Summary Environmental Impact Assessment Project Number: 26522 April 2007 Sri Lanka: Southern Transport Development Project (Supplementary Financing Loan and Technical Assistance Grant) Environmental Assessment Report Prepared by Road Development Authority for the Asian Development Bank (ADB). The summary environmental impact assessment is a document of the borrower. The views expressed herein do not necessarily represent those of ADB’s Board of Directors, Management, or staff, and may be preliminary in nature.
Transcript
Summary Environmental Impact Assessment Project Number: 26522 April 2007
Sri Lanka: Southern Transport Development Project (Supplementary Financing Loan and Technical Assistance Grant)
Environmental Assessment Report
Prepared by Road Development Authority for the Asian Development Bank (ADB).
The summary environmental impact assessment is a document of the borrower. The views expressed herein do not necessarily represent those of ADB’s Board of Directors, Management, or staff, and may be preliminary in nature.
CURRENCY EQUIVALENTS (as of 5 March 2007)
Currency Unit – Sri Lanka rupee/s (SLRe/SLRs) SLRe1.00 = $0.0092
$1.00 = SLRs108.85
ABBREVIATIONS
ADB – Asian Development Bank CEA – Central Environmental Authority CSC – construction supervision consultant EIA – environmental impact assessment EMP – environmental management plan ESD – Environment and Social Division GPAR – Galle Port Access Road JBIC – Japan Bank for International Cooperation Leq – equivalent sound pressure level Lmax – maximum sound pressure level NAAQS – national ambient air quality standards PMU – project management unit RDA – Road Development Authority ROW – right-of-way SEIA – summary environmental impact assessment Stage 1 – construction of the Southern Highway to two-lane standard (ADB
section to date) Stage 2 – construction of the Southern Highway to four-lane standard St2EIA – EIA for Stage 2 Expansion of ADB Section of Southern Highway to
Four Lanes SupEA – Supplementary Environmental Assessment (of Final Trace, August
2006 by University of Morotuwa, Colombo)
WEIGHTS AND MEASURES
dB(A) – decibels [measured in audible human range] km – kilometer km2 – square kilometer m – meter mm – millimeter
NOTE
In this report, “$” refers to US dollars
CONTENTS
Page
MAPS
I. INTRODUCTION 1 II. DESCRIPTION OF THE PROJECT 2 III. DESCRIPTION OF THE ENVIRONMENT 5
A. Physical 5 B. Biological 7 C. Economic Development 7 D. Social 8
IV. ALTERNATIVES 9 V. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES 10
A. Impacts Due to Siting of the Project 10 B. Impacts Due to Construction 11 C. Impacts Due to Operation 16
VI. ECONOMIC ASSESSMENT 19 VII. ENVIRONMENTAL MANAGEMENT PLAN 20 VIII. PUBLIC CONSULTATION AND INFORMATION DISCLOSURE 23 IX. CONCLUSIONS 24 APPENDIXES 1. Summary Environmental Management Plan 26 2. Summary Monitoring Plan for Performance Indicators 48
PROJECT LOCATION
P a l k B a y
P a l
k
S t r
a i
t
Gulf of
Mannar
I N D I A N O C E A N
I N D I A N O C E A N
Bay o f Bengal
JAPAN BANK FOR INTERNATIONALCOOPERATION (Package 1)
JAPAN BANK FOR INTERNATIONALCOOPERATION (Package 2)
ASIAN DEVELOPMENT BANK (North)Package 1
ASIAN DEVELOPMENT BANK (South)Package 2
Mankulam
Mullaittivu
Jaffna
Kilinochchi
Kankasanturai
Vavuniya
Trincomalee
Anuradhapura
Puttalam
Chilaw
Kurunegala Matale
Kandy
Kegalle
Nuwara Eliya Badulla
Ratnapura
COLOMBO
COLOMBOMoratuwa
MoratuwaKahatuduwa
Kottawa
Maharagama
RatnapuraPanadura
Dodanggoda
Lewanduwa
Kurunduguhahetekma
Nayapamula
Pinnaduwa
Godagama
Kokmaduwa
Gelanigama
MakumburaDehiwala
Matuce
Avissawella
Gampaha
Negombo
Kalutara
Kalutara
Alutgama
Galle
Galle
Matara
Ambalangoda
Ambalangoda
Hambantota
Ampara
Batticaloa
Monaragala
Gampaha
Mannar
Dambulla
Polonnaruwa
Gampola
HalangodaPelmadulla
Wellawaya
Tangalle
Akuressa
Elpitiya
Hikkaduwa
Hikkaduwa
Nagoda
Yakkalamulla
Elpitiya
Matara
Negombo
Madampe
Kekirawa
Horowupotana
Puliyankulam
Tanniyuttu
Tambuttegama
Talaimannar
Welikanda
Valaichchenai
Hingurakgoda
Bandarawela
Talawakele
Warakapola
Polgahawela
Minuwangoda
Avissawella
Alutgama
MatugamaAgatawatta
Kodikamam
Hatton
Akuressa
SABARAGAMUWA
S O U T H E R N
S O U T H E R N
NORTHWESTERN CENTRAL
U V A
E A S T E R N
WESTERN
WESTERN
NORTHERN
NORTH CENTRAL
Completed Provincial Road Project
Ongoing Provincial Road Project
National Capital
Provincial Capital
City/Town
Interchange
Southern Highway Project
ADB-Financed Road Project
Access Road
National Road
Other Road
Railway
River
Provincial Boundary
Boundaries are not necessarily authoritative.
SRI LANKA
SOUTHERN TRANSPORTDEVELOPMENT PROJECT
0 5 10 20 30
Kilometers
N
07-0790 HR
81 30'Eo
81 30'Eo
80 00'Eo
80 00'Eo
7 00'No
7 00'No
9 00'No
9 00'No
80 00'Eo
80 00'Eo
9 00'No
9 00'No
Figure 1
I. INTRODUCTION
1. This document is the summary environmental impact assessment (SEIA) of the findings of the 2005 and 2006 environmental assessments for the Southern Transport Development Project:1 (i) Supplementary Environmental Assessment (SupEA)2 and (ii) EIA of Expansion to 4 Lanes (St2EIA).3 The SEIA is presented to streamline the disclosure of two very closely related and overlapping documents, which have a common environmental background. The SEIA was prepared following the Environmental Impact Assessment Guidelines (2003) of the Asian Development Bank (ADB).
2. In 1999, ADB and the Central Environmental Authority (CEA) of Sri Lanka approved an environmental impact assessment (EIA) for the Southern Expressway; the SEIA4 was disclosed in July 1999. Subsequently the alignment was revised as a condition of CEA approval to reduce environmental impacts, but CEA did not require any further environmental assessment study.5 The 1999 EIA did not explicitly include an assessment of environmental impacts of the construction of Galle Port access road (GPAR).
3. ADB and its Board of Directors required the SupEA study (August 2006), which was part of recommendations of the Compliance Review Panel. The study aimed to verify whether other environmental impacts emerged that needed to be mitigated because of revisions to the alignment after taking account of CEA’s recommendations. In addition, the SupEA includes an assessment of environmental impacts associated with GPAR construction.
4. ADB required the St2EIA (footnote 3) to comply with ADB requirements for providing a supplementary financing loan. The study assessed the environmental impacts associated with expanding the expressway from two to four lanes from Kurundugahahetekma to Godagama in Matara.
5. Both the SupEA and St2EIA were to supplement the findings of the 1999 EIA. The environmental management plans (EMPs) developed by these two studies are incorporated in the approved 2005 EMP.6 The updated EMP will be presented to CEA for approval.
6. The findings presented in the SupEA and the St2EIA are based on review and analysis of available background data and data acquired through fieldwork. The SupEA field studies concentrated on the deviations of the Final Trace from the Combined Trace (subject of the 1999 EIA) and locations along parts of the Final Trace covered by the 1999 EIA, where environmental settings had undergone marked changes. The field studies for St2EIA concentrated on the wider carriageway works for expansion of the Final Trace for the four-lane expanded
1 Asian Development Bank. 1999. Loan 1711-SRI: Southern Transport Development Project, Report and
Recommendation of the President to the Board of Directors. Manila. 2 Road Development Authority. 2006. Supplementary Environmental Assessment Study and Updating
Environmental Management Plan for the Final Alignment, Southern Transport Development Project. By the University of Morotuwa, Colombo.
3 Road Development Authority. 2006. Environmental Impact Assessment of Expansion to Four Lanes. Colombo. The EIA of stage 2 expansion of the Southern Highway from two to four lanes, ADB Section Kurundugahahetekma to Matara, September 2006. The ADB section of the Southern Highway is being considered for early improvement to four-lanes and requires further environmental assessment under ADB operating procedures.
4 ADB. 1999. Summary Environmental Impact Assessment Report, Southern Transport Development Project. Manila.
5 The provisions of the National Environmental Act 1980 (as amended) required an environmental assessment for the original Southern Highway. CEA has indicated that the Road Development Authority has completed the environmental assessment process to CEA’s satisfaction and the Government does not require any further environmental assessment.
6 The updated EMP based on the SupEA study was submitted to CEA on 26 January 2007. The updated EMP incorporating the recommendations from the EIA study of stage 2 will also be submitted to CEA.
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expressway in the ADB section. Impacts of the ongoing construction were also observed, and where mitigation measures need improvement, additional measures are proposed.
II. DESCRIPTION OF THE PROJECT
7. The main objective of the Project is to bring the Southern Region into the economic mainstream of Sri Lanka and improve socioeconomic opportunities for residents. Faster travel and greater economic activity are the indicators of achievement. The expressway is expected to improve links with the more northerly commercial and industrial areas and thus improve the living standards of the population in the area. It will serve as a catalyst for increasing economic/commercial growth of the region, which will contribute to poverty alleviation through development in agriculture, trade, and tourism.
8. The Road Development Authority (RDA) will be the Implementing Agency for the Project, and the Ministry of Highways and Road Development is the Executing Agency. The Project finances construction of a new access-controlled highway, the Southern Expressway, linking Colombo (at Kottawa) with Galle and Matara. ADB, through the Asian Development Fund, and the Japan Bank for International Cooperation (JBIC) are providing parallel funding. The Government of Sri Lanka, through RDA, will finance operation and maintenance. JBIC is financing the northern section, which is about 66 kilometers (km) from Kottawa to Kurundugahahetekma, and ADB is financing the approximately 60 km section from Kurundugahahetekma to Godagama in Matara. Construction of the ADB section began in 2003. Work for the JBIC section began in 2006. Construction of the access road, the GPAR, connecting the existing Colombo–Galle road (A2) and the Southern Expressway is also under way. The 5.6 km GPAR will be a non-access-controlled four-lane highway.
9. The project loan was approved in November 1999. JBIC and ADB funded the civil works and construction supervision consultant (CSC). The Nordic Development Fund financed the management consultant and equipment supply, and together with the Swedish International Development Agency funded the road safety component.
10. The JBIC section is a four-lane highway, with sufficient land acquired for a right of way (ROW) that accommodates six-lane construction.
11. The ADB section was constructed as a two-lane expressway with the understanding that more lanes would eventually be constructed to allow four lanes when traffic demands, as stated in the project documents (footnote 1). Sufficient land was acquired for a ROW to accommodate six-lane construction.
12. The Final Trace alignment was arrived at by modifying the so-called Combined Trace significantly eastward in several areas in response to CEA conditions for approval of the 1999 EIA . These changes were made predominantly to minimize impacts on managed wetlands and identified recreational areas, but were also integrated with other criteria aimed at keeping minimizing the number of people to be resettled from the ROW. These changes are also intended to optimize the balance of cut and fill so that most of the construction material can be sourced from within the ROW, or nearby. The midline of the Final Trace is not expected to be modified but the outer limit of the ROW might be extended in a few places in response to technical engineering requirements with regard to slope stability.
13. Construction of the expanded JBIC section will follow the Final Trace alignment (66 km, Kottawa to Kurundugahahetekma) in the Colombo and Kalutara districts of the Western and Southern provinces. The most obvious location for alignment change in the JBIC section was the realignment by about 3 km to the east between km 7 (Undurugoda) and km 24 (Kalu
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Ganga), which was to avoid Bolgoda Lake and wetland identified by CEA.7 Avoiding all low-lying areas was not possible, but the more easterly alignment traverses less wet low-lying land and abandoned paddy fields near the Panape Ela (km 17). In the stretch from Kalu Ganga south to Dodangoda (km 32), Welippenna Ganga (km 45), and Bentota Ganga (km 53), additional switches in alignment to the east and west take a slightly more elevated route along the foothills; this avoids low-lying land with unsuitable soil to areas where excavated materials can be reused in the earthworks for the Project.
14. The October 2005 ADB Review Mission noted that construction of the ADB-financed section had experienced a cost overrun due to (i) higher costs for land acquisition and resettlement, (ii) price escalation, (iii) design changes due to undetermined geological and soil conditions, and (vi) contractor claims due to delay and suspension of work related to delay in handover of land. The Government has requested supplementary funding from ADB for the cost overruns and consideration to proceed directly with expansion to four lanes in the ADB section.
15. The proposed construction of the expanded ADB section as a four-lane expressway also follows the Final Trace construction of the two lanes, over the same alignment (60 km, Kurundugahahetekma to Godagama in Matara) in the Galle and Matara districts of Southern Province. The main locations for alignment change were by about 0.5 km to the east between km 2 (Kurundgahahetekma) and km 10 (Badegame) to avoid low-lying areas; the more easterly alignment traverses fewer abandoned paddy fields near Tanabeddegama. In the section from Pillagoda (km 20) south to Pinnaduwa (km 30), Imaduwa (km 45), and Kokmaduwa (km 53) the Final Trace is further northeast by about 2 km to avoid low-lying land with unsuitable spoils nearer Koggala Lake and surrounding wetlands identified by CEA to be avoided. It takes a slightly more elevated route along the foothills where the excavated materials could be reused in the earthworks for the Project.
16. The GPAR section of the expressway was designed as a 5.6 km four-lane open-access highway from the hills at Pinnaduwa to the junction with the A2 south of Galle at Magalle. The alignment runs southwesterly from the interchange at km 30+200 across mainly agricultural land and short stretches of plantations for about 4 km. At km 2, the GPAR alignment passes between the western edge of a swamp used for coir (coconut husk) fermentation and the southeastern edge of the town of Galle. The alignment weaves between the houses and the swamp, which in turn borders an area of coastal mangrove at Magalle. The road then passes the cement factory that is next to the A2 at Magalle. The mangrove habitat in this location is disturbed by local manufacturing activities and has no official protected status, but an area further east is marked by the local Department of Forest as a mangrove conservation area. Therefore the GPAR is located as far away from the mangroves as possible without encroaching significantly on the houses in the town of Galle.
17. The methods to construct the four-lane expressway are broadly similar to those used for the initial sections. The Final Trace will pass through greenfield areas with settlements, agriculture, rivers, scrub, rubber tree plantations, rice paddy fields, and tea plantations.
18. The potential environmental impacts of the Project have been assessed and environmental assessments of the supplementary environmental assessment study therefore focus on the deviations of the Final Trace from the Combined Trace (SupEA). The additional impacts from expanding the highway from two to four lanes were also assessed in detail (St2EIA). Consultations with the people live along the ADB road section were conducted. The study area for the SupEA included the road corridor and areas on both sides of the road for 500 meters (m). The study areas for the St2EIA included improvement works within the ROW and 7 RDA-Wilbur Smith Associates, November 2000. Environmental Findings Report, Southern Transport
Development Project, RDA, Appendix to Final Design Report Southern Highway.
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habitable structures within about 50 m of the edge of the road. The St2EIA also surveyed the road corridor and immediate hinterland that may be affected by direct effects from impacts such as spoil disposal in certain designated areas.
19. Categorization. The original Project with construction of a two-lane highway was classified as A under ADB’s project classification. Based on the Government’s requirement, it was classified as a project requiring an EIA. The selection of the Final Trace and the expansion from two to four lanes is essentially an extension of the same project, and therefore is categorized as A in accordance with ADB’s Environmental Assessment Guidelines (2003).
20. The expansion of the ADB section from two to four lanes generally will include (i) excavating and extending the embankments; (ii) widening the road into two 7 m carriageways with hard shoulders, a median, and fence; (iii) dovetailing the four-lane surfacing with the two-lane carriageway; (iv) completing the ADB section in a narrow four-lane format road over bridges and across several rivers and streams built under Stage 1 works, including redesign and extension of bridge 20; (v) ensuring drainage and access near villages and at other key areas is unimpaired by extension of numerous culverts and metal crossing structures as built in Stage 1; (vi) reinstalling road drainage; and (vii) reinstalling landscaping and accessories. These extensions are generally expected to take place within approximately 7 m of the edge of the nonpermanent side of the Stage 1 works on the existing Final Trace alignment but with some additional working room required (about a minimum of 5 meters), Therefore further ADB works should generally be confined to within 12 m of the edge of the nonpermanent side of the Stage 1 works. The horizontal and vertical alignment will remain as constructed for Stage 1 and no sections of the four-lane road should need to be raised through the flood zones.
21. Expected Traffic Flow. On the existing roads in the vicinity, traffic flow is moderate, and has been counted and estimated based on observations at several locations.8 Predictions were made on the traffic likely to be attracted to the new Southern Highway. Table 1 shows the predicted daily traffic flows for the completed Southern Highway.
Table 1: Predicted Daily Two-Way Traffic Flows – Final Design Report 2000 Road from To Road at Year 2010, Weekday Traffic
Source: Road Development Authority and Wilbur Smith Associates. 2000. Southern Highway Final Design Report (November). Colombo.
8 Road Development Authority and Wilbur Smith Associates. 2000. Southern Highway Final Design Report (November). Colombo.
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22. The construction for four lanes from Kurunduhahetekma to Godagama in Matara District will be continued and completed by the end of 2009; while the construction for four lanes from Kottawa to Kurunduhahetekma is expected to be completed by the first quarter of 2010.
23. Land acquisition has generally been completed for the required ROW. No further significant land acquisition or compensation will occur, but the number of people to be resettled may increase a little due to further fine-tuning of the detailed designs and acquisition of nonviable small packages of land left after the initial land acquisition. Some extra land at the edge of the ROW may be required in a few places in response to technical engineering requirements related to slope stability and additional land for drainage infrastructure. The Ministry of Highways and Road Development has already issued a circular confirming that all entitlements listed in the approved RIP (2002) will apply and sufficient funds are allocated either to purchase or to pay compensation.
III. DESCRIPTION OF THE ENVIRONMENT
A. Physical
24. Land Use. The project area is dominated by agriculture with irrigation systems and plantations in a variety of agroecosystems. Common floral species, shrubs, and trees are present in most areas.
25. Many buildings, including residential and commercial properties, government offices, and other social infrastructure, are located in the vicinity of both sides of the Southern Expressway. Residential, business, and commercial property frontages are generally not located close to the road but in some cases, the ROW is immediately adjacent to residential and school properties.
26. Work in the JBIC-financed section is under way. In the ADB-financed section, the embankment for construction of the two-lane expressway is mostly complete and land clearing has been done to accommodate the six-lane expressway. The expansion work to construct an additional four lanes would still include preparation of the embankment. Diversions are in place for irrigation water for adjacent fields, cinnamon groves, tea terraces, and rubber plantations.
27. The expressway will directly affect many local authorities in 24 divisional secretaries in the Western, Southwestern, and Southern provinces. The land use in the immediate vicinity of the expressway will change in the near future as the development objectives are realized. A technical assistance, Land Use Planning for the Corridor of the Southern Expressway, will be provided to prepare guidelines for land use development of 1.5 km on each side of the expressway. These areas have been declared a special area under the urban development regulation, and therefore development will be closely monitored by the Urban Development Authority. The main outputs of the technical assistance are (i) a land use plan with zoning for the development zone area along the Southern Expressway, and (ii) guidelines for development of these areas.
28. Topography and Soil. The hill ridges are mostly cultivated as tea, cinnamon, rubber, or coconut plantations; some areas have almost naturalized to jungle. The valleys are dominated by paddy land and irrigation systems. Much paddy land has been left fallow due to market forces and salinity in the soil, partly due to high iron content. At a number of locations the Southern Expressway crosses from one valley system to the next, resulting in deep cuts and high embankments. The ADB-financed section will excavate about 80 cuttings. Fewer deep cuts and high embankments are required for the JBIC-financed section.
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29. The geography and geological features along the expressway vary. The north section of the JBIC section is less hilly, while the northern stretch of the ADB section in Galle district is hillier than either the southern sections in Matara or the JBIC section. The expressway route is located, as much as possible, along the foot of the hill slopes to minimize the loss of farmland and the relocation of residential buildings.
30. The soil in the area varies significantly in type and depth; this has caused some problems during construction. Although the soil and subsoil conditions beneath the alignment have been easy to manage in many sections (sandy silts and sandy clays from between 0.5 m to 2 m thick), extensive areas have soft unsuitable subsoil conditions in most of the valleys requiring improvement using various engineering controls. Subsoil improvement will also be required in the valleys in the JBIC section.
31. Large amounts of soft black organic soil had to be removed in more than 60 locations in the ADB section. The unsuitable materials have been replaced and the areas subsequently piled or otherwise made suitable to support the embankment. For expansion to four-lanes in the ADB section, these areas will be widened by at least 25%, requiring disposal of much more unsuitable spoil.
32. Climate. Altitude varies from about 2 m to 30 m above sea level on the GPAR and from about 20 m or less in the lower fields to over 80 m on some of the higher hills along the rest of the Final Trace alignment. The small change in altitude makes for some minor variation between the climate of more coastal areas and landward sections of the project area. The climate at Galle (GPAR) is coastal tropical, whereas at the higher altitudes nearer the expressway alignment, the climate is slightly rainier. The expressway falls into the region where average annual rainfall varies from 3,000 mm to 5,000 mm. The annual rainfall is distributed throughout the year, with around May–December being the more rainy seasons.
33. Groundwater. Sources exist in the area and have been widely exploited. Piped water supply is available in some areas near the expressway. Elsewhere, the local population is generally reliant on supply from tube wells and dug wells. Numerous hand pumps are also used just outside the ROW, and those affected by the Project have been scheduled for reprovisioning under the resettlement implementation plan. In some locations, constructed irrigation channels or local streams cross the road and have been diverted to new culverts and pipes. The protection of these sources of water will continue to be critical during Stage 2 expansion and construction.
34. Rivers and Tributaries. The expressway cuts through the catchments of five key rivers. The Kalu Ganga, Welipanna Ganga, and Bentota Ganga are in the JBIC section, while the Gin Ganga and Polwatta Ganga are in the ADB section. The expressway includes bridges to cross all of these five rivers. Many minor tributaries cross all through the upper reaches of both catchments. All the rivers have substantial continuous flow throughout the year. Flash floods are common in the lower flood plains of these rivers during the rainy seasons. Traditionally the surplus of rainfall has necessitated the construction of flood control bunds such as at Gin Ganga (13+800). The bunds should not be affected by the construction; however, as a precautionary approach.
35. Air Quality. Based on observation during the study period, i.e., the period of undertaking two-lane construction, air quality in most of the study area appears to be fair to locally poor. Emissions should be controlled at the source under the approved 2005 EMP; however, the numerous items of powered mechanical equipment in use for construction have resulted in many complaints about dust and other emissions.9 The major reasons for the complaints are
blasting, earthworks, and compaction. The two rock-crushing installations and the asphalt plant are also sources of atmospheric pollution and have been the subject of complaints. Air quality has not been measured in the area, although the 2005 EMP requires complaints monitoring.
36. The major sources of air pollution are dust along the haul road and embankment construction. Water sprayers are used to damp down roads at regular intervals but dust levels are often elevated significantly when vehicles pass over the haul road and other work areas.
37. Noise. Vehicles and other powered mechanical equipment have created disturbances for many households near the construction work areas of the ADB section. The national noise standards in Sri Lanka are under review but currently no criteria for road traffic noise or for noise emissions for vehicles apply during road operation. Previous EIA studies used a criterion of 67 decibels (dB[A]) equivalent sound pressure (Leq) (exterior). Noise from construction of the road improvements is also covered under the National Environmental (Noise Control) Regulations (1996, Schedule III), which sets criteria of 50 dB(A) Leq during nighttime (9 p.m. to 6 a.m.) and 75 dBA Leq at other times during the day at the boundaries of land from which construction noise is emitted. Vibration from blasting and construction of the road is allowed under the industrial mining license from the Geological Survey and Mines Bureau, and is approved and monitored by RDA, CEA, and Geological Survey and Mines Bureau during and clearing works.
B. Biological
38. Fisheries and Aquatic Biology. Commercial capture fisheries operate all along the nearby coast, which is between 8 km and 15 km from the expressway alignment. No data were available for fish production from the rivers but recreational fishing for local home supply does take place in the study area. No fish kills have been reported in the vicinity of the ADB construction works near rivers.
39. Terrestrial Habitats and Protected Species. Agroecology of the study area is classified as low country wet zone. Many trees need to be cleared within the ROW. However, the tree cutting will be done gradually and be limited to areas required for the carriageway and for maintaining road safety. For the construction of the two-lane expressway in the ADB section, all vegetation was removed from the ROW. For the JBIC section, the tree cutting as part of land clearing is under way. The expansion to four-lane works will not encroach further on the forests. The required borrow areas for expansion to four lanes will be selected in nonforested land if additional borrow areas are required outside the ROW.
40. National Parks and Wildlife Sanctuaries. No protected areas are near the expressway, although, the Final Trace alignment was shifted away from certain significant wetlands at Bolgoda, Koggala, and Madu Ganga as a condition of CEA’s project approval in July 1999.
C. Economic Development
41. Colombo District comprises mainly professional groups and people engaged in the industry and service sector. Less than 5% of the work force is engaged in agriculture. Further south near the Final Trace, more of the workforce is engaged in agriculture. Rice is the main crop, with coconut, tea, rubber, and cinnamon crops providing employment. Most of these plantations are smallholdings.
42. Coastal fisheries are important to employment along the coastal belt. Tourism and the garment industry are the two main industries providing employment. Mat weaving from sedges is a part-time activity of women in the Rantotawila area of Bentota Ganga. However, due to lack of market opportunities and new technology, this industry is not thriving. Many are employed in large- and small-scale mask manufacturing industries.
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43. Industries. These are concentrated around the two major centers at Galle and Matara and the free trade zone at Koggala. About 30%–40% of the employed population work in agriculture, with manufacturing (15%), and wholesale and retail (11%) being the next largest sectors. Further south more emphasis is placed on agriculture. Coir factories making rope are located very near the GPAR. About 3%–4% of those employed in Sri Lanka work in tourism. The Southern coast is an important tourist destination.
44. Transport. The two main transport arteries in the Western, Southern, and Western provinces are the A2 road and the southern railway, both of which follow the coast from Colombo to Matara. Major urban centers and market towns are served by other major national highways and other types of roads. The nearest airport is Colombo International Airport and the nearest port is Galle Port. The main means of local transportation in villages and towns is by foot, bicycle, and taxi tricycle. Cars are becoming more common and motorcycles are by far the most common fuel-powered vehicles. Longer journeys are made by public bus and minibus. Trucks are used to transport freight over longer routes. Therefore, the majority of the local population is reliant on the road network for transportation. The expressway crosses numerous roads and tracks that run to hinterland villages. Crossing tunnels have been provided in more than 90 locations to avoid severance.
45. Power Sources. Transmission lines for electrical power run southwest from Colombo, and in the Southern Province run to a main grid substation at Galle. The distribution lines run on poles. Allowance is made for a lighting and communication duct under the permanent side hard shoulder in the design engineering. The overhead lines and other utilities that run near the ADB section are being reprovisioned; this will also be done in the JBIC section. The other significant energy sources are biomass, kerosene, and liquefied petroleum gas. The Southern Province has more than 100 petrol stations and more than 100 liquefied petroleum gas dealers.
D. Social
46. Population and Communities. The total population in the areas affected by the Project is about 760,000 (2001 census). The Project displaced around 1,325 households with about 6,186 members. About 38% of the households were relocated to 32 resettlement sites; and the others (65%) opted for self-relocation and found their own land and houses. In addition, the Project has affected more than 4,000 households close to the ROW due to loss of land and/or houses, and evacuation. RDA is implementing the Income Restoration Program, which is expected to be complete by 2010. The program includes home gardening, training on business opportunities, and support for potential entrepreneurships.
47. Employment. Agriculture dominates the regional economy. Most of the people in the project area are farmers of tea, cinnamon, rubber, and cash crops. Animal husbandry is not widespread. The number of people employed by government and private sector is relatively low. The main public employment areas are security forces, teaching, and clerical. The industry sector is relatively undeveloped except for tea production and a few garment factories.
48. Social Infrastructure. Rural services and infrastructure facilities are few. Similarly the condition of the housing stock in rural areas is poor. However, due to efforts of the government and non-government organizations the number of households with electricity and acceptable water and sanitation facilities has increased significantly. The availability of landline telephones in houses is very low, but mobile phone use is increasing. As the development objectives of the expressway are realized, social infrastructure will improve.
49. Cultural and Archeological. No official heritage sites or historic, religious, or archeologically important sites are near the Southern Expressway. Some shrines will be fairly near the road but more than 50 m from the finished carriageway.
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50. Education. Education infrastructure is not particularly well developed, but the Galle and Matara districts have more than 40 national schools. Matara has one university, one college of education, and three teachers’ colleges. Overall better educational, health, and other infrastructure facilities are available due to private facilities in the main towns, including Galle and Matara. Education facilities are much better closer to Colombo.
51. Health Facilities. Good regional health centers are available at Galle and Matara. Galle has two teaching hospitals and Matara has one provincial hospital. The next nearest hospital is at Kalutara. Health facilities are also much better closer to Colombo.
IV. ALTERNATIVES
52. CEA approval for the 1999 EIA had three major conditions related to moving the trace to avoid traversing the Weras Ganga/Bolgoda, Koggala, Madu Ganga, and other wetlands as much as possible. The Final Trace developed during the detailed design stage contains two major deviations from the Combined Trace defined in the 1999 EIA. These deviations affect land acquisition, resettlement, and environmental management. At the detailed design stage further studies—the updated Social Impact Assessment (November 2000), Environmental Findings Report (December 2000), Drainage Report (May 2003)—were conducted to supplement the 1999 EIA. The alternatives for alignment options have been reviewed and assessed in the environmental assessment process that established the Final Trace as the final alignment for the expressway. 53. The additional two lanes to complete the four-lane expressway will be constructed in the ROW of the final alignment. Therefore, the alternative analysis will review the expansion to a four-lane expressway. 54. Do-Nothing Scenario. The expressway of ADB section with two-lane carriageway was planned to be opened by 2008, and the width and alignment of most sections would be appropriate for a design speed of 60–80 km/hour or less. The northern part of the expressway in the JBIC section is designed to be a four-lane dual carriageway and is expected to be open in 2010. Without expansion of the ADB section to four lanes, the continuation of the four-lane expressway would not be available. Traffic predictions show that after the Pinnaduwa Interchange the flow of traffic to Godagama would not approach the capacity of the northern part of the expressway, but the traffic flow up to the Galle access road will be as heavy as on the northern part of the expressway. The do-nothing scenario, therefore, could lead to an increase in traffic accidents due to discontinuation of the four-lane expressway. 55. During the first 10 years of operation, urban development can be expected, particularly around the four interchanges. In fact, development may take place in many more other areas along the ADB sections as the Urban Development Authority has earmarked all land within 1.5 km of the road as a special area. This will increase demand for good commercial and domestic vehicle transport facilities; longer distance travel by bus and car may become more attractive as development objectives are realized and as car ownership increases. If opened as two lanes, the southern part of ADB section from Pinnaduwa interchange to Godagama might therefore reach capacity earlier than previously indicated. 56. Immediate Expansion of the ADB Section. Further disruption to transportation can be avoided by dovetailing the four-lane expansion into the later phases of the ongoing two-lane construction works, although complex actions are required and contractual considerations must
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be dealt with. Future disturbances can be avoided; and abortive works, costly remobilization, and a repetition of the nuisances can be minimized. Continuing use of the supporting plant provides efficiencies and the overall cost of expansion at this stage will be cheaper than in the future. The long-term benefits are potentially incurred earlier but the short-term environmental and social impacts will be prolonged for all of the expansion works (possibly by two additional years from 2008 to 2010). 57. Alternative Geometry. The present status for both the ADB and JBIC sections is that the Final Trace alignment is fixed. The Final Trace responds to CEA conditions of its 1999 approval and is derived from the Combined Trace but traverses higher ground that is significantly east of the Combined Trace in several areas. The changes were done by considering how to minimize the impacts on managed wetlands and number of people to be resettled, and optimize the balance of cut and fill so that most of the construction material can be sourced from within the ROW. 58. The ROW is ample to allow the expansion to four lanes. The assumption is that the ADB section will be completed with the expansion earthworks for embankments by about 7 m on the Final Trace alignment, which is already clearly defined. The expansion will be completely within the existing declared ROW and further land acquisition will be avoided. Significant additional land would not be required, although some minor modifications to the detailed designs are inevitable as the implementation is rolled out and the ROW may require adjustment in places. Large areas are required for borrow pits outside the ROW, and many of the major borrow areas identified so far are government land.
V. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES
A. Impacts Due to Siting of the Project
59. Although no protected areas and sensitive receivers are near the expressway, further civil works will involve the completion of the ongoing construction work for two- and four-lane carriageway, which will still create noise and vibration. However, several houses, villages, and some schools are just outside the ROW but within 10 m of the ROW. The environmental impacts, especially noise, should be mitigated. Consultation with local communities to move the school or to put up noise barriers needs to be done prior to undertaking the civil work for the four-lane expansion in the ADB section. 60. Both the SupEA and St2EIA conclude that some of the residences and schools are close enough to the Final Trace to experience potential impacts in terms of disturbance and significant noise and dust during construction. Water is available in the study area although surplus water may not always be available at many locations during the dry season to suppress dust. As a general approach, where sufficient water cannot be sprayed, and works or the haul road are within 5 m of any sensitive receivers, the contractor should consider installing temporary segregation between the works at the road edge and the sensitive receivers. The segregation should be an easily erectable 2.5 m high tarpaulin sheet designed to retain dust and provide a temporary visual barrier to the works. Where dust is the major consideration, the barrier can take the form of tarpaulins strung between two poles mounted on a concrete base. These can be moved along the road as the work proceeds. Where noise is a major consideration (e.g., outside schools or hospitals), construction should be avoided at sensitive times. As a fallback option to control noise, the dust barrier supports can be reinforced and the mass of the barriers increased using block-board or corrugated metal sheets to supplement the tarpaulins. In
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addition to the physical effect of mitigating dust and noise, the installation of such measures should be discussed with the local population and serve as a means to further public consultation during implementation and assist in public relations. 61. Heritage, Religious Sites, and Social Infrastructure. The location of temples and other cultural and other heritage sensitive receiver sites was reviewed. While some temples and religious sites are in the vicinity, they are all more than 50 m from the edge of the Final Trace carriageway. In these cases, the buffer distance between the works and the sensitive receivers will be generally sufficient, such that no major significant impact would be expected from the works. However, public consultation should be undertaken during implementation to ensure no further nuisances arise at religious sites, especially near the borrow pits and spoil disposal sites. 62. The hospitals are all more than 50 m from the edge of the Final Trace carriageway; the buffer distance between the works and the sensitive receivers will be sufficient so that no major significant impact would be expected from the works. However, public consultation should be undertaken. 63. The location of schools and some residences places them within 50 m of the edge of the Final Trace carriageway in many cases. The further works in the JBIC section and expansion works on the nonpermanent side in the ADB section will be close enough to the receivers to create significant impacts based on complaints received on the works so far. According to the complaints, violation of environmental conditions appears to have occurred in the current works and some further disturbance is inevitable. The buffer distance between the works and all the sensitive receivers will not be sufficient; some major significant impacts can be expected from the works, particularly in terms of noise, vibration, dust, and waste disposal. The EMP proposes mitigation measures, and public consultation should be undertaken during implementation to ensure the measures are reviewed for effectiveness and the nuisances are not allowed to escalate. B. Impacts due to Construction
64. The SupEA and St2EIA conclude that the construction impacts for two-lane and four-lane will be broadly similar for the remainder of the construction to four-lane standard. The source of the impacts will be from land clearing (cut and fill), development of based road, and surfacing works. 65. Cut and Fill. The ongoing and future works in the JBIC and ADB sections for construction of the four-lane carriageway will require significant cutting and filling all along the road to create a wide enough embankment. In the ADB section, some of the spoiled materials from the cut and fill for construction of the two-lane carriageway will need to be partially removed in order to complete the four-lane construction. About 2,000,000 cubic meters of unsuitable spoiled materials in the ADB sections need to be removed from the project areas. 66. The requirement for rock-based materials is significant and can partly be sourced from local quarries and from removal and recompaction of some of the ADB Stage 1 materials. If surplus inert materials arise from the removal of the existing road surfaces and structures these can be used elsewhere for the Project before additional rock, gravel, or sand extraction is considered. The use of this immediately available material will minimize the need for additional extraction of rock-based materials in this length of expressway.
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67. The ongoing two-lane construction of the ADB section indicates that substantial additional materials will be required (about 1,434,000 cubic meters). In September 2006, RDA identified sufficient sources for all the rock-based materials required for both the north and south stretches of the ADB section from about 24 borrow locations within and outside the ROW. However the ADB north section has a surplus and the south has a deficit necessitating significant transportation costs and potential impacts. This also means that the contractor for the south section may need to negotiate with the contractor of the north for supplies of rock-based material. 68. Of the 24 borrow sites identified by RDA in September 2006, a significant proportion are wooded sites such as about 9 hectares owned by the Elphitiya Plantation Corporation. In the event that these sources are made available, the trees will need to be removed and the woodland cleared. If these areas are used, mitigation will be required in the form of reinstatement and compensatory planting. Significant removal of trees is also identified in the JBIC sections. The contract drawn up by RDA for the completion of the Southern Expressway to four-lane standard should require that wherever possible the trees are either returned to the owner or transplanted for use elsewhere in the Project (e.g., amenity) areas at intersections. After removing the existing trees and topsoil (down to 0.5 m), all the topsoil and the cut wood will be returned to the owner. The woodland and scrub will not be burned. All stumps and surplus vegetation will be disposed of at landfill sites designated and instructed by RDA or the supervising consultant engineer. These principles should be applied to all areas where substantial forest, woodland, or rubber tree plantations, etc. are used for borrow areas. Compensatory planting should be included and a ratio of 1:1 (equal replacement) is proposed10; however, best international practice suggests that replacement at a rate of 3:1 would be more appropriate given possible establishment difficulties and low survival rate of young trees. 69. The detailed design engineers have produced a mass haul chart for ADB two-lane construction works; this should be updated regularly and reported monthly as a contract requirement for each contractor to monitor the production and use of materials. Such a materials management plan, including mitigation for the extraction of materials, should also spell out (i) the methods to be employed prior to and during construction, (ii) all other measures to be employed to mitigate nuisances to local residents, and (iii) and compensatory planting. The CSC will be responsible for updating the current cut and fill estimates in the materials management plan that can then be used as a rock and aggregates master plan (cut and fill mass haul chart) to facilitate materials exchange between the different areas along the road and subcontractors on the road, and to provide an overall balance for cut and filled materials and minimize impacts on other local resources outside the ROW. 70. Given the substantial areas that may require removal of woodland, the landowners should be given the opportunity to reinstate the woodland in the long term and a plantation compensation plan should be drawn up to replant the woodland. In the event that the land is not suitable for plantation then other areas should be identified to replace the cut trees and sufficient areas should be identified to allow plantation of trees at a rate of up to about 3:1. The ADB Stage 1 designs indicate planting of trees at intersections in the amenity areas; this should be retained as the Southern Expressway designs for all the Final Trace are implemented. The replacement ratio should be increased if necessary to allow for a high mortality rate among the newly planted trees based on advice from the district forest officer.
10 Road Development Authority, 2005. Updated Working Draft for EMP for STDP. Colombo. 12 Road Development Authority, 2000. Environmental Findings Report, Southern Transport Development Project.
Colombo.
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71. Spoil Disposal. Due to difficulties in agreeing on sufficient appropriate CEA-approved disposal sites in ADB Stage 1, detailed waste disposal requirements and items for measurement should be included in the ADB Stage 2 bidding documents and contract with special provisions for the distance to disposal, quantity for disposal, and tracking of disposal. Prior to signing ADB Stage 2 contract, at least in principle approval (sought from CEA) should given for the use of sufficient sites to dispose of all potential unsuitable spoil arising from the completion of the Southern Expressway to four-lane standard and a detailed waste management plan should be completed before further spoil materials are extracted. 72. To mitigate the effects of spoil disposal, standard conditions should be included in the ADB north and south section contracts based on the conditions specified in approvals to date from CEA; all the subsequent conditions imposed by CEA should be followed in detail. 73. Landscape and Encroachment. To complete the four-lane carriageway, the road, culverts, drainage pipes, tunnel crossing metal structures, and at least one bridge (in the ADB section) will need to be expanded. The extent of the expansion is moderate and will not extend beyond the road corridor (ROW) acquired for the Final Trace; therefore significant additional landscape impacts are not expected from expansion works. Further landscape impacts will occur but mainly in any additional borrow areas and disposal sites. Where additional materials are needed, licensing by the local authority will be required. The extraction sources must operate with environmental protection licenses as required under the National Environment Act 1980 (as regulated and amended). Mitigation measures will be undertaken to reduce and eliminate impacts from locations at quarries and borrow pits, which will be restored in line with guidance provided under the license conditions from CEA and in the EMP. 74. Trees, Ecology, and Protected Areas. No further disturbance of trees is required for the Final Trace ROW work areas. If for some unforeseen reason, reserved trees or other protected trees need to be removed (perhaps to facilitate construction of lead-off drains or other peripheral structures) permission should be obtained from the forest user group and Department of Forest after written justification from the contractor and written permission from the CSC. 75. Hydrology, Sedimentation, and Soil Erosion. The majority of the road works proposed are designed to improve the drainage, capture potential sediments, and discourage soil erosion during operation. However during construction, the works could impact local water resources. 76. The SupEA and the St2EIA recommend that all designs be agreed with the local drainage and irrigation authorities. Each contractor has been informed to have a dedicated drainage engineer and erosion control officer. Where Stage 2 works cross steams and rivers, based on ADB Stage 1 experience, the preliminary designs for sedimentation facilities such as sediment traps, filter fabric fences, or straw bale barriers should be included as a line item before new areas are cleared and opened up for construction works. The contracts should reemphasize the need to set up facilities at all working stations within 100 m of streams and rivers to trap and settle out runoff from the works. All contractors should be required to establish acceptable designs for erosion control, approved by the CSC before opening up new work areas, e.g., where wet works have to be pumped, the wastewater should first be passed through a sedimentation facility to remove suspended particles. Where works are in progress, erosion control and sedimentation facilities including sediment basins, sediment traps, filter fabric fences, straw bale barriers and combinations thereof should remain in place and be maintained throughout the works to protect local water resources.
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77. Stockpiles should be covered before heavy rain to prevent a wash out due to runoff. Stockpiles should not be located within 20 m of water courses and an intervening vegetated buffer should be in place to control any unexpected runoff. 78. Meaningful water quality monitoring should be carried out at all locations when works are in progress within 100 m of rivers, and samples should be taken both up- and downstream, and sampling should continue at monthly intervals until the works are substantially completed near that water course. 79. Air Pollution from Construction. Field observations indicate that emissions from powered mechanical equipment are rapidly dispersed. However dust from the haul road surface and earthworks has clearly been excessive on occasions and the cause of hundreds of complaints during ADB Stage 1. Baseline monitoring in previous studies indicates that the national air quality criteria were not exceeded. However, additional dust sources from rock crushing, cutting and filling of the road, and from general materials handling created significant impacts during ADB Stage 1, especially where the work was close to sensitive receivers. The typical approach to dust control is to spray water periodically during the day during dry periods; the haul road is regularly watered. 80. Further earthworks and rock-crushing activities required to complete the Southern Expressway will create dust and the pavement works will generate gas and odor from the asphalt hot-mix plant and dust from the compaction of the pavement. The ADB section will require approximately 1.5 million cubic meters of rock-based materials to complete the four-lane expressway. The following implementation mitigation measures are needed:
(i) Cement batching, rock crushing, and aggregate mixing plant will be located as far as possible (preferably at least 500 m) from settlements and habitation and licensed under the National Environment Act.
(ii) All conditions of the CEA license will be strictly observed before the plant is operated.
(iii) Dust suppression equipment will be installed at cement and aggregate mix plants.
(iv) Areas of construction on the roads as well as the haul road (especially where the works are within 50 m of the sensitive receivers) will be kept damp by watering the construction area.
(v) Construction materials (sand, gravel, and rocks) and spoil materials will be transported by trucks covered with tarpaulins.
(vi) Storage sites, mixing plants, and asphalt (hot mix) plants will be at least 500 m downwind of the nearest human settlements or as required under license from CEA under the National Environment Act.
(vii) All vehicles (e.g., trucks, equipment, and other vehicles that support construction works) will comply with the national Environmental (Air Emissions, Fuel, and Vehicle Importation) Regulations as amended.
(viii) All hot-mix plants, crushers, and batching plants will be located in agreement with the local town or municipality, and installed only after receiving certification from the relevant local authority.
81. The need for large stockpiles should be minimized by careful planning. Stockpiles should not be located close to (<50m) sensitive receivers, and should be covered with tarpaulins when
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not in use and at the end of the working day to enclose dust. Large stockpiles (>25m3) that are necessary should be enclosed with side barriers and covered when not in use. 82. Bitumen will not be applied in strong wind or rainy conditions. Due to the scale of the works, fumes from asphalt chemicals are likely to be well dissipated in the open terrain and the National Ambient Air Quality Standard (NAAQS) should not be exceeded. The plant for the supply of molten bitumen should be situated well away from rivers and streams, schools, health clinics, and other sensitive receivers to minimize nuisances from odor. Any small accidental spills of bitumen or chemicals should be cleaned up immediately. The waste, including the top 2 centimeters of any contaminated soil, will be disposed of as chemical waste to landfill or disposal site approved by the local authority. 83. Blasting, Noise, and Vibration. At this stage the specific blasting requirements are not known in detail. Where blasting is required it will be carried out in line with the rules under the Explosives Act (1961), in the prescribed manner and after prior notice to all local residents within 500 m, the local authorities, and village representatives. Prior to blasting, all structures in the area should be surveyed for existing cracks and settlement damage. Preblasting alarms should be sounded at 3 minutes and 1 minute before the blast, and will be audible to all local residents within 500 m. No blasting will be allowed at night. Blasting should strictly follow the requirements from the Geological Survey and Mines Bureau and CEA, and be monitored on all occasions. Where the vibration from blasting exceeds the maximum permissible level, information from the blasting should be used to calculate a reduced charge for future blasts to aim to eradicate damage or to minimize damage as far as possible. All blasting will be carried out in the daytime and at regular intervals. All residents within 500 m of the blast sites will be kept informed of the progress of blasting, and residents will be temporarily evacuated and provided with alternative accommodation, if requested. If unforeseen conditions lead to damage of structures, claims and compensation should be based on the preblasting structural surveys. 84. Powered mechanical equipment can generate significant noise and vibration. The cumulative effects from several machines can be significant and have clearly caused significant nuisances during ADB Stage 1. The contractors should be required by the CSC to (i) provide evidence and certification that all equipment to be used for construction is fitted with the necessary air pollution and noise dampening devices to meet CEA and RDA requirements, (ii) maintain and service all equipment to minimize noise levels, and (iii) locate equipment to minimize nuisances and use portable noise barriers to limit noise at sensitive receivers. Insulation will be provided to minimize noise impacts such that the measured noise at the edge of the works near residential areas will be less than 50 dB(A)Leq during nighttime (9 p.m. to 6 a.m.) and 75 dB(A) Leq at other times during the day. 85. At nearby schools, the contractor will discuss with the school principals the agreed time for operating these machines and completely avoid machine use near schools during examination times. This practice has taken place under ADB Stage 1 at the school located at km 49+600. 86. Nuisances and Health Effects. Construction activities mainly involve soil and some rock excavation, storage, and removal or replacement of parts of the Stage 1 road surface. The comfort and health of the workforce and surrounding local residents may be affected to some extent by dust, noise, and construction litter. The chances of serious injury or accident during the construction activities are moderate and can be mitigated by safety training and monitoring. Insufficient sanitation provisions may encourage defecation in the open and may increase the transfer of water- or airborne disease. Local labor will be used wherever possible and where
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worker camps were needed in the ADB section these include proper sanitation facilities (at lease pit latrines and showering facilities). These facilities can also be used for the rest of the Final Trace.
87. Existing health services in the project localities, such as health posts and clinics, have limited resources and may lack sufficient medicine and health personnel to accommodate any additional patients from the road workforce. Therefore, during construction the contractor will provide first aid facilities for the workers on the road and at the worker camps. At least one individual qualified in first aid or a nurse will be present at all times. The workforce should be given access to a trained doctor at least once per week for routine checks and medical examinations if necessary. 88. During operation, the Project should provide easier access for the general public. People will be able to get to hospitals and clinics more quickly and more comfortably, and to the health facilities in Colombo, Galle, and Matara. Medical staff traveling longer distances can also be transported more easily to visit emergency cases. 89. Sanitation and Communicable Diseases. The main issues of concern are uncontrolled and unmanaged disposal of solid and liquid wastes into watercourses, natural drains, and improper disposal of storm water and black water in the village areas. The detailed design for ADB Stage 1 included preliminary temporary drainage arrangements, which were supposed to be developed in greater detail in liaison with the local authorities in the village areas. However numerous complaints have been received about the inundation of surrounding lands with surplus water and slurry from works. Prior to further construction, the roadside drains, particularly in the village areas, should be designed to handle the additional storm water arising from the construction and from extended road surfaces in the vicinity. 90. To maintain proper sanitation around construction sites, temporary toilets will be provided. Construction worker camps will not be located in settlement areas or near sensitive water resources. 91. Disease Vectors. Vectors such as mosquitoes will be encountered due to standing water allowed to accumulate in temporary drainage facilities, improper storm water management in the settlement areas, and improper disposal of wastewater generated from the local wells along the roadside or water accumulating in borrow pits. Temporary and permanent drainage facilities will be designed to facilitate the rapid removal of surface water from all areas and prevent the accumulation of surface water ponds. C. Impacts Due to Operation
92. The expansion to four lanes will widen the carriageway within the ROW but many settlements, villages, and schools will be fairly close to the expressway and just outside the ROW during the operation of the Southern Expressway. 93. Noise from local traffic in the villages is not currently a major consideration, but certain residences, temples, and schools will be quite close to the expanded carriageway. Depending on the eventual traffic flows, several portions of the alignment where such noise sensitive receivers will be very close to the alignment could experience significantly elevated noise levels. While Sri Lanka has no statutory control on road noise, a criterion of Leq67dB(A) (or about L1070 dB(A) at the exterior of residences), based on noise level criteria of the United States Federal Highways Association.12 This would correspond approximately to a noise level of about L1060
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dB(A) at the exterior of residences that are 100 m from the highway. The SupEA used this criterion and concluded that predicted noise levels will have a significant disturbing effect when the Southern Expressway is open to traffic. 94. To predict and reconfirm potential noise impacts during operation, standard acoustical calculation methods13 were used in St2EIA to calculate the corrected basic noise level. The noise levels predicted indicate that with traffic at 80 km/hour, noise levels will be exceeded at 5 m from the nearside carriageway with flows exceeding 4,200 vehicles/day (12% heavy vehicles) and will be exceeded at 15 m with flows exceeding 5,400 vehicles/day (30% heavy vehicles). Noise sensitive receivers at about 30 m from the nearside carriageway will experience noise levels exceeding the stated criterion with flows exceeding 10,800 vehicles/day (40% heavy vehicles). 95. According to traffic predictions, the traffic required to cause the criteria to be exceeded will be surpassed within 10 years of the opening of the Southern Expressway and will continue to increase. Thus consideration should be given to designing and installing noise barriers to mitigate road traffic noise impacts at all schools and near residences within 30 m of the nearside carriageway. In any event, noise levels for all significant receivers will be significantly higher than before the Southern Highway was built; and in the event that traffic predictions indicate higher traffic flows than anticipated, the need for direct noise mitigation should be immediately reviewed and included in the detailed designs. 96. Vehicle Emissions. The major source of atmospheric pollution during operation will be from road traffic, in the form of diesel and petrol engine vehicle fumes and any other fuel-powered mechanical equipment. When the road is opened, such emissions will be very well dissipated in the open terrain. Emissions, such as nitrogen dioxide and dust, will be the main air pollution sources during operation. Currently fuel burning is not creating any other significant emissions. Most sensitive receivers are set well back from the road and the predicted increases in traffic will not be sufficient to increase emissions for the sensitive receivers such that the national air quality standards would be exceeded. The traffic will be intermittent and such emissions should have ample time to dissipate, therefore no significant adverse air quality impact is predicted from traffic. 97. In the St2EIA, air quality modeling was carried out using nitrogen dioxide as a key indicator pollutant to determine the sustainability of project operations using an established model (USA EPA Caline4), which is commonly used to predict air quality on major highways. Traffic flows were assumed based on typical predictions. Emission factors were as assumed in the SupEA as agreed by CEA. In the absence of any definitive traffic modeling at this stage, the base air quality model run traffic flows are assumed to be 10,800 vehicles/day (about 1,000 vehicles/hr peak). The model predicts that the maximum permissible levels of the indicator pollutant nitrogen dioxide will not be exceeded even on the carriageway. Therefore no unacceptable air quality is predicted at the sensitive receivers near the road. 98. A sensitivity test to determine the flow of traffic necessary to exceed the maximum permissible levels at 10 m from the outer edge of the hard shoulder estimates it to be 3,600 per hour. Thus, traffic flows needed to exceed the maximum permissible levels are several times higher than any of the predictions for traffic flow.
13 Prescribed in Department of Transport, United Kingdom. 1988. Calculation of Road Traffic Noise. London.
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99. Air quality observations near existing expressway indicate that dust can be a nuisance in some places, especially where traffic frequently swerves on to the unsealed hard shoulders of existing roads. Much of the heavier long-haul traffic will be attracted to the new highway and is designed to reduce traffic on the A2 and other local roads. Therefore this should reduce dust arising from the passage of traffic in the hinterland to some extent. 100. Driving Conditions. Overall the condition of the road facilities will be enhanced in the Western and Southern provinces with expansion and upgrading of the Southern Expressway; driving conditions will improve. Road widening will introduce fully separated two-way traffic. Routine safety measures, signage, and road markings will be introduced to reduce driving risk further in accident-prone areas and provide enhancements to driving conditions. 101. With fully separated two-way traffic, the risk of accidents with, for example, lorries carrying hazardous chemicals, will be low. However the road is narrower at the bridges, and rivers and streams passing these areas could be at risk since the bridges as they are currently designed have no dedicated drains. Therefore the EMP recommends a rapid clean up and preparation of an accidental spillage action plan with the local emergency services to protect water bodies in the event of an accidental spillage of toxic or hazardous chemicals. 102. Provisions should be made to consider the detailed designs and road conditions at major intersections and other local intersections. The overall visibility at the intersections must comply with RDA design standards and be acceptable under foreseeable conditions. With the anticipated additional traffic and higher speeds envisaged under the expanded road scenario, some further improvements of sighting angles, junction warning signage, and road markings will be provided. The dazzling effects of head-on sunshine and surface mirage effects also require attention. Fluorescent junction countdown markers should be considered for the major junctions. Overall the condition of the junctions will be improved and driving conditions will improve. 103. Accidents. The increased traffic after the improvement of the road has the potential to increase the number of accidents. However, road widening and the distinction of south-eastbound and north-westbound carriageways will reduce head-on accidents. Monitoring of road accidents and identification of local accident black spots should be undertaken during operation. The number of rivers and streams and common water resources where people may gather as well as markets, schools, and health posts is significant. Where increases in accidents are identified, road safety campaigns should be intensified and further modification to road markings and warning signage considered during road maintenance. 104. Oily Runoff and Dangerous Goods. The EMP prescribes control measures for oily residues, lubricants, and refueling. In ADB Stage 1, maintenance yards were created but they have no dedicated drainage to capture runoff. Dedicated temporary drainage should be included in all maintenance yards for future works, and oily residues and spilled fuel should be captured at source. Refueling and maintenance should take place in dedicated areas away from surface water resources. 105. No significant impacts should be allowed to arise in the remaining works for the Southern Expressway. Overall, road widening should reduce the risk of collision. A few garment factories are located near the road, but no heavy industrial installations receive major consignments of hazardous chemicals. Therefore the risk of release from hazardous chemicals due to vehicle collision seems remote at this stage.
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106. Rehabilitation. Where rock-based materials, gravel, and sand are extracted, vegetation of these areas must be rehabilitated and enhanced with indigenous species. Local people involved in the public consultation identified this as a concern. Replacement of lost vegetation should take place as soon as possible at the ratios agreed with the local authorities. Following the completion of the expressway, landscaping will take place and overall the appearance will be improved. The general enhancements to the Southern Expressway will have provided follow-on benefits for the inhabitants' dependant on the local road network and for the users of the Southern Highway traveling between the provinces.
VI. ECONOMIC ASSESSMENT
107. Economic Feasibility. The feasibility of the Southern Expressway Final Trace was established in the Final Design Report. A further economic feasibility study was conducted for the supplementary financing of the ADB section of the Southern Expressway to be widened to four lanes. The study is done by following the approach, using information, and analysis methods of the feasibility study consultants updated in August 2006; and for the purposes of the study, the widened ADB section is projected to open to traffic shortly after the JBIC section (2010). 108. Environmental Economic Impacts. The Stage 1 construction work has created severe environmental impacts in many places, mainly relating to land clearing and embankment preparation. The expanded four-lane construction will be less than that in Stage 1 as the widening of the expressway embankment will only be by about 4–7 m. The impacts in both the ADB and JBIC sections will be mitigated by implementation of the updated EMP. However, if the mitigation measures are not carried out, the environmental disruption is likely to translate into significant economic impacts for the local community in a number of ways that are difficult to quantify in economic terms. 109. Impacts from additional construction dust and haul road dust will affect the health of the nearest household members; the cost of medicine for respiratory illness could amount to more than SRs1,000 per month per household. Additional impacts from vibration and noise may affect sleeping or study patterns at home, which may be reflected in poorer student or worker performance or absence from work; thus reducing the capacity for effective work and reducing household income. Impacts on the productivity of land would be less in the Southern Highway area because much of the area has already been suffering from the depressed agricultural economy due to increased soil salinity and market forces. Nevertheless, uncontrolled disposal of unsuitable spoil or other waste on productive farmland could create additional impacts. Impacts to water quality and quantity in the local community have been a significant concern during ADB Stage 1, but despite the extent of the works in the JBIC section and ADB Stage 2, any additional impact should be manageable. 110. During operation, impacts from vehicle emissions will be increased. The additional traffic on the completed Southern Expressway will to some extent be determined by other developments in the adjacent road network. However based on the expected traffic and the air quality modeling and chemical analysis carried out in the St2EIA, vehicle emissions are unlikely to accumulate to concentrations that could create any significant direct impacts on public health or crops near the expressway. This is partly due to the rapid dispersal of emissions in the open terrain and the moderate distances to most of the sensitive receivers.
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111. The acceptability of these additional impacts has been demonstrated to some extent as described in the most recent public consultation for the ADB section. Almost all respondents indicate that the works would be acceptable in the short-term, as long as the mitigation measures to control dust and noise are implemented, and that work does not continue at night. They also requested that additional work preferably be carried out as a continuous process to avoid unnecessary prolongation of the impacts. The public consultation indicated that many local residents of the ADB section are deriving income from the Stage 1 works, mainly through supplies to the workforce and provision of accommodation. The disruption has generally been accepted and a trade-off between economic benefit and environmental impact was also accepted. Such benefits are likely to accrue in the JBIC section. 112. The estimated environmental management cost will be approximately $2 million in the ADB section, mainly for construction of so-called lead-off drainage between the drainage structure in the ROW and the nearest appropriate receiving water body, stream, river, or irrigation channel. The additional inputs for ADB Stage 2 ($0.4 million) include the cost of detailed review of the environmental mitigation measures during project implementation. Inclusion and auditing of these measures in contracting is estimated at $400,000. The additional costs of environmental monitoring are relatively less and estimated (Appendix 2) at about $27,000 per year for the ADB section. These costs are included as part of the construction and supervision costs of the civil works.
VII. ENVIRONMENTAL MANAGEMENT PLAN
113. The SupEA and St2EIA conclude that the construction impacts will be broadly similar for the remainder of the construction to four-lane standard. The lessons from the construction of the two-lane ADB section can be put to good effect if the proposed mitigation measures are implemented thoroughly. The EMP prepared as part of the SupEA and the St2EA was formulated by taking into account the approved EMP 2005. The attached matrix summary of the EMP (Appendix 1) was updated, after taking into account the SupEA and St2EIA recommendations. The EMP is a working document and will be reviewed throughout construction, as the results of environmental monitoring are fed back and reported, to provide additional controls for any unpredicted impacts. The summary EMP was used to design the monitoring and evaluation schedules to be implemented during construction and operation of the four-lane expressway. The estimated environmental costs required for expansion from two to four lanes in the ADB section, including monitoring measures cost, are in Appendix 2. 114. The lesson learned from the current contractor’s response to implementing the EMP is that the updated EMP must be attached to the contract document. The contractor will not be given any opportunity to introduce an exception in implementing the required mitigation measures. The contractor during construction of the two-lane ADB section emphasized providing financial compensation for nuisances. This may be acceptable for some social impacts, e.g., where evacuation is necessary during blasting or where houses have been accidentally damaged. However the contractor should implement the recommended mitigation measures instead of paying compensation to those affected without doing anything to mitigate the impacts associated with construction. The practice to pay should be discontinued; the contractor should put more effort into implementing mitigation measures. If damage is incurred, the contractor needs to pay compensation but this does not waive the contractor’s obligation to mitigate the impacts. 115. Prior to commencing work to complete four-lane construction of the ADB section, RDA will need to comply with several environmental requirements. No further clearance is required
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from the Ministry of Environment and Natural Resources (CEA) for environmental assessment, but other permits and licenses from CEA or other authorized Government agencies will be required such as for rock blasting, spoil disposal, and any additional rock crushing and asphalt plant; tree removal and replanting permits; and any permissions required for water bodies. RDA will need to confirm that contractors and their suppliers (especially for the new contractor for the ADB section south package) have complied with all statutory requirements. RDA should check that contractors have all appropriate and valid licenses and permits for all powered mechanical equipment; and that permissions for blasting and the use of local water supplies, and construction and operation of plants such as hot mix plants and concrete batching and rock crushing facilities are in line with all environmental regulations and license conditions from CEA. 116. The recommendations and mitigation measures in the updated EMP must also be included for all future construction works to reduce residual impact to acceptable levels and achieve expected outcomes. Different approaches can be used based on the experience and information available from the construction of the two-lane Stage 1. 117. Effective implementation of the EMP should be audited as part of the loan conditions and the Ministry of Highways and Road Development must be prepared for this. The Project Management Unit (PMU) will monitor implementation of the updated EMP and prepare biannual reports on EMP implementation for ADB and other relevant government agencies, such as CEA. The regular Environmental Monitoring Committee meetings should be continued to address unexpected environmental impacts, as well as required remedial impacts, if any. RDA is responsible for overall EMP implementation; therefore, RDA’s Environment and Social Division (ESD) must carry out independent environmental monitoring/audit in close consultation with the Environmental Monitoring Committee. Before commencing civil work to expand the expressway to four lanes, RDA needs to carry out a full environmental monitoring of the current construction work. The updated EMP should be reviewed periodically by the PMU in close consultation with ESD. The CSC should consult the PMU and ESD prior to granting any decision to change mitigation measures as a result of contractors’ submissions 118. The SupEA and St2EIA, including the revised EMP should be used as the basis for an environmental compliance program and should be included in the revised contract documentation for both the north and south components of the ADB section. The updated EMP, the conditions of the environmental clearance from CEA, and any subsequent licenses and approvals from CEA should also be drawn to the attention of all contractors and included in the environmental requirements for contractors in the compliance program. Therefore, continued monitoring of the implementation of mitigation measures, implementation of the environmental conditions from environmental clearance, and monitoring of the environmental impact related to the construction of all future works to complete the four-lane expansion should be properly carried out and reported periodically in the CSC’s progress reports. Compliance with all of the EMP requirements will also be reported in other periodic project performance reports. 119. The PMU needs to strengthen its capacity by having a dedicated environmental specialist who can work directly with the CSC and the contractor. ESD will assist RDA to take overall responsibility to implement the EMP and monitor EMP implementation. RDA should consolidate ESD as soon as possible and nominate additional suitable staff to work from within the department to monitor and audit progress on environmental management for the Project on a monthly basis. 120. Up to December 2006, the CSC for the ADB section engaged one environmental specialist, but this is not sufficient to monitor and ensure thorough EMP implementation
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throughout the ADB section. In this context, the CSCs will need to strengthen its environmental management capacity by hiring additional environmental consultants and developing a systematic plan. These staff should be appointed prior to the commencement of the additional construction activities to ensure the inclusion of environmental requirements can be translated into contractual works. 121. The PMU should have one dedicated technical environmental manager with international experience on similar projects to address all environmental aspects during the detailed design and contracting stages. In addition, environmental monitoring specialist(s) will be in the field to monitor the implementation of environmental mitigation measures. ESD environmental specialist(s), other field staff of RDA, and the CSC environmental specialists should work as members of the environmental management team, spending a significant proportion of time observing and making recommendations to improve or modify environmental mitigation measures executed by the contractors, as the EMP evolves and the Project proceeds, to respond to unexpected circumstances. 122. Considering the number of parties involved in implementing the updated EMP, training and harmonization workshops should be conducted prior to Stage 2 taking place to (i) share the monitoring report on implementation of the updated EMP; (ii) share implementation lessons; and (iii) decide on procedures to deal with remedial actions, if unexpected environmental impacts occur. The contractor should also conduct awareness training for all staff and subcontractors and this should be monitored by the ESD. 123. The data from monitoring water, air, and noise should be used to create a baseline; and a further 2 week baseline monitoring activity for air quality, noise, and water quality should be carried out prior to beginning further construction activities to establish the baseline for parameters to be checked during future construction, in line with the monitoring schedule provided in Appendix 2. The results should be integrated with the contract documentation as a measure of future contractor performance to establish performance action thresholds, pollution limits, and contingency plans. 124. Monitoring activities during implementation will focus on compliance with license conditions, recording implementation of mitigation measures, recording environmental parameters, reviewing contractor environmental performance, and proposing remedial actions to address unexpected impacts during construction. These tasks will be assigned to the contractors. To facilitate EMP implementation, during preparation for construction the contractors must be prepared to cooperate with the environmental team leader, ESD, PMU, and the local population in the mitigation of impacts. However, experience suggests that contractors may have little impetus or interest in dealing with environmental problems in the absence of performance-linked criteria. Therefore, the required environmental mitigation must be clearly described in a memorandum of understanding and other contract documents at the bidding stage; the completion of mitigation should be linked to payment milestones. 125. The impacts of construction and operation will be manageable and no insurmountable impacts are predicted, provided that the updated EMP is included in the revised contract documents and implemented to its full extent. 126. In the matrix summary of the updated EMP (Appendix 1), the impacts are classified as per the stage: design/preparation, construction, and operation and maintenance. The matrix details the mitigation measures recommended, impacts, approximate location of the mitigation sites, timing of implementation of mitigation measures, and responsibility of the institution. The
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institutional responsibility is specified for the purpose of implementation and supervision. The matrix is supplemented with a monitoring plan for the performance indicators. An estimation of the associated costs for the monitoring in the ADB section is given in Appendix 2. The EMP was prepared following the ADB Environmental Assessment Guidelines, 2003.
VIII. PUBLIC CONSULTATION AND INFORMATION DISCLOSURE
127. Public consultations took place with various stakeholders to involve them from the earliest stages once feasibility designs were known. The stakeholders involved are mainly the population along the subject expressway and some authorities at various locations along the expressway. Extensive public consultation took place prior to and during construction of the two-lane expressway in the ADB section as well as the JBIC section. The stakeholders’ views were taken into account. 128. Under the SupEA, work stream consultation was carried out with local authorities and other parties near the Final Trace and people relocated. Under the environmental impact assessment study for expansion to a four-lane carriageway, consultations were carried out with the parties most likely to be subject to the direct impacts, i.e., families and businesses remaining along the edge of the ROW (not relocated under the resettlement implementation plan). Under the social impacts assessment study, another wider subject group was targeted for consultation. This group also included the stakeholders and the population likely to be impacted by the expressway, the district administration/statutory authorities at various locations, school teachers, and other interested parties. 129. The consultations for the environmental assessment studies for expansion of the construction from two lanes to four lanes were carried out in two stages to satisfy ADB requirements. The first consultation was carried out during the initial stages of the environmental assessment study as part of field reconnaissance. The consultation focused on discussing the proposed project expansion and was carried out during 21–25 May 2006. Further public consultation was carried out to discuss the potential impacts and proposed EMP. The document was translated into Singhala and made available for comments. The second stage consultation was carried out from 13 to 16 July 2006. The locations of consultation and people consulted are presented in full in the St2EIA. The full list of those participating in the field consultations is given in the respective environmental assessments (SupEA and St2EIA). 130. The consultations identified some potential environmental and social impacts and perceptions of the affected communities about the Final Trace and perceptions on the existing construction work, especially in the ADB section, in terms of project benefits and impacts. The Final Trace consultations raised concerns predominantly about flooding and resettlement compensation and the expansion to four lanes. Consultation respondents were more concerned with the conduct of the current construction works. All respondents complained about the dust, noise, and vibration; and that the contractors were not being made to control those impacts. Many respondents indicated they suffered adverse health effects, with respiratory problems reported to be in all age groups but particularly small children. Significant financial impacts were commented on due to the need for expenditure on palliative prescription medicines (e.g., >SLRs1,000/month). Several parents complained that their children’s studying was interrupted by construction during the evenings up to 8 p.m. and in some places after 9 p.m. Respondents also made specific requests for the contractor not to be allowed to work at night. 131. Despite the regular disturbance to their daily lives, in all cases the respondents in the ADB section generally agreed that the construction of the four-lane carriageway should proceed
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to avoid further upheaval and repeated disturbance. However, the contractors should be made to control impacts immediately and properly to acceptable levels so as to permit a reasonable quality of life throughout the construction period. 132. Stakeholders appear to generally support the Project; those consulted could be persuaded to provide more cooperation and assistance if nuisances are mitigated more successfully. Local residents near the Project indicate concern for the potential social and environmental impacts and that the current impacts due to construction works are not acceptable. The environmental impacts can be mitigated better and many communities expect the Project to provide acceptable improvements in local access. The general impression is that the new expressway will improve overall access to the area with some positive follow-on effects for local residents living near the expressway. 133. On the basis of the consultations, expansion of the carriageway to four lanes appears to produce no insurmountable environmental and social impacts. However if improvements in mitigation are not implemented, general support for the Project from the people consulted may evaporate. Indeed the current indications are that the public may become very uncooperative and disruptive of the works. The chance for public assistance and participation in the Project may therefore be lost. The general impression is that the continued construction of the expressway would be acceptable if the overall approach to environmental management is improved. All respondents in the ADB section indicated that the contractors must control impacts so that local residents’ quality of living does not continue to be degraded.
IX. CONCLUSIONS
134. These assessments were carried out when the ADB section Stage 1 Project was approximately 50%–60% complete and just after commencement of the JBIC section when all land had been acquired. The redesign for the four-lane stage was under way. Primary and secondary data were used to assess the environmental impacts in a comprehensive manner and recommend suitable mitigation measures. 135. The environmental impacts from both the JBIC and ADB sections mostly take place during construction, but some noise impacts will be experienced during expressway operation and must be addressed in the redesign. The construction impacts from the Final Trace and for the ADB Stage 2 are likely to be broadly similar to those observed in ADB Stage 1. Lessons from ADB Stage 1 can be applied to the Final Trace for JBIC and ADB Stage 2. 136. The key actions required in the detailed design phase are that CEA accept the updated EMP and the contractors should be instructed to implement the EMP. The EMP has been included in the contracts for the JBIC section and will be included in the renegotiated contracts for the ADB sections. Certain mitigation management plans (e.g., waste management, erosion control) and drainage designs will be deliverable by the contractor before further construction commences. 137. The alignment is the Final Trace and sufficient land required has been required to cover the six-lane construction whenever that takes place in the future. No additional land is required. However, if for some unforeseen reason further resettlement and compensation are needed (perhaps for borrow pits), this can be conducted in line with the approved resettlement plan and its addendum. A social impact assessment and due diligence on resettlement has been completed in tandem with the environmental assessment study.
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138. Baseline monitoring activities for air quality, noise, and water quality should be carried out prior to beginning further construction; this would establish the parameters to be checked during the remaining construction. The results should be integrated with the contract documentation to establish performance action thresholds, pollution limits, and contingency plans for the contractor’s performance. Impact and compliance monitoring activities will focus on complying with license conditions, recording implementation of mitigation measures, recording environmental parameters, reviewing contractor environmental performance, and proposing remedial actions to address unexpected impacts and complaints. 139. The implementation of the environmental mitigation measures during construction will be assigned to the contractors. However, experience suggests that contractors may have little impetus or interest to deal with environmental problems in the absence of performance-linked criteria. Therefore, the required environmental mitigation must be clearly described in the contract documents. 140. The SupEA concludes that the choice of the Final Trace has moved the alignment away from ecologically sensitive areas to cross low-lying wetland with reduced environmental impacts. Actions have been taken to mitigate impacts due to the resettlement of local residents and those measures can be applied to any further unexpected resettlement, where necessary. The St2EIA concludes that the prolonged negative environmental impacts can also be mitigated to acceptable levels. The economic facility study report concludes that the Southern Expressway justifies further investment to bring it to a full four-lane expressway. The completion of the Southern Highway is a feasible and sustainable option from environmental, legal, and socioeconomic points of view, but thorough implementation of the EMP is required throughout the remaining construction in order to retain public support for the Project. Environmental impacts associated with further construction need to be effectively mitigated, and the existing institutional arrangements are available. RDA will require additional human and financial resources to complete any additional designs and incorporate the recommendations effectively and efficiently in the contract documents, linked to payment milestones. 141. The environmental assessments, including the EMP, should be used as a basis for an environmental compliance program and be included in the contract documentation. The updated EMP will be reviewed and endorsed by CEA. In addition, the conditions of any environmental clearance from CEA should also be used as a basis for the environmental compliance program. Therefore, continued monitoring of the implementation of mitigation measures, implementation of the environmental conditions for work and environmental clearance, and monitoring of the environmental impact related to the construction and operation of the Project should be properly carried out and reported monthly in the CSC progress report to RDA and also summarized at least twice per year as part of the project performance report.
Ensure that adverse impacts due to additional property acquisition and resettlement are mitigated according to the Involuntary Resettlement Plan, 2002.
Social preparation is basically completed. Impacts are not likely unless unforeseen circumstances occur. If unforeseen additional land will be required for Stage 2, the following mitigation measures should be adopted: • Complete acquisition of land to
minimize the uncertainty of people.
• Complete implementation of RP to provide compensation and assistance to those affected.
• Provide alternative land together with sufficient compensation to enable families to build and move to new houses.
Pay all payments/entitlements according to the entitlement matrix prepared according to the RP. Incorporate all impacts identified by the EIA into the RP and include relevant entitlements in the entitlement matrix.
Before removing houses and other structures Give people affected sufficient time with compensation money and assistance to resettle satisfactorily
Targeted families according to the divisional secretariats and grama sevakas The grama sevaka and project staff will prepare an inventory of losses
Resettlement plans
RDA MC and external monitors
2. Impacts on Trace Design
Ensure that recommendations provided in conditional approval by CEA are followed by the design consultants in Stage 2.
The proposed final trace is designed to avoid Koggala, Madu Ganga, and Bolgoda wetlands. Overpasses and underpasses have been designed, and existing irrigation and flood protection schemes identified. The impacts related to the aesthetic value of the local environment were considered and
Before the commencement of construction activities/during designing stage for Stage 2
Along the Final Trace, the location of overpasses is included in plans
A list of agriculture and flood protection schemes was prepared.
Minimize hydrological and drainage impacts during construction.
Major wetlands such as Koggala, Bolgoda were avoided in the Final Trace design. Complete the design of adequate major and minor drainage facilities in Stage 1 and extend it for Stage 2. Hydrologic flow in areas in paddy lands and wetlands was facilitated through provision of permeable base layer in the road base with appropriate drainage structures including bridges and culverts. Bridges and drainage structures over various water bodies in river basins of the Gin Ganga, Nilwala Ganga, Kalu Ganga, Bentota Ganga, Welpenna Ganga, and Koggala Lake have been designed to maintain preproject flows. Provide for redistribution of sheet flows in the design for identified significant impact areas.
Before beginning construction activities/during designing stage for Stage 2
Along the Final Trace, areas along wetlands, paddy lands, water bodies
Tables 6.1, 6.3, 6.4, 6.5 of Drainage Report of Project(May 2003)
RDA with the design consultant
RDA
4. Erosion Control and Temporary Drainage
Improve mitigation in Stage 2 and comply with CEA conditions. Include preliminary
Identify locations for erosion control and temporary drainage along all embankments to be expanded and at all culverts and cross tunnels/metal structures. In contracts/variation order for four-lane construction, specify locations for erosion control and temporary drainage based on Stage 1
During design Include in the Stage 2 contract/variation
Locations based on complaints and problems as advised by SC and take into account the current complaints.
designs for erosion control and temporary drainage in Stage 2 contract.
5. Noise Barriers Ensure noise impacts are acceptable during operation.
Conduct detailed acoustic assessment for all residential areas, schools, and temples (and other sensitive structures) within 50 m of road. Base on best estimate of traffic for four-lane road in 2025. If noise at sensitive receiver exceeds CEA criterion [e.g., Leq67db(A)], design and include in Stage 2 construction acoustic measures to control noise at source, e.g., earth berm/ solid barrier to attenuate noise to below CEA criterion.
During design Stage 2 Include in the new four-lane contract/variation
Noise sensitive locations
Identified in the EMP (2005) approved by CEA
RDA with the MC and SC and design consultant
MC and CSC
6. Exploitation, Handling, Transportation, and Storage of Construction Materials
Minimize contamination of surroundings due to implementation of works; and asphalt, concrete, and aggregate crushing plants.
Take measures to minimize and or avoid adverse environmental impacts arising out of construction material exploitation, handling ,transportation, and storage in consideration of the following EIA/CEA conditions/recommendations: • Conditions that apply for
selecting sites for material exploitation
• Conditions that apply to timing and use of roads for material transport
• Conditions that apply for
Prepare list of borrow areas 1 month prior to Stage 2 construction Prepare a list of routes of transport of construction material for the contract ensure agreement 1 month prior to Stage 2 construction
Borrow areas, access roads, transport routes, storage sites, construction areas .
maintenance of vehicles used in material transport or construction
• Conditions that apply for selection of sites for material storage
• Conditions that apply for rock blasting and aggregate production
• Conditions that apply for handling hazardous or dangerous materials such as oil, explosives, and toxic chemicals
• Compile materials management plan monthly and include in progress report
7. Spoil Disposal Ensure adequate disposal options for unsuitable soils.
Identify sufficient locations for disposal of 1,000,000 m3 spoil (or best estimate). In contracts/variation order for four-lane construction, specify locations for disposal. Designate disposal sites in the contract and cost unit disposal rates according to distance.
During design Include in the new four-lane contract/variation
B. Construction Stage 1. Hydrology and Drainage Aspects
Avoid deterioration of water quality, sedimentation, temporary flooding, creation of stagnant water bodies, and effects on groundwater level and quality.
1. Prepare and implement a thorough plan (hydrology and drainage) including its review and updating. Plan should be approved by CSC 1 month before construction, and reviewed and or updated for implementation during construction. Use extensive erosion and sedimentation control measures at all construction sites (e.g., geotextiles, silt fencing, benching of cuts, sediment basins, sediment traps, filter fabric fences, straw bale barriers). Provide proper drainage systems at all construction, material exploitation, and storage sites prior to their use. Consider weather conditions when particular construction activities such as cut operations are undertaken. Cover stockpiles before heavy rains and do not locate them within 20 m of water courses. Install an intervening vegetated buffer to control any unexpected runoff. Limit the depth of excavation for the use of recharge areas for material exploitation or spoil disposal. Use landscaping as an integrated component of construction activity as an erosion control measure. Minimize the removal of vegetative cover as much as possible and provide for its restoration where construction sites have been cleared of such areas.
Before and during construction
Along Final Trace, flood-sensitive areas, runoff areas, along causeways and structures such as bridges and culverts Flood sensitive areas along ADB section are at 7+440, 10+700, 11+600 to 12+100, 13+200 to 13+900, 14+620, 17+950, 18+300 to 18+700, 18+800 to 19+200, 29+600, 42+500, 45+340, 45+941, 46+650, 47+00, 50+980, 52+953, 54+100,
Possible flood areas are identified in the Project’s Drainage Report. Location of flood-sensitive areas, special locations to minimize disturbances to rainwater runoff and floodwater, causeways, and other structures are listed in the Contractors Manual. Construction sites of road bridges and river bridges that will be affected by drainage and/or flooding are shown in the map of plans.
Undertake other appropriate mitigatory measures recommended in Drainage Report of Project (sections 11, p. 169), Contractor’s Emergency Flood Mitigation Plan, and CEA conditional approval letter.
59+000 to end) The engineer will list the location of each construction activity. The contractor will list the location of culverts. The contractor will provide the location of weather stations.
2. Soil Erosion and/ or Surface Runoff
Prevent adverse water quality impacts due to negligence. Ensure unavoidable impacts are managed effectively. Minimize soil and rock erosion due to construction activities.
Prepare a temporary erosion control plan 1 month before beginning works, and review monthly. Plan cut and fill, land reclamation, etc. with consideration of climatic conditions. The area can be subject to heavy rain. Properly install temporary drainage and erosion control before works within 50 m of water bodies. Provide meaningful water quality monitoring up- and downstream at all bridges during construction. Ensure rapid reporting and feedback to the SC. Compact backfill in accordance with
Before and during construction .
Cut and fill, land reclamation, borrow areas, etc. Locations of all culverts, metal structure cross tunnels and bridges for the pilot road and highway All locations
design standards and grade to original contours where possible. Treat cut areas against flow acceleration, and carefully design filled areas to avoid improper drainage. Do not form stockpiles within such distances behind excavated or natural slopes that would reduce the stability of the slopes. In the short-term, provide either temporary or permanent drainage works to protect all areas susceptible to erosion. Take measures to prevent ponding of surface water and scouring of slopes. Backfill newly eroded channels and restore to natural contours. Arrange to adopt suitable measures to minimize soil erosion during construction. Consult agricultural societies and authorities in the area before deciding on mitigation measures. Carry out surface protection measures such as turfing as early as possible. Apply the protection in completed portions of surfaces, if such is possible without waiting for the entire section to be completed. Minimize clearing of green surface cover during site clearing. Replace removed trees with appropriate trees to ensure interception of rainwater
based on complaints and problems and as advised by CSC to date
and the deceleration of surface runoff. Locate large-scale nurseries with access to good water supply for the care and storage of appropriate vegetation to be reused on site.
3. Water Quality
Prevent adverse water quality impacts due to negligence and ensure unavoidable impacts are managed effectively. Minimize adverse impacts on water quality caused by construction activities.
Prepare a temporary drainage management plan 1 month before commencement of works Properly install temporary drainage and erosion control before works within 50 m of water bodies. Provide meaningful water quality monitoring up- and downstream at all bridges during construction within 100 m of rivers. Ensure rapid reporting and feedback to CSC of proper construction of temporary drainage and erosion control measures, maintenance, and management including training of operators and other workers to avoid pollution of water bodies by the considerate operation of construction machinery and equipment. Cover construction material and spoil stockpiles with a suitable material to reduce material loss and sedimentation. Avoid stockpiling close to water bodies. Do not store stripped material where natural drainage will be disrupted. Store lubricants, fuels, and other hydrocarbons in self-contained
Before and during construction Timing will depend on the construction timetable
Relevant locations indicated in the Drainage Report of the Project, e.g., ground and surface water locations indicated in the Contractor’s Manual
Drainage Report of Project and Contractor’s Manual
.Contractor—SC and MC to enforce Contractor to check water and report to RDA and CEA. Engineer supervises monitoring activities.
dedicated enclosures >50 m away from water bodies. Ensure proper disposal of solid waste from construction activities and labor camps. Ensure borrow sites are not close to sources of drinking water.
4. Salinization
Minimize salinization caused by using sea sand. Avoid/minimize adverse impacts of salinity increase on ecosystem. Minimize deep excavations that extend below the mean sea level and alter the water table to create a situation of salinization.
Conduct an additional environmental impact assessment for offshore sand mining and get approval from CEA. If sand is mined from offshore deposits, stockpile this sand on the shore and ensure proper arrangements to desalinate before being transported to the project site. Since this would be a costly operation, explore the possibility of substituting sand with crushed aggregates of suitable size. Provide drainage for seepage water removing from interception of groundwater table in deep cuts, and stabilization of the side slopes. (Drainage Report). Adopt proper design of hydraulic and irrigation structures to curtail formation of stagnant water bodies, which may cause elevated levels of salinity.
During construction
The contractor has a list of possible actual locations. As stated in the EIA, higher salinities were observed in the Galle deviation particularly during dry season.
Contractor RDA/ MC
5. Air Quality Minimize and avoid complaints due to air-borne particulate matter released to the atmosphere.
Control all dusty materials at source. Plan to minimize the dust within the vicinity of tea lands. Regularly spray open areas with water.
During construction Section B11 of CEA conditional approval to be followed
List of locations in the baseline data prepared by the Industrial Technology
Relevant regulations are in the Motor Traffic Act, Highway Act)
The Contractor should maintain the accepted standards (with the assistance of
Stockpile slightly wetted soil and sand before loading, particularly in windy conditions. Fit all heavy equipment and machinery in full compliance with national and local regulations. Use fuel-efficient and well-maintained haulage trucks to minimize exhaust emissions. Cover vehicles transporting soil, sand, and other construction materials. Limit speeds of such vehicles. Avoid transport through densely populated areas. Concrete plants, asphalt, and metal crusher activities to be controlled (e.g., asphalt hot-mix plants should not be close downwind of sensitive receptors such as schools and hospitals).
Institute (March, 2003) and other sensitive areas currently identified by the engineer/RDA/MC along the ROW. Most sensitive locations are in the Contractor’s Manual. (2+500,4+900, 9+500, 17+500, 26+200, 42+300,47+150,48+400,50+200,57+100) Concrete plant 14+000,50+000 Crushing plant. 4+600,20+400 The schedule for spraying of
NBRO), and the engineer should supervise relevant activities.
Minimize noise increases and ground vibrations during construction.
Strictly implement mitigation measures. The following requisite measures will be installed, maintained, and monitored per contract • Fit all heavy equipment and
machinery in full compliance with national and local regulations.
• As a rule, operate heavy equipment in daylight hours.
• Avoid hammer-type pile driving operations during nighttime.
• Enclose construction equipment that generates excessive noise.
• Use well-maintained haulage trucks with speed controls.
• Do not place borrow sites close to residential areas.
• Control blasting activities (e.g., daytime hours only, and with advance notification to nearby residents).
• Conduct blasting at regular intervals and inform local residents. Provide reasonable compensation to houses damaged by blasting effects.
• The contractor will take adequate measures to minimize noise nuisance in the vicinity of construction sites by adopting available acoustic methods.
During construction
Locations to be updated monthly Rock Blasting Locations. ADB Section 1+700, 1+900, 3+400 4+000,8+000,9+200 9+900 11+670to 12+220 12+500 to 13+300 13+300 to 13+800 16+500,17+500 17+500,18+200 19+200,19+800 JBIC section. 26+000,28+000 30+000,31+000 34+000,48+000 51+000,
Relevant regulations are in the Motor Traffic Act, Highway Act, National Environmental Act, and environmental protection licenses Maximum allowable noise levels are 70 db(A)LEQ in the EIA, Table 6.6, p. 6–15. Guidelines for noise reduction from ISO/TR11688-1:1995(E) enumerate methods by which air-borne, liquid-borne, and structure-borne noise sources may be curtailed with suitable design criteria. Summary of design is in the Annex of the EIA
The contractor should maintain the accepted standards (with the assistance of NBRO) Engineer should supervise relevant activities.
53+000 55+000, 57+000 62+000, 63+000 64+000,66+000 68+000 Potential noise impact locations in ADB and JBIC sections from the Operational Monitoring Plan (Jan 2001), also listed in Appendix 3 of the 2005 EMP and St2EIA.
7. Impact on Wetlands
Ensure that damage to wetlands and their ecosystems is minimized during construction.
Avoid disposal of wash water, solid waste, and discarded packing, etc. in wetlands. Pile loose material in protected areas to arrest washing out of soil. In addition, do not dump or stockpile these materials near wetlands. Do not dump leftovers from concrete plants close to wetlands. Avoid temporary structures or
During construction
The adjoined areas close to wetlands like Koggala Madu Ganga, Bolgoda Lake (the Final Trace avoids the major wetlands)
stockpiling on wetlands. Totally stop application of pesticides during rainy periods. Minimize use of fertilizers. Review other studies on impacts on wetlands.
8. Exploitation, Handling, Transportation, and Storage of Construction Materials
Minimize contamination of surroundings (due to implementation of works, asphalt, concrete, and metal crushing plants )
To minimize and or avoid adverse environmental impacts arising out of construction material exploitation, handling ,transportation, and storage, consider mitigation measures with the EIA/CEA conditions/recommendations: • Conditions that apply for selecting
sites for material exploitation • Conditions that apply to timing and
use of roads for material transport • Conditions that apply for
maintenance of vehicles used in material transport or construction
• Conditions that apply for selection of sites for material storage
• Conditions that apply for rock blasting and aggregate production
• Conditions that apply for handling hazardous or dangerous materials such as oil, explosives, and toxic chemicals
Update materials management plan monthly and include in progress report. Prepare a list of borrow areas 1 month prior to Stage 2 construction. Prepare a list of transport routes for construction materials for the contract and ensure agreement 1 month prior to
Before and during construction
Borrow areas, all construction and storage sites, asphalt, concrete, and metal crushing plants
The contractor prepared a map of storage locations. The report of vehicle conditions is available. An environmental accident checklist and a list of banned substances are included in the Contractor’s Manual.
Stage 2 construction. If substantial additional materials will be required and sourced from wooded sites, include replacement of trees and woodland at a ratio of 3:1 and report in the progress report.
9. Construction Waste Disposal
Minimize impacts from the disposal of construction waste.
Prepare and implement a waste management plan to be submitted to the SC and approved by the MC 1 month prior to starting Stage 2 works; to be updated once a month. Estimate the amount and types of construction waste to be generated by the Project. Investigate whether the waste can be reused in the Project or by other interested parties. Identify potential safe disposal sites close to the Project or those designated in the contract. Investigate the environmental conditions of the disposal sites and recommend the most suitable and safest. Establish proper drainage paths and or drainage facilities. Pile loose material in protected areas to arrest washing out of soil. Do not leave debris where it may be carried by water to downstream flood plains, dams, lagoons, etc. Recover, reuse, and/or remove used oil and lubricants from the site in full compliance with national and local
Before and during construction
A list of waste dumping areas is available. A list of temporary dumping areas is to be prepared at the contract stage for agreement.
Contractor Engineer should supervise and take action to complete contractor’s relevant activities according to environmental standards.
regulations. Oil wasted must not be burned. A licensed disposal location to be agreed with CEA Properly maintain machinery to minimize oil spill during construction. Dispose of solid waste at an approved solid waste facility; open burning is illegal and contrary to good environmental practice.
10. Spoil (unusable soil) and Waste Disposal
Minimize environmental impacts arising from the generation of spoil waste.
Estimate the amount and types of spoil and construction waste to be generated by the Project. Investigate whether the waste can be reused by the Project or by other interested parties (earth berms, noise barriers, amenity planting at intersections). Identify potential safe disposal sites close to the Project Use designated spoil disposal areas where instructed (paid by unit/distance-rate) Investigate the environmental conditions of the disposal sites, and recommend most suitable and safest sites. Establish proper drainage paths and or drainage facilities. Pile loose material in protected areas to arrest washing out of soil. Do not leave debris where it may be carried by water to downstream flood plains, dams,
During construction and after completion of construction works
A list of waste reconfirm dumping areas is available. A list of temporary dumping areas to be prepared at the contract stage for agreement
Contractor The engineer should supervise and take action to complete the contractor’s relevant activities according to environmental standards.
lagoons, etc. Recover, reuse, and/or remove used oil and lubricants from the site in full compliance with national and local regulations. Oil wasted must not be burned. Properly maintain machinery to minimize oil spill during construction. Adopt all approval conditions from CEA, including drainage plans before disposal commences
11. Work Camp Operation and Location
Ensure that the operation of work camps does not adversely affect the surrounding environment and residents in the area.
Identify location of work camps in consultation with grama niladharies. The location will be subject to RDA approval. If possible, camps will not be located near settlements or near drinking water supply intakes. Avoid cutting trees and minimize removal of vegetation. Provide water and sanitary facilities for employees. Manage solid waste and sewage according to national and local regulations. As a rule, solid waste must not be dumped, buried, or burned at or near the project site, but will be disposed of to the nearest sanitary landfill or site having and complying with the necessary permits. Update waste management monthly. Organize and maintain a waste separation, collection, and transport
system. Document that all liquid and solid hazardous and nonhazardous waste are separated, collected, and disposed of according to the given requirements and regulations. At the conclusion of the Project, remove all debris and waste. Remove all temporary structures, including office buildings, shelters, and toilets. Plant exposed areas with suitable vegetation. RDA and the supervising engineer will inspect and report that the camp has been vacated and restored to preproject conditions.
12. Loss of Vegetation Cover of the Areas for Temporary Work Space
Avoid several negative impacts due to removal of green surface.
Minimize clearing of green surface cover for construction, borrow, development, cutting trees, and other important vegetation during construction. Landscape road verges. Plant trees, shrubs, and/or ornamental plants to contribute to the aesthetic value of the area and compensate for the lost capability of the area to absorb carbon dioxide. At project conclusion, remove all debris and waste. Remove all temporary structures, including office buildings, shelters, and toilets.
During construction of relevant activities
A list of locations with a map is available.
Contractor and engineer
RDA/ MC
13. Safety Precautions for Workers
Ensure safety of workers.
Provide adequate warning signs. Provide workers with skull guards or
hard hats. Instruct workers on health and safety matters, and require workers to use the provided safety equipment. Establish all relevant safety measures as required by law and good engineering practices.
14. Traffic Condition
Minimize disturbance of vehicular traffic and pedestrians during haulage of construction materials, spoil, and equipment and machinery; block access roads during blasting of rocks, damages/maintenance problems for roads and bridges used by the haulage trucks, dust nuisance to school and hospitals.
Formulate and implement a construction-related traffic management plan 1 month prior to start of Stage 2 construction; implement during construction. Consider the vicinity of schools and hospitals. Install traffic warning signs, and enforce traffic regulations during transportation of materials, equipment, and machinery. Consider the condition of roads and bridges. Conduct awareness programs on safety and proper traffic behavior in densely populated areas near construction sites. Assign traffic control personnel.
Before and during construction
The most important locations, especially in the working area near the intersection under local traffic to be identified and listed. Relevant plans of the contractor on traffic arrangements are available.
Contractor and engineer
RDA/ MC
15. Institutional Strengthening and Capacity Building
Ensure that RDA and PMU officials are trained to understand and to appreciate the EMP
Build capacity. Set up an environmental management unit within RDA. Develop a strengthening plan for the environmental management unit.
Initiate during preconstruction and continue beyond project completion
All senior RDA staff at senior engineer and above in PMU and related units
RDA MC-ADB
16. Social Impacts
Ensure minimum impacts from
Avoid potential for spread of vector-borne and communicable diseases from
construction labor force. Ensure minimum impacts on public health. Ensure minimum effects of indirect impacts of constructions on people living close to the boundaries of the ROW; dust, noise, vibration and rock blasting effects, etc. Minimize access problems for local population during construction.
labor camps though worker awareness orientation and maintenance of appropriate sanitation. Consider and promptly respond to claims/complaints on construction nuisance/damages for people living close to the ROW. Organize temporary means of access to avoid such short-term negative impacts.
Claims people affected to be solved as soon as possible Necessary evacuations to be done when necessary
Contractor, CSC, and MC Contractor
C. Operation Stage 1. Landslides and Soil Erosion
Minimize land slides due to excessive erosion of slopes and waterways with corresponding silting of the eroded soil.
Maintain proper vegetation cover and erosion protection. Ensure constant surveillance as part of routine maintenance.
During operation and rainy seasons
Sensitive locations to be named
RDA CEA and RDA
2. Water Quality Monitor impacts from traffic particulates in runoff.
Track concentrations of indicator chemicals in tea, soil, and water at specified locations.
During operation, once per year until concentrations become detectable, twice per year if concentrations equal trigger
pollution from road usage. (Air pollution due to increased levels in PM10, NO, NO2, CO, SO2, and ozone.)
Enforce laws on vehicle condition, and other national measures regarding regulations on fuel type and purification of exhaust gases. Promote mass transport and traffic management. Establish vehicle emission regulations and standards. Strictly enforce regulations subsequent to an awareness program. Provide a vegetative barrier to arrest the spread of airborne particles to residential areas.
During operation Along Final Trace
CEA CEA
4. Noise Minimize increased noise from road traffic. Control noise pollution from exceeding tolerable levels on embankment sections within a 400 m corridor extending to 600 m wide corridors with the increase of traffic volume.
Strictly enforce regulations including standards, subsequent to an awareness program. In sensitive areas such as schools, places of worship, hospitals, and libraries, use sound barriers including tree lines. Relocate people affected by the Project and improve house structures, if/when appropriate.
During operation
Within 100 m corridor on both sides as potential sites where mitigation measures may become necessary.
Local transport authority, RDA
CEA
5. Crops and Vegetation
Monitor impacts from traffic emissions.
Track concentrations of indicator chemicals in tea, soil, and water at specified locations.
During operation, once every 3 years until concentrations become detectable, twice
per year if concentrations exceed baseline concentrations established in the EIA
6. Refuse Disposal
Control garbage disposal by road users that creates pollution and aesthetic discomfort
Provide information campaigns. Charge fines for littering. Regularly clean roadsides. Place garbage bins along roadsides with signboards. Work collaboratively with nongovernment organizations.
During operation
Selected locations for placing garbage collection
RDA RDA CEA and RDA
7. Transportation of Dangerous Chemicals.
Control transportation of dangerous chemicals and substances that may create environmental hazards to air and water quality.
Respond in a timely manner to accidents and warn the public of environmental hazards. Place warning signs on vehicles. License the transport of dangerous goods. Develop and implement an accidental spillage action plan.
During operation
Along Final Trace
Relevant rules and regulations of highway/motor traffic acts to be reviewed/amended according to new requirements.
RDA and relevant local authorities to be identified in accidental spillage action plan
CEA and RDA
8. Road Accidents
Control serious and fatal accidents on the expressway due to high speeds and increased number of accidents on access roads.
Provide road user information/education, traffic signs and road markings. Enforce the law. Provide emergency services. Establish an accident review committee.
9. Social Impacts Control and minimize impacts of traffic nuisance such as dust, noise, and vibrations to people in surrounding areas.
Provide continuous air quality and noise monitoring. Enforce regulations, and control and management systems for vehicle speed, noise, quality of vehicle, and emissions. Provide necessary awareness building programs for the general public.
During operation
Along Final Trace
Locations listed by RDA and other local authorities
RDA, CEA, relevant local authorities
RDA, CEA, relevant local authorities
CSC = construction supervision consultant, CEA = Central Environmental Authority, EIA = environmental impact assessment. EMP = environmental management plan, MC= management consultant, NAAQS = national ambient air quality standards, RDA = Roads Development Authority, ROW= right of way, RP= resettlement plan, SC= supervision consultant, SPM = suspended particulate matter, Stage 2 = future construction after January 2007. Sources: (a) Working Draft EMP for STDP by RDA January 2005, approved by CEA August 2005; (b) Supplementary Environmental Assessment Study and Updating Environmental Management Plan, Southern Transport Development Project, RDA by University of Morotuwa, August 2006; (c) EIA of Stage 2 Expansion from 2 to 4 lanes of Southern Highway, ADB Section Kurundugahahetekma to Matara, September 2006.
48 Appendix 2
SUMMARY MONITORING PLAN FOR PERFORMANCE INDICATORS (Asian Development Bank, Stage 2)
Environ-mental Component
Project Stage
Parameters Location Frequency Standards Rate Approx-imate Cost
(SLRs)
Implementation Supervision
Design and construction
SPM Dust Levels
Design: 2 locations (at rock crushers) Construction: 3 locations with active construction each quarter
Design: 2 times Construction: 3
NAAQS of Sri Lanka
SLRs20,000 per sample1
250,000 Contractor/RDA through approved monitoring agency
RDA, PMU, CSC
Air Quality
Operation SPM Dust Levels
2 locations Twice 6 months and 1 year after opening, during daytime
NAAQS of Sri Lanka
SLRs25,000 per sample
100,000 Contractor/RDA through approved monitoring agency
RDA, PMU, CSC
Water Quality Design and construction
pH, Conductivity, Salinity, Dissolved Oxygen (DO), Biochemical Oxygen Demand (BOD), Chemical Oxygen Demand (COD), Suspended Solids (SS), Nitrate, Phosphate, Chloride, Oil and Grease, Zinc, Lead, Total coli form/ Fecal coli form, iron and Manganese
Up- and downstream of five stream/river locations where works are within 100 m of streams (active construction)
Design: 2 Construction: 4 times/year for 3 years
World Health Organization standards
SLRs60,000 per set of samples2
900,000 Contractor/RDA through approved monitoring agency
RDA, PMU, CSC
Appendix 2
49
Environ-mental Component
Project Stage
Parameters Location Frequency Standards Rate Approx-imate Cost
(SLRs)
Implementation Supervision
Operation No requirement Design and construction
Mean sound levels LAeq, 1 hour at day time LAeq, 15 minutes at night Peak Particle Velocity, Air Blast over pressure Level
Design: 2 locations (at rock crushers) Construction: 3 locations with active construction each quarter
Design: 2 Construction: 3
Leq 75 dB(A) day Leq 50 dB(A) night
SLRs20,000 per sample3
250,000 Contractor/RDA through approved monitoring agency
RDA, PMU, CSC
Noise Level
Operation Mean sound levels LAeq, 1 hour at day time LAeq, 15 minutes at night
2 locations 500 m from intersection
Twice 6 months and 1 year after opening during daytime
Leq 67 dB(A)
SLRs20,000 per sample
50,000 Contractor/RDA through approved monitoring agency
RDA, PMU, CSC
Vibration Construction As required by Geological Survey and Mines Bureau and CEA
Locations with active construction each quarter
20 As required by Geological Survey and Mines Bureau and CEA
SLRs25,000 per sample
500,000 Contractor/RDA through approved monitoring agency
RDA, PMU, CSC
Statutory and Licensing
Design Comply with all statutory irrigation authority requirements
Whole alignment, including GPAR
By commencement of construction
Copies of licenses, permits, designs approved by relevant authority
By CSC Included in TOR for manage-ment
CSC RDA, PMU
50 Appendix 2
Environ-mental Component
Project Stage
Parameters Location Frequency Standards Rate Approx-imate Cost
(SLRs)
Implementation Supervision
Statutory and Licensing
Construction Comply with all statutory license requirements for all equipment, plant and waste disposal.
Whole alignment, all activities
Monthly Copies of licenses approved by relevant authority
By CSC Included in TOR for manage-ment
CSC RDA, PMU
Flora Design Identify trees to be removed, religious and protected trees including borrow pits
Whole alignment 1 visit By CSC Included in TOR for manag-ement
PIU RDA, PMU, CSC
Construction Check trees protected, or if removed in line with Department of Forest/ statutory requirements
Whole alignment 2 visits By CSC Included in TOR for manage-ment
PIU RDA, PMU, CSC
Operation Monitor target metal and hydrocarbon pollutants
Selected locations Three year intervals
Baseline + 100%
By RDA 100,000 per set of samples
RDA ESD
Total 2,700,000
CEA = Central Environmental Authority, CSC = construction supervision consultant, EIA = environmental impact assessment. EMP = environmental management plan, NAAQS = national ambient air quality standards, PMU= project management unit, RDA = Roads Development Authority, SPM = suspended particulate matter, TOR= terms of reference. The rate per sample includes laboratory analysis, equipment, transportation, technical staff, and vehicle hire. Sources: (a) Supplementary Environmental Assessment Study and Updating Environmental Management Plan, Southern Transport Development Project, RDA by University of Morotuwa, August 2006; (b) EIA of Stage 2 Expansion from 2 to 4 lanes of Southern Highway, ADB Section Kurundugahahetekma to Matara, September 2006
