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Technical Report
Environmental impact assessment for harbour development in Fainu Island, Raa Atoll
(2014-12) Maldives Energy and Environmental Company
The proponent of R. Fainu harbour development project is the Ministry of Housing and Infrastructure. The Ministry is the government's responsible body for the development and regulate the housing and infrastructure of the country. Maldives Transport and Contracting Company (MTCC) has been contracted to undertake the harbour construction work in K Fainu. Maldives Energy and Environmental Company (MEECO) has been contracted to provide preparation services of an Environmental Impact Study (EIA) by (MTCC) for the development of a harbour in IL Fainu Island to accommodate easy access and provide mooring facilities for the vessels. The assessment addresses specific key issues stated in the Terms of Reference (TOR) as agreed between EPA and the Proponent following the Scoping Meeting held on the matter. The Government started development of a harbour in R. Fainu in early 2011. Harbour dredging work started in 2011 but mid-way through the project the dredging work was stopped and the contactor pulled out their equipment after a contractual dispute. The company left creating a mass with uncompleted work and piles of sand and dredged material gathered at the fringes of the dredged areas. Due to this the sand piles accumulated at the harbour area gradually inundated, eroded and spread on the on the reef and lagoon and deposited making the harbour shallow and unusable. At present, apart from a narrow strip, most of the dredged area is completely filled with and remaining deeper areas are hardly usable for mooring vessels. The need for a proper harbour for the island has been recognised by the government and decided to develop a new harbour west of the existing dredged area to provide safe passage and shelter for the vessels operating to and from R. Fainu Island. The study investigates impacts associated with the dredging of R. Fainu harbour basin, entrance channel, harbour protection; tinctures and areas for disposal of dredged material. Also the impact of uncompleted dredging and harbour development work to the reef and lagoon of R. Fainu Island. The proposed harbour has a width of 200ft and a length of 305ft and an entrance channel which will be cut through the reef into the atoll lagoon has a width of 18m and a length of 60m. The harbour basin will be dredged to maintain an avenge depth of -3m with respect to the MSL. A total of approximately 15,000 cubic meters of dredged material is expected to be produced. This material will be used for reclamation on both eastern and western side of the harbour and excess will be used for the nourishment of the beach on the east coast of the island which at present is undergoing severe erosion. The environmental baseline of the island has been established in the approved EIA report of Fainu Island prepared in 2010. Main focus this reports is to document the changes that occurred after the harbour dredging activities conducted in 2011. This EIA has been carried out on the basis that it is necessary to carry out harbour development project at R. Fainu to facilitate socio-economic development and easy access to the island. The project has a number positive and negative impacts. The negative impacts can be effectively mitigated through right actions and implementation of the monitoring plan.
Technical Report
Environmental impact assessment for rehabilitation and repair of harbour at Inguraidhoo Island, Raa Atoll
(2015-08) Maldives Energy and Environmental Company
1. The Ministry of Housing and Infrastructure requested the services of Maldives Energy and Environmental Company (MEECO) to provide an Environmental Impact Study (EIA) for the rehabilitation and repair of the harbour, Inguraidhoo Island, Raa Atoll, Maldives. 2. The assessment addresses specific key issues stated in the Terms of Reference (ToR) as agreed between EPA and the Proponent following the Scoping Meeting held on the matter. 3. Inguraidhoo harbour was developed in 1998 by dredging into the island from the original coastline of the Island to create the required space for the harbour basin. Since then there was a major repair done in the year 2005, however, the repair and maintenance activity for the harbour had been performed was not adequate. Moreover, the island envision of expanding the basin to cater to the growing demand of increasing vessels in the island. 4. Inguraidhoo has a registered population of 1,842 people. Due to the poor design and workmanship during the construction of its existing harbour, it has failed to provide much anticipated protection and safety for the travellers and vessels. Consequently, the people of the island have suffered enormously. The present entrance channel creates dangerous situations particularly during the rough weather conditions. There had been several incidents of damages to the vessels, people and to property while trying to pass through the channel. In addition to the problems caused due to the deterioration of the breakwater, the original height of the seawall is not adequate to prevent overtopping of waves into the harbour basin creating very rough conditions during bad weather. Similarly the low height of the quay wall allows overtopping of waves into the coast causing flooding. 5. In order to alleviate the above problems the Proponent intends to rehabilitate the breakwater, extending the breakwater to provide protection for the harbour entrance, constructing revetment on the northern and southern ends of the harbour adjoining the land, maintenance dredging of shallow areas within the harbour basin and the entrance channel. 6. The Consultants assessed the potential environmental impacts using sound scientific methodology, literature review and experiences from the past projects of similar nature. In addition views and opinions of the key stakeholders have been reflected in the report. The main findings have been summarised in the following sub-paragraphs. a. Due to the critical role the harbour plays in the socio-economic development of the island, the existing problems associated with the harbour need to be addressed as a matter of priority. b. Environmental impacts assessment carried out for the project indicates that the project can be successfully implemented without an irreversible significant damages to the environment and that the socio-economic benefits to the community and the region far outweighs minor damages that may arise out of the project. c. The project, however, has inevitable low magnitude negative impacts, including, sedimentation over parts of the reef, noise and vibration due to piling and construction activities, pollution from solid and hazardous waste. Hence, the project shall put in place the mitigation measures prescribed in the report while undertaking the project activities. 7. The Inguraidhoo harbour maintenance and rehabilitation project is of utmost importance to the people of the island. The project is in line with the government’s policies and can be implemented in fully compliance with the relevant laws and regulations. The Proponent has given full commitment to undertake mitigation measures given in the report during the project implementation. Hence the negative impacts can be effectively mitigated through the prescribed actions and the project could be implemented successfully.
Technical Report
Environmental impact assessment for the proposed dredging of harbor and entrance channel at Gdh. Fiyoari
(2016-01) Maldives Energy and Environmental Company
1. This report provides the finding of an environmental impact assessment conducted for a dredging project in G DH.Fiyoari, devised by Ministry of Housing and Infrastructure (MHI) in accordance with the Environmental Act and EIA Regulations 2012. The report was compiled by Maldives Environment and Energy Company (MEECO) to fulfil the requirements of law. The main objective of the project is to ease accessibility to the island. 2. In recent times, the harbour in Fiyoari, has become one of the biggest contributors to the local economy. An ice plant managed and run by Kooddoo Fisheries provides ice and water to fishing vessels that regularly birth at Fiyoari. The harbour is also frequented by safari vessels enroute to the surfing point located at the western coast of Fiyoari. The demand for the harbour has resulted in the harbour becoming congested and shallow areas ‘giri’ that exist within the basin has made navigation and access difficult. 3. The proposed project encompasses dredging shallow areas from the harbour and entrance channel. The dredging is aimed at removing all the shallow areas in an area of 25,699 m2 from the harbour basin and 5,350 m2 from the entrance channel. Surveys concluded that a total of 11,800 m3 of dredge material would be obtained as a result of dredging these areas to – 3 m MSL. 4. Bathymetry surveys showed that two areas were shallower than – 3 m MSL in the proposed project area. They were a 2,642 m2 shallow giri in the harbour basin close to quay wall and a 1,650 m2 strip of shallow area at the southern side of the entrance channel. However, study area bathymetry and stakeholder consultations revealed that the proposed project area did not encompass all the significant shallow areas which were highlighted to cause navigational difficulties. Two main shallow areas were identified in the basin outside the project area which are shallower than – 3 m from MSL. These areas have been marked in the report. 5. Use of dredge material in the ongoing sports arena construction project at Fiyoari was determined to be the best option. 6. Environmental impacts were identified and assessed for both the construction phase (dredging) and operational phase of the project. The negative impacts of the project would be felt exclusively on the marine environment during the dredging phase of the project. No significant negative impacts have been identified due to the small scale of the project. Following careful evaluation of the minor negative impacts, appropriate and practical mitigation measures have been proposed to reduce these negative impacts. Significant positive impacts were identified for the implementation phase of the project. The project would not only address difficulty in navigation but it will also boost the economy of the island. Alternatives to the current scheme have also been provided in the report with their advantages and disadvantages discussed. 7. The Proponent, Ministry of Housing and Infrastructure is committed to undertake the necessary mitigation measures and monitoring during all stages of the project. The project is in line with the national development polices of the government and planned to be executed in compliance with the relevant laws and regulations of the Maldives pertaining to conservation of the environment. 8. In conclusion, this EIA has looked into the key factors that shall be taken into account during construction and operational stage of the project. Even though this project does have significant environmental impacts to the immediate marine environment, with appropriate measures, those negative effects can be mitigated to an acceptable level. It is also worth highlighting significant positive impacts that the project is expected to bring to the community would translate into improved living conditions and overall social well-being of the community.
Technical Report
Environmental impact assessment for the proposed jetty construction at Fohdhoo, Noonu Atoll, Maldives
(2016-01) Maldives Energy and Environmental Company
The Ministry of Housing and Infrastructure requested the services of Maldives Energy and Environmental Company (MEECO) to provide an Environmental Impact Study (EIA) for the construction of a jetty at Fodhdhoo Island, Noonu Atoll. The assessment addresses specific key issues stated in the Terms of Reference (TOR) as agreed between EPA and the Proponent following the Scoping Meeting held on the matter. This EIA report was prepared for the fulfilment of the requirements of the Environmental Impact Assessment Regulations, 2012 with the purpose of conducting an assessment of possible impacts on biophysical and human environment arising from proposed development project. The project is proposed by Ministry of Housing and Infrastructure, Maldives. The proposed jetty construction project include the following components; 1.Dismantling of the existing jetty 2.Dredging of a 122m by 50m basin around the jetty 3.Construction of a concrete access deck and a cargo loading/unloading area 4.Construction of a timber deck extension for passenger transfer 5.Leveling of roads using dredge material The proposed jetty construction project at N. Fodhdhoo has been identified as an important and a justifiable project from a socio-economic perspective as well as to achieve the government’s objective of facilitating easing transport to and from the island. The existing jetty at the island is seriously damaged, presenting various operational difficulties and safety concerns to frequent jetty users. The construction of the proposed jetty at the island will greatly improve the only transportation facility at the island. This EIA has been compiled using environmental information obtained during a field visit to the island by a team of consultants. The EIA has also incorporated the views and opinions of relevant stakeholders at the island obtained through consultations. In addition, the report looks into the possible environmental, social and economic impacts that may arise from implementation of the proposed project. The Environmental impacts assessments carried out for this survey employed sound scientific methodologies and experience of the consultants. The project is expected to have some temporary and permanent negative environmental impacts and temporary socio-economic impacts during the construction phase of the project. Most of the expected adverse environmental impacts can be minimized by following the measures proposed in this EIA, except for the permanent loss of coral reef from the proposed dredge area. The temporary socio-economic impacts during the construction phase will present difficulties to the residents of the island, though some can be effectively mitigated by following the measures proposed, while all these issues are expected to be resolved once the jetty comes into operation. Overall, most of the impacts are expected to be short-lived and only significant during the construction phase of the project. On the other hand, the socio-economic factors will greatly improve during the operational phase of the jetty as a result of the improved facility. Based on the results of the assessments, this EIA study concludes that with the proposed mitigation in place, the project is justifiable, would be environmentally acceptable and could proceed in compliance with the relevant environmental legislations and regulations. In this EIA, the consultants have proposed an Environmental management plan to ensure that the construction phase of the project does not cause major unexpected impacts on the environment as well as to ensure that the proposed measures are working effectively to safeguard the environment.
Technical Report
Environmental impact assessment for the proposed land reclamation of Guarantee Fibreglass Fabrication plot at Thilafushi
(2016-01) Maldives Energy and Environmental Company
1. This report provides the finding of an environmental impact assessment conducted for a reclamation project in K. Thilafushi, initiated by Guarantee Fibreglass Fabrications in accordance with the Environmental Act and EIA Regulations 2012. The report was compiled by Maldives Environment and Energy Company (MEECO) to fulfil the requirements of law. The main objective of the project is to ease accessibility to the company’s facility and alleviate congestion at the facility due to lack of space. 2. The marine industry, and marine transportation is a crucial sector to the national development. This sector has been rapidly expanding in recent times as local tourism had kick started in the country. With the need for better and streamlined sea transportation mechanisms to connect inhabited islands where local tourism are flourishing, Guarantee Fibreglass Fabrications has experienced an insurgence of demand. With high demand comes the need to expand the current production facility and provide better services to clients. This has become a limitation to the company as the total area (65,000 ft2) allocated and leased to the company by Thilafushi Corporation Limited was found to be inadequate to meet these needs. The eastern plot leased to the company included a very shallow water body of approximately 537 m2. Guarantee Fibreglass Fabrications, dredged this area and constructed a breakwater to develop an enclosed harbour to use it as an access point to their facility and to dock company vessels. However, with the expansion of industrial activities at Thilafushi, more plots were leased to companies which created congestion in the harbour. Issues of accessibility and inadequate space at their production facility prompted the company to construct a better accessibility facility and to reclaim the dredged harbour area to capitalise on the extra space it would create. 3. In order to solve, the issues of accessibility, congestion and unauthorised access to the harbour area, the proposed project includes reclaiming the harbour area that measures 17X30 m. The amount of fill material required for the proposed reclamation was calculated to be 1,700 m3 4. Environmental impacts were identified and assessed for both the construction phase (reclamation) and operational phase of the project. The project would result in permanent loss of a relatively small lagoon space. Reclamation would also result in sedimentation and degradation of water quality and relocation of vessels anchored at the location. Due to the small scale of the project, and that fact that the project environment has been heavily modified, with no live corals and very limited fish life, it is evident that the project would not result in loss of an ecologically important environment. Sedimentation as result of reclamation was found to be the most important environmental impact of the project. However, this will be contained as reclamation will be carried out after sheet piling the reclamation area. Significant positive impacts were identified for the implementation phase of the project. The project would not only address difficulty in accessibility but it will also aid the economic growth of the company and contribute to the wider economy of the nation. Alternative reclamation methods have also been proposed in the report with their advantages and disadvantages. 5. Baseline and acceptable thresholds have been established for monitoring any unforeseen negative effects of the project in the surrounding environment by establishing control points. Should the recommended thresholds exceed, the project shall temporarily cease, the casue of the problem shall be recognised and additional corrective measures shall be undertaken after consultation with the Project’s environmental consultant. 6. The Proponent, Guarantee Fibreglass fabrication is committed to undertake the necessary mitigation measures and monitoring during all stages of the project that has been proposed in the report. The project is in line with the national development polices of the government and planned to be executed in compliance with the relevant laws and regulations of the Maldives pertaining to conservation of the environment if implemented in accordance with the report. 7. In conclusion, the project is expected to generate economic and social benefits while as per the assessment, carrying out the project would not result in loss of environmentally sensitive or unique habitat. Since all identified negative effects of the project can be mitigated by practical measures, it is concluded that the project can proceed as planned.
Technical Report
Environmental impact assessment for the proposed multi-storey building at H. Blue Haven Malé City, Maldives
(2016-03) Sandcays
This report discusses the findings of an Environmental Impact Assessment (EIA) carried out for the proposed 13-storey building at H. Blue Haven, Malé. The project is proposed by the Ministry of Housing and Infrastructure. EIA is required for buildings with basements or foundations that are laid below 1.8m from the ground, as per the EIA Regulations of the Maldives and all amendments to it up to date. The main objective of the EIA is to identify potential impacts of excavation, construction of foundation and dewatering and consider mitigation measures that may be adopted. In addition, the EIA would also consider other construction phase and operational phase activities such as waste management, energy and water supply although they are not directly related to the scope of the EIA. Demolition of the existing single storey building has been completed, and demolition impacts have not been covered in the EIA in detail. The project is to commence as soon as the EIA is approved and the duration of the project is estimated to be 716 days with the project completion targeted to end of Feb 2018. Substructure works, which is considered to be the most sensitive component (socially and environmentally), is expected to be completed within two months. The critical elements of excavation and dewatering are expected to be completed within 80 days. Therefore, the project has a critical impact timeframe of less than 4 months. Environmental assessment for building construction in Malé City was enforced following incidents of cracks in neighbouring buildings and vibration and noise-related inconveniences which occurred when deep piling was undertaken for the construction of the 15-storey building in Athireege-aage. Based on this incident, deep piling is considered unsuitable for the congested Malé. Therefore, the most commonly adopted method of raft foundation will be adopted in the construction of the proposed multi-storey building at H. Blue Haven. This method distributes the load from a structure over a large area, minimizing the pressure on the base. This method of foundation is ideal for loose soils with low bearing capacity. However, since the soil of Malé with well-compacted heterogeneous material provides very good base for such foundations, there would be minimal disruption to adjoining structures. It is believed that Blue Haven is on the original natural land of Malé, however even if it were on reclaimed land, the foundation will be the on the original seabed and naturally compact conditions would prevail. The proposed depth of the foundation for H. Blue Haven is at 2.65m below the existing ground level or road level. This depth is not considered to have major adverse impacts due to excavation given that the soil has good bearing capacity. The main concern in excavating to this depth is the safety of the adjacent structures. However, there are no structures adjoining the proposed building or plot and roads surround the entire plot. Furthermore, adequate space is left between the proposed building and the roadside providing a wide walkway. Therefore, there may not be a need for foundation protection for adjacent buildings. Nonetheless, foundation protection would be provided as required and care will be taken during excavation and dewatering, especially during rainy season. For dewatering, there are two options: (1) Malé Water and Sewerage Company (MWSC) installs a purpose built catchpit connecting to the main sewerage network and the Contractor pumps effluent from the dewatering process into this catchpit using multiple pumps at designated locations, or (2) Maldives Roads Corporation (MRDC) lays a pipeline to the harbour or sea through which the dewatering effluent is pumped to sea. In the latter case, the effluent discharge to sea can be easily visible if discharged into the harbour but may not be so if discharged to sea off the harbour. Therefore, if this option were to be chosen, the discharge shall be off the harbour into the sea. Since dewatering is required throughout the process of laying the foundation, it will be continuous and irrespective of tide. In fact, tidal influence on the groundwater table has been seen to be very little or negligible in most of the larger islands. General construction machinery including a small excavator, hydraulic crane, lorry, fork lift, dump truck, and backhoe loader would be used in addition to concrete machines and other tools and machinery. Excavator, lorry and backhoe loader would be used mainly during the excavation stage while the hydraulic crane would be used for laying concrete works on the top floors. In Malé, this is carried out during the night to minimize disturbance to day time activities and traffic flow. However, there would be some degree of noise disturbance to neighbouring residential buildings, which would be less given that most of the buildings in the vicinity are for institutional use. During excavation, excavators and lorries will work inside Blue Haven plot except for some minor works on the roadside. Soil that is excavated is expected to be mainly fine sand free from debris and soil would be segregated and debris and contaminants removed for use in backfilling. Demolition has been completed quite some time ago. The plot has been vacant for quite some time. Demolition is not within the scope of this EIA. Cement dust during concrete works is expected to be less of an issue compared to demolition dust and dust during sanding of walls. All these dust-prone activities are expected to be carried out with caution to minimize dust levels in the area. During concrete works, concrete machine and mobile telescopic crane will work from the road and appropriate road blocks, safety and traffic diversion measures will be implemented according to the requirements/recommendations of Ministry of Housing and Infrastructure/Malé City Council and Traffic Police. Safety measures within and outside the premises will be ensured during demolition of existing building until the end of construction phase. The project plot is one entire block and does not have any other buildings in the block. On the west is Sosun Magu, which is a wide road and another wide road on the north (Ameer Ahmed Magu) and two narrow roads namely Roashanee Magu and Roashanee Hingun on the south and east respectively. The block on the east of the plot followed by Roashanee Hingun is the most congested block with a complex array of single and multi-storey buildings. Similar congestion occurs on all sides although there is a mosque on the north and a school opposite the northwest. Previously, the Blue Haven plot was a recreational center for government emplyees named as Sarukaaru Muvazzafunge Naadhee and the place is often referred to as Naadhee. There was a two storey building and large open space for badmington and other outdoor sports activities. There are several large trees, which have been kept when the building was demolished and plot cleared in preparation for the proposed building. Due to the congested nature of Malé and the area surrounding the project site, the condition of neighbouring houses was considered including condition of the structures, condition of groundwater (if groundwater is used) and living conditions to some extent. It has been identified that most of the buildings are old, single-storey or two-storey buildings and have several cracks due to ageing and settlement (mainly on the ground floor in high rise buildings) but could not have been subjected to vibration impacts in the past. There is no structural damage in the existing multi-storey buildings. Traffic in the area was considered important and was assessed to be similar to other areas of Malé. Traffic and pedestrian numbers increases in the evening after 1600hrs because people are usually out during the evening to cool off. Furthermore, traffic is also a concern in the areas due to the institutional nature including Majeedhiyya School, the mosque and the Maldives Islamic Bank Head Office opposite the northeast corner. The two main road on the north and west are two-way roads while those on the south and east are one-way roads. The one-way roads may make traffic diversions during the construction phase easier. All parking spaces are nearly full throughout the day mostly with parked motor cycles. Private cars are becoming increasingly common in Malé today, therefore, getting parking space on the road is also becoming increasingly difficult. In terms of living conditions in the vicinity of the project site, most of the houses have congested living conditions except for some multistorey buildings. Groundwater is still quite commonly used in households for washing, flushing and other non-potable uses. Noise levels in the area are much higher than expected and average noise levels during day time as well as night time surpasses acceptable international standards for residential areas. There are also noise sources in the vicinity such as the busy harbour which add to the background noise levels of the area. While the project is primarily targeted at middle to high income category housing needs, the primary objective of the development is to meet the housing needs of an ever-increasing population of Malé, provide adequate and affordable housing and to improve living conditions in Malé. The living environment in Malé is in grave condition with building after building without any space except public spaces and roads. Most of the single storey houses and some of the multi-storey buildings have congested living spaces. With a population density of 18,000persons/square kilometer of land area, and thousands of vehicles, Malé needs vertical growth and with increasing land value multi-storey buildings with adequate parking spaces in the building is an important aspect of development in Malé. Furthermore, the project also aims to meet election pledges as well as to provide luxury apartments to meet the growing demand for luxury apartments. The overall environmental and social impacts of the projects have been assessed and impacts are considered to be low magnitude and of minor significance. The negative environmental and social impacts of the development are also mainly short-term while the positive socioeconomic impacts of the project are long-term. Therefore, the overall impact of the proposed projects is greatly positive resulting mainly from improved living spaces and economic benefits, both direct and indirect. There would also be direct and indirect employment opportunities in the planning/design phase, construction phase as well as operational phase of the project. The socio-economic benefits of the project can be considered to outweigh the negative impacts of the project. The main potential impact of building projects in Malé would be possible damage to neighbouring structures due to vibration and weakness to substructure caused by soil movement due to deep excavation and dewatering. However, in this project, these impacts are negligible since the building footprint and subsequent excavation area is at a considerable distance from the road and especially any structures in the vicinity. Disturbances to neighbours is an inevitable impact that will have to be minimized by taking appropriate measures to minimize nuisances such as noise and controlling dust and taking safety precautions. The construction staff needs to know about the importance of minimizing noise and dust and neighbours shall be made aware of the nature of works and potential disturbances. A grievance redress mechanism would have to be in place and made known to neighbours. Such a mechanism has been proposed in the report. Impacts due to dewatering is not expected to be felt on adjacent buildings since the buildings are at a considerable distance and vertical movement in soil would be small during excavation. Impacts of excavation and dewatering include loosening of subsoil and reduction in bearing capacity of the soil. This would generally occur in loose soil but not in compact sandy soil, as found in the project site, which is considered to be part of the original island of Malé. Sand particles have irregular shapes and sizes, therefore, it is well locked in place giving it a good load bearing capacity. Since the excavation is not too deep (less than 3m from the ground surface), excavation would not have major impacts on the adjoining structures/buildings. The drawdown caused by dewatering on the water table is not expected to cause any loosening of subsoil in the area, since dewatering occurs at a shallow depth from the water table. However, there may be an impact on neighbouring wells. The superficial groundwater lens will become saline due to drawdown. The current practice of using several small pumps instead of small number of large pumps minimizes such drawdown and there would be minimal impact on neighbours’ use of groundwater. However, this has to be monitored for the adjoining wells and provisions made to compensate for any drawdown effects. There are a few freshwater dependent trees in the area, which are at a distance from the project and would not be adversely affected due to salinization of the water lens. Yet, appropriate mitigation of the impact by watering the trees including salt tolerant trees such as Burmese rosewood (ofi eley) trees and banyan tree in the project site regularly during the course of the dewatering works has been recommended. Atmospheric pollution due to concrete mixing works on site, cutting tiles, grinding and sanding of walls and timber works are of concern. Often only interior walls undergo smoothing by sanding and this process occurs within confined space. Carpentry works on site would be limited. Yet, it is often the case in Malé that interior finishing works are undertaken at night and with current regulations allowing noisy operations until midnight, there are certain disturbances that has to be minimized, especially given that the project happens in a mixed residential area. Other mitigation measures for the proposed project would be to design for maximum natural ventilation and light, design for optimal efficiency of building while minimizing on losses such as excess concrete as in some of the recent buildings, minimizing and taking care in dusty operations, taking heed of noise during school hours and prayer times as well as night time and keeping the work areas safe and clean. The overall impacts of the proposed project are largely positive with some minor negative impacts. Yet, environmental monitoring has been proposed in order to ensure the effectiveness of the proposed impact management and mitigation measures. The proposed monitoring programme considers engineering inspection during foundation works, groundwater quality changes and availability during dewatering (if necessary), dust and noise during construction, complaints/grievances, waste management measures including management of excavated sand, and provision of personal protective equipment as well as incidents/accidents at site. In conclusion, it appears justified from a socio-economic and environmental point of view, to carry out the proposed project.
Technical Report
Environmental impact assessment for the proposed multi-storey building at M. Odeon, Plot no: 263, Malé City, Maldives
(2016-03) Sandcays
This report discusses the findings of an Environmental Impact Assessment (EIA) carried out for the proposed 12-storey building including at H. Odeon, Malé. The project is proposed by the Ministry of Housing & Infrastructure. EIA is required for buildings with more than 10 floors and foundations that are laid below 1.8m from the ground, as per the EIA Regulations of the Maldives and all amendments to it up to date. The main objective of the EIA is to identify potential impacts of excavation, construction of foundation and dewatering and consider mitigation measures that may be adopted. In addition, the EIA would also consider other construction phase and operational phase activities such as waste management, energy and water supply although they are not directly related to the scope of the EIA. Demolition of the existing single storey building has been completed, and demolition impacts have not been covered in the EIA in detail. The project is to commence as soon as the EIA is approved and the duration of the project will not be more than 36 months. Substructure works, which is considered to be the most sensitive component (socially and environmentally), is expected to be completed within two months. The critical elements of excavation and dewatering are expected to be completed within three to four weeks. Therefore, the project has a critical impact timeframe of less than 2 months. Environmental assessment for building construction in Malé City was enforced following incidents of cracks in neighbouring buildings and vibration and noise-related inconveniences which occurred when deep piling was undertaken for the construction of the 15-storey building in Athireege-aage. Based on this incident, deep piling is considered unsuitable for congested Malé. Therefore, the most commonly adopted method of raft foundation will be adopted in the construction of the proposed multi-storey building at H. Odeon. This method distributes the load from a structure over a large area, minimizing the pressure on the base. This method of foundation is ideal for loose soils with low bearing capacity. However, since the soil of Malé with well-compacted heterogeneous material provides very good base for such foundations, there would be minimal disruption to adjoining structures. Since Odeon is on the original land of Malé close to the original shoreline, therefore, the foundation will be the on the original seabed and the same conditions would prevail. The area is also of compact nature as this is close to the rim reef of the island and material is well compacted. The proposed depth of the foundation for M. Odeon is at about 2.8m below the existing ground level or road level. This depth, which is greater than that of a typical building, is due to the size of the plot and height of the building. The ground floor will have retail space and parking areas. Parking is becoming an important requirement due to the parking difficulties in Malé. The main concern in excavating to this depth is the safety of the adjacent structures, most of which are old and do not have a proper sub-structure. Therefore, appropriate protection measures have been considered during the excavation, dewatering and foundation works. It is usual practice to provide a retention structure to prevent the foundation of other buildings from collapsing during excavation and the same methodology is proposed for this project. For dewatering, the current practice is for Malé Water and Sewerage Company (MWSC) to install a purpose built catch pit connecting to the main sewerage network and for the Contractor to pump effluent from the dewatering process into this catchpit using multiple pumps at designated locations. Since dewatering is required throughout the process of laying the foundation, it will be continuous and irrespective of tide. In fact, tidal influence on the groundwater table has been seen to be very little or negligible in most of the larger islands. Heavy machineries that will be used in the construction include excavator and lorry for demolition and excavation including demolition and excavation waste disposal and concrete machine and large crane for concrete works on top floors. During excavation, excavators and lorries will work inside Odeon plot except for some minor works on the roadside. Soil that is well segregated and free from debris and contaminants will be used in backfilling. Demolition has been completed quite some time ago and is not within the scope of this EIA. The plot is empty and grass has grown at the back of the plot indicating that the plot has been vacant for quite some time. Cement dust during concrete works is expected to be less of an issue compared to demolition dust and dust during sanding of walls. All these dust-prone activities is expected to be carried out with caution to minimize dust levels in the area. During concrete works, concrete machine and mobile telescopic crane will work from the road and appropriate road blocks, safety and traffic diversion measures will be implemented according to the requirements/recommendations of Malé City Council and Traffic Police. Safety measures within and outside the premises will be ensured during demolition of existing building until the end of construction phase. The project location is congested with mainly multi-storey buildings and a few single storey buildings of less than 5 storeys. There is hardly any vegetation in the area except for a mango tree on the west of the plot and a couple of Burmese rosewood (ofi eley) on the road side. Due to the congested nature of Malé and the area surrounding the project site, the condition of neighbouring houses were considered including condition of the structures, condition of groundwater (if groundwater is used) and living conditions to some extent. It has been identified that most of the buildings are old, single-storey or two-storey buildings and have several cracks due to ageing and settlement (mainly on the ground floor in high rise buildings) but could not have been subjected to vibration impacts in the past. There is little or no structural damage in the existing multi-storey buildings. Traffic in the area was considered important and was assessed to be similar to other areas of Malé. Traffic and pedestrian numbers increases in the evening after 1600hrs because people are usually out during the evening to cool off, especially for use of recreational facilities near Odeon. The roads in the vicinity of the project area are main roads majeedheemagu with heavy traffic, thus diversions during the construction phase have to be carried out with precaution. All parking spaces are nearly full throughout the day mostly with parked motor cycles. Private cars are becoming increasingly common in Malé today, therefore, getting parking space on the road is also becoming increasingly difficult. In terms of living conditions in the vicinity of the project site, most of the houses have congested living conditions except for some multi-storey buildings. Groundwater is still quite commonly used in households for washing, flushing and other nonpotable uses. Noise levels in the area are much higher than expected and average noise levels during day time as well as night time surpasses acceptable international standards for residential areas. There are also constant noise sources in the vicinity such as the STELCO powerhouse which add to the background noise levels of the area. The primary objective of the development is to enhance the income of the plot owner while improving quality of housing provided in Malé and improve living conditions in Malé. The living environment in Malé is in grave condition with building after building without any space except public spaces and roads. Most of the single storey houses and some of the multistorey buildings have congested living spaces. With a population density of 18,000persons/square kilometer of land area, and thousands of vehicles, Malé needs vertical growth and with increasing land value multi-storey buildings with adequate parking spaces in the building is an important aspect of development in Malé. The overall environmental and social impacts of the projects have been assessed and impacts are considered to be low magnitude and of minor significance. The negative environmental and social impacts of the development are also mainly short-term while the positive socioeconomic impacts of the project are long-term. Therefore, the overall impact of the proposed projects is greatly positive resulting mainly from improved living spaces and economic benefits, both direct and indirect. There would also be direct and indirect employment opportunities in the planning/design phase, construction phase as well as operational phase of the project. The socio-economic benefits of the project can be considered to outweigh the negative impacts of the project. The main potential impact of the project is possible damage to neighbouring structures due to vibration and weakness to substructure caused by soil movement due to deep excavation and dewatering. Disturbances to neighbours is an inevitable impact that will have to be minimized by taking appropriate measures to minimize nuisances such as noise and controlling dust and taking safety precautions. The construction staff needs to know about the importance of minimizing noise and dust and neighbours shall be made aware of the nature of works and potential disturbances. A grievance redress mechanism would have to be in place and made known to neighbours. Such a mechanism has been proposed in the report. Protection to neighbouring structures is an aspect that needs to be carefully looked at. Details of such protection are discussed in the report. Boundary walls of neigbouring structures would have to be protected prior to excavation. Impacts due to dewatering may be felt on adjacent buildings as well as neighbouring wells. Impacts of excavation and dewatering include loosening of subsoil and reduction in bearing capacity of the soil. This would generally occur in loose soil but not in compact sandy soil, as found in the project site, which is part of the original island of Malé. Sand particles have irregular shapes and sizes, therefore, it is well locked in place giving it a good load bearing capacity. Since the excavation is not too deep (about 3m from the ground surface), excavation would not have major impacts on the adjoining structures/buildings. The drawdown caused by dewatering on the water table is not expected to cause any loosening of subsoil in the area, since dewatering occurs at a shallow depth from the water table. However, the superficial groundwater lens will become saline due to drawdown. The current practice of using several small pumps instead of small number of large pumps minimizes such drawdown and there would be minimal impact on neighbours’ use of groundwater. However, this has to be monitored for the adjoining wells and provisions made to compensate for any drawdown effects. There is a mango tree on the west of the plot, which may be adversely affected due to salinization of the water lens. Appropriate mitigation of the impact by watering the tree regularly during the course of the dewatering works has been recommended. Atmospheric pollution due to concrete mixing works on site, cutting tiles, grinding and sanding of walls and timber works are of concern. Often only interior walls undergo smoothing by sanding and this process occurs within confined space. Carpentry works on site would be limited. Yet, it is often the case in Malé that interior finishing works are undertaken at night and with current regulations allowing noisy operations until midnight, there are certain disturbances that has to be minimized, especially given that the project happens in a residential area. In addition to foundation protection measures, the main mitigation measures for the proposed project would be to design for maximum natural ventilation and light, design for optimal efficiency of building while minimizing on losses such as excess concrete as in some of the recent buildings, minimizing and taking care in dusty operations, taking heed of noise during school hours and prayer times as well as night time and keeping the work areas safe and clean. The overall impacts of the proposed project are largely positive with some minor negative impacts. Yet, environmental monitoring has been proposed in order to ensure the effectiveness of the proposed impact management and mitigation measures. The proposed monitoring programme considers engineering inspection during foundation works, groundwater quality changes and availability during dewatering, dust and noise during construction, complaints/grievances, waste management measures including removal of excavated sand and demolition debris, measures to minimize falling of objects/materials during demolition, provision of personal protective equipment and so on. In conclusion, it appears justified from a socio-economic and environmental point of view, to carry out the proposed project.
Technical Report
Environmental impact assessment for the provision of RO plant and storage tank in L. Gan, K. Gaafaru & B. Kendhoo
(2017-12) Maldives Energy and Environmental Company
Technical Report
Environmental impact assessment for the reconstruction of Guraidhoo harbour, Thaa Atoll, Maldives
(2016-04) Maldives Energy and Environmental Company
The Ministry of Housing and Infrastructure requested the services of Maldives Energy and Environmental Company (MEECO) to provide an Environmental Impact Study (EIA) for the re-construction of harbour at Guraidhoo Island, Thaa Atoll. The assessment addresses specific key issues stated in the Terms of Reference (TOR) as agreed between EPA and the Proponent following the Scoping Meeting held on the matter. This EIA report was prepared for the fulfilment of the requirements of the Environmental Impact Assessment Regulations, 2012 with the purpose of conducting an assessment of possible impacts on biophysical and human environment arising from proposed development project. The project is proposed by Ministry of Housing and Infrastructure, Maldives. The proposed harbour reconstruction project include the following components; 1. Reconstruction of improved breakwaters for harbour basin and entrance channel; 2. Reconstruction of improved main quay wall and a side quay wall; 3. Maintenance dredging of the harbour; 4. Extension of the harbour basin; 5. Reclamation of small area of land by dredge sediment disposal; 6. Construction of revetments on a 14m section for the newly reclaimed land; 7. Installation of navigational lights. The present harbour facility at the Guraidhoo Island is greatly damaged and is not serving its intended function of providing safe access to the island and safe mooring of vessels. Additionally, the size of the harbour is identified as inadequate for the present need and expected economic growth of the island. The harbour forms a key part in many livelihood activities of the island and is frequently used by passenger and cargo vessels as well as vessels travelling to and from Laamu atoll. Hence, the improvement of harbour facility will greatly benefit the island community while also enabling future economic development at the island. The proposed project is not expected to cause any long term major irreversible environmental impacts, though few temporary impacts during the construction phase is expected. These impacts can be successfully mitigated by following the measures recommended in this EIA. The construction phase of the project is also expected to present several negative socio-cultural and economic impacts, which can also be mitigated by following measures presented in this EIA. Since the successful operation of the ice plant facility present at the island, after the reconstruction of the harbour is seen as a major economic benefit to island as well as protection of the private property of the business must be ensured when implementing the proposed project, it is highly recommended that the necessary relocation of the ice plant’s pump station and the pipeline is resolved before implementing the proposed project by following the proposed mitigation measures in this report. Overall, the project is expected to yield major positive impacts in socio-cultural and economic sector when the new harbour comes into operation. Based on the results of the assessments, this EIA study concludes that with the proposed mitigation in place, the project is justifiable, would be environmentally acceptable and could proceed in compliance with the relevant environmental legislations and regulations. In this EIA, the consultants have proposed an Environmental management plan to ensure that the construction phase of the project does not cause major unexpected impacts on the environment as well as to ensure that the proposed measures are working effectively to safeguard the environment.
Technical Report
Environmental impact assessment for the reconstruction of Guraidhoo Harbour, Thaa Atoll, Maldives
(2015-12) Maldives Energy and Environmental Company
The Ministry of Housing and Infrastructure requested the services of Maldives Energy and Environmental Company (MEECO) to provide an Environmental Impact Study (EIA) for the re-construction of harbour at Guraidhoo Island, Thaa Atoll. The assessment addresses specific key issues stated in the Terms of Reference (TOR) as agreed between EPA and the Proponent following the Scoping Meeting held on the matter. This EIA report was prepared for the fulfilment of the requirements of the Environmental Impact Assessment Regulations, 2012 with the purpose of conducting an assessment of possible impacts on biophysical and human environment arising from proposed development project. The project is proposed by Ministry of Housing and Infrastructure, Maldives. The proposed harbour reconstruction project include the following components; 1. Reconstruction of improved breakwaters for harbour basin and entrance channel; 2. Reconstruction of improved main quay wall and a side quay wall; 3. Maintenance dredging of the harbour; 4. Extension of the harbour basin; 5. Reclamation of small area of land by dredge sediment disposal; 6. Construction of revetments on a 14m section for the newly reclaimed land; 7. Installation of navigational lights. The present harbour facility at the Guraidhoo Island is greatly damaged and is not serving its intended function of providing safe access to the island and safe mooring of vessels. Additionally, the size of the harbour is identified as inadequate for the present need and expected economic growth of the island. The harbour forms a key part in many livelihood activities of the island and is frequently used by passenger and cargo vessels as well as vessels travelling to and from Laamu atoll. Hence, the improvement of harbour facility will greatly benefit the island community while also enabling future economic development at the island. The proposed project is not expected to cause any long term major irreversible environmental impacts, though few temporary impacts during the construction phase is expected. These impacts can be successfully mitigated by following the measures recommended in this EIA. The construction phase of the project is also expected to present several negative socio-cultural and economic impacts, which can also be mitigated by following measures presented in this EIA. Overall, the project is expected to yield major positive impacts in socio-cultural and economic sector when the new harbour comes into operation. Based on the results of the assessments, this EIA study concludes that with the proposed mitigation in place, the project is justifiable, would be environmentally acceptable and could proceed in compliance with the relevant environmental legislations and regulations. In this EIA, the consultants have proposed an Environmental management plan to ensure that the construction phase of the project does not cause major unexpected impacts on the environment as well as to ensure that the proposed measures are working effectively to safeguard the environment.
Technical Report
Environmental impact assessment report for coastal protection at Gn. Fuvahmulah, Maldives
(2016-11) Maldives Energy and Environmental Company
This environmental impact assessment (EIA) report highlights the findings of the EIA carried out for the proposed coastal protection of the north-eastern coast at Gn. Fuvahmulah, the Maldives. The EIA was prepared as a fulfilment of the mandatory requirement under the EIA Regulations 2012 of the Maldives and the international standards of the International Finance Corporation (IFC) to comply with the requirements of the ORIO Fund from the Netherlands and to obtain environmental clearance from the Environmental Protection Agency of the Maldives prior to the commencement of the Project. The Proponent of the project is the Ministry of Environment and Energy, Government of the Maldives. The Project cost is estimated to be between €18 – 22 million. This EIA report has been prepared in accordance with the Terms of Reference agreed between the proponent and the Maldives’ Environmental Protection Agency (EPA) following the scoping meeting held on 20 June 2016. Technical consultancy for the Project is provided by Royal HaskoningDHV from the Netherlands and the Maldives Energy and Environmental Company (MEECO) Pvt. Ltd has been sub-contracted to carry out the Environmental Impact Assessment and the related studies. Coastal erosion is one of the most serious environmental issues facing Fuvahmulah. According to the present assessment, coastline regression due to erosion has been on average 0.8m/year over the period of the past 47 years (1969 – 2016). It is believed that approximately 15 ha of land had been lost from the island due to erosion. As a result, several important buildings, facilities and palm trees have been found at the border of the eroding coastline. The project Island has an elongated shape with raised ridges at the coastal margin sloping down towards the middle where depressions with swampy areas and two freshwater lakes in the middle. The ridge forms a natural protection against flooding of the island. However, erosion is threatening the integrity of the ridge at the north-eastern side of the island. When the ridge breaches serious flooding of a large part of the island will occur affecting the livelihood of the people, freshwater bodies, agricultural produce and infrastructure on the Island. The population on the Island is highly concerned about this serious risk resulting in feelings of insecurity and limiting socio-economic development of the island. Although coastal erosion is experienced by many other islands in the Maldives, Fuvahmulah has become the priority island, because it is one of the biggest and most populated islands in the Maldives with good infrastructure, social services, wetlands, freshwater bodies and a high potential for agriculture .This is an exception for the Maldives. The Government of the Maldives has recently accorded city status to Fuvahmulah. The city status will draw further investments to the island. Fuvahmulah is considered one of the envisaged growth centre islands in the Maldives for the future. The Government of the Maldives is further investing infrastructure and development of the island through several ongoing projects, and has the intention to develop Fuvahmulah as a safe island with a concentration of population and facilities that will attract people both from smaller less populated islands as well as offer an alternative for migration to the congested capital Male’. According to current assessments the 2.6 km of northeast coastline is undergoing serious erosion, starting just north of the port and reaching till about 700 meter from Thundi Beach in the north of the Island. In severely eroding areas, beach sand has been completely lost exposing the bedrock underneath. During high tide, waves reach the island’s coastal ridge. While rubble, beach rock and coarse sand form the main composition of the material on the eroding coast, the lagoon region found along the northeast coast had very poor live coral cover. Due to the erosion the coastal vegetation belt is getting damaged, with tall coconut plants being lost to erosion. Information and data for the EIA was collected by making two field visits to the island in May 2015 and July 2016. During these visits baseline data was collected and stakeholder discussions on the project were held. In addition, all available relevant literature and comparable studies were reviewed. In order to identify the most appropriate alternative to protect the coastline, a long list of eight potential coastal protection measures was compiled. This long list was assessed against a number of criteria to select the most favourable ones. Two feasible and effective options that are believed to be most appropriate to the existing conditions of Fuvahmulah have been selected– an offshore breakwater and an onshore revetment. These two alternatives were further investigated in a quantitative multi-criteria analysis (MCA). While an offshore breakwater will reduce the erosive force of the approaching waves, therewith creating calmer conditions on the lee of the structure, the onshore revetment will protect against erosion at the shoreline itself. The effectiveness to protect against erosion is considered higher for the onshore revetment than for the offshore breakwater. The offshore breakwater has more uncertainties in the design, making it less certain that erosion will be prevented completely. In addition, the risk that Thundi Beach may be affected by additional erosion due to the coastal protection structure is considered higher for the breakwater option than for the onshore revetment. Based on these main considerations the onshore revetment was selected as the most preferred option. The onshore revetment has been designed taking into account wave characteristics and predicted sea-level rise for the Maldives. The structure will be placed seawards to limit the effect on the vegetation belt after profiling the broken ridge with a quarry run. Underneath the rock armour geotextile layer may be placed to prevent undercutting. The crest level of the structure will be +3.5m from MSL and will have a design life of 50 years. The structure will have a length of 2,650 meters and a width of 27 meters, starting at the port towards the north. A total volume of 131,979m3 of granular rock will be required. A bulk carrier would transport the materials to the island (most probably from India) while smaller bulk carriers, trucks and equipment that are commonly used for such works will be utilised for the processing and the placement of the rocks. Rocks will be unloaded and stockpiled in the outer harbour and transported to the site of placement by trucks running over the revetment itself, therewith minimising transport over the island itself. The construction is expected to take 12 months. Quality assurance during designing and constructions will ensure minimum maintenance during the design life of the structure. All environmental and socio-cultural (positive and negative) impacts expected from the Project have been identified for both the onshore revetment and the offshore breakwater. Cost effective, robust measures have been identified to mitigate against adverse impacts and to enhance the positive impacts. Highlighted below are the likely impacts and related measures for the preferred alternative – the seaward onshore rock armour revetment. The main positive impact of the project is the minimisation of the risk that the island will be flooded as a result of breach in the ridge due to coastal erosion. This limits the risk of loss of life, damage to natural and economic assets, feelings of insecurity in the population and limitations to socio-economic development and in the ultimate scenario an abandonment of the island. Protecting the island’s integrity will enhance the sustainable development of the island in economic, social and environmental terms. To coordinate and enhance integrated development of the island an integrated development plan should be prepared, implemented and monitored in close cooperation with the population and local stakeholders. Construction of 2650 m long and 27 m wide revetment would mean irreversible altering of a footprint of 71,550m2 of existing coastal environment, which is inevitable. The long term erosion of the island’s coastline has already effectively converted the footprint area into an area of low habitat value consisting mostly of rubble, beach rock and limited beach. Since the objective of the revetment is to provide protection and security to the people and the terrestrial habitat, the benefits of coastal protection far outweigh the negative impact of permanent conversion of the existing coastline. Quarrying of rock boulders changes landscape, creates noise, dust and safety risks at the location of the quarry. Hence, obtaining rocks from a certified supplier is required and the design has been optimised to limit the material requirements. Transport (both land and sea) of materials from the source country to the project site and the energy utilised by the machineries and trucks would generate emission of Green House Gases (GHGs) and other polluting gases. A total of 9,650 ton CO2 emissions will be generated by the production and transportation of the construction material and the placement of the materials as the revetment. Consequently supplying materials from the closest available source, efficient use of vehicles, equipment and bulk supply and proper maintenance of vehicles and equipment are required to limit the CO2 emissions. In addition to climate change impacts, the movement of vehicles when used on the island itself can damage unsurfaced roads, create risks of accidents, noise, vibrations, dust and risks of spills of fuel or waste on land. However, a construction method has been proposed to use the revetment itself as a transportation route to get the construction material from the port to the site of placement. Construction of the first layer of the revetment will start at the port and while working towards the north a path will be laid for the vehicles to use. The second layer of the revetment will be laid starting in the north, working backwards towards the port still driving over the revetment. In this way transportation overland can be kept to a minimum and will mainly consider staff, small supplies and supervision. Access paths for vehicles will be located in areas of low habitat value, away from sensitive receptors and public to minimise transport related impacts. An advantage of the offshore breakwater would have been the creation of a large safe swimming area at the lee side of the structure, which is not the case with the onshore revetment. This has been compensated by including steps in the design so that the water will be easily accessible and by reinforcing the current small tetrapod breakwaters with rocks and installing a safety line to enhance the current swimming areas. Works in the coastal zone create risks of damaging coastal vegetation and sites of historical and cultural importance. Therefore, fencing and/or delineation of these areas prior to construction along with carefully selected routes for vehicle movement have been proposed. In addition mature trees will not be removed unless all options have been explored. In the unlikely event of a tree removal existing regulations will be followed and implemented. Next to the vegetation, there is also a risk of damaging the geological features such as the island ridge and beach rock. It can also cause soil compaction and can affect the beach fauna. Setting up access routes and using protective boarding for vehicles and low ground pressure machinery to drive on have been proposed to mitigate these effects. Generation of construction waste, waste oil and other hazardous wastes, fuel spills have a potential to pollute the environment, as well on land as in the sea. Hazardous and non-hazardous waste generated by the Project shall not be allowed to be discarded on the island since Fuvahmulah lacks a waste management system. It is proposed to designate an area for waste collection for subsequent disposal at Thilafushi landfill site. Hazardous or potentially polluting materials such as fuel, oil, batteries, chemicals etc. will have to be stored on an impervious base (concrete pavement) away from water and properly bunded and kept locked when unattended. In addition, storage of fuel, equipment and construction materials have also been proposed to be properly stockpiled so as to minimise the risk of soil or sediment contamination or water pollution and to avoid material wastage. Vessel and barge movements shall be coordinated by the authorities to limit the risks of grounding or collisions, which can potentially cause spills or other hazardous substances. An emergency plan that shall be submitted by the contactor will further ensure that procedures to prevent or mitigate impacts due to accidents or spillages are in place and operate effectively during the Project implementation. The risk of moving the erosion problem to north with the risk of affecting Thundi area is an uncertain element in the current assessment. This is mainly due to lack of long-term data on longshore currents and sediment transport regime around the coast. However the expert opinion is that the risk of Thundi beach erosion is low and is considerable lower in the case of the onshore revetment compared to the offshore breakwater structure. Due to the uncertainties involved it is required to implement a detailed monitoring program to evaluate changes of Thundi area following the construction of the structure. The visual impact of the revetment viewed from the beach may not be appealing to some people and may be considered an eyesore. In designing the structure measures that can minimise the visual impacts have been considered. The rock armour revetment can also cause difficulties to access the beach and the sea for the people. Hence for convenience of the people steps have been incorporated into the design. The magnitude and importance of all impacts has been evaluated and their significance assessed in the EIA report with necessary mitigation measures so that the residual impacts are well within accepted limits. With the mitigation measures in place, no activity planned under the project is expected to result in residual impacts that are of concern to the environment or to the people. This assessment confirms that the project will adhere to the relevant existing laws and regulations and is in accordance with government policies and development plans. The EIA revealed that the project will not result in loss of critical habitat or species or degradation of a habitat that has high ecological value nor does it involve forced re-settlement of inhabitants, loss of historical or cultural heritage and intervention into regular way of life of the people and that the predicted impacts are expected to be mitigated and residual impacts could be kept within generally acceptable levels. It has also been determined that the Project is being undertaken in state-owned land with no encroachment into private land involved. Based on the findings, the EIA concludes that the project should be allowed to proceed with the proposed mitigation and enhancement measures during the construction and operational phases of the Project as the benefits of the Project far outweigh its imposition on the environment or the people.