% Republic of Indonesia vMinistry of Public Works Directorate General of Highways Directorate of Urban Road Development Preparation of the Primary Urban Road Component of the Proposed STRATEGIC URBAN ROAD INFRASTRUCTURE PROJECT Contract No. 1O/CTRJB/LN/1995 E1RD Loan No. 3385-lND Summary Environmental Assessment Prepared by: LOUIS BERGER INTERNATIONAL, INC. In association with: P.T. Indec and Associates, Ltd. P.T. Eskapindo Matra P.T. Indah Karya August 1995 Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized
Transcript
% Republic of IndonesiavMinistry of Public WorksDirectorate General of HighwaysDirectorate of Urban Road Development
Preparation of thePrimary Urban Road Component of the Proposed
P.T. Indec and Associates, Ltd.P.T. Eskapindo MatraP.T. Indah Karya
August 1995
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SUMMARY ENVIRONMNTAL ASSESSMENT
TABLE OF CONTENTS
PageSUMMARY
I PROJECT DESCRIPTION1.1 Background of the SURIP Project ........................... 11.2 The Strategic Urban Road Infrastructure Project (SURIP) .... ........ 11.3 Summary Description of SURIP Year I Projects ................. 21.4 Overview of Potential Later Year Projects ..................... 2
2 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT FRAMEWORK2.1 Propose of the Sunmary Environmental Assessment ..... .......... 42.2 The AMDAL System ...................... 42.3 Land Acquisition and Compensation ......................... 62.4 Application of World Bank Operational Directives 4.01 and 4.30 ... .... 6
3 EXISTING ENVIRONMENTAL AND SOCIAL CONDITIONS3.1 The North Java Transport Corridor .......................... 73.2 Environmental Conditions of the Year I Project Areas .... .......... 7
4 SIGN[FICANT ENVIRONMENTAL IMPACTS4.1 Summary Impact Descriptions and Overview ................... 104.2 Application of the AMDAL Process ........ ................ 134.3 Physical Environment ................................. 134.4 Human Environment .................................. 16
5 ANALYSIS OF ALTERNATIVES5.1 Altematives to the Project within the North lava Transport Corridor . ... 195.2 Project Specific Alternatives ........ ..................... 205.3 Alternative Design and Construction Considerations .... .......... 20
6 ENVIRONMENTAL IMPACT MANAGENIENT AND MONITORING6.1 ProposedYearIProjects ........ ....................... 216.2 Potential Later Year Projects ............................. 216.3 Institutional Responsibilities ............................. 216.4 Environmental Management and Monitoring Action Plans .... ....... 23
7 SOCIAL IMPACT MANAGEMENT AND MONITORING7.1 Proposed Year I Projects ............ ................... 267.2 Potential Later Year Projects .......... ................... 267.3 Resettlement Principles of the SURIP Program ..... ............. 287.4 Institutional Responsibilities .......... ................... 28
8. LOCAL CONSULTATIONS AND PARTICIPATION8.1 Program Preparatory Activities ........................... 308.2 Follow-up Activities ............ ............... 30
i
LIST OF FIGURES
Figure I Location Map of Currently Proposed SURIP Projects .... ..... 3Figure 2 AMDAL Screening Process for Road and Bridge Projects .... ... SFigure 3 Environmenal Hazard Map of Java .................... 8Figure 4 Representative Site Photographs ....................... 9Figure 5 Organization Framework for SURIP Projects .... .......... 22Figure 6 Land Acquisition Procedure for Road Projects as Currently
Practiced by Cirebon Kotamadya and Kabupaten .27Figure 7 Indicative Schedule of SURIP Preconstruction Activities.
Cirebon Bypass ................................ 27
LIST OF TABLES
Table 1 Average Annual Daily Traffic (AADT) Forecasts .... ....... 10Table 2 Vehicle Compositions of Completed SURIP Projects in 1998 ... . 11Table 3 Enviromnental Parameters of Significance ..... ........... I ITable 4 Summary Environmental Reviews ..................... 12Table 5 Comparison of Air Quality at Kalibanteng Circle
with Air Quality Standards ......................... 14Table 6 Air Quality and Noise Impacts of Year 1 Projects .... ....... 15Table 7 Proposed Noise Quality Standards for Indonesia .... ........ 16Table 8 Sunmnary of Building Areas Affected by Expansion of
Cirebon Bypass to 22 m ROW ...................... 18Table 9 Environental Management Plan ..................... 24Table 10 Environmentl Monitoring Plan ...................... 25
APPENDICES
Appendix A Cited ReferencesAppendix B Summary List of Project ContactsAppendix C Summary Listing and Description of Enviromiental Documents
prepared to date for SURIP Projects in Bahasa IndonesiaAppendix D Reference Maps and Representative Photographs of Proposed Year 1 Projects
..
Appendix A
Cited References
China Engineering Consultants, Inc., Environmental Survey in Semarang and Denpasar. Field SurveyReport. Rcpublic of Indonesia, Ministry of Public Works. Directorate General of Highways,November 1994.
Collier. William L. and Kabul Santosa. Narrowing rhe Policy - Practice Gaps: Land Acquisrtion,Compensation and Involuntary Resettlement for Urban Infrastructure Projects in Indonesia. DrajtReporr. World Bank Resident Staff in Indonesia, Environmentl and Social Impact Unit. December1993.
Kozak. J.H. in consultation wiLtl R. P. Sudarmo, Air Quality Standards in lndone:ia, EnvironmentalManagement Development in Indonesia Project (EMDI) Report 30. Ministry of State forEnvironment, Jakarta. 1993.
Le Groupe AFH International. Inc., AGRA Earth & Environmnenal, Urban Drainage Guidelines andTechnical Design Standards, Canadian International Development Agency, Republic of Indonesia,Ministry of Public Works, December 1994
Lotti, C & Associati, North Java Transport Corridor Study, Phase IIB Final Engineering DesignReport, Part IV, Environmental Impact Analysis and Socioecononic Report, Appendix IV. W, WestJava, Volume 1. Environmental Impact Analysis (ANDAL), Government of the Republic of Indonesia,Ministry of Public Works, Directorate General of Highways, Directorate of Planning, June 1994
Louis Berger International, Inc., Strareg.c Urban Road Infrastructure Project, Interim PlanningReview of Potential Projects. Republic of Indonesia, Department of Public Works, Directorate Generalof Highways, Jakarta, April 1995
Nelson, Paul (Editor), Transportation Noise Reference Handbook, Butterworths, 1987
World Bank, Indonesia, Environmenr and Development: Challenge: for the Future, World BankReport No. 12083-IND, Washington, DC, March 1994
Appendix B Summary List of Project Contacts
Location Institution/Agency
Kotamadya Cirebon Bappeda level 11 ( Regional Planning Board)(Cirebon City) Regional Government Office
Members of Land Procurement Team Ex Karang Ampel and Cikampek-Cirebon TOL Road ProjectsCirebon Arterial Road Upgrading ProjectGua Sunvaragi Complex (Department Of Educatior and Culture)Kotamadva Public Works Service131 surveved households and businesses along the Cirebon BvpassRailwavs Station ChiefHarbour ChiefBus Terminal ChiefWest Java Province Regional Planning Board
Kabupaten Cirebon Kabupaten Public Works Service(Cirebon District) Bappeda Level 11 (Regional Planning Board)
Karang Ampel Arterial Road Upgrading ProjectKecamatn (Subdistrict) West CirebonWest Java Province Regional Planning Board (Bappeda level 1)
Kabupaten Pemalang Kabuparen Public Works Service(Penmalang District) Bappeda evel II (Regional Planning Board)
Central Java Planning and Design Unit (P3TNAS)
Kabupaten Kendal Kabupaten Public Works Service(Kendal District) National Land InstituEion
P3TNAS
Kotmnadya Semarang Kocamadva Public Works Service(Semarang Citv) Bappeda .evel 11 (Regional Planning Board)
Kabapaten Demnak Bappeda level II (Regional Planning Board)(Demak District) Kabupaten Public Works Service
P3TN1AS
Kabupaten Kudus Banpeda level II (Regional Planning Board)(Kudus District) KabupaEen Public Works Service
P3TNAS
Kabupaten Batang Bappeda level n (Regional Planning Board)(Batang District) Kabupaten Public Works Service
Kotamadya Pekalongan Bappeda level II (Regional Planning Board)(Pde0ongan City) Ko madva (City) Public Works Service
Kommzadya Public Works for Human Settlement Service
Kabupaten Brebes Bappeda level 11 (Regional Planning Board)(Brebes District) Kabupaten Public Works for Bina Marga Service
Kabupaten Tegal Kotnmadya Public Works Service(Tegal City)
Appendix C
Summary Listing and Description of Environmentat Documients Prepared for SURIP Projectsin Bahasa Indonesia
Kerangka Acuan - Analisis Dampak Lingkungan (ANDAL), Pembangunan Jalan Layang (Flyover),Cirebon, Jawa Barat.
Revisi RKL & RPL AMDAL (PIL-1993), Pembangunan Peningkatan Jalan BypassCirebon, Jawa Barat.
Kerangka Acuan - Analisis Dampak Lingkungan (ANDAL). Pembangunan Jalan Layang (Flyover),Kalibanteng Circle. Semarang Utara, Jawa Barat.
Kajian Lingkungan dan UKL & UPL, Pembangunan Peningkatan Jalan BypassPemalang. Jawa Tengah.
Kajian Lingkungan dan UKL & UPL. Pembangunan Peningkatan Jalan BypassWeleri, Jawa Tengah.
Kajian Lingkungan dan UKL & UPL. Pemoangunan Peningkatan Jalan BypassKaliwungu, Jawa Tengah.
Kajian Lingkungan dan UKL & UPL. Pembangunan Peningkatan Jalan BypassSemarang Utara, Jawa Tengah.
Revisi RKL & RPL AMDAL (PIL-1993), Pembangunan Peningkatan Jalan BypassKudus, Jawa Tengah.
Dokumen Resettlement Action Plan, Peningkatan Jalan Cirebon Bypass
Docmnent Descriptions
Kerangka Acuan (KA; ANDAL terms of reference) - a set of project-specific guidelines and criteriawhich define the scope of studies and analyses that should be undertaken by proponents in theirpreparation of an ANDAL.
Analisis Dampak Lingkungan (ANDAL; environmental impact assessment) - a detailed inpactassessment report. It provides an analyses of the potentially significant environmental effects, bothpositive and negative, generated by a project, and serves to identify and evaluate possible solutions.
Rencana Pengelolaan Lingkungan (RKL; enviromnental management procedures) - a specific guidederived from an ANDAL that sets out the design and operating requirements for mitigatingenviromnental effects caused by proposed projects. The RKL may specify operating procedures,compliance standards, activity responsibilities and schedules.
Rencana Pemantauan Linizkungan (RPL; environmental monitoring plan) - a specific guide derivedfrom an ANDAL that describes the means for monitoring project compliance with requirements andprocedures provided in the RKL as well as with established with environmental standards.
Kaiian Lingkun au (KL; initial environmental evaluation) - a preliminary level of environmentalstudies that describe the existing conditions of an area, and types and magnitude of predicted projectimpact. The KL further serves as a "decision document' that supports a determination of theproject's need for a detailed ANDAL study. For projects that do not require further study (and arethus considered as exempt from the AMDAL process), the KL guides the preparation of the relatedUKL and UPL .
Upava Kelola Lingigunean (UKL; enviromnental management action plan) - sirnilar in many respectsto a RKL. the UJKL is derived from a KL study and a determination that predicted project impactsare not significant and can be managed by standard operating procedures. The UKL is operationalin scope and serves as a binding instrument for the proponent with regard to environmentalmanagement. UKL and UPL documents do not form a part of the AMDAL process, as they are notsubject to evaluation by the responsible AMDAL commission but rather are under the directresponsibility of the technical agency responsible for supervising the proposcd project activity.
Upava Pemantauan Linukunzan (UPL; enviromnental monitoring action plan) - similar in manyrespects to a RPL. the UPL provides the monitoring counterpart to a project's UKL.
LIST OF ABBREVIATIONS AND ACRONYMS
AADT - average annual daily trafficAC - asphalt concreteADB - Asian Development BankAMDAL - Indonesia's environmental impact assessment processANDAL - detailed environental impact assessment study and AMDAL documcntATB - asphalt treated baseBappeda - Provincial/Local Dcvelopment Planning AgencyBina Marga - Directorate General of HighwaysBinkot - Directorate of Urban Road DevelopmentCipta Karya - Directorate General of Human Settlements, under Ministry of Public WorkslDinas PU - Ministry of Public Works operations under local governmentGOI - Govermnent of IndonesiaHLRIP - Heavy Loaded Road Inprovement ProjectHSL 11 - Second Highway Sector LoanKA-ANDAL - terms-of-reference for an ANDAL studyKeppres - Presidential DecreeKL - Kajian Lingkungan. initial environmental evaluationNJOP - Nilai Jual Obyek Pajak. local tax assessment valuesNJRIP - North Java Road Improvement ProjectNJTC - North Java Transport CorridorOD - World Bank Operational DirectiveOECF - Overseas Economic Cooperation FundPinpro - Pernimpin Proyck. project managerPP - Goverment Regulation, national level
P3TNAS - Bina Marga provincial planning and design unitsRepelita VI - Five Year Development Plan, 1994/95 - 1998/99RKL - environmental management proceduresROW - right-of-wayRPL - environmental monitoring proceduresRSI - World Bank resident staff in IndonesiaSNPPTR - national planning strategy for spatial developmentSURIP - Strategic Urban Road Infrastructure ProjectUKL - environmental management action planUJPL - environmental monitoring action planUU RI - Republic Act. Republic of Indonesia
cu m - cubic metersdB(A) - decibelsha - hectarekn - kilometerskm/hour - kilometers per hourmg/cu m - milligrams per cubic metermm - millimetersmlsec - meters per secondppm - parts per millionsq m - square metersag/cu m - micrograms per cubic meter
SUMMARY
Introduction: The Strategic Urban Road Infrastructure Project (SURIP) will assist the Governmentof Indonesia (GOI) address existing capacity constraints on sections of the nation's primary roadnetwork that are under the jurisdiction of the Directorate of Urban Road Development (BINKOT),of the Directorate General of Highways (Bina Marga). Ministry of Public Works. With the mainobjective of improving the flow of medium- and long-distance traffic, proposed SURIP projects willinvolve critical road links along the North Java Transport Corridor (NJTC). the principal roadnetwork between the country's two largest cities, Jakarta and Surabaya. This road network servesa highly populated and developed region that plays a significant role in Indonesia's rapidly growingeconomy.
Under SURIP, a range of road capacity expansion and new road construction activities will beprepared and initiated over a five year period (1996-2001). supported by technical assistance andprocurement components to strengthen BINKOT's institutional capabilities. Five initial projects thatcould be started in 1996/97 are now presented for envirommental review and funding appraisal.Subsequent projects proposed for SURIP funding will be submitted for review on an annual basis.
Purpose and Organization: Impact assessments of the five initial SURIP projects have beenconducted in accordance with GOI enviromnental impact assessment (AMDAL) requirements andWorld Bank Operational Directives 4.01 and 4.30. The purpose of these assessments were to identifypotential project impacts as well as measures to minimize, managed and monitor adverse impacts.Based on these impact studies, this Sunmnary Environmental Assessment has been prepared to complywith project appraisal requirements of the World Bank and is organized into the following sevenchapters:
* Chapter 1 - project description:* Chapter 2 - environmental and social imnpact assessment framework;* Chapter 3 - existing enviromnental and social conditions;* Chapter 4 - significant environmental impacts;* Chapter 5 - analysis of alternatives;* Chapter 6 - environmental impact management and monitoring, and* Chapter 7 - social impact management and monitoring.
This summary report has been reviewed and approved by BINKOT and is based on project detailsavailable at the time it was prepared and submitted to the World Bank (July/August 1995).
Significnt Findings: The initial SURIP projects are described as either expansions of existing roadsand/or completion of new roads for which almost all the right-of-ways (ROW) had previously beenobtained and substantial construction activities had been completed to date. While classified as urbanroads, these initial projects involve a total of 36 kIn of bypass alignments around five congested urbanareas, through rural to semi-urban enviromnents.
The selection criteria for these initial projects included ROW availability, compliance with regionalor local development plans, and minimal environmental or social impacts to allow for earlyimplementation. Potential project inpacts addressed in this summary report include:
Stregic Urban Road Infstracture Projeca
Sumary Environmental Assessment i Summary
* air quality and noise impacts (all new road alignments);* social impacts and displaced residents (Cirebon and Weleri bypasses);* iniduced ribbon development and conversion of agricultural areas to other land uses (all new
road alignments);* increased flood hazards (along sections of the Semarang northern ring road, Kaliwungu and
Weleri bypasses); and* impacts on cultural facilities or resources (Cirebon and Pemalang bypasses, potentially all
projects where excavations or new alignments are required).
Significant economic benefits have been identified for these initial projects, as measured by directsavings in vehicle operating costs and passenger travel time that would result from improved trafficflows and travel speeds. These project benefits would translate into overall reductions in fuel use andvehicular emissions. particularly along three congested urban routes where traffic levels in the rangeof 20.000 vehicles (annual average daily traffic, AADT) is predicted to be reduced by 30 - 80% in1998 by traffic diversions to the new bypass aligmnents.
Such traffic diversions will significantly increase vehicular emissions and noise levels along these newbypass roads, but these impacts will primarily affect agricultural lands with low population densities.Several public facilities (2 school buildings and a community health center) that are considered assensitive to high noise levels have been identified along these bypass aligmnents and recommendedmitigation measures include the provision of noise walls or relocation of these facilities. Noise studiesare recommnended to determine the level of project impacts and appropriate mitigation measures.Specific measures to minimize potential impacts are provided in the environmental management andmonitoring action plans prepared in Bahasa Indonesia for all initial projects in accordance with BinaMarga AMDAL screening procedures.
A priority concem during the assessment of each initial project was the potential for social impacts,or resettlement, of any required ROW areas. As proposed, the bypass alignments serve to minimnizesocial imnpacts by avoiding congested urban or human settlement areas. Based on current designs, anestimated 7.5 ha of additional ROW will need to be acquired for the five initial SURIP projects.Conducted surveys indicate that the social impacts of acquiring these areas are limited, and theseprimarily involve six families (30 people) that could be displaced by the proposed widening of theROW for the Cirebon bypass to 22 meters. For this sensitive project, a resettlement action plan wasprepared in Bahasa Indonesia based on the findings of a detailed socio-economic survey. AdditionalROW areas and social impacts may be identified for these initial projects as final engineering designfeatures, particularly intersection improvements, are completed.
Under World Bank policies, the responsibility for all SURIP land acquisition and resettlementrequiremnents rests with the GOI, which places these activities under the direct jurisdiction of localgovernment authorities and agencies. To comply with World Bank Operational Directive 4.30(Involuntary Resettlement), this summary report provides a general description of the land acquisitionand compensation procedures that will be followed under SURIP in accordance with PresidentialDecree No. 55 of 1993 on Land Acquisition for Public Interest/Welfare (Keppres 55(1993). TheseGOI procedures provide for local consultations and negotiations ('musyawarah") in determnining theamount of compensation or appropriate alternatives, as well as the means for dispute settlement andlegal appeal.
Limited details are presently available for future SURIP projects that could be inplemented after1997. Potential projects presently include some 50 km of urban bypass roads and a flyover structure.In general, these projects involve new road alignments for which ROW have not been acquired, whichmay present significant enviromnental and social impacts. These future projects will require furtherstudies, including detailed environmental impact assessments (ANDAL) as currendy identified for the
Straegic Urban Road Infrastrucre Project
Summary Environmentl Assessmew ii Summary
Cirebon and Kalibantcng flyover structurcs. All future projects will be evaluated according to BinaMarga's AMDAL screening process, and documentation of all impact assessme2nts will be providedto the World Bank as an integral part of each project's appraisal and approval process.
Main Points of the Summary Environmental Assessment:
* focus of sunmuary report is on the five initial road projects, totalling 36 krn. that are nowproposed for SURIP funding;
* limited environmental and social impacts have been identified for these initial projects. Theseimpacts are addressed in the initial environmental evaluation (KL), and environmentalmanagement and monitoring action plans (UKL/UPL) prepared in Bahasa Indonesia for eachof these projects;
* limited details are currently available on future SURIP projects, which may have significantimpacts due to their ROW requirements:
* further impact studies will be required for the appraisal of these Puture projects. Thesestudies will be based on the Bina Marga AMDAL screening process and guidelines. FullANDAL studies will currently be required for urban flyover projects, including the Cirebonand Kalibanteng flyovers;
- the social impacts of required ROW land acquisitions should be minimnized as a basic designconsideration and unavoidable impacts will be addressed according to Keppres 55/1993. Incompliance with World Bank OD 4.30, resettlement action plans will be prepared byBINKOT for any proposed projects that involve unavoidable social displacement, and
- institutional responsibilities for project evaluation, implementation and monitoring aredescribed, specially the role of BINKOT Section AMDAL and the project managers (Pinpro).To strengthen their roles, environmental training activities should be supported under SURIP.Draft terms-of-references for these proposed activities will be presented during projectappraisal.
Stnrtegic Urban Road lnfrastruaure Project
Summary Environmental Assessment ii Summary
I PROJECT DESCRIPTION
1.1 Background of the SURIP Project
Roads are presently the dominant mode of transport in Indonesia. During the past 25 years.investments in Indonesia's road transport sector have focussed primarily on the development ofnational and regional-level facilities and services. These have included the development of anextensive inter-urban network of primnary roads that play an increasing important role in the supplyand distribution needs of the rapidly growing economy.
Current initiatives to improve inter-urban road networks include activities supported under the WorldBank-funded Second Highway Sector Loan (HSL II), the OECF-funded Heavy Loaded RoadImprovement Project (HLRIP). the ADB-funded North Java Road Improvement Project (NJRIP), aswell as proposed programs for an expanded network of inter-urban toll roads. Under Repelita VI (theGOI's central development plan for the period of 1994/95 -1998/99), proposed public outlays for roadinfrastructure could account for some 67% of the nation's total transportation budget. As a result ofthese completed or progranmned road improvements, the primary network of inter-urban roads isgenerally expected to be able to handle the anticipated traffic growth between urban areas through thelate nineties.
Within this development framework of road transport, the Strategic Urban Road Infrastructure Project(SURIP) has been proposed to assist the Government of Indonesia (GOI) in addressing current as wellas predicted constraints on primary urban roads. While the project's main objective is to improvethe flow of medium- and long-distance traffic, the proposed project may also provide significantbenefits to local traffic circulation and on adjacent urban activities. The SURIP project will beimplemented by the Directorate of Urban Road Development (BINKOT), which is under theDirectorate General of Highways (Binm Marga), Ministry of Public Works.
1.2 The Stategic Urban Road ifrastructure Project (SURIP)
The Strategic Urban Road Infrastructure Project (SURIP) will focus on the relief of bottlenecks in theprimary road network that fall under BINKOT's responsibility. In the process of identifying andimplementing a priority program of physical works over a five year period, SURIP will provide thesupport considered necessary to strengthen the managerial and technical capabilities of BINKOT. Thethree main components of SURIP are:
* an urban roads component. which will identify and prepare a priority program ofimprovement projects for strategic urban roads within an area defined as the North JavaTransport Corridor (NJTC) that can be implemented over the next five years. Concurrently,a strategic assessment will be conducted to identify and begin the preparation of strategicurban road improvements throughout Indonesia within a ten-year time frame;
* a technical assistance component, which will provide advisory support and financialassistance to BINKOT and to local agencies in the establishment of a transport planning andworks preparation capacity, including assistance with improvement of guidelines andprocedures, institutional strengthening and training;
* a procurement component, which will help prepare the procurement of professional servicesneeded for subsequent preparation activities under SURIP.
An initial group of projects have now been prepared for environmental review and funding appraisalunder the SURIP urban roads component. Implementation of these initial projects could be startedduring the first two years of SURIP (1996/97). These proposed activities are referred to throughout
this report as year I projects. Figure I indicates the general location of these projects, in relationshipto several NJTC inter-urban road improvement programs. Subsequent projects that are prepared forfunding under SURIP will be presented to the Bank for their review an annual basis. These futureactivities. which could be started after 1997, are referred to here as later year project.
1.3 Summary Descriptions of SURIP Year I Projects
Initial SURIP activities will concentrate on strategic urban road improvements within the North JavaTransport Corridor (NJTC). which can be defined in economic terms as Indonesia's principal roadtransport network for medium- and long-distance traffic. In recent years, numerous projects havebeen identified by various studies to address existing constraints and bottlenecks in the NJTC urbanroad sections. The preparation status and feasibility of these projects was evaluated to prioritizeactivities that could be addressed under SURIP. A short list of proposed projects that could befinalized and implemented in the initial years of SURIP was then prepared for funding appraisal. Asselection criteria, these year I projects were in an advanced stage of preparation and did not presentany significant impediments to implementation, such as major environmental concerns or the need toacquire substantial road right-of-ways (ROW).
The projects currently-proposed for SURIP funding involve capacity expansion activities (such as roadwidening and intersection improvements) of existing roads as well as the construction of new bypassroads and road structures (such as flyovers). While the environmental settings vary, these projectsare technically defined as 'urban" as they fall within the administrative boundaries of communitieswith a population of 20,000 or more. These initial projects include:
* widening of the Cirebon bypass with possible construction of two railroad flyovers;widening of the Pemalang bypass;
* completion of the Weleri bypass;* completion of the Kaliwungu bypass; and* widening of the Semarang northern ring road.
Typical project features include the provision for a divided, 4-lane asphaltic concrete roadway, withassociated intersection, bridge and drainage structure improvemnents. These initial projects involvea total of 36 kan of road improvement and construction activities, summarized as:
* upgrading of an existing road (Cirebon bypass and Semarang northern ring road);* completion of a new bypass where substantial work has been completed to date (Weleri and
Kaliwungu); and* the special case of the Pemalang bypass widening, where traffic will be re-routed as a result
of converting an existing 2-lane, 1-way road to a 4-lanes and 2-way operation.
Each of these projects has been reviewed in separate project preparation reports which discuss theplanning, traffic. engineering, environmental and economic evaluations that were conducted todetermine project suitability for early year implementation under SURIP. Typical constructionperiods for these projects is about two years and 1998 has been utilized as the possible opening yearfor purposes;of project economic evaluations.
1.4 Overview of Potental Later Year Projects
The preparation stage for later year projects (those that might be implemented in years 3 - 5 ofSURIP; 1998-2001) varies, and a prelimninary evaluation process is on-going. A tentative list ofpossible later year projects which have been identified to date include:
North Java Tranport Corridor 7 Year I and 2 Projects
Location Map ofLater Year Projects Currently Proposed
Source: Konsolidasi dri raporan 'Rencana Strukdur Tala Ruang Propinsi' SURIP ProjectsIn Wnterfm Report 111 (May 1913J Heavy Loaded Road Improvement Project
* construction of Bekasi bypass;* construction of Brebes bypass;* construction of Tegal bypass;* construction of Pekalongan bypass;* improvement of a local road to bypass standard in Kendal:* construction of Kalibanteng flyover in Semarang;* construction of Demak outer bypass; and* construction of Lamongan northern bypass.
These projects may involve over 50 kn of road improvement and construction activities within theNJTC and are located in either the province of West Java (Bekasi bypass), East Java (Lamongannorthem bypass) or Central Java (all other projects). Potential projects in other provinces of thecountry may be identified during strategic assessment activities of SURIP, but will not be includedin the current project appraisal.
2 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT FRAMEWORK
2.1 Purpose of the Suumary Environmental Assessment
This summary environmental assessment report addresses initial projects, generally referred to as yearI projects, that have been prepared for funding appraisal under the SURIP urban roads component.It is intended to provide a overview of the project's regulatory framework as established by theIndonesia's AMDAL System and World Bank procedures, which are briefly described in thefollowing sections.
2.2 The AMDAL System
Tlhe legal basis for enviromnental protection and management in Indonesia was originally formulatedin Republic Act (UU) No. 4 of 1982 and subsequently expanded by Government Regulation (PP) No.29 of 1986 to establish the Indonesian environmental impact assessment (AMDAL; Analisa MengenaiDamnpak Lingkungan) system. Recently, the AMDAL system was substantially modified byGoverunent Regulation No. 51 of 1993 (PP 51/1993), which currently serves as the governinglegislation. These recent legislative changes have served to extend the AMDAL system from a'factor to consider in the decision making process" (PP 29/1986) to an activity which is "recuiredas part of the decision making process' (PP 5111993).
While overall coordination of the AMDAL system rests with the Enviromnental Impact ManagementAgency (Bapedal), the central and provincial levels of govermnent are directly responsible forimplementing these procedures. Bina Marga has recently developed and finalized an AMDALscreening process for highway and road projects. This process is being directly applied to projectsproposed for SURIP funding. This screening process (Figure 2) provides a systematic approach toenvironmental impact assessment, monitoring and management based on a project's type, scale andlocation in relation to a range of sensitive environmental areas. For ali projects that may result insignificant enviromnental impacts and/or involve sensitive environmental areas, the preparation of anANDAL study (a detailed enviromnental impact assessment) is required. Such ANDAL studiessubstantialy comply with World Bank requirements for project-specific environmental assessments.
The point of contact of SURIP with the AMDAL system is the environmental unit of Binkot, referredto as the BINKOT Section AMDAL. The BINKOT Section AMDAL was established in 1992, andit cunrently includes a staff of 10 persons organized into four subsections - planning andprogramming; screening; evaluation; and monitoring and reports.
AMDAL SCREENING PROCESS FOR ROAD AND BRIDGE PROJECTS,Directorate General of Highways {BINA MARGA)
First Ph.e Seond Ph. AMfAOL Study Doumnts
(acwan fcpmpsc l and scab) (OUWW rOIPIva - d a_mui.IEDW maa
Is the Project: Development of now ,._ a__ANOAL. RKL and RPLa.Toll Roads Ib.Fly ODes wm Prlod Impact Sant &c. lnrurban Roads '25 km in length EnvIIUUSntII Are ?d.Urban Roads (motopon are 1 Rul l_nta Iomrcalns aem
large ciIe) 2 Producive agdcultural -ams2. hnprovemt to urban roads In lWe 3 Hbtorial end cukural nmnun,t. actUvl
diMS S tkm hI length extndIng and ares(adetl. retilous seivie buWhgsoutse of exiting right-olAys 4 tSWU pra5Ts (ibng i prOPosd) 1 b1l Ervlonmenta(ROW 5 WIdife preserves Evaluaion
6 Cnmation fomsts (KjpLbn LIlngkungon)1 7 Genetic (blodvslty) pro n areas
8 Widife refugee areas__________ __________ ______ _ 9 W etland areas
Is Ve Prboe: 10 Water catehbnt areas1 Devekpmen of new 11 Shoroln and her bank areas
a. htmurtban Roads' 25 km In lngth 12 Areas surrounding lks I rver basinsb.LocaDlstriCt Roads 13 Ameas surrounding sprhigs and weas _ _c.Urban Brdges > 20 m in length _ 14 Marine and freshwater conseraon arsd. terurban Bridges' 60 m in bngth 15 Coastl mnangrove areas
16 Naltnal parksUrban red Improvemen km hI 17 Dense jiungle reasbngth exending outside of exisig 1 Na tourism pprksright-of-Wys (ROW) 19 Sdceneo rearch and cultural resrve eas
2C Amos susceptLt to natural hazards
21 Areasofsleepsopes ( 40)
h1the Project:1. DevelopmWnt of now
a.Uban Blridges ' 20 m in lengthb. Inerurban Bridges c 60 m In ength
An important consideration for implementing road projects in urbanized areas is the requirements foracquisition of adequate right-of-ways (ROW), which may result in significant social impacts, includingrelocation or resettlement. The GOI's land acquisition and compensation procedures were recentlyrevised by Presidential Decree No. 55 in 1993 on Land Acquisition for Public Interest/Welfare(Keppres 55/1993). This new decree further defines the current procedures for valuation andcompensation, which are under the direct responsibility of the local governnent. The responsibilityfor implementing and funding land acquisition as well as any resettlement requirements for publicworks projects such as the SURIP is under the jurisdiction of local government at the level ofkodamadya (city or municipality) or kabupaten (alternately referred to as district or regency). Insituations where such budgets are not available, a request can be mnade by the local government to thecentral government for a national budget allocation.
2.4 Application of World Bank Operational Directives 4.01 and 4.30
All projects proposed for World Bank funding are subject to environmental review and approval.SURIP has been classified as a Category A type project' and is therefore subject to more stringentenvironmental assessment and approval requiremnents, including the preparation of ANDAL studiesfor sensitive projects. Based on current project descriptions, the World Bank requirenents that areapplicable to SURIP are Operational Directive (OD) 4.01, Environmental Assessment and OD 4.30,Involuntary Resettlement.
An important concern in the environmnental review of proposed SURIP projects are social impactssuch as resettlement that may result from ROW land acquisition. Under World Bank policies (OD4.30). the responsibility for land acquisition and recettlement rests with the borrower, the Governmentof Indonesia. Based on recent draft reports of the Bank's Resident Staff in Indonesia (RSI). currentprocedures stipulated in Keppres 5511993 provide a framework for land acquisition that is compatiblewith the Bank's resettlement policies and OD 4.30.
For evaluating social impact or resettlement issues, a distinction is generally made concerning thenumber of people that are "affected" as opposed to "displaced' by a proposed project. Twodefinitions of "displaced' have been provided by the RSI to guide impact evaluations - occupants oflot areas that would be reduced to less than 60 sq m or of structures 20 % or more of which wouldhave to be removed as a result of a project. In compliance with World Bank OD 4.30, resettlementaction plans will be prepared for any proposed projects that involve significant social impacts2 forreview and approval by the Bank.
I 7hc World Bantfolws a three-part cdIssficaon system tofacilate their enrnenta invesnigat process Projectsdesignated as category A requirefaU environmatl assessmmnts (Es) as that crm is defined by the Bank's Operaional ManuaLCategory LI projects reqir a lesser lewel of envirnmental invesigation. Category C projects require no enviromnta analysisbeyond that determintion. Based on the proyect's TOR and discussions hdd w date, it is our undertanding that these World Bankcategories correspond to the project-specific EA requiremenMs of donesia 's ANDAL system.
2 As descrbed in OD 4.30. where ony afew peopk (e.g. about 100-200 indivuals) are to be relocated. appropratecompenao for assets. logistcal sportrfor oving, and a reltion grnt may be the onl requirements. However, he prinnpceson which compensaion is to be based are the samefor arger groups- Section 7.4 of this report Ests the general princples to befo0d unuder SURW
The geographic focus of all initial projects proposed for funding under SURIP is the North JavaTransport Corridor (NJTC), which follows the gentle terrain of the northern coastline of the provincesof West. Central and East Java. The NJTC is generally constricted to a relatively narrow coastalplain created by the volcanic backbone of Java. The NJTC area has historically been a center forhuman settlement. cultural and agricultural development. With only 7% of the country's land area,the island of Java accounts for some 60% of the nation's population, resulting in population densitiesthat are considered as among the highest in the world today.
While the area's rich alluvial volcanic soils continue to provide a major agricultural base for thenation, particularly for irrigated paddy rice, the transition towards urbanization and industrializationhas been a dominant trend and is occurring more rapidly on Java than elsewhere in the country. Thistrend towards urbanization and industrial development of the NJTC is expected to continue and willtend to be concentrated near established communities along maior transport routes, which includeroad, rail and port facilities. To respond to these transport demands, major inter-urban roadimprovemnent projects are on-going within the NJTC and an expanded system of toll roads willforeseeably also serve the Corridor in the next 5 to 10 years.
3.2 Environmental Conditions of the Year 1 Project Areas
TopoWphv/Soils/GeoM: The terrain is level to gentle, with project elevations ranging from 1 to10 m above sea level. Soils are typically derived from Quaternary alluvial deposits, with very highclay content resulting in expansive characteristics. The entire island of Java can be described asvolcanically active. The project area is included within seismic zone 4 for basic shear coefficient ofdesign standards.
Hydrologv: Project alignments cross numerous small rivers, creeks, drainage and irrigation canals.Water quality is described as poor due to intensive domestic, agricu::iral and industrial use anddischarges. Flooding is a significant seasonal concern in low laying coastal areas.
Meteorology and Air Oualitv: Climate is tropical and monsoonal, with lowland rainfall in the annualrange of 1,200 to 2,000 mm. The wet season generally lasts from December to May, though rainsdo occur throughout the year. Typical wind conditions are described as light (< 5 mlsec). Whileambient air quality can visibly be described as good, available studies indicate significant concernsfor air pollution and noise in congested urban centers and along major roads.
Biological Resources: Based on field surveys, the proposed project areas do not involve sensitiveecological habitats or areas with identified high biodiversity values. All areas along these projectaligmnents is devoted to intensive agricultural, residential, commercial and industrial land use.
Population and Human Settlements: The population density of Java is estimated at 815 persons persquare km. Population densities are generally higher in the NJTC, ranging from 1,110 persons/sqkm in Kabupaten Pemalang to 6,953 persons/sq man in Kodamadya Cirebon. In addition to traditionalsettlement patterns, roadside (ribbon) development is common. The urban areas (and projected 1995populations) included in the proposed year 1 projects are Cirebon (499,356), Pemnalang (164,697),Weleri (46,823), Kaliwungu (53,721) and Semarang (1,693,341).
Photo 1. Aerial view of existing .. ,: _iconditions and alignmininimprovements along the Kaliwungubypass. The bypass. secn in thephoto's center. crosses through -
sparsely populated agricultural areas(irrigated paddy rice) aroundcongested urban areas along themain NITC route (upper photo).Similar conditions prevail along thenearbv Weleri bypass and are typicalfor many areas along the north coastof Central lava. A drainage canaland brackish waler fishponds arepresent in the photo's foreground. _
-. § Photo 2. Existing roadway of theNIJTC as it passes through thecongested urban area of Weleri.
I -. qY_ Current conditions include right-of-t- *> !-# ^ i >-;it X glhwavs that are sericusly constricted by,- r b _ , s_roadside developments and high
-5iZ ,:. 3 --we Z S: ,_ volumes of heav. vehicle. through.4 ,E[ _ t " Hi i " _ traffic. Where aiternate routes are
I,. i , _ ;,, ,g E v T available, most ccmmunities alongi-;,- ,rthe NJTC have di.erted this type ot
- tr < .s. L X C 4-Jy t- , traffic outside of te urban areas.
Photo 3. An existing section of , . -;
divided. 4-lane roadway along the r:lINTAN
Cirebon bypass. The typical crosssection of bypass roads proposedfor initial SURIP funding resernblethis type of roadway. s - .
.te , -- c.~ . --.. .- . ,
Figure 4 -
Representative Site PhotosYear 1 STJIM Projects
Transoort and Land Use Planning: The NJTC serves as the principal road link between the majorcities and hinterlands located along the highly developed and populated coastline of Northern Java.The general project area has been identified as a major coastal development corridor according to theNational Planning Strategy for Spatial Development (Strategi Nasional Pengembangan Pola TataRuang. SNPPTR) and available local development plans for the cities listed above.
Cultural Resources: Java has an exceptionally rich cultural history. In roadside areas, visible culturalresources can include historic buildings, cemeteries and mosques. With the exception of the Cirebonbypass, sensitive areas for potential archaeological and historical resources have not been identifiedfor the project areas to date. though limited information is available.
4 SIGNIFICANT ENVIRONMENTAL IMPACTS
4.1 Summary Impact Descriptions and Overview
Limited adverse environrmental and social impacts have been identified for the five proposed year 1projects, which involve some 36 kn of bypass or ring roads around five congested urban areas.These initial SURIP activities will serve to expand the capacity of the NJTC, the principal east-westroad axis of the highly developed and populated areas of northern Java. Significant economic benefitshave been identified for these projects, as measured by savings in vehicle operating costs andpassenger travel time. In addition, project benefits include enhanced road safety with the provisionof median dividers and intersection improvements. Local air quality would also benefit to the extentthat traffic flows are diverted outside of congested urban areas.
As one measure of imrpact, traffic forecasts for "with" and "without" project scenarios are providedin Table 1 as calculated in average annual daily traffic (AADT) values, while predictions of thevehicle composition are listed in Table 2. These forecasts indicate that traffic volumnes along twoproposed projects (Cirebon bypass and Semarang northem ring road) will remain the same undereither scenario, though traffic flows would be geatly improved as a project result. For the threeremaining projects, predicted diversions to these bypasses will reduce vehicular traffic in theconcerned urban areas by 30 - 80 %, in line with overall project objectives and local initiatives-
Table 1 - Average Annual Daily Traffic (AADT) Forecasts(with and without project scenarios)
Kaliwungu Bypass. NJTC wlo project 16409 19462 31248 40791NJTC withpd (1) am8296 13347 21222Now bypass four la two way talffic 11166 17901 19569N.ITC with project 11 13879 22298 31007New bypass; vM anc, One way tralE: 5583 8951 9785
Smemag N.R.R. vW and vwb prosjt 180 21364 34181 5356
nat lw7C-NAMJ%M Znwwync-,wiw',ADr,gnwavJrmm4.nd I I &%f--9IftMdE
Based on reviews of currently proposed projects, Table 3 provides a summay of the environmentalparameters that were evaluated for relative importance or presence in relation to the year 1 projectsas well as the overall program. These parameters are discussed in the following sections and will beaddressed in enviromnental and social impact assessment process. Summary descriptions of the yearI projects and their identified environmental and social impacts are provided in Table 4 and supporta finding of minimal impact.
A priority concern during the assessment of each project was the potential for social impacts of anyrequired ROW areas. Land acquisition for year 1 project ROW's has been largely completed andsocial impacts (as measured by the number of displaced residents) are predicted to be minimal andprimrily involve the Cirebon bypass. For the Cirebon bypass, a detailed survey indicates thatacquisition of the proposed 22 m ROW may invol-ve some 4 ha of adjacent land, portions of 39existing structures and could displace 6 resident households (an estimated 30 people). Significantsocial impacts have not been identified for any of the other proposed year 1 projects.
Table 3. Relative Importance of Evaluated Environmental Parameters
Physical Enviroent
Parameter SURIP Program Year 1 Projects
Topography Not important Not imnponantSoils Imponant - project specific Important
Water Quality Not important Not importantFlooding Important - project specific ImportantEcology Imrpotant - project specific Not imnportant
Air Quality Iportant - project specific InportantNoise Itnportant - project specific importamn
Human Euvmroment
Population Important - cumulative Not importantLand Use Important - cumulative and project specific ImportantEconomics hnportant - cumulativc and project specific Important
Land acquisition Important - project specific Not importantResetlemem Important - project specific Not imporantSocial impacts Important - project specific Impota
Cultural resources Important - project specific Important
CTtebon Bypas Semi-r.ubam Residertlal Icommurcia1 arems; Yes. Estimated 4 haneeds to Yes 39buldings coLdd be .ocairpacts Ys RevieRlaRdtroad widering (5.7km), Mixed land ue, with ctAuralard istoqicalresoucem be acq'Jredto complete 22 m affected and 6 farn1ies (30 land acqusition repots prepared to pdteexisting 2- an4-lane road comrmurclal, resderntll (near Gua Suyaragi comnplex ROW. people) crisplacedby22m a qualty 1993 sLdes. Resetslirrexparded to divided 4- lan and sgricLkwal arms which dales to eadw 17Ws, ROW alng bypass. orural resouta action plan also prWped.standard crosa-section. Proposed Ckabon IndLustrial sarulilve area for rchaeologkc
Estate adjdne he aligrvnert. and hstorc artiacts).
Pemaag Bypass Rial / Semi - vban. Productive agrlcrALual arms; No. Compole2tenmROW None Corropaation land usre Yea KL and LPL repcrteroad widening (9.7 km). Agrlculural rea wfth mixed limited residertil /commercial along 6.1 kmbypassroad has ben paid for 10-15 ai qualty prepared basdonanhixialexisting 2-ne, one-way road realderktal and commerclal land armas: cutval resoucea and 30 m ROW alorg 2.6 km buildings flat rremin in elural reso4.ces ewror#aw svakion Pato divided 4-bana two-way use along weaern 3 km ofthe (nearbycernsem ryand sdloln of Norlh Java Transporn ROW. KajanLr "ungar4.trattla flows. orolec. mo u). Corridor (NJTC).
Wderil Bypass Ruial. Productve agrickAtal ueas; Yes. Estfimated 2 h aredfor Minor. Pontios olf 4 so: al rpacss Yes. UKLandtPLreprtsbetterment of 4-lans road, Agivcutural area wifth limifed resktiral are; small improvamcnt of west buldings may be lard acquison prepared based on an h*i3.s km of proposed 4.9 km road lmited resrdenial setions. school building and hoeah intersection with NJTC. 30 m affecded by iterse0on lard use enromert vahon PImproved to date wth a railroad center located near road, ROW is compte alorg ROW, but no residenst are a2 *Ity KajrnLUaik .Ilyover, grading and eommon bypass. expected to be displaced. nonieembrnkmart.
KalWungu Bypass Rual. Productive agrlcttial lands Yes. Estimated i h area for None Raoqred ROW land Lee Yes LAC and tfL repotsbetterment of 4-lanwroad, 6km Agrkctuural area; industrial with limted lisbpond areas rtersection nprovemerts wth ueaswili not disoplace air cty peparedbasadonanbilof proposed 7.7 km road area 5 km north of alignmert. near Kall Kenceng; east NJTC. 30 m ROVI Is comrolet any resis. rioise erwwortneral evakstion 00..Irproved lo dale wih a rairoad swctIon of algrnert may be along bypass. land acq,iton Kafn Uirgurgar4.flyover, a bridge, box euvedts. sukject to flooding.gradin a*nd sub-base fill. .-
Benarig Nonhern Fring Road Urban/ serni-usban. Residertial commercial areas. Yes. Estimraed 0.5 ha ieqiked None. Required ROW land As Yes. Revised Ra rdItPLroad and Ilyover widening, Commercial, residential and Poor drainage/iDooding and alorg eastern TOO m section areas will not displace lard acqisLtion repohs preparedlo ueexisting 2-lane rosadd Iridustrial areas, including sLbsudence coreerns at east of bypass. 30 mROW is anyresibents. geoectr*alproblems 1993 studis.tailroad flyover to be widened maj port facilty. terminus of prcect. complIte alorg rest ol air qu3l1yto divided4-laneroad, 8.1 km project.
*09. * .-ernvronrrri mntteg emiet plan Hencana engleo' un ungurian UKL - nwnrorTne managen 3a 5 tOrt puigan OM. s KLRca.IzmnRPL - environenrtalmoritorirg plan RencarPemartauanUngkwrgan UPL - envionmwrtal rmnritorlng acionplan, UpayaPernawsuan Lngkunan
4.2 Application of the AMDAL Process
The AMDAL process will be applied to all proposed SURIP projects. This screening process ;3 basedon the project's location, type and scale, with consideration of a wide range of sensitive areas, todetermine the level of enviromnental studies and documentation that are necessary for projectapproval. Based on these criteria, all year 1 projects can be classified as Category B according toWorld Bank OD 4.01. For these projects, an initial environmental evaluation (KL). andenviromnental management and monitoring action plans (either revised RKLtRPL or new UKL/UPL)have been prepared in Bahasa Indonesia. with copies furnished to the World Bank.
Due to their classification as urban flyovers and concerns for social impacts, a full ANDAL (detailedEIA) study is reconunended for the Cirebon flyovers. A similar requirement for an ANDAL studyhas been identified for the Kalibanteng flyover. The terms-of-reference (KA-ANDAL) for thesefurther studies has now been prepared to guide the services of outside consultants. Copies of thesedocuments, also prepared in Bahasa Indonesia, will be provided to the World Bank prior to projectappmisal.
4.3 Physical Environment
4.3.1 Soils.
During road construction, typical earthwork activities and impact concerns may include the need forfill material or the requirement to dispose of excavated spoils. The proposed projects are locared onthe very gentle terrain of the coastal plain, limniting the amount of required earthworks. Under GOIregulations, all fill material, selected embankment and aggregate must be obtained from permittedquarry sites. which are under the jurisdiction of local government agencies at the district (kabupaten)level. The project contractor is directly responsible for selecting the licensed site that is used and forany required site rehabilitation.
The proposed projects will be constructed on embankments requiring the use of fill material. Typicalquantities required for year 1 projects are in the range of 150,000 to 200,000 cu m of commonembankment and 50,000 to 100,000 cu m of selected embankment. These quantities are consideredrelatively moderate and ample supplies are available in the area. Any related environmental impactscan be addressed by current standard operating procedures of Bina Marga. In some areas, soilderived from drainage and cormnon excavations that are unsuitable for road construction (such asclay) will have to be disposed of. As the quantities are generally small (in the range 10,000 to 40,000cu m), the impacts are not expected to be significant and can also be addressed by Bina Marga'sstandard operating procedures.
4.3.2 Flooding.
The general project area of the NJTC has a history of flood events. The construction of a road onelevated fill could restrict the flow of storm waters and increase upstream flooding levels. Theimpervious surface areas of the completed roads would also contribute to increase local run-off duringstorm events. All year 1 projects, with the exception of the Cirebon bypass, are located downstreamof the urban area or town that they bypass. These proposed projects will be provided with bridgesand drainage structures (box culverts) at least as large the existing upstream structures water,minimizing the risk of increased flood levels. Three of the five year 1 projects involve the wideningof an existing road, which will serve to increase the amount of impervious roadway surface to beaccommodated by local drainage systems.
A unique combination of local drainage problems related to low project elevation (near sea level), softsoil conditions and potential for subsidence have been identified along the easternmost section of theSemarang northern ring road. Proposed widening of this road section could also involve an existingdrainage canal. Further geotechnical and drainage design studies are being conducted for this portionof the alignment to determine the extent of these identified problemns. In future project areas that areprone to flooding, the design engineer should be required to undertake a hydrological study inaccordance with current Bina Marga standards, or the recommended Urban Drainage Guidelines andTechnical Design Standards (La Groupe AFH, 1994). At a minimum, the storm flow capacity of allbridges. box culverts and road drainage channels should be in accordance with these standards. Thiswill minimize potential flood impacts.
4.3.3 Ecology.
The proposed road alignments involve areas that have been historically devoted to agricultural,residential or commnercial use. Widening of the Cirebon bypass and Semarang northern ring road willinvolve the removal of existing landscaping and coummon shade trees along several kilometers of thesealignments. Due to their proximity to or passage through urban areas, the surveyed projects areconsidered as very unlikely to impact on any sensitive eco-systems such as the habitats of rare orendangered species, forest land, or conservation areas. This will be further reviewed during theAMDAL screening process required for future project to ensure that they do not impact on any sucharea or habitat. None of the proposed year I projects imnpact on any ecologically sensitive areas.
4.3.4 Air Ouality.
Air einissions from road vehicles are a major source of air pollution. Vehicular traffic contributesa high proportion of carbon monoxide, hydrocarbons, nitrous oxides and particulates. Emissions ofcarbon monoxide and hydrocarbons generally decrease as vehicle speeds increase. Stop and go trafficin a congested system typically produces the highest levels of emissions. Road improvements, suchas the proposed SURIP projects, that allow traffic to flow more freely will tend to reduce vehicularemissions of air pollutants. As an example of possible project improvement, a forecast of 1998 trafficspeeds along the Cirebon bypass "without" project are in the range of 33 km/hour (peak traffic) to39 km/hour (off-peak traffic), while predicted 'with' project speeds are 57 km/hour (peak traffic) to58 1m/hour (off-peak traffic). By year 2017. "without" project speeds during peak traffic wouldsharply decrease to 21 km/hour, while corresponding 'with" project speed remain about 52 kmthour.
Recent air quality sampling at the proposed site of the Kalibanteng flyover, a high traffic section ofNJTC. indicated that the existing air pollution levels were lower than national standards as for alltested parameters except hydrocarbons and particulates as shown in Table 5.
Table 5. Comparison of Air Quality at Kalibanteng Circle with Air Quality Standards
Parameter 24-Hour 24-Hour Average National StandardMaximum
The Kalibanteng Circle is a busy intersection (1994 traffic levels of 40,000 vehicles a day) with slowand accelerating traffic, pollution levels there are likely to be significantly higher than in the vicinityof any of the proposed year I projects. The construction of the proposed SURIP projects is predictedto reduce ambient pollution levels in congested urban areas by improving traffic flow or, in the caseof bypass alignments, by diverting traffic outside of these highly populated areas.
The expected air quality impacts of year I projects are generally described in Table 6. Cumulatively,SURIP projects will have a positive impact on air quality. Other than by improving traffic flows, thereduction of pollution levels can only be achieved by implementing effective emission controlsstandards, using unleaded fuels and restricting heavily polluting vehicle types, such as those with two-stroke engines. There is no effective means of designing SURIP projects to ensure that ambient airquality standards are met. Where existing facilities, such as schools and hospitals, are located closeto proposed projects, consideration will be given to moving them.
Table 6. Air Quality and Noise Impacts of Year 1 Projects
Project Description Air Quality Impacts Noise Impacts
Cirebon Bypass Road widening Some roadside improvements in air Already high noise levels willquality due to improved traffic flows. increase but not significantly.Properties close to the road mnay besubject to emission levels in excess ofnational standards.
Peanlang Bypass Road widening Some roadside improvements of air Already high noise levcls willquality in town center areas due to increase but not significantly.traffic diverted to bypass. Increasedtraffic and emissions along bypassmay be counterbalanced by reducedemissions of improved traffic flows.
Weleri Bypass Road betterment Some roadside improvements of air Significant increase in noisequality in town center due to traffic levels of particular concemdiverted to bypass. Pollutant levels for nearby school building andwill increase along bypass, largely health clinic.farm land but including two residentialareas, one school and a clinic.
Kaliwungu Bypass Road bemterment Significant emissions reduction in Significant increase in noisetown center due to diverted bypass levels but only a few nearbytraffic. Pollutan levels will increase residences will be impacted.in farm lands adjacent to bypass.
Semarang Road and flyover Some roadside reduction in emissions Already high noise levels willNorthern Ring widening due to improved traffic flows. increase but not significantly.Road
Smuce: SURP Caobntesims
4.3.5 Noise.
Noise is an inportant parameter for evaluating the impact of road projects, particularly projects inbuilt-up areas or near sensitive facilities such as hospital or schools. While tolerance to noise is oftena culumral issue, experience elsewhere indicates such tolerance is reduced as living standards improve.National noise standards have not yet been established in Indonesia but a set have been proposed andare shown in Table 7. In the absence of national standards, basic policy issues need to be addressedon how noise impacts can be responded to under SURIP, specially at the project evaluation stage.
Table 7. Proposed Noise Quality Standards for Indonesia
Land Use DesignatIon Standard LZ(24 Hour) dB(A)
A. General Facilitles. Including hospilabs, schoois. mosques and churches(a) Facing a highway with an AADT of 10.000 65(b) Not facing a highway or facing a highway with an AADT of 10.000 60
B. General Facilities, Including highway transportation tenninals 70
C. Housing Complexes, including dwellings, apartment buUldings and settlements(a) Facing a highway with an AADT of 10.000 65(b) Not facing a highway or facing a highway with an AADT of 10.000 60
D. Commercial Facilities, including shops, oMlees and warehouse 70
E. Industrial Facilities 70
F. Special Faciities, including railrd stations, airports, harbors and ports 70go urce: Kozak. 1993
Recent noise levels measured at the Kalibanteng Circle provided 24-hour average values of 75.5decibels (as measured by dB(A); China Engineering Consultants, 1994). The equivalent noise level(L.). the standard measurernent of noise impact, would be somewhat higher. Equally high noiselevels were also recorded along several other NJTC sections as part of this same study. The resultsof a recent noise modelling study (Lotti & Associati, 1994) indicate that the widening of the NJTCroad from two to four lanes will increase noise levels 20 m from the road centerline by between 0.2to 3.2 dB(A) in 2014, an insignificant increase in ambient levels. This study noted that noise levelswill be as high at night as during the day due to the high volume of buses and indicated thatresidences or other 'sensitive receptors":
* near an existing 2-lane bypass to be widgied to 4-lanes will not be subject to a significantincrease 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 willbenefit 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.
Qualitative noise impacts of the year I projects are included in Table 6, with particular concem fora school building and community health clinic/hospital located along the Weleri bypass alignment.Several mitigation measures have been considered, such as noise walls along these two areas orrelocating these facilities. The evaluation of these and future mitigation alternatives should be basedon actual noise studies. For example, the maximum noise reduction (attenuation) that can be achievedby as properly designed noise barrier is in the range of 15-18 dB(A). and the resulting noise levelsmay still be too high for these types of facilities based on international standards.
4.4 Human Environment
4.4.1 Population.
The proposed bypass roads will compliment local initiatives to divert heavy vehicle, through trafficoutside of congested urban areas. Cumulatively, the SURIP projects are designed to address existingroad transport bottlenecks to provide critical links in the plan to improve the inter-urban roadtransport network of the NJTC, which is supportive of the rapidly expanding economy of Indonesia.
The construction of the year 1 projects will require some 7.5 ha of agricultural and roadside areasfor ROW. as sunmmarized in Table 3. By providing access to currently undeveloped land, new roadaligrnents, or 'greenfield" projects, that are proposed under SURIP may encourage ribbondevelopment and the conversion of agricultural land to other uses.
All proposed year I project activities are in compliance with available local development plans. Anynew construction activities along these roads would require planning and building approval by thelocal authorities, and existing spatial land use rcgulations protect irrigated paddy rice areas as an issueof national priority. Various engineering and design measures are also available to rontrol or limitaccess to these bypass aligrnents. These measures include the provision of ROW fencing. barriersor drainage canals that would allow pedestrian (farmer) access but physically restrict vehicle access.It should be noted that in the case of the year I projects which involve the widening of an existingbypass, the overall lcvel of development along these former greenfield alignments has been limitedand many adjacent areas have remained as rice paddies. This reflects the critical role of localgovemrnment agencies in controlling land use in areas adjacent to these roads.
4.4.3 Economics and Road Transport Planning.
In the short term, the construction of the SURIP projects will employ a significant number of workerswhose spending in the local communities will produce an economnic multiplier effect to the directbenefit of these communities. In the long term, the SURIP projects can be seen in the context of anoverall improvement of the road transportation network of Indonesia, which will generate significanteconomic benefits. Major inter-urban road investments in the proposed project areas are guided bythe recomrnendations of the ADB-funded NJTC study as well as components of the OECF-fundedHeavy Loaded Road Improvement Project (HLRIP). The proposed year 1 projects will provide aportion of the urban improvements required to achieve the overall regional transport goals of thesestudics, and are consistent with their plans and recommendations.
4.4.4 Land Acquisition.
Land acquisition requirements for road ROW can have a significant socio-economic impact onaffected residents and businesses. An important criteria in the selection of year 1 projects was thatthe required ROW was largely available and the need for land acquisition would be minimal. As adirect result. the land acquisition requirements for the proposed year 1 projects are described aslimited and involve a total area estimated at 7.5 ha. Land acquisition requirements for later yearprojects will generally be significantly greater, since many of these may involve new road alignments.To the extent possible. "land consolidation' practices will be applied to obtain these new ROW areas.to limit social impacts and provide for exchanges of locally available public land.
All ROW land acquisition requirements will be in accordance with all current GOI regulations(Keppres 55/1993), which provide established procedures for community consultations and legalrecourse in setting local land compensation values. Bui!ding valuations will be based on current localrates as established by Dinas Cipta Karya. Under Indonesian laws, compensation is generally notprovided for lost business. Based on past experience and results of a detailed socio-economic surveyconducted for the Cirebon bypass, most affected businesses and residents would be able "move back"and rebuild their structures and conimercial activities outside of the new project ROW. Significantappreciation in real estate values typically occus as a direct result of completing a new road project,to the economic benefit of local land owners.
4.4.5 Relocation and Resettlement.
A basic consideration in selecting the year 1 projects was the absence or minimal need for any
Srrategic Urban Road Infrastructure Project
Summary Enviromnenal Assessment 17
rclocation or resettlement. The additional ROW land requirements for the proposed year I projectswould include portions of some 45 - 50 conunercial and residential buildings, involving an estimatedtotal building area of 1,000 - 2,000 sq m. These roadside buildings are mostly of temporaryconstruction (light, wood frame materials) and can be readily rebuilt or moved outside of the newROW boundary. As a result, the proposed year I projects do not involve significant relocation andresettlement issues.
The most significant concerns identified during the initial screening activities were possibleresettlement issues raised by the widening of the Cirebon bypass. To address these issues, a detailedsocio-economic survey was conducted of all existing structures and residents within the originallyproposed 38 m ROW area. Based on this survey, Table 8 provides a summary of the building areasthat would be affected by a reduced 22 m ROW. Including all residential structtres that are located20% or more within the proposed ROW boundary, a total of 6 families, or about 30 people, may bedisplaced by this project based on current project designs. No relocation or resettlement requirementshave been identified to date for the other proposed year 1 projects.
Table 8 - Summary of Building Areas Affected by Expansionof Cirebon Bypass to 22 m ROW
Percent of building area Number of Total Numberwithin 22 m ROW Houses of Structures
Less than 20% of total building area 5 2320% - 40% 3 941% - 60% 2 4More than 60% 1 3
Total 11 39Date of Jw seisd My s 95
Based on initial field surveys and available project information, an estimated 50 buildings could alsobe affected by the expanded 45 m ROW proposed for the Cirebon flyovers, which would not beimplemented until at less year 2 of SURIP. A detailed ANDAL study will be conducted for thisproposed project to fully assess and address these issues.
4.4.6 Social Impacts.
SURIP projects are intended to address a pressing social need for an adequate urban road transportnetwork. The economic analyses conducted for the year 1 projects support the conclusion thatsignificant benefits (positive impacts) can be attributed to these activities. The proposed year 1projects involve expansions of existing roads or, in the case of the Weleri and Kaliwungu bypasses,comnpletion of projects for which the alignments had already been established and constructionactivities initiated. These available ROW areas were reportedly acquired in compliance with existingGOI regulations and procedures. Land consolidation practices, which generally minimize any socialimpacts, were reportedly used in acquiring ROW for the proposed Pemalang, Weleri and Kaliwungubypasses. Formal documentation of these past ROW acquisition activities has not been made availableto date for review.
The construction of new roads may serve to divide existing communities. This problem can berelieved by providing adequate and safe means of pedestrian crossing and access, with considerationfor existing paths and local habits. This is issue is of particular relevance to the Weleri bypass, wheretwo rural communities will be split. Current project designs for this project provide for a pedestrianand vehicle underpass to minimize these social impacts.
Strategic Urban Pad Infrassnarure ProjectSummary Environmcntal Assessment 18
4.4.7 Public Safety.
Provision of urban bypasses will almost certainly contribute to reducing accident rates. Society willbenefit in terms of lives and injuries saved, reductions in damage to vehicles and property, andreduced hospital and police costs. Historically, the number of reported accidents in Indonesia hasgenerally followed the increase in number of vehicles. Available statistics on traffic accidents in theNJTC indicate that some 30% of these accidents were head-on collisions. Such types of accidentscould be significantly reduced as a result of medium dividers provided in the project designs. Trafficcontrol and provision of temporary diversion routes during construction activities are provided forunder Bina Marga standard operating procedures and tender documents.
4.4.8 Cultural Resources.
Cultural resources can include a range of sites, structures and practices that have unique archaeologic,historic, religious or social value. Based on current project designs, recent field surveys and availableinformation, no significant impacts on cultural resources have been identified to date for the proposedyear I projects. Procedures governing the chance discovery of archaeologic or historic artifacts andsites during any project excavation activities are provided by Republic Act (UU RI) No. 5/1992 andincluded in standard Bina Marga tender documents.
5 ANALYSIS OF ALTERNATIVES
5.1 Alternatives to the Project Within the North Java Transport Corridor
The North Java Transport Corridor (NJTC) connects Indonesia's two largest cities via a 750 kmdesely populated corridor containing numerous large and small towns and much of the country'sindustrial capacity. The provision of an adequate transportation network is therefore a key elementin the development of the corridor and the nation as a whole. Alternative analyses provided by theADB-funded North Java Corridor Transport Study and the OECF-funded Heavy Loaded RoadImprovement Project established the NJTC as the preferred route within the Corridor.
Alternative transportation modes are available, namely rail, sea and air as well as road. Within theroad sector there are alternative strategies to serve the road transportation needs of the corridor,namely the proposed extension of toll roads to connect Jakarta with Surabaya versus the improvementof the capacity of the primary arterial road network connecting the two cities. SUREP is an elementof the latter strategy, and incorporates the findings of available road transport studies. The futuredevelopment of a expanded toll road system will complement the current development of the primaryarterial road system but does not replace it.
Traffic along the NJTC has rapidly increased since 1975: at average annual rate of 6.4% in WestJava, 5.8 % in Central Java and 6.8% in East Java. Motor vehicle ownership has also been increasingsince 1981 at average annual rate of 9.5% for cars, 7.8% for buses and 5.4% for trucks. Annualtraffic growth rates by vehicle type used in SURIP for forecasting normal traffic growdt from 1995to 2003 was 6% per year, and 5% per year thereafter to 2018.
The development of the different modes of transportation can be seen as complimentary rather thanalterntive choices. The challenge is develop all the modes of transportation at a rate fast enough tomeet Indonesia's rapicly expanding surface transport needs. This issue is being addressed in termsof an overall national transportation strategy. Alternatives for consideration are therefore limited tothe selection and prioritization of road projects to be supported by SURIP and alternative alignmentsand designs to be considered for each.
Project specific alternatives that were generally considered during the evaluation process included:
* do-minimum alternative;* new alignment alternatives;* improvements to existing traffic diversion routes; and* railroad crossing alternatives.
A basic consideration in evaluating these initial projects was that they involved the widening ofexisting road alignments or completion of projects that had already been started and for which a ROWhad been already established. Based on discussions with field engineers, these alignments were oftenselected so as to avoid developed areas and human settlements. The principal choice was thereforebetween the "with' and 'without" project scenarios following these existing alignments. The"without" project, do-minimum alternative would lead to increasing traffic congestion andenvironmental degradation in the urban areas through which existing routes pass until such time thatthese proposed projects can be completed using local funding resources.
From an enviromnental perspective, important selection criteria for year 1 projects included:
* proposed activities were consistent with local or regional development plans;a land acquisition for ROW was more or less complete; and* significant environmnental and social impacts were not present.
In evaluating future projects for SURIP funding, it is expected that enviromnental issues will play anincreasingly important role in the alternatives analysis due to scheduling, cost and administrativeconsiderations in addressing significant project impacts under current AMDAL, land acquisition andresettlement procedures. In accordance with GOI and World Bank requirements, all future projectswill be subject to the AMDAL screening process (Figure 2). Whenever significant issues areinvolved, these projects will be subject to the preparation of an ANDAL, a detailed level ofenviromental impact studies which directly addtfss project specific alternatives.
5.3 Alternative Design and Construction Considerations
To the extent possible, the design considerations of these year 1 projects have served to mininmizepotential impacts by avoiding congested urban areas. Various other design and constructionalternatives were considered in the process of evaluating each year 1 project proposal. Thesetypically included:
* number of travel lanes;* cross-section alternatives;* road access control;* provisions for pedestrians and unmotorized vehicles;* intersection configuration alternatives; and* staged project implementation.
In this process, significant design changes were made to minimize potential impacts, particularlysocial impacts related to ROW land acquisition. For exawple, a reduction in the proposed ROW forthe Cirebon bypass from the original 38 m width to the present 22 m width significantly reduced thenumber of residents that might be affected from an estinated 601 people to less than 50 people.
Bina Marga's "Standard Specifications for Geomnetric Design of Urban Roads", dated March 1992,were reviewed and minmum geometric standards were developed. Typical cross-sections, which areprimarily controlled by ROW restrictions, were developed and agreed for these year 1 projects.Based upon BINKOT's experience, the 1992 standard for normal cross slope was revised from 2.0%
Strategic Urban Road Infrasructure Projea
Summary Environmentl Asesment 20
to 2.5% (to improve surface runoff) and the maximum grade was revised from 5.0% to 4.0% (toaccomumodate heavy vehicle traffic). With consideration of available ROW and the adapted geometricdesign standards, typical cross-sections were prepared for a 4-lane divided highway standard, witha design speed of 60 kml/hour. Proposed pavement structures will be comprised of asphalt concrete(AC), asphalt treated base (ATB), and aggregate classes A and B over select subgrade. Clay is thedominant soil type along most alignments and the expansive characteristics of these soils must be fullyconsidered for each project. For the eastermnost section of the Semarang northern ring road, theparticular problem of subsidence, low elevation (near sea level) and flooding has been identified andfurther geotechnical studies are being conducted.
6 ENVIRONMENTAL IMPACT MANAGEMENT AND MONITORING
6.1 Proposed Year I Projects
Important selection criteria for the proposed year 1 projects included the absence of significantenvironmental and social impact problems according to the AMDAL process. In brief, these selectedprojects were in an advanced state of project preparation, involved existing roads or alignments. ROWareas were largely available. significant relocation or resettlement issues were not involved andsensitive environmental issues were not present.
Iitial envirommental assessment activities have served to document existing conditions and 'screen"sensitive issues and potential problems of each proposed year 1 project as summarized in Tables 3and 4. To fully address these issues. environmental management and monitoring action plans (revisedRKLIRPL or new UKLtUPL documents), supported by an initial environmental evaluation report(Kajian Lingkungan. KL) have been prepared for all proposed year I projects. These documents willwil serve as the basis for environmental management and monitoring activities during projectimplementation. It is recommended that copies be provided together each project's tender documents.
6.2 Potential Later Year Projects
Limited details are currently available on potential later year projects. Preliminary projectdescriptions and initial enviromnental reviews of these later year activities will be provided to theWorld Bank as part of project appraisal documents. Each of these projects will be subject toenvironmental reviews and approvals in accordance with GOI and World Bank requirements. Basedon the type, scale and location of each project, two levels of environmental studies will be conductedfor later year projects in accordance with Bina Marga's AMDAL screening process:
* for projects that may involve limited impacts, KL and UKL/UPL documents will be prepared;* for projects that may involve significant impacts, ANDAL and RKL/RPL documents will be
prepared.
These environmental studies will be fully documented by BINKOT for submission to the World Bankas part of each project's preparation and appraisal process. Based on current descriptions of potentiallatr year activities, no projects will be exempted from these environmental review procedures.
6.3 Institutional Responsibilities
As the implementing agency, BINKOT is responsible for ensuring that appropriate environmentalmanagement and monitoring measures are provided for each project. These activities will directlyinvolve the BINKOT Section AMDAL for project evaluation and monitoring, and the respectiveproject manager (Pinpro) during project implementation. The organizational framevwork for projectsto be implemented under SURIP is provided in Figure 5. Local institutions involved in projectmonitoring activities include the Provincial Living Environmental Bureau (Biro Linghamgan Hidup),under the Office of the Governor.
As BINKOT's enviroDmental uriit, the BINKOT Section AMDAL vill be directy responsible forplanning and coordinatig the following SUREP, activities:
* screag all proposed projects according to current AMDAL requirements;* preprn TORs for needed ANDAL studies;* evraluatng submtted AMDAL documenrts in cooeapuon wvth the Bmas Marga Envi onmental
Evaluation Team;* monitoring field implementation of required AMDAL activities: and* inplementng Bina Marga Directives for incorporating the AMDAL process with related
institutions at the central and regional office levels.
These responsibilities will place considerable demands on the limited staff and resources of BINKOTSecdon AMDAL. To support their important project role in environmental impact assessment,management and monitoring, technical training and professional support activities have been proposedunder SURIP's technical assistance component. The World Bank is currently in the process offinalizing the TOR for an institutional strengthening project which should involve the BINKOTSection AMDAL as well as Bina Marga's Directorate of Road Planning Development (Bipran). Finaldetails on this training and operational support project are not yet available and additional. SURIPspecific activities will be proposed at the time of project appraisal.
6.3.2 The Role of the Project Manager.
For project implementation, a project manager (Pemimpin Proyek, Pinpro) is assigned by theprovincial office of Bina Marga (Dinas Bina Marga) to provide on-site project supervision. Inaddition to his or her primary role as the field engineer and construction manager. the Pinpro isdirectly responsible for ensuring that the procedures and conditions stipulated in the approvedenvironmental management and monitoring action plans are followed. Additional responsibilities ofthe Pinpro include their role in implementing land acquisition and compensation procedures. Due tothe critical role that the Pinpro plays during project implementation, proposed termns-of-reference forpossible environmental training activities that could be conducted under the SURIP technical assistancecomponent are also being prepared and will presented at project appraisal.
6.4 Enviromnental Management and Monitoring Action Plans
Enviromnental management and monitoring action plans (revised RKL/RPL or new UKL/UPLdocurnents) have been prepared in Bahasa Indonesia for all proposed year 1 projects. The purposeof these documents is to define the regulatory framework for environmental management andmonitoring, based on local environmental conditions and types of project impacts. These action plansare summarized as matrices in Tables 9 and 10.
These environmental management and monitoring action plans are operational in scope and will serveas binding contract instnments together with each project's tender documents. For this purpose,copies will be provided to each Pinpro, project contractor and all other responsible parties listed inTables 9 and 10. An important consideration in reviewing project bid documents will be theprovision for line items and budgets corresponding to the specific contractor responsibilities forevironmental managernent and monitoring. Additional requirements for project reporting andmonitoring may be established by the Ministry of Public Works' AMDAL Central Commission forenvironmentally sensitive projects. In addition to each Pinpro, the standard distribution ofenvironmental management and monitoring plans includes the regional AMDAL commissions, theconcemred local government agencies and the provincial planning departnent.
Table 9Summary Matrix of Environmental Management Action Plans
(Upaya Pengelolaan Lingkungan, UKL)
Proelct Activity Component Impacted Environmental Impnac Concemns Inct Managrnein ACtviIes M uan Respon5l lttPhase (trrpact Source) Component Irnperetaticin Superision Fwn SBOtWI 4 w Wm M. Me ;'*lT i.w? . . - W.10 one ru n L4n ecquls1t 5oo~e3o and culturaFl UncertaintyArrest ofcomnunndy?, Proper informaction e*tension etMtee Prfect Proponent end Proorc Ovrnemnin Loclgrner
Phase cemponent loss of property or ivelihood, lair compenlion (rnusy rh. dd locai goemm.TfNli (Land PFrope PIre tsocial dlisnuption Prcrent Tam)
Resettlement Of any) Socecononmt and eututl May disrupt original conmrnity of Provide new settlerment areas (it nracn- Local governmnt Pravla oven-wit F'PretC Proponentcomponent resettlement area sary gnri acceptsle) and reocation Level 11 wItih prtect
ausistance
Construvlon MoblIzalIon Physical componenl Air quaity (doemrassng) Proper nainlenance of contactor Contrctor Prec Proponent C orPhses equlpment Noise (tncreasing) vehicles end equiprnent
* rrnltdrIl
Moblllzatlon o labor Soclo4conomic and ctnurl Job oppounities Oncreasing), Plontze the use of local labo Contracor Pronet Prpot Cor*eacComponent migrant workers oncreasIng)
Land cleatrng end grubbing Physloal compnent n Air quality (dusl Increasing) Tree platting and dult contro ConPtrctor Proct Froprdt Cartopublic utildies and services - lolgleal componernt llSurace runof (inereastng) - Proper coordinalion ilihtre renmoval Social component EStion and siltatn (incetasing) cernead Ittutons
Consrlnution bae Ceri Soclo4conomrl component Jealousy of lal residents tot Prrtize the useca natnpavwer cotractor Protet PrOpnent C1t11:i'Cultural component employment oppoduntes
AEathwot Including irponr -l Physical con4Onenl Local dreinege patlems) water Proper planng ande n.,vrion Corctor Po jectPropread Conestrfill materiel end export of spos resourcee (disnrpted) - Pnrovde tbnlc rovuesand tnursngenet
Excavetlon bomrw pits - Aesthetic component tenfain of Visual Impact - Rsgtatlon. regulated by Kabupatan Contractor Suppae Dst vet n Car*ksorlocality . Eroslon end drainage proUbeem decr, under mning catagoy C GO nrnrwt Supper
Spoils disposal - Terain of eality, drainage VisuaSlmpact RNevetatixnx regulated by Kabupaten Contractor Prdoatuld CotftAtErosion and drainage probSerr decee. under tiing cataeory C level tt Goverrnv
Ple driving lot bridge foundatione Physkal omponent Noise onereasing) Control noise soWures end toil hours Coritor Pcecet Proponent Corw r. Vibrations (eteasing, specially from - Use rrthodsa ftFtiniZa
pile driving) vibratons d pile divinng nearsensinte stUctures
Drainage excavations and works Physical compent Local drainage and Irigation (can Maintain now CapacAy d emaing dinage Contracr PrMet Pnroent Canoflrbie bloked or diarupted) ardid rwationsyslenmuEarthworkslexcavations ArchattogicattlhistaorlalU istutbldestroy culture rsourees -Folw RI Act No. £192 Coracor and Site Pmec arnd Aretm. Catfl
culturat Isie and artfacet regarding proteio of cultural resources. Engineerlo Sateesite rmroring
Lendscaping Aesthetic component Aesthletic and ecolgikal values Good Imleentaticn prctics Contracor Prj)ect Proponet Cor1(increasIrng)
Tnlra signal Installation Trattle and social compenent Tratnie congestion Onceasing) - Ptopr inataalirn Land Transportatin Reional C AIRSarnia (aLMAR) CcanmstJcatoa Ofte
* ww r___ *g,Wr§g$ aPost-Condntructon Road operetion Social component Corvnlnity (pdeslnan) m overnt Provide pedestian trossints and access Contractor Prqe Prpent CotinharPhase and access (disturbance)
Road rmalntenanee Trafc and social conponent Normal road access Proper mniage rrnt of titenance Contract Proect Prponent Cortcnrwok. Provide d=Nwtlo rotes
Table 10Summary Matrix of Environmental Monitoring Action Plans
(Upaya Pemantauan Llngkungan, UPL)
Monitordng Paramelers_ Monitoring ResponsibilityNo. Impact Type Indicator Project Oversight I FUncirlg
Schedule Location Monitoring Feed Back | Socrce
1. Degraded air qualty Degraded alr qualty (dust and Every 3 months during Within project area and Project Manager Local Governrent Prolect Proponeotemissions), local compliants construction and post - along access roads used by Level 11
construction phases construction trucks
2. Noise disturbance High noise levels (specialy at Every d monihs during Wlhin construction s5es and Contractor Local Government Conractornight), loal complants construction phase and project vicliniy Level If
3. Groundwater and Noted changes In groundwater Every 3 months during Along project a7gnment and Project Mianager Cpta Kamya Project lMkgerdrainage disturbance (local weBs) and flood levels construcion phase exSUtng drainage canals Kabupalen Service
local complanls
4. Vibratlon disturbance Damage to nearby buldings. Every 3 months during Near pile driving or quarry Contractor Project Manager C;ontracdor(pile drivng) local comp7ants construcion phase operations, proect viciniy
5. Communly healh Local health and public Every 3 months during Wthin workcamps. construction Contractor Project Manager Cont'actordisturbance safety problems or accidents construction phase sites and project vicinty
6. Traffic disrupton and Traffic lnterruptions. Every 3 rmonths during Along project road, access or Land Transportaton Local Government OLAJR andcongestion Increased travel times construction phasa trafftc diversion routes Serice (DILAJR) Level I Prodt
7. New employmnent Increase ki local employment Every 3 months during Wlthin nearby comnmunits Contractor Manpoaer service Coantracoroppotlunitls construction phase
a. Communty ealosy Community complaints. Every 3 months during Within nearby communities Sub Ditric Chl/U Local Goverment Sub Di1ict ChieUpubio disturbances construction phase vsage chief Level It visge chief
9. Visual and aesthetic Poor sanitaUon waste and Every 3 months during Wlthin workearnps. construcion Contractor Local Govurnmei Contrractdbturbances erosion controis construcion phase sies and project viciny Level II
10. Economic and business Conmnunry welfare degree Every 8 months durlng Wihin nearby comrrnuntes Local Government Locai Goverment LocaL GovenIUtgrowth construcUon phase Level II Level I Level U
11. Traffic accidents Increased accident frequency Every 6 months during Along project road, access or Traffic poke. Sina Marga serice Traft poke.near project blcaon construcUon phase trafflc diversion routes DLLAJR DLLAJR
12. Access road damage Changes In road condions. Every 3 months during Along access and traffic Contractor Bina Marga servic Conuaclordamage degree constructon phase diverslon routes
12. Pubc utL;lyhservices Service Interuptilons. Al any lime during Along project algnment and Conlractor Projed lanager Contractordblurbance disluntuance degree consiruction phase wdhin nearby conmmunies
13. Communiy movement Dislurbance degree At any time during Al pedestrian crossings, access Sub District Chilo Local Govenment Sub Ditt Cilldlsturbance construcUon phase routes along project argnment vlage chief Level 11 rige chief
14. Archaeologica'historktal Damage/disturb cuitural resources Any tirme during excavation works Al excavation site Sie Enghneer Provitic Archtooo Conuactordieturbpnce gicl servfce
WUIKar-*u~
7 SOCIAL IMPACT MANAGEMENT AND MONITORING
7.1 Proposed Year I Projects
Minimal social impacts, as measured by the number of people displaced or the need for relocationor resettlement, have been identified for the proposed year 1 projects. The screening and designcriteria for these initial projects specifically included thesc concmrns, and unavoidable impacts areaddressed in the environmental management and monitoring plans prepared for each year 1 project.
A primary form of impact management for these initial projects will be cash compensation for theestimated 7.5 hectares of additional ROW areas. Prelirninary estimates of ROW land and buildingcompensation costs have been prepared for project appraisal. Actual costs will need to be determinedbased on mapping surveys, consultations and negotiations to be conducted by concemed localgovernment agencies.
7.1.1 Cirebon Bypass.
As a pilot AMDAL project, detailed social impact studies were conducted for the Cirebon bypass dueto the extent of residential and commercial development bordering this alignment. These activitiesincluded the preliminary mapping and identification of 371 existing structures within the originallyproposed 38 m ROW with socio-economic and perception surveys completed for the 131 familiesresiding in this area. These survey findings indicate that:
• nearness to work was the main reason for living along the bypass (81% of 131 respondents);• most households have lived in this ROW area for over 20 years (44%);- most households have land ownership/hak milik rights (67%);• most households are aware of the project (82%);- nearly all support it (97%) if compensation is based on market value; and- most would move back to their properties outside of new ROW (80%), though 20% would
move to another place if a nearby resettlement area was made available.
These survey results and 1: 1,000 scale base maps have been compiled in the resettlement action planprepared for the Cirebon bypass. As a pilot project, the study methods, results and recommendationsfor the Cirebon bypass will have general SURIP application. As a means of impact management,subsequent design changes reduced the proposed number of lanes from 6 to 4, and the correspondingROW required from 38 m to 22 m. These design changes will serve to minimize the social imnpactsof ROW land acquisition for this sensitive project. Current land acquisition procedures for thisproposed road project are provided in Figure 6, while Figure 7 provides an indicative schedule ofthese pre-construction activities.
7.2 Potential Later Year Projects
Most ROW areas for later year projects have not been acquired and these ROW requirements mayinvolve more significant social impacts and resettement issues. Preliminary project descriptions andinitial social impact reviews will be provided to the World Bank as part of project appraisaldocuments. Each of these projects will be subject to further social impact reviews and approvals inaccordance with GOI and World Bank requirements.
In compliance with World Bank OD 4.30, resettlement action plans would be prepared by BINKOTfor any proposed projects where displacment is unavoidable. These plans will detail projectrequirements and time-bound procedures for land acquisition and resettlement, consultation, propertyand building surveys, building demolition and restoration, available compensation and resettlementalternatives, and all monitoring and evaluation activities. SURIP funding of these later year projects
Figure 6Land Acquisition Procedure for Road Projects as Currently
Practiced by Cirebon Kotamadya and Kabupaten
1.5 nv,Ms De*ff" ib ci Esba... i bid mid bwdkig wj Jbrd b
Fig he IictvemdN .S ahdul fSRPPeosrcinAtvte.CrbnBps
. aroi -y ,a I6Pa
memitmi U UPmS. usay mid mappd _ ng
2. bualgs rsrmet (-datan
a. Laid cunpauilon mgoIgIUIwu pre m g-a
9. 1- 1id aid mail camp..uA,Ba
10. ruut.ot dactad reuldrt. uld ~ ~ ~ ~ ~ ~ LeM c Dere
Lard a= I
12 ~ i rlaidh acpiiain Ipor _tI
Cash F ea*I..
Figure 7 Indicative Schedule of SURIP Preconstruction Activities, Cirebon Bypasslih ~~~ACTIVITIE I= I-=-5 ~ -
_~~~~~~~~~~~~~~~~m oLIm. I rmF jL I rOet., TNov. Ar.
l. R_con_t for MM ncuffo fm Wil k .
z Qt POVoz "srw&kAcn Bqi 3. h mcn tvil od bnoto W"|dd _bte
4. mu wflndpmod plqct RonRoN
S. (od in ( . site imnprviwnwf etc.'7. nKtqad (adi-)a
9. of da aind I omp_ns _on
10. Tr d _dd 0 * _from ROW._
11 P d l0d e4qb rqxlgt**B
12 dm g _m _.umio fe
Straregic Urba Road Iqr=mmtre ProjeaSummaty E 1io = ASSsssMe 27
will be conditional on the Bank's approval of these resettlement action plans, and full documentationof all land acquisition and resettlement activities.
7.2.1 Land Acquisition Procedures.
Recent reports3, local consultations, and household surveys along the Cirebon Bypass all indicate thatcash compensation as opposed to fonnal resettlement, will generally be the prefered option for landand building acquired for ROW areas. The GOI's land acquisition and compensation procedures tobe applied under SURIP are currently governed by Presidential Decree No. 55 of 1993 (Keppres5511993)4, which stipulate that community consultations ("musyawarah") will be conducted to reachagreement on the form and amount of compensation, and that alternative fonns of compensation willbe made available. Additional measures to limit the social impacts of ROW land acquisitionrequirements for later year projects are provided for under Keppres 55/1993. and include:
* land acquisition must now be linked to a spatial plan;* improved basis for determining the amount of compensation;* possible forms of compensation can include options of cash compensation, substitute land,
resettlement, a combination of these three or other forms of agreed compensation;* more equitable procedures that allow for dispute settlement and further appeal procedures
beyond the level of the Provincial Governors; and* land owners can take their disputes to an administrative court if official procedures are not
followed.
According to Keppres 55/1993, the monetary value of land compensation will be based on currentprices, with consideration of the sales value of tax object (Nilai Jual Obyek Pajak, NJOP). Existingsite improvements and buildings are separately valued according to rates established by the provincialoffices of the Directorate General of Human Settlements (Dinas Cipta Karya). Grievance proceduresfor dispute settlement, administrative and legal appeals are provided for under Keppres 55/1993.
Based on draft reports of the Bank's Resident Staff in Indonesia5, these current GOI proceduresprovide a framework for land acquisition that is compatible with World Bank resettlement policies(OD 4.30). The principle objective of these of these policies is to ensure that those displaced by aprojcct should be at least as well off, if not better off, than they would have been without the project.
7.3 Resettlement Principles of the SURIP Program
In line with GOI reguations and World Bank policies, the resettlement principles that will guide theSURIP program are:
* projects will be selected and designed in a manmer that will avoid or minimize resettlement;* compensation for land areas acquired for project ROWs will be valued at replacement costs,
with consideration of the sales value of the tax object (NJOP) and local surveys to beconducted during the preparation of each resettlement action plan;
3 H. Indro Djarwo. Dra Finl Repa. Land Acqusti and Resetement Projea Nbrth Java Road Improvewme Pavjea(NJJAP). Replc fldni, MMust of Pblic Worb. Decre Gral of Highways. Aug1995.
4 7he operational directie ofKeppres 5a1993 is Regulationofhe Minster ofSaxeforAgrarian Affairs/ainran oftheNotonal Land Agency No. 1/1994.
5 Collier. Wdliam L and Kabud Soanto. Narrvwg the Poicy - Pracc Gaps: Land Acquisition.Co sato andInwlntary Rese,neforUrban_ IfaumPureojec tsinndena. DraftRapo WorldBankRednStaff inIndonsa Enirm al and Socia InWaG Uni Decembr 1993.
Stawegic Urban Road b yimSa= ProjeaSummary Envionmental Assessment 28
* the compensation value of project affected buildings and site improverents will be calculatedat replacement costs according to provisions of the respective resettlement action plan.
* displaced families will be allowed to retain existing building materials and relocationassistance will be provided;
* as needed, resettlement sites will have sufficient infrastructure and public facilities;* assistance will be provided to support livelihood activities at the new site; and* consultations will be held with the displaced families prior to resettlement.
These general principles will be defined in accordance with Keppres 55(1993 as loan agreementsduring project appraisal and further developed in the form of an operational manual during follow-up,project preparation activities.
7.4 Institutional Responsibilities
Institutional, implementation and monitoring responsibilities will be clearly defined in the resettlementaction plans that will be prepared for SURIP projects involving social displacement. Under WorldBank policies (OD 4.30). the responsibility for land acquisition and resettlement rests with the GOI.In accordance with Keppres 55/1993. this responsibility is placed under local government authoritiesand the currently proposed projects will directly involve 12 different local governments in threeprovinces. The GOI will accord priority to the allocation of sufficient funds for the purpose ofacquiring ROW and any resettlement requirements of the project. For projects that have substantialROW requirements, Keppres 55/1993 also stipulates that a Land Procurement Team will be formedto facilitate the land acquisition process, and these teams will include the:
• FHead of Kabupaten or Kotamadya;* Head of Kabupaten or Kotamadya Land Office;* Head of Land and Building Tax Agency;* Head of the local government agency in charge of buildings;* Head of the local govermnent agency in charge of agriculture;* Sub District Head (Camat);* Head of Village (Lurah);* Assistant to the Local Goverrnment Secretary in charge of Public Administration or Head of
Public Administration at the Office of the Governor (Bupati)ICity Mayor (Walikota), assecretary I;
* Head of Section at the Kabupaten or Kotamadya Land Office, as secretary II; and* Concerned Project Manager (Pinpro).
Documentation of all land acquisition activities will be provided to the provincial agrarian office,Office of the Governor or Mayor according to project jurisdiction. For monitoring purposes, eachproject manager (Pinpro) will be required to maintain a complete set of these documents. to includecadastral maps, physical descriptions of house locations and building type, owners' name, tenurestatus, and evidence of payment. Summary reports of all land acquisition activities will be providedto the BINKOT Section AMDAL to support their central role in project monitoring. Draft terms ofreference for the SURIEP general consultant will be presented at project appraisal and wfil includespecific project monitoring and information management responsibilities.
Srnegic Urban Road Infrscrh e ProjectSummary Environmental Assessment 29
8 LOCAL CONSULTATION AND PARTICIPATION
8.1 Program Preparation Activities
Local consultations have bcen conducted within the Indonesian political and cultural framework,which typically involves two stages of consultations - preliminary. project development consultationsat an inter-agency, local government level; followed by community consultations ("musyawarah")which are conducted by local officials. During the course of program preparation and field surveys.extensive meetings and consultations were held with local officials and governmemnt departments todiscuss the rationale and current status of each project. These consultations have included city.district and provincial government officials; representatives of concerned planning and public worksdepartments; project managers (Pinpros) of each area; members of local land procurementconmnittees, and officials of related transport sectors (railways, ports, bus terminals). A summarylist of projcct contacts is provided in Annex 2. During these initial assessments and preparaLion ofthe AMDAL documents for year I projects, informal discussions were also held with residents andbusinesses located along each alignment. Thie proposed year 1 projects involve the completion ofactivities that have been in progress for several years, but the participants and outcome of previouscommunity meetings and consultations were not recorded.
The proposed projects have a high level of local govermnent support and compliment on-goinginitiatives and transport planning measures to divert heavy vehicle, through traffic outside ofcongested urban areas. Residents and businesses located along the road alignments are generallyaware of the proposed projects from information provided to them by local officials and projectmanagers. Project ROW requirements. compensation values for affected land and building areas.and availibility of local budgets to fund ROW costs were the primary environmental issues raisedduring these program preparation consultations. Based on available reports, such issues are commonfor road capacity expansion projects along the North Java Transport Corridor. These sensitive issuesremain to be resolved and will need to be fully addressed as part of the follow-up activities, projectappraisal documents and project-specific resettlement action plans. During the eight month programpreparation period covered by this report, no opposition to the proposed projects has been noted orreported other than the identified concern for land compensation based on market values.
Cireboo Bypass: As a formal means of consulting local residents on resettlement issues, detailedsocio-economic/perception surveys were conducted for 131 households along the Cirebon Bypass thatcould be affected by the project. The number of residents -.id businesses identified in these surveyscontributed to design changes that reduced the proposed ROW width from 38 to 22 meters tominimize the number of residents and businesses that would be displaced.
These survey results indicate that most respondents (82%) l'xve been infonned of the project by localofficials and nearly all (97%) support it if compensation or their affected properties is based onmarket value. Cash compensation is the preferred altmrnative (80%), although 20% of therespondents reported that they would be willing to move if . nearby resettlement area was available.Three possible sites were identified in subsequent discussions with the city government of Cirebon,including counmercial areas within the new bus terminal located along the bypass and two othernearby areas for residential and commercial use.
8.2 Follow-up Activities
The Summary Environmental Assessment addresses program preparation activities completed overan eight month period, involving a full time expatriate and Indonesian environmental team. Localconsultations are scheduled to continue during subsequent programn preparation activities to addressproject-specific issues of ROW status, land and building valuation, compensation altematives andavailability of local budgets. Follow-up impact studies for future projects are part of the
programmatic appraisal procedure agreed to between the Bank and BINI; NT and will be included fcrfuinding under SURIP.
Thcse follow-up activities will include the preparation of detailed environrnental impac assessments(ANDAL studies) and resettlement action plans, which will involve and document more extensivelocal consultations and participation. Current GOI regulations (PP 51/1993) rtquires that the publicis informed of all project activities that requirc an ANDAL study and recommends the representationof local comununities and nor-goverunent organiz'tions on the AMDAL commissions responsible forproject reviews. To address unavoidable social impacts, consultation and community participationare an integral part of land acquisition procedures under Keppres 55/1993 and are required underWorld Bank OD 4.30.
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