Sri Lanka: Southern Transport Development Project (Supplementary Financing Loan and Technical Assistance Grant)

Transcription

1 Environmental Assessment Report Summary Environmental Impact Assessment Project Number: April 2007 Sri Lanka: Southern Transport Development Project (Supplementary Financing Loan and Technical Assistance Grant) 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.

2 CURRENCY EQUIVALENTS (as of 5 March 2007) Currency Unit Sri Lanka rupee/s (SLRe/SLRs) SLRe1.00 = $ $1.00 = SLRs 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 km 2 square kilometer m meter mm millimeter NOTE In this report, $ refers to US dollars

3 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 Summary Monitoring Plan for Performance Indicators 48

4 o o o 80 00'E 81 30'E 80 00'E S P a tr a Kankasanturai it Kodikamam lk Jaffna Bay o f Bengal Kilinochchi Completed Provincial Road Project Palk Ongoing Provincial Road Project Bay Mullaittivu National Capital Provincial Capital Talaimannar City/Town 7 00'N Tanniyuttu Mankulam NORTHERN o Mannar Interchange Puliyankulam Southern Highway Project Vavuniya Gulf of Mannar ADB-Financed Road Project o 7 00'N Trincomalee Horowupotana Access Road National Road Anuradhapura Other Road Railway NORTH CENTRAL River Tambuttegama Puttalam Provincial Boundary Hingurakgoda Kekirawa Welikanda Polonnaruwa Boundaries are not necessarily authoritative. Valaichchenai Dambulla Chilaw Negombo Madampe NORTH WESTERN Kurunegala Gampaha o o 9 00'N 9 00'N Matale Kandy Warakapola Ampara Kegalle Minuwangoda Gampola Gampaha o Nuwara Eliya 9 00'N WESTERN Avissawella COLOMBO Maharagama Makumbura Kottawa Kahatuduwa Moratuwa Gelanigama Akuressa S O U T H E R N Galle Ratnapura PROJECT LOCATION JAPAN BANK FOR INTERNATIONAL COOPERATION (Package 1) Kalutara Wellawaya Elpitiya Ambalangoda Hikkaduwa Panadura o 9 00'N UVA Monaragala Bandarawela Ratnapura WESTERN Pelmadulla Halangoda Kalutara SABARAGAMUWA Alutgama Avissawella Matuce Dehiwala Badulla Talawakele Hatton Moratuwa COLOMBO Batticaloa CENTRAL Polgahawela Negombo EASTERN Hambantota Tangalle Matara INDIAN o OCEAN o 80 00'E 81 30'E Dodanggoda Agatawatta Matugama Lewanduwa Alutgama JAPAN BANK FOR INTERNATIONAL COOPERATION (Package 2) Elpitiya Kurunduguhahetekma ASIAN DEVELOPMENT BANK (North) Package 1 Ambalangoda Nagoda N SOUTHERN Nayapamula Yakkalamulla Akuressa Hikkaduwa Pinnaduwa Galle ASIAN DEVELOPMENT BANK (South) Package 2 INDIAN SRI LANKA SOUTHERN TRANSPORT DEVELOPMENT PROJECT 0 Kokmaduwa Kilometers Godagama Matara OCEAN o 80 00'E HR

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6 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 SEIA 4 was disclosed in July 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 Loan 1711-SRI: Southern Transport Development Project, Report and Recommendation of the President to the Board of Directors. Manila. 2 Road Development Authority 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 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 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 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 The updated EMP incorporating the recommendations from the EIA study of stage 2 will also be submitted to CEA.

7 2 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 Work for the JBIC section began in 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 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

8 3 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 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 Environmental Findings Report, Southern Transport Development Project, RDA, Appendix to Final Design Report Southern Highway.

9 4 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 twolane 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 Figures Kurundugahahetekma Nayampula (Baddegama) Nayampula (Baddegama) Daily cars Daily buses Daily trucks Year 2025, Weekday Traffic Figures Daily cars Daily buses Daily trucks 4, ,776 12,566 1,291 4,040 GAR 4, ,782 12,761 1,291 4,054 GPAR Immaduwa 4, ,161 11, ,641 Immaduwa Kokmaduwa (Welligama) Kokmaduwa (Welligama) 4, ,440 11, ,276 Godagama 3, ,314 9, ,990 GAR km 0 GAR km 5 3, ,040 8, ,365 GPAR = Galle Port Access Road, km = kilometer. Source: Road Development Authority and Wilbur Smith Associates Southern Highway Final Design Report (November). Colombo. 8 Road Development Authority and Wilbur Smith Associates Southern Highway Final Design Report (November). Colombo.

10 5 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 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.

11 6 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 9 Kumagai Gumi, July Project Contract RDA/STDP/ADBK-G.1 Contractor s Monthly Report No. 39. Colombo.

12 7 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 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 largeand small-scale mask manufacturing industries.

13 8 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 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.

14 9 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 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 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

15 10 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

16 11 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 fourlane 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.

17 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 proposed 10 ; 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, Updated Working Draft for EMP for STDP. Colombo. 12 Road Development Authority, Environmental Findings Report, Southern Transport Development Project. Colombo.

18 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.