Ecrl EIA Executive-Summary PDF
Ecrl EIA Executive-Summary PDF
Ecrl EIA Executive-Summary PDF
VOLUME 1 :
EXECUTIVE SUMMARY & RINGKASAN EKSEKUTIF
Prepared by :
March 2017
EAST COAST RAIL LINK PROJECT
INTRODUCTION
1. The East Coast Rail Link (hereinafter known as “The ECRL” or the Project”)
involves the construction of a rail link from Wakaf Bahru in Kelantan to the
Integrated Transport Terminal (ITT) in Gombak, Selangor (Figure ES-1).
The ECRL traverses Kelantan, Terengganu and Pahang (Table ES-1) and
passes near major towns such as Wakaf Bharu, Kota Bharu, Kuala Besut,
Kuala Terengganu, Dungun, Chukai, Kuantan, Gambang, Maran, Mentakab
and Bentong, before crossing under the Main Range into Selangor. In
addition to the main line, there will also be six spur lines.
2. The East Coast Rail Link (ECRL) is a vital national infrastructure that is
expected to stimulate growth and help bridge the economic gap between
the East and West Coasts of Peninsular Malaysia. The ECRL will strengthen
connectivity of State capitals, major urban centres and industrial clusters,
sea and inland ports, airports and tourism zones; and enhance transport
accessibility of the people in the East Coast. The ECRL will increase freight
transport capacity between the East Coast and West Coast; and within the
East Coast, facilitate increased trade and more efficient logistics.
3. The ECRL supports the aspirations of many national and state plans and
policies. It represents the culmination of transport policies laid down in the
National Physical Plans 1, 2 and 3 as well as the State Structure Plans of
Kelantan, Terengganu, Pahang and Selangor. The ECRL is a key
infrastructure in the East Coast Economic Region (ECER) Master Plan,
which aims to accelerate economic growth in the East Coast. The ECRL also
represents fulfilment of the strategic objective of the National Land Public
Transport Master Plan for Peninsular Malaysia, that is to ensure that the
nation is physically well-connected and the rural and inter-city connectivity
is enhanced.
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EXECUTIVE SUMMARY
4. The Project Proponent is Malaysia Rail Link Sdn Bhd (MRL), a company
wholly owned by the Ministry of Finance Malaysia.
TERMS OF REFERENCE
STATEMENT OF NEED
8. The ECRL is expected to stimulate the economy of the East Coast Economic
Region (ECER) and help balance the economic development between the
East and West Coasts, specifically between the ECER and the Greater Klang
Valley (GKV). The disparity in development of the ECER and GKV is
apparent, where the Gross Domestic Product (GDP) of the GKV in 2010 was
RM 215.9 billion, or four times the GDP of the ECER at RM 49.6 billion,
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EXECUTIVE SUMMARY
although the land area of the ECER is eight times larger than that of the
GKV. The ECER also lags behind in development and economic growth
compared to the nation as a whole.
10. The ECRL will increase freight transport capacity between the East Coast
and West Coast, and within the East Coast, facilitating increased trade and
more efficient logistics. The ECRL will also increase freight transport
capacity and trans-shipment between inland areas and Kuantan Port,
enabling economic development in the hinterland. ECRL line between
Kertih and Kuantan will serve the market for the movement of containers
and commodities including steel and polyethylene between Kuantan Port,
Kemaman Port and Kertih. Similarly, iron ore and other commodities from
the interior regions can be more efficiently transported to ports.
11. The ECRL will serve the high demand for passenger service between Kuala
Lumpur and Kota Bharu. Passenger services will also be enhanced with the
links to the bus and LRT services at the ITT Gombak. The ECRL will
provide direct connectivity between the East Coast and Kuala Lumpur, as
opposed to the existing circuitous railway route via Gemas. This direct
connection will shorten the journey from Kuala Lumpur to Wakaf Bharu to
4 hours, much faster than the 15 hours on the existing route via Gemas.
12. The ECRL will bring about benefits not only to passenger and freight
movement within the East Coast but also link the region with the rest of
Peninsular Malaysia by means of an efficient rail network system. The ECRL
is expected to bring about significant development benefits to the East Coast
of Peninsular Malaysia as well as the rest of the nation.
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EXECUTIVE SUMMARY
PROJECT OPTIONS
13. Various alignment options were identified and evaluated in the process of
selecting the optimum alignment for the ECRL. The options varied
according to the physical characteristics, socio-economic constraints and
transport network design requirements. In addition to the alignment
options, options for the type of railway gauge were also considered.
15. The various options for alignment, railway gauge and traction system
during the Feasibility Study were evaluated through multi-criteria
evaluation process and consultation with government agencies and other
interested parties.
16. The Standard Gauge via Bentong option was eventually selected as the
preferred alignment and this was endorsed by the National Economic
Council in February 2013. The main factors for the selection of the Bentong
standard gauge option were:
• The Bentong option will provide a direct route to the Klang Valley
and shorten the journey by 2 hours compared to the Gemas route.
• The higher ridership of the Bentong option will result in higher
passenger revenue.
• The Bentong option will create the highest employment
opportunities among the four options considered.
• The standard gauge would enable higher operating speeds, more
stability and wider options of rolling stock from international
suppliers as the standard gauge is more widely used globally.
18. Two traction system options were considered, namely electric and diesel
traction systems. The electric traction system was the preferred option for
passenger trains, while the traction system for freight trains was for either
electric or diesel options.
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EXECUTIVE SUMMARY
19. The next stage of planning and design commenced in November 2016 to
improve the design based on more detailed data and technical criteria such
as (geometry, constructability, social and environmental constraints) as well
as the preferences and requirements of the State governments.
21. In addition to alignment options, design options for hilly terrain and low-
lying areas were also evaluated. The construction of 19 tunnels to reduce hill
cutting and avoid fragmentation of forests and wildlife habitats as well as
over 70km of elevated tracks to reduce flood risk represents a major
investment on the part of MRL.
PROJECT DESCRIPTION
22. The ECRL will be an electrified single track railway line built on a double
track formation, approximately 532.3 km for the main line with another 65.9
km of spur lines (Table ES-2). About 16.5% of the alignment will be
elevated. The ECRL will have 23 stations.
Description Length/Quantity
Elevated 88.0km
Passenger 12
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EXECUTIVE SUMMARY
Alignment
23. The alignment is divided into six main segments for ease of description :
• Segment 1 : Kelantan
• Segment 2 : Terengganu North (MD Besut – MD Setiu –
MD Kuala Nerus - MB Kuala Terengganu)
• Segment 3 : Terengganu South (MD Marang – MP Dungun –
MP Kemaman)
• Segment 4 : Pahang East (MP Kuantan – MD Maran)
• Segment 5 : Pahang West (MP Temerloh – MP Bentong)
• Segment 6 : Selangor
MD – Majlis Daerah, MP – Majlis Perbandaran
Segment 1 : Kelantan
24. The alignment starts at the Wakaf Bharu Station and moves southwest
through Pasir Mas before turning east and crossing Sg. Kelantan. It then
comes to the Kota Bharu Station and continues east, passing Kota Bharu on
its left. After entering Bachok district, the alignment turns southeast and
passes agricultural land before it comes to the Jelawat Station. The
alignment continues southeast through Bachok and Pasir Puteh, passing
through sparsely populated areas before arriving at the Tok Bali Station,
located about 5 km north of the Royal Malaysian Air Force base at Gong
Kedak (Figure ES-2).
25. From the Kelantan – Terengganu state border, the alignment traverses in a
south-easterly direction passing through mostly agricultural land. It crosses
Sg. Besut and several roads, namely Jalan Kuala Besut, Jalan Kampung Raja
and Jalan Masjid, all within the Besut district before reaching the Kampung
Raja station about 5 km south of Kuala Besut.
26. The alignment then continues southeast through mostly agricultural land
and enters the Setiu district where the Penarik Station is located. The
alignment continues southeast, passing densely populated areas in Batu
Rakit and Kuala Nerus before turning south and coming to the Kuala
Terengganu Station, which is about 3 km southwest of the Sultan Mahmud
Airport and 8 km northwest of Kuala Terengganu town (Figure ES-3).
27. After Kuala Terengganu, the alignment crosses Sg Terengganu and enters
the Marang district. It passes through populated and agricultural land
before coming to the Kuala Telemong Station, near Bukit Payung. The
alignment then continues to the Pengkalan Berangan Station, which is near
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EXECUTIVE SUMMARY
the future Silica Valley development. After that, the alignment passes
through mostly agricultural land in southern Marang district and heads
south to the Dungun Station near Kuala Dungun. The inland spur line from
Bukit Besi meets the main alignment here. As the alignment continues south
of Kerteh, the alignment will run on the existing Petronas-owned Kerteh-
Kuantan Port railway corridor which will be rehabilitated and upgraded. A
provisional spur line to the Kerteh industrial area starts from south of the
Dungun Station.
28. After leaving Dungun district, the alignment enters Kemaman district and
continues south to the Kemasik Station. The alignment then heads to the
Chukai Station, where a 7.7km spur line will go to the Kemaman Port. The
alignment crosses Sg. Kemaman before heading south to Pahang (Figure
ES-4).
29. As the alignment enters Pahang along the existing Kerteh-Kuantan Port
railway corridor, it comes to the Cherating Station. It then continues south
through mostly agricultural land before coming to the Kuantan Port City
Station near the Gebeng Industrial Estate, where a spur line heads to
Kuantan Port. A short distance after the Kuantan Port City Station, the
existing Kerteh-Kuantan Port railway corridor ends and the alignment then
heads southwest on a new corridor, reaching the Kuantan Port City (KPC)
Depot.
30. After the KPC depot, the alignment heads southwest and runs alongside the
TNB transmission line before coming to the KotaSAS Station. There will be a
5.8km spur line to Kuantan Sentral. The alignment then continues
southwest, crosses Sg Kuantan and passes Felda Sg. Pancing Timur, skirting
2.5km north of Sultan Ahmad Shah Airport. The alignment continues in a
southwest direction and comes to the Gambang Station, located near the
East Coast Expressway. The alignment continues west, generally following
the Federal Route 2 before reaching the Maran Station about 10 km west of
Maran town (Figure ES-5).
31. The alignment continues west to Temerloh district where it crosses Sg.
Pahang before arriving at the Mentakab Station, near the Temerloh
Industrial Area, where a short spur line provides interconnection to the
KTMB Tumpat-Gemas railway. The alignment continues west, passing
through mostly agricultural land, before crossing the East Coast Expressway
and arriving at the Bentong Station near the Bentong Barat exit of the East
Coast Expressway (Figure ES-6). The alignment then heads in a southwest
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EXECUTIVE SUMMARY
direction through the hilly terrain of Bukit Tinggi and enters the 17.8km
long Genting tunnel, crossing under the Main Range towards Selangor.
Segment 6 : Selangor
32. The ECRL alignment tunnels through the Main Range, roughly following
the East Coast Expressway alignment, and exits the tunnel in northern
Gombak before turning south along edge of the Sg. Gombak valley, where
the provisional Gombak North station is proposed. The alignment then
crosses Jalan Gombak and then the Middle Ring Road 2 and ends at the ITT
Gombak Station (Figure ES-7). The Selangor portion of the ECRL alignment
is 16.7km long.
Spur Lines
33. There will be six spur lines along the ECRL alignment (Table ES-3).
Length
No. Location Description
(km)
Spur line branches off from main line at Dungun station and
1 Bukit Besi 25.2
heads westward to Bukit Besi to enable transport of iron ore.
Provisional spur line branches off from main line on existing
2 Kerteh 10.8 Petronas railway corridor heading to Kerteh industrial area
for freight transport.
Spur line branches off the main line and heads eastward to
3 Chukai 7.7
Kemaman Port for freight transport.
Spur line branches near KPC station and heads towards
Kuantan
4 10.2 Kuantan Port for freight transport. Within Kuantan Port,
Port City
another spur line branches off towards the wharf area.
Kuantan This spur line will connect to the Kuantan Sentral transport
5 5.8
Sentral terminal for passenger movement.
Double spur lines branch off from main line at Mentakab
6 Mentakab 6.2 station to link existing KTMB Tumpat-Gemas railway line to
enable transport of freight from KTMB railway to ECRL.
Stations
34. The ECRL will have 23 stations (Table ES-4). Of these, 12 will be passenger
stations, 2 freight stations and 9 mixed passenger and freight stations.
35. Three stations will serve as interchange stations, i.e. enabling transfer of
passenger and/or goods between the ECRL and other existing transport
modes. The three interchange stations are:
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EXECUTIVE SUMMARY
• Wakaf Bharu – Passenger & freight transfer with existing KTMB Gemas-
Tumpat line.
• Mentakab – Freight transfer with existing KTMB Gemas-Tumpat line.
• ITT Gombak – Passenger transfer with Kelana Jaya LRT.
36. The ECRL will have 19 tunnels with a total length of 48.5km to minimise
earth cutting, to ensure integrity of wildlife habitats and to ensure the
gradient along the ECRL alignment is not be greater than 0.9%. The longest
tunnel will be the 17.8 km Genting tunnel. The other tunnels range from
0.65km – 4.96 km.
37. There will be a total of 80 bridges along the ECRL. Some of the bridges,
crossing Sg. Kelantan, Sg. Terengganu, Sg. Dungun, Sg. Kemaman and Sg.
Pahang will be over 300 m long.
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EXECUTIVE SUMMARY
38. The Kuantan Port City (KPC) Depot, which will be located near the Kuantan
Port City Station, will be equipped to deliver all levels of maintenance,
including heavy maintenance, as well as being the Operational Control
Centre for the ECRL. The main functions of the KPC Depot will be:
• Management of rolling stock maintenance.
• Operation management of locomotives, wagons and EMUs.
• Freight locomotives, EMU & wagon stabling.
• Freight locomotives body washing.
• Freight locomotives routine inspection, servicing & cleaning.
• Maintenance for locomotives, EMUs & wagons.
• Storage for spare parts, components & materials.
39. The Wakaf Baru Yard and ITT Gombak Yard will each have the same
functions namely for stabling, interior cleaning, body washing, routine
inspection, servicing and temporary repair of EMUs. Mentakab Locomotive
yard will have two main functions namely locomotive stabling and
locomotive routine inspection and servicing.
42. Freight trains, which will have up to 45 wagons, will be powered by electric
locomotives, having 3500t traction power and design speed of 80km/h. The
main wagons that will be used are open top box cars, closed box cars, tanker
wagons and flat-bed wagons.
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EXECUTIVE SUMMARY
43. The trackworks will be designed for a speed of 160 km/h for passenger
trains and 80 km/h for freight trains. The maximum axle load will be 25
tonnes and the rails will generally be continuously welded. Ballasted track
will be adopted for the majority of the main line. However, at some
locations (e.g. Genting Tunnel), low vibration ballastless track may be used.
44. The electric power supply for all railway facilities will be sourced from the
nearest 132kV consumer bulk supply system. Dedicated 11/0.4kV
substations will be installed at each station to cater for communications,
signals loads and its facilities. For crucial systems such as communications,
signals equipment, fire equipment and emergency lighting, a second totally
independent source of power supply will be provided. Traction power
supply for the trains will be fed from the 132kV TNB stations to traction
power substations. The incoming 132 kV supply will be converted to AC
25kV and connected to the Overhead Catenary System.
45. The ECRL Operation Control Centre (OCC) will be established within the
Kuantan Port City Depot, which is roughly at the centre of the ECRL
alignment. The OCC will ensure the efficiency of the transport along the
railway. Its major components will be Operation Dispatching Management,
Centralised Traffic Control and a Power Supervisory Control and Data
Acquisition system. All systems and subsystems will, wherever possible, be
provided with duplicated and back-up facilities to ensure that the railway
can continue to function at all times.
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EXECUTIVE SUMMARY
46. The key activities related to construction and operations of the ECRL
include the following activities (Table ES-5).
Stage Activities
Pre-Construction • Land acquisition
• Utilities relocation
Construction • Site clearing
• Labour camps and site offices
• Access roads
• Earthworks and embankment construction
• Railway bridge and viaduct construction
• Tunnel construction
• Station construction
• Installation of railway tracks and systems
Operation • Train operations
• Station operations
• Depot operations
Land Acquisition
47. In areas where the alignment passes through private land and property,
land acquisition will be required to secure the right-of-way for the railway
tracks, railway reserve, stations, depots and maintenance facilities. It is
estimated that a total of 8,699 lots of land (or parts of it) will be affected
(Table ES-6). 54% of the land required for the Project will be state land
while 46% will be private land. The land acquisition will be handled by the
respective Pejabat Tanah & Galian of each state.
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EXECUTIVE SUMMARY
Utilities relocation
48. Before the construction begins, relocation of utilities will be carried out.
Utilities located along the alignment will be detected and piloted. The types
of utilities include electricity transmission line, water and sewer mains,
electrical cables, telecommunication cables, gas pipes and other surface and
underground utility lines. Certain roads and junctions and irrigation
infrastructure may also need to be realigned and reconfigured to
accommodate the railway.
49. Labour camps and site offices will be established at various locations along
the alignment, depending on the phasing and intensity of the construction.
Site Clearing
50. Site clearing and earthwork will be carried out for the rail alignment, station
and depots. Site clearing will involve the removal of trees and shrubs and
vegetation within the Project boundary by means of bulldozers or
equivalent machinery. Major earthworks will be carried out at certain
location in order to achieve the platform level. Fill material will be
transported from the designated borrow areas and unsuitable material will
be disposed at approved dumping sites.
Embankment Construction
51. Most of ECRL alignment will be built on earth embankment. The unsuitable
subsoil will be excavated and replaced with compacted suitable fill that will
provide a stronger foundation for the railway track. Embankment or
retaining walls will be built either side of the track. The ballast will then be
laid on the track foundation.
52. For some high embankments, stone columns will be used as ground
treatment if the combination of temporary surcharge and geotextile basal
reinforcement is not viable. The presence of stone columns creates a
composite material of lower compressibility and higher shear strength than
the in-situ soft clay. Certain roads and junctions and irrigation
infrastructure may also need to be realigned and reconfigured to
accommodate the embankments.
53. Post-tensioned or pre-tensioned precast beams will be used for the viaduct
superstructure construction. About 88.8 km of the alignment will be
elevated at urbanised locations, flood prone areas and at areas with
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EXECUTIVE SUMMARY
55. The span decks will be erected on a span-by-span basis, using cranes. The
beams will be transported to the construction site and later lifted into
position using cranes. After the beam has been positioned onto the bearing,
cast in-place deck slab will be done using formwork.
Tunnel Construction
56. Two tunneling methods, namely the New Austrian Tunnelling Method and
the Tunnel Boring Machine, are expected to be used. The method will
depend on the geological conditions at the site and will be determined
during the detailed design stage. In addition to the geology, specific
conditions such as tunnel length and cross section acutely influence the
choice of the tunneling method.
57. Most of the tunnels will be constructed using the New Austrian Tunnelling
Method. This drill and blast method involves drilling of blast holes,
charging, ignition, mucking and scaling. The blast material will be
transported out via trucks and suitable material will be used for other
construction. After removal of blast material, scaling will be carried out to
bring down potentially unstable blocks of rock around the tunnel and to
prepare the rock surface for shotcreting and tunnel lining.
Station Construction
58. The construction of station will involve the demolition of existing structures,
preparatory earthworks, foundation and substructure works, superstructure
works and utility works. Earthworks will be carried out either cutting or
filling to achieve the design platform levels. At areas where imported earth
is required, dump trucks will bring in the material where bulldozers spread
the earth which will then be compated by rollers to the required density.
59. Ground treatment works will be carried out at areas where required and the
foundation works will include piling. The main structure will be
constructed using steel beams and the building frame. Steel beams and
columns will be delivered to site from the casting factory and installed at the
site. The floor shall be concrete slab and will be cast from concrete delivered
to the site.
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EXECUTIVE SUMMARY
60. After the earthworks and civil and structural works for the alignment have
been completed, the railway tracks and systems for control and signalling
will be installed. The trackworks system covers the track network that
provides support and guidance to the rolling stock, including the major
elements such as rails, rail fastenings, sleepers and ballast. The system will
ensure safe train separation functionality and allows the trains to travel at
maximum consistent speed safely. After the installation of these
components, testing and commissioning will be carried out.
ECRL Operation
61. During the operation of the ECRL, trains will be running at regular
intervals. The train operations will consist of passenger trains operating at
160 km/h and freight trains operating at 80 km/h. At passenger stations,
the typical activities will occur, such as retail, pick-up and drop-off of
passengers, with the associated road traffic connecting to the stations. At
freight stations, cargo in various forms will be transported and transferred.
Ridership
62. The ridership for the ECRL (Table ES-7) has been estimated based on
population, employment, GDP, transit times – railway/highway, tariff, cost
of highway transport, value of travel time and upgrade plans for highway.
In 2024, when the ECRL commences operations, there will be seven daily
passenger train departures from ITT Gombak, one running to KotaSAS, two
running to Kuala Terengganu, and four running to Wakaf Baru. Passenger
service will operate between 5am – 1am.
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EXECUTIVE SUMMARY
Freight Operations
63. Freight trains, which will have up to 45 wagons, will operate 22.5 hours per
day, 7 days per week. In 2024, the heaviest traffic demand is forecast to be
on the Maran-Kuantan Port City section (Table ES-8). There will be 25 trains
each day.
Table ES-8 : Freight Operation Pairs during Study Years (Trains Per day)
64. The type of goods to be carried by the freight trains include containers, coal,
cement, steel, rubber, polyethylene and palm biomass (Table ES-9), which
may be transported in various forms such as containers, packages, dry bulk
and liquid bulk.
Freight Traffic
Commodity 2030 2040
(Million Tonnes) (Million Tonnes)
Export / Import Containers 18.94 21.46
Iron Ore 8.38 7.97
Coal 2.00 3.50
Cement 0.33 3.33
Steel Industry 0.50 0.50
Rubber (containers) 0.47 0.63
Polyethylene 0.66 0.69
Palm Biomass 6.00 6.00
Total 37.28 44.08
Source : MRL Railway Scheme
65. Construction of the ECRL will commence in July 2017. The construction of
the Bentong to the Genting Tunnel segment will start first. Construction is
expected to take 7 years. Testing and commissioning will begin in 2023 and
the ECRL is expected to be operational in 2024.
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EXECUTIVE SUMMARY
EXISTING ENVIRONMENT
Terrain
66. The ECRL traverses a range of terrain – from low lying areas in Kelantan to
the hilly areas in Pahang and Selangor (Figure ES-8a & Figure ES-8b). In
Kelantan and northern Terengganu, the alignment traverses flat and low-
lying areas with elevations less than 10m. As it approaches Kuala
Terengganu, the alignment skirts around sporadic hills. The slopes are
mostly within Class I (0ᵒ - 15ᵒ).
67. As the alignment moves into the Dungun district, the terrain is still mostly
flat except for two locations at Bukit Bauk and Paka where tunneling is
required. The slopes along the alignment here are mixed, with mostly Class
I slopes with sporadic Class II (16ᵒ – 25ᵒ) and Class III (25ᵒ – 35ᵒ) slope areas.
68. As the alignment enters Pahang, it passes through relatively flat areas in
Cherating up to the Gebeng Industrial Area. After that, the terrain is mostly
undulating as the alignment traverses Kuantan and Maran districts. There
will be several tunnels at this stretch to avoid cutting the hills. The areas
traversed by the alignment are mostly Class I slopes. The stretch between
Gambang and Maran Station has some Class II and Class III slopes.
70. The alignment in Selangor is undulating to hilly. After exiting the Genting
Tunnel, the alignment traverses on hilly terrain before tunneling through
(2km) another hill near Kg. Sungai Salak. After exiting the 2nd tunnel, the
alignment follows the undulating terrain of the Sg. Gombak valley. The
slopes along the alignment are a mix of Class I, II and III slopes.
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EXECUTIVE SUMMARY
74. The few tunnels near Pengkalan Berangan and south of Kuala Terengganu
will be constructed in granitic terrain. The tunnel north of Dungun will be
on sandstone and phyllite while those south of Dungun will be on granite.
75. In Cherating and Kuantan area, the alignment will be on alluvium while
from Kuantan to Maran, it will be on various types of sedimentary rocks. In
Kuantan, there are also areas where the alignment will be underlain by
Quaternary basalt. The proposed tunnels near Gambang and Maran are
expected to encounter the sedimentary rocks. After Gambang, the alignment
will pass through the Lebir Fault and Lepar Fault.
76. In Pahang West, the alignment will be on the Central Belt geology
comprising of various types of rock i.e. sandstone, siltstone, shale as well as
widespread of volcanics mainly tuff. West of Bentong, granite is the main
rock type. The proposed tunnels near east and west of Bentong are expected
to be in the phyllite but in the western part of Bentong, there will be granite.
77. Major geological lineaments would be the Bentong Raub Suture Zone in
Bentong area. Bukit Tinggi Fault occur in the granite terrain and will be
intersected by the alignment. Granite of Mesozoic age is dominant along the
alignment in Selangor (mostly tunnel) and western most parts in Pahang.
Boreholes drilled in Selangor suggest that the tunnel alignment will be
constructed in granitic bedrock.
Climate
78. The general climate of the Project site is similar to the rest of Peninsular
Malaysia being equatorial with high annual rainfall (2500 mm – 3000 mm)
and relatively uniform high humidity and temperature. The following
monsoon seasons are experienced throughout the year:
(a) Northeast monsoon (November/ early December until March)
(b) Inter-monsoonal or transitional season (April to May)
(c) Southwest monsoon (June to September/ early October)
(d) Inter-monsoonal or transitional season (October to early November)
Kelantan and Terengganu are more affected by the Northeast Monsoon and
experience heavy rainfall in the months of November till January.
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EXECUTIVE SUMMARY
Land Use
79. The ECRL traverses mostly on agricultural and forested land in areas under
the jurisdiction of 20 local authorities. The land use composition in the
ECRL corridor (500m either side of the alignment) is 42% agriculture, 36%
forest, 10% built up and 12% other uses (Table ES -10).
80. The ECRL traverses 27 river basins (Table ES-11) (Figure ES-10a to Figure
ES-10f). In addition to these, the alignment will also cross numerous
tributaries, irrigation canals, earth drains, small streams and ponds.
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EXECUTIVE SUMMARY
82. River water samples collected at 46 locations in the four states showed that
the water quality of the rivers along the ECRL alignment ranges from Class
II to Class III. As most of the rivers along the alignment drain agricultural
land, the main source of pollution is Total Suspended Solids. Organics,
heavy metals and other parameters were at very low levels.
83. The rivers along the alignment are used for a variety of purposes including
for drinking water supply, irrigation water supply, aquaculture and
recreational purposes. There are 8 water intakes and water treatment plants
downstream of the alignment (Table ES-12). In addition to these, there are
also several intake and treatment plants located near but upstream of the
alignment including several tubewells near Wakaf Bahru and Kota Bahru.
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EXECUTIVE SUMMARY
84. The alignment also traverses many irrigation schemes in Kelantan and
Terengganu. These include some important granary areas such as the
Kemasin Semarak IADP and Kemubu IADA in Kelantan and the KETARA
IADA in Terengganu as well as many smaller irrigation schemes.
85. There are aquaculture activities in some rivers along the alignment in
Kelantan, Terengganu and Pahang. In Kelantan, there are fish farms near
the Kemasin Semerak IADA. In Terengganu, fish aquaculture is being
carried out at several areas (e.g. Kg. Pak Kiang Besut, Kg. Fikri and Kg.
Gong Batu) some 7 - 15 km downstream of the alignment. There are also
some floating fish cages along Sg. Terengganu. Similarly, in Pahang, there
are cage fish farming at several locations.
86. There are recreational spots in Pahang that are close to the alignment such
as the Lentang Forest Recreational Park near Sg. Benus. In Selangor, Kem
Alang Sedayu which is a Training Centre is located about 130m from the
alignment. Sg. Gombak is also used by the Orang Asli community.
87. Measurements carried out at 28 locations showed that the air quality is
generally within the Interim I limit of Malaysia Ambient Air Quality
Standard 2013. The PM10 concentrations ranged from 17 - 73 µg/m3 while
the PM2.5 concentrations ranged from 2 - 35 µg/m3. SO2 and Ozone level
were below the detention limit of 5 μg/m³ and 20 ug/m3 respectively at all
locations. NO2 ranged from not detected to 19 ug/m3 while CO ranged
from not detected to 5.7 mg/m³.
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EXECUTIVE SUMMARY
88. 24-hour noise level monitoring, carried out at 38 locations, showed that the
Leq levels ranged from 50.7 – 71.1 dBA (day time) and 44.3 – 65.9 dBA
(night) as governed by existing land use at these locations. Noise levels at
numerous locations exceeded the recommended limits for suburban
residential area (55 dBA for daytime and 45 dBA during nighttime) and
urban residential area (60 dBA during daytime and 50 dBA during
nighttime).
89. Vibration levels, measured at the same 38 locations, ranged from 0.01 mm/s
to 0.96 mm/s depending on time and local activities. Vibration response
curves were typically Curve 4 to 8. The vibration levels measured were well
below level of structural damage concern and within human comfort level
as assessed against limits stipulated in the DOE’s Guidelines.
Ecology
91. The alignment will not directly traverse through any PRFs in Terengganu
North, but will come close to Pak Kancil, Bukit Terendak and Jambu
Bongkok PRFs which comprise of a mixture of habitat types but are mostly
dominated by gelam putih (Melaleuca cajaputi). They are important sites to
conserve the remaining gelam forests in the East Coast. Pak Kancil Forest
Reserve is also part of the CFS1-SL5 secondary linkage, which serves to
connect the Taman Negara Forest Complex to the forests along the east
coast, specifically at the Setiu district.
92. In Terengganu South, the alignment will traverse Bukit Bauk, Kuala Paka
and Kuala Kemaman PRFs. The main line will traverse Bukit Bauk PRF (via
a 900m tunnel) and Kuala Paka Forest Reserve, while the Kemaman
spurline will traverse the eastern part of the Kuala Kemaman PRF.
Additionally, the Bukit Besi spurline will traverse the western sections of
the Bukit Bauk Forest Reserve. Bukit Bauk Forest Reserve is part of the
CFS1-SL4 secondary linkage and is a biodiversity hotspot.
93. In Pahang East, the alignment will traverse through Balok (A), Bukit Galing,
Berkelah and Lepar PRFs, mostly tunnel except for Balok (A). These PRFs,
although have been logged over, contain numerous wildlife including the
Asian elephant and Malayan tapir. The Lepar PRF is an important
component of the CFS2-SL1, which serves to connect the Chini PRF with the
other forest reserves south of Pahang.
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EXECUTIVE SUMMARY
94. In Pahang West, the alignment will traverse Kemasul, Klau (Tambahan) and
Bukit Tinggi PRFs. The Kemasul PRF is considered as a wildlife hotspot due
to the numerous wildlife as well as the high number of human-wildlife
conflicts. In Selangor, the alignment will tunnel through the Hulu Gombak
PRF which is a part of the Selangor Heritage Park.
Socio-economic
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EXECUTIVE SUMMARY
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EXECUTIVE SUMMARY
Pre-construction phase
97. The main potentially significant impacts expected during the pre-
construction phase are related to the following activities:
• Land and property acquisition
• Utilities relocation
98. Land and property acquisition is the main impact during the pre-
construction phase. At this stage, based on the proposed alignment, 8,699
lots (or parts of it) may be affected. The Government is expected to
compensate the affected parties in a fair manner. Nevertheless, people
affected by the acquisition could potentially endure problems such as
disruption to lives and loss of social cohesion.
99. The majority of the stakeholder engagement sessions raised land acquisition
as an important issue. The vital question for all of them is whether they
could be affected by acquisition. Some of the concerns include:
• Not able to relocate to a similar property due to lack of availability or
affordability
• Loss of social cohesion, sense of community and current lifestyle for
long standing communities
• In the case of businesses, there will be potential loss of customers –
particularly businesses that rely on the local neighbourhoods.
100. In the case of land where there is active cultivation, farming may be
disrupted and livelihood may be negatively affected if acquisition leads to
loss of farm lands or reduced size of holdings to make it uneconomic to
continue production. In the case of acquisition of farm lands, it should not
leave farmers with uneconomically plot holdings because it would be
unproductive for them to continue cultivation.
101. In order to minimise impacts from acquisition, MRL will provide early and
adequate information to the affected parties to ensure that they are well-
informed about acquisition process and ensure continuous engagement.
Some of the mitigating measures proposed include:
• Ensure a fair valuation of land or properties that will be acquired.
• Provide due notice, information and assistance to the affected parties,
giving them ample time to make alternative plans and minimise
inconveniences.
• Maintain continuous engagement with the affected parties to address
and attend to any queries to the whole spectrum of acquisition.
102. Before the construction proper begins, affected utilities along the Project
corridor will be relocated or protected. Some of these relocation works may
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EXECUTIVE SUMMARY
cause traffic congestion, soil erosion and pose risks to public safety.
Mitigation measures include having an effective safety management plan
during utilities relocation, relocation of utilities by appropriate method to
minimise threat or risk and traffic management plans.
Construction Phase
103. The potential environmental impacts during the construction phase include
soil erosion and sedimentation from site clearing and earthworks, flooding
due to restriction of waterways, waste and spoil generation from
construction activities, geological risks, increased noise and air pollution
levels, ecological impacts, disruption to traffic, social impacts and issues
related to public safety.
104. The project traverses almost 600km on a variety of terrain. Earthworks will
be a major activity. In flat and low-lying areas, especially in Kelantan and
Terengganu, earth embankment will be built which will require substantial
movement of earth. In undulating and hilly terrain, earth cutting will be a
major activity. Although 19 tunnels will be constructed, hill cutting will
remain as a major activity throughout the alignment. Based on the soil
erosion risk map for Peninsular Malaysia, the erosion risks along the
alignment are as follows :
• Kelantan : Low (Jelawat to Tok Bali) – Moderate (Wakaf Bahru to
Jelawat) erosion risk
• Terengganu North : Majority low erosion risk (Kg. Raja to Kuala
Terengganu) with moderate erosion risk (Kuala Terengganu to
Pengkalan Berangan)
• Terengganu South : Majority low erosion risk (Kerteh and Cherating)
with patches of moderate erosion risk (Dungun and Chukai) and very
high erosion risk (Kemasik)
• Pahang East : Moderate to high erosion risk (KotaSAS and Gambang to
Maran)
• Pahang West : High to very high erosion risk (Maran and Bentong) with
patches of low to moderate erosion risk (Mentakab)
• Selangor : Very high erosion risk (north of Gombak) with moderate –
high erosion risk (ITT Gombak)
105. Calculations along the alignment have shown that erosion rates can be very
high if pollution prevention and mitigation measures (P2M2) are not
implemented. The expected impacts from soil erosion and sedimentation
includes reduced water quality, reduced carrying capacity of rivers,
increased flood risks, reduced efficiency of water treatment plants, reduced
recreational value and reduced aquaculture productivity of impacted water
bodies.
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EXECUTIVE SUMMARY
106. To mitigate soil erosion and sedimentation, Land Pollution Prevention and
Mitigating Measures (LD-P2M2) have been prepared for erosion hotspots
along the alignment. The LD-P2M2 address planning and phasing of works,
surface run-off control, provision of temporary earth drainage system, silt
fence, interceptor drain, berm drain, cascading drain and toe drain. Other
erosion control measures include temporary slope protection, turfing,
compaction and silt traps. Active Treatment System (ATS) may be
considered if sediment discharge is very high and silt traps not able to treat
TSS to 50mg/l or soil analysis results show that the dispersible fine grained
clay contains more than 10% of dispersible material.
107. The other sources of water pollution are sewage and sullage from workers’
camp, waste water from tunneling works, runoff from batching plants,
maintenance of plants and vehicles, and improper discharge or spillage.
Potential water pollution impacts from the Project could affect the water
quality of rivers, surrounding drainage and irrigation canals which the
alignment will cross. The impact on receiving waterways can subsequently
affect sensitive receptors located downstream of the Project alignment.
109. Site clearing, tunnelling, hill cutting and demolition will generate
substantial amount of excess/spoil material. Disposal of excess earth
material has the potential to cause sedimentation, alteration of water bodies
and localised flooding. Some 4.5 million m3 of rocky and other unsuitable
material will be generated from the tunnels and demolition works. It has
been estimated that about 600,000 tonnes of biomass will generated from the
site clearing along the alignment – consisting of forest trees, oil palm trees,
shrubs and bushes and paddy fields.
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EXECUTIVE SUMMARY
110. Where suitable, the tunnel material be reused in the construction works
while the unusable portion will be disposed at approved disposal sites or
landscaped. The process of excavating, transporting and final disposal will
be done systematically and carefully to ensure the residual impacts are
minimal. Biomass generated from the project will be used for temporary
slope protection and left on site to decompose. There will be no open
burning of any forms of waste.
111. There is potential risk of flooding from the construction of the ECRL,
especially in low-lying areas in Kelantan, Terengganu and Pahang due to:
• The hindrance or diversion of floodwaters due to presence of
embankments.
• The presence of buildings (e.g. stations) and structures (e.g. piers) in
the flood path.
• The inadequacy of culverts and bridges.
• Possible conflicts between the ECRL and the existing/ on-going
flood mitigation works.
• Blockage or diversion of drains and streams during construction.
• Increased in surface runoff due to impervious area.
113. Potential hotspots for flooding have been identified and MRL is currently
developing the detail engineering design and flood mitigation measures.
The basic flood mitigation design philosophy that will be adopted is that the
“ECRL will not increase the flood levels after its construction”.
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EXECUTIVE SUMMARY
Engagements will be carried out with JPS and other relevant agencies to
ensure that the design for drainage and flood mitigation fulfills all the
requirements. Options for flood mitigation include :
• Elevated viaducts – will be constructed to cross the floodplain to allow
flood waters to flow relatively unhindered. A total of 71.84 km of
elevated section will be constructed along the alignment. Where
possible, the section of the alignment passing through irrigation canals
will be elevated to avoid disruption to the existing irrigation drainage
system.
• Cross-culverts and balancing culverts – will be constructed at multiple
locations along embankment to enable uninterrupted flow of
floodwaters. A detailed hydraulic study will be carried upon completion
of detailed ground survey (on-going) to determine the exact location
and design of the culverts.
• Bridges – piers of for crossings will be constructed and located as far as
possible from the dominant flow channel to minimise backwater from
occurring. Backwater analysis using cross-section survey data will be
carried out for the design.
• On-site detention storage (OSD) – will be provided at depot,
maintenance base stations, stations and yards. Design of the OSD at each
location will be determined during the detailed design stage.
• Temporary drains – temporary drainage system will be constructed to
accommodate the change in surface runoff.
• Stream crossings – install culverts at stream crossings to allow effective
stream. The culvert will be designed to handle peak runoff.
• Good housekeeping – good practices to ensure that BMPs are
implemented and the drainage system is functioning properly
114. The alignment passes through irrigation schemes and could potentially
impact the irrigation infrastructure (canals, pipelines, pumphouses, tidal
gates) that provide irrigation water to the paddy fields in the granary belt of
Kelantan and Terengganu including the Kemubu Agricultural Development
Authority, Kemasin-Semarak IADA and Northern Terengganu IADA and
other irrigation schemes. The paddy fields in southern Pasir Puteh district
could also be affected by the Project alignment passing through. There are
also new irrigation schemes, such as the Semerak South irrigation scheme,
where pump houses, irrigation canals and pipelines, are being planned,
and/or under construction. A key mitigation measure is to avoid
constructing viaduct on irrigation infrastructure such as irrigation canals,
irrigation pipes and pump house.
115. The alignment will traverse through a range of geological formations and
soils including peat areas, steep slopes and areas important for
groundwater. About 48km of the alignment will be tunnelled. There are
several risks associated with tunnelling, particularly in the Bukit Tinggi area
and the 17.8km Genting Tunnel. These risks must be considered in selecting
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EXECUTIVE SUMMARY
116. Noise impacts from the construction works are anticipated at the stations,
railway tracks along alignment, tunnelling works and depot and yard
construction. Noise generation during construction stage is anticipated from
earth moving equipment (dozers, tractors), heavy vehicles (lorries), diesel
generator sets and piling works. At the tunnel sections, there will also be
blasting works.
117. The construction of piers supporting the elevated sections will require
piling. Piling vibrations and noise represent potential areas of concern as
confirmed from past experiences of construction works within residential
areas. Construction works are progressive in linear segments along the
entire alignment. It is therefore inevitable that there are issues of concern for
noise and vibration affecting residential receivers near the alignment.
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EXECUTIVE SUMMARY
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EXECUTIVE SUMMARY
Air pollution
119. The construction activities could lead to potential impacts in terms of air
pollution particularly at the depots, yard and stations which involve large
work areas. It has been calculated that the earthworks activities at Wakaf
Bharu Station, Wakaf Baru Yard and Kota Bharu Station located in Kelantan
State has higher potential to cause fugitive dust impact to the sensitive
receptors. The fugitive dust impact during construction is not expected to
cause residual impact as it will be occurred temporary during construction
period.
Ecology
121. The alignment has undergone number of revisions in the planning and
designing stage. Originally, the alignment was cutting through 25 PRFs via
at-grade railway and only one tunnel was proposed. This would have
required more than 2,000 ha of forest reserves to be cleared and cause severe
fragmentation of habitats. After field surveys, design improvements and
consultation with stakeholders, the alignment was redesigned and now only
traverse 12 PRFs. Out of the 12 PRFs affected, the alignment would traverse
seven PRFs via tunnels. As such, the area of PRF to be cleared has been
reduced substantially from more than 2,000 ha to about 357 ha, while
fragmentation has also been reduced significantly.
122. The potential ecological impacts include (i) habitat fragmentation; (ii)
habitat loss and disturbance; and (iii) human-wildlife conflicts. The rail line
will also fragment some important forest areas such as Bukit Bauk, Kuala
Kemaman, Kemasul and Lepar PFRs.
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EXECUTIVE SUMMARY
ES-33
EXECUTIVE SUMMARY
Traffic
125. Traffic congestion due to construction works that will take place along
existing roads in all four states is a potential problem. Such works result in
road diversion, closures and lane size reduction which will inevitably
reduce the capacity of the existing roads. Since some portions of the
alignment are along busy roads, the traffic congestion along these roads
could be expected to worsen. Detailed Traffic Management Plans are being
prepared for each construction site to ensure that traffic is properly
managed.
Public Safety
127. Blasting activities during tunnelling and occupational and safety hazard for
the construction poses high risk resulting in fatality. Other hazard scenarios
such as utilities relocation, flash floods and vehicular accident poses
medium risk. Underground works pose safety concerns in the likes of
sudden settlement or cavity underground, blasting effect, flooding in tunnel
and also safety hazard to the public and workers directly involved in the
construction.
128. Mitigation measures include precise timing delays and proper explosive
charge to avoid blast damage or over-break. Blasting time schedule will be
notified to the nearest residential or sensitive receptors prior to the blasting
event. Proper ventilation will be provided within the tunnel construction
area.
Social impacts
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EXECUTIVE SUMMARY
here. It calls for careful thoughts over the design of proposed stations and
the railway structures as it meanders through the region.
130. Increase in economic activities and employment are the major positive
impacts during the construction stage. At the national level, the construction
sector is expected to benefit from the Project due to its size and magnitude.
The main beneficiaries in this sector include:
• Construction sector
• Construction material supplier (demand for construction material such
as cement and steel is expected to increase)
• Engineering and support services companies that provide civil and
structural works, survey works, transport planning and other related
services.
133. It is important that the local population, where possible, are provided with
opportunities to work on the Project. In the discussions held with local
communities throughout the alignment, many communities have requested
for jobs to be given to local youth. While it is acknowledged that locals may
not have the right skills now but with adequate training many will be able
to contribute positively to the project in various capacities.
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EXECUTIVE SUMMARY
136. Aesthetics are another aspect to be considered. Unlike the West Coast of
Peninsular Malaysia, the East Coast states have their traditional and cultural
values that are closely linked to their natural landscape and communities.
These characteristics are important to the people here so they have to be
incorporated into detailed designing of the railway and its stations.
137. A range of potential impacts can be expected during the operational phases
of the Project (Table ES-19). The receptors of the potential impacts from the
Project would include various communities and land uses located close to
the line, stations, depots and yards.
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EXECUTIVE SUMMARY
Noise
138. Noise modelling shows that the increase in Leq is generally not significant
due to the short term nature of train pass-bys except at several locations.
The cumulative Leq noise from the trains combined with the ambient noise
typically increases by less than 5 dB during the day in most locations.
However, at some locations, especially in the quieter rural areas of Kelantan
and Terengganu, there could be increases between 10 – 16 dBA.
139. It is pertinent that noise barriers are installed to reduce the noise levels at
the sensitive noise recipients. Without noise barriers, noise disturbance is
anticipated for many dwellings located within 50m from the alignment with
a line of sight to the tracks, and also dwellings even without a direct line of
sight but close to the alignment.
140. Noise mitigation for the ECRL Line shall include the use of continuous
welded tracks, noise barriers and acoustic absorption. The most common
and practical mitigation of airborne noise transmission is the use of noise
barriers – either at the railway ROW or at receptor boundary. Noise barrier
design and constructions can either be of the absorptive type used in
combination with diffusive or reflective panels.
ES-37
EXECUTIVE SUMMARY
Noise map at Kg Tengah off Temerloh without mitigation, passenger train at 160 km/hr
Noise map at Kg Tengah off Temerloh with noise barrier 4m height, passenger train at 160 km/hr
ES-38
EXECUTIVE SUMMARY
Vibration
143. The mitigation of the ground borne vibration requires the control of
vibration transmission from the tracks to the ground. This involves a
vibration isolation medium introduced between the tracks and supporting
structure. Vibration reductions from standard rail strips are similar to rail
pads are typically in the order of 3 – 6 dBV depending on rail pad stiffness.
Resilient fixation devices or base plate may be necessary at some locations in
the underground section of the alignment.
Water pollution
144. The operation of the Project, particularly the stations, depot, yards and
maintenance bases, could lead to water pollution while water pollution
along the alignment will be limited to accidental spills and leakages of
cargo. As the ECRL trains are fully electric powered, the potential of spills
and leakages of fuel from trains will be minimal. Toilet on-board trains will
be equipped with wastewater holding tanks which will be emptied
regularly at the depots or or maintenance bases.
145. The sewage treatment facilities at the stations will be designed to meet
regulatory requirements and be adequate to cater for future expansion.
Three types of sewage treatment facilities will be built, namely for 1400 PE,
250 PE and 150 PE. Adequate oil and grease traps will be installed at all
premises. Oil interceptors will be installed at all maintenance bases, yards
and depots.
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EXECUTIVE SUMMARY
Air Quality
Waste
147. Waste will be generated from the operation of station, operation of yards
and depot and maintenance works. Various types of waste will be generated
including domestic wastes and scheduled wastes (Table ES-20). If the
wastes are disposed indiscriminately and not managed properly, there
could be the impacts to the surrounding areas including health and hygiene
problems, blockage of the existing nearby drainage and watercourses, and
water and land contamination. All municipal wastes will be disposed off at
approved landfills.
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EXECUTIVE SUMMARY
Ecology
148. There are potential ecological issues during the operational phase including
restriction of wildlife movement, animal injury and mortality, and human-
wildlife conflict. The presence of the railway will impact on wildlife
movements, roaming habitat and migratory route especially for the larger
mammals (tiger, elephants and tapirs) and primate (e.g. gibbon, monkeys).
The potential of train-wildlife collision would be minimal since the rail
tracks will be fenced with precast concrete base. The presence of railway
line may cause human-wildlife conflicts if the animals are forced to roam
elsewhere, including nearby human settlements and agricultural land.
Certain areas such as in Kemasul in Pahang which is known to be elephant
and tapir hotspots might be experiencing more conflicts of this nature.
Traffic
150. On the whole, the ECRL will help improve traffic conditions in the major
roads of the region, particularly in the East Coast. It provides improved
connectivity between urban centres. The biggest benefit from the ECRL is
the improvement in public transport as it will significantly improve the rail
connectivity within the East Coast as well between the East Coast and the
West Coast. This is expected to encourage mode shift from private vehicle to
public transport resulting in reduction of trips generated/attracted between
urban centres.
151. During operations, localised traffic congestion may occur at certain stations
due to their locations. Therefore, it is important to have proper station
access plans. Proper access plans are beneficial to ensure smooth flow of
traffic and minimise traffic congestion around the stations. It would also
ensure proper integration of the ECRL services in the multi-modal
transportation context. In addition, other facilities for pedestrians and
vulnerable road users to access the stations are also important.
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EXECUTIVE SUMMARY
Public safety
152. Public safety during the operations of the ECRL is an important matter. The
ECRL will mostly carry iron ore, coal, cement, steel, rubber, polyethylene
and palm biomass – which are generally not dangerous. Calculations have
also been made to estimate risks should the ERL carry flammable cargo and
shows that areas within 164m may be at risk if P2M2 is not implemented.
Adequate safeguards have been built into the Project to minimise any risks
to people and property.
153. The ECRL will be designed and operated in conformance with the relevant
Health and Safety regulations such as the Occupational Safety and Health
Act 1994, Factories and Machineries Act 1967 and by-laws of the relevant
local authorities. Safety and hazard control management during the
operations include safety management at stations and electric trains. Safety
measures for fires, especially in tunnels will be instituted. The Genting
Tunnel at 17.8 km long will require additional safety measures. Given the
risk level, an Emergency Rescue Station will be constructed at the centre of
the Genting Tunnel, and will be equipped with emergency lighting, fire-
fighting, and signal and communications systems. During the detail design
phase of the Project, an evacuation simulation will be run to assess and
determine the necessary width of emergency rescue platform.
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EXECUTIVE SUMMARY
Socio-economic
155. A potential concern is the division of communities and villages by the ECRL
line. Once operational, the railway line will be fenced and forms a barrier.
This could affect access to farms, schools, shops and community facilities.
The community division could also potentially affect community cohesion,
increase the cost of local travel and in extreme cases, change lifestyles.
157. Once operational, the ECRL is expected to bring a host of benefits both at
regional and local levels. The ECRL will greatly benefit thousands of people
in the East Coast in many ways. Besides enabling people to commute
efficiently, the ECRL will boost freight capacity, enhance economic growth
and boost the competitiveness of businesses in the East Coast. The ECRL
will provide a more reliable and safe mode of transport and help increase
productivity due to travel time saving. A key social benefit of the proposed
ECRL is the reduction of traffic congestion between Klang Valley and the
East Coast region during festive periods and school holidays.
159. The ECRL will also generate new jobs. Apart from the creation of direct jobs,
the operations of the ECRL are likely to spill over into the creation of
indirect and induced jobs that are linked to its operations. Supplies firms in
all kinds of goods and services have to be outsourced to meet the
operational needs of the ECRL. These businesses, in turn, require manpower
and hence, another round of job creation would have to take place. The
anticipated economic growth and job creation from ECRL operations would
have a positive impact on income growth.
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EXECUTIVE SUMMARY
160. At Mentakab, the ECRL proposes to link with the KTMB Line that has a stop
at Jerantut, allowing people who use the ECRL to gain access to Taman
Negara, Malaysia’s major eco-tourism attraction. More importantly, the
proposed ECRL opens up the coastal tourism belt of the East Coast region.
162. Safety and security stands out as a key concern even when the railway is
operational. During operations, there should be safety procedures in place
to prevent untoward accidents and incidents. At stations, small police base
can be set up and manned by auxiliary police. With the help of local
authorities, residents’ associations and the communities, safety and security
measures can be put in place.
163. Additionally, there are concerns over proximity to the railway alignment,
with an added fear that adults, school children and even livestock may
wander onto tracks. Fencing would be in place to prevent this from
happening but some are worried that people may not be able to cross over
and could abuse the erected barriers. Where appropriate, crossings should
be erected but where there are potential dangers, warning signboards
including punitive measures have to be set up. The advice of local police
and local authorities should be sought on these matters.
164. For many communities that are close to the alignment and stations, the
major concerns are noise and vibration from the trains. Given this, it is
therefore important that adequate noise and vibration mitigation measures
be incorporated into the detailed design stage to reduce the impacts to the
acceptable limits. It is expected that through proper noise barriers, such
concerns over noise can be overcome and noise levels from operations can
be maintained below the stipulated limits. Residents and other groups such
as commercial and industrial operators are concerned that traffic congestion
including parking problems could arise for them, especially if they are
located near to stations.
165. During the ECRL operations, there will plenty of job and business
opportunities, particularly at the stations, depots and yards. There will be
opportunities for retail shops and provision of a variety of services. Where
possible, the local population will be provided with opportunities to
participate in these activities. Similarly, MRL, together with the respective
state government, will identify job opportunities for the local populations.
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EXECUTIVE SUMMARY
Organization Structure
166. MRL will be ultimately responsible for the environmental performance and
compliance of the ECRL Project. The other parties with responsibilities for
environmental management and compliance include the EPCC contractor,
sub-package contractors, environmental consultants and environmental
officers (Figure ES-xx, Table ES-xx).
167. MRL will establish its Health, Safety, Security and Environment Department
to ensure compliance to all relevant environmental requirements and its
main responsibilities will include the formulation and communication of
environmental policy, supervise the contractors to ensure compliance to all
environmental requirements, chair the Environmental Performance
Monitoring Committee and engage with relevant authorities on
environmental related matters
ES-45
EXECUTIVE SUMMARY
Roles Responsibilities
Project • To comply with EIA approval conditions and other environmental
Proponent requirements
• To monitor environmental compliance by contractors
• To ensure that relevant actions are taken to address any complaints
• To submit the required environmental reports to DOE
EPCC • To comply with EIA approval conditions and other environmental
Contractor: requirements
• To inform sub-contractors and consultants about environmental
requirements
• To ensure implementation of P2M2
• To prepare and submit relevant environmental reports to MRL
• To ensure that relevant actions are taken to address any complaints
Construction • To implement P2M2
Package Sub- • To ensure compliance to all environmental requirements
Contractor
Environmental • Provide technical expertise in the formulation of the EMP, P2M2 and
Consultant Environmental Performance Monitoring Document
• Advise MRL and CCCC on P2M2 and compliance requirements
Environmental • Implement the EMP and monitor the P2M2
Officer • Prepare Environmental Performance Monitoring Document
describing compliance and performance of the P2M2
• Supervise Performance Monitoring programme
• Prepare Performance Monitoring Report which will evaluate the
overall performance of the P2M2
• Communicate the status of compliance to MRL and CCCC.
• Maintain records of incidences and all other relevant documents
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EXECUTIVE SUMMARY
Reporting
Types of Report
Environmental Management Plan
- to be prepared for each construction package
- to submit to DOE for approval prior to commencement of construction
Quarterly Compliance and Monitoring Report
- to be prepared and submitted to DOE during the construction stage
- include form EIA 1-08 and EIA 2-08
Monthly Online Erosion and Sediment Control Inspection
- to be submitted to DOE during the construction stage
Quarterly Environmental Audit Report (Third-Party)
- to be submitted to DOE during the construction stage
- Frequency of audit will be quarterly.
171. Internal reports will be prepared during the construction stage, including
the Environmental Performance Monitoring Document and Performance
Monitoring Report. In addition to these, other documents that will be
prepared and maintained include the Checklist of P2M2s List Sheet,
Installation Sheet, Maintenance Sheet, Site and P2M2 Inspection Sheet,
Photograph Folder Sheet, Corrective Action Sheet and Performance
Monitoring Sheet.
Communications
Monitoring Programme
173. A comprehensive environmental monitoring programme will be
implemented during the construction to ensure that MRL is able to monitor
the effectiveness of the P2M2 and compliance to the environmental
requirements. The monitoring of these components will be categorised into
ES-47
EXECUTIVE SUMMARY
Environmental Auditing
174. Third-party environmental audits will be carried out every quarter during
the construction stage. The main objectives of the audit are to determine
non-compliances to the environmental requirements as well as to ensure
that all the P2M2 are properly implemented, functioning as per designed
and adequately maintained to ensure its performance.
CONCLUSIONS
175. The East Coast Rail Link (ECRL) is a vital national infrastructure that is
expected to stimulate growth and help bridge the economic gap between
the East and West Coasts of Peninsular Malaysia. The ECRL will strengthen
connectivity of State capitals, major urban centres and industrial clusters,
sea and inland ports, airports and tourism zones; and enhance transport
accessibility of the people in the East Coast. The ECRL will increase freight
transport capacity between the East Coast and West Coast; and within the
East Coast, facilitate increased trade and more efficient logistics.
176. Land and property acquisition is the main issue faced during the pre-
construction stage. The Government of Malaysia is expected to compensate
the affected parties in a fair manner. To minimise the impacts of acquisition,
MRL will provide early and sufficient information to the affected parties to
ensure that they are well-informed about acquisition process. To ensure
continuous engagement, MRL shall establish a dedicated team to assist
those affected by acquisition.
177. Main potential impacts during the construction stages include soil erosion
and sedimentation from earthworks, hill cutting and tunneling. Calculations
have shown that these impacts will be severe if pollution prevention and
mitigation measures (P2M2) are not implemented. In addition, site clearing,
tunneling and, hill cutting and demolition are expected to generate large
quantities of soil material and biomass which need to be reused or disposed
off responsibly. There is potential risk of flooding due to the construction of
the ECRL, especially in low-lying areas in Kelantan, Terengganu and
Pahang. Even though 80 bridges have been provided and balancing culverts
will be installed under most of the embankments, the risk of flooding has to
be treated seriously.
ES-48
EXECUTIVE SUMMARY
178. The ECRL will cause habitat loss and fragmentation. While care has been
taken to skirt around them, an estimated 357 ha of PRF will still need to be
cleared; mostly in Terengganu and Pahang. The railway line will also
fragment some forest reserves known to hold significant wildlife
population. In this regard, provision of adequate wildlife crossings,
including overpasses and underpasses is vital to limit the ecological impacts
of the alignment.
179. Noise and vibration are a concern during the ECRL operations. Although
the trains are electrical and designed to emit low noise levels, noise
modeling has predicted that noise level will exceed the limits in some
locaitons where noise barriers are needed. In addition to noise barriers, the
adoption of continuous welded tracks and acoustic absorption on track
sides will further reduce noise levels.
180. The ECRL is expected to contribute towards improving air quality. The
cumulative nett CO2e emission avoided by the implementation of the ECRL
for year 2024 and 2040 is 255,671 MT CO2e/yr and 912,738 MT CO2e/yr
respectively. Similarly, air pollution related to vehicular emission, i.e.
particulate matters (PM10, and PM2.5) and gaseous (NOx, SO2, COx)
pollutants will also be reduced accordingly.
181. When operational, the ECRL is expected to bring a host of benefits at both
regional and local levels. The ECRL will greatly benefit thousands of people
in the East Coast in many ways. Besides enabling people to commute
efficiently, the ECRL will boost freight capacity, enhance economic growth
and boost the competitiveness of businesses in the East Coast. The ECRL
will provide a more reliable and safe mode of transport and help increase
productivity due to travel time saving. A key social benefit of the proposed
ECRL is the reduction of traffic congestion between Klang Valley and the
East Coast region during festive periods and school holidays.
182. The ECRL will also generate new jobs. Apart from the creation of direct jobs,
the operations of the ECRL are likely to spill over into the creation of
indirect and induced jobs that are linked to its operations. Supplies firms in
all kinds of goods and services have to be outsourced to meet the
operational needs of the ECRL. These businesses, in turn, require manpower
and hence, another round of job creation would have to take place. The
anticipated economic growth and job creation from ECRL operations would
have a positive impact on income growth.
183. In order to maximise the benefits of the Project and to minimise its economic
and environmental costs, it is crucial that all the P2M2 identified in this
report are implemented effectively and the construction process be
monitored diligently. The governance mechanism (monitoring, reporting,
ES-49
EXECUTIVE SUMMARY
auditing, etc) have been formulated and the MRL will implement them
comprehensively.
ES-50
Tumpat Majlis
Majlis
Daerah Perbandaran
Tumpat Kota Bharu
Wakaf Bharu
Kota Bharu Gulf of
Thailand
THAILAND
Bachok
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Straits of
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ITT Gombak
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KUALA Bera
SELANGOR LUMPUR
NEGERI
SEMBILAN
o
LEGEND Date 27-03-2017
102.136 102.36 !
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IGN, and the GIS User Community
102.136 102.36
o
LEGEND Date 27-03-2017
Project No EJ 593
Proposed Stations Existing Railway Line Produced by ZAB
Revision A
1: 000 @ A3 size paper
172, Proposed Alignment Major Road ECRLProjectAli
g nment
(At-grade) State Boundary (Kelant
an)
0 3 6
km
Proposed Alignment FI
GUREES-
2
Coordinate System:GCS WGS 1984
Units: Degree (Tunnel)
Disclaimer: This map is produced solely for its intended purpose only. All reasonable care has been taken to ensure that the information presented here is accurate, subject to the availability and quality of data sources used. There is however no guarantee that this map is free from errors or omissions. Its use for any other purposes is therefore at the sole risk of the user.
Source: ERE Consulting Group (2015). E:\Project\EJ 610 ECRL Tumpat-Gombak\Maps\MXD\EJ 610 ECRL Project Description 12b ES.mxd
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B
o
LEGEND Date 27-03-2017
Project No EJ 593
Proposed Stations Existing Railway Line Produced by ZAB
Revision A
1:310,000 @ A3 size paper Proposed Alignment Major Road ECRL Project Alignment
(At-grade) State Boundary (Terengganu North)
0 5 10
km
Proposed Alignment FIGURE ES-3
Coordinate System:GCS WGS 1984
Units: Degree (Tunnel)
Disclaimer: This map is produced solely for its intended purpose only. All reasonable care has been taken to ensure that the information presented here is accurate, subject to the availability and quality of data sources used. There is however no guarantee that this map is free from errors or omissions. Its use for any other purposes is therefore at the sole risk of the user.
Source: ERE Consulting Group (2015). E:\Project\EJ 610 ECRL Tumpat-Gombak\Maps\MXD\EJ 610 ECRL Project Description 12b ES.mxd
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o
LEGEND Date 27-03-2017
Project No EJ 593
Proposed Stations Existing Railway Line Produced by ZAB
Revision A
1:310,000 @ A3 size paper Proposed Alignment Major Road ECRL Project Alignment
(At-grade) State Boundary (Terengganu South)
0 5 10
km
Proposed Alignment FIGURE ES-4
Coordinate System:GCS WGS 1984
Units: Degree (Tunnel)
Disclaimer: This map is produced solely for its intended purpose only. All reasonable care has been taken to ensure that the information presented here is accurate, subject to the availability and quality of data sources used. There is however no guarantee that this map is free from errors or omissions. Its use for any other purposes is therefore at the sole risk of the user.
Source: ERE Consulting Group (2015). E:\Project\EJ 610 ECRL Tumpat-Gombak\Maps\MXD\EJ 610 ECRL Project Description 12b ES.mxd
!
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Sg
en
.B
.S
du
Sg
ar
a
aza
o
LEGEND Date 27-03-2017
Project No EJ 593
Proposed Stations Existing Railway Line Produced by ZAB
Revision A
1:310,000 @ A3 size paper Proposed Alignment Major Road ECRL Project Alignment
(At-grade) State Boundary (Pahang East)
0 5 10
km
Proposed Alignment FIGURE ES-5
Coordinate System:GCS WGS 1984
Units: Degree (Tunnel)
Disclaimer: This map is produced solely for its intended purpose only. All reasonable care has been taken to ensure that the information presented here is accurate, subject to the availability and quality of data sources used. There is however no guarantee that this map is free from errors or omissions. Its use for any other purposes is therefore at the sole risk of the user.
Source: ERE Consulting Group (2015). E:\Project\EJ 610 ECRL Tumpat-Gombak\Maps\MXD\EJ 610 ECRL Project Description 12b ES.mxd
!
Kg Senggora
64
Ô
Ó FELCRA !
Sg. Yeh
Sentosa II
!
! !
ekam
Sg. T Kg Sentosa
! Kota Baharu !
Perumahan Rakyat
1M (PRIMA) (under
Sg construction) Sg South
.S
!
. Me China
al Maran na
an ng Sea
Sg
!!
Kuala !
Sg. B
et u n g
Terengganu
.J
en
gk
Kg Sg Ling
a
!
Ipoh
102.81
SK Paya Pasir
!
Kg Pesagi
Kuala Lipis Chukai !
102.36
ur
Ge Sg. Jerangsang
!
Teluk Intan
Raub Kuantan !
- Tu
!
m Kg Jengka
pa
t Ra Kg Jengka Kuala
l
Chenor Kg Paya
K iu
Lebuhr
Tmn Jaya Diri
!
83
Ó
Ô Kg
! Kelang
Sg.
Li ! Putrajaya
ne Kg Bukit Baru Seremban
3.88461
Lada !
Kg Pamah
Kg Kabut !
Indah !
E8
Ô
Ó Kg Gau
Sg. Kepal
ui
Baru
kal
eb
3.21012
. Te Tmn
!
.S
Sg
!
Gau Makmur
Sg
Kg Sg
Sg
Kg Bukit Kasih
er
Resak
r boi
au
98
Ô
Ó Kg Paya
Luas
Sg. Te
Kg Paya Jauh
Kampung Lompat SK Tanjung
Batu
il Kg Megat
Kec Kg Buntut
Te kal Segama
Pulau
Sg. shell
Kg Kujan
at
102.585
omp
Seng Highland
Kampung Batu Fruit Trading
Sg. L
102.136
Kapur
Stesen Penerima
Data Mentakab
Satelit
10
Ô
Ó
in
Sg. Cand
s
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Sg.
Sg. Mengkuang
Sg. Sentau
ui
PAHANG
.L
Sg
g
an
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k
a li
ert
ang
n
Je
.P
.
Sg
Teri
Sg
Kg Sempadan
Kg Paya
Sg.
Pelantar
Sg
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kampung
Kg Sertik
t
ilu Kg Sg Padang
102.36
g.B Projek Pakej Amalan Sg. Ali Patung
S Teknologi Tanaman Simpang
Durian - Jab. Pertanian
101.911
Pelangai
Kampung Lebu Tapak Pelupusan
Sg Padang Sertik
Karak
Tmn Chegar Acacia
Sg. Timbul
g
S g. Jeran 9
e rd
Ó
Ô
.P
a d an
Mawar Sg
Plaza Tol Bentong .
Serenity The Tr Pertang
ia
Waterway Villa ng
Petronas Suria
Bentong R&R Hot Springs
Resort
Sg. Temel
S Kg Lentang
oi
en ab
g. C er u
Sg. K
ang
k
Genting
Highlands
Titi NEGERI
SEMBILAN
i
Bukit Tinggi
n ka
Tmn Bukit Commercial Area
g. Ka
Tinggi Kg Bukit
S
Tinggi
Tmn Puncak
SELANGOR
102.136
Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AeroGRID,
IGN, and the GIS User Community
101.686 3.21012 101.911 2.98529
km
Proposed Alignment FIGURE ES-6
Coordinate System:GCS WGS 1984
Units: Degree (Tunnel)
Disclaimer: This map is produced solely for its intended purpose only. All reasonable care has been taken to ensure that the information presented here is accurate, subject to the availability and quality of data sources used. There is however no guarantee that this map is free from errors or omissions. Its use for any other purposes is therefore at the sole risk of the user.
Source: ERE Consulting Group (2015). E:\Project\EJ 610 ECRL Tumpat-Gombak\Maps\MXD\EJ 610 ECRL Project Description 12b ES.mxd
!
101.686 !
!
Sg.
!
!
Lia
! !
m
! Kota Baharu !
South
China
!
!!
Kuala ! Sea
Terengganu
B23
Ô
Ó !
Ipoh
!
PAHANG
!
Raub Kuantan !
!
Sg
Kuala . Ta
Lumpur
ng
Shah Alam
!
li
! Kelang
!
! Putrajaya
Seremban
!
! !
Tmn Puncak
!
Rimba !
E8
Ô
Ó
k
ra
Ka
a
ay
hr
bu
Le
Kg Batu 11
Batu Dam
IIUM Apartments
Sg. Se
m
am
Sg. Batu
us Kg Sungai
Salak
p
Astana Tmn
Gemilang Tmn Bukit Permai
Bandar Baru Taman Permata Jaya
Selayang Gemilang
Kg Melayu Seri Tmn Desa
Gombak Villa Gemilang
Taman Fasa 2 Tmn Rawiyah International Islamic
Kampung
Selayang Selayang
Kristal Sulaiman Universiti University
Baru Heights Jaya Kuala Malaysia (IIUM)
Baru Tmn Kristal Lumpur
Kampung Selayang Indah Kg Melayu Heights
Ja Kg Sungai Sek. Sek. Men. Islam
lan Wira Damai Chinchin
Ipo Sri Gombak Ren. Al-Amin
h Kampung Town Villa Islam Al-Amin
Kg Sri Taman Tmn Sri International
Lembah Indah
Gombak Seri Gombak Islamic School
Batu Indah Gombak Tmn Desa Petronas Shell
Caves Klang
Taman Minang SMK Sungai Gates Dam
Industri Tmn Pusu Tmn
Bolton Berlian Sk Sungai Anjung
Pusu Melati
Taman Sri
GOMBAK ITT
Batu Caves
Gombak
Cemerlang Heights
Putra Villa
Gombak Condominium
ba k
k
ba
n G om
om
Jalan Sentul
DUKE
.G
KUALA
J a la
Sg
e ng Ja
LUMPUR
g
lan
n
3
1/2
la
L
Kl
ing
Ke
ng
ka
Jalan
g
3.21012
ran
tin
ko
.
Pinta
Sg
Te
en
Jalan K a ng
27
ng
ep Ja
3.21012
i
G
la 2/ ah
o aw
e lo
lan
n 2
gk n
san
n 1/ la
Ja
La 27 Ja
.B
E33
ng
Ô
Ó lan
a
Seg
Ja
Sg
Ja 5/27
Ja
lan
la
Batu 68 Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AeroGRID,
am
Ô
Ó 27
n
101.686
o
LEGEND Date 27-03-2017
Project No EJ 593
Proposed Stations Existing Railway Line Produced by ZAB
Revision A
1:65,000 @ A3 size paper Proposed Alignment Major Road ECRL Project Alignment
(At-grade) State Boundary (Selangor)
0 1 2
km
Proposed Alignment FIGURE ES-7
Coordinate System:GCS WGS 1984
Units: Degree (Tunnel)
Disclaimer: This map is produced solely for its intended purpose only. All reasonable care has been taken to ensure that the information presented here is accurate, subject to the availability and quality of data sources used. There is however no guarantee that this map is free from errors or omissions. Its use for any other purposes is therefore at the sole risk of the user.
Source: ERE Consulting Group (2015). E:\Project\EJ 610 ECRL Tumpat-Gombak\Maps\MXD\EJ 610 ECRL Project Description 12b ES.mxd
KAMPUNG
CHE SIMPANG Gulf of
LATIFF EMPAT TELOK Thailand
KATAK
South
Wakaf KOTA
BHARU
China
Sea
Bharu
WAKAF Kota
S g.K
BAHARU
Bharu BACHOK
em a
sin
PASIR MAS PERINGAT
Straits of
Sg
GUAL
PERIUK
. MELOR Jelawat Malacca
Le
KETEREH
ma l
KUBANG Se
Sg
GENDANG SELINSING
Tok Bali
.
m
KAMPUNG CHERANG
er
Sg . R a
sa
TANAH MERAH
h
MACHANG
g .G a
KAMPUNG RAJA
S
PEKAN JAMBU LAWAR
S
O
LINTAH
PEKAN
TEMANGAN
U
KAMPUNG
Sg.Pil PASIR AKAR
or PENARIK
T
o al Sg . Pertang
.S g.N Sg.A
k
H
S
Sg .C
S
g
ng
ga
a
KUALA KRAI
lu
C
BANDAR PERMAISURI
S g.Pa
hi k Penarik
H
Sg.K BATU RAKIT
SUNGAI PAS em
ia
IN
KAMPUNG
RAHMAT
Sg.Pet u
ok
Sg . S
A
MANEK URAI Kuala Terengganu
an
DABONG
TEPUH
Sg
ek
S
S g .R
.Te
KEMUBU
el u
ng
MANIR
mb a t
PAPAN
g .P
E
Kuala Telemong
TERENGGANU
Sg.N
S
A
S ru
s
e
KELANTAN
g.T
WAKAF MARANG
m
e
ung
le
TAPAI
alil
.
BERANG
Sg
Sg
t AJIL .Me
Sg P ur
sa
. Ter
rc a
.
Sg
ng
Sg.
g
u
As
ran
hik
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ap
Sg Be
Sg.P e r iang BANDAR RANTAU ABANG
Sg.
KETENGAH JAYA
KAMPUNG JERANGAU
oh SERDANG
DUNGUN
.K
Dungun
Sg
Sg
.R e
Sg . A
MERAPUH oh BUKIT
rin g.L
la
g S BESI Sg
i
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ra
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AL-MUKTAFI
en BILAH SHAH
Leb
iy
S at
. PAKA
um Sg ia
p
uhraya
S g .S e
am
Ta ai
Kerteh
n
Sg.Ap
J eng
.
Sg
s
rli
aka
S g.
Elevation (m)
Pa
Sg
g. KERTIH
.Te
Sg.Pe
S g.
nta
P
BANDAR BARU
reng
0 - 100
Ta
i T i mur
en
Kemasik
an
Sg
an
101 - 200 .T
e nur
201 - 300
e c au
PAHANG
Sg.Ke
Te b ak
S g .I
n
b
S g.
p
ia
S g.
mbir
uk
Sg.N
Sg .
rajul
KUALA LIPIS
801 - 900 BANDAR
us
Sg.Te
i
ka
s BARU
Sg
i
p 901 - 1,000 S g.C CENIH
.K
erul
as
Sg .
M
Cherating
er
.Li
>1,000
KERAMBIT
um
Sg
PENJUM
o
LEGEND Date 27-03-2017
Gulf of
t ersa
Thailand
Sg.T
ia k RANTAU ABANG
lil
South .M
Sg
Sg.Ch a
China
Sea g BANDAR
an
er KAMPUNG KETENGAH JAYA
JERANGAU
S g.B
DUNGUN
Dungun
SERDANG
g Sg
Sg.P e r i an
Straits of .S
Malacca ur
BUKIT a
hiku
KELANTAN
Sg.A BESI
. PAKA
Sg oh
C
.L
sa
BANDAR AL-MUKTAFI
Sg
Sg
p
BILAH SHAH
Kerteh
.R
a
GUA MUSANG
sa
Sg.Ap u
oh
u
KERTIH
S g .K
Sg.K
i
et i
Sg. J enga
g. BANDAR BARU
l
aka
pi
S
Sg . A
el
.S e
KERTIH
a
ai
R
ring
Sg . K
Sg
Kemasik
P
s
eniy
Sg.
rli
a AIR
Sg.Pe
MERAPUH S JERNIH KEMASIK
m
g. S
ijal
t
Sg.K
Sg .
Sg .
I bu
Sg.
Teba
SERI KIJAL
Sg
Ni h
k
BANDI
pa
.T
k
Sg
er
ha
en
Chukai
.Ta
S n Sg.P
ga n
g.Y
Sg
en
i an
Sg.T CHUKAI
e nur
ga u
.Ke
u
Sg.Kec a u
PASIR
Sg.Ner
Sg
mbir
. Ter GAJAH
Cherating
KUALA TAHAN BANDAR
ajul
u BARU
m
CENIH
PAHANG
Sg.Tan
S g.C erul
as
Sg Sg Sg
.M
a u .U
Tem
Sg Kuantan Port City la
r
.K
S g .Tal
er
Sg
um
.T .
Sg
BUKIT
ai KUANTAN
ek
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Re
Sg.Pai
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Ce
g. S ong
an
r eh
S
Sg.R iau
KUALA LIPIS
Sg
. Tel a
PENJUM KERAMBIT KUALA TEMBELING Sg.Keli
a PANCING
KotaSAS
Sg.Ren
ng
KAMPUNG KUALA
g. K enau
KAMPUNG MELA Sg KUANTAN
gai
TEMBELING .T
e ka m Kuantan Sentral
g .Sal a n
S
Sg.
BENTA
lat
Sg.Soi
So m
S
Teh
Sg
.
Gambang . Be KAMPUNG
S g .C
Sg
kir
a . PENUR
S Sg
ek
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g
g.
i ul
.D
on
GAMBANG
K
Sg Sg.M
BANDAR
BARU PERAMU
a
Sg
BANDAR JAYA
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g L
pu t
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al i
i Sg
.Yeh
.
an
.L . K e au Sg
ep
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p am
ar
as
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pat MARAN
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om
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.
elau
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p at Railway
t
r
Maran
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ui
Bi
Sg
TERAS
lu
.
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FRASER Sg
.Teris
Sg
Sg
. Beba r
.Je
iga
e
Sg.Kul
MENTAKAB
Sg
nali k
nt
LANCANG TEMERLOH
. Re
Me
s
Sg.
KETARI
pa
BENTONG
Mentakab
R rb a
g
.P ertin
Sg Elevation
Sg.M e (m)
Bentong Sg.Jer a
0 - 100
m
Sg
KARAK Te
Sg.
BUKIT IBAM
101 - 200
.
Pe TERIANG
lem u
rta .Mercung
201 - 300
ur
TELEMUNG
Sg
BAHARU
Sg 301 - 400
g
.
Sg
401 - 500
Gombak North
Be
BANDAR
ra
SELAYANG
S
DURIAN an
601 - 700
Sg.
ITT Sg.J
TIPUS KAMPUNG
Sg
.Lui
SELAYANG Gombak
PEKAN BATU
LAPAN BELAS
S g.K
en ng
SIMPANG DURIAN BANDAR MELATI BANDAR MELATI
701 - 800
er
BARU ab ng
a
tu 801 - 900
ng
oi BANDAR 35
S g.
UTARA r R
Sg.T
ia
om
Sg ra
BANDAR BARU
.Ke
BRICKFIELDS
KAMPUNG SERTING HILIR KOTA
KUALA PUDU HULU LANGAT CHENNAH
AYER HITAM
SHAHBANDAR BANDAR
TUN RAZAK
>1,000
LUMPUR BANGSAR
o
LEGEND Date 27-03-2017
Project No EJ 610
! Proposed Stations River State Boundary Produced by AFZ
South
China
Sea
Sg
. n
a da
g
B
S g.
Sg
.Ra l
ja Ga i pa
Sel
n Ch e
gka l a
Sg
.Pe n
ehon g
Sg
.G
TUMPAT
ob
Straits of
ek
Malacca
Sg Pengkalan
Datu Catchment
SG.PENGKALAN DATU SG.MACHANG
Wakaf Bharu SG.MACHANG IRRIGATION
!
SO
IRRIGATION (IRRIGATION CANAL (TALI AIR BANGGU)
CANAL CANAL)
TRI. OF. SG. KEMASIN
SG.PENGKALAN TRI. OF .SG.KEMASIN
UT SE
DATU
SG.KEMASIN
IRRIGATION CANAL
H A
(PADDY)SG.KEMASIN
SG.
!
KELANTAN IRRIGATION
CH
CANAL
IRRIGATION (SG.KEMASIN)
CANAL
IRRIGATION CANAL
(PADDY)
I
IRRIGATION CANAL (PADDY) SG.KEMASIN
IRRIGATION
NA
CANAL IRRIGATION CANAL
(PLANTATION) IRRIGATION
SG. JELAWAT CANAL(PADDY)TRI.
KOTA BHARU OF SG. JELAWAT
IRRIGATION
CANAL (TRI. OF
SG. JELAWAT)
! Jelawat
PASIR MAS
RIDA
em
er
ak
Sg.Le mal
Sg ida
.Tas S g .R
ik
! Tok Bali
ant
elan
TRI.
Sg.K
Sg.Bagan
IRRIGATION
CANAL(SG. SEMERAK)
PASIR PUTEH
SG. SEMERAK
Sg Semerak
Catchment s
au
.Ra IRRIGATION
Sg
CANAL
MACHANG
h
SG. BESUT ut
Ga
es
.B
Sg.
Sg
ia
l
S g. K a
S g .Saw
us
.Sat BESUT
Sg
Sg
S g .Kenak
.B a
ka
S
r
g.
Pan
Sg Kelantan
g .A.
at
Sg Besut
Sg
la
y ti
Catchment
.P e
Ma g
Catchment
can
Sg
o
LEGEND Date 27-03-2017
e rak
S
e
South
IRRIGATION
O
PASIR PUTEH China
CANAL Sea
U
T
! Kampung Raja H
C
Straits of
Malacca
H
Sg
SG. BESUT . Be
su
IN
t SG. KERANDANG
. Air Pui
ALOR
A
SG.KELUANG BESAR
A
KUBANG
IKAN
S
BESUT IRRIGATION
u ng
S g . Ger CANAL(SG.
Sg Keluang
E
KEUANG BESAR)
Besar
Catchment TRI. OF SG. A
SETIU(SG.
GUNTUNG)
IRRIGATION CANAL TRI. OF
SG. SETIU
.A
Sg
n
a SG SETIU
gg
Sg Besut IRRIGATION
Sg
Catchment CANAL
. P eng
Sg Setiu
Catchment
Sg
A
i r Hanga
t
.
SG CALUK !
Sg
.S eti u
SG.MERANG Penarik
Sg Merabang
S g.K
g .Lirim
emia
SETIU
S g.Bari
S
Banghung
Sg.P
Catchment
etuan g
S g .R
Sg
.G
a ru
uar
S g.Nerus
KUALA
sa
TERENGGANU
! Kuala Terengganu
Ka r
SG. NERUS
Sg .
DRAIN
TRI. OF . OF
Sg Ibai
ng
el u SG.TERENGGANU
.P
S
Catchment
g
m
a
Sg.J
Sg.Tayu
ru
SG. TERENGGANU
bai
Sg
ggan u g
.I
m
Lebuh
.Te
at
Sg.Teren
b
r aya Pa
Sg.T SG.
Kuala
er
!
en IBAI
gg
a nuMati Telemong
ntai Tim
Sg Terengganu
m u ng
Sg.Sir ih
e
.Te l
Catchment
Sg.P MARANG
ur
e Sg
SG.
lag
g
un
MARANG
IRRIGATION CANAL
Sg Kelantan S g .Mara ng
S Pengkalan Berangan !
Catchment . Pue
h
g
HULU
TERENGGANU h
ru
Sg . Pe
Sg
.
P ur
GUA
MUSANG S
g .B
e ra
Sg Mercang
g
n
Catchment
t
Te rsa
.
Sg
DUNGUN
o
LEGEND Date 27-03-2017
Sg
Sg .
T e rengg a n u
.Asi
Sg Marang
ng Gulf of
Thailand
Catchment
g .Pur
South
S HULU China
TERENGGANU Sea
Sg
.M
erc
at
.Ters
Sg Terengganu
ang
MARANG
Sg
Sg Mercang
Sg . Peneh
g
ran
S g.
Be
Catchment
Sg.T
IRRIGATION
el
CANAL
em
bu
h
TRI. OF SG.
Sg Dungun S g.D
DUNGUN(IRRIGATION
CANAL)
Catchment un g un
S
Sg. Lu
! Dungun
ak i
g.
Kerai
esu l
t
mu
. Ce .B
Sg
Sg
Sg.Loh
Sg
S
.S
a
ur
DUNGUN
g. J
ng
a Sg ka
e
Sg Paka
i . Pa
SG.PAKA IRRIGATION CANAL
g
Sg.An
Catchment
ga
IRRIGATION CANAL
SO
(SG.PARIT KULIM)
u
Sg.Ap
UT
TRI. ! Kerteh
OF .SG. KERTIH
DRAIN
h
H C
tia
e
i
rt
g.
.Je
K
Sg
S
lis
Sg Kertih
P er
g. SG.KERTIH
Catchment
S
HIN
A S
! Kemasik
JERANTUT TRI. OF SG. KEMASIK
Sg Kemasik
Sg Pahang N ip
ah
S g.
Catchment
Catchment
EA
ur
m
k
Ti
Sg
g .Teba
.I
buk
S
i
buhraya Panta
SG. IBUK
KEMAMAN SG.CHUKAI
Sg
.B
Sg Kemaman un
g k us
Catchment
Sg.B a
Le
ka
r
Chukai !
SG.KEMAMAN
S g.Te r a j
Sg. K e m aman
IRRIGATION CANAL
Sg Cendur
ul
Sg
.Ce r
TRI. OF SG. CENDUR
Catchment
m
ul
ya
g. A
S
KUANTAN
Sg . M a
Sg Cherating
s
Cherating ! Catchment
o
LEGEND Date 27-03-2017
Gulf of
Thailand
Sg Cendur
.K emama
Sg
n
SG.KEMAMAN South
Catchment
China
IRRIGATION CANAL Sea
ng
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Disclaimer: This map is produced solely for its intended purpose only. All reasonable care has been taken to ensure that the information presented here is accurate, subject to the availability and quality of data sources used. There is however no guarantee that this map is free from errors or omissions. Its use for any other purposes is therefore at the sole risk of the user.
Mi d
Source: ERE Consulting (2017), JPBD (2016), OpenSteet Map (2017), Imagery courtesy of USGS (2017), Department of Irrigation and Drainage (2016) G:\Project\EJ 610 ECRL Tumpat-Gombak\Maps\MXD\EIA\EJ 610 ECRL River_Crossing_Catchments_LABEL_Pahang_ES_RE.mxd
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LEGEND Date 27-03-2017
THAILAND
!
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! South
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! Maran
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!
16
!
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!
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!! 20
19
!
Templer's Park ! 23 !
!
25
!
!
ITT Gombak ! Alignment directly cuts through
! Alignment passes by
o
LEGEND Date 27-03-2017
Disclaimer: This map is produced solely for its intended purpose only. All reasonable care has been taken to ensure that the information presented here is accurate, subject to the availability and quality of data sources used. There is however no guarantee that this map is free from errors or omissions. Its use for any other purposes is therefore at the sole risk of the user.
Source: ERE Consulting (2017), JPBD (2015), OpenStreet Map (2017) G:\Project\EJ 610 ECRL Tumpat-Gombak\Maps\MXD\EIA\EJ 610 ECRL Forested Areas the Proposed Alignment_ForestryDept.mxd
RE RINGKASAN EKSEKUTIF
RINGKASAN EKSEKUTIF
PENGENALAN
1. Laluan Rel Pantai Timur (ECRL) adalah projek pembinaan laluan kereta api
dari Wakaf Bharu di Kelantan ke Terminal Pengangkutan Bersepadu (ITT)
di Gombak, Selangor (Rajah RE-1). ECRL akan merentasi negeri Kelantan,
Terengganu dan Pahang (Jadual RE-1) dan melalui bandar-bandar utama
seperti Wakaf Bharu, Kota Bharu, Kuala Besut, Kuala Terengganu, Dungun,
Chukai, Kuantan, Gambang, Maran, Mentakab dan Bentong, sebelum
merentasi Banjaran Titiwangsa dan berakhir di Selangor. Selain daripada
jajaran utama, ECRL juga mempunyai enam jajaran sisihan (Jadual RE-1).
3. ECRL adalah selaras dengan pelan dan dasar di peringkat nasional and
negeri yang berkaitan. Ianya telah dicadangkan dalam Rancangan Fizikal
Negara 1, 2 dan 3 serta Rancangan Struktur Negeri Kelantan, Terengganu,
Pahang dan Selangor. ECRL juga telah dikenal pasti dalam Pelan Induk
Wilayah Ekonomi Pantai Timur (ECER) untuk menggalakkan pertumbuhan
ekonomi wilayah ini. Rancangan Induk Pengangkutan Awam Darat Negara
juga telah mencadangkan satu laluan rel kereta api di antara Pantai Timur
dan Pantai Barat selaras dengan objektif strategiknya untuk memastikan
negara mempunyai sistem perhubungan yang baik dan meningkatkan
kesalinghubungan di antara luar bandar dan antara bandar.
RE-1
RINGKASAN EKSEKUTIF
4. Penggerak Projek ialah Malaysia Rail Link Sdn Bhd (MRL), syarikat yang
dimiliki sepenuhnya oleh Kementerian Kewangan Malaysia.
TERMA RUJUKAN
7. Terma rujukan bagi Laporan EIA ini telah dikemukakan kepada Jabatan
Alam Sekitar pada 25 Januari 2017. Terma rujukan telah dibentangkan dan
dibincangkan pada 16 Februari 2017 dan diluluskan pada 22 Februari 2017.
KEPERLUAN PROJEK
RE-2
RINGKASAN EKSEKUTIF
9. ECRL diperlukan kerana tiada ada laluan kereta api terus di antara Pantai
Timur dan Pantai Barat melainkan laluan KTMB dari Tumpat ke Kuala
Lumpur melalui Gemas. ECRL akan menambahbaik kesalinghubungan
antara ibu negeri, pusat bandar utama, kluster perindustrian, pelabuhan
laut, depoh kontena dalaman, lapangan terbang dan zon pelancongan serta
meningkatkan kemudahan pengangkutan bagi penduduk di Pantai Timur.
Ia juga akan melalui sebahagian besar Zon Ekonomi Khas ECER yang
merupakan pusat utama bagi industri pembuatan di Pantai Timur dan
beberapa taman perindustrian. ECRL juga akan :
• mengurangkan masa perjalanan dan kos penghantaran barang di antara
pusat pertumbuhan utama
• mengurangkan jumlah kenderaan berat di jalanraya.
• meningkatkan kapasiti penggunaan jalan raya, sekaligus mengurangkan
kesesakan lalu lintas dan pencemaran alam sekitar.
12. ECRL akan mendatangkan faedah bukan sahaja kepada penumpang dan
penghantaran barangan angkut di Pantai Timur malah menghubungkan
wilayah ini dengan seluruh Semenanjung Malaysia dengan sistem
rangkaian laluan kereta api yang cekap. ECRL dijangka akan memberikan
manfaat yang ketara kepada pembangunan di Pantai Timur Semenanjung
Malaysia dan seluruh negara.
RE-3
RINGKASAN EKSEKUTIF
PILIHAN PROJEK
13. Pelbagai pilihan jajaran telah dikenal pasti dan dinilai semasa proses untuk
memilih jajaran yang paling optima untuk ECRL. Pemilihan ini bergantung
kepada ciri-ciri fizikal, kekangan sosio-ekonomi dan keperluan reka bentuk
rangkaian pengangkutan. Selain daripada pemilihan jajaran, penilaian
untuk jenis landasan kereta api juga telah dijalankan.
15. Pelbagai pilihan jajaran, jenis ‘railway gauge’ dan ‘traction system’ telah
diambilkira dan dinilai semasa kajian kebolehlaksanaan melalui proses
penilaian ‘multi-criteria’ dan juga rundingan bersama agensi-agensi
kerajaan dan pihak-pihak berkepentingan.
16. Akhirnya, ‘Standard Gauge’ dan jajaran melalui Bentong telah dipilih sebagai
jajaran pilihan dan ianya telah disahkan oleh Majlis Tindakan Ekonomi
Negara pada Februari 2013. Di antara faktor-faktor utama pemilihan
‘standard gauge’ melalui Bentong ialah:
• Jajaran Bentong menyediakan laluan terus dari Pantai Timur ke Lembah
Klang dan akan memendekkan 2 jam masa perjalanan berbanding
dengan jajaran melalui Gemas.
• Bilangan penumpang yang lebih tinggi melalui jajaran Bentong akan
menghasilkan pendapatan penumpang yang lebih tinggi.
• Jajaran Bentong dijangka dapat mewujudkan peluang pekerjaan yang
lebih tinggi berbanding piliha-pilihan lain.
• ‘Standard gauge’ boleh beroperasi dengan kelajuan yang tinggi, lebih
stabil dan lebih banyak pilihan untuk ‘rolling stock’ daripada pembekal
antarabangsa kerana ianya digunakan secara meluas di seluruh dunia.
17. Selain daripada empat pilihan jajaran utama tersebut, pelbagai jajaran
alternatif di Kota Bharu, Kuala Terengganu dan Kuantan juga telah
dipertimbangkan.
18. Dua pilihan ‘traction system’ telah dipertimbangkan, iaitu elektrik dan diesel.
‘Traction system’ elektrik adalah pilihan utama untuk kereta api penumpang,
manakala ‘traction system’ elektrik atau diesel untuk kereta api barang.
RE-4
RINGKASAN EKSEKUTIF
20. Lokasi stesen telah disemak semula berdasarkan pilihan kerajaan negeri
dan kebolehsampaian ke pusat-pusat bandar yang sedia ada serta nodus
pembangunan masa hadapan. Beberapa bahagian jajaran telah disemak
semula demi mengelakkan hutan simpan dan kawasan sensitif alam sekitar.
21. Selain daripada memilih jajaran yang paling optima, pilihan reka bentuk
untuk kawasan berbukit dan kawasan-kawasan rendah juga turut dinilai.
Untuk pembinaan yang melalui kawasan berbukit, terowong menjadi
pilihan utama untuk mengelakkan pemotongan cerun secara besaran.
Untuk pembinaan di kawasan rendah, pilihan benteng dan jejambat telah
diambilkira.
HURAIAN PROJEK
22. ECRL ialah projek kereta api elektrik satu landasan yang dibina di atas
formasi landasan berkembar - lebih kurang 532.3 km bagi jajaran utama dan
65.9 km untuk jajaran sisihan (Jadual RE-2). 16.5% daripada jajaran adalah
bertingkat (elevated). ECRL akan mempunyai 23 buah stesen.
Terowong 48.5km
Penumpang 12
RE-5
RINGKASAN EKSEKUTIF
Jajaran
23. Jajaran ECRL dibahagikan kepada enam segmen untuk bagi memudahkan
penerangan untuk projek ini:
• Segmen 1 : Kelantan
• Segmen 2 : Terengganu Utara (MD Besut – MD Setiu –
MD Kuala Nerus - MB Kuala Terengganu)
• Segmen 3 : Terengganu Selatan (MD Marang – MP Dungun – MP
Kemaman)
• Segmen 4 : Pahang Timur (MP Kuantan – MD Maran)
• Segmen 5 : Pahang Barat (MP Temerloh – MP Bentong)
• Segmen 6 : Selangor
Segmen 1 : Kelantan
24. Jajaran di segmen ini bermula di Stesen Wakaf Bharu dan bergerak ke arah
barat daya melintasi Pasir Mas sebelum menuju ke arah timur dan
merentasi Sg. Kelantan. Ia seterusnya ke Stesen Kota Bharu dan
meneruskan perjalanan ke arah timur, melalui Kota Bharu di sebelah kiri.
Selepas memasuki Jajahan Bachok, jajaran melalui kawasan pertanian ke
arah tenggara sebelum tiba di Stesen Jelawat. Jajaran kemudiannya melalui
Bachok dan Pasir Puteh ke arah tenggara sebelum tiba di Stesen Tok Bali
yang terletak kira-kira 5 km utara dari pangkalan Tentera Udara Diraja
Malaysia di Gong Kedak. (Rajah RE-2).
26. Jajaran terus menghala ke arah tenggara melalui tanah pertanian dan
memasuki daerah Setiu di mana terletaknya Stesen Penarik. Seterusnya,
jajaran menghala ke arah tenggara dan melalui kawasan yang padat dengan
penduduk di Batu Rakit dan Kuala Nerus sehingga ke Stesen Kuala
Terengganu yang terletak lebih kurang 3 km ke barat daya dari Lapangan
Terbang Sultan Mahmud dan 8 km barat laut dari bandar Kuala
Terengganu (Rajah RE-3).
RE-6
RINGKASAN EKSEKUTIF
29. Jajaran memasuki Pahang melalui koridor kereta api Kerteh-Kuantan Port
sedia ada sehingga tiba di Stesen Cherating. Ia terus menuju ke arah selatan
melalui kawasan pertanian sebelum tiba di Stesen Kuantan Port City
berhampiran Kawasan Perindustrian Gebeng di mana jajaran sisihan
dicadangkan ke Kuantan Port. Koridor laluan kereta api sedia ada Kerteh-
Kuantan Port tamat tidak jauh selepas Stesen Kuantan Port City di mana
selepas ini jajaran melalui koridor baharu dan terus menuju ke arah
tenggara sehingga tiba di depoh Kuantan Port City (KPC).
30. Dari depoh KPC, jajaran menuju ke arah barat daya dan selari dengan talian
transmisi TNB sebelum tiba di Stesen KotaSAS. Jajaran sisihan sepanjang
5.8km dicadangkan dari KotaSAS ke Kuantan Sentral. Jajaran terus menuju
ke arah barat daya, merentasi Sg Kuantan dan kawasan Felda Sg Pancing
Timur dan menyusur sekitar 2.5 km ke utara daripada Lapangan Terbang
Sultan Ahmad Shah. Kemudian, ia terus bergerak ke arah barat daya hingga
ke Stesen Gambang yang terletak berdekatan dengan Lebuhraya Pantai
Timur. Seterusnya, jajaran menghala ke arah barat dan mengikuti Jalan
Persekutuan 2 hingga ke Stesen Maran yang terletak lebih kurang 10 km ke
barat daripada pekan Maran (Rajah RE-5).
RE-7
RINGKASAN EKSEKUTIF
31. Jajaran terus bergerak ke arah barat menuju daerah Temerloh di mana ianya
merentasi Sg. Pahang sebelum tiba di Stesen Mentakab yang terletak
berhampiran Kawasan Perindustrian Temerloh. Jajaran sisihan dicadangkan
untuk menyediakan sambungan dengan laluan kereta api KTMB Tumpat-
Gemas. Jajaran terus menuju ke arah barat dan melalui kawasan pertanian
dan menyeberangi Lebuhraya Pantai Timur sehingga tiba di Stesen Bentong
yang terletak berhampiran dengan susur keluar Bentong Barat Lebuhraya
Pantai Timur (Rajah RE-6). Jajaran ini kemudian menuju ke arah barat daya
dan melalui kawasan tinggi dan berbukit-bukau di Bukit Tinggi di mana
terowong (Terowong Genting) dicadangkan. Terowong sepanjang 17.8 km
ini akan merentasi Banjaran Titiwangsa ke arah Selangor.
Segmen 6 : Selangor
Jajaran Sisihan
RE-8
RINGKASAN EKSEKUTIF
Stesen
34. Terdapat 23 buah stesen ECRL yang terdiri daripada 12 stesen penumpang,
2 stesen kereta api pengangkut dan 9 stesen yang bercampur penumpang
dan kereta api pengangkut (Jadual RE-4).
35. Tiga stesen akan dijadikan sebagai stesen pertukaran yang membolehkan
pertukaran untuk epenumpang dan/atau barangan angkut antara ECRL
dengan mod pengangkutan sedia ada yang lain. Tiga stesen pertukaran ini
adalah:
• Wakaf Bharu – Pertukaran penumpang dan barangan angkut dengan
laluan KTMB Gemas-Tumpat sedia ada.
• Mentakab – Pertukaran barangan angkut dengan laluan KTMB Gemas-
Tumpat sedia ada.
• ITT Gombak – Pertukaran penumpang dengan laluan LRT Kelana Jaya.
RE-9
RINGKASAN EKSEKUTIF
38. Depoh Kuantan Port City (KPC) yang terletak berdekatan Stesen Kuantan
Port City akan dilengkapi dengan pelbagai kelengkapan untuk memastikan
penyelenggaraan dapat dilaksanakan untuk semua peringkat termasuk
untuk penyelenggaran berat. Pusat Kawalan Operasi bagi ECRL juga
terletak di sini. Fungsi utama Depoh KPC adalah:
• Pengurusan penyelenggaraan gerabak
• Pengurusan operasi lokomotif, gerabak dan EMUs.
• Penstabilan lokomotif kereta api pengangkut, EMU & gerabak
• Cucian badan lokomotif kereta api pengangkut
• Pemeriksaan berkala, servis & cucian lokomotif kereta api pengangkut
• Penyelenggaraan lokomotif, EMUs & gerabak.
• Tempat penyimpanan alat gentian, komponen dan barangan lain.
39. Wakaf Baru Yard dan ITT Gombak Yard masing-masing akan mempunyai
fungsi yang sama iaitu ‘stabling’, pembersihan bahagian dalaman , cucian
badan kereta api, pemeriksaan berkala, servis dan pembaikan sementara
EMU. Mentakab Locomotive Yard mempunyai dua fungsi utama iaitu
‘stabling’ dan pemeriksaan berkala dan servis untuk lokomotif.
RE-10
RINGKASAN EKSEKUTIF
kapasiti penumpang seramai 600 orang dan kelajuan rekabentuk 160 km/j.
Panjang kereta api adalah 206m.
42. Kereta api pengangkut yang dicadangkan adalah lokomotif elektrik dengan
‘traction power’ setinggi 3500t dan kelajuan rekabentuk 80 km/jam. Ia juga
akan mempunyai sehingga 45 gerabak. Gerabak-gerabak utama yang akan
digunakan adalah gerabak terbuka (‘open top box cars’), gerabak tertutup
(‘closed box cars’), gerabak tangki (‘tanker wagons’) dan ‘flat-bed wagons’.
43. Landasan akan direkabentuk untuk kelajuan 160km/j bagi kereta api
penumpang dan 80 km/j bagi kereta api pengangkut. Beban gandar
maksima adalah 25 tan dan rel akan dikimpalkan secara berterusan.
Ballasted tracks akan digunapakai untuk sebahagian besar jajaran utama.
Namun, di beberapa lokasi (cth. Terowong Genting), low vibration ballastless
tracks mungkin digunakan.
44. Bekalan kuasa elektrik untuk keseluruhan fasiliti kereta api akan diperolehi
dari sistem bekalan pukal pengguna 132kV yang berdekatan. Sub-stesen
khas 11//0.4kV akan dipasang di setiap stesen untuk memenuhi keperluan
bagi tujuan komunikasi, beban isyarat dan fasiliti berkaitan. Bagi sistem-
sistem penting seperti komunikasi, peralatan isyarat, peralatan kebakaran
dan lampu kecemasan, sumber bekalan kuasa elektrik sokongan akan
disediakan. Bekalan kuasa eletrik untuk traction power kereta api
pengangkut akan dibekalkan daripada stesen 132 kV pihak TNB ke sub-
RE-11
RINGKASAN EKSEKUTIF
45. Pusat kawalan operasi ECRL (OCC) terletak di Depoh Kuantan Port City
(KPC). Depoh ini terletak di pertengahan jajaran ECRL. OCC akan
memastikan pengangkutan sepanjang landasan diuruskan dengan cekap.
Komponen utama bagi OCC adalah Operasi Pengurusan Penghantaran,
Kawalan Trafik Berpusat dan Sistem Penyeliaan Kawalan Kuasa dan
Pemerolehan Data. Kesemua sistem dan pencawang, sekiranya boleh, akan
dilengkapkan dengan fasiliti pendua dan ‘back-ups’ untuk memastikan
operasi ECRL boleh berfungsi secara berterusan pada setiap masa.
Pengambilan Tanah
RE-12
RINGKASAN EKSEKUTIF
Pengalihan Utiliti
49. Kem pekerja dan pejabat tapak akan disediakan di beberapa lokasi
berhampiran jajaran ECRL bergantung kepada pakej dan fasa pembinaan
yang akan dilaksanakan.
Pembersihan Tapak
50. Pembersihan tapak dan kerja tanah akan dilaksanakan untuk jajaran
(termasuk terowong), stesen dan depoh. Pembersihan tapak melibatkan
penebangan pokok-pokok dan tumbuh-tumbuhan yang ada di tapak
pembinaan dengan menggunakan jentolak atau mesin yang bersesuaian.
Kerja tanah yang utama akan dilaksanakan di beberapa lokasi untuk
mencapai aras platform yang dikhendaki. Bahan timbus akan dibawa dari
borrow areas manakala bahan yang tidak sesuai dicadangkan untuk
dilupuskan di tapak pelupusan yang diluluskan oleh pihak berkuasa
tempatan.
Pembinaan Benteng
51. Sebahagian besar dari jajaran ECRL akan dibina di atas benteng. Oleh yang
demikian, unsuitable suboil akan dikorek dan digantikan dengan suitable
material yang akan dipadatkan untuk membina asas yang kukuh untuk
landasan kereta api. Benteng atau tembok penahan akan dibina di sisi
landasan dan selepas itu, ballast akan dipasang di atas landasan.
RE-13
RINGKASAN EKSEKUTIF
52. Untuk benteng tinggi, tiang batu (stone columns) akan digunakan sebagai
ground treatment sekiranya kombinasi temporary surcharge dan geotextile basal
reinforcement tidak sesuai. Tiang batu akan membentuk bahan komposit
yang mempunyai kebolehmampatan (compressibility) yang rendah dan
kekuatan ricih (shear strength) yang tinggi berbanding dengan tanah liat
lembut in-situ. Selain daripada itu, terdapat jalanraya dan simpang serta
infrastruktur pengairan yang mungkin perlu dijajar dan dikonfigurasi
semula untuk pembinaan benteng.
55. Span dek akan dibina span-by-span menggunakan kren. Rasuk (beams) akan
diangkut ke tapak pembinaan dan diangkat ke posisi menggunakan kren.
Selepas rasuk tersebut sudah diletakkan ke dalam bearing, cast in-place deck
slab akan dibina menggunakan formwork.
Pembinaan Terowong
56. Dua kaedah pembinaan terowong, iaitu New Austrian Tunneling Method
(NATM) dan Tunnel Boring Machine (TBM), dijangka akan digunakan.
Kaedah yang digunapakai akan bergantung kepada keadaan geologi di
tapak dan akan ditentukan pada peringkat reka bentuk terperinci. Selain
daripada aspek geologi, aspek terperinci lain seperti panjang terowong dan
keratan rentas terowong juga akan mempengaruhi kaedah pembinaan
terowong yang akan dipilih.
57. Sebahagian besar terowong akan dibina dengan menggunakan kaedah New
Austrian Tunneling Method. Pengorekan terowong akan dijalankan dengan
kaedah gerudi dan letupan (drill and blast). Kaedah gerudi dan letupan
merangkumi aspek penggerudian lubang letupan, pengecasan, pencucuhan,
mucking dan scaling. Sisa hasil letupan akan diangkut keluar dengan trak
dan sisa hasil letupan yang sesuai akan digunapakai semula untuk aktiviti
RE-14
RINGKASAN EKSEKUTIF
pembinaan lain. Selepas sisa hasil letupan diangkut keluar, scaling akan
dijalankan untuk mengeluarkan batuan yang kurang stabil disekeliling
terowong dan menyediakan permukaan batuan dinding terowong untuk
shotcreting dan tunnel lining.
Pembinaan Stesen
60. Selepas kerja-kerja tanah dan struktur untuk jajaran telah disiapkan,
landasan kereta api dan sistem-sistem kawalan dan isyarat akan dipasang.
Sistem landasan kereta api merangkumi jaringan trek yang menyediakan
sokongan dan bimbingan untuk gerabak, termasuk unsur-unsur seperti rel,
pengancing rel (rail fastening), sleepers dan ballast. Sistem akan memastikan
fungsi pengasingan kereta api yang selamat dan membolehkan kereta api
untuk bergerak pada kelajuan maksima yang konsisten dengan selamat.
Selepas pemasangan komponen-komponen tersebut, pengujian dan
pentauliahan akan dijalankan.
Operasi ECRL
61. Semasa peringkat operasi ECRL, kereta api akan beroperasi pada jangka
masa yang tetap. Kereta api penumpang akan bergerak pada kelajuan 160
km/jam dan kereta api pengangkut pada kelajuan 80 km/jam. Di stesen
penumpang, aktiviti-aktiviti yang dijangkakan adalah seperti perniagaan
runcit, mengambil dan menurunkan penumpang serta aktiviti trafik yang
RE-15
RINGKASAN EKSEKUTIF
Bilangan Penumpang
Perjalanan Perjalanan
Tahun Tahun
Penumpang (Juta) Penumpang (Juta)
2025 4.49 2033 6.10
2026 4.66 2034 6.35
2027 4.83 2035 6.62
2028 5.01 2036 6.90
2029 5.19 2037 7.19
2030 5.39 2038 7.49
2031 5.61 2039 7.80
2032 5.85 2040 8.13
Sumber: Skim Keretapi MRL
63. Kereta api pengangkut, yang akan dilengkapi sehingga 45 gerabak, dan
beroperasi selama 22.5 jam sehari, tujuh hari seminggu. Pada tahun 2024,
permintaan trafik yang paling sibuk dijangka di segmen antara Maran-
Kuantan Port City (Jadual RE-8). Sebanyak 25 kereta api akan beroperasi
setiap hari.
Jadual RE-8 : Operasi Pasangan Kereta Api Pengangkut (Kereta Api Setiap Hari)
RE-16
RINGKASAN EKSEKUTIF
64. Jenis barangan angkut yang akan dibawa dengan kereta api pengangkut
termasuk arang batu, simen, keluli, getah, polyethylene dan biojisim kelapa
sawit (Jadual RE-9), yang akan diangkut di dalam pelbagai rupa-bentuk
seperti kontena, pakej, pukal kering dan pukal cecair.
65. Pembinaan ECRL dijangka bermula pada Julai 2017. Pembinaan segment
dari Bentong ke Terowong Genting akan dimulakan dahulu. Kerja-kerja
pembinaan dijangka akan mengambil masa 7 tahun. ECRL dijangka akan
mula beroperasi pada bulan Jun 2024.
Topografi
66. ECRL merentasi rupa bumi yang pelbagai – dari kawasan rendah dan rata
di Kelantan ke kawasan berbukit dan bercerun di Pahang dan Selangor
(Rajah RE-8a dan Rajah RE-8b). Di Kelantan dan utara Terengganu, jajaran
merentasi kawasan rata dan rendah yang mempunyai aras ketinggian
kurang dari 10m. Di kawasan yang berhampiran dengan Kuala Terengganu,
jajaran melalui berhampiran kawasan berbukit rendah yang terletak jauh
antara satu sama lain. Kebanyakan cerun di kawasan ini adalah Kelas I (0ᵒ -
15ᵒ).
RE-17
RINGKASAN EKSEKUTIF
68. Apabila jajaran memasuki Negeri Pahang, ia melalui kawasan yang agak
rata di Cherating sehinggalah ke Kawasan Perindustrian Gebeng. Apabila
jajaran melalui Kuantan dan daerah Maran, topografi adalah beralun.
Beberapa terowong yang akan dibina di kawasan ini untuk mengelakkan
pemotongan bukit. Kawasan yang dilalui oleh jajaran ini kebanyakannya
dari cerun Kelas I. Beberapa kawasan antara Gambang dan Stesen Maran
mempunyai cerun dari Kelas II dan Kelas III.
69. Jajaran melalui rupa bumi yang beralun dan berbukit di daerah Temerloh.
Jajaran akan merentasi beberapa bukit melalui terowong sebelum tiba di
Stesen Bentong. Selepas Stesen Bentong, jajaran akan mengikuti lembah Sg.
Benus, sebelum melalui terowong merentasi Banjaran Titiwangsa yang
berhampiran Bukit Tinggi. Kebanyakan cerun di antara kawasan Mentakab
ke Stesen Bentong adalah Kelas I manakala selepas Bentong, kebanyakan
cerun adalah Kelas II dengan Kelas III di beberapa kawasan.
70. Jajaran di Selangor melalui kawasan yang beralun dan berbukit. Selepas
Terowong Genting, jajaran melalui satu terowong pendek (2 km) untuk
merentasi kawasan berbukit berhampiran Kg. Sungai Salak. Selepas keluar
dari terowong kedua ini, jajaran akan mengikuti topografi beralun di
lembah Sg. Gombak. Cerun di sepanjang jajaran merupkan kombinasi cerun
Kelas I, II dan III.
73. Jenis tanah untuk jajaran di selatan Terengganu terdiri daripada pelbagai
batuan sedimen daripada sandstone, phyllite, slate dan shale yang mempunyai
usia yang berbeza-beza. Di beberapa lokasi terutamanya di selatan Kerteh,
jajaran terletak di atas kawasan granit. Jenis tanah untuk ajaran sisihan dari
Dungun ke Bukit Besi juga terdiri daripada sandstone, phyllite, slate dan shale.
RE-18
RINGKASAN EKSEKUTIF
76. Di kawasan barat Pahang, jajaran akan terletak di atas formasi geologi
Central Belt yang terdiri daripada pelbagai jenis batu iaitu sandstone, siltstone,
shale dan batuan volkano terutamanya tuff. Di kawasan barat Bentong,
granit merupakan jenis batuan utama. Terowong yang dicadangkan
berhampiran timur dan barat kawasan Bentong dijangka adalah jenis
phyllite manakala granit di bahagian barat Bentong.
77. Geological lineaments utama adalah Bentong Raub Suture Zone yang terletak di
kawasan Bentong. Jajaran dijangka merentasi Bukit Tinggi Fault di kawasan
granit. Granit dari zaman Mesozoik dominan di sepanjang jajaran di
Selangor (sebahagian besar adalah terowong) dan di bahagian barat
Pahang. Hasil boreholes yang dijalankan di negeri Selangor menunjukkan
bahawa jajaran terowong akan dibina di kawasan dasar batuan granit.
Iklim
78. Secara umumnya, iklim di tapak projek adalah serupa dengan seluruh
Semenanjung Malaysia yang terletak di garisan khatulistiwa dengan kadar
hujan tahunan yang tinggi (2500 mm - 3000 mm) dan mempunyai
kelembapan yang tinggi dan suhu yang seragam. Musim tengkujuh yang
berikut dialami sepanjang tahun:
(a) Musim tengkujuh timur laut (November/awal Disember hingga
Mac)
(b) Antara-musim atau musim peralihan (April hingga Mei)
(c) Musim tengkujuh barat daya (Jun hingga September/ awal Oktober)
(d) Antara-musim atau musim peralihan (Oktober sehingga awal
November)
RE-19
RINGKASAN EKSEKUTIF
Guna Tanah
79. Sebahagian besar jajaran ECRL merentasi kawasan pertanian dan hutan.
Jajaran ECRL juga melalui 20 kawasan pihak berkuasa tempatan.
Komposisi guna tanah untuk koridor jajaran ECRL (500 m di setiap sisi
jajaran) adalah 42% pertanian, 36% hutan, 10% kawasan tepu bina dan 12%
kegunaan lain (Jadual RE -10) (Rajah RE-11).
80. Jajaran ECRL akan merentasi 27 lembangan sungai (Jadual RE-11) (Rajah
RE-10 hingga Rajah RE-10f). Selain itu, jajaran juga akan melintasi pelbagai
anak sungai, terusan pengairan, perparitan tanah, alur air dan kolam.
RE-20
RINGKASAN EKSEKUTIF
RE-21
RINGKASAN EKSEKUTIF
Kapasiti
Muka Sauk/
Reka Jarak dari
Loji Rawatan Sumber Kawasan Bekalan Air
Bentuk Jajaran (km)
Air
(mld)
Kepong I Sg. Terengganu Kuala Terengganu 90 1.2
Kepong II Sg. Terengganu Kuala Terengganu & 180 1.2
Marang
Bukit Losong Sg. Terengganu Kuala Terengganu 43 4.8
Bukit Bauk Sg. Paka Dungun 64 0.5
Lepar Hilir Sg. Lepar Kuantan 20 11
Semambu Sg. Kuantan Kuantan 291 3
Bukit Ubi Sg. Kuantan Kuantan 36 3
Benus Bt 4 Sg. Benus Kg. Gementi & Ketari 4 0.1
Sumber: Suruhanjaya Pengurusan Air Negara, 2016
84. Jajaran juga merentasi banyak skim pengairan di Kelantan dan Terengganu.
Antaranya termasuk kawasan jelapang padi utama seperti Kemasin
Semerak IADP dan Kemubu IADA di Kelantan dan KETARA IADA di
Terengganu dan pelbagai skim pengairan kecil yang lain.
RE-22
RINGKASAN EKSEKUTIF
89. Pengukuran tahap getaran dijalankan di 38 lokasi yang sama untuk bunyi
bising dan paras gegeran adalah antara 0.01 mm/s hingga 0.96 mm/s dan
‘vibration response curves’ adalah antara Curve 4 hingga 8. Hasil pengukuran
menunjukkan bahawa takat getaran adalah dibawah had yang boleh
mengakibatkan kerosakan struktur dan menganggu keselesaan awam
seperti yang ditetapkan di dalam garis panduan oleh pihak JAS.
Ekologi
91. Jajaran ini tidak merentasi sebarang HSK di Terengganu Utara, tetapi lalu
berhampiran dengan HS Pak Kancil, HS Bukit Terendak dan HS Jambu
Bongkok yang terdiri daripada pelbagai jenis habitat yang kebanyakannya
adalah gelam putih (Melaleuca cajaputi). Kesemua HSK ini adalah penting
untuk memulihara hutan gelam yang masih ada di Pantai Timur. HS Pak
Kancil juga merupakan sebahagian daripada rangkaian sekunder CFS1-SL5,
yang berfungsi untuk menghubungkan Hutan Taman Negara ke hutan di
sepanjang pantai timur, khususnya di daerah Setiu.
92. Di Terengganu Selatan, jajaran ini akan merentasi HS Bukit Bauk, HS Kuala
Paka dan HS Kuala Kemaman. Jajaran laluan utama akan merentasi HS
Bukit Bauk (melalui terowong sepanjang 900m) dan HS Kuala Paka,
manakala jajaran sisihan ke Kemaman akan merentasi bahagian timur HS
Kuala Kemaman. Selain itu, jajaran sisihan ke Bukit Besi akan merentasi
bahagian barat HS Bukit Bauk. HS Bukit Bauk adalah sebahagian daripada
rangkaian sekunder CFS1-SL4 dan ‘hotspot’ untuk kepelbagaian biologi.
93. Di Pahang Timur, jajaran akan merentasi HS Balok (A), HS Bukit Galing, HS
Berkelah dan HS Lepar. Jajaran akan merentasi kawasan hutan simpan ini
RE-23
RINGKASAN EKSEKUTIF
RE-24
RINGKASAN EKSEKUTIF
Sosio-ekonomi
95. Penduduk di dalam lingkungan koridor 1 km di kedua dua belah jajaran
dianggarkan seramai 412,000 orang pada tahun 2016. Kajian persepsi
melibatakan 2600 responden dan 27 perbincangan kumpulan telah di
laksanakan di sepanjang jajaran untuk mendapatkan maklumbalas dari
penduduk setempat.
Penduduk % Penduduk %
State
2010 (‘000) 2016e (‘000)
Kelantan 89.9 24.1 101.8 24.6
Terengganu 140.2 37.6 156.1 37.8
Pahang 97.5 26.1 103.5 25.0
Pantai Timur 327.6 87.7 361.3 87.5
Selangor 45.8 12.3 51.8 12.5
96. Pelbagai impak dijangka semasa fasa pra-pembinaan dan pembinaan Projek
(Jadual RE-15). Penerima impak terdiri daripada pelbagai komuniti dan
guna tanah yang terletak berhampiran dengan jajaran, stesen, depoh dan
yards.
RE-25
RINGKASAN EKSEKUTIF
Fasa Pra-Pembinaan
97. Impak ketara yang dijangka ketika fasa pra-pembinaan adalah berkaitan
dengan aktiviti berikut:
• Pengambilan tanah dan hartanah
• Pemindahan utiliti
98. Pengambilan tanah dan hartanah merupakan kesan utama semasa fasa pra-
pembinaan. Pada peringkat ini, 8,699 lot (atau sebahagian daripadanya)
mungkin terjejas. Kerajaan dijangka untuk membayar pampasan yang
sewajarnya kepada pihak yang terlibat. Walau bagaimanapun, pihak yang
terjejas daripada pengambilan tersebut mungkin akan menghadapi masalah
seperti gangguan kepada kehidupan mereka dan kehilangan perpaduan
sosial (social cohesion).
100. Untuk pengambilan tanah yang melibatkan kawasan pertanian yang masih
aktif, kehidupan pemilik tanah pertanian mungkin akan terjejas disebabkan
kehilangan punca pendapatan. Selain daripada itu, ada kemungkinan
pengambilan tanah pertanian boleh mengakibatkan pengurangan saiz tanah
RE-26
RINGKASAN EKSEKUTIF
Fasa Pembinaan
103. Impak terhadap alam sekitar yang mungkin berlaku semasa fasa pembinaan
termasuk hakisan tanah dan pemendapan dari pembersihan tapak dan kerja
tanah, banjir disebabkan sekatan terhadap sistem saliran, penjanaan sisa
pembinaan, risiko geologi, peningkatan paras bunyi bising, pencemaran
udara, impak terhadap ekologi, gangguan lalu lintas, impak sosial dan isu-
isu yang berkaitan dengan keselamatan awam.
104. Jajaran ECRL akan merentasi pelbagai bentuk rupa bumi. Di kawasan tanah
rendah yang rata, terutama di Kelantan dan Terengganu, benteng tanah
(embankment) akan dibina dan ini memerlukan jumlah tanah yang besar. Di
kawasan yang beralun dan berbukit, pemotongan bukit akan menjadi
aktiviti pembinaan utama. Walaupun 19 buah terowong akan dibina,
pemotongan cerun bukit masih akan dilakukan di sepanjang jajaran.
Berdasarkan peta risiko hakisan tanah bagi Semenanjung Malaysia, risiko
hakisan di sepanjang jajaran yang telah dikenalpasti adalah seperti berikut:
• Kelantan : Risiko hakisan rendah (Jelawat ke Tok Bali) – Sederhana
(Wakaf Bahru ke Jelawat)
RE-27
RINGKASAN EKSEKUTIF
107. Sumber-sumber pencemaran air yang lain adalah sisa kumbahan dan sullage
dari kem pekerja, sisa dari kerja penerowongan, air larian dari ‘batching
plants’, penyenggaraan loji dan kenderaan, dan sebarang pelepasan
buangan atau tumpahan yang tidak dikawal. Ini boleh menjejaskan kualiti
air sungai, sistem saliran dan pengairan yang di lintasi oleh jajaran. Impak
ke atas sistem saliran ini juga boleh memberi kesan kepada penerima
sensitif yang terletak di hilir jajaran Projek.
RE-28
RINGKASAN EKSEKUTIF
110. Jika bersesuaian, bahan terowong akan digunakan semula dalam kerja-kerja
pembinaan manakala bahagian yang tidak boleh digunasemula akan
dilupuskan di tapak pelupusan yang diluluskan atau digunakan untuk
landskap. Proses pengorekan, pengangkutan dan pelupusan akan
dilakukan secara sistematik dan teliti untuk mengurangkan impak. Biojisim
yang terhasil akan digunakan sebagai perlindungan cerun sementara dan
kemudiannya dibiarkan terurai di tapak. Pembakaran terbuka tidak
dibenarkan sama sekali.
RE-29
RINGKASAN EKSEKUTIF
112. Sebahagian besar dari jajaran di Kelantan dan Terengganu adalah lebih
tinggi dari paras banjir semasa. Walau bagaimanapun, pembinaan benteng
dan stesen berpotensi menyekat aliran air dan menyebabkan banjir.
Walaupun 80 jambatan telah disediakan dan ‘balancing culverts’ akan dibina
untuk memastikan air banjir boleh mengalir melalui benteng yang telah
dibina, risiko banjir perlu diberi perhatian yang serius sewajarnya.
113. Kawasan hotspots banjir telah dikenalpasti dan pihak MRL sedang kini
menjalankan kajian untuk menyediakan rekabentuk kejuruteraan terperinci
dan langkah tebatan banjir yang sesuai. Falsafah reka bentuk tebatan banjir
asas yang akan diguna pakai adalah "ECRL tidak akan meningkatkan paras
banjir selepas pembinaan siap". Pihak ECRL akan bekerjasama dengan
pihak JPS dan agensi-agensi yang berkaitan untuk memastikan bahawa
rekabentuk untuk saliran dan langkah tebatan banjir memenuhi keperluan
semua pihak. Antara langkah-langkah awal yang dicadangkan termasuk:
• ‘Elevated viaducts’ - akan dibina untuk merentasi dataran banjir bagi
membolehkan air banjir mengalir tanpa sebarang halangan. Sepanjang
71.84 km jajaran yang akan dibina secara bertingkat (elevated
alignment). Di mana mungkin, jajaran bertingkat akan dibina untuk
mengelakkan gangguan kepada sistem saliran pengairan sedia ada.
• ‘Cross-culverts’ dan ‘balancing culvert’ - akan dibina di banyak lokasi di
sepanjang benteng untuk membolehkan air banjir mengalir tanpa
gangguan. Kajian hidraulik yang terperinci akan dilaksanakan setelah
kerja ukur tanah diselesaikan, untuk menentukan lokasi yang tepat
dan reka bentuk pembetung (culverts).
• Jambatan – tiang (piers) akan dibina sejauh mungkin dari saluran
aliran bagi mengurangkan kejadian backwater. Analisis backwater akan
dijalankan dengan data keratan rentas utuk tujuan reka bentuk.
• ‘On-site Detention’ (OSD) - akan disediakan di depoh, base
penyelenggaraan stesen, stesen dan yards. Reka bentuk OSD di setiap
lokasi akan ditentukan semasa peringkat reka bentuk terperinci.
• Parit sementara - sistem perparitan sementara akan dibina untuk
menampung perubahan air larian permukaan.
RE-30
RINGKASAN EKSEKUTIF
114. Jajaran akan merentasi skim-skim pengairan dan berpotensi memberi kesan
kepada infrastruktur pengairan (terusan, saluran paip, rumah pam, kunci
pasang surut (tidal gate)) yang menyalurkan air ke kawasan sawah di
jelapang Kelantan dan Terengganu iaitu Lembaga Kemajuan Pertanian
Kemubu, Lembaga Kemajuan Pertanian Bersepadu Kemasin-Semarak dan
Kawasan Pembangunan Pertanian Bersepadu Terengganu Utara dan skim-
skim pengairan lain. Jajaran Projek yang merentasi sawah padi di selatan
daerah Pasir Puteh berpotensi menjejaskan kawasan pengairan di sini.
Terdapat juga skim-skim pengairan baru, seperti skim pengairan Semerak
Selatan, di mana rumah pam, tali air dan saluran paip, sedang dirancang
dan/atau dalam pembinaan. Langkah tebatan utama adalah untuk
mengelakkan pembinaan di atas infrastruktur pengairan seperti terusan
pengairan, paip pengairan dan rumah pam.
115. Jajaran akan merentasi pelbagai formasi geologi dan jenis tanah termasuk
kawasan tanah gambut, kawasan bercerun dan kawasan yang penting
untuk air bawah tanah. Terdapat beberapa risiko yang berkaitan dengan
pembinaan terowong, terutamanya di kawasan Bukit Tinggi dan Terowong
Genting sepanjang 17.8km. Risiko-risiko ini akan diambilkira dalam
pemilihan kaedah pembinaan untuk terowong, pengorekan dan struktur.
Sebarang pergerakan tanah disebabkan oleh kerja-kerja pembinaan perlu
dikawal. Kawasan tanah gambut akan dirawat sebelum pembinaan.
Resapan air bawah tanah perlu dikawal supaya tidak mengganggu kerja-
kerja pengorekan. Penyiasatan tanah yang menyeluruh akan dijalankan
untuk memahami profil geologi dan isu geoteknikal di sepanjang jajaran.
116. Kesan bunyi bising dijangka daripada aktiviti pembinaan stesen, landasan
kereta api, pembinaan terowong, depoh dan yards. Bunyi bising semasa
peringkat pembinaan dijangka berpunca daripada jentera berat (dozer,
traktor), kenderaan berat (lori), set penjana electric dan kerja-kerja cerucuk.
Untuk pembinaan terowong, terdapat juga kerja-kerja letupan.
117. Kerja-kerja cerucuk diperlukan untuk pembinaan tiang (pier) bagi jajaran
bertingkat. Kesan getaran dan bunyi bising dari aktiviti cerucuk merupakan
isu utama semasa pembinaan berdasarkan pengalaman dari projek rel yang
lain. Ini adalah kerana aktiviti dijalankan progresif mengikut segmen jajaran
yang linear. Oleh itu, isu-isu bunyi bising dan getaran boleh menganggu
kawasan kediaman berhampiran jajaran.
RE-31
RINGKASAN EKSEKUTIF
Pencemaran Udara
120. Kepekatan debu dijangka berada dalam keadaan terkawal dan mematuhi
Garis Panduan Kualiti Udara Ambien Malaysia dengan pelaksanaan
langkah kawalan seperti pembangunan secara berperingkat berbanding
secara keseluruhan, pembasahan jalan masuk, ‘wash trough’, ‘hoarding’ di
sekeliling kawasan kerja dan kawalan pergerakan jentera pembinaan.
RE-32
RINGKASAN EKSEKUTIF
RE-33
RINGKASAN EKSEKUTIF
Ekologi
121. Jajaran telah diperhalusi beberapa kali semasa peringkat perancangan dan
reka bentuk awal. Pada asalnya, jajaran dicadangkan merentasi sebanyak 25
Hutan Simpan Kekal (HSK) dan melalui hanya satu terowong. Ini akan
melibatkan pembersihan HSK lebih daripada 2,000 hektar dan
menyebabkan fragementasi habitat yang serius. Selepas kajian lapangan
dan penambahbaikan reka bentuk serta perbincangan bersama pihak
berkepentingan, reka bentuk jajaran telah diubah di mana hanya 12 HSK
akan direntasi. Daripada 12 HSK, 7 akan direntasi melalui terowong. Ini
telah dapat mengurangkan keluasan kawasan hutan yang terjejas kepada
kurang daripada 357 hektar berbanding dengan 2,000 hektar sebelum ini.
Ini juga membantu mengurangkan isu fragmentasi habitat.
122. Impak ekologi yang dijangka termasuklah (i) fragmentasi habitat; (ii)
kehilangan dan gangguan habitat; dan (iii) konflik manusia-hidupan liar.
Jajaran landasan juga akan memisahkan beberapa kawasan hutan yang
penting seperti HSK Bukit Bauk, Kuala Kemaman, Kemasul dan Lepar
Kehilangan
HSK Jenis Impak Terhadap Jajaran
hutan
Bukit Bauk Hutan ▪ Terowong sepanjang kira-kira 2.2 hektar
Perlindungan 900 m
Hutan Lipur ▪ Jajaran sisihan at-grade kira-kira 150 hektar
16 km
Kuala Paka Hutan ▪ At-grade kira-kira 800 m 3.8 hektar
Perlindungan
Kuala Kemaman Hutan ▪ Jajaran sisihan at-grade 3.5 km 41 hektar
Perlindungan
Balok (A) Hutan ▪ Jajaran dan cadangan Stesen 29.2 hektar
Pengeluaran Kuantan Port City melintasi
sebahagian kecil HSK at-grade
sepanjang 1.5 km
Bukit Galing Hutan ▪ Terowong sepanjang sepanjang <0.5 hektar
Pengeluaran 1.1 km
▪ At-grade kira-kira 370m 7 hektar
RE-34
RINGKASAN EKSEKUTIF
124. Langkah tebatan yang akan dibina adalah struktur wildlife crossing bagi
memudahkan pergerakan hidupan liar dalam kawasan habitat hutan. Init
termasuklah ‘viaducts’, ‘culverts’ dan overpasses hidupan liar. 19 terowong
telah dicadangkah di sepanjang jajaran ECRL. Terowong-terowong ini
merentasi kawasan tanah tinggi dan kebanyakannya adalah kawasan hutan.
Dengan adanya terowong in, ia akan mengurangkan fragmentasi habitat
sepanjang landskap koridor jajaran serta mengekalkan kesinambungan
ekologi terutama di kawasan yang kritikal. Satu Pelan Pengurusan Hidupan
Liar akan disediakan untuk menangani isu berkaitan pengurusan hidupan
liar di sepanjang jajaran.
Trafik
RE-35
RINGKASAN EKSEKUTIF
Keselamatan Awam
127. Aktiviti peletupan (blasting) semasa kerja pembinaan memberi risiko
pekerjaan dan keselamatan yang tinggi dan boleh menyebabkan kematian.
Senario bahaya lain seperti pemindahan utiliti, banjir kilat dan kemalangan
jalan raya pula mempunyai risiko sederhana. Bagi kerja bawah tanah, ia
mempunyai risiko keselamatan sekiranya berlaku kejadian tanah runtuh
atau wujudnya kaviti bawah tanah, kesan akibat aktiviti peletupan dan
banjir di dalam terowong. Kesemua kejadian ini boleh memberi ancaman
keselamatan kepada orang awam dan pekerja yang terlibat dalam kerja
pembinaan.
Impak sosial
129. Dari segi kesan sosial, kajian persepsi awam dan perbincangan dengan
pihak berkepentingan telah menunjukkan bahawa kebimbangan utama
orang awam adalah aspek keselamatan dan pengambilan tanah. Potensi
risiko kemalangan dari pergerakan kenderaan berat semasa pembinaan
yang boleh membahayakan orang awam, pelajar sekolah dan binatang
ternakan juga telah dibangkitkan. Kaehadiran pekerja-pekerja binaan di
kawasan kejiranan semasa pembinaan juga membimbangkan mereka.
Selain itu, orang ramai juga bimbang akan berlakunya perubahan terhadap
landskap luar bandar, ciri-ciri seni bina dan nilai-nilai kampung tradisional.
Semua aspek ini hendaklah diambilkira semasa penyediaan reka bentuk
stesen dan struktur kereta api yang melalui kawasan pantai timur.
RE-36
RINGKASAN EKSEKUTIF
132. Rundingan dan perbincangan dengan komuniti yang terlibat adalah amat
penting adalah penting untuk mengurangkan kesan dari Projek. Pihak
awam akan dimaklumkan tentang Projek secara berkala.
RE-37
RINGKASAN EKSEKUTIF
136. Aspek lain yang perlu dititikberatkan adalah aspek estetik. Jika
dibandingkan dengan Pantai Barat Semenanjung Malaysia, negeri-negeri di
Pantai Timur menerapkan nilai-nilai tradisional dan budaya yang berkait
rapat dengan landskap semula jadi dan penduduk tempatan. Ciri-ciri ini
adalah penting untuk penduduk dan hendaklah diterapkan dalam reka
bentuk terperinci landasan kereta api danj uga stesen.
137. Pelbagai potensi impak semasa fasa operasi Projek (Jadual RE-xx) telah
dikenalpasti. Penerima impak dari Projek ini terdiri daripada pelbagai
komuniti dan guna tanah yang terletak berhampiran dengan jajaran, stesen,
depoh dan lapangan (yards).
RE-38
RINGKASAN EKSEKUTIF
Bunyi Bising
138. Analisa bunyi bising menunjukkan peningkatan Leq secara amnya adalah
tidak ketara disebabkan pergerakan kereta api yang bersifat sekejap kecuali
di beberapa lokasi. Paras kumulatif bunyi bising Leq di mana paras bunyi
bising kereta api digabungkan dengan paras bunyi bising ambien secara
keseluruhannya tidak akan meningkat lebih daripada 5 dB pada waktu
siang di kebanyakan lokasi. Walau bagaimanapun, peningkatan bunyi
bising sebanyak 10 – 16 dBA dijangkakan di beberapa lokasi, terutama
sekali di kawasan pendalaman di Kelantan dan Terengganu.
140. Langkah tebatan bunyi bising bagi jajaran ECRL termasuk penggunaan
landasan terkimpal berterusan atau ‘continuous welded tracks’, penghadang
bunyi dan penyerapan akustik. Langkah tebatan yang lazim dan praktikal
bagi transmisi bunyi melalui udara adalah penggunaan penghadang bunyi
– sama ada di ‘ROW’ landasan kereta api atau di sempadan penerima. Reka
bentuk dan jenis bahan penghadang bunyi adalah dari jenis penyerap yang
mempunyai panel serapan atau pantulan.
Getaran
141. Getaran terhadap bangunan yang berpunca dari pergerakan kereta api
bergantung kepada paras getaran di punca getaran iaitu samada atransmisi
melalui tanah (getaran melalui tanah atau ground borne vibrations) dan
interaksi dengan bangunan (vibration response).
142. Analisis getaran melalui tanah menunjukkan bahawa penerima yang berada
di dalam rumah (1 – 2 tingkat) yang terletak 25m daripada landasan, paras
getaran di bawah Curve 1, sekiranya roda/ trek adalah dalam keadaan baik.
Bagaimanapun, kesan getaran melebihi Curve 2 sekiranya keadaan
roda/trek adalah tidak baik tanpa sebarang langkah mitigasi. Bagi
penerima yang berada di dalam bangunan tinggi (sat tingkat) dan terletak
pada jarak 25m, paras getaran dianggarkan berada di bawah Curve 1
sekiranya keadaan roda/ trek adalah baik. Paras getaran akan melebihi
Curve 2 bagi keadaan roda/ trek yang tidak baik dan tanpa sebarang
langkah tebatan.
RE-39
RINGKASAN EKSEKUTIF
Noise map at Kg Tengah off Temerloh without mitigation, passenger train at 160 km/hr
Noise map at Kg Tengah off Temerloh with noise barrier 4m height, passenger train at 160 km/hr
RE-40
RINGKASAN EKSEKUTIF
Pencemaran Air
Kualiti Udara
RE-41
RINGKASAN EKSEKUTIF
Sisa Buangan
147. Sisa buangan akan dijana daripada operasi stesen, yard dan depoh serta
aktiviti penyenggaraan. Pelbagai jenis sisa buangan akan dihasilkan
termasuk sisa buangan domestik dan sisa buangan terjadual (Jadual RE-20).
Sekiranya sisa buangan tidak dilupuskan dan diuruskan dengan sempurna,
kesan kepada kawasan sekitar termasuklan masalah kesihatan dan
kebersihan, saliran dan laluan air sedia ada tersumbat, pencemaran air dan
tanah. Semua sisa buangan akan dilupuskan di tapak pelupusan yang
diluluskan.
Ekologi
148. Antara isu berkaitan ekologi yang mungkin berlaku di peringkat operasi
termasuklah halangan kepada pergerakan hidupan liar, kecederaan dan
kematian haiwan, dan konflik manusia-hidupan liar. Kewujudan landasan
kereta api akan memberi kesan kepada pergerakan hidupan liar, kawasan
rayau (habitat roaming) dan laluan migrasi terutamanya bagi mamalia yang
lebih besar (harimau, gajah dan tapir) dan primat (primate) (ungka, monyet).
Kemungkinan berlakunya kejadian hidupan liar dilanggar kereta api
dijangka kecil kerana landasan kereta api akan dipagar dengan asas konkrit
pratuang (precast concrete base). Laluan kereta api boleh menyebabkan
konflik manusia-hidupan liar apabila hidupan liar terpaksa merayau ke
RE-42
RINGKASAN EKSEKUTIF
149. Langkah tebatan untuk mengurangkan kesan ekologi semasa fasa operasi
merangkumi aktiviti pemantauan untuk menilai samada ECRL telah
mengakibatkan kesan ketara terhadap ekologi, khususnya untuk keadaan
habitat dan populasi hidupan liar. Penghadang (dinding konkrit dengan
pagar) akan dibina di sepanjang jajaran untuk mengelakkan pencerobohan
manusia dan hidupan liar ke kawasan landasan kereta api. Penghadang di
kawasan-kawasan di mana terdapat gajah (contohnya HSK Kemasul) akan
diperkuatkan. Penghadang juga akan dibina di sekitar laluan masuk
terowong untuk menghalang hidupan liar daripada menceroboh masuk ke
dalam terowong. Pemulihan habitat akan dilaksanakan bagi kawasan hutan
yang telah diganggu atau dibersihkan semasa pembinaan. Pemantauan
hidupan liar juga akan dijalankan khususnya bagi kawasan yang dikenali
menjadi tumpuan pergerakan hidupan liar.
Trafik
151. Semasa fasa operasi, kesesakan lalu lintas setempat mungkin berlaku di
beberapa stesen disebabkan lokasi stesen-stesen tersebut. Oleh itu, pelan
akses ke kawasan stesen perlu disediakan. Pelan akses ini penting untuk
memastikan kelancaran trafik dan mengurangkan kesesakan lalu lintas di
sekitar kawasan stesen. Ia juga akan memastikan integrasi perkhidmatan
ECRL yang cekap dalam konteks pengangkutan serbaguna (multi-modal
transportation). Di samping itu, kemudahan akses ke stesen bagi pejalan kaki
dan pengguna jalan raya yang lain juga penting.
Keselamatan Awam
152. Keselamatan awam semasa fasa operasi ECRL adalah sangat penting.
ECRL akan mengangkut bijih besi, arang batu, simen, keluli, getah,
polythylene dan biojisim sawit - secara amnya adalah tidak berbahaya.
RE-43
RINGKASAN EKSEKUTIF
153. ECRL akan direka bentuk dan dikendalikan selaras dengan peraturan
Kesihatan dan Keselamatan yang berkaitan seperti Akta Keselamatan dan
Kesihatan Pekerjaan 1994, Akta Kilang dan Jentera 1967 dan undang-
undang kecil pihak berkuasa tempatan. Pengurusan keselamatan dan
kawalan ancaman atau bahaya semasa peringkat operasi turut melibatkan
pengurusan keselamatan di stesen-stesen dan di dalam kereta api . Langkah
keselamatan untuk kebakaran, terutamanya di dalam terowong akan
disediakan. Terowong Genting sepanjang 17.8 km akan menjadi terowong
kereta api terpanjang di Malaysia dan ianya memerlukan langkah kawalan
keselamatan tambahan. Berdasarkan kepada tahap risiko dan pematuhan
kepada prosedur antarabangsa, Stesen Penyelamat Kecemasan akan dibina
di tengah-tengah Terowong Genting. Terowong ini juga akan dilengkapi
dengan lampu kecemasan, pemadam kebakaran, sistem isyarat dan
komunikasi. Semasa peringkat rekabentuk terperinci, simulasi pemindahan
(evacuation simulation) akan dijalankan untuk menentukan saiz kelebaran
platform untuk stesen penyelamat kecemasan.
RE-44
RINGKASAN EKSEKUTIF
Sosio-ekonomi
155. Perkara yang dikhuatiri ialah komuniti dan kampung-kampung mungkin
akan terpisah dan terputus disebabkan laluan ECRL. Semasa peringkat
operasi, landasan kereta api ECRL akan dipagar dan ini bertindak sebagai
halangan fizikal yang boleh menghalang akses ke kawasan pertanian,
sekolah, kedai dan kemudahan awam masyarakat. Ini boleh menjejaskan
menjejaskan perpaduan masyarakat, meningkatkan kos perjalanan
tempatan dan lebih ketara sekali adah perubahan cara hidup.
RE-45
RINGKASAN EKSEKUTIF
159. ECRL juga akan menjana peluang pekerjaan baru. Selain daripada peluang
pekerjaan secara langsung, ECRL juga bakal menjana peluang pekerjaan
secara tidak langsung. Perniagaan seperti syarikat bekalan barangan dan
perkhidmatan juga diperlukan untuk memenuhi keperluan operasi ECRL.
Di samping itu, perniagaan ini juga mewujudkan peluang pekejaan baru.
Pertumbuhan ekonomi dan peluang pekerjaan yang dijangka daripada
operasi ECRL dijangka akan memberi kesan positif kepada pertumbuhan
pendapatan.
163. Pihak berkepentingan awam juga bimbang mengenai jarak antara landasan
kereta api yang hampir dengan rumah mereka kerana orang dewasa, pelajar
sekolah dan binatang ternakan mungkin merayau di atas landasan. Pagar
akan dipasang untuk mengelakkan perkara ini daripada berlaku. Mereka
juga bimbang pagar tersebut mungkin akan dirosakkan sekiranya ia
menjadi penghalang untuk mereka melintas ke kawasan di seberang
landasan. Oleh itu, lintasan (crossings) perlu disediakan di kawasan yang
sesuai tetapi bagi kawasan berisiko, papan tanda amaran termasuk
hukuman kesalahan perlu disediakan. Nasihat dan kerjasama daripada
pihak polis dan pihak berkuasa tempatan perlu dirujuk untuk perkara ini.
164. Bagi komuniti yang tinggal berhampiran dengan jajaran dan stesen,
kebimbangan utama mereka adalah impak bunyi dan getaran daripada
kereta api Oleh itu, langkah tebatan yang mencukupi perlu diambilkira
RE-46
RINGKASAN EKSEKUTIF
Struktur Organisasi
166. MRL akan bertanggungjawab untuk memastikan prestasi alam sekitar dan
pematuhan kepada terhadap keperluan alam sekitar untuk Projek ECRL.
Pihak-pihak lain yang perlu bertanggungjawab untuk pengurusan dan
pematuhan alam sekitar termasuklah kontraktor EPCC, kontraktor untuk
pakej-pakej pembinaan, perunding alam sekitar dan pegawai alam sekitar
(Carta RE-3, Jadual RE-21).
167. MRL akan menubuhkan Jabatan Kesihatan, Keselamatan dan Alam Sekitar
untuk memastikan pematuhan kepada semua keperluan alam sekitar yang
berkaitan. Antara tanggungjawab Jabatan tersebut termasuklah
menyediakan dasar alam sekitar, memantau kontraktor terhadap
pematuhan kepada semua keperluan alam sekitar, mempengerusikan
Jawatankuasa Pemantauan Prestasi Alam Sekitar (EPMC) dan bekerjasama
dengan pihak berkuasa yang berkaitan untuk aspek alam sekitar.
RE-47
RINGKASAN EKSEKUTIF
Peranan Tanggungjawab
Pemaju Projek • Mematuhi syarat-syarat kelulusan EIA dan keperluan alam sekitar yang lain
• Memantau pematuhan alam sekitar oleh pihak kontraktor
• Memastikan tindakan yang bersesuaian untuk menangani sebarang aduan
• Mengemukakan laporan alam sekitar yang diperlukan kepada JAS
Kontraktor • Mematuhi syarat-syarat kelulusan EIA dan keperluan alam sekitar yang lain
EPCC: • Memaklumkan subkontraktor/ jururunding mengenai keperluan alam sekitar
• Memastikan pelaksanaan P2M2
• Menyediakan dan mengemukakan laporan alam sekitar kepada MRL
• Memastikan tindakan yang bersesuaian untuk menangani sebarang aduan
Kontraktor • Melaksanakan P2M2
Pakej • Memastikan pematuhan kepada semua keperluan alam sekitar
Pembinaan
Perunding • Menyediakan kepakaran teknikal dalam penyediaan EMP, P2M2 dan
Alam Sekitar Dokumen Pemantauan Prestasi Alam Sekitar (EPMD)
• Memberi nasihat kepada MRL dan CCCC mengenai P2M2 dan pematuhan
terhadap keperluan alam sekitar
Pegawai Alam • Melaksanakan EMP dan memantau pelaksanaan P2M2
Sekitar • Menyediakan Dokumen Pemantauan Prestasi Alam Sekitar (EPMD) yang
menjelaskan pematuhan dan prestasi P2M2
• Menyelia program Pemantauan Prestasi alam sekitar
• Menyediakan Laporan Pemantauan Prestasi alam sekitar yang akan menilai
prestasi keseluruhan P2M2
• Memaklumkan status pematuhan kepada MRL dan CCCC.
• Menyelenggara rekod insiden dan dokumen lain yang berkaitan
169. Pengurusan alam sekitar akan dijalankan mengikut pakej di mana Pelan
Pengurusan Alam Sekitar (EMP) akan disediakan dan dikemukakan kepada
pejabat JAS Negeri masing-masing untuk kelulusan. Pembinaan untuk
setiap pakej hanya akan bermula selepas kelulusan EMP diperolehi
RE-48
RINGKASAN EKSEKUTIF
Pelaporan
170. Pelbagai jenis laporan alam sekitar akan disediakan semasa pelaksanaan
Projek. Objektif penyediaan laporan adalah untuk merekodkan
status/kemajuan alam sekitar, pematuhan kepada keperluan alam sekitar
seperti syarat-syarat kelulusan EIA dan keberkesanan P2M2 (Jadual RE-23).
Jenis-jenis Laporan
Pelan Pengurusan Alam Sekitar (EMP)
- disediakan untuk setiap pakej pembinaan
- dikemukakan kepada JAS untuk kelulusan sebelum memulakan
pembinaan
Laporan Pematuhan dan Pemantauan
- disediakan dan dikemukakan kepada JAS setiap tiga bulan semasa
peringkat pembinaan
- termasuk borang EIA 1-08 dan EIA 2-08
Laporan Hakisan Online dan Pemeriksaan Kawalan Mendapan
- dikemukakan kepada JAS semasa peringkat pembinaan
Laporan Audit Alam Sekitar (Pihak Ketiga)
- dikemukakan kepada JAS semasa peringkat pembinaan
171. Laporan untuk keperluan dalaman (internal reports) akan disediakan semasa
peringkat pembinaan. Antara laporan yang akan disediakan termasuk
Dokumen Pemantauan Prestasi Alam Sekitar (EPMD) dan Laporan
Pemantauan Prestasi (PMR). Selain daripada itu, dokumen lain yang akan
disediakan termasuklah Senarai Semak P2M2s, Senarai Pemasangan,
Senarai Penyelenggaraan, Senarai Pemeriksaan Tapak dan P2M2, Senarai
Fail Gambar, Senarai Tindakan Pembetulan dan Senarai Prestasi
Pemantauan.
RE-49
RINGKASAN EKSEKUTIF
Komunikasi
172. Komunikasi yang efektif dengan pihak yang berkepentingan adalah amat
penting. Oleh itu, amat penting untuk memastikan tindakan segera diambil
secara sistematik terhadap sebarang pertanyaan, maklum balas dan aduan.
Pelbagai saluran komunikasi akan disediakan oleh projek ECRL untuk
menerima sebarang maklumbalas daripada pihak yang berkepentingan.
Perjumpaan dengan pihak berkepentingan juga akan dijalankan sebelum
kerja-kerja pembinaan bermula. Perjumpaan dengan pihak berkepentingan
akan terus dijalankan di pelbagai peringkat pelaksanaan Projek untuk
menangani sebarang isu. Pihak MRL juga akan berkomunikasi dengan
pihak media untuk memastikan maklumat yang betul dan bersesuaian
diberikan kepada pihak berkepentingan dan orang awam.
Program Pemantauan
173. Satu program pemantauan alam sekitar yang komprehensif akan
dilaksanakan oleh pihak MRL untuk memantau keberkesanan P2M2 dan
pematuhan kepada keperluan alam sekitar semasa peringkat pembinaan.
Komponen program pemantauan boleh dibahagikan kepada tiga kategori
iaitu Pemantauan Prestasi, Pemantauan Pematuhan, dan Pemantauan
Impak. Program pemantauan kualiti alam sekitar akan merangkumi
pemantauan kualiti air, pemantauan pelepasan dari perangkap mendap,
pemantauan kualiti udara, pemantauan bunyi bising dan getaran serta
pemantauan hidupan liar. Program pemantauan akan diselia oleh
kakitangan yang kompeten.
KESIMPULAN
175. Laluan Rel Pantai Timur (ECRL) adalah infrastruktur nasional yang
penting untuk merangsang petumbuhan serta mengurangkan jurang
ekonomi di antara Pantai Timur dan Pantai Barat Semenanjung Malaysia.
Projek ECRL ini akan memperkukuhkan kesalinghubungan antara ibu
negeri, pusat bandar utama, kluster perindustrian, pelabuhan laut dan
darat, lapangan terbang dan kawasan pelancongan dan meningkatkan
kebolehcapaian pengangkutan untuk penduduk di Pantai Timur ECRL
juga akan meningkatkan kapasiti pengangkutan barangan angkut di
antara Pantai Timur dan Pantai Barat. Ia juga akan mempermudahkan
RE-50
RINGKASAN EKSEKUTIF
176. Isu utama semasa peringkat pra-pembinaan adalah pengambilan tanah dan
hartanah. Pihak Kerajaan Malaysia akan mememastikan pampasan yang
sewajarnya diberikan kepada mereka yang terlibat. Untuk mengurangkan
impak pengambilan tanah, pihak MRL akan memberi maklumat di
peringkat awal dan maklumat yang secukupnya berkaitan proses
pengambilan tanah kepada pihak yang terlibat. Pihak MRL akan memberi
bantuan kepada pihak yang terlibat dengan isu pengambilan.
177. Impak utama semasa peringkat pembinaan adalah isu hakisan tanah dan
pemendapan daripada kerja – kerja tanah, pemotongan cerun dan
pembinaan terowong. Hasil penilaian menunjukkan bahawa impak dari
hakisan dan pemendapan adalah signifikan sekiranya tiada sebarang
langkah tebatan dan kawal (P2M2) dilaksanakan tapak pembinaan. Di
samping itu, kerja-kerja pembersihan tapak, pemotongan cerun, pembinaan
terowong dan perobohan struktur dan bangunan dijangka menghasilkan
sisa buangan seperti tanah dan biojisim dalam kuantiti yang besar. Sisa
buangan ini perlu diuruskan dengan baik iaitu samada digunasemula atau
dilupuskan. Risiko kejadian banjir semasa pembinaan ECRL dijangka
terutama sekali di kawasan rendah di negeri Kelantan, Terengganu dan
Pahang. Walaupun 80 buah jambatan dan balancing culverts akan dibina,
risiko banjir perlu diberi perhatian yang sewajarnya.
179. Semasa peringkat operasi, bunyi bising dan getaran merupakan isu utama.
Walaupun kereta api berkuasa elektrik dan mempunyai paras bunyi yang
rendah, hasil analisa menjangkakan bahawa paras bunyi akan melebihi
limit di beberapa lokasi. Penghadang bunyi dcadangkan di kesemua lokasi
tersebut. Selain penghadang bunyi, langkah mitigasi lain termasuklah
menggunakan landasan berkimpal secara berterusan (continuous welded
tracks) dan penyerap akustik (acoustic absorption) di tepi landasan.
RE-51
RINGKASAN EKSEKUTIF
berkaitan dengan emisi kenderaan seperti jisim zarahan (PM10 dan PM2.5)
dan bahan pencemar gas (NOx, SO2, COx) juga dijangka akan berkurangan.
182. ECRL dijangka menjana peluang pekerjaan baru. Selain daripada itu, ECRL
juga akan mewujudkan peluang pekerjaan secara tidak langsung yang
berkaitan dengan aspek operasi dan penyelenggaraan ECRL. Untuk
memenuhi keperluan operasi ECRL, berbagai jenis perkhidmatan dan
barangan akan diperolehi daripada sumber luar. Syarikat – syarikat yang
membekalkan barangan dan perkhidmatan tersebut akan memerlukan
tenaga pekerja dan ini akan menjana peluang perkerjaan baru.
Pertumbuhan ekonomi dan peluang pekerjaan yang diramalkan daripada
ECRL akan membawa impak positif kepada pertumbuhan pendapatan.
183. Untuk memastikan faedah yang maksima boleh diperolehi daripada projek
ECRL dan kos ekonomi serta kesan alam sekitar dapat diminimakan,
kesemua langkah tebatan (P2M2) yang digariskan di dalam laporan ini
perlu dilaksanakan secara efektif. Di samping itu, aktiviti pembinaan mesti
dipantau dengan teliti. Mekanisme pentadbiran yang merangkumi
pemantauan, pelaporan, pengauditan dan lain-lain telah disediakan untuk
pelaksanaan oleh pihak MRL.
RE-52
Tumpat Majlis
Majlis
Daerah Perbandaran
Tumpat Kota Bharu
Wakaf Bharu
Kota Bharu Gulf of
Thailand
THAILAND
Bachok
Majlis
Daerah
Majlis Kota Bharu Bachok South
Daerah China
Pasir Mas Jelawat Sea
Majlis Daerah
Pasir Puteh
Tok Bali
Pasir Puteh
Majlis Besut
Daerah
Ketereh Kampung Raja
Straits of
Malacca
Majlis
Daerah
Besut
Majlis
Penarik Bandaraya Kuala
Terengganu
PERAK Majlis
Daerah Setiu
Setiu
Kuala Kuala
Terengganu Terengganu
Kuala
Telemong
KELANTAN
Pengkalan
Berangan
Majlis
Majlis Daerah
Daerah Hulu Marang
Terengganu
TERENGGANU
Dungun
Dungun
Majlis
Perbandaran
Dungun
Kerteh
Kerteh
Kemasik
Majlis
Perbandaran
Kemaman Chukai
Kemaman Chukai
Cherating
Kuantan
Port City
Majlis
Perbandaran KotaSAS
Kuantan
Kuantan
PAHANG Kuantan
Gambang Sentral
Gambang
Majlis
Daerah
Maran
Majlis Maran
Perbandaran Maran
Temerloh
Bentong
Bentong Mentakab
Chenor
Mentakab Temerloh
Majlis Karak
Perbandaran
Selayang
Majlis Majlis
Perbandaran Daerah
Bentong Pekan
Gombak Gombak North
ITT Gombak
Majlis
Daerah
KUALA Bera
SELANGOR LUMPUR
NEGERI
SEMBILAN
o
LEGEND Date 27-03-2017
102.136 102.36 !
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Ó Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AeroGRID,
IGN, and the GIS User Community
102.136 102.36
o
LEGEND Date 27-03-2017
Project No EJ 593
Proposed Stations Existing Railway Line Produced by ZAB
JajaranProjek Revision A
1: 000 @ A3 size paper
172, Proposed Alignment Major Road ECRL
(At-grade) State Boundary (Kelantan)
0 3 6
km
Proposed Alignment RAJAHRE-
2
Coordinate System:GCS WGS 1984
Units: Degree (Tunnel)
Disclaimer: This map is produced solely for its intended purpose only. All reasonable care has been taken to ensure that the information presented here is accurate, subject to the availability and quality of data sources used. There is however no guarantee that this map is free from errors or omissions. Its use for any other purposes is therefore at the sole risk of the user.
Source: ERE Consulting Group (2015). E:\Project\EJ 610 ECRL Tumpat-Gombak\Maps\MXD\EJ 610 ECRL Project Description 12b ES.mxd
!
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es Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AeroGRID,
Source: Esri, DigitalGlobe, GeoEye,
B
o
LEGEND Date 27-03-2017
Project No EJ 593
Proposed Stations Existing Railway Line Produced by ZAB
Jajaran Projek Revision A
1:310,000 @ A3 size paper Proposed Alignment Major Road ECRL
(At-grade) State Boundary (Terengganu Utara)
0 5 10
km
Proposed Alignment RAJAH RE-3
Coordinate System:GCS WGS 1984
Units: Degree (Tunnel)
Disclaimer: This map is produced solely for its intended purpose only. All reasonable care has been taken to ensure that the information presented here is accurate, subject to the availability and quality of data sources used. There is however no guarantee that this map is free from errors or omissions. Its use for any other purposes is therefore at the sole risk of the user.
Source: ERE Consulting Group (2015). E:\Project\EJ 610 ECRL Tumpat-Gombak\Maps\MXD\EJ 610 ECRL Project Description 12b ES.mxd
!
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ab
o
LEGEND Date 27-03-2017
Project No EJ 593
Proposed Stations Existing Railway Line Produced by ZAB
Jajaran Projek Revision A
1:310,000 @ A3 size paper Proposed Alignment Major Road ECRL
(At-grade) State Boundary (Terengganu Selatan)
0 5 10
km
Proposed Alignment RAJAH RE-4
Coordinate System:GCS WGS 1984
Units: Degree (Tunnel)
Disclaimer: This map is produced solely for its intended purpose only. All reasonable care has been taken to ensure that the information presented here is accurate, subject to the availability and quality of data sources used. There is however no guarantee that this map is free from errors or omissions. Its use for any other purposes is therefore at the sole risk of the user.
Source: ERE Consulting Group (2015). E:\Project\EJ 610 ECRL Tumpat-Gombak\Maps\MXD\EJ 610 ECRL Project Description 12b ES.mxd
!
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du
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ar
a
aza
o
LEGEND Date 27-03-2017
Project No EJ 593
Proposed Stations Existing Railway Line Produced by ZAB
Jajaran Projek Revision A
1:310,000 @ A3 size paper Proposed Alignment Major Road ECRL
(At-grade) State Boundary (Pahang Timur)
0 5 10
km
Proposed Alignment RAJAH RE-5
Coordinate System:GCS WGS 1984
Units: Degree (Tunnel)
Disclaimer: This map is produced solely for its intended purpose only. All reasonable care has been taken to ensure that the information presented here is accurate, subject to the availability and quality of data sources used. There is however no guarantee that this map is free from errors or omissions. Its use for any other purposes is therefore at the sole risk of the user.
Source: ERE Consulting Group (2015). E:\Project\EJ 610 ECRL Tumpat-Gombak\Maps\MXD\EJ 610 ECRL Project Description 12b ES.mxd
!
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102.36
ur
Ge Sg. Jerangsang
!
Teluk Intan
Raub Kuantan !
- Tu
!
m Kg Jengka
pa
t Ra Kg Jengka Kuala
l
Chenor Kg Paya
K iu
Lebuhr
Tmn Jaya Diri
!
83
Ó
Ô Kg
! Kelang
Sg.
Li ! Putrajaya
ne Kg Bukit Baru Seremban
3.88461
Lada !
Kg Pamah
Kg Kabut !
Indah !
E8
Ô
Ó Kg Gau
Sg. Kepal
ui
Baru
kal
eb
3.21012
. Te Tmn
!
.S
Sg
!
Gau Makmur
Sg
Kg Sg
Sg
Kg Bukit Kasih
er
Resak
r boi
au
98
Ô
Ó Kg Paya
Luas
Sg. Te
Kg Paya Jauh
Kampung Lompat SK Tanjung
Batu
il Kg Megat
Kec Kg Buntut
Te kal Segama
Pulau
Sg. shell
Kg Kujan
at
102.585
omp
Seng Highland
Kampung Batu Fruit Trading
Sg. L
102.136
Kapur
Stesen Penerima
Data Mentakab
Satelit
10
Ô
Ó
in
Sg. Cand
s
Teri
Sg.
Sg. Mengkuang
Sg. Sentau
Pahang West
ui
PAHANG
.L
Sg
g
an
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k
a li
ert
ang
n
Je
.P
.
Sg
Teri
Sg
Kg Sempadan
Kg Paya
Sg.
Pelantar
Sg
.K
kampung
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t
ilu Kg Sg Padang
102.36
g.B Projek Pakej Amalan Sg. Ali Patung
S Teknologi Tanaman Simpang
Durian - Jab. Pertanian
101.911
Pelangai
Kampung Lebu Tapak Pelupusan
Sg Padang Sertik
Karak
Tmn Chegar Acacia
Sg. Timbul
g
S g. Jeran 9
e rd
Ó
Ô
.P
a d an
Mawar Sg
Plaza Tol Bentong .
Serenity The Tr Pertang
ia
Waterway Villa ng
Petronas Suria
Bentong R&R Hot Springs
Resort
Sg. Temel
S Kg Lentang
oi
en ab
g. C er u
Sg. K
ang
k
Genting
Highlands
Titi NEGERI
SEMBILAN
i
Bukit Tinggi
n ka
Tmn Bukit Commercial Area
g. Ka
Tinggi Kg Bukit
S
Tinggi
Tmn Puncak
SELANGOR
102.136
Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AeroGRID,
IGN, and the GIS User Community
101.686 3.21012 101.911 2.98529
km
Proposed Alignment RAJAH RE-6
Coordinate System:GCS WGS 1984
Units: Degree (Tunnel)
Disclaimer: This map is produced solely for its intended purpose only. All reasonable care has been taken to ensure that the information presented here is accurate, subject to the availability and quality of data sources used. There is however no guarantee that this map is free from errors or omissions. Its use for any other purposes is therefore at the sole risk of the user.
Source: ERE Consulting Group (2015). E:\Project\EJ 610 ECRL Tumpat-Gombak\Maps\MXD\EJ 610 ECRL Project Description 12b ES.mxd
!
101.686 !
!
Sg.
!
!
Lia
! !
m
! Kota Baharu !
South
China
!
!!
Kuala ! Sea
Terengganu
B23
Ô
Ó !
Ipoh
!
PAHANG
!
Raub Kuantan !
!
Sg
Kuala . Ta
Lumpur
ng
Shah Alam
!
li
! Kelang
!
! Putrajaya
Seremban
!
! !
Tmn Puncak
!
Rimba !
E8
Ô
Ó
k
ra
Ka
a
ay
hr
bu
Le
Kg Batu 11
Batu Dam
IIUM Apartments
Sg. Se
m
am
Sg. Batu
us Kg Sungai
Salak
p
Astana Tmn
Gemilang Tmn Bukit Permai
Bandar Baru Taman Permata Jaya
Selayang Gemilang
Kg Melayu Seri Tmn Desa
Gombak Villa Gemilang
Taman Fasa 2 Tmn Rawiyah International Islamic
Kampung
Selayang Selayang
Kristal Sulaiman Universiti University
Baru Heights Jaya Kuala Malaysia (IIUM)
Baru Tmn Kristal Lumpur
Kampung Selayang Indah Kg Melayu Heights
Ja Kg Sungai Sek. Sek. Men. Islam
lan Wira Damai Chinchin
Ipo Sri Gombak Ren. Al-Amin
h Kampung Town Villa Islam Al-Amin
Kg Sri Taman Tmn Sri International
Lembah Indah
Gombak Seri Gombak Islamic School
Batu Indah Gombak Tmn Desa Petronas Shell
Caves Klang
Taman Minang SMK Sungai Gates Dam
Industri Tmn Pusu Tmn
Bolton Berlian Sk Sungai Anjung
Pusu Melati
Taman Sri
GOMBAK ITT
Batu Caves
Gombak
Cemerlang Heights
Putra Villa
Gombak Condominium
ba k
k
ba
n G om
om
Jalan Sentul
DUKE
.G
KUALA
J a la
Sg
e ng Ja
LUMPUR
g
lan
n
3
1/2
la
L
Kl
ing
Ke
ng
ka
Jalan
g
3.21012
ran
tin
ko
.
Pinta
Sg
Te
en
Jalan K a ng
27
ng
ep Ja
3.21012
i
G
la 2/ ah
o aw
e lo
lan
n 2
gk n
san
n 1/ la
Ja
La 27 Ja
.B
E33
ng
Ô
Ó lan
a
Seg
Ja
Sg
Ja 5/27
Ja
lan
la
Batu 68 Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AeroGRID,
am
Ô
Ó 27
n
101.686
o
LEGEND Date 27-03-2017
Project No EJ 593
Proposed Stations Existing Railway Line Produced by ZAB
Jajaran Projek Revision A
1:65,000 @ A3 size paper Proposed Alignment Major Road ECRL
(At-grade) State Boundary (Selangor)
0 1 2
km
Proposed Alignment RAJAH RE-7
Coordinate System:GCS WGS 1984
Units: Degree (Tunnel)
Disclaimer: This map is produced solely for its intended purpose only. All reasonable care has been taken to ensure that the information presented here is accurate, subject to the availability and quality of data sources used. There is however no guarantee that this map is free from errors or omissions. Its use for any other purposes is therefore at the sole risk of the user.
Source: ERE Consulting Group (2015). E:\Project\EJ 610 ECRL Tumpat-Gombak\Maps\MXD\EJ 610 ECRL Project Description 12b ES.mxd
KAMPUNG
CHE SIMPANG Gulf of
LATIFF EMPAT TELOK Thailand
KATAK
South
Wakaf KOTA
BHARU
China
Sea
Bharu
WAKAF Kota
S g.K
BAHARU
Bharu BACHOK
em a
sin
PASIR MAS PERINGAT
Straits of
Sg
GUAL
PERIUK
. MELOR Jelawat Malacca
Le
KETEREH
ma l
KUBANG Se
Sg
GENDANG SELINSING
Tok Bali
.
m
KAMPUNG CHERANG
er
Sg . R a
sa
TANAH MERAH
h
MACHANG
g .G a
KAMPUNG RAJA
S
PEKAN JAMBU LAWAR
S
O
LINTAH
PEKAN
TEMANGAN
U
KAMPUNG
Sg.Pil PASIR AKAR
or PENARIK
T
o al Sg . Pertang
.S g.N Sg.A
k
H
S
Sg .C
S
g
ng
ga
a
KUALA KRAI
lu
C
BANDAR PERMAISURI
S g.Pa
hi k Penarik
H
Sg.K BATU RAKIT
SUNGAI PAS em
ia
IN
KAMPUNG
RAHMAT
Sg.Pet u
ok
Sg . S
A
MANEK URAI Kuala Terengganu
an
DABONG
TEPUH
Sg
ek
S
S g .R
.Te
KEMUBU
el u
ng
MANIR
mb a t
PAPAN
g .P
E
Kuala Telemong
TERENGGANU
Sg.N
S
A
S ru
s
e
KELANTAN
g.T
WAKAF MARANG
m
e
ung
le
TAPAI
alil
.
BERANG
Sg
Sg
t AJIL .Me
Sg P ur
sa
. Ter
rc a
.
Sg
ng
Sg.
g
u
As
ran
hik
.C
ap
Sg Be
Sg.P e r iang BANDAR RANTAU ABANG
Sg.
KETENGAH JAYA
KAMPUNG JERANGAU
oh SERDANG
DUNGUN
.K
Dungun
Sg
Sg
.R e
Sg . A
MERAPUH oh BUKIT
rin g.L
la
g S BESI Sg
i
BANDAR .Su
ra
Sg. K
AL-MUKTAFI
en BILAH SHAH
Leb
iy
S at
. PAKA
um Sg ia
p
uhraya
S g .S e
am
Ta ai
Kerteh
n
Sg.Ap
J eng
.
Sg
s
rli
aka
Elevation (m)
S g.
Pa
Sg
g. KERTIH
.Te
Sg.Pe
S g.
nta
P
BANDAR BARU
reng
0 - 100
Ta
i T i mur
en
Kemasik
an
Sg
an
101 - 200 .T
e nur
201 - 300
e c au
PAHANG
Sg.Ke
Te b ak
S g .I
n
b
S g.
p
ia
401 - 500 S g.
mbir
KIJAL
er
uk
Sg.N
Sg .
rajul
KUALA LIPIS
801 - 900 BANDAR
us
Sg.Te
i
ka
s BARU
Sg
i
p 901 - 1,000 S g.C CENIH
.K
erul
as
Sg .
M
Cherating
er
.Li
>1,000
KERAMBIT
um
Sg
PENJUM
o
LEGEND Date 27-03-2017
Project No EJ 610
! Proposed Stations River State Boundary Produced by AFZ
Gulf of
t ersa
Thailand
Sg.T
ia k RANTAU ABANG
lil
South .M
Sg
Sg.Ch a
China
Sea g BANDAR
an
er KAMPUNG KETENGAH JAYA
JERANGAU
S g.B
DUNGUN
Dungun
SERDANG
g Sg
Sg.P e r i an
Straits of .S
Malacca ur
BUKIT a
hiku
KELANTAN
Sg.A BESI
. PAKA
Sg oh
C
.L
sa
BANDAR AL-MUKTAFI
Sg
Sg
p
BILAH SHAH
Kerteh
.R
a
GUA MUSANG
sa
Sg.Ap u
oh
u
KERTIH
S g .K
Sg.K
i
et i
Sg. J enga
g. BANDAR BARU
l
aka
pi
S
Sg . A
el
.S e
KERTIH
a
ai
R
ring
Sg . K
Sg
Kemasik
P
s
eniy
Sg.
rli
a AIR
Sg.Pe
MERAPUH S JERNIH KEMASIK
m
g. S
ijal
t
Sg.K
Sg .
Sg .
I bu
Sg.
Teba
SERI KIJAL
Sg
Ni h
k
BANDI
pa
.T
k
Sg
er
ha
en
Chukai
.Ta
S n Sg.P
ga n
g.Y
Sg
en
i an
Sg.T CHUKAI
e nur
ga u
.Ke
u
Sg.Kec a u
PASIR
Sg.Ner
Sg
mbir
. Ter GAJAH
Cherating
KUALA TAHAN BANDAR
ajul
u BARU
m
CENIH
PAHANG
Sg.Tan
S g.C erul
as
Sg Sg Sg
.M
a u .U
Tem
Sg Kuantan Port City la
r
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er
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um
.T .
Sg
BUKIT
ai KUANTAN
ek
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Re
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Ce
g. S ong
an
r eh
S
Sg.R iau
KUALA LIPIS
Sg
. Tel a
PENJUM KERAMBIT KUALA TEMBELING Sg.Keli
a PANCING
KotaSAS
Sg.Ren
ng
KAMPUNG KUALA
g. K enau
KAMPUNG MELA Sg KUANTAN
gai
TEMBELING .T
e ka m Kuantan Sentral
g .Sal a n
S
Sg.
BENTA
lat
Sg.Soi
So m
S
Teh
Sg
.
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S g .C
Sg
kir
a . PENUR
S Sg
ek
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g
g.
i ul
.D
on
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K
Sg Sg.M
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BARU PERAMU
a
Sg
BANDAR JAYA
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g L
pu t
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al i
i Sg
.Yeh
.
an
.L . K e au Sg
ep
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p am
ar
as
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pat MARAN
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PEKAN
-Tu m
om
m RAUB
Se S g. L
S g.L
.
elau
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Ô
Ó
p at Railway
t
r
Maran
S g .Temi
ui
Bi
Sg
TERAS
lu
.
BUKIT t
FRASER Sg
.Teris
Sg
Sg
. Beba r
.Je
iga
e
Sg.Kul
MENTAKAB
Sg
nali k
nt
LANCANG TEMERLOH
. Re
Me
s
Sg.
KETARI
pa
BENTONG
Mentakab
R rb a
g
.P ertin
Sg Elevation
Sg.M e (m)
Bentong Sg.Jer a
0 - 100
m
Sg
KARAK Te
Sg.
BUKIT IBAM
101 - 200
.
Pe TERIANG
lem u
rta .Mercung
201 - 300
ur
TELEMUNG
Sg
BAHARU
Sg 301 - 400
g
.
Sg
401 - 500
Gombak North
Be
BANDAR
ra
SELAYANG
S
DURIAN an
601 - 700
Sg.
ITT Sg.J
TIPUS KAMPUNG
Sg
.Lui
SELAYANG Gombak
PEKAN BATU
LAPAN BELAS
S g.K
en ng
SIMPANG DURIAN BANDAR MELATI BANDAR MELATI
701 - 800
er
BARU ab ng
a
tu 801 - 900
ng
oi BANDAR 35
S g.
UTARA r R
Sg.T
ia
om
Sg ra
BANDAR BARU
.Ke
BRICKFIELDS
KAMPUNG SERTING HILIR KOTA
KUALA PUDU HULU LANGAT CHENNAH
AYER HITAM
SHAHBANDAR BANDAR
TUN RAZAK
>1,000
LUMPUR BANGSAR
o
LEGEND Date 27-03-2017
Project No EJ 610
! Proposed Stations River State Boundary Produced by AFZ
South
China
Sea
Sg
. n
a da
g
B
S g.
Sg
.Ra l
ja Ga i pa
Sel
n Ch e
gka l a
Sg
.Pe n
ehon g
Sg
.G
TUMPAT
ob
Straits of
ek
Malacca
Sg Pengkalan
Datu Catchment
SG.PENGKALAN DATU SG.MACHANG
Wakaf Bharu SG.MACHANG IRRIGATION
!
SO
IRRIGATION (IRRIGATION CANAL (TALI AIR BANGGU)
CANAL CANAL)
TRI. OF. SG. KEMASIN
SG.PENGKALAN TRI. OF .SG.KEMASIN
UT SE
DATU
SG.KEMASIN
IRRIGATION CANAL
H A
(PADDY)SG.KEMASIN
SG.
!
KELANTAN IRRIGATION
CH
CANAL
IRRIGATION (SG.KEMASIN)
CANAL
IRRIGATION CANAL
(PADDY)
I
IRRIGATION CANAL (PADDY) SG.KEMASIN
IRRIGATION
NA
CANAL IRRIGATION CANAL
(PLANTATION) IRRIGATION
SG. JELAWAT CANAL(PADDY)TRI.
KOTA BHARU OF SG. JELAWAT
IRRIGATION
CANAL (TRI. OF
SG. JELAWAT)
! Jelawat
PASIR MAS
RIDA
em
er
ak
Sg.Le mal
Sg ida
.Tas S g .R
ik
! Tok Bali
ant
elan
TRI.
Sg.K
Sg.Bagan
IRRIGATION
CANAL(SG. SEMERAK)
PASIR PUTEH
SG. SEMERAK
Sg Semerak
Catchment s
au
.Ra IRRIGATION
Sg
CANAL
MACHANG
h
SG. BESUT ut
Ga
es
.B
Sg.
Sg
ia
l
S g. K a
S g .Saw
us
.Sat BESUT
Sg
Sg
S g .Kenak
.B a
ka
S
r
g.
Pan
Sg Kelantan
g .A.
at
Sg Besut
Sg
la
y ti
Catchment
.P e
Ma g
Catchment
can
Sg
o
LEGEND Date 27-03-2017
e rak
S
e
South
IRRIGATION
O
PASIR PUTEH China
CANAL Sea
U
T
! Kampung Raja H
C
Straits of
Malacca
H
Sg
SG. BESUT . Be
su
IN
t SG. KERANDANG
. Air Pui
ALOR
A
SG.KELUANG BESAR
A
KUBANG
IKAN
S
BESUT IRRIGATION
u ng
S g . Ger CANAL(SG.
Sg Keluang
E
KEUANG BESAR)
Besar
Catchment TRI. OF SG. A
SETIU(SG.
GUNTUNG)
IRRIGATION CANAL TRI. OF
SG. SETIU
.A
Sg
n
a SG SETIU
gg
Sg Besut IRRIGATION
Sg
Catchment CANAL
. P eng
Sg Setiu
Catchment
Sg
A
i r Hanga
t
.
SG CALUK !
Sg
.S eti u
SG.MERANG Penarik
Sg Merabang
S g.K
g .Lirim
emia
SETIU
S g.Bari
S
Banghung
Sg.P
Catchment
etuan g
S g .R
Sg
.G
a ru
uar
S g.Nerus
KUALA
sa
TERENGGANU
! Kuala Terengganu
Ka r
SG. NERUS
Sg .
DRAIN
TRI. OF . OF
Sg Ibai
ng
el u SG.TERENGGANU
.P
S
Catchment
g
m
a
Sg.J
Sg.Tayu
ru
SG. TERENGGANU
bai
Sg
ggan u g
.I
m
Lebuh
.Te
at
Sg.Teren
b
r aya Pa
Sg.T SG.
Kuala
er
!
en IBAI
gg
a nuMati Telemong
ntai Tim
Sg Terengganu
m u ng
Sg.Sir ih
e
.Te l
Catchment
Sg.P MARANG
ur
e Sg
SG.
lag
g
un
MARANG
IRRIGATION CANAL
Sg Kelantan S g .Mara ng
S Pengkalan Berangan !
Catchment . Pue
h
g
HULU
TERENGGANU h
ru
Sg . Pe
Sg
.
P ur
GUA
MUSANG S
g .B
e ra
Sg Mercang
g
n
Catchment
t
Te rsa
.
Sg
DUNGUN
o
LEGEND Date 27-03-2017
Sg
Sg .
T e rengg a n u
.Asi
Sg Marang
ng Gulf of
Thailand
Catchment
g .Pur
South
S HULU China
TERENGGANU Sea
Sg
.M
erc
at
.Ters
Sg Terengganu
ang
MARANG
Sg
Sg Mercang
Sg . Peneh
g
ran
S g.
Be
Catchment
Sg.T
IRRIGATION
el
CANAL
em
bu
h
TRI. OF SG.
Sg Dungun S g.D
DUNGUN(IRRIGATION
CANAL)
Catchment un g un
S
Sg. Lu
! Dungun
ak i
g.
Kerai
esu l
t
mu
. Ce .B
Sg
Sg
Sg.Loh
Sg
S
.S
a
ur
DUNGUN
g. J
ng
a Sg ka
e
Sg Paka
i . Pa
SG.PAKA IRRIGATION CANAL
g
Sg.An
Catchment
ga
IRRIGATION CANAL
SO
(SG.PARIT KULIM)
u
Sg.Ap
UT
TRI. ! Kerteh
OF .SG. KERTIH
DRAIN
h
H C
tia
e
i
rt
g.
.Je
K
Sg
S
lis
Sg Kertih
P er
g. SG.KERTIH
Catchment
S
HIN
A S
! Kemasik
JERANTUT TRI. OF SG. KEMASIK
Sg Kemasik
Sg Pahang N ip
ah
S g.
Catchment
Catchment
EA
ur
m
k
Ti
Sg
g .Teba
.I
buk
S
i
buhraya Panta
SG. IBUK
KEMAMAN SG.CHUKAI
Sg
.B
Sg Kemaman un
g k us
Catchment
Sg.B a
Le
ka
r
Chukai !
SG.KEMAMAN
S g.Te r a j
Sg. K e m aman
IRRIGATION CANAL
Sg Cendur
ul
Sg
.Ce r
TRI. OF SG. CENDUR
Catchment
m
ul
ya
g. A
S
KUANTAN
Sg . M a
Sg Cherating
s
Cherating ! Catchment
o
LEGEND Date 27-03-2017
Gulf of
Thailand
Sg Cendur
.K emama
Sg
n
SG.KEMAMAN South
Catchment
China
IRRIGATION CANAL Sea
ng
h Jen a
Sg .P alu
.T
e raj Sg TRI. OF SG. CENDUR
.B l
g ak
S a r ! Cherating
u
yam
Malacca
KEMAMAN
g.
A
Sg.
C
S
er
Sg.
ul
b Sg
J
ur
Sg Kemaman
.U
Sg Baluk
a
ar l
Kuantan
Catchment Catchment ! Port City
s
n g k ua n g
Ma
S
g.
Sg . Me
POND
Sg R
.
en
SO
goi
Sg
Sg.T e i
Sg
Sg.Riau
.C e
.Bat u
re
g h
Sg
ala n aw
Sg.B
ka
.T eh
U
Sg
JERANTUT e ma
.R
TH
! KotaSAS
Sg Kuantan
Catchment un
g
Sg.M uk
ab
c
C
Sg.Kelia
Sg.Pan
!
Kuantan Sentral
H
Sg.Padi
h KUANTAN
Sg
u
eb
IN
n
.B
da
er
Sg an
.K
TRI. OF
apit
Sg.R
g.P
S SG.PAHANG
A
Sg. Lep gi
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ai
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27-03-2017
o
LEGEND Date
h
Ye
Gulf of
Sg.
Sg Sg PEKAN
.S . Je mput Thailand
a la m
South
a
n
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China
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en Sea
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Straits of
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ris
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(TRI. OF SG.PAHANG)
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Disclaimer: This map is produced solely for its intended purpose only. All reasonable care has been taken to ensure that the information presented here is accurate, subject to the availability and quality of data sources used. There is however no guarantee that this map is free from errors or omissions. Its use for any other purposes is therefore at the sole risk of the user.
Mi d
Source: ERE Consulting (2017), JPBD (2016), OpenSteet Map (2017), Imagery courtesy of USGS (2017), Department of Irrigation and Drainage (2016) G:\Project\EJ 610 ECRL Tumpat-Gombak\Maps\MXD\EIA\EJ 610 ECRL River_Crossing_Catchments_LABEL_Pahang_ES_RE.mxd
Gulf of
Thailand
South
China
Sea
ULU SELANGOR
Straits of
Sg Pahang
Malacca
Catchment
BENTONG
Sg
.T
a n gli
SG. GOMBAK
Gombak North !
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Catchment
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mpus
u
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ma
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S g.
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oa d 2
dle Rin g R
M id
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ak
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Gombak
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KUALA LUMPUR
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g
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Sg
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at
u
o
LEGEND Date 27-03-2017
THAILAND
!
Kota Bharu
Thailand
2 Mercang Terengganu
! South
3 Bukit Terendak Terengganu China
4 Jambu Bongkok Terengganu ! Jelawat
Sea
8
! 7 !
Kemasik
!
9
! !
Chukai
PAHANG ! 11
! 10
Cherating
!
PERAK
Kuantan Port City
!
12
! ! KotaSAS
!
Kuantan Sentral
Krau CFS2-SL 1 13
Wildlife !
15
!
Gambang
Reserve ! ! Pahang Tua
18 14 Bird Sactuary
! Maran
24
SELANGOR
!
Bentong ! 21
!
16
!
!
!
Mentakab 22 17
!! 20
19
!
Templer's Park ! 23 !
!
25
!
!
ITT Gombak ! Alignment directly cuts through
! Alignment passes by
o
LEGEND Date 27-03-2017
Disclaimer: This map is produced solely for its intended purpose only. All reasonable care has been taken to ensure that the information presented here is accurate, subject to the availability and quality of data sources used. There is however no guarantee that this map is free from errors or omissions. Its use for any other purposes is therefore at the sole risk of the user.
Source: ERE Consulting (2017), JPBD (2015), OpenStreet Map (2017) G:\Project\EJ 610 ECRL Tumpat-Gombak\Maps\MXD\EIA\EJ 610 ECRL Forested Areas the Proposed Alignment_ForestryDept.mxd