EIA Chapter 4

Cadangan Pembangunan Projek Pendidikan Bagi SMK Julau NO.
2, (30BD) Di Atas Lot 353, Block 3, Jikang

Land District, Sarawak Untuk Kementerian Pelajaran Malaysia EIA Report
Chapter 4 ENVIRONMENTAL IMPACT ASSESSMENT
.0 IMPACT ASSESSMENT
The environmental impact assessment and the subsequent formulation of mitigation

measures are the culmination of the previous chapters, whereby project descriptions
and associated activities were discussed in Chapter 2, and the existing environment,
the basis for potential assessment was defined in Chapter 3. Thus, various remedial
or abatement measures proposed for adoption by the proponent during the
implementation of the project, should be able to effectively reduce or minimize the
individual environmental impacts to acceptable levels.
4.1 METHODOLOGY
An EIA matrix is primarily used to facilitate the assessment of the environmental

impact of the project in compliance with the recommendation stated in “A Handbook
of the Policy and Basic Procedure of Environmental Impact Assessment (EIA) in
Sarawak”.
The EIA matrix is a tool used in the identification and evaluation of various impacts
associated with the individual activities during the implementation of the project. The
graphical matrix presentation forms the sources and significance of the potential
impacts that may occur during the development.
During the formulation of the matrix, environmental impacts are generally classified
into seven (7) categories according to their nature and level of significance. The
seven categories are:
1 – Minor Adverse Impact

2 – Moderate Adverse Impacts
3 – Major Adverse Impacts
A – Minor Positive Impacts
B – Major Positive Impacts
U – Potentially adverse, but insufficient information
O – Insignificant Impacts
The completed EIA matrix for the study is presented in Table 6.1.
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Cadangan Pembangunan Projek Pendidikan Bagi SMK Julau NO.2, (30BD) Di Atas Lot 353, Block 3,
Jikang Land District, Sarawak Untuk Kementerian Pelajaran Malaysia EIA Report
4.2 IMPACTS DURING THE INVESTIGATION STAGE
The potential environmental impacts during investigation stage relates to

individual studies conducted at site included topographical survey, perimeter
survey, soil and geotechnical investigations, and the EIA study.
4.2.1 Impacts on Flora

During EIA study, a majority of the current vegetation of the project site
had been cleared and land-filled. Currently, the project site is mainly
covered with rubber gardens and low bushes. It is unlikely to threaten any
species since almost all the species of trees, shrubs, climbers, and herbs
are expected to be of common and widespread in the any habitats
throughout Sarawak. Thus, no major impacts are expected.
4.2.2 Impacts on Fauna

The major activities during the site preparation and construction phase are
land clearing followed by drainage alteration. Land clearing will drive off
the avian fauna such as birds.
4.2.3 Impacts on Channel Diversion

An approximate 60mx12mx3m channel/channel diversion (Sg. Jikang)
design requires a multi-discipline approach as the effects of engineering
works may affect the ecology, fisheries and pollution within rivers. For this
project, the channel diversion works is not critical as the upstream of
diverted part of Sg.Jikang is dry a valley most of the time and the water
level at the diverted part of river is usually low, <2.0m depth during raining
season.
Some of the minor impacts of diverting Sg. Jikang may include the
followings:
 Minimal loss of aquatic and riparian habitats.

 Loss of stable (historical) geomorphological regime leading to
certain degree of erosion due to straightening of channel.
 May reduce the capacity of flood storage.
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 Improves drainage (minimizes flash flooding).

 Minor changes in sedimentation regimes.
 Enhances navigation and recreation.
 Changes of established landscapes and features.
 Changes to historic landscapes.
4.3 IMPACTS DURING THE DEVELOPMENT STAGE
The bulk of the identified adverse impacts associated with the proposed project
occur during the development stage. Nevertheless, the various activities
associated with the development stage that are addressed in this section are not
exhaustive. These activities represent only the major contributors of the
potentially significant impacts.
Most impacts associated with this stage are mainly temporary in nature, lasting
as long as the construction activities themselves. Even though some of the
impacts may be rated as adverse, they are not expected to be of much
significance in the long-term. Thus, a greater emphasis focused on those
activities, which may cause irreversible changes to the existing environment.
4.3.1 Mobilization
Heavy machinery, equipment and construction materials needed by the
project would have to be mobilized to the site. Mobilization activities
would be an on going activity throughout the duration of the project
development, though it is expected that they would be concentrated during
the early stages immediately following the commencement of construction
activities. Some temporary and minor adverse impacts are expected due
to mobilization, which includes:
Short-term and localized traffic congestion due to the type of additional

vehicle passing through the area, i.e. long vehicles, trailers and slow
moving machinery. These will impede the movement of regular traffic
because of their relatively slow speed and difficulty in overtaking them
due to their lengths;
The safety of other road users and the general public;
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Particulate matters and smoke emissions;
Ambient noise level along the transport route may be elevated during the
mobilization exercise.
However, the attenuation of sound over distance will result in a

significant reduction of decibels (dbA) experienced by the affected
residents. Since most of the affected residential dwellings are within
500m from the transportation route, the noise level is predicted to be
above the recommended limit of 55dB (A) as shown in Table 4.1. It is
therefore, proposed that the transportation activities be carried out
during daytime only. This will significantly reduce the potential impact
due to accidents occurring at night.
Table 4.1: Predicted Noise Levels from Moving Trucks/Lorries
Distance From Source (m) Noise Level dB(A)

15 80
100 72
200 66
300 62
500 58
1000 52
4.3.2 Site Preparation

The project site was a secondary re-growth and grassland. Thus, site
preparation would entail site clearing and earthwork of the area. Site
clearing involves the removal of the existing vegetation cover at the
project site resulting in a number of environmental impacts such as the
destruction of the flora, fauna and associated habitat, exposure of surface
soil to the elements.
The potential impacts due to site clearing can be minimized by

constructing proper/effective perimeter drains, road beams and
progressive landscaping works for the project. The project site is located
on a hilly landscape, and thus the environmental impacts normally
associated with earthwork activities may include the followings:-
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o Erosion of loose surface soil results in an increase in sediment load

in the run-off water following rainfall events.
o Localized/flash flooding in adjacent areas following rainfall events.
o Potential generation of dust during the dry period as a result of wind

action on the exposed soil surface, as well as from soil material
dislodged from construction vehicles.
o Dislodged soil particles from the vehicles will result in dirty and
slippery public roads along the transportation corridor during rainy
period. This is particularly obvious at the entrance/exit point(s) of
the project site. Such condition is not just a nuisance but also
poses a danger to other road users.
o Generation of additional traffic along transportation corridor or

public road.
o Incremental sound pressure levels (dBA) in the vicinity. Table 4.2

indicates various construction equipment noise range level from
50ft distance. It is noticed that all the equipment and machinery
produced noise level more than 68 dB(A) to 108 dB(A) at the
distance of 50 ft.
4.3.3 Soil Erosion

Soil erosion is the gross amount of soil moved by raindrops detachment or
runoff. It may occur during site clearing and construction works. The
proposed development is located in a relatively low and flat land. Based
on the physical characteristics of land contour and type of soil, the project
site was regarded as a moderate erosion risk area with low risk of flood.
Soil erosion would result in sedimentation and an increase in turbidity in
waterways (especially Sg. Jikang). Therefore, mitigating measures must
be taken during land clearing, earthwork and construction stages.
Soil erosion was predicted to be moderate although the terrain is relatively

undulating and hilly. Finer soil particles may be washed into the
watercourses when it rains resulting in minor stream sedimentation. The
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impact is expected to be more significant during unusual heavy rainy

season. Siltation and sedimentation of the stream will increase potential
flash flooding in the low-lying areas by raising the streambed (especially at
downstream of Sg. Jikang). Moreover, sediment in rivers will affect river
hydrology, morphology, aquatic life and water quality. However, this
phenomenon is expected to be low.
Table 4.2: Construction Equipment Noise Range Noise Level at 15m,

dB(A)
60 70 80 90 100 110
Machinery/Equipment
Earth Moving
Compactors
Front Loader
Backhoes
Tractors
Scraper graders
Pavers
Trucks
Material Handling
Concrete Mixers
Concrete Pumps
Mobile Cranes
Derrick Cranes
Stationery
Pumps
Generators
Compressors
Impact Equipment
Pneumatic wrenches
Jackhammers & rock drills
Impact pile drivers, peaks
Other
Vibrator
Saws
Source: U.S. Environmental Protection Agency, 1972.
4.3.4 Establishment of Worker’s Camp and Site Office

Temporary workers accommodation and site office may be erected to
accommodate the construction workforce. The main impacts of any
significance will be the generation of waste products from the camp.
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These impacts are temporary in nature. The main forms of waste normally
associated with construction campsite are:-
Solid Waste. This includes garbage, construction waste and other

waste matter from the temporary workers’ accommodation and
construction works, and some of which are not biodegradable such as
plastics and aluminium cans. Accumulation or indiscriminate disposal
of such wastes could act as breeding ground for vectors and could
potentially contribute towards the proliferation of disease vectors, e.g.
mosquitoes and rats, and the spread of other diseases.
Oil & Grease. These could potentially result in water contamination

following spillage or improper disposal of used engine oils, fuels and
lubricants during the maintenance of vehicles.
Sewage from the Workers’ Quarters and Site Office. The release of
raw sewage into nearby watercourse results in water pollution and the
propagation of disease vectors.
4.3.5 Construction of Infrastructures

Construction of infrastructure for the project includes the construction of
internal road network, the access road, drainage systems, water supply
system, telecommunication services, power supply, sewage reticulation
and treatment system, solid waste collection and disposal facilities. These
activities will involve the utilization of a large amount of construction
materials, heavy machinery and vehicles. The various activities normally
associated with the construction of infrastructure include excavation,
pilling, concreting, and laying of pipes and telecommunication cables and
the surfacing of the roads. Thus, the most significant impacts that may be
associated with infrastructure development are:
o Generation of additional traffic along the transport corridor.

o Soil erosion following the disturbance to surface soils.
o General increase in ambient noise levels, exhaust emissions and

dust generation due to vehicle movement.
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o Increase in commercial activities and job opportunities.
o Health and safety of the workers.
o Most of the above-mentioned impacts are temporary; significant

effects shall stop once construction activities stop.
4.3.6 General Construction

General construction includes the transportation of construction raw
material and personnel. It will involve such activities as piling, laying of
steel bars, BRC mesh and concreting, hoisting of construction materials
such as bricks. Heavy equipment and machinery, such as piling rig, will be
employed in the process. Most of the impacts are temporary in nature,
since the activities are for a limited period only.
Nonetheless, the impacts associated with general construction are similar

to that described in Sections 4.3.4 and 4.3.5 earlier, with the exception of
relatively more emphasis on the health and safety aspects of the activities.
Some potential health impacts that can be associated with the general
construction relates to the utilisation of foreign workers which may result in
an outbreak of communicable diseases such as tuberculosis, malaria,
venereal diseases and AIDS, despite the tight screening of new foreign
workers. Other problems faced by the construction workforce relates to
the intrinsic risk and occupational hazards associated with the
construction site with respect to the use of heavy equipment and
machinery.
4.3.7 Disposal of Construction Wastes

Construction activities will inevitably result in the generation of
construction waste. The waste material normally associated with
construction activities relates to the disused construction materials,
wrappings and containers. These materials, which often include broken
bits and pieces, comprise among others BRC mesh, steel bars, cement
spills, concrete chipping, piping, hardware, bricks, sanitary ware, empty
cans, plastic sheets and wooden crates. Thus, an indiscriminate disposal
of these waste are normally associated with the degradation of the general
aesthetic environment, contamination of receiving water bodies, clogging
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of drains and receiving streams and poses a danger to the workers and
the general public.
4.3.8 Traffic Obstruction
The construction activities such as transporting construction materials

(concrete, steel, sand, stone, premix, etc) and workers may inevitable will
cause hindrance to existing local traffic. For earthworks, approximately
280,000m3 of cut-and-fill (within project site) will be carried. In the worse-
case scenario, all these activities would generate not more than 50 vehicle
trips of inbound and outbound the project site daily during the entire
construction period.
The existing traffic count conducted at Julau Feeder Road and KJD Road
showed that the local traffic are operating at LOS “A” and during
construction stage, an additional of 100 trips(worse case scenario)
contributed to the traffic will still operating at LOS “A” whereby no
mitigation measure shall be applied during the construction stage.
4.3.9 Landscaping
The impacts due to the landscaping works are expected to be insignificant
because of the relatively secluded location of the proposed site.
Nevertheless, the impacts normally associated with landscaping activities
are 1) Aesthetically unfavourable conditions at project site, and 2) The
inevitable alteration to the landscape of the immediate areas following the
implementation of the project, from that of hilly landscape to typical
secondary school features.
4.4 IMPACTS DURING THE OPERATION STAGE
The impacts during the occupational stage relate to the various activities
associated with daily routine and functions of the communities, in addition to
product trading and services within the project area as well as its interaction with
neighbours.
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4.4.1 Solid Waste and Biomass Collection and Disposal

The generation of solid waste will be one of the most significant aspects of
the operational stage of the project. It is estimated that an average of 0.85
kg/person of solid waste will be generated per day. Thus, the daily volume
of waste has been calculated to be around 765 kg per day (estimated 900-
population equivalent). Indiscriminate disposal of waste can adversely
affect the aesthetic aspects and surface water qualities near the project
site. Further, the garbage may act as an actually conducive breeding
ground for some disease vectors, which could result in increased
incidence of communicable diseases.
4.4.2 Sewage Generation and Discharge

The proposed project is expected to generate an average of about 225m 3
of sewage daily. The estimation was based on the projected design flow
of 250 litres per person per day, for an estimated population equivalent
(PE) of 900 individuals when the development is fully occupied. As such,
raw sewage with a typical chemical composition as shown in Table 4.3
could potentially pollute the environment. Typical raw sewage has a BOD 5
and suspended solids of 250mg/L and 300mg/L, respectively.
Table 4.3: Typical Chemical Composition of Untreated Sludge

Untreated Primary Sludge
Item
Range Typical
Total Dry Solids (TS) % 2.0 – 8.0 5.0
Volatile Solids (% of TS) 60 – 80 65
Grease & Fats (ether-soluble, % of TS) 6.0 – 30.0 -
Protein (% of TS) 20 – 30 25
Nitrogen (N, % of TS) 1.5 – 6.0 4.0
Phosphorus (P2O5, % of TS) 0.8 – 3.0 2.0
Potash (K2O, % of TS) 0 – 1.0 0.4
Cellulose (% of TS) 8.0 – 15.0 10.0
Iron (not as sulphide) 2.0 – 4.0 2.5
Silica (SiO2, % of TS) 15.0 – 20.0 -
pH 5.0 – 8.0 6.0
Alkalinity (mg/l as CaCO3) 500 – 5000 600
Organic Acids (mg/l as HAC) 200 – 2000 600
Thermal content (KJ) 14 – 23 16.5*
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Source: Wastewater Engineering, 2nd Edition: (* Based on 65% volatile matter)
4.4.3 Future Traffic Impact
Traffic impacts study is an important consideration for any community

when a significant development is proposed. A properly developed traffic
impact study can provide the factual basis for good decision-making and
facilitate the timely implementation of necessary improvements. The
purpose of conducting the traffic impacts study was to carry out existing
traffic conditions and future traffic characteristics with the development in
place, and to evaluate the impacts of future traffic on the access roads
from the proposed project site to (1) Julau Town located 4 km away from
project site, (2) Jalan KJD (Kanowit, Julau, Durin) that intersects Jalan
Julau or Julau Feeder Road at 1 km away from project site, respectively.
Specific traffic volume counts were recorded at J1, J2 and J3 (see
Figures 3.18 and 3.19).
The proposed project (SMK Julau No.2) is currently under detailed design
stage and for the purpose of carrying out this study, it was assumed that
the construction works for this secondary school would commence by 15
August 2008 and be completed in 14 November 2010. The traffic was
projected ten (10) years from the year of construction completion, i.e. up
to 2020, which was used as the horizon year for traffic assessment.
Generally, the scope of work required for this traffic impact assessment
study encompassed the followings:
 To carry out morning and afternoon peak-hour traffic surveys at the
major junctions along the routes that the construction vehicles travelled
(access roads from construction site situated 4 km southwest of Julau
Town centre (to both Julau Town centre and Jalan KJD junction).
 To estimate the project future traffic using average growth rates.
 To carry out roadway capacity analysis for the routes and junctions
that were involved in this new secondary school (SMK Julau No.2)
based on the capacity analysis criteria of “2000 Highway Capacity
Manual (HCM)”.
 To recommend the required lane configurations at intersections to
ensure that the roads and their intersections are within acceptable
Level-Of-Service (LOS).
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Road Capacity Analysis
The capacity analysis was carried out to determine the existing

operating traffic performance or Level-Of-Service (LOS) along the
access roads between Proposed SMK Julau No.2 (Julau Feeder
Road/Jalan Jikang) to (1) Julau Town center situated 4km away from
proposed site; (2) Sibu/Sarikei/Bintangor as well as to assess and
analyze the potential impacts as a result of an increase in traffic
volumes generated from the sites/work zones and from passing-by
traffic, i.e. background traffic.
Unsignalised capacity analyses of the T-junctions were conducted to
determine the level-of-service (LOS) or traffic flow conditions of the
peak hour traffic along the site. All these capacity analyses were in
compliance with the criteria of Basic Freeway Highways in “2000
Highway Capacity Manual (HCM)” published by the Transportation
Research Board, Washington D.C., 2000, as described in Table 4.4
and Table 4.5. The general relationship used to compute the service
flow rate for a two-lane highway under the prevailing roadway and
traffic conditions is as follows:
SFi = 2,800 x (v/c)i x fw x fd ………………………… (1)
where: SFi = total service flow rate (pcph) in both directions for
prevailing roadway and traffic conditions, for level-of-
service i;
(v/c)i = ratio of flow rate to ideal capacity for level-of-service i;
fw = adjustment factor for narrow lanes & shoulder width;
fd = adjustment factor for directional distribution of traffic
Table 4.4: Level-Of-Service Criteria for Basic Freeway Segments
Free-Flow Speed = 55 mi/h (Limited Speed = 90km/h)

LOS
Criteria
A B C D E
Max Density (pc/mi/ln) 11 18 26 35 41
55.
Max Speed (mi/h) 0 55.0 54.9 52.9 51.2
Max v/c 0.2 0.47 0.68 0.88 1.00
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9
Max Service Flow Rate (pc/h/ln) 600 990 1430 1850 2100
Source: “Highway Capacity Manual (HCM) 2000” published by the Transportation Research
Board, National Research Council, Washington D.C., 2000.
Table 4.5: Definitions: Level-of-Service (LOS)

Expected Delay to
LOS Criteria
Minor Street Traffic
Free flow, where motorists are virtually
unaffected by the presence of others in the Little or no delay
A
traffic stream. Freedom to select desired speed
and manoeuvrability are high.
In the range of stable flow. Presence of other

users in the traffic stream is more noticeable. Short traffic delays
B
Speed is unaffected, but there is a slight
decline in manoeuvrability.
In the range of stable flow but beginning of the

Average traffic
range of flow in which motorists are affected by
C delays
others in the traffic stream. Both speed and
manoeuvrability are affected.
High density but stable flow. Speed and Long traffic delays
D
freedom to manoeuvre are severely restricted.
Operating conditions at or near capacity or

Very long traffic
saturation level. All speeds are low and flow is
E delays
unstable. Freedom to manoeuver is extremely
difficult.
F Breakdown or forced flow. -

Source: “Highway Capacity Manual (HCM) 2000” published by the Transportation Research
Board, National Research Council, Washington D.C., 2000.
Capacity analysis for each Level of Service A to E was computed in

Figures 4.1- 4.3. LOS “E” is the maximum capacity of the road
under prevailing roadway condition and can still be considered
acceptable during peak hour periods. Meanwhile, LOS “F” is the
worst service of traffic flow conditions, which can be considered as
“Breakdown” or “Forced Flow”.
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Cadangan Pembangunan Projek Pendidikan Bagi SMK Julau NO.2, (30BD) Di Atas Lot 353, Block 3, Jikang Land District, Sarawak Untuk Kementerian
Pelajaran Malaysia EIA Report
J1
Figure 4.1: Total Existing Morning and Evening’s Peak Hours Traffic Volume and Each LOS for T-Junction J1 (Jln
Julau or Julau Feeder Road Intersects Road to Project Site) in Passenger Car Per Hour (PCPH) Passenger, Car
Unit Per Hour (PCUPH).
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J2
KJD Intersects Jln Julau or Julau Feeder Road) in Passenger Car Per Hour (PCPH) Passenger, Car Unit Per Hour
(PCUPH).
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J3
Julau or Julau Feeder Road Intersects Road to Julau Town Center) in Passenger Car Per Hour (PCPH)
Passenger, Car Unit Per Hour (PCUPH).
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Cadangan Pembangunan Projek Pendidikan Bagi SMK Julau NO.2, (30BD) Di Atas Lot 353, Block 3, Jikang
Projection of Future Traffic
It is envisaged that traffic created during the construction phase does

not really produce any inconvenient and any worsening scenario to the
surrounding traffic routes. The traffic augmentation cannot be avoided
after the Proposed SMK Julau No.2 accomplished, in view of likelihood
that the construction of this secondary school would generate higher
number of traffic capacity with prediction of higher yearly rate of 8%
which is taking account ad future traffic growth along the Jalan Julau or
Julau Feeder Road.
Based on the equation and the existing roadway characteristics, the

maximum service flow rates for all LOS for proposed road during the
morning and afternoon peak hours have been computed and are
presented in Table 4.6 below.
Table 4.6: Summary of Capacity (Junction J1-J3)
J1
Junctio Actual
n Service Service Flow Rate LOS
Flow Rate
(PC/H/LN) LOSA LOSB LOSC LOSD LOSE
C80 4000 4000 4000 4000 4000
0.52
(v/c) 0.15 0.248 0.358 0.462 5
fw 1 1 1 1 1
fd 0.95 0.95 0.95 0.95 0.95
SF 600 990 1430 1850 2100
Peak hour
factor 0.95 0.95 0.95 0.95 0.95
Existing
(2009)
AM Peak 63 A
PM Peak 64 A

Future
(2020)
AM Peak 140 A
PM Peak 142 A

Note:
J1 = T-Junction (Jalan Julau or Julau Feeder Road Intersects Jalan SMK Julau No.2).
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J2
Junctio Actual
Flow Rate
C80 4000 4000 4000 4000 4000
(v/c) 0.15 0.248 0.358 0.462 0.525
fw 1 1 1 1 1
fd 0.95 0.95 0.95 0.95 0.95
SF 600 990 1430 1850 2100
Peak hour
factor 0.95 0.95 0.95 0.95 0.95
Existing
(2009)
AM Peak 92 A
PM Peak 96 A

Future
(2020)
AM Peak 205 A
PM Peak 214 A

Note:
J2 = T-Junction (Jalan Julau or Julau Feeder Road Intersects Jalan KJD ).
J3
Junctio Actual
Flow Rate
C80 4000 4000 4000 4000 4000
0.52
(v/c) 0.15 0.248 0.358 0.462 5
fw 1 1 1 1 1
fd 0.95 0.95 0.95 0.95 0.95
SF 600 990 1430 1850 2100
Peak hour
factor 0.95 0.95 0.95 0.95 0.95
Existing
(2009)
AM Peak 119 A
PM Peak 125 A

Future
(2020)
AM Peak 265 A
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PM Peak 278 A

Note:
J3 = T-Junction (Jalan Pekan Julau Intersects Jalan Julau or Julau Feeder Road/Entabai).
It is apparent from Table 4.6 that traffic were operating at LOS “A”
during both the morning and evening peak hours at T-junction J1, J2,
and J3 and these traffic volumes may not able to achieve further
service of flow, LOS “B” after ten years of estimation. With the future
projected traffic, only intersection J3 would be operating at the worst
criteria among other traffic junctions with LOS “A” although applied 8%
of traffic forecasting growth rate until year 2010 during the morning and
evening peak hours traffic. The highest traffic capacity estimation will
only reach approximate 278 pcph by year 2020, and LOS “B” can only
occur by year 2030 on that particular traffic junction (J3).
Unsignalised Intersection Capacity Analysis
The capacities of the proposed intersections have been analysed to

determine their future operational performance and level-of-service
(LOS). LOS criteria for unsignalised intersections were based on
reserve, or unused, capacity of the lane in question. Table 4.7 lists the
LOS criteria for an unsignalised intersection, which was determined by
the computed or measured control delay defined for each minor
movement. The capacity of a particular lane was estimated based on
conflicting traffic flows and the length of traffic gap needed to
accommodate the subject movements. The reserve capacity is equal
to the estimated capacity of the lane, minus the traffic volume of the
lane.
Table 4.7: LOS Criteria for Unsignalised Intersection
Reserve
Capacity Expected Delay to Minor Street
LOS
Traffic
(PC/H)
> 400 A Little or no delay
300 – 399 B Short traffic delays
200 – 299 C Average traffic delays
100 – 199 D Long traffic delays
0 – 99 E Very long traffic delays
* F *
*When demand volume exceeds the capacity of the lane, extreme delays will be
encountered with queuing which may cause severe congestion affecting other
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traffic movements in the intersection. This condition usually warrants improvement

to the intersection.
Source: “Highway Capacity Manual (HCM) 2000” published by the Transportation
Research Board, National Research Council, Washington D.C., 2000.
Table 4.8: Summary of Unsignalised Junction Capacity Analysis

for Project Assess Road to KJD Road in Future (2020)
Project Assess Project Assess
Peak
Junction Road Left-Turn Road Right-Turn
Hour
PCPH Cr LOS PCPH Cr LOS
AM 33 <400 B 72 <400 A
J3
PM 39 <400 A 77 <400 A
PCPH - Passenger Cars per Hour
Cr - Reserve Capacity
LOS - Level-of-Service
The capacity of the T-junction from the project site to KJD Road was
analysed based on the above criteria and the results are presented
in Table 4.8. KJD Road is considered as a major street and the
project assess road are considered as minor street. According to
Highway Capacity Manual 1985, Special Report 209 (Washington,
DC: Transportation Research Board), the flow relationship for two-
lane highways under an ideal condition and average speed of 90
km/h, the volume of vehicle shall be taken as approximately 750
pcph. Thus capacity of lane of 750 pcph shall be adopted for the
calculation of reserve capacity for the unsignalised junction for this
project.
Upon the completion and full utilisation of the project, it is anticipated
that traffic from the project site may not experiences any delay due
to average amount of traffic moving along Jalan KJD and Julau
Feeder Road during the peak hours.
Conclusion
This traffic study aimed to carry out future traffic projection and to
evaluate the impacts of future traffic on the access roads and T-
junctions/intersections that connecting from Proposed SMK Julau
No.2 to Julau - Sarikei/Sibu Junction and to Entabai/Julau Town
center located 4km away from project site. The assessment year is
Year 2020, which is ten (10) years after the assumed completion of
the proposed road in Year 2010. It is anticipated that the opening up
of the lands along the proposed secondary school (SMK Julau No.2)
would encourage future development and hence, Traffic for Year
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2020 was estimated based on 8% average growth rate compounded

annually from Year 2010.
From the results of the capacity analysis, it can be revealed that the
access road would not be short of capacity during the construction
phase, which would not cause any traffic difficulty or other worsen
circumstances to its surrounding. The capacity analysis results show
that simple T-Junction J1, J2, and J3 are having free flow, where
motorists are virtually unaffected by the presence of others in the
traffic stream. The vehicle users are free to select desired speed and
manoeuvrability during morning and evening peak hours, means that
the existing lanes and traffic systems are adequate to facilitate such
service of flow in future ten years. Since these three T-junctions(J1,
J2, J3) were projected to have free flow during the morning and
evening peak hours and the installation a traffic signal or other traffic
control systems can be avoided. Upon the completion of all those
traffic systems, it is anticipated that traffic from the project site would
experience no traffic delays during peak hours for the worst-case
scenario.
4.4.4 Maintenance of Utilities, Amenities and Services

The utilities, amenities and services provided as part of the development need
regular maintenance during the lifetime of the project to ensure that it continue
to function optimally for the convenience of the institute staffs and students, its
residents and the general public. The maintenance activities which include
among others grass cutting, carpentry work, desludging of sewage treatment
system, etc., are not expected to result in any significant adverse
environmental impacts apart from the exposure of maintenance workers to
injuries during the course of their duties. The impacts normally associated
with the maintenance activities are generally positive. These impacts include
additional employment opportunities and general improvement in the health
and safety of the residents and general public.
4.4.5 Occupation of the Project

The physical activity of moving into the newly completed premises and
dwellings involves the transportation of office equipment, furniture and
personal effects from the existing premises or house to the site. Although
lorries/trucks will be utilised in the exercise it is not expected to contribute any
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significant impacts because the process will occur over a period of time, at the
convenience of the premises staffs and it’s occupants, following the issuance
of certificate of fitness by the authorities.
4.5 PROJECT ABANDONMENT
4.5.1 Abandonment Stage

Project abandonment may occur at any time during the project
implementation. As such, the nature of impacts would be dependent on the
stage at which it occurs. In the unlikely event that the project has to be
abandoned, it will result in financial loss to the government, loss of education
location to cater for the community needs, potential site for anti-social
activities and potential habitat for pest and disease vectors.
The worse case scenario could be the site be abrupt abandonment of project -
leaving neglected structures, construction debris and overgrown vegetation,
which will not only be aesthetically unpleasant but also poses potential
hazards to the unsuspecting (general) public.
4.6 POSITIVE IMPACTS
The positive impacts associated with the successful implementation of the project
include:-
 A modern and well-equipped secondary level educational place to cater for

national needs.
 Assist in the spreading of inner town-traffic from the town centre to the outer
perimeter of the town limit by facilitating the decentralisation of urban
development, thus minimising future risks of massive traffic problem in the
town centre.
 Employment and business opportunities for those involved in the construction

and property sectors. Considering the current economic slow down the
project is an important contributor, albeit in a small way, to the general well
beings of the local economy.
 Optimal utilisation of existing resources.
ABC Sdn Bhd 23

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Cadangan Pembangunan Projek Pendidikan Bagi SMK Julau NO.

2, (30BD) Di Atas Lot 353, Block 3, Jikang

Chapter 4 ENVIRONMENTAL IMPACT ASSESSMENT

The environmental impact assessment and the subsequent formulation of mitigation

An EIA matrix is primarily used to facilitate the assessment of the environmental

1 – Minor Adverse Impact

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4.2 IMPACTS DURING THE INVESTIGATION STAGE

The potential environmental impacts during investigation stage relates to

4.2.1 Impacts on Flora

4.2.2 Impacts on Fauna

4.2.3 Impacts on Channel Diversion

 Minimal loss of aquatic and riparian habitats.

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 Improves drainage (minimizes flash flooding).

4.3 IMPACTS DURING THE DEVELOPMENT STAGE

Short-term and localized traffic congestion due to the type of additional

The safety of other road users and the general public;

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Particulate matters and smoke emissions;

However, the attenuation of sound over distance will result in a

Table 4.1: Predicted Noise Levels from Moving Trucks/Lorries

Distance From Source (m) Noise Level dB(A)

4.3.2 Site Preparation

The potential impacts due to site clearing can be minimized by

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o Erosion of loose surface soil results in an increase in sediment load

o Localized/flash flooding in adjacent areas following rainfall events.

o Potential generation of dust during the dry period as a result of wind

o Generation of additional traffic along transportation corridor or

o Incremental sound pressure levels (dBA) in the vicinity. Table 4.2

4.3.3 Soil Erosion

Soil erosion was predicted to be moderate although the terrain is relatively

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impact is expected to be more significant during unusual heavy rainy

Table 4.2: Construction Equipment Noise Range Noise Level at 15m,

4.3.4 Establishment of Worker’s Camp and Site Office

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Solid Waste. This includes garbage, construction waste and other

Oil & Grease. These could potentially result in water contamination

4.3.5 Construction of Infrastructures

o Generation of additional traffic along the transport corridor.

o General increase in ambient noise levels, exhaust emissions and

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o Increase in commercial activities and job opportunities.

o Health and safety of the workers.

o Most of the above-mentioned impacts are temporary; significant

4.3.6 General Construction

Nonetheless, the impacts associated with general construction are similar

4.3.7 Disposal of Construction Wastes

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4.3.8 Traffic Obstruction

The construction activities such as transporting construction materials

4.4 IMPACTS DURING THE OPERATION STAGE

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4.4.1 Solid Waste and Biomass Collection and Disposal

4.4.2 Sewage Generation and Discharge

Table 4.3: Typical Chemical Composition of Untreated Sludge

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Source: Wastewater Engineering, 2nd Edition: (* Based on 65% volatile matter)

4.4.3 Future Traffic Impact

Traffic impacts study is an important consideration for any community

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Road Capacity Analysis