TABLE OF CONTENTS

TABLE OF CONTENTS ..............................................................................................i

LIST OF TABLES .....................................................................................................iv
LIST OF FIGURES....................................................................................................vi
CHAPTER I

INTRODUCTION ........................................................................... I-1

1.1

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

1.2

Goal and Benefit of Activity Plan.....................................................I-1

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

1.3

Laws and Regulations ....................................................................I-2

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

CHAPTER II

PROJECT PLAN.......................................................................... II-1

2.1

ScOPE OF WORKPLAN ...............................................................II-1

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

2.2

Identity of Project Initiator and Document Author.........................II-17

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

CHAPTER III

DESCRIPTION OF ENVIRONMENTAL COMPONENTS ............ III-1

3.1

Physical Chemistry .......................................................................III-1

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

3.2

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

3.3

Social Economic and Cultural.....................................................III-20

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

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CHAPTER IV

SCOPING.................................................................................... IV-1

4.1

Identification of Potential Impacts ................................................ IV-1

4.2

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

4.3

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

4.4

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

4.5

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

CHAPTER V

PREDICTED ENVIRONMENTAL IMPACTS ................................ V-1

5.1

Pre Construction Phase................................................................ V-1

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

5.2

Construction Stage ....................................................................... V-7

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

5.3

Operation Phase ........................................................................ V-17

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

CHAPTER VI

ENVIRONMENTAL MANAGEMENT PROGRAM ....................... VI-1

6.1. Pre Construction Phase............................................................... VI-1

6.1.1. Field Survey ................................................................... VI-1
6.1.2. Land Acquisition ............................................................. VI-2
6.2. Construction Phase ..................................................................... VI-4
6.2.1. Air Quality....................................................................... VI-4
6.2.2. Noise Level..................................................................... VI-5
6.2.3. Physiography and Geology............................................. VI-6
6.2.4. Water Quality.................................................................. VI-8
6.2.5. Hydrology ....................................................................... VI-9
6.2.6. Space and Land ........................................................... VI-10
6.2.7. Employment/ Livelihood................................................ VI-11
6.2.8. Social Conflict............................................................... VI-12
6.3. Operation Phase ....................................................................... VI-13
6.3.1. Air Quality..................................................................... VI-13
6.3.2. Noise level.................................................................... VI-18
6.3.3. Water Quality................................................................ VI-19

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6.3.4.
6.3.5.
6.3.6.
CHAPTER VII

Hydrology ..................................................................... VI-20

Employment/ Livelihood................................................ VI-21
Local Accessibility and Mobility..................................... VI-22

ENVIRONMENTAL MONITORING PLAN.................................. VII-1

7.1. Pre Construction Phase.............................................................. VII-1

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

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7.2

Construction Phase .................................................................... VII-3

7.2.1 Air Quality and Noise level............................................. VII-3
7.2.2 Transformation of Landscape ........................................ VII-4
7.2.3 Increased Level of Mud and TSS Content in Water
Receiver ........................................................................ VII-5
7.2.4 Transformation of Water Flow Pattern and Increased
Level of Run Off Water .................................................. VII-6
7.2.5 Public Road Damage..................................................... VII-6
7.2.6 Water Biota.................................................................... VII-7
7.2.7 Working and Business Opportunity................................ VII-9
7.2.8 Social Conflict.............................................................. VII-10
7.2.9 Negative Perception in Community.............................. VII-11
7.2.10 Public Health ............................................................... VII-11

7.3

Operation Phase ...................................................................... VII-13

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

iii

LIST OF TABLES
Table 1.1

Laws and Regulations ......................................................................I-3

Table 2.1
Table 2.2
Table 2.3
Table 2.4
Table 3.1
Table 3.2
Table 3.3
Table 3.4
Table 3.5
Table 3.6

Technical data for the new section of the Toll Road ........................II-5
Composition of Labour ....................................................................II-8
List of Heavy Equipment ..................................................................II-8
List of Materials................................................................................II-9
Air Quality and Noise Levels in the Study Area ..............................III-2
River Water Quality ........................................................................III-9
Well Water Quality.......................................................................III-11
Regional Division in West Java Province......................................III-12
Land Use in the Study Area..........................................................III-13
Vegetation Types in the Mixed Farm Ecosystem in the Study
Area .............................................................................................III-14
Vegetation Types in the Bush Ecosystem in the Study Area.........III-15
Mammal Species found in the Study Area ....................................III-16
Bird Species found in the Study Area and their Abundance..........III-17
Bird Species protected by law ......................................................III-18
List of Reptiles..............................................................................III-19
List of Amphibians ........................................................................III-19
Number of Villages, Dusun, RT and RW per District in the
Project Location............................................................................III-21
Population, Area and Population Density in the Study Area .........III-21
Population according to Age Structure in Ciwaringin and
Walahar villages ...........................................................................III-22
Productive Population with Jobs in 2009 ......................................III-23
Number of schools, students and teachers in Sumber Jaya
District ..........................................................................................III-24
Number of schools, students and teachers in Ciwaringin
District ..........................................................................................III-25
Number of schools, students and teachers in Gempol District ......III-25
Land Area of Growth, Yield, and Production in Sumber Jaya
District ..........................................................................................III-26
Community Attitudes and Perceptions to the Project Plan ............III-28
Volume of Traffic ..........................................................................III-37
Analysis of V/C Ratio in State/ Province Road..............................III-37
Matrix of Identified Potential Impacts for the Rerouted Toll
Road Segment STA 199+507.66 until STA 204+236.90................ IV-2
Summary of Hypothetical Significant Impacts Evaluation for
the Rerouted Toll Road Segment STA 199+507.66 until STA
204+236.90. .................................................................................. IV-6
Evaluation Matrix of Potential Impacts for the Rerouted Toll
Road Segment STA 199+507.66 until STA 204+236.90.............. IV-15
Schedule of the Supplemental ANDAL, RKL & RPL Study .......... IV-20

Table 3.7
Table 3.8
Table 3.9
Table 3.10
Table 3.11
Table 3.12
Table 3.13
Table 3.14
Table 3.15
Table 3.16
Table 3.17
Table 3.18
Table 3.19
Table 3.20
Table 3.21
Table 3.22
Table 3.23
Table 4.1
Table 4.2

Table 4.3
Table 4.4

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iv

Table 5.1
Table 5.2
Table 5.3
Table 5.4
Table 5.5

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Noise levels from vehicle sources along the road at certain

radius from the road centre............................................................. V-8
Noise level in the environment around the project location. .......... V-11
Predicted erosion rates with and without the project activity ......... V-12
Predicted gas emissions entering the ambient air......................... V-17
Predicted noise levels from vehicles............................................. V-19

LIST OF FIGURES
Figure 2.1
Figure 2.2
Figure 2.3
Figure 2.4
Figure 2.5
Figure 2.6
Figure 2.7
Figure 2.8
Figure 3.1
Figure 3.2
Figure 3.3
Figure 4.1
Figure 4.2
Figure 4.3
Figure 4.4
Figure 4.5
Figure 5.1
Figure 7.1

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Project Location Map.......................................................................II-2

RT/RW Map of Majalengka Regency...............................................II-3
RTRW Map of Cirebon Regency .....................................................II-4
Revised toll road route from STA 199+507.66 until STA
204+236.90 .....................................................................................II-6
Cross section of Cikampek-Palimanan Toll Road. .........................II-11
Installation of Bore Piles...................................................................II-13
Installation of Foundations ...............................................................II-14
Installation of Girder Blocks..............................................................II-15
Geology map...................................................................................III-5
Hydrogeology map...........................................................................III-6
Seismic Zone Map ...........................................................................III-8
Identification of Potential Impacts during Pre-Construction............ IV-3
Identification of Potential Impacts during Construction................... IV-4
Identification of Potential Impacts during Operation....................... IV-5
Flow Diagram of Scoping for the Rerouted Toll Road
Segment STA 199+507.66 until STA 204+236.90 ....................... IV-16
Study Area Boundary .................................................................. IV-19
Local Community Sensitive Area.................................................... V-6
Map of Environmental Monitoring Program Locations ................ VII-20

vi

CHAPTER I
INTRODUCTION
1.1

BACKGROUND

This Toll Road development has substantial benefits for the community and the
development of the region. The Toll Road development could also lead to
harmonizing regional development with its level of growth and geographical
orientation. Having said that, the Toll Road Regulatory Body (Badan Pengatur Jalan
Tol - BPJT) and the Ministry of Public Works (PU) are working together with the
investor, PT. Lintas Marga Sedaya, and are planning to build the Cikampek
Palimanan toll road with a road length of about 116.4 KM (Sta 91+350 Sta
207+350). This development completed an ANDAL study in 2008, with
recommendation number 660/2565-BPLHD, dated 15 August 2008.
In the pre-construction phase land acquisition activities were undertaken; however
due to objections to the land acquisition from local people, the Project re-routed the
first segment (STA 199+559.438 until 203+407.602, with a length of 3.85 km) to STA.
199+507.66 until ST 204+236.90, with a length of 4.73 km. This re-routing has
increased the length of the first segment, which runs through Sumber Jaya district,
Majalengka Regency and Ciwaringin and Gempol districts, Cirebon Regency.
In order to develop this alternative route, a Supplementary ANDAL, RKL & RPL must
be prepared for the new route from STA 199+507.66 until ST 204+236.90, which is
located in Sumber Jaya district, Majalengka Regency and Ciwaringin and Gempol
districts, Cirebon Regency along 4.73 km. This ANDAL, RKL & RPL Supplement
will be binding as an ANDAL document as recommended by the West Java Province
Governor, Number ANDAL 660.I/2048/I/2008.
1.2

GOAL AND BENEFIT OF ACTIVITY PLAN

1.2.1

Goal of Activity Plan

1.

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

2.

To decrease the load of traffic in existing national road

3.

To simplify and accelerate transportation connection from Cikampek to

Palimanan

4.
1.2.2

To shorten travel time between the region

Benefit of Activity Plan

1.

To accelerate the development of affected region.

2.

To support the development of West java Province

3.

To develop the supporting area system

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I-1

4.

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

1.3

LAWS AND REGULATIONS

1.3.1

Environmental Laws and Regulations

This development activity may affect the environment, as beside generating profits it
will also create risks. The Government of the Republic Indonesia states that in order
to support sustainable development, road construction must consider a precautionary
approach to create advantages for future generations. So, in the initial phase of
developing the work plan, environmental risks should be taken into account as well
as anticipative measures to develop preventive action plans and an environmental
pollution study.
PT. Lintas Marga Sedaya has considered the environmental risks of building this
road project. Consequently the AMDAL supplemental document will be a
collaborative policy among stakeholders concerning environmental management in
the surrounds of the project site. Through this study, measures will be designed to
avoid and minimize negative impacts and to develop positive impacts for the
community.
A list of laws and regulations concerning environmental management and control and
natural resources utilization has been collected and considered to achieve the
sustainable development principles. Furthermore, the toll road construction plan
should consider several factors, such as: development trends based on local policies;
master plans for the cities; land use directions; and regional development which is
based on the following dimensions:
Ecologic dimension: There are three considerations for a sustainable road
development plan, which are:
Firstly,

the object should be built in a location that meets the biophysic

requirements of the development.

Secondly,

waste disposal should not exceed the assimilation capacity of the

region.

Thirdly,

utilization of natural resources, particularly of renewable resources,

should not exceed the renewable capacity in a certain period.

Social economic and cultural dimension: an appropriate development pace is

required so that the total demand on natural resources and environmental services
does not exceed the natural resources carrying capacity
Social political dimension: the community must be actively involved in the project.
Law and institutional dimension: performance must comply with the regulations
and legal systems.

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I-2

1.3.2

Law and Regulation

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

Table 1.1
No.

Laws and Regulations

Laws and Regulations

Reason of Law and

Regulation Consideration

Laws
1

Law No 5 Year 1960, about Agrarian Affairs

Guidance for land acquisition

Law No 1 Year 1979, About Work Safety

Law No 05 Year 1990, about Natural Resources and

Ecosystem Conservation

Law No 7 Year 1994, about Natural Resources

Law No 13 Year 2004, about Rivers

Law No 38 Year 2004, about Roads

Guidance for each stage such

as construction and operation
to consider work safety
Guidance for natural resource
& ecosystem conservation to
be included in the road
development plan
Guidance for road development
to consider natural resources
Guidance to protect rivers in
the toll road plan
Guidance for road development

Law No 32 Year 2004, about Local Government,

according to Law No 8 Year 2005
Law No 26 Year 2007, about Master Plans

9
10

11

Law No 22 Year 2009 about Traffic and Road

Transportation
Law No 32 Year 2009 about Environmental
Conservation and Management
Law No 36 Year 2009 about Health

Guidance to consider local

government authority
Guidance
so
the
road
development
considers all applicable master
plans
Guidance
for
traffic
management
Guidance for preparation of
environmental
management
considerations
Guidance to consider health

Government Regulations
1

Regulation of Government Republic Indonesia No 24 Guidance for land registration

Year 1997, about Land Registration
2
Regulation of Government Republic Indonesia No 27 Guidance to prepare the
Year 1999, about Environment Impact Analysis
AMDAL
3
Regulation of Government Republic Indonesia No 41 To be used as a reference for
Year 1999, about Controlling Air Pollution
managing air pollution
4
Regulation of Government Republic Indonesia No 82 Guidance
for
managing
Year 2001, about Water Quality Management and produced waste water and the
quality of water bodies
Water Pollution Control
Regulations and Decrees from the State Environment Ministry
1

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Collaborative Decree between the National Affair

Ministry and Environment State Ministry No. 23 Year
1979, about Natural Resources and Environmental
Management Institutions at the local government
level

Guidance for considering the

authority of local institutions in
Natural
Resources
and
Environmental Management

I-3

No.
2
3
4

Laws and Regulations

Decree of the Environment State Ministry No. Kep48/MENLH/11/1996, about Noise Level Standards
Decree of the Environment State Ministry No. Kep49/MENLH/11/1996, about Vibration Level Standards
Decree of Environment State Ministry No. 40 year
2000, about Working Procedures Guidance of
Evaluator Commission of Environmental Impact
Assesment (EIA)

Decree of Environment State Ministry No.41 year

2000, about Guidance for Establishment of Evaluator
Commission of Environmental Impact Assesment
(EIA) in Regency/ City
Regulation of Environment State Ministry No. 08 year
2006, about Guidance for Preparation of
Environment Impact Analysis
Regulation of Environment State Ministry No. 11
Year 2006, about Business Types and/or Activities
requiring an Environment Impact Analysis

Reason of Law and

Regulation Consideration
Guidance for noise levels
during the construction stage
Guidance for vibration levels
during the construction stage
Guidance for planning
monitoring the working
procedure and authority of
Evaluator Commission of
Environmental Impact
Assesment.
Guidance for planning the
establishment of Evaluator
Commission of Environmental
Impact Assesment.

Guidance in preparing the

AMDAL from the Public Works
Agency
7
Background law requiring an
Environment Impact Analysis
Study for the Toll Road
Development Plan
8
Regulation of Environment State Ministry No. 05 Guidance for consideration of
Year 2008 about the Evaluator Commission for Evaluator
Commission
for
Environment Impact Analysis of
Environment Impact Analysis
road development plan
9
Regulation of Environment State Ministry No. 24 year Guidance
for
ANDAL
2009, about Guidance for Evaluation of Environment Document for the Toll Road
Development Plan
Impact Analysis
Regulations and Decrees from the Transportation Ministry and Directorate General
1

Decree of Transportation Ministry No. 60 Year 1993,

about Traffic Markings/Signs
2
Decree of Transportation Ministry No. 62 Year 1993,
about Traffic Signal Tools
3
Decree of Transportation Ministry No. 14 Year 2006,
about Traffic Management and Engineering
4
Decree of Directorate General Land Transportation
No. 69 year 1993 about the Road Transportation of
Goods
5
Decree of Directorate General Land Transportation
SK.
726/AJ.307/DRJD/2004
about
Technical
Guidance for Heavy Vehicle Transportation on Roads
Decrees from the Public Health Ministry
1

Regulation
of
Public
Health
Ministry No.
416/MENKES/PER/IX/1990, about Water Quality
Requirements and Controls
2
Regulation
of
Public
Health
Ministry No.
876/MenKes/SK/VII/2002, about Technical Guidance
for Environment Health Impact Analysis
Decrees from the Manpower Ministry
1

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Decree of Manpower Ministry No. SE-01/Men/1997,

about air quality in the working environment

Guidance for road markings

Guidance
for
traffic
management
Guidance
for
traffic
management and engineering
Guidance for mobilization and
transportation of materials in
the construction stage
Guidance for mobilization and
transport of heavy vehicles in
the construction stage.
Guidance in preparation of
controls for managing water
quality
Guidance in undertaking health
impact analysis as part of the
ANDAL
Standards of air quality in the
working environment

I-4

Reason of Law and

Regulation Consideration
2
Decree of Manpower Ministry No. Kep.51/Men/1999, Standards of climate and noise
levels
in
the
working
about climatic and noise levels in the working place
environment
Decrees from BAPEDAL (Environmental Impact Management Institution)
No.

Laws and Regulations

Decree of Head of the Environmental Impact Body

No. KEP.056 Year 1994, about Guidance for
Significant Impacts
2
Decree of Head of Environment Impact Body No
KEP-299/BAPEDAL/11/1996,
about
Guidance
Technical Study of Social Aspect in Amdal writing
3
Decree of Head of Environment Impact Body No. 124
Year 1997 about Guidance Public Health Aspect
Study in AMDAL
4
Decree of Head of Environment Impact Body No. 08
Year 2000, about Public Participation and Information
Openness in AMDAL Process
Regional Regulations
1
2

Regional Regulation for West Java Province No.22

year 2010, about West Java Master Plan
Regional Regulation for West Java Province No.3
year 1988, about underground and surface water
Intake
Management,
and
waste
disposal
management
Regional Regulation for West Java Province No.12
year 1989 about Regulations and Management of
Water.
West Java Province Regulation No.1 year 1990,
about Environmental Management in West Java
Province.
Governor Decree of West Java No. 38 year 1991,
about water use and water quality standard on West
Java water source
Local Regulation for West Java Province No .15 Year
1994 about Road and Traffic Services in West Java
Province
Local Regulation for West Java Province No. 8 year
2005 about Buffer Area for Water Sources

Local Regulation for West Java Province No.2 Year

2006 about Forest Conservation Areas
Governor Decrees
1

2
3

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Decree of Governor KDH Level I West Java No.38

Year 1991 about Water Use and Standards of Water
Source Quality in West Java
Decree of West Java Governor No. 18 Year 1993
about Traffic Controls, Tools and Service
Decree of West Java Governor No. 21 Year 2001
about Regulations for the Use of Roads

Guidance
for
defining
significant levels in the AMDAL
Guidance in Social aspect in
AMDAL
document road
development plan
Guidance of public health study
aspect
Guidance in AMDAL study in
order community involve

Guidance on West Java

provincial development
Guidance for environmental
management

Guidance in water
management
Guidance for
management

environmental

Guidance for
management

environmental

Guidance in traffic planning

Guidance in management of
rivers, lakes and other water
bodies
Guidance for activities in forest
conservation areas
Guidance in management of
water quality and use
Guidance in traffic control
Guidance in traffic planning

I-5

CHAPTER II
PROJECT PLAN

2.1

SCOPE OF WORKPLAN

2.1.1

Status and Scope of Workplan

2.1.1.1 Status of AMDAL Study

This document is a supplement to the AMDAL which was assigned by the AMDAL
Evaluation Commission Team of West Java Province and the Governor of West Java
Province in 2008, with recommendation No. ANDAL 660.I/2048/I/2008.
2.1.1.2 Activity Location
The revised toll road plan is now to be located from STA 199+507.66 until STA
204+236.90, which falls in 3 (three) Districts and 2 (two) Regencies in West Java
Province: Sumber Jaya district, Majalengka Regency, and Ciwaringin and Gempol
districts, Cirebon Regency.
2.1.1.3 Compatibility of Planned Project Location with the Local Master Plan
According to the Decree of the Governor of West Java Province No. 620/Kep.184Sarek/2008, regarding Amendment to the Decree of the Governor of West Java
Province No. 620/Kep.538-Sarek/2006, about the Determination of the Location for
the CikampekPalimanan (SP2LP) Toll Road Construction, the location of the
Cikampek Palimanan toll road has been adjusted with the West Java Province
2003 2010 RTRW (master plan), which was formed as a result of revisions to the
West Java Province master plan (Perda no.3 year 1994). The toll road route will pass
through several regions with a variety of land use, such as: irrigated fields, gardens,
forest, shrub, vacant land, rain-fed rice fields, farms and settlements. The location of
the project is shown in Figure 2.1, and the land use maps for Majalengka and
Cirebon are shown in Figure 2.1.

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II-1

Figure 2.1

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Project Location Map

II-2

Figure 2.2

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RT/RW Map of Majalengka Regency

II-3

Figure 2.3

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RTRW Map of Cirebon Regency

II-4

2.1.1.4 Description of Activity

The Cikampek - Palimanan toll road is a vital inter-regional connection for West Java
Province. In the initial land acquisition phase, land could not be acquired between
STA 199+559.438 and STA 203+407.602 (3.85 km) due to objections from local
people. To ensure continuation of the toll road development, the project hence had to
reroute this section to STA 199+507.66 until STA 204+236.90, which increased the
length to 4.73 km. This new route now runs through Sumber Jaya district,
Majalengka Regency, and Ciwaringin and Gempol districts, Cirebon Regency. This
new route is displayed in Figure 2.4.
Technical data for this new route, according to the Detailed Engineering Design
(DED), is shown in Table 2.1
Table 2.1

Technical data for the new section of the Toll Road

Toll Road Component

a.

Main Road

ROW

: 60 m

Road length

: 4.73 Km

Lane width

: 2 x (2 x 3.60) m

Outside shoulder width

: 2 x 3.00 m

Inside shoulder width

: 2 x 1.50 m

Median width

: 13 m

Transverse slope

: 2.0 %

Shoulder slope

: 4.0 %

Maximum Speed

: 100-120 km/hour

b.

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Technical Data

Ramp

Lane width

: 1 x 4.00 m

Outer shoulder width

: 3.00 m

Transverse slope

: 2.0 %

Shoulder slope

: 2.0 %

Maximum Speed

: 40 km/hour

II-5

Figure 2.4

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

II-6

2.1.2

Planned Phases of this Activity

This Supplemental ANDAL, RKL and RPL is broken down into the pre-construction
phase, and the construction and operation phases. Each phase is explained in the
following section:
2.1.2.1 Pre-Construction Phase
1) Field Survey
Field survey work and measurements of the toll road in the construction phase will
consist of defining the dimensions of the border of the road area (RUMIJA) and
collection data on the local people, businesses and government who will be affected
by land acquisition. This revised road route was decided on observations from a
preliminary survey to determine the road route.
2) Land Acquisition
Base on results from the field survey and measurements, it is predicted that the width
of the area to be acquisitioned is about 42 Ha. The land acquisition procedure will
follow the existing regulations and refer to real conditions in the field, as based on
Perpres No. 65 of 2006 regarding Amendment to Perpres No. 36 of 2005. The land
acquisition team will consist of the P2T team (Panitia Pengadaan Tanah) which will
be formed by the Cirebon District Government and the Majalengka District
Government and who will be tasked with mapping the land that falls within the toll
road route that will need to be acquired; and the Land Procurement Team (TPT/Tim
Pengadaan Tanah) which will be formed by the Directorate General of Highways.
Once the independent evaluation consultant determines the price range of the land to
be acquired, the TPT team will process the land acquisition payment.
The unit price for the land acquisition payment will be based on the sale value of the
taxable object (NJOP/Nilai Jual Objek kena Pajak), and will also consider the
estimated price of the infrastructure on the land, including structures/buildings and
plants of economic value. Socialization of the land acquisition process will be
specifically conducted and will invite the community that will be directly affected.
a. Identification of land owner (affected person) through direct confirmation with
community and Head of Village
b. Negotiation of land, plant, building, and other asset value between affected
community, PT Lintas Marga Sedaya (as a developer), and related institution to
obtain the asset value agreement
c. Payment of compensation by PT LMS to affected community based on
agreement, witness by Head of Village and applied in accordance with regulation

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II-7

2.1.2.2 Construction Phase

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

Composition of Labour

No.
1.
2.
3.
4.

Labour Composition
Owner
Manager
Supervisor
Manual worker
Total

Number
15
15
24
96
150

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

2) Mobilization of Heavy Equipment and Construction Materials

Heavy equipment to be used in the toll road construction phase consists of main
equipment and accessories. Main equipment is equipment which is driven by an
engine and are usually used for various works, while accessories are equipment/tools
which are not drive by engines but are more temporary (like a hoe, etc). The heavy
equipments that will be used in toll road construction are shown in Table 2.3, while the
material requirements are shown in Table 2.4.
Heavy equipment will be mobilised using the existing Majalengka - Cirebon national
road, according to the schedule of heavy equipment utilization. However the lanes for
moving the materials have not yet been determined as the contractor has not been
awarded yet. Moreover the materials that will be needed will be used based on a work
schedule and the capacity of the dump site. The project management team will need to
pay attention to this matter in order to ensure efficiency and ensure there is no pollution
to the environment. Project materials will not be procured by the contractor, but will be
procured through a third party. The project operator as the buyer of the materials will
administratively manage the procurement process and its operations.
Table 2.3

List of Heavy Equipment

No.

Heavy Equipment

Number

Bulldozer

Excavator

Stake tools

Dump Truck

15

Pick Up

Compressor

Concrete mixer

Concrete pump

Cutting machine

EIA

II-8

No.

Heavy Equipment

Number

10

Generating set

11

Crane

12

Concrete breaker

13

Grinder

14

Wheel loader

15

Motor grader

16

Stamper

17

Concrete vibrator

18

Prime mover

19

Tire roller

20

Tandem roller

21

Asphalt mixer

22

Asphalt finisher

23

Water/full tank truck

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

Table 2.4

List of Materials
No.
1
2

Material Type
Sand
Cement

Unit

Volume

12,957

2,585

23,803

Aggregate / Broken Stones

Iron

Ton
3

Concrete

Asphalt

Ton

2,065
47,734
5,462

Reff: Hasil Perhitungan Tim Konsultan

Supporting materials like cement and steel/iron will be transported from the local
source of origination. Fragmented stones and sand will be carried from the local site
through village roads to the project site.
Transportation routes are planned to be sprayed with water twice a day to reduce
dust pollution caused by tire friction with soil.
Material transportation will usually use dump trucks with 8 ton capacity (MST), which
will travel through national/provincial roads.
3) Land clearing and road construction
The land clearing stage will consist of the following activities:
a) Base Camp Construction and Operation
The base camp will serve as the centre office for work activities, as well as temporary
accommodation for labour and field staff during project operation, a place for vehicle

EIA

II-9

and heavy equipment maintenance, and a warehouse for work related to the new route
from STA 199+507.66 until STA 204+236.90 along 4.73 km.
b) Land Clearing
Land clearing works will consist of clearing the land of all trees and plants, garbage
and other material substances that will be unused, including unused materials from the
project activities. Land clearing works will also include the clearance of all buildings
and drainage channels, moving public utilities. This is in order to provide a clean
surface before construction works begin. Land clearing work will for the most part be
done manually (using human power) but will also use heavy vehicles like bulldozers
and excavators.
c) Land Preparations
This work will include excavation works, cut and fill works, road surface preparations,
soil stabilization works and disposal works. This work aims to prepare the land to meet
the height cross sections according to the technical drawings. Technical drawings of
the toll road cross section can be seen in Figure 2.5.
Land preparation works will also consist of land cleaning, land filling, and land
compaction around the areas where bridges will be built. Land cleaning works will
occur in areas where previous structures/vegetation had to be removed. Land cleaning
activities will use bulldozers to dismantle, strip, and compact the soil, and to dispose of
unneeded items.
Estimated soil required for the fill works is about 2,088,000 m3. Excavation and cutting
works will use excavators and manpower. Unused soil that has been excavated/dug
will be transported by dump truck and used for fill. Fill works will also use soil from a
quarry supplier. Fill works will use special soil that will be transported from other
locations using dump trucks and will be spread by bulldozers, motor grader and
manpower. Fill will be laid out layer by layer with each layer having a thickness of
about 20 cm depending on the compacting tool used. Each compacted soil layer will be
tested.
Land preparation works will also include the construction of a temporary road facility at
the artery sites which will involve elevated construction or where structure works will be
implemented at bridge construction sites.
.

EIA

II-10

Figure 2.5
EIA

Cross section of Cikampek-Palimanan Toll Road.

II-11

d) Drainage Works
Drainage works aim to channel and manage the flow of water from construction
activities or post-construction activities, particularly during the rainy season. The
primary disposal channel will collect and direct water from areas around the project
site, hence channels must be built according to demand in the form of open or closed
channels. Drains along the side of the road will be constructed under local roads with a
manhole every 20 meters to ease the cleaning of the channels from garbage material.
During project construction temporary channels will be needed to direct water away
from the project site to avoid flooding. Digging of the drains will use excavator and
manpower, and excavated soil from the digging works will be transported using dump
trucks to dispose the soil at a certain location. Drainage construction will use materials
from other locations which will be stored at a road side location near where the
drainage works will be implemented.
e) Foundation Pile Works
The road surface will be elevated above the soil surface in some locations and will
cross above rivers, hence foundation piles must be erected at the project site
according to the design. Foundation pile work will consist of the construction of piles
using concrete and steel which will either be made at the construction location or will
be bought ready made. Foundation pile works will use "Bor piles" or poles.
f) Structure Works
Structure works will consist of casting the bridge and road columns, road and bridge
floor casting, beam construction (using prestressed concrete), construction of the
interchange buildings, construction of public bridge crossings, casting of the retaining
walls, layering of the asphalt concrete, and construction of pedestrian crossing bridges.
g) Road Paving
Pavement will consist of granular pavement and asphalt pavement. Works involved with
granular pavement will consist of procurement, processing, transportation, spreading,
compacting, grading and compaction of the aggregate, and preparing the soil surface
according to the detailed engineering design. The aggregate foundation layer will use bone
concrete with hotmix.
Works involved with asphalt pavement will include compaction and spreading of the
foundation layer. The materials used will include raw aggregates, soft aggregates and
asphalt made by AMP with certain specifications which have been controlled by a
laboratory. This material will be transported to the construction site by dump to be placed in
the Asphalt Finisher.
h) Supporting Facilities Works
Works to construct the supporting facilities will consist of installation of road lighting, road
markings, road poles, border fencing, etc. Crossing facilities will be constructed in the
form of bridges. Installation methods for these supporting facilities are shown in Figures
2.6, 2.7 and 2.8.

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II-12

Figure 2.6

EIA

Installation of Bore Piles

II-13

Figure 2.7

EIA

Installation of Foundations

II-14

Figure 2.8

EIA

Installation of Girder Blocks

II-15

4) Dismissing Labour
At the end of the construction phase, labour contracts will finish. This will result in
many losing their employment with the Cikampek-Palimanan toll road. The number of
those employed for manual labour during construction is about 96 persons.
2.1.2.3 Operation Phase
1) Road Operation
It is predicted that the number of vehicles using the Cikampek-Palimanan toll road
during the operation phase will increase. In addition to vehicle use, operation of the
toll road will also include the operation of rest areas and parking facilities, toilets,
canteens, stores, vehicle service stations, etc., in addition to the CikampekPalimanan Toll Road Office.
During toll road operation, labour will be recruited for computer operators, ticketing
operators, towing drivers, ambulance medic staff, technical staff, security patrols,
security, and cleaning services.
2) Road Maintenance
In certain conditions, the toll road will require maintenance and repairs. Maintenance
activities will include maintenance of the road surface, road markings and signs,
repainting, maintenance of bridges, repainting of bridge railings, cleaning of bridge
drainage channels, maintenance of drainage channels, maintenance of grass and
vegetation, and tree growing.
Generally maintenance activities aim to avoid damage of the road and bridges. These
activities will include small works to recondition and repair the road and bridges. The
primary maintenance activities will be:
1. Re-layering of the road surface
2. Addition of other facilities as needed (vehicle workshops, emergency call tools,
tow trucks, ambulances, etc )
2.1.3

Other Activities around the Project Location

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

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II-16

2.1.4

Alternatives Studied in the AMDAL

This AMDAL does not define any alternatives that were studied. All alternative
projects/ideas were studied in the Feasibility Study and were addressed in the initial
planning. The best option was selected in the Detailed Engineering Design (DED)
document for the Road Rerouting.
2.2

IDENTITY OF PROJECT INITIATOR AND DOCUMENT AUTHOR

2.2.1

Identity of Initiator

Initiator Name

: PT. Lintas Marga Sedaya

Office Address

: Jalan Cibitung III No. 34 Kebayoran Baru,

Jakarta

Responsible Person

: Muhammad Fadzil bin Abdul Hamid

Task

: Director President

2.2.2

Identity of Supplemental ANDAL, RPL and RKL Author

Company Name

: PT. WIDYA CIPTA BUANA

Office Address

: Komp. Rukan Metro

Jl. Venus Barat Kav. 15 Margahayu Raya
Soekarno Hatta. Bandung.

Telephone/Fax

: (022) 7568445-7509159 / 7509172

Responsible Person

: Drs. Iwan Setiawan (KTPA)

Task

: Director

Authors
Team Leader

: Drs. Iwan Setiawan (KTPA)

Team Member
Physic Chemistry expert

: Drs. Iwan Setiawan (KTPA)

Environment Technical expert

: Arie Fitria Indrayana, S.T (ATPA)

Biologist

: Haikal Suhaidi, S.Si (ATPA)

Geologist

: Ir. Djajin Prapto Rahardjo

Planning and Transportation

: Hary Wibowo, S.T

Social Economic Culture expert

: Dra. Neneng Nurbaeti Amin, SE

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II-17

CHAPTER III
DESCRIPTION OF ENVIRONMENTAL COMPONENTS

A general overview of the environmental components and conditions for the

Rerouted Road Segment from STA 199+507.66 until STA 204+236.90 is described in
the environmental description section in the AMDAL study document for the
Cikampek Palimanan Toll Road which was assigned in 2008; this section focuses
on the area around the rerouted segment and primary data from the field survey.
3.1

PHYSICAL CHEMISTRY

3.1.1

3.1.1. Climate

The scope of study exist in tropical area with 2 season: rainy season and dry season.
Based on analysis, the value of Q is 0,99 which is categorized in Zone A wet
climate.
1)

Air Temperature, Direction and Wind Speed

The average maximum air temperature in the study area is between 37.5-35.5oC,
with an average wind speed of about 0.6 2.1 m/second with direction generally to
west, east, north west, and south east.
2)

Rainfall

According to the 10 year data series from the latest Climatology parameter on the
affected region, the highest rainfall is in January (384 mm) with 19 rainy days and the
lowest is in August (50 mm) with 3 rainy days. The Climate in Indonesia is classified
into wet month and dry month. Wet month has total rainfall more than 100 mm, while
dry month has total rainfall less than 60 mm.
3.1.2

Air Quality and Noise

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

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III-1

Table 3.1

Air Quality and Noise Levels in the Study Area

Result

No.

Parameter

Unit

Ciwaringin
Village

Walahar
Village

Standard
1)

Methods

PHYSICAL
1

Air Temperature

37.5

35.5

Direct. Thermometer

Air Humidity

41.5

41.5

Hygrometer

Wind Speed

m/secon
d

0.6 2.1

0.7 1.2

Anemometer

Wind Direction

120 140

200 220

Compass

Weather

Cloudy

Clear

Sound Level

dBA

52.11

66.14

70

2)

Noise Level Meter

SNI 19-7119.7-2005

CHEMICAL
1

Sulphur Dioxide (SO2)

Nitrogen Dioxide (NO2)

Carbon Monoxide (CO)

TSP

g/Nm

2.50

2.13

900

g/Nm

1.34

1.10

400

g/Nm

8,588

40,837

30,000

CDN-1C

g/Nm

5.34

4.42

230

SNI 19-7119.3-2005

SNI 19-7119.2-2005

Reff : Data Primer, Binalab (April 2011)

Information:
1) National Ambient Air Quality Standards from Regulation No. 41 Year 1999.
2) Ambient Noise Standards, based on the Decree of the Minister of Environment No. Kep.
48/MENLH/II/1996.
3) Emissions & Dust Threshold Limit in the Workplace based on the Circular of the
Minister of the Republic of Indonesia NoSE 01/MEN/1997.
4) Noise Standards in the Workplace based on the Decree of the Minister of Manpower of
the Republic of Indonesia No. Kep-51/Men/1999.

3.1.3

Geology

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

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

Undissociated young vulcanic rock (Qyu) consist of breccias, andesitic lava,

basalt, tufan sand, lapilli from Mountain of Tamponas (in bandung) and Mountain
of Cireme. These rocks were usually forming plain land or low hills with yellow
gray and redness soil.

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

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

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

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III-2

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

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

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

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

Sandrock, conglomerate, and tufan sandrock [SS, CG]: sediment of quarter of

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

Clayrock [Cs]: tertier sediment deposition from formation of subang and

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

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

EIA

III-3

bearing capacity of rock is high, difficult excavated if using non mechanical

equipment. The surface depth of free ground water is difficult to get except in the
foothill. This geological technic is one of the volcanic hazard area.
2. Physiographic
Mainly the geomorphology of area of study can be distinguish into:

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

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

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

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

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

3.1.4

Hydrology

The study area includes the Cimanuk (Majalengka Regency) river basin and the
Ciwaringin (Cirebon Regency) river basin. The rivers flow from south to north, flowing
from the Kromong mountain region to the Java sea.
3.1.5

Hydrogeology

The lithology of the main aquifer is a low aquifer system, and the Toll Road crosses
over a flat coastal area which consists of sand and gravel which come from ancient
rivers and delta sand sediment. The water from this aquifer system is used by the
local people for their daily water consumption. The configuration and productivity of
the inner aquifer system in the plain area is characterized by delta sediment with
random vertical and horizontal distributions between rock and clay layer which are
water proof. Refer to Figure 3.2 for a Hydrogeological map of the region.
Indications were found that the aquifer system followed a timeline, as the ground
water level is static and the well capacity will decrease particularly if wells are poorly
drilled. This indication was found by Pramono (1981), where several wells drilled in
productive aquifers at a depth of 60 - 100 m before 1980 produced a flow of 50 - 70
l/minute with a pisometric level of between 1 1.3 m/aml; in recent decades these
wells have averaged between 10 - 30 l/minute with a pisometric level of 0.75 m/aml.

EIA

III-4

Figure 3.1

EIA

Geology map

III-5

Figure 3.2

EIA

Hydrogeology map

III-6

3.1.6

Kegempaan

The whole Toll road on region 4 and basic seismic coefficient between 0.15 g for soft
soil and 0.1 g for rough soil. Earthquake load on this area is not so high and planned
structure of structure type B or C as classified BMS7-K art 1.8.3. the earthquake
point which potentially affect the toll road area will not be apart from Indonesia
seismotectonic especially in the west side of Java island.
From the seismotectonic map of indonesia released by Geology Research and
Development Center for annual 100 years-earthquake, there are 29 point of
earthquake which potentially impacted as explained below:
1. Earthquake with magnitude 5-6 and shallow depth (0-90 km), it will be on 7 point
along Pantura from Depok to Karawang until Cirebon to Pemalang.
2. Earthquake with magnitude 5-6 and medium depth (90-150 km), it will be on 7 point
along Pantura from Tangerang to Depok until Indramayu-Cirebon-Pemalang.
3. Earthquake with magnitude 5-6 and shallow depth (0-90 km), it will be on 4 point at
Java Sea with 1 point at off shore Serang beach, and 3 point at off shore Indramayu
beach.
4. Earthquake with magnitude 5-6 and shallow medium (90-150 km), it will be on 3 point
at Java Sea with 1 point at off shore Bekasi beach, and 2 point at off shore CirebonPemalang beach.
5. Earthquake with magnitude >6 and shallow depth (0-90 km), it will be on 2 point at
Java Sea, far from off shore Jakarta beach (in the middle of Jakarta and Belitung
Island sea.
6. Earthquake with magnitude 5-6 and deep depth (50-650 km), it will be on 5 point at
Java Sea, far from off shore Jakarta-Karawang and Indramayu beach.
7. Earthquake with magnitude >6 and deep depth (150-650 km), it will be on 1 point at
Java Sea, far from off shore Karawang beach.

EIA

III-7

Figure 3.3

3.1.7

Seismic Zone Map

Water Quality

1) River Water Quality

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

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III-8

Table 3.2
No.

River Water Quality

Parameter

PHYSICAL
Temperature

1
2

CHEMICAL
pH

1
2

NO3 N

mg/L

NH3 N

13
14
15
16
17
18
19
20
21
22
23

EIA

98.0

374.0

95.0

7.13

7.00

7.28

5.44

5.44

6.35

10.13

9.79

13.6

4.84

4.39

4.39

5.45

1.69

1.69

2.01

1.48

1.48

<0.05

<0.05

<0.05

0.02

<0.004

<0.004

<0.01

0.01

0.01

6+

0.01

0.01

0.01

Copper (Cu)

<0.02

<0.02

<0.02

Iron (Fe)

0.88

0.44

0.02

0.02

0.01

0.01

0.02

0.01

0.01

Zink (Zn)

<0,02

0.02

0.04

7.52

3.96

26.53

Fluoride (F)

<0.02

<0.02

0.50

<0.001

0.03

0.03

28.06

35.51

12.69

0.04

0.06

0.06

0.15

0.35

0.35

1.40

1.07

1.07

0.04

0.04

0.04

25

0.2
1
0.01

mg/L

0.05

mg/L

0.02
0.03

mg/L

0.05

mg/L

1.5

mg/L

Sulphate (SO4)
Chlorine (Cl2)
-

Sulphide (S )
Oil and Grease

0.06

mg/L

mg/L

0.03

mg/L

0.002

mg/L
mg/L

>4
10

mg/L

NO2 N

SNI 06-6989.232005
SNI 06-6989.32004
SNI 06-6989.272005

mg/L

Chloride (Cl)

69

mg/L

Manganese (Mn)

Method

1000

mg/L

Lead (Pb)

Standard

50

mg/L

Chromium VI (Cr )

MBAS

133.67

mg/L

Cadmium (Cd)

12

133.67

mg/L

Boron (B)

11

52.10

mg/L

Cobalt (Co)

10

28.8

mg/L
mg/L

24.00

mg/L

DO

27.4
mg/L

A3

mg/L

COD

A2

mg/L

BOD

A1
C

TSS (Total Suspended

Solids)
TDS (Total Dissolved
Solids)*

Result

Unit

1
0.2

SNI 06-6989.112004
APHA 5210
B(2005)
APHA 5220
B(2005)
DO-Meter
APHA NO3E(2005)
SNI 06-6989.522005
APHA 3111 B
(2005)
APHA 4500-B
B(2005)
APHA 3111B
(2005)
APHA 3500
D(2005)
APHA 3111 B
(2005)
APHA 3111 B
(2005)
APHA 3111 B
(2005)
APHA 3111 B
(2005)
APHA 3111 B
(2005)
SNI 06-6989.192004
SNI 06-6989.292005
SNI 06-6989.92004
SNI 06-6989.202004
APHA 4500-Cl
B(2005)
2APHA 4500-S
B(2005)
SNI 06-6989.102004
SNI 06-6989.51-

III-9

No.

Parameter

Result

Unit
A1

A2

Standard

Method

A3
2005

24
25

Phenol
Phosphate (PO4)
SAMPLING
Air condition

1
2
3

Air temperature
Humidity

mg/L

0.001
<0.002

<0.002

<0.002

0.30

0.25

0.25

Bright

Bright

Bright

C
%

36.0
41

34.0
45,5

34.4
45,5

mg/L

0.2

SNI 06-6989.212004
SNI 06-6989.312005

High levels of mud/suspended solids will contribute towards a lack of dissolved

oxygen in the water, and the water biota which requires oxygen will die and be
replaced by anaerobic microorganism growth. These microorganisms will also use
carbon and organic substances. The respiration of anaerobic microorganisms
produces Sulphide (S-) which has a bad smell and will affect environmental health; as
a result of this, Sulphide levels have been measured at 0.15 0.35 mg/L which
exceeds the regulatory standard of 0.002 mg/L.
Beside TSS and Sulphides, there are also other parameters that have been
measured at levels that exceed the standards, namely Cl2, oil & fat and PO4; this is
due to the receipt of wastewater from domestic activities into the water bodies. Oil
and fat which was measured at 1.47 14.00 mg/L originates from domestic washing
activities and as the water bodies are near to existing roads it is possible they are
affected by oil and fuel spills in the rainy season. PO4 was measured in excess of the
standard at 0.25 0.30 mg/L (standard = 0.2 mg/L); although the measured level is
only slightly above the standard, exceeding the standard by 0.05 0.1 mg/L, this is
still in excess and has resulted in changing the colour of the water body. Chlorine
(Cl2) was measured at 0.42 3.06 mg/L (standard= 0.03 mg/L). Cl2 is a disinfectant
substance used in manure factories and farms; therefore the Cl2 has originated from
surrounding farming activities
1)

Clean Water Quality

Clean water quality was analysed from wells in the nearest settlements, and the
results were compared with the standards in the Ministry of Health Regulation No.
416 Year 1990, about Water Quality Controls and Requirements.
This analysis found that organic substances (KMnO4) was above standard in two
villages with a value of 21.80 mg/L (in Walahar village) and 16.75 mg/L (in Budur
village): the standard is 10 mg/L. This shows that organic substances from farm
areas (rice fields) have entered the water wells in the residential areas. Information
from local people revealed that in the dry season the well water is very turbid
compare with the rainy season. Besides KMnO4, the colour and turbidity of clean
water in Budur village measured above standard, with colour at 190.16 PtCo
(standard = 50 PtCo), and turbidity at 32.0 NTU (standard = 25 NTU). Table 3.3
displays the results of analysis of clean water in the area.

EIA

III-10

Table 3.3
No.

Well Water Quality

Parameter

Unit

Result
A1

A2

28.6

28.0

Standard

Methods

PHYSICAL
1

Temperature

Smell (Odour)*

TDS

4
5
6

C
-

No Odour

No Odour
87.5

3
No Odour

mg/L

189.0

PtCo
NTU
mhos

16.16
0.50
287.0

190.16
32.0
150.0

50
25
-

Colour
Turbidity
Conductivity
CHEMICAL
Iron( Fe)

mg/L

Fluoride (F)

mg/L

0.89
<0.02

0.03
0.66

Cadmium (Cd)

mg/L

Hardness (CaCO3)

mg/L

<0.01
351.40

<0.01
144.00

Chloride (Cl)

mg/L

17.82

2.77

mg/L
mg/L
mg/L
mg/L

0.01
<0.02
5.07
0.45

<0.01
<0.02
2.14
0.10

0.05
0.5
10
1

7.00

6.96

6.5 9.0

<0.02
5.44

<0.02
22.75

15

<0.02
<0.03

<0.02
<0.03

<0.002

<0.002

21.80

16.75

6+

6
7
8
9

Chromium VI (Cr )
Manganese (Mn)
Nitrate (NO3-N)
Nitrite (NO2-N)

10

pH

11

Zink (Zn)

mg/L

12

Sulphate (SO4)

mg/L

13

Lead (Pb)

mg/L

14

MBAS

mg/L

15

Phenol Total

mg/L

16

Organics (KMnO4)

mg/L

1,500

1.5
0.003
500
600

400
0.05
0.5
0.01
10

SNI 06-6989.232005
SNI 06-6989.272005
APHA 2120.B(2005)
APHA 2130.B(2005)
APHA 2132.B(2005)
APHA 3111 B (2005)
SNI 06-6989.292005
APHA 3111 B (2005)
SNI 06-6989.122004
SNI 06-6989.192004
APHA 3500 D(2005)
APHA 3111 B (2005)
SNI 06-6989.9-2004
SNI 06-6989.9-2004
SNI 06-6989.112004
APHA 3111 B (2005)
SNI 06-6989.202004
APHA 3111 B (2005)
SNI 06-6989.512005
SNI 06-6989.212004
SNI 06-6989.222004

SAMPLING
1
Air Condition
Bright
Bright
2
Air Temperature
C
37.0
34.0
3
Humidity
%
61.7
57.8
Reff : Data Primer, Binalab (April 2011)
Information :
- Regulation of the Minister of Health No.416/MENKES/Per/IX/1990 about Clean Water Quality
Requirements
- The sign: < indicates the results are below the detection limit
- Location : A-1 = Walahar village; A-2 = Budur village

3.1.8

Space Land and Soil

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

EIA

III-11

consists of conservation
environmental capacity.

spaces,

cultural

spaces,

capacity

planning,

and

Generally West Java Province is divided into several main regions which have each
been assigned a main sector. The regional division is shown in Table 3.4.
Table 3.4
No.

Regional Division in West Java Province

Region

Main Sector

1.

Bogor-Depok-Bekasi and its

surrounds

Industry, tourism, trade

education and knowledge.

and

services,

2.

Bogor-Puncak-Cianjur and its

surrounds

Food plant agriculture, tourism, plantation,

terrestrial fisheries.

3.

Sukabumi and its surrounds

Ocean fisheries, livestock, tourism, plantation,

agro-industry, farming, food agriculture.

4.

Cianjur-Indramayu-MajalengkaKuningan and its surrounds

Industry, trade and services, ocean fisheries

and terrestrial fisheries, food farming, forestry,
plantation and livestock.

5.

Cekungan Bandung and its

surrounds

Industry, trade and services, tourism,

horticulture, forestry, plantation, livestock,
education and knowledge.

6.

Priangan Timur and its surrounds.

Food
agriculture,
forestry,
plantation,
livestock, ocean and terrestrial fisheries,
tourism.

7.

Pangandaran and its surrounds

Tourism and ocean fisheries

8.

Purwakarta-Subang-Majalengka
(proposed)

Industry, tourism, ocean fisheries, food

farming, forestry, plantation, livestock and
marine business

Reff : RTRW Propinsi Jawa Barat

The environmental capacity and carrying capacity planning in West Java Province
aims to maintain environmental balance and continuity of development by using
conservation resources and culture regions.
Environmental capacity and carrying capacity planning consist of:
1. Controlling spatial use and use of natural resources
2. Controlling population density
3. Establishing population distribution according to capacity
4. Controlling social, economic and community development according to capacity.
5. Controlling coastal and marine resource use.
The targets for improving the environmental capacity and carrying capacity in West
Java region are:
1.

EIA

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

III-12

and southern parts of the regions.

2.

Controlling population levels to prevent it from accelerating.

3.

Managing distribution of population according to environmental capacities

4.

Controlling social and economic development according to environmental

capacity

5.

Controlling the use of coastal and marine natural resources

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

Land Use in the Study Area

Type of Use
Conservation

Majalengka Regency (Ha)

Cirebon Regency (Ha)

6,100

10,420

114,324

88,551

14,324

20,200

6,176

6,200

Industry

425

4,300

Recreation

275

200

Fisheries

968

1,000

Livestock

135

150

Rice Field

49,608

49,500

Plantation

14,691

1,700

Crop farm

11,639

3,300

Forest

16,082

2,001

120,424

98,971

Cultivation
Residential/Settlement
Public facility

Total

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

3.2

BIOLOGY

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

EIA

III-13

3.2.1

Terrestrial Flora

Vegetation Study focused on the Bush ecosystem type and Mixed farms which have
a heterogenic type of vegetation when compared with that of the Pine Plantation
ecosystem. The observation found 18 types of flora and ecosystem vegetation in the
mixed farms (see Table 3.6), and 10 types of flora in the bush ecosystem (Table 3.7).
Table 3.6
No

Vegetation Types in the Mixed Farm Ecosystem in the Study Area

Species

Local Name

AR

FR

DR

INP

Pinus merkusii

Pinus (Pine)

22.25

12.28

18.24

52.77

Swietenia mahagoni

Mahoni
(Mahogany)

12.15

10.25

16.15

38.55

Tectona grandis

Jati (Teak)

18.22

9.34

2.20

29.76

Tamarindus indica

Asem
(Tamarind)

8.66

8.25

12.17

29.08

Ceiba pentandra

Randu
(Cottonwood)

4.37

5.18

17.29

26.84

Bambusa sp.

Bambu
(Bamboo)

2.55

6.17

8.15

16.87

Artocarpus integra

Nangka
(Jackfruit)

6.22

5.14

5.20

16.56

Jatropha curcas

Jarak

4.63

6.17

5.20

16.00

Mangifera indica

Mangga
(Mango)

3.35

6.17

2.20

11.72

10

Cocos nucifera

Kelapa
(Coconut)

3.24

6.25

2.20

11.69

11

Musa sp.

Pisang
(Banana)

3.76

5.14

2.20

11.10

12

Albizia sp.

Albasia

2.35

6.17

2.20

10.72

13

Maeopsis emanii

Sobsi

2.44

5.17

2.20

9.81

14

Artocarpus integra

Nangka
(Jackfruit)

3.35

4.18

2.20

9.73

15

Nephelium lappaceum

Rambutan

2.46

4.14

2.20

8.80

100.00

100.00

100.00

300.00

Total
Reff: Primary Data Analysis (2010)
Notes:
AR : Relative Abundance
FR : Relative Frequency
DR : Relative Dominance
INP : Significant Value Index

The type of pine found in the area is Pinus merkusii with an INP of about 52.77, and
it is the most dominant type of vegetation in the mixed farm ecosystem, followed by
Mahogany (Swietenia mahagoni) with an INP of 38.55, Teak (Tectona grandis) with
an INP of 29.76, Tamarind (Tamarindus indica) with an INP of 29.08, and
Cottonwood (Ceiba pentandra) with an INP of 26.84. These vegetation types are
general and are found everywhere in the sampling location.
The vegetation types in the bush ecosystem include Alang-alang Imperata cylindrica
with INP = 54,09 found dominant at all location. While Tebu Saccahrum officinarum
(INP = 42,63) found dominant at tebu plantation which own by local community.

EIA

III-14

Table 3.7
No

Vegetation Types in the Bush Ecosystem in the Study Area

Species
Imperata cylindrica

AR

FR

DR

INP

16.33

25.06

12.69

54.09

13.22

22.64

6.77

42.63

Eupathorium inulifolium

Local Name
Alang-lang
(Blady grass)
Tebu
(Sugarcane)
Kirinyuh

9.78

6.45

14.62

30.84

Melastoma sp.

Harendong

12.65

6.45

11.65

30.75

Ageratum conyzoides

Babadotan

12.56

6.45

9.15

28.16

Oxalis corniculata

Semanggi
(Creeping
Woodsorrel)

7.46

9.40

10.31

27.17

10.47

6.45

8.62

25.54

4.48

5.32

12.69

22.49

8.57

6.45

4.89

19.91

4.48

5.32

8.62

18.42

100.00

100.00

100.00

300.00

1
Saccahrum officinarum
2

6
7

Glichenia sp.

Mimosa pudica
Penisetum purpureum

9
Catharanthus roseus
10

Paku (Fern)
Puteri malu
(Touch-me-not)
Rumput gajah
(Napier Grass)
Tapak
dara
(Madagascar
Periwinkle)

Total
Reff: Primary Data Analysis (2010)
Notes:
AR : Relative Abundance
FR : Relative Frequency
DR : Relative Dominance
INP : Significant Value Index

3.2.2

Fauna

Wild fauna is an important part of an ecosystem. In the study area there have been
found predator animals such as the eagle, pollinator animals such as birds that
spread seeds, and even animals that prevent farming pests such as the sanca snake
which catch mice in rice paddy fields. Wild fauna also function as an indicator of
environmental change (Furness & Greenwood, 1993), as environmental change will
affect the character, population, and species composition of fauna (P.J. Jarvis dalam
Furness & Greenwood, 1993). Wild fauna are also used as a bio-monitor of
environmental change, pollution (pesticides, heavy metals, air pollution, radioactive
contamination, etc.) and changes to water quality. Hence the presence of wild fauna
in a region is important to be documented for certain purposes, as their presence
provides feedback for regional management. Problems that threaten the sustainable
populations of wild fauna include hunting and habitat damage (such as land
conversion, fragmentation and habitat alteration).
a. Mammals
The field survey found at least 9 types of mammals in the area, as listed in Table 3.8.
Four types of mammals, the Sus scrofa (wild boar), Cynopterus sp. (Common Fruit
Bat), Rattus exulans (Polynesian rat) and Callosciurus notatus (Plantain squirrels)
were observed in the field. Trails and dirt from the Muntiacus muntjak (Barking Deer),
Cervus timorensis (Rusa) and Lutra sumatrana (Hairy-nosed Otter) were found.
Other mammals present in the area were described from local community
information. Paradoxurus hermaphroditus (Musang, or Asian Palm Civet) is a

EIA

III-15

nocturnal wild mammal, and it is not easily found directly. Based on local community
information, this species is present in the project area.
Table 3.8
No
1

2
3

Mammal Species found in the Study Area

Familia
Cervidae

Cervidae
Hystricidae

Species
Muntiacus muntjak

Cervus timorensis

Muridae

Hystrix brachyura
Rattus exulans

5
6

Mustelidae
Pteropodidae

Lutra sumatrana
Cynopterus sp

Sciuridae
Suidae

Callosciurus notatus
Sus scrofa

Viverridae

Paradoxurus
hermaphroditus

8
9

Local Name
Kijang (Barking
Deer)
Rusa (Javan
Rusa/Sunda
Sambar)
Landak (Malayan
Porcupine)
Tikus ladang
(Polynesian Rat)
Berang-berang
(Hairy-nosed Otter)
Kelelawar (Common
Fruit Bat)
Bajing kelapa
(Plantain Squirrel)
Babi hutan (Wild
Boar)
Musang (Asian Palm
Civet)

Conservation
Status*)
1)
2)
RI
IUCN

En.

Reff: Primary Data Analysis (2010)

Notes *):
1) PP RI No. 7 year 1999 regarding the Conservation of Plants and Animals
2) IUCN (International Union for Conservation of Nature):
- Vul (Vulnerable/at risk): fauna species that face a high risk of extinction in the
wild in the future
- NT (Near Threatened): fauna species that are almost threatened with extinction
in the wild
- En (Endangered): fauna species facing an extremely high risk of extinction in the
wild in the near future

Out of the 9 mammal species found during the field observations, several species are
protected by national law (PP RI No. 7 year 1999; about Conservation of Flora and
Fauna Species) and International law (IUCN - International Union for Conservation of
Nature). There are four species that are categorized as mammals protected by law.
Based on the IUCN categories of vulnerability, one species is categorized as
Endangered (Lutra sumatrana).
b. Birds
Field observations found at least 28 bird types from 19 families (see Table 3.9). The
small number of bird species is caused by the homogenous habitat which is
dominated by plantations and rice fields which have affected the diversity of bird life
in the region.
From the 28 species of birds found, the abundance was only calculated for 25
species, as the 3 other species are from the Apodidae and Hirundinidae family and
their abundance was not calculated because they have high mobility and it is difficult
to track the individuals. According to the abundance of these bird species, the

EIA

III-16

dominant bird species is Passer montanus, followed by Lonchura leucogastroides.

Bird species with a wide distribution are the Passer montanus, Dicaeum trochileum,
Todihomphus chloris, Collocalia esculenta, Collocalia maximus and Hirundo striolata.
These five bird species did not have any habitat in the study location.
Table 3.9
No

Family

Bird Species found in the Study Area and their Abundance

Species

Local Name
Burung gereja erasia
(Eurasian Tree Sparrow)

Ploceidae

Estrididae

Passer montanus
Lonchura
leucogastroides

Zosteropidae

Zosterop palpebrosus

Estrididae

Lonchura punctulata

Pycnonotidae

Pycnonotus goiavier

Nectrariniidae

Cinnyris jugularis

Dicaeidae

Dicaeum trochileum

Columbidae

Streptopelia chinensis

Turnicidae

Turnix suscitator

10

Sylviidae

Orthotomus sepium

11

Sylviidae

Prinia familiaris

12

Pycnonotidae

Pycnonotus aurigaster

13

Sylviidae

Orthotomus sutorius

14

Cuculiadae

Cacomantis merulinus

15

Picidae

Dendrocopos macei

16

Alcedinidae

Todihomphus chloris

17

Cuculiadae

Cacomantis spulcralis

18

Alcedinidae

Halcyon cyanoventris

19

Alcedinidae

Alcedo meninting

20

Acanthizidae

21

Cuculiadae

22

Accipitridae

Gerygon sulphurea
Centropus
bengalensis
Megalaima
haemacephala

23

Falconidae

Falco moluccensis

24

Accipitridae

Nisaetus cirrhatus

Tekukur biasa (Spotted Dove)

Gemak loreng (Barred
Buttonquail)
Cinenen jawa (Olive-backed
Tailorbrd)
Perenjak jawa (Bar-winged
Prinia)
Cucak kutilang (Sooty-headed
Bulbul)
Cinenen pisang (Common
Tailorbird)
Wiwik kelabu (Plaintive
Cuckoo)
Caladi ulam (Fulvous-breasted
Woodpecker)
Cekakak sungai (Collared
Kingfisher)
Wiwik uncuing (Rustybreasted Cuckoo)
Cekakak jawa (Javan
Kingfisher)
Raja-udang meninting (Blueeared Kingfisher)
Remetuk laut (Golden-bellied
Gerygone)
Bubut alang-alang (Lesser
Coucal)
Takur ungkut-ungkut
(Coppersmith Barbet)
Alap-alap sapi (Spotted
Kestrel)
Elang brontok (Crested HawkEagle)

25

Accipitridae

Ictinaetus malayensis

Elang hitam (Black Eagle)

26

Apodidae

Collocalia esculenta

Walet sapi (Glossy Swiftlet)

EIA

Bondol jawa (Javan Munia)

Kacamata biasa (Oriental
White-eye)
Bondol peking (Spotted
Munia)
Merbah cerukcuk (Yellowvented Bulbul)
Burung-madu sriganti (Olivebacked Sunbird)
Cabai jawa (Scarlet-headed
Flowerpecker)

AM

AR

FM

FR

8.22

5.97

6.85

4.48

6.85

4.48

5.48

2.99

5.48

2.99

5.48

2.99

5.48

5.97

5.48

4.48

5.48

4.48

5.48

4.48

4.11

4.48

4.11

2.99

4.11

4.48

4.11

4.48

4.11

2.99

4.11

5.97

2.74

1.49

2.74

1.49

2.74

2.99

2.74

1.49

2.74

1.49

2.74

2.99

2.74

2.99

1.37

1.49

1.37

1.49

5.97

III-17

No

Family

Species

27

Apodidae

Collocalia maximus

28

Hirundinidae

Hirundo striolata

Local Name
Walet sarang-hitam (Blacknest Swiftlet)
Layang-layang loreng
(Striated Swallow)

AM

Total

73

AR

100

FM

FR

5.97

5.97

67

100

Reff: Primary Data Analysis (2010)

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

Based on the law concerning wild fauna species, there are seven species that are
protected by law, but those species are not found in the IUCN red list (International
Union for Conservation of Nature). There are however three bird species that are
listed in CITES (Convention of International Trade in Endangered Species of Wild
Fauna and Flora): see Appendix II and Table 3.10.
Table 3.10 Bird Species protected by law
No
1

Family

Species

Falconidae

Falco moluccensis
Nisaetus cirrhatus

Accipitridae

Ictinaetus malayensis

Todihomphus chloris
4
Alcedinidae

Halcyon cyanoventris
Alcedo meninting

6
Nectrariniidae
7

Cinnyris jugularis

Local Name
Alap-alap sapi
(Spotted Kestrel)
Elang brontok
(Crested HawkEagle)
Elang hitam (Black
Eagle)
Cekakak sungai
(Collared
Kingfisher)
Cekakak jawa
(Javan Kingfisher)
Raja-udang
meninting (Blueeared Kingfisher)
Burung-madu
sriganti (Olivebacked Sunbird)

1)

RI

IUCN

2)

3)

CITES

AB

II

AB

II

AB

II

AB
AB

AB

AB

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

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

EIA

III-18

Table 3.11
No

List of Reptiles

Family

Genus

Gekkonidae

Hemidactylus

Hemidactylus
frenatus

Cecak rumah (Common House

Gecko)

Gehyra

Gehyra mutilate

Cecak rumah (Four-clawed Gecko)

Gecko

Gecko gecko

Toke (Tokay Gecko)

Draco

Draco melanophogon

Kadal terbang (Black-bearded

Gliding Lizard)

Bronchocela

Bronchocela
cristatella

Bunglon (Green Crested Lizard)

Mabuya

Mabuya multifasciata

Kadal (Common Sun Skink)

Takydromus

Takydromus
sexlineatus

Orong-orong (Asian Grass Lizard)

Xenochrophis

Xenochrophis
piscator

Ular sawah (Asiatic Water Snake)

Naja

Naja sumatrana

Ular cobra (Equatorial Spitting

Cobra)

5
6
7
8

Agamidae
Scincidae
Lacertidae
Natricinae
Elapidae

Scientific Name

Local Name

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

Family

Bufonidae

List of Amphibians
Genus
Rana

2
3

Bufo

3.2.3

Scientific Name

Local Name

Rana cancrivora

Katak sawah (Crab-eating Frog)

Rana limnocharis

Katak sawah (Cricket Frog)

bufo melanostictus

Kodok (Southeast Asian Toad)

Aquatic Biota

Water biota in the study area consists of:

Plankton

Benthic

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

EIA

III-19

a. Plankton
In the aquatic environment, plankton is an organism which floats in water; it is an
important biological factor in water. Plankton is a living organism which lives in the
water column and its movement depends on the water movement. There are two
types of plankton: phytoplankton and zooplankton. Phytoplankton is the primary
producer in water, while zooplankton is the first consumer which transfers energy
from the main producer to other organisms like shrimp and fish.
b. Benthic Organisms
There are two types of Benthic organisms: phytobenthic and zoobenthic, which is
broken down into macrobenthic, microbenthic and macroscopic benthic. Generally
the type of benthic organism that is used as an indicator of the quality of aquatic
environments is the macro zoobenthic organism. Macro zoobenthic organisms live
in the bottom of the water and its movement is relatively small.
3.3

SOCIAL ECONOMIC AND CULTURAL

Social economic cultural and health aspects of the ANDAL study area for the
rerouted segment of the Cikampek - Palimanan Toll Road (from STA 199+507.66
until STA 204+236.90 (about 4.5 km)) are the spaces or regions used as a part of
daily life for the local community that will be affected by the project. Social
interactions in this region are conducted according to social economic and cultural
dynamics, particularly the social interactions related to project activities. The
Cikampek - Palimanan toll road location from STA 199+507.66 until STA 204+236.90
(about 4.5 km) will have a direct impact on Cirebon Regency, particularly the district
of Ciwaringin which includes Ciwaringin, Galagamba, Budur and Babakan villages,
and the district of Gempol which includes Walahar village. The region that will be
directly affected by the project in Majalengka Regency is the district of Sumber Jaya
which includes the village of Panjalin Kidul.
3.3.1

Demographics

a) Population and Density

Demographics are very important to a regions progress. A region which has good
quality resources could be classified as a developed region and vice versa (Sofyan
Effendi, 1990). The Cikampek - Palimanan Toll Road region from STA 199+507.66
until STA 204+236.90 (about 4.5 km) is located in Cirebon Regency (Ciwaringin and
Gempol districts) and Majalengka Regency (Sumber Jaya district).
Ciwaringin district is divided into 8 (eight) villages; the villages that are included in
this Supplemental ANDAL study area are Ciwaringin, Galamba, Budur, and Babakan.
The village that has the widest area to be affected by the Cikampek-Palimanan Toll
Road is Ciwaringin, which is divided into 5 sub-villages (dusun), 21 RT and 5 RW.
Gempol district also consists of 8 (eight) villages, although the only village that will be
affected by the Toll Road is Walahar, which consists of 3 sub-villages (dusun), 58 RT
and 15 RW. The only village that will be impacted by the Toll Road in Sumber Jaya
District is Penjalin Kidul. These villages are listed in Table 3.13.

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III-20

Table 3.13

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

Location

No
I
1
a.
b.
c.
d.
2
a.
II
1
a.

Region
Cirebon Regency
Ciwaringin District
Ciwaringin
Babakan
Galagamba
Budur
Gempol District
Walahar
Majalengka Regency
Sumber Jaya District
Penjalin Kidul

Village

Dusun

RT

RW

45
5
6
3
5

148
21
14
16
28

46
5
6
8
5

58

15

259

72

13

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

According to data from Cirebon Regency in Year 2010 (Kabupaten Cirebon Dalam
Angka Tahun 2010), Ciwaringin district is 17.79 Km2 with a population of 37,305
persons. The population consists of 18,337 men (50.52%) and 18,968 women
(49.48%) in 11,576 families. The region of Ciwaringin district that will be most
affected by large direct impacts of the project is Ciwaringin village, because
community and industrial land in this village will be affected by project activities.
Ciwaringin village was 162 ha with a population of 5,867 persons in 2009, consisting
of 2,919 men (49.75%) and 2,946 women (50.21%) in 1,496 families.
The second district in Cirebon Regency that will be affected by project activities is
Gempol district. Gempol district was 30.73 km2 with a population of 44,708 in 2010,
consisting of 22,303 men (49.89%) and 22,405 women (50.11%) in 12,634 families.
The village in Gempol district that will be affected by project activities is Walahar
village. Walahar is 2.65 km2 with a population of 3,555 persons, consisting of 1,762
men (49.51%) and 1,793 women (50.38%) in 1,113 families.
Ciwaringin village, at 162 ha , has a population density of 0.046 persons/km2.
According to BPS criterion for 1999 this value is categorized as low population
density because it is less than 200 persons/km2. Walahar village has a population
density of 1,341.51 persons/km2. This density level is categorized as high because it
more than 200 persons/km2. Detailed information on population density is shown in
Table 3.14.

Table 3.14
No

Region

Population, Area and Population Density in the Study Area

Gender

Size
2
(Km)

Men

Women

Population
(persons)

Families
(KK)

Sex
Ratio

Population
Density
2
person/km

Density
Status

Cirebon
Regency

990.36

1,089,076

1,081,298

2,170,374

582,287

100.72

2,191.50

High

Ciwaringin
District

17.79

18,337

18,968

37,305

11,576

96.67

2,096.96

High

EIA

III-21

Gender

Region

a.

Ciwaringin

Gempol
District

a.

Walahar

II

Majalengka
Regency

Sumber
Jaya
District

Families
(KK)

Sex
Ratio

Population
Density
2
person/km

Density
Status

Men

Women

Population
(persons)

2,919

2,945

5,867

1,196

99

0.046

Low

30.73

22,303

22,405

44,708

12,634

99.54

1,454.86

High

2.65

1,762

1,793

3,555

1,113

98

1,341.51

High

1,204.24

600,396

606,306

1,206,702

378,159

99.02

1,002

High

32.73

28,503

29,591

58,094

18,060

96.32

1,775

High

Size
2
(Km)

No

Reff : Kabupaten Cirebon Dalam Angka Tahun 2010, Kabupaten Majalengka Dalam Angka Tahun
2010, Profile of each Village.
Criteria for Population Density Levels by the Central Bureau of Statistics in 1999 :
2
- High, if the population density is > 400 people/km
2
- Moderate, if the population density is 200 - 400 people/km
2
- Low, if the population density is < 200 people/km

b) Population according to Age

Population based on age in Ciwaringin village according to Profile Data for each
Village in year 2009 showed that the productive age population (those aged 15 - 64
years old) is 3,870 persons, including 1,916 men and 1,954 women. The population
of those in the unproductive age (0 - 14 years old, and above 65 years old) was
1,653 persons and 616 persons, respectively. The productive population in Walahar
village (aged 15 - 64 years old) was 2,157 persons, including 1,096 men and 1,061
women. The population of the unproductive age was 633 persons (aged 0 - 14 years
old) and 1,192 persons (above 65 years old). The population age structure is
displayed in Table 3.15.
The composition of each age group was analysed to form the Dependency Ratio
which compares the population of the productive age group with that of the
unproductive age group. Calculations from the Profile Data for Ciwaringin and
Walahar village in year 2009 found a dependency ratio of 59 in Ciwaringin village,
meaning that every 100 productive persons had to support 59 unproductive persons;
while in Walahar village the dependency ratio was 85 which meant that every 100
productive persons had to support 85 unproductive persons.
Table 3.15

Population according to Age Structure in Ciwaringin and Walahar

villages
Village

Age Group

EIA

Ciwaringin

Walahar

Men

Women

Total

Men

Women

Total

0-4

244

247

491

105

108

213

5-9

217

211

428

104

108

212

10 - 14

366

368

734

108

100

208

15 - 19

255

264

519

105

105

210

20 - 24

271

274

545

105

106

211

III-22

Village
Age Group

Ciwaringin

Walahar

Men

Women

Total

Men

Women

Total

25 - 29

149

152

301

105

105

210

30 - 34

186

191

377

105

105

210

35 - 39

172

174

346

106

104

210

40 - 44

177

179

356

108

107

215

45 - 49

159

162

321

120

105

225

50 - 54

121

124

245

113

106

219

55 - 59

366

369

735

118

102

220

60 - 64

60

65

125

111

116

227

65 - 69

60

65

125

117

130

247

70 - 74

60

65

125

116

180

296

75+

138

228

366

277

372

649

Total

3001

3138

6139

1923

2059

3982

Dependency
Ratio

59

85

Reff: Profil Desa di setiap Wilayah Tahun 2009

c) Job Seekers in the Productive Age Group

The biggest demographic problems for those in the productive age group are social
and cultural trends. The total amount of persons falling in the productive age group is
closely related with the productivity and development of the city, and the social
cultural mental attitudes also relate to their citys development.
The population in the productive age group (18 56 years) in Ciwaringin village,
based on Profile Desa Year 2009, is 2,951 persons or 50.3% of the total village
population. In Walahar village the productive population is 1,680 persons or 66% of
the total village population. Productive people face problems such as limited job
opportunities. This factor frequently causes discrepancies between labour demand
and job opportunities.
The total number of people in the productive age group who had a job in 2009 in
Ciwaringin village was 931 persons, or 31.55% of the productive population. In
Walahar village this number was 741 persons or 14.15% of the productive
population. Refer to Table 3.16.
Table 3.16

Productive Population with Jobs in 2009

Ciwaringin Village

No.

Labour

1.

People aged 18 56
years

2.

People aged 18 -56 years

with job

EIA

Total

1,448

1,503

2,951

418

513

931

Walahar Village
(%)

31.55

Tota

(%)

856

824

1,680

32.09

575

166

741

14.15

III-23

Ciwaringin Village

Walahar Village

No.

Labour

Total

(%)

Tota

(%)

3.

People aged 18 -56 years

that are jobless

39

45

84

2.85

281

658

939

17.93

4.

People aged 0 6 years

309

313

622

21.08

146

150

296

5.65

5.

Students
7 18 years

721

677

1,398

47.37

233

214

447

8.54

6.

People aged above 56

years

490

405

895

30.33

528

605

1,133

21.64

7.

Labour Force

418

513

931

31.55

1,448

1,503

2,951

100

2,619

2,617

5,236

100

Total
Total

2,951

5,236

Reff : Profil Desa Ciwaringin dan Desa Walahar Tahun 2009

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

Number of schools, students and teachers in Sumber Jaya

District
No.
1
2
3
4
5
6
7
8
9
10

School Name
TK
SD
SLTP
SMA
SMK
Sekolah Raudlatul Athfal (RA)
Sekolah Diniyah
Madrasah Ibtidaiyah (MI)
Madrasah Tsanawiyah (MTs)
Madrasah Aliyah

School
13
41
3
1
1
3
31
2
3
1

Number
Pupil
Teacher
470
42
253
26
2251
98
510
35
52
21
119
13
2107
211
157
17
569
64
107
14

Reff: BPS Kabupaten Majalengka

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

EIA

III-24

elementary schools (SLTP) is high.

Table 3.18

Number of schools, students and teachers in Ciwaringin District

No.

School Name

Total
School

Pupil

Teacher

TK

38

SD

17

4089

174

SLTP

33

2292

102

SMA

634

37

SMK

394

32

Reff: BPS Kabupaten Cirebon

Table 3.19

Number of schools, students and teachers in Gempol District

No.
1
2
3
4
5

School Name
TK
SD
SLTP
SMA
SMK

School
2
18
1
-

Total
Pupil
109
5043
756
-

Teacher
5
202
44
-

Reff: BPS Kabupaten Cirebon

3.3.2

Social Economics

Economic development in the agriculture sector is aimed to increase the income

earned from agriculture and to successfully distribute income-earning opportunities in
each village. This is based on the fact that the economic structure of West Java is
highly reliant on agriculture, with the agriculture sector being the third dominant
sector after industry and trade.
1. Agriculture
Agricultural development in 2009 aims to revitalize human resources and practice
technology optimally in order to increase job opportunities and increase the income
of farmers, which in turn distributes development and prosperity amongst the
villages. To reach this goal of prosperous communities a workshop program needs to
be implemented on Intensification and Extensification, Diversification and
Rehabilitation.
In Majalengka Regency rice production from rice fields has decreased from 552,960
tons in 2008 to 512,596 tons in 2009, or by about 7.30 %. This decrease in
agricultural production has accompanied a decreasing land size dedicated to rice
paddys from 94,937 Ha in 2008 to 88,503 Ha in 2009, or a decrease of about 6.82%.
This decrease in land size was caused by the decrease in productive growing area
by about 20 % which saw 123,445 Ha become 98,689 Ha. But rice fields have
increased by about 17.71 % following an increasing of yield by 13.22 %. Other crop
production has also tended to decrease when compared with the yield in 2008,
except for cassava which increased by about 7.04 %. Agriculture production data is

EIA

III-25

shown in Table 3.20.

Table 3.20

Land Area of Growth, Yield, and Production in Sumber Jaya

District

Agricultural
Crop

No.

Growth
( Ha)

Yield
(Ha)

Production
(Ton)

Average
production
Qu/Ha
(Quintal)

2008

2009

2008

2009

2008

2009

2008

2009

Paddy Rice

98,689

64,852

93,517

88,503

552,960

512,596

57.92

60.72

Field Rice

2,241

2,259

2,484

2,244

7,930

7,309

31.92

32.57

Corn

13,511

16,876

11,417

17,133

69,479

110,674

60.86

64.6

Soybean

2,347

2,268

2,027

2,354

2,825

3,378

13.94

14.95

Green
Beans

859

1,685

849

1,626

799

1,429

9.41

8.79

Peanuts

1,227

1,021

1,211

1,038

1,769

1,531

14.61

14.75

Cassava

2,694

986

2,422

2,694

42,575

46,461

175.78

172.46

Sweet
Potato

1,091

756

725

1,058

11,409

17,567

157.37

166.01

Reff: BPS Kabupaten Majalengka

In Cirebon Regency food crops consist of food materials such as rice, corn, tubers,
nuts, vegetables and fruit. Gegesik district has the biggest rice field area of about
5,266 Ha with 100% used for technically-irrigated rice fields. Rice production in
Gegesik was a maximum of 71,021 tons of paddy rice with a yield of 10,452 ha. In
2009, paddy rice production from ground dry seeds was about 541,040 tons.
Cirebon Regency is famous for mangoes and in 2009 the Regency produced about
320,908 quintals of mangoes; of this about 33,284 quintals were produced from
Lemahabang district.
2. Fisheries
From its topography, Majalengka Regency does not have any ocean fisheries,
however terrestrial fisheries (such as ponds, fish farms) production in 2009 increased
from 2008. Terrestrial fisheries production was dominated by freshwater ponds with
production of 4,658.96 tons, while the dominant fish commodity was Ikan Nila, Ikan
Mas and Ikan Nilem, with production of 2,428 tons, 1,498 tons and 207 tons
respectively. The least productive fish product was Udang Galah at about 41.01 tons.
One of the most important resources for Cirebon Regency is the fisheries sector.
Fisheries include terrestrial fisheries (ponds and man-made lakes), fishponds, ocean
fisheries, and fish cooking/processing. Fish cooking/processing is a sub sector of the
fisheries industry which generates the biggest production value of about 433,647
billion rupiah, hence fish cooking/processing is the dominant opportunity in Cirebon,
especially canned fish which supports about 52.3% of the total fisheries production.
3. Industry and Trade
The Industrial sector has an important function in increasing economic development

EIA

III-26

in a region because this sector plays a significant role in labour recruitment /

employment; additionally this sector triggers economic activities in other sectors such
as the service sector, transportation and trade. PDRB for Majalengka Regency
identifies that the industrial sector accounts for 16.01 % of the Regencys economy
with a growth rate of 4.81 %. Hence industrial development aims to create a
balanced and stable economic structure in the frame of basic growth and selfdevelopment. Majalengka Regency is also a potent agricultural region hence
industrial development aims towards agro-industrial development to balance out the
agricultural development. Industry classifications from the Badan Pusat Statistik are
according to the number of employees and the standards are as follows:
1. Home Industry: business with less than 5 employees
2. Small industry: business with between 5 19 employees
3. Middle industry: business with between 20 99 employees
4. Advanced industry: business with over 100 employees
Data for the industrial sector is categorized as middle and advanced. In 2009 the
number of advanced industries in Majalengka Regency was about 11 corporations,
and for middle industries there were about 447 corporations. Total industrial
employees was about 16,458 persons. The advanced/middle industries in
Majalengka Regency are dominated by the roof tile industry, with about 91 % of all
industry in the roof tile business.
In Cirebon Regency, the export of non-oil & gas commodities in 2009 decreased from
2008. The commodity types which decreased in export were namely Rattan
Furniture, Timber, and Woven Yarn. The number of new trading corporations listed
(non cumulative) according to business type in 2009 consisted of 11 Advanced
corporations, 83 middle corporations, and 438 small corporations.
3.3.3

Community Health

Community health development consists of ll cycles or stages of human life.

Successful health development will directly or indirectly accelerate the improvement
of community welfare. Welfare is an important aspect of improving human resources
in Majalengka Regency, therefore health programs and campaigns should be
prioritized for the young generation. These programs should aim to achieve good
public health, which in turn will increase productivity. To improve public health this
will require the addition of medical labour.
Community Health Units (PUSKESMAS) is the closest health infrastructure for the
local community. The number of Puskesmas in Majalengka Regency in 2009 was
about 22 Non DTP Puskesmas units, 7 DTP Puskesmas units, 72 Assistant
Puskesmas units, and 253 Mobile Puskesmas units. Medical personnel in 2009
consisted
of
45
general
doctors,
13
dentists,
122
Puskesmas
gynaecologists/midwives and 327 village gynaecologists/midwives.
Health infrastructure in Cirebon Regency included 6 Public hospitals (including RS
Paru-paru), 53 Public Puskesmas, 65 Assistant Puskesmas, 208 Mobile Puskesmas,
77 Medical Centres, 26 Birthing Hospitals and 68 drug stores. Beside this health

EIA

III-27

infrastructure, Cirebon Regency also has 132 doctors, 33 dentists, 635 nurses, 46
dentist nurses and 591 gynaecologists/midwives.
The number of patients in Puskesmas units in 2009 was about 193,691 persons, with
the most common infliction being diarrhoea.
Clean water resources consumed by the local community come from PDAM (public
water company) and ground water sources. While SPAL is present in the region, it is
not integrated well, and there is potential for floods in the rainy season. Sewage
disposal systems involve a public cleaning service, where the sewage is transported
to a public landfill (TPA) for open dumping. Sewage that is not transported by the
public cleaning service is managed by the community.
3.3.4

Community Perceptions

Based on feedback from conversations with the local community, village officials,
land owners, farmers, and businesses within the region affected by the Cikampek
Palimanan Toll Road Rerouted Segment, there are varies positive and negative
attitudes and hopes held by the informants with regards to the project plan. A
description of these attitudes, feedback, and hopes are shown in Table 3.21.
Table 3.21
No.
1.

Village /
Region

Community Attitudes and Perceptions to the Project Plan

STA
Location

Walahar,
201+300,
Kalimati RT 350,400,
02 RW 04 450

Asset Type
Affected by
Project Plan
21 Houses

Informant
Pak Amin
family

Pak Sutari
family

1 madrasah
24 yards and
local farms
Village Land
(Tanah
Bengkok)

Attitude/Feedback/Hope

Pak Miftah
family

EIA

Both positive & negative

attitudes to the toll road
development
Objections from local
community because Kalimati
region is a productive region
and hereditary residential land.
Other regions are less fertile
and their land is cracked hence
is less useful for agriculture.
If they move to another location,
the alternative profession they
can seek which will match their
current profession in Kalimati is
still undefined.
Socialization from villages, but
still not socialized to the
community. Family has asked
the village officials about
information disclosure but they
have not had an answer yet.
Disclosure of information has
produced psychological
disturbances amongst the local
community and they cant sleep
because they are anxious about
where to move.
They found there were different
suggestions from the first and

III-28

No.

Village /
Region

STA
Location

Asset Type
Affected by
Project Plan

Informant

Attitude/Feedback/Hope

Farm workers
at Tanah
Bengkok

Kuwu Desa
Walahar

EIA

second rounds of information

disclosure; at first Kalimati
would be unaffected, but now it
will be affected.
Local community wishes that
the alternative land/settlements
could be near the Kalimati
region. Tanah Bengkok should
still remain and should be used
as an alternative area for
community settlement.
If the local community has to
move to another location, they
require that the compensation
value is agreed upon by the
affected local community.
Proposed land price is Rp 2
2
million/m
Local community agrees that
Kalimati region can be acquired
by the toll road project if the
land acquisition price matches
their expectations.
The most important
consideration is that they can
buy their home, rice field and
yard. Other alternative locations
are Ciwaringin and Babakan
villages
Land acquisition should
calculate the conditions and
type of the buildings
Proposed price for the garden is
2
Rp 350,000 per m
Price propose for land is Rp
2
500,000/m
Recently prepared Tanah
Bengkok averages 1 Ha. The
agricultural yiled of 1 bau should
reach 4 5 tons of dry gabah.
Dry gabah is sold to collectors
at a price of Rp 3,200/Kg.
The profession they would
transition to if Tanah Bengkok is
acquired is still undefined A
negative alternative is to collect
wood from the forest because
the rice fields are not prepared.
Local community will agree or
disagree to the toll road plan
depending on the compensation
price they will receive
The proposal to move the

III-29

No.

Village /
Region

STA
Location

Asset Type
Affected by
Project Plan

Informant

Attitude/Feedback/Hope

2.

Walahar,
Kalimati
Graveyard

201+600.
650

30 Graveyard
and Sacred
Rocks

Kuwu Desa
Walahar

People
of
Desa
Ciwaringin
owner
of
family
graveyards

EIA

Kalimati local community to

tanah bengkok will be discussed
with the Bupati.
Village management agrees that
the local community should
move to tanah bengkok.
Tanah bengkok is productive
land because it produces yield
three times a year. Proposed
price for this land is Rp 1.5
2
million/m
Replacement land should be in
other regions outside Walahar
village, in order to have the
same width of land that they had
in Kalimati
Graveyard area will be affected
by the impacts on village land.
Village suggests that the toll
road should move to the north
by about 8 10 meters.
If the alignment is not moved,
the replacement land for the
graveyard should be on village
land around the graveyard
which is unaffected by the road
plan.
More than 15 graves in Kalimati
which will be affected by the
project activity are owned by
families in Ciwaringin.
The number of families with
graves in Ciwaringin village is
because their ancestors are
people from Ciwaringin who
moved to Kalimati.
Decision to move the graves is
a collective decision between
the people of Kalimati and the
people of Ciwaringin.
It is suggested that the toll road
alignment should not cross the
graveyard
Local community should not
suffer and an alternative
solution should be decided
collectively.
There is anxiety over the land
acquisition payment for people
in Kalimati only.
If people are moved, the
replacement land should still be
in Kalimati. Therefore this needs

III-30

No.

Village /
Region

STA
Location

Asset Type
Affected by
Project Plan

Informant

Attitude/Feedback/Hope

3.

Penjalin
Kulon

Yard
and
Rice Field

H. Yono, land
owner

Heru, roof tile

factory owner

EIA

to be discussed with Kuwu

Walahar.
Moving or impacting the sacred
stones in Ciwaringin village is
not a problem for the
community.
Affected land is less than 1 Ha
of yard and rice field. Land
condition is unproductive, and
the rice field is rain-fed.
The 1ha rice field recently
produced 6 7 tons of dry
unhulled rice. Price for 1 quintal
is Rp 350,000. This is usually
sold to a rice grinder.
Agree that the yard and rice
field can be affected by the toll
road.
If they receive a compensation
payment, it will be used to buy a
new productive rice field in
another region and establish a
duck veterinary.
Proposed that the compensation
value should be the same as for
those in other regions, which is
5 times the NJOP.
Land affected by the road is
2
about 5,000 m of land space.
The total width of the land
owned by the community is
2
8,000 m . Recently this was
used as a roof tile factory. The
2
remaining 3,000 m is not
affected by the toll road plan,
but access to this land will be
closed. Therefore the project
should acquire the entire land
plot because the remaining land
cant be used.
Roof tile factory will move to an
area behind the recent house.
The sale price should be
according to market price.
The roof tile business is good. It
produces 2,500 tiles/day from
each machine. There are 4
machines. Hence the roof tile
production capacity reaches
10,000 tiles per day.
Marketing reaches Jakarta,
Kuningan and Cirebon.
Tile price is Rp. 850/pc for a

III-31

No.

Village /
Region

STA
Location

Asset Type
Affected by
Project Plan

Informant

Attitude/Feedback/Hope

4.

Ciwaringin

Yard,
rice
field,
and
Grinding Mills

Kuwu
Ciwaringin

Village
Secretary

EIA

small palentong tile. Morando

tiles are Rp. 1,300/pc. Wuwung
tiles are Rp. 1,500/pc with a
production capacity of 1,500
pc/day.
They support the toll road
development because it will
increase economic activity.
Generally the area affected by
the project is rice field, yard, and
a grinding mill. The grinding mill
and rattan plant disagrees with
the toll road plan, because there
are difficulties to find land which
will match this business activity.
Sacred stones will be affected
by the project activity, and
families with ties to the
graveyard object to moving the
graveyard to another location.
There is one grave that will be
affected, but because the family
member (Kyai Masduki) objects
to moving the grave, the toll
road must relocate to a new
location. Although the Masduki
family has arrived from a haji
ritual and agree to move the
grave, the decision is to move
the road route. Whereas 100
houses which will be acquired
and their land are worth 30
billion.
There are several persons in
Ciwaringin village whose land
will be affected by the toll road
project. Generally the land
consists of rice fields and
garden. One land owner comes
from outside Ciwaringin.
People agree to the impacts on
their land from the toll road, but
there are several problems such
as:
a. Community accessibility will
be blocked because the toll
road will cross the centre of
the rice fields and gardens,
so it will be difficult for land
owners to operate their
business. Therefore it is
suggested that all of the
land should be acquired.
b. There is a regulation that for
2
land under 100 m in size,

III-32

No.

Village /
Region

STA
Location

Asset Type
Affected by
Project Plan

Informant

Attitude/Feedback/Hope

202+600,
650

EIA

Yard, grinder
machine,
office,

H. Sutisno
(son of H.
Imran),

the total land plot should be

acquired. If land is bigger
2
than 100 m and only part of
it needs to be acquired,
then a minimum of 100 m2
should be acquired while
the remainder does not
have to be. This is worrying
land owners as they will not
be able to use their land if it
is cut by the toll road.
Therefore comprehensive
regulation is needed consisting
of technical and regulatory
aspects. A proposed alternative
solution is:
a. Community land that is cut
should have a crossing
bridge built which connects
the land
b. All or part of the land should
be acquired so that land is
not fragmented.
c. If land that is acquired is too
wide, the project should
make a rest area at several
sites.
Another aspect to consider is
flood disturbances, especially
near the rattan plant at the front
of the Polsek office which
usually floods on rainy days.
Water drainage was halted at
the forest and hence water
tends to flood the settlement
areas. The area which usually
floods is Blok Cikarang in RT 04
RW 07.
About 24 blocks of village land
will be affected. The plan is to
buy other land in neighbouring
villages. Production value of this
land is 7 ton/ha of wet rice. This
is sold to grinders for Rp.
300,000/quintal or Rp. 3,000/Kg.
Land price was recently valued
2
at Rp. 300,000/m for the
community. The NJOP is Rp.
2
103,000/m and the land
acquisition price as according to
other regions was 5 times the
NJOP.
Width of the land where the
grinder plant is is about 4 Ha.
Land is owned by himself and

III-33

No.

Village /
Region

STA
Location

Asset Type
Affected by
Project Plan
musholla

Informant

Attitude/Feedback/Hope

Owner of
grinder plant

EIA

its location is near to the State

Forest (Perhutani) area.
Objections to the toll road
because there are no other
alternative land that would suit
this business. If the toll road has
to be implemented, he will
require replacement land with
Perhutani which should be
coordinated with the
government.
Other alternative replacement
land should include the
conversion value by real price
because the stone grinder
needs a wide and safe location.
The stone grinder plant collects
rocks and uses an engine
grinder and has heavy vehicle
traffic. If it is near to residential
areas it will produce dust
disturbance at a distance of
about 100 meters.
The grinder process big stones
which are sent from Sumedang
and then sold to consumers.
Generally the consumers know
the plants location. If the plant
has to move to another location
it will need adjustment and a
long time to reestablish itself to
its former production, about 6
months.
Expectation that the plant is
moved to a new suitable
location where it can adequately
operate.
If it is not substituted with
Perhutani business location this
will mean there is no access to
the plant.
This means that the land
acquisition cannnot implement
simultaneously but gradually. It
will require 6 months to build the
new factory and get the new
machines.
Besides the land substitution
problems, the factory will also
need a new grinder machine,
because the current machine
has been permanently installed.
There are four machine units.
The lowest price for such a
machine is about Rp. 1 billion.

III-34

No.

Village /
Region

STA
Location
202+550

Asset Type
Affected by
Project Plan
Vacant land
at location I
and vacant
land behind
the Factory
storage
facility

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

Attitude/Feedback/Hope

EIA

The land that will be affected by

the toll road is vacant land
2
(around 600 m ) and this is not
a problem. The land is
someones property.
Only Location III (land size
2
27,000 m and building size
2
5,000 m ) will be a problem
because the factory will be
affected by the toll road at the
back part. It is suggested that
the acquired land is not
increased as there is no more
space on the left or right side.
On the left side there is a
mountain owned by H. Parno,
and on the right side there is a
road owned by PT. Telkom, and
at the front there is irrigation At
the back there is a mountain
own by Perhutani.
It is suggested that the
alignment should be moved to
the back of the factory to the
Perhutani owned land so that
the toll road does not affect the
rear of the factory. The rear
part of the factory is used as
storage.
This year the factory will
implement business
development, but the presence
of the toll road has hampered
this plan.
The Rattan Plant has operated
for 15 years and has assets of
almost Rp. 25 Billion. There are
300 employees of which almost
60% are local labour from
Ciwaringin and Gempol district.
The Rattan Factory is a
business activity which involves
many employees and its product
is exported to the United States
and Italy. The proposed toll
road development will not
hamper this business process
because it will support export of
the rattan product to other
countries.
If the rear part of the factory is
affected by the toll road, they
will require substitution for the
location of this storage.
Traffic in and out of the factory

III-35

No.

Village /
Region

STA
Location

Asset Type
Affected by
Project Plan

Informant

Attitude/Feedback/Hope

5.

Babakan

200+950

Yard, house,
and Rice field

Alex, Manajer
PT. Terracota
(Ceramic
Factory)

Kuwu
Babakan

3.3.5

will be un-halted.
This toll road will bring benefits
for this business, especially with
regard to goods distribution and
access both for raw materials
and market distribution.
Front part of the factory will be
affected
Does agree to the toll road plan,
as long as vehicle traffic in and
out of the factory is not halted
and remains safe.
It is considered that the land
that will be acquired is to wide
enough because it will be
difficult to develop activities in
the future.
Toll road will not disturb this
business activity.
Compensation value is
reasonable and beneficial.
400 persons are employed, and
produce various ceramic
products such as closets, floors,
ventilation, etc for Java.
Socialization activity that was
implemented by the project did
not reach this village
government.
Compensation price from
experience has tended to be
defined by the Appraisal Team.
The discussion on price is a
formality only and the price
proposed by the community has
by experience always been
avoided.
the land affected is village land,
2 houses, and 1 iron factory.
The iron factory has an
objection because the front part
of its business will be obliquely
cut.

Transportation

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

EIA

III-36

Regional Traffic volume

The problem of traffic is the crowded traffic during busy hours. Data review need to
be undertaken carefully to guarantee a good design.
Below is the volume of traffic and V/C ratio in state/province road in West java.
Table 3.22

Volume of Traffic

Vehicle
Vehicle
Categorization
Type
Car
small/ Van
Bus
Small
Medium
big
Truck
Pick up
2 As wheel
3 As wheel
Semi-Trailer
Full Trailer
Sub Total
Total
Amount of
Calculation
Rate of Activity

National Road
Volume
Percent
245.984
29,8
101.325
12,2
85.863
10,4
187.188
22,6
118.228
14,3
205.200
24,8
24.290
2,9

Province Road
Volume
Percent
110.455
31,7
74.387
21,3
21.358
6,1
95.745
27,4
61.564
17,6
75.654
21,7
2.841
0,8

42.817

5,2

2.176

3.571
394.108
827.278

0,4
47,6
100,0

597
142.832
349.032

0,6
0,2
40,9
100,0

The Entire Road

Volume
Percent
30,30
356.439
175.712
14,90
107.221
9,10
282.933
24,10
15,30
176.792
280.854
23,90
27.131
2,30
44.993

3,80

4.168
536.938
1.176.310

0,40
45,60
100,00

81

114

195

10.213

3.062

6.031

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

Table 3.23
V/C Ratio
1,0
1,8-1,0
0,6-0,8
0,4-0,6
0,2-0,4
0-0,2
Total
Percentage

Analysis of V/C Ratio in State/ Province Road

< 5 km
4
9
0
77
107
724
922
27,8

Wide of The Road (m)

5 - 6 km
6,2-7,2 km 7,2-12 km
49
120,0
52
10
49,0
28
45
192,0
71
165
206,0
115
274
146,0
77
570
152,0
62
1.113
864,0
405
33
25,4
12

> 12 km
19,0
17,0
19,0
31,0
16,0
103,0
3,0

The Entire Road

Long (km) Percent
6,61
225
115
3,39
324
9,52
582
17,09
18,62
634
1.525
44,76
3.407
100,00
100

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

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

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

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

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

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

EIA

III-37

CHAPTER IV
SCOPING
Scoping defines the project activities and impacted environmental components in
more elaboration for the Rerouted Toll Road Segment STA 199+507.66 until STA
204+236.90, and determines the study area where all the significant environmental
impacts are predicted to occur.
The scoping process is implemented gradually. First the process identifies the
potential impacts that are predicted to occur based on the project activity plan and
the environmental components. The second part of the process is the evaluation of
these potential impacts to identify which will cause bigger impacts and to identify
which impacts are hypothetically significant.
The process of impact identification and evaluation involves input from the
community, and experts who submit verbal and also written input in the public
consultation process. These are some of the main considerations in defining the
significant hypothetical impacts.
According to the questions, statements and information received from the community
there are several issues that should be considered in this ANDAL study, such as:
(1) Land acquisition
(2) Sacred graves
(3) Labour employment
(4) Destruction of existing roads
(5) Public order and safety.
(6) Environmental pollution
4.1

IDENTIFICATION OF POTENTIAL IMPACTS

Identification of potential impacts aims to measure the potential impacts that may
occur due to the construction plan for the Rerouted Toll Road Segment, STA
199+507.66 until STA 204+236.90. The impact identification process was discussed
with AMDAL experts, included input from public consultations, and considered
information about various environmental issues in the project site as found by the
study team.
The identified potential impacts have been arranged in a matrix (see Table 4.1) that
describes the relationship between the environmental components that will be
affected and their causes as a source of impact, in the pre-construction, construction,
and operation phases. Figures 4.1 to 4.3 outline the impacts for each phase; preconstruction, construction and operation.

EIA

IV-1

Matrix of Identified Potential Impacts for the Rerouted Toll Road

Segment STA 199+507.66 until STA 204+236.90

Labour Mobilization

Mobilization of Heavy vehicles

and Construction Materials

Land Clearing and Road

Construction

Dismissing Labour

Road Operation

Road Maintenance

ENVIRONMENT COMPONENT

A. PHYSICAL CHEMICAL
1. Climate
2. Air quality and noise level
3. Physiography and Geology
4. Water Quality
5. Hydrology
6. Space, land and soil
B. BIOLOGICAL
7. Flora
8. Fauna
9. Aquatic Biota
C. SOCIAL ECONOMIC
CULTURAL
10. Demography
11. Employment
12. Culture/Community habits
13. Social conflict
14. Public perceptions
15. Traffic and Accessibility
D. PUBLIC HEALTH
16. Environment Sanitation
17. Morbidity
Information :
: Potential Impact

EIA

OPERATI
ON

CONSTRUCTION

Planned Acquisition

ACTIVITY TYPE

PRE
CONSTR
UCTION

Field Survey

Table 4.1

IV-2

Figure 4.1

EIA

Identification of Potential Impacts during Pre-Construction

IV-3

Figure 4.2

EIA

Identification of Potential Impacts during Construction

IV-4

Figure 4.3
4.2

Identification of Potential Impacts during Operation

EVALUATION OF POTENTIAL IMPACTS

This evaluation aims to minimise the potential impacts on the environmental

components that are expected to be affected; there are four (4) criteria that are used
in evaluating the impacts, namely:
1. Quality of and stress on the natural resources in the project area.
2. Value of the environmental components that will be affected by both socioeconomic and ecological aspects.
3. Public anxiety.
4. Legislation that may potentially be violated by the activity plan.
The evaluation of potential impacts used these four criteria as shown in Table 4.2
Evaluation of Potential Impacts. The results of this evaluation of critical/significant
hypothetical impacts of the planned road construction are presented in Tables 4.2
and 4.3.

EIA

IV-5

Table 4.2

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

Potential Impact
I. Pre Construction Phase
Social Economic Cultural
1) Public perceptions due to the
field survey

2) Livelihood due to land

acquisition
3) Emergence of public perceptions
due to land acquisition

II. Construction Phase

Physical Chemical
1) Changes to microclimate
including temperature and
humidity

2) Decreased Air quality and

Increased Noise caused by the
mobilization of heavy equipment
and construction materials, as

EIA

Evaluation of Potential Impact

Field survey activities including socialization of plans to build the toll road are
expected to cause positive and negative impacts on the socio-economic and
cultural aspects of public perceptions, and lead to rumours in the community
that information on the community action plan is not clear. However, due to
planned road construction activities the community is aware of this action
plan, so the impact of this activity will be the emergence of negative
perceptions that are not expected to occur. Therefore this hypothetical impact
is categorized as not important.
Land acquisition activities are feared to lead to the loss of livelihood due to
acquisition of rice fields and gardens and land clearing activities; this
hypothetical impact is considered important.
Land acquisition activities will lead to negative perceptions amongst the
community because the land that was previously going to be acquired could
not be acquired, leading to a change in the alignment of the road. This will
happen also if the project cannot reach an agreement with the community on
the alternative route, where negative perceptions will spread to surrounding
communities that are not associated with the land acquisition process and
who will consequently interfere with the smooth running of the project. It is
concluded that this hypothetical impact is important.

Microclimate changes will cause a decrease in the amount of green open

space at the project site, due to the clearing of land and construction of the
road covering 27 hectares (4500 m length and 60 m ROW); this impact will
last only during the clearing of the roadside soil and plants. The open land
bordering the road will be planted with shady plants; thus micro-climate
changes to temperature and humidity are considered not significant.
Mobilization of heavy equipment and construction materials will lead to
increased dust and noise on the road from vehicles and heavy equipment that
will transport construction materials and equipment. These vehicles will travel
via existing roads and residential areas, so the dust will settle on the surfaces

Hypothetical Significant
Impacts

Loss of
employment/profession

Negative perceptions due to

no agreement on land
acquisition

Increased dust and sound

levels will cause disturbance
to community comfort

IV-6

Potential Impact

Evaluation of Potential Impact

well as the clearing of land and

road construction

of buildings and factories, while the noise will disturb residents comfort levels
during their rest time, mainly in the afternoon and evening. Based on these
considerations, the mobilizing of heavy equipment and building materials is an
important hypothetical impact.

3) Physiographic and geologic

changes due to the clearing of
the land and road construction

4) Decreased Surface Water

quality due to mobilization of
labour, land clearing activities
and road construction

Clearing and development of land along the 4.5 kilometres includes land
clearing, stockpiling, excavation of the land in accordance with the existing
contours of the land, and road construction work including building structures,
installing drainage, piling and completing the development and supporting
facilities. Most work sites are located in community neighbourhoods, and
fugitive dust will stick to the surfaces of buildings and factories, while the
noise generated by the machines will disrupt the comfort of residents at rest,
mainly in the afternoon and evening. Based on these considerations, the
clearing of land and construction of the road is classified as a hypothetical
important impact.
Some places located in flat areas, basins and steep hills need to be stripped
and have cut and fill work done. These activities will lead to changes in the
landscape, especially along the 4.5 km route. Another potential impact is the
increased occurrence of landslides due to slope instability and erosion that
can lead to an increase in TSS in the receiving water bodies. Based on these
considerations, the clearing of the land and road construction are considered
a hypothetical significant impact on physiography and geology.
Mobilization of 150 employees and construction activities will generate waste
that will pollute domestic water quality. Some workers will stay in their homes,
while the migrant workers will be given accommodation in the base camp
which will be equipped with toilet facilities. Based on these considerations, the
impact of workers on the decline in river water quality is considered a not
important hypothetical impact.
Clearing of land and road construction activities will involve cut and fill and
stripping, so when it rains the run-off will enter into watersheds, especially
Ciwaringin River. Walahar village will experience siltation of irrigation
channels due to an increase in TSS in the receiving water bodies. The impact
of increased sedimentation and TSS in receiving water bodies will cause
disruption to aquatic biota and water users, which is feared to cause negative

EIA

Hypothetical Significant
Impacts

Increase in local dust and

noise will cause interference
with the comfort of the
environment

Changes to the landscape,

increased potential for
landslides and erosion due
to cut & fill and stripping.

Increased levels of mud and

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

IV-7

Potential Impact

5) Hydrological changes caused by

land clearing and road
construction

6) Impacts on Space, Land and

Soil by mobilisation of heavy
vehicles and construction
materials, and land clearing and
road construction activities

Biological
1) Loss of vegetation due to land
clearing and road construction.

2) Decrease in diversity of fauna

due to land clearing and road
construction

EIA

Evaluation of Potential Impact

public perceptions towards the project. Based on these considerations, the
impact of land clearing and road construction activities on surface water
quality degradation is considered a significant hypothetical impact.
Clearing of the land and road construction activities will change the pattern of
water flow as it will be cut by the road, and land cover will change from green
open space to a closed road that will change the coefficient of water which in
turn affects water discharge at the project site when it rains. The impact of
disruptions to the flow pattern of Ciwaringin River and irrigation channels as
well as increased run-off is feared to lead to negative perceptions amongst
the community about the project. Based on the above considerations this
hypothetical impact is categorized as significant.
Mobilisation of materials in the construction stage is predicted to produce
impacts on existing road conditions which are the main transportation route.
The impact will be road damage caused by the carrying capacity of the
vehicles used for toll road construction which is higher than the road loading
capacity. Road damage will affect traffic flow, traffic hazard risks, and
increase dust levels. According to these considerations this impact is
categorized as a hypothetical important impact.
Land clearing and road construction will impact the space, land and soil that
are used for settlements, agriculture area and industry as they will be
converted to road. However, this impact is categorized as a hypothetical
unimportant impact.
Land clearing and road construction will remove vegetation in the path of the
road, so there will be a change or decrease in the vegetative function, and will
reduce the area of gardens, fields and other uses. The land to be cleared is
quite small at 27 acres extending over 4.5 km in length with a width of 60 m,
and there is no protected vegetation in the area, as it is mostly residential
areas, plantation agriculture and industry; as such the impact on vegetation is
a relatively insignificant hypothetical impact.
Land clearing and road construction will occur in irrigated rice fields, gardens,
forest, vacant land, rain-fed rice fields, farms, and settlements which serve as
habitat where wild fauna can be found. Although the area that will cleared is
relatively small, 27 ha along 4.5 km with a width of 60 m, vegetation will be
lost hence decreasing the diversity of fauna that lives in this vegetation; as

Hypothetical Significant
Impacts

Changes to water flow

trends and increasing run off
will cause negative
community perceptions
about the project

Public road damage will

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

IV-8

Potential Impact

Evaluation of Potential Impact

3) Disturbances to Aquatic Biota

through the mobilization of
manpower and land clearing and
road construction

such this is categorized as a hypothetical important impact.

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

Social Economic and Cultural

1) Demographic changes due to
labour mobilization

2) Employment and business

opportunities, and dismissal of
labour due to construction and
mobilisation

150 persons will be recruited during construction activities, consisting of 96

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

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

Hypothetical Significant
Impacts
-

Disturbances to Aquatic
Biota caused by decreasing
water quality

Job opportunity for local

people

Business opportunity will

cause increasing income

At the end of the construction stage the labour employed for construction will

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IV-9

Potential Impact

Evaluation of Potential Impact

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

3) Local culture/ Local community

habits caused by labour
mobilization

4) Public opinion in connection with

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

5) Traffic and accessibility

hampered due to mobilisation of
heavy equipment and
construction materials

EIA

Labour mobilization will produce a negative impact in the form of changes to

security and community comfort, as it is feared that comfort will be disturbed
by increasing interactions between local labour and migrant labour, and
between migrant labour and local people. It is feared that different habits and
norms will be introduced to the local community and cause changes to the
social economic religious and agriculture structure; it is also feared that not all
of local community will welcome the migrant labour who have different habits
and different culture. Based on this consideration this impact is categorized as
a hypothetical important impact.
It is feared that mobilization of the local population for construction jobs will
not occur as the contractors will source their own employees, and local people
will not be provided with job opportunities or business opportunities. This will
thus change the attitudes and perceptions of the local community. This impact
is categorized as a hypothetical significant impact.
Negative attitudes and perceptions amongst the local community will be
caused by increasing local dust and noise levels due to the mobilisation of
heavy equipment and construction materials and land clearing. This impact
will disturb community comfort and hence it is categorized as a hypothetical
important impact.
Dismissal of construction labour will cause negative perceptions of the project,
however the construction labour will be made aware upon hiring of the limited
work contract schedule, hence this impact is categorized as a hypothetical
unimportant impact.
Mobilisation of heavy equipment and materials will involve vehicle around
1,622 trips during construction or 18 trips/day (material weight will be 194,606
tons, there will be 15 vehicles, and transport will occur during the construction
phase in peak hour over about 3 months). Transportation will occur over an 8
hour/day hence the number of trips is time based (hourly) and becomes lower.

Hypothetical Significant
Impacts
-

Presence of migrant labour

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

Negative attitudes and

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

IV-10

Potential Impact

Evaluation of Potential Impact

Public Health
1) Decreasing sanitation caused by
labour mobilization, mobilisation
of heavy equipment and
materials, land clearing and road
construction

Based on the number of trips, the impact of mobilization of heavy equipment

and construction materials on traffic and accessibility is categorized as a
hypothetical unimportant impact.
The 150 employees during the construction phase will produce domestic
waste hence this will decrease sanitation in the area. Some employees will
reside in their homes, if they are local labour, while some construction
workers will stay at the base camp which will include a toilet facility. The
impact of decreasing sanitation on public health is categorized as a
hypothetical unimportant impact.

2) Morbidity caused by labour

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

Mobilisation of heavy vehicles and construction materials, land clearing and

road construction will produce increasing levels of local dust and noise in the
settlements around the project location. Part of the project is located near
settlements; hence fugitive dust will enter their building and land, while noise
levels produced by engines will disturb the comfort of local people especially
during their rest time in the evening and night. As this impact will only occur
during the construction stage over 3 months, this impact is categorized as a
hypothetical important impact.
Interactions between local labour and migrant labour and interactions
between migrant labour and the local community will cause increased
morbidity. Migrant labour will reside at the base camp hence they will not
interact with the local community and they will work full time, so the chance of
active interactions with local the community is small. Based on this
consideration, this impact is categorized as a hypothetical unimportant
impact.
Mobilisation of heavy equipment and construction materials, land clearing and
road construction will produce local dust and increase noise levels in the
settlements around the project location. Part of the project is located near
settlements hence fugitive dust will affect local people by producing ISPA
diseases and ailments. Part of the project is also located near densely
populated settlements. Base on this consideration this impact is categorized
as a hypothetical important impact.

EIA

Hypothetical Significant
Impacts

Health disorders caused by

increased local dust and
noise in settlements.

IV-11

Potential Impact
III. Operation Phase
Physical Chemical
1) Degraded Air quality and
Increased Noise levels due to
toll road operation

2) Decreasing water quality due to

operation and maintenance of
toll road

3) Hydrological changes caused by

toll road operation

EIA

Evaluation of Potential Impact

Vehicle activity on the toll road will produce exhaust gas emissions such as
CO, NO2, SO2 and dust; hence air quality will degrade and noise levels will
increase. Degraded air quality will cause impacts such as health disorders
especially in people who live in the neighbouring settlements that pass the toll
road. Vehicles will also increase noise levels which will disturb the comfort of
the local community at night. As the toll road will operate continuously for 24
hours, this impact is categorized as a hypothetical important impact.
Water quality will be degraded during the toll road operation due to potential
oil spills and other substances from vehicles which will runoff into nearby
water bodies on rainy days. Increased levels of oil & fat in water bodies will
disturb aquatic biota and the people who use the river water, hence it is
feared to cause negative perceptions about the project. This impact is
categorised as a hypothetical important impact.
Toll road maintenance will also cause the degradation of water quality as
substances present on the surface of the road will runoff into nearby water
bodies on rainy days. Increased levels of oil & fat will disturb aquatic biota and
people that use the river, hence it is feared that this will cause negative
perceptions of the project. This impact is categorised as a hypothetical
important impact.
The existence of the toll road will change water flow patterns as the water
bodies are cut by the road, and land cover will change from green open space
to closed roads which will cause changes in the coefficient of water which in
turn affects the flow of water when it rains. The impact of disruptions to the
flow pattern of Ciwaringin River and irrigation channels as well as increased
run-off may lead to negative community perceptions about the project.
Although the rivers and irrigation canals that are cut by the road toll have
been equipped with culvert systems, if left untreated sedimentation and
blockage by plants will occur and reduce the capacity of the culverts to
manage this sedimentation. The increase in water flowing into the public
drainage system will lead to increased discharges into the channels so that if
the maximum capacity is exceeded they will overflow into the lower regions.
This impact is categorised as a significant hypothetical impact.

Hypothetical Significant
Impacts

Degraded air quality will

cause health disorders and
increased noise levels will
cause disturbances to
comfort of the local
community.
Increased oil & fat content in
water bodies will cause
decreased water quality and
disturbed aquatic biota and
river users.
Increased oil & fat content in
water bodies will cause
degraded water quality and
disturbance to aquatic biota
and river users.

Capacity of the drains are

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

IV-12

Potential Impact
Biological
1) Aquatic biota is disturbed due to
toll road operation and
maintenance

Evaluation of Potential Impact

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

Social Economic and Cultural

1) Job and business opportunities
caused by toll road operation
and maintenance

Toll road operation will create job and business opportunities for the local
community. This increase in employment opportunities will reduce the
dissatisfaction amongst local communities about other negative toll road
operation impacts. This impact is categorized as a hypothetical important
impact.
Toll road maintenance will increase the income of those hired/involved in road
maintenance. Although road maintenance has small hiring requirements, it will
help local people as an alternative profession to increase their income. This
impact is categorized as a hypothetical important impact.

2) Disruptions to local culture from

toll road operation

3) Community perceptions due to

toll road operation and
maintenance

EIA

Toll road operation will cause changes to local culture and habits amongst the
local community due to disturbances to the local community. The toll road will
cross by settlements and cut communications between villages, and hamper
easy access of these villages via motorcycle or walking, as it will become too
far for local people to use the bridge crossings. This habit will be difficult to
change and hence people will push their self to cross the toll road bridges with
high risk. This impact is categorized as a hypothetical important impact.
Toll road operation and maintenance will cause negative perceptions amongst
the local community due to decreasing air quality and increased noise levels,
flooding of rivers and irrigation channels, and the lack of job opportunities
during toll road operation. Toll road operation is long term, and will continue to
have various impacts on the physical and chemical environmental side. This

Hypothetical Significant
Impacts
Increased oil & fat content in
water bodies will disturb
aquatic biota.

Increasing oil and fat content

in water bodies will disturb
aquatic biota

Job and business

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

Hamper accessibility of the

local community and
increase traffic risks

Negative community
perceptions caused by
continued impacts

IV-13

Potential Impact
4) Traffic and accessibility

Public Health
1) Increased morbidity due to toll
road operation

Evaluation of Potential Impact

Hypothetical Significant
Impacts

impact is categorized as a hypothetical important impact.

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

Traffic conditions will

improve, but local
accessibility will halt

Toll road operation will cause health disorders such as increasing morbidity
caused by degraded air quality due to vehicle activity which will emit exhaust
such as CO, NO2, SO2 and dust. As toll road operation will be a long term 24

Decreased air quality will

increase occurrence of
health disorders

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

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IV-14

Evaluation Matrix of Potential Impacts for the Rerouted Toll Road

Segment STA 199+507.66 until STA 204+236.90

A. PHYSICAL CHEMICAL
1. Climate
2. Air quality and noise level
3. Physiography and Geology
4. Water Quality
5. Hydrology
6. Space, land and soil
B. BIOLOGICAL
7. Flora
8. Fauna
9. Aquatic Biota
C. SOCIAL ECONOMIC
CULTURAL
10. Demography
11. Employment
12. Culture/Community habits
13. Social conflict
14. Public perceptions
15. Traffic and Accessibility
D. PUBLIC HEALTH
16. Environment Sanitation
17. Morbidity
Information :
P = hypothetic significant impact
TP = hypothetic not significant impact

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OPERAT
ION

Mobilization of Heavy vehicles

and Construction Materials

Land Clearing and Road

Construction

Dismissing Labour

Road Operation

Road Maintenance

CONSTRUCTION

Labour Mobilization

ENVIRONMENT COMPONENT

PRECONSTR
UCTION

Planned Acquisition

ACTIVITY TYPE

Field Survey

Table 4.3

P
TP

TP
P
P
P
P

P
P
P

P
P
P
P
P

P
TP
TP
P

TP

P
P
P

P
P

TP
P
TP
P
P

TP
P

TP

P
TP

TP

T
P
P

IV-15

Figure 4.4

EIA

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

IV-16

4.3

ACTIVITIES STUDIED IN THE SCOPING PROCESS

1) Pre Construction Phase

Field Survey

Land Acquisition

2) Construction Phase

Labour mobilization

Heavy equipment and construction material mobilization

Land clearing and road construction

Labour dismissal

3) Operation Phase

Road operation

Road maintenance

4.4

ENVIRONMENTAL COMPONENTS STUDIED

1) Physical and Chemical Components

a. Climate, including the parameters: temperature, humidity, rain volume, wind
speed and wind direction;
b. Air Quality and Noise parameters: dust, NO2, SO2, CO and noise;
c. Physiographic and Geologic parameters: morphology, geological structure,
soil bearing capacity, ground water depth, earthquake probability, and soil
type;
d. River Water and Ground Water quality, including physical chemical and
biological parameters and standards for aquatic biota and fisheries.
e. Hydrology, including river name and river use;
f.

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

2) Biological Components
a. Terrestrial Biota, including flora and fauna, consisting of the parameters:
diversity, cultivation, vegetation, natural vegetation, and protected species;
b. Aquatic Biota.
3) Social, Economic and Cultural Components
a. Demographics, consisting of: population structure, population density,
education levels, and productive labour age;
b. Economics, consisting of: economic infrastructure, community income levels,
job opportunities, and profession/employment;

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IV-17

c. Culture, consisting of: local habits and trends, social change, and attitudes and
perceptions.
d. Traffic, including the parameters: traffic volume and road congestion.
4) Public Health Components
Public health consists of the following components: morbidity and environmental
sanitation (clean water, nutrition, health facilities, doctors and paramedics).
4.5

BOUNDARY OF STUDY AREA

The boundary of the Supplemental ANDAL, RKL and RPL Study area for the
Rerouted Road Segment STA 199+507.66 until STA 204+236.90 was determined
with consideration for the wide impact area to be affected by the project, which
consists of the following project boundaries: ecological, social and administrative
boundaries.
1) Project Boundaries
The study area was based on the width of the project road: 4.5 km long and 60 m
ROW; hence a total area of about 27 Ha.
2) Ecological Boundaries
The ecological impacts are limited to the receiving water bodies (namely the irrigation
channels in Walahar village and the Ciwaringin River), and the air which is limited to
the location of the nearest settlement.
3) Administrative Boundaries
Government administrative boundaries that are predicted to be potentially affected by
the project are Sumber Jaya district in Majalengka Regency and the Ciwaringin and
Gempol districts in Cirebon Regency, West Java Province.
4) Social Boundaries
Social boundaries are the regions where people are predicted to be affected directly
by the project: Panjalin Kidul village in Sumber Jaya district, Majalengka Regency;
Walahar village in Gempol district, Cirebon Regency; and Ciwaringin village in
Ciwaringin district, Cirebon Regency.
5) Study Area Boundary
The ANDAL study are boundary is a result of the project administrative, social and
ecological boundaries, as shown in Figure 4.5.

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IV-18

Figure 4.5

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Study Area Boundary

IV-19

Table 4.4

Schedule of the Supplemental ANDAL, RKL & RPL Study

Environmental
Component

Hypothetical Significant Impact

Schedule

Pre Construction Phase

Social Economic
Cultural

Loss of employment and income-earning land

2 year

Negative perceptions

2 year

Air Quality

Increasing dust and noise levels

2 year

Water Quality

- Increasing TSS in water

- Decreasing water quality

2 year
2 year

Hydrology

Increased run off

2 year

Biology

- Vegetation Loss
- Terrestrial fauna Loss
- Disturbance to aquatic biota

1 year
1 year
1 year

Social Economic
Cultural

New job opportunities

Income increase
Business opportunity
Loss of employment/profession
Negative attitudes and perceptions
Negative attitudes and perceptions caused
by decreased air quality
- Negative perceptions caused by decreased
income

2 year
2 year
2 year
2 year
2 year
2 year

- Traffic congestion
- Road damage caused by material
transportation.
- Road damage cause by land clearing

1 year
1 year

Increased CO, SO2, NO2 and dust

2 year

Construction Phase

Transportation

2 year

1 year

Operation Phase
Air Quality
Social economiy and
culture

EIA

Negative perceptions amongst local

community
Improvement to traffic flow

2 year
2 year

IV-20

CHAPTER V
PREDICTED ENVIRONMENTAL IMPACTS

5.1

PRE CONSTRUCTION PHASE

5.1.1

Employment/Profession

The size of the project site for the Rerouted Toll Road Segment from STA
199+507.66 until STA 204+236.90 is 27 Ha. The land acquisition process will acquire
land owned by individuals, Perhutani and PT. Telkom. Land that lies within the new
4.5 km road route includes yards, gardens, productive rice fields, and forest.
1) Impact on Agricultural Production
Land acquisition is predicted to produce negative impacts on the income of the local
people, especially for those involved in rice field and garden production. Although
farmers will face a declining income as their productive land will be acquired by the
toll road, the declining income will only be temporary because the local community
will receive positive impacts from the land acquisition in the form of high
compensation rates.
The extent of this economic impact is known by comparing the economic land value
of rice and crop fields with the economic value of the land to be acquired, and
calculating the value of land compensation received by the local people according to
the size of the land to be acquired.
The compensation value received by the local people should be used to allocate new
land to compensate for the acquisition of the productive land, such as buying other
land or businesses. According to discussions with land owners after receiving the
compensation payment, it was found that the claimants used the money to buy other
more productive land around the project location or in other villages. The
compensation payment was also used for business purposes.
An important negative impact faced by several farmers, as found through discussions
with several farmer land owners, is the loss of their main profession because the
productive land was acquired and the compensation payment was not used to buy
other productive land.
2) Impact on Income
Residential land and industrial/commercial activities, like rock grinding factories,
rattan factories, waste and good storage and ceramic factories will be acquired
during land acquisition. The negative impact on income is temporary because after
the claimants receive their land compensation payment it will turn this impact into a
positive impact.
Negative impacts will accumulate up until the operation phase, if the land
compensation price does not match local community demands; hence land

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V-1

acquisition is categorized as a negative/positive significant impact on peoples

employment/profession.
5.1.2

Social Conflict

5.1.2.1 Field Survey

The field survey undertaken involved the collection of various data required for the
Toll Road Rerouting from STA 199+507.66 until STA 204+236.90, identified project
areas that overlapped with other activities, and inventoried all land owners that fall in
the project site.
It is predicted that this activity will induce social conflicts due to the identification of
overlapping sites and the inventory of land owners which involves placing poles on
peoples land. Probability of social conflict between local communities and the project
is high if the activity is not properly socialised to the local community.
Feedback from the community and village officials on the project activity revealed
that the socialization undertaken in the local community was not optimal, hence it
produced restlessness in the local community.
Restlessness is a form of latent conflict. Latent conflict results in local communities
objecting to the project plan and activities, such as what happened in Kalimati village,
Walahar village, the rock grinding factory and rattan factory in Ciwaringin village,
other business in Penjalin village, and the rice field owners who are being divided by
the toll road. The local community still disagrees with the project plan and objects to
project activities such as the installation of measuring poles and conduct of
measurement surveys, due to the following factors:

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

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

There is no alternative proposal for businesses if their land is acquired,

therefore the development of their business will be halted.

Based on the conditions above, the field survey will produce big impacts with regard
to potential social conflicts. A new potential source of social conflict is to do with disorganisation, where their social lives will disintegrate, or where there are differences
or gaps between groups and their goals. Social groups are on one side and
businesses and the central government, who implemented this activity, are on the
other side.
Different goals among the groups must be considered as community interest through
encouraging community involvement before the activity is undertaken. By involving
the community from the beginning of the planning process, the community will clearly
understand the goals of the Rerouted Segment of the Toll Road. Community

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V-2

participation in each phase is important because:

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

Local community has the right to information on the development and

environment especially relating to business and activities which will have
significant impacts.

Community is more aware and understands the potential impact on their

residence, physical environment and social environment.

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

Based on these conditions, if synergy is not achieved between the functions and
goals of each group, then social conflict in the community will be big.
Potential conflict may arise within the following groups that are affected directly by
this project:
1.

2.

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

About 6 households in Penjalin Kidul village (Sumber Jaya district,

Majalengka Regency)

b.

About 21 households and 1 Madrasah in Walahar village (Gempol district,

Cirebon Regency)

c.

30 graves in a graveyard, including 1 ancestral grave, in Walahar village

(Gempol district, Cirebon Regency)

d.

1 Rock grinding factory and 1 Rattan factory in Ciwaringin village (Ciwaringin

district, Cirebon Regency)

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

This impact is predicted to be most widespread in those villages/districts affected by

the project where the Project Initiator and Local Government did not transparently
socialize the project plan to the community, and as such the community doesnt
understand the plan.
The predicted social conflicts may be long term if the project initiator/government do
not synergise the role and purpose to the local community. However the impact can
be made positive if the project initiator/government implements comprehensive and
transparent socialization sessions on the Road Rerouting.
Based on the number of people to be affected by this impact, the size of the impact
distribution area, the impact duration, the cumulative affect, and the reversibility of
the impact, this field survey is categorized as a negative important impact.

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V-3

5.1.2.2 Land Acquisition

Land acquisition is predicted to produce negative impacts on social interactions in the
form of conflict between local people and the project initiator and local government if
the land acquisition process does not match the expectations of the local community.
Predicted conflict between the community, project initiator and local government
during the land acquisition process is expected to occur due to: 1) Land and
plant/assets inventory 2) Determination of land and plan/asset compensation price.
It is predicted that conflict regarding the land and asset inventory and land
compensation value will be caused by:
1. Discrepancies in the land measurements and land inventories, as the officers will
define the land borders according to the land certificate or BPN regulation, while
the land owners will define their land borders according to local culture and
traditions.
2. Variations in land market prices in each location/village/region.
3. If compensation for crops and plants are not paid, or there are errors in calculating
the number of trees/crops/plants. The officers will determine the number of
trees/plants according to distance-based provisions from the Department of
Agriculture, while the landowners will want the number of trees/plants counted
individually.
4. Discrepancies between the names of the actual landowners and those names that
have been listed by the project with land to be acquired. The names of
landowners registered in the District are not always the same with the real
landowners, and it may be found that land is owned by other people in certain
areas.
While these sources of potential conflict have been collected from discussions with
the local community, the community has also informed that the land compensation
value does not match the requirements of the local community for the following
reasons:
1. Price is too cheap and does not match the market price
2. Gardens and rice fields are the main livelihood
3. Compensation value is not sufficient to buy new land in other places
Based on the description above, land acquisition is predicted to produce a big
impact. Social conflict is predicted to be long term, if the project does not make a
win-win solution/ agreement. However this impact can be reversed if the project
sufficiently explains to the local community how the land compensation to be
received is appropriate and more profitable when compared with the current price, as
the local community will feel that the land compensation process has been a positive
impact.
This impact will be felt by land owners and the local community in Ciwaringin village,
Budur village, Galagamba village, Babakan village (Ciwaringin District), Walahar
village (Gempol district) in Cirebon Regency, and Penjalin Kidul village (Sumber Jaya
District) in Majalengka Regency. According to long duration of impact, the number of

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V-4

people affected by the impact, and the reversibility of this impact, the land acquisition
activity is predicted to produce an important negative/positive impact.
5.1.3

Community Perceptions

The field survey is predicted to produce continued impacts on local community

perceptions of those who live near the activity location. The impact involves the
circulation of rumours in the community because of unclear information about the
plan to be implemented. Based on discussions with informal leaders, village officers
and local community whose land will be affected by the project, it was found that the
information known by the local community about the Road Rerouting is not accurate.
This condition shows that the project has not been effectively socialized to the local
community, as it has produced rumours (perceived conflict) and fears amongst the
local community about the project. The project has a business commitment to
improve local community welfare, but this effort/commitment needs to be clear from
the beginning of the project so that restlessness in the local community does not
occur.
Hence the activity plan needs to be informed transparently and in detail to the
affected community to address local expectations.
Early socialization will reduce the occurrence of social conflict. Therefore a
socialization program is required to be implemented to the local community. The
socialization process will affect the attitudes and perceptions of the community
because according to Charlotte Buehler it is a process help individuals learn and
adapt how to survive and how to think as a group. The socialization process through
social interactions will form a behavioural system which is defined by their character,
and this character system will be defined and form their attitudes to everything
(Charlotte Buehler, 1983).
Based on this thought, the socialization factor is important in forming the attitudes
and perceptions of the community, and socialisation of the project plan must occur in
the affected villages, such as Ciwaringin, Babakan, Galagamba and Budur villages
(Ciwaringin District) and Walahar village (Gempol District) in Cirebon Regency, and
Penjalin Kidul village in Sumber Jaya District, Majalengka Regency.
Although the socialization process has not well informed the local community, based
on conversations with informal leaders, land owners and village officers, the local
community have already agreed to the Toll Road Rerouting STA 199+507.66 until
STA 204+236.90 as it will help meet public needs, especially if the compensation
payments do not harm the local community affected by the project plan. Agreement
to the toll road has occured because the community will receive various benefits like
increased economic activity and improved goods distribution between regions.
The project is requested to undertake the following actions:
1. Prepare land acquisition payments according to agreements with the
community

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2. Do not disturb business activities (such as the rock grinder plant and ratan
factory) and provide alternative land to relocate to (such as PT. Perhutani
land)
3. Relocated residential houses and the madrasah in Walahar village to Tanah
Bengkok in Walahar village.
4. Do not disturb family graves, and if possible relocate the road plan to other
locations, or give the families alternative land and provide for the cost of
relocating the grave to an area that is not far from the current position.

Figure 5.1

Local Community Sensitive Area

Base on these conditions, the predicted negative impact will spread widely amongst
the local community and other villages/districts affected by the project, hence the
number of people to be affected consists of:
1. People living near the project site that will be directly affected: Ciwaringin, Budur,
Galagamba, Babakan villages (in Ciwaringin District), Walahar village (in Gempol
District) in Cirebon Regency, and Penjalin Kidul village (in Sumber Jaya District)
in Majalengka Regency.
2. Land owners affected by the Toll Road development. They live in villages
affected by the project, as well as in other villages.
This impact of negative perceptions can be reversed if the project
initiator/government ocnducts comprehensive and transparent socializations about
the project to the local community. Based on the above-mentioned factors the field
survey is categorized as a negative important impact.

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V-6

5.2

CONSTRUCTION STAGE

5.2.1

Air Quality and Noise Level

5.2.1.1 Heavy Equipment and Construction Material

1) Air Quality
Mobilisation of heavy equipment will produce increased dust levels on the roads
passed by heavy vehicles transporting filling materials or construction materials.
These vehicles will pass existing roads and settlements, especially Panjalin Kidul
village and Walahar village in Ciwaringin. Dust from passing vehicles will spread and
cover buildings and plants; hence it will be easily visible and degrade environmental
aesthetics. Another impact is disturbance to public health (ISPA) caused by breathing
in dust into the respiration system.
This change to environmental quality is temporary, but is cumulative if it covers
buildings and plants and it is difficult to avoid when it rains. If it is found in the
respiration system for acute ISPA patients it will be difficult to recover although the
spread of dust will be limited to a period of 6 months, hence this impact is difficult to
reverse. According to these considerations and the number of people affected by the
impact, this impact is categorized as a negative important impact.
2) Noise Level
Mobilisation of equipment and construction materials will increase noise levels due to
the vehicles used. The noise source will be intermittent. It is predicted noise will
particularly affect the villages of Panjalin Kidul, Walahar and Ciwaringin; these
predictions were calculated using the following formula:
It = Io + 10 log (Ni/vi.T) + 10 log (15/d)1.5 - 13
Where:
It

Noise level intensity at receptor

Io

Noise level intensity at source

Ni

Number of vehicles passing simultaneously

vi

Speed of vehicle

Duration of exposure

Distance from sound source to receptor

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

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

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These calculations do not consider natural noise filters such as plants or the wind
direction and speed. If plants are around this should reduce the noise level from
between 2 - 5 dBA (Raw & Wooten, 1980) depending on the type and density of
plant, as shown in Table 5.1.
Table 5.1 shows the noise levels in the receptors, particularly the settlements; noise
will be present in a radius of 125 m (more than the regulatory standard) from the
noise source, while after radius 125 m noise will meet with standard. In green open
spaces, especially forests, the safe distance from noise source will be within a radius
of 500 m. Noise levels in settlements along the road will become 57-71 dBA or 62.4
dBA, where the existing level is 49.8 dBA.
Table 5.1

Noise levels from vehicle sources along the road at certain

radius from the road centre.
NOISE LEVEL
VEHICLE
NEXT CONDITION
CONTRIBUTION
ALONG ROAD
(m)
(dBA)
(dBA)
10
70.61
70.65
25
64.64
64.79
50
60.13
60.53
75
57.48
58.20
100
55.61
56.66
125
54.16
55.57
150
52.97
54.74
175
51.96
54.10
200
51.10
53.59
225
50.33
53.18
250
49.64
52.83
500
45.13
51.22
Reff : Baku mutu tingkat kebisingan berdasarkan KEPMENLH No.
KEP-48/ MENLH/11/1996, Peruntukan Permukiman 55 dBA & ruang
terbuka hijau 50 dBA.
DISTANCE

Noise will be particularly widespread in Panjalin Kidul, Walahar and Ciwaringin

villages, within 2 km with a radius of 250 m on the left and right sideThis will be a
continuous impact as settlements will be disturbed especially at night if transportation
is implemented at night.
The change to environmental quality present is temporary and will not be cumulative.
Based on these considerations and the number of people affected by the impact, this
impact is categorized as an important negative impact.
5.2.1.2 Land clearing and Road construction
1) Air Quality
Land clearing and road construction along the 4.5 km includes land clearing (cut and
fill and land excavation according to existing land contours), and road construction
(road structure construction, drainage construction, installation of foundations, and

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V-8

construction of supporting facilities). Several villages are in this project area: Panjalin
Kidul, Walahar and Ciwaringin.
In the dry season, soil particles will easily fly by wind and spread. Hence they will
easily cover buildings and plants. High dust particle concentrations in the ambient air
will produce continued impacts on health and aesthetics, hence it is feared this
impact will produce social conflicts. The impact description is as follows:
1. Impacts to health are caused by dust particle entering the respiration channel
and producing ISPA disease. Time of exposure for this disease is between 2-4
years, depending on health conditions at the receptors and the dust quantity
inhaled. Based on the project description, exposure to dust will be long as peak
construction will be over 3 months; however the construction locations will
move according to work progress.
2. Impacts on aesthetics are caused by dust covering the buildings and plants
hence making the area aesthetically unpleasant. Dust on buildings and plants
will be continuously difficult to remove and will form a layer on the building and
plant surface.
3. Impacts on health and aesthetics will cause continued social conflict.
Predictions on how far the particles will spread used a fluid dynamic formula from
Stoke. The fall of dust particles to ground used the following formula:
V = gp(dp)2/18a
Where:
dp

= dust particle diameter = 40 m

= gravitation acceleration = 9.8 m/second

p = dust particle density

a = air viscosity

= 144.14 lb/ft

= 0.0000121 lb/ft-second

By using the formula above, the speed of falling particles is 0.3665 ft/second.
Time needed for particles to settle from different heights to the ground surface
from 2 meters (6.56 ft) is:
t = (height of particle fall) : (speed of particle fall) = 6.56 ft : 0.3665 ft/second
= 17.90 second
= 0.005 hour.
Hence, the horizontal distance of the dust particles are:
S

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

= 0.005 hour x 4.85 mil/hour
= 0.024 mil 0.039 km = 39 m

Based on this calculation, dust particles should spread within a radius of 39 m from
the activity location, and will spread wider if wind is present.
The change to environment quality is temporary, but will accumulate if it covers

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building and plant surfaces as it is difficult to remove unless it is wet by rain water. If
it is found in respiration channels of acute ISPA patients it will be difficult to recover
although their exposure will only be 3 months and the works will move according to
work progress. Hence the impact on health is small and reversible as the time of
exposure is short term. Based on the abundance number of people affected by this
impact the impact is categorized as an important negative impact.
2) Noise Level
Land clearing and road construction along the 4.5 km consists of land clearing (cut
and fill and excavation according to the land contours), and construction works
(structure construction, drainage construction, foundation installation and
construction of supporting facilities) these will increase noise levels in the
environment due to the operation of engines. Increasing noise levels will disturb
peoples comfort especially in the evening or night.
To give a picture of the spread of noise levels the following calculation was used,
with several approaches as follows:
- Noise source - equipment used

= 85 dBA

- Existing environmental noise level

= 50 dBA

- Spread of unfiltered noise level

- Area affected by spread of noise level
Noise level spreading used the following formula :

LP2 = LP1 - 20 log

r2
r1

LP1 = Noise Level at distance r1 (dBA)

LP2 = Noise Level at distance r2 (dBA)
r1 = Measurement of distance from noise source = 1 meter
r2 = Measurement of distance from noise source (meter)
Results of noise level calculations are shown in Table 5.2.

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V-10

Table 5.2

Noise level in the environment around the project location.

No.

Distance (m)

Noise Level (dBA)

1.

85.00

2.

25

72.20

3.

50

61.02

4.

60

59.44

5.

70

58.10

6.

80

56.94

7.

90

55.92

8.

100

55.00

9.

150

51.48

10.

200

49.98

11.

250

47.04

Based on calculation results of noise level in Table 5.2, the noise level in settlements
at a radius of 100 m from the construction equipment will meet the noise level
standard for residential environments of 55 dBA (according to KEPMENLH No. 48
Year 1996). Noise level will not disturb hearing functions or communication because
the level is low, but it will disturb comfort at night if the activity is implemented at
night.
The change to the environment is temporary and will not accumulated because the
noise level will not disturb hearing and the construction works will always move
according to the work progress; as such the impact should be reversible because its
time exposure is low. According to the abundant number of people affected by the
impact, especially in the three villages, this impact is categorized as an important
impact if implemented at night.
5.2.2

Physiography and Geology

The project route runs through plains, creeks and hills hence it will require cut and fill
to meet the road elevation design. The cut and fill and excavation of slopes will
potentially increase the risk of landslides and erossion which will in turn cause
increasing levels of TSS in water bodies.
It is predicted the construction activities will impact on soil morphology and porosity
and cause erosion due to land clearing and construction of roads and supporting
facilities. Land morphology and porosity will be changed from the previous condition
which was flat land with hills and low land with relatively high porosity that was
previously used for gardens, settlements and rice fields; when land clearing is
implemented the land will become compacted and its porosity and rate of rain water
absorption will become low. Road construction will change the soil from having high
porosity and high water absorption rates so that it will become difficult to absorb
water. Land clearing and construction will also increase erosion hazards as it will
change the components that affect erosion.
The changes to the erosion coefficient will affect erosion levels at the project site.

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V-11

Land cut and fill will make the land susceptible to erosion and the accumulation of
mud during the rainy season, as there will be an accompanying increase in the
volume of run off. Based on the Universal Soil Loss Equation (USLE) formula from
Weischmeir and Smith (1960), the predicted increase in erosion rates should be
calculated as follows:
E = R.K.L.S.C.P.
Where:
E = Average annual soil erosion (ton/ha)

R = Index of rain erositivity

K = Soil erositivitiy factor

L = Length of slope compared

with a

C = Soil preparation factor

slope of 22 m

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

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

Predicted erosion rates with and without the project activity

Land Use

CP
E
(Averag Ton/Ha/
e)
year

Wide
(Ha)

Erosion
Class *)

1.35

27

Very light

1.0

26.86

27

Class II

0.009

0.24

27

Very light

Before project Ex mixed gardens,

implemented scrub, mangrove

2038.39

0.2

3.05

0.2

0.05

Construction
and land
clearing
Toll Road
Operation

Open land / open

space

2038.39

0.2

3.05

0.2

Toll road
construction

2038.39

0.2

3.05

0.2

Reff : Calculations from secondary data results

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

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

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Impact of erosion will cause decreasing water quality due to incresaed turbidity (TSS)
which will in turn disturb aquatic biota and river users. An abundant number of
humans will be affected by this impact on river water and irrigation channels. This
impact will last for 3 months from the start of land clearing and will continue through
to road construction, while the impact intensity will increase in the rainy season.
Based on the above considerations land clearing and road construction are
categorized as having an important impact on changes to the natural landscape
and erosion.
5.2.3

Water Quality

Land clearing and road construction will involve the cut and fill of slopes, hence in the
rainy run off will carry soil particles to the rivers, especially Ciwaringin River and
irrigation channels in Walahar, which will increase mud and TSS in the receiving
water bodies. According to the results in Table 5.3, it is shown that the rate of erosion
will increase by almost 20 times.
Based on data on the existing environment it is shown that the TSS content in
Ciwaringin River is 73.67 mg/L and in the irrigation channel is 53.70 mg/L; hence the
existing quality of these water bodies already exceeds the standards for TSS (50
mg/L) according to PP No. 82 Year 2001 for Class II. Land clearing in the wet season
will increase erosion rates by about 20 times, hence the TSS content in Ciwaringin
River should reach 1,473 mg/L and 1,074 mg/L in the irrigation channels, which will
really exceed the standard (50 mg/L) from PP No. 82 Year 2001.
The impact of increased mud and TSS in the receiving water bodies will cause
disturbances to aquatic biota and river users; hence it is feared to produce social
conflicts. An abundant number of people will be affected by this impact. This impact
will last for 3 months starting from land clearing and continuing through to road
construction, while the impact intensity will increase on rainy days. This impact will be
temporary, will not accumulate, and is reversible once the activities stop. This impact
is thus categorised as an important impact on water quality.
5.2.4

Hydrology

Land clearing and road construction will change water flow trends, and will convert
land coverage from green open space to road which will change the run off
coefficient and run off debit at the project site on rainy days. Based on the project
plan, the road will cross both natural water channels and irrigation channels which
will be fitted with culverts designed according to the maximum debit capacity for each
channel.
Increasing run off is predicted to be not significant, because the volume of run off on
rainy days will spread along the 4.5km road line and will enter road drainage which is
designed to flow immediately to the nearest water body.
The impact of the road crossing natural water channels and irrigation channels will
cause potential water overflow in lower areas, hence if this occurs in residential or
farming areas it will produce social conflict. This impact will be temporary, only on

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rainy days, but the floods will need more time to recede, and the number of people
affected by this impact is abundant in residential and agriculture areas. This impact
will be temporary but it will continue throughout the toll road operation phase, and
although it will not be cumulative and it will be reversible once the rainy season is
over the damage will be difficult to recover. Based on the above considerations and
the number of people affected by this impact and the potential lead to social conflict,
this is categorized as an important impact.
5.2.5

Space and land

Mobilisation of materials during the construction stage is predicted to have impacts

on the existing road conditions. This activity is predicted to cause road damage from
the heavy loads carried by the vehicles which may exceed the road loading capacity.
Road damage will affect the smooth flow traffic and increase traffic hazard risks, as
well as increase dust levels.
The changes to environmental quality will be temporary as they will be restricted to
the construction phase and they will be reversible at the end of the construction
phase due to road maintenance. This impact is not cumulative because the activity is
limited to the transportation of construction materials. Based on the abundant number
of people affected by this impact, especially in the three villages, this impact is
categorized as an important negative impact.
5.2.6

Aquatic Biota

Land clearing and road construction will disturb aquatic biota due to decreasing water
quality. According to the description of decreasing water quality above, it was shown
that the TSS content in the receiving water bodies on rainy days will increase by 20
times compared with the existing conditions, of which were already exceeding the
standards of PP No. 82 Year 2001.
The number of people affected by this impact is relatively low, almost none,
especially as there are no fishermen who catch fish in the water bodies, and there
are no ponds downstream of the water bodies. This impact will last for 3 months
beginning from land clearing and continuing through to road construction, while the
impact intensity on rainy days will increase. This impact is temporary, not cumulative
and reversible when the activities stop and on dry days. Based on these
considerations, land clearing and road construction is categorized as an important
impact with regard to disturbance to aquatic biota.
5.2.7

Employment/Profession

5.2.7.1 Labour Mobilization

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

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V-14

construction phase, the job opportunities for local people will induce the growth of
local economic activity, such as food stalls, transportation services and social
services.
The number of people affected by this impact is numerous as 70 90 persons will be
directly employed. This impact will last for 6 months, while the impact intensity will
remain the same throughout the construction stage. This impact is however
temporary, will not accumulate, and is reversible at the end of the construction stage.
As the number of existing job opportunities in the activity location is limited and the
number of labour is high, this impact is categorized as an important impact on
employment.
5.2.7.2 Mobilisation of heavy equipment and construction materials, and land
clearing and road construction
Construction activities will require a large amount of building materials; these goods
will be supplied by local suppliers. Mobilisation of building materials and heavy
equipment will also involve a large number of transport vehicles which will be locally
supplied. This transport will requires drivers and services for drivers like warehouses,
workshops and tire/car maintenance services.
An abundant number of local people will be affected by this impact as they receive
opportunities to become local suppliers for the construction activity and local labour
for contractors. This impact will last for 6 months, while the impact intensity will
remain the same throughout the construction activity. This impact is temporary, not
cumulative, and reversible at the end of the construction stage. But as the number of
existing job and business opportunities in the project area is low and the rate of
unemployment is high, this impact is categorized as an important impact on
employment.
5.2.8

Social Conflict

Labour mobilization will produce negative impacts with regard to changes to security
and community comfort, due to community fears over increasing interactions
between local labour and migrant labour. This fear is caused by the differences
between the cultures and norms, social economic and religious differences of the
local community and the migrant labour.
Interactions are predicted to be negative because the migrant labour will have to
adapt with the local workers. It is predicted this will cause disputes between the
migrants and local labour.
Disputes between local labour and migrants will occur over work conflicts, where the
local people will be recruited as manual labour, while the migrants will be recruited as
experts and in higher positions. The nearest distance between the base camp and
local community residences will induce disputes where local people will disturb the
migrants, and potentially the negative habits brought by migrants will conflict with
local norms.
This condition will produce fears amongst local community with increasing intensity.

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V-15

Probability of disturbances to social interactions is predicted to last throughout the

operation stage if preventive actions to mitigate the negative impacts are not
implemented. The level of intensity of these disturbances will be big if a good security
system is absent around the project site, and the number of people that will be
affected by this impact will be large and consist of people living in nearby villages.
This impact will spread to other regions where labour mobilization occurs. Labour
recruitment is thus categorized as an important negative impact.
5.2.9

Community Perceptions

Construction worker positions are assumed to be filled by local people, and if they
are filled by contractor workers then these job opportunities will not be filled by the
local community. As job and business opportunities are low at the project location
and the generation of labour by the project will be high, the recruitment of
construction labour will potentially produce negative perceptions amongst the local
community if labour recruitment is not implemented transparently. Negative attitudes
and perceptions amongst the local community towards the mobilisation of heavy
equipment and construction materials and increases in dust levels may continue to
increase. Negative attitudes and perceptions of the local community to the project will
also be present if mud and turbidity increases in water bodies used by local people
for sanitation, and if floods occur because the natural channels and irrigation cannels
are cut by the toll road.
An abundant number of people will be affected by this impact if local people do not
receive opportunities to participate directly or indirectly with the project, and if they
receive impacts like decreasing air quality, increasing noise levels, and decreasing
water quality in the construction stage. These impacts will last throughout the
construction stage, while the impact intensity will be high. This impact is temporary,
cumulative, and reversible at the end of the construction stage. But based on the
consideration that business opportunities are high and the community is religious,
this impact is categorized as an important impact.
5.2.10 Morbidity
Activities in the construction stage will have impacts on morbidity due to increasing
dust levels when heavy equipment and construction materials are mobilized. This
change to the environmental quality is temporary as it will only last during the
construction phase; however it is cumulative if the dust settles in the respiration
system of ISPA patients, hence these patients will not easily recover although the
time exposure is only 3 months. As the work activities will move according to the
work progress, the impact on health is small and reversible because the exposure
time is short term. Based on the abundant number of people that will be affected,
especially in the three villages, this impact is categorized as an important impact.

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V-16

5.3

OPERATION PHASE

5.3.1

Air Quality and Noise Level

1) Air Quality
Air quality will be degraded during the toll road operation due to gas emissions from
the vehicles using the toll road. The exhaust gas emissions will increase the levels of
air quality parameters like CO, SO2, NO2 and dust. This degraded air quality will
continue to have further impacts on the health of local people who live around the toll
road in Panjalin Kidul, Walahar and Ciwaringin villages.
The amount of exhaust gas entering the ambient air is calculated according to the
Gauss dispersion model, through the assumption that the impact source is a line due
ot analogy with other toll road vehicle activities. The results of these calculations are
seen in Table 5.4.

2q

C(x,0) =

(2 )

1 H
exp
2

z
u

Where:
C : concentration at centerline (ug/m3)
q

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

: wind speed (m/second)

z : vertical standard deviation (m)

H : height of pollutant source (knalpot)
Table 5.4
No

Predicted gas emissions entering the ambient air.

Parameter

Initial
Concentration
pre-activity
3
(g/Nm )

Expected
Concentration post3
activity (g/Nm )

Final
Concentration
3
(g/Nm )

Standard
3
(g/Nm )

Walahar Village
1

Dust

4.42

111.39

115.81

90

NO2

1.10

0.46

1.56

400

4,083.70

0.24

4,083.94

10,000

2.13

0.04

2.17

900

Dust

5.34

118.54

123.84

90

NO2

1.34

0.44

1.78

400

858.80

0.23

859.03

10,000

2.50

0.03

2.53

900

CO
SO2
Ciwaringin Village
2

CO
SO2
Reff: Calculation Results

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V-17

According to the results in the table above, it is shown that the emissions released in
Walahar and Ciwaringin villages fall below the regulatory standards, except for dust.
Although the results fall below the standards, as the impact intensity will be present
continuously 24/7 throughout toll road operation, this impact will be cumulative in the
environment. Particulates will generally come from diesel exhaust emissions and will
spread due to tire frictions on the toll road, and the particles will be easy to see as
they will leave black marks on buildings and plants. Black layers on the buildings and
plants will be difficult to remove even when wet from rain. This condition will cause a
decrease in the aesthetics of buildings and plants.
If these particulates enter the respiration system of ISPA patients it will be difficult for
these people to recover because of a 2 year incubation period, depending on the
patients condition and the level of pollutant.
An abundant number of humans will be affected by this impact in Panjalin Kidul,
Walahar and Ciwaringin villages. The impact will halt once toll road operation stops,
although the impact is irreversible, because even once the activity stops the impact is
long term, and will be present for more than 1 year. Based on these considerations,
this impact is categorized as an important negative impact.
2) Noise Level
Toll road operations will increase noise levels due to the vehicles using the road.
Noise will be intermittent. To predict the extent and spread of noise from vehicles
using the toll road, especially in Panjalin Kidul, Walahar and Ciwaringin villages, the
following mathematic calculation was used:
It = Io + 10 log (Ni/vi.T) + 10 log (15/sec)1.5 - 13
Where:
It

Noise intensity at receptor

Io

Noise intensity at source

Ni

Number of vehicles simultaneously using road

vi

Speed of vehicle

Duration of exposure

Distance between noise source and receptor

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

Noise emitted by the road users will average 90 dBA at the source, while the number
of vehicles at any one point will average 6 units with an average vehicle speed of 80
km/hour. The existing average noise level in the residential areas is 59.13 dBA. The
predicted noise levels originating from toll road operations are shown in Table 5.5.
The calculation results did not consider the presence of natural filters such as plants,
wind direction and wind speed. If there are enough plants around the noise source,
the noise level shown in Table 5.5 will be reduced by between 2 - 5 dBA (Raw &
Wooten, 1980) depending on the plant type and density.
Based on Table 5.5 it is shown that noise levels in residential areas exceeds the safe

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noise level within a radius of 125 m (more than the regulatory standard) from the
noise source, while at a distance of more than 125 m it will meet the standard. Noise
levels in open green space, especially forest, are above the standard in a radius of
500 m. Toll road operation will increase noise levels in residential areas to an
average of 57-71 dBA or 62.4 dBA, from the existing level of 49.8 dBA.
Table 5.5

Predicted noise levels from vehicles.

Distance
(meter)

Vehicle Noise
(dBA)

Noise Level at
Receptor (dBA)

10
25
50
75
100
125
150
175
200
225
250
275
300
325
350
400
450
500
750

78.39
72.42
67.91
65.27
63.39
61.94
60.75
59.75
58.88
58.11
57.42
56.80
56.24
55.71
55.23
54.36
53.59
52.91
50.27

78.44
72.62
68.45
66.21
64.77
63.77
63.03
62.46
62.02
61.66
61.37
61.13
60.93
60.76
60.61
60.38
60.20
60.06
59.66

Information : Noise Level Standards from KEPMENLH No. KEP48/ MENLH/11/1996, 55 dBA for Residential Areas & 70 dBA for
Surrounding Streets.

Based on this table it is shown that the noise level meets the standard for roads and
service areas (70 dBA) at a distance of 50 m from the road, while the noise level in
residential areas exceeds the standard at a radius of 400 m; and because the
existing noise level already exceeded the noise standard for residential areas, noise
levels will significantly exceed the standard after toll road operation.. Increasing noise
levels will disturb the comfort of local people especially at night.
An abundant number of people will be affected by this impact along the toll road,
especially in Panjalin Kidul, Walahar and Ciwaringin villages on the left and right
sides of the toll road. This impact will stop once toll road operations stop, but the
impact intensity will continue after one year of toll road operation. Based on these
considerations this impact is categorized as a negative important impact.
5.3.2

Water Quality

5.3.2.1 Toll Road Operation

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

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biota and river users.

Based on the existing environmental conditions it is shown that the oil and fat content
in Ciwaringin river is 1.57 mg/L and 1.07 mg/L in irrigation channels; this already
exceeds the standard of 1 mg/L according to PP No. 82 Year 2001 for Class II. Toll
road operations, particularly on rainy days, will further decrease the quality of surface
water by increasing the oil and fat content.
Increasing oil and fat content in water bodies will cause disturbances to aquatic biota
and river water users; hence it is feared to produce social conflict. An abundant
number of humans will be affected by this impact as many people use the river and
irrigation water. The impact is temporary and restricted to rainy days during toll road
operation. This impact will accumulate in the waters but it is reversible once the
impact source is stopped (end of rainy days). Based on these considerations and the
abundant number of people affected by this impact, toll road operation is categorized
as an important impact on water quality.
5.3.2.2 Toll Road Maintenance
Toll road maintenance activities will caused a decrease in surface water quality
especially as pollutants and spills on the road surface will run off during rainy days
into water bodies. Increasing levels of fat and oil in water bodies will cause
disturbances to aquatic biota and people who use the river water and it will produce a
negative perception amongst the local community of the project.
An abundant number of people will be affected by this impact as they use the river
water and irrigation water. This impact will occur on rainy days during toll road
operation. This impact is temporary, restricted to rainy days, but will accumulate in
the waters, although it is reversible once the rainy days are over. Based on these
considerations, toll road maintenance is categorized as an important impact on
water quality.
5.3.3

Hydrology

The toll road will change the water flow trends in the Ciwaringin and Kalimati rivers
and irrigation channels that are cut by the toll road. Although the rivers and irrigation
channels will be cut by the toll road, they will be equipped with culverts. However if
these culverts are not maintained, then sedimentation and blockages by plants will
occur, hence decreasing the culvert capacity and potentially resulting in water
overflows and floods in lower areas.
Based on observations in the field, upstream land use consists of irrigation channels,
residential areas, rice fields and gardens, hence there is potential that the run off and
overflowing/flooding will destroy the residences and crops such as banana trees and
bamboo. Reduction of the culverts capacity may also cause natural sedimentation in
the rice fields and gardens.
The blockage of the culverts will cause overflowing water in the lower areas (local
floods) hence their presence around settlements and agriculture areas will produce
social conflict. The impact is temporary, restricted to rainy days, but flooding will ebb

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and take a long time to recede, causing products to be lost; hence the number of
people affected by this impact is abundant, especially in settlement and agriculture
areas. This impact is temporary but will repeat throughout toll road construction and
operation, and although this impact is not cumulative and is reversible the damage
will be difficult to recover. This impact is thus categorized as an important impact.
5.3.4

Aquatic biota

5.3.4.1 Toll Road Operation

Toll road operation will disturb aquatic biota due to decreasing water quality. Based
on the water quality impacts described above, it is shown that oil and fat content in
water bodies rainy day will increase and exceed the standards from PP No. 82 Year
2001.
No people will be affected by this impact as there are no people that catch fish in
these rivers or downstream. This impact will occur during rainy days during toll road
operation. This impact is temporary but will last throughout toll road operation,
although it will not cumulate and it is reversible when the impact source stops. But
based on the values exceeding the standards, this activity is categorized as an
important impact on aquatic biota.
5.3.4.2 Toll Road Maintenance
Toll road maintenance will also cause disruptions to aquatic biota due to decreased
surface water quality, especially from works on the upholstery lining the toll road, and
when it rains the layer of oil will run off into receiving water bodies.
The number of people affected is relatively non-existent because there is no
population that specifically catches fish in the receiving water bodies, nor are there
ponds downstream of the receiving water bodies. These effects will occur during
rainy days during toll road maintenance activities. This impact will be repetitive during
maintenance activities, but they will not accumulate and they can be reversed when
the activities stop. However, based on the fact that the regulatory standards will be
far exceeded, then the maintenance of this toll road is classified as an important
impact on aquatic biota.
5.3.5

Employment/Profession

5.3.5.1 Toll Road Operation

Toll road operation will open up job and business opportunities for local people in the
rest areas and supporting facilities, hence it will employ local people. If employment
rates of local people are increased, this will reduce restlessness amongst local
people and mitigate their restlessness in reaction to other impacts such as
decreasing air quality, increasing noise levels and flooding.
Toll road operation will induce job multiplier effects and income multiplier effects for
the local people. This means that job opportunities for local people will be present
and will increase local income. If an abundance of local labour is recruited, this will

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induce local economic activities.

An abundant number of people will be affected by this impact as local labour will be
directly employed for supporting facilities such as the rest area. This impact will occur
during toll road operation, will be cumulative, will be long term, and irreversible once
the activity finishes. Based on the consideration that existing job opportunities in the
project location are limited and the number of available labour is high, this impact is
categorized as an important impact on local employment.
5.3.5.2 Toll Road Maintenance
Toll road maintenance activities will have an impact on increasing the income of local
residents who are involved in the maintenance. Although maintenance activities
require small amounts of labour, they will help the local community by providing an
alternative source of livelihood so income will increase. A lot of people will be
affected as local labour will be directly employed for maintenance activities. This
impact will take place during the maintenance of the toll road, will be cumulative, long
term, repetitive and is irreversible once the activity is finished. Based on the
consideration that existing employment opportunities are limited and unemployment
is high, then this impact is categorised as a quite an important impact on the
livelihoods of the community.
5.3.6

Accessibility Habits and Trends

Toll road operation will change community habits and trends as accessibility is
disturbed. The toll road will divide settlements and cause relations between villages
to be cut off, as people will have to cross the bridges to access other parts of their
village. As bridge crossings will be more time-consuming that previous local
accessibility habits, this will push the local community to directly cross the toll road
and face traffic risks and hazards.
As the local community have families and employment locations (like rice fields,
gardens etc) scattered all around the project location, almost all of the local people
will have to cross the toll road. The probably that local people will cross the toll road
directly without using the bridges is high, as this condition is frequently found at toll
roads in Indonesia, and this habit increases traffic risk. Another potential risk is the
disturbance to domestic animals.
The number of people affected by this impact is abundant as it includes the whole
population of Panjalin Kidul, Walahar and Ciwaringin villages. This impact will occur
throughout toll road operation, will be cumulative, and is long term, repetitive and
irreversible once the activity stops. Although the impact intensity is rare, the risk of
traffic hazards is fatal hence this impact is categorized as an important impact.
5.3.7

Community Perceptions

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

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Number of people affected by impact is abundance that is people at Village Panjalin

Kidul, Walahar and Village Ciwaringin who did not receive benefit cause of affected
by tol road traffic hazard and receive directly impact of air quality decreased, sound
level and water quality along tol road operation. This impact will present longterm adn
as continued impact from impact to physic chemeistry compoenents hence impact to
community perception cathegorized as important impact.
5.3.8

Morbidity

Toll road operation will cause disturbances to health of the local people as morbidity
will increase due to CO, NO2, SO2 and dust emissions from vehicular activity. Health
disorders especially in ISPA patients will be felt by people living near the toll road
edge in Panjalin Kidul, Walahar and Ciwaringin villages.
If particulates and exhaust gas emissions enter the respiratory system of ISPA
patients, these patients will find it difficult to recover because the incubation period is
about 2 years depending on the patient and level of pollutant. An abundant number
of people will be affected by this impact in Panjalin Kidul, Walahar and Ciwaringin
villages. This impact will stop once toll road operations stops, but ISPA patients will
take a long time to recover. This impact is irreversible even if the activity has stopped
because the exposure time of the impact is long term and will last more than 1 year
after operations stop. Based on these considerations this impact is categorized as a
negative important impact.

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EIA

V-24

CHAPTER VI
ENVIRONMENTAL MANAGEMENT PROGRAM
This environmental management program will be implemented by PT. Lintas Marga
Sedaya on the environmental components identified in the Impact Prediction Chapter
(Chapter V) for the Rerouted Toll Road Segment STA 199+507.66 until STA
204+236.90, along 4.5 KM.
To undertake environmental management the significant predicted impacts must be
included in the environmental management program, as follows:
a. Significant Impacts and Impact Sources
Environmental component affected by the significant impact
Impact source
b. Standard
c. Aim of environment management program
d. Environmental Management Program
e. Environmental Management Program location
f.

Environment Management Program Duration/Period

g. Budget
h. Environmental Management Institution
6.1.

PRE CONSTRUCTION PHASE

6.1.1. Field Survey

a. Significant Impact and Impact Source
Field survey activities will cause social conflicts and fears amongst local community
with regards to their houses, buildings, madrasah, graves, plants, rice fields, gardens
and other land owned by the local people. This will occur because of unclear
information and a poor approach undertaken by the project with regard to lost assets
and the lack of appropriate compensation/substitutions.
b. Standard
Number of people who object to the project activity.
c. Environmental Management Aim
To reduce the occurrence of social conflict caused by lack of information received by
the local people, to change community perceptions to be positive.

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d. Environmental Management Program

Continue socialization activities with stakeholders and the community so they

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

Provide clear information describing the land acquisition process to be

implemented, so the community can understand the process before it is
implemented, and so that new information can be immediately released to
address any community objections or requirements, and so that the community
can understand the regulations and laws relating to land acquisition and public
facilities.

Coordinate with local leaders, religious leaders and local officers (in the villages
and districts) to implement this activity plan.

e. Environmental Management Location

In Majalengka Regency (Sumberjaya district, including Panjalin Kidul village); and
Cirebon Regency (Ciwaringin district including Budur, Ciwaringin, Galagamba and
Babakan villages, and Gempol district consisting of Walahar village).
f. Environmental Management Period
Environment management must be implemented before land acquisition begins.
g. Budget
Budget for environmental management must cover socialization costs.
h. Environmental Management Institution

Operator

Supervisor

: Directorate General of Highways

Reporting

: BPLHD West Java Province

Government of West Java Province which accompanied by

PT. Lintas Marga Sedaya (PT. LMS)

6.1.2. Land Acquisition

a. Significant Impact and Impact Source
Land acquisition will cause social conflict and fears in the local community that the
land acquisition process for houses, buildings, madrasah, graves, factories, rice fields,
gardens and other land owned by local community will not meet their expectations.
This fear will be caused by unclear information and a poorly implemented land
acquisiton process where the local community will not understand the land acquisition
process and stages. Continued impacts of social conflict will cause negative
community perceptions towards the project.

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b. Standard

Expectations of the local community are included in project development.

Lack of criticism related to project development.

Presence of positive attitudes and support from the majority of the local
community during development and operation.

c. Aim of Environmental Management

Grow and strengthen positive perceptions from the local community.

Prevent and/or decrease negative perceptions.

Produce positive attitudes and support from the local community.

d. Environmental Management Plan

Land inventory involve affected community, related government institution as

Land Acquisition Committee, and religious and community figure as witness in
land boundaries measurement which is based on BPN guidance.

To determined Land value based on regional regulation and land market, and
was distinguished based on type of land.

The value of crops and otherplant based on regional regulation and market
value. The methodology of inventory based on department of agriculture.

The affected land will be compensated based on available certificate of

ownership or reference from local government in order to avoid the overlapping
of ownership

Coordinated with community and religious figure and local government (village
and district) in the process of land acquisition.

Transparency process of land acquisition accordance with government

commitment with affected community, since the toll road project shall involve
the entire community surrounding the project area. Therefore the toll road
project should prioritize working and business opportunity for surrounding
community to improve their economic condition.

To give attention to environment and community by contributing to development

and rehabilitation of public facilitation, such as village road, water pipe
facilitation, or mosque.

Prioritizations must be made to employ during the construction phase those

people/families whose land was acquired.

e. Environmental Management Location

Along the route of the Rerouted Segment of the Toll Road New, 4.73 km from STA
199+507.66 until STA 204+236.90, in Panjalin Kidul, Budur, Ciwaringin, Galagamba
and Babakan, and Walahar villages.

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f.

Environmental Management Period

Environmental management activities must be implemented before land acquisition

begins.
g. Budget
Environmental management budget includes socialization costs.
h. Environmental Management Institution

Operator

Supervisor

Directorate General of Highways

Reporting

BPLHD West Java Province

6.2.

Government of West Java Province which accompanied by

PT. Lintas Marga Sedaya (PT. LMS)

CONSTRUCTION PHASE

6.2.1. Air Quality

a. Significant Impact and Impact Source
The significant impact is the increase in dust levels in the ambient air, which will affects
aesthetics and cause health disorders. The impact sources are the transportation of
heavy equipment and construction materials along existing roads, land clearing
activities and toll road construction.
b. Standard
The standard for dust in ambient air is 230 g/m3 based on Government Regulation
No. 41 Year 1999. The indicator is disturbances to environmental aesthetics by
covering buildings and plants. The indicator for disturbances to health is conflict
between local people and the project.
c. Environmental Management Aim
Reduce the spread of dust and narrow its radius so that it does not disturb aesthetics
and health.
d. Environmental Management Plan

Regulate the number and speed of vehicles that pass the residential areas, and
coordinate time intervals between the vehicles by 10 minutes, giving the dust
time to settle, and restricting maximum speed to not more than 30 km/hour.
Decrease the speed of vehicles around settlements by placing traffic marks and
signs indicating the limited speed, and reprimanding drivers that do not follow
these traffic rules.

Covering truck trays with plastic covers when soil and materials are transported,

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to prevent spills on roads around settlements.

Watering down roads covered by dust, especially around settlements, in the dry
season, in the morning between 08.00 - 10.00 and 12.00 - 14.00, and in the
evening from 16.00 - 18.00. This should use water tank trucks with a capacity of
6.000 litres, with a pipe diameter of 10 inches and length of 1.5 m, which should
be densely perforated at the bottom part and placed at the rear under the water
tank. The speed of the water tank truck should be 10 Km/hour.

Implement all transport activities in the day between 07.00 17.00, so that dust
exposure does not continue over 24 hours.

e. Environmental Management Location

Environmental management location is the settlements which are passed by the
vehicles transporting the materials in Panjalin Kidul, Budur, Ciwaringin, Galagamba,
Babakan and Walahar villages.
f.

Environmental Management Period

Environmental management should be implemented throughout the transportation

activities in dry weather.
g. Budget
Budget for environmental management includes road watering.
h. Environmental Management Institution

Operator

: PT. Lintas Marga Sedaya

Supervisor

: BLH for Majalengka and Cirebon Regencies.

Reporting

: BPLHD West Java Province

6.2.2. Noise Level

a.

Significant Impact and Impact Source

This impact is the increase in noise level in residential areas which will disturb the
comfort of residents and the community. The impact source is the noise from vehicle
engines used for transporting heavy equipment and construction materials via existing
roads, as well as the noise produced from engines used in the land clearing and toll
road construction processes.
b.

Standard

The standard for noise levels in residential areas is 55 dBA according to the Decree of
the Department of Environment No. KEP-48/MENLH/11/1996. An indicator for this
impact is the occurrence of frequent conflicts between people and the project, and
peoples perceptions of the project.

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c. Environmental Management Aim

To reduce noise levels in surrounding areas and to restrict its spread.
d. Environmental Management Plan
Regulate the frequency with which vehicles can travel on existing roads via
residential areas, to reduce the noise produced by vehicles.
Regulate vehicle speed when passing residential areas, hence reducing noise
level.
Placing traffic marks and signs which indicate the limited speed of vehicles
Enforce strict operating hours: equipment and material mobilization to be
conducted during the day from 06.00 18.00, so that people can rest at night.
e. Environmental Preparation Location
Environmental management activities are to be conducted in the residential locations
that are passed by vehicles used in mobilization and construction, in Panjalin Kidul,
Budur, Ciwaringin, Galagamba, Babakan and Walahar villages.
f.

Environmental Management Period

Environmental management should be implemented in dry weather.

g. Budget
Budget for environmental management includes road watering.
h. Environmental Management Institution
Operator

: PT. Lintas Marga Sedaya

Supervisor

: BLH for Majalengka and Cirebon Regencies.

Reporting

: BPLHD West Java Province

6.2.3. Physiography and Geology

a. Significant Impact and Impact Source
The significant impact is the increase in erosion and changes to the natural landscape,
which will cause degradation to water quality. The impact sources are the cut and fill
activities, land clearing and toll road construction.
b. Standard
Standard for erosion is river water quality, based on Regulation of Government
No. 82 Year 2001 Class II, about Water Quality Management and Water
Pollution Control.
Indicators of erosion include field observations of landslides that occur after
slope cutting.

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 Standard for changes to the natural landscape is the angle of the slope after
cutting.
c. Environmental Management Aim
The aim of erosion management activities is to avoid or reduce the amount of mud and
TSS in water bodies caused by erosion, while the aim for landscape management
activities is to minimise the changes to the natural landscape after slope cutting.
d. Environmental Management Plan
Reduce the volume of water run off by planting vegetation in open spaces,
using certain plants that will hold run off and prevent water flowing to the
ground. This vegetation will prevent erosion by holding in the soil.
Construct rainwater emergency channels in areas where land clearing will occur
before the land clearing and road construction begins, to control water run off
and direct it into drainage channels. Sedimentation ponds will be built at the end
of the channels where they merge into the main drainage channels, to collect
mud from the run off. Once construction is finished the mud will be collected to
fill in the green areas (RTH).
Construct temporary sedimentation points to collect mud at several locations
where land will be cleared, to avoid accumulation. This mud will be routinely
collected and used to fill the creek areas in the toll road site, to minimise
erosion.
Construct primary, secondary and tertiary rainwater channels along the toll road
route, which will be designed to accommodate the planned design and
rainwater volumes.
Cut and fill activities will maintain a slope angle of not more than 45o and a
slope height of more than 2m, to avoid landslides and extreme changes to the
natural landscape.
e. Environmental Management Location
Environmental management activities will occur along the 4.73km road route from STA
199+507.66 until STA 204+236.90; that is Panjalin Kidul, Budur, Ciwaringin,
Galagamba, Babakan and Walahar villages.
f.

Environmental Management Period

Environmental management activities will be implemented before land clearing begins.

g. Budget
Environmental management activities will not have a special budget because they will
be included in the road construction and design costs.
h. Environmental Management Institution
Operator

PT. Lintas Marga Sedaya

Supervisor

BLH for Majalengka and Cirebon Regencies.

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VI-7

 Reporting

BPLHD West Java Province

6.2.4. Water Quality

a.

Significant Impact and Impact Source

Land clearing and road construction will remove the top soil layer. The top soil will be
cut and easily carried off by off and enter nearby water bodies, hence the TSS content
will increase and disturb aquatic biota and people who use the river water. This impact
will be caused by cut and fill works and land clearing.
b. Standard
Primary standard for river water quality is Government Regulation No. 82 Year
2001, about Water Quality Management and Water Pollution Control.
Secondary standard for river water quality is the level of diversity of plankton
and benthic organisms, and the occurrence of community complaints on water
turbidity.
c. Environmental Management Aim
To reduce degradation of water quality and avoid disturbances to aquatic biota and
river users.
d. Environmental Management Plan
Plant vegetation in open spaces bordering the road, to reduce erosion and
reduce mud and TSS increases in water bodies.
Construct water channels around the land clearing areas before land clearing
an construction begins, to control the run off volume and direct run off to
drainage channels. Construct a sedimentation pond at the end and entrance of
the channels to collect the mud carried in the run off. Mud will be collected at
the end of construction and used to fill in the green areas (RTH).
Construct temporary sedimentation points to collect mud at several locations
where land will be cleared, to avoid accumulation. This mud will be routinely
collected and used to fill the creek areas in the toll road site, to minimise
erosion.
Construct primary, secondary and tertiary rainwater channels along the toll road
route, which will be designed to accommodate the planned design and
rainwater volumes.
e. Environmental Management Location
Channels and ponds will be built in the low-lying areas of the project site, as these
areas will receive more run off.
f.

Environmental Management Period

Before land clearing and road construction begins.

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VI-8

g. Budget
Environmental management activities to be funded by PT. Lintas Marga Sedaya.
h. Environmental Management Institution
Operator

: PT. Lintas Marga Sedaya

Supervisor

: BPLHD West Java Province, BLHD Cirebon and Majalengka

Regencies.

Reporting

: BPLHD West Java Province, BLHD Cirebon and Majalengka

Regencies.

6.2.5. Hydrology
a. Significant Impact and Impact Source
Significant impacts are the changes to natural drainage patterns and increased run off
caused by disruptions to the natural channels and the removal of open green spaces.
Water run off flow will increase and surface water will overflow and flood lower areas.
b. Standard
Primary standard is river water flow rates and irrigation.
Secondary standard is the occurrence of floods.
c. Environmental Management Aim
Reduce the occurrence of blockages to river water and irrigation water flow, and
reduce run off water flow, to avoid floods.
d. Environmental Management Plan
Reduce run off water volume by planting vegetation in open spaces bordering
the road, with plants that can absorb and prevent water flow thus decreasing
run off water volume and avoiding erosion.
Construct drainage channels around the project location before land clearing
and construction begins, to control run off water and direct it to groundwater
sources and the nearest surface water bodies.
Construct primary, secondary and tertiary rainwater channels along the toll road
route, which will be designed to accommodate the planned design and
rainwater volumes and rainy seasons.
Design culverts and construction according to feasible calculations that account
for the flow of water in receiving water bodies on rainy days upstream, to
prevent overflows and floods in lower areas.
e. Environmental Management Location
Environmental management activities will occur in receiving water bodies along the
4.5km road route, from STA 199+507.66 until STA 204+236.90; that is Panjalin Kidul,
Budur, Ciwaringin, Galagamba, Babakan, and Walahar village.
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f.

Environmental Management Period

Environmental management activities must be implemented before land clearing.

g. Budget
Environmental management activities will not have a special budget because they will
be included in the road construction and design costs.
h. Environmental Management Institution
Operator

: PT. Lintas Marga Sedaya

Supervisor

: BLH for Majalengka and Cirebon Regencies.

Reporting

: BPLHD West Java Province

6.2.6. Space and Land

a. Significant Impact and Impact Source
Overweight transportation loads (during the mobilisation of heavy equipment and
construction materials) will cause road damage. This impact source is the trucks used
for transport.
b. Standard
Indicator of road damage is visual observations of road damage.
c. Environmental Management Aim
To minimize road damage during transportation so as to protect road users.
d. Environmental Management Plan
Set an 8 ton maximum loads for trucks transporting the materials and
equipment, according to the road class. Maximum loading of trucks with 2 rear
rods is 20 tons, with a load spreading of 25% (1 front rod) : 75% (2 rear rod).
Whenever road damage occurs, maintenance and repair activities must occur
immediately to minimise disruptions to public traffic and to minimise the spread
of dust.
e. Environmental Management Location
Management activities will occur on roads passed by trucks carrying heavy equipment
and construction materials, especially in Panjalin Kidul, Walahar and Ciwaringin
villages.
f.

Environmental Management Period

During the heavy equipment and construction material mobilization period.

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g. Budget
Environmental management costs are to be included in the design costs, and funded
by PT. Lintas Marga Sedaya
h. Environmental Management Institution
Operator

: PT. Lintas Marga Sedaya.

Supervisor

: Department
Regencies.

Reporting

: BPLHD West Java Province.

of

Transportation,

Majalengka

and

Cirebon

6.2.7. Employment/ Livelihood

a. Significant Impact and Impact Source
This impact is the availability of job and business opportunities for local people, due to
labour mobilization.
b. Standard
Number of local people recruited by the project, and the number of local people with
businesses that support the project activity.
c. Environmental Management Aim
To increase the income of local people, especially those affected by land acquisition
and the unemployed, to reduce the risk of conflict and negative community
perceptions.
d. Environmental Management Plan

Provide open and clear information about the number of employees and the
qualifications needed.

Conduct a transparent labour recruitment process, which prioritises local labour.

Conduct simple vocational training sessions, and adhere to work regulations on

employee rights and obligations.

Prioritize the provision of job and business opportunities to people whose land
was acquired.

e. Environmental Management Location

Panjalin Kidul, Budur, Ciwaringin, Galagamba, Babakan and Walahar villages.
f. Environmental Management Period
Activities are to be implemented before and during construction.

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g. Budget
Environmental management does not have a special budget as the costs are included
in the project design.
h. Environmental Management Institution
Operator

: PT. Lintas Marga Sedaya

Supervisor

: Department of Manpower, Majalengka and Cirebon Regencies

Reporting

: BPLHD and Department of Manpower for West Java Province.

6.2.8. Social Conflict

a. Significant Impact and Impact Source
Project procurement and labour mobilization may potentially produce dissatisfaction
amongst local people if they are not employed by the project, which may produce
social conflicts and negative attitudes and perceptions of the project.
b. Standard
Standard is the frequency and occurrence of conflicts.
c. Environmental Management Aim
To reduce the occurrence of social conflict and negative perceptions.
d. Environmental Management Plan
Conduct a transparent and fair labour recruitment process.
Coordinate with local and religious leaders and village/district officials during
each phase.
Participate in social activities in the local community, especially religious events
and national celebrations, to build good communication with the local
community.
Respond immediately to all complaints lodged by the community and provide
clear explanations of the project in the first phase to avoid miscommunications.
e. Environmental Management Location
Panjalin Kidul, Budur, Ciwaringin, Galagamba, Babakan and Walahar villages.
f.

Environmental Management Period

Before and during construction.

g. Budget
Environment management activities to be funded by PT. Lintas Marga Sedaya and
included in social and participation costs.
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h. Environmental Management Institution

Operator

: PT. Lintas Marga Sedaya

Supervisor

: BLH Majalengka and Cirebon Regencies

Reporting

: BPLHD West Java Province

6.3.

OPERATION PHASE

6.3.1. Air Quality

a.

Significant Impact and Impact Source

Vehicular activities during toll road operation will impact air quality as the vehicles
using the road will emit exhaust gas from their engines on a daily basis. Emissions will
be namely: CO, NO2, SO2 and dust. Decreasing air quality will be a continuous impact
hence it is feared to produce negative perceptions of the project.
b. Standard
This impact will be present during the operational stage, and will be measured against
the ambient air concentration guidance in Government Regulation of the Republic of
Indonesia No. 41 Year 1999 about Air Pollution Control. The standard used to
measure the continuous impact is the number of ISPA patients recorded in the district
Puskesmas facilities.
c. Environmental Management Aim
To reduce the amount of pollutants in the air, especially in residential areas, in order to
reduce the occurrence of health disorders.
d. Environmental Management Plan

RTH Green Line Road

The road shall be constructed with a bordering green line (RTH) (see Figure 6.1),
which will consist of planting vegetation to cover 2030% of the road width. The
selection of plants to be used must consider 2 (two) aspects; the plant function and the
plant spatial requirements. It is suggested to choose plants typical of the local region
which are preferred by local birds, and to choose plants with low evapotranspiration
rates.

Figure 6.1

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Example of Road Green Line Layout.

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Road Islands and Medians

The road will include road islands which will be formed by road geometrics and will be
located at the intersections of three roads or roundabouts. Road medians will form a
line which divides the road into two lanes or more. The road islands and medians may
be in the form of a park or non-park.

Vegetation along the road side

Shading:
a) Vegetations shall be placed at the plant line (minimum 1.5 m from the median side);
b) Vegetation branches should be 2 m above ground;
c) Vegetation branches should not be in duck form;
d) Vegetation should be compact and leaves should have a heavy mass;
e) Vegetation should originate from seed germination;
f) Vegetation should be in array;
g) Vegetation should not be easily uprooted.
See Figure 6.2 for an example layout of the plant line.
Examples of Plant Species:
a) Kiara Payung (Filicium decipiens)
b) Tanjung (Mimusops elengi)
c) Bungur (Lagerstroemia floribunda)

Figure 6.2

Shading Plant line at the road side.

Air pollution Absorption

a) Vegetation should consist of trees, shrubs and herbs;
b) Vegetation functions should absorb air;
c) Vegetation should grow densely;
d) Vegetation leaf mass should be compact.
See Figure 6.3 for an example layout of the absorption plant line.

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Examples of Plant Species:

a)
b)
c)
d)
e)

Angsana (Ptherocarphus indicus)

Akasia daun besar (Accasia mangium)
Oleander (Nerium oleander)
Bogenvil (Bougenvillea sp.)
Teh-tehan pangkas (Acalypha sp.)

Figure 6.3

Air Pollution Absorption Plant line.

Noise Reduction
a) Vegetation functions should reduce noise/insulate sound, and include trees,
shrubs and herbs;
b) Vegetation should have mass;
c) Vegetation should have a dense leaf mass;
d) Vegetation should have various types of crowns.
See Figure 6.4 for an example layout of the noise reduction plant line.
Examples of Plant Species:
a)
b)
c)
d)
e)
f)

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Tanjung (Mimusops elengi)

Kiara Payung (Filicium decipiens)
Teh-tehan pangkas (Acalypha sp.)
Kembang sepatu (Hibiscus rosa sinensis)
Bogenvil (Bougenvillea sp.)
Oleander (Nerium oleander)

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Figure 6.4

Noise reduction plant line along the road side.

Wind Breaker
a) Vegetation should include tall trees and tall shrubs and herbs;
b) Vegetation should have compact leaf mass;
c) Vegetation should grow in array and have mass;
d) Vegetation should be planted densely at a distance of < 3 m.
See Figure 6.5 for an example layout of the wind breaker plant line.
Examples of Plant Species:
a) Cemara (Cassuarina equisetifolia)
b) Mahoni (Swietania mahagoni)
c) Tanjung (Mimusops elengi)
d) Kiara Payung (Filicium decipiens)
e) Kembang sepatu (Hibiscus rosa sinensis)

Figure 6.5

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Wind breaker plant line at the road side.

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Border
a) Vegetation should consist of tall trees, shrubs and herbs;
b) Vegetation should have compact leaf mass;
c) Vegetation should grow in array or form a mass;
d) Vegetation should be planted densely.
See Figure 6.6 for an example layout of the border plant line.
Examples of Plant Species:
a) Bambu (Bambusa sp.)
b) Cemara (Cassuarina equisetifolia)
c) Kembang sepatu (Hibiscus rosa sinensis)
d) Oleander (Nerium oleander)

Figure 6.6

Border plant line at the road side.

Road Median
Preventing vehicular lamp glare
a) Vegetation should consist of tall trees, shrubs and herbs;
b) Vegetation should be planted densely;
c) Vegetation should have a height of 1.5 m;
d) Vegetation should have compact leaf mass.
See Figure 6.7 for an example layout of the road median plant line to reduce
glare.
Examples of Plant Species:
a) Bougenvil (Bougenvillea sp.)
b) Kembang sepatu (Hibiscus rosa sinensis)
c) Oleander (Nerium oleander)
d) Nusa Indah (Mussaenda sp.)

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Figure 6.7

Plant line for Reducing Lamp Glare on the Road Medians.

e. Environmental Management Location

Along 4,5 km toll road from STA 199+507,66 until STA 204+236,90
f.

Environmental Management Period

Environmental management will be begin at the end of land clearing and last
throughout toll road operation. Maintenance activities in the operation phase must be
conducted to maintain the function of the plants.
g. Budget
Environmental management activities will be funded by PT. Lintas Marga Sedaya.
h. Environmental Management Institutions

Operator

: PT. Lintas Marga Sedaya

Supervisor

: BLH Majalengka and Cirebon Regencies

Reporting

: BPLHD West Java Province

6.3.2. Noise level

a.

Significant Impact and Noise Source

Toll road operations will increase noise levels due to the engines of the vehicles using
the toll road daily. Increased noise levels will continuously impact on the comfort of the
local community hence it is feared to produce negative perceptions of the project.
b. Standard
Noise standard is 55 dBA in residential areas, according to the Decree of the
Department of Environment No. KEP-48/MENLH/11/1996. The continuous impact will
be measured according the frequency and occurrence of conflicts between local
people and the project, and local community perceptions of the project.

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c. Environmental Management Aim

To reduce noise levels in residential areas, to avoid disturbing the comfort of the local
community.
d. Environmental Management Plan
Noise management will include planting vegetation that will serve as noise
barriers/noise insulation along the road side, as explained in the air quality section
above.
e. Environmental Management Location
Along 4,5 km toll road from STA 199+507,66 until STA 204+236,90
f.

Environmental Management Period

Environmental management activities will begin in the construction stage at the end of
land clearing, so that the plants are fully grown when the operation phase begins.
Maintenance of vegetation will occur throughout the operation phase to maintain the
function of the plants.
g. Budget
Environmental management activities have been include in project plan.
h. Environmental Management Institution

Operator

: PT. Lintas Marga Sedaya

Supervisor

: BLH Majalengka and Cirebon Regencies

Reporting

: BPLHD West Java Province

6.3.3. Water Quality

a.

Significant Impact and Impact Source

Water quality decreased present when to road operateed cause of oil and other
pollutant from vehicle, hence at rainy day it carry by run off to water body receiver. Tol
road maintenance is alsso cause water quality decrease especially when layering work
at tol road maintenance impelemnted. So at rainy day it will carry by run off to water
body receiver. Oil an fat content at water body receiver increased and wil caused
disturbance to water biota and people used river water hence it will caused community
perception become negative oleh to project.
b. Standard

Primary standard for river water quality is Government Regulation No. 82 Year
2001, about Water Quality Management and Water Pollution Control.

Secondary standard is the level of diversity of plankton and benthic organisms,

and the amount of local community complaints on increasing water turbidity in
river water.

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c. Environmental Management Aim

Environmental management aims to reduce/prevent the degradation of water quality
so that it does not disturb aquatic biota and river water users.
d. Environmental Management Plan

Construct oil trap/catchers at the edges of the road so that oil does not mix with
sediment and dust and does not coagulate the sediment; this will prevent oil
from entering the nearby water bodies. Sediment collected in the oil traps will be
removed periodically to maintain the function of the oil traps.

Plant grass and other plants, as explained in the air quality section above, to
absorb the pollutants carried in the run off.

e. Environmental Management Location

Along 4,5 km toll road from STA 199+507,66 until STA 204+236,90
f.

Environmental Management Period

Environmental management activities will begin in the construction phase after land
clearing, so that the plants are fully grown when the operation phase begins.
Maintenance will be implemented during toll road operation to maintain plant functions.
g. Budget
Environmental management activities will have been include in project plan.
h. Environmental Management Institution

Operator

: PT. Lintas Marga Sedaya

Supervisor

: BPLHD West Java Province, BLH Cirebon and Majalengka

Regencies.

Reporting

: BPLHD West Java Province, BLH Cirebon and Majalengka

Regencies.

6.3.4. Hydrology
a. Significant Impact and Impact Source
The toll road will change water flow patterns as the natural channels will be cut by the
road, and it will change land coverage from green open spaces to paved roads, which
will in turn cause changes to the water run off coefficient and water run off flow rate.
This impact to water flow patterns will occur in the Ciwaringin and Kalimati Rivers, and
the Ciwaringin irrigation channel, and it is feared to produce social conflicts and
negative perceptions of the project. Although the river and irrigation channel flow
patterns will be cut, the toll road will construct culverts to minimise this impact. If the
culverts are not maintained it is feared that sedimentation and plant blockages will
occur and decrease the capacity of the culverts, hence causing water overflows and
floods in the lower areas.
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b. Standard

Primary standard is culvert cleaning.

Secondary standard is the occurrence of floods in the lower areas on rainy

days.

c. Environmental Management Aim

Maintain river and irrigation channel water flow to avoid floods.
d. Environmental Management Plan

Routinely check and clean the culverts of plants and trash.

Routinely collect and dredge sediment from the base of the culverts.

e. Environmental Management Location

Environmental management will occur in the culverts along the toll road.
f.

Environmental Management Period

Environmental management activities will occur throughout toll road operation.

g. Budget
Environmental management will not have a special budget as costs will included in the
toll road design.
h. Environmental Management Institution

Operator

: PT. Lintas Marga Sedaya

Supervisor

: BLH Majalengka and Cirebon Regencies

Reporting

: BPLHD West Java Province

6.3.5. Employment/ Livelihood

a. Significant Impact and Impact Source
Toll road operations will provide job and business opportunities for the local
community, to be employed in the rest area and supporting facilities. If local
employment is increased, this should reduce restlessness amongst the local
community caused by toll road operational impacts such as decreased air quality,
increased noise levels, and flooding in residential areas.
Toll road maintenance activities will increase the income of the local persons
employed for maintenance activities. Although maintenance activities will only require
a small amount of labour, this will still support the local people by providing an
alternative profession and increase their income. This will help to reduce social
conflicts and produce positive perceptions of the project.

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b. Standard
Number of local people recruited as labour, and the number of people involved in
business opportunities related to project operation and maintenance.
c. Environmental Management Aim
To increase the income of those local persons affected by land acquisition and
unemployment, and to avoid social conflicts and improve positive perceptions of the
project.
d. Environmental Management Plan
Require the rest area operators to implement a transparent labour recruitment
process that priorities the hiring of qualified local labour.
Openly and clearly explain the labour recruitment process and requirements, so
that the local people understand the process.
Provide simple vocational training sessions such as introductions to the job type
and training on workers rights and tasks.
Prioritize the hiring of local labour and use of local supply businesses who were
affected by the land acquisition.
e. Environmental Management Location
Panjalin Kidul, Budur, Ciwaringin, Galagamba, Babakan and Walahar villages.
f. Environmental Management Period
Environmental management activities should begin before and during the operation
and maintenance phase.
g. Budget
Environmental management activities will not have a special budget because these
activities are included in the project design.
h. Environmental Management Institution
Operator

PT. Lintas Marga Sedaya

Supervisor

Department of Manpower, Majalengka and Cirebon Regencies

Reporting

BPLHD and Department of Manpower, West Java Province

6.3.6. Local Accessibility and Mobility

a. Significant Impact and Impact Source
Toll road operations will change the way the local community access and move around
the area, as their existing access routes will be disturbed. The toll road will divide the
residential areas thereby cutting the local communication routes between villages.
Where the community used to walk or travel by motorcycle, they will have to use the
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toll road bridges after the road is built. Local accessibility and mobility habits are
difficult to change, hence it is probable that some of the local people will try to cross
the toll road directly and face traffic hazards and risks. This impact will continue to
cause social conflicts and negative perceptions of the project.
b. Standard
Impact standard is the frequency of traffic hazards/accidents caused by people
crossing the toll road directly.
c. Environmental Management Aim
To avoid traffic risks/accidents and reduce social conflict and negative perceptions of
the project.
d. Environmental Management Plan

Construct bridge crossings in convenient locations close to residential areas,

graveyards and other strategic locations.

Install attention/warning boards and signs to warn the community about the
hazards of crossing the toll road directly.

Participate in social activities in the local community, especially religious events

and national celebrations, to improve communications and to have the chance
to provide information and warnings to the local community.

Respond immediately to all complaints from the local community, and provide
clear information at the beginning of the project to avoid miscommunications.

e. Environmental Management Location

Panjalin Kidul, Budur, Ciwaringin, Galagamba, Babakan and Walahar villages.
f.

Environmental Management Period

Environmental management activities should be implemented before and during

project operation.
g. Budget
Environmental management costs will include participating in social events and
installing warnings/signs.
h. Environmental Management Institution
Operator

PT. Lintas Marga Sedaya

Supervisor

BLH Majalengka and Cirebon Regencies

Reporting

BPLHD West Java Province

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Figure 6.8

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Map of Environment Management Program Locations

VI-24

CHAPTER VII
ENVIRONMENTAL MONITORING PLAN
This Environmental Monitoring Plan (RPL) will be implemented by PT. Lintas Marga
Sedaya and is based on the environmental components identified in the Significant
Impact Prediction Chapter (Chapter V) for the Rerouted Toll Road Segment, STA
199+507.66 until STA 204+236.90, along 4.73 km.
This environmental monitoring plan, for the various signficiant predicted impacts,
includes the following sections:
a. Monitored Significant Impact
b. Impact Source
c. Monitored parameter
d. Environmental Monitoring Aim
e. Environmental Monitoring Method
f.

Environmental Monitoring Location

g. Environmental Monitoring Schedule and Period

h. Environmental Monitoring Institution
7.1.

PRE CONSTRUCTION PHASE

7.1.1

Field Survey

7.1.1.1 The Lost of Livelihood

a. Monitored Significant Impact
The lost of livelihood because some of land area is paddy field and plantation garden.
b. Impact Source
The Acquisition Land.
c. Monitored Environmental Parameter
Some of community lost their livelihood caused by land acquisition
d. Environmental Monitoring Aim
To identify the amount of community affected and lost their livelihood.
e. Environmental Monitoring Method
Inventory of project affected person

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f. Environmental Monitoring Location

Whole area Along the toll road project
g. Environmental Monitoring Schedule and Period

Survey and land inventory undertaken 1 time before acquisition and payment of
compensation

Once a year after payment of compensation

h. Environmental Monitoring Institution

Operator

: PT. Lintas Marga Sedaya

Supervisor

: Bappeda, BPN Majalengka and Cirebon Regency

Reporting

: BPLHD and Bappeda West Java Province

7.1.2

Negative Perception on Community

a. Monitored Significant Impact

Land acquistion will potentially cause social conflicts due to local fears that the
compensation payments for their houses, buildings, madrasah, graves, plants, rice
fields, gardens and other land will not match with their expectations. This fear will be
due to unclear information and and unclear process which will result in the local
community not understanding the land acquisition process and stages. This impact will
continue to cause social conflicts and negative perceptions of the project.
b. Impact Source
Land acquistion activities.
c. Monitored Parameter
The knowledge and understanding the local community has of the project plan, and
their perceptions of the project.
d. Environmental Monitoring Aim

To define the level of restlessness in the local community

To understand local perceptions of the project

e. Environmental Monitoring Method

Direct observations of the attitudes and character of the local community

Dialogue with the local community

Conversations with several people to strengthen the information received from

dialogue and observations

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f. Environmental Monitoring Location

The whole area around the toll road project
g. Environmental Monitoring Shceulde and Period
Dialogue, observations and conversations will be implemented once during the pre
construction phase.
h. Environmental Monitoring Institution

Operator

: PT. Lintas Marga Sedaya

Supervisor
Regencies

: BAPPEDA, Department of Manpower, Majalengka and Cirebon

Reporting

: BPLHD and BAPPEDA West Java Province

7.2

CONSTRUCTION PHASE

7.2.1

Air Quality and Noise level

a. Monitored Significant Impact

The increase of dust content in the ambient air, which will cause disturbances to
aesthetics and health.
b. Impact Source

Mobilisation of heavy equipment and construction materials.

Land clearing and toll road construction.

c. Monitored Parameter
The environmental parameter to be monitored is dust content.
d. Environmental Monitoring Aim
Environment monitoring will be conducted to understand the level of dust in the
ambient air.
e. Environmental Monitoring Method

Measure dust content (through sampling) in residential areas around the toll
road, using an air pump tool (HVS).

Measure dust content (through sampling) in the land clearing areas and road
construction areas using an air pump tool (HVS).

Sampling results will be compared with the standards in PP No. 41 Year 1999 about Air
Pollution Control.
f. Environmental Monitoring Location
Environmental monitoring will occur in the residential areas passed by transportation
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vehicles, and the construction locations in Panjalin Kidul, Budur, Ciwaringin,

Galagamba, Babakan and Walahar villages.
g. Environmental Monitoring Schedule and Period
Environmental monitoring will be implemented once during construction.
h. Environmental Monitoring Institution

Operator

: PT. Lintas Marga Sedaya

Supervisor : BLH Majalengka and Cirebon Regencies

Reporting : BPLHD West Java Province and BLHD Majalengka and Cirebon
Regency.
7.2.2

Transformation of Landscape

a. Monitored Significant Impact

There will be transformation in the landscape caused by the landclearing and
construction of the toll road
b. Impact Source
The landclearing construction of the toll road
c. Monitored Parameter
The transformation of landscape
d. Environmental Monitoring Aim
Environmental monitoring will aim to know the effect of the landclearing and
construction to the landscape.
e. Environmental Monitoring Method
Visual observation of the landscape in the land which will be affected by toll road
construction
f. Environmental Monitoring Location
The whole area along the toll road project
g. Environmental Monitoring Schedule and Period
Environmental monitoring will be implemented once during construction.
h. Environmental Monitoring Institution

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Operator

: PT. Lintas Marga Sedaya

Supervisor : BLH Majalengka and Cirebon Regencies

Reporting : BPLHD West Java Province
7.2.3

Increased Level of Mud and TSS Content in Water Receiver

a. Monitored Significant Impact

The level of mud and increased number of TSS content in water receiver which will
impacted to degradation of water quality and has further potential risk to water biota.
b. Impact Source
Land clearing activity and toll road construction.
c. Monitored Parameter
Level of Mud and TSS content in water receiver
d. Environmental Monitoring Aim
To identify quality air change in water receiver due to inreased level of siltation and
TSS content.
e. Environmental Monitoring Method
Data gathering shall be undertaken by obtain water sample and then continue with
laboratory analysis.
f. Environmental Monitoring Location
Monitoring location shall be undertaken in water receiver body (Ciwaringin and
Kalimati river, and Ciwaringin Irrigation channel.
g. Environmental Monitoring Schedule and Period
Environmental monitoring will be implemented twice at the early stage of project and in
the mid of landclearing and construction stage.
h. Environmental Monitoring Institution

Operator

: PT. Lintas Marga Sedaya

Supervisor : BLH Majalengka and Cirebon Regencies

Reporting : BPLHD West Java Province

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7.2.4

Transformation of Water Flow Pattern and Increased Level of Run Off

Water

a. Monitored Significant Impact

Charateristic change of surface land caused by land clearing and toll road construction
which will impacted to the changes of surface waterways patterns and increased level
of water run off during rainy days and the changes of rain water infiltration into the
ground.
b. Impact Source
Land clearing and toll road construction.
c. Monitored Parameter
Run off Water flow level.
d. Environmental Monitoring Aim
Environmental monitoring aims to indetify the changes to the water flow level in the
receiving water bodies near the project site (Ciwaringin and Kalimati rivers and the
Ciwaringin irrigation channel).
e. Environmental Monitoring Method
Measurements of the surface water flow rate on rainy days during construction.
f. Environmental Monitoring Location
Measurements will be collected in the receiving water bodies along the toll road route;
Ciwaringin and Kalimati rivers and the Ciwaringin irrigation channel.
g. Environmental Monitoring Schedule and Period
Environmental monitoring will be implemented twice: once during the early stage of
project and once in the middle of the land clearing and road construction phase.
h. Environmental Monitoring Institution

Operator

: PT. Lintas Marga Sedaya

Supervisor

: BLHD Majalengka and Cirebon Regencies

Reporting
Regencies

: BPLHD West Java Province, BLHD Majalengka and Cirebon

7.2.5

Public Road Damage

a. Monitored Significant Impact

Mobilisation of heavy equipment and construction materials will cause road damage
due to the overweight loads exceeding the road capacity.
b. Impact Source

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Mobilisation of heavy equipment and construction materials.

c. Monitored Parameter
Level of road damage around the project site.
d. Environmental Monitoring Aim
Environmental monitoring aims to identify the road damage around the project site.
e. Environmental Monitoring Method
Surveys and field observations will be used. Collected data will be compared with the
road conditions before the project activity was implemented.
f. Environmental Monitoring Location
Observations will be made on the whole area of public roads along the toll road road
project.
g. Environmental Monitoring Schedule and Period
Monitoring will be implemented twice; once during the first activity, and once in the
middle of the mobilization of heavy equipment and construction materials.
i. Environmental Monitoring Institution

Operator

: PT. Lintas Marga Sedaya

Supervisor

: BLHD Majalengka and Cirebon Regencies

Reporting
Regencies

: BPLHD West Java Province, BLHD Majalengka and Cirebon

7.2.6
a.

Water Biota
Monitored Significant Impact
Land clearing and toll road construction activities were estimated to have
potentially negative impact to water biota. It will be derivatives impact of
degradation of water quality. The entry of TDS and TSS to water receiver body
will decrease the level of water biota diversity.

b.

Impact Source
Landclearin and toll road construction

c.

Monitored Parameter
The diversity of plankton and benthos

d.

Environmental Monitoring Aim

To identify the potential disruption to water biota caused by degradation of water

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quality.
e.

Environmental Monitoring Method

Obtain 40 liter of plankton sample by using plankton net #25 and to be canned
with 40% formalin. Benthos sampling by obtain mud using surber 20x20. The
process continued with laboratory analysis.
The data shall be analyze with plankton and benthos diversity index by using
Simpson and Shannon-Wiener formula:
Simpson formula:
H = 1 - [ni/N]2
H : diversity index
ni : amount of species to i
N : amount of entire species
Odum (1975) categorized the level of water contamination based on index value
criteria of plankton diversity (Simpson index):
>0.8 : low level of contamination
0.6 0.8 : medium level of contamination
<0.6 : high level of contamination
While Shannon-Wiener formula:
H = i ln i
i = ni / N
H : diversity index
ni : amount of species to i
N : amount of entire species
Lee et al (1978) categorized the level of water contamination based on index
value criteria of benthos diversity (Shannon-Wiener index):
>2 : not contaminated
1.6 2.0 : low level of contamination
1.0 1.5 : medium level of contamination
<1.0 : high level of contamination

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f.

Environmental Monitoring Location

Water body receiver at Ciwaringin and Kalimati river and Ciwaringin irrigation
channel.

g.

Environmental Monitoring Schedule and Period

Environmental monitoring will be implemented once in the mid of landclearing
and construction stage.

h.

Environmental Monitoring Institution

Operator

: PT. Lintas Marga Sedaya

Supervisor

: BLHD Majalengka and Cirebon Regencies

Reporting
: BPLHD West Java Province and BLHD Majalengka and
Cirebon Regencies

7.2.7

Working and Business Opportunity

a. Monitored Significant Impact

Labor mobilization will increase the working opportunity for community surround the
area which then will potentially increase their income level. The mobilization of heavy
equipment and material construction in big amount of number can also be fulfilled by
local resources which will potentially increase business opportunity.
b. Impact Source
The impact source is labour, heavy equipment and material construction mobilization.
c. Monitored Parameter
The income levels of the local community around the project site.
d. Environmental Monitoring Aim
To ensure a sufficient number of local people are recruited and provided with business
opportunities by the project.
e. Environmental Monitoring Method
Surveys and field observations will be used. Primary data collection techniques will be
implemented such as discussions with several respondents who live around the
project site. Data will be analysed quantitatively and transferred to tabulation form.
f. Environmental Monitoring Location
Environmental monitoring will occur in Sumber Jaya, Ciwaringin, and Gempol District.

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g. Environmental Monitoring Schedule and Period

Environmental monitoring will occur once in the middle of the project phase.
h. Environmental Monitoring Institution

Operator

: PT. Lintas Marga Sedaya

Supervisor

: BLHD Majalengka and Cirebon Regencies

Reporting
: BPLHD West Java Province, BLHD and Man Power
Department of Majalengka and Cirebon Regencies

7.2.8

Social Conflict

a. Monitored Significant Impact

Influx migration into the project area will impacted to community daily life pattern due
to different norm between community group, which then potentially risk to social
conflict.
b. Impact Source
Labour mobilization.
c. Monitored Parameter
Changes to the culture and habits of the local community, and the level of social
insecurity.
d. Environmental Monitoring Aim
Environmental monitoring aims to know the level of social insecurity caused by the
project.
e. Environmental Monitoring Method
Field observations and surveys will be used. Primary data collection will be
implemented by calculating the number of respondents. Data will be analysed
quantitatively and transferred to tabulation form.
f. Environmental Monitoring Location
Environmental monitoring occur in Sumber Jaya, Ciwaringin, and Gempol.
g. Environmental Monitoring Schedule and Period
Monitoring will be implemented once during the beginning of construction, and once in
the mid of construction.
h. Environmental Monitoring Institution

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Operator

: PT. Lintas Marga Sedaya

VII-10

Supervisor

: BLHD Majalengka and Cirebon Regencies

Reporting
Regencies

: BPLHD West Java Province, BLHD Majalengka and Cirebon

7.2.9

Negative Perception in Community

a. Monitored Significant Impact

Negative perception and behavior from community will arise if there are not enough
working opprtunity for them. Environmental impact such as noise and dust during
heavy equipment and material construction mobilization.
b. Impact Source
Labour mobilization, and heavy equipment and material construction mobilization.
c. Monitored Parameter
Number of grievance
d. Environmental Monitoring Aim
To identify community response toward construction activities.
e. Environmental Monitoring Method
Field observations and surveys will be used. Primary data collection will be
implemented by calculating the number of respondents. Data will be analysed
quantitatively and transferred to tabulation form.
f. Environmental Monitoring Location
Environmental monitoring occur in Sumber Jaya, Ciwaringin, and Gempol.
g. Environmental Monitoring Schedule and Period
Monitoring will be implemented once during the beginning of construction, and once in
the mid of construction.
h. Environmental Monitoring Institution

Operator

: PT. Lintas Marga Sedaya

Supervisor

: BLHD Majalengka and Cirebon Regencies

Reporting
Regencies

: BPLHD West Java Province, BLHD Majalengka and Cirebon

7.2.10 Public Health

a. Monitored Significant Impact
Environmental component impacted by contruction of toll road is health problem due to
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increase level of dust.

b. Impact Source
Heavy equipment and material construction mobilization.
c. Monitored Parameter
Number of ISPA patient
d. Environmental Monitoring Aim
To identify community the impact of heavy equipment and material construction
mobilization.
e. Environmental Monitoring Method
Secondary data gathering on 10 dominant illness from local public health facilitation
center (Puskesmas). Data will be analysed quantitatively and transferred to tabulation
form, and compared to environmental profile before the project.
f. Environmental Monitoring Location
Environmental monitoring will be occured in Sumber Jaya, Ciwaringin, and Budur
District.
g. Environmental Monitoring Schedule and Period
Monitoring will be implemented once during the mid of construction.
h. Environmental Monitoring Institution
Operator

: PT. Lintas Marga Sedaya

Supervisor

: BLHD and Health Governmental Instituion of Majalengka and Cirebon

Regencies

Reporting

: BPLHD West Java Province and Health Governmental Instituion

Majalengka and Cirebon Regencies

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7.3

OPERATION PHASE

7.3.1

Air Quality

a. Monitored Significant Impact

Toll road operations will potentially impact water quality due to vehicle activity on the
toll road which will emit exhaust every day. The exhaust pollutants that will be emitted
to air from the public vehicles include: CO, NO2, SO2 and dust. Decreasing air quality
will produce a continued impact on health hence it is feared that negative perceptions
of the project will occur.
b. Impact Source
Vehicles using the toll road during operation.
c. Monitored Parameter
The parameters that will be monitored are: CO, NO2, SO2 and dust.
d. Environmental Monitoring Aim
To reduce the amount of pollutant and particulates emitted to the air, especially in the
residential areas, so as to prevent health disorders.
e. Environmental Monitoring Method
Data collection will be implemented by sampling air for the above-mentioned
parameters using a hi-vol sampler. Results will be analysed at a laboratory accredited
by KAN. Air analysis results will be compared with the standards in Government
Regulation No. 41 Year 1999 about Air Pollution Control.
The number of ISPA patients and dissatisfied local people will be reported to the
project by the District and Village Offices.
f. Environmental Monitoring Location
Monitoring will be conducted in the residential areas of Panjalin Kidul, Budur,
Ciwaringin, Galagamba, Babakan and Walahar villages.
g. Environmental Monitoring Schedule and Period
Monitoring of air quality will be conducted every six months throughout operation.
h. Environment Monitoring Institution

Operator

: PT. Lintas Marga Sedaya

Supervisor

: BLH and Helath Agency of Majalengka and Cirebon Regencies

Reporting
: BPLHD West Java Province and Helath Agency of Majalengka
and Cirebon Regencies

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7.3.2

Noise Level

a. Monitored Significant Impact

Toll road operation will increase noise levels due to the noise emitted by vehicles
using the road daily. Increased noise levels will produce a continued impact on the
comfort of the local community and it is feared this will promote negative perceptions
of the project.
b. Impact Source
Vehicles using the toll road during operation.
c. Monitored Parameter
The parameter that will be monitored is the noise level.
d. Environmental Monitoring Aim
Environmental monitoring aims to know the increase in noise levels.
e. Environmental Monitoring Method
Monitoring of noise levels will be conducted using a noise level meter taking direct
measurements in the field. These results will then be compared with the noise level
standard for residential areas (55 dBA) in the Decree of Department of Environment
No. 48 Year 1996.
f. Environmental Monitoring Location
Monitoring will be conducted in the residential areas of Panjalin Kidul, Budur,
Ciwaringin, Galagamba, Babakan and Walahar villages.
g. Environmental Monitoring Schedule and Period
Monitoring of noise levels will be conducted every 6 months during road operation.
h. Environmental Monitoring Institution

Operator

: PT. Lintas Marga Sedaya

Supervisor : BLH Majalengka and Cirebon Regencies

Reporting : BPLHD West Java Province
7.3.3

Water Quality

a. Monitored Significant Impact

Surface water quality will be degraded due to oil spills and vehicle pollutants that will

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be carried by run off into the water bodies. Toll road maintenance will also cause
degradation of surface water quality, especially road layering works, where the oil
produced from maintenance will be carried by run off into the nearby water bodies. Oil
and fat increases in the water bodies will cause disturbances to aquatic biota and river
users, hence it is feared this will cause negative perceptions of the project.
b. Impact Source
Toll road operation and road maintenance.
c. Monitored Parameter
The parameters that will be monitored include TDS, TSS, BOD, COD, oil & fat and
aquatic biota diversity.
d. Environmental Monitoring Aim
Monitoring of water quality aims to know the extent of degradation of the receiving
water bodies (Ciwaringin and Kalimati rivers and the Ciwaringin irrigation channel).
e. Environmental Monitoring Method
Data will be collected through water sampling. The samples will be analysed at a
laboratory accredited by KAN and compared to the standards in Government
Regulation No. 82 Year 2001, about Water Quality Monitoring and Water Pollution
Control.
Monitoring of aquatic biota will be implemented through sampling of plankton. Samples
will be collected using a #25 plankton net; about 40 litres will be collected and
preserved use 40% formalin. Benthic samples will be collected using a 20 x 20 cm
surber net to collect mud. The samples will be analysed at a laboratory.
The plankton and benthic diversity index will be calculated using the Simpson and
Shannon Wiener formula. This formula is as follows:

Where:

H'

= 1 - [ni/N]2

H'

: diversity index
ni:

number of individual species i

number of all individuals

Odum (1975) categorizes the level of pollutants in water according to the

plankton diversity index criterion (Index Simpson) as follows:
> 0.8 :
0.6 - 0.8 :
< 0.6 :

low pollution
medium pollution
high pollution

The Shannon & Wiener diversity index calculation is as follows:

Where:

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H'

= - i ln i
i = ni / N

H'

: Diversity Index

VII-15

ni
N

:
:

Number of individuals i
Number of all individuals

Lee et al. (1978) categorizes the level of pollution in water according to the
benthic diversity index criterion (Index Shannon & Wiener) as follows:
>2 :
1.6 - 2.0 :
1.0 - 1.5 :
< 1.0

no pollution
low pollution
middle pollution

: high pollution

f. Environmental Monitoring Location

Receiving water bodies (Ciwaringin and Kalimati rivers and the Ciwaringin irrigation
channel).
g. Environmental Monitoring Schedule and Period
Environmental monitoring will be implemented twice a year on rainy days during toll
road operation.
h. Environmental Monitoring Institution

Operator

: PT. Lintas Marga Sedaya

Supervisor : BPLHD West Java Province; BLH Cirebon and Majalengka

Regencies

Reporting : BPLHD West Java Province; BLH Cirebon and Majalengka
Regencies
7.3.4

Hydrology

a. Monitored Significant Impact

The toll road operation will change water flow patterns as the road will cut through the
existing water flow channels. The toll road will also convert the land cover from green
open space to paved road, which will change the run off coefficient at the project site
on rainy days. This will cause disturbances to water patterns in Ciwaringin and
Kalimati rivers and the Ciwaringin irrigation channels, which is feared to produce social
conflicts and negative perceptions of the project.
b. Impact Source
Toll road operation.
c. Monitored Parameter
Water run off flow rate.
d. Environmental Monitoring Aim
To understand the changes to water flow of the rivers and irrigation channels cut by
the toll road, to be able to prevent floods.
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e. Environmental Monitoring Method

Direct observations of the drainage channels and Ciwaringin and Kalimati rivers will be
undertaken.
f. Environmental Monitoring Location
Monitoring will be conducted in the Ciwaringin drainage channel and Ciwaringin and
Kalimati rivers.
g. Environmental Monitoring Schedule and Period
Monitoring will be conducted during toll road operation.
h. Environmental Monitoring Institution

Operator

: PT. Lintas Marga Sedaya

Supervisor : BLH Majalengka and Cirebon Regencies

Reporting : BPLHD West Java Province
7.3.5

Employment/Profession

a. Monitored Significant Impact

Toll road operation will provide job and business opportunities for local people in the
rest area and in supporting facilities. If local employment is increased, this will help to
reduce local community resentment of other toll road operation impacts such as
disturbances to air quality, increased noise levels and flooding in residential areas.
b. Impact Source
Toll road operation and maintenance.
c. Monitored Parameter
Local income levels will be monitored.
d. Environmental Monitoring Aim
To ensure that a sufficient number of local people are hired and provided with
business opportunities during road operation maintenance.
e. Environmental Monitoring Method
Surveys and field observations will be used. Primary data collection techniques will be
implemented through discussions with several respondents in Sumber Jaya,
Ciwaringin and Gempol districts. Data will be analysed quantitatively and transferred to
tabular form.

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f. Environmental Monitoring Location

Monitoring locations will include Panjalin Kidul, Budur, Ciwaringin, Galagamba,
Babakan and Walahar villages.
g. Environmental Monitoring Schedule and Period
Monitoring will be conducted once a year during toll road operations.
h. Environmental Monitoring Institution

Operator : PT. Lintas Marga Sedaya

Supervisor : BLHD Majalengka and Cirebon Regencies

Reporting : BPLHD West Java Province

7.3.6

Changes to Mobility Habits

a. Monitored Significant Impact

Toll road operations will cause changes to local community mobility and accessibility.
The toll road will divide the residential areas and disrupt the communitys ability to
connect between villages by walking or motorcycle; as such it is predicted that
members of the local community will try to directly cross the toll road instead of using
the bridges.
b. Impact Source
Toll road operations.
c. Monitored Parameter
Changes to mobility and accessibility habits amongst the local community.
d. Environmental Monitoring Aim
Environmental monitoring is aimed to understand the level of changes in local
accessibility and mobility habits caused by the project.
e. Environmental Monitoring Method
Field observations and surveys will be used. Primary data collection techniques will be
used such as calculating the number of respondents. Data will be analysed
quantitatively and then transferred to tabular form.
f. Environmental Monitoring Location
Monitorings locations will include the residential areas in Panjalin Kidul, Budur,
Ciwaringin, Galagamba, Babakan and Walahar villages.
g. Environmental Monitoring Schedule and Period
Environmental monitoring will be implemented at the beginning of toll road operations
and in the middle of toll road operations.

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h. Environmental Monitoring Institution

Operator

: PT. Lintas Marga Sedaya

Supervisor

: BLH Majalengka and Cirebon Regencies

Reporting

: BPLHD West Java Province

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Figure 7.1

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Map of Environmental Monitoring Program Locations

VII-20