1. INTRODUCTION

1.1 Southern Transport Development Project (STDP)

1.1.1 General

Sri Lanka has an extensive road network connecting not only all major cities and towns, but also providing access to even the most remote villages. Out of these 10,600 km of A and B class roads known as National Roads belong to the Central Government while C, D and E class roads belong to the Provincial councils. In spite of existence of this vast road development, many roads are found to be highly congested due to the co-existence of high intensity of motor traffic and an equally large volume of non-motorized traffic. Since the implementation of free-market economic policies in 1ate 1970’s all major cities and town centers have undergone rapid infrastructure development. With all major roads passing directly through these urban centers, considerable slowing down of traffic speeds and frequent built-up of traffic jams have greatly reduced increased travel time between major destinations. This situation not only has a direct adverse effect on economic development of the country but has also given rise to high number of fatal road accidents.

The Southern Transport Development Project (STDP) was the first project to be implemented in Sri Lanka based on the concept of providing a new network of high speed, limited access highways radiating from Colombo. The STDP was initiated with the main objective of providing improved access from Colombo to Galle and Matara in the Southern Province. This project once completed will alleviate the critical traffic conditions in the existing A2 coastal highway.

The main component of the STDP presently being implemented is the construction of an ultimate dual carriage expressway (Southern Highway) between Kottawa on the south-eastern outskirts of Colombo and Matara (Figures 1.1 and 1.2). The project is financed from parallel funding by the Asian Development Bank (ADB) and the Japan Bank for International Cooperation (JBIC). It consists of two segments, i.e. about 66 km long stretch from Kottawa to Kurundugahahetekma and about 60 km stretch from Kurundugahahetekma to Matara. The latter segment funded by ADB is known as the ADB section, while the former segment funded by JBIC is referred to as the JBIC section. The construction has already commenced over a large section of the ADB section of the expressway. Additionally, a new access road from the ADB section of the expressway to Galle has been developed. This is a 6 km long ‘non-access controlled’ alignment which will ultimately be a four-lane dual carriage highway.

The STDP will lead to economic advancement of the Southern Province and improvement of living standard of the population in that area. It will serve as a catalyst for raising the economic growth of the region, which has so far achieved only a modest level of development mostly through agricultural production, trade and tourism. This project will blend effectively with several mega projects planned to be implemented in the Southern Province including development of a new city “Ruhunupura” located close to Hambantota, comprising an airport and a commercial port, expansion of Galle Harbour, and extension of existing southern railway line from Matara up to Kataragama. It will have a direct influence on four districts (Colombo, Kalutara, Galle and Matara), through which it passes through. The combined population in these four districts amounts to about 25 percent of national total of 19 million. The poverty level in this region is estimated to be about 21

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percent of its population and an efficient transportation link between this region and Colombo has been a major constraint for slow economic growth.

1.1.2 Historical Background

The concept of the new Southern Expressway was introduced in late 1980’s by the Road Development Authority (RDA) and the Ministry of Highways as a part of the network of nw highways. Based on this concept Pre-feasibility Studies were entrusted to Resource Development Consultants (RDC) in 1992 on the so-called “Inland Trunk Road from the Outer Circular Road to Galle and Matara”. For this purpose, four alternative traces from Bandaragama on the proposed “Outer Circular Road” to Matara were considered and evaluated on the economic, technical and environmental considerations. The Pre-feasibility Study Report prepared by RDC was submitted to RDA in 1993.

Based on the recommendations of the Pre-Feasibility Studies, RDA introduced the original highway trace referred to as “Original RDA Trace” incorporating certain modifications. These modifications included the extension of northern end from Bandaragama to Kottawa, a deviation at Baddegama to avoid some flood plains and a hinterland deviation at Akmeemana. The northern end of this trace was changed subsequently to a point 23 km on the High Level Road (Colombo-Ratnapura A4 Highway) owing to the uncertainty of the implementation of the proposed Outer Circular Road.

RDA initiated action to commence Feasibility Studies and an Environmental Impact Assessment (EIA) on this one-build alternative, “Original RDA Trace”. The EIA was entrusted to Department of Civil Engineering, University of Moratuwa in 1996. The EIA report prepared by University of Moratuwa was submitted to Central Environmental Authority (CEA) in 1997. However, as the project discontinued due to financial constraints in 1997, the EIA report was not subjected to review process by the CEA.

In 1997, the Government of Sri Lanka (GOSL) sought the financial assistance of ADB for the design and implementation of the Southern Expressway Project. Accordingly, the financial assistance of ADB was obtained in the initial phase for conducting Feasibility Studies. The consultancy services for conducting feasibility studies for providing improved capacity in the Southern Transport Corridor were entrusted to Wilbur Smith Associates Inc (WSA) in association with RDC. The consultants submitted a Draft Final Report in 4 volumes, an Initial Environmental Examination (IEE) and initial Social Impact Assessment (SIA) in December 1998.

As an outcome of the Southern Transport Corridor Study, more alternative traces evolved and in consultation with RDA, the consultants recommended a new alignment described as the “Combined Trace”. The Combined Trace for about 60% of its length followed the Original RDA Trace while containing two major deviations near Bandaragama at the Colombo end and near Labuduwa at Galle end, respectively. The University of Moratuwa was requested by the RDA to conduct EIA studies based on the “Original RDA Trace” and the “Combined Trace” and considering suitable reasonable alternatives. The EIA studies concluded that construction of the Southern Expressway along the Combined Trace, with mitigation of certain environmental as impacts as suggested in the study report was the most environmentally preferred option.

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This EIA study report was submitted to RDA in 1999 and was duly forwarded to CEA, ADB and other relevant government authorities. The CEA upon review of EIA study report granted “Conditional Approval” on the Combined Trace and the EIA associated with this route. The ADB also commissioned in 1999, a Summary EIA (SEIA) with Baolloffet and Associates Inc. (B&A). The B&A also assisted RDA in responding to public comments on the 1999 EIA by University of Moratuwa. The SEIA report was also submitted to, and approved by RDA/CEA.

RDA also entrusted University of Colombo to conduct a Social Impact Assessment (SIA) of the Combined Trace and the Final SIA report was submitted to RDA in March 1999. Based on the 1999 SIA Report, a Resettlement Plan Final Report was completed by RDA with ADB assistance. The Resettlement Plan is a detailed framework containing approved compensation policies and procedures appropriate for the categories of impact identified in the SIA Report, and include a preliminary budget and implementation schedule. The conditions of approval of the 1999 EIA by the CEA required the recommended “Combined Trace” to be sited in such a manner to avoid Weras Ganga/Bolgoda Lake, Madu Ganga and Koggala wetlands. RDA required the relocation of the Combined Trace primarily between Poddala Junction and Imaduwa, to move the expressway further away from Galle urbanized area. In response to these conditions the Combined Trace on which Feasibility Studies was conducted was partially replaced by the “Final Trace”, as referred to hereinafter.

The detailed engineering of the Southern Transport Development Project (STDP) along the Final Trace was arranged to be implemented in two sections. The section from Kottawa to Kurundugahahetekma was to be financed by the Japan Bank for International Corporation (JBIC) and the remaining section from Kurundugahahetekma to Matara was to be financed by the ADB. These two sections are commonly known as JBIC section and ADB section, respectively. In the ADB section, only approximately 12 km of the Final Trace are on the same alignment as the Combined Trace and the remaining approximately 50 km is anywhere between a few hundred meters and 3 km from the Combined Trace. In the JBIC section only approximately 24 km of the Final Trace is on the same alignment as the Combined Trace and the remaining approximately 44 km is anywhere between few hundred meters to 3 km from the Combined Trace.

The Wilbur Smith Associates Inc (WSA) in association with RDC, Pacific Conusltants International (PCI) and BECA International Consultants were entrusted consultancy services for the detailed engineering designs of the ADB section in October 1998. The PCI in association with Japan Bridge & Structure Institute Inc. and RDC were engaged to conduct detailed engineering designs for the JBIC section in March 2000.

As mentioned above the Final Trace which evolved largely in order to comply with CEA conditions of approval contained significant deviations from the Combined Trace. These deviations had impacted land acquisition and resettlement as well as environmental management and raised adequacy of environmental assessments conducted earlier. The new areas affected by this change required studies in order to ascertain environmental and social impacts, if any, of the project that were not identified in previous studies. The design consultants during the detailed design surveys on the Final Trace prepared an updated Social Impact Assessment (SIA) Report and some environmental assessment

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updates including an Environmental Management Plan (EMP). This EMP on the Final Trace has been prepared without the benefit of a full EIA along that part of the road not coincident with Combined Trace. Social Impacts were also not comprehensively assessed along some sections of the Final Trace.

In order to assess the magnitude and impact of changes that have occurred as a consequence of change in alignment from the Combined Trace to the Final Trace an agreement was reached between the ADB and the GOSL that a study on environmental assessment should be undertaken. It was decided that environmental assessment would be undertaken by RDA through University of Moratuwa (UOM). Accordingly, University of Moratuwa (UOM) was entrusted to conduct a Supplementary Environmental Assessment and an Updating of Environmental Management Plan (EMP) of the Southern Transport Development Project (STDP) by Director, Project Management Unit (PMU) of the Road Development Authority (RDA).

The UOM study team commenced work in early October 2004. However, as of 25 October, 2004, PMU directed UOM to temporarily suspend the studies. The inception report for the works commenced and completed up to then was submitted to the RDA, STDP and the Asian Development Bank (ADB) in December 2004. Upon resolution of many issues between the two parties, UOM reactivated the studies on 1 September, 2005, based on a revised Terms of Reference (TOR) presented by PMU. An updated Inception Report which outlines objectives of the study, study team, methodology and schedule of work program was presented in October 2005.

The construction work on large section of the road financed by ADB has already commenced and construction work on JBIC section is also about to commence. This Interim Report presented in two volumes, one each for ADB section including Galle Port Access Road and JBIC section is presented as per agreement reached between UOM and RDA/STDP. Figure 1.1 National Locations of the Southern Transport Development Project

Figure 1.2 Regional Locations of the Southern Transport Development Project

Figure 1.3: Alternative Traces Considered for Southern Expressway – ADB Section

Figure 1.4: Alternative Traces Showing DS Divisions – ADB Section

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1.1.3 Project Description and Design Rationale

The primary objective of the design was to avoid known impacts and minimize any unavoidable impacts regarding resettlement requirements and other identified environmental resources affected by the project road works to that which was absolutely necessary.

The main trace of the ADB section is approximately 60 km long and the Galle Port Access Road is approximately 6 km long for a total length of 66 km. The main trace originates from the Kurundugahahetekma town, which lies approximately 4 km from Elpitiya on the Elpitiya-Amabalangoda B14 road. The southern end of main trace is at Goadagama close to Matra on the Matara-Akuressa A24 highway. This road trace traverses through Divisional Secretariat Divisions of Karandeniya, Divitura-Polgawila, Baddegama, Bope-Poddala, Akmeeman, Imaduwa, Welipitiya, Malimbada, Thihagoda, Matara and Galle Four Gravets. The trace lies between approximately 5 km and 11 km inland of the existing A2 coastal highway.

1.1.3.1 Stages of Construction

The ADB section of the Southern expressway is designed as a limited access, four lane, dual carriageway, eventually expandable to six lanes by construction of an additional lane to each carriageway adjacent to the median. It is planned to construct in 3 stages ultimately expanding to six lanes in consideration of low traffic volumes anticipated in early years upon opening of new road.

Stage 1 will comprise the construction of a single carriageway, two lane, access controlled highway with a new road link to Galle known as Galle Port Access Road (GPAR). Inclusive of GPAR It will have 5 grade separated access interchanges as given Table 1.1.

Stage 2 will upgrade the expressway to a full four-lane dual carriage highway with additional grade separated interchanges.

Stage 3 will involve the addition of a further lane at the median side of each carriageway in order to upgrade the expressway to a six-lane dual carriage highway.

The work on Stage 1 is already on progress.

1.1.3.2 Alignment of Final Trace

The alignment of Final Trace has been designed to minimize physical impact on the people who were living on the Right-of Way (ROW), to optimize the balance of cut and fill in earthworks so that dependence on out of ROW sources is minimal and to produce a cost effective but safe facility.

The horizontal alignment for the Project Road commences at Km 1+500 and terminates at Km 61+050. The northern two third of the road trace runs through some of the inland hilly areas comprising of predominantly steep-sided, parallel ridges rising generally 50 to 100m above flat-bottomed valleys of the lowest peneplain. The southern third of the trace runs through more irregular topography of lower rounded hills with flatter slopes of the

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lowest peneplain. The road trace runs through two major river basins of Gin Ganga and Polwatta Ganga other than many other streams and small waterways.

The road trace has been generally set to follow along the sides of the chain of hills, which are located roughly parallel to the trace. By aligning the road this way several advantages were gained. These include minimization of impact of local residences, minimization of paddy and wetland acquisition for road ROW and improved road safety achieved by avoiding at-grade intersections by ensuring physical separation with local cross roads.

The typical carriageway consists of two lanes, each 3.60 m wide and shoulders of 3.0 m width on each side for Stage 1 construction. Stage 2 construction shoulders are 3.0 m wide on the left side and 1.2 m on the right (median) side of each carriageway (viewed as when driving along each carriageway).

The main trace in Stage 1 will be constructed with 5 interchanges as given in Table 1.1. Out of these except the terminal interchange at Matara all others will be grade-separtead interchanges. These interchanges are located such as to accommodate the requirements of present urban centers and are expected to cater for any short term development needs. In Stage 2 6 more interchanges will be introduced to meet the demands of development in the middle and long term future.

Table 1.1 Locations of Proposed Interchanges of the Final Trace Southern Expressway Stage 1 – ADB Section

No. Km Cross Route1 2.5 Kurundugahahetekma – B14 (Ambalangoda – Elpitiya Road) 13th km 2 14.7 Baddegama - B153 (Hikkaduwa – Baddegama – Nilhena Road) 12th km3 30.3 Pinnaduwa – (Galle – Udugama Road – Galle Port Access Road) 6th km 4 50.1 Kokmaduwa – B465 (Weligama – Kanake Road) 5 60.6 Matara Route A24 (Matara – Akuressea Road)

1.1.3.3 Galle Port Access Road

This is a new 6 km long non-access controlled alignment with at-grade intersections with local roads which provides a direct link from the expressway to A4 highway just south of the city of Galle. The purpose of incorporating this road known as the Galle Port Access Road (GPAR) is to accommodate projected traffic including that from the exopnded Galle Port. The existing B-129 route from Galle to Udugama through Pinnaduwa is very narrow, sharply curved and highly urbanized along much of its length and cannot be considered to serve the intended functions of GPAR. There will be a single interchange from GPAR to B129 route as indicated in Table 1.2.

The GPAR will ultimately be a four lane, dual carriageway with araised curbed median 2.0 m wide (between faces of the median curbs) widened at channelized intersections to provide a protected right-turn bay. Channelization will be extended to accommodate storage of southbound vehicles north of the railroad crossing, and special access will be provided for the cement factory, leaving approximately 700 m, which would be an undivided, two lane, two-direction roadway.

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Table 1.2 Locations of Proposed Interchanges of the Galle Port Access Road

No. Km Cross Route1 2.0 On Galle Port Access Road B129 (Galle- Udugama Road)

1.1.3.4 Local Circulation

The maintenance of local traffic circulation – vehicles, animal and human, has been considered in the design stage. In addition to six interchanges there are 152 individual segments of local roads, of all sizes and classifications that have been identified for consideration. Each local road which will be crossed or otherwise impacted by the construction of the highway, has been designed and detailed to be compatible with the orientation of the new road. According to the Design Report, the following total numbers of underpasses are designed for the ADB section.

No. of two lane underpasses 44No. of single lane underpasses 50

The following Figures show the typical underpasses under construction:

Figure 1.5(a) : Single lane underpass

Figure 1.5 (b): Two lane underpass front elevation

Figure 1.5(c): Two lane underpass side elevation

Figure 1.5(d) : Four lane underpass

1.1.3.5 Bridge and Drainage Structures

Table A1.1 of Appendix A1 presents a list of drainage structures along the trace where the trace has deviated from the combined trace. These drainages structures consist of major bridges (at Gin Ganga & Polwatte Ganga), minor bridges, box culverts & pipe culverts. It should be noted that most of these minor structures such as pipe culverts have been constructed and the rest is under construction.

1.1.4 Land Acquisition and Involuntary Resettlement

The acquisition of land and mitigation of the negative impacts on other properties (houses, commercial establishments and other buildings) have been completed by the project developer according to the social safe guard and other policies of the Sri Lankan government. The detailed procedures followed by the project developer with regard to implementation the social safe guard measures are included in the report on Resettlement implementation plan ( Volume 1 Main report – 2002). This report has included all the procedures, actions and other regulations of the ADB and the government of Sri Lanka.

Land acquisition under the project has been carried out for two purposes, they are,

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Land for creating resettlement sites Land required for construction of the road.

The lands acquired for creating resettlements are shown in Table 1.3.

Table 1.3- Land Acquired for Resettlement

DS division Number of locations Extent in ha Karandeniya 2 4.12 Welipitiya 6 4.392 Baddegama 4 4.49 Bope poddara 1 1.582 Akmeemana 3 1.658Imaduwa 3 1.22 Kadwathsatara 1 0.91Total 20 18.372

These lands located in 20 places in 7 DS divisions wee identified to settle 220 families who were living in 206 houses. Another 458 families who were evacuated have chosen their own to get resettled by themselves in the places they preferred. The extent of lands they have acquired for their resettlements are unknown. In addition to 220 families another 14 commercial establishments affected were also relocated in Wilson Watta located in Karandeniya DS division. In 65 houses among 206 affected had maintained some small business units such as retail shops and tea boutiques.

The details of the land acquired for road development are included in Table 1.4

Table 1.4- Land Acquired for Road Development

DS division Paddy-ha Other land-haKarandeniya 0.802 28.435.Divithura 13.8965 40.0521Baddegama 14.252 58.114Bope Poddala 2.281 7.828Akmeemana 26.62 67.28Imaduwa 39.1614 72.9078Welipitiya 21.034 43.087Malimbada 4.3311 20.526Thihagoda 2.6612 0.063Matara 7.2092 0.3997Kadawathsatara - 2.7186Total 132.2554 341.3985

(Source: Final Resettlement Plan Volume I – RDA – Page 30)

1.1.5 Construction Processes

1.1.5.1 General Activities

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The construction activities which are in progress in the ADB section of the Southern Expressway are being contained as much as possible within the right of way (ROW). The fill materials are obtained from cuts and hillocks identified for obtaining borrow material and included in the ROW. The depressions close to the ROW is being used as far as possible as spoil disposal sites.

The construction work involves movement of heavy equipment and machinery. These movements are primarily contained within the ROW causing minimum disturbance to community living within the immediate vicinity of the road trace. The land acquisition has been already completed.

1.1.5.2 Land Clearing

Land clearing has been completed in most of the main road trace and Galle Port Access Road. The road construction work including construction of bridges, drainage structures has made substantial progress to-date. The land clearing included uprooting and removal of trees, properties within ROW, sealing of abandoned wells and septic tanks. After land clearing earthwork preparation by removing the top soil had been carried out. The top soil is to be utilized in subsequent landscaping. In marshy areas and lagoon areas the vegetation and decayed material had been removed before commencement of earthwork. The main equipment used in land clearing included dozers, graders and draggers.

1.1.5.3 Earth Work

The earth filling is being carried out as per design construction specifications with fills laid in layers according to design standards. Each layer is well compacted using sheepsfoot or smooth wheeled rollers and vibrating rollers as appropriate. The earth is moistioned with water and finished surface motor graded to proper camber and to obtain final surface. The dump trucks are used to transport earth between cut and fill areas. All cut slopes are benched and surface drains constructed to avoid erosion and slope failure.1.1.5.4 Stabilization of Embankments and Cuts

The existing natural slopes along the road trace mainly consists of weathered relics of in-situ material at the top of the slope and colloidal material deposited at the bottom of the slope due to weathering and erosion of the upper levels of the slope. The colloidal material present at the bottom of the slopes may be consolidated or unconsolidated depending on the age, the height of the deposition and the amount of erosion the deposition is subjected to. There are unweathered or partially weathered boulders (core stones) present on certain slopes indicating that the weathered bedrock may be present at shallow depths.

Natural slopes along the trace are fairly stable with no records of major earth slips in the area reported in recent times. However, it should be noted that boulders present on some of the slopes may be considered unstable. There are certain shallow earth slips of the cut slopes at about 4+000m to 5+000m. There is an earth slip of the cut slope that took place close to 4+300m.Visual observation of the slope failure indicated that the earth slip took place by sliding of a portion of the soil above the bedrock.

The stabilization of embankments and cuts are being carried out according to design specifications using locally available varieties of vegetation as far as possible.

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1.1.5.5 Quarrying Operations

The coarse aggregate requirements are obtained from quarries and crushed to specified sizes using heavy duty crushers located strategically along the trace. The aggregate used are selected in conformity to design standards for road construction of bases and surfacing of pavements.

1.1.5.6 Construction Materials

At present sand is mainly used for construction work and the demand for sand has gone up due to the additional demand created by the December 26th 2004 tsunami reconstruction work. For concrete and other construction work sand or fine aggregate is defined as mineral particles with size range between 0.15 – 5 mm.

Due to the large length of the roadway crossing flood plains of the streams, from upper or middle peneplain to the lower peneplain, large quantity of fill material is needed as construction material for construction of the road embankment. In addition to the material needed for the construction of the embankment above the ground level, large amount of fill material is needed since replacement of compressible material, found in the low lying areas, is used as a ground improvement technique.

As it is commonly known, strength of the material in a roadway embankment may decrease at the lower levels of the embankment as the pressure due to load applied at the top of the embankment is distributed with the depth. Therefore, material with low CBR values may be used for lower levels of the embankment and high quality material may be used for higher levels of the embankment. If replacement method is adopted it is not practical to de-water the excavation before re-filling with stronger material. Therefore, the filling may be done under water and the material used for this purpose should be well graded as compaction using mechanical means is not possible. Soil in most of the residual formations can be used for this purpose as they contain varying sizes of particles due to physical and/or chemical weathering.

Most of the material from the excavations done up to now at ADB sectionconsists of Red-Yellow Podozolic soils with soft or hard laterite and have fairly high CBR values and can be readily used for the construction of the lower and upper embankment layers. However, if the clay content is more than 35% and the plasticity index (PI) is more than 11% soil is classified as clayey soils according to the ASTM designation D-3282; AASHTO method M145 and the compaction process may become difficult.

1.1.5.7 Construction Equipment

The construction work along ADB section main trace which is in progress involves use of heavy equipment such as dozers, motor graders, heavy rollers, dump trucks. The movement of these equipment mainly take place along the service road built more or less parallel to the expressway. Therefore, inconvenience to local community movement is minimized.

1.1.5.8 Construction Work Force

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A large work force is engaged in construction activities working under several sub-contractors executing different elements of construction programme. This has given rise to employment opportunities for local community mainly in the form of unskilled and semi-skilled labour force. Additionally, civil engineering graduates recently graduated from the three engineering faculties of Sri Lanka have found gainful employment under various subcontractors of the project. Furthermore, the project has benefited a large number of undergraduate trainees mainly from the Civil Engineering discipline from the local universities.

1.1.6 Operation and Maintenance Activities

The projected design year (2025)m peak hour traffic volume range from high estimate of 1400 vehicles in Hikkaduwa-Baddegama to GPAR section to a low peak hour estimate of almost 500 vehicles on the GPAR. In the initial stages of operation this traffic volume for Hikkaduwa-Badegama to GPAR section is expected to be 400 per peak hour and 250 for GPAR. Routine operation and maintenance that needs to be done include general upkeep of ROW, repairs to road surface, cleaning of drains, culverts etc., repairs to road furniture, repairs to fencing of ROW and regular maintenance of bridges. As periodic maintenance activities, pavement overlaying (once every 7-15 years) and replacement of pavement markings (once in about 3 years) should be conducted.

1.2 Present Set up

The University of Moratuwa (UOM) was entrusted to conduct a Supplementary Environmental Assessment and an Updating of Environmental Management Plan (EMP) of the Southern Transport Development Project (STDP) by Director, Project Management Unit (PMU) of the Road Development Authority (RDA). Accordingly, the UOM study team commenced work in early October 2004. However, as of 25 October, 2004, PMU directed UOM to temporarily suspend the studies. The inception report for the works commenced and completed up to then was submitted to the RDA, STDP and the Asian Development Bank (ADB) in December 2004. Upon resolution of many issues between the two parties, UOM reactivated the studies on 1 September, 2005, based on a revised Terms of Reference (TOR) presented by PMU. A fresh Inception Report outlining objectives of the study, study team, methodology and schedule of work program was presented in October 2005. This Interim Report addresses mainly to existing project environment and anticipated and prevailing impacts as a result of ongoing construction work of the expressway. Special emphasis is placed in this report on addressing the deviations, GPAR and any hot spots where conditions have changed drastically following 1999 EIA.

1.3 Purpose, Scope and Terms of Reference

The objectives of the study by UOM as extracted from the revised Terms of Reference (TOR) sent by the RDA-STDP is as follows:

2.1.(i) Review all previous reports on the project pertaining to environmental issues:

including the Environmental Impact Assessment (EIA) and Summary Environmental Impact Assessment (SEIA), to determine their applicability to the

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entire length of “Final Trace” comprising both JBIC and ADB funded sections and Galle Port Access Road (GPAR).

(ii) Identify locations on the “Final Trace” which require further assessment in order to update the draft EMP, and using parameters accepted for the original assessments, conduct field surveys and other studies that may be required in these locations (using participatory techniques where appropriate) to determine environmental and social impacts and necessary mitigation measures.

2.2 Review the second draft of EMP based on the additional information generated by the studies to determine its adequacy to address the environmental impacts of the entire project. Determine additional monitoring and mitigation measures that should be included in EMP. Inform client of any immediate actions that are required to ensure that sufficient environmental mitigation measures are being applied particularly on the road sections, where construction works have already started. If the current mitigation measures are inadequate to address adverse impacts, recommend appropriate and adequate mitigation measures to be included in EMP. In this regard, advice on identifying dumping areas of unsuitable excavated soil.

2.3 Based on the above reviews, studies and evaluations prepare two reports: (i) Supplementary Environmental Assessment Report; and (ii) A report that includes detailed comments on the draft EMP and how to

update it as per ADB Environmental Assessment Guidelines 2003 and GOSL requirements.

1.4 Study Area

1.4.1 Deviations and Description

The major deviations of the Final Trace from the Combined Trace have been identified in order to identify the sections of the road that needs specific attention during environmental assessment. (Figure 1.3 and Table 1.5). Each expert in the study team (Table 1.6). looks at the major deviations and other prominent sections of the study area pertaining to their expertise Each expert considered the study area in line with the expertise associated with the study.

Table 1.5 Deviations of the Final Trace from RDA trace and Combined Trace

ADB Section

Distance form Starting Point (Chainage -km)

RDA Trace Deviation (m)

Combined Trace Deviation (m)

Minimum Deviation from RDA or Combine

Trace (m)

0 200 200 2001 120 120 1202 0 0 03 200 200 2004 120 120 120

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5 100 100 1006 300 300 3007 500 400 4008 460 1000 4609 260 2000 26010 0 2800 011 0 3000 012 0 3000 013 0 3000 014 0 3000 015 70 3000 7016 60 3000 6017 60 2640 6018 60 2400 6019 340 1940 34020 560 1500 56021 300 1200 30022 180 540 18023 200 200 20024 320 320 32025 600 600 60026 320 320 32027 120 120 12028 240 240 24029 200 200 20030 60 60 6031 160 160 16032 600 600 60033 840 840 84034 640 640 64035 400 400 40036 200 200 20037 140 140 14038 160 160 16039 260 260 26040 400 400 40041 160 160 16042 0 0 043 80 80 8044 80 80 8045 40 40 4046 300 300 30047 400 400 40048 80 80 8049 80 80 8050 200 200 20051 200 200 20052 0 0 053 80 80 8054 80 80 8055 240 240 24056 240 240 240

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57 440 440 44058 220 220 22059 40 40 4060 100 100 100

1.4.2 Study Team

A multi-disciplinary team of the University of Moratuwa for the Supplementary Environmental Assessment Study (SEA) and Updating of Environmental Management Plan (EMP) as per revised TOR, is led by Prof. N.T. S. Wijesekera and Prof (Mrs) N. Ratnayaka is the Co-Team Leader. The core team as indicated in Table 1.6 comprises an EIA and Policy Specialist, a Hydrologist, an Ecologist, a Sociologist, an Agricultural Economist, an Environmental Engineer, a Soil and Geotechnical Engineer, a Landscape and Aesthetics Specialist, a Traffic Engineer/Transport Planner and other Civil Engineers. The team is also supported by engineers, field work teams supporting the hydrologist, ecologist, sociologist, and many other workers and secretarial staff assigned for field works, meeting and workshop organizing, and report preparation. The study areas which concentrated on and considered important by team members are given in Table 1.7.

Table 1.6 Core Study Team for the SEA and Updating EMP

Name Position Affiliation

1. Prof. N.T.S. Wijesekera Team Leader/Hydrologist University of Moratuwa

2. Prof. (Mrs). N. Ratnayaka Co-Team Leader/EIA and Policy Planner University of Moratuwa

3. Dr. P.P. Gunaratna Deputy Team Leader (Review and Reports) University of Moratuwa

4. Dr. N.P.D. Gamage Deputy Team Leader-JBIC University of Moratuwa

5. Eng. D.A.J. Ranwala Deputy Team Leader-ADB Consultant, University of Moratuwa

6. Prof. L.L. Ratnayaka Traffic Engineer/Transport Planner University of Moratuwa

7. Dr. H.S. Thilakasiri Soil and Geotechnical Engineer University of Moratuwa

8. Dr. M. W. Jayaweera Environmental Engineer University of Moratuwa

9. Dr. (Mrs) M.D.Amarasinghe Ecologist University of Kelaniya

10. Mr. K. Jinapala Sociologist Consultant, University of Moratuwa

11. Dr. L.M. Abeywickrama Agricultural Economist University of Ruhuna

12. Archt. (Ms.) S.I. Balasuriya Landscape and Aesthetics Specialist University of Moratuwa

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Table 1.7 Domains of Interest of Specialist Team Members

Specialist Team Member Domain of Interest

Hydrologist Major Deviations and associated watersheds

Traffic Engineer/Transport PlannerThe Right of Way (ROW) of the expressway including access roads at interchanges and Galle port Access Road.

Soil and Geotechnical EngineerThe major deviations of Final Trace in the ADB section and Galle Port Access Road including a survey of existing borrow pits and quarries.

Environmental Engineer

Available maps, other baseline data of the ADB section and the JBIC section will be studied and field visits, meetings and consultations data will be used in comparison for the suitability. The Surface Water Quality, Groundwater Quality, Air Quality, Noise Level and Vibration data collected along with information in the available reports will be studied and compared with the standards to identify impacts in the identified project area as per TOR methodology..

Ecologist

Observations on the terrestrial parts along the trace and the deviations were limited to 500m on either side of the trace. In localities where the road trace traverses wetlands the natural boundaries of the wetlands were taken as the boundaries of the domain of study as changes in ecology of one place in a wetland is naturally transmitted throughout the wetland.

Sociologist The study on social impact was concentrated on two geographical units.

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Assess the impact on communities and other land uses in the 500M belt on both side of the road reservation.

RDA settlement sites to assess the impact on already resettled communities

Agricultural Economist

The socio-economic environment of the deviations and identified important places in the JBIC, ADB and Galle Port Access Roads will be studied using the collected data along with report review.

Landscape and Aesthetics Specialist

The Landform, Aesthetic Aspects, Application of Pesticides/Herbicides in Landscaping, Land Use Related Monitoring will be reviewed and analyzed in the significant deviations of the ADB section and along the entire Galle Port access road.

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2. ENVIRONMENTAL ASSESSMENT METHODOLGY

2.1 Impacts Identification

The methodology adopted for impact matrices in the previous EIA Report, had been accepted by the Central Environmental Authority and therefore the same methodology was adopted.

2.1.1 Impacts Identification

The project is divided into a number of EIA elements, identified by the EIA Team in consultation with RDA engineers. 24 Project activities were identified, 3 activities occurring during the investigation stage, 14 in the construction stage and 7 in the operation stage. A list of the 24 Project Activities is given in Table 2.1. It was noted that there was no variation in the project activities of the Galle Port Access Road and the ADB section.

Table 2.1: List of Project Activities

A. During Investigations and Preparation1. Geotechnical Investigations2. Land Surveying3. Land Acquisition

B. During Construction1. Construction Material Exploitation, Handling, Transportation & Storage2. Site Clearing3. Cut & Fill4. Blasting & Drilling5. Surfacing & Paving6. Land Reclamation7. Ditching & Drainage8. Spoil Disposal9. Asphalt & Concrete Plants10. Construction of Bridges11. Construction of Culverts12. Application of Pesticides/Herbicides in Landscaping13. Number, housing and Services for Labour Force14. Displacement & Settlement of People

C. During Operation1. Generated & Diverted Traffic2. Encroachment to previously inaccessible areas3. Road Accidents4. Hazards Due to Transport of Hazardous Material5. Road maintenance work6. Roadside Development (Planned & Unplanned)7. Floods, Earthquakes or Any Other Unforeseen Acts

The affected environment was also divided into 46 Environmental Elements, considering the general environment of the area and the environmental issues identified in the previous studies. These environmental elements were subdivided into 14 Physical/Chemical aspects, 05 Biological aspects and 27 Social/ Socioeconomic aspects, as shown in Table 2.2.

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Table 2.2: List of Environmental Elements

A. Physical/Chemical Aspects

A1 Earth

1.Mineral Resources2.Construction Materials3.Earth Stability4 Settlement and ground subsidence5.Landform

A2 Water

1.Surface Water Quantity2.Groundwater Quantity3.Surface Water Quality4.Groundwater Quality

A3 Atmosphere

1.Air Quality2.Noise Level & Vibration

A4 Processes

1.Floods/Hydrology & Drainage patterns2.Soil Erosion, Siltation & Sediment Runoff3.Irrigation & Flood Protection work

B. Biological Aspects

B1 Flora

1.Terrestrial Flora (Endemic, Threatened or Endangered species)2.Aquatic Flora

B2 Fauna

1.Terrestrial Fauna 2.Aquatic Fauna3.Avi Fauna

C. Social/ Socioeconomic Aspects

C1 Land Use and Property Values

1.Land use Pattern2.Land tenure3.Settlement pattern4.Long Term Plans for Land Use

C2 Human Activities and Quality of Life

1.Social structure, Local Lifestyle and Values2.Population, Migration & Settlement3.Education4.Accessibility and Mobility for Normal Activities5.Accessibility for Special Services-Police, Fire protection, Hospitals6.Public Health & Safety 7.Housing8.Other infrastructure Facilities- Water Supply, Wastewater and Solid Waste disposal,

Power supply etc9.Other Modes of Transport and Transportation Facilities10.General Lifestyle

C3 Economic Aspects

1.Employment

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2.Agriculture3.Tourism4.Income Distribution5.Structures6.Business Volumes7.Property Values8. Rural Economy

C4 Features of Aesthetic, Historic and Cultural Interest

1.Visual Intrusion and Landscape2.Historic and Archaeological Monuments3.Places of worship and religious interest 4. Textural quality of structures5. Vegetation & Historic value of trees

The Relevance Matrix was developed with these 24 identified project activities and 46 environmental elements. A scoping session was conducted by the entire team to identify possible environmental elements that would have impacts. Two separate Relevance Matrices were developed for the JBIC section and the ADB section, in order to incorporate the differences in the extent and the intensity of the impacts on the different environmental elements.

2.1.2 The Impact Matrices

The impact matrices developed for the ADB section and Galle Port Access Road is shown in Figures 2.1 and 2.2. The team along with each subject specialist ranked the impacts in a scale of two which differentiated the degree as high and low. The scale was selected to maintain the compatibility of the present work with the previous EIA.

The team with specific expert knowledge, details from literature surveys, results of scoping and interviews, field measurements and following numerous meetings identified the impact matrix indicated above. The summary of reasons for categorization is given in Table E1.1 and E1.2 of Appendix E.

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Fig 2-1 The Impact Matrix for the ADB Section

Fig 2-2 The Impact Matrix for the Galle Port Access Road3. EXISTING ENVIRONMENT AND SITE DESCRIPTION

3.1 Physical Environment

3.1.1 Earth

3.1.1.1 Mineral Resources

The mineral resources are of many kinds but they can be considered under three broad categories namely, energy minerals, metals and industrial minerals. According to the prevailing knowledge of the geological conditions of Sri Lanka, energy minerals are not present in economically viable scales in Sri Lanka. The distribution of other mineral deposits in Sri Lanka is shown in Figure A3.1 in Appendix A3. Distribution of mineral deposits in the project area is another important consideration in the implementation of a project of this nature. As it is clear from Figure A3.1, those important mineral deposits within or in the vicinity of the project area are graphite and gems. Other types of industrial minerals, that are present within the road trace, are the rock forming minerals. The type of rock forming minerals that are present along the project corridor are given in previous EIA of 1999[Table 5-1(a) and Table 5-1(b) of the EIA (1999) Main Text – Volume 1].

Main Trace

Within the major deviated section of the Final trace from the RDA trace and the Combined trace between CH 19 + 500 to CH 49 +00 following rock forming minerals are identified.

Table 3.1 Rock Forming Mineral Resources in Major Deviations – ADB Section

Chainage MineralCH 19 + 000 to CH 25 + 000 Charnockitic and garnetiferous, quartzofeldspathic gneissesCH 25 + 000 to CH 35 + 000 Garnet biotite gneisses, quartziteCH 35 + 000 to CH 40 + 000 Charnockitic gneisses rich in garnet, garnet-biotite gneisses CH 40 + 000 to CH 45 + 000 Garnetiferous, quartzofeldspathic gneissesCH 45 + 000 to CH 49 + 000 Charnockite with sign of orthopyroxene

Galle Port Access Road

As evident from the Figure A3.1 in Appendix A3, there are no industrial mineral present along the trace. However, rock forming mineral Charnockitic and garnetiferous gneisses are present in the bedrock.

3.1.1.2 Construction Materials

3.1.1.2.1 Rock and Coarse Aggregate

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Nine-tenth of Sri Lanka is made up of highly crystalline, non-fossilifferous rocks of Precambrian age belonging to one of the most ancient and stable parts of the earth’s crust, the Indian shield. On the basis of the rock types and structure, they are divided into three main complexes namely, Highland Complex (HC), Wanni Complex (WC) and Vijayan Complex, and one subordinate unit Kadugannawa Complex (KC) as shown in the simplified geological map of Sri Lanka given in Figure A3.2 in Appendix A2.

Strength of the weathered rock mass depends on the nature and the spacing of fractures. Typical average crushing strengths of some of the unweathered rock types found in Sri Lanka are given Table 3.2:

Table 3.2 Properties of rock types commonly found in the Southwestern group of the Highland complex.

Rock Type Specific gravity Range (Mpa) Average crushing strength (Mpa)

Biotite gneiss and granite gneiss 2.6 133 -227 169

Charnockitic gneiss 2.7 102 – 300 176

Garnetiferous granite 2.7 86 – 203 171

Quartzite 2.5 98 – 224 145

If the rock is foliated or banded, certain foliae may be weaker than others or may be slightly weathered in an otherwise fresh rock. Therefore, the plane of foliation may be weaker than the other part of the rock and depending on the dip angle of the foliation plane, slippage of the sides of an excavation may occur if the dip directions of the foliation planes are towards the excavation.

Coarse aggregate is another very important construction material needed. At present, the coarse aggregate need of the area is met with the supply from the quarries and the rock types found in these quarry sites mainly consist of Biotite and Charnockitic gneiss. These varieties posses qualities of good construction material such as: hardness, toughness, strength and higher abbresive resistance, as they have an interlocking texture of their constituent minerals. The quarry sites identified by RDA in the area are given in Table 5 – 4 of the EIA report (1999) - Appendices.

Main Trace

According to the simplified geological map shown in Figure A3.2 in Appendix A3, the rock formations within the project area belong to the southwestern group of the Highland complex, which occupies the coastal belt of the south-western sector of the island. The rocks present in the Southwestern group consists of metasediments, charnockitic gneisses and migmatitic and granatic gneisses.

The major rock types found within the project corridor are charnockite, charnockitic and garnetiferous quartzofeldspatic gneisses. A summary of geological conditions present along the trace is given in Table 6.1 of the Final Design Report (2001) of the ADB section prepared by Wilbur Smith Associates Inc. Steeply dissected hilly terrain found along the trace shows large amount of boulders on the slope surface due to unweathered corestones. Isolated boulder of varying dimensions are clearly visible within 0 +000 km – 43 + 000

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km stretch of the trace and the presence of boulders on the slope is an indication of shallow weathering and existence of bedrock at shallow depths as shown in Figure 3.1. Within the southern quarter of the trace boulders are not visible on the hill slopes indicating the underlying rock to be softer and the weathered horizon to be deeper. The thickness of the overburden on the bedrock varies greatly along the trace and such variations are clearly shows in the excavated sections of the roadway. According to the information revealed during the excavation for the roadway that the bedrock depth is more than originally estimated based on the site investigation phase of the project. This type of under estimation of the bedrock may be partly due to the presence of boulders in the subsurface and highly weathered rock layer above the solid bedrock.

Figure 3.1 Shallow bedrock Outcrop (Approximate Location 18 + 000 km)

Galle Port Access road

No bedrock exposures are visible along the trace. Isolated boulders are present along the trace and the anticipated bedrock type is charnockitic, garnetiferous gneisses. Assumed foliation trends is EW and the overburden thickness is more than 5m.

3.1.1.2.2 Gravel and Fill Material

Due to the large length of the roadway crossing flood plains of the streams, from upper or middle peneplain to the lower peneplain, large quantity of fill material is needed as construction material for construction of the road embankment. In addition to the material needed for the construction of the embankment above the ground level, large amount of fill material is needed since replacement of compressible material, found in the low lying areas, is used as a ground improvement technique.

As it is commonly known, strength of the material in a roadway embankment may decrease at the lower levels of the embankment as the pressure due to load applied at the top of the embankment is distributed with the depth. Therefore, material with low strength (CBR) values may be used for lower levels of the embankment and high quality material may be used for higher levels of the embankment. If replacement method is adopted it is not practical to de-water the excavation before re-filling with stronger material. Therefore, the filling may be done under water and the material used for this purpose should be well graded as compaction using mechanical means is not possible. Soil in most of the residual formations can be used for this purpose as they contain varying sizes of particles due to physical and/or chemical weathering.

Most of the material from the excavations done up to now at ADB section consists of Red-Yellow Podozolic soils with soft or hard laterite and have fairly high CBR values and can be readily used for the construction of the lower and upper embankment layers. However, if the clay content is more than 35% and the plasticity index (PI) is more than 11%, soil is classified as clayey soils according to the ASTM designation D-3282; AASHTO method M145 and the compaction process may become difficult. Classification of highway subgrade material using AASHTO method is given in Table A1.2 of Appendix A1.

3.1.1.2.3 Sand

Corestones

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At present sand is mainly used for construction work and the demand for sand has gone up due to the additional demand created by the December 26th 2004 tsunami reconstruction work. For concrete and other construction work sand or fine aggregate is defined as mineral particles with size range between 0.15 – 5 mm. It is expected that sand can be obtained from one of the following sources:

i. Mining beds and banks of rivers; ii. Mining of dunes;iii. Dredging from off-shore; oriv. From crushed rock.

Properties of types of sand given above from different sources are given in Table 3.3.

Table 3.3 Properties of Sand from different sources

Off-shore sand Dune sand Manufactured (crushed rock) sand

Particle size Coarse to medium (but with exceptions)

Fine and contained within narrow grading envelop Medium

Particle shape Similar to river sand Similar to river sand Elongated and irregular

Fine content (dust/clay sized particles)

Unless calcareous mud is present 0.2% to 1.5% (permissible limit is 4%)

0.2% to 0.4% (Well within the permissible limit of 4%)

2% to 11% on material processed by washing/sieving (permissible limit 16%)

Composition (Material other than sand)

May contain shells, shell fragments or sometimes calcareous mud

Small percentage of heavy metal

Same composition as in coarse aggregate

Properties of mortar or concrete mixesWorkability

Strength gainSimilar to river sand-do-

Good especially in plaster/mortar mixes. May need more cement or mixing with other types of sand

Poor workability due to particle shape, but both strength and workability improved by blending with fine sand such as dune sand

Deleterious material/chemicals

- chlorides

Sulphates

Organic matter

0.1% to 0.2% (overall) but less than 0.05% in samples in North – western coastal shelf

Less than ).3% (within permissible limits)

Insignificant

Less than 0.02%

Insignificant

Very low (as confirmed by qualitative analysis)

Not applicable

-do-

-do-

ADB section

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Southern province, within which the ADB section of the STDP lies, is the second main consumer of sand behind Western Province. The estimated demand for sand in the year 2004 within the southern province is 1.5 million cubic meters. This demand for sand is mainly met with the supply of river sand. Therefore, almost all the river basins within the project area have already been mined excessively creating severe environmental problems such as lowering of riverbed levels, curtailment of sediment flows in the rivers and streams, health problems faced by people involved in river sand mining and costal erosion. These problems are very severe in the valley of the Nilwala Ganga and already alternative means of obtaining sand for construction work is sought at. The estimated volume of sand mined from two major rivers in the southern province during the year 1997 is given in Table 3.4.

Table 3.4 Quantity of sand mined from major rivers in the Southern province during the year 1997

River Estimate of mined sand during 1997* (m3)Gin Ganga 245,000Nilwala Ganga 36,000

* Interim sand study, Draft final report (1997)

3.1.1.3 Stability of Sub Surface

3.1.1.3.1 Soils

The floodplains and the resulting alluvial deposits form a part of the landscape of the project area. The Surface soil types present within the project corridor are shown in Figure A3.3 in Appendix A3. As shown in Figure A3.3, the soil formations and the condition of the terrain within the project area mainly consists of the followings:

i. Red-Yellow podzolic soils with soft or hard laterite, rolling and undulating terrain;

ii. Red-Yelllow Podozolic soils, steeply dissected, hilly and rolling terrainiii. Bog and half bog soils, flat terrain; andiv. Alluvial soils of variable drainage and texture, flat terrain.

Basic properties of these soils types are briefly discussed in Appendix A4.1.Comparison of the surface soil types between traces

ADB section

The percentage of different soil types at the surface along the three alternative traces are given in Table 3.5.

Table 3.5 Surface soil types present along different alternative traces in the ADB section as a percentage of the total length.

Percentage of the length of Road Trace (%)

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Trace % of the Length of the trace through Group A*

% of the Length of the trace through Group B*

% of the Length of the trace through Group C*

% of the Length of the trace through Group D*

Final trace 25.3 31.5 31.7 11.6

Combined trace 31.9 42.1 15.9 10.1

RDA trace 16.4 33.7 39.2 10.7

* Group A - Bog and half bog soil; flat terrain.* Group B - Red – Yellow Podozolic soils with soft or hard laterite; rolling and

undulating terrain.* Group C - Red – Yellow Podozolic soils; steeply dissected, hilly and rolling terrain.* Group D - Alluvial soil of variable drainage and texure; flat terrain.There is a major deviation of the Final trace from the Combined and RDA traces starting from CH 19 + 500 to CH 49 + 00. based on the soil map given in Figure A3.3 in Appendix. A3, a comparison of different soil types found along different traces in this major deviation is given in Table 3.6

Table 3.6 A comparison of different soil types found along different traces along the deviation between 19 + 500 km to 49 + 00 km

Length of Road Trace (km)

Trace Length Total (km)

Length of the trace through soil A*

Length of the trace through soil B*

Length of the trace through soil C*

Final trace 29.5 8.2 4.0 17.3Combined trace 30.4 12.7 11.4 6.3

RDA trace 30.0 3.8 5.4 20.8

A - Bog and half bog soil; flat terrainB - Red – Yellow Podozolic soils with soft or hard laterite; rolling and undulating

terrain.C - Red – Yellow Podozolic soils; steeply dissected, hilly and rolling terrain.

It is evident from the Table 3.6, that the combined trace runs closer to the shoreline than the other two traces. Therefore, it goes through less steeply dissected terrain and goes through more bog and half-bog soils in the flat terrain. RDA trace mostly runs through steeply dissected terrain and goes through less bog and half-bog soils in the flat terrain.

Occurrence of very soft peat and organic silts/clays are given in Table 6.2 of the Final Design Report (2001) of the final trace in the ADB section prepared by Wilbur Smith Associates Inc. It is evident from the information given in that report that the thickness of the soft layers is shallow (less than 5m) at most of the locations except at few location (CH 50 + 700 to 51 + 600 and CH 59 + 600 to 61 + 100) The organic clays and silts were found to have natural moisture contents of generally more than 70% and, for peat, values typically ranged from 100% to over 300%. The peat encountered found to be both fibrous and amorphous with bulk unit weight less than that of water.

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Galle Port Access Road

The surface soil layer variation along the Galle Port access road is given in Table 3.7.

Table 3.7 Surface soil types present along Galle Port Access Road as a percentage of the total length.

Length of Road Trace (km)Length of the trace through Group A*

Length of the trace through Group B*

Length of the trace through Group C*

Length of the trace through Group D*

50.0 17.0 25.0 8.0

* Group A - Bog and half bog soil; flat terrain.* Group B - Red – Yellow Podozolic soils with soft or hard laterite; rolling and

undulating terrain.* Group C - Red – Yellow Podozolic soils; steeply dissected, hilly and rolling terrain.* Group D - Alluvial soil of variable drainage and texure; flat terrain.

Soft soil deposits are present from CH 0 + 000 to 2 + 900 and Ch 4 + 400 to 4 + 800 along the trace consisting of organic silt/peat and organic silt respectively. The natural moisture content of peat were found to be over 600% indicative of very high organic content with lower shear strength.

3.1.13.2 Earth Stability

The project area is located within the wet zone, which receives more than 2500 mm of rain per year. Therefore, seepage forces in the slopes can go up during the wet season and cause slope instability. The resistive forces that are developed against sliding mainly depend on the strength properties of the subsurface and the fracture pattern of the bedrock. Slope angles along the trace goes up to about 35 – 450.

ADB Section

The existing natural slopes along the road trace mainly consist of weathered relics of in-situ material at the top of the slope and colloidal material deposited at the bottom of the slope due to weathering and erosion of the upper levels of the slope. The colloidal material present at the bottom of the slopes may be consolidated or unconsolidated depending on the age, the height of the deposition and the amount of erosion the deposition is subjected to. A typical natural slope along the trace at CH 14 + 000 near the Gingaga crossing is shown in Figure 3.2 It is evident from Figure 3.2 That there are unweathered or partially weathered boulders (core stones) present on the slope indicating that the weathered bedrock may be present at shallow depths. A typical cut slope in the southern quarter of the trace at CH 47 + 240 (RHS) is shown in Figure 3.3 It is evident from the cut slope shown in Figure 3.3 that the overburden consists of residual soil due to the preserved foliation pattern of the original rock in the overburden and the presence of partially weathered boulders present at the bottom of the cut slope. Natural slopes along the trace are fairly stable with no records of major earth slips in the area reported in recent times. However, it should be noted that boulders present on some of the slopes may be considered unstable.

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There are certain shallow earth slips of the cut slopes at about 4+000m to 5+000m. There is an earth slip of the cut slope that took place close to 4+300m. Visual observation of the slope failure indicated that the earth slip took place by sliding of a portion of the soil above the bedrock. The sliding had taken place along the smooth interface between the soil and the bedrock. In carrying out stability analysis for slopes of this nature, strength properties of such smooth interfaces should also be incorporated into the analysis other than the strength properties of the different material types that made up the slope. Due to the stability considerations of the slopes, the original cut slope angles that were proposed during preliminary engineering designs have been changed to incorporate some of the unforeseen conditions that were encountered during construction such as thicker overburden encountered than original investigation revealed.

Figure 3.2 Natural slopes at CH 14 + 000 before excavation for the roadway.

Figure 3.3 Cut slope at CH 47 + 240 (RHS)

3.1.1.4 Settlement and Ground Subsidence

The ground surface can be subjected to settlement due to an imposed load on the ground surface or in the interior of the ground. Similarly, ground subsidence could take place as a result of stress release within the soil mass. Such stress release in the interior of the earth could be due to an under ground cavity created by construction of an underground tunnel or formation of a cavity due to natural reasons such as solution weathering of limestone. These types of underground tunnels are excavated for mining of gems and graphite but such industries are not carried out in the corridor of the trace. Furthermore, the bedrock and the weathered rock layers in the project corridor consist of metasedimentary rocks and such types of cavity formation in the strong rock formations are very highly unlikely. Apart form very minor structures that are constructed in very soft soil deposits no other existing ground settlement or subsidence is evident within the project corridor.

3.1.1.5 Landform

Topography of Sri Lanka consists of three well marked peneplains produced by long periods of weathering and erosion, and the map of Sri Lanka showing these three peneplains are shown in Figure A3.4 in Appendix A3. The project area lies within the lowest peneplain which surrounds the central hill country on all sides and is generally flat, sometimes gently undulating plain stretching down to the coast. The average height of the ground level in the lowest peneplain is about 30m but rises inland to 100 to 150m in the isolated hills and hill ranges which lie scattered about. These erosion remnants have stood out against the leveling process of nature largely because they are made up of strong weather resistant granatic rocks.

Main Trace

The northern two third of the road trace runs through some of the inland hilly areas comprising of predominantly steep-sided, parallel ridges rising generally 50 to 100m

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above flat-bottomed valleys of the lowest peneplain. The southern third of the trace runs through more irregular topography of lower rounded hills with flatter slopes of the lowest peneplain.Road trace runs through two major river basins of Gin Ganga and Polwatta Ganga other than many other streams and small waterways. Due to the narrow width of the lowest peneplain of the Southwestern region of the country, the rivers flowing in this region are relatively short and the width of the flood plains is also limited. At the Gin Ganga crossing of the trace, it was revealed from the site investigations that there is a peat layer at about 5m below the ground surface indicative of the original landscape which was later changed due to the alluvial deposits of the river.

Road trace runs through some agriculturally used lands mainly consisting of tea, rubber or coconut plantations in the elevated areas. The valleys are mostly cultivated as paddy fields except towards the northern end of the trace where cinnamon orchards are present.

Galle Port Access Road

The road trace starts on the existing Galle – Matara road near the coastline and runs parallel to the Galle – Udugama road and connects to the main trace at Pinnaduwa.. The road segment mainly runs through soft soil deposits in the flat terrain and the terrain becomes hilly closer to the main expressway.

3.1.2 Water

3.1.2.1 Surface Water Quantity

Recent data pertaining to the relevant parameters of the ADB section of road in respect of surface water quantity viz. relative humidity, evaporation, and temperature, rainfall and stream flow are as in Tables 3.8 to 3.12. The data presented are the hydrometric stations maintained by either the Department of Irrigation or Department of Meteorology and representative of the region concerned.

Rainfall

The annual average rainfall in the region relevant to the deviation of the road trace is approximately in the range of 2000 mm to 4000mm. (source Arjuna’s Atlas of Sri Lanka- Arjuna’s Consulting Co Ltd. August 1997). The relevant rainfall data were updated and the Table 3.11 presents the monthly average rainfall data which are relevant to the proposed deviations. The period considered is 1995-2004.

For the ADB road section streamflow records are only available for Gin Ganga at Agaliya and the river gauging is conducted by the Department of Irrigation. Presented below is the updated streamflow record for Gin Ganga at Agaliya. Data are given for the standard Water Year (end of October of the first year – end of September of the second year). These data were extracted from Hydrological Annual of the Irrigation Department.

Table 3.8- Relative Humidity % for Day & Night ( 1995-2003)

1995-2003 Day   Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

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Galle 77 74 72 77 82 84 84 83 83 82 79 77Ratnapura 74 71 70 78 78 77 79 77 77 79 80 77

1995-2003 Night  Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov DecGalle 87 85 85 87 87 88 89 88 87 87 88 88Ratnapura 92 92 93 95 93 91 89 90 92 93 95 94

Table 3.9- Average Pan Evaporation mm/day (1995-2004)

Bombuwela  Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

1995 2.73 3.60 4.38 3.57 3.26 3.18 3.31 3.88 3.70 3.40 2.69 2.971996 2.94 3.07 4.12 3.53 3.26 2.89 2.79 3.27 3.36 3.17 2.69 3.071997 3.41 3.30 4.82 4.13 3.26 3.31 3.40 3.46 3.36 2.69 2.77 2.301998 3.10 3.30 4.00 3.60 2.90 3.30 2.90 3.00 3.36 3.17 3.10 2.971999 2.80 3.00 3.90 3.53 3.26 3.30 3.50 3.40 3.36 3.17 3.10 3.302000 2.71 3.12 3.40 3.16 3.26 3.08 3.46 3.08 3.05 3.42 2.92 3.242001 2.60 3.40 4.10 2.90 3.40 3.30 3.00 3.70 3.70 3.10 3.10 3.102002 3.10 3.40 3.80 3.50 3.20 3.10 3.40 3.20 3.40 3.50 2.50 2.502003 2.90 3.40 4.00 3.90 3.51 3.01 3.27 3.49 3.40 3.01 1.98 3.572004 3.10 3.40 3.80 3.50 3.29 3.36 3.32 3.31 2.88 3.05 2.06 2.70

Ratnapura1995 2.59 3.31 3.66 2.89 2.72 2.45 3.21 2.58 2.53 2.26 2.78 2.851996 2.82 3.18 4.45 2.94 3.65 2.56 2.49 2.68 2.16 2.73 3.06 2.861997 4.01 4.38 4.22 3.85 2.86 3.11 2.41 3.12 2.82 2.52 2.54 2.331998 3.07 3.93 4.10 3.64 2.78 2.34 2.92 2.59 2.46 2.14 2.40 1.761999 2.15 2.51 3.26 2.59 1.91 2.04 2.51 2.17 2.17 1.88 2.06 2.192000 1.86 2.28 2.61 2.48 2.36 2.19 2.91 1.86 1.91 2.05 1.62 1.922001 1.70 2.77 3.32 2.28 2.07 2.14 2.34 2.73 2.39 1.72 2.12 2.142002 2.69 3.42 3.28 2.52 2.25 2.92 2.38 2.66 3.61 2.36 2.29 2.072003 2.40 3.15 3.20 2.95 3.11 2.27 2.67 2.79 2.59 2.37 1.52 2.722004 N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A

N/A= Not Available

Table 3.10- Maximum & Minimum Temperature C0 (1995-2004)

Maximum Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

Galle 33 33 34 33 32 31 30 30 30 31 32 32

Hambantota 33 33 34 33 34 34 35 34 33 33 33 32

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Ratnapura 34 36 36 36 35 34 33 33 34 34 34 33

Minimum Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

Galle 22 22 22 23 23 23 23 23 23 23 23 22

Hambantota 21 21 22 23 24 24 24 23 23 23 23 22

Ratnapura 19 20 20 22 22 22 22 22 22 21 21 20

Table 3.11-MONTHLY AVERAGE RAINFALL 1995-2004

Station   JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC

PelwatteMax 353.8 351.3 468.8 797.7 925.5 801.3 794.0 395.7 792.3 951.1 668.4 441.7Min 1.2 77.1 88.5 71.3 122.0 143.0 59.6 81.7 173.7 288.7 182.3 87.3

Average 235.9 213.3 227.3 434.0 488.1 343.2 332.3 258.2 518.8 523.5 387.1 275.0

BaddegamaMax 208.7 278.5 203.8 637.3 478.0 533.3 474.6 213.0 746.5 691.5 401.9 429.1Min 7.8 6.3 1.0 72.6 97.6 73.7 29.9 55.6 83.3 222.0 191.6 40.7

Average 113.2 121.1 89.6 216.5 273.0 242.0 192.4 131.9 374.6 387.6 299.1 216.6

HiyareMax 299.9 187.0 216.7 653.2 460.8 463.3 442.7 241.0 655.5 605.5 413.4 410.4Min 0.0 13.5 1.5 142.4 122.1 66.6 50.0 45.2 122.5 138.1 184.1 19.8

Average 124.2 83.0 90.1 249.3 282.4 222.3 194.8 144.4 321.2 335.9 287.9 165.3

LabuduwaMax 274.7 218.2 226.0 678.1 507.9 500.3 441.4 269.0 634.6 700.2 553.7 566.7Min 0.0 14.7 29.6 89.3 106.6 118.2 70.3 63.3 131.3 194.5 191.7 20.1

Average 104.0 105.6 98.9 254.2 247.0 237.0 213.3 147.1 345.9 408.2 304.3 199.3

GalleMax 299.9 187.0 216.7 653.2 460.8 463.3 442.7 241.0 655.5 605.5 413.4 410.4Min 0.0 13.5 1.5 142.4 122.1 66.6 50.0 45.2 122.5 138.1 184.1 19.8

Average 124.2 83.0 90.1 249.3 282.4 222.3 194.8 136.8 321.2 335.9 287.9 165.3

Note: The corresponding graphs with minimum maximum & average are shown below in Figures 3.4(a) to 3.4(e).

Figure3.4 (a): Rainfall Maximum Average & Minimum - Pelwatte

Figure3.4 (b): Rainfall Maximum Average & Minimum - Baddegama

Figure3.4 (c): Rainfall Maximum Average & Minimum - Hiyare

Figure3.4 (d): Rainfall Maximum Average & Minimum - Labuduwa

Figure3.4 (e): Rainfall Maximum Average & Minimum - Galle

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Table 3.12- Streamflow data for Ginganga at Agaliya (Million Cubic Meters MCM)

Table 3.13- Statistics of Significant Watersheds in the Project Area ( Adapted from Table 5-11 of EIAR 1999)

Water Year OCT NOV DEC JAN FEB MAR APR MAY JUN JUL AUG SEP AnnualTotal

1997/1998 245.26 388.58 175.41 73.26 46.28 35.13 69.34 135.57 115.23 270.02 158.83 203.78 1916.691998/1999 194.09 208.22 229.09 118.77 120.75 91.07 308.96 271.31 343.54 59.23 74.36 99.1 2118.491999/2000 351.25 187.15 159.13 101.24 108.2 152.64 99.31 85.65 160.09 67.61 113.1 269.64 1855.012000/2001 222.93 135.46 102.94 177.83 113.88 60.15 147.05 124.83 45.54 43.16 36.41 82.8 1292.982001/2002 135.23 125.13 139.4 70.22 48.72 62.94 164.79 170.69 118.84 41.15 65.48 29.98 1172.572002/2003 231.67 215.19 150.58 71.13 51.55 115.87 97.63 366.62 92.78 177.3 108.18 97.17 1775.672003/2004 187.79 222.66 115.05 75.43 53.49 72.13 137.83 137.71 153.04 188.12 62.89 235.01 1641.15

Basin No Basin Basin Area ( sq. km)

Precipitation(Cu.Mx108)

Discharge to Sea(Cu.Mx108 )

Discharge as a % of Precipitation

Number of River Gauging Stations

9 Gin Ganga 922 3039 1903 62 3

10 Koggala Lake 64 127 64 50.5 Nil

11 Polwatte Ganga 233 768 299 39 Nil

12 Nilwala Ganga 960 2775 1104 40 4

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Table 3.14 – Annual Surface Runoff Depths in Gin Ganga Basin at Agaliya from 1998- 2003

Gin Ganga at Agaliya

Catchment Area ( sq. km)

Annual Surface Water Runoff mm1998/1999 1999/2000 2000/2001 2001/2002 2002/2003

696 3186(58.9%)

2665(53.7%) N/A 1685

(46.4%)2550(53.4%)

N/A- Not Available ; Ginganga basin is the ADB Section of the expressway trace only basin where gauging is done

Effect of Surface Water Quantity on Deviations

The Final Trace of the ADB section consists of several deviations. Because of these deviations the net catchment areas encompassed by the Final Trace changes from segment to segment. The details are given in the Table 3.15 and illustrated in Figure A3.5 of Appendix A3.

Table 3.15 Net catchment areas between the Combined Trace and the Final Trace

From Chainage * To Chainage *

NetCatchment Area km2 Remarks

0+000 2+400 0.439 Increase of catchment area2+400 10+000 -3.316 Decrease of catchment area10+000 11+500 0 No deviations11+500 13+000 -0.145 Decrease of catchment area13+000 15+000 -0.09 Decrease of catchment area15+000 18+000 0.411 Increase of catchment area18+000 20+000 -0.091 Decrease of catchment area20+000 50+000 -40.252 Decrease of catchment area50+000 61+000 0 No deviations

Net Area -43.04 Decrease of catchment area* In above table columns (1) and (2) indicate the chainages of the ADB Section

The Table 3.15 shows that the net effective catchment areas encompassed by the Combined Trace & Final Trace are negative. Therefore the deviations result in a an decreased area which results in a decreased surface water quantity passing through the Final Trace as a result of deviation. Therefore the net effect of flooding on deviations has been reduced. However this flood effect at station 0+000 and station 15+000 shows an increase in flood situation.

Flooding at Upstream with Respect to Surface Water Quantity

Due to poor downstream drainage connections, flooding has taken place at the following locations. This flooding affects the surface water quantity by depriving water to the downstream sections of the chainages given above (Figure A3.6 of Appendix A3).

1+400 – Kurundugahahethekma 32+800 - Ankokkawala35+000 -35+500– Angulugaha – Flooding on 21 March 200535+500 - Bogahagoda-Inundation of tea plantation

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35+700 – Dandugama Yaya42+150 – Wathawana

(Figure A3.6 )

3.1.2.2 Groundwater Quantity

Main Trace

The original trace and the deviated Final Trace mainly lie on the laterite deposits and to a small extent on the alluvial deposits where both of them are good groundwater bearing strata. Since the macro groundwater properties do not vary very much between the Original & Final trace, a significant global scale variation of the groundwater quatity cannot be expected. Field studies during the previous (Environmental Impact Assessment Southern Expressway Project-University of Moratuwa March 1999-Chapter 5- Page 13 & Southern Highway Project Environmental Impact Assessment ,Supplementary Drainage Study- University of Moratuwa 1999 Page 116 , have shown that the static groundwater table is fairly closer to the ground surface (0-1.5 m). As there is no significant variation in the rainfall patterns, between the original & final trace there will not be any significant variation of the groundwater yield in the Combined Trace and the Final Trace (Deviated).

Galle Port Access

The Galle Port Access Road is mainly on the low lying areas consisting of paddy and other marshy vegetation except in the case of few hills the groundwater table elevation is very closer to the original ground surface.

The Table 3.16 indicates the groundwater levels in the Final Trace near the intersection of the Final Trace and the Galle Port Access Road. Data in this table was adapted from Southern Highway Project Environmental Impact Assessment, Supplementary Drainage Study- University of Moratuwa 1999 Tables 5.4 & 5.8.

Table 3.16: Groundwater Levels of Galle Port Access Road near the Final Trace intersection

Chainage ( Final Trace)

Existing Ground Level m MSL

Water Table Level m MSL

Depth of Water Table from Ground Level

30+460 10.00 7.5 2.530+819 4.40 2.9 1.531+900 15.00 15.0 0Note: The Galle Port Access Road intersection is between 30+000 km & 31+000 km

The intersection area of the Galle Port Access and the Final Trace is a high ground area nevertheless it is seen that the water table is 1.5-2.5 m below ground level.

3.1.2.3 Surface Water Quality

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At present surface water quality deterioration in terms of high turbidity and with a characteristic dark muddy colour has been reported in some of the water bodies in the ADB section due to the new constructions occurring. The presence of high turbidity levels has been attributed to surface run-off from the cut and fill areas, borrow areas, spoil disposal sites, etc. Also the bridge and culverts construction activities may have resulted in surface water quality deterioration with reference to color and turbidity. Further wash waters arising during the cleaning of the machines involved in asphalt and concrete plant operations seems to have accounted for significant color and turbidity.

Main Trace

Surface water bodies especially streams and other waterways and stagnant water bodies such as ponds were sampled in the ADB section and Galle Port Access Road area. The areas covered in the ADB section includes from Kurundugahahetekma to Godagama, Matara. University of Moratuwa had undertaken sampling of the water bodies in the ADB section in 2001. Figures A3.7-A3.15 in Appendix 3 shows the sampling locations in the ADB section. Sampling had been undertaken during both wet weather (November) and dry weather periods (August) in order to evaluate any discrepancies between the parameters obtained or to determine whether the weather patterns are responsible to cause any significant changes in water quality. Water quality parameters measured in July, 2005 by Industrial Training Institute (ITI) for ADB section were too considered. In the case of the Galle Port Access Road sampling was undertaken by the University of Moratuwa in November 2005.

All sampling, preservation and chemical analysis was carried out in accordance to Standard Methods for the Examination of Water and Wastewater (1995). Heavy metal analysis was carried out using a GBC 932 Plus flame atomic absorption spectrophotometer after acid digestion of the water samples using the methods described in ASTM (1991).

It should be noted that guideline values as developed by Australia and New Zealand Environment and Conservation Council (ANZECC) in 2000 for recreational waters were consulted for some parameters, especially for heavy metals in order to assess the degree of pollution of surface water bodies for recreational purposes. Ambient water quality standards for inland waters (Bathing Purposes – Class II Waters or Sensitive Waters) recently proposed by the Central Environmental Authority (CEA) were also taken into account where necessary for some parameters to evaluate the degree of surface water pollution.

ADB Section

Water Quality Parameters Measured in July, 2005 by Industrial Training Institute (ITI)

Table A1.3 (Appendix A1) presents the selected water quality sampling locations in the ADB section, Table A1.4 (Appendix A1) shows the general water quality parameters obtained by ITI and Table A1.5 (Appendix A1) presents the proposed CEA and ANZECC (2000) guidelines for recreational waters with a brief conclusion on the water quality parameters reported by ITI in the water bodies of the ADB section.

34

The results elucidated that the water samples collected from each location had low dissolved oxygen (DO) with high coliform levels and faecal contamination, thereby suggesting the presence of anoxic conditions due to the microbial decomposition of sewage and other organic matter present in the water bodies. All other water quality parameters are within acceptable limits stipulated proposed by the CEA and ANZECC (2000) guidelines for recreational waters.

Water Quality Parameters Measured in November 2001 (Wet Weather)

The same locations selected for the ADB section in 2005 by ITI were also selected by University of Moratuwa in 2001 during both wet and dry weather periods. Table A1.6 (Appendix A1) presents the general water quality parameters obtained by the University of Moratuwa during the wet weather period, Table A1.7 (Appendix A1) presents the proposed CEA and ANZECC (2000) guidelines for recreational waters with a brief conclusion on the water quality parameters obtained during the wet weather period, Table A1.8 (Appendix A1) shows the heavy metal levels reported during the wet weather period and Table A1.9 (Appendix A1) provides a summary of the heavy metal contamination of the water bodies in the ADB section during the wet weather period with reference to the CEA and ANZECC (2000) guidelines for recreational waters.

pH and DO levels were reported to be satisfactory in all the water bodies sampled. Conductivity levels were also satisfactory. In Location 27SW the conductivity value was observed to reduce to 108.7 s/cm suggesting dilution by rains. However it was noticed that TDS levels were lower only at locations 26SW and 27SW when compared with the values reported during the period of dry weather. Further SO4

2- levels seemed to be markedly high (except at 27SW) in comparison with the results obtained during the dry weather possibly due to the disposal of industrial wastewaters or acidic rain water induced leaching of SO4

2- from rocks and minerals.

The water bodies appeared to be slightly turbid than during the dry weather season due to rain induced run-off bringing in sediments (colloidal particles). Organic pollution due to higher COD and BOD levels was evident in the water bodies than during the dry weather period, suggesting organic contamination due to run-off brought in organic matter. Similarly oil contamination was significant at all water bodies due to the disposal of oil rich effluents from the residential, commercial and industrial sector. The results also revealed that faecal contamination is significant in all water bodies with NH3-N levels higher than ANZECC values, thereby suggesting that pollution with sewage and nitrogen rich organic contamination is high.

With reference to the presence of heavy metals all the water bodies sampled contained higher Fe levels with values exceeding 0.3 mg/l, which therefore could impart a color with a characteristic metallic taste to the water quality. Significant dilution of water bodies was noticed such that other heavy metals such as Pb, Cr, Cd, and Ni were undetected. Only the Al concentrations detected in the water bodies were reported to be higher than ANZECC values of 0.2 mg/l for recreational waters. Cu levels reported at locations 24SW, 25SW and 26SW were lower than ANZECC values of 1 mg/l for recreational waters.

Water Quality Parameters Measured in August 2001 (Dry Weather)

35

Table A1.10 (Appendix A1) represents the general water quality parameters obtained by the University of Moratuwa during the dry weather period, Table A1.11 (Appendix A1) presents the proposed CEA and ANZECC (2000) guidelines for recreational waters with a brief conclusion on the water quality parameters reported in the water bodies of the ADB section during the dry weather period, Table A1.12 (Appendix A1) shows the heavy metal levels reported during the dry weather period and Table A1.13 (Appendix A1) provides a summary of the heavy metal contamination in the water bodies of the ADB section during the dry weather period with reference to the proposed CEA and ANZECC (2000) guidelines for recreational waters.

pH and DO levels were reported to be satisfactory in all the water bodies sampled. Conductivity levels were also satisfactory except at location 27SW due to the presence of higher TDS levels possibly due to the presence of heavy metals such as Fe and Al. The sampled water bodies seemed to be not turbid due to the presence of low TSS levels.

Although NO3- and NO2

- contamination was insignificant, NH3-N levels were higher than ANZECC values of 0.01 mg/l at all water bodies indicating the presence of decomposition of organic nitrogenous matter. Therefore TN levels seemed to be fairly high (in comparison with the results obtained in JBIC section during the dry weather period) due to the higher presence of NH3-N and organic nitrogen matter. The presence of total and feacal coliform contamination seemed to be not significant except at location 28SW where the highest COD and BOD levels were also reported, thereby indicating faecal contamination due to sewage disposal is substantially high. High pollution due to organic matter was also evident at location 25SW. Also the results manifested that most the water bodies sampled in the ADB section contained oil and grease probably due to higher wastewater discharges from the industrial, commercial and domestic sector.

The presence of Cr, Cd and Cu was not detected in any of the water bodies. Ni was detected at locations 23SW, 25SW and 26SW, but the values obtained were lower than CEA and ANZECC stipulated guideline values of 0.1 mg/l for recreational waters. Al contamination was significant in all water bodies. Pb contamination was found to be significant at location 24SW and 25SW only as the levels reported were higher than ANZECC stipulated values of 0.05 mg/l for recreational waters. The presence of Fe at levels exceeding 0.3 mg/l was reported at all water bodies which could therefore impart color with a characteristic metallic taste to the water quality.

Galle Port Access Road

Tables A1.14 and A1.15 in Appendix A1 presents the selected water quality sampling locations and the water quality results, respectively in the Galle Port Access Road area obtained by University of Moratuwa in November 2005. Table A1.16a provides a brief note on the general water quality parameters reported from the water bodies in the Galle Port Access Road area with reference to the proposed CEA and ANZECC (2000) guidelines for recreational waters and Table A1.16b gives a summary of the peat quality collected from the Galle Port Access Road area and elutriate test results with reference to the US Environmental Protection Agency (EPA) defined elutriate test acceptance criteria limits.

36

The pH of the water at location 29SW (Nugaduwa Bridge) was slightly acidic whereas the pH of the water body at 30SW (Mahagederawatte area) was within the normal range of pH 6.5-9.0. However the results revealed that the sampled water bodies which appeared to be turbid were heavily polluted with sewage discharged by dwelling units in the residential areas in the vicinity of the water bodies. This is because faecal coliform levels were substantially high compared with those of CEA and ANZECC (2000) guidelines for recreational waters. Similarly total coliform levels were extremely high than the CEA proposed standard of 1000 MPN/100 ml with the BOD and COD levels also exceeding the CEA proposed limits of 4 mg/l and 20 mg/l, respectively.

The results also revealed that both water bodies had low NO3- levels suggesting that the

water bodies are more or less anoxic due to denitrification. In the case of the water body at the Mahagederawatta area the TN levels seemed to be fairly high suggesting the presence of NH3-N and albuminoidal nitrogen in higher levels mainly due to the disposal of sewage with municipal solid wastes containing biodegradable organic matter. However TP was undetected in both water bodies suggesting that phosphorous has bound with Fe2+ and Al3+

under the observed favorable pH conditions and settled and/or the phosphate ions have been directly adsorbed by the sediments which essentially comprised peat.

Both water bodies showed the presence of elevated Fe exceeding 0.3 mg/l. (hence with a likelihood to impart a color with a metallic taste to the water quality). The presence of Fe in the water bodies may be a consequence of leaching of Fe2+ from Fe oxide bearing minerals in the soil preferably peat soil during rainy periods under acidic and anoxic conditions. Moreover leaching of Fe2+ from decaying organic matter such as shed leaves and other dead plant and animal matter could be another reason for the presence of high Fe levels.

With reference to the peat quality results obtained from location 29SW, it was revealed that the heavy metals Fe, Mn, Zn, Cd, Cr and Pb meet the USEPA defined elutriate test acceptance criteria limits of 100 mg/l, 50 mg/l, 100 mg/l, 1 mg/l, 5 mg/l and 5 mg/l, respectively. It should be noted that that there are no elutriate test acceptance criteria limits for TP.

3.1.2.4 Groundwater Quality

Main Trace

Groundwater quality notably well water was sampled in the ADB section by the University of Moratuwa in 2001 and by ITI only in ADB section in 2005. All sampling, preservation and chemical analysis of groundwater samples was also carried out in accordance to Standards Methods for the Examination of Water and Wastewater (1995). The results on groundwater quality for each section are described below.

ADB Section

Groundwater Quality Parameters Measured in July 2005

Table A1.17 (Appendix A1) represents the ITI selected groundwater quality sampling locations in the ADB section, Table A1.18 (Appendix A1) shows the general groundwater quality parameters obtained in July 2005 and Table A1.19 (Appendix A1) provides an

37

overview of the groundwater quality in the ADB section with reference to WHO and SLS 1989 drinking water guidelines. Figures A3.7 -A3.17 (Appendix A3) shows the sampling locations in the ADB section.

The results revealed that the pH of the groundwater at locations was acidic (except at 7GW), with low DO levels and with the presence of considerable BOD levels (though the values reported were lower than 2 mg/l), NO2

- and high total coliform levels (except at 5GW and 6GW). All these results suggested the prevalence of anoxic conditions with some bacterial proliferation and degradation of organic nitrogenous matter. The results also showed that TP levels were slightly high (though levels reported were less 3 mg/l) and other parameters reported were within the stipulated drinking water guidelines. However, surprisingly the presence of faecal coliform was evident only at locations 7GW and 8GW.

Groundwater Quality Parameters Measured in August 2001

The same locations selected for the ADB section by the ITI in July 2005 were also studied by the University of Moratuwa in August 2001. Table A1.20 represents the general groundwater quality parameters obtained by the University of Moratuwa in August 2001 and Table A1.21 provides an overview of the groundwater quality with reference to WHO and SLS 1989 drinking water guidelines.

Groundwater obtained from 4GW, 5GW, 6GW, 7GW, 9GW and 10GW were acidic and therefore not conforming to WHO/SLS Part 1 1989 standards for drinking water. Further 4GW, 5GW, 6GW and 8GW seemed to be saline which may be a consequence of high evapotranspiration during the dry weather period. High salinity was evident in 9GW, 10GW and 11GW. Higher TP levels exceeding the stipulated standard of 2 mg/l was reported in the case of 5GW, 6GW and 9GW. The presence of biodegradable organic contamination was evident in all the samples and COD values were over the stipulated standard of 10 mg/l in 5GW, 6GW, 7GWGW, 9GW, 10GW and 11GW. The results also showed that the groundwater samples had significant NH3-N thereby indicating the presence of decomposing nitrogenous organic matter. Total hardness seemed to be moderately high at locations 4GW, 7GW, 8GW and 11GW, hard in the case of locations 5GW and 10GW and very hard in the case of 9GW. Total and faecal contamination was also evident in the samples, thereby not conforming to drinking water guidelines.

Galle Port Access Road

The groundwater parameters in the Galle Port Access Road area was presumed to be more or less similar to those of reported from the ADB section (locations 4GW, 5GW, 6GW, 7GW, 8GW, 9GW, 10GW and 11GW). In other words it is presumed that groundwater in the Galle Port Access Road area is also contaminated with considerable amount of BOD with lower DO levels and faecal coliforms. Moreover the presence of higher levels of Cl-

and SO42-, hence salinity is likely to be anticipated in the groundwater of the Galle Port

Access Road area during the dry weather period (as was observed in the ADB section).

38

3.1.3 Air

3.1.3.1 Air Quality

Main Trace

National Standards for Ambient Quality have been stipulated under the National Environmental Act, No. 47 of 1980. One hour averages have been stipulated for NO2, SO2, CO and suspended particulate matter (SPM). Similarly 24 hour average limits have been stipulated for NO2, SO2 and SPM, except for CO. Air quality measurements with reference to NO2, SO2 and CO were undertaken by ITI in June, 2003 (ITI, 2003). Analysis of NO2, SO2 and CO was carried out using the Saltzmann Method, Pararcsaniline method and non-dispersive infrared spectroscopy, respectively. The results on air quality for each section are described below.

ADB Section

Table A1.22 (Appendix A1) represents the selected ADB locations for the study. Table A1.23 (Appendix A1) shows the air quality measurements (1-hour average) recorded by ITI at selected locations and Table A1.24 (Appendix A1) gives the 24 hour average concentrations for NO2, SO2 and CO. Figures A3.7, A3.10 and A3.13-A3.16 (Appendix A3) shows the locations selected for the study.

The areas monitored in the ADB section did not manifest significant air pollution scenarios in consideration of the ambient air quality standards of 0.13 ppm (1 hour), 0.08 ppm (1 hr) and 26 ppm (1 hr) stipulated for NO2, SO2 and CO under the National Environmental (Ambient Quality) Regulations 1994 of the National Environmental Act No. 47 of 1980. In the case of location 9 the presence of SO2 was not detected.

The results also elucidated that the average levels of NO2 and SO2 obtained at each location within a period of 24 hours was also below the stipulated ambient air quality standards of 0.05 ppm (24 hrs) and 0.03 ppm (24 hrs), respectively.

Galle Port Access Road

The air quality of this access road could also be assumed to be more or less same as those recorded for ADB section because of the close proximity and regional setting.

3.1.3.2 Noise and Vibration

Main Trace

During the period of November 2002 to February 2003, ITI has carried out for Road Development Authority (RDA) noise level measurements in the ADB section using integrated noise level meter. The results are given below.

ADB Section

Table A1.25 (Appendix A1) and Figures A3.7, A3.10 and A3.13-A3.17 (Appendix A3) shows the selected locations of noise measurements for the ADB section from November

39

2002 to February 2003. Table A1.26 (Appendix A1) gives the background noise level obtained for each location. The results showed that at location 7 the noise levels measured during day time had slightly exceeded the stipulated maximum permissible limit of 55 dB(A) for Pradeshiya Sabhas. However the noise levels measured at all locations during the night time were reported to exceed the stipulated limit of 45 dB(A).

Galle Port Access Road

The noise levels can be are assumed to be more or less same as those given for ADB section due to the proximity and the regional setting.

3.1.4 Processes

3.1.4.1 Floods/Hydrology and Drainage Patterns

Floods

Main Trace

The Final Road Trace which is a deviation of the Combined Trace runs along the low lying areas which are the flood planes of major and medium streams, where flooding plays a significant role. The major flood causing streams crossed by the Final Trace of the ADB Section are Gin Ganga & Polwatte Ganga. Hydrological data regarding floods such as flood peaks are only measured at Gin Ganga at Agaliya. A detailed hydrological analysis has been carried out for Gin Ganga in Southern Transport Development Project ADB Funded Section Hydrology and Drainage Report – Wilbur Smith Associates Inc November 2000-pages 4-16 to 4-25) and the flow records have been used up to 1998. The Table 3.17 below gives some of the annual maximum flood values after 1998.

Table 3.17 Recorded Flood Peaks at Agaliya in Gin Ganga After 1998

Year Flood Peak m3/sec Date & time1999 282.92 23.04.1999 01:00 AM2000 324.55 20.09.2000 01:00 PM2001 206.74 02.10.2001 10:00 AM2002 132.54 28.04.2002 12:00 AM2003 682.88 19.05.2003 10:00 PMSource: Flow Records Gin Ganga at Agaliya Department of irrigation

In addition to the floods indicated above, minor flooding has been observed at the places where drainage structures have not been connected to the lead-away drains. This flooding is mainly due to the water stagnation because of the road embankment and the culvert crossing which have not been properly connected to the downstream drainage paths

Galle Port Access

The Galle Port Access crosses Lunuwila Ela at a location closer to Udagama Road. . This encompasses a relatively small catchment area. Since Lunuwila Ela catchment is a minor one and no measured flow records are available. However, during field visits it was observed that the area covered by the chainages 0+500m- 1+000m of the Galle Port

40

Access Road, is a low lying marsh. During heavy rains the area on the RHS of the Galle Port Access Road at the Lunuwila Ela crossing gets inundated.

Drainage Pattern

Main Final Trace

The drainage pattern of the deviated Final Trace was studied in detail using 1:50,000 topo maps. The catchment areas encompassed by the original (RDA Trace & Combined Trace) and deviated trace (Final Trace) were identified on these maps (Figure A3.18(a)-(f) ). The catchment areas and drainage pattern for changes as a result of the deviations are indicated in Figures A3.19. (a)- (e)

Galle Port Acess

The drainage pattern of the Galle Port Access was studied in detail using 1:50,000 topo maps. The catchment areas encompassed by the Galle Port Acess Road were identified in these maps. The catchment areas and drainage pattern for Galle Port Access is indicated in Figures A3.20 in Appendix A3.

3.1.4.2 Soil Erosion, Siltation and Sedimentation Runoff

Soil erosion, siltation and runoff mainly depend on the following factors;

(a) Vegetal cover type (b) Underlining soil type (c) Intensity of rainfall

Out of these three factors the factors affected by the deviations and the Galle Port Access are the vegetal cover type and the underling soil type. When a comparison is made between the Original Trace and the Deviated Trace it is seen that the transected soil types and the corresponding vegetal covers do not change significantly on a macro scale.

The soils in the relation area are mostly bog & half bog soils and these soils lie in flat terrain and have low erosion rates.

The main impacts on soil erosion, sedimentation and siltation do not significantly vary between the traces (original & deviated) but prominent impacts are caused on these phenomena during the construction as it is presently evident at the final trace where the construction processes are on. With the bare soil exposed.

3.1.4.3 Irrigation and Flood Protection StructuresThe main irrigation schemes transected by the deviated trace (Final Trace) are as given below;

Main Final Trace

41

(a) Gin Ganga (Scheme controlled by Irrigation Department)

(b) Waggalmodera ( Koggala, Goviyapura & Deegoda- managed by the Provincial Irrigation Engineer). The following sub areas are affected in these schemes.

Danduwana Yaya -35+000 - 36+000 Dorape -36+000-37+000 Wathawana -41+000 – 42+000 Kodagoda Yaya - 43+000 – 46+000 Mulana Ela - 43+300 Deegoda Yaya - 47+000 – 49+000 Kokmadoowa -50+000 Godagama Palatuwa -57+000- 60+000

These schemes are indicated in Figure A3.21 (a)-(f) of Appendix A3.

Galle Port Access

(a) Nugadoowa & Kadurudoowa Scheme

The following sub areas are affected.

Lunuwila Ela 0+500 Bambagala Ela (1+100), Bambagala anicut ( Located away from the trace) Nugadoowa Ela ( 1+100) Panagamuwa Yaya ( 1+200- 2+800) Manawila ( 3+600- 3+900, 4+500-4+800 )

These schemes are managed by the Provincial Irrigation Engineer.

These schemes are indicated in Figure A3.22 of Appendix A3.

3.2 Biological Environment

3.2.1 Flora

3.2.1.1 Terrestrial flora

(a) Main Trace

The deviation between 00+000 and 10+000 on the ADB section is a shift of the Combined Trace from low-lying paddy fields to the built up land which is mainly homesteads and small-scale plantations. Terrestrial flora of the home gardens/ homesteads consists that of the species common in home gardens, such as fruit, spice and timber trees.

Deviated trace between 20+000 and 30+500 traverses through tea and rubber plantations and between 27+000 and 29+000 through paddy fields. Between 30+000 and 38+200, the deviated section traverses across built up land (mostly homesteads and home gardens) and from 38+200 to 40+000 it lies adjacent to a scrub forest area which has been planted with

42

Pinus sp. at 39+100 and the area is occupied also by fast growing tree species such as Alstonia macrophylla, Macaranga peltata and Trema orientale. None of the plants are either endemic or threatened.

(b) Galle Port Access Road

The Galle Port access road traverses over builtup land and along the north western margins of the mangrove areas of Magalla. Terrestrial flora consists of the common terrestrial plants in home gardens which are mostly cultivated by man. No natural stretches of vegetation occur along the trace.

Out of the 91 plant species encountered in this part of the trace, 10 were found to occur in the mangrove wetland at Magalle. Four of them were true mangroves while the rest were mangrove associated species that you may find in other freshwater wetlands too. All the 10 alien invasive species found to occur in this section are terrestrial.

3.2.1.2 Aquatic flora

(a) Main Trace

Since the wetlands that are associated with the deviations are either abandoned or cultivating paddy fields, the aquatic flora remain similar by and large. The Table B1.1 in Appendix B1 gives common aquatic and ambhibious (marsh) plants encountered along the deviated trace. Between 42+000 and 47+00 the trace traverses along paddy fields. Around 45+900 plants such as Ludwigia decurrens was found to grow on peat dumps which are acidic.

(b) Galle Port Access Road

The only locality where aquatic/ marshy plants have been encountered in considerable abundance is at the mangrove area located along the Galle Port access road trace at Magalla. This patch of mangroves is surrounded by semi-urban human settlements, roads and industrial areas. Department of Forest Conservation has classified the area into low, medium and high density mangrove areas depending on the plant density. (Fig. B3.1) Two patched of high density mangrove areas are located towards the south eastern endof the wetland away from area to be cleared for the Galle Port Access road which lies at the north western part of the wetland. Some mangrove trees (Rhizophora apiculata) trees have already been removed for the access road and they are at the northern margin of the medium density mangrove areas. As such the impact of the construction of Access road to the functioning of this mangrove area is marginal, provided the road accommodates sufficient provision for water circulation to and from the wetland. Primary productivity and vigour of a mangrove wetland depends largely on the freshwater input through which it receives nutrients. Organic matter produced by these plants provide the major source of energy for the variety of organisms, particularly crabs, shrimps and detritus-feeding fish and mollusks in the aquatic food webs of these waters. Since mangroves at Magalle has a very small catchment which lies mostly to the northern side of the wetland, construction design should have sufficient provision for unobstructed freshwater input to this mangrove area, on which the primary as well as secondary productivity is dependent on.

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Despite the large population residing in the adjacent areas (and a few families live along the reservations along the canals constructed by the Irrigation Department) a good proportion of the mangrove vegetation is left intact. Since it is a patch of conservation forests under the custody of Department of Forest Conservation, in some localities mangroves (Rhizophora apiculata and Excoecaria agallocha) have grown up to 8 – 10 m in height. This mangrove vegetation apparently contributes to a wide range of micro habitats and ample organic matter that support the food webs in theses waters which is testified by the high diversity of the aquatic fauna of this wetland of which a selected few are harvested for domestic consumption by the surrounding villagers.

3.2.2 Fauna

3.2.2.1 Terrestrial fauna and amphibians

(a) Main Trace

Fourteen butterfly species, 07 small mammal species and 06 reptile species were found to inhabit the areas adjacent to the deviated trace. Fauna is not unique to the area but constitutes of common species that occupy inhabited wet lowland areas.

(b) Galle Port Access Road

Terrestrial fauna of this part of the trace is restricted to the species that generally occur home gardens. Since the variety of available habitats for terrestrial fauna is limited due to high population density of the area, the diversity of terrestrial fauna is relatively low. However they comprise important pollinators such as insects, bats, birds and squirrels.

3.2.2.2 Aquatic fauna

(a) Main Trace

Except for the paddy fields and the river (at points which it traverses across) no other wetland areas occur along this part of the trace. Only the common fish characteristic to paddy field environments in the wet lowland areas were found to occur in these wetland habitats.

(b) Galle Port Access Road

Aquatic fauna of the mangrove area at Magalla is of high importance ecologically as it accommodates aquatic organisms from the freshwater streams, sea and those that are characteristic to brackishwater conditions. Presence of mangrove trees with their characteristic pneumatophores (breathing roots), knee roots, prop and stilt roots provide a refuge for the aquatic organisms, particularly the juveniles. Mangrove-derived detritus (partially decomposed, nitrogen-rich organic matter from mangrove plants) is the major source of energy (food) for the food webs in these waters. Presence of numerous macro and micro habitats along with the above said conducive factors make these mangrove wetlands favourable environments for aquatic organisms. Table B1.2 in Appendix B1 presents the aquatic organisms reported from the mangrove areas of Magalle. Species of Penaeus are shrimps that have a high commercial value and thus are caught by the inhabitants nearby from these mangrove waters and mainly consumed domestically. Their

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fishing methods are very simple and are of low efficiency (brush parks, catching with scoop nets etc.), so that their impact on these harvestable natural resources of the wetland is minimal.

3.2.2.3 Avian fauna

(a) Main Trace

Forty two species of birds are observed along this trace and they occupied terrestrial and aquatic habitats, particularly associated with paddy fields. Migrant bird species were observed to occupy the paddy fields between 45+000 and 46+000. Area between 54+000 and 56+000 relatively a large population (at one instance, a flock of 32 birds were observed on the road embankment) of peacocks were observed to occur.

(b) Galle Port Access Road

Eighteen species of birds were found to use this mangrove area as their roosting sites and migrant bird species also use this wetland during September to March.

3.3 Social Environment

3.3.1 Land Use Aspects

3.3.1.1 Land Use Pattern

The proposed Final Trace runs through 11 DS divisions in Galle and Matara districts in Southern Province. The land use pattern in these DS divisions is more or less similar to the land use pattern prevailing in the project impact area Right of Way (ROW).

The general land use pattern in the 11 DS divisions includes (source: District Secretariat Galle and Matara) :

Road and buildings (24%) High land cultivated with perennial and semi-perennial crops (49%) Uncultivated highlands (8%) Paddy lands (11%) Wetland (5%) Scrubs and other barren lands (3%)

These land use data indicate general land use in the environment of the area close to ROW. Indicate whether these are incorporated

The proposed road runs through mainly paddy land, barren land and high lands cultivated with various perennial crops. About 473 ha of land falls within the ROW of the proposed road trace. The extent of paddy and other lands that will be affected in each DS division were identified. About 132 ha of paddy land and 341 ha of other types of lands (highlands cultivated with perennial and semi-perennial crops, wetlands, barren land and scrubs etc) will be required for the development activities of the project.

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3.3.1.2 Land Tenure Pattern

The ROW of the proposed road falls within the area where lands have been used by traditional people for long time. This section includes the general land tenure in the area located close to ROW. Therefore, most of the paddy lands are freehold lands with different tenure patterns such as “Paraveni” (old and traditional land tenure pattern of the paddy lands. Under this system the paddy lands have freeholds titles coming from generation to generation. Some Paraveni lands are rotated among different family members in each cultivation season).

The highlands including home gardens have two types of land tenure pattern, freehold lands and the lands with government permits for cultivation (LDO land). These are called “Badu” under the local term. Another category of lands prevailing in the areas are encroachments of the gov ernment lands (reservations or other government scrublands). The General land tenure and land ownership in the DS divisions in the project area and the land tenure pattern in the ROW area are shown in Table 3.18.

Table 3.18: Land tenure and ownership- DS area and ROW

Land tenure category DS area ROWFreehold land (mostly cultivated by the owners or under tenant system-long term or seasonal)

60% of land ( both highland and paddy land)

65%

LDO permits 20% 10%Other (mostly encroachments) 20% 25%Note: In some locations the ROW falls across tea estates that belong to government but in most cases managed by the private companies. Most of the resettlement sites are also based on the government lands acquired from the estates (tea or rubber).

3.3.1.3 Settlement Pattern

ADB Section

The deviation section (Sandarawela to Kongahaduwa) runs through less populated areas where communities did not oppose to the project. The highly populated villages such as Poddala, Panwila, Meepewela are located in the area fallen under the previous trace. The main reason for the decision to deviate was to avoid the serious objections of the communities, who had highly valuable houses. Though the proposed Project Influential Area (PIA) falls in populated environment the ROW runs through isolated wetlands (paddy – either cultivating or abandoned) in most cases. Except Kurundugahahatapma township in other areas the road runs through or runs near rural villages. Therefore, some houses located scattered are observed. The nearest town ships located in the vicinity of the ROW include, Nayapamula, Pinnaduwa and Imaduwa. All other urban centers located along the existing A2 main Galle road are somewhat far from the ROW.

The housing complexes built by the government or private parties are also not located within the project affected lands. The only housing scheme affected is “Anuradhagama” (That is located in the section 1.5 km to 2.5 km). A group of 16 households have recently been established (about 8 years ago) under the government assisted low income housing settlement (Resettlement implementation plan of RDA 2002). The common feature observed on human settlement in the roads affected land is houses located in the areas

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where the road runs across existing access roads. In certain sections as indicated in Figure C3.1 of Appendix C3 the road runs through estates where Tamil tea pluckers are settled.

3.3.2 Human Environment

3.3.2.1 Social Structure, Local Life Style and Values

As explained under the section on human settlement pattern the road does not run through densely populated urban or rural settlements. Instead it has been designed to construct through paddy lands, and other lands that are not used by communities for settlements. This does not mean that houses are not affected. There are scattered located houses affected.

In most cases the road runs through traditional rural villages in southern Sri Lanka. Most of the people are involved in growing paddy, tea and rubber at small scale. This environment is getting fast changed and young generations have started migrating to the urban areas for employments. Even under this rapidly changing environment the social structure of the project affected area can be categorized as rural. Except the people in Kurundugahahatapma township all others living in affected areas are rural people. The other urban center located about 1 km from the ROW in Baddegama DS division is Nayapamula.

In this context the communities in the affected areas have strong social capitals (social relations) developed over time (times immemorial). The agriculture based livelihood systems have influenced to develop strong social relations (although they are getting deteriorated rapidly under the prevalent conditions). Most of the householders are related to each other (blood relations, relations through marriages or friendships). Table C1.1 in Appendix C1 includes the villages through which the ROW is fallen. These villages are also indicated in Figure C3.1 (a)-(e) of Appendix C3.

3.3.2.2 Population, Ethnic Composition, Migration and Settlement

The influential area of the proposed road falls in 13 DS divisions in Southern province of the country. The total population in 13 DS divisions is about 756703 according to the statistics available in Matara and Galle District Secretariat 2001 data. The ethnic composition of this total population is as follows:

Sinhala- 708932 ( 93.5% ) Tamil- 7359 (1%) Muslim-39967 (5%) Other -398 ( 0.5% )

This means nearly 94% of the population is Sinhala. The composition of religious groups in the project influential DS divisions known as PIDs (i.e. 13 the DS divisions that will have some impacts due to proposed project) is similar to the ethnic composition. The religious composition of the population in the PIDs is as follows:

Buddhist - 701624 (92.7%) Hindu - 5504 (0.7%) Islamic - 44054 (5.8%)

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Christians - 5301(0.7%) Others - 136 (0.1%)

This situation is common to the population of affected families in the project area. (ROW). The total affected families due to different interventions under the proposed project are 2909. This is not the total number families resettled. The number of relocated families is about 678. (220 resettled in the RDA established resettlement sites and another 458 families had chosen their own ways to get resettled in other locations by them self with e their own initiatives (with the compensations paid by RDA). The 2909 families have different types of impacts such as:

Lands of some families got affected Houses of some families got affected Some families were evacuated

At present 678 families have been relocated. Due to deviation the number of families affected got decreased. The number of families affected and the population of those families are included in Table 3.19.

Table 3.19: Affected families and the population

DS division Number of families PopulationKarandeniya 135 892Divithura 312 1270Baddegama 363 1141Bope poddala 121 425Akmeemana 486 1798Imaduwa 676 2452Welipitiya 430 1303Malimbada 178 629Thihagoda 44 183Matara 98 320Kadawathsatara 66 272Total 2909 10684Source: RDA- 2002

3.3.2.3 Education

Though the areas under PIDs are rural significant percentage of population has acquired GCE (A/L) and university education. This is a common feature of education in southern province especially in Galle and Matara Districts. The population in affected families have access to good schools located in near by townships, Galle and Matara. The education levels of population in PIDs are as follows according to the information available in the DS offices in the 13 DS divisions:

The number have not acquired formal education – 32256 (5%) The number studied up to grades 1-5- 123919 (19%) The number studied up to grades 6-10- 261102 (40%) The number studied up to GCE (O/L) - 142014 (22%) The number studied up to GCE (A/L) - 82356 (12%) The number acquired University Degrees- 13360 (2%)

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The deviation also falls within the same environment where education levels are similar to the other areas. According to the Grama Niladharies, Samurdhi Niyamakas and other grass root level officers and the community leaders the education levels of the population in affected families are more or less similar to the education levels of the people in PIDs. The education levels of the affected population are:

Not acquitted formal education- 8% Studied up to 1-5 grades- 20% Studied up to 6-10 grades -46% Studied up to GCE (O/L)-15% Studied up to GCE (A/L)-10% Acquired University education- 1%

3.3.2.4 Accessibility and Mobility for Normal Activities

About 30 different roads across the ROW of the proposed road. The communities living in the area have been using these access to travel to the local areas to get fulfilled their routine needs. The Table C1.2 in Appendix C1 includes the names of these sub roads.

3.3.2.5 Accessibility and Mobility for Special Services

There are no sub-roads run across ROW that are providing access to reach special places such as historical, religious and other cultural locations that are visited by the public in the country, region or local communities. We observed 4 sub-roads that are being used by people to reach service delivery centers in Galle, Ambalangoda, Elpitiya, and Akurassa. The routine transportation of these roads may be disturbed during construction stage of the road. The four roads and the especial places that are visited by the communities in the region and local areas are shown in Table 3.20.

Table 3.20: The roads and the special locations

Name of the road Special locationsGalle-Akurassa Medical centers, schools and other government

service delivery centersAmbalangoda-Elpitiya -do-Wanduramba-Galle Karapitya hospital, Main schools in Galle and all

other public service delivery centers in GalleWeligama-Akurassa Akurassa government hospital and main schools in

Akurassa

3.3.2.6 Public Health and Safety

Majority of the affected houses had access to toilet facilities (95%). Only about 5% of house holders were reported as people who had no toilet facilities. Only 3% of the

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households in the affected area had access to tap water all others had other type of sources (wells 94%). The communities in the affected area have better access to hospital facilities available in Galle, Matara and Elpitiya townships (Social impact assessments updated report; November 2000 by Wilbur Smith Associates INC in association with RDC). Reference with full title of report

Most of the existing houses in the project area are located in areas far from the ROW and also more or less all the home gardens are well established with shady trees therefore, noise and dust may not be serious problems for the communities living in rural environment.

3.3.2.7 Housing

About 718 houses of different nature have been evacuated. Forty of these houses were not the residences of the people. They were just buildings used for other purposes or the partially constructed houses. Only 678 houses were occupied by the communities for their residences. Out of 678 houses the value of 69 (10%) was less than Rs. 50,000 each. The value of another 65 (9%) ranges from Rs 50,000 to 10, 0000 each. The value of the balance 584 (81%) was more than Rs 100000 per house (Source: Volume I Resettlement Plan – RDA – 2002). There were houses worth about couple million Rupees. (Source – personal discussions with RDA offices in Pinnawela and Kurundugahahatapma). Majority of the houses in the PIDs are permanent. The nature of houses available in the PIDs according to data available in each DS office is as follows:

Permanent houses – 161471 (98%) Semi-permanent houses -1.5% Temporary hosues-0.5%

Most of the families in the affected area have ownership to the houses (83%). More than 55% of the families have been in their houses for more than 20 years (Social impact assessments updated report; November 2000 by Wilbur Smith Associates INC in association with RDC). The spread of affected houses among different DS divisions along the road is shown in Table 3.21.

Table 3.21: The Houses Affected along road trace

DS division Permanent houses Semi-permanent houses Temporary houses

Number % Number % Number %Baddegama 66 11 - - 13 22Divithura 59 10 05 6 - -Karandeniya 34 6 09 12 - -Bope poddala 36 6 08 10 05 8Welipitiya 59 10 07 9 03 5Malimbada 08 1 03 4 02 3Akmeemana 182 31 13 17 07 12Matara - - - - - -Imaduwa 122 21 27 35 13 22Kadawathsatara 16 3 04 5 17 28Thihagoda - - - - - -Total 582 100 76 100 60 100

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Source: RDA offices (Pinnawela and Kurundugahahatapma)

The data in the Table 3.45 depicts the current situation of the entire trace including the deviation. The data was provided by the officers of the two RDA offices.

3.3.2.8 Other Infrastructure Facilities

All the areas affected have access to electricity. Nearly 90% or little more than the owners of the houses affected have obtained electricity connections to their houses (Data available in DS offices; Table 3.22). The same situation is reported from the householders in the affected areas; only about 29% of the householders have not obtained electricity facilities to their houses. Only small percentage of houses in the affected area has obtained telephone facilities (about 10-20%). Similarly only about 5-10% of the houses in the affected areas have access to pipe water and most of them are depending on wells constructed in their home gardens.

Table 3.22: Electricity facilities available for the households in the 13 DS Divisions

DS Division Total Households% of Households having No ElectricityHouseholds having electricity

Households having no electricity

Malembada 7679 93 7Welepitiya 11296 88 12Habaraduwa 13567 91 9Bope-Poddala 9732 89 11Aekmeemana 15110 93 7Baddegama 16761 95 5Kavandeniya 14913 94 6Ealpetiya 15049 93 7Tehagoda 7520 91 9Matara 24102 92 8Bentota 11015 90 10Imaduwa 9584 84 16Kadwatsatara 19425 93 7

3.3.2.9 Transport

The access facilities available in the project affected area are explained in sections 4.3.2.4 and 4.3.2.5. Local road net work established provide easy access for the people living in the affected areas. Most of the community members in the affected areas use motor bikes and push bicycles for the routine travel within the local areas.

3.3.2.10 General Life Style

The general life styles of the communities in the affected area are in Report of RDA on resettlement Implementation Plan. Some special features of the affected communities

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according to the information available in the report prepared by (Wilbur Smith Associates INC 2000 - Annex 2B – Socioeconomic survey with sampled households) are as follows:

Almost all the householders living in the project affected area are Sinhala and also 98% of them are Buddhist. Therefore, the life style of rural Sinhala and Buddhist communities in the southern area of the country is prevailing in this area too.

Nearly 36%n of the houses in the affected families is involved in daily paid labor work as main livelihood activities. Labor work and agriculture are the two main livelihood activities of the people (36% and 20% respectively )

Most of the householders have been in the area for long time (Some families for more than 50 years and some between 15-50 years) and therefore, the social capital they have developed over time is very strong.

It was observed that this information is reliable and satisfactory to explain the general lifestyle of the people in the area.

3.3.3 Socio-economic environment

Under this section, employment in the project area, agriculture and other land based enterprises, fishing, tourism and industry will be discussed. It was revealed that the climate, cropping patterns normal livelihood is more or less the same despite a few densely populated spots along the trace.

The proposed deviations were thoroughly studied and it was found that the proposed deviation of ADB section from Baddegama to Kokmaduwa is passes through inner part of the country where population density is less and creates less social impacts in spite of agricultural impacts. It was revealed that the proposed alternative trace has been designed to generate less negative impacts compared to the original trace. It is important to note that the deviation proposed from Baddegama to Kokmaduwa of ADB section has avoided the potential adverse impacts to Koggala lake which has a cultural, economic and social value.

3.3.3.1 Employment in the project area

Employment provided by different sectors of the economy of Sri Lanka is changing over time. According to the Economic and Social Statistics of Sri Lanka by the Central Bank, by the year 2003, agricultural sector including forestry and fishing provide employment opportunities for 34.0% of the total labour force of Sri Lanka while service sector and manufacturing sector provide about 38 % and 21 % respectively. C4.2.1 shows occupational groups by districts along the proposed highway.

It is obvious that composition of employment is changing by districts from Colombo to Matara as Colombo district is dominated by professional groups and industrial and service sector while agricultural sector contribute only less than 05% of the total work force. Southern end of the trace (Matara district) is dominated by agricultural workers (48%) while in Galle and Kalutara Districts, contribution of agricultural sector to the labour force are 40% and 24% respectively. Paddy is the main food crop grown in four districts which provides employment opportunities for a majority of non-marketable work force irrespective to their education and age. Coconut, tea, rubber, cinnamon are the main plantation crops which provide livelihood for another remarkable part of the work force.

Fishery sector also provide a perceptible amount of employment opportunities along the coastal belt of the Southern Corridor especially in a number of coastal fishing villages of

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Beruwala, Maggona, Balapitiya, Hikkaduwa, Galle, Weligama and Mirissa although the proposed trace is not running through these fishing villages. Along the coastal belt, 33, 155 and 86 fishing villages are located in Kalutara, Galle and Matara districts respectively. Total number of active fishermen in Kalutara, Galle and Matara districts are 3420, 5510 and 10500 respectively in the year 2003 (Ministry of Fisheries and Aquatic Resources). A few people occupy in inland fisheries sector in the areas of inland water bodies Panape Ela, Kepu Ela, Kalu Ganga, Bentota Ganga, Madu Ganga, Gin Ganga and Polwatu Ganga.

Livestock sector and forestry are not developed enterprises in the area while cultivation of vegetable and fruits in small plots also an important part of the economy which provides livelihood for a small part of the work force especially in Galle and Matara districts. In addition to that, homestead mix gardens also provide livelihood for idle labours in the area while supplementing daily food requirement of many family units.

Industries, which concentrated in major cities – Kalutara, Galle and Matara – and Free Trade Zone located in Koggala provide employment opportunities for a small part of the work force especially in garment industry. Tourism provides employment opportunities in the cities of Unawatuna (Galle), Hikkaduwa, Ambalangoda and Beruwala.

The self employment category accounts for about 12% of the work force which consists different types of craftsmen and services. Casual labour is the major income source for about 18% of the households in the project area. (Table3.23, Table3.24)

It is obvious that work force in agriculture and fishing sector is increasing towards the southern part of the corridor while the population engaged in manufacturing, trade and other services are declining. Moreover, data in the Table 1-b reveals that towards the southern end of the corridor, employment opportunities in private sector are declining as investment by private employers in the area is low as a result of poor transport and other facilities. Table 3.23: Distribution of employed population by major industry groups in Colombo, Kalutara, Galle and Matara (2001) (%)

Major industry group Colombo Kalutara Galle MataraAgriculture and forestry 1.8 16.8 28.8 36.2Fishing 0.2 1.1 1.3 2.1Mining and quarrying 0.4 1.0 0.5 0.4Manufacturing 22.9 20.8 15.1 15.4Wholesale and retail trade 17.4 12.9 11.0 10.9Construction and related work 5.0 5.0 4.7 4.4Hotel and restaurants 2.9 2.3 2.8 1.1Transport and communication 8.4 6.2 5.0 4.7Administration, defense and security 9.5 8.7 8.7 6.2Education 4.0 4.1 4.4 5.7Health and social services 2.1 3.5 3.0 2.1Other categories 25.4 17.6 14.7 10.8Total 100 100 100 100Source: Population and Housing Data-2001, Department of Census and Statistics, 2001 (Volumes: Colombo, Kalutara, Galle and Matara)

Table 3.24: Distribution of employed population by different sectors, 2001, (%)

Major Sector Colombo Kalutara Galle MataraGovernment 13.4 13.4 14.3 12.5

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Semi-government 4.7 5.0 3.5 5.3Private sector 62.0 53.2 45.4 41.5Employer 2.3 2.0 2.1 1.7Self and unpaid family worker 17.7 26.4 34.8 39.0Total 100 100 100 100Source: Population and Housing Data-2001, Department of Census and Statistics, 2001 (Volumes: Colombo, Kalutara, Galle and Matara)

It is important to mention that the Koggala Free Trade Zone located in Habaraduwa DS division provides about 4000 employment opportunities especially for the female workforce mainly aged between 18-30. Majority of those working women are coming from rural areas of Imaduwa, Weligama, Habaraduwa and Welipitiya DS divisions. However, it is identified that Free Trade Zone has failed to absorbed all unemployed youth in the region. Leather Factory ( DSI) located in Galle provides a considerable portion of employment opportunities for young girls and boys especially in Akmeemena DS division. It was noted that if there are new entrepreneurs to invest in the area a considerable amount of unemployed, under employed and disguised work force is available in the area.

3.3.3.2 Agriculture and Land Use

The proposed Colombo-Matara Expressway traverses through an array of crop lands which fall under 11 Divisional Secretary Divisions of Galle and Matara administrative districts which fall under climatic conditions of low country wet zone. Major crops grown in these four districts are tea, rubber, coconut, paddy and cinnamon. Although paddy covers the largest extent of cultivated lands in Galle and Matara districts, salt water intrusion, poor drainage and water scarcity have reduced the cultivated extent of paddy. Cropping intensity is about 150% because all the area cannot be cultivated in both seasons Yala and Maha. Land use pattern of two districts are shown in Annex-C.4.2.2. The data in Annex C4.2.2 emphasizes that the percentage of built up area is higher in Colombo District while area under tea, cinnamon and homestead gardens is higher in ADB section of the trace. Moreover, in Colombo and Kalutara districts, majority of the holdings are producing agricultural output mainly for home consumption in small plots less than 40 perches while in Galle and Matara districts, majority of the farmers are producing for the market.(Table 3.25). In Galle and Matara districts, still farmers produce a perceptible marketable surplus for the market mainly due to larger holding sizes and cash crops of tea, rubber, cinnamon and coconut.

Table 3.25: Number of Agricultural holdings by districts

DistrictProducing mainly for home consumption Producing mainly for the marketNumber % Number %

Colombo 143495 83.8 27748 16.2Kalutara 122948 61.5 76815 38.5Galle 87340 45.1 106296 54.9Matara 60973 39.8 92181 60.2Source: Census of Agriculture – 2002, Department of Census and Statistics, 2003

As the trace is marked to minimize displacement of number of family units, it is running mainly through paddy lands, barren lands, marshes and different types of crop lands and homestead gardens. However, paddy is the most susceptible crop along entire trace which damages the livelihood of many households. Therefore, it is important consider the paddy

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based cropping systems of the area. Following table shows the distribution of paddy lands along the trace according to relevant DS divisions.

Table 3.26: The land use of the corridor of the project area marked for the proposed Expressway is;

Section Paddy lands (ha) Other (ha) Total (ha)JBIC 167.63 309.89 477.52ADB 120.16 319.73 446.79Galle Fort Access 12.1 21.67 26.87Total 299.89 651.29 951.18

It is important to notice that there is a trend to decline the extent of rubber lands during last decade especially in Galle district. The percentages of declining of land extents of rubber were 89% and 76% in in Galle and Matara districts respectively for the period from 1988 to 2002 (Table 3.27).

Table- 3.27: Extent under major crops in four districts by year 2002

District Area under major plantation crops (ha)Tea Rubber Coconut Cashew

Colombo 137.5 8615 3177 30Kalutara 6191 13727 3617 97Galle 21984 1716 3769 42Matara 17563 1494 4378 105Source: Census of Agriculture – 2002, Department of Census and Statistics, Sri Lanka PaddySince rice is the staple food of Sri Lankans, paddy cultivation is wide spread throughout the project area. These paddy lands are generally rain-fed and the largest number of paddy fields in the project area is found Imaduwa, Akmeemana and Welipitiya DS divisions. Paddy is generally a small-holder crop and its productivity in terms of average yields shows a significant variation mainly depending on the water regime. The least productive paddy lands are found in the Baddegama and Matara DS divisions close to the Gin Ganga and Nilwala Ganga flood planes.

In Maha season average area under cultivation out of total land area is around 81.4% in Galle district and 78 % in Matara district. Moreover, in Yala season cultivated area was only 46 % along the entire trace. The analysis of land use of paddy lands implies that 20% of the total paddy lands are totally abandoned and only 50% of the lands are cultivated in Yala season.

PRA method of eliciting information about paddy farmer revealed following problems in relation to paddy farming in the area and different methods of sharing lands. Flooding is the most pressing problem for paddy cultivation in the area. There are paddy lands which have not been cultivated for the last 15-20 years in all districts. These fields have now turned into marshes. Inadequacy of water during dry periods is also a problem confronted by farmers. Ande (A land Tenuxe status) cultivation is the most pervasive pattern of tenure in the area along the trace. The owners of many of the lands are resident in cities and they have little interest in putting their land into cultivation because the low soil fertility has

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produced poor results. Therefore, farmers who are wiling to cultivate are confronted with the problem of access into lands, although land is available.

The prominent types of ande (tenure status) found in the area are, (a)‘half-half’ type and (b)‘quarter to owner’ type. In the former, cost of seed paddy, fertilizer and agro-chemicals are borne by the land owner who is entitled to a half share of the output. In the second type, total cost of cultivation is borne by the cultivator and the land owner is entitled to only a one fourth share. Kattimaru (seasonal rotation of cultivators among a few allotments of land) is another form of tenure which is common in the area. This is a method that has been developed to distributed risk of crop failure among groups of farmers over the long-run.

Unavailability of labour was cited by farmers as a reason for not cultivating arable paddy lands. Labour has better employment opportunities outside the paddy sector (women finding employment of ten in the garment industry, while many boys get into tourist and hotel trade). Field studies revealed that the average daily wage rate of labour in the area appears to be around Rs 300.00 (with meals) in paddy sector almost in all areas along the proposed trace.

According to farmers, low open market price of paddy has made paddy farming a low-return activity. Unless paddy is cultivated as a subsistence crop using family labour, paddy can not attract people who want to produce for the market expecting a cash income. It is for this reason, that paddy has become an activity which is not undertaken by the youth in the village. Total area of paddy lands falling under trace is about 766 ha in ½ km corridor either sides and it’s 1954 ha in the corridor of 1km either sides.

TeaTea is generally found towards the southern end of the project area. Being low-grown tea, it generally fetches high prices at Colombo auctions. Most of the tea lands in the project area are plantations, either privately owned or state-owned, and are well managed. There is a tendency to replace rubber lands and other mix gardens in to tea gardens as the prices of tea are increasing during last decade in Galle and Matara districts. Tea plantations and tea processing factories provide many employment opportunities, especially for women laborers in southern part of the area. Total area of tea lands falling under trace is about 377 ha in ½ km corridor either sides and it’s 713 ha in the corridor of 1km either sides (Annex-4.2.6). Data in the Table3.28 shows the distribution of tea lands in the state sector and small holding sector along the corridor by DS Divisions.

Table 3.28: Distribution of tea lands by DS divisions and by small holdings and Estate sector

District DS DivisionEstate Sector (1) Small Holdings (2)

Number Extent (hectares) Number Extent

(hactares)Galle Akmeemana 20 231.7 4434 1570

Baddegama 19 535.8 9731 2917Bope-Poddala 5 122.5 986 264Elpitiya 20 305 9502 2113Karandeniya 3 30.8 627 131Imaduwa 19 359.6 4860 1381Divitura 11 245.8 3893 1085

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Matara Malimbada 3 16.3 1030 348Welipitiya 11 167.5 2050 684

Rubber

In contrast to tea, rubber cultivation is spread out over the entire project area and its importance is more pronounced in areas such as Karandeniya, Baddegama, Akmeemana and Welipitiya. Rubber too is important as a plantation crop, but evidence point to a process of replacement of old rubber gardens with coconut, especially towards the southern end of the project area.

The total extents of rubber plantations in Galle and Matara districts were 14637 and 6637 hectares respectively in the year 1982 and these extents have been drastically reduced up to 6518 and 3614 hectares in two districts respectively by the year 2002 (Statistical Abstract – 2004, Dept. of Census and Statistics) due to various reasons. Rubber plantations occupy 673 ha in the corridor of ½ km either sides and it’s 1213 ha in the corridor of 1km either sides.(Annex-4.2.6)

Coconut

Coconut is the least important plantation crop in the project area in terms of land extent although coconut palms are scattered in the entire area of the proposed project. Most of the coconut lands in the project area are found in Welipitiya DS division. As indicated earlier, coconut is gaining importance in the southern end of the project area where it is being cultivated in place of rubber. Rising prices of nuts and coconut oil along with poor rubber yields may have had a significant influence on this shift of farming systems. The total extent of lands occupied by coconut plantations were 12915 and 14824 hectares in Galle and Matara districts respectively in year 2001 in both state sector and small holding sector. While coconut is a common tree in mixed gardens, it is found as a single crop mainly under plantation agriculture. The areas under coconut in DS divisions along the proposed trace by sectors are listed in Annex -4.2.7. The total extent of coconut falling under the ½ km corridor is 128 ha while it occupies 231 ha within the 1 km corridor of the ADB section. (Annex-6)

Vegetables and field crops

Production of field crops and vegetables also found in many areas, especially in Galle and Matara districts in homestead gardens and closed to paddy lands (Ovita) in small scale. Many of them are subsidiary level, although a few farmers produce for the market.

Table 3.29: Extent of subsidiary food crops and vegetables in Colombo, Kalutara, Galle and Matara districts during the period in 2001/2 Yala. (Area in hectares)

Source: 1. Census of Agriculture-2002, Report on estate sector. Department of Census and Statistics. 2. Census of tea small holdings in Sri Lanka-2005, Department of Census and statistics.

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Crop Colombo Kalutara Galle Matara Sri LankaKurakkan 0 0 0 2 4830Maize 0 0 0 0 20329Sorghum 0 0 0 0 178Green gram 0 0 0 2 8501Manioc 289 577 388 348 15035Sweet potato 44 265 155 147 4153Chillie 33 58 22 73 10978Ginger 45 93 33 64 1289Turmeric 17 52 26 72 987Source: Statistical Abstract-2004, Department of Census and Statistics

There is a few vegetable farms which are maintained well were found in Welipitiya DS Division.

Mixed gardens with fruits, spices and timber and other agro-based activities

Mixed gardens consist of home gardens and other mixed cropping systems of cultivations. Mixed cropping systems generally consist of perennials such as jak, breadfruit, cinnamon, coconut, areca-nut, coffee and other trees such as fruits and field crops. These are mainly grown on high lands.

Mango, cashew, papaya, banana and pine apples are the main fruits cultivated in almost all homestead gardens while small scale plantations also found closed to the road trace.

Table 3.30: Composition of crops scattered in home gardeners (Total number of Bushes, trees or creepers in home gardens)

Colombo Kalutara Galle MataraCoconut 305164 357197 284461 202297King coconut 142520 109918 61628 43729Coffee 45021 73209 31584 41794Pepper 52513 61202 41862 55389Cashew 4978 6001 5680 11891Cloves 9446 12327 10814 11216Areca-nut 83738 121429 86923 74136Mango 104420 84229 57478 50270Orange 16411 14177 14855 11366Lime 32811 30903 24145 21690Jack 91804 119150 80590 63871Plantain 295619 357149 260726 173318Papaw 118068 169732 85913 47900Total area under home gardens (ac) 14810 14830 10523 8014Source: Dept. of Census and Statistics, 1997

Pepper, areca-nut, cloves and coffee are the main crops found along the trace in many homestead gardens along the trace. It is very difficult to generalize the income and other benefits of homestead gardens as they have a mix of multipurpose trees and vines which partially fulfill daily need of spices, vegetables, medicines, flowers, shade and timber also. The team estimated the average annual return of the homestead garden per perch is around Rs. 83.00 in spite of land value using a sample of 100 homestead gardens.

Livestock

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Livestock production is also found along the trace. Some farm families rare cattle and buffaloes in small scale and produce milk mainly for daily consumption. They practice free range method or cut and feed system to feed animals. Grasses in road sides, coconut and rubber lands and abandoned paddy lands are used to feed animals. Abandoned paddy lands, marshes and swamp are used to rare buffaloes which are manly used for the draft power in paddy cultivation and production of milk. However, due to reduction of available grasslands and many other reasons, the herd of livestock has been drastically declined during the period from 1997 to 2002 (Table-8). Goat raring is common in the DS divisions of Welipitiya and Galle Four-Gravets where Muslim population is comparatively higher (Annex-4.2.9)

Table3.31 Livestock Production in four districts (1997 and 2002) (2002 values are in the parenthesis)

Colombo Kalutara Galle MataraCows 14100 (5312) 24500 (11002) 16900 (9434) 20200 (11451)Bulls 3600 6800 3500 4200Calves 5600 9600 7600 8500Buffaloes 13900 (3764) 31000 (9551) 12600 (6833) 11200 (4921)Goats 6400 (2151) 15700 (3016) 8100 (2323) 3500 (1186)Pigs 6700 4000 500 200Source: Census of Agriculture, Department of Census and Statistics, 2003

3.3.3.3 Tourism

The tourist sector of the southern part of Sri Lanka consists of different private sector institutions and public sector institutions providing lodging and services. They cater the needs of both foreign and local tourists. Tourist arrivals in the year 2003 recorded 500,642. More than 80% of tourists come to Sri Lanka for pleasure while another 10% are coming for business purposes. Employment provided by the tourist sector was 115000 and the contribution of the tourist sector to the total employment is about 3.5% by the year 2003.

Beruwala, Aluthgama, Ambalangoda, Hikkaduwa, Galle, Unawatuna, Weligama, Mirissa and Tangalle are the main tourist beach resorts along the coastal belt of southern corridor. More than 100 tourist hotels and restaurants are registered in the districts of Colombo, Kalutara and Matara while many unregistered individuals are providing services to the tourists. Estimated indirect employment in tourist sector is about 65,000 by the year 2005.

A survey conducted in Hikkaduwa and Unawatuna tourist cities in October, 2005 revealed that still a majority (82%) visits southern coastal belt for holidaying in the beach. Their modes of transport were private cars and vans (28%), public transport (Bus, train) (21%), transport arranged by travel agents and hotels (36%).

About 80% of tourists were unhappy about the transport facilities and road conditions especially in the tourist areas of Hikkaduwa and Unawatuna. Following table summarizes the results of the survey to find the perspectives of foreign tourists about the road conditions of the existing Galle road (A2) conducted by field investigators of University of Ruhuna, in October, 2005.

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Table3.32: Views of foreign tourists about the transport and road conditions . (Sample size; Unawatuna 37 + Hikkaduwa 53 = 90)

Source: Field survey, 2005 October.

It is obvious that due to road congestion in Hikkaduwa nd Unawatuna tourist areas in A2 (Colombo-Matara) road in front of hotels and restaurants it is very difficult to walk along the roads for shopping and recreation. A majority (90%) believe that a separate road linking Colombo and tourist resorts instead of existing A2 road will improve tourist arrivals to the Southern coastal belt.

3.3.3.4 Income distribution

Distribution of income of different geographical location in Sri Lanka is not uniform as infra-structural development and resources are not equally distributed. Western province contributes 48% of the total Gross Domestic Production (GDP) of the country while Southern province(Galle, Matara and Hambantota districts) contributes only 9.7% of the total GDP by the year 2003.(Socio-economic Statistics – 2004, Central Bank of Sri Lanka). Contribution of agriculture sector to the GDP has declined up to 20% while service sector has increased its contribution up to 53% by the year 2003. However, in Southern province, agricultural sector still plays a dominant role contributing about 35% of the GDP while contribution of service sector and industrial sector in far below the national average due to under developed industrial sector. Table 3.33 shows the contribution of different sectors to the GDP by different sectors in Western and Southern provinces and it reveals that the development of industrial sector and service sector of the Southern province are below the national average.

Table 3.33: Composition of GDP

Sector Sri Lanka Western province Southern provinceAgriculture 20 5 35

Industry 27 33 17Service 53 62 48

Per capita GDP Rs) 66500 112120 53024Source: Socio-economic statistics-2004, Central Bank of Sri Lanka

Not only the sectoral and geographical variation of income distribution, but also inequality of income between different occupational categories also common in the southern region as well as in the country. Results of the Socio-economic survey conducted by RDA along the road trace are used for the analysis of income distribution along the road trace.

Reasons for dissatisfaction Percentage reportedPoor road conditions 82Time consuming 64Road congestion 71Danger in traveling due to road accidents 37Road congestions in hotel areas 97

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Following table explains income distribution of affected families including affected houses, land and other structures.

Table 3.34 : Income distribution of affected families along the trace according to DS divisions

Section DS DivisionNumber of Affected families

Monthly income (Rs)More than

50003000 –5000

Less than 3000

% % %

ADB

Baddegama 363 31 45 24Weliwitiya 312 22 31 47

Karandeniya 135 77 11 12Bope-Poddla 121 64 20 17Welipitiya 430 33 46 21Malimbada 178 21 49 30Akmeemana 486 42 33 25

Matara 98 23 35 42Imaduwa 676 34 38 28Galle F G 66 38 24 38Thihagoda 44 27 41 32

Total 5683 38 37 25Source: Resettlement Implementation Plan of Southern Highway, Road Development Authority, October-2002.

It is evident that according to the analysis in the, Table 3.34 the group of the highest income is 71% in Maharagama followed by Karandeniya (77%) Bope-Poddala (64%) and Dodangoda (60%) where the proposed trace crosses built up areas with fairly good access road structure and other urban facilities. The highes income category is very less along the trace at Matara (23%), Malimbada (21%), Weliwitiya-Divitura (22%), Elpitiya (23%) and Bentota (22%) where road access and urban facilities are not present. Therfore, it is anticipated that the income distribution will be improved as a consequence of improvement of infrastructure in less developed areas with the activities of proposed road. Moreover it is obvious that from Colombo to Matara, the percentage of population below the poverty line (Head Count Index) is also increasing (Table -3.35) implying positive relationship between infrastructural development and income opportunities.

Table 3.35 : Population percentage below the poverty line (Head Count Index) in DS divisions along the proposed highway from Kottawa to Godagama in year 2002.

District DS Division Head Count IndexColombo Maharagama 3.5

Homagama 6.4

Kalutara

Bandaragama 8.2Horana 8.4Millaniya 16.9Dodangoda 21.2

Galle

Bentota 22.3Karandeniya 21.9Baddegama 21.7Bope-poddala 18.1Akmeemena 22.0Imaduwa 21.8

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Matara

Welipitiya 23.7Malimbada 24.3Thihagoda 27.2

Source: Head count index and population below the poverty line, Department of Census and Statistics, Sri Lanka, 2003.

3.3.3.5 Structures

As the structures along the trace are already acquired and removed for construction purposes, it was not practicable to explain the initial environment of the project area related to structures. In the ADB section there were 718 residential houses and 79 commercial buildings. At the end of the trace of ADB section – in Matara and Thihagoda DS divisions- there were no buildings as the trace is running through abandoned paddy lands making a minimum damage to the society. However, in all other DS divisions it was not possible to avoid residential areas and consequentially some residential and commercial buildings are affected. At Bandaragama, Dodangoda and Akmeemana, as the trace passes through highly residential areas it is unavoidable to avoid replacement of well developed structures. Details of the structures along the trace are given in Annex-4.

As the Galle port access is running mainly through a highly residential area from Pinnaduwa to Unawatuna, number of affected houses and commercial buildings are comparatively higher although the length of the access road is only 5.02 km. Total number of houses, commercial buildings and other structures (bus halts, public toilets) along the Galle port access were 71, 16 and 12 respectively. They were belongs to Akmeemena and Galle Four-Gravette DS divisions.

3.3.3.6: Business Volume and Tax Revenues

It is envisaged that the construction on the proposed expressway will induce the development of industries, residential areas, markets and associated infrastructural facilities, which fall under positive externalities of the project. Such a wave of development activities are likely to take place in the neighborhood of the interchange points rather than in other places from where the road can not be accessed. Emergence of urban centers with increased business activities would enable the government (the local authorities) to earn revenue from the collection of taxes from all businesses. It is necessary to find out what the government can expect as tax revenues from businesses that are expected to emerge at interchange points of the proposed expressway. An attempt was first made to find out the volume of taxes collected by the local authorities at three points in the existing Colombo-Galle Road; Kalutara, Balapitiya and Kosgoda. Kalutara can be considered as a highly developed large urban centre while Kosgoda and Balapitiya can be considered as small urban centers.

The existing A2 road is highly congested and the coastal belt has a enormous potential to develop as a tourist resort. Inner part of the southern belt is under developed due to poor road access and other infrastructure facilities. With the improved access due to proposed highway it is expected that industries and business volume will be increased especially closer to interchanges at Dodangoda, Kurundugaha-hetepma, Pinnaduwa and Godagama. At present, local authorities in Colombo district earn about 15% of the total recurrent revenues from business tax while in the southern part it is about 5% implying less number of taxable institutions due to substandard development. In many local authorities in Galle

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and Matara districts, a considerable portion (about 50%) of recurrent revenue is coming from hotels, service stations, local fairs. Tax revenues of urban centers are about 100 times higher than that of rural local authorities (Pradeshiya Sabha), according to number of institutions, irrespective to business volume. Therefore, it is expected a remarkable increase of tax revenue for Local Government Bodies and business volume after construction of proposed Road.

3.3.3.7 Property Values

One of the important positive externalities of road projects is the increase in property values in the neighborhood, which arise from new market links created and development activities emerging therefore. However, in the case of limited access highways which have very little influence on property values except at interchange points, one may expect the property values to decrease in areas from where the Expressway can not be accessed because the highway will generate negative externalities such as noise. Yet, this theory, although may have relevance to developed countries, not applicable to developing countries like Sri Lanka, where people living in rural areas, with very little facilities for recreation, derive use values by observing the movement of vehicles along the roads. This is quite evident in the existing A2, where the residents along the road, rather than building up their dwellings in a way to minimize dust and noise from the road (defensive expenditure), have purposely exposed the verandahs of their houses to the road. It is apparent that moving vehicles, which cause noise and dust, do not generate negative externalities, but may even generate positive externalities. In fact, the proposed Colombo-Matara limited access Expressway, will increase the property values along the road trace.

Before starting the construction of proposed highway, University of Moratuwa (Table 3.36) has estimated market values of different categories of land in the year 1996.

Table3.36: Average Prices of different types of land along the original RDA Trace (Rs. Per perch)

Type Colombo Kalutara Galle MataraUrban Residential 35000 25000 20000 15000Rural Residential 13000 15000 5000 3000Paddy 1000 1000 300 300Abandoned Paddy 600 100 30 30Coconut 1000 1000 1000Mix garden 8000 8000 1000 500Rubber 10000 4000 1000 1000Tea 1000 1000Cinnamon 1000 1000Source: Environment Impact Assessment, Southern Expressway, University of Moratuwa, 1999

The survey conducted in October, 2005 reveled that land values have been increased by several times in close proximities of proposed trace expecting development in the area. Following table shows the present average values of land in different locations closer to proposed trace.

Table 3.37: Market values of different types of land (Rs. /perch) by October 2005

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Type Colombo Kalutara Galle MataraUrban Residential 100000 75000 60000 50000Rural Residential 35000 20000 20000 25000Paddy 2000 2000 1000 1000Abandoned Paddy 1500 800 800Coconut 30000 3000 2000 6000Mix garden 25000 15000 2000 5000Rubber 40000 4000 2000 6000Tea 3000 3000Cinnamon 2500 1000

Pinnaduwa – Devata Galle Port Access Road

The proposed Galle Port Access connects the express way with existing Galle Road (A2) by an access road. It crosses two main roads (a) Galle-Akuressa road at Devata and (b) Galle-Udugama road at Walahanduwa and several other connecting roads as the area is highly residential due to Galle city and several government and private sector institutions.

Total length of the access road is 5.02 km Connecting Pinnaduwa at proposed trace and Dewata at existing Galle Road (A2). It traverses through 9.38 ha of paddy lands in Akmeemana DS division and 2.71 ha of paddy lands in Gall Four Gravette DS division which are mostly low productive and 17.47 ha of other different types of lands in Akmeemana DS division and about 14.91 ha of lands of other categories in Galle Four Gravette DS division consist of homestead gardens, abandon unproductive lowlands and marshy lands. Total land extend along the access road consists of 71 houses, 16 commercial buildings, 12 other small structures and 209 plots of lands.

As structures of proposed Galle Port Access road are already removed and demolished it was difficult to explain the initial environment of acquired lands for the access road. Majority has removed, structures perennial trees and removable crops from the marked trace. However, the proposed trace of access road which connects the Highway with existing Galle Road (Pinnaduwa- Dewata) traverse through marshy lands, abandoned paddy fields, paddy fields and homestead gardens. As Akmeeemana DS division is a well developed residential area it has been a challenging task to mark the trace to minimize the damages to residential areas. However, the marked trace has generated a minimum damage for residential plots.

Jambugasmulla Ela (watercourse) and surrounding small water bodies in low lands are located at proposed Pinnaduwa interchange. If necessary steps are not taken to avoid water lodging, during the period of earth work, severe adverse impacts will be caused as the area is highly residential. At the other end, at Devata (Closer to existing Galle road) there are several pits which used as fermentation grounds of coconut husks also will be badly affected during the period of earth work. As there are several employees directly and indirectly (especially women labour) depend on coir industry it is very important to take preventive actions to avoid damages to low line areas of Devata. 3.3.4 Aesthetic Aspects

3.3.4.1 Visual Intrusion and Landscape

The existing quality of the landscape character of the ADB section of the rural, rustic simple unsophisticated, semi urban and average or low in its scenic value

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when compared with other areas in Sri Lanka. But there are four significant very scenic beautiful places. (Figure C3.2 Appendix C3.)

* Akurugoda - 57+700 kmFrom Kurundugaha

* Kokmaduwa - 51+000 km * Kabaragala - 34+500 km * Weliketiya - 32+800 km

The Proposed final road trace lies in “peneplane 1” thought to be the oldest land formation which is an out-come of centuries of sub aerial weathering bedded within it is the scarcely perceptible mountain range seen as a gently undulating landscape (Figure C3.2 : Appendix C3) consequent rivers i.e. rivers though the area. Ginganga, and Nilwala ganga is the main rivers in the ADB Section. All the riverbeds are the very thick vegetation and water tolerant species.

3.3.4.2 Historic and Archeological Monuments

Information collected from department of archeology and other sources revealed that all the historic and archeological monuments found in the ADB Project area are found in Temples Dewala, and Churches, and therefore fall into the category of places of worship and religious interest too. According to the department of archeology fifty years or older temples are considered as archeological monuments. Field studies in the ADB project area confirmed these findings.

No of archeological monuments along the final trace 07Affected archeological monuments along the final trace 01Reduction of the archeological monuments due to deviations 02

The mostly affected archeological monuments are marked ( Figure C3.3 Appendix C3).

3.3.4.3 Places of Worship and Religious Interest

Field Studies were carried out to collect information about places of worship and religious interest along the final trace of the ADB Section with concerning deviations.

The original RDA Trace, and combined trace area covered from the past EIA report in march 1999, done by University of Moratuwa. Individual field studies were carried out for the Galle – port access. The information gathered is indicated in maps, schedules, with detailed information and summary tables.

No of Religious places in ADB final trace 15No of Directly affected religious places 04No of partly affected religious places 05No of religious places in the deviation 05

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3.3.5 Road Safety Aspects

Since the Highway is not operational, the existing environment with respect to road safety was assessed based on the situation of the access roads.

The horizontal alignment and sight conditions of the access roads are very poor in some road sections. As an example, A 17 close to the intersection of the Southern Highway has a very sharp bend, which needs to be improved to provide better safety at the intersection.

Speed control measures like well-designed humps and rumble strips are not implemented in the urban areas and at crucial points like pedestrian crossings and close to schools.

On-street parking is not controlled and off-street parking is not provided in most of the access roads to the Southern Expressway.

No proper traffic sign layout and road markings are available in most of the access roads to the Southern Expressway.

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4. ANTICIPATED ENVIRONMENTAL IMPACTS

4.1. Physical Environment

4.1.1 Earth

4.1.1.1 Mineral Resources

ADB Section

From the map of mineral deposits of Sri Lanka given in the Appendix A, it is clear that the proposed corridor of the project doesn’t go through areas with economical quantities of industrial minerals such as graphite or gems. However, deposits of minerals used in the construction industry within the road trace will be depleted due to the project. Since these minerals are commonly found in other areas of the region no significant impact is on the mineral resources due to the construction of the road trace.

Galle Port Access Road

Since relatively small amount of rock forming minerals will be depleted due to the relatively short length of the road trace and the abundant supply of the rock forming minerals within the road trace, no significant impact will be on mineral resources of the country.

4.1.1.2 Construction material

4.1.1.2.1 Rock and Coarse Aggregate

ADB section

Initially estimated and latest volume of rock requirement and supply within the project trace is given in Table 4.1

Table 4.1 Initially estimated and latest volume of rock requirement and supply within the project trace

Item Tender bill of quantities ( m3)

Latest estimated quantities (Dec2005) (m3)

Difference (m3)

Hard rock for crusher plant 750,000 750,000 0Rock requirement for embankment filling 1,100,000 1,770,000 0Estimated quantity from excavation for the roadway 1,850,000 2,520,000 0

Balance 0 0

Since the requirement of the rock for the construction of the roadway is generated from the excavations within the project trace. Therefore, there is no significant impact on the environment caused by that project activity.

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Port access road

Excess rock from the main ADB section and rock obtained from the excavation from the road trace will be sufficient to complete the project without causing significant impact on the surrounding environment.

4.1.1.2.2 Gravel and Fill material

According to the already carried out designs, a typical embankment consists of the layers shown in Figure 4.1,from the existing ground surface.

Figure 4.1 Typical layers of road embankment

Based on the typical cross section given in Figure 4.1, and the high frequency of the flooding experienced in the region, it is clear that large amount of fill material is needed for the construction of the embankment. The fill material needed may be obtained from borrow pits of the area and the excavations done through the higher elevation areas of the road trace. Due to excavation of material from the road trace and other borrow pits, the landscape of these areas will be changed significantly. The vegetation cover, which protects the soil underneath, will be removed and the exposed soil will be subjected to erosion during the rainy season. The eroded material will be transported to the low lying areas and will cause other environmental issues such as: blocking existing waterways, reducing the yield of economical crops such as paddy, tea etc, pollution of drinking water sources, and instability of the cut slopes.

During the dry season the dust generated from the excavation and filling of soil could create other environmental issues such as: health problems due to inhaling of dusty air, reducing the yield of economical crops such as paddy, tea etc, pollution of drinking water sources etc. Such problems may be aggravated due to spilling of the fill material during transportation.

Existing ground level

Subbase layer –CBR > 30%, PI < 6%

Lower embankment – compacted to minimum of 90% Maximum Dry Density (MDD)

Upper embankment – 500mm thick, compacted to minimum of 95% of MDD.

Improved subgrade (capping layer) – 500 to 300mm thick, compacted to 95% MDD, CBR > 15%

Base coarse – CBR > 80%

Asphaltic concrete wearing course and binder course

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ADB section

Cut and fill is balanced in the ADB section of the road trace needing only small quantity of fill material from borrow pits. Boulders and soft rocks from the excavated areas were used as the replacement material for the soft ground improvement. Use of such large size particles makes it possible to allow sheet flow across the road embankment. The original tender bill quantities of fill material and latest estimated quantities are shown in Table 4.2.

Table 4.2 Construction material requirement for the ADB section

Item Tender bill of quantities ( m3)

Latest estimated quantities (Dec 2005) (m3)

Difference (m3)

Unclassified excavation including weathered rock 5,850,000 8,100,000 2,250,000

Excavation of hard rock for embankment filling 1,100,000 1,770,000 0

Excavation unsuitable soil 1,870,000 1,870,000 0Filling with selected material 1,100,000 1,100,000 0Filling with unclassified material 6,835,000 5,920,000 -915,000Balance -2,855,00 +980,000

Since there is a surplus of 980,000 m3 of unclassified fill material, the originally planned unclassified borrow excavation of 2,855,000 m3 was not needed. Therefore, there is no significant impact on the existing environment due to borrowing of fill material for the construction of the roadway.

Port Access road

Soft soil deposits from CH 0 + 000 to 2 + 900 and Ch 4 + 400 to 4 + 800 along the trace will require excavation and replacement. However, surplus material from the main trace and excavation within the project corridor will be sufficient for the filling and embankment construction over the soft deposits. Therefore, no significant impact will be on the environment due to fill material required for the roadway construction.

4.1.1.2.3 Sand

ADB section

Sand will be mainly used for making concrete and mortar in construction of the structure along the trace. Due to the related sever environmental issues, sand mining from the rivers is restricted to some selected segments of inland streams. Moreover, the demand for sand due to Tsunami reconstruction work has made the situation worse. It was observed that for some of the Tsunami reconstruction works of the Galle district, off-shore sand dredged and stockpiled at Kerawalapitiya for the construction of Colombo Katunayake Expressway is being used. Therefore, use of river sand for the project should be limited as much as possible to reduce the adverse environmental effects. Economically feasible quantity of dune sand is not available in the vicinity of the project area and the cost of dredging sand from the seabed could also be high. Therefore, only other economically feasible source of sand is crushed rock and at present, crushed rock is being used for production of fine aggregates in the

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project. Since there is no consumption of sand from outside the project corridor, there is no significant impact on the environment due to use of fine aggregates. However, due to crushing of large quantity of aggregates needed for the construction of structures and the road pavement, invariably large quantity of quarry dust is produced. However, crushed rock should be processed to remove excess fines (dust/clay sized particles) before being used. Workability of manufactured sand is poor but both strength and workability could be improved by blending with fine sand

4.1.1.3 Stability of the subsurface

ADB section

Road trace runs along undulating and hilly terrain in between flood plains of rivers and streams flowing approximately perpendicular to the trace. Main concerns in a road trace to expressway standard are cutting needed in hilly terrain and embankment construction in low lying areas. Deviations of the final trace from the RDA and Combined traces are mainly between CH 19 + 500 and 49 + 000 There is another deviation of the present trace from the final trace starting from about 20+800m to 25+000m within which the present trace is almost on the original RDA trace The ground condition in the deviated segments of the trace are quite similar to the ground conditions that exists in the corresponding segments along the Original RDA trace and the Combined trace. But the amount of cutting through hilly segments and the amount of soft ground treatment may differ between original RDA, Combined and final traces.

The project area is located entirely within the wet zone, which receives more than 2500 inches of rain per year. Therefore, stability of newly created slopes, due to cut and fill for the construction of the road, is a very important environmental consideration. A sloping ground that is stable during dry weather conditions suddenly becomes unstable during wet season due to the increased pore pressure and the reduction of shear strength of soil due to saturation. These types of failures are mostly found in residual formations where loss of shear strength due to saturation can be significant. There are 30 – 50m high Slopes, such as cut slope near CH 21 + 800, CH 22 + 800 and CH 43 +000, that are created due to removal of material for the construction of the roadway. If the height of the slope is about 30 m, then the stress relief due to excavation at the bottom of the slope is about 500 kpa. When such a high stress level is relies from the lower levels of the face of the slope, opening up of new minor cracks and existing fractures could occur. Such cracking, even very minor in nature could increase the permeability of the newly exposed slope increasing the infiltration rate. As a result, during a heavy rainy season the elevation of the perched water table can go up causing instability of the slope.

At certain locations along the trace slopes exposed due to cuttings and slopes created by fillings are subjected to severe surface erosion. As a result, soil surrounding isolated boulders on cut slopes, such as the cut slopes at CH 4 + 400 and CH 5 + 500, could be removed due to erosion increasing the possibility of such boulders rolling down the slope endangering the lives of the people using the road. Moreover, the boulders on existing natural slopes could also be subjected to similar instability problems and appropriate stabilization measures should be taken to prevent such instability. Moreover, portion of the cut in slightly or unweathered bedrock, such as the slope in weathered and fresh rock at CH 01 + 900 and CH 09 + 140, should be checked by a qualified Geologist or a Geotechnical engineer for stability

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of rock portions formed due to fracturing of the rock. If such rock fragments, with fractures dipping towards the excavation and/or fracture surface with lower shear strength, are present suitable stabilization measures such as rock bolting should be carried out.

As a result of slope instability, there may be small downward deformation of certain parts of the cut slope. Such movements could cause subsidence of the ground at the top of the slope and, if there are structures at the top of the excavation, those will undergo certain amount of deformation as well. There are evidences of this type of ground subsidence present along the trace and appropriate action should be taken to evacuate people from such houses and take necessary corrective measures. Therefore, the project will have a significant impact on the stability of the slopes along the project corridor

4.1.1.4 Landform

ADB Section

Landform of the project corridor will be severely changed due to the construction of the expressway. Changing of the stabilized landform over a long period of time will create an environmental instability. Therefore, the nature will try its best to stabilize the artificial landform created by the man. Such agents like rain and gravity in particular will contribute to the stabilization process of the nature through soil erosion and landslides. Change of the landform during construction of the roadway is shown in Figure 4.2.A significant impact on the landform will occur due to the construction of the road trace.

Figure 4.2. Typical change of the landform during construction of the road trace.

Port access road

Landform of the project area will be changed due to the construction of the road trace. However, due to the relative short road length of the project only a moderate impact will occur to the landform of the area4.1.5 Settlement and ground subsidence

ADB section

Along the trace, total length of the trace which require soft ground treatment was identified to be 13.5km. In the other areas where alluvial deposits consist of loose sandy silts or silty sands of 2 – 3m thickness, no special ground improvement methods are not followed as the consolidation settlement is assumed to be over during the construction period. However, as the thickness and properties of these alluvial deposits are highly variable, even within the same deposit, isolated stretches of the embankment over these deposits might experience minor post construction settlements. Soft ground treatment in the construction of the roadway mainly consists of three types;

i. Removal of the soft material with graveliferous material if the thickness of the soft layer is at shallow depths and the thickness of the soft layer is less than 6m. Figure 4.3 shows typical removal and filling operation carried out along the trace.

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ii. Surcharging the clayey deposits with Pre-fabricated Vertical Drains (PVD), such as pre-consolidation carried out between CH 59 + 200 and 61 + 100. Figure 4.4….. shows pre-consolidation using PVD being carried out at CH 61 + 100.

iii. Piled embankment at places where the soft layer present is thick and located at considerable depth below the ground surface, such as approach embankments to the Gin Gaga bridge at CH 14 + 100.

Figure 4.3 Removal and replacement operation close to CH 49 + 000

Figure 4.4. Wicked drained section at close to CH 60 + 000

The removal of the soft material and replacement with stronger material has led to server environmental problem involving disposal of the waste material. At present the waste material is stored along the trace on both sides of the road embankment. It was revealed during the initial site investigation that the organic soils found along the trace have natural water content typically ranging from 100% to over 300%. Based on past researches, it was shown that when the natural water content increases the organic content is also increased. Final Design Report (2001) of the final trace in the ADB section prepared by Wilbur Smith Associates Inc. reveals that the typical undrained shear strength values of the undisturbed organic soil present along the trace varies in the range of 5 – 15 kpa and the modified compression index under undisturbed conditions range from 0.1 to 0.4. The severity of the environmental pollution depends on the organic content as material with high organic content produces leachate with higher ph value. When a program is developed for permanent disposal of these organic soil, organic content, shear strength and consolidation properties must be given due consideration as further consolidation settlement of the waste deposit and slope failures could pose sever environmental threats.In the sections where soft soil improvement is done using pre-loading with wick drains, settlements of the soft layers due to the surcharge should be monitored to ensure that sufficient degree of consolidation is completed before removal of the additional surcharge load and construction of the road base. Otherwise the finished road base may be subjected to unacceptable deformations.

There are two major river crossings are present in this section of the trace at Gin Gaga at CH 14 + 100 and Polwatta Ganga at CH 48 + 550. Except only at these two stream crossings, all the other stream crossings are single span bridges or culverts. Apart from two culverts, which are supported on shallow foundations, all the other abutments are supported on driven pre-cast concrete driven piles. As the layers at the lower levels of ground are strong and such layers are found at relatively shallow depths, the bridge and culvert foundations are stable.

Approach embankment to the Gin Ganga crossing is constructed as a piled embankment due to the large height of the embankment and the presence of a thick soft organic soil layer at about 4 to 5m below the ground surface. According to the present design, the embankment is constructed on a flexible pile cap on closely spaced driven piles. It should be noted here that driving large number of precast concrete piles at close spacing could generate excess pore water pressure in the soft layer. Depending on the consolidation properties and the compressible properties of the soft layer, the magnitude of the generated pore water pressure and the time taken for dissipation of the excess pore water pressure may vary. Moreover, since the embankment is constructed on a flexible pile cap, there is a possibility that a certain percentage of the embankment weight is transmitted to the ground and as a result, the soft

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layer could be subjected to certain amount consolidation settlement. There is a possibility of generating negative skin friction on the piles due to the consolidation settlement of the soft layer and the other layers above it. This scenario should be considered in the design.

4.1.2 Water

4.1.2.1 Surface Water Quantity

Main Final Trace

When the deviated trace (Final Trace) is considered as in the cases of the Original & Combined Traces the utilization of surface water to the project components from the vast quantity of surface water available is negligible and there is no significant impact on the surface water quantity at of the deviations.

However there will be changes in the surface water quantity in the upstream and downstream of the streams intersected by the road on a timewise scale for the reasons given below;

(a) On the road surface as the denuded vegetal cover will change the runoff coefficient which will result in rapid flow hydrograph with short time to peak. This impact is limited to the road surface and the vast catchment crossing the road will not be impacted as the overall runoff coefficients will not alter very much as the road surface area is very much less than the catchment areas.

(b) On the upstream and downstream of the road minor streams with small catchments close to the road only will be impacted as the overall runoff coefficient of these small catchments changes because of the paved road surface.

(c) The upstream catchments of the road trace will have an excess water quantity while the downstream catchments will have a less water quantity as the road embankment and culvert crossing will change the shapes of the respective flow hydrographs. Sometimes the existing routes of the streams or drainage canals have to be changed (e.g. Deegoda Yaya Irrigation Scheme- 44+000) to restore the irrigation supply to the paddy areas. On such occasions original surface water quantity alters.

Galle Port Acess

The use of surface water in the Galle Port Access from the vast quantity of surface water available is negligible and there cannot be any significant impact on the surface water quantity.

4.1.2.2 Groundwater Quantity

Main Final Trace

The exploitation of groundwater for the project activities is comparably low compared to the available water which is mainly surface water, hence there will not be any significant impact on the groundwater quantity on account of groundwater utilization.

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The will be different types of impacts on groundwater quantity because of the construction work. They are;

Increase in groundwater table because of the uprooting of the deep rooted trees. Deep rooted trees cause a loss to the groundwater quantity through evapotranspiration.

Simultaneous reduction in groundwater elevations in cut areas to match the ultimate finish ground levels. Seepage of groundwater from deep cuts and causing loss to the groundwater wells on hills where deep cut of the road run through.

Reduction of groundwater levels in the reclaimed areas for road embankment & other boarder development works.

Increase of the groundwater levels in the retention areas, temporary ponding areas where embankments run through as the runoff is impeded by the embankments. Consequently the groundwater levels will be reduced in the downstream areas.

There are complaints (in 8 locations as given in the Table below) from the stakeholders of the land who live adjacent to the road trace regarding the suspected reduction of well water levels once the construction commenced.

To check the veracity of these statements RDA along with the Consultant ( Halcrow ) has begun to monitor the groundwater levels at some of those places and the details are given below.

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Table 4.3- Variation of Groundwater Levels in Wells

Location ( Chainage)

Nature of Cut

Water depth from the beam of the well to water surface (m)**August 2005

September 2005

October 2005

November 2005

20+950 RHS Moderate 0.56 0.54 0.15 0.0019+500 LHS Deep 1.5 1.27 0.70 0.7618+050 LHS Deep 0.71 0.68 0.62 0.61 17+500 LHS Deep 6.2 6.22 5.35 4.517+500 RHS Deep 5.2 5.46 4.15 3.6617+600 LHS Deep 10.08 10.29 9.45 9.5516+100 LHS Moderate 6.7 6.57 5.55 4.911+950 LHS Deep N/A 5.8 5.55 5.3

Using the above data it is difficult to come to firm conclusions regarding the groundwater reductions in the wells as the data period is very limited and similar baseline data for these locations are not available with a common base for reference e.g. MSL. However a increasing trend of the water level is visible and this can definitely be attributed to the increase of rainfall in the months of September - November 2005.

Additionally local rainfall data are also required at these locations. This monitoring has to be continued for some time to identify an independent trend to ascertain whether the degradation of the groundwater level if any is definitely due to the road construction process and not due to declination of rainfall to arrive at firm conclusions. If the water average levels go down during wet spells or the relative water levels is low in dry spells compared to the previous dry spells before the road construction, then it could be inferred that the road construction has an adverse impact on the groundwater table.

The deviations of the road trace are in the same area with unchanged groundwater properties as the deviations are relatively small. The deviations do not run through areas with a different hydrological regime therefore significant changes of the groundwater recharge cannot be expected on the upstream and downstream of the proposed deviations. However because of the road embankment and the relatively longer water retention groundwater recharge could be relatively higher on the upstream oif the road than in the downstream.

Galle Port Access

The Galle Port Access runs mainly through low lying areas and it runs through cuts only at limited places. Therefore the general impacts on groundwater are similar to the above impacts. There is no evidence about groundwater level reductions in the Galle Port Access Trace as major construction work has not started. However impacts on groundwater could be anticipated during the construction and operation phases.

The groundwater table of these areas is very close to the existing ground level. According to the groundwater studies conducted in Southern Highway Project Environmental Impact Assessment -Supplementary Drainage Study- University of Moratuwa 1999, for the ADB section it has been inferred that in 22 cuts out of 36 cuts (62% chance), cutting may not cause adverse impacts to groundwater. Therefore the approximate chance that the groundwater has

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an impact on the embankment cuts is 39%. This cannot be treated as a significant impact. In the Galle port Access road too similar conditions may exist as there is no greater change in the geomorphologic conditions in the sub-terrain.

4.1.2.3 Surface Water Quality(a) Anticipated Constructional Impacts ADB Section

With reference to the distance from the project area it seems that none of the water bodies could be considered as significant pollutant recipients during both phases of the project in the RDA trace. However the water body at location 27SW seems to be subject to significant construction associated pollution problems (such as high turbidity and colour) and post-construction or highway operation associated pollution problems (such as urban run-off, sewage enrichment, atmospheric deposition, etc.) in the final trace. Similarly the water body at 28SW is a potential significant pollutant recipient due to both phases of the project in the combined trace. Nevertheless depending on flow rates and wind patterns scenarios pertaining to the transport of pollutants (i.e. especially when present in significant amounts particularly due to post-construction related activities or when pollutants gets concentrated with time during the operational phase) are likely to occur in those water bodies that are interconnected but far away from the project site. This has been reported in the case of lakes for faecal matter (Rajala and Heinonen-Tanski, 1998).

It has been identified that during the construction phase material exploitation, site clearing, cut and fill operations, land reclamation, ditching and drainage, spoil disposal, asphalt and concrete plants and construction of bridge and culverts could result in significant pollution of surface water bodies, though the effects are temporary in comparison with the effects on water quality caused by the operational activities.

Construction material exploration and exploitation seems to be a major activity of a project of this nature. For the proposed highway it is anticipated that a substantial amount of the construction material is to be found from quarry sites. These activities if not done properly could pose significant water quality issues in both surface water bodies and groundwater wells.

Preliminary and field observations revealed that the peat content in the soils in the ADB section is high. Therefore during construction works improper handling and storing of materials (particularly the peat material unearthed) in storm-water drainage areas can cause solubilization of certain minerals such as gypsum, calcite, halite, dolomite, pyrite, etc. This can cause changes to surface or groundwater quality depending on the degree of solubility. Usually these minerals containing aluminosilicates are attacked by rainwater containing H2CO3, thereby forming Ca2+, Mg2+, Na+, K+ and dissolved SiO2. Excess amounts of these cations may dissolve in run-off and cause hardness problems in water bodies. Further the peat material removed could make the nearby water bodies acidic resulting in poor water quality. Moreover improper storage of construction material such as cement could result in such material being washed into the water bodies during periods of heavy rains hence leading to higher turbidity problems.

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Pooling of water, blocking of water ways, restrictions to surface run-off and flood water flows could result in due to unplanned stockpiling and disposal of spoil, unstable excavations, careless stockpiling in construction materials and careless camp siting. Changes in water quality and water levels from such activities could affect flows into or out of existing waterbodies.

During the construction phase, surface run-off from the cut and fill areas, borrow areas, spoil disposal sites, etc. will contain substantial dust and earth quantities which will cause significant color and turbidity problems. Bridge and culverts construction activities are also known to cause surface water quality deterioration with reference to color and turbidity. The presence of high turbidity levels and therefore the associated visual pollution will have a negative impact on fish inhabiting water bodies. Moreover the settling particles in large quantities may produce a smothering effect on benthic fauna and even make the waterbodies shallow.

During the construction phase large quantities of asphalt and concrete will be required for strengthening and surfacing of the highway. Therefore wash water arising during the cleaning of the machines involved in asphalt and concrete plant operations could also lead to significant color and turbidity problems in waterbodies. Further any significant oil spills from machinery and other equipment used for construction works may lead to contamination of water bodies with oil particularly during heavy rainy periods.

Application of pesticides and herbicides for the landscaping and turfing of embankments could result in significant pollution of waterbodies (if not properly controlled) through leaching and rain induced surface run-off bringing in the organic contaminants. The use of organochlorine pesticides (OCPs) such as DDT and aldrin could produce adverse effects on both aquatic and terrestrial since these chemicals are environmentally persistent, toxic, carcinogenic, mutagenic and are fat-soluble; hence biomagnification potential is high in ecosystem food chains. The use of organophosphorus pesticides (OPP) are known to cause intense toxicity by producing inhibitory effects on the transmission of electrochemical nerve impulses or mimicking the action of acetylcholine secretion. These pesticide chemicals which also contain high levels of nitrogen and phosphorus could lead to cultural eutrophication in water bodies that are either stagnant or slow moving. In this regard the water body at location 28SW would be susceptible to cultural eutrophication scenarios. Such scenarios would become significant if the inorganic nitrogen and phosphorus levels exceed 0.3 mg/l and 0.01 mg/l, respectively (Metcalf and Eddy, 1995).

Lack of proper sanitation and solid waste disposal facilities for the labor force involved in the construction works and improper planning of resettlements for people displaced due to the project, would cause untreated domestic waste enriched in high organic matters to enter water bodies. This may lead to substantial depletion in DO perhaps resulting in subsequent fish kills particularly when DO levels drop below 4 mg/l (Garg, 1979). Nutrient pollution scenarios leading to cultural eutrophication and contamination with faecal coliforms (Escherichia coli) and other faecal pathogens such as faecal streptococci could also occur if proper sanitation facilities are not available. These effects will be anticipated to be high in the water body 28SW. Table 4.4 presents a summary of the anticipated construction costs for the ADB section.

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Table 4.4: Anticipated construction costs for the ADB section

Activity Factors affecting impacts Remarks

Construction material, exploitation, handling and storage

Improper handling and storage of construction material; e.g. cement

Turbidity and colour problems are significant during periods of heavy rains, but effects temporary

Site clearing Run-off during rains will deliver debris and sediments, etc.

Turbidity and colour problems are significant during periods of heavy rains, but effects temporary

Cut and fill operations Run-off during rains will deliver debris and sediments, etc.

Turbidity and colour problems are significant during periods of heavy rains

Borrow areas Run-off during rains will deliver debris and sediments, etc.

Turbidity and colour problems are significant during periods of heavy rains

Spoil disposal Run-off during rains will deliver debris and sediments, etc.

Turbidity and colour problems are significant during periods of heavy rains

Construction of bridges and culverts

Run-off during rainy daysSpillage of construction material

Turbidity and colour problems are significant, but effects temporary

Asphalt and concrete plants

Oil spills and contamination during rains (as run-off) Wash waters from cleaning of machines

Effects are significant (unless measures taken), though temporary

Application of weedicides for soft landscaping

Frequency and dosage of applicationRun-off and leaching of pollutants

Application of pesticides rich in OCPs, OPPs and even heavy metals could be a serious concern if large scale application of such chemicals is carried out for the project

Unplanned activities

Number of persons employed and displaced due to projectInadequacy of facilities or infrastructure for appropriate sanitation and solid waste disposal

Effects on water quality will be significant if the duration of the construction phase is rather long

Galle Port Access Road

The same activities described in the ADB section could have similar impacts on surface water quality in the Galle Port Access Road area and the negative impacts on surface water quality are anticipated to be equally significant as in the ADB section. In other words the anticipated construction costs for the ADB section is comparable to the Galle Port Access Road area. Since both the investigated water bodies 29SW and 30SW are in the vicinity of the project area both these water bodies would become significant pollutant recipients during the highway construction phase, unless mitigatory measures are implemented.

(b) Anticipated Operational Impacts

ADB Section

During the operational phase of the highway, with the generated and diverted traffic, spillage of oil, grease and petroleum products may contribute hydrocarbons, oils and trace metals such as Pb and Zn into run-off. This could result in pollution of freshwater and marine water bodies with adverse impacts on aquatic fauna.

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There is always a risk of accidental spillage of gasoline or other petroleum products during road accidents with subsequent impacts on surface water bodies. Similarly improper transport of hazardous materials could impact surface water bodies. Road accidents with negative impacts to water quality are expected to be high during careless high speed driving behavior. Also unauthorized road crossings and fog from low lying areas such as nearby paddy fields could increase the risk of road accidents, which could cause spillages into the water bodies.

Highway maintenance activities are also known to have detrimental impacts on water quality. Pollution of waterbodies with oil and grease and turbidity are likely to occur (especially during rainy days) during highway maintenance works.

Urban and suburban growth and expansion associated with highway related activities could result in significant adverse impacts on water quality indirectly. Industrial expansion, construction of airports, development and expansion of Galle Port, construction of the fisheries harbor at Hambantota and other economic activities will tend to spur expansion, thereby resulting in increased water demand causing an additional stress on surface water bodies, water treatment systems and water distribution systems. Moreover increased growth and development will generate additional wastewater flows which could overload existing sewers, sometimes causing total blockage. Urban and suburban growth also influences run-off. The extent of impervious land area may be increased resulting in increased quantities of run-off and reduced flowing time causing potential siltation and sedimentation of water bodies. Storm sewers may drastically alter natural drainage patterns.

The following are some of the development activities that could result in deterioration of water quality.

Domestic Wastewaters

Domestic wastewaters emanating from the expanding residential, commercial and industrial sector due to the proposed highway could be directly discharged into water bodies without any treatment could cause pollution through enrichment with BOD, Cl-, nutrients and faecal coliform. The end result would lead to substantial DO depletions and shallowing of waterbodies with detrimental effects on aquatic fauna, notably fish.

The presence of high NO2- and NO3

- levels (with NO3- levels exceeding 45 mg/l) would make

the water not potable and consumption of such untreated water would result in methaemoglobinemia in infants less than 6 months of age.

Cultural eutrophication scenarios would be expected to rise in the case of the water body at 28SW which is stagnant due to continuous disposal of untreated domestic wastewaters from the residential, commercial and industrial sector along with continuous disposal of high nutrient rich industrial wastewaters from industries such as canneries, food processing facilities and piggeries, and agricultural run-off. These scenarios will become significant with time. The presence of blue-green algal (cyanobacterial) blooms would result in discoloration with a thick, smelly, green-paint like scum on the water surfaces. As the algae die, they settle to the benthic zone and over time the water body would become shallow due to sediment deposition while drastically depleting the DO levels due to microbial degradation. Moreover some blue-green algal species are known to produce toxins such as hepatotoxins (e.g. microcystin from Microcystis aeruginosa), cytotoxins (e.g. cylindrospermopsin from

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Cylindrospermopsis raciborskii) and neurotoxins (e.g. anatoxin-a hydrochloride by Oscillatoria and Aphanizomenon), which are relatively stable. These toxins are also released following the death of the algal blooms and could remain potent for several periods of time even after the algal blooms have disappeared (Falconer, 1999).

Urban Run-off Urban development in close proximity of freshwater water bodies is subject to urban run-off especially during periods of heavy rains. If urban and suburban growth and development continues unabated, rain water may flow directly into nearby water bodies resulting in water quality deterioration especially with reference to color, turbidity and nutrients. Also there will be elevated levels of oil products and Pb (a result of increased number of gasoline automobiles), as well as other heavy metals and organic contaminants (associated with local domestic industries) in urban run-off. Even if the urban run-off is collected in the sewerage system, excessive showers may lead to an overload with possibilities of causing a total blockage giving rise to water quality deterioration.

The negative impacts on surface water quality due to enrichment with urban run-off are anticipated to be significant in the road deviations as well as along the main highway area.

Agricultural Activities

Easy access to the market may promote some of the agricultural activities such as paddy, rubber, tea, coconut, vegetable and mix crop cultivation, animal husbandry and aquaculture developments with subsequent affects on water quality. Impacts relating to agricultural activities concern about organic and inorganic compounds incorporated in the fertilizers and pesticides and herbicides. Leaching of these chemicals and agricultural run-off could result in detrimental impacts on water bodies. Increased salinization, cultural eutrophication (i.e. in the case of slow moving and stagnant waterbodies) and biomagnifications scenarios with subsequent effects on the local fauna by the OCP rich pesticide residues and heavy metals such as Cu and As are likely to increase with expanding mismanaged agricultural activities.

The impacts on surface water quality due to agricultural activities would be expected to be more significant in areas where more paddy fields and other agricultural activities are likely to occur and expand.

Disposal of Solid Municipal Waste and Hazardous Materials

Open dumping of municipal solid waste which generally comprises 50-60% biodegradable organic matter and industrial solid waste such as slurries and sludges produced in the water or wastewater treatment plants could generate acidic leachates rich in nutrients, heavy metals, BOD, COD and pathogens. These leachates could impact groundwater and even leach out to nearby water bodies. Similarly disposal of untreated industrial wastewater or disposal from faulty treatment plants are likely to occur with expanding industrialization, thereby further increasing the likelihood of surface water quality deterioration. The negative impacts on surface water quality due to the disposal of solid municipal waste and hazardous materials could become more significant either in the road deviations or along the main highway area or in both depending on the rate of urban development expansion.

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Atmospheric Sources

Atmospheric emissions from industries and vehicles may come down with the rains and adversely affect water bodies through run-off. Acidic depositions lead to loss of alkalinity of waterbodies which in turn decreases the pH and eventually affects the normal chemical balances of the entire waterbodies. These impacts could become significant on rainy days in the main highway area and possibly in the road deviations depending on the traffic flow.

Acidification and Pollution due to Heavy Metals

Acidification of water bodies mainly occurs during the disposal of acidic wastewaters from industries and deposition of rain washed out SO2 and NOx produced by vehicles and some industries such as coal-burning power plants. Substantial acidification scenarios with adverse impacts on fish and other aquatic fauna are likely to be high in rivers and other water bodies having a low alkalinity. This includes areas of non-carbonate detrital rocks such as sandstones and of crystalline rocks such as granite and gneisses. Since the proposed trace lies in areas comprising granite and gneiss, acidification may be one of the important negative consequences of the proposed highway. Particularly the peat soil disturbances could readily leach out acidic run-off giving rise to water quality issues.

In addition to direct impacts of high acidity on aquatic fauna and flora, high acidity (pH < 4-5) could suppress bacterial action and hence subsequent removal of pollutants such as biodegradable organics, nutrients and heavy metals. Another significant phenomenon is the solubilization of some metals, particularly Al to Al3+ when pH drops below 4.6-4.8 (Bell and Tallis, 1974; Cocker et al., 1998) or less than 5 (Meagher, 2000). Such resultant increased metal levels may to be toxic to fish and also render the water not potable. Moreover drastic acidity scenarios with low Eh may also result in an excessive loading of sediment absorbed heavy metals back to the water column, eventually leading to intense toxicity problems to the biota.

Salinization

Salinization occurs due to an increase of mineral salts (TDS levels) in the water. Disposal of domestic wastewaters and industrial wastewaters rich in higher levels of mineral salts such as SO4

2- and Cl-, increased evaporation and evapotranspiration in the river catchments due to deforestation, and changes in flow regime in the catchments due to hydraulic and irrigation structures are some of the major causes of salinization. It is anticipated that those water bodies located in the vicinity of the expanding residential, commercial and industrial sector would become rich in anions such as SO42- and Cl- with time as a consequence of disposal of untreated sewage and other wastewaters containing high levels of TDS.

The presence of higher levels of anions such as SO42- and Cl- will make the water unpalatable

for drinking and will have direct impacts on the biota; e.g. osmotic effects and direct toxicity. The effects of higher TDS levels would get aggravated during the driest periods when transpiration rates are substantially high. Also the water body at 28SW would be great risk and elevated SO4

2- levels could also induce cultural eutrophication as a consequence of anion (e.g. phosphorus) displacement (O’Sullivan et al., 2004). Also under anoxic conditions and in the presence of higher SO4

2- levels the proliferation of sulphate reducing bacterial (SRB) biofilms in sediments and aquatic plant roots would occur resulting in the production of S2-

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(highly toxic to fish communities) and H2S gas (a corrosive, toxic gas with a characteristic smell of rotten eggs). The presence of high Cl- may increase the bioavailability of some heavy metals such as Pb and Cd (Greger et al., 1995; Fitzgerald et al., 2003). Normally bioavailability of heavy metals such as Mn, Zn and Pb is known to maximize at electrical conductivities of 4-6 dS/m but decreases as salinity further increases (Parkplan et al., 2002). Table 4.5 presents a summary of the anticipated operation costs for the ADB section.

Table 4.5: Anticipated operation costs for the ADB section

Activity Factors affecting impacts Remarks Domestic wastewaters Number of housing schemes

The degree of expansion of residential, commercial and industrial sectorInadequacy of facilities for appropriate sanitation

Impacts will become severe with time unless mitigatory measures not takenStagnant water bodies are more susceptible for pollution. In the ADB section 28SW is at risk

Urban run-off Run-off during rainsRate of urban and sub-urban growth

Impacts will become severe with time unless mitigatory measures not taken, especially with reference to enrichment with suspended particulate matter, nutrients and heavy metals

Agricultural activities Rate of expansion in agricultural activities Frequency in the usage of more inorganic fertilizers and pesticides

Impacts will be significant especially with timeStagnant water bodies are more susceptible for cultural eutrophication pollution. In the ADB section 28SW is at risk. Moreover bioaccumulation scenarios are likely to increase due to the use of heavy metal and OCPs rich pesticides

Disposal of solid municipal wastes and hazardous materials

Number of housing schemesThe degree of expansion of residential, commercial and industrial sectorInadequacy of facilities for appropriate solid waste management in terms of collection and final disposal

Impacts will become severe with time unless mitigatory measures not takenStagnant water bodies are more susceptible for pollutionBioaccumulation scenarios from contamination with heavy metals, PCBs and other organo-chlorides are likely to increase over time if mitigatory measures are not implemented

Atmospheric sources Number of vehicles and traffic flowNumber of industries and rate of industrialization

Impacts will become more significant with time if mitigatory measures are not taken

Acidification and pollution due to heavy metals

Number of vehicles and traffic flowNumber of industries and rate of industrialization

Impacts will become more significant with time if mitigatory measures are not taken

Salinization The degree of expansion of residential, commercial and industrial sector. Inadequacy of facilities for appropriate sanitationNumber of industries and rate of industrialization

Impacts will become more significant with time if mitigatory measures are not taken

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Galle Port Access Road

Most of the same activities described in the ADB section could have similar impacts on surface water quality in the Galle Port Access Road area. Since both water bodies 29SW and 30SW sampled are located in the vicinity of the project area it is anticipated that the effects due to anthropogenic activities such as sewage enrichment of the water bodies, urban run-off and atmospheric deposition of pollutants from vehicular traffic could become significant issues with time unless mitigatory measures are implemented. Table 4.6 presents a summary of the anticipated operation costs for the Galle Port Access Road section.

Table 4.6: Anticipated operation costs for the Galle Port Access Road section

Activity Factors affecting impacts Remarks Domestic wastewaters Number of housing schemes

The degree of expansion of residential, commercial and industrial sectorInadequacy of facilities for appropriate sanitation

Impacts will become severe with time unless mitigatory measures not takenBoth water bodies are susceptible for pollution. 30SW (being stagnant) is more susceptible for pollution.

Urban run-off Run-off during rainsRate of urban and sub-urban growth

Impacts will become severe with time unless mitigatory measures not taken, especially with reference to enrichment with suspended particulate matter, nutrients and heavy metals

Agricultural activities Rate of expansion in agricultural activities Frequency in the usage of more inorganic fertilizers and pesticides

Not very significant since the area being small will have few opportunities for agricultural activities to be carried out

Disposal of solid municipal wastes and hazardous materials

Number of housing schemesThe degree of expansion of residential, commercial and industrial sectorInadequacy of facilities for appropriate solid waste management in terms of collection and final disposal

Impacts will become severe with time unless mitigatory measures not takenStagnant water bodies are more susceptible for pollutionBioaccumulation scenarios from contamination with heavy metals, PCBs and other organo-chlorides are likely to increase over time if mitigatory measures are not implemented

Atmospheric sources Number of vehicles and traffic flowNumber of industries and rate of industrialization

Impacts will become more significant with time if mitigatory measures are not taken

Acidification and pollution due to heavy metals

Number of vehicles and traffic flowNumber of industries and rate of industrialization

Impacts will become more significant with time if mitigatory measures are not taken

Salinization The degree of expansion of residential, commercial and industrial sector. Inadequacy of facilities for appropriate sanitationNumber of industries and rate of industrialization

Impacts will become more significant with time if mitigatory measures are not taken

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4.1.2.4 Groundwater Quality

(a) Anticipated Constructional Impacts

ADB Section

With reference to the distance from the project area it has been identified that groundwater at locations 4GW, 7GW and 8GW is possibly at a higher risk during the construction phase in the final trace. In the RDA trace only the groundwater at location 4GW seems to be at a significant risk in terms of groundwater quality deterioration. In the combined trace groundwater quality deterioration seems to be a potential significant issue at locations 1GW, 4GW, 5 GW, 9GW, 10GW and 11GW.

The main construction activities that could result in groundwater quality deterioration includes spoil disposal activities, problems associated with construction of bridges and culverts, application of weedicides for landscaping pollution and problems associated with the improper planning and setting up of housing and services for the persons involved in construction and resettlement of persons affected by the project.

During construction spoil disposal activities could lead to groundwater quality deterioration to a certain extent. Microbial degradation of vegetation removed for site clearing produces organic compounds especially and solubilized forms of nutrients such as NH4-N and NO3

-

and even PO43- (especially during anaerobic decay) which could leach out to surface

waterbodies and percolate through the soil to contaminate groundwater. The presence of high NO2

- and NO3- levels (with levels exceeding 45 mg/l) would make the water not potable and

consumption of such untreated groundwater would result in nitrate poisoning to infants less than 6 months of age, a phenomenon known as methaemoglobinemia.

Construction of bridges and culverts is also known to cause groundwater contamination. These will be constructed from mass concrete with reinforced concrete foundations on cylinders or pile caps. These processes may disturb the natural groundwater table and cause water quality problems downstream. Risks of draw down of water table will be higher at 4GW in view of the fact that deep cuts are planned in this area for the project.

The use of pesticides and herbicides in soft landscaping and vegetation cover could also result in groundwater contamination. The pesticides to be used are generally classified into two major groups, namely organochlorine pesticides (OCPs) and organophosphorus pesticides (OPP). OCPs may sometimes be found in groundwater where leaching from turfing material occurs. As these compounds are hydrophobic, but soluble in fats and hydrocarbons, their occurrence in groundwater may lead to solubilization in fluoric acid materials.

Improper planning and setting up of housing and services for the persons involved in construction and resettlement of persons affected by the project leading to poor sanitary conditions, could also lead to pollution of groundwater with reference to organic matter (BOD), nutrients, faecal matter, and higher Cl- levels (noting that human excreta in general has a chloride content of 6 g per person per day) (Metcalf and Eddy, 1995). The presence of faecal coliforms and other feacal pathogens such as Enterobacter spp. and faecal streptococci

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(e.g. Streptococcus faecalis and Streptococcus durans) could lead to diseases if such contaminated groundwater is consumed without any treatment.

It should be noted that groundwater pollution scenarios would become more significant during the dry weather periods. In other words since the evapotranspiration is higher during the driest periods it is anticipated that the groundwater would get highly concentrated with pollutants such as heavy metals, TN, Cl- and TP due to sewage disposal and pesticides used for soft landscaping purposes, etc. Moreover groundwater in the areas having the highest hydraulic gradient would be more susceptible for possible substantial contamination, hence making the water unpotable for human consumption.

Galle Port Access Road

The same activities described in the ADB section could have similar impacts on groundwater quality in the Galle Port Access Road area.

(b) Anticipated Operational Impacts

During the operational phase un-planned and planned road-side development activities may cause degradation of groundwater quality in both ADB and Galle Port Access Road area unless precautions are taken. The activities mentioned in Surface Water Quality will have similar impacts on the groundwater quality, with the exception of increased turbidity.

4.1.3 Air

4.1.3.1 Air Quality

(a) Anticipated Constructional Impacts

ADB Section

Vehicles involved in the constructional phase traveling on unpaved road could lead to dust generation. Such scenarios are significant when operating at high speeds under dry weather and gusty wind conditions. Similarly excavation works and exploitation rubble/coarse aggregates may cause dust problems. Meteorological conditions, fineness of the material and the rate at which the materials are exploited are some of the triggering factors for increased dust pollution scenarios. The more fine materials before being deposited either on vegetation or in residence in the form of a thin film may be carried away to considerable distances.

Improper handling and transferring of materials into vehicles for external or internal transport and improper storage or cover of material could also lead to significant dust emissions. Cut and fill operations using heavy construction equipment are other crucial activities which can lead to significant dust emission rates. Production of asphalt and concrete in large quantities may also cause emission of various materials such as cement particles, gaseous pollutants and unburnt or partially burnt petroleum products (hydrocarbons). Most of these pollutants may come down with rains and impact water bodies and other ecosystems through run-off.

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Use of pesticides for turfing vegetation could contribute to air pollution with reference to aerosols. Spraying of pesticides in windy days could result in elevated levels of hazardous materials into the atmosphere.

Galle Port Access Road

The same activities described in the ADB section could have similar impacts on air quality in the Galle Port Access Road area.

(b) Anticipated Operational Impacts

ADB Section

The model described in appendix (refer Tables A1.27-A1.33) was used to predict the impacts on air quality in the ADB section.

The results elucidated that the emission of NOx, SO2, SPM and CO increases with the time period (Table A1.34). However the 1-hour average values reported from the model seemed to be lower than the stipulated ambient air quality standards given in Table 55.

Galle Port Access Road

The model described in the appendix (refer to Tables A1.27-A1.33) was also used to predict the impacts on air quality in the Galle Port Access Road. The results elucidated that the emission of NOx, SO2, SPM and CO increases with the time period. However the 1-hour average values reported from the model seemed to be lower than the stipulated ambient air quality standards) as was observed in the ADB section (Table A1.35).

4.1.3.2 Noise and Vibration

(a) Anticipated Construction Impacts

ADB Section

Construction processes connected with extraction, handling and material transportation may cause increased noise levels. The exploitation of rock which involves blasting operations is likely to produce very high noise levels which could result in having adverse impacts on nearby communities, though the effects may be sporadic and temporary in nature. In addition, potential vibrations and shocks arising from blasting activities could result in severe damages to nearby properties such as archaeological, religious and culturally important sites.

Equipment involved in cut and fill operations are known to generate excessive noise. Similarly equipment used in clearing sites are also generate significant noise levels.

Asphalt and concrete plants may also be cause excessive noise and vibration. Therefore such plants should be located in poorly or sparsely populated areas to minimize impacts on any nearby human settlement.

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According to present noise legislation, maximum permissible noise levels at boundaries of the land in which the construction activities are undertaken are stipulated as 75 dB(A) and 50 dB(A) during daytime (defined as 6.00 am – 7.00 pm) and night time (from 7.00 pm – 6.00 am on the following day), respectively. Table 4.7 gives the identified noise levels of various construction equipment and machinery at a distance of 7 m.

Table 4.7: Noise levels of construction equipment

Equipment Noise level at 7 m in dB(A)Crow bar 115Compressor 109Pile drivers (drop hammer type) 110Truck, scraper or grader 94Pneumatic drill 85Cranes (movable and derrick) 85Excavator 112Loader 112Roller vibrator 108Poke vibrator 113Sound reduced jack hammers and lock drills 82

Therefore in view of the values given in Table 4.7, the noise levels generated from the machinery involved in construction works could drastically disturb nearby communities since the noise levels generated tend to exceed the permissible day time limit of 75 dB(A) stipulated for construction activities.

Constant exposure to very high noise levels can often cause hearing deficiencies and machine operators who are directly involved in such activities are at high risk. Table 4.8 shows the exposure levels and time limits adopted in the United Kingdom and they can be used as guides in Sri Lanka.

Table 4.8: Exposure levels and time limit in UK

Levels Dose time limits90 8 hr93 4 hr100 48 min110 4.8 min120 28.8 min130 2.88 min

In the equal energy basis, an increase of 3 dB in exposure level may be permitted for each halving of the exposure duration. However, increases in level cannot be sustained indefinitely, when the level is increased over a short time period above 130 dB, hearing loss may become spontaneously. Proper combination of equipment is therefore crucial to minimize the risks of hearing disorders.

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Galle Port Access Road

The anticipated noise and vibration during the construction activities in the ADB section is also applicable to the Galle Port Access Road area. It is anticipated that the nearby residential areas in the Nugaduwa site would be subject to intense noise levels and even the possible vibration effects associated with the construction activities.

(b) Anticipated Operational Impacts

Noise Levels in the ADB Section

The model described by Federal Highway Association of USA (FHWA) was used to predict noise levels with reference to average speeds of 80 km/h, 100 km/h and 120 km/h (refer to Table A1.36). With this model the possible noise levels generated by highway traffic were calculated up to 2025 (Table A1.37) and results were compared with maximum allowable noise levels generated by highway traffic (Table 4.9).

Table 4.9: The maximum allowable noise levels generated by highway traffic (Hourly A – Weighted Sound Levels – dB(A)1)

Active Category Leq (h) DescriptionA 57 (exterior) Lands on which serenity and quiet are of

extraordinary significance and serve an important public need and where the preservation of those qualities is essential if the area is to continue to serve its intended purpose

B 67 (exterior) Picnic areas, recreation areas, playgrounds, active sports area, parks, residences, motels, hotels, schools, churches, libraries and hospitals

C 72 (exterior) Developed lands, properties or activities not included in A or B

D - Undeveloped landsE 52 (interior) Residences, motels, hotels, schools,

churches, libraries, hospitals and auditoriums

1

Either L10 (h) or Leq (h) (but not both) may be used on a project

The results elucidated that predicted noise levels increases with time (irrespective of speed) as a response to anticipated increase in traffic flow and the predicted noise levels would have a significant disturbing effect on schools, religious sites and other places or areas listed under Category B. It should be noted that the ADB section comprises at least 10 Buddhist temples, 5 schools and 1 mosque.

Moreover the results showed that lands on which serenity and quiet are of importance (Category A areas) would be significant since the predicted noise levels for each time period was found to be exceeding 57dB(A).

In addition to traffic noise, pneumatic construction equipment used for maintenance work may generate excessive noise levels though the effects could be temporary.

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Planned and un-planned development activities especially industries may cause higher noise levels. However the present noise standard addresses the allowable limits for industries and therefore they may be used to control excessive noise levels.

Noise Levels in the Galle Port Access Road

The model described by FHWA was used to predict noise levels with reference to average speeds of 80 km/h, 100 km/h and 120 km/h. With this model the possible noise levels generated by highway traffic were calculated up to 2025 as was done in the ADB section (Table A1.37) and results were compared with maximum allowable noise levels generated by highway traffic (Table 4.9).

Although the predicted noise levels are high particularly with time period as a response to anticipated increase in traffic flow, it will not affect sensitive areas such as religious sites and schools since such areas are not encountered in the vicinity of the Galle Port Access Road area. Besides increasing traffic flow with time and subsequent high noise levels, pneumatic construction equipment used for maintenance work may generate excessive noise levels with levels though the affects could be temporary. Planned and un-planned development activities especially industries may cause higher noise levels. However the present noise standard addresses the allowable limits for industries and therefore they may be used to control excessive noise levels.

Impacts on Vibration in the ADB Section

Interim standard on vibration control has been introduced in Sri Lanka though it could not be implemented at present. Nevertheless this standard could be used as a guideline particularly during new construction. The interim standard addresses areas such as;

i. Vibration for the operation of machinery, construction activities and vehicle movements traffic (Table A1.38)

ii. Vibration for blasting activities (Table A1.39)iii. Vibration for the inconvenience of the occupants in building (Table A1.40).

Tables A1.38, A1.39 and A1.40 are based on different types of buildings, which are categorized in Table A1.41.

These guideline values should be applied for any significant case where there is a likelihood of building being subject to vibration both during construction and operational phases.

Impacts on Vibration in the Galle Port Access Road

Impacts on vibration in the Galle Port Access Road are as same as for ADB section.

4.1.4 Processes

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4.1.4.1 Floods/Hydrology and Drainage Patterns

Hydrology & Drainage

Impacts on Retention Areas

Deviated Final Trace

The detailed analysis was carried out to ascertain the comparative impact on the surface water bodies intersected by the Original (RDA & Combined trace as relevant) & Deviated Trace was based on the method adopted during the previous EIAR (Southern Highway Project Environmental Impact Assessment - University of Moratuwa 1999) was adopted with modifications. The method was to identify and to determine the length of the water bodies intersected by the deviated trace between known chainage points and using that information to evaluate “Flood Detention per unit Length” and the “Flooding Impact Multiplier” for the Final Trace over the Original Traces (RDA & Combined trace as appropriate). (Refer pages 6-19 to 6-21 of the Southern Highway Project Environmental Impact Assessment - University of Moratuwa 1999). Results of the present analysis are presented in Tables 4.10, 4.11 & 4.12 From for the analysis it is evident that the Final Trace (after deviations) causes less impact than the Original Trace & Combined Trace in terms of the retention area transecting.

Table 4.10 Degree of flood Damage Impacts with respect to Each section of Combined Trace

ControlPoint

Starting

ControlPoint

Ending

Length ofFlood

Detention km

Topo MapFlood

Detention Length

%

Number of

Drainage Structures

ImpactsFlooding

ImpactsDrainage

39 40 0.09 10 0 Moderate None40 41 0.16 21 1 Moderate Significant41 42 0.37 49 1 High Significant42 43 0.15 20 1 Moderate Significant43 44 0.00 0 0 None None44 45 0.00 0 0 None None45 46 0.28 49 1 High Significant46 47 1.04 83 0 Severe None47 48 0.53 58 0 High None48 49 0.00 0 0 None None49 50 0.29 34 1 High Significant50 51 0.99 64 0 Severe None51 52 0.10 8 1 Low Significant52 53 0.68 33 1 High Significant53 54 0.08 14 0 Moderate None

54 55 0.12 17 2 Moderate Very Significant

55 56 0.81 48 3 High Severe56 57 0.90 100 1 Severe Significant57 58 0.36 17 0 Moderate None58 20c 0.60 48 3 High Severe

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20c 21c 1.00 93 1 Severe Significant21c 22c 0.10 20 1 Moderate Significant22c 23c 0.60 43 1 High Significant23c 23(1)c 1.10 40 3 High Severe

23(1)c 24c 0.60 57 2 High Very Significant

24c 25c 1.20 65 3 Severe Severe25c 26c 0.90 95 1 Severe Significant26c 27c 0.60 65 1 Severe Significant27c 28c 0.95 36 3 High Severe28c 29c 0.95 100 1 Severe Significant29c 30c 0.85 64 3 Severe Severe

30c 31c 1.20 80 2 Severe Very Significant

31c 32c 2.20 45 5 High Severe32c 33c 0.80 33 1 High Significant33c 34c 0.00 0 1 None Significant34c 83 2.60 71 4 Severe Severe

Total   23.20   49    

Table 4.11: Degree of Flood Drainage Impacts with respect to Each Section of Final Trace (Deviated)

Chainage Starting

Chainage Ending

Length ofFlood

Detention between points (km)

Topo MapFlood

Detention length %

Number of

Drainage Structures

Inundation Depths (m)

Flood Impacts

of Inundation

Depth

Flood Impact of Detention

Length

Impactson

Flooding

Impacts Drainage

0 1 0.24 24 0 0.00 Moderate None Low Low

1 2 0.32 32 2 0.00 High Very Significant Low Moderate

2 3 0.12 12 0 1.91 Moderate None High Moderate3 4 0.00 0 0 2.12 None None Severe Moderate4 5 0.43 43 0 2.10 High None Severe Moderate5 6 0.36 36 1 3.39 High Significant Severe High6 7 0.22 22 0 2.08 Moderate None Severe Moderate7 8 0.19 19 0 1.42 Moderate None Moderate Low8 9 0.25 25 1 1.06 Moderate Significant Moderate Moderate9 10 0.10 10 0 1.82 Low None High Moderate10 11 0.75 75 0 1.48 Severe None Moderate Low11 12 0.00 0 1 2.67 None Significant Severe High12 13 0.23 23 0 1.34 Moderate None Moderate Low13 14 0.17 17 1 2.73 Moderate Significant Severe High14 15 0.15 15 0 1.43 Moderate None Moderate Low

15 16 0.40 40 2 3.82 High Very Significant Severe Severe

16 17 0.11 11 3 2.05 Moderate Severe Severe Severe17 18 0.88 88 0 1.27 Severe None Moderate Low18 19 0.00 0 0 1.79 None None High Moderate

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19 20 0.35 35 0 2.03 High None Severe Moderate20 21 0.25 25 1 1.67 Moderate Significant High High21 22 0.19 19 0 1.81 Moderate None High Moderate22 23 0.00 0 1 2.59 None Significant Severe High23 24 0.00 0 1 2.88 None Significant Severe High24 25 0.00 0 0 0.51 None None Moderate Low25 26 0.15 15 0 0.59 Moderate None Moderate Low26 27 0.00 0 0 1.03 None None Moderate Low27 28 0.70 70 1 1.48 Severe Significant Moderate Moderate28 29 1.00 100 0 1.14 Severe None Moderate Low29 30 0.20 20 1 0.00 Moderate Significant Low Low30 31 0.34 34 1 0.81 High Significant Moderate Moderate31 32 0.00 0 1 0.00 None Significant Low Low32 33 0.25 25 0 1.75 Moderate None High Moderate33 34 0.15 15 1 1.16 Moderate Significant Moderate Moderate34 35 0.06 6 0 0.88 Low None Moderate Low35 36 0.16 16 0 1.10 Moderate None Moderate Low36 37 0.78 78 5 1.99 Severe Severe High Severe

37 38 0.59 59 2 1.62 High Very Significant High High

38 39 0.46 46 0 0.76 High None Moderate Low39 40 0.00 0 0 3.38 None None Severe Moderate40 41 0.00 0 0 2.08 None None Severe Moderate41 42 0.00 0 0 3.87 None None Severe Moderate42 43 0.52 52 1 0.55 High Significant Moderate Moderate43 44 0.30 30 1 4.22 Moderate Significant Severe High44 45 1.00 100 0 1.31 Severe None Moderate Low

45 46 0.75 75 2 1.15 Severe Very Significant Moderate High

46 47 0.89 89 2 1.45 Severe Very Significant Moderate High

47 48 0.24 24 1 2.32 Moderate Significant Severe High48 49 0.48 48 1 3.00 High Significant Severe High49 50 0.28 28 3 2.20 Moderate Severe Severe Severe

Total   15.00   37      

Note: For ADB Section “Inundation Depths” were calculated from the culvert headwater levels for design floods

Table 4.12 Overall parameters for the Final & Combined Traces

Parameter Notation Parameter

Final TraceDeviations

1

CombinedTrace

2A Total length between points 50km 50.41km

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B Length of flood detention intersected 15km 23.2kmC Flood Detention/Retention per Unit Length = B/A 0.30 0.46D Total number of drainage structures 37Nos 49NosE Drainage Structures per Unit Length = D/A 0.74Nos/km 0.97Nos/km

F Flooding Impact Multiplier for Final Trace Over the Combined Trace = Ratio C1/C2 0.65

G Drainage Impact Multiplier for Final Trace Over the Combined Trace = Ratio E1/E2 0.76

H Overall Flooding and Drainage Impact Multiplier for Final Trace Over the Combined Trace = F*G 0.50

The criteria set out in the following Tables 4.13, 4.14, 4.15 are used to evaluate the flood & drainage impacts.

Table 4.13 Flood impact rating criteria

Impact indicator None (N) Low (L) Moderate (M) High (H) Severe (S)

Detention length to total length ratio as % 0 0-10 10-30 30-60 >60

Inundation depth (m) 0 0.01 – 0.50 0.51-1.00 1.01-2.00 >2.00

Table 4.14 Drainage impact rating criteria

Impact indicator None Significant Very Significant SevereTotal number of identified structures 0 1 2-3 >3

Table 4.15 Flood Impact criteria due to inundation depth and detention length

Flood impact of inundation

depth

Flood impacts of detention lengthS H M L N

Impact of Flooding

S S S H M MH S H H M LM H H M L LL M M L L NN M L L N N

N - None, L – Low, M – Moderate, H – High, S - Severe

The analysis of flood impacts using the above criteria is presented in Table 4.10 below.

Comments on the results

It is seen from the above table that for the Final Trace with deviations the Flood Detention/Unit Length is less than that of the combined trace (Table 4.12). It could be inferred by this that the impacts on the flood retention lengths is less in the case of deviations after which the Final Trace has been fixed. . Similarly number of drainage structures per unit

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lengths is less for the Final Trace than for the Combined Trace (0.46), therefore it could be inferred that the deviations have resulted in less impacts in terms of the number of drainage structures. It is seen from the above table that the overall flood impact multiplier for the Final Trace over Combined Trace is 0.5 and this means that the overall flood & drainage impacts rendered by the deviations are 50% less.

Galle Port Access

Similar calculations have been done for Galle Port Access Road and the details are provided in Table 4.16 below.

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Table 4.16 Degree of Flood Drainage impacts with respect to each section of Galle Port access Road

Chainage Starting

Chainage Ending

LengthBetween

points

LengthCumulative

Length ofFlood

Detention between points (km)

Topo MapFlood

Detention

length %

Total Structure Crossings

Average Inundation Depths (m)

ImpactsFlooding

ImpactsDrainage

ImpactsInundation

Depths

Combined Impacts Drainage

crossings + Inundation

Depth

0 1 1.00 1.00 0.40 40 2 0.76 HighVery Significant Moderate High

1 2 1.00 2.00 0.35 35 3 0.79 High Severe Moderate High2 3 1.00 3.00 0.44 44 1 0.83 High Significant Moderate Moderate

3 4 1.00 4.00 0.36 36 2 1.08 HighVery Significant Moderate High

4 5 1.00   0.40 40 1 0.70 High Significant Moderate Moderate5 5.75 0.75 4.75 0.32 42 0 0.00 High None Low Low

Total 5.75 2.27 9

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Table 4.17 Overall parameters for the Galle Port Acecess & Final Traces

ParameterGalle Port

AccessFinal TraceDeviations

A Total length between points 5.75km 50kmB Length of flood detention intersected 2.27km 15kmC Flood Detention/Retention per Unit Length = B/A 0.39 0.30D Total number of drainage structures 9Nos 37NosE Drainage Structures per Unit Length = D/A 1.56Nos/km 0.74Nos/km

A comparison of parameters was done for Galle Port Access and Final Trace and the results are given in the table above. It is seen from the above table that the Flood Detention per unit length for Galle Port Access is higher than that for the Final Trace Similarly Drainage Structures per unit Length for Galle Port Access is higher than that of the combined trace Therefore it could be inferred that the impact on drainage in Galle Port Access Roads is higher than that of the Final Trace with deviations.

Flood Plain Behavior on account of Deviations

The net catchment areas intersected by the Final Trace and the Combined Trace have been presented in the table below. It is seen from this table that because of the deviations of the Final Trace for segments of the road there is a corresponding decrease of the net catchment area depending on the chainage. The overall result is a net decrease.

When individual catchment areas are considered within each deviation point it is evident that these individual catchment areas are not significant to render an impact on the flood planes. However there are three significant individual catchment areas in the deviation from 20+000 to 50+000 but these catchment areas show a relative decrease. Hence these significant individual catchment areas do not exert an impact on the flood planes on the deviated route of the Final Trace.

As these catchment areas represent the flood plain for the Final Trace with deviations there is a net decrease in flood plain. Therefore it could be inferred that the deviations cause a less impacts on the flood plains.

Table: 4.18 Net catchment areas encompassed by deviations

Note: sign shows relative decrease of catchment area

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Flood of Gin Ganga

The major rivers crossed by the ADB Section of the road are; Gin Ganga and Polwatte Ganga. Bridge construction has been started at these locations. The deviations of the road trace are very minor at this location and there is no significant increase on the catchment areas (Refer Figure 3.19). Therefore aggravated flood impacts will not occur at these two sites because of the deviations.

However because of the construction work there are no severe impediments to the normal river flows. However in the case of Gin Ganga the Department of Irrigation is in the opinion that the road embankments abutting the bridge could have an impact on the flood flows. Hydrological studies including HEC-RAS flood modelling has been carried out by Wilber Smith Associated Inc. in November 2000. The Department of Irrigation is carrying out further studies about this aspect. The considered design flood is 100 year flood.

Floods of Polwatte Ganga & its Flood Plain

Similar flood modeling has been carried out for Polwatte Ganga Bridge. It is evident that the deviated trace engulfs a lesser catchment area at Polwatter Ganga compared to the combined trace hence there is no significant impact on floods because of the road deviation right at Powatte Ganga. However the deviated road trace bisects a large flood plane of Polwatte Ganga which is called Deegoda Yaya (from chainage 44+000 to 47+000) which is a large irrigable paddy area. Comparably the combined trace intersects only a small segment (from chainage 49+000 to 49+500) of that paddy area. Therefore the deviated road trace could cause flood impacts at this segment.

Flooding at Other Segments

During the site visits it was observed that although many temporary and permanent culvert openings have been provided most of them have not been properly connected to the downstream stream paths. This is common to most of the places. Because of this several minor floods have occurred at these places.

35+000 -35+500– Angulugaha – Flooding on 21 March 200535+500 - Bogahagoda-Inundation of tea plantation35+700 – Dandugama Yaya42+150 – Wathawana32+800 - Ankokkawala1+400 – Kurundugahahethekma

In these above locations the most significant impacts is caused because of the duration of inundation usually 2-3 days.

Also in some cases (E.g. 30+770 - Pinnadoowa), openings have not initially been provided but openings were included later on the observation of minor flooding.

Temporary pipe openings have been provided in order to carry out work in the access road. These openings are not adequate (e.g. 1+400- Kurundugaha,42+150- Wathawana) to cater to minor floods and as results minor flooding has taken place at some such places.

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Galle Port Access

The Galle Port Access crosses Lunuwila Ela around the chainage 0.5km which is a fairly critical catchment. This is not because of its larger catchment area but because of the low lying nature of the catchment. Since the Galle Port Access Road embankment runs through this low lying area the embankment could impede the flood flows and there could be inundation at the upstream if adequate openings have not been provided. The design has provided one main culvert for Lunuwila Ela and several other minor culverts for the rest of the low lying area to discharge the floods. The considered return period of these culverts is 25 years. Apart from these the road traverses through several low lying areas where the road embankment would cause flood impacts (as evident by the table showing overall parameters in the table above).

4.1.4.2 Soil Erosion, Siltation and Sedimentation Runoff

It is observed that substantial construction work is ongoing on the Final Trace and it is only pertinent to address the short term construction impacts and the long term operational impacts. The following impacts were identified in soil erosion, siltation & sedimentation run off.

Change of the runoff pattern on the cleared road trace as the vegetal cover has been denuded and the underlying soil exposed. This is only a short term impact of low magnitude.

Because of the reason given above the rate of erosion has increased considerably and the eroded soils drift to adjacent paddy areas. There are many complaints from the paddy farmers about this impact. ( Refer the letter 05 Aug 2005 ,by District Irrigation Engineer addressed to – Project Director )

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. ( E.g. 35+700- Danuwana Yaya, 35+000- Danduwana Ela. 37+900, 42+000- Paragoda, 42+000-49+000- Deegoda, 47+000-49+000- Koggala)

It was observed during site reconnaissance that although many culvert crossings have been provided as temporary and permanent crossings many of these crossing have not been properly connected to the corresponding downstream paths to smoothly conduct the flood or low flows to the downstream. As a result water gets ponded up in the upstream areas of the culverts. ( Eg. 30+770 Pinnadoowa- Manawila,33+000, 35+000- Angulugaha,39+360, 35+000-36+000- Danduwana,38+500, 39+400,39+600, 39+660, 40+980, 42+120-150 Wathawana, 42+280 , 43+000-46+000- Kodagoda Yaya, 43+300- Mulana Ela)

Some culvert openings have directly been connected to the paddy area without being connected to a downstream water path. This results in erosion and siltation of the paddy areas. (e.g. At 33+000).

These impacts are common to cut and fill areas. Places where these impacts have already taken place have been included under section 4.1.4.3 below.

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If the impacts are listed under existing environment. Nothing will be left to include under “Environmental Impacts”. Generally the existing environment is the pre project scenario. Decision is left to you all.

4.1.4.3 Irrigation and Flood Protection StructuresMain Final Trace

During the site visits ( on 06 October 2005 & 07 October 2005) discussions were held with the District Irrigation Engineer and his staff and reconnaissance were undertaken along the whole ADB trace. There are no incidents to show that the proposed deviation where the construction is now going on, severely affect the irrigation structures. However the following impacts on irrigation schemes were identified.

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

(b) Temporary inundation (drainage congestion), and ponding of water in paddy areas because of drainage discontinuity through cross drainage structures to the corresponding drainage paths at downstream. Cultivation has not been possible in some of such areas. ( Eg. 30+770 Pinnadoowa- Manawila,33+000, 35+000- Angulugaha,39+360, 35+000-36+000- Danduwana,38+500, 39+400,39+600, 39+660, 40+980, 42+120-150 Wathawana, 42+280 , 43+000-46+000- Kodagoda Yaya, 43+300- Mulana Ela)

(c) Deposition of eroded soil and the temporary stockpiled soil dumps (peaty soils), in paddy areas. ( E.g. 35+700- Danuwana Yaya, 35+000- Danduwana Ela. 37+900, 42+000- Paragoda, 42+000-49+000- Deegoda, 47+000-49+000- Koggala)

(d) Road embankments running on the existing minor irrigation canals longitudinally. Embankments on turnout structures E.g. Deegoda Irrigation Channel 39+360)

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

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

Galle Port Access

Work in the Galle Port Access has not commenced in earnest yet except for some marginal site clearing, removal of few houses etc, hence no major impacts are visible with respect to the irrigation schemes.

Anticipated impacts are;

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..

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

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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 Panagamu

4.2 Biological Environment

4.2.1 Flora

4.2.1.1 Terrestrial flora

(a) Main Trace

The trace traverses predominantly along built up land, homesteads/ home gardens, tea and rubber plantations and paddy fields, all of which are man-made habitats and the vegetation is predominantly cultivated by man, hence low in species diversity. Since monocultures offer limited habitat diversity, the floral diversity associated with these areas is not significant. Besides the species encountered in these areas are not unique. Loss of patches of vegetation, particularly home gardens will contribute to depletion of habitats available for pollinators that are important for local crops and hence crop yields may negatively affected temporarily.

(b) Galle Port Access Road

Impact on terrestrial flora is minimal as it is a highly populated semi-urban area with a vegetation mainly composed of cultivated plant species.

4.2.1.2 Aquatic flora

(a) Main Trace

Since the wetlands associated are man-made (predominantly paddy fields) and that they are connected to other such areas in the respective basins, the species of aquatic flora show a wide distribution. Hence total loss of species is an unlikely occurrence due to road construction in this part of the trace.

(b) Galle Port Access Road

Aquatic and semi-aquatic flora that occur at this deviation comprise the mangrove vegetation at Magalla. Removal of Rhizophora apiculata and Excoecaria agallocha trees of 5-7 m height have been observed for the road construction. They form the rookeries of locally resident species and habitats for the rich aquatic fauna of the wetland on which the local inhabitants depend to a degree as their source of protein.

According to the information gathered from the inhabitants of the area, presence of this mangrove wetland between land and the sea has attenuated the forces of tsunami waves and thus has not caused damage to the property. Since the removal of mangrove trees was observed on the north western part of the wetland and in the hinterland, this may cause marginal impact on the coastal defence ability of the trees/ wetland.

Since this wetland has relatively a low catchment in its populous hinterland, obstruction to surface runoff by the road may cause declining freshwater inputs to the wetland, which in turn

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may affect the primary productivity of the wetland on which the nearshore organisms, hence the fisheries based on them are largely dependent on.

4.2.2 Fauna

4.2.2.1 Terrestrial fauna and amphibians

(a) Main Trace

The trace traverses predominantly along built up land, homesteads/ home gardens, tea and rubber plantations and paddy fields, all of which are man-made habitats and the vegetation is predominantly cultivated by man, hence low in species diversity. Since monocultures offer limited habitat diversity, the faunal diversity associated with these areas is not significant. Besides the species encountered in these areas are not unique. Loss of patches of vegetation, particularly home gardens will contribute to depletion of habitats available for pollinators that are important for local crops and hence crop yields may negatively affected temporarily.

(b) Galle Port Access Road

Loss of habitats, fragmentation of ecosystems and exposure of areas may affect faunal populations leading to their decline. With time fauna may be migrated to better habitats and biodiversity of the area in general may show degradation.

4.2.2.2 Aquatic fauna

(a) Main Trace

Since the wetlands associated are man-made (predominantly paddy fields) and that they are connected to other such areas in the respective basins, the species of aquatic fauna show a wide distribution. Hence total loss of species is an unlikely occurrence due to road construction in this part of the trace.

(b) Galle Port Access Road

As the Galle Port access trace will traverse at the north western margin of Magalla mangrove wetland, appropriate road construction design can continue to maintain the freshwater input to the wetland which is vital to maintain its faunal diversity and primary productivity that has a bearing on the secondary productivity (fisheries) of the coastal waters.

4.2.2.3 Avifauna

(a) Main Trace

Avifauna of this part of the trace is similar to that of the other part of the road trace except for the peacocks that are found in abundance around 55+000. Peacocks were found on both sides of the road trace and apparently their habitats are fragmented due to the road trace and they may use this area to cross the road. Peacocks are unusual birds in the wet zone as their usual habitats are in the dry climatic areas. Migratory birds visit most of the paddy fields associated with the road trace.

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(b) Galle Port Access Road

Avifauna associated with Magalla mangrove area also will be exposed to the unfavourable conditions (noise, lights during night) created by road construction and introduction of traffic.

A network analysis for the identification of ecological impacts of the proposed Galle Port Access road in the ADB section of the road trace of southern highway is given in Table B1.3.

4.3 Social Environment

4.3.1 Land Use Aspects

4.3.1.1 Land Use Pattern

According to the information available RDA’s offices in Pinnawela and Kurundugahahatapma about 132 ha of paddy lands and 341 ha of other lands with different land use pattern had negative impacts. The main impacts were

The paddy farmers had to stop their cultivation (not all lands were presently cultivated but about 60%) – moderate impact

In other lands the perennial and semi-perennial crops were affected – moderate impact

These lands have been already acquired by the RDA for development activities of the proposed road project. The values of these different lands according to the survey carried by Wilbur Smith Associates INC 2000 (Social impact assessments updated report; November 2000 by Wilbur Smith Associates INC in association with RDC) are:

value of tea land ranges from Rs 4000 to 6000 a perch, paddy land was calculated as Rs 500 to 1000 a perch and Other lands with crops were assessed between Rs 4000- 5000 perch.

The majority of the households had less than 80 perches of agricultural land. The land holding sizes of the affected families were:

Less than 20 perch - 15.6% Between- 21-39 perches - 13.76% Between -40-79 perches - 20.18% Between 80 perches to 1 acre - 36.70% Between 1aces to 5 acres - 11.93%

(Source: Wilbur Smith Associates Inc 2000)

The consultation of the affected families who have been resettled in different locations expressed following views on the impacts they had Table 4.19 shows the locations and number of affected families.

Loss of land owned from generation to generation in the traditional villages Now they do not have adequate land extent for paddy and home gardens The extent of land cultivated with paddy and home gardens that were available in the

project implementing area has decreased. Some lands available in the area get flooded now due to landfills for the road construction activities.

Earth cutting and other land reclamation has created the problem of erosion and sedimentation

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Areas under floods have increased in the road construction zone. The vegetation existed in the area has changed from green to brown in the project

implementing zone.

Table 4.19: Affected families and other properties and locations.

DS Division Locations resettled by RDA Number of families

Number of houses

Business centres

Kavandeniya Welsan Wejetunga landPaiteraja watta

1410 10

14

Walipitiya Gambangala land Hokava KandaBogaha handeyaAegro landPalghawela landHalala watta

011801030224

011801030224

Baddegama Nakudumbiya WaulagalaWalpita wattaKanda Addara watta

06082008

06082008

Boope Poddala Setras watta 25 25Akmemana Bategoda Kanda

Kekivi henaGalgamu Kanda

062204

062204

Imaduwa HalgasmullaKeridadupegoda KandaAattalahena

090715

090715

Kadawath Satava

Kalla watta 18 18

Total 220 206 14Note: 115 families decided to find land and resettled with their own initiatives

4.3.1.2 Land Tenure Pattern

According to the information available in report by Wilbur Smith Associates INC 2000 the owner ship of the home gardens and other lands among affected households were:

Land owning families- 76.15% Holding co-ownership to lands- 21.10% Encroachers- 2.75%

The other types of land tenure pattern reported are:

Freehold- 65% Estate lands-10% Government lease land-25%

The communities consulted in the resettled areas expressed following views on the impact on land tenure due to road development in the area:

Land acquisition and compensation process for freehold land was implemented with little or no difficulties

Acquisition of estate land was somewhat difficult

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The people who had encroached land also received compensation

The impact on land tenure pattern may be summarized as follows: About 60% of the land affected was freehold. The owners were able to obtain

compensation without delays and also the Officers found the process effective and easy (significant)

Acquisition of Estate Land got somewhat delays due to long process to be followed (moderate)

Compensation to encroached land by people was a significant action taken by the project authorities (significant)

4.3.1.3 Settlement Pattern

The road ROW falls across Kurundugahahatapma town ship and therefore, the township got separated into two. There are no housing schemes seriously affected due to proposed road. About 58 villages have some negative impacts due to construction of the proposed road across their villages. Most of these villages are traditional rural villages where social relations among community members are very strong. When the road get established and started its operations the communities in these traditional villages may get physically separated. The nature of disturbances the communities anticipate once the road construction is completed are as follows:

There may be disturbances to the existing access to urban centers in the area The communities may be compelled to look for alternative access where transaction

cost and other transport costs are higher than the cost incurred for traveling in existing roads for routine purposes.

The sub-roads that provide access to local communities may get disturbed. The transportation of local production (tea, paddy and other agriculture produce and so

on) of the communities may get affected. The traditional settlements ( villages ) that has been in the area for long time get

disturbed due to the large scale construction activities under the proposed road.

4.3.2 Human Environment4.3.2.1 Social Structure, Local Life Style and Values

The likelihood impacts on long established social structure, local life style and social values are well explained in the report of RDA on resettlement implementation plan (Volume 1 main report – 2002 RDA). Mainly it highlighted the following issues:

Social capital established (various social relations) by traditional village communities for generation to generation will get disturbed due to physical separation of the communities due to proposed road running across their villages

The affected communities will have problems of getting involved in activities of the community based organizations (due to evacuation and also due to separation of communities)

The frequent interactions among relations, friends and colleagues will get seriously disturbed.

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The community consultations had by the consultant of this study also reconfirmed the likelihood impacts mentioned in the RDA report. The communities now started experiencing these problems even at this stage of the project. These problems will be much significant once road construction is completed.

4.3.2.2 Population, Ethnic Composition, Migration and Settlement

According to the definition of affected families (Volume 1 main report – 2002 RDA) 2909 families will have negative impacts due to the various interventions of the proposed project. The total population in the affected families is 10684. The nature of impacts on these families are various and mainly concentrated on land, houses and some other livelihood activities.

The number of families evacuated from the current residences are 678 (with following composition):

Resettled in the RDA established resettlement sites- 220 Resettled with the own initiatives and decisions by the affected families-458

It should be noted that these families have been evacuated from time to time during the past 2 to 3 years (since 2002). It should be noted that all the evacuated families are Sinhala). The householders of the evacuated families expressed positive and negative impacts due to road construction project. These community views are mentioned in Table 4.20.

Table 4.20: Positive and negative impacts of evacuation as expressed by affected communities

Positive impacts Negative impacts Even the encroachers (illegal

settlers) received land for resettlement (land with freehold tiles) – significant

Some people who were living in frequently flooded lands had opportunity to receive land free from such problems – moderate

The home gardens developed and used for long was lost - moderate

Income from home gardens and other affected lands was lost – significant

The difficulties to obtain good quality water for drinking in the new locations, newly settled locations - moderate

Compelled to leave the much familiar environment - moderate

Lost of long term established social relations (social capital) – significant

The views of the sociologist on impacts due to migration and settlement were observed to be

The most significant impact was disturbances to the long term established social capital

Since the affected families from the same environment were resettled as a community in new settlement this problem was minimized

The situation in the deviation also same as other sections of the ROW

4.3.2.3 Education

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There were no schools demolished or evacuated due to project interventions. The impacts on school going children were the problem reported. These problems may prevail for sometimes until they get established in the new locations with new schools or with current schools but with new transport arrangements to travel to schools.

The nature of problems faced by the school going children include following according to their parents:

Difficulties to reach schools on time due to disturbances on the existing roads Some existing access roads are damaged due to interventions under the ongoing

project. The existing roads are muddy and slippery due to project activities, especially during

rainy days. ( e.g. Hatangala- Puswelikada road)

It was noted that these impacts are more or less similar to the centers of the road including all the deviations.

4.3.2.4 Accessibility and Mobility for Normal Activities

About 30 sub-roads that run across the proposed high way will have some impacts during construction and even in the post construction stage (Refer Table C1.2 of Appendix C1). These are the roads that are being used by local communities for their routine transportation and travel. The communities living close to ROW consulted expressed 3 types of impacts on the use of these roads for their routine purposes.

Due to disturbances to the roads the transaction cost for the routine travel will go up ( cost and time both)

The buses that run on these roads may have difficulties due to problems during rainy days ( muddy and slippery nature of roads created by the construction project)

The local traders will have difficulties to transport their goods.

4.3.2.5 Accessibility and Mobility for Special Services

The access facilities to the special places such as religious and other historically significant locations may be disturbed due to the proposed development project. The communities are compelled to look for alternative routes to visit religious places (temples) and other public service delivery organizations (hospitals and other government/private organizations) if the existing roads are closed during construction stages. The evacuated families are compelled to look for other temples to visit for their routine religious activities due to their relocation from the previous residences. These problems will be mainly confined to the construction stage of the project.

4.3.2.6 Public Health and Safety

The hospitals or any other public heath service delivery organizations are not affected due to the development project. During construction stage when the existing roads get disturbed the access to the health service delivery centers will have some negative impacts as in the case of all other routine travel and transport of the communities .

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4.3.2.7 Housing

The communities expressed following views as the impacts they have due to evacuation of their houses from ROW of the new road.

Loss of the houses that came from generation to generation ( sentimental value) The houses constructed with care and especial efforts were lost The houses located in attractive environments were lost The houses located among the relations and friends were lost.

4.3.2.8 Other Infrastructure FacilitiesThe impacts on other infrastructure facilities were assessed based on agency and community stakeholders view points. The experiences of the stakeholders and also what they perceive as future anticipated impacts, various project interventions so far implemented and also to be implemented in near future were considered in discussions with stakeholders..

Impact on Water ( domestic water supply systems and also natural water bodies)

Domestic water supply schemes have not been affected The sources of domestic water about 75% of the affected families are having

problems and also there may be problems in future too ( especially wells constructed in the home gardens that have been acquired for the project)

The main ( perennial ) natural water ways such as rivers are not affected The streams and seasonal drainage canals that flow across or along the ROW

area have been affected.

The views of the communities on the impact on water ways:

Some locations of the ROW and also area adjacent to ROW may get flooded and this situation may get aggravated in future due to disturbances to the existing natural streams and drainage canals.

Since wells have been affected the community members who have been used these wells (families living in the adjacent areas of the ROW) are now compelled to look for alternative sources.

The water levels of the dug wells used for domestic purposes have gone down. The water quality in some wells has deteriorated The water flows in small aquifers which could be observed and that were used by some community members are now decreased

The impact on telephone and electricity distribution lines:

The electricity distribution lines on 17 sub-roads may be affected. The power lines run across the ROW will have to be removed temporarily during construction stage. This will be a significant impact for the communities in the area.

The telephone lines on following 6 sub-roads may be affected.

Ambalangoda- Elpitiya road Baddegama0-Nagoda road Weligama-Akurassa road

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Galle-Akurassa road Galle-Deniyayaya road Ahangama-Imaduwa road

4.3.2.9 Transport

The transportation on public roads in the project impact area may be affected. According to the local communities the transportation on 14 sub-roads are affected in different degrees now and they anticipate that it will get increased in future. The nature of impacts on transportation is mentioned below:

Due to ongoing construction activities the roads get disturbed (moderate) The road users have disturbances to travel on time to their desired destinations. (some

are compelled to look for alternative roads where both time and money required for traveling is higher than the current rates on the existing roads that are being used) (moderate)

The public access is sometimes disturbed due to continuous transportation of project heaving vehicles. In such occasions the community who use these access roads for routine travels are disturbed. This problem will be over once the construction stage is over (moderate impact)

4.3.2.10 General Life Style

The communities living close to the ROW expressed their views on impacts of two aspects (Source: informal interviews with people in October 2005).

The impact on community Health:

The dust created in the construction sites may have some negative impacts on the health of the communities living in the adjacent areas (moderate)

The deteriorated water quality in the wells of the adjacent areas of the project may create some negative health impacts (low)

The noise and other disturbances due to blasting in the quarry sites (moderate) Disturbances to natural drainage system may create ( already trends are observed)

problems ( odor, mosquito and so on) (moderate)

Other impacts on the environment in the area

The construction sites may create various problems to the neighboring environment (moderate)

The earth cutting and filling may create some new problems (water logging and odor) in the area (moderate)

Long standing aquifers and other natural water streams may get deteriorated or disturbed and it may create negative changes on the environment (moderate)

The decrease of trees and erosion of soil may create some problems to the existing environment (moderate)

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These community perceived impacts may be verified by the environmental scientists of the EIA team. At present some construction activities are in progress in scattered locations of the ROW. Activities such as landfilling, extraction of earth, construction of bridges and culverts have been initiated. The local commuters are experiencing some problems such as noise and dust due to blasting and earth cutting, etc. They perceive that these problems may get aggravated if they are not managed.

4.3.3 Socio-Economic Environment

This section deals with the possible environmental impacts of the proposed Colombo-Matara limited access speedway from Kurundugahahetepma to Matara on employment, agriculture, tourism, income distribution, structures, business volumes and property values. The impacts will be first identified, then quantified and finally valued using the available analytical techniques.

The following impacts are taken into consideration in this section.

Table 4.21 Impacts taken into account in Socio-Economic Environment

Receptors Type of Impact Magnitude

1. Employment

Direct negative impactsDirect positive impactsIndirect positive impactsIndirect negative impacts

HMMM

2. Agricultural production and productivity Direct and indirect negative impacts M

3. Tourism Direct and indirect positive impacts H4. Income distribution Induced secondary positive impacts L

5. Structures Direct negative impactsIndirect negative impacts

HL

6. Business volume Direct positive impactsInduced secondary positive impacts

HH

7. Property values Induced secondary positive impacts H

8. Rural economy Direct negative impacts in construction phaseInduced positive secondary benefits

M

H

4.3.3.1 Employment

Negative Impacts on Agricultural Employment:

Agricultural Employment along the trace:

As the trace is mainly traverse through an agricultural area from Kurundugahahetepma to Matara estimated land acquired for the construction is around 472 ha of which 132 ha of paddy lands and 341 ha of uplands and other types of lands. To estimate the employment losses under different crops, estimates drawn by different authorities such as Department of Agriculture, Coconut

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Research Institute, and Rubber Research Institute were used as far as possible. However, it is impossible to estimate the labor use for mixed homestead gardens due to different cropping combinations and different holding sizes. Moreover, many agricultural laborers are not full time labors and they are engaged with different activities simultaneously. Disguised unemployment is a common phenomenon in agricultural sector, especially in paddy cultivation and livestock.

Agricultural land extent along the trace

Total number of persons annually employed in agricultural activities in the project area was estimated using average demand of labour for each activity of different crops. Study revealed that around 10% of the paddy lands along the trace in both JBIC and ADB sections are totally abandoned during last 10 – 20 years as a consequence of soil degradation, poor drainage, low productivity, labour scarcity or several other reasons. In addition to that normal cropping intensity is 150. Annual labour demand of tea, rubber, coconut was estimated to the most pessimistic value which is maximum labour demand.

Table 4.22: Distribution of different crops in acquired land along the trace from Kurundugahahetepma to Matara and Gale port access

Crop ADB Section Gall AccessPaddy 103.8 5.2Tea 54Rubber 102.7Coconut 8Cinnamon 9.7Homestead Garden 108 17.47Unproductive Paddy 28.5 4.2

Estimated annual labour demand for a hectare of paddy is 197 man days if the cropping intensity is 150. Average annual labour demand for tea, rubber, coconut and cinnamon is 698, 552, 121 and 218 per hectare respectively. For the mixed home gardens it is not possible to estimate the number of labour units required as the plots are very small and variety of cropping systems.

Table 4.23: Estimated labour replacement due to acquisition of lands along the trace. (Man days per year)

Crop ADB Section Gall AccessPaddy 20449 1024Tea 37692 0Rubber 56690 0Coconut 968 0Cinnamon 2115 0Homestead Garden -- --Unproductive Paddy -- --Total man days 117914 1024Total employment

equivalent 491 4

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Total number of estimated direct employment loss in agriculture along the acquired trace is 117914 man days in ADB section and 1024 in Galle port access road. It is equivalent to 491 full time employees in ADB section and 4 in Galle port access. The actual number of people employed in agriculture along the road trace may exceed the estimated number due to the prevalence of disguised unemployment and under-employment; two common phenomena characterizing rural agrarian communities.

Therefore, the market value of the annual loss of employment along the trace from Kurundugahahetepma to Matra is estimated as Rs. million 41.26 and in Galle Port access Rs million 0.36. Annual economic loss of employment is Rs. million 31.10 in ADB trace and Rs. million 0.27 in Galle port access after correcting for disguised unemployment. (Correction factor =0.7535)

Negative impacts on other employment categories

1. Impact on other employment categories such as those employed in the private and public sector is minimal provided that employees who are displaced due to land acquisition are relocated in locations from where their work places can be accessed without much difficulty. However, if people who are self employed and those who find employment in the casual labour market are displaced due to land acquisition, they may confront with different market situations unless they are relocated within their village. Nevertheless, it is difficult to predict the net impact on employment in respect of the above employment categories.

2. In Galle-port access at Nugaduwa there are about 150 workers are involved directly and indirectly in coir industry based on coconut husk. As the access road is traverse through the fermentation pits of coconut husk the environment will be totally damaged during construction stage and the people will loose their employment if preventive actions are not to be taken. Estimated market value of employment in coir based industry is about Rs. million 14.4 per year.

Positive impacts on employment during the construction phase:

During the construction phases, a large number of people will have to be employed by the contractors for road construction work and, this will be a direct positive impact of the project on employment. However, the cost breakup of the project, as given in the economic feasibility study, does not indicate the number of labour units required for road construction. Therefore, no attempt is made to quantify and value this impact.

Road maintenance work over the entire project life too demands employment of additional hands, which should add to the direct positive impacts on employment.

However, with the project a large number of employment opportunities will generate, especially in the construction period and then a large number of direct and indirect employment in the operation stage. The employment generation will exceed the employment loss of agricultural sector. Youth in the area, who are reluctant to do agricultural jobs due to their attitudes, will have a good opportunity to find a non agricultural job.

4.3.3.2 Agriculture

Direct negative Impacts on Agriculture:

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To estimate the impact of land acquisition for the proposed project, average yields of each crop which estimated by the relevant authorities and the prices for year 2003 published by the Central Bank of Sri Lanka were considered. Average paddy yield in Southern region was 2920 kg per hectare for the Maha season and 3500 kg per hectare for Yala season. However about ½ of the area is not cultivated in Yala season. Average annual production of coconut lands in Southern Part of the country is 6022 nuts per ha per year in the year 2002 which is below the national average of 6144.

Average tea yield is the southern region is the highest in the country. It is 2279 kg per ha per year which is higher than the national average of 1649 kg per ha. Average rubber yield in the region is 723 kg per ha per year. Productivity of cinnamon is about 500 kg per ha per year.

Table 4.23 Direct impact on paddy production

Paddy JBIC Section ADB Section Gall Access TotalArea (ha) 132 104 5 241Yield Maha (kg/ ha) 3533 3533 3533 3533Yied Yala (kg/ha) 2920 2920 2920 2920Annual Production (kg) 660075 518273 25964 1204312

Annual Return (Rs) 10,283,962.00 8,074,700.00 404,513.00 18,763,175.00Gross Margin (Rs million per annum) 0.82 0.65 0.03 1.50

Table 4.24 Direct impact on Tea production

Tea JBIC Section ADB Section Gall Access TotalArea (ha) 17.3 54   71.3Production(kg/ha) 2279 2279 2279 2279Price (Rs/kg) 220.00 220.00 220.00 220.00Return (Rs) 8,673,874.00 27,074,520.00 0.00 35,748,394.00Cost (Rs/kg) 163.2 163.2 163.2 163.2Gross Margin (Rs million per annum) 2.24 6.99 0.00 9.23

Table 4.25 Direct impact on Rubber production

Rubber JBIC Section ADB Section Gall Access TotalArea (ha) 160 102.7   262.7Production(kg/ha) 723 723 723 723Price (Rs/kg) 103.80 103.80 103.80 103.80Return (Rs) 12,007,584.00 7,707,368.00 0.00 19,714,952.00Cost (Rs/kg) 63.3 63.3 63.3 63.3Gross Margin (Rs million per annum) 4.69 3.01 0.00 7.69

Table 4.26 Direct impact on coconut production

Coconut JBIC Section ADB Section Gall Access TotalArea (ha) 11.2 8 0 19.2Production(nuts/ha) 6022 6022 6022 6022Price (Rs/nut) 11.30 11.30 11.30 11.30Return (Rs) 762144.32 544388.80 0.00 1306533.12Cost (Rs/nut) 4.1 4.1 4.1 4.1

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Gross Margin (Rs million per annum) 0.28 0.20 0.00 0.47

Table 4.27 Direct impact on Cinnamon production

Cinnamon JBIC Section ADB Section Gall Access TotalArea (ha) 12.3 9.7   22Production(kg/ha) 500 500 500 500Price (Rs/kg) 393.20 393.20 393.20 393.20Return (Rs) 2418180.00 1907020.00 0.00 4325200.00Cost (Rs/kg) 190 190 190 190Gross Margin (Rs million per annum) 1.25 0.99 0.00 2.24

Although it is difficult to generalize the output of homestead gardens average gross margin out of the average home garden with a few coconut trees, fruit trees, spices, supplementary vegetable, spices and condiments were evaluated in the sample survey and gross margin were generalized to Rs.17000 per hectare.

Table 4.28 Direct impact on production oh homestead gardens

Homestead gardens JBIC Section ADB Section Gall Port Access TotalArea (ha) 98.7 108 17.47 224.17Gross Margin (Rs million per annum) 1.68 1.84 0.30 3.81

Table 4.29 Direct impact Agricultural production (Rs million per year)

JBIC Section ADB Section Galle Port Access TotalPaddy 0.82 0.65 0.03 1.50Tea 2.24 6.99 0.00 9.23Rubber 4.69 3.01 0.00 7.69Coconut 0.28 0.20 0.00 0.47Cinnamon 1.25 0.99 0.00 2.24Homestead garden 1.68 1.84 0.30 3.81Total 10.96 13.68 0.33 24.94

While estimated crop outputs will give a general picture of the annual production potential of agricultural land under the 80 m trace, there is a significant variation in yields among DS Divisions and even among plots within a particular DS Division. For example, the estimated paddy output in Malimbada 113426 kg in Matara DS Divisions are overestimated because an average cropping intensity of 150% has been assumed for all lands for this estimation although the actual cropping intensity of most of the paddy land in Malimbada and Matara approximate 100% or even less. Moreover, in Kodagoda yaya, the paddy yield is the highest (3500 kg/ha) along the trace.

Table 4.30 Percentage distribution of direct impact Agricultural production

JBIC Section ADB Section Galle Port Access TotalPaddy 54.7 43.3 2.0 6.0

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Tea 24.3 75.7 0.0 37.0Rubber 61.0 39.1 0.0 30.8Coconut 59.6 42.6 0.0 1.9Cinnamon 55.8 44.2 0.0 9.0Homestead garden 44.1 48.3 7.9 15.3Total 43.9 54.9 1.3 100.0

Out of total loss of income from agricultural production, ADB section contributes the highest portion (55%) while JBIC section contributes only 44%. Tea is the most significant cash crop in the trace as its gross margin is high. Around 76% of the total tea lands along the trace are located in the ADB section.

Expected indirect losses of agricultural income

Especially in the construction phase, due to excavation of soil, blocking the irrigation and drainage canals, exposing peat to the air and rain would make some adverse impacts especially on paddy fields.

1. Depletion of groundwater level due to deep excavation of soil especially in the areas of Kokmaduwa and Deegoda in ADB section and in many other locations. It may cause yield reduction in perennial crops and also water scarcity for other field crops. However, due to rainy climate during the last few months there were no records of depletion of groundwater level and loss of yield.

2. During the period of earth work, disruption of water ways and drainage canals may cause flooding of paddy lands and yield would be completely or partially lost. On the other hand, as a significant length of the road is running through paddy lands, soil and silt transported by runoff water may damage the crop. Permanent damage of a cultivated paddy lands by siltation, flooding or any other accidental damage worth about Rs. 200 per perch and it varies depending on the stage of the crop and the location. 3. Partial yield loss of paddy fields due to Iron toxicity caused by oxidation of exposed extracted deep soil and runoff water.

4. Partial or complete crop damage of paddy lands due to exposed peat in dumping grounds closer to the paddy fields (Oxidization of peat may generate carbonic acids)

5. During the earth work, transport of materials by heavy vehicles may generate dust clouds and it will reduce the quality of yield of tea, vegetable and other crops in adjacent lands.

6. Temporary / accidental disruptions of access roads during the construction phase would make problems for transporting of farm products.

7. Deletion of the quality and the quantity of grazing lands due to land acquisition, acidic soil due to peat, dust and silt decomposition.

8. Due to depletion of quality of soil, it is evidence that about 10m length from the base of earth filling will be unsuitable for cultivation of paddy. The estimated area along the ADB section is 7.6 ha within the 10 m length. Therefore, expected annual loss is about Rs.47500 per year.

Positive externalities on agriculture and fisheries:

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The proposed highway, by enabling speeding transport of produce, will have a positive influence on agriculture by way of expanding markets, reducing wastage during transportation, timely availability of inputs, quicker disposal or produce, etc. The outputs of agriculture and fisheries are highly perishable and large amounts of produce go waste during transportation of produce from southern areas of the country to large urban centres like Galle, Kalutara and Colombo. The proposed highway provides the channels of marketing with opportunities of quicker delivery of produce which will enable them to reduce marketing costs accrued to wastage. Moreover, produce like fish, which deteriorates fast, do not often reach interior areas of the country due to the difficulty of quicker delivery of the produce with the existing road network. The proposed road, with interchange points linking important markets in the interior regions of the country to the producing areas, will ensure availability of produce like fresh fish in such markets. The consumers in these areas will reap benefits due to the presence of important consumption goods that were not previously available and, producers will benefits due to the increased demand created by consumers in the interior regions.

4.3.3.3 Tourism:

It is envisaged that the construction of the proposed limited access highway will have a positive impact on tourism (a positive externality) due to factors such as savings on travel time, better transport services made available, etc. In order to find out whether the proposed highway will have a significant impact on tourism, a study was carried out at Hikkaduwa and Unawatuna tourist villages where a structured questionnaire was administered to a sample of tourists and for owners of restaurants and hotels in October, 2005 to elicit information on places of interest in the south of Sri Lanka. Study revealed that the problems of road conditions from Colombo to Galle and Hikkaduwa, road congestion, time consuming and congestions and road accidents at hotel areas are the main barriers to develop the tourism in the Southern coastal belt. More over, they all agreed that there is a unexploited potential to improve the echo-tourism in rural areas and in coastal belt of the southern region.However, the tourists who are coming for holidaying do not bother about time as they have come to spend time leisurely. The only problem is the unpleasant environment due to road congestion on the A2 road. But the tourists who are coming for business purposes (around 10%) are interested about highway and they will select the highway for their traveling.

The proposed highway may have positive impacts on tourism development (and therefore tourist earnings) if tourism-related facilities are developed along with the construction of the highway. There is a potential to develop echo-tourism in Kottawa forest area closer to proposed interchange at Pinnaduwa. Although the proposed road facilitate the tourism in the South, it is not possible to predict increased number of tourists due to the project. Hence, quantifying the benefits on tourism of the project is irrational in addition to reduced travel time, fuel and road accidents. 4.3.3.4 Income distribution

Baddegama, Pinnaduwa, Deegoda, Kokmaduwa and Godagama are the proposed interchanges of the road in ADB section. There is a big disparity of income distribution between developed areas and rural areas with less access to modern facilities. Average family income of urban areas (Colombo district is about Rs.21000 (Rs.4923 per-capita) per month while the average family income is about ½ of that in rural areas (Rs.10500 per family or Rs.2406 per-capita) in Matara district. That disparity is mainly due to limited access to opportunities as a consequence of poor

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infrastructure. Field survey revealed that in Baddegama, Pinnaduwa, Deegoda, Kokmaduwa and Godagama average family income were about Rs.8200, 7400, 7250, 6700, and 8900 per month respectively. It is not rational to plan to uplift the average income to the average of Colombo district with the project. Therefore, average family income in Mirissa, Weligama, Kahawa and Dodandoowa which are the semi-urban areas in Matara and Galle district were considered as a proxy for a southern city with good road access. Average family income of above places were Rs. 11350 per month (Sample size =60). Average size of a GN division in Akmeemana, Imaduwa, Welipitiya and Malimbada DS divisions were 300 families. Therefore, assuming the interchanges will be developed within a period of five years, expected increase of poor categories was estimated as Rs. million 5.5 neglecting the spill over effects of the development in to surrounding areas.

It is important to note that among affected families, following categories will be severely affected due to land acquisition;

1. Lost of total land area and house and employed as casual agricultural labor in the same area.2. Lost of total land area or a substantial portion and entirely depend on agricultural income such as tea, cinnamon on the same land.3. Low income weak families with children and old aged people4. Female headed households5. Families who earned a substantial portion of income from land based subsistent activities such as reed industry, vegetable production, inland fishing and animal husbandry6. Families who were keeping small scale retail shops in the village area

Following table shows the displacement of different kinds of families in ADB section and Galle access road.

Table 4.31: Number of affected families in different categories

Section Homestead garden Business Untitled owners Socially weak families

ADB 320 29 186 98Galle Port Access 9 6 26 5

Total 744 91 244 214

Land owners without proper titles are mainly concentrated in Bope-Poddla and Imaduwa DS divisions in ADB section. In Imaduwa and Bope- Poddala, number of week families is higher than other areas. Totally 214 families are categorized under weak families and they should be properly treated while paying compensation and relocation.

At the time of land acquisition, land owners with substantial land areas and well developed houses will get a large amount of money to start their life in a good environment. However, rural poor will not get a substantial amount as compensation as they don’t have proper titles and well built houses. Moreover, many of poor families fulfill their daily needs (curry leaves, jak, coconut, green leaves..) from the homestead gardens after relocation they have to pay for all kinds of foods at the new place.

Income of the young generation would be increased in the construction phase as they can provide their labour force in different activities. Moreover, land owners of close proximities to

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the interchanges (access points) can sell their lands at higher prices and can earn a good income. This phenomenon can be seen at Godagama, Kokmaduwa, Deegoda and Pinnaduwa in ADB section.

4.3.3.5 Structures:

A large number of structures - both permanent and temporary, that are present along the proposed road trace of 80 m will have to be demolished once land is acquired for the project. Estimated number of different building structures is summarized in the table below. As the buildings along the trace are already removed either by RDA or owners themselves, it was not possible to estimate the real value of the structures that are to be removed. Following table summarizes different buildings which were demolished or to be demolished along the trace. Annex 3 in Appendix C4.2 shows more detail of building structures.

Table 4.32 : Residential and business structures along the trace to be removed

Section Totalnumber of Houses

Business premises Semi -permanent structures

Temporary structures

JBIC section 597 72 37 2ADB section 681 71 53 25Galle Access 37 8 4 17Total 1315 151 94 44

It should be noted that in the JBIC section, especially in Maharagama DS division, average size of the houses is the largest along the entire trace which was 2228 square feet per house. Number of houses to be removed is highest in Bandaragama followed by Homagama and Dodangoda divisions which was 110, 70 and 111 respectively as the trace is running through semi-urbanized areas in the JBIC section. Business premises reported the highest number in Maharagama DS division (30) followed by Homagama division (18) in JBIC section

In RDA section, Karandeniya (12), Imaduwa (10), Baddegama (13), Akmeemana (13) and Welipitiya are the main centers with a large number of business places and houses.(Annex-3 in Appendix C4.2).

As the Galle access road is running through a populated semi-urban area, the number of houses and business premises were 37 although the length of the trace is only 4.3 km.

In RDA section, semi-permanent and temporary houses were found as many people had built such houses in their lands in order request compensations as they were aware about the trace. Number of temporary and semi-permanent houses in Imaduwa DS division was 40 which was the highest followed by 20 in Akmeemana and 10 in Welipitiya.

Along the Galle access road also 21 buildings were temporary structures with an average size of 80 square feet.

Road Development Authority has estimated the average replacement costs of structures irrespective to the quality of the buildings as Rs. 1000/ ft2, Rs 1250 / ft2 and Rs 4000/ ft2 for houses, other structures and business premises respectively. Accordingly the estimated replacement costs of structures in the proposed trace are given in the Table 4.33.

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Table 4.33: Estimated replacement costs of structures (Rs. Million)

JBIC sectionType of building Area (ft2) Cost per ft2 Replacement costHouses 493046 1000 493.046Other buildings 1250 0Business premises 61176 4000 244.704

Total of JBIC Section 737.75

RDA SectionType of building Area (ft2) Cost per ft2 Replacement costHouses 401096 1000 401.096Other buildings 9087 1250 11.359Business premises 30103 4000 120.412

Total of RDA Section 532.867

Galle access roadType of building Area (ft2) Cost per ft2 Replacement costHouses 7385 1000 7.385Other buildings 150 1250 0.188Business premises 7550 4000 30.200

Total of Galle access road 37.773

Along the entire traceType of building Area (ft2) Cost per ft2 Replacement costHouses 901527 1000 901.527Other buildings 9237 1250 11.546Business premises 98829 4000 395.316

Total of entire trace 1308.389

Most of the structures under the road trace are of the permanent type with tiled roofs. The total value of the structures worked out to be approximately Rs million 1308.4 and in the RDA section it was Rs million 570.64 . It should be noted that these values are based on the cost price of material that go into the construction process rather than the market values which are highly influenced by the location. The above figure represents the loss of value to the society of demolishing structures for road construction. However, with information from relevant sources it was found that 50 % of the materials used for the construction of temporary houses (planks, rafters.. etc) , 60% of materials used for the construction of semi permanent house, and 25% of the materials used for the construction of a permanent house can be reused and therefore, it should be deducted from the social cost. Therefore the total cost of the above structured can be estimated as Rs. million 427.98 in ADB section.

Due to the fact that markets are imperfect, shadow prices will have to be used to convert the market prices into economic prices. Since an array of inputs goes into the construction of houses, the market prices are multiplied by the average conversion factor for the economy, which is 0.785. The economic loss arising from demolishing structures was estimated as Rs. Million 335.96 in ADB section.

In addition to direct losses of structures due to acquisition for the road, steep slopes created in hilly areas along the trace (Kokmaduwa, Deegoda, Kabaragala, Pinnaduwa would reduce the values of structures and make damages. Vibrations due to use of heavy vehicles and machineries,

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rock blasting also would damage the existing structures along the trace. Dust formation, water lodging in low line areas and earth embankments also damage the structures although it is very difficult to estimate the real value of such damages.

4.3.3.6 Business Volumes and Tax Revenues

It is envisaged that the construction of the proposed highway will induce the development of industries, residential areas, markets and associated infrastructure facilities, which fall under positive externalities of the project. Such a wave of development activities are likely to take place in the neighborhood of the interchange points rather than in other places from where the road can not be accessed. At the time of construction phase, providing employment opportunities for different categories of labor force in the area will improve their purchasing power and demand for commodities. Hence, the business volume of Southern cities will rise. In addition to that new businesses will start to cater demand for food and other utilities of the large workforce involved in construction activities.

After construction of the road it is envisaged that the tourist industry and Galle harbor would be developed with improved access. Emergence of urban centers with increased business activities would enable the government (the local authorities) to earn revenue from the collection of taxes based on number of business enterprises in different categories irrespective to business volume of each enterprise.

4.3.3.7 Changes in Property Values:

One of the important positive externalities of road projects is the increase in property values in the neighborhood which arise from new market links created and development activities emerging there from. However, in the case of limited access highways which have very little influence on property values except at interchange points, one may expect the property values to decrease in areas from where the highway can not be accessed because the highway will generate negative externalities such as noise. Yet, this theory, although may have relevance to developed countries, is not applicable to developing countries like Sri Lanka, where people living in rural areas, with very little facilities for creation, derive use values by observing the movement of vehicles along the roads. This is quite evident in the existing Galle road, where the residents along the road, rather than building up their dwellings in a way to minimize dust and noise from the road (defensive expenditure), have purposely exposed the verandahs of their houses to the road. It is apparent moving vehicles that cause noise and dust does not generate negative externalities, but may even generate positive externalities. In fact, the proposal of the Colombo-Matara limited access highway, although has not completely materialized yet, has caused property values along the road trace to rise.Observations in Godama (Matara), Deegoga (Galle-Akuressa Road and Pinnadwa (Galle) have proved that the values of lands during last two years have increased by four five folds compared to increases in other areas. Hedonic value method was used to find the impact of proposed road on property values at in surrounding areas of interchanges. Surveys conducted in Pinnaduwa and Hiyare in Galle district, Godagama and Thihagoda in Matara district, Dodangoda and Bombuwala in Kalutara district, Found that the differences of land values between the areas closed to interchanges and similar other areas were varied between Rs. 10000.00 to Rs 35000 per perch. The difference was highest in Godagama (Rs.35000) and lowest in Pinnaduwa (Rs.10000).

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Not only in interchange areas, but also in other areas along the trace, the land values have been significantly increased due to vicinity of the trace and the service road although the highway is not free to access.

Moreover, with the trace, interchanges and service road agricultural lands which worth about Rs.1250 per perch will be converted to residential and commercial lands which is about Rs.35000 per perch in case of upland. Within the boundary of ½ km from the middle of the trace total upland area was about 2419 ha and paddy land area is about 704.6ha in ADB section. Assuming that the value of uplands along the trace will be converted within a 100 meters region from the proposed trace the estimate of increased value of upland is Rs. million 1393.3 in ADB section. The estimate was drawn in the most pessimistic view and the increment of values in paddy lands and beyond the limit of 100 m of the road boundary was not considered.

4.3.3.8 Rural Economy

In additions to the impacts of the proposed road in different stages on the agricultural sector, structures, business volume, employment and tourism there are several other aspects to be considered especially in the construction stage.

1. Worsening of rural roads and accidental blockings due to use of rural roads by heavy vehicles and machineries of road construction.

2. Inconveniences and delays for school children and office workers due to clogging of roads by vehicles and machineries of the highway. This problem persists in Bogahagoda and Pinnaduwa in RDA section.

3. Loss of business in small retail shops in rural areas due to severance of the customers as a consequence of proposed road.

6. Deteriorating and groundwater quality and deepening of the wells in hilly areas along the trace.

7. Accidents for animals and children in the areas which created steep sloes due to earth work.

8. Inconvenience due to dust formation and water lodging.

9. Difficult to feed animals (especially ranching buffaloes) due to loss and deteriorating of gracing land and also due to severance of gracing lands with limited access highway.

10. Reducing the water levels of wells for drinking water, drying up of drinking wells due to deep excavating. (Deegoda, Kokmaduwa in ADB section)

11. Deteriorating of quality of groundwater due to silt, dust, disturbed groundwater flows and oxidization of iron minerals in law line areas of in Both JBIC and ADB sections.

4.3.4 Aesthetic Aspects

4.3.4.1 Visual Intrusion and Landscape The ADB Section of the highway has been initiated now. The project itself caused

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negative or positive impacts on the aesthetic appearance of the new structures appearing in the area. The most significant rock out crops are exposed at Kabaragalakanda, Madewalakanda, and Akuratiya area. Attention to aesthetic appearance of the new structures and surface of the earth cuts are important in order to maintain the quality of the environment, avoiding loss of rural / countryside / wilderness quality of the existing environment.

During the construction activities, the following impacts are anticipated.

* Damage to Vegetation * Damage to topsoil. * Erosion of sites due to excavation.* Dust, Acoustics, Vibrations * Storage of material in the roadsides. * Disturb the existing circulation of the villages * Disturb the animal behavior (Birds and Cows) * Changed the environmental sensitivity near the water bodies due to bridge construction eg: Ginganga river crossing at Baddegama. * During operational activities, the following activities could be anticipated. * Encroachment of historic / cultural monuments * Acoustics * Circulation to sites – pedestrian and vehicular * Visual intrusion by structures and billboards that may come by the road side * Disturbance to the landscape charactor / quality of the rural living pattern. * Disturbance the roadside lights to the rural natural landscape.

4.3.4.2 Historical and Archeological Monuments

As mentioned in chapter 3 sections 4.2 all historic and archeological monuments in the ADB Section are found in temples, Dewala and churches. As such this section is covered under section 4.3

4.3.4.3 Places of Worship and Religious Interest

The anticipated environmental impacts on the places of worship and religious interest would be

* Dust, acoustics and vibration during construction period * Acoustics during the operational stage * Changes in quality and character of the religious environment. * Disturb the naturally forming worshiping places (Road side trees) near the Highway and access roads. * Disturb the contextual dominancy of the worshiping places due to huge road structures.

4.3.5 Road Safety Aspects

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4.3.5.1 EIA Background/Baseline Data

Since the highway is a completely new project, no road safety baseline data is available for the Highway. However, it must be emphasized that the safety will be a very important aspect that needs a great deal of attention, as it is expected to be a major construction project, and during the operation phase a high speed road, unlike most other roads in the area.

4.3.5.2 Anticipated Construction Impacts

During the construction phase, the movement of the fleet of heavy vehicles involved in the construction activities will be a threat to the safety of other vehicles and pedestrians at the construction site as well as the nearby roads. It is very critical at the intersections of existing main roads and Southern Highway during peak hours.

The areas where large amounts of cutting or filling are involved pose a threat to the safety of the people, animals and property in the areas.

The blasting of rocks for clearing the site as well as for obtaining construction materials particularly close to the existing main roads would pose a threat to traffic and pedestrians on these roads.

4.3.5.3 Anticipated Operational Impacts

During the operational phase of the highway, some of the likely accident black spots would be the access roads to the highway at the entry and exit points. Drivers may fail to control the speed of the vehicles at these locations, unless proper mitigatory measures are taken during the construction of the road, such as well-designed humps and rumble strips. Safety of pedestrians will be at high risk, particularly at places like pedestrian crossings and close to schools.

At sections of the road where the driver is directly facing the sun, or the glare from the vehicle in front is affecting the driver in the vehicle behind, there is a risk of accidents. This would be most likely at road sections which are running in the East-West direction. Even though this is a natural phenomenon, measures should be taken to minimize the impact of this.

Slow moving traffic such as three wheelers and bicycles may be at risk even on the access roads if they come close to the highway, as the entering and exiting traffic will be moving at high speeds, and not expecting any slow traffic at these points. A suitable distance should be available for acceleration/ deceleration of merging traffic on access roads.

MITIGATION MEASURES

6.1.3 Impact on Road Trace Design

The sun-shine effect, when the road section traverses within the stretch in the East to West direction, has not been considered in the previous studies and detailed design stage. The following measures are applicable to reduce this effect.

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This effect can be mitigated to a great extent by planting some trees along the centre median at close interval during construction stage. This is to be implemented to the sections of the Expressway which plies in East – West direction.

Further, the road users are advised to keep the following in mind to reduce the effect. Drive cautiously and leave a proper distance to ensure ample reaction time. Make it a habit to lower visors, to help block some of the reflected light. Avoid using high-gloss vinyl cleansers on dashboards. Keep the car windshield clean and the windshield washer fluid full. When possible, take an alternate route lined with tress or tall buildings in lieu of one

with extreme glare. Turn on headlights to assist the possible poor visibility of oncoming drivers. Most importantly, wear sunglasses at all times. Even more important is to wear

sunglasses with polarized lenses and UV protection.

6.2.12 During Operational 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.

Redesign the traffic sign layout. It should in detail specify the location of all traffic signs and road markings

On-street parking must be controlled and off-street parking must be provided

6.3.3 Road Accident Prevention

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.

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

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

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

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.

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.

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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.

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.

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

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.

INSTITUTIONAL REQUIREMENTS AND MONITORING PROGRAMME

7.4.4.7 Road Accidents during Operation

Police ambulance and firefighting personnel should be enhanced and trained to handle situations that would arise in a access controlled highway, since this is the first of its kind, and is quite different from a normal all purpose road situation which is available in Sri Lanka.

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, and rescue operations. The police and emergency vehicles should be provided with emergency access and exits in accordance with international standards.

The safety standards, motor traffic laws and regulations for access controlled highways should be incorporated in the Motor Traffic Act as an urgent measure.

Telephone facilities should be provided on either side of the road to contact police, ambulance, automobile services etc. during emergencies, particularly in areas where mobile telephone signals are weak.

The access roads should be manned at entry points, in order to allow only roadworthy vehicles to be used during the operation stage to minimize slow movements and road accidents.

There should be a maintenance gang deployed on the highway, so that in case of an accident, the broken crash barriers or breakable posts should be immediately replaced with new ones.

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5. VISITS, MEETINGS AND CONSULTATIONS

5.1 Meetings

This section refers to formal meetings between Study Team representatives, RDA, ADB and MC-STDP.

Table 5.1 Details of Meetings between Study Team, RDA, ADB and MC-STDP

Date Location Participants10 September, 2004 RDA UOM, RDA and MC-STDP17 September, 2004 ADB UOM, RDA, MC-STDP and ADB5 October, 2004 RDA UOM, RDA and MC-STDP8 October, 2004 ADB UOM, ADB14 October, 2004 RDA UOM, RDA, STDP-MC20 July 2005 RDA UOM, RDA – STDP, MC-STDP-, Secy_Ministry of Highways

5.2 Visits

Field work was mainly carried out in order to get a better understanding about the environmental impacts caused by the construction of the highway on the deviated trace and any significant changes that had taken place in the un-deviated trace since the previous environmental assessment in 1999. Tables 5.2 summarize the details of field visits carried out by each specialist staff member of the study team.

Table 5.2 Details of Field Visits

Date of Visit Field Work Carried Out

04 August 2005 A preliminary visit to the road trace. The road trace was inspected at key places such as Kurundugahahethekma , Imaduwa, Godagama etc.

4 September 2005 Carried out a preliminary visit in selected locations of ADB trace with several study team members.

10, 13, 15 September 2005

Field visits and meetings with Grama Niladari farmers in Godagama (M Piyasena, GN) Hallala (PGS Padmasiri, GN), Nalawana, (P M Senaratne, GN), Kokmaduwa (W K Anurashantha, GN) in Welipitiya DS Division Kabaragala (P M Mudalige, GN), Deegoda, (M V Leelaratne, GN) Kodagoda and Horadagoda GN Divisions

13 September 2005 Carried out a detailed site visit in the Galle Port Access road from Galle to Pinnaduwa accompanied by Mr. C D Karunaratna- Resettlement Assistant.

20 September 2005 A reconnaissance survey was done throughout the entire road trace

30 September 2005 Carried out a preliminary visit in the trace from 35km -43 km. Some of the water stagnation, flooding & erosion areas were inspected.

3 October 2005 Meeting with RDA officials in ADB section 4 October 2005 Meeting with consultants of Hal Crow and ECLOctober, 4-5 Field surveys of Tourists at Hikkaduwa and Unawatuna, Galle

5 October 2005 A field reconnasiance visit of ADB Section and Galle Port Access Road conducted with Mr. Moses, Engineer, RDA/STDP Impacts, Water

06 October 2005 Inspected the road trace from Kurundugaha Hetkma to Bogahagoda ( location of the present RDA Project Office)

07 October 2005 Inspected the road trace from Bogahagoda ( location of the present RDA Project Office) to Godagama.

10 October, 2004 Carried out a reconnaissance visit through ADB section of the highway with RDA officials.

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10 October 2005 to 22 October 2005 Rapid assessment surveys in both sections of the road

12 October 2005 Carried out a detailed site visit in the Galle Port Access Road with RDA officials from STDP/ADB Galle office at Baddegama. Participated in a monitoring committee meeting at this office as observers.

16, 17 October 2005 Covered the Field work from Godagama to Kananke

21 October 2005 Carried out a detailed reconnaissance survey of Galle Port Access Road with Dr. Green, ADB Consultant.

22 October 2005 Studied Religious interesting place & environmental sensitive place up to Kurundugaha

23 October 2005Carried out a visit to main trace and Galle Port Access Road. Reviewed designs at RDA/STDP ADB section project office at Baddegama.. Studied and collected data along the Galle Port access road

2 November 2005 Carried out a field visit for collection of water and peat samples.

9 November 2005

ADB section of the trace and the Galle Port Access Road was visited and localities of degraded forests, forest plantations and rubber plantations were visited to gather information over populations (flora and fauna) that have already affected by the cutting and filling done with the highway construction.

13 November 2005 Informal sites visit on a heavy rainy day

5.3 Consultations

The specialist staff of the study team had many consultations with officers of the RDA/STDP and other organizations and several individuals during their field visits and other visits made for the purpose of information collection. The details of these consultations are given in Tables 5.3.

Table 5.3 Details of Consultations by (Team Leader/Hydrologist)

Date of Meeting/Consultation Personnel Met Details of discussions Held

2005/09/05Galle Regional Director of Archeology Mr. Senerath Disanayake

Archeological sites & the boundary

September, 10, 13, 15, 2005

Grama Niladari farmers in Godagama (M Piyasena, GN) Hallala (PGS Padmasiri, GN), Nalawana, (P M Senaratne, GN), Kokmaduwa (W K Anurashantha, GN) in Welipitiya Ds Division Kabaragala (P M Mudalige, GN), Deegoda, (M V Leelaratne, GN) Kodagoda and Horadagoda GN Divisions

Discussions on Socio economic data collection relevant to GN divisions.

13 September 2005 Mr. C D Karunaratna- Resettlement Assistant, STDP/RDA Project Office, Galle.

Had discussions regarding the environmental impacts such as social complaints regarding lowering of water in dugwells, flooding and temporary inundation

30 September 2005 Mr. E H Y S M Garusinghe (Engineer), STDP/RDA Project Office, Galle.

Had discussions regarding the key environmental impacts on drainage, the critical places where impacts are prominent. This information was helpful to plan the next detailed site visits in the main road trace where there are deviations.

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3 October2005

Project manager of RDA ( ADB section ) and other officers involved in social impact monitoring

Data and information of impact and mitigatory measures.

4 October 2005Team leader and the local consultant on environment impact monitoring (ADB section)

Understand their views on the impact of the project on social environment and the mitigatory management process so far implemented

5 October 2005Mr. Moses, Engineer, RDA/STDP, community in affected area

On field discussions regarding road construction and impact on deviations

October, 4-5 Tourists at Hikkaduwa and Unawatuna, Galle Sample data collection on tourism

06 October 2005

Mr. Nilafer (Engineer), STDP/RDA Project Office, Galle.

Mr. R K D N Ranasinghe, District Irrigation Engineer, Provincial Irrigation Department, Galle

Discussions regarding the impacts on the irrigation schemes. Obtained the plans of the irrigation schemes affected by Galle Port Access Road. He agreed to send Technical Officers along with us to the field to show schemes affected by the deviated road trace.

October 06, 2006Community in Pinnaduwa, Diigoda: Galle, Baddegama, Dodangoda, Bombuwela area

Sample data collection on socio-economic aspects.

07 October 2005

Mr. Kasun Wanigasinghe – Environmental Officer.

Ms. Wijewardena – Project Director, STDP

Mr. K M Guneratna- Environmental Engineer, Mr. Karl Fernando- Geotechnical Engineer, Halcrow (Project Office), ADB Section, STDP,Galle.

Collected data regarding dugwell waterlevels. Had discussions regarding environmental impacts caused by the road on drainage, erosion, and groundwater levels etc. which were prominently based on social complaints.

A brief encounter

Had discussions regarding the prevailing drainage impacts and impacts on groundwater flow.

2005/10/07 Arct. Ashly De Vos. Regulation of the archeological conservation

October 10, 2006

Mr. Kasun Wanigasekara (Environmental Officer, PM office, RDA, Pinnaduwa, GalleDr. S D Wanniarachchi (Environmental Soil Scientist) Sudarshi, Ananda Mawatha, Kithulampitiya, GalleMr. G G Bandula (Regional Manager) Tea Small Halding Authority, Regional Office Matara

Discussions on socio-economic impacts of ongoing construction work.

10 October 2005 to 22-October 005

Consultation of stakeholders (affected communities in road adjacent environment and already resettled communities in resettlement sites and other local agency officers) In both ADB and

Data collection and documentation of their views on the impact on social environment and mitigatory measures.

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JBIC sections)

12 October 2005

Mr. Kasun Wanigasinghe – Environmental Officer.

Ms. Wijewardena – Project Director, STDP

Participated in a monitoring committee meeting at this office as observers. Discussed about pollution aspects of on going construction and impact on water bodies.

12 October2005Mr. Wijepala, resident engineer at the RDA office at Bandaragama

Potential sites along the trace where ecological impacts would be significantPerception of the residents in the vicinity about the potential impacts

2005/10/16Sanath Padmasiri Chairman of the Kananke Environmental Society

Micro impact of the environment & reconstructions stage

2005/10/22 Udugama Dammike Sandarawala Raja Maha Viharaya Baddegama

Religious impact of the road construction before & after

2005/10/22Mr. Nisahntha Land ower of the private coconut state at Baddegama

History at the that coconut state & impact of the road trace

2005/10/29 Dr. Raj Somadewa. Archeological & Historical sites with the new road trace & village settlements

2 November 2005 Community in the area covered Consultation during field visit for collection of water and peat samples

9 November 2005

Project Director of the ADB section of the trace at the RDA office at Galle, Mrs. Wijeywardena

Sites where terrestrial fauna has been disturbed visibly and potential remedial measures

9 November 2005

Mr. Kasun Wanigasekara, Environmental Officer to the project

Showed the localities where peacock populations might have been under pressure of fragmentation of rubber plantations by the highway, areas of degraded forests and forest plantations that might be subjected to change due to exposure

9 November2005

Mrs. Kusumawathie, a long-time resident of the mangrove area at Magalle (along Galle Port Access Road)

Human activities/ livelihoods that are based on the resources of the mangrove area at MagalleCommunity perception over the potential impacts of the proposed road construction along the north western margin of the mangrove areaSeasonal variations in flooding, aquatic fauna and their effect on livelihoods, uses of mangroves etc.

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6. PROGRESS OF WORK AND FUTURE WORK PLAN

6.1 Progress of Work

The study team has completed their assessment of existing environment and impact assessment based on their field visits, data collections, consultations and review of available literature. The major focus was on the deviations of the final trace from the combined trace and RDA Trace, while any changes in combined trace since the 1999 EIA were carefully noted. Galle Port Access Road was studied as a new entity. The impacts already visible as a result of ongoing construction work was noted and based on conditions anticipated during operational phase operational impacts were identified.

The intensity of impacts was categorized as “Significant (S)” or Marginal (M) and accordingly impact matrices were developed separately for ADB main trace and Galle Port Access Road sections. The specialist team members are already in the process of formulating the mitigatory measures and are reviewing the Draft Environmental Management Plan. A detailed scoping session is scheduled to be conducted immediately following submission of this report prior to finalizing the Final Report.

6.2 Key Findings and Conclusions

The following key findings and conclusions were arrived at by the study team upon completion of field surveys, data analysis and review of available information. The details are given in Chapter 4 of this report.

1. The requirement of the rock for the construction of the roadway is generated from the excavations within the project trace. Therefore, there is no significant impact on the environment caused by that project activity. Excess rock from the main ADB section and rock obtained from the excavation from the road trace will be sufficient to complete the project without causing significant impact on the surrounding environment.

2. Cut and fill is balanced in the ADB section of the road trace needing only small quantity of fill material from borrows pits.

3. As a result of slope instability, there may be small downward deformation of certain parts of the cut slopes. Such movements could cause subsidence of the ground at the top of the slope and, if there are structures at the top of the excavation, those will undergo certain amount of deformation as well. There are evidences of this type of ground subsidence present along the trace. and appropriate action should be taken to evacuate people from such houses and take necessary corrective measures. Therefore, the project will have a significant impact on the stability of the slopes along the project corridor

4. The removal of the soft material and replacement with stronger material in ground improvement has led to severe environmental problem involving disposal of the waste material. At present the waste material is stored along the trace on both sides of the road embankment.

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5. Landform of the project corridor will be severely changed due to the construction of the expressway. Changing of the stabilized landform over a long period of time will create an environmental instability. Landform of the project area will be changed due to the construction of the road trace. However, in the Galle Port Acces Road due to the relative short road length of the project only a moderate impact will occur to the landform of the area

6. There will be changes in the surface water quantity in the upstream and downstream of the streams intersected by the road on a timewise scale in the deviated sections of main trace. The use of surface water in the Galle Port Access Road from the vast quantity of surface water available is negligible and there cannot be any significant impact on the surface water quantity.

7. The exploitation of groundwater for the project activities is comparably low compared to the available water which is mainly surface water, hence there will not be any significant impact on the groundwater quantity on account of groundwater utilization. In the Galle Port Access Road too similar conditions may exist as there is no greater change in the geomorphologic conditions in the sub-terrain.

8. Construction material exploration and exploitation seems to be a major activity of a project of this nature. For the proposed highway it is anticipated that a substantial amount of the construction material is to be found from quarry sites. These activities if not done properly could pose significant water quality issues in both surface water bodies and groundwater wells. The same activities described in the ADB section could have similar impacts on surface water quality in the Galle Port Access Road area and the negative impacts on surface water quality are anticipated to be equally significant as in the ADB section.

9. During the operational phase of the highway, with the generated and diverted traffic, spillage of oil, grease and petroleum products may contribute hydrocarbons, oils and trace metals such as Pb and Zn into run-off. This could result in pollution of freshwater and marine water bodies with adverse impacts on aquatic fauna.

10. During construction spoil disposal activities could lead to groundwater quality deterioration to a certain extent. Microbial degradation of vegetation removed for site clearing produces organic compounds especially and solubilized forms of nutrients such as NH4-N and NO3

- and even PO43- (especially during anaerobic decay) which

could leach out to surface waterbodies and percolate through the soil to contaminate groundwater. The presence of high NO2

- and NO3- levels (with levels exceeding 45

mg/l) would make the water not potable and consumption of such untreated groundwater would result in nitrate poisoning to infants less than 6 months of age, a phenomenon known as methaemoglobinemia.

11. Vehicles involved in the constructional phase traveling on unpaved road would lead to dust generation. Such scenarios are significant when operating at high speeds under dry weather and gusty wind conditions. Similarly excavation works and exploitation rubble/coarse aggregates cause dust problems.

12. According to present noise legislation, maximum permissible noise levels at boundaries of the land in which the construction activities are undertaken are

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stipulated as 75 dB(A) and 50 dB(A) during daytime (defined as 6.00 am – 7.00 pm) and night time (from 7.00 pm – 6.00 am on the following day), respectively. The identified noise levels of various construction equipment and machinery in operation at a distance of 7 m exceeds these limits. Constant exposure to very high noise levels can often cause hearing deficiencies and machine operators who are directly involved in such activities are at high risk.

13. The impacts on the flood retention lengths are less in the case of deviations after which the Final Trace has been fixed. . The deviations will also have resulted in less impactin terms of the number of drainage structures.

14. Avifauna of the deviated section of main trace is similar to that of the other part of the road trace except for the peacocks that are found in abundance around 55+000. Peacocks were found on both sides of the road trace and apparently their habitats are fragmented due to the road trace and they may use this area to cross the road. Peacocks are unusual birds in the wet zone as their usual habitats are in the dry climatic areas. Migratory birds visit most of the paddy fields associated with the road trace. Avifauna associated with Magalla mangrove area also will be exposed to the unfavourable conditions (noise, lights during night) created by road construction and introduction of traffic.

15. The expressway ROW falls across Kurundugahahatapma town ship and therefore, the township got separated into two. There are no housing schemes seriously affected due to proposed road. About 58 villages have some negative impacts due to construction of the proposed road across their villages. Most of these villages are traditional rural villages where social relations among community members are very strong. When the road get established and start its operations the communities in these traditional villages will get physically separated.

16. During the construction phases, a large number of people will have to be employed by the contractors for road construction work and, this will be a direct positive impact of the project on employment.

17. During the construction phase, a large number of people will have to be employed by the contractors for road construction work and, this will be a direct positive impact of the project on employment.

18. Not only in interchange areas, but also in other areas along the trace, the land values have significantly increased due to vicinity of the trace and the service road although the highway is not free to access.

6.3 Future Work

1. Incorporation modifications to the report contents on Existing Environmental and Impacts based on RDA comments expected within 2weeks from submission.

2. Report preparation – chapter on Mitigatury measures

3. Report on Review of Draft Environmental management Plan

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7. BIBLIOGRAPHY

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