.5 Fisheries and Aquaculture ...... 5-212 5.3.5.1 Fisheries...... 5-212 5.3.5.2 Aquaculture ...... 5-220

5.3.5.3 Past and Present State of Fishery ...... 5-222 5.3.5.4 Perception on Proposed Project ...... 5-222 5.3.6 Tourism and Heritage ...... 5-222 5.3.7 Public Health ...... 5-224 5.3.7.1 Health Indicator Data ...... 5-225 5.3.7.2 Health Issues ...... 5-226 5.3.8 Public Perception ...... 5-231 5.3.8.1 Awareness and Acceptability ...... 5-231 5.3.8.2 Public Engagement ...... 5-232 5.3.9 Land Traffic ...... 5-233 5.3.9.1 Existing Traffic ...... 5-236 5.3.9.2 Existing Roadway Performance ...... 5-240 5.3.9.3 Existing Junction Performance ...... 5-243 5.3.10 Marine Traffic and Navigation ...... 5-245 5.3.10.1 Kuala Linggi Port Limit ...... 5-245 5.3.10.2 Existing Port Operations ...... 5-247 5.3.10.3 Marine Traffic in the Straits of Malacca ...... 5-251 5.3.10.4 Existing Navigation System ...... 5-252 5.3.10.5 Existing Navigation Reporting System and Procedures ...... 5-255 5.4 Environmentally Sensitive Receptors ...... 5-256 6 Evaluation of Impacts and Mitigation Measures ...... 6-1 6.1 Impact Assessment Framework ...... 6-2 6.1.1 Rapid Impact Assessment Matrix (RIAM) ...... 6-2 6.1.1.1 Evaluation Criteria ...... 6-2 6.1.1.2 Score and Range System ...... 6-4 6.1.2 General Analysis Scope ...... 6-4 6.1.2.1 Spatial Scope ...... 6-4 6.1.2.2 Impact Assessment Scenarios ...... 6-5 6.1.2.3 Definitions ...... 6-6 6.1.3 Assessment Matrix ...... 6-7 6.2 Detailed Examination of Impacts ...... 6-15 6.2.1 Coastal Hydraulics ...... 6-15 6.2.1.1 Evaluation Framework ...... 6-15 6.2.1.2 Construction Phase ...... 6-15 6.2.1.3 Operation Phase ...... 6-16 6.2.2 Coastal Morphology ...... 6-24 6.2.2.1 Evaluation Framework ...... 6-24 6.2.2.2 Construction Phase ...... 6-24 6.2.2.3 Operation Phase ...... 6-26 6.2.3 Water Quality ...... 6-31 6.2.3.1 Evaluation Framework and Assumptions ...... 6-32 6.2.3.2 Construction Phase ...... 6-36 6.2.3.3 Operation Phase ...... 6-54 6.2.4 Hydrology and Drainage ...... 6-91 6.2.4.1 Evaluation Framework ...... 6-91 6.2.4.2 Construction Phase ...... 6-92 6.2.4.3 Operation Phase ...... 6-92 6.2.5 Air Quality...... 6-95 6.2.5.1 Evaluation Framework ...... 6-95 6.2.5.2 Methodology / Assumptions ...... 6-96 6.2.5.3 Sensitive Receptors and Baseline Air Quality Features ...... 6-97 6.2.5.4 Construction Phase ...... 6-98 6.2.5.5 Operation Phase ...... 6-100 6.2.6 Noise ...... 6-103 6.2.6.1 Evaluation Framework ...... 6-103 6.2.6.2 Construction Phase ...... 6-105 6.2.6.3 Operation Phase ...... 6-108

6.2.7 Terrestrial Ecology ...... 6-111 6.2.7.1 Evaluation Framework ...... 6-111 6.2.7.2 Sensitive Receptors ...... 6-111 6.2.7.3 Construction Phase ...... 6-112 6.2.7.4 Operation Phase ...... 6-115 6.2.8 Avifauna ...... 6-116 6.2.8.1 Evaluation Framework ...... 6-116 6.2.8.2 Construction Phase ...... 6-117 6.2.8.3 Operation Phase ...... 6-118 6.2.9 Mangrove ...... 6-120 6.2.9.1 Evaluation Framework ...... 6-120 6.2.9.2 Construction Phase ...... 6-120 6.2.9.3 Operation Phase ...... 6-121 6.2.10 Seagrass ...... 6-128 6.2.10.1 Evaluation Framework ...... 6-128 6.2.10.2 Potential Impacts ...... 6-128 6.2.11 Benthic Habitat ...... 6-130 6.2.11.1 Evaluation Framework ...... 6-130 6.2.11.2 Construction Phase ...... 6-131 6.2.11.3 Operation Phase ...... 6-135 6.2.12 Turtles ...... 6-142 6.2.12.1 Evaluation Framework ...... 6-142 6.2.12.2 Sensitive Receptors ...... 6-145 6.2.12.3 Construction Phase ...... 6-151 6.2.12.4 Operation Phase ...... 6-159 6.2.13 Painted Terrapins ...... 6-164 6.2.13.1 Evaluation Framework ...... 6-164 6.2.13.2 Construction Phase ...... 6-165 6.2.13.3 Operation Phase ...... 6-169 6.2.14 Crocodiles ...... 6-172 6.2.14.1 Evaluation Framework ...... 6-172 6.2.14.2 Construction Phase ...... 6-173 6.2.14.3 Operation Phase ...... 6-174 6.2.15 Marine Megafauna ...... 6-174 6.2.15.1 Evaluation Framework ...... 6-174 6.2.15.2 Construction Phase ...... 6-174 6.2.15.3 Operation Phase ...... 6-175 6.2.16 Fish Fauna ...... 6-177 6.2.16.1 Evaluation Framework ...... 6-177 6.2.16.2 Construction Phase ...... 6-177 6.2.16.3 Operation Phase ...... 6-178 6.2.17 Plankton Communities ...... 6-181 6.2.17.1 Evaluation Framework ...... 6-181 6.2.17.2 Construction Phase ...... 6-182 6.2.17.3 Operation Phase ...... 6-183 6.2.18 Macrobenthos ...... 6-184 6.2.18.1 Evaluation Framework ...... 6-184 6.2.18.2 Construction Phase ...... 6-185 6.2.18.3 Operation Phase ...... 6-188 6.2.19 Integrated Ecological Impacts ...... 6-189 6.2.19.1 Construction Phase ...... 6-189 6.2.19.2 Operation Phase ...... 6-190 6.2.20 Socio-Economic ...... 6-190 6.2.20.1 Evaluation Framework ...... 6-190 6.2.20.2 Construction Phase ...... 6-191 6.2.20.3 Operation Phase ...... 6-197 6.2.21 Health Impact Assessment ...... 6-201 6.2.21.1 Evaluation Framework ...... 6-201

6.2.21.2 Hazard Exposure ...... 6-202 6.2.21.3 Construction Phase ...... 6-203 6.2.21.4 Operation Phase ...... 6-204 6.2.22 Quantitative Risk Assessment (QRA) ...... 6-206 6.2.22.1 Evaluation Framework ...... 6-206 6.2.22.2 Predicted Risks ...... 6-206 6.2.22.3 Conclusion ...... 6-216 6.2.23 Land Traffic ...... 6-221 6.2.23.1 Evaluation Framework ...... 6-221 6.2.23.2 Construction Phase ...... 6-228 6.2.23.3 Operation Phase ...... 6-234 6.2.24 Marine Traffic and Navigation ...... 6-239 6.2.24.1 Evaluation Framework and Methodology ...... 6-239 6.2.24.2 Sensitive Receptors ...... 6-239 6.2.24.3 Construction Phase ...... 6-241 6.2.24.4 Operation Phase ...... 6-241 6.3 Project Evaluation ...... 6-243 6.3.1 Methodology ...... 6-243 6.3.2 Identification of Changes in Environmental Services ...... 6-244 6.3.3 Valuation of Significant Changes in Environmental Services ...... 6-247 6.3.3.1 Loss of Seabed Habitat Due to Reclamation and Dredging ...... 6-247 6.3.3.2 Loss of Mangroves due to Construction of Bridge Embankment ...... 6-248 6.3.3.3 Loss of Seagrass ...... 6-250 6.3.3.4 Loss in Fishing Ground and Increase in Fuel Cost for Fishermen ...... 6-252 6.3.3.5 Overall Assessment ...... 6-252 6.4 Mitigation and Abatement Measures ...... 6-253 6.4.1 Adherence to DOE Guidelines ...... 6-254 6.4.2 Proposed Mitigation Measures ...... 6-254 6.4.2.1 Coastal Morphology ...... 6-254 6.4.2.2 Water Quality ...... 6-256 6.4.2.3 Air Quality...... 6-259 6.4.2.4 Noise ...... 6-260 6.4.2.5 Terrestrial Ecology ...... 6-260 6.4.2.6 Avifauna ...... 6-261 6.4.2.7 Benthic Habitat ...... 6-261 6.4.2.8 Turtles ...... 6-262 6.4.2.9 Painted Terrapin ...... 6-263 6.4.2.10 Crocodile ...... 6-264 6.4.2.11 Other Marine Megafauna ...... 6-264 6.4.2.12 Macrobenthos ...... 6-264 6.4.2.13 Fish Fauna ...... 6-265 6.4.2.14 Socio- Economic ...... 6-265 6.4.2.15 Quantitative Risk Assessment ...... 6-268 6.4.2.16 Land Traffic ...... 6-269 6.4.2.17 Marine Traffic and Navigation ...... 6-269 6.4.3 Summary of Mitigation Measures ...... 6-271 6.5 Residual Impact ...... 6-274 6.5.1 Coastal Hydraulics ...... 6-274 6.5.1.1 Construction Phase ...... 6-274 6.5.1.2 Operation Phase ...... 6-274 6.5.2 Coastal Morphology ...... 6-274 6.5.2.1 Construction Phase ...... 6-274 6.5.2.2 Operation Phase ...... 6-274 6.5.3 Water Quality ...... 6-275 6.5.3.1 Construction Phase ...... 6-275 6.5.3.2 Operation Phase ...... 6-281 6.5.4 Hydrology and Drainage ...... 6-282 6.5.4.1 Construction Phase ...... 6-282

6.5.4.2 Operation Phase ...... 6-282 6.5.5 Air Quality...... 6-282 6.5.5.1 Construction Phase ...... 6-282 6.5.5.2 Operation Phase ...... 6-284 6.5.6 Noise ...... 6-284 6.5.6.1 Construction Phase ...... 6-284 6.5.6.2 Operation Phase ...... 6-284 6.5.7 Terrestrial Ecology ...... 6-285 6.5.7.1 Construction Phase ...... 6-285 6.5.7.2 Operation Phase ...... 6-285 6.5.8 Avifauna ...... 6-285 6.5.8.1 Construction Phase ...... 6-285 6.5.8.2 Operation Phase ...... 6-285 6.5.9 Mangrove ...... 6-285 6.5.9.1 Construction Phase ...... 6-285 6.5.9.2 Operation Phase ...... 6-286 6.5.10 Seagrass ...... 6-286 6.5.10.1 Construction Phase ...... 6-286 6.5.11 Benthic Habitat ...... 6-286 6.5.11.1 Construction Phase ...... 6-286 6.5.11.2 Operation Phase ...... 6-287 6.5.12 Turtle ...... 6-287 6.5.12.1 Construction Phase ...... 6-287 6.5.12.2 Operation Phase ...... 6-290 6.5.13 Painted Terrapin ...... 6-290 6.5.13.1 Construction Phase ...... 6-290 6.5.13.2 Operation Phase ...... 6-290 6.5.14 Crocodile ...... 6-291 6.5.14.1 Construction Phase ...... 6-291 6.5.14.2 Operation Phase ...... 6-291 6.5.15 Other Marine Megafauna ...... 6-291 6.5.15.1 Construction Phase ...... 6-291 6.5.15.2 Operation Phase ...... 6-291 6.5.16 Fish Fauna ...... 6-292 6.5.16.1 Construction Phase ...... 6-292 6.5.16.2 Operation Phase ...... 6-292 6.5.17 Plankton Communities ...... 6-293 6.5.17.1 Construction Phase ...... 6-293 6.5.17.2 Operation Phase ...... 6-294 6.5.18 Macrobenthos ...... 6-294 6.5.18.1 Construction Phase ...... 6-294 6.5.18.2 Operation Phase ...... 6-295 6.5.19 Integrated Ecological Impacts ...... 6-295 6.5.19.1 Construction Phase ...... 6-295 6.5.19.2 Operation Phase ...... 6-296 6.5.20 Socio-Economic ...... 6-296 6.5.20.1 Construction Phase ...... 6-296 6.5.20.2 Operation Phase ...... 6-298 6.5.21 Health Impact Assessment ...... 6-300 6.5.21.1 Construction Phase ...... 6-300 6.5.21.2 Operation Phase ...... 6-300 6.5.22 Quantitative Risk Assessment ...... 6-300 6.5.22.1 Operation Phase ...... 6-300 6.5.23 Land Traffic ...... 6-300 6.5.23.1 Construction ...... 6-300 6.5.23.2 Operation ...... 6-301 6.5.24 Marine Traffic and Navigation ...... 6-301 6.5.24.1 Construction ...... 6-301

6.5.24.2 Operation ...... 6-301 7 Environmental Management Plan (EMP) and Environmental Monitoring ...... 7-1 7.1 Proposed Environmental Management Plan (EMP) ...... 7-1 7.1.1 Objectives ...... 7-1 7.1.2 Responsibilities ...... 7-1 7.1.2.1 Project Proponent ...... 7-2 7.1.2.2 Contractor(s) ...... 7-2 7.1.2.3 Project Manager ...... 7-3 7.1.2.4 Environmental Officer (EO) ...... 7-4 7.1.2.5 Health, Safety and Environment Officer ...... 7-4 7.1.2.6 Field Supervisors ...... 7-4 7.1.2.7 Environmental Monitoring / EMP Consultant ...... 7-4 7.1.2.8 Accredited Laboratory ...... 7-5 7.1.2.9 Training and Awareness ...... 7-5 7.1.3 Review and Update of EMP ...... 7-5 7.2 Proposed Monitoring Programmes ...... 7-5 7.2.1 Performance Monitoring ...... 7-6 7.2.1.1 Management of Suspended Sediments during Reclamation and Dredging (Phase 4) ...... 7-6 7.2.1.2 Sewage Treatment Plant (STP) Effluent Monitoring during Operations ...... 7-10 7.2.2 Compliance Monitoring ...... 7-12 7.2.2.1 Compliance with Environmental Requirements ...... 7-12 7.2.2.2 Management of Suspended Sediments during Construction ...... 7-13 7.2.2.3 Ambient Water Quality ...... 7-14 7.2.2.4 Air Quality...... 7-15 7.2.2.5 Noise ...... 7-15 7.2.2.6 Beach Nourishment between Tg. Che’ Amar and Tg. Bt. Supai ...... 7-16 7.2.2.7 Sea Turtles ...... 7-16 7.2.2.8 Painted Terrapin ...... 7-17 7.2.2.9 Fishermen ...... 7-17 7.2.3 Impact Monitoring ...... 7-18 7.2.3.1 Water Quality ...... 7-18 7.2.3.2 Coastal Bathymetric Profile Monitoring ...... 7-21 7.2.3.3 Fish Fauna ...... 7-23 7.2.3.4 Sea Turtles ...... 7-24 7.2.3.5 Painted Terrapins ...... 7-28 7.2.3.6 Coral Reefs ...... 7-30 7.2.3.7 Air Quality...... 7-31 7.2.3.8 Ambient Noise ...... 7-33 7.2.3.9 Fisheries Activities ...... 7-33 7.2.3.10 Social Impact ...... 7-34 7.2.4 Reporting Requirements ...... 7-35 7.3 Emergency Response Plan (ERP) ...... 7-35 7.3.1 Compliance Monitoring ...... 7-35 7.3.2 Oil Spill ...... 7-36 7.3.3 Collision at Sea ...... 7-36 7.4 Project Closure ...... 7-36 7.4.1 Design for Decommissioning ...... 7-36 7.4.2 Project Abandonment or Decommissioning ...... 7-37 7.4.3 Decommissioning Plan ...... 7-38 7.5 Final EMP Requirements ...... 7-38 8 Study Findings ...... 8-1

FIGURES

Figure 1.1 Project location (see Drawings for A3 size figure)...... 1-2 Figure 1.2 Project boundary points (please refer to Table 1.1 for the coordinates) ...... 1-3 Figure 1.3 Summary of identified sensitive receptors within 5 km of project ...... 1-5 Figure 1.4 Geographic area of the EIA study...... 1-15 Figure 2.1 Growth by TAG Marine as shown by vessel size and product mix ...... 2-1 Figure 2.2 Growth by TAG Marine as shown by number of vessels with different types of products ...... 2-2 Figure 2.3 Comparison of relative scale of tankers used globally (Source: http://maritime- connector.com/wiki/aframax/) ...... 2-5 Figure 2.4 Tanker Fleet by Sector (million DWT) ...... 2-5 Figure 2.5 Current VLCC Orderbook by Year of Delivery (number of vessels) ...... 2-6 Figure 3.1 Initial reclamation location, layout and nominal project land use...... 3-2 Figure 3.2 Reported marine turtle nesting sites reported in proximity the areas of the proposed development...... 3-3 Figure 3.3 Layout options considered to date ...... 3-6 Figure 4.1 Project location ...... 4-2 Figure 4.2 Mukims within immediate project site ...... 4-3 Figure 4.3 Project boundary points (please refer to Table 1.1 for the coordinates) ...... 4-4 Figure 4.4 Kuala Sg. Linggi Port Limit, international and state boundary ...... 4-6 Figure 4.5 Required buffer distances proposed as per the Guidelines for Siting and Zoning of Industry and Residential Areas (Table 4.3) and QRA study ...... 4-10 Figure 4.6 Overall buffer zone ...... 4-11 Figure 4.7 Conceptual layout for the Kuala Linggi International Port (KLIP) ...... 4-12 Figure 4.8 Project development phases...... 4-19 Figure 4.9 Outline Project Schedule ...... 4-20 Figure 4.10 Layout for Access Bridge ...... 4-22 Figure 4.11 Liquid product jetty layout ...... 4-23 Figure 4.12 Dredging layout...... 4-25 Figure 4.13 Anticipated actual dredging area based on current bathymetry...... 4-26 Figure 4.14 Disposal site for the project...... 4-27 Figure 4.15 Onshore development components...... 4-28 Figure 4.16 Storage terminal layout...... 4-29 Figure 4.17 Possible location for the STP...... 4-30 Figure 4.18 Layout of shipyard ...... 4-31 Figure 4.19 Layout of fabrication yard ...... 4-32 Figure 4.20 Layout of general cargo wharf ...... 4-34 Figure 4.21 Administration and Support Services ...... 4-35 Figure 4.22 Reserved land ...... 4-36 Figure 4.23 Proposed access road ...... 4-38 Figure 4.24 Location of potential sand sources and sailing routes...... 4-40 Figure 4.25 An example of a trailing suction hopper dredger (PIANC WG 108 //) ...... 4-41 Figure 4.26 Conceptual bund and reclamation sequence for Phase 1 reclamation...... 4-42 Figure 4.27 Typical revetment cross section ...... 4-43 Figure 5.1 Location of meteorological station used in this assessment...... 5-54 Figure 5.2 Wind roses for different climatic conditions...... 5-54 Figure 5.3 Exceedance curve of wind data...... 5-55 Figure 5.4 Delineated sub-catchments draining to the coast near the proposed project site and the location of selected hydrological stations ...... 5-56 Figure 5.5 Temporal coverage of the rain gauges relevant to the Linggi catchment...... 5-57 Figure 5.6 Mean daily rainfall, by month, considering all nine (9) rain gauges, with variation between the different gauges indicated by the standard deviation error bars...... 5-57 Figure 5.7 Mean daily rainfall, by year, based on all nine (9) rain gauges, with the five-year moving average shown as a dotted line as an indication of the long-term trend...... 5-58 Figure 5.8 Simulated average daily discharge for each sub-catchments in the Linggi catchment...... 5-59 Figure 5.9 Extreme value analysis of largest simulated discharges at Sg. Linggi river-mouth, based on a Log-Pearson Type 3 distribution...... 5-60 Figure 5.10 Detail of the bathymetry and proposed project area outlined with reclamation delineated in yellow and dredging basin in grey...... 5-62

Figure 5.11 Locations of river cross section survey and extraction ...... 5-63 Figure 5.12 River profile ...... 5-64 Figure 5.13 Geology of the study area showing the way alluvium has infilled around the different rock formations making up coastline adjacent the project site...... 5-65 Figure 5.14 Location of marine sediment sampling stations ...... 5-66 Figure 5.15 Sediment particle size at each sampling station ...... 5-67 Figure 5.16 Location of borehole station as reported in Soil Investigation (SI) report ...... 5-68 Figure 5.17 Interpolated coarse sediment distribution at and around sediment sampling station ...... 5-69 Figure 5.18 Heavy metal concentration against SQGs...... 5-72 Figure 5.19 Concentration of Total organic carbon (TOC) in sediment at dredging area ...... 5-75 Figure 5.20 Snapshot of current flow condition during spring flood tide...... 5-76 Figure 5.21 Snapshot of current flow condition during spring high tide...... 5-76 Figure 5.22 Snapshot of current flow condition during spring ebb tide...... 5-77 Figure 5.23 Snapshot of current flow condition during spring low tide...... 5-77 Figure 5.24 Predicted mean current speed over 28-days simulation during NE (top), SW (middle) and Inter (bottom) monsoons...... 5-78 Figure 5.25 Predicted maximum current speed over 28-days simulation during NE (top), SW (middle) and Inter (bottom) monsoons...... 5-79 Figure 5.26 Net or residual currents computed over 28-days simulation. NE monsoon (above) and SW monsoon (bottom)...... 5-80 Figure 5.27 Predicted water levels...... 5-81 Figure 5.28 Wave roses extracted from the study area...... 5-82 Figure 5.29 Predicted mean significant wave height over a 28-days simulation during NE (top), SW (middle) and Inter (bottom) monsoons...... 5-83 Figure 5.30 Predicted maximum significant wave height over a 28-days simulation during NE (top), SW (middle) and Inter (bottom) monsoons...... 5-84 Figure 5.31 Coastline overview of Kuala Linggi (background image source: Google Earth)...... 5-85 Figure 5.32 Illustration of areas for a description of coastline settings...... 5-85 Figure 5.33 Coastline setting from Tg. Selamat to Tg. Agas...... 5-87 Figure 5.34 Example wave field occurring during NE monsoon (above) and SW monsoon (below)...... 5-88 Figure 5.35 Coastline settling from Tg. Bt. Supai to Tg. Che’ Amar. Labels on the sediment transport arrows (Yellow arrows) indicate Net/ Gross transport...... 5-89 Figure 5.36 Historical satellite image of the southern coastline of Sg. Linggi ...... 5-92 Figure 5.37 Predicted sediment transport pattern along the shore NE monsoon (left) and SW monsoon (right)...... 5-93 Figure 5.38 Coastline settling from Tg. Che’ Amar to Tg. Dahan...... 5-94 Figure 5.39 Coastline settling from Tg. Dahan to eastward areas...... 5-95 Figure 5.40 Location of water quality sampling stations and their assigned class of water quality assessment criteria...... 5-96 Figure 5.41 Temperature at surface, middle and bottom depth (top) and profiles (bottom)...... 5-99 Figure 5.42 Dissolved oxygen level and profile at all marine stations during ebb and flood tide...... 5-100 Figure 5.43 Salinity level and profile at all marine stations during ebb and flood tide...... 5-101 Figure 5.44 pH level and profile at all marine stations during ebb and flood tide...... 5-102 Figure 5.45 Turbidity level and profile at all marine stations during ebb and flood tide...... 5-103 Figure 5.46 Google earth image showing natural variability in turbidity as a result of river outflow, water movement and wave effects on resuspension in shallow areas...... 5-103 Figure 5.47 Total suspended solids concentration at all marine stations during ebb (top) and flood (bottom) tide ...... 5-104 Figure 5.48 Phosphate level at all marine stations during ebb tide ...... 5-105 Figure 5.49 Nitrate concentration at several marine stations...... 5-106 Figure 5.50 Oil and grease concentrations at WQ 3 and WQ 4...... 5-107 Figure 5.51 BOD above detection limits at Stations WQ5, 8, 9 and 10...... 5-107 Figure 5.52 COD at ebb (top) and flood (bottom) tide ...... 5-108 Figure 5.53 TOC at ebb (top) and flood (bottom) tide ...... 5-109 Figure 5.54 Faecal coliform count detected at marine stations during ebb and flood tide ...... 5-110 Figure 5.55 Faecal coliform count at estuary stations ...... 5-133 Figure 5.56 Location of air sampling, and noise and vibration monitoring stations ...... 5-137 Figure 5.57 Vegetation type within 5 km of the project area...... 5-140

Figure 5.58 Avifauna survey stations ...... 5-144 Figure 5.59 Overall bird count (inland and waders) ...... 5-145 Figure 5.60 Inland and mangrove bird count in the study area ...... 5-145 Figure 5.61 Waders count in the study area ...... 5-146 Figure 5.62 Conservation status of birds found within study area as categorised by the Protection of Wildlife Act 2010...... 5-146 Figure 5.63 Number of inland and mangrove birds protected under the Protection of Wildlife Act 2010...... 5-147 Figure 5.64 Number of waders protected under the Protection of Wildlife Act 2010...... 5-147 Figure 5.65 Dominant species at surveyed mangrove area...... 5-149 Figure 5.66 Proposed Ramsar site under the Town and Regional Planning Department’s study...... 5-150 Figure 5.67 Location of seagrass beds within the study area...... 5-157 Figure 5.68 Marine habitat map...... 5-159 Figure 5.69 Coral percentage cover...... 5-161 Figure 5.70 Baseline TSS in mg/L during Southwest monsoon...... 5-165 Figure 5.71 Map showing locations of life sightings and stranding of various cetacean species in Peninsular Malaysia. The letters indicate species observed as per Table 5.22 and locations are listed in Table 5.23 (Source: Ponampalam, L., 2012 /52/)...... 5-169 Figure 5.72 Generalised life cycle of hawksbill turtles (after Lanyon et al. 1989 //)...... 5-173 Figure 5.73 Key nesting locations for hawksbill turtles in Negeri Sembilan (within 10 km from project boundary)...... 5-174 Figure 5.74 Key nesting locations of hawksbill turtles in Malacca (within 10 km from project boundary) ...... 5-175 Figure 5.75 Total nests deposited by year across all sites in Malacca. Data courtesy of DOFM- Malacca ...... 5-176 Figure 5.76 Post-nesting migrations of 15 hawksbill turtles from Malacca. Figure courtesy of WWF- Malaysia...... 5-177 Figure 5.77 Home range of Hawksbills during inter-nesting period in Malacca...... 5-178 Figure 5.78 An adult male B. borneoensis (left) exhibiting sexual dichromatism during the breeding season. B. borneoensis hatchlings (right)...... 5-179 Figure 5.79 B. borneoensis nesting beaches in the Linggi area, based on Sharma (1997), personal communication with Dr. Reuben Sharma, 2016 and personal communication with Mr. Fardiansah, Department of Fisheries Padang Kemunting, 2016...... 5-181 Figure 5.80 Crocodiles spotted using spotlight technique on four different sampling dates...... 5-184 Figure 5.81 Crocodiles less than 50 cm and more than 2 m in size...... 5-185 Figure 5.82 Locations of fisheries sampling stations within and around the proposed project area. .... 5-186 Figure 5.83 Overall species count and Catch-per-unit-effort for fish fauna and crustaceans from all stations...... 5-187 Figure 5.84 Example photographs of A: Setipinna taty, B: Johnius belangerii, C: Anodontastoma chacunda, and D: Arius sp...... 5-188 Figure 5.85 Species diversity and abundance from all stations (not including crustaceans) ...... 5-188 Figure 5.86 Number of phytoplankton species recorded at each station...... 5-189 Figure 5.87 Mean phytoplankton density (cells/L) of during ebb tide in the study area ...... 5-190 Figure 5.88 Mean phytoplankton density (cells/L) of during flood tide in the study area ...... 5-191 Figure 5.89 Number of zooplankton species recorded at each station...... 5-192 Figure 5.90 Mean zooplankton abundance (ind./m3) of during ebb tide at the study area ...... 5-193 Figure 5.91 Mean zooplankton abundance (ind/m3) of during flood tide at the study area ...... 5-194 Figure 5.92 Mean macrobenthos density (ind./m2) in the study area...... 5-195 Figure 5.93 Conceptualisation of key ecosystem compartments in the Sg. Linggi and coastal waters ...... 5-197 Figure 5.94 Location of villages within 5 km of the project site...... 5-200 Figure 5.95 Existing land use as per Alor Gajah Local Plan and Port Dickson Local Plan within 2 km from the project site ...... 5-203 Figure 5.96 Existing land use as per Alor Gajah Local Plan and Port Dickson Local Plan within 5 km from the project (see Drawings for A3 size figure)...... 5-204 Figure 5.97 Gazetted tourism zones around the project site...... 5-206 Figure 5.98 Range of monthly reported income (percent of survey respondents)...... 5-212 Figure 5.99 Fishing villages within the study area...... 5-213

Figure 5.100 Indicative locations of reported fishing grounds in the study area...... 5-216 Figure 5.101 Fish landing sites in the vicinity of the project site based on the list provided by Department of Fisheries Malacca and Negeri Sembilan 2015 & DOFM, 2016 and visual identification of landing sites on Google Earth image...... 5-219 Figure 5.102 Number of fishing boats according to fish landing sites and the type of boats used (refer to Appendix F, Socioeconomic Survey, information from Department of Fisheries Negeri Sembilan, 2015)...... 5-220 Figure 5.103 Aquaculture within the 5 km boundary...... 5-221 Figure 5.104 Tourist resorts and chalets within the study site...... 5-223 Figure 5.105 Incidence rate (per 100,000 population) of new tuberculosis cases for Malacca and N. Sembilan, compared with national statistics, 2014. Source: Department of Statistics Malaysia (2015) ...... 5-227 Figure 5.106 Number of cases of dengue fever, dengue haemorrhagic fever and malaria in Malacca and N. Sembilan. Source: Department of Statistics, Malaysia (2016)...... 5-229 Figure 5.107 Incidence rate (per 100 000 population) of selected diseases in Malacca and N. Sembilan, compared with national statistics, 2014. Source: Department of Statistic Malaysia (2015) ...... 5-230 Figure 5.108 Incidence rate (per 100 000 population) of selected STDs in Malacca and N. Sembilan, compared with national statistics, 2014. Source: Department of Statistic Malaysia (2015)...... 5-230 Figure 5.109 Existing road network around the project area ...... 5-234 Figure 5.110 Location of HPU census stations and traffic survey stations...... 5-237 Figure 5.111 Existing maximum peak hour traffic volume (pcu) at study area (base year 2015) ...... 5-238 Figure 5.112 Traffic composition at selected HPU census stations relevant to the project...... 5-239 Figure 5.113 Location of roadway assessment...... 5-241 Figure 5.114 Road junctions covered under land traffic assessment ...... 5-243 Figure 5.115 Existing Performance of Junction 1(right: AM Peak hour; left: PM Peak hour) ...... 5-244 Figure 5.116 Existing performance of Junction 2(right: AM Peak hour; left: PM Peak hour) ...... 5-245 Figure 5.117 Kuala Linggi Port Limit and DTA...... 5-246 Figure 5.118 Designated Transfer Area...... 5-247 Figure 5.119 Adjacent Malacca fishing landing areas ...... 5-250 Figure 5.120 Adjacent Negeri Sembilan Fishing landing areas ...... 5-251 Figure 5.121 Limits of Traffic Separation Scheme (TSS) ...... 5-253 Figure 5.122 AIS Traffic Density Report (Source: Marine Department) ...... 5-254 Figure 5.123 Mandatory Reporting System STRAITREP Sectors (Source: Marine Department)...... 5-255 Figure 5.124 ESA based on NPP2 /122/. Blue box indicates project area...... 5-258 Figure 5.125 Summary of identified sensitive receptors – within 10 km of project (see Drawings for A3 size figure)...... 5-262 Figure 5.126 Summary of identified sensitive receptors within 5 km of project (see Drawings for A3 size figure) ...... 5-263 Figure 5.127 Summary of land use map with identified sensitive receptors within 5 km of project (see Drawings for A3 size figure) ...... 5-264 Figure 6.1 Construction phases considered in the impacts assessment...... 6-6 Figure 6.2 RIAM results during construction phase ...... 6-14 Figure 6.3 RIAM results during operation phase ...... 6-14 Figure 6.4 Location of key sensitive receptors...... 6-15 Figure 6.5 NE Monsoon: Predicted changes in maximum water levels...... 6-17 Figure 6.6 NE Monsoon: Predicted changes in mean current speeds between baseline and Phase 1, 2, 3, and 4 development...... 6-19 Figure 6.7 NE Monsoon: Predicted changes in maximum current speeds between baseline and Phase 1, 2, 3, and 4 development...... 6-20 Figure 6.8 NE Monsoon: Predicted changes in mean significant wave height between baseline and Phase 1, 2, 3, and 4 development...... 6-22 Figure 6.9 NE Monsoon: Predicted changes in maximum significant wave height between baseline and Phase 1, 2, 3, and 4 development...... 6-23 Figure 6.10 NE Monsoon; Phase 1 Development: Bed level changes over 28 days simulation period...... 6-25

Figure 6.11 NE Monsoon; Phase 2 Development: Bed level changes over 28 days simulation period...... 6-25 Figure 6.12 NE Monsoon; Phase 3 Development: Bed level changes over 28 days simulation period...... 6-25 Figure 6.13 NE Monsoon; Phase 4 Development: Bed level changes over 28 days simulation period. Note that the forecast is for reclamation and dredging combined...... 6-26 Figure 6.14 Overview of non-cohesive sediment transport rates for baseline (top) and with Phase 1, 2, 3 and 4 development (bottom) during typical NE wave condition...... 6-28 Figure 6.15 Overview of non-cohesive sediment transport rates for baseline (top) and with Phase 1, 2, 3, and 4 development (bottom) during typical SW wave condition...... 6-29 Figure 6.16 Predicted changes in annual bed thickness changes between baseline and Phase 1, 2, 3, and 4 development...... 6-30 Figure 6.17 Environmentally sensitive receptors (ESAs) considered under for water quality impact assessment ...... 6-36 Figure 6.18 Example of difference between result for each monsoon season and the merged results ...... 6-38 Figure 6.19 Phase 1 percentage exceedance of 5mg/L ...... 6-39 Figure 6.20 Phase 1 maximum percentage exceedance of 25mg/L ...... 6-40 Figure 6.21 Phase 1 maximum percentage exceedance of 50mg/L...... 6-41 Figure 6.22 Phase 2 maximum percentage exceedance of 5mg/L ...... 6-43 Figure 6.23 Phase 2 maximum percentage exceedance of 25mg/L ...... 6-44 Figure 6.24 Phase 2 maximum percentage exceedance of 50mg/L ...... 6-45 Figure 6.25 Phase 3 maximum percentage exceedance of 5mg/L ...... 6-47 Figure 6.26 Phase 3 maximum percentage exceedance of 25mg/L ...... 6-48 Figure 6.27 Phase 3 maximum percentage exceedance of 50mg/L ...... 6-49 Figure 6.28 Phase 4 maximum percentage exceedance of 5mg/L ...... 6-51 Figure 6.29 Phase 4 maximum percentage exceedance of 25mg/L ...... 6-52 Figure 6.30 Phase 4 maximum percentage exceedance of 50 mg/L ...... 6-53 Figure 6.31 Tracer 1: Concentration of conservative tracer in Sg. Linggi after one (1) day from the start of simulation for existing, Phases 1, 2, 3, and 4 ...... 6-56 Figure 6.32 Tracer 1: Concentration of conservative tracer in Sg. Linggi after three (3) days from the start of simulation for existing, Phases 1, 2, 3, and 4 ...... 6-57 Figure 6.33 Tracer 2: Concentration of conservative tracer in proposed channel after one (1) day from the start of simulation for existing, Phases 1, 2, 3, and 4 ...... 6-58 Figure 6.34 Tracer 2: Concentration of conservative tracer in proposed channel after three (3) days from the start of simulation for existing, Phases 1, 2, 3, and 4 ...... 6-59 Figure 6.35 Baseline mean surface salinity during IM monsoon ...... 6-61 Figure 6.36 Baseline mean bottom salinity during IM monsoon ...... 6-61 Figure 6.37 Mean surface salinity during Phase 1 operation during IM monsoon...... 6-62 Figure 6.38 Predicted changes in mean surface salinity during operation of Phase 1 during Inter- monsoon ...... 6-62 Figure 6.39 Mean bottom salinity during Phase 1 operation during IM monsoon ...... 6-63 Figure 6.40 Predicted changes in mean bottom salinity during operation of Phase 1 during Inter- monsoon ...... 6-63 Figure 6.41 Mean surface salinity during Phase 2 operation during IM monsoon...... 6-64 Figure 6.42 Predicted changes in mean surface salinity during operation of Phase 2 during Inter- monsoon ...... 6-64 Figure 6.43 Mean bottom salinity during Phase 2 operation during IM monsoon ...... 6-65 Figure 6.44 Predicted changes in mean bottom salinity during operation of Phase 2 during Inter- monsoon ...... 6-65 Figure 6.45 Mean surface salinity during Phase 3 operation during IM monsoon...... 6-66 Figure 6.46 Predicted changes in mean surface salinity during operation of Phase 3 during Inter- monsoon ...... 6-66 Figure 6.47 Mean bottom salinity during Phase 3 operation during IM monsoon ...... 6-67 Figure 6.48 Predicted changes in mean bottom salinity during operation of Phase 3 during Inter- monsoon ...... 6-67 Figure 6.49 Mean surface salinity during Phase 4 operation during IM monsoon...... 6-68

Figure 6.50 Predicted changes in mean surface salinity during operation of Phase 4 during Inter- monsoon ...... 6-68 Figure 6.51 Mean bottom salinity during Phase 4 operation during IM monsoon ...... 6-69 Figure 6.52 Predicted changes in mean bottom salinity during operations in the Inter-monsoon period...... 6-69 Figure 6.53 A comparison of the baseline conditions with the inclusion of the STP discharge and the net difference for two water quality parameters, BOD and ammoniacal nitrogen...... 6-71 Figure 6.54 Baseline mean surface DO during NE monsoon period ...... 6-72 Figure 6.55 Mean surface DO during operation of all phases during NE monsoon ...... 6-72 Figure 6.56 Predicted changes in mean surface DO during operation of all phases during NE monsoon ...... 6-73 Figure 6.57 Baseline mean bottom DO during the NE monsoon ...... 6-73 Figure 6.58 Mean bottom DO during operation of all phases during NE monsoon ...... 6-74 Figure 6.59 Predicted changes in mean bottom DO during operation of all phases during NE monsoon ...... 6-74 Figure 6.60 Baseline mean surface BOD during NE monsoon ...... 6-75 Figure 6.61 Mean surface BOD during operations for the NE monsoon period ...... 6-75 Figure 6.62 Predicted changes in mean surface BOD during operations; NE monsoon...... 6-76 Figure 6.63 Baseline mean bottom BOD during NE monsoon ...... 6-76 Figure 6.64 Mean bottom BOD during operation of all phases during NE monsoon ...... 6-77 Figure 6.65 Predicted changes in mean bottom BOD during operation of all phases during NE monsoon ...... 6-77 Figure 6.66 Baseline mean surface ammoniacal nitrogen during NE monsoon ...... 6-78 Figure 6.67 Mean surface ammoniacal nitrogen during the operations phase for the NE monsoon period ...... 6-78 Figure 6.68 Predicted changes in mean surface level Ammoniacal Nitrogen during the operations phase in the NE monsoon period...... 6-79 Figure 6.69 Baseline mean bottom ammoniacal nitrogen during NE monsoon ...... 6-79 Figure 6.70 Mean bottom ammoniacal nitrogen during the operations phase for the NE monsoon period...... 6-80 Figure 6.71 Predicted changes in mean bottom level Ammoniacal Nitrogen during operation of all phases during NE monsoon ...... 6-80 Figure 6.72 Baseline mean surface nitrate during NE monsoon ...... 6-81 Figure 6.73 Mean surface nitrate during operation of all phases during NE monsoon...... 6-81 Figure 6.74 Predicted changes in mean surface nitrate concentrations during operations during NE monsoon. Note no changes are anticipated in the estuary as a result of the development ...... 6-82 Figure 6.75 Baseline mean bottom nitrate during NE monsoon...... 6-82 Figure 6.76 Mean bottom nitrate during operation of all phases during NE monsoon ...... 6-83 Figure 6.77 Predicted changes in mean bottom level of nitrate concentration during operation of all phases during NE monsoon...... 6-83 Figure 6.78 Location of simulated oil spill event during operational phase (outlined in orange) ...... 6-85 Figure 6.79 Affected area by surface oil exposure for Case B ...... 6-86 Figure 6.80 Affected area by surface oil exposure for Case D ...... 6-87 Figure 6.81 Predicted arrival time of the oil slick for scenario B ...... 6-88 Figure 6.82 Predicted arrival time of the oil slick for scenario D ...... 6-89 Figure 6.83 Location of water level extraction points...... 6-92 Figure 6.84 Time series of simulated water level from P1 to P5 for existing, Phase 1, 2 and 3 during a 100-year event...... 6-93 Figure 6.85 Time series of simulated water level from P6 to P7 for existing, Phase 4, 5, 6 and 7 during a 100-year event...... 6-94 Figure 6.86 Water level profiles from the river mouth (P1) to upstream (P7)...... 6-94 Figure 6.87 Air and noise sensitive receptors...... 6-98 Figure 6.88 Predicted incremental GLC of PM10 without mitigation measures. Top: 24 hr; Bottom: 1 yr ...... 6-99 Figure 6.89 Predicted cumulative GLC of VOC (100 µg/m3 interval) averaging time. Top: 1hr; Below: 24 hrs...... 6-102 Figure 6.90 Predicted noise level during construction phase...... 6-107

Figure 6.91 Predicted noise contours due to project development...... 6-110 Figure 6.92 Vegetation to be cleared within the access bridge footprint ...... 6-114 Figure 6.93 Mangrove area loss within bridge footprint ...... 6-122 Figure 6.94 Impact zone for shoreline contact for oil spill scenario A ...... 6-125 Figure 6.95 Impact zone for shoreline contact for oil spill scenario B...... 6-126 Figure 6.96 Impact zone for shoreline contact for oil spill scenario C ...... 6-127 Figure 6.97 Construction of embankment for bridge impacting seagrass area ...... 6-129 Figure 6.98 Predicted zone of impact for soft coral...... 6-132 Figure 6.99 Predicted zone of impact for hard coral...... 6-134 Figure 6.100 Impact zones for surface oil exposure for Case B...... 6-136 Figure 6.101 Impact zones for surface oil exposure for Case D ...... 6-137 Figure 6.102 Predicted arrival time of oil slick for Case A ...... 6-139 Figure 6.103 Coral habitat loss due to reclamation and dredging...... 6-141 Figure 6.104 Location of key nesting sites in the State of Malacca, along with the proposed development...... 6-148 Figure 6.105 Location of key nesting sites in the State of Negeri Sembilan, along with the proposed development...... 6-149 Figure 6.106 Trend in proportion of hawksbill turtles utilizing the four key beaches (Kuala Linggi to Tg. Dahan) within reach of potential impacts as described by the hydraulic modelling study. Formula describes trend function...... 6-150 Figure 6.107 Density analysis of habitat use for Malacca hawksbill turtles during the internesting period. Graphic courtesy of WWF-Malaysia...... 6-151 Figure 6.108 Overlap of 137 meter between proposed beach nourishment mitigation and Kuala Linggi nesting beach...... 6-158 Figure 6.109 Exceedance of 25 mg/L excess TSS in % of time for SW monsoon (above) and inter monsoon (below)...... 6-166 Figure 6.110 Phase 4: Exceedance of 50 mg/L excess TSS in % of time for SW monsoon (above) and Intermonsoon (below)...... 6-167 Figure 6.111 B. borneoensis nesting beaches in the Linggi area, based on Sharma (1997) and personal communication with Dr. Reuben Sharma and Fardiansah, DOF Padang Kemunting...... 6-168 Figure 6.112 Phase 4: Predicted changes in annual bed thickness between baseline and Phase 4...... 6-170 Figure 6.113 Predicted changes in mean surface salinity for existing and Phase 4 during SW (picture above) and inter monsoon (picture below)...... 6-171 Figure 6.114 The reefs located within the reclamation and dredging area will be loss...... 6-179 Figure 6.115 Indicative locations of reported fishing grounds in the study area...... 6-191 Figure 6.116 Event Tree Model for release of flammable liquid > 2 bar...... 6-213 Figure 6.117 Event Tree Model for small and medium release of flammable liquid > 2 bar ...... 6-213 Figure 6.118 Event Tree Model for catastrophic release of flammable liquid> 2 bar ...... 6-214 Figure 6.119 Individual risk contours ...... 6-216 Figure 6.120 Worst case scenario fire event for fuel oil storage ...... 6-218 Figure 6.121 Worst case scenario fire event for diesel storage ...... 6-219 Figure 6.122 Worst case scenario fire event for gasoline storage ...... 6-220 Figure 6.6.123 Traffic zones covered under traffic assessment ...... 6-222 Figure 6.124 Survey station for roadway assessment ...... 6-226 Figure 6.125 Sensitive receptors along the affected roads ...... 6-228 Figure 6.126 Predicted maximum peak hour background traffic volume (pcu) for year 2018...... 6-229 Figure 6.127 Predicted maximum peak hour traffic volume (background traffic + traffic from construction activities) (pcu) for year 2018 ...... 6-230 Figure 6.128 Stations where roadway performance is affected during construction stage...... 6-231 Figure 6.129 Predicted junction performance at Junction 1 during construction stage 2018 ...... 6-232 Figure 6.130 Predicted junction performance at Junction 2 during construction stage 2018...... 6-233 Figure 6.131 Predicted maximum peak hour traffic volume (background traffic) (pcu) for year 2025. .... 6-235 Figure 6.132 Predicted maximum peak hour traffic volume (background traffic + traffic from activities of operation phase) (pcu) for year 2025...... 6-236 Figure 6.133 Predicted junction performance at Junction 1 during operation stage 2020 ...... 6-237 Figure 6.134 Predicted junction performance at Junction 2 during operation stage - 2025 ...... 6-238 Figure 6.135 Sensitive receptors for navigation ...... 6-240

Figure 6.136 Proposed nourishment area during Phase 1 of the project...... 6-255 Figure 6.137 Conceptual layout of perimeter bund for Phase 1 reclamation...... 6-257 Figure 6.138 Proposed road upgrading for Jalan Kuala Linggi Port which connect to State Road 138 via Junction 2 ...... 6-269 Figure 6.139 Phase 4 (with mitigation) percentage exceedance of 5 mg/L ...... 6-277 Figure 6.140 Phase 4 (with mitigation) percentage exceedance of 25 mg/L ...... 6-278 Figure 6.141 Phase 4 (with mitigation) percentage exceedance of 50 mg/L ...... 6-279 Figure 6.142 Coral impacts due to sediment plumes: Top: without mitigation; Bottom: with mitigation...... 6-280 Figure 6.143 Predicted incremental GLC of PM10 with mitigation measures. Top: 24 hr; Bottom: 1 yr ... 6-283 Figure 7.1 EMP Workflow ...... 7-2 Figure 7.2 Flow diagram illustrating the feedback monitoring process...... 7-7 Figure 7.3 Locations of the sediment plume monitoring stations during dredging and reclamation ...... 7-9 Figure 7.4 STP treated sewage discharge location...... 7-11 Figure 7.5 Water quality monitoring stations ...... 7-19 Figure 7.6 Proposed location of the coastal profile monitoring ...... 7-22 Figure 7.7 Location of fish fauna monitoring stations...... 7-24 Figure 7.8 Light monitoring stations for turtle impacts...... 7-27 Figure 7.9 Painted Terrapin monitoring stations...... 7-29 Figure 7.10 Location of coral reef monitoring stations...... 7-31 Figure 7.11 Air quality and noise monitoring stations ...... 7-32

TABLES

Table 6.1 Environmental impacts evaluated and chapter outline...... 6-1 Table 6.2 Importance of the condition – scoring, generic and project-specific definitions...... 6-2 Table 6.3 Magnitude of the impact ...... 6-2 Table 6.4 Evaluation of magnitude of impact for changes to habitats...... 6-3 Table 6.5 Evaluation of magnitude of impact for changes to protected species ...... 6-3 Table 6.6 Evaluation of magnitude of impact for changes to ecosystem functioning ...... 6-3 Table 6.7 Scale for Group B criteria...... 6-4 Table 6.8 Range bands used for RIAM ...... 6-4 Table 6.9 Summary of impact assessment during construction ...... 6-9 Table 6.10 Summary of impact assessment during operation ...... 6-11 Table 6.11 Threshold limit for concentration of suspended sediment in marine and riverine water ...... 6-32 Table 6.12 Sewage Discharge of Standard B of New Sewage Treatment System (Source: Environmental Quality (Sewage) Regulation 2009, Second Schedule (Regulation 7), Table (i))...... 6-33 Table 6.13 Summary of DOE MMWQCS ...... 6-33 Table 6.14 Thresholds for classification of impact zones for surface oil exposure //...... 6-33 Table 6.15 Key values for estimating spill for reclamation works for Phase 1, 2, 3 and 4 ...... 6-34 Table 6.16 Key values used for estimating spill for dredging works ...... 6-35 Table 6.17 Summary of spill cases...... 6-84 Table 6.18 Malaysia: Ambient air quality guidelines //...... 6-95 Table 6.19 ACGIH Threshold Limit Value ...... 6-96 Table 6.20 Details of point source emissions ...... 6-97 Table 6.21 Tank losses for clean dirty petroleum products...... 6-100 Table 6.22 Predicted maximum incremental GLC of VOC due to port operations...... 6-101 Table 6.23 Predicted cumulative GLC at receptors due to Project operations...... 6-103 Table 6.24 Schedule 6: Maximum Permissible Sound Level (PercentileN and Lmax) of Construction, Maintenance and Demolition Work by Receiving Land Use ...... 6-104 Table 6.25 Schedule 1: Maximum permissible sound level (LAeq) by receiving land use for planning and new development...... 6-104 Table 6.26 Maximum permissible sound level (LAeq) to be maintained at the existing noise climate. .. 6-105

Table 6.27 Noise baseline results and permissible levels ...... 6-105 Table 6.28 Construction scenarios and list of assumed equipment for each scenarios...... 6-105 Table 6.29 Predicted noise level at sensitive receptors during construction phase...... 6-106 Table 6.30 Predicted cumulative noise level during construction phase...... 6-108 Table 6.31 Principal noise sources of the proposed Project...... 6-108 Table 6.32 Trip production due to the development...... 6-109 Table 6.33 Predicted noise source emission level at the receptors during operation phase...... 6-109 Table 6.34 Predicted cumulative noise level at noise sensitive receptors during operational phase. .. 6-110 Table 6.35 Waterbird response to construction disturbance (Source: Institute of Estuarine and Coastal Studies, 2009) // ...... 6-117 Table 6.36 Oil spill impact on mangrove...... 6-124 Table 6.37 Impact severity matrix for suspended sediment on hard corals for near shore waters //. .. 6-130 Table 6.38 Impact severity matrix for suspended sediment for soft coral in near shore waters...... 6-130 Table 6.39 Minimum arrival time for the identified sensitive receptors ...... 6-138 Table 6.40 Coral responses towards oil exposure /18 /...... 6-138 Table 6.41 Likelihood descriptions and indices used in assessing impacts to hawksbill sea turtles. .. 6-142 Table 6.42 Descriptors of the types of impacts to sea turtles ...... 6-143 Table 6.43 Consequence descriptions and indices used in assessing potential impacts...... 6-144 Table 6.44 Impact matrix used to determine resultant risks based on likelihood and consequence. .. 6-145 Table 6.45 Numbers and proportions of hawksbill turtles utilizing Kuala Linggi beach and the four key beaches (Kuala Linggi to Tg. Dahan), in comparison with total nesting numbers for the State of Malacca 2006-2014...... 6-146 Table 6.46 Numbers and proportions of hawksbill turtles utilizing Kuala Linggi Beach and the four key beaches (Kuala Linggi to Tg. Dahan), in comparison with total nesting numbers for the State of Malacca 2006-2014...... 6-147 Table 6.47 Changes due to the project construction activities and resultant impact rankings. References to the ‘channel’ refer to the resultant water body between the proposed development and mainland...... 6-152 Table 6.48 Changes due to the project construction activities and resultant impact rankings ...... 6-159 Table 6.49 Life cycle stages and potential development impact pressures...... 6-165 Table 6.50 Types of pollutants and their corresponding recommended limit...... 6-202 Table 6.51 Predicted incremental maximum for ground level concentrations at the five air sampling stations...... 6-202 Table 6.52 Existing high ground noise level...... 6-203 Table 6.53 Maximum permissible sound level in existing high background noise ...... 6-203 Table 6.54 Predicted noise level during construction phase ...... 6-204 Table 6.55 Calculated hazard index with mitigation for VOC...... 6-204 Table 6.56 Calculated hazard index with control...... 6-205 Table 6.57 Predicted noise level during operation phase...... 6-205 Table 6.58 Characterization of Hazardous Material...... 6-207 Table 6.59 Physical and Chemical Properties of Crude Oil ...... 6-207 Table 6.60 Physical and chemical properties of fuel oil...... 6-207 Table 6.61 Physical and Chemical Properties of gasoline ...... 6-208 Table 6.62 Physical and chemical properties of diesel ...... 6-208 Table 6.63 Listing of release and outcome events for consequence analysis ...... 6-209 Table 6.64 Historical Onshore Equipment Failure Rates ...... 6-210 Table 6.65 Immediate and delayed ignition probability distribution ...... 6-212 Table 6.66 Immediate and Delayed Ignition Probability Distribution...... 6-212 Table 6.67 Probability of explosion given gas cloud ignition...... 6-212 Table 6.68 Hazard Zones Criteria...... 6-214 Table 6.69 IR contour findings summary...... 6-215 Table 6.70 Risk contour findings summary...... 6-217 Table 6.71 Traffic growth assumptions based on data from HPU stations around project area ...... 6-223 Table 6.72 Proposed staff during construction Stage ...... 6-223 Table 6.73 Proposed staff during operation stage ...... 6-224 Table 6.74 Summary of trip production during construction stage ...... 6-224 Table 6.75 Summary of trip production during operation stage ...... 6-225 Table 6.76 Characteristic of LOS to reflects road performance ...... 6-227

Table 6.77 Level of service (LOS) criteria used to describe junction performance ...... 6-227 Table 6.78 Environmental services potentially affected by the project...... 6-244 Table 6.79 Estimated direct use value of environmental services (per hectare per year) from Muddy Seabed by Service Type...... 6-248 Table 6.80 Estimated environmental cost of mangrove removal by service type (2010 price)...... 6-248 Table 6.81 Estimated Environmental Service Value (per hectare per year) seagrass bed by service type ...... 6-251 Table 6.82 Estimates of the total discounted loss in environmental services (50 year evaluation period) at the three rates used in the assessment...... 6-253 Table 6.83 List of environmental issues with cross reference to sections describing the recommended mitigation measures...... 6-253 Table 6.84 Start and end coordinates for proposed beach nourishment area...... 6-255 Table 6.85 Summary of recommended mitigation measures...... 6-271 Table 7.1 Types of monitoring programme ...... 7-5 Table 7.2 Suspended sediment monitoring programme for pre-construction stage ...... 7-8 Table 7.3 Proposed suspended sediment (SS) plume monitoring during reclamation and dredging (Phase 4)...... 7-8 Table 7.4 Suspended sediment monitoring programme for dredging activity ...... 7-9 Table 7.5 Geographic coordinates for fixed and online monitoring station in WGS 1984 (decimal degrees) ...... 7-10 Table 7.6 Standard B, Second Schedule of the Environmental Quality (Sewage) Regulations 2009 ...... 7-11 Table 7.7 Relevant environmental legislation to be complied with by the project ...... 7-12 Table 7.8 Relevant environmental standards and guidelines to be complied with by the project ...... 7-13 Table 7.9 Compliance monitoring activities for suspended sediment control ...... 7-13 Table 7.10 Water pollution control measures and methods for monitoring compliance during construction phase ...... 7-14 Table 7.11 Air emissions abatement measures and related compliance monitoring during the construction phase ...... 7-15 Table 7.12 Noise management measures and compliance monitoring ...... 7-15 Table 7.13 Compliance monitoring program for beach nourishment considerations...... 7-16 Table 7.14 Compliance monitoring program for sea turtles...... 7-16 Table 7.15 Compliance auditing programme for painted terrapins ...... 7-17 Table 7.16 Compliance monitoring programme for mitigation of impacts to fisheries activities ...... 7-17 Table 7.17 Geographic coordinates and description of the water quality stations in WGS84 (decimal degrees)...... 7-19 Table 7.18 Water quality parameters to be analysed – individual levels of precision will be specified in the final approved EMP ...... 7-20 Table 7.19 Proposed 15 beach profiles for shoreline monitoring (Coordinates in UTM, metres)...... 7-22 Table 7.20 Geographic coordinates (decimal degrees) of the fish fauna monitoring stations...... 7-23 Table 7.21 Coordinates for turtle light monitoring stations...... 7-27 Table 7.22 Geographic coordinates (decimal degrees) of the painted terrapin monitoring stations...... 7-29 Table 7.23 Coordinates of the starting points for coral reef monitoring stations (decimal degrees)...... 7-31 Table 7.24 Coordinates of air quality and noise station (decimal degrees)...... 7-32 Table 7.25 Parameters to be measured in the air quality monitoring ...... 7-33 Table 7.26 Socio economic feedback monitoring programme (interviews, stakeholder groups) ...... 7-34 Table 7.27 Compliance audit for project closure or abandonment (monthly during decommissioning)...... 7-37

PHOTOS

Photo 4.1 Example of a jetty structure to handle petroleum products ...... 4-44 Photo 5.1 Rocky outcrops around the Tg. Bt. Supai area (Photo was taken at the yellow dot shown on Key Map)...... 5-90

Photo 5.2 Property boundary very close to the shoreline (Photo was taken at the yellow dot shown on Key Map)...... 5-90 Photo 5.3 Bora-bora chalet. Significant erosion is observed in this area (Photo was taken at the yellow dot shown on Key Map)...... 5-91 Photo 5.4 Rock revetment implemented to prevent the severe erosion. (Photo was taken at the yellow dot shown on Key Map)...... 5-91 Photo 5.5 Beach vegetation along the shoreline from Tg. Batu Supai to Tg. Che’ Amar ...... 5-141 Photo 5.6 Example of protected wildlife captured from the camera trap: long-tailed macaque (top) and wild boar (bottom) ...... 5-143 Photo 5.7 Monkeys and squirrels observed within study site ...... 5-143 Photo 5.8 Mangroves patches at Tg. Bt. Supai where the access bridge will be constructed ...... 5-151 Photo 5.9 Mangroves on rocky shore at Tg. Che’ Amar ...... 5-152 Photo 5.10 Sonneratia spp. at Tg. Dahan ...... 5-152 Photo 5.11 Some of the species observed within study area...... 5-153 Photo 5.12 Cleared mangrove at Tg. Agas ...... 5-153 Photo 5.13 Seedlings observed within the Kuala Linggi Mangrove Recreational Forest ...... 5-154 Photo 5.14 Rhizophora seedlings (top) and saplings of Nipah (bottom) at Sg. Linggi ...... 5-155 Photo 5.15 Standing dead mangrove fringe (top) and north of this location, young mangroves (bottom) – mangroves south of Tg. Selamat...... 5-156 Photo 5.16 Seagrasses found in the study area...... 5-158 Photo 5.17 Hard coral at Tg. Tuan are associated with algae (Sargassum sp. and Caulerpa sp.) ...... 5-163 Photo 5.18 General condition of reef at Tg. Dahan...... 5-164 Photo 5.19 Photo of unidentified species of soft coral captured by the underwater video camera attached with torchlight due to low visibility...... 5-166 Photo 5.20 Feather star and soft coral in high turbidity water of K. Linggi...... 5-166 Photo 5.21 Annella mollis in turbid water of K. Linggi...... 5-167 Photo 5.22 Hawksbill turtle nesting on an offshore island. Source: Nicolas Pilcher - Marine Research Foundation (Sabah, Malaysia) ...... 5-172 Photo 5.23 Outboard-powered boat (left picture) and inboard-powered boat (right picture)...... 5-220 Photo 5.24 KM Chalet; the chalet located nearest to the project site...... 5-224 Photo 5.25 Desa Balqis Beach Resort //...... 5-224 Photo 5.26 View of Federal Route 5 ...... 5-233 Photo 5.27 Condition of Jalan Sungai Baru/Kuala Linggi (State Route 138) ...... 5-235 Photo 5.28 Another view of the existing road condition of Jalan Sungai Baru/Kuala Linggi (State Route 138) ...... 5-235 Photo 5.29 Local distributor; Jalan Kuala Linggi Port which is connected to State Route 138 ...... 5-236 Photo 5.30 STS Operation within Kuala Linggi Port Limit ...... 5-248 Photo 5.31 LKIM facility at Kuala Sungai Linggi Port ...... 5-249 Photo 6.1 Trees that will be cleared for access road construction ...... 6-115 Photo 6.2 Affected mangrove area (Photo 1 indicated in Figure 6.93) ...... 6-123 Photo 6.3 Affected mangrove area (Photo 2 indicated in Figure 6.93 above)...... 6-123

DRAWINGS

No 1 Project Location No 2 Landuse 5 km No 3 ESA 10 km No 4 ESA 5 km No 5 Physical Monitoring Stations No 6 Biological Monitoring Stations (Land) No 7 Biological Monitoring Stations (Marine)

APPENDICES

A Project Supporting Information B Initial Environmental and Coastal Assessment C Baseline Report D Air and Noise Modelling Report E Fauna Report F Socio-economic Impact Assessment (SIA) Study Report G Hydraulic Study Report H Navigation Study I Navigation Simulation Report J Quantitative Risk Assessment (QRA) K Economic Valuation (EV) Study Report L Health Impact Assessment (HIA) study M Traffic Impact Assessment (TIA) study

Introduction

1 Introduction

1.1 Project Title

This Environmental Impact Assessment (EIA) is prepared for the Proposed Reclamation and Development of Kuala Linggi International Port (KLIP) at Kuala Linggi, Malacca, Malaysia (hereafter referred to as the ‘project’).

1.2 Project Background

The project is located off the northern shoreline of the State of Malacca, situated near the river- mouth of Sg. Linggi as shown in Figure 1.1. Administratively, the project is located in Mukim Kuala Linggi, District of Alor Gajah. The project consists of the following components:

 Land reclamation of approximately 620 ac (251 ha);  Access bridge of 800 m in length;  Liquid product jetty of 1.3 km in length;  Capital dredging involving a volume of 3 million m3; and  Onshore developments comprising of liquid product storage terminal, shipyard, fabrication yard, general cargo wharf, administration and support services, and government reserve area.

Location of key sensitive receptors within 5 km of the project site are shown in Figure 1.3.

1-1

Figure 1.1 Project location (see Drawings for A3 size figure).

1-2 62801230-RPT-02

Introduction

Figure 1.2 Project boundary points (please refer to Table 1.1 for the coordinates)

Table 1.1 Coordinates of the project boundary points shown in Figure 1.2.

UTM 47N (m) WGS84 (Decimal degrees, º) Point Northing (N) Easting (E) Longitude (E) Latitude (N)

A 265189.91 829096.75 101.9588 2.3960

B 264666.65 829665.58 101.9639 2.3913

C 264307.94 829815.74 101.9652 2.3880

D 264375.17 830628.80 101.9725 2.3886

E 262686.01 830457.02 101.9709 2.3734

F 262368.42 830143.85 101.9681 2.3705

G 261468.46 830480.24 101.9711 2.3624

H 263533.39 827948.68 101.9484 2.3811

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UTM 47N (m) WGS84 (Decimal degrees, º) Point Northing (N) Easting (E) Longitude (E) Latitude (N)

I 263022.53 827465.75 101.9441 2.3765

J 263404.76 827068.64 101.9405 2.3799

K 263882.19 827531.07 101.9447 2.3842

L 264186.67 827172.74 101.9415 2.3870

M 264310.24 828184.09 101.9505 2.3881

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Introduction

Figure 1.3 Summary of identified sensitive receptors within 5 km of project

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1.3 Project Proponent and Qualified Persons

1.3.1 Project Proponent In order to develop the project, TAG Marine Sdn. Bhd., the current operator of Kuala Sg. Linggi Port, has formed a private company named Linggi Base Sdn. Bhd. (hereafter referred to as the ‘project proponent’). The contact details of the project proponent are as provided in Table 1.2.

Table 1.2 Contact information of the project proponent

Company: Linggi Base Sdn. Bhd.

Address: G35 & 135, Block 5 Laman Seri Business Park Section 13 401000 Shah Alam Selangor Darul Ehsan Malaysia

Tel: 03 5510 0770

Fax: 03 5510 1771

Contact Person: Commander Ramli Johari (Rtd.)

Email: [email protected]

1.3.2 EIA Consultant The environmental consultant for the EIA study is DHI Water & Environment (Malaysia) Sdn. Bhd. The contact details of the EIA consultant are as provided in Table 1.3.

Table 1.3 Contact information of the EIA consultant

Company: DHI Water & Environment (M) Sdn. Bhd.

Address: 3A02, Block G, Phileo Damansara 1 No.9, Jalan 16/11, Off Jalan Damansara, 46350 Petaling Jaya, Selangor, Malaysia

Tel: 03 7958 8160

Fax: 03 7958 1162

Contact Person: Tania Golingi (EIA Team Leader) Syed Mohazri Syed Hazari (EIA Coordinator)

Email: [email protected] [email protected]

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Introduction

1.3.3 EIA Team Members

The team members involved in the present EIA study are listed in Table 1.4 and Table 1.5 below.

Table 1.4 EIA Study Team Consultants

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Introduction

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Table 1.5 EIA Study Team Assistant Consultants

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Introduction

1.4 Legal Aspects

1.4.1 Environmental Quality Act 1974 (EQA 1974) Subsection 34A (1) of the Environmental Quality Act 1974 (EQA 1974) requires that an impact assessment is carried out for any developments with potential impacts to the environment, which are categorised as “prescribed activities”. These “prescribed activities” are expressed in the Environmental Quality (Prescribed Activities) (Environmental Impact Assessment) Order 2015.

The “prescribed activities” are categorised under two (2) schedules, namely First Schedule and Second Schedule. First Schedule lists activities that require EIA without public display and public comment, while Second Schedule lists activities that require EIA with public display and public comments.

The activities associated with the project falling under the following “prescribed activities” are as follows:

First Schedule

Item 6 Industry

(e) Shipyards – Dead Weight Tonnage greater than 5,000 tonnes

Item 15 Dredging

(e) Capital dredging

Second Schedule

Item 7 Land Reclamation

(a) Coastal reclamation involving an area of 50 hectares or more.

Item 10 Ports

(a) Construction of new ports.

Given that the three of the prescribed activities associated with the project fall under Second Schedule, this EIA is classified as a Second Schedule EIA and shall undergo public display and public comment.

1.4.2 Conformance to Government’s Development Plans

1.4.2.1 State Plans

State of Malacca Structure Plan 2000 – 2020 The project is in line with the State of Malacca Structure Plan 2000 – 2020 that ‘focuses on development along the development corridor considered viable and strive to spread it to the Districts of Alor Gajah as deliberated in Section 2.4 (Strength, Opportunity and Prospects of Alor Gajah, page 2-13).

The Structure Plan (as per Item 2.3.3 (c), page 2-9) also emphasises the role of sea reclamation in the State’s economic development, stating:

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 Sea reclamation: Sea reclamation along Malacca shoreline has been given special emphasis by the State Government as a new economic generator. Resulting from the role played by the State Government, sea reclamation can be categorised as a potential area for development especially for residential, commercial and tourism activities.

Apart from the above, as described in a letter from the Malacca Department of Town and Country Planning (Appendix A), the project is in line with the Pelan Strategik Keseluruhan Negeri Melaka, which is to be included in the review of the Malacca Structure Plan 2035. The project is also in line with the Rancangan Kawasan Khas Kuala Linggi.

Integrated Shoreline Management Plan (ISMP) for Malacca The Integrated Shoreline Management Plan (ISMP) for Malacca was carried out in 2007. The main objective of the ISMP was to produce a sustainable development plan for the shoreline of Malacca, which is sensitive to the existing condition and at the same time optimising its unique potential (in line with the state development plan).

The ISMP divided the shoreline into six (6) cells based on the physical criteria, as follows:

 Cell 1: Kuala Sg. Lingggi to Tg. Dahan  Cell 2: Tg. Dahan to Tg. Panchor  Cell 3: Tg. Bidara  Cell 4: Tg. Panchor to Tg. Keling  Cell 5: Tg. Keling to Kuala Serkam  Cell 6: Tg. Kuala Serkam to the northern boundary of Mukim Sebatu (Malacca)

The project area is located within Cell 1 (Kuala Sg. Linggi to Tg. Dahan). The relevant management unit (MU) within the project is MU3: Bagan Che Amar. Details are as follows:

MU3: Bagan Che Amar MU3 extends from Tg. Batu Supai to Tg. Che’ Amar. The management objectives and their strategies are as follows:

 Promote the development of tourism - Protect existing archaeological or heritage site - Enhance and improve existing recreational and / or tourism facilities - Protect turtle nesting sites - Protect existing coastal vegetation buffer in order to reduce noise and light pollution on the beach - Protect existing coastal community - Protect existing infrastructure against coastal erosion - Enhance and improve coastal water quality

 Promote the development of fishing activities: - Protect existing fishing grounds

It is noted that the existing Kuala Sg. Linggi Port is located within MU 1: Kg. Nelayan, in which one of the management objectives is to “promote the development of port facilities”. However, due to the limited space within this MU, the KLIP project has not been proposed at MU1.

1.4.2.2 National Plans and Initiatives

Tenth Malaysia Plan (2011-2015) The project is in line with the Tenth Malaysia Plan (2011 – 2015). Chapter 3 of the plan details six key enablers to support economic growth, of which the project conforms to two (2) of the key enablers as follows:

“Competing globally by supporting Malaysian firms to compete in global markets and competing to attract foreign investment and talent to Malaysia.”

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Introduction

“Putting in place world-class infrastructure for growth by significantly increasing broadband penetration, continuing to upgrade physical infrastructure to enhance access and connectivity, and ensuring effective sourcing and delivery of energy.”

Third Industrial Master Plan (IMP3) 2006 – 2020 The Malaysian Government has identified several economic sectors for Malaysian shipyards to focus on for 2006-2020, namely:

 Small vessels, pleasure craft, tugs and pusher craft;  Ship repair, refurbishment and maintenance;  Marine engineering and precision equipment;  Fabrication and offshore steel structure;  Replacement of old tonnage and ship conversion. Encouraging production of vessels of 30,000 DWT and below to be deployed in coastal shipping; and  Promoting the fabrication of offshore structures.

These are pivotal steps towards reducing the outflow of capital for the acquisition of marine transport and offshore structure products. The project is intended to address this need by providing a substantial area for heavy fabrication and a ship service basin.

National Physical Plan 2 (NPP2) The project will contribute to the meeting of clearly identified strategic development policies in the National Physical Plan 2 (NPP2). In the NPP2, Malacca has been earmarked as one of the two (2) ‘Sub-Regional Growth Conurbations’ to support the Regional Growth Conurbations. The project supports the following Indicative Plans:

 IP2: Concentration of Development in Conurbations  IP3: Development and Economic Regions

Seaports is listed as one of the key strategic infrastructures in the NPP (2005)’s spatial policies and development proposals, based on the “Selective Concentration Development Strategy”.

The project occupies a key strategic position in the Strait of Malacca, which is adjacent to an existing shipping base, the Kuala Sungai Linggi Port, since 2013, hence this project can be classified as a port development of strategic national importance.

1.5 EIA Report

1.5.1 Terms of Reference (TOR) The Terms of Reference (TOR) for the EIA was submitted to the Department of Environment (DOE) Putrajaya on 18 June 2015 and a TOR Panel meeting was held on 2 September 2015. Based on the comments received from the TOR Panel meeting, a revised Terms of Reference (TOR) was submitted to the Department of Environment (DOE) Putrajaya on 18 April 2016. The TOR was approved on 8 June 2016 by letter (Ref.: AS(PN) 50/013/401/059 Jld.2 (13)); see Appendix A.

The Revised TOR outlines the scope of the EIA based on the scoping process and the recommendations of the Review Panel. The key components of the study are summarized as follows:

 Coastal hydrodynamic and morphological impacts of the project footprint;  Water quality (particularly suspended sediment plume) impacts during reclamation and capital dredging;  Impacts on marine ecology (particularly turtles, terrapins and corals) due to water quality and other disturbances during construction and operation, and the effects on local habitat (especially due to the project footprint; and

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 Socio-economic impacts, with particular emphasis on fishermen’s livelihood and nearby population.

1.5.2 Scope of EIA Study The present EIA study covers the impacts arising from the construction and operations of the project, including the reclamation of land, capital dredging, construction of the jetty, construction of access bridge and onshore facilities.

It should be emphasized that this EIA does not assess the impacts of the following activities, which will be assessed under separate approval processes:

 Disposal of the dredged spoil material at the designated spoil disposal ground; and  Borrow dredging (sourcing of reclamation fill material).

1.5.3 EIA Study Boundaries The EIA study area, or zone of potential impact, is shown in Figure 1.4. It is noted that the study scope generally covers a 5 km radius as a minimum. There are, however a number of different spatial levels of the study depending on the study component, as the zone of primary impact and potential interaction pathways differ according to these components (e.g. marine vs. terrestrial) (Table 1.6). For some components, the study area extends beyond the 5 km radius, taking into account as required the zone of impact from the suspended sediment plume modelling and the sensitive receptors (mangrove, coral, turtles, terrapins, aquaculture cages, chalets, etc.).

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Introduction

Figure 1.4 Geographic area of the EIA study.

Table 1.6 EIA study boundaries for the various environmental components

Component Study Area (Physical Boundary) Remarks

Marine and  5 km from project area  Water quality estuarine physical environment  Extent of sediment plume  Sediment quality and characteristics  Bathymetry  Water level

Physical 5 km from project area Air and noise environment

Hydrodynamic  Regional model: Extends from  Wave Andaman Sea to the South  China Sea Current  Local model: Approximately 400 km covering the Straits of Malacca

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Component Study Area (Physical Boundary) Remarks

Ecology  Primary: 5 km  Mangrove  Secondary: 10 km  Seagrass  Coral

1 km from the project boundary Terrestrial ecology

Avifauna: -  Primary: 5 km  Secondary: 10 km including Tg. Tuan

 Within Sg. Linggi for terrapins  Turtle and terrapin nesting area:  Along shoreline of project area  Secondary assessment from for both turtle and terrapin for a available historical data minimum up to 5 km

Upstream of Sg. Linggi up to 5 km Crocodile

Socio-economy Land area covering 5 km from project Population area area

 Marine area covering 10 km  Fishermen from both Negeri north towards Tg. Tuan Sembilan and Malacca  Marine area covering 20 km south from project area

Land use 5 km from project area  Including areas in Negeri Sembilan and Malacca  Primary and secondary (from available Structure and District Plans)

Public health 5 km from project area Including areas in Negeri Sembilan and Malacca

1.5.4 Guidelines

1.5.4.1 National Regulations and Guidelines This EIA report has been prepared in accordance to the following guidelines:

 Environmental Impact Assessment Guidelines in Malaysia /1/  EIA Guidelines for Industrial Estate Development /2/  EIA Guidelines for Industrial Projects /3/  EIA Guidelines for Petroleum Industries /4/  EIA Guidelines for Risk Assessment /5/  DOE EIA Guidelines for Petrochemical Industries /6/  JPS Guidelines on Numerical Modelling /7/  DOE Guidance documents /8, 9/  DOE Malaysia Marine Water Quality Criteria and Standard /10/  DOE Malaysia National Water Quality Standard /11/  DOE Malaysia Air Quality Standard /12/  DOE Malaysia Guidelines for Environmental Noise Limits and Control /13/

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 General Guidance on the Preparation of Terms of Reference for Detailed Environmental Impact Assessment Report, 2007  Environmental Impact Assessment (EIA) Guidance Document for Coastal and Land Reclamation Activities, 2007  Environmental Impact Assessment (EIA) Guidance Document for Sand Mining/Dredging Activities, 2007  Guidance Document for Addressing Soil Erosion and Sediment Control Aspects in the Environmental Impact Assessment (EIA) Report, 2011  Guidelines on Erosion Control for Development Projects in the Coastal Zone, JPS 1/97  Guidelines for Preparation of Coastal Engineering Hydraulic Study and Impact Evaluation, Department of Irrigation and Drainage, 2001  Guidelines for Siting and Zoning of Industries, 2nd Revised Edition, 2012  Guidelines for the Prevention and Control of Soil Erosion and Siltation in Malaysia

1.5.4.2 International Guidelines and Best Practices In addition to the above list of national regulations and guidelines, a number of relevant international guidelines and best practices are applicable to this project:

 International Convention for the Prevention of Pollution from Ships (MARPOL)  Merchant Shipping (Amendment And Extension) Act 2007  United Nations Convention to the Law of the Sea: Part V (Exclusive Economic Zone)  IUCN Red List of Threatened Species for assessing the vulnerability of species

1.5.5 Report Structure The present EIA report is structured as outlined in Table 1.7.

Table 1.7 EIA report structure

No. Chapter Title Brief Description

1 Introduction Introduces the EIA study including the location, the proponent, EIA consultant and overall report structure. This chapter also includes overview of potential Impacts and monitoring.

2 Statement of Need The statement of need details the potential benefits the project is expected to bring in terms of economic and social advantage and the synergy with national plans and initiatives.

3 Project Options Details the various considerations and project justifications in the development of the ‘final’ design of the project layout, in particular the reclamation and jetty layout and the “no project” option.

4 Project Description Describes the project in detail with focus on the concept, components, status and activities.

5 Existing Environment The key features of the existing physical, biological and human components of the environment pertinent to the impact assessment are presented in this section. The environmentally sensitive areas (ESA) in particular are highlighted.

6 Impacts and Mitigation Impacts are assessed based on the project phases, namely Measures construction, operations and abandonment. Mitigation measures are recommended where appropriate, and the residual impacts – those which remain after the mitigation measures are implemented – are also assessed.

7 Environmental An outline of the EMP during construction and operations is given, Management Plan including proposed monitoring programmes detailing the monitoring locations, parameters, frequency and methodologies.

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No. Chapter Title Brief Description

8 Study Findings This chapter summarises the main issues and components of the EIA study.

9 References List of references (citations) throughout the report and appendices

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Statement of Need

2 Statement of Need

The Kuala Linggi International Port (KLIP) comprises a liquid products storage terminal, a shipyard, fabrication yard, general cargo wharf, administration and support services land uses and land reserved for the State Government. The KLIP is essentially an expansion of existing Kuala Sg. Linggi Port activities operated by TAG Marine Sdn. Bhd. to increase its capacity to meet future needs for seaport services.

TAG Marine Sdn. Bhd. is a marine service provider, which offers a range of seaport services, with a particular focus on ship-to ship transfer (STS). The company currently operates a Designated Transfer Area (DTA) for STS liquid and gas cargo transfer within the Kuala Sungai Linggi Port Limit. In order to develop the project, TAG Marine has formed a company named Linggi Base Sdn. Bhd. This new venture will be a shore based operation continuing the business focus of marine support services, such as ship repair yards with dry and fitting out docks, heavy fabrication yards and load-out quay, suitably sized tank storage with jetties and support facilities including an administration and support services area.

This section describes the need for these facilities at the project location based on a market analysis carried out by the project proponent, and an analysis of the Government initiatives supporting industrial development of this nature.

2.1 Project Basis Over the last eight (8) years, the Kuala Sg. Linggi Port has experienced consistent growth of seaport services. This is primarily driven by TAG Marine Sdn. Bhd. who has been providing STS services, including provision of a DTA for STS liquid and gas cargo transfer, together with a range of marine support services to a wide variety of ship owners and operators (Figure 2.1).

Figure 2.1 Growth by TAG Marine as shown by vessel size and product mix

In total, the number of vessels calling at Kuala Sg. Linggi Port has increased up to 801 vessel calls (Figure 2.2) or approximately 26 million tonnes of bulk liquid. To date, it has generated an approximate income of RM 119 million in foreign currency; of which as much as 10% has been contributed to the government.

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Figure 2.2 Growth by TAG Marine as shown by number of vessels with different types of products

The apparent commercial benefits and consistent growth of the seaport services drives the need to further expand the port in order to allow further growth and increase in its capacity to meet future needs of seaport services. As such, the Kuala Linggi International Port (KLIP) project has been proposed, integrating existing STS offshore operations in the Kuala Sg. Linggi Port Limit and capitalising on its strategic location in one of the world’s busiest shipping lane.

2.1.1 Existing Facilities at Kuala Sungai Linggi Port TAG Marine currently operates from a number of small offices and storage facilities at the LKIM wharf facilities at Kuala Linggi. From here, they are able to transport personnel to the offshore support vessels operating within the designated transfer area. In addition to TAG Marine’s operations, there are also some other small-scale businesses which operate from the existing wharf facilities at Kuala Linggi. To meet the needs of their existing operations TAG Marine owns and operates a number of tug boats and other support vessels and are able to supply fenders and hoses to support STS transfers. The vessels typically remain offshore at all times.

The project is proposed to be designed in compliance with the Green Ports initiative1, whereby environmental programs and strategies aimed at reducing or neutralising the impact of port operations to the environment and surrounding communities will be incorporated. This will lead to the transformation of Kuala Linggi into a world class ‘green’ global industrial hub for the oil and gas and maritime service industry.

The first stage of the project development will provide increased capacity for the following services:

 Liquid product terminal and tank farm

1 Malaysia is one of the nine member countries of the ASEAN Ports Association (APA) which spearheads the Green Port Initiative among ASEAN countries, as part of its role to harmonize trade practices among ports in the region. The term ‘Green Port Initiative’ generically describes the deliberate actions, regulations, operations and standards adopted by the port to ensure that the environmental impact of shipping and its ancillary services are minimized. Encouraging the use of clean fuels in all vessels calling at port, utilizing road-worthy and upgraded trucks that use clean diesel and providing emission reduction credits to businesses that use new technologies that are friendly to the environment, are among some of the programmes undertaken under the initiative.

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Statement of Need

 Ship repair yard with dry-docks  Heavy fabrication yard and load-out quay  Administration and support services

The execution of this project is also driven by a series of potentials, such as those related to commercial and service providers, that could bring various economic benefits (see Section 2.3) to the country. These include:

 Market Demand/Potential  VLCC Newbuilding and Shipyard  Repair Yard Potential  Heavy Fabrication Yard Potential

2.2 Strategic Opportunity The project site is located at the river mouth of Sg. Linggi, near the border of the States of Negeri Sembilan and Malacca. Kuala Sg. Linggi Port is located midway between Port Dickson, Negeri Sembilan to the north-west and Sg. Udang, Malacca to the south-east. Its location has proven suitable for various development aspects, i.e. from engineering, environmental and economic perspectives.

 Engineering perspective: The proposed location has relatively benign wave conditions and is adjacent to naturally deep waters. With reference to the Initial Environmental and Coastal Assessment report, the project is feasible from the hydraulic point of view but it will require optimisation. The optimisation has been carried out as part of the engineering design/EIA process where hydraulic models are applied to minimize potential negative impacts that could lead to negative conditions in the development itself and vicinity areas.  Environmental perspective: As already established in the Revised TOR, several location options have been considered and the proposed location, upon which this EIA is based, produces less impact to the neighbouring environmental receptors compared to the other options considered (see also Section 3.1.2).  Economic perspective: It has been noted that the Andaman Sea is likely to become a new offshore source of oil and natural gas in the region, with various notable amount of oil and gas production activities taking place in Malaysia and Indonesia. Linggi’s position is considered strategic as it is located closer to the Andaman developments than many of its potential competitors in Singapore (see Section 2.4 for more description of potential economic benefits from proposed project).

In addition to these, the following sections further elaborate on the anticipated project benefits to the nation.

2.3 Potential Project Benefits

2.3.1 Benefits to the State of Malacca and Malaysian Economy To date, the existing Kuala Sg. Linggi Port operated by TAG Marine Sdn. Bhd. has brought in approximately MYR119 million in foreign currency income in total, where it saw a significant spike of income from RM 10 million in 2012 to RM 51 million by the third quarter of 2014. The wide range of clientele that the port is currently servicing (i.e. Petronas, Shell, Glencore, Vitol, ExxonMobil, BP, Mercuria, etc.) also presents a varied opportunity for growth alongside the dynamics of its clients.

The future growth of this port would translate to a number of positive impacts on the socioeconomic environment of the State and to a larger extent, Malaysia. Below are some of the outcomes anticipated from the expansion of the Kuala Sg. Linggi Port in relation to the project:

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 Significant capital investment, estimated at RM 12.5 billion in Domestic Direct Investments (DDIs) and Foreign Direct Investment (FDIs)  Generation of substantial Gross National Income (GNI) from foreign exchange earnings from foreign projects and gross domestic product (GDP) from local industries  Generate job opportunities during construction and operations (estimated 2,000 jobs) which consists of skilled workers, technical staff and management personnel  Transformation of Kuala Linggi from a rural agricultural area into an international maritime industrial hub with a high income society  Establishment of a maritime international centre of excellence for human resource development, where it contributes to productivity gains such as trained and competent personnel  Expand the capability and capacity of the local supporting industries, by supporting the growth of local small and medium-sized enterprises (sub-vendors, sub-contractors, service companies), which are the backbone of the country’s economy.

2.4 Potential Economic Opportunity Due to its strategic location (see Section 2.2), the project recognises several potentials that could further drive the seaport and maritime-related economy. These are described in greater detail below.

2.4.1 Market Demand/Potential The urgent need to expand current seaport operations at Kuala Linggi is to provide an onshore liquid product storage terminal with a suitable capacity that can cater to the growing STS operations. The proposed new port development would also provide real estate opportunities that could strengthen its existing onshore marine support services, which includes ship repair yards, heavy fabrication yards and load-out quays. This could also create a more diversified business within the marine sector.

A Market Study Review, conducted by Ocean Shipping Consultants, identified several key factors that drive the market potential of the new onshore facility. These include the following:

 New VLCC building demand and main yards for VLCC construction  Vessel repair potential in the region  Heavy fabrication yard potential  The need for bunkering in the Straits of Malacca

The following Sections 2.4.2 to 2.4.4 further deliberate the existing and projected demand, as well as the growth of the marine service components listed above.

2.4.2 VLCC Newbuilding and Shipyard

2.4.2.1 Existing Situation with Respect to VLCC Demand VLCCs (Very Large Crude Carriers) are important components of maritime trade as it accounts for 30% of the seaborne oil trade. As Asia accounts for 29% of the global oil demand to which a significant portion of this supply are provided by Middle East producers – the movements of VLCC fleets between these two (2) trading regions utilise the Strait of Malacca.

Crude and product tanker fleet represents approximately 3,200 vessels of over 500 m DWT and has trebled in size in the past decade. This is mainly contributed by fleet renewal and new deliveries for crude oil and its products (Figure 2.4). The 200,000+ dwt VLCC sector has increases in capacity stimulated by the increasing charter rates and crude exports to China. It is projected that the increasing demand from China as well as the movements of crude from West Africa to China will raise the utilisation rates and soak up excess tonnage.

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Figure 2.3 Comparison of relative scale of tankers used globally (Source: http://maritime- connector.com/wiki/aframax/)

Figure 2.4 Tanker Fleet by Sector (million DWT)

2.4.2.2 Future Demand One of the most important impetuses that drive the future demands for VLCC within the tanker sector was the implementation of double hulled vessel design. Albeit not necessarily tied to the said implementation, the order book record in September 2014 shows that 85 VLCCs were in order and expected to be delivered through 2017 – eventually making up 14% of the existing fleet capacity. Closer to date, 2016, will see a significant rise of VLCCs when 44 vessels will be delivered (Figure 2.5). In this respect, the proposed shipyard within the project is in an ideal position as it reduces the first voyage (ballast movement) to collect a cargo (i.e. oil cargo), which in turn reduces the cost implication for commissioning a vessel. Adequate experts and workers will be allocated for the operation of the shipyard.

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Figure 2.5 Current VLCC Orderbook by Year of Delivery (number of vessels)

2.4.3 Repair Yard Potential

2.4.3.1 Existing Situation with Respect to Ship Repair Currently, the Strait of Malacca receives over four times as many vessel movements (77,900) compared to the Suez Canal (16,600) – thus highlighting a major potential for a ship repair facility to be located along the Strait of Malacca as ships would not have to face diversion costs.

In addition, the project proponent has the option to develop a facility that could either service a large variety of vessels or specialise in a particular vessel type given the large variety that utilises the Straits of Malacca. This essentially presents the project proponent with a few options when considering which approach would be most beneficial and sustainable in the long run.

2.4.3.2 Future Demand Based on a market survey performed, an estimated 55 vessels have the potential to utilise the project facility per year (Table 2.1). This is based on an estimated ship repair market capture of 1.0% of the annual total of 5,432 vessels presently passing through the Strait of Malacca. It should be noted however, that there would be a ramp-up within a yet to be determined time frame to this figure as the project builds its ship repair expertise and marketing/ ship owner relationships.

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Statement of Need

Table 2.1 Estimated total annual vessel repair potential

Vessel type Number of Total Fleet Vessel Utilizing Potential Passages the Malacca Number of Strait Vessels for Project

VLCC 4,825 622 366 4

Other tankers 18,269 7,686 1,384 14

Dry bulk 12,658 10,046 1,582 16

Container 24,658 5,087 2,055 21

Cruise 1,063 388 45 1

Total 61,473 23,829 5,432 55 Source: OSC

2.4.4 Heavy Fabrication Yard Potential There is significant potential for the growth of offshore-supporting infrastructure growth in the Straits of Malacca due to its location. A reliable indication of the existing demand for a fabrication yard in the region depends on the demand for offshore oil and gas platforms, and to a certain extent also the demand for next- generation deepwater structures. In addition, fabrication yards also provide maintenance, renovations, and surveys to rigs stacked by drilling contractors who are anticipating a turn-around after a number of years after commission.

Fabrication yards are critically needed and an integral support facility for the growth of the oil and gas industry. In particular, modular fabrication and process skids allows the oil and gas industry to meet pipeline and equipment needs by providing quick and efficient delivery of products and services for the industry. The benefits to the oil and gas industry of having ready access to “local” fabrication yards include easy delivery and installation, cost effective and rapid construction and speedy delivery.

An indication of the market potential for the fabrication facility within the project, from both onshore and offshore operations, as well as associated infrastructure construction and maintenance is largely based on the increasing focus on developing deepwater fields in Malaysian waters, which will also increase the demand for Malaysian maintenance and fabrication works /14/. It was predicted that Petronas expects to construct 60 to 65 new platforms over the period of 2010 to 2015, driven by the need to bring new deepwater fields on stream. It is envisaged that this demand will continue well beyond 2015.

Additional more speculative considerations include:

 Future offshore oil and gas production in Indonesia and Thailand - There is potential for the Andaman Sea to become a new offshore source of oil and natural gas in the region. Kuala Linggi is in an excellent position if this occurs as the location places it closer to the Andaman than many of its established competitors located in Singapore and Batam. Whether or not developments in the Andaman Sea take place is yet to be seen, but being able to capture potential market share if it is developed will ultimately rest with the State-run operators who will inevitably control operations in this region. These operators will have to decide whether to use their own national yards for their fabrication services or contract yards located closer to the operational area.

 Bridge connecting the Malay Peninsula and the Sumatran Island of Rupat

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- The bridge project had its origins in the mid-1990, but interest waned after the Asian Financial Crisis of 1997. If it were to eventually go ahead, the project would be extremely well positioned to provide fabrication/services. The project’s close proximity to the bridge project would be a significant advantage.

With oil and natural gas consumption in the region rapidly increasing, it is likely that efforts by the nations such as Indonesia, Thailand and Malaysia will continue to explore and develop their on- and offshore energy reserves. Malaysia plans to leverage its strategic location to become a regional hub for the oilfield service sector. Also, oil and gas production in Indonesia in particular is in need of government intervention to try and rebuild investor confidence in this sector, thus leading to potential increase in heavy fabrication demand in the region.

These renewed efforts could have implications for the project’s fabrication facility, especially if there is a turn-around in North Sumatra offshore oil and gas fields. Also, if the exploratory work in the Andaman Nicobar Basin comes to fruition and turns into full production, the project is situated in an excellent position to capitalise this development. This is due to its geographical location and the general lack of fabrication facilities in the Andaman Sea region.

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3 Project Options

This section of the EIA report provides a detailed understanding of the various options that were considered in the selection and design of the project. This encompasses the following aspects:

 Site selection;  Reclamation and onshore development layouts; and  “No project” option.

These are further described in the following sub-sections.

3.1 Site Selection

Defining options for port reclamation of the scale of the project needs to take into account a number of diverse, but critical factors including:

 National, State and Regional Planning Policy and Regulations  Economic factors - Market demands/opportunities - Existing support infrastructure - Sand Sources - Spoil disposal sites - Return on investment  Physical factors - Bathymetry - Hydrodynamic conditions – wave and current regimes, and exposure to extreme events - Geophysical conditions  Environmental impact factors  Social impacts factors  Navigation requirements and safety

While each of these determining factors need to be taken into account, the evaluation process needs to be iterative as required information is acquired and possible design options are refined. Consideration of some of these factors is already described above in the Statement of Need (Section 2). In the case of the project, the derivation of the options or considerations presented for assessment in this EIA are the outcomes from several proceeding evaluations phases as described below.

3.1.1 Stage 1: Port Conceptualisation The Kuala Sg. Linggi Port sits near to midway between Port Dickson, Negeri Sembilan to the northwest and Sg. Udang, Malacca to the southeast. The location has relatively benign wave conditions and is adjacent to naturally deep waters. Capitalising on its strategic location in one of the world’s busiest and still expanding shipping lanes (9% increase in traffic between 2009 and 2013) the operators of the existing Kuala Sg. Linggi Port (i.e. TAG Marine Sdn. Bhd.) have seen rapid growth over the last eight years in ship-to-ship transfer (STS) services within a Designated Transfer Area (DTA) for STS liquid and gas cargo transfer. Since 2006, the existing Kuala Sg. Linggi Port has handled more than 800 vessel calls with 283 vessel calls in 2013.

Kuala Sg. Linggi Port has a solid existing client base comprising both local and multinational clients including Shell, BP, Vitol, Exxon and EuroNav. The project development can thus be perceived as an expansion of the existing port facility to meet anticipated demand.

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In order to further capitalise on this growth, the expansion of the existing Port requires a land based footprint to increase its capacity to meet future demands for seaport services. Having reviewed several options, a reclamation project was seen as the only way an economically viable expansion could be undertaken.

3.1.2 Stage 2: Initial Screening Assessments (Economic, Hydraulic and Environmental Feasibility) An initial assessment of the hydrodynamics and other environmental factors influencing the proposed location of the reclamation to the immediate south of the mouth of Sg. Linggi was undertaken for Linggi Base Sdn Bhd. (Appendix B). The initial assessment study also included a Penilaian Awal Tapak (PAT) submission to DOE Malacca (Appendix A).

The initial project location and layout is shown in Figure 3.1.

Figure 3.1 Initial reclamation location, layout and nominal project land use.

From the hydraulic point of view, the project site was considered feasible, but requires optimisation to minimise potential negative impacts from effects on the coastline and on local water exchange.

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Project Options

The National Coastal Zone Physical Plan (NPP-CZ), which complements the NPP2 by specifying the additional planning considerations required for the coastal zone identifies the following environmental sensitive areas (ESAs) at a broad scale within or nearby the project site, namely:  Habitat for painted terrapin (Callagur borneonensis) within Sg. Linggi; and  Turtle nesting areas along the shoreline of Malacca.

Reported turtle nesting sites in proximity to the project area are shown in Figure 3.2. While an initial assessment suggested there would not be any impact on terrapins in Sg. Linggi, it is known they do nest in the same locations as marine turtles and hence the impacts are considered in detail in this EIA. At the same time, a beach inspection revealed that the beach in the immediate vicinity of the development has been lost through coastal erosion, with the construction of a revetment along the shoreline, so there is no longer any possibility of nearby nesting taking place. In contrast, nesting beaches still exist further to the south east of the project.

Figure 3.2 Reported marine turtle nesting sites reported in proximity the areas of the proposed development.

Based on the preliminary assessment, the site chosen seemed to be well placed because of the following:

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 The site is partially located within the existing Port Limit.  Since the project has to be sited within Malacca and in proximity to existing port operations, a location at the north of the shoreline is considered the most ideal as there are various turtle landing sites further south.  Potential issues identified that needed to be assessed included: - Actual turtle nesting areas - Actual terrapin nesting areas - Possible Linggi Forest Reserve impacts - Existence of possible coral habitat - Fishing activities - Community impacts - Commercial tourism impacts

As part of the feasibility assessment an economic evaluation was also undertaken and it was concluded that a dry dock operation was also a very attractive commercial proposition for inclusion within the project. The specific location of such a facility though is dependent on the geology of the area as removal of extensive hard substrate makes the construction of such a facility economically unfeasible.

3.1.3 Stage 3: Detailed Engineering and Environmental Assessments Prior to the finalisation of the TOR a number of options in layout were assessed in response to commercial options within the region of the nominated location. These are described and discussed in Section 3.2 below.

3.2 Reclamation and Onshore Development Layout

Four (4) layout options have been considered to date as shown in Figure 3.3. The options considered were for both the reclamation and onshore development. The reclamation layout has been developed based on an initial assessment of the potential impacts on hydraulic conditions and navigation requirements.

3.2.1 Reclamation Layout The key criteria in developing these layouts are to provide the maximum reclamation area on the available site area given the following constraints:

 The Negeri Sembilan-Malacca State boundary  The water depths for the jetty  The required buffer zones

The key differences between the layouts are summarised in Table 3.1.

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Table 3.1 Key differences between layouts

Layout Key Attributes

1  Shipyard positioned at the southern end of the reclamation to take advantage of the existing bathymetry  Liquid product storage terminal positioned to the north allowing the jetty to be constructed in shallower water in order to minimise the length of piles  Modification to the length and shape of the wharf to maximise the amount of usable yard space  An increase in mean and maximum flow velocities is predicted to be localised at northern part of the reclamation.  The predicted reduction of current flows at the southern buffer channel is induced by the sheltering effects of reclamation that tend to reduce the waters to flow into the channel. This will lead to limited flushing capacity along the buffer channel.

2  Reconfiguration of the liquid product storage terminal area due to the concerns over shallow areas to the south of the reclamation and also impact on currents  Increased area to the northern part of the reclamation  Wharf length allocated for the storage terminal at the southern end of the reclamation shifted north by approximately 300 m and away from shallow water areas  Established considering the constraints of the Negeri Sembilan-Malacca State boundary  A reduction of current flows at the southern buffer channel is predicted from the model results. This tends to reduce the flushing capacity of the channel separating the reclamation from mainland.

3  Reclamation shifted to the north  Wharf length of 2.8 km long reinstated  Locations of the on-shore facilities amended to take into account buffer zone requirements (i.e. 500 m from sensitive receptors)  Shipyard moved from the southern end of the reclamation to the middle between the storage terminal and the fabrication yard  A reduction of current flows at the southern buffer channel is predicted from the model results. This tends to reduce the flushing capacity of the channel separating the reclamation from mainland.

4  Land area in the northern corner of the reclamation increased to simplify the storage layout  Boundaries of the onshore facilities amended to suit the revised reclamation shape  Length of general cargo wharf reduced to 800 m  Tug pen relocated to the southern end of the reclamation to provide independent access to other onshore facilities  A 10 m corridor provided to the rear of the administration and support services area for future pipe/service connections to the mainland  An increase of current flows at the southern buffer channel is predicted from the model results. This tends to enhance the flushing capacity of the channel separating the reclamation from mainland.

The shortlisted layout is Option 4 in Figure 3.3 as presented in Section 4.1. This layout has been developed based on an initial assessment of the potential impacts on water circulation (prevailing currents) and navigation requirements.

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3.2.2 Onshore Development Layout The onshore development includes the following components:

 shipyard,  a liquid product storage terminal,  fabrication yard,  general cargo wharf,  administration and support services, and  government reserve.

As shown in Figure 3.3, similar to the reclamation layout, four layouts were considered. The locations in which the above components are placed have been decided based on the buffer zone requirements outlined in Section 4.1.1.3. As the majority of on-shore works are considered under Categories 2 and 3, it has been proposed that their developments be located seaward, away from mainland.

Figure 3.3 Layout options considered to date

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3.3 ‘No Project’ Option

It has been elaborated within Section 2 that the expansion of the current KLIP would bring several opportunities for economic growth to meet increasing demand. It is noted that such development would produce several physico-chemical and ecological impacts compared to the ‘no project’ option.

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Project Description

4 Project Description

The project description below provides an overview of all information relevant to the project as presently defined and required for environmental analyses. Final detailed design has not been undertaken for all aspects of the proposed works, but to ensure that the project information adequately covers all potential eventualities related to the implementation and operation of the various facilities, representative worst-case design and implementation processes have been assumed. The final detailed design of the project components will be based on the Best Available Technology (BAT), especially those related to the choice of technology, mitigation measures and pollution control equipment.

All pertinent information is presented in the following sections:

 Project Location – the project site in relation to the existing Port and other regional features  Project Concept – an general overview of key aspects of the overall project  Project Schedule and phasing – the construction and operations schedule and phases  Project Components – key development components within the project  Project Activities, namely: - Pre-construction – a description of important pre-construction activities - Construction Phase – provides details of the main project construction activities - Operational Phase – elaborates relevant operational phase activities - Decommissioning – a description of decommissioning activities

4.1 Project Location

The project is located at the northern shoreline of the State of Malacca, situated near the river- mouth of Sg. Linggi as shown in Figure 4.1. Administratively, the project is located in Mukim Kuala Linggi, District of Alor Gajah (Figure 4.2). It lies 35 km from Malacca Town and 23 km from Port Dickson Town in Negeri Sembilan. The Malaysia-Indonesia International Border is located approximately 22 km from the project site while the Negeri Sembilan-Malacca State Boundary lies approximately 400 m to the north of the project. The project footprint lies partially within the existing Kuala Sg. Linggi Port Limit. An extension of the port boundary is being sought by the project proponent. The project site access adjoins the existing road at Tg. Bt. Supai.

The reclamation will cover a total area of 620 ac (251 ha). It has a total length of 2.8 km along the shore, with a maximum width of 4.27 km towards the sea. At its nearest point, the reclamation lies approximately 300 m from the shoreline (Figure 4.3).

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Figure 4.1 Project location

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Figure 4.2 Mukims within immediate project site

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Figure 4.3 Project boundary points (please refer to Table 1.1 for the coordinates)

Table 4.1 Coordinates of the project boundary points shown in Figure 1.2.

UTM 47N (m) WGS84 (Decimal degrees, º) Point Northing (N) Easting (E) Longitude (E) Latitude (N)

A 265189.91 829096.75 101.9588 2.3960

B 264666.65 829665.58 101.9639 2.3913

C 264307.94 829815.74 101.9652 2.3880

D 264375.17 830628.80 101.9725 2.3886

E 262686.01 830457.02 101.9709 2.3734

F 262368.42 830143.85 101.9681 2.3705

G 261468.46 830480.24 101.9711 2.3624

H 263533.39 827948.68 101.9484 2.3811

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UTM 47N (m) WGS84 (Decimal degrees, º) Point Northing (N) Easting (E) Longitude (E) Latitude (N)

I 263022.53 827465.75 101.9441 2.3765

J 263404.76 827068.64 101.9405 2.3799

K 263882.19 827531.07 101.9447 2.3842

L 264186.67 827172.74 101.9415 2.3870

M 264310.24 828184.09 101.9505 2.3881

4.1.1 Boundaries

4.1.1.1 Malaysia-Indonesia International Boundary The project is located about 22 km away from the Malaysia-Indonesia International Boundary as shown in Figure 4.4. The demarcation of the Malaysia-Indonesia International Boundary was based on the coordinates in the map “Territorial Waters and Continental Shelf Boundaries of Malaysia, Sheet 1”, published by the Director of National Mapping Malaysia (1979).

4.1.1.2 Negeri Sembilan- Malacca State Boundary The Negeri Sembilan-Malacca State Boundary is located approximately 400 m north of the project reclamation area and at the closest point, which is at the jetty area, approximately 120 m (Figure 4.4). The state boundary was demarcated based on a map from JUPEM, namely the Pelan Gazet P.G. 56 (29 and 30 July 1968).

It is noted that part of the land in Tg. Tuan, including its waters, are under Malacca’s jurisdiction. Tg. Tuan is located approximately 10 km away from the project site. The EIA study therefore includes this area.

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Figure 4.4 Kuala Sg. Linggi Port Limit, international and state boundary

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4.1.1.3 Kuala Sg. Linggi Port Limit As shown in Figure 4.4, the project is located partially within the Kuala Sg. Linggi Port Limit. It has been proposed to extend the port limit up to the Negeri Sembilan-Malacca State Boundary in order to fully encompass the project and discussions with the relevant authorities are ongoing.

4.2 Buffer Zone Considerations

4.2.1 Regulatory Requirement The buffer zone requirement for the project is based on the followings:

 ‘Guidelines on Siting and Zoning of Industries, 2nd Revised Edition’;  Results of the Quantitative Risk Assessment (QRA) study.

4.2.1.1 Guidelines on Siting and Zoning of Industries, 2nd Revised Edition

Types of Buffer Zone According to the ‘Guidelines on Siting and Zoning of Industries, 2nd Revised Edition’ /15/, two (2) types of buffer zones need to be adhered to, namely ‘primary buffer zone’ and ‘secondary buffer zone’, which constitute the ‘overall buffer zone’. The definitions of these zones are summarised below:

 Primary buffer zone – this area is defined or measured from the KLIP property boundary to adjacent sensitive receptors. This buffer zone is to be met at all times.

 Secondary buffer zone – this represents an additional buffer and is defined or measured from the source of pollution to the property boundary of the project or activity. This concept enables the revision to the project layout to achieve an ‘extended’ buffer zone as required through modelling and other detailed studies.

Three (3) types of overall buffer zones can be opted as described by the guidelines, as follows:

 Type 1: Overall buffer zone comprises the primary buffer zone and secondary buffer zone;  Type 2: Overall buffer zone comprises the primary buffer zone only; and  Type 3: Overall buffer zone comprises the secondary buffer zone only.

Categories of Industry Five (5) types of industries are classified under the guidelines namely, Category 1 (High Risk Industry), Category 2 (Heavy Type Industry), Category 3 (Medium Type Industry), Category 4 (Light Type of Industry) and Category 5 (Cottage Industry) as detailed in Table 4.2.

Table 4.2 Classification of industries as per the Guidelines for Siting and Zoning of Industry and Residential Areas (2012)

Category Type of Description Industry

1 High risk High risk industries, installations or activities characterised by:  Very high risk due to fire, explosion, radiation, and highly hazardous chemicals  Raw material used in production or products may include those classified as ‘highly hazardous’  Emit significant levels of residual particulate and/or gaseous air pollutants

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Category Type of Description Industry  Discharge very large quantities wastewater containing significant levels of residual contaminants  Generate large quantities of scheduled wastes some of which are very difficult to treat

2 Heavy Heavy type industries or activities are characterised by:  High pollution potential and risk due to fire, explosion, radiation, and/or highly hazardous chemicals  High air pollution potential (including odour) from residual pollutants in air emissions (fugitive and source emissions)  High potential for emission of greenhouse gases and/or ozone depleting substances  Generate excessive noise and/or vibration exceeding safe limits  Generate large quantities of wastewater containing significant levels of residual contaminants  Use large quantities of raw material(s) with potential to cause significant fugitive emissions during handling, transfer and storage  Generate significant amounts of scheduled wastes some of which are difficult to treat or managed.

3 Medium Medium type industries or activities are characterised by:  Moderate pollution potential and risk due to fire, explosion, and/or hazardous chemicals  Moderate air pollution potential (including odour) from low levels of residual air pollutants  Moderate potential for emission of greenhouse gases and/or ozone depleting substances  Moderate noise and/or vibration with no significant residual impact  Generate significant quantities of wastewater containing low levels of residual pollutants  Generate scheduled wastes which are mostly readily treated or managed within prescribed facilities.

4 Light Light type industries or activities are characterised by:  None or very low pollution potential for air pollution, noise, vibration, odour, fire or explosion  Does not involve the use hazardous raw materials or production of hazardous products  Use of renewal or low greenhouse gas emission sources of energy  Generate no or very low amounts of wastewater with potential to contribute to water pollution  Generate mostly non-hazardous solid waste and no significant amount of scheduled wastes  Industries are small scale and mostly compatible with each other.

5 Cottage Cottage industries are characterised by:  None or very low pollution potential for air pollution, odour, noise, vibration, fire or explosion

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Category Type of Description Industry  Are home-based or located mostly within residential areas or associated with local communities  Involves mostly the production of goods using natural resources and products are in the form of food items, souvenirs, household items and other items  No mass production of goods which are mostly hand-made using basic tools and requires low energy inputs  Mostly dry processes but some may generate significant amounts of wastewater for washing, cleaning and soaking processes but with low potential to contribute to water pollution  Generate mostly non-hazardous solid waste and no significant amount of scheduled wastes.

4.2.1.2 Quantitative Risk Assessment (QRA) Results QRA Risks evaluated are reported in terms of Individual Risk (IR). Individual risk may be defined as the frequency of fatality per individual per year due to the realization of specified hazards. The hazardous materials and their associated major hazards identified in the QRA study is flammable and toxic. Based on the Risk Assessment Guidelines from DOE /16/, the 1 x 10-6 fatalities/person per year individual risk contour should not encompass involuntary recipients of industrial risks such as residential areas, schools, hospitals and places of continuous occupancy.

4.2.2 Required Buffer Zones The recommended buffer zone distances given in the Guidelines are based on the type of industry in question. The proposed land uses for the project are (a) liquid product storage terminal, (b) shipyard, (c) fabrication yard, (d) general cargo wharf, and (e) government reserved land.

Based on the guidelines, the fabrication yard and liquid product storage terminal fall under Category 3 (Medium Industry) while the shipyard is considered under Category 2 (Heavy Industry) (Table 4.3). The required buffer zones are also listed in Table 4.3 and shown in Figure 4.5. Type 1 buffer zone (Primary and secondary buffer) is proposed for the project area.

Table 4.3 Required buffer zone

Proposed Land Use Category of Buffer Zone (m) Industry^ Overall Primary Secondary

Liquid product storage terminal Category 3 Not classified 300 Not classified

Shipyard Category 2 500 400 100

Fabrication yard Category 3 250 200 50

General cargo wharf Not classified Not classified Not classified Not classified

Government reserved land Not classified Not classified Not classified Not classified (^) as categorised in the guidelines.

The detailed planning of the land use within the project area will be carried out with due consideration to the buffer zone requirements as well as the emissions and risk modelling studies undertaken as part of the EIA.

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Figure 4.5 Required buffer distances proposed as per the Guidelines for Siting and Zoning of Industry and Residential Areas (Table 4.3) and QRA study

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Figure 4.6 Overall buffer zone

4.3 Project Concept

The project is being developed as a new port and marine industrial hub within the existing Kuala Sg. Linggi Port area. It has been designed to become a major destination for shipping and trade, with additional potential for vessel repair and rig fabrication. The project will be considered as an international port, consisting of a strategic liquid product storage terminal and jetty, shipyard, fabrication yard, general cargo wharf and ancillary facilitates (such as utilities, amenity and security areas) (Figure 4.7). As required by the State of Malacca, the project also includes an area designated to the State Government. All these facilities will be sited on a reclaimed island, connected to the mainland via a bridge.

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Figure 4.7 Conceptual layout for the Kuala Linggi International Port (KLIP)

In summary, the project comprises of the following main components:

 Land reclamation (Section 4.5)  Onshore development (Section 4.5.2)  Liquid products jetty (Section 4.5.3)  Capital Dredging (Section 0)  Access Bridge (Section 4.5.2) These project components are proposed to be carried out in phases over the course of approximately 10 years. Further description of project phasing and the respective project components during both construction and operation stages are given in the following sections.

4.3.1 Green Ports Initiative It is planned that KLIP will adopt green technologies to minimise its environmental footprint, which is based on the Green Ports concept. This section details the different Green Ports concepts available, which can be applied for the project.

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4.3.1.1 Green Technology Policy of Negeri Sembilan 2011-2020 Based on the Green Technology Policy of Negeri Sembilan 2011-2020, the green initiatives applicable to the project site are summarised in in Table 4.4.

Table 4.4 Green technology criteria /17/

Green Initiative Green Technology Criteria

Low carbon cities  Building Orientation / site selection a) Low carbon building  Building Insulation  Renewable Energy Sources  Efficient Lamps  Building Energy Management System (BEMS) for energy efficient and controls  Indoor Environment Quality (Day Lighting) and Daylight Glare Control  Energy management in the use and operation of buildings

b) Solid waste management  Environmental Recycling System (ERS) to process solid bio- degradable waste to organic fertilizer / animal feed ingredients  3R programme – reduce, reuse and recycle

c) Efficient water  Efficient management of treated water management  Rainwater Harvesting System

d) Urban environment  Green open space  Compact / mixed development  Walkways for pedestrian and bicycle  Development of brownfield / infill / underused areas

Renewable energy  Solar PV Energy Production - brownfield or unused area, new / existing state government building, new / existing commercial building

Small and medium industry  Efficient lamps a) Energy efficiency  Automatic light detector control  Energy management system  Solar roof top system  Environmentally friendly investment  Energy management in operations

b) Waste management  Waste recycling system  Industrial effluent treatment system

c) Green product  Green product – eco-labelling, eco-product

Water resource management  Efficient water supply management  Enforcement of pollution control on water resources

Green ICT  Eco-product and energy saving  Green server room

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Green Initiative Green Technology Criteria  Optimum usage of energy  Integrating and sharing of ICT infrastructure  Waste management / waste efficiently

Public sector  Energy efficiency  Awareness campaign  Annual green award

4.3.1.2 Examples of Green Ports Initiatives In Malaysia, an example of a green port is found in Johor. Table 4.5 shows the objectives of the Johor Port Authority (JPA) Green Port Policy 2014 – 2020 /18/, that will be applied to the current project.

Table 4.5 JPA Green Port Policy Elements

Policy Objectives

Environment

Air Quality To reduce harmful air emission from port activities and from vessels

Water Quality To protect and improve water quality

Aquatic Ecosystem and To protect, maintain or restore aquatic ecosystem and marine Marine Habitat habitats

Waste Management To have proper waste management system to reduce environmental and health impact

Environmental Management To identify the risks and opportunities resulting from economic, social and environmental factors (Sustainability)

Community Engagement To interact with and educate the community regarding port operations and environmental programs

Promote Sustainability  To implement sustainable practices in the port  To use Green Technology Initiatives by employing best equipment and practices to reduce environmental impacts  To reduce water consumption to maintain water resources and availability

Another example of green port initiatives for the project may be taken from the PIANC report on sustainable ports /19/. The report states that the following not exhaustive list of environmental and sustainability issues as shown in Table 4.6 play important roles in the operations of the ports and their related logistic chains.

Table 4.6 Environmental and sustainability issues in ports and related logistic chains /19/

Issues Perspective of the Port Authority

Landuse planning As area manager (or director):  Develop a Port Master Plan for the coming 20 to 40 years. This should include a Strategic Environmental Plan.

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Issues Perspective of the Port Authority

 Define and justify the right to operate and develop an agreement with key stakeholders.  Steer and guide all actors and stakeholders starting from one common vision for the entire port area.  Conclude co-operation agreements with other authorities, centres of knowledge, interest groups, inland ports and other seaports, among others.  Invest in terminals (inland navigation, dry port and inland distribution that are located outside the seaport area), in order to set up a network of seaport-supporting activities, thus contributing to a more efficient use of the sites located in the port area.  Co-ordinate strategies with ports that serve the same hinterland and/or industrial sectors (maintain healthy/reasonable inter-port competition).  Draft flexible port development strategy.  Connect and manage/integrate other spatial demands and plans.  Combine functional users of space, search for win-win situations.  Think on a long-term basis and introduce sustainable development as a main driver for a sound economic growth strategy. As estate owner: set concessions strategies to encourage business opportunities with a sustainability background. As regulator: set planning guidance for future developments considering risks related to environmental hazards. As developer of infrastructure:  Be consistent with the spirit of the plan  Increase space productivity, e.g. by clustering activities, realise and/or stimulate collective facilities, tackle brownfield areas, in order to make the unused sites available again for economic activity As a partner of the community: harmonise with the city and/or region development plans, with respect for each other’s boundaries and possibilities.

Modalities and  As area managers: Strategic planning on hinterland transport and connectivity associated transport corridors. Encourage construction and operation of sustainable transport logistics infrastructure.  As estate owners: Concession/lease agreements  As managers of infrastructures: develop and facilitate several hinterland transport modalities and connections to national and international rail and barge networks  As facilitator in the logistics chain: coordination of waterborne traffic, management of nautical access, management of road and rail traffic in and to the port area  As operators: supporting trends in hinterland modal shift  As central points of knowledge: promote innovation on transport modalities  Port authorities as part of a local and global community

Air quality  Need for clear definition to maximise environmental quality in consultation with stakeholders (vision and management)

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Issues Perspective of the Port Authority

 Determine the level of influence the port authority has in each zone of the port area. Identify the legal vs. rational influences concerning geography, environment, logistic chains, infrastructure, etc.  Anticipate future laws and legislation, invest in future, attract front runners  Consider differentiated approach on air quality strategies for new and rehabilitation works  Inclusion of performance targets in leases

Surface water and  Port as Area Manager responsible for planning water supply (quality) sediment quality and use and sediment quantity and quality entering port through sea and rivers (if any)  Port as developer/manager of infrastructure controlling and/or treating landside and waterside water discharges (including sediment content and quality), such as storm water treatment and ballast treatment  Port as enforcer setting local port regulation/tariffs and making sure that rules and regulations are followed via monitoring  Port as partner in community reaching out to tenants and communities in the influence zone of the port, providing integrated CSR plans and strategies. Strong link with enforcement ensuing a trusted port through regular audits of operators, identifying and correcting potential regulatory violations.  Port as outreach and educator of users and operators providing information on rules and regulations, mitigation measures and listing clear requirements that assist in understanding the issues concerning water and sediment quality  Port as central point of knowledge safeguarding lessons learned identified during design, construction and operations via monitoring programmes that demonstrate how implemented measures would ensure that the water and sediment quality improves  Port as facilitators of innovation stimulating and rewarding new ideas and technologies leading to overall technology advancement  Leading by example

Soil and  As estate owner: to keep the value of the property, to advise lessees of groundwater quality existing contamination levels and the need to avoid deterioration of soil quality and spreading of contaminated soil  As regulator: development without environmental, health and safety risks  As enforcer of national and international regulations: it is in the interest of the port authority as estate owner and of future land concessionaires to ensure that land users comply with regulations regarding prevention of soil and groundwater contamination and soil characterisation. This also creates a level playing field in the port.

Dredging impacts Ports as Area Manager:  Determine navigational need for depth and maintenance  Organise vessel traffic and navigation  Prevent (spreading of) contaminated water/sediments  Search for opportunities for beneficial re-use of dredged material by identifying and appointing areas for development of port infrastructure and natural ecosystems

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Issues Perspective of the Port Authority

Port as Developers and Manager of Infrastructure:  Define integrated environmental, technical, economic and safety objectives and relevant stakeholders (CSR) when considering new infrastructure and related capital dredging (reuse of sediments)  Coordinating with other agencies and entities with similar goals for capital dredging design and re-use of sediment  Find synergies in periodic maintenance dredging and capital development needs Port as Central Point of Knowledge and as Facilitators of Innovation:  Understand and communicate on the water and sedimentation system (quantity and quality) with assistance from partners (universities, research institutions, NGOs) with the aim to minimise maintenance dredging needs and/or develop sustainable programmes for re-use of dredged material within the hydraulic, morphological and natural system, e.g. development of estuarine nature from mudflats/marshlands to barrier islands Port as Partner in Community:  Communicate ongoing and planned dredging activities  Prevent and/or mitigate impacts to surrounding community  Create information centres and site visits to inform and educate communities about the maintenance and capital dredging projects and invite community to participate

Sound impacts The main recommendations for port design related to the reduction of nuisance by sound are:  The layout of the port. Zoning of the port with different permitted noise levels for the various zones. Noisy industry can be moved to areas with a higher permitted noise levels. This is good for both the industry, which can develop more activities in the new area, as well as for the urban area, which has less nuisance of sound.  The distance between noisy activities and urban areas should be sufficient to attenuate the sound (for instance greater than 500 metres).  Where effective, consider the construction of noise barriers (concrete, trees, earthen walls, etc.).  Restrictions on the industrial equipment sound (and equipment sound insulation).

Energy and climate  As a facilitator of the logistics chain – implement cleaner and more change mitigation efficient facility operations based on improved technology  As a facilitator of innovation – reduce energy dependence by developing and using renewable energy sources within the port boundary  As a partner with the community – reduce pollutants that could cause harm to people and other living things worldwide  As an operator – set a good example concerning own infrastructure and equipment (e.g. use alternative (renewable) energy sources in boats, vehicles and buildings, pay attention to reduction of energy consumption of boats, vehicles, buildings, etc.)  Showcase: reduce and/or compensate CO2-footprint resulting from your own operations

Climate adaptation  As area managers – long-term planning and designs for new infrastructure should consider the impacts of climate change

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Issues Perspective of the Port Authority

 As developers and managers of infrastructure – the port has a responsibility to protect their properties from climate change impacts, especially in the case where ports form part of the local or regional flood protection schemes  Need to ensure land transport corridors to the port are developed taking into account climate change impacts

Habitat and species Ports can address nature protection issues through their role: health  As area manager - strategic planning of ecological corridors, e.g. creating (temporary) stepping stones  As estate owner - ecological management of strategic areas  As developer of infrastructure - incorporate eco-structures in new developments  As centre of knowledge - support monitoring and research in development of habitats in port areas

Landscape  KLIP to include on tenders/leases the landscaping regulations for all management and concessioners/tenants quality of life  KLIP to established landscape requirements and consult local and regional landscape policies  As developer of infrastructure: include landscaping among the studies to be performed for each new project  As a partner of the community: strengthen the links with the city in order to consider views from the community side  As centre of knowledge: become a reference on industrial landscaping for the community

Ship-Related Waste Port authorities hold a key position regarding the delivery of ship-generated Management waste, taking into account the different perspectives of a port:  As an administrator  As a regulator/enforcing agent  As estate owner

Sustainable  Facilitator or key player in the logistic chain Resources Management  Developer and manager of infrastructure  Facilitator of innovation

4.4 Project Schedule and Phasing

Project execution is proposed to be carried out through four phases (Figure 4.8) with a target of commencing the first phase in the third quarter of 2016 with a planned completion approximately 10 years later. For every phase, reclamation works will be carried out followed by respective on-shore development works. An outline project schedule is set out Figure 4.9.

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Figure 4.8 Project development phases.

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Figure 4.9 Outline Project Schedule

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4.5 Project Components

The project consists of the following components:

4.5.1 Land Reclamation As shown above, the total reclamation area will involve an area of 620 acres (251 ha) and will be between 300 m and 500 m from the shoreline. It is estimated that a total of 17 million m3 of sand are required to form the land. The composition of the material for reclamation is assumed to be 90% sand and 10% fines. The water depth within the reclamation area ranges between -5 and -9 m Chart Datum (CD).

4.5.2 Access Bridge An access bridge of 800 m length will be built connecting the main entrance of Phase 1 of the project area and the mainland. The landfall of the bridge at the mainland will include an embankment in the shallow area, whereas the rest of the bridge will be built on piles, with a piled length of 522 m.

The bridge will comprise four (4) carriageways of 3.65 m wide each. A 2 m wide footway will be provided for pedestrian access. The four lane carriageway will continue across the link bridge where it will join the existing public road network. The link bridge will accommodate a 6.0 m wide reserve corridor to accommodate services and other pipe runs. The proposed layout of the access bridge is shown in Figure 4.10.

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Figure 4.10 Layout for Access Bridge

4.5.3 Liquid Product Jetty The liquid product jetty will connect to the liquid product storage terminal and as such, will be constructed during Phase 1. The jetty will have a trestle of 1.3 km length and four (4) berths able to handle ships up to 200,000 DWT. The proposed layout of the liquid product jetty is as per Figure 4.11 with the boundary coordinates given in Table 4.7.

The types of vessels that may berth at the jetty are as detailed in Table 4.8.

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Figure 4.11 Liquid product jetty layout

Table 4.7 Boundary coordinates of the liquid product jetty

Point UTM 47N (m) WGS84 (Decimal degrees, º)

Northing (N) Easting (E) Longitude (E) Latitude (N)

A 264220.96 828270.31 101.9513 2.3873

B 263272.86 827318.21 101.9427 2.3787

C 263125.21 827477.97 101.9442 2.3774

D 263418.97 827177.11 101.9415 2.3801

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Table 4.8 Ship sizes

Ship Size (DWT) Length Overall (m) Beam (m) Laden Draft (m)

150,000 290 45 17

50,000 200 32 12.5

35,000 185 28 12

4.5.4 Capital Dredging Capital dredging will be required for the project in order to provide adequate depth for navigation for the vessels berthing at the shipyard and the general cargo wharf. The required dredge depth is -13m CD and the estimated volume to be dredged is 3 million m3. The proposed dredging areas are shown in Figure 4.12 with the coordinates detailed in Table 4.9.

The details of the capital dredging are as follows:

 The dredging for the ship repair facility is designed to accommodate ships with draft of up to approximately 8 m. This requires a dredged pocket in this area with a design dredge level of -13 m CD. The natural water depths at the berths on the liquid product jetty are adequate to allow the design ships to berth fully laden; therefore no dredging is required for access to the jetty.  In order to accommodate the vessels berthing along the quay wall of the general cargo wharf, the required dredged level is -13 m CD to allow for under keel clearance at low tide.

It is noted that the dredging area shown in Figure 4.12 is only indicative and does not represent the required dredged level of -13 mCD based on the current bathymetry. This indicative area has been used throughout the report given that the dredging that will only be carried out during Phase 4 of the project, estimated to commence in year 2021 based on project schedule shown in Figure 4.9. As such, there are likely to be some changes in the bathymetry particularly due to the variations of the currents that will induce some small morphological changes in the dredging area. The anticipated actual dredging area based on the -13 m bathymetry contour level at the time of writing is shown in Figure 4.13.

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Figure 4.12 Dredging layout

Table 4.9 Boundary coordinates of the proposed dredging areas

Point UTM 47N (m) WGS84 (Decimal degrees, º)

Northing (N) Easting (E) Longitude (E) Latitude (N)

A 264265.13 828221.76 101.9509 2.3877

B 264150.12 827288.82 101.9425 2.3867

C 261537.37 830411.63 101.9705 2.3630

D 262389.44 830102.61 101.9677 2.3707

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Figure 4.13 Anticipated actual dredging area based on current bathymetry.

4.5.4.1 Disposal of Dredged Spoil The dredged material will be disposed of at an existing disposal site approved by the Marine Department. Figure 4.14 shows the location of the disposal site which is located outside the port limit approximately 15 km from the KLIP project site.

The disposal activity is prescribed under First Schedule of the EIA Order 2015, and an EIA is thus required. However, given that the dredging will only occur during Phase 4 of the project, currently anticipated in 2021, the impact assessment for the disposal activity will be carried out separately and is not included in the scope of the current EIA study.

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Figure 4.14 Disposal site for the project.

4.5.5 Onshore Developments The main onshore development components comprise of the following:

 A liquid product storage terminal,  shipyard,  fabrication yard,  general cargo wharf,  administration and support services, and  government reserve.

The dimensions of the onshore development components are listed in Table 4.10 and Figure 4.15. Details of the onshore development are described in the following sub-sections.

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Table 4.10 Key dimensions of the onshore development components

Component Area % m2 Hectare Acre Liquid product storage terminal 670,910 67.09 166 26.8 Shipyard 549,849 54.98 136 21.9 Fabrication yard 239,945 23.99 59 9.6 General cargo wharf 284,461 28.45 70 11.3 Administration and support services 80,625 8.06 20 3.2 Access road and service corridor 72,000 7.20 18 2.9 Government reserved land 392,269 39.23 97 15.6 Remaining reserved land 217,261 21.73 54 8.7 Total 2,507,320 250.73 620 100

Figure 4.15 Onshore development components

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4.5.5.1 Liquid Product Storage Terminal The liquid product storage terminal will have a total capacity of 1.5 million m3 to cater for crude oil, fuel oil, edible oil and petrochemicals (Figure 4.16). There will be a total of 96 storage tanks on an area of 166 acres. Details of the storage capacity of each product are shown in Table 4.11. This terminal will be an independent terminal, meaning that terminal rents out storage, never owning the product stored.

Figure 4.16 Storage terminal layout.

Table 4.11 Details of storage terminal capacity

Dimension of Each Per Cent total Volume per Number Total Volume Product Tank (m) storage Volume Tank (m3) of Tanks (m3) Diameter Height Crude Oil 80 22 110,584 6 663,504 33 Fuel Oil 35 22 21,166 15 317,490 16 Gasoline 35 22 21,166 17 359,822 18 Edible Oil 20 22 6,911 44 304,084 15 Diesel 35 22 21,166 17 359,822 18

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Sewage Treatment Plant (STP) A sewage treatment plant (STP) will be possibly sited at the location as shown in Figure 4.17. Its capacity will be 5,000 PE. The discharge point will be located at the western end of the reclamation, near the liquid product storage terminal. This discharge point will be subjected to the specifications as required by Regulation 11 and detailed in the Sixth Schedule of the Environmental Quality (Sewage) Regulations 2009, as follows:

 The discharge point is located within the boundary of the sewage treatment system, immediately after the final unit operation or unit process.  The location of the discharge point is easily accessible and does not pose any safety hazards to personnel performing site inspection or sewage sampling.  The sewage discharged through a pipe, conduit or channel to facilitate sewage sampling.  The discharge point is physically identified by installing a metal identification sign, which reads “Final Discharge Point”.  The discharge point and its surrounding is properly maintained to be free from any obstruction that may pose difficulty or hazards during site inspection or sewage sampling.

Treated sewage to be discharged from this STP will be subjected to Standard B of the Environmental Quality (Sewage) Regulations 2009.

Figure 4.17 Possible location for the STP.

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4.5.5.2 Shipyard The shipyard will be located next to the liquid product storage terminal separated by a buffer of approximately 50 m. The footprint of the shipyard (based on GIS calculation) will be 136 acres with a length of 1.1 km. Access to the shipyard is via a gate located at its eastern side. There will be three piers with six berths and the shipyard will have two VLCC dry docks. Other facilities include workshop, office, surplus area and parking space. The proposed layout of the shipyard is shown in Figure 4.18.

Figure 4.18 Layout of shipyard

To accommodate the largest VLCC’s a draft of up to approximately 8 m will be sufficient. However, should the facility be used as a safe haven or emergency repair facility there may be occasions when there is a need for vessels to berth while still laden or partially laden In this instance a draft of up to 12 m may be required. The dry docks and afloat berths are currently shown to be 80 m wide by 400 m long which will accommodate the largest VLCC size vessels.

4.5.5.3 Fabrication Yard The fabrication yard will have a length of 480 m covering an area of approximately 59 acres. Access to this facility is via a separate entrance from a road passing through the government land. There will be a wharf along the shoreline. The fabrication yard facilities include (Figure 4.19):

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 Fabrication table  Warehouses  Workshops  Storage area  Offices  Skid track  Wharf  Access road  Parking facilities

Figure 4.19 Layout of fabrication yard

4.5.5.4 General Cargo Wharf The cargo wharf will be located at the southern end of the reclamation footprint. It will have a footprint area of 70 acres with a length of 800 m (Figure 4.20). There will be three berths for vessels up to 50,000 DWT. A water depth of up to -13m CD will be achieved at the quay after the dredging in Phase 4.

The wharf will be equipped with:

 Open storage area

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 Warehouse  Delivery zones  Pre-stacking zone  Office area  Parking area

Typical products and materials for storage within the cargo wharf facility include:

 Timber  Loose steel sections  Steel reinforcement  Steel plates  Cast pipes  Steel coils  Jumbo bags of bulk  Pallets of building materials  Pallets for fresh fruit  Paper rolls  Pallets of solid bulk such as fertilizer  Project cargo

There are various sizes of cargoes that can be brought in ranging from small coastal vessels (less than 500 DWT) up to 50,000 DWT vessels. Most of the world’s general cargoes however are less than 10,000 DWT.

With the present wharf length of 800m, it could accommodate two 40,000 DWT vessels of 200m Loa and a smaller 20,000 DWT vessel of around 160m Loa (or other such combinations). The required dredged depth would be -12m CD, assuming an under keel allowance of 0.5m that could handle 40,000 DWT vessels in a partly laden state or a 30,000 DWT vessel fully laden.

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Figure 4.20 Layout of general cargo wharf

4.5.5.5 Administration and Support Services An Administration and Support Services zone will be built within an area of approximately 20 acres (Figure 4.21). This area will be located next to the Liquid Product Terminal, at the entrance of the port.

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Project Description

Figure 4.21 Administration and Support Services

4.5.5.6 Reserved Land

Government Reserve An area of approximately 97 acres within the reclamation land will be reserved for the government (Figure 4.22). At the time of writing, the proposed land use for this area is still unknown. However, due to its close proximity to heavy industrial activities, the land use within these reserved areas should be limited to small to medium industrial activities in order to conform to the buffer zone requirements (see Section 4.1.1.3).

Remaining Reserved Land The remaining land on the reclamation located next to the Government Reserve, totalling of 54 acres, will remain in the ownership of the project proponent (Figure 4.22). This area will either be designated as an area for support facilities/industries or for expansion of adjacent land uses (administration and support services uses or shipyard).

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Figure 4.22 Reserved land

4.6 Project Activities

4.6.1 Pre-construction Stage Pre-construction activities include the following:

 Topographic survey;  Hydrographic survey;  Geotechnical investigation;  FEED;  Agency approvals; and  Environmental assessment

It should be noted that these activities are all deemed to be low-impact activities, therefore are not assessed in this EIA.

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4.6.2 Construction Phase The project construction is anticipated to be carried out in the following stages:

 Setting up construction infrastructure  Reclamation  Construction of jetty  Construction of onshore facilities  Construction of access bridge  Capital dredging (Phase 4)

At the time of writing, it is noted that various FEED level design and execution information has not been sufficiently developed. As such, the present description provides an overview of typical or anticipated development information relevant to the undertaken environmental analyses.

4.6.2.1 Setting up Construction Infrastructure Prior to the commencement of Phase 1 reclamation, the following temporary works will be carried out:

 Temporary fencing/hoarding;  Temporary site facility, such as site office, guard-house, warehouse, canteen and toilets.

The access to the project area will be from the existing road as shown in Figure 4.23.

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Figure 4.23 Proposed access road

Offsite accommodation will be arranged for workers during the construction phase at a suitable location. It is understood that utilities such as water, power supply, sanitation will be provided by portable units. It is anticipated that there will be no direct discharge of domestic sewage and construction wastes into the sea and that they shall be removed from site by approved contractors.

4.6.2.2 Management of Construction Activities The project manager will have overall responsibility for the construction of the entire facility, supported by the project team including managers for HSE & security, project controls, field engineering and construction supervision among others. First aid facilities will be provided on the site and panel doctors will be arranged with a medical clinic located in close proximity to the project site. A health, safety and environment (HSE) management plan and an emergency response plan will be implemented, including provision of relevant training for all personnel working at the project site. Mitigation measures to avoid and to minimise environmental impacts as described within this EIA will be incorporated into this construction HSE management plan.

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Hours of Operation The site working hours will be 24 hours per day, 7 days per week for the offshore works. For onshore works the normal working hours will be 12 hours per day, 6 days per week; however extended working day/hours will be required for urgent works.

Construction Workforce The construction workforce will be recruited with the intention to maximise the use of local labour and contractors where appropriate skills exist. If foreign labour is required to supplement the local workforce, an official hire process will be adhered to prevent the engagement of illegal foreign nationals at the site. The peak construction workforce is estimated to be in around 2,500 persons. Offsite accommodation will be arranged for workers during the construction phase.

Transportation of Equipment and Materials Most of the heavy bulk of construction materials (e.g. steel plate for tank construction piles, gravel, sand) will be delivered to site primarily by barge, and hence expected construction land traffic is minimal and limited to the transportation of workers.

4.6.2.3 Reclamation The following general approach shall be adopted for the reclamation works:

 A trailing suction hopper dredger (TSHD) will be used for sand mining and delivery to the reclamation site; and  Reclamation will be by pumping ashore from the TSHD to the reclamation area and using earthmoving equipment to distribute and re-handle the sand fill as necessary including forming and removing surcharge mounds.

Reclamation works are expected to be carried out by one (1) Trailer Suction Hopper Dredger (TSHD) with hopper barge capacity of 12,000 m3. The TSHD is assumed to complete 4 cycles per day with daily reclamation volume of 40,000 m3. The estimated duration of each phase of the reclamation works is therefore as follows:

 Phase 1: 7 months  Phase 2: 2 months  Phase 3: 2 months  Phase 4: 3 months

Sequence of Works The sequence of construction will be as follows:

 The reclamation area will be surveyed  The pipeline and equipment for sand pumping will be set up  Sand mining and delivery to site will commence  The trailing suction hopper dredger (TSHD) will be stationed for pumping ashore to the reclamation area at suitable sites  The sand discharged from the pipeline will initially be formed into a perimeter bund around the first area to be reclaimed  Subsequent deliveries of sand will be pumped to the lagoon formed by perimeter bunds  An overflow point will be installed to drain off excess water from the pumped sand  The sand fill will be spread from the pipeline discharge point by bulldozer  Filling and surcharging will proceed in sections  Upon final completion the surplus surcharge sand fill will be placed on land or reclaimed areas within the Project Boundary

Mining and Delivery of Sand The locations of the potential sand source areas are shown in Figure 4.24, together with the navigation route between these sand source areas and the project site. The average sailing

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distance from the sand source to the reclamation area is approximately 17 nautical miles (31 km).

Figure 4.24 Location of potential sand sources and sailing routes.

A trailing suction hopper dredger (TSHD) will be used for mining of marine sand and transportation to the reclamation site (Figure 4.25). The TSHD is a self-propelled self-loading vessel. The hopper can be discharged by bottom dumping or pumping methods. For the reclamation filling, pumping via pipeline will be used.

The TSHD mines sand by lowering one or both drag heads to the seabed and hydraulically pumping dredged sand into the hopper via the suction pipe(s). The dredging depth and positioning can be accurately controlled by the on-board systems.

When the hopper is full or the mining operation is completed, the TSHD will proceed to the reclamation site for discharging.

The mining area will be divided into sectors for the purpose of managing the sand borrow operations.

Working Hours will be 24 hours per day, seven days per week including Public Holidays.

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Figure 4.25 An example of a trailing suction hopper dredger (PIANC WG 108 /20/)

The TSHD will require a working area with a safety distance of 200 m all around the vessel and while dredging will maintain a speed not exceeding 2 knots.

While moving from the sand mining area to the reclamation area, the TSHD will proceed at a safe speed following the normal navigation safety rules and requirements in the area.

Reclamation Filling Upon arrival at the reclamation site, the TSHD will be stationed at the designated site and sand will be pumped to the reclamation area via a submerged or floating pipeline connected to the bow fitting. This arrangement will be used because the water depth closer to shore is too shallow for a large vessel.

Initial filling up to +3.5 m CD will be carried out by direct filling from the floating pipeline. A perimeter bund will be formed using the initial deliveries of sand. Subsequent filling will be by pumping ashore to the lagoon formed by perimeter bunds to enable the spill of suspended sediment to be controlled. A conceptual layout for the perimeter bunds for the first phase of the reclamation is shown in Figure 4.26. Controllable outfall weir boxes or overflow gates will be installed in the perimeter bund to drain off excess water from the pumped sand with a suitable retention period to reduce suspended sediment.

Sand will be spread from the pipeline discharge point by bulldozers working above tide level. Bulldozers and backhoes will be used for forming and maintaining sand bunds around hydraulically filled areas.

The sand filling operation will be managed and controlled to maintain even overburden loading of soft seabed material within an acceptable degree, so as not to cause excessive heaving or lateral displacement.

Re-handling of sand fill for surcharge mounds and final lines and levels will be by earthmoving equipment such as bulldozers, wheel loaders, backhoes and dump trucks.

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Figure 4.26 Conceptual bund and reclamation sequence for Phase 1 reclamation.

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Reclamation Shore Protection Works The newly created reclamation shoreline will need to be protected. In areas outside of those sheet piled for quay walls the protection will be a rock armoured revetment, a drawing showing a typical revetment is shown in Figure 4.27. The key activities for the shore protection works for the reclamation will follow the sequence as listed below:

 Trimming the sand bund to the final profile  After trimming the sand profile, prepared geotextile will be laid on the slope and toe apron  Crushed rock armour layer will be placed on the geotextile and trimmed to the correct profile  For the permanent revetment, a primary layer will be laid over a secondary layer and small rocks will be placed in the gaps to form the finished profile  Along the top edge, the geotextile will be folded over the edge of the armour and backfilled with sand  After completion of interfacing structures, the revetment armour will be placed to abut tightly including any supplementary scour protection as shown on construction drawings

Figure 4.27 Typical revetment cross section

A long armed excavator working either from the land or on a flat top barge will cut or trim the slope to the required level and any excess sand is stockpiled on site and later removed by dump trucks.

The laying of geotextile is done using a long-arm excavator for lifting the geotextile rolled pipe into the water from land side or from a flat top barge. Once the pipe is laid at the correct position, the workers unroll the geotextile to the toe of the slope, working during low-tide periods where applicable.

Once the geotextile is laid on the sand slope, secondary rocks are placed with a long-arm excavator from the land side or a flat top barge. The revetment receives a secondary layer followed by a primary armour layer.

Primary rocks are transported to the placing area by dump trucks or delivered by flat top barge if being placed by floating equipment. Each rock is placed side-by-side commencing from the bottom and gradually proceeding to the top of slope.

4.6.2.4 Construction of Access Bridge The function of the Access Bridge is to provide access of workers to site and to allow permanent access to the development. Although the exact bridge design is currently unknown, typical construction activities for an Access Bridge will include the following:

 Embankment at the landfall at the mainland (Figure 4.10)  Piling of bridge foundation.  Installation of precast concrete components and/or fabricated steel components.  Road construction

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4.6.2.5 Construction of Jetty and Shipyard Piers The jetty and shipyard pier structures will comprise steel tubular piles with a concrete deck structure. This form of construction is designed to ensure that the impact on current flows around the jetties is minimised as only the piles are in the water. An example of a petroleum jetty structure is shown in Photo 4.1.

Photo 4.1 Example of a jetty structure to handle petroleum products

The construction of the jetty and access trestles will be carried out largely from floating plant including piling barges, crane barges and flat top transport barges. Tugboats will assist in the movement of all barges associated with the construction of the marine facilities. Jetty construction material will be transported to the jetty site by barge. The number of vessels operating in the area throughout the construction period is estimated to be around 10.

Construction of the jetties will involve the following key construction activities:

 Piling for the jetty approach trestle and berth platforms. The piles will be steel tubular piles. The piles will be installed using a floating piling barge. Piles will be supplied to the site on a flat top barge fabricated to the required length with any paint already applied. The pile supply barge will be moored alongside the piling barge, and the piles lifted from the supply barge using the piling barge and driven to the required depth. On completion of the piling the piles will be cut off to the required level using cutting torches, and a concrete plug will be installed in the top of each pile. This plug is placed using in-situ concrete. The concrete will be supplied from an onshore batching plant, transported to the pile location using a flat top barge and placed using a floating crane.

 Jetty deck structure – Precast Concrete Units. The jetty deck will be constructed using pre-cast concrete beams and slabs with an in-situ concrete topping. The pre-cast concrete beams and slabs will be fabricated at a designated laydown area within the project boundary. The pre-cast concrete beams and slabs will be transported by road from the laydown area to a temporary jetty on the reclamation area. At this temporary jetty they will be loaded onto a flat top barge for transport to the jetty. The concrete units will be installed in their final location on the jetty using a floating crane.

 The final surface of the jetty will be formed using in-situ concrete. This will be supplied from a batching plant and transported to the jetty site by road. This will then be placed on the jetty deck either by:

- Land based equipment operating from the completed section of the structure, or;

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- Loaded onto flat top barges and transported to the required location and lifted onto the jetty deck using a floating crane for the offshore sections of the jetty.

4.6.2.6 Quay Wall Construction The quay wall will be constructed using land based equipment working from the reclamation. The sequence of works for construction of the quay wall will be as follows:

 Installation of sheet piles. It is envisaged that the quay walls will be constructed using steel sheet piles. The sheet piles will be delivered to the site either by sea direct to a temporary jetty on the reclamation or by road. The piles will be installed using a crane operating from the reclamation. The piling will be on the slope of the perimeter bund of the reclamation.  Installation of anchor wall and tie bars. An anchor wall will be constructed in the reclamation fill behind the quay wall, and steel tie rods will be installed between this anchor wall and the sheet piling. This will involve localised excavation and backfilling of the reclamation fill using a back hoe excavator.  Construction of an in-situ concrete capping beam along the top of the sheet piling. This will use concrete supplied from a local batching plant and transported to the site by road.  Completion of back filling behind the quay wall. This will use similar methods to those described in Section 4.6.3.2 for reclamation above water level.

4.6.2.7 Capital Dredging Dredging for vessel access will be carried out during Phase 4 with dredging volume of 3 million m3. Dredging works are expected to be carried out by one TSHD with capacity of 12,000 m3. Dredging rate is assumed to be 20,000 m3 per day based on the hydraulic modelling of the dredged plume. The estimated duration of the dredging works is approximately six months.

The procedure for dredging by TSHD is by lowering one or both drag heads to the seabed and hydraulically pumping dredged material into the hopper via the suction pipe(s). The dredging depth and position can be accurately controlled by an on-board GPS and control systems. While dredging the TSHD will maintain speed not exceeding approximately 2 knots.

When the hopper is full or the dredging operation is completed, the TSHD will proceed to the disposal site for dumping. The dredged material will be disposed of at the existing Marine Department approved site as shown in Figure 4.14.

While moving from the dredging area to the disposal area, The TSHD will proceed at a safe speed, and comply with the regulations of Marine Department of Malaysia, considering the traffic conditions and visibility.

Working Hours shall be 24 hours per day seven (7) days per week including Public Holidays.

4.6.2.8 Construction of Onshore Facilities Working in line with the Project phasing (Section 4.3.1), construction of onshore facilities includes the building of storage tank farm, shipyard, fabrication yard, general cargo wharf, and government land.

Key construction activities include the following works:

 Piling  Erection of tanks  Construction of liquid product facilities (Phase 1)  Pipelines and pumps  Buildings and services  Internal roads  Drainage system

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 Landscaping

Heavy bulk construction materials (e.g. steel plate for tank construction, piles, gravel, and sand) will be delivered to the site primarily by barge. This also applies to all other construction materials.

Tank Construction The footprint of the tank will be provided with a foundation or base comprising reinforced concrete and a suitable liner for stability and to prevent product leakages to the soil below.

The tanks will be erected within tank pits. These pits which are essentially concrete bunded areas which will be designed to provide secondary containment up to 110% of the volume of the largest tank within each pit.

Each tank pit will be provided with sumps in which the discharge points are fitted with valves to sure that in the event the sumps contain oily water, the content of the sump will not be discharged to the storm water drainage system until it has passed through a central oil recovery treatment plant.

The tanks will be provided with the following features to minimise emissions and the formation of excess oily sludge and oily water:

 Fixed dome roof;  Internal floating roof; and  For tanks designed for dirty products mechanical mixers to minimise sludge forming at the tank bottom and thus reducing the frequency / level of tank cleaning and the amount of oily water generated from tank cleaning.

The tanks are expected to be constructed on piled foundations or treated ground. Concrete piles or stone column method will be used and will be installed using land based equipment operating on the reclamation. The tanks will be constructed from preformed steel sections that will be welded together in-situ.

Each tank shall be connected and interchangeable to Pump Stations to provide maximum flexibility of loading/ unloading from any jetties.

Pipeline Construction The product pipelines connecting the jetty and the terminal and be constructed from carbon steel material. The pipelines will be installed on multi-layer piperacks, running along the jetty trestle. Bolted connections will be kept to the minimum to reduce potential leak paths.

Infrastructure and Utilities Construction Infrastructure/Utilities construction will involve laying potable water supply, sewage, telecommunication cables, electricity cables to the terminal; and construction of firewater storage tanks, sewage treatment facility (STPs), wastewater treatment facility, electrical sub- station, etc.

Site drainage Appropriate temporary drainage systems will be constructed along the perimeter of the reclaimed area. The system will be designed to collect the surface runoff. A sediment pond will be provided for the removal of suspended solids and oil & grease before discharging into the sea.

Landscaping and Re-vegetation Once the construction and building activities are completed, the Project site will be landscaped and vegetated. All denuded areas will be vegetated or paved as soon as possible to minimise erosion risks especially during the monsoon season.

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4.6.2.9 Construction Emissions and Wastes

Atmospheric Emissions Sources of emissions during construction will comprise engine exhausts from vehicles and diesel generators, as well as dust generated by earthworks and vehicle movements on sealed and unsealed roads.

Dust can originate from many construction activities but the greatest dust emission typically results from truck traffic travelling on unpaved roads as they are frequently and continuously present at the construction site. The movement of the tyres will lift dust from road surface that can be carried by wind. Hence, the air quality impact assessment here will mainly focus on dust pollution due to vehicular traffic during the construction phase.

Various types of construction equipment will be used from the inception of the site work until start-up and commissioning of the Terminal.

Solid Wastes The types of solid wastes generated during the construction phase can be broadly categorised based on their nature and ultimate disposal method into the following:

 Municipal waste;  Scheduled waste; and  Unregulated wastes.

Waste material categorised as municipal waste will include:

 Construction spoil/debris: These include inert and non-toxic materials such as crushed stones and gravel, rejected wood based material, bricks, concrete slabs, steel frames, PVC pipes, cables, cement/grouting mixes, bitumen residues, etc.  General waste which includes non-inert and non-toxic waste such as plastics, packaging, paper, glass, metals, planks, putrescible food and other wastes generated from daily activities of the site.  Domestic waste generated from the site cabins/offices and workers’ camp include plastic wrappings or other packaging material, paper, glass and putrescible waste material from the kitchen.

Scheduled wastes potentially generated on site will include:

 Spent filter cartridges, spent/depleted batteries, spent mineral oils/engine cleaning fluids;  Residues and waste of industrial paints, pigments, lacquers, curing compounds, etc.;  Soil/rags contaminated with oily residues from construction equipment, vehicles and diesel generators;  Contaminated empty drums; and  Spent solvents.

The unregulated wastes generated by the project during the construction phase will include the following:

 Excavated topsoil;  Vegetative biomass;  Vehicle/equipment parts such as tyres, metal components, etc.

The Contractor shall be responsible for the implementation of good housekeeping practices; and the proper storage and disposal of the wastes described above in accordance to prevailing regulations. Recyclable or reusable waste materials will be sold to licensed contractors and any disposal will be carried out at landfills and open dump sites approved by the Local Authority. Disposal of scheduled wastes will be carried out via DOE-licensed contractors.

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4.6.3 Operational Phase The operational stage will include commissioning of various components and operation of the complete port. All products will be transported by marine vessels. An access bridge will be constructed to link the reclaimed island to the mainland via Jalan Kuala Baru/Kuala Linggi to enable movement of workers during operational phase.

The sub-sections below describe the main activities under each main operational component.

4.6.3.1 Liquid Products Terminal The liquid products terminal comprises storage facilities, pumping facilities, instrumentation and control system, utilities and buildings. No processing of the products stored is carried out in the terminal. During normal operations, the liquids are pumped between ships berthed at the liquid products jetty and the shore.

The terminal is designed on the basis that there will be no discharge of contaminated water into the sea. An Oil / Water separation system if therefore required to ensure that runoff rain water is not contaminated from minor spillages at the site. The Oil / Water Separation System for this terminal shall be designed able to remove oil/heavy hydrocarbon from the surface run off water discharged from the tank farm and pump station areas. The Oil / Water Separation System is designed to operate on continuous basis, and therefore the EIA is based on no discharge of contaminated water from this terminal.

Liquid Products Jetty The liquid products jetty with a total of four (4) berths shall be built to cater for a range of ship sizes. It shall include marine loading arms, jetty pipelines, fire-fighting facilities, jetty gangway etc.

During unloading operations, product from vessels will be unloaded to the terminal using vessel pumping facilities via marine loading arms. Similarly for the loading operations, the product from the terminal will be loaded to the vessels via marine loading arms by terminal pumping facilities.

Multiple layers of pipelines will be installed from the jetty and connected to a common manifold at the pump station. The jetty pipelines will be placed at multi-tier pipe racks along the access trestle. Pigging facilities are provided for clean product pipeline.

4.6.3.2 Shipyard The conceptual design of the shipyard accommodates a variety of shipyard activities, ranging from regular repair works and refurbishment to vessel dismantling. As previously mentioned, the installation is planned to handle up to VLCC sized vessels. To enable these activities, the Shipyard will consist of berths, dry docks, workshop, a surplus (storage area), and administrative building. The operational phase activities carried out in these areas are briefly outlined in the subsections that follow.

Berths The Shipyard berth shall serve as mooring location for vessel undergoing internal repairs or upgrades for which the dry dock is not necessary. For example, engine repair or overhauls, upgrade to electrical or navigation systems. In some cases the berths may also be used to moor vessels waiting for access to a dry dock or for final works after their time in dry dock.

Dry Docks The general operation of a dry dock entails the following:

 a ship enters the dock when it is full of water  the vessel is secured in place with blocks and lines  water in the dock is pumped out to allow works to occur in the ‘dry’, or,

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 in the case of a new build, works are simply carried out in a dry dock  the dock is flooded to let the repaired/overhauled vessel or new build ship re-float and exit the dock

Dry docks are usually equipped with various cranes to allow for the movement of ship segment or parts.

Thus, the shipyard dry docks will be used to assemble new ship builds or for major works on the ship hulls or components that may need to be repaired in the dry (e.g. propellers or thrusters). Works that can take place in a dry dock include, among others include assembly of new build ship segments (crane work, fitting and welding) and outfitting.

The typical maintenance and repairing activities include:

 Sandblast for painting of keel, hull superstructures, holds and the decks of ships  Extensive rebuilding and reconstruction and the fitting of machinery like diesel engines, turbines, generators, pumps, etc.  Surveys, maintenance and systems installation  Replacement and new systems installation, like navigation, combat, communication and upgrade of pilot network  Repairs concerning the propeller and rudder, changes and alignments into the default settings  Creation of additional space, with cuttings of the existing steel structure and adding of new partitions, in order for the new engines to be installed

4.6.3.3 Fabrication Yard Typical sequence of fabrication activities are as follows:

 Surface cleaning  Cutting and machining  Punching and drilling  Straightening, bending and rolling  Fitting and reaming  Fastening (bolding, riveting and welding)  Finishing  Quality control  Surface treatment  Transportation

4.6.3.4 General Cargo Wharf Typical operational activities are as follows:

 Berthing of vessels  Transfer of cargo into storage area  Warehousing

4.6.3.5 Services Requirements

Water Supply The potable water supply will be required to provide water to buildings and water using facilities throughout the terminal. The water supply requirements will be based on the total anticipated occupancy of the development and any additional demand from the facilities.

It is proposed that a water storage tank or water tower will be incorporated into the detailed design and will be located near the centre of the site for convenient distribution. Adjacent to

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the water storage tank will be a pump house to provide the required fresh water to all of the buildings and firefighting systems etc.

An estimate of water demand taking into consideration firefighting, potable supply and emergency storage will be calculated during the detailed master planning stage.

Surface Water Drainage The function of the surface water drainage network will be to collect rainwater runoff in an efficient manner. The runoff will be transported through a system of open channels and pipes, which where necessary will pass through bypass oil separators (for example for run off from the tank storage areas in the Liquid Products Terminal), before discharging by gravity into the sea via outfalls through the quay walls or revetments.

Surface water run-off from Fuel Station apron shall pass through a forecourt oil separator before discharging to the main surface water drainage system. This type of oil separator has a 7.6 m³ capacity tank with an automatic closure device to contain the contents of one compartment of a refuelling tanker in case one of them ruptures.

A separate drainage system may be incorporated to collect roof water and convey it to a rainwater harvesting system.

Power Supply Electrical power (HV and LV) will be required for handling equipment, lighting, IT systems, machinery and buildings. Depending on the reliability and security of the supply, back –up generators may be required. Early estimates or indicative power demand based on typical values have been generated based on the total land area of each facility.

It is assumed that the government land will be light industrial/service industries. No allowance has been made for Ship to Shore electrical supplies at this stage.

It is recommended that the power requirements for the entire site be subjected to a power demand study in order to substantiate the required power and the capacity within the national grid.

Table 4.12 Outline estimated power demand

Facility Estimated Demand (kVA)

Administration and Support Services 3,000

Government land 31,000

Remaining Reserved land 13,000

Liquid Product Terminal 10,000

General Cargo Wharf 21,000

Fabrication Yard 18,100

Shipyard 42,000

Access Road and Service Corridor 8,000

Total 146,000

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4.6.3.6 Routine Discharges and Emissions

Effluent Discharge All the sewage from the project will be treated using a new built STP facility and the treated effluent will be discharged into the sea through a marine outfall. The planned marine outfall is placed in the location as shown in Figure 4.17 above during phase 1 of development.

The new STP will treat sewage to Standard B criteria as described in Table 4.13. It is estimated that treatment and discharge of sewage from 5,000 PE (person equivalents) will result from the proposed development. The effluent discharge rates of 0.013 m3/s have been derived using the PE in accordance with Malaysian Standards 1228 (MS1228) which recommends a flow rate of 0.225 m3/day for each PE.

Table 4.13 Acceptable conditions of Sewage Discharge of Standard B of New Sewage Treatment System (Source: Environmental Quality (Sewage) Regulation 2009, Second Schedule (Regulation 7), Table (i)).

Parameter Unit Standard B

BOD5 at 20C mg/L 50

Ammoniacal-N (river) mg/L 20.0

Nitrate-N (river) mg/L 50.0

Phosphorous (lake*) mg/L 10.0

E.coli MPN/100ml 300

Apart from the STP discharge there will be no routine discharge of treated effluents from the project during operation phase. All discharges from the shipyard and fabrication yard activities will be collected and treated at waste collecting systems within the project area.

Air Emissions The Liquid Products terminal does not include any processing facilities, however the storage of petroleum products petroleum product storage tanks emit organic vapours known as Volatile Organic Compounds (VOC) via a venting system.

In addition to the emissions from the Liquid Products terminal it is also possible that airborne pollutants in the form of VOC, particles (metals, paint, polishing, etc.) may be emitted during ship repair and fabrication yard activities mainly due to surface preparation, surface plating and finishing, painting, etc.

Noise Emissions During the operation phase, noise pollution sources have been identified to be generated primarily from the plant operation and vehicular movement. The principal noise emissions from the plant operations are the loading pump stations and air compressors at the storage terminal, shipyard and fabrication yard.

Waste Generation During the operation, a significant amount of wastes may be generated due to the operations of the shipyard and the fabrication yard.

4.6.4 Project Abandonment/Decommissioning In the event of project abandonment and site closure, construction waste materials and machinery will be removed from the development area. Partially completed structures may subsequently be fronting the sea.

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If the project is decommissioned after a period of operations, then the terminal facilities will need to be decontaminated, dismantled and removed. Wastes arising from the decontamination activities are categorised as scheduled wastes and shall be stored, handled and disposed of in accordance to the requirements of the Environmental Quality (Scheduled Wastes) Regulations, 2005.

The appropriate regulatory authorities including DOE and DOSH will be duly informed and representatives from these authorities may be present to ensure proper procedures are adhered to during this phase. The necessary regulatory approvals and permits will be obtained.

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