Draft Environmental Impact Assessment (English Translation) · Draft Environmental Impact...

Draft Environmental Impact Assessment (English Translation) Project Number: 45921 October 2011

INO: WEST JAVA TOLL ROAD DEVELOPMENT PROJECT (CIKAMPEK-PALIMANAN) Prepared by PT. Perentjana Djaja for PT. Lintas Marga Sedaya

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TABLE OF CONTENTS

TABLE OF CONTENTS ............................................................ I-1

Chapter I INTRODUCTION ................................................ I-1 1.1 BACKGROUND .................................................................................. I-1 1.2 OBJ ECTIVE AND BENEFIT OF THE PROJ ECT ............................... I-2 1.3 LAWS AND REGULATIONS .............................................................. I-2 1.4 POLICY ON IMPLEMENTATION OF ENVIRONMENTAL

MANAGEMENT .................................................................................. I-8

Chapter II PROJECT PLAN ............................................... II-1 2.1 IDENTITY OF INITIATOR AND AUTHOR ......................................... II-1

2.1.1 Identity of Initiator ..................................................................... II-1 2.1.2 Identity of Author/Consultant .................................................... II-1

2.2 DESCRIPTION OF PROJECT PLAN ................................................ II-2 2.2.1 Suitability of the Project with Its Surrounding Land ................... II-2 2.2.2 Description of project ................................................................ II-2

2.3 LINKAGE OF THE PROJECT WITH PROJECTS IN SURROUNDING AREAS ................................................................ II-53

Chapter III DESCRIPTION OF ENVIRONMENTAL CONDITIONS .................................................. III-1

3.1 PHYSICAL AND CHEMICAL COMPONENTS .................................. III-1 3.1.1 Climate .................................................................................... III-1 3.1.2 Physiography and Geology .................................................... III-11 3.1.3 Hydrology .............................................................................. III-24 3.1.4 Hydrogeology ........................................................................ III-30 3.1.5 Space, Land and Soil ............................................................ III-36

3.2 BIOLOGICAL COMPONENTS ....................................................... III-46 3.2.1 Terrestrial Flora ..................................................................... III-46 3.2.2 Terrestrial Fauna ................................................................... III-56

3.3 ECONOMIC, SOCIAL, AND CULTURAL COMPONENTS ............. III-67 3.3.1 Population ............................................................................. III-67 3.3.2 Socio-Cultural ........................................................................ III-72 3.3.3 Social Economy ..................................................................... III-80 3.3.4 Problems in the Area around the planned Toll Road .............. III-88

3.4 CONDITION OF FACILITIES AND INFRASTRUCTURE ...............III-106 3.5 COMPONENTS OF PUBLIC HEALTH ..........................................III-124 3.6 SUMMARY ....................................................................................III-127

Chapter IV SCOPE OF STUDY ........................................... IV-1 4.1 SCOPING RESULT .......................................................................... IV-1

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4.2 SCOPE OF STUDY AREA ............................................................... IV-2

Chapter V FORECASTING SIGNIFICANT IMPACTS .......... V-1 5.1 FORECASTING IMPACTS ................................................................ V-1 5.2 PRE-CONSTRUCTION PHASE ........................................................ V-1 5.3 Construction Phase ........................................................................... V-5

5.3.1 Impacts on Physical-Chemical Components ............................ V-5

Table 5.1 Estimated Maximum Concentration (ug/m3) ........ V-6 5.3.2 Biological Environment Components ..................................... V-30 5.3.3 Socio-Economic and Cultural Component ............................. V-35 5.3.4 Components of Public Health ................................................ V-43

5.4 POST-Construction Phase .............................................................. V-44 5.4.1 Physical-Chemical Environmental Components .................... V-44 5.4.2 Social-Economic and Cultural Component ............................ V-56

5.5 SUMMARY ...................................................................................... V-61

Chapter VI EVALUATION OF SIGNIFICANT IMPACTS .... VI-79 6.1 IMPACT EVALUATION CRITERIA ................................................. VI-79

6.1.1 Holistic Assessment ..............................................................VI-79 6.1.2 Causative Assessment ..........................................................VI-80

6.2 REVIEW OF IMPACTS ................................................................... VI-80 6.2.1 Pre-Construction Phase.........................................................VI-80 6.2.2 Post-Construction Phase .......................................................VI-84

6.3 TOLL ROAD OPERATION ............................................................. VI-87 6.4 OPERATION OF TOLL ROAD EXITS ............................................ VI-87 6.5 OTHER PROJECT-RELATED ACTIVITIES .................................... VI-87 6.6 FORMULATION OF STUDY RESULTS AND REFERRALS TO

HANDLE SIGNIFICANT IMPACTS ................................................. VI-87 6.6.1 Community Groups that may be Affected ..............................VI-87 6.6.2 Impact Evaluation Results .....................................................VI-89 6.6.3 Quantification of Evaluation Results ......................................VI-91

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Chapter I

INTRODUCTION

1.1 BACKGROUND

Cikampek-Palimanan Toll Road is an alternative way to provide an efficient

highway transportation system with a high level of service to support national

economic growth, while supporting the realization of the Trans-Java road network.

Externally, the road network in the Pantura region is part of the planned Trans-

Java road network connecting Sumatra, Java and Bali, which serves to

accommodate the flow of goods and people between the islands. In the intra-

region context, the existence of the northern road network which is supported by

the provincial road network indicates the spatial relationship between the city and

the growth of existing centers. So according to the physical condition of this

territory, expanding the road network patterns will affect the development of towns

along the northern coast region. Therefore, to support the accessibility of goods

and people an alternative to the construction of the highway is needed.

The Government of the Republic of Indonesia through the Toll Road Regulatory

Body (BPJT) and Department of Public Works in collaboration with investor PT.

Lintas Marga Sedaya, seeks the realization of Cikampek-Palimanan toll road -

which connects Purwakarta, Subang, Majalengka, Cirebon, and Indramayu along

± 116.4 km.

Realizing that any construction activities will not only have positive effect impacts

on the growth and development of national and regional economic development,

but also will have negative influences (impacts) on the conservation of nature and

the environment, and in accordance with environmentally sound development

policies as regulated by Law no. 23, 1997 on Natural Environmental Management

and Government Regulation no. 27 of 1999 concerning Environmental Impact

Assessment, environmental management is necessary to be completed.

Based on the Decree of the Minister of Environment No. 11 of 2006 on Types of

Business Plan and / or Activity which must be Equipped With an Environmental

Impact Analysis, which for this type is highway infrastructure activities, the

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Cikampek-Palimanan Toll Road Development plan along +116 km must be

accompanied by an Environmental Impact Assessment Study (EIA).

In addition to the abovementioned, Environmental Impact Assessment Study (EIA)

also refers to the decisions of the Minister of Environment No. 8 Year 2006 on

Guidelines for Preparing Environmental Impact Assessment, which includes the

Terms of Reference for Environmental Impact Analysis (KA-ANDAL),

Environmental Impact Assessment (EIA), Environmental Management Plan (RKL),

Environmental Monitoring Plan (RPL), and Executive Summary.

1.2 OBJ ECTIVE AND BENEFIT OF THE PROJ ECT

The objective of the Cikampek-Palimanan Toll Road Development Project is as an

alternative to providing an efficient transport system to support national economic

growth.

The Benefit of the project is to facilitate the movement of traffic and goods as well

as residents from Java to Sumatra and support functions of the external road

network of the northern region in order to accommodate the movement of goods

and services across the provinces, as well as to support the development of cities

in West Java Province.

1.3 LAWS AND REGULATIONS

Legislation used in the EIA Study includes:

a.

1. Law of the Republic of Indonesia No. 5 of 1960, about Agrarian

Affairs. As a reference to determine the type of land for land

acquisition.

Law

2. Law of the Republic of Indonesia No. 1 of 1970 on Labor. As a

reference in the recruitment of labor.

3. Law of the Republic of Indonesia No. 5 of 1990, about the

conservation of Natural Resources and Ecosystems. As a

benchmark for environmental management.

4. Law of the Republic of Indonesia Number 23 of 1997 on

Environmental Management. As a benchmark for environmental

management.

5. Law of the Republic of Indonesia No. 25 of 1999 on Financial

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Balance between Central and Local Government. As a benchmark

for environmental management according to their respective

responsibilities.

6. Law of the Republic of Indonesia Number 17 of 2004, on Water

Resources. As a reference for water resource conservation.

7. Law of the Republic of Indonesia Number 32 of 2004 on Regional

Government. As a benchmark for environmental management

according to their respective responsibilities.

8. Law of the Republic of Indonesia Number 36 of 2004, on Roads. As

a benchmark for environmental management relating to the

geometric design of the road.

9. Law of the Republic of Indonesia No. 26 of 2007 on Spatial

Planning. As a reference in the implementation of environmentally

sound development.

b.

1. Indonesian Government Regulation No. 6 of 1988, on Vertical

Coordination Agency Activities in the Region. As a reference in the

implementation of land acquisition.

Government Regulation

2. Indonesian Government Regulation No. 35 of 1991, on Rivers. As a

reference for the management of surface water environments.

3. Indonesian Government Regulation No. 69 of 1996, on the

Implementation of the Rights and Obligations and Forms and

Procedures for Public Participation in Spatial Planning. As a

reference for development by involving the community.

4. Indonesian Government Regulation Number 18 of 1999, regarding

Management of Hazardous and Toxic Wastes. As a reference in

environmental management.

5. Indonesian Government Regulation No. 27 of 1999, concerning

Environmental Impact Analysis. As a reference in the preparation of

EIA documents.

6. Indonesian Government Regulation No. 41 of 1999, concerning

Control of Air Pollution. As a national reference for air quality

management.

7. Indonesian Government Regulation No. 25 of 2000, the

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Government Authority and Provincial Authority as Autonomous

Regions. As a rule for authorities in West Java Provincial

Government.

8. Indonesian Government Regulation No. 82 of 2001, regarding

Management of Water Quality and Water Pollution Control. As a

rule for the National Water Quality Management.

9. Indonesian Government Regulation Number 16 of 2004, regarding

Land Stewardship. As a rule for determining the type of land.

10. Indonesian Government Regulation No. 15 of 2005, on Toll Roads.

As a reference for the implementation of toll road development.

c.

1. Decree of the President of the Republic of Indonesia Number 32 of

1990, on the Management of Protected Areas. As a rule for

conservation management of protected areas.

Presidential Decree

2. Decree of the President of the Republic of Indonesia No. 05 year

1992 concerning Land Acquisition. As a reference in land

acquisition.

3. Decree of the President of the Republic of Indonesia No. 75 of

1993, on the coordination of National Spatial Management. As a

reference for implementation of environmentally sound

development.

4. Decree of the President of the Republic of Indonesia No. 36 Jo. No.

65, 2006 on Land Procurement for Implementation of Development

for Public Interest. As a reference in land acquisition.

d.

1. Regulation of the Minister of Health Republic of Indonesia Number:

4167 MENKES / PER / IX / 1990, on Terms of Water Quality

Monitoring. As a rule of Water Management.

Ministerial Regulation

2. Public Works Ministerial Decree No. 779/KPTS/1990 Rl, on

Technical Guidelines for EIA Field Road and Bridge. As a reference

for preparation of environmental impact documents.

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3. Decision of the National Land Agency Number: 02 of 1990,

concerning Permit Location. As a reference for implementation of

the development.

4. Head of Bapedal Decision No. 056 of 1994, on Guidelines

Regarding Impacts Size Importance. As a reference for preparation

of EIA documents.

5. Decree of the Minister of Public Works Rl Number: 56/KPTS/1995,

the EIA Procedure Guide Department of Public Works. As a

reference for preparation of EIA documents.

6. Decree of the Minister of Environment / Head of Bapedal Number:

KM-48/MENLH/11/1996, about Raw Noise Level. As a reference in

environmental management of noise.

7. Decree of the Minister of Environment Number: KEP-299/11 / 1996.

Technical Guidelines Review Social Aspects In the preparation of

Environmental Impact Assessment. As a reference preparation of

environmental impact of social aspects.

8. Decree of the Minister of Environment Number Kep-45/MENLH /

10/1997, regarding Air Pollution Standard Index. As a national

reference for air quality management.

9. Decree of the Minister of Environment Number: KEP-124/11 / 1997.

Technical Guidelines Review of Public Health Aspects of the

Preparation of Environmental Impact Assessment. As reference for

the preparation of the EIA documents for societal health aspects.

10. Decree of the Head of Environmental Impact Management Agency

Number Kep-107/KABAPEDAL/11/1997, Technical Guidelines for

Calculation and Reporting and Information Air Pollution Standards

Index. As a benchmark for environmental management.

11. Decree of the Minister of Environment Number. 41/1999 on Air

Pollution Control.

12. Decree of the Minister of Environment No. 2 of 2000, the EIA

Document Assessment Guide. As a reference for preparation of

EIA documents.

13. Decree of the Head of Environmental Impact Management Agency:

Number 08 of 2000, regarding Community Involvement and

Information Disclosure in Environmental Impact Analysis Process.

As a reference in execution of socialization.

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14. Decree of the Head of Environmental Impact Management Agency

No. 40 of 2000, concerning Guidelines for Administration of EIA

Appraisal Commission. As a reference for environmental impact

assessment document.

15. Decree of the Minister of Environment No. 41 year 2000, on

Guidelines for Establishment of Commission for EIA Appraisal

District. As a reference for the Assessment Team.

16. Decree of the Minister of Environment Number. 45/2005 on

Guidelines for Preparation of Consolidated RKL and RPL.

17. Decree of the Minister of Public Works 295/PRT/M Rl No. 2005, on

the Toll Road. As a reference preparation of the EIA document.

18. Decision of the Minister of Public Works no. 369/KPTS/M/2005,

General Plan of the National Road Network. As a benchmark to

determine the classification of the road.

19. Regulation of the Minister of State for Environment, No: 8 of 2006,

concerning Guidelines for Preparation of Environmental Impact

Assessment. As a reference for preparation of EIA documents.

20. Regulation of the Minister of State for Environment, No: 11 of 2006,

concerning Types of Business and / or activities, which are to be

equipped with a Mandatory Environmental Impact Assessment. As

reference for the preparation of EIA documents.

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e.

1. West Java Provincial Regulation No. 3 of 1988 on Taking Control of

Ground Water, Surface Water and Sewerage. As a benchmark for


Provincial and Local Regulation

2. West Java Provincial Regulation No. 12 of 1989 on the Procedure

of Setting Water. As a benchmark for environmental management.

3. Local Regulation of the Province of West Java No.1 of 1990 on

Environmental Management in the Province of West Java. As a

benchmark for environmental management.

4. Governor Decree No level I West Java. 38 of 1991 on Water

Appropriation and Water Quality on Water Resources in West Java.

As a benchmark for environmental management.

5. West Java Governor Decree No. 38 of 1993 on Regulation of the

Use of Roads. As a reference in execution of development.

6. West Java Governor Decree No. 17 of 1993 on Attraction and traffic

generation. As a reference pattern of traffic movement.

7. West Java Governor Decree Number: 620/Kep.184-Sarek/2008,

concerning Amendment to Decree No. 620/Kep.538-Sarek/2006

Governor of West Java, on determiniation of Cikopo - Palimanan

Toll Road Construction Location (SP2LP)

8. West Java Governor Decree No. 18 Year 1993 on Implementation

of Traffic Control Equipment. As a reference for traffic regulation.

9. West Java Provincial Regulation No. 15 of 1994 Concerning the

Regional Road Traffic in West Java Province. As a rule of traffic

planning.

10. West Java Governor Decree No. 21 of 2001 on Road Use

Regulation. As a guideline for traffic planning.

11. West Java Provincial Regulation No.2 of 2003 on spatial planning in

West Java 2010. As a guideline for construction in the province of

West Java.

12. West Java Provincial Regulation No. 8 year 2005 concerning

Border Water Resources. As a reference for the environmental

management of rivers.

13. West Java Provincial Regulation No.2 of 2006 on the Management

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of Protected Areas. As a rule for protected area management.

14. Decision of Head of BPN (National Land Agency) Regulation. 3 /

2007 concerning Land Procurement for Implementation of Public

Development.

1.4 POLICY ON IMPLEMENTATION OF ENVIRONMENTAL MANAGEMENT

The Development Policy of the Palimanan-Cikampek toll road is based on

environmentally-sound principles, to achieve sustainability and provide guarantees

for present and future. This is contained in PROPERNAS and the Law of

Environmental Management, which among others states that the Indonesian

people want a harmonious relationship between man and God, between human

beings, and with the surrounding environment.

Based on spatial planning (RTRW) in West Java Province, it has been confirmed

that the construction / development of the region around the northern highways

and roads must take into account that the growth of the road must not interfere

with:

• The smooth flow of goods and services

• Aesthetics (beauty) and architecture

• Environment.

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Chapter II

PROJECT PLAN

2.1 IDENTITY OF INITIATOR AND AUTHOR

2.1.1 Identity of Initiator

Company Name : PT. LINTAS MARGA SEDAYA

Person In-charge : CEO of PT. Lintas Marga Sedaya

Address : Jalan Cibitung III No. 34 Kebayoran Baru, Jakarta Selatan, Telp. 021-7245870 Fax. 021-7222436

2.1.2 Identity of Author/Consultant

Author/consultant of the Environmental Impact Assessment for the Cikampek-Palimanan Toll Road Development is as follows:

Company Name : PT. Perentjana Djaja

Person In-Charge : CEO of PT. Perentjana Djaja

Address : Wisma Pede Lantai 4

Jl. MT. Haryono Kav. 17, Jakarta Selatan

Telp. 021-8290442 Fax. 021-8297124

The composition of the complete team in this EIA Study of the Cikampek-

Palimanan Toll Road Development is given in Table 2.1.

Table 2-1 EIA Team No. Position Name Expertise 1 Team Leader, Environment

Ir. M. Waladi Road Network Expert, Amdal-B

2 Transportation Expert Ir. Dwi Endro BW Road Network Planning Expert 3 Urban and regional Planning

Ir. Maskur Urban and Regional Expert

4 Socioeconomic Expert-1 Drs Edwir Irfan Msi Socioeconomic analyst Amdal-A 5 Socioeconomic Expert-1 Ir. Witono Socioeconomic analyst, Amdal-A 6 Chemistry-Physics Expert Ir. Sri Sukaeni Chemical-Physical Analyst, Amdal -

7 Biology Expert Dra. Yuli Hastuti Biology Analyst, Amdal-B 8 Hydrology and Drainage Expert Ir. Bambang HS Hydrology Expert

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No. Position Name Expertise 9. Geology Expert Ir. Wisoko Geology Expert

10. Public Health Expert dr. Rina Kurniasri, Mkes Public Health Expert

2.2 DESCRIPTION OF PROJECT PLAN

2.2.1 Suitability of the Project with Its Surrounding Land

Based on the West Java Governor Decree Number: 620/Kep.184-Sarek / 2008, on

Amendment to the West Java Governor Decree No. 620/Kep.538-Sarek/2006,

concerning Determination of Cikopo - Palimanan Highway Construction Site

(SP2LP), the plan for the Cikampek-Palimanan toll road alignment location is in

accordance with the 2003 - 2010 spatial planning of West Java province and

revised master plan for West Java province (Perda no.3 of 1994). The route of this

highway will go through several diverse land types, namely: rice irrigation (27.7%),

plantation (4.41%), forest (17.64%), shrubs (15.39%), vacant land (15.18%), rain-

fed rice fields (8.79%), fields (5.86%) and housing (4.96%). Areas of Perhutani-

owned forest and plantation areas can be seen in the appendix.

Location of the Palimanan Cikampek Toll Road alignment based on its

administration area can be seen in Table 2.2, while the Cikampek Palimanan Toll

Road Plan Location Map is in Figure 2.1.

2.2.2 Description of project

2.2.2.1 Technical Plan of the project

1. Technical Specification of the Project

Technical data based on data and detailed project engineering design (DED) can

be seen in Table 2.3, while the cross section of the highway is presented in Figure

2.2.

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Table 2-2 Admin is tra tive Bounda rie s o f the P ro jec t

No. Regency Sub-district Village Section Division

Section 1 to Section 6

1. Purwakarta

Bungursari Cikopo

Cinangka

STA 91+350

Section I Length 27.05 km

STA 118+400

Cempaka Cimahi

Cisaat

Kertamukti

Cibatu Karyamekar

Cipasungsari

2. Subang

Pabuaran Karangmukti

Cipeundeuy Wantilan

Sawangan

Kalijati Marangemang

Batusari

Kaliangsana

Purwadadi Wanakerta

Section II Length 11.200 K

STA 129+600

Pagaden Balingbing

Sumurgintung

Gembor

Subang Jabong

Sukamelang

Cisaga

Cipunagara Wanasari

Section III Length 28.700 Km

STA 158+300

Cibogo Cibogo

Pada Asih

Sumur Barang

3. Indramayu Gantar Bantar Waru

Sanca

Trisi Cikedung/Cikawung

4. Majalengka

Kertajati Mekarjaya

Palasah

Sukawana

Kertawinangun

Section IV Length 18.900 Km

STA 177+200

Dawuan Pasir Malati

Balida

Mandapa

Section V Jatiwangi Jatiwangi

Surawangi

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No. Regency Sub-district Village Section Division

Section 1 to Section 6

Jatisura

Ciborelang

Length 16.100 Km

STA 193+300

Lingung Beusi

Tegal Aren

Palasah Cisambeng

Sumberjaya/Majasuka

Sumberjaya Bongas Kulon

Bongas Wetan

Panjalin Lor

Panjalin Kidul

Section VI Length 14.450 Km

STA 207+350

5. Cirebon

Ciwaringin Budursora

Babakan

Ciwaringin

Galagamba

Gempol Kedung Bunder

Kempek

Palimanan Pegagan

Source: Measurement of FED team, 2007

Table 2-3 Technica l Data o f the Pro jec t

No. Component Technical Data

The length of Cikampek-Palimanan Toll Road is ± 116.4 Km which consists of : Section I, STA 91+350 s/d STA118+400 a. Main Road :

ROW : 60 m Length of road : 27.05 km Width of lanes : 2 x (2 x 3.60) m Outer shoulder width : 2 x 3.00 m Inner shoulder width : 2 x 1.50 m Median width : 13 m Transversal slope : 2.0% Shoulder slope : 4.0% Planned Speed : 100-120 km/hour

b. Ramp : Width of lanes : 1 x 4.0 m Outer shoulder width : 3.00 m Transversal slope : 2.0 % Shoulder slope : 2.0 % Planned Speed : 4.0 km/hour

Section II, STA 118+400 s/d STA 129+600 a. Main Road

ROW : 60 m Length of road : 11.20 Km Width of lanes : 2 x (2 x 3.60) m Outer shoulder width : 2 x 3.00 m Inner shoulder width : 2 x 1.50 m

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Median width : 13 m Transversal slope : 2.0 % Shoulder slope : 2.0 % Planned Speed : 100-120 km/hour

b. Access Road ROW : 40 m Length of road : 1.0 Km Width of lanes : 2 x 3.60 m Outer shoulder width : 2 x 2.75 m Transversal slope : 2.0% Shoulder slope : 2.0% Planned Speed : 40 km/hour

c. Ramp : Width of lanes : 1 x 4.00 m Outer shoulder width : 3.00 m Transversal slope : 2.0 % Shoulder slope : 2.0 % Planned Speed : 40 km/hour

Section III, STA 129+600 s/d 158+300 a. Main Road

ROW : 60 m Length of road : 28.70 Km Width of lanes : 2 x (2 x 3.60) m Outer shoulder width : 2 x 3.00 m Inner shoulder width : 2 x 1.50 m Median width : 13 m Transversal slope : 2.0 % Shoulder slope : 7.0 % Planned Speed : 100-120 km/hour

b. Access Road ROW : 40 m Length of road : 0.9 Km

Width of lanes : 2 x 3.60 m Outer shoulder width : 2 x 2.75 m Transversal slope : 2.0% Shoulder slope : 4.0% Planned Speed : 50 km/hour


Section IV, STA 158+300 s/d STA 177+200 a. Main Road


b. Access Road ROW : 40 m Length of road : 1.6 Km

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Width of lanes : 2 x 3.60 m Outer shoulder width : 2 x 2.75 m Inner shoulder width : 2.0% Median width : 4.0% Planned Speed : 50 km/hour


Section V, STA 177+200 s/d STA 193+600 a. Main Road


b. Access Road ROW : 40 m Length of road : 1.7 Km Width of lanes : 2 x 3.60 m Outer shoulder width : 2 x 2.75 m Inner shoulder width : 2.0% Median width : 4.0% Planned Speed : 50 km/hour


Section VI, STA 193+300 s/d STA 207+350 a. Main Road


b. Access Road ROW : 40 m Length of road : 1.6 Km Width of lanes : 2 x 3.60 m Outer shoulder width : 2 x 2/75 m Inner shoulder width : 2/0% Median width : 4/0% Planned Speed : 50 km/hour

c. Ramp :

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Width of lanes : 1 x 4.00 m Outer shoulder width : 3.00 m Transversal slope : 2.0 % Shoulder slope : 2.0 % Planned Speed : 40 km/hour

Toll Road Facilities Inter change : 7 unit On & off ramp : 28 unit Overpass : 65 unit Underpass : 20 unit Bridge : 17 unit Box Culvert : 127 unit Drainage Tunnel : 130 unit Crossing Bridge : 20 unit Toll Gate : 28 unit Toll Plaza : 1 unit Barrier Gate : 2 unit Rest Area : 8 unit

Source: FED Consultant Team, 2007

2. Schedule of Development

The concession agreement between the Toll Road Regulatory Body (BPJT) - Dep.

PU and PT. Lintas Marga Sedaya (investor) was established in July 2006.

Implementation of land acquisition was planned to run from August 2007 to July

2008, starting in the east (section VI). The time provided for implementation of

physical development of the Palimanan Cikampek toll road is 30 calendar months

from July 2008 until December 2010. More details can be viewed in the

construction schedule presented in Table 2.4.

2.2.2.2 Stages of Development

1. Pre-construction Stage

1). Survey and measurement location situation

This work is preceded, among others, by collecting primary data, including an

inventory of the land to be used for RUMIJA toll, and the carrying capacity of the

soil investigation. At this stage this aims to determine the location of the road

alignment to be constructed and the measurement of land area required for

detailed design. Some of these surveys include: topographical surveys, road

surveys, geological surveys, hydrological surveys, environmental surveys and

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surveys of land ownership.

2). Land acquisition

Land acquisition as part of the Toll Road project plans to transfer the land rights of

the people/residents to the government, the estates of the Ministry of SOEs and

forest land from the Ministry of Forestry to the Government (Ministry of Public

Works.) Land that will be acquired is ± 765.6 ha; the current land use of this land is

shown in Table 2.5. Included in these activities is the transfer of land acquisition

and / or elevation of Tower SUIT at some point that is; SUTT 150 kV Cikumpay

Pabuaran between tower-A24-D25, 70 kV Arjawinangun SUTT Duchy between

tower-D62-A63, 70 kV Arjowinangun SUTT-Duchy of tower D60-D61, 70 kV

Arjawinangun SUTT Cement Palimanan between tower-D14-A15, and SUTT

Mandirancan 150 kV tower-Jatibarang between D59-D60. In the implementation of

the elevation and transfer towers, the project will follow the procedure established

by PLN, so as not to cause disruption to customers and surrounding communities.

Location crosses with SUTT can be seen in the appendix.

In addition to land acquisition, in the area there are gas pipelines owned by

Pertamina and private companies; these pipes will be protected with the portal

construction so as not to cause interference in both construction and operation

phase. More details can be seen in Figure 2.3.

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Source: Consultant Planner / MCI

Figure 2-1 Typical Cros s Sec tional Cut of Cikampek --- Pa limanan Toll Road

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Figure 2-2 Porta l fo r pro tec tion o f gas p ipe line

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Table 2- 4 Development Schedule of Cikampek-Palimanan Toll Road

NO Work Description

2007 2008 2009 2010 2011

KETERANGAN 1 2 3 4 5 6 1 2 3 4 5 8 7 8 9 10 11 12 1 2 3 4 5 8 7 8 9 10 11 12 1 2 3 4 5 8 7 8 9 10 11 12 1 2

1

2.

3.

Consession agreement between BPJT and PT. Lintas Marga Sedaya

Land Acquisition

Section I (Cikampek-Kalijati) 27,05 Km

Section II (Kalijati-Subang) 11,2 Km

Section III (Subang-Cikedung) 28,7 Km

Section IV (Cikedung-Kertajati) 18,9 Km

Section V (Kertajati Sumber Jaya) 16,1 Km

Section VI (Sumberjaya-Palimanan) 14, 45 Km

Physical Construction Stage

1 Preparation Stage :

- Heavy Equipment mobilization

- Labor Mobilization

- Basecamp Construction

2 Construction :

- Land & Soil Preparation Cleaning

- Transportation of Land & Materials

- Heap Work

- Road & Pavement Works Agency

July 2006

Starting from Section IV

EIA II-12

NO Work Description

2007 2008 2009 2010 2011

KETERANGAN 1 2 3 4 5 6 1 2 3 4 5 8 7 8 9 10 11 12 1 2 3 4 5 8 7 8 9 10 11 12 1 2 3 4 5 8 7 8 9 10 11 12 1 2

4.

- Drainage Works

- Bridge Works

- OP & UP Work

- Interchanges Work

- Construction of Highway Facilities

Toll Road Operation

EIA II-13

Table 2-5 Land Us e of Acquis itioned Land No Land Use (Ha) (%)

1 Paddy Field (Irrigated) 212.52 27.7

2 Forest 135.03 17.64

3 Plantation 33.76 4.41

4 Unproductive Land 117.85 15.39

5 Vacant Land 116.29 15.18

6 Rain-fed Rice Field 67.32 8.79

7 Field 44.88 5.86

8 Settlement 37.95 4.96

TOTAL 765.6 100


Based on Presidential Regulation No. 36 Jo. No. 65 Year 2006 on Land

Procurement for Implementation of Development for Public Interest, the land

acquisition process and the building and determining of the Amount of

compensation must be made by consensus.

The land acquisition process will begin with the application and approval of the

location, until SP2LP issued by the Governor. Prior to land acquisition, the

Department of Public Works, in this case represented by the Land Acquisition

Team (TPT), will conduct an intensive socialization several times to capture the

aspirations of the community. Furthermore, the amount of compensation is to be

determined by deliberation and consensus which considers inputs /

recommendations from the Land Price Assessment Team, and determination of a

normative list and a list of payments. Payments are to be made in cash directly

through a bank account to the people whose land is acquired, while granting a

waiver letter. If there is a difference in land acquisition and the land owners do not

agree on the amount of compensation set by the P2T, then compensation will be

settled by the court and there will be revocation of land rights by the Government.

For more details, a flow chart of land acquisition mechanisms for the purposes of

this toll road can be seen in the appendix.

EIA II-14

2. Construction Stage

1). Mobilization of Heavy Equipment

Heavy equipment is a tool that cannot be avoided, especially in completing the

construction of highway. The dominant tools are driven by engines and can usually

be used for various types of work, while the other tools in this project are tools that

are not driven by an engine, and these are used according to their needs (such as

hoes and others). The main tools to be used in this project from section 1 to 6,

include among others:

1. Bulldozer : 4 unit

2. Excavator : 4 unit

3. Stake pole : 2 unit

4. Dump truck : 15 unit

5. Pick Up : 2 unit

6. Compressor : 2 unit

2. Concrete mixer : 4 unit

3. Concrete pump : 2 unit

4. Cutting machine : 1 unit

5. Generating set : 2 unit

6. Crane : 2 unit

7. Concrete breaker : 1 unit

8. Hoes : 2 unit

9. Wheel loader : 3 unit

10. Motor grader : 2 unit

11. Stamper : 4 unit

12. Concrete vibrator : 4 unit

13. Prime mover : 2 unit

14. Tire roller : 2 unit

EIA II-15

15. Tandem Roller : 2 unit

16. Asphalt mixing plan : 1 unit

17. Asphalt finisher : 1 unit

18. Water/full tank truck : 1 unit

2). Labor Mobilization

Mobilization of labor is the labor recruitment activities for the project site; labor will

be local or from outside the project for.

Qualification and number of workers for each of the elements required in the

physical implementation of the Cikampek – Palimanan toll road development are

estimated as follows:

• Elements of the project / owner, consisting of experts (10%),

• Element of supervisor / supervisors, consisting of experts and medium labor

(10%),

• Elements of implementers / contractors, consisting of experts and high labor and

manual labor (80%).

The dominant labor forces will be the executors / contractors, who will remain at

base camp. Estimated number of workers for the construction of the Cikampek-

Palimanan toll roads in each section can be seen in Table 2.6.

Labor that does not require special expertise, as much as possible will be taken

from the local workforce. Looking at the composition of labor mentioned above, it

can be concluded that the local workforce can be absorbed at the commencement

of construction by the contractor in accordance with the needs of contractors and

the ability of its workforce.

Table 2-6 Es timated number of workers for the Cikampek-Palimanan Toll Road Development

No Location STA Labor

1 Section I Cikampek – Kalijati

(± 27.05 Km)

91+350 to 118+400 Consisting of 250 people; Owner 25 people (10%), Supervisor 25 people (10%), Contractors 200 people (80%); from 80% contractor personnel divided into 40 core (20%) and labor force 160 people (80 %) which can be filled by local workers,

EIA II-16

No Location STA Labor according to the needs and expertise

2 Section II Kalijati - Subang

(± 11.2 Km)

118+400 to 129+600

Consisting of 150 people; Owner 15 people (10%), Supervisor 15 people (10%), Contractors 120 people (80%), from 80% contractor divided into 24 core workers (20%) and labor force 96 people (80 %) which can be filled by local workers, according to the needs

3 Section III Subang - Cikedung

(± 28.7 Km)

129+600 to 158+300

Consisting of 250 people; Owner 25 people (10%), Supervisor 25 people (10%), Contractors 200 people (80%), from 80% contractor personnel are divided into 40'orang core (20%) and labor force 160 people (80%) which can be filled by local workers, according to the needs

4 Section IV Cikedung – Kertajati

(± 18.9 Km)

158+300 to 177+200

Consisting of 225 persons; Owner 23 people (10%), Supervisor 23 people (10%), Contractors 179 people (80%), from 80% of contractors are divided into 36 core workers (20%) and labor force 143 people (80 %) which can be filled by local workers, according to the needs and expertise.

5 Section V Kertajati – Sumberjaya (± 16.1 Km)

177+200 to 193+300

200 people consisting of; Owner 20 people (10%), Supervisor 20 People (10%), Contractors 160 people (80%), from 80% of contractors are divided into 32 core workers (20%) and the 128 labor force (80 %) which can be filled by local workers, according to the needs and expertise.

6 Section VI Sumberjaya –

Palimanan (± 14.05 Km)

193+300 to 207+350

150 people consisting of; Owner 15 people (10%), Supervisor 15 people (10%), Contractors 120 people (80%), from 80% contractor divided into 24 core workers (20%) and labor force 96 people (80 %) which can be filled by personnel lok £ l, according to the needs and expertise.


3). Construction / Operation of Base Camp

EIA II-17

Development / operation of the base camp is intended as a central work settings

(office), temporary shelter for workers and field workers during the work in

progress, and also as a maintenance area for vehicle and heavy equipment used

in carrying out the work, including manufacturing and warehousing. Equipment

needed for this activity can be seen in Table 2.7 below.

Table 2-7 Equipment Needs fo r Bas e Camp Cons truc tion

No. Location Equipment

1 Section I 4 unit pick up

4 unit dump truck

2 Section II 2 unit pick up

2 unit dump truck

3 Section III 4 unit pick up

4 unit dump truck

4 Section IV 2 unit pick up

2 unit dump truck

5 Section V 2 unit pick up

2 unit dump truck

6 Section VI 2 unit pick up

2 unit dump truck


4). Land Clearing and Soil Preparation

Land clearing work includes land clearing / stripping in the work area along the

highway alignment approximately 116.4 km and its road works. Overall volume of

stripping is estimated to be approximately 2.088 million m3. Soil stripping results

will not be discarded but will be used as a layer of humus soil on the outside

bodies of the RUMIJA road. While the Basic Soil Preparation works include the

preparation of the toll road agency basis in accordance with the specifications that

have been defined.

5). Transportation of Soil, Materials and Building Materials

EIA II-18

Minerals / materials will be obtained from the slope cutting. Material requirements

for the Cikampek-Palimanan Toll Road project are shown in Table 2.8 below:

Table 2- 8 Materia l Requirements

No. Type of Material Unit Volume

1 Sand

m3

334,004

2 Cement

m3

66,658

3 Aggregate / Stones

m3

613,587

4 Iron

Ton

53,224

5 Concrete

m3

1,230,487

6 Asphalt

Ton

140,792


Supporting materials such as cement and steel / iron will be imported from the

local city or other locations. Transportation of the aggregate / crushed stone and

sand to site will take advantage of village roads / local roads that exist along the

planned Cikampek – Palimanan toll road. In the implementation of transportation,

it is planned to conduct periodic road watering 2 times a day so as not to cause

dust pollution due to tire friction with the ground.

To bring the above materials, the commonly used mean will be transport dump

trucks with capacity of 10 tons (MST). The route that is used is estimated via the

National road / street provinces such as northern roads, Cikampek-Purwakarta-

Subang streets, Sadang-Majalengka road, and Cirebon - Bandung road. For

district roads that pass between the other-way include Kalijati-Pamanukan

Subang, Subang-Pagaden road, Cikawung-Cikamurang road, Jatisura road to the

village, the road to Sumberjaya, the road to Pesantren Babakan, and others who

could pass the truck.

6). Quarry and Embankment Work

Quarry and Embankment work covers all activities including ground work

necessary for the establishment of toll roads.

To align the condition of the highway in accordance with planning criteria, in some

places excavation work is required, and elsewhere will be required heaping. Soil

excavation, which technically qualifies as a material, will be used immediately after

cleaning and piling of topsoil and residual vegetation.

EIA II-19

Based on geological data on the condition of the soil layer below the surface, it

shows that building materials can be obtained at various locations along the

alignment of the Cikampek - Palimanan Toll road. For this project, only the

aggregate with good or fairly good quality can be calculated. Aggregate with good

quality is strong and free of material damage and is of good enough quality to be

used in asphalt mixtures, the surface layer, base layer for roads, and structural

concrete. Good quality aggregate is strong and can be used for base layer with a

lower specification and for with no structural concrete.

In general, all materials will be sourced from an embankment located 20 km from

the planned alignment. Local sources of this material can generally be achieved

with four-wheel vehicle or a truck loaded with 10 tons, and can usually be obtained

by way of purchase from the quarry businesses.

Table 2.9 displays the quantity of excavation and embankment works, while

quantity for the Quarry site, borrow pit and disposal area are shown in Table 2.10

and Figure 2.4.

EIA II-20

Table 2-9 Excavation and Embankment Work

No.

Section

Length

(Km)

Volume of excavation

(m3)

Excavated material

(m3)

Embankment Requirement

(m3)

Imported Embankme

nt

(m3)

Disposal

(m3)

Percentage of Disposal

(%)

1

2

3

4

5

6

Cikampek-Kalijati

Kalijati-Subang

Subang-Cikedung

Cikedung-Kertajati

Kertajati-Sumberjaya

Jumberjaya-Palimanai

27.05

11.20

28.70

18.90

16.10

14.45

2,611,500.00

2,705,000.00

911,000.00

990,000.00

_

–

1,512,900.00

2,453,500.00

573,300.00

891,000.00

–

–

2,320,900.00

2,202,000.00

3,012,000.00

2,449,000.00

1,891,000.00

1,584,000.00

_

_

2,438,700.00

1,558,000.00

1,891,000.00

1,584,000.00

290,600.00

503,000.00

91,100.00

99,000.00

11.13

18.60

10.00

10.00

Total

116.40 7,217,500.0

5,430,700.00 13,458,900.0

7,471,700.0

983,700.00 Source: FED Consultant Team, 2007

Table 2-10 Location of Quarry, Borrow Pit and Dis pos al Area

No. Quarry Borrow Pit Disposal Area

1

2

3

4

5

6

7

8

9

10

11

Sukatani,

Cipinang,

Cihuni

Cibodas

Cileuleuy

Cimalingping

Cikandang

Sanca

Tonjong

Gn. Tempuk

Weraganti

Cipinang

Cibodas

Cikandang

Sanca

Leuwimunding

Ds. Kertamukti, Purwakarta

Ds. Karangmukti, Subang

Ds. Batusari, Subang

Ds. Sumurbarang, Subang

Ds. Cikawung, Indramayu

Ds. Palasah, majalengka

Ds. Sukawangi, Majalengka

Ds. Ciwaringin, Cirebon

EIA II-21

No. Quarry Borrow Pit Disposal Area

12

13

S. Cikeruh

Leuwimunding


Category C type minerals that exist include among others:

- Coarse Aggregate

Coarse aggregate materials are often found in the district, in Purwakarta, Subang,

Majalengka and Cirebon. In general, these aggregates have a good quality.

Stone-breaking machines are found in many locations, except in Cihuni,

Cimalingping, Cikandang, Gn. Tempuk, Tonjong and Weragati where it is dug by

hand.

- Fine Aggregate

Similar with course aggregates, fine aggregate are also encountered in 4 districts.

Most of the fine aggregate processing uses machines, except in Cihuni,

Cimalingping, Cikandang, Gn. Tempuk, Tonjong and Weragati where it is dug by

hand.

- Soil Embankment

This material is mostly located in areas close to Cirawat Palimanan and Subang

(approximately 5 million m3). It is also available in the area of Subang namely

Cibodas, Cileuleuy, Cikandang and Python (about 3.45 million m3), and near

Purwakarta namely Cipinang (about 250,000 m3).

7). Construction Works for Roads and Pavement Layer

Pavement type specified in Palimanan Cikampek toll road can be explained as

follows:

a. The main road, ramp and access will be rigid pavement and flexible

pavement. For rigid pavement, the road is planned to consist of:

• Base Course / Aggregate A: 25 cm

• Lean Concrete layer: 10 cm

• Concrete layer: 30 cm

For flexible pavement, the road is planned as follows:

• Sub Base: 40 cm


EIA II-22

• ATB Layer: 15 cm

• Asphalt Binder Course Layer: 5 cm

• Asphalt Concrete layer: 5 cm

b. Shoulder of the main road, ramp and access is a flexible pavement which

is planned to consist of:


• Layer ATB: 10cm

Implementation of pavement layers work will be as follows:

a. Preparation of base course

Covers the implementation of a special foundation layer with or without a binder.

Before overlaying concrete, the subgrade or sub base and cross-sectional shape

density shall be checked. Layer beneath the concrete should always be free from

foreign objects, remnants of concrete and other debris.

b. Pavement layers Work, including:

- Installation of longitudinal and transverse connection

- Installation of spokes (dowel) and coating trellis (dowel coating)

- Installation of reinforcement

- Stirring the transport of concrete and concrete mixture

- Casting

- Overlaying

- Solidified

- Completion end, forming a surface texture of the fire edge.

c. Care and Maintenance

After the final settlement is completed and the final layer evaporates from the

surface or immediately after sticking with the concrete does not happen, then the

entire surface of the concrete should be immediately closed and maintained. The

period of treatment will be carried out for 28 days, but this time can be shortened if

the 70% compressive strength or flexural concrete can be achieved by adding

substances earlier.

EIA II-23

d. Protection of finished pavement

Pavement that has been completed and its equipment must be protected from

general traffic through traffic enforcement. This protection includes the provision of

personnel to regulate traffic and to install and maintain warning signs, lights,

barriers, and so forth.

8). Drainage Works

• Crossings with rivers and creeks to flood return periods calculated 50s. In

the existing flow is maintained wet cross-sectional shape of the existing

flow with the following criteria:

• River / tributary width greater than or equal to 25 m made the bridge

construction.

• River / tributary width of less than 25 m is made box culvert.

• For irrigation canal culverts created a customized with existing capacity.

• Inundation caused by road construction will be made to flow toward the

side channel of the river nearby.

EIA II-24

Figure 2-3 Material Quarry Location

EIA II-25

Making of the drainage channels on the Cikampek-Palimanan toll road includes:

1. Cross drain installed every 500 m distance, with the construction of the

sewer diameter of 1:00 m.

2. Side channel of the soil material with a trapezoidal geometry. For the steep

terrain made construction of stone masonry and waterfall times when

needed.

3. Median tract of land covered with grass material with curved geometry

parabola fitted with culverts he 0.60m towards the side channel. These

channels are made in the area superelevation.

As a whole list of security also includes the drainage crossing irrigation channels

for each section can be seen in Tables 2.11 – 2.20.

Table 2-11 Lis t of Cros s ing Drainage on Sec tion I Kab. Purwakarta

No. Name Station (STA) Crossing

Type

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

Drain Canal

Drain Canal

Drain Canal

Ciherang River

Drain Canal

Drain Canal

Drain Canal

Drain Canal

Cilandak River

Drain Canal

Drain Canal

Drain Canal

Drain Canal

Drain Canal Cilamaya River

91 + 805

93 + 512

94 + 285

95 + 006

95 + 258

96 + 180

97 + 175

98 + 040

99 + 030

99 + 650

100 + 431

100 + 634

100 + 879

101 + 494

101 + 902

Pipe Culvert

Pipe Culvert

Box Culvert

Bridge

Box Culvert

Box Culvert

Box Culvert

Box Culvert

Bridge

Pipe Culvert

Box Culvert

Pipe Culvert

Box Culvert

Box Culvert

Bridge

Source: Planning Consultant (PT.MCI) 2007

EIA II-26

Table 2-12 Lis t of Cros s ing Dra inage on Sec tion I Kab. Subang


Type

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

31

32

Drain Canal

Irr.+Village road

Cisiluman River

Drain Canal

Kalijati River

Drain Canal

Pakuharja River

Drain Canal

Cicadas River

Drain Canal

Drain Canal

Cibeunying River

Cijengkol River

Cibeuleutok River

Drain Canal

Drain Canal

Drain Canal

Drain Canal

Drain Canal

Cibuang River

Cibuang River

Drain Canal

Drain Canal

Ciburangrang River

Drain Canal

Drain Canal

Drain Canal

Drain Canal+Ped.Acces

Drain Canal

Ciracas River

Drain Canal

Irr+Ped.Acces

102 + 658

103 + 389

104 + 304

104 + 673

105 + 009

105 + 292

106 + 073

106 + 290

106 + 652

107 + 125

107 + 382

107 + 575

107 + 779

107 + 905

108 + 708

108 + 735

109 + 120

109 + 161

109 + 890

109 + 950

110 + 175

111 + 015

111 + 630

111 + 665

111 + 742

113 + 010

113 + 068

114 + 013

114 + 360

114 + 432

115 + 275

115 + 314

Pipe Culvert

Box Culvert

Box Culvert

Box Culvert

Box Culvert

Box Culvert

Box Culvert

Pipe Culvert

Box Culvert

Box Culvert

Pipe Culvert

Bridge

Bridge

Box Culvert

Pipe Culvert

Pipe Culvert

Box Culvert

Box Culvert

Box Culvert

Box Culvert

Box Culvert

Pipe Culvert

Pipe Culvert

Box Culvert

Pipe Culvert

Pipe Culvert

Box Culvert

Box Culvert

Pipe Culvert

Box Culvert

Box Culvert

Box Culvert

EIA II-27


Type

33

34

35

Kalijambe Pembawa

Kalijambe Pembuang

Drain Canal

116 + 350

116 + 714

117 + 667

Box Culvert

Box Culvert

Pipe Culvert


Table 2-13 Lis t of Cros s ing Dra inage on Sec tion II Kab. Subang

No. Nama Sungai /Alur Drainase/ Irigasi

Station (STA) Crossing

Type Bangunan

1

2

3

4

5

6

7

8

g

10

11

12

13

14

15

16

17

18

19

20

21

Irr. canal

Cicongek River

Drainage+Ped. Access

Cilarangan River

Cibodas River

Irr. canal

Cigintung River

Aquaduct Irr.

Drain Canal

Drain Canal

Cibening River

Irr.canal + insp.road

Ciasem River

Irr. Canal

Sampan River

Drain Canal

Irr. canal

Drain Canal

Irr. canal

Drain Canal

Irr. canal

118 + 541

118 + 579

120 + 108

120 + 224

120 + 624

120 + 854

120 + 912

121 + 160

121 + 464

122 + 402

122 + 745

123 + 250

123 + 458

123 + 696

124 + 227

124 + 542

124 + 813

124 + 930

125 + 134

125 + 373

125 + 584

Pipe Culvert

Box Culvert

Box Culvert

Box Culvert

Bridge

Pipe Culvert

Box Culvert

Pipe Culvert

Pipe Culvert

Pipe Culvert

Box Culvert

Box Culvert

Bridge

Pipe Culvert

Box Culvert

Pipe Culvert

Box Culvert

Pipe Culvert

Pipe Culvert

Box Culvert

Pipe Culvert

EIA II-28

22

23

24

25

26

27

28

29

30

31

32

33

34

35

36

37

38

Drain Canal

Irr. canal

Irr. canal

Cidahu River

Cipicung River

Irr. canal

Drain Canal

Drain Canal

Irr. canal

Cipejeuh River

Cigaduh River

Irr. canal

Irr. canal

Drain Canal

Irr. canal

Drain Canal

Irr. Canal

125 + 666

125 + 712

125 + 840

126 + 021

126 + 313

126 + 716

127 + 065

127 + 140

127 + 324

127 + 510

127 + 740

128 + 040

128 + 253

128 + 459

128 + 785

128 + 876

129 + 046

Box Culvert

Pipe Culvert

Pipe Culvert

Box Culvert

Box Culvert

Box Culvert

Pipe Culvert

Box Culvert

Box Culvert

Box Culvert

Box Culvert

Pipe Culvert

Pipe Culvert

Pipe Culvert

Pipe Culvert

Box Culvert

Box Culvert


EIA II-29

Table 2-14 Lis t of Cros s ing Drainage on Sec tion III Kab. Subang


Type

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

22

23

24

24A

25

26

27

28

28A

Cigede River

Drain Canal

trr.+Canal

Irr.+Canal

Irr.+Canal

Irr.+Canal

Drain Canal

Cikadeuplak R+Ped.Acc

Irr.+Canal

Handiwung R+Ped.Acc

Drain Canal

Drain Canal

Drain Canal

Irr.+Canal

Drain Canal

Drain Canal

Cipucung R+Ped.Acc

Irr.+Canal

Cibeureum River

Irr.+Canal

Cibogo River

Irr.+Canal

Drain Canal

Drain Canal

Cilamatan River

Drain Canal

Drain Canal

Drain Canal

Cibalakuya River

Cipunegara River

129 + 675

129 + 887

130 + 059

130 + 085

130 + 231

130 + 261

130 + 429

130 + 551

130 + 756

130 + 904

131 + 357

131 + 830

132 + 265

132 + 346

133 + 034

133 + 270

134 + 472

134 + 522

135 + 016

135 + 154

136 + 278

136 + 983

138 + 043

138 + 236

138 + 810

139 + 285

140 + 163

140 + 467

141 + 654

142 + 350

Box Culvert

Pipe Culvert

Pipe Culvert

Pipe Culvert

Pipe Culvert

Pipe Culvert

Pipe Culvert

Box Culvert

Pipe Culvert

Box Culvert

Pipe Culvert

Pipe Culvert

Pipe Culvert

Pipe Culvert

Pipe Culvert

Pipe Culvert

Box Culvert

Pipe Culvert

Box Culvert

Box Culvert

Box Culvert

Pipe Culvert

Box Culvert

Pipe Culvert

Bridge

Box Culvert

Pipe Culvert

Pipe Culvert

Box Culvert

Bridge


EIA II-30

Table 2-15 Lis t of Cros s ing Drainage on Sec tion III Kab. Indramayu


Type

29

30

31

32

33

34

35

36

37

38

39

40

41

42

43

44

45

46

47

48

49

50

51

52

53

54

55

Cipapan River

Cikole River

Drain Canal

Cicadas River

Drain Canal

Cibubuan River

Drain Canal

Cikandung River

River

Cibiuk River

Drain Canal

Ciburial River

Drain Canal

Cipancu River

Drain Canal

Cipahit River

Drain Canal

Drain Canal

Drain Canal

Drain Canal

Drain Canal

Cilalanang River

Cikole River

Drain Canal

Drain Canal

Drain Canal

Drain Canal

143 + 716

144 + 059

144 + 588

144 + 985

145 + 331

145 + 932

146 + 021

146 + 350

146 + 826

148 + 130

150 + 440

150 + 558

151 + 098

152 + 500

152 + 676

154 + 091

154 + 401

154 + 598

154 + 871

155 + 070

155 + 260

155 + 702

156 + 280

156 + 488

157 + 735

157 + 950

158 + 209

Box Culvert Box Culvert

Pipe Culvert

Box Culvert

Pipe Culvert

Box Culvert

Box Culvert

Bridge

Box Culvert

Box Culvert

Pipe Culvert

Box Culvert

Pipe Culvert

Box Culvert

Pipe Culvert

Box Culvert

Box Culvert

Box Culvert

Box Culvert

Box Culvert

Pipe Culvert

Box Culvert

Box Culvert 3ipe Culvert

Box Culvert

Pipe Culvert

Box Culvert


Table 2-16 Lis t of Cros s ing Drainage on Sec tion IV Kab. Indramayu

EIA II-31


Type

1

2

3

4

5

6

7

8

9

10

11

12

13

Drain Canal

Drain Canal

Drain Canal

Drain Canal

Drain Canal

Drain Canal

Cipondoh River

Drain Canal

Drain Canal

Drain Canal

Drain Canal

Ciluncat River

Drain Canal

158 + 500

158 + 691

158 + 967

159 + 015

159 + 188

159 + 430

159 + 500

159 + 707

159 + 930

160 + 225

160 * 425

160 + 578

161 + 132

Pipe Culvert

Pipe Culvert

Pipe Culvert

Pipe Culvert

Pipe Culvert

Pipe Culvert

Box Culvert

Pipe Culvert

Box Culvert

Pipe Culvert

Pipe Culvert

Box Culvert

Box Culvert


Table 2-17 Lis t of Cros s ing Drainage on Sec tion IV Kab. Maja lengka

No. Name Station (STA) Crossing Type

14

15

16

17

18

19

20

21

Cipanas River

Drain Canal

Drain Canal

Drain Canal

Drain Canal

River

Drain Canal

Drain Canal

161 + 500

162 + 183

162 + 660

162 + 886

163 + 186

164 + 140

164 + 425

164 + 600

Bridge

Box Culvert

Pipe Culvert

Pipe Culvert

Pipe Culvert

Box Culvert

Pipe Culvert

Pipe Culvert

EIA II-32

No. Name Station (STA) Crossing Type

22

23

24

25

26

27

28

29

30

31

32

33

34

35

36

37

38

Drain Canal

Drain Canal

Drain Canal

Kepuh River

Drain Canal

Drain Canal

Drain Canal

River

Drain Canal

Cuyu River 1

Cuyu River 2

Cuyu River 3

Cidudut River

Drain Canal

Drain Canal

Drain Canal

Drain Canal

165 + 480

166 + 188

166 + 600

167 + 062

167 + 400

170 + 245

170 + 600

171 + 610

172 + 932

173 + 857 173 + 992

174 + 334 175 + 165

175 + 355

176 + 290

176 + 495

176 + 697

Pipe Culvert

Pipe Culvert

Pipe Culvert

Box Culvert

Pipe Culvert

Pipe Culvert

Pipe Culvert

Box Culvert

Pipe Culvert

Box Culvert

Box Culvert

Culvert

Bridge

Box Culvert

Box Culvert

Box Culvert

Box Culvert


Table 2-18 Lis t of Cros s ing Dra inage on Sec tion V Kab. Maja lengka


Type

1

2

3

4

5

6

Cilamaning River + Ped. Acces

Irrigation Canal

Lebak River+Ped. Acces

Irrigation Canal Cilutung

River+Ped. Acces

Irrigation Canal

177 + 890

178 + 159

178 + 229

179 + 064

179 + 692

179 + 930

Box Culvert

Box Culvert

Box Culvert

Pipe Culvert

Box Culvert

Pipe Culvert

EIA II-33


Type

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

31

32

33

34

35

35A

36

Irrigation Canal

Cimanuk River

Drain Canal

Cicadas River

Irrigation Canal

Drain Canal

Cibuluh River

Cilutung Canal+lns. Road

Irrigation Canal

Irrigation Canal

Irrigation Canal

Irrigation Canal

Irrigation Canal

Irrigation Canal

Irr. Canal+Ped. Acces

Cibogor River

Irrigation Canal

Ciranggon River

Irrigation Canal

Irrigation Canal

Irrigation Canal

Irrigation Canal

Cibunut River

Drain Canal

Cikeruh River

Drain Canal

Drain Canal

Irrigation Canal

Irrigation Canal

Drain Canal

Irrigation Canal

180 + 260

180 + 700

180 + 925

181 + 652

182 + 180

182 + 710

183 + 235

184 + 802

185 + 345

185 + 672

185 + 800

186 + 180

186 + 478

186 + 715

186 + 975

187 + 075

187 + 345

187 + 750

188 + 385

188 + 480

189 + 020

189 + 345

190 + 226

190 + 820

191 + 060

191 + 910

191 + 960

192 + 111

192 + 355

192 + 570

192 + 680

Pipe Culvert

Bridge

Box Culvert

Box Culvert

Pipe Culvert

Box Culvert

Box Culvert

Bridge

Pipe Culvert

Pipe Culvert

Pipe Culvert

Pipe Culvert

Pipe Culvert

Pipe Culvert

Box Culvert

Box Culvert

Box Culvert

Bridge

Box Culvert

Box Culvert

Pipe Culvert

Pipe Culvert

Box Culvert

Box Culvert

Bridge

Box Culvert

Box Culvert

Pipe Culvert

Pipe Culvert

Box Culvert

Box Culvert

EIA II-34


Type

37 Irrigation Canal 193 + 050 Pipe Culvert


Table 2-19 Lis t of Cros s ing Drainage on Sec tion VI Kab. Majalengka


Type

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

17A

18

19

20

21

22

Irr.Tertiary canal

S.Cibayawak

Irr.Teriary canal

Irr.Primary canal Ireng+ped.

Drain canal

S. Cikawangi

Irr.canal

Irr.canal

Irr.canal

Irr.canal

Ciporang Kecil

Cibugang

Irr.Teriary canal BLK1.KI.2

Irr.Teriary canal BLK1.KI.1

Irr.Primary canal Lojikobong

Drainage canal

Irr.canal

Swampy /rawa

Irr.canal

Drainage canal

Irr.canal

Irr.canal

S. Ciranggon

193 + 333

193 + 542

194 + 066

194 + 125

194 + 682

194 + 852

194 + 903

195 + 047

195 + 163

195 + 216

195 + 402

195 + 536

195 + 655

195 + 848

195 + 942

196 + 144

196 + 304

196 + 465

196 + 586

196 + 648

196 + 827

197 + 208

197 + 575

Pipe Culvert Box Culvert

Pipe Culvert

Pipe Culvert

Box Culvert

Bridge

Pipe Culvert

Pipe Culvert

Pipe Culvert

Pipe Culvert

Box Culvert

Box Culvert

Pipe Culvert

Pipe Culvert

Pipe Culvert

Pipe Culvert

Pipe Culvert

Pipe Culvert

Pipe Culvert

Box Culvert

Pipe Culvert

Pipe Culvert

Box Culvert

EIA II-35


Type

23

24

25

26

27

28

29

30

31

32

Irr.Secondary canal Muncang

Irr.Supply canal Cidenok

Irr.Secondary canal Walini

S. Cikawung

S. Cikadondong

Irr.Teriary canal JS.2.Ki.A1

Irr.Kwarter canal

Irr.Teriary canal JS.2.Ki.A2

Irr.Teriary canal JS.2.Ka

Irr.Primary canal Jasem

197 + 729

197 + 844

197 + 982

198 + 389

198 + 758

199 + 408

199 + 556

199 + 561

199 + 782

199 + 928

Pipe Culvert

Box Culvert

Pipe Culvert

Box Culvert

Box Culvert

Pipe Culvert

Pipe Culvert

Pipe Culvert

Pipe Culvert

Bridge


Table 2-20 Lis t o f Cros s ing Dra inage on Section VI Kab. Cirebon


Type

1

2

3

4

5

6

7

8

9

10

11

12

13

14

Rawa

Rawa

S. Ciwaringin

Irr.canal Tersier

Irr.canal Tersier

S. Cikaranti

Irr.canal Tersier KM.6



Irr.Sec. canal Kembang

Irr.canal Tersier

S. Ciseng

S. Winong

Drain canal

200 + 300

200 + 450

201 + 200

201 + 881

202 + 363

202 + 526

202 + 809

203 + 120

203 + 525

203 + 833

204 + 253

204 + 454

205 + 237

205 + 384

Box Culvert

Box Culvert

Bridge

Box Culvert

Pipe Culvert

Box Culvert

Pipe Culvert

Pipe Culvert

Box Culvert

Pipe Culvert

Box Culvert

Box Culvert

Bridge

Box Culvert

EIA II-36


Type

15

16

17

18

19

20

21

22

23

24

25

26

Irr.canal

Irr.canal

Irr.canal Tersier

Irr.canal Tersier

S. Caplek

Drainage canal

Irr.canal

Irr.canal Tersier

S. Wadas

Irr.canal

Drain canal (As.Wadas)

Irr.canal

205 + 472

205 + 596

205 + 744

205 + 806

206 + 038

206 + 257

206 + 387

206 + 449

206 + 658

206 + 743

206 + 867

207 + 012

Pipe Culvert

Pipe Culvert

Pipe Culvert

Pipe Culvert

Box Culvert

Pipe Culvert

Pipe Culvert

Pipe Culvert

Box Culvert

Pipe Culvert

Pipe Culvert

Pipe Culvert


9) Bridge Construction Work

The number of bridges crossing the river and canal is 17 pieces, and there will be

only one railroad crossing at STA 1992 +258.

The shortest bridge will span 25 m across the river at Cidudut Cilandak, while the

longest will be 360 m across the river at Cipunagara. All girder bridges will use a

beam of concrete with a maximum span length of 30 m, except the bridge on the

Ciasem River which will use steel of 70m in length. The location of the bridges can

be seen in Table 2.21 below.

EIA II-37

Table 2-21 Location o f Bridges

No. Sta. River Width

1 2 3 4 5 6 7 8 9

10 11 12 13 14 15 16 17

95+006 99+030

107+902 120+624 123+375 138+810 142+350 146+350 161+500 175+165 180+700 184+802 187+750 191+062 199+925 201+134 205+257

Ciherang Cilandak Cil maya Cibodas Ciasem Cilamatan Cipunagara Cikandung Cipanas Cidudut Cimanuk Kanal Cibitung Ciranggon Cikeruh Kanal Cikadondong Ciwaringin Winong

90 25 90

100 250 90

360 90

125 25

315 25 50 75 25

150 30


The types of work to be performed within the framework of the construction of

bridges will include among others:

a. Foundation

Foundations to be used for the overpass and underpass bridges on this project are

pile foundations and drill pillars, while the box culvert foundations have also been

chosen. The selection of foundation types is important as the soil where the

foundations will be placed do not have sufficient bearing capacity to support heavy

burdens; the soil that is sufficiently able to support heavy weights is located deep

down. Therefore pile foundations will be used with a diameter of φ0.40, φ0.50 and

φ0.60, and drill pillars will be used with a diameter of φ0.8 and φ1.0. The number of

pile foundations under the columns/abutments that will be used were previously

planned, and are only to temporarily support loads.

To manage the load carrying capacity, each pile foundation and drill pillar will have

a footing under the column/abutment. The thickness of the footing is to be

EIA II-38

calculated based on the load received and distributed to each pile.

b. Column

The column serves as a buffer from the building above. The diameter of the

column is adjusted with the load carried by the column.

Manufacturing of the columns will involve:

• Making the iron framework for the columns

• Column iron

• Installation of formwork

• Casting, using a concrete pump

• Vibrating, using a vibrator

• Removal of formwork

c. Pierhead

Pierheads will be located on top of the columns and serve as beams for the

overpasses/underpasses. Pierhead length will be tailored to the width of the toll

road. Manufacturing of the pierheads will involve:

• Installation of scaffolding

• Installation of basic formwork to support the scaffolding

• Installation of the sides of the formwork

• Casting of the pierheads, using a concrete pump

• Removal of the formwork

d. Girder

Girders will be placed longitudinally on the pierheads. Girders will be made of pre-

tensed concrete. The size of the girders will be adjusted to the distance between

the pierhead. Materials to construct the girders will be concrete that adheres to

established specifications.

Manufacturing of the girders will involve:

EIA II-39

• Mounting the base forms on the ground

• Ironwork

• Installation of the strands

• Installation of sides and ends of the formwork

• Casting

• Tensing the strand

• Removal of the base form

Girders will then be transported to the project site. Girders will be raised to the

pierheads using a crane previously mounted on the pierhead as bearing

placement.

e. RC Plate and Slab

RC Plates will be used as a tool to cast the concrete slabs of the

overbridges/underbridges.

Manufacturing the concrete slabs will involve:

• Installation of RC plate

• Skeletoning/Ironing

• Casting

After the concrete dries, the concrete surface will be smoothed by using a

concrete finisher.

f. Abutment

Abutments are a part of the overbridges/underbridges. Structural stability will be

completely reviewed to identify and ensure the strength and stability of the

structure, so that they do not move because of work loads.

Construction methods specific to the construction of the toll road bridge

intersection with the Jakarta-Bandung (PT. KAI) railway line at Sta.92 +258

(between km 88+300 and km 88+400 of the Jakarta-Cikampek toll road) will

involve:

- Bore pile foundation work. Train schedules will be adjusted to

accommodate this work (see Figure 2.5).

- Foundation (footing) work. Before digging the soil for the outer footings (on

the circumference of the excavation site), sheet piles will be installed for

EIA II-40

protection against landslides during the work (see Figure 2.6).

- Column and pierhead work. Scaffolding will be installed outside the free

zone which will be determined by the requirements of PT. KAI (see Figure

2.7).

- Installation of beam girders:

- Installation of beam girders will obey a tight schedule so the rail is not

crossed by the train.

- 2 kinds of installation methods will be used (see Figure 2.8), namely:

o Launching Method, which will pull the girders from the opposite side

using rails and cranes.

o Erection Method, which will use 2 cranes on the two opposite sides

to erect the girders.

10). Underpass / Overpass (UP / OP) Work

This toll road alignment plan will pass through numerous public roads. As such, 65

overpasses and 20 underpasses are needed. Work will include:

a. Development of underpass / overpass structures

b. Type, length and number of foundation / pile which will be used in the structure

of underpass / overpass,

c. The type, capacity and number of equipment used.

d. Method of execution of work underpass / overpass.

Details for the crossing of roads, both national roads and district roads, are

presented in Tables 2.22 to 2.26.

EIA II-41

Figure 2-4 Bore Pile Cons truction Method

EIA II-42


Figure 2-5 Footing / Foundation Method

EIA II-43

Figure 2-6 Ins tallation of Column and Pierhead Scaffolding Source: FED Consultant Team, 2007

EIA II-44

Figure 2-7 Ins tallation Method for Beam Girders


EIA II-45

Table 2-22 Loca tion and Type of Road Cros s ings Cons truc tion In Kab. Purwakarta

No. Station Road Status Type of Construction

1

2

3

4

5

6

7

92+920

94+670

95+975

97+689

98+500

100+000

101+100

National Road

Village Road

Village Road

Municipality Road

Village Road

Village Road

Village Road

OB

OB-3

OB-3

OB-2 a

-

-

OB-3


Table 2-23 Loca tion and Type of Road Cros s ings Cons truc tion In Kab. Subang


1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

103+418

104+044

106+205

107+325

109+518

113+625

114+805

116+116

116+950

117+532

118+425

119+070

121+100

121+825

122+585

123+855

124+831

126+180

Village Road

Municipality Road

Village Road

Municipality Road

Municipality Road

Municipality Road

Village Road

Village Road

Municipality Road

Interchange

Village Road

Municipality Road

Village Road

Village Road

Village Road

Municipality Road

Village Road

Municipality Road

BC

OB2A

OB-3

OB-2

OB-2

OB-2

OB-3

OB-3

OB-2A

OB-5

OB-3

OB-2

OB-3

OB-4

OB-4

OB-2

UB

OB-2

EIA II-46


19

20

21

22

23

127+350

128+286

128+550

129+122

130+012

Village Road

Municipality Road

Village Road

Interchange

Municipality Road

OB-4

OB-2A

BC

OB-5

OB-2A


24

25

26

27

28

29

30

31

32

33

131+575

133+100

133+566

134+735

136+135

136+870

138+433

139+389

139+806

140+860

Village Road

Village Road

Village Road

Village Road

Municipality Road

Village Road

Village Road

Village Road

Municipality Road

Village Road

OB-3

BC

OB-3

OB-3

OB-2A

BC

OB-3

OB-3

OB-2

OB-3


Table 2-24 Loca tion and Type of Road Cros s ings Cons truc tion In Kab. Indramayu


1

2

3

4

5

6

7

8

9

142+736

144+800

147+863

149+711

153+453

154+250

155+480

158+888

160+845

National Road

Village Road

Village Road

National Road

Village Road

Village Road

Village Road

National Road

Village Road

OB-1

OB-4

OB-3

OB-1

OB-3

OB-3

OB-3

OB-1

OB-4

Table 2-25 Loca tion and Type of Road Cros s ings Cons truc tion In Kab. Majalengka

EIA II-47


1

2

3

4

5

6

7

8

163+536

164+651

165+975

167+675

169+600

171+060

172+021

172+851

Village Road

Village Road

Village Road

Village Road

Municipality Road

Village Road

Village Road

OB3

OB3

OB-3

OB-3

OB-2

OB-3

OB-3

Frontage from Sta


9

10

11

12

13

14

15

16

17

18

19

20

21

22

23

24

173+612

176+655

177+488

179+002

182+500

184+802

187+281

188+250

189+070

190+673

191+550

192+712

0+640

0+850

1+465

194+698

Municipality road

Village Road

Village Road

National road

Municipality road

Canal+inspection road

National road

Village road

Municipality road

Municipality road

Village road

Municipality road

Pathway

(Interchange Kertajati)

Village road

(Interchange Kertajati)

Village road

Municipality road

172+850 - Sta

173+000

OB-2

BC

BC

UB

UB

UB

UB

OB-3

OB-2

UB

BC

OB-2

BC

(village road)

OB-3

BC

EIA II-48


25

26

27

28

29

30

31

195+289

195+938

196+425

197+289

198+191

199+446

200+030

Village road

Village road

Village road

Village road

Village road

Municipality road

OB-2

BC

OB-3

OB-3

OB-3

OB-3

UB

Table 2-26 Location and Type of Road Cros s ings Cons truc tion In Kab. Cirebon


1

2

3

4

5

6

200+030

200+716

201+535

202+123

205+776

206+418

Municipality road

Municipality road

Municipality road

Municipality road

Village road

Municipality road

UB

BC

UB

UB

OB3

OB-2

11) Inter Change (IC) Work

7 Interchanges will be built on Palimanan Cikampek toll road: 1C Cikopo, 1C

Kalijati, 1C Subang, 1C Cikedung, 1C Kertajati, 1C Sumberjaya, 1C, Palimanan.

Work includes:

- The type of construction that will be used.

- Construction materials and dimensions of construction elements.

- The type, capacity and number of equipment used.

- Method of construction work.

12). Making highway facilities, such as:

EIA II-49

a. Making People-Crossing Bridges (JPO)

JPOs must be suitably placed every 1 km from road crossings (OP / UP or BC). 20

JPOs will be built and placed in various locations as seen in Table 2.27 below.

Table 2-27 Location of People-Cros s ing Bridge (J PO)

No Sta. Sub-district/Village

1 98+000 Sub-district Campaka, Cisaat/Cimahi Village

2 103+150 Sub-district Campaka, Karangmukti/Sukamukti Village

3 108+075 Sub-district Cipeundeuy, Sukasari Village

4 113+750 Sub-district Kalijati, Marangmang

5 119+850 Sub-district Purwadadi, Ciruluk Village

6 122+300 Sub-district Purwadadi, Batusari Village

7 126+400 Sub-district Pagaden, Sumurgintung Village

8 127+900 Sub-district Pagaden, Jabong Village

9 132+000 Sub-district Pagaden, Gembor/Mayasari Village

10 169+750 Sub-district Kertajati, Palasah Village

11 172+300 Sub-district Kertajati, Palasan Village

12 191+050

Sub-district Palasah, Cisambeng Village

13

196+050

Sub-district Sumberjaya, Bagaswetan Village

14

197+400

Sub-district Sumberjaya, Bagaswetan Village

No Sta. Sub-district/Village

15

198+350

Sub-district Sumberjaya, Panjalunlor Village

16

201+300

Sub-district Ciwaringin, Ciwaringin Village

17

203+300

Sub-district Ciwaringin, Galagamba Village


b. Construction of 28 tollgates. Tollgates will be built at each site entrance or exit

of the road while office buildings will be built in Cikampek

EIA II-50

c. Installation of security fencing along the right-left of the highway

d. Installation of 2 Toll Barrier units (in Cikampek and Palimanan)

e. Construction of Rest Area

To give the user convenience, there will be 8 rest area units provided, consisting

of 4 Type A units and 4 Type B units. The location of each rest area can be seen

in Table 2.28 below.

Table 2-28 Location of Res t Areas

No Location Area (Ha) Type Description

1 112 + 400 North Side

110 + 900 South Side

200x100 = 2 ha

201x100 = 2ha B

Cutting area (± 4m) Cutting

area (± 4m)



250 x 160 = 4 ha

251x160 = 4 ha A


area (± 5m)



200 x 100 = 2 ha 201

x 100 = 2 ha B


area (± 3m)



250x160 = 4 ha

251x160 = 4 ha A

Fill area (< 0.5 m)

Fill area (< 1 m)


f. Construction of Toll Plaza (including the Office of Cikampek-Palimanan toll road)

will be in Purwakarta.

g. Installation of road markings and traffic signs.

h. Installation of street lighting including the making of fence, and landscaping.

3. Post-construction Stage

1). Operation of Toll Road

With the operation of Palimanan Cikampek toll road, it is estimated to be traversed

by vehicles whose numbers continue to rise. Rest areas and amenities such as

parking lots, toilets, canteens, shops, vehicle service areas, the Palimanan

Cikampek toll road Office, and so forth will be operated.

At the time of operation the toll road workers will include computer operators, for

EIA II-51

the withdrawal of tickets for use of the highway, crane officers, ambulance teams,

technical staff, security patrols and hygiene staff members. These employee

numbers will increase with the improved highway service.

2) Toll Road Maintenance

Maintenance activities include maintenance of the highway pavement layers, by

overlay, as well as maintenance of the bridge, overpass / underpass, interchange

and auxiliary buildings (facilities) such as drainage, safety fencing, plants and

landscape, and the RUMIJA.

Highway maintenance activities will include:

Road maintenance carried out every day / week / month and non-structural nature.

1. Routine Maintenance

(A) Field pavement

- Patching holes / patching asphalt roads

- Closure of cracked concrete roads.

(B) Area bridges

- Maintenance and repair of tunnels or bridges.

- Maintenance and repair of connection expansion.

- Maintenance and repair of beams, slabs, walls, and bridge safety fence.

(C) Field roads

- Maintenance and repair of concrete barrier.

- Maintenance and repair of guide post, kilometer pegs, traffic signs and retaining

glare.

- Maintenance and repair of RUMIJA fences.

(D) Field Drainage

- Maintenance and cleaning line

(E) Environment Field

- Cutting grass at RUMIJA

- Striping Shoulder

EIA II-52

- Maintenance and repair of roads

- Cleaning road tot

- Maintenance of plants in RUMIJA

- Sweeping and trash collection

(F) Field Equipment and PJU

- Maintenance and repair of work equipment

- Maintenance of mechanical and electrical installation

- Maintenance and repair PJU

Maintenance is carried out to restore the structural strength of the road back to a

steady state after disrepair that will occur over time and heavy use.

2. Periodic Maintenance

(A) Field Road Pavement

- Re-coating the road

- Scrapping and filling

(B) Field Bridge

- Replacement of expansion connection

- Leveling of the pit bridge

(C) Field roads

- Painting road markings

- Replacement of traffic signs

(D) Environmental Affairs

- The arrangement of plants in RUMIJA

(E) Field equipment and PJU

- Replacement of equipment components

- Replacement of components PJU

EIA II-53

2.3 LINKAGE OF THE PROJECT WITH PROJECTS IN SURROUNDING AREAS

The planned toll road development activities are linked with other activities such

as:

1. The presence of Type C Mining Material / Quarry

In the vicinity of the study sites, there are some mining activities such as the Type

C quarry, located about 20 km away. This type of quarry also exists in numerous

other surrounding areas. For more details, the location of the quarries can be seen

in Figure 2.4.

Given the location of the planned toll road through flat areas and rice fields, the

volume of material would require a fairly large pile. To meet this it is required that

the source-quarry is operated by other business entities that have a business

license. In fulfillment of this material requirement, the project should consider the

transport of material from the quarry site to the project site.

2. International Airport Development Plan in Kertajati, Majalengka.

An area in Kertajati, Majalengka has now received permission from the Minister of

Transportation as the location for the construction of the West Java International

Airport (BUB). Selection of this area was done through research, both for technical

feasibility of aviation operational safety and technical aspects of the airport

operation study.

In terms of physiography, the area that will be used as the airport is at a height of

40 meters above sea level and on flat surface which is ideal for drainage purposes

and the power of the runway. As the wind speed in the last 6 years in the sub-

district of Kertajati showed an average of 10 knots, the landing process can be

performed safely throughout the year.

Development in Kertajati is in accordance with the regional spatial planning for the

Majalengka District of West Java Province, and integrates with transportation

arrangements. Transportation to the airport location is supported by the

construction of the Cisumdawu (Cileunyi-Sumedang Dawuan) toll road which will

connect to the Cikacir (Cikampek-Cirebon) highway on the northern coastline.

Construction of a two-lane highway segment is expected to be completed before

the development of the airport is finished; as such, the BUB will later be located

EIA II-54

about 15 km north of the capital of Kadipaten district, so that it can be reached in

just 30 to 45 minutes from Bandung. The city of Cirebon is even closer, so that

people and businessmen from the western part of Central Java such as Brebes

can legally use BUB Kertajati for the traffic of people and goods.

3. Islamic School Activities in Babakan Ciwaringin

There is a Pesantren (School of Integrated Islamic Education) in the Babakan

Ciwaringin area.

EIA III-1

Chapter III

DESCRIPTION OF ENVIRONMENTAL CONDITIONS

3.1 PHYSICAL AND CHEMICAL COMPONENTS

3.1.1 Climate

The Study area is located in a tropical climate with two seasons, dry season and

rainy season. Based on the data series for the last 10 years, the climatic

parameters in the study area are as follows: the highest monthly rainfall for 10

years in Purwakarta region occurred in January (369 mm) with 16 days of rain and

the lowest in July and August (43 mm) with 3 and 1 day of rain respectively.

The highest rainfall in Subang area occurred in January with 15 days of rain at 325

mm, and the lowest occurred in August with 26 mm to 1 day of rain. In Indramayu

the highest rainfall (288 mm) occurred in March with 24 days of rain and lowest in

August (51 mm) with 5 days of rain. In Cirebon the highest rainfall was in January

(348 mm) with 19 rainy days and the lowest at 50 mm with 3-day rainfall in August.

In Majalengka the highest rainfall of 351 mm with 17 rainy days is in January and

lowest in August by 58 mm by 5 days of rain. Indonesian climate is classified

based on the number of wet and dry months, where the wet months is the month

with a total rainfall of more than 100 mm, while the dry months is the month with a

total rainfall of less than 60 mm.

The ratio between wet and dry months was given the symbol Q. Analysis results

obtained for Purwakarta Regency indicated Q was 0.20 in zone B with wet climate

conditions. In Subang Regency the Q ratio was 0.33 in zone B with a wet climate.

Indramayu Regency had a Q ratio of 0.30 in zone B with a wet climate.

Majalengka Regency had a Q value as high as 0.09 which is considered in Zone A

with a very wet climate. Cirebon Regency had a Q value of 0.09 which is also

classified as zone A with a very wet climate.

Temperature, Wind Direction and Speed

Average maximum temperature in the study area ranged between 28.6-30.9oC,

while the average minimum temperature ranged between 19.2-21.8oC. Average

wind speed in the study area ranged from 3.4-4.6 km / hour with general wind

direction from the West, East, Northwest, and Southeast.

EIA III-2

a. Air Quality

To determine the air quality in the area around the planned Palimanan Cikampek

toll road site in the Andal study, direct measurements were taken at 10 locations

on 20 September to 3 October 2007, which in general show air quality parameters

are still below the standards of Government Regulations (PP) No. Rl. 41 of 1999.

The measurement results are presented in Table 3.1.

Table 3.1 shows that at certain sampling locations such as U10 in Palimanan there

are already quite high levels of CO, reaching 1030 ug/m3, as well as in sampling

locations U8 and U9 in Ciwaringin and Ligun districts which reached 916 ug/m3.

Dust levels are high at the sampling points U1 and U9, which reached 90 and 154

ug/m3; it is assumed these values are high because the sampling locations were in

urban areas.

b. Noise

Table 3.2 shows the results of noise measurements at several points along the

proposed highway route; these sampling activities were carried out to determine

the level of noise in the environment all along the ± 116.4 km Palimanan-

Cikampek toll road alignment, measured directly in 10 locations. The

measurement results appear to in general still be below the quality standards of

PP No.41/1999.

However the location at Cinangka village measured 55.9 dB (A), and Wanakerta

Village, District Purwadadi, Subang regency (STA 117 +000) also measured 76.3

dB (A). These are well above the noise level standards of PP Rl No.41 / 1999

which requires that residential areas are 55 dB (A). These high levels are likely

due to the time of measurement which was affected by the activities of motor

vehicles.

EIA III-3

Table 3-1 Res ult of Air Quality Meas urement in the Projec t Location

No Component Unit Result Quality

Standard U1 U2 U3 U4 U5 U6 U7 U8 U9 U10

1 SO2 µg/m3 <26 <26 <26 <26 <26 <26 <26 <26 <26 <26 900

2 CO µg/m3 458 687 458 801 343 572 456 916 916 1030 2.600

3 NO2 µg/m3 130 140 71 78 93 94 36 72 0.1 93 400

4 O3 µg/m3 <7 <7 <7 <7 <7 <7 <7 <7 <7 <7 200

5 HC µg/m3 35 25 33 25 39 <5 <5 <5 35 57 160

6 Debu µg/m3 90 85 46 45 28 23 51 6 51 154 230

7 Pb µg/m3 <0.1 <0.1 <0.1 <0.1 <0.1 <0.1 <0.1 <0.1 <0.1 <0.1 2

Source: Lab. Analysis of Sucofindo, 2007

< = Less than the detection limit indicated

Temperature : 29 °C

Pressure : 759mmHg

Notes:

U1 = Village Cinangka, Sub-district. Bungursari Regency. Purwakart

U2 = Village Cimahi, Sub-district. Cempaka Regency. Purwakarta

U6 = Village Kertawinangun, Sub-district. Kertajati Regency. Majalengka

U7 = Village Jatisuro, Sub-district. Jatiwangi Regency. Majalengka

U8 = Village legal Aren, Sub-district. Ligun Regency.

EIA III-4

Humidity : 61 %

Wind Speed : 1 - m/s

Wind Direction : East

Weather : Bright

U3 = Village Wanakerta, Sub-district. Purwadadi Regency. Subang

U4 = Village Wanasari, Sub-district. Cipunegara Regency. Subang

U5 = Village Cikawung, Sub-district. Trisi Regency. Indramayu

Majalengka

U9 = Village Babakan, Sub-district. Ciwaringin Regency. Cirebon

U10 = Village Pegagan, Sub-district. Palimanan Regency. Cirebon

EIA III-5

c. Surface/ River Water Quality

The quality of surface/river water was observed around the site of the planned

Palimanan-Cikampek toll road. Measurements of surface water quality were

conducted in 10 locations as shown in Table 3.3. The results were compared with

the quality standards of Government Regulation No. 82/2001. In general, surface

water quality parameters are still below the PP No.82/2001 standards.

Overall, river water is still in good condition, when compared with the quality

standards, but some rivers such as the Cipanas River and Cipunegara River have

quite high levels of chloride and total density.

Likewise with coli bacterial contamination, almost every river in the sampling area

was contaminated with coli bacteria. For example the Cibodas River had levels of

coli contamination as high as 42,000/100 ml; 25,000/100 ml in the Cilmaya River;

and 1,300/100 ml in the Ciherang River. These conditions indicate that the aquatic

environment, particularly surface water, has been polluted by domestic waste,

especially human excrement, and the spread of disease through water is probable.

EIA III-6

Table 3-2 Nois e Meas urement Res ult in the Pro ject Location

No Unit Result

Quality Standard

K1

K2

K3

K4

K5

K6

K7

K8

K9

K10

1

dB(A)

55.9

54.2

76.3

53.6

54.6

57.7

54.3

46.1

44.2

50.2

55

Source: Analysis of Sucofindo, 2007

Notes:

K1 = Village Cinangka, Sub-district. Bungursari Regency. Purwakarta

K2 = Village Cimahi, Sub-district. Cempaka Regency. Purwakarta

K3 = Village Wanakerta, Sub-district. Purwadadi Regency. Subang

K4 = Village Wanasari, Sub-district. Cipunegara Regency. Subang

K5 = Village Cikawung, Sub-district. Trisi Regency. Indramayu

K6 = Village Kertawinangun, Sub-district. Kertajati Regency. Majalengka

K7 = Village Jatisuro, Sub-district. Jatiwangi Regency. Majalengka

K8 = Village legal Aren, Sub-district. Ligun Regency. Majalengka

K9 = Village Babakan, Sub-district. Ciwaringin Regency. Cirebon

K10 = Village Pegagan, Sub-district. Palimanan Regency. Cirebon

Table 3-3 Meas urement Res ult of Surface/River Water in the Pro ject Location

EIA III-7

No

Parameter

Unit

Measurement Result for Each River

SI 82 S3 S4 S5 S6 S7 S8 S9 S10 Quality

Physical:

1

Temperature at

lab

oC

29.9

30.1

29.5

30.5

30.1

28.2

30.2

29.6

30.5

29.8

2

Dissolved Solid mg/L

218

292

98

123

257

151

749

289

497

216

3

Suspend Solid

mg/L

15

18

73

21

10

61

14

0

13

3

50

Notes: *) Standard Methods, 21st Edition 2006, APHA-AWWA-WEF N/T = Not tested as per client request #) Requirement means = Threshold limit value of parameter as tested comply with Government Regulation of

Republic Indonesia No. 82/2001 Water quality classification specified as 4 (four) class i.e First class (I) : Raw water which can be used for raw drinking water, and / or similar usage Second class (II) : Raw water which can be used for recreation infrastructure, river fishery cultivation, Animal husbandry, irrigation and / or similar usage Third class (III) : Raw water which can be used for river fishery cultivation, animal husbandry, irrigation and / or similar usage Fourth class (IV) : Raw water which can be used for irrigation and / or similar usage ϕ) Based on radioactivity analysis result by National Nuclear Energy Agency / BAT AN - sub contracting. S1 = River Ciherang S6 = River Cipunegara

EIA III-8

S2 = River Cilamaya S7 = River Cipanas S3 = River Cibodas S8 = River Cimanuk S4 = River Ciasem S9 = Kanal Ciliwung S5 = River Cilamatan S10 = River Ciwaringin

EIA III-9

d. Shallow Ground Water Quality

Groundwater quality was observed in residential wells around the planned

Cikampek-Palimanan toll road; it is feared that changes will occur in groundwater

quality due to construction activities and operations. Measurement of ground water

quality was conducted at 10 locations. Results of analysis of ground water quality

are shown in Table 3.4, as compared with quality standards from the Minister of

Health Regulation No. 4167 Menkes / Per / IX / 1990. The results are in general

still below the standards.

From the results, it is seen that the L10 location in the village of Pegagan village,

District Palimanan, has shallow ground water that is already visible in color, thus

indicating the water has begun to be polluted.

Sampling location L6 in Kertawinangun Village has dissolved solids that exceed

the threshold (1,500 mg/l) with a measured level of 2284 mg/l, so that there is an

excess of 784 mg/l.

Levels of nitrate in 5 locations (L1, L2, L4, L8 and L10) also exceed the threshold,

with the highest levels found in Cikopo-Purwakarta (24.8 mg/l) and Palimanan (31

mg/l). This shows that the region has already started contaminating their water

source with domestic waste from human activities.

EIA III-10

Table 3-4 Meas urement of Clean Water in the Project Location

No Parameter Unit Test Result Threshold Limit

note

L1

L2

L3

L4

L5

L6

L7

L8

L9

L10

Physical :

1

Colour

R Co scale

0

6

0

0

0

0

0

0

0

45

50

2 Odour Odourless Odourless Odourless Odourless Odourless Odourless Odourless Odourless Odourless Odourless Odourless

3

Taste

-

Tasteless

Tasteless

Tasteless

Tasteless

Tasteless

Tasteless

Tasteless

Tasteless

Tasteless

Tasteless

Tasteless

4

Turbidity

NTU

0

1.8

0

2.7

0

0

0

0.23

0

24.0

25

5

Dissolved Solid

mg/L

96

204

23

156

305

2.284

511

206

234

369

1.500

< = Less than the detection limit indicated

Notes:

L1 = Deep-Well in Village Cinangka

L2 = Deep-Well in Village Cimahi

L3 = Deep-Well in Village Wanakerta

L4 = Deep-Well in Village Wanasari

L5 = Deep-Well in Village Cikawung

L6 = Deep-Well in Village Kertawinangun

L7 = Deep-Well in Village Jatisuro

L8 = Deep-Well in Village Tegal Aren

L9 = Deep-Well in Village Babakan

L10 = Deep-Well in Village Pegagan

EIA III-11

3.1.2 Physiography and Geology

A. Physiography

Broadly speaking, geomorphology and surrounding areas along the Cikampek-

Palimanan Toll Road plan can be divided into the following geomorphological units

(see Table 3.5):

1) Unit morphology lowlands and river plains, in the form of alluvium with a slope

of 0-3%.

2) Unit wavy morphology, formed by young volcanic rocks with a slope of 3-5%.

3) Unit morphology hills and mountains with fine reliefs, formed by young volcanic

rocks and sandstone with a slope of 5-15%.

4) Unit morphology hills and mountains with a relief of moderate, formed by tuff,

sandy tuff and breccia with a slope of 15-30%.

5) Unit morphology hills and mountains with high relief, formed by sandy tuff,

breccia and andesite with a slope of 30-70%.

Table 3-5 Mophology a long the planned Toll Road

No. Morphology Slope

%

Elevation Above

Sea Level (m)

Lithology % of Length

Note

1 Lowlands and river plains

0-3

27.50-95.50

Aluvium, tuf, tufan, breksi volcano

86,94

On the east side, generally as paddy field and plantations

2 Countoured area 3-5

38.50-82.00

Tuf, tufaan and aluvium

7,72

On the east side, as rubber plantations

3 Hill and mountainous w/ low reliefs

5-15

45.50-68.00

Tuf, pasir tufaan dan breksi

3,75

On the west and middle part of the project location

4 Hill and mountainous w/ medium reliefs

15-30

70.00-70.50

Sand rock, tuf and tufaan

1,27

On the west and middle part of the project location

5 Hill and mountainous w/ high reliefs

30-70

90.00-100.00

tufaan, breksi and andesit

0,32

On the west side, in the form of protected forest.

Source: Geology and Environment Agency of Bandung

EIA III-12

The average profile for the existing ground conditions along the toll road plan can

be seen in Figure 3.1. Overall, the profile is quite hilly. The depth differences along

the path vary from 80 meters to a maximum of 100 meters above sea level,

generally in the northern town of Subang (± Sta. 116 +000), and 20 meters in the

eastern coastal plain town of this experiment.

For low-lying areas like Sta. 102 +000, 138 +000 -143 +000, and Sta. 181 +000,

they include river valleys like the Cimalaya, Cilamatan and Cipunagara rivers and

the plains of the Cimanuk river reservoir from the mountains to the south. This

river flows on an alluvial flood plains reservoir. Cimanuk valley is in the eastern

region where the surface elevation rises again and finally falls on the plains in the

east coast of the city in this experiment.

Highlands can be correlated with each of the mountain peaks to the south which

form a lowland that stretches to the north.

Figure 3-1 Topographica l Conditions in the Pro ject Location

In the plains area there is a dominance of residential land and rice fields. In the

residential area there is rolling terrain, paddies, fields and bushes.

Overall the planned toll road runs through 57.900 km (49.91%) of rolling terrain

and 58.100 km (50.09%) of floodplains.

EIA III-13

Geologically the area is dominated by flat alluvial river deposits consisting of clay,

silt, sand and gravel that are still loose. Although the area is hilly and choppy,

there are also other alluvium deposits such as clay stone and tufa that have been

weathered. Coarse-grained rocks are at distances ranging from 10 to 40 km south

of the highway alignment. These rocks have high potential for use as building

materials during the toll road construction. Coarse aggregates are found around

Plered Purwakarta, around Kuningan town, and also (although less so) around

Tanjungsiang. Fine aggregates (sand) are found near Plered Purwakarta, the area

south of Subang city, and around the city Majalengka. Urug soil (for sub-grade) is

found to the south of Subang city, around Majalengka city, and around Sumedang

city.

Morphological conditions along this highway project consist of five different

locations, as can be seen in Table 3.6.

The below table shows that low-lying areas and river banks cover 86.94% of the

total length of the highway. These locations are generally composed of layers of

alluvium, tuff, sand tuffaan, breccia, and the rest are widespread volcanic. On the

other hand, hills and mountain areas cover only 0.32% of the area, and are

generally located below the timber plantations and forests.

B. Geology

In 5 (five) regions to be traversed by the Cikampek-Palimanan toll road there are

several types of geology, namely: gabbro, Pliocene sedimentary facies, Miocene

limestone facies, Pleistocene sedimentary facies, Pleistocene volcanic facies, the

old quarter volcano, alluvium volcanic facies, facies Miocene sediments, andesite

and alluvium. The geology along the Cikampek – Palimanan toll road plan includes

younger and older rock formations as follows:

1. River sediment (Qa) consisting of clay, silt, sand, mud and gravel; all of which is

an array of Holocene river sediment.

2. Young volcanic rocks (Qyu) consisting of breccia, andesite and basalt lavas,

tuffaceous sandstone and lapili, originating from Mount Tampomas (in Bandung

LBR) and Mount Cireme. Usually these rocks form the plains or low hills with soil

that is gray and reddish yellow.

3. Tuffaceous sandstone, clay and conglomerates (Qv)

Table 3-6 Geologica l Age and Formation of the Pro ject Location

EIA III-14

Surroundings

Geological Age Formation Description

Kuarter

Tersier

Holosen

Plistosen

Pliosen

Miosen

Aluvium (Qa)

Result of volcano (Qyu)

Cilamaya (Qv)

Kaliwangi (Tpk)

Subang (Tms)

Clay, silt, sand and gravel

Breccia, andesite, basalt, tuffaceous sandstone from mountain Ceremai.

Tuffaceous sandstone,

tuffaceous silt, clay,

konglomeret, breccias and fine-

grained sand

Claystone with tuffaceous

sandstone, conglomerate,

limestone, and some layers of

lignite and lignite.

Claystone with marble stones

and marble stones are generally

dark gray in color

Source: Geology Research and Development Center Bandung

4. Formation Kaliwangu (TPK): claystone with tuffaceous sandstone,

conglomerate, found local layers of calcareous sandstone and limestone.

5. Subang Formation (TMS): Stone clay with marble inset and marble stones that

are generally dark gray in color and hard, in some places inserted glauconite

sandstone is gray.

The types of rocks/geology found throughout the planned toll road and

surrounding area can be seen in Figure 3.2 “Geological Map Along the Toll Road

Plan”. Details on the deployment of these rock types are as follows:

1. Alignment Cikampek - Cikopo (Sta. 91 + 50-94 + 00): Stone tuffaceous sand,

clay and conglomerates (Qav), derived from Qob lava deposits. This unit occupies

most of the Plered plains and land in the northeast Purwakarta table. Tuffaceous

Rock Types along the Toll Road Plan

EIA III-15

sandstones sometimes contain pumice; clay containing the remains of plants;

conglomerates, breccias and fine sand, layered horizontal / virtually flat.

2. Alignment Cikopo (Bungursari) - Cimahi (Campaka) (Sta.94 + 300 -96 +100)

along the Ciherang valley: Subang Formation (TMS), which consists of limestone

with marble inset and marble stones that are generally dark gray in color and hard,

some places inserted with gray glauconite sandstone.

3. Alignment Cimahi (Campaka) – Cipunagara River (Sta.96 + 100 -142 + 50):

Tuffaceous sandstone, clay and conglomerates (Qav)

• Alignment of Cilamaya River (Sta. 101 + 902) Campaka district,

Purwakarta: Deposition River (Qa) consists of clay, silt, sand, mud and

gravel, in the form of the composition of Holocene river sediments. River is

tipped from G. Tangkuban Perahu.

• Alignment of Ciasem River (Sta. 123 + 458) Pagaden district, Subang:

Deposition River (Qa) consists of clay, silt, sand, mud and gravel,

Holocene river deposits in the form of composition. River is tipped from G.

Tangkuban Perahu.

• Alignment of Cipicung River (Sta. 126 + 313) Pagaden district, Subang,

and Cipunagara River (Sta. 142 + 350) Campaka district, Purwakarta:

River sediments (Qa) consists of clay, silt, sand, mud and gravel, in the

form of the composition of Holocene river sediments. River is tipped from

Buligir and G. G. Tampomas.

4. Alignment Cipunagara River (Sta. 142 +350), Cipunagara district, Subang -

(Sta. 152 + 850) Compiled by tuffaceous sandstones, clays and conglomerates

(Qav), derived from Qob lava deposits. This unit occupies most of the terrain and

soil and the Plered table in Northeast Purwakarta. Tuffaceous sandstones

sometimes contain pumice; clay containing the remains of plants; conglomerates,

breccias and fine sand, breccia and smooth sand. Flat / almost flat layering.

5. Alignment Kertajati – Road intersection. Kertajati – Jati Tujuh (Sta. 178 + 000 -

Sta. 179 + 002): River Sediment (Qa) clay, silt, sand, mud and hook, a

composition of Holocene river sediments.

6. Alignment Jatitujuh - Cimanuk River - River Cikeruh (Sta. 179 + 002 - Sta. 191 +

060) Cisambeng district, Majalengka: Alluvium (Qa): clay, silt, sand, gravel,

especially Holocene river sediments.

7. Alignment of Cikeruh River - Sta. 193 + 960: Irreducibly Young Volcanic (Qyu):

EIA III-16

breccia, andesite and basalt lavas, tuffaceous sand, originating from Mount

Tampomas lapili (in Bandung LBR) and Mount Cireme. Usually these rocks

formed plains or low hills with soil that is gray and reddish yellow.

8. Alignment Sta. 193 + 960 sd Sta. 195 + 960: Kaliwangu Formation (TPK):

claystone with tuffaceous sandstone, conglomerate. Found a local layer of

calcareous sandstone and limestone.

9. Alignment Sta. 195 + 960 - Sta. 198 + 460: Irreducibly Young Volcanic (Qyu)

consisting of breccias, lavas are andesite and basalt, tuffaceous sand, originating

from Mount Tampomas lapili (in Bandung LBR) and Mount Cireme. Usually these

rocks form plains or low hills with soil that is gray and reddish yellow.

10. Alignment Sta. 198 + 460 - Sta. 203 + 960: Kaliwangu Formation (TPK):

claystone with tuffaceous sandstone, conglomerate. Found a local layer of

calcareous sandstone and limestone.

11. Alignment Sta. 203 + 960 – Palimanan: Irreducibly Young Volcanic (Qyu):

breccia, lavas are andesite and basalt, tuffaceous sand, originating from Mount

Tampomas lapili (in Bandung LBR) and Mount Cireme. Usually these rocks form

plains or the hills with soil that is gray and reddish yellow.

Throughout the Cikampek - Palimanan Toll Road plan starting from Purwakarta

Regency, Subang, Indramayu, Majalengka and Cirebon, there are no direct

intersecting geological structures. Only in Ciwaringin there is a shear fault which

almost cuts off the Gaza plan for the toll road, namely by a fault trending north -

south on the southern slope of Mount Kromong exactly south of the toll road plan.

This fault was found in the rocks of the Kaliwangu Formation compiled by

claystone with tuffaceous sandstones and conglomerates. This fault zone is a

weak zone that potentially threatens the movement of soil in this region, and along

the fault lines there was found oil seepage and hot springs. The other sections

along the toll road plan are not interrupted by geological structures, where the

nearest existing structure is south of the toll road route plan with a distance of 8-9

km. This geological structure in the Technical Geological Map is indicated by red

lines.

Other potential impacts are related to the "alert area of the eruption of Mount

Tangkuban Perahu" which flows along the Cidahu River in Subang Regency and

intersects with the planned toll road and the Cidahu River in Cidahu and

Batununggal. The flow of lava from eruptions from Mount Tangkuban Perahu

should be anticipated. Another potential impact is related to the fact that an area is

EIA III-17

subject to "the possibility of potential flow of debris from hazardous eruptions from

Mount Cereme"; the areas subject to this volcanic flow line are the rivers that

cross the planned toll road at Dawuan, Jatiwangi, Sumberjaya and Plumbon.

Technical Geology

Technical Geology is concerned with the physical / mechanical nature of the soil

and rock. The details of the discussion are represented by the Technical

Geological Map (see attachment). The details of each engineering geology unit

along the Toll Road plan are outlined as follows:

• Sandy clay and clay sand [As (sc)]: Endaparr natural levee / embankment

river, between 1-10 meters thick, brownish gray to gray-black, very fine to

coarse grained, rounded to angular, graded bad, high permeability, solid

density. Allowable soil bearing capacity is low to moderate, easily

excavated with non-mechanical equipment. The depth of the shallow

ground water is free until it is influenced by river water. This Engineering

Geology Unit has the potential for local flooding and potential mudslides on

river cliffs lateral to river erosion.

• Sandy clayey silt and silt [R (me) (cm)]: Soil residue is a hash weathering

tuffaceous sandstone, tuff, conglomerate, agglomerate, and breccia lapili,

between 2-20 meters thick. In the center and south of this unit contains a

lot of gravel and boulders of igneous rocks, reddish brown, with medium-

high plasticity, low permeability, is firm to stiff, and has an allowable soil

bearing capacity of low – moderate. Digging is a bit difficult if you use non

mechanical equipment, the depth of ground water is free.

• Clay [Re]: Soil is a product of residual weathering of claystone, between 1-

3 meters thick, brown to blackish brown color, containing local shale and

sandstone fragments, plasticity and permeability are low, firm consistency.

Allowable soil bearing capacity is low - moderate, soil is easy to dig but a

little difficult if you use non-mechanical equipment. The depth of ground

water is not free. This local geological unit has local potential for ground

movement.

• Sandstone, conglomerate and tuffaceous sandstone [SS, CG]: It is a

Quaternary volcanic sediment deposition and Tertiary Formation Citalang

deposition. Subang Formation is a sandstone member. Blackish brown

conglomerate with components that consist of andesite, basalt, sandstone

and other rocks, measuring 1-5 meters, rounded to angular, high porosity,

low cementation and low hardness. Sandstone and tuffaceous sandstone

EIA III-18

are yellowish brown, fine to coarse grained, angular to rounded sole,

composed of feldspar composition, volcanic ash and a little black minerals,

with moderate to high porosity, cementation is rather hard. Carrying

capacity is high and digging is a little difficult if you use non-mechanical

equipment. The depth of ground water is free although in some places is

not found at all.

• Claystone [Cs]: It is a tertiary sedimentary deposit from the Kaliwangu and

Earring Formations, gray-green, bedding is not clear, containing local iron

concretion, molluscs and pieces of gypsum, low severity, low rock bearing

capacity, digging is a bit difficult when using non-mechanical equipment.

Free ground water is difficult to obtain, the slope is less stable and there is

high potential for landslides.

Breccia and Lava [BX, LH]: local interspersed agglomerate, lapili and lava, a

volcanic deposit from Tangkuban Perahu Mountain and Tampomas. Generally

blackish brown, the component consists of andesite basalt, pumice-sized gravel to

boulders, sand tufa base period, is rounded and angled hearted, low to moderate

porosity, low to moderate hardness. Carrying capacity is high. Excavation is

difficult when using non-mechanical equipment. Free ground water is hard to come

by, except at the foot of the mountain. This local geological unit includes Geological Hazards.

1. Settlement Hazards

Land subsidence is the vertical decline from the structure due additional surface

loading or due to they type of rock/soil, although it is more correct to call that

“settlement”. This potentially occurs in backfilled clay lithology. Settlement could

therefore could occur in locations where backfill is placed on top of clay

interspersed with local tuffaceous sandstone and conglomerates. Within the

planned Cikampek – Palimanan Toll Road area these potential hazard are namely:

1. Cikampek Alignment (Sta. 91 500) to Cipunagara River (Sta. 142 + 350)

Cipunagara district, Subang: tuffaceous sandstones, clays and

conglomerates (Qav)

2. Embankment at Sta. 152 + 850 near Kamerang until Sta. 178 +000 near

Kertajati: tuffaceous sandstones, clays and conglomerates (Qav)

3. The possibility occurred in embankment at Sta. 193 + 960 until Sta. 195 +

960 Represent Kaliwangu Formation (TPK): claystone with tuffaceous

sandstone, conglomerate, found local layer - a layer of calcareous

EIA III-19

sandstone and limestone.

4. Embankment at i on Sta. 198 + 460 until Sta. 203 + 960 forms the

Kaliwangu Formation (TPK): claystone with tuffaceous sandstone,

conglomerate. Found local layers of calcareous sandstones and

limestones.

5. The possibility of the pile in alignment Cikampek (Sta. 91 500 Ciherang-

River (Sta. 95 + 006) Campaka district, Purwakarta until Cipunagara River

(Sta. 142 + 350) Cipunagara district, Subang: tuffaceous sandstones, clays

and conglomerates (Qav)

6. Embankment at Sta. 152 + 850 Kamerang until near Sta. 178 +000 near

Kertajati, tuffaceous sandstones, clays and conglomerates (Qav)

7. The possibility of the pile in Sta. 193 + 960 until Sta. 195 + 960: Kaliwangu

Formation (TPK): claystone with tuffaceous sandstone, conglomerate.

Found local layer of calcareous sandstone and limestone.

8. Embankment at Sta. 198 + 460 until Sta. 203 + 960 from Kaliwangu

Formation (TPK): claystone with tuffaceous sandstone, conglomerate.

Found local layers of calcareous sandstones and limestones.

While the danger of land subsidence has "little possibility of happening", if it does

occur it is likely to be due to the existing land degradation in the vast majority of

the area. The main reason for this land degradation is the drastic reduction in local

groundwater; compressibility is generally on high ground.

2. Landslide Hazards in the Subang Claystone Formation

Landslide hazards could potentially occur in blackish gray claystone which easily

expands when hit by water and is brittle and fragile when dry. This event was seen

in Sta. 91 Cipularang Tol which was exacerbated by the presence of

conglomerates in the wet clay which meant that conglomerates accumulated in the

groundwater in the boundary clay (clay is water-resistant and easy to inflate), so

the limits expanded causing it to collapse under that toll road segment. This type

of clay is found in one location in the planned Cikampek – Palimanan Toll Road

route, namely: Ciherang Valley between the Cikopo Village, Bungursari district,

and Cimahi village, Campaka district, Purwakarta Regency, precisely Station 94 +

350 until Station 96 +100.

3. Liquefaction Hazard

From the distribution of rock types that have been outlined above there is no

potential "liquefaction" to be caused by the vibrations from pile installation or

EIA III-20

earthquakes. Soils that can potentially induce “liquefaction” are uniform fine-

grained sand soils, with low density and underground water, of which do not occur

along the toll road location.

4. Seismicity

Seismicity along the 116.4 km planned Cikampek – Palimanan toll road includes

Quaternary and Tertiary rocks.

The entire Toll Road is in region 4 with a basic seismic coefficient of 0.15g for soft

soil and 0.1g for hard soil. Seismic forces in this region are not strong and the

structure is planned as a Type B or C structure as classified by BMS7-K art. 1.8.3

earthquake points are potentially in the region planned to be used by the toll road,

not for teriepas from seismotectonic patterns in Indonesia, especially the Wast

Java seismotectonic pattern.

From the seismic tectonic map issued by the Indonesian Geological Research and

Development Centre in Bandung for 100 year earthquake events, the seismic

points having the most potential impacts (as much as 29 points) are described

below:

1. Earthquake with 5-6 magnitude with shallow depth (00-90 km) : there are 7

points along the northern plains, from Depok - Karawang until Cirebon-

Pemalang.

2. Earthquake with 5-6 magnitude with a medium depth (90-150 km) : there

are 7 points along the northern plains, from Tangerang - Depok to

Indramayu - Cirebon - Pemalang.

3. Earthquake with 5-6 magnitude with shallow depth (00-90 km) : there are 4

points in the Java Sea with 1 point off the coast of Serang and 3 points

offshore from Indramayu.

4. Earthquake with 5-6 magnitude with medium depth (90-150 km) : there are

3 points in the Java Sea with 1 point off the coast of Bekasi and 2 points off

the coast of Cirebon - Pemalang.

5. Earthquake with >6 magnitude with a shallow depth (00-90 km) : there are

2 points in the Java Sea off the coast of Jakarta far at sea or in the middle

between Jakarta and the island of Belitung.

6. Earthquake with 5-6 magnitude with depth of 150-650 km : there are 5

points in the Java Sea off the coast of Jakarta, and off the coast of

Karawang and Indramayu.

EIA III-21

7. Earthquake with >6 magnitude with depth of 150-650 km : there is 1 point

located at a distant point in the Java Sea off the coast of Karawang.

The above points of potential significant earthquakes demonstrate that there is

less potential for impacts on the Cikampek - Palimanan Toll Road than there is for

the mountain region located at the southern part of Java and in the Indian Ocean

off the coast of Pandeglang - Suregencyumi and Garut - Cilacap. More details can

be seen in Figure 3.3, the seismic tectonic map of Java.

5. Floodplains

The "Cimanuk River Flood Control Project (1995)" was concerned with flooding

under the weir crossing in Cimanuk, which is downstream from the trajectory map

of the toll road. Areas that are lower than the Cimanuk dam include the

levees/embankments upstream of the weir crossing and the tributaries of the Cuyu

and Cisambeng rivers.

Because the levees/embankments are low and are still incomplete, they provide

very little flood protection. The existing levee/embankment is designed to

withstand 25-year event floods with a maximum height of 1.00m, and the

insufficiency of this flood protection was seen when floods in 1993 caused great

damage. The extent of the flooding event in 1993 in the region is presented in

Figure 3.4.

EIA III-22

Figure 3-2 Pe ta Se is motektonik J awa

EIA III-23

EXTENT OF FLOODING IN 1993 IN CIMANUK BASIN UPSTREAM OF RENTANG WEIR SOURCE : CIMANUK RIVER FLOOD CONTROL SUB-PROJECT : DESIGN REPORT 1995 DIRECTION OF OVERLAND FLOW (decuded) SCALE 1 : 100,000 FLOOD EMBANKMENT IN VICINITY OF CPTR

Source : Evaluation of Assessment, 1996.

Figure 3-3 Flood Embankment in the vic in ity o f the p rojec t

EIA III-24

3.1.3 Hydrology

In the area along and around the Cikampek-Palimana toll road plan there are

water catchment areas as well as a region upstream from the river that intersects

with the toll road. These can be divided into two catchment areas, namely:

1. Peak absorption area (recharge area), characterized by the flow of a river

into 1 that merged into/became 2 and is upstream from the rivers. The area

has very tight contours and 30-45% slope, with an irregular ridge pattern,

shape and morphology of the valley V cone, for example in the vicinity of

Mount Tangkuban Perahu, Mt Sanggabuana, Mount Tampomas and in the

Kromong Mountains.

2. Downslope area, serves as a catchment area in the middle of the river

flow, characterized by river order 1, 2 and 3. Density contours are rare,

with a slope between 5-15%. In this area many springs are found upstream

of the numerous tributaries. The river flow pattern is near dendritic - sub-

dendritic. This area is also part of the upstream parts of Cisiluman tributary,

Cicadas, Cibuang, Cibodas, Cipicung, Cipapan, Ciluncat, Cubunut,

Cibugang and Cikaranti rivers. There is a hilly morphology with fine reliefs,

such as Pagaden, Kroja and Jatiwangi.

Based on studies conducted by IWACO, annual groundwater recharge (Agr) in the

Purwakarta district amounted to 276 million m3/year. Wanayasa District has the

highest Agr with 67 million m3/year, while Tegalwaru District had the lowest Agr

with 13 million m3/year.

a. Rivers

In the five districts that will be passed by the Cikampek-Palimanan toll road, there

are 7 River Basins (DAS); the Ciherang / Cilamaya watershed in Purwakarta

District, the Ciasem and Cipunagara watersheds in Subang regency, the Cipancuh

watershed in Indramayu District, the Cipanas watershed and Cimanuk catchment

in Majalengka, and the Ciwaringin watershed in Cirebon District (see Figure 3.5).

All are divided into 73 main rivers, including the Cilandak River in Purwakarta

Regency, Cisiluman and Cibalakuya Rivers in Subang Regency, the Cipahit and

Cipapan Rivers in Indramayu District, the Cipanas and Cikadongdong Rivers in

Majalengka, and the Cikaranti and Wadas Rivers in Cirebon. These rivers

generally have a dendritic stream pattern with a flow direction from south to north

from the mountainous region of Mount Tangkuban Perahu, Mt Burangrang, Mount

Sunda, Mount Tampomas and the Kromong Mountains, until the northern coast

EIA III-25

where they empty into the Java Sea.

Figure 3.5 presents a map of the rivers in the region, and in Table 3.7 can be seen

a list of rivers which intersect with the planned toll road.

EIA III-26

Figure 3-4 Map of River Bas ins Around The Pro jec t Location

EIA III-27

Table 3-7 Rivers In ters ec ting theToll Road Projec t

No. RIVER STASION

Sta. ke

RIVER LENGTH

(m)

LOCATION

RIVER FLOW

( m3/sec )

1 CIHERANG

95 + 006

212

Cimahi/Campaka PURWAKARTA

344.92

2 CILANDAK

99 + 030

187

Cisaat/Campaka PURWAKARTA

242.12

3 CILAMAYA

101 + 902

223

Cipusungsari/Campaka PURWAKARTA

508.21

4 CISILUMAN

104 + 304

73

Karangmukti/Pabuaran SUBANG

2.35

5 KALIJATI

105 + 009

64

Karangmukti/Paburuan SUBANG

4.36

6 PAKUHARJA

106 + 073

43

Wantilan/Cipeundeuy SUBANG

-

7 CICADAS

106 + 652

64


32.67

8 CIBEUNYING

107 + 575

46


73.86

9 CIJENGKOL

107 + 779

34


71.55

10 CIBEULEUTOK

107 + 905

46


25.02

11 CIBUANG

109 + 950

52

Sdwaiga/Cipeundeuy SUBANG

16.5

12 CIBUANG

110 + 175

64


54.67

13 CIBURANGRANG

1 1 1 + 665

97

Marengmang/Kalijati SUBANG

16.43

14 CIRACAS

114 + 432

54

Marengmang/Kalijati SUBANG

42.72

15 KALIJAMBE PEMBAWA *)

116 + 350

52

Wanakerta/Purwadadi

- 16 KALIJAMBE PEMBUANG *)

116 + 714

48

Wanakerta/Purwadadi

- 17 CICONGOK

118 + 579

49

Kalingsana/Purwadadi

- 18 CILARANGAN

120 + 224

62

Kalingsana/Purwadadi SUBANG

- 19 CIBODAS

120 + 624

100

Cirulule/Purwadadi SUBANG

- 20 CIGINTUNG

120 + 912

46

Batusari/Pagaden SUBANG

- 21 CIBENING

122 + 745

71


- 22 CIASEM

123 + 458

240


- 23 SAMPAN

124 + 227

49


- 24 CIDAHU

126 + 021

72

Balimbing/Pagaden SUBANG

- 25 CIRCLING

126 + 313

54

Cidahu/Pagaden SUBANG

- 26 CIPEJEUH

127 + 510

77

Cidahu/Pagaden SUBANG

- 27 CIGADUH

127 + 740

76

Cisaga/Subang SUBANG

- 28 CIGEDE

129 + 675

58


- 29 CIKADEUPLAK + PED ACC

130 + 551

60


- 30 HANDIWUNG + PED ACC

130 + 904

34


- 31 CIPULUNG + PED ACC

134 + 472

53

Majasari/Cipunagara

- 32 CIBEUREUM

135 + 016

42

Padaasih/Cipunagara

- 33 CIBOGO

136 + 278

40

Padaasih/Cipunagara

- 34 CILAMATAN

138 + 810

90

Padaasih/Cipunagara

- 35 JDIBALAKUYA

141 +654

82

Sumurbarang/Cipunagara SUBANG

- 36 CIPUNEGARA

142 + 350

360

Sumurbarang/Cipunagara SUBANG

- 37 CIPAPAN

143 + 716

56

INDRAMAYU

- 38 CIKALE

144+ 159

47

INDRAMAYU

- 39 CICADAS

144 + 985

58

INDRAMAYU

- 40 CIBUAN

145 + 932

56

INDRAMAYU

- 41 RIVER CIKANDUNG

146 + 826

44

INDRAMAYU

- 42 CIBIUK

148+ 130

41

INDRAMAYU

- 43 CIBURLAL

1 50 + 558

34

INDRAMAYU

- 44 CIPANCU

152 + 500

42

INDRAMAYU

- 45 CIPAHIT

154 + 091

37

INDRAMAYU

- 46 CIPONDOH

159 + 500

50

Trisi/Cikawung INDRAMAYU

-

EIA III-28

No. RIVER STATION

Sta. ke RIVER

LENGTH (m) LOCATION

RIVER FLOW

( m3/sec)

47 CILUNCAT

160 + 518

43

Trisi/Cikawung INDRAMAYU

- 48 CIPANAS

161 + 500

120

Kertajati/Merkajaya MAJALENGKA

- 49 SALURAN ALAMI

164 + 140

56

Kertajati/Merkajaya MAJALENGKA

- 50 SALURAN ALAMI

171 +610

41

Kertajati/Palasal MAJALENGKA

- 51 CUYU 1

173 + 857

54

Kerajati/Palasal MAJALENGKA

-

52 CUYU 2

173 + 992

40

Kertajati/Palasal MAJALENGKA

- 53 CIDUDUT

175 + 165

25

Kartajati/Kertawinangun MAJALENGKA

- 54 CILAMANING + RED ACC

177 + 890

44

Kertajati/Kertawinangun MAJALENGKA

- 55 LEBAK + RED ACC

178 + 229

37

Kertajati/Kertawinangun MAJALENGKA

- 56 SALURAN ALAMI+ RED ACC

179 + 692

46

Kertajati/Sukawana MAJALENGKA

- 57 CIMANUK

180 + 700

315

Kertajati/Sukawana MAJALENGKA

- 58 CICADAS

181 +652

50

Dawuan/Pasirmelati MAJALENGKA

- 59 CIBULUH

183 + 235

49

Dawuan/Pasirmelati MAJALENGKA

- 60 CILUTUNG CANAL + INS ROAD

184 + 802

25

Jatiwangi/Jaliwangi MAJALENGKA

- 61 CIBOGOR

187 + 075

70

Jatiwangi/Jaliwangi MAJALENGKA

- 62 CIBUNUT

190 + 226

66

Ligug/Tegal area MAJALENGKA

- 63 CIBAYAWAK

193 + 542

42.5

Majasuka/MAJALENGKA

43.2

64 CIKAWANGI

194 + 852

39

Bongas kulon/ MAJALENGKA

44.7

65 CIPORONG SMALL

195 + 402

45

Bongas wetan/.MAJALENGKA

17.2

66 CIBUGANG

195 + 536

38

Bongas wetan/MAJALENGKA

18.3

67 RAWA*)

196 + 455

50

Bongas wetan/.MAJALENGKA

-

68 CIRANGGON

197 + 575

44

Bongas wetan/MAJALENGKA

53.9

69 CIKAWUNG

198 + 389

47.5

Pajalin lor/MAJALENGKA

8

70 CIKADONGDONG

198 + 758

52.7

Pajalin lor/MAJALENGKA

78.8

71 RAWA*)

200 + 300

38

Budur/CIREBON

-

72 RAWA*)

200 + 450

38

Budur/CIREBON

-

73 CIWARINGIN

201 + 200

180

Ciwaringin/CIREBON

242.9

74 CIKARANTI

202 + 526

67

Balangamba/CIREBON

18.9

75 CISEENG

204 + 452

66

Kempek/CIREBON

8.1

76 WINONG

205 + 237

30

Kempek/CIREBON

159

77 CAPLEK

206 + 038

51

Kempek/CIREBON

14.5

78 WADAS

206 + 658

43

legal karang/CIREBON

23.1

Source: FED, Study, 2007

b. Rainfall

Rainfall data was obtained from Purwakarta Regency Jasa Tirta Public

Corporation II, who carries out monitoring in 9 Rain Stations located in 9 districts.

In the year 2006, the highest average precipitation occured in January, February

and March, which respectively reached 453 mm, 563 mm and 649 mm. Rainfall in

Ciracas station location experienced the highest rainfall during 2006, about 5329

mm. 2006 rainfall data was higher when compared with rainfall data in 2004 and

2003, which reached 4114 mm and 3353 mm respectively. Most rainfall was

EIA III-29

recorded at the Wanayasa station location, 189 days of rainfall, which is higher

than in 2004 which saw 141 days of rainfall. Rainfall in other districts is not much

different from the rainfall in Purwakarta Regency.

The highest rainfall in the Subang area was 325 mm which occurred in January

with 15 days of rain, and the lowest occurred in August with 26 mm over 1 day of

rain. In Indramayu District the highest rainfall (288 mm) occurred in March with 24

days of rain and the lowest in August (51 mm) with 5 days of rain.

Referring to the data from Majalengka in Figures Year 2002, this region has a

tropical climate with temperatures ranging from 21.9 to 35.4°C. The annual

average of rainfall was 2016 mm over an average of 11 rainy days per month.

Rainfall conditions are not much different when compared with the Jatiwangi

rainfall station which showed a very high average rainfall of 397.8 mm with the dry

months between July and September. In Cirebon the highest rainfall was in

January (348 mm) with 19 rainy days, and the lowest was 50 mm with 3 days of

rainfall in August.

c. River and River Basin

The river basins intersecting the planned Cikampek-Palimanan highway include

the Cilamaya River, Cipunagara River and Cimanuk River basins, with the flow

direction generally trending south - north, starting in the mountainous region of

Tangkuban Perahu, Sundanese, and Kromong Tampomas, and flowing to the

coastal plain in the north. The Toll Road plan can be divided into 7 river basins,

from north to south, as follows:

• Ciherang Watershed in Purwakarta Regency, including: Cilandak and

Cilamaya Rivers and Tributaries, cut by alinemen in the middle of the river

basin. This zone occupies the plains region (-1%), but is sometimes

undulating (1-4%) in the upstream watershed. Land used as rice fields,

fields, or plantations on clay soil.

• Ciasem Watershed in Subang Regency, including: Cijengkol, Cibenying,

Cibuang and Cibodas rivers and tributaries. Topography in this area is hilly,

with intensive dry land crops at or near flood plains.

• Cipunagara Watershed in Subang Regency, including: Cipicung, Cilamatan

and Cikandun rivers and tributaries.

• Cipancuh Watershed in Indramayu Regency, which includes little sub

EIA III-30

rivers that flow into the Cipancuh River.

• Cipanas Watershed in Majalengka Regency: this river basin flows between

the Ciluncat and Kepuh Rivers which empty into the Cipanas River.

• Cimanuk Watershed in Majalengka Regency: this river basin flows

between the Cipari, Cipelang, Cisambeng, Ciranggon, Cikeruh, Cibayawak

and Cikemanggi rivers.

• Ciwaringin Watershed in the Palimanan region of Cirebun Regency, where

the river empties into the Kromong Mountains.

3.1.4 Hydrogeology

The main aquifer lithology in the shallow aquifer system in the coastal plain region

which intersects the toll road is sand and gravel filling ancient river and delta

deposits, which generally are used to meet the everyday demand for clean water

by local people. The aquifer and aquifer productivity in the coastal plain area is

characterized by delta sediment characteristics, with vertical and horizontal

distribution of the random between layers of rock with a layer of water pressed in

clay which is water-resistant.

In the aquifer system, there are indications that as time runs on, static ground

water level will decrease and the capacity of wells will also be reduced, which is

expected because of deteriorating borehole constructions. Indications of this were

found by Pramono (1981), where several wells were drilled to tap the most

productive aquifers at depths between 60-100 m before 1980 to produce

discharge 50-70 l/min with high pisometril - 1.3 m.aml, and in the last decade the

average discharge decreased to 10-30 l/min with a height of 0.75 pisometri m.aml.

Aquifer productivity in the hilly areas is low, with a few water-bearing soils found

only locally. Exploration drilling has been done for sugar cane plantations in

Jatitujuh and Loyang Forest (near North Kadipaten) which resulted in a discharge

of 5 I/sec.

Areas classified as groundwater-scarce regions culminate in G. Tangkuban

Perahu and G. Tampomas, as the hills are formed by marl, claystone, and other

solid rock. In volcanic strata regions, aquifer productivity rises naturally toward the

foot of the volcano.

The details of each aquifer and its type are specified in hydrogeological detail

below:

1. Alignment Sta. 91 + .500 until Sta. 101 + 902 (Cilamaya River) Campaka

EIA III-31

district, Purwakarta: the aquifer (slotted or nest) has low productivity (D1); of the

aquifer with low productivity.

2. Alignment Sta. 101 + 902 (Cilamaya River) until Sta. 138 + 810 (Cilamatan

River) Cipunagara district, Subang: the aquifer (slotted or nest) has low

productivity (D1); of the aquifer with low productivity.

(Sta. 91 +500 until 158 + 810)

Discharge Area (Groundwater Discharge Area)

Groundwater content may potentially be affected by road construction to the north

of the planned road route, because from a hydrogeological perspective the area

serves as the regional groundwater discharge area, whereas the particle area

(recharge area) is located to the south of the planned Cikampek – Palimanan toll

road. Details for the discharge areas in and around Sta. 91.00 until the Cilamatan

River (Sta. 138 + 810) are as follows:

• Aquifer which flow through the spaces between the grains and has medium

productivity (A3) is located + 7 km from the planned toll road.

• Aquifer which flows through spaces between the grains and has medium

productivity and widespread distribution (A2) is located ± 8 km from the

planned toll road.

• Aquifer which flows through spaces between the grains has low

productivity and widespread distribution (A3) is located + 10 km from the

planned toll road. The Cilamaya Watershed lies between Cirojak -

Gempalsari - Gembongan is an A1 aquifer as it is productive and has

widespread distribution. This aquifer has moderate transmissivity, open

groundwater or high pizometri groundwater near or above ground level,

reaching 2.4 meters above local ground level and a well discharge

generally of 5 liters / second.

• Artosis flow limit is + 15 km north of the planned toll road.

• Groundwater supplies in this region come from the south, thus the direction

of groundwater flow is from the south (recharge area). As such when the

toll road is built it may potentially cause disruptions to groundwater flow if

the flow of surfacewater and groundwater are not handled properly. This

impact is potentially likely if the southern recharge area is disturbed by the

transport of road materials from the Quarry.

EIA III-32

• Potential other impacts may include a decline in ground water, reduction of

ground water discharge, reduction of transmissivity, boundary artosis flow

lines may shift to the north, and shallow groundwater may be polluted.

(Sta. 91 +500 until 138 + 810)

Recharge Area (Regional groundwater affixes)

Regional groundwater recharge in the soil is located at the south of the planned

toll road, with recharge areas in and around Sta. 91 500 until Cilamatan River (Sta.

138 + 810) in the south which are mainly derived from the summit of Mount

Tangkuban Perahu (2076 meters), where the type of aquifers that developed from

the Peak are a D2 aquifer, B2 aquifer, B1 aquifer, and D1 aquifer. Details about

these aquifers are as follows:

• D2 aquifer, regional groundwater is scarce or insignificant. Located at the

top of Mount Tangkuban Perahu.

• B2 aquifer flows through fissures and spaces between the grains. It is a

locally productive aquifer, transmissivity is very diverse, and groundwater is

generally not utilized because the ground and spring water river flow is

generally small.

• B1 aquifer flows through fissures and spaces between the grains. It has

medium productivity and widespread distribution, and transmissivity is very

diverse. The ground water is generally deep, with diverse appearances of

springs, and is generally large in vesicular lava flows, some reaching more

from 100 liters/sec. Discharge wells are generally less than 5 liters / sec.

• Several lakes are found around the northern part of the proposed toll road,

namely 2 lakes in the Kertamukti village, Campaka District, Purwakarta

(DAS Cimalaya) which are + 4.5 km from the planned toll road. 2 lakes are

also found in Citapen and Wanakerta villages, Purwadadi District, Subang.

The four lakes could be potentially affected by the toll road handling

procedure if the water is not handled properly. Potential impacts could

include the reduction of river discharge and heavy sedimentation of water.

• A number of lakes are found in the Cilamatan watershed, namely: Sango

lake in Cidahu village, Subang District; Cikalong lake and Ijan lake in

Gunung Sembung village, Pagaden District; Kalembuah, Bugang and Jati

lakes in Gembor village, Pagaden district; and Peundeuy lake in

Padamulya village, Cipunagara district. These lakes are about 7 to 15 km

EIA III-33

from the planned toll road and may potentially be impacted by toll road

construction.

3. Alignment Sta. 138 + 810 (Cilamatan River) until Sta. 180 + 700 (- 200 m from

the Cimanuk River): the aquifer (slotted or nest) has low productivity (D1). The

aquifer is 5-9 km wide at the north side of the planned toll road and as wide as 2.5

- 9 km on the south side of the toll road plan.

(Sta. 138 +810 until 180 + 700)

Regional groundwater discharge for this alignment:

Regional groundwater discharge around the alignment of Cilamatan River (Sta.

138 +810) until (- 200 m) Cimanuk River (Sta. 180 + 700) in the north, has several

aquifers as detailed below:

• A3 aquifer flows through spaces between the grains. The local aquifer is

productive and is +10 km from the toll road plan.

• A2 aquifer flowd through the space between the grain and has a wide

distribution, and is + 11 km from the toll road plan.

• Cipancuh Reservoir (DAS Cikondang) in the Districts of Situradja, Kroja

and Indramayu.

• The reservoirs and type A aquifers could be subject to potential impacts

due to the construction of the toll road if the water system (mainly surface)

is not handled properly. Potential impacts could include a decline in water

levels and reduced potential for ground water and reservoirs in the

Cikondang watershed.

• Discharge productive areas are in the A1 aquifer in the Kroja - Pangauban

- Losarang - Kedung Dawa River region which flows to the Cibenoang,

Cilalanang and Ciloncat Rivers. The artesian line is parallel to the planned

toll road at a distance of +15 km. Many artesian wells in this region spread

from Sukaslamat until Losarang.

Areas of potential groundwater will be subject to potential impacts if the water

system during the construction of the toll road is not handled properly. To the east

of this region (east of Cipanas River) are several swamps. These swamps include

the Kedung Bima Swamp, Cibogor Swamp, Cigembor swamps, Cicadas Swamp

and all of the swamps in the Mekarmulya village, Kertajati district, Majalengka

Regency.

Regional Supplement Groundwater of this alignment:

EIA III-34

(Sta. 138 +810 until 180 + 700)

• Regional augmentation around this alignment is in part derived from the

region south of Mount Canggak (1618 m) and Mountain Region Tampomas

(1854 m) with the types of aquifer sorted as D2, D1, B1, B2 and D1

aquifers.

4. Sta. 180 + 500 in Kertajati, Majalengka (- 200 m Cimanuk River) until Cikeruh

River (Sta. 191 + 060): A2 aquifer which flows through spaces between the grains.

It is a productive aquifer with broad dissemination and medium transmissivity, high

groundwater pisometriks near or above ground level. Wells generally have a river

flow of less than 5 liters / sec.

(Sta. 180 + 500 until 191 + 060)

Regional Groundwater discharge in this alignment is:

This regional discharge area is also located in the planned toll road area, to the

north of the Cimanuk watershed, where the groundwater from the north of Kertajati

Village, Kertajati district and the north of Kertasari village, Ligung district form an

AI aquifer (productive aquifer).

• In this region there are many swamps, found on the west side of the

Cimanuk River. In Kertajati District these include the Surapago Swamp in

Sukakerta Village, Citamiang Swamp in Bantarjati Lor Village, Jawura and

Cimanuk Swamps in Kertajati Village, and the Cicabe and Telik Swamps in

Pasiripis Village. In Jatitujuh District there are four swamps amongst the

Kulampok Swamp and Tambakan Swamp in Babajang Village.

(Sta. 180 + 500 until 191 + 060)

Recharge Area (Affix Area):

• Upper Basin of the Cimanuk.

• Mount Tampomas and Mount Kromong with dominant type D2 aquifers.

• Dominant type D2 and B2 aquifers resulting in scarce groundwater

although aquifers are productive.

5. Cikeruh River (Sta. 191 + 060) until the foot of Gunung Kromong in the east

(Walahar Village, Ciwaringin): Dominant aquifer flows through fissures and spaces

between the grains, with medium productivity and broad distribution (B1); aquifers

with transmissivity are very diverse, generally in ground water; there are numerous

appearances of springs with a variety of river flow levels; generally large in

EIA III-35

vesicular lava (reaching more than 100 liters / sec), but the wells generally

discharge less than 5 liters / sec.

The discharge areas in this region include the planned toll road alignment, thus the

construction of this toll road may have potential impacts on groundwater and

surface water, especially for areas to the north of the road, if handling of the water

system is inadequate. Recharge areas in this region are from the Mountain

Kromong aquifer which is dominated by D2 and B2.

6. Eastern foot of Mount Kromong (Walahar Village, Ciwaringin) until Palimanan:

aquifer flows through fissures and spaces between the grains with medium

productivity and broad distribution (B1): aquifer transmissivity is very diverse,

generally in ground water; river flow levels of springs are varied but generally large

in vesicular lava (reaching more than 100 liters / sec), but the wells generally

discharge less than 5 liters / sec.

Discharge areas in this region include the toll road plan and the area north of the

A2 aquifer. A2 aquifer is located ± 500 meters from the toll road plan, with

lamparan include Palimanan Region - South Suramenggala - Arjawinangun. This

area is the Basin of the Ciwaringin River and if handling of the water system is not

adequate then the toll road will have a potential impact on ground water in the

region.

Recharge areas in this region are mainly derived from upstream of the Ciwaringin

River watershed and the Kromong Mountains Region. When this region is

disrupted potential impacts will include flooding during the rainy season and water

shortages in dry soil.

For more details Figure 3.6 shows the geohydrological conditions along the

Cikampek-Palimanan highway plan.

Free ground water in areas along the toll roads are frequently used by many

people as to dig wells. Dug wells located along the Toll Road and surroundings

have ground water levels ranging from 0.5 to 5 meters below ground level with

seasonal fluctuations ranging from 0.5 to 3 meters; however most of these dug

wells are dry during drought. Groundwater with this potential in the Cilamaya river

watershed is between Cirojak - Gempalsari - Gembongan to the north of the

planned toll road. Groundwater with this potential is also found in the Kroya -

Pangauban - Losarang - Kedung Dawa area of the Cibenoang and Cilalanang

rivers watershed. In this second region a lot of groundwater has been widely

exploited by way of well construction.

EIA III-36

3.1.5 Space, Land and Soil

Systems development in towns is aimed at bringing a balance and harmony

among regions according to environmental functions such as adaptation and

carrying capacity, to support the spatial structure that has been planned.

Plans for system development in towns in West Java are:

1. Organizing and directing the development of activities towards centers in

the northern and central regions.

2. Develop a limited basis centers in the south.

3. Reforming the distribution of national and regional development in the

region to support harmonious development between regions.

EIA III-37

Source: P3G Bandung

Figure 3-5 Hydrogeology Map Along The Projec t Loca tion

EIA III-38

The regional plan in West Java consists of a structural plan and spatial plan. The

development plan covers the structure of spatial system development planning in

the city, infrastructure development, development of key regions and development

of defense and security; while the spatial pattern includes a spatial pattern of

protected areas, farming areas, and plans for carrying capacity and environmental

carrying capacity.

In general, the West Java region is divided into several key regions which are

dominated by different sectors, as follows in Table 3.8.

Table 3-8 Key Regions in Wes t J ava Province

No. Region Prominent Sector 1.

Bogor-Depok-Beksasi and vicinity.

Industry, tourism, trade and services,

education and knowledge.

2.

Bogor-Puncak-Cianjur and vicinity.

Agricultural crops, tourism, plantation and

fi h

3.

Suregencyumi and vicinity

Marine fisheries, animal husbandry,

tourism, agriculture, industry (agro) and

agricultural crops.

4.

Cianjur-lndramayu-Majalengka-Kuningan and vicinity.

Industry, trade and services, fisheries, sea

and land, agricultural crops, forestry,

plantation and livestock.

5.

Bandung and vicinity.

Industry, trade and services, tourism,

agriculture, horticulture, forestry, plantation,

livestock, and education and knowledge.

6.

Priangan Timur and vicinity Agricultural crops, forestry, plantation,

animal husbandry, fishery and tourism sea

and land.

7. Pangandaran and vicinity. Tourism and marine fisheries.

8.

Purwakarta-Subang-Majalengka

(planned)

Industry, tourism, aquaculture, agricultural

crops, forestry, plantation, livestock and

marine business.

Source: West Java Masterplan

Plan for environmental carrying capacity in West Java province aims to maintain

EIA III-39

an environmental balance and encourage sustainable development activities that

utilize natural resources in protected areas and cultivation areas.

Plans for carrying capacity and environmental carrying capacity are:

1. Controlling the use of space and natural resources.

2. Controlling population growth rate.

3. Realizing the population distribution according to their capacity.

4. Controlling the social and economic development activities in accordance

with the population carrying capacity.

5. Controlling the use of coastal and marine resources.

Targets in improving carrying capacity and environmental carrying capacity in the

region of West Java Province are:

1. Control of the use of space and natural resources in northern, central and

southern West Java.

2. Uncontrolled population growth.

3. Realization of the population distribution according to its maximum

capacity.

4. Unbridled economic and social development activities in accordance with

the population carrying capacity.

5. Control of the use of coastal and marine resources.

The conditions of land use in the 5 districts of the study area are described in

Table 3.9 below. This table generally describes land use in each district that the

toll road alignment passes through, with the general picture as follows;

• Purwakarta Regency: 21% of the entire district is paddy (rice). Settlements

in the city and public facilities are in proportion of the developing region.

• Subang Regency: 57% of the land used for paddy (rice) and mainly located

in the coastal strip and to the north of the highway alignment plans.

Settlements and public facilities are the next most extensive land use

totalling 10% of the area. Subang is the largest city in the district followed

by Pamanukan located at the intersection of the North Coast and northern

routes to the the South into Subang and Bandung.

• Majalengka Regency: 41% of the district used for rice crops including land

which is close to the planned toll road alignment. Settlements / public

facilities area total 17% of the territory, mainly in Majalengka city. Industry

in the region is located around Majalengka and the main road between

Bandung and Cirebon.

EIA III-40

• Indramayu Regency: This district is the region's most widely used for plant

irrigation, covering 127 ha or 63% of the entire region. Indramayu and

Jatibarang are the most extensive settlements, with public facilities totaling

under 9% of this region. This makes this region least like a city and more

like a rural area than any other district in the study area.

• Cirebon Regency: 50% of Cirebon is devoted to rice cultivation. This

district has the highest proportion of residential / public facilities in the

corridor area, representing approximately 27% of land use in Cirebon.

Given all the regencies mentioned above, the type of dominant land use is rice

cultivation, totalling 45% of the area. This region also has vast forest resources,

natural forests and plants, which amounts to 14% of the area. Conservation Areas

are also an important factor, totalling 10% of the entire region. Residential and

public facilities together occupy 12% of land use in the region.

Table 3-9 Exis ting Land Us e in the Regency Surrounding the Pro ject Plan

Land Use Total

(Ha)

Purwakarta (Ha)

Subang (Ha) Majalengka

(Ha) Indramayu

(Ha) Cirebon (Ha)

Conservation Area

90,946.89

30,859

20,693

6,100

12,901

10,420

Development Area 783 115 91

66 314

184 483

114 324

187 198

88 551

Settlement

83,673.73

10,202

15,996

14,324

13,654

20,200

Public Facilities

23,460.00

2,500

4,949

6,176

3,150

6,200

Industry

5,417.50

150

118

425

220

4,300

Recreation

1,125.00 300 50 275,968 150 200 Fishery

7,502.08

1,000

797

968

3,507

1,000

Livestock 559.78 100 - 135 100 150

Rice field

394 112 61

20 733

117 478

49 608

126 623

49 500

Plantation

67 575 22

13 700

18 721

14 691

6 850

1 700

Secondary crops

78 850 79

729

6 684

11 639

12 583

3 300

Forest

120,801.79

16,920

19,385

16,082

20,609

2,001

TOTAL 874 061 80

97 273

205 176

120 424

200 099

98 971

Source: data Compilation, 2007

Existing land use of West Java Province is graphically displayed in Figure 3.7.

Existing land use along the highway alignment plan is listed in Table 3.10. This

data shows that the amount of land area affected by this highway project is 765.6

ha, consisting of irrigated land 212.52 ha, 135.03 ha forest, plantation 33.76

hectares, 117.85 hectares of unproductive land, vacant land 116.29 hectares, 8.79

hectares of Rain fed rice fields, Field 44.88 ha, and 37.95 Ha of settlements. The

pattern of spatial planning in West Java can be seen in Figure 3.8.

EIA III-41

Table 3-10 Exis ting Land Us e Along The Projec t P lan No Existing Land Use Location (Sta. until

Sta.) Region

1 Paddy field Irigas 91+500 91+55 PURWAKARTA 2

Unproductive land

91+550 92+000

PURWAKARTA

3

Field

92+000 92+600

PURWAKARTA

4

Settlement

92+600 92+850

PURWAKARTA

5

Vacant Land

92+850 93+100

PURWAKARTA

6

Field

93+100 93+500

PURWAKARTA

7

Unproductive land

93+500 93+750

PURWAKARTA

8 Plantation

93+750 95+000

PURWAKARTA

9

Rainfed rice field

95+000 95+250

PURWAKARTA

10

Unproductive land

95+250 95+450

PURWAKARTA

11

Forest

95+450 95+550

PURWAKARTA

12

Rainfed rice field

95+550 96+000

PURWAKARTA

13

Forest

96+000 98+700

PURWAKARTA

14

Settlement

98+700 98+800

PURWAKARTA

15 Rainfed rice field

98+800 98+850 PURWAKARTA 16 Forest

98+850 99+500

PURWAKARTA


99+500 100+500

PURWAKARTA

18 Forest

100+500 100+800

PURWAKARTA


100+800 101+300

PURWAKARTA

20 Forest

101+300 101+750

PURWAKARTA


101+750 102+950

PURWAKARTA

22 Field

102+950 103+500

PURWAKARTA


103+500 104+550

PURWAKARTA

24 Settlement

104+550 104+900

PURWAKARTA


104+900 105+750

PURWAKARTA

26 Forest

105+750 106+600

PURWAKARTA


106+600 107+100

PURWAKARTA

28 Field

107+100 107+150

PURWAKARTA


107+150 107+350

PURWAKARTA

30 Forest

107+350 107+500

PURWAKARTA


107+500 108+000

PURWAKARTA

32 Forest

108+000 109+000

PURWAKARTA


109+000 109+050

PURWAKARTA

34 Forest

109+050 109+800

PURWAKARTA


109+800 109+850

PURWAKARTA

36 Forest

110+000 110+100

PURWAKARTA


110+100 110+300

PURWAKARTA

38 Forest

110+300 111+000

PURWAKARTA


111+000 111+100

PURWAKARTA

40 Forest

111+100 111+700

PURWAKARTA


111+700 111+800

PURWAKARTA

42 Forest

111+800 112+800

PURWAKARTA


112+800 113+000

PURWAKARTA

44 Forest

113+000 113+700

PURWAKARTA

45 Settlement

113+700 113+800

PURWAKARTA

46 Forest

113+800 113+950

PURWAKARTA


113+950 114+000

PURWAKARTA

EIA III-42

No Existing Land Use Location (Sta. until Sta.)

Region

48 Forest

114+000 114+300

PURWAKARTA


114+300 114+350

PURWAKARTA

50 Forest

114+350 115+200

PURWAKARTA


115+200 115+250

PURWAKARTA

52 Forest

115+250 116+500

PURWAKARTA


116+500 116+700

PURWAKARTA

54 Plantation

116+700 116+800

PURWAKARTA

55 Settlement

116+800 116+900.

PURWAKARTA

56 Plantation

116+900 117+600

PURWAKARTA


117+600 117+650

PURWAKARTA

58 Plantation

117+650 117+950

PURWAKARTA

59 Unproductive land

117+950 118+050

PURWAKARTA


118+050 118+100

PURWAKARTA

61 Plantation

118+100 118+500

PURWAKARTA

62 Paddy field

118+500 118+550

PURWAKARTA

63 Plantation

118+550 120+150

PURWAKARTA

64 Irrigated paddy field

120+150 120+300

PURWAKARTA

65 Plantation

120+300 120+600

PURWAKARTA


120+600 121+150

PURWAKARTA

67 Plantation

121+150 122+450

PURWAKARTA

68 Settlement

122+450 122+600

PURWAKARTA

69 Plantation

122+600 122+700

PURWAKARTA


122+700 123+300

PURWAKARTA

71 Plantation

123+300 123+550

PURWAKARTA

72 Settlement

123+550 123+700

PURWAKARTA


123+700 126+300

PURWAKARTA

74 Settlement

126+300 126+350

PURWAKARTA

75 Plantation

126+350 126+400

PURWAKARTA

76 Settlement

126+400 126+450

PURWAKARTA

77 Plantation

126+450 126+550

PURWAKARTA

78 Settlement

126+550 126+650

PURWAKARTA

79 Plantation

126+650 126+700

PURWAKARTA


126+700 127+550

PURWAKARTA

81 Danau

127+550 127+600

PURWAKARTA


127+600 128+450

PURWAKARTA

83 Plantation

128+450 128+800

PURWAKARTA


128+800 129+000

PURWAKARTA

85 Plantation

129+000 129+200

PURWAKARTA


129+200 129+950

PURWAKARTA

87 Settlement

129+950 130+000

PURWAKARTA


130+000 130+850

SUBANG

89 Plantation

130+850 131+000

SUBANG


131+000 131+200

SUBANG

91 Plantation

131+200 131+400

SUBANG

92 Settlement

131+400 131+500

SUBANG

EIA III-43


Region


131+500 131+900

SUBANG

94 Plantation

131+900 132+050

SUBANG

95 Settlement

132+050 132+150

SUBANG

96 Plantation

132+150 132+200

SUBANG


132+200 132+300

SUBANG

98 Settlement

132+300 132+450

SUBANG


132+450 132+600

SUBANG

100 Settlement

132+600 132+650

SUBANG


132+650 132+950

SUBANG

102 Plantation

132+950 134+400

SUBANG


134+400 134+500

SUBANG

104 Plantation

134+500 135+250

SUBANG


135+250 135+300

SUBANG

106 Plantation

135+300 135+750

SUBANG

107 Field

135+750 136+000

SUBANG


136+000 136+700

SUBANG

109 Settlement

136+700 136+900

SUBANG


136+900 138+350

SUBANG

111 Field

138+350 138+550

SUBANG


138+550 139+700

SUBANG

113 Field

139+700 139+900

SUBANG

114 Plantation

139+900 140+100

SUBANG


140+100 140+150

SUBANG

116 Plantation

140+150 140+450

SUBANG


140+450 140+500.

SUBANG

118 Plantation

140+500 142+000

SUBANG


142+000 142+750

INDRAMAYU

120 Plantation

142+750 143+500

INDRAMAYU


143+500 144+050

INDRAMAYU

122 Plantation

144+050 149+700

INDRAMAYU


149+700 149+800

INDRAMAYU

124 Settlement

149+800 149+950

INDRAMAYU


149+950 150+100

INDRAMAYU

126 Plantation

150+100 152+200

INDRAMAYU


152+200 152+350

INDRAMAYU


152+350 152+750

INDRAMAYU


152+750 153+075

INDRAMAYU

130 Plantation

153+075 153+250

INDRAMAYU


153+250 153+400

INDRAMAYU

132 Plantation

153+400 158+100

INDRAMAYU

133 Field

158+100 158+350

MAJALENGKA

134 Plantation

158+350 158+500

MAJALENGKA

135 Field

158+500 158+600

MAJALENGKA

136 Forest

158+600 161+400

MAJALENGKA


161+400 162+050

MAJALENGKA /

EIA III-44


Region

138 Forest

162+050 164+600

MAJALENGKA


164+600 164+700

MAJALENGKA

140 Forest

164+700 165+700

MAJALENGKA


165+700 166+200

MAJALENGKA

142 Forest

166+200 167+500

MAJALENGKA


167+500 167+600

MAJALENGKA

144 Forest

167+600 168+400

MAJALENGKA

145 Field

168+400 168+500

MAJALENGKA


168+500 169+000

MAJALENGKA

147 Field

169+000 169+200

MAJALENGKA


169+200 174+500

MAJALENGKA

149 Forest

174+500 176+950

MAJALENGKA


176+950 177+000

MAJALENGKA

151 Forest

177+000 178+100

MAJALENGKA


178+100 179+800

MAJALENGKA

153 Field

179+800 180+300

MAJALENGKA

154 Settlement

180+300 180+600

MAJALENGKA

155 Field

180+600 182+050

MAJALENGKA


182+050 182+500

MAJALENGKA

157 Forest

182+500 183+150

MAJALENGKA


183+150 186+050

MAJALENGKA

159 Field

186+050 186+500,

MAJALENGKA


186+500 186+800

MAJALENGKA

161 Field

186+800 187+000

MAJALENGKA

162 Settlement

187+000 187+400

MAJALENGKA

163 Field

187+400 188+200

MAJALENGKA

164 Settlement

188+200 188+550

MAJALENGKA


188+550 188+700

MAJALENGKA

166 Settlement

188+700 189+000

MAJALENGKA


189+000 189+800

MAJALENGKA

168 Settlement

189+800 190+200

MAJALENGKA


190+200 191+100

MAJALENGKA

170 Forest

191+100 191+400

MAJALENGKA


191+400 191+700

MAJALENGKA

172 Field

191+700 192+050

MAJALENGKA


192+050 194+750

MAJALENGKA

174 Settlement

194+750 194+800

MAJALENGKA

175 Forest

194+800 195+000

MAJALENGKA


195+000 198+000

MAJALENGKA

177 Settlement

198+000 198+050

MAJALENGKA

178 Forest

198+050 198+100

MAJALENGKA


198+100 198+150

MAJALENGKA,.-

180 Plantation

198+150 198+450

MAJALENGKA


198+450 198+550

MAJALENGKA

182 Forest

198+550 198+700

MAJALENGKA

EIA III-45


Region


198+700 198+800

MAJALENGKA

184 Plantation

198+800 199+000

MAJALENGKA

185 Settlement

199+000 199+250

CIREBON


199+250 199+900

CIREBON

187 Settlement

199+900 200+000

CIREBON


200+000 200+200

CIREBON

189 Settlement

200+200 200+400

CIREBON


200+400 200+600

CIREBON

191 Settlement

200+600 201+200

CIREBON

192 Forest

201+200 201+400

CIREBON

193 Settlement

201+400 201+500

CIREBON


201+500 202+400

CIREBON

195 Settlement

202+400 202+550

CIREBON

196 Forest

202+550 202+850

CIREBON

197 Field

202+850 203+000

CIREBON


203+000 204+900

CIREBON

199 Forest

204+900 205+000

CIREBON


205+000 205+400

CIREBON

201 Forest

205+400 205+500.

CIREBON


205+500 205+750

CIREBON

203 Forest

205+750 205+800

CIREBON

204 Settlement

205+800 205+850

CIREBON


205+850 206+850

CIREBON

206 Settlement

206+850 207+000

CIREBON

Source: Consultant, 2007

EIA III-46

3.2 BIOLOGICAL COMPONENTS

3.2.1 Terrestrial Flora

The use of land that makes up the local ecosystem found along the project

alignment consists of paddy fields both technically-irrigated and rain-fed, fields,

gardens, grass, forest and plantations. Types of plants encountered in the study

area include food crops, vegetables, medicinal plants and spices as well as edible

and decorative. Plantation crops encountered include rubber, sugar cane, cocoa

and forest/timber; both cultivated privately by the people or by people who work

with local governments such as on teak and acacia plantations.

Distributions of crop areas in each section are mentioned below:

Section I: Irrigated paddy field area totals 0.3 hectares, 40.2 hectares rainfed

ricefields; fields total 9.6ha, 6.0ha are unproductive land, 1.5 hectares are vacant

land and forest area totals 75.3 Ha.

Section II: Irrigated paddy fields total 36.3 ha, rainfed ricefields total 3.0ha, and

forest totals 25.8 ha. There are no fields or unproductive lands.

Section III: Irrigated paddy fields total 13.5 hectares, 17.7 hectares are rainfed

ricefields; fields total 5.4 ha, 28.5 ha are unproductive land, forest totals 79.5

hectares, and 33.15 hectares are gardens.

Section IV: Irrigated paddy fields total 35.1 ha; fields total 2.4 ha, 8.1ha are

unproductive lands, and 65.4 ha are forest. There are no rainfed ricefields.

Section V: Irrigated paddy fields total 42.3 ha, 22.5 ha are fields and forest totals

12.3 ha.

Section VI: Irrigated paddy fields total 50.7 ha, 0.9 ha are fields and forest totals

9.1 ha. There are no rainfed ricefields.

Secondary data (CPM) revealed information on upland food crops which are found

in the study area, which include maize, cassava, sweet potato, soybeans and

green beans. Fruit crops include mango, rambutan, durian, guava, banana,

papaya, sapodilla, jackfruit and other potential commodities such as red peppers

and red onion. Plantation crops include clove, coconut, coffee, cotton, bamboo,

palm, tobacco and sugarcane.

Although West Java has a very high diversity of flora, the toll road alignment does

not cross any protected areas. Observation revealed that the composition of

EIA III-47

flora/vegetation in the study area did not include any type of vegetation protected

under Government Regulation No. 7 / 1999.

Based on vegetation coverage, the study area is generally dominated by

vegetative ecosystems such as partner cultivation on agricultural land (annual

crops), mixed gardens and yards, plantation crop land, forest and state forest

(chronic perennials). The types that have a high IMP include banana, coconut,

teak, bamboo, clove and cashew nuts. In Indramayu the mango crop is quite

prominent. The composition of vegetation in the study area is presented in Tables

3.11 and 3.12 below.

Table 3.11 shows that the diversity of plants cultivated around the study area (all

sections) are evenly distributed, with an ID value between 3362-3452. However in

Indramayu (sections III and IV) the density of plants per hectare is lower than in

other sections. Data on terrestrial flora in the study area is presented in Tables

3.11 and 3.12.

Table 3-11 Types of Cultiva ted Plants No Local Name Scientific Name Note

I Rice and Secondary Crops 1 Rice Oryra sativa var IR 64; Ciherang.

Sadane Food Crop

2 Corn Zea mays Food Crop

3 Sugar Cane Sacc/iarum ofHcinarum Food Crop

4 Sweet Potato / Buled Ipomoae batatas Food Crop

5 Cassava/Capu/Sampeu Manihot escu/anta Food Crop

II Vegetable and Spices

1 Spinach Amaranthus lividus Vegetable Crop

2 Onion Leaves Altium fistutosum Vegetable Crop

3 Bonteng Cucumis sativus Vegetable Crop

4 Bean Phaseolus vulgaris Vegetable Crop

5 Big Chili Capsicum annuum Vegetable Crop

6 Rawit Chili Capsicum frutescens Vegetable Crop

7 Ginger Zingiber officinaie Vegetable Crop

8 Squash Luffa acutangula Vegetable Crop

9 Velvetleaf Limnocharis Have Vegetable Crop

10 Green Bean Phaseolus radiatus Legumes/Nuts

11 Red Bean Phaseolus lunatus Legumes/Nuts

12 Long Bean Vigna sinensis Legumes/Nuts

13 Peanut Arachis hypogaeae Legumes/Nuts

EIA III-48

No Local Name Scientific Name Note 14 Water Spinach Ipomoea aquatica Vegetable Crop

15 Kapol Amomum compactum

16 Soybean Glycine max Legumes/Nuts

17 Kencur/Cikur Kaempferia galanga Medicinal Plant

18 Kunci Boesenbergia rotunda Medicinal Plant

19 Turmeric Curcuma tonga Medicinal Plant 20 Konyal Passiflora edulis -

21 Cabbage/Engkol Brassica oleracea var. capitata Vegetable Crop

22 Siem Pumpkin Sechium edule Vegetable Crop

23 Pepper Piper nigrum Herb Plant

24 Galangal/Laja/Laos Alpinia galanga Herb Plant

25 Radish Raphanus sativus Vegetable Crop

26 Pineapple Ananas comusus Fruit Crop

27 Paria/Pare Momordica charantia Vegetable Crop

28 Chinese Cabbage / Mustard Brassica chinensis Vegetable Crop

29 Watermelon Citrullus tanatus Fruit Crop

30 Lemongrass Cymbopogon nardus Medicinal Plant

31 Eggplant/Encung Solatium melongena Vegetable Crop

32 Tomato Solatium lycopersicum Fruit Crop

33 Pumpkin Cucurbita moschata Vegetable Crop

34 Carrot Daucus carota Vegetable Crop

III. Herbs, bush reeds

1 Alang-alang (reed) Imperata cylindrica Weed

2 Buntut tikus (rat tail) Stachytarpheta jamaicensis Weed

3 Water Hyacinth Eiclmrrnia crassipes Weed

4 Gelagah (reed) Saccharum spontaneum Weed / Water Herb

5 Hanjuang Cordyline fruticosa Biased Divider Crop

6 Haredong Melastoma malabathricum Perdu

7 Kiambang SaMnras pp. Water Herb

8 Kirinyuh Eupahatorium odoratum Weed

9 Pakis pedang N&phrolepis biserrata Weed

10 Pakis resam Gleichenia linearis Weed

11 Pis Kucing Mimosa invisa Weed

12 Rerumputan (grass) Famili: Poaceae Weed

13 Sente Alocasia spp -

14 Sikejut Mimosa pudica Weed

15 Taleus Colocasia spp. Ornamental Plant

EIA III-49

No Local Name Scientific Name Note 16 Teki-tekian Famili : Cyperaceae Weed

IV. Lyana and Epiphyte

1 Kadaka Asplenium nidus Ornamental Plant

2 Pakis kepala tupai Dynaria quersifolia

3 Pasilan Kelapa Dynaria rigidula

4 Sisik naga Drymoglossum pilosselloides Medicinal Plant

5 Sirih (betel) Piper betle Medicinal Plant

EIA III-50

Table 3-12 Trees and Shrubs in the Pro ject Location Area

No Composition and Type

Purwakarta

(Section I)

Subang

(Section I, II, III)

Indramayu

(Section III, IV)

Majalengka

(Section IV, V, VI)

Cirebon

(Section VI)

Local Name Scientific Name N INP H N INP H N INP H N INP H N INP H

1 Akasia besar Acasia mangium 3 3.44 0.070 0 0.000 3 2.14 0.049 0.00 0.000

2 Akasia kuning Acasia auriculiformis 2 2.29 0.051 3 2.74 0.059 6 4.28 0.082 4 3.04 0.064

3 Angsana Pterocarpus indica 3 3.44 0.070 4 3.91 0.077 0.00 0.000 6 4.55 0.086

4 Alpuket (Avocado) Persea Americana 2 2.29 0.051 2 1.56 0.038 2 1.71 0.041 4 3.80 0.075

5 Aren Arenga pinnata 4 4.59 0.087 5 3.77 0.075 1 1.17 0.030 1 1.28 0.032 0.00 0.000

6 Bambu*) (Bamboo)

Bambusa spp. 14 13.11 0.179 15 11.31 0.162 14 12.51 0.173 9 5.57 0.100 16 2.91 0.177

7 Bayur Pterospermum javanica 1 1.15 0.030 0.00 0.000 1 1.17 0.030 2 2.57 0.056 1 1.14 0.029

8 Belimbing (Starfruit)

Averrhoa carambola 4 3.85 0.076 4 3.40 0.069 2 1.56 0.038 2 1.71 0.041 2 2.28 0.051

9 Beringin Ficus spp. 1 1.15 0.030 2 2.02 0.046 2 1.56 0.038 3 3.85 0.076 2 2.28 0.051

10 Bungur Lagerstroemia flos-

reginae

3 3.44 0.070 0.00 0.000 2 2.35 0.052 2 1.71 0.041 1 1.14 0.029

11 Cengkeh (Cloves) Syzygium aromaticum 8 7.70 0.125 6 4.14 0.080 0 0.000 1 1.28 0.032 2 1.52 0.037

12 Cerme (Otaheite Cicca accida 2 1.56 0.038 1 1.01 0.027 1 1.17 0.030 1 1.28 0.032 1 1.14 0.029

EIA III-51


Purwakarta

(Section I)

Subang


Indramayu

(Section III, IV)

Majalengka

(Section IV, V, VI)

Cirebon

(Section VI)


Gooseberry)

13 Duku Lansium domesticum 4 3.85 0.076 1 1.01 0.027 0.00 0.000 2 2.57 0.056 3 3.42 0.070

14 Duren (Durian) Durio zibethinus 3 2.71 0.058 3 3.03 0.063 1 1.17 0.030 1 1.28 0.032 5 4.18 0.081

15 Flamboyan Delonix regia 2 2.29 0.051 1 1.01 0.027 2 1.56 0.038 0.00 0.000 2 1.52 0.037

16 Gamal Gliricidia sepium 6 5.41 0.098 11 6.64 0.113 12 6.23 0.108 10 7.71 0.126 8 4.55 0.086

17 Gempol Nauclea cordata 2 1.56 0.038 0.00 0.000 3 2.74 0.059 3 3.00 0.063 1 1.14 0.029

18 Hereno Microcos tomentosa 1 1.15 0.030 0.00 0.000 4 3.91 0.077 3 3.85 0.076 2 1.52 0.037

19 Jambu air (Water Rose Apple)

Syzigium aqueum 2 2.29 0.051 2 2.02 0.046 2 1.56 0.038 2 2.57 0.056 1 1.14 0.29

20 Jambu biji (Guava)

Psidium guajava 1 1.15 0.030 3 3.03 0.063 3 2.74 0.059 2 2.57 0.056 1 1.14 0.29

21 Jambu mete (Cashew)

Anacardium occidentale 0.00 0.00 12 10.83 0.158 1 1.17 0.030 1 1.28 0.032 2 1.52 0.037

22 Jati (Teak) Tectona grandis 10 10.00 0.000 10 10.09 0.151 6 3.11 0.065 25 19.28 0.225 17 12.52 0.173

23 Jeruk besar (Pomelo)

Citrus maxima 0.00 0.000 1 1.01 0.027 0 0.000 1 1.28 0.032 0.00 0.000

EIA III-52


Purwakarta

(Section I)

Subang


Indramayu

(Section III, IV)

Majalengka

(Section IV, V, VI)

Cirebon

(Section VI)


24 Jeruk siem (Orange)

Citrus sinensis 0.00 0.118 3 2.39 0.053 0 0.000 4 4.28 0.082 0.00 0.000

25 Jeunjing Paraserianthes falcataria 10 7.06 0.038 5 3.13 0.065 8 5.463 0.098 11 7.29 0.121 0.00 0.000

26 Johar Cassia siamea 2 1.56 0.058 3 2.39 0.053 3 2.738 0.059 5 3.86 0.076 1 1.14 0.029

27 Kapuk Ceiba

pentandra

3 2.71 0.126 11 9.18 0.141 6 6.263 0.108 2 1.71 0.041 3 3.42 0.070

28 Karet (Rubber) Havea brasiliensis 10 7.79 0.164 25 15.66 0.199 0 0.000 0.00 0.000 0.00 0.000

29 Kelapa (Coconut) Cocos nucifera 10 11.47 0.076 14 11.57 0.165 14 13.30 0.180 6 7.70 0.125 8 5.31 0.096

30 Kemiri (Candlenut)

Aleurites

moluccana

4 3.85 0.000 2 2.02 0.046 0 0.000 1 .28 0.032 0.00 0.000

31 Kersen Muntinga

calabura

0.00 0.000 0.00 0.000 7 5.86 0.103 0.00 0.000 5 4.94 0.091

32 Kihujan (Rain Tree)

Samanea

saman

0.00 0.000 1 1.01 0.027 5 5.87 0.104 0.00 0.000 12 12.16 0.170

33 Kijaran Lannea 0.00 0.000 2 2.02 0.046 6 4.69 0.088 4 3.43 0.070 11 11.02 0.160

EIA III-53


Purwakarta

(Section I)

Subang


Indramayu

(Section III, IV)

Majalengka

(Section IV, V, VI)

Cirebon

(Section VI)


coromandelica

34 Kopi (Coffee) Coffea spp. 7 5.82 0.103 11 7.91 0.128 0 0.000 0.00 0.000 0.00 0.000

35 Lamtoro Leucaena leucocephala 0.00 0.000 12 7.01 0.117 11 8.20 0.131 9 6.43 0.110 15 13.29 0.180

36 Mahoni Swietenia macrophylla 2 2.29 0.051 5 3.13 0.065 6 5.48 0.099 8 10.27 0.152 4 3.04 0.064

37 Mangga (Mango) Mangifera indica 0.00 0.000 2 1.38 0.034 22 20.28 0.232 26 19.71 0.228 26 16.68 0.207

38 Manggis (Mangosteen)

Garcinia mangostana 1 1.15 0.030 1 1.01 0.027 0 0.000 1 1.28 0.032 1 1.14 0.029

39 Melinjo/Tangkil Gnetum gnemon 6 6.88 0.116 8 6.80 0.115 8 4.68 0.088 4 3.43 0.070 16 9.09 0.141

40 Mengkudu Morinda citrifolia 2 2.29 0.051 2 1.38 0.034 2 2.35 0.052 2 1.71 0.041 5 3.41 0.069

41 Nangka (Jackfruit)

Artocarpus

heterophyllus

2 2.29 0.051 5 4.41 0.084 4 4.70 0.088 4 5.14 0.094 4 3.80 0.075

42 Pala (Nutmeg) Myristica fragans 3 3.44 0.070 1 1.01 0.027 0 0.000 0.00 0.000 0.00 0.000

43 Pepaya (Papaya) Carica papaya 4 2.38 0.053 5 3.77 0.075 8 5.46 0.098 5 4.71 0.088 8 5.31 0.096

44 Peuteuy Parkia speciosa 8 6.23 0.108 3 2.39 0.053 7 6.65 0.113 2 2.57 0.056 7 4.93 0.091

45 Pinang (Areca Nut)

Areca catechu 5 4.26 0.082 11 9.82 0.148 3 3.52 0.071 3 3.85 0.076 1 1.14 0.029

EIA III-54


Purwakarta

(Section I)

Subang


Indramayu

(Section III, IV)

Majalengka

(Section IV, V, VI)

Cirebon

(Section VI)


46 Pisang (Banana) Musa paradisiacal 66 34.51 0.303 48 24.21 0.256 44 24.14 0.255 36 18.01 0.217 37 17.02 0.210

47 Rambutan Nephelium lapaceum 6 3.94 0.077 4 4.03 0.079 3 3.52 0.071 4 3.43 0.070 11 7.20 0.120

48 Rengas Gluta renghas 0.00 0.000 0.00 0.000 2 2.35 0.052 3 3.00 0.063 1 1.14 0.029

49 Salak (Snake Fruit)

Salaca edulis 0.00 0.000 2 2.02 0.046 3 1.95 0.045 0.00 0.000 3 3.42 0.070

50 Salam Syzigium polyanthum 0.00 0.000 1 1.01 0.027 1 1.17 0.030 1 1.28 0.032 3 2.66 0.057

51 Sawo Achras zapota 2 2.29 0.051 1 1.01 0.027 2 2.35 0.052 4 5.14 0.094 1 1.14 0.029

52 Sirsak (Soursop) Annona muricata 3 3.44 0.070 1 1.01 0.027 1 1.17 0.030 5 6.42 0.110 1 1.14 0.029

53 Sukuh Artocarpus communis 2 1.56 0.038 3 3.03 0.063 1 1.17 0.030 1 1.28 0.032 0.000 0.000

54 The (Tea) Camellia sinensis 3 1.97 0.046 0.00 0.000 0 0.000 0.00 0.000 0.000 0.000

55 Turi Sesbania grandiflora 4 2.38 0.053 0.00 0.000 5 2.73 0.059 0.00 0.000 0.000 0.000

Density per 1000 m2 243 200.00 3.390 269 200 3.362 258 3.407 3.407 233 200 3.452 265 200 3.383

Density per ha 2430 2690 258 2330 2650

Equivocal Frequency (s) 44 45 44 45 43

Diversity Index (H’) 3.390 3.362 3.407 3.452 3.383

EIA III-55


Purwakarta

(Section I)

Subang


Indramayu

(Section III, IV)

Majalengka

(Section IV, V, VI)

Cirebon

(Section VI)


H’maximum (In s) 3.784 3.807 3.784 3.807 3.761

Equitable Index (H’/H’maximum) 0.896 0.883 0.900 0.907 0.899

EIA III-56

3.2.2 Terrestrial Fauna

As for flora, data collected on fauna in the study area was based on secondary

data and inventories of species of mammals (animals that produce milk).

Herpetofauna consists of amphibians and reptiles and many species of birds.

Mammal species include among others the classes Erinaceidae, Soricidae,

Tupaiidae (squirrel) Pteropodidae, Emballonuridae, Nycteridae, Rhinolophidae,

Mustelidae (weasels), and others. Observations on the existence of fauna habitat

conditions found that the majority of fauna species resided in paddy fields, fields,

mixed yards/gardens, and shrubbery. Data collection on the diversity of

fauna/wildlife identified that diversity of species from the classes of insects,

amphibians, reptiles, aves / birds and mammals, including domestic pets.

Fauna data was collected using methods such as direct encounter, listening for

sound, tracking footsteps, finding former nests and conducting direct interviews

with residents near the location at the time of observation.

Data acquired on the diversity of wildlife in the study area showed that there are 9

(nine) species of aves that are protected under Government Regulation No. 7 /

1999. These protected bird species include: Kestrel (alap-alap), Intermediate Egret

(blekok), Sun bird (burung madu), Collared Kingfisher (cekakak), Brahminy Kite

(elang bondol), Brown-throated Sunbird (sesap madu kelapa) and Blue-eared

Kingfisher (tetengket).

Pets/domesticated animals that are often encountered in the study area include:

goats (Capra Capra domestica), cow (Bos Sagittarius), buffalo (Bos bubalis), dogs

(Canis canis familiaris), cats (Felis felis familiaris), domestic poultry (Gallus Gallus

domesticus), ducks (Anas luzonica), Indonesian Teal Ducks (Anas gibberifrons)

and geese (Anas sp.).

Table 3.13 displays information on fauna identified in the project area.

EIA III-57

Table 3-13 Fauna Compos ition in the Projec t Area

No Class and Type Obervation Kind of

Encounter Note Local Name Scientific Name I II III

I. INSECT

1 Belalang coklat (Brown Grasshopper)

Rana limnocharis ⊕ ⊕ ⊕ PL pest

2 Capung (Dragonfly) Ordo : Odonata ⊕ ⊕ ⊕ PL predator pest

3 Kupu-kupu (Butterfly) Ordo : Lepidoptera ⊕ ⊕ ⊕ PL pollinator

4 Kumbang (Beetle) Ordo : Coleoptera ⊕ ⊕ ⊕ PL pest

5 Lebah (Western Honey Bee) Aphis mellifera ⊕ ⊕ ⊕ PL pollinator

6 Lalat besar (Big Fly) Sarcophagus sp. ⊕ ⊕ ⊕ PL vector disease

5 Lalat hijau (Horse Fly) Tabanus sp. ⊕ ⊕ ⊕ PL vector disease

7 Lalat rumah (Common House Fly) Musca domestica ⊕ ⊕ ⊕ PL vector disease

8 Lembing Ordo : Hemipetera ⊕ ⊕ ⊕ PL pest

9 Nyamuk (Mosquito) Aedes spp., Anopheles

spp., Culex i ⊕ ⊕ ⊕ PL vector disease

II. AMPHIBIAN

1 Bancet Microhylla sp. ⊕ PL predator insect

2 Katak paddy field (Crab-Eating Frog) Rana cancrivora ⊕ PL predator insect

3 Katak hijau (Cricket Frog) Rana limnocharis ⊕ PL predator insect

4 Katak pohon (Tree Frog) Rachophorus spp. ⊕ PL predator insect

5 Kodok budug (Common Asiatic Toad)

Bufo melanostictus ⊕ ⊕ PL predator insect

6 REPTILES

7 Byawak (Water Monitor) Varanus salvator ⊕ ⊕ W predator pest

8 Bunglon (Chameleon) Calotes jubatus ⊕ PL predator pest

9 Cicak pohon (Common House Gecko)

Hemydactylus frenatus ⊕ PL, S predator pest

10 Cicak terbang (Flying Dragon) Draco volans ⊕ PL predator pest

11 Kadal (Skink) Mabouya multifasciata ⊕ ⊕ ⊕ PL predator pest

12 Tokek Pohon (Tokey Gecko) Gecko gecko ⊕ PL, S predator pest

EIA III-58



13 Oray sanca (Asiatic Reticulated Python)

Phyton reticulates*) ⊕ ⊕ W protected*)

14 Oray kadut (Masked Water Snake) Homalopis buchatta ⊕ ⊕ PL predator pest

15 Oray pucuk Dryopsis prasinus ⊕ ⊕ W predator pest

16 Oray hejo (Tree Viper) Trimeresurus albolabris ⊕ ⊕ W predator pest

17 Oray khoros (Southern Indonesian Spitting Cobra)

Naja sputatrix ⊕ ⊕ W predator pest

18 Kuya Amyda sp. ⊕ W

III. AVES

1 Alap-alap (Kestrel) Accipiter sp. *) ⊕ ⊕ ⊕ W protected*)

2 Ayaman (Watercock) Gallicrex cinerea ⊕ W, PL

3 Bentet (Long-tailed Shrike) Lanius schach ⊕ ⊕ PL

4 Blekok (Intermediate Egret) Egretta intermedia ⊕ PL protected*)

5 Burung gereja (Eurasian Tree Sparrow)

Passer montanus PL

6 Burung madu (Sunbird) Nectarinia spp *) ⊕ PL protected*)

7 Cabak maling (Nightjar) Caprimulgus sp. ⊕ ⊕ PL

8 Cabean (Scarlet-headed Flowerpecker)

Dicaeum trochileum ⊕ PL

9 Cekakak (Collared Kingfisher) Haicyon chloris *) ⊕ PL, S protected *)

10 Cici padi (Zitting Cisticola / Warbler) Cisticola juncidis ⊕ PL

11 Cipoh (Common Lora) Aegithina tiphia ⊕ S

12 Elang bondol (Brahminy Kite) Haliastur indus ⊕ ⊕ ⊕ W protected *)

13 Emprit (Javan Munia) Lonchura leucogastroides ⊕ PL

14 Jog-jog Pycnonotus

leucogastrioides

⊕ PL

15 Kedasih (Plaintive Cuckoo) Cuculus merulinus ⊕ S

16 Kokokan Ixobrychus sp. ⊕ W

17 Kutilang (Sooty-headed Bulbul) Pycnonotus aurigaster ⊕ ⊕ PL

18 Layang-layang (Swallow) Hirundo sp. ⊕ ⊕ ⊕ PL

EIA III-59



19 Prenjak (Bar-winged Pinia) Prinia famillaris ⊕ PL, S

20 Pungguk (Brown Hawk-Owl) Ninox scutulata ⊕ W, S protected *)

21 Sesapmadu kelapa (Brown-throated Sunbird)

Anthreptes malacensis *) ⊕ PL protected *)

22 Srigunting (King Crow) Dicrucus macrocercus ⊕ ⊕ W

23 Tekukur (Spotted Dove) Stretopelia striata ⊕ ⊕ ⊕ PL, S

24 Tetengket (Blue-eared Kingfisher) Aicedo meniting *) ⊕ PL protected *)

25 Wallet kusapi (Swiftlet) Colacalia linchii ⊕ ⊕ ⊕ PL

26 Wallet liur (Edible-nest Swiftlet) Colocalia fusiphaga ⊕ ⊕ ⊕ PL economic**)

27 Puyuh (Quail) Coturnix spp. ⊕ W

28 Bubut semak (Lesser Coucal) Centropus bengalensis ⊕ N,

IV. MAMMAL

1 Bajing (Plantain Squirrel) Callosciurus notatus ⊕ PL pest

2 Codot (Fruit Bat) Pteroptus spp. ⊕ PL pollinator

3 Cecurut (Asian House Shrew) Suncus murinus ⊕ PL insecttivor

4 Careuh (Asian Palm Civet) Paradoxurus

hermaphroditus

⊕ W pest

5 Tikus paddy field (Rat) Rattus sp. ⊕ ⊕ PL pest

6 Garangan (Small Asian Mongoose) Herpectes javanicus ⊕ ⊕ ⊕ W pest

7 Walangkopo (Flying Squirrel) Ptaurista elegans ⊕ W insecttivor

Source : Primary Data, 2007.

Note :

*) Protected PP No.7/1999; **): producing bird nest (in the region found many

swiftlet house ")

I. Paddy field / field-river flood plains;

II: mixed-yard garden;

III: bush-shrub;

EIA III-60

PL: Perjumpan directly;

TL: Direct Encounter (S: sound; A: Traces; N: advice);

WP: information on the results of interviews with residents around.

3.2.3 Aquatic Biota

Aquatic biota found existing in the study area include:

• Plankton

• Benthos

• Nekton / Fish

These components are a reflection of the existence of chemical physical and

environmental dynamics. These components all relate to each other in a series of

life functions in the ecosystem.

In the aquatic environment plankton play a very big role. Plankton are micro

organisms that live floating in the water column and their movement is affected by

the water’s movement. There are two types of plankton: plant plankton

(phytoplankton) and animal plankton (zooplankton). Plant plankton is the primary

producer in most aquatic environments, while animal plankton is the first consumer

and first level to transfer energy to higher levels of consumer organisms such as

shrimp and fish.

Plankton:

As a primary producer and consumer, plankton are strongly influenced by changes

in water quality. Thus, the plankton community structure can be an indicator of

changes in water quality, and assessments of the stability and quality of aquatic

environments look at the composition and abundance of plankton. Plankton

sampling was carried out in several rivers in order to determine the condition of

local waters by using bio-indicators.

Biota benthos can consist of fitobenthos and zoobenthos, both macro and micro-

sized or macroscopic. In general, macro zoobenthos serve as an indicator of

environmental impacts. Macrozoobenthos are bottom-dwelling organisms that are

relatively settled and do not migrate. The food chain progresses from detritus

feeders, filter feeders to scavenger carrion eaters. Thus, this animal organism is

instrumental in exploiting/reusing energy which would otherwise be lost to the

Benthos:

EIA III-61

bottom waters. With their relatively settled habits, macro-zoobenthos organisms

suffer the most from disturbed aquatic environments. Therefore, macro-

zoobenthos communities are good indicators of impacts on the aquatic

environmental.

In the study area there is a large river, the Cimanuk river. These waters carry 40

types of fish which are classified into 20 tribes; the tribe Cyprinidae dominates

these waters with 13 species of fish. The types of other fish found in the area

include the Freshwater pomfret fish (ikan bawal air tawar), carp (mas), nila, mujair,

catfish (lele), ikan seribu, tambra, and others.

Nekton / Fish:

Based on analysis of plankton and benthos taken from the 9 rivers (namely

Ciherang, Cimalaya, Cibodas, Ciasem, Cilamtan, Cipunegara, Cipanas, Cimanuk

and Ciwaringin rivers) the data displayed in Table 3.14 below was obtained.

Table 3-14 P lankton and Bentos In the Pro ject Area No Species I II III IV V VI VII VIII IX

PLANKTON

1. Phytoplanton

CYANOPHYTA

Anabaena sp 1 1

Meristomopedia sp1 2 1 1

Meristomopedia sp2 1

Oscillatoria sp1 2 14 1 1

Oscillatoria sp2 1 10 42 1

Oscillatoria sp3 26 69 1

Cyanophyta sp1 1 14

CHRYSOPHYTA

Amphiprora sp 1 1

Anemoneis sp 1 2 11 1 94 2

Coscinodiscus sp 8 1 1

Cyclotella sp 3 12 3 4

EIA III-62

No Species I II III IV V VI VII VIII IX

Cymbella sp 1 14 47 10 18 7 114 6

Diatoma sp1 4 1 4 14 37

Diatoma sp2 6 12 157 18 4

Fragillaria sp1 60 4 21 57 9 73 72 129 42


Fragillaria sp2 55 Fragillaria sp3 14 44 4 49 36 28 Frustulia sp2 1 1 Frustulia sp3 1 Gamphonema sp1 1 2 2 1 3 Gamphonema sp2 1 Gyrosigma sp1 2 1 Gyrosigma sp2 3 3 43 11 11 5 Navicula sp1 1 1 1 1 1 1 Navicula sp2 1 15 62 51 11 53 9 81 7 Navicula sp3 22 Navicula sp4 1 1 1 1 1 Nitzchia sp1 2 1 43 17 5 Nitzchia sp2 11 11 Pleurosigma sp1 2 2 8 1 2 Pleurosigma sp2 2 8 78 18 4 22 56 Pleurosigma sp4 1 Surirella sp1 2 2 17 8 6 261 47 48 Surirella sp2 22 3 2 123 31 42 Surirella sp3 6 Surirella sp4 13 Synedra sp1 18 2 17 1 55 114 Synedra sp2 2 2 1 2 1 1 4 2 2 Synedra sp3 3 2 101 23 1 25 8 82 7 Closterium sp1 3 3 1 Golenkinia sp 6 8 Pediastrum sp 7 71 1 1 1 1 Scenedesmus sp 3 3 82

EIA III-63


Scenedesmus dimorphis 1 7 Spirogyra sp1 4 1 Spirogyra sp2 3 Ulothrix sp1 8 1 1 22 37 1 Ulothrix sp2 1 CHLOROPHYTA

Astasia sp 1 50 27 Euglena sp1 1

Euglena sp2 1 Euglena sp3 3 1

Phacus sp2 1 1 1 Peranema sp 13 21 2 2

Phacus sp1 2

TOTAL / 3 ml sample

129 167 758 348 76 1242 358 905 83

TOTAL TAXA 28 29 26 21 17 27 18 35 16 Index Diversity H’=-Epi In pi 2.20 2.87 2.72 2.48 2.32 2.51 2.03 2.80 1.87

H-Max = Ln S 3.33 3.37 3.26 3.04 2.83 3.30 2.89 3.56 2.77 Equitability (E) = H1/Hmax 0.66 0.85 0.83 0.81 0.82 0.76 0.70 0.79 0.67

2. Zooplankton COPEPODA

Harpaticoida sp1 1 Cyclopoidae 1 No Species I II III IV V VI VII VIII IX

Copepoda (nauplius sp 2)

1

3. Zooplankton ARTHOPODA CRUSTACEA BRANCHIOPHODA

Branchiophoda sp1 1 22 4 Daphnia sp 2

4. Zooplankton COPEPODA

Copepoda (naulius sp1) 1 Copepoda (naulius sp2) 1 1

EIA III-64


PROTOZOA CILIOPHORA

Lionotus sp1 28 2 Lionotus sp2 6 Lionotus sp3 6 Colpotidae 21 9 30 105 53 5 81 Euplotidae 2 4 1 Nassulidae sp1 12 1 Nassulidae sp2 1 3 Stetor sp 18 2 24 Vorticella sp1 9 2 1 Vorticella sp2 11 Ciliophora sp1 1 10 Ciliophora sp2 1 2 Ciliophora sp3 1 40 22 59 Ciliophora sp4 1 HELIOZOA 3 Actinophrys sp 5 42 15 169 16 33 10 65 Actispherium sp 8 1 RHIZOPODA Amoeba sp 2 4 3 101 15 Arcella sp1 4 43 1 80 2 3 1 1 41 Arcella sp2 1 1 1 5 4 1 Arcella sp3 18 20 10 5 Arcella sp4 13 9 Arcella sp5 22 22 Arcella sp6 1 1 30 Centropyxis sp 1 1 3

Diflugia sp1 1 3 Diflugia sp2 2 3 2

Eugypha sp1 2 6 Eugypha sp2

Rhizopoda sp1 1 3 Rhizopoda sp2 7

Rhizopoda sp3 1 TROCHELMINTES ROTATORIA

Branchionus sp 4 1 2

EIA III-65


Lecane sp 1 5 1 Mytilina sp 2 1

Notholca sp 4 1 Rotaria sp1 1 2 Rotaria sp2 2 1

Rotaria sp3 3


Rotaria sp1 1 3 1

Trichocerca sp 5 7 1 55 8 1

Ploima sp1 4 11

NEMETHELMINTHES

Nematocia sp1 1 1 2 3

TOTAL /

3ml sample

69 160 49 557 111 264 58 227 70

TOTAL TAXA 20 13 6 25 12 15 15 14 13

Index Diversity H’=-Spi In pi 2.41 1.98 0.98 2.23 1.88 1.87 2.23 1.78 1.61

H-Max = Ln S 3.00 2.56 1.79 3.22 2.48 2.71 2.71 2.64 2.56

Equitability (E) = H1/Hmax 0.80 0.77 0.55 0.69 0.76 0.69 0.82 0.67 0.63

BENTHOS

MOLUSCA

BIVALVA

Bivalia sp1 1

Corpicula sp 12 1 1 2

GASTROPODA

Anentome Helena 1

Anentome sp 2 3 3 3

Melanoides sp1 2 4

EIA III-66


Melanoides sp2 2 1 6 6 8 6

Melanoides sp3 5 5 2 1

Thiara sp 1

ANNELIDA

OLYGOCHAETA

Branchiura sowerbyii 12

Tubificudae sp1 6

Tubificudae sp2 1

Olygochaeta sp1 1

ARTHROPODHA

INSECTTA

DIPTERA

Chironomidae sp1 1 2 1 1

Chironomidae sp2 1

NEMATHELMINTHES

Nematoda sp1 1 1 2 3

Nematoda sp1

TOTAL /

3ml sample

16 4 2 25 14 4 17 13 16

TOTAL TAXA 4 3 2 6 4 2 5 3 7

Diversity Index H’=-Spi In pi 0.82 1.04 0.69 1.41 1.20 0.69 1.40 0.93 1.69

H-Max = Ln S 1.39 1.10 0.69 1.79 1.39 0.69 1.61 1.10 1.95

Equitability (E) = H1/Hmax 0.59 0.95 1.00 0.79 0.86 1.00 0.87 0.84 0.87

Source : Sampling Sucofindo, 2007

Note : I = River Ciherang, II = S. Cimalaya; III = S. Cibodas; IV = S. Ciasem; V = S. Cilamatan; VI = S. Cipunegara; VII = S. Cipanas; VIII = S. Cimanuk dan IX = S. Ciwaringin

EIA III-67

From the analysis above the value H ' varies in the nine rivers between 0.69 –

1.41, which demonstrates that the waters can be classified as polluted, and the

quality standards demonstrate that there are some parameters which have passed

the threshold, such as BOD and phosphate.

3.3 ECONOMIC, SOCIAL, AND CULTURAL COMPONENTS

The planned Cikampek-Palimanan toll-road is one form of supporting

infrastructure for economic growth especially in West Java. The position of West

Java is geographically located in a strategic position because it is close to the

capital city of Jakarta. In other words, West Java enjoys geographical and political

proximity to the economic center and national government. At the macro level,

West Java has the potential for extraordinary economic capabilities and for

capturing optimal investment opportunities. A general description of the potential

of West Java province is, among others:

1. In the Industrial sector, the province of West Java is one of the largest

manufacturing base in Indonesia;

2. In the field of commerce, West Java is the basis of National Non Oil Export.

3. In education, West Java is one of the national education bases as most of

the private universities are in the region.

4. West Java has large potential of tourism so that is a Tourist Destination

Region Community Capital of the State.

5. West Java has powerful human resources and potential for industrial

activities.

6. In terms of West Java territorial revenue: Spill Over both the infrastructure

and settlement and transportation.

Seeing the tremendous potential, the existence of the toll road is a strategic

infrastructure improvement that can be used for strengthening the region's

economy. The following is the socio-economic environmental setting of the study

area based on BPS data for each district last year (output BPS).

3.3.1 Population

The population of West Java in 2006 was 38.47 million people with a population

growth rate on average of 1.29%. Largest population is the Bandung District with

as much as 4.09 million people, and the smallest is in Banjar district with as many

as 0.16 million people. The number of households in 2006 in West Java reached

EIA III-68

10,196,064 households. The highest was in Bandung regency ie 1,058,816

households, followed by 904,608 in Bogor District and then in Suregencyumi

district with 584,384 households. Population density in West Java reached

1,314.09 people per km2. Bandung Regency is the area with the highest

population density; 13296.55 people/km2, while the lowest was at 666.02

people/km2 in Ciamis district.

The population and territory profile of each district is as follows:

Residents of Subang Regency in 2006 amounted to 1,391,997 persons, with the

composition of the 699,783 men and 692,214 women. Population density in the

Regency reached 678.44 people/km2; whereas Subang district was the most

densely populated district with 2200.40people/km2, followed by 1073.78

people/km2 in Pamanukan District. The Legon District has the lowest population

density levels with 323.33 people/km2. The sex ratio (shows the number of

resident males per 100 females) in Subang Regency is at 101.09.

Subang Regency

Judging from the composition of age groups, Subang regency population consists

of 27.41% children (0-14 years); 8.02% teens (15-19 years); 33.83% youth (20-39

years) and 30.74% of old and elderly.

Population conditions in the Regency are as follows: Subang District has 120,296

inhabitants; followed by Pangaden district (81,316 inhabitants) and Pabuaran

(67,764 inhabitants). The district with the smallest population, of 27,736 people, is

Kalijati District. Likewise the largest population density in the study area is Subang

District, and the Sub district of Pabuaran Pangaden. Population characteristics for

Subang Regency are compared by district in Table 3.15.

EIA III-69

Table 3-15 Demography Conditions of Subang Regency Surrounding Pro jec t Area

Regency/City Sex

Sex Ratio Househol

d

Population Density

(person/km2)

Area

(km2) Male Female Total

Subang

• Subang

• Pagaden

• Cipunagara

• Cibogo

• Pabuaran

• Kalijati

• Cipendeuy

699,783 60,514 40,254 29,620 15,628 33,927 37,143 20,257

692,214 59,782

40,254

29,175

15,298

33,837

37,593

20,247

1,391.997 120,296

81,316 58,795 30,926 67,764 27,736 40,504

101.19 101.22

98.03 101.53 102.16 100.27

98.80 100.05

398,031 31,242 23,756 17,030

8,907 19,623 21,351 10,197

678.44 2,200.40

980.42 583.69 569.85 892.34 565.92 354.24

2,051.76 54.67

82.93 100.73

54.27

75.94

49.01 114.34

Source : Regency In Number, 2006

Purwakarta Regency population in 2006 numbered 782,362 persons, with the

composition of 391,061 men and 391,301 women. Population density reached 805

people/km2; where Purwakarta district was the most densely populated with

57,900 people/km2; while Sukasari District had the lowest density at 155

people/km2. The sex ratio shows the number of women per 100 men; the regions

sex ratio is 99.94.

Purwakarta Regency

Judging from the composition of age groups, the population of Purwakarta

Regency consists of 26.78% aged 0-4 years; 68.97% aged 15-64 years and the

remaining 4.25% of aged 65 years and over.

Population conditions in the study area (in the districts through which the toll road

is planned) are summarised as follows, and displayed in Table 3.16:

Bungursari District has a population of 19,825 people and Campaka district has

17,093 inhabitants. Population density of 724 people/km2 is found in Bungursari

District, and Campaka District has 789 people/km2.

EIA III-70

Table 3-16 Demography Conditions o f Purwakarta Regency Surrounding Pro jec t Area

Regency/City Sex

Sex Ratio Househol

d

Population Density

(person/km2)

Area


Purwakarta

• Bungur sari

391,061

19,751

391,301

19,751

782,362

19,825

99.94

93.63

206,432

11,091

805

724

971.72

54.66

Source : Regency In Number, 2006

Indramayu Regency residents in 2006 amounted to 1,697,986 persons, with the

composition of the 865,682 men and 832,304 women. Population density in the

Regency reached 832 people/km2; where Karangampel District was the most

densely populated with 1898 people/km2 and Cantigi District has the lowest

population density of 240 people/km2. The sex ratio in Indramayu shows the

number of females per 100 males, where sex ratio is at 104.01.

Indramayu Regency

Judging from the composition of age groups, population of Indramayu district

consists of 7.90% children aged 0-14 years; 9.07% aged 5-9 years; 9.46% aged

10 -14 years and 73.56%, aged 15 -75 years.


is planned) are summarised as follows and displayed in Table 3.17:

Gantar has a population of 64,643 people and Trisi district has 51,991 inhabitants.

Population density in Gantar is 320 people/km2 and Trisi is 321 people/km2.

Table 3-17 Demography Conditions of Indramayu Regency Surrounding Pro jec t Area

Regency/City Sex

Sex Ratio Househol

d

Population Density

(person/km2)

Area


Indramayu

• Gantar

• Trisi

865,682 34,372 26,542

832,304 30,271 25,449

1,697,986 64,643 51,991

104.01 113.55 104.29

443,183 14,783 15,113

832

320

321

2,040.11 202

161.97

Source : Consultant, 2008

Cirebon Regency

EIA III-71

Residents of Cirebon in 2006 amounted to 2,029,953 persons, with the

composition of 1,014,672 men and 1,015,281 women. Population density reached

2049 people/km2; where Weru District is also a densely populated region with 5963 people/km2; Pasaleman District is an area with the lowest density level at

810.68 people/km2. The sex ratio in Cirebon shows the number of women per 100

population of men, where the sex ratio of 99.94.


is planned) are summarized as follows and displayed in Table 3.18:

Palimanan district has a population of 54,662 inhabitants; there are 53,313 people

in Ciwaringin; and 26,764 people in Gempol. Population density in Palimanan is

3181.72 people/km2, Ciwaringin is 2996.79 people/km2, and Gempol is 870.94

people/km2.

Table 3-18 Demography Conditions of Cirebon Regency Surrounding Pro ject Area

Regency/City Sex

Sex Ratio Househol

d

Population Density

(person/km2)

Area


Cirebon

• Ciwaringin

• Gempol

• Palimanan

1,014,672 27,483 13,269 27,592

1,015,281 27,830

13,495

27,070

2,029,953 53,313 26,764 54,662

99.94 98.75 98.33

101.93

534,407 9,055

11,410 14,849

2,049 2,996.79

870.94 3,181.72

990.36 17.79

30.73

17.18

Source : Tim Consultant, 2008

Majalengka population in 2006 numbered 1,169,337 people, with the composition

of 577,633 men and 591,704 women; Majalengka saw a population increase of

0.75% when compared to the population of the previous year. The number of

households increased to a high of 339,072 RT in 2004 to 392,544 RT in 2006, an

increase of 15.77%. Population density reached 971 people/km2; Jatiwangi District

is a densely populated district of 2032 people/km2; while Kertajati District is an

area with the lowest density of 322 people/km2. The sex ratio shows the number of

women per 100 men, is 97.62.

Majalengka Regency


is planned) are summarised as follows and displayed in Table 3.19:

EIA III-72

Dawuan is a district with a population of 85,644 people, followed by Jatiwangi

(81,323 inhabitants) and Ligung (60,106 inhabitants). The district with the smallest

population of 27,736 people is Kalijati District. The largest population density in the

study area is Jatiwangi District, Sumberjaya and Dawuan.

Table 3-19 Demography Conditions of Majalengka Regency Surrounding Pro jec t Area

Regency/City Sex

Sex Ratio Household Population

Density (person/km2)

Area


Majalengka

• Kertajati

• Dawuan

• Jatiwangi

• Ligung

• Palasah

577,633

22,035

42,385

40,045

29,372

23,175

591,704

22,585

43,259

41,278

30,734

23,989

1,169,337

44,620

85,644

81,323

60,106

47,164

97.62

97.56

97.98

97.01

95.56

96.61

392,544

16,939

30,651

26,445

21,732

15,874

971

322

1,546

2,032

966

1,219

1,204,24

138.36

55.41

40.03

62.25

38.69

Source : Tim Consultant, 2008

3.3.2 Socio-Cultural

With regards to socio-cultural aspects, the parameters presented include, among

others, employment, education and religion. The success in the field of social

development is not only measured in terms of physical forms, but physical and

mental aspects. Physical aspects include the development of infrastructure and

supporting facilities such as buildings. One of the efforts to achieve socio-cultural

development made by the West Java provincial government has been to promote

the various areas of business, education, health, religion and others.

Employment

Employment opportunities provide a big picture of the labor market absorption

rate; those that are not absorbed in the labor force are classified as unemployed.

In 2006, the total labor force in the province of West Java was as many as

16,636,057 people, in which those with active work were as much as 87.75% and

12.25% were unemployed. Most of the population of West Java is primarily

employed in energy and energy production, agriculture and energy sales business.

Percentage of people who worked on these types of work are 33.39%, 29.45%

EIA III-73

and 21.91%, respectively. Professionals are totaled at 3.81%. The number of

unemployed people looking for work in West Java province is as many as

4,219,610 people. Of this number of job seekers, 69.3% are high school

graduates; 11.6% are Bachelor graduates; and 10.2% are SLIP graduates or

others.

Based on data from the Department of Social and Labor in 2006, the number of

unemployed job seekers is as many as 16,170, with levels of education varying

from primary to vocational school. The study area is still facing problems, and a

large number of unemployed in the region. The number of job seekers in the

District of Gantar and Trisi are many as 3715 people, with various levels of

education. Most of the workers were employed in the agricultural sector where

they were farmers and tenants.

Indramayu Regency

In 2006 there were 15,595 people jobseekers, 53.76% of whom are women. Of

these, 46.77% female job seekers have a high school education level or equal.

Meanwhile, the number of male job seekers who have a high school education

level or equal amount to 70.67%. In total, the majority of job seekers have a high

school education level, about 57.82%. Subsequently in 2006, the largest amount

of job placements were filled by women who are high school educated or

equivalent; 61.42%.

Purwakarta Regency

Job seekers registered in 2006 reached 829 people, consisting of 500 women and

329 men. The list of job seekers by level of education can be seen in Table 3.20.

Majalengka Regency

EIA III-74

Table 3-20 J ob Seeker Bas ed on Its Education in 2006

Education Level Male Female Total

No education

Elementary school

Junior high

High school

Diploma

Graduate

6

101

498

3,983

444

932

38

55

692

2,946

804

925

44

156

1,190

6,929

1,248

1,857

Source: Majalengka in Numbers, 2006

Education

In 2006, the student to teacher ratio for elementary and junior/senior secondary

schools (SD, SLTP and SLTA) was respectively 31:3, 17:85, and 16:55.

The spread of schools in the Cirebon district was fairly even and proportional to

the population in general. Number of students was largest in primary school,

however the number of students who proceed to junior secondary level is still very

high, and this needs to be anticipated especially when linked to the 6 Years

Compulsory Education Program.

Cirebon

The number of students in elementary school and Ml in Ciwaringin district is 4588

and 779 students, respectively. The number of students in junior secondary school

and MT in Ciwaringin is 3242 students and 1979 students each, and the number of

senior high school and MA students are as many as 553 and 2518 students

respectively.

The number of students in Gempol District is as much as 5478 students in

elementary school, and 347 students in junior high school students and MT. There

is no high school in Gempol District.

There are 880 primary schools with as many as 193,924 pupils; 47,408 students in

115 junior high schools; 14,378 students in 42 high schools, and 10,928 students

Indramayu

EIA III-75

in 32 vocational schools. There are 11,550 teachers, with as many as 9712

teaching in primary schools, and the rest in junior / senior high / vocational

schools.

The number of elementary schools (both public and private) in the District of

Gantar totals 33 schools. The number of students in elementary schools (public

and private) is as much as 6281. The number of teachers in elementary schools

(public and private) are as many as 277. The number of students in junior high

schools (public and private) are as many as 1253. The number of teachers in

junior high schools (public and private) as many as 85 people. There are no senior

high schools in Gantar District.

The number of elementary schools (public and private) in Trisi District is as much

as 29 schools. The number of students in elementary school (public and private) is

as much as 5862, and the number of teachers in elementary school (public and

private) is as many as 235 people. Meanwhile, the number of students in junior

high schools (public and private) are as many as 2416, and the number of

teachers in junior high schools (public and private) are as many as 144.

Meanwhile, the number of senior high school students (public and private) are as

many as 477, and the number of teachers in senior high schools (public and

private) are as many as 38.

In 2006, in Purwakarta Regency there were 536 schools ranging from elementary

to senior secondary level, both public and private institutions, with a total of

147,115 students. Student-teacher ratio at the primary level is the ratio of students

to teachers; and at the SLIP is 25, SMU 17 and CMS 17.

Purwakarta Regency

When viewed in general, the situation in 2006 compared with 2003 saw the

number of schools increase by 2.29% and the number of students increase by

4.01%. The number of teachers increased to 8.42%.

The number of elementary schools (public and private) in Bungursari District

totalled 18 schools. The number of students in elementary school (public and

private) was as much as 4464. The number of teachers in elementary school

(public and private) were as many as 155. Meanwhile, there were only 2 public

junior high schools. The number of students in secondary schools (public) was as

much as 1439. The number of teachers in secondary schools (public) was as

much as 68. There public) was as much as 259. Senior public high school

teachers were as much as 31 people.

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There were 19 public elementary schools in Campaka District. The number of

students in Campaka District public elementary schools was 3764 students. State

elementary school teachers numbered 154 people; meanwhile, the number of

students in secondary schools (public and private) was as many as 2416 students.

There were only 2 Junior High Schools, with 1665 students and 54 teachers.

Meanwhile, there was no senior high school in Campaka District.

In 2006, the number of kindergarten schools in the district of Subang was as much

as 83 schools, with 2995 students and 230 teachers. There were 892 public and

private primary schools, with 152 769 students. There were 75 junior high schools

with 43,771 students and 1897 teachers. There were 26 senior high schools with

14,276 students and 646 teachers. There were 24 graduate schools (SMK) with

8984 students and 583 teachers.

Subang Regency

There were 80 primary schools (public and private) in Subang district, with14,264

students and 690 teachers. Meanwhile, the number of junior high schools (public

and private) was as many as 12, with 5701 students and 45 teachers. There were

7 senior high schools (public and private) with 6778 students and 248 teachers.

There were 49 public and private elementary schools in Pangaden District, with

8028 students and 320 teachers; in the meantime, there were 2866 Junior High

School students in 4 junior high schools, with 118 teachers. There was 1 senior

high school with an enrollment of 871 students and 31 teachers.

There were 31 public elementary schools in Cipunagara District, with 6097

students and 159 teachers; in the meantime, there were 3 public junior high

schools with 1318 students and 35 teachers. There is no senior high school in

Cipunaraga District.

There are 20 state elementary schools in Cibogo District, with 2963 students and

167 teachers; meanwhile, there were 2416 students in 2 secondary schools

(public and private). There were 757 junior high school students and 45 teachers.

There is no senior high school in Cibogo District. There are 45 state elementary

schools in Pabuaran District, with 7998 students and 242 teachers; in the

meantime, there were 4 public junior high schools with 3030 students and 43

teachers. There was 1 private senior high school with 280 students and 7

teachers.

There were 52 state elementary schools in Kalijati District, with 8214 students and

EIA III-77

408 teachers. There were 6 public and private junior high schools with 3560

students and 158 teachers. There were 2 private senior high schools. 587

students attended both public and private senior high schools, with 30 teachers.

There were 27 state elementary schools in Cipandeuy District, with 4600 students

and 163 teachers; in the meantime, there were 1496 Junior High School students

in 2 junior high schools, with 34 teachers. There was 1 senior high school, with


In Majalengka, available educational facilities include elementary, junior and senior

high schools and universities. There were 834 elementary schools with 126,664

students, 6160 teachers and a student-teacher ratio of 21. There were 68 junior

high schools, with 31,493 students and 1299 teachers and a student-teacher ratio

of 25. There were 20 senior high schools with 10,948 students and 23 teachers.

Majalengka

There were 33 elementary schools in Kartajati District, with 4431 students and 23

teachers; meanwhile, there were 977 Junior High School students in 2 junior high

schools with 64 teachers. There was no senior high school in Kartajati District.

There were 56 state elementary schools in Dawuan District, with 9217 students

and 385 teachers; in the meantime, there were 4 public junior high schools with

1906 students and 78 teachers. There was 1 senior high school, with as many as


There were 61 state elementary schools in Jatiwangi District, with 9470 students

and 436 teachers; in the meantime, there were 4 junior high schools with 3065

students and 112 teachers. There was 1 senior high school, with as many as 833

students and 42 teachers.

There are 46 state elementary schools in Ligung District, with 6690 students and

242 teachers; in the meantime, the number of public junior high schools was 3,

with 1830 students and 64 teachers. There was 1 senior high school with a total of


There were 52 state elementary schools in Palasah District 52 schools, with 8214

students and 408 teachers; Meanwhile, the number of students in junior high

schools (public and private) was as many as 3560, in 6 schools, with 158

teachers. There were 2 public and private senior high schools, with 587 students

and 30 teachers.

There were 27 state elementary schools in Sumberjaya District, with 4600

EIA III-78

students and 163 teachers; in the meantime, there were 1496 students in 2 Junior

High Schools with 34 teachers. There was 1 public senior high school with 411

students and 12 teachers.

Religion

In 2006, the number of places of worship for Muslims in West Java province was

recorded at 110,021, which consisted of 42,605 mosques, 86,671 prayer rooms

and 23,350 small mosques. There were 1,808 places of worship for other faiths,

including 1521 Protestant churches; 103 Catholic churches, 25 Hindu temples,

and 159 Buddhist monasteries.

A total of 99.71% of the population in Cirebon regency converted to Islam, with

Protestants accounting for 0.16%, 0.09% Catholic, 0.02% Hindu and 0.02%

Buddhist. As for places of worship, there were 687 mosques, 5507 small

mosques, 6 catholic churches and 3 others (temples and monasteries).

Cirebon

The number of adherents of Islam in Ciwaringin sub-district is as many as 66,042

people, with 2 Hindus and Buddhists. The number of adherents of Islam in Gempol

is as many as 50,529 people, and there are no other faiths.

The majority of the population is Muslim, at as many as 1,691,185 people,

followed by a Protestant population of 4762 people, 1647 Catholics, 142 Hindus,

232 Buddhists and 18 Confucians.

Indramayu

As for places of worship, there were 778 mosques, 3782 prayer rooms, 242 small

mosques, 17 Protestant churches, 9 Catholic churches and 4 monasteries. Islamic

boarding schools were scattered in almost all districts, except in Cantigi and

Balongan. There were 111 Islamic boarding schools with a total of 23,538

students.

The number of adherents of Islam in Gantar is as many as 64,588 people; with 38

Protestans, 7 Catholics, 4 Hindus and 6 Buddhists. The number of adherents of

Islam in Terisi is many as 51,913 people; with 44 Protestants, 2 Catholics, and no

Hindus or Buddhists.

The percentage of Muslim population in Purwakarta Regency is 98.98%, while the

Catholic Christian population is 0.21%, Protestant Christianity is 0.73%, Hindus

Purwakarta Regency

EIA III-79

are 0.02%, and Buddhists are 0.06%. Places of worship include 846 mosques,

1046 surau, 12 churches, 1 temple and 3 monasteries.

The number of adherents of Islam in Bungursari is as much as 97.66%;

Protestants as much as 0.44%, Catholics as much as 1.87%, and 0.04% are

Hindu.

The number of adherents of Islam in Campaka is as much as 99.79%; Protestant

as much as 0.06%; Catholics as much as 0.15%, and 0.01% Hindu.

The population of Muslims is the majority with as much as 99.74%, followed by

Catholic faiths 0.012%; Protestant Christian faiths 0.013% and the rest are Hindus

and Buddhists.

Subang Regency

Places of worship include 1713 mosques; 2378 prayer rooms; 1224 small

mosques and 21 churches.

The number of adherents of Islam in Subang is as many as 119,097 people,

followed by 461 Catholics, 692 Protestants, and the rest (23) are Hindu and

Buddhist. The number of adherents of Islam in Pangaden is as many as 81,316

people; there are no other faiths in; the number of adherents of Islam in

Cipunagara is 58,795 with no other religious believers. The number of religious

believers of Islam in Cibogo is as much as 30,926 people with no other religious

believers. The number of adherents of Islam in Pabuaran is as many as 67,764

people with no other religious believers. The number of adherents of Islam in

Kalijati is as much as 74,458 people, followed by 64 Catholic religious adherents

and 214 followers of Protestant Christianity. The number of adherents of Islam in

Cipandeuy is as many as 40,495 people, followed by 7 Catholic religious followers

and 2 Protestant Christians.

A total of 99.75% of the Majalengka population converted to Islam, with 1.28%

Protestant Christian, 0.08% adherents of the Catholic religion, and the rest Hindu

and Buddhist religions. As for places of worship there are 1133 mosques; 4700

prayer rooms / small mosques, 12 churches and 2 monasteries. The number of

adherents of Islam in Kartajati is as many as 44,620 people; there are no other

religious believers. The number of adherents of Islam in Dawuan is as many as

84,688 people, followed by 144 Catholics, 810 Protestants; and 2 Buddhists. The

number of adherents of Islam in Jatiwangi is 84,688, with 330 Catholis, 213

Majalengka

EIA III-80

followers of Protestant Christianity, 18 Hindus and 67 Buddhists. The number of

adherents of Islam in Ligung is as many as 60,093 people; with 13 Protestant

Christians. The number of adherents of Islam in Palasah is as many as 47,164

people with no other faiths in this district. The number of adherents of Islam in

Sumberjaya is as many as 56,279 people, with 22 Protestant Christian.

3.3.3 Social Economy

Economic development in the agricultural sector is aimed at increasing agricultural

incomes and development success of rural distribution. This is based on the fact

that of the economic structure of West Java, the agricultural sector is the dominant

sector's third-largest after industry and trade. Efforts are already running in the

government in that direction to implement a program of intensification,

diversification and rehabilitation.

Socio-economic conditions in the study area are dominated by agricultural

activities, such as paddy field, plantation and fisheries.

Agriculture

Agricultural products include food crops, vegetables and fruits. Food crops consist

of cereals, maize, tubers and nuts. Land area using irrigation continued to

increase compared to previous years and reached 383,261 ha; 41.20% of the total

land area was paddy field. Non-irrigated land area was predominantly agricultural

fields/plantations, and took up 612,151 ha, or 23.35% of the total land; this was

followed by 577,110 ha (22.41%) of forest, and the smallest land use is non-

cultivated land at 10 534 ha.

In Cirebon District, food products include food crops (cereals, maize, tubers, bulbs

and nuts), vegetables and fruit. Gegesik sub-district has a land area of 5206 ha

paddy field with 100% irrigation using technical irrigation techniques. Total

production capability of these paddy rice fields in the district is 56,187 tons of rice

using a harvested area of 10,461 Ha. Most common crop type was cassava, with

cassava production reaching 5608 tons. Cirebon is famous for its mango and

capable of producing as many as 136,714 quintals to 30,909 quintals of mangoes.

EIA III-81

Table 3-21 Paddy Fie lds in Cirebon

Sub-district Technical Irrigation

Medium irrigation

Simple irrigation

Self irrgation

rainfed

Total

• Ciwaringin

• Gempol

948

1,271

163

-

-

-

-

-

76

-

1,187

1,271

Total 3 262

163

76

3 501

Cirebon 16,073

8,464

2,670

1,526

6,318

55,051

Source : Tim Consultant’ 2008

From Table 3.21 above, it appears that most of the paddy fields in the district in

the study area are artificially irrigated paddy fields. In Ciwaringin, area harvested

as rice paddy fields amounted to 2125 hectares with total production of 13,524

tonnes per hectare or a total of 6.36 tonnes / ha. In Gempol, area harvested as

rice paddy fields amounted to 2219 hectares with total production of 13,598 tons,

or equal to 6.13 tonnes / ha, while rice fields had an area of 21 hectares with total

rice production of 96 tons per year or equal to 4.57 tonnes / Ha. In Palimanan,

area harvested as rice paddy fields amounted to 2416 Ha with a total production of

14,557 tons or equal to 6.03 tonnes / ha, and rice fields amounted to 4 Ha with a

total production of 20 tons of rice per year or equal to 5 tons / ha.

Subang Regency has the third largest amount of paddy field land area in West

Java, after Indramayu and Falkirk regencies. Subang is also the third largest

producer of rice in West Java. Paddy field land area in 2006 was recorded at an

area of 84,167 ha or approximately 41.71% of the total land area of Subang

district. 210,786 ha was used for irrigated paddy fields, covering 41.71% of land

and 58.29% of dry land area.

Subang Regency

EIA III-82

Table 3-22 Paddy Fie lds in Subang Sub-district Technical

Irrigation Medium irrigation

Simple irrigation Self irrgation

Rainfed

Total

• Subang

• Pangaden

• Cipunagara

• Cibogo

2,046 3,539

618

408

1,530 2,037

-

491

1,732

1,632

508

431

128

-

-

90

-

-

106

-

-

303

120

2,748

1,037

2,131

230

2,677

5,377

4,989

2,043

4,395

Frequency 10 178

5 342

1 131

551

6 450

23 175

Subang 57,033 9,905 4,650 8,648 3,931 84,167


Table 3.22 above describes the amount of paddy field harvested in Subang

Regency by district. In Subang District, the harvested area of rice paddy field

amounted to 5664 ha with total production of 31,227 tons equal to 5.51 tonnes /

ha. In Pangaden, area harvested as rice paddy fields amounted to 8370 ha, with

total production of 48,349 tons equal to 5.78 tonnes / ha. In Cipunagara, the area

harvested as rice paddy fields amounted to 9949 ha, with total production of

45,545 tons equal to 4.58 tonnes / ha.

In Cibogo, area harvested as rice paddy fields amounted to 3976 ha with total

production of 16,520 tons equal to 4.15 tonnes / ha. In Pabuaran, area harvested

as rice paddy fields amounted to 8713 ha, with total production of 54,718 tonnes

per annum equal to 6.28 tonnes / ha.

In Kalijati, area harvested as rice paddy fields amounted to 5895 ha with total

production of 35,146 tons equal to 5.96 tonnes / ha. In Cipandeuy, harvested area

of rice paddy fields amounted to 3533 ha, with total production of 16,750 tons

equal to 4.74 tonnes / ha.

Indramayu produces several types of cultivated crops, including paddy, maize,

cassava, peanuts and soybeans. Majority of agricultural production in Indramayu

is rice, producing as much as 1,264,685.81 tons of rice, which means an increase

of 186% from 1,240,873.41 tons in 2004. The harvested land area, which dropped

from 200,458 ha to 195,254 ha, was supported by productivity increases of 61.90

kw / ha in 2004 to 64.77 kw / ha in 2006. This situation can be understood as the

Indramayu

EIA III-83

total area for paddy rice is much larger than the amount of land planted with other

crops, as an area of 195,254 ha is used for rice, while other food crops range from

100 to 3,000 ha only. Cassava is the main commodity with the highest production,

followed by maize, peanuts, green beans, soybeans and sweet potatoes.

While rice dominates the agricultural production scene, Indramayu also produces

other crops such as mango, banana, red chilies, red onions, corn and soybeans.

Plantation crops such as palm, hybrid coconut, cotton, cloves, cashew nuts,

coffee, sugar cane and melinjo are also cultivated.

In Gantar sub district, area harvested for rice was 7821 ha with a production

amounting to 44,077.97 tons of rice. In Terisi sub district, area harvested for rice

was 4843 ha with a production of 46,018.57 tons.

Plantation in the study area are also highly developed considering there is ample

land to develop the plantation sector in the region.

In 2006, rice production reached 191 966 tons of dry milled grain. This shows that

there has been a decline in production by 6.22% when compared to 2004. In

general, the decline was due to a reduced harvested area accompanied by a

decline in productivity. Further, both paddy fields and rice paddy fields decreased

in total harvested area and productivity. In total in 2006, the rice harvested area

decreased by 5.39% compared to 2004. Meanwhile, extensive damage to paddy

field areas increased by 70.56%, mainly driven by insect and rat plagues, and

bacterial leaf blights (BLB).

Purwakarta

In the plantation sector, the acreage and yield of plantation experienced changes,

except for the rubber plant. Tea, pepper, vanilla, ginger and turmeric acreage

increased, followed by increased production of these crops; while kapolaga,

hazelnut, nutmeg and kencur increased in total area but production decreased.

Cloves, coffee, palm and melinjo in 2006 saw a decline in acreage but production

increased.

EIA III-84

Table 3-23 Paddy Fie lds in Purwakarta

Sub-district Technical Irrigation

Medium irrigation

Simple irrigation

Self irrgation

Rainfed

• Bungursari

186

60

228

89

43

136

35

85

337

500 Frequency 246

317

179

120

837

Purwakarta 1,932 2,961 3,183 1,520 5,888


In the study area, most paddy fields were rain-fed, followed by artificially irrigated

fields. In Bungursari, area harvested as rice paddy fields amounted to 1445 ha

with a production of 7916 tons. Meanwhile, in Campaka, area harvested as rice

paddy fields amounted to 1382 ha with a production of 7289 tons.

Rice production decreased by 1.89% from 2004 to 2006, whereas harvested areas

for other crops increased by 0.71%. This is caused by a decrease in productivity

as indicated by the yield per hectare which declined by 2.59% in line with that

experienced decline in rice production of 36.89%.

Majalengka

Production of other food crops has increased, including for corn, soybeans, green

beans, cassava and sweet potatoes. On the other hand, groundnut production

decreased by 31.26%.

In Kertajati, area harvested as paddy field amounted to 9441 ha with a production

of 47,428 tons. In Dawuan, area harvested as paddy field amounted to 1822 ha

with a production of 12,366 tons. In Jatiwangi, area harvested as rice paddy fields

amounted to 3520 ha with a production of 18,858 tons. In Ligung, area harvested

as rice paddy fields amounted to 4716 ha with a production of 25,478 tons. In

Palasah, area harvested as rice paddy fields amounted to 1555 ha with a

production of 10,247 tons. In Sumberjaya, area harvested as rice paddy fields

amounted to 4862 ha with a production of 25,605 tons.

Fisheries

One source of foreign exchange for Cirebon Regency is the fisheries sector,

including aquaculture (ponds and reservoirs), fishing ponds, marine fisheries and

fish processing. Fish processing is the fisheries sub-sector with the largest

Cirebon

EIA III-85

production value, with production value amounting to 75,321,600,000 Indonesian

Rupiah of processed fish. Salted fish processing / drying contributed to more than

86% of the total production value of processed fish. The fishery potential in the

study area can be seen on the following Table 3.24.

Table 3-24 Aquaculture and Fis heries in Cirebon

Sub-district

Aquaculture Pond

Area

(ha)

Production

(Ton)

Area

(ha)

Production

(Ton)

• Ciwaringin

• Gempol

• Palimanan

0.425

1.52

1.294

4.09

13.44

30.05

-

-

-

-

-

-

Total 3.239 47.58 - -

Cirebon 208.38 1,115.6 8.191 3,356.9


As Indramayu lies on the coast, it is a significant fish-producing district. Fresh

marine fish production during 2006 reached 67,359.10 tons, showing an increase

in production compared with the previous year which reached 66,789.40 tons.

Indramayu

Fisheries activities in the study area is not dominant it can be seen from the

absence of extensive data on production as well as supporting data on activities in

the sector in the study area.

In general, total fish production in 2006 increased by 38.14% from 21,495 tons in

2004 to 29,694.20 tons. If further explored, increased production can be seen to

result from increased use of floating nets, airderas and public waters. Fish

production from paddy fields and ponds decreased. The highest increase in fish

production resulted from the floating net as equal to 41.14%, while the highest

decrease occurred in the production of fish from paddy fields as equal to 36.31%.

Purwakarta Regency

Fishery activities in the study area are conducted at several places. In Bungursari,

EIA III-86

fishery activities in paddy field areas amounted to 26 ha with a production of 0.70

tons; in calm water ponds an area of 3.54 ha was used with a production of 5.28

tons; and in open water area 16.50 hectares was used with a production of 3.05

tons. In Cempaka, fishery activities in paddy fields amounted to 32 ha with a

production of 0.30 tons; in calm water ponds an area of 20.5 ha was used,

producing 6.28 tonnes; and in open water 59.15 hectares was used with a

production of 4.25 tons.

The total fishery production in 2006 reached 36,000 tons. Total production

increased by 0.19% compared with production in 2004. Production from marine

fisheries is still the largest production source (48.75%) of all products. However,

when considering the value, production ponds in fact have the greatest value than

others. This is because the products from fishery ponds are largely high value fish

types.

Subang Regency

Fishery activities in the study area are not too dominant as the location of areas

are not too close to the potential for fisheries.

Judging from the topography, Majalengka does not have a strong marine fisheries

industry. Aquaculture production in 2006 was dominated by fish ponds with a

production of 3,327.09 tons. Commodity types were dominated by carp (ikan mas),

tilapia (nila) and nilem; production amounted to 1,167.88 tons, 2,311.05 tons and

307.24 tons, respectively.

Majalengka

Table 3-25 Fis hery Production in Majalengka (Ton)

Sub-district Pond Water

Paddy field Flowing Water

River

• Kertajati

• Dawuan

• Jatiwangi

• Ligung

108.77

112.37

20.90

29.42

75.27

16.30

1.98

-

8.06

20.93

-

-

-

-

-

3.19

89.41

15.41

39.74

15.41

Total 351.71 47.27 164.88

Majalengka

351.71

47.27

164.88

Source: Tim Consultant, 2008

EIA III-87

Industry and Trade

Cirebon Regency has an excellent industrial sector, namely in non-metal mineral

goods and rattan products, as the export of non-oil products is dominated by

Cirebon Regency such as batik, embroidery and fisheries (frozen shrimp). Of the

total 251 large industrial companies, they are mostly engaged in the furniture and

other manufacturing industries. Workers amounted to as many as 53,536 people,

with 14,515 of them working in fields with a value-added of 408 388 521 000

rupiah.

Cirebon

The industrial sector is one sector that is now in great demand as a means of

achieving regional autonomy. This situation can be seen from the increasing

number of large industrial companies, which was recorded at 35 from around 330

companies founded by Department of Labor.

Indramayu

In 2006, the manufacturing industry included large and medium companies,

amounting to about 161 companies with a total workforce of 38,764. The

population and number of workers have decreased when compared to 2004,

where the number of companies decreased by 1.23% coupled with a decrease in

the number of workers amounting to 2.92%. Decrease in the number of large and

medium enterprises was due to closures.

Purwakarta Regency

Large and medium establishments in the Purwakarta are scattered around the 9

sub-districts, but concentrated in industrial centers such as Tegalwaru, Plered and

Bukit Indah town in Bungursari sub-district. Plered and Tegalwaru are industrial

centres where most of the industry falls in the medium industry category with the

number of workers between 20 to 99 people. Meanwhile, in Jatiluhur and

Bungursari there are mostly large industries with a workforce of 100 people more.

Data showed an increase in small industries in both the formal sector business

unit and its production rate, whereas the informal sector declined.

In 2006, there were a number of large and medium industrial enterprises operating

commercially in the district. Subang recorded as many as 27 units with a total

workforce of 79,227 people. Compared with 2004 this number decreased. The

Subang Regency

EIA III-88

condition is Subang can be viewed as relatively unchanged since 2004, but

employment numbers have decreased. Judging from the composition of business

units, based on the status of foreign investment, there are 7 domestic (PMA), 12

small industries (PMDN), 16 non-facility companies, 1462 small formal industries,

and 8994 small informal industries.

In 2006, the number of large industries in Majalengka was as many as 10

industries, with as as many as 344 companies. Total workers were as much as

15,267 people; in addition 89.93% of the companies were large and medium tile

industries.

Majalengka

3.3.4 Problems in the Area around the planned Toll Road

Section I (STA 1991 +500 - STA 118 +550)

Section I Cikampek - Kalijati (27.05 km) includes the districts Bungursari,

Campaka, Cibatu (Purwakarta Regency), and Pabuaran, Cipeundeuy and Kalijati

(Purwakarta Regency).

Most of the areas affected by the project are the plantation and agriculture areas.

Most people are farmers. There are fears amongst the public about the problem of

land acquisition and the loss of agricultural land and the related loss of income.

In the villages of Kertamukti and Ciparungsari where land acquisition will occur,

approximately 2 ha of land will be cut off by the road. This situation is feared to

disrupt the mobility of people around and in the two villages.

Section II (STA 129+ 750)

Section II includes the districts Pangaden, Subang (Subang Regency). In Subang

Area, there are 8 (eight) districts that are in the location of the planned highway

construction such as Pabuaran District and the village Karangmukti, Cipenduy

District and the villages Wantilan and Sawangan; Kalijati District and the villages

Marengmang, Kaliangsana, Batusari; Purwadadi District and the village

Wanakerta; Pagaden District and the villages Balingbing, Sumurgintung, Gembor;

Subang District and the villages Jabong, Sukamelang and Cisaga; Cipunagara

District and the village Wanasari; Cibogo District and the villagse Ciboqo, Pada

Asih, and Sumur Barang. The Subang areas included in Section II Kalijati -

Subang (± 11.2 km) start from STA 118 +400 in Kalijati District, Subang regency,

and go until STA 129 +600 in the Subang District, Subang Regency. The

EIA III-89

characteristics of the region in this section are:

• Irrigated paddy rice fields covering an area of 396,000 m2

• Lake area of 3300 m2

• Settlement area of 33,000 m2

• Plantation area of 283,800 m2

• Rainfed rice field area of 36,300 m2

Given the vast amount of paddy fields affected by the land acquisition, many

farmers will be affected by losing their livelihoods. In addition, the acquisition of

agricultural land can also reduce the productivity of agriculture in this region.

Construction of roads and culverts to be done does not interfere with farming

activities. Flooding problems should be anticipated in the artificially-irrigated paddy

fields considering this problem occurs frequently (almost every year).

In this region there is a path that many people use to get around which needs

attention paid to so that people do not lose road access.

In Puwodadi District there are areas of PTPN VIII where the community is also

involved by working on these plantations.

Section III (STA 158 +450)

Section III includes districts Cibogo, Gantar and Trisi in Indramayu Regency. The

characteristics of the region in this section are:


• Shrubs area of 31,350 m2

• Field covering an area of 59,400 m2


• Plantation area of 1,196,550 m2

• Rainfed rice field area of 191,700 m2

The impact of the toll road is related to economic growth where income may be

decreased, land prices may decline, etc. The economic activities that exist in the

area include stalls, shops, restaurants and others. In addition, it was found that the

general route was utilized both within communities and between regions.

EIA III-90

Gantar district has a lack of water sources and is the least developed region. Road

access infrastructure is still lacking, making it hard for community mobility.

In Bantarwaru village there is a strong bird's nest economic activity. It is expected

that construction of the toll road will not disturb the activities of the community

given the amount of the economic potential for local communities.

Section IV (STA 177 +350)

Section IV includes the district Kertajati in Majalengka Regency. Majalengka is

included in Section IV Cikedung - Kertajati (+ 18.9 km) from STA 158 +300 in Trisi

District of Indramayu Regency, until STA 177 +200 in Kertajati District,

Majalengka Regency.

Section V (STA 193 +450)

Section V includes the Districts Dawuan, Jatiwangi, Ligung, Palasah and

Sumberjaya in Majalengka Regency. The characteristics of the region in section IV

are:


• Shrubs area of 89,100 m2



While the characteristics of the region in section V are;





In this region the village access roads are still limited by poor road infrastructure in

the region. Therefore, managers need to consider the possibility that the toll road

may cut off village roads.

Given the vast amount of paddy fields affected by the land acquisition, many

farmers will be affected by losing their livelihoods. In addition, the acquisition of

agricultural land can also reduce the productivity of agriculture in this region. For

that, irrigated paddy fields should be considered in order not to cause detrimental

socio-economic impacts on local communities.

EIA III-91

Flooding problems often occur almost every year. It is expected that floods in

Cikeruh can be overcome.

Section VI (STA 207 +900)

Section VI includes the Districts Palimanan, Ciwaringin and Gempol in Cirebon

Regency. In Cirebon Regency, there are 3 (three) Districts that are in the highway

development plan, such as Ciwaringin District and the villages Budursora,

Babakan, Ciwaringin and Galagamba; Gempol District and the rural villages

Kempek and Kedung Bunder; Palimanan District and the village Pegagan. The

Cirebon region included in the section VI Sumberjaya - Palimanan (+ 14.45 km)

starts from STA 193 +300 in Sumberjaya District, Majalengka Regency, and ends

at STA 207 +750 in Palimanan District, Cirebon regency. The characteristics of the

region in this section are:





Currently in the village of Babakan Ciwaringin there is community unrest over the

land acquisition plan for the development of the community-owned toll road.

The problem is that the land acquisition plan has been rejected, particularly in the

case of the Islamic boarding school (pesantren) area in Babakan Ciwaringin in

Cirebon. The issue raised is not about the aspects of the highway construction

plan, but the land acquisition plan which passes near the pesantren. For people in

the area, the existence of the pesantren is considered a symbol of pride for the

local community who is known for community students. As is known, some

complaints or protests of refusal have been made by the students and scholars in

Babakan Village, District Ciwaringin, Cirebon regency. Rejection happened

because according to the plan, the toll road would acquire about three acres of

land that pass around the boarding area.

1). Social Culture

The populations (community) around the planned project are mostly people in the

agricultural sector. The daily livelihood-earning habits of the population will be

affected. Since most of the population earns a meager living as a farmer, their

EIA III-92

daily income-earning habits are especially related to agricultural activities. The

social interactions between the residents often happen during farming activities.

Meanwhile, residents who work in the trading sector interact with each other in the

market and only occasionally interact with farmers, when shopping or selling their

crops. Besides the native Sundanese cultural relics in the area there are other

cultural activities, namely the implementation of hereditary Sundanese customs

that are still ongoing, either individually or in groups, officially or inofficially.

Cultural activities include customs for marriage, circumcision, death, the first

paddy field planting, harvesting, house building, promoting community leaders, as

well as communal assistance, which until now are still commonly practiced among

the villagers. This situation is supported because this region has long had an open

relationship with outside areas and has relatively high education levels and

dynamic mobility among the population. The strong influence of Islam (the majority

religion of the population) also affects social interaction and culture in the local

community. Religious life exists very well with other faiths. This shows a high

amount of tolerance between religions. In some places, such as Cirebon, Islamic

boarding schools have a relatively strong influence, and the position of religious

leaders play an important role in influencing people's lives. Social interactions that

take place in public life are pretty good.

Institutions in the villages of the study area play formal and informal roles in

organizing community participation in rural development. At the time this study

was carried out the institutional capacity was pretty good even though their

development should be improved to function more optimally. In addition to these

institutions, there are special instituitions for community farmers, irrigation water

users, and farmers' groups that are united in their membership to the Irrigation

Water User Farmers Association (P3A).

Leadership patterns in the study area population are more inclined to embrace

leadership patterns that blend formal and informal. The role of village officials is to

follow the village head, and they play an important role in regulating the passage

of the society’s social life. However, the patterns of informal leadership (traditional

leadership) are preserved in the roles of religious figures, scholars and public

figures, all who are respected and upheld, and are relied on especially to

overcome the social problems that occur in society.

EIA III-93

2) Social Economy

Primary Employment

Employment types are grouped into 8 categories, namely (a) farmers, (b) traders,

(c) employee, (d) civil servants, (e) self-employed, (f) union, (g) carpenters, (h)

teacher, (i) Other. Other categories of jobs held by respondents varied enough so

that the range of livelihood is inadequate to describe the social reality in the

region. The most common primary job of respondents is as a farmer (23%),

followed by traders (16.6%), self-employed (15.6%), other (15.2%), manual labor

(10%). A detailed list of employment or livelihood of respondents can be seen in

Table 3.26. This is understandable because the planned toll road spans many

agricultural areas. Some respondents also have jobs as merchant / service, stalls

and kiosks, shops, service workshops. This condition will affect the smoothness of

land acquisition, particularly in deliberations to determine compensation, because

these jobs are the principal work of the people and they have very strong

attachment with their location.

Table 3-26 Type of J ob of Res pondents No. Category Percentage Frequency (%)

1

2

3

4

5

6

7

8

9

Farmer

Merchant

Employees

Civil Servants

ENterpreneur

Labor

Handyman

Teacher

Other

115

83

16

63

78

50

7

12

76

23

16.6

3.2

12.6

15.6

10

1.4

2.4

15.2

Total

500

100

Source : Survey Result, 2007

Cikampek-Palimanan toll road will be fairly well traveled by road vehicles. This

enables the generation of diverse economic activities in society, both formal and

informal. Public economic activities will include cafes, shops, stalls and more often

found along the arterial road Cikampek - Cirebon. From a business perspective, it

EIA III-94

appears that it is most likely that stalls wills arise. There are enough food stalls

varying from scale ranging from large to small food stalls.

Revenue of Respondents

Respondent income level is relatively varied and can be seen in Table 3.27.

Income levels can indicate the economic strata of the residents, judging by the

level of income at the time of the survey. In addition, there are several family

members (such as, wife, son, brother) who help in sustaining the family income.

Table 3-27 Res pondent’s Monthly Income

No. Category (IDR) Percentage Frequency (%) 1

2

3

4

5

6

<500,000

500,000 – 1,000,000

1,000,000 – 1,500,000

1,500,000 – 2,000,000

2,000,000 – 2,500,000

> 2,500,000

89

160

212

10

7

22

17.8

32.0

42.4

2.0

1.4

4.4

Total

500

100.0


Respondent Education

The definition of education here is if the respondent has completed the formal

education system. The level of education will influence how the respondents are

affected by the toll road development plans. Education levels of respondents

varied from never graduated, to elementary, to post graduate. Most of the

respondents received a junior high school-education; the next largest group

received a senior high school education. A detailed description of education level

of respondents can be seen in table 3.28.

EIA III-95

Table 3-28 Res pondent’s Education

No. Category Frequency 1

2

3

4

5

6

Never went to school

SD - elementary

SMP – junior high

SMA – senior high school

Academic - diploma

PT - graduate

others

29

95

212

127

6

25

6

total

500


Land Ownership Status

Most of the respondents stated that the land they occupy is their own. This data

needs to be collected and analysed carefully, especially for data mapping needs

for land acquisition.

Table 3-29 Land Owners hip Sta tus

No. Category Frequency % 1

2

3

Tenure

Rent

Others

394

21

85

78.8%

4.2%

17.0%

Total

500

100


Access to the Workplace

As a general phenomenon seen in other regions, motorcycle vehicle ownership is

common in the research area. Most respondents use a motorcycle for everyday

activities, especially for work. The next largest group of respondents only walked

to and from work given the distance between homes to the workplace is not too far

away.

EIA III-96

Table 3-30 Acces s to the Workplace


2

3

4

5

6

Walking

Bike

Motorcycle

Private car

Public Transport

Others

155

39

225

11

46

24

Total

500


Respondents Housing Conditions

Housing conditions of respondents in the study area are dominated by permanent

homes (66.4%) with only 15.4% of respondents with simple homes. Electricity

network has connected almost the entire area, and the number of homes of

respondents who have electricity is almost 99%. Drinking water sources for the

population are largely shallow groundwater accessed by electric pumps; only a

small proportion of respondents use river water to meet their daily needs. For MCK

(sanitation) activities most respondents already have a toilet in their homes. This

indicates a fairly good condition, especially in order to maintain health and

environmental sanitation. Tables 3.31 – 3.35 display information for respondents

housing conditions.

Table 3-31 Hous ing Status


2

3

4

5

6

Tenure

Rent

Rent from 2nd Hand

Family

Office

Other

391

17

4

85

2

1

Total

500


EIA III-97

Table 3-32 Type of Hous ing


2

3

Permanent

Semi permanent

Simple

332

91

77

66.4

18.2

15.4

Total

500

100 Source : Survey Result, 2007

Table 3-33 Source o f Ligh ting


2

3

4

Electricity

Genset (generator)

None

Other

495

3

0

2

Total

500


Table 3-34 Source of Clean Water


2

3

4

5

Municipality

Dug Well - surface water

Pump

River

Other

6

90

381

2

21

Frequency

500


EIA III-98

Table 3-35 To ile t


2

3

4

Inside the house

Public Toilet

river

Other

459

12

7

22

Frequency

500


Security

Social cohesion is a process of stabilization of environmental conditions with

various activities and social interaction between communities.

The existence of security problems is one factor that can be a threat to the

sustainability of people's lives everyday. However, it must be admitted that no

society is free of friction in the interaction and disruption of neighbourhood security

(kamtibmas). The most important thing is how the disorder can be minimized using

a variety of anticipated measures.

Table 3-36 Safe ty and Security

No. Category Frequency %

1

2

3

4

Not secure

Considerably secure

Secure

Very secure

6

21

201

272

1.2

4.2

40.2

54.4

Frequency

500

100 Source : Survey Result, 2007

As per the results in Table 3.36, in general kamtibmas conditions in the study area

are good. This is recognized by the majority of respondents stating that there have

been no interferences to kamtibmas happening in their area. Cases of land

acquisition conflicts (as displayed in Table 3.37) are relatively rare in the study

area.

EIA III-99

Table 3-37 Land Conflic ts No. Category Frequency %

1

2

3

Yes

No

Do not Know

35

464

1

7

92.8

0.2

Frequency

500

100


Public Perceptions of Toll Road Construction and Respondent Knowledge of Toll Road Development Plan

The most important aspect for the success of the planned Toll Road Development

is the optimal support of all residents living in the planned development area. This

is especially true for all citizens that may benefit from these development plans. It

is necessary to disseminate information on the Development Plan for the toll road.

From the study results, it is known that most respondents were aware of the toll

road construction plan in their region (88%). This can be used as a basis for

optimizing capital dissemination activities towards the development plans. The

respondents who were directly affected by land acquisition, among others, have

also been informed about the plans for the Toll Road Development. table 3.38

presents these results.

Table 3-38 Knowledge of Toll Road Development


2

Yes, I Know

No, I don’t Know

440

60

Frequency

500


Based on respondents who know about the toll road development plan, it is known

that their information is obtained from the District / local village authorities and

mass media. However, there is a perceived lack of socialization of the project

particularly amongst the poor who have not received full information and details. It

is therefore deemed appropriate that the respondents receive project socialization

through face to face meetings and from the village officials. This relates to the

EIA III-100

proximity of the delivery of information which is relatively easily understood by the

community. Table 3.39 presents the basis for these conclusions.

Table 3-39 Suitab le Media for Socia lization of the Pro ject


2

3

4

Mass media

Public Meeting

Via Local Government

Others

7

256

230

7

1.4

51.2

46

1.4

Frequency

500

100


Most respondents (92%) expressed agreement with the existence of the planned

Toll Road development. Only a small proportion (8%) stated they do not agree

with the plans. Details of the opinions of respondents can be seen in Table 3.40.

Table 3-40 Perception towards Toll Road Development Plan


2

Not agree

Agree

40

460

8.0

90

Frequency

500

100


For those respondents that stated they agree with the Project, several reasons

were stated, including, among others, improved regional economy. Meanwhile,

those that stated they disagree with the Project suggested reasons such as the

discrepancy between indemnities; disruption to security, loss of revenue (mainly

from stalls around the old road which are threatened of losing customers because

of the toll road).

1. Affected Project Population

Residents directly affected by the project are as follows: In Section I there are as

many as 230 households. In Section II, there are164 households; 216 households

in Section III; in Section IV which consists mostly of forest and paddy fields, there

are no settled residents that will be affected by the project; 450 households in

Section V; and in Section VI there will be as much as 458 households.

From interviews with residents in the study area with a response rate of 500

people, they raised concerns/problems over land acquisition activities (as

EIA III-101

displayed in Table 3.41), including:

- Suitability of land prices between the bid price of the project whose value is

based on the Tax Object Sale Value (NJOP) with the price of

compensation requested by the land owner (community). NJOP Prices are

usually lower than the asking price of land owners or land prices in the

market.

- The cutting of lands of farmers / community. Where farmers have extensive

lands, the cuts do not cause problems, but in this region the farmers are

not relatively large land owners and this is a problem especially for small

land that will be cut off.

Most respondents do not mind if their land is used for the toll road purposes

provided that the project is in accordance with their aspirations. As many as 89.2%

of respondents agreed on the condition, while 10.2% rejected (disagree) and the

remaining 0.6% stated not known. In general, the concerns of the respondents,

among others, include:

- Compensation should be in accordance with their agreements, and

indemnity coverage should extend among others to land, buildings, plants

and other assets.

- Payment of compensation shall be undertaken after agreement is reached.

Based on the results of interviews with local officials it was noted that there is a

diversity of areas affected by the land acquisition and land prices, both based on

NJOP and market prices.

Table 3-41 Perception towards Land Acquis ition for Toll Road Development


2

3

Not agree

agree

do not know

51

446

3

10.2

89.2

0.6

Frequency

500

100


There were several opinions expressed by various communities concerning

acquisition for the highway. The following is a summary of public opinions in the

area:

Subang

In general, residents approve of the plan to build the toll road. Socialization of

EIA III-102

perceptions needs to be done, particularly on aspects with regards to land

acquisition procedures, land prices and timing of acquisition. This is to prevent

public unrest and to avoid brokering or land speculators. To that end, it is

suggested that there is a need for the land assessment team to involve village

officials and community representatives in the consultations.

In addition, more details need to be clarified regarding the cross border that

became a benchmark of where the subject is sited, the facilities that are taxable

because there is no cross / official peg. With regards to the number of trees

affected by the project it is expected that compensation will include replanting.

Cirebon

The main land acquisition problem in this region is an objection by residents of the

Babakan Ciwaringin boarding school (pesantren) against land acquisition. Various

protests have been filed by the pesantren and community leaders and citizens. It

will require wisdom, socialization and intensive meetings between the manager of

the boarding school residents to find a good solution.

The problem of planned activities (including land acquisition) was addressed in

meetings conducted in Purwakarta, 2006, at which a comparison found a different

picture of the affected villages with villages that had already been socialized. It is

planned to continue to identify and disseminate information in order to obtain

accurate data about the villages affected by land acquisition. Another thing that

was questioned by citizens affected by land acquisition is the problem of land

acquisition.

Indramayu

With regards to the issue of land acquisition, the concerns posed by citizens are

similar to those in other areas; such as procedural aspects, compensation costs

and timing of execution. In this region, residents expressed the hope that the

agricultural land affected by construction of the toll road will be replaced in other

locations in the surrounding area.

Related to the forestry sector, there needs to be clarity of detail on how the

planned routh will affect forestry, particularly given the amount of community forest

activities in the region.

EIA III-103

Majalengka

Communities affected by land acquisition questioned about who would acquire the

land, the acquisition process, who will buy the land, and how much the land

compensation will be.

The issue of land acquisition in this area surrounds the school / madrasah which

will be affected by land acquisition. This is not just about compensation, but they

need clarity on the relocation plan of the school / madrasah building which will be

acquired. Land problems also are an important issue raised in this region. There

are concerns over land acquisition affecting local community assets.

Purwakarta

Most of the people are farm workers, so there is concern that people will lose

income due to land acquisition. In addition, there is a need for clarification on the

remaining land because of the toll plan.

2. Options for Compensation

Compensation options desired by respondents are quite varied, although most

respondents stated that they wanted compensation in the form of money (87%).

An alternative form of mixed compensation (such as money, location,

replacements, guidance/training, etc.) was proposed, and as many as 10.2%

chose this option. This indicates strongly that the respondents actually desire

monetary reimbursement for land acquisition and assets so they can freely utilize

the funds. Refer to Tables 3.42 and 3.43.

Table 3-42 Kinds o f Compens ation No. Category Frequency % 1

2

3

Money

Land

Other

425

18

3

95.3

4

0.7

Frequency

446

100

Source : Hasil Survei, 2007

Table 3-43 Proces s o f Compens ation No. Category Frequency % 1

2

3

4

Third Party

Direct Compensation

Facilitated by local government

Other

-

410

31

5

-

91.9

7

1.1

EIA III-104

No. Category Frequency %

Frequency

446

100


With regards to the problem of land speculators, speculators appear not to play a

large role in the context of land acquisition for construction of this toll road.

Interviews found no indication of land speculators offering services relating to land

acquisition problems. With regards to the compensation process, the majority of

respondents expect direct compensation payments made to the beneficiary. This

is partly to avoid the emergence of land speculators and compensation funds

being cut.

Perceptions of Respondents on Toll Road Development Plan

The most successful aspect of the planned Palimanan-Cikampek Toll Road

Development is the optimal support of all citizens towards the planned Cikampek-

Palimanan Toll Road Development. This is especially necessary for citizens to

benefit from these development plans. There is a need to disseminate information

on the planned Cikampek-Palimanan toll road. With regards to the benefits of the

toll road on people's lives everyday, the answers given by respondents were

spread almost evenly. Most (39.4%) respondents stated that the existence of the

toll road will not provide benefits to people's lives – refer to Table 3.44. The main

reason put forward is that toll roads are more frequently used by outsiders.

Nevertheless, the respondents stated that they can take advantage of the

existence of the toll road to facilitate their socio-economic mobility, especially

when traveling between cities.

Table 3-44 Tab le 3.44 Percep tion on the Impact o f the Pro jec t to the Live lihood


2

3

none

small impact

considerably big impacts

197

166

137

39.4

33.2

27.4

Frequency

500

100


Respondents Perceptions on the Impact of Cikampek-Palimanan Toll Road Construction on Employment Opportunities

EIA III-105

Labor issues are still a major problem in the study area. From interviews, it was

found that the respondents stated that unemployment is a major problem in the

study area given the lack of employment opportunities in the region. The presence

of the Cikampek - Palimanan Toll Road Development is expected to help the

unemployment problem in the region by opening employment opportunities for

local workers. Therefore, according to respondents, the impacts of Cikampek-

Palimanan Toll Road Development on opportunities are considered important and

very important (78.6%) – refer to Table 3.45.

Table 3-45 Percep tion on the Impact o f the Projec t to the Employment Opportunities


2

3

Yes

No

Do not know

254

242

4

50.8

48.4

0.8

Frequency

500

100


Respondents Perceptions on the Impact of Cikampek-Palimanan Toll Road Construction on Environment

In general, respondents said that the Cikampek-Palimanan Toll Road

Development will have an impact on the environment. The result of interviews with

some 500 respondents showed that 50.8% claimed to know the impact of

Cikampek-Palimanan Toll Road Development on the environment, while as much

as 48.4% stating there is no impact and the remaining stating they do not know

(0.8%). From interviews of respondents it was found that environmental problems

are less a concern in comparison to development in the region and lack of

socialization of these. In general, respondents said that the impacts of Cikampek-

Palimanan Toll Road Development on environmental aspects are important. Refer

to Table 3.46.

Table 3-46 Perception on the Impact of the Projec t to the Environment No. Category Frequency % 1

2

Yes

No

254

242

50.8

48.4

EIA III-106

3 Do not know 4 0.8

Frequency

500

100

Source : Hasil Survei, 2007

On Cikampek-Palimanan Toll Road Development impacts on the air component,

53.6% stated the impact is categorized as important and 45.8% stated the impact

is very important. From the results of interviews, the types of air pollution of

concern amongst the respondents are the emergence of dust due to the mobility of

the trucks and excavation of land.

On the Cikampek-Palimanan Toll Road Development impact on Noise, 58.6% of

respondents said that its impact is important. This needs to be considered,

especially at the time of execution of construction work such as fixing the poles,

where they will need to pay attention to local conditions given that some of the

project activities are quite close to settlement areas.

Community Economic Activities around the planned Toll Road

Cikampek-Palimanan toll road Corridor is fairly well-traveled by road vehicles. This

raises the generation of diverse economic activities in society, both formal and

informal. Public economic activities such as cafes, shops, stalls etc are often found

along the road. The toll road development plan is expected to result in reduced

public economic activities, especially along arterial roads in Cikampek-Cirebon.

Usually, road users often use the services of public economic activities, for

example stopping for a meal break or other activities.

3.4 CONDITION OF FACILITIES AND INFRASTRUCTURE

A. Road Infrastructure

To support development strategies and development of traffic infrastructure and

the economy, local access roads are important. Therefore, development of

infrastructure facilities and the special road which connects Cikampek –

Palimanan, needs to be a continued effort to ensure the smooth movement of

goods and services as well as humans from Cikampek-Palimanan. The planned

toll road location is all situated in the province of West Java and the end of the toll

in the east is in Palimanan, approximately a 50 km border with Central Java

Province.

The beginning of the planned Cikampek-Palimanan toll road is in Sta 91+350 at

EIA III-107

the Jakarta-Cikampek toll road, and the starting point is an interchange with a half

horn.

The existing conditions of village and district roads that will intersect with the

planned toll roads in each district are as follows:

- Purwakarta Regency, from STA 92 +920 in Cikopo Village, Bungursari

District, up to STA 101 +100 in Karyamekar Village, District Campaka.

Status of road consists of national roads, village roads and district roads

with a width of 3 m to 12 m, and the type of pavement of the national road

is asphalt, and the regional roads are asphalt, while village roads are still

dirt roads. Width of national and regional roads and lanes are 2x2 lanes,

while for rural roads are 2x1 lane.

- Subang Regency, starting from STA 103 +418 in Karangmukti Village,

District Pabuaran, until Kaliangsana Village, District Kalijati. Status of road

that cuts the highway are primarily district roads and village roads. Type of

district roads are asphalt pavement, while village roads are still dirt roads.

The width of the regional roads ranges from 7 to 13 meters with the details

(3 m + 7 m left shoulder and 3 m-street right shoulder). Rural roads have a

width of 2.5 meters to 7 meters (1.0 m left shoulder + 5 m and 1.0 m-street

right shoulder).

- Majalengka Regency, starting from STA 169 +600 in Mekarjana Village,

District Kertajati, up to STA 196 +390 in Panjalin Lor Village, District

Sumberjaya. Status of the roads that cross the toll road consist of regional

roads and rural roads and national roads in the villages Sukawana and

Jatisura. The type of national and regional road pavement is asphalt, while

most types of the rural road pavement is dirt, and a small village road is

made of sand in Palasah, District Kertajati. Village road width ranges from

4 m to 5 meters, the regional road has a width of 7 meters, while the

national roads have an average width of 12m.

- Indramayu Regency, starting from STA 142 +736 in the village of Bantar

Waru, Gantar District, up until Cikawung Village, District Trisi at STA 160

+845. Status of road that cross the toll road consists of National roads and

village roads, and regional roads which cross at STA 155 +480 in

Cikawung Village, District Trisi. National road width is 5 m to 9 m plus the

shoulder of the road an average of 2 m on each side of the street. The

width of village roads are on average 4 m, while the condition of regional

roads have a width of 6 m by 1m shoulder of the road on the left and right.

EIA III-108

The type of national and regional road pavement is on average asphalt,

while the pavement of village roads is made from small stones.

- Region of Cirebon, the toll road is planned to start from 20p STA-i-030 in

the Budursora Village, District Ciwaringin, up to STA 206 +418 in Kempek

Village, District Gempol. Status of roads that cross the toll road consist of

regional roads and village roads with the width of the regional roads at 4 to

7 meters, and rural roads an average of 3 m. The type of pavement of

existing regional roads is asphalt, while the village road at STA 205 +776 is

asphalt, with the road width 3m.

Bus Service Facilities

Bus services in the study area are of 2 kinds to control the regulation of services

between provinces and within provinces. The first service consists of bus routes

with longer distances both within and across regions. Because the city has a

provincial status, all bus services which pass through the city limits are classified

as inter-provincial services. Routes are based in Jakarta with a majority of services

between the provinces in West Java. In addition there are also many services to

other regions in Java and to Sumatra and other islands adjacent to the island of

Java. In the table below are shown permit inter-city bus services (AKDP) and

between provinces (AKAP) that exist around the study area.

Table 3-47 Bus Routes a round the Pro jec t Location ROUTE VIA Type of Bus

Service FREQUENCY BUS/day

Jakarta-Bandung Cianjur Express

Stopping

514

695

Jakarta-Tasikmalaya/Banjar/Ciamis/Garut Bandung Express

Stopping

260

306

Jakarta-Subang Purwakarta

Pamanukan

Express

Stopping

Express

Stopping

204

44

40

18

Jakarta-Banjar Suregencyumi-Bandung Express

Stopping

138

32

Jakarta-Cirebon Jatibarang

Cianjur-Bandung

Express

Stopping

Stopping

20

443

14

Jakarta-Kuningan Jatibarang Express

Stopping

46

313

Jakarta-Ciamis/Majalengka/Tasikmalaya Jatibarang Stopping 52

Sumatra-Jateng/Jatim and others Jatibarang-Cirebon

Express

Stopping

266

4

EIA III-109

Purwakarta-Bandung

Cianjur-Bandung

Express

Express

18

10

Jakarta-Central/Jatim and others Cianjur-Bandung

Purwakarta-Bandung

Jatibarang-Cirebon

Express

Stopping

Express

Stopping

Express

Stopping

5

12

12

9

1593

569

Sumatra-Bandung Purwakarta

Cianjur

Express

Stopping

Express

Stopping

28

10

31

2

Sumatra-Cirebon Jatibarang Express 8

Sumatra-Banjar Cianjur Express

Stopping

6

4

Merak-Jateng/Jatim and others Jatibarang Express

Stopping

166

89

Bogor-Jateng/Jatim and others Jatibarang

Suregencyumi-Bandung

Express

Stopping

Express

Stopping

154

68

4

2

Bandung- Jateng/Jatim and others Sumedang

Tasikmalaya

Express

Stopping

Express

126

207

24

Suregencyumi- Jateng/Jatim and others Purwakarta Express

Stopping

14

16

Suregencyumi Jateng/Jatim and others Jatibarang Express

Stopping

10

18

Source: Review of Feasibility Study and Final Engineering Plans Toll Road

Cikampek-Palimanan

Railway Facilities

One alternative transport for the population is to use the Jakarta and Cirebon

connection train. The volume of passengers using the railway has been high

enough with an average of ± 300,000 people / year.

In the study area there are 2 main lines: the northern coastal strip (Merak-Jakarta-

Cirebon-Semarang-Surabaya). The second pathway takes a route parallel to the

south of Bandung via Yogyakarta to Surabaya and then to Banyuwangi. Both lines

are single track lanes with no electricity necessary. There are a few north-south

connections between these two main lines and two from the line close to the

corridor study Cikampek to Bandung and Cirebon to Kroya.

PT. KAI is planning a railway sector growth of 7% including the improvement and

EIA III-110

rehabilitation of approximately 840 km railway trains and construction of 350 km of

railroads. The development of this thought is roughly equivalent to that estimated

for highway traffic.

One of the highest priorities for the double-tracking is a path between Cikampek

and Cirebon, where currently there is a problem in terms of capacity. Double-

tracking the construction of the 135 km of track in Cikampek-Cirebon and 19 km

double-tracking between Cikampek and Purwakarta. The figures show the

projected growth of more cargo movements at a faster rate than passenger traffic

for several years to come of this. This suggests that economy-class train travel

between Jakarta and Cirebon would continue to be limited by lack of capacity.

As for other infrastructure located near and in the middle of the RUMIJA highway

is a network of gas pipelines owned by PT. Perum Gas Negara, water pipelines,

irrigation flows to paddy fields, Pertamina fuel network, and local roads that

intersect with the street the toll road plan.

Traffic

The transportation sector is the backbone for growth and development of other

sectors; the transportation sector serves to connect an economic region with other

regions and the production site to the location of product marketing, which in turn

will increase economies of scale throughout the region.

Transportation system includes road transport, rail transport and sea transport, but

the main form of transport is road transport. In the table below, statistics are

shown on road and road surface type in West Java and Central Java and

Indonesia, as overall public roads in the country, about 20% are state or provincial

roads, almost all of which are sealed roads. 63% of the roads in this country are in

good condition.

West Java and Central Java together own 15% of the total length of roads in

Indonesia. 39% of regional roads in this region are unsealed, and 28.6% of

regional roads roads are in disrepair and concern. In West Java, the regional and

city roads make up 88% of the total length of roads in the province. 93% of the

national/provincial roads are good / moderate, compared with 74% of regional/city

roads. In the table below is shown the status and type of road surface that is in

West Java and Central Java.

Table 3-48 Type of Road in Wes t J ava and Centra l J ava Province Road Status TYPE OF ROAD SURFACE (km)

Asphalt

Rock

Soil

Other

TOTAL

EIA III-111

West Java National

886

0

0

0

886

Provincial

2,154

13

0

0

2,167

Regency

11 ,238

4,169

3,364

2,083

20,854

City/Municipal

1,042

5

8

39

1,094

TOTAL

15,320

4,187

3,372

2,122

25,001

Central Java National

1,010

0

0

0

1,010

Provincial

1,848

0

0

0

1,848

Regency

12,039

3,160

1,706

558

17,463

City/Municipal

1,601

122

122

280

2,125

TOTAL

16,498

3,282

1,828

838

22,446

West Java and Central Java National

1,896

0

0

0

1,896

Provincial

4,002

13

0

0

4,105

Regency

23,277

7,329

5,070

2,641

38,317

City/Municipal

2,643

127

130

319

3,219

TOTAL

31,818

7,469

5,200

2,960

47,447

Indonesia National

16,950

2,269

844

1,795

21,858

Provincial

27,687

8,640

4,918

1,380

42,625

Regency

86,447

48,860

76,600

24,174

236,081

City/Municipal

14,163

1,686

2,422

923

19,194

TOTAL

145,247

61,455

84,784

28,272

319,758

Percentage by Status

(West Java and Central Java)

National

6.0

0.0

0.0

0.0

4.0

Provincial

12.6

0.2

0.0

0.0

8.5

Regency

73.2

98.1

97.5

89.2

80.8

City/Municipal

8.3

1.7

2.5

10.8

6.8

TOTAL 100.0 100.0 100.0 100.0 100.0

Percentage by Type

(West Java and Central Java)

National

100.0

0.0

0.0

0.0

100.0

Provincial

97.7

0.3

0.0

0.0

100.0

Regency

60.7

19.1

13.2

6.9

100.0

City/Municipal

82.1

3.9

4.0

9.9

100.0

TOTAL 67.1 15.7 11.0 6.2 100.0


Cikampek-Palimanan.

Existing routes contained in the study area (results seen in Table 3.49) include

among other things:

a. The north coast route (Cikampek-Pamanukan-Pallmanan-Cirebon).

This route is the main alternative route. Road width is 7 meters between Cikampek

EIA III-112

and Palimanan widened to over 8 meters with a section for two-way street near

Cirebon. Condition of roads is generally good.

b. Cikampek-Bandung-Padalarang Road

This route is part of one of 3 possible routes between Jakarta and Bandung (the

other is through Sadang-Subang-Lembang and pass-Padalarang Puncak-Cianjur).

The proportion of trucks that pass this way is high, because the main alternative

route for heavy vehicles, through Suregencyumi-Cianjur, is a much longer route.

Vehicle containers, which previously were forced to use the Lembang-Subang

road because of the high barrier in the southern part of Purwakarta, can now use

the Cikampek-Padalarang road, this road through the hills and as a result of this

alignment of the winding and a lot of climbs. The width of the road is at least 7

meters by 12 meters wider section between Padalarang and Bandung. The road

condition is generally good.

The problem of road traffic includes traffic mix, high volume of traffic every day and

traffic at peak rush hour. Since the traffic model in this region was carried out for

the whole of Java, a review of the data should be implemented at this level to

ensure that accuracy can be maintained. In the following table vehicle traffic

volumes and V/C Ratio and State / Province roads in West Java can be seen.

Profile of Regional Traffic Volume

Table 3-49 Traffic Volume Category of

Vehicle Type of Vehicle

National Road Provincial Road Total

Volume Percentage Volume Percentage Volume Percentage

City car Sedan/Van 245,984 29.8 110,455 31.7 356,439 30.3

Bus Small 101,325 12.2 74,387 21.3 175,712 14.9

Medium 85,863 10.4 21,358 6.1 107,221 9.1

Besar 187,188 22.6 95,745 27.4 282,933 24.1

Truck Pick up 118,228 14.3 61,564 17.6 176,792 15.3

Two wheeler 205,200 24.8 75,654 21.7 280,854 23.9

Three

wheeler

24,290 2.9 2,841 0.8 27,131 2.3

Semi Trailer 42,817 5.2 2,176 0.6 44,993 3.8

Full Trailer 3,571 0.4 597 0.2 4,168 0.4

EIA III-113

Category of Vehicle

Type of Vehicle

National Road Provincial Road Total

Volume Percentage Volume Percentage Volume Percentage

Sub Total 394,06 47.6 142,832 40.9 536,938 45.6

Total 827,278 100.0 349,032 100.0 1,176,310 100.0

Frequency 81 114 195

ACTIVITY AVERAGE

10,213 3,062 6,031


Cikampek-Palimanan

Table 3-50 Analys is of V/C Ratio in Wes t J ava Province Roads

V/C Ratio

width (m) Total

< 5.0

(km)

5.0 – 6.1

(km)

6.2 – 7.2

(km)

7.2-12.0

(km)

>12.0

(km)

Length

(km) Percentage

>1.0 4 49 120 52 0 225 6.61

0.8-1.0 9 10 49 28 19 15 3.39

0.6-0.8 0 45 192 71 17 324 9.52

0.4-0.6 77 165 206 115 19 582 17.09

0.2-0.4 107 274 146 77 31 634 18.62

0-0.2 724 570 152 62 16 1525 44.76

Total 922 1113 864 405 103 3407 100.00

Percentage 27.8 32.66 25.36 11.89 3.01 100.0

Source: Review of Feasibility Study and Final Engineering Plans Toll Road Cikampek-Palimanan

In Table 3.50 above it includes an analysis of the ratio of capacity / volume on the

state and provincial roads in West Java province. This shows that:

• 10% of the network has reached the limit of effective capacity (V / C ratio>

0.8).

• Another 9.5% have a ratio of V / C is about 0.6 to 0.8 and a lot of these

streets can be expected to reach capacity (V? C ratio> 0.9) is less than 4

years.

• 63% of the road network has a V / C ratio of 0.4 or less, although many of

these streets (78%) is a small part of the road network and has a width of

6.1 meters or less.

EIA III-114

Types of existing public transport include Mini Bus, Public Van, Medium Bus and

Inter-City Bus. Problems in the highway transportation system faced by the West

Java region is the road network system and the existence of several critical points

of congestion at certain hours that occur along primary arterial roads. Therefore,

one solution to this problem is the construction of the highway.

Elucidation of the primary survey of traffic conditions at several sample points are as follows:

a. Vehicle traffic on the crossing road (intersection traffic count) Survey of

intersection traffic count (ITC) or the movement of the intersection of the survey

carried out at the link below:

• Simpang Sadang

There is high traffic volume at this intersection because it is a main entrance and

exit for vehicles, especially for large public transportation bus types, minibuses etc

from outside cities such as Jakarta, Subang, Purwakarta and Indramayu, but also

due to the activities of residents and vendor (kaki lima) merchants, and

passengers waiting for buses near the intersection.

• Simpang Jatisari

This intersection is located on the arterial roads Cikampek Pamanukan. The traffic

condition at this intersection is fairly heavy, plus the intersection is located in an

area of trade and the road is narrow, causing bottleneck traffic.

• Simpang Pamanukan

This intersection diverts Cikampek vehicle movement towards Indramayu and

Subang regencies. There are dense traffic conditions but it does not experience

significant congestion.

• Simpang Karang Ampel

This intersection arguably does not experience heavy traffic, because the

movement in and out of the intersection is not so dominant. Instead there is

continuous flow from both directions toward Indramayu and Cirebon and vice

versa.

b. Travel time and delays that occur on roads

From the results of the survey and travel time delay (TTD), the journey from

Cikampek and Palimanan with the distance to 134 km along the existing arterial

roads, with speeds of between 40.71 to 66.25 km / h, then the latency is between

EIA III-115

121.38 to 197.52 minutes. When compared to the planned toll road that has a 116

km distance and speed between 80-100 km / h, then latency is 69.6-87 minutes

(the journey can be shortened). So with the toll road there will occur an

improvement to time efficiency (saving time) of 51.78-110.52 minutes or about 43-

56%. More data on travel time and delays that occur on the existing roads (travel

time and delay) are presented in Table 3.51 below.

Table 3-51 Travel Time and Delay (TTD)

Time of Survey

Distance

(Km)

Travel Time

(Km)

Speed

(km/hour)

Trip

Cikampek –

Palimanan

Trip

Palimanan –

Cikampek

Trip

Cikampek –

Palimanan

Trip

Palimanan –

Cikampek

Trip

Cikampek –

Palimanan

Trip

Palimanan –

Cikampek

Peak

morning

134 134 162.12 154.80 49.59 51.93

Off

Peak

noon

134 134 153.72 152.82 52.30 52.61

Peak

evening

134 134 197.52 152.81 40.71 52.62

Off

Peak

night

134 134 23.30 121.38 65.21 66.25


c. Vehicle traffic on the road (cross sectional vehicle traffic count)

From the survey and traffic counts, data was obtained on daily traffic volume for

each segment which was on average surveyed for 3 x 24 hours for each type of

vehicle. The results from processing the primary data traffic count survey

subsequently became the basis of the traffic analysis and prediction of traffic. The

summary results of traffic count in the eighth section of Cikampek – Palimanan

road are presented in Table 3.52:

EIA III-116

Table 3-52 Analys is of Traffic Count in Exis ting Road in Cikampek Pa limanan

Description unit

Cikamp ek-

Jatisari

Jatisari -Pamanuka

n

Paman ukan -

Kandang Haur

Kandang Haur-

Jatibarang

Jatibara ng-

Karang Ampel

Karang Ampel -Cirebon

Jati barang -Paliman

an

Cirebon -

Palimanan

Frequency

Vehicle/day

21,237

39,434

34,808

19,911

6,371

8,740

13,566

42,482

Percenta

motorcycl

% 8.26

11.36

7.79

11.28

25.38

- 10.72

8.11

16.49

Small vehicle

% 37.57

28.84

26.91

29.50

28.33

57.22

21.56

41.10

Heavy

% 51.77

52.85

63.04

53.24

12.56

23.81

66.44

26.79

average Smp/hari

18,974

32,213

31,311

10,601

2,604

7,082

11,936

28,843

Max route Smp/j

am 885

1,643

1,450

830

266

364

565

1,770

Average route

Smp/jam

791

1,342

1,305

687

109

295

497

1,202

-T/U –S % 47,28

52.37

59.96

52.62

52.53

49.91

48.39

42.37

-B/S – U` % 52,72

47.63

40.04

47.38

47.47

50.09

51.61

57.63


The result of the field survey of traffic conditions at this time saw heavy traffic in

the section from Cirebon – Palimanan, ie 42,482 vehicles / day; this is comprised

of 8.11% bicycles (2 and 3 wheels, motorized and non-motorised), 21.56% are

light vehicles (sedans, jeeps, station wagons, kijangs, elves, Colt, carry, pick up,

small tray trucks, microbus, public transportation, minibus) and 66.44% are heavy

vehicles (large buses, small trucks, medium truck, Hold Truck, Container truck).

The traffic count was processed with reference to MKJI 1997 with the passenger

car equivalent factor (PCE) in accordance with the road conditions. The PCE

values used in the conversion of units of vehicles into passenger car units are

shown in the table below:

EIA III-117

Table 3-53 EMP Value on Each Surveyed Road

No. Section Type Width (m) Volume (vehicle/hr) EMP

MC

HV

1 Cikampek-Jatisari 2/2 UD

7

1490

0.4

1.3

2 Jatisari-

2/2 UD

7

1063

0.4

1.3

3 Pamanukan-

4/2 UD

16

1602

0.4

1.3

4 Kandang Haur-

2/2 UD

7

1147

0.4

1.3

5 Jatibarang-Karang Ampel

2/2 UD

6,5

673

0.4

1.3

6 Karang Ampel-

2/2 UD

7

987

0.4

1.3

7 Jatibarang-

2/2 UD

7

1112

0.4

1.3

8 Cirebon-Palimanan 4/2 UD

16

1654

0.4

1.3


Cikampek-Palimanan

The survey was carried out in six volumes of unclassified road segments using the

traffic count survey, and found the daily traffic average (ADT) that crosses the

Cikampek - Palimanan arterial street and the early prediction of frequency of

vehicles that have the potential to enter this highway, which are shown in the table

as follows:

Table 3-54 Toll Road Potential Based on ADT

No. Section ADT (vehicle/day) ADT (pcu/day)

Potential Traffic

1 Cikampek-Jatisari 21,237 18,974 19,608

2 Jatisari-Pamanukan 39,434 32,213 18,141 3 Pamanukan- Kandang Haur 34,808 31,311 17,117

4 Kandang Haur – Jatibarang 19,911 10,601 23,747 5 Jatibarang-Karang Ampel 6,371 2,604 3,862

6 Karang Ampel-Cirebon 8,740 7,082 7,077 7 Jatibarang-Palimanan 13,566 28,843 10,223

8 Cirebon-Palimanan 42,482 28,843 21,245


Cikampek-Palimanan

EIA III-118

d. The pattern of movement that occurs in the area around the planned Cikampek

– Palimanan toll road (survey of origin - destination)

Survey of origin destination (OD survey) was conducted at 2 points, ie. the

Cikampek and Subang roads. Criteria for selection of survey location points,

among others, included straight, wide road shoulders and body that was enough to

stop the vehicle on the shoulder of the road without unduly disturbing the traffic

flow.

From the OD data it is seen there is a tendency for through traffic to dominate the

existing pattern of movement along the Cikampek – Palimanan arterial road. This

is an indication that the existence of the planned toll road will greatly help to make

travel time and vehicle operating costs for road users who travel constantly to the

external zones of the study area more efficient. ADT and percentage data from the

continuous movement and to Palimanan city are presented in the following table:

Table 3-55 LHR and Percentage of Through Traffic , from and to Palimanan

location Cikampek

Subang

Traffic

%

LHR (Kend)

%

LHR (Kend)

Through traffic

44

8,942

82

15,008

OD Palimanan

27

5,487

14

2,565

e. Traffic Service Level

Determining the level of traffic service requires data on vehicle volume (pcu / h)

and capacity. Capacity values for each road segment can be seen in the following

table:

No. Section

Co (pcu/hr/lan

FCW

FCSP

FCSP

C (pcu/hour)

V (pcu/hour)

V/C Ratio

Note

Condition

Level of service

1 Cikampek-

3,100

1.00

1.00

0.93

2,883

1,933

0.67

Stable

B

2 Jatisari-

3,100

1.00

1.00

0.93

2,883

1,521

0.53

Stable

B

3 Pamanukan-K d H

1,900

1.00

1.00

0.91

1,729

1,643

0.95

Not Stable

D

4 Kandang Haur-Jatibarang 3,100

1.00

1.00

0.93

2,883

2,392

0.83

Not Stable

D

5 Jatibarang –

3,100

0.955

1.00

0.93

2,753

657

0.23

Stable

B

6 Karang Ampel-

1,900

1.00

1.00

0.91

1,729

1,643

0.95

Not Stable

D

EIA III-119

7 Jatibarang-P li

3,100

1.00

1.00

0.93

2,883

1,933

0.67

Stable

B

8 Cirebon-P li

3,100

0.955

1.00

0.93

2,753

675

0.23

Stable

B


Cikampek-Palimanan

From the results of such calculations as shown in the table above, traffic that

remains stable at peak hours (V / C ratio <0.8) is usually located at the links from

Cikampek - Jatisari, Jatisari - Pamanukan, Jatibarang - Karang Ampel, Jatibarang

- Palimanan and Cirebon-Palimanan. These roads can be categorised at the level

of service B because the flow is steady with medium traffic volume, but the pace

has begun to be restricted by traffic conditions. The roads that have unstable

traffic at peak hours (V / C ratio> 0.8) are the roads Pamanukan – Kandang Haur,

Kandang Haur - Jatibarang and Karang Ampel - Cirebon. These roads can be

categorized at the level of service D as the current approach is not stable with high

traffic volumes and speeds that are still tolerated, but these roads are strongly

influenced by changes in current conditions.

B. Public Utilities

The condition of public utilities located in the vicinity of the study area and which

will be affected by the planned Cikampek-Palimanan toll road was determined

based on data available from the Review of Feasibility Studies and the Final

Technical Engineering Plan for the Cikampek-Palimanan toll road; these results

can be seen in the Table below:

Table 3-56 Public Utilities Location/STA PLN Telkom PDAM Pertamina Notes

SECTION I

STA 89.139 3 x 20 kV

(3x380 V)

- - - Twisted cable 220, 380v contribution from 20 kV with transformer

STA 90.100 3 x 20 kV

- - - -

STA 90.150 3 x 20 kV

- - - -

EIA III-120

Location/STA PLN Telkom PDAM Pertamina Notes

Simpang Susun Sadang

STA 90.340

- - - - Electricity from Mulyamekar – communication and water from Cikampek – Purwakarta road

railway STA 91.356

- OH 2 x 60 V

- - Gentanik wire

STA 91.552 OH 3 x 20 kV

UG 3 x 20 kV

OH 6 x 60 V

UG 3 x 20 kV

UG1φ 100mm

- Water pipe 90 cm under, voltage 20 Kv, 220, 380v distribution with transformer with twisted cable

STA 94.825 OH 3 x 20 kV

- - - Concrete Pale 11m, 6 circuit 380v

STA 95.265

OH 3 x 20 kV

- - -

STA 97.072

OH 3 x 20 kV

-

- -

98.632

OH 3 x 20 kV

OH 2 x 60 V

- -

STA 103.406 OH 3 x 20 kV

OH 2 x 60 V

- -

STA 103.421

- - - gas pipe φ 6” Portal

STA 104.027

OH 3 x 20 kV

OH 2 x 60 V

STA 104.044 OH 3 x 20 kV

OH 2 x 60 V

- - Portal power line with concrete pale

104.696 OH 3 x 20 kV

- - -

STA 107.315 OH 3 x 20 kV

OH 2 x 60 V

- -

STA 113.638 OH 3 x 20 kV

OH 2 x 60 V

- -

EIA III-121


STA 116.115 OH 3 x 20 kV

-

- -

STA 16.928

OH 3 x 20 kV

UG 3 x 20 kV

OH 2 x 60 V

- -

SECTION II

STA 118.423

-

- -

STA 123.670 OH 3 x 20 kV

OH 2 x 60 V

- -

STA 126.122 - - - Gas pipe

STA 127.212 - - - Gas pipe

STA 129.310 OH 3 x 20 kV

OH 2 x 60 V

- -

STA 129.310 - - - - To supply power for lighting 3 locations interchanges should be prepared:

- From the street Province (Subang - Palimanan)

- From the Village Cilameri

- From the Village Sukamelang

SECTION III

STA 130.044 OH 3 x 20 kV

OH 2 x 60 V

- -

STA 130.901 - - - Gas pipe φ 6” planned

STA 131.355 OH 3 x 20 kV

- - Distribution to each village ranging from 20kV to 220, 380v with transformer and cables twisted

STA 136.134 OH 3 x 20 kV

OH 2 x 60 V

-

STA 138.432 OH 3 x 20 - -

EIA III-122

Location/STA PLN Telkom PDAM Pertamina Notes kV

STA 139.820 OH 3 x 20 kV

OH 2 x 60 V

-

STA 142.747

OH 3 x 20 kV

- -

STA 149.722

OH 3 x 20 kV

-

STA 149.742

OH 3 x 20 kV

OH 2 x 60 V

-

SECTION IV

-

- -

STA 167.650 OH 3 x 20 kV

- - -

SECTION V

STA 178.400 - - -

STA 179.005 OH 3 x 20 kV

OH 2 x 60 V

-

STA 180.169 OH 3 x 20 kV

- -

STA 187.290 OH 3 x 20 kV

OH 2 x 60 V

- -

STA 189.089 OH 3 x 20 kV

OH 2 x 60 V

- -

STA 190.690 OH 3 x 20 kV

OH 2 x 60 V

- -

SECTION VI

STA 194.706 OH 3 x 20 kV

- - -

STA 195.298 OH 3 x 20 kV

OH 2 x 60 V

- -

STA 195.952 OH 3 x 20 kV

- - -

STA 196.496 - - - gas pipe Portal

STA 197.399 OH 3 x 20 kV

- -

STA 200.011 OH 3 x 20 kV

OH 2 x 60 V

-

STA 200.692 OH 3 x 20 kV

- -

STA 201.499 OH 3 x 20 kV

- -

EIA III-123


STA 201.786 OH 3 x 20 kV

- -

STA 202.088

OH 8 x 20 kV

OH 2 x 60 V

-

STA 202.096 OH 8 x 20 kV

- -

STA 202.255 - - - gas pipe Portal

STA 205.575 OH 3 x 20 kV

OH 2 x 60 V

UG φ 100 – 400mm

STA 205.750 OH 3 x 20 kV

- -

STA 206.393 OH 3 x 20 kV

- -

STA 206.717 OH 8 x 20 kV

- -

STA 207.150 OH 3 x 20 kV

OH 2 x 60 V

-

STA 205 up to 207 UP

OH 12 x 150 kV

- UG φ 400 m

Planned PLN and PDAM


Cikampek-Palimanan

The gas pipelines that crosses the planned Cikampek-Palimanan Toll Road were

identified in field observations and are presented in the following table:

Table 3-57 Locations of Gas Pipelines that Cros s the Toll Road

No. STA. Village District Regency Gas Pipe Note

1

2

3

4

5

6

7

8

9

103+400 0+350

126+120

127+300

189+975

194+200

195+295

195+938

202+286

Karangmukti Kaliangsana

Jabong

Jabong

Tegal Aren

Bongas Kulon

Bongas Wetan

Bongas Wetan

Ciwaringin

Pabuaran Kalijati

Subang

Subang

Ligung

Sourcejaya

Sourcejaya

Sourcejaya

Ciwaringin

Subang Subang

Subang

Subang

Majalengka

Majalengka

Majalengka

Majalengka

Cirebon

Dia. 6" (PT.Pertamina) Dia. 6" (PT.Moeladi)

Dia. 6" (PT.Pertamina)




Access Road IO

Kalijati

Planned

Planned

Planned

EIA III-124

3.5 COMPONENTS OF PUBLIC HEALTH

Public health conditions in the study area as based on secondary data are shown

to be relatively good. This can be seen due to the existence of many adequate

health facilities in the 5 regencies that are traversed by the planned Cikampek-

Palimanan toll road in West Java province, namely: Subang, Indramayu,

Purwakarta, Cirebon and Majalengka. The existing health facilities in these 5

Regencies include government-owned General Hospitals, district health centers

(puskesmas), health centers (puskesmas pembantu), mobile health centers,

health centers with sleeping/overnight facilities and medicinal centers, and medics

and paramedics.

The trend of diseases that affect most people in the study area are ARI (Upper

Respiratory Tract Infection), gastritis (stomach ulcer), Influenza, Dermatitis (Skin

Disease), myalgia (aching joints) and diarrhea. The nutritional status of the

population is generally described by the class of population which is susceptible to

malnutrition, especially among children aged under 5 years old. The percentage of

children who are experiencing malnutrition varied from 0.5% -1.01% in the 5

regencies. (Source: Regency in Figures, 2006, for each Regency)

Sanitation facilities in the area primarily support the purposes of bathing, washing

and toilet (MCK); in general the population use public restrooms or a public

bathrooms, and occasionally a private bathroom on private properties which

suggests a healthy home.

Meeting the needs of clean water is crucial to people's lives; in the 5 districts

people utilize clean water sourced from dug wells / pumps (ground water) and

subscription-managed piped water taps, where most of the water comes from river

water. The details of the health situation in the 5 regencies to be traversed by the

planned Cikampek – Palimanan toll road in West Java Province is as follows:

Existing health care facilities in Purwakarta Regency include 2 General Hospital,

13 Rumah Bersalain, 19 community health centers (puskesmas) and 41

community health assistance centres (puskesmas pembantu). Medical personnel

and physicians included 34 general practitioners, 14 PTT Doctors, 10 PNS

Dentists and 12 PTT dentists; there were also 17 specialist doctors but they were

Purwakarta Regency

EIA III-125

found only in the Bayu Asih hospital (RSUD).

Nutritional status in children aged under five reflects that the nutritional status of

the population is poor; 0.7% are poorly nutritioned and 1% are underweight. When

viewed from the previous year these numbers have decreased.

Environmental sanitation in the area is measured as family ownership of toilet and

waste management facilities, which was 60% and 57.6% respectively. Awareness

to improve housing conditions in accordance with the criteria of a healthy home

reached 60% of the population. Clean water for drinking water was generally

sourced from PDAM water subscriptions rather than ground water, and some

water sources are managed from river water.

With a population density 805 people/km2 this also has the potential to facilitate

the transmission of disease via air from air pollution, which is increasing as well.

There are 3 hospital facilities in the Regency, 2 in Subang and 1 in Kalijati, with

335 beds total. There are several community health centers and clinics in the 22

districts, including 39 public health centers (puskesmas inpres), 72 community

health assistance centers (puskesmas pembantu), 34 mobil health centers and 17

general medicinal clinics. There are 25 PNS doctors and 21 PTT doctors, 3 PNS

dentists and 11 PTT dentists; there are a total of 691 paramedics including PNS /

PTT midwives and PNS / contract nurses.

Subang Regency

Nutritional status is measured as the nutrition of vulnerable groups namely

children under five years (toddlers); the percentage of toddlers that are severely

malnourished and underweight was 0.61% and 7.47% respectively. The most

common diseases in this area are ARI, Gastritis and Influenza. Looking at the

existing density of population (678.44 people/km2) then the risk of disease

transmission through the air becomes greater, especially in areas that will be

affected by the toll road plans. Air pollution in the vicinity of the construction will

potentially exacerbate the transmission of diseases.

Environmental sanitation includes clean water supply and disposal and

management of solid waste. PDAM water supplies 14 districts, and those which

are not served rely on groundwater sources. RT waste water management uses

sewers, but these have not been well integrated, so that when rain falls this

potentially causes puddles. Likewise the disposal of waste is managed by each RT

EIA III-126

which burns the waste collected by cleaners, which is then dumped in one place

for intensive management via open dumping.

As for health care facilities in the 31 districts there are 49 community health

centers (puskesmas), 67 community health assistance centers (puskesmas

pembantu) with 75 medical personnel / doctors, 27 dentists, 388 paramedics /

midwives and 436 nurses. Nutritional status of the vulnerable children in

Indramayu sees as much as 1.01% and 10.8% nutritionally poor and underweight,

respectively. This is the one regency of the 5 regencies planned to be traversed by

the Cikampek-Palimanan toll road with the highest level of malnutrition among

children under five.

Indramayu Regency

Source of clean water generally comes from ground water, waste is managed by

SPAL of RT although this has not been well integrated so that there is potential to

cause puddles when heavy rains.

Population density in Indramayu is around 832 people/km2, and this also has the

potential to facilitate disease transmission through the air like respiratory

infections. Given the general land to be affected by the planned toll road is

agricultural land, in the dry season this has the potential to be dry and dusty.

Data on health centres in 2004/2006 showed that in the 23 districts there aer 29

community health centers (puskesmas inpres) with a capacity for 76 treatment

beds, 73 community health assistance centres (puskesmas pembantu), 28 mobile

health center, and 35 medical personnel / general practitioners, 6 dentists, 285

paramedic / midwives and 32 village midwives. With community participation

activities at the community level there are 1479 posyandu, and 3 Hospitals with a

capacity of 273 beds.

Majalengka Regency

Population density in Indramayu is around 971 people/km2 where the highest

density found in the Jatiwangi district (2032 people/km2), which includes urban

areas; this could potentially facilitate disease transmission through the air like

respiratory infection. Given the general land to be affected by the planned toll road

is agricultural land, in the dry season this has the potential to be dry and dusty.

EIA III-127

In Cirebon there are 6 hospitals (including RS Paru-Paru), 53 Public community

Health Centers (Puskesmas Umum), 63 community health assistance centers

(puskesmas pembantu), 44 mobile health centers, 137 medicinal centres and 7

maternity clinics. Health personnel include 168 general practitioners, 32 dentists,

570 general nurses, 34 dental nurses and 553 midwives.

Cirebon Regency

The most common disease is diarrhea (suspected cholera).

Source of clean water for the public is generally subscriptions to PDAM water and

ground water. In general the SPAL are there but not well integrated, thus

potentially causing puddles in the rain. Waste disposal systems are operated by

the sanitation workers, who transport and then dispose waste to landfill for open

dumping. It is also common that waste is not collected by sanitation workers, and

is instead burned.

3.6 SUMMARY

Cikampek - Palimanan Toll Road Development Plan is planned along ± 116.4 km,

starting from the Cikopo Toll (Jakarta-Cikampek) in Purwakarta Regency, to be

connected with the Kanci Toll (Pamanukan-Cirebon) in Palimanan, Cirebon

regency. In general, the toll roads is divided into 6 (six sections), each divided by

an Interchange (IC) which includes a vehicle access gate to be operated during

the later operational phase.

The environmental, physical chemistry, biology, social, economic and culture

conditions of each Section (STA) in the study area are described in Table 3.59 as

follows:

a. Section I

Section I starts from STA 91+500 to STA 118+550, from Purwakarta Regency,

Bungursari district, Cikopo village, to Subang regency, Kalijati district, Kaliangsana

village.

b. Section II

Section II starts from STA 118+550 to STA 129+750, from Subang regency,

District Kalijati, Kaliangsana village, until Subang regency, Cisaga village.

c. Section III

Section III starts from STA 129+750 to STA 158+450, from Regency Subang,

Subang district, Cisaga village, to Indramayu regency, Trisi district, Cikawung

EIA III-128

village (Cikedung 1C).

d. Section IV

Section IV starts from STA 158+450 to STA 177+350, from Indramayu regency,

Trisi district, Cikawung village, until Majalengka regency, Kertajati district,

Kertawinangun village.

e. Section V

Section V starts from STA 177+350 to STA 193+450, from Majalengka regency,

Kertajati district, Kertawinangun village, until Majalengka regency, Palasah district,

Sumberjaya village.

f. Section VI

Section VI begins from STA 193+450 to STA 207+900, from Majalengka regency,

Palasah district, Sumberjaya village, until Cirebon regency, Palimanan district,

Pegagan village.

EIA III-129

Table 3-58 Summary of Enviornmental Conditions of each Sec tion of the Toll Road

Component

Section I STA 91+500 s/d STA

118+550 (Purwakarta and

Subang)

Section II STA 118+550 s/d

STA 129+750 (Subang)

Section III STA 129+750 s/d STA

158+450 Subang and Indramayu

Section IV STA 158+450 s/d STA

177+350 (Indramayu and

Majalengka)

Section V STA 117+350 s/d

193+450 (Majalengka)

Section VI STA 193+450 s/d STA

207+900 (Majalengka and

Cirebon)

Air Quality

Sampling results are still under the Basic Quality of Government Regulation (PP) Decree no. 41 of 1999






Noise

Sampling results are above the Basic Quality of Government Regulation (PP) Decree no. 41 of 1999






River Water Quality

Sampling results are still below the standard of PP No.82/2001






Shallow Ground Water Quality

Levels of nitrate, hardness, total coliform, already exceeds the standard by the Minister of Health Regulation No. 416/Menkes/Per/IX/1990.

Levels of nitrate, hardness, total coliform, already exceeds the standard by the Minister of Health Regulation No. 416/Menkes/Per/IX/1990





Landslide Hazards

Potential of Landslide hazard

No Potential of Landslide hazard





Truncated River S. Ciherang, Cilandak, Cilamaya, Cisiluman, Kalijati, Pakuharja, Cicadas, Cibeunying, Cijengkol, Cibeletok, Cibuang, Ciburangrang, Ciracas,

S. Cilarangan, Cibodas, Ciginting, Cibening, Ciasem, Cidahu, Cipicung, Cipeujeuh, Cigaduh and Cigede.

S. Cikadeuplak+ped acc, Handiwung+ped acc, Cipulung+ped acc, Cibeureum, Cibogo, Cilamatan, Cibalakuya, Cipunegara, Cipapan,

S. Cipondoh, Ciluncat, Cipanas, Salurah alami, Cuyu and Cidudut.

S. Cilamaning+ped acc, Lebak+ped acc, Cimanuk, Cicadas, Cibuluh, Cilutung canal+ins road, Cibogor, Cibunut and Cibayawak.

S. Cikawangi, Ciporon small, Cibugang, Rawa, Ciranggon, Cikawung, Cikadongdong, Ciwaringin, Cikarang, Cieseeng, Winong, Caple

EIA III-130

Component



Subang)







Majalengka)





Cirebon) Kalijambe

Cikale, Cicadas, and Wadas.

Component



Subang)







Majalengka)





Cirebon)

Pembawa *) and S. Cicongok.

Cibuan, Cikandung, Cibiuk, Ciburial, Cipancu and Cipahit,

Land Use Area of paddy field irrigated 0.3 hectares, 40.2 hectares rainfed rice field; field is 9.6 ha, 6.0 ha unproductive land, vacant land 1.5 hectares, and forest area to reach 75.3 Ha

Irrigated paddy field 36.3 Ha; rainfed rice field 3.0; forest 25.8 Ha. Unused field and unproductive land.

Irrigated paddy field 13.5 Ha; rainfed rice field 17.7 Ha; field 5.4 Ha; unproductive land 28.5 Ha; forest 79.5 Ha, plantation 33.15 Ha.

Irrigated paddy field 35.1 Ha; field 2.4 Ha; unproductive land 8.1 Ha; forest 65.4 Ha. There is no rainfed rice field.

Irrigated paddy field 42.3 Ha, field 22.5 Ha, forest 12.3 Ha.

Irrigated paddy field 50.7 Ha, field 0.9 Ha, forest 9.1 Ha. There are no rainfed rice fields.

Vegetation Type Density per ha was 2430, with a frequency of taxa (s) 44, an index of diversity (H) 3390, H 'Maximum (In s) 3784, Equatabilitas index is 0.896.

Density per Ha was 2.450, with a frequency taxa (s) 43, diversity index (H) 3.390 H’ Maximum (In s) 3.874, Equatability Index is 0,886.

Density per Ha was 2.590, with frequency taksa (s) 43, indeks diversitas (H) 3.372, H’ Maksimum (In s) 3.705, Indeks Ekuatabilitas was 0,883.


Density per Ha was 2.330, with frequency taksa (s) 45 indeks diversitas (H) 3.452, H’ Maksimum (In s) 3.807, Indeks Ekuatabilitas was 0,907.


Fauna Type Many common insects, including Grasshopper, Dragonflies, Butterflies, Beetles, Bees, Flies, big,

Many common insects, including Grasshopper, Dragonflies, Butterflies, Beetles, Bees, Flies,





EIA III-131

Component



Subang)







Majalengka)





Cirebon) green flies, house flies, javelin, Mosquito. Amphibians in the form of frog

big, green flies, house flies, javelin, Mosquito. Amphibians in the form of frog





Component



Subang)





Section IV STA 158+450 s/d

STA 177+350 (Indramayu and

Majalengka)





Cirebon)

Many reptiles and lizard found. Birds / Aves are common: alap alap, Bentet, Cabak maltng, and Eagle bondol (each location observations), Kutilang, Kite, cuckoo, Swallow saliva and Swallow kusapi. Mammals encountered is the Rice Field Rat and grate

Many common Amphibians including Tree frog, Frog budug. For Reptiles Chameleon was encountered, Tree lizard, and Cicak fly. Many common Aves / Birds, including Kestrel, Bentet, Bird honey, Cabak mating, Cabean, Cipoh, Eagle bondol, Jog-jog, Kutilang, Kite, Prenjak, Pungguk, Sesap honey coconut, cuckoo, Wallet kusapi, Swallow saliva. Common Mammals were squirrel, Flying-Fox, Cecurut, Careuh,

Reptiles found: Lizard, Oray Python, Gray sacking, Oray shoots, Oray hejo, Oray khoros. Common Aves / Birds: kestrel, Bente, Cabak mating, Eagle bondol, Kutilang, Kite, Srigunting, cuckoo, Walt kusapi, swallow saliva, Quail and Lathe bush. Mammals found: Rice Field Rats and Grate.

Many insects found: grasshopper, Dragonflies, Butterflies, Beetles, Bees, Flies great, green flies, house flies, javelin, Mosquito. Many common amphibians: tree frog, Frog budug. Reptiles found: Chameleons, tree Cicak, Cicak fly. Aves / Birds often found: kestrel, Bentet, Bird honey, Cabak mating, Cabean, Cipoh, Eagle bondol, Jog-jog, Finch, kite,

Reptiles found: Lizard, Oray Python, Oray sacking, Oray shoots, Oray hejo, Oray khoros. Aves / Birds found: Kestrel, Bente, Cabak thief, Eagle bondol, Kutilang, Kite- Kite, Srigunting, cuckoo, Kusapi swallow, swallow saliva, Quail and Lathe bush. Mammals found: Rice Field Rat and grate

Reptiles found: Lizard, Oray Python, Oray sacking, Oray shoots, Oray hejo, Oray khoros. Aves / Birds found: Kestrel, Bente, Cabak thief, Eagle bondol, Kutilang, Kite-Kite, Srigunting, cuckoo, Kusapi swallow, swallow saliva, Quail and Lathe bush. Mammals found: Rice Field Rat and grate

EIA III-132

Component



Subang)







Majalengka)





Cirebon) grate and Walangkopo.

Prenjak, Pungguk, Sesap honey coconut, cuckoo, Wallet kusapi, swallow saliva.

Flora

Density per ha 2430, Frequency taxa (s) 44, Index

Density per ha 2690, Frequency Taxa (s) 45,


Density per ha 2330, Frequency taxa

Density per ha taxa (s) 44, Diversity Index (H) 3390


Component



Subang)







Majalengka)





Cirebon)

Diversity (H1) 3390, \ H'maksimum (In s) 3784, Ekuitabilitas Index (H7 H'maksimum) 0896.

Diversity Index (H ') 3362, H'maksimum (In s), 3807, Index Ekuitabilitas (H7 H'maksimum) 0883.

Diversity (H1) 3407, H'maksimum (In s) 3784, Index Ekuitabilitas (HV H'maksimum) 0900

Diversity (H1) 3452, H'maksimum (In s) 3807, Index Ekuitabilitas (HV H'maksimum) 0907

H'maksimum (In s) 3784, Index Ekuitabilitas (HV H'maksimum) 0896.

Diversity (H1) 3383, H 'maximum (In s) 3761, Index Ekuitabilitas (H '/ H'maksimum) 0899.

Plankton

S. Ciherang Phytoplankton: Total individu/3ml sample is 129, Total taxa 28, the Diversity Index H '=-E pi In pi amounted 2.20, while H-Max = Ln S is 3.33 and Equability (E) = H7H-max is 0.66.

S. Cilamaya Phytoplankton: Total individu/3ml sample is 167, Total taxa 29, Diversity Index H '= -E pi In pi is amounted to 2.87, while H-Max = Ln S is 3.37 and Equability (E) =

S. Cobodas Phytoplankton: Total individu/3ml sample is 759, Total taxa 26, Index Diversity H '=-E pi In pi amounted to 2.72, while H-Max = Ln

S. Ciasem Phytoplankton: Total individu/3ml sample is 348, Total taxa 21, Index Diversity H '=-E pi In pi amounted to 2.48, while H-Max = Ln S is

S. Cipanas Phytoplankton: Individu/3ml total sample is 358, Total taxa 18, Index Diversity H '=-E pi In pi is amounted to 2.03, while H-Max = Ln S is 2.89 and Equability (E) = H '/ H-

S. Cimanuk Phytoplankton: Total individu/3ml sample are 905, Total taxa 35, the Diversity Index H '=-E pi In pi amounted 2.80, while H-Max = Ln S is 3.56 and Equability (E) = H '/ H-

EIA III-133

Component



Subang)







Majalengka)





Cirebon) Zooplankton: Total individual/3ml sample is 69, Total taxa 20, Diversity Index H '=-E pi In pi is 2.41, while H-Max = Ln S is 3.00 and Equability (E) = H7H-max is 0.80.

H '/ H-max are 0.85. Zooplankton: Total individual/3ml sample is 160, Total taxa 13, Diversity Index H '= -E pi In pi is 1.98, while H-Max = Ln S is 2.56 and Equability (E) = H '/ H-max was 0.77

S is 3.26 and Equability (E) = H '/ H- max is 0.83. Zooplankton: Total individual/3ml sample is 49, Total Taxa 6, Diversity Index H '=-E pi In pi is 0.98, while H-Max = Ln S is 1.79 and Equability (E) = H '/ H- max is 0.55.

3.04 and Equability (E) = H7H- max is 0.81. Zooplankton: Total individual/3ml sample is 557, Total taxa 25, Index Diversity H '=-E pi In pi is by 2.23, while H-Max = Ln S is 3.22 and Equability (E) = H7H- max is 0.69.

max are 0.70. Zooplankton: Individual/3ml total sample is 58, Total taxa 15, Index Diversity H '=-E pi In pi is 2.23, while H-Max = Ln S is 2.71 and Equability (E) = H '/ H-max are 0.82.

max is 0.79. Zooplankton: Total individual/3ml sample is 277, Total taxa 14, the Diversity Index H '=-E pi In pi amounted 1.78, while H-Max Ln S is 2.64 and Equability (E) = HVH-max is 0.67.

Component



Subang)







Majalengka)





Cirebon)

Benthos Total individu/3ml sample is 16, Total taxa 4, Diversity Index H '=-E pi In pi amounted to 8.82, while H-Max = Ln S is 1.39 and Equability (E) = HVH-max is 0.58.

Total individu/3ml sample is 4, Total taxa 3, Index Diversity H '=-E pi In pi is at 1, 04, while H-Max = Ln S is 1.10 and Equability (E) = HVH-max are 0.95.

Total individu/3ml sample is 2, Total Taxa 2, Diversity Index H '=-E pi In pi is amounted to 0.69, while H-Max = Ln S is 0.69 and Equability (E) = HVH- max is 1, 00.

Total individu/3ml sample is 25, Total Taxa 6, the Diversity Index H '=-E pi In pi is 1.41, while H-Max = Ln S is 1.79 and Equability (E) = HVH-max is 0.79.

Individu/3ml total sample is 17, Total taxa 5, Diversity Index H '=-E pi In pi is 1.41, while H-Max = Ln S is 1.61 and Equability (E) = HVH-max was 0.87.

Total Individu/3ml total sample is 69, total 20 taxa Diversity Index H '=-E p In pi is 2.41 while H-Max = Ln S is 3.00 and Equability (E) = HVH-max are 0.80.

Irrigation Channel Cut by Toll Road

STA 103+304, STA 115+314, STA 11 8+541.

STA 120+854, STA 121+160, STA 123+250, STA

STA 130+059, STA 130+085, STA 130+231, STA 130+261, STA 130+

STA 178+159, STA 179+064, STA 179+930, STA 180+260, STA 182+180, STA 185+345

STA 193+333, STA 94+066, STA 194+125 STA 194+903, STA

EIA III-134

Component



Subang)







Majalengka)





Cirebon) 123+696, STA 124+813, STA 125+584, STA 125+712, STA 125+840, STA 126+716, STA 128+040, STA 128+253, STA 129+046.

756, STA 132+346, STA 134+522, STA 135+154, STA 136+983.

STA 185+672, STA 185+800, STA 186+180, STA 186+478, STA 186+715, STA 186+975 STA 187+345, STA 187+345, STA 188+385, STA 188+480, STA 189+020, STA 189+345 STA 192+111, STA 192+355, STA 192+680, STA 193+050

195+047, STA 195+163 STA 195+216, STA 195+655, STA 195+848 STA 195+942, STA 196+586, STA 196+827 STA 197+208, STA 197+729, STA 197+844 STA 197+982, STA 199+408, STA 199+556 STA 199+561, STA 199+782, STA 199+928 STA 201+881, STA 202+363, STA 202+809 STA 203+120, -,STA 202+525, STA 203-833 STA 204+253, STA 205+472, STA 205+596, STA 205+744, STA, 205+806, STA 206+387, STA 206+449, STA 206+743, STA 207+012.

Component



Subang)







Majalengka)





Cirebon)

Population Residents affected by the Residents affected by the project: 164

Residents affected by the project: 216

Residents affected by Residents affected by the project: 450

Residents affected by the project: 458

EIA III-135

project: 230 households.

households.

households.

the project: none.

households.

households.

Manpower Requirement / Section

During construction labor needs to reach 250 people, divided into 10% of the elements of the project owner / owner, as much as 10% for the regulatory element as an expert medium and 80% for the element of the contractor for labor experts and rough.

During construction labor needs to reach a 50 people, divided into 10% of the elements of the project owner / owner, as much as 10% for the regulatory element as an expert medium and 80% for the element of the contractor for labor experts and rough.




During construction labor needs to reach 150 people divided into 10% and the element of the project owner / owner, as much as 10% for the regulatory element as an expert medium and 80% for the element of the contractor for labor experts and rough.

Frequency Job Seekers / Regency

A total of 15,595 people in the district of job seekers. Purwakarta, 53.76% of whom were women. From the frequency of these, 46.77% working women searching for jobs have high school education level.

A total of 9532 people in the district of job seekers. Subang, 33% of them graduated from junior high and high school as well.

A total of 17,453 people in the district of job seekers. Indramayu 46% of them are high school graduates.

As many as 16,170 people jobseekers, with the level of early education from primary to vocational Gantar and Trisi as many as 3715 people with various levels of education SLIP.

Registered job seekers reached 829 people, consisting of 500 women and 329 men.

Registered job seekers reach 1,292 people consisting of women and men with an average education level of junior high and high school.

EIA III-136

Component



Subang)







Majalengka)





Cirebon)

Religion

Percentage population Muslim in Purwakarta Regency amounted to 98.98%; temporary resident Catholic Christian 0.21%; adherent Protestant Christianity amounted to 0.73%; Hindu 0.02% and Buddhist 0.06%.

In Regency. Subang frequency Muslim population is majority that is as much as 99.74%; followed by 0.012% Catholic faiths; Christian religions Protestant registration 0.013% and the remaining adherent Hindu religion and Buddhist.

Indramayu Moslem population of 1,691,185 people, followed the soul 4762 Protestant, Catholic soul 1647, soul 142 Hindu, Buddhist and Confucian soul 18 232 inhabitants.

The majority of the population in Indramayu Regency are Muslims with as many as 1,691,185 souls followed by Protestant residents at 4762 souls, Catholic 1647 souls, Hindu 142 soul, the soul of Buddha 232, and Confucian 18 souls

A total of 99.75% of the population in Majalengka Regency embrace Islam, as many Protestant Christian faiths 1.28%, adherents of the Catholic religion as much as 0.08%, the rest Hindu and Buddhist religions total 99,710 residents

A total of 99,710 residents of Cirebon embrace Islam, Protestants, adherents at 0.16%, Catholic religion 0.09%, Hindu religious adherents 0.02% and adherent Buddhist 0.02%.

Agriculture

The total area irrigated paddy fields 0.3 hectares; rain fed paddy field 40.2 ha of; field is 9.6 ha; 6.0 hectares of not productive soils, vacant 1.5 ha and forest area reached 75.3 ha.

Area of paddy field area irrigation reaches 36.3 ha; rainfed paddy field 3.0 ha and forest 25.8 Ha. Not found field or farm

Area of paddy field area irrigation of 13.5 hectares, 17.7 hectares rainfed rice field; field is 5.4 ha; unproductive 28.5 ha and forest reached 79.5 ha,

land area of paddy field area irrigation of 35.1 hectares; field is 2.4 ha, 8.1 ha unproductive land, and forest to reach 65.4 Ha. There is no rainfed rice field.

total area irrigated paddy field is 42.3 Ha, 22.5 ha field and forest an area of 12.3 ha

The total area irrigated paddy fields covering an area of 50.7 ha, 0.9 ha field and forest of 9.1 ha. There is no rain-fed paddy field

EIA III-137

Component Section I STA 91+500 s/d STA

118+550 (Regency. Purwakarta

and Subang Regency)


STA 129+750 (Regency Subang)


158+450 Regency Subang and Regency Indramayu


STA 177+350 (Regency Indramayu

and Regency Majalengka)


193+450 (Regency Majalengka)


207+900 (Regency Majalengka and Regency Cirebon)

Fishery

In Regency Purwakarta, Bungursari, fisheries activities in paddy fields totalled 26 ha with production of 0.70 tons; calm water in the pool area 3.54 ha and in the general waters area of 16.50 ha. In Cempaka district, fisheries activities in paddy field area of 32 ha; in calm water area 20.5 ha and in the waters general area of 59.15 ha.

Fishing activity in the study area not too considering the dominant location of study area which is not too close fisheries potential.

Fisheries activities in study area is not this dominant visible of the absence of data area and production and data supporter of activity in the sector within the territory study.

Viewed from topography, Majalengka Regency not have marine fisheries, aquacultural production in 2006 was dominated by place of business calm pool of water with the production of 3,327.09 tonnes.

Area of land for pond freshwater fishery in the district Ciwaringin 0.425 ha, in Gempol district 1.52 Ha, and in the district of Palimanan 1.294 Ha.

Industrial & Trade

Purwakarta Regency, Industry large / medium in spread on 9th District and concentrated on industrial centers, such as districts Tegalwaru and Plered and industrial areas in Bukit Indah town, Bungursari district. Plered and Tegalwaru are industrial centers

composition, the unit based business investment status capital ie 7 PMA 12 Domestic, 16 Non company facilities, 1462 formal small industry and 8994 industry small non-formal.

In Indramayu Regency industrial sector is one sectors of society now in great demand as a means of trying in the era of regional autonomy. This situation can be seen from the increased frequency of large industrial enterprises, medium businesses recorded 35 of about 330 companies that promoted by labour department

Frequency big industry in the regecny of Majalengka many as 10 companies and medium industries as many as 344 companies. When views of its kind, large industrial / medium which is 89.93% is the tile industry.

Regency. Cirebon has speciality of the industry excavation of goods not metal and rattan industry by looking at the results non oil exports owned by Regency Cirebon other than batik, embroidery threads and fisheries (frozen shrimp).

Regional Issues/Concerns

Most of the people are farmers. There is concern

Replacement trees felled and replacement

The impact of toll roads is the effect on

Given the vast amount of paddy fields affected

One important issue that must be anticipated

EIA III-138

community against problem of liberation land due to land release agriculture resulted in their income be reduced where productivity results agriculture partly become lost.

standards tree needs to get clarity with involve community formulate change loss. Given the vast amount of paddy fields affected exemption, then some farmers be affected impact of lost their livelihoods

economic growth in the lane artery that becomes income decline, declining land prices, etc. Economic activity that exists in some lines include stalls, shops, restaurants and others.

by the exemption, so some farmers will be affected lose their livelihoods. In addition, the exemption of agricultural land can also reduce the productivity results agriculture in the region.

against the plan highway construction Cikampek - Palimanan is the issue of liberation land. Pembeba rejection problem of land-san is especially true in the boarding area Babakan Ciwaringin Cirebon Issues raised not to the aspect development plan highways, but there release plan crossing or crossing land boarding them.

Social Cultural

Customary activities such as marriage, circumcision, death, down to paddy field, harvest, build houses, appointment of leaders society, and nature mutual help community until now now there are many there among village community. This situation is supported therefore this area has long been open relationship with the region outside and the level education relative height and mobility between population is more dynamic.






EIA III-139

Socioeconomic Type of work is grouped in 8 category, namely (a) farmers, (B) traders, (c) Employees, (d) civil servants (e) self-employed, (f) workers, (g) carpenters, (h) teachers, (i) Other. category type of work owned by respondents simply vary so range of livelihood is adequate describing reality social in the region. The largest respondent is a farmer registration; followed by traders; entrepreneur; etc. and labor.

Type of work is grouped in 8 category, namely (a) farmers, (B) traders, (c) Employees, (d) civil servants (e) self-employed, (f) workers, (g) carpenters, (h) teachers, (i) Other. category type of work owned by respondents simply vary so range of livelihood is adequate describing reality social in the region. Respondents largest as farmers registration; merchants; self-employed and others.

Type of work is grouped in 8 category, namely (a) farmers, (B) traders, (c) Employees, (d) civil servants (e) self-employed, (f) workers, (g) carpenters, (h) teachers, (i) Other. category type of work owned by respondents simply vary so range of livelihood is adequate describing reality social in the region.

Type of work is grouped in 8 category, namely (a) farmers, (B) traders, (c) Employees, (d) civil servants (e) self-employed, (f) workers, (g) carpenters, (h) teachers, (i) Other. category type of work owned by respondents simply vary so range of livelihood is adequate describing reality social in the region. The largest are the main respondent most farmers, traders, self-employed etc. and labor.

Type of work is grouped in 8 category, namely (a) farmers, (B) traders, (c) Employees, (d) civil servants (e) self-employed, (f) workers, (g) carpenters, (h) teachers, (i) Other. category type of work owned by respondents simply vary so range of livelihood is adequate describing reality social in the region.

Type of work is grouped in 8 category, namely (a) farmers, (B) traders, (c) Employees, (d) civil servants (e) self-employed, (f) workers, (g) carpenters, (h) teachers, (i) Other. category type of work owned by respondents simply vary so range of livelihood is adequate describing reality social in the region. Respondent's main job is as a farmer of the largest registration, traders, entrepreneurs and others work as laborers.

Land ownership

78.8% owned, leased 4.2% and others 17.0%.

Own 87%, lease 2.1% and Another 10.9%.

Own 89.7%, lease 2.4% and 7.9% other

Own 80.6%, rent 2.3% and others 17.1%.

Own 78.4%, 3.2% rental and others 18.4%.

Own 79.2%, rental 2.2% and other 18.6%.

Respondents Opinions About Toll Road

Agree on implementation highway construction as much as 92% and not agree 8.0%






Compensations Compensation shall be in accordance with the agreement, and indemnity coverage among others to land, buildings, plants and other assets. Payment of compensation

Compensation shall be in accordance with the agreement, and indemnity coverage among others to land, buildings, plants and other assets.




Compensation shall be in accordance with the agreement, and indemnity coverage among others for building soil, plants and other assets.

EIA III-140

shall begin immediately after an agreement is reached. Form 87% cash compensation, replacement land and other 10.2% 2.8%

Payment of compensation shall begin immediately after an agreement is reached. Form of cash compensation of 90%, land replacement and other 5.2% 4.8%

Payment of compensation shall begin immediately after an agreement is reached. Form 93% cash compensation, replacement land 1.2% and 5.8% other.

Payment of compensation shall begin immediately after an agreement is reached. Form 89% cash compensation, replacement land and other 4.1% 6.9%

Payment of compensation shall begin immediately after an agreement is reached. Form of cash compensation 88.7%, 2% of land replacement and other 9.3%.

Payment of compensation shall begin immediately after an agreement is reached. Form 95% cash compensation, replacement land 2.4% and 2.6% other.

Community Consultation Results

Community Consultation Results highway construction plan will result in reduced economic activity, especially along arterial roads Cikampek-Cirebon.The presence of Toll Road Development Cikampek-Palimanan is expected to help the unemployment problem in the region

Community Consultation Results highway construction plan will result in reduced economic activity, especially along arterial roads Cikampek-Cirebon.The presence of Toll Road Development Cikampek-Palimanan is expected to help the unemployment problem in the region

Community Consultation Results highway construction plan will result in reduced economic activity, especially along arterial roads Cikampek-Cirebon. The presence of Toll Road Development Cikampek-Palimanan is expected to help the unemployment problem in the region

Community Consultation Results highway construction plan will result in reduced economic activity, especially along arterial roads Cikampek-Cirebon. The presence of Toll Road Development Cikampek-Palimanan is expected to help the unemployment problem in the region

Community Consultation Results highway construction plan will result in reduced economic activity, especially along arterial roads CikampekCirebon. The presence of Toll Road Development Cikampek-Palimanan is expected to help the unemployment problem in the region

Problem of land acquisition is particularly the case in the boarding school pesantren in Babakan Ciwaringin Cirebon. Rejection done because according to the toll road plan that will take the land area of 30 hectares and over pesantren complex.

Condition of Village Road Facilities & Infrastructure

STA 89 139 + Cable PLN 90 340 Interchanges Sdang STA, STA Sdang Railways 91 356 + Cable Telkom, Province / National Road STA 91 552 + + Telkom, PLN, PDAM, STA County Road 98 632 PLN + Cable + Cable Telkom sd / STA 123 670 there is a cable PLN + Telkom.

Village Road STA 119 130 + Cable PLN, Subang Interchanges 129 310 STA, STA and STA 27 212 126 122 Gas Pipeline Pertamina, County Road 129 310 STA.

Provincial Road 130 044 STA, Provincial Road STA 130 044 PLN + Cable + Cable Telkom, STA County Road 149 742 PLN + Cable + Cable Telkom

Interchanges kalijati STA 178 400 PLN + Cable + Cable Telkom

Village Road STA 180 169, County Road 187 290 STA

STA 195 952 PLN and Telkom have cable, there are 196 496 Gas Pipeline STA, STA 197 399 Village Road until there is 201 096 STA PLN and Telkom cables, gas pipes there is 202 255 STA, STA Palimanan Interchanges 205 575 + Pipe + pipes PLN PDAM

EIA III-141

Public Health conditions

Environmental Sanitation in the area is viewed from the ownership of toilet and Waste Water Management System as a means family waste management and RT, respectively 60% and 57.6%. while awareness to improve housing conditions in accordance with the criteria of a healthy home reaches 60%. Source of clean water for drinking water generally subscribe to PDAM water and when not to use ground water, source water use comes from the river water.

Environmental sanitation in this area seen from the ownership of toilet and Waste Water Management System (SPAL) as a means of management of the family or household waste. Mediumkan keadaran to improve housing conditions in accordance with the criteria of a healthy home reaches 72%. Source of clean water for drinking water generally subscribe shallow ground water and river water and spring water.





Source : Summary from Consultant’ 2008.

EIA IV-1

Chapter IV

SCOPE OF STUDY

4.1 SCOPING RESULT

The result of scoping has been done previously at the time of preparing the KA-

ANDAL as described in Figure 4.1 “Diagram of Impact Scoping Process for the

Cikampek-Palimanan Toll Road Development”. Furthermore, the impact

forecasting study identified two effects that were originally in the KA-ANDAL,

including one impact of hypothetical importance, but after the re-examination it

was found not to be a priority or significant impact that should be studied further.

Both impacts are:

a. The emergence of land speculators

Understanding the mechanism for land acquisition based on Presidential

Regulation No. 36 Jo. No. 65 Year 2006 on Land Procurement for the

implementation of Development for Public Interest, it will be difficult for the

emergence of opportunities for land speculators. This is considering the phasing of

land acquisition activities under Presidential Regulation which are very clear and

tight, where the presence of TPT and P2T observe the process of land acquisition.

The phasing is as follows:

Phase I: Approval and request location

Phase II: Dissemination, inventory and Land Price Assessment Team

Phase III: Deliberation and Normative List

Stage IV: Payment and Release of Rights Letter (SPH)

Phase V: UGR Custody Court

b. The emergence of public disappointment about the land compensation values

Based on Presidential Regulation No. 36 Jo. No. 65 In 2006, the value of

compensation is to be based on two aspects:

EIA IV-2

1. Local market price based on the real price recommendations by the Land

Price Appraisal Team.

2. Discussions/consultations

Therefore the land acquisition prices are expected to comply with the regulations

and agreements with the community. In the event of a dispute this will be resolved

legally. Thus the land compensation values must be a collective agreement that is

acceptable by all parties.

4.2 SCOPE OF STUDY AREA

The scope of the study area boundary is required in order to focus the assessment

on an object of study from a particular area. The study area boundaries identified

below are the result of the study undertaken as displayed in Figure 4.2.

1. Project Boundaries

Project boundaries are namely the scope of where the project activities will be

carried out during pre-construction, construction, and operation. This project

boundary includes a 60m wide ROW along ± 16.4 km.

2. Ecological Boundaries

Ecological limits are set based on the distribution of impacts through air and noise

(± 200m left and right of way), and water in the vicinity of the location within a

radius of 500m. Field observations indicated that the distribution of pollutants and

direction of emissions are parallel with the road, because of the influence of

movement caused by the flow of traffic. These limits are also based on the

forecasted distribution of vehicle emissions to air and water, which is an ecological

boundary.

3. Social Boundaries

Social boundaries are the space around the activity site and footprint, where social

interactions are based on the socio-economic and cultural dynamics of the

community groups. These groups are expected to experience a fundamental

change because of the development activities of the Cikampek-Palimanan toll

road. The major and significant impacts on the social component have been taken

into consideration when identifying the social boundaries, of which they include:

• Loss of property rights / land tenure, livelihoods and reduced incomes that

will lead to the increase in dissociative processes due to land acquisition

EIA IV-3

activities.

• Dependent comfort and increased risk of disease due to increased air and

noise pollution impacts.

• Disruptions to socioeconomic mobility due to project activities.

4. Administrative Boundaries

Is the space where people are free to conduct socio-economic and socio-cultural

activities in accordance with laws and regulations in force in the region; in this

case the administrative boundaries include the areas described in Table 4.1

below.

Table 4-1 Adminis tration Boundaries of the Pro ject No. Regency District VIllage

1 Purwakarta

Bungursari

Campaka

Cibatu

Cinangka,Cikopo

Cimahi, Cisaat

Kertamukti

Karyamekar

Cipasungsari

2 Subang

Pabuaran

Cipeundeuy

Kalijati

Purwadadi

Pagaden

Subang

Cipunagara

Cibogo

Karangmukti

Wantilan, Sawangan

Marengmang

Kaliangsana, Batusari

Wanakerta

Balingbing,

Sumurgintung, Gembor

Jabong, Sukamelang

Cisaga

Wanasari

Cibogo, Pada Asih

Sumur Barang

EIA IV-4

No. Regency District VIllage

3 Indramayu Gantar

Trisi

Bantar Waru, Sanca

Cikawung

4 Majalengka

Kertajati

Dawuan

Jatiwangi

Ligung

Palasah

Sumberjaya

Mekarjaya, Palasah

Kertawinangun

Sukawana

Pasir Melati, Balida

Mandapa

Jatiwangi, Surawangi

Jatisura, Ciborelang

Beusi, Tegal Aren

Cisambeng, Majasuka

Bongas Kulon

Bongas Wetan

Panjalin Lor

Panjalin Kidul

5 Cirebon

Ciwaringin

Gempol

Palimanan

Budursora, Babakan

Ciwaringin, Galagamba

Kedung Bunder,

Kempek

Pejagan

EIA IV-5

Figure 4-1 Diagram of Impact Scop ing Proces s fo r the Cikampek-Palimanan Toll Road Development

EIA V-1

Chapter V

FORECASTING SIGNIFICANT IMPACTS

5.1 FORECASTING IMPACTS

The hypothetical impacts for the Cikampek-Palimanan Toll Road Development

Project pre-construction, construction and operational activities were identified and

used to forecast the predicted significant impacts of the Project. The hypothetical

impacts identified during the previous scoping exercise have been narrowed down

to the following predicted significant impacts:

5.2 PRE-CONSTRUCTION PHASE

Impacts forecasted during the pre-construction phase occur along the route

determined by the Governor of West Java Province. The size and land use of land

that will be acquired by the Project can be seen in Table 2.5 (Chapter 2).

Most of the land to be impacted by the Cikampek-Palimanan toll road is

agricultural land (irrigated rice fields) and HGU controlled by large companies

(such as forestry companies). Community-owned land generally is a mixture of

garden land and vacant land controlled by the community population. Residents

who reside near the planned toll route but who were not resettled are generally

located where the planned toll route intersects with national/regional roads. The

number of people directly affected by the project is as follows:

1. Section I, as many as 230 households

2. Section II, as many as 164 households

3. Section III, as many as 216 households

4. Section IV, none

5. Section V, as many as 454 households

6. Section VI, as many as 454 households

As previously described in the scoping results, pre-construction stage activities

that will have impacts are the surveys and measurements of the planned toll road

route, and land acquisition activities. Impacts expected to arise are as follows:

EIA V-2

a. The emergence of community unrest

The planned locations that the Cikampek-Palimanan Toll Road Development

Project will fall in include Purwakarta, Subang, Majalengka, Cirebon and

Indramayu Regencies in West Java, starting from Cikampek (Sta. 91+500)

extending up to Palimanan area (Sta. 207+000). In general, the planned width of

the toll road (ROW) is about 60 m. The toll road segments that will involve

excavation (deep cuttings), will have a rumija width of 100 m. Therefore

construction of this toll road will need ±765.6 ha of land.

Activities that pose a significant impact during the pre-construction phase include:

1) Surveys and measurements to determine the planned road alignment/route

which are needed for technical planning and to determine the extent of

land and buildings that need to be acquired.

2) Acquisition of ±765.6 ha of land, consisting of yard/garden areas,

settlements, rice fields, houses, bush land, forest and mixed

farms/gardens.

- There will be cases of partial acquisition of farming/community land that

will cut the existings plots.

The partial acquisition (cutting) of land does not pose a problem for those

landowners with large/vast plots, but does for those landowners/farmers

who have relatively narrow or small land.

These issues can lead to further problems such as implementation/work delays,

social unrest and/or poor public perceptions of the project.

At the time that the community preferences survey was undertaken, the land and

building owners/users to be affected by the project claimed to be concerned,

particularly over the possibility of losing their source of livelihood and the

possibility that they may not receive sufficient or satisfactory compensation.

However, the survey respondents claimed that they had no objection to the project

land acquisition if they were provided with “appropriate compensation for both land

and buildings”. This clearly indicates that there has been previous unrest among

the local land/buildings owners and users. This social dissociative process impact

is expected to be addressed through socializations, which if not conducted

properly can potentially turn the social dissociative process into open community

unrest.

EIA V-3

From this description, it can be concluded that the potential impact of social unrest

is quite large, considering that the original quality of the social environment which

was classified as good (no anxiety), became worse because of the dissociative

process where local residents expressed their anxieties and issues of unrest

openly. The number of people expected to be affected by this spread of negative

anxiety and unrest in this region is relatively small considering the size of the

project area (Section I, II, III, V, VI). However, this can have cumulative impacts

when combined with the impacts caused by other activities (such as land

procurement/acquisition), and can in turn lead to the emergence of social conflicts

that could disrupt social safety and security, and could be of such an intensive-

scale to hinder the implementation of the project. Therefore, the nature of this

impact on the social-cultural component is considered significant negative (B /-P).

b. The emergence of social conflict

The planned Cikampek-Palimanan toll road development faces an obstacle in the

form of rejection of the land acquisition plan, particularly around the Babakan

Ciwaringin islamic boarding school. Various responses and reactions opposing the

land acquisition plan have been raised several times primarily by the boarding

school community. This issue requires special attention by both government and

the project proponent in order to obtain a solution. This issue has nothing to do

with rejection of the Cikampek-Palimanan highway construction, it involves the

planned route and proposed land acquisition. As such it is expected that an

alternative route must be proposed that does not pass through or interfere with the

boarding school area.

This problem needs to be examined properly in order to avoid the emergence of

social conflict. This impact is expected to arise from the technical planning and

environmental surveys and the inventories and measurements for the land

procurement/acquisition process. The community preference survey results

indicated that the respondents did not object to the planned toll road in general, as

long as the land acquisition does not relocate or disrupt the activities of the

boarding school. If this issue is not handled properly, it has the potential to turn the

dissociatve process of dissociative into open social conflicts.

From this description it can be concluded that the potential impact of rejection of

land acquisition in the boarding school area will worsen the existing social

EIA V-4

environment (which is classified as good (no anxiety) under normal conditions)

due to the escalation of the social dissociative process into conflicts expressed by

the residents. The number of people expected to be negatively affected is

relatively small over the entire project region (Section I, II, III, V, VI). However, this

impact is also cumulative when combined with the impact of other activities (such

as land procurement/acquisition), and in turn can lead to the emergence of social

conflicts that could disrupt local security and order (kamtibmas), and could be of

such an intensive-scale to hinder the implementation of the project. Therefore, the

nature of this impact on the social-cultural component is considered significant negative (B /-P).

c. Reduced community income

While land acquisition activities will affect housing and buildings, land acquisition

will also affect community farms/plantation/gardens where the majority of plants in

the region are crops of economic value and serve as a source of income for the

community. The acqusition of plantation/crop/farm land will certainly eliminate a

source of livelihood for those families and in turn reduce the income level of locals.

The acquisition of plants of economic value will occur mainly where the toll road

route passes through commercial production land, such as coconut plantations. As

a result of this land acquisition the plantations will be narrowed/reduced resulting

in an income decline.

This impact can be categorized as large, considering those with a previous source

of livelihood and income will have this source lost due to project land acquisition.

However, the provision of compensation for income-generating land is expected to

be diverted by the receipients into new productive assets that can be used to

generate income.

Similar to the impact on economic activities, the number of people expected to be

affected by this project impact are also limited as they are not dispersed throught

the whole project area (Section I, II, III, V, VI), they are limited to a small area.

Nevertheless, the impact is considered significant negative (B /-P), due to the

following considerations:

• Greater intensity of impact due to the loss of livelihood and income which

will greatly affect the socio-economics of the affected population;

• Impact is time consuming, as more than one stage is needed for the land

acquisition plan, and the process can drag on if mitigation is not conducted

EIA V-5

properly;

• Impact can result in a derivative form of anxiety about the future of the

affected people’s lives, which will accumulate with the impact of emerging

community unrest that can lead to social conflict.

5.3 Construction Phase

Impacts on the environment during the construction phase originate from two main

activities: preparatory works and construction implementation. Preparatory works

include the mobilization of labour, mobilization of heavy equipment, construction

and operation of base camps, and the procurement of materials. Construction

implementation works include the maintenance/cleaning of the RUMIJA toll and

entry lanes, transportation of materials and equipment, preparation of subgrade

soil, excavation, and preparation of embankments, preparation and installation of

foundations and pillars, bridge work, bridge construction, construction of pavement

layers, auxiliary building works (drainage/culverts etc.), and disposal.

The environmental impacts that have been forecasted to occur during the

construction phase are described as follows:

5.3.1 Impacts on Physical-Chemical Components

a. Reduced Air Quality

Gas emissions that are predicted to occur in the construction phase of the project

will originate from heavy vehicles (dump trucks, water tanks, truck mixers, etc.)

used during construction of the Cikampek-Palimanan toll road. These have been

analyzed using the Gauss type of source modeling of the area with the help of

SCREEN 3 USEPA software. Construction activities that could potentially lead to

decreased quality of air are due to increased exhaust emissions and dust particles

originating from the following activities:

1. Mobilization of heavy equipment and materials

Mobilization of heavy equipment and materials such as bulldozers, excavators,

wheel loaders, motor graders, prime movers, tire rollers, tandem rollers, water/full

tank trucks, dump trucks, pick ups and concrete mixers cause air quality

degradation. The results of the modeling of CO, HC, NO2 and SO2 concentrations

and maximum dust as a result of mobilization of heavy equipment/materials at a

EIA V-6

distance of 77 m are stated in Table 5.1. The safe distance from these emission

sources to meet the quality standards for the CO starts at 1000 m, while the safe

distance to meet the NO2 quality standards begins at 1900 m. For the SO2 and HC

parameters the safe distance from these emission sources to meet the quality

standards begins at 50 m. The safe distance to meet the dust quality standards

begins at 2000 m. The modeling results indicate that the magnitude of this impact

is large and it can be categorized as negative.

Table 5.1 Estimated Maximum Concentration (ug/m3)

Due to Mobilization Activities At 77 m distance

Location C max at 77m distance

CO

HC

N02

S02

Dust

U1

3954

1162

6364

965

3441

U2

4183

1152

6374

965

3436

U3

3954

1160

6374

965

3397

U4

4297

1152

6305

965

3396

U5

3839

1166

6312

965

3379

U6

3952

1132

6270

965

3374

U7

4068

1132

6328

965

3402

U8

4412

1132

6306

965

3357

U9

4412

1162

6234.1

965

3402

U10

4526

1184

6327

965

3505

Source: measurement, 2008

2. Operation of the base camp

Operation of the base camp will greatly affect the air quality conditions around the

base camp area, especially if the placement of the base camp is less than 200 m

from existing residential locations. The operation of generators and the

mobilization of water tanks and pickup trucks will cause air quality degradation.

Modeling results of CO, HC, NO2, SO2, and dust concentrations at a distance of 77

m are shown in Table 5.2. The safe distance from these emission sources to meet

the quality standards for CO begins at 50 m, whereas the safe distance to meet

HC quality standards starts at 200 m. The safe distance from these emission

EIA V-7

sources to meet the quality standards for NO2 begins at 700 m. The safe distance

to meet SO2 quality standards begins at 50 m. The safe distance to meet dust

quality standards begins at 500 m. The magnitude of this impact is thus

categorized as moderate negative.

Table 5-1 Es timated Maximum Concentra tion (ug/m 3) Due to Bas ecamp Operation Activities At 77 m dis tance


CO

HC

N02

S02

Dust

U1

1106.8

224.9

1483

31.122

593.7

U2

1335.8

214.9

1493

31.122

588.7

U3

1106.8

222.9

1493

31.122

549.7

U4

1449.8

214.9

1424

31.122

548.7

U5

991.8

228.9

1431

31.122

531.7

U6

1104.8

194.9

1389

31.122

526.7

U7

1220.8

194.9

1447

31.122

554.7

U8

1564.8

194.9

1425

31.122

509.7

U9

1564.8

224.9

1353.1

31.122

554.7

U10

1678.8

246.9

1446

31.122

657.7


3. Subgrade preparation

Land clearing and preparation of subgrade at the project site will use bulldozers,

excavators, concrete breaker, dump trucks, and pick ups. These activities and the

equipment used will degrade air quality by elevating levels of dust and gaseous

pollutants. Modeling of CO, HC, NO2, SO2, and dust concentrations found at a

distance of 77 m from these activities are shown in Table 5.3. The safe distance

from these emission sources to meet the quality standards for CO begins at 50m;

the safe distance for HC is 500m; the safe distance for NO2 is 1000m; the safe

distance for SO2 is 50m; and the safe distance for dust is 1000m. The magnitude

of this impact is thus categorized as large negative.

EIA V-8

Table 5-2 Es timated Maximum Concentra tion (ug/m3) Due to Subgrade Prepara tion Activities At 77 m dis tance


(ug/m3) CO

HC

N02

S02

Dust

U1

2263

594.1

4300

425.5

3534

U2

2492

584.1

4310

425.5

3529

U3

2263

592.1

4310

425.5

3490

U4

2606

584.1

4241

425.5

3489

U5

2148

598.1

4248

425.5

3472

U6

2261

564.1

4206

425.5

3467

U7

2377

564.1

4264

425.5

3495

U8

2721

564.1

4242

425.5

3450

U9

2721

594.1

4170.1

425.5

3495

U10

2835

616.1

4263

425.5

3598


4. Excavation and embankment work

Soil excavation and embankment work is expected to significantly contribute to a

decline in air quality because the volume of this activity is very large. An increase

in emissions of gas pollutants will occur as a result of the operation of heavy

equipment to flatten and pack the soil. Emission sources include excavators, prime

movers, dump trucks, and pick ups.

Modeling of CO, HC, NO2, SO2, and dust concentrations found at a distance of 77

m from these activities are shown in Table 5.4. The safe distance from these

emission sources to meet the quality standards for CO begins at 50m; the safe

distance for HC is 400 m; the safe distance for N02 is 1000 m; the safe distance

for SO2 is 50 m; and the safe distance for dust is 1000 m. The magnitude of this

impact is thus categorized as large negative.

Table 5-3 Es timated Maximum Concentra tion (ug/m3) Due to Excavation and Embankment Activities At 77 m dis tance


(ug/m3) CO

HC

N02

S02

Dust

U1

1700

428.5

3382

323.9

3458 U2

1929

418.5

3392

323.9

3453

U3

1700

426.5

3392

323.9

3414 U4

2043

418.5

3323

323.9

3413

U5

1585

432.5

3330

323.9

3396 U6

1698

398.5

3288

323.9

3391

U7

1814

398.5

3346

323.9

3419 U8

2158

398.5

3324

323.9

3374

EIA V-9


(ug/m3) CO

HC

N02

S02

Dust

U9

2158

428.5

3252.1

323.9

3419 U10

2272

450.5

3345

323.9

3522


5. Road and pavement works

Road and pavement works will involve the operation of heavy equipment, among

others: concrete pump, generator, concrete breaker, grinder, motor graders,

stamper, concrete vibrator, asphalt mixer, plan, asphalt finisher, prime over, tire

rollers, tandem rollers, water/full tank trucks, dump trucks, pick-ups and concrete

mixers. Impacts will include air quality degradation due to elevated levels of

pollutant gases (SO2, CO, NO2) and dust.




distance for HC is 1000m; the safe distance for NO2 is 1000m; the safe distance

for SO2 is 50m; and the safe distance for dust is 1000m. The magnitude of this

impact is thus categorized as large negative.

Table 5-4 Es timated Maximum Concentra tion (ug/m3) Due to Road Work Activities At 77 m dis tance


(ug/m3) CO

HC

N02

S02

Dust

U1

5793

1503

10370

700.4

4094 U2

6022

1493

10380

700.4

4089

U3

5793

1501

10380

700.4

4050 U4

6136

1493

10311

700.4

4049

U5

5678

1507

10318

700.4

4032 U6

5791

1473

10276

700.4

4027

U7

5907

1473

10334

700.4

4055 U8

6251

1473

10312

700.4

4010

U9

6251

1503

10240.1

700.4

4055 U10

6365

1525

10333

700.4

4158


6. Bridge Works

Equipment to be used during bridge construction works include stakes tool,

compressors, concrete pump, cutting machine, generators, cranes, concrete

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breaker, grinders, motor graders, stamper, concrete vibrator, prime mover, tire

rollers, tandem rollers, asphalt mixing plan, asphalt finisher, water / full tank trucks,

dump trucks, pick ups and concrete mixers. Operation of this equipment will cause

the impact to spread, particularly as dust can reach settlement areas and other

activities nearby. This impact will occur during the ground work for bridge

construction.




distance for HC is 1000m; the safe distance for NO2 is 1000m; the safe distance

for SO2 is 50m; and the safe distance for dust is 1000m. The magnitude of this

impact is thus categorized as large negative

Table 5-5 Es timated Maximum Concentra tion (ug/m3) Due to Bridge Works Activities At 77 m dis tance


(ug/m3) CO

HC

N02

S02

Dust

U1

7757

2092

14220

717.5

•m/i U2

7986

2082

14230

717.5

4439

U3

7757

2090

14230

717.5

4400

U4

8100

2082

14161

717.5

4399

U5

7642

2096

14168

717.5

4382

U6

7755

2062

14126

717.5

4377

U7

7871

2062

14184

717.5

4405

U8

8215

2062

14162

717.5

4360

U9

8215

2092

14090.1

717.5

4405

U10

8329

2114

14183

717.5

4508


Tire friction from travel and work on the road is not predicted to degrade air quality,

as road watering will be conducted on a regular basis which means the imact will

be very small. However reduced air quality is expected to occur due to increased

dust particulates resulting from unsealed roads and the manoeuvre of vehicles

transporting materials. Increased dust particles in residential areas will have an

impact on community health such as an increase in skin irritation, eye irritation,

respiratory tract irritation, and disruptions to comfort.

Declining air quality is expected to occur during the construction phase due to the

mobilization of equipment and materials, land clearing and earthworks. The

intensity of this impact is relatively high, because the activities will be conducted

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every day for 30 months. Continued deterioration of air quality will disrupt public

health. The impacts of degraded air quality are displayed in Table 5.7.

Table 5-6 Impacts o f Air Pollu tion

Component Impact NAB Acceptable

Threshold Level

Cause irritation, excessive shortness of breath, and

can cause bronchitis and lung Fibriosis

Release of this gas with continuous exposure can

cause leukemia and Ranker

Carbon monoxide (CO) participates inhaled through

the lungs will bind hemoglobin (Hb) to carboxy

hemoglobin (CoHb), and will be unable to bind

oxygen (O2) which leads the process of

oxygenation (O2 transport) to the network. This is

due to the affinity of CO for binding to hemoglobin

which is 200 times greater than O2. Excess levels of

CO cause serious problems that begin with

shortness of breath and severe headache,

dizziness, and weakening of the mind, eyesight and

hearing. Severe poisoning can result in fainting

followed by death.

Respiration system interferes by weakening the

pulmonary respiration system and the airways so

that the lungs are easily infected with Bronchiolisis

Fibosa Cystica and other lung diseases.

Excess sulfur dioxide causes an unpleasant smell

260 ug/m3

160 ug/m3

10,000 ug/m3

CO effects on the

central nervous

system if the levels

of CO are inhaled

15 ppm for 10

hours. The

concentration of CO

in the room

according to WHO

industry standard

should not exceed

50 ppm for 8 hours

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Threshold Level

and can cause eye conjunctivitis, dizziness, nausea,

coughing, staggering, and pulmonary edema and

can result in death.

Excess Flour can accelerate the corrosion process.

In plants it leads to the death of the cells of

sponges, followed by a lower surface stomata

associated with epidermis, followed by destruction

of chloroplasts and palisade tissue damage. Then it

damages the vascular tissue.

100 ug/m3

265 ug/m3

The smell was

detected at levels of

1 ppm, less

comfortable in the

chest at the level of

15 ppm for 1 hour,

discomfort in the

levels of 25ppm

and the levels of

SO ppm for 1

minute of pain

arising in the

substrunal area.

SO2 gas is felt at

the threshold of 0.1

ppm. At levels of

0.19 ppm for 24

hours several days

in a row, can cause

death. WHO

standard sets 10-13

mg/m3 for 8 hours /

day. At a

concentration of 6-

12 ppm can cause

irritation to the nose

and throat,

inflammation of the

eyes (at a

concentration of 20

EIA V-13


Threshold Level

3 ug/m3

ppm) and swelling

of the lungs so

there is a cracking

sound.

This environmental impact will be felt by the community, especially in residential

areas and at public facilities in the following areas: Cinangka village, Bungursari

District, Purwakarta Regency; Cimahi village, Cempaka district, Purwakarta

Regency; Wanakerta village, Purwadadi district, Subang Regency; Wanasari

village, Cipunegara district, Subang Regency; Cikawung village, Trisi district,

Indramayu Regency; Kertawinangun village, Kertajati district, Majalengka

Regency; Jatisuro village, Jatiwangi district, Majalengka Regency; Tegal Aren

village, Ligun district, Majalengka Regency; Babakan village, Ciwaringin district,

Cirebon Regency; Pegagan village, Palimanan district, Cirebon Regency.

Thus the impact of air quality degradation during the construction phase is

assessed to be large-scale (spanning over a large area), and categorized as

significant (B /-P) with the following considerations:

1. Number of people affected:

The number of people to be affected is high, as there are many people located in

the project site and the vicinity of the construction material transportation route, so

the impact is categorized as significant.

2. Distribution of impact area:

According to the wide spread of the project site along 116.4 km with a ROW of 60

m, the distribution of the impact can be categorized as significant for dust which

can reach nearby settlement areas and other activities. As dust will have

widespread distribution this impact is categorized as significant.

3. Intensity and duration of impact:

The impact will occur during the mobilization of heavy equipment and transport of

material therefore the duration of this impact will be for 30 months; however the

impact will only occur temporarily in varying locations during the construction

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stage. Therefore the impact can be categorized as not significant.

In terms of intensity of the impact there will be a decline in air quality (due to

increased levels of lead, hydrocarbons, SO2 and NO2), although the decline will be

very small. Dust and Carbon Monoxide (CO) will significantly increase and affect

air quality, therefore the impact is predicted to be quite significant.

4. In terms of the number of environmental components affected by the impact, there

are several components that may be impacted. The impact is thus considered

important.

5. The impact is cumulative, and thus considered significant.

6. The impact can, in general, can be reversed after the implementation of regular

and appropriate management activities, therefore with regards to reversibility the

impact is categorized as not significant.

b. Increased Noise

Construction activities that are potential sources of increased noise are as follows:

1. Mobilization of heavy equipment and materials

Mobilization of heavy equipment and materials such as bulldozers, excavators,

wheel loaders, motor graders, prime mover, tire rollers, tandem rollers, water / full

tank trucks, dump trucks, pick ups, concrete mixer will result in increased noise.

The results seen in Figure 5.1 show that the predicted noise level generated from

the operation of equipment and movement of materials is 93 dB (A) at a distance

of 15 m from the noise source. This predicted noise level is compared to the

current (exiting) average noise level of about 76.5 dB (A); therefore the impact is

categorized as large negative.

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Figure 5-1 Predic ted Nois e Level from Mobilis ation of Heavy Equipment and Materials

2. Operation of the base camp

Basecamp operating activities will greatly affect the noise level in the area around

the base camp, particularly if the base camp is located less than 200 m from

existing residential locations. The operation of generators and the mobilization of

water tank trucks and pick-ups will result in increased noise.

Based on the calculations as shown in Figure 5.2, the predicted noise level

generated from base camp operations is 96 dB (A) at a distance of 15 m from the

noise source. When compared with the current (existing) average noise level( of

about 76.5 dB (A)), the the impact is categorized as large negative.

Figure 5-2 Predic ted Nois e Level from Operation of Bas ecamp

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3. Subgrade preparation and Land clearing works

Land clearing and preparation of subgrade at the project site will use bulldozers,

excavators, concrete breaker, dump trucks, and pick ups. These activities will

result in increased noise.

Based on calculations shown in Figure 5.3, the predicted noise level generated

from subgrade preparation and land clearing works is 108 dB (A) at a distance of

15 m from the noise source. When compared with the current (existing) average

noise level of about 76.5 dB (A), the impact is categorized as large negative.

Figure 5-3 Predic ted Nois e Level from Subgrade Prepara tion and Land Clearing Works

4. Excavation and Embankment works

Soil excavation and embankment works are expected to contribute substantially to

increased noise levels because the extent of this activity is very large. Increased

noise levels will result from the operation of heavy equipment, the excavation of

soil, and the embankment/flattening of the piles. Sources of noise will be the

excavator, prime mover, dump trucks, and pick-ups.

Based on the calculations shown in Figure 5.4, the predicted noise level generated

from excavation and embankment works is 106 dB (A) at a distance of 15 m from

the noise source. When compared with the current (existing) average noise level

of about 76.5 dB (A), the impact is categorized as large negative.

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Figure 5-4 Predic ted Nois e Level from Excavation and Embankment Works

5. Road and pavement works

Road and pavement works will use heavy equipment such as concrete pump,

generator, concrete breaker, grinders, motor graders, stamper, concrete vibrator,

asphalt mixing plan, asphalt finisher, prime over, tire rollers, tandem rollers, water /

full tank trucks, dump trucks, pick-ups and concrete mixers. The operation of this

equipment will increase noise levels.

Based on the calculations shown in Figure 5.5, the predicted noise level generated

from road and pavement works is 108 dB (A) at a distance of 15m from the noise

source. When compared with the current (existing) average noise level of about

76.5 dB (A), the impact is categorized as large negative.

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Figure 5-5 Pred ic ted Nois e Level from Road and Pavement Works

6. Bridge Works

Equipment used during bridge construction works will include piles tool,

compressors, concrete pump, cutting machine, generators, cranes, concrete

breaker, grinders, motor graders, stamper, concrete vibrator, prime mover, tire

rollers, tandem rollers, asphalt mixing plan, asphalt finisher, water / full tank trucks,

dump trucks, pick ups and concrete mixers. Operation of this equipment will result

in increased noise at the job site which will also reach nearby residential and other

areas. Based on the calculations shown in Figure 5.6, the predicted noise level

generated from the operation of bridge works equipment is 112 dB (A) at a

distance of 15m from the noise source. When compared with the current (existing)

average noise level of about 76.5 dB (A), the impact is categorized as large negative.

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Figure 5-6 Predic ted Nois e Level from Bridge Works

In general, the predicted noise level caused by the use of construction equipment

such as such as bulldozers, excavators, pile, dump trucks, compressors and

others ranges between 54 to 82 dBA at a distance of 15 m from the noise source,

as can be seen in Table 5.8.

The impact of increased noise will be felt by the surrounding community,

particularly in the residential and public facility locations in the following villages:

Cinangka Village, Bungursari district, Purwakarta Regency (STA 91 +500); Cimahi

Village, Cempaka district, Purwakarta Regency (STA 105 +000); Wanakerta

Village, Purwadadi district, Subang Regency (STA 117 +000); Wanasari Village,

Cipunegara district, Subang Regency (STA 136 +000); Cikawung Village, Trisi

district, Indramayu Regency (STA 157 +500); Kertawinangun Village, Kertajati

district, Majalengka Regency (STA 179 +000); Jatisuro Village, Jatiwangi district,

Majalengka Regency (STA 187 +000); Aren Tegal Village, Ligun district,

Majalengka Regency (STA 191 +000); Babakan Village, Ciwaringin district,

Cirebon Regency (STA 200 +000); Pegagan Village, Palimanan district, Cirebon

Regency, (STA 207 +000).

Figure 5-7 Es timated Nois e o f Heavy Equipment a t 15m Dis tance

Source SL2 dB(A)

Bulldozer

72

Excavator

66

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Stake tool

82

Dump Truck

69

Pick Up

65

Compressor

61

Concrete Mixer

63

Concrete Pump

62

Cutting Machine

59

Generator

58

Crane

63

Concrete Breaker

74

Grinder

70

Wheel Loader

63

Motor Grader

70

Stamper

70

Concrete Vibrator

58

Prime Mover

65

Tire Roller

54

Tandem Roller

54

Asphalt Mixing Plan

64

Asphalt Finisher

64

Water/full Tank Truck

69

Source: Measurement, 2008

Noise caused by transporting materials and construction will be particularly

noticeable in the locations where the toll road intersects with existing roads (over /

under passes) near residential areas. Bridge construction will generally be located

far from residential areas. Increase in noise will primarily occur in areas outside of

existing transportation activities in areas such as plantations, rice fields and

settlements. Changes in noise level that occur over a long period will disrupt

wildlife in the vicinity of the noise, and potentially cause the migration of wildlife to

other areas.

Various impacts on community health and environmental comfort may result from

the increased level of noise:

1. Hearing Loss

2. Conversations Disorders

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3. Sleep Disorders

4. Psychological Disorders

5. Disruption of work productivity

6. Health Problems

The predicted impact of increased noise is classified as a major (big) and significant impact (B /-P), because its intensity will exceed environmental noise

standards and result in disruptions to public health and comfort. The following

considerations were used as a basis to classify this impact:


The number of people affected is quite a lot, particularly as many people

are located near the project site and in the vicinity of the construction

material transportation routes; therefore the impact is considered

significant.


The project site impacts are wide spread along the 116.4 km with ROW of

60 m, therefore the distribution of the impact can be categorized as

particularly significant as noise will reach the nearby residential and other

areas. Therefore the impact is categorized significant.


The impact will occur throughout the mobilization of heavy equipment and

material period with duration of 30 months. However the impact will be

temporary, restricted only to the construction stage, therefore the impact is

categorized as not important. However in terms of intensity, the impact will

continually increase and contribute to an increase in noise, therefore the

impact is considered quite important.

4. In terms of the number of environmental components affected by the

impact, there are several components that may be impacted. The impact is

thus considered important.


6. The impact can, in general, can be reversed after the implementation of

regular and appropriate management activities, therefore with regards to

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reversibility the impact is categorized as not significant.

c. Reduced Surface Water Quality

The construction phase can potentially degrade the quality of surface water due to

the construction and operation of the base camp, the mobilization of heavy

equipment, subgrade preparation and land clearing works, excavation and fill

works, the transport of soil and building materials, road and pavement works, and

drainage works.

Excavation and fill activities will reduce the quality of surface water due to soil

erosion, which will increase the turbidity of rivers in the project area.

The base camp is expected to accommodate around 1,225 workers (from section I

to section VI). It will threefore be necessary to have facilities that meet the workers

sanitation and accommodation needs, in addition to facilities to conduct

maintenance of heavy vehicles. These activities (accommodation, sanitation and

vehicle maintenance) will interfere with existing surface water and groundwater in

the area.

Surface water in the area is in the form of rivers. The quality of river water around

the Palimanan-Cikampek toll road development site was observed and measured

in 10 locations, with results displayed in Table 5.9 below.

Figure 5-8 River Water Quality from each river s ampling loca tion

No Parameter Unit Result

S1 S2 S3 S4 S5 S6 S7 SB S9 S10

Physical :

1

Suspend Solid

mg/L 15 18 73 21 10 61 14 0 13 3

Note:

Regulation of Republic Indonesia No. 82/2001

Water quality classification specified as 4 (four) class i.e

- First class (I) : Raw water which can be used for raw drinking

water, and / or similar usage

EIA V-23

- Second class (II) : Raw water which can be used for recreation

infrastructure, river fishery cultivation, Animal

husbandry, irrigation and / or similar usage

- Third class: (III) : Raw water which can be used for river fishery

cultivation, animal husbandry, irrigation and / or

similar usage

- Fourth class (IV) : Raw water which can be used for irrigation and /

or similar usage

- ϕ) Based on radioactivity analysis result by National Nuclear Energy

Agency / BATAN - sub contracting

S1 = River Ciherang S6 = River Cipunegara

S2 = River Cilamaya S7 = River Cipanas

S3 = River Cibodas S8 = River Cimanuk

S4 = River Ciasem S9 = Ciliwung Canal

S5 = River Cilamatan S10 = River Ciwaringin

The degradation of water quality will be due to the spill of materials and the

activities of domestic workers. Material spills will increase the amount of

suspension solids (TSS) in rivers around the project site. Based on the TSS values

measured at each sampling point location as described in Table 5.9 above, the

predicted increase in TSS is as follows:

Given:

1. TSS levels measured in the recipient water bodies (C1)

2. Water discharge in receiving water bodies (Q1)

3. Construction Waste discharge (Q2): 10 m3/day

4. TSS levels of construction (studies analogue) (C2): 60 mg/l

The resulting TSS levels (C3) in each water body was based on the following

formula, with results shown in Table 5.10.

EIA V-24

( ) ( )( )21

22113QQ

QCQCC+

×+×=

Figure 5-9 Produced TSS leve ls (C3) in each water body c1 Q1 Q1 Q2 C1*q2 C2*q2 q1+q2 c3 %

increase 15 344.92

65

10

5173.8

650

354.92

16.41

9.39

18 508.21

65

10

9147.78

650

518.21

18.91

5.04

73 105.42

65

10

7695.66

650

115.42

72.31

0.95

21 203.73

65

10

4278.33

650

213.73

23.06

9.80

0 120.54

65

10

1205.4

650

130.54

14.21

42.13

61 389.24

65

10

23743.64

650

399.24

61.10

0.16

14 146.45

65

10

2050.3

650

156.45

17.26

23.28

0 495.56

65

10

0

650

505.56

1.29

120.00

13 465.56

65

10

6052.28

650

475.56

14.09

8.41

3 232.56

65

10

697.68

650

242.56

5.56

85.20

When compared with the existing levels of TSS in the bodies of water, the

increased levels of TSS due to site activities will result in a change of less than

30%, based on the descriptions above. The impact is therefore classified as

moderate. Construction phase activities are expected to impact surface water

quality temporarily. This impact is classified as Significant and Moderate (K /-P), based on the following six criteria.


The number of people affected is the population who live in and near the project

site, therefore the impact is considered important.


The project site impacts are wide spread along the 116.4 km with ROW of 60 m,

therefore the distribution of the impact can be categorized as significant.


The impact will occur throughout the mobilization of heavy equipment and material

period with duration of 30 months. However the impact will be temporary,

restricted only to the construction stage, therefore the impact is categorized as not

important. However in terms of intensity, the impact will increase (although not

greatly) and contribute to a degradation of surface water quality, therefore the

impact is considered quite important.

4. In terms of the number of environmental components affected by the impact, there

EIA V-25

are several components that may be impacted. The impact is thus considered not

important.


6. The impact can, in general, can be reversed after the implementation of regular

and appropriate management activities, therefore with regards to reversibility the

impact is categorized as not significant.

d. Impaired Surface Water Flow

Disruption of surface water flow will be caused by the clearing and preparation of

land, earthworks (excavation / embankment), construction work and road paving.

Landscape changes will be caused by the stripping of vegetation that covers the

soil, increasing slopes (through excavation / fill), soil compaction and soil surface

coating, which will have an impact by increasing rainwater runoff ( runoff

coefficient ). Rainwater runoff will occur along the toll road (116.4 km) with a width

of 60-100 meters. This impact will occur continuously up until the toll road

operation.

The runoff coefficient (SNI 03-3424 - 1994) is predicted for roads with concrete or

asphalt pavement to be 0.70 - 0.95 and for earthen roads to be 0.40 -0.70. This is

compared with the suburbs (0.60-0.70), gardens (0.45 - 0.60), and hills (0.70 -

0.80). Upon this comparison it can be predicted that during the land leveling

process along the planned toll road corridor there will be a decline in run-off

discharge, however during the road paving process there will be an increase in

run-off discharge.

The impact of increased runoff discharge on the natural flow of the rivers will not

have much effect. Thus, the development process for this toll road is expected to

have small negative impacts. The effect and distribution of this impact will be

localised, therefore this impact is categorized as not significant (K /-TP).

Other hydrological impacts include disruption to the flow of surface and ground

water flow caused by the accumulation and compaction of the road. These

activities will create a weir effect that will result in changes in the direction of water

runoff and increasing water levels. As explained in chapter IV, the existing roads

have led to the emergence of a new pool area where the road intersects with the

river in an undulating hilly area, and has improved the surface water / flood plain

area which mainly occurs during the rainy season. In the area that intersects with

EIA V-26

the tributaries of the lowland river, the accumulation of soil will be required to

support the road due to the absence of appropriate engineering techniques, which

will create new pools.

The emergence of this new overflow area will cause changes to the environment

by converting dry land into a wetland environment, thereby causing a decrease in

certain wildlife and improving the lives of other wildlife such as mosquitoes and

other aquatic animals.

Environmental conditions in this area have already been degraded to the point

where there is an imbalance of water availability in the dry and rainy seasons; the

existence of these new pools will provide increased availability of water during the

dry season (small reservoirs).

In the plains / basin, the acquisition and use of land by road agencies has

hindered the flow of surface water thus increasing surface water levels and

causing flooding. This may potentially occur in the Cimanuk and Ciwaringin river

valley and the wetlands between Indramayu and Majalengka.

Increased water levels caused by the increase of national road agencies between

Cikampek - Cirebon has led to increased water levels in the rainy season as high

as one meter. The presence of such high water levels over a long period has

resulted in the deaths of several types of plant species.

The pooling/weir impact is big (B). The nature of this impact is quite extensive,

continuous, cumulative and not reversible, therefore this impact is categorized as

negative significant (B /-P).

e. Erosion

Erosion is the transfer of soil from one place to another that can be caused by a

mechanical process, such as the flow of water and wind.

Erosion caused by mining deposits is associated with cut and fill activities which

will be quite intensive in the undulating hill geomorphology unit with relatively

erosive texture and structure and high-intensity rainfall. In general the land in this

region has already been eroded, with a rate of erosion reaching between 10

tons/ha/year to 45 tons/ha/year.

Changes to erosion rates will be due to land clearing activities, characterized by

loss of land cover or factor "C", which several calculations predicted to cause

EIA V-27

increased erosion of more than 100%. Increased levels of erosion are due to

excavation and embankment activities which cause loss of forest cover, changes

in land management factors and changes in soil structure reaching a magnitude of

more than 300%. This increase will be due to land preparation activities (grading)

which will cause a change in the slope of the land, the slope being increased up to

265%. Increased erosion rates will cause increased sedimentation.

In addition to quarry management activities, land stripping, excavation and

embankment in this area will result in a large impact with regards to an increase in

the rate of erosion. With regard to land stability, this impact is considered negative significant (B /-P).

f. Distruption to Environmental Aesthetics

Changes in land use will result from land clearing, excavation and fill and road

paving. Land used for the road which was originally used for plantation crops,

forest production, dry fields, mixed farms, housing and public facilities will turn into

the toll road.

These land use changes will have impacts such as disturbance to flora and fauna,

disturbance to the microclimate in the vicinity of the road (edge effects) primarily

temperature and humidity, changes to environmental aesthetics, public

accessibility problems, and declining revenue.

The aesthetic impacts on the environment caused by the project procurement

activities include the scattering of soil on main roads and the scattering of dust

which will cover above-ground objects (buildings, plants) in the vicinity of the route

used by material transport vehicles.

Embankment and fill materials will be imported from outside the project site using

material transport vehicles (dump trucks). Judging from the amount of material to

be removed and the relatively high frequency of transport, the spread of material

on impassable roads can also cause traffic accidents. This impact will occur during

the material transport phase and can be reversed when the job is completed.

Aesthetic impacts will only occur in segments where existing roads intersect with

entry lanes.

Considering the many other impacts this impact is considered small and

negatives, as such is classified as not significant (K /-TP).

g. Disturbance to Groundwater Flow

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Embankment and excavation works

Given the location of this project partly through hilly areas, development will

include excavating up to about 20 m (depth). The soil excavation activities

conducted for this road may cause disruption to groundwater flow and alter

groundwater flow patterns.

This change will cause flow resistance of the land at the bottom of the hills. In

addition, disruption to ground water can also damage the road/street construction

because surface water is not channeled to the balk. These conditions will also

affect the provision of clean water to communities in the southern part of this toll

road site.

Soil excavation/filling will achieve levels that are higher or lower than the planned

stockpiles. Excavation / compacting of ground will be done by bulldozers, and the

excavated soil will be pushed to a lower place. In some places soil excavation will

be carried out on layers of the aquifer with potentiall for ground water, thus

resulting in an increase in groundwater discharge flow. Ground water discharge on

the excavated slopes of this toll road will result in these slopes becoming unstable

and increasing the llikelihood of landslides. The magnitude of this potential impact

is estimated to be large. Significance of this impact was determined through the

following criteria:


The number of people affected is large because the project will be conducted in

several locations with many productive aquifers to be truncated.


The distribution of this impact is wide because the project will be conducted in

several locations with many productive aquifers to be truncated.


In terms of intensity, this impact will cause increases and decreases to ground

water flow and levels due to excavation. The impact will occur during the

excavation phase however the impact will last long after the work has been

discontinued.

This impact will affect other components such as residential water supply as

nearby residential areas rely on dug wells for their clean water source. In addition

groundwater discharge may cause landslides on the slopes where springs

EIA V-29

emerge.

4. The impact is permanent and irreversible.

Thus, interference with the flow of ground water due to work excavation, fill and

stockpiling can be considered a large and negative significant impact (B /-P).

h. Slope Stability Disorders

To meet the required toll road gradient (maximum of 4%), construction activities

will require cutting the ridge slope and stockpiling in the area (cut and fill). Cut and

fill activities will change the landscape and the original land form along the 116.4

km with a width between 80 to 100 meters.

Cut and fill work includes land clearing and preparation, soil surface compaction to

form the basis for the traffic lane (including lane stops and intersections). In

addition this work also includes excavation and embankment followed by

formation, compaction, grained soil/material testing, and maintenance of the

prepared surface until the pavement material is placed on top.

Earthworks include excavation and embankment to form the basis of the road

surface, compaction of soil, excavation for canals and other utilities, and

materials/sand transportation. These activities will have an impact on

physiographic conditions in the form of decreased land stability, increased soil

erosion, subsidence / settlement and increased sedimentation.

The impact of slope stability problems will continue to impact the stability of the

soil. Hill cutting or trimming activities will result in a decrease in slope stability

compared with existing conditions. Similarly, fill/accumulation in low areas to form

street landscapes will also lead to the instability of these heaps/piles when

compared with existing conditions. The impact of slope stability problems could

result in continued toll road transportation problems during the operation phase as

for the naturally existing roads.

More than half of the planned toll road route will pass through undulating hills of

low slope above 15 degrees, and steep valleys with slopes over 60 degrees.

Landslides in the excavated and cut&fill areas may occur given the type of rock

layers which form a loop between the gravel containing gravel, sand and clay, and

given the slope of the bedding planes of rock.

From the discussion above, the impact of earthworks (excavation / embankment)

will be related to continuous soil stability problems which are considered to be

EIA V-30

great; therefore this impact is considered significant negative (B /-P).

5.3.2 Biological Environment Components

a. Reduced Aquaculture Vegetation Species or Changes to Land Use/Function from Farming Agriculture and Natural Vegetation

Land Works

The planned toll road will cross several areas that contain many types of

productive land, rice fields and gardens. Rice fields in the northern coastal part of

West Java that lie within the planned toll road route such as Subang and

Indramayu Regencies are the primary source of food commodities. The

agricultural commodity crops grown and produced for food include rice (Oryza

sativa var IR 64, Ciherang, Sadane) and other agricultural commodities such as

maize (Zea mays), yams (Ipomoeae batatas) and cassava (Manihot esculenta), as

well as vegetables such as spinach, long beans, chili, soy, ginger and others. Land

works will include the cleaning and stripping of land, excavation and stockpiling,

and soil preparation; this will convert the existing land use from agricultural rice

fields to paved road areas, and will reduce the amount of productive land.

The irrigated rice fields also have socio-economic functions that are important to

local society as they relate to the provision of jobs for farmers, cultivators and

agricultural labourers to cultivate the paddy fields. Thus the clearing of this land for

the road has a wide-ranging impact on livelihoods, land use and declining food

production.

Cikampek-Palimanan Toll Road is expected to result in land use change covering

an area of 239.6 ha. The reduction in agricultural land is a big impact as in Section

I the extent of irrigated agricultural land and rain-fed rice fields to be converted is

40.5ha, in Section II it is 39.8ha, in Section III it is 31.2ha, in Section IV it is

35.1ha, in Section V it is 42.3ha, and in Section VI it is 50.7ha. As the total of all

agricultural land in the study area is about 27.513 ha, this impact is considered

small. Meanwhile, in terms of intensity and duration the impact will be on an

ongoing basis; in terms of number of people affected by land clearing, the affected

people are limited to the project site. The impact is thus categorized as not

significant negative. In terms of the number of environmental components affected

by the impact there are many components that may potentially be affected,

therefore the impact can be considered important. There will however be no

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cumulative impacts from land acquisition as the land owners will mutually agree on

the compensation value. On the basis of the impact analysis above, it can be

argued that on a whole the impact of loss/reduction of vegetative species and

agricultural vegetation land due to land clearing is categorized as small negative

and significant impact (K / - P).

In addition to the rice fields, other productive land that will also be affected

includes mixed farms with cash crops such as bamboo, cashew, teak, rubber,

sugarcane, cocoa, coconut, mango, banana and lamtoro. The estimated area of

mixed farms to be cut off is approximately ± 33.15 ha, occurring primarily in the

surrounding areas of Subang and Indramayu. The area to be acquired and

converted will also result in loss of forest consisting of teak and acacia forests

which have partly been cultivated by the local community, with estimated area of

15.6 hectares of teak forest located at STA 91 +350 to 129 +600 as well as from

STA 129 +600 to 177 +200; the estimated acacia area is 28.0 hectares located

from STA 239 +600 to 177 +200. The impact of land clearing to cut the

gardens/farms will establish/open boundary lines. This activity will remove or

destroy the existing vegetation over the long-term (permanent) which will have

medium effects that will modify the microclimate due to changes in the length of

irradiation. Poor/inappropriate and cleaning and stripping will also encourage

landslides and a decrease in ground water levels.

Based on a review of the importance of this impact with regard to the loss of

natural vegetation, the following considerations were made: First in terms of the

number of people affected by the impact, the number of people affected is limited

to the location of land clearing, and because the amount is not large the impact is

categorized as less important. Second, the impact will spread around the areas

around the project site where the area is vulnerable to environmental changes, so

that the impact is considered important. In terms of intensity and duration of the

impact, the impact will only last throughout the land clearing stage during

construction; therefore the impact can be categorized as not important. When

reviewed in terms of the number of environmental components affected by the

impact, mnay components will be affected therefore the impact can be considered

important. However, the impact will not be cumulative, so it is categorized as not

important. The impact is generally reversible if regular and appropriate

management activities are undertaken, therefore it is categorized as not important.

By analyzing the impact as above, then on a whole it can be argued that the

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impact of loss/reduction of natural vegetation from land clearing is categorized as

a minor negative and insignificant impact (K /-TP).

b. Disturbance of Fauna

1. Ground Works

Ground work includes the clearing and stripping of land, excavation and

stockpiling using bulldozers, saws, dump trucks, rollers, loaders and others. Land

clearing and land preparation will involve the cutting and removal of brushwood

using chain saws, while the clearing of roots and stumps will use excavators.

These activities will lead to increased noise, however their impact on fauna is less

important.

Excavation of the soil layer as well as logging and land clearing will result in the

loss of some plants that serve as habitat for some animals and groups of reptiles,

aves and other insects. As a further result when variations of flora / fauna or

vegetation is lost, the next generation will also be disrupted due to the loss of

plants that serve as nesting places and food sources for certain types of birds, and

the separation / fragmentation of wildlife habitats by roads.

In terms of impact distribution, the impact will cover the project site, so that we can

say the impact is considered important. In terms of intensity and duration, the

impact will occur during the construction and land clearing phases, therefore the

impact can be categorized as not important. In terms of the number of

environmental components affected by the impact, there may be several

components that may be impacted, such as the protected species of birds;

therefore this impact can be considered important. The impact is, in general,

reversible if regular and appropriate management activities are undertaken; so it

can be categorized as not important.

By analyzing the impact as above, on the whole it can be argued that the impact of

the loss / decrease in wildlife due to land clearing work is categorized as a minor negative and insignificant impact (K /-TP).

c. Impaired Water Biota

1. Basecamp Operations

The Cikampek-Palimanan toll road development may potentially disrupt aquatic

biota due to the degradation of the quality of surface water (rivers, lakes), which in

EIA V-33

turn may affect the biota in the water; this may result from the operation of the

base camp, including the worker accommodation and equipment/vehicle/fuel

storage and maintenance facilities. The 116km-long toll road will transport

thousands of liters of fuel and other petroleum products during construction and

operation, with fuels such as oil and other fuels potentially contaminating surface

water such as the Cimanuk, Ciherang, Cilamatan, Cipanas and Cipunegara rivers

and lakes. Domestic waste from the base camp and other toxic substances

originating from oil spills or heavy equipment as well as from liquid material/thinner

storage facilities are expected to affect the water quality of the receiving water

bodies with subsequent impacts on aquatic biota.

Secondary data for Purwakarta regency shows that the fisheries sector depends

highly on floating nets, rushing water and public waters while the aquaculture

sector (ponds and reservoirs) forms the mainstay of the Cirebon regency

economy. The analysis of aquatic biota (planton, benthos) shows that some rivers

such as Cipunagara and Cimanuk still have a relatively high diversity index.

Impairment of / disturbance to aquatic biota, based on a review of this impact

(significance of impact), can be classified as follows:


The number of people who will be affected by impaired aquatic biota live

around the project site, therefore the impact is not considered important.


Distribution of this impact is widespread as it is not only limited to the

receiving water bodies near the basecamp area, but also those water

bodies all along the planned project route; but we can say that the impact

is not considered important.

3. Intensity and duration of the impact:

The impact will occur during the construction and operation of the base

camp, where the impact can be categorized as not important.

4. In terms of the number of environmental components affected by the

impact, there are several components that may be impacted therefore it

can be considered important.

5. The impact will be cumulative, so it is considered important.

6. The impact can, in general, can be reversed if regular and appropriate

management activities are undertaken; therefore it can be categorized as

not important.

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By analyzing the impact as above, on the whole it can be argued that the impact

on surface water quality degradation due to operation of the base camp is

categorized as a minor negative impact and insignificant (K /-TP).

2. Land works including land clearing

Land clearing at the project site will involve cutting shrubs using chain saws, and

clearing roots and stumps using excavators and bulldozers. These activities will

result in the release of clay soil which will carry over into the river and rainwater

and which can cause increased levels of turbidity in surface water. In addition,

stockpiling of soil can lead to embanked natural channels, and excavation of

hills/slopes can be expected to increase the risk of erosion or landslides which will

subsequently have an impact on surface water bodies. This will thus disrupt

aquatic biota.

Based on a review of the significance of disturbances to and/or decrease in

aquatic biota, there are the following considerations:


The number of people affected is limited to the location of the groundworks

(embankment excavation and land clearing around the project site), and to

the location of surface water bodies around the toll project activity. The

impact is not considered important


This impact is not confined to the project site but will also occur in the

receiving water bodies around the project site, so we can say the impact is

considered important.


The impact will occur during the construction excavation and embankment

works. Although this impact is temporary and can be fully recovered once

the work is stopped, the volume of work and extent/scale of the impact is

quite large. If management of surface water is undertaken, then the impact

can be categorized as not important.

4. In terms of the number of environmental components affected there are

several that may be impacted; therefore it can be considered important.

5. This impact is not cumulative, so it can be categorized as not important.

6. The impact is, in general, reversible if regular and appropriate

management activities are undertaken, so that impact can be categorized

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as not important.

By analyzing the impact as above, on the whole it can be argued that the impact

on surface water quality degradation due to excavation and embankment can be

categorized as a minor negative impact and insignificant (K /-TP).

5.3.3 Socio-Economic and Cultural Component

The toll road construction will have an impact on the socio-economic and cultural

components of the local population, including the general livelihood of the

community, regional economy, social culture, social unrest, public health, and

traffic/transport infrastructure and facilities. This impact can be negative or

positive.

In this phase the activities that will have an impact on the socio-economic-cultural

component are preparatory activities (including: the construction/operation of the

base camp, mobilization of heavy equipment and manpower mobilization) and

implementation activities (including: the procurement of materials, subgrade

preparation, excavation and embankment, bridge works, road works, paving and

drainage/culvert works). The hypothetical predicted significant impacts are as

follows:

a. Increasing Employment Opportunities

The project will emply approximately 150-250 workers per section (depending on

the size of the section, and with as many as up to 6 sections) consisting of various

levels of skills such as technical personnel, supervision, service, field workers and

so on. Workers will either be imported from outside the area or will be local power.

The qualifications and number of workers for each section is estimated as follows:

• Project / owner, consisting of imported experts and local labour,

• Supervisors, consisting of imported experts and local labour,

• Implementers/contractors, consisting of imported experts, local labour, and

manual labour.

Usually the supervisors will reside at the base camp or rent residential houses

near the project site. The employment of local labour is very meaningful for the

local community particularly as unemployment levels are quite high in the study

area. The magnitude of the impact of labor absorption is quite large. The nature of

the impact can be categorized as an important positive (B / + P), with the


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• the impact is cumulative with the impacts of other activities;

• intensity of the impact is high, as the impact is broadly distributed around

the project site and nearby areas;

• the impact can contribute positively to the socio-economic coniditions of

the local community, such as towards revenue and business opportunities,

as well as project a positive image.

b. Increased Business Opportunities

The construction stage will require substantial materials such as category C

minerals, rocks, gravel and other building materials such as cement, asphalt, iron,

and others. It is planned to aquire about 40% of the materials from the local area,

which will additionally result in opening up opportunities associated with project

activities, such as for building materials and the like.

The magnitude of the impact of these activities is quite big. This impact is judged

to be an important positive impact (B / + P), with the following considerations:


• intensity of impact is high, in terms of the broad distribution of the impact

along the project site and neighbouring areas;

• the impact can contribute positively to the socio-economic conditions of the

local community, such as revenue and business opportunities, as well as

project a positive image.

New business opportunities will also occur related to the transport of

materials/equipment and other transportation needs. People who have the ability

to conduct businesses that supplement/support the toll road can exploit this

business opportunity.

c. The emergence of Social Jealousy

This impact will arise if labor recruitment activities do not consider the aspirations

of local residents around the project site. The EIA socialization sessions and social

surveys revealed that there are many different aspirations that have been

articulated by local residents.

This will be a relatively large scale impact, considering not only the social jealousy

that will arise from job seekers in the districts around the toll road site, but also

from those in other regions. The nature of this impact is considered significant negative (B /-P) with the following considerations:

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• the number of people affected will be fewer than the number of those who

will benefit directly from the Cikampek Palimanan Toll Road;

• intensity of impact is high, in terms of a broad distribution of impacts that

may exceed the project site area;

• the impact of social jealousy will be cumulative with community unrest and

have the potential to cause social conflicts and disrupt social safety and

security.

d. Disruptions to mobility/accessibility

This impact will arise primarily where the toll road will cut off existing local roads,

which will necessitate the construction of 5 underpasses/overpasses which will

prevent access to existing roads during the construction period. In addition, the

construction of interchanges (1C) may potentially have an impact on local

mobility/accessibility. 6 Interchanges will be constructed namely: Kalijati 1C,

Subang 1C, Cikedung 1C, Kertajati 1C, Sumberjaya 1C and Palimanan1C. Many

people use the existing road infrastructure for daily mobility, primarily to transport

agricultural products either by public vehicles or motorcycles, etc.

The magnitude of this impact is probably quite small, considering that these

construction activities will be done in stages. In addition, the construction of

interchanges is expected to replace the roads that are used by the local people

and will reduce the potential impact so that it is insignificant negative (K /-TP),

based on the following consideratios:

• the number of people affected will be fewer than the number of those who

will benefit directly from the Cikampek Palimanan Toll Road development

activities;

• intensity of impact is classified as moderate, in terms of the broad

distribution of the impact occurring in the vicinity of the project site area;

e. Traffic disruption

Mobilization of heavy equipment and transportation of materials

The transportation of materials and project equipment will increase the density /

volume of traffic on segments of the existing roads and can cause disruptions to

the smooth flow of traffic.

During construction heavy equipment will be mobilized for earthwork activities

(such as: bulldozers, excavators, dump trucks, motor graders, tandem rollers,

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vibro rollers, and water tank) and concrete paving (such as: cranes, truck trailers,

concrete dump trucks, concrete mixer trucks, concrete finisher).

During the construction of the Cikampek-Palimanan toll road, the impact on traffic

flow in the intersections/junctions of the existings road as a whole is not too large,

because the construction site of the new road will be outside of the largest existing

roads. The impact will occur in the junctions where the new road meets with

national roads, particulary in the interchange, bridge (overpass) and underpass

construction sites as shown on the map above which outlines the planned toll road

route. The impact will additionally occur at the access roads to the project site

(which are usually located around the start point and end point of the project), and

at intersections with local roads, farm roads, and roads used by plantation and

mining companies. Disturbance will occur due to the number of vehicles that

operate in and out of the project site through this access road.

Based on project estimates that have been made, the vehicle capacities that are

required have been estimated : soil transportation requires a 5 m3/truck, and

pecan stone/asphalt transportation requires an 8 ton/truck. The vehicles needed to

transport minerals and soil deposits as well as road and bridge construction

materials are presented in Table 5.11. Construction of the Cikampek - Palimanan

planned toll road will have a 30 month duration. The traffic volume on the haul

roads will increase due to the existence of material transport vehicle traffic. Traffic

volume is not expected to significantly increase on the primary arterial roads, but

Regency and Village roads will experience traffic volume increased significantly

from 50% to 100%. This impact will be very influential on the level of service of the

regency and village roads. The impact of traffic disruption has been assessed as

large.

The following considerations form the basis for the assessment of the impact

category:

• The number of people affected includes residents along the highway and

residents outside the study area, whose land will be traversed by material

transport vehicles.

• The total area of distribution of the impact will spread to the outside of the

study area along the highway and other roads outside the study area

through the material transport vehicles.

• The impact is going to occur at high intensity during the transportation

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phase due to the addition of ± 24 transport vehicles on the roads every

day.

• There are several other components of the environment that may be

affected by this impact.

• This impact has a cumulative nature

• This impact is reversible

Based on the above description, the impact of increased traffic density due to the

mobilization of materials/equipment is classified as negative (B/- P).

Except for the addition of increeased volume of traffic as mentioned above, other

effects of material transportation activities include accelerated damage to public

roads, decreased ambient air quality in the dry season, and an increasing number

of traffic accidents and congestion.

Table 5-7 Es timated Additiona l Vehic le Trips

No Type of Activities Unite

Volume

Trip

Vehicle/day

1

Soil Work

Excavation

Embankment

Road Exvacation

M3

M3

M3

3.5 million

7.0 million

2.5 million

700,000

1,400,000

500,000

233

467

167

2 ROW work

ROW preparation

Class A Aggregate Base

M2

M3

3.4 million

1.1 million

137,500

46

3 Asphalt Pavement work

Bituminous prime coat

Bituminous tack coat

Asphalt treated base course 10 cm

Asphalt concrete binder course 6 cm

Asphalt concrete surface course 5

cm

It

It

ton

ton

ton

4.0 million

2.4 million

0.35 million

0.2 million

0.2 million

500,000

300,000

43,750

25,000

25,000

167

100

15

8

8

4 Concrete Construction

Pre-press Steeling

M3

Kg

20,000

5,000

2,500

626

8

2

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No Type of Activities Unite

Volume

Trip

Vehicle/day

5 Total 1221

Source: Engineering Estimation, September, 2007

Bridge, Overpass, Underpass and Interchange Construction

Construction of bridges, overpasses, underpasses and interchanges is expected

to disrupt traffic, especially on existing roads (regency/village/neighborhood roads)

that intersect and overlap with the toll road.

Traffic disruption will occur at the commencement of construction works and in the

specific locations where work will be carried out. The additional traffic will cause

queuing and traffic disruption, especially if work is conducted at rush hour. This

impact has been assessed as moderate.

The following considerations formed the basis for determining the significance of

the impact:

• The number of people affected includes the existing road users.

• Distribution of the impact will be localized to the vicinity of the work.

• The impact will occur during the implementation of work with low intensity

• Several components of the environment will be impacted, such as the

infrastructure of existing roads and road users' comfort.

• Nature of impact is not cumulative and is reversible.

Based on the description above, the impact of disruption to traffic is significant negative (S / - P).

f. Damage to Public Roads

Mobilization and demobilization of heavy equipment and construction materials will

mainly be via public road infrastructure as they are transported from the category

C mineral mining area to the location of the project site. Material transportation

activities are expected to degrade the existing road infrastructure, particularly

village streets that have a smaller carrying capacity. Given the roads in the study

area are in stable condition, especially those roads through which the transport of

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construction materials will occur, it is predicted that project transportation will

cause >10% damage to the existing road infrastructure, therefore the impact can

be categorized as moderate.

The following considerations were used as the basis for determining the

significance of the impact:

• The number of people affected includes residents along the highway and

residents outside the study area, whose land will be traversed by the

material transport vehicles.

• The distribution of the impact spreads to the outside of the study area

along the toll road and to other roads outside the study area through which

material transport vehicle will travel. The impact will occur during the

transportation activities at high intensity due to the presence of passing

vehicles per day.

• Several other components of the environment will be further impacted.

• The impact nature is cumulative

• The impact is reversible

Based on the above description, the impact on road infrastructure due to

mobilization of materials is considered an important negative impact (S /-P).

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g. Damage to Public Utilities (Water Pipe, Gas Pipe)

Basic Soil Preparation and Land Clearing

Disruptions to public utilities will occur due to land clearing activities. The types of

public utilities that will be affected include electricity, telephone, and particularly

water and gas networks. Many clean water pipes or gas pipes can be found in

Cirebon regency. Judging from the number and type of public utilities that will be

affected by the project, the scale of this impact will be moderate.

The following considerations were used as the basis for determining the

significance of this impact:

• The number of people affected includes residents around the toll road and

residents outside the study area nearby the water pipes.

• The distribution of the impact will spread to the outside of the study area

along the toll road and other roads outside the study area through which

the water pipes run.

• The impact will occur during the preparation of the subgrade soil.

• Several components of the environment will be affected

• The nature of this impact is cumulative


Based on the above description, damage to clean water facilities due to subgrade

preparation activities are considered as a significant negative impact (S / - P).

h. Destruction of social and public facilities

Soil Preparation and Land Clearing

Excavation and subgrade preparation will be conducted along the 116.4 km with

an average width of 60 m. The preparation of the subgrade excavation will involve

an average depth of 60-100 cm to remove the layer of humus / top soil and

buildings on it. In some places, this will result in the dismantling of some social

facilities that remain inside the toll road alignment, especially in densely populated

residential areas. Similarly, in area Palimanan 1C a place of worship will be

dismantled. Judging from the number of public/social facilities such as the place of

worship that will be dismantled, it can be said this impact is of moderate

magnitude.

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this impact:


residents located nearby that use the public/social facilities.

• The distribution of the impact will spread to outside of the study area where

there are people that use the public/social facilities.

• The impact will occur during the preparation of the subgrade soil.

• Several omponents of the environment may be affected

• The nature of this impact is cumulative


Based on the above description, the impact on public/social facilities due to soil

preparation activities is a significant negative impact (S /-P).

5.3.4 Components of Public Health

a. Increased ARI Patients

An increased prevalence of diseases will result from a declining state of

environmental cleanliness, pools/accumulation of water due to constraints on river

flow, and increased levels of dust due to construction of the Cikampek- Palimanan

toll road along the road and near or through residential areas. As a result these

incidents can cause changes to disease health and hygiene amongst the local

community, such as increased occurrences of diarrhea or gastroenteritis and the

emergence of mosquito breeding places. This may facilitate the occurrence of

disease caused by mosquito bites, especially accompanied by extreme climate

change. Increased levels of dust particles can cause irritation of the respiratory

tract and eventually cause respiratory tract infections. If seen from the number of

people who will be affected, which will reach 500 families (<10% of the population

along the toll road corridor), then this impact can be categorized as small.


this impact:


residents outside the study area.

• The distribution of the impact will spread to the outside of the study area.

• The impact will occur during the preparation of the subgrade.

• Several components of the environment will be affected, such as public

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facilities others.

• The nature of the impact is cumulative


Based on the above description, the impact on ARI patients due to subgrade

preparation activities is an insignificant negative impact (K / - TP).

5.4 POST-Construction Phase

5.4.1 Physical-Chemical Environmental Components

a. Reduced Air Quality

Predicted environmental impacts include air quality pollution originating from the

operations and maintenance of the Cikampek-Palimanan Toll road.

Measurements of air quality at 10 sampling locations in residential locations

around the project site showed that all parameters are still below the required

quality standard.

Operation of the Cikampek-Palimanan toll road will degrade ambient air quality

due to exhaust emissions from motor vehicles. Types of vehicles that would use

these roads include classes I to V. Transport vehicles that use fuel will cause air

pollution from exhaust emissions from the fuel combustion, such as the exhaust

gas released from the burning of CO, SO2, NOx, HC and particulate matters (PM).

These gases will be dispersed to the atmosphere and spread according to wind

speed and direction, thereby resulting in the ambient air quality to change. This will

disrupt public health and comfort.

Predicted gas emissions from vehicles using the Cikampek-Palimanan toll road in

2015 in each toll road segment are shown in Figures 5.7 to 5.12. From these

results it was concluded that air quality concentrations will be very high when close

to the source of emission. The farther from the emission source then the lower the

concentration.

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Figure 5-10 Es timated Air Quality in the Sadang-Kalija ti Sec tion in 2015

Figure 5-11 Es timated Air Quality in the Kalija ti-Subang Section in 2015

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Figure 5-12 Es timated Air Quality in the Subang-Cikedung Section in 2015

Figure 5-13 Es timated Air Quality in the Cikedung-Kerta ja ti Sec tion in

2015

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Figure 5-14 Es timated Air Quality in the Kerta ja ti-Sumberjaya Section in 2015

Figure 5-15 Es timated Air Quality in the Sumberjaya-Palimanan Sec tion in 2015

EIA V-48

Air pollution will mainly be caused by an increased content of dust particles which

will affect the health of residents living near the Cikampek-Palimanan toll road,

such as with skin irritation, eye irritation and disturbance of the respiratory tract.

Another component that will be affected by declining air quality due to emissions

from vehicles using the toll road is the vegetation that grows in the surrounding

area. The impact on plants due to air pollution is different depending on the

pollutant:

1. Impact of O3

- Pale surface on the upper and lower leaves and patches of necrosis

- Occurrence of chlorosis leaf so the color turns yellow

- Creation of spots or patches on the leaves until the leaves are purple, dark

brown or red.

This leaf damage occurs in young leaves and old leaves of plants that are

sensitive to O3, such as vegetable crops (tomato, spinach, peanut, onion), crops

(corn) and ornamentals (chrisantenum, petunias, pine).

2. Impact of SO2

SO2 can cause acute damage to vegetation in the form of necrosis and drying of

leaf tissue. After a time this will cause death of the leaves of certain types of plants

that are sensitive to SO2 in the air, such as are ornamental plants (cosmos /

cottonwoods, daisies, violets, flowers butterflies), plants fruit/vegetables and food

crops (sweet potatoes, spinach, squash, peppers, carrots and bean salad).

3. Impacts of NO2

High content of NO2 in the air can cause leaf blisters, necrosis and leaf fall. With a

concentration of 2ppm of NO2-2 ppm with an exposure time of 2 hours, damage

can be caused to tomato leaves, beans and cucumbers. The types of plants that

are categorized as sensitive to NO2 include vegetable crops (lettuce, red beans

and cabbage), ornamental plants (Hibiscus, Azalea, sunflower and Malaleuca),

and fruitcrops (citrus). Source: Effect of Pullution on plants, Jhon Naeeke 1993.

4. Impact of Fluor (not from vehicle exhaust emissions)

Fluorines and hydrogen-fluorides can accelerate the corrosion process of plants,

by causing the collapse of sponge cells, followed by the lower surface stomata

associated with the epidermis, followed by chloroplast damage and palisade tissue

damage and damaged vascular tissues.

EIA V-49

The predicted percentage increase in air quality was measured at each section

along the Cikampek-Palimanan Toll Road Plan by comparing data from the

Environment Rona with predicted data as follows in Tables 5.12 – 5.17:

Table 5-8 Air Quality Improvement in Cikampek-Kalija ti Sec tion

% Improvement

Distance

HC

CO

N02

SO2

Dust

100

1110.54

1158.12

421.46

-72.54

3607.28

200

636.12

665.05

217.10

-83.30

2154.38

300

385.98

405.08

109.35

-88.98

1388.31

400

263.24

277.52

56.47

-91.76

1012.43

500

190.13

201.54

24.98

-93.42

788.53

600

152.12

162.03

8.60

-94.28

672.11

700

131.87

140.98

-0.12

-94.74

610.11

800

106.95

115.09

-10.85

-95.31

533.79

900

93.12

100.71

-16.81

-95.62

491.43

1000

81.02

88.14

-22.02

-95.89

454.38

1500

44.76

50.45

-37.64

-96.72

343.33

2000

15.78

20.33

-50.13

-97.37

254.57

Table 5-9 Air Quality Improvement in Kalija ti-Subang Sec tion

% improvement

Distance

HC

CO

N02

SO2

Dust

100

1181.57

1155.82

853.05

-72.59

7140.16

200

679.31

663.66

479.55

-83.34

4302.70

300

414.49

404.16

282.61

-89.00

2806.61

400

284.55

276.83

185.98

-91.78

2072.52

500

207.16

200.99

128.42

-93.43

1635.27

600

166.91

161.55

98.49

-94.29

1407.89

700

145.48

140.55

82.55

-94.75

1286.81

800

119.10

114.69

62.93

-95.31

1137.77

900

104.45

100.34

52.04

-95.63

1055.04

1000

91.64

87.79

42.52

-95.90

982.69

1500

53.25

50.18

13.97

-96.72

765.81

2000

22.57

20.11

-8.85

-97.38

592.47

EIA V-50

Table 5-10 Air Quality Improvement in Subang-Cikedung Sec tion

% improvement

Distance

HC

CO

N02

SO2

Dust

100

2758.54

1113.36

1365.92

-53.69

12406.10

200

1638.26

637.84

791.42

-71.84

7504.89

300

1047.58

387.11

488.50

-81.41

4920.65

400

757.75

264.09

339.87

-86.10

3652.64

500

585.11

190.81

251.34

-88.90

2897.37

600

495.34

152.70

205.30

-90.36

2504.62

700

447.54

132.41

180.79

-91.13

2295.47

800

388.69

107.44

150.61

-92.08

2038.03

900

356.03

93.57

133.86

-92.61

1895.13

1000

327.46

81.44

119.21

-93.08

1770.15

1500

241.83

45.10

75.30

-94.46

1395.53

2000

173.40

16.05

40.20

-95.57

1096.12

Table 5-11 Air Quality Improvement in Cikedung-Kertajati Sec tion

% improvement

Distance

HC

CO

N02

SO2

Dust

100

782.44

1264.56

492.09

-77.70

9579.25

200

436.61

729.78

260.05

-86.44

5785.90

300

254.26

447.81

137.70

-91.05

3785.80

400

164.79

309.46

77.66

-93.31

2804.40

500

111.50

227.05

41.91

-94.66

2219.85

600

83.78

184.20

23.31

-95.36

1915.88

700

69.03

161.37

-13.41

-95.73

1754.00

800

50.86

133.28

1.22

-96.19

1554.76

900

40.78

117.69

-5.54

-96.44

1444.15

1000

31.96

104.06

-11.46

-96.67

1347.42

1500

5.53

63.18

-29.20

-97.33

1057.48

2000

-15.60

30.51

-43.37

-97.87

825.75

Table 5-12 Air Quality Improvement in Kerta jati-Sumberjaya Sec tion

% improvement

Distance

HC

CO

N02

SO2

Dust

100

7277.14

978.10

1506.58

-76.58

5481.67

200

4386.00

555.58

876.95

-85.76

3294.18

300

2861.60

332.81

544.97

-90.60

2140.80

400

2113.62

223.50

382.08

-92.97

1574.86

500

1668.10

158.39

285.05

-94.39

1237.77

600

1436.42

124.53

234.60

-95.12

1062.48

700

1313.05

106.50

207.73

-95.51

969.14

800

1161.19

84.31

174.66

-96.00

854.24

EIA V-51

900

1076.89

71.99

156.30

-96.26

790.46

1000

1003.17

61.22

140.25

-96.50

734.68

1500

782.19

28.92

92.12

-97.20

567.48

2000

605.57

3.11

53.66

-97.76

433.85

Table 5-13 Air Quality Improvement in Sumberjaya-Palimanan Sec tion

% improvement

Distance

HC

CO

N02

SO2

Dust

100

555.04

393.00

542.36

-75.81

1809.29

200

298.33

199.79

290.62

-85.29

1061.03

300

162.97

97.92

157.88

-90.29

666.50

400

96.55

47.93

92.75

-92.74

472.91

500

57.00

18.16

53.96

-94.20

357.61

600

36.42

2.68

33.78

-94.96

297.64

700

25.47

-5.57

23.04

-95.37

265.71

800

11.99

-15.72

9.82

-95.86

226.41

900

4.50

-21.35

2.48

-96.14

204.59

1000

-2.05

-26.28

-3.94

-96.38

185.51

1500

-21.67

-41.05

-23.18

-97.11

128.32

2000

-37.35

-52.85

-38.56

-97.69

82.61

From the tables above it can be seen that the air quality parameters that need to

be managed properly are HC, CO, NO2 and Dust. This is because an

improvement with an average of over 30% can be seen in the data when

measured at a distance of 2000 m.

From this data it can be seen that several air pollutants with long exposure at low

concentrations can cause damage to the productivity of vegetation through their

flowers, fruit and leaves.

The impact of the toll road operations in the form of air pollution and vehicle

exhaust gas emission will be relatively long-term as the lifespan of the Palimanan-

Cikampek toll road is over 20 years.

The Cikampek-Palimanan toll road operation has the potential to reduce air quality

and potentially exceed the standards. If the initial conditions are coupled with the

activities and operation of the toll road, with residential areas, commerce, shops,

and industrial and public facilities and vegetation as well as mixed farms being

exposed to the emissions every day (24 hours), then this will negatively affect

public health.

EIA V-52

In addition to affecting public health, air pollution due to exhaust emissions from

motor vehicles and highways will also impact on vegetation around the Cikampek-

Palimanan toll road. Vegetation that will be affected by air pollution are mainly

located in roadside areas; the vegetation types including gardens and yards with

socio-economic, aesthetic and/or ecological value. Thus the effect of reduced air

quality due to activities and operation of Cikampek-Palimanan toll roads is

classified as a large and negative important impact (B /-P) with the following

considerations:


The number of people affected is quite a lot around the toll road, so the

effect is considered important.


Distribution of the impact will be widespread and can be categorized as

particularly important for dust which can reach the nearby residential and

other land, so that the impact is categorized as important.


The impact will last throughout the toll road operations, is permanent, and

so the impact can be categorized as critical. But in terms of intensity, the

impact intensity will decline (lead, hydrocarbons, gas, SO2, CO, NO2),

although this reduction will be very small. Dust and Carbon Oxide (CO) will

increase by a greater amount and will significantly contribute to declining

air quality, therefore the impact is considered quite important.

4. In terms of the number of environmental components affected, there are

several components that will be affected thus the impact is considered

important.

5. The impact is cumulative, so it can be considered important.

6. The impact is reversible if regular and appropriate management activities

are conducted, so it is categorized as not important.

b. Increased Noise

Increased noise is expected to occur due to the sound from vehicle engines during

the Cikampek-Palimanan toll road operations. Noise will be heard by residents

who live or move around the toll road within a distance of less than 25 m

(population at risk). The noise will come from the engines of Class I to V vehicles

passing through the Cikampek-Palimanan over 24 hours.

EIA V-53

Predicted noise levels during operation are shown in Figure 5.13; this figure shows

that the noise level at a distance of 5 m high will equal to 94 dB (A), but the noise

level will decrease when farther away from the noise source.

Figure 5-16 Predic ted Nois e During Opera tional S tage

Predicted percentage improvements to noise were measured for each section

along the Cikampek-Palimanan Toll Road Plan with data obtained by comparing

data from the Environment Rona and results displayed in Tables 5.18-5.23 as

follows:

Table 5-14 Improvement o f Nois e

Cikampek-Kalijati Section Distance

% improvement

5

68.21

25

43.20

50

32.43

75

26.13

100

21.66

150

15.36

200

10.89

300

4.59

400

0.12

500

-3.34

Table 5-15 Improvement of Noise

EIA V-54

Kalijati-Subang Section Distance

% improvement

5

23.24 25

4.92

50

-2.97 75

-7.59

100

-10.86 150

-15.48

200

-18.76 300

-23.37

400

-26.65 500

-29.19


Subang-Cikedung Section Distance

% improvement

5

75.43

25

49.35

50

38.12

75

31.55

100

26.88

150

20.31

200

15.65

300

9.08

400

4.42

500

0.80


Cikedung-Kertajati Section

Distance

% improvement

5

72 22

25

46 61

50

35 59

75

29 14

100

24 56

150

18 11

200

13 53

300

7 08

400

2 51

500

-1 04


Kertajati-Sumberjaya Section

EIA V-55

Distance

% improvement

5

73.17

25

47.42

50

36.34

75

29.85

100

25.25

150

18.76

200

14.16

300

7.68

400

3.07

500

-0.50


Sumberjaya-Palimanan Section Distance

% improvement

5

87.31254954

25

59.46513901

50

47.47191209

75

40.45632408

100

35.47868517

150

28.46309716

200

23.48545825

300

16.46987024

400

11.49223133

500

7.631274641

Increased noise in the environment due to the Cikampek-Palimanan toll road will

cause daily exposure to those in the nearby residential areas, trade, shops and

industrial and public facilities. Further impact of this continuous noise is the

disruption of public health. This impact is long-lasting and will be felt over a

relatively long road period of more than 20 years (toll road lifespan). This impact is

classified as a large and significant negative impact (BA-P), with the following

considerations:

1. Many people will be affected including those living around the highway, so

the impact is considered important.


The wide spread nature of the project site along the 116.4 km with ROW of

60 m means that the impact can be considered important as it will reach

the nearby residential and other areas. This impact is considered

important.


EIA V-56

The impact will last throughout the toll road operation, is permanent, and

as such the impact can be categorized as critical.

4. In terms of the number of environmental components affected, many

components will be affected so the impact can be considered important.

5. The impact is cumulative, so it is considered important.

6. The impact is, in general, reversible if regular and appropriate

management activities are undertaken; as such it can be categorized as

not important.

b. Changes to Land Use

Cikampek-Palimanan toll road operations will directly improve service quality of

the arterial roads and other primary local collector roads in the regencies of

Purwakarta, Subang, Indramayu, Majalengka and Cirebon. In addition, this toll

road will improve accessibility from Sumatra to Java via the motorway and vice

versa. This will encourage land use changes resulting from improved accessibility.

This impact will occur in locations that are still empty or garden areas, so the

impact is of small scale. Thus the impact of changes to land use due to the toll

road is categorized as a small impact.


this impact:

• The number of people affected includes residents around the toll road as

well as outside it.

• The distribution of impact will be across the region through which the toll

road passes.

• The impact will occur during the operation of the toll road.

• Several other environmental components will be affected such as land and

soil and continued impact on other components.

• The impact is cumulative


Based on the above description, the impact of changes to land use due to

activities and operation of toll roads is a negative and not significant impact (K /-TP).

5.4.2 Social-Economic and Cultural Component

a. Increased employment opportunities

EIA V-57

Toll road operations will require both administrative and operational personnel in

the field. A diversity of labor depending on a variety of qualifications, expertise /

skills is needed. Employee training will be required. The main priority of

recruitment will be to hire local from the project area.

Taking into account the number of people that can be hired and the number of job

seekers in the project area (including those who are unemployed), it can be

concluded that the impact on employment is quite broad. Meanwhile, it can be

categorized as an important positive impact (B / + P), with the following

considerations:


• intensity of impact is high, in terms of having a broad distribution that may

exceed the project site;



promote a positive image of the toll road.

In addition, the resultant employment and business opportunities are estimated to

increase economic activities in the region. They can also cause secondary effects

such as improvement of incomes. Amid the current economic difficulties, the need

for job opportunities, and the estimated number of workers to be recruited by this

activity, the impact can be considered important positive (B / + P), with the








b. Disruption of kinship

Communities around the project have very strong kinship ties, internally and

externally, and strong social relationships among residents. The toll road will

divide the territories in the villages, and villagers suspect the toll road will disrupt

their kinship ties. This impact will arise primarily where accessibility is high and

mobility between villages across the streets will be disturbed.

EIA V-58

The magnitude of this impact is relatively large, given the high dependence of the

population on accessing the old roads. The nature of the impact is negative and

quite important (B /-P).

c. Changes in Public Perception

The toll road is expected to increase the accessibility of the community and

enhance the region's economy. In addition, the existence of employment and

business opportunities is estimated to increase economic activities in the region. It

can also cause secondary effects such as improvement of incomes. The nature of

this impact is broad and can be categorized as an important positive (+ P), with

the following considerations:







d. Occurrence of Traffic Accidents

At the beginning of the operation of the Cikampek-Palimanan toll road, road users

will be likely to use this road at maximum speed (100 km/h). The road surface

(made of layers of concrete) will increase friction with the car wheels, resulting in

cars with non-standard tires experiencing accidents (broken tires). Similarly, the

integration of the toll road with arterial roads (road intersections) is usually not

sufficiently sign-posted, so at the beginning road users may easily have accidents

with vehicles leaving the toll road. Considering the density and improvement to

traffic service levels generated by the toll road operations, the changes to traffic

conditions will have a small scale impact. Therefore the impact is a small negative impact.

e. Traffic disruption

Toll Road operation

Operation of the toll road is expected to affect vehicle traffic on access roads

around the entrances and the exits, resulting in traffic congestion on the toll road.

Traffic disruption will occur during the operation of the toll road. Traffic congestion

will cause queues and interrupt the smooth flow of traffic on access roads around

EIA V-59

the toll booths, and will last as long as there are no management efforts to resolve

the issue. The impact is considered to be moderate.


this impact:

• The number of people affected include those who use the access roads

and the toll road

• The impact distribution will be localized to the vicinity of the toll road. The

impact will occur safely with low intensity.

• Other environmental components that may be impacted are the

infrastructure which will be further impacted by the problems of access and

convenience of road users on the toll road.

• The nature of this impact is not cumulative and is reversible

Based on the above description, the impact of road maintenance work on traffic is

negative and not significant (S /-TP).

Along with developments in areas surrounding the toll road, which are either linked

directly or indirectly to the existence of the toll road, the frequency/volume of traffic

on the toll road will also increase. Increases to traffic volume can reduce the level

of highway service, at the least to the level of C which does not meet toll road

standards.

In a relatively short time (± 5 years), traffic volume on the toll road is estimated

improve fairly rapidly. This estimate in based on an analogy with the improvement

in traffic volume on toll roads such as the Padalarang - Cileunyi toll road in West

Java, where traffic volume improved by an average of 28.5% per year. The daily

volume of traffic using the toll road, based on traffic loading models using the help

of Transportation Planning (TRANPLAN) computer software, for each projected

year, is presented in Table 5.24 below.

Table 5-20 Projec t Daily Traffic Volumes INTERCHANGE: Cikampek-Kalijati

Year Type I

(vehicle)

Type II-A

(vehicle)

Gol M-B

(vehicle)

Total

(Vehicle) 2008

4,087

951

3,908

8,996

2010

4,905

1,141

4,690

9,926

2015

6,631

1,543

6,340

14,514

2025 13,264 3,087 12,683 29,034

EIA V-60

2035 21,776 5,067 20,823 47,666

INTERCHANGE Kalijati-Subang 2008

5,613

1,306

5,368

12,287

2010

7,295

1,698

6,976

15,969

2015

9,852

2,292

9,420

21,564

2025

17,924

4,171

17,139

39,234

2035

24,732

5,755

23,649

54,136

INTERCHANGE Subang-Haur Selatan

2008

2,074

483

1,983

4,540

2010

2,881

670

2,755

6,306

2015

4,376

1,018

4,185

9,579

2025

10,195

2,372

9,749

22,316

2035

17,783

4,138

17,004

38,925

INTERCHANGE Haur Selatan-Palimanan

2008

2,699

628

2,581

5,908 2010

2,881

670

2,755

6,306 2015

3,855

897

3,686

15,310 2025

6,994

1,628

6,688

15,310

2035

12,259

2,853

11,722

26,834

Source : SID Cikampek – Palimanan section 116 Km, year 2007.

In relation to the improvement of traffic volume as described above, if the driver's

behavior has no concern for driving on the highway, then congestion and potential

accidents may occur. The analysis above shows that the volume and scale of the

impact is quite significant, and the impact will occur continuously during the

operation of the toll road.

Toll Road Maintenance

Toll road maintenance activities are expected to have an impact on facilities and

infrastructure in the form of traffic disruption, especially during road repair work.

Traffic disruption will occur when road maintenance work is carried out and in the

locations where the work is carried out. The concentration of this traffic will cause

queuing and traffic disruption, especially if the repair work is done at rush hour.

This impacts is assessed as large. The following considerations formed the basis

for determining the significance of this impact:

• The number of people affected includes the toll road users because the

highway is a freeway proper, where travel by road should not be any

interference.

• The distribution of the impact is localized to the vicinity of the repair work.

• The impact will occur during the implementation of repair work with low

intensity.

• Other environmental components that may be affected are the toll road

EIA V-61

infrastructure which will impact further on the comfort of toll road users.

• Nature of the impact is not cumulative and is reversible

Based on the above description, the impact of road maintenance work on traffic is

negative and not significant (B /-TP).

5.5 SUMMARY

The Cikampek - Palimanan Toll Road Development Plan runs along ± 116.4 km

and consists of 6 sections, starting from Cikopo Village (Jakarta-Cikampek Toll 91

+350) in Purwakarta Regency, to Pegagan Village (Cirebon-Palimanan Toll Sta

207 +350) in Cirebon Regency. The length of each section is respectively as

follows:

• Section I Cikampek - Kalijati (27.05 km)

This section begins (STA 91 +350) in Cikopo Village, Bungursari district,

Purwakarta Regency (Cikampek Junction) and meets the Jakarta-Cikampek toll

road and ends at STA 118 +400 at Kaliangsana Village, Kalijati district, Subang

Regency.

• Section II Kalijati - Subang (+ 11.2 km)

Starting from the STA 118 +400 in the Village Kaliangsana Sub-district of Subang

Regency kalijati until at Village STA 129 +600 Cisaga Sub-district of Subang

Regency Subang.

• Section III Subang - Cikedung (+ 28.7 km)

This section begins from STA 129 +600 in the Cisaga Village, Subang district,

Subang regency, and runs until STA 158 +300 in Cikawung Village, Trisi district,

Indramayu regency.

• Section IV Cikedung - Kertajati (+ 18.9 km)

This section starts from STA 158 +300 in Cikawung Village, Trisi district,

Indramayu Regency and runs to STA 177 +200 in Kertawinangun Village, Kertajati

district, Majalengka Regency.

• Section V Kertajati - Sumberjaya (± 16.1 km)

This section starts from STA 177 +200 in Kertawinangun Village, Kertajati district,

Majalengka Regency and runs until STA193 +300 at Sumberjaya Village,

Sumberjaya district, Majalengka Regency.

EIA V-62

• Section VI Sumberjaya - Palimanan (+ 14.45 km)

This section starts from STA 193 +300 in Sumberjaya Village, Sumberjaya district,

Majalengka Regency and runs until STA 207 +750 in Pegagan Village, Palimanan

district, Cirebon Regency.

The predicted impacts that will arise and the location of their occurrence for each

toll road section can be seen in Tables 5.25 until 5.27.

EIA V-63

Table 5-21 Summary of Impac ts during Pre -Cons truc tion S tage fo r Each Sec tion

Type of Impact

Section I

STA 91+500 s/d STA

188+550

Section II

STA 118+550 s/d STA

129+750

Section III

STA 129+750 s/d STA

158+450

Section IV

STA 158+450 s/d STA

177+350

Section V

STA 177+350 s/d STA

193+450

Section VI

STA 193+450 s/d STA

207+900

Community Unrest Only landowners who

obtain compensation,

tenant farmers will not get

compensation.

Only landowners who



compensation.

Only landowners who



compensation.

No Community Unrest Only landowners who



compensation.

Toll road will cut the

islamic boarding house,

and some residents do not

agree with land acquisiton.

Only landowners who



compensation.

Social Conflict People generally agree to

the development plan, no

potential of social conflict.

People generally agree to












Potential social conflict

due to some residents not

agreeing with land

acquisition of the Islamic

boarding house in

Ciwaringin

Reduced Income Land acquisition will

reduce source of income

for some residents who

work on the paddy field.

Land acquisition will



work on the paddy field.




work on the plantation.













EIA V-64

EIA V-65

Table 5-22 Summary of Impac ts during Cons truc tion S tage fo r Each Sec tion

Type of Impact

Section I

STA 91+500 s/d STA

188+550

Section II

STA 118+550 s/d STA

129+750

Section III

STA 129+750 s/d STA

158+450

Section IV

STA 158+450 s/d STA

177+350

Section V

STA 177+350 s/d STA

193+450

Section VI

STA 193+450 s/d STA

207+900

Reduced Air Quality Impact caused by

Mobilization heavy

equipment and materials,

Operation of the base

camp, ground preparation

work, foundation,

excavation and

embankment work, and

Bridge Works

(Sta. 92+600-92+850,

Sta 98+700-98+800,

Sta 1 04+550-1 04+900,

Sta 11 3+700-1 13+800,

Sta 11 6+800-1 16+900)

Impact caused by

Mobilization heavy




work, foundation,

excavation and


Bridge Works

Sta 122+450-122+600

Sta 123+550-1 23+700

Sta 126+300-126+650

Impact caused by

Mobilization heavy




work, foundation,

excavation and


Bridge Works

Sta 129+950-1 30+000

Sta 131 +400-1 31 +500

Sta 132+050-132+150

Sta 132+300-1 32+450

Sta 132+600-1 32+700

Sta 136+700-136+900

Sta 149+800-149+950

No settlements in Sta

158+450-1 77+350

Impact caused by

Mobilization heavy




work, foundation,

excavation and


Bridge Works

Sta 180+300-180+600

Sta 187+000-187+400

Sta 188+200-188+550

Sta 188+700-1 89+000

189+800-190+200

Impact caused by

Mobilization heavy




work, foundation,

excavation and


Bridge Works

Sta 194+700-1 94+800

Sta 198+000-1 98+050

Sta 199+000-1 99+250

Sta 199+900-200+000

Sta 200+200-200+400

Sta 200+600-201 +200

Sta 201 +400-201 +500

Sta 202+400-202+550

Sta 205+800-205+850

EIA V-66

Type of Impact

Section I

STA 91+500 s/d STA

188+550

Section II

STA 118+550 s/d STA

129+750

Section III

STA 129+750 s/d STA

158+450

Section IV

STA 158+450 s/d STA

177+350

Section V

STA 177+350 s/d STA

193+450

Section VI

STA 193+450 s/d STA

207+900

Sta 206+850-207+000

Increased Noise

Impact caused by

Mobilization heavy




work, foundation,

excavation and


Bridge Works, road works,

and pavement work

(Sta. 92+600-92+850,

Sta 98+700-98+800.

Sta 104+550-1 04+900,

Sta 11 3+700-1 13+800,

Sta 11 6+800-1 16+900)

Impact caused by

Mobilization heavy




work, foundation,

excavation and



and pavement work

Sta 122+450-1 22+600

Sta 123+550-1 23+700

Sta 126+300-126+650

D Impact caused by

Mobilization heavy




work, foundation,

excavation and



and pavement work

Sta 129+950-130+000

Sta 131 +400-1 31 +500

Sta 132+050-132+150

Sta 132+300-1 32+450

Sta 132+600-132+700


158+450-1 77+350

Impact caused by

Mobilization heavy




work, foundation,

excavation and



and pavement work

.Sta 180+300-1 80+600

Sta 187+000-187+400

Sta 188+200-1 88+550

Sta 188+700-1 89+000

189+800-190+200

Impact caused by

Mobilization heavy




work, foundation,

excavation and



and pavement work

Sta 194+700-194+800

Sta 198+000-198+050

Sta 199+000-199+250

Sta 199+900-200+000

Sta 200+200-200+400

EIA V-67

Type of Impact

Section I

STA 91+500 s/d STA

188+550

Section II

STA 118+550 s/d STA

129+750

Section III

STA 129+750 s/d STA

158+450

Section IV

STA 158+450 s/d STA

177+350

Section V

STA 177+350 s/d STA

193+450

Section VI

STA 193+450 s/d STA

207+900

Sta 136+700-1 36+900 Sta 149+800-149+950

Sta 200+600-201+200

Sta 201+400-201+500

Sta 202+400-202+550

Sta 205+800-205+850

Sta 206+850-207+000

Reduced Water Quality

Impact caused by

Mobilization heavy


Operation of the base camp, ground preparation work, foundation, excavation and embankment work, River Ciherang (STA 95+000), River Cilamaya JSTA. 102+500).

Impact caused by

Mobilization heavy


Operation of the base camp, ground preparation work, foundation, excavation and embankment work, River Cibodas (STA 120+000), River Ciasem (STA.123+000)

Impact caused by

Mobilization heavy


Operation of the base camp, ground preparation work, foundation, excavation and embankment work, River Cilamatan (STA 138+500), River Cipunegara (STA 142+0001

Impact caused by

Mobilization heavy


Operation of the base camp, ground preparation work, foundation, excavation and embankment work, River Cipanas (STA 161+500)

Impact caused by

Mobilization heavy


Operation of the base camp, ground preparation work, foundation, excavation and embankment work, River Cimanuk (STA 180+000)

Impact caused by

Mobilization heavy


Operation of the base camp, ground preparation work, foundation, excavation and embankment work, River Ciwaringin (STA 201+000), Kanal Ciliwung (STA 205+500)

Disruption of Ground Water flow

Caused by clearing and

land preparation activities,

earthwork (excavation /

embankment),

construction work and the

road pavement. (In all the

irrigation channels that are

cut off)




embankment),




cut off)




embankment),




cut off)




embankment),




cut off)




embankment),




cut off)




embankment),




cut off)

EIA V-68

River Ciherang (STA 95+000), River Cilamaya (STA. 102+500)

River Cibodas (STA 120+000). River Ciasem (STA.123+000)

River Cilamatan (STA 138+500), River Cipunegara (STA 142+000)

) River Cipanas (STA 161 +500)

River Cimanuk (STA 180+000)

River Ciwaringin (STA 201+000), Canal Ciliwung (STA 205+500)

Soil erosion Erosion caused by mining

/quarry deposits

associated with cut and fill

activities.

Erosion caused by mining

/quarry deposits


activities.


/quarry deposits


activities.


/quarry deposits


activities.


/quarry deposits


activities.


/quarry deposits


activities.

Environmental aesthetic disruption

This impact is due to

transporting project

materials / soil spills on

the road




the road




the road




the road




the road




the road

Type of Impact Section I

STA 91+500 s/d STA

188+550

Section II

STA 118+550 s/d STA

129+750

Section III

STA 129+750 s/d STA

158+450

Section IV

STA 158+450 s/d STA

177+350

Section V

STA 177+350 s/d STA

193+450

Section VI

STA 193+450 s/d STA

207+900

(Purwakarta -Subang)

(Purwakarta -Subang and Subang-Pamanukan]

(Subang-Bandung dan Subang-Pamanukan).

(Cirebon-Bandung)

(Cirebon-Bandung)

(Cirebon-Bandung)

Ground Water Disruption

This impact caused by

excavation work in to

obtain appropriate road

geometry. There will be a

hilly area in section I

(slope generally 15-30%)





hilly area in section II






hilly area in section III


slope generally 3-5 %



Slope Stability Disorder This impact caused by This impact caused by This impact caused by slope generally 3-5 % slope generally 0-3 % slope generally 0-3 %

EIA V-69




hilly area in section I





hilly area in section II





hilly area in section III


Gangguan Terhadap Biota air (ikan)




embankment),




cut off)

River Ciherang (STA 95+000), River Cilamaya (STA.102+500)




embankment),




cut off)

River Cibodas (STA 120+000), River Ciasem (STA.1 23+000)




embankment),




cut off)

River Cilamatan (STA 138+500), River Cipunegara (STA 142+000).




embankment),




cut off)

River Cipanas (STA 161+500).




embankment),




cut off)

River Cimanuk (STA 180+000)




embankment),




cut off)

River Ciwaringin . , (STA 201+000), Kanal Ciliwung -(STA 205+500)

Increased Employment Opportunities

Impacts due to the

absorption of labor

(between 150-250 people)

in surrounding villages and

sub-district particularly on:

Impacts due to the

absorption of labor




Impacts due to the

absorption of labor




Impacts due to the

absorption of labor




Impacts due to the

absorption of labor




.Sta 180+300-1 80+600

Impacts due to the

absorption of labor




Sta 194+700-194+800

EIA V-70

Type of Impact Section I

STA 91+500 s/d STA

188+550

Section II

STA 118+550 s/d STA

129+750

Section III

STA 129+750 s/d STA

158+450

Section IV

STA 158+450 s/d STA

177+350

Section V

STA 177+350 s/d STA

193+450

Section VI

STA 193+450 s/d STA

207+900

(Sta. 92+600-92+650, Sta

98+700-98+600,

Sta 104+550-104+900,

Sta 113+700-113+600,

Sta 116+600-116+900)

Sta 122+450-122+600 Sta

123+550-123+700 Sta

126+300-126+650

Sta 129+950-130+000 Sta

131+400-131+500 Sta

132+050-132+150 Sta

132+300-132+450 Sta

132+600-132+700 Sta

136+700-136+900 Sta

149+800-149+950

Sta 187+000-187+400 Sta

188+200-188+550 Sta

188+700-189+000

189+800-190+200

Sta 198+000-198+050 Sta

199+000-199+250 Sta

199+900-200+000 Sta

200+200-200+400 Sta

200+600-201+200 Sta

201+400-201+500 Sta

202+400-202+550 Sta

205+600-205+650 Sta

206+650-207+000

Improvement of Business

Opportunity

Impact due to the need for

material supply

For excavation category C

materials (stone, gravel) or

Concrete materials

(cement, asphalt, iron),


sub-district


material supply



Concrete materials



sub-district


material supply



Concrete materials



sub-district


material supply



Concrete materials


in surrounding villages

and sub-district


material supply



Concrete materials



and sub-district


material supply



Concrete materials



and sub-district

Social Jealousy Impacts due to the

absorption of labor coming

not from surrounding

villages and sub-district

Impacts due to the

absorption of labor



and sub-district

Impacts due to the

absorption of labor



and sub-district

Impacts due to the

absorption of labor



Impacts due to the

absorption of labor



Impacts due to the

absorption of labor



EIA V-71

particularly on:

(Sta. 92+600-92+850,

Sta 98+700-98+800, Sta

104+550-104+900, Sta

113+700-113+800, Sta

116+600-116+900)

particularly on:: Sta

122+450-122+600 Sta

123+550-123+700 Sta

126+300-126+650

particularly on:Sta

129+950-130+000 Sta

131+400-131+500 Sta

132+050-132+150 Sta

132+300-132+450 Sta

132+600-132+700 Sta

136+700-136+900 Sta

149+800-149+950

and sub-district particularly

on:

and sub-district

particularly on:. Sta 180+-

300-180+600 Sta

187+000-187+400 Sta

188+200-188+550 Sta

188+700-189+000

189+800-190+200

and sub-district

particularly on:Sta

194+700-194+800

Sta 198+000-198+050

Sta 199+000-199+250

Sta 199+900-200+000

Sta 200+200-200+400

Sta 200+600-201+200

Sta 201+400-201+500

Sta 202+400-202+550

Sta 205+800-205+650

Sta 206+850-207+000

Type of Impact

Section I

STA 91+500 s/d STA

188+550

Section II

STA 118+550 s/d STA

129+750

Section III

STA 129+750 s/d STA

158+450

Section IV

STA 158+450 s/d STA

177+350

Section V

STA 177+350 s/d STA

193+450

Section VI

STA 193+450 s/d STA

207+900

Accessibility Disruption These impacts will arise

especially in underpass

/overpass work activities

where the toll road

alignment plan will cut

many public roads,

especially on

These impacts will arise



where the toll road


many public roads,

especially on




where the toll road


many public roads,

especially on




where the toll road


many public roads,

especially on




where the toll road


many public roads,

especially on




where the toll road


many public roads,

especially on

EIA V-72

Sta:

92+920; 94+670;95+975;

97+S89;98+500;100+000;

101+100,103+418, 104+044, 106+205, 107+325, 109+518

113+525,114+805, 116+116, 116+950, 117+532

Sta:

118+425,119+070, 121+100, 121+825, 122+585, 123+855

124+831, 126+180, 127+350, 128+286, 128+550, 129+122

Sta

130+012,131+575,

133+100, 133+566, 134+735,136+135

136+870,138+433,139+389

139+806,140+860,142+736

144+800,147+863,149+711

153+453,154+250,155+480

158+888,

Sta:

160+845,163+536,

164+651,165+975, 167+675,169+500,

171+060, 172+021, 172+851, 173-112,

176-155, 177+488

Sta 179+002,182+500,184+802,187+281,188+250,

189+070, 190+673,191+ 550,192+712

Sta:

194+698,195+289,195+

938, 196+425,197+289, 198+191, 199+446, 200+030,200+030

200+716,201+535,202+

123, 205+776,206+418

Impact caused by

Mobilization heavy


Sta:

92+920,97+589, 104+044,

107+325,109+518, 113+525 116+950

Impact caused by

Mobilization heavy


Sta:

119+070,123+855 126+180,128+286

Impact caused by

Mobilization heavy


Sta:

130+012,136+135

139+806,142+736

149+711

Impact caused by

Mobilization heavy


Sta:

158+888,169^00 173+512

Impact caused by

Mobilization heavy


Sta:

179+002,182+500

184+802,187+281

189+070,190+573

192+712.

Impact caused by

Mobilization heavy


Sta:

195+289,200+030

Impact caused by

Mobilization heavy


Sta;

92+920;94+670;95+975; 97+589; 98+500; 100+000; 101+100, 103+418 104+044, 106+205. 107+325

Impact caused by

Mobilization heavy


Sta:

118+425,119+070 121+100,121+825 122+585,123+855 124+831,126+180

Impact caused by

Mobilization heavy


Sta:

130+012,131+575

133+100,133+566

134+735,136+135

136+870.138+433

Impact caused by

Mobilization heavy


Sta: 160+845,163+536

164+651,165+975 167+575,169+500 171+060,172+021

Impact caused by

Mobilization heavy


Sta:

179+002,182+500 184+802,187+281 188+250,189+070 190+573,191+550 192+712.

Impact caused by

Mobilization heavy


Sta:

EIA V-73

Type of Impact

Section I

STA 91+500 s/d STA

188+550

Section II

STA 118+550 s/d STA

129+750

Section III

STA 129+750 s/d STA

158+450

Section IV

STA 158+450 s/d STA

177+350

Section V

STA 177+350 s/d STA

193+450

Section VI

STA 193+450 s/d STA

207+900

109518,113+625,114+805 116+116,116+950,117+532

127+350,128+286 128+550,129+122

139+389,139+806 140+860,142+736 144+800,147+363 149+711,153+453 154+250,155+480 158+888

172+651,173+612 176+655,177+488

201+535,202+123 205+776, 206+418

Caused by clearing and land preparation activities, earthwork (excavation / embankment), Sta 91+552 (PDAM) Sta 103+421 (Gas) PLN

Caused by clearing and land preparation activities, earthwork (excavation / embankment), Sta 126+122 (Gas) 127+212 (Gas) PLN

Caused by clearing and land preparation activities, earthwork (excavation / embankment), Sta 130+901 (Gas) PLN

Caused by clearing and land preparation activities, earthwork (excavation / embankment), PLN

Caused by clearing and land preparation activities, earthwork (excavation / embankment),


Gas :

Sta 196+496 dan 202+255

Dampak ini terjadi akibat keg. penyiapan tanah dasar dan pembersihan lahan pada jembatan lama yang menghubungkan antara dua village.




158+450-1 77+350

Caused by clearing and land preparation activities, earthwork (excavation / embankment), near school

Caused by clearing and land preparation activities, earthwork (excavation / embankment), near mosque

Increased ARI patients

The impact of derivatives

decreasing cleanliness

environment, the

occurrence of puddle of

water due constraints on

river flow and

improvement dust levels

due to construction of toll

roads



environment, the



river flow and



roads



environment, the



river flow and



roads


158+450-1 77+350



environment, the



river flow and



roads



environment, the



river flow and



roads

EIA V-74

(Sta. 92+600-92+850, Sta 98+700-98+800, Sta 104+550-104+900, Sta 113+700-113+800, Sta 116+800-116+900)

Sta 122+450-122+600 Sta 123+550-123+700 Sta 126+300-126+650

Sta 129+950-130+000

Sta 131+400-131+500

Sta 132+050-132+150

Sta 132+300-132+450

Sta 132+600-132+700

Sta 136+700-136+900

Sta 149+800-149+950

Sta 180+300-180+500

Sta 187+000-187+400

Sta 188+200-188+550

Sta 188+700-189+000 189+800-190+200

Sta 194+700-194+600

Sta 198+000-198+050

Sta 199+000-199+250

Sta 199+900-200*000

Sta 200+200-200+400

Sta 200+600-201+200

Sta 201+400-201+500

Sta 202+400-202+550

Sta 205+800-205+850

Sta 206+850-207+000

Table 5-23 Summary of Types o f Impac ts Aris ing in the Pos t-Cons truc tion S tage in each Sec tion o f the Toll Road

Type of Impact

Section I

STA 91+500 s/d STA

188+550

Section II

STA 118+550 s/d STA

129+750

Section III

STA 129+750 s/d STA

158+450

Section IV

STA 158+450 s/d STA

177+350

Section V

STA 177+350 s/d STA

193+450

Section VI

STA 193+450 s/d STA

207+900

Reduced Air Quality Impact caused by

Operation and

maintenance of toll roads

Cikampek-Palimanan

(Sta. 92+500-92+850,

Sta 98+700-98+800,

Sta 104+550-104+900,

Impact caused by

Operation and


Cikampek-Palimanan

Sta 122+450-1 22+600

Sta 123+550-123+700

Sta 126+300-126+650

Impact caused by

Operation and


Cikampek-Palimanan

Sta 129+950-130+000

Sta 131+400-131+500

Sta 132+050-1 32+1 50


158+450-1 77+350

Impact caused by

Operation and


Cikampek-Palimanan

Sta 180+300-1 80+600

Sta 187+000-1 87+400

Sta 188+200-188+550

Impact caused by

Operation and


Cikampek-Palimanan

Sta 194+700-194+800

Sta 198+000-198+050

Sta 199+000-199+250

EIA V-75

Type of Impact

Section I

STA 91+500 s/d STA

188+550

Section II

STA 118+550 s/d STA

129+750

Section III

STA 129+750 s/d STA

158+450

Section IV

STA 158+450 s/d STA

177+350

Section V

STA 177+350 s/d STA

193+450

Section VI

STA 193+450 s/d STA

207+900

Sta 11 3+700-1 13+800,

Sta 11 6+800-1 16+900)

Sta 132+300-1 32+450

Sta 132+600-1 32+700

Sta 136+700-136+900

Sta 149+800-149+950

Sta 188+700-1 89+000

189+800-190+200

Sta 199+900-200+000

Sta 200+200-200+400

Sta 200+500-201 +200

Sta 201 +400-201 +500

Sta 202+400-202+550

Sta 205+800-205+850

Sta 206+850-207+000

Increased Noise

Impact caused by

Operation and


Cikampek-Palimanan

(Sta. 92+600-92+850,

Sta 98+700-98+800,

Sta 104+550-104+900,

Sta 11 3+700-1 13+800,

Sta 11 6+800-1 16+900)

Impact caused by

Operation and


Cikampek-Palimanan

Sta 122+450-122+600

Sta 123+550-1 23+700

Sta 126+300-1 26+650

Impact caused by

Operation and


Cikampek-Palimanan

Sta 129+950-130+000

Sta 131+400-131+500

Sta 132+050-1 32+1 50

Sta 132+300-132+450

Sta 132+600-1 32+700

Sta 136+700-136+900


158+450-1 77+350

Impact caused by

Operation and


Cikampek-Palimanan

.Sta 180+300-1 80+600

Sta 187+000-187+400

Sta 188+200-1 88+550

Sta 188+700-1 89+000

189+800-190+200

Impact caused by

Operation and


Cikampek-Palimanan

Sta 194+700-1 94+800

Sta 198+000-198+050

Sta 199+000-199+250

Sta 199+900-200+000

Sta 200+200-200+400

Sta 200+600-201 +200

EIA V-76

Type of Impact

Section I

STA 91+500 s/d STA

188+550

Section II

STA 118+550 s/d STA

129+750

Section III

STA 129+750 s/d STA

158+450

Section IV

STA 158+450 s/d STA

177+350

Section V

STA 177+350 s/d STA

193+450

Section VI

STA 193+450 s/d STA

207+900

Sta 149+800-149+950 Sta 201 +400-201 +500

Sta 202+400-202+550

Sta 205+800-205+650

Sta 206+850-207+000

Increased Employment

Opportunity

Impact caused by

Operation of toll roads

Impact caused by

Operation and


Impact caused by

Operation and


Impact caused by

Operation and


Impact caused by

Operation and


Impact caused by

Operation and


Type of Impact

Section I

STA 91+500 s/d STA

188+550

Section II

STA 118+550 s/d STA

129+750

Section III

STA 129+750 s/d STA

158+450

Section IV

STA 158+450 s/d STA

177+350

Section V

STA 177+350 s/d STA

193+450

Section VI

STA 193+450 s/d STA

207+900

Social Kinship Disruption

Impact caused by

Operation and


Sta : (Sta. 92+600-92+850, Sta 98+700-98+800, Sta 104+550-1 04+900, Sta 11 3+700-1

Impact caused by

Operation and


Sta : Sta 122+450-122^00 Sta 123+550-1 23+700 Sta 126+300-126+650

Impact caused by

Operation and


Sta : Sta 129+950-1 30+000 Sta 131 +400-1 31 +500 Sta 132+050-1 32+1 50 Sta 132+300-1 32+450


158+450-1 77+350

Impact caused by

Operation and


Sta : .Sta 180+300-1 80+600 Sta 187+000-187+400 Sta 188+200-1 88+550 Sta 1 88+700-

Impact caused by

Operation and


Sta : Sta 194+700-1 94+800 Sta 198+000-1 98+050 Sta 199+000-199+250 Sta 199+900-

EIA V-77

13+800, Sta 11 6+800-1 16+QOO)

Sta 132+600-1 32+700 Sta 136+700-1 36+900 Sta 149+800-149+950

189+000

189+800-1 90+200

200+000 Sta 200+200-200+400 Sta 200-^00-201 +200 Sta 201+400-201+500 Sta 202+400-202+550 Sta 205+800-205+850 Sta 206+850-207+000

Changing of Public Perception

Impact caused by


Impact caused by


Impact caused by


Impact caused by


Impact caused by


Impact caused by


Traffic Accidents

Impact caused by


.

Impact caused by


Impact caused by


Impact caused by


Impact caused by


Impact caused by


Traffic Disruptions

Impact caused by


1C Palimanan, due to 1C Diamond shape using fly over on arterial road Cirebon-Bandung

Impact caused by


1C Palimanan, due to 1C Diamond shape U turn on arterial road Cirebon-Bandung

EIA V-78

EIA VI-79

Chapter VI

EVALUATION OF SIGNIFICANT IMPACTS

6.1 IMPACT EVALUATION CRITERIA

Significant impact evaluation has been conducted holistically and causatively while

referring to the decision of the Head of Bappedal No. 56 in 1994, on Guidelines on

Rating Impacts Size. Priorities for handling the impacts were set using a Leopolt

matrix that has been modified by including the size of impacts as follows: Large =

3, Moderate = 2 and Minor = 1; and to rate the significance of the impacts as

follows: Significant impact = 2, the Insignificant impact = 1.

6.1.1 Holistic Assessment

Holistic assessment is the assessment of all significant impacts arising from

construction and operation of the project as a unified whole, interrelated,

influencing each other, and with a mutually reinforcing nature (sinergitis) or

weakening each other (antagonitis). This holistic evaluation was conducted by

reviewing the scale and significance of impacts that have been estimated to occur

as described in Chapter V as a whole (comprehensively). Holistic evaluation is

based on the magnitude and significance of the criteria formulated by existing

regulations.

The results of the holistic evaluation of significant impacts that are expected to

occur in the project showed that with regard to the physical-chemical environment,

the most prominent impact is associated with changes in the physiographic region.

Other significant impacts are in the form of disruptions to the flow of surface water

and groundwater that could cause new pools or floods, breakdown of social

relations in the study area and disruptions to traffic.

Next is associated with the procurement of paddy fields and plantations where the

route passes through or bypasses the area. Judging from the activities that have

the most impact, construction activities, excavation/stockpiling and the transport of

soil and building materials will cause the greatest impact.

EIA VI-80

6.1.2 Causative Assessment

This assessment is intended as an assessment of the causal relationships

between the activities and the environmental components undergoing fundamental

change, so the occurrence of primary, secondary, tertiary and derivative impacts is

known.

6.2 REVIEW OF IMPACTS

6.2.1 Pre-Construction Phase

Pre-construction activities are essentially the process of acquiring land for the

construction of the toll road. This is a significant impact that has been divided into

two parts. The first is the land survey and measurement activities; the second part

is the land acquisition activities. More details can be seen in Figure 6.1 below.

a. Land Survey and Measurements

Survey activities and measurements are cumulative within a specified period.

These activities are usually undertaken after there is definitive clarity about the

planned location/route of the Toll Road alignment.

The number of people who will be affected will include people who have emotional

ties to the land and the objects of measurement, with a total area of 765.6 ha (see

Table 2.5). This activity will primarily impact public perceptions, and will have

secondary effects of public unrest.

EIA VI-81

Figure 6-1 Flow Chart of Pre-Cons truc tion Impacts

Physically, for the residents of the land that will be directly affected by the project,

the unrest will continue until the compensation process at the time of land

acquisition where the compensation value is agreed to by both parties. For this, as

described in Chapter V, public perceptions of the impact are small and

insignificant. However community anxiety is a large and significant impact.

Normatively, for people who are not directly physically affected, there are

emotional connections to specific land interests. As such unrest will continue until

there is a consensus in terms of a definitive determination of the toll road

alignment. In this case, the perception of public unrest and its impact is significant

and requires further management.

b. Land Acquisition

Land acquisition activities for the project area of 765.6 ha ± will primarily impact

public perceptions. This impact will continue with a secondary impact of unrest.

LAND USE

COMMUNITY PERCEPTIONS OF THE PROJECT

RESTLESSNESS FACILITIES/

REVENUE

LIVELIHOODS

SOCIAL-CULTURAL

SURVEY AND

LAND ACQUISITION

EIA VI-82

Noise will be high and will continue to disrupt the comfort of the residential

population. The impact of noise can continue with secondary effects of hearing

loss and/or psychological disorders. Residents who are potentially vulnerable to

the impacts of noise are children and housewives, as this group is more quiet at

home. Family members who are ill or physically or psychologically impaired and in

need of medical treatment will need to pay for medical expenses. This is a tertiary

effect.

Traffic disruption

Disruptions to traffic by project vehicles will mainly occur on new roads and

existing roads in Stas 92 +920, 97 +689, 104 +044, 107 +325, 116 +950, 119

+070, In addition, this impact will also occur in the area of the access roads to the

project sites, usually in the vicinity of the starting point and end point of the project,

or on existing roads that intersect with the planned Toll Road.

Disruptions to traffic activity are in the form of traffic congestion as the primary

impact. Subsequent impacts include time wastage (as a long time is wasted during

congestion) and wasted fuel, so it travel costs become more expensive for people

using private cars. If on public transportation, this will result in revenue losses

incurred due to long travel time.

Therefore the impact of traffic disruption is a major negative and significant impact,

and it must be managed as mentioned above.

Impaired Kinship Relations

Kinship is a dominant pattern of social relationship in the study area and can be

disturbed by the construction phase because of the fragmentation of settlements.

Similarly, the grazing habits of cattle in open areas and the locations of adequate

fodder lie across the project area. Trails must be made in anticipation of residents

crossing the project area in relative proximity to the location of settlements.

A secondary or advanced impact is the disruption of traffic on the toll road

because people do not use the pedestrian bridge that has been provided but

select a shortcut. If this happens it will interfere with the toll road and pedestrians.

This impact could happen everywhere like on the Jagorawi, Cipularang and other

tolls. Subsequent impacts will be negative perceptions arising from the locals.

Settlements which pass through the toll road are generally ribbon patterned and

located on either side of the road. With the construction of over/under passes, this

EIA VI-83

can eliminate the need for people crossing the street. To track the path that

connects people with the land where they work, pedestrian bridges and two-

wheeled motorcycles needs to be considered. These needs should be discussed

with the community leaders.

c. Material & Soil Transport Activities and Base Camp Operations

The primary impacts of these two activities are the reduction in air quality, traffic

disruptions, changes in land use, increased business opportunities, and decreased

water quality. These impacts are described in the following Figure 6.2.

Figure 6-2 Primary Impacts of thes e Activities

Decreased Air Quality

The transportation of materials and equipment can lead to the scattering of dust

which may increase the concentration of dust in the air beyond the Environmental

Quality Standard (> 0.26 mq/m3), especially if this transport carried out during the

dry season. A high concentration of dust will certainly disturb the comfort of the

COMMUNITY

SOCIAL CULTURAL

DISRUPTIONS TO

TERRESTRIAL

FLORA AND

COMMUNITY

RESTLESSNESS

TRANSPORT OF SOIL &

MATERIALS

BASE CAMP

OPERATIONS

CHANGES TO

LAND USE

LIVELIHOODS WATER QUALITY TRAFFIC

DISRUPTIONS

AIR QUALITY

AND NOISE

INFRASTRUCTUR

INCOME AQUATIC

EIA VI-84

people residing around the project location.

As described above the decline in air quality will have further impacts on public

health, the cost of living and people's perceptions.

Traffic Disruption

Disruptions to traffic will primarily result from increased traffic volumes due to the

transport of materials/soil and base camp operations. It is estimated that the

increase in traffic volume will be 15%.

Other disturbances to traffic are related to land spills. During the rainy season

these spills will interfere with the convenience of motorists. This situation will also

lead to traffic jams that could disrupt traffic and cause traffic accidents.

Traffic accidents may also cause an increased cost of living for those experiencing

traffic accidents. Traffic jams also cause air pollution due to exhaust emissions

from motor vehicles. Air pollution affects public health, particularly in the form of

respiratory infections, and the cost of living thus increases.

Decreased Water Quality

Operation of the base camp to meet the daily needs of workers, vehicle

maintenance, and disposal of waste materials, will result in declining water quality

if these activities are not controlled or managed. This impact is localised.

6.2.2 Post-Construction Phase

The post-construction phase will result in changing environmental conditions.

Operation of the Cikampek-Palimanan toll road will certainly lead to some impacts.

These impacts are illustrated in Figure 6.3.

TOLL ROAD

OPERATION

TOLL ROAD

MAINTENANCE

AIR QUALITY

AND NOISE

LIVELIHOODS INTERFERENC

E WITH

DISRUPTIONS

TO SURFACE

SETTLEMENT

COMMUNITY

INCOME DISRUPTIONS

TO TRAFFIC STAGNANT

PLANTATION /

PADDY FIELD

AREA

MICRO

CLIMATE

EIA VI-85

Figure 6-3 Flow Chart of Pos t-Cons truction Impacts

Decreased Air Quality

The increasing volume and frequency of traffic on the Cikampek-Palimanan toll

road will cause significant impacts in the form of reduced air quality caused by

motor vehicle exhaust emissions.

There are two sides of this impact: first, there will be a positive impact on the

existing roads, because operation of the planned toll road will result in a reduction

in the volume of traffic on the existing roads by about 60%, thus air pollution on the

existing roads will be reduced. Secondly, there will be an adverse impact on the

paddy fields and gardens (where no vehicle passes through) and settlements (with

very few vehicles passing through) located near to the toll road, as the operation of

the planned toll road will cause air quality in these areas to decrease.

A secondary impact is the disruption to the health of the community living in the

vicinity of the toll road, with increasing cost of living for medical treatment, and so

on.

Management of impacts on air quality around the toll road can be done by creating

a "buffer zone" for the emissions of motor vehicles so that they do not spread

further. Planting shade trees will serve as a "buffer zone", and this can be done if

there is enough land available on the edges of the toll road. Planting trees with

higher tiered canopies, Damija especially, should be done at the fences that

border the neighbouring settlements.

Increased Noise

Increased noise during the operation of the Cikampek-Palimanan toll road is a

COMMUNITY

RESTLESSNESS

DISRUPTIONS TO

FLORA AND FAUNA

EIA VI-86

significant impact that must be managed given that the noise will continue to

increase with the number of vehicles.

As described above the impact of noise will have secondary impacts on public

health (physical or hearing impairments and psychological disorders). This

disturbance will occur continuously during the operation of the toll road, despite

fluctuations. Another secondary impact is the increased cost of living for treatment

of onset of discomfort due to noise interference.

Efforts to suppress the anticipated noise impacts that will continue to increase

include the planting of shade trees bordering the toll road fence to serve as a

damper, particularly in locations adjacent to residential areas, educational facilities

(such as boarding schools) , and retaining walls should be made.

Impaired Kinship Relations

Operation of the Cikampek-Palimanan toll road will divide settlements and cause

disruptions to social interactions and community activities, particularly kinship

relations.

Inter-group relations with families that are separated is a habit that can not

possibly be eliminated within a relatively short time. Such community habits are

common in the rural and suburban communities neighbouring the toll road. Kinship

among the residents who are separated by the highway needs to be protected,

namely by building pedestrian bridges (JPO) at locations near residential areas

that are divided by the toll road.

These impacts will occur during the operation of the toll road. This impact will

result in less frequent face-to-face communication between the residential

communities. It is necessary to accommodate the aspirations of local communities

by building pedestrian bridges (JPO) in appropriate locations, and assisting the

community through a CD (Community Development) program.

Traffic disruption

Traffic disruption due to the operation of the Cikampek-Palimanan toll road is

associated with the toll road’s level of service, which is determined by several

factors, namely: traffic volumes, level of smoothness and roughness of the road

surface, supporting facilities, toll road operations officers, and the behavior of

drivers who do not heed the traffic rules.

EIA VI-87

6.3 TOLL ROAD OPERATION

The Cikampek-Palimanan toll road will operate under a closed system, meaning

that vehicles will enter the toll road only by stopping to pick up tickets/cards at the

Entrance Toll, which will then be paid at the Exit Toll. The problems that may arise

with this are generally associated with service time at these gateways, and if the

quantity is not adequate for the number of vehicles that will use the Toll Road.

6.4 OPERATION OF TOLL ROAD EXITS

At peak hours, the performance of the toll gates is decisive in creating long queues

due to the distance between vehicles becoming narrower while the service time is

relatively fixed. These conditions will cause delays and travel time to become

longer, creating bored motorists.

This will reduce the value of the toll road’s level of service. If the queues are up to

the toll road agency, they will reduce traffic on the motorway from a minimum

speed of 60 km to less than 20 km. In addition queues at rush hours increase the

occurence of drivers not paying with exact change at toll booths. If the congestion

occurs at the toll gates repeatedly at the same time, eg. morning or afternoon,

then management can add to the toll booths.

6.5 OTHER PROJECT-RELATED ACTIVITIES

Construction of the Cikampek - Palimanan toll road will traverse irrigated rice

fields, plantations and settlements, so it will have important implications. The

linkage of the toll road to the existing Pantura road and the Cirebon-Bandung-

Purwakarta arterial roads, will cause disruptions to traffic on these existing roads

so that it is classified as a significant impact. Efforts to address this impact will

involve coordination amongst related agencies, so that all roads (both the Toll

Road and the National and Provincial Roads) may go according to plan.

6.6 FORMULATION OF STUDY RESULTS AND REFERRALS TO HANDLE SIGNIFICANT IMPACTS

6.6.1 Community Groups that may be Affected

The community groups that will be negatively affected due to construction of the

Cikampek-Palimanan toll road are namely:

1. Communities living and doing activities around the project site; who may

EIA VI-88

experience interrupted breathing, eye irritation, and reduced comfort and

durability against infectious diseases.

2. The general public that uses the roads will be disturbed by the presence

of material transport vehicles.

However the community groups that will be affected positively by the construction

of the Cikampek-Palimanan toll road are namely residents living in Purwakarta,

Subang, Indramayu, Majalengka and Cirebon regencies, as well as the general

population living in West Java who can take advantage of employment

opportunities and business opportunities both in the form of formal and informal

employment and entrepreneurial activities related to the toll road. Negative

impacts caused by construction of the Cikampek-Palimanan toll road are on the

physical-chemical aspects, biology, public health and local social-cultural aspects

surrounding the project site. These communities (village administrations and

districts) are displayed in Table 6.1.

Table 6-1 Admin is tra tive Regions tha t a re p red ic ted to be Nega tive ly Affec ted by the Cikampek-Pa limanan Toll Road

No. Regency District Village

1. Purwakarta Bungursari

Campaka

Cibatu

Cinangka

Cikopo

Cimahi

Cisaat

Kertamukti

Karyamekar

Cipasungsari

2 Subang Pabuaran

Cipeundeuy

Kalijati

Purwadadi

Pagaden

Subang

Cipunagara

Cibogo

Karangmukti

Wantilan

Sawangan

Marengmang

Kaliangsana

Batusari

Wanakerta

Balingbing

Sumurgintung

Gembor

Jabong

Sukamelang

Cisaga

Wanasari

Cibogo

EIA VI-89

Pada Asih

Sumur Barang

3 Indramayu Gantar

Trisi

Bantar Waru

Sanca

Cikawung

4 Majalengka

Kertajati

Dawuan

Jatiwangi

Ligung

Palasah

Sumberjaya

Mekarjaya

Palasah

Kertawinangun

Sukawana

Pasir Malati

Balida

Mandapa

Jatiwangi

Surawangi

Jatisura

Ciborelang

Beusi

Tegal Aren

Cisambeng

Majasuka

Bongas Kulon

Bongas Wetan

Panjalin Lor

Panjalin Kidul

No. Regency District Village

5

Cirebon Ciwaringin

Gem pot Palimanan

Budursora

Babakan

Ciwaringin

Galagamba

Kedung Bunder

Kempek

Pegagan

6.6.2 Impact Evaluation Results

Significant impacts that must be managed and monitored due to construction of

EIA VI-90

the Cikampek-Palimanan Toll Road are as follows:

A. Pre-Construction Phase

a.1. Social-Cultural components:

1. The emergence of public unrest

2. The emergence of Social Conflict

3. The decline in income

B. Construction Phase

b.1. Physical-Chemical components:

1. Decreased Air Quality

2. Increased Noise

3. Decreased Quality of Surface Water

4. Impaired Surface Water Flow

5. Occurrence of Soil Erosion

6. Groundwater Flow Disorders

7. Slope Stability Disorders

b.2. Biological components:

1. Reduced Aquaculture Vegetation Types

b.3. Economic Social and Cultural components:

1. Increasing Employment Opportunities

2. The emergence of Social Jealousy

3. Increased Business Opportunities

4. Traffic disruption

5. Damage to Public Roads

6. Damage to Public Utilities (Water Pipe)

7. Damage to public and social facilities

C. Post-Construction Phase

c.1. Physical-Chemical components:

EIA VI-91

1. Decreased Air Quality

2. Increased Noise

3. Changing Land Use

c.2. Economic Social and Cultural components:

1. Increasing Employment and Opportunities

2. Public Perceptions

6.6.3 Quantification of Evaluation Results

The results of partial evaluation of the scale and magnitude and degree of the

significant impacts have been holistically integrated to obtain the overall value of

each component of the affected environment and the cause of the impacts. These

are summarized in Table 6.2.

Based on Table 6.2, it appears that the sum (in the vertical column) indicates the

type of activity that contributes to the onset of the impact. The evaluation results

are shown in Table 6.3.

Guidelines have been formulated and established (as seen in Table 6.3). The

sequence of activities for each potential impact and its management that must be

considered are: Land clearing & preparation of subgrade, excavation and

embankment work, transportation of soil and materials, operation of toll roads,

mobilization of heavy equipment, and other works that follow.

From the evaluation of significant impacts it can be seen that the sum (in the

horizontal column) indicates the impacts that must be prioritised for management.

These are presented in Table 6.4.

EIA VI-92

Table 6-2 Environmental Component 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 SUM Activity Type

I. CHEMICAL PHYSICAL PRE-CONSTRUCTION :

1. Survey measurements

2. Land Acquisition

CONSTRUCTION :

3. Mobilisation of heavy equipment

4. Mobilisation of manpower

5. Construction of base camp

6. Land clearing & preparation of subgrade

7. Transport of soil and material

8. Excavation and embankment

9. Road and Paving work

10. Drainage work

11. Bridge work

12. Underpass/ Overpass work

13. Interchange/ 1C work

14. Toll Road Facility work

POST-CONSTRUCTION :

15. Toll Road operation

1. Decreased Air Quality 3\2 3\2 3\2 3\2 3\2 1\1 2\2 3\2 41

2. Increased Noise 2\2 3\2 2\2 2\2 1\1 2\2 23

3. Decreased Surface Water Quality 1\1 1\1 2\1 1\1 1\1 6

4. Disruption to Surface Water Flow 1\1 3\2 1\1 2\2 2\1 4

5. Occurrence of Soil Erosion 3\1 3\2 1\2

6. Disruption to Environmental Aesthetics

1\1 1

7. Disruption to Ground Water Flow 1\2 8

8. Slope Stability Disorders 1\2 8

9. Changing Land Use 2 II. BIOLOGICAL

1. Reduced Cultivated & Natural Vegetation

1\2 1\2 2

2. Disturbances to Fauna 2\1 2

3. Disruptions to Aquatic Biota 2\2 2\2 8 III. SOCIAL-CULTURAL

1. Emergence of Community Unrest 3\2 6

2. Emergence of Social Conflicts 3\2 6

3. Emergence of Land Speculation 1\1 1

4. Community Disappointment 3\2 6

5. Reduced Community Revenue 3\1 3

6. Increased Employment +3\2 +1\2 8

7. Increased Business Opportunities +3\2 6

8. Emergence of Social Jealousies 3\2 6

EIA VI-93

9. Damage to Public Roads 2\2 2\2 8 16. Toll Road maintenance

10. Traffic Disruptions 2\1 3\2 2\1 3\1 13

11. Damage to Public Utilities 2\2 4

12. Damage to Public & Social Facilities 2\2 4

13. Traffic Jams 2\1 2

14. Disruption to Community Access 1\1 1\1 2

15. Impaired Community Connections 1\1 1

16. Community Perceptions +1\2 2

17. Occurrence of Traffic Accidents 1\1 1 IV. COMMUNITY HEALTH

1. Increased ARI 1\1 1\1 1\1 3

EIA VI-94

Table 6-3 Sequence o f Activities in o rder o f Magnitude and S ign ificance o f Impac t

No. Planned Activity Value No. Planned Activity Value

1. Survey measurements

6

9.

Road and Paving work

4

2. Land acquisition

16

10.

Drainage work

7 3. Mobilisation of heavy

equipment

16

11.

Bridge work 6

4. Mobilisation of labour

12

12.

Underpass/overpass work

1

5. Construction of basecamp

17

13.

Interchange/ 1C work 1

6. Land clearing & preparation of subgrade

36

14.

Toll Road Facility work

7. Transport of soil and material 26

15.

Toll Road operation 18

8. Excavation and embankment 31

16.

Toll Road maintenance 5

Table 6-4 Rating o f Impac ts tha t s hou ld be Managed , bas ed on the Magnitude and S ign ifiance o f the Impac ts

No. Planned Activity Value No. Planned Activity Value

1. Decreased Air Quality 41

16

Community Disappointment 6 2. Increased Noise 23

17.

Increased Business Opportunities

6 3. Disruption to Surface Water

Flow

14

18

Emergence of Social Jealousies 6 4. Traffic Disruptions 13

19.

Damage to Public Utilities 4

5. Occurrence of Soil Erosion 11

20

Damage to public & social facilities 4

6. Slope Stability Disorders 8 21. Reduced Community Revenue 3 7. Disruption to Ground Water

Flow

8 22. Increased ARI 3

8. Increased Business

Opportunities

8

23.

Changing Land Use

9. Disruptions to Aquatic Biota

8

24.

Reduced Cultivated & Natural Vegetation 2 10. Increased Employment

8

25.

Disturbances to Fauna 2 11. Damage to Public Roads 8

26.

Disruption to Community Access 2 12. Disruptions to Aquatic Biota

8

27.

Traffic Jams 2

13. Decreased Surface Water

Quality

6

28.

Community Perceptions 2

14. Emergence of Community

Unrest

6

29.

Impaired Community Connections 1

15. Emergence of Social Conflicts 6

30

Occurrence of Traffic Accidents 1

ii

TABLE OF CONTENT

Page number PREFACE .................................................................................................................... i

TABLE OF CONTENT ............................................................................................... ii

CHAPTER I INTRODUCTION

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

1.2. Purpose and Objective ....................................................................... I-2

1.2.1. Purpose of Environmental Management ................................ I-2

1.2.2. Objective of Environmental Management. ............................ 1-2

CHAPTER II ENVIRONMENTAL MANAGEMENT APPROACH

2.1. Technological Approach. ................................................................... II-1

2.2. Socio-Economic Approach ................................................................ II-1

2.3. Institutional Approach. ...................................................................... II-2

CHAPTER III ENVIRONMENTAL MANAGEMENT PLAN

3.1. Pre-Construction Phase ...................................................................... III-1

3.1.1. Survey and Land Measurement .............................................. III-1

3.2. Construction Phase ............................................................................ III-6

3.3. Post Construction Phase (Operation) ................................................ III-30

Appendix :

Environmental Management Plan (Figure)

iii

LIST OF TABLES

Page number Table 3.1. Type of Vegetation for Greenery along Toll Road ................................. III-20

Table 3.2. Environmental Management Plan Matrix ............................................... III-38

Environmental Management Plan of Cikampek-Palimanan Toll Road West Java Province

I - 1

CHAPTER I

INTRODUCTION

1.1. Background

Background of the implementation plan for Cikampek - Palimanan toll road

development activities throughout ± 116.4 km, in West Java Province, among others, is to

provide the highway transportation system that efficiently with a high level of service to

support the national economy.

Cikampek - Palimanan Toll Road Development Plan is one of the toll road network

improvement program in Indonesia, initiated by the Government of the Republic of

Indonesia through the Toll Road Regulatory Body (BPJT), while supporting the

establishment of road networks connecting Sumatra, Java and Bali.

Location of Toll Road Development plan covers five regencies: Purwakarta, Subang,

Majalengka, Indramayu and Cirebon with an area of land needed is ± 765.6 ha. With the

construction of Cikampek - Palimanan toll roads connecting Jakarta to Cikampek from

Cikopo to Kanci toll road, with lane width 2 x (2x 3.6) m, is expected to support the

national highway development program and speed up the distance between regions on

the island of Java.

In order to preserve natural resources and increase the carrying capacity, and considering

that Cikampek-Palimanan toll road construction activities are expected to have impacts,

both effects are positive or negative for each stage of the project activity. It is necessary to

study the environment in accordance with the Decree of the Minister of Environment

Number Kep-17/MENLH/2001.

In an effort to reduce negative impacts, the proponent acting as a license holder in its

implementation would complement its activities with the Environmental Management Plan

and Environmental Monitoring Plans (RKL and RPL). Through this study, some

environmental problems can be identified early, so it can be anticipated by arranging step

handling. Thus is created a model of sustainable development and environmentally

sound. Preparation of RKL-RPL of Palimanan Cikampek toll road refers to the Regulation

of the Minister of Environment No.08 Year 2006 on Guidelines for Preparing

Environmental Management Plan and Environmental Monitoring Plan (RKL-RPL) and the


I - 2

Decree of the Minister of Environment No. 17 of 2001 on Types of Business Plan And / Or

Activity That Must Complete The Environmental Impact Analysis.

1.2. Purpose and Objective of Environmental Management

1.2.1. Purpose of Environmental Management

• Ensuring that activities Cikampek-Palimanan Manager Toll will comply with the

provisions of environmentally sustainable development with natural resource

management so that they can be utilized as well as possible for economic and

social development.

• Manage the environmental changes brought about by the construction and

development of Cikampek - Palimanan toll roads, so that environmental quality is

really protected.

• Increase the positive impact (benefit) and control or mitigate the negative impacts

(risks).

• Comply with all applicable laws relating to pollution control, waste management

and environmental quality control.

1.2.2. Environmental Management Objectives

• Ensuring that environmental changes caused by Cikampek-Palimanan Toll Road

development activities which is located in five regencies (Purwakarta-Subang-

Majalengka-Indramayu-Cirebon) West Java Province still maintain the quality of

the environment.

• Maintain and preserve the environmental quality around the Palimanan Cikampek

toll road development site and development along the corridor of ± 116.4 km.

• Improve or develop positive impact and control the negative impacts due to

construction activities of Cikampek-Palimanan Toll Road and the development

along these corridors.

• Applying the proposed mechanism for coordination of environmental impact

management activities with related agencies in the implementation of



II - 1

CHAPTER II

ENVIRONMENTAL MANAGEMENT APPROACH

Environmental Management Approach

To address the significant impacts that have been evaluated in EIA study, it can use one

or several environmental management approaches namely, technological, social and

economic, and institutional.

2.1. Technology Approach

Environmental management through technology approach is the application of science

and engineering in finding practical solutions to overcome the effects arising from the

construction of Peudada-Suplesi-Nalan line and development of Cikampek-Palimanan toll

roads throughout ± 116.4 km, in five districts (Purwakarta-Subang-Majalengka -

Indramayu-Cirebon), West Java Province.

2.2. Socio-Economic Approach

This approach includes the steps to be taken by the proponent as an effort to overcome

the significant environmental impacts, through measures based on social interaction,

economics and culture and supports the role of government. The activities include:

1) Enter into management based on social interaction, by way of involving

communities around the location of activities. How this is done in order to get a

sense of community participation in environmental management around the

location of activities.

2) Perform community restitution of all property affected by construction activities,

with the compensation given to the principle of mutual benefit.

3) Trying to establish harmonious social relationships with people that are around the

location of activities, intended so to avoid any jealousy towards activities undertaken on

site activities.


II - 2

2.3. Institutional Approach

This approach is the institutional mechanism that will be the proponent’s efforts in order to

overcome the large and important impact of the environment, the activities include:

(1) Cooperation with agencies concerned and related to environmental management,

in areas in five regencies (Purwakarta-Subang-Majalengka-Indramayu-Cirebon)

and West Java Province.

(2) The monitoring of the performance of environmental management by the relevant

authorities.

(3) Reporting the results of environmental management on a regular basis to the

parties concerned.

(4) Establish the organizational unit (division) is responsible in the field of


(5) Delivery of the members / staff of the environmental division for training (training)

in the environmental field.

(6) Reporting the results of environmental management that have been made to the

appropriate authorities and interested parties.


III - 1

CHAPTER III

ENVIRONMENTAL MANAGEMENT PLAN

In the environmental management plan prepared in a structured way the various aspects

that need to be managed as the following:

a. Significant impacts and sources of significant impacts

• Environmental Components

• Source impact

b. Measurement of impact

c. The purpose of the environmental management plan

d. Environmental management

e. Location of environmental management

f. Periods of environmental management

g. Financing of environmental management

h. Institutions for environmental management

• Implementing environmental management

• Supervision of environmental management

• Reporting the results of environmental management

3.1. Pre-Construction Stage

In the pre-construction components that need to be managed is the restlessness of

society as a result of activity measurement and installation of stakes and land preparation.

3.1.1. Land Survey and Measurement

1. The emergence of community unrest

(1) Source of Significant Impacts

Components of the Environment : Socio-Cultural.

Impact Source : Survey of land measurement

(2) Measurement of Impact

Community unrest can be observed in society with the emergence of public opinion about

the likelihood and extent of public land that will be affected by development.


III - 2

(3) Environmental Management Objectives

Management was conducted in order to suppress the emergence of unrest community as

small as possible, so that people can accept with a good plan to build Cikampek-

Palimanan toll roads and development in five regencies; Purwakarta, Subang,

Majalengka, Indramayu and Cirebon.

(4) Environmental Management

Management Efforts are made to anticipate the impact by:

- Perform persuasive approach and give an explanation to the public about the

purposes and objectives of Cikampek-Palimanan toll road development along the

corridor ± 116.4 km, which is to meet transportation needs in West Java in

particular and National general.

- Provide clear information about the activities of measuring and installation of

stakes and area limit of Cikampek-Palimanan toll road development activities.

- Explaining to the public about the need for the required land for the construction of

Cikampek-Palimanan toll road, and development areas along the corridor of ±

116.4 km, and other complementary buildings to be constructed such as flood

control drainage channels, bridges, (JPO), rest area (resting place) Interchange

(IC) and others.

Hence, the development activities will not cause unrest to the emergence of a negative

impact if these buildings were built.

(5) Location of Environmental Management

Location management at field sites used for the physical buildings of Cikampek-

Palimanan toll road and other auxiliary buildings and the residential population in the sub-

district to village level in five regions of the district.

(6) Period of Environmental Management

It begins since toll road development plans and corridors ± 116.4 km and each week

delivered at the time of measurement activities and the installation of stakes in the

location.

(7) Implementing Institution of Environmental Management

Executor: Proponent of Cikampek-Palimanan toll road construction


III - 3

Village and Sub-district Head of 5 Regencies

Land Agency in 5 Regencies

Supervisor: Office of Public Works and Social Service in 5 regencies

Reporting: Environmental Protection Agency West Java Province

BPLHD, Regent of Purwakarta, Subang, Majalengka,

Indramayu and Cirebon

BPJT-Department of Public Works



Components of the Environment: Social economic and cultural

Source of Impact: The procurement of land for construction of toll roads

(2) Benchmark Impact

Public unrest, especially in Babakan village Ciwaringin, with the emergence of public

opinion who disagrees toll road route through the nearby Islamic boarding House of

Babakan Ciwaringin so there are pros and cons of land acquisition carried out by the TPT.


Environmental management was conducted in order to suppress small as possible

occurrence of horizontal violence in rural communities Babakan due to land acquisition

activities for the construction of Cikampek toll road.


Management Efforts are made to anticipate these impacts by:

- Perform persuasive approach and give an explanation to the public about the

mechanism of land acquisition by the government.

- Provide clear information about the activities of the determination of compensation

value of the land as government policy areas and the central government.


Location management is in Babakan village, particularly around Islamic boarding schools


III - 4

of Ciwaringin.


Made since the initial plan of land acquisition for highway purposes and periodically

carried out every single month.

7) Environmental management institutions

Executor: Proponent of Cikampek-Palimanan toll road development, Sub-destrict head of

Ciwaringin, and BPN Cirebon

Supervisor: Office of Public Works and Highways Office of Cirebon, Environmental

Protection Agency of Cirebon

Reporting: BPLHD West Java Province, regent of Cirebon, BPJT-Department of Public

Works

3. Reduced Income



Impact Source: Land Acquisition for Toll Road Development


Unrest that emerged in communities occurs due acquisitions of farmer-owned land such

as rice fields and gardens and others.


Environmental management is intended to make rice fields which is a source of income

for residents receive appropriate compensation value, and irrigation networks that passed

the motorway network can be maintained smoothness.


Management Efforts are made to anticipate the impact by:

- To socialize continuously since the preparation of land acquisition through the

implementation process of land acquisition, about the toll road development plans

and the value of wetland compensation to be received by a resident of lowland rice

fields affected by the project.


III - 5

- Create technical designs that accommodate the interests of the smooth process of

the drainage of irrigation water in paddy field population.

- Together with relevant agencies both at the central provincial and district levels, to

disseminate the results of the utilization of land compensation money, in the form

of counseling.


Location Management of the village across the fields affected by land acquisition for the

project needs.


Period Management conducted periodically every month during the land acquisition

activities is conducted.

(7) Institution of Environmental management

Executor: Proponent Palimanan Cikampek toll road construction, Sub-district heads and

village heads in the 5 regencies, Land Agency in 5 regencies and West Java Province.

Supervisors: Public Works Department of Highways, Department of Environment in 5

regencies

Reporting: BPLHD West Java Province, Regent of Purwakarta, Subang, Majalengka,

Indramayu and Cirebon, BPJT-Department of Public Works.

3.2. Construction Phase

At the construction stage there are significant negative impacts and positive impacts that

need to be managed for significant negative impacts can be minimized or eliminated and

the positive impact of improved. The negative impact that emerges is a negative

perception of society, and the decline in public health, while positive impacts include

increased revenue, opening up employment and try and increase the livelihoods of local

communities.

A. Components of Physical - Chemical

1. Reduced Air Quality

(1) Source of Impact


III - 6

Components of the Environment: Air Quality

Source Impact: Operational project vehicles


Air dust levels were observed visually (observation) and the complaints from the public

due to the many dust or air dust concentration measurements of air quality monitoring

results.


To prevent or reduce the occurrence of elevated levels of dust in the air because the

roads are not paved over, particularly those close to residential areas, reducing the

negative perception of society towards the project and further prevent the situation was

not an aesthetic as well as decline in public health.


Efforts are made to handle the impact of increased dust is as follows:

• Air trucks must have a cover with plastic or tarps;

• The volume of cargo tonnage or height does not exceed the truck;

• Clean the tires first project vehicles before entering a public road.

• Reduce vehicle speed to 20 km / h, especially in the vicinity of human settlement;

• Watering the road vehicle through which the road project with water especially

near and through the settlement in the dry season;

• In the rainy season, road damage easily occurs, for example, road potholes,

muddy, so the project should fix it immediately.


Performed along the road passed by the project vehicles, especially those that pass

through residential villages in 5 regencies; Purwakarta, Subang, Majalengka, Indramayu

and Cirebon.


Made at any time or as needed, followed by related activities during the construction

phase.

(7) Institute of Environmental management


III - 7

Executing: Executing Contractor Toll Road Development.

Supervisor: Environmental Office in 5 regencies, Department of Health in 5 regencies.


Indramayu and Cirebon, BPJT-Department of Public Works

2. Increased Noise

(1) Source Impact

Components of the Environment: Noise Quality

Source of Impact: Cleaning and Preparation of the subgrade and Operations project

vehicles.


The increased noise at the location of settlements and access roads.


Minimize the noise level that occurred in residential areas.


Efforts are made to handle the impact of increased noise is as follows:

- Setting the implementation of good construction and adequate.

- Locations of batching plants are far from settlements.

- Setting heavy vehicle operations and vehicle projects for the noise that comes

from these vehicles do not disturb residents in the nearest settlement, where

operating hours are socialized with the local community.


Conducted along the path traversed by the vehicle projects, particularly those in rural

residential areas through five regencies; Purwakarta, Subang, Majalengka, Indramayu

and Cirebon.


Made at any time or as needed, follow-related activities during the construction phase of

every 1-month.


III - 8


Executing: Executing activities Contractor

Supervisor: Office of Public Works Highways, Proponent of Toll road

Reporting: EPA of West Java Province, Regent of Purwakarta, Subang, Majalengka,

Indramayu and Cirebon, Governor of West Java Province

3. Reduced Surface Water Quality

(1) Source Impact

Components of the Environment: The quality of river water and river water quality.

Source of Impact: Cleaning of land, construction of toll roads and buildings complement.


Decreasing water quality that is on the highway alignment.


Prevent / reduce the change of surface water and groundwater.


Efforts are made to mitigate water quality degradation of the river are as follows:

- Setting a good implementation

- Making channels gatherer

- Making temporary dike


Carried out along the highway alignment, in the village, subdistrict in 5 regencies;

Purwakarta, Subang, Majalengka, Indramayu and Cirebon.


Made at any time or as needed, following the course of construction activities.

(7) Institution of Environmental management:


Supervisor: Office of Public Works, Proponent Toll road operator



III - 9

Indramayu and Cirebon, Governor of West Java Province


(1) Source Impact

Components of the Environment: The quality of river water and river water quality.

Source of Impact: Cleaning of land, construction of toll roads and buildings complement.


Disturbance of vegetation has resulted in changes in surface water flow patterns, and

disruption of farming communities cropping pattern in the study area. The occurrence of

local inundation has resulted from disruption of the flow of surface water by extractive

materials.


Reduce / minimize disruption to plant rice field drainage into the population, also made in

order that the drainage remain smooth and well directed in accorandce with its original

state.


Efforts are made to mitigate water quality degradation of the river are as follows:

- Setting of construction activity, adjusted for planting and harvesting schedules.

- To coordinate with related agencies for the management of technical irrigation

channel in the alignment of the highway.

- Make surface water drainage in accorandce with the direction of pre-existing

natural flow with the appropriate dimensions.


Carried out along the highway alignment, in the villages, sub-districts, in 5 regencies;



Made at any time or as needed during the construction progress, and follow the activities

of the construction phase, at least 3 months.


III - 10



Supervisors: Public Works Department of Highways, Proponent of Toll road


Indramayu and Cirebon. Governor of West Java Province, BPJT-Department of Public

Works


(1) Source Impact

Components of the Environment: The quality of river water and river water quality

Source of Impact: Cleaning of land, excavation and embankment.


Disturbance of slope stability and increased sediment in surface runoff and rivers are

crossed by the highway plan.


In an effort to prevent soil erosion caused by excavation and embankment work on the

cliff. Prevent the run-off of sediment in surface water and river channel crossed by the

highway plan.


Efforts are made to mitigate soil erosion are as follows:

- Do not cut too steep cliff

- Create a cap on the cliff excavation results by planting trees or by sloop protection

(retaining wall) of masonry or reinforced concrete.


Location management in a location which made cutting the cliff and at locations that are

too upright embankment along the highway.


Management during the construction period lasts and is permanent, at least 3 months.



III - 11


Supervisors: Public Works Department of Highways, District Environmental Office,

Proponent of Toll road operator.



Works

6. Groundwater Flow Disturbance

(1) Source Impact

Environmental Components: The quantity of shallow groundwater

Source of impact: Activities soil excavation and embankment for the road


Inhibition of ground water flow resulting in disruption of water sources such as springs,

wells population and construction of the road damage due to ground water flow is

obstructed.


Prevent disruption of water sources such as springs, wells resident of the damage, as well

as prevent damage to the road resulting from the destructive force of ground water which

clogged the road building.


Efforts are made to handle the impact is as follows:

- Creating an underground drainage channel that is placed in accorandce with the original

flow pattern.

- Construction is built considering the direction of the drainage so it does not block the

drainage of groundwater, such as creating a permanent filter (drain belt) to menggindari

avalanches.


Location management is along the highway alignment plan where there is a deep

excavation.



III - 12

Period management is during the construction phase lasts, at least 3 months.



Supervisors: Public Works Department of Highways District, District Environmental Office,

Proponent Toll road operator, BPLHD West Java Province



Works


(1) Source Impact

Components of the Environment: The stability of slopes

Source Impact: Excavation and stockpiling of land base.


Disturbance of slope stability in areas that require cutting. Also on sloping areas that

require landfill.


Prevent the occurrence of landslides / soil erosion


Efforts are made to handle the impact of slope stability problems are as follows:

- Making / excavation is not steep cliff

- The surface of the lid is open





Made at any time or as needed, following the course of construction activities.


III - 13



Supervisors: Public Works Department of Highways District, District Environmental Office,

Proponent Toll road operator, BPLHD West Java Province



Works

B. Biological Components

1. Reduced Cultivation Vegetation

(1) Source Impact

Type of impact that will be managed is the reduction of flora / vegetation, the transfer

function of the area of productive land into roads. Sources of impact are earthwork

activities include land clearing and preparation of subgrade, subgrade preparation and

excavation and embankment. Types of flora which would shrink the area includes the area

of productive land in the form of rice, mixed farms and their fields, such as teak, rubber,

coconut plantations, mango with an area of approximately 168.79 ha, whereas the area of

rice fields around 279.8.


Measure of impact is the reduced area region covering paddy fields and mixed garden

crops (rubber, teak and other plants)


The purposes of environmental management are:

- Preventing shrinkage or reduction in land area and rice fields plantation crops

- Preventing unwanted plant damage found in the street outside ROW Maintaining

the sustainability of productivity of paddy fields

- Maintain or prevent secondary impacts resulting from the decline of vegetation /

flora that there is climate change micro / local and reduced function of the plant as

a runoff for water / flood.

- Similarly green belt that will be made to function other than for aesthetic purposes

as well as a filter for vehicle exhaust gases, dust and noise, can be muted so as


III - 14

not to disturb the people who stay in the surrounding streets.

- Development of green belt also aims to contribute to the need of oxygen and

absorption of CO released by the fumes. By planting the kinds of plants in

accorandce with the physical and chemical conditions of the local environment,

local plant species diversity, and plant maintenance capabilities to the green belt

will be able to provide a positive impact on the operation of green belt along the toll

roads.

- Provides services and provide improved aesthetic environment of safety from

traffic accidents, and to reduce public health problems due to vehicle exhaust

gases, dust and noise.


Environmental management is the following:

- Cleaning and stripping done on the local plants are needed for the job.

- Restricting logging vegetation during construction.

- Avoiding logging manner that could damage other plants that are not desired

(outside ROW) by considering logging techniques by observing changes in plant

- Avoid the use of wetland area, the garden as a site entrance, and / or road access

- Avoiding the use of wetland area as a base camp location, footprint quarry location

- Minimize footprint area of work in the area of rice fields, gardens in accorandce

with the requirements for construction, and provide compensation to landowners

relating to the site needs work area.

- Ensuring the separation of top soil layer to facilitate replanting.

- Conduct replanting / re-vegetation in areas that are prepared or above the median

of the road after work or in conjunction with construction work done.

In addition to the above management is also necessary that the reforestation program is

implemented after the construction activity or at the final stage of construction for the

purpose of rehabilitation or re-vegetation along the highway and surrounding locations.

The effort needs to be done in this greening program include:

- Placement of greenery on the edge of the road or in the median area of the road

with a safe distance from the edge of the road, spacing between trees on the same

line about 5 m.

- Selecting the type of plants suitable for green belt along the Toll Road Cikampek -


III - 15

Palimanan.

- Select plant species that are categorized as not to abort a lot of leaves, is more

advisable than the autochthonous species than exotic plants.

- Conduct watering of plants along the green line.

- Perform pruning

- Shuffling dead plants with new plants.

Some types of green belt plants that are suggested to be planted along the highway can

be seen in Table 3.1.

Tabel 3.1 Type of Vegetation for Greenery along Toll Road

No. Indonesian Name Scientific Name

Big tree (Water and soil conservation)

1 Turi Sesbania granifloria

2 Rambutan Nephelium lappaceum

3 Sawo kecik Manilkara kaukii

4 Damar Agathis sp

5 Mahoni Swietenia mahagoni

6 Dadap merah Erithrina crystagali

7 Tusam Pinus merkusii

13 Glodokan Polyalthia longifolia

14 Asam laudi Phthecellobium juice

15 Ketapang Terminalia catappa

16 Kembang merak Caesalpinea pulcherrima

17 Bougenville Bougenvillea spectabilis

18 Angsana Pterocarpus indicus

19 Johar Cassia siamea

20 Pinus Pinus mercusii

22 Flamboyan Delomix regia

23 Sonokeling Dalbergia spp

Shrubs (Land Covering)


III - 16

1 Rumput gajah Axonopus copmresus

2 Pangkas kuning Duranta variegate

3 Bayam merah Iresine herbstii

4 Taiwan Beauty Cuphea hyssopfolia

5 Kembang sepatu Hibiscus rosa sinensis

6 Soka Ixora sp.

7 Krokot Alternanthera sp


Location of environmental management is on the sides of the street / road ROW and the

road segment that is being done primarily at a location nearby neighborhood. While the

area of environmental management for greening performed on green belt that is placed

along Cikampek – Palimanan Toll road.


Periods of environmental management is in the construction stage, namely when the land

clearing and execution time / together with minor works or construction work performed

and a final pitch. Landscape. Also performed during the operation of roads, including for

the green line.


Executing: Contractor, the Office of Parks in related regencies,

Supervisor: Office of Public Works Highways, Agricultural Office in related regencies,

Proponent Toll road operator

Reporting: BPLHD West Java Province

Regent of Purwakarta, Subang, Majalengka, Indramayu and Cirebon, Governor of West

Java Province

C. Components of Social, Economic and Cultural Rights.

1. Improved Emploement Opportunities

(1) Source Impact


III - 17


Source of Impact: The involvement of local communities in employment.


Is the ratio of labor income and business actors before and during the construction of

Cikampek- Palimanan toll road e and construction of infrastructure networks.


Maintain and provide value-added income residents around the location of activity, so be

on incomes that meet the needs of residents in the village environment.


- Giving priority to local residents to work on construction activities in advance,

before bringing in labor from outside the region;

- Provide opportunities for local people to make transport services and provision of

daily necessities of life;


In the villages around the location of activities, especially in a nearby village in the five

regencies; Purwakarta, Subang, Majalengka, Indramayu and Cirebon.


Made at any time in accorandce with the needs of recruitment during construction.

(7) Institutions for Environmental Management

Executor: Proponent Activity Toll Road

Supervisor: Regency Labor Office, Department of Labor in 5 districts



Java Province


(1) Source Impact


Source Impact: Mobilization of labor and business opportunity.


III - 18


Work and business opportunities for residents around the location of highway construction

activities, the administrative area that exceeded alignment.


Pressing the smallest possible negative social impacts arising from highway construction

activities and supporting facilities.


Efforts are made to handle the impact of social envy and tried are as follows:

- Focusing on recruitment to the people affected by the project and its surroundings, in

accorandce with the expertise and work opportunities.

- Provide opportunities for local entrepreneurs trying to society to participate in

construction activities.


Carried out along the highway alignment, in the village, subdistrict in 5 districts; District

Purwakarta, Subang, Majalengka, Indramayu and Cirebon regency.


Made at any time or as needed, follow-related activities during the construction phase.


Executing: Executing Contractor activities, management-related activities and village

officials.

Supervisor: Regencies office of Labor, toll road proponent manager.



Java Province


(1) Source Impact


Source Impact: Mobilization of labor, use of local building materials (quarry).


III - 19


Work and business opportunities for residents around the location of highway construction

activities.


Increased positive impact on the openness of employment and business opportunities for

the community around the study location.


Efforts are made to mitigate the negative impacts of increased employment opportunities

as follows:

- Utilization of local materials and labor

- Outreach to take advantage of business opportunity





Made at any time or as needed, follow-related activities during the construction phase


Executing: Executing Contractor activities, management-related activities and village

officials.

Supervisor: Regencies office of Labor, toll road proponent manager.



Java Province


(1) Source Impact

Components of the Environment: Traffic Flows

Source of Impact: Cleaning and Preparation of the subgrade and the environment


III - 20


Interference with traffic congestion on public roads direction to the project site.


Minimize disruption of traffic jams that disrupt economic activity


Efforts are made to mitigate traffic congestion is as follows:

- Setting appropriate activities

- Setting time transporting building materials

- Installation of signs and traffic diversion

- On location Babakan Ciwaringin Islamic boarding school area, it will construct over pass

and access roads in the form of rural road upgrading and new road construction, and

made a box culvert under the highway to, in order to connect the two boarding area.


Conducted along the path traversed by the vehicle projects, particularly those in rural

areas through five residential areas; regency of Purwakarta, Subang, Majalengka,

Indramayu and Cirebon.

At the Babakan Ciwaringin Islamic boarding school area namely in STA 200 +700 s / d

STA 201 +055.


Made at any time or as needed, follow-related activities during the construction phase.


Executing: Executing activities Contractor, Managers and community of Babakan

Ciwaringin Islamic boarding school.

Supervisor: Office of Public Works (Highways), Environmental Office, Proponent of Toll

road, Social services offices in 5 regencies.



Works


III - 21

5. Damage to Public Road (local road or village roads, district roads)

(1) Source Impact

Environmental components: public road facilities

Source Impact: Transportation of construction materials


Is the integrity of the road on the quality of 80%. Further reviews of the functions for

society, then the other benchmarks were not disruption of the smooth transportation and

security for road users.


Maintaining the condition of roads and transportation as well as avoiding obstacles

prevent the negative attitude of society because of the disruption of transport in rural

areas.


The management is carried out include:

- Set the tonnage of vehicles tailored to the ability of roads to be traversed,

especially on roads that are not paved;

- Adjust the vehicle speed, especially on rural roads and through the settlement;

- If there is damage to the road to be fixed;

- Prioritizing the other road users if traffic;

- Create traffic signs specifically related to the execution of construction to prevent

the risk of accidents;

- Not allowing people hitchhiked transportation projects persuasive manner.


Performed on the vehicle traveled along the road that crosses the project primarily or near

settlements.


On a regular basis any time during the development period of Palimanan Cikampek toll

road and toll road network development (during construction) and adjusted for the

occurrence of damage to roads.


III - 22


Executing: Executing activities Contractor,

Supervisor: Office of Public Works (Highways)



Works


(1) Source Impact

Components of the Environment: Traffic congestion

Source of Impact: Cleaning of land for highway construction.


Degrading condition of public utilities such as electricity networks, telephone, water

networks, irrigation and others.


Reducing the smallest possible disturbance to public utilities.


Efforts are made to the handling of traffic impacts are as follows:

Create technical handling, such as the transfer of electrical substations, making the box

culvert to avoid disruption of clean water and irrigation channels that meet their individual

needs.


Location management is in place along the intended utility of the highway.


Management during the construction period lasted, at least 3 months.




III - 23




Works

7. Public-destruction of social facilities (Facilities Social and Public Facilities)


Components of the Environment: Traffic congestion

Source of Impact: Excavation and site preparation.


Reduced social facilities and public facilities, such as the Mosque, Village Office, Health

Center, School and others.


Reducing the negative social impact as small as possible due to the disruption of the

facilities in question.


Efforts are made to handle the impact is as follows:

- To coordinate with local governments in order to obtain replacement land to

rebuild the facilities in question.

- Pay compensation according to the price according to the policy agreed by both

parties, between community and government.


Location management is a toll road along which there are special facilities intended.


Period management is during the construction period lasts.






III - 24

Indramayu and Cirebon. Governor of West Java Province, BPJT-Department of

Public Works

3.3. Post-Construction Phase (Operations)

A. Chemical Physical Components


(1) Source Impact

Components of the Environment: Air Quality

Source Impact: Operational project vehicles


Dust levels were observed visually (observation) and the complaints from the public due

to the many dust or air dust concentration measurements of air quality monitoring results.


To prevent or reduce the occurrence of elevated levels of dust in the air because the

roads are not paved over, particularly those close to residential areas, reducing the

negative perception of society towards the project and further prevent the situation was

not an aesthetic as well as decline in public health.


Efforts are made to handle the impact of increased dust is as follows:

- Air trucks must have a cover with plastic or tarps;

- The volume of cargo tonnage or height does not exceed the truck;

- Reduce vehicle speed to 20 km / h, especially in the vicinity of human settlement;

- Watering the road vehicle through which the road project with water especially

near and through the settlement in the dry season;

- In the rainy season, road damage easily occur, for example, if the road is muddy,

so the project should fix it immediately.



III - 25

Conducted along the path traversed by vehicles, especially those in rural areas through

five regencies; Purwakarta, Subang, Majalengka, Indramayu and Cirebon.


Made at any time or as needed, followed by related activities during the operational stage

6 months.



Supervisor: Office of Public Works (Highways), Office of Environmental DIvision


Indramayu and Cirebon. Governor of West Java Province, BPJT-Department of

Public Works

2. Increased Noise

(1) Source Impact

Components of the Environment: Noise Quality

Source Impact: Operating vehicle on the highway.


The increased noise at the location of settlements and access roads.


Minimize the noise level in a neighborhood adjacent to settlements.


Efforts are made to handle the impact of increased noise is as follows:

- Planting trees on the left side of the road toll, especially on the location of settlements.


Conducted along the path traversed by vehicles, especially those in rural areas through

five regencies; Purwakarta, Subang, Majalengka, Indramayu and Cirebon.


III - 26



6 months.



Supervisor: Office of Public Works (Highways), Office of Environmental DIvision



Works


(1) Source Impact

Components of the Environment: Land use

Source Impact: Changes in land use resulting from the operation of toll roads.


Changing land use and government population along the alignment along the 116.4 km

highway, which was originally paddy fields into residential areas, which was originally the

garden of mixture and other trade areas.


Directing the use of land so as not to overlap and synergize each other.

Avoid land use change so as not to disturb the economic culture of local communities.


- Conduct monitoring and controlling land use to refer to the local spatial plan.

- Create a land use policy in synergy with the use of toll roads for better highway

performance, for example by not making too many entrance toll due to demand

from the region woke up along the highway alignment.

(5) Location Management

Location management is the alignment along the highways, as well kuliaras access toll


III - 27

road (interchange).



6 months.



Supervisor: Office of Planning



Works

B. Components of Social, Economic and Cultural Rights

1. Increasing employment opportunities and business opportunity

It includes the existence of employment opportunities for people around the location of

highways, including the acceptance of employment as a clerk for the management of toll

roads. In addition, business opportunities, especially in the service sector during the

operation of Cikampek - Palimanan toll roads will result in positive changes in the

environment. resident outside the Toll Road area also will get follow-up impact of the

increasing activities and agricultural production in this region, among other trading

activities and output of farm inputs and transportation services. In turn, this impact will

increase the dynamics of the region's economy and society in general to increase

revenue, earned from business conducted in other fields.

(1) Source Impact

Components of the Environment: Social economic and cultural.

Source of Impact: The existence of employment opportunities for surrounding

communities and business opportunities in the service sector.


- Increasing the number of local workers who absorbed

- Number of business opportunities that are available for the local economy


III - 28


Further improve the economic condition of society again.

Optimize employment opportunities and business opportunity for local people in order to

foster economic activity by region.


Manager Toll roads could provide employment opportunities to the people who meet

the qualifications (in accorandce with the qualifications and requirements).

Informing the public about employment opportunities following the qualification of labor

needed to install an information sheet about the vacancy on the board's

announcement at the Village Office or the District in each project area.

Counseling and information about business opportunities in the population

Provide appropriate MSEs wage (Minimum Wage of City), education level and skills of

workers.

Involve the employees in the employees' social security


Management is done by targeting the population of toll roads in the villages that had

access toll road, which is located in the sub-district in 5 regencies.


Done periodically between three to six months and intensively during the operation.


Executing Agency: Office of Economic Affairs and related District Highway Manager.

Supervisor: Regional Revenue Office, Environmental Office.

Reporting: BPLHD West Java Province, Reggent of Purwakarta, Subang, Majalengka,


2. Public Perception

Operation of Cikampek - Palimanan toll roads and building facilities and infrastructure to

support the toll road will lead to a positive perception on the surrounding environment.


III - 29

(1) Source Impact


Source Impact: Increased accessibility of the local economy with the presence of toll

roads. Increased regional economy


The number of people who support the existence of the highway


Community support for the operation of toll roads in order to foster economic activity by

region.


Fulfill the commitment in providing employment opportunities to the community around

that qualified for increased economic activities.

Maintenance of highway infrastructure and facilities in order to keep functioning optimally.

Conduct a brief interview on the condition of the community about the existence of the

highway on kinship or access attempt.


Management by objectives on land around highways in villages who gets access toll road,

which is located in the sub district in 5 regencies


Done periodically between three to six months during the post-construction road


Executing Agency: Office of Economic Affairs and related District Highway Manager.

Supervisor: Regional Revenue Office, Environmental Office.




III - 38

Table 3.2. MATRIX OF ENVIRONMENTAL MANAGEMENT PLAN (RKL)

CIKAMPEK – PALIMANAN TOLL ROAD 116,4 KM

IN W

EST JAVA PROVINCE

Type of Im

pacts

Source of Im

pact

Benchmark of

Impact

Env.

Managem

ent

Objective

Env. M

anagem

ent

Effort

Location and

Period

Institution of Environm

ental M

anagem

ent

Executing

Supervisor

Reporting

(1)

(2)

(3)

(4)

(5)

(6)

(7)

(8)

(9)

I. Pre-Construction Stage

Section- I, STA 91+500 s/d 1 18+550

Purwakarta and Subang

Section II

STA 118+550 s/d STA 129+750

Subang

Section III

STA 129+750 s/d STA 158+450

Subang and Indramayu)

Section IV

STA 158+450 s/d STA 177+350

(Indramayu and Majalengka)

Section V

STA 177+350 s/d STA 193+450

Majalengka)

Section VI

STA 193+450 s/d STA 207+900

. Majalengka and Cirebon)

1. The emergence

of com

munity

unrest

Survey and land

measurement

Com

munity unrest

can be observed in

society with the

emergence of

public opinion

about the likelihood

and extent of public

land that will be

affected by

developm

ent.

Managem

ent was

conducted in order

to suppress the

emergence of

unrest com

munity

as small as

possible, so that

people can accept

with a good plan to

build Cikam

pek-

Palimanan toll

roads and

developm

ent in five

regencies.

Perform persuasive

approach and give an

explanation to the public

about the purposes and

objectives of Cikam

pek-

Palimanan toll road

developm

ent along the

corridor ± 116.4 km,

which is to meet

transportation needs in

West Java in particular

and National general.

Provide clear

information about the

activities of m

easuring

and installation of stakes

and area limit of

Cikam

pek-Palimanan

toll road development

activities.

Explaining to the public

about the need for the

required land for the

construction of

Cikam

pek-Palimanan

toll road, and

Location

managem

ent at

field sites used for

the physical

buildings of

Cikam

pek-

Palimanan toll road

and other auxiliary

buildings and the

residential

population in the

sub-district to

village level in five

regions of the

district.

STA

193+450 s/d STA

207+900

(Kab. M

ajalengka

and Cirebon)

It begins since toll

road development

plans and corridors

± 116.4 km and

each week

delivered at the

Proponent of

Cikam

pek-Palimanan

toll road construction

Village and Sub-

district Head of 5

Regencies

Land Agency in 5

Regencies

Office of Public

Works and Social

Service in 5

regencies

Environm

ental

Protection Agency

West Java

Province BPLHD,

Regent of

Purwakarta,

Subang,

Majalengka,

Indram

ayu and

Cirebon

BPJT-Department

of Public Works


III - 39

Type of Im

pacts

Source of Im

pact

Benchmark of

Impact

Env.

Managem

ent

Objective

Env. M

anagem

ent

Effort

Location and

Period


ental M

anagem

ent

Executing

Supervisor

Reporting

(1)

(2)

(3)

(4)

(5)

(6)

(7)

(8)

(9)

developm

ent areas

along the corridor of ±

116.4 km, and other

complem

entary

buildings to be

constructed such as

flood control drainage

channels, bridges,

(JPO), rest area (resting

place) Interchange (IC)

and others.

time of

measurement

activities and the

installation of

stakes in the

location.

2. The em

ergence

of Social Conflict

The procurement of

land for construction

of toll roads

Public unrest,

especially in

Babakan village

Ciwaringin, with the

emergence of

public opinion who

disagrees toll road

route through the

nearby Islamic

boarding House of

Babakan

Ciwaringin so there

are pros and cons

of land acquisition

carried out by the

TPT.

Environm

ental

managem

ent was

conducted in order

to suppress small

as possible

occurrence of

horizontal violence

in rural

communities

Babakan due to

land acquisition

activities for the

construction of

Cikam

pek toll road.

Perform persuasive

approach and give an

explanation to the public

about the mechanism of

land acquisition by the

government.

Provide clear

information about the

activities of the

determination of

compensation value of

the land as government

policy areas and the

central governm

ent.

Location

managem

ent is in

Babakan village,

particularly around

Islamic boarding

schools of

Ciwaringin.

Made since the

initial plan of land

acquisition for

highway purposes

and periodically

carried out every

single month.

Proponent of

Cikam

pek-Palimanan

toll road

developm

ent, Sub-

destrict head of

Ciwaringin, and BPN

Cirebon

Office of Public

Works and

Highways Office of

Cirebon,

Environm

ental

Protection Agency

of Cirebon

BPLHD West Java

Province, regent of

Cirebon, BPJT-

Department of

Public Works

3. Reduced

Income

Land Acquisition

for Toll Road

Development

Unrest that

emerged in

communities

occurs due

acquisitions of

farmer-owned

land such as

rice fields and

gardens and

others.

Environm

ental

managem

ent

is intended to

make rice

fields which is

a source of

income for

residents

receive

appropriate

compensation

To socialize

continuously since

the preparation of

land acquisition

through the

implem

entation

process of land

acquisition, about

the toll road

developm

ent plans

and the value of

Location

Managem

ent of

the village

across the

fields affected

by land

acquisition for

the project

needs.

Period

Managem

ent

Proponent

Palimanan

Cikam

pek toll

road

construction,

Sub-district

heads and

village heads in

the 5 regencies,

Land Agency in

5 regencies and

Public Works

Department of

Highways,

Department of

Environm

ent in

5 regencies

BPLHD West

Java Province,

Regent of

Purwakarta,

Subang,

Majalengka,

Indram

ayu and

Cirebon,

BPJT-

Department of

Public Works


III - 40

Type of Im

pacts

Source of Im

pact

Benchmark of

Impact

Env.

Managem

ent

Objective

Env. M

anagem

ent

Effort

Location and

Period


ental M

anagem

ent

Executing

Supervisor

Reporting

(1)

(2)

(3)

(4)

(5)

(6)

(7)

(8)

(9)

value, and

irrigation

networks that

passed the

motorway

network can

be maintained

smoothness.

wetland

compensation to be

received by a

resident of lowland

rice fields affected

by the project.

Create technical

designs that

accommodate the

interests of the

smooth process of

the drainage of

irrigation water in

paddy field

population.

Together with

relevant agencies

both at the central

provincial and

district levels, to

dissem

inate the

results of the

utilization of land

compensation

money, in the form

of counseling.

conducted

periodically

every month

during the land

acquisition

activities is

conducted.

West Java

Province.


III - 41

Type of Im

pacts

Source of Im

pact

Benchmark of

Impact

Env.

Managem

ent

Objective

Env. M

anagem

ent

Effort

Location and Period


ental M

anagem

ent

Executing

Pengawas

Penerima Laporan

(1)

(2)

(3)

(4)

(5)

(6)

(7)

(8)

(9)

II. Construction Stage

Section- I, STA 91+500 s/d 1 18+550

Purwakarta and Subang

Section II

STA 118+550 s/d STA 129+750

Subang

Section III

STA 129+750 s/d STA 158+450

Subang and Indramayu)

Section IV

STA 158+450 s/d STA 177+350

(Indramayu and Majalengka)

Section V

STA 177+350 s/d STA 193+450

Majalengka)

Section VI

STA 193+450 s/d STA 207+900

. Majalengka and Cirebon)

A. C

omponents of

Physical - Chem

ical

1. Reduced Air

Quality

Mobilization of

weight equipment

And transportation

of construction

materials.

Operating base

camp,

Preparation of soil

foundation,

excavation and

heap,

baand jobs

roads and layers

pavement, and

bridge work

Air dust levels were

observed visually

(observation) and the

complaints from

the

public due to the

many dust or air dust

concentration

measurements of air

quality monitoring

results.

To prevent or

reduce the

occurrence of

elevated levels of

dust in the air

because the roads

are not paved over,

particularly those

close to residential

areas, reducing the

negative perception

of society towards

the project and

further prevent the

situation was not

an aesthetic as well

as decline in public

health.

Air trucks must have a

cover with plastic or

tarps;

The volum

e of cargo

tonnage or height does

not exceed the truck;

Clean the tires first

project vehicles before

entering a public road.

Reduce vehicle speed

to 20 km / h, especially

in the vicinity of hum

an

settlem

ent;

Watering the road

vehicle through which

the road project with

water especially near

and through the

settlem

ent in the dry

season;

In the rainy season,

road dam

age easily

occurs, for example,

road potholes, muddy,

so the project should fix

it immediately.

Performed along the road

passed by the project

vehicles, especially those

that pass through

residential villages in 5

regencies

Sta. 92+600-

92+850,

Sta 98+700-98+800,

Sta 104+550-104+900,

Sta 11 3+700- 11 3+800,

Sta 116+800-116+900

Purwakarta & Subang Sta

122+450-122+600

Sta 123+550-123+700

Sta 126+300-126+650,

Indram

ayu Sta 129+950-

30+000

Sta 13 1+400-3 1+500

Sta 132+050-32+ 150

Sta 132+300-32+450

Sta 132+600-32-t 700

Sta 136+700-36+900

Stal 49+800- 149+950,

Majalengka

Executing

Contractor Toll

Road

Development.

Environm

ental

Office

in

5 regencies,

Department

of

Health

in

5 regencies.

BPLHD West Java

Province, Regent

of Purwakarta,

Subang,

Majalengka,

Indram

ayu and

Cirebon, BPJT-

Department of

Public Works


III - 42

Sta 158+450-

177+350.

Sta 180-1-300-1 80+600

Sta 187+000-187+400

Sta 188+200-188+550

Sta 188+700- 189+000

189+800-190+200.

Sta 194+700-194+800 Sta

200+200-200+400

Sta 200+600-201+200

Sta 201+400-201+500

Sta 202+400-202+550

Sta 205+800-205+850

Sta 206+850-207+000

Cirebon.

Made at any tim

e or as

needed, followed by related

activities

during

the

construction phase.

2. Increased Noise

Mobilization of

weight equipment

And transportation

of construction

materials.

Operating base

camp,

Preparation of soil

foundation,

excavation and

heap,

baand jobs

roads and layers

pavement, and

bridge work

The increased noise

at the location of

settlem

ents and

access roads.

Minimize the noise

level that occurred

in residential areas.

Setting the

implem

entation of

good construction

and adequate.

Locations of

batching plants are

far from

settlem

ents.

Setting heavy

vehicle operations

and vehicle

projects for the

noise that com

es

from

these vehicles

do not disturb

residents in the

nearest settlement,

where operating

hours are

socialized with the

local com

munity.

Conducted along the path

traversed by the vehicle

projects, particularly those

in rural residential areas

through five regencies Sta.

92+600-

92+850,

Sta 98+700-98+800,

Sta 104+550-1 04+900,

Sta 11 3+700- 11 3+800,

Sta 11 6+800- 11 6+900,

Subang

Sta 122+450-122+600

Sta 123+550-1 23+700

Sta 126+300- 126+650 and

Indram

ayu

Sta

129+950-130+000

Sta 13 1+400-3 1+500

Sta 132+050-32+150

Sta 132+300-32+450

Sta 132+600-32+700

Sta 136+700-36+900

Executing

activities

Contractor

Office of Public

Works

Highways,

Proponent of

Toll road

EPA of W

est Java

Province, Regent

of Purwakarta,

Subang,

Majalengka,

Indram

ayu and

Cirebon, Governor

of West Java

Province


III - 43

Sta 149+800-4 9+950

Section V

Majalengka

Sta

180+300-180+600

Sta 187+000- 187+400

Sta 188+200- 188+550

Sta 188+700- 189+000

189+800-190+200. Di

Majalengka &

Cirebon

Sta

194+700-194+800

Sta 198+000- 198+050

Sta 199+000-199+250

Sta 201+400-201+500 Sta

202+400-202+550

Sta 205+800-205+850

Sta 206+850-207+000,

during the construction

phase.

3. Reduced Surface

Water Quality

Mobilization of

weight equipment

And transportation

of construction

materials.

Operating base

camp,

Preparation of soil

foundation,

excavation and

heap,

baand jobs

roads and layers

pavement, and

bridge work and

drainage work

Decreasing water

quality that is on the

highway alignm

ent.

Prevent / reduce

the change of

surface water and

groundwater.

- Setting a good

implem

entation

- Making channels

gatherer

- Making temporary

dike

Carried out along the

highway alignm

ent j STA

94+800,

STA 10 1+900, STA

106+500, STA 110+500,

STA. Section II Kab.

Subang pada Sta.

92+600-92+850,

Sta 98+700-98+800,

Sta 104+550- 104+900,

Sta 11 3+700- 11 3+800,

Sta 11 6+800- 11 6+900,

Pada Section 111 Kab.

Indram

ayu pada River

Cilamatan STA 138+500,

River Cipunegara STA

142+000. Section W

Kab. M

ajalengka Pada

lokasi antara Sta

158+450-1 77+350 tidak

terdapat permukiman.

Section V River Cimanuk

Executing

activities

Contractor

Office of Public

Works,

Proponent Toll

road operator

BPLHD West Java

Province, Regent

of Purwakarta,

Subang,

Majalengka,

Indram

ayu and

Cirebon, Governor

of West Java

Province


III - 44

STA 180+000. and Section

VI pada River

Ciwaringin STA 201+000,

Kanal Ciliwung STA

205+500.

Made at any time or as

needed, following the

course of construction

activities.

4. Im

paired Surface

Water Flow

Cleaning of land,

construction of toll

roads and buildings

complem

ent

Disturbance of

vegetation has

resulted in changes in

surface water flow

patterns, and

disruption of farming

communities cropping

pattern in the study

area. The occurrence

of local inundation

has resulted from

disruption of the flow

of surface water by

extractive materials.

Reduce / m

inimize

disruption to plant

rice field drainage

into the population,

also made in order

that the drainage

remain smooth and

well directed in

accorandce with its

original state.

Setting of construction

activity, adjusted for

planting and harvesting

schedules.

To coordinate with

related agencies for the

managem

ent of

technical irrigation

channel in the

alignm

ent of the

highway.

Make surface water

drainage in accorandce

with the direction of

pre-existing natural flow

with the appropriate

dimensions.


highway alignm

ent River

Ciherang STA 95+000,

River Cilamaya,

pada Section II River

Ciherang STA 95+000,

River Cilamaya

STA. 102+500. Section III

River Cilamatan STA

138+500, River

Cipunegara STA

142+000, Section IV River

CipanasSTA 1^1+500.

Section V

River

CimanukSTA 180+000.

Section VI pada Pada

River

Ciwaringin STA 201+000,

Kanal Ciliwung STA

205+500.


needed during the

construction progress, and

follow the activities of the

construction phase, at least

3 months.

Executing

activities

Contractor

Public Works

Department of

Highways,

Proponent of

Toll road

BPLHD West Java

Province, Regent

of Purwakarta,

Subang,

Majalengka,

Indram

ayu and

Cirebon. Governor

of West Java

Province, BPJT-

Department of

Public Works

5. Occurrence of Soil

Erosion

Cleaning of land,

excavation and

embankment

Disturbance of slope

stability and

increased sediment in

surface runoff and

rivers are crossed by

In an effort to

prevent soil erosion

caused by

excavation and

embankment work

- Do not cut too

steep cliff

- Create a cap

on the cliff excavation

results by planting trees

Location managem

ent in a

location which made cutting

the cliff and at locations

that are too upright

embankment along the

Executing

activities

Contractor

Public Works

Department of

Highways,

District

Environm

ental

BPLHD West Java

Province, Regent

of Purwakarta,

Subang,

Majalengka,


III - 45

the highway plan.

on the cliff. Prevent

the run-off of

sediment in surface

water and river

channel crossed by

the highway plan.

or by sloop protection

(retaining wall) of

masonry or reinforced

concrete.

highway.

Managem

ent during the

construction period lasts

and is permanent, at least

3 months.

Office,

Proponent of

Toll road

operator.

Indram

ayu and

Cirebon. Governor

of West Java

Province, BPJT-

Department of

Public Works

6. Groundwater Flow

Disturbance

Activities soil

excavation and

embankment for the

road

Inhibition of ground

water flow resulting in

disruption of water

sources such as

springs, wells

population and

construction of the

road dam

age due to

ground water flow is

obstructed.

Prevent disruption of

water sources such

as springs, wells

resident of the

damage, as well as

prevent dam

age to

the road resulting

from

the destructive

force of ground water

which clogged the

road building.

- Creating an

underground

drainage channel that

is placed in

accorandce with the

original flow pattern.

- Construction is built

considering the

direction of the

drainage so it does

not block the

drainage of

groundwater, such as

creating a permanent

filter (drain belt) to

menggindari

avalanches.

Location

managem

ent is

along

the

highway

alignm

ent plan where there

is a deep excavation.

Period

managem

ent

is

during

the

construction

phase

lasts, at least 3

months.

Executing

activities

Contractor

Public

Works

Department

of

Highways

District,

District

Environm

ental

Office,

Proponent Toll

road

operator,

BPLHD

West

Java Province

BPLHD West Java

Province, Regent

of Purwakarta,

Subang,

Majalengka,

Indram

ayu and

Cirebon. Governor

of West Java

Province, BPJT-

Department of

Public Works

7. Slope Stability

Disorders

Activities soil

excavation and

embankment for the

road

Disturbance of slope

stability in areas that

require cutting. Also

on sloping areas that

require landfill.

Sta. 91+500 sampai

Sta.207+750.

Prevent the

occurrence of

landslides / soil

erosion

- Making / excavation

is not steep cliff

- The surface of the

lid is open


highway alignm

ent, in the

village Section I to

VI. Made at any time or as

needed, following the

course of construction

activities

Executing

activities

Contractor

Public Works

Department of

Highways

District, District

Environm

ental

Office,

Proponent Toll

road operator,

BPLHD West

Java Province

BPLHD West Java

Province, Regent

of Purwakarta,

Subang,

Majalengka,

Indram

ayu and

Cirebon. Governor

of West Java

Province, BPJT-

Department of

Public Works

B. B

iological

Components

1. Reduced

Cultivation

Vegetation

Sources of impact

are earthwork

activities include

land clearing and

preparation of

subgrade, subgrade

Measure of impact is

the reduced area

region covering

paddy fields and

mixed garden crops

(rubber, teak and

Preventing shrinkage

or reduction in land

area and rice fields

plantation crops

Preventing unwanted

plant dam

age found

Cleaning and

stripping done on the

local plants are

needed for the job.

Restricting logging

vegetation during

Location of environm

ental

managem

ent is on the

sides of the street / road

ROW and the road

segm

ent that is being done

primarily at a location

Contractor, the

Office of Parks in

related regencies

Office of Public

Works

Highways,

Agricultural

Office in related

regencies,

BPLHD West Java

Province

Regent of

Purwakarta,

Subang,

Majalengka,


III - 46

preparation and

excavation and

embankment.

other plants)

in the street outside

ROW Maintaining the

sustainability of

productivity of paddy

fields

Maintain or prevent

secondary impacts

resulting from

the

decline of vegetation /

flora that there is

climate change micro

/ local and reduced

function of the plant

as a runoff for water /

flood.

Similarly green belt

that will be made to

function other than for

aesthetic purposes as

well as a filter for

vehicle exhaust

gases, dust and

noise, can be muted

so as not to disturb

the people who stay

in the surrounding

streets.

Development of

green belt also aims

to contribute to the

need of oxygen and

absorption of CO

released by the

fumes. By planting

the kinds of plants in

accorandce with the

physical and chemical

conditions of the local

environm

ent, local

plant species

diversity, and plant

maintenance

capabilities to the

green belt will be able

to provide a positive

construction.

Avoiding logging

manner that could

damage other plants

that are not desired

(outside ROW) by

considering logging

techniques by

observing changes in

plant

Avoid the use of

wetland area, the

garden as a site

entrance, and / or

road access

Avoiding the use of

wetland area as a

base cam

p location,

footprint quarry

location

Minimize footprint

area of work in the

area of rice fields,

gardens in

accorandce with the

requirements for

construction, and

provide

compensation to

landowners relating

to the site needs

work area.

Ensuring the

separation of top soil

layer to facilitate

replanting.

Conduct replanting /

re-vegetation in

areas that are

prepared or above

the median of the

road after work or in

conjunction with

construction work

done.

nearby neighborhood.

While the area of

environm

ental

managem

ent for greening

performed on green belt

that is placed along

Cikam

pek – Palimanan Toll

road.

Periods of environm

ental

managem

ent is in the

construction stage, nam

ely

when the land clearing and

execution time / together

with minor works or

construction work

performed and a final pitch.

Landscape. Also performed

during the operation of

roads, including for the

green line.

Proponent Toll

road operator

Indram

ayu and

Cirebon, Governor

of West Java

Province


III - 47

impact on the

operation of green

belt along the toll

roads.

Provides services and

provide improved

aesthetic environm

ent

of safety from

traffic

accidents, and to

reduce public health

problems due to

vehicle exhaust

gases, dust and

noise.

C. Com

ponents of

Social, Economic

and Cultural Rights.

1. Im

proved

Emploement

Opportunities

The involvem

ent of

local com

munities in

employment

Is the ratio of labor

income and business

actors before and

during the

construction of

Cikam

pek- Palimanan

toll road e and

construction of

infrastructure

networks.

Efforts to

increase

opportunities

work for the

community

local, with

number of occasions

work reaches ± 1225

people, then the

absorption of local

components pursued

more and more.

Giving priority to

local residents to

work on construction

activities in advance,

before bringing in

labor from

outside

the region;

Provide opportunities

for local people to

make transport

services and

provision of daily

necessities of life;

.

In the villages around the

location of activities Sta.

92+600-92+850,

Sta 98+700-98+800,

Sta 104+550- 104+900,

Sta 11 3+700- 11 3+800,

Sta 116+800-116+900.

Section II Sta

122+450-122+600

Sta 123+550-123+700

Sta 126+300-126+650.

Section III

Sta 129+950-130+000

Sta 13 1+400-1 3 1+500

Sta 132+050-132+150

Sta 132+300-132+450

Sta 132+600-132+700

Sta 136+700-1 36+900

Sta 149+800-149+950.

Section IV

Section V Sta

180+300-180+600

Sta 187+000- 187+400

Sta 188+200-1 88+550

Sta 188+700- 189+000

Proponent Activity

Toll Road

Regency Labor

Office,

Department of

Labor in 5

districts

BPLHD West Java

Province

Regent of

Purwakarta,

Subang,

Majalengka,

Indram

ayu and

Cirebon, Governor

of West Java

Province


III - 48

189+800-190+200. Pada

Section VI Sta 194+700-

194+800

Sta 199+900-200+000

Sta 200+200-200+400

Sta 200+600-20 1 +200

Sta 20 1+400-20 1+500

Sta 202+400-202+550

Sta 205+800-205+850

Sta 206+850-207+000,

Made at any time in

accorandce with the needs

of recruitment during

construction.

2. The emergence of

Social Jealousy

Mobilization of labor

and business

opportunity

Work and business

opportunities for

residents around the

location of highway

construction activities,

the administrative

area that exceeded

alignm

ent.

Pressing the smallest

possible negative

social impacts arising

from

highway

construction activities

and supporting

facilities.

- Focusing on

recruitment to the

people affected by

the project and its

surroundings, in

accorandce with the

expertise and work

opportunities.

- Provide

opportunities for local

entrepreneurs trying

to society to

participate in

construction

activities.


highway alignm

ent, in the

village, subdistrict in 5

districts,

Sta. 92+600-92+850,

Sta 98+700-98+800,

Sta 104+550-104+900,

Sta 113+700-113+800,

Sta 116+800-116+90,

pada Section II Sta

122+450-122+600

Sta 123+550-123+700

Sta 126+300-126+650

Pada Section III

: Sta 129+950- 130+000

Sta 13 1+400-13 1+500

Sta 132+050- 132+ 150

Sta 132+300- 132+450

Sta 132+600-132+700

Sta 136+700-136+900

Sta 149+800-149+950

Pada Section IV tidak ada.

Section V Sta 1 80+300-

180+600, Sta 1 87+000-

187+400, Sta 1 88+200-

188+550, Sta 1,88+700-

189+000, 189+800-

190+200. Pada Section VI

Executing

Contractor

activities,

managem

ent-

related activities

and village

officials.

Regencies

office of Labor,

toll road

proponent

manager.

BPLHD West Java

Province

Regent of

Purwakarta,

Subang,

Majalengka,

Indram

ayu and

Cirebon, Governor

of West Java

Province


III - 49

Sta 194+700-194+800

Sta 198+000-198+050

Sta 199+000-199+250

Sta 199+900-200+000

Sta 200+200-200+400

Sta 200+600-20 1+200

Sta 250+800-205+850

Sta206+850-207+000.


needed, follow-related

activities during the

construction phase.

3. Increased

Business

Opportunities

Mobilization of

labor, use of local

building materials

(quarry)..

Work and business

opportunities for

residents around the

location of highway

construction activities.

Increased positive

impact on the

openness of

employment and

business

opportunities for the

community around

the study location.

Utilization of local

materials and labor

- Outreach to take

advantage of

business opportunity


highway alignm

ent, in the

village, subdistrict in 5

regencies Section I s/d

Section VI.




construction phase

Executing

Contractor

activities,

managem

ent-

related activities

and village

officials.

.

Regencies

office of Labor,

toll road

proponent

manager.

BPLHD West Java

Province

Regent of

Purwakarta,

Subang,

Majalengka,

Indram

ayu and

Cirebon, Governor

of West Java

Province


Cleaning and

Preparation of the

subgrade and the

environm

ent

Interference with

traffic congestion on

public roads direction

to the project site.

Minimize disruption of

traffic jams that

disrupt economic

activity

Setting appropriate

activities

- Setting time

transporting building

materials

- Installation of signs

and traffic diversion

- On location

Babakan Ciwaringin

Islamic boarding

school area, it will

construct over pass

and access roads in

the form of rural road

upgrading and new

road construction,

and made a box

culvert under the

highway to, in order


traversed by the vehicle

projects, particularly those

in rural areas Sta :

92+920, 97+689,

104+044,107+325,109+51

8,113+625,116+950.

Pada Section II Terutam

a pada di STA 200+700 s/d

STA 201+055 Pada

Section

111 pada rule/ jalan

kabupaten yang dilalui

yaitu pada Sta :

130+012,136+135

139+806,142+736

149+7 11. Pada Section IV

pada rute/ jalan kabupaten

yang dilalui yaitu pada Sta

Executing

activities

Contractor,

Managers and

community of

Babakan

Ciwaringin Islamic

boarding school.

Office of Public

Works

(Highways),

Environm

ental

Office,

Proponent of

Toll road, Social

services offices

in 5 regencies

BPLHD West Java

Province, Regent

of Purwakarta,

Subang,

Majalengka,

Indram

ayu and

Cirebon. Governor

of West Java

Province, BPJT-

Department of

Public Works


III - 50

to connect the two

boarding area

158+888,169+600,

173+612. Pada Section V

Sta:

179+002,182+500

184+802,187+281

189+070,190+673


di STA 200+700 s/d STA




construction phase.

5. Dam

age to Public

Road (local road or

village roads, district

roads)

Transportation of

construction

materials

Is the integrity of the

road on the quality of

80%. Further reviews

of the functions for

society, then the

other benchm

arks

were not disruption of

the smooth

transportation and

security for road

users.

Maintaining the

condition of roads

and transportation as

well as avoiding

obstacles prevent the

negative attitude of

society because of

the disruption of

transport in rural

areas.

Set the tonnage of

vehicles tailored to

the ability of roads to

be traversed,

especially on roads

that are not paved;

Adjust the vehicle

speed, especially on

rural roads and

through the

settlem

ent;

If there is dam

age to

the road to be fixed;

Prioritizing the other

road users if traffic;

Create traffic signs

specifically related to

the execution of

construction to

prevent the risk of

accidents;

Performed on the vehicle

traveled along the road that

crosses the project

primarily or near

settlem

ents.

Sta :

92+920, 94+670;

95+975, 97+689, 98+500,

0+000;

101+100,3+418

104+044,106+205,

107+325 109+518,

113+625,114+80

5,116+116,116+950,

117+ 532,

Pada Section 11

118+425,119+070

121+100,121+825

122+585,123+855

124+831,126+180

127+350,128+286

128+550,129+122

Pada

Section 111 sekitar Sta :

130+012,131+575

133+100,133+566

134+735,136+135

136+870,138+433

139+389,139+806

140+860,142+736

Executing

activities

Contractor,

Office of Public

Works

(Highways)

BPLHD West Java

Province, Regent

of Purwakarta,

Subang,

Majalengka,

Indram

ayu and

Cirebon. Governor

of West Java

Province, BPJT-

Department of

Public Works


III - 51

144+800,147+863

149+711,153+453

154+250,155+480

158+888. Pada

Section IV Sta :

160+845,163+536

164+651,165+975

167+675,169+600

171+060,172+021

172+851,173+612

176+655,177+488.

Pada

Section V Sta :

188+230, 189+070

190+673,191+550


Sta :

194+698,195+289

195+938,196+425

197+289,198+191

199+446,200+030

200+030,200+716

201+535,202+123

205+776,206+418.

Periode pengelolaan

adalah selam

a kegiatan

konstruksi berlangsung.

6. Dam

age to Public

Utilities (W

ater Pipe)

Cleaning of land for

highway

construction

Degrading condition

of public utilities such

as electricity

networks, telephone,

water networks,

irrigation and others.

Reducing the

smallest possible

disturbance to public

utilities.

Create technical

handling, such as the

transfer of electrical

substations, m

aking

the box culvert to

avoid disruption of

clean water and

irrigation channels

that meet their

individual needs.

Location managem

ent is in

place along the intended

utility of the highway.

Sta 91+552

(pipa PDAM), Sta

103+421 (Gas), PLN pada

setiap perpotongan,

dengan

jalan kab./ jl desa. Pada

Section 11 di sekitar Sta

126+ 122 (Gas)

127+2 12 (Gas)

Section III

Sta 130+901

Section

Executing

activities

Contractor.

Office of Public

Works

(Highways)

BPLHD West Java

Province, Regent

of Purwakarta,

Subang,

Majalengka,

Indram

ayu and

Cirebon. Governor

of West Java

Province, BPJT-

Department of

Public Works


III - 52

IV section V and VI.

Managem

ent during the

construction period lasted,

at least 3 months.

7. Public-destruction

of social facilities

(Facilities Social and

Public Facilities)

Excavation and site

preparation.

Reduced social

facilities and public

facilities, such as the

Mosque, Village

Office, Health Center,

School and others.

Reducing the

negative social

impact as sm

all as

possible due to the

disruption of the

facilities in the area.

coordinate with local

governments in order

to obtain

replacem

ent land to

rebuild the facilities

in question.

Pay com

pensation

according to the

price according to

the policy agreed by

both parties,

between community

and government.

.

Location managem

ent is a

toll road along which there

are special facilities

intended.

Period managem

ent is

during the construction

period lasts.

Executing

activities

Contractor,

Office of Public

Works

(Highways)

BPLHD West Java

Province, Regent

of Purwakarta,

Subang,

Majalengka,

Indram

ayu and

Cirebon. Governor

of West Java

Province, BPJT-

Department of

Public Works


III - 53

Type of Im

pacts

Source of Im

pact

Benchmark of Im

pact Env. M

anagem

ent

Objective

Env. M

anagem

ent

Effort

Location and Period


ental Managem

ent

Executing

Supervising

Reporting Laporan

(1)

(2)

(3)

(4)

(5)

(6)

(7)

(8)

(9)

III. P

ost-Construction Phase

(Operations)

A. Chem

ical

Physical

Components

1. Reduced Air

Quality

Trough traffic

vehicles

Dust levels were

observed visually

(observation) and the

complaints from

the

public due to the

many dust or air dust

concentration

measurements of air

quality monitoring

results.

To prevent or

reduce the

occurrence of

elevated levels of

dust in the air

because the roads

are not paved over,

particularly those

close to residential

areas, reducing the

negative perception

of society towards

the project and

further prevent the

situation was not

a n aesthetic as well

as decline in public

health.

.

Planting trees

a function other than

as a aesthetics but

function as well as

plant capable

absorb pollutants

air.

Make some

rest area on

left and right lane

road toll

and

planting area

surrounding

trees

function shade

and can absorb

pollution.

Location managem

ent is

In all toll roads

starting from

the entrance

until the exit is also

at the entrance to exit in

Interchange Sta.

92+600-92+850,

Sta 98+700-98+800,

Sta 104+550-104+900,

Sta 11 3+700- 11 3+800,

Sta 11 6+800- 11 6+900)




operational stage 6

months.

Executing

activities

Contractor,

Office of Public

Works

(Highways),

Office of

Environm

ental

DIvision

BPLHD West Java

Province, Regent

of Purwakarta,

Subang,

Majalengka,

Indram

ayu and

Cirebon. Governor

of West Java

Province, BPJT-

Department of

Public Works

2. Increased Noise Operating vehicle

on the highway.

The increased noise

at the location of

settlem

ents and

access roads.

Minimize the noise

level in a

neighborhood

adjacent to

settlem

ents.

As above


traversed by vehicles,

especially those in rural

areas through five

regencieSta 98-1--700-

9SH-800,

Executing

activities

Contractor,

Office of Public

Works

(Highways),

Office of

Environm

ental

DIvision

BPLHD West Java

Province, Regent

of Purwakarta,

Subang,

Majalengka,

Indram

ayu and


III - 54

Sta 104+550-104+900,

Sta 113+700-113+800,

Sta 116+800- 11 6+900.




operational stage 6

months.

Cirebon. Governor

of West Java

Province, BPJT-

Department of

Public Works

3. Changing Land

Use

Changes in land

use resulting from

the operation of toll

roads.

Changing land use

and government

population along the

alignm

ent along the

116.4 km highway,

which was originally

paddy fields into

residential areas,

which was originally

the garden of m

ixture

and other trade

areas.

Directing the use of

land so as not to

overlap and

synergize each

other.

Avoid land use

c hange so as not to

disturb the

econom

ic culture of

local com

munities.

Conduct monitoring and

controlling land use to

refer to the local spatial

plan.

Create a land use

policy in synergy with

the use of toll roads for

better highway

performance, for

exam

ple by not making

too many entrance toll

due to dem

and from

the

region woke up along

the highway alignm

ent

Location managem

ent is

the alignm

ent along the

highways




operational stage 6

months.

Executing

activities

Contractor,

Office of Public

Works

(Highways),

Office of

Environm

ental

DIvision

Office of

Planning

BPLHD West Java

Province, Regent

of Purwakarta,

Subang,

Majalengka,

Indram

ayu and

Cirebon. Governor

of West Java

Province, BPJT-

Department of

Public Works

B. C

omponents of

Social, Economic

and Culture

1. Increasing

employment

opportunities and

business opportunity

The existence of

employment

opportunities for

surrounding

communities and

business

opportunities in the

service sector.

Increasing the

number of local

workers who

absorbed

- Num

ber of business

opportunities that are

available for the local

econom

y

Further improve the

econom

ic condition

of society again.

Optimize

employment

opportunities and

business

opportunity for local

people in order to

foster economic

activity by region.

Manager Toll roads

could provide

employment

opportunities to the

people who meet the

qualifications (in

accorandce with the

qualifications and

requirements).

Informing the public

about employment

opportunities following

the qualification of labor

needed to install an

information sheet about

the vacancy on the

Managem

ent is done by

targeting the population of

toll roads in the villages

that had access toll road,

which is located in the sub-

district in 5 regencies.

Done periodically between

three to six months and

intensively during the

operation.

Office of

Economic Affairs

and related

District Highway

Manager

Regional

Revenue Office,

Environm

ental

Office.

BPLHD West Java

Province, Reggent

of Purwakarta,

Subang,

Majalengka,

Indram

ayu and

Cirebon


III - 55

board's announcement

at the Village Office or

the District in each

project area.

Counseling and

information about

business opportunities

in the population

Provide appropriate

MSEs wage (Minimum

Wage of City),

education level and

skills of workers.

Involve the em

ployees

in the em

ployees' social

security


Increased

accessibility of the

local economy with

the presence of toll

roads. Increased

regional economy

The num

ber of people

who support the

existence of the

highway

Com

munity support

for the operation of

toll roads in order

to foster economic

activity by region.

Fulfill the com

mitment

in providing

employment

opportunities to the

community around that

qualified for increased

econom

ic activities.

Maintenance of

highway infrastructure

and facilities in order to

keep functioning

optimally.

Conduct a brief

interview on the

condition of the

community about the

existence of the

highway on kinship or

access attempt.

Managem

ent by objectives

on land around highways in

villages who gets access

toll road, which is located in

the sub district in 5

regencies

Done periodically between

three to six months during

the post-construction road

Office of

Economic Affairs

and related

District Highway

Manager.

Regional

Revenue Office,

Environm

ental

Office.

BPLHD West Java

Province, Regent

of Purwakarta,

Subang,

Majalengka,

Indram

ayu and

Cirebon BPJT-

Departemen PU.

Environmental Monitoring Plan of Cikampek-Palimanan Toll Road West Java Province

iii

TABLE OF CONTENT

PREFACE .................................................................................................................... i

TABLE OF CONTENT ............................................................................................... iii

CHAPTER I INTRODUCTION

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

1.2. Objectives of Environmental Monitoring Plan ................................. I-1

1.3. Benefits of Environmental Monitoring Plan . ................................... I-1

1.3.1. Benefits to Initiator ............................................................. I-1

1.3.2. Benefits to Relevant Agencies ............................................ I-2

1.3.3. Benefits to Affected Communities ..................................... I-2

BAB II ENVIRONMENTAL MONITORING PLAN

2.1. Pre-Construction Stage .................................................................... II-2

2.2. Construction Stage ............................................................................ II-6

2.3. Post Construction Stage .................................................................... II-28

Appendix:

Figure of Environmental Monitoring Plan


iv

DAFTAR TABEL

Tabel 2.1. Matrik Rencana Pemantauan Lingkungan (RPL) ..................................... III-36


v

DAFTAR GAMBAR

Lampiran

Tabel 3.1. Peta Rencana Pemantauan Lingkungan ................................................... 1


I - 1

CHAPTER I

INTRODUCTION

1.1. Background

In an effort to reduce the negative impact to a minimum and develop its positive impact,

then the Manager of Cikampek-Palimanan toll road as the initiator in its completion of EIA

study, prepared the RPL and RPL as a guideline in conducting environmental monitoring

of the impact arising from the construction of toll roads along the Cikampek-Palimanan

116.4 km along with its supporting infrastructure.

1.2. Objectives of Environmental Monitoring Plan

- Formulate measures or precautions, prevention and control negative impacts and

enhance positive impacts resulting from development activities Cikampek toll road

- in this experiment.

- Improvement of the environmental control system inside or out of bounds through

the monitoring activities as feedback.

1.3. Benefits of Environmental Monitoring Plan

Usefulness of monitoring the implementation of the environment is not only felt by the

proponent, but also by the relevant agencies and affected communities.

1.3.1. Benefits for Initiator

Importance of Environmental Monitoring Plan is to:

a. As a means to evaluate the effectiveness of activity used in the management /

control negative impacts and positive impacts of development as stated in the

Environmental Management Plan (RKL).

b. As an early indicator for the presence of undesirable environmental changes, thus

overcoming the impact of these steps can be implemented effectively. c. As


I - 2

guidelines for the proponent to carry out cooperation in environmental monitoring

activities and the surrounding area with relevant agencies in conserving the

environment.

c. To meet the requirements of applicable law.

d. As a means to collect relevant evidence in cases of prosecution and defense.

e. As a means to take further policy for the development of these activities.

1.3.2. Benefits to Relevant Agencies

a. As a means of feedback to relevant agencies in determining the policy steps to be

taken to improve environmental quality / environmental conservation efforts and

natural resources.

b. As a means of feedback to relevant agencies and the security officers in

anticipating and evaluating the various activities that will arise and have to be more

easily conduct preventive measures (prevention) as well as supervision of


c. To assist monitoring agencies in the development of environmental monitoring.

1.3.3. Benefits to Affected Communities

a. To increase community participation in efforts to monitor safety, hygiene, health

and environmental sustainability.

b. To use the community as a social control, in order to maximize positive impacts

and minimize negative impacts.


II - 1

CHAPTER II

ENVIRONMENTAL MONITORING PLAN

Implementation of development Cikampek- Palimanan Toll Road and the supporting

infrastructure, will work well if environmental management efforts and the success of

environmental management undertaken by the proponent in accordance with the

guidelines that have been raised in Environmental Management Plan and monitored in a

monitoring activity.

Guidelines for monitoring of major and significant impacts outlined in the document

Environmental Monitoring Plan.

The description of the monitoring to be performed on components that impact these

activities will be conducted based on the phases of activity in the construction of

Cikampek - Palimanan toll roads along the 116.4 km.

In the environmental monitoring plan is some impact and sources of impacts to the

implementing agencies and recipient management reports, itemized by discussion as the

following:

a. Significant impacts are monitored

• Types of components / parameters of the environment

• important indicator of the impact of the monitored components

b. Source impact

c. Environmental parameters monitored

d. The purpose of environmental monitoring plan

e. Methods for environmental monitoring:

• method of data collection and analysis

• The location of environmental monitoring

• Duration and frequency of monitoring

f. Institutions for environmental monitoring

• Implementing environmental monitoring

• Supervision of environmental monitoring

• Reporting the results of environmental monitoring


II - 2

In more details, location of environmental monitoring in each section since from Section I

to Section VI, can be seen on the attachment.

2.1 Pre-Construction Stage

1. The emergence of community unrest

(1) Significant impacts are monitored:

Component Type / Parameter Environment: Attitudes and perceptions of society, both

negative and positive.

Significant Impact Indicators: Socialization to the community affected.


This community unrest arises mainly from people who are in the location of site activities.

The source is the cause of the impact of implementation activities since the survey,

measurement and installation of stakes, have spread the information that the land around

the site of activities will be exempted. But the information is not sure when the time land

preparation is carried out, this raises concerns that land people used as sources of

livelihood.

(3) Environmental parameters are monitored:

Knowledge and understanding of the overall community of Cikampek - Palimanan Toll

Road Development and building facilities and supporting infrastructure.

The creation of proper perception about Palimanan Cikampek toll road development and a

positive attitude towards such development.

(4) Environmental Monitoring Objectives

Knowing the development, type and level of disquiet in society a result of the activities of

land survey and measurement.

(5) Method of Environmental Monitoring

a) Methods of data collection and analysis

To determine the condition of the public unrest is done through a limited survey using

questionnaires and interview tools to local residents.

- Levels of public unrest that occurred


II - 3

- The issues that arise in society

- Finding information developed in the community about Cikampek toll road construction

work - experiment.

b). Location of environmental monitoring

Held at the villages in the area of Purwakarta Regency, Subang, Majalengka, Indramayu

and Cirebon Regency.

c) The duration and frequency of monitoring

Done periodically within one month after the survey and measurement and the installation

of stakes.

(6) Institution of Environmental Monitoring

Executing: Toll Road Operating Board (BUJT) / Operator-Palimanan Cikampek toll road,

and the relevant village officials in the 5 regencies.

Supervisor: Office of LH in Purwakarta Regency, Subang, Majalengka, Indramayu and

Cirebon Regency. Police party in the 5 regions regency.

Reporting: Regent in 5 Regency, BPLHD regency of West Java Province. BPJT-

Department of Public Works



Component Type / Parameter Environment: Social economic and cultural

Impact Indicators Important: There is a horizontal conflict between those who opposed

and who agree with the land acquisition for highway.


Procurement of land for the construction of the highway.

(3) environmental parameters are monitored:

Level of public unrest which led to the occurrence of horizontal conflicts caused by those

who opposed the land acquisition activities while other groups receive.


Avoid open conflict between the parties, which do not correspond to understand.

Tapping the potential for interference of security conflict.


II - 4



Field observations along with interviews with residents about the presence or absence of

potential conflict.


Location of monitoring in all districts in 5 regencies, especially in rural districts Babakan

Ciwaringin Cirebon regency.


Performed 1 time per month during the land acquisition phase implemented.


Implementing: Ministry of Public Works (Land Acquisition Committee / TPT), Manager

Toll-Palimanan Cikampek,

Supervisor: Department of Land and National Land Aggency in Purwakarta Regency,

Subang, Majalengka, Indramayu and Cirebon Regency.


Toll Road Regulatory Agency (BPJT) - Department of Public Works

3. Reduced Income


Component Type / Parameter Environment: public unrest with uncertain value of land

compensation.

Impact Indicators Important: The difference of the value of compensation land between

the consensual and the market price.


Activities of land acquisition for the highway project needs.

(3) environmental parameters monitored:

Obtaining information about the situation earlier public unrest due to the value of land

compensation.



II - 5

Avoid open conflict between the parties, which do not correspond to understand.

Tapping the potential for interference of security.



Field observations along with interviews with residents about the presence or absence of

public complaints.


Location of monitoring in all districts in 5 regencies.


Performed 1 time in 3 months during land acquisition phase.



and the Land Acquisition Committee.

Supervisor: Department of Land Affairs in Purwakarta Regency, Subang, Majalengka,

Indramayu and Cirebon Regency, Directorate General of Highways Department of Public

Works.

Reporting: BPLHD West Java Province, Toll Road Regulatory Agency (BPJT) -

Department of Public Works

2.2. Construction Phase




- Types Component / Parameter Environment: Air quality at the site access road

- Significant Impact Indicators: Reduced air quality at nearby residential


Increased air pollution is attributed to the escape of dust particles from the surface of the

road due to vehicles transporting material and activities, also due to exhaust emissions


II - 6

from vehicles that transport materials through the village streets and roads as

transportation routes regency material.


- Levels of dust and ambient air

- Negative perceptions surrounding community access roads used to transport

materials and building materials.

- Layers of dust visible in the precarious and houses are also on the leaves at the

curb.


- Reducing the ambient air pollutant concentrations caused by material transportation

activities and vehicle operating projects.

- Preventing health problems for workers around the location of the dam community.



Taking samples of dust, analyzed in the laboratory, and compared with quality

based on government regulation No.41 of 1999, regarding the National Air Quality

Standards.

b) Location of environmental monitoring

In and around the location of activities, especially villages that are in alignment

territory road transport, as well as the location where the interchange.


1 times in one month for Cikampek-Palimanan progress toll road development

activities.

(6) Institute of Environmental Monitoring

Executing: Toll Road Operating Board (BUJT) / Operator Toll

Supervisor: Environmental Office on 5 Regency, Department of Public Works of West

Java Province

Reporting: BPLHD Prov. West Java, Regent on 5 regions regency, Toll Road Regulatory

Agency (BPJT) - Department of Public Works


II - 7

2. Increased Noise


- Types Component / Environmental Parameters: The quality of noise on the access road

- Significant Impact Indicators: Increased noise


Increasing noise caused by transportation vehicles in addition to materials and activities

and operation base camp, also a result of project vehicles carrying construction workers

out of the project.


- Levels of noise in residential areas and also in certain locations that are considered

important to monitor such as the location of plantations and rice fields associated with

terrestrial fauna.

- Negative perceptions surrounding community access roads used to transport materials

and building materials.


- Reducing the concentration of noise generated from transportation activities and vehicle

operating materials project.

- Preventing health problems for workers around the location of the dam which caused the

noise.

- To know the level of success of environmental management that have been

implemented.



Direct observation in the field to determine the concentration of noise that occurs as

compared with the Threshold Value permitted in accordance with Kep.MenLH No. Kep-

48/MENLH/l 1 / 1998.


In and around the location of activities, especially villages that are in alignment territory

road transport, as well as the location where the interchange.


II - 8


1 times in one month for Cikampek-Palimanan progress toll road development activities.


Executing: Toll Road Operating Board (BUJT) / Operator Toll

Supervisor: Environmental Office on 5 Regency



3. Reduced Surface Water Quality


- Component / Environmental Parameters: The quality of river water and surface water

- Key Indicators of Impact: Reduced water quality


Cleaning and preparation of the subgrade.

Construction of highway throughout ± 116.4 km and its supporting infrastructure.


The quality of river water at bridge construction site and on the rivers that pass by the

highway network alignment.


- Knowing the toll road network development impacts on surface water quality / river in its

path.

- Avoid interference with surface water drainage / river due sedimantasi and erosion.

- Detecting unrest residents who use the river water source as a source of raw water daily.



Direct observation by taking samples of river water on the highway network path.

Results of laboratory analysis of water samples and then compared with the Water Quality

Standards, based on Government Regulation No. 82 Year 2001, on Threshold Limit


II - 9

Values for raw water.


In the channel crossed by river water that toll road network, especially those that are

always flowing throughout the year and large capacity.


1 times in three months during construction activities progress.of Cikampek-Palimanan

Toll Road


Executing: Toll Road Operating Board (BUJT) / Palimanan Cikampek toll road Operator.

Environmental Office on 5 Regency related

Supervisors: Public Health Service on 5 Regency related

Reporting: BPLHD Prov. West Java

Regent on 5 regions regency




- Types Component / Environmental Parameters: The flow of surface water either artificial

or natural drainage, as well as river flow

- Impact Indicators Important: Changing the direction flux


- Cleaning and preparation of the subgrade.

- Preparation of highway agencies throughout the 116,4 km and its supporting

infrastructure.


Changes in surface water flow at specific locations affected by highway construction

activities.


Knowing the impact that occurs on surface water flow and also the river due to

construction of highways, and where the direction of flow is controlled in order to maintain


II - 10

its existence.



Observed directly in the field in coordination with the implementing work / contractors also

relevant agencies.


Monitoring conducted at locations where surface water flow changes both natural and

artificial drainage is also in contradiction with the rivers.


Performed 1 time in 3 months, during the construction period lasts.


Executing: Executing / contractor of the project,

Supervisor: Office of Public Works Highways West Java Province Irrigation Office in 5

regions regencies, Toll Road Operating Board (BUJT) / Palimanan Cikampek toll road

Operator


Regent on 5 regions regency




- Types Component / Environmental Parameters: The occurrence of landslide of soil

material

- Significant Impact Indicators: The occurrence of sedimentation in drainage channels and

rivers


- Cleaning and preparation of subgrade, as well as soil excavation and landfill.

- Preparation of the body along the 116.4 km of toll roads and their supporting

infrastructure.



II - 11

Impaired drainage of surface water flow which is due to sedimentation, and disruption of

river water quality.


Knowing early on how far the influence of erosion occurred on the occurrence of

sedimentation on the existing drainage channel, and to know that there are sedimentation

in river body.



Make observations and measurements directly in the field and collaboratingwith related

agencies.


Monitoring sites are along the toll roads where there are surface water channels and

rivers that cut by toll roads.


Monitoring carried out during construction activities take place, at least 3 months.


Executing: Executing / contractor of the project,

Supervisor: Office of Public Works Highways West Java Province

Regency Irrigation Office in 5 regency, Toll Road Operating Board (BUJT) / Operator-

Palimanan Cikampek toll road.



6. Groundwater Flow Disturbance


- Types Component / Environmental Parameters

: Reduced quantity of ground water

- Significant Impact Indicators: The occurrence of water shortages in the residential

neighborhood.


II - 12


- Cleaning and preparation of subgrade, as well as soil excavation and landfill.

- Preparation of the ROW along the 116.4 km of toll roads and their supporting

infrastructure.


Changes in the direction of groundwater flow and reduced the quantity of ground water.


Knowing early on changes in soil water availability, both in the residential neighborhood,

area residents and businesses within the base camp and office construction workers.



To monitor directly in the field, especially in shallow wells the location of the population as

a source of water, also the location of the source of spring water around the study area (if

any).


Monitoring conducted on residential location and also the location where there is a spring,

which is the source of water for the needs of residents, both bathing, washing and toilet

facilities and to need watering.

c). Duration and frequency of monitoring

Monitoring carried out for 3 months, during the construction period lasts.


Executing: Executing / contractor of the project.

Supervisor: Office of Public Works Highways West Java Province, Environmental Office in

5 regencies

Reporting: BPLHD Prov. West Java, Regent Cq. Institutions LH in 5 Regencies. Toll Road

Regulatory Agency (BPJT).




II - 13

- Types Component / Environmental Parameters: The stability of slopes

- Significant Impact Indicators: Disruptions of slope stability at a particular location


Cleaning and preparation of subgrade, excavation and stockpiling of soil, and construction

activities along the highway agency facilities and supporting infrastructure.


Disturbance of slope stability in areas that require cutting cliffs and sloping areas that

require landfill.


Detect catastrophic landslide and soil erosion on the location or construction activities

alignment of the highway.



- To monitor directly in the field.

- Observe the condition of the drainage flow of surface water / river.

- Direct Observation of sedimentation in river body.


In locations where there is a river bridge, and at locations that have treated the cut and fill

that stands out.


1 times in every month for Cikampek-Palimanan toll road development activities progress.


Executing: Toll Road Operating Board (BUJT) / Operator-Palimanan Cikampek toll road.

Department of Mines in 5 regions Regency

Supervisor: Environmental Office in 5 Regencies, Directorate of Environmental Geology of

West Java Province.

Reporting: BPLHD Prov. West Java, Regent Cq. Environmental Office in 5 Areas

Regency, Toll Road Regulatory Agency (BPJT).


II - 14

B. Biological Components

1. Reduced Cultivation Vegetation Types


- Types Component / Environmental Parameters: The number and type of vegetation

cultivation

- Indicators of Significant Impacts: Decreasing the amount of vegetation existing at the

time of cultivation land clearing activities


Work subgrade preparation, excavation and embankment work, operation of basecamp.


The reduced amount of existing vegetation.


- Monitoring the secondary impact due to a reduction in the amount of cultivated

vegetation during road construction activities that potentially disturb terrestrial

ecosystems.

- Giving feedback of monitoring for the effects can be reduced.


a). Methods of data collection and analysis

- To conduct field observations Interviews with the community.


- Forests, plantations and rice fields in the area of project site


1 time every 3 months during construction activities Cikampek-Palimanan.Toll Road

(6). Environmental Monitoring institution

Implementing: Ministry of Public Works (TPT), Manager Toll Road Cikampek-Palimanan,

Department of Agriculture and Forestry in 5 related Regencies

Supervisor: BPLHD Prov. West Java, DGH Dep. Public Works, Environmental Office


II - 15

Regency in 5 regions.

Reporting: BPLHD Prov. West Java, Regent Cq. Institutions LH in 5 Areas Regency, Toll

Road Regulatory Agency (BPJT).

C. Components of Social, Economic and Cultural

1. Increasing Employment Opportunities

(1). Significant impacts to be monitored:

- Types Component / Environmental Parameters: Employment opportunities for local

residents in the project sites.

- Significant Impact Indicators: The amount of job opportunities that are utilized by

residents around the project site.

(2). Source of Significant Impacts

Highway construction activity along the 116.4 km starting from. Purwakarta to Cirebon

Regency.

(3). Environmental parameters are monitored:

The number of workers that can be absorbed by the project both from immigrant labor and

local labor, and other types of business opportunities provided by the community in the

project area.

(4). Objectives of Environmental Monitoring

To find out how far the project can absorb the local and immigrant labor. How far the

project to empower local communities in the partnership business.

To prevent social unrest because of the presence of immigrant labor.

(5). Methods of Environmental Monitoring

- Conduct observations and interviews with residents and labor migrants in order to find

out whether there is any indication of social jealousy among them.

- Conduct an employment record that is received by the contractor / contractors, to

determine the ratio of local workers and migrants.

(6). Environmental Monitoring institutions


II - 16


Department of Labor in related Regencies

Supervisor: BPLHD Prov. West Java, DGH Dep. PU, Environmental Office Regency LH in

5 regions.





- Types Component / Environmental Parameters: Social Jealousy

- Significant Impact Indicators: The acceptance of labor and immigrants who are not in

balance with local recruitment.


Acceptance of construction labor and construction services business partnership

activities.


- The number of local employment and labor migrants working in the project.

- Opportunity to have partnership efforts between the local business community with the

project.


To find the number of workers absorbed by the project during the construction phase and

magnitude of energy absorption of local projects.



Observation and direct interviews with residents around, and with village officials in the

district is also related to the project to get an idea of employment and business

opportunities that can be filled by local communities.


Monitoring sites are in all districts in 5 regencies.



II - 17

1 times in three months during construction activities Cikampek- Palimanan toll road

progress.

(6). Environmental Monitoring institutional

Executing: Toll Road Operating Board (BUJT) / Palimanan Cikampek toll road Operator,

Social Service in 5 regions Regency

Supervisor: BPLHD Prov. West Java, DG Highway Dep. Public Works. Environmental

Office Institutions in 5 Regencies

Reporting: BPLHD Prov. West Java Regent Cq. Environmental Office Institutions in 5

Regencies, Toll Road Regulatory Agency (BPJT).


(1). Significant impacts to be monitored

- Types Component / Environmental Parameters: Employment opportunities.

- Significant Impact Indicators: The amount of job opportunities to surrounding people.


Implementation of highway construction and the supporting infrastructure facilities along

the 116.4 km.




project area.


- To know how far the project can absorb the local and immigrant labor.

- How far the project to empower local communities in the partnership business.

- To prevent social unrest because of the presence of immigrant labor.



Conduct observations and interviews with residents and labor migrants in order to find out


II - 18

whether there is any indication of social jealousy among them.

To examine employment records received by the contractor / contractors, to determine the

ratio of local workers and migrants.


Conducted in all districts in the 5 related regencies.


1 times in three months during construction activities Palimanan-Cikampek toll road

progress.


Executing: Toll Road Operating Board (BUJT) / Palimanan Cikampek Toll-Operator

Supervisor: BPLHD Prov. West Java, DGH Dep. PU. Environmental Office in 5 regencies.


Regent Cq Environmental Office in 5 regencies, toll Road Regulatory Agency (BPJT).

DGH Dep. PU.



- Types Component / Environmental Parameters: Disordered Traffic

- Significant Impact Indicators: The occurrence of traffic congestion and disruption on

public roads in the village street.


Implementation of highway construction and the supporting infrastructure facilities along

the 116.4 km, and the mobilization of heavy vehicles of the project.


The condition of traffic jams and other disturbances that occur on roads that became the

route of transportation projects and traffic disruption on the village road access.


- To find out how much the project may affect traffic conditions.

- Knowing the earliest possible disruption of traffic conditions before they become sources

of public unrest.


II - 19

- To prevent social unrest because of the presence of t vehicle on a public road projects.



Conduct observations and interviews with residents and road users society, social unrest

and find data that occur in the project environment.

To examine a record number of vehicles received by the contractor / contractors, in order

to compare the number of vehicles and public transport projects.


Conducted in all road vehicle through which funds projects in areas of Islamic boarding

school in Babakan Ciwaringin STA 200 +700 s / d STA 201 +055.


1 times in three months during construction activities of Cikampek-Palimanan Toll Road

progress.



Department of Labor relating Regencies


5 regions.



5. Damage to Public Roads (Local Roads / Village)


- Types Component / Environmental Parameters: public unrest

- Indicators of Significant Impacts: Damage to public roads used as access roads by the

project


Land clearing and preparation of basic soil preparation is also base camp for highway

construction needs.



II - 20

Traffic density and speed of construction materials transport vehicle, as well as volume

and length of roads were damaged.


- To obtain information in order to improve the management system when creating ACTs

are not allowed.

- Calculate the distance of road damage on the location of access road transport.

Analyzing the causes of damage to access roads.



Calculating the burden of transportation vehicles and materials tailored to the class path

by considering the burden that is allowed. Provide speed limit of vehicles through the

access road transport materials for the project.


Monitoring sites are in all districts in 5 regencies, especially access roads used as vehicle

transportation route of construction materials.


1 time per month during construction work.





5 regions.





- Types Component / Parameter Environment: Damage to infrastructure and public

utilities.

- Significant Impact Indicators: Disorders of service.


II - 21


Highway construction activities such as excavation, disposal and land clearing.


Disruption of performance of public utilities such as PLN, PDAM, gas pipelines, irrigation

channels, Telkom and others.


Knowing the early disruption of public utilities infrastructure contained in the study area.



To review directly to the field at the point where there is a contradiction with the public

utility concerned.


Monitoring sites are along the highways, especially at locations that are crossing with the

utility lines/ channels.


Monitoring carried out during the construction phase lasts, 3 months.





5 regions.



7. Damage to Social Facilities and Public Facilities


- Types Component / Parameter Environment: The existence of public facilities and social

amenities.

- Significant Impact Indicators: Diminishing the existence of social and public facilities.


II - 22


Activities of land acquisition for construction of the highway.

(3). Environmental parameters monitored:

Public unrest due to reduction in the presence of public facilities and social environment.


Knowing how big the need for social facilities and public facilities such as mosques,

schools, neighborhood health center in rural areas, so that people's aspirations can be

accommodated from the outset.



Direct observation in the field by doing the data collection for the facility is lost and how

much should be replaced or rebuilt and new development location.


Residential areas, residents who have social facilities and public facilities affected by the

project.


Monitoring carried out during the construction period, at least 3 months.





5 regions.




II - 23

3. Post-Construction Stage (Operations)




- Types Component / Parameter Environment: Air quality in environmental toll roads.

- Significant Impact Indicators: Reduced air quality at nearby settlements.


Increased air pollution is attributed to the escape of dust particles from the surface of the

road due to vehicles through the toll road, also due to exhaust emissions from other

vehicles through the village street and road regency as lane road used to transport people

and goods to and from the highway.


- Increasing levels of SOx, NOx, COx, and particulate dust in the air around the study

area.

- Negative perceptions surrounding community access roads used to transport materials

and building materials.

- Layers of dust visible in the precarious and houses are also on the leaves at the curb.


- Reducing the concentration of ambient air pollutants generated from transportation

activities of people and goods through road approach that uses a toll or toll roads.

- Preventing health problems for workers and communities around the location of toll

activities that are near the toll road and interchange.



Make observations and measurements directly in the field at certain points representing.

Perform laboratory analysis of the results of field measurements of air samples.

Take air samples, analyzed in the laboratory, and compared with standard PPRI No.41 of

1999, regarding the National Air Quality Standards.


II - 24


In and around the location of activities, in particular villages in the area of the highway

alignment, as well as the location where the interchange.


1 time in 6 months during operation of toll roads Cikampek-Palimanan progress.





5 regions.



2. Increased Noise


- Types Component / Parameter Environment: Air quality noise at the location of the

building material transportation access alignment.

- Significant Impact Indicators: Increased noise at the location of access road transport

material.


- Activities of clearing land and making the driveway.

- The operation of the base camp.


Air quality conditions, particularly noise at residential locations.


- To find elevated levels of noise

- To know the level of successful management




II - 25

- Make noise measurements with a sound level meter

- Comparing the measurements with Threshold Value permitted in accordance with

Ministry of Environment Decree No. Kep-48/MENLH/11/1998.


At the beginning of the project until the end of the project, especially on settlements.


1 times in one month for Cikampek-Palimanan toll road development activities progress.





5 regions.





- Types Component / Environmental Parameters: The condition of land use around the

location of the toll road route.

- Significant Impact Indicators: The occurrence of land use change


- Activities of toll road operations.


The condition of the allotment of land around the highway alignment.


- To know the level of land use change that occurred

- To know the level of success of environmental management




II - 26

- Making observations and measurements

- Comparing with the local regency spatial planning policy.


At the beginning of the project until the end of the project, especially around the entrance

and exit of the highway.


1 times in six months during the activities and operation of Cikampek - Palimanan.toll

roads





5 regions.



B. Components of Social, Economic and Cultural

1. Increasing Employment Opportunities and Opportunity Employer


- Types Component / Parameter Environment: Job opportunities.

- Significant Impact Indicators: The amount of job opportunities to surrounding people.


Activities and operation of toll roads and supporting infrastructure throughout the 116.4

km.




project area.



II - 27

- To know how far the project can absorb the local and immigrant labor.

- How far the project to empower local communities in the partnership business.

- To prevent social unrest because of the presence of immigrant labor.



Conduct observations and interviews with residents and labor migrants in order to find out

whether there is any indication of social jealousy among them.

To examine employment records received by the contractor / contractors, to determine the

ratio of local workers and migrants.


Monitoring sites along the toll roads following the toll access road leading to the regency

or provincial roads. The location of the monitoring conducted in all districts in the 5-related

regency.


1 times in six months during the activities and operation of Cikampek-Palimanan toll roads

progress.





5 regions.





- Types Component / Parameter Environment: The Economy in community around the

study location.

- Significant Impact Indicators: The creation of businesses and new jobs


The operations of toll roads and facilities and supporting infrastructure.


II - 28


- The opening of the employment and new business places for farming communities

around the study area, due to the operation of toll roads Cikampek-Palimanan.

- Increased incomes in the study area and around the study sites.


Knowing the public perception in the study area and around the study sites, as well as

business that flourished in the villages with the Toll Road, as well as helped by the

facilities of the local economy was built on the toll roads like the rest area.



- Interview with village chief and sub-district heads and sub-district, and villages in the

district whose territory a place other resort locations highway (rest area).

- Conduct analysis of data from source data obtained from relevant agencies such as

Department of Agriculture and of Section Regencies.


Monitoring conducted on neighborhoods where residents whose territory is affected by the

toll road alignment from the beginning to the end of the project.

At the location of Islamic Boarding School of Babakan Ciwaringin STA 200 +700 s / d STA

201 +055.


1 times in six months during the activities' operating Cikampek - Palimanan toll roads

progress.





5 regions.




II - 29

Table 2.1.

Tab

el 3.2.

MATRIX OF ENVIRONMENTAL M

ONITORING PLAN (RPL)

CIKAMPEK – PALIM

ANAN TOLL ROAD 116

,4 KM

IN W

EST JAVA PROVINCE

Stage

Significan

t Im

pact to be

monitored

Source

Param

eter

s monitored

Objectives

of

environmen

tal

monitoring

Method of Environmen

tal M

onitoring

Institution

Componen

t/

Param

eter

Significan

t Im

pact

Indicator

Data

collection

and analysis

Location

Duration and

Frequen

cy Exe

cuting S

upervisin

g

Rep

orting

I. Pre-Construction

Stage

Section- I, STA 91+

500 s/d 1

18+5

50

Purw

akarta and Suban

g

Section II

STA 118

+550

s/d STA

129+

750

Suban

g

Section III

STA 129

+750

s/d STA

158+

450

Suban

g and In

dramayu)

Section IV

STA 158

+450

s/d STA

177+

350

(Indramayu and

Majalen

gka)

Section V

STA 177

+350

s/d STA

193+

450

Majalen

gka)

Section VI

STA 193

+450

s/d STA

207+

900

(Majalen

gka and Cireb

on)

1. The emergence of

community unrest

Attitudes and

perceptions of

society, both

negative and

positive.

Socialization to

the community

daffected

Implementation

activities since

the survey,

measurement

and installation

of stakes, have

spread the

information that

the land around

the site of

activities will be

exempted.

Knowledge

and

understandin

g of the

overall

community of

Cikampek -

Palimanan

Toll Road

Development

and building

facilities and

supporting

infrastructure

. The creation

of proper

perception

about

Palimanan

Cikampek toll

road

development

Knowing the

development,

type and level

of disquiet in

society a result

of the activities

of land survey

and

measurement.

To determine

the condition of

the public

unrest is done

through a

limited survey

using

questionnaires

and interview

tools to local

residents.

- Levels of

public unrest

that occurred

- The issues

that arise in

society

- Finding

information

developed in

the community

about

Cikampek toll

Held at the villages

in the area of

Purwakarta

Regency, Subang,

Majalengka,

Indramayu and

Cirebon Regency.

Tepatnya pada

STA 193+450 s/d

STA 207+900

(Majalengka

Cirebon)

Done

periodically

within one

month after the

survey and

measurement

and the

installation of

stakes.

Toll Road

Operating

Board

(BUJT) /

Operator-

Palimanan

Cikampek toll

road, and the

relevant

village

officials in

the 5

regencies

Office of LH

in Purwakarta

Regency,

Subang,

Majalengka,

Indramayu

and Cirebon

Regency.

Police party

in the 5

regions

regency

Regent in 5

Regencies,

BPLHD regency

of West Java

Province. BPJT-

Department of

Public Works


II - 30

Stage

Significan

t Im

pact to be

monitored

Source

Param

eter

s monitored

Objectives

of

environmen

tal

monitoring


tal M

onitoring

Institution

Componen

t/

Param

eter

Significan

t Im

pact

Indicator

Data

collection

and analysis

Location

Duration and

Frequen

cy Exe

cuting S

upervisin

g

Rep

orting

and a

positive

attitude

towards such

development.

.

road

construction

work -

experiment.

2. The emergence of

Social Conflict

Social economic

and cultural

There is a

horizontal

conflict

between those

who opposed

and who agree

with the land

acquisition for

highway.

Procurement of

land for the

construction of

the highway.

Level of

public unrest

which led to

the

occurrence

of horizontal

conflicts

caused by

those who

opposed the

land

acquisition

activities

while other

groups

receive.

Avoid open

conflict

between the

parties, which

do not

correspond to

understand.

Tapping the

potential for

interference of

security

conflict.

Field

observations

along with

interviews with

residents about

the presence or

absence of

potential

conflict.

Location of

monitoring in all

districts in 5

regencies,

especially in rural

districts Babakan

Ciwaringin Cirebon

regency.

Performed 1

time per month

during the land

acquisition

phase

implemented.

Toll Road

Operating

Board

(BUJT) /

Operator-

Palimanan

Cikampek toll

road, and the

relevant

village

officials in

the 5

regencies

Office of LH

in Purwakarta

Regency,

Subang,

Majalengka,

Indramayu

and Cirebon

Regency.

Police party

in the 5

regions

regency

Regent in 5

Regencies,

BPLHD regency

of West Java

Province. BPJT-

Department of

Public Works

3. Reduced Income

public unrest with

uncertain value of

land

compensation.

The difference

of the value of

compensation

land between

the consensual

and the market

price

Activities of

land acquisition

for the highway

project needs.

Obtaining

information

about the

situation

earlier public

unrest due to

the value of

land

compensatio

n.

.

Avoid open

conflict

between the

parties, which

do not

correspond to

understand.

Tapping the

potential for

interference of

security.

.

M Field

observations

along with

interviews with

residents about

the presence or

absence of

public

complaints.

Location of

monitoring in all

districts in 5

regencies.

Performed 1

time in 3

months during

land acquisition

phase.

Toll Road

Operating

Board

(BUJT) /

Operator-

Palimanan

Cikampek toll

road, and the

relevant

village

officials in

the 5

regencies

Office of LH

in Purwakarta

Regency,

Subang,

Majalengka,

Indramayu

and Cirebon

Regency.

Police party

in the 5

regions

regency

Regent in 5

Regencies,

BPLHD regency

of West Java

Province. BPJT-

Department of

Public Works


II - 31

Stage

Significan

t Im

pact to be

monitored

Source

Param

eter

s monitored

Objectives

of

environmen

tal

monitoring


tal M

onitoring

Institution

Componen

t/

Param

eter

Significan

t Im

pact

Indicator

Data

collection

and analysis

Location

Duration and

Frequen

cy Exe

cuting S

upervisin

g

Rep

orting

II. Construction

Stage

A. Componen

ts of

Physical -

Chem

ical


Air quality at the

site access road Reduced air

quality at

nearby

residential

Construction

activities of toll

road

116,4km

Increased

level of

SOx, NOx,

COx, and

dust in

surrounding

project area. Reducing the

ambient air

pollutant

concentrations

caused by

material

transportation

activities and

vehicle

operating

projects.

- Preventing

health

problems for

workers around

the location

Taking samples

of dust,

analyzed in the

laboratory, and

compared with

quality based on

government

regulation No.41

of 1999,

regarding the

National Air

Quality

Standards.

around the location

of activities,

especially villages

that are in

alignment territory

road transport, as

well as the location

where the

interchange Sta.

92+600-

92+850,

Sta 98+700-

98+800,

Sta 104+550-

104+900,

Sta 11 3+700-

113+800,

Sta 116+800-

116+900

Purwakarta &

Subang Sta

122+450-122+600

Sta 123+550-

123+700

Sta 126+300-

126+650,

Indramayu Sta

129+950-30+000

Sta 131+400-

31+500

Sta 132+050-

Performed 1

time in a month

during land

construction

stage

Toll Road

Operating

Board

(BUJT) /

Operator-

Palimanan

Cikampek toll

road, and the

relevant

village

officials in

the 5

regencies

Office of

Environment

in Purwakarta

Regency,

Subang,

Majalengka,

Indramayu

and Cirebon

Regency.

Police party

in the 5

regencies

Regent in 5

Regencies,

BPLHD regency

of West Java

Province. BPJT-

Department of

Public Works


II - 32

Stage

Significan

t Im

pact to be

monitored

Source

Param

eter

s monitored

Objectives

of

environmen

tal

monitoring


tal M

onitoring

Institution

Componen

t/

Param

eter

Significan

t Im

pact

Indicator

Data

collection

and analysis

Location

Duration and

Frequen

cy Exe

cuting S

upervisin

g

Rep

orting

32+150

Sta 132+300-

32+450

Sta 132+600-

32+700

Sta 136+700-

36+900

Sta l49+800-

149+950,

Majalengka Sta

158+450-

177+350.

Sta 180+300-

180+600

Sta 187+000-

187+400

Sta 188+200-

188+550

Sta 188+700-

189+000

189+800-190+200.

Sta 194+700-

194+800

Sta 198+000-

198+050

Sta 199+000-

199+250

Sta 199+900-

200+000

Sta 200+200-

200+400

Sta 200+600-

201+200

Sta 20 1+400-

201+500

Sta 202+400-

202+550

Sta 205+800-


II - 33

Stage

Significan

t Im

pact to be

monitored

Source

Param

eter

s monitored

Objectives

of

environmen

tal

monitoring


tal M

onitoring

Institution

Componen

t/

Param

eter

Significan

t Im

pact

Indicator

Data

collection

and analysis

Location

Duration and

Frequen

cy Exe

cuting S

upervisin

g

Rep

orting

205+850

Sta 206+850-

207+000

Cirebon.

2. Increased Noise

The quality of

noise on the

access road

Increased noise transportation

vehicles in

addition to

materials and

activities and

operation base

camp, also a

result of project

vehicles

carrying

construction

workers out of

the project.

.

Levels of

noise in

residential

areas and

also in

certain

locations that

are

considered

important to

monitor such

as the

location of

plantations

and rice

fields

associated

with

terrestrial

fauna..

Reducing the

concentration

of noise

generated from

transportation

activities and

vehicle

operating

materials

project.

- Preventing

health

problems for

workers around

the location of

the dam which

caused the

noise.

.

Direct

observation in

the field to

determine the

concentration

of noise that

occurs as

compared with

the Threshold

Value

permitted in

accordance

with

Kep.MenLH

No. Kep-

48/MENLH/l 1 /

1998

around the location

of activities,

especially villages

that are in

alignment territory

road transport, as

well as the location

where the

interchange Sta.

92+600-

92+850,

Sta 98+700-

98+800,

Sta 104+550-

104+900,

Sta 11 3+700-

113+800,

Sta 116+800-

116+900

Purwakarta &

Subang Sta

122+450-122+600

Sta 123+550-

123+700

Sta 126+300-

126+650,

Indramayu Sta

129+950-30+000

Sta 131+400-

31+500

Sta 132+050-

32+150

Sta 132+300-

Performed 1

time in a month

during land

construction

stage

Toll Road

Operating

Board

(BUJT) /

Operator-

Palimanan

Cikampek toll

road, and the

relevant

village

officials in

the 5

regencies

Office of

Environment

in Purwakarta

Regency,

Subang,

Majalengka,

Indramayu

and Cirebon

Regency.

Police party

in the 5

regencies

Regent in 5

Regencies,

BPLHD regency

of West Java

Province. BPJT-

Department of

Public Works


II - 34

Stage

Significan

t Im

pact to be

monitored

Source

Param

eter

s monitored

Objectives

of

environmen

tal

monitoring


tal M

onitoring

Institution

Componen

t/

Param

eter

Significan

t Im

pact

Indicator

Data

collection

and analysis

Location

Duration and

Frequen

cy Exe

cuting S

upervisin

g

Rep

orting

32+450

Sta 132+600-

32+700

Sta 136+700-

36+900

Sta l49+800-

149+950,

Majalengka Sta

158+450-

177+350.

Sta 180+300-

180+600

Sta 187+000-

187+400

Sta 188+200-

188+550

Sta 188+700-

189+000

189+800-190+200.

Sta 194+700-

194+800

Sta 198+000-

198+050

Sta 199+000-

199+250

Sta 199+900-

200+000

Sta 200+200-

200+400

Sta 200+600-

201+200

Sta 20 1+400-

201+500

Sta 202+400-

202+550

Sta 205+800-

205+850

Sta 206+850-


II - 35

Stage

Significan

t Im

pact to be

monitored

Source

Param

eter

s monitored

Objectives

of

environmen

tal

monitoring


tal M

onitoring

Institution

Componen

t/

Param

eter

Significan

t Im

pact

Indicator

Data

collection

and analysis

Location

Duration and

Frequen

cy Exe

cuting S

upervisin

g

Rep

orting

207+000

Cirebon.

3. Reduced Surface

Water Quality

The quality of

river water and

surface water

Reduced water

quality

Cleaning and

preparation of

the subgrade.

Construction of

highway

throughout ±

116.4 km and

its supporting

infrastructure.

The quality of

river water at

bridge

construction

site and on

the rivers

that pass by

the highway

network

alignment.

- Knowing the

toll road

network

development

impacts on

surface water

quality / river in

its path.

- Avoid

interference

with surface

water drainage

/ river due

sedimantasi

and erosion.

- Detecting

unrest

residents who

use the river

water source

as a source of

raw water daily.

Direct

observation by

taking samples

of river water

on the highway

network path.

Results of

laboratory

analysis of

water samples

and then

compared with

the Water

Quality

Standards,

based on

Government

Regulation No.

82 Year 2001,

on Threshold

Limit Values for

raw water.

In the channel

crossed by river

water that toll road

network, especially

those that are

always flowing

throughout the year

and large capacity.

STA

94+800, STA

101+900, STA

106+500, STA

110+500, STA.

Section II

Subang

Sta. 92+600-

92+850,

Sta 98+700-

98+800,

Sta 104+550-

104+900,

Sta 1 13+700-

113+800,

Sta 11 6+800-

11 6+900,

Section III Kab.

Indramayu pada

River Cilamatan

STA 138+500,

River Cipunegara

STA 142+000.

Section IV

Majalengka

Sta 158+450-

1 77+350

Section IV River

Performed 1

time in a month

during land

construction

stage

Toll Road

Operating

Board

(BUJT) /

Operator-

Palimanan

Cikampek toll

road, and the

relevant

village

officials in

the 5

regencies

Office of

Environment

in Purwakarta

Regency,

Subang,

Majalengka,

Indramayu

and Cirebon

Regency.

Police party

in the 5

regencies

Regent in 5

Regencies,

BPLHD regency

of West Java

Province. BPJT-

Department of

Public Works


II - 36

Stage

Significan

t Im

pact to be

monitored

Source

Param

eter

s monitored

Objectives

of

environmen

tal

monitoring


tal M

onitoring

Institution

Componen

t/

Param

eter

Significan

t Im

pact

Indicator

Data

collection

and analysis

Location

Duration and

Frequen

cy Exe

cuting S

upervisin

g

Rep

orting

Ciwaringin

STA 20 1+000,

Canal Ciliwung

STA 205+500.

4. Impaired Surface

Water Flow

The flow of

surface water

either artificial or

natural drainage,

as well as river

flow

Changing the

flow direction Cleaning and

preparation of

the subgrade.

Preparation of

highway

agencies

throughout the

116,4 km and

its supporting

infrastructure.

Changes in

surface water

flow at

specific

locations

affected by

highway

construction

activities.

Knowing the

impact that

occurs on

surface water

flow and also

the river due to

construction of

highways, and

where the

direction of flow

is controlled in

order to

maintain its

existence

Observed

directly in the

field in

coordination

with the

implementing

work /

contractors

also relevant

agencies.

In the channel

crossed by river

water that toll road

network, especially

those that are

always flowing

throughout the year

and large capacity.

STA

94+800, STA

101+900, STA

106+500, STA

110+500, STA.

Section II

Subang

Sta. 92+600-

92+850,

Sta 98+700-

98+800,

Sta 104+550-

104+900,

Sta 1 13+700-

113+800,

Sta 11 6+800-

11 6+900,

Section III Kab.

Indramayu pada

River Cilamatan

STA 138+500,

River Cipunegara

STA 142+000.

Section IV

Majalengka

Sta 158+450-

Performed 1

time in 3

months during

land

construction

stage

Toll Road

Operating

Board

(BUJT) /

Operator-

Palimanan

Cikampek toll

road, and the

relevant

village

officials in

the 5

regencies

Office of

Environment

in Purwakarta

Regency,

Subang,

Majalengka,

Indramayu

and Cirebon

Regency.

Police party

in the 5

regencies

Regent in 5

Regencies,

BPLHD regency

of West Java

Province. BPJT-

Department of

Public Works


II - 37

Stage

Significan

t Im

pact to be

monitored

Source

Param

eter

s monitored

Objectives

of

environmen

tal

monitoring


tal M

onitoring

Institution

Componen

t/

Param

eter

Significan

t Im

pact

Indicator

Data

collection

and analysis

Location

Duration and

Frequen

cy Exe

cuting S

upervisin

g

Rep

orting

1 77+350

Section IV River

Ciwaringin

STA 20 1+000,

Canal Ciliwung

STA 205+500.

5. Occurrence of Soil

Erosion

The occurrence of

landslide of soil

material

.

The occurrence

of

sedimentation

in drainage

channels and

rivers

Cleaning and

preparation of

subgrade, as

well as soil

excavation and

landfill.

- Preparation of

the body along

the 116.4 km of

toll roads and

their supporting

infrastructure.

Impaired

drainage of

surface water

flow which is

due to

sedimentatio

n, and

disruption of

river water

quality.

M Knowing

early on how

far the

influence of

erosion

occurred on the

occurrence of

sedimentation

on the existing

drainage

channel, and to

know that there

are

sedimentation

in river body.

Make

observations

and

measurements

directly in the

field and

collaboratingwit

h related

agencies.

Monitoring sites are

along the toll roads

where there are

surface water

channels and rivers

that cut by toll

roads.

Monitoring

carried out

during

construction

activities take

place, at least

3 months.

.

contractor of

the project,

Office of

Public Works

Highways

West Java

Province

Regency

Irrigation

Office in 5

regency, Toll

Road

Operating

Board

(BUJT) /

Operator-

Palimanan

Cikampek toll

road.

.

Regent in 5

Regencies,

BPLHD regency

of West Java

Province. BPJT-

Department of

Public Works

6. Groundwater Flow

Disturbance

Reduced quantity

of ground water The occurrence

of water

shortages in

the residential

neighborhood.

Cleaning and

preparation of

subgrade, as

well as soil

excavation and

landfill.

Preparation of

the ROW along

the 116.4 km of

toll roads and

their supporting

infrastructure.

Changes in

the direction

of

groundwater

flow and

reduced the

quantity of

ground

water.

.

Knowing early

on changes in

soil water

availability,

both in the

residential

neighborhood,

area residents

and businesses

within the base

camp and

office

construction

Monitoring

conducted on

residential

location and

also the

location where

there is a

spring, which is

the source of

water for the

needs of

residents, both

bathing,

Monitoring

conducted on

residential location

and also the

location where there

is a spring, which is

the source of water

for the needs of

residents, both

bathing, washing

and toilet facilities

and to need

watering.

Monitoring

carried out

during

construction

activities take

place, at least

3 months.

contractor of

the project,

Office of

Public Works

Highways

West Java

Province

Regency

Irrigation

Office in 5

regency, Toll

Road

Operating

Board

(BUJT) /

Regent in 5

Regencies,

BPLHD regency

of West Java

Province. BPJT-

Department of

Public Works


II - 38

Stage

Significan

t Im

pact to be

monitored

Source

Param

eter

s monitored

Objectives

of

environmen

tal

monitoring


tal M

onitoring

Institution

Componen

t/

Param

eter

Significan

t Im

pact

Indicator

Data

collection

and analysis

Location

Duration and

Frequen

cy Exe

cuting S

upervisin

g

Rep

orting

workers.

washing and

toilet facilities

and to need

watering.

Operator-

Palimanan

Cikampek toll

road.

. 7. Slope Stability

Disorders

The stability of

slopes

Disruptions of

slope stability

at a particular

location

Cleaning and

preparation of

subgrade,

excavation and

stockpiling of

soil, and

construction

activities along

the highway

agency

facilities and

supporting

infrastructure.

.

Disturbance

of slope

stability in

areas that

require

cutting cliffs

and sloping

areas that

require

landfill.

Detect

catastrophic

landslide and

soil erosion on

the location or

construction

activities

alignment of

the highway.

.

- To monitor

directly in the

field.

- Observe the

condition of the

drainage flow

of surface

water / river.

- Direct

Observation of

sedimentation

in river body.

In locations where

there is a river

bridge, and at

locations that have

treated the cut and

fill that stands out.

With slopes around

15-30%, on Section

I to VI.

Monitoring

carried out

during

construction

activities take

place, at least

evey month.

.

contractor of

the project,

Environment

al Office in 5

Regencies,

Directorate of

Environment

al Geology of

West Java

Province.

Regent in 5

Regencies,

BPLHD regency

of West Java

Province. BPJT-

Department of

Public Works

B. B

iological

Componen

ts

1. Reduced Cultivation

Vegetation Types

The number and

type of vegetation

cultivation

Decreasing the

amount of

vegetation

existing at the

time of

cultivation land

clearing

activities

Work subgrade

preparation,

excavation and

embankment

work, operation

of basecamp.

The reduced

existing

amount of

vegetation.

Monitoring the

secondary

impact due to a

reduction in the

amount of

cultivated

vegetation

during road

construction

activities that

potentially

disturb

terrestrial

ecosystems.

To conduct

field

observations

Interviews with

the community.

Forests, plantations

and rice fields in the

area of project site

Monitoring

carried out

during

construction

activities take

place, at least

evey month.

.

Ministry of

Public Works

(TPT),

Manager Toll

Road

Cikampek-

Palimanan,

Department

of Agriculture

and Forestry

in 5 related

Regencies

Environment

al Office in 5

Regencies,

Directorate of

Environment

al Geology of

West Java

Province.

Regent in 5

Regencies,

BPLHD regency

of West Java

Province. BPJT-

Department of

Public Works


II - 39

Stage

Significan

t Im

pact to be

monitored

Source

Param

eter

s monitored

Objectives

of

environmen

tal

monitoring


tal M

onitoring

Institution

Componen

t/

Param

eter

Significan

t Im

pact

Indicator

Data

collection

and analysis

Location

Duration and

Frequen

cy Exe

cuting S

upervisin

g

Rep

orting

- Giving

feedback of

monitoring for

the effects can

be reduced.

C. C

omponen

ts of

Social, E

conomic and

Cultural

1. Increasing

Employment

Opportunities

: Employment

opportunities for

local residents in

the project sites.

The amount of

job opportunities

that are utilized

by residents

around the

project site.

Construction

activities of toll

road

116,4km

The number

of workers

that can be

absorbed by

the project

both from

immigrant

labor and

local labor,

and other

types of

business

opportunities

provided by

the

community in

the project

area.

To find out how

far the project

can absorb the

local and

immigrant

labor. How far

the project to

empower local

communities in

the partnership

business.

To prevent

social unrest

because of the

presence of

immigrant

labor.

- Conduct

observations

and interviews

with residents

and labor

migrants in

order to find

out whether

there is any

indication of

social jealousy

among them.

- Conduct an

employment

record that is

received by the

contractor /

contractors, to

determine the

ratio of local

workers and

migrants.


in all districts in 5

regencies.

Monitoring

carried out

during

construction

activities take

place, at least

evey 3 months.

Toll Road

Operating

Board

(BUJT) /

Operator-

Palimanan

Cikampek toll

road,

Department

of Labor in

related

Regencies

Environment

al Office in 5

Regencies,

Directorate of

Environment

al Geology of

West Java

Province.

Regent in 5

Regencies,

BPLHD regency

of West Java

Province. BPJT-

Department of

Public Works

2. The emergence of

Social Jealousy

Social Jealousy

The

acceptance of

labor and

immigrants who Acceptance of

construction

labor and

construction

- The number

of local

employment

and labor

To find the

number of

workers

absorbed by

Observation

and direct

interviews with

residents



regencies.

Monitoring

carried out

during

construction

Toll Road

Operating

Board

(BUJT) /

Environment

al Office in 5

Regencies,

Directorate of Regent in 5

Regencies,

BPLHD regency

of West Java


II - 40

Stage

Significan

t Im

pact to be

monitored

Source

Param

eter

s monitored

Objectives

of

environmen

tal

monitoring


tal M

onitoring

Institution

Componen

t/

Param

eter

Significan

t Im

pact

Indicator

Data

collection

and analysis

Location

Duration and

Frequen

cy Exe

cuting S

upervisin

g

Rep

orting

are not in

balance with

local

recruitment..

services

business

partnership

activities.

.

migrants

working in

the project.

- Opportunity

to have

partnership

efforts

between the

local

business

community

with the

project.

the project

during the

construction

phase and

magnitude of

energy

absorption of

local projects.

around, and

with village

officials in the

district is also

related to the

project to get

an idea of

employment

and business

opportunities

that can be

filled by local

communities.

activities take

place, at least

evey month.

Palimanan

Cikampek toll

road

Operator,

Social

Service in 5

regions

Regency

Environment

al Geology of

West Java

Province.

Province. BPJT-

Department of

Public Works

3. Increased Business

Opportunities

Employment

opportunities.

The amount of

job opportunities to

surrounding

people.

Implementation

of highway

construction

and the

supporting

infrastructure

facilities along

the 116.4 km.

The number

of workers

that can be

absorbed by

the project

both from

immigrant

labor and

local labor,

and other

types of

business

opportunities

provided by

the

community in

the project

area.

.

- To know how

far the project

can absorb the

local and

immigrant

labor.

- How far the

project to

empower local

communities in

the partnership

business.

- To prevent

social unrest

because of the

presence of

immigrant

labor.

Conduct

observations

and interviews

with residents

and labor

migrants in

order to find

out whether

there is any

indication of

social jealousy

among them.

To examine

employment

records

received by the

contractor /

contractors, to

determine the

ratio of local

workers and

migrants.

Conducted in all

districts in the 5

related regencies.

From Section I

to Section VI.

Monitoring

carried out

during

construction

activities take

place, at least

evey 3 months.

Toll Road

Operating

Board

(BUJT) /

Palimanan

Cikampek

Toll-Operator Environment

al Office in 5

Regencies,

Directorate of

Environment

al Geology of

West Java

Province.

Regent in 5

Regencies,

BPLHD regency

of West Java

Province. BPJT-

Department of

Public Works


II - 41

Stage

Significan

t Im

pact to be

monitored

Source

Param

eter

s monitored

Objectives

of

environmen

tal

monitoring


tal M

onitoring

Institution

Componen

t/

Param

eter

Significan

t Im

pact

Indicator

Data

collection

and analysis

Location

Duration and

Frequen

cy Exe

cuting S

upervisin

g

Rep

orting


Disordered Traffic The occurrence

of traffic

congestion and

disruption on

public roads in

the village

street.

.

Implementation

of highway

construction

and the

supporting

infrastructure

facilities along

the 116.4 km,

and the

mobilization of

heavy vehicles

of the project.

The condition

of traffic jams

and other

disturbances

that occur on

roads that

became the

route of

transportatio

n projects

and traffic

disruption on

the village

road access.

.

- To find out

how much the

project may

affect traffic

conditions.

- Knowing the

earliest

possible

disruption of

traffic

conditions

before they

become

sources of

public unrest.

- To prevent

social unrest

because of the

presence of t

vehicle on a

public road

projects.

.

Conduct

observations

and interviews

with residents

and road users

society, social

unrest and find

data that occur

in the project

environment.

To examine a

record number

of vehicles

received by the

contractor /

contractors, in

order to

compare the

number of

vehicles and

public transport

projects.

Conducted in all

road vehicle

through which funds

projects in areas of

Islamic boarding

school in Babakan

Ciwaringin STA 200

+700 s / d STA 201

+055.

Monitoring

carried out

during

operation stage

activities take

place, at least

evey 3 months.

Toll Road

Operating

Board

(BUJT) /

Palimanan

Cikampek


al Office in 5

Regencies,

Directorate of

Environment

al Geology of

West Java

Province.

Regent in 5

Regencies,

BPLHD regency

of West Java

Province. BPJT-

Department of

Public Works


II - 42

Stage

Significan

t Im

pact to be

monitored

Source

Param

eter

s monitored

Objectives

of

environmen

tal

monitoring

Location


tal M

onitoring

Institution

Componen

t/

Param

eter

Significan

t Im

pact

Indicator

Duration and

Frequen

cy

Location

Duration and

Frequen

cy Exe

cuting Supervisin

g

Rep

orting

5. Damage to Public

Roads (Local Roads /

Village)

public unrest

Damage to

public roads

used as access

roads by the

project

.

Land clearing

and

preparation of

basic soil

preparation is

also base

camp for

highway

construction

needs.

Traffic

density and

speed of

construction

materials

transport

vehicle, as

well as

volume and

length of

roads were

damaged.

- To obtain

information in

order to

improve the

management

system when

creating ACTs

are not

allowed.

- Calculate the

distance of

road damage

on the location

of access road

transport.

Analyzing the

causes of

damage to

access roads.

.

Calculating the

burden of

transportation

vehicles and

materials

tailored to the

class path by

considering the

burden that is

allowed.

Provide speed

limit of vehicles

through the

access road

transport

materials for

the project.



regencies,

especially access

roads used as

vehicle

transportation route

of construction

materials.

.

1 time per

month during

construction

work.

Toll Road

Operating

Board

(BUJT) /

Palimanan

Cikampek


al Office in 5

Regencies,

Directorate of

Environment

al Geology of

West Java

Province.

Regent in 5

Regencies,

BPLHD regency

of West Java

Province. BPJT-

Department of

Public Works

6. Damage to Public

Utilities (Water Pipe)

Damage to

infrastructure and

public utilities.

.

Disorders of

service.

Highway

construction

activities such

as excavation,

disposal and

land clearing.

Disruption of

performance

of public

utilities such

as PLN,

PDAM, gas

pipelines,

irrigation

channels,

Telkom and

others.

.

Knowing the

early disruption

of public

utilities

infrastructure

contained in

the study area.

To review

directly to the

field at the

point where

there is a

contradiction

with the public

utility

concerned.


along the highways,

especially at

locations that are

crossing with the

utility lines/

channels.

1 time per

month during

construction

work.

Toll Road

Operating

Board

(BUJT) /

Palimanan

Cikampek


al Office in 5

Regencies,

Directorate of

Environment

al Geology of

West Java

Province.

Regent in 5

Regencies,

BPLHD regency

of West Java

Province. BPJT-

Department of

Public Works


II - 43

Stage

Significan

t Im

pact to be

monitored

Source

Param

eter

s monitored

Objectives

of

environmen

tal

monitoring

Location


tal M

onitoring

Institution

Componen

t/

Param

eter

Significan

t Im

pact

Indicator

Duration and

Frequen

cy

Location

Duration and

Frequen

cy Exe

cuting Supervisin

g

Rep

orting

7. Damage to Social

Facilities and Public

Facilities

The existence of

public facilities

and social

amenities.

Diminishing the

existence of

social and

public facilities Activities of

land acquisition

for construction

of the highway.

Public unrest

due to

reduction in

the presence

of public

facilities and

social

environment.

Knowing how

big the need for

social facilities

and public

facilities such

as mosques,

schools,

neighborhood

health center in

rural areas, so

that people's

aspirations can

be

accommodated

from the outset.

.

Direct

observation in

the field by

doing the data

collection for

the facility is

lost and how

much should

be replaced or

rebuilt and new

development

location.

Residential areas,

residents who have

social facilities and

public facilities

affected by the

project.

1 time per 3

months during

construction

work.

.

Toll Road

Operating

Board

(BUJT) /

Palimanan

Cikampek


al Office in 5

Regencies,

Directorate of

Environment

al Geology of

West Java

Province.

Regent in 5

Regencies,

BPLHD regency

of West Java

Province. BPJT-

Department of

Public Works

3. Post-Construction

Stage

(Operations)

A. C

omponen

ts of

Physical - Chem

ical


Air quality in

environmental toll

roads

Reduced air

quality at

nearby

settlements.

exhaust

emissions from

other vehicles

through the

village street

and road

regency as

lane road used

to transport

people and

goods to and

from the

highway.

- Increasing

levels of

SOx, NOx,

COx, and

particulate

dust in the air

around the

study area.

- Negative

perceptions

surrounding

community

access roads

used to

- Reducing the

concentration

of ambient air

pollutants

generated from

transportation

activities of

people and

goods through

road approach

that uses a toll

or toll roads.

- Preventing

health

Make

observations

and

measurements

directly in the

field at certain

points

representing.

Perform

laboratory

analysis of the

results of field

measurements

of air samples.

In and around the

location of activities,

in particular villages

in the area of the

highway alignment,

as well as the

location where the

interchange.

c). Duration and

frequency of

monitoring

1 time in 6

months during

operation of toll

roads

Cikampek-

Palimanan

progress.

Toll Road

Operating

Board

(BUJT) /

Palimanan

Cikampek


al Office in 5

Regencies,

Directorate of

Environment

al Geology of

West Java

Province.

Regent in 5

Regencies,

BPLHD regency

of West Java

Province. BPJT-

Department of

Public Works


II - 44

Stage

Significan

t Im

pact to be

monitored

Source

Param

eter

s monitored

Objectives

of

environmen

tal

monitoring

Location


tal M

onitoring

Institution

Componen

t/

Param

eter

Significan

t Im

pact

Indicator

Duration and

Frequen

cy

Location

Duration and

Frequen

cy Exe

cuting Supervisin

g

Rep

orting

transport

materials and

building

materials.

- Layers of

dust visible in

the

precarious

and houses

are also on

the leaves at

the curb.

problems for

workers and

communities

around the

location of toll

activities that

are near the toll

road and

interchange.

Take air

samples,

analyzed in the

laboratory, and

compared with

standard PPRI

No.41 of 1999,

regarding the

National Air

Quality

Standards.

2. Increased Noise

Air quality noise

at the location of

the building

material

transportation

access alignment.

Increased noise

at the location

of access road

transport

material.

- Activities of

clearing land

and making the

driveway.

- The operation

of the base

camp.

K Air quality

conditions,

particularly

noise at

residential

locations.

- To find

elevated levels

of noise

- To know the

level of

successful

management

- Make noise

measurements

with a sound

level meter

- Comparing

the

measurements

with Threshold

Value

permitted in

accordance

with Ministry of

Environment

Decree No.

Kep-

48/MENLH/11/

1998.

At the beginning of

the project until the

end of the project,

especially on

settlements.

Sta. 92+600-

92+850,

Sta 98+700-

98+800,

Sta 104+550-

104+900,

Sta 11 3+700-

1 13+800,

Sta 1 16+800-

116+900.

1 time in 6

months during

operation of toll

roads

Cikampek-

Palimanan

progress.

Toll Road

Operating

Board

(BUJT) /

Palimanan

Cikampek


al Office in 5

Regencies,

Directorate of

Environment

al Geology of

West Java

Province.

Regent in 5

Regencies,

BPLHD regency

of West Java

Province. BPJT-

Department of

Public Works


II - 45

Stage

Significan

t Im

pact to be

monitored

Source

Param

eter

s monitored

Objectives

of

environmen

tal

monitoring

Location


tal M

onitoring

Institution

Componen

t/

Param

eter

Significan

t Im

pact

Indicator

Duration and

Frequen

cy

Location

Duration and

Frequen

cy Exe

cuting Supervisin

g

Rep

orting


The condition of

land use around

the location of the

toll road route.

.

The occurrence

of land use

change

Activities of toll

road

operations.

The condition

of the

allotment of

land around

the highway

alignment.

- To know the

level of land

use change

that occurred

- To know the

level of

success of

environmental

management

- Making

observations

and

measurements

- Comparing

with the local

regency spatial

planning policy.

At the beginning of

the project until the

end of the project,

especially around

the entrance and

exit of the highway.

jalan tol

1 time in 6

months during

operation of toll

roads

Cikampek-

Palimanan

progress.

Toll Road

Operating

Board

(BUJT) /

Palimanan

Cikampek


al Office in 5

Regencies,

Directorate of

Environment

al Geology of

West Java

Province.

Regent in 5

Regencies,

BPLHD regency

of West Java

Province. BPJT-

Department of

Public Works

B. C

omponen

ts of Social, E

conomic

and Cultural

1. Increasing

Employment

Opportunities and

Opportunity Employer

Job opportunities. The amount of

job opportunities to

surrounding

people

Activities and

operation of toll

roads and

supporting

infrastructure

throughout the

116.4 km.

The number

of workers

that can be

absorbed by

the project

both from

immigrant

labor and

local labor,

and other

types of

business

opportunities

provided by

the

community in

the project

area.

- To know how

far the project

can absorb the

local and

immigrant

labor.

- How far the

project to

empower local

communities in

the partnership

business.

- To prevent

social unrest

because of the

presence of

immigrant

labor.

Conduct

observations

and interviews

with residents

and labor

migrants in

order to find

out whether

there is any

indication of

social jealousy

among them.

To examine

employment

records

received by the

contractor /

contractors, to

determine the

ratio of local

workers and

migrants.

Monitoring sites

along the toll roads

following the toll

access road leading

to the regency or

provincial roads.

The location of the

monitoring

conducted in all

districts in the 5-

related regency.

1 time in 6

months during

operation of toll

roads

Cikampek-

Palimanan

progress.

Toll Road

Operating

Board

(BUJT) /

Palimanan

Cikampek


al Office in 5

Regencies,

Directorate of

Environment

al Geology of

West Java

Province.

Regent in 5

Regencies,

BPLHD regency

of West Java

Province. BPJT-

Department of

Public Works


II - 46

Stage

Significan

t Im

pact to be

monitored

Source

Param

eter

s monitored

Objectives

of

environmen

tal

monitoring

Location


tal M

onitoring

Institution

Componen

t/

Param

eter

Significan

t Im

pact

Indicator

Duration and

Frequen

cy

Location

Duration and

Frequen

cy Exe

cuting Supervisin

g

Rep

orting


The Economy in

community

around the study

location.

The creation of

businesses and

new jobs

The operations

of toll roads

and facilities

and supporting

infrastructure.

- The

opening of

the

employment

and new

business

places for

farming

communities

around the

study area,

due to the

operation of

toll roads

Cikampek-

Palimanan.

- Increased

incomes in

the study

area and

around the

study sites.

Knowing the

public

perception in

the study area

and around the

study sites, as

well as

business that

flourished in

the villages

with the Toll

Road, as well

as helped by

the facilities of

the local

economy was

built on the toll

roads like the

rest area.

- Interview with

village chief

and sub-district

heads and sub-

district, and

villages in the

district whose

territory a place

other resort

locations

highway (rest

area).

- Conduct

analysis of data

from source

data obtained

from relevant

agencies such

as Department

of Agriculture

and of Section

Regencies.

)

Monitoring

conducted on

neighborhoods

where residents

whose territory is

affected by the toll

road alignment from

the beginning to the

end of the project.

At the location of

Islamic Boarding

School of Babakan

Ciwaringin STA 200

+700 s / d STA 201

+055.

1 time in 6

months during

operation of toll

roads

Cikampek-

Palimanan

progress.

Toll Road

Operating

Board

(BUJT) /

Palimanan

Cikampek


al Office in 5

Regencies,

Directorate of

Environment

al Geology of

West Java

Province.

Regent in 5

Regencies,

BPLHD regency

of West Java

Province. BPJT-

Department of

Public Works

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