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Item First addendum : environmental impact assessment to Guraidhoo harbor construction project, Kaafu Atoll, Maldives(Hussain، F. (2016). First addendum : environmental impact assessment to Guraidhoo harbor construction project, Kaafu Atoll, Maldives. Male': Maldives, 2016-06-14) ހުސެއިން ފިރުދޯސް; Hussain, FirdousThis is the first Addendum to the EIA for the harbour project being undertaken in Guraidhoo, Kaafu Atoll. The project is proposed by Ministry of Housing and Infrastructure. An environmental assessment was undertaken for this project in March 2014. According to the EIA, justification for the project is to provide safe and secure harbouring facilities to the vessels, especially the larger ones. The island only had a natural harbour with some jetties without a breakwater for providing protection during the rough weather conditions. As a result government proposed a harbour construction project in K.Guraidhoo. K.Guraidho Harbour Construction project was initially begun under the project, “Design and Build of Harbours in 10 Islands” in 2014. The agreement was signed on 9th February 2014 and harbour construction work begun in 25th February 2014. Project work lasted till 30th October 2014 during which period, Quay wall construction and dredging was completed. However, due to quota restrictions and other reasons, during the years 2013 and 2014, Maldives has undergone a difficult time in sourcing rock boulders for construction projects in the country. As a result, K.Guraidhoo harbor construction site was temporarily demobilized on 30th October 2014 for using the machineries to speed up other projects of the contractor. On 21st April 2016, the project site was mobilized for the second time to complete the remaining works together with other additional works agreed under, “Construction of K.Guraidhoo harbor Phase II” whose value is MVR12.7 million. Major design change was brought to the breakwater component of the project. This addendum addresses the modifications to the breakwater component. Length, shape and location of the breakwater in Phase II has been changed compared to the initial concept. New length of the break water is 340m compared to the 194m in the initial concept. Out of 340m, 62m will be constructed on south side of the harbour adjoining the Quay Wall. Under the current design, the breakwater will run over the natural channel on west of the main Quay Wall which will be reclaimed or filled to around -0.8m which is about 0.2m shallower than the existing depth of the shallow areas on both sides. Minor dredging is involved to source the fill material. Changes incorporated to the breakwater design is complimented by the island community. According to the initial harbour construction EIA, island community expressed dissatisfaction over the initial breakwater design as it did not cover the western side which is the predominant wave direction during the southwest monsoon. Proposed changes to the breakwater is a better alternative compared to the initial concept. It protects a larger area, specially the western side as mentioned earlier. The natural lagoon will be better enclosed to function more like a harbour, providing a safer habouring area. This design has also been identified in the 2014 EIA as an alternative. Environmental impacts of the proposed change were assessed for both construction and operation stage of the project. Most of the identified impacts are positive as they will improve the socio-economic situation of the island. As in all construction projects of this nature and explained in K.Guraidhoo harbour construction EIA, the main negative environmental impact of the project is identified to be the movement and settlement of sediment on the reef during the dredging to source the fill material for the channel. However, sedimentation due to the project is considered negligible as a volume required is less which is around 2000cbm. Additionally, the 62m breakwater on the southern side may enhance beach erosion as it will obstruct the longshore current around the island. But the effect of this breakwater on the shore might be difficult to identify as the area used to have Jetties previously. The most effective impact mitigation measure for the addendum would be to borrow sand from the first location proposed as the borrow area. This area is far from the reef, closer to the project area and once the work begins, will be enclosed by breakwater bed which will act as a bund wall in restricting and limiting the sediment flow. As outlined in 2014 harbour construction EIA, environment monitoring for sea water quality and shoreline changes should be carried out. Shoreline changes are to be monitored for a longer period of about 2 years after the project completion to identify any possible adverse effect due to the project. In an environmental and technical point of view, the proposed change to the breakwater of K.Guradhoo habour is justified and favoured by the island community.Item First addendum: K. Villimale environment impact assessment to Villimale' west harbour construction project, Kaafu Atoll, Maldives(2017-10) Hussain, FirdousThis is the first Addendum to the Environment Impact Assessment (EIA) for the west harbour project in Villimale’, Kaafu Atoll. The project is proposed by Ministry of Housing and Infrastructure. A Scoping Meeting for EIA addendum was held on 13 July 2017, following the addendum application where main issues related to the proposed change were discussed. This EIA addendum report aims to assess the issues highlighted in Terms of Reference (ToR) agreed between EPA and proponent. Furthermore it is to fulfil the requirement of the Environmental Protection and Preservation Act of the Maldives (Law No. 4/93). Construction of K.Villimale’ West Harbour was contracted with MTCC on 19th May 2015, whereas an environmental assessment was undertaken for this project on November 2015 by MEECO. Construction phase of the project was commenced during November 2016 during the extended period of EIA DS, but it was halted within few days to bring changes to the concept. According to the EIA, condition of the existing harbour has been deteriorated over the years with the existing sand-cement breakwater fallen apart providing no wave protection from the west side. In addition to being used as a harbouring area, west harbour in Villimale’ also serves as a boat beaching and maintenance area. On top of these issues, the project aims to provide a proper landing craft (LC) loading area for waste transportation between Villimale’ and Thilafushi as the island has never had such an area before. Initially waste loading was carried out from a temporary ramp located on the west side of the island near the waste disposal area. The ramp was open to the sea on the west with no protecting seawall or reakwater. Similarly, current ramp used by LC is a temporary rock boulder bed shaped in the form of a ramp which is located at the southern end of the west harbour old breakwater. The area still phase the issues of being open to the predominant wave direction during the southwest monsoon. Considering the issues, Vilimale’ is in urgent need of a south west harbour reconstruction accommodating a better and feasible ramp for LC operation. In the initial harbour concept, LC loading ramp was proposed to be constructed at the southern end of the harbour in such a way that it can be accessed from within the harbour. Consequently, operating LCs would be subjected to move back and forth along a length of about 100m (total length of the harbour and channel) which is a risky task given the size of the landing craft and the anchoring vessels. Maneuvering a LC within the harbour may not be practical as the harbour width is 21m and clearance from all sides may not be available at all times of operation. LCs operated by WAMCO for waste transportation measures around 35m by 10m in size. At present, LC operates to Villamle’ around 2-3 days a week. However, WAMCO is planning to continue operation every day to cater the increasing amount of waste from Villimale’. To continue the operation smoothly on a regular basis without obstruction, a proper loading area with suitable anchoring facilities are needed. Therefore, an amendment to the initial concept has been proposed to dredge a new channel from the south end of the harbour, opening to west which will mostly be used by the LCs in waste transportation between Villimale and Thilafushi. The channel measures 34m by 16m in dimension with its south side proposed to be protected by concrete T-units. A concrete ramp measuring 16m by 12m will be constructed on the eastern side of the channel. The ramp will be reoriented to face the newly proposed channel. This is a much needed amendment as the initial location of the ramp is not feasible for LC operation. Though the channel will be open to the western sea, ramp area will provide proper anchoring facilities with a quay-wall to anchor alongside. In the EIA report the consultant has recommended to consider including culverts in the breakwater to enhance water circulation to prevent water stagnation within the harbour basin. But the newly proposed channel will ensure proper water circulation within the harbour alleviating the need for culverts. This addendum addresses the mentioned modifications to the harbour concept together with its environmental aspects. Thus, Villimale’ West harbour project with the proposed change will alleviate three main issues related to socio-economic development of the island. They are providing a safe and secure harbouring facilities to the vessels together with an easily accessible beaching area and a feasible waste transfer mechanism for the LCs of WAMCO. Environmental impacts of the proposed change were assessed for both construction and operation stage of the project. Most of the identified impacts are positive as they will improve the socio-economic situation of the island. As in all construction projects of this nature and explained in Villimale’ harbour construction EIA, the main negative environmental impact of the project is identified to be the movement and settlement of sediment on the reef and habitat loss during the dredging and breakwater construction. However, the benthic cover of the project area including the proposed channel location is predominantly composed of dead corals, sand and rubble. Hence, combined negative effects are considered to be insignificant compared to the positive effects of the project with the proposed change. Effective impact mitigation measures are to be taken during the construction. It is advised to keep the proposed channel closed until all the dredging is carried out which will prevent the dispersion of suspended sediments. In addition to this, it is strongly recommended to adhere to the mitigation measures proposed in the initial EIA which is sufficient for the project. A special attention should be paid to protect the coral gardening area on the north of the west harbour against sedimentation. Environment monitoring program discussed in 2015 EIA is sufficient and should be followed. Additionally, it is important to visually access and conduct a community consultation to identify whether the harbour basin experiences rough turbulence due to the two channels to an extent where it makes the usage of harbour difficult. In an environmental and technical point of view, the proposed change to the west harbour concept of K.Villimale is justified and beneficial in number of ways.Item Second addendum : F. Nilandhoo : environmental impact assessment to Nilandhoo harbour construction project, Faafu atoll, Maldives(2018-02) Hussain, FirdousThis is the second Addendum to the Environment Impact Assessment (EIA) for the harbour development project in Nilandhoo, Faafu Atoll. The project is proposed by Ministry of Housing and Infrastructure. No scoping meeting was held as the proposed change is minor. This EIA addendum report aims to assess the issues highlighted in Terms of Reference (ToR) agreed between EPA and proponent. Furthermore, it is to fulfil the requirement of the Environmental Protection and Preservation Act of the Maldives (Law No. 4/93). Construction of Nilandhoo harbour was contracted with MTCC on 14th April 2015, whereas the EIA was undertaken for this project on September 2015 by Water Solutions Pvt ltd. Construction phase of the project was commenced thereafter in late 2015. Need and justification of the harbour construction project has been described in the initial EIA. First addendum to the EIA of Nilandhoo was made to change the sand borrow site. The 2nd addendum is to address a proposed design change to the quay-wall structure where the initially proposed revetment and concrete quay-wall will be replaced by a 346m long steel sheet pile quay-wall along the same line. The total length of 346m will be achieved in two stages where 223m will be completed in the first stage. Environmental impacts of the proposed change were assessed for both construction and operation stage of the project. Other than vibration which will also be localized in the project area, no additional negative impacts are expected due to the proposed change in design. Effective impact mitigation measures identified in the report are to be taken during the construction to minimise the magnitude of their occurance Environment monitoring program discussed in 2015 EIA is sufficient and should be followed. In an environmental and technical point of view, the proposed change to F.Nilandhoo harbour project can be continued as proposed.Item First addendum to the environmental impact assessment to Gahdhoo harbour construction project, Gaafu Dhaal atoll, Maldives(2018-01) Hussain, FirdousThis is the first Addendum to the Environment Impact Assessment (EIA) for the harbour development (rehabilitation) project in Gahdhoo, Gaafu Dhaalu Atoll. The project is proposed by Ministry of Housing and Infrastructure. A Scoping Meeting for EIA addendum was held on 13 July 2017, following the addendum application where main issues related to the proposed change were discussed. This EIA addendum report aims to assess the issues highlighted in Terms of Reference (ToR) agreed between EPA and proponent. Furthermore it is to fulfil the requirement of the Environmental Protection and Preservation Act of the Maldives (Law No. 4/93). Construction of Gahdhoo harbour was contracted with MTCC on 08th June 2015, whereas the EIA was undertaken for this project on September 2015 by Water Solutions Pvt ltd. Construction phase of the project was commenced thereafter in late 2015. Need and justification of the harbour construction project has been described in the initial EIA. According to the EIA report, dredge material is to be used for backfilling the landward side of proposed harbour quay-wall and replenishing the beach area on south west of the island. However, during the course of the harbour project, a shore protection project has taken place in the island from December 2016 to April 2017 during which the proposed dredge material disposal area in harbour EIA report was replenished and protected by rock boulder revetment. Hence, the purpose f this EIA addendum is to allocate a new area to dispose the excess dredge material obtained from the harbour project as Gahdhoo council has requested to reclaim the area on north east of the harbour with the excess material which is expected to be 8,500cbm in total Environmental impacts of the proposed change were assessed for both construction and operation stage of the project. Most of the identified impacts are positive as they will improve the socio-economic situation of the island. As in all construction projects of this nature, the main negative environmental impact of the project is identified to be the movement and settlement of sediment around the reclamation area during the construction. However, the benthic cover of the reclamation area is predominantly composed sea grass and sand. Hence, combined negative effects are considered to be insignificant compared to the positive effects of the project with the proposed change. Effective impact mitigation measures are to be taken during the construction. It is recommended to keep the fill area enclosed with a bund wall as a mitigation measure against the movement of silt and sediments around the project area. Environment monitoring program discussed in 2015 EIA is sufficient and should be followed.. In an environmental and technical point of view, the proposed change to Gdh. Gahdhoo harbour rehabilitation project of is justified and beneficial in number of ways.Item First EIA addendum to environmental impact assessment for the proposed residential area and airport area reclamation project, Shaviyani atoll, Maldives(2018-01) Hussain, FirdousThis is the first Addendum to the Environment Impact Assessment (EIA) for the proposed residential area and airport area reclamation project in Funadhoo, Shaviyani Atoll. The project is proposed by Ministry of Housing and Infrastructure and Regional Airports Authority of Maldives. Following the addendum application, a Scoping Meeting for EIA addendum was held on 14th November 2017 where main issues related to the proposed change were discussed. This EIA addendum report aims to assess the issues highlighted in Terms of Reference (ToR) agreed between EPA and proponent. Furthermore, it is to fulfil the requirement of the Environmental Protection and Preservation Act of the Maldives (Law No. 4/93).An EIA was undertaken for this project on March 2017 by CDE which has explained and justified the project. Bund wall construction of airport reclamation area was initially started by another party before the project was contracted with MTCC on 15th October 2017 for a value of USD 3.4 million. The scope agreed between MTCC and regional airports is the reclamation of airport construction area together with 600m rock boulder revetment proposed for the same area. The first EIA addendum to the residential and airport area reclamation project is proposed to incorporate 3 main changes to the initial EIA. They are; - Proposed change to airport area reclamation plan - Proposed change to the shore protection length in airport area - Confirmation of sand borrow areas. The main reason for changing the reclamation plan is to reduce the project cost by decreasing the reclamation volume and shore protection length. The plan proposed in the EIA for reclamation was estimated to require a fill volume of 825,500.0cbm unlike the addendum plan which estimates 445,250cbm. Reclamation area decreased from 33ha to around 21.18ha whereas the height is still maintained at +1.5 at MSL. Shore protection length has been decreased to 1060.0m from 1,860.0m. Excavation for sourcing the fill material will be undertaken from deep sea by a TSHD brought by the contractor which is currently in Maldives. An area of about 450ha has been surveyed from 3-7km west of Funadhoo to identify a suitable sand borrow area. It was estimated that the surveyed borrow site can provide enough reclamation material of suitable grade. Compared to a CSD, excavation by TSHD cause less harm to the marine environment as excavation will be from deep sea where there are no live corals. Environmental impacts of the proposed change were assessed for the reclamation stage as a separate EIA will be undertaken for airport development. The main negative environmental impact of the project is identified to be the movement and settlement of sediment on the reef during sand pumping. However, impacts due to excavation will be almost negligible as sand borrow areas are located in deep sea around 3-7km away from Funadhoo where there is no coral grouth. Effective impact mitigation measures are to be taken during reclamation. Sand bunds will be constructed around the reclamation area before the beginning of sand pumping to reduce the impacts due to turbidity and sedimentation. In addition to this, it is strongly recommended to adhere to the mitigation measures proposed in the initial EIA which is sufficient for the project. Environment monitoring program discussed in the initial EIA is sufficient and should be followed. In an economical point of view, the proposed changes to the project are favoured. However, reclamation is seen to require additional protection.