Idea Transcript
Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized
MINISTRY OF PUBLIC WORKS DIRECTORATE GENERAL OF HIGHWAYS
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Technical Assistance for the Preparation of the Strategic Roads Infrastructure Project (SRIP)
VOL. 1
STRATEGIC ROADS INFRASTRUCTURE PROJECT Final ENVIRONEMNTAL AND SOCIAL ASSESSMENT MANAGEMENT PLAN (ESAMP)
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Public Disclosure Authorized
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February 2006
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The Information for this ESAMP is contained in two volumes: Volume 1: The ESAMP report (which also contained the LARF). Volume 2: Summary of LARAP and Tracer Studies carried out for sub-projects in Annual Works Programme 1.
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Volume 1: The ESAMP report (which also contains the LARF)
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Strategic Road InfrastructureProject (SRIP)
ESAMP
Table of Contents
1
Overview of the Environmental and Social Assessment and Management Plan (ESAMP) ..................................... 1.1 Introduction .................................... 1.2 Project Background .................................... 1.3 Summary of the Proposed SRIP Program ....................................
1 I 3 3
2
Policy, 2.1 2.2 2.3 2.4 2.5
Legal and Administrative Framework .................................... Proposed SRIP Organization and Implementation Arrangements .................... Project Management and Implementation Support ........................................... Roles of Other Organizations and Participants ................................................. Relevant World Bank Safeguard Policies and Procedures ............................... Relevant Gol for Environmental and Social Management Policy ...................
58 58 58 61 62 68
3
Description of Proposed Subproject Areas .................................... 3.1 Description of the Proposed Subprojects ................................................... 3.2 Additional Land Acquisition for Intersection ................................................... 3.3 Description of the Proposed Subproject Areas ................................................. 3.4 The North Java Transport Corridor (NJTC) ................................................... 3.5 General Environmental Conditions of the AWP-I Subproject Areas ...............
77 77 77 78 89 89
4
Predicted Environmental and Social Impacts ................................... 90 4.1 World Bank Environmental Categories ................................................. 90 4.2 Recommended Approach for Environmental Screening .................................. 91 4.3 Project Summary ................................................. 95 4.4 Target Population and Benefits ................................................. 95 4.5 Subproject-Specific Impact Assessments ................................................. 96 4.6 Strategic and Cumulative Impact Assessment ................................................ 100 4.7 Summary of Impacts and Lessons Leamed from Related Projects ................ 100 4.8 Predicted Types of Environmental and Social Impacts .................................. 106 4.9 Predicted Types of Impacts on the Physical Environment ............................. 107 4.10 Predicted Types of Impacts on the Human Environment ............................... 109
5
Analysis of Alternatives ................................................. 5.1 National Background to the Road Component ............................................... 5.2 Trans-Java Highway (Toll Road) ................................................. 5.3 Evaluated Subproject-Specific Alternatives ................................................. 5.4 Alternative Design and Construction Considerations .....................................
6
Environmental Screening and Management .................................... 122 6.1 Summary Results and Recommendations ................................................. 122 6.2 Recommended Approach to Environmental Management ............................. 123
Environmental and Social Assessment and Management Plan (ESAMP Februarv2006
115 116 116 118 121
ESAMP
Strategic Road InfrastructureProject (SRIP)
6.3
7
Roles and Responsibilities for Environmental Management .......................... 123
Stakeholder Consultation ............................................................. 7.1 World Bank Guidelines .127 7.2 Summary of Government of Indonesia Stakeholder Consultation Process 7.3 Consultation for AMDAL Preparation .128 7.4 Public Disclosure .131 Recommended Approach for Stakeholder Consultation .131 7.5
127 127
8
. .137 Acquisition and Compensation for Land and Buildings 8.1 World Bank Guidelines .137 8.2 Government of Indonesia Approach to Compensation .137 140 8.3 Recommended Approach for Land Acquisition and Compensation. 8.4 Formulation on Choices of Compensation and Grouping of Eligible PAP.... 142
9
. Resettlement and Treatment of Displaced Persons 9.1 World Bank Guidelines .143 9.2 Government of Indonesia Approach to Resettlement .144 9.3 Recommended Approach for Resettlement .145
10
Monitoring .. 10.1 Responsibility for Monitoring .147 10.2 Timing and Regular of Monitoring .148 10.3 Methods of Monitoring .148 10.4 Monitoring Reports .148
11
Action 11.1 11.2 11.3 11.4
.143
Plan for Implementing the ESAMP . . .150 Overview .150 Scope of Environmental Activities .150 Screening of SRIP Subprojects .152 Preparation of Management and Monitoring Reports for SRIP Subprojects .153 11.5 Environmental Input into the Design Process for all Subprojects .156 11.6 Liaison with Bapedalda for all Subprojects .157 11.7 Liaison and Guidance Role of the CTC on Environmental Matters. 11.8 Environmental Participation in any Feasibility Studies .158 11.9 Preparation of Further Studies for SRIP .158 11.10 Decentralization and Linkages to Central and Provincial Government .
Environmentaland Social Assessment and ManagementPlan (ESAMP February2006
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Strategic Road InfrastructureProject (SRIP)
ESAMP
List of Tables
List of Acronyms ................
vii
Table 1.1
Summary of the SRIP Environmental and Social Assessment and Management Plan (ESAMP). Table 2.1 Roles and Responsibilities of SRIP Implementing Agencies and Consultant Teams .60 Table 2.2 Roles and Responsibilities of other Project Participants .61 Table 2.3 Summary SRIP Safeguards Approval and Disclosure Requirements .63 Table 2.4 Summary Approach for Applying Relevant World Bank Operational Procedures (OP) and Directives (ODs) .67 Table 2.5 Air Quality Standards For Indonesia .68 Table 2.6 Noise Level Standards For Indonesia .69 Table 2.7 Water Quality Standards (Domestic Well) .69 Table 2.8 Water Quality Standards (Rivers Categories II) .70 Table 3.1 Summary Impact Screening Results for Proposed Subprojects in SRIP Annual Work Programs 1-3 .79 Table 3.2 Daily Traffic Flows and Composition, All Inter-Urban Betterment Subprojects .82 Table 3.3 Daily Totals and Peak Flows for Inter-Urban Betterment Subproject (Years 2004, 2007 and 2017) .83 Table 3.4 Additional LARAP Services for Intersection .84 Table 3.5 Summary of AWP-1 Candidate Subprojects .86 Table 4.1 Screening Criteria for Road and Bridge Projects Which Require AMDAL or UKL/UPL Studies .94 Table 4.2 Relative Importance of Evaluated Environmental Parameters .97 Table 4.3 Summary of Key Lesson's Learned from SURIP and NJRIP than are Relevant to SRIP Environmental and Social Impact Management .101 Table 4.4 (i) ROW requirements AWP-1 .110 Table 4.4 (ii) Summary of ROW Land Acquisition Requirements and Related Social Impacts, SRIP AWP-1 .112 Table 5.1 SRIP Summary Route Option AWP -1.120 Table 7.1 Summary of Environmental Public Consultation for SRIP Sub Project .129 Table 8.1 General Approach to Land Acquisition and Resettlement .140 Table 9.1 Recommended Approach to Resettlement Activities .146 Table 11.1 Summary of Proposed SRIP Environmental Management and Monitoring Roles and Responsibilities .151 Table 11.2 Standard Outline for Environmental Impact Assessment (AMDAL), Environmental Management and Monitoring Plans (RKL/RPL) .154 Table 11.3 Standard Outline for Environmental Management Procedures and Environmental Monitoring Procedures Report (UKL/UPL) .155 Table 11.4 Standard Outline for a Land Acquisition and Resettlement Action Plan (LARAP) .156 Environmental and Social Assessment and Management Plan (ESAMP February2006
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Strategic Road InfrastructureProject (SRIP)
ESAMP
List of Figures
Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure
1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 1.10 1.11 1.12 1.13 1.14 1.15 1.16 1.17 1.18 1.19 1.20 1.21 1.22 1.23 2.1 2.2 3.1 4.1 5.1 6.1
Figure 6.2 Figure 7.1
................................ 4 Route of Map - JI. Cut Meutia Bekasi .............. 5 Route of Map - Jalan Daanmogot ............................................... 6 Route of Map - Demak Bypass .............................................. 7 .............................................. Road Route of Map - Semarang Northern Ring ............................... 8 Route of Map - Brebes - Tegal Bypass ............... 9 Route of Map - Ngawi Ring Road ............................................... 11 Route of Map - Palmerah Ring Road Jambi .............................................. ......................... 12 Route of Map - Bandar Lampung Bypass ..................... 13 Route of Map - Soekamo Hatta Pekanbaru .............................................. ........................... 15 Route of Map - Palembang Western R.R ................... .................................. 16 Route of Map - Cianjur Ring Road ............ 18 Route of Map - Cilegon Pasauran .............................................. ................................. 21 Route of Map - Boyolali Kartosuro ............. 24 Route of Map - Kabuyutan Bridge .............................................. 25 Route of Map - Pejagan Losari .............................................. ............................... 27 Route of Map - Pemalang Pekalongan ............... 31 Route of Map - Semarang Bawen .............................................. 36 Route of Map - Semarang Demak .............................................. 40 Route of Map - Pasuruan Pilang .............................................. 47 Route of Map - Widang Lamongan .............................................. 48 ............................... ............... Cirebon of Map Karangampel Route 54 Route of Map - Karawang Bypass .............................................. 56 General Schedule .............................................. 59 SRIP Organization Chart .............................................. 73 Indonesia Forest Map .............................................. ......................... 88 Linkage in North Java Transport Corridor ..................... 93 Environmental Screening Process .............................................. ..................... 117 Planned Trans Java Highway (Toll Road) ......................... Propossed SRIP Process for Progressively Assissing, Reviewing and Documenting Subproject Impacts and Management Measures .124 General Relationship of Environmental Activities and Typical Sequence 126 of Civil Works .......................... 132 Stakeholder Consultation Procedures ...........................
Appendices A. B. C. D.
List of Report Preparers, References and Related Sub-Project Reports Recorded Local Coordination and Consultation Meetings Summary Screening Report Policy Framework for Land Acquisition and Resettlement
Environmentaland Social Assessment and Management Plan (ESAMP February2006
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Strategic Road Infrastructure Project (SRIP)
E. F G
Proposed Standard Operating Procedures (SOPs) and Monitoring Forms Execitive Summary Reports of sub proyek required AMDAL Summary of the Land Acquisition for SRIP Sub Project in AWP - I
Environmental and SocialAssessment and Management Plan (ESAMP February 2006
ESAMP
Strategic Road Infrastructure Project(SRIP)
ESAMP
List of Acronyms
AMDAL (EIA)
Environmental Impact Assessment
ARMS
World Bank-funded Automated Road Management system
AWP
Annual Work Program
BAPEDALDA
Local Environmental Impact Management Agencies
BINTEK
Directorate of Technical Affairs, DGH
BMS
Bridge Management System
BP
World Bank "Bank Procedure"
BPN
National Land Administration Agency
CTC
Core Team Consultant
DGH
Directorate General of Highways
Dinas PU / Praswil
Provincial Public Works Departments
DRI
Directorate of Regional Infrastructure
RDSC
Regional Design and Supervision Consultants
EA
Environmental Assessment
EIRR
Economic Interest Rate of Retum
EMP
Environmental Management Plan
ESAMP
Environmental and Social Assessment and Management Plan
FIDIC
Federation Intemationale Des Ingenieurs - Conseils
GOI
Government of Indonesia
IBRD
Intemational Bank for Reconstruction and Development
ICB
International Competetive Bidding
IRMS
Integrated Road Management System
ISEM
Institutional Strengthening in Environmental Management
KepMen
Minister Decree
KepPres
President Decree
LARAP
Land Acquisition and Resettlement Action Plan
NCB
National Competitive Bidding
NGO
Non Government Organization
NOL
No Objection Letter
OP
Operational Procedure (World Bank)
PICs
Public Information Centers
Environmentaland Social Assessment and ManagementPlan (ESAMP February2006
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ESAMP
Strategic Road InfrastructureProject (SRIP)
PIUs
Project Implementation Units
PMU
Project Management Unit
P3JJ
Provincial Project Design and Supervision Units
UKL / UPL
Environmental
Management
Procedures
/
Environmental
Monitoring Procedures RePPProT
Regional Physical Planning Program for Transmigration
RKL / RPL
Environmental Management Planning / Monitoring Plans
ROW
Right-of-way
SESIM
Strengthening Environmental and Social Impacts Management
SIA
Social Impact Assessment
SK
Letter of Decree / Recommendation)
SOP
Standard Operating Procedures
SURIP
Strategic Urban Roads Infrastructure Project
SRIP
Strategic Roads Infrastructure Project
SRRP
Sumatera Region Roads Project
TOR
Terms of Reference
Environmental and Social Assessment and Management Plan (ESAMP February 2006
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Strategic Road Infrastructure Project (SRIP)
ESAMP
1.
Overview of the Environmental and Social Assessment and Management Plan (ESAMP)
1.1
Introduction
This document is based on the principle environmental and social recommendations developed during the project preparation studies for the Strategic Roads Infrastructure Project (SRIP). This document is further based on the Environmental Management Plan (EMP) that was completed in May 2004 and approved by the Government of Indonesia and the World Bank for the on-going Eastern Indonesia Region Transport Project (EIRTP-2) to address similar needs. The general contents of the ESAMP are as follows, as summarized in Table 1.1: *
Types of proposed subprojects
*
Environmental and social overview of the project areas
*
Environmental screening
*
Stakeholder consultation
*
Resettlement and treatment of all affected stakeholders
*
Acquisition and compensation for land and buildings
*
Monitoring
*
Implementation Action Plan
This document includes an outline of the following: *
Current Government of Indonesia (GOI) regulations and procedures,
*
Recommended World Bank processes, Operational Guidelines and Procedures, The approaches adopted under the World Bank-funded Institutional Strengthening in Environmental Management (ISEM) and Strengthening Environmental and Social Impacts Management (SESIM) Projects, and The approaches adopted under the on-going World Bank-funded Eastern Indonesia Region Transport Project (EIRTP) and Sumatera Region Road Project (SRRP)
*
*
Some of the key issues have then been defined and a suggested approach outlined which aims to reconcile the potentially different approaches. A recommended approach has then been outlined which has usually involved a refinement and amendment of one of the previous approaches to best meet current project needs and capabilities.
Environmental and Social Assessment and Management Plan (ESAMP) February2006
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Strategic Road InfrastructureProject (SRIP)
Table 1.1
ESAMP
Summary of the SRIP Environmental and Social Assessment and Management Plan (ESAMP)
The ESAMP was prepared by the Directorate General of Highway (DGH) and its' consultant team during the preparation studies for SRIP. It is a blending together of the existing Government of Indonesia Regulations with guidelines from the World Bank. The "ESAMP" provides a set of procedures for the following: Environmental Screening: Incorporates existing screening processes to ensure that all subprojects that may have some environmental impacts are covered by the appropriate environmental mechanism: * SOP (Standard Operating Procedures) * UKL/UPL (Environmental management and monitoring Procedures report) * AMDAL (Environmental Impact Assessment) . LARAP (Land Acquisition and Resettlement Action Plan) Stakeholder Consultation: This sets out the general principles of Stakeholder Consultation to ensure that all affected stakeholders are informed at the earliest opportunity of any road proposals within the area. Those families directly affected are consulted and appropriate survey carried to determine potential impacts. The consultation process will be transparency to all stakeholders. NGO's and other group will be involved. Acquisition and Compensation for Land and Buildings: The principle is that for all land and buildings required for the road construction, PAP will be compensated based on open market value or replacement value of land and buildings. Categories of PAP can be grouped in to : I. those who have legal land certificate, girik, or adat title (individual or communal); 2. those who occupy land in a residential, commercial, or industrial zone in the Project area, but do not hold a certificate or legal title; 3. those who occupy public land on sites such as rivers, roads, parks, or other public facilities in the Project area; and 4. those who are renters Resettlement and Treatment of all affected Stakeholders: This section ensures that all families displaced by the subprojects will be given the opportunity to be resettled by the Government. Where over 200 individuals are displaced, a LARAP will be prepared to ensure that all families are fairly compensated and treated. A simplified LARAP would be prepared for subprojects displacing less than 200 persons. Monitoring: A system of regular monitoring of all the processes and activities included in the ESAMP will be prepared in consultation with key stakeholders. The key environmental institution at the local Implementation Action Plan: who are responsible for a range of activities Bapedalda, is the government level associated with ESAMP implementation.
Environmental and Social Assessment and Management Plan (ESAMP) February2006
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Strategic Road InfrastructureProject (SRIP)
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ESAMP
Project Background
Road transport is the dominant mode of transport in Indonesia, carrying almost 90% of all traffic. Much of this road traffic is carried on the strategic national road network. As a result, there are a number of bottlenecks on both the strategic urban and inter-urban highway network, which are seriously effecting economic growth in the larger cities and along major development corridors. Therefore, the primary objective of the planned Strategic Roads Infrastructure Project (SRIP) is to strengthen the strategic national road network in key areas of the main islands of Java and Sumatera through a prioritised road investment program. A secondary objective is to improve mechanisms which assist provincial and local governments to efficiently plan and manage their roads under the country's decentralized system of government. The selection of SRIP priority road links and subprojects was based upon criteria agreed with both the Government of Indonesia and the World Bank and includes: *
Viability in terms of economics (at least 15% Economic Interest Rate of Return)
*
Status of the projects in particular to land acquisition and/or resettlement issues
*
Start date for the loan and need for projects to be ready
*
Meets national and / or regional economic development needs
*
Is part of an overall strategic route investment programme
Project location maps are provided as Figure 1.1 - 1.22. Subproject summary details are provided in Appendix C. 1.3
Summary of the Proposed SRIP Program
As currently proposed, SRIP will involve a prioritized investment program of "urban" and "interurban" road subprojects. The road subprojects are categorized as urban or inter-urban according to standards applied in Indonesia, which is based on the political administrative areas in which subprojects are located and not by relative population density. The civil works that are currently being proposed under SRIP consist of the following: Betterment of approximately 199.65 km of roads, of which about 33.85 kilometres (km) are I urban roads and 165.80 km are inter-urban roads. Al so maintenance program about 98.00 km effectively. 2. Capacity expansion of approximately 190.06 km of roads of which about 63.55 km are 3 urban roads and 126.51 km are inter-urban roads. Construction of new roads on new right-of way of approximately 75.80 km, of which about 4 64.33 km are urban roads and 11.47 km are inter-urban roads. Construction of approximately 800 metes of bridges on inter-urban roads. 5
Environmental and Social Assessment and Management Plan (ESAMP) February 2006
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Environmental and Social Assessment and Management Plan (ESAMP) February2006
ESAMP
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Environmental and Social Assessment and Management Plan (ESAMP) February2006
II
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Strategic Road Infrastructure Project (SRIP)
Figure 1.8
ESAMP
General Project Location Map - Bandar Lampung
Environmental and Social Assessment and Management Plan (ESAMP) February 2006
12
Strategic Road InfrastructureProject(SRIP)
Figure 1.9
ESAMP
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Environmental and Social Assessment and Management Plan (ESAMP) February2006
13
Strategic Road Infrastructure Project (SRIP)
Figure 1.9
ESAMP
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Environmental and SocialAssessment and Management Plan (ESAMP) February2006
14
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Strategic Road InfrastructureProject (SRIP)
Figure 1.10
ESAMP
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Environmental and Social Assessment andManagement Plan (ESAMP) February 2006
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Figure 1.11
ESAMP
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Environmental and Social Assessment and Management Plan (ESAMP) February 2006
16
Strategic Road InfrastructureProject (SRIP)
Figure 1.11
ESAMP
General Project Location Map - Cianjur Ring Road-2
Environmentaland SocialAssessment and Management Plan (ESAMP) February2006
17
Strategic Road Infrastructure Project (SRIP)
Figure 1.12
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ESAMP
-
Environmental and Social Assessment and Management Plan (ESAMP) February 2006
Pasauran-1
18
Strategic Road InfrastructureProject (SRIP)
Figure 1.12
ESAMP
General Project Location Map - Cilegon - Pasauran-2
Environmental and Social Assessment and Management Plan (ESAMP) February2006
1~~~~~~~~~~~~~I,
19
Strategic Road InfrastructureProject (SRIP)
Figure 1.12
ESAMP
General Project Location Map - Cilegon - Pasauran-3
Environmental and Social Assessment and Management Plan (ESAMP) February 2006
20
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Figure I - 13 ROUTE MAP
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ESAMP
Strategic Road InfrastructureProject (SRIP)
Figure 1.16
General Project Location Map - Pemalang
Environmental and Social Assessment and Management Plan (ESAMP) February2006
-
Pekalongan-1
27
Strategic Road Infrastructure Project (SRIP)
Figure 1.16
General Project Location Map - Pemalang
Environmental and Social Assessment and Management Plan (ESAMP) February2006
ESAMP
-
Pekalongan-2
28
ESA MP
Strategic Road Infrastructure Project (SRIP)
Figure 1.16
General Project Location Map - Pemalang
Environmental and Social Assessment and Management Plan (ESAMP) February2006
-
Pekalongan-3
29
Strategic Road InfrastructureProject (SRIP)
Figure 1.16
ESAMP
General Project Location Map - Pemalang - Pekalongan-4
Environmental and Social Assessment and Management Plan (ESAMP) February2006
30
ESAMP
Strategic Road InfrastructureProject (SRIP)
Figure 1.17
General Project Location Map - Semarang
Environmental and SocialAssessment and Management Plan (ESAMP) February2006
-
Bawen-1
31
Strategic Road InfrastructureProject (SRIP)
Figure 1.17
General Project Location Map - Semarang
Environmental and Social Assessment and Management Plan (ESAMP) February2006
ESAMP
-
Bawen-2
32
ESAMP
Strategic Road Infrastructure Project (SRIP)
Figure 1.17
General Project Location Map - Semarang
Environmental and Social Assessment and Management Plan (ESAMP) February2006
-
Bawen-3
33
Strategic Road InfrastructureProject (SRIP)
Figure 1.17
ESAMP
General Project Location Map - Semarang - Bawen-4
Environmental and Social Assessment and Management Plan (ESAMP) February2006
34
ESAMP
Strategic Road InfrastructureProject (SRIP)
Figure 1.17
General Project Location Map - Semarang
Environmental and Social Assessment and Management Plan (ESAMP) February 2006
-
Bawen-5
35
Strategic Road InfrastructureProject (SRIP)
Figure 1.18
ESAMP
General Project Location Map - Semarang - Demak-1
Environmental and Social Assessment and Management Plan (ESAMP) February 2006
36
ESAMP
Strategic Road InfrastructureProject (SRIP)
Figure 1.18
General Project Location Map
-
Semarang
Environmental and Social Assessment and Management Plan (ESAMP) February2006
-
Demak-2
37
Strategic Road InfrastructureProject (SRIP)
Figure 1.18
ESAMP
General Project Location Map - Semarang - Demak-3
Environmental and Social Assessment and Management Plan (ESAMP) February2006
38
Strategic Road Infrastructure Project (SRIP)
Figure 1.18
ESA MP
General Project Location Map - Semarang - Demak-4
Environmental and SocialAssessment and Management Plan (ESAMP) February 2006
39
Strategic Road Infrastructure Project (SRIP)
Figure 1.19
ESAMP
General Project Location Map - Pasuruan - Pilang-1
Environmental and Social Assessment and Management Plan (ESAMP) February2006
40
Strategic Road InfrastructureProject (SRIP)
Figure 1.19
ESAMP
General Project Location Map - Pasuruan - Pilang-2
Environmental and Social Assessment and Management Plan (ESAMP) February2006
41
Strategic Road InfrastructureProject(SRIP)
Figure 1.19
ESAMP
General Project Location Map - Pasuruan - Pilang-3
Environmental and Social Assessment andManagement Plan (ESAMP) February2006
42
Strategic Road InfrastructureProject (SRIP)
Figure 1.19
ESAMP
General Project Location Map - Pasuruan - Pilang-4
Environmental and Social Assessment and Management Plan (ESAMP) February2006
43
Strategic Road Infrastructure Project (SRIP)
Figure 1.19
ESAMP
General Project Location Map - Pasuruan - Pilang-5
Environmental and Social Assessment and Management Plan (ESAMP) February 2006
44
II
E
L
Strategic Road Infrastructure Project (SRIP)
Figure 1.19
ESAMP
General Project Location Map - Pasuruan - Pilang-6
Environmental and Social Assessment and Management Plan (ESAMP) February2006
45
Strategic Road Infrastructure Project (SRIP)
Figure 1.19
ESAMP
General Project Location Map - Pasuruan - Pilang-7
Environmental and Social Assessment and Management Plan (ESAMP) February2006
46
II
Strategic Road Infrastructure Project (SRIP)
Figure 1.20
ESAMP
General Project Location Map - Widang - Lamongan
Environmental and Social Assessment and Management Plan (ESAMP) February2006
47
Strategic Road InfrastructureProject (SRIP)
Figure 1.21
ESAMP
General Project Location Map - Karangampel - Cirebon-1
Environmental and Social Assessment and Management Plan (ESAMP) February2006
48
Strategic Road InfrastructureProject (SRIP)
Figure 1.21
ESAMP
General Project Location Map - Karangampel - Cirebon-2
Environmental and Social Assessment and Management Plan (ESAMP) February2006
49
Strategic Road InfrastructureProject (SRIP)
Figure 1.21
ESAMP
General Project Location Map - Karangampel - Cirebon-3
Environmental and Social Assessment and Management Plan (ESAMP) February2006
50
Strategic Road Infrastructure Project (SRIP)
Figure 1.21
ESAMP
General Project Location Map - Karangampel - Cirebon-4
-~~~~
Environmental and Social Assessment andManagement Plan (ESAMP) February2006
51
Strategic Road InfrastructureProject (SRIP)
Figure 1.21
ESAMP
General Project Location Map - Karangampel - Cirebon-5
Environmental and Social Assessment and Management Plan (ESAMP) February2006
52
I
I~~~~~~~~~~~~~~~~~~~~~~
Strategic Road Infrastructure Project (SRIP)
Figure 1.21
ESAMP
General Project Location Map - Karang Ampel - Cirebon-6
Environmentaland SocialAssessment and Management Plan (ESAMP) February2006
53
Strategic Road InfrastructureProject (SRIP)
Figure 1.22
ESA MP
General Project Location Map - Karawang Bypass-i
Environmental and SocialAssessment and Management Plan (ESAMP) February2006
54
I
Strategic Road Infrastructure Project (SRIP)
Figure 1.22
ESAMP
General Project Location Map - Karawang Bypass-2
Environmental and Social Assessment and Management Plan (ESAMP) February2006
55
Strategic Road InfrastructureProject (SRIP)
ESAMP
Implementation of subprojects proposed under SRIPs' first Annual Work Program (AWP) would start after the project loan is signed. Subsequent AWPs would be prepared and submitted for review and approval by the Bank following a schedule generally illustrated in Figure 1.23. Figure 1.23
General Schedule Proposed Strategic Roads Infrastructure Project (SRIP) General Schedule of Project Phases per Annual Work Program (AWP)
2003 Srip
J
2004
Concept
ENV/
I
2005
SOSIAL
2006
ROW
2007
PROCU
2008
2009
REMENT
AWP I
Plan/ Preparati_L Team Procured with PPDA
|
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-_
-_
AWP 2
A~~ _
_
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! ~[ _
_
_ _
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Expected date of SRIP Loan Agrreement
A
Submission of cossohdated AWP and Special Environmental Studies
m Z
Environmental/Social Impact Studies tnd LoculConsultations Complete detaulstudies and ROW Laud Acqutsiuon (if any)
Pmcuremen.tConstruction Penod with Implementatuo and Impact Montoinug to be Coordmated with Local Govemment
Selection and evaluation of the proposed SRIP subprojects was supported by a number of infrastructure management and planning systems that have been established in Indonesia, largely with World Bank funding, including: *
* * * *
Integrated Urban Infrastructure Development Program (IUIDP), Highway Development and Management Manual - IV (HDM - 4), Integrated Road Management System (IRMS), Urban Road Management System (URMS), and Java Arterial Roads Network Study (JARNS).
The proposed civil works, and the subproject planning, evaluation and selection process, will build on a series of related donor-assisted projects, including: * World Bank-funded Strategic Urban Road Infrastructure Project (SURIP; 1995 -2003) * World Bank-funded Sumatera Region Roads Project (SRRP; 2000 - 2005) * World Bank-funded Eastem Indonesia Region Transport Project (EIRTP; 2002 - 2007) * ADB-funded North Java Road Improvement Project (NJRIP; 1996 - 2003) * JIBC-funded Heavy Loaded Road Improvement Project (HLRIP; 1995 - present)
Environmental and SocialAssessment and Management Plan (ESAMP) February2006
56
Strategic Road Infrastructure Project(SRIP)
ESAMP
In addition to prioritized civil works, a range of Technical Assistance (TA) activities and support services are proposed under SRIP, including the following subjects: * * * * * * * *
Strategic and Cumulative Impact Assessment (SaCIA) North Java Corridor Plan Indonesian Highways Design Manual Traffic Policy Development Project Performance Based Contracting: Design and Trial Indonesia Highway Capacity Manual Update Bridge Management System Quality Control
Environmental and Social Assessment and Management Plan (ESAMP) February2006
57
I
I
Strategic Road InfrastructureProject(SRIP)
2
Policy, Legal and Administrative Framework
2.1
Proposed SRIP Organization and Implementation Arrangements
ESAMP
The institutional arrangements for SRIP implementation and management are based on organizational structures that have performed effectively on similar World Bank-funded projects. The overall Project Organization is shown in Figure 2.1. Since SRIP will only involve "national" roads and bridges and are thus under national government administration, the Executing Agency and the lead Implementing Agency for the project will be the Directorate General of Highway (DGH) under the Department of Public Works (DPU). The Directorate of Technical Affairs (BINTEK) in DGH will be responsible for overall project management. Direct responsibilities for project implementation will be undertaken by the DGH for roads and bridges that are classified as "inter-urban" and " urban" (located within the administrative jurisdictions of a city) by the Directorate General of Highway (DGH). Day-to-day project management will be undertaken by a Project Management Unit (PMU) to be established DGH. Direct responsibility for project implementation will be shared between the agencies responsible for each road, namely the DGH and its' provincial planning and implementation units called "SKS P2JJ" (Satuan Kerja Perencanaan dan Pengawasan; Project roles and responsibilities are summarized in Table 2.1. Implementation of this ESAMP, and any supplemental standards and procedures for environmental and social impact management and monitoring under SRIP, will be overseen by the DGH Sub-Directorate of Environmental Affairs (Sub. Dit Teknik Lingkungan). These responsibilities will be conducted in consultation and coordination with the Bank and local Environmental Impact Management Agencies (Bapedalda) in each province and in many cities. 2.2
Project Management and Implementation Support
Project management will be provided through a Project Management Unit (PMU) which will be established under the DGH Directorate of Technical Affairs. The PMU will be chaired by the Director of Technical Affairs in DGH and will be assisted by full time staff. The PMU will be supported by a Core Team Consultant (CTC) and by a Regional Design and Supervision Consultant (RDSC). The Terms of Reference (TOR) for these implementation support consultants are included in Annex 2 (for the CTC) and Annex 3 (for the RDSC) of the Project Implementation Plan (PIP). The PMU, and its consultant teams, will be responsible for preparing the Annual Work Programs (AWP), which provide the engineering, economic, environmental and social justifications for each subproject proposed for SRIP funding. Each AWP is subject to Bank reviews and approvals to support issuance of a No Objection Letter (NOL) to proceed to detailed subproject preparation. In addition to AWP preparation, the PMU responsibilities will include project monitoring and progress reporting, procurement and financial management. The PMU will also be responsible for the preparation and submission to the Bank and the Steering Committee of Environmental and SocialAssessment and Management Plan (ESAMP) February2006
58
ESAMP
Strategic Road Infrastructure Project(SRIP)
monthly and annual progress reports on overall project implementation, including compliance with the ESAMP, World Bank environmental and social safeguard policies and loan agreements
Figure 2.1
SRIP Organization
E D ::----------..... f)----~~~---------
STEERING COMMITTEE Bapoenas D+r Gen ol Highway MPW\
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Strategic Road InfrastructureProject (SRIP)
PEVA PEhUh IUKAIhKPAVASM HUI,AY DM4 P[RARAN PROPIFSI IAWATIMIR SKAA I : I.9DO.000 9 15 Jnd1999 No. S,.417/Kpts-11119 lanIgd
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Strategic Road InfrastructureProject (SRIP)
3
Description of Proposed Subproject Areas
3.1
Description of the Proposed Subprojects
Based on the agreed SRIP project objectives and subproject evaluation and selection criteria, a total of forty (46) subprojects were prioritized for proposed funding under the TA-SRIP project preparation activities as of December 2004. A summary description of all proposed subprojects is provided in Appendix C. Of the total SRIP subprojects, twenty two (22) subprojects are currently proposed under the SRIP Annual Work Program I (AWP-1). A focus of the SRIP preparation studies and this ESAMP are these AWP-I subprojects, for which information and preparation is most advanced. Descriptions of these proposed AWP-1 subprojects are also provided in Appendix C, supported by summary data sheets, general location maps, traffic data, design details and representative photographs of the proposed alignments. One technical expert group, including environmental and social specialist, visited each sub project from the beginning to the end to identify environmentally sensitive areas including schools, hospitals, highly populated residential areas, rivers, ponds, wetlands, protected areas, and cultural relics. The results of the identification are shown in the Table 3.1. The distribution of AWP-I subprojects by type of proposed works and classification (urban / inter-urban) can be summarized as follows: Capacity Expansion: 9 subprojects Betterment: New Bypass Road New Bridge:
8 subprojects 4 subprojects I subproject
Urban:
11 subprojects
Inter-urban:
11 subprojects
All proposed SRIP civil works are limited to national roads, which are part of the nation's strategic road network. As a result, the proposed subproject road links can be generally described as having high levels of existing traffic and congestion. Average "passenger car unit" (PCU) values for the AWP-1 subprojects are in ranges of 20,000 - 40,000 PCU per day, with peak traffic volumes in the range of 1,000 - 3,000 PCU per hour. The traffic composition varies, but in general motorcycles comprise some 30 - 50 % of the recorded traffic. A summary of traffic compositions and forecasts for the AWP-1 inter-urban betterment subprojects is provided in Tables 3.2 and 3.3 as representative of the project traffic conditions.
3.2
Additional Land Acquisition for Intersection
As bank request (mentioned on Addendum No. 4), the Consultant have to make design check for the proposed of AWP - I Project, including roads intersection improvement and other traffic engineering solution which significantly address capacity problem, Environmental and Social Assessment and Management Plan (ESA MP) February 2006
77
Strategic Road Infrastructure Project (SRIP)
ESAMP
improve traffic and increase traffic safety. To do such tasks, the Consultant conduct survey on the whole roads intersection and found there is a lack of adequate availability of land for intersection construction. To meet Bank Guidelines, the project should fullfil additional land acquisition and resettlement action plan (LARAP) study on most of intersection in most of sub projects. Table 3.4 will shown sub projects and their intersections which need additional land acquisition. LARAP study will be carried out by the preparation consultant (TA-SRIP). The main activities of the additional services will include: 1. Survey, report study and socialization in relation of land acquisition for intersection, roundabout, and major junction 2. These were involved the following tasks: *
Field Survey (major junction, roundabout, intersection, environment and social)
*
Study report of LARAP
*
Socialization
Synchronization / Harmonization with the link design
3.3
Description of the Proposed Subproject Areas
A summary of the proposed subproject areas and local governments (province, city and district / Kabupaten) included in AWP-1 is provided in Table 3.5. The proposed AWP-1 will directly involve 9 provinces and 29 cities or Kabupatens.
Environmental and SocialAssessment and Management Plan (ESAMP) February 2006
78
Strategic Road InfrastructureProject (SRIP)
ESAMP Talbk 3.1 Semmarsey ImtpactScr-eeing Resu-ts fer,Ppesed Snbp.ejectb in SRIPAanumalWerkePegenor I -3
Tye( ula No.
Proence
AWP 1
28anter I Jakaa Central 3
Nam of Suhp,o1ent -
U
J Cut Media. 8ekasi
3.05
. DaanMot(icl Baras tDKI -Tngeran)
2.5
CW ten7eem,a 8ypassr4 Capere(U) Demak ltpPas
C
5Central Jaw
a U NeYEltead)U)
Jambi
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Subpro ect Actries 1
| Required IonROW
Poplatd Land.p-ofP.RO | Residntial Acqie - (A)
ny ultra , Na.tural1 Foret,IAy f tA Ret|Flc HbttAre Area
_ eahnrmweeeroogloreeesue _ _ _ V*W~~~~ 7-4-dt. 14,rw~~~~~~~~~~~~~ sdnicenenda YES 95% YES (31
NO NO ~~arcmnorqrrooonnereo
An,ySchrod oAnRiesPnS.Require .AyR-Rqid H o oryWco let Lands Sa| ard Dessonts
R-.R-oRW RationalReason ofThe Sce ening Result
.U Jaw
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Bettemment )Ul
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10 S.uth SodsuBematne-rent (U) J sumatraPle
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Roadlength is les than 10km, need land acquisSo -n YES YES (1 sue Kal Tee1 UKLI les than 10h.Ira.nubers f pre atetefddNo.-e IE YE t1 n s 1 Unrsersiltpl Malang) SF1~~~~~~~~~~~~UP held Is.es than 40, userktype_i .capcty _opation
NO
100%
NO
NO
NO
NO
NO
YES12-'S rEs (A2N tt IaK rNg.ne DrI.)
SOP
Readlengh, is-es than S km. nose no land aoquisdon, nirk types betterment
4e_t.or_i d bmek 4.4 Zranderd. wicenter mnr brd2
NO NO
100% 100%
NO NO
NOeNO NO
NO
NO NO
YES
YES n4S K Ys Tunrang K. [afar.
. SOP
Road ength less than 10 km needso land acntyisnion.
nrm7 Sroodmrreoo4E.1.mr r d,eicrtdreeanar2 No hraaesluatmorsitmlonsl(43 ,& 15
100%
NO
NO
NO
NO
NO
YS
1t0%
YES(1)
NO
NO
NO
YES (2OSchools( YESo
NO
1% 10-
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N O
O O
NO
100%
NO
NO
NO
NO
NO
NO
NO
YES
~.1
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10.7
Palmerah(Ring RoadI & 2 11 Jamb )
o
NO
25
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RECOMMENDED CANDIDATEPROJECTS
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15.4
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00
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5.34
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NO
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YES (I YES C-emmetay)(3)SSchod
YESItO reers kolgargea M nRer)
Traeer, AMDAL
YES 1 n--t MadiunRse)
T"rat AMDAL
YES (2 nvers) YES (2 rusts
Productwland, need land acquisition, ngth more than 10km pnoet affected Person mor tha 200, ha esi9gnitoantmacthemcnstrt ctenewha PNeduc tn land needIln, acquilent. Ilengthmr than 10km, pnjt affected Person is mer than 200, hassintont-paothIomne-mad enet-utino aed acquisitio, roadlength is mreDrthan IS
UKL Urktypeits UPL kmI Tranen, Termde UL
tee~~~~~~~~Nd land acquiiton les than 10 ha, pyo-ec affect ho..e holdis les than 40 HH, type of erk
YES
40%
YES (2)
NO
NO
NO
1oratd Scho) NO
NO
100%
YES (1)
NO
NO
NO
NO
YES
100%
YEdS(2)
NO O
N N
YES(3 Cemmetary
YES (I Scrod)
Noeent O
100%
NO
NO
NO
NO
NO
NO
100%
NO
NO
NO
NO
15 Shoowand 4 hospitals)d
Sy11 Rt)
UKL I UPL epansion.
NO
100%
NO
NO
NO
NO
NO
NO
UKL / UPL rpacemen.
_.. Ce ooB.-t2ce, tnJ rr_ 2 F7.t-mentoverhy 7 m(4 Paen34 b.)ealeserottdeehlbrige NO (lKbuyah an)
100%
NO
NO
NO
NO
NO
e7
.derw rdmwol 14 P.k-b..
w.onuoiribs'd -tarat, ¶¶merId-g. &-
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Paiang aoputaded UPd NO U
betterment
Ltein
mi
p d-d l are ed pepel"tedresentia area,ne
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ than 40 HH, -iektype is capacey eopae-iNeedno bn aqist! n type of sethis betteene
_Mbnesesiomwrboadrto 14mwde i
YE 2 Musi &Khttiash(
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YES16rlrProduobeid, nee Ib _d land acuiito,lngh more O-2 NOrtO C. Tmmare tha)lokm, has .uchpepl ff_ct dy pA_ lec, S/ia/j, Casterow AMDAL he- sig9can...t-ipact hem coestutio re read, OOarua GodolROW ares momre,quitd mer than 10 ha YES(1 suer) IOnI
SOP
YES (nearto
d~~~~~~~~~~~c/.e. & fodges
Needno land acquistion, kind oteek is betteee ad th hIrkibterutrban road Needno land acquisition,type o1fseh is capacity
Needno lard acquisition,type of -skn is hbdge 14 G-tA Jaw
15
Central
Bettemment (I) J_ .wrepr/lce-
160Jatta
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Pemalang- Pekal-ngan Jaw
rrl replocene
Centn 7 yttbn714m-14nIuadd&r dm ge 1.9.PPtoorr th. rdar, ...nd b,,.esg& YES
cu/ice.
Environmental andSocial Assessment andManagement Plan (ESAMP) February2006
YEStSe6.ro K
No need land acqus-in length , les than 10 kr srop,.ooan,
eIc) YESM 15
60%
NO
NO
NO
YES )1 S Cemmetary) I.y)(3hoo(3 Schooll
-n K
No need land acquisiton
type
osl,rk
is capacity
snocorb n si it tLIUPie(pansion ~~~ Cacothohok Rhel,~~~~~~~~~~~~~~~~~~~~~~C. 1
79
ESAMP
Strategic Road InfrastructureProject (SRIP)
No.
Prencea
_ .U. (I) Benemment etred
17 East
18
No. P-h- N.- IU of S.blj-t ct nce No Nam Pro ot ofSuborol S t -mte c Name Typo(UmN ura ort Demak = nJs-vn)
Central J-
19 Est Ja
L~noh rLEi (km} un n 2011 1km)
Land A.q., -nptof P "'d dIn Aqsi ssn ci t o orop of P SubPo1 -t Acir Nr,ROW
dmroadtrotrmvhg dni Semrand- ddawn, _oai nrd.iu. flOS dw irtunclude- laddiional 3Zkm ood.drug .toopan.nd 1,nk t. Toll)in link to 70111
~~~~~.~oddic 7mw-. aeYES 1n -sa.ur andaardmeerorg.ard lorlcrcI.ath
211
Betnemmnt(I)
Panon....-PlaN
h,ctaoh_u y hrsoe7e7dood..iL NO -ud.rspoeirnarlattrt. 3281 motf rothlm hwa r7 ra-ra,dwo
5.5
n 21 West
Bete--met (l)
Karaegma -Cimbo
-oonnerioCsiby.sniuciorl pools 2851 ure F
22 West Jn
Nw Rod (I)
KarassorigBypas
sNe bnesurarrroepouLurd 11 47 lcked ii Oeie.aotg
Any School or Any AR-er, Ponds, AyCU AnyReCueurallhSafeguard Relico Ld Hosptah) RRirnd _._t __
100%
NO
NO
NO
NO
100%
NO
NO
NO
NO
NO
l3 YES
Sedaraq- a-moan
Widang-Lanygans
aua I hr Highly Papalatod 1PNaturalI Foet. PrROected F Rseni Aa Area Rdetis A Are (A) H._tA-
______
Capox (I)
25 EastJane Capo.o I)
Note
NO
ROIW AcqE 1% n
2 s,2
nei
100%
100% YES roropams, reread cufreirs MeutSa 100% NO
NO
NO
NO
NO
NO
NO
NO
NO
o
The ScreeningResuhu RationalReasonofar has RayI Ro-o ouTUh -e NoSnd no landacquitio, typo ofuk
YES (Snoo- K. Guron, Wono.boyo,etc)I
SOP
YES (3 - K. SaES Syig. B aran,I
PL UKLIu er,og,
YES(-reersK ar.dYre
NO
Requied 1_-t
Lud hs fe releas ty local gaet 40 H ty
Ipashon ty No eedolandac ,t p
SOP
.
isbe
ponf typo
ben i po ofu emme
Land landacquis-tin-nwh roa lcntrfectd p-omo Trae, SOP le than 40 HH, typo ftskii capay .opri-
uES-' .chooll l~~~~~~~~~~~~~
No ln acquisitio, typpof ottsc Nna,anae
l panrears NO
NO
NO
NO
100% NO Oliansek acteroircil
NO
NO
NO
NO
100%
NO
NO
NO
NO
YESO
NO
N
(Cemmety YES
SOP
NO
YES YES r TarumLfara) 1~~~~~~~~~~~~~~~~~~~1 Schooll
i
tto
not.
had acqiite, newroad coetr-cr-, hue Tra,S1 UKWI sinic-t impact. UPL
Moguloul be pait of Brewey by DKI(
O D-Cut
MWWIa.dl be pai oIJBC piqect
AWP-2
RECOMMENDED CANDIDATEPROJECTS
V8K,N) 3
4
3J-ttd n(
Retme
Cednl
Fly-,tt (l)
l
emararig-Kendqa
radngan.00h0I.i.omh-or 0 43 hl- PFlvj- Sssa Fly-,whr Kallbnteng-Pd
(U) Routine WentrJuvalcx C
Sandunq3
Bttyo-e
(l)
Demak -Tr-ngg%uhk
,_ 8CealM
C.Ple (U)
- lJo TKhnggeun
Capttm BY (I)
Wmedlntrlelri
ut .h
3
%cE
If 1shod
YES (2 _n
ND
NO
NO
ND
NO
NO
NO
YES
_ NO
NO
YES (YEhool)
YES
0Y.
YES (3)
NO
NO
YES
100%
YES (3)
NO
NO
NO
0%
NO
NO
30%
NO
NO
_ ratrstn- rMvnredwath _ YES n 2 km New construction / betterment outside of ROW: * Urban / Metropolitan Roads > 5 km or Area > 5 Ha * Medium City > 10 km, Area > 10 Ha . Riiral Arp.; (Intpr-_lrhanr >3n lkm
No
Sensitive Areas? Project will pass through one or more of the followings:
Yes
No
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20.
Commercial / Resident Area Productive Land Monumental, Traditional / Religious buildings Nature Preserve (existing proposal) Wild Life Reserve Conservation Forest Protected Flora Area Fauna Evacuation Area / Wildlife refuge Wetland Area Watershed Protection Area Coastline / River Border Lake / Basin Area Water Resources Area Marne Reserve and Other Waters Area Mangrove Area National Park Forest Park Nature Tourist Park National Culture Preserve Natural Hazard
SignificantYe Impact?iAM No
_
L
4
Kepmen Kimpraswil 17/KPTS/M/2003?
YesL/ IUK
P UP
Kepmen Kimpraswil No. 17 Tahun 2003: a.
No b. c. .
Standard Operating
New construction and / or Road Befterment outside ROW a.1 Urban Metropolitan 1 Km < length < 5 Km or 2 Ha < Area < 5 Ha a.2 Medium City, 3 Km < length < 10 Km a.3 Inter Urban 10 Km < length < 30 Km Betterment Road in the large city: metropolitan area > = 10 Km New bridge construction / Replacement a. Metropolitan > 20 m b. Medium City > 60 m
Procedures (SOP)
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Table 4.1
Screening Criteria for Road and Bridge Projects Which Require AMDAL or UKL / UPL Studies
Type of Project Activity
1.
ESAMP
Requires AMDAL Based on Kepmen LH 17 / 2001
Requires UKL / UPL'
Toll Road and Fly-Over a. Construction of Toll Road b. Construction of Fly-over or Subway
All project lengths Length > 2 Km
c. Betterment of Toll Road with
Length < 2 km All project lengths
ROW land acquisition c. Betterment of Toll Road without
Length > 5 Km
ROW land acquisition 2.
Highway a. Construction / Betterment of Road by widening outside of ROW in: - Large City / Metropolitan Area Length or Area
Length > 5 Km
I < Length < 5 km
Needs ROW > 5 Ha
2 Ha < ROW < 5 Ha
Length > 10 Km
3 < Length < 10 Km
- Medium City Length or Area
Needs ROW > 10 Ha
- Rural / Inter-urban Area Length
Length > 30 Km
5 < Length < 30 Km
b. Betterment of road by widening within the existing ROW in: - Large City / Metropolitan Area
Length> 10 Km
(Arterial or Collector Road) 3.
Bridge a. Bridge Construction within: - Large City / Metropolitan Area
Length > 20 m
- Medium city and lower
Length > 60 m
Sources:1) Minister of Settlements and Regional Infrastructure Decree No. 17, year 2003 KepMen LH No. 17 / 2001 - Minister of the Environment Decree No. 17, year 2001 Note:
Metropolitan Area / City
Population > 1,000,000 residents
Large City
Population of 500,000 - 1,000,000 residents
Medium City
Population of 200,000 - 500,000 residents
Small City
Population of 20,000 - 200,000 residents
Rural Town / Municipality
Population of 3,000 - 20,000 residents
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4.3
ESAMP
Project Summary
SRIP is designed as a program of integrated urban and inter-urban national road and bridge projects, with the overall objective of supporting economic growth by reducing transport costs. The primary objective of the project is to improve the strategic road network through a prioritized road investment program designed to help meet existing needs and capacity constraints ("bottlenecks) of the strategic national road transport network in key areas of Java and Sumatera.. Summary details and key impact concerns of all subprojects that are currently proposed in the three annual work programs (AWP) are summarized in Appendix C. The proposed SRIP subprojects primarily involve the following types of civil works: *
"Betterment": typically involving overlay and/or strengthening of existing roadway pavements and related improvements to existing national roads;
*
"Capacity Expansion" (Capex): typically involving the pavement widening and adding additional lanes to existing national roads, and
*
Construction of new "bypass" roads, typically involving "ring roads" around and outside of urbanized sections of the national road network that can not be feasibly improved or widened due to the significant social impacts and costs of land acquisition for needed road right-of-ways (ROW) within these urban areas. While these bypass roads are designated as "urban" roads since there are located within the political boundaries of the respective city, all proposed bypasses were planned to avoid developed areas and typically pass through agricultural areas outside of these small cities.
The key approaches applied in assessing and predicting the potential project impacts included: *
Lesson's learned from recent and related road projects;
*
Results and recommendations of the two-stage consultations conducted and documented for this Category A project (Appendix B);
*
Subproject-specific environmental and social impact assessment and management studies completed to date for proposed AWP-1 subprojects, including the findings and recommendations of respective local government agencies and stakeholders (Appendix B),
*
Findings and recommendations of World Bank Project Preparation Missions as recorded in their Aide Memoir, and Subproject impact screening results and recommendations of the ESAMP preparation team (Table 3.1 and Appendix C).
*
4.4
Target Population and Benefits
The target population will be the road users and service areas in the subproject areas of Java and urban areas of Sumatera. Significant project benefits and positive impacts to this target population are expected as reflected in the high economic returns predicted for the SRIP subprojects due to their existing high traffic volumes. These predicted subproject benefits and positive impacts are expected to include:
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Strengthened national road transport network in subproject areas of Java and Sumatera; Improved road quality and public safety conditions, Reduced travel times and transport costs for passengers and freight, which will directly benefit local and regional economic development, accessibility and provision of public services; * Improve general environmental conditions, such as air and noise quality, along the completed subprojects as current traffic congestion is reduced over the short- to medium timeframes; * In the cases of the new bypass roads, significantly reduce through-traffic impacts within the respective urban centres in concurrence with local development plans; * Support substantial levels of local employment and economic benefits during the construction period, which typically ranges from 1 - 2 years for most subprojects, and * Strengthened local governance and participation through the project's decentralized approach and emphasis on reducing environmental and social impacts as well as corruption as part of the project's proposed Anti-Corruption Action Plan (ACAP).
* * *
4.5
Subproject-Specific Impact Assessments
Based on the agreed environmental and social Safeguard requirements of the World Bank for Category A project preparation and loan appraisal and the Government of Indonesia's requirements, an extensive range of subproject-specific environmental and social impact assessments have been completed to date for the proposed AWP-1 subprojects as listed in Appendix C. The appendix also provides summary data sheets, location maps and representative photographs for the proposed AWP-1 subprojects. As completed, these studies are reviewed and subject to approval by local government agencies and the World Bank. This proposed process of progressive stages of impact assessment and documentation builds directly on the approaches applied by the DGH and World Bank under the on-going SRIP. Copies of all final / approved reports are furnished to the Bank to support their issuance of a No Objection Letter (NOL). The following types of environmental and social impact studies were generally completed: * * *
environmental management procedures and environmental Betterment subprojects: monitoring procedures (UKL / UPL) Capacity expansion subprojects: detailed EIA (AMDAL) and LARAP, Tracer Studies New bypass road subprojects: detailed EIA (AMDAL) and LARAP, Tracer Studies
The detailed EIA (AMDAL) provided the results and predictions based on impact assessments of key parameters, including the results of conducted air quality and noise level surveys. Based on these subproject-specific studies and "lessons leamed" to date from similar types of projects, a summary of the relative importance of evaluated environmental parameters is provided in Table 4.2.
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Table 4.2
Relative Importance of Evaluated Environmental Parameters Physical Environment
Parameter Topography Soils Water Quality Flooding Ecology Air Quality Noise
Cumulative Not important Important - project specific Not important Important - project specific Important - project specific Important - project specific Important - project specific
AWP-1 Subprojects Not important Important Not important Important Not important Important Important
Human Environment Population Land Use Economics Land Acquisition Resettlement Social Impacts
Important - cumulative Important -cumulative and project specific Important -cumulative and project specific Important - project specific Important - project specific Important - project specific
Important Important Important Important Not Important Important
Cultural Resources
Important - project specific
Not Important
The summary of major environmental impacts and the mitigations of each sub project categorized as AMDAL or UKL/UPL is described below.
1. JI. Cut Meutia Bekasi, Capex (U) (will be part of JBIC Project) Existing environmental aspects along Cut Mutia road sections are mostly dominated by human activities. Such potential impacts as air, watercourse and noise pollution, control of contractor's plant, site toilets and offices, disposal of liquid, solid and volatile wastes, plant maintenance, acquisition, extraction and reinstatement of borrow areas, extraction of water for construction, health and safety of workers and traffic management amongst others. These kinds of impacts can be handled by periodic showering of dust source, vehicles operating outside of peak hour(s), maintenance of minimum numbers of vehicles for material and equipment transport, use of vehicles in good condition and with exhaust filter to reduce noise, use of sound barrier(s) such as particle board to reduce noise, buffering river bank to prevent eroded earth entering river, and prevent erosion of opened land.
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2. Semarang Northern Ring Road, CAPEX (U) The impacts that may appear as the consequence of the capacity expansion of SNRR are: *
Base camp operation plus emission from vehicle operating equipment causes decrease in air quality.
*
Equipment and material mobilization causes decrease in air quality, especially dust pollution during the transport activities.
*
Land clearance causing visual impact resulting from fluid(s) and mounds of material at side road.
*
Equipment operating causes decrease in air quality and increase in noise, and slow movement of site vehicles in the road reduces smooth flow of general traffic.
*
Sub base construction will possibly increase noise impact and decrease air quality as well as causing water pollution and affecting road safety.
*
Asphalt works decreasing air quality and increasing noise levels, as well as causing water pollution affecting road safety.
*
Mostly as a result of temporary traffic diversion / management measures, drainage diversions cause pollution of water.
In order to mitigate the above impacts, a number of periodical measures need to be followed including: land watering close to settlement, limiting direct access to the water supply, scheduling the material and instrument transporting outside peak hour(s), using heavy equipment which have lower noise levels, all covering materials transported by using truck, installing temporary traffic sign etc.
3. Brebes - Tegal Bypass, New Road (U) Based on the environmental study, significant impacts likely to be caused by construction of this project can be classified into 3 phases: pre-construction; construction; and post construction. During the pre-construction, the activities that raise the most significant impacts are associated with the location of the alignment. These impacts might include social unrest, anxiety over compensation values, and changes to people's livelihood. The mitigation for such impacts include continual socialization of people/communities affected, involving affected people in determining proper compensation, and conducting technical coordination with appropriate institutions.
During the construction periods, the activity causing most environmental impacts is the physical works associated with construction of the road. The impacts that predicted to appear are decreasing air quality and increasing noise levels, problems associated with the transportation of site materials, changes of the river flow pattern, work opportunities, decreasing social health, water quality pollution, landscape changes, etc. Mitigating such Environmental and Social Assessment and Management Plan (ESAMP February 2006
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impacts include period land watering close to settlements, limiting the direct access to the water supply, rescheduling the transportation of materials and equipment outside peak hour(s), use of temporary traffic signs etc. During the post construction phase, possible impacts include increasing traffic problems, presence of parking area for heavy-duty vehicles, land utility changes, increasing numbers of natural preserves etc. The mitigation for such impacts is regulation of vehicle speed limit, proper traffic sign/signal installation, tree-planting program to provide shade etc.
4. Ngawi Ring Road, New Road (U) Potential impacts resulting from Ngawi Ring Road can be split into 3 phases: preconstruction; construction; and post construction. Impacts predicted to arise will likely be caused by land use conversion, decreasing air quality, decreasing flora and fauna, increasing noise levels, damage of public facility and utility, job opportunities, ground and surface water pollution, degradation of community health, degradation of comfort and safety of road user, disturbances the activities of public facilities, slope stability that give impact surface erosion, change of current water flow pattern, increasing traffic concentration in location of work sites, increasing the economic activity and etc. Mitigating against the negative impacts above include watering the project area regularly, scheduling the movement of site vehicles/plant operation outside peak hour(s), using covers over all material carried from/to the site by road, arrangement of appropriate traffic management/safety procedures, arranging appropriate location(s) for the storage of site material that will minimize disruption to existing traffic flow, cultivation of tree protector areas that have good interaction with the fauna and can also reduce air and noise pollutants, and making appropriate temporary drainage system alongside the road during construction
5. Bandar Lampung Bypass, Capex (U) All along JI. Soekamo Hatta, to intersection of Panjang harbour, there are various medium and heavy industry facilities. This road widening project has an effective length of 18.1 Km. Referring to Attachment I Decree of Minister of Settlement and Regional Infrastructure No. 17/KPTS/M/2003 regarding Type of Effort or Activity that is required to be completed with Environmental Management Procedures (UKL) and Environmental Monitoring Procedures (UPL), this link road should have a UKL & UPL carried out. The major environmental impact of this project is likely to be caused by construction activities such as structural works and under/above ground bridge structures, transportation of site materials/plant, activities associated with soil piling, road-base works, surface lining works etc. Whilst all the above impacts are expected to be relatively small in magnitude, in total they will cause increase of dust content causing decrease in air quality and increase of noise levels. The mitigation for such impacts include using the heavy equipment with low Environmentaland Social Assessment and Management Plan (ESAMP February2006
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levels of noise, using these vehicles outside peak hour(s), and building temporary sound barriers which can be easily removed later.
6. JI. Soekarno - Hatta Pekanbaru, Capex (U) Any major environmental impacts predicted to occur on Jl. Soekarno - Hatta Road Capacity Expansion project, are expected to arise during construction. Those impacts are associated with: base camp construction involving emission from site equipment and the transportation of materials to/from the site; there will also be a reduction in air quality as a result of dust from the transportation of soil material; land/site clearance can also severely impact visual amenity due to view fluids and/or mounds of material left at the side of the road. Mitigating against the negative impacts above include watering the project area regularly, scheduling the movement of site vehicles/plant operation outside peak hour(s), using covers over all material carried from/to the site by road, arrangement of appropriate traffic management/safety procedures, arranging appropriate location(s) for the storage of site material that will minimize disruption to existing traffic flow, cultivation of tree protector areas that have good interaction with the fauna and can also reduce air and noise pollutants, and making an appropriate temporary drainage system alongside the road during construction.
7. Cianjur Ring Road, New Road (U) As a consequence of this by-pass there are expected to be some environmental impacts in Cianjur. These impacts are associated with land use appropriation, decreasing air quality, decreasing of flora and fauna, increasing noise levels, damage to public facilities and utilities, job opportunities, degradation in the quality of ground and surface water, degradation in community health, degradation in comfort and safety of road user, disturbing activities in public facilities etc. However, the only "high" impact is the impact on land appropriation prior to construction. This has been addressed by the LARAP. Other pre - construction activities would have a low social impact on job opportunities and medium impact on the economy and social perception. Apart from land appropriation, most impacts will occur during construction but the level of impact of these is to be low or medium. The issues with negative impacts are largely addressed and mitigated by Standard Operating Procedures included within the construction contract documentation and by the implementation of the Environmental Management and Monitoring Plan. Post construction there will be some medium impacts, both positive and negative. The issues with a negative impact will be addressed by the implementation of the Environmental Management and Monitoring Plan.
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8. Boyolali - Kartosuro, Capex (IU) The Boyolali - Kartosuro road project is located in Central Java Province and has an effective length 17.65 km. Even so, it is expected that this project will not lead to any major potential environmental impacts. Any major environmental impacts anticipated to happen will be as a result of activities during the construction period. These negative impacts are related to decrease in ambient air quality caused by site material and equipment mobilization, land clearance, increase in noise levels caused by material and equipment mobilization as well as land leveling and bridge construction, surface water disturbance caused by earth works, decrease in the road level during material and equipment mobilization. One positive impact is related to job opportunities created by recruitment for construction work. Mitigating against the negative impacts above include watering the project area regularly, scheduling the movement of site vehicles/plant operation outside peak hour(s), using covers over all material carried from/to the site by road, arrangement of appropriate traffic management/safety procedures, arranging appropriate location(s) for the storage of site material that will minimize disruption to existing traffic flow. Providing an appropriate temporary drainage system alongside the road will also improve environmental conditions during construction.
9. Kabuyutan, Bridge (IU) Kabuyutan bridge project is located in Kabupaten Brebes - Central Java Province, and has a length of 0.05 km. It is estimated that construction of this bridge will not lead to any major potential environmental impacts. However, as with all road works projects, there will need to be some items requiring mitigation measures, particularly during construction. These include such potential impacts as air, water pollution and noise levels increasing, control of contractor's plant during unsocial hours, use of site toilets and offices, disposal of liquid, solid and volatile wastes, plant maintenance, extraction and reinstatement of borrowed areas, extraction of water for construction, health and safety of workers and disruption to traffic during construction, amongst others. Mitigating against the negative impacts above include watering the project area regularly, scheduling the movement of site vehicles/plant operation outside peak hour(s), using covers over all material carried from/to the site by road, arrangement of appropriate traffic management/safety procedures, arranging appropriate location(s) for the storage of site material that will minimize disruption to existing traffic flow. Providing appropriate temporary traffic diversions the road will also improve environmental conditions during construction.
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10. Pemalang - Pekalongan, Capex (IU) It is estimated that any potential significant impacts associated with the Pemalang Pekalongan project will mainly occur during the construction period. Such impacts include reduction in air quality (increasing dust contents), increasing noise levels, reduction of surface water quality, and disruption of existing traffic flow. Those kinds of impacts can be handled by periodic showering of dust source, vehicles operating outside of peak hours, maintenance of a minimum number of vehicles for material and equipment transport, use vehicle with good condition and with exhaust filter to reduce noise, covers on materials transported from/to the site to reduce dust, use of sound barrier such as particle board to reduce noise, buffering river bank to prevent eroded earth entering river, and prevent erosion of opened land. Providing appropriate temporary traffic diversions the road will also improve environmental conditions during construction.
11. Semarang - Demak, Capex (IU) Any potential significant environmental impacts from the Semarang - Demak project are most likely to be caused by activities during the pre-construction and construction periods. During pre-construction, such impacts include the raising of surface water flow obstacles and business area obstruction. Meanwhile, during the construction period, potential environmental impacts will likely include surface water obstacles, work and business opportunities, surface water obstacles, social restless of local manpower, increase of noise, existing traffic obstacles, obstruction of public health, and air pollution. Mitigating against the negative impacts above include watering the project area regularly, scheduling the movement of site vehicles/plant operation outside peak hour(s), using covers over all material carried from/to the site by road, arrangement of appropriate traffic management/safety procedures, arranging appropriate location(s) for the storage of site material that will minimize disruption to existing traffic flow. Providing appropriate temporary traffic diversions the road will also improve environmental conditions during construction.
12. Karawang Bypass, New Road (IU) Any potential significant impacts from Karawang Bypass are mostly expected to arise during the construction period. Such potential impacts are likely to include surface water obstacles, work opportunities and income, social restless of local manpower, increase of dust content and vehicles' pollutant, traffic obstacles / congestion, and noise increase. Mitigating against the negative impacts above include watering the project area regularly, scheduling the movement of site vehicles/plant operation outside peak hour(s), using covers over all material carried from/to the site by road, arrangement of appropriate traffic Environmental and Social Assessment and Management Plan (ESAMP February 2006
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management/safety procedures, arranging appropriate location(s) for the storage of site material that will minimize disruption to existing traffic flow, cultivation of tree protector areas that have good interaction with the fauna and can also reduce air and noise pollutants, and making an appropriate temporary drainage system along side the road during construction. 4.6
Strategic and Cumulative Impact Assessment
The proposed SRIP subprojects can be described as relatively small in scale, widely dispersed geographically along existing national road transport networks with implementation proposed over three annual work programs (AWPs). As a result, their cumulative impacts are predicted to be limited but in need of further study to incorporate related initiatives and projects in these transport corridors. In addition to civil works, SRIP includes a range of proposed Technical Assistance (TA) services. This Technical Assistance is intended to develop guidelines for implementation of a strategic environmental impact assessment methodology for road development projects. In addition, a case study as an application of the guidelines will be undertaken by application to the implementation of the Strategic Roads Infrastructure Project. Strategic and Cumulative Impact Assessment (SCIA) is the application of environmental impact assessment at a strategic decision level rather than at the individual project or scheme level. The main aim of SCIA is to incorporate environmental and sustainability issues in to strategic decision making. Secondary objectives are to: improve strategic actions by making them clearer and more internally consistent; involve the public and its representatives in the decision making process; and, educate and inform decisions makers about the environmental impact and consequences of their decisions. 4.7
Summary of Impacts and Lessons Learned from Related Projects
From previous project experience, the types of proposed subprojects normally do not have major or long-term types of impacts but there can be localized, short-term impacts that will need to be addressed and monitored in accordance with this ESAMP, local laws and regulations. A summary of "lessons learned" of the types of typical environmental and social impacts from recent, related projects is provided in Table 4.3.
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Table 4.3
ESAMP
Summary of Key Lesson's Learned from SURIP and NJRIP that are Relevant to SRIP Environmental and Social Impact Management
Subproject Planning: * Sub-project preparation should better integrate environmental and social issues with other activities. *
More attention should be paid to community consultations in the project preparation process.
*
With decentralization, greater project roles and responsibilities are held by the local governments and they need to be more involved in the project cycle.
*
More attention should be paid to planning issues related to protection of ROWs and channelling development in appropriate directions.
Subproiect Implementation: * Well-defined structures and units for environmental and land issues are needed at all levels of govemment directly involved in the project. *
The continued involvement of environmental and social specialists, and funding support for special studies, was very helpful during project implementation.
ROW Land Acquisition: * Completion and documentation of land acquisition prior to the start of construction will avoid potential ROW problems during implementation. *
All households affected by SURIP and NJRIP were compensated following the agreed process. Nearly all PAPs surveyed reported that they were satisfied with, and directly benefited from, the ROW land acquisition and compensation process that was applied.
*
Physical resettlement and/or relocation was seldom required under SURIP and NJRIP as most ROW land acquisition activities only required portions of affected properties.
For example, of the total 17,527 households and 2,529,854 sq. m. affected by the NJRIP land acquisition activities, only 150 households (less than I %) needed to relocate due the project activities. These households relocated on their own within their existing communities, generally to other properties they owned. New Bypass Roads: * The important impacts during construction of new bypass roads mostly related to land and social issues although traditional environmental impacts also existed. *
Weak enforcement of local regulations to limit access to new bypass roads often allowed informal "ribbon" development to occur.
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*
Consideration should be given to providing funds for immediate development of access or frontage roads, on upgrading adjacent local roads and for local planning updates.
*
Efforts should be made to provide some allowable local access to new bypass roads to minimize undesirable access.
*
Air and noise quality improved with improved traffic flows provided by completed subprojects, particularly for new bypass roads.
*
For example, air quality and noise monitoring surveys conducted before (1995) and after (2003) the SURIP project along the new bypass roads and existing routes from which traffic was diverted indicate a general reduction (ranging from 5 - 13 %) in the levels of all measured parameters, including: -
Noise, Dust,
-
Hydrocarbons, Carbon monoxide, Carbon dioxide (CO 2 ), Nitrous oxide (NO 2 ), Sulfur dioxide (SO 2 ), Oxidants, and
-
Lead.
-
Main Sources of "Lesson's Learned" Information: 1. 2. 3. 4.
NJRIP and SURIP Final Evaluation Reports (consultant teams) Draft SURIP Implementation Completion Report (World Bank) Interviews and discussions with NJRIP and SURIP team leaders and members Direct experience from NJRIP and SURIP preparation and implementation
SURIP - World Bank-funded Strategic Urban Road Infrastructure Project NJRIP - ADB-funded North Java Road Improvement Project
Based on October 2004 surveys of local Environmental Impact Management Agencies (Bapedalda) and Design and Supervision Consultant (DSC) teams involved in the on-going EIRTP-1 project, the following types of impacts were identified as being most important concerns during subproject implementation: * * * *
Land acquisition issues for new ROW areas Compensation issues for other fixed assets from acquired ROW land areas Social unrest due to subproject activities Project-related traffic and public safety problems
The increased involvement and responsibility of the Bapedalda and other local agencies has been an important accomplishment under the EIRTP-1. Their active participation during the SRIP preparation and consultation activities, supported by the lesson's learned to date on Environmentaland SocialAssessment and Management Plan (ESAMP February2006
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recent, related projects has guided the assessment of the SRIP subprojects and design of this ESAMP. 4.8
Predicted Types of Environmental and Social Impacts
4.8.1
Summary of Predicted Types of Impacts by Construction Stages
The proposed types of civil works typically may create different types of environmental and social impacts during the following three stages: Pre-Construction Stage: Key impact concems for the types of proposed civil works and subproject areas include: * * *
Identifying local concerns and issues during subproject planning and consultations Incorporating local concerns and issues into detailed engineering design (DED) Land acquisition for needed Right-of-Ways (ROW) in the case of new bypass roads, Capacity Expansion subprojects and in several cases, Betterment subprojects
Construction Stage: Depending on the subproject type and size, it is expected that the construction period may typically last from one to two years in duration, followed by a one year contract "warranty" period during which the contractor is responsible for correcting any deficiencies in the completed work. A range of environmental impacts during the construction phase may occur that will require monitoring and management. Examples of such potential impacts include: *
Air pollution and/or increase in noise levels from asphalt mixing plant (AMP), air borne dust during construction activities, and emissions from work vehicles and equipment,
*
Water pollution resulted from the lack of facilities for disposal of oily or chemical wastes, disposal of excavated materials, used or waste material, and abandoned equipment or improper storage of materials and equipment,
*
Drainage or irrigation system impacts from excavation, materials storage or quarry activities
*
Increase in erosion and sedimentation during "cut and fill" and quarry activities and improper storage of excavated spoils or embankment materials
*
Potential disruption of traffic flows and increased public safety risks during road works and transport of materials
Such potential construction stage problems can be mitigated through regular monitoring and through the enforcement of existing regulations and standard operating procedures (SOPs) which are provided in Appendix E. The proposed SRIP Standard Bid Documents provide a range of general and specific contractual requirements to minimize potential environmental impacts during construction. These requirements include the need for the contractor to prepare and submitted mobilization, Environmentaland Social Assessment and Management Plan (ESAMP February2006
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traffic safety management and environmental management plans and schedules prior to start of construction. The important role of the "Engineer" (local Project Implementing Unit) in ensuring full compliance with the approved construction plans and activities is fully recognized. Post-Construction Stage: Key impact concerns following subproject completion can include: * *
Increased traffic volumes and related air, noise and public safety concerns Changes in land use and development patterns, particularly along new bypass roads
With the noted exception of new bypass roads, traffic forecasts for "with" and "without" project scenarios that traffic volumes along proposed subprojects will remain the same under either scenario, though traffic flows would be greatly improved as a project result. For the new bypass roads, predicted diversions to these bypasses will reduce vehicular traffic in the concerned urban areas by an estimated 30 -80 %, in line with overall project objectives and local initiatives.
4.9 4.9.1
Predicted Types of Impacts on the Physical Environment Soils
During road construction, typical earthwork activities and impact concerns may include the need for fill material or the requirement to dispose of excavated spoils. Most of the proposed subprojects are located on the very gentle terrain of the coastal plain, limiting the amount of required earthworks. Under GOI regulations, all fill material, selected embankment and aggregate must be obtained from permitted quarry sites, which are under the jurisdiction of local government agencies. The project contractors are directly responsible for selecting the licensed site that is used and for any required site rehabilitation. The proposed new bypass road subprojects will be constructed on embankments requiring the use of fill material. Typical quantities required for AWP-I subprojects are in the range of 150,000 to 200,000 cubic meters (cu. m) of common embankment and 50,000 to 100,000 cu m of selected embankment materials. These quantities are considered relatively moderate and ample supplies are available in the area. Any related environmental impacts can be addressed by current SOPs (Appendix E). In some areas, soil derived from drainage and common excavations that are unsuitable for road construction (such as clay) will have to be properly disposed of. As the quantities are generally small (in the range 10,000 to 40,000 cu m), the impacts are not expected to be significant and can also be addressed by the projects' proposed standard operating procedures (SOPs). 4.9.2
Flooding
The general subproject areas, particularly the NJTC, have a history of flood events. The construction of a road on elevated fill could restrict the flow of storm waters and increase upstream flooding levels. The impervious surface areas of the completed roads would also contribute to increase local run-off during storm events. Adequate consideration to crossEnvironmental and SocialAssessment andManagement Plan (ESAMP February2006
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drainage and flood water flows is required during detailed engineering design (DED) and designs reviews. 4.9.3
Ecology and Natural Habitats
The proposed subprojects involve areas that are adjacent to major national roads that have been historically devoted to agricultural, residential or commercial use. Due to their proximity to or passage through urban areas, the subprojects are considered as very unlikely to impact on any sensitive ecosystems, such as the natural habitats of rare or endangered species, forest land or established protected areas. This is supported by the environmental screening process conducted for all subprojects (Appendix C) to ensure that they do not impact on any such area or habitat. 4.9.4
Air Quality and Noise Levels
A key impact concern in the impact assessment of road projects is relative level of traffic volumes, before and after the project is completed, and how these traffic volumes may impact existing (ambient) air and noise quality levels as well as public safety. As detailed in the supporting SRIP feasibility and project preparation studies, with the noted exception of the new bypass roads, the proposed subprojects are not predicted to divert new traffic but will accommodate existing traffic volumes. As a result, increases in traffic volumes and corresponding air and noise impacts of the completed betterment and capacity expansion subprojects are predicted to follow regional economic growth patterns. Air emissions from road vehicles are a major source of air pollution. Vehicular traffic contributes a high proportion of carbon monoxide, hydrocarbons, nitrous oxides and particulates. Emissions of carbon monoxide and hydro carbons generally decrease as vehicle speeds increase. Stop and go traffic along congested roads typically produces the highest levels of emissions. Road improvements, such as the proposed SRIP subprojects, that allow traffic to flow more freely will tend to reduce vehicular emissions of air pollutants. Cumulatively, SRIP projects will have a positive impact on air quality. Other than by improving traffic flows, the reduction of pollution levels can only be achieved by implementing effective emission controls standards, using unleaded fuels and restricting heavily polluting vehicle types, such as those with two-stroke engines which are commonly used for local public transportation in Indonesia. There is no effective means of designing SRIP projects to ensure that ambient air quality standards are met. Where existing facilities, such as schools and hospitals, are located close to proposed projects, consideration will be given to moving them based on the results of local consultations. Noise is an important parameter for evaluating the impact of road subprojects, particularly in built-up areas or near sensitive facilities such as hospitals, schools or religious facilities. While tolerance to noise is often a cultural issue, experience elsewhere indicates such tolerance is reduced as living standards improve. Noise standards have been established in Indonesia but application and enforcement is still at an early stage.
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The results of a previous NJRIP noise modeling study indicated that the widening of the NJTC road from two to four lanes will increase noise levels 20 meters from the road centerline by between 0.2 to 3.2 dB(A) in 2014, an insignificant increase in ambient levels. This study noted that noise levels will be as high at night as during the day due to the high volume of buses and indicated that residences or other 'sensitive receptors": *
near an existing 2-lane road to be widened to 4-lanes will not be subject to a significant increase in noise but will continue to suffer from high noise levels;
*
along roadside urban areas where traffic volumes will be reduced as a project result will benefit from a slight but not significant decrease in current noise levels; or
*
near a new bypass will suffer a significant impact from the noise generated by the road
Various mitigation measures have been considered, such as noise barrier along sensitive areas or relocating these facilities. But specific for project area, mitigation measure to control noise during construction period can be carried out such as: * regulating the schedules of heavy equipments operation * Arrangement of the construction schedule, particularly on the close settlements * Very noisy construction machines will be placed as far as possible from the residential area and public facilities (hospitals, schools, etc) The evaluation of these and future mitigation alternatives should be based on actual noise studies. For example, the maximum noise reduction (attenuation) that can be achieved by as properly designed noise barrier is in the range of 15-18 dBA and the resulting noise levels may still be too high for these types of facilities based on international standards. Based on consultations to date, the proposed construction of such noise barriers may not be locally acceptable due to local ordinances limiting the height of frontage walls as will as concerns for blocked access and air circulation.
4.10
Predicted Types of Impacts on the Human Environment
4.10.1 Population Cumulatively, the SRIP projects are designed to address existing road transport bottlenecks, which is supportive of the economic development of these areas and Indonesia as a whole. The proposed bypass roads will compliment local initiatives to divert heavy vehicle, through- traffic outside of congested urban areas. 4.10.2 Land Use and Planning along New Bypass Roads The proposed AWP-1 includes the proposed construction of three (3) new bypass or ring roads which have been planned for many years. The construction of a new bypass may have a significant impact on existing community access as well as future land use and economic development patterns. Important impact concerns can include the accelerated conversion of adjacent agricultural lands and the inducement of "ribbon development" along new bypass Environmentaland Social Assessment and Management Plan (ESAMP February2006
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roads without proper planning and controls. Such secondary developments and uncontrolled access can also impact on the transport function and traffic flow of the completed subproject. The extent to which secondary, broader development impacts will occur, and where, is largely dependent on measure taken by the respective local government, effective land use planning controls and their proper enforcement through the building permit process (IMB). Proper enforcement of planning regulations and the use of the IMB process will be crucial in protecting the ROW and in limiting direct access to the completed new bypass roads. 4.10.3 Land Acquisition Land acquisition requirements for road ROW can have a significant socio-economic impact on displaced residents and businesses. A priority concern during the assessment of each subproject was the potential for social impacts of any required ROW areas. Land acquisition for AWP-1 subproject ROW's has been largely completed and social impacts (as measured by the number of displaced residents) are predicted to be acceptable for such a type of project involving highly developed areas. A summary of ROW land acquisition requirements and related social impacts for the AWP-1 subprojects is provided in Table 4.4. Of the total 22 subprojects proposed for AWP-1, only one (1) required land acquisition of additional ROW areas, the Soekarno - Hatta, Pekanbaru. All future ROW land acquisition requirements of proposed AWP-2 and 3 subprojects will be made in accordance with all current GOI regulations, World Bank Operational Procedures and SRIP loan agreements. A Framework for Land Acquisition and Resettlement will be agreed for SRIP to guide such activities, including procedures for community consultations and legal recourse in setting compensation values. A draft Framework is provided in Appendix D. Table 4.4 (i) ROW requirements AWP-1 Inter Urban Betterment No
Betterment Project AWP1
Structure On ROW Permanent
J
Structure on Pavement
Informal
Permanent
Informal
1
Cilegon - Pasauran
No
No
No
No
2
Pejagan - Losari
No
No
No
No
3
Semarang - Bawen
No
No
No
No
4
Pasuruan - Pilang
No
No
No
No
5
Karangampel - Cirebon _ __ _ _ _ __ __ ___
__ __ _
_ _ _ _
No _ __
__ __
_ __
Yes (small shop / _ _ _w
a ru n g)
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No _
_
_
_
No _
_
_
_
_
_
_
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Urban Betterment No 6 7 8 Remarks:
Betterment Project AWPI
Structure On ROW
Structure on Pavement
Permanent
Informal
Permanent
Informal
Paimerah Ring Road, Jambi Lingkar Barat, Palembang
No
Yes
No
No
No
Yes (fruit squater)
No
No
Daan Mogot, Jakarta
No
No
No
No
Daan Mogot will be part of Busway by DKI
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Table 4.4 (ii): Summary of ROW Land Acquiistion Requirements and Related Social Impacts, SRIP AWP-1
No.
Status of Land Acquisdion
Name of Proposed Subproject
ROW Area to be Acquired (sqm)
ROW Squatters
ROW Building Areas
ROW Land Areas
Building Area Number of to be Households Acquired Properties to be: (sqm) Affected Displaced
Number of Legal Structure to be Affected Displaced
NumberofSqatte Househol Structures to be: Displaced Affected
1
Karawang Bypass
Completed in 2001
0
0
0
0
0
0
0
0
2
Cianjur Ring Road
Completed in 2004
0
0
0
0
0
0
0
0
3
Cut Meutia Bekasi
Completed in 1976, Limited area to be acquired in 2004
1.025
20
5
303
19
5
No Data
No Data
4
Pemalang-Pekalongan
Completed in 2004
0
0
0
0
0
0
0
0
5
Brebes-Tegal Bypass
Completed in 2004
0
0
0
0
0
0
0
0
6
Semarang NRR, Ill P-2
Completed in 2004
0
0
0
0
0
0
0
0
7
Widang -Lamongan
Completed in 1996-June 2004
0
0
0
0
0
0
0
0
8
Ngawi Eastem RR
Completed in 2001/02
0
0
0
0
0
0
0
0
9
Bandar Lampung Bypass +2 Brdges
Completed in 1985
0
0
0
0
0
0
0
0
10
JI. Soekarno-Hatta, Pekanbaru
To be acquired in 2005
No data
478
No Data
No Data
No Data
No Data
0
0
11
Boyoli-Kartosuro
Completed
0
0
0
0
0
0
12
Demak Bypass
Completed in 1998
0
0
0
0
0
13
Semarang - Demak
Completed in 2004
0
0
0
0
14
Kabuyutan Bndge
Completed in 2002
0
0
0
0
Stil being
Stil being
0
0
0
0
0
83
83
0
0
0
0
prepare by bcal prepare by ocal Govl Govt
Remarks : Cut Meutia wAllbe part of JBIC project
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4.10.4 Relocation and Resettlement A basic consideration in selecting the AWP-1 subprojects was the absence or minimal need for relocation or resettlement of displaced persons from required ROW areas. As a result, the proposed AWP-l subprojects do not involve significant relocation and resettlement issues, as summarized in Appendix C. Based on past experience and results of socio-economic surveys, most displaced businesses and residents will prefer to "move back" and rebuild their structures and commercial activities outside of any new subproject ROW. A key concern is that the agreed level of cash compensation for displaced land, building areas and fixed assets is adequate and reflect replacement costs and market values. Significant appreciation in real estate values typically occurs as a direct result of completing a new bypass road project, to the economic benefit of local land owners. 4.10.5 Social Impacts The SRIP subprojects are intended to address a pressing social need for an adequate national road transport network. The economic analyses conducted for the proposed subprojects support the conclusion that significant benefits (positive impacts) can be attributed to these activities. The proposed construction of several new bypass roads may serve to divide existing communities. This problem can be relieved by providing adequate and safe means of pedestrian and vehicular crossing and access, with consideration for existing paths and local habits. 4.10.6 Public Safety Provision of urban bypasses will almost certainly contribute to reducing accident rates. Society will benefit in terms of lives and injuries saved, reductions in damage to vehicles and property, and reduced hospital and police costs. Historically, the number of reported accidents in Indonesia has generally followed the increase in number of vehicles. Available statistics on traffic accidents in the NJTC indicate that some 30% of these accidents were head-on collisions. Such types of accidents could be significantly reduced as a result of medium dividers provided in many of the subproject designs. Traffic control and provision of temporary diversion routes during construction activities are provided for under the SOPs and contract documents. 4.10.7 Cultural Resources Cultural resources can include a range of sites, structures and practices that have unique archaeological, historic, religious or social value. Based on current project designs, recent field surveys and available information, no significant impacts on cultural resources have been identified to date for the proposed subprojects, beside the cemeteries that identified on 3 sub projects in AWP I and I cemetery for each AWP 2 and 3. Among 7 cemeteries identified as sensitive spots, 3 will be relocated and 4 will be protected as they are with appropriate respects during the construction period. Procedures governing the chance discovery of such artifacts and Environmentaland Social Assessment and Management Plan (ESAMP February 2006
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sites during any project excavation activities are provided by Republic Act (UU / Law's) No. 5/1992 and included in the projects' standard operating procedures (SOPs). (Summary of Tracer Study and LARAP for each sub projects are attach in the ESAMP Report)
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5.
ESAMP
Analysis of Alternatives
During the SRIP preparation studies, various alternatives were considered and analyzed in the process of developing and prioritizing the currently proposed subprojects and overall investment program. Several key considerations in evaluating alternatives were: *
Road transport is the major means of transport in the country and is seriously constrained in the strategic Java and Sumatera national road networks addressed by SRIP. Recent reports by the World Bank, including Averting the Infrastructure Crisis (2003)
have concluded that a lack of investment over the past five years is a major threat to Indonesia's economic development. Based on these comprehensive studies, capacity constraints, "bottlenecks" and other road transport problems that existed prior to the 1997 Financial Crisis are re-emerging and must be addressed to ensure that economic development is not constrained and quality of life is maintained. Road traffic volumes throughout the national road network have rebounded and are now above pre-1997 levels. Even at currently relatively low (4 %) economic growth rates, road traffic is expected to grow 5 - 10 % per year for the foreseeable future based on these studies. *
Historically high levels of development and human settlement on Java, where some 60% of the country's population lives on some 6 % of the country's land area. The highest population densities and level of development is found along the north coast of Java where most of the SRIP subprojects are located. Such high levels of development and population severely limit the options for alternative road alignments and capacity expansion.
*
While alternative modes of transport exist along the north coast of Java, including rail, air, toll roads and coastal shipping, related studies supported that investments in the road sector are complimentary to these other transport modes.
*
Project objectives to help meet short- to medium-term problems and needs along strategic sections of the national road network. In general, most of the subprojects had been identified and proposed under previous projects and many of the ROWs acquired but implementation had to be postponed due funding constraints following the 1997 Asian Financial Crisis.
The SRIP Project was conceived as a program of integrated urban and inter-urban road projects, with similar objectives and components to that of the SURIP and EIRTP projects but with each subproject tailored to address particular problems in different geographical areas and/or cities of different sizes. The road components are expected to meet both the short- and medium-term needs along the proposed road links and areas, and will be largely concerned with the relief of congestion and improvements on, and linkages to, the strategic national road system.
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5.1
ESAMP
National Background to the Road Component
The current national five-year development plan (PROPENAS), sets out the GOI's continued commitment to: *
The devolution of responsibilities and resources for urban infrastructure management from central to local governments; and
*
The further integration of all major infrastructures planning and programming.
Within this development framework, there is a fundamental requirement to maintain an adequate road based system of transport that fulfils both regional and urban needs. This requires coordination of regional infrastructure investment and investment in urban areas.
5.2
Trans-Java Highway (Toll Road)
The GOI is reportedly renewing its long-term plans to pursue initiatives to construct a new highway from Jakarta to Surabaya and thence to Banyuwangi. Indications are that legislation is to be introduced soon that will encourage private sector investment in the project. The planned new toll road developments are shown in Figure 5.1. Current planning suggests that this development could be in place at the earliest by 2015. Earlier work on the World Bank-funded Java Arterial Roads Network Project (JARNS) and the SURIP Phase IB Feasibility Studies assessed the impact that such a new toll road might have on investment in the North Java Corridor and future traffic volumes on the existing North Java Transport Corridor (NJTC) road network. This work has been reviewed and it has been determined that such a toll road might cause up to 30 % loss in benefits to improvements in the public road network such as proposed under SRIP. This estimate is influenced by several factors: a) The amount of traffic diverting to the toll road will clearly be dependent on the level of toll charges. If the toll roads are to be financially viable then charges will have to be substantially higher than those currently levied. b) Much of the traffic throughout the length of the corridor involves short to medium length joumeys for which use of the Toll road will only be made if the traffic on the NJTC reaches high saturation levels. Under the current growth projections the capacity of most of these sections of the NJTC will again be experiencing relative saturation levels at Peak Flows from 2015 onwards, causing more vehicles to divert and take advantage of the reliability of improved journey times on the Toll road over use of the existing routes.
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FIGURE 5.1 PUN NED TRANS JA,4VA HIGHVWAY ( TOLL ROAD )
W'1L.YAH IIA\ ['11ASARANA PEOW kllblS4 ElO I JI'ITUIA A D.L \YAII DEAA 4DIREVlORAT JE\DErAL T.T4PERASAAV
~~~~cr
,~ Lon9.(..............
l
.
S 'olo
F
- 1-'''''-'::'---:':''
~~~~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~
*%4,
.
e ----X I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~----
J.1n
c
To! Oper...i:
JAIAN TOL MASAKONSTHUHSI JUDANLANJUTKEPPRES15:F BATCH, - HATCHIi
I 1
0
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5.3
ESAMP
Evaluated Subproject-Specific Alternatives
A range of subproject-specific alternatives considered during the SRIP preparation and evaluation process. These evaluations utilized the Highway Design Model - 4 (HDM-4; developed by the World Bank) and specifically included analysis of the following alternatives: *
"Do-nothing" / "do-minimum" alternatives, limited to filling pavement cracks and potholes;
*
"Business as usual" involving regular periodic maintenance, such as pavement resealing every 3 years and maintenance pavement overlays every 5 years;
*
Subproject proposals, ranging from betterment pavement overlays and strengthening, widening and capacity expansion to new bypass alternatives around constricted urban road sections. Various possible design cross-sections alternatives were also evaluated for each subproject based on existing and projected traffic volumes and cost-benefits of such investments.
A basic consideration in evaluating and prioritizing the AWP-1 subprojects was that they involved improvement or widening of existing road alignments or completion of projects that had already been planned and for which a ROW had often already been established. The principal choice was therefore between the "with' and 'without" project scenarios following these existing alignments. The "without" project, do-minimum alternative would lead to increasing traffic congestion and environmental degradation in the urban areas through which many of the existing routes pass until such time that these proposed projects can be completed using local funding resources. From an environmental and social impact perspective, important selection criteria for AWP-1 subprojects included: *
Proposed activities were consistent with local or regional development plans;
*
Land acquisition for ROW was more or less complete; and
*
Significant environmental impact were not present, but
*
Significant social impact was found
In evaluating the feasibility of future AWP-2 and 3 subprojects, environmental and social issues are expected to play an increasingly important role in the alternatives analysis due to scheduling, cost and administrative considerations in addressing significant project impacts under current procedures. All future SRIP subprojects will be subject to the ESAMP process, involving several stages of Bank reviews and approvals. Whenever significant issues are Environmentaland SocialAssessment and Management Plan (ESAMP) February2006
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involved, these projects will be subject to the preparation of an AMDAL, and/or LARAP, detailed levels of study which consider project-specific alternatives through local consultations. The summary of route option of SRIP sub projects described on Table 5.1.
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Table 5.1 SRIP SUMMARY ROUTE OPTION AWP 1
NO.
SUB PROJECT
Type
Length km
1
15.07
Soekamo -Hatta, Pekanbaru
Capex
ROUTE OPTION By Feasibility Study IRR Length Route Option % km Left 81 1.85 Center Line Right
!___________________________ 2
18.1
13.224
81
'4
Capex
Left Center Line
18.1
80
'J
JI. Cut Meutia, Bekasi
3.05
Capex
Left Center Line
Rasional Reason/Remarks
Center line position same with the existing (expansion to the rght and left side of the road) Center line moved to the nght side of the road (expansion to the right side of the road) Center line position same with the existing (expansion to the nght and left side of the road)
80
Right 3
i
________________
___________
BandarLampung Bypass
Selected
3.05
68
'4
Center line position same with the existing (expansion to the nght and left side of the road)
19.876
62
i
Center line moved to the right side of the road (expansion to the rght side of the road)
2.225
20
'4
Center line moved to the nght side of the road (expansion to the rght side of the road)
20.11
68
4
Center line position same with the existing (expansion to the right and left side of the road)
4.4
49
'4
Center line moved to the nght side of the road
5.5
38
1.7 9.8
77
Right
4
5
6
Pemalang -Pekalongan
Semarang NRR
Semarang - Demak
19.88
2.23
20.11
Capex
Capex
Capex
i_________
7
Demak Bypass
4.4
Capex
Left Center Line Right
-
Left Center Line Right
-
Left Center Line
-
-
Right
Left Center Line Right
(expansion to the nght side of the road)
8
Widang Lamongan
9
Boyolali -Kartosuro
5.5
Capex
15.4
Capex
Left Center Line RightLeft Center Line Right
10
Karawang Bypass
11
Cianjur RR
12
Brebes -Tegal Bypass
11.47
New Road
7.5
New Road
17.05
No Option
National Route AltematNe2 Altemathe3 Northem Bypass New Road Short Bypass ,Long Bypass
13
Ngawi Ring Road
10.73
New Road
No Option
3.9
11.47 7.9 7.5 8.7 4 9
Gas pipe on the rght side road
'4 _
_
18 29
'4
31
18.4
15
10731
31
4
expansion to the left side of the road 1,7 km expansion to the rght and left side 9.8 km expansion to the rght side of the mad 3.9 km Land available, Completed the ADB programme High populated residential area Paddy area, short distance Paddy area, long distance ConseRvation area Populated residential area Open area (rce field and fish ponds)
Land available, Bridge have constructed
Remarks: Cut Meutia will be part of JBIC Project
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5.4
ESAMP
Alternative Design and Construction Considerations
To the extent possible, the design considerations of these AWP-I subprojects have served to minimize potential impacts by avoiding congested urban areas. Various other design and construction altematives were considered in the process of evaluating each AWP-1 subproject, including: * * * * * *
number of travel lanes; cross-section alternatives; road access control; provisions for pedestrians and un-motorized vehicles; intersection configuration alternatives; and staged project implementation
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6
ESAMP
Environmental Screening and Management
As applied under SRIP, the purpose of environmental screening is threefold: 1. To determine whether there are likely to be any significant environmental impacts in any of the defined sub-projects. 2. To determine the appropriate environmental management approach, including application of environmental management and monitoring procedures (UKL / UPL) or a detailed environmental impact assessment (AMDAL) based on Minister of the Environment Decree's No. 17, year 2001 (KepMen LHNo. 17/2001). 3. Most specifically, screening of all SRIP sub-projects to ensure that the appropriate regulatory and statutory requirements are met and that they are used as an effective means of reducing or eliminating any significant adverse impacts.
6.1
Summary Results and Recommendations
Summary results and recommendations of the completed environmental screening process are provided in Appendix C for all currently proposed SRIP subprojects. Based on the conducted screening process and reviews by the DGH, Bapedalda and World Bank Project Preparation Missions, the additional studies that have been or will be prepared to support further subproject reviews and approvals include as of the September - October 2004 World Bank Preparation Mission the following supporting studies: Annual Work Program I (AWP-1): Feasibility Studies LARAP Study Tracer Study AMDAL Study UKL / UPL Study
Required - Required - Required - Required - Required -
for 14 subprojects for I subprojects for 10 subprojects for 3 subprojects for 10 subprojects
Annual Work Programs 2 and 3 (AWP-2 and 3): Feasibility Studies LARAP Study Tracer Study AMDAL Study UKL / UPL Study
- Required - Required - Required - Required - Required
for 10 subprojects for 15 subprojects for 2 subprojects for 3 subprojects for 13 subprojects
Copies of all completed studies are to be provided to the World Bank and the concerned local government agencies for their review and approval prior to final approval of subproject funding and issuance of the Bank's No Objection Letter (NOL) for bidding and implementation. Environmentaland Social Assessment and Management Plan (ESAMP) February2006
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6.2
ESAMP
Recommended Approach to Environmental Management
Based on current information and screening results, some of the proposed SRIP subprojects will require the preparation of either UKL / UPL, AMDAL and/or LARAP & Tracer studies. All such subprojects that require such detailed studies will be provided with specific environmental and social impact management guidelines and action plans, which are subject to review and approval by the World Bank prior to issuance of a subprojects' No Objection Letter (NOL) by the Bank allowing the subproject to proceed to bidding and construction. Environmental management measures for the majority of SRIP subprojects that do not require more detailed studies can be provided by relevant sections of the SRIP Standard Bid Documents for both International Competitive Bidding (ICB) and National Competitive Bidding (NCB). These respective documents, prepared in English and Bahasa Indonesia, are based on the international (FIDIC) standard, with specific sections on environmental management measures that were developed under the World Bankfunded ISEM project. As a result, the issued SRIP Standard Bid Documents provide a comprehensive range of environmental management and monitoring measures that can address the specific needs of these subprojects. A summary of these environmental management sections provided in the SRIP Standard Bid Documents is included as ESAMP Appendix E. It is important to note that these sections and requirements represent sections of an agreed and signed contract, and thus have legal bearing on the contractor and Engineer. The Recommended Approach applied to all AWP I sub projects, but for AWP 2 and 3 sub projects candidates are not yet applied, since they are still due to changes. The process of recommended approach is shown on Figure 6.1
6.3
Roles and Responsibilities for Environmental Management
The effective implementation of the ESAMP will be the responsibility of the relevant government agencies at the Regional, Provincial, City and District (Kabupaten) levels of Government. Oversight of and guidance on ESAMP implementation will be provided by the SRIP Project Management Unit (PMU), which is supported by a Core Team Consultant (CTC) and Regional Design and Supervision Consultants (RDSC). The CTC team will include environmental specialists who are directly involved in screening subprojects for potential impacts and monitoring implementation.
Environmentaland SocialAssessment and Management Plan (ESAMP) February2006
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Figure 6.1
Proposed SRIP Process for Progressively Assessing, Reviewing And Documenting Subproject Impacts and Management Measures
Long List of Potential Subprojects
Annual Work Program (AWP) prepared and
Short List of Proposed Subprojects
submitted for No
CTC conducts initial screening of subproject
,
Objection Letter (NOL)
feasibility and
PMU / Bank reviews &
safeguards
approves 1. RDSC inputs / design details 2. CTC checks / evaluates 3. Confirm screening results with Bapedalda and others 4. Sievisits and meetings 4. Site visits and meetings
'I,
SubDit Reviews
CTC Reviews
____ r- - - - - - lTracer
I I
Conduct Detailed Studies LARAP, (UKL/UPL, & AMDAL) with guidance from SubDit and CTC
Studies prepared by local agencies / government with CTC guidance & support
r
World Bank reviews
4 NOL issued? Approved studies included in Bid Documents
Dinas PU / Bapedalda / Bupati reviews / comments / issues letter of recommendation
-*
P3JJ / Contractor implement Subproject with Monitoring and Reporting provided by RDSC / Bapedalda. CTC monitors and reports on overall project, including requirements / action plans of Detailed Studies
Environmental and Social Assessment and Management Plan (ESAMP) February 2006
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Strategic Road InfrastructureProject(SRIP)
ESAMP
The RDSC will be responsible for supporting design preparation, supervising construction and monitoring on-site compliance with the contract requirements of the issued SRIP Bid Documents which include a wide range of environmental management measures as standard operating procedures (SOPs). Specific sections of the SRIP Bid Documents conceming environmental management measures are provided in the ESAMP appendices for reference. Key environmental management activities and responsibilities during the typical construction cycle are summarized in Figure 6.2. Based on the type of proposed activities and subproject areas, some subprojects will involve land and building acquisition or resettlement to provide needed right-of-way (ROW) areas. The project framework and specific processes for such activities is provided in detail for any subprojects that might involve ROW land acquisition and/or resettlement. These ESAMP chapters incorporate provisions established under the project's Land Acquisition and Resettlement Policy Framework which will form part of the SRIP Loan Agreement, a copy of which is included in Appendix D. Following the practice adopted under EIRTP, the ESAMP will be translated into Bahasa Indonesia and distributed to all implementing agencies and consultant teams as part of the Project Implementation Manual (PIM). Copies will also be provided to concemed Bapedalda and stakeholders to support their roles in environmental management. To support overall project implementation, copies of the finalized ESAMP will be made available from their website (wvw.worldbank.orz) as well as distributed to the Public Information Centre (PIC) established by the World Bank in Jakarta. In order to implement this ESAMP, such training program is proposed at regional level to disseminate all safeguard policy of The World Bank and GOI containing environmental and social requirements such as AMDAL, UKL/UPL, Land Acquisition and Resettlement Framework and Procedures and also the document required. The training participants are Provincial / Kabupaten / Kota Government such as Bapedalda, Public Works Agency, Bappeda, and other related stake holders.
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ESAMP
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Figure 6.2
General Relationship of Environmental Activities and Typical Sequence of Civil Works
Figure 6.2
1.1 1.2 1.3 1.4
General Relationship of Environmental Activities and Typical Sequence of Civil Works
1. Pro-Contract Period Conduct Screening Conduct Consultations Conduct Detailed Studies Complete Land Acquisition
2.1 2.2 2.3 2.4
Order of Responsibility CTC, RDCS, BAPEDALDA
2. Pro-Construction Period Rer,ew Contractor Plans Public Information Conduct Consultations Apply Studies & SOPs
3.1 3.2 3.3 3.4
3. Physical Construction Perion EnmAronmental Management Requirements Monitor Implementation Monitor Implementation of Agreed Results of Consultations &Studies Conduct Regular Site Monitoring &Consultations as Required Document Actiuxties in Monthly Progress Reports
of
Responsibility RDSC, RTC
Otder of Responsibility Dinas PU/DSC, Contractor, BAPEDALDA, RDSC, CTC
Order of Responsibility Dinas PU / RDSC
4. Post-Construction 4.1 Document Compliance 4.2 Evaluate
GENERAL SCOPE AND SEQUENCE CONTRACT PODD Notos 1. E-ranps shown s fr. contracts 2. Dagram not to s.a3. Actual sequence and trnng of .ctctttes to be deternined by the Eng-ee, based on the Scope of Works for each Contract.
GENERAL ACTIVIlES: Mobilization of Equipment and Personnel Drainage aeld Survey Pvmnt P- Stuctures Design RevoAofRev,sion bytht Ergneer
PEtOD ROUTINEMArJNANCE
4
Laboratory rcntdete
nmbdeatmn
FcOD
FINAL HAND
OVER
TAKBr OVER
Cornpte
Field
4-Survey rnet ConstructonDDsqn and Quant.dls suc G
RENSTATEAENT AND MINOR WORK ACTIVTI1ES: Paement Shoulders Ditches, Drains., Cutting and Embankments Road Fumiture Bridges MAJOR WORK ACTMI:ES: Earthworks Drainage Base Course Shoulders Surtaang -substantiab Studtures Remedial Works (if any) ROUTINE MAINTENANCE ACTfVlBES Pavement, Shoulders, Ditches, Drains, Cutting and Embankment, Road Fumiture, Bridges, Traffic
DErECr LABL
CONSTRUTON PBD MOBLIZATION PERIOD
4
-
tonor Works C-rpdt.
ayt-tCnomplete Dra-nage Cr-otruct-o onp4ete
htensrue Roctmn hklonen-ce Penod
Reqular Monthly Rout-n- hnten-nc
tras n--essaYl
Flow
EnvironmentalandSocial Assessment andManagement Plan (ESAMP) February2006
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i
Il
Strategic Road InfrastructureProject(SKIP)
7
Stakeholder Consultation
7.1
World Bank Guidelines
ESAMP
The World Bank outlines various consultation processes necessary for Environmental Impact Assessment (EIA) and Involuntary Resettlement. In essence, the Bank requires consultation and participation at all stages of the planning and design process and recommends that consultation should start at the earliest opportunity. For Environmental Assessment the Bank requires that the borrower consults project affected groups and selected NGO's about the subproject's environmental aspects and requires that the borrower takes their views into account. The borrower should initiate such consultation as soon as possible. For Category A, projects the borrower should consult these groups at least twice, firstly shortly after environmental screening and before the TOR for the EIA are finalized, and secondly once a draft [I'A is prepared. In addition the borrower consults with such groups throughout project implementation as necessary to address EIA related issues that affect them. For meaningful consultation, the borrower should provide relevant material in a timely manner prior to consultation and in a form and language that are understandable and accessible to the groups being consulted. For Category A projects, the borrower should provide a summary of the proposed projects objectives, description, potential impacts: for consultation. After the draft EIA report is prepared, the borrower provides a summary of the draft EIA conclusions. The draft EIA must be made available to all affected groups and NGO's. For all matters connected with Land Acquisition and Compensation, the Bank requires that all displaced households be given full information on the regulations conceming valuation levels of compensation for their property and be given information on their specific compensation at the earliest opportunity. When dealing with Involuntary Resettlement, the Bank requires that involuntary resettles be involved and consulted at the earliest opportunity. The resettles must be informed and consulted during the preparation of the resettlement plan about their options and rights. They should be able to choose from a number of acceptable resettlement alternatives. Consultation can take place through formal or informal leaders and representatives and or NGO's. Particular attention should be given to vulnerable groups such as indigenous people, ethnic minorities, the landless and women. Host communities must also be consulted and informed at all stages in the process. 7.2
Summary of Government of Indonesia Stakeholder Consultation Process
The Government of Indonesia has various consultation processes that are relevant to the road planning and design process. Environmentaland Social Assessment and Management Plan (ESAMP February 2006
-.
127
Strategic Road InfrastructureProject(SRIP)
ESAMP
For road projects there are basically five elements of stakeholder consultation. 1. Consultation on the preparation of a regional road program and the planning and design of individual subprojects. 2. Consultation for land acquisition and compensation for land, buildings and immovable property. 3. Consultation for resettlement. 4. Consultation for rehabilitation 5. Consultation for environmental impact assessment preparation.
7.3
Consultation for AMDAL Preparation
The Decree of the Head of BAPEDAL No 08 and 09 in the Year 2000 outlines the general procedures for AMDAL preparation and consultation procedures. For AMDAL preparation, the community and all stakeholders are consulted at various stages in the process as outlined below: *
* *
*
*
The Project Manager should announce the proposal for AMDAL preparation to the local community and Bapedalda should be consulted. The project manager would then arrange for the ANDAL TOR to be prepared and inform the community and Bapedalda accordingly. The community gives any comments to Bapedalda and the Project Manager The Project Manager should obtain data and then prepare the Terms of Reference for the ANDAL. The ANDAL TOR is then submitted to the Evaluation Committee (comprising representatives from Bapedalda, MPW and other involved institutions) to be reviewed. Consultation should take place with Stakeholders and NGO's. Within 75 days, the Evaluation Committee should deliver the ANDAL TOR to the Project Manager who will arrange for preparation of the ANDAL, RKL & RPL. The Evaluation Committee will evaluate the completed ANDAL, RKL and RPL within a period of 75 days. During the evaluation should be consultation with the community and NGO's. After refining the ANDAL, RKL and RPL the Evaluation Committee will recommend that the document to be approved by the respective Bupati or Governor and applied under the project.
All of the stakeholder consultations were carried out for each SRIP sub projects in AWP I are described on Table 7.1 below.
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Table 7.1 SUMMARY OF ENVIRONMENTAL PUBLIC CONSULTATION FOR SRIP SUB PROJECT
No.
Sub Project
Dates and Places TOR
AMDALUKU UPL ANDAL
~
Attenda nces (Person) NGO Local Gov.
Comment
Major Issue
1 JI. Cut Meutia, 13 February 2004, Bappeda Meeting Bekasi Room
4
12
The construction have Local Gvemment through Bappedalda will monitor the implementing of construction, and the ESAMP mentioned that the construction to concider the surrounding settlement will impacts the settlement in minimal.
All Sub
1 September 2004,
18
66
Public participation in
Public can participate in monitorng and supenise the anti
Projects In Java
Pondok Serata, Semarang
anti corruption, complainning mechanism, and social issue Squatters on ROW, the enmronmental management durng construction perode
corruption by becoming a member of anti corruption comitte or not. The Local Gowemment will create an independent body which will handle public complaining. Social issue will be handle by conduct some socialization to accomodate public perseption. it is suggested that Local Govemment giw some allowance for illegal squatters in ROW, but the amounts will depends on Local Govt policy. The env. management dunng construction period had mentioned in UKUUPL document and it will be implemented and
2
13 April 2004, Tata 3 Semarang Northem Ring Praja Assistance Road Meeting Room, Semarang City
4
20
7
13
lIegall Squaters
10
25
Land acquisition will be conducted appropriate with World Bank and Land acquisition, complaining mechanism GOI procedures and there will be a recalculation for PAP numbers in Soekamo-Hatta Pekanbaru. Public can directly or indirectly complain to project manager and it will be followed up with
5
14
land acquisition
Land acquisition will be conducted appropriate with Wodd Bank and GOI procedures, and the compensation will giw based on the agreement between the PAP and land acquisition comitte.
2
22
Water quality
4
19
Irrigation network, school relocation
Mitigation of water quality pollution have mentioned on RKL and RPL document, and it will be implementing under the supeNision of Bapedalda. If it's not, the community can directly complain to Bapedalda. Relocation of the affected school had been planned and the land have been provided by the Local Govt. The construction will be implemented in the year of 2005. The damage of irrigation network will be minimalized and it will be re built appropriate with road
supervised by Bapedalda.
4
Bandar Lampung Bypass
5 All Sub Projects In Sumatera
25 Maret 2004, Kantor Kecamatan Kedaton Bandar Lampung 12 October 2004, Ibis Hotel Pekanbaru
-
Local Gowemment will give some allowance to illegal squafters on ROW according to Decree of Mayor of Bandar Lampung and the squatters requested to move before construction implementaion
appropriate UKLUUPL docs.
6
JI. Soekamo- 10 October 2003, Aula Kantor Camat Hatta, Tampan Pekanbaru
7 Cianjur Ring Road
-
16 March 2004, Aula Kantor Andal Kab. Cianjur 19 May 2004, Hotel Sanggabuana, Cipanas
-
_______ __________________
Environmentaland SocialAssessment and Management Plan (ESAMP February2006
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~allignm ent.
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ESAMP
Strategic Road InfrastructureProject (SRIP)
No.
Sub Project
Attendances (Person) NGO Local Gov.
Major Issue
Comment
16
The implementation of the Enuronmental ManagementUMonitorng Plan (ESAMP)
The ESAMP will canied out by independent consultant under supervsion of Bapedalda and Local Gowemment will create an independent body to handle the community complainning related to the ESAMP implementation
22
drainage system
The Detailed Engineering Design (DED) of the bypass have included the drainage system and it will not change the water flow of drainege system, it means the existing paddy field will still get water from the future system.
11 May 2004, Kec. Kauman
land acquisition
The land acquisition had been conducted on the year 2001 -2003, but there's still small numbers of PAP that not acquisited yet. The process will be carried out appropriate with the GOI regulation and agreement with the PAP.
12 February 2004, Kec. Sayung Semarang Regency
Project implementation, Implementation of project estimated on beginning of 2006, but it still reduce traffic accident tentative. Traffic accident will reduce by added the traffic signals and improw the traffic management
TOR 8
UKLt UPL
AMDAL
Dates and Places
Brebes - Tegal 14 January 2004, Kantor Kecamatan Bypass Brebes
ANDAL S
15 January 2004, Kantor Kecamatan Wanasari 9
Pemalang Pekalongan
10 SemarangDemak
11
Ngawi Ring Road
13 January 2004
1
24 April 2004
-
12 Palmerah Ring Road, Jambi
22 June 2004
13 WidangGresik
29 Desember 2003
-
disturbance of Irrigation The project will re-build the irrigation network and will not cause any damage to existing paddy field network
11
-
6
26
change of land function aflter the road operation Impacts on construction period, public utility operation during construction period
impacts caused by land function changing will be minimalized by establishment a new urban planning and controling The project manager promise to keep the public utility operate as usual during the construction perod, and it will not bring any harm to public utility. Impacts on construction time will be handled according the UKLtUPL document.
reboitation, traffic accident, drainage for paddy field
Local Govenment sure that the construction will not damage the rigation network and traffic accident will be minimalized by improving the traffic management
Remarks: Cut Meutia will be part of JBIC project
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Strategic Road Infrastructure Project (SRIP)
7.4
ESAMP
Public Disclosure
This ESAMP will define the agreed general processes that will be applicable to all road projects within Indonesia. In accordance with World Bank procedures the document will, when approved by the Bank, become a publicly available document and will be available on the Intemet and on hard copies for the public. It will therefore be appropriate for the key features of this document to be made public in Indonesia and should be published nationally and locally for the community at large to see but in particular NGO's and Community Groups and all levels of Government. The GOI will take appropriate steps to ensure that all project-affected groups and institutions are made aware of the contents of the ESAMP and its implications nationally and on specific road developments. Project workshops will provide an initial basis for general public disclosure but there will be further and ongoing consultation and disclosure activities, including general dissemination of the key contents of the ESAMP as part of the SRIP Project Management Manual (PMM). 7.5
Recommended Approach for Stakeholder Consultation
The World Bank-funded-Institutional Strengthening in Environmental Management (ISEM) Project prepared a set of procedures, processes and guidelines connected with stakeholder consultation. They incorporated the requirement of both the GOI and the World Bank and were accepted by both parties as the future approach for consultation. The ISEM approach has been refined and simplified to form the basis of this ESAMP. The key features of the consultation process are: * * * *
* * *
Consultation with all affected stakeholders will take place during all phases of the road development process. Consultation with all affected stakeholders will include information on all laws and regulations. Consultation can include meetings of various types and sizes, house to house surveys, publicity through hand outs, local press and radio, and individual family consultation. All levels of Government will be involved in the consultation process from the Govemor, Province Level institutions (especially MPW) and local government institutions. Adequate time will be given to the consultation process including time for disputes and objections. Consultation will be transparent and stakeholders will be given full information on the project, the processes, and stakeholder rights. NGO's and other stakeholder groups will be involved at all stages of the consultation process through the coordination of Bapedalda and the establishment of regular liaison meetings between NGO's and Bapedalda.
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ESAMP
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Universities close to the project areas will be actively involved in assisting in the consultation process and providing technical backup where necessary. Local Government will conduct intensive awareness campaigns among PAPs, to provide information about planned subproject activities, intended benefits, and possible sub project impacts. Awareness and consultation will be conducted together with social economic survey among all PAP and related stakeholders. These activities can be conducted through open discussion, FGD (focus group discussion), dialog, or other ways appropriate to local condition. Consultation means to accommodate the opinions/aspirations, and suggestions of PAPs and related stakeholders about land acquisition and resettlement policy and strategies.
* *
*
*
Figure 7.1 Flow Chart of Consultation of Road Network Sistem Planning (On Planning Stage) PROPONENT
8APEDALDA
BAPPEDA
CUMMUNITY
OTHER STAKEHOLDERS
1).Concept for network sistem plan by region and locabon also directdiscussion with s.akeholders.
Studyconceptoroad networksystem planning..... (1)
2). Meetingand direct
l Prepareconcept of road network .(2) planning
REMARKS
discussion with Stakeholders Give input concerning environmental requirement ...(3)
Give input conceming spatial planning applicabon, coordinabon of development program and spabal planning according Rensta Pemda (5 year Strategic Regional (4) Plan) ....
Give input concerning (5) sensitive areas..
Give input to updating of road network sistem plan... (7)
Screening of inibal environmental of road network planning ...(8)
Environmentaland Social Assessment and Management Plan (ESAMP February2006
Give input according to the relationship, e.g. -Depdikbud (Ministry of Education and Culture) about historical, cultural relict. -Ministryof Forestryabout foreststatusand areas conservation of -Ministry Communication about transportation network... (6)
3) Included conformitywith Strategic Plan of Local Govemment
4). Its mean all programs for areas development which neededlforcapexand new mad construction. 5). Includingmechanism of specdtcregionalaction.
6) Including patemof suistainable development
7),8). Use guidelines of EIA implementaton, espeaallyfor envoronmental screening.
132
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Strategic Road InfrastructureProject (SRIP)
Flow Chart of Consultation of Road Route Feasibility (On Feasibility Study Stage)
PROPOECNT
BAPEDALDA
BAPPEDA
COMMUNITY
1). Refferto prefeasibility studyresult.
Review selected road corridor ... (1)
Study prepered corridor and make feasibility study of road route alternative ...... (2)
2) Reffer to current guideline
Conduct consultaton of route alternative)4,5,)Btehia feasibilitye...v(3)
Prepare EtlAdocument concept (if needed) and forwarding to EIA Assessor Commission for Assessment .... (7)
REMARKS
S TAKEHOLDERS
ElAAssessor Commission meeting for examining EIA document concept .... (8)
Give input conceming the conformityof development program, local specific interest (4)
Give comment and inputfor assessing in process AMDAL agrrement .... (9)
ie input conceming sensitive areas, value land etc (5)
Give comment and inputfor assessing in AMDAL process agreement ...(1O0)
Give input for land and forest cases In assess forAMDAL process agreement: BPN / KEHUTANAN Ietc .... (6)
Give comment and inputforassessing in AMDAL process agreement ...... (11)
mee)bng conducted by mee onde d stakeholder
7),8),9),10),11) Refferto ANDAL preparabon flow chart.
Decided preferred route. (12)
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Flow Chart of Public Consultation on Technical Planning Stage BAPEDALDA
PROJECT PROPONENT
COMMUNITY
BAPPEDA
1).Document has decided by
Conduct applicabon of environmental studies recommended, such as Envronmental Management and Monitorng Plan (RKL & RPL) in Road Technical Planning .. (2)
Commite 2). Refer to road plannig which safe for environment
3),4), 5), 6) With meesng forum that attended by representabves of related insttute and formal leader/communibes affected by
Conduct consultation for Road Technical Planning (3) Concept ...
Prepare IAPAP concept if needed... (7)
To inform detail about sensitive area, such as: cemmetary, (5) etc .
Give input conceming land use controll, etc... . (4)
Give input conceming evaluation and monitoring mechanism. .(8) |-
l
Give input conceming Integration for LARAP Implementation program . . (9) _ 1
Give input conceming land asset and social economic data... (10)
_
1
Give input related land acquisition, tounsh areas, etc area . (6)
Give input conceming ngth release mechanism, if land requirment are institute ownership ...(11) _ ;
dment project
for . roa (12) |
7). Reffer to LARAPguideline
8), 9), 10), 11) Withmeeting forum attended by representabves of related insbtute and formal leadern communibes affected byproject.
12).Wth decree concept to be sign by BupatitWalikota 13) Wth related institute
Finalised LARAP
document for road
REMARKS
STAKEHOLDERS
Coordinaion for |implementation planning
.
. (13)
be Bupati/Walikota legalised LARAP
14) LtRAP document
Document ...... (14)
Legalizabon
Decided Road Design . (15)
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ESAMP
Flow Chart of Consultation of Construction IrrplerTentation (On Construction Stage) PROJECT PROPONENT
BAPEDALDA
BAPPEDA
COMMUNITY
OTHER
Study plan and construction schedule (1)
REMARKS
1) Included schedule of worker, equipment and material mobilization.
2). Especially for activities will disturb to public actvibtes, should be announce to communibes
Prepare detail plan the implementation of construction works (2)
Conduct consultation of construction activities plan induded sensitif issues around the project location (3)
4)_ Aggree on work implementalion method, included the etistence of workers (4)
Agreed on project implementabon procedure . (5)
5)
6). Conduct the activities
-
s
Conduct of construction_ activities and mitgation mpact action
which has agreed by stakeholder including conseling to the worker
Conducr Conduct Monitoring
Cnconitorng (8)
(7)
Give input if there is intererence (9)
Give input i there are 7) 8) 9) RPL and LARAP anydivergence from implementation project plan and coordination in project implementation (1t0) 10). Preparation of some agreed issues 11). Retferto constructon guideline
Evaluation of construction activities
Flow Chart of Consultation of Land Acquisition (On Pre Construction Stage) PROJECT PROPONENT
BAPEDALDA
BAPPEDA
COMMUNITY
OTHER REMARKS ~~~~~~~~STAKEHOLDERSREAK
_________________
1). Included detil design and land acquisition comitee
Review LARAP Documents . .(1) I
.
Conduct consultabon of LARAP implementabon in discussion forum (2)
Aggrening the schedule, the amount of compensation, land depletion manner, propertychanges mechanism anyone in discussionforum, (3)
-
---I
Agreement, nght dismissal agreement from related institution and toward utility (PLN,PDAM,telpon) which affected byttie impact (4)
|__|._____|_______|implementabon
LAtiRAP5 implementabon
||.(18)
Conduct monitonng Received land and evaluabon of compensabon and other LAR|AP |nghtrefferto implementaton. (7) LARAPI (8) 1
l
l
will conductdiscussion forum which attend related representative institute, desa/kel staff, NGO and publics affected project 3), 4). Approval and recommended LARAP plan etc.
(5) Conduct monitoring and evaluation of LARAP implementation.
~ ~~~~~~~~~~~~~~~~~~~~~~~~2) Land acquisition comitee
l
Land acquisition committee witness compensation payment process.(9) l
__|___|___|_1_|building
|
5) Detail Review LARAP implementabon plan 5), 7) shown monitoring implementabon guideline |8).1ncluded 5 land and compesabon, allowance relocation,
Make report of LARAP |
| |implementabon . (1°)| |
l
|9)
Reffer LARAP guideline 10). Review guideline for LARqAP implementation
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Flow Chart of Consultation of Operation and Maintenance Activity (On Post Construction Stage) PROJECT PROPONENT
BAPEDALDA
BAPPEDA
COMMUNITY
OTAKHOLERS
REMARKS
Review report of road | planning and implementabon. .(1)
I Conduct monitonng of road using order and land use surounding for law enforcem ent
consulbaon Conduct (3) bridgeublibes
_
II
Conduton
coonduc oiter
Paricipate nora
Give input and conduct
according to and (FEMaP/RPL) ...(4) (EMoP/UJPL)
ir= libolor road ublizabon as functon, land use in road surrounding asaccording to
uizbndvret (6)
ocpabon on ROW, land and building development in road surrounding which no according to spatal
(pSa);i_g, .,_aetia
_plIa
..(7) nni|ng ...
Cooperate with related insbtubon for road and bndge can ...(3) RFoad ublities right .. (9)|
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Strategic Road InfrastructureProject (SRIP)
8
Land Acquisition and Compensation
8.1
World Bank Guidelines
ESAMP
The general principles for the acquisition of, valuation of and compensation for land and building assets in development projects are set out in Operational Policy (OP) 4.12 and Bank Procedure (BP) 4.12. The overriding principle is that valuation of land and buildings should be made at their replacement cost. Special attention must be paid to the adequacy of the legal arrangements concerning land title, registration and site occupation. All displaced persons should be given full information on laws and regulations concerning valuation and compensation. Some types of loss, such as access to public services, customers, suppliers and/o natural resources cannot easily be evaluated or compensated for. Attempts must be made to establish access to equivalent and culturally acceptable resources. In terms of acquisition of different forms of title, it is the Banks' policy to treat customary and formal rights as e qually as possible in devising compensation rules and mechanisms. 8.2
Government of Indonesia Approach to Compensation
Road expansion (widening) and network extension activities may require acquisition of land for needed right-of-way (ROW) areas. Following a decentralized system of government, the concerned local government in which the project is located is generally responsible for the process of acquiring and funding compensation for such needed ROW areas. The national Basic Agrarian Law of 1960 (Undang UndangAgrariaNo. 5, 1960) contains the principle of "eminent domain" under which private land can be expropriated by the government "for the good of the public". But until Presidential Decree Number 55 of 1993 (Keppres 55/1999) and PresidentialRegulation Number 36, year 2005 (Perpres 36/2005), there was no formal mechanism for land acquisition. Previously land required for the "public interest", such as for physical infrastructure development, was through compulsory acquisition. Keppres 55/1993 and Perpres 36/2005, requires community consultation and consensus agreement on "fair" compensation for land and other immovable properties expropriated. Keppres 55/1993 and Perpres 36/2005 revoked previous Ministerial Decree's, and the process was elaborated in Implementation Directive 1/1994 of the State Minister for Agrarian Affairs/Chairman of the National Land Agency (BPN). Only if the required area is less than 1.0 ha may the developing agency acquire the land directly. The basic procedure is as follows: *
The developing agency submits a request to the governor / mayor to release the land.
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Strategic Road InfrastructureProject (SRIP)
ESAMP
*
This official issues a decree announcing that the land is to be released for the project, and instructs the Land Acquisition Committee through the Mayor, or Bupati, to prepare an inventory of land, building and trees and other assets.
*
The committee is required to inventory land, building, crops, investigation legal status, assess and advise amount of compensation, give information of the land right holders, and the developing agency, to reach agreement on form/amount of compensation, and to recommended to the Governor rates of compensation for various classes of land. These are supposed to be based on current prevailing values.
*
The Governor issues another decree stating the rates of compensation for various classes of land and other properties. The proportion of the amounts paid depends on the actual right held. The property owners are offered their compensation, although they may decide not to accept the rates offered. There are procedures for grievances.
* *
If the owners accept, they are given time to vacate. Farmers may continue to cultivate the land until such time as it is required for implementation.
On a major project, this may be a lengthy procedure. An estimate was made of six to seven months for acquiring such ROW areas needed for the North Java Road Improvement Project (Indro Djarwo 1995). Similar lengths of time required for completing the land acquisition process have been experienced under SURIP, SRRP and EIRTP. Keppres 55/1993 and Perpres 36/2005 specifics compensation rates for land held under formal government rights (hak) in accordance with the Basic Agrarian Law of 1960. Compensation rates are: 1). Hak Milik (Right of Ownership) - 100% valuation - with land certificate - 90% valuation - without land certificate
2). Hak Guna Usaha (Right of Exploitation) - 80% valuation - if rights still valid and well cultivated - 60% valuation - if rights expired but land still cultivated 3). Hak Guna Bangunan (Right of Building) - 80% valuation - if rights still valid
- 60% valuation - if rights expired but land still used by rights holder 4). Hak Pakai { Rights of Use) - 100% valuation - if unlimited period of validity and land used - 70% valuation - if utilization rights are up to 10 years - 50% valuation - if rights expired but land still used by the holder
5). Wakaf(Religious / Community Use Land) Environmental and SocialAssessment and Management Plan (ESAMP) February 2006
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- 100% valuation - with the provision that compensation shall be given in the form of land, building and equipment. Unfortunately, compensation rates for land held through customary (adat) tenure are not stipulated in Keppres 55/1993 and Perpres 36/2005, just as adat tenure is not fully recognized under the Basic Agrarian Law of 1960. Minister for Environment Act No. 10 of 1992 (Undang-Undang Nomor 10 Tahun 1992) on Population Development and Building Prosperous Families calls for a guarantee of generational development of indigenous areas according to adat but does not make any clear or specific reference to guaranteeing continuation or inheritance of land rights according to adat. Many parcels of rural land have never been formally surveyed and issued with an ownership certificate (Sertiflkat Hak Milik) or any other form of government land rights. Hence, there needs to be a more comprehensive mechanism to cover compensation for adat tenure lands, as well as govemment tenure lands, acquired for road works. This will require community consultation in adat land areas to develop an acceptable procedure and set rates (most likely a percentage of valuation) of compensation for adat lands similar to those in Keppres 55/1993 and Perpres 36/2005 for government tenure lands. Under Keppres 55/1993 and Perpres 36/2005, there is a general system for determining the value of land, buildings and other immovable property, such as productive trees. Each local govemment forms a nine person Land Release Committee headed by the Bupati or Mayor (Walikota). The basic price of land (harga dasar) is determined periodically by the committee and is intended to be based on actual sales prices during the preceding three months for 42 different types of land use and locations (PeraturanMenteri Dalam Negeri 1/1975). Based on this, district governments prepare official land price tables for their districts. The establishment of basic land prices has not been changed significantly by Keppres 55/1993 and Perpres 36/2005, which stipulates that the actual or real value of land should take into account the latest Sale Value as assessed for the purpose of determining Land and Building Tax (Nilai Jual Objek Pajak or NJOP). However, these prices either in rural or urban areas are generally below market value whereas in main urban areas, particularly commercial and industrial areas, the NJOP can be higher than the market price. It has been estimated on projects carried out on Java that market value of such cases is commonly at least 50% higher than taxable value, due to the local govemment desires to achieve income targets. Actual experience from urban infrastructure development projects shows a trend towards more realistic rates of compensation. The amount paid is further modified according to tenure Status (see above), and also according to the proportion of the land holding that will be acquired. However, strict observance of Law No. 24/1992 on Spatial Planning should ensure that no group goes uncompensated. Compensation entitlements for loss of buildings are based on formally established building values which generally allow for depreciation of 2% per year from date of Environmental and Social Assessment andManagement Plan(ESAMP) February 2006
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construction. The assessment process for partial loss is very complex and also varies between different districts and projects. Recommended Approach for Land Acquisition and Compensation
8.3
As above, the Institutional Strengthening in Environmental Management Project (ISEM) prepared a set of procedures, processes and guidelines connected with land acquisition and compensation. However, the recent procedures introduced by the World Bank-funded Strengthening Environmental and Social Impacts Management (SESIM) Project are more appropriate to be adopted. These procedures (Table 8.1) incorporated the requirements of both the GOI and the World Bank and were accepted by both parties as the future approach for compensation. In addition to above, a land acquisition and resettlement policy framework will be adopted for SRIP as required by World Bank Operational Policy 4.12. This Framework is attached herein as Appendix D. Table 8.1
General Approach to Land Acquisition and Resettlement Main Activities
Scope of Activities Stage of Project CycleManAtvie 1.
General Planning
of To avoid protected and cultivated land Consideration based on the criteria section 6 UU No. 24 / land acquisition 1992 about spatial land planning.
2.
PreFeasibility Study
Initiation of land a. Inspect land and social conditions, especially identification of stakeholders. acquisition activity b. Estimate land acquisition and potential impacts and risks.
3.
Feasibility Study
of a. Identify potential impact / loss, Identification including an initial survey of land use land to be acquired characteristics, and socio-economic and resettlement. assets of affected stakeholders with community consultation. b. Identify of alternative resettlement sites. c. Formulate policy on resettlement d. Formulate institutional approach. e. Prepare implementation framework and strategy. f. Prepare cost budget estimate and source of financing.
4.
Final
Preparation
Engineering
Work Plan of Land
of a. Socio-economic
survey
and
consultation.
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Stage of Project
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Scope of Activities
Main Activities
Design
Acquisition Resettlement
5.
PreConstruction
Implementation of Land Acquisition and Resettlement
a. Preparation of administration b. Implementation of land acquisition c. Implementation of resettlement
6.
Construction
Rehabilitate affected economy
a.
7.
PostConstruction
Monitoring & Evaluation
a. Monitor and evaluation of processes especially at the resettlement site b. Improve processes and to respond to development conditions.
8.
Final Evaluation
Post-project evaluation
a. Independent final evaluation b. Recommend improvements
and
b. Review policy of land acquisition, resettlement including institutional arrangements, and income rehabilitation. c. Plan land acquisition and resettlement
Introduction of income recovery program b. Target attention to sensitive groups.
The key features of any proposed land and building acquisition and compensation under SRIP will be as follows: *
All affected stakeholders with legal title will receive compensation for all land and buildings based on replacement value. The replacement value for land will be determined by the open market value of that land. Considering the land and building tax, and aspiration from all affected stake holders.
*
The costs of land and building acquisition and resettlement must be adequately funded at the local government level to ensure a smooth and rapid process.
*
Effective monitoring is essential to ensure correct and fair payments are made to all affected stakeholders
*
Consultation with all affected stakeholders will take place during all phases of acquisition and compensation process.
*
Consultation with all affected stakeholders will include information on all laws and regulations conceming valuation and compensation.
*
Stakeholders with traditional or other title will be compensated to an agreed and published process.
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8.4
ESAMP
Formulation on Choices of Compensation and Grouping of Eligible PAP
PAPs will receive fair compensation calculated at real replacement cost. In determining this replacement cost, depreciation of assets and material salvage value are not countable, Nor are lost assets affected by value added as a result of project activities. Compensation for trees, plants and other assets are to be negotiated based on established price standards for various kinds of trees and cash crops. Follow up monitoring and evaluation of the implementation of the compensation process will be conducted to make sure that PAPs receive their compensation as described in the LARAP. Monitoring will conducted by a local independent institution (such as higher level education institution) and will include a census or sampling survey depending on the number of HH affected by project. The report and recommendation will be made publicly available. Compensation Alternatives for the PAPs will have to follow: 1. 2. 3.
4.
5. 6. 7.
Based on the agreement reached at the negotiation, the eligible PAPs can choose to receive cash compensation, land replacement or resettlement. PAPs who have to be physically displaced will receive full replacement cost for assets lost. Physical displacement may include provision of serviced sites, land swaps, low cost housing, real-estate housing provided through a Bank Tabungan Negara (BTN) credit facility, or other schemes organized by the appropriate level of Government. PAPs can also form cooperative housing groups to construct housing. For this Local Govemment will coordinate with relevant institutions to provide service and rehabilitation assistance as needed. The Physically Displaced Persons will not bear the costs of depreciation of their buildings, and charges or taxes related to the relocation or compensation. PAPs can take and bring their salvaged building materials to the new site. Cash compensation must be given to PAPs before their move to a new location or the destruction of their old building.
PAPs can be grouped into: 1. Those who have legal land certificate, girik, or adat title (individual or communal); 2. Those who occupy land in a residential, commercial, or industrial zone in the Project area, but do not hold a certificate or legal title; 3. Those who occupy public land on sites such as rivers, roads, parks, or other public facilities in the Project area; and 4. Those who are renters Each group of PAPs as mentioned above will be treat differently appropriate with their right as explained on the LARF (Appendix D).
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9
Resettlement and Treatment of Displaced Persons
9.1
World Bank Guidelines
ESAMP
The World Bank has particular concern for people displaced by development activities. It has established an Operational Policy (OP 4.12) to provide guidelines for 'Involuntary Resettlement'. All projects that involve land acquisition should be reviewed for potential resettlement requirements hence all road projects must review the possibility of resettlement early in their project cycle. The OP 4.12 guidelines provide a good set of principles as a starting point for managing resettlement. They include policy considerations in project design and preparation. 1. Involuntary resettlement should be avoided or minimized through exploration of all viable alternatives, including realignment of roads. 2. Where displacement is unavoidable, resettlement plans should be developed which provide displaced people with sufficient resources and opportunities to share in the benefits of the project. This should include adequate compensation for losses, assistance in relocation and assistance in re-establishing their lives in the new location. 3. Community consultation at all stages in planning and implementing resettlement. 4. There must be social and economic integration of resettles into host community. 5. Provide land, housing, infrastructure and other compensation to resettles as required and as necessary Where development involves the displacement of over 200 individuals, a detailed land acquisition and resettlement action plan (LARAP), timetable and budget are required. Below 200 individuals, an abbreviated, or simplified, LARAP should be prepared to ensure that all the other requirements listed above are adhered to. Resettlement plans must be built around a development strategy aimed at improving or at least restoring the economic base for those relocated. Cash compensation alone is often inadequate. The resettlement plan should normally include a statement of objectives and policies and the following: *
Organisational responsibilities
* *
Community participation and integration with host populations Socio economic survey
*
Legal framework
*
Alternative sites and selection
*
Valuation of and compensation for lost assets Land tenure, acquisition and transfer
*
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*
Access to training, employment and credit
*
Shelter, infrastructure and social services
*
Environmental protection and management of resettlement site
*
Implementation schedule, monitoring and evaluation
*
The plan should include cost estimates and they should be budgeted and scheduled in coordination with the physical works of the main investment project
Improvement of existing roads, such as capacity expansion by widening, typically only requires the acquisition of narrow strips of land that is needed for the new right-of way (ROW) areas. From the experience gained from similar types of projects in Indonesia like SURIP and NJRIP, such activities typically displace single families or individuals, rather than whole communities. In such cases, formal resettlement is generally not required or requested by the displaced persons, but compensation must be adequate to allow the displaced people to find suitable replacement homes and land by themselves. Adequate compensation should be defined as that which allows the displaced family to build or purchase an equivalent home or land within the same community. The displaced family should not be forced to move to another community or area simply because it is cheaper, although the displaced family should be allowed the option to use the compensation payment to relocate to another community should they so desire. In general therefore it is essential that all displaced owners are given the opportunity to choose alternative forms of compensation: cash, a replacement property, or a combination or cash and replacement. Bank Procedure (BP) 4.12, which accompanies OP 4.12, provides more detailed guidelines on land acquisition and resettlement in World Bank - supported projects.
9.2
Government of Indonesia Approach to Resettlement
Presidential Decree No 55 of 1993 (Keppres 55/1993) and Presidential Regulation No 36 of 2005 (Perpres 36/2005) sets out principles for land acquisition and resettlement in major projects. The decree however does not provide any detailed procedures for resettlement of people displaced by projects. Operational Directive No. I of 1994 (Law of Agrarian Minister) defines procedures for Land Acquisition but not for Resettlement. The main issues connected with resettlement and how it affects the project are as follows: * * *
There are no Government Regulations (PP) or guidelines dealing specifically with resettlement, No single institution has responsibility for resettlement, There is only limited experience of resettlement within Indonesia that is in accordance with International requirements,
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*
Implementation of resettlement is the responsibility of local level government who may have limited finance and staff resources,
*
No effective procedures for offering displaced stake holder's alternative accommodation (apart from offering priority for any near by Perumnas housing).
9.3
Recommended Approach for Resettlement
The Institutional Strengthening in Environmental Management (ISEM) Project prepared a set of procedures, processes and guidelines connected with resettlement. They incorporated the requirements of both the GOI and the World Bank and were accepted by both parties as the future approach for consultation. The ISEM approach has been refined and simplified to form the basis of this ESAMP. The Land Acquisition and Resettlement Policy Framework to be formally adopted and applied by the Government of Indonesia for SRIP as part of the loan agreement is provided in Appendix D. The key features of this Framework are as follows: a
There will be extensive consultation throughout the resettlement process with all displaced stakeholders (and by its very nature land acquisition also).
*
The consultation will include surveys of all displaced stakeholders to determine their needs and present conditions, and monitoring of resettled stakeholders.
*
NGO's will be actively involved in consultations.
*
A land acquisition and resettlement action plan (or LARAP) will be prepared where more than 200 individuals are to be displaced.
*
All displaced stakeholders will be given choices in terms of cash or resettlement.
*
In addition to the compensation for land, building, and fixed assets, the PAP's will receive resettlement assistance, to assists them in adjusting to the new environment. Resettlement assistance can be provided parallel with sub project construction and implementation.
*
Host communities will be involved in consultation processes.
*
If the PAPs and Local Government are unable to come to an agreement on a resettlement action plan after more than a year, the sub project will be deleted from SRIP
*
There are many types of assistance, it will be choices appropriate with the PAPs perception and need. Types of assistance, in details, explain on LARF.
Table 9.1 outlines the recommended approach to resettlement.
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Table 9.1
ESAMP
Recommended Approach to Resettlement Activities
Stage in the Project Cycle
Resettlement Activities
1. Meeting of the village or urban area and General Planning Stage dissemination of information on project Initial physical and social survey of village or Feasibility Study Stage area 2. Second village meeting and baseline physical Technical Design Stage and social survey 3. Third village meeting and consultation with host community 4. Inventory survey of land areas, buildings and assets to be acquired 5. Preparation of Land Acquisition and Resettlement Action Plan (LARAP) if necessary. 6. Further community consultation with displaced families and host community.
7. Land acquisition and resettlement moving assistance as required.
Pre-Construction Phase
phase, Pre-Construction Phase or Construction Stage
8. Monitoring the status of agreed measures for Operations and Maintenance Stage displaced persons. 9. Evaluate overall process and compliance with Evaluation Stage agreed Safeguards and the ESAMP.
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10
ESAMP
Monitoring
The monitoring of the ESAMP is an essential element of the total process. The main purposes of monitoring in this context are to ensure that the: *
Requirements of the GOI and the World Bank are followed throughout the project cycle and covering specifically screening, consultation, environmental assessment and impact management, land acquisition, and resettlement.
*
Appropriate environmental management measures are applied based on the related requirements of issued SRIP Bid Documents, or specific management and monitoring procedures that may be prepared as part of UKL / UPL of AMDAL studies for sensitive subprojects. * Any displaced persons receive appropriate compensation and adequate assistance in resettlement, in accordance with the project's agreed Land Acquisition and Resettlement Policy Framework. * Any deficiencies in the processes or in specific delivery are mitigated in future projects through changed and improved processes and other corrective actions. This monitoring will be included within the project's reporting requirements, which are prepared by all project management and consultant teams, with copies furnished to the World Bank; some of the key features of the proposed monitoring system are provided in the follow sections.
10.1 Responsibility for Monitoring Monthly progress reports are required for each subproject, to be: *
Submitted by the provincial Project Implementation Units (PIUs),
*
Reviewed and consolidated by the Design and Supervision Consultants (DSCs), and
*
Checked and compiled by the Core Team Consultant (CTC).
Both the DSCs and CTC will include environmental staff to support subproject monitoring. Specific subprojects that involve more significant impacts will be subject to more detailed studies and monitoring requirements as detailed in required UKL/UPL, AMDAL and/or LARAP studies. The institutional responsibilities are important to determine prior to preparing the monitoring plan of such detailed studies. The most appropriate institution is Bapedalda at the respective local government levels who will have the broader overall understanding of the processes and the social economic effects of a proposed subproject. It will be necessary to ensure that the involved Bapedalda are made aware of the project requirements and their responsibilities.
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10.2 Timing and Regular of Monitoring In addition to required monthly monitoring of subproject implementation, more detailed monitoring may be required for any "sensitive" subprojects that required AMDAL or LARAP studies. Monitoring of such subprojects should commence at the earliest opportunity to establish a baseline prior to implementation of the project. In terms of monitoring of displaced families, it will be necessary to monitor more than once to enable the preparation of a longer term view of the situation.
10.3 Methods of Monitoring Monitoring of most subprojects which have been screened as presenting no significant environmental and/or social impact can be supported through the established project monthly reporting system. Oversight, reviews and recommendations of these project progress reports will be provided by the CTC environmental specialists, supported by site visits as required. To the extent possible, additional monitoring reviews and recommendations will be solicited from the concemed Bapedalda for more sensitive subprojects. Monitoring of "social" types of impacts will require interviews with involved government official, concerned organizations and affected communities. Standard interview forms or simple questionnaires should be prepared. Physical surveys will also be necessary to assess replacement standards of land, buildings, other forms of compensation, resettlements and/or livelihood assistance.
10.4 Monitoring Reports Environmental compliance monitoring will be included in the project's reporting requirements. Copies of all such progress monitoring reports are provided to the World Bank and other concerned agencies. Additional, more detailed reporting will be required for any sensitive subprojects that required UKL/UPL, AMDAL, and/or LARAP, Tracer. All required AMDAL and/or LARAP, [Ir acer studies are subject to prior review and approval of the World Bank. These specific reporting requirements will be detailed in the corresponding study document, with copies furnished to the World Bank. Ministry of Public Works will reports three times a year to the Bank on the results of monitoring for AMDAL sub projects, and twice a year on the result of monitoring for UKL/UPL sub projects. Special attention will be given to any subproject that involves ROW-related land acquisition, compensation and/or resettlement issues. For any subprojects which involve these issues, the main monitoring indicators would include the following: * Budgeting and Timeframe: Has all the activities been undertaken within the agreed timeframe and within original budget estimates and program?
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*
ESAMP
General delivery of resettlement and compensation entitlements: Have all families received a choice in resettlement and correct compensation and assistance?
* Consultation processes: Has there been adequate disclosure, adequate public meeting and individual consultations? * Levels of satisfaction: Are all people within the community satisfied with the total planning and design process? *
Restoration of living standards and livelihoods: Have all families impacted had their previous standard of living and incomes restored?
* Objections and Grievances procedures: Were all families who were aggrieved in any way given assistance and access to senior officials? *
Socio-economic impacts of the wider community: What were the longer term and wider impact on the whole community?
Project-wide monitoring and reporting would be also undertaken as part of the Key Performance Indicators agreed for SRIP.
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11
ESAMP
Action Plan for Implementing the ESAMP
11.1 Overview In summary, the overall purpose of the ESAMP is to define the agreed process and responsibilities for the following key activities: *
Screening: To define and isolate, through effective screening, the most significant adverse social and environmental impacts.
*
Impact Management: To prepare and subsequently implement, through the various special studies (AMDAL, UKL / UPL and LARAP, Tracer) or Standard Operating Procedures (SOPs), appropriate measures to mitigate or eliminate any adverse impacts.
*
Monitoring: To monitor, during the design and construction stages, the various measures to mitigate or eliminate any adverse impacts.
The ESAMP highlights the importance of ensuring a thorough and methodical process of screening, design input, report preparation, mitigation and monitoring. A summary of the proposed SRIP environmental management and monitoring roles and responsibilities is provided in Table 11.1. Following a decentralized approach based on prevailing national laws and regulations, the institution with overall responsibility for overseeing these environmental activities is the Bapedalda at the respective Provincial Regency ("Kabupaten") or City ("Kota") level of local govemment. The key legal framework establishing Bapedalda's lead role for environmental management and monitoring is currently provided by Law/UU No. 23 / 1997, Regulation/PP No. 27 / 1999 and Bapedal Regulation No. 165 / 1997. To help facilitate and support the role and responsibility of each concemed Bapedalda, the SRIP will include environmental specialists on both the Core and Regional consultant teams. These environmental specialists, supported by the allocated project resources, will be responsible for ensuring the close project coordination and involvement of the respective Bapedalda.
11.2 Scope of Environmental Activities The environmental aspects of this project must be considered as an essential element of the planning and design process. Some major road and bridges subprojects can cause significant but localized impact on the natural and human environment. With careful management during the planning, design, and construction phases, many of the significant adverse impacts can be reduced and in some cases largely eliminated.
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Table 11.1
Summary
of
Proposed
SRIP
Environmental
Management
and
Monitoring Roles and Responsibilities Overall Environmental Objective of the Project: Project will be implemented in accordance with ESAMP and Loan Agreements Each Bapedalda and Bappeda (where land acquisition activities are involved) will achieve adequate ESAMP understanding and project involvement
* *
Sub-Directorate of Environmental Affairs, DGH: * *
Prepare the guidance and supervision of the project's environmental aspects. Ensure / Coordinate with Kabupaten / Kota / Provincial / Central governments and the World Bank, and other national and local government agencies.
Core Team Consultant (CTC; serves under the DGH Technical Directorate): * *
Assist in establishing and ensuring compliance with the ESAMP requirements, particularly during subproject planning and assessment. Ensure close coordination with Bapedalda including consultation and coordination workshops; needed training support and information dissemination.
Design and Supervision Consultants (DSCs; under DGH Implementation Directorates): * Lead role during subproject design reviews, monitoring and reporting on implementation in coordination with the CTC. *
Provide field support during subproject implementation.
*
Support subproject monitoring visits and local consultation meetings.
Provincial Satker Planning and Supervision Units (Satker P2JJ) * Lead role for project planning and supervision at the provincial level. *
Serve as the official point of project coordination and communication with the respective Bapedalda and other government institutions.
BAPEDALDA (Environmental Impact Management Agency; serves under local government at the provincial, Kabupaten or city level): * *
Lead role for environmental management, monitoring and consultations in their respective local government administrative area. Confirm screening, determine to need for and review / approve any further studies (such as UKL / UPL or AMDAL) for all proposed subprojects.
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The principle objectives of the environmental activities are summarized as follows: *
Screening of all road and bridge subprojects in SRIP to ensure that the appropriate regulatory and statutory requirements for reporting, namely UKL / UPL, are met and that they are used as an effective means of reducing or eliminating any significant adverse impacts,
*
Provide input into the design process to reduce or eliminate any adverse environmental impacts for all subprojects in SRIP,
*
Opening and maintaining a liaison with the main environmental institution, Bapedalda, to ensure an effective environmental monitoring and review of all aspects of the road program, To maximize coordination between the various project and consultant teams to ensure that there is effective management of environmental matters during the construction implementation of all subprojects.
*
To meet these objectives, the SRIP will provide resources for the following activities to support environmental management and the role of Bapedalda under the project: 1. 2. 3. 4. 5. 6. 7. 8.
Screening for SRIP subprojects Preparation of monitoring and management reports for SRIP subprojects Input into the design process for all subprojects Refinement or updating of the ESAMP if needed Liaison with Bapedalda for all subprojects Liaison and guidance on environmental matters among the consultants Environmental participation in any Feasibility Studies Preparation of further studies for SRIP
These SRIP supported ESAMP implementation activities are summarized in the following sections. In addition, Section 11.3 describes the type of project support that can be provided to assist the environmental management and monitoring responsibilities of Bapedalda.
11.3 Screening of SRIP Subprojects The key first stage of the environmental and social impact management process is to ensure that each subproject is properly screened for the level of potential impact. Based on this screening process, subprojects that may present more significant impact concems are identified and subject to secondary screening or further detailed study. In addition, standard environmental management and monitoring measures provided under the project and its contract documents, the following detailed studies may be required for some sensitive subprojects based on agreed screening criteria:
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* * *
ESAMP
Environmental Management and Monitoring Plans (UKL / UPL), Environmental Impact Assessment (EIA/AMDAL) Land Acquisition and Resettlement Action Plan (LARAP)
A summary of the current environmental screening results and recommendations prepared by the CTC is provided in the Appendix C.
11.4 Preparation of Management and Monitoring Reports for SRIP Subprojects Annual Work Program (AWP) Preparation and Progress Reporting: All proposed subprojects are screened by the CTC and DSCs for environmental and social impacts and issues as part of the Annual Work Program preparation, presentation, reviewed and approval process. This comprehensive process is required prior to GOI and World Bank approval of each AWP set of subprojects. To the extent possible, this screening process involves inputs from the local Bapedalda and selected stakeholders. Following approval by the GOI and World Bank, further environmental reviews and checking are conducted for the final engineering design as prepared for each subproject. In addition to the AWP reports, monitoring of all subprojects is provided in the regular progress reports prepared under the project by all project management and consultant teams. ANDAL. RKL / RPL Preparation: Some SRIP subprojects are currently expected to require the preparation of a detailed environmental impact assessment, or AMDAL, which would need to be prepared in accordance with Minister of the Environment Decree No. 17, year 2001. As agreed under the project, an AMDAL studies would be subject to World Bank review and approval prior to issuance of a No Objection Letter (NOL) for subproject contract awarding. Prior to conducting such studies, the ANDAL Terms of Reference (KA-ANDAL) must also be submitted to the Bank for their review and comment. The standard outline of an ANDAL, RKL / RPL document is shown in Figure 11.2
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Table 11.2
ESAMP
Standard Outlines for Environmental Impact Analysis (ANDAL), Environmental Management and Monitoring Plans (RKL/RPL)
Environmental Impact Analysis (ANDAL) - Chapter I Summary of study approach, main and purpose - Chapter II Summary scope of study - Chapter III Components of study method - Chapter IV : Summary of activity plan - Chapter V Summary of environmental components and conditions - Chapter VI Summary of predicted significant impacts - Chapter VII : Evaluation of significant impacts Environmental Management Plan (RKL) - Chapter I : Summary of environmental management purpose and activities - Chapter II : Summary of environmental management approach - Chapter III Summary of environmental management plan Environmental Monitoring Plan (RPL) - Chapter I Summary of environmental monitoring purpose and activities - Chapter II Summary of environmental monitoring plan
UKL / UPL Preparation: Based on the screening criteria, some subprojects may require the preparation of specific environmental management and monitoring procures, or UKL / UPL. Where a UKL / UPL is required, it will be prepared in accordance with current requirements, as outlined in the Minister of Settlements and Regional Development (Kimpraswil) Decree No. 17, year 2003 (Kep Men Kimpraswil No. 17 / 2003) and as outlined in the Minister of Environmental Decree Number 86, year 2002 (Kep.MENLH No. 86/2002). An outline of the main features of an UKL / UPL document is shown in Figure 11.3.
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Table 11.3
ESAMP
Standard Outline for Environmental Management Procedures and Environmental Monitoring Procedures Report (UKL/UPL)
In accordance with the requirements as outlined in KepMen Kimpraswil No. 17/ 2003, UKL / UPL studies are required for all projects likely to have some social and environmental impact but not significant enough to require an AMDAL (full Environmental Assessment). The main elements of a UKL / UPL will include: * * *
Introduction, background, study boundary Brief and concise existing environmental conditions Activity and proposed plan
*
General description of predicted impacts General management plan
*
General monitoring plan
*
Refer to Minister of Environmental Decree No. 86, year 2002 (Kep MENLH No. 86/2002), outlined of UKL & UPL as follows: A. Proponent Identify 1. Name of Company 2. Name of Proponent 3. Office Address (No. Telp/Fax) B. Activities Plan I. Name of Activities Plan 2. Activities Location 3. Scale of Activities 4. Outline of Activities Plan Component *
Pre - Construction
* *
Construction Post Construction
C. Environmental Impact will be occur D. Environmental Management and Monitoring Program E. Signing
Environmental and SocialAssessment and Management Plan (ESAMP) February 2006
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Land Acquisition and Resettlement Action Plan (LARAP) Preparation: Where more than 200 people (± 40 households) are displaced by a subproject, it will be necessary, in accordance with the World Bank requirements, to prepare a Land Acquisition Resettlement and Action Plan (LARAP). An outline of the main features of a LARAP is shown in Table 11.4. For subprojects that displace less than 200 people, an "abbreviated" LARAP will need to be prepared. As agreed under the project, all LARAP studies would be subject to World Bank review and approval, and its implementation shall be completed, prior to issuance of a No Objection Letter (NOL) for commencing sub-project tendering process. For subproject-related land acquisition which has been completed within generally the last two (2) years, a Tracer Study will be conducted to document these prior activities. Additional guidance and copies of all proposed forms are provided in Appendix D.
Table 11.4:
Standard Outline for a Land Acquisition and Resettlement Action Plan (LARAP)
The main elements to be included into the LARAP are as follows: * Objectives of land acquisition, resettlement and development *
Displaced Persons' characteristics and aspiration, which are obtained from the socio-economic survey and other sources
* The resettlement policy and assistance to the Displaced Persons * Criteria for defining Displaced Persons * Definition of asset types which are eligible to receive the compensation, evaluation method and level of proper compensation * Compensation alternatives * Assistance and training for Displaced Persons * Public complaint settlement procedures * Institutions and implementation responsibilities * Monitoring and evaluation mechanisms * Budget and source of funding * Implementation schedule
11.5 Environmental Input into the Design Process for all Subprojects For the environmental process to be effective, it is essential that at various stages in the process there are opportunities for a review of the design to include measures to reduce or eliminate any potential environmental issues. It will therefore be essential for the CTC Environmental and Social Assessment and Management Plan (ESAMP) February 2006
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ESAMP
environmental specialists and RDSC team members to be actively involved in the design review and checking process through close liaison with the engineering personnel of the various consultant teams, members of the DGH, and involved Bapedalda staff. Some of the environmental matters that can be considered during the design review and checking process are as follows: *
Reviewing proposed ROW requirements in relationship to existing structures and/or sensitive environmental areas,
*
Reviewing the quantity and treatment for cuttings and embankments to assess the offsite impacts of quarrying and transport requirements as well as concerns for erosion, landslides and general stability of cut and fill areas, Ensuring that existing water courses, drainage patterns and coastal habitats are properly considered in proposed activities, and
*
*
Ensuring minimum blockage of existing accesses to adjacent areas.
*
It will be essential for the CTC environmental specialists to visit subprojects that are identified as requiring detailed studies (UKL / UPL or AMDAL) to support their preparation of needed Terms of Reference (TOR) based on actual conditions and local concems. These site visits should be undertaken with local engineering specialists familiar with the proposed subproject to provide needed information and clarification of design features.
11.6 Liaison with Bapedalda for all Subprojects The Bapedalda is the institution with overall responsibility for overseeing environmental management activities within their respective local government units. Their responsibilities include the screening evaluation and monitoring of all environmental aspects of the SRIP subprojects. The CTC environmental specialists and provincial RDSC team members will take on various responsibilities to support and enhance the roles of Bapedalda under SRIP. In close coordination with the local Project Implementation Units, one of the important functions of the CTC / RDSC team members with respect to Bapedalda will be as follows: * *
Briefing Bapedalda on general procedures outlined in the ESAMP and making them aware of their responsibilities in connection with the SRIP. Briefing Bapedalda on the proposed Annual Work Programs (AWPs), screening results, status and progress of individual subprojects.
Environmental and Social Assessment and Management Plan (ESAMP) February2006
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ESAMP
Similar to recent / on-going projects, these briefing activities can be undertaken by: * * *
Discussions and briefings with individual Bapedalda Workshops with groups of Bapedalda (such as related provinces) Workshops with all Bapedalda
More detailed briefing and review of specific subprojects with appropriate Bapedalda can take place with the respective Project team members as needed. 11.7 Liaison and Guidance Role of the CTC on Environmental Matters The proposed CTC will be provided with specialist to provide needed environmental and social impact management guidance and oversight at all project stages. An important role of the CTC will be to ensure that the RDSCs are made aware of the various environmental requirements during the final design and construction supervision stages. The CTC environmental consultants will serve to provide general guidance and advice to the local Project Implementing Units on proper application and monitoring of the ESAMP and related aspects of these SRIP Bid Documents. 11.8 Environmental Participation in any Feasibility Studies Some AWP-2 and 3 subprojects may require more detailed feasibility studies. The CTC will be responsible for providing environmental and social impact screening guidance and oversight to these feasibility study teams, unless they are staffed with environmentalists. It will be important that appropriate screening is undertaken, that there is environmental and social input to the design review, and that the ESAMP requirements are followed. 11.9 Preparation of Further Studies for SRIP If further, more detailed studies are needed, such as the need to prepare a LARAP or AMDAL, budgeted resources will be provided by the concemed local govemment and as needed by project. Additional external consultancy may be required to undertake these further studies. The CTC will be responsible for preparing the TOR for these studies and separate Indonesian consultancies can be appointed to conduct these special studies or technical assistance services as required and approved by the project. 11.10 Decentralization and Linkages to Central and Provincial Government The country's current framework and process for decentralization provides the opportunity for local govemments to plan and manage their own programs. It will also provide widespread opportunities for these local govemments to determine their own priorities and be directly involved in environmental management and monitoring aspects. During project implementation, it may be necessary to provide various types and levels of assistance to the Bapedalda to support their role of implementing key elements of the
Environmental and Social Assessment and Management Plan (ESAMP) February2006
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ESAMP
ESAMP. Some of the specific activities that some Bapedalda may need additional assistance on to help meet overall project and ESAMP requirements include: *
* * *
Improving coordination and consultation with related institutions at local government level, particularly Bappeda and BPN (who are responsible for planning, budgeting and land acquisition). Holding regular meetings with related local institutions to improve the process of project planning and coordination. Improving coordination and consultation with concerned non-government organizations (NGOs) and stakeholders. Reporting to their respective local government on their activities and conclusions to support improved project implementation, environmental management and monitoring.
Environmental and Social Assessment and Management Plan (ESAMP) February2006
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StrategicRoads Infrastructure Project (SRIP)
List of ESAMP Preparers
DGRI Project Preparation Unit (PPU): Hatta Latief
PPU Project Officer
Jany Agustin
Chief, Sub-Directorate for Environmental Affairs
Subaiha Kipli
Project Assistant, Sub-Directorate for Environmental Affairs
External ESAMP Consultant / Lead Preparer: Michael Ross
The Louis Berger Group, Inc.
Technical Assistance for SRIP Proiect Preparation (TA-SRIP). WSP Consultants: Alan Machray
TA-SRIP Team Leader
Rob Taylor
TA-SRIP Co-Team Leader
Gde Pumama,
Safeguards Team Coordinator
Hermine W.A.,
Environmental Impact Specialist, Inter-Urban Roads
Sabarman R.
Resettlement and Social Impact Specialist, Inter-Urban Roads
Letty Hermawati
Environmental Impact Specialist, Urban Roads
Budi Murdono
Resettlement and Social Impact Specialist, Urban Roads
World Bank Review Consultants: Pacific Consultants International, Inc. Isato Kurasishi
Team Leader
Environmental andSocial Assessment andManagement Plan(ESAMP) Appendix A:
ESAMP
Strategic Roads Infrastructure Project (SRIP)
ESAMP
Summary List of Environmental References SRIP Environmental and Social Assessment and Management Plan (ESAMP)
Directorate of Highways (DGH), 2004. Guidelines for Environmental Management of Road Projects. DGH, 2004. Environmental Management Plan (EMP), Eastern Indonesia Region Transport Project 2 (EIRTP-2). DGH, 2003. Final Report, Strategic Urban Roads Infrastructure Project (SURIP), Environmental Component (Volume 2, Appendix 4-2). DGH, 2003. Sumatera Region Road Project - Environmental Analyst Final Report. DGH, 2003. Sumatera Region Road Project - Report on the BAPEDALDA Action Plan Implementation and other Environmental Oversight Specialist Tasks. DGH, 2002. Integrated Road Management System (IRMS) and Urban Road Management System (URMS) Base Maps and Data. DGH, 2002. Guidelines for Monitoring Land Acquisition and Environmental Management for Road and Bridge Projects within the Construction Period. DGH, 2001. Final Reports, Assessment of Land Acquisition and Resettlement in West, Central and East Java under the North Java Road Improvement Project (NJRIP; ADB Loan No. 1428 INO) DGH, 2001. Final Report, Master Plan Review Study for National Network of Roads, Heavy Loaded Road Improvement Project II (JBIC Loan No. IP-466) DGH, Province of West Sumatera, 2001. Report on the Implementation of Land Acquisition and Resettlement Action Plan (LARAP), Tabing - Duku Road Improvement Project. Sumatera Region Road Project (SRRP) DGH, 1996. Air Quality and Noise Level and Impact Assessment, Strategic Urban Road Infrastructure Project (SURIP) DGH, 1995. Summary Environmental Assessment, SURIP Djoro, Indri, 1995. Land Acquisition and Resettlement Study of the North Java Road Improvement Project (NJRIP) Environmental Management Agency (BAPEDAL), 2002. Compilation of Existing National Environmental Laws and Regulations of Indonesia. Federal Highway Administration (U.S.), 1992. Secondary and Cumulative Impact Assessment in the Highway Project Development Process. House of Representative (DPR), GOI, 2004. New Road Law, No. 38, Year 2004. Environmental and SocialAssessment and Management Plan (ESAMP) Appendix A:
Strategic Roads Infrastructure Project (SRIP)
ESAMP
Ministrer of Environment, 2004. Guidelines for Conduct and Preparation of a Strategic Environmental Assessment. Ministry of Social Development, 1994/95 and 2002. Data and Maps on the Distribution of Isolated Vulnerable People (IVPs; Masyarakat Terasing) throughout Indonesia. National Statistics Agencies (Badan PusatStatistik), 2004. National Population Statistics. World Bank, 2004. Draft Implementation Completion Report, Strategic Urban Roads Infrastructure Project (SURIP) World Bank, 2004. Comprehensive Study of Land Administration Systems - Indonesia World Bank, 2003. Averting the Infrastructure Crisis in Indonesia. World Bank, 2002. People, Poverty and Livelihoods: Links for Sustainable Poverty Reduction in Indonesia. World Bank. Operational Guidelines, Operation Procedures and Bank Procedures. World Bank, 1997. Designing Bypasses to Protect the Urban Environment: The Case of North Java Corridor. (by Edward Dotson and Koji Tsunokawa) World Bank, 1994. Roads and the Environment. World Wildlife Fund (WWF) Indonesia, 2002. www.wwf.or.id Extensive additional field survey reports, secondary data and maps accessed from the Internet, other available data sources, references, communications and meetings. SRIP Project Preparation Reports and Reference Documents Terms of Reference for the ESAMP (October 2004) Summary of Environmental and Social Impact Assessment for SRIP Feasibility Studies Feasibility Studies, Inter-Urban and Urban Road Subprojects Draft Standard Bid Documents Draft Project Implementation Plan (December 2004) Subproject-Specific Impact Assessment and Management Studies (see following list) Special reports prepared and submitted to the World Bank Project Preparation Missions, including SRIP Documentation Report on Local Consultations (October 2004)
Environmental and SocialAssessment and Management Plan (ESAMP) Appendix A:
ESAMP
Strategic Roads InfrastructureProject (SRIP)
List of Reference Environmental and Social Impact Reports, SRIP Project Preparation Studies
LINK NO. PROJECT LINK PROVINCE NO. ____
1 2 3
NO. 1 2 3 4
NO. 1 2
24.001 .0020.001/H Kabuyutan Central Java
PROGRAM TYPE OF WORKS SOURCE
Inter-Urban / AWP-1 Bridge PT. Dimensi Ronakon
Inter-Urban / AWP-1 New Road PT. BWK & TA SRIP Review for social documents
TITLE OF REPORT / DOCUMENT Environmental Impact
Concept of Final Report of UKL & UPL Draft Final Report of UKL & UPL Final Report of UKL & UPL
LINK NO. PROJECT LINK
22.007.N Karawang Bypass
PROGRAM TYPE OF WORKS
PROVINCE
West Java
SOURCE
TITLE OF REPORT / DOCUMENT Social Impact / Land Acquisition Environmental Impact Tracer report Concept of Final Report Concept of Final Report UKL & UPL Draft Final Report of UKL & UPL Final Report UKL & UPL
LINK NO. PROJECT LINK
24.081.N Semarang - Demak
PROGRAM TYPE OF WORK
PROVINCE
Central Java
SOURCE
Inter-Urban / AWP-1 Capacity Expansion PT. BWK & TA SRIP Review for social documents
TITLE OF REPORT / DOCUMENT Social Impact / Land Acquisition Impact Environmental Tracer report Concept of Final Report UKL & UPL & UPL Final Report UKL
Environmental and Social Assessment and Management Plan (ESAMP) Appendix A:
ESAMP
Strategic Roads InfrastructureProject (SRIP)
PROGRAM
Inter-Urban / AWP-1
PROJECT LINK
24.009.N Pemalang Pekalongan
TYPE OF WORKS
PROVINCE
Central Java
SOURCE
Capacity Expansion PT.Dimensi Ronakon & TA SRIP Review for social documents
LINK NO
NO.
TITLE OF REPORT / DOCUMENT Environmental Impact Concept of Draft Final Report UKL&UPL
1 2
Social Impact / Land Acquisition Tracer report
Concept Final Report UKL&UPL Final Report UKL & UPL
3
NO.
LINK NO.
24.020.N
PROGRAM
PROJECT LINK PROVINCE
Boyolali - Kartosuro Central Java
TYPE OF WORKS SOURCE
Inter-Urban I AWP-1 Capacity Expansion PT. BWK
TITLE OF REPORT / DOCUMENT Environmental Impact
1
Inception Report
2 3
Draft Final of UKL & UPL Final Report of UKL & UPL
LINK NO. PROJECT LINK
002.NS.K Brebes - Tegal Bypass
PROGRAM TYPE OF WORKS
PROVINCE
Central Java
SOURCE
TITLE OF REPORT / DOCUMENT
NO.
Environmental Impact Environmental Management Plan / RKL (Brebes1 Tegal) Environmental Monitoring Plan / RPL (Brebes 2 Tegal) 3 TOR - ANDAL (Brebes - Tegal) 4 ANDAL /EIA in Bhs Indonesia (Brebes - Tegal) 5
Urban / AWP-1 New Road PKLH & TA SRIP Review for social documents
Social Impact / Land Acquisition Tracer report
EIA in English (Brebes - Tegal)
Environmental and SocialAssessment and Management Plan (ESAMP) Appendix A:
Strategic Roads Infrastructure Project (SRIP)
LINK NO. PROJECT LINK
001.NS.K Ngawi Ring Road
PROGRAM TYPE OF WORKS
PROVINCE
East Java
SOURCE
NO.
Social Impact/ Land Acquisition Tracer report
Environmental Monitoring Plan /RPL Environmental Impact Analysis (ANDAL)
LINK NO. PROJECT LINK
: :
PROVINCE
016.NS.K Cianjur - Ring Road
PROGRAM TYPE OF WORKS
West Java
SOURCE
NO. 1
Executive Summary of EIA
2 3
Environmental Impact Analysis (ANDAL) Final of Environmental Monitoring Plan / RPL.
4
Final of Environmental Management Plan / RKL.
5
Final Report of ANDAL
Social Impact / Land Acquisition Tracer report
LINK NO. PROJECT LINK
030.11.K/050.11.K/051.11.K JI. Soekarno- Hatta
PROGRAM TYPE OF WORKS
PROVINCE
Pekanbaru
SOURCE
TITLE OF REPORT / DOCUMENT UKL & UPL
1
Urban / AWP-1 New Roads BAPPEDA & TA SRIP Review for social documents
TITLE OF REPORT / DOCUMENT Environmental Impact
NO.
Urban / AWP-1 New Road PT.Cipta Surya Wahana & TA SRIP Review for social documents
TITLE OF REPORT / DOCUMENT
Environmental Impact Executive Summary. Environmental Impact 1 Analysis 2 Environmental Management Plan / RKL 3 4
ESAMP
Review UKL & UPL Report by TA-RIP Social Impact / Land Acquisition LARAP Report
Environmental and SocialAssessment and Management Plan (ESAMP) Appendix A:
Urban / AWP-1 CAPEX P3JJ & TA SRIP Review for social documents
I ESAMP
Strategic Roads Infrastructure Project (SRIP)
LINK NO. PROJECT LINK
021.11.K/022.11.K Bandar Lampung Bypass
PROGRAM TYPE OF WORKS
PROVINCE
Lampung
SOURCE
TITLE OF REPORT ' DOCUMENT
NO.
_Social Acquisition Impact /Land
Environmental Impact
Tracer report
1
UKL & UPL Report
2
Executive Summary of UKL & UPL
3
Executive Summary Environmental Management & Monitoring Plan
____
NO.
LINK NO. PROJECT LINK
002.11.K/002.1K/032.1K Palmerah Ring Road I & II
PROGRAM TYPE OF WORKS
PROVINCE
Jambi
SOURCE
UKL & UPL Report
LINK NO. PROJECT LINK PROVINCE NO.
Social Impact / Land Acquisition Tracer report
005.14.K JI.Cut Meutia, Bekasi *) West Java
PROGRAM TYPE OF WORKS SOURCE
Environmental Impact
Social Impact / Land Acquisition Inception Report of Simple LARAP. Final Report of Simple LARAP.
LINK NO. PROJECT LINK
081.12.K Semarang NRR, III P -2
PROGRAM TYPE OF WORKS
PROVINCE
Central Java
SOURCE
TITLE OF REPORT / DOCUMENT Environmental Impact
1
Urban / AWP-1 CAPEX PT. GAB
TITLE OF REPORT I DOCUMENT
1 UKL & UPL. Executive Summary 2 UKL & UPL Documents *) Cut Meutia will be part of JBIC Project
NO.
Urban /AWP-1 Betterment Pemda & TA SRIP Review for social documents
TITLE OF REPORT / DOCUMENT Environmental Impact
1
Urban / AWP-1 CAPEX Kreasi & TA SRIP Review for social documents
UKL & UPL Report Social Impact / Land Acquisition . Tracer report
Environmental and Social Assessment and Management Plan (ESAMP) Appendix A:
Urban /AWP-1 CAPEX Pemda & TA SRIP Review for social documents
-
StrategicRoads InfrastructureProject (SRIP)
Environmental and Social Assessment and Management Plan (ESAMP) Appendix A:
ESAMP
Strategic Roads Infrastructure Project(SRIP)
ESAMP
Documentation Report onTA-SRIP Local Consultation and Coordination (Report was separately submitted to the World Bank September - October 2004 Project Preparation Mission)
This separately submitted Document Report served to compile currently available records and documentation of the consultations and local government coordination activities of our TA-SRIP consultants, as of August 2004. To date, this has included some 103 recorded local / sub-project level site visits, consultations and meetings as part of their environmental and social impact assessment activities. This report does not include similar types of site visits and meetings that have been conducted by our local consultants and project stakeholders involved in preparing the 14 social impact studies (including 3 full LARAPs, 5 simple LARAPs and 6 Tracer studies) and 13 environmental studies (including 3 AMDALs and 10 UKL / UPL). The results and recommendations of consultation and coordination activities that were conducted by these local consultants and project stakeholders are documented or reflected in these respective reports. Copies of Environmental Study Recommendations, Site Visits and Meetings For included in Report: 1. Urban Subprojects - Environmental Inter-Urban Subprojects - Environmental 2. World Bank and SRIP Project Preparation Unit 3. Site Visit / Field Investigation Reports 4. Summary Records Of TA-SRIP Environmental Site Visits / Meetings 5. Summary Records Of TA-SRIP Feasibility Study Site Visits / Meetings 6. Workshop Report on December, 6 2004 7. Boyolali - Kartosuro 8. Semarang - Demak 9. 10. Pemalang - Pekalongan 11. Karawang Bypass 12. Kabuyutan Bridge 13. Ngawi Ring Road 14. Brebes - Tegal By Pass 15. Cianjur Ring Road 16. Cut Mutia Bekasi 17. Soekarno Hatta - Pekanbaru 18. Paal Merah - Jambi 19. Soekamo Hatta - Lampung 20. Semarang Nothern Ring Road Copies of Letters of Recommendation / Approval from Local Governments for Completed LARAP / Tracer Studies included in Report: Ngawi Ring Road I. Brebes - Tegal Bypass 2. Cianjur Ring Road 3. Bandar Lampung Bypass 4. Semarang Northern Ring Road 5. Karawang Bypass 6. Environmental and Social Assessment and Management Plan (ESAMP) Appendix B
Strategic Roads Infrastructure Project(SRIP)
7. 8. 9. 10. 11.
ESAMP
Summary Records of TA-SRIP Site Visits / Meetings Urban Projects Inter-Urban Subprojects Summary of Social Studies for Urban and Inter-Urban Sub-Projects Public Consultation Summaries and Meeting Minutes
Environmental and Social Assessment and Management Plan (ESAMP) Appendix B
2
Strategic Roads InfrastructureProject (SRIP)
ESAMP
MINUTES OF SOCIALIZATION / PUBLIC CONSULTATION MEETING UKL/UPL Study and Land Acquisition Tracer Study for Karawang By-Pass Road Subproject, Kabupaten Karawang, February 5, 2004
The opening of meeting by Local Government Staff of Kabupaten Karawang and Kecamatan Karawang. Clarification on the Karawang By-Pass/Tanjung Pura - Warung Alternative Road Construction Project by the North Java Corridor (Pantura) Main Project and Bekasi Cikampek - Pamanukan Subproject Officers. Clarification on the Preparation of Environmental Management and Monitoring by Local Procedures (UKL/UPL) Study and Land Acquisition Tracer Study and Officer Karawang Kabupaten Hidup) Environmental Agency (Dinas Lingkungan the Consultant Team. Question and Answer Session/Discussion. QUESTION AND ANSWER SESSION: 1)
M. Hambali (Village Headman of Tanjung Mekar, the Former Village Headman of Tanjung Pura & Nagasari): We thank you for the Warung Babu Alternative Road Construction Project. My question was when the project would start? For your information, the present condition of the project road has led to a serious impact to the local community in the form of air pollution (dust), especially in dry season. The land acquisition process was implemented properly, on which I was involved. I am the former Village Headman of Tanjung Pura and Nagasari, which is presently assigned to be the Village Headman of Tanjung Mekar that is a new administrative unit produced from village splitting program. On the implementation of land acquisition it was held twice to three times public counseling to the land owners, which was also attended by Local Government apparatus and public figures. It was held 3- 6 times meetings with the proprietors concerning the price agreement due to the compensation. Answer/Response: In view of the constraint of development fund, the Government of Indonesia through the Ministry of Settlements and Regional Infrastructure is presently preparing a proposal to the World Bank regarding a loan for financing the Karawang By-Pass Road development project. In case of World Bank's approval, the construction phase will be implemented immediately (next FY). For the purpose of fulfillment of the Bank's requirements it was held Environmental Management Procedures / Environmental Monitoring Procedures (UKL/UPL) Study and Land Acquisition Tracer Study. It is expected that this meeting can obtain many inputs from both the local community and related agencies in site for the successful of project implementation.
2)
Aryadi (Staff of Local Archive Office, Kabupaten Karawang): When the construction of Karawang By-Pass road project will start? We expect that the construction of the road will be implemented soon as the existing condition of road has led to significant impact to our office that closes to the road in the form of air pollution (dusts). This has resulted in the polluting of the office hardcopy files/documents. We have requested to the Local Government in both oral and writing to conduct periodic cleansing but no response anyway.
Environmental andSocial Assessment and Management Plan (ESAMP) Appendix B
3
Strategic Roads Infrastructure Project (SRIP)
ESAMP
Answer/Response: As described above, the construction of Karawang By-Pass road project will depend on the World Bank loan, which is now proposed by the Government of Indonesia. For this purpose, the local communities' and related agencies' assistance will be needed for the successful of study implementation required by the Bank. Presently, there are no contractors responsible for the construction project and on other hand it is difficult to the Local Government to manage the environmental impacts forming air pollution (dusts) In this case, it needs the local communities' due to the constraint of fund. understanding, participation and self-effort to mitigate the environmental impacts. 3)
H. Umar R. (Local Entrepreneur/Public Figure of Kelurahan Palumbonsari): In principle, there are no problems in land acquisition implementation even it needs 3- 5 times meetings to achieve the price agreement for the compensation. However, there is a minor problem in the form of protracted arrangement of land certificate and Building Construction License (IMB) that has led us to arrange by ourselves. As an entrepreneur, I am very glad to the existence of the Karawang By-Pass road project while expecting the acceleration of business. My question is when the project will start and may I participate in the implementation of project in the form of supplying of materials? Answer/Response: It is natural that there should be the problems in the implementation of land acquisition program previously undertaken. The delay of land certificate and Building Construction License (IMB) arrangement is resulted from the amount of works to be done by the Committee. Nevertheless, the arrangement performed by ourselves will be a form of local community participation. The participation in the road development project as the materials supplier may be implemented in coordination with the Contractor getting contract award.
4)
Dede S. (Chief Regional Environmental and Development Institution - L2PD): The Karawang citizen highly gladly accept the Karawang By-Pass Road construction project as it requires to immediately settle the congestions occur in Pasar Johar and the roads adjacent to the project. We will also support overall efforts of both Central Government and Local Government (Pemda) Kabupaten Karawang as long as it is intended to the Karawang people interests. Nevertheless, the Project Proponent should take into account the involvement of local community in the project as manpower, contractor, and material supplier as long as it is acceptable to the project in order to prevent social restless. Answer/Response: Thank you to all of the community components in Kabupaten Karawang, including NGOs that have paid attention to the Karawang City development, which will be the significant support the implementation of Karawang By-Pass road development project. It is expected that the Project will get important inputs or suggestions from all community components to the land acquisition program allowing the successful of Karawang By-Pass road project implementation. It is also expected that the Karawang By-Pass road project may provide great benefits to the Local Government (Pemda) of Kabupaten Karawang and wider community. The project proponent will emphasize to the Contractor to involve local manpower and entrepreneurs in the construction phase of project in accordance with the project requirements.
Environmental and Social Assessment andManagement Plan (ESAMP) Appendix B
4
Strategic Roads Infrastructure Project (SKIP)
5)
ESAMP
Community Member of Kelurahan Mrs. Een Suhaeti (Housewife/the Palumbonsari): On the implementation of land acquisition, there is unsatisfying compensation determined by the Committee. For my household, the compensation rate to land and building is smaller than that of expected. For instance, the land cultivated with vegetables and fruit trees locates in the back of house were not valued the same as the yard at the front one. The land measuring was also conducted without prior notification. The appraisal of building compensation rate was performed without considering the building condition in detail whereas in fact, our house was newly constructed even the floor was not ceramic tiles. In addition, it is expected that the construction will be implemented soon as that area is frequently used for immoral conduct. Answer/Response: It should be rather difficult to the Committee to determine the compensation rate to both land (paddy field and yard) and building. Therefore, the Committee had conducted several meetings with the land owners or the representatives until the price agreement was achieved. We realize that some people were unsatisfied with the compensation value due to the constraint of Pemda Karawang fund. It also needs to the local community to understand that the Karawang By-Pass road development project will be carried out for the purpose of local community's benefits and interests. It is expected that the local community understand to the Pemda Karawang finance constraint.
6)
Mr. S. Supriatna (Teacher/Public Figure of Kelurahan Nagasari): There was a problem with the land acquisition program, on which the price of yard in the front of house was different from the back one, whereas in fact, the people want the same price for both yards. This has resulted in the implementation of several meetings for reaching agreed price, which price was not acceptable to some affected people. However, this is not a problem to us as we realize that the Karawang By-Pass road development project will be for public interest and benefits. What we expect that this project would be implemented as soon as possible allowing the benefits could be experienced by the people adjacent to the project. Answer/Response: As described above, it's rather difficult to the Committee to determine the compensation value that might satisfy all the community members. It is expected that the same problem may not occur again in the future. Presently, the Ministry of Settlements and Regional Infrastructure is endeavoring to obtain the fund from the World Bank for the construction works. Once the World Bank's approval is obtained the construction phase will be immediately implemented.
7)
Mr. Hamid (Religious Figure, the Former Apparatus of Kelurahan Palumbonsari): No problems with the land acquisition process previously implemented and the local community could accept the compensation rate that was produced from several meeting implementation. The local communities were very glad to the new road.development project that can be an alternative to solve the existing traffic congestion, which project may also raise the land price. It is expected that the project will be immediately implemented allowing the project benefits may be experienced by local communities as soon as possible.
Environmental and Social Assessment and Management Plan (ESAMP) Appendix B
5
Strategic Roads InfrastructureProject (SRIP)
ESAMP
Answer/Response: As we previously described, smooth implementation of land acquisition program is the Committee's and Pemda's expectation even not all people could be satisfied. The expectation to the positive impacts or benefits of the project may be immediately realized upon the World Bank's approval. It is expected that approval can be obtained in accordance with the schedule allowing the project can be implemented in
Environmental and Social Assessment and Management Plan (ESAMP) Appendix B
6
Strategic Roads InfrastructureProject (SRIP)
ESAMP
MINUTES OF SOCIALIZATION/PUBLIC CONSULTATION MEETING UKL/UPL Study for Semarang - Demak Road Subproject, February 12, 2004
-
-
-
The opening of socialization/public consultation meeting by Head Subdistrict (Camat) Kecamatan Sayung. Clarification on the Semarang - Demak (Kaligawe - Demak By-Pass Section) Road Improvement Project by an Officer of P3JJ and Road Betterment and Bridge Replacement Project Office, Central Java Province. Clarification on the Preparation of Environmental Management and Monitoring Procedures (UKL/UPL) Study by the Staff of Local Environmental Impact Management Agency (Bapedalda), Central Java Province and the Consultant Team. Question and Answer Session / Discussion.
QUESTION AND ANSWER SESSION: 1)
Mr. Suntoro Adi (AMDAL Section of Environmental Impact Management Office KANPEDAL. Kabupaten Demak). I think the UKL/UPL Study for Semarang - Demak Road improvement will not be in compliance with the requirements as the project that will include road betterment and widening out of ROW with the length of over 10 km and locates in medium city shall involve AMDAL study in accordance with the Decree of Minister of Settlements and Regional Infrastructure (Kimpraswil) No. 17/KPTS/M/2003. Answer/Response: The Ministry of Kimpraswil has classified the Semarang - Demak road into interurban road since the length of road is 5 km or Area > 5 Ha * Medium City> 10km,Area> 10Ha * Rural Area (Inter-Urban) > 30 km Sensitive
Areas
?
_
Project will p!s through on or more of the followings: 1. Commercial I Resident Area 2. Productve Land 3. Monumental, Traditional I Religious buildings 4. Nature Preserve (existing I proposed) 5. Wildlife Reserve 6. Conservation Forest 7. Protected Flora Area 8. Fauna Conservation Area I Widlife refuge 9. Wetland Area 10. Watershed Protection Area 11. Coastline I River Border 12. Lake I Basin Area 13. Water Resources Area 14. Marine Reserve and Other Waters Area 15. Mangrove Area 16. National Park 17. Forest Park 18. Nature Tourist Park 19. National Culture Preserve 20. Natural Hazard Steep Slope Areast 40% s rM21.
Yes
No
Significant
22. IsoRated Vulnerable People (IVPs)
Impact ?
s
No -|
Ye
FAMDAwL
IKPTS/M /2003 ?
Ministry of Settlements and Regional Infrastructuie Regtulation No. 17, Year 2003 (Kepmen Kimpraswil No. 17 Tahun 2003): a. New construction and / or Road Betterment outside ROW: a. 1 Urban Metropolitan 1 Km < length < 5 Km or 2 Ha 20 m long brdge b. Other areas > 60 m long bridge
No
Standard Operating
Procedures (SOPs)
Environmental and Social Assessment and Management Plan (ESAMP) Appendix C
-I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
Strategic Roads InfrastructureProject (SRIP)
ESAMP
Figure C.1 (continued): Detailed Screening Criteria for Road and Bridge Projects
Type of Proposed Project Activity
1. Toll Road and Fly-Over a. Construction of Toll Road b. Construction of Fly-over or Subway c. Betterment of Toll Road with ROW land acquisition c. Betterment of Toll Road without ROW land acquisition 2. Highway a. Construction / Betterment of Road by widening outside of ROW in: - Large City / Metropolitan Area Length or Area - Medium City Length or Area - Rural / Inter-urban Area Length b. Betterment of road by widening within the existing ROW in: - Large City / Metropolitan Area (Arterial or Collector Road) 3. Bridge a. Bridge Construction within: - Large City / Metropolitan Area - Medium city and lower
Note:
Metropolitan Area / City Large City Medium City Small City Rural Town/ Municipality
Requires Preparation of Detailed EIA (AMDAL) Based on Ministry of the Envirornent Regulation No. 17, Year 2001
All project lengths Length > 2 Km
Length < 2 km All project lengths Length > 5 Km
Length > 5 Km Needs ROW > 5 Ha
1 < Length < 5 km 2 Ha < ROW < 5 Ha
Length > IO Km Needs ROW > 10 Ha
3 < Length < 10 Km
Length > 30 Km
5 < Length < 30 Km
Length> 10 Km
Length > 20 m Length > 60 m
Population Population Population Population Population
Environmental and Social Assessment and Management Plan (ESAMP) Appendix C
Requires Environmental Management and Monitoring Plan (UJKf / UPL) Based on Ministiy of Settlements and Regional Infrastructhre Regulation No. 17, Year 2003
> 1,000,000 residents of 500,000 - 1,000,000 residents of 200,000 - 500,000 residents of 20,000 - 200,000 residents of 3,000 - 20,000 residents
Strategic Roads InfrastructureProject(SRIP)
3.
ESAMP
Framework for Land Acquisition and Resettlement
The time and cost requirements for right-of-way (ROW) land acquisition and possible resettlement of existing occupants can be an important consideration in evaluating the feasibility of a subproject. This can be particularly true for subprojects located in urban areas where population densities, land, building and related economic costs are generally high. An important component of the proposed ESAMP and expected SRIP loan agreement will be the project's comprehensive Land Acquisition and Resettlement Policy Framework (Appendix D). Following current World Bank-funded projects, this Framework will build upon the processes and requirements established by Gol Regulation (Keppres) 55 / 1993 and the Bank's OP 4.12. With respect to illegal squatters and "informal" businesses that may have be present within established Right-of-Way (ROW) areas, additional consideration needs to be given to Indonesia' new Road Law of 2004, which was developed with World Bank support. Several important requirements of the expected SRIP Land Acquisition and Resettlement Policy Framework are that: * All land, buildings and other fixed assets that need to be acquired to provide required subproject right-of-way (ROW) areas must be compensated at agreed "current replacement values", * Land acquisition of critical ROW areas must be completed prior to awarding of the construction contract, *
Involuntary resettlement should be avoided or minimized through exploration of all viable alternatives, including realignment of roads, and through community consultation at all stages of project planning and implementation,
*
A detailed Land Acquisition and Resettlement Action Plan (LARAP) must be prepared for review and approval by the World Bank for all subprojects that would displace more than 200 individuals;
*
For all subprojects that displace less that 200 individuals, and "abbreviated" LARAP will be prepared for review and approval by the World Bank,
*
For subproject-related ROW areas that were acquired prior to the SRIP, a Tracer Study will be completed to document these land acquisition activities, and
Full documentation of compliance with the agreed project Framework for land acquisition and resettlement is required. The lead responsibility for conducting and funding ROW land acquisition and resettlement activities lies with the respective local government in which the subproject is located. *
Summary Results of Environmental and Social Impact Screening As integral part of the project preparation process, the agreed screening process has been applied and environmental reviews and screening has been conducted. 4.
Although the proposed SRIP program is relatively large and extensive, individual subprojects are predominantly confined to Betterment or Capacity Expansion (Capex) of existing roads and
Environmental and Social Assessment and Management Plan (ESAMP) Appendix C
ESAMP
Strategic Roads InfrastructureProject (SRIP)
bridges. This also includes, in several cases, the proposed construction of new "bypass" roads to help divert through=traffic outside of more populated urban areas From previous experience, these types of subprojects normally do not have major or long-term impacts but there can be localized, short-term impacts that will need to be addressed and monitored in accordance with local laws and regulations, guided by the ESAMP to be prepared and applied for SRIP.. Key sources of information on the "lessons learned" of the types and level of typical environmental and social impacts from recent projects are summarized in Figure C.2.
Figure C.2: Summary List of Environmental References on "Lesson's Learned" on the Environmental / Social Impact of Related / Recent Road Project Directorate General of Highways (DGH), 2004. Environmental Management Plan, Eastern Indonesia Region Transport Project 2 (EIRTP-2). DGH, 2003. Final Report, Strategic Urban Roads Infrastructure Environmental Component (Volume 2, Appendix 4-2).
Project (SURIP),
DGH, 2003. Sumatera Region Road Project (SRRP), Environmental Final Report. DGH, 2003. Sumatera Region Road Project - Report on the BAPEDALDA Action Plan Implementation and other Environmental Oversight Specialist Tasks. DGH, 2001. Final Reports, Assessment of Land Acquisition and Resettlement under the North Java Road Improvement Project (NJRIP; ADB Loan No. 1428 - INO) DGH, 2001. Final Report, Master Plan Review Study for National Network of Roads, Heavy Loaded Road Improvement Project II (JBIC Loan No. IP-466) DGH, Province of West Sumatera, 2001. Report on the Implementation of Land Acquisition and Resettlement Action Plan (LARAP), SRRP. Djoko, Indra, 1995. Land Acquisition and Resettlement Study of the NJRIP. World Bank, 2004. Draft Implementation Completion Report, SURIP
Based on the SRIP impact screening process and public consultations, subprojects that may present more significant impact concerns were identified and subject to secondary screening or further detailed studies, including: *
Environmental Management and Monitoring Reports (UKL / UPL),
*
Full EIA (ANDAL) with Environmental Management and Monitoring Plans (RKL / RPL)
*
Land Acquisition and Resettlement Action Plan (LARAP), Abbreviated LARAP (for proposed ROW land acquisition activities involving less than 200 individuals) and Tracer Study (to document previously acquired ROW areas)
Environmental and Social Assessment and Management Plan (ESA AP) Appendix C
Strategic Roads InfrastructureProject (SRIP)
ESAMP
A summary matrix of the proposed SRIP subprojects is presented as Figure C.3, which provides the following key information: * Annual work program in which the subproject is currently proposed for funding Location (by province or special administrative district, namely Jakarta or Yogyakarta) * Type of proposed subproject (betterment, capacity expansion, new road or flyover, bridge replacement, and routine maintenance) and classification (urban or inter-urban)
*
*
Name of subproject
*
Length of subproject (in kilometers)
Summary description of the civil works proposed for each subproject Based on guidance provided to date from members of the Bank's Safeguard Committee and Project Preparation Missions, each subproject was screened for the following key indicators of potential impact: * Land acquisition required for ROW *
* * * *
*
Completion status of required ROW land acquisition activities Relative population density of areas that the subproject passes through (ranging from "I" for low population density to "3" for high population density) Presence or absence of protected natural habitat areas Presence or absence of natural forest areas (the "natural" forest was used to differentiate natural forest with commercially-operated teak plantation forests which present along several subprojects) Presence of absence of any known cultural relics (nearly all subprojects are rated as "no ?" as a precaution for potential buried relics, the chance discovery of which is covered in the SOPs)
* 4.1
Required environment and social Safeguard documents Screening Results for SRIP Annual Work Program 1 (AWP-1) Subprojects
A summary of the current environmental screening results and recommendations prepared by for 40 subprojects currently proposed for SRIP Annual Work Programs (AWP-1 to 3) is provided in Figure C.3. Of the 22 proposed AWP-1 subprojects, supplemental environmental and/or social impact studies were prepared for 14 of these subprojects, including: *
Ten(l0)UKL/UPL
*
Three (3) ANDAL, RKL / RPL
*
Ten (10) Tracer Studies
*
one (1) LARAP
Environmental and Social Assessment and Management Plan (ESAMP) Appendix C
Strategic Roads Infrastructure Project (SRIP)
ESAMP
For the remaining eight (9) subprojects which did not require more detailed studies, standard operating procedures (SOPs) have been prepared. Copies of these supplemental studies are provided to the Bank, the respective Bapedalda and/or local government (in the case of land acquisition) for review and approval. In addition, based on the Bank's September - October 2004 Project Preparation Mission, additional ROW "intrusion" reviews will be conducted for the following nine (9) capex subprojects and separately reported to the Bank:
*
Soekamo Hatta - Lampung
*
Boyolali - Kartusoro
*
Brebes - Tegal
*
Cianjur Ring Road
*
Cut Meutia, Bekasi
*
Ngawi Ring Road
*
Pemalang - Pekalongan
*
Semarang - Demak
*
Widang - Lamongan
In general, these "intrusion" surveys will further document issues related to informal businesses and illegal squatters that are located within established ROW and pavement areas of these proposed Betterment subprojects which do not require any land acquisition. A preliminary October 2004 estimate of ROW intrusion / illegal squatter issues is summarized in Figure C.4. 4.2
Screening Results for SRIP AWP-2 and 2 Subprojects
Based on available information, an initial screening was also conducted for 24 subprojects which are currently proposed for funding under AWP-2 or 3. Supplemental environmental and/or social impact studies will need to be prepared for 16 of these subprojects, including: *
Thirteen (13) UKL / UPL
*
Three (3) AMDAL
*
Two (2) Tracer Studies
*
Five ten (15) LARAP
For the remaining seven (8) subprojects which did not require more detailed studies, standard operating procedures (SOPs) will need to be prepared. All documents will be submitted to the Bank and concerned local agencies and governments for review and approval.
Environmental and Social Assessment and Management Plan (ESAMP) Appendix C
Strategic Roads InfrastructureProject (SRIP}
ESAMP
Strategic Roads Infrastructure Project (SRIP) Annual Work Program 1 (AWP-1)
Summary Subproject Descriptions, Location Maps and Representative Site Photographs
Environmental and Social Assessment and Management Plan (ESAMP) Appendix C
I
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D. \Final ESA MP\ Vol 1The ESAMP Report 19-1-06kAppendix for ESAMP\Appendices C\Photo2iPhoto Bo-volali-Kartosuro.doc
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MINISTRY OF SETTLEMENTS AND REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF REGIONAL INFRASTRUCTURE
5
-
DIRECTORATE GENERAL OF URBAN & RURAL DEVELOPMENT STRATEGIC ROADS INFRASTRUCTURE PROJECT (SRIP)
-
Project Summary of
WIDANG - LAMONGAN
East Java
Proiect Description Capacity Expansion (Capex) Length: 5.100 km Road Widening 7.00 m to 14.00 m (Capex 2 Lane) with Rigid Pavement Overlay Existing Pavement, Sub-Grade Improvement, Drainage and Culvert Widening. | Highway | 09/24/2004 Proiect Justification: AADT = 27269 vehs V/C ratio {2004}= 0.80 V/C ratio {2007}= 0.83 Traffic Growth 8%
IRI = 5.4 SDI= NYA
|
Traffic
| 09/24/2004
Engineerina Status: Drawing: Generally acceptable for tender Documents: Substantially complete Engineering estimates complete
| Highway | 09/24/2004 Environmental Review Status: No found environmental significant issues Is needed to apply SOP SOP prepared by TA SRIP, has finish in Bahasa Indonesia and English
Resettlement AsDect: ROW = 24 m
| Environment 09/29/2004 Status: LARAP: completed/in process To be acquired: ...0... household
Land Acquisition: :OK Area 0 m2 Cost 0 bioRp
0.. m2
COST
Construction Cost
Design Cost
Supervision Cost
Contigency Cost
Economic Cost
Added TAX
Source | 09/24/2004 Financial Estimate Cost Construction
(million)
(million)
(million)
(million)
(million)
(million)
(million)
Cost
32,673.00
67.60
1,350.00
3,267.00
37,358.00
3,735.00
41,094.00
18 Month
67.60
1,350.00
3,267.00
37,358.00
3,735.00
41,094.00
Total 32,673.00 Economic Evaluation: EIRR NPV
= =
39 % Rp. 189.5 billion
Estimated Year Of Implementation: AWP - 1 Year 2005.
|Economic | 09/24/2004
N:\Projects\Indonesia\P079906 -Strategic Roads Infrastructure Project\Safeguards\Final ESAMP Feb 06\Appendix forEs069172W 4 Reports\Wvdang-Lamongan.xis/vidang-Lamongan
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MINISTRY OF SETTLEMENTS AND REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF URBAN & RURAL DEVELOPMENT
STRATEGIC ROADS INFRASTRUCTURE PROJECT (SRIP) Project Summary of
SOEKARNO - HATTA, PEKANBARU
l
RIAU
Proiect Description:
Widen from 7 m to w/ central median. Length (Kin): 15,074 Beginning of project sta.0+000 at junction on Dumai street and Riau street; end project sta. 15+074 at junction/intersection direct to Pekanbaru cities/Kwantan street; which total length 15.074 km to implementation. | Promect Justification: AADT =
35300 veh
IRI =
V/C rasio{2004}= V/C rasio{2006}=
23700 pcu 0.75
SDI= No data
Traffic Growth
7 -9%
=
Highway
| 24-Sep-04
Traff Eng'r
| 28-Sep-04
3.7
Engineering Status:
Drawings: Substantially complete but there some alterations required to drainage between 0+000 and 0+700. Land acquisition still not quite complete. Docu Substantially completed, submission of hydrology document outstanding Engineering estimates require updating. |
Highway
| 24-Sep-04
Environmental Review Status:
Illegal Squatters, compensation has not finish yet, amount of PAP 478 persons UKL dan UPL Report is finished and has approval by local government Environmental issues cover are traffic congestion, air and noise pollution and land acquisition problem
I Resettlement AsDect:
Land Acquisition:
ROW = 40 m
Environ.
Area = no data m2 Cost = no data
LARAP: not yet completed To be acquired :478 household
I Larap/Tracer Construction Cost:
| 06-May-05
Status:
| May 6,2005
Total Proiect Cost:
Rp. 70,731 billion
Economic Cost Financial Cost
| Gde
|30-Sep-04
79,346 billion billion
= 87,281
|
Gde
|30-Sep-04
Economic Evaluation: EIRR NPV
= =
90% Rp.766,4 Billion |Economic |29-Sep-64
Estimated Year Of Implementation: AWP - 2, Year::2007
| Source | Date N:\Projects\lndonesia\P079906 -Strategic Roads Infrastructure Project\Safeguards\Final ESAMP Feb 06\Appendix for ESAMP\Appendices C\Status Reports\Soekarno- Hatta Riau. KIs
MINISTRY OF SETTLEMENTS AND REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF URBAN & RURAL DEVELOPMENT STRATEGIC ROADS INFRASTRUCTURE PROJECT (SRIP)
Project Summary of
SEMARANG - BAWEN
Central Java
Proiect Description Betterment Length: 24.50 km 12m - 14m widen to 2 x 7.Om devided, improvements to drainage, footpath and shoulder paving Replacement of bridge | Highway |
09/24/2004
|
|
09/24/2004
| Highway |
09/24/2004
Proiect Justification:
AADT
= 56634 vehs V/C ratio {2004}= 0.63 V/C ratio {2006}= 0.70 Traffic Growth = 5.57%
IRI = 4.7 SDI= NYA
Traffic
Enaineering Status:
Drawing Generally acceptable for tender Documents: Substantially complete Engineering estimates under revision Environmental Review Status:
No found environmental significant issues Is needed to apply SOP SOP prepared by TA SRIP, has finish in Bahasa Indonesia and English Environment Land Acquisition: :OK
Resettlement Aspect:
ROW = 22 - 24 m
Area Cost
09/29/2004
Status:
11832650 m2 26 bioRp
LARAP: completed/in process To be acquired: ... 0....0 household ... 11832650 .... m2
|Source |0/420
COST
Total
Construction Cost (million)
Design Cost (million)
Supervision Cost (million)
Contigency Cost (million)
Economic Cost (million)
Added TAX (million)
Financial Cost (million)
Estimate Construction Cost
112,135.00
245.00
1,800.00
11,213.00
125,393.00
12,539.00
137,933.00
24 Month
112,135.00
245.00
1,800.00
11,213.00
125,393.00
12,539.00
137,933.00
Economic Evaluation:
EIRR NPV
= =
Rp.
63 % 503.9 billion | Economic | 24-9-04
Estimated Year Of Implementation:
AWP - 1 Year 2005.
N:\Projects\lndonesia\P079906 - Strategic Roads Infrastructure Project\Safeguards\Final ESAMP Feb 06\Appendix fo ES&GRjW6ndlc 0@4 Reports\emarang- 3awen.x s/a emarang AVN
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MINISTRY OF SETTLEMENTS AND REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF URBAN & RURAL DEVELOPMENT
STRATEGIC ROADS INFRASTRUCTURE PROJECT (SRIP) Project Summary of
Semarang Northern Ring Road, III P-2
ntral Java
. roaect Description:
iden from 7m to 14m to complete original design, w/central median. Length (Kin): 2,225 1st year works embankment surchage, using vertical drain under approach bridge embankment. ro be constructed two bridges with span L = 430m and L = 150m jHighway Eng.| 24-Sep-04 .roaect Justification:
AADT = 22704 veh V/C rasio{2004}= 0.53 V/C rasio{2006}= 0.61 Traffic Growth = 7%
IRI = 3.1
SDI= No / Capex
| Traff Eng'r | 28-Sep-04 .naineerina Status:
Drawings: lompleted but design confirmation required on the following: ) Reduced lengths of PCC piles to bridges to be substantiated for PCC piles in original design. ) Wooden piles to 2 x 2m RC channel substituted for PCC piles in original design. Documents for structures and hydrology not complete. I ngineering Estimates and BoQ require updating.
lHighway Eng.
24-sep-04
_nvironmental Review Status:
Ilegal Squatter in Rumija. UKL and UPL Report is finished , and have approved by local government on July 6, 2004 I nvironmental issues cover are traffic congestion, air and noise pollution etc
I esettlement Aspect:
Land Acquisition:
ROW = 40 - 60 m
Environ.
I
30-Sep-04
Status:
Area = 418 m2
Simple LARAP: completed
Cost = Rp 1,489 (Billion)
To be acquired: 21 household 262 m2
-and clearing for illegall squatters
I Larap/Tracer l Construction Cost:
Total Proiect Cost:
IRp.68,150 (Billion)
Economic Cost = Rp. 77,260 (Billion) Financial Cost = Rp. 84,986 (Billion)
n
Gde
| 30-Sep-04
|
Gde
30-Sep-04
| 30-Sep-04
Economic Evaluation: EIRR NPV
= =
20 % Rp.36,10 Billion
NPV/C
=
0,40 Economic
09/29/2004
-stimated Year Of implementation:
WP - 1, Year: 2006 N:\Projects\lndonesia\P079906 - Strategic Roads Infrastructure Project\Safeguards\Final ES Fctet06~Indi for ESAMP\Appendices C\Status Reports\Semarang North Ring Roa xIs
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MINISTRY OF SETTLEMENTS AND REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF URBAN & RURAL DEVELOPMENT
STRATEGIC ROADS INFRASTRUCTURE PROJECT (SRIP) Project Summary of
||
Semarang to Demak
CentralJavaj
|
Proiect Description: Length: 20,1 km Capacity Expansion programm for this link is to solve traffic problem at the beginning of the link and high frequency accident at 14 m wide undevided section. To solve traffic problem the first 1,7 km have 26 m road wide devided into: 14 m (2 x 7 m)for fast traffic * * 12 m (2 x 6 m ) frontage road for slow traffic The other part should be 14 m ( 4 lane ) devided road Semarang also have quiet poor soil property, so rigid pavement for road construction could be considered I Highway | 18-10-04 Proiect Justification: AADT = 63221 ;33879;33879 vehs IRI = 6,5 V/C rasio{2004}= 1.26;0.41 ;0.35 SDI= No / Capex V/C rasio{20 ..}= 1.47;0.48;0.42 Traffic Growth = 5.90% |
Traffic
| 10/10/2004
Engineering Status:
Date I Source | Environmental Review Status: UKL & UPL had recommended by Bappedalda of Central Java Province at June 29, 2004. Rec. No. 660.1/BPDLII/0600. Initial environment assessment had prepared include in FS under TA SRIP Road existing without median cause of traffic jam and traffic accident. Becicle's route in past line of JI. Kaligawe. Flooding areas, it's needed to highly road elevated. Industries areas, Unisula University and hospital and Terboyo terminal along JI. Kaligawe. Bus parking infront of Terboyo terminal and informal business was found in JI. Kaligawe. Frontage proposed along JI. Kaligawe and U Turn propose in Sayung, no problem for land acquisition.
Resettlement Aspect: ROW = 20 - 38 m
I Environment | May 6,2005 Status: LARAP: no study required To be acquired: 0 household
Land Acquisition: Area = 0 m2 Cost = 0 bioRp
I Construction Cost: Rp.
Total Proiect Cost: Economic Cost Finacial Cost
101,057 biliion
iSource lEconomic Evaluation: EIRR = 64 % NPV =Rp. 320 biliion _ Estimated Year Of Implementation: AWP - 1, Year 2006
|Date
_
:Rp :Rp
Source
|06-May-05
113,195.00 124,515.00 iC &QE i
|
|
Date
~~~~~~~~~~~~~~~~~~~~~Econo | Date
Source
|
Date
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MINISTRY OF SETTLEMENTS AND REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF URBAN & RURAL DEVELOPMENT STRATEGIC ROADS INFRASTRUCTURE PROJECT (SRIP)
U
Pemalang-Pekalongan
Project Summary of
Central Java
Proiect Description: Capacity Expansion Project (Capek) Length: 19.88 Km
| Transport | 02/11/2004 Project Data:
AADT V/C ratio{2004} V/C ratio{20 ..} Traffic Growth
IRI = 3.14 SDI = NYA
= 38,445 veh = 0.88 = 1.03 = 5.8 %
| Engineerina Status: Soil Survey & Tests Topographical Survey Traffic Survey Design Status Contract Documents
: : : :
Traffic
| 01/11/2004
Done Done Done Satisfactory for tender, except for intersection
| Source | Date Environmental Review Status: UKL and UPL report has approval by local Government, Recommendation No. 660.1/BPDL.11/0987 on Sept 2004 No significant environmental issues
Land Acquisition: Area = NR Cost = NR
Resettlement Aspect: ROW = 24 m
Land/Resettlement Issues
0 Rp
Estimated cost
No issues
Construction Cost: Rp. 121,145 biliion C & QE
IEnvironmentl 06-May-05 Status: LARAP: INR To be acquired: household 0 HH 0 m2
03/11/2004
Source Total Proiect Cost: (in Million Rp.) 136,146 Economic Cost 149,761 Finacial Cost C&QE
06-May-05
F
03/11/2004
Economic Evaluation: EIRR
NPV
=
75%
=
Rp. 804.3 billion | Economic | Nov 05, 2004
Estimated Year Of ImDlementation: AWP - 1 , Year 2006 |Source
|
Date
SP arWAkflWs\Indonesia\P079906 - Strategic Roads Infrastructure Project\Safeguards\Final ESAMP Feb 06\iAppendix for ESAMP\Appendices C\Status Reports\Pemalang - Pekalongai.xis
MINISTRY OF SETTLEMENTS AND REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF URBAN & RURAL DEVELOPMENT STRATEGIC ROADS INFRASTRUCTURE PROJECT (SRIP)
Project Summary of |PEJAGAN
LOSARI
||Central Java
|
Proiect Description
Betterment Length :9.43 km Overlay 2 x 7.0 m (4 lane ), devided with bridge replacement ( Kabuyutan Bridge | Highway | 09/24/2004 Proiect Justification: AADT = 56634 vehs
V/C ratio {2004}= V/C ratio {2006}= Traffic Growth
=
0.63 0.70
IRI
=
5.32
SDI =NYA
5.57%
|
Traffic
| 09/24/2004
Highway
I 09/24/2004
Engineering Status:
Drawing: Generally acceptable for tender,except for intersection Documents: Substantially complete Engineering estimates under revision Environmental Review Status:
No found environmental significant issues Is needed to apply SOP SOP prepared by TA SRIP, has finish in Bahasa Indonesia and English |
Resettlement Aspect: ROW = 19 m
Land Acquisition: :OK Area 0 m2 Cost
0 Rp
Environment
| 09/29/2004
Status: LARAP: completed To be acquired:
....0... household 0 ... m2 Source |
Construction Cost:
Total Proiect Cost:
Rp. 23,410 (Billion)
Economic Cost Financial Cost
09/24/2004
= 26,763 Billion = 137,933 Billion
Economic Evaluation: EIRR NPV
= =
111% Rp. 135.1 billion
I Economic
l 09/24/2004
| Source
I
Estimated Year Of Implementation: AWP - 1 Year 2006.
09/24/2004
N:\Projects\Indonesia\P079906 - Strategic Roads Infrastructure Project\Safeguards\Final ESAMP Feb 06\Appendix for ESAMP\Appendices C\Status Reports\Pejagan-Losari.xls/Pejagan-Losari
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MINISTRY OF SETTLEMENTS AND REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF URBAN & RURAL DEVELOPMENT STRATEGIC ROADS INFRASTRUCTURE PROJECT (SRIP)
Project Summary of
PASURUAN - PILANG
EastJava
Proiect Description: Betterment Length :32.807 km Road Widening 7.00 m to 11.00 m length 23.150 Km. with Rigid Pavement Overlay Existing Pavement, Drainage improvement and culvert widening. | Highway | 09/24/2004 Proaect Justification: AADT = 26;924 V/C ratio {2004}= 0.56 V/C ratio {2007}= 0.62 Traffic Growth = 5%
vehs
IRI = 5.4 SDI= NYA
|
Traffic
| 12/27/2004
Encineerinq Status: Drawing: status have done repair by P3JJ East Java Documents: Substantially complete Engineering estimates under revision | Highway | 09/24/2004 Environmental Review Status: No found environmental significant issues Is needed to apply SOP SOP prepared by TA SRIP, has finish in Bahasa Indonesia and English
Resettlement Aspect: ROW = 14 - 18 m
Land Acquisition: :OK Area 0 m2 Cost 0 bioRp
| Environment | 09/29/2004 Status: LARAP: completed/in process To be acquired: .. .0... household 0..
m2
Source Total Proiect Cost: Economic Cost = 110,415 Billion Financial Cost = 121,457 Billion
Construction Cost: Rp. 98,852 (Billion)
1 09/24/2004
Economic Evaluation: EIRR NPV
= =
104 % Rp. 801.4 | Economic
I
09/24/2004
Estimated Year Of Implementation: AWP - 1 Year 2005.
Source
|09/24/2004
N:\Projects\Indonesia\P079906 -Strategic Roads Infrastructure Project\Safeguards\Final ESAMP Feb 06\Appendix for ESAMP\Appendices C\Status Reports\Pasuruan-Pilang.xls/Pasuruan-Pilang
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MINISTRY OF SETTLEMENTS AND REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF URBAN & RURAL DEVELOPMENT STRATEGIC ROADS INFRASTRUCTURE PROJECT (SRIP) Project Summary of
Palmerah (Ring Road I & 11Jambi)
Jambi
Proiect Description:
Betterment: Realignment and widening, drainage improvements, structural overlay, junction improvements Length: 22,90 Km.
| Highway Eng.|
24-Sep-04
Proiect Justification:
AADT = 18863 veh V/C rasio{2004}= 0.52 V/C rasio{2006}= 0.6 Traffic Growth = 7%
IRI 4 SDI = 130
| Traff Eng'r | 28-Sep-04
Enaineerina Status:
Drawings: Amendment as per Design Reviews still awaited. Documents for hydrology outstanding Engineering estimates require updating.
i Highway Eng.1 24-sep-04
Environmental Review Status:
UKL & UPL Report is finished and has approval by local goverment. Recommendation No. 660/457/Bapedalda/2004 Environmental issues cover are, traffic jam, air and noise pollution etc I Environ I 06-May-05 Status: LARAP: no study required 1 household To be acquired: 216 m2 Need land acquisition for 1 HH, land clearing for illegal squaters, fence, and other utilities Resettlement Aspect: ROW Sta 0+000 - 5+150 = 22 - 30 m Sta 1+250 - 22+637 = 24 m
Land Acquisition: Area = m2 Cost = Rp
l_________________________________________________________
I
LARAP
| May 6,2005
Total Proiect Cost: Economic Cost : 46,300 Billion : 50,930 Billion Financial Cost
Construction Cost: Rp. 40,864 (Billion) l
Gde
| 30-Sep-04
|
Gde
| 30-Sep-04
Economic Evaluation:
EIRR NPV
= =
37% Rp.81.6 Billion | Economic
| 29/09/2004
Estimated Year Of Implementation: AWP - 1 , Year: 2006 N:\Projects\Indonesia\P079906 - Strategic Roads Infrastructure Project\Safeguards\Final ESAMP Feb 06+pp8C=d EbAM pend es C\Status Reports\almera - ambxIs
MINISTRY OF SETTLEMENTS AND REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF URBAN & RURAL DEVELOPMENT
r
STRATEGIC ROADS INFRASTRUCTURE PROJECT (SRIP)
Proj ct Summary of
Ngawi Ring Road
stJava
Pro ect Description: 60 % new road with to be constructed concrete deck slab Truss Bridge w/span 2x50m. Length ( Km): 10,75 40 % Structural overlay (Betterment) 7.Om wide w/paved shoulder, some realignment, improve crossing drain 3ge by Doble Box Culvert and Junction improvements.
I Highway Eng.1
24-Sep-04
Proi[!t Justification: AADT
=
V/C rasio{2004}= V/C rasio{2006}= Traffic Growth =
25433 veh
IRI = New Road (NR)
0.45 0.52 7%
SDI= NR
| Traff Eng'r | 28-Sep-04
EnLqi ieerincq Status: Draw ngs: Some relatively minor amandments still to make as per previous Design Reviews. Docu rnents for structure and hydrology not yet complete. Engi eering estimates require updating.
Highway Eng | 24-Sep-04
Environmental Review Status: Dem bolish School, AMDAL Report is finished and has approval by local government Reco mendation No.188/70/4115. 011/2004 AMD AL report in English and Bhs Indonesia had submitted to PPU and WB (English)
I
Rese ttlement Aspect: RO = 18 m
Land Acquisition: Area = 81,498 m2 Cost = Rp 2,019(Billion)
Environ
| May 6 05
Status: Full Tracer : completed To be acquired: 346 household
I Larap/Tracer I 30-Sep-04
Cons truction Cost:
Total Proiect Cost:
Rp. 52,870 (Billion)
Economic Cost Financial Cost |
Gde
30-Sep-04
= =
60,124 Billion 66,137 Billion |
Gde
| 30-Sep-04
Econ omic Evaluation: EIRR
NPV
(Billion)
= =
31 %
Rp. 73.2 | Economic | 29-Sep-04
Estin ated Year Of Implementation: AWP - 2, Year: 2007
| Source |
Date
:\Projects\Indonesia\P079906 - Strategic Roads Infrastructure Project\Safeguards\Final ESAMP Feb 06\Appendix for ESAMP\Appendices C\Status Reports\Ngawi Ring Road.xIs
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MINISTRY OF SETTLEMENTS AND REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF REGIONAL INFRASTRUCTURE
DIRECTORATE GENERAL OF URBAN & RURAL DEVELOPMENT
.A
r
STRATEGIC ROADS INFRASTRUCTURE PROJECT (SRIP) JI. Lingkar Barat, Palembang
Project Summary of
South Sumatra
Proiect Description: tructural Overlay By Rigid Pavement. = 5,1 Km; W = 7,0 M = 3,2 Km; W = 2x7,0 w/Central Median.
Drainage & Shoulder Improvements. Length (Km): 8,30 | Highway Eng.1 24-Sep-04 Proiect Justification:
IRI = 5.6
= 27126 veh AADT 0.85 V/C rasio{2004}= 0.99 V/C rasio{2006}= Traffic Growth
=
SDI= 201
7.8% | Traff Eng'r | 28-Sep-04
Engineering Status:
Drawings: Lacking Traffic management plan, joint details. Amendments as per Design Review still awaited. Documents are substantially complete. Engineering estimates require updating.
IHighway Eng.1
24-Sep-04
Environmental Review Status:
Base on Decree of Ministry of Settlement and Regional Infrastructures No. 17 Year 2003, Palembang Western Ring Road need to apply SOP only Environmental issues cover are traffic accident, air and noise pollution etc. I
Land Acquisition:
Resettlement Aspect:
Area = 0 m2 Cost = Rp 0
ROW Sta 0+000 - 5+150 = 22 - 24 m Sta 5+150 - 8+200 =25 m
I 07-Oct-04
LARAP: No study required To be acquired: 0 house hold 0 m2
I Construction Cost:
Total Proiect Cost:
Rp. 68,150,83 (Billion)
Economic Cost Financial Cost I Cost Eng'rl 10/06/2004
Environ
Status:
LARAP
06-May-04
: Rp. 76,425 (Billion) : Rp. 84,986 (Billion) Cost Eng'r | 10/06/2004 C
Economic Evaluation: EIRR
=
NPV
=
36%
Rp. 81.6 Billion | Economic | 09/29/2004
Estimated Year Of Imalementationa AWP - 1 , Year: 2006 N:\Projects\Indonesia\P079906 - Strategic Roads Infrastructure Project\Safeguards\Final ESAMP Feb 06\ApIienCiot"SAPP\A4edice C\Status Reports\Lingkar Barat, Palernbang.xIs
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MINISTRY OF SETTLEMENTS AND REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF URBAN & RURAL DEVELOPMENT STRATEGIC ROADS INFRASTRUCTURE PROJECT (SRIP)
Project Summary of
BOYOLALI - KARTOSURO
|
CentralJava
Proiect DescriDtion: Capacity Expansion ( Capex) Length: 15.40 km Road Widening to 14 m along 6.35 km; incl 2 (two) Bridges Drainage, footpaths and culverts Bridge widening = 1 bridge ( length 7 m | Highway | Project Justification: AADT = 42991 veh V/C rasio{2004}= 0.55 0.61 V/C rasio 2006= Traffic Growth
09/24/2004
IRI = 2.6 (Sec 1), 3.2 (Sec 2), 2.8 (Sec 3), 3.5 (Sec 4) SDI = NYA
= .... %
ITraffic I09/24/2004 Engineerina Status: Drawings:Not yet finalised, pavement design still in discussion It is suggested that these be reconsidered by consultant before tender drawings are finalised. Documents: Substantially complete but further consideration of pavement design required _____ o___24_2 Engineering estimates under revision | Highway | 09/24/2004 Environmental Review Status:
UKL & UPL had finished and Recommended by Bapedalda of Central Java Province. Recommendation No.660.1/BPDL 11/0599, Date: June 28, 2004 UKL & UPL reports (Ind & English) has been sent to PPU and Kasubdit Lingkungan DGRI.
Land Acquisition: :OK m2 Area = ... Cost =.. bioRp
Resettlement Aspect: ROW = 20 - 21 m
I Environment | 09/29/2004 Status: LARAP: completed/in process To be acquired: ...... household ....... m 2 Source | 09/24/2004
COST
Construction Cost (million)
Design Cost (million)
Supervision Cost (million)
Contigency Cost (million)
Economic Cost (million)
Added TAX (million)
Financial Cost (million)
Estimate Construction Cost
73,002.21
170.95
1,500.00
5,933.25
66,936.67
6,693.67
73,630.34
24 Month
170.95
1,500.00
5,933.25
66,936.67
6,693.67
73,630.34 +
73,002.21 Total Economic Evaluation
EIRR NPV
=
Rp.
101 % 494.9 billion
I Economic |
09/24/2004
Estimated Year Of ImDlementation: AWP - 1 Year 2005.
:8Pln*-tc\I-r-n
P
(Waqfi. Str: tApir P
IPn fr tr,-t,,rP
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At\FRIA,P Fph OR\Aprpnrflifnr FqAhAP\pprnHL
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MINISTRY OF SETTLEMENTS AND REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF URBAN & RURAL DEVELOPMENT STRATEGIC ROADS INFRASTRUCTURE PROJECT (SRIP)
Prc ject Summary of
KARAWANG - BY PASS
E
AVA
|
Pro ect Description: New Road Length: 11.50 km Four lane devided
I Highway 109/24/2004 Pro ect Justification: AADT = V/C rasio{2004}= V/C rasio{2006}= Traffic Growth =
39524 vehs 0.42 0.47 5.57%
IRI = 3.9 (Sec.1), 4.83 (Sec.2) SDI = NYA
| Traffic | 09/24/2004 Enc ineerinw Status: Dra ings: Generally satisfactory and amended as suggested in Design Review except Typical Cross Sections, as I roposed, are dangerous and require alteration to shoulders. Mel no issued to clarify TA-SRIP suggestions. Det ils of joints in rigid slab need clarification. Sor e specific cross sections are confusing particularly at retaining walls. Pa ement design based on unreliable traffic assessments.
Doc uments: Substantially complete, pavement design and hydrology under discussion En ironmental Review Status:
| Highway l 09/24/2004
UK & UPL had finished and Recommended by Environmental Agency Office of Kab karawang. Re ommendation No.660.1/395/AMDAL, Date: Agustus 8, 2004 UK & UPL reports (Ind & English) has been sent to PPU and Kasubdit Lingkungan.
RON = 28 - 36 m
COST
F_ otal
Area = 360,219 m2 Cost 18 bioRp
| Environment | 09/29/2004 LARAP: completed/in process To be acquired: ...0... household 0 ....m2
Construction Cost (million)
Design Cost (million)
Supervision Cost (million)
Contigency Cost (million)
Economic Cost (million)
Added TAX (million)
|Source l 09/24/2004 Financial Estimate Cost Construction (million) Cost
79,470.58
172.50
1,350.00
7,947.06
88,940.00
8,894.00
97,834.00
79,470.58
172.50
1,350.00
7,947.06
88,940.00
8,894.00
97,834.00
18 Month
Ec nomic Evaluation: EIRR NPV
= =
Rp
18 % 22.3 billion | Economic | 09/24/2004
Est imated Year Of Implementation: AV P - 1 Year 2005.
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o
etAre PA.jj ,ee....,d.r ds ;,, EA!P Fab Er.. s ^e_
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Bypass.xls/Karawang Bypass
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MINISTRY OF SETTLEMENTS AND REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF URBAN & RURAL DEVELOPMENT STRATEGIC ROADS INFRASTRUCTURE PROJECT (SRIP)
Pr ject Summary of
|I
KARANGAMPEL - CIREBON
WESTJAVA
Pra ect Description Betterment Length :20.00 km Overlay, Structural improvement & special treatment to one lane
| Highway | 09/24/2004 Pr *ect Justification: AADT = 11175 vehs V/C rasio{2004}= 0.11 V/C rasio{2006}= 0.13 Traffic Growth = 5.57%
IRI = 4.1 SDI= 100-170
|
Traffic
I
09/24/2004
En lineering Status: Drawings: Additional revisions required, especially on pavement problems Documents: Incomplete Engineering estimates not available
| Highway | 09/24/2004 Enm ironmental Review Status: No found environmental significant issues Is needed to apply SOP SO:' prepared by TA SRIP, has finish in Bahasa Indonesia and English
Re ettlement Aspect: RO Existing = 24 m Proposed= 24 m
COST
Construction Cost (million)
Design Cost (million)
Supervision Cost (million)
Contigency Cost (million)
Economic Cost (million)
Added TAX (million)
8,626.53 73,325.54
30.00 255.00 285.00
94.74 805.26
862.65 7,332.55 8,195.21
9,613.92 81,718.35 91,332.28
961.39 8,171.84 9,133.23
__ rotal 81,952.07 Ec nomic Evaluation:
EIRR NPV
| Environment | 09/29/2004 Status: LARAP: completed/in process To be acquired: 0...... household 0....... m2
Land Acquisition: Area 0 m2 Cost 0 bioRp
= =
900.00
-2 - 21 % Rp. -4.8 - 19.3 billion
NPV/C
|Sou rce | 09/24/2004 Financial Estimate Cost Construction (million) Cost 10,575.32 89,890.19 100,465.50
=
24 Month
0.1 | Economic | 09/24/2004
Est Mated Year Of Implementation: AW - 1 Year 2006.
N:\Proiects\lndonesia\P079906 -Strategic Roads Infrastructure Proiect\Safequards\Final ESAMP Feb 06\AP;enAWr&9kJAW9W6 \tatus
Reports\Karangampel-Cirebon.xls/KarangampeI-Cirebon
MINISTRY OF SETTLEMENTS AND REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF URBAN & RURAL DEVELOPMENT STRATEGIC ROADS INFRASTRUCTURE PROJECT (SRIP)
KABUYUTAN BRIDGE
Pr ject Summary of I
Central Java
Prc iect Description: BRIDGE REPLACEMENT Bridge Replacement Length :0.05 km
I Highway 109/24/2004 Pr iect Justification: = 56634 vehs AADT V/C ratio {2004}= 0.63 V/C ratio {2006}= 0.70 Traffic Growth = 5.57%
IRI = 5.38
SDI = NYA
_ Traffic
| 09/24/2004
En ineering Status: Drawing: Generally acceptable for tender Documents: Substantially complete Engineering estimates under revision
I Highway 109/24/2004 En ironmental Review Status:
I Re settlement Aspect: RC W = 20 m
I Source I 09/24/2004 Status: LARAP: completed/in process To be acquired: ....0... household
Land Acquisition: :OK 0 m2 Area Cost 0 bioRp
0 ... m2
~~ Sore b9/24/2004
|~
bOST
Total
Construction
Added
Economic Cost
(million)
Contigency Cost (million)
(million)
TAX (million)
75.00
900.00
457.21
6,004.32
75.00
900.00
457.21
6,004.32
Cost (million)
Design Cost
Supervision Cost
(million)
4,572.11 4,572.11
Financial Cost
Estimate
(million)
Construction Cost
600.43
6,604.75
12 Month
600.43
6,604.75
1
Ec anomic Evaluation: EIRR NPV
=% =
Rp. I Source 109/24/2004
I Es timated Year Of Implementation: AV P - 1 Year 2005.
N \Prmiprts\lnrinnpq'n\Pn7cgnfl
- StratpgiC Rnad, Infrnstrinhti,rp Prm'Prt\Sc,fP;rc4\Finrn
FSAMP Fph
6 \Ap1.raipFq;q.U9i1= tatus Reports\Kabuyutan.xls/kabuyutan brdge
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MINISTRY OF SETTLEMENTS AND REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF URBAN & RURAL DEVELOPMENT
A j -
STRATEGIC ROADS INFRASTRUCTURE PROJECT (SRIP) Demak Bypass
roject Summary of
Central Java
'roiect Description: iden from 7m to 14m to complete original design, w/ central median, bridges completed. Length (Km): 4,40 unction improvement.
24-Sep-04
| Highway Eng.|
Proiect Justification: 13920 veh = AADT V/C rasio{2004}= 0.51 V/C rasio{2006}= 0.58 Traffic Growth
=
IRI = 3.2
SDI = NYA
7%
Status~~~~~~~~~~~~~~~
-~~~nqineerinq
Traff Eng'r I 28-Sep-04
Drawing Complete Documents for hydrology and topography not complete E-ngineering Estimates all substantially completed
24-Sep-04
| Highway Eng.|
Environmental Review Status: No found significant Environmental Issue, Need to apply SOP |
Land Acquisition:
Resettlement Aspect: ROW = 30 m
Environ.
I 07-Oct-04
Status:
Area = m2
LARAP: completed/in process
Cost = Rp
To be acquired:
household m2
Date
Source Total Proiect Cost: Economic Cost = 26,958 Billion Financial Cost = 29,654 Billion
Construction Cost: Rp. 23,628 Billion
|
Gde
30-Sep-04
|
Gde
I
Economic
| 30-Sep-04
Economic Evaluation: EIRR NPV
= =
49 % Rp.117.50 Billion
I
09/29/2004
Estimated Year Of Implementation AWP - 1, Year: 2006 N:\Projects\Indonesia\P079906 - Strategic Roads Infrastructure Project\Safeguards\Final ESAMP Feb 06'-piidiuOeESTMPiptendi 3S C\Status Reports\Demak Bypass.x1s
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MINISTRY OF SETTLEMENTS AND REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF URBAN & RURAL DEVELOPMENT
STRATEGIC ROADS INFRASTRUCTURE PROJECT (SRIP) Froject Summary of
|D
DAAN MOGOT
ITS
GERANG
Proiect Description: 2 50 km - 600 mm raise + rigid p'ment. Length (Km): 2,50 Bgeinning of project sta.0+000 at junction on Tomang/DKI; end project sta. 16+750 at Tangerang boundary C aan Mogot category betterment with raising due to of flood; which 2.50 km total length to implementation L )cation of raising consist of 6 segment with variable length; rigid pavement 14 m wide; thickness of raising e nbankment (selected material) are variable (max. 60 cm) T ype of raising are rigid pavement 25 cm, lean concrete 10 cm& selected material (variable)
| Highway Eng.| 24-Sep-04 P roiect Justification: AADT = V/C rasio{2004}= V/C rasio{2006}= Traffic Growth =
143800 veh 69500 pcu 0.82 6 -8 %
IRI = SDI=
3.3 120
| Traff Eng'r | 28-Sep-04 Engineering Status: I rawings: S ubstantially complete with some relatively minor engineering alterations to make before tender. I ocuments are substantially complete Engineering estimate is being finalised _Highway Eng.| 24-Sep-04 nvironmental Review Status: se on Decree of Ministry of Settlement and Regional Infrastructures No.17 year 2003, Daan Mogot section n ed to apply SOP only vironmental issues cover are traffic accident, air and noise pollution etc Environ I 07-Oct-04 Land Acquisition: Status: R settlement Aspect: OW Sta 0+000 - 5+000 = 27 - 35 m Area = m2 LARAP: No study required Sta 6+000 - 15+000 = 20 - 24 m Cost = Rp To be acquired: 0 household 0 m2 _____________________________________________________________ | LARAP C nstruction Cost: Total Proiect Cost: :19,129 billion Rp. 16,537 Billion Economic Cost Financial Cost :21,041 billion
_
Gde
| 30-Sep-04
|
Gde
| 06-May-04
| 30-Sep-04
E conomic Evaluation EIRR NPV
= =
30% Rp. 16.6 Billion _ Economic | 29-Sep-04
stimated Year Of Implementation: AWP - 1, Year: 2006
L_
Source
|
Date
Note: Daan Mogot will be part of Busway by DKI
NAProjects\1ndo-eSi\P079906 -Stratgic Roads Ilirastnucture Project\Safeagords\Fin.1ESAMP Feb 06\Append. for ESAMP\Append-cesC\Stat.s ReportsD-
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MINISTRY OF SETTLEMENTS AND REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF URBAN & RURAL DEVELOPMENT
STRATEGIC ROADS INFRASTRUCTURE PROJECT (SRIP) West Java
CUT MUTIA, BEKASI
Froject Summary of
Froiect Description: Viden from 7m to 14m; w/central median; junction improvements. Length (Km): 3,05 Beginning of project sta.0+000 on junction intersection A. Yani street, Bekasi cities; End of project sta.3+050 on junction with near bus termination etail Engineering consist of 3 segment: - Sta.0+000-Stal+500: 14 wide (capex); with overpass, bridge & box culverts - Sta.1+500-Sta3+050: 14 m wide (capex); with intersection & box culverts I Froiect Justification: = AADT V/C rasio{2004}=
|Highway Eng.1 24-Sep-04 4.7
30200 veh
IRI =
21900 pcu
SDI= No / Capex
0.92 V/C rasio{2006}= -8 % Traffic Growth =6 |Traff Eng'r
28-Sep-04
rigineerinc Status: rawings: raffic engineer required to undertake detailed analysis and design for intersection at Sta1+500 (adjacent to niversity). This could require further land acquisition. raffic management plan for construction is required. o details available for proposed upgrade of bus terminal area mendments required to bridge designs in accordance with Check List Query so far unanswered on wisdom of using U-Beam design for Toll Road bridge here is no outlet to 2.0m deep drains from Stal +000 to 1+200. ocuments for hydrology not complete, all other documents being completed. ngineering estimate for road and overpass complete. Combined BoQ not yet complete. Vill require altering in accordance with above
| Highway Eng.| 24-Sep-04 rinvironmental Review Status: I legal Squatters, new certificatein Damija, cost for Public Utilities affected, air & noise pollution KL and UPL Repport is finished and has approval by local government. ecommendation No.660.1/481/DTKP.LHNI/04
Land Acquisition: Area = 1045 m2 Cost = Rp.
1esettlement Aspect: OW = 20 - 30 m
(in Billion Rupiah)
,onstruction Cost: Rp. 38,577
| Cost Eng'rl 10/06/2004
Economic Evaluation: = EIRR NPV
=
I Environ I May 6,2005 Status: LARAP: in process 20 household To be acquired: Total Proiect Cost: Economic Cost = Financial Cost =
I Larap/Tracer 30-Sep-04 (in Billion Rupiah) 43,849.00 48,234.00
| Cost Eng'rl 10/06/2004
58% Rp.180.5 Billion
I
Economic | 29-Sep-04
_stimated Year Of Implementation VWP - 2 , Year: 2007
| Source |
Date
ote: Cut Mutia will be part of JBIC Project
U Repr tsCut M.. for ESAMP\AppendicesC\StatM -StrateegcRoads Infrastfrcture Proqect\Safeguards\FinalESAMP Feb 06WAppendft N aProjec-s\ndones-a\PO79906
BeksI.,-g..Is
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N \Project.\Mndon-sl\PO79M0 -Strategic Roads Infrastucue Prq.ct\Safeguards\Final ESAMP Feb 06Appendix for ESAMP AppendicesC\St.t.s Reporls\Cul Muba B.k-sl-lng..I
MINISTRY OF SETTLEMENTS AND REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF URBAN & RURAL DEVELOPMENT STRATEGIC ROADS INFRASTRUCTURE PROJECT (SRIP)
CILEGON - PASAURAN - SP LABUAN
|
Pr ject Summary of
BANTEN
Proect Description: Betterment Length of Project 17.00 km Overlay, Widening and pave shoulder on industrial section (+1-11 km) Improvement Drainage |
_
240-4 ~~~~~~~~~~~~~~~~~~~~~~~~~H
Pr iect Justification: 27011 vehs 0.65 0.72 5.57%
= AADT V/C rasio{2004}= V/C rasio{2006}= Traffic Growth =
IRI= 4.90 SDI =NYA
| 09/24/2004 Traffic _igineering Status E,liineerinct Status: D awings: General roadworks drawings not complete. Previous recommendations included improvements to alignment, intersection at Sta 0+000, new set of cross section levels, widening one side only, c ncrete shoulders for HGV parking in industrial area et al. S hedule of bridge inspections never submitted. Bridge repairs required but no details given. E gineering report misses many items listed in Design Review No. 1 dated 1 May 2004. D cuments: Substantially complete, pavement design under discussion. I Highway 24-09-04 El gineering estimates under revision. El yironmental Review Status: N found environmental significant issues Is needed to apply SOP SOP prepared by TA SRIP, has finish in Bahasa Indonesia and English 1 09/29/2004 coCEnvironment cost cost cost cost Status: Acquisition: Land Aspect: R seotlement LARAP: completed/in process 0 m2 Area R DW = 12 m household To be acquired: ......... 0 Cost = 0 mbio Rp 0.. m2 2
V COST
nSource Added TAX (million)
Financial Cost (million)
Construction Cost (million)
Design Cost (million)
Supervision Cost (million)
Contigency Cost (million)
Economic Cost (million)
31,022.71
18,500.00
1,350.00
3,102.27
35,660.00
3,566.00
39,226.00
118,500.00
11,350.00
3,102.27
135,660.00
13,566.00
139,226.00
31,022.71 _Total 1 Ec,onomic Evaluation :_
EIRR NPV
9
09/24/2004 Estimate Construction Cost 18 Month
% =96 242.9 bilion =
I~~~~~~~~~~~~~~~~~~~~~~~~~~~ E stimated Year Of ImMlementation: AW.,__ar.....
Economic |
09/24/2004-
nTuD%4eW04 _N:\Projects\1ndonesia\P079906 -Strategic Roads Infrastructure Project\Safeguards\Final ESAMP Feb 06\Appendix for ESA4P\Ap$0;EWe\St PsuaxsCiegon-Sp.Labuhan
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MINISTRY OF SETTLEMENTS AND REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF URBAN & RURAL DEVELOPMENT
STRATEGIC ROADS INFRASTRUCTURE PROJECT (SRIP) CIANJUR EASTERN RING ROAD
'roject Summary of
West Java
'roiect Description: ..00 m wide, phase I with bridges & box culverts. Project length 7.50 km eginning of project sta.0+000 (KM.BDG 38+300) on eastern of Cianjur cities, end of project sta.7+500 on ntersection road direct to Sukabumi/Jakarta. Detail Engineering consist of 3 segment: Sta.0+000-StaO+600: 14 wide; phase I with box culverts Sta.0+600-Sta6+900: 7.00m wide; phase I with overpass, 4 each bridges & box culverts Sta.6+900-Sta7+500: 14 wide; phase I with box culverts | Highway Eng | 24-Sep-04
Promect Justification: = AADT V/C rasio{2004}= V/C rasio{2006}= Traffic Growth
27200 veh
IRI = 2.91 (Sec 1), 4.67 (Sec 2)
22900 pcu 0.42 6- 8 %
SDI = NYA
| Traff Eng' | 28Sep-04
Engineering Status: Cianjur Eastern Ring Road based on list comment final review date 1 September 2004 and site visit on date 16&17 September 2004, detail engineering status have done repaired by P3JJ Urban Bandung. Progress status up to date DED drawings finish.
IHighwayEngi
24-Sep-04
Environmental Review Status: AMDAL study document in English and Indonesia language has been completed and approval by local government. Environ
Resettlement Aspect: ROW = 40 m
I 30-Sep-04
Status:
Land Acquisition: Area = 296000 m2
LARAP: completed
Cost = Rp23,261 (Billion)
To be acquired: 291 household 29600m2 |LARAP
Construction
I 30-Sep-04
Total Proiect Cost:
Cost:
Rp. 68,214 (Billion) Gde
30-Sep-04
Economic Cost
= Rp.76,448 (Billion)
Financial Cost
= Rp. 84,148 (Billion) Gde
30-Sep-04
Economic Evaluation: EIRR NPV
= =
29% Rp. 85.5 Billion | Economic
| 29-Sep-04
F-stimated Year Of Implementation: AWP - 1 , Year: 2006 N:\Projects\lndonesia\P079906 - Strategic Roads Infrastructure Project\Safeguards\Final ESAMP Feb O Apgpr JSAM1BEpend ces C\Status Reports\Clanjur Eastern Ring Roa xis
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MINISTRY OF SETTLEMENTS AND REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF URBAN & RURAL DEVELOPMENT
STRATEGIC ROADS INFRASTRUCTURE PROJECT (SRIP) Brebes - Tegal Bypass
Project Summary of
C
tral Java
|
Project Description: New Road on embankment above soft soil. Length (Km): 17,05 Phase 1: 7,0 m wide two direction, w/8 No. Concrete Bridges. Final: 2 x 7,0 m wide w/2,0 m Central Median. Using vertical drain under three aproach bridge embankment (Pemali, Sigeleng and Bugel Bridge)
Promect Justification: = AADT V/C rasio{2004}= V/C rasio{2006}= Traffic Growth =
.Highway Eng.|
24-Sep-04
Traff. Eng'r
28-Sep-04
IRI = New Road (NR) SDI= NR
28931 veh 0.88 1.01 7.0%
Engineering Status: Drawings :(Most of changes still required have been recommended several times). Both road and bridge drawings are confused as little attempt has been made to provide details of proposed phasing. All road drawings show inclusion of service / access roads. These should be deleted from current construction details. Intersections to be amended for Phase 1 only. Design comments on bridges not attended to (see check list and additional comments) All Bridges to be redesigned for width of two lane carriageway without service roass. Box culverts for U- Turns at Sta 17+425 and 18+108 are not acceptable. Full survey and design (with land acquisition) may be needed for amended shortened version of bypass to Tegal only following discussions on alternative routes due to economic evaluation. Documents and Cost Estimate: To amend in line with above comments. Engineering estimetes require updating. I Hghway Eng.1
24-Sep-04
Environmental Review Status: AMDAL Report is finished and has approved by local government Recommendation No. 660.1/BPDL.II/0290 on March 13, 2004 AMDAL Report in English and Bhs Indonesia had submitted to PPU and World Bank (English) Environmental issues for this link are traffic congestion, air and noise pollution and land acquisition problem
o
Resettcement Asiect
Land Acquisition:
ROW = 30 - 35 m
EnvironI 06-May-05 X
Status:
Area = 584,233 m2 Cost = Rp 72,400 billion
Full Larap & Full Tracer: completed To be acquired: 854 household
I Larap/Tracer |30-Sep-04
Total Proiect Cost:
Construction Cost:
Economic Cost: Rp. 155,477 Billion Financial Cost : Rp. 171,025 Billion
Rp.139,080 Billion _ Ecnoi
29SepA04|
Economic |29-Sep-04
Economic Evaluation: 15% = EIRR =Rp. 4.6 Billion NPV
I Economic I
29-Sep-04
Estimated Year Of Implementation AWP - 1, Year: 2006 I Source
Date
N:\FProjects\ ndonesiaT079906 - Strategic Roads Infrastructure Project\Safeguards\Final ESAMP Feb 06\Appendix for ESAMP\Appendices C\Status Reports\Brebes - Tegal Bypass.xIs
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MINISTRY OF SETTLEMENTS AND REGIONAL INFRASTRUCTURE DIRECTORATE GENERAL OF REGIONAL INFRASTRUCTURE j DIRECTORATE GENERAL OF URBAN & RURAL DEVELOPMENT
STRATEGIC ROADS INFRASTRUCTURE PROJECT (SRIP) Bandar Lampung Bypass
Project Summary of
Promect Description: Widen from 7.Om to 2 x 7.0m w/ central median and two numbers of Rail Ways Crossing Bridge.
Lampung
Length (Km): 18,10
I Highway Proiect Justification: = AADT V/C rasio{2004}= V/C rasio{2006}= Traffic Growth =
Eng.1 24-Sep-04
IRI = 3.17 (Sec. 1), 4.54 (sec. 2), 5.11 (Sec. 3) SDI NYA
27382 veh 0.72 0.83 7.8%
Traff. Eng'r | 28-Sep-04
Engineerinc Status: Drawings: Substantially complete. Documents: Need reworking after bridge amendments. Engineering estimates require updating after bridge and pavement design amendments.
24-Sep-04
Eng. Hlighway -
Environmental Review Status: Illegal Squaters, NJOP/market price vs Walikota Decree. UKL and UPL Report is finished, but has not approved by local government.
I Land Acquisition: Area = 2,764 m2 Cost =Rp 2,115,000,000
Resettlement Aspect: ROW = 30 - 65 m
Environ.
I
30-Sep-04
Status: Simple LARAP: completed To be acquired :37 household 1,555 m2 |Larap/Tracer|I 30-Sep-04
Total Proiect Cost: Economic Cost = 141,876 Billion = 156,064 Billion Financial Cost
Construction Cost: Rp. 127,144 Billion
Gde
| 30-Sep-04
|
Gde
| 30-Sep-04
Economic Evaluation: EIRR NPV
= =
76% Rp.1,122 Billion I Economic
29-Sep-04
Estimated Year Of Implementation AWP - 1, Year: 2006 N:\Projects\lndonesia\P079906 - Strategic Roads Infrastructure Project\Safeguards\Final ESAMP Feb 06\Appefdix8 U\SdLUs RMepul Lb\nd[.1U!
yZ66M\Apq Ln1IIpu.l
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FIGURE
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Appendix D Land Acquisition and Resettlement Policy Framework for SRIP CHAPTER 1- DEFINITIONS The definitions used in this Policy Framework are: 1. "Project" means the SRIP (Strategic Roads Infrastructure Project) including all Project components and its activities as described in this Loan Agreement between the Republic of Indonesia and the Bank. 2. Sub Project is part of the project, which the physical activity is on the government, provincial and kabupaten/kota authority area. 3. "Government" means the Government of the Republic of Indonesia. 4. "Province Government" means the Regional Government of a province in the Western of Indonesia (Java and part of Sumatra). 5. "Kabupaten/Kota Government" means the Kabupaten/Kota Government in a province in the Western of Indonesia (Java and part of Sumatra). 6. "Project Affected Persons"(PAP) are person or institution or business unit which because of sub project implementation affected on: (i) livelihood; (ii) right, ownership or benefit of building and land (agriculture land, grassland, and other productive land), or other physical assets which owned or gained temporarily or permanently. 7.
"Physically Displaced Person", are people affected by the project who choose to relocate because : (i) the remaining land or building is not sufficient for shelter or work place, or (ii) the remaining land is less than 60m2 , or (iii) the remaining agricultural land is no longer adequate for cultivation. 8. "Land acquisition" means an activity by any level of Government to obtain land, buildings or other assets from Project Affected Persons for purposes of the Project against provision of compensation and assistance. 9. "Compensation" means replacement of land including building replacement value, plant and/or other assets connected with the land as impact of the right of land release or transfer. 10. "Resettlement" means an effort / activity to relocate the Project Affected Persons into a new location which meets the requirements of settlement so that they can develop a better life or at least equal with the previous condition. 11. "Resettlement Assistance" means an effort/activity to improve ability and PAP economic and social life, so that they can improve their standard of living or at least equal with the previous life before the sub project implementation. The resettlement assistance includes efforts to handle the difficulty in transition period. 12. "Tracer study" means a due diligence study conducted to ensure proper procedures have been carried out and the outcomes have been what would have been expected under this policy framework processes in the event land acquisition and/or resettlement has occurred in an area of a subproject before the RAP has been submitted to and approved by the Bank. CHAPTER 2 - GENERAL PRINCIPLES 1.
Involuntary resettlement should be avoided where feasible, or minimized.
Environmentaland Social Assessment and Management PlanforSRIP (February2005), Appendix D: Abbreviated LARAP
2.
3.
4.
5.
6.
7.
8.
Where it is not feasible to avoid resettlement, physically displaced people should be assisted in their efforts to improve their livelihoods and standards of living or at least equal with the previous life. PAPs will receive proper compensation appropriate with real calculation of replacement cost of losing their owned assets as a result of the impact of sub project. PAPs should be fully consulted and should receive proper information of their rights and provided with opportunities to participate in planning and implementation of land acquisition and resettlement. If the PAPs and Local Government are unable to come to an agreement on a resettlement action plan after more than a year, the sub project will be deleted from SRIP program. If the PAPs number less than 200 people or 40 HH, or if less than 10 % of productive assets are lost and no people are physically displaced, an abbreviated LARAP can be done. Otherwise a full LARAP will be required. However, the specific requirements for an abbreviated or full LARAP in particular sub projects should be reviewed in case-by-case basis. This Policy Framework provides guidelines and a set of procedures of Land Acquisition and Resettlement for PAPs appropriate to their social economic condition. Tracer studies will be considered only for subprojects in AWP1, and only AWP2 and 3 subprojects in which land acquisition and/or resettlement has actually begun prior to the Aide Memoire of October 2004, in which the requirements for Bank approval of RAPs were outlined. For new sub project candidates, tracer studies will be prepared as stated in sub chapter 3.5. CHAPTER 3 - SOCIAL ECONOMIC SURVEY, INFORMATION AND CONSULTATION
3.1
Social-economic Survey 1. As part of the planning and land acquisition process, the relevant level of Government will conduct a baseline survey to (i) define the areas to be affected by the subproject by making the drawing alignment, (ii) identify the environmental and social impact assessment such as information about number of persons, land, buildings and other assets which will possibly be affected. 2. The socioeconomic survey should be conducted after project designs are provided or at least after the road corridor alignment is determined. 3. The date of the social-economic survey will be the latest cut-off point to record the persons in the Project area who will receive compensation, resettlement and resettlement assistance. 4. The social economic survey will be a detailed description about PAP social economic condition before the subproject is implemented. The survey should include such information as: a. The size, condition, legal status of land and buildings. b. Social characteristics of Project Affected Persons and households: numbers, age, gender, education, job, standard of living, time of stay. c. Information about vulnerable groups, such as low-income groups, femaleheaded households, elderly, orphans, minorities, and handicapped, those without legally protected title to land, and other marginal groups.
Environmental and Social Assessment and Management Planfor SRIP (February2005), Appendix D: Abbreviated LARAP
2
d.
5.
3.2
Land tenure and transfer systems including patterns of authority over land. e. Market and NJOP prices of land and building. The information should be based on the written information from authoritative institutions such as local banks, local brokers, and local notaries. f. Sub project impacts to the PAP's economic and social living, including impacts on social networks and social support systems. g. PAP cultural characteristic such as religion system, traditional social and cultural structures and practices and other belief systems. h. Social and cultural characteristics of the host communities. That survey will include all PAPs, and will be the basic information informing land acquisition, resettlement and resettlement assistance processes.
Information, Awareness, and Consultation 1.
Local Government will conduct intensive awareness campaigns among PAPs, to provide information about planned subproject activities, intended benefits, and possible subproject impacts.
2.
Awareness and consultation will be conducted together with social economic survey among all PAP and related stakeholders. These activities can be conducted through open discussion, FGD (focus group discussion), dialog, or other ways appropriate to local condition.
3.
Consultation means to accommodate the opinions/aspirations, and suggestions of PAPs and related stakeholders about land acquisition and resettlement policy and strategies.
3.3
Independent Organization In conducting social economic survey activity described in sub chapter 3.1 and 3.2, Local Government will involve non-government institutions or high-level educational institutions, which have good experience in social economic survey or community development work.
3.4
Land Acquisition and Resettlement Action Plan (LARAP) 1. Based on the results of the survey described in sub-chapter 3.1, the appropriate level of Government prepares a comprehensive Land Acquisition and Resettlement Action Plan (LARAP). 2. The scope and level of detail of the LARAP will vary depending on the level of possible impact as described in Chapter 2, paragraph 6 above. 3. A full LARAP will contain at least the following elements a. sub project description b. c. d. e.
potential impacts of the subproject, including project activities leading to impacts, the areas of impacts main objectives of the Land Acquisition and Resettlement Action Program findings of the socioeconomic studies institutional framework identifying agencies responsible for resettlement activities, and any steps necessary to enhance the capacity of those agencies to carry out resettlement activities
Environmernal and Social Assessment and Management Planfor SRIP (February 2005), Appendix D. Abbreviated LARAP
3
f. g. h.
i. j. k. 4.
eligibility criteria for PAPs for various kinds of compensation and resettlement assistance valuation of assets; resettlement measures, including description of the packages of compensation and other resettlement measures for each category of eligible persons, site selection, preparation and relocation strategies for those PAPs relocated to new sites, housing, infrastructure and social services, environmental protection and management where appropriate, mechanisms of community participation in the resettlement process (including host communities); grievance procedures organizational responsibility and implementation schedule, including costs and budget monitoring and evaluation arrangements.
Abbreviated LARAP If PAP less than 200 people 0or 40 HH, or if productive assets affected by the sub project are less than 1 %, then an abbreviated may be prepared. An abbreviated LARAP will contain, at a minimum, the following elements Census survey of PAPs and valuation of assets Compensation and resettlement assistance description; Consultation with PAPs about compensation alternatives . Institutional responsibility for implementation and procedures for grievance redress; Arrangements for monitoring and implementation; and
Schedule and funding 5. The LARAP will be prepared by the appropriate level of government to be delivered to the SRIP secretariat, Public Works Ministry, which, after review, will submit the LARAP to the Bank for review and clearance. After World Bank approval, the LARAP will be formally issued as a Bupati/Walikota Decree. 6. The World Bank will issue clearance for procurement to proceed for the subproject once land acquisition is complete and PAPs have received compensation as established under the LARAP. 7. During implementation of the LARAP the appropriate level of government will provide regular progress reports to the SRIP Secretariat which will forward those reports to the World Bank. *
3.5. Tracer Study If land acquisition was conducted before in preparation (new proposal forAWP2/3) for the project the past two years for subprojects by Local Government without a LARAP approved by the Bank, a "tracer study" shall be conducted to evaluate whether the land acquisition has been well implemented appropriate with the Land Acquisition and Resettlement Policy Framework between Government of Indonesia and The World Bank and to evaluate PAP condition before and after the land acquisition. This study is to make sure that PAP not having level of life reducing.
Abbreviated LARAP Environmental and Social Assessment and Management PlanforSRIP (February2005), Appendix D:
4
CHAPTER 4 - LAND ACQUISITION 4.1
Compensation 1. The PAPs will receive fair compensation calculated at real replacement cost. Replacement costs are: (i) agriculture area: the pre-project or predisplacement, whichever is higher, market value of land of equal productive potential or use located in the vicinity of the affected land, plus the cost of preparing the land to levels similar to those of the affected land, plus the cost of any registration and transfer taxes. (ii) land in urban area: the predisplacement market value of land of equal size and use, with similar or improved public infrastructure facilities and services located in the vicinity of the affected land, plus the cost of any registration and transfer taxes, and (iii) housing and other building : replacement based on material market price to build replacement building similar to the affected building, or to repair a partially affected structure, plus cost of transporting building materials to construction site, plus cost of any labor an contractors fees and cost of registration and transfer taxes. In determining this replacement cost, depreciation of assets and material salvage value are not countable, Nor are lost assets affected by value added as a result of project activities. 2. Compensation for trees, plants and other assets are to be negotiated based on established price standards for various kinds of trees and cash crops. 3. Follow up monitoring and evaluation of the implementation of the compensation process will be conducted to make sure that PAPs receive their compensation as described in the LARAP. Monitoring will conducted by a local independent institution (such as higher level education institution) and will include a census or sampling survey depending on the number of HH affected by project. The report and recommendation will be made publicly available.
4.2
Resettlement Assistance In addition to the compensation for land, building, and fixed assets, the PAPs will receive resettlement assistance, to assist them in adjusting to the new environment. Resettlement assistance can be provided in parallel with sub project construction and implementation.
4.3
Compensation Alternatives 1. Based on the agreement reached at the negotiation, the eligible PAPs can choose to receive cash compensation, land replacement or resettlement. 2. PAPs who have to be physically displaced will receive full replacement cost for assets lost. 3. Physical displacement may include provision of serviced sites, land swaps, low cost housing, real-estate housing provided through a Bank Tabungan Negara (BTN) credit facility, or other schemes organized by the appropriate level of Government. 4.
PAPs can also form cooperative housing groups to construct housing. For this Local Government will coordinate with relevant institutions to provide service and rehabilitation assistance as needed.
5.
The Physically Displaced Persons will not bear the costs of depreciation of their buildings, and charges or taxes related to the relocation or compensation.
6.
PAPs can take and bring their salvaged building materials to the new site.
Environmental and Social Assessment and Management Planfor SRIP (February2005), Appendix D: Abbreviated LARAP
5
7.
4.4
Cash compensation must be given to PAPs before their move to a new location or the destruction of their old building.
Categories of Project Affected Persons PAPs can be grouped into: 1. those who have legal land certificate, girik, or adat title (individual or communal); 2. those who occupy land in a residential, commercial, or industrial zone in the Project area, but do not hold a certificate or legal title; 3. those who occupy public land on sites such as rivers, roads, parks, or other public facilities in the Project area; and 4.
those who are renters
4.4.1
Persons who Have Land Certificate, Girik or Adat Title 1. PAPs who have land certificate, girik, or adat title, will receive compensation for the land, building, and fixed assets appropriate with ownership status and its environmental condition. 2. PAPs described in sub-chapter 4.4, point 1, who are displaced by the Project, can choose to receive cash compensation or the other options as described in sub-chapter 4.3. 3. The lots at the resettlement site will have land title of the same level or higher (whenever possible) than they previously had, and the certificate will be issued within 6 months after displacement of the physically displaced persons. 4. PAPs will receive transport allowance to move themselves and their belongings, excluding the salvage material. 5. PAPs will also receive resettlement assistance to increase their ability to improve their lives
4.4.2
Persons Who Occupy Land in a Residential. Commercial or Industrial Zone in the Project Area But Do Not Hold a Land Certificate or Legal Documents 1. PAPs who are recorded in the baseline survey and who occupy land in a residential, commercial, or industrial zone in the Project area, but do not hold a land certificate, girik, or hak adat, receive compensation of land, building, and fixed asset according to the length of their stay and the replacement value of the assets. 2. PAP described in sub-chapter 4.4 point 2, who are recorded in the social economic survey who have to displaced, can choose to receive cash compensation or the other options as described in sub-chapter 4.3. 3. The lots at the new site will have Hak Pakai or a higher land title, and the certificate will be issued within 6 months after the displacement. 4. PAP will receive transport allowance sufficient to move their belongings excluding the salvage materials. 5. PAP will also receive resettlement assistance facilitated from the Local Government to increase their ability to improve their lives.
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4.4.3
Persons Who Occupy Public Land on Infrastructure or Public Facility Sites 1. PAPs who are recorded in the social economic survey that clearly delineated as public land such as railway, under bridge of fly over will receive allowance and other resettlement assistance from the local government. 2. In cases that the public area: (i) has been occupied for long period of time without any sanction from the government, (ii) get recognition from the government in term of obligation to pay land tax or fees, camat/lurah agreement on land transactions that makes people are not clear anymore that the are is public land, the PAP should get compensation based on the recommendation of the social economy survey
4.4.4 Persons Who Are Renters PAP who are renters, and are recorded in the social-economic survey, will be assisted in finding a rental-house, or a housing site of similar size to the one lost, which can be rented or rent-purchased through affordable installments. 4.5
Land donation 4.5.1 Land donation is acceptable only if: a) the land donator gets direct benefit from the project/subproject and they are not poor people; b) PAP have been informed clearly their right on compensation as stated in this framework and they still willing to donate without any pressure. 4.5.2 The donator shall provide a written statement clearly indicating willingness to donate the land. This statement shall be duly signed by the PAP with appropriate stamp/materai and witnessed by third parties. 4.5.3 PMU and the Bank should ensure that there is no pressure or intimidation to the PAP in the process of land donation.
4.6
Resettlement Site 1. The resettlement site provided for the physically displaced persons will include adequate infrastructure and public facilities to promote development of a good social and economic life, including: (a) Road or footpath as necessary; (b) Drainage system; (c) Water supply (if a piped water distribution network is not available, there should be wells that comply with health standards); (d) Electricity; (e) Health facility, education, work places, religious services, and sport facilities, in accordance with the size of the new community; and (f) Public transport facilities. 2. The location reserved for resettlement as described in point 1 of this subchapter will be widely publicized so that the general public will be well informed. 3. The physically displaced persons will be informed of the completion of the resettlement site at least one month before displacement, and they will be invited to survey the new site. 4.
The physically displaced persons will move to the new site after the infrastructure and facilities at the resettlement site are completed and feasible to live in as confirmed by the Project supervisor and local community leader.
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7
CHAPTER 5 - ASSISTANCE, MONITORING AND EVALUATION 5.1
Types of Assistance 1. PAPs whose job, income, or living are disturbed by the Project or are physically displaced will receive assistance to improve their standard of living or at least to maintain it at the level before the implementation of the subproject. 2. The assistance program will give priority to vulnerable community members and groups, including to women and women headed households. 3. In implementing the assistance care should be taken to smoothly integrate the newly resettled people with the host community in the resettlement area. 4. The assistance can be linked to existing programs and resources. 5. Resettlement assistance may include one or more of the following: (a) Allowance. (b) Motivation development; (c) Skill and vocational training; (d) Assistance to start and develop small businesses; (e) Small scale credit; (f) Marketing development; (g) Strengthening of community based organization and services (h) Conflict resolution and mediation (i) Training to promote gender equality, such as woman access and participation in decision-making. (j) Health training about the environment, reproduction, HIV/AIDS.
5.2
Assistance Schedule and Cost 1. The assistance will start during the consultation prior to displacement. The program should be limited only in one year budgeting but can be conducted in several years appropriate with PAP needs. 2.
5.3
The fund for the extended assistance will be reserved from the Project funds or other sources as defined by the Bupati/Walikota in the LARAP.
Monitoring and Evaluation 1. One year after the implementation of the project, an evaluation will be conducted by independent consultant to see whether the PAP have been able to at least restore their standard of living, or whether they still face serious problems which require further assistance. 2. If the PAP has not been able to overcome income and the standard of living and problems, the Local Governments will provide an extension of the assistance. 3. Budget for Monitoring and Evaluation will be borne by the project. CHAPTER 6 - INSTITUTIONS AND FUNDING
6.1
Resettlement and Assistance Team (RAT) To implement the various activities described above, in addition to the existing Land Acquisition Team in each Local Government, it is necessary to establish a Resettlement and Assistance Team (RAT).
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8
6.2
Head, Members, and Tasks of the Resettlement and Assistance Team 1. The Resettlement and Assistance Team as described in sub-chapter 6.1 will be chaired by Kepala Bappeda Kabupaten/Kota, with members from other relevant agencies in the Local Government, 2. The tasks of the Resettlement and Assistance Team described in sub-chapter 6.1 include, among others: (a) to prepare a comprehensive plan for the land acquisition, resettlement and assistance. (b) to provide inputs and assist the Land Acquisition Team of the Local Government or Province in the land acquisition process; (c) to conduct resettlement and active assistance in the field starting from the pre-construction until the post construction period; and (d) to monitor the progress and address the problems in land acquisition, resettlement and assistance.
6.3
Consultation and Assistance by Non-Governmental Organizations 1. In the implementation, especially related to the information/awareness, consultation, training and assistance to the community, the RAT will be assisted by non-governmental organizations, which are experienced and have achieved good results. They should be keen and skilful in community development and they should be able to integrate various sectoral activities at the RW (community) level. 2. Transparency and consultation should be strengthened to solve local problems, quickly, and effectively. Complaints, which cannot be solved locally, will be processed through the procedures described in Presidential Decree No. 55 of 1993 and Regulation of the Minister of Agraria No.1 of 1994.
6.4
Coordination between Bappeda, Resettlement and Assistance Team (RAT) and Land Acquisition Team (LAT) and Buoati/Walikota 1. Bappeda should act as the main coordinator handling all environmental and social matters connected with Works. This would include consultation, land and building acquisition and compensation, resettlement, and rehabilitation assistance. Bappeda should also be responsible for liaison with all stakeholders and non-governmental organizations 2. Intensive communication and coordination should be developed between Bapedalda,
Bappeda, the Resettlement and Assistance Team (RAT) and the
Land Acquisition Team (LAT). least once each month.
Joint meeting coordination will be conducted at
3. Bupati/Walikota and other related officials conduct the evaluation for the development of land acquisition and resettlement and rehabilitation assistance, at least one for each month. Bupati/Walikota report every three months to Secretariat SRIP, Directorate General of Highway, Public Works Ministry, with attachment to Governor and The World Bank. 4. Provincial Government together with its related institutions will monitor and assist the Local Government in conducting community rehabilitation assistance as describe on this Framework Policy. 6.5
Coordination
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1. Reports and funding sources for the implementation information campaign, consultation, assistance, and resettlement as described in this Policy Framework shall be coordinated with the Project SRIP at Local Government in related Province. 2. General arrangements will be covered in the Project Implementation Plan. The details of the cost and funding sources will be covered in the LARAP which will be determined by the Bupati/Walikota as agreed by the relevant funding sources. 3. The Project Management Unit SRIP at the related province will provide the proposed LARAP to the SRIP Secretary, Public Works Ministry for furnish it to the World Bank for reviewed and approval. 4. An independent agency or agencies will be retained as required by the Project and/or Bank to periodically carry out external monitoring and evaluation of the implementation of the LARAPs. 5. Bank may carry out an inspection of the site or location of candidate subprojects with prior notification to The Executing Agency (PPU/PMU) although the inspection can be conducted independently. The result of inspection, which shall be discussed with related local government agency, shall be informed to the Executing Agency.
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ESAMP
Strategic Roads Infrastructure Project (SRIP)
Standard Operating Procedures (SOP) for Environmental Management of SRIP Subprojects Table of Contents .1
CONDITIONS OF CONTRACT
I.
1.1
Safety
1.2
Discoveries .1
.1
II. CONTRACT DATA
..
III. SPECIFICATIONS
.
3.1
Mobilization and Demobilization
3.2
Field Offices and Facilities
.3 .4 .4
B. Temporary Traffic Control C. Maintenance for Traffic Safety
.5 5
.. .5 .6
B. Related Work Specified Elsewhere Construction Schedule
3.8
Cleaning A. General B. During Construction
3.9
Environmental Aspects A. General
5
..
A. General 3.7
4
..
A. General
Materials and Storage
3
.3
Maintenance of Traffic Flow
3.6
2 2
..
B. Execution
Field Engineering
2
.2
Transportation and Handling
3.5
.
..
A. General 3.4
.
. .
A. General 3.3
1
6
..
6
.. .6 .6
7
.. .7
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3.10 Earthworks ....................................................... 11 11 A. General ....................................................... 3.11
Construction Plan Requirements for Location of Asphalt Mixing Plant 1 (AMP) ........................................................
3.12 Erection Of Steel Bridge Structures ...................... A. General .......................................................
1............................... 1 11
3.13 Maintenance Of Adjacent And Bridges ............................................... 12 12 A. General ....................................................... B. Maintenance of Adjacent Road and Bridges Used by the Contractor ....... 13 C. Maintenance for Traffic Safety .......................................
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Standard Operating Procedures (SOP) for Environmental Management of SRIP Subprojects I.
CONDITIONS OF CONTRACT 1.1
Safety The Contractor shall be responsible for the safety of all activities on the Site.
1.2
Discoveries Anything of historical or other interest or of significant value unexpectedly discovered on the Site shall be the property of the Employer. The Contractor shall notify the Project Manager's of such discoveries and carry out the Project Manager's instructions for dealing with them.
II.
CONTRACT DATA The Contractor shall, throughout the execution and completion of the Works and the remedying of any defects therein: a)
Have full regard for the safety of all persons entitled to be upon the Site and keep the Site (so far as the same is under his control) and the Works (so far as the same are not completed or occupied by the Employer) in an orderly state appropriate to the avoidance of danger to such persons, and
b)
Provide and maintain at his own cost all lights, guards, fencing, warning signs and watching, when and where necessary or required by he Engineer or by any duly constituted authority, for the protection of the Works or for the safety and convenience of the public and others, and
c)
Take all reasonable precautions to avoid harm to the living and working environment. Such precautions shall include but not be limited to the following: (i)
provision of sanitation facilities to prevent the biological or factory pollution of the Site or any water course, stream, well, tank, reservoir or water supply.
(ii)
avoidance of wanton destruction of flora and fauna.
(iii) avoidance of excessive noxious gaseous or smoke emission from plant and other operations in connection with the Works;
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(iv) avoidance of damage or interruption to water courses, irrigation channels and drainage paths; (v)
avoidance emission.
of excessive
harmful
or objectionable
noise
If the Engineer considers that inadequate precautions have been made to comply with these requirements, the Contractors shall take such further precautions or measures as the Engineer shall reasonably direct.
III.
SPECIFICATIONS 3.1
Mobilization and Demobilization (a) Mobilization and installation of Construction Plant from their existing locations to the sites where they are to be used under this contract. (b) Provision and maintenance of the Contractors base camp, including as necessary, site offices, living quarter, workshop and stores, etc. (c) Strengthening of Existing Bridges for Transportation of Construction Equipment.
3.2
Field Offices and Facilities A.
General
1.
Description of Work Contractor shall, under this Selection, construct, furnish, install, maintain, clean, guard and at the Completion of the Contract, remove or dispose, all temporary field offices, storage sheds, living quarters, and workshops, that are required for the management and supervision of the project.
2.
3.
Related Work Specified Elsewhere (a) Mobilization and Demobilization
Section 1.2
(b)Materials and Storage
Section 1.11
(c) Cleaning
Section 1.16
General Requirements (a)
The contractor must at all times comply with the requirements of National and Provincial regulations.
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3.3
ESA MP
Transportation and Handling A.
General
1.
Description This section sets out provisions for the transportation and handling of soils, hot mix materials, other materials, equipment, and tools.
The provisions of Section 1.8, Maintenance of Traffic Flow, Section 1.11, Materials and Storage, and Section 10.2 Maintenance of Adjacent Roads and Bridges are to be treated as being complementary to the contents of this Section. 2.
Related Works Specified Elsewhere a)
General Conditions of Contract
relevant clauses
b)
Maintenance of Traffic Flow
Section 1.8
c)
Materials and Storage
Section 1.1 1
d)
Excavation
Section 3.1
e)
Maintenance of Adjacent Roads and Bridges
Section 10.2
B.
Execution
1.
Standards
Work processes shall be conducted in conformity with National, Provincial and District regulations goveming the work as well as requirements for the preservation of natural resources and the environment. 2.
Transportation Weight Limitations a)
If required, the Engineer may impose weight restrictions for the protection of any existing road or structure within the vicinity of the project.
b)
The Contractor shall be responsible for any damage to roads or structures resulting from his construction operations.
c)
If, in the opinion of the Engineer, the Contractor's hauling operations are causing damage to a public road or structure, or in the event of any flooding that halts the Contractor's hauling operations, the Engineer may direct the Contractor to use an alternative route, and the Contractor shall have no right to claim for additional compensation as a result of the Engineer's instruction.
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3.
3.4
ESAMP
Disposal of Material Outside the Site a)
The Contractor shall make his own arrangements fro the disposal of materials outside the Right - of- Way (ROW).
b)
When any material is to be disposed of outside the Site, the Contractor shall obtain a written permit from the property owner on whose property the disposal is to made, which permit shall designate the disposal location and shall be submitted to the Engineer together with a request for approval to proceed.
c)
When material is disposed of as provided above and the disposal location is visible from a highway, the Contractor shall dispose of the material in a neat and uniform manner to the satisfaction of the Engineer.
Maintenance of Traffic Flow A.
General
1.
Description
2.
a)
It is the intent of the Articles in this Section to ensure that during the performance of the Works all existing roads are kept open for traffic and are maintained in a safe and usable condition, and that residents along and adjacent to the Works are provided with safe, convenient access to their properties.
b)
In particular circumstances the Contractor may reroute traffic over temporary road works. This requires the Engineer's approval and conformance to Article 1.8.2 below.
Land Required Before constructing temporary road or bridge works, the Contractor shall make all necessary arrangements, including payment if required to any landowners concemed, for the use of the land and, shall obtain the approval of the responsible authority and the Engineer. Upon completion of the Works, the Contractor shall clean and restore the land to its original condition to the satisfaction of the Engineer and the landowner concemed.
B.
Temporary Traffic Control
I1.
Signs and Barriers In order to protect the Works, to ensure the safety of the public and to facilitate the free traffic flow through or around the Works and Contractor shall erect and maintain traffic signs, barriers, and other like facilities at any place where construction operations interfere with the use of the road by traffic. All signs and barricades shall include
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reflective strips or an alternative means enabling then to be observed after dark. 2.
Flagmen The Contractor shall also provide and station competent flagmen to all places where the construction operations interfere with the flow of traffic. Their sole duties shall consist of directing and controlling movement of traffic through or around the Works.
C.
Maintenance for Traffic Safety
1.
Temporary Road Works and Traffic Control All temporary road works and traffic control installations provided by the Contractor shall at all times during the performance of the Works be maintained in a safe and serviceable condition to the requirements and satisfaction of the Engineer, to ensure the safety of traffic and of the public using the road.
2.
Clearance of Obstructions At all times during the performance of the Works, the Contractor shall ensure that the pavement, shoulders and adjacent areas within the right-of-way shall be maintained free of construction material, debris or other such loose objects that may obstruct or endanger the free and safe passage of traffic. The Works shall also be maintained free of any unauthorized parking or street trading activity except in areas designated for such purposes.
3.5
Field Engineering During the first thirty days of the mobilization period, the contractor shall deploy his engineering personnel to survey and report on the physical and structural condition of the existing road pavement and drainage ditches.
3.6
Materials and Storage A.
General Material incorporated into the works shall: (a)
Conform to applicable specifications and standards
(b)
Comply with size, make, type and quality specified on the drawings or in other section of these specifications, or as specifically approved in writing by the engineer.
(c)
All products are to be new.
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B.
3.7
Related Work Specified Elsewhere (a)
General conditions of contract
(b)
Transportation and Handling
Section 3.3
(c)
Cleaning
Section 3.8
Construction Schedule Provide on a separate schedule the location of all materials sources, together with planned submittal dates for material samples and planned material production and delivery schedule.
3.8
Cleaning A.
General
1.
Description During the period of construction activity the Contractor shall maintain the Works free from accumulation of waste, debris, and rubbish, caused by he construction operations. At the completion of the Works all waste and surplus materials, rubbish, tools, equipment and machinery shall be removed, all sight-exposed surfaces shall be cleaned and the project left in a condition ready for occupancy to the satisfaction of the Engineer.
2.
Related Work Specified Elsewhere a) b) c)
General Condition of Contract Contract Closeout Routine Maintenance of Pavements, Shoulders, Drainage, Road Furniture and Bridges
Relevant Clauses Section 1.14
Section 10.1
B.
During Construction
2)
Execute regular cleaning to ensure that site works, structures, temporary offices and accommodation quarters, are maintained free from accumulations of waste materials, rubbish, and other debris resulting from the site work operations and maintain the site in a neat and orderly condition at all times.
3)
Ensure that the drainage system is maintained free of debris and loose material and is in an operational condition at all times.
4)
Ensure that grass growing on the existing or newly constructed berms and side slopes is regularly trimmed and maintained to a maximum height of 3 cm.
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5)
When required, spray dry materials and rubbish with water to prevent blowing dust or sand.
6)
Ensure that traffic signs the like are regularly cleaned free of dirt and other materials.
7)
Provide on-site drum containers for the collection of waste materials, debris and rubbish awaiting removal from site. Dispose of waste material, debris and rubbish at designated dumping areas and in accordance with National and Provincial ordinances and anti-pollution laws. Do not bury rubbish and waste materials on the project site without the approval of the Engineer.
8)
9)
10) Do not dispose of volatile wastes such as mineral spirits, oil, or paint thinners in storm or sanitary drains. 11) 3.9
Do not dispose of wastes into streams or waterways.
Environmental Aspects A.
General
(1)
Description The Contractor shall understand the environmental impact that possibly occurred due to construction activities, and the method of handling shall be as directed by the Engineer. Prior to carry out physical activities in the site, the Contractor shall provide a program of environmental management execution which shall obtain the Engineer's approval.
(2)
Related Work Specified Elsewhere (a) (b) (c) (d) (e) (e) (g)
General Conditions of Contract Cleaning Section 3.8 Excavation Section 3.10 Pavement Widening Prime Coat and Tack Coat Reinstatement of Ditches, Drains, Cuttings, Embankments and Replantings Relevant Articles concerning the Environmental Aspects for each section of these specifications.
B.
Environmental Management Implementation
1)
All vehicles and machinery are properly silenced with mufflers.
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2) 3)
4) 5)
6)
All vehicles and machinery emit an amount of exhaust compatible with the existing air quality standards. The operation and maintenance of all vehicles and machinery is adequately made according to the manufactures' specifications and does not contaminate natural water and ground. Except where determined otherwise by the Engineer, all work activities should be implemented in daytime hours. For the recruitment of labor force priority, for the same availability of the tasks and skills, is given to local workers. Amongst the local labor force, priority is given to those affected by the works. The selection of quarry sites takes into consideration these directives: (a) Priority must be given to the use of existing quarry sites, if they are available and suitable, (b) Quarry sites must be selected amongst those offering the highest ration between extractive capacity (both in terms of quality) and loss of natural state, (c) Quarry sites lying close to the alignment, with a high level of accessibility and with a low hill gradient, are preferred, a.
b.
7) 8)
9)
ESAMP
Quarry exploitation should be avoided in areas of importance for natural resources, such as natural wooded and riparian vegetation areas as well as areas which significantly provide food and shelters for birds and other animals. It is preferable to avoid or reduce the selections of quarry sites located on river bed. If it is not possible to locate quarries out of river beds, quarry sites lying on small rivers and steams should be avoid. Alluvial terraces or alluvial deposits which lie on river beds but not covered by water in normal hydrological conditions, are preferred.
The excavations of quarries concern areas that are strictly necessary for the material supply. In case if quarries located in mountains or hilly areas, or whenever the slopes are important, terraces are implemented. The maximum gradient after refurbishment of each quarry slope should not exceed an average value 1.3. After implementing terraces and drainage system as specified in Section 3.11 .(A).(3) of these Specifications, a vegetal coverage is provided by seeding grass and planting both bushes and trees. Maintenance of the vegetal layer is required after planting. Recovering of quarries is carried out and following these criteria: (a) (b)
Rehabilitation activity has to begun as soon as the works and it should proceed in parallel with the extraction of material. Quarry pits should be filled by using material resulting from clearing activities as specified in Section 3.8 of these
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Specifications and cutting activities which has not be employed in road constructions. (c)
Rehabilitation activity is carried out by reutilizing the removed first layer of soil (approximately 50 cm). This is stored in not excessively big and slightly sloped stockpiles, located in the shade and far from areas of extraction. Stockpiles should be covered by organic matter such as colds of grass or leaves. The seeding of an herbaceous cover is preferred. The soil removed and stored is gradually placed again in the quarrying pits and then covered by vegetation. Sods, grass, shrubs or plants can be used for coverage. In the case if the Contractor obtains material from a supplier, the paragraph of (9).(c) is not valid.
10)
Clearing activity is carried out in the areas strictly necessary to the works.
11)
Distraction of vegetation during clearing activity is followed by the recreation of vegetation areas as close as possible to areas previously damaged.
12)
Replanting of trees and bushes as specified in Section 4.1 and 8.3 of these Specifications shall follow these directives: (a)
Replacement of the same species as removed whenever possible is required,
(b)
In the case of feeling slow growing species, three years old or more plants should be replanted, except in the case of species which would not be able to recreate the original lines or sufficient soil protection condition for a very long time. Otherwise, medium to fast-growing species should be utilized,
(c)
Native species are preferable to exotic plants,
(d)
In the case of replanting shrubs, the selection of the species should privilege specimens which can provide food and shelter for animals,
(e)
Species whose root system do not affect road stability and which do not require high maintenance cost, are preferable,
(f)
Some of the species that could be successfully used in revegetation are: Leucaena leucocephala, Calliandra calonthrysus, Acacia auriculiformis, Acacia decurrens and Gliricidiasepium,
(g)
The planting of trees must take place at a sufficient distance from the edge of road,
(h)
The distance between trees in the same line is about 15 meters.
(i)
Regular maintenance of replanted vegetal species is required.
(j)
Lifeless plants which have been replanted must be replaced.
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13)
The surface areas producing a significant amount of dust in the atmosphere because of the works are regularly watered as specified in Section 3.8 (B) (4) of these Specifications.
14)
Damage or disturbance to public utilities such as telephone network, electricity, gas, water lines, irrigation facilities, oil pipes, sewer lines, drainage pipes, etc., are prevented by obtaining and using information about the presence and location of existing utilities, particularly for those lying under the ground.
15)
The contractor shall be responsible for the care and protection of any still serviceable underground piping cables, conduit or other subsurface lines that may be encountered and for repairing any damage caused to them by these operations.
16)
If wells lying close to the works site are affected by cut and fill activity, an equivalent alternative supply, eventually by implementing new wells, dug or drilled, as near as possible to the previous source, is provided.
17)
Fuel spill and releases of polluting wastes deriving from the works are prevented.
18)
Bitumen and exhausted oils are stored in elevated tanks located on concrete bases surrounded by walls sufficiently high to contain liquids in case of break or accidental spill.
19)
Bituminous material (including water coming from the washing of machinery) and disposing exhausted oils are not poured into the water courses or disposed on the ground as specified in section 3.11 (A) of these Specifications.
20)
Environmental impacts caused by bridge works are prevented by using a proper refurbishment technique, according to these directives:
21)
(a)
The refurbishment activity must be implemented as soon as the works end or, whenever possible, in parallel with the works,
(b)
The refurbishment of river banks must provide sufficient compaction of the replaced soils, particularly in less stable areas, and the fast growth of protective plants (both grass and bushes),
(c)
In the case of important slopes the resources to bioengineering techniques of refurbishment is strictly required, "Slope fascines" method (Brush wattles) may be used. In the case of slopes with bank gradient above I : 3, and for rivers with important fluctuation of flows and higher risk of erosion of the bank in flooding conditions, the "wooden green prop" method should be adopted,
(d)
Access paths for pier construction in water courses must be covered removing soil piles on the sides and replanting natural vegetation.
The use of appropriate construction system to reduce noise and vibration from bridge works is implemented.
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3.10
ESAMP
Earthworks A.
General
1)
Safety of Excavation Work (a)
2)
The Contractor shall bear full responsibility for ensuring the safety of workmen carrying out excavation work and of general public.
Royalties for Excavated Materials When Selected Embankment or Aggregate Base, aggregates for asphalt or concrete or any other materials are obtained by borrow excavation outside the highway right of way, the Contractor shall make all necessary arrangements wit, and payment of fees and royalties to landowners and authorities for permission to excavate and haul the materials.
3.11
Construction Plan Requirements for Location of Asphalt Mixing Plant (AMP) (1)
General The asphalt mixing plant shall be installed in an area, which is far from residence area and approved by the Engineer to ensure no disturbance and complaint from the local peoples. The asphalt mixing plant shall be provided with the completed dust collector, i.e. dry cyclone and wet cyclone system to ensure no air pollution in the atmosphere. If one of these systems are damaged or not function, it shall not be operated.
3.12
Erection Of Steel Bridge Structures A.
General
1)
Related Work Specified Elsewhere (a) (b) (c) (d) (e) (f) (g) (h) (i)
Mobilization Maintenance of Traffic Flow Field Engineering Materials and Handling Construction Schedules Concrete Work Reinforcing Steel Cement Mortar Stone Masonry
Environmental and Social Assessment and Management Plan (ESAMP) Appendix E
Section Section Section Section Section
3.1 3.4 3.5 3.6 3.7
II
Strategic Roads InfrastructureProject (SRIP)
fj) (k) (1)
2)
Demolition of Existing Structures Reinstatement of Existing Bridge Structures Routine Maintenance of Pavement, Shoulders, Drainage, Road Furniture and Bridges
Submittals (a)
3)
ESAMP
The Contractor shall submit details of work schedules and traffic control provisions for all steel bridges to be erected and shall obtain the Engineer's approval prior to the commencement of erection operations.
Control of Traffic Traffic control shall conform with the provisions of Section 3.4, Maintenance of Traffic Flow, and the following additional provision: Where the erection of a steel bridge structure is necessitated by the demolition or full closure of an existing bridge, the programmed closure shall be fully coordinated with the Engineer in order that a detour or other alternative provisions can be made minimized disruption to traffic.
4)
Arrangements for Traffic Bridges, culverts and other structures in use by traffic shall not be removed until satisfactory arrangements have been made to accommodate the traffic in accordance with Section 3.4 Maintenance of Traffic Flow.
3.13
Maintenance of Adjacent Roads and Bridges A.
General
(1)
Description It is the intent of the Articles in this Section to ensure that during the performance of the Works all existing roads and bridges either adjacent to or leading to the site of the works that are traversed by the Contractor's construction plant and equipment are kept open for traffic and are maintained in a safe and usable condition. In certain circumstances existing structures may need to be strengthened and temporary bridges and embankments may need to be constructed during the Construction Period to facilitate the transportation of the Contractor's Plant and equipment, to and from the site of works.
Environmentaland SocialAssessment and Management Plan (ESAMP) Appendix E
12
Strategic Roads Infrastructure Project (SRIP)
(2)
Related Work Specified Elsewhere (a) (b) (c) (d) (e)
B.
ESAMP
Condition of Contract Mobilization Transportation and Handling Maintenance of Traffic Flow Cleaning
Chapter 1 Section 3.1 Section 3.3 Section 3.4 Section 3.8
Maintenance of Adjacent Road and Bridges Used by the Contractor Existing public roads and bridges adjacent to the project which are use by the Contractor in the course of his transport and haulage operations in performing the Works, including existing bridges strengthened by the Contractor, temporary bridges constructed by the Contractor and quarry access roads subjected to additional heavy loading as a result of the Contractor's activity, shall be fully maintained by the Contractor at his own expense throughout the duration of the Works and shall be left in a condition of serviceability, quality and amenity such is no worse than before the Contractor's operation were commenced. Temporary bridges constructed by Contractor under this Section of Specification shall not be removed by the Contractor at the completion of the Works unless directed otherwise by the Engineer.
C.
Maintenance for Traffic Safety
(a)
Existing Temporary Road Works and Traffic Control All temporary road works and traffic control installations provided by the Contractor on adjacent or feeder roads to the site of works shall at all time during the Contract Period be maintained in a safe and serviceable condition to the requirements and satisfaction of the Engineer, to ensure the safety of other traffic and of the public using the road. Traffic control provisions shall be in accordance with the requirements of Section 1.8. Maintenance of Traffic Flow.
Environmental and Social Assessment and Management Plan (ESAMP) Appendix E
13
Strategic Roads InfrastructureProject
ESAMP
Screening Procedure for AMDAL and UKL / UPL for Road and Bridge Projects Based on Work Procedure (WP) No. 1. I developed under the World Bank-funded Institutional Strengthening in Environmental Management (ISEM) Project as Amended for SRIP Table of Contents 1. The Basic Law / Legal Principle 2. The Aims and Objectives 3. Road Project Definition 4. The Use of the Procedure 5. Screening Procedure 6. Screening Process 7. Type of Screening Form 8. Instructions for Completing Fills
Form I A Screening Form for AMDAL and UKL / UPL: City Road or Toll Road Projects Form I B Screening Form for AMDAL and UKL / UPL: Inter-city Road Projects Form 2 The Second Stage Screening Procedure for AMDAL and UKL / UPL
Environmental and Social Assessment and Management Plan (ESAMP) Appendix E
ESAMP
Strategic Roads Infrastructure Project
Work Procedure (WP) No. 1.1 The Screening Procedure for AMDAL and UKL / UPL for Road and Bridge Projects 1. The Basic Laws / Legal Principles * UU No. 23 year 1997 regarding Management of Environment, Para 3 and 15 * Government Rule No. 27 year Analysis, Para 3.
1999 regarding Environmental
Impact
* The Decree of Minister of Environment No. 17 year 2001 defines the work and activities necessary for the preparation of a full AMDAL. This refined the Minister of Environment Degree No. 3 / 2000. In this Decree, the activity criteria of road works activities that require full AMDAL are as follows 1. Construction of Toll Roads, All Lengths. 2. Construction of overpass and subway Ž2 Km in Length. 3. Construction and/or road improvement widening outside ROW. -
Major city / metropolitan area: Project Length 2 5 Km or ROW areas required 2 5 ha Medium city: Project Length 2 10 Km or ROW areas required 2 10 Ha Rural area / inter-urban: Project Length 2 30 Km.
2. The Aims and Objectives 2.1 This selection procedure is aimed to give procedure for AMDAL and UKL / UPL and to ensure that road projects run well according to the applied rules and generate positive results. 2.2 The objective of AMDAL and UKL / UPL is to support effective and efficient project planning and implementation.
3. Road Project Destination 3.1 Road Projects included in these AMDAL and UKL / UPL screening procedures are as follows: a. Toll roads and urban bypass roads b. Urban road c. Inter-urban road; and d. Bridges 4. The Use of the Procedures Managing the selection of AMDAL and UKL / UPL under these Work Procedures is specifically aimed at road projects that are funded from national government budget (APBN) including overseas funded projects. The following procedures can also be used technically for road projects funded from local government budget Environmentaland Social Assessment and Management Plan (ESAMP) Appendix E
12
Strategic Roads Infrastructure Project
ESAMP
(APBD), but the elements of the procedure would need to be managed by the Local Government. 5. Screening Procedures The screening procedures are as follows: a. The selection of AMDAL and UKL / UPL for a Road Project is conducted by filling in the screening forms, which were prepared under the ISEM project. b. The screening is conducted in two stages. See the Form I A (for city and toll road), and I B (for inter-urban road). The first stage of screening is conducted during general project planning by filling the Form I A or I B, while the second stage of screening is conducted during the pre-feasibility or feasibility study stage by completing Form 2. c. The screening forms for AMDAL and UKL / UPL that have been completed by the Provincial Kimpraswil Agency (P3JJ), BAPEDALDA and/or SRIP Regional Design and Supervision Consultants (RDSC) are submitted to the SRIP Core Team Consultant (CTC) for the second stage of screening. d. The screening results of an AMDAL obligated project are reported by the CTC to SRIP Project Management Unit (PMU), with a copy to Provincial Kimpraswil Agency and BAPEDALDA. In the case of an ANDAL study, public announcements will be made through local media, signboards, etc. e. In the case of UKL / UPL study requirements, the related Provincial Highways Agency and BAPEDALDA are informed. 6. Screening Process The screening process is conducted using the following two stages: 6.1 The first stage of screening Initial AMDAL screening is conducted at the general planning stage, with a study of the type, dimensions and length of the proposed road project, including: *
Kind of work such or new construction, betterment of road or bridge replacement.
*
Project located at big city/metropolitan, middle city, interurban city
*
Length of road or span of bridge
*
The required land
The studied dimension and size of said project would be in accordance with the Ministry of the Environment Decree No. 17 / 2001. 6.2 The second stage of Screening a. The second stage of screening is needed only when the results of the first stage of screening suggest that the project must have an AMDAL prepared. The second stage of screening needs the completion of Form 2. b. The result is then focused and evaluated in accordance with impact and how it has been managed. When all significant impacts can be managed, then the project does not need an AMDAL, but an UKL / UPL is enough. Environmental and Social Assessment andManagement Plan (ESAMP) Appendix E
13
Strategic Roads Infrastructure Project
ESAMP
c. Field observations and/or consultations with relevant institutions may be required to describe the following environmental conditions during the second stage of screening: >
Topographic condition;
>
The current land use of the area;
>
The current land use of required ROW areas;
>
The condition of the road that will be used for construction trucks;
>
Socio-economic and cultural conditions;
Quarry location, base camp, borrow areas, and spoils disposal sites; > The location of protected areas and/or other sensitive areas, and > The noise-sensitive places, such as hospitals, schools and settlements. d. The results of the second stage of screening should also include copies related information and references as needed. >
7. Selection Type of Form Form IA is used for the first stage of screening of AMDAL and UKL / UPL urban and toll road projects; while Form lB is used for the inter-urban road project. Form 2 is used for the second stage of screening for both urban and inter-urban road projects. Samples of these forms are attached. Over the course of the EIRTP, these forms may be modified to better meet actual project needs. 8. Instructions for Completing Forms a. To provide accurate and consistent screening results, each type of form must be completed in accordance with the instructions. b. Before filling in the form, the person responsible for conducting the screening should carefully read and fully comprehend the instructions for completing each form. c. The on-site project manager (Pimbagpro) may add further information on another piece of paper as an attachment if necessary.
Environmental and Social Assessment and Management Plan (ESAMP) Appendix E
14
StrategicRoads Infrastructure Project
ESAMP
Screening Form for AMDAL and UKL / UPL Urban Roads Form IA
Programn Range Within or Nro Road Link
Nameof >2
Length Letn2 t
i
0 1
2
6
.
02
3
4
5
__- -
6
7
~~~~~~~~~~~~~~~~~near to ROW Land protected Screening iformation Required are(Yes / Results No (ha)
8
9
10
11
12
_- _~~~~~~~~~~~~~~ -------
INFORMATION: Column 1,2 and 3 are self explanatory
Column 5:
Column 6:
Column 4:
- Development
PU = General Planning
Km Kb
= Metropolitan Area = Large City
- Improvement
PSK = Pre-Study Observation SK = Study Observation
Ks
= Medium City
PT = Technical Planning
PK = Pre-Construction Columns 7, 8 and 9 are self explanatory Column 10: Yes = If within a protected area No = If not within protected area
Column 11: AMDAL = If AMDAL is needed UKL/UPL = If UKL/UPL is needed Free = If AMDAL or UKL / UPL is not required
Environmentaland SocialAssessment andManagement Plan (ESAMP) Appendix E
15
ESAMP
Strategic Roads InfrastructureProject
SCREENING FORM OF AMDAL AND UKL/UPL; INTERCITY ROAD PROJECT
0~~~~
0 z
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Column 1,2 and 3 are self explanatory Column 4: - New Road Development - Road Improvement __. . Column 5: General Planning PU Pre-Study Observation PSK :Study Observation SK :Technical Planning PT :Pre-Construction PK :Construction K
_
u~~~~
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0elf
__
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10
10
_
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9
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_
Information Column 6,7,8, 10 self explanatory Column 9: :If road improvement beyond DMJ Yes Column I11: ._.__Yes Ifwithin a preservation area If not in a preservation area No Column 12: :If there is population movement (mention Yes the appropriate KK ) :If population movement is unnecessary No Column 13: AMDAL : UKL/UPL : If UKL/UPL needed Free : If free of AMDAL and UKL/UPS
Environmental and Social Assessment and Management Plan (ESA MP) Appendix E
16
ESAMP
Strategic Roads InfrastructureProject
Form for Second Stage AMDAL Screening of Road Projects Form 2 A. PROJECT DESCRIPTION A. I
Name of Road Link
A.2
No. of Link
A.3
Length of Link
A.4
Program Type: Development/Improvement
A.5
Width of Road a. ROW width existing: ......... b. ROW width proposed ...........
.......
m
..... m
c. Existing road surface ................. d. Prposed road surface .......... A.6
b. Traffic existing: .................
A.7
c. Expected traffic after project:
A.8
Project Status:
A.9
Project Location
m .......
m
vehicles/day vehicles/day
a. Regency/Municipality: b. Province: A. 10
Approximate Work Volumes a. Land required: b. Equipment requirements: c. Amount of excavation: d. Amount of fill: e. Land preparation: f. Foundation: g. Surface layer:
A. I
Quarry Distance from quarry to the project location:
A. 12
Other project related activities
A. 13
Brief description of project plan and location:
Environmentaland Social Assessment and Management Plan (ESAMP) Appendix E
km
17
Strategic Roads InfrastructureProject
ESAMP
CHARACTERISTICS OF THE ENVIRONMENT (The Component of Change in a Sensitive Environment) B. I
B.2
B.3
B.4
B.5 B.6
B.7
Physiography Alignment of road though the area of a. Abrupt sulphur (;Ap. .5)491 Ywn 63
tkAw1
PEMvEP4NWAH KAIBUAIUN WJAN1
C~~~~svv~~~DNRAS PEKERIM UMLW WI~NRA W CIPt IWWOiosurDA
iha A-1&Act" (W23A W. 01) &9492WftntoFm 31 At12193
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6
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fVC
AfA
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KVRA
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i
i I
&ecutie snmmmy UZA *NtgwlRing RoadDei-Jopment
ol' Ngawi Regency have been arrange the development of new road -is the outer ring road. The purposes of this development is reducing traffitc
i1. 2.5. 2.6 .
.
,
Project Background . Ateative Routes .............. 3rief Description of the Project ....................... Iroject Schedulc .... Project Organizer ............. Impact Matrics and Main Issue .2-9
2-1 2-2 2-3 2-8 2-9
C I APTER III: :XISTING ENVIRONMENT
Geophysic ................ 3. (.'hemical 3.2. Itiologlcal ........ I.3. I)inography, cultural and economic social 3d. Public utility and infiastucture ........
, , ..........................................................
3-1 3-6 3-11
3-17
(:IIAfT ER IV : ANALYSIS OF ENVIRONMENTAL IMPACTS 4. I. Ilic Project Activity Cause the Enironmental Impact .4-1 4.-. Inmportant and Significant Environmental Impact .....................................
4-5
('hIAPTERV: ENVIRONMENTAL MANAGEMENT PLAN
(CIAPTER VI: PUBLIC CONSULTATION .1. P>ublic Consultation Method ......................... 6,2. Putblic Consultation Execution .6-1 0.3. Pliublic Consultation Result .6-2
,1.W,,Y
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5.1 I`'vironmental Organizing Plan .......................... 5.2. Environmental Monitoring Plan .5-6
_
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---
-
_uidtant
Evecude Suwmaiy EL RingRoadDevedopzentProject
Ngw
List of Tabel 1abic 2.1: Summary of Land Acquisition Data .........................................................
2-1
1TabIc 2.2: Activities which can Generate Important and Significant Impact..................
2-9
bib1c 3.1: Result of Air Quality and Noise Mesurement ................................................. 3-1 Tatbke 3.2 : Water Quality Measurement Result of Madiun River ............................ ........ 3-4 ............... 3-5
l'nihle 3.3 : Water Quaity Measurement Result for the Domestic Well ..............
lIchic 3.4: Village Area Affected by Ring Road Project .................................................. 3-6 TIuh:c 3.5: Route and Amount of Land Acquisition on Ring Road Project ...........
.......... 3-6
Tablc 3.6: Amount and Resident Density in Study Area ................................................,3-11 IclNe 3.7: Amount of Residents Passed by Ring Road Plan .......................................... 3-1l I'ihlie 3.8: Amount of Household in Agriculture Villagcs Passed by Ring Road Plan . 3-11
Tabi'c 3.9: Population Classified by Education Lcvl .......................................... It6hle :.10: Kind of Economic Activities in Study Area......................
3-12
.................... 3-12
Inhlc .1,11: Community Prosperity Level in Study Area .,
3-13
TbInle33.12 Public Security 1roubles in Ring Road Location ....................................... 3-14 Ichic 3.13 : Health Facility in Study Area..............
.............. 3-15
IThic 3.14: Kind of Dominant Diseases in Study Area .........................
............. 3-15
TabiIc
3-17
3.15 : Religiouse House in Study Area ...............................
Tehle 3.16: Education Facility in Study Area ................................
,,.,,.,.3-18
Tbile 3.17: Primary Arterial Road Condition ................................
3-19
I'ahlc 3.18 : Primary Collector Road Condition ................................
3-19
l'eble 3.19: Secondary Road Condition ................................
3-19 .
'able 3.20: Local Road Condition ..........................
'Iable 3.21 : Bridge Condition Inventory ..............................................
3-20 3-21
1'chIc 3.22: Average Daily Traffic Volume for Ngawi Main Road ................................ 3-23 455........ I ihlc 4.1 : Activities which can Generate Important and Significant Imnpact ..........
JJ U,4gl,e~itd,tjf
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nauI MtRnigcmn: ConsuItart
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alt
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-
-
-
-
iii
Ngav
k2 ecutMuv Summary EIA Ring Road Devevopment Pnect
I rttbkj . ': e Prediction of Pollutant along The Ring Road in 2009 ...................... sibc4,3 l
A'.raugc Daily Traffic Volume ........................................... A%
4-1 1
4-13
I 11bei4-4 '11 Levcl of Service at Main Street of Ngawi City .4-14 I nleIc 5.1: Activities which can Generate the Significant and Important Impact.
m":
5-4
t Yi WaXurya Wahiman
hI.WtnrCi
anrd ManjinrnrWnt COnsWat
iY
Erxtuiivc Summary EL4
-
-
-
-
.
Ngaw7
Ring RosdDcverracntPtecr
-
-
-
-
-
List of Figure Iigure 2.1: Orientation Map ..................
2-13
I4wire 2.2: Project Map ......................
2-14
Ip,uire 2.3:
. 2- 15
Typical Cross Section ......................
:igure 2.4 : Road Plan .........................
2-16
;igure 2.5 : Long Section of Bridge ...................................
2-18
Figure 2.6: The Boundarics of Study Area ...................................
2-19
Figure 5.1 : Environment Organizing Location Map ...................................
5 -24
Figurc 5.2: Environment Monitoring Location Map ...................................
5 - 25
-
-
-
-
-
1 Siwy' IValtavini 4¢'pJl1g8wvV,*fli XI M'uti.QxeJnt Coa3utaa:1
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Act atind Standards Every development activity exploiting the resource which will make the risk to clivironument degeneration, either negative or positive. To arrange all that, govenmuent Iiave prepared the peripheral of the regulation law. The Activity of Environmental Impact Analysis (AMDAL) Study of Ngawi Ring-Road development, related to the following of the rcgulations and Act: 1. ActNo. 13/ 1980,AboutRoad. 2. Act No. 51 1990, About the Nature Source Conservation and the Fxosystem. W. Act No. 14 / 1992, About Trffic and Transportation of Roadway. i. Act No. 24 / 1992, About Spac Settlement. 5. Act No. 23 / 1997, About Environment Management. (i. Act No. 22 / 1999, About Local Covemmcnt. /. (jovernmental Regulation No. 26 / 1985, About Road. H. Governmental Regulation No. 27 / 1997, About Analysis of Concerning Environment Impact. 9. Govemental Regulation No. 41/ 1999, About Contamination Air Control. 10. (Governmental Regulation No. 25 / 2000, About Govermnmental and Province D)ccision as Autonomy Area. I 1.(Governmental Regulation No. 82 / 2001, About Management Water Quality and Contmnination Water Control. 1. lPresidential Decree No. 55 / 1993, About Land Levying For Development lxecution for the Sake of Public. I X.NMinister Regulation for Public lLealth Number 416/Menkes/PER/UDIl 990, about Terms and Quality Observation Watcr. 14. State Minister Regulation Agrarian / BPN Leader Number I year 1994, about LExecution of Presidential Decree Number 55 year 1993. 15. Regulation of Minister of Public Work Regulation Number 69IPRT/1995, about Tech Reference Manual Analysis Conceming The Environmental Tmpact or the Project in Public Work Area. 16. The State Minister of Environment Decree No. 48.'MENILl11/1996, about Permanent Noise. 17. The State Minister of Enviromnent Decree No. 49/MENHtJ1996, about Permanent Vibration. 18. Ministerial Decree of Public Work No. 40/KPTS/1 997. About Technical Guide Compilation Analysis Concerning the Environmental Impact from Project. Ia. 'I'he State Minister of Environment Dcree Number 40 year 2000 about Admninistration of Assessor Commission Analysis Concerns the Environmental lttipact. 20. The State Minister of Environment Decrce No. 17 year 2001 about Type of Effort nVid/or Activity Which Is obliged to Be provided with the concerning environment iuiplliact analysis.
I'
(4
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Surya Wahaona
riyg- tuiDcris: and ManagementConsulian
~~~~~j~~ jn -0npf ~~ #0Wa;1wM-
21
I
Ie 1Regtulation
in -
-
i
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in
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n
of the Environmental NManagement Department No. 056 year 1994,
TCocerning about Measure the Important Impact Guidance.
1 egulation of the Environmental Management Department No. 299 / .%fWNhi'' Nt4ai,rnIrnj~mtio I .1lkrithat would be permeated during construction period consisted of educated, 41114't 'tli't harsh labor Educated labor cover the project manager and exper in road
lti'*linl0lt1oll (ihighnway engincer), drainage (drainage engineer), soil and material (geodhetic , construction expert (structure engineer), measurement expert liclid supervisor and project administration, the total is more or less 20
c.t. u'iu.er
jplwlc. Skilled labor covers the operator, surveyor, chief of workman and worker with 1ltw itoal people is more or less 30. While harsh labor 70 people. I IvNidcs, the construction activity also entangle the Supervisor Consultant 4*tum.i,tcd ol 'the Site Engineer, Soil and Material Engineer, Geodetic Engineer, Structure I'llilie'cr, Chief Inspector, Surveyor, Laboratory Technician, inspector and Project
AIit i iHslration with the total people is more or less 15. I,cal resident involvement in project activity is as labor (local labor) possibility s slMono; worker and harsh laborer. Because most of local resident is farmer, it is very tritrlc who have profession in construction field. Material Transportation Ihis activity covers the material conveyor for constraction. The location of mnatcrial source that can be utilized is in Sub districts of Kendal, Pitau and Padas; the disi:knce is more or less 40 kin, 30 km and 25 km respectively from project location, twi;iterial quarry location presented at Figure 2.6. The type and quantity of main material tIiis project shall be as follows: Se lected material for embankment Asphalt Concrete (AC) for road surface, thick 10 cm
3
85. I00
mn
5.300
m3
5300 m3 10.600 m3 13.250 m3 9.050 m3
Asphalt Treated Base (ATB), thick 10 cm Aggregate Base Class A, thick 20 cm Aggregate Base Class B, thick 25 cm ('left stone Road structure and pavement
This ring road project represents the new roadwork and road betterment, so that lhere are two different activities for the making of road structure construction and its avement. New road construction cover the activities o Earth work (cut and fill) tk, Road base from material of aggregate class B, aggregatc class A and asphalt treated base ( ATE) b> Road surface from asphalt concrete material While road betterment cover the activities : 4k Road base repairing with the material of aggrcgate class B, aggregate class A and asphalt treated base ( ATB) t Road surface with the asphalt concrete material
--
-
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---
--
-
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-
2-6
cSafi
-
*Ih1roina IIn(3 compnpctnent building or tlih draiiiagc works cover making the side ditch, gutter and repairing
by a construction. pyov.i,iiitiii (lie, draLin,ige and also irrigation channel that incurred
of road building complement cover the installation of traffic light, road facility that incurred by the gii11,1i rut! nitho lu,hcr complement building including public construction, vonlidulhlrt I)rainage activity executed at the same timc with the road . u1 l.iuicnt building it finished. %Nlisiltn iwitk'i'
WlIl,ti
Iluiuilu'SI I Ii .activity covers cultivation trees alongside ring road. E1 nuipment Demobilization during This activity covers the removal all equipment that has been used iwction period.
. tttl
I,Atbor Demobilization ltcpresenting works disconnection and / or labor repatriating. to.
P.r:-Construction (operational and meintenance) Phase Rotad Operstion
'I'lis activity cover the examination of comfortably from road alignment, vehicle the opening itpe4sI, sight distance into the vehicle and lighting in the night followed with
Itiond11 Maintenance Ihe road meintenance cover the routine maintenance, periodic meintenance, channel, clearing 4iverlay, complete the road facility, clearing and repairing of drainage
replacement of traffic light, repainting the road mark, road clearing and replacement 1utd ltte piblic lighting.
-
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No
ProjectAclivity
I
Detailed Design
2
Procurenient Process
3
Constructior.
_ 2
=Preparaton_____
RiDadbaseo
3
4
_
6
7
____
8
9
17
11
12
13
14
15
_____-
17
18
L9-
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Drainag,e__________i**
__
Pavement Complermient Ild___|iiig
4
16
Operational
*_______________________-___…3
F7CWPTA $MYr WAMAM E%.A*S" Aw M adMtbW,tw m
2-8
-- - - - -
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4 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
IProject Organizer
I 5.
'ru(jcct Organizer
* 11The
Tlhec organizer of Enivironmental
Impact Analysis Study compilation of
del'vv'opment and betterment of Ngawi ring road is:
: PEVERINTAI- KABUPATEN NGAWt DINAS PEKERJAAN UMUM BINA MARGA DAN CIPTA KARYA KABUPATEN NGAWI : JI. Yos Sudarso 04 Telp. 0351-749723
Nss1mwlt
,Wdrlcos
Leader of Dinas Bina Marga dan Cipta Karya Kabupaten Ngawi
t ;i0trwriter
nvironmental Impact Analysis Study (ANDAL) Authors The authors of EIA study of Ngawi ring road development is: ; PT. CIPTA SURYA WAHANA Nam;lne JI. Sidosermo Airdas Kav. A-1, Surabaya Adtdress Telp. 031-8490480, 031-8490481, Fax 031-8412193 Underwriter : Wahvu Nusa Indria with The study team consisted of all experts as according to their study scope iIe Team Leader of Envirornental Impact Analysis B Authors Certificate. . Dr. Ir. Triwulan, DEA I caun Leader Mcmbers: : Ir. Zainal Abidin, MT I ransportation expert : Mariya Astuti, ST I'lanoX.logy expert : Drs. Iwan Stefanus Mawengkang Ili.Ilog6st Vnivironmental and Ir. Era Paul Yanurin Oil)munmty Health expert Drs. Wahyu Krisnanto Social Economist .' 2;'.
2.b.
Impact Matrics and Main Issues
,' .61. Impact Matrics Tlailc 2.2.: Activities which can Generate Important and Significant Impact Impact
Significant and important
Phase/activity
Nip
characteristics
im pact
________________________
Positive I llre construction Ilublication, socialization
Ne!ative
Community disquiet
X
resident's of Decreasing agriculture/plantation/lawn
X
Mteasurement survey and road trace Land, building acquisition
and
compensatory .___
________
11.
Construction
tLand clearing .
______________________
_______.____________
flCN7. 1r$WII WA #A W twnm,dou ud MOOMMCfI
______ _
Decreasing some part of building_X X Change of land function _
Decreasing of air quality Change of water flow pattern Decreasing
X _X
X
of flora and fauna
2-9
_
_
___
(4P4'eil irtlrTlde
_
_
_
_
_
_
_
_-
2.2.): Activities which can Generate Important Impact Sigairtcant and important
Phas./act.vity
. Nle
_
ipc ._________. __.
r~~hase/activity
imp act
__._
Increasing of discard The damage of public facility . _________________________ camp development I kcavy equipment mobilization I Ibor mobilization tI camp operation les
)
A
and utility
tIl3se
opportunity
Degradation __
_ _ _ _ _ _ __ __ _
_
_
__
_
_
_
_
base
tI
and
X _
of
_
_
_
_ .__
_
X =
X
.
X
community
health Increasing the tratTic volume __ The damage of public road Degradation of comfortably and savely of road user Disturbances the activity of public facilty
construction
X
h ealth
Degradation
Road
X
of community
Increasing of discard Degr-adation of air qualitv Increasing of noise
6ransporitlion and matcnal hoard
X
Opening job opportunity Degradation the quality of ground and surface water business the Opening
X X
.
X X
pavement ___
Earth work on new road Earth compaction on new road
X X
Change the water flovw paltern )cgradauion of perneability cocfficient
Increasing the traffic volume at altenative line X Establish the drainage chatnel and Increasing the amount and public utility quality complement bui ding X Increasing the flora and fauna Cultivation of protector trce __ Equipment demobilization Post-Construction Degradation of air qualitv Road operation tncreasing of noise X Regional growth X function Changc of land _. system X I Change of Planology economic the Increasing activity prostitution of Incidence activity
X
Road pavement
R
m)
IC. M. I
X X _
X
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_
_
-
--
-
--
-
--
-
--
-
(wccuel of Table 2.2.): Activities which can Gcnerate Important and Significant
Impact Impact
Significant and important
Pha,elactivitv
Nei
im pact
___________________________
characteristics
Negative
Positive of discard
X
i
The damage of public facility
X
i
Incrasing and utility
Base camp development
I
Heavy equipment mobilization
.
4.
Labor mobilization
Opening iob opportunit
Base camp operation
Degradation
the
Opening
the
business
of
community
X._._.___
.
quality ground and surface water
X
of
t
X
opportunity
-
Degradation
Transportation and material hoard
6.
.Increasing ___________________________
_
X
healLh Increasing of discard
X
Degradation of air quality
X
X
of noise
_
Degradation
of
X
community
health Increasing the traffic volume The damage of public road
_______________________________
Degradation
X X
X
of comfortably
and savely of road user
base
Disturbances the activity of public facility
X
Change the water flow patten Degradation of permeability
X
pavement
and
7.
Road
7.1
construction Earth work on new road Earth compaction on new road
X
coefficient
7.2 S.
X
Increasing the traffic volume at altemative line the arnount and 3ncreasing and channel Establish the drainage tRoad pavement
X
public utility quality Increasing the flora and fauna
complement building Cultivation of protector tree 9. Euipment demobilization 10. Post-Construction II. operation 1 I. ^Road
X
__._. Degadation of air quality Increasing of noise Regional growth
X X
X function
X
Change of Planology economic the Increasing
X
Change
of
land
svstem
X ._
activity
Incidence
of
X
prostitution
activitv
PPAJA
,ee-
OYX S 16L
-
-
-
-S0
-
-
-
-
-
2-10
___ . . _ . _ . . . __ . , ,.~~~~2-1
-
-
-
-
-
-
-
-
--
-
. .I
--
of Table 2.2.): Activities which can Generate Important and Significant
iswcued
Impact
No51X,
Impact characterstics
Significant and important impact
Phalselactivity Ihase/actlvt'
I______________________ I_________________________ Degradation of Community health
Positive
|
Negative X
__
_
X
Increasing the number of accident X
Increasing the traffic fluency
Increasing the public facility and X
utility
Temporay parking of vehicle f truck 2.
X
Increasing the traffic concentration
Road meintenance
Data source: Analvsis Result
2.6.2. Main Issues The schematic of the main issues obtaining process is presented below:
Socialization Result,
Law and Regulation
Activity Description
Existing Environment condition and Impact Evaluation
t
_
Mactnteticaln Issues /
O
importat hn~~~~~~~ipact
|Activitv| Analysis ||Focusing
| IProcess
According to the explanation the project activities, then conducted potential impact identification previously conduct the analysis to immeasurable activity which have potency to generate the impact. The result and description of earlv environment Later on, according to the result of identifying potential impact and also deseription of early environment and socialization, then idcntify; a hypothetical the important impact. lBy conducting focusing to the important which have been predicted, later on yielding MVlain issues.
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1. Pre of Construction Phase 1
Community disquiet because of socialization activity.
!26.2. Construction Phase I. 2, \. 4.
S. 6. 7. 8. 9,
Degradation of air quality effect by the land clearing, heavy equipment mobilization, material transportation, road base and wearing course construction and also heavy equipment demobilization. The damage of existing public road cffect by the operation of heavy transportation toward mobilization f demobilization activity of heavy equipment and also material transportation. The change of water flow pattem effect by activity land clcaring and also road base and wearing course construction. The increasing traffic volumre I concentration effect by the operation of heavy trnsportation toward mobilization f demobilization heavy equipment, material transportation, road base and wearing course construetion and also built drainage channel and building complement that affecting the comfortable user, traffic jam, the darnage of existing public road and also the increasing ofthe accident. Facility and utility troubles effect by the clearing and also material transportation that will be improved at activity of making drainage channel and building the road complement. Opening the job opportunity effect by labor mobilization and also operation of base camp that affecting economics activity. Community disquiet effect by labor mobilization / demobilization and also material tansportation that cause security and regularity troubles. Degradation of health Community cause by degradation of air quality and environment (discard incrcasing, pond, degradation of ground and surface water quality) at the operation of base camp and also construction and asphalt. Degradation of permeability coefficient cause by soil compaction and pavement.
2.6.3. Post Construction Phase Increasing the number of accident cause by the traffic volume. 1. Incidence of park the large vehicle/truck alongside ring road triggering incidence 2. of prostitution activity. Increasing the taffic fluency and also the region growth resulting the economics 3. activity and also trigger the increasing of public facility and utility around the project. Change the land fimution system and spatial pattern eTfTec by economic social 4. growth in region around the project. Increasing flora and fauna because of greening after the road operation. 5. Degradation of air quality and noise increasing cause by the concentration / 6. traffic volume that impact to degradation of community health.
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NGAWA RING ROAD DVfLOfMENT EWIRONMENIAL IMPACT ANALYSIS STUDY
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Chapter 3 E xisting Environment
.1.,. Geophysics 1.1. Climate, air quality and noise Ngawi regency is located in West region of East Java province which have ilircct border with the Sragen regency (Middle Java province). This regency have wide tibout 1.295,98 krn2 , geographical position on course 7 °2 1'- 70317 south transversal and II(Ii0'- 110040' east longitude. As other regions in East Java province, Ngawi regency lIivc tropical climate with the mean rainfall every year between 1.139,6 to 2.915,7 mm. Ilie lowest rainfall is occur on May in part of Bengawan Solo, northern area of regency vonsist of sub districs Bringin, Padas, Pati and Karang Jati. Meanwhile, the highest rniinfall is occur on November Ngrambe sub district, Sine, Jogorogo and Kendal which 1. located in hillside of Lawu Mountain. Air Temperature range from 16-20 0 C in mountain area and 22-32 °C in lowland, kelembaban udara 68 to 85%. The air quality and noise data are presented for conducted the existing air titiality, before the ring road project begin and trffic is opened. The ring road corridor by an large is villages and farm fields, until there are good condition of air quality and low noise level. Field survey was done by Balai Teknik Kesehatan Lingkungan (IVl'KL) Surabaya, on January, 28, 2004, at four sampling point location. Summary of the field survey result is presented at Table 3.1. 'I'ble 3.1 : The ResuIt of Air Quatity and Noise Measurement No,
Parameter
1, 2. 3
CO NOx
4.'
03
2
Unit
P
Point3g
Standard I
t
2
0,l 20,0 0,05
0,0043
0,0043 0,05 0,0092
0,0037 0,03 0,0031
0,0043
0,06 0,0775
0.10
0,0002
0,0008
00000
0,0000
0,053
0,087
mS .
Ppm Ppm
3 0,080 0,260 6 0m2 Debu 5, O,00000 0,0000 0,08 mg/_ 3 Pb 6. 0,0000 0,0002 0,03 PPM H2S 7. 0,0137 0,0067 2,0 Ppm NH3 8. _ 0,24 Ppm t HC 9 44,3 - 50,2 60,2 - 79,1 DBA . Noise 10. 35/6 31/78 OC% Tempmoist 11. -1,28 0,48 1,8 2,8 KnottVeloct Wind 12. to south to south . Wind Directon 13. Source: Field Survey, BTKL Surabaya Based on SK Gubernur Jatim 129/1996 Ixplanation Based on SK Menkes 718/1987, where: - Zona A = 35 - 45 dBA - Zona B = 45 - S5 dBA - ZonaC=55-60dBA Zona D = 60 - 70 dBA Not yet prepared
VTCIPTA SURYA WAHA lnginceen aadMiwram=t Coosulrtan
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, 0,0000
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64,5 - 78,9 31/85 0,9- 2,4 to south
N'VOm Rir
Point 1 * Point 2 . * Point 3 . •
Point 4
RoaSd 1eve4ment Pioect
interscction Dcsa Grudo wich is the end of west section of-ing road joining with Nasional road Surabaya - Solo. intersection Jalan A Yani, near Nga%i Bus Terminal, wich is the route of material transportation (Desa Klihik) intersection Desa Kandangan. t.e altemative route of material transportation. intersection Desa Tawun, is the begining point of Ngawi ring road joining with Nasional road Surabaya - Solo.
-rhe analysis result above, presented that based on SK. Gubmrnur JaNva Timur NoS 129 Tahun 1996, the existing air quality parameter consist of: SO 2, CO, NOx, Pb Aid(i duist in study area is under the maximum standard. The noise level analysis result shown that at the Samnpling Point 3. di Desa Kanzid.ingan. the lowest noise level 43,9 - 50,0 dBA, wich is under the noise standard for residential. The same result is obtained at the Sampling Point I location. W'hile at the "ulier samnpling pint location, there area higher noise level, 60.2 - 79,1 dBA, whereas the oioske level standr for residential based on Keputusan Menteri LH No. Kcp.48JMENLHIl 1/1996 is 55 dBA. Topography Conditions of topography in Ngawi vary to start from lowland up to mountain witl 25-3.031 m height from hinterland to sea. Pursuant to its classification, height of 2s 100 m broadil 73,39 ha or 56,6% lay in sub district of Geneng. Karang Jati. Kedung tialar, Kendal. Kuadungan, MIantingan. Ngawi, Padas, Pangk-ur, Paron. Pitu. Widodaren niid B3ringin. While height of 100-500 m broadly 47.600 ha or 36,73% lay in sub district of Bringin, Jogorogo, Karang Jati, Kendal. Sine, and also some of CncIiCng, lKedunggalar. Mantingan. Pitu, Widodaren. NgaAi. Ngrambe, Padas and Paron. And !eizi-ht more than 1000 m broadlv 3.515 ha or 2,71% lay in sub district of Jogorogo. '.I.2.
Kenidal. Ngrambc, and Sine. .1 3. Geology Tryp of main rock in Ngaoi differentiateid by following: Miocene Limestone Facies. found in sub district of Pitu, Ngawi, Padas and Karang Jati which is located in height of 15-500 m. Land inclination 0-2 % and 5-15 % land texture is average, effective deepness of land less than 30 cm, drainage have never becn suffused. some of affected by erosion and mostly the land is homogenous forest * Alluvial found in sub district of Geneng. Ngawi. Padas, Karang Jati and also in sub district of Kwadungan and Pangkur. Substance of mains Rock height from 25 until 1000 m. Land inclination from 0 until more than 40 %, the texture of land is refine, average. and harsh. Effective deepness land less than 30 until 90 *
;n. drainage have never been suffused, most land use to represent the rice field Substances ol Pleistocene Sedimentarv Facies rock are found in this smallesi part of sub district of Ngawi, Padas and Karang Jati. This Substance Rock found at height 25-500 m. Land inclination 0-40 % refine texture, effective deepness less than 30 cm until 60 cm, drainage have never been surffsed and very little erosion and mostly using to rice field
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Substance of Rock Pliocene Sedimentary Facies, found in sub district of in Mantigan and Widodaren, mostly in sub district of Pitu and the smallest part sub district of Ngawi, Padas and Beringin. This Rock Substance found in region with the height 25-500 m. land inclination 040 %, land texture is average and refine, effective land deepness 0-90 cm, drainage have never been suffused, some of erosion and most mountain of timberland and dry field. Substance of Miocene Sedimentary Facies rock, mostly found in sub districts Mantingan, Pitu, Ngavvi, Padas, Beringin, Karang Jati and Sine. This Rock Substance generally found in region with the height 25-500 m, land inclination 2-25 %, land texture is avenge and refine. Effective land deepness 0-90 cm, drainage have never ben suffused, some of erosion and most mountain of timberland and dry field. Evaluated from its location, then ring road corridor, which is through three-sub is AllUvial, district that is Padas, Ngawi and Geneng. The type of rock in this area height Product, Volcanic Pleistocene Sedimentary Facies and Young Quaternar this in suffused between 25-50 n, land inclination 0 until 2 %, drainage sometime region with the countrified land use, rice field, plantation and dry field. 3.1.4. Hydrology Ngawi regency emitted by two great rivers that are Bengawan Solo and Madiun Solo River. Lengthwise Madiun river from south to north, while lengthwise Bengawan the enter north to from west eastemly. The rivers meet in end part of Ngawi and flow Alas Bojonegoro regency. Besides that there are rills such as Banger, Sawul, Laju, to Tuwo, Batu Bunder, Kenteng, Kenongo Kasihan, Kelompok, which have estuary Solo and Grater river and also Ketonggo which have estuary to Madiun river. The middle and south Regency of Ngawi can be found a lot of sources irrigate and its land is fertile. Effective land deepness between 60-90 cm so there is no irrigation problem for agriculture in the area. On the conary upstate regional condition of represents the arid chalky land with effective deepness superficial, also the lack irrigating facility so that cause the different land use pattems. Ring road development passing through Madiun river at Kartoharjo village, sub to region Ngawi. Predicting the impact cause by ring road construction, important sungai air Selain quality. water recognize the existing condition of river, specially its juga perlu diketahui kondisi kualitas air sumur penduduk yang diprakirakan terpengaruh di Desa kegiatan proyek, seperti sumur penduduk yang dekat dengan rencana base camp Balai by prepared result Tawun. Table 3.2. and Table 3.3. present water quality analysis Teknik Kesehatan Lingkungan (BTKL) Surabaya on January, 28, 2004. Based on water body regulation in East Jawa Province, rivers in Ngawi regency classified to water body grade C, where fore agricuktur activities. The laboratory for the result directed that water quality parameters are under the maximum criteria water body grade IV, appropriate to PP No. 82 Tahun 2002.
.CI7A SURYA WAIL4NA3 Egacerng and Aagment Con utt3t
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river Table 3.2 Water qualt mea2surement rcsult of Madiun Star&d
UNIT
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ZCid (CN) 23 Flkx
ft.fwm,rtPSPg I npaPts 4.1.
The Project Activities Cause the Environmental Impact
Activity of Ngawi ring road development cover three step of activity that is 14).ise of pre-construction, phase of construction and phase of post-construction. it.
Pre Construction Phase At phase of pre-construction, activities which have the potency to gencrate
iImpact is - Socialization Representing the part of public involvement in course of environment impact niialysis as arrangod in Decision of Lead of BAPEDAL No. 8 Year 2000. Purposes and ohiectives this socialization activity is: * Protecting society importance; . Powered socialize in decision making for development activity plan which have the potency to generate important and significant impact to environment; . Ascertaining transparency existence in all process AMDAL from activity plan; and * Creating equivalent partnership atmosphere among all the interested parties, that is respectedly to rights of all party to get information and oblige all party to submit information which must be known by the affected other party. Socialization activity above mentioned will give impact in the form of the lhappening of disquiet socialize efTect of not yet understood its socialize about project. - Road Trace Survev Activity of such Survey of this pre-construction phase is measurement of field Iand gift of post alongside boundary of ring road corridor (ROW) for making of detail design and land acquisition. Location of post adapted by boundary of area to be utilized. Ihis activity will give impact in the form of incidence of disquiet socialize effect of ;appearance of speculator of land which can trigger the happening of security trouble. - Land, Property Acquisition and Compensation Land and property acquisition activity and a compensation to peoples as according to wide of real property owned. This activity is executed step by step as according to regulation and procedure going into effect. Impact to be generated in the rorm of: * Incidence of dispute of is ownership of land . Loss/decreasing of it farm of agriculture/plantation/lawn of peoples and also decreasing some of it own peoples building * Change arrange to lanuse
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o Loss of job of some of peoples that affect at increasing the number of
unemployment and also degradation of peoples prosperity (owner of land acquisited). This matter will affect continuation at incidence of disquiet of society which can trigger the happening of public security trouble.
1). Construction Phase Construction phase represent step of workmanship of physical project that :overing the following acdvities,
- Land clearing Pembersihan lahan terbatas pada tanah dan bangunan yang ada dalam rencana ruas jalan selebar ± 18 meter (ROW). Peralatan yang dipergunakan meliputi peralatan sederhana cngkul, gancu dan sabit, sedangkan untuk lokasi tertentu memerlukan doser kapasitas kecil. Kegiatan ini berpotensi menimbulkan dampak berupa: Limited clearing to the existing land and property in plan of ring road as wide as 18 metre (ROW). Equipments utilized cover simple equipments hoe, crook and mow, while for the certain location need small capacity dozer. This activity have potency to generate impact in the form of: 1. Degradation of air quality that affecting at degradation of public health 2. Increasing of noise effected by operation of project vehicles like dozer for land clearing 3. Increasing of amount of discard in the form of garbage from crop and or the cleaned big tree. Garbage [of] result of sweeping of is farm generally thrown to location of dismissal of garbage closest 4. Loss/decreasing of Flora and fauna to affect continuation at existence of migration of animal and also incidence of surface erosion 5. Change of current pattem of effect of existence of broken ditches and culvert 6. Damage of public facility and utility which is in the form of School of SMK and Madrasah Ibtidaiyah. -
Base Camp Development
Base camp development activity is preparation of facilities for the project office, depository of material, equipments, the employees residence and also of clean water and of facility of sanitation. This Activities have potency to generate impact in the form noise increasing and air quality degradation though in character momentary only. -
Heavy Equipment Mobization
The construction will be followed by activity of mobilization of vehicles and heavy equipments that is utilized during a construction period. Operation of the heavy equipment will give impact in the form of damage of public road at taking the mobilization route. - Labor Mobilization
Labour to be permeated during a period of construction consisted of the educated labour, skilled man power and local harsh. Some part of the labour coming from outside the area will be accomodated in Base Camp. This activity can be identified affected the following impact: 1. Opening of new employment affecting at degradation number of unemployment and also existence of earnings improvement
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2. Incidence of peoples disquiet caused by its social jelaousy that elTect] of existence of strange worker that affect at public security trouble. - Base Camp Operation
Base Camp represent of the centre project activities such as management, material storage, equipments and also the labour residence. This activities will give Impact in the form of: 1. Increasing of discard to affect continuation at degradation of public health 2. Degradation of ground water quality and also surface water because discard of olie to affect continuation at annoying of aquatic biota 3. Opening of opportunity to affect at improvement of economnics activity - Material Transportation
This activity cover transportation of material for construction. Impact which is possible generated by effect this activity is: 1. Degradation of air quality that affect continuation at degradation of public health and public disquiet 2. Increasing noise 3. Increasing traffic volume that affect continuation at traffic jam, existence damage of public road and also degrad:ition of road user comfortable and secuity 4. Trouble of public utulities activity - Road Construction
Ngawi ring road project cover two kind of activities such as new road development and road betterment, so that there are two kind of different constuction activities. New road construction consist of the following activities * Excavation and embankment; * Aggregate base class B, aggreagte base class A and asphaltic treated base as road base materials; * Asphalt concrete as road surfice (wearing course); While for road betterment, the activities are: * Repairing road base with materials of aggregate base class A, aggregate base class B and asphalt treated base (ATB); * Overlay with asphalt concrete; The activities that have potency to generate impact detailed as below: 1. New road : Excavation and embankment, will generate impact in form of: 1. Slope stability disturbed that give impact surface erosion; 2. Decreasing air quality that impact to public health degradation: 3. Changc of water current pattem due to damaging of ditches and culverts; Soil compaction, that give impact in form of: 1. Increasing noise; 2. Decreasing permeability coeffisient that cause to inundation impact; Road pavement, that give impact in form of: I. Decreasing of air quality that give impact to public health degradation;
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2. Road bettcrment: Roadpavement, that give impact in form of: health degradation; 1. Decreasing of air quality that give impact to publiuc 2. Increasing traffc volume in alternative route; 3. Increasing traffic concentration in project location; - Drainage and complement structure
culvert and reparing existing Dranage works consist of new side ditch work, new work consist of traffic sign, road drainage or culvert. While the complement structure impact in form of: iniarklin,- and other road facilities. This activities will give degradation; 1. Decreasing of air quality that give impact to public health 2. Increasing noise; 3. Increasing traffic concentration in location of work; such as drainage, culvert 4. lncrr=sing of number and quality of public utilities, irigation channels, pedestrian F:acilities, road lighting, etc. Trees planting side, that give impact to This actvity consist of trees planting along road impact to air quality preservation increasing of flora and fauna and give continuation ,llong road side. - Equipment demobilization
which have been used This w-ork cover transportation return all equipments the forn of the happening of damage during a period of construction that give impact in of public road. -
Labor demobilization
repatriating of labour that Representing activity of disconnection of work and/or also affect continuation at will Pencrate impact in the form of loss of job opportunityand of earnings which can msult increasing number of unemployment and also degradation the happening of public securioty ihe happening of public disquiet and can trigger trouble. b. Post Construction Phase -
Ring road operation
of: Ring road openning traffic will give impact in form at degradation of public health; I. Degradation of air quality that affect continuation 2. Increasing noise; at existence of increasing of 3. Increasing of traffic fluency that affect continuation interregency or province accident number, improvement of mobilty of pooples and also will improve the economics activity; change of land use and spatial 4. Regional growth will affect continuation at road and also improve of pattem, increasing sell price of land around the ring public utilities and facilities; will affect continuation at 5. Contenporary parking of heavy vehicles/trucks incidence of immoral activity. - Road Meintenance
periodic meintcnance, Road mcintenance work consist of routin meintenance, channel meintenance. cleaning overlay, equiping the existing road facilities, drainage cleaning and replacement of and replacement of traffic sign, repainting of road mark,
PT. CiptaSwuya Wahana
Engineering and Management Consultant
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traffic concentration that road ligthing. Thius activities will give impact to increasing will impact continuation to air quality degmdation. Important and Significant Environmental Tmpact
2.1.
the detail and also Pursuant to the estimate impact that has been conducted, at Table 4. 1. activity generating important and significant impact presented
Impact Table 4.1.: Activities which can Generate Important and Significant Impact and important Signiricantimpact characteristics Phase/activity |No PbLuse/activity N_ Neeative Positive 1.
Pre construction
I.
Publication, socialization Measurement survey and road trace Land, building acquisition and compensatory
2.
3. ____
[a.
Construction
Land clearing
I.
.____________________
Community disquiet
X
resident's of Decreasing agriculture/plantation/lawn Decreasing some part of building Change of land function
X X X X
Decrcasing of air quality
X X X
Change of water flow pattern Decreasing of flora and fauna Increasing of discard
X
The damage of public facility and utilitv_2.
Base camp development
3. 4.
Heavy equipment mobilization Labor mobilization
5.
Base camp operation
____
6.
Transportation and material hoard
_
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Opening job opportunity
Degradation the quality and surface water .___________________________ ground
X
X
of
business the Opening opporeunity of community Degradation health Increasing of discard Degradation of air qualit Increasing of noise of community Degradation
Increasing the traffic volume
J _
The damage of public road Degradation of comfortably and savely of road user
X X X X x X
X X X
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(secucl of Table 4.1.): Activities which can Generate [mportant and Significant Impact Significant and impomtant ~ ~~~~~
Phase/activiy
No
._ __
____
7.1
Impact characteristics ~~~~~~mpact -----~ Negative X
Positivc Disturbances public facility
7.
~
Road base and pavement construction Earth work on new road
activity
the
X
Change the water flow pattern
perrneability
X
Increasing the traffic volume at
X
Dcgradation
Earth compaction on new road
of
coefficient
Road pavement
7.2 8. 9.
10. II.
altcrnative linc Establish the drainage channel I Increasing the amount and public utility quality and complement building Increasing the flora and fauna tree Cultivation of protector Equipment demobilization Post Construction
X
$
Regional growth Change of land function system
X X
Change of Planology Increasing the economic activity Incidence of prostitution activity
X
Road operation
I.
_________________________
X
X
Degradation of air quality
X
Increasing of noise
Degradation
of
X X
Community
X
of
X
health
Increasing
the
number
accident
increasing the traffic fluency Increasing the public facility and utility__
_
Road meintenance
_
_
Temporary parking of vehicle I
X
traffic
X
truck
2.
X X
Increasing
the
| concentration
Data source: Analysis Result The hypothetical potential and important environmental impact identification process presented at Figures 4.1 and 4.2, while the evaluation process to the at interconecting between the important impact for each activities phase presented Figure 4.3 later. 2.1. Pre Construction Pbase The Activities at pre construction phase covering publicizing and socialization, that survey and measurement of road trace and also land acquisition and compensatory generate various important and significant impact as following:
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a. Decreasing tbe resident's agriculture/plantationllawn The decreasing of resident's agriculture/plantation/lawn that passed by the ring road plan as wide as 8,149 Ha or equal to 0,20% from the total wide of village paswd by the ring road plan consisted of 377 plot (3,22% from the total of Family Leader at village). Nevertheless there is no resident which move/dragged, because the resident's land incurred by acquisition only small amount and not influence their occupation. h. Decreasing some of building Those land that acquitted including building in it. Those acquitted buildings including house, small mosque and schools. Nevertheless there is no resident which move/dragged, because only small amount of building that acquitted and they still can stay at their house. For school building, that incurred by a acquisition is parking lot while snmall mosque at it side, so the rest of the building can still function by developing behind it which is not incurred by acquisition. ce Change land function
The exploiting land in Village of Tawun, Legokulon, Klitik, Kartohardjo, Kandangan, Beran, Jururejo, and Grudo as ring road will change the land which it was agriculturplantation/lawn turn into the rigth of way (ROW). This change will bring the positive impact in the form of regional growth. c. Community disquiet Community disquiet happened along the road that passed by the ring road plan because very long time distance between land acquisition phase (1995) with the construction, because the road condition have progressively destroy. The increasing of missing stake of land boundary and can emerge the conflict in the future. The number of irrgation and drainage channel incurred by boundary of project and the Community worry is not repaired properly. 2.2 Construction Phasc The construction phase cover the land clearing, development of basc camp, heavy equpment and labor mobilization, operation of base camp, transportation and material hoard, road construction and asphalt, making of channel of drainage and complement building of the road, planting, demobilization of heavy equipment and labor. That activities will generate various important and significant impacts as follows: a. Degradation of air quality Degradation of air quality at construcion because of various activties at this phase that is land clearing and also transportation and material hoard. The land clearing activity in the form of tree hewing and its clearing, and also land flattening result the degradation of air quality effect of dust contamination especially if this activity conducted at dry season. With the existence of dust contamination during land clearing with the high intensity, can degrade the air quality especially for the dust parameter (the and increasing of dust parameter). While at construction activity that is transportation 3 the material hoard, the total requirement of material volume equal to 128.500 2m , hence during activity it need delivery truck of material that have capacities to 8 m as much Pr.Cipta Sza Wahana Engineering and Management Conzdt ant
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from vehicle 16.075 units. The impact of this activity is increasing gas contamination vehicle. Others also and dust in consequence of uninterruptedly of material conveyor continuation from gas when the material is hoarding it flies blown by wind. Affect the the Community, contamination and dust is degradation of Community health. especially which live along the ring road plan and material conveyor line. b. Increasing of noise is because of The increasing of noise at ring roadwork of Ngawi City volucne material of transportation and material hoard activity. Totally the requirement truck that have equal to 128.600 m3 , hence during activity needed material conveyor increasing of the is activity 3 capacities to 8 m as much 16.075 unit. The impact of this noise becausc of uninterruptedly of material conveyor vehicle. c. Degradation of ground and surface water quality activity of base Degradation of ground and surface water quality is cause by the management activities, camp operation. Base Camp represent the center of project residence. The whole day depository of material and project equipment and also as labor ground water around base activity of the labor will affect water quality either surface or domestic waste and also camp with the increasing of discard amount either garbage or around project location from the pour out of ex- oil. Garbage that heaped in few days surface water quality. the can cause the stream of leachate (lindi) so that can degrade will yield the domestic And so the project worker habit that is excrement in closest river of surface water quality waste that can degrade the surface water quality. Degradation of biota water. annoying is that atTected the continuation of biological component land can contaminate the Besides, the surface water that stains by lindi and soak into the the weU water with ground water quality. Though most resident in study region exploit PDAM, water the pump, pumped (84,5%), while the rest use the well water without around them. In this cister of rain, buying water and exploit the existing wellspring is high enough. time the well water quality still under limit even though the betel-lime d. Change of water flow pattern in the form of Change of water flow pattern because of land clearing activity of cut and houling tree hewing and its clearing and land flattening and also the activity to the flow pattern when endue the pavement new road (eastem ring road). The trouble condition can This caused by some crosscut irrigation channel and or transfenred. study region especially, influence the irrigation system either in study region or outside channel location which merged into single technical irrigation system. As for irrigation that cut is at Village of Tawun, Kartohardjo and Klitik. ce Degradation of permeability coefficient of land Degradation of permeability coefficient because of existence the land degrading which condensation activity in building new road (eastern ring road) degradation the infiltrate ability. By decreasing infiltrate ability hence will be happened of surface permeability the influence of permeability coefTicient. This condition can water (run of along ring road when it was directly soak into land.
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r. Decreasing of flora and fauna Decreasing clearing that effect (either plantation. intcraction between
of land of flora and fauna at roadwork of Ngawi City because of birch amount this activity, besides lessening closeness and the the ecological lessen and also reforestation wild plant), also flora and fauna and also the interaction to environment.
g. Increasing of flora and fauna of Ngawi City caused by The increasing of flora and fauna at ring roadwork by the side of road along joint cultivation of protector trees covering tree cultivation affect the continuation of air quality streets. The increasing of this fauna and flora will the erosion, air and noise Aldongside ring road, microclirnate repair, depressing contamination.
h. Opening of new employment for the preparation of Opening of new employvment effect labor mobilization by Community. this matter is this ring roadwork construction phase is very expected is most farmer and farm worker expressed in socialization activity. Community which this development, however because very hoping can participate active in course of possibility project can only recruit ability and skilled which they own, hence significant planning hence harsh labor required them as harsh labor. As according to construction 70 people. i.
Opening of job opportunity
operation very atwactive for Opening of job opporunity cause by base camp by those who live around it, for Community. Busincss potency which can be exploited smoke kiosk, gasoline, ojek basis, example by opening the food and beverge business, the effort of this activity only worker squeeze J massage, haberdashery shop. Though to become the embryo of the during base camp operation however this effort is expected operated. business later on at the time this ring road have been j. Degradation of Community health is because of the base camp Degradation of Community health at ring roadwork Activity of base camp operation operation and also tansportation and material hoard. solid waste or domestic waste result the increasing of discard amount, either wansportation and material hoard representing the nest of disease vector. At activity of the emission and dust. The result the increasing of transportation volume to improve degradation of Community the increasing of disease vector and air pollution is causing health. k. Increasing of discard also bases camp operation. Increasing of discard is because of land clearing and and also land flattening wiLl Land sweeping in the forrn of tree hewing and its clearing, remains of land f tree and or dug improve the discard amount which is because of the volume more or less as thick3 as 20 land that changed with the new one. The dug land 22,680 m . m alongside the new road plan that is about 6.6 km or cm as wide as ISn
PT Cipua Sw'ya Wahana
Engineering and Mangemen Consukant
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trecLcvr summary tin Ngawi Ring Road Development Proct
When base camp operation, causing the increasing of discard amount and also garbage domestic waste, which is because of all day activity of project worker. Heap of 3 garbage in one day by about 135 project worker is 0.34 m and domestic waste 7.8 m' / day. Besides, from worker activity, the garbage is also yielded from pour out the ex- oil. Garbage heaped in few days around project location represent the nest of disease vector like fly, mouse, et cetera affecting degradation of Conmunity health. 1. Increasing of traffic volume The increasing of taffic volume in joint streets of material conveyor band caused by those conveyors. At joint streets of primary artery the increasing of this traffic volume is not significant only about 1,5% from total transportation volume, but for the streets of regency and road to village the increasing is very significant between 50% until 100% from total transportation volume that pass by. Those are very influence the service level and condition of joint streets at regency and also road to village. The impact during transportation and material hoard activity estimated will take place more than one year with the high intensity. Also, the impact that arising out will generate the continuation impact of other cumulative component. m. Traffic jam
Traffic jam that cause by material transportation vehicle estimated happened in intersection of Tawun, Kandangan, Banyakan and Klitik where the material tuck tum into the project direction and will generate the queue especially at the rush hour. During construction period the road consumer in the intersection will have a trouble, because frequency of material conveyor taking turn maneuver with slow-speed. n. Public road damage
Some of roads represent route of material transportation in a condition of bad until medium with the Value of Surface Condition 6 until less than 4, so when the execution until the final period of construction the roads will in bad condition and hardly destroy. This mater will descend the road service, which perhaps will affect the continuation of trouble to Comrnmunity activity during construction period. o. Degradation of comfortably and savely of road consumer As explained above that condition of joint streets ransportation band of material conveyor will be descend during construction period and will affect the comfortably and the savely of user / consumer. p. Damage of public facility and utility The damage of public facility in the form of two buildings of MI school in Village of Tawun, SMK in Klitik and small mosque in Kartohardjo, precisely beside ROW so possibility the school and small mosque fence incurred by a heavy equipment or hoard by material discard when land sweeping and dragged road activity. Public utility in the form of irrigation channel resides in three locations that are in Village of Tawun, Kartohardjo and Klitik. Activity of land clearing will destroy some of irrigation building residing in ROW or piled up by a discard material so that irrigation current to rice field of resident will be annoyed.
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*JgawiRing Road Development Project
Besides irrigation channel, the settlement area in Village of Klitik there is a the channel possibilitv 1drainage channel for this area. When the land clearing some of area will will destoy or piled up by a discard material so that the drainage system in the be annoyed. While other utility such electricity pillars residing along joint streets, removed outside ROW. At the time of the execution the availability of resident clectricity around joint streets will have a trouble. q. Trouble of public utility activity The trouble of construction activity toward public utility will be happened alongside joint streets of material conveyor and ring road. The impact felt by resident around project location, where some public utility resides in ROW. However outside the study region, the impact relative minimize because the volume of material conveyor traffic is smaller compared to volume that pass by the joint streets. r. Increasing the amount and quality of publie utility The positive impact of this ring roadwork arnong other things is the increasing of amount and also quality of drainage area system alongside ring road, public lighting of and pedestrian facility. This repair of course will improve the environment quality physical and also resident social alongside ring road. 2.3 Operation Phase The activities at operation phase cover the operational of ring road and the as conservancy. The activity will generate various important and significant impacts follows: a) Degradation of air quality Operating of this ring road can increase the traffic volume. And the increasing road of traffic volume projected in the year 2009 effect the development of western ring equal to 12,343 vehicles per day and at eastern ring road equal to 10,821 vehicles per as day. With the increasing of the volume, hence can be estimated the pollutant level detailed at tables: Table 4.2: The Prediction of Pollutant along the Ring Road in 2009 The pollutant prediction in 2009 (with the project) Quality Tawun Klitik Grudo P'irameter ring Eastern Kandangan ring Eastern J Westemnring Standard road road road i______ 0,096 0,096 0,096 0,249 0,249 0,1 . Pursuant to observation in other area found the fact that the ring road operation also follows with the growing of new business. W
g) Incidence of prostitution activity Incidence of prostitution activity cause by the ring road operation represents the negative impact. These matter represent the continuation impact from place of cessation and rest resort of transportation of goods (truck), or can be referred as a temporary terminal. b) Degradation of Community health Degradation of Communiity health represent the improving of traffic volume impact as have been elaborated above causing the increasing of polluter rate on the air. With the condition as above mentioned estimated will be happened the change of pattem of Community disease cause by the increasing of CO2 , HC, SO,, NO, and dust particle which can cause a lot of resident attacked by ISPA and digestion trouble. Also, the degradation of Community cornfortable when do their daily activity. i) Increasing the traffic fluency The estimate of daily traffic volume (LHR) at the time of operating the ring road of Ngawi City shall be as follows: Table 4.3: Average )aily Traffic Volume Location
No .
Without the profect
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Grudo / Banyakan Intersection Western Klitik Intersection Eastem Klitik Intersection Kandangan Intersection Tawun (ring road) QTawunNasional St 6 Data source: Analysis Result Explanation: 1 2 3 4 5
Averagc Daily traffic volume (vehicle per day)
1 j
10.537 10.591 0 0 0 18.817
With the project
12.3430 12.343* 10.821 10.821* 10.8219 7.996"'
* At Banyaka andKlitik Intersection, the traffic volume thatcalcdaledat western ring roadit
will increasing with the existence of project consider the western ring road west will be improved as wide as the eastemn ring road. * At KJitik Intersection in east, Kandangan Intersection and eastern ring road in Tcawun representthe LHR volume estimated cause by the development ofnew ring road. At national road in Village of Tawun there will be the degradationcaused by the project because some of trasportationwill use thefaciliry of ring roadso the transportationthat pass by nationalroad in Tawun become decreasing.
Operating of it Ngawi ring road will improve the main joint streets performance. The improvement indication can be seen from estimate repair of the main joint street service of Ngawi City as following: PT. Cipta Suya wahana Engineeringand Management Consuttant
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Npwfing RoadDevelopment
Table 2.4: The Level of Service at Main Street of N Level of Service (Ds) Joint street before the project
i Ci Level of Service (Ds) after the project
Tawun-
0.60 0,57
0_48 0,42
Joint street of Kertonyono-
0,43
0,36
A.Yani street Joint street
of
r4fett
Kcrtonyono Intersection Banyakan Intersection
Data source: Feasibility study of Ngawi ring road and the analysis result Level of serviece in term of Degree of Saturation (DS) The increasing of the road performance has positive impact for road user, community around road and the city of Ngawi in generaIly. j) Increasing of accident Traffic accident especially in intersection between regency and village road is representing the negative impact. TIhis matter because of the user of ring road of Ngawi represent the regional traffic with the design speed of 60 kr/hour and all significant vehiclettruck which is up at Solo or Surabaya pass by in this road. The design speed actually not too high, however the road user discipline in general still lower, so they tend to run their vehicle above the design speed. k) Increasing of traffic concentration Road meintenance is executed periodical, some of roads will have the trouble, so that will generatc the increasming of traffic concentration around the project. This traffic concentration will generate the queue later on and bother the trffic fluency particularly if work execution conducted at the peak hour. Road user will feel the impact and Community around above-mentioned roads. Nevertheless impact to be happened only take place during work execution, so that affect the continuation to other component relative can be disregarded. 1) Temporary Parking for Truck Common phenomenon in regional main roads (primary artery) is the existence of the number of trucks that park by the side of the road. These matter estimated also happened in Ngawi ring road, considering most of the ring road user represent the trafflc regional which among other things is the truck. The existence of this significant transpormion will generate the trouble for road user and Community, others also will generate the other activity, which have potency to disquiet the Community and conflict. m) Increasing of public faeility and utility The positive impact of this ring roadwork among other things is the increasing of the amount and quality of public utilities. That public utilities for example the drainage system alongside ring road, public road lighting and pedestrian facility. The repair of course will have positive impact to environment quality either physical or social along the ring road.
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HYPOTHETICAL POTENTIAL INIPACT IDENTI[FIC ATION PtiASE PRIE CONSTRfCTION
I
ACTIVITY CIOMPONENT
DtRECT INtPACT
P-lbain &nd Socizal:.o
C nmunityDistuiet
2. | Road Trace Sucvy and Miasurenwnt
INI)Iru(Tr imA'l(T
j
Incidcc of Land Speulalioti
1
Sc-iyand Regularity Di sutbartce I 1 1DlnniLy DisqtlicY
ch.v Propeaty
BDlipure Uuid AcqLikikien. EluilSaiid CL Ipt>JIE.3I LII)
3.
rDlecreasing -ofResident's Ecrn~~rcsing
sonile
L
F77ccuiityw)d
Agricullure .1 -
.f Building
Loss of Occupation
Fnao u |Changc of Land Use SysLs F"
PR PIlARA.TION
_ _ LaWid Cleaiing}
1.
_
_
ofAir Quali1
[kRL-.i1ll
a r-jnd7
riniuniEN
Iiospeticyv
_ _ -.- -ommunitI
-ltircasing of Noisc
Incrcaing of Waste Mfaterial Decteas ing of Flora pod Tl~una
kuaMlzkiI {
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Fr>osioln
_
X__
Caucof WlVahr FlIow ptaIwm Daniag-e toPublic Faiitiy aad Uiity Dasc Degradalion
CEnip [cvclopment
2.
111313131 = 34
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Ikanequiiment
7
MobiIiaii
Labor Mobilization
in
A
sicrcasing fo Noisc Dauage
Opeaing
of Public
Road
OppoAiI niiy NewJob ow
Conimninkty Disquniei
eNu Dbcfeasirigl
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J
lncrcaing the Ucpkiin1t
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4ikgradamion ofC CONStRUCTION
3
'Dimiub sRcg,arity
1
mberofl i1cuiliionlC
Incteasiq of[amning s Scj--7-cufity and Regatau ity Disi tkEbiLiocs
HYPOTHIETICAL POTENTIALIMSPAUC ACTIVITY COM PONENT
PIIASF,
l)ENTIFICATION INDJIREC-
lDIR EC'I l IrA(-r
IMPACr
CONSTRUCTION 5.
Bas (a irmp OperatiM
{
IncreaiignfWaste
j
[)ctr^iJli;iLiji of Grcun
andg 5urfaw Utatcr
V
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raatioln u, C"niiiiuniLt NLalI
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t
iOnof iCommrunity lcth
Air Quality i)cgd4in}gradai
M~iwtial Transpof1ationi and Emba4mnen:,
Wate Dis
Cornniuniy Disqi Incftasing of Tiaffic Vo unle
]t
Trfik Jam Public Road DIunage |~~~~~~~~~l~ii
z .
oiConoaabd
aJs d St___it
J
rubnces &heAcitivity of Public Fahi
7. Road PavaiertntConitruticfin 7A. New RoaJdo __ Clut aiid ill
_
Slop< Sb i iR1-
Snligc
Ps
_AiTr Quality DJeEdatimn
_F
{
t]bI.Iazin cff CiMjzuaitv IiCh
CThiange of Wacte Fkow Pzgimm Incrcasing of Nois
Soil Comparior_
rdalion
{D.-:rc&ij-, of PereiwbIiIl%(n lQuahiI r
Road Psament
7B
Rord ettcment:
RoadPavemnent
iicaidal:WI
]-
iiIy lJcal!1l lnadat ion ofCiiitii tm
__n
____
L1rrak
ii lCh QiGy VDluqr.c in nanibiag ilwA
Cos ini4aMn r.i~I. ('VI i condensation of pemieabilii>l at new coefficien. roadwork
6
DocrcaNmIg of flora and fauna
Duraiion of pond when raining
La;ld *cI.ing Important value index, diversity index, species overwhelming level
Abilit) of land infiltrate
Degradati on of plant productiv ity Degradati on the wild number of animal around the project IOution
Aroid Lh conflict between soiety and organizer Depressing pond around the ring road location. Depressing the decreasing of vegetation ecological function Depressing the impact degradation of environment condition Depressing the plant damtiage
t
eo
c Institutional a approach
prahLocation
Period
t.
r
4l
.
___
Organizing plan L
Arui
E Exectutor
insti utior ri --iottto
lle,a
.^.
*
upervicot Reportin____
______
Makitngi the drainage channel alongside the ring road Nliakinghe drainage channel alongside the ring road
Conducting tree cultivation reforestation soon after the construction of body road finished
_
CouCounseling with and announceme Environment ni to society Department of Ngawi for about conservancy conservanicy, protector plan exploiting the protector election plant
-
AlonSgside IOrtc afrer constructi the ring on the road btdy road
OrF-nicr
Alongside leriodically 'henl the ring )peration road vith period ninimal nce I year
Organizer CoiinuiRcL, Plantation and forest office, contractor
conimiiee contractor
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Figure 1.4 Typical Cross Section of Cianjur Eastem Riog Road
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Firs Stag
Figure 1.6 l) Tentative Schedule for Cianjur Eastern Ring Road Development (Stage 2004
Activity
I
_~~~
1. AMDAL Study | 2 LARAP Study
|_I_
_
1
2006
,
_
_
3. Design Review 4. Finishing Land Acquisition
2005
.
5. Preparing Tender Document for Construction Works 5. Construction Works Bidding 6. Preparation of Construction Works
l .
_
i i
i
7. Implementation of Construction Works
Executive Summary
Page 16
Appendix 1 Table of Environmental Management Plan
For Cianjur Eastern Ring Road Development
I
I I I
iii
i
Appendix 1 TabIe of Fnvironmental Managenment Plan for C'snbir Eistern Ring Road Development lpebeSovcedr|to*be |
rVrrnSiOf
~ YTgC oi~r1P&~t I~"ire* Managed
:I. PPR-ISTWTISTRC1TQ iA.aE .s st$htmon LanJwrCpt-..m
ard oul* hexe ofrnM esnpe6*aIf lard
d
30 h hxr oad ROWR
r
~r~.ta
_____
I.vis
Da3mseof
aredd peopls brwy Irrmc
tlrants
__-
tJ9w,ti r eI1aI Er4nrea
I
I
. ,L . Peoo.ey ctliE
pe hrely rwco, m1rYJn riSane -A e pucf;
c *
rOrIakt Ibr oked essd. Prti$de nw padd W
Jq
In Re9ectedvfJQes
e5spr WecIu ofeded ty br bcqis~-
as SuWkns for
* Convensa5oiod
_r
be fed bebre sd ngctt°on
nper* SAbv ~~~~~~~~~~~~~~~~~~~~~~~~~~OWCPI te*nW.5 ~
SeAes. Nect propeIw erd
*
Oevase of y f4e26.4 us. en deaem
,6ono
1
d5ereated r%co jvn
f rice
pra new krIg px y gm1be M acq*ed lard brcod *mO
.rotof 2.0 %
SeeWetyd * DtBedCtirjg Regercf Ciarj, Regerty GCrwmnt * Ciar DPRD; BSawasda (ocefal * Dgen. TPTP. Sper .
Depi KkS
Boar@
Kant/ANAtL Kab, Cia:
*
6aYdVi"lr Rap DP£PRD Clarv Df TPTP, Dept I(wsA.
Dala st4 on target t" 2060cho-ecmic Unk-Ars*y, NGO
cr Cowrart
Ab-g road roA T I*edd qor lW
DO&g conistuon tage. ard cis h b be Ntih vfn 2years.
ent
Aiclbsal Svic &Projdprponemt in0c=*0on w:h a )eda,s SO. IPtt BN. Tpmla
* Seaer of *
Cia-,r rgency 8 c tocal S
.y
*
ER^w
ih 9 aleabd
*
Disthubice on set5ot fadif bind sxial asset
Land acjtsitin of 30 be brrcad ROWd
Iurnber ci hwse to be rennwed or dsdis4
Kanlor ALM3AI
Kab, Ck*
vl!ages 3.
4
*
~frvc
fwrmkg r o et. * dedpsudjon wquisOon Land olf0 he habrvad ROW
*
Social SesS, W Bank.
%II
iculruea " rips
*
nabonwn AIcull.m
WA S. * Soecvna'r* onxtbon stage
on job op%y, wxh 84tjob/ uqTm wwcrt' kitP*cjd
Oesse of
Repcs$ Revevm ,
_
ar 4,idcai e conti n
acqutad land * ohye 7ce and aid
2.
ir{_.
E______t_____
..
_ .__' * G¢n Wdern
COW53A
I
rt=lPew t
namnm meaa
Reomwy of sxi yconrdl5
*
Gree ssu'evl
caxcen * AV R for socko ecork reitabMim
Delal A* o oo,prof74e cO' ac alledodpeepie. .
9 VILageS Of., s"ud We,aspecie* mxec people b bad acq4sb'
resemUen! ftha beflh'ed be*ye
enrwnt AdThniston Oiso'Ven
costXen seige;
c=Edif*5on8CW!h
*
Social SeOMes ud B4'd;
*
OMOr * ConkieCseton
* GuMbnce wk be
Cortd
r JOU*JrofI
*
ase-,*estd d
~~~~~~~~~~~c6oriXn sdse. twget 701.4
* Sevey of
*
Citajr Regency
* SaIs3
*
Su d CIrnji Rege.a' CPRDClan,u Dn TPTP. Dept Khiimd Ker4or AJDAL Kab. CIWr
n
E f9nPaCan .~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~we
Execuffyo Summy
UmemS.
^89 t 1 I
4,
tbw on WT#g 11MCh'x, Po"m
S. I~~~~~i
6.
O;slAf cn Wo iFashbs u154V
9xla1 aix e aM resVNe P
1%mc
L
0t30 th 1Rrxad ROV
EFedinoess of lwnirq and bad pmess
banr g |Reii wWesdbol tulkwb ow leso ard fte*g pmss ich islodnW, cond5o Wnd emknrio, KlnJcl hastb. Rmd
SrJOl pwlo sY
Coh
Nwoa, Sbr~~h Vf9w)
sibstbZ bidrgs s9oMJbe lUrshe consbucEn mmh stags
Ed.Kaben Smes
*Swetffy of Onjx
14rdProp*t pcxro . in comdnatn v$ ovlm r4inisto6on
R(veeq * eeba * Pnsk Sat4ol Schod Bosrd
Meda ._ . _.d kwsta1l !7: .~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~0db Soenfic. E&*=Wn eel"rednol$rs" At aeqt:red bn4 ir*U * PNo^¢de Cfese:m Ciart ,r cpklic Rberj el PUtI, Teu socid Pwerance d inkalpx58um ftxYg Lord acquMn ard biqy VsXt5 Riev^c ir.t&&xs and senueesWalt cI4 "d of 30 h Sr food pHz Reso utility cwnt,;}BSson asWma opoftsbe hnWht.ble Kar . PWN andutirtle LMeagrtOrfe) p*k ihhshKnend LcUo * we.Vy di BaMed3. corvxo D oe Oingq In9 yftn ofse cal * sutideintp bl! C6i3jur Pte5ncy l Piwrdver. Gimment carFain Secial vah,. Lord acgAlion sWy an. cvisy SX412i Bawasd3 proied on reveA AhtninFliato resis!ane an shxt *Soci6akd of 30 he kt mosd tund ptosed *Land a7po to be *Post Nan;k Kii hl. Land C preJbet as e~~~~~~~n condiWe be RONY roub rcd t>bd BcrS ac%~~~~~~~~~~~cnX aentiy Acqs ~,s^hod a5poes * h*opubk Cnritee, 1 partprwk,d pne ~ ~~~~~~~~prv r-~~ _ p igTplennetin
esZ
Af REPARA71011 OF CONISTRUCTION VWORlSK8.c..--,.,. . Gr.epkmrf cnpob oms lJoblUed W.8l Klan pwes hpase drb ked bx" wVontKn in Pa nuY ~~~mobilIzaWn qUMf lbbsamrs id proXI n t*l hipkmallason ib' traev pjbkc *~~~~~~~~~~~~~~~~~~~~ ; pW,cpaio,n In nt e.m 2.
tlno
At Sbi 7* 56: (Pasi
Man
r
.rrton
a lrlrXmtnn pcwe n SV r& Om mo 1w reslstance 3~ntl lo bcal pmp on ptXOYcrt rcn job 6* pio* tliviXy~~~~~~~~~ mwaS, to bd -t sneial conPict FYt. ard SoJtid 6"e
Po"
h ptle
In 9 yilka7i d Vdoa SJ area, ospecelf
tuctm
Wrg stg
pupopd rcad r"
Fl-qestprent cnap to h odnet'on w1h. of v?W oulc klef
.a Ia-.PqfoX Seiekes Sina Mgp. Dima
pt^iof C iaK
.
R Qegen°y PFZQ*; . Ditjen. 7P7P. Dept Kiyav *Kwar ANDAL Kab. CWrnx * Kanlw ANOAL Kab. CO&W . Dinas Bina Marge .
lpa dianji QW Regertcy, Ciar; POPQ * * D;> ITP7. Dp. Kisily *w KarXr ANDAL Kab. CW*
*
d Carm *watl rewy. DPRtD Ckfrg Di*e. TPlIP.
.
KnpasvA Dept> Of ANkDAL Kab. Cwo
.
In 9 Wiags of somial St* sre, iaed arox4 propod rcdtru'e
Dunnq cnshcImo su
Prmjet pwM cmc in coxfdhalb VYt loCaChid fdWla;e
Po o MaUn SmLQ.S
* Di-as Rhna Mator
4
Regm
* * a
rrnta50n
.
.
.
SlpaX of Clir DPRO Cisr; D". TPTP, irw clopt. K Xantg AI 40AL Ciarj_
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~Kab,
Page 1 -z Executie Summary
3
a.
A
tp0ad_
~ ~.
rdss~~ OaMseofar .dL Aee,*+ qaty
_ _
_
_.
__
_
kqlqaAle.etrAi i sbardr( (f,st WA CO)
Ind V1wil
*Ewlw,q *Traprtubon d buikg
Rea9en So 41/1l59and DatO dof est Java G%wrff
*Opeso of
1-l0.M
basa carp
d
** GQod aDing ance of NWeA0Iw1t
* P *
cc
vnr ood bs ap
0WOPM4 *ig
MK31pS9bd
E24PK1D'72
Vg
i
_
* projettmye * Loca oc d bes
ng mirtx5m ws
__
_
_
_
_
Cnacw
I CoroIutrt
cp
*Prfect VaNiger
__
_
_
* Kanfl ANOAL Kab. Cianjr. * Dmas 0rn Mra
g
* Goodmai1arsanceof * Tran>1ad tg~
Tn ort b be txdl pq~y ¢185e or
* PTo3Dean tt350 f1; eSd~ b rrelabew * To den dr;4ix* bur*gmrrotr .__
b
fnauase ci
rnds
.
__
*Land dearX and l%we= *E8rth *TmnspnrctaU dbu id' ra!tia * Ctlrg of
_
__
tbi*e s!iA-0d (KepiAe LH f;o. 48119. srd Dee of West ^v1 GCflw0 Jaba Nbo, 660.31/SW 68243KPVAX12
__.
_
t.f'~
__.
otJse cam.-J rd
eedquaeja
s*,&d
t'beri
o d
Good molra of 1ev Owipml * Cn mrx w t* be doe at dey 5Tr *
_ _ _
__.
__
* Prject 0e.
_
espema1 bStti loao * Loeon d bao
_
__
.
_
__
OCuing cnsrrc works
.
_
_
Cantracmr
._ _
_
_
* Suev:scy
censuftant * Ptoj Marag
* Kan'rAYWAL
X8b.
Cia*?. * Oies DM M5p/
c9rp
* Cprmn of 4
Chaiec laxi and
dsutanco ___
slope staby
* Ear * EVbtof0 qeTytr
va
Ersimtandio'r laid s5O
ProC slspestabiL4y __
*Sopepcrtectionb sodirg or oft sburi t,e
ltca dsod env I e4trbarknent wth
Du WfA(S
----
Crine
--
* S
ie cnl * Poject f&-oger _
* Kantor AJNAL
Kab, Ci,&*r. * Dines nina Mtsa
Executive Summary a
1
5.
. . L_ ch To cortor
iii
_~ _ ZLx Fbod o Landdchg Osbcec-on dD*gM and s'gefatim ppu'aSso waler srtma% *E * Road utordatn wrA ard
Contol mtaf qu;lty,
and
s.idard
not exceed
pr1 * EU wi u
d Peaee stJewa
s Twd
*Op"50M of
works
CTWIl * Pr,ecIl Mr*
Serrte a-id .
_
__
__
__
hm n verun saoff j
pVjb(
LocatiDn
_
_
oftbab
__
Bina M vg
__
Ka-orADhAL KgabCanmr. Diras Bia Marp
i
Ccnb-atr
Osring consthOmn
At pt*etkt
* Sed aturjlr b be *
( 1) ** Kanmr ANDAL Ka& Car+x. * Waer Rexcrcem
!arInt Om", dtui A _
que'ilyb
CcntacTr
on
d Contucdnof sLIIient aD'vee and kTisdn'aWge cana!s
_
__
__
Weadg to tj
*tand
BIverymw pJion
__
trlng corsft
t:adrute
ol annGocpstpvn Vmeen
*
.Pl..~~__
6.
Dl*
tern
YS* kw
J!L~L(4)
.A~L
(SI 2}
ots
wrks
* PFct Yaiango
cab
for
a* NWve1 kFd B
Gvwseom tS
* LUsd c lindbe Wdlecld amd Xtp in
7.
8.
aLsnd bcsr'
ie Pub rcid darw
Parirmance d *Tansdrie otsdsCWKI pklitc rod janl) tSc buildng lunote(n _._ _ _ terwial
~~~_
end
pbreg 6 Emawork
Mlianta p
Permance 3) cop en b7se de V.tostrltlp and utNc hfuton
O Pstfade on pLOic kf-ssturtand ubfli3
Conbatca odnrng ia Aig rortekebnard i Gcod, * se*lle~~~~~1ageniIast ces con tCu;tonknsRant das e procedd
a
inkdshcre ap turKt uad ow*tln
aTec feje * cn Intstuht rid ulit * RFlo itam od
_
_
_
_
caprc' h d * dai
f
arid f
i
_
_
_
_
_,
.r Kanr PALt Kab. Oiwar,
SConac Cmnsu!nt
wus
* Di-as Sna arga
* Prqeet Marer
muto u
Maroge
*
*
mmr,-Jmc
chng Abng r6tngrial re t,
* UTri*S iw>u in mrad aoen VAod
Mmts n pub- rod . coriton cd
* KanmAMDAL gtab. ciarwr. * '8,1as B-io iarga
* Suervisc
_
-
_
_.
_
_
*nt
i
imad
trd* c ondiion N neesq * RahbiitaSon cftrod
9.
Dictit'me,yt
* tand
ptparoim ___
.
dia , *Ealok
TmTraels ond tbui
tExecutiv Sunmmary
r-4ntd5ur-4e
* Ttaliilow
Atestbgrced
D-xinq
maement * thstrA hroprttion _ _ __ _ _is notanid VAt&N PeaJ hw *f Perio*rsad nwintenonce
croed L-1pnosed projwt, and tna"
works
t31cl
eo n Fatk OPFcondon
TTltetfia
-
k3mtt a-4 ~~~~~deEig
Mc _ ____
PPta1rrare o _
__
_
..
_
.
__
.
.
mupaa'nteU
_
Ccnlr&-V
.rnst
__
_
_
^_
_
TPTp
* Sr;SCrj
*leo
S ltamnt a ",-t Marager
Cept. KrIpam,l * Kr tot AHO0AL Fab. Cionj a Dinas Sire Mtwge
Page I - 4
1
F[r .ai of
PLTl e_crl
~
y."e v~e I _cocan t a^Ft
*
Ni.rmber f
ttxi m .
is*
.nilc nton
-n y
k
pcjet on ilol
X
pro"'tc,
aM1-les
1I,
Disbbance on so6bl he[h
wrtn* ot peoe stflten ac' respiby
gird pvpwo5m
Oinfedon, eye 9Md sIcr
* Cond at qcu>ty n4exeedqjary a'y s1a''d * Cortd fnestc wasspeo'Cb
cfseose?s".
to,stlinprtt Iab
* Et1* *Trqrson rns biAing
c/
bxaI
| Ep
3S isft(A s14 rarua
bMtrq rrteiel and rran
and 5er.aI?y In
pc-AP I entises rn
Cirar, Regercy.
Dtrigq o|nhxof vts
Ci*r Rege y GCrme1l in ierrices c
* Pwwio£ spm,g * Proper sS*ing of buld-i
* Cwdma%.twncm of
he" eW
r
Local C?e-ber vi Corrm e wid ldavsty, CACOt . PCut si,t
Oving mnstteito
*
3 eBf
*aD P;
fe9cy
50
p*,CteOpmer
P%o*eienbSon.
bese caTp Land derwig
* op"am of
sh
pre. erce for &jg
; * * Dilas 8ia Ma'rgo
* Crabw
Irdastr
C-n7mtlorr
*
* Sieeiscy
tacrtasen romae * Lccor'ont!boss
C
p
ib
PRD Cainr Diren. TPTP,
df
Crnseee ard
*
Dept Kknpvas Kartor ANAL Kab Cw,r
r.',MwANDAL Kab Craryur. * Drns BiMn Ma aa * O M en. PTP
D
* TrangxenImahr
Crira
i(rosCi
meseci1edtanJ sot or plesSc sw
.
* To dean rtanrod
* To cleb drnrn-tvck heels baSe pasS LIWt rced
* Ptwie terrpo'y svW5 tonk tr
cvnsbudlon aborsm;
Executive Summary
Pag 1- s
{11 1 -- I~~~~~~3 fr POS CONSTRUCTRSNTAGE .
I
Ak Wubont ed
a.
AkpoUut
OCpsrond Ease.n Rog Road
(A)
ir qAty Ao sbrd3rd (0m. RegOaten t 4111999 sn Deare, of V'Wst
I
Of 1|k
14
5
ri17__T()I0I---
Dvingorper2bon sCXe
A" road r.or totvePlar"Orokm tees iih dese leves Exl'aust iskn !esbrg mcnper .Ciar
i. y A qua" qefy t eycee4d r steidd
*
re-Y. NOise exceed qty stlvd
te * PAntngOF&cve teas w1 &ns" levies
i-
* Karfor ANDAL
Marta. *asasDmna Cian)tt RRcercy .Crrunasor Ser;.es
0-is Fertaana, Kiae-peen C:arr;
BirMr;1 *isnls Fina Cianp,r Regercy *Crricabon Seres
ODas Petfr lka .C iam
*Dias Bins Ma!e
Wacr iestrus Manigemen1 Office
*
* Bppe Kab. Ciar: Kab * K3n ANC.AL Cia0 r
* KanlrANOAL
Kab. Crar. * Assstrntkor
DefIcmenlt. Re7c
No. M1,SK1 b.
Dectese of rde
Opers6on of Easef Ri Road
6241 BKPM0652 t4;se fc,. li Q.en KW No. 48 i 1%g8 and Deaee of West Jaa Gwncr tI. M.311SYJ624
* Exu"ndse lostnq cMraig
2.
1nruese d tood potental and dht'ba%t"e on kVy 5onsuj
Insu¶ciont anee of ma dcnuge sys
Srfacv*er fcw sYN rnaagernet
4.
5
Chango of land use
Opea,%on o Eern ig Road
accident
Cperte of Eastern Jn3 Pood
Iceas d p!Lticowncw XtVifs
OperaCten d Easit Rkg Road
TratI congestion Ad
Executive Summery
Dun re-y seson
Locaten of c;lvets ard trainage I r"ton canals. P, rogdcY
Cianjrcge cy
Karkt ANDAL Kmb. Ci*t* Ass. Pr rsa,Kab, Ciamjtu
C6ajre aid
~~~itgal :%ag~cama's c ri ~~ ~~~~~~~~ __
__________
3.
cm-tcl csrdbon of veIsM ar4 kr,e*.nakrege cals * Repel cbrege of * to
* Kantc ANOAL Kab. Cijir. * Ass. PeTb",rnat Kab. CiaW
_
__,_.._.___
I ,KMOM
F1d or d4ht
spa e
crajio
c-ng read rcalorg
Land e nott ecdarce wt Detai SpalW Plarnf C.arst City Irmease d hatc acdt keqwtyputy psr N rbof business Lnlu
Lnd use cornto on bmAtue b d. pac n accodance Oth detl SpaWti pfn dofaaiCf y Prethf1kian and eciA Daek"pkl. ewot acl9fSes esnea) sraI ar4d medtru, e.Wprise
* RaseDeBI Spat'
Pba d Cr¢u' Cit, and pI*c soszataoA * Land use com,'N L * La b oss;gbte * Pro or Zebra ac * r¶meragarent C*Vekonenid eccnrf* Mst*e and la ecla'. kx rne[.mn vv*pimes * Ld use pIrevg end
_
_
_
_
_
_
_
_
_
_
_
_
__
_
_
_
_
_
_
*Dres Cipta Kaya Cajur Regeny *'v35* La'!d _
____rr_
_
_
Po.e D
bg eranstan
Kab. Cianjv a BOa;S Ciar*
.
Se7*reS
_
_
* C.anj.w Pice * Tntnic CiunkatnSO C in acooSon wh lhc * Sc-tjt ofCiar
g ROe EzNgseomaag S Essteirn Rod corW Aast Rirg RAed coTidr
_
P.i_cepi -Bappeda
AKcng ENs-eOMn Rced cwkcr
Pege-'ly
'leactaryof e" Bs, ReVrtcy coorfaUon W11 Slab tA>'er d Coopera5cn
Cia"
__
* KantcrAtlML Kab. Ciar*u * Bups Cisnjw * KariaADAl Kab. Cins4r a BLe Ci
Page I 6
GSWeA cial _
pereit of RoM
So-ialco"p n
dstutarce on
quah eW. Ore" qLality
d
he! h edlost
Execvflve Summanry
PlrbrOCtY4
e Extaust
Son
A
noise test
I
Dtgp
dcordor
* Elst gssmibsioa 0
mreMy; casd
by fir px
W
r
frSon
*Hqway (Sin, *nCurkhc0M Semies
Diras Pslwaian
* Kantv _AL
* Se'aey of -Reevy
cuynpeiyo
Pg
I I
-- ------
Appendix 2 Table of Environmental Monitoring Plan For Cianjur Eastern Ring Road Development
__~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
Appendix 2: Table of Environmental Monitoring Plan for Ciannjir Eastern Ring Road Objeciv Type Ne | of _____
(1)
1.PRECONSTRUCTIOll 1.
2.
Stoceo
to
(3}
!
,
--
Ls Oro cdV 30 Ha (doraltedby teehikai kTiae paddy k!4.
TDo CW* and havesing reas. Ad ric rocijecse * To kno pat c fd
has be Eskrbancracn br ic qprtunfly and
tardamc 30 Vs.
onrd
.
__.._._..____
Oisubwe on Stirl waS anid oca asset of effededpecile
Laid ec 30 Ha.
n of
__________
4.
Lstabanceocn
-
-
Eiwormental .M.
f
P
beam
(6)
j
__PM
Ewvirrer. Moning Insb5;on
1
_._._
MeCof Nw-s
I
(S)
;
(9)
S
__
uo_n
__.
* Fnemd s.vaeS * Inrtu# ^ local people
* In 9 vIl&es v.l
Evf piyn*g slnd
xcbl o4 $ fvcaly unrd
* Locaon
h8rVS, 1'es5D "n dxig tend a stage. rid coniua 2)?l after.
01
sLsMb6M bnd
Rcpor Rce-i
sa
_
(Ii)
_
Cornpartive malS# wool c.Ondton bofie bnd awAsctn
Blapep ri rcndnatibo Ati A#uMx?! S0imes aindWViaReo-basces Pks8gOOraflt
SeSaetby d1 rcart reny.Ksnr MIDAL and BrAs% (Loceg SLuwV4wy BoaND
* BieS Kab, Cinr * DPRD Kel, Ciotsr * Kantr AJIOAL K Kabce. a*r
Crabve sne6sis wvil kn= bWore tund wqvstim
8appeda. a46efrdl UtYi ly or Consultbrit
Seby % oiCiarnyo regwoc Karlr AAL awd 8azsda (tocal Suorvis
8Ct Kb Ciarox * OPR) Kaab, Jr * Bmaada (ocal &VSW"e
de.
*To tonow ooemc aciviyicordion r4 }sPe lsel of Sr.lW pe*de *to Irno
ance of
8ase soda:saey Using quesbornar kr 1osekld respcndents d 20 4O% Odf 0i3 nu r
ht latl rnpon hoes ..... been done ._,___.
*to knowhoWlng and Nlg ciVon daffected pewpla *To krw pawwna Of
itrrW pitlon has been dcrA
Land acoidon
learning and leading pJOS
*To knowlaring
SiinatLh
led hat 1 mcanon of Pask WnA gin"y whol *Tokn pereme of
DisU.bace Onpubk lrd*sbuhre UtbT1Y (eloc". te,ephofrn
Land acq.5n cd 30 Ha.
Socil arntey and Wiegepe pw nn
Land 30 H
ge
(
5)
..-
per 3.
-(4)-) -
STAGE
D "OeQe oft fical hged pF* W and rke preo&t
* Meof
____________
jmai
In9 Vages wii sodal sk* Ws,and resettrerst cfo any)
I yw bule aqtAstoon
*
w _
_
*FSd uvy * Intwvietw4,e &e*edp ee
__.
__.
* Around ptfedtS4e * Nw seNlerieent
IIyew alm lrnd
Crpvative anmskS wf cordtcn bebFre lard acIl n
Bappeda niSeetwrcCiaC r CoordnlSon w regewcy Itanbr SocW Sem4icel ANDAL and Sasda toca Stpeiwsciy 8o)
h.5ab Ci * OPRM Kb. Cycu * Bamda (Lcta.
EvwymBrionilhsalrw 2 yer. slald afia land aqhrion
Ccnsatvesal.lsa vth cordion befoe lnd cqusWon
Edcscn Sfices in comdoo>n wth Goverrrnz Admninraton OMVison ofCary regenq
SeyorCianjpr regency. Kenr MO IDAL r 8a*Mas& (Local SupmVuy 9cria)andPw Ps * Nangia prn y sholoalbcfrdd
*
Dewvvwe, qua1th and quOast3Si.
PLt TeSim end Vaf Resterces Managernt Smces
SecreWtycl CWir regfenf .w.d Kailor ANflOAL ^
. Prmb Kab
GoeMM"n A Aderin atcn Dlsion ad Skrial
paUa6 Ciar,u, Kal r Satiw, K 5rAnss . dar KenV A AeicDs LKDA K" lre
* 9Supa' Fab
Cii=r
. a,
aea
* B470i
_
* Fields * Imvlew itVhead of Pa* "An pr s&r ool SWc
kLocacncdPas
* Field sivey * lh rew a¶leced pee
Locaton of fffteed pikc bca'.y and UWf
Ereiy 3 months ld MCq4ljo p and cwo*xlon
In9 vglasswitn sool ata. eVecisawound pojectdSe
Evey 3 monft Ow i,g ahnd aia spoces ar conshcron
Nrlva p5I schodd sttalMon are
-
Eupa5 K2b. Cinc * DPRO Kd Cbarpr DwAsda tlocal S
_ _sbeen don
S.
B,
Executive Summa ry
To know rtw Wtpead cf t nrbe on bh fetUy and utetl
nquis*o of To lnow restlanrce * Feld suvey leveld led p*r.le p oAy* on Ved scr p'an afected rle
labl mnalysas rd d .rsilab.,e supeon
C" Ds; 8ina My3 Kabaten Cra-ir C*r. . Ct,DRO rFb -
-:
-
h CONSTRuJc7ION STAGE. 1
leoelcltpb tXwor
-
.
*-3
poftIrmol
"'101:47ANon
Plrt,t
alwxa a ;eId irwvy
*Tokno loan
PM"
-.
:.
*i
* InrvtAew -ih
i
Pities aed connf,
1
and
*
bas.e
In ard quafey atecbl.
m
Soial jeous
To know *m confi!lidcthm en &A dshYo
.apor* rnobibli
Field sNey * InlerftvO *lNe1ed boo
q
Arsand XOjeCt tb * n 9 Yz* tof area y
soeadrder *To known;n
i TIUCTIMEMATION A* pobn8nd
3.
r_
a
Oectrase d rquarily
*
-
-
__
* linddeeirgand grtan * Eurwr01 * OQpwoltese
lrcesofnose
g i Airqjait * To knowsu rg"Strfan-l u2 podb6o l * To know offyea P . isp~~~dngtIon
* Landciwigand
epra1on * Eurtwk
astbbPly
wavnaWON
iesel . To kno pTUsa
base
a DPfPD Xab.
Kab. Ciariz
n 2 fntdrm" pnwm*z5n 9hdMb. ardevery
DewOv. quanta6 and
P
quLiXae
R6,eManoW .dart Xtab.
Keaja D.Jr Is"t Kartuf ANOiAL j Cio
Ki
3rrotXdirir star
* Bwlilbb. Ciato 1*PJ Xab.
ci'r
4Abea5ns Wdan. 9ijr
Pat*. Caretwidge and Cbserso
Evy 3 mantis dArng conxthion slip
1 * KantorOAiA Keatr ANDAL X,d.Cwiu KItApalee Ciariw * OVis Bha Marp KWpkan Ciair
wht4arager IJarri Govemei reulaton Jo. 41 199
ve3inmorth Ataiqrult d wshclion 4 itesiksi s *lge ldion)
Re" b KepMen LH No. ELW1t193t
Piect lManager
K/nLr X)1 Katbxeie CieWu!
*aKantrANDtl Keb. Cnrr
* DiesOna Mwga K*ipaten Cies,'-
I
dkrwttim
* LIadcleriand
* Em1haowk * ouwy
ODefdt1
* Toknownone
cW
0on ad ds1itance on
Karib ANOAL
...
hes beea done
* Dri" of bfnblon pole * Mateial Chwigeoflandbm'n
* ByupCab CWt
lenvK KwJa
bs
has be" ia
* Opera0n
4.
quwale
-
,.
:
*
b.
and ery sooe 3 rnwnft dsrrq.
;in-,ye Pm,edMeI
quwb$e and!dn
_
h_as been d
6.C
Decrtve.
mtwtse
locl Chiefof 2.
rbnman 2s 0alon pomc
act* "O b hane odi lrdfoin * Tobkm * oIomwi
_xj~bb~n .has
been dorm
*
dsFineey_ tect cbse-to
* Al
pt,ooed
road curidor
rron dLnn,a cOnVCIOO
* Ka &Lar.xAfAL
Dewpv .ab.
*
C,-ir
*6Sub Dnm
* O any siage
Parlanbarl Kb
__
_
__
_
__
KbcfdAk)AJ.
Kab Ciarvti * Dkvs Birs Vhmp
Kaa'ien Canijti J
Page fl-2 Executive Summnary
J
£ H, o:3d
lu*LuwnS eAp1noox_
-nfue~~~3,qvN IJI2
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w-Nrsaue:
a
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u%wqsdsw
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vaw
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sa*"
05eCePis OLI 59LmeO 9eaE?i * .
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aA°d -ThKgO .pw gt-*4 &B>4, SGW
U
U%lRl~~~~~~~~~~~~~~~~~~~~~~~~~til
SQf.tl'OU*^/eQ *
}tf; eu
=o &,v
A^
& pvdo ApasscQ 144y
4fmovx
r6evI) -qa)l
kqv 8Le txmsm
7VIGtivueXl
*
&ueFal
d
_
2.4610s
0
4L., -vMUt*
pepsR
ld&N ABf
ejpa;!Xzs .00 Clf^us* $eeA!ci I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~QO
!*
[7=71
SNIH W$31-S383d8 ^10 lDVfWI COVOb WdVIN3rNOALAN3 NO MaMlS SJSAlVN"
-n .r_
~~~~''
'
j
ACMsjI fl
.YII -11Y,lPka
,
I
;;ovv zss,D S n-
i,: _'J..._
A
-..
-
1r0-*N;n IeoliA. . ImOmsNygn jo mhUg ivarThDo , i fyonuJloisM,,,sfr DfVdOll IY1' 1, ?IVU-'S dO-, 3 0.3s a''
Eli-
UO ---- T]
PJAS
1
,
eq}ei [i3
U
I
-
p
~~~~~~~~~~~~~---
Fi
*_~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~. tJ k;t
IR J.cl
I I I.
IIII
N
1
i,
I
1
I.ttZN I -I
-'
:
-
a. Pre-Construction Phase. At pre-construction phase, the activities that have impact are 1). Socialization / Publication As arranged in Head of Bapedal (environmental impact controller board) decree Nlo. 08 in 2.)2j about Involvement of Society and transparency of Information of Analysis process Concer- int Environmental Impact, in this pre-construction need socializathon or publication abouft the proju cBrebes -Tegal ring road development.
ArwoVi,5 5tudy On Knvironmenta! Impact of OrePer,- TegalRing Roiad
i
i I
i
This socialization has been conducted in the meeting between government apparatus and inh;a'i. rir whose land are used for the road, The publication is done by installing no:ice in villages along thle -,nr road.
2). Survey and Measurement Of Road Trace Survey at this pre-construction phase is measuring field and giving signs/poles for the boundaries co each work position for making detailed design. Placing poles is adapted witth boundary of used fi2lc. This has been done by each local government either by Government of Brebes Recency and :.lsMunicipalityTegal .
3). Land Acquisition and Compensation The acquisition of land and all things on the surface and also compensation to inhabitant is accorcin . to width of land, building and crops. This activity has been done by local government. The 1}n acquisition in region of Brebes Regency has been done, while in region of Tegal municipElity it .li h3v a completed in March 2004. the execution of land acquisition is based on the law.. b. Construction Phase The next is construction phase, the phase in developing physical building of project which includes
Analy)1-
8tudy On
vironmentaf Impact of Orbe±5 - Feygl Rang Road
i
I I
i
i
i
i
1). Land Clearing The land clearing is limited on the land and building on the road lane plan as vide as t 30 - 40 m l r (the body of road). In this phase some activities of land clearing is done for preparinq constrction. i hI equipments covers simple equipments of hoe, scythe and crook, while for Cetta.n locatlion neec s.i.!,l capacity bull dozer. Considering project trace location in general in the forn of rice field areal .n.; fishpond, hence activity of heaping is more dominant compared to activity of land clearing. 2). Building and Operating Base Camp
Activity of building base camp is to supply facilities for Project Office, storing material, equipmefits
anJ
also employees residence including is clean water and sanitation ( Bathing, Cleaning, Water Clos2t-. Generally it is placed as near as possible by project location and it has entrance v:ay. Base Camp is the centre of project activities management, storing mate-ials, equ.prients and As workers residence. The operation of Base Camp will make back and forth activities of worki-rs materials and also vehicle of project from Base Camp to developrnent location. The operation of Base camp is executed before construction, its activities in the form of storne crash production, asphalt mixing plan and beaking plan,
Ana vJ 5tudy Oa fn v,ronmenmkil/Imp-ce of D5raebs
- Teyal 1Kil7g .'c,ad
3). Mobilization of Heavy Equipment. An activity of construction will be followed by mobilization activity of equipmenrs, that 's an, acfivit' cr supilying / returning heavy equipment and vehicle used during a period of construction. 4). Mobilization of Labour Labour that are absorbed during the construction consist of educated labour and skilled rna- pcvv:more or less amount to 90 personnel. While harsh labour more or less amount to 300 peopl-, n,oscoming from area of around project. Some of labour coming from outside area will be accomodateJ i l Base Camp. It covers an activity of retiring and repatriating of labour. 5). Transportation of material This activity covers the transportation of materials for construction and transportation of gar-b:g.. material from land clearing. At this development, needed materials are taken from away from nmirin.
area (quarry) in Songgom and Tonjong District of Brebes Regency and also Margasari District of Tt-g&: regency, wich are more or less 40 - 60 Km distant from location of project and transported to hea.ii location by using vehicle of trucks.
AnaIys5is5tvdy Or EwvironmentF/ /mp?ct of Dres
-
Teq/ Rri7 &od
I
i
1
i
i
i
I I
I
.
6). Road Body Construction and Spreading Asphalt The project of this ring road is the project of new road development. constructing new road co\ er: following activities Dig and hoard, this activity aim to form road body construction by throwiing a.vcay bad elemern ar: geology layer and changing it with material matching with specification and also solidifying. it is also tv
get elevation matching with road plan Road foundation, this activity covers spreading and solidifying road fondation layers from cdas: aggregate foundation material of klas B, class A aggregate and of asphalt base treated ( ATB) a,according to the thickness plan. Laying solid material, this activity covers spreading and solidfying outside layer from road Cn.lstruCCJiOf in the form of asphalt concreate which consists of asphalt concrete wearing coarse ( AlWC) ani' casphalt concrete binder coarse ( ACBC) as according to the thickness plan.
7). Making of Drainage Channel and Complement Building. Making drainage covers side ditch, wcater channel and repairing or evacuating drainage channe. an& irrigation channel exposed by road construction. While making of supplementar-y building of r:ai covers installation of traffic signs, middle-road strips and also other buildings which repro_-enr supplementary road medium including public facilities which is exposed by road construction, t:Ya Analy5i.5 5tudy On fn v,ronmerntI Jrnp3ct of DreL'e5 - rcga/ Rfi
Rocad
19
drainage work is executed at the same time with activity of road construction, while work of supplementary building is executed after construction work of road finishes. 8). Planting Shading Tree. This activity covers plantation of trees by the side of road alongside streets to replace the trees W,iC are exposed by road body. c. Operation or Post-Construction Phase 1). Road Operation This activity covers examination to the comfort of road alignment, posible vehicle speed, rang,-- Jf visibility of vehicle and lights at night. It is followed by the opening of the road for public traffic lane, s5j that this road can function optimally acording to planned road classification. 2). Road Maintenance This activity .covers routine maintenance, periodic maintenance, overlay, completing thre existing roaJ mediums, clearing and repairing drainage, cleaning and replacing traffic signs, repainting the
road strip, clearing and replacing lights.
Anaty5i.5 5tudy On fnwronrmntal Impact of 3rebe5-
req/
Rt-rig ,'oad
n-mjiHd:i
i
I
i
i
j
iW 14
lr>li-
L L4444-&
91 hLlt N
l f;Ain " j i-
'
rA
.,
The development of Brebes - Tegal ring road is based on the folloving schedule:
TIA ESCIkEDUTE OF BBRBES- EGARL RING RO.AII D[Y[LOPMIENI N ,j,.T A
A. Pre-construction Phase _ 1 Socializationj Publication . Stirvey and Neasuring Road Trace 2 3 Land Acquisition and Compensation
B. Construction 1 2 3 4 5
6 7 8
Phase
TIME ( week )
.V I T Y
.
AMOUNT ('.JEEK)
_ ,
4
_4____
_________L _
-
Land Clearing _ Building and Operating Base Camp Mobilization of Heavy Equioment, ___; Mobilization of Labour __ _ Transportation oft-laterials Constructinqg Road Body dan Spreaading Mph.it M-laking Drainage and Suppplementar Building _r__ _ Planting Shading Tree
-
__
2
2_ 2 2 _
_ _
_2
4
__ 4_12___=
_
_6
______-
_
104
_i
__
12 4
__
C. Post-construction_or operation_phase _12 __ 1 t Road Operation 2 j Road Maintenance
Anatysis Study on Environmental Impact of &rebes-Tegol RinQg Rood Deve!ncpme.nt
20
_
4 .
_
_
14
_
_
_
-
8
--
4
_
-
20 24
-128
.
_
140 144
14 1465+ 1
__
12
12
Ii
i
i
I
fl415
g
g
g
| |l -~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
l
l
l
T
a.
Initiator
Ministry of Regional Settlements and Iqfrrl,truc Lire, Directorate Gencral Cf Jrvan ARural Development.
b.
Legally Liable Person
The Head of Rural Road and Bridge Planning dan Controlling Departerment of Certra Java Province.
c.
Office Address
:
Jl. Durian Raya No. 16 Banyumanik Semarang Telp, (024) 74Y17-13,
AndJysis Study on Environmentoi Impoct of i3rebes-.Tegal Ring RooJd DevelopMent
-
13
i
i
I
I
~~.
.
:4 :...
T~~~~~~~~~~~Trr -.
:.'.......: ,:..
t. K i
.E.t,StT.WIN Q#;,ERS',.fE. -.
-
; R'. O ,V...LO.|,f .P.CT
..
hlnds;opfaimportanttImpact ^ ;.
I.
I;.",act .
x.
.
.;
'.
^
-;Characteiictic
Scale
evele
PRE CONSTRUCTION PHASE a. Community uneasiness
Negative
Medium M
IFpcrtant
a. Decreasing Air Quality
Negative
Medium
Important
b. Decreasing Public Health
Negative
Small
Important
c. Extinction of Flora and Fauna
Negative
Small
Not lmripcrtLvW
d. Change of Water Flow Pattern
Negative
Medium]
Importatm
e. Public Facilities and Utilities disturbance
Negative
TH1ediuin
Imrnportant
d. Increasing Noise
Negative
Medium
Important
e. High Density of Traffic
Negative
Mediumil
Important
f. Decreasing Comfort for Drivers
Negative
Smraill
g. Increasing Public-Transportation Disturbance
Negative
Small
Important
h. Opening opportunity of Employment
Positive
MediUril
Impo,tant
i. Increasing Discarded Construction Mlaterials
Negative
Small
ot Irmportant o
CONSTRUCTION PHASE
Analysis Study,on EnvironmentalImpact of grebes-1regol Ring Road Developnnf14
Analysis Studyaon EnvkronmenJlo Irnparct of Brebes-Te go! Ring Road Developmo)nt
;ot
Importart
j
It i
I 71
I
The Continuation of Table- of Evaluating Brpehes-c
1.
Kinds otImportant Inipact. *~~~~~~~~~~~~~
Tegal Ring Road Development Imnpact ~~~~~~~~~~Impact
~~~~~~Characterictic I
Inipact
Irnport,n X.ii,1 ac.
scale
Level
'CONSTRUCTION PHASE
J. Decreasing ground water and surface water quality
r-jQg~~~~~flc at-V e
Small
NJ .rmpo-Lari
k. Opening New Work
Positive
Small
1Importa:it
1, Decreasing water absorption coefficient
Negative
small
Nt~not:u
POST CONSTRUCTION
PHASE____________
1
1Importarnt
________
___
a. Decreasing Air Quality
Negajt've
b. Decreasing Public Health
Negative
Small
No:. Iri.or-t a f
c. Decreasing Noise
Neaati.e
Mediumi
lmportanL
d. Increasing Swiftness of Traffic
Positive
Big
Impor-tant
e. Increasing Economics Activities
Positive
Big
ImDortant
f.increasing Traffics disturbance
Negative
Small
olmr:a.
g. Regonal Development
Positive / Negativo
Big
Important
h. Changing Land Use
Positive /Negative
Big
Irnpor-tant
i. Changing Master Plan
Positive /Negative
Big
Important
Small
j. Increasing Public Facilities and Utilities
Negative
Smaillr..t
k. Increasing Number of Flora & Fauna
Positive
Small
I. Temporary Parking for Big vehicle
Negative-Small
m. Emerging Immoral Activities
Negative
_n.Co6 nc"e'n-tra-te-d T-raf-fi-c Vol-u..m-e----------------....
Small
mo
Net. I riirf n.r t-ar,,: Kt.mokn
.--------N`e_g--ativ"e----------- -M e'd-----um---------
Analysis Study on Envfronmnental impact of Brobes-Te gal Ring Rood Develop!nent
--- r a-------I--------
----
- ------- -I_~~~~~~~~~~~~~~~~~~~~~~-. . . . ,, _ - . 1: ., S_,lar
RUT%Iii o._ ,.
I.
11Community
f...
~ ~p*~~
:j)r1 fl 1 IJJcR....
.
*
,
P .act
Measuring
Ig
M.anagement Pro
Managemeint Tech.niqe
ui
a6d-'c v&OI elint~
o "itO
j; -1
Lcrr 7
4-6
~iI:~; 9 of activities plan
To anticipate
SocilIization/
Pub.lcation .h-c-'.
1.n~gieioBr
..
i&
.
?4d,
.ge_,._.t
.,.
od.
3
2
Uneasiness
pc 0o
j
_ Community
.
safelty and
* Survey and
disorder
MeaSuring
.
continuously.
£ etarent SJ enviro,nent
8
9
Pre C,onstrucL o s
c.I
comnmunity w-hich are is exposel t-y land accujisitio3n exosdby Prolec, in fixing C.Ori uO~iri 3 Study on Land
*Involving
a
m urfici; Iv' Re.n
Acquis^tion ad Rese'tte'ent
AtonPlcan (LARAP) * M1c.bilizatijm of labour Tansporting and t* heaplng materials
-Involving
COrmLunity arounid t,)e projec. as the wcrkers.
Settlement aocc,q project lane
Ccnstr,ctio' on Environmen
|18i
Impact of Prebevel--
4C0
~AnalySIS Studly on Environmental Impact of Elrebes-Tegai`R,rng .Road.Deve!op:ment
Post
T:-e -ragra qmrd
con4irucin C I ;,ir :n phase
read
:res |;
Rency
19
I
l
l
The Continuation of The Table of Efforts in Environment Monitorinq of Brebes-Temal Rino Road DeveloWmrne__L .. , . ;,;;:,;¢,; ~~~Tj:i7l~rs....... 2: E-i.....rl.r ' I - t1ji.O.--,-,l r
*io
.Kine. K:~i;tins b' .
.*,.
.
j
I i
2
1
3.
Public
*
transportatl on lane disturbance
*
I : iP
.
;topitora.,
...o.
;
:
: :*cc
.
,.*Monitoring9
ji.t.
.r*'
3 Mobilization of heavy
4 Condition or
equiprments Transporting and heaping materials
the damage of road
MMoniiorind . o ._
"itorng
r,,
_ tt __
.
1
4ornitor I [rig.•~r ,
7
6 *
Direc,
Jalur
observation co
pengangkutan material; STA 4+700 s/d S 4100, + STA 7-000 s/d
field
___
_
_C
;
8 ,* ( LPAtR
ConstruJi:r, I phase
9 !'
m
* Land clearing * Hoard materials * Constructing road and spreading aspha:t
Swiftness of water flow pattern wvhich across ring road tane
*
Direct
Potenc;al area to be swamnpy and alongs:de river
observation * Mc., _cring community response Measuring rtl.e quality of water
Constr.c:ior i phase
*
.,i*.-
izipal:y B-eUes
iir;c .
Water flow pattern disturbance
Del- ~rtment o&C~2zn:rd Ja I PrO, i eCC .T.a. C C3 ial f Ce: r3' java Pbo inyce
Tcra.
a2id BraOes Rece.Ocy , :ub:c ^'ork Depaertnie. Msf egal
STA 174 :00 sJd ie * 4Q 0r
Punlic V.iork
PuL.c W'.Vcrk 0, e.tnet f f:entral
Depart,f Tecal
.,niL:
Jar
I
a;i,: B,ebes
i
Pr, nce ke nJl Enr..-nnent a1 )I;.p-ct C",r,,tr rc: e-
Regency * Reglon!
Environnmein . .11ipact Co. troll.- cf
. 5.
Increasing traffic volume
* *
Mobilization of heavy equipments Transporting and heaping materials
* number of
traffic jam * potencial traffic accident number
, I
3 _ |
Direct cbserva tion and calcuilation on fie,d
~
Construct;cn In Ci7sr, phase DL'AJR
STA O+OUN 5N
|8+400
Post p h|
l
|
re I
Ico-hsre -apse
ion
Ana
lysi
An~olysis
_Study_on___vironment
.. f_____-T_ _ol _mpoct
.- R
_r
offirial and ad ___
.gec
StudSy on Envfronmentazl mpxcc of B. bcs,i-Tcgu( ? ,r ;9 RoodDevc(2: ir .'r.
De;. .ti"nent o' n re J3a. P. c .incec
of TecO,: |
:-r.l rl, a-
t,.t,
I
. . 'e *
of
'.fr:; Jhiva
'c ince Re, orcPl.I I
r ooigroad | epartl:-et
T-df'ic police CLLAIR
-ork
Offidi& o' Tegal municipality .nd 'rebLs Re_jency . tra'fT poicke crf C eI Te, l rriuc-ipai."'y and Uretes Rege;-cy PuDlic %Vr.rk
nxta nncr
of
-r
_
* Traliff iuc
|18+4CO
maintenance
.
, va Cerl n-,~~~~~~~~~~~mnic pW ity v;c . Irce ~~~~~~~~~~ Ind 6,eves
_ ~~~~~~~~~~~~~~~~Re-^e.rc
Material transportatiort lane (qtjarry); STA 0+000 s/d
Road operation and
i t
~ ~
10 ;r
, :,,
m-uniciDa3ity
i
74400,
4.
-1 1iI
1j;
r
of
Tin I t
Tnral
I
Je
|
;rs,. r~,iine
g~~~~~~~~~~~~
-C
-
-- 20l
I I
ii I
The Continuation of The Table of Efforts in Environment Monitoring of Brebos-Teqal Ring Road Developmre.-. _:.
LII
:..:: . . ............. :~j.~::; .:p~~ :::KInd~:i-: .... imnpact:Source'
1i 6.
2
--
n itore d V Monitored-i
-oiorn
3
Public * Land clearing fa:flities and * Transporting and heaping util,t,es materials disturbance * Constructing road and spreadingasph3h:
4
orilit(Jfjflg M-onitoring .a° h- U-*a d~e ¢fi|iK, -K.1K-, ter.Met_ion t imnl e 5
public fec Itkles network damage
Survey and direct observationcn field
6
1
__onitorin_
EA*:culor Or
Ccnt
8
Certa n points on Constru:tion STA 4 7O0 s/d Phas e 5lG0I, STA 7-000 S/d 7+4CO, STA 17+1CO s/l .
.
s:1Mo :;t uon
t.:.r.
En a Irr........ On n e nn. t . ..io . .n. t r . r
9 10 PAc o'. o-k . :uL c Vor De partm . t t rtrnent o c n-aI II
initiator
ai
L B!thes
laYv
Pro. rnc2 Enriionmeri Ll 1rnpa2dct
IE~~~~~~~~ontrAiler c ...
Rer. :n;lI
....
i- ri; m
12te; s ____________
7,
Changing
*
landscape
* Heaping (Constru:ting road and spreading asphalt)
and land
use
Hoard land at quarry
*
Chl,riing
-_____. i Survey and cirect
land use
observaticncn field
* Chan9ing i
__. __' ___
(quarry)
Road operation and maintenance
i
value
I
.Changing land economics value
Prc ,¾nce
_ __________
e1ial. -y
is i tcr
. Ae;
phase
fr
* Aqe ,cy
re,ieg-a dovelopirne I nt of Tr j.-i-
environme nrtesef
B>al of
~~~~~~~~~er :ra.bvaj
$
Taking hca-d land' Cs:r
al'v 0o1--ent i~z1 c-at Cur :ro!'er I for
I-, i r.nnt Cn : raf i
ar;d BreLes
3a.,.
i't..r1oC PCwirna II
STA 0 3GCO s/C
Psos:
T - - :-anager
:8+100
construztion
oar'g rfcad
phase
;-
-
-
Ccrwroler of Tega. ainc
8ireies
IF
R
.
.. '
orm*nt
]ip 1. ac: nrzf1'er (3o d jt
Werurai Java
Pro. :Ice
Analysis Study on Environmentol Impoct of Erebes-Tegol Ring Pocd Deve'cp, nen2t
I
SRIP- Summary AWPI, January 2006 Quality of Study ___________________________
Sub-project
1. Brebes Tegal -Brebes:
Progress of
Bank Comment
Remarks
~~~mplementation
I~~~~~~~~~~~~~~~
___________
_ _
Status of studies
Number &type Type of affected Type of affected of displaced job/business land and assets people/assets
Criteria for Options of eligibility for compensation compensation
Factors Remedial! Compensatio Relocation/As Progress & Target to be comnsidered in Rehab. Action n in cash sisstant Follow up finalized compensation Plan (HH)
Tracer. Land had been released in 2000-2002
612 HH (38HH Farmer, tenant loss of shelter/ fanner, land). Sample employee, respondent: 122 HH (9 HH loss of shelter and/or land, 21 HH affected >50% of land and 92 HH affected