MITIGATION MEASURES

6.1 During Investigation and Preparation

6.1.1 Social and Socio-Economic Impacts.

Main Final Trace

Displacement of people

The RDA has taken mitigatory action to reduce the number of families that will be adversely affected due to various project interventions. As a result of such attempts made through various studies, the number of families to be displaced has been brought down to 678 as at present. All these 678 families are presently resettled under two mitigatory measures already implemented.

1. Creating RDA sponsored resettlement sites and resettled 220 families2. Given opportunities for 458 families who opted to resettle with their own

initiative.

The policies suggested on involuntary resettlement by the government of Sri Lanka and ADB’s policies on involuntary resettlement were followed by the RDA in the whole resettlement process. The RDA has obtained services of various parties to assist the resettlement process beside the activities of its own project staff.

About 2909 families in total had various impacts and all of them have been compensated according to the Sri Lankan government and ADB’s policies and guidelines on social impact management frame work. Out of 2909 families 718 houses (physical structures) had negative impacts and they all were demolished for allowing the road construction works to take place. Only 678 of 718 houses were occupied by people and therefore, they were relocated. The other 40 houses affected were just physical structures partially constructed or not occupied by people. The owners of these 40 houses were given compensation although there was no need to relocate people (but the structures were demolished to acquire lands to carry out project construction work). The types of properties affected and the nature compensation paid to them are summarized in Table 6.1.1.

Table 6.1.1- Physical Properties Affected and Nature of Compensation

Type of properties Compensation packageDifferent types of land Compensation based on the market values

of different category of lands, Compensation to the crops.

Affected houses Paid compensation for all. 220 families were provided with resettlement sites and

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helped to build houses. The cost of the land and new houses were paid by the affected families out of the amount paid to them by RDA as compensation. The certain common facilities such as electricity, water, access etc. were provided by RDA from its resettlement funds. Until RDA provided new houses the affected families were given money for renting houses. Another 458 families who wanted to resettle in their own locations were paid compensation and Another additional allowance (Rs. 100000 for each family) to get resettled by themselves. All the affected families who were to be resettled were given shifting allowances to transport their belonging to new places.

Commercial establishments Some of the families among 678 were small business holders and they ware given additional money to compensate the income they had to forego during resettlement period. This group was also paid all other types of compensation given to other affected householders such as house rent, shifting allowances etc..

At the focus group discussions held with the affected and already resettled communities the participants expressed following views on the resettlement process they had undergone:

Positive views:

Affected families were given uniform sized of 20 perch lands in the RDA initiated resettlement sites.

The infrastructure facilities required to the resettlement sites (roads, electricity and water) were provided by the RDA in addition to the compensation.

Assessed and recommended amounts by the valuation staff of RDA were paid to the affected property (land and houses)

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Mitigatory action required for some drawbacks of the resettlement process according to the communities:

Remaining land development problems to be resolved further.

Some resettlement sites are yet to be provided with drinking water facilities. The existing water supply facilities to be improved to cater to the additional demand created by the resettlement process.

Several families are not satisfied with the allocated land and their present problems should be looked into.

Active participation of the resettled families should be enlisted in the process in order to take into account the present needs of the settlers.

RDA has taken post resettlement efforts for the benefit of the affected. Such communities were provided with training on entrepreneurship development and other livehood reestablishment activities. The Central Bank training experts were used in this effort.

The following additional mitigatory action should be incorporated.

1. A well designed program should be implemented during the post resettlement phase to assist the affected parties to reestablish their livehood systems through the effective utilization of the granted compensation.

2. This process should also be extended to the parties who have resettled on their own initiative.

3. Incorporate a verification methodology and action plans to ensure the better status of the resettled communities up to the end of the maintenance period.

Galle Port Access Road

The same mitigatory action should be taken for the Galle Port Access Road.

6.1.2 Hydrological Impacts

6.1.2.1 Water

6.1.2.1.1 Surface Water Quantity

Main Final Trace

As there is no significant impact on the surface water quantity during the investigation & preparation stage no special mitigatory measures are necessary.

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Galle Port Access

As there is no significant impact on the surface water quantity during the investigation & preparation stage no special mitigatory measures are necessary.

6.1.2.1.2 Groundwater Quantity

Main Final Trace

As there is no impact caused by the exploitation of groundwater during the investigation & preparation stage no special mitigatory measures are necessary.

Galle Port Access

As there is no impact caused by the exploitation of groundwater during the investigation & preparation stage no special mitigatory measures are necessary.

6.1.3 Impacts on Road Trace Design

The sun-shine effect on the motorists operating on the road in the East to West direction, has not been considered in the previous studies and the Detailed Design Stage. The following measures are applicable to mitigate this impact.

In critical sections suitable tree planting at edges or median should be carried out after a study of the mitigatory effects due to such action.

At critical sections actions should be taken to ensure that users are made aware of the following aspects.

To drive cautiously and leave a proper distance to ensure ample reaction time. Lower visors of the vehicles to help block some of the reflected light. Prohibit using high-gloss vinyl cleansers on dashboards. Keep the car windshield clean and the windshield washer fluid full. When possible, take an alternate edge lane lined with tress or tall buildings in lieu

of middle lanes with extreme glare. To turn on headlights to assist the possible poor visibility of oncoming drivers. To wear sunglasses with polarized lenses and UV protection at all times when

using the expressway. Ensure eye protection from harmful solar radiation.

The developer need to plan and ensure that the user compliance to above for proper safety of user & infrastructure safety.

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6.2 During Construction

6.2.1 Hydrology and Drainage Aspects

6.2.1.1 Water

6.2.1.1.1 Surface Water Quantity

Main Final Trace

1. The removal of vegetal cover should be minimized and limited to the areas which are absolutely necessary for road construction.

2. The paved area watersheds should ensure retardation of surface water through the incorporation of retention and detention facilities.

3. The drainage crossings of the road should be designed to ensure sufficient drainage with minimum backwater effects along the drainage paths which have either been hindered or altered by the road embankments.

Galle Port Access

Steps should be taken as indicated above to ensure mitigation of impacts along the Galle Port Access.

6.2.1.1.2 Groundwater Quantity

Main Final Trace

Mitigatory Measures for Other Impacts

1. Increase in groundwater table because of the uprooting of the deep rooted trees.

This impact is very low impact. The raise in the groundwater table due to this will also be marginal. In the process of landscaping the road trace and its environs, trees will be planted and these trees will offset the impact to a certain extent. No special mitigatory measures are necessary.

2. Simultaneous reduction in groundwater elevations in cut areas to match the ultimate finish ground levels.

As the construction is ongoing and most of the deep cuts are complete the impact has already taken place. The reduction of domestic dug well water levels are monitored to identify such impacts. PIU of the RDA has started such a groundwater monitoring programme and continued long term monitoring would enable conclusive results.

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Therefore with the collection of data periodic evaluations should be performed to assess the status of groundwater table.

Stakeholder complaints should be treated with caution with suitable mechanisms to ensure the proper assessment of individual complaints. Environmental officers in the PIU could be utilized for this purpose.

3. Seepage of groundwater from deep cuts and causing loss to the groundwater wells on hills where deep cut of the road run through.

The mitigation action are similar to the above.

4. Reduction of groundwater levels in the embankment & other boarder development works.

It was identified that this reduction is mainly in laces on the road trace where filling is undertaken. As the reduction is insignificant, there is no adverse effect to be mitigated.

5. Increase of the groundwater levels in the embankment areas and consequent reduction in groundwater levels in the downstream areas.

Mitigatory measures should be implemented by the provision of adequate drainage facilities through the road embankment. Opening sizes of the culverts and bridges should be sufficient to pass the flows through the trace minimizing temporary retention. It has been noted that, this is presently being practiced in the design of effective drainage structures.

6. Increase of the groundwater levels in the temporary ponding areas created by temporary crossing which have not connected to downstream stream paths and consequent reduction of groundwater in the downstream areas.

All the temporary and permanent crossings should be systematically connected to the drainage paths leading to adequate passage. This should be exercised to all drainage crossings such as minor culverts, major culverts, minor & major bridges. It has been observed that this impact is fairly critical in the most places where construction is ongoing. In these places the leader drainage clearing work is inadequate.

Galle Port Access

In the work of the Galle Port Access all drainage paths should be identified and downstream connection drainage paths for the proposed crossings should also be identified. The determination of the number of drainage structures and the size should be done after considering both the upstream and downstream drainage and groundwater condition.

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6.2.1.2 Processes

6.2.1.2.1 Floods/Hydrology and Drainage Patterns

Hydrology & Drainage

Impacts on Retention Areas

Deviated Final Trace

The final trace crosses lesser retention areas thereby causing lesser impacts on drainage. The main impact on the retention areas is flooding & water logging. Culverts convert the existing sheet flow to converged flow. However as a mitigatory measure culvert water profile calculations have been done and culvert sizes have been designed to minimize the water level rise.

Galle Port Access

The Galle Port Acess trace has been identified and resettlement of persons has already been done. The environs of the present trace is generally low lying paddy areas therefore minor deviations would not mitigate impacts. To mitigate the impacts on retention areas and flooding the culvert/bridge openings should be designed and constructed appropriately. Some of the existing opening sizes provided in the designs (e.g Lunuwil Ela crossing) has to be increased on further flood studies. The reason for this is that the opening size have been determined considering only the discharge (calculated by Rational formula) but not the retention and backwater aspects.

Flood Impacts

Deviated Final Trace

Flood of Gin Ganga

As there is an identified impact further hydraulic studies should be carried out in collaboration with the irrigation Department to determine the extent of the upstream flooding. The solutions agreeable should be implemented. This may include curtailing the embankments near the bridge abutments, provision of additional flood bunds for possible inundation areas. The designers have to perform backwater calculations in order to assess the impacts on the upstream to fulfill the issues of the Irrigation Department.

Flooding at Other Segments

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Flooding in most of the places in the construction area has taken place because of the absence of leadaway drainage paths from the crossings already provided. As described in the previous sections all leadaway drainage paths from the culvert crossings should be properly connected to the downstream to ensure the drainage continuity. This impact is very common and the execution of the mitigatory measures is a prime and urgent need.

Galle Port Access

The major and critical drainage crossing is at Lunuwila Ela. The design needs to be reviewed considering the upstream and downstream retention, the design return period and the possible backwater effects and upstream inundation in order to mitigate possible flood impacts.

6.2.1.2.2. Irrigation and Flood Protection Structures

Main Final Trace

(a) Probable upstream inundation in Gin Ganga Scheme because of the road embankment abutting the bridge at Nayapamula.

Detailed hydraulic studies should be carried out as discussed under “Gin Ganga Floods”.

(b) Temporary inundation (drainage congestion), and ponding of water in paddy areas in the absence of leadaway connections.

All culverts and crossings should be properly connected to the downstream drainage paths.

(c) Road embankments running on the existing minor irrigation canals longitudinally.

Embankments on turnout structures E.g. Deegoda Irrigation Channel 39+360)

As a mitigatory measure, RDA has agreed to re-lay the canals in a new lay out, so that irrigation water could be delivered to paddy areas without any hindrance. This mitigatory measure has to be implemented in collaboration with the District irrigation Engineer (Provincial Council).

(d) Bisection of the irrigation schemes because of the road embankment (E.g. Deegoda Yaya. 44+000 – 47+000.)

As described above although the scheme is bisected its supply and drainage continuity should be ensured. Adequate culvert openings should be provided for flood balancing. Also as stated above, the affected irrigation canals should be realigned to mitigate the impact.

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(e) Closure of irrigation channels due to eroded & embankment soils.(E.g. 36+100- Danduwana,37+900,39+600, 40+980,)

These canals should be re excavated and the original canal capacity should be restored. RDA should work very closely with the Provincial Irrigation Engineer to avoid such instances.

Galle Port Access

Flooding and drainage congestion near Lunuwil Ela crossing, Panagamuwa Yaya and Manawila low lying paddy areas because of the embankments and non-continuity of the drainage paths..

Reevaluation of the drainage designs/studies should be done to incorporate adequate openings for drainage continuity and flood balancing. It is recommended to increase the return period of the culvert for Lunuwila Ela to 50 years or more.

Deposition of eroded earth during construction in the low lying paddy areas in Panagamuwa Yaya and Manawila.

Mitigatory measure suggested for the similar situations in the main trace apply..

Deposition of eroded earth from stockpiles of earth and constructed unturfed embankments in Lunuwila Ela, Nugadoowa Ela and in some of the minor irrigation canals in Panagamuwa and Manawila paddy areas.

Mitigatory measure suggested for the similar situations in the main trace apply

6.2.2 Education for the Contractor and Workers

To provide mitigatory measures, workers and contractors should be educated of the good construction practices and safety measures during construction phase. Special attention should be given to following aspects.

1. Special briefing and / or on-site training for the contractors and workers on the environmental requirements of the project.

2. Agreement on critical areas to be considered and necessary mitigation measures, among all parties who are involved in project activities.

3. Training on proper construction practices and waste disposal to be implemented Such as:

(i) Proper compaction of the fillings for the road embankment;(ii) Importance of proper construction quality control measures;

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(iii) Removal of soft soil and replacement with good quality material to reduce long-term settlement of the road surface,

(iv) Temporary storage of construction spoil without contamination of the ground water and without obstruction of the water ways

(v) Safety aspects to be observed during excavation for the roadway and material exploitation (e.g. Blasting, stability of excavations etc.)

(vi) Proper disposal of solid waste from construction activities and labor camps.

4. Orientation of new workers should be done continually.

6.2.3 Water Quality

This section describes the general mitigatory measures required to be implemented during the construction phase of the highway project in the ADB section (i.e. final and combined trace) and Galle Port Access Road section. The measures to be implemented are applicable to both ADB section and Galle Port Access Road area. It should be noted that with reference to the mitigatory measures to be taken into consideration during the construction phase all the relevant mitigatory measures should be included in the contract documents, so that the contractor is held responsible for carrying them out during construction and on completion of the work.

6.2.3.1 Surface Water Quality

Proposed Measures to Address Surface Water Quality Deterioration

Main and Galle Port Access Road Area

As explained earlier in under the section, Surface Water Quality – Anticipated Constructional Impacts the water bodies 24SW, 25SW and 26SW in the ADB section are not subject to pollution during construction and operational phase of the highway since these water bodies seems to be not in the immediate vicinity of the highway, hence implementation of major mitigatory measures and monitoring is not required. However the following measures have to be implemented in order to avoid significant deterioration of the water qualities in water bodies 27SW in the final trace and 28SW in the final trace of the ADB section.

Two water bodies 29SW and 30SW in the Galle Port Access Road area also should be considered for water quality mitigation.

The water quality mitigation plan of action outlined in Annex should be followed.

6.2.3.2 Ground Water Quality

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Proposed Measures to Address Groundwater Quality Deterioration

ADB Section and Galle Port Access Road Area

Deep excavations for foundations particularly for the bridge and culvert construction works should be avoided to avoid any alterations in water table. The excavations to be done should not reach below mean sea level to avoid saline water intrusion. Alternative foundation techniques including sheet piling, injected bentonite walls may be considered under such circumstances.

To minimize oil spills during the construction period, machinery should be properly and regularly maintained. Also there needs to be heavy restrictions on fuel storage for any machinery such as concrete mixers that may be required for in-situ construction works in order to prevent soil and groundwater contamination.

In borrow areas where the project does not permit the green land cover to be brought back closer to the previous status, it is imperative to plant with suitable native trees in the surrounding area to lower the ground water levels so that earlier levels could be maintained. Wherever surface cover is tampered with during the project activities, suitable tree planting should be carried out to ensure lowering the possibilities of the land becoming saline due to rise in groundwater. Heavy deforestation should not also be allowed to minimize salinization.

Water needed for construction works needs to be provided to the sites in tankers or bowsers.

6.2.4 Air Quality

This section describes the general mitigatory measures required to be implemented during the construction phase of the highway project in the ADB section (i.e. final and combined trace) and Galle Port Access Road section. The measures to be implemented are applicable to both ADB section and Galle Port Access Road area.

ADB Section and Galle Port Access Road Area

All dust emissions that could arise during the constructional phase needs minimization through measures such as wetting or wet spraying of dusty surfaces, roads and exposed earthwork surfaces periodically, transporting construction and excavated material or spoil with covers, regular cleaning of the site and removal of excessive or unnecessary excavated material (which could be recycled to back fill foundations and for other construction works), screening and enclosing dusty working places, and even thatching of exposed soil areas with live or dead vegetation. Enforcing limitations to speeds of construction vehicles carrying material is another measure that needs to be practiced in reducing dust emissions. Transport through more inhabited areas should also be avoided where possible.

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Care should be taken in stockpiling construction material such as cement to avoid unnecessary dust emissions and the construction material needs to be adequately covered against wind and rain. Moreover care needs to be taken to avoid spillage of construction material and dust emissions that occur during loading of construction material to the project site.

Aggregate piles from asphalt and concrete plants must be kept in places where dust and impurities are minimum. Watering of stock piles of sand and coarse aggregates should be carried out to avoid dust emissions. Use of cement silos in high elevations and the use of dust collectors especially fabric bag filters wherever possible needs to be practiced. Concrete and asphalt facilities should be upwind of sensitive receptors (e.g. residential areas and schools) a minimum of 500 m and downwind of sensitive receptors minimum 100 m.

During the construction phase it is also imperative that the vehicles and the machinery to be used are regularly and well maintained in order to avoid smoke emissions. They shall be fitted in full compliance with the national and local regulations (National Environmental Air Emissions Fuel and Vehicle Standards E.O. Gazette 1137/35 of June 2000, updates by air emissions fuel and vehicle standards (importation standards) 1268/18 December 2002 and 1295/11 June 2003)

6.2.5 Noise/Ground Vibration

ADB Section and Galle Port Access Road Area

During the construction phase operation of any high noise generating equipment should be restricted only during daytime. Percussion (pile driving) operations should be avoided in sensitive areas unless geotechnical conditions require this method to be used. Hammer type pile driving operations should be restricted to day time.

The vehicles to be used for the construction phase needs to be regularly and well maintained in order to avoid generation of significant noise levels also. Further the machinery to be used for the construction phase should be regularly and well maintained to avoid irritating noise levels which may include hums. For example gear noise can be reduced by examining their teeth and filing high spots and by checking the depth of engagement. Similarly proper lubrication of the moving parts of the machinery in contact will reduce noise due to friction. Wherever possible attempts should be made to make use of low noise generating machinery. Basically all heavy equipment and machinery should be fitted in full compliance with the national and local regulations (Extra Ordinary Gazette No. 924/12 May 1996 amended by E.O. Gazette 937/7 April 1999). Also proper traffic management practices needs to be implemented during of transport of materials, including quarry material in order to reduce traffic noise.

With reference to the siting of asphalt and concrete plants, proper site planning together with noise abatement measures should be practiced to reduce air-borne noise

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transmission. Concrete and asphalt facilities should be upwind of sensitive receptors (e.g. residential areas and schools) a minimum of 500 m and downwind of sensitive receptors minimum 100 m.

With reference to blasting activities newly developed blasting methods should be used wherever possible in order to reduce vibration effects on nearby structures. This may include special controlled vibrationless techniques to avoid any damage to existing buildings including houses in the urbanized areas in both sections. Alternately blasting activities could be carried out using the normal techniques if there is a possibility of using newly developed blasting methods.

However under such circumstances blasting should be done at regular intervals and it is essential to make people aware about the places, dates and times of blasting. Reasonable compensation should also be given to any property which is damaged by blasting. Further it is imperative to carry out a careful continuous monitoring of nearby building structures particularly in the urbanized areas to investigate any instability or damage following blasting. In other words regular monitoring of vibration levels in nearby building structures is of paramount importance and special attention should also be paid to the development of cracks and crevices in nearby building structures.

However the use of explosives should be strictly controlled or prohibited to avoid significant impacts on nearby structures especially in the urbanized areas of the road traces. Also the sites of quarries should not be close to transport routes and residential areas.

In addition to continuous monitoring of nearby building structures for any instability or damage following blasting activities, there needs to be an intensive monitoring of noise levels especially in nearby noise sensitive areas. If predicted noise levels near noise sensitive areas are excessive, then provision of noise barriers is necessary for these locations.

6.2.6 Soil Erosion/Surface Run-off

Main Trace

Change of the runoff pattern on the cleared road trace as the vegetal cover has been denuded and the underlying soil exposed

The impact due to this is short term and once the turfing and road paving activities are started this impact will be mitigated. At present protective work is ongoing in certain areas only. The contract includes mitigatory measures to this effect. The contractor should expedite the work in order to minimize the effect on the adjacent water bodies and paddy areas.

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Undesirable stripped soils such as peaty soils are piled adjacent to the road trace and because of the intense rain these soils gets washed off to the adjacent low lying paddy areas.

The preset mitigatory measures are inadequate. In some areas sand bags are used to prevent large scale sediment movement.

All precautions should be taken to avoid eroded soils invading the paddy areas as farmers are affected. The impact could be mitigated if the embankments are properly compacted without leaving loose soil in the open. Additional drains could be excavated to trap the silts so that the soils will not get washed off to the paddy areas. These are highly site specific issues and they should be addressed after properly studying the site conditions.

Peaty soils should not be kept in the open areas adjacent to the paddy fields. Peaty soils once excavated should be immediately transported to pre designated soil dumps. All temporary peaty soil dumps should be covered with thick polythene sheets to mitigate temporary erosion.

Ponding of water upstream of culverts because of no leadaway connections

The present mitigatoiry actions are ineffective. All culverts should be properly connected to the downstream leadaway drains.

Some culvert openings have directly been connected to the paddy area without being connected to a downstream water path.

The present ineffective way of surface runoff drainage should be rectified. As stated above culverts should be properly connected to the downstream water paths to ensure drainage continuity and silt/sediment traps should be incorporated as a mitigatory measure.

Galle Port Access Road

The mitigatory action required for the main roads trace are applicable to GPA too therefore these mitigatory measures should be noted and they should be applied to GPA.

Surface runoff and the resulting soil erosion could cause numerous construction related problems and environmental issues such as destroying the agricultural crops including tea and paddy. Therefore, following mitigation measures should be implemented during the construction phase:

1. Construction sites (including borrow and disposal sites) should be graded to original contours, re-vegetated, and compacted properly in accordance with design specifications

2. Cut areas and stockpiles will be configured to maintain stability of the slopes.

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3. Temporary or permanent drainage works shall be installed and maintained to minimize erosion.

4. The Contractor should consult Ag. Societies, Ag. Authorities in the area to solicit input on mitigation measures.

5. Stabilizing vegetation to be planted and maintained in a continuous/ongoing manner

6. Large scale nurseries should be located with access to good supply of water for the care and storage of appropriate vegetation to be re-used on site.

7. Use of temporary or permanent drainage systems to collect water coming to the slope and drain out without causing soil erosion.

8. Construction activities such as site clearing, cut & fill and material exploitation should be planned during dry periods of the year. However, if it is not possible to carry out these operations during dry periods, silt traps and interceptor drains should be provided.

6.2.7 Stability of Slopes

Stability of slopes of the sides of the excavation for the roadway is a very important consideration since the GPA road trace is running through hilly and undulating terrain. Therefore, following measures should be adopted to reduce the possibility of slope failures.

1. Original designs should be reviewed in light with the new subsurface information gathered during excavation for the roadway.

2. Increase of the elevation of the height of the water table, due to natural or manmade reasons, at the top of the slope should be monitored.

3. Additional Loading at the top of the slope outside the ROW, due to construction of new structures etc., should be avoided

4. Similarly unloading at the toe of the slope even out side the ROW could reduce the factor of safety of fill slopes against stability.

5. Monitor other indications of slope instability such as: settlement of the top of the slope, cracking of the surrounding area including the road surface, appearance of springs at the bottom of the slope and elevation of the groundwater table near the top of the slope

6. Growing a suitable vegetation cover to minimize infiltration of surface water into the slope and binding of the subsurface soil with the root network of such vegetation.

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7. Provision of adequate drainage facilities to drain out water from such slopes without infiltration and creation of surface erosion.

6.2.8 Settlement and ground subsidence

Post construction settlement of the roadway will require considerable amount of road maintenance work. Therefore, following factors should be considered during construction stage for minimization of post construction road maintenance due to settlement and ground subsidence.

1. Proper construction practices and quality control programme during construction of the road embankment over low-lying areas.

2. Adequate compaction of the fill portions of the cut & fill sections to avoid large differential settlement of the fill portion of the cut & fill sections.

3. Proper implementation of the ground improvement methods such as complete removal of the compressible soft organic soil layers during replacement and adequate compaction of the fill.

4. Monitoring of the settlement and pore water pressure of the pre-loaded sections to ensure that the long term settlement of the road surface is within tolerable limits.

6.2.9 Exploitation Handling, Transportation and Storage of Construction Materials

Improper exploitation, handling, transportation and storage of construction material could have some adverse effects on the surrounding environment. Therefore, following mitigation measures are proposed:

1. Exploitation of the construction material and the subsequent usage should be planned in such a way to minimize material in temporary storage;

2. Sites to be used as temporary storage should be selected on relatively flat land well away from drinking water sources without obstructing natural drainage pattern of the neighborhood area

3. When excavated material within the trace are used as fill material, proper planning and management of cut and fill operations should be practiced to minimize distance of transport and the volume of material in temporary storage. Before the beginning of the construction, the cut sections and the corresponding fill sections should be marked on a map for the entire trace considering the distance of transport, easiness of transport, construction process etc.

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4. Material generation and usage map, mentioned above, should be regularly revised depending on the progress of construction

5. License for borrow pits must be obtained from the GS&MB for all mining

activities such as quarries and borrow pits.

6. To prevent dust blowing from open-topped Lorries, it is necessary to ensure that the loads are covered, when transported.

7. During dry periods it is necessary to dampen the exposed areas and the access roads at regular intervals to prevent emission of dust.

8. Necessary approval shall be obtained from CEA and the relevant Local Authority for the operation of the metal crushers prior to commencement of operations

9. When exploited rocks within the trace are used to produce coarse and fine aggregates, quarry sites should be selected considering the location of the predicted availability of the rock and distance of transport apart from other environmental issues such as emission of dust, noise and vibration.

6.2.10 Spoil and Construction Waste Disposal

This section describes the general mitigatory measures required to be implemented during the construction phase of the highway project in the ADB section (i.e. final and combined trace) and Galle Port Access Road section. The measures to be implemented are applicable to both ADB section and Galle Port Access Road area.

Solid Waste Management Techniques

ADB Section and Galle Port Access Road Area

Solid wastes should not be disposed on the sides of the road and any debris shall not be left after construction works is complete since it may be carried away by water. Locations of sites for disposal of spoil and other construction wastes and reclamation needs to be carefully selected. It should be noted that the recycling potential of some of the construction generated wastes such as rock material, excess concrete and bricks is good. Therefore attempts should be made to trade off or sell such wastes to relevant stakeholders.

For example concrete and bricks could be grinded up to make aggregates required in road repairs. Similarly the excavated material such as sand could be recycled to back fill foundations and for other construction works. Alternately excavated soil material could be used as daily covering and final capping material for sanitary landfills or trade off to the horticulture industry. The excavated peat material should not be left in the

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construction area or disposed to water bodies or left near water bodies in order to avoid acidification and hardness problems in surface waters and groundwater during periods of rain, but may be dumped in paddy fields provided adequate drainage facilities are supplied. Alternately the peat material may be traded off to the agricultural or horticulture or gardening related industry and to stakeholders who could cut and dry the peat material to make fuel that burns or the peat material may be used for the construction of noise barriers.

All scrap materials such as cables, metal structures, steel wires, insulators involved in power line construction works needs removal after construction works and attempts be made to evaluate their recycling potential.

Left-overs including wastewater treatment plant sludges from asphalt and concrete plants should be dumped only in pre-determined places which do not disturb public, aquatic and terrestrial biodiversity. Nevertheless these left over material needs to be safely disposed in accordance to guidelines on disposal of contaminated material and it is recommended to carry out the US Environmental Protection Agency (USEPA) prescribed toxicity characteristics leaching protocol (TCLP) test prior to disposal. Wherever possible options should be evaluated in trading off the left over material for the construction industry. For example petroleum wastewater treatment plant sludges may be utilized for the manufacturing of masonry bricks (Sengupta et al., 2002).

All municipal solid wastes produced by the work force should be managed in accordance to the principles of municipal solid waste management with special emphasis on segregation (separation) of recyclables from biodegradable material, which could be sold to the composting industry to make soil fertilizer or incinerated after sufficient sun drying. Alternately arrangements may be made with Local Authorities in order to dispose of the collected wastes provided the collected waste material is well segregated.

It is expected that a large quantity of waste material will be generated within the project area due to construction activities. Temporary storage places should be selected for collection of the spoil and construction waste before transporting them to permanent disposal sites. Following aspects should be considered in selecting temporary and permanent spoil and construction waste disposal sites:

1. Optimum number of temporary construction waste disposal sites should be selected along the trace considering the distribution of generation of construction waste along the trace

2. Depending on the volume of construction waste in temporary waste disposal sites and the capacity of the permanent waste disposal sites, permanent waste disposal sites should be selected to dispose waste from one or more temporary waste disposal sites. In practice, construction waste from the original location could be directly transported to permanent waste disposal sites without keeping it in temporary storage;

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3. Temporary and permanent waste disposal sites should be located on relatively flat lands to minimize surface erosion and slope stability problems. Those sites should be located well away from the drinking water sources.

4. Temporary construction waste disposal sites should be located in such a manner not to obstruct natural ground water flow resulting stagnation of water

5. Construction waste consisting of peaty soil, placed in permanent dump sites, should be covered with a suitably selected soil cap to avoid exposure to rain waster and a grass cover should be maintained on the exposed surface of such soil caps to avoid erosion..

6. Peaty soils are highly compressible and have very low shear strength parameters. Therefore, stability of the exposed slopes of the permanent waste disposal sites should have a reasonably high factor of safety against failure under the most critical condition

7. Anticipated or already planned future developments of the surrounding area should be considered in location of the permanent construction waste disposal sites

8. If a 1 – 2m thick layer of inorganic soils could be placed over disposed peaty soils at permanent dumpsites, the underlying highly compressible peaty soils will be compressed and improved.

9. Transportation of peaty soils immediately after excavation should be avoided, as the liquid nature of such waste at that stage will pollute the environment due to spilling during transportation. Such material should be kept in temporary storage at near by places before transporting to distant permanent storage sites.

6.2.11 Work Camp Operation and Location

Work camps should be located at selected places to reduce the impact on the environment during operation of such camps. Following mitigation measures are suggested for operation and location of work camps:

1. Identify location of work camps in consultation with Grama Niladharies (GNs). The location shall be subjected to approval by the RDA. If possible, camps shall not be located near settlements or near drinking water supply intakes.

2. Cutting of trees shall be avoided and removal of vegetation shall be minimized.

3. Avoid, as much as possible, use of sloping lands for work camps to avoid removal of vegetation cover on sloping lands to minimize soil erosion and slope stability problems.

19

4. Water and sanitary facilities shall be provided for employees.

5. 5. Solid waste and sewage shall be managed according to the national and local regulations. As a rule, solid waste must not be dumped, buried or burned at or near the project site, but shall be disposed of to the nearest sanitary landfill or site having and complying with the necessary permits.

6. The Contractor shall organize and maintain a waste separation, collection and transport system.

7. The Contractor shall document that all liquid and solid hazardous and non-hazardous waste are separated, collected and disposed of according to the given requirements and regulations.

8. At the conclusion of the project, all debris and waste shall be removed. All temporary structures, including office buildings, shelters and toilets shall be removed.

9. Exposed areas shall be planted with suitable vegetation.

10. The RDA and Supervising Engineer shall inspect and report that the camp has been vacated and restored to pre-project conditions.

6.2.12 Loss of Vegetation Cover of the Areas for Temporary Work Space

Main Final Trace

The following measures have to be implemented.

Clearing of green surface cover for construction, for borrow or for development, cutting trees and other important vegetation has to be minimized.

Planting of native trees/shrubs and ornamental plants to contribute to the aesthetic value of the area and compensate for the lost capability of the area to absorb CO 2 and arrest dust particles in the air.

At the conclusion of the project, all debris and waste has to be removed..

Removed green surface cover for, construction activities, temporary work spaces, borrow operations or for any other development activity within the purview of road construction should be piled and spread again on the slopes etc. to an adequate depth to ensure growth of land cover and thereby to mitigate acceleration of surface flows during the construction. These measures could be implemented section by section where the embankment works could be completed.

Trees should be replanted according to a landscaping plan

20

Vegetal cover should be established on the embankment slopes, stripped areas within the right of way to restore the soil fertility.

Material storage & temporary stockpiling should be undertaken without damaging the natural vegetal cover. For each locality best places should be decided by the Environmental Officers.

All temporary structures including office buildings, shelters, toilets and extra hard material shall be removed immediately after the construction is complete and in those places as stated above the vegetal cover should be restored.

In terrestrial areas where vegetation has been removed trees can be replanted with tree species suitable for wet zone. Shady trees are preferable for the edges of the highway while fruit and timber trees may be used for the other areas.

Galle port access Road

The mitigatory measures listed above for the main trace should be adopted for GPA as appropriate.

Appropriate trees/ plants can be introduced to such areas to re-vegetate them.

6.2.13 Safety Precautions for the Workers and General Public

1. Following safety aspects should be followed during the construction phase of the project.

1. Adequate warning signs, barriers and lighting as appropriate should be provided at the construction sites

2. Especial safety measures such as road humps and traffic diversion during construction should be adopted at locations where existing roads cross the trace.

3. Access of general public to the construction sites should be controlled

2. Providing workers with skull guard or hard hat

3. The Contractor shall instruct his workers in health and safety matters, and require the workers to use the provided safety equipment.

4. Establish all relevant safety measures as required by law and good engineering practice

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6.2.14 Salinization

Main Final Trace

1. The proper design of hydraulic and irrigation structures should be adopted to curtail formation of stagnant water bodies, which may cause elevated levels of salinity.

2. The above aspect is very important in positioning the structures in the low lying areas. It is evident from the road design that many number of underpasses, culverts bridges have been provided on low lying areas for drainage congestion mitigation which will help mitigate the impacts from salinisation..

3. Impact due to leaching of salt from sea sand that might be used for filling can be minimized through the use of washed sand for the construction purposes.

Galle Port Access Road

Salinization of soils in the Galle Port Access Road (northern side) is predicted if the area is insufficiently flushed due to construction of the road across the drainage flow from its immediate catchment. Culverts that allow maximum flushing and least obstruction to natural drainage could minimize the effect.

6.2.15 Impact on Wetlands

Main Trace

There is a short term impact with the construction of bridges and other drainage structures, embankments etc. on rivers and streams. This could be minimized through proper design for drainage facilities and measures to minimize soil erosion from exposed surfaces.

Since trace does not traverse over large tracts of natural wetlands, including freshwater wetlands, estuaries and lagoons, but abandoned paddy fields in most occasions, the impact on wetlands is minimal. Mitigation of impacts therefore, is less relevant in this context. The change of trace to minimize the impacts on wetlands has already been carried out.

Galle Port Access Road

This road trace traverses along the north western boundary of the mangrove area at Magalla, across the streams that drain its immediate catchment. Since freshwater input to a mangrove area is as important as the tidal effect for its survival, it is vital to maintain

22

the freshwater input to this mangrove area. Culverts of appropriate size and number that fulfill this requirement should be incorporated in the design as a mitigatory measure.

6.2.16 Bio-Diversity

Main Final Trace

Mitigatory measures must be adopted to protect the fairly large but fragmented peacock clusters that inhabits the area between 54+000 and 56+000, which appear to cross the highway. Speed reduction sign boards indicating the presence of peacocks, bird nets etc. could be adopted as mitigatory measures.

Galle Port Access

The Galle port access road is mainly traveling through the paddy areas and once construction is complete there is no significant impact on the bio diversity. The road is short in length and usually high speeds are not practical therefore no special mitigation measures are necessary.

6.2.17 Social and Socio Economic Impacts

The main social impacts are caused during the investigation and preparation stage as the stakeholders in the road trace are directly affected. The resettlement process has mitigated such direct impacts.

During the construction the social impacts are different and the parties directly affected by the construction activities are the ones who live adjacent to the road trace. These social impacts have been described under “Environmental Impacts” and majority of the impacts described therein has its social component. Examples are rock blasting, impacts caused from deep cuts, impacts on groundwater table, impacts caused by flooding, water logging and soil erosion, impacts by noise, impacts on air quality impact on agriculture etc. Mitigation actions for these impacts have been discussed under different sub sections

1. Agricultural Productivity of the lands bordering the proposed road, especially the paddy lands, is likely to fall during the construction period due to soil erosion. Therefore, the contractor should be asked to adopt measures that minimize soil erosion during the construction period in order to prevent any loss of value due to reduced agricultural productivity. Otherwise the farmers should pay a substantial amount for their damages. (Rs. 150.00 per perch of complete loss of cultivated

23

paddy land and Rs. 50.00 per perch for not sowing (But land preparation has been done) due to problems occurred with construction activities of highway.

2. Since tea is particularly vulnerable to dust which may cause degradation of quality, the contractor should ensure that dust emerging from various operations and moving vehicles that carry soil is kept to a minimum by taking proper precautions in handling cut and fill operations within the vicinity of tea lands.

3. Provision of drainage facilities becomes very important in low lying lands because water logging, especially in paddy lands bordering the proposed road may cause serious losses in yields. Therefore, proper drainage structures should be constructed to avoid any losses in agricultural output.

4. Whenever the construction of the proposed road lead to division of fertile agricultural land, it is necessary to adopt measures that preserve the productivity of blocks of divided land. One of the strategies that can be adopted to preserve the productivity of the divided blocks of fertile agricultural land is to provide access to such lands from close by overpasses or underpasses (by constructing small access roads) if investment on such means of access is unlikely to exceed the expected social benefits.

5. It is of paramount importance to provide the people with access to agricultural lands, work places and markets by constructing overpasses or underpasses across the proposed road (which will help preserve the existing road net work too). Yet, people may still find problems of access during the construction period. Therefore, the contractor must make sure that he provides the people with temporary means of access to land and work places in order to avoid such short term negative impacts on the society.

6. When acquisition of land leads to displacement of people belonging to various employment categories, precautions will have to be taken in relocating them once relocation sites are identified. Relocation may bring in additional benefits to some employees and additional costs to the others, depending on factors such as the status of factor markets, product markets, infrastructure facilities, access to work places, etc. Therefore, in relocating people, it is necessary to get the proper consent of the people affected in order to avoid any unforeseen social costs imposed on some employees.

7. As a measure of equity, those who lost employment due to the project and seek employment should be given additional weights when various vacancies for employment are filled within the affected areas.

8. Use of contractors’ own access roads for transporting materials instead of using existing rural roads in the area.

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9. Avoid rainy seasons in earth work closer to paddy lands and water bodies in order prevent from moving soil through run off water

10 Appropriate soil conserving structures to prevent movement of soil to adjoining lands.

11. Excavated peat and boggy soils should not be dumped closer to paddy fields and water bodies as acidic conditions created due to oxidization of peat may be harmful to paddy cultivations and aquatic resources.

12. In the areas tea and vegetable, green belts should be maintained to protect the crops fro dust and various forms of toxic substances of vehicular emissions.

13. Use of appropriate structures to protect the surrounding lands from the soil transported with runoff water.

Galle Port Acess Road

1. The recommendations indicated above are also applicable to GPA as the trace traverses through paddy land.

2. In Nugaduwa area of the GAR, it is recommended to use appropriate measures to maintain the quality of water in coconut-husk-pits in order to protect the employment opportunities of the people in coir industry.

6.2.18 Institutional Strengthening and Capacity Building

6.3 During Operation

6.3.1 Air Quality

Main Final Trace and Galle Port Access Road Area

Proper traffic management practices are crucial to be implemented with appropriate pollution control measures for vehicles during the operational phase. It is also important to emphasize the fact that vehicles to be used in the road traces are regularly well maintained to reduce both air pollution and engine noise.

Enforcement of it is essential to enforce stringent laws governing maintenance aspects of vehicles, periodic or random on-site monitoring of vehicular exhaust emissions by specially trained Police personnel perhaps with assistance of CEA, ITI or NBRO. Imposing of legally possible heavy fines or penalties for vehicles not meeting exhaust

25

standards would mitigate the air quality impacts. Moreover development of mass transit and reformulation of diesel oil would be beneficial in the long run to mitigate the rate of SPM emission though air pollution.

6.3.2 Noise

Main Final Trace

Necessary actions need to be exercised in areas having noise sensitive places (i.e. areas, lands or places belong Category B) such as residences and schools as well as in areas having sensitive lands or lands in which serenity and quiet are of importance (i.e. areas or lands belong to Category A) such forest patches, wetlands, etc. in both the combined and final trace since the results obtained using the FHWA model revealed that noise level generation increases with time period due to an increase in vehicular traffic. Table 7.3.2 illustrates the necessary actions to be exercised in certain areas of the road traces.

Table 6.3.2. Necessary actions to control possible high noise levels in certain areas of the final and combined trace in the ADB section Category Description Maximum

Permissible Leq

*

Remedial Measure

Undeveloped lands (Category D)

Paddy, rubber, tea, coconut, water shrubs and marshy areas

- No action necessary

Sensitive areas (Category B)

Schools, religious places, libraries, public meeting, rooms, courts, residences, hospitals, etc.

52 (Interior)67 (Exterior)

Sound barriers and sound installation techniques

Developed lands

Home gardens and other areas not included in the above categories

72 (Exterior)

Buffer zone with luxuriant vegetation and tree canopy layers and sound insulation of affected buildings (Any existing thick and tall vegetation notably shrubs and trees such as weeping willows could be used for this purpose)

* Maximum permissible limits stipulated by the Federal Highway Association of USA (FHWA)Drastic noise level reduction should be practiced by means of noise barriers if necessary together with acoustic insulation of buildings in areas having noise sensitive places such as residences, schools, etc. Construction of thick parapet walls of sufficient height (around 5-5.4 m in height) on both sides of the highway roads to achieve noise attenuations up to around 15-20 dB(A) is one good method of reducing traffic noise

26

transmission to noise sensitive areas (Garg, 1979). However such noise barriers to be built have to be constructed such that there would be no development of cracks or gaps on exposure to sun and rain, and therefore the masonry walls should be finished with render or cement based paint. Any development of cracks and gaps in noise barriers have to be regularly monitored and immediately repaired by the RDA. Alternately concrete or any other type of barrier systems is recommended in places where there is no possibility of having an earthen beam due to lack of space.

Intensive noise reduction programmes will also be necessary in areas where Category A lands such as forest patches and wetlands are occurring. In this respect strict laws pertaining to prohibiting the beeping of horns (especially the large diesel powered vehicles such as trucks, lorries and buses which are known to produce loud and highly irritating noise from beeping horns) with heavy fines has to be imposed by RDA with assistance from mobile Police forces. Also notice boards clearly stating that beeping of horns are prohibited (since a particular stretch in the road trace encounters sensitive lands) have to be properly erected on both sides of the road traces and even in the island stretch of the road traces. Incorporation national policy on vehicle maintenance needs to be based on noise levels is important as a mitigatory measure.

Galle Port Access Road Area

Noise sensitive areas such as schools and religious sites are not encountered in the Galle Port Access Road area. However the provision of noise barriers with proper landscaping using native trees would be necessary in areas such as Nugaduwa where substantial human settlement occurs. The noise barriers to be built have to be constructed such that there would be no development of cracks or gaps on exposure to sun and rain, and therefore the masonry walls should be finished with render or cement based paint. Any development of cracks and gaps in noise barriers have to be regularly monitored and immediately repaired by the RDA. Alternately concrete or any other type of barrier systems is recommended in places where there is no possibility of having an earthen beam due to lack of space.

6.3.3 Traffic Condition

A suitable terminal with bus stops for long distance and local buses as well as parking for three wheelers and other local vehicles must be provided as a road side facility and be properly separated from the Southern Expressway right of way and this connecting road.

27

Redesign the traffic sign layout as it was found that the preset traffic sign lay out is too general and the site conditions have not been taken into account. It should in detail specify the location of all traffic signs and road markings

On-street parking must be controlled that should be limited to exigencies and off-street parking must be provided at pre identified locations.

6.3.3 Road Accidents

1. The safety standards, motor traffic laws or regulations for access controlled highways should be incorporated in the Motor Traffic Act. This is still in draft form.

2. Only roadworthy vehicles should be used during the operation stage to minimize road accidents.

3. In case of an accident the broken crash barriers or breakable posts should be immediately replaced with new ones.

4. All crash barriers, posts etc. should be properly maintained and there has to be a special crew assigned for this work.

5. There will be many breakdowns of vehicles, tyre punctures, vehicle stoppages due to lack of fuel etc. Properly organized automobile service units should be engaged to be in charge of these operations. They should have fully equipped vehicles, towing trucks, trained people etc. to carry out these operations.

6. Telephone facilities should be provided on either side of the road to contact police, ambulance, automobile services etc. during emergencies. It is recommended to have these stations at 2-km intervals.

7. Police vehicles, ambulances, fire engines etc. should be available 24 hr. a day for emergencies, accidents, fires etc. An organization needs to be established for highway surveillance, highway patrol, rescue operations. The police and emergency vehicles should be provided with emergency access and exits in accordance with international standards.

8. At interchanges, a suitable terminal with bus stops for long distance and local busses as well as parking for three wheelers and other local vehicles must be provided as a road side facility and be properly separated from Southern Highway right of way and its access roads.

9. Speed control measures like well designed rumble strips and humps should be implemented in the access roads to Southern Highway.

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10. Due to prevailing security situation in the country, a special police or military force needs to be assigned to protect bridges, culverts, overpasses, underpasses etc. from terrorist attacks.

6.3.5 Garbage Disposal

Garbage Disposal and Street Cleanliness

ADB Section and Galle Port Access Road Area

Arrangements must be made with Local Authorities (LAs) or with private environmental (solid waste) management firms such as Abans Cleantech (PVT) Limited in order to dispose of the municipal solid waste disposed by persons using the highway in a proper manner either by closed trucks or any other means such as semi-automated collection systems or fully automated collection systems (vehicles equipped with “can snatchers”). Proper large bins or containers lined with biodegradable bags (not HDPE or LDPE material for example) must be provided at least every 1 km intervals along with signboards on both sides of the road traces in order to collect all solid wastes until they are taken away. The bins provided must be well closed with lids in order to avoid rummaging by stray dogs or other animals and birds. Further it will lead to keep the flies and other insects out of the area. It should be noted that the garbage bins to be provided should be of different colours with clear instructions and with figures in brief explaining as to what sort of wastes are to be disposed (i.e. for segregation or separation of perishable or putrescible wastes from recyclables). Implementation of heavy fines is necessary is to be carried out by Police personnel for persons involved in careless and open dumping of bottles, cans and other garbage. This is also applicable to persons who throw trash out of car windows, etc.

It is also imperative that the RDA undertake regular surveys pertaining to the adequacy of bins for garbage collection and assess the efficiency of waste management firms or authorities pertaining to the daily collection frequency.

Collection of garbage and cleaning of the road traces has to be done on a regular basis by the LAs particularly during periods of low traffic (e.g. during late night and early morning hours). Regular sweeping of roads using manual labor or mechanical litter collection systems (for example devices having a series of rotating plastic teeth that fling the litter into a collection basket or devices equipped with vacuum arms on a truck to suck up the roadside litter while cruising at highway speed) is recommended rather than flushing with water to effectively remove litter as well as nutrient rich dirt, organic matter and other contaminants, hence more beneficial to avoid contamination of water bodies (which generally occurs from road flushing activities). Further regular sweeping tends to improve the aesthetics of the streetscape and water bodies and prevents blocking of drains and any localized flooding of any nearby waterways.

29

Also organization of information campaigns and community education programme on garbage disposal in roads, streets and highways by the LAS may be a useful strategy to reduce careless garbage disposal.

6.3.6 Transportation of Dangerous Chemicals/Goods

ADB Section and Galle Port Access Road Area

Currently there is no proper legislation in Sri Lanka pertaining to the safe storage and transport of prescribed wastes and hazardous material such as flammable liquids. Therefore strict laws or policies have to be established by the CEA with other relevant government authorities. It is imperative that the following basic measures be implemented to prevent possible spills from hazardous materials transporting vehicles either during periods of material transport or accidents. These monitoring aspects and implementation of laws and regulations need be carried out by specially trained police personnel (preferably police personnel having a good science background) and RDA with assistance from the fire emergency authorities and CEA in the form of regular vehicular checkings, speed monitoring programmes, heavy fines if necessary, etc.

Very stringent speed limits of around 20 km/hr have to be imposed for trucks, containers and other vehicles carrying hazardous material.

The staff and drivers involved in transporting of such material have to be over heavy weight, physically and mentally healthy persons having a valid driver’s license to drive heavy vehicles.

Ensure that vehicles have a valid permit to transport prescribed wastes and hazardous materials.

Ensure that vehicles have a valid registration number and fully insured.

Ensure that drivers and assistants are not under the influence of liquor.

Ensure that vehicles are provided with suitable fire extinguishers which are serviced at regular intervals and ensure that the drivers and their assistants are capable in the use of extinguishers.

The vehicles carrying hazardous material should display clear placards on all sides of the vehicle as to what sort of wastes or chemicals are carried. The placards should clearly state the hazardous nature of the load as the UN Hazard Class and subsidiary risks; for example Class 3 for flammable liquids and Class 8 for corrosive substances. If the waste cannot be classified as dangerous goods (e.g. abattoir effluent, scallop shells, etc.) then the descriptions 30XY or 30XX may be used to designate environmentally hazardous wastes or the numbers UN 3082 (Environmentally

30

Hazardous Substances, Liquid, “not otherwise specified”) or UN 3077 (Environmentally Hazardous Substances, Solid, “not otherwise specified”) may be used instead.

Pressure-relieving equipment and other safety devices fitted to tanks should be in good condition.

Trucks designed to carry solid wastes which may ooze liquid during transport have to be ensured that they are well constructed so as to retain liquids inside the vehicle until they are loaded.

Vehicles transporting liquid wastes have to be ensured that such vehicles are well sealed to prevent spillage or loss of contents; for example discharge outlets should be checked whether they are properly sealed with a blank flange or cap on the outside of the discharge valve).

Open trucks transporting waste or hazardous materials should not be allowed to travel unless such vehicles are well covered to prevent spills, possible dust and vapour emissions, access to flies and birds, etc.

Ensure that hoses are stowed in such a way that no liquid is discharged while transporting.

Also policies should be introduced pertaining to the issuing of waste transport certificates (comprising one original known as White and 4 copies known as Copy 1 or Pink, Copy 2 or Green, Copy 3 or Yellow and Copy 4 or Gold) by the CEA as has been conducted in developed countries such as Australia in order to track down the prescribed waste material from its production to final disposal or treatment (Clarey, 1997). These 5 forms have to be divided into 3 parts namely Part A (to be completed by the waste producer or storer with necessary details), Part B (to be completed, signed and dated by the transporter with necessary details such as permit and vehicle registration number) and Part C (to be completed and signed by a licensed receiver which could be a treatment or a disposal facility). The policy should be such that there has to be a requirement that the original copy (which is to be filled by the licensed receiver on completion of Part C) and copy 1 (which is to be filled by the waste producer with Parts A and B complete) to be forwarded to the CEA within 7 days of transporting the material for the purpose of matching and monitoring of the generation and disposal (i.e. while the other copies 2, 3 and 4 are to be retained by the waste producer or storer, waste receiver and waste transporter, respectively). It is imperative that regular measures be taken to inspect these waste transport certificates (i.e. copy 4 which is to be retained by the waste transporter) from the drivers involved in transporting the prescribed wastes or the hazardous materials.

6.3.7 Landslides and Soil Erosion

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Once the road is in full operation it is expected that most of the slopes will have been made stabilized by turfing, provision of adequate drainage other structural stability measures such as embankment piling etc. as mitigatory measures. However, regular monitoring and preventive maintenance is essential to mitigate sporadic impacts during operation. Great care should be exercised on deep cuts as failure could occur during intense rain events. Adequate maintenance equipment should be made available to deal with such contingencies.

6.3.8 Social and Socio Economic Impacts

The social impacts which are likely to cause to the residents who live close to the road trace could be

1. Noise and vibration

2. Dust from the tarred surface

3. Bisection of social matrix from the road and difficulties of social interaction between relatives, neighbors etc.

4. Possible accidents to inhabitants

5. Flood impacts from extreme events

However mitigatory measures have been suggested to overcome the above impacts. Noise impact could be mitigated by noise barriers, dust impacts from the tarred surface will be very marginal and regular maintenance will prevent the minor impacts, bisection of the social matrix could be mitigated though not fully by the provision of underpasses etc., accidents are avoided by prohibiting the inhabitants to veer into the road area and to use underpasses and provision of culverts, underpasses, large bridges will mitigate flood impacts. Regular preventive maintenance of the road infrastructure is necessary to mitigate the long term impacts.

6.3.9 Other Measures to be Implemented during the Operational Phase

ADB Section and Galle Port Access Road Area

During the operational phase it is anticipated that maintenance construction activities would be required to be conducted depending on prevailing circumstances. For example the frequency of road maintenance would become high depending on the extent of tear

32

and wear or damage, which in turn is dependent on traffic flow. Any impacts arising during these activities could be temporary. Nevertheless the proper solid waste management techniques and the mitigatory measures applicable for the construction phase with reference to minimization or prevention of surface and groundwater quality deterioration, air pollution and generation of high noise levels are also applicable for the maintenance construction activities where deemed necessary and hence such measures should be implemented by the RDA and the contractor. For example very deep excavations have to be avoided unless alternative foundation techniques such as sheet piling, injected bentonite walls have been considered, heavy restrictions have to be placed on any storage of oil or oil rich products and washing of construction vehicles and machinery near water bodies, and the use of high noise generating pneumatic construction equipment should be restricted to day time only. During maintenance construction works environmental monitoring by the RDA and contractor would be of paramount importance to minimize or avoid environmental pollution and generation of high disturbing noise levels. This task should be carried out with assistance from ITI or NBRO throughout the period of the maintenance construction works and depending on the location and complaints made by the local people from their premises.

With reference to management of impacts arising from roadside development activities, imposing strict landuse controls would be of paramount importance. In this respect the UDA should play a major role to implement these regulations.

In areas where the proposed road traces disturb the rustic nature of the landscape, visual intrusion impacts may be minimized by using a greenways concept (i.e. planting with native vegetation). Planting with thick and tall native trees preferably in a zig-zag manner would also be beneficial in the long run to reduce noise and simultaneously to arrest wind induced dust, airborne Pb particles (produced from (C2H5)4Pb added petrol powered vehicles) and gaseous pollutants. Further planted vegetation would intercept rain and decelerate run-off while filtering out sediments, nutrients and heavy metals such as Pb and Zn present in the urban run-off and hence minimize such pollutants present in the run-off from entering any nearby water bodies. In this respect it is also desirable that the vegetation to be planted are native trees and deep-rooted shrubs that could use significant quantities of sub-surface waters so that the quantity of pathogens, nutrients, salts and other contaminants entering any nearby water bodies by this pathway could be reduced.

7.3 Further Studies Needed

It is recommended to undertake action oriented studies to support the Social impact management process of the project. It will help in two ways for the project developer (RDA):

33

Generate useful information for making effective decisions to carry out/manage the social impact mitigation process and facilitate the implementation of the on going development project.

It will also provide generic lessons for RDA to replicate/apply in other similar road development projects in the country.

In this context the future studies recommended are:

Action oriented study to document the social impact mitigation process undertaken by the different institutions and also assess the strengths and weaknesses of the process. (Provide frequent feedback to the relevant stakeholders on the process monitored and recommend corrective measures for redirecting the project decisions/ actions)

It is recommended to undertake multidisciplinary action research program by experts in different disciplines (Agriculturists, Engineers, Sociologists, Policy makers etc) to find environmental and social impacts of the project in order to provide necessary information for stakeholders and decision makers and also to gather knowledge for future programs.

Periodic counts on the migratory birds that visit the Panape wetland is recommended as an indicator of the quality of the environment.

Bio Diversity- Impacts on Fauna

During the operation phase it is appropriate to monitor the mobility of fauna, type of accidents, sensitivity to noise levels, etc. across and in the vicinity of the road trace. This information is very relevant to identify the new impacts on fauna because of the road trace and to design suitable further mitigatory measures.

Social Aspects

The measures suggested in Section 7.3.8 should be implemented as further studies.

Hydrology & Drainage

Drainage monitoring should be undertaken during the monitoring stage. There are two very important aspects to be monitored.

(a) The longitudinal drainage on the paved road surface- In this case the adequacy of the side drains, runoff inlets etc. should be monitored at selected locations. This will help identify the future impacts and to provide mitigatory measures such as increase of side drain widths, increase the number of runoff inlets etc.

34

(b) The cross drainage through culverts bridges and during extreme events through underpasses.- Careful monitoring will give an idea of the adequacy of the structures to cater to general annual runoff cycle and to the extreme events. It is essential that all culverts bridges should be able to pass the annual runoff without any drainage congestion. If deficiencies are found suitable mitigatory measures such as provision of additional culverts, clearing the lead away drains could be adopted.

35

6.5 Summary

6.5.1 Mitigation of Social Impacts

No Potential Impacts Existing mitigation Measures (if any)

Additional Mitigation Measures

1 Lost of income from crops, lost of long standing properties.

Monitoring the impact on income, supporting to reestablish livelihood system

Continuation of existing monitoring activities and establishment of GRC (Grievances readiness committee)

2 Lost of income, lost of long stranded residences, psychological impact

Providing infrastructure (physical, economic and social) at the resettlement sites.

GRC, monitoring the adequacy of infrastructure and other supports

3 Dust, noise and other disturbances to the communities

On going monitoring and attending the community problem

Improve and intensify the RDA M&E process

4 Dust, noise, access difficulties (routine travels and to the special locations)

On going M&E program, process of attending to community grievances

The continuation of existing M&E program. Improve and intensify the effectiveness of M&E activities

5 Noise, accidents, access difficulties

No yet implemented Recurrent surveys for identifying the problems

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6.5.2 Mitigation of Hydrological Impacts

No

Proj

ect A

ctiv

ities

Pote

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l Im

pact

s

Pote

ntia

l loc

atio

n w

here

th

e im

pact

s will

be

occu

rred

Exis

ting

miti

gatio

n M

easu

res (

if an

y)

Add

ition

al M

itiga

tion

Mea

sure

s

Miti

gatio

n C

osts

Party

who

impl

emen

t M

itiga

tion

Mea

sure

s

Party

who

supe

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ed th

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plem

enta

tion

of

miti

gatio

n m

easu

res

Embankment Construction

Drainage congestion, upstream flooding & ponding

In all low lying areas as given below.

Provision of temporary culvert crossings

Enlarge the size of temporary culverts,

Contractor RDA & Consultant

Temporary and permanent drainage crossing construction

Drainage congestion, upstream flooding & ponding owing to lack of leadaway drainage path connection

In all low lying areas.30+770, 33+000, 35+000,39+360,35+000-36+000

None Systematically study the location & nature of drainage paths & establish leadaway connections.

Contractor, Consultant

RDA & Consultant

Embankment construction

Eroded soil from soil dumps getting deposited in paddy field, drainage paths etc.

35+700, 35+00,37+900,42+000,42+000-49+000

None Cover soil dumps with thick polythene sheets, establish temporary drain paths,

Construction of the road across irrigation schemes

All the impacts stated above. Inconvenience to farmers. Bisection of irrigation schemes

36+100,37+900, 39+600,40+980, 30+770, 33+000, 35+000,39+360,35+000-36+000

Coordinate with the District Irrigation Engineer & implement

Analyse stakeholder complaints systematically, appoint a committee with District Irrigation Engineer

DIE, DS,GS, ID, ASD, PS, Contractor

RDA & Consultant, ID & DIE

37

suggested changes.

(DIE), Divisional Secretary (DS), Grama Sevaka(GS), Pradeesheeys Saba(PS), Irrigation Department(ID) & Agrarian Service Department (ASD) reps & effect suitable changes. Re lay the irrigation canal network.

Culvert Crossing construction

Flooding owing to inadequate culvert size

Galle Port Access 0+500 (Lunuwila Ela crossing)

Redesign the culvert

Redesign the culverts with increased return period.

Consultant

RDA

Preparation of deep cuts

Groundwater depletion of close by wells

20+950RHS, 19+500LHS,18+050LHS,17+500RHS,17+600LHS,16+100RHS,11+950LHS

Carry out monitoring

Carry out intensive groundwater level monitoring & rainfall depths

RDA & Consultant

RDA

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6.5.3 Mitigation of Aesthetic Aspects

No Project Activities

Potential Impacts

Potential location where the impacts will be occurred

Existing mitigation

Measures (if any)

Additional Mitigation Measures

Mitigation Costs

Party who implement Mitigation Measures

Party who supervised the implementation of

mitigation measures01. Earth cut

& fill during cons. Stage

High Impact during cons.

High impact areas No Application of engineering Measurements

- Contractor / RDA Consultant

RDA / Prof. Institute

02 Rock blasting during cons. Stage

High Impact during cons.

Quarry sites Visual Supervision only

Noise & dust - Contractor / RDA Consultant

RDA / Prof. Institute

03. Reloading materials

Intermediate impact

Storage yards Visual Supervision only

Dust & air pollution - Contractor / RDA Consultant

RDA / Prof. Institute

04. Bill Boards

Low impact Near Town Centres No Visual Supervisions - RDA UDA / Prof. Institute

05. Road Side Lighting

High impact Town Centres No Light Intensity - RDA / CEB UDA / Prof. Institute

06. Soft Buffer zone planting

Low impact High sensitive areas No Physical Measurements

- CEA / RDA UDA / Landscape unitProf. Institute

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REFERENCES – CITED BY RESOURCE PERSONS

Clarey, 1997. Integrated Management of Hazardous Materials – Part 2. Deakin University Press, Geelong, Australia.

Garg, S.K., 1979. Sewage Disposal and Air Pollution Engineering – Environmental Engineering (Vol. II). Khanna Publishers, Dehli-110006, India.

Sengupta, P., N. Saikia and P.C. Borthakur, 2002. Bricks from petroleum effluent treatment plant sludge: properties and environmental characteristics. Journal of Environmental Engineering, 128: 1090-1094.

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