HULHULE-MALE’ BRIDGE PROJECT

ENVIRONMENT IMPACT ASSESSMENT 

FOR THE PROPOSED 

HULHULE-MALE’ BRIDGE PROJECT 

July 2015 

Prepared for 

Ministry of Housing and Infrastructure 

Maldives 

Consultants 

China Shipping Environment Technology, China 

and 

CDE Consulting, Maldives

މ ާ ހުޅެލެ-‏ ލ ެ 

ބްރިޖް‏ 

މަޝްރޫޢުއިން‏ 

ށ ތިމާވެއްޓަ‏ ް 

އަސަރުކުރާނެ‏ 

މިންވަރު‏ 

ބަޔާންކުރާ‏ 

ރިޕޯޓް‏ 

ޖުލައި‏ 2015 

މަޝްރޫޢުގެ‏ 

އެދިޔާރު:‏ 

ހައުސިންގ އޮފް‏ މިނިސްޓްރީ‏ 

އެންޑް‏ 

އިންފްރާސްޓްރަކްޗަރ 

އީ.‏ މަޝްރޫޢުގެ‏ 

އ ަ އ އ ި. ޭ ކޮންސަލްޓަންޓް:‏ 

ޗައިނާ‏ ޝިޕިންގް‏ 

އެންވަރަންމަޓް‏ 

ޓެކްނޮލޮޖީ،‏ 

ޗައިނާ‏ 

ސީ.ޑީ.އީ‏ 

ކޮންސަލްޓިންގ،‏ 

ދިވެހިރާއްޖެ‏

EIA for the proposed Hulhule-Male’ Bridge Project 

Table of Contents 

List of Figures ................................................................................................................................. x 

List of tables ................................................................................................................................. xiii 

List of Abbreviations ................................................................................................................. xv 

Acknowledgement ....................................................................................................................... xvi 

Lead Consultant’s Declaration .................................................................................................... xvii 

Proponent’s declaration ............................................................................................................. xviii 

Executive Summary ..................................................................................................................... xix 

1 Introduction ............................................................................................................................. 1 

1.1 Purpose of the EIA ........................................................................................................... 1 

1.2 Project Proponent ............................................................................................................. 1 

1.3 Project Scope .................................................................................................................... 1 

1.4 Project Rationale, Aim and Objectives ............................................................................ 2 

1.5 Consultants, Contractors and Government Institutions.................................................... 2 

1.6 Project Financing.............................................................................................................. 2 

1.7 Scope and Terms of Reference of EIA ............................................................................. 3 

1.8 Assessment Methodology ................................................................................................ 4 

1.8.1 General Approach ........................................................................................................ 4 

1.8.2 The Study Area.............................................................................................................. 4 

1.8.3 Field Observations ....................................................................................................... 5 

1.8.4 Key Stakeholder Consultation ...................................................................................... 8 

1.8.5 Data Analysis ................................................................................................................ 9 

1.8.6 Report Format ............................................................................................................ 10 

2 PROJECT DESCRIPTION ................................................................................................... 11 

2.1 Project Location ............................................................................................................. 11 

2.2 Project Outline and Project Site Plan ............................................................................. 11 

2.3 Detailed Project Outline ................................................................................................. 18 

2.3.1 Bridge Design Considerations .................................................................................... 18 

2.3.2 Bridge Design Details ................................................................................................ 19 

2.3.3 Proposed work sites .................................................................................................... 22 

2.3.4 Justifications ............................................................................................................... 25 

2.3.5 Sand Sourcing ............................................................................................................. 27 

2.4 Work Methodology ........................................................................................................ 28 

2.4.1 Construction method of main bridge .......................................................................... 28 

2.4.2 Construction method of approach bridge ................................................................... 31 

2.4.3 Construction method of land connection .................................................................... 32 

Prepared by: CDE Consulting & China Shipping Environment Technology 

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2.4.4 Dredging and reclamation method ............................................................................. 32 

2.4.5 Construction method of breakwater ........................................................................... 33 

2.4.6 Equipment ................................................................................................................... 33 

2.5 Project Schedule and Life Span ..................................................................................... 35 

2.6 Labour Requirements and Availability .......................................................................... 35 

2.7 Logistics, Waste Management and Safety Measures ..................................................... 35 

2.7.1 Construction stage accommodation ........................................................................... 35 

2.7.2 Utilities ....................................................................................................................... 35 

2.7.3 Construction Waste Management and Disposal ........................................................ 36 

2.7.4 Pollution and Emission Control Measures ................................................................. 36 

2.7.5 Health and Safety Measures ....................................................................................... 37 

2.8 Summary of Project Inputs and Outputs ........................................................................ 37 

2.9 Demobilization ............................................................................................................... 38 

3 POLICY AND LEGAL FRAMEWORK .............................................................................. 39 

3.1 Relevant Legislation ....................................................................................................... 39 

3.1.1 Environment Protection and Preservation Act (Act no. 4/93).................................... 39 

3.1.2 The Civil Aviation Act of the Maldives 2001 .............................................................. 40 

3.1.3 Decentralization Act ................................................................................................... 41 

3.1.4 General Laws Act – 4/68 (Public property) .............................................................. 41 

3.1.5 Law on Cultural and Historical places and objects of the Maldives - 27/79 ............. 42 

3.2 Relevant Domestic Regulations and Guidelines ............................................................ 42 

3.2.1 Environmental Impact Assessment Regulations 2012 ................................................ 42 

3.2.2 The Civil Aviation Regulations ................................................................................... 43 

3.2.3 Sand and Coral Mining Regulation ............................................................................ 45 

3.2.4 Regulation on Dredging and Land Reclamation ........................................................ 45 

3.2.5 Regulation on Cutting Down, Uprooting, Digging Out and Export of Trees and 

Palms from One Island to Another ........................................................................................ 46 

3.2.6 Dewatering Regulation (Regulation No. 2013/R-1697) ............................................. 47 

3.2.7 Waste Management Regulation 2013 ......................................................................... 48 

1.1.1 Regulation on Environmental Damage Liabilities (2011/R-9).................................. 48 

3.2.8 Compliance ................................................................................................................. 49 

1.2 Permits Required for the Project .................................................................................... 49 

1.2.1 Environmental Impact Assessment (EIA) Decision Note ........................................... 49 

3.2.9 Work Permit and Security Clearance ......................................................................... 49 

3.2.10 Dewatering Permit ..................................................................................................... 49 

3.2.11 Dredging and Reclamation Permit ............................................................................. 50 

1.3 Responsible Institutions ................................................................................................. 50 

1.3.1 Ministry of Environment & Energy ............................................................................ 50 

1.3.2 Ministry of Housing and Infrastructure...................................................................... 50 


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1.3.3 City Council ................................................................................................................ 51 

1.4 Guiding Policies and Documents ................................................................................... 51 

1.4.1 Waste Management Policy ......................................................................................... 51 

1.5 International Conventions .............................................................................................. 51 

1.5.1 Convention on Biological Diversity ........................................................................... 51 

1.5.2 UNFCCC and Kyoto Protocol .................................................................................... 52 

1.5.3 United Nations Convention on the Law of the Sea (UNCLOS).................................. 52 

1.5.4 International Convention for the Prevention of Pollution from Ships (MARPOL).... 53 

4 EXISTING ENVIRONMENT .............................................................................................. 54 

4.1 Meteorology ................................................................................................................... 54 

4.1.1 Climate........................................................................................................................ 54 

4.1.2 Winds .......................................................................................................................... 55 

4.1.3 Rainfall ....................................................................................................................... 57 

4.1.4 Temperature................................................................................................................ 59 

4.2 Hydrology....................................................................................................................... 60 

4.2.1 Tidal Pattern ............................................................................................................... 60 

4.2.2 Waves .......................................................................................................................... 62 

4.2.3 Currents ...................................................................................................................... 65 

4.2.4 Sea Level Rise ............................................................................................................. 70 

4.2.5 Bathymetry .................................................................................................................. 70 

4.3 Topography, Geology and Soils ..................................................................................... 72 

4.3.1 Geology ....................................................................................................................... 72 

4.4 Water .............................................................................................................................. 78 

4.4.1 Ground water quality.................................................................................................. 78 

4.4.2 Marine water quality .................................................................................................. 79 

4.5 Ecology........................................................................................................................... 81 

4.5.1 Terrestrial Environment ............................................................................................. 81 

4.5.2 Marine Ecology .......................................................................................................... 90 

4.6 Air quality, Noise and Vibration .................................................................................. 108 

4.6.1 Noise Quality ............................................................................................................ 108 

4.6.2 Air Quality ................................................................................................................ 109 

4.7 Recreational Resources ................................................................................................ 109 

4.7.1 Parks and recreational areas ................................................................................... 109 

4.7.2 Surfing ...................................................................................................................... 110 

4.7.3 Diving ....................................................................................................................... 110 

4.7.4 Recreational Fishing ................................................................................................ 110 

4.7.5 Sports ........................................................................................................................ 110 

4.8 Natural Hazards ............................................................................................................ 113 

4.8.1 Earthquake................................................................................................................ 113 


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4.8.2 Tsunamis ................................................................................................................... 116 

4.9 Baseline Social Conditions........................................................................................... 118 

4.9.1 Demography ............................................................................................................. 118 

4.9.2 Economic activities ................................................................................................... 122 

4.9.3 Employment .............................................................................................................. 123 

4.9.4 Public Finance .......................................................................................................... 125 

4.9.5 Land use .................................................................................................................... 126 

4.9.6 Traffic Conditions ..................................................................................................... 128 

4.9.7 Livelihoods of economic groups ............................................................................... 129 

4.9.8 Transport Services .................................................................................................... 130 

4.9.9 Services quality and accessibility ............................................................................. 132 

4.9.10 Community needs ...................................................................................................... 133 

5 IMPACTS IDENTIFICATION ........................................................................................... 134 

5.1 Introduction .................................................................................................................. 134 

5.2 Nature of potential impacts on key components .......................................................... 134 

5.3 Identification of significant impacts ............................................................................. 134 

5.4 Overall positive impacts from the project .................................................................... 141 

6 SIGNIFICANT IMPACTS AND MITIGATION MEASURES ......................................... 142 

6.1 Impact Assessment on Marine Hydrodynamic ............................................................ 142 

6.1.1 Characteristics of regional hydrology ...................................................................... 142 

6.1.2 Characteristics and changes of flow field before and after engineering construction143 

6.1.3 Construction impacts on scouring, silting and coastal erosion ............................... 146 

6.1.4 Impacts on Surfing Area ........................................................................................... 147 

6.2 Impact on marine water quality .................................................................................... 152 

6.2.1 Impact and mitigation measures during construction period .................................. 152 

6.2.2 Analysis for impact of bridge deck runoff on marine water quality during operating 

period 154 

6.3 Impact assessment on marine ecology ......................................................................... 154 

6.3.1 Impact analysis and mitigation measures during construction period .................... 154 

6.3.2 Assessment on marine ecology impact during operating period .............................. 156 

6.4 Impact assessment on terrestrial ecology ..................................................................... 156 

6.4.1 Direct vegetation impacts from the bridge and associated roads ............................ 157 

6.4.2 Direct vegetation impacts from the work sites ......................................................... 157 

6.4.3 Mitigation measures ................................................................................................. 157 

6.5 Noise and Vibration Impact Assessment ..................................................................... 158 

6.5.1 Noise and Vibration impact assessment and mitigation measures during the 

construction period .............................................................................................................. 158 

6.5.2 Prediction and evaluation on traffic noise impact during operation period ............ 160 

6.6 Impact Assessment on Ambient Air ............................................................................ 167 


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6.6.1 Impacts on ambient air during construction period and mitigation measures ........ 167 

6.6.2 Prediction and evaluation on automobile exhaust impact during operating period 169 

6.7 Impact Assessment on Groundwater ........................................................................... 176 

6.7.1 Impact Assessment on Groundwater during construction period ............................ 176 

6.7.2 Mitigation measures to reduce risks to ground water .............................................. 177 

6.8 Evaluation of landscape impact.................................................................................... 177 

6.9 Social Impact Assessment ............................................................................................ 180 

6.9.1 Socio-economic impacts ........................................................................................... 180 

6.9.2 Socio-economic impact mitigation measures ........................................................... 185 

6.10 Marine Navigation Risk Assessment ........................................................................... 187 

6.10.1 Present situation of navigation environment ............................................................ 187 

6.10.2 Navigation safety analysis of bridge ........................................................................ 188 

6.10.3 Risk factor analysis of proposed project .................................................................. 189 

6.10.4 Risk management of proposed project...................................................................... 190 

6.11 Cost of Mitigation measures ........................................................................................ 194 

7 ALTERNATIVES ............................................................................................................... 195 

7.1 ‘No Project’ Alternative ............................................................................................... 195 

7.2 Comparison and Selection for Bridge Location Scheme ............................................. 197 

7.2.1 Introduction to Bridge Location Scheme .................................................................. 197 

7.2.2 Comparison and Selection Results for Bridge Location Scheme ............................. 198 

7.3 Comparison and Selection for Bridge Scheme ............................................................ 200 

7.3.1 Factors considered for selecting a bridge scheme ................................................... 200 

7.3.2 Introduction to Bridge Scheme ................................................................................. 202 

7.3.3 Scheme Comparison of Bridge ................................................................................. 204 

7.4 Foundation Scheme Comparison ................................................................................. 205 

7.4.1 Foundation Scheme Introduction ............................................................................. 205 

7.4.2 Results of Foundation Scheme Comparison ............................................................. 207 

7.5 Alternative works site for Male’ .................................................................................. 209 

7.6 Alternative of Borrow Area.......................................................................................... 209 

7.7 Alternative Scheduling ................................................................................................. 210 

8 ENVIRONMENTAL MANAGEMENT PLAN ................................................................. 212 

8.1 Environmental management system............................................................................. 212 

8.1.1 Management structure and responsibilities ............................................................. 213 

8.1.2 Project proponent ..................................................................................................... 214 

8.1.3 Consultants ............................................................................................................... 214 

8.1.4 Environmental Protection Agency ............................................................................ 214 

8.1.5 Contractors ............................................................................................................... 214 

8.1.6 Local Authority ......................................................................................................... 215 

8.2 Management Programme ............................................................................................. 215 


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8.3 Communications........................................................................................................... 222 

8.4 Monitoring and Reporting Responsibilities ................................................................. 224 

8.5 Evaluation..................................................................................................................... 225 

8.6 Capacity Building ......................................................................................................... 225 

8.7 Bridge EIA Implementation Budget ............................................................................ 226 

8.8 Stakeholder Engagement .............................................................................................. 226 

8.9 Health and Safety Management ................................................................................... 226 

9 ENVIRONMENTAL MONITORING PLAN .................................................................... 230 

9.1 Introduction .................................................................................................................. 230 

9.2 Objectives of the Monitoring Plan ............................................................................... 230 

9.3 Before Construction ..................................................................................................... 230 

9.4 Monitoring during Construction Phase ........................................................................ 230 

9.5 Monitoring during operations phase ............................................................................ 231 

9.6 Socio-economic impact monitoring ............................................................................. 231 

9.7 Monitoring Report ........................................................................................................ 231 

9.8 Commitment for Monitoring ........................................................................................ 231 

10 STAKEHOLDER CONSULTATIONS .............................................................................. 241 

10.1 Introduction .................................................................................................................. 241 

10.2 Summary of stakeholder concerns and issues .............................................................. 241 

10.3 Key findings of ferry user consultations ...................................................................... 242 

10.3.1 Public awareness and acceptance ............................................................................ 242 

10.3.2 Existing travel (Hulhumale’-Male’) ......................................................................... 242 

10.3.3 Existing travel (Male’-Hulhule) ............................................................................... 243 

10.3.4 Advantages of current mode of travel ....................................................................... 243 

10.3.5 Preferred mode of travel ........................................................................................... 243 

10.3.6 Benefits of bridge development ................................................................................. 244 

10.3.7 Enhance the positive impact of the project ............................................................... 244 

10.4 Key findings of the public consultations ...................................................................... 245 

10.4.1 Use of the Area Surrounding the Proposed Project Location .................................. 245 

10.4.2 Awareness of the project........................................................................................... 245 

10.4.3 Preferred Mode of Transportation Once the Bridge is Operational ........................ 245 

10.4.4 Concerns regarding the project ................................................................................ 246 

10.4.5 Benefits of the project ............................................................................................... 246 

10.4.6 Enhancing the impact of the project ......................................................................... 246 

11 Potential Data Gaps and Assessment Limitations ............................................................... 248 

11.1 Gaps in Information ..................................................................................................... 248 

11.2 Uncertainties in Impact Prediction ............................................................................... 248 

12 CONCLUSIONS ................................................................................................................. 250 

REFERENCES ........................................................................................................................... 254 


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APPENDIX A – Terms of Reference ..................................................................................... 257 

APPENDIX B – Site Plan ....................................................................................................... 258 

APPENDIX C – Detailed drawings ........................................................................................ 259 

APPENDIX D – Work Plan .................................................................................................... 260 

APPENDIX E – Survey Locations.......................................................................................... 261 

APPENDIX F – Wave information for Male’ region ............................................................. 262 

APPENDIX G – Bathymetry .................................................................................................. 264 

APPENDIX H – Water Test Results ....................................................................................... 265 

APPENDIX I – Fish Census ................................................................................................... 266 

APPENDIX J – Consultation Notes ........................................................................................ 269 

APPENDIX K – CV’s of Consultants..................................................................................... 308 

APPENDIX L – Declaration and Commitment to Monitoring ............................................... 309 

APPENDIX M – Survey forms ............................................................................................... 310 


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List of Figures 

Figure 1.1: Study Area boundary .................................................................................................... 5 

Figure 1.2: Schematic diagram of the measurement method .......................................................... 6 

Figure 2.1: Location map of proposed bridge and worksites....................................................... 13 

Figure 2.2: Locality map showing sensitive environments and marine protected areas .............. 14 

Figure 2.3: Proposed site plan (Reduced Version) ....................................................................... 15 

Figure 2.3a: Project foot print and Potential Affected Areas at bridge site .................................. 16 

Figure 2.3b: Project foot print and Potential Affected Areas at borrow site ................................ 17 

Figure 2.5 Typical Cross-section of the Bridge ............................................................................ 18 

Figure 2.6: Standard Cross-section of Concrete Box Girder of Main Bridge .............................. 19 

Figure 2.7: Standard cross-section of the approach bridge ........................................................... 20 

Figure 2.8 Standard Cross-section of Subgrade ............................................................................ 20 

Figure 2.9: Cross section Diagram of Approach Embankment .................................................... 22 

Figure 2.10: Schematic Diagram for Plane Layout of Precast yard on Hulhumale Island ........... 23 

Figure 2.11: Layout of Construction Site on Male’ Island ........................................................... 24 

Figure 2.12 Schematic Diagram for Plane Layout of Construction Site on Airport Island .......... 25 

Figure 2.13: Schematic Diagram for Main Control Conditions on Topography and Land Features 

for the Bridge ................................................................................................................................ 26 

Figure 2.14: Integral Steel Casing Platform and Bottom Steel Cofferdam Structure Diagram .... 28 

Figure 2.15: Process Flow Diagram for Construction Technology of Integral Steel Casing 

Platform + Bottom Steel Cofferdam ............................................................................................. 29 

Figure 2.16 Self-elevating mobile platform .................................................................................. 32 

Figure 4.1: Monthly Frequencies of Wind Direction in Central Maldives based on National 

Meteorological Center 10 year Data (adapted from Naseer, 2003). ............................................. 56 

Figure 4.2: 24 Year Wind Frequency Recorded at National Meteorological Center. .................. 56 

Figure 4.3: Mean Daily Wind Speed and Direction Recorded at National Meteorological Centre 

(1978 – 2004) ................................................................................................................................ 57 

Figure 4.4: Mean Monthly Rainfall in Hulhule’ (1975-2004)...................................................... 58 

Figure 4.5: Maximum daily rainfall by year in Hulhule’ (1975-2005) - (Source: Hay, 2006) ..... 58 

Figure 4.6: Maximum Temperature by year in Hulhule’- 1975-2005 (Source: Hay, 2006) ........ 59 

Figure 4.7: Picture of coast and tide in bridge location ................................................................ 61 

Figure 4.8: Rising and falling field during spring tide.................................................................. 61 

Figure 4.9: Flow direction process of mean flow speed for layered and vertical line at 1 # survey 

point .............................................................................................................................................. 66 

Figure 4.10: Flow direction process of mean flow speed for layered and vertical line at #2 

survey point ................................................................................................................................... 66 

Figure 4.11: Estimated wave patterns aorund Gaadhoo Koa ........................................................ 68 


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Figure 4.12: Daily mean values of sea level for Hulhulé (1989 to 2005), relative to mean sea 

level. Also shown is the linear trend in sea level over the same period ....................................... 70 

Figure 4.13: Bathymetry model of Gaadhoo Koa ......................................................................... 71 

Figure 4.14 Bathymetry around Male’ .......................................................................................... 73 

Figure 4.15: Bathymetric model of theeastern side of Male’ showing the past reef collapse areas 

....................................................................................................................................................... 75 

Figure 4.16: Schematic diagram of existing drilling location in Male Island .............................. 76 

Figure 4.17: Rock specimen of geological exploration drilling ................................................... 78 

Figure 4.18: Vegetation cover at the children’s park .................................................................... 82 

Figure 4.19: Old Nika tree and vegetation within the foot print of the widened road .................. 82 

Figure 4.20: Vegetation around the bridge landing area at Male’ ................................................ 82 

Figure 4.21: Vegetation around the bridge landing area at Hulhule’ ........................................... 83 

Figure 4.22: Cross-section of the reef system on the southeast corner of Malé (not-to-scale)..... 90 

Figure 4.23: Cross-section of the reef system on the southeast corner of Hulhulé (not-to-scale) 91 

Figure 4.24: Select images showing typical benthic substrate composition along transect 1 

(Raalhugandu, Male’ 10 m depth) ................................................................................................ 92 

Figure 4.25: Benthic substrate composition along transect 1 (Raalhugandu, Male’ 10 m depth) 92 

Figure 4.26: Coral genera composition along transect 1 (Raalhugandu, Male’ 10 m depth) ....... 93 









Figure 4.33: Select images showing benthic substrate composition along transect 4 – (Hulhule’ 

10 m depth) ................................................................................................................................... 98 

Figure 4.34: Benthic substrate composition along transect 4 (Hulhule’ Island, 10 m depth) ....... 98 

Figure 4.35: Coral genera composition along transect 4 (Hulhule’ Island, 10 m depth) .............. 99 


20 m depth) ................................................................................................................................... 99 

Figure 4.37: Benthic substrate composition along transect 5 (Hulhule’ Island, 20 m depth) ..... 100 

Figure 4.38: Coral genera composition along transect 5 (Hulhule’ Island, 20 m depth) ............ 100 


30 m depth) ................................................................................................................................. 101 

Figure 4.40: Benthic substrate composition along transect 6 (Hulhule’ Island, 30 m depth) ..... 101 

Figure 4.34: Coral genera composition along transect 6 (Hulhule’ Island, 30 m depth) ............ 102 

Figure 4.41: Benthic substrate composition along transect 7 (Malé, Dolphin Café, 2 m depth 102 


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Figure 4.42: Select images showing reef flat at Raalhugandu area ............................................ 103 

Figure 4.43: Select images showing sea bed at the channel near Raalhugandu area .................. 104 

Figure 4.44:Select images showing reef flat along south eastern side of Hulhule’ .................... 105 

Figure 4.45: Select images showing seabed at channel near Hulhule’ ....................................... 106 

Figure 4.46: Select images showing Maldives Victory dive site, stressed from sedimentation . 107 

Figure 4.47: Football pitch at Adi park ....................................................................................... 111 

Figure 4.48: Adi park area .......................................................................................................... 111 

Figure 4.49: Parks and recreational areas in the vicinity of the project site ............................... 112 

Figure 4.50: Regional distribution map of historical earthquakes ............................................. 114 

Figure 4.51: Earthquake structure area and its simulation fault line resource ........................... 115 

Figure 4.52: The affected area and wave height in Male’ during 2004 tsunami ........................ 116 

Figure 4.53: Water level recordings from the tide gauge at Hulhulé’ indicating the wave height 

of tsunami 2004........................................................................................................................... 117 

Figure 4.54: Population of Male’ between 1985- 2014 .............................................................. 118 

Figure 4.55: Population of Male’ by ward, 2000-2014 .............................................................. 119 

Figure 4.56: Population Pyramid for Male’, 2006 ..................................................................... 121 

Figure 4.57: Change in employment by industry, 2006 and 2010 .............................................. 124 

Figure 4.58: Employment by industry for Male’, 2007 .............................................................. 124 

Figure 4.59: Number of Living quarters in Male’ from 1985 to 2014 ....................................... 126 

Figure 4.60: Income levels of residents in Male’ area (in MVR). .............................................. 129 

Figure 6.1: Flow Regime at flood and ebb tide before and after the Construction..................... 144 

Figure 6.2 Variation Diagram of Flow Velocity after the Bridge Construction ......................... 145 

Figure 6.3 Model of Submarine Topography ............................................................................. 148 

Figure 6.4 Model of Bridge ........................................................................................................ 148 

Figure 6.5 Model of Main Pier for Grand Bridge ....................................................................... 149 

Figure 6.6 Lateral Wave Propagation Picture of Male Island Before Construction of Bridge ... 150 

Figure 6.7: Lateral Wave Propagation Picture of Male Island After Completion of the Bridge 151 

Figure 6.8: Wave Height Comparison at Different Locations Behind the Bridge Location (Wave 

for Two Year Return Period on Designed High Water Level ) .................................................. 151 

Figure 6.9: Wave Height Comparison at Different Locations Behind the Bridge Location (Wave 

for Two Year Return Period on Designed low Water Level ) .................................................... 152 

Figure 6.10: Effect diagram for the project ................................................................................ 161 

Figure 6.11: Distribution of horizontal sound field .................................................................... 163 

Figure 6.12 Distribution of vertical sound field in K0+015 section at daytime ......................... 164 

Figure 6.13 Distribution of vertical sound field in K0+015 section in nighttime ...................... 164 

Figure 6.14 Sketch of prediction points ...................................................................................... 165 

Figure 6.15: The distribution diagram of predicted annual average concentration of NO2 ....... 173 

Figure 6.16: The distribution diagram of predicted hourly average concentration of NO2 ....... 174 

Figure 6.17: The distribution diagram of predicted hourly average concentration of CO ......... 175 


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Figure 6.18 Design sketch after completion of proposed project (bird's-eye view) ................... 178 

Figure 6.19 Design sketch after completion of the proposed project (eye-level)....................... 178 

Figure 6.20 Perspective drawing on the bridge of the proposed project .................................... 179 

Figure 6.21 Perspective drawing of piers of approach bridge of the proposed project .............. 179 

Figure 7.1: Plan of Each Route Location Scheme ...................................................................... 197 

Figure 7.2: Schematic Diagram for Main Control Conditions on Topography and Surface 

Features for the Bridge................................................................................................................ 200 

Figure 7.4: General Structure of Pile-group Foundation for main pier (Unit: m) ...................... 206 

Figure 7.5: General Structure of Main Pier Caisson Foundation (Unit:cm)............................... 207 

Figure 7.6: Preferred altenative worksite in Male’ ..................................................................... 211 

Figure 8.1 : Environmental Management Strategy flow diagram............................................... 213 

Figure 8.2: Environmental Management Plan for construction and operation phase ................. 223 

List of tables 

Table 1.1: Fish abundance category................................................................................................ 7 

Table 2.1: Predicted Results on Traffic Volume for this Project (pcu/d) ..................................... 18 

Table 2.2: Proposed sand borrow area details .............................................................................. 27 

Table 2.3 Key equipment for the main bridge .............................................................................. 33 

Table 2.4 Key equipment for the approach bridge ....................................................................... 33 

Table 2.5 Key equipment for the type-I girder precast & installation .......................................... 34 

Table 2.6 Key equipment for land connection works ................................................................... 35 

Table 2.7: Major Project Inputs .................................................................................................... 37 

Table 2.8: Major Project Outputs.................................................................................................. 38 

Table 4.1: Key Meteorological Information of the Maldives ....................................................... 54 

Table 4.2: Summary of General Wind Conditions from National Meteorological Center ........... 55 

Table 4.3: Probable Maximum Precipitation for various Return periods in Hulhule’.................. 59 

Table 4.4: Tidal Variations at Hulhule International Airport ....................................................... 60 

Table 4.5: Design tide levels and tide ranges with different recurrence intervals in tide station of 

Airport Island (PIII) ...................................................................................................................... 60 

Table 4.6: Table for wave height calculation parameters ............................................................. 63 

Table 4.7: Effective wave height (m) and mean wave period (s) of SSE direction of the control 

points in the vicinity of bridge location ........................................................................................ 63 

Table 4.8: Maximum mean flow velocity and corresponding flow direction at the pier under the 

current conditions in different recurrence intervals (flow velocity: m/s, flow direction) ............. 69 


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Table 4.1: Groundwater Quality Results ...................................................................................... 78 

Table 4.10: Marine water quality assessment results from MWSC laboratory ............................ 80 

Table 4.11 - Flora inventory at proposed bridge work area in Male’ ........................................... 86 

Table 4.12: Fauna inventory at proposed bridge work area in Male’ ........................................... 89 

Table 4.13: Pests observed in proposed bridge work area in Male’ ............................................. 89 

Table 4.14: Ambient Noise Quality Monitoring Results ............................................................ 108 

Table 4.15: Parks and recreational areas in the vicinity ............................................................. 109 

Table 4.16: Regional earthquake list (M≥7, 1902-2014) ........................................................... 114 

Table 4.17: Average Annual Population Growth Rate, 2014 ..................................................... 120 

Table 4.18: Supply of Housing Units in Hulhumale', 2010-2012 .............................................. 127 

Table 4.19: Housing projects in Hulhumale’ Phase 1 ................................................................. 127 

Table 4.20: Number of health professionals in Male’ zone. ....................................................... 132 

Table 5.1: Impact Identification Matrix ...................................................................................... 135 

Table 5.2: Evaluation of key impacts on the natural environment during construction and 

operation stage ............................................................................................................................ 136 

Table 6.1 Traffic flow prediction of main road Unit: PCU/d ..................................................... 161 

Table 6.2 Traffic flow of per hour after the conversion Unit: number/hour ............................... 162 

Table 6.3 Noise limits regulated in PPG 24 for newly built road project (Unit: dB(A)]........ 162 

Table 6.4 Conditions of prediction points................................................................................... 165 

Table 6.5 Prediction results Unit: dB(A) .................................................................................... 165 

Table 6.6 Traffic flow at different operating period (vehicle per hour) ..................................... 169 

Table 6.7 Motor Vehicle Emission Standard of Maldives .......................................................... 170 

Table 6.8 Source intensity of automobile exhaust in long-term operation (the mean in daytime of 

2032) ........................................................................................................................................... 170 

Table 6.9 Maximum landing concentration at the regional grid point ....................................... 171 

Table 6.10: List of calculation results of sensitive point (contribution value) ........................... 172 

Table: 6.11: Resorts in South Male’ Atoll .................................................................................. 184 

Table 6.12: Impact mitigation measures. .................................................................................... 185 

Table 7.1: Comparative Summary of "No Project" alternative ................................................. 195 

Table 7.2 Comparison Table for Each Scheme .......................................................................... 198 

Table 7.3: Scheme Comparison of Main Bridge ........................................................................ 204 

Table 7.4: Comparison Table of Main Bridge Foundation Construction ................................... 208 

Table 8.1: Environmental Management Plan for construction and operation phase .................. 216 

Table 9.1: Before construction monitoring plan ........................................................................ 232 

Table 9.2: Monitoring schedule for construction stage .............................................................. 234 

Table 9.3: Monitoring schedule for operations stage .................................................................. 237 

Table 9.4: Monitoring schedule for socio-economic impacts ..................................................... 239 

Table 11.1: EIA study aspects and their limitations .................................................................. 249 


Page|xiv


List of Abbreviations 

COADS 

DPR 

EIA 

EPA 

GPS 

IPCC 

IPPC 

MACL 

MEE 

MHI 

MoTAC 

MoTCA 

MPL 

MSL 

MWSC 

NAPA 

NE 

NEAP II 

NW 

SAP 

SE 

TSS 

ToR 

UNFCCC 

Comprehensive Ocean-Atmosphere Data Set 

Daily Progress Report 

Envrionmental Impact Assessment 

Environmental Protection Agency 

Global Positioning System 

Intergovernmental Panel on Climate Change 

International Plant Protection Convention 

Maldives Airports Company Limited 

Ministry of Environment and Energy 


Ministry of Tourism, Arts and Culture 

Ministry of Tourism and Civil Aviation 

Maldives Ports Limited 

Mean Sea Level 

Maldives Water and Sewerage Company 

National Adaptation Programme of Action 

North East 

National Environmental Action Plan II 

North West 

Strategic Action Plan 

South East 

Total Suspended Solids 

Term of Reference 

United Nations Framework Convention on Climate Change and the Kyoto 

Protocol 


Page|xv


Acknowledgement 

This report is prepared by China Shipping Environment Technology (Shanghai) Co. Ltd 

(CSET), China and CDE Consulting, Maldives. 

The team members from CSET of this EIA are: 

1. Mr Xinglong Chen (Team Leader, China) 

2. Mr Baojun Cui (Noise impact assessment) 

3. Mr Yucai Bai (Marine impact assessment) 

4. Ms Xuhua Yu (Environmental risk assessment) 

5. Ms Ying Xu (Atmospheric environment impact assessment) 

The team members from CDE of this EIA are: 

1. Dr. Ahmed Shaig (Team Leader, Maldives) 

2. Dr. Simad Saeed (Social impact assessment) 

3. Mr Mohamed Faizan (Marine baseline assessment) 

4. Mr Ali Moosa Didi (Hydrographic surveys) 

5. Mr Ali Nishaman Nizar (Terrestrial Environment) 

6. Mr. Mohamed Ali (Marine surveys) 

7. Mr. Mohamed Haiman (Marine surveys) 

8. Ms. Aneesa Yoosuf (Social impact assessment) 

9. Ms. Nashiya Saeed (Social impact assessment) 

10. Ms. Hana Saeed (Social impact assessment) 

11. Ms. Shahda (Terrestrial Environment) 

In addition 10 enumerators were involved in community consultations and social surveys 

The curriculum vitae’s of the EIA consultants are attached in Appendix F of this report. 


Page|xvi


Lead Consultant’s Declaration 


Page|xvii


Proponent’s declaration 

This page intentionally left blank 

Please refer to Appendix E 


Page|xviii


Executive Summary 

The purpose of this document is to fulfil the requirements to get necessary environmental 

clearance from the Environmental Protection Agency (EPA) to carry out the proposed Hulhule- 

Male’ Bridge Project. The proponent of this project is Ministry of Housing and Infrastructure 

(MHI). This EIA has been prepared by China Shipping Environment Technology (Shanghai) Co. 

Ltd, China and CDE Consulting, Maldives. 

The project involves the construction and operation of a bridge linking Hulhule and Male’ Island 

across Gaadhoo Koa atoll pass. This is the first bridge of its kind in the Maldives. The total 

length of the proposed bridge is 2 km; the section of the bridge that covers the overwater area 

across Gaadhoo Koa channel is 1.39 km. The elevation of the bridge is 20 m. The width of the 

bridge is 20 m and there will be four lanes and pedestrian/bicycle lanes. The bridge landing area 

on Malé side is next to the Tsunami Monument and onto the Boduthakurufaanu Magu. The 

landing area on Hulhule’ is on the southern tip of Hulhule Island. The landing area that connects 

with Hulhule needs some land reclamation and shore protection. The source of sand for 

reclamation is a proposed harbour at Gulhifalhu Island. The duration of the proposed project is 

two years. The projects sites cover the bridge landing areas on the SE corner of Male’ (next to 

Tsunami monument), bridge approach located on the reef slopes of Male’ and the bridge main 

span located in the deep waters of Gaadhoo Koa. In addition, there will be a casting yard in 

Hulhumale’, a worksite in Hulhule and a worksite in Male’ located in “Adi Park”. The project is 

expected to employ about 480 persons of which specialist foreign labour will consist of 120 

persons and the rest are expected to be sourced from local workforce. 

The main rationale for the Hulhule-Malé Bridge is to increase the social development and 

economic opportunities in the Malé urban area. One of the biggest bottlenecks to the full 

utilization of Malé-Hulhule-Hulhumale as contiguous unit is the absence of land links. The 

bridge will link both the airport and Hulhumale’ to Malé and is part of a broader masterplan to 

link all the islands within Malé Urban Region spanning from Hulhumale’ to Thilafushi. The 

objective of this project is to develop the Malé and Hulhule section of the overall link. 

All project activities will be in conformance to the laws and regulations of the Maldives, and 

relevant international conventions that Maldives is party to. The key laws and regulations 

applicable to this project are Environmental Protection and Preservation Act, The Civil Aviation 

Act 2001, Decentralization Act, General Laws Act 4/68 and Law on Cultural and Historical 

Places 27/79. The key regulations applicable to this project are , Environmental Impact 

Assessment (EIA) Regulation 2012, Civil Aviation Regulations, Sand and Coral Mining 

Regulation, Regulation on Dredging and Reclamation, Regulation on cutting down trees, 

Dewatering Regulation, Waste Management Regulation 2013 and Regulation on Environmental 

Damage Liabilities 2011/R-9. This EIA is prepared based on the EIA Regulation 2012. 


Page|xix


Existing environment of the proposed bridge sites and its surroundings were assessed. The 

proposed site for the project is Gaadhoo Koa. On Male’ side, the structure utilises the gentle reef 

slope on the SE corner of Male’ to construct the bridge approach. The main pillars are located at 

40 m depth on the channel bottom and the approach for Hulhule is partially on the Hulhule reef 

slope. The channel experiences strong tidal flow and receives strong swells from the SE 

direction. In particular, the wave conditions on the SE reef corner of Malé and on the southern 

tip of Hulhule Island are particularly strong. These hydrological conditions may hamper the 

project activities. The ecological condition of the reef around the proposed site is poor. 

However, there is a prominent dive site – the Maldives Victory - within close proximity to the 

site. The coastal areas around both Hulhule and Malé island is protected using shore protection 

measures and therefore impacts on coastal environment and erosion is non-existent. The 

proposed bridge passes over Raalhugandu, a prominent surfing spot in Malé. Gaadhoo Koa is at 

present is the main shipping lane for Malé port but will have to be closed down permanently. 

The proposed worksites at Hulhumale’ and Hulhule are barren land which were recently 

reclaimed. The sites on Malé will occupy land presently used for recreation. Traffic flow at the 

proposed site is very high and road closure is imminent. Traffic will have to be diverted. The 

proposed landing area on the southern tip of Hulhumale’ will interfere with flight path and 

therefore will have the work times restricted 

The negative physical impacts during the construction stage of this project are limited to the 

immediate vicinity of the project site and work sites. These include impacts on groundwater 

quality due to potential contamination; impacts on marine water quality due to drilling, 

reclamation, dredging, accidental oil or chemical spills, sewage, waste dumping and anchoring; 

vegetation loss on Malé site, impacts on marine ecology due to drilling, dredging, reclamation, 

shore protection, anchoring, self-lifting platform spuds; potential impacts on reef slope geology 

due to vibrations and drilling; hydrodynamic changes in relation to tidal flow and wave height 

changes; and noise, dust and vibration impacts around Malé landing site and Hulhumale’ work 

sites. Socio economic negative impacts include significant impacts on marine traffic which 

would be blocked off for the entire construction period; impacts on the surfing activities during 

construction; impacts on recreational activities at Adi Park; land traffic disruption; disruptions to 

airport activities; social impacts associated with a having large foreign workforce and impacts 

on visual amenity. 

Negative impacts during operation stage include loss of livelihood for ferry operators; increased 

accidents due to speeding, traffic congestion in Male’ due to presence of more vehicles arriving 

from Hulhumale’; rapid increase in traffic in Hulhumale’ which at present enjoys limited traffic; 

potential effects on surfing activities; parking challenges at airport, effects of surface runoff on 

marine water quality due to contaminants on the road surface; noise impacts around Male’ 


Page|xx


landing area, increased cost of airport transfer if the ferry services are ceased; impacts of shading 

from bridge on marine ecology; and, potential marine accidents with the bridge piers. 

The project mainly has positive socio-economic benefits, including increased direct and indirect 

job opportunities, growth of Hulhumale’ as an extension of Male’, ease of transport, tourism 

growth in Hulhumale’ and availability of better housing options. 

A number of mitigation measures are proposed for the most significant impacts from the project. 

These include reuse of dreg removed from the drilling activities for backfilling in Thilafushi, 

proper management of sewage, relocating trees within the project foot print, limiting working 

hours around bring landing site in Male’, planned rerouting of traffic, proper management and 

disposal of drilling fluids, installing anti-collision measures for marine traffic, measure to 

prevent marine and ground water pollution, measures to prevent sedimentation during dredging 

and reclamation, and measures to minimise impacts on social activities within the project foot 

print. 

Alternatives options were evaluated for the activities that are identified to have significant 

impacts on or from the project. The “no project” option was found to be viable for this project 

based on economic and social grounds as there are numerous other national level social and 

economic priorities. However, the “no project” option was found to be not viable in political 

terms as the proposed bridge is a key election promise of the present Government and the 

negotiations with the Chinese Government is far advanced. Additional alternatives evaluated 

include the choice of bridge location, bridge design scheme, foundation designs, dredging 

options, work site locations and scheduling. Among these, given the high impact on recreational 

activities in Adi park area, an alternative site with the same land area as the original plan is 

recommended within Adi Park area. Alternative dredging sites may have to be considered in a 

future addendum to this report. 

Stakeholders covering relevant government agencies, civil society and economic entities were 

consulted and their concerns are included in the report and recommended for the eventual 

implementation. In addition, a public opinion survey covering 847 respondents was conducted at 

the ferry terminal and within Male’. In general, there was an overwhelming positive response 

towards the project. The concerns of the Government agencies were similar focusing on bridge 

design parameters (such as bridge width, elevation, appearance and location), functionality (eg. 

how it fits within the broader master plan and traffic flow requirements), jurisdictional issues, 

and impacts on Male’ traffic. Some serious specific concerns were raised by some economic 

entities such as the communications service providers who will incur a significant cost to 

relocate their main manhole connecting the submarine fibre optic cables which support most of 

the communications of Male’. The manhole is located right below the bridge landing area and 

any shifting will involve significant disruption to communications in Maldives, specifically 


Page|xxi


because the two service providers have their cables landing a the proposed bridge site. Concerns 

also exist with Maldives Ports Authority regarding closure of Gaadhoo Koa, but they have 

already been preparing for the change. Civil Aviation raised concerns about the bridge elevation, 

equipment elevation during construction, lighting during construction and operation and the 

significant time restrictions imposed when working closer to the airport. Among civic society the 

surfers have serious concerns regarding the potential unuseability of the surfing area, 

Raalhugandu, due to closure during construction and due to potential changes in wave conditions 

following pier construction. Public using the Adi Park area were concerned that the most heavily 

used areas are currently planned to be used as a work site in Male ‘during construction. They 

recommended changing the orientation to avoid the main areas of use. This change has been 

recommended in the alternatives section. 

Monitoring plan is designed to assess significant impacts on key areas such as marine water 

quality, noise, groundwater quality, air quality, waste management, marine pollution, social 

changes and impacts on reef environment. The management plan for this project is designed to 

produce a framework for anticipated impacts, including practicable and achievable performance 

requirements and systems for monitoring, reporting and implementing corrective actions. In 

addition provide evidence of compliance to legislation, policies, guidelines and requirements of 

relevant authorities. 

As the project has limited major adverse environmental impacts and relatively high socio 

economic benefits, the project should be carried out as proposed and with the mitigation 

measures and alternatives suggested in this report. 


Page|xxii


ސާދާ‏ ޚުލާސާ‏ 

މި‏ ރިޕޯޓަކީ‏ ހުޅުލެއާއި‏ މާލެ‏ އާއި‏ ދެމެދު‏ 

ޕްލޭ‏ ‏ްނ އެޅުމަށް‏ 

ކުރެވެމުންދާ‏ ބްރިޖް‏ 

އިމާރާތްކުރުމުގައާއި‏ ހިންގުމުގައި‏ 

ތިމާވެއްޓަ‏ ‏ްށ 

ކޮށްފާނެ‏ އަސަރު‏ ވަޒަންކުރުމުގެ‏ ގޮތުން‏ 

ތައްޔާރުކުރެވިފައިވާ‏ އީ.އައި.އޭ‏ ރިޕޯޓެވެ.‏ 

މިމަޝްރޫޢުގެ‏ އެދިޔާރަކީ‏ 

މިނިސްޓްރީ‏ އޮފް‏ 

ހައުސިންގ އެންޑް‏ އިންފްރާސްޓަރަކްޗަރެވެ.‏ 

މިރިޕޯޓުގެ‏ މައިގަނޑު‏ ބޭނުމަކީ‏ މަޝްރޫޢު‏ ހިންގުމަށްޓަކައި‏ ބޭނުންވާ‏ ތިމާވެށީ‏ ‏ެގ 

ހުއްދައަށް‏ ބޭނުންވާ‏ މައުލޫމާތުތައް‏ އެންވަޔަރަމެންޓް‏ ޕްރޮޓެކްޝަން‏ އެޖެންސީއަށް‏ ހުށަހެޅުމެވެ.‏ 

މިރިޕޯޓް‏ ތައްޔާރުކޮށްފައި‏ މިވަނީ‏ 

ޗައިނާ‏ ޝިޕިން‏ އެންވަޔަރަންމަނޓް‏ ޓެކްނޮލޮޖީ‏ 

‏(ޗައިނާ)‏ 

އަދި‏ ސީ.ޑީ.އީ‏ 

ކޮންސަލްޓިންގް‏ 

‏(ދިވެހިރާއްޖެ)‏ އިންނެވެ.‏ 

މިމަޝްރޫޢުގައި‏ މައިގަނޑު‏ ގޮތެއްގައި‏ ހިމެނެނީ‏ މާލެއާއި‏ ހުޅުލެއާއި‏ ދެމެދު‏ ގާދޫ‏ ކޯ‏ ހުރަސްކޮށް‏ ބްރިޖެއް‏ 

އެޅުމެވެ.‏ މި‏ ބްރިޖްގެ‏ 

ސަބަބުން‏ 

މާލެ‏ އާއި‏ ހުޅުލެ‏ އަދި‏ ހުޅުމާލެ‏ އެއްގަމު‏ މަގުން‏ ގުޅާލެވޭނެއެވެ.‏ މިއީ‏ ރާއްޖޭގައި‏ އިމާރާތްކުރެވޭ‏ މިފަދަ‏ ފުރަތަމަ‏ 

ބްރިޖެވެ.‏ މުޅި‏ ބްރިޖުގެ‏ އެއްގަމު‏ މަގުތަކާއެކު‏ ޖުމްލަ‏ 2 

ކިލޯމީޓަރ ހިމެނޭނެއެވެ.‏ މީގެ‏ ތެރެއިން‏ ގާދޫ‏ ކޯ‏ ހުރަސް‏ ކުރާ‏ 

20 

20 

ސަރަހައްދުގައި‏ ހިމެނޭނީ‏ 1.39 

ކިލޯމީޓަރެވެ.‏ ބްރިޖްގެ‏ އުސްމިނަކީ‏ 

މީޓަރެވެ.‏ 

ބްރިޖުގެ‏ ފުޅާ‏ މިނަކީ‏ 

މީޓަރެވެ.‏ 

ބްރިޖުގައި‏ 4 

ލޭނާއި‏ ހިނގާ/ބައިސްކަލް‏ ދުއްވާ‏ ދެ‏ ލޭން‏ ހިމެނޭނެއެވެ.‏ 

މާލޭ‏ ފަޅިން‏ ބްރިޖް‏ އެއްގަމާ‏ ގުޅޭނީ‏ ސުނާމީ‏ ބިނާ‏ 

ކައިރިން‏ ބޮޑު‏ ތަކުރުފާނު‏ މަގަށެވެ.‏ ހުޅުލޭ‏ ކޮޅުން‏ ގުޅޭނީ‏ ހުޅުލޭ‏ ދެކުނު‏ ކޮޅަށެވެ.‏ ހުޅުލެއާއި‏ ގުޅުމަށް‏ ފަރުން‏ ތަންކޮޅެއް‏ ހިއްކައި‏ 

ތޮށި‏ ލާން‏ ޖެހެއެވެ.‏ 

މިމަސައްކަތައް‏ ވެލި‏ ގެންނާނީ‏ ގުޅިފަޅުންނެވެ.‏ 

މަޝްރޫޢުގެ‏ މަސައްކަތް‏ ހިނގާނީ‏ މާލޭގެ‏ އިރު‏ ދެކުނު‏ 

ކަނުގަޔާއި،‏ މާލޭ‏ އިރުދެކުނު‏ ފަރު‏ މަތިން‏ އަދި‏ ގާދޫ‏ ކޮލުގެ‏ ފުން‏ ސަރަހައްދުތަކާއި‏ ހުޅުލޭ‏ ދެކުނު‏ ކޮޅުގައެވެ.‏ މީގެ‏ އިތުރުން‏ 

މަޝްރޫޢުގެ‏ ކާސްޓިންގ ޔާޑް‏ ހުޅުމާލެއިން‏ އަލަށް‏ 

ހިއްކި‏ ބިމުގައި‏ އެޅުމަށާއި،‏ ހުޅުމާލޭ‏ ހުޅަނގު‏ ދެކުނުކޮޅުގައި‏ އަލަށް‏ 

ހިއްކާފާއިވާ‏ ބިމުގައި‏ މަސައްކަތު‏ ސައިޓެއް‏ އެޅުމަށާއި‏ މާލޭގެ‏ ‏"އަޑި‏ ޕާކު"ގައި‏ ސައިޓެއް‏ އެޅުމަށް‏ ވަނީ‏ ޕްލޭން‏ ކުރެވިފައެވެ.‏ 

މާލެ‏ އާއި‏ ހުޅުލެއާއި‏ ދެމެދު‏ ބްރިޖެއް‏ އެޅުމުގެ‏ މައިގަނޑު‏ މަޤްސަދަކީ‏ މާލޭ‏ އަރބަން‏ ސަރަހައްދަށް‏ އިތުރު‏ އިޖްތިމާޢީ‏ އަދި‏ 

އިގްތިސާދީ‏ ތަރައްޤީ‏ ގެނައުމެވެ.‏ ހުޅުމާލެއަކީ‏ މާލެއަށް‏ ދިމާވެފައިވާ‏ ތޮއްޖެހުން‏ ކުޑަކުރުމަށް‏ ޕްލޭން‏ ކުރެވިފައިވާ‏ ރަށަކަށް‏ 

ވީނަމަވެސް‏ އެރަށަށް‏ އަންނަންޖެހޭ‏ ފުރިހަމަ‏ ކުރިއެރިން‏ ނައިސް‏ ލަސްވާ‏ އެއް‏ ސަބަބަކީ‏ މާލެއާއި‏ 

އެއްގަމު‏ މަގުން‏ ގުޅިފައި‏ 

ނެތުން‏ ކަމުގައި‏ ވަނީ‏ ބެލެވިފައެވެ.‏ މިމަޝްރޫޢަކީ‏ މާލޭ‏ އާބަން‏ ސަރަޙައްދުގައި‏ ހިމެނޭ‏ ހުރިހާ‏ ރަށެއް‏ ‏(ހުޅުމާލެއިން‏ ފެށިގެން‏ 

ތިލަފުށްޓާ‏ ހަމައަށް)‏ ގުޅާލުމަށް‏ ތައްޔާރު‏ ކުރެވިފައިވާ‏ މާސްޓަރ ޕްލޭންގެ‏ ދަށުން‏ ކުރިއަށް‏ ގެންދޭ‏ ހަމައެކަނި‏ މާލެ-ހުޅުލެ‏ ގުޅާ‏ 

ލުމުގެ‏ ބައެވެ.‏ މިހާތަނަށް‏ ހަމައެކަނި‏ ގުޅާލެވިފައިވަނީ‏ ހުޅުލެއާއި‏ ހުޅުމާލެއެވެ.‏ 

މިރިޕޯޓް‏ ކަމާއި‏ ބެހޭ‏ އިދާރާތަކުން‏ ފާސްކޮށް‏ ހުއްދަލިބުމާއިއެކު‏ މަސައްކަތަށް‏ ބޭނުންވާ‏ ތަކެއްޗާއި‏ ސާމާނު‏ އަދި‏ 

ސްޕެޝަލިސްޓް‏ 

މަސައްކަތު‏ 

މީހުން‏ 

ރާއްޖެ‏ ގެނެވޭނެއެވެ.‏ މިމަޝްރޫއުއަށް‏ ހިނގާނެކަމަށް‏ ލަފާކުރެވިފައިވާ‏ މުއްދަތަކީ‏ 

ދެ‏ އަހަރު‏ ދުވަހެވެ.‏ 


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120 

މިމަޝްރޫޢަށް‏ ޖުމްލަ‏ 480 

މީހުން‏ ބޭނުން‏ ވާނޭ‏ ކަމަށް‏ އަންދާޒާ‏ ކުރެވެއެވެ.‏ މީގެ‏ ތެރެއިން‏ 

މީހުންނަކީ‏ ޗައިނާއިން‏ ގެންނަ‏ 

ސްޕެޝަލިސްޓުންނެވެ.‏ އަދި‏ ރާއްޖެއިން‏ ބާކީ‏ އެހެން‏ މަސައްކަތްތެރިން‏ ހޯދަން‏ ޖެހޭނެކަމަށް‏ ވަނީ‏ އަންދާޒާ‏ ކުރެވިފައެވެ.‏ 

މިމަޝްރޫގެ‏ ބައިތައް‏ ރާއްޖޭގެ‏ ގާނޫނާއި‏ ގަވާއިދަށާއި‏ މިހާރުގެ‏ ސަރުކާރުގެ‏ ސިޔާސަތުތަކަށް‏ 

ފެތެއެވެ.‏ 

މީގެ‏ އިތުރުން‏ މަސައްކަތް‏ 

ފެށުގުމުގެ‏ ކުރިން‏ ނަގަން‏ ޖެހޭ‏ ހުއްދަތަކަކާއި‏ އަންގަންޖެހޭ‏ ފަރާތްތަކެއް‏ ހިމެނެއެވެ.‏ އެހުއްދަތައް‏ މިރިޕޯޓްގައި‏ 

2012 

ފާހަގަކުރެވިފައިވާނެއެވެ.‏ 

މިރިޕޯޓް‏ ތައްޔާރު‏ ކުރެވިފައި‏ މިވަނީ‏ އީ.އައި.އޭ‏ ހެދުމުގެ‏ ގަވާއިދު‏ 

މައްޗަށް‏ ބިނާކޮށެވެ.‏ 

މިދިރާސާގައި‏ މިސަރަހައްދުގެ‏ 

ހާލަތަށް‏ ބަލާލެވިފައިވާނެއެވެ.‏ 

މާލޭ‏ ފަޅީން‏ ބްރިޖެ‏ އެޅުމަށް‏ ހަމަޖެހިފައިވާ‏ 

ސަރަހައްދުގެ‏ 

އެއްގަމުގައި‏ މިހާރު‏ 

ހުރީ‏ ބޮޑު‏ ތަކުރުފާނު‏ މަގެވެ.‏ މިސަހައްދާޖެހިން‏ ސުނާމީ‏ ބިނާއާއި‏ ޕާކެއް‏ ހިމެނެއެވެ.‏ ސުނާމީ‏ ބިނާ‏ 

މިސަރަހައްދުން‏ އެހެން‏ ތަނަކަށް‏ ބަދަލު‏ ކުރުމަށް‏ ހައުސިންގ މިނިސްޓްރީއިން‏ ވަނީ‏ ނިންމަވާފައެވެ.‏ ޖެހިގެން‏ ހުރިޕާކުގައި‏ ހުރީ‏ 

މުޅިންވެސް‏ 

އިންދާފައި‏ ހުރި‏ ގަސްތަކެވެ.‏ މަސައްކަތުގެ‏ ސަބަބުން‏ ބައެއް‏ ގަސް‏ އެހެން‏ ތަނަކަށް‏ ބަދަލު‏ ކުރަން‏ ޖެހޭނެއެވެ.‏ 

ބްރިޖެ‏ އެޕްރޯޗްބައި‏ އެޅުމަށް‏ ހަމަޖެހިފައިބަނީ‏ މާލޭ‏ އިރު‏ ދެކުނުފަރާތުގައި‏ ތިލަކޮށް‏ އޮތް‏ ފަރުގައެވެ.‏ މިސަރަހައްދުގެ‏ ފަރުގެ‏ 

45 

ދިރުން‏ ވަރަށް‏ ދަށެވެ.‏ 

ބްރިޖުގެ‏ 

މައިގަނޑު‏ ބައި‏ އެޅުމަށް‏ ހަމަޖެހިފައިވަނީ‏ ގާދޫ‏ ކޮލުގެ‏ 

މީޓަރު‏ ފުން‏ ސަރަހައްދެއްގައެވެ.‏ 

މިސަރަހައްދުގައި‏ މުޅިން‏ ހިމެނެނީ‏ ވެއްޔެވެ.‏ ގާދޫ‏ ކޮލަކީ‏ ވަރަށް‏ ބާރު‏ އޮޔެއް‏ އަޅާ‏ ކަނޑުއޮޅިއެކެވެ.‏ އަދި‏ މާލޭ‏ އިރުދެކުނު‏ 

ކަންމައްޗާއި‏ ހުޅުލޭ‏ ދެކުނު‏ ކޮޅަކީ‏ ވަރަށް‏ ބޮޑެތި‏ ރާޅުނަގާ‏ ސަރަހައްދެކެވެ.‏ މިކަމުގެ‏ ސަބަބުން‏ މަޝްރޫގެ‏ މަސައްކަތްތަކަށް‏ ބު‏ ‏ޫރ 

އެރުމަކީ‏ އެކަށީގެންވާ‏ ކަމެކެވެ.‏ ހުޅުލޭ‏ ފަޅީގެ‏ ވެސް‏ ފަރުގެ‏ ހާލަތު‏ ދަށެވެ.‏ ނަމަވެސް‏ މާލެއަތޮޅުގެ‏ އެންމެ‏ މުހިން‏ އެއް‏ ޑައިވް‏ 

ސައިޓްކަމަށްވާ‏ ‏"މޯލްޑީވްސް‏ ވިކްޓަރީ"‏ އޮންނަނީ‏ ބްރިޖް‏ އެޅުމަށް‏ ހަމަޖެހިފައިވާ‏ ސަރަހައްދާއި‏ ކައިރީގައެވެ.‏ މާލޭ‏ ކޮޅުން‏ ބްރި‏ ‏ްޖ 

ފަށާ‏ ސަރަހައްދަކީ‏ ރާޅާ‏ އެޅުމަށް‏ މުހިން‏ ‏"ރާޅުނަޑު‏ ސަރަހައްދު"‏ ފެށޭ‏ ހިސާބެވެ.‏ އަދި‏ ގާދޫ‏ ކޮލަކީ‏ މާލޭ‏ ކޮމާޝަލް‏ ބަނދަރަށް‏ 

ބަނދަރު‏ ކުރާ‏ ގިނަ‏ ބޯޓު‏ ފަހަރު‏ ދަތުރު‏ ކުރާ‏ މަގެވެ.‏ މިމަޝްރޫއާއި‏ ގުޅިގެން‏ ބޯޓުތައް‏ 

ދެން‏ ދަތުރުކުރާނީ‏ ބޮޑު‏ ކަޅިންނެވެ.‏ 

ހުޅުލޭ‏ ދެކުނުކޮޅުގައި‏ މަސައްކަތް‏ ކުރާ‏ ސަރަހައްދަކީ‏ މިހާރު‏ ގެ‏ ރަންވޭގެ‏ ފްލައިޓް‏ ޕާތެވެ.‏ ވީމާ‏ މަސައްކަތް‏ ކުރެވޭ‏ ވަގުތުތަށް‏ 

ވަރަށް‏ ބޮޑަށް‏ ކޮންޓްރޯލް‏ ކުރެވޭނެއެވެ.‏ ރަންވޭ‏ އެހެން‏ ދިމާލަކަށް‏ ބަދަލު‏ ކުރުމުގެ‏ މަޝްރޫއެއް‏ ވަރަށް‏ 

އަވަހަށް‏ ފަށަން‏ 

ހަމެޖެހިފައިވާކަމަށް‏ އެއަޕޯޓް‏ ކޮމްޕެނީ‏ އިން‏ ވަނީ‏ މަޢުލޫމާތު‏ ދެއްވާފައެވެ.‏ މާލޭގެ‏ މަސައްކަތު‏ ސައިޓް‏ އެޅުމަށް‏ ހުށަހަޅާފައިވާ‏ 

ސަރަހައްދަކީ‏ މިހާރު‏ ގިނަބަޔަކު‏ ކުޅިވަރު‏ ކުޅުމަށާއި‏ ކަސްރަތު‏ ކުރުމަށް‏ ބޭނުން‏ ކުރާ‏ ތަނެކެވެ.‏ 

ހުޅުމާލޭއާއި‏ ހުޅެލޭގެ‏ ސައިޓަކީ‏ 

ވަރަށް‏ ފަހުން‏ ހިއްކާފައިވާ‏ ހުސްބިންތަކެވެ.‏ 

މަޝްރޫއަށް‏ ވެލިނެގުމަށް‏ ހުށަހެޅިފައިވާ‏ ގުޅިފަޅަކީ‏ މިހާރުވެސް‏ ކޮނުމާއި‏ ހިއްކުމުގެ‏ 

މަސައްކަތް‏ ކުރަމުންދާ‏ ތަނެކެވެ.‏ 

މިދިރާސާއިން‏ ފާހަގަކުރެވުނުގޮތުގައި‏ މިމަޝްރޫއުގެ‏ ސަބަބުން‏ އަމަލީ‏ މަސައްކަތުގެ‏ މަރުހަލާގައި‏ 

ތިމާވެއްޓަށް‏ ކޮށްފާނެ‏ ނޭދެ‏ ‏ޭވ 

އަސަރުތަށް‏ 

ބޮޑަށް‏ ކުރާނީ‏ މަޝްރޫޢު‏ ހިންގާ‏ ސަރަހައްދާއި‏ މަސައްކަތު‏ ސައިޓްތަކުގައެވެ.‏ 

މީގެ‏ ތެރޭގައި‏ ރަށުގެ‏ ފެންފަށަލައަށް‏ 

ތަޣައްޔަރު‏ 

ވުމާއި،‏ މޫދުގެ‏ ލޮނުގަނޑަށް‏ ޕައިލް‏ އެޅުމަށް‏ ތޮރުފުމާ‏ ‏ިއ،‏ ބި‏ ން‏ ހިއްކު‏ މާއި.‏ ކޮނުމާއި،‏ ތޮށި‏ ލުމާއި،‏ 

ކުނިއެޅުމާއި‏ ތެޔޮ‏ 

އެޅުމާއި‏ ނަގިސް‏ ފެން‏ ދިއުމުގެ‏ 

ސަބަބުން‏ އަސަރު‏ ކުރުމާއި،‏ ގަސް‏ 

މަދުވުމާއި،‏ ފަރަށް‏ ގެއްލުން‏ ވުމާއި،‏ އަޑު‏ ގަދަވުމުގެ‏ 


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ސަބަބުން‏ އާންމުންނަށް‏ އުނދަގޫ‏ ވުމާއި،‏ އޮއިވަރަށާއި‏ 

ރާޅުގަނޑަށް‏ ބައެއް‏ ބަދަލު‏ އައުން‏ ފަދަ‏ ކަންތައް‏ ހިމެނެއެވެ.‏ މީގެ‏ 

އިތުރުން‏ އިޖްތިމާއީ‏ އަދި‏ އިގް‏ ‏ިތސާދި‏ ގޮތުން‏ ކުރާ‏ ނޭދެވޭ‏ އަސަރުތަކުގެ‏ ތެރޭގައި‏ ބޮޑެތި‏ ބޯޓް‏ ފަހަރަށް‏ ގާދޫ‏ ކޯ‏ ބޭނު‏ ‏ްނ 

ނުކުރެވުމާއި،‏ އިމާރާތް‏ ކުރާ‏ 

މުއްދަތުގެ‏ 

ތެރޭގައި‏ އެއްވެސް‏ އުޅަނދަކަށް‏ ގާދޫ‏ ކޯ‏ ބޭނުން‏ ނުކުރެވުމާއި،‏ 

ރާޅުގަނޑު‏ ސަރަހައްދު‏ 

ބައެއް‏ ހާލަތްތަކުގައި‏ ސޭފްޓީއަށް‏ ޓަކައި‏ ބޭނުން‏ ނުކުރެވުމާއި،‏ އަޑި‏ ޕާކް‏ ބޭނުންކުރާ‏ އެތައް‏ ބަޔަކަށް‏ އަސަރު‏ ކުރުމާއި‏ އަދި‏ 

ރާއްޖެއިން‏ ބޭރުން‏ ގިނައަދަދެއްގެ‏ ބޭރުމީހުން‏ މާލެއާއި‏ ހުޅުމާލެއަށް‏ އައުމުން‏ ދިމާވެދާނެ‏ އިޖްތިމާއީ‏ ހަމަނުޖެހުން‏ ހިމެނެއެވެ.‏ 

ބްރިޖް‏ އިމާރާތް‏ ކުރުމަށްފަހު‏ ހިންގުމުގައި‏ ދިމާވެދާނެ‏ ނޭދެވޭ‏ އަސަރުތަކުގެ‏ ތެރޭގައި‏ ފެރީ‏ އޮޕަރޭޓް‏ ކުރާފަރާތްތަށް‏ ދިމާވެދާ‏ ‏ެނ 

މާލީ‏ ގެއްލުން‏ ތަކާއި،‏ އެކްސިޑެންޓްތައް‏ ގިނަވުމާއި،‏ މާލެ‏ އަދި‏ ހުޅުމާލޭގެ‏ ޓްރެފިކް‏ އިތުރަށް‏ ތޮށް‏ ޖެހުމާއި،‏ ރާޅާ‏ އެޅުމުގެ‏ 

ކުޅިވަރަށް‏ ފަހަރުގައި‏ ނޭދެވޭ‏ އަސަރު‏ ކުރުމާއި،‏ ހުޅުލޭގައި‏ ޕާކިން‏ 

މައްސަލަ‏ ނިކުތުމާއި،‏ ވިއްސާރަވެހުމުން‏ ބްރިޖް‏ މަތީގައިވާ‏ 

ތަޢައްޔަރުވެފައިވާ‏ ފެން‏ މޫދަށް‏ ފޭބުމުން‏ ކަނޑުގެ‏ ލޮނުގަނޑުގެ‏ ކޮލިޓީއަށް‏ އަސަރު‏ ކުރުމާއި،‏ 

މި‏ ސަރަހައްދުތަކަށް‏ 

އަޑުގަދަވުމާއި،‏ އެއަރޕޯޓަށް‏ ދަތުރު‏ ކުރުމުގެ‏ ޚަރަދު‏ ބޮޑުވުމާއި،‏ ބްރިޖްގެ‏ ހިޔާއެޅުމުގެ‏ ސަބަބުން‏ ކަނޑުގެ‏ ދިރުމަށް‏ 

އަސަރުކުރުމާއި‏ ކަނޑުމަތީގެ‏ އެކސިޑެންޓްތައް‏ އިތުރުވެގެން‏ ދިއުން‏ ހިމެނެއެވެ.‏ 

މިމަޝްރޫޢުގެ‏ ސަބަބުން‏ މައިގަނޑު‏ ގޮތެއްގައި‏ ހުރީ‏ އިޖްތިމާއި‏ އަދި‏ އިގްތިސާދީ‏ ފައިދާ‏ ތަކެވެ.‏ މިގޮތުން‏ ވަޒީފާގެ‏ ފުރުސަތު‏ 

ބްރިޖް‏ މަޝްރޫޢުއިން‏ ތަނަވަސް‏ ވުމާއި‏ ބްރިޖް‏ އެޅުމާއި‏ ގުޅިގެން‏ އިތުރު‏ ވަޒީފާ‏ އުފެދުމާއި،‏ ހުޅުމާލެ‏ އިގްތިސާދީ‏ ގޮތުން‏ 

ހަލުއިކޮށް‏ ތަރައްގީވުމަށް‏ މަގުފަހި‏ ވުމާއި،‏ ދަތުރުފަތުރުގެ‏ ޚަރަދު‏ ކުޑަވުމާއި‏ މާލެ‏ ތޮއްޖެހުން‏ ކުޑަވުމަށް‏ ބައެއް‏ ފުރުސަތުތަށް‏ 

ހުޅުވިގެން‏ ދިއުން‏ ހިމެނެއެވެ.‏ 

މަޝްރޫޢުއިން‏ ދިމާވެދާނެ‏ ނޭދެވޭ‏ އަސަރުތަށް‏ ކުޑަކުރުމަށް‏ އެޅިދާނެ‏ ފިޔަވަޅުތައް‏ މިރިޕޯޓްގައި‏ ބަޔާން‏ ކުރެވިފައިވާނެއެވެ.‏ މިގޮތުން‏ 

ޕައިލް‏ ކުރަން‏ ކޮނުމުގެ‏ ސަބަބުން‏ އުފެދޭ‏ ބާކީ‏ ބައި‏ ސަލާމަތްތެރި‏ ކަމާއެކީ‏ ތިލަފުށްޓަށް‏ ގެންދިއުމުގެ‏ އިންތިޒާމް‏ ހަމަޖެއްސުމާއި،‏ 

މަސައްކަތު‏ މީހުން‏ ތިބޭ‏ ސައިޓް‏ ތަކުގެ‏ ނަޖިސް‏ ފެން‏ ހިންދާނޭ‏ ރަނގަޅު‏ ނިޒާމެއް‏ ގާއިމު‏ ކުރުމާއި،‏ ބޮޑެތިގަސްތައް‏ އެހެ‏ ‏ްނ 

ސަރަހައްދަކަށް‏ ބަދަލު‏ ކުރުމާއި،‏ 

ޓްރެފިކް‏ ރަނގަޅަށް‏ މެނޭޖް‏ ކުރުމާއި،‏ ކަނޑު‏ މަތީގެ‏ ހާދިސާތައް‏ މަދުކުރުމަށް‏ ބްރިޖް‏ ވަށައިގެ‏ ‏ްނ 

މެރިން‏ ސޭފްޓި‏ ވަރުގަދަ‏ ކުރުމާއި،‏ ފެން‏ ފަށަލައަށާއި‏ މޫދު‏ 

ލޮނުގަނޑަށް‏ ނޭދޭވޭ‏ އަސަރު‏ ކުރުން‏ މަދުކުރުމަށް‏ ފިޔަވަޅު‏ އެޅުމާއި‏ 

އިޖްތިމާއީ‏ ގޮތުން‏ ލިބިދާނެ‏ ގެއްލުންތައް‏ ކުޑަކުރުން‏ ހިމެނެއެވެ.‏ 

މިމަޝްޜޫޢޫގެ‏ ބައިތަކަށް‏ ގެނެވިދާނެ‏ ބައެއް‏ ބަދަލުތަކަށް‏ ބަލާލެވިފައިވާނެއެވެ.‏ މިގޮތުން‏ މި‏ ޕްރޮޖެކްޓް‏ ނުހިންގުމާއި،‏ ބްރިޖް‏ 

ޑިޒައިން‏ 

ކުރެވިދާނޭ‏ އިތިރު‏ ގޮތްތަކާއި،‏ ފައުންޑޭޝަން‏ އެޅިދާނޭ‏ އިތުރުގޮތްތަކާއި،‏ ބްރިޖް‏ އެޅިދާނޭ‏ އިތުރު‏ ދިމާތަކާއި،‏ 

މަސައްކަތު‏ ސައިޓްތައް‏ އެޅިދާނޭ‏ އެހެން‏ ތަންތަނާއި‏ ޝެޑިއުލަށް‏ ގެނެވިދާނޭ‏ ބައެއް‏ ބަދަލުތަކަށް‏ ބަލާލެވިފައިވާނެއެވެ.‏ މީގެ‏ 

ތެރެއިން‏ ބަދަލު‏ ކުރުމަށް‏ ލަފާދީފައިވަނީ‏ މާލޭގެ‏ މަސައްކަތު‏ ސައިޓަށް‏ އެކަންޏެވެ.‏ އެއީ‏ ރ މިހާ‏ ު 

ހުށަހެޅިފައިވާ‏ ގޮތަށް‏ ބި‏ ‏ްނ 


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ނަގައިފިނަމަ‏ 

މިސަރަހައްދުގައި‏ ކުޅިވަރު‏ ކުޅުމަށް‏ ބޭނުން‏ ކުރާ‏ އެތައް‏ ބަޔަކަށް‏ އުނދާގޫ‏ ވުމާއި‏ އެބިން‏ ސައިޒަށް‏ އިތުރު‏ ބަދަލެއް‏ 

ނުގެނެސް‏ ކުޅިވަރު‏ ކުޅޭ‏ މީހުންނަށް‏ އުނދަގޫ‏ ނުވާ‏ 

ނޭ‏ ގޮތަކަށް‏ ނެގެން‏ އޮތުމުންނެވެ.‏ 

މިރިޕޯޓުގައި‏ ބަޔާންކޮށްފައިވާ‏ ތިމާވެއްޓަށް‏ 

އަސަރުކުރާމިންވަރު‏ ދެނެގަތުމަށާއި‏ އެފަދަ‏ ކަމަކުން‏ ލިބިދާނެ‏ ގެއްލުން‏ ކުޑަކުރުމަށާ‏ ‏ިއ 

އަދި‏ މި‏ ރިޕޯޓުގައި‏ ބަޔާންކުރެވިފައިނެތް‏ ކަމެއް‏ ކުރިމަތިވެއްޖެ‏ ހާލަތެއްގައި‏ އެކަންކަން‏ ދެނެގަތުމަށްޓަކައި‏ މަޝްރޫއުގެ‏ އެ‏ ‏ިކ 

މަރުހަލާތަކުގައި‏ މިފަދަ‏ ކަންކަމަށް‏ ސްކްރީންކުރުމަށް‏ ހަމަޖެހިފައިވެއެވެ.‏ މިގޮތުން‏ ބެލުމަށް‏ ހަމަޖެހިފައިވާ‏ މައިގަނޑު‏ 

ކަންތައްތަކުގެ‏ ތެރޭގައި‏ 

ވަށައިގެންވާ‏ ސަރަހައްދުގެ‏ 

ފެންޓެސްޓްކޮށް‏ އަންނަ‏ 

ބަދަލުތައް‏ ދެނެގަތުމާއި‏ 

އިޖްތިމާޢީ‏ ގޮތުން‏ 

އަންނަ‏ 

ބަދަލުތައް‏ 

ފަދަ‏ ކަންކަން‏ 

ކަނޑައެޅިފައިވާ‏ ވަކި‏ މުއްދަތުތަކެއްގައި‏ ބަލާ‏ ދިރާސާކުރުން‏ ހިމެނެއެވެ.‏ 

މިދިރާސާގައި‏ ކަމާބެހޭ‏ ސަރުކާރުގެ‏ އިދާރާތަކާއި‏ 

އާންމު‏ ރައްޔިތުންނާއި‏ 

ބައްދަލުކޮށް‏ ޚިޔާލު‏ ބަދަލުކުރެވިފައިވާނެއެވެ.‏ މިގޮތު‏ ‏ްނ 

24 

ސަރުކާރުގެ‏ އިދާރާތަކާއި،‏ 

މަދަނީ‏ 

މުޖުތަމަޢުގެ‏ ހިމެނޭގޮތަށް‏ 

ފަރާތަކާ‏ މަޝްވަރާ‏ ކުރެވުނެވެ.‏ މީގެ‏ އިތުރުން‏ އާންމު‏ 

ރައްޔިތުންގެ‏ 847 

ފަރާތަކާ‏ އިންޓަވިއު‏ ސަރވޭ‏ އެއް‏ ކުރެވުނެވެ.‏ މިދިރާސާތަކުން‏ ފެނުނުގޮތުގައި‏ މިމަޝްރޫޢަށް‏ ބޮޑު‏ ތަރުހީބެއް‏ 

އެބައޮތެވެ.‏ ސަރުކާރުގެ‏ ކަމާ‏ ބެހޭ‏ ފަރާތްތަކާއެކު‏ ކުރެވުނު‏ 

މަޝްވަރާތަކުގައި‏ ގިނައިން‏ ވާހަކަ‏ ދެގެވުނީ‏ ބްރިޖްގެ‏ ޑިޒައިންގެ‏ 

ބައިތަކާ‏ ބެހޭގޮތުންނާއި،‏ ބްރިޖް‏ ބޭނުން‏ ކުރުމާއި‏ ބްރިޖާއި‏ ގުޅިގެން‏ ދިމާވެދާނެ‏ ބައެއް‏ ކަންކަމާ‏ ބެހޭގޮތުންނެވެ.‏ ނަމަވެސް‏ ބައެއް‏ 

ފަރާތްތަކުން‏ މުހިންމު‏ ބައެއް‏ ކަންބޮޑުވުން‏ ތައް‏ ހުއްޓެވެ.‏ މީގެ‏ ތެރޭގައި‏ އޫރިދޫ‏ އަދި‏ ދިރާގުގެ‏ ކަނޑުއަޑިން‏ ގުޅާލެވިފައިވަ‏ ކޭބަ‏ ‏ްލ 

އެއްގަމާ‏ ގުޅޭ‏ މޭންހޯލް‏ ބޭންދިފައި‏ ވަނީ‏ މިސަރަހައްދުގައި‏ ކަމަށް‏ ވުމުން‏ މިތަން‏ ބަދަލު‏ ކުރުމުގެ‏ ތެރޭގައި‏ ރާއްޖޭގެ‏ މުވާސަލާތީ‏ 

30 

ޚިދްމަތްތަކަށް‏ 14 

ނުވަތަ‏ 

ދުވަސް‏ ވަންދެން‏ އަސަރުކުރުމާއި‏ ބޮޑު‏ ޚަރަދެއް‏ ދިއުން‏ ހިމެނެއެވެ.‏ އަދި‏ ސިވިލް‏ އޭވިއޭޝަނުން‏ 

ފާހަގަ‏ ކުރެއްވިގޮތުގައި‏ ބްރިޖްގެ‏ 

އުސްމިނާއި،‏ ލައިޓް‏ ހަރުކުރެވޭގޮތާއި،‏ ހުޅުލޭ‏ ކައިރީގައި‏ މަސައްކަތް‏ ކުރާއިރު‏ މަސައްކަތް‏ 

ކުރާގަޑި‏ ކޮންޓްރޯލް‏ ކުރަންޖެހުމާއި،‏ ބޭނުންކުރާ‏ 

އިކުއިޕްމަންޓްތަކުގެ‏ އުސްމިން‏ ކޮންޓްރޯލްކުރަން‏ ޖެހޭނޭކަމަށް‏ ފާހަގަކުރެއްވިއެވެ.‏ 

ޕޯޓްސް‏ އޮތޯރިޓީއާއި‏ ޓްރާންސްޕޯޓް‏ އޮތޯރިޓީ‏ އަދި‏ ކޯސްޓްގާޑުން‏ މެރީން‏ ޓްރެފިކް‏ ސެކިއުރިޓީއާއި‏ ބެހޭގޮތުން‏ ކުރަންޖެނޭ‏ ބައެ‏ ‏ްއ 

ކަންކަން‏ ފާހަގަކުރެއްވިއެވެ.‏ މީގެ‏ އިތުރުން‏ ބްރިޖް‏ އެޅުމުގަޔާއި‏ އެޅުމުގެ‏ ފަހުން‏ މިސަރައްހައްދުގެ‏ ރާޅުތަކަށް‏ އަތުވެދާނެ‏ 

ބަދަލަކާމެދު‏ މިސަރަހައްދުގައި‏ ރާޅާ‏ އަޅާ‏ ފަރާތަތްކުން‏ ކަންބޮޑުވުން‏ ފާޅު‏ ކުރެއްވިއެވެ.‏ އަދި‏ އަޑި‏ ޕާކް‏ ބޭނުންކުރާ‏ ފަރާތަތްކުން‏ 

މާލޭ‏ މަސައްކަތު‏ ސައިޓް‏ މިހާރު‏ އެންމެ‏ ބޭނުން‏ ކުރާ‏ ދަނޑުތައް‏ ނަގަން‏ ޖެހޭ‏ ގޮތަށް‏ ކުރަހާފައި‏ ވާތީވެސް‏ ކަންބޮޑުވުން‏ ފާޅުކޮށް‏ 

ސައިޓް‏ ހަމަ‏ އެބޮޑުމިނުގައި‏ ނަމަވެސް‏ ގިނަފަރާތްތަކަށް‏ އުނދަގޫ‏ ނުވާނެ‏ ގޮތަކަށް‏ ބޭއްވިދާނެ‏ ގޮތްތަކެއް‏ ފާހަގަ‏ ކުރެއްވިއެވެ.‏ 

މި‏ މަޝްރޫއުގެ‏ ސަބަބުން‏ 

ސަރަހައްދުގެ‏ ވެށްޓަށް‏ 

ނޭދެވޭ‏ 

އަތުވެދާނެ‏ ކަމަށް‏ ބެލެވެއެވެ.‏ 

ނަމަވެސް‏ މިރިޕޯޓްގައި‏ ބަޔާންކޮށްފައިވާ‏ 

މިޓިގޭޝްން‏ މެޝަރސް‏ ތަކާއި‏ ބަދަލުގައި‏ ކުރެވިދާނޭ‏ ކަންކަމަށް‏ ރިޔާކޮށް‏ އަދި‏ ތަފްސީލްކޮށް‏ ވެއްޓަށް‏ 

އަންނަމުންދާ‏ ބަދަލުތަ‏ ‏ްށ 

ރަނގަލަށް‏ ބެލިއްޖެނަމަ‏ މިދެންނެވުނުފަދަ‏ 

ބަދަލުތަކުގެ‏ 

ނޭދެވޭ‏ ކުރާ‏ ސަބަބު‏ ‏ްނ 

އަސަރުތަށް‏ 

ބޮޑަށް‏ ވަރަށް‏ 

ކުޑަކުރެވިދާނެއެވެ.‏ 

މިމަޝްރޫއަކީ‏ އިޖްތިމާއި‏ އަދި‏ އިގްތިސާދީ‏ ގޮތުން‏ ނުހަނު‏ ފައިދާ‏ ހުރި‏ ޕްރޮޖެކްޓަކަށް‏ ވާތީ‏ އަދި‏ ނޭދެވޭ‏ އަދި‏ އިޔާދާ‏ ނުކުރެވޭ‏ 

ވަރުގެ‏ ބޮޑު‏ ބަދަލެއް‏ ތިމާވެށްޓަށް‏ ނުކުރާތީވެ‏ މިމަޝްރޫޢު‏ ކުރިއަށް‏ ގެންދިއުމަށް‏ މިރިޕޯޓުން‏ ލަފާދެއެވެ.‏ 


Page|xxvi


1 Introduction 

1.1 Purpose of the EIA 

This Environment Impact Assessment (EIA) report is an evaluation of the potential 

environmental impacts of the proposed Hulhule-Male’ Bridge Project. The project is proposed 

by Ministry of Housing and Infrastructure (MHI). The EIA consultant is China Shipping 

Environment Technology (Shanghai) Co. Ltd (CSET), China and CDE Consulting, Maldives. 

This document is submitted to EPA by the proponent to fulfil the requirements of Environmental 

Protection and Preservation Act (EPPA) of the Maldives (4/93), more specifically the clause 5 of 

the Act which states that a report should be submitted before implementation of any project that 

may have a potential impact on the environment. This document has been developed based on 

the Terms of Reference (Appendix A) issued by the Environmental Protection Agency (EPA) on 

10 June 2015. 

1.2 Project Proponent 

The proponent of this project is Ministry of Housing and Infrastructure. 

1.3 Project Scope 

The project involves the construction and operation of a bridge between Male’ and Hulhule 

Island. This bridge will be the first of its kind and will link Male’, Hulhule Airport and 

Hulhumale’ settlement. 

The main activities of the project are: 

1. Mobilization and work site setup (in Male’, Hulhule and Hulhumale’) 

2. Land reclamation and shore protection at Hulhumale’ landing site 

3. Construction of bridge landing area roads 

4. Construction of bridge approach and main sections 

5. Installation of auxiliary facilities 

6. Demonization 

7. Operation 


Page|1


1.4 Project Rationale, Aim and Objectives 

The main rationale for the Hulhule-Male’ Bridge is to increase the social development and 

economic opportunities in the Male’ urban area. One of the biggest constraints to the full 

utilization of Male’-Hulhule-Hulhumale as contiguous unit is the absence of land links. 

This project will enable the linking of Male’ to Hulhule. It is critical to have a land link between 

the capital Male’ and the international airport that serves the capital. The international airport 

presently receives about three million international passengers and 796,333 domestic passengers 

every year. The planned airport expansion and redevelopment envisages arrival of over 5 million 

tourists to the Maldives every year. 

Hulhumale’ currently hosts a population of 30,000. By the end of phase II development, 

Hulhumale’ is expected to have a resident population of about 200,000. The bridge will allow 

for the full integration of the Hulhumale’ residential population as an integral part of the Male’ 

urban area. The bridge will provide essential access to services such as schools, hospitals, sports, 

recreation and entertainment. The bridge will also facilitate daily commuting for employment 

and business purposes. 

The bridge development is envisaged to provide new and additional economic opportunities for 

businesses in the Male’ urban area and improve the economic competitiveness of the Maldives 

as a whole. 

The aim of this project is to link the two main settlements in Male Urban Region – Male’ and 

Hulhumale’. The project is part of an overall master plan to link all islands within the Male’ 

Urban Region group. 

The object of this project is to build a bridge linking Hulhule and Male’ and subsequently to 

Hulhumale via the existing roads between Hulhule and Male’. 

1.5 Consultants, Contractors and Government Institutions 

All the EIA related work is undertaken by consultants from China Shipping Environment 

Technology (Shanghai) Co. Ltd (CSET), China and CDE Consulting, Maldives. The project 

engineer is CCCC Highway Consultants Co. Ltd, China. 

The project is executed by Ministry of Housing and Infrastructure 

1.6 Project Financing 

The project is to be financed with the assistance of Chinese Government, Chinese banks and 

Maldivian Government. The estimated project cost is between US$250-300 million. The 


Page|2


Chinese Government is expected to provide US$100 million as grants and the Maldivian 

Government will contribute US$30 million. The rest are expected to be financed from Chinese 

Banks. 

1.7 Scope and Terms of Reference of EIA 

The scope of this EIA is broadly based on the Environmental Impact Assessment Regulations 

2012. The assessment more specifically adheres to the Terms of Reference (ToR) issued by the 

Environmental Protection Agency on 10 June 2015. The ToR is based on scoping meetings held 

between the stakeholders on 4 June 2015. A copy of the ToR is attached in Appendix A. 

The EIA report contains the following main aspects. 

A description of the project including the need for the project, how the project will be 

undertaken, full description of the relevant parts of the project, implementation schedules, site 

plans and summary of project inputs and outputs (Chapter 1&2). 

A description of the pertinent national and international legislation, regulations and policies that 

are relevant and applicable to the project and a demonstration of how the project conforms to 

these aspects (Chapter 3) 

Information on the baseline environmental condition of the project site; this includes information 

on terrestrial environment near the project site (Chapter 4). 

An assessment of the potential impacts during both construction and operational stages of the 

project and identification and cost of the potential mitigation measures to prevent or reduce 

significant negative impacts during both construction and operation stages of the project 

(Chapter 5 & 6). 

Assessment of alternatives for the proposed project (Chapter 7). 

Details of the environmental management and monitoring plan (Chapter 8 & 9). 

Stakeholder Consultations (Chapter 10) 

Potential gaps in information (Chapter 11) 

Main conclusions (Chapter 12) 


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1.8 Assessment Methodology 

1.8.1 General Approach 

This EIA is broadly guided by the EIA Regulations 2012. 

This report has been prepared to ensure that the significant environmental and social impacts of 

the proposed project at the preconstruction, construction, operation and demobilising stages have 

been considered and assessed at the project planning phase. 

The process followed in the preparation of this EIA report consists of six parts. These are: 

scoping consultations; literature review; field surveys; stakeholder consultations; analysis of 

results; and compilation of the assessment in the form of a report. 

In order to conduct a broad based and inclusive study, the proponent and the consultant have 

from the onset ensured the exercise is participatory. As such, discussions have been held with 

community members in the projects area and relevant stakeholders with the assistance and 

coordination of the proponent. 

1.8.2 The Study Area 

The study area of this project considers that the reef pass, SE corner of Male’, Southern side 

Hulhule Island and the worksites will be physically affected by the development. In addition, it 

is assumed that socio-economic impacts will be primarily felt on the three islands (Male’, 

Hulhule and Hulhumale’ Island). 

Study area boundary is presented in Figure 1.1 and survey locations map for the project is 

attached in Appendix E. 


Page|4


Figure 1.1: Study Area boundary 

1.8.3 Field Observations 

Field assessments were undertaken between April and June 2015. Field visits mainly covered 

marine environment, hydrology and areas on land where boreholes are to be drilled. In addition, 

stakeholder consultations were carried out with relevant agencies, specifically for this EIA. 

1.8.3.1 Oceanography 

Bathymetric data was collected by attaching an echo sounder system with a small motorized 

vessel and traversing the area following depth sounding principle. Secondary bathymetric data 

available on charts were also collected and reviewed. 

Currents were measures using drogue method. About 3 measurements were undertaken from 

every site and an average value is determined. Current measurements at the surface of lagoon 

and open sea were also measured using an AQUAlogger 520 current meter. The Wave/Current 

measurement is divided into six layers for assessment purposes. They are the surface, 0.2H, 

0.4H, 0.6H, 0.8H and bottom (see Figure 1.2). 


Page|5


Figure 1.2: Schematic diagram of the measurement method 

Tide data has been taken from Male’ International Airport Tide Gauge. 

Wave patterns have been estimated using secondary studies and by installing a wave gauge 

(AWAC—AST) located at the project site near Male’ reef. 

1.8.3.2 Marine Assessments 

Visual Snorkelling Survey 

Visual snorkelling surveys were carried out at selected locations of the reef flat and the channel 

near Male’ and Hulhule’ island that falls within the footprint of the project, to qualitatively 

determine the main benthic composition and the general status of these areas. This method 

allows for a quick assessment of the survey areas. 

Photo Quadrat Survey 

A 50 m transect line was deployed along the reef slope at 10 m, 20 m, and 30 m depths at each 

island (Male’ and Hulhule’). A total of 10 high resolution photographs were taken every 5 m, 

along the transect lines (each photograph covers 0.5 m 2 area of the sea bed). These were later 

analysed using CPCe. CPCe, or Coral Point Count with excel extension, developed by the 

National Coral Reef Institute, is software designed to determine coral community coverage and 

diversity using transect photographs. Underwater photographic frames are overlaid by a matrix 

of randomly generated points, and the fauna/flora of species or substrate type lying beneath each 

point is identified. 20 random points per picture were analysed to characterize the substrate 

composition (sample size: 250 points per transect). 


Page|6


Fish Census 

Fish and invertebrate species assemblages and abundance were surveyed using the same 50 m 

line transects deployed for the Photo Quadrat survey. An observer swam along the transect line 

and recorded the different species of fish and invertebrates observed within 2.5 m either side of 

the transect line. A category based method was adopted to estimate fish abundance and the mean 

number of fish per category and observation was extracted to estimate species and family 

abundance. The categories used to estimate abundance is displayed in 

Table 1.1: Fish abundance category 

Category Number of Fish 

1 1 

2 2 – 4 

3 5 – 16 

4 17 – 64 

5 65 – 256 

6 257 – 1024 

7 1025 - 4096 

In addition the following secondary data/ information were also obtained from the govt. 

departments: 

• Identification and evaluation of Marine Protected Areas/ Habitats in the vicinity) 

• Protected or endangered species within the study boundary 

• Identification and evaluation of key ecosystems (e.g. coral reefs, spawning sites for fish, 

nursery areas for crustaceans or specific sites for marine mammals, sharks and turtles) 

• Fish diversity, fish landing, fish breeding and migration 

• IUCN Red List species and any species of national conservation interest to Maldives 

• Types of endemic and restricted-ranged species 

• Type of migratory species, including offshore migratory marine animals 

1.8.3.3 Noise Measurement 

Sound pressure level measurements in decibels dB (A) (with a precision upto 1 decimal place) 

have been recorded continuously for 24 hours at 15 minutes interval using a calibrated noise 

meter with attached data logger to store the data. Moreover, at each of the selected sites 

monitoring was planned for two days to get a representative mean result. The data stored at the 

meter was transferred to the computer using compatible software. Equivalent noise levels for day 

(Leq day) and night (Leq night) were calculated considering data for 0700-2200 hrs. As day time 

and 2200-0700 hrs. as night time. The recorded decibels values were converted to equivalent day 

time and night time levels and compared with the levels specified at Guidelines for Community 

Noise, WHO 1999. 


Page|7


The noise monitoring stations have been selected at receptor locations that are likely to be 

affected during construction and operational phases of the proposed project viz. due to operation 

of construction machineries and vehicular movement. 

1.8.3.4 Flora and Fauna 

Terrestrial flora of all three islands were surveyed by walking along the island following the line 

transect method. The types and abundance of species were recorded along the surveyed lines. 

Information on the occurrence of terrestrial fauna was obtained along the line transect. 

1.8.3.5 Marine Water Samples 

Water quality was assessed from MWSC laboratory. Water quality samples were taken at 

different locations selected based on proposed developments. Parameters measured include 

electrical conductivity, total dissolved solids (TDS), salinity, pH, temperature, Sulphate, 

Phosphate, Total Petroleum Hydrocarbon and biological oxygen demand (BoD). The laboratory 

uses methods prescribed in “Standard Methods for Examining Water and Wastewater”. Samples 

were collected in clean 1.5L PET bottles after washing them with the water to be sampled. Water 

samples were collected below 1 m from the surface. Biological samples were collected in 

sterilized 100 ml glass bottles provided by the MWSC Laboratory. 

1.8.3.6 Ground Water Samples 

Ground water samples were collected from three locations: Male’, Hulhule and Hulhumale’. In 

Male’ a well was dug to 1 m below water table and allowed to settle, before taking grab samples. 

In addition, water from the well at the nearest building – Marine Research Centre building – was 

also taken. Samples at Hulhule and Hulhumale’ were collected by digging a well 1 m below 

water level. 

Samples were collected in clean 1.5L PET bottles after washing them with the water to be 

sampled. Water samples were collected below 1 m from the surface. Biological samples were 

collected in sterilized 100 ml glass bottles provided by the Public Health Laboratory. 

1.8.4 Key Stakeholder Consultation 

During the EIA preparation for the bridge project, stakeholder consultations were conducted 

extensively. Stakeholder consultations were conducted between 15 th June and 5th July 2015. The 

following stakeholders were consulted for this EIA: 

1. Ministry of Housing and Infrastructure 

2. Hulhumale’ Development Corporation 

3. Male’ City Council 


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4. Ministry of Youth and Sports 

5. Relevant Associations and Surf School 

6. State Electric Company Limited 

7. Maldives Water and Sewerage Company 

8. Dhiraagu 

9. Ooredoo 

10. Maldives Transport Authority 

11. Maldives Transport and Contracting Company 

12. Maldives Ports Limited 

13. STO 

14. Maldives Airport Company Limited 

15. Maldives Civil Aviation Authority 

16. MNDF Coast Guard 

17. Traffic Police 

18. Ministry of Fisheries and Agriculture 

19. Marine Research Centre 

20. Ministry of Tourism 

21. Ministry of Environment and Energy 

22. Environment Protection Authority 

23. Maldives Meteorological Department 

24. Tourist Resorts nearby Male’ 

Consultations were also held with the general public of greater Male’ area. Two main surveys 

were conducted to get the opinions of the public regarding the proposed project. A ferry user 

survey was conducted for the customers using Male’-Hulhule’ and Male’-Hulhumale’ in order to 

understand their purpose of travel, advantages and disadvantages of their current mode of travel 

as well as their opinion on the proposed project. Targeting peak and off-peak hours of the ferries, 

a total of 467 ferry users were interviewed for this survey. A further survey was also conducted 

for the public of greater Male’ area to understand their opinion and concerns regarding the 

project. A total of 380 respondents took part in the public survey. 

Questionnaires used for both surveys are presented in Appendix M. 

1.8.5 Data Analysis 

The EIA experts used their experience and knowledge in their respective fields to analyze the 

data from the previous studies and field visits in order to determine the potential impacts of the 

proposed projects, the severity of effects arising from these impacts and how any adverse 

impacts can be best mitigated and positive impacts enhanced. This analysis provides the 

framework for the recommendations on corrective actions and remedial measures and provides 


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the basis for the formulation of the environmental management plan which forms part of this 

EIA. 

Evaluation on change and influence for flow field 

The model called Mike21 will be used to simulate the flow field in sea area, and the flow field 

change and influence to sectional flow caused after predicting and calculating the bridge project 

construction on this basis. MIKE 21 is a computer program that simulates flows, waves, 

sediments and ecology in rivers, lakes, estuaries, bays, coastal areas and seas in two dimensions. 

It was developed by DHI Water Environment Health of Denmark. 

Noise impact assessment 

The model called Cadna/A will be used to forecast the traffic noise impact of the bridge project 

during operation period. Cadna/A (Computer Aided Noise Abatement) is the simulation software 

based on RLS90 in Germany for calculation, presentation, assessment and prediction of 

environmental noise. It was developed by Data Kustik Gmbh of Germany. 

Atmospheric environment impact assessment 

The model called ADMS will be used to forecast the potential impact of the bridge project on 

ambient air during operation period. The ADMS (Atmospheric Dispersion Modelling System) is 

an advanced atmospheric pollution dispersion model for calculating concentrations of 

atmospheric pollutants emitted both continuously from point, line, volume and area sources, or 

intermittently from point sources. It was developed by Cambridge Environmental Research 

Consultants (CERC) of the UK. 

1.8.6 Report Format 

The report format and structure presented here follows the report formatting guidelines issued by 

EPA. 


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2 PROJECT DESCRIPTION 

2.1 Project Location 

The project location is Gaadhoo Koa, the reef pass between Hulhule and Male’ Island (see 

Figure 2.1). The widths of the channel along the proposed survey lines cover about 1400 m. The 

proposed landing area for the Male’ side is at the SE corner of the island where 

Boduthakurufaanu Magu meets the Tsunami Monument. The landing area on Hulhule’ side is at 

the southern tip of the island. An area is planned to be reclaimed and protected with a breakwater 

to facilitate the landing area. The road on Male’ side connects to Boduthakurufaanu Magu and 

changes are proposed to the road layout in nearby streets. 

The landing site on Hulhule site will connect with the causeway and road connecting Hulhule 

and Hulhumale’ Island. 

The work site on Male’ is located at the “Adi Park”. Site in Hulhule and Hulhumale’ is located 

on newly reclaimed barren land. A borrow areas has been identified on Gulhifalhu Island (See 

Figure 2.1) 

There are no major protected areas within close proximity to the bridge site (See Figure 2.2) but 

there is an important dive site within 500m of the bridge. 

2.2 Project Outline and Project Site Plan 

The proposed site plan is presented in Appendix B. As noted above the project involves 

constructing a bridge between Hulhule and Male’. Figure 2.3 shows a reduced version of the site 

plan and Figure 2.4 provides the project footprint and potential affected area. 

The overall distance covered by the project including the landing area roads is 2.0 km long. The 

length of the bridge including the approaches is 1.390 km and the width is 20.3 m. The height of 

the bridge from MSL is 20 m. 

The main bridge is a prestressed concrete six-span continuous rigid frame structure. The main 

bridge is 760 m long. The approach bridge is pre-stressed concrete I-type beam bridge and is 630 

m long. 

The main components of the project are: 

• Mobilization and work site setup (in Male’, Hulhule and Hulhumale’) 

• Land reclamation and shore protection at Hulhumale’ landing site 


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• Construction of bridge landing area roads 

• Construction of bridge approach and main sections 

• Installation of auxiliary facilities 

• Demonization 

• Operation 

The next section provides the details of the project components. 


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Figure 2.1: Location map of proposed bridge and worksites 


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Figure 2.2: Locality map showing sensitive environments and marine protected areas 


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Figure 2.3: Proposed site plan (Reduced Version) 


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Figure 2.3a: Project foot print and Potential Affected Areas at bridge site 


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Figure 2.3b: Project foot print and Potential Affected Areas at borrow site 


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2.3 Detailed Project Outline 

2.3.1 Bridge Design Considerations 

2.3.1.1 Traffic Forecasts 

The planned traffic volume for this project is presented in Table 2.1. 

Table 2.1: Predicted Results on Traffic Volume for this Project (pcu/d) 

Year 2018 2024 2032 

Equivalent of automobile 3314 5925 7218 

Therein:Bus 285 536 658 

Motorcycle 5465 9598 11818 

2.3.1.2 Major technical standards 

• Road grade: first-class highway 

• Designed driving speed: 60 km/h 

• Bridge’s normal width: 20.3 m; for specific road width, refer to Figure 2.5 

• Design load of bridge: highway – Grade I 

• Deck transverse slope: 2.5% 

• Design tide level: design highest tide level: 0.55 m, design lowest tide level: -0.51 m 

• Design standard wind speed: 26.3 m/s 

• Seismic peak ground acceleration: 43 gal, Grade VI 

Figure 2.5 Typical Cross-section of the Bridge 

2.3.1.3 Plane design 

This project starts from the southeast corner of Malé, links up with the planned 

Boduthakurufaanu Magu (road), and then connects to the Moonlight Hin’gun road by setting a 

grade crossing at AK0+036. The Male’ side approach bridge starts around the tsunami 

Prepared by: CDE Consulting & China Shipping Environment Technology Page| 18


monument. The approach bridge is about 540 m long. The route then ends at the south side of 

Hulhule and connects with the planned road connecting the airport and Hulhumale. 

2.3.1.4 Profile design 

The profile of this project, based mainly on height constrains of existing breakwaters, navigable 

clearance and navigation height restriction, is designed after considering the graceful appearance 

of bridge and other factors. At Male’ end the existing breakwater requires the starting point to be 

elevated 20 cm from the surface of the breakwater. The middle part of the bridge requires 

navigable clearance height for smaller vessels. At Hulhule side the elevation profile needs to be 

very low to account for flight path restrictions. The maximum longitudinal gradient of the whole 

route is 3.5%; the minimum slope length is 150 m; the minimum convex curve radius is 5,000 m 

and the minimum concave curve radius is 4,500 m. 

2.3.2 Bridge Design Details 

2.3.2.1 Design scheme of main bridge 

The main bridge is a prestressed concrete six-span continuous rigid frame structure, with a span 

layout of 100+180×2+140+100+60 m. The whole bridge is 760 m long. 

The superstructure of main bridge adopts single-box double-cell prestressed concrete box girder 

and its overall width is 20.3 m. The gradient of symmetrical herringbone cross slope, which is 

set on the flange plate of super face of box girder, is 2.5%. The mid-span beam of box girder is 

3.0 m high; the beam depth of root shall be take 1/16 of the span, which are 11.25 m (180 m 

span) and 6.25 m (140 m/100 m span) respectively. The beam depth varies by 1.8 parabolas 

from root to mid-span. 

Figure 2.6: Standard Cross-section of Concrete Box Girder of Main Bridge 



2.3.2.2 Design scheme of Approach Bridge 

Approach bridge adopts 30 m of span, with 18 spans at the side of Male’ Island and 3 spans at 

the side of Airport Island. 

Superstructure adopts precast Type-I girder (See figures 2.7). Ten type-I girders shall be 

arranged in each span, with a total of 210 girders. 

Figure 2.7: Standard cross-section of the approach bridge 

2.3.2.3 Design scheme of land connection 

The project’s design speed is 60km/h and the width of the road is 20.3 m. The cross section 

includes: 0.9m pipeline reserved area; 2.5m sidewalk; 3.0m motorcycle scrambling; 2×3.75m 

carriageway; 3.0m motorcycle scrambling; 2.5m bikeway and; 0.9m pipeline reserved area. This 

design is based on traffic composition in the region and future demand. 

2030 

90 

250 

300 

375 375 

300 250 

90 

2.5% 2.5% 

Figure 2.8 Standard Cross-section of Subgrade 

According to the field survey, the traffic volume of this Project will mainly be composed of 

sedan cars and motorcycles. Therefore, this Project will adopt bituminous pavement as per 

reference analysis on the road pavement under construction and road-related design data from 

other projects in Maldives. 



Concrete structures are as follows: 

Carriageway: 5 cm bituminous concrete + 10 cm asphalt macadam base +20 cm gravel-sorted 

subbase +15 cm coral sand cushion; 

Sidewalk: 20 cm cement concrete +45 cm coral sand cushion. 

2.3.2.4 Design scheme of piers and foundation 

There will be a total of 26 bridge piers (No.1 to No.26) and 2 bridge abutments (No. 0 and No. 

27). The cast-in-situ bored pile foundation is adopted uniformly for all bridge piers and 

abutments. The scheme for all bridge piers and foundation is presented in Appendix C. 

No. 0 abutment of the Male island side shall adopt pier foundation with a 1.5 m diameter. 

No. 1 to 10 pier bodies are T-type piers, with 2.0 (axial direction) × 4.0 m (transverse direction) 

of sectional dimension. The pier foundation scheme is planned to use 4 cast-in-place piles with 

1.5 m of diameter, and bearing platform is 2.5 m high, with 6.25 (axial direction) × 7.0 m 

(transverse direction) of plane dimension. 

No. 11 to 17 pier bodies are T-type piers, with 2.0 (axial direction) × 4.0 m (transverse direction) 

of sectional dimension. The pier foundation scheme is planned to use 6 cast-in-place piles with 

1.5 m of diameter, and bearing platform is 3.0 m high, with 6.25 (axial direction) × 10.0 m 

(transverse direction) of plane dimension. 

No. 18 pier is the transition pier of the main bridge, the pier body is T-type pier with 3.0 (axial 

direction) × 4.0 m (transverse direction) of sectional dimension. The pier foundation scheme is 

planned to use 6 cast-in-place piles with 1.5 m of diameter, and bearing platform is 3.0 m high, 

with 6.25 (axial direction) × 10.0 m (transverse direction) of plane dimension. 

No. 19 to 21 pier bodies are V-type piers, which are fastened and connected to the top box 

girder. Main pier No. 19, 20 and 21 shall have 12 variable cross-section bored piles with 

diameters ranging from 2.5 m to 2.8 m; the bearing platform is rectangular, with an overall 

dimension of 17.0 (axial direction) × 23.25 m (transverse direction). 

The box girders at Pier No. 22 to 23 are directly fastened and connected with the bearing 

platform, without the pier body. Main pier No. 22, and 22 shall have 8 variable cross-section 

bored piles with diameters ranging from 2.5 m to 2.8 m; the bearing platform is rectangular, with 

an overall dimension of 10.75 (axial direction) × 23.25 m (transverse direction). 



No. 24 pier is the transition pier of the main bridge, without the pier body. The pier foundation 

scheme is planned to use 4 cast-in-place piles with 1.5 m of diameter, and bearing platform is 2.5 

m high, with 6.25 (axial direction) × 6.25 m (transverse direction) of plane dimension. 

No. 25 and 26 pier bodies are T-type piers, with 2.0 (axial direction) × 4.0 m (transverse 

direction) of sectional dimension. The pier foundation scheme is planned to use 4 cast-in-place 

piles with 1.5 m of diameter, and bearing platform is 2.5 m high, with 6.25 (axial direction) × 

7.0 m (transverse direction) of plane dimension. 

No. 27 abutment of the Airport side shall adopt pier foundation, with 1.5 m of diameter. 

2.3.2.5 Design scheme of breakwater 

The bridge on the side of airport joins with land via shore-connecting approach embankment 

about 115 m in length. A dyke will be constructed around the embankment which will serve as 

the breakwater. The core of the breakwater will consist of sand filled geobags, filter cloth and a 

rubble cushion layer. The proposed design includes, 0.8 t quadrangle hollow blocks for wave 

armour block. The width of approach embankment pavement is 20.3 m with 1:2 for gradient on 

both banks. Cast-in-situ concrete anti-billows wall is set on both sides of dyke top. A drain ditch 

is set in the rear of wall. The embankment toe (about 5 m wide) will be protected using 150-200 

kg apron or rubble and riprap. 

Figure 2.9: Cross section Diagram of Approach Embankment 

2.3.3 Proposed work sites 

2.3.3.1 Precast yard at Hulhumale’ 

The precast yard is a 40,000 m 2 (160 × 250m) area located at the newly reclaimed section of 

Hulhumale Island (See Figure 2.10). The site will be mainly used for fabricating I-type beam on 

the superstructure of approach bridge. The site includes precast yard area, I-type beam storage 

area, reinforcement processing and storage area, steel structure processing area, mixing station, 

sandstone stockpiling yard, equipment parking area, materials storage area, power generator 

house, parts warehouse, site laboratory, Office and living area and temporary construction wharf. 

Major equipment includes gantry crane, generator, mixing station, and wheel type beam carrier 

vehicle. Main construction materials and equipment are transported via the sea and unloaded 



using the temporary construction wharf. After the precasting I-type girder will transport to the 

construction site on barges for hoisting and splicing. 

Figure 2.10: Schematic Diagram for Plane Layout of Precast yard on Hulhumale Island 

2.3.3.2 Temporary construction site on Male’ side 

The construction site on Male side locates at “Adi park” or “Adu park” on the SE corner of 

Male’ (See Figure 2.11). A total of 5000 m 2 (60 × 83.3 m) will be allocated and will be mainly 

used for construction of land connection and approach bridge on Male' side. The plane layout 

covers concrete mixing area, reinforcement processing area, steel structure processing area, 

equipment parking area, materials storage area, office and living area and sewage treatment area, 

etc. Main equipment covers mixing station, power generator and transportation vehicle, etc. The 

construction site closes to Boduthakurufaanu Magu, the main materials and equipment all are 

transported via municipal road. 



Figure 2.11: Layout of Construction Site on Male’ Island 

2.3.3.3 Temporary construction site on Airport side 

The construction site on Airport side is located in the newly reclaimed area on the southwest end 

of Airport Island. A 5000 m 2 (40 × 125 m) will be allocated and used for construction of land 

connection and approach bridge on Hulhule side. The plane layout covers concrete mixing area, 

reinforcement processing and storage area, steel structure processing area, equipment parking 

area, materials storage area, office and living area and sewage treatment area. Main equipment 

covers mixing plant, power generator and transportation vehicle. The construction site is close to 

Hulhule-Hulhumale’ link road and the main materials are transported via this road. 

Alternatively, landing craft may be used to directly unload the material onto the site. 



Figure 2.12 Schematic Diagram for Plane Layout of Construction Site on Airport Island 

2.3.4 Justifications 

2.3.4.1 Justification for the location of bridge 

The master plan of the Male’ urban region envisages that the Hulhumale, Hulhule, Male’, 

Vilingilli, Gulhifalhu and Thilafushi Island will be connected via a series of bridges. The 

proposed location provides the smoothest connecting line between Male’ and Hulhule Island, 

which is also in line with the overall conceptual road in the master plan. 

One of the key factors in determining the landing point of the bridge is the ease in which traffic 

can be assimilated into the local traffic. In this regard, Boduthakurufaanu Magu (on Male’ side) 

offers the most practical landing point where large number of vehicles can be easily integrated 

into Male’ traffic. Similarly, there is a limitation on the airport side due to the presence of the 

runway and associated aviation restrictions. The only route available, at present, is to connect 



with the Hulhule-Hulhumale’ link road via the southern tip of Hulhule Island. Thus, the best 

landing points in terms of allowing traffic flow are the two proposed points. This site has also 

been finalised with extensive consultations with the Government agencies. 

In addition the proposed location offers better terrain to construct the bridge approach due to the 

presence of gentle reef slope. This is crucial as the bridge approach can take up considerable 

space on land as it has to be elevated. There is very limited space to spare in Male’ Island proper 

for the approach bridge. 

The location also offers the least impact location for traffic assimilation in terms of disturbance 

to the local buildings and houses in the vicinity. 

2.3.4.2 Justification for the location, depth and size of piers 

The main factors influencing the bridge design at the proposed location include submarine 

topography, aviation height limits, navigation clearance requirements and the deep water sea bed 

conditions. Based on these limitations and the principle of simple design used for the project, 

pre-stressed concrete V-shaped outrigger six-span continuous steel structure scheme is selected 

for main bridge. 

Male 

(breakwater spacing) 

Airport 

(Aviation 

height 

Navigation clearance: 12m 

li it) (mean sea level ) 

Water depth: 46m 

(Width of deep slot) 

Figure 2.13: Schematic Diagram for Main Control Conditions on Topography and Land Features for the Bridge 

The design is controlled by factors such as aviation height limit on airport side, elevation at 

breakwater on Male’ side, design water level, wave height, location of intersection, water depth 

and scouring depth as well as the practicality during construction and aesthetic factors. 

The bridge pier location is determined in accordance with bridge type and spanning length 

scheme for main bridge and approach bridge. The foundation form and pile foundation depth are 

determined based on the geological investigation results, calculation results of structural bearing 

capacity and the bridge pier dimension. 



2.3.4.3 Justification for the location of construction sites and borrow area 

The proposed construction sites have been allocated by the relevant Government authorities on 

an availability basis. The site in Male’ has been chosen as it is the largest and closest open site 

available on the SE corner of Male’. 

The site in Hulhumale’ was chosen as it is the site with best sea access required for barge 

landing. It also provides least disruption to Hulhumale residents and Hulhumale’ development 

activities. 

The site in Hulhule was chosen based on proximity and least disruption from air traffic. 

The proposed borrow area site in Gulhifalhu was chosen based on the closest distance to Male’ 

and has ongoing dredging and reclamation programmes. A further site may be sought at a later 

stage for which a separate assessment is required. 

2.3.5 Sand Sourcing 

The project requires sourcing about 30,000 - 50,000 cbm of sand for levelling, backfilling and 

general construction needs. 

2.3.5.1 Borrow Areas 

The proposed borrow area for the project is the proposed new harbour at Gulhifalhu. The 

alternative site is also located within the Gulhifalhu reef. The proposed borrow areas are 

presented in Appendix B. This site already has a Decision Note from Gulhifalhu Reclamation 

Phase III and subsequent EIAs, but work has not been undertaken. It has to be noted that the 

alternative borrow sites has not been finalised yet and therefore does not have the necessary 

dredging and reclamation approvals. Should the alternative borrow areas be required, the 

dredging and reclamation approval and a separate addendum may be required. 

Details of the borrow areas are summarised in Table below. 

Table 2.2: Proposed sand borrow area details 

Feature Area m 2 Depth m Volume to Dredge 

cbm 

Proposed Borrow Area 8000 -4.0 to -4.5 24,000 – 28,000 

Proposed Alternative 15000 -4.5 50,000 

Site 



2.3.5.2 Reclamation Areas 

Reclamation is proposed for the SW corner of Hulhule Island to establish a base for the land 

area. The specifications for reclamation are as follows: 

The design details for land reclamation are as follows. 

Feature 

Reclamation height 

Reclamation design height 

Average Depth at Site 

Volume required 

Specification 

+3.0 m MSL 

+3.2 m MSL 

-1 m MSL 

6000 cbm 

2.3.5.3 Backfilling areas 

It is expected that areas within Male’ and Hulhule at the bridge landing points may need to be 

backfilled. The exact area and volume of backfilling required is not clear at this stage. 

2.4 Work Methodology 

2.4.1 Construction method of main bridge 

2.4.1.1 Construction of pile group foundation of bored pile 

Deepwater main pier foundation 

The pile group foundation will use “integral steel casing and bottom steel cofferdam” system. It 

uses a bottom steel cofferdam to hold the piling area in place while steel casings for the pile are 

driven to the require depth. Each casing will form a continuous unit with some reaching up to a 

100 m in length. Once the casings are in place the piles will be cast-in-place by pouring 

concreted into them. The upper section of the pier will be constructed on the installed piles. The 

scheme of “integral steel casing and bottom steel cofferdam” is presented in Figure 2.14. 

Figure 2.14: Integral Steel Casing Platform and Bottom Steel Cofferdam Structure Diagram 



The construction technology process of this scheme is presented in Figure 2.15. 

Underwater topographic survey at pier 

Integral steel casing + bottom steel cofferdam 

manufacturing and transportation 

Floating crane 

installation 

Installation of casing and 

cofferdam 

Anchor rope 

distribution and 

anchorage 

Anchor rope installation 

Casing is accurately in-place 

Installation of 

winch 

Removal of winch 

Fixing bottom steel 

cofferdam 

Bored pile construction 

Removal of anchor 

Removal of drilling platform 

Construction of bearing 

Figure 2.15: Process Flow Diagram for Construction Technology of Integral Steel Casing Platform + Bottom Steel 

Cofferdam 

Shallow-water transition pier foundation 

Construction of transition pier pile foundation will use a steel cofferdam, drilling platform, and 

rotary driller. The construction technology is as follows: 

• Steel cofferdam will be transported to the site on barges. A floating crane will place the 

steel cofferdam on the seabed, install the steel cofferdam top profile and set up the 

drilling platform. 

• The floating crane will hoist and place the steel casing in cofferdam. The different 

sections of the casing will be welded together to form a continuous casing. Alignment 



accuracy will be closely monitored and fixed. Concrete will be poured into the casings to 

fix the casing bottom and steel cofferdam. 

• A slurry recycling system will be established on the work vessel. 

• Drilling machine will use gas-lift reverse circulation technology. A steel reinforcement 

cage will be lowered in the casing to create the cast-in-situ piles. After the casing insides 

are cleaned, concrete will be poured in. 

2.4.1.2 Pier body construction 

The pier body is cast-in-site. The construction work covers locating, formwork erection, 

reinforcement assembling, concreting and demoulding. 

2.4.1.3 Pouring concrete into box girder 

Pouring concrete into the box girder of the superstructure will use a cantilever and a basket. 

Pouring process of standard girder sections include mobile hanging basket, locating and 

formwork erection, reinforcement assembling, concreting, tension of longitudinal and transverse 

prestressing tendon and demoulding. 

2.4.1.4 Construction of box girder’s closure segment 

Construction of box girder’s closure section also uses a hanging basket to cast-in-site. After the 

completion of closure the hanging basket shall be removed. 

2.4.1.5 Construction of side-span cast-in-site segment 

After the closure of each main span, the construction of side-span cast-in-site will be completed. 

The construction of side-span cast-in-site segment uses a hanging bracket. The hanging basket 

used in the construction shall be replace by hanging bracket when the cantilever reaches the 

maximum. 

The nose girder shall be set between the transition pier and hanging bracket. Other activities 

include formwork erection, reinforcement assembling and the concrete pouring of side-span 

cast-in-site segment. 



2.4.2 Construction method of approach bridge 

2.4.2.1 Superstructure construction technology 

Superstructure of the bridge approach will be a type-I precast structure. It will be precast at 

Hulhumale and transported to site on a barge. Once at the site, it will be hoisted using purpose 

installed cranes and lifting stations. 

Bridge deck slabs and diaphragms (partially) are cast on-site. The bridge deck system (including 

pitch pavement, sidewalk, guardrail and so on) will also be cast on-site but after one year from 

the bridge approach construction. 

2.4.2.2 Substructure construction technology 

No. 1 to 6 piers, No. 25 and 26 pier construction 

No. 1 to 6 piers, 25 and 26 piers are pile foundations. They will be installed by setting up drilling 

platforms right above the designated locations. Activities involved in the construction of piers 

includes setting up trestles along the shore to every pier and setting up drilling platforms; driving 

the steel sheet piles; excavating the foundation trench; driving pile foundation steel casing; 

drilling and pouring concrete; pouring sub-sealing concrete on the bearing platform and 

constructing the bearing platform; finishing the pier bodies and bent cap construction. 

No. 7 and 17 underwater pier construction 

No.7- 17 pier belongs to an underwater pier, with more than 3 m of water depth, which is 

planned to be constructed using a self-elevating mobile platform. 

Construction process of the self-elevating mobile platform: 

1) Position the working platform and lift it above the water surface. 

2) Install the guiding orientation rack, and pass down the steel casing utilizing crawler crane 

of 200 t on the platform. The drilling machine will drill into rock and pour concrete into 

the casings as described before. 

3) Repeat the step two to complete the lowering of rest steel casings. 

4) Remove the construction platform and move the platform to the next pier. 



Figure 2.16 Self-elevating mobile platform 

The piling method will adopt either air-lift reverse circulation drilling or the rotary drilling. 

Considering that the pile casing is inserted into base rocks, it is planned to use clean water drills 

in order to avoid the environmental pollution. 

Once the foundation is completed, the main structure will be hoisted and connected. Most of the 

remaining works will involve concrete casting on-site as described above. 

2.4.3 Construction method of land connection 

Constructing the landing areas will involve the following activities: 

(1) Site clearing: All existing vegetation within the project foot print will be removed or 

relocated; the existing pavement and road surface will be demolished or disassembled; a 

temporary drain ditch and settling pond will be established on the road side; and the road 

area will be backfilled and levelled to the required level. 

(2) Base treatment: Including levelling, compacting and sub grading. 

(3) Surfacing and pavement construction 

2.4.4 Dredging and reclamation method 

Dredging at the borrow site will be undertaken by an excavator mounted on a sand bed. The sand 

bed will be constructed from the existing lagoon material. Excavated material will be placed on 

to a barge and transported to the designated sites. The barge is expected to have a capacity of 

3000-5000 cbm and will be towed by a tugboat. 

The barge lading area for Hulhule Island is the proposed works site which can be directly 

accessed from the lagoon. Unloading at the site will be undertaken by an excavator. Trucks will 

carry the material to the reclamation site and loaders will be used to distribute the material. 

Given the strong wave conditions on the southern tip of Hulhule Island, sand filled geobags may 

be placed before infilling. Shore protection works will begin simultaneously to minimise sand 

loss. 



Landing in Male’ will be via the barge landing area next to Viligilli ferry terminal. 

2.4.5 Construction method of breakwater 

Breakwater will be constructed using excavators and loaders. The use of cranes may be less 

practical given the frequent disruptions anticipated during flight take-off and landing. The core 

of the breakwater will be constricted from geobags filled with sand. The upper layers will be 

filled with filter cloth and layers of rubble for cushioning. The main breakwater units will be 

quadrangle hollow blocks constructed from concrete. These units will be manufactured on the 

Hulhule worksite or the pre-casting yard at Hulhumale’ and transported to the site on a need 

basis. 

2.4.6 Equipment 

Key equipment of the main bridge, approach bridge, girder precast & installation and land 

connection works are presented in Table 2.3, Table 2.4, Table 2.5, Table 2.6. 

Table 2.3 Key equipment for the main bridge 

S/N Equipment name Power or tonnage Qty. Remarks 

1 Floating crane of 350 t 350 t 1 

2 Floating crane of 100 t 350 t 1 

3 Concrete mixing vessel 160 m³/h 2 

4 Crawler crane 200 t(150 t) 1 Pile casting down-pass 

5 

Abrasion drill or spin dig 

drill 

Φ 250 cm 12 Bored pile construction 

6 Hanging baskets 200 t 10 sets 

Table 2.4 Key equipment for the approach bridge 

S/N Equipment name Capability Qty. Use 

1 

Set up drilling platforms and 

Self-elevating Water depth >10 m 

3 construction of the bored piles 

mobile platform ,loads 200 t 

for five months 

2 Crawler crane 80 t 3 

Pass down the pile casing for 

five months 

3 

Abrasion drill or 

rotary drill 

φ160 cm 6 Pile casing rock-socketed 

4 Trestle 1 300×8=2400 m 2 1 Male island side 



5 Trestle 2 130×8=1040 m 2 1 Airport island side 

6 Drilling machine φ160 cm 6 

7 Trencher 2 

8 Hoist 50 t 1 

9 

Concrete mixing 

Concrete production and 

160 m³/h 1 

vessels 

transportation 

Table 2.5 Key equipment for the type-I girder precast & installation 

Service 

Mechanical 

S/ 

Specification 

time 

equipment 

Unit Qty. 

N 

s and models 

(month 

name 

) 

Remarks 

1 Gantry crane 100 t Piece 2 4 

For type-I beam lifting at the 

precast yard 

2 Gantry crane 10 t Piece 2 4 

For formwork assembling and 

disassembling, concrete 

pouring 

SDLB140/40 

3 

double 

Bridge 

guiding 

erecting 

beams bridge 

machine 

erecting 

Piece 1 4 For type-I beam erection 

machine 

4 Tank car 10 m 3 Piec 

For concrete transportation, 

3 5 

e 

sharing with the infrastructure 

5 

Rubber-tired 

Piec 

One precast yard and bridge 

transporting 100 t 

2 4 

e 

floor respectively 

girder vehicle 

6 

Transporting 

Piec 

For type-I beam water 

1000 t 

1 4 

girder ships 

e 

transportation 

7 Generator 200 KW Set 2 9 

Spared construction power 

supply unit 

8 

Lifting beam 

For type-I beam lifting to the 

100 t Set 1 4 

station 

bridge 

9 

Production 

Concrete 

For concrete production, 

capability 90 Set 1 5 

mixing station 

m 3 sharing with the infrastructure 

/h 



Table 2.6 Key equipment for land connection works 

S/N Machines and Equipment and temporary works Qty. 

1 Dumper 3 

2 Excavator 1 

3 Land leveler 1 

4 Road roller 2 

5 Loader 2 

6 Earthmover 2 

7 Bitumen blending tower 1 

8 Bitumen distribution truck 1 

9 Paver 1 

10 Blender 1 

2.5 Project Schedule and Life Span 

Maldives Government has placed urgent demands on this project. The construction period is 

suggested to be 27 months. The construction preparation period is three months. During this 

period, the design work of construction drawing may be conducted. After commencement, the 

formal construction period is 24 months. . 

The project work plan is presented in Appendix D. 

2.6 Labour Requirements and Availability 

It is estimated that about 480 workers will be required for the project. Among these, about 120 

technicians are expected to come from China while about 360 local labour is expected hired. 

2.7 Logistics, Waste Management and Safety Measures 

2.7.1 Construction stage accommodation 

Temporary construction stage accommodation will be built on all three work sites. However, the 

bulk of the accommodation is expected to be in the Hulhumale’ precast site. All accommodation 

units are expected to be prefabricated units imported from China. Major restrictions on worker 

movement will be imposed on the Hulhule site die to security requirements. 

2.7.2 Utilities 

− Water in the Hulhumale’ and Hulhule site will be produced from temporary desalination 

plants. Water in Male’ will be supplied by MWSC. 

− Electricity for construction in all sites will be provided by STELCO. Where required, 

portable generators might be used. 



− The sewerage system proposed for the temporary work sites in Hulhumale’ and Hulhule 

is septic tanks. If required a pumping system may be installed to pump the sewage 

beyond 5 m depth from the reef edge. 

2.7.3 Construction Waste Management and Disposal 

The cast-in-situ bored pile foundation is adopted for bridge pier foundation of this project. This 

method produces a chemical and mud slurry, particularly if Bentonite is used. To manage the 

slurry, a tank will be set on the construction platform to recycle slurry produced in the process of 

drilling and grouting. Surplus slurry and drilling dregs are pumped onto a spate tank on the 

transportation barge and will be transported into designated waste management centre in 

Thilafushi. 

The earthwork removed from the landing area of Male Island will be reused for backfilling while 

paving tiles on the existing pavement may be reused for other municipal road maintenance 

projects. 

The sandstone, building materials, steel and packing materials discarded by construction should 

be cleared regularly and recycled as much as possible. The unusable materials shall be 

transported into designated waste management centre in Thilafushi. 

The sealed garbage station should be set on construction sites and all work sites. The 

construction garbage and domestic garbage should be stored in categories and transported into 

designated waste management centre in Thilafushi regularly. 

All other general waste generated during the lifetime of the project will be disposed to nearest 

waste site. No material, including liquid, is expected to be disposed into the sea. 

2.7.4 Pollution and Emission Control Measures 

The following measures will be taken to ensure minimal pollution during construction stage. 

− Machinery will be properly tuned and maintained to reduce emissions and minimize risk 

of spills/leaks. 

− The worksite will be properly marked with a boundary wall and separated from the 

public. 

− The plane layout design shall be conducted properly in the construction site, the 

production area is separated from living area, the necessary collection and storage 

facilities, individual toilet, individual kitchen and dining room are provided. 

− The ventilation system is set in the kitchen and the soot purifier is installed additionally 

so as to reduce the influence on soot. 



− If a diesel generator is used, it should be placed indoors, the doors and windows should 

have sound insulation and a silencer must be installed at the air inlet and outlet. The 

sound isolation, noise elimination and vibration reduction measures are taken for air 

compressor and ventilator in the production area. 

2.7.5 Health and Safety Measures 

− The contractor would ensure that Health and Safety procedures are complied with at all 

times. 

− Construction activities would be carried out under the supervision of a suitably 

experienced person. 

− All reasonable precautions will be taken for the safety of employees, and equipment will 

be operated by competent persons. 

− Warning signs, barricades or warning devices will be provided and used. Necessary 

safety gear will be worn at all times. 

− Fire extinguishing equipment would be readily available and employees will be trained in 

its use. In general, water-based fire extinguishers would be used. 

2.8 Summary of Project Inputs and Outputs 

The types of materials that will go into the development and from where and how this will be 

obtained are given in Table 2.7 and the type of outputs (products and waste streams) and what is 

expected to happen to the outputs are given in Table 2.8 

Table 2.7: Major Project Inputs 

Input resource(s) Source/Type Method of obtaining materials 

Construction 

Construction workers Local and foreign, mainly foreign Recruiting agencies, etc. 

Engineers and Site Foreign Recruiting agencies, etc.; 

supervisors 

through Chinese contractor 

Construction material Precast concrete units, reinforcement 

steel, steel sheets, sheet piles, hollow 

Import and purchase where 

locally available at competitive 

steel piles, asphalt, street lights, prices – Main Contractor’s 

geotextile rolls, geobags, electrical responsibility. 

cables and wires, DBs and MCBs, 

PVC pipes, light weight concrete 

blocks, sand, river sand, cement, 

aggregates, telephone cable CAT 5, 

PVC conduits, paint, Bentonite, 



Input resource(s) Source/Type Method of obtaining materials 

Water supply (during 

construction) 

Electricity/Energy 

(during construction) 

varnish, lacquer, thinner...etc. 

Desalinated water MWSC and portable 

Diesel/Electricity 

desalination plant 

STELCO and portable power 

plant 

Machinery See Tables 2.3 to 2.6 Import or hire locally where 

Temporary 

for workers 

housing 

Food and Beverage 

Fuel, Kerosene and 

LPG 

Operation 

Prefabricated houses installed 

Mainly imported sources except a 

few locally available products. 

Light Diesel, LPG Gas, Petrol, 

Lubricants 

available 

Import from China 

Import and purchase locally 

Local suppliers 

Electricity supply Diesel STELCO 

Operational staff Not decided by government yet Recruiting agencies 

Machinery Maintenance vehicles for road 

surfacing and simple maintenance 

works 

Table 2.8: Major Project Outputs 

Products and waste 

materials 

Anticipated 

quantities 

Import or hire locally 

Method of disposal 

Construction waste Large quantity Disposed in Thilafushi Island 

Slurry from drilling 

activities 

Large quantity 

Disposed in Thilafushi Island 

Waste oil Moderate quantities Barrelled and sent to Thilafushi site 

Green Waste Very Small quantities Disposed at Thilafushi; transplanted 

Excavated earth Very Small quantities Reused for backfilling 

Hazardous waste (diesel) Moderate quantities Barrelled and sent to Thilafushi site 

Noise 70- 80 dBA No special measures will be taken 

Sewage Moderate quantities Disposed directly to sea; MWSC 

2.9 Demobilization 

The proponent advocates a phased demobilization plan to commence in the last week of the 

contract. Machinery transported from overseas will have to be demobilized on one specific date. 


3 POLICY AND LEGAL FRAMEWORK 


These legal and policy provisions have to be fully respected in carrying out the proposed project. 

All contractors and sub-contractors will be informed of these requirements. This project 

conforms to all relevant laws and regulations of the Maldives. 

3.1 Relevant Legislation 

3.1.1 Environment Protection and Preservation Act (Act no. 4/93) 

The Environmental Protection and Preservation Act (4/93) enacted on 19 March 1993 is the 

framework law related to environment protection in the Maldives. The authority responsible for 

the Environment Act is the Ministry of Environment and Energy. 

Articles 2, 4, 5, 6, 7, and 8 of the law are relevant to the Male’-Hulhule Bridge Project. 

Article 2 states that the concerned government authorities shall provide the necessary guidelines 

and advise on environmental protection in accordance with the prevailing conditions and needs 

of the country. All concerned parties shall take due considerations of the guidelines provided by 

the government authorities. 

The project developers and contractors shall abide by any guidelines or advice given by the 

concerned Government authorities for the project. 

Article 4 states that the Ministry of Environment shall be responsible for identifying protected 

areas and natural reserves and for drawing up the necessary rules and regulations for their 

protections and preservation. 

The project developers and contractors shall ensure that there is no negative impact from the 

proposed project on any protected area or protected species. 

According to Article 5 (a) of the Act, an Environmental Impact Assessment study shall be 

submitted to the Ministry of Environment before implementing any development project that 

may have a potential impact on the environment. 

According to Article 5 (b), The Ministry of Environment shall formulate the guidelines for EIA 

and shall determine the projects that need such assessment as mentioned in paragraph (a) of this 

clause. 

This report is prepared to fulfil this clause. 



According to Article 6, the Ministry of Environment has the authority to terminate any project 

that has any undesirable impact on the environment. A project so terminated shall not receive 

any compensation. 

All project developer and contractors shall be aware of this provision and contractors shall take 

all practical measures to ensure there is no irreversible and significant negative impact of the 

projects on the environment 

Article 7 of the EPPA (4/93) states that any type of waste, oil, poisonous gases or any substances 

that may have harmful effects on the environment shall not be disposed within the territory of 

the Maldives. In cases where the disposal of the substances becomes absolutely necessary, they 

shall be disposed only within the areas designated for the purpose by the government. If such 

waste is to be incinerated, appropriate precaution should be taken to avoid any harm to the health 

of the population. 

All project contractors shall comply with the Environmental Management Plan presented in this 

report which specifies how the wastes, oil and gases generated by the project will be disposed. 

Article 8 of the EPPA (4/93) states that Hazardous/ Toxic or Nuclear Wastes that is harmful to 

human health and the environment shall not be disposed anywhere within the territory of the 

country. 

Any hazardous wastes that may be generated from this project shall be transferred to the 

designated waste site in Thilafushi for disposal according to Government regulations and 

standards. It should not be disposed at Male’, Hulhule and Hulhumale’ Island as it does not 

have the necessary facility. 

3.1.2 The Civil Aviation Act of the Maldives 2001 

The Civil Aviation Act of the Maldives relates to registration and operation of civil aircraft and 

building, registration, operation and use of civil aerodromes and other matters relating to civil 

aviation and safety relating to civil aviation. 

According to the Act, building, registration and usage of civil aerodromes in the Maldives shall 

be in accordance with the Act and regulations made under the Act. Accordingly, any aerodrome 

in the Maldives shall be constructed only after land or space required for such purpose has been 

obtained lawfully and only after submission and approval of the drawings, details and other 

information required under the Act and regulations made under the Act. 

The Civil Aviation Act of the Maldives provides wide statutory powers to the Civil Aviation 

Ministry including setting out guidelines and making regulations regarding safety of civil 



aerodromes, maintaining standards of safety zones and demarcation of a certain area surrounding 

the aerodrome for activities such as: 

• Construction of buildings and other structures 

• Planting and cultivating trees and other crops 

• Driving and parking of various types of vehicles 

• Illuminating, rearing of birds and having airborne objects and engage in other operations 

that will endanger the safety of civil aviation. 

• Building controls in the vicinity of the airport 

The Civil Aviation Act of the Maldives also outlines the penalties for breaching the Act and any 

Regulations under the Act. 

The proposed bridge is location in close proximity to the airport runway and approach path. The 

bridge designs and construction machinery should conform to the height restriction and safety 

measures specified by the Act and its associated regulations. 

3.1.3 Decentralization Act 

The Decentralization Act establishes the local councils as the highest political authority in the 

locality and who shall have executive powers to be exercised in accordance with this Act. The 

Act establishes Atoll Councils, Island Councils and City Councils. 

According to Articles 24 (e) and 42 (e) of the Decentralization Act provision of electricity, 

water, sewerage and other utility services in their jurisdictions according to the laws of the 

Maldives is the responsibility of Island Councils and City Councils respectively. 

Articles 24 (b) and 42 (b) of the Act mandate Island Councils and City Councils to provide 

adequate waste management services. 

According to Article 23 (h), (i) and Article 41 (g), Island Councils and City Councils are 

responsible for release of land for development according to the provisions of the Land Act, the 

Land Use Plan of the island, and any guidelines issued by the Ministry responsible for land. 

City council must be fully informed of the proposed project. A copy of this EIA shall be 

submitted to City Council. 

3.1.4 General Laws Act – 4/68 (Public property) 

The general Laws Act 4/68, Paragraph 7 stipulates that public property such as trees, coconut 

palms, farm land, households and such owned by public or private individuals, if required to be 

obtained by the Government, the property can be obtained by the Ministry of Justice or the High 



Court of the Maldives. The above shall be done only after the individual is fairly compensated 

for the property or by financial compensation proposed by the property holder. If the public 

property to be attained is a land plot or a household, the property holder shall be given adequate 

time for clearance of the area. If a private property belonging to one individual creates nuisance 

to another, the matter shall be resolved by the Atoll Council for issues arising in the islands. 

This project does not require removal of any personal properties. The vegetation in the proposed 

areas is all reported as public property. No registrar is maintained on the public trees. The sites 

in Hulhumale’ belong to the state and the site at Hulhule Island belongs to Maldives Airports 

Company Limited. 

3.1.5 Law on Cultural and Historical places and objects of the Maldives - 27/79 

The Law on Cultural and Historical Places and Objects of the Maldives 27/79 prohibits 

destroying or damaging any historical and cultural places, sites, objects and artefacts belonging 

to the sovereign area of the Maldives. The historical and cultural objects are those that were used 

by or feature the life of locals or foreign ancestors who had resided in the Maldives. The 

historical and cultural places refer to religious monuments, idols or place of worship or 

residences used by locals or foreign ancestors who had resided in the Maldives. 

The proposed project is expected to relocate two monuments in the area. They are the Tsunami 

Monument and Male’ Breakwater Monument. Relocation of these monuments shall take this law 

into account. 

3.2 Relevant Domestic Regulations and Guidelines 

3.2.1 Environmental Impact Assessment Regulations 2012 

Environmental Impact Assessment regulations were issued by Environment Ministry on 8 May 

2012. The first step in environmental assessment process involves screening of the project to be 

classified as one that requires an EIA or not. Based on this decision, the Ministry then decides 

the scope of the EIA (ESIA) which is discussed with the proponent and the EIA (ESIA) 

consultants in a “scoping meeting”. The consultants then undertake the EIA (ESIA) starting with 

baseline studies, impact prediction and finally reporting the findings with impact mitigation and 

monitoring programme. This report follows the principles and procedures for EIA (ESIA) 

outlined in the EIA regulations. 

The EIA (ESIA) report is reviewed by MEE following which an EIA Decision Note is given to 

the proponent who will have to implement the Decision Note accordingly. As a condition of 

approval, appropriate environmental monitoring may be required and the proponent shall have to 

report monitoring data at required intervals to the Ministry. The project proponent is committed 



to implement all impact mitigation measures that are specified in this EIA (ESIA) report. 

Furthermore, the proponent is committed to environmental monitoring and shall fulfil 

environmental monitoring requirements that may be specified in the EIA decision note as a 

condition for project approval. 

This report complies with the EIA regulations. 

3.2.2 The Civil Aviation Regulations 

The Maldivian Civil Aviation Regulations (MCAR) was introduced in July 2007, aimed at 

complying with the requirements of the International Civil Aviation Organisation (ICAO). The 

MCAR comprise of important regulatory measures such as Aerodrome Rules, Air Traffic 

Control, Conditions of Flight, Rescue and Fire Fighting Services, Airport and Aircraft Security, 

Accident Investigation, Protection of the Environment and Fees for Licenses and Charges for 

Airport Navigation Services. The MCAR also now consists of an Aerodrome Standards Manual 

which came into effect on 15 th December 2008. The manual is a comprehensive guideline of the 

MCAR as per the requirements of the ICAO. Accordingly, this project, particularly the proposed 

domestic airport component will comply with the MCAR and its Aerodrome Standards Manual. 

The following outline the primary components of the Civil Aviation Regulations that are 

relevant to this project: 

Obstruction Clearance and Marking 

MCAR specifies that: 

Whenever any object located in the vicinity of an aerodrome for public use constitutes an 

obstruction or potential hazard to aircraft moving in the vicinity of the aerodrome, the occupier 

of the place or, in the case of a movable object, the person having the management of it shall 

comply with terms of a notice from the Director within the time specified in the notice to either 

remove the object or a portion of it or to install and operate lights on the object and mark it in 

accordance with the requirements of the notice. 

According to the Civil Aviation Department, it is ideal to have the runway away from the island 

vegetation. This will ensure maximum safety in terms of obstruction to aircraft flight path and 

also reduce the number of accidents due to ignorant crossing on the runway by trespassers. 

The structure and construction equipment within the obstruction zone shall be clearly marked 

with the relevant colours and lighting used where required. 



Zoning of Land and Waters in the Vicinity of Aerodromes 

MCAR specifies that, with effect upon publication in a local newspaper, the Director of Civil 

Aviation may by order restrict the use of land or waters in the vicinity of an aerodrome for 

public uses for the purpose of protecting the approach and transitional surfaces of an aerodrome 

in accordance with the material standards and recommended practices for air navigation services 

prescribed under the Chicago Convention. Such an order may provide for: Prohibition of the 

erection of or limitation of the height of buildings, structures or things; 

• Prohibition of the planting of or limitation of the height of any trees; Prohibition of 

sowing or growing any plant or crop; and Prohibition of the bringing of vessels or 

vehicles or anchoring, mooring or parking of any vessel or vehicle. 

However, different provisions may be made with respect to different areas and an order only 

becomes effective upon publication in a local newspaper. 

The proponent shall follow the relevant order to restrict the development and airspace around 

the aerodrome. 

Dumping of Rubbish 

As the presence of waste food stuffs, in the vicinity of an aerodrome for public use, may 

constitute an attraction to birds as to create potential hazard to aircraft using or flying in the 

vicinity of that aerodrome, MCAR specifies that the Director by notice may prohibit the leaving 

or bringing on of waste food in an area of land or water in the vicinity of the aerodrome. 

Hence to minimise the attraction to birds, waste food items or other rubbish has to be kept in 

closed containers and the aerodrome should be kept clean at all times. 

All waste will be managed as per the established waste management plan. Particular attention 

will be given to provide dustbins for food waste. 

Aeronautical Lights and Dangerous Lights 

For Aeronautical lights MCAR specifies that; 

• A person, except with the permission of the Director and in accordance with the 

conditions of the permission, shall not establish, maintain or alter the character of: 

o An aeronautical beacon; or 

o An aeronautical ground light (other than an aeronautical beacon), which forms 

part of the lighting system for use by aircraft taking off or landing at such an 

aerodrome 



• For Dangerous lights MCAR specifies that; 

o A person shall not exhibit a light which; 

o Because of its glare may endanger aircraft taking off or landing at an aerodrome 

or using an A.T.S route; or 

o Because it may be mistaken for an aeronautical ground light, may endanger 

aircraft. 

Upon service of a notice from the Director and within the period specified in the notice the 

occupier of the place at which the dangerous light is located or the person in charge thereof shall 

permanently extinguish the dangerous light or take such other measures as may be specified in 

the notice. 

All lighting on the bridge during construction and operation should conform to the regulation. 

3.2.3 Sand and Coral Mining Regulation 

Regulation on sand mining covers sand mining from uninhabited islands that have been leased; 

sand mining from the coastal zone of other uninhabited islands; and aggregate mining from 

uninhabited islands that have been leased and from the coastal zone of other uninhabited islands. 

The regulation also bans sand or coral aggregate mining from within 100ft of an inhabited island 

shoreline. 

Coral mining from house reef and atoll rim has been banned through a directive from President’s 

Office dated 26 September 1990. 

Sand should not be mined from any part of the Male’ island beach. 

3.2.4 Regulation on Dredging and Land Reclamation 

The regulation of Dredging and Land Reclamation was published on 2 April 2013 with the aim 

of minimising environmental impacts associated with dredging activities in islands and reefs 

across Maldives. 

− The regulation defines the rationales acceptable for dredging as those related to 

approved development activities on inhabited islands and economic islands. It 

defines that those activities should be if utmost necessity for dredging to be 

considered. 

− All dredging and reclamation activities must be approved by EPA in writing. The 

process includes the submission of project information to EPA along with a 

scaled before and after map. 



− The regulation defines rationales for reclamation as those absolutely necessary for 

social, economic or safety purposes. 

− Beach replenishment is restricted from 10 m of the registered shoreline in resort 

islands 

− Dredging is restricted in the following areas: 

o 500 m from the ocean side reef edge 

o 50 m from any island vegetation line 

o An environmentally sensitive site 

− Land reclamation is restricted within 200 m of a sensitive area. 

− Land reclamation cannot exceed 30% of the house reef area 

The dredging sites for sourcing sand has not been finalised but a list of alternative options are 

evaluated in this report. If any of these sites are selected by the proponent, a Dredging and 

Reclamation permit will be required from the EPA. 

3.2.5 Regulation on Cutting Down, Uprooting, Digging Out and Export of Trees and 

Palms from One Island to Another 

In pursuant to the Environment Protection and Preservation Act of Maldives 1993, the 

Environment Ministry made a bylaw with the purpose of educating developers about the 

importance of trees including best management practices for maintaining trees and provide 

standards for preservation of trees in the Maldives and set down rules and regulations to be 

adhered to prior to commencing felling, uprooting, digging out and exporting of trees and palms 

from one island to another in Maldives. 

The by law states that the cutting down, uprooting, digging out and export of trees and palms 

from one island to another can only be done if it is absolutely necessary and there is no other 

alternative. It further states that for every tree or palm removed in the Maldives two more should 

be planted and grown in the island. 

The by law prohibits the removal of the following tree types; 

− The coastal vegetation growing around the islands extending to about 15 meters 

into the island 

− All the trees and palms growing in mangrove and wetlands spreading to 15 

meters towards dry land; 

− All the trees that are in a Government protected areas; 



− Trees that are being protected by the Government in order to protect species of 

animal/organisms that live in such trees; and 

− Trees/palms that is abnormal in structure. 

This project does not require removal of trees within the protected area. However, small bushy 

vegetation and medium sized trees will need to be relocated from the proposed new road around 

the Male’ landing area. 

3.2.6 Dewatering Regulation (Regulation No. 2013/R-1697) 

This regulation is drafted under the Act number 4/93 (Maldives Environment Protection and 

Preservation Act) and issued on 31st December 2013. The main purpose of the regulation is to 

minimize the impact of dewatering activities on ground water table and also to decrease the 

impacts on the receiving environment of the disposed water. The regulation encourages 

prevention of contamination and damage to ground water table, protect the living organisms as 

well as the environment from the negative impacts due to dewatering activities. 

This regulation is to be enforced by EPA of the Maldives. 

If dewatering is to be carried out for any development purposes in any of the islands in 

Maldives, it shall be done by gaining a written approval from the enforcing agency or an agency 

assigned by the enforcing body. However, dewatering done at individual level i.e., from a bore 

well or for the purpose of installing a bore well and water drawn for agricultural purposes are 

considered exceptions from the regulation. 

Dewatering can only be to be carried out, after gaining approval by submitting “the dewatering 

approval form” in the annex 1 to the enforcing body for approval with all the required 

documents expressed and with an administrative fee of Rf500. Water quality tests results also 

have to be submitted as one of the required component. 

The regulation also guides on where and how the extracted water shall be disposed of, and how 

it has to be handled. According to the regulation, permission can be granted for dewatering at a 

stretch for a maximum of 28 days, for which a sum of Rf500 should be paid per day. This 

amount is liable to be increased with the number of days increased. 

A fine not exceeding Rf100 million may be charged for violation. 

This project may require pumping water during excavation works, particularly if undertaken 

during the rainy season. The proponent will be required to get an approval from EPA before 

commencing excavation. 



3.2.7 Waste Management Regulation 2013 

Waste Management Regulation (WMR) was published on August 2013 and comes into effect in 

February 2014. It will be implemented by EPA. The aim of WMR is to implement the national 

waste policy which contains specific provisions to: 

- Implement measures to minimize impacts on human health 

- formulate and implement waste management standards 

- implement an integrated framework for sustainable waste management 

- encourage waste minimisation, reuse and recycling 

- implement Polluter-Pays Principle 

- introduce Extended Producer Responsibility 

WMR contains four main sections: 

- Waste management standards: Defines standards for waste collection, transfer, treatment, 

storage, waste site management, landfills and managing hazardous waste. 

- Waste management Permits: Defines approval procedures for waste sites 

- Waster transfer: Standards and permits required for waste transport on land and sea, 

including trans-boundary movements. 

- Reporting requirements: Defines reporting and monitoring requirements and procedures. 

- Enforcement: Defines procedures to implement WRM and penalties for non-compliance. 

This project is not expected produce any special waste or hazardous waste, expect for waste oil. 

The general waste, green waste and construction shall be disposed at the Thilafushi Waste Site. 

1.1.1 Regulation on Environmental Damage Liabilities (2011/R-9) 

This law is pursuant to Article 22 of national constitution that states that protection, preservation 

and maintenance of the Maldivian natural environment, the richness of the living species, the 

natural resources and the beauty of the Maldives for the present generations as well as for the 

future generations is a basic obligation of the Maldivian government. The government shall 

enforce that the activities conducted in order to gain economic and social development should be 

of sustainable nature that protect the environment and such activities shall not deteriorate the 

environment, endanger any species, damage the environment, and shall not waste any natural 

resources. 

This regulation is also pursuant to Environment Protection and Preservation Act of Maldives 

(4/93). The regulation is aimed at maintaining equal standards for reprimanding and enforcing 



environmental liabilities, fines for those who violate the rules and regulations and give guidance 

to those who are involved in the implementation process of the regulations pursuant to 

Preservation Act of Maldives (4/93). 

One of the key objectives of the environmental liability regulation is also to practice polluterpay-principles 

in the Maldives. 

All project developer and contractors shall be aware of this provision and contractors shall take 

all practical measures to ensure that all relevant laws and regulations, and the EMP proposed 

in this EIA is followed 

3.2.8 Compliance 

In general, the proposed developments are in compliance with the laws and regulations described 

above. Where there is a special requirement to comply, the EMP identifies measures and 

mechanisms required to comply. 

1.2 Permits Required for the Project 

1.2.1 Environmental Impact Assessment (EIA) Decision Note 

The most important environmental permit to initiate project work would be a decision regarding 

this EIA. The EIA Decision Note, as it is referred to, shall govern the manner in which the 

project activities must be undertaken. This EIA report assists decision makers in understanding 

the existing environment and potential impacts of the project. Therefore, the Decision Note may 

only be given to the Proponent after a review of this document following which the Ministry 

may request for further information or provide a decision if further information is not required. 

In some cases, where there are no major environmental impacts associated with the project, the 

Ministry may provide the Decision Note while at the same time requesting for further 

information. 

3.2.9 Work Permit and Security Clearance 

Workers engaged in drilling boreholes at Hulhule Island will require a specific work permit and 

security permits from the Maldives Airport Company Limited and Maldives National Defence 

Force. 

3.2.10 Dewatering Permit 

A dewatering permit is required for the project during excavation works. A separate application 

will have to be made to the EPA to get the permit. Permission can be granted for dewatering at a 



stretch for a maximum of 28 days, for which a sum of Rf500 should be paid per day. This 

amount is liable to be increased with the number of days increased. 

3.2.11 Dredging and Reclamation Permit 

Prior to dredging or reclamation, a special permit has to be taken from the EPA. A specific form 

published by EPA has to be completed and submitted for the approval. EIA application form will 

only be accepted when the form is submitted with the costal modification approval given by 

EPA in writing. 

As noted above, this project does not have the Dredging and Reclamation approval from the 

EPA and will be required before commencement of the project. 

1.3 Responsible Institutions 

The main government institutions that have roles and responsibilities relevant to this project are 

summarised below. 

1.3.1 Ministry of Environment & Energy 

The Ministry of Environment and Energy (formed in 2012) formerly the Ministry of Housing 

and Environment is mandated for the effective implementation of the Environmental Protection 

Act of the country and has the statutory power over issues related to the environment. It has the 

central control over the environment protection, management, conservation and environmental 

emergencies. The Ministry operates mainly at a policy level and the more regulatory and 

technical assessment activities are mandated to the Environmental Protection Agency (EPA). In 

this respect EPA has now been mandated to manage all issues relating to Environmental Impact 

Assessment of individual projects. 

The Ministry of Environment also seeks the advice of National Commission for the Protection of 

Environment (NCPE) on all significant environmental matters. The commission is appointed by 

the president and is mandated to advice the Minister of Environment on environmental matters 

such as environment assessment, planning and management, and political decisions with regard 

to the protection of environment. 

1.3.2 Ministry of Housing and Infrastructure 

Ministry of Housing is the proponent and the agency responsible for overall implementation of 

this project. The locations and the designs for the bridge need approval from the Ministry of 

Housing. 



1.3.3 City Council 

Under the Decentralization Act, Male’ city has elected Male’ City Council comprising of 

representatives from each of the political wards of the greater Male’ region. Male’ City Council 

is the main focal point of Government Ministries in the City and they co-ordinate and liaise with 

Government Ministries and other relevant authorities on issues relating to the City. 

A copy of this EIA will have to be submitted to the Male’ City Council. 

1.4 Guiding Policies and Documents 

1.4.1 Waste Management Policy 

The aim of the waste management policy is to formulate and implement guidelines and means 

for solid waste management in order to maintain a healthy environment. Accordingly, the key 

elements of the policy include: 

− Ensure safe disposal of solid waste and encourage recycling and reduction of 

waste generated; 

− Develop guidelines on waste management and disposal and advocate to enforce 

such guidelines through inter-sectoral collaboration; 

− Ensure safe disposal of chemical, hazardous and industrial waste. 

The proponents of this project must be aware of the policy and all solid and hazardous waste 

produced in this project should be disposed according to the Environmental Management Plan 

for the project, which reflects the principles of the Waste Management Policy. 

1.5 International Conventions 

1.5.1 Convention on Biological Diversity 

The Maldives is a party to the United Nations Convention on Biological Diversity. The objective 

of the convention is “the conservation of biological diversity, the sustainable use of its 

components and the fair and equitable sharing of the benefits arising out of the utilization of 

genetic resources, including by appropriate access to genetic resources and by appropriate 

transfer of relevant technologies, taking into account all rights over those resources and to 

technologies, and by appropriate funding”. The proposed development activities outlined in this 

project does not fall on any area recognised for its ecological value. Therefore it is unlikely that 

there will be a major loss of biodiversity. The loss is not going to be significant at atoll or 

national level. 



1.5.2 UNFCCC and Kyoto Protocol 

The Maldives is a party to the United Nations Framework Convention on Climate Change and 

the Kyoto Protocol to the UNFCCC. The objective of the Convention is to achieve, in 

accordance with the relevant provisions of the Convention, stabilization of greenhouse gas 

concentrations in the atmosphere at a level that would prevent dangerous anthropogenic 

interference with the climate system. Such a level should be achieved within a time-frame 

sufficient to allow ecosystems to adapt naturally to climate change, to ensure that food 

production is not threatened and to enable economic development to proceed in a sustainable 

manner. 

The IPCC defines mitigation “as an anthropogenic intervention to reduce the sources or enhance 

the sinks of greenhouse gases.” The greenhouse gas inventory of the Maldives forms an integral 

part of the First National Communication of the Maldives to the UNFCCC. In March 2009, the 

President of the Maldives has announced the target to make Maldives carbon neutral by 2020. 

Hence, in the implementation of the project, careful attention needs to be given to ensure energy 

efficiency and reduce transport related fuel consumption. Furthermore, planting of beach 

vegetation would help in mitigation of greenhouse gas emissions from the project. 

The IPCC defines adaptation “as an adjustment in natural or human systems in response to 

actual or expected climatic stimuli or their effects.” Various type of adaptation include 

anticipatory and reactive adaptation; private and public adaptation; and autonomous and planned 

adaptation. The adaptation policies and strategies of the Maldives are given in the Maldives 

National Adaptation Programme of Action (NAPA). 

1.5.3 United Nations Convention on the Law of the Sea (UNCLOS) 

The UNCLOS provides a legal order for the seas and oceans to facilitate international 

communication, promote the peaceful uses of the seas and oceans, the equitable and efficient 

utilization of their resources, the conservation of their living resources and the study, protection 

and preservation of the marine environment. 

Under UNCLOS, the Maldives is an archipelagic state and UNCLOS provides important 

provisions for the utilization of fishery resources within the territory of the Maldives and ensure 

that there is no serious pollution or dumping of waste by vessels that use the territory of the 

Maldives. 

All vessels used in this project must comply with the UNCLOS, particularly in relation to waste 

management. 



1.5.4 International Convention for the Prevention of Pollution from Ships (MARPOL) 

The MARPOL is the main international convention covering prevention of pollution of the 

marine environment by ships from operational or accidental causes. It is a combination of two 

treaties adopted in 1973 and 1978. MARPOL includes regulations aimed at preventing and 

minimising pollution from ships either by accidental or from routine operations. 

The Convention currently includes: 

− Prevention of Pollution by Oil, 

− Control of Pollution by Noxious Liquid Substances in Bulk, 

− Prevention of Pollution by Harmful Substances Carried by Sea in Packaged Form, 

− Prevention of Pollution by Sewage from Ship, 

− Prevention of Pollution by Garbage from Ships, and 

− Prevention of Air Pollution from Ships 

All vessels used in this project must comply with the MARPOL convention. 



4 EXISTING ENVIRONMENT 

4.1 Meteorology 

4.1.1 Climate 

The climate in Maldives is warm and humid, typical of the tropics. The average temperature 

ranges between 25°C to 30°C and relative humidity varies from 73 percent to 85 precent. The 

annual average rainfall is approximately 1,948mm. As Maldives lies on the equator, Maldives 

receives plenty of sunshine throughout the year. Significant variation is observed in the climate 

between the northern and the southern atolls. The annual average rainfall in the southern atolls is 

higher than the northern atolls. In addition, greater extremes of temperature are also recorded in 

the southern atolls. On average southern atolls receive 2704 hours of sunshine each year. Table 

4.1 provides a summary of key meteorological findings for Maldives. The nearest 

meteorological station is National Meteorological Centre on Hulhule’ Island. This study uses 

National Metrological Centre due to more comprehensive data. 

Table 4.1: Key Meteorological Information of the Maldives 

Parameter 

Data 

Average Rainfall 

9.1mm/day in May, November; 1.1mm/day in February 

Maximum Rainfall 184.5 mm/day in October 1994 

Average air temperature 30.0 C in November 1973; 31.7 C in April 

Extreme Air Temperature 34.1 C in April 1973; 17.2 C in April 1978 

Average wind speed 3.7 m/s in March;5.7 m/s in January, June 

Maximum wind speed W 31.9 m/s in November 1978 

Average air pressure 1012 mb in December; 1010 mb in April 

4.1.1.1 Monsoons 

The climate of Maldives is characterised by the monsoons of Indian Ocean. Monsoon wind 

reversal significantly affects weather patterns. Two monsoon seasons are observed in Maldives: 

the Northeast (Iruvai) and the Southwest (Hulhangu) monsoon. The parameters that best 

distinguish the two monsoons are wind and rainfall patterns. The southwest monsoon is the rainy 

season while the northeast monsoon is the dry season. The southwest monsoon occurs from May 

to September and the northeast monsoon is from December to February. The transition period of 

southwest monsoon occurs between March and April while that of northeast monsoon occurs 

from October to November. 



4.1.2 Winds 

The winds that occur across Maldives are mostly determined by the monsoon seasons. The two 

monsoons are considered mild given that Maldives is located close to the equator. As a result, 

strong winds and gales are infrequent although storms and line squalls can occur, usually in the 

period May to July. During stormy conditions gusts of up to 60 knots have been recorded at 

Male’. 

Wind has been uniform in speed and direction over the past twenty-plus monsoon seasons in the 

Maldives (Naseer, 2003). Wind speed is usually higher in central region of Maldives during both 

monsoons, with a maximum wind speed recorded at 18 ms-1 for the period 1975 to 2001. Mean 

wind speed as highest during the months May and October in the central region. Wind analysis 

indicates that the monsoon is considerably stronger in central and northern region of Maldives 

compared to the south (Naseer, 2003). 

Besides the annual monsoonal wind variations there are occasional tropical climatic disturbances 

(tropical storms or low intensity tropical cyclones) in the central region which increases wind 

speeds up to 110 km/h, precipitation to 30 to 40 cm over a 24 hour period and storm surges up to 

3 m in open ocean (UNDP, 2006). 

Table 4.2 summarises the wind conditions in central Maldives throughout a year. Medium term 

meteorological data from Hulhule Meteorological Centre (see Figure 4.2, Figure 4.3 and Figure 

4.4) and findings from long-term Comprehensive Ocean-Atmosphere Data Set (COADS) are 

used in this analysis. 

Table 4.2: Summary of General Wind Conditions from National Meteorological Center 

Season Month Wind 

NE - Monsoon December Predominantly from NW-NE. 

January 

February 

High Speeds from W 

Transition Period 1 March From all directions. Mainly W; High Speeds from W. 

April 

SW - Monsoon May Mainly from W. 

June 

July 

August 

September 

High Speeds from W. 

Transition Period 2 October 

November 

Mainly from W. 

High Speeds from W 



Figure 4.1: Monthly Frequencies of Wind Direction in Central Maldives based on National Meteorological Center 10 year 

Data (adapted from Naseer, 2003). 

WNW 

W 

NW 

NNW 

2500 

2000 

1500 

1000 

500 

N 

NNE 

NE 

ENE 

E 

WSW 

ESE 

SW 

SSW 

S 

SSE 

SE 

Figure 4.2: 24 Year Wind Frequency Recorded at National Meteorological Center. 



Figure 4.3: Mean Daily Wind Speed and Direction Recorded at National Meteorological Centre (1978 – 2004) 

The Disaster Risk Profile of Maldives (UNDP, 2006) reports 11 cyclonic events over the 

Maldives in the last 128 years and only one event over the central Maldives. All of these events 

were of category 1 cyclones. There have been no cyclonic events since 1993. 

4.1.3 Rainfall 

The average annual rainfall for the archipelago is 2,124mm. There are regional variations in 

average annual rainfall: southern atolls receive approximately 2,280 mm and northern atolls 

receive approximately 1,790 mm annually (MEC, 2004). Mean monthly rainfall also varies 

substantially throughout the year with the dry season getting considerably less rainfall. This 

pattern is less prominent in the southern half, however. The proportions of flood and drought 

years are relatively small throughout the archipelago, and the southern half is less prone to 

drought (UNDP, 2006). 

The mean annual rainfall in Hulhule’ is 1991.5 mm with a Standard Deviation of 316.4 mm and 

the mean monthly rainfall is 191.6 mm. Rainfall varies throughout the year with mean highest 

rainfall during October, December and May and lowest between February and April (See Figure 

4.4). 



Mean Monthly Rainfall in Hulhule' 

250 

200 

Men Rainfall (mm) 

150 

100 

50 

0 

J F M A M J J A S O N D 

Month 

Figure 4.4: Mean Monthly Rainfall in Hulhule’ (1975-2004) 

Analysis of daily maximum annual rainfall data shows high variability; including extremes (see 

Figure 4.5 below). However, no significant long term trends are evident in the Hulhule data. 

Figure 4.5: Maximum daily rainfall by year in Hulhule’ (1975-2005) - (Source: Hay, 2006) 



The probable maximum precipitations predicted for Hulhule’ by UNDP (2006) are shown in 

Table 4.3. 

Table 4.3: Probable Maximum Precipitation for various Return periods in Hulhule’ 

Station Return Period 

50 year 100 year 200 year 500 year 

Hulhule’ 187.4 203.6 219.8 241.1 

Source (UNDP, 2006) 

4.1.4 Temperature 

Daily temperatures of Maldives vary little throughout the year with a mean annual temperature 

of 28°C. The annual mean maximum temperature recorded for Male’ during the period 1967- 

1995 was 30.4°C and the annual mean minimum temperature for the same period was 25.7°C. 

The highest recorded temperature for Male’ was 34.1°C on 16th and 28th of April 1973. The 

hottest month recorded was April 1975 with a maximum monthly average temperature of 

32.7°C, the next highest being 32.6°C in April 1998. The lowest minimum average temperature 

of 23.7°C was recorded in July 1992. 

There is considerable inter annual variability in extreme temperatures for Hulhule as shown in 

Figure 4.6. A maximum temperature of at least 33.5 o C is rare at Hulhule and has a return period 

of 20 years (Hay, 2006). 

Figure 4.6: Maximum Temperature by year in Hulhule’- 1975-2005 (Source: Hay, 2006) 



4.2 Hydrology 

4.2.1 Tidal Pattern 

Tides in the Maldives are mixed and semi-diurnal/diurnal. Water levels at the site vary mainly in 

response to tides, storm surge or tsunamis. 

Tidal variations are referred to the standard station at Hulhulé Island. Typical spring and neap 

tidal ranges are approximately 1.0 m and 0.3 m, respectively (MEC, 2004). Maximum spring 

tidal range in Hulhulé is approximately 1.1 m. There is also a 0.2 m seasonal fluctuation in 

regional mean sea level, with an increase of about 0.1 m during February to April and a decrease 

of 0.1 m during September to November. Table 4.4 summarizes the tidal elevations reported at 

Hulhulé, which is representative of tidal conditions at the project site. 

Table 4.4: Tidal Variations at Hulhule International Airport 

Tide Level 

Referred to Mean Sea level 

Highest Astronomical Tide (HAT) +0.64 

Mean Higher High Water (MHHW) +0.34 

Mean Lower High Water (MLHW) +0.14 

Mean Sea Level (MSL) 0.00 

Mean Higher Low Water (MHLW) -0.16 

Mean Lower Low Water (MHLW) -0.36 

Lowest Astronomical Tide (LAT) -0.56 

The tidal levels were simulated for the project site based on the tidal data from Hulhule’. The 

results are presented in Table 4.5. Based on these results, the spring tide range is about 0.90 m 

measured during spring tide; the design highest level of 10% of cumulative frequency of high 

tide is 0.55 m, the design lowest level of 90% of cumulative frequency of low tide is -0.51 m; 

within 300 years, the high tide level is 0.78 m, the low tide level is -0.83 m and the tide range is 

1.30 m. 

Table 4.5: Design tide levels and tide ranges with different recurrence intervals in tide station of 

Airport Island (PIII) 

Recurrence interval (years) High tide level (m) Low tide level (m) Tide range (m) 

300 0.78 -0.83 1.30 

200 0.77 -0.82 1.29 

100 0.76 -0.80 1.27 

50 0.74 -0.78 1.25 

20 0.72 -0.75 1.22 

10 0.70 -0.72 1.19 

2 0.63 -0.63 1.12 



Figure 4.7: Picture of coast and tide in bridge location 

The rising tide and falling tide in this project location present reversing current between the 

Gaadhoo Koa reef pass or channel. A vector model of the current flow patterns around the 

project site, based on tide and sediment numerical model are presented in Figure 4.5. The current 

in North Male Atoll flows to the southeast through the channel during high tide and joins to the 

flood current to the south side of Male Island to form a weak recirculation zone just south of 

Hulhule’ Island. This zone is likely to be the effect of comparatively strong flow through 

channel. With the reversing flow direction at low tide, the current forms a clockwise 

recirculation zone offshore to the southwest of corner of Hulhule Island reef. 

Hulhumale 

Hulhumale 

0 0.2 0.4km 

Male 

0 0.2 0.4km 

Male 

1m/s 

1m/s 

(a) Tide race rising 

(b) Tide race falling 

Figure 4.8: Rising and falling field during spring tide 



4.2.2 Waves 

There are two major types of waves observed along the islands of Maldives. The first type is 

wave generated by local monsoon wind with a period of 3-8 seconds and the second type is 

swells generated by distance storms with a period of 14-20 seconds [Kench et. al (2006), DHI 

(1999), Binnie Black & Veatch (2000), Lanka Hydraulics (1988a & 1998b)]. The local monsoon 

predominantly generates wind waves, which are typically strongest during April-July in the 

southwest monsoon period. Wave data for Male and Hulhulé’ between June 1988 and January 

1990 (Lanka Hydraulics 1988a & 1998b) shows that the maximum significant wave height (Hs) 

recorded for June was 1.23 m with a mean period (Tm) of 7.53s. The maximum recorded Hs for 

July was 1.51 m with a Tm of 7.74s. The mean wave periods were 5.0 – 9.0s and the peak wave 

periods were within 8.0 – 13.0s. 

Maldives experiences occasional flooding caused by long distance swell waves that are 

generated by South Indian Ocean storms (Goda 1988). The swell waves of height 3 meters that 

flooded Male’ and Hulhulé’ in 1987 are said to have originated from a low pressure system off 

west coast of Australia (refer the next section for more detail). In addition, Maldives has recently 

been subject to an earthquake-generated tsunami reaching heights of 4.0m on land (UNEP, 

2005). Historical wave data from Indian Ocean countries show that tsunamis have occurred in 

more than 1 occasion, most notable has been the 1883 tsunami resulting from the volcanic 

explosion of Karakatoa (Choi et al., 2003). 

The proposed site is partially exposed to wind generated waves during SW monsoons and during 

transition periods (See Figure 4.11). Being located on the SE rim of the atoll rim, the site is 

generally protected from the NE monsoon wind waves. 

Waves studies around Maldives have identified the presence of swell waves approaching 

predominantly from a southwest to a southerly direction Kench et. al (2006), Young (1999), 

DHI(1999), Binnie Black & Veatch (2000) and Naseer (2003). The proposed site is exposed to 

swell waves approaching from the SE. These waves approach and penetrate the reef pass 

between Male’ and Hulhule. The timings of these waves usually coincide with SW monsoon and 

occur between May and September with peak periods between June to August (See Appendix 

F). 

Waves generated from abnormal events could also travel against the predominant swell 

propagation patterns (Goda, 1998), causing flooding on the eastern and southern islands of 

Maldives (UNDP, 2009). 



Wave modelling 

Simulated calculations of waves in different tide levels and incoming flow directions were 

conducted in the special research on marine hydrology and the calculation results were found to 

be appropriately identical to the measured results of the tide stations of three tide stations in 

Maldives. The calculated working conditions and simulation point locations are presented in 

Table 4.6. 

Table 4.6: Table for wave height calculation parameters 

Recurrence 

interval of 

wave 

(years) 

300 

200 

100 

50 

20 

10 

2 

Water level 

Extreme 

high tide 

level 

Extreme low 

tide level 

Design high 

tide level 

Design low 

tide level 

Direction 

of wave 

from 

open 

seas 

E, ESE, 

SE, SSE, 

S 

Calculation 

point 

location 

Five points 

along the 

bridge site 

(B1~B5), 

one point (w) 

on the 

location -40 

m far away 

from the 

opening 

outside 

464000 

462000 

460000 

Point location arrangement diagram 

B1 

B2 

B3 

B4 

B5 

W 

334000 336000 338000 340000 

1000 

500 

200 

100 

50 

30 

20 

The effective wave height (m) and mean wave period (s) of SSE waves are provided in Table 4.7 

for the designed high and low tide level. 

Table 4.7: Effective wave height (m) and mean wave period (s) of SSE direction of the control points in 

the vicinity of bridge location 

Water level 

Recurrence 

interval 300 200 100 50 20 10 2 

(years) 

B1 3.46 3.37 3.21 3.06 2.81 2.61 2.04 

B2 3.57 3.46 3.3 3.14 2.87 2.66 2.07 

Design high B3 3.78 3.67 3.51 3.34 3.06 2.83 2.19 

tide level B4 4.11 3.98 3.82 3.62 3.32 3.08 2.39 

+0.55 m B5 3.52 3.45 3.29 3.15 2.89 2.66 2.23 

W 3.87 3.75 3.58 3.40 3.11 2.88 2.24 

Tm 15.9 15.8 15.4 15.1 14.7 14.3 13.4 

Design low B1 3.44 3.35 3.2 3.05 2.8 2.61 2.04 



Water level 

tide level 

-0.51 m 

Recurrence 

interval 

(years) 

300 200 100 50 20 10 2 

B2 3.56 3.46 3.29 3.13 2.87 2.65 2.07 

B3 3.78 3.67 3.5 3.33 3.05 2.82 2.19 

B4 4.1 3.98 3.8 3.62 3.32 3.07 2.39 

B5 3.5 3.43 3.28 3.13 2.88 2.63 2.08 

W 3.87 3.75 3.58 3.40 3.11 2.88 2.24 

Tm 15.9 15.8 15.4 15.1 14.7 14.3 13.4 

According to the results, the proposed project site present the characteristics of low to moderate 

wind, high and strong waves, and long wave periods. 

• The site receives a mix of swell and wind waves. Swell waves approximately 2.0 m at 

high tide level and with period of 8~10s exists at the bridge location without wind waves. 

The wave mainly approaches from a SSE~ESE direction. Wave approaching from SE 

direction is predominant (72.8% of annual frequency) followed by SSE direction (21.4% 

of annual frequency). 

• The analysis from mathematic model calculations shows that the wave height at open 

ocean is higher than that of project site. The wave period also increases slightly closer to 

the project location with an observed difference between 0 and 0.5 s. The incoming 

waves are also refracted around the reefs of Hulhule and Hulhumale’ Island. 

• It can be seen from the wave height distribution in the vicinity of this project that waves 

in SE and SSE direction make the strongest influence on the bridge location. Under the 

combined condition of the wave recurrence interval of 300 years and the corresponding 

high water level, the maximum effective wave height Hs of the control point along the 

bridge site is 4.17 m with the corresponding wave height H 1% of 5.94 m. The maximum 

wave height is expected to be experienced at site B4 (Raalhugandu area) to the west side 

of the bridge. 

• The wave heights outside the atoll reef pass at point W (just outside Gaadhoo Koa) 

varies slightly. The wave height is almost equal in W point and B4 point along the bridge 

site. Under the condition of the wave recurrence interval of 300 years, the effective wave 

height of this control point is 4.12 m and the corresponding water height H 1% is 6.05 m. 



4.2.3 Currents 

Currents that affect the reef pass can be caused by tidal currents, wind-induced currents and 

wave-induced currents. It is presumed that generally current flow through the country is defined 

by the two-monsoon season winds. Westward flowing currents are dominant from January to 

March with the change in current flow pattern taking place in April and December (Kench et. al, 

2006). In April the westward currents become weak while the eastward currents start to take 

over. In December the eastward currents are weak with the westward currents becoming more 

prominent. Hence, currents within the site are very likely to be heavily influenced by the 

monsoons. 

Current measurements were undertaken at the site during field visits between 5 and 6 April 2015 

(SW monsoon transition period) for two days for a 24 hour period. Generally, long term studies 

are required to establish the prevailing site specific current patterns. However, due to time 

limitations of the present study a snapshot assessment was undertaken. Current loggers have 

been deployed but the data will be available later and in time for the engineering team. 

Based on the results, current flow resulting from monsoonal winds was relatively weaker with in 

Gaadhoo Koa. Instead, it was largely controlled by tidal flows. Figure 4.9 and Figure 4.10 shows 

the water level changes, vertical layered flowing vector, flow direction and mean flow speed at 

the two surveyed locations. It may be observed that within 2 hours after low tide and high tide 

when the flow speed of rising and falling tide is greater, the flow speed from surface layer to 

bottom layer presents and descending tendency. However, the difference of flow direction 

between surface layer and bottom layer is not great. During actual measurement period, the 

vertical mean flow speed at two 1# and 2# points is less than 0.70 m/s. 

(a) Layered Flowing Vector 



流速 (m/s) 

0.60 

0.50 

0.40 

0.30 

0.20 

0.10 

1# 

流速 

流向 

450 

400 

350 

300 

250 

200 

150 

100 

50 

0 

流向 (°) 

0.00 

-50 

12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 0:00 1:00 2:00 3:00 4:00 5:00 6:00 7:00 8:00 9:00 10:00 11:00 12:00 13:00 

时间 

(b) Flow direction and mean flow speed in vertical direction 

Figure 4.9: Flow direction process of mean flow speed for layered and vertical line at 1 # survey point 

(a) Layered flowing vector 

0.80 

2# 

400 

流速 (m/s) 

0.70 

0.60 

0.50 

0.40 

0.30 

0.20 

0.10 

流速 

流向 

350 

300 

250 

200 

150 

100 

50 

流向 (°) 

0.00 

0 

12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 0:00 1:00 2:00 3:00 4:00 5:00 6:00 7:00 8:00 9:00 10:00 11:00 12:00 13:00 

时间 

(b) Flow direction process for mean flow speed in vertical direction 

Figure 4.10: Flow direction process of mean flow speed for layered and vertical line at #2 survey point 



Current simulations for proposed piers 

The simulated flow velocity results for the proposed piers are presented in Table 4.8. The results 

represented the simulations of tide range at different recurrence intervals and the combined 

mathematic model of wind speed. The maximum vertical mean velocity measured nearby the 

bridge location is about 1.33 m/s. The results show that tide range has a little effect on flow 

velocity nearby the bridge location but the monsoon current makes comparatively large 

influence on design velocity. The flow velocity on #20~#23 piers of main piers is relatively 

large. The maximum vertical mean flow velocity at the recurrence intervals of 300, 100, 50, 20, 

10 and 2 years respectively are 4.51 m/s, 4.33 m/s, 4.15 m/s, 3.95 m/s, 3.70 m/s and 3.00 m/s. 



Figure 4.11: Estimated wave patterns aorund Gaadhoo Koa 

Prepared by: CDE Consultancy Page| 68


Table 4.8: Maximum mean flow velocity and corresponding flow direction at the pier under the current conditions in different recurrence intervals (flow 

velocity: m/s, flow direction) 

Recurrence interval 

Ocean current in W direction at 

the interval of 300 years 











Pier No. 

2 4 6 8 10 12 14 16 18 20 21 22 23 24 26 

FV 1.2 2.18 2.91 3.01 3.49 3.56 3.7 3.59 3.59 3.6 3.93 4.35 4.45 4.51 4.3 

FD 59 13 6 360 357 358 355 350 345 328 321 314 307 299 289 

FV 1.2 2.06 2.68 2.84 3.35 3.43 3.53 3.51 3.49 3.52 3.85 4.21 4.3 4.33 4.21 

FD 59 12 5 358 357 357 354 349 345 330 322 313 305 298 288 

FV 1.11 1.94 2.58 2.7 3.08 3.06 3.28 3.2 3.19 3.34 3.59 3.79 3.97 4.15 4.05 

FD 59 9 3 354 356 355 353 349 342 326 314 308 296 299 288 

FV 1.11 1.91 2.44 2.6 2.84 2.91 3 3.04 3.06 3.07 3.44 3.64 3.9 3.95 3.9 

FD 59 10 4 357 355 357 353 349 344 330 320 313 307 299 289 

FV 1.05 1.75 2.27 2.41 2.61 2.73 2.73 2.77 2.77 2.95 3.13 3.51 3.6 3.7 3.57 

FD 59 8 3 355 355 356 353 348 343 328 319 312 307 287 292 

FV 0.93 1.48 1.87 2.01 2.19 2.24 2.32 2.4 2.44 2.54 2.8 2.84 2.99 3 2.87 

FD 239 359 358 350 353 353 350 345 341 327 318 311 302 294 290 

Note: FV = Flow velocity; FD = Flow Direction 

Prepared by: CDE Consultancy Page| 69


4.2.4 Sea Level Rise 

There is large inter-annual variability in sea level as well as a long term trend of increasing 

relative sea level (Figure 4.12) The observed long-term trend in sea level is 1.7 mm/yr (Hay, 

2006). This value is towards the upper end of the predicted global sea level rise values as 

described in the IPCC report (IPCC, 2007). Extreme sea levels are also present in the mean 

hourly sea-level data from Hulhulé’ which shows a long term trend of 7 mm/yr (Hay, 2006). 

These values suggest abnormal storm or swell activities which has the potential to cause 

flooding in low lying islands. 

Figure 4.12: Daily mean values of sea level for Hulhulé (1989 to 2005), relative to mean sea level. Also shown is the linear 

trend in sea level over the same period 

(Source: Hay, 2006) 

4.2.5 Bathymetry 

A detailed bathymetric survey of the proposed borrow sites was undertaken during April 2015. 

Survey results have been summarised in bathy charts Appendix G and Figure 4.13. The depth 

figures presented are in meters below MSL. 

The Male’ SE corner has a gently sloping reef protruding towards the channel. The slope extends 

from one m to 10 m at distance of 380 m. Thereafter, the slope becomes steeper, going from 10 

to 35 m within a span of 160 m. The slope levels off at 35-40 m within the reef pass about 580 m 

from the shallow reef flat of Male’ Reef. 

In contrast Hulhule SE corner, which is less exposed to strong swells, has a much steeper slope. 

The slope extends from 1 m to -35 m within a span of 140 m. The average depth of the reef pass 

is 40 m. 


Page|70


Male Island 

Airport Island 

Figure 4.13: Bathymetry model of Gaadhoo Koa 


Page|71


4.3 Topography, Geology and Soils 

4.3.1 Geology 

4.3.1.1 Geology of Male’ Region 

Recent findings on the geological history of Maldivian Atolls, including Male’ Atoll, indicate 

that it differs from the traditionally believed subsidence model proposed by Darwin. Instead, it is 

believed to have been formed through carbonate accumulation of over 3000 m throughout the 

Tertiary period (66 million to 2.58 million years ago), through various phases of aggradation and 

progradation associated with sea level variations (Aubert and Droxler, 1992; Purdy and Bertram, 

1993; Belopolsky and Droxler, 2003). During the Quaternary Period (2.6 million years to present 

day), reef growth was dominated by vertical growth associated with sea level fluctuations. The 

present morphology of Maldives is the result of vertical growth during the Holocene Period over 

the last 10,000 years (Kench et al., 2009). The thickness of the Holocene growth was measured 

between 12 to 14 m (Gischler et al., 2008; Kench et al., 2009). The modern islands themselves 

are known to have been formed between 5,500 - 4000 years across the infilled lagoon, and 

stabilised around 3,500 years ago (Kench et al., 2005). 

The Male’ Island geology was studied to a limited extend by Dr. André Droxler (Flury, 2009). In 

this study, based on borehole studies undertaken in the past, he established that Male’ Island is 

built upon the Holocene reef formation developments on top of a Pleistocene platform. Two 

Pleistocene edifices were identified: a wide section on southern half of Male’ and a narrow 

section on the northern half. The southern section is about 10-13 m deep but the northern section 

was identified as 22-27 m deep. Radio-carbon dating and borehole surveys by Riyaz et al., 

(2008) confirmed these findings (See Figure 4.2). The Halocene growth usually contained 

unconsolidated sediments while the Pleistocene layers contained karstified limestone. As found 

in other studies (for example Gischler et al., 2008; Kench et al., 2009) the lower layers contained 

sediments about 11,000 to 8000 years old and the upper layers contained sediments about 6500 

years old. 

Male’ Island is a heavily modified island with numerous man made developments. The reef 

system has been reclaimed up to 45-50% of its original size. Shore protection has been 

constructed all around the island. All the remaining shallow reef areas have been dredged to 

create harbours. It is also described as the most densely populated city in the world with over 

50,000 per sq km. At least 60% of the island now comprises of buildings ranging between 1 to 

15 floors. 

The reef system of Male’ is moderate, covering over 231 Ha within the shallow reef. The length 

of the reef system is 2.02 km and width at its width point is 1.4 km. The reef system and the 

island are oriented in an East-west direction. The outer reef line extends a further 80 m towards 


Page|72


the southern side and 440 m towards SE. The southern and Southeaster corner is regarded as the 

oceanward side facing open ocean swell and wind waves. The northern and north western 

shoreline is regarded as the atoll lagoon ward side facing wind waves from within atoll lagoon. 

The reef slope facing atoll lagoon is steep reaching deeper waters within a distance of few 

meters (See Figure 4.14). Slope on the southern and SE corner are gentler due to the presence of 

strong wave activity. 

Figure 4.14 Bathymetry around Male’ 

Source: Naar et al., (2008), p9 

4.3.1.2 Reef slope failure around Male’ 

Concerns were raised around stability of reef slope around Male’ following collapse of a section 

of the reef in 2002 on the NE corner of Male’, particularly infront of the present Hulhumale’ 

Ferry Terminal. Subsequent studies were initiated to determine the causes and consequences of 

the collapse. 

The cause of the failure was largely attributed to a solid jetty build from concrete in the affected 

area. Riyaz (2008) reports that “..couple of years after completion of its construction and 

beginning of operations, on February 2002 the slope in that area failed taking down the jetty, 

parts, blocks and debris of reef deep into the atoll lagoon. Due to this failure numbers of new 


Page|73


cracks are developed in the various parts of the reef flat and the reef slope. Some of these cracks 

extend 20-30 m into the slope.” The study found that reef collapse had occurred in at least three 

other locations around Male’. It authors notes that they were inclined to believe that “... reef 

slope failures that has occurred on the northern part of Male` reef is due to stress induced by the 

excessive weight that was put on the island subsurface from various development activities.” 

However, this study lacked the means confirm this finding, such as seismic studies and 

evaluations at other reef collapse sites, particularly those in untouched reefs. 

A more thorough assessment was commissioned though MFR Géologie-Géotechnique SA from 

Switzerland. The study also assisted by Dr. André Droxler, who has undertaken number key 

geological studies in the Maldives. The study used all existing borehole data and high resolution 

bathymetry surveys undertaken for the Male’ area (Naar et al., 2008) to determine the potential 

causes and existing risks. 

The study found that in addition to the reef collapse of 2002, there was evidence of seven other 

undated failures on the eastern reef slope of Male’ (Flury, 2009). The study also found numerous 

other points around Male’, particularly the NW corner, which it recommended for further study. 

The bathymetric data model showing the locations for the NE corner are presented in Figure 

4.15. 

The report establishes that there could be a potential future slope failure in the area, but when 

such an event could occur cannot be predicted with current information. This findings as also 

backed by Riyaz et al, (2008). The key findings from the report are to undertake detailed 

geotechnical investigations of the area (including underwater high resolution surveys, seismic 

survey), a moratorium on developments on the northeast half of Male’ and caution in 

undertaking cement grout for foundations. The also recommend avoiding all piling activities 

which may cause vibrations. 

The proposed bridge does not fall directly on any of these areas but the proposed activities on 

the reef slope are in proximity to the reported site. The assessment of reef condition around the 

proposed bridge locations round Male’ and Hulhule also show signs of collapsed areas (see 

section 4.5.2) but these area represent typical natural conditions rather than an collapse of the 

type that occurred on the NE corner of Male’. 


Page|74


Figure 4.15: Bathymetric model of theeastern side of Male’ showing the past reef collapse areas 

Source: Flury, 2009, p36 

4.3.1.3 Engineering geology 

According to drilling data of Male Island for the last 20 years, the stratums of the Male Island 

could be divided to following soil elements: artificial fill (Q ml 4 ), loosing-state fine ~ medium 

sand (Q m al 

4 ), coral fragment mixed medium-dense sand (Q 4 ), coralline algae limestone which is 

underlying below 10~13 m. The Pleistocene coralline algae limestone deposits to several meters 

in drilling pore which is less 40 m depth, the brown part of Figure 5.16 shows data for boreholes 

where Pleistocene coralline algae limestone and the yellow part shows Holocene coralline rocks 

were reached. 


Page|75


Figure 4.16: Schematic diagram of existing drilling location in Male Island 

Based on the work-stage geological drill, cover layer on the land of Male side is 8~15 m 

thickness, which is fill stratum and poor-cementation quasi reef limestone (Q o 3 ), underlying reef 

limestone (Q o 2-3 ). The layering for the abutment drilling is: 

• Filling (Q ml 4 ): 0~1.3 m. 

• Quasi reef limestone (Q o 3 ): 1.3~5.9 m, ivory, hoar, some of rock cores are short column 

which is semicircle, cylindrical section length for 10~20 cm, some of cores are 1~3 cm 

fragmental; almost skeletons is 0.5~1.0 cm coral gravel, just little is 2.0~4.0 cm coral 

gravel; crystalline calcite cement, cementation is poor, half-cementation state; 

intergranular void is mature, the surface of core is coarse, and rock mass is relatively 

fragmental; rate of exploitation for core is about 85%, RQD is about 20%. 

• Quasi reef limestone (Q o 3 ): 5.9~9.8 cm, ivory, hoar, almost core is loose, with coarse 

sand mixed with gravel, little of core is skull-shape reef limestone cylinder; leaf like 

calcite cement weakly, cementation is poor; high inter-granular voids, easily friable rock 

mass; the rate of exploitation for core is about 70%, RQD is 0. 

• Reef limestone (Q o 2-3 ): 9.8~65.4 m, biocalcirudite or massive coral limestone, ivory, 

hoar, most rock cores are 5~25 cm columns, part of rock core section is 30~40 cm 

length; the skeleton mainly consists of 0.5~1.5 cm coral clast and a few 2~4 cm coral 

debris; multi-crystalline calcite cement, and cementation is strong; biological pore, intergranular 

pore are mature, surface of the core is irregular; the core is rigid, the sound of 

hammering is silvery, and core is tough and rock mass is integrated relatively; the rate of 

exploitation for core is 60%-90%, RQD is about 5%-80%. 


Page|76


Cover layer of the quasi reef limestone is 2.5~9.5 m thick in shallow water, and narrower 

towards deep water, underlying reef limestone (Q o 2-3 ). 

Cover layer of the deep grooves is thicker, overlying 10~20 m medium -coarse sand with gravel 

(Q m 4 ), underlying quasi reef limestone (Q o 3 ) and reef limestone (Q o 2-3 ), the main piers drilling of 

the deep grooves layered as follows: 

• Medium-coarse sand with debris (Q m 4 ): 0~2.4 m, loosing; grey, hoar, saturated, 

uncemented; calcareous bioclast, asymmetric particle, poor sorting and grading; mixed 

about 30% coral debris which diameter is 1~5 cm generally, the bigger one is above 10 

cm which is angular gravel-like. 

• Medium-coarse sand with debris(Q m 4 ): 2.4~4.8 m, slight-dense; grey, hoar, saturated, 

uncemented; calcareous bioclast, asymmetric particle, poor sorting and grading; mixed 

about 20~30% coral debris which diameter is 1~5 cm generally, the bigger one is above 

10 cm which is angular gravel-like, worn part. 

• Medium-coarse sand with debris (Q m 4 ): 4.8~18.2 cm, medium-dense; grey, hoary, 

saturated, uncemented; calcareous bioclast, asymmetric particle, poor sorting and 

grading; mixed about 20~30% coral debris which diameter is 1~5 cm generally, the 

bigger one is above 10 cm which is angular gravel-like, worn part. 

• Quasi reef milestone (Q o 3 ): 18.2-~23.5 cm, ivory, hoary, almost core is 3~15 cm short 

columnar, part of core is 2~5 cm fragment, partially mixed with debris-shape coral 

limestone; the framework mainly is 0.5~1.5 cm coral debris, including little 2~4 cm coral 

debris, and a port of it is 0.5 cm diameter, 2~3 cm dendritic coral snags; multi-crystalline 

calcite cement, and cementation is strong; biological pore, intergranular pore are mature, 

surface of the core is irregular with little biological pore; the core is more rigid, the sound 

of hammering is silvery, and core is tough and rock mass is fragile –integrated; the rate 

of exploitation for core is above 70%, RQD is about 10%. 

• Coral debris mixed with sand (Q m 2-3 ): 23.5~25.75 cm, hoary, grayish yellow, uncemented 

or poorly-cemented, the diameter of coral debris ranges from 2~6 cm, angular gravellike, 

the content of coral debris is about 50%; filling with calcareous gravelly sand, 

coarse sand or coarse sand mixed with gravel. 


Page|77


(a) Medium-coarse sand with debris 

(b) Reef limestone 

Figure 4.17: Rock specimen of geological exploration drilling 

4.4 Water 

4.4.1 Ground water quality 

Groundwater samples were collected for 4 selected sites for analysis. The sites were distributed 

in Male’, Hulhule and Hulhumale’ work sites. Results of the findings are summarised in Table 

(Table 4.4) below and the laboratory results area attached in Appendix H. As groundwater is 

only used for flushing of toilets and other non-potable uses, the results were not compared with 

any drinking water standards. 

Table 4.9: Groundwater Quality Results 

Parameter G1 (MRC) G2 (Park near G3 

Tsunami Monument) (Hulhumale’) 

Physical appearance Clear with Clear with particles Clear with 

particles 

particles 

Temperature 0 C 20.1 21.2 23.0 

pH 7.70 7.44 8.32 

Nitrate (mg/L) 7.3 1.2 5.1 

Phosphate (mg/L) 0.18 0.08


The investigations of groundwater revealed that the quality of the parameters tested is at 

acceptable levels for non-potable waters, pH level is well within the recommended optimal range 

by EPA. The coliform levels are also at the normal range. Biological Oxygen Demand of water 

samples is also higher than the optimal range. Salinity level for G3 is also higher than the 

optimum level for groundwater. This is because the sample was taken from the recently 

reclaimed site at Hulhumale’. 

4.4.2 Marine water quality 

The primary objective of the lagoon water quality sampling was to determine the baseline 

conditions of the marine water around the project site. Water samples were collected from 

twelve locations. All water quality tests were done at the MWSC laboratory. 

The following table shows (see Table 4.10) the test results of the marine water samples collected 

on 14th June 2015. Laboratory results are attached in Appendix H. 

According to the results, marine water qualities for all parameters appear to be within acceptable 

ranges at most sites. Although there are some sites with a high nitrate count and BOD, for 

majority of the sites, all the parameters are within acceptable levels 


Page|79


Table 4.10: Marine water quality assessment results from MWSC laboratory 

Parameter 

Optimal 

Range 

(EPA) 

Results 

SW1 SW2 SW3 SW4 SW5 SW6 SW7 SW8 SW9 SW10 SW11 SW12 

pH 8.0 – 8.3 8.16 8.35 8.36 8.18 8.21 8.23 8.20 8.25 8.26 8.27 8.31 8.26 

Temperature ( o C) 18 - 32 21.6 21.6 21.6 21.2 21.0 21.1 21.1 21.1 21.4 21.4 21.6 21.7 

Salinity ( o / oo ) 33.20 33.68 33.36 33.71 33.50 34.12 33.56 33.35 33.74 33.20 33.29 33.44 

Sulphate 3000 2700 2900 2800 2700 3000 3000 2900 2850 3000 2900 2500 

Nitrate (mg/L)


4.5 Ecology 

4.5.1 Terrestrial Environment 

4.5.1.1 Flora 

General Characteristics 

The three terrestrial areas where the project will have a direct impact on are the work sites in 

Hulhumale’, Hulhule’ and Male’. As the proposed work site in Hulhumale is on the newly 

reclaimed area, no terrestrial vegetation is observed on this site. 

The proposed work site in Hulhule, also does not have any significant vegetation, and the only 

observed species were grass species. 

The proposed work site in Male’ is a relatively large area located on the SE corner of the island. 

Due to its urban location, there are no naturally occurring vegetation groups in the vicinity of 

this location. All trees in the area have been planted as part of landscaping. 

The species observed in the area has been classified in the Flora inventory Table 4.11. 

Unique Vegetation 

No unique trees or species of importance were observed in the proposed work are in Male’. The 

only notable old tree observed was a Nika (Ficus benghalensis) tree located near the football 

pitch (4°10'17.15"N, 73°30'59.89"E). Given the size and health of the tree, it is recommended to 

move the tree slightly inside the park, as chances for its survival are considered high. There is 

also a Nika tree within “Nasreena Park” which may be affected due to the project. This tree can 

also be relocated successfully. 

Vegetation Types 

Since the area of assessment is relatively small for the proposed work area in Male’, (compared 

to the size of an average island) and as it is located in an urban area, there are no specific 

vegetation groups that can be classified at this location. 

The general classification that could be used for the entire areas would be an “urban landscaped 

area” with multiple ornamental and tree species used to further enhance the aesthetic value of the 

location. 

No specific species can be identified as being the dominant species at this location. 

Prepared by: CDE Consulting 

Page|81


Figure 4.18: Vegetation cover at the children’s park 

Figure 4.19: Old Nika tree and vegetation within the foot print of the widened road 

Figure 4.20: Vegetation around the bridge landing area at Male’ 


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Figure 4.21: Vegetation around the bridge landing area at Hulhule’ 

4.5.1.2 Fauna 

General Characteristics 

Due to the unique nature of the proposed locations in Hulhule and Hulhumale, no observable 

terrestrial fauna was recorded during the field survey. The proposed location in Hulhumale in 

particular is newly reclaimed land, and currently remains barren. The proposed location in 

Hulhule, is near the end of the airport runway, and next to a heavily used road, which minimizes 

the number of bird species that can use the area drastically. 

However, some common faunal species were recorded in the proposed location Male’, where the 

general environment is considerably more vegetated and larger in size. As the occurrence fauna 

was found to be minimal during the brief survey period, faunal survey was carried out based on 

similar conditions found elsewhere in the Maldives, and local accounts on species found at the 

location. An inventory of the fauna found at proposed location in Male’ is presented in Table 

4.12. 

Birds 

No birds were observed at the project location during the field visit, however based on local 

accounts and similar conditions found in the Maldives, it is assumed that species such as Kaalhu 

(Corvus Linnaeus), Pigeon (Columba livia) and Koveli (Eudynamys scolopaceus) are found in 

the proposed location. 

Due to the short amount of time that is usually spent during field visits, the number and type of 

species recorded may not be completely accurate to study avian fauna of the island. In order to 

complete a detailed study of birds found at this location, it will require several months of on-site 

observation. 


Page|83


Reptiles and Mammals 

Records of reptiles and mammals are minimal. The only terrestrial mammal to be recorded at 

this site were the Fruit bats (Pteropus giganteus ariel), however, these species does not seem to 

reside specifically in this area alone. Only 2 species of terrestrial reptiles were identified: the 

Common house gecko (Hemidactylus sp.) and the Common garden lizard (Calotes versicolor). 

Though some of these reptile species were not spotted on site, based on previous understandings 

on Maldivian biodiversity, it is safe to assume that these species will be present at this location. 

Crustaceans 

The only crustacean recorded on the site was the Swift-footed rock crab (Grapsus albolineatus). 

4.5.1.3 Pest & Diseases 

No Pest and diseases were observed at the project location(s) in Hulhumale and Hulhule. The 

only pests recorded were observed in the project location in Male’. They were identified during 

the floral and faunal assessment walks on the island. 

An inventory of the pest and diseases found in the proposed area in Male’ is presented in Table 

4.13. 

Pests 

Among animal pests, rats (Rattus norvegicus) were the most notable species recorded. Rats 

currently feed on food waste (leftovers by park users), but are not considered as a serious issue 

in the area at the moment. 

Two floral insect pesets were observed in the general environment of the area. One, being the 

Leaf miner (Unidentified species) and the other being the Coconut Hispine Beetle (Brontispa 

longissimi). 

The Leaf miner (Unidentified species) was observed on some Magoo plants (Scaevola taccada) 

in the area. The exact parent species of the leaf miner is often unknown unless an extensive 

classification process is carried out. Leaf miners are the larva of an insect that lives and eats the 

leaf tissue of the plants. The larva could be from one or more of the moth/butterfly (Lepidoptera 

family) or fly (Diptera) species found on the island. The miner is not considered as a high risk 

pest. 

The Hispine beetle’s damage and spread in the area seem extensive with almost all palm trees 

showing symptoms. As this pest is observed in other parts of Male’ as well as neighboring 


Page|84


islands, the palms in this area are not considered as significant for protection. In fact the 

recommended control for this species includes the complete removal of highly infected palms. 

Mosquito (Culicoidea family, genus Unknown) population in the area is at a low-to-moderate 

level. 

Diseases 

No notable floral diseases were observed in the general environment of the proposed area in 

Male’, Hulhule, or Hulhumale’ 


Page|85


Table 4.11 - Flora inventory at proposed bridge work area in Male’ 

Name 

Ethnobotanical Aspects 

# Categories 

Family Scientific English Dhivehi General Uses 

Medicinal Potential 

Uses Uses 

Multiple Uses, 

Virgin 

1 

2 

Arecaceae 

Fabaceae 

Cocos 

nucifera 

Pterocarpus 

indicus 

3 

Calophyllum 

Clusiaceae 

inophyllum 

Tree 

4 

Combretac Terminalia 

eae catappa 

5 Malvaceae 

Hibiscus 

tilaceus 

6 Moraceae 

Ficus 

benghalensis 

Coconut 

timber, fruit, 

Coconut 

Dhivehi ruh 

- 

palm 

toddy, thatch 

Oil 

making…etc 

Production 

Salt-tolerant 

Burmese 

species, fast 

Ofi eley 

rosewood 

growing, shade, 

wind barrier 

Timber, Seed 

Alexander 

Oil, Local 

Funa 

Laurel wood 

Medicine, 

Shade 

Country 

Timber, Nuts 

Midhili 

almond 

(expensive) 

Timber, 

Sea hibiscus Dhiggaa 

firewood, rope 

making, 

erosion control 

IUCN 

Distribut 

Red 

ion Population 

List 

(ACFOR (approx.) 

(Catego 

) 

ry) 

Remarks 

Unlisted 

C 35 (propos - 

ed LC) 

Unlisted 

- - R 2 

(propos - 

ed LC) 

Large 

- 

- 

Shady tree 

for picnic 

areas 

R 2 LC - 

Procesed 

Unlisted 

nut fetches 

O 6 

(propos 

high 

ed LC) 

prices 

- 

Unlisted 

- - A 67 (propos - 

ed LC) 

Banyan tree Nika Timber, Shade - - R 5 LC - 


Page|86


# Categories 

Name 


Medicinal 


Uses 

Potential 

Uses 

Distribut 

ion 

(ACFOR 

) 

Population 

(approx.) 

IUCN 

Red 

List 

(Catego 

ry) 

Remarks 

Legume, great 

7 

Mimosace 

ae 

Leucaena 

leucocephala 

Leucaena 

Ipil-ipil 

for its nitrogen 

fixing 

properties of 

- - R 2 

Unlisted 

(propos 

ed LC) 

- 

soil 

8 

Caesalpini 

aceae 

Tamarindus 

indica 

Tamarind 

Helen'beli 

Edible fruit, 

wind barrier 

- - R 2 

Unlisted 

(propos 

ed LC) 

- 

9 

Casuarinac 

eae 

Casuarina 

litoralis 

Casuarina 

Fithuroanu 

firewood, 

windbreak, 

control 

erosion 

soil 

- - R 2 LC 

6 Aged 

trees 

found 

inside 

Trends 

lighter 

10 

Apocynace 

ae 

Ochrosia 

oppositifolia 

Cork 

tree 

wood 

Dhunburi 

construction, 

carpentry, 

suuport for 

betel plants 

- - F 16 LC - 

11 

Plumeria 

krugii 

Frangipanni 

Gulchampha 

Ornamental, 

highly fragrant 

- - R 1 LC - 


Page|87


Name 


# Categories 


Medicinal 

Uses 

12 

roofing, 

swellings, 

Goodeniac Scaevola 

consumption 

Sea Lettuce Magoo 

eye 

eae taccada 

during food 

reddening, 

shortage 

diabetes, 

Shrub 

blood 

pressure, 

13 Rubiaceae 

Morinda 

arthritis, 

Noni Ahi Edible fruit 

citrifolia 

muscle 

aches, 

mestrual 

issues 

Others 

(ground cover Verbenace Clerodendrum Garden 

Fragrance, 

14 

Dhungethi 

/ vines / ae inerme quinine 

hedge plant 

ornamentals) 

IUCN 

Distribut 

Red 

ion Population 

List 

(ACFOR (approx.) 

Potential 

(Catego 

) 

Uses 

ry) 

Remarks 

Unlisted 

- C 30+ (propos - 

ed LC) 

- F 10+ LC - 

Unlisted 

- - O 5+ patches (propos - 

ed LC) 

NOTE: 

ACFOR: A: Abundant; C: Common; F: Frequent; O: Occasional; R: Rare 

IUCN: 

EX: Extinct; EW: Extinct in the wild; CR: Critically endangered; EN: Endangered; VU: Vulnerable; NT: Near Threatened; LC: Least Concern; DD: Data deficient; NE: Not 

evaluated 


Page|88


Table 4.12: Fauna inventory at proposed bridge work area in Male’ 

# Category 

Name(s) 

Class Order Family Species English Dhivehi 

Distribution 

(ACFOR) 

IUCN Red List 

(Category) 

Swift-footed 

Crustaceans Malacostraca Decapoda Grapsidae Grapsus albolineatus 

Kakuni C LC - 

1 

rock crab 

2 

Passeriformes Corvidae Corvus linnaeus Crow Kaalhu O LC - 

Eudynamys 

Protected 11th July 

3 Birds 

Aves 

Cuculiformes Cuculidae 

Asian koel Koveli R LC 

scolopaceus 

1999, 10-C/99/24 

4 Columbiformes Columbidae Columba livia Rock pigeon Kotharu O LC - 

Pteropus giganteus Indian Flying 

Unlisted 

5 Mammals Mammalia Chiroptera Pteropodidae 

Vaa 

O 

- 

ariel 

Fox 

(proposed LC) 

Common 

Unlisted 

6 

Agamidae Calotes versicolor 

Bondu 

F 

- 

garden lizard 

(proposed LC) 

Reptiles Reptilia Squamata 

Unlisted 

7 Gekkonidae Hemidactylus sp. Gecko Hoanu O 

- 

(proposed LC) 

Amphibians Amphibia - - - - - - - - 

Remarks 

NOTE: 

IUCN: 


EX: Extinct; EW: Extinct in the wild; CR: Critically endangered; EN: Endangered; VU: Vulnerable; NT: Near Threatened; LC: Least Concern; DD: Data deficient; NE: Not 

evaluated 

Table 4.13: Pests observed in proposed bridge work area in Male’ 

# 

Name(s) 

Distribution 

Class Order Family Species English Dhivehi (ACFOR) 

Host Species / areas Remarks 

1 Mammalia Rodentia Muridae 

Rattus 

norvegicus 

Rat Meedhaa R Food waste, green waste sites - 

2 - - Unidentified Ants Hini (kalhu) C All over the park area - 

3 - - Unidentified Wasps Kulhandhuru R Bush vegetation - 

4 - - Unidentified Spiders Makunu O Bush vegetation - 

5 - - Unidentified 

Leaf 

miner 

Soi fani O Multi-floral species - 

6 Coleoptera Chrysomelidae 

Coconut 

Brontispa 

Invasive if 

Hispine Hispid madi O Palm species 

longissima 

unattended 

Beetle 

7 Diptera Culicoidea Unidentified Mosquito Madhiri O General Environment 

Invasive if 

unattended 

NOTE: 



Page|89


4.5.2 Marine Ecology 

4.5.2.1 Reef environment 

Reef on the south eastern corner of Malé 

The reef environment observed on the southeastern corner of Malé comprises of three distinct 

environments; these include reef flat; reef edge, gradual reef slope, which terminates onto a flat 

bottom (channel between Malé and Hulhulé Island). Small caves were observed at about 30 m 

depth along the reef slope (shown in diagram below). Large blocks of a collapsed reef were 

observed at 40 m depth. 

Figure 4.22: Cross-section of the reef system on the southeast corner of Malé (not-to-scale) 

Reef on the south western corner of Hulhulé 

Reef associated with Hulhulé also shows similar morphology, with 4 distinct reef environments: 

extensive reef flat, reef edge, reef slope that terminates onto a flat bottom (ocean side). The reef 

slope is steeper compared to Malé and large caves were observed at 30 m depth. Large blocks of 

a collapsed reef were observed at 35 m depth. A diagrammatic representation of the reef system 

is shown in the diagram below. 


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Figure 4.23: Cross-section of the reef system on the southeast corner of Hulhulé (not-to-scale) 

4.5.2.2 Photo Quadrat Survey 

Transect 1 – (Raalhugandu – 10 m) 

This transect was deployed at 10 m depth, along the reef slope on the SE side of Male’ island, 

parallel to the island. The reef slopes very gently, and is predominantly made up of rocky 

pavement. CPCe analysis of the photos shows that rocky pavement makes up about 55% of this 

transect. Generally, this site is poor in terms of coral life (


Figure 4.24: Select images showing typical benthic substrate composition along transect 1 (Raalhugandu, Male’ 10 m depth) 

70 

60 

54.5 

50 

% Cover 

40 

30 

20 

10 

9.5 

7.5 

3.5 3.5 3 

12.5 

6 

0 

Figure 4.25: Benthic substrate composition along transect 1 (Raalhugandu, Male’ 10 m depth) 


Page|92


Pocillopora 

37% 

Porites (Massive) 

27% 

Goniastrea 

7% 

Lobophytum 

2% 

Acropora 

22% 

Favia 

5% 

Figure 4.26: Coral genera composition along transect 1 (Raalhugandu, Male’ 10 m depth) 


Page|93



This transect line was deployed 10 m below the transect 1 (at 20 m depth, parallel to the island). 

Similar to transect 1, the predominant benthic substrate along this transect line was also rocky 

pavement (~50%), and the live coral cover was poor making up less than 9% of the survey area. 

Six main genera of corals were recorded along this transect line. Turf algae made up about 10% 

of the survey area. Sea Urchins were observed hiding in crevices on the rocky pavement. In 

addition, Green Barrel sea squirts were observed along this transect (making up about 3.5% of 

the survey area), these sea quirts are suspension feeders filtering out planktons from the water 

that passes through their bodies. 

A total 29 fish species belonging to 14 fish families were recorded during the fish census at this 

site. Similar to previous transect, the most abundant fish species feeds predominantly on 

planktons and zooplanktons, indicating high level of planktons in the water column. 



Page|94


70 

60 

50.5 

50 

% Cover 

40 

30 

20 

10 

0 

9 10 

3.5 

0.5 1.5 

5 

12 

8 


Pocillopora 

17% 

Porites 

(Massive) 

20% 

Goniastrea 

27% 

Acropora 

17% 

Galaxea 

6% 

Dendronephthya 

13% 



Page|95



This transect was deployed 10 m below transect 2, along the reef slope parallel to the island. 

Similar to previous two transects at this slope, the predominant benthic substrate observed was 

rocky pavement (~46%), however the turf algae cover was observed higher at this depth (~23%). 

Live coral cover in this area was low, making up less than 6% of the surveyed area. The main 

coral species observed was Tubastrea micrantha unlike most species of coral this species derives 

energy by capturing planktonic life. 

A total of 34 fish species, belonging to 13 different fish families were recorded along this 

transect. Fish species diversity is good at this site, and is predominantly made up of species that 

feeds on planktons. Highest number of species was observed from Groupers (5 species), and 

Snapper (4 species). The key invertebrate observed was Moray eels. Two species of Moray eels 

were observed along this transect; Honeycomb Moray Eel (Gymnothorax favagieus), and Giant 

Moray Eel (Gymnothorax javanicus). Both these species are carnivorous and feeds on smaller 

fishes. 



Page|96


60 

50 

45.56 

40 

% Cover 

30 

23.33 

20 

17.22 

10 

6.11 

5.56 

0 

0.56 1.11 0.56 


Goniastrea 

9% 


5% 

Favia 

2% 

Tubastrea 

25% 

Montipora 

52% 

Dendronephthya 

5% Acropora 

2% 



Page|97


Transect 4 – (Hulhule’ – 10 m) 

This transect was deployed along 10 m depth, along the reef slope on the south-eastern side of 

Hulhule’ Island. This site is mostly made up of rocky pavement (~ 45.5%). Live coral cover at 

this site is good making up about 20% of the survey area. A total of 10 coral genera were 

observed during the survey, the most abundant coral species belonged to the genera Favia and 

Porites, and small colonies of Acropora. 

Highest number of species was recorded from the family Acanthuridae (Surgeonfishes), which 

are predominantly algal grazers. Total of 29 fish species, belonging to 15 different fish families 

were recorded during the census. 

Figure 4.33: Select images showing benthic substrate composition along transect 4 – (Hulhule’ 10 m depth) 

60 

50 

45.5 

40 

% Cover 

30 

20.5 

20 

13 

10 

5.5 

2.5 

6 

7 

0 

Figure 4.34: Benthic substrate composition along transect 4 (Hulhule’ Island, 10 m depth) 


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Leptoria 

2% 

Favites 

6% 

Goniastrea 

11% 

Sarcophyton 

1% 

Pocillopora 

12% 

Acropora 

18% 

Galaxea 

3% 

Porites 

(Massive) 

18% Montipora 

5% 

Favia 

24% 

Figure 4.35: Coral genera composition along transect 4 (Hulhule’ Island, 10 m depth) 

Transect 5– (Hulhule’ – 20 m) 

This transect was deployed along 20 m depth, along reef slope, on the south-eastern side of 

Hulhule’ Island, 10 m below transect 4. This area is predominantly made up of rocky pavement 

covered in a layer of sand (~ 63%). Live coral cover in this area was poor, making up less than 

10% of the surveyed area, a total of 8 coral genera was observed along this transect line. The 

main coral species observed were small colonies of Acropora sp. 


transect. 



Page|99


% Cover 

45 

40 

35 

30 

25 

20 

15 

10 

5 

0 

9 7.5 

1.5 1.5 2.5 1.5 0.5 

33 

13 

30 


Pocillopora 

7% 

Goniastrea 

9% 

Leptoria 

2% 

Favites 

10% 


5% 

Montipora 

24% 

Acropora 

31% 

Favia 

12% 



Page|100


Transect 6– (Hulhule’ – 30 m) 

This transect was deployed along 30 m depth, along the reef slope on the south-eastern corner of 

Hulhule’ island, at 10 m below transect 5. Live coral cover in this area was very low, making up 

5% of the surveyed area. Similar to the previous transects along this slope, the area is 

predominantly made up of rocky pavement. Two main genera of corals were observed; 

Montipora sp, and Favia sp. 


transect. Highest number of species was observed can Surgeonfish family (4 species), which 

predominantly are algal grazers. Similar to previous transects, the most abundant fish species 

was Red-toothed Triggerfish. 


80 

70 

63.5 

60 

% Cover 

50 

40 

30 

17 

20 

10 

0 

5 

1.5 

4 

0.5 0.5 

8 



Page|101


Favia 

22% 

Montipora 

78% 


Transect 7 (Malé, Dolphin Café - 2 m) 

Transect was deployed at 2 m depth, along the reef edge parallel to the island on the northeastern 

side of Malé (opposite of Dolphin Cafê). Dominant substrate cover along this area is rocky 

pavement (90%). Live coral cover was very low (< 4%), and was mainly hardy coral species 

Pocillopora, and digitate type Acropora. 

Fish life was lowest at this site, only 19 fish species belonging to 9 different fish families were 

recorded during the fish census. Highest number of fishes were recorded from Surgeonfish 

family, which are mainly algal grazers. 

% Benthic Cover 

100 

90 

80 

70 

60 

50 

40 

30 

20 

10 

0 

3.89 3.33 

Live Coral 

Dead Coral with 

algae 

90 

2.22 0.56 

Dead Rock Coral Rubble Sand 

Figure 4.41: Benthic substrate composition along transect 7 (Malé, Dolphin Café, 2 m depth 


Page|102


4.5.2.3 Visual Snorkelling Survey 

Time Swim 1 - Raalhugandu Reef Flat 

Visual snorkelling survey shows that the reef flat is generally made up of rocky bottom. Average 

depth at the time of survey was about 5 m. Live coral cover was low; only few interspersed 

Pocilliopora colonies were observed on the rocky bottom. Fish life was generally poor along the 

reef flat. 

Figure 4.42: Select images showing reef flat at Raalhugandu area 

Time Swim 2 - Raalhugandu Channel 

The reef slopes down gently to approximately 40 m to a rocky bottom, a number of caves and 

overhangs were observed at this depth. Colonies of Tubastrea micrantha, were observed on the 

bottom. These are hardy coral species, which feeds mostly on planktons. Fish life was generally 

very good at this depth. In addition, many mature Napoleon Wrasses (Cheilinus undulatus) was 

observed at this site. This species is listed as endangered in the IUCN Redlist, and is protected in 

the Maldives. 


Page|103


Figure 4.43: Select images showing sea bed at the channel near Raalhugandu area 


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Time Swim 3 - Hulhule’ Reef Flat 

Small spur and groove formation was observed at this site, and many coral recruits of 

Pocilliopora were observed growing on the reef flat. Fish life is good at this; the most abundant 

fish family observed was Surgeonfishes (Acanthuridae), which are mainly algal grazers. 

Figure 4.44:Select images showing reef flat along south eastern side of Hulhule’ 


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Time Swim 4 and 5 - Hulhule’ Channel 

Small overhangs were observed at about 35 m depth where the slope reaches the bottom, and 

two species of Moray Eels were observed; Honeycomb Moray Eel and Giant Moray Eel. The 

seabed is predominantly made up of a rocky pavement covered in a layer of sand. Fish life is 

very low at this site. 

Figure 4.45: Select images showing seabed at channel near Hulhule’ 

Time Swim 5 – Maldives Victory Wreck 

Maldives Victory wreck is one of the most famous wreck dive sites in the Maldives, located on 

the southwestern side of Hulhulé Island. The wreck lies at about 35 m depth; and is slightly over 

100 meters in length. Divers visit this site on a daily basis, and the wreck is famous for its rich 

fish (personal communication, GertJan van Weert, General manager of Sea Explorers). 

Visibility at this location was very low (< 5 m) at the time of the survey, due to high sediment 

run-off from the land reclamation works that was being undertaken on the southwestern corner 

of Hulhulê. The wreck was covered in a thin layer of sediment, however marine life at the wreck 

was observed to be very good. The wreck is covered in corals; dominant coral species observed 

was Tubastrea micrantha. This species of corals mainly feeds on planktons brought in by the 


Page|106


ocean currents, and do not depend on symbiont Zooxanthellae for nourishment. In addition, fish 

life was very good at the wreck, wide variety of fishes were observed including Bluefin Jacks, 

Trevallies, Surgeonfishes, and Orange Basselets etc. 

Figure 4.46: Select images showing Maldives Victory dive site, stressed from sedimentation 


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4.6 Air quality, Noise and Vibration 

4.6.1 Noise Quality 

Noise quality surveys have been undertaken at twelve locations in Male’ and the proposed 

precast site at Hulhumale’ Island. Sound quality measurement locations are presented in 

Appendix E - Survey Locations. 

The hourly equivalent noise levels calculated for the two monitoring stations revealed day (7:00 

hrs. to 22:00 hrs.) average weighted noise levels were between 60 and 70 dBA and night time 

(22:00 hrs. to 7:00 hrs.) noise levels were between 50 and 73 dBA. Highest day time equivalent 

noise levels were observed at N10 and N11 (~90 dBA) while the maximum night time noise 

levels were also recorded at N11 (90.7 dBA). The day and night time equivalent noise level 

recorded for both the stations has been provided in Table 4.14 below. 

Table 4.14: Ambient Noise Quality Monitoring Results 

No 

Location 

GPS 

Coordinates 

Afternoon (11:30-14:30) Night (20:30 - 23:30) 

Min 

(dBA) 

Max 

(dBA) 

Avg 

(dBA) 

Min 

(dBA) 

Max 

(dBA) 

Avg 

(dBA) 

N1 

Usfasgandu Area 

4°10'11.94"N 

73°30'56.20"E 

56.6 83.2 65.4 52.2 88.8 65.9 

N2 

Residential House (ground 

floor) 

4°10'15.35"N 

73°30'58.26"E 

54.8 84.0 63.0 53.8 87.6 64.2 

N3 

Residential House (5th floor) 

4°10'16.37"N 

73°30'58.95"E 

55.8 89.1 66.1 56.6 88.5 64.6 

N4 

Park Area 

4°10'13.78"N 

73°31'1.08"E 

56.7 85.1 68.0 62.0 86.9 68.3 

N5 

Park Area (children’s) 

4°10'15.01"N 

73°31'1.57"E 

54.1 72.5 61.7 60.2 82.8 67.4 

N6 

Marine Research Center 

Building (inside) 

4°10'14.92"N 

73°30'59.20"E 

48.6 82.7 55.2 54.4 83.1 62.0 

N7 

Family Court 

4°10'15.88"N 

73°30'59.37"E 

54.1 88.0 64.9 56.3 85.8 66.1 

N8 

Senahiyaa Hospital (inside) 

4°10'17.88"N 

73°30'59.45"E 

60.4 87.2 63.9 60.1 82.0 63.6 

N9 

Football pitch 

4°10'16.83"N 

73°31'1.18"E 

54.2 78.4 62.9 57.1 83.1 65.3 

N10 

Basketball Court 

4°10'20.48"N 

73°31'0.65"E 

60.7 92.8 67.0 59.2 88.9 67.8 

N11 

Tuscaloosa Café 

4°10'21.01"N 

73°31'3.29"E 

62.6 91.9 71.9 65.2 90.7 73.6 

N12 

Artificial Beach 

4°10'27.08"N 

73°31'5.66"E 

57.2 86.7 64.5 58.7 85.2 67.8 


Page|108


The reasons for the high noise level around N10 and N11 during day time may have been 

associated with construction activities on a building nearby. Night time readings were higher in 

all locations, mainly due to traffic, perhaps associated with Ramazan period. Measurements 

taken inside the building at N2, N3, N6 and N8 also showed unusually higher readings during 

night due to traffic. The higher readings at Senahiyaa hospitals were associated with the fans 

inside the building. 

Vibrations were not observed at any of the sites surveyed. 

4.6.2 Air Quality 

Ambient air quality measurement was not undertaken at the site due to the limited time available 

for this EIA. Instead, readings from the Male’ monitoring sites established by EPA have been 

presented here. 

The 24 hourly PM 10 values recorded at Hukuru Miskiiy between 2010 and 2012 1 range between 

7.90 – 21.94 µg/m 3 . Measurements at Villingili Island in 2011 2 were recorded at a similar range 

at 13.0 µg/m 3 . 

4.7 Recreational Resources 

4.7.1 Parks and recreational areas 

The SE corner of Male’ is considered one of the main recreational areas of the island. The 

distribution of recreational parks in the area is presented in Figure 4.49. Among these parks, the 

following parks will be directly affected during the project. Table below provides a list of the 

parks in the vicinity and how they are affected. 

Table 4.15: Parks and recreational areas in the vicinity 

Site Current use Affects from the project 

Adi Park 

Sports activities. Includes 4 small Whole area is to proposed to be 

dirt football or futsal pitches used as a work site during 

construction stage and not 

accessible to public. Planned to 

be redeveloped after the bridge 

project. 

Helipad area Used as an emergency helipad. Not currently proposed as a 

1 Data provided EPA 

2 CDE 2012, EIA for the proposed Solid waste management facility at Thilafushi, Male’, 

Maldives 


Page|109


Site Current use Affects from the project 

Used for numerous public worksite but is expected to be 

activities and functions such 

stage shows, product launching, 

closed for public use during 

construction. Likely to become a 

surfing tournaments and major picturesque point during 

fireworks, among others. operation. 

Varunulaa beach 

Used as a beach occasionally by Likely to be closed permanently 

children 

Children’s park 

Used as a children’s park and has 

some play equipment; also used 

Likely to be closed during 

construction stage 

by women for running and 

exercising. 

Usfasgandu Used for relaxing, running, Only partially affected. 

walking and occasionally as 

gathering point for major social 

activities. 

Park (unofficially called Extensively used as an exercising Will be closed during 

“Nasreena Park”) 

point and for relaxing. 

construction. Park split due to 

construction of a road. 

4.7.2 Surfing 

The Varunulaa Raalhugandu area, located on the SE corner of Male’ is a well-known surfing 

point in Maldives (See Figure 4.49). It is used both by local and foreign surfers and is home to 

the main local surfing competitions. The proposed bridge site is located away from the main 

surfing zone but its presence may affect the wave conditions and safety of surfers. 

4.7.3 Diving 

One of the most important dive wrecks in the Maldives, the “Maldives victory” is located about 

250 m north of the bridge landing point at Hulhule Island. This site is used by tourist resorts in 

Male’ Atoll as a one of the key attractions for diving. Lagoon bottom disturbance can affect the 

visibility around the wreck. 

4.7.4 Recreational Fishing 

Gaadhoo Koa is occasionally used as a recreational fishing ground by locals. 

4.7.5 Sports 

Among the parks and recreational areas in the vicinity, there are three football pitches located in 

Adi Park site. These sites are heavily used daily and it is estimated that about 200-300 


Page|110


individuals use these sites daily. The use of Adi Park as a works site may mean complete closure 

of these sites for further recreational activities. 

Figure 4.47: Football pitch at Adi park 

Figure 4.48: Adi park area 


Page|111


Figure 4.49: Parks and recreational areas in the vicinity of the project site 


Page|112


4.8 Natural Hazards 

According to the UNDP Disaster Risk Assessment Report of Maldives in 2006, Male’ Island is 

located in an area exposed windstorms, storm surges, swell waves and to tsunamis. The 

following parameters can be deduced for the Male’ region based on Disaster Assessment Report 

and the Detailed Island Risk Assessment Reports (UNDP, 2009). 

Tsunami: Maximum probable wave height range 3.20 – 4.50 m 

Cyclone or storm (wind): Probable maximum wind speed 84.2knots. 

Storm surge: predicted storm surge height – 0.60; predicted storm tide height 1.53 

Rainfall: probable maximum daily rainfall for Male’ for a 500 year return period 241.1 mm 

Earthquake (MMI Value): I (negligible) 

The rest of this section provides more detailed assessment of earthquakes and tsunami. 

4.8.1 Earthquake 

4.8.1.1 Seismic activity in near field and the bridge site area 

Seismic activity in Maldives is weak. Government authorities informed that there is no seismic 

monitoring station in Maldives. Therefore, the project team couldn’t get records about middle 

and small earthquakes in the vicinity of construction site in Maldives and had to expand the 

range of earthquake data collection in near field and far-field region of project site. 

The project team collected the seismic data of the project area with radius of 1,500 km recorded 

from 1902 to 2014. Data show that there were 836 earthquakes above magnitude 4.0 and among 

these: 460 above magnitude 4.5, 365 above magnitude 5.0, 8 above magnitude 6.0, and 3 with 

magnitude greater than 7.0. Within the region, the most serious historical earthquake is of 

magnitude 7.7 which occurred in 1983, with the epicentre 1,223 km from the project site; the 

latest historical earthquake happened in 2001, with the magnitude of 4.8 and the epicentre 

located 170 km from the project site. Regional seismic frequency after 1960 is significantly 

higher than that before 1960, which may be because modern seismic records are more complete 

than the early ones; the regional average repetition period of earthquakes with magnitude above 

7, calculated based on those three times happened here, is approximately 30 years. Figure 4.50 

shows the distribution map of historical earthquakes in the area from 1902 to 2014, and Table 

4.16 shows the record of earthquakes above magnitude 7 from 1902 to 2014. 


Page|113


Table 4.16: Regional earthquake list (M≥7, 1902-2014) 

Focal 

Latitude Longitude 

Magnitude Distance from the epicentre 

S/N Time 

depth 

(S) (W) 

M 

(km) 

(km) 

1 1944-02-29 0.50 76.00 35 7.2 488 

2 1983-11-30 -6.48 72.06 10 7.7 1223 

3 2003-07-15 -2.66 68.33 10 7.5 944 

Figure 4.50: Regional distribution map of historical earthquakes 

4.8.1.2 Seismic geological structure of near field and the bridge site area 

The project site of the proposed bridge is located between the Male Island and the Airport Island 

in Maldives, where the terrain is low and flat, with an average elevation of about 1.2 meters. The 

site is far away from the mainland, about 600 km from the southern end of India and near 750 

km from the southwest end of Sri Lanka. Almost all sea areas within the region were submerged, 


Page|114


and the only land area includes the project site Maldives islands consist of 26 natural atolls and 

more than 1,000 coral islands. 

Looking from a regional perspective, the region is located in the mid-oceanic ridge of Carlsberg 

and oceanic ridges of Ninety East. The mid-oceanic ridge of Carlsberg is the main seismogenic 

structure within the region, with the structural condition that may cause earthquake of magnitude 

7.5 and the fracture (Figure 4.51) stretching along NS direction within the region is predicted 

that it may cause the earthquake of magnitude 7.5. It should be considered in the seismic hazard 

analysis. The earthquakes in the mid-oceanic ridge of Carlsberg almost all distribute along its 

direction over the ridge axis, and most are shallow ones. So, it should be outlined along the midoceanic 

ridge of Carlsberg when dividing potential earthquake source region. 

Figure 4.51: Earthquake structure area and its simulation fault line resource 

Coral islands in near-field region basically are covered by calcareous sands, calcareous sand 

containing coral debris, loose coral rock mixed with sands and other loose materials, with 

uneven thickness that is various from a few to several tens meters. Underlying them are loose 


Page|115


coral rocks and massive coral rocks. In near-field region, the faults in before late Pleistocene are 

well developed and they are basically distributed around the atoll. 

4.8.1.3 Seismic hazard analysis 

According to the analysis on seismogeology, geophysical field characteristics and seismic 

activity at the construction site, the project site is situated at a general field (moderate stiff soil 

sites), which designs the ground motion peak acceleration of 43 gal. According to the 

acceleration division standard in Chinese seismic ground motion parameters map (GB 18306- 

2011), the site region belongs to VI region that is of stable geological structure, which is suitable 

for bridge construction. 

4.8.2 Tsunamis 

The Maldives is not generally affected by tsunamis but there have been a few events in the 

Indian Ocean region over the last 100 years. Among these, two events stand out: the first caused 

by the eruption of Krakatau and the second was the infamous December 2004 Indian Ocean 

Tsunami, which caused wide spread damage along the Indian Ocean (UNDP, 2006). The Indian 

Ocean, the tsunami caused by an earthquake in Sumatra of Indonesia, with a wave height of 

1.2~4.2 m on December 26 th , 2004, caused severe impact and destruction to Maldives, resulting 

in serious damage in 39 islands. Nearly one-third of the Maldives people were seriously affected. 

About 29,580 residents were displaced and 12,000 were left homeless. The capital, Male’, is one 

of few islands had not been completely submerged by the seismic tsunami. Figure 5.1-20 shows 

the affected area and wave height in Male’ Island tsunami, which shows that the seismic tsunami 

has affected the project site with waves up to 1.7 meters. 

Figure 4.52: The affected area and wave height in Male’ during 2004 tsunami 


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The fluctuations in sea level caused by the Indian Ocean tsunami in the Hulhule region are 

shown in Figure 4.53. The high levels of water are enough to inundate any unprotected coastline 

of Maldives including Male’ Island. However, there are no records of major damages on Male’. 

The lack of impact on Male’ has been associated with the submarine topography, tide level at the 

time and the location of the earthquake epicentre (Ali, 2005). 

Figure 4.53: Water level recordings from the tide gauge at Hulhulé’ indicating the wave height of tsunami 2004 

(Source: University of Hawaii Sea Level Centre, http://ilikai.soest.hawaii.edu/uhslc/iot1d/male1.html). 

The disaster risk profile of Maldives (UNDP, 2006) places Male’ as being located in a severe 

tsunami risk zone with a probable maximum wave height between 3.2 and 4.5 m. Studies in 

nearby Thulusdhoo Island notes that such a magnitude tsunami is likely to flood most of the 

islands in high risk zones and cause extensive damage particularly along the ocean ward 

shoreline (UNDP, 2009). 


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4.9 Baseline Social Conditions 

4.9.1 Demography 

Male’ is the capital city of the Republic of Maldives and is currently administered by an elected 

City Council. It has 6 administrative wards, namely, Henveiru, Galolhu, Mahchangolhi, 

Mafannu, Villimale’ and Hulhumale’. Villimale’ and Hulhumale’ are the latest addition to the 

greater Male’ area and exist as geographically separate islands from the Male’ island. 

According to the preliminary results of Maldives Population and Housing Census of 2014, the 

total number of people residing in the greater Male’ area at the time of census was 153,379. This 

accounts for 38.35% of the total population of the Maldives. Out of the 153,379 people, 20,360 

were foreigners contributing to 13.27% of the total population residing in greater Male’ area. 

Figure below shows how the population of Male’ have increased from 1985 to 2014. 

Figure 4.54: Population of Male’ between 1985- 2014 

140000 

131490 

120000 

100000 

103693 

Population 

80000 

60000 

40000 

45874 

55130 

62519 

74069 

20000 

0 

1985 1990 1995 2000 2006 2014 

Year 

Source: Ministry of Planning and National Development 2008 and 2014. 

From 1985 to 2000, the population of Male’ increased gradually with an average increase of 

around 9,000 people per every five years. However, between 2000 and 2006, the population of 

Male’ experienced a huge growth with a population increase of 29,625 people. Since then, the 

population of Male’ has increased at a very high speed, making it home for almost 40% of the 

national population in 2014. 

Figure below represents the population of Male’ by ward for census years 2000, 2006 and 2014. 

The increase in population between 2000 and 2006 was mostly contributed by the increase in 

population of four original wards of Male’: Henveiru, Galolhu, Mahchangolhi and Maafannu. 


Page|118


However, between 2006-2014, the majority of the increase in Male’ is a reflection of the 

growing population of Hulhumale’. 

Figure 4.55: Population of Male’ by ward, 2000-2014 

160,000 

140,000 

Number 

120,000 

100,000 

80,000 

60,000 

40,000 

20,000 

0 

2000 2006 2014 

Year 

Male' 

Henveiru 

Galolhu 

Machchangolhi 

Maafannu 

Villingili 

Hulhumale' 

Source: Department of National Planning, 2008 and 2014 

One of the main reasons for the increase in population of Male’ is the migration of people from 

other atolls. Male’, being the capital city of the country, is home for all government institutions 

and major business and employment opportunities. Furthermore, compared to the rest of the 

country, the quality of basic services such as education and health care are better in Male’. 

Consequently, people from across all atolls of Maldives continue to migrate to Male’. 

With the continuous influx of migrants from other atolls into Male’, the Maldives government 

established two other islands, Villingili and Hulhumale’ as additional wards of Male’ in order to 

accommodate the increase in population of the central Male’. Villingili, an island lying 1.2km 

west of Male’, became the fifth ward of Male’. Hulhumale’, on the other hand is an artificial 

island created by reclaiming an existing lagoon near Male’ island and became the sixth ward. 

The development of Hulhumale’ is planned in two different phases. The reclaiming of phase 1, 

which began on 16 th October 1997 and ended in June 2002, focused on reclaiming 188 hectares 

of land. The primary development of phase 1 was completed in 2004 and the initial settlement 

of the population was officially inaugurated in May 2004. The first settlement of Hulhumale’ 

consisted of around 1,000 people, however, by 2013 it has reached a population of 30,000, 

which is 50% of its targeted population to be achieved by the completion the development of 

phase 1 by the year 2020 (HDC website). The reclamation of Hulhumale’ phase 2 has recently 

been completed, adding another 240 hectares to the island. This is planned to cater for another 

100,000 residents. 


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4.9.1.1 Annual Population Growth Rate 

Inter-censal average annual growth rate between 2006 and 2014 showed that Maldives as a 

whole, experienced a positive growth with an average annual growth rate for the country of 1.56. 

Similarly, Male’ also experienced a positive growth during this period with an average annual 

growth rate of 2.94. Within the wards of Male’, Hulhumale’ experienced the biggest growth rate 

with an annual growth rate of 19.11. 

Table 4.17: Average Annual Population Growth Rate, 2014 

Average Annual Growth 

Locality 

Rate (2006-2014) 

Republic 1.56 

Male’ 2.93 

Henveiru 1.74 

Galolhu 2.20 

Machchangolhi 1.51 

Maafannu 2.35 

Villimale’ 0.57 

Hulhumale’ 19.11 

Source: Department of National Planning, 2014 

4.9.1.2 Sex Ratio 

According to the preliminary results of Maldives Population and Housing Census of 2014, the 

National Sex Ratio for the country shows that there are more males than females in Maldives 

with a sex ratio of 103 (103 males per 100 females). Sex ratio for the population residing in the 

greater Male’ area shows a slightly smaller gap between the number of males and females with a 

sex ratio of 99. 

4.9.1.3 Population Structure 

The figure below shows the population pyramid of Male’ based on Maldives Population and 

Housing Census of 2006. 


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Figure 4.56: Population Pyramid for Male’, 2006 

Age (Years) 

65+ 

60-64 

55-59 

50-54 

45-49 

40-44 

35-39 

30-34 

25-29 

20-24 

15-19 

10-14 

5-9 

0-4 

Male 

Female 

20 15 10 5 0 5 10 15 20 

Percentage 

Source: Ministry of Planning and National Development, 2008 

The most dominant age group in Male’ at the time of census 2006 was between 15-25 years, for 

both male and female populations. This population is now expected to reach 23-33 years age 

group and is likely to remain as the largest population group of the city population. 

According to census 2006, the working age population of Male’ comprised of 72% of its 

residing population. The overall dependency ratio stood at 39, with a child dependency ratio of 

35 and age dependency ratio of 4. 

4.9.1.4 Population Density 

Male’ is one of the most densely population city in the world. While the current size of Male’ is 

relatively big compared to the rest of the islands in the country, it has the highest population 

density within the country with 197 people per hectare. 

4.9.1.5 Migration 

People from across all atolls of the country migrate to Male’ for different purposes including 

access to better quality services such as education and health care and for business and 

employment opportunities. According to Maldives population and housing census 2006, 49% of 

the residing population in Male’ at the time of census were registered in other atolls. Out of the 

people who have migrated to Male’ from other atolls, 12% were from Addu atoll followed by 

9% from Gaaf Dhaal atoll and 7% from both Ha Alif and Thaa atoll. 


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4.9.2 Economic activities 

The Maldives is an upper middle-income developing country. The GDP of the Maldives has 

been increasing significantly over the past four decades. The GDP growth averaged at 7.69% 

from 1997 to 2014. The real GDP recorded in 2014 was registered at MVR 29 billion equivalent 

to USD 2.3 billion. The registered economic growth in 2014 was 8.5%, which is a decline form 

8.8% in the previous year. The real GDP per capita in 2014 was USD 5,036.2 equivalent to 

MVR 64,464.00 

The largest contributing sector to the Maldives economy is tourism (30% of GDP). The tourism 

sector observed a growth of 6.5% in 2014. Tourist arrivals were recorded at 1.2 million by the 

end of 2014. Tourist receipts grew by 13% reaching up to USD 2.6 billion in 2014. As of 2014, 

there are total 508 registered tourist establishments in the Maldives including 112 island resorts, 

216 guest houses, 161 safari vessels and 19 hotels. 

Contribution from the fisheries industry to the Maldivian economy is 1% of GDP in 2014. The 

fisheries sector observed a decline over the past decade owing to boom in tourism and 

construction industries. However, fisheries sector remain to be the second highest source of 

foreign currency accounting for 47% of merchandise exports as well as a main source of income 

for some islands, especially in regions where tourism is less developed and fishing is good. The 

observed decline of 6.4% in fisheries sector in 2014 is mainly owing to decline in fisheries and 

fish related manufacturing and dip in international tuna prices in 2014 (MMA 2014). 

Construction sector observed a rebound, with growth of 20.6% in 2014 after observing negative 

growth in the past two consecutive years. In March 2014, the restriction of export of stone 

aggregates to the Maldives from India was waived. The recovery from severe shortage in the 

supply of construction materials largely resulted in the growth of the sector resulting from 

resumption of large-scale public sector infrastructure development projects and housing projects. 

The airline movements by international carriers resulting mainly from growth in tourist arrivals 

observed an increase in 7% concurrent to growth in international tourist arrivals to the Maldives 

in 2014. Transport sector observed a growth of 11.2% in 2014. 

At the end of 2014, retail trade sector totalled MVR 2.5 billion, performing a growth of 2% 

compared with 2013. The growth was mainly resulting from a robust tourism and construction 

sector in 2014. Commercial bank credit to the sector grew at an average of 8% in 2014 compared 

with 2% in 2013. Furthermore, private sector imports (excluding tourism) rose by 16% in 2014. 

In contrast the growth was 6% in the previous year. 

Inflation for the economy was managed at 2.4% in 2014 owing to decline in global food prices 

and oil prices. Additionally stable fish prices in the local market, which is very volatile 


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otherwise, also accounted for the ease of inflation. Inflation is projected to decrease slightly to 

1.9% in 2015 (MMA 2014). 

The outlook projected for Maldivian economy for the year 2015 is positive, expecting expansion 

of the economy. The latest projection of the National Bureau of Statistics in October 2014 shows 

the real GDP is projected to expand by 10% in 2015, up from 8.5% in 2014. However, with 

predictions for tourism sector growth lower than the projections forecasted in October 2014, the 

GDP growth is predicted to be slower than predicted previously. These include lower than 

expected tourist arrivals, weakening of the Russian economy; which is the 4 th largest inbound 

tourist market to the Maldives with 5.5% market share in 2014 (MMA 2014). 

4.9.3 Employment 

Total employed persons in 2010 for the whole nation were 111,426. Total unemployed persons 

were 10,033. Total employed persons in Male’ were 43,782 and in atolls 67,645. Total 

unemployed persons in Male’ were 4006 and in atolls 9027 consecutively (HIES 2010). The 

Economic Survey from 2007 reveals that there were 191, 515 persons (both local and foreigners) 

employed in the Maldives. Of them 70,850 are in Male’ and 120,935 are in the atolls. Foreign 

employment totalled 46,058 for the whole nation in 2007 (DNP 2013). Employment in civil 

service, which accounts for a large share of employment, totalled 17,657 jobs in the country in 

2012. Of them 7540 are in Male’ and 10, 117 are in the atolls. Employment in political posts 

totalled 446 in 2012, a decrease from 544 political posts in 2011. Of them 67% are females and 

33% are males. 

4.9.3.1 Employment by industry 

Employment by industry has observed growth in the tertiary sector and decline in the secondary 

sectors due to decline in manufacturing and construction industry between 2006 and 2010. The 

average annual growth rates for employment for industries in the tertiary sector increased. The 

figure below shows the change in employment by industry between 2006 and 2010 (HIES 2010). 


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Figure 4.57: Change in employment by industry, 2006 and 2010 

20000 

18000 

16000 

14000 

12000 

10000 

8000 

6000 

4000 

2000 

0 

Agriculture, Hunting… 

Fishing 

Mining and Quarrying 

Manufacturing 

Electricity, Gas and… 

Construction 

Wholesale and retail… 

Hotels and Restaurants 

Transport, Storage… 

Financial… 

Real estate, Renting… 

Public administration… 

Education 

Health and Social work 

Other community,… 

Private households… 

Not stated 

2006 

2010 

Source: DNP 2013, HIES, 2009/2010 

Employment in the capital city Male’ is largely in the tertiary sectors in trade, hotels, transport 

and real estate & business. The figure below shows the employment by industry of Male’ for 

2007 

Figure 4.58: Employment by industry for Male’, 2007 

18000 

16000 

14000 

12000 

10000 

8000 

6000 

4000 

Locals 

Foreigners 

2000 

0 

Source: DNP 2013, Economic Survey 2007, DNP 


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4.9.3.2 Increase in labour force 

The working age population above 15 years of age increased by 20,000 between 2006 and 2010 

and the labour force increased by 19,000 (17%) over the same period. The labour force for males 

increased by 16% and females by 17%. Labour force participation rate is 61% for the nation 

(55% for Male’ and 64% for atolls). 

4.9.4 Public Finance 

The projected national budget for the year 2015 is MVR 24.3 billion. This is a 26% increase 

from the approved budget for 2014. The fiscal conditions in 2014 remained weaker than 

expected owing to shortfall in revenue and overruns in current expenditure (MMA 2014). 

The total revenue (excluding grants) in 2014 was MVR 14.5 billion (31% of GDP). Total 

revenue comprised of 72% tax revenue amounting to MVR 10.4 billion and 16% from import 

duty. Non-tax revenue accounted for 27% of total revenue, which totalled MVR 3.9 billion in 

2014. This comprises the lease period extension fees, lump-sum resort acquisition fees and resort 

lease rent. Grants totalled MVR 414.6 million in 2014, which is an increase of MVR 129.2 

million budgeted in 2014. 

Total expenditure (excluding net lending) was MVR 16.5 billion (35% of GDP) in 2014. Current 

expenditure contributed 82% to government expenditure in 2014. Expenditure increased by 

MVR 2.0 billion in 2014. Current expenditure mainly accounted for salaries, wages and 

allowances (43%). Social welfare benefits, subsidies and pensions also have increased 

significantly in contrast to 2013. The subsidies, social welfare compositions and subscriptions 

comprised 21% of the current expenditure. The social welfare contribution totalled MVR 1.5 

billion in 2014, which is an increase of MVR 673.3 million. 11% of currant expenditure 

constituted pensions and other payments and 19% was for administrative and operational 

purposes of the government. Capital expenditure accounted for 18% of the total expenditure 

reaching MVR 2.9 billion in 2014. 

Almost 64% of the financing of the government in 2014 was from domestic sources. However 

this was budgeted at 9% for the year. Foreign financing accounted for 36% of total financing. 

Foreign financing failed to materialize as budgeted in 2014. Total loans and advances for 2014 

was MVR 3 billion. 

The current account deficit worsened in 2014 and was recorded at USD 191.1 million, 

equivalent to 6% of GDP. This was largely due to increase in merchandise trade deficit resulting 

from increase in imports and decline in exports. Overall balance of payment improved 

significantly in 2014 in contrast to 2013. The surplus increased from USD 63.8 million to USD 


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246.4 million, resulting in increase in gross international reserves to USD 614.7 million in 2014. 

The usable reserves grew by 38% (USD 40 million) compared with 2013. (MMA 2014) 

The fiscal deficit stood at 3.4% of GDP equivalent to MVR1.6 billion in 2014. Owing to 

accumulation of deficit over the past years, total public and publicly guaranteed debt reached 

65% of GDP at the end of 2014, with domestic debt accounting for 65% of total public and 

publicly guaranteed debt and external debt stood at 35% (MMA 2014). The budget deficit was 

mainly met through domestic sources, by issuing Treasury bills (T-bills) to domestic market and 

partly from foreign sources and Maldives Monetary Authority (MMA). 

4.9.5 Land use 

The increase in the population of Male’ within the past decade have not been met with adequate 

housing development projects. As a result, there is a high demand for housing in Male’ and the 

rent of housing in Male’ steadily increases annually. 

During the most recent call to submit application forms for social housing a total of 15,650 

people living in Male’ applied for housing units. This is a true reflection of the growing demand 

for housing opportunities in Male’. Figure below shows the number of living quarters in Male’ 

between 1985-2006. 

Figure 4.59: Number of Living quarters in Male’ from 1985 to 2014 

16,000 

14,000 

14,107 

Number of Living quarters 

12,000 

10,000 

8,000 

6,000 

4,000 

5,278 

7,298 

6,727 

2,000 

0 

1985 1995 2000 2006 

Year 

Source: Ministry of Planning and National Development 2008 

Currently, Maldives government has a number of ongoing housing projects in Male’ island as 

well as in Hulhumale’, Villimale’ and Gulheefalhu. Gulheefalhu is another artificial island in the 

region, created using reclaiming an existing lagoon. 


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Housing opportunities in Hulhumale’ focuses on both social and private housing. Table below 

summarizes the number of housing units supplied by HDC between the year 2010 and 2012. 

During the three-year period, a total of 484 housing units including 205 land plots and 26 row 

houses were supplied. 

Table 4.18: Supply of Housing Units in Hulhumale', 2010-2012 

Year Type Number 

2010 

Plot 55 

Row House 12 

2011 

Plot 150 

Coral Ville 178 

Row House 5 

Row House 9 

Coral Ville 2 

2012 

Rain View 10 

Water Lilly 10 

Damas 10 

Lexon 10 

Platinum Residence 33 

TOTAL 484 

Source: Department of National Planning, 2014 

The current housing programs of phase 1 of Hulhuamle’ also include providing land plots, flats, 

row houses, condominium apartments and apartment complexes. According to HDC, the total 

number of residential housing units in Hulhumale’ phase 1 is 10,955 with an expected 

population of 76,685 people. The table below summarises details of housing programs in 

Hulhumale’ phase 1. 

Table 4.19: Housing projects in Hulhumale’ Phase 1 

Description Type No. of units allocated 

Land Plots Social Housing 416 

Private Housing 534 

Flats, Row house, 

Condominiums and 

Apartment Complexes 

Social Housing 2993 

Private Housing 4162 


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4.9.6 Traffic Conditions 

4.9.6.1 Current marine traffic at Gaadhoo Koa 

In 2014, total of 801 international ships called at Male’ Commercial Harbour. The highest 

number of ships a month was recorded in March 2014 when 99 ships arrived. The number of 

local ships that berthed alongside Meerubahuru Bandharu berth in 2014 was 3,660 and the 

monthly highest arrival for local ships this berth was 348 in March 2014. 

4.9.6.2 Current air traffic conditions 

There are three international airports and eight domestic airports across the Maldives. Ibrahim 

Nasir International Airport (INIA) is the main international airport in the Maldives and is located 

in a separate island, Hulhule’. INIA is the nearest airport to Male’. The INIA is a ten minute boat 

ride from the capital city Male’. It is also the main gateway into the Maldives for tourists and is 

well linked with major cities and countries around the world. INIA serves more than a million 

tourist visitors and other passengers travelling to the Maldives every year. The domestic terminal 

at INIA offers frequent trips to all international and domestic airports within Maldives. The 

Seaplane operation in INIA is mostly used to transfer tourists to their resort destinations in 

different parts of the Maldives. Hulhule’ is a dedicated airport island with airport related 

infrastructure, one hotel for transit passengers and employment for staff working at the airport. 

Total flight movements in 2013 were 169,900 and of whom the numbers of international flights 

were 22,106 while domestic flights accounted for 147,794 movements. Hence, on average there 

is one flight movement every three minutes. 

4.9.6.3 Current road traffic conditions in Male’ and Hulhumale’ 

According to Maldives Transport Authority, as of June 2015, there are a total of 75,720-land 

transportation vehicles registered in the Male’ zone (Zone A). Out of these, 63,086 are 

motorcycles contributing to 83% of the total registered land vehicles in Zone A. The second 

most common type of vehicles registered in this zone includes 4,946 cars, 2,112 Pick-ups and 

1,315 Vans. There are also 461 battery scooters and 125 battery cars registered in Zone A. It has 

to be noted here that not all vehicles registered under Zone A are used in Male’ as some are 

taken to the other atolls. However, a vast majority of these vehicles are used to travel within the 

central Male’ area. Currently registration and using of inland transportation within Hulhumale’ 

and Villimale’ are limited and strictly maintained by the relevant authorities. 


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4.9.7 Livelihoods of economic groups 

Salaries and wages account for the largest proposition of household income (57%) nationally. 

Other sources of household income are 22% from businesses and 9% from property rent. The 

sources of household income for Male’ is 63% from income and wages, and 16% from property 

income from renting of buildings, land, machinery and equipment. Of them, 21% of the 

household income in Male’ is from property rent. 

The average household income for Male’ is MVR 28,909 with an average income of MVR 

10,132 per person. The average income of households in Male’ grew by 7.9% per annum 

between 2003 and 2010. Households in Male’ have on average 3 income earners (42% of the 

average household) per household. The average monthly income for households in Male’ are 

42% higher than that of the national average for household income (DNP 2012). 

The largest employer, the civil service employed 17,657 people across the nation. However the 

income for 46% of the civil servants is below MVR 5000 and only 1% earn MVR 10,000 and 

above. 

Figure 4.60: Income levels of residents in Male’ area (in MVR). 

40.0 

35.0 

30.0 

25.0 

20.0 

15.0 

10.0 

5.0 

Male' 

Villingili 

Hulhumale 

0.0 

No income 

70,000 

In a recent study undertaken in the Maldives, the mean individual incomes from all sources for 

Male’ region (Male’, Villimale’ and Hulhumale’) is between MVR 10,000 and MVR 15,000. 

The mean income proportions are 27% for Male’, 37.5% for Villimale’ and 28% for 

Hulhumale’(IFES 2015). The figure below shows the income for people in Male’, Hulhumale 

and Villimale’ (IFES 2015). 


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Expenditure for households in Male’ is on an average MVR 19,456, of which the largest share 

(33%) of expenditure is on housing, water and electricity. Of this 22% is spent on housing rent 

alone, whereas households in the atolls spend only 1% of expenditure on rent. The percentage 

share of expenditure spent on food and beverages by households in Male’ (17.5%) are less than 

households in the atoll (25.4%) (DNP 2012). 

Urban poverty has worsened in recent years in Male’ (DNP 2012). While headcount ratio at the 

national level for Rf 22 declined from 21% in 2003 to 15% by 2010, the headcount ratio in 

Male’ increased from 4% in 2003 to 12% in 2010. The indicators of depth of poverty also shows 

that the poor in Male’ have become poorer. In Male’, the poverty gap ratio relative to the 

poverty line of Rf 22 increased from 1% in 2003 to 3% in 2010. Not only did the condition of 

the poor get worse, there is rising inequality in Male’. The Gini Coefficient for Male’ increased 

from 0.35 in 2003 to 0.45 in 2010 (DNP 2012). 

Forty per cent of the population live in Male’ and 46% of the total national household 

expenditure is in Male’. Of the national household expenditure, the richest people in Male’ 

spends 18% of the total national household expenditure’ while 3% is spent by the poorest people 

(DNP 2012). 

4.9.8 Transport Services 

4.9.8.1 Ferry and bus services 

The capital city Male’ is connected by ferries to the main airport in Hulhule’ and residential 

satellite wards of Hulhumale’ and Villimale’. For Hulhumale’, the ferry and bus services is 

operated by Maldives Transport and Contracting Company (MTCC). The Hulhule’ airport 

ferries are operated by a private association knows as Airport Ferry Operators Association. 

MTCC have 12 vessels in their total fleet for dhoni ferry transport between Male’ and 

Hulhumale’. Of them 6 are owned by MTCC and 6 are rented. At a given time 10-11 ferries are 

operational. And number of ferries has to be increased to around 14 during the month of 

Ramadan. In addition, MTCC has one express ferry operating between Male’ – Hulhumale’. 

Apart from ferries, MTCC also operates buses within Hulhumale’ and between Hulhumale’ and 

Hulhule’. Presently two buses are operational within Hulhumale’ and two between Hulhumale’ 

and Hulhule’. There are four designated routes, including school routes for bus operations. 

Furthermore, MTCC has two express ferry speedboats for operation between Male’ and 

Hulhule’. A total of 42 ferries are operated by the Hulhule’ dhoni ferry operators between Male’ 

and Hulhule’. 

It is estimated that on average 1600 passengers travel to Hulhule’ everyday. The passenger fare 

is MVR 10.0 each trip. The operational ferries vary from time to time and an average 3 people 


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are employed in each ferry. The peak hours vary according to domestic and international flight 

timings. The passengers are mostly international and domestic airport users and people travelling 

for employment. 

The Hulhule and Hulhumale’ ferries are operated at scheduled timings. On a daily basis, an 

average of 18,000 passengers commute to and from between Male’ and Hulhumale’ in the dhoni 

ferries. The dhoni ferries makes an average of 113 trips every day. The seating capacity of each 

ferry is 120 passengers. The passenger fare for dhoni ferries is MVR 5.5 each way and takes 

about 20 minutes to reach the destination. On weekdays, rush hours start in the morning from 

5:30am and continue till 9:00am; when the school hours and work hours for the government and 

private sector begins for the day. The second peak would be between 11:30am and 1:00pm in the 

afternoon. The time varies according to school student schedules for those attending schools in 

Male’. In the evening, the peak hours fall between 4:00pm and 7:00pm. The flow of passengers 

are mostly towards Male’ from Hulhumale’ for work and education purposes. In weekends, the 

peak is observed in the afternoon from 2:30pm onwards and between 9:00pm and 10:00pm from 

Male’ – Hulhumale’ sector and 7pm to 11pm in the Hulhumale’ - Male’ sector. 

On a daily basis, about 1700 motorbikes are transported both ways, amounting to 9% of the 

commuters carrying a motorbike to their destination. Motorbikes are charged MVR 15.00 for 

one motorbike and one person and MVR 21.00 for one motorbike and two persons. Bicycles are 

transported only rarely. There is also an express ferry operational every thirty minutes between 

Male’ and Hulhumale’. Approximately 1500 passengers commute between both ways in the 

express ferries. This is equivalent to 8% of the daily ferry dhoni commuters. The fare for express 

ferries is MVR 25.00 and takes about seven minutes to reach the destination. A separate cargo 

ferry operates between Male’ and Hulhumale’. The cargo ferry makes three return trips every 

day except Fridays. On Fridays, the cargo ferry makes one return trip. In the busses operational 

between Hulhumale’ and Hulhule’, an average of 1500 people commute every day. Majority of 

the commuters are those employed in jobs in Hulhule’, mostly in Maldives Airports Company 

Limited (MACL). 

For transfers between Male’ and Hulhule’, two express ferries are operational every fifteen 

minutes. On average about 600 people travel via the express ferry to the airport. 

On the human resource side, MTCC employs total 320 staff in the transport operations of 

Hulhule’, Hulhumale’ and Villimale’ ferries and busses. Staffs are under MTCC for MTCC 

owned ferries and under the owner for rented ferries. Both locals and foreign workers, mostly 

Bangladeshi men are in employment as crews. 

It is estimated that approximate annual revenue of MVR 56 million is generated from commuters 

between Male’ and Hulhumale’. 


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4.9.8.2 Taxi services 

There are total eight taxi centres in Male’ city and one taxi centre in Hulhumale’. The Male’ taxi 

centres are regulated by the Department of Transport and Hulhumale’ taxi centre by Hulhumale’ 

Development Corporation (HDC). 

It is estimated that about 800 taxis provide taxi services in Male’. On average about 100 taxis are 

operated by each taxi centre in Male’. A fixed income of MVR 600.00 per month is charged 

from each taxi to the centre, generating a monthly revenue of about MVR 60,000 for the taxi 

centre. The average monthly income of a taxi driver at present is about MVR 10,000 per month. 

4.9.9 Services quality and accessibility 

4.9.9.1 Health services 

Indira Gandhi Memorial Hospital, located in Male’, is the main government hospital established 

in the Maldives providing the most extensive health care services. ADK hospital, also located in 

Male’, is the main private hospital in the country. There are also a number of private clinics 

established in Male’, that provide specialist consultations as well as certain laboratory tests and 

treatments. 

Currently there is only one hospital in Hulhumale’. However, 2 land plots have been allocated to 

develop medical clinics and further clinics will be established with the completion of the mini 

mall that is currently being constructed in Hulhumale’. 

As of 2010, there were a total of 984 health professionals working in Male’. Out of the 984 

professionals, 49% were locals. The following table summarizes the number and type of health 

professionals working in Male’ by gender in 2010. 

Table 4.20: Number of health professionals in Male’ zone. 

Type of Health Professionals Total Male Female 

Doctors 219 142 77 

General Practitioners 106 67 39 

Specialists 113 75 38 

Nurse 660 63 597 

Paramedical Staff 358 194 164 

Lab. Technicians 141 27 114 

Physiotherapists 14 9 5 

Radiographers 31 22 9 

Dentists 27 7 20 

Pharmacist 145 129 16 

Community Health Professionals 2 0 2 

Source: Ministry of Health, 2013 


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4.9.9.2 Education 

According to the Ministry of Education as of March 2013, there were a total of 36 schools in 

Male’ including13 government schools, 4 community schools and 11 private schools. A total of 

27,204 students were enrolled in these schools in 2013. The majority (57%) of the students were 

studying in the government schools while 20% were enrolled in community schools and 22% in 

private schools. Statistics from the Ministry of Education show equal gender representation of 

students in all three types of schools. 

Currently, there are 3 main schools in Hulhumale’ which includes Lale’ School, Gaazee School 

and the most recent Rehendhi School. Gazee school accommodates students up to Grade 12 and 

Rehendhi School is set to continue teaching up to grade 12 with its first, grade 8-batch, starting 

in 2015. According to HDC, there are plans to develop one more higher secondary school, 

which is currently in the design stage and a further international school offering education from 

preschool to grade 12 standards. 

4.9.9.3 Energy Supply, Water Supply and Waste Management 

Currently, STELCO provides electricity supply for the greater Male’ area. Male’ has a total 

installed capacity of 61.42 MW of diesel generator capacity, Villimale’ 2.8 MW, and 4.0 MW in 

Hulhumale’. The peak load demand in central Male’ is 40MW, for Villingili is 1.4 MW, and 

Hulhumale’ is 2.4 MW. 

MWSC is responsible for providing desalinated water to the greater Male’ area. 

Waste is collected to allocated waste management sites in Male’ and then taken to Thilafushi 

dump yard. Hulhumale’ has a waste management centre where all the waste is collected and 

some are burnt. Some of the waste from Hulhumale’ currently gets transferred to Thilafushi 

island. However, HDC plans to introduce an incinerator in Hulhumale’ waste management 

centre, after which there would no longer be a need to transfer waste to Thilafushi island. 

4.9.10 Community needs 

4.9.10.1 Security and Safety 

Maldives Police service is responsible for maintaining security and safety in the Maldives. 

Currently, the security and safety of central Male’ is maintained by 2 main police stations, 1 in 

Maafannu and 1 in Galolhu, as well as traffic police and a drug enforcement unit established in 

Male’. Presently there is also a police station in Villingili, a police post in Thilafushi, two police 

stations in Hulhumale’ and a tourist police unit working in Hulhule’ 


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5 IMPACTS IDENTIFICATION 

5.1 Introduction 

Potential adverse and beneficial impacts of the project are identified and evaluated in this 

section. Significant impacts are identified and evaluated in two stages. The first stage identifies 

the environmental and socio-economic components that may be impacted from key project 

activities. The second stage determines the significance of impacts on each component. The 

following sections provide details of the evaluation of impacts. 

5.2 Nature of potential impacts on key components 

Nature of potential impacts is defined here as no impact, adverse impact or beneficial impact. 

Table 5.1 below provides the nature of potential impacts from the proposed project on 

environmental and socio-economic components by the project. Where impacts are not applicable 

to different components, this is indicated as ‘na’. Some components may be affected both 

adversely and beneficially from the project. 

5.3 Identification of significant impacts 

Environmental and socio-economic components that may be impacted by the project as 

identified in Table 5.1 are further evaluated to identify significant impacts. Assessments of the 

impacts are conducted using the four criteria of magnitude, reversibility, duration and 

distribution as described below. Evaluation of key impacts is provided in Table 5.2. 

1. Magnitude: Refers to the quantum of change that will be experienced as a consequence 

of the impact. 

2. Reversibility: Refers to the degree of reversibility of an impact (i.e. ease of reversing the 

conditions). 

3. Duration: Refers to the temporal scale (i.e. duration, frequency) of the impact. It does 

not take into account the duration of the impact’s effects. 

4. Distribution: Refers to the spatial scale of the area impacted (e.g. a small portion of a 

reef or an entire lagoon) 

Estimates for negative impacts represent a ‘worst case scenario’ based on the assumption that the 

project will undergo full scale development with no consideration for its environmental and 

social consequences, i.e. significance is assessed prior to implementation of mitigation measures. 

Values are attributed by the EIA team on the basis of direct observation of surveyed sites, 

professional judgment and pre-existing experience in development projects of similar nature. 


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Table 5.1: Impact Identification Matrix 

Activity 

Preliminaries and demobilization 

Noise level 

Air quality 

GHG emissions 

Ground water 

Marine hydrology 

Marine water quality 

Marine life 

Terrestrial flora & fauna 

Soil condition 

Natural hazard risk & safety 

Land traffic 

Navigation 

Aviation 

Land use 

Health and safety 

Employment 

Resettlement 

Tourism 

Temporary construction area setup - - - - x - x - - x - x x - - + x - 

Workforce x x x x x x x x x x x x x x x + x x 

Implementation Stage 

Pile foundation construction - x - - - - - x - x x - - x - + x x 

Pier body construction x x - x - x x x x x x - - x - + x x 

Box girder & deck construction x x - x x x x x x x x - - x - + x x 

Land connection construction - - - - x x x - - x - - - x - + x - 

Operation Stage 

Traffic - - - x x x x x x x + - x + x + + + 

Maintenance x x - x x - x x x x x x x x x + x x 

Drainage x x x x x - x x x x x x x x x x x x 

X (no impact), - (negative impact), + (positive impact) 


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Table 5.2: Evaluation of key impacts on the natural environment during construction and operation stage 

Impact area Potential impacts Nature/ Distribution/ 

Duration/ Magnitude 

Preliminary works 

Reversibility 

Significance 

Ambient noise level 

GHG emissions 

Ground water 

quality 

Impacts on soil 


Terrestrial flora & 

fauna 

Land traffic 

Noise pollution: 

Near temporary construction areas. 

Increase in GHG gas in atmosphere; 

Operation of vehicles that emit GHGs will results in negligible increase in 

GHG in the atmosphere. 

Water pollution; 

During setup and preparation on site, some chemicals and oils spillages may 

occur, and have adverse effects on the ground water 

Impacts on soil and land capability 

Will predominantly be felt during the site clearance activities for the 

temporary construction areas 


During setup and preparation of the temporary construction areas, some 

chemicals and oils spillages may occur, and have adverse effects on the 

marine water 

Near construction areas; 

Temporary construction areas will destroy some plants 


Roads near the construction areas might have to be closed/diverted during the 

site preparation phase 

Direct/negative; 

100 m radius; Project site; 

Short term; 

Minor negative change 


Island level; 

Short term; 

No change; 


Project site; 

Short term; 

Moderate negative change 


Project site; 

Short term; 



Project site; 

Short term; 



Construction areas; 

Short term; 



Project site; 

Short term; 


Easily reversible 


Reversible 

Reversible 

Reversible 

Reversible 

Reversible 

Moderately Significant 

Insignificant – negligible 

amount of GHGs is 

anticipated to be released. 

Insignificant – Spillages are 

very unlikely 

Insignificant 


very unlikely 

Insignificant – low vegetation 

coverage 

Insignificant 

Land use Near construction areas; Direct/negative; Reversible Significant – Short term 


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Temporary construction areas will occupy land may not be used for other Construction areas; 

usage 

Short term; 


Health and safety Work related accidents; Direct/negative; 

Project site; 

Short term; 


Employment 

Tourism 


Ambient air quality 

GHG emissions 

Marine hydrology 

Increase in employment opportunities; 

Over 300 workers will be employed for the project work. 


Roads near the temporary construction areas might have to be closed/diverted 

during the site preparation phase, it will bring inconvenient to visitors 

Implementation stage 

Noise pollution; 

Near land connection construction areas & temporary construction areas 

Air quality degradation: 

Near land connection construction areas & temporary construction areas. In 

addition, small amounts of emission are anticipated during operation of 

machineries and vehicles. 


Operation of vehicles that emit GHGs will results in negligible increase in 

GHG in the atmosphere. 

Near pile foundation; 

Some chemicals and oils spillages may occur, and have adverse effects on the 

marine water 

Direct/positive; 

National level; 

Short term; 

Moderate positive change 

Indirect/negative; 

Project site; 

Short term; 



100 m radius; 

Short term; 



100 m radius; 

Short term; 

Moderate negative change; 


Island level; 

Short term; 

No change; 


Project site; 

Long term; 

Moderate change 

Reversibility 

Reversible 

NA 

Reversible 




Irreversible 

Insignificant 

Significance 


employment opportunity and 

mostly specialist personnel 

are required 

Insignificant – Short term 



Insignificant – Negligible 



Moderately –Small change 

will occurs near the pile 

foundation, will not impact 

shore zone configuration / 


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Marine life 

Terrestrial flora & 

fauna 

Ground water 

quality 

Impacts on soil 

Land traffic 


During construction of the bridge, some chemicals and oils spillages may 

occur, and have adverse effects on the marine water 

Permanent loss of corals and sessile organisms; 

Depending on the pile foundation location, some corals and sessile organisms 

maybe destroyed in the process. 


Land connection construction areas will destroy some plants 


Some chemicals and oils spillages may occur, and have adverse effects on the 

ground water 

Impacts on soil and land capability 

Will predominantly be felt during construction activities land connection 

construction areas 

Near land connection construction areas & temporary construction 

areas; 

Roads near the land connection construction areas & temporary construction 

areas might have to be closed/diverted during the construction phase 


Project site; 

Short term; 



Project site; 

Short term; 



Construction areas; 

Short term; 



Project site; 

Short term; 



Project site; 

Short term; 



Project site; 

Short term; 


Reversibility 

Reversible 

Significance 

coastal morphology 


very unlikely 

Reversible 

Moderately Significant –The 

pile foundation will be huge, 

but live coral coverage is very 

low at proposed sites 

Reversible Moderately Significant – 

Dozens of trees need to be 

ported 

Reversible 

Reversible 

Reversible 


very unlikely 

Insignificant 


Navigation 

Near pile foundation; 

The sea route between Male’ and Hulhule might have to be temporarily 

closed/diverted during the construction phase 


Project site; 

Short term; 


Reversible 


Aviation 

Near airport island side; 

Some construction process of the Bridge near airport island side might impact 

the aircraft take-off and landing 


Project site; 

Short term; 

Reversible 

Insignificant - very short time 


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Health and Safety Work related accidents; Direct/negative; 

Project site; 

Short term; 


Employment 



Over 300 workers will be employed for the project work. 


Short term; 


Tourism 


Ambient air quality 

GHG emissions 


Land traffic 


Roads near the land connection construction areas & temporary construction 

areas might have to be closed/diverted during the construction phase, it will 

bring inconvenient to visitors 

Operation stage 

Traffic noise pollution; 

Near land connection areas. The traffic noise will be anticipated during 

operation stage. 

Air quality degradation: 

Near land connection areas. The emission of automobile exhaust will be 

anticipated during operation stage. 


Vehicles that emit GHGs will results in negligible increase in GHG in the 

atmosphere. 


During operation of the bridge, petroleum substance which leaks out from 

cars driving on the bridge maybe flows into sea via rainwater, and have 

adverse effects on the marine water. 

Male island, Airport Island & Hulhumale island; 

The Bridge will bring convenient transportation between the Male Island 

and Airport Island/Hulhumale island. 

Indirect/negative; 

Project site; 

Short term; 



Roadside; 

Long term; 



Roadside; 

Long term; 

Moderate negative change; 


Island level; 

Short term; 

No change; 


Project site; 



Island level; 

Long term; 

Reversibility 

Reversible 

NA 

Reversible 

Irreversible 

Irreversible, 


negligible effects 


negligible effects 

NA 

Insignificant 

Significance 




are required 




Insignificant – negligible 



Insignificant 



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Moderate positive change; 

Navigation 

Land use 

Resettlement 

Employment 

Sea route between Male’ and Hulhule; 

Navigation capacity of the sea route between Male’ and Hulhule will 

downgrade during the operation phase 

Male island & Hulhumale island; 

Convenient transportation will promote the development of the two islands' 

land. 

Male island & Hulhumale island; 

Convenient transportation will promote more and more people from Male’ 

island move to Hulhumale island. 


Workers will be employed for the project maintenance work. 


Project site; 

Long term; 


Direct/ positive; 

Island level; 

Long term; 

Huge Positive change 

Direct/ positive; 

Island level; 

Long term; 

Huge Positive change 



Long term; 


Tourism The Bridge will become an attraction to visitors. Direct/ positive; 


Long term; 

Huge positive change; 

Reversibility 

Irreversible 

NA 

NA 

NA 

NA 

Significant 

Significant 

Significant 

Significance 

Significant – Long term 



are required 

Significant 


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5.4 Overall positive impacts from the project 

First, it is the implementation of this project is significant to improvement of population layout 

in Maldives. This project strengthens the contact between two islands, improves the traffic 

transport environment and increases the attraction of Hulhumale’ Male Island so as to enable it 

to be population sub-center and relieve Male Island’s pressure. 

The implementation of this project may improve the transportation between Male Island and 

Airport Island so as to be applicable for reconstruction and extension of airport as well as 

improvement of transportation capability. 

This project will be important landscape engineering and will become an important tourist spot 

in Male Island for visitors. 

The construction activity during construction period of this project as well as management 

maintenance during operating period shall produce some new employment opportunities. 

The implementation of this project has strategic significance on the construction of then greater 

Male’ area. 


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6 SIGNIFICANT IMPACTS AND MITIGATION MEASURES 

6.1 Impact Assessment on Marine Hydrodynamic 

6.1.1 Characteristics of regional hydrology 

The Maldives is located in the north-central part of the Indian Ocean. The proposed Malé - 

Hulhumalé Bridge, is located at the southeast corner of north Malé atoll, spanning the Gaadhoo 

Koa channel, connecting Malé with Hulhulé (Ibrahim Nasir International Airport), and 

Hulhumalé. The Gaadhoo Koa, is one of the main channels of north Malé atoll, its overall depth 

ranges between 40 to 50 m; and the maximum depth of water exceeds 60 m and the width is 

about 1 km. In the west side close to Malé there is a deep hole developing nearly oriented north 

and south. The channel cross-section is U-shaped due to the steep-sided coral reefs on both 

sides. 

The ocean current in Maldives consists of ocean current and tidal current, and the latter is 

relatively weak than the former in strength. The ocean current is mainly caused by monsoon. 

The northeast monsoon mainly occurs during December to April while the southwest monsoon 

mainly occurs during May to November. During the period of northeast monsoon, the ocean 

current flows toward the west, while during the period of southwest monsoon, the ocean current 

flows toward the east. Controlled by the whole tidal wave line of the Indian Ocean, the rising 

tide nearby Maldives starts from the west to the east, and the falling tide start reversely. The 

flow velocity of tide at different location may be different due to the effect of the topography of 

atoll. The project area is located in an open area of the Indian Ocean. In addition to the local 

wind wave caused by the monsoon and a few typhoons, the surge in the South Indian Ocean also 

has a larger influence on the sea area. Located on the east coast of Maldives Islands, the 

southwest surge nearby Malé is shrouded by the island chain and the surge mostly flows along 

south-south-east all year round. The surge in winter and spring is relatively larger, while that in 

summer and autumn is relatively small. 

Analysis of the tide data provided by Maldives Meteorological Service taken from a permanent 

tide gauge station in Ibrahim Nasir International Airport (in Hulhulé island), shows that this 

region experiences an irregular semi-diurnal tide i.e. two high tides and two low tides within one 

day. 


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6.1.2 Characteristics and changes of flow field before and after engineering 

construction 

The total length of the proposed bridge is 2 km; the section of the bridge that covers the 

overwater area across Gaadhoo Koa channel is 1.39 km. Pile-group foundation is proposed for 

the main piers and the transition piers. There will be 12 or 8 main piers of bored piles with crosssections 

ranging between 2.5 – 2.8 m. There will be 6 transition piers of bored piles with a 

diameter of 1.6 m. 

The bridge pile foundations forms an obstacle to the water flow and may change water flow 

regime in Gaadhoo Koa. In addition, erection of the pile foundation reduces the total discharge 

area of Gaadhoo Koa channel, changes the water flow regime, and changes the cross-sectional 

flow across the channel. 

To fully comprehend the characteristics of tidal current distribution in the surrounding waters of 

the project site and the effect of the constructing the bridge based on the characteristics of 

surrounding flow field of the project area, a 2D horizontal mathematical model was modelled 

according to the vertical-averaged motion equation. This model helps to simulate the flow field 

of the whole computational domain and calculate the effect of the project on the flow field 

nearby. The mathematic model was compared with analogue values of the model to verify its 

accuracy. The results showed that the measured tidal level, flow velocity and direction were 

identical. Thus, the result indicates that the mathematic model can be used to demonstrate the 

characteristics of flow field in the project area. 

In the assessment, 78 locations were selected within Gaadhoo Koa to analyse the potential 

changes in high and low tide level before and after the construction. The results show that the 

impact of bridge construction is limited to the surrounding water level near the project area. The 

estimated maximum change is 1.5 cm and is expected to occur close to the pile foundation. 

Therefore, the construction of bridge basically has no influence on the nearshore tide level of 

Malé Island and Hulhulé Island. 

Figure 6.1 shows the modelled flow field in the project area during high and low tides, before 

and after construction of the bridge. At flood tide, tidal flow occurs out of the atoll lagoon 

through the channel (Gaadhoo Koa). The flow is strongest in the channel between Funadhoo and 

Male’ and close to the Hulhule reef. The strongest flow near Male’ occurs on the NE corner and 

as a result the flow close to the eastern reef of Male’ is moderately slower. There is a 400 m 

zone of weaker flow behind Funadhoo Island as the flow coming from atoll lagoon separates. 

The outgoing flow from the atoll lagoon meets with the Vadhoo Channel flow and an anticlockwise 

circulation zone is formed just south of Hulhule Island reef. 


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During the ebb tide the flow direction is towards the atoll lagoon, which represents a complete 

reversal from flood tide flow pattern. The flow from Vaadhoo Channel moves into the atoll 

lagoon through Gaadhoo Koa and generally speeds up as they move towards the atoll lagoon. 

The maximum flow can reach speeds up to 1.50 m/s . Strongest flow occurs between Funadhoo 

and Male’ Island. The flow is separated due the presence of Funadhoo Island and a region of 

weak recirculation is observed at the leeward side of the Funadhoo. 

Dhoonidhoo 

Dhoonidhoo 

Funadhoo 

Hulhumale 

Funadhoo 

Hulhumale 

0 0.2 0.4km 

Male 

0 0.2 0.4km 

Male 

1m/s 

1m/s 

(a) Flood tide before Construction (b) Ebb tide before Construction 

Dhoonidhoo 

Dhoonidhoo 

Funadhoo 

Hulhumale 

Funadhoo 

Hulhumale 

0 0.2 0.4km 

Male 

0 0.2 0.4km 

Male 

1m/s 

1m/s 

(a) Flood tide after Construction (b) Flood tide after Construction 

Figure 6.1: Flow Regime at flood and ebb tide before and after the Construction 


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It can be seen from Figure 6.1 that, the characteristics of tidal current closer to the channel 

opening before and after bridge construction remains almost unchanged. Thus, the construction 

would not cause any change to the characteristics of tidal current. 

To further compare the change characteristics of flow field in the project area before and after 

the engineering construction, Figure 6.2 shows the distribution of flow velocity variation before 

and after the construction. The results show that during flood tide, affected by the resistance of 

pier, the flow velocity in Gaadhoo Koa slows down, falling by 0.02 - 0.05 m/s. The flow velocity 

at the south of approach bridge pier close to Malé varies moderately and the maximum reduction 

of flow velocity after construction is 0.18 m/s. The reduction of flow velocity around the other 

main bridge piers and approach bridge piers ranges from 0.10 to 0.15 m/s. The variation of 0.02 

m/s of the flow velocity of flood tide may influence the upstream and downstream within the 

scope of 1.50 km. 

During ebb tide, the region of flow velocity variation is mainly located close to the bridge line 

and at the opening of Gaadhoo Koa. Due to the influence of bridge pier, the flow velocity 

presents a long striped reduction belt along the ebb tide flow path. The variation of 0.02 m/s of 

the flow velocity may influence the area towards the north of bridge location within a distance of 

2.40 km. The maximum reduction of flow velocity of falling tide close to bridge pier is about 

0.18 m/s. 

Dhoonidhoo 

Dhoonidhoo 

流速变化 (m/s) 

流速变化 (m/s) 

Funadhoo 

Hulhumale 

0.14 

0.12 

0.1 

Funadhoo 

Hulhumale 

0.08 

0.06 

0.08 

0.04 

0 0.2 0.4km 

Male 

0.06 

0.04 

0.02 

0 

-0.02 

-0.04 

-0.06 

-0.08 

-0.1 

-0.12 

0 0.2 0.4km 

Male 

0.02 

0 

-0.02 

-0.04 

-0.06 

-0.08 

-0.1 

-0.12 

-0.14 

-0.14 

-0.16 

-0.18 

-0.16 

-0.18 

(a) Flood tide 

(b) Ebb Tide 

Figure 6.2 Variation Diagram of Flow Velocity after the Bridge Construction 

Due to the blocking of pile foundation against the water flow and reduction of wetted crosssection 

area, the section flows reduces. The maximum flow of rising tide during the drastic 

rising of tide reduces by 5% from 31,008 m 3 /s to 29,400 m 3 /s; it decreases about 5%. While the 


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maximum flow during the drastic falling of tide reduces to 25,307 m 3 /s from 26,271 m 3 /s, it 

decreases about 4%. 

6.1.3 Construction impacts on scouring, silting and coastal erosion 

The Maldives islands and reefs, including the project area are formed through variations in the 

sea level and due to ocean dynamics in the past 10,000 years. Its modern geomorphologic 

system is the result of stable marine biological process and sedimentary processes occurring 

within relatively stable hydrodynamic conditions. It is the product of biological processes and 

sedimentary processes adapting to the dynamic conditions. Therefore, from the perspective of 

natural evolution, the islands, reefs and atolls are relatively stable. 

The base structure on both Male’ and Hulhule is its reef. It has solidified over hundreds of 

thousands of years of coral accumulation. The present reef structure is the result of vertical 

growth over the last 10,000 years. Similarly, the seabed within Gaadhoo Koa consists of a layer 

of loose sand sitting on top of solidified reef structure dating back to the Pleistocene. Under 

these circumstances, surface scouring of sand is unlikely to erode the underlying reef structure 

both the reef slope and channel seabed. 

The coastal environment of the coral islands are highly dynamic and can respond to 

hydrodynamic changes by making significant changes to the beach size and location. The 

proposed project is being carried out in a region where almost all island coastlines have been 

protected through coastal engineering. In particular, the island of Male’ and Hulhule island have 

their entire shoreline within the vicinity of the project site, protected using breakwaters. The only 

exception is a relatively protected artificial beach. Therefore, it is unlikely that the project will 

have any significant impact on coastal erosion. 

Another characteristic of the coral islands and their beaches are their ability to grow through the 

sand produced from the reef system. This process requires a number of factors but a critical 

component is the wave processes operating around the reef. The proposed piers are located on a 

reef slope where waves are generated. Reduction in wave energy and sediment transportation 

patterns will deprive the island of the required sediments. However, as noted before, Male’ 

Island does not have a natural beach and therefore any effects on the waves not have a 

significant effect on the island beach system. 

This report uses the relatively simple semi-empirical and semi-theoretical approach which is 

tested by engineering practice to calculate the annual silting impacts on the channel bed after 

construction. According to simulated results, back-silting area is mainly on both sides of bridge 

line. The back-silting strength near the bridge approach and the pier of main bridge has the heist 

siltation, with a local maximum back-silting about 0.30 m/a. The back-silting strength at the 


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northeast coast of Malé Island is about 0.10~0.15 m/a. The depositional range from the works is 

expected to be within about 1.5 km on both sides of the construction area. 

Siltation intensity is expected to decrease annually, gradually reaching a balance between silting 

and scouring. 

6.1.4 Impacts on Surfing Area 

The southeast corner of Malé where the bridge is proposed is a popular surfing area among 

locals and tourists. The construction of the may impact the wave environment in this area. 

Nanjing Hydraulic Research Institute was entrusted to survey the wave field in the area before 

and after construction of the bridge through physical model experiments. 

The experiment was carried out in the large wave harbor basin of River and Harbor Institute of 

Nanjing Hydraulic Research Institute; the harbor basin is 52 m in length, 70 m in width and 1.2 

m in depth. The integral model experiment was conducted in an area with 50 m in width and 27 

m in length separated out from the harbor basin. The area is equipped with an irregular wave 

generator at one end to produce required simulative wave elements via an automaticallycontrolled 

computer. The wave generator produces regular and irregular wave as required. Wave 

height measurement is measures using wave height gauge, DS30 multifunctional automatic 

acquisition system is used for gathering data, and the data processing is controlled and analysed 

by the computer. 

The geometric scale of model is 1:80. The picture of topography simulation is presented in 

Figure 6.3. Bridge model picture and pier picture is presented in Figure 6.4 and Figure 6.5 

respectively. 


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Figure 6.3 Model of Submarine Topography 

Figure 6.4 Model of Bridge 


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Figure 6.5 Model of Main Pier for Grand Bridge 

There is an eastward semicircular submerged reef slope at bridge location of Male Island, whose 

north-south length is about 360 m, and west-east length is about 450 m. The top gradient of the 

reef is gentle, with about 1:30 and about 1:15 on both sides. The water depth at the edge of the 

reef is approximate 10 m. There is a steep slope at the edge of the reef, with 1:3~1:5 gradient. 

Water depth at the bottom of the reef slope is about 40 m. Based on the bathymetry of the reef, 

the oncoming swell waves may deflect along the depth-line gradient of the reef propagating in 

two directions: southeast and northeast. These two waves also criss-cross each other closer to the 

island. The modelled lateral wave propagation patterns in Male Island before construction is 

presented in Figure 6.6 and after construction is presented in Figure 6.7. 


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Figure 6.6 Lateral Wave Propagation Picture of Male Island Before Construction of Bridge 


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Figure 6.7: Lateral Wave Propagation Picture of Male Island After Completion of the Bridge 

The wave distribution on the reef of Male Island was analysed from the test. Figure 6.8 and 

Figure 6.9 show the wave heights compared between 10 m, 26 m and 42 m behind the proposed 

bridge piers against the wave heights from original topography. The test used estimated waves at 

high water level and low water level with two-year return period. 

Original Topography 

10m behind Bridge 



Figure 6.8: Wave Height Comparison at Different Locations Behind the Bridge Location (Wave for Two Year Return Period 

on Designed High Water Level ) 


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Original Topography 




Figure 6.9: Wave Height Comparison at Different Locations Behind the Bridge Location (Wave for Two Year Return Period 

on Designed low Water Level ) 

The results of the experiment show that the wave height distribution changes before and after the 

construction is not significant. The wave height after project slightly decreases by 2% behind the 

piers. In the case of designed low water level, the changes to wave height are relatively less 

because the wavelength in the area is longer and the piers have little effect on the wave. 

The experiment shows that bridge has limited impact on wave propagation and that the waves 

propagating beyond the bridge piers have no significant change. 

6.2 Impact on marine water quality 

6.2.1 Impact and mitigation measures during construction period 

6.2.1.1 Impact on marine water quality during construction 

(1) Increased turbidity and suspended solids in marine water is one of the adverse impacts 

anticipated during the bridge pier foundation construction. These impacts will be short term 

and limited to the vicinity of the project site. The magnitude of suspended matter increase 

and impact scope is directly related to construction method. In the comparison and selection 

scheme of bridge pier foundation for this project, the caisson foundation scheme having 

great disturbance to seabed was abandoned, and the pile group foundation scheme was 

selected. More specifically, integral steel casing scheme was adopted for construction of 

main bridge foundation, and the steel trestle and steel casing scheme was adopted for 

construction of approach bridge foundation. Therefore, the significant disturbance on seabed 


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during bridge pier construction will be felt mainly during the steel trestle construction stage 

and during installation of steel casing. Sediment study at the project site, shows that main 

categories of sediment at this site are sand and gravel, with 99% within D50: 0.872-1.61 

mm. However, it was noted that the grain size is smaller near the shore areas of the Airport 

Island (D50: 0.37 mm), possibly due to land reclamation. The impact of bridge foundation 

construction on marine water quality is short term and is expected to be limited to the project 

site. 

(2) The construction of cast in-situ bored pile will produce dregs or dredge waste, mainly from 

the bore holes. Dregs disposal into the sea will pollute the sea. Based on communication 

with Ministry of Housing and Infrastructure of Maldives, all drilling dregs shall be 

transferred to the waste management centre in Thilafushi. 

(3) Accidental oil leakage from the machinery, equipment and vessels may pollute the marine 

water. Hence special attention will be given to prevent oil leakages to the sea during the 

construction of the bridge. 

(4) Sand for this project will be borrowed from the proposed harbour at Gulhifalhu Island. Sand 

dredging will produce sediment plumes, and increase the turbidity level and suspended solid 

level, reducing the water quality at the site. However the turbid conditions are expected to 

subside shortly on completion of dredging. 

6.2.1.2 Mitigation measures 

(1) Due to the high number of bridge piers in this project and the dreg quantity is high and must 

be disposed properly. Based on communication with Ministry of Housing and Infrastructure in 

Maldives, all drilling dregs shall be transported to the designated waste management centre in 

Thilafushi, which may be used for backfilling or reclamation. 

(2) Domestic sewage generated in the bridge construction site must be disposed via septic tanks 

and shall not be directly discharged into nearby ditches. Sewage treated in septic tanks must be 

cleared and disposed at the designated waste management site in Thilafushi. Domestic waste 

generated by workers shall be collected in a designated location, and disposed at waste 

management site in Thilafushi. The flushing wastewater for sandstone materials must be 

recycled after sedimentation treatment in the sedimentation tank. The final wastewater may be 

discharged into the atoll lagoon beyond a depth of 5 m. 

(3) Chemicals and hazardous materials on the vessel will be safely stored and secured. The 

sandstone, cement and other powdery materials stockpiled on construction trestle, temporarilyconstructed 

dock and concrete mixing vessel must be covered for safekeeping. 

(4) The machinery and vessels used in construction of the bridge must be inspected strictly in the 

process of bridge construction so as to prevent the oil leaking. It is strictly forbidden to dispose 


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sewage, garbage and waste oil into sea, these wastes should be gathered and disposed together 

with pollutants on the bridge construction site. 

6.2.2 Analysis for impact of bridge deck runoff on marine water quality during 

operating period 

After the bridge is constructed and commissioned, the pollutants discharged out by various 

vehicles, particles from wearing of automobile tyre, particles adhered on the vehicle frame, oil 

leaked by vehicles in poor operating condition and other pollutants that are deposited on the 

road, may all enter into the drainage system of road along with bridge deck runoff due to rain. 

These pollutants may enter into marine water. The study shows that, within 30 mins from 

preliminary stage of rainfall to runoff, the concentration of suspended matters in the rainwater 

and oily substances are higher. After half an hour, the concentration may decline rapidly along 

with receding rainfall. After 40~60 mins of rainfall, the pavement will be rinsed thoroughly; the 

concentration of pollutants produced by pavement runoff is lower level. 

Based on design document of the project, the bridge deck runoff is directly discharged from 

drainpipe set on both sides of bridge through 3 m intervals. After the bridge deck runoff is 

discharged into water body, the instantaneous concentration of pollutants within the small range 

adjacent to runoff water dropping point will be high. However, due the strong tidal current flow 

in the area, mixing within the water column and dispersal will occur rapidly. Thus, impacts from 

runoff are not expected to be significant. 

6.3 Impact assessment on marine ecology 

6.3.1 Impact analysis and mitigation measures during construction period 

6.3.1.1 Analysis for impact on plankton during construction period 

Health and growth of phytoplankton communities depend on availability of sunlight, and clear 

water conditions. Increased levels of suspended solids at this site during the bridge pier 

construction will reduce clarity of water, and reduce sunlight reaching phytoplankton population. 

Hence, this may impact growth of planktons at this site. 

The construction process of the bridge section in the proposed project easily disturbs the bottom 

mud, which is basic construction process. Based on geological condition of the project, the castin-situ 

bored pile foundation is adopted for main bridge and approach bridge construction in the 

proposed project. The construction process is conducted in the casing, the slurry is recycled, and 

the precipitated waste slag is discharged onto slurry transportation ship and transported it to the 

reclamation area for hydraulic reclamation. The integral steel casing scheme is adopted for 


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construction of main bridge foundation; the construction of steel trestle is proposed to be 

adopted underneath the approach bridge. Therefore, in the process of steel trestle construction, 

deposition of integral steel casing sinks and water pumping, the partial bottom sediment may be 

disturbed easily so as to cause the suspension of bottom sediment. Based on geotechnical 

investigations, the dominant substrate at type at this project site is rock, rubble and sand with 

larger grain diameter. Except in nearshore waters, the concentration of suspended matters to 

construction will be in the vicinity of bridge pier, mainly within a 5 m area. Therefore, the 

impact of bridge foundation on plankton during construction period will be minimal. 

In addition, during construction of the bridge, accidental oil spills to the surrounding sea from 

machinery and equipment on the construction platform, the residual oil leaking in the process of 

machinery maintenance and oil leaking from construction ship and machinery equipment may 

cause serious oil pollution and adversely impact plankton population. Construction management 

measures to prevent these as prescribed in this report shall be strictly adhered during the 

execution of the project. 

A sand borrow area is proposed in Gulhifalhu Island for this project. Dredging is likely to 

generate sediment plumes at this site, and increase the level of suspended solids in water 

column, reducing the overall water quality. However, it is expected to subside shortly after 

dredging work. 

6.3.1.2 Analysis for impact on benthos during construction period 

Benthic flora and fauna are an important biotype in the marine ecosystem, and the coral reefs are 

the most important benthos in the Maldivian context. Coral reefs are highly sensitive to 

environmental changes and pollution. Live corals and sessile benthic flora and fauna within the 

footprint of the bridge (especially those falling in the footprint of the piers) are likely to be lost, 

if no measures are taken to move these to other suitable locations. Sediment plumes generated 

during the construction, will also adversely affect the benthic life forms at this site. 

In addition, shading by the bridge deck will adversely impact benthos that are dependent on 

sunlight for energy (e.g. corals, and algae.), these can be fatal depending on the level of sunlight 

they receive throughout the day. 

In this project, No.1-10 pier foundation is 6.25 m×7.0 m; No.11-18 pier foundation is 6.25 

m×10.0 m; No.19-21 pier foundation is 17 m×23.25 m, No.22-23 pier foundation is 10.25 

m×23.25 m, No.24 pier foundation is 6.25 m×6.25 m and No.25-26 pier foundation is 6.25 

m×7.0 m. Through calculation, the habitat area of benthos affected by occupation of bridge pier 

foundation is about 2706 m 2 ,the land reclamation area for connecting subgrade on Airport 


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Island side is about 7150 m 2 , the permanently occupied seabed area by the bridge construction is 

about 9856 m 2 . 

A temporary construction wharf will be setup in the prefabrication yard of Hulhumalé Island. 

The temporary wharf is setup on land area formed by reclamation in Hulhumalé Island. The 

impact on benthos habitat and benthos due to construction of temporary wharf will be 

insignifcant. 

Sand borrow area is proposed to be set in Gulhifalhu Island for this project. Based on 

investigation, there is fine sand on the seabed, dredging is likely to impact benthos in the area. 


(1) Strictly execute the mitigation measures on marine quality impact from the bridge 

construction in Section 6.1.2. 

(2) Prior to construction commencement, a detailed investigation shall be conducted of sea bed 

in bridge pier construction area, all live corals that falls within this footprint and 10 m buffer 

zone shall be moved and transplanted in a suitable location. 

(3) Fabricate an artificial reef by selecting suitable area so as to compensate the area of coral 

reef be occupied by the bridge pier construction. 

6.3.2 Assessment on marine ecology impact during operating period 

The impact on marine ecology, during the operation of the bridge will be mainly due to shading 

which is likely to prevent growth of organisms such as corals and algae which are directly or 

indirectly dependent on light for nourishment. In addition, accidental spillage of oil into the sea, 

especially due to collision of boats onto the piers of the bridge will be major concern to the 

marine environment and life in the area. 

6.4 Impact assessment on terrestrial ecology 

Both Malé and Hulhulé island are highly developed areas with relatively simple terrestrial 

ecology. There is small park immediately north of the bridge landing site at Male’. Main fauna 

observed in the periphery of project includes common birds as crow, piegons, reptiles such lizard 

and mammals cats, rats and bats. No endangered or rare animals are observed at this site. 

Therefore, the impact on terrestrial ecology by this project mainly will be adverse impact on 

vegetation due to land clearance. 


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6.4.1 Direct vegetation impacts from the bridge and associated roads 

The land connection in Malé and parallel crossing of origin in this project will occupy the urban 

greening land between Ameenee Magu and Boduthakurufaanu Magu, it is estimated that the 

impacted area is about 650 m 2 and the quantity of impacted trees is about 63. Transplanting trees 

is required to be conducted according to relevant laws and regulations of the Maldives. It should 

be highlighted especially that there is an old Nika tree (Ficus benghalensis) (referring to Figure 

4.19) at the vicinity of Moonlight Higun in land area connection plan of Malé for this project. 

During the construction phase, avoidance should be considered as much as possible, if the 

avoidance can’t be realized, the transplanting should be considered. 

Grass can be observed on both sides of the main road of Hulhulé that will be affected by project. 

It is estimated that the impacted grass area is about 2000 m 2 . 

6.4.2 Direct vegetation impacts from the work sites 

Three construction sites are set in this project. The prefabrication site located in Hulhumalé 

Island is a newly reclaimed land, with no vegetation. The construction site located in Hulhulé is 

also a reclaimed land, with no vegetation. The construction site located in Malé is located in 

Henveiru Adi Park. This park is used to play soccer, and also for jogging. Grass can be observed 

growing in patches across the park. The grass area impacted by the construction site is expected 

to be less than 500 m 2 . 

6.4.3 Mitigation measures 

(1) For trees impacted by land connection and parallel crossing in Malé, transplanting is required 

according to the relevant laws and regulations of the Maldives. There is an old Nika tree (Ficus 

benghalensis) at the vicinity of Moonlight Higun in land area connection planning of Male 

Island for this project. Avoidance should be considered as much as possible, if the avoidance 

cannot be realized, transplanting should be considered. 

(2) The scope of permanent construction land occupation and temporary land occupation should 

be controlled strictly. All the construction activities must be confined to the proposed site. It is 

strictly prohibited to cut down or remove any vegetation outside the construction site boundary. 

(3) The contractor must clear the temporary work sites immediately after the construction is 

completed and return the land to land owner for use. 


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6.5 Noise and Vibration Impact Assessment 

6.5.1 Noise and Vibration impact assessment and mitigation measures during the 

construction period 

6.5.1.1 Construction machinery and distribution 

Noise sources of the planned project in the construction stage mainly come from construction 

machinery, supplemented by radiation noise of transport vehicles. Specific construction 

machinery used in the project and their distribution are: 

• Drilling machine: this project adopts bored pile construction. Activities will be mainly 

over water and some close to SE corner of Male’. 

• Lifting machine: it is mainly used in hoisting and splicing of bridge precast box girder; 

• Concrete mixer and concrete vibrator are mainly used in the bridge foundation 

construction, casting and compacting of concrete works. They will be used in all work 

sites. 

• Asphalt paver, electric drill, electric saw, and cutting machine and so on are manly 

applied in pavement construction and traffic engineering construction, with 

comparatively less impact. It will be used both on the bridge and within Male’. 

• Rollers, bulldozers, excavators, and pneumatic picks and so on are mainly used in the 

construction of roads on Male’ and Hulhule’. It will also be used in dredging in 

Gulhifalhu. 

• Dump trucks are mainly employed in the construction sites, to transport building material 

to construction site and convey construction wastes and project dregs to the designated 

locations. 

6.5.1.2 Brief analyses on the noise vibration impact during the construction period 

(1) Analysis of construction noise impact 

Significant noise and vibration impacts are anticipated during the construction of ground roads 

and bridge engineering. 

Ground road construction is mainly involved in the bridge landing areas of Male’ and Hulhule 

Island. During ground road construction, rain pipes, sewage pipes, electricity channel and 

communication conduits, and various municipal pipelines shall be installed by excavating the 

both sides of the road. The construction machinery used primarily includes a pneumatic pick, 

drilling machine, bulldozer, excavator, air compressor, loader, land leveller, vibratory roller, and 

concrete mixer truck and transport vehicles. The noise intensity of these machineries is high, and 


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part of them will generate vibration impact, having greater effect on the surrounding sensitive 

spots. 

The major noises in the bridge construction are generated by: the perfusion of drilling machinery 

adopted in the foundation construction; casting and compacting of concrete in the pier sites; 

lifting machine or erecting machines and related activities and so on. During the bridge 

construction, vibration mainly comes from the construction process of bridge pile foundation. 

According to the approved designing scheme, the bored pile construction adopted in this project 

has less vibration impact than the pile drivers. The nearest distance between piers and residential 

buildings is about 100 m. In addition to the pile casting, all other construction activities related 

to the foundation works have comparatively less impact on the residential building. 

There are no residential buildings around the precast yard in Hulhumalé and the construction site 

in Hulhulé. However residential buildings can be found to the west of the construction site 

located in Malé. The nearest residential building is approximately 20 m from this site. Hence, 

noise and vibration generated at this site is likely to be a nuisance to the residents in this area. 

Dredging activities in Gulhifalhu is also carried out in an already existing construction site and 

where limited numbers of people reside during night. There are no permanent residents on 

Gulhifalhu Island. 

In order to mitigate construction noises impact, strict management measures shall be taken in the 

construction process, as well as strengthened noise reduction measure of the works. 

(2) Analysis on acoustic environment impact of the transportation vehicles 

In the process of construction a great deal of transportation marine vessels and land vehicles are 

required. Large transport vehicles emit loud noises, which usually cause greater impacts on the 

acoustic environment along transport roads. Furthermore, horns, overloads, over-speeding, and 

construction at midnight, etc. all may worsen such noises impacts. 


• Delineate the construction sites and in the worksites of Male’ and Hulhule, erect a 

boundary wall that is no less than 2 m high around the construction area. 

• While implementing the general layout of construction site in Male’, the equipment 

producing loud noises shall be set in the east side and in the south side, away from 

residential area close to the construction site. The office and living area that will not 

produce loud noises shall be arranged in the west side of the Male’ work site. And at the 

same time, distribute the construction site rationally to minimise the effects on 

surrounding residential areas. 


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• According to impact analysis during the construction period, construction at night with 

strong noise has a higher impact, especially the sensitive buildings at the start section. So 

the construction plan needs to be arranged reasonably during planning. The project 

should avoid all construction work in Male’ during night time which involves high noise 

pollution. These may exclude continuous pouring of concrete and repair work. If it 

requires construction between 22:00 and 06:00 the next day, contractor should ask for the 

opinions and approvals from the local municipal administrative authority. After acquiring 

permission of night time construction, the requirements for noise mitigation shall be 

strictly followed. In cased of bored pile construction at night-time, casting and 

compacting of concrete as well as horns of all the vehicles in and out of the construction 

site shall be forbidden. 

• Strengthen the maintenance of construction equipment. Keep it lubricated and fasten all 

parts to reduce vibration noises while operating. Construction mechanical equipment 

should be placed firmly and steadily on the ground and if possible, vibration attenuation 

base should be used. 

• Reasonably arrange the driving routes and schedules for construction vehicles in and out 

of the site and strengthen the management of those construction vehicles. No horns, 

watch out the speed limit and drive courteously to reduce the traffic noises. Construction 

vehicles should try to avoid the driving in residential areas. For those that have to pass 

through the residential areas, a reasonable driving plan shall be made and negotiation and 

communication with neighboring residents shall be strengthened, to prevent the noise 

disturbance to the residents. 

6.5.2 Prediction and evaluation on traffic noise impact during operation period 

The key source of noise pollution during the bridge operation comes from the vehicles that use 

the bridge. Predicting and evaluating traffic noise impact on overall noise radiation level and the 

sensitive points affected helps develop reasonable noise mitigation measures.. 

6.5.2.1 Prediction mode 

The factors effecting noise magnitude mainly include the parameters of traffic volume (traffic 

flow, speed, vehicle type, etc), the inherent parameters of relevant road (road type, height, slope, 

etc.), the distribution of buildings on both sides of the route and topography factors, etc. 

The prediction for this project is based on German Cadna/A environment noise prediction 

software, which is suitable for predicting impact of traffic noise complicated urban environments 

and road condition. The sketch of the prediction mode is shown in Figure 6.10. 


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Hulhumale Island 

Direction 

Male Island 

Planned road 

Figure 6.10: Effect diagram for the project 

6.5.2.2 Selection of prediction parameters 

(1) Designed vehicle speed 

Designed vehicle speed is 60 km/h. Because the starting section enters urban area of Malé city, 

and considering the real traffic situation in urban area, the speed in sensitive point section is set 

at 40 km/h and that in main bridge section is 60 km/h; 

(2) Prediction period 

The proposed near or short term is 2018; middle or mid-term is 2024 and; long term is 2032. 

(3) Traffic flow 

Traffic flow estimated for the project is shown in Table 6.1. Traffic flow of per hour after the 

conversion is shown in Table 6.2 

Table 6.1 Traffic flow prediction of main road Unit: PCU/d 

Period 2018 2024 2032 

Car 3314 5925 7218 

Traffic flow Bus 285 536 658 

Motorcycle 5465 9598 11818 


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Table 6.2 Traffic flow of per hour after the conversion Unit: number/hour 


Traffic 

flow 

Period 2018 2024 2032 

Car 

Daytime 184 329 401 

Nigh time 46 82 100 

Bus 

Daytime 11 20 24 

Nigh time 3 5 6 

Motorcycle 

Daytime 304 532 656 

Nigh time 76 133 164 

6.5.2.3 Evaluation standard 

Evaluation standard of the project refers to relative guidance standard of UK PPG 24. See 

detailed standards in Table 6.3. 

Table 6.3 Noise limits regulated in PPG 24 for newly built road project (Unit: dB(A)] 

Source of noise 

Road noise 

Period 

Noise limits dB(A) 

A B C D 

7:00 - 23:00 72 

23:00 – 7:00 66 

6.5.2.4 Prediction results on distribution of horizontal sound field 

The horizontal sound field of this prediction mainly is aimed at ground wiring area of starting 

section of bridge, namely, left side of Malé landing area. The predicted results are shown in 

Figure 6.11. 

According to Figure 6.11, the sensitive buildings in starting section affected by the traffic noise 

are mainly just north and NW of the landing area mainly through the new road planned to cut 

through the existing park. In horizontal sound field of operation in the short- term, the maximum 

radiation value of traffic noise from the sensitive building at daytime is about 62.5 dB(A), while 

that at night-time is about 56.5 dB(A). Compared with that of short-term values, the radiation 

values in operation middle term and long term increase respectively about 2.4dB(A) and 

3.3dB(A). 


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Figure 6.11: Distribution of horizontal sound field 


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6.5.2.5 Prediction on Distribution of typical vertical section sound field 

A typical section is selected for vertical sound field prediction, which is used to explain vertical 

distribution of noise and distribution conditions of front and rear noise impacted by the project. 

Road network of the project consist of bridge and ground connections. Considering the worst 

impact, we selected the sensitive nearest building in Malé to conduct prediction and analysis. At 

the same time we selected operation long term to conduct prediction. The prediction results are 

presented in Figure 6.12 and Figure 6.13. 

Figure 6.12 Distribution of vertical sound field in K0+015 section at daytime 

Height 

Height 

-10 0 10 20 30 40 50 60 70 80 90 100 110 120 

Distance with middle line of the road 

-10 0 10 20 30 40 50 60 70 80 90 100 110 120 

Distance with middle line of the road 

Figure 6.13 Distribution of vertical sound field in K0+015 section in nighttime 

According to the noise measurements carried out in the area, main line of the bridge and ground 

connection has a combined impact on the sensitive buildings. Noise value of buildings to the 

side of main line at front row of temporary main line is about 55dB(A) at daytime, and about 

49dB(A) that at night time. It can be seen from the above figure that the traffic noise radiation 

values experienced by 6 to 8-floor building are highest. The noise values of two storey building 

that is 63 m away from main line is the same with that of the 6 to 8 storey building that is 5 m 

away from main line. According to the prediction results, noise values of day and night all meet 

class B standard of UK PPG 24. 


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6.5.2.6 Evaluation on noise impact in sensitive point 


According to field inspection and design documents, the impacts both from the constructed road 

and from the main line of the project should be taken into account to fully evaluate the impact 

during the project’s operating period. 

Four points around sensitive buildings were set to determine the impact of main line and planned 

road on the sensitive buildings along the line. See details in Table 6.4 and Figure 6.14, and see 

prediction results in Table 6.5. 

Table 6.4 Conditions of prediction points 

S/N Prediction point Floor Height (m) 

1 A 2 4.00 

2 B 2 4.00 

3 C 2 4.00 

4 D 7 21.00 

Table 6.5 Prediction results Unit: dB(A) 

Figure 6.14 Sketch of prediction points 

No. 

Prediction Near term Middle term Long term 

points Daytime Night time Daytime Night time Daytime Night time 

1 A 52.8 46.8 55.2 49.2 56.1 50.1 

2 B 60.0 53.9 62.4 56.3 63.3 57.2 

3 C 61.3 55.3 63.7 57.7 64.6 58.6 

4 D 55.5 49.5 57.9 51.9 58.8 52.8 

According to the prediction results in Table 6.5, during operation towards the end of the project, 

all predicted noise values both at daytime and night time can meet class B standard of PPG 24; 


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operation during mid-way to the project, excluding all predicted noise values both at daytime 

and night time in point C meet the standard of C class are in PPG 24. Noise levels predicted at 

daytime and night time in point A, B and D meet the standard of B class area in PPG 24; 

prediction values in point C can meet the standard of C class area in PPG24. Operation during 

mid-way to the project, noise values predicted at point A and D both in daytime and night time 

can meet standard of B class area standard in PPG 24, and prediction values in point B and C 

both in daytime and night time can meet the standard of class B class area in PPG 24. 

6.5.2.7 Mitigation measures of traffic noise 

Considering the surrounding conditions of the project, evaluation group proposed specific 

control measures of traffic noise from four aspects; rational planning and layout, control of noise 

source, noise reduction in audient spread ways and enforce management of traffic noise. 

(1) Rational planning and layout 

According to the conclusion of the noise evaluation project, planning of residential buildings 

along the project site is implemented properly. The following measures are proposed for the 

planning of a new residential land along the project line. 

Planning should give full consideration to the impact of traffic noise from the proposed project 

and planned road. Residential buildings, hospital, school, nursing home and other sensitive 

buildings are not suitable to be constructed as the first row of buildings along the project line. In 

case of such plans, the construction party should be required to take the protective measures to 

mitigate noise reduction in such buildings. Such measures include optimizing internal function 

layout of the building, size and orientation of windows (for example: the side facing road should 

not build bedroom and other sensitive rooms), increasing sound insulation of doors and windows 

of the building (use insulation doors and windows) and assure that building outdoor or indoor all 

adhere to the corresponding requirements of environmental protection. 

(2) Control of noise source 

The road should be maintained regularly during the operating period to ensure pavement 

levelling, avoid traffic noise amplification and bumping of vehicles caused by poor road 

conditions. 

(3) Enhance traffic management 

Negotiate with the Maldives Traffic Police to set speed limit and no horn marks along residential 

buildings to avoid the vehicles speeding. 


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6.6 Impact Assessment on Ambient Air 

6.6.1 Impacts on ambient air during construction period and mitigation measures 

6.6.1.1 Impact assessment of ambient air during construction period 

Pollution from the project are mainly air-borne dusts, generated from activities such as road 

construction, pipeline construction, and vehicle operations. The effect of pollution will be high 

on buildings close to the project site. Use of commercial asphalt is recommended in the 

construction, because its exhaust gas will have less impact. 

Air-borne dust from road and pipeline construction 

The subsequent waste following the establishment of the pipeline and construction of the road 

will need to be cleared at the earliest in order to avoid dust emission by wind and air. The 

construction activities such as loading and unloading on the construction site will also increase 

air-borne dust. 

Bridge construction 

Bridge construction mainly includes the construction of the foundation, bridge superstructure, 

lifting and splicing stage. In comparison to the air born dust resulting from the pavement 

construction, the impact of air-borne dust caused by bridge construction is relatively small. This 

is because, it neither involves the construction of a new pavement nor produces secondary air 

borne dust from driving on unfinished pavements. 

Secondary air-borne dust from driving vehicles 

The scattering dust from the vehicles used to transport concrete and muck along the way, which 

will increase the amount of air-borne dust on the driving routes, especially at the construction 

road, the entrance and exit points of the work sites. 

Air-borne dust in storage yard 

Storage yards are required to store construction materials such as lime, sand and stones for road 

construction. The air-borne dust blown by wind and generated in the loading and unloading 

process at storage yards will lead to air pollution. The volume of dust emission in the storage 

yard is closely related to the type and nature of materials and wind speed. For example, the 

materials with smaller gravity are more prone to dusting when they are disturbed and materials 

with large proportion of small particles, the corresponding degree of dusting will be high. The 

contractor will take the effective measures to alleviate the air-borne dust pollution, and watering 

is a comparatively effective way to control such dust. 


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Air-borne dust from material mixing 

The concrete mixing stations is set up in three construction sites for the project. Among these, 

the surrounding precast yard in Hulhumale’ and the construction site in Hulhule’ had no 

residential area, hence mixing station will have no effect. In contrast, the mixing station in the 

construction site in Male’ is in close proximity to residential buildings; hence the impact on 

these residences will be high unless mitigation measures are taken. Thus, all mixing stations will 

adopt concentrated mixing mode and will operate in a fully enclosed space, to minimise the 

impact of air-borne dust in mixing process and to control the air-borne dust pollution from 

mixing materials. 

In conclusion, the air-borne dust pollution during the construction period of the project is mainly 

from the road construction dust, the pipeline construction dust, construction air-borne dust in 

storage yards and from mixing materials. Strict pollution control plans and precautionary 

measures in accordance with the relevant laws and regulations will need to be executed to 

effectively control and alleviate air-borne dust pollution. 


Specific measures about prevention and control of dust pollution are as follows: 

• Fixed hard enclosure walls not lower than 2 m high will be set up around the construction 

area of the proposed project to prevent the impact of air-borne dust in the construction 

site; the contractor will assure that trained staff will be responsible for the maintenance 

and repair of facilities and for regular inspections. 

• Optimize the layout plan of construction site in Male: the concrete mixing area where the 

air-borne dust is produced will be arranged on the eastern side, away from residential 

area. 

• When the construction machineries are at work in the construction process of roadbed, 

pipelines, etc., the surface should be regularly watered to prevent air-borne dust 

pollution. 

• Facilities to wash vehicles, matched drainage facilities and mud sedimentation facilities 

will be set up at the construction site. The carrier vehicles will be washed, covered and 

cleaned thoroughly daily. This will prevent the construction materials, rubble and muck 

from scattering. 

• The road used to transport materials and the road in and out of the storage yard will be 

watered timely. The contractor will provide watering carts for watering twice a day and 

watering number should be appropriately increased in humid weather or strongly windy 

weather to prevent air-borne dust on the pavements. 


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• Wind proofing and covering will be required for the materials such as concretes, sand 

and lime that can be easy to scattered during loading and unloading, transporting, 

transferring and temporarily storing. 

• Mortar and concrete will be mixed openly in the construction site similar to other open 

type processing operations that are prone to air-borne dust. 

• The demolition and dismantlement of construction structures shall be carried out in calm 

weather conditions with lower levels of wind speed in order to reduce the amount of airborne 

pollutants. Any unfinished work of the day should be covered along with watering 

measures as well. 

6.6.2 Prediction and evaluation on automobile exhaust impact during operating period 

6.6.2.1 Prediction model 

The prediction on traffic exhaust impact of this project adopts ADMS caculation model: ADMS 

steady-state model is a new generation of steady atmospheric diffusion model where the latest 

atmospheric boundary layer and atmospheric diffusion theory is applied to air pollutants 

diffusion model. ADMS computation model can simulate the concentration and distribution of 

pollutants emitted by point source, surface source, body source and road source in a short term 

(hourly mean, daily mean) and long term (annual mean). 

6.6.2.2 Description of predictive parameter 

(1) Source Intensity of automobile exhaust pollutants during operation period 

In the source intensity estimation, the daytime traffic flow in long-term operation of year 2032 is 

adopted during operation period. Refer to Table 6.6 for predicted traffic flow at different 

periods. Motor vehicle emission standard in Maldives is shown in Table 6.7. 

Table 6.6 Traffic flow at different operating period (vehicle per hour) 

Traffic flow 

Period 2018 2014 2032 

Cars 

Daytime 184 329 401 

Night time 46 82 100 

Buses 

Daytime 11 20 24 


Motorcycles 

Daytime 304 532 656 



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Table 6.7 Motor Vehicle Emission Standard of Maldives 

Fuel 

Type 

Petrol 

Diesel 


HC+NO 

CO HC 

Vehicle Type 

Description 

X 

PM 

Measurements (g/km) 

Motorcycle - 2.00 - 2.00 - 

cars 

Limited to 6 seaters(including 

driver) 

2.20 - 0.50 - 

6 seaters above, but GVW upto 

3.5 t 

5.0 - 0.7 - 

GVW upto 3.5 t Light trucks including cars 1.5 - 1.2 0.17 

GVW exceeding 

3.5 t 

4.5 1.1 8.0 0.36 

The caculation formula on intensity of automobile exhaust source is: 

Q nj 

3 

= ∑ A • 

in E 

i= 

1 

ijn 

• 3600 − 

1 

Where: Qnj refers to the weight of emission j class in the nth year, per unit time and length when 

the vehicle operates (mg/m•s); 

Ain refers to traffic volume of vehicle i type in the evaluation year n (vehicle/hour); 

Eijn refers to single emission factor of emission j class of vehicle i type in the 

evaluation year n (mg/m• vehicle). 

Refer to Table 6.8 for the caculation results of road pollutants of this project. 

Table 6.8 Source intensity of automobile exhaust in long-term operation (the mean in daytime of 2032) 

Vehicle type 

2032 

CO (g/km·s) 

NO x (g/km·s) 

Motorcycles 0.0911 0.0911 

Cars 0.4010 0.0668 

Buses 0.0200 0.0307 

Subtotal 0.5121 0.1886 

(2) Meteorological data: the full-year hourly meteorological data of 2014 in Male. 

(3) Choose NO 2 and CO of the main pollutants of automobile exhaust as the predictive factors. 

(4) The conversion rate of NO 2 and NO x is to calculate the default conversion rate in ADMS 

software. The impact of NO 2 on surrounding environment will be predicted from the conversion 

rate of NO x 与 NO 2 default in ADMS model. The chemical reaction module in the model 

integrates the equation of Generic Reaction Set, considering the photochemical reaction among 


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NO, NO 2 , VOC and NO 3 . This background value of O 3 in the prediction refers to the WHO 

criterion, and thereby, works out to the air quality standard of 100-120 μg/m 3 of O 3 , which is 

mainly based on the highest concentration limit for 8 consecutive hours. 

6.6.2.3 Evaluation standard 

The air impact evaluation of this project adopts the standard in Air quality guidelines-global 

update 2005 set by World Health Organization, in which the impact of CO on human health is 

mainly based on acute effect, hence quality standard of CO follows the limit at 15 min,30 

min,1 h and 8 h, namely 100 mg/m 3 ,60 mg/m 3 ,30 mg/m 3 and 10 mg/m 3 respectively. In 

contrast to the minimum time scale of hours in long-term conprehensive file output by ADMS- 

EIA, the maximum landing concentration of CO at regional grid point will follow the standard of 

maximum landing concentration per hour. NO 2 adopts annual average concentration of 40 μg/m 3 

provided by WHO, and hourly average concentration is 200μg/m 3 . 

6.6.2.4 Prediction and evaluation on impact 

(1) Analysis on predicted concentration of regional grid 

Table 6.9 provides the maximun landing concentration at the regional grid point. 

Table 6.9 Maximum landing concentration at the regional grid point 

Road 

Crosssea 

bridge 

Evaluation 

factors 

NO 2 

CO 

Concentration 

types 

Average 

concentration 

Hourly 

concentration 

Hourly 

concentration 

Maximum 

value 

Quality 

standard 

10.194 40 

45.602 200 

Unit 

μg/m 3 

Up to 

standard 

or not 

Up to 

standard 

Up to 

standard 

0.188 30 mg/m 3 Up to 

standard 

Maximum 

accounting for 

standard rate 

25.49% 

22.80% 

0.63% 

According to the caculation results, the maximum hourly concentration of NO 2 is at 18:00, 

October 26, 2014, and the maximum hourly concentration of CO is at 5:00, on February 19, 

2014. According to the prediction results of grid points, the maximum landing concentration 

emission of both NO 2 and CO discharged from vehicle exhaust on all the roads can meet the 

standard limit in Air quality guidelines-global update 2005 provided by WHO. Figure 6.15, 

Figure 6.16 and Figure 6.17 illustrates the distribution diagram of predicted annual average 

concentration of NO 2 , predicted hourly average concentration of NO 2 and predicted hourly 

average concentration of CO at regional grid points. 


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(2) Analysis on the predicted concentration at sensitive point 


The sensitive point within the scope of evaluation area is the housing area in the northwest of the 

project site. Table 6.10 shows the predicted maximum concentration distribution. 

Table 6.10: List of calculation results of sensitive point (contribution value) 

S/N. 

NO 

Name of sensitive 

2 (μg/m 3 ) CO (mg/m 3 ) 

point 

Annual average 

Hourly 

Hourly 

concentration concentration concentration 

P1 Housing 7.073 32.032 0.157 

Standard value 40 200 30 

Standard rate 17.68% 16.02% 0.52% 

Accordiong to the prediction, the following values can be derived: 

• the annual average concentration of NO 2 is 7.073 μg/m 3 , at standard rate 17.68%; 

• the hourly average concentration of NO 2 is 32.032 μg/m 3 , at standard rate 16.02%; 

• the hourly average concentration of CO is 0.157 mg/m 3 , at standard rate 0.52%. 

These values meet the standard limit in Air quality guidelines-global update 2005 provided by 

World Health Organization. Hence, the impact of automobile exhaust and scale of this project is 

comparatively limited. 


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Figure 6.15: The distribution diagram of predicted annual average concentration of NO2 


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Figure 6.16: The distribution diagram of predicted hourly average concentration of NO2 


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Figure 6.17: The distribution diagram of predicted hourly average concentration of CO 


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6.7 Impact Assessment on Groundwater 

6.7.1 Impact Assessment on Groundwater during construction period 

Drilling in study areas (for No. 0 abutment, No. 1 pier), produces risks of cross contamination, 

potentially spreading source material to previously uncontaminated depths and hydrogeological 

units. 

Though potential impacts from drilling are confined to marine environment, there is the 

possibility for ground water contamination due to mishandling and mismanagement of 

equipment, particularly in the work sites. 

During the constructional phase oil, paint or other chemicals will need to be handled properly. 

Mishandling of fuel has led to serious pollution of soil and groundwater aquifer in some of the 

other construction projects in Maldives. There have also been reports of spilled oil near 

temporary generator sets and around fuel transport lines in other similar projects. This sort of 

pollution may sometimes have long-term irreversible effects, extending through the operations 

stage, since such contamination does not degrade itself and is expensive to clean up. The cleanup 

itself may require extensive ground water extraction, which will impacts such as salt-water 

intrusion. 

Excavation can also expose groundwater and the deeper sections of the soil to more harmful 

contaminants such as oils and hydrocarbons from vehicles and other machineries used during the 

construction. 

Solid waste and wastewater generation during the construction stage can also affect the 

groundwater, if they are mishandled and mismanaged during the construction stage. The risk is 

moderate as construction will be well supervised and managed by project staff to ensure that 

waste is handled and disposed properly. 

Groundwater pollution can also occur as a result of leaking sewerage connections and may 

pollute the soil. This in turn will lead to the formation and accumulation in the aquifer of 

hazardous gases such as hydrogen sulphide. Eventually, the immediate vicinity of the ground 

water aquifer may become polluted and cause hazards to human health in medium to long-term. 


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6.7.2 Mitigation measures to reduce risks to ground water 

1. Use of high quality fluids during the drilling process to minimise any chance of pollution 

of ground water. 

2. Where possible, above ground sumps or mud handling systems will be used. 

3. Additives to drilling water may be used in small quantities, which prevent the 

contamination of aquifers during drilling operations. BTEX drilling fluids will not be 

used. 

4. Oil, solid waste & hazardous waste handled carefully & transported in sealed containers. 

5. All paints, lubricants, and other chemicals used on site stored in a secure and bunded 

location 

6. General refuse stockpiled in one central area 

7. Keep spill clean-up materials readily available 

8. Train workers in spill prevention and clean-up, and designate responsible individuals 

9. Properly tune and maintain all machinery 

10. Carry out construction activities user the supervision of a suitably experienced person 

11. Only undertake dewatering when absolutely required 

6.8 Evaluation of landscape impact 

The structure of the bridge should be simple and elegant. In this project, aesthetic style and 

landscape design of the bridge will be given a high priority in the design phase of the bridge. 

Without compromising the existing natural setting of the country, the design based on 

“simplicity, durability and economic feasibility” not only meets the principle function of the 

bridge, it can also resonate with the surrounding landscapes. Figure 6.18. shows how the bridge 

will look following completion. 

Main bridge adopts rigid frame scheme of multi-cross V shape: the hollowing out of main piers 

have a transparency effect with light and handy shape, which will greatly decrease the visual 

blocking (Figure 6.19). In addition, there will be no structures on top of the bridge deck, which 

will broaden drivers’ and passengers’ view providing them with a view of the natural landscape 

around the bridge (Figure 6.20). 

The bottom structure of the approach bridge is the most commonly used column piers. But in 

light of this bridge, column piers at the bottom of the bridge will not meet the principle of 

landscape design of “simplicity and elegant”, so column piers of the approach bridge are solid 


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piers body with T shaped and large cantilevers prestresses cap beam, which has the benefit of 

high stiffness and good viewing under the bridge (Figure 6.21). 

Figure 6.18 Design sketch after completion of proposed project (bird's-eye view) 

Figure 6.19 Design sketch after completion of the proposed project (eye-level) 


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Figure 6.20 Perspective drawing on the bridge of the proposed project 

Figure 6.21 Perspective drawing of piers of approach bridge of the proposed project 


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6.9 Social Impact Assessment 

6.9.1 Socio-economic impacts 

6.9.1.1 Land use conflicts and impact on infrastructure 

There are critical infrastructure investments in the project location that will be impacted by the 

construction of the bridge. The most critical investments in this context are the two submarine 

cables of Dhiraagu and Ooredhoo. Disruption to the telecommunication infrastructure in the 

project location could cause loss of services for more than two weeks duration and will have 

major impacts for economy and society. The project location also has electricity cables; 

sewerage pipes; and water pipes, which will require relocation. It is recommended that early 

information sharing dialogue and consultations are carried out to minimize the damage on 

infrastructure. 

6.9.1.2 Increased traffic congestion 

The already congested roads of Male’ are likely to get additional vehicles coming from 

Hulhumale’. Rush hour delays will be felt at civil service opening hours and closing hours. The 

demand for parking in Male’ will increase and as a result there will be increased pressure for 

more parking slots in Male’. 

6.9.1.3 Increased demand on social services 

The schools and health services are relatively well established in Male’ compared to 

Hulhumale’. Hence, a significant proportion of the residents in Hulhumale’ depend on the social 

services in Male’. With the bridge development it is likely that there will be additional demand 

on hospitals and schools in Male’. 

6.9.1.4 Loss of recreational area 

The project site in Male’ is adjacent to Lonuziyaraiy kolhu and Usfasgandu parks. These two 

parks are very popular recreational open spaces in Male’. It is estimated that about 600 

footballers, 120 surfers, and over a thousand people use the area for fitness purposes. Several 

children access the children’s park, and there are many who hang out with friends, and visit the 

area for rest and relaxation. The bridge construction activities will reduce access to the open 

spaces and park area. This will have a negative impact on recreation and fitness activities. It will 

be important to provide alternative routes and space for walking, jogging, football, cricket and 

children’s activities. 


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6.9.1.5 Safety and accidents 

The bridge and the linked roads will demand for a higher speed limit than the present 30km/hr 

allowed in residential area of Male’. It is likely that a speed limit of 60km/hr will be allowed on 

the bridge and the road across Hulhule’. Regulatory authorities express concern over road safety 

with the increased speed. There is a need to evaluate the speed limit that will be allowed on the 

bridge, and make seat belts, helmets, and reflectors mandatory in the Male’ zone. Speed cameras 

and proper lighting will also become a necessity. 

The concerned authorities highlight the need to ensure safety of marine vessels in the bridge 

marine area. Collisions and accidents with the bridge pillars would need to be prevented through 

information and education as well as regulatory measures. 

6.9.1.6 Increased mobility 

The migration to Male’ and greater Male’ region keeps on increasing, creating pressure on 

available resources and a greater demand than the supply of service. Hulhumale’ phase 1 & 2 

combined is planned for a 200,000 resident population. Similarly, already 153,379 people (40% 

of the total population of the country) reside in the capital city Male’. Hence at present there is 

overflow of commuters from Hulhumale’ both ways, and service providers are unable to meet 

the demands of the commuters. Employment for jobs in Male’ is the primary reason for 

commuting between Male’ and Hulhumale’. The peak hour rush is towards one way during 

workdays. The bridge is proposed to be developed as an alternative transport passage via land 

connection for the people residing in Hulhumale’, and for easing every day discomfort arising 

from the ferry journey especially during monsoons. 

The bridge will increase mobility for the population. The bridge provides the opportunity for 

private independent travel at times of own choice. The bridge construction will also alleviate the 

biggest challenge faced by travellers during rough weather conditions. 

When Maldives Meteorological Services issues the yellow alert, ferry services are interrupted. 

When the yellow alert is issued, ferry users put considerable pressure on the ferry operator to 

continue the services. With the bridge construction, interruptions to travel from bad weather will 

be minimal. 

The bridge will improve the mobility for the vulnerable groups. The elderly, pregnant women, 

persons with disability, and families with young children will get the opportunity for more 

convenient and comfortable travel. In order to enable the vulnerable groups to access travel it 

will be important to issue concession cards, designated seating, and education for drivers in 

public transport. 


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6.9.1.7 Livelihood of taxi services 

There are no negative impacts from bridge development on the taxi centres and taxi services 

highlighted by the taxi centres. Income opportunities highlighted include: increase in fare for 

transport across the bridge and increased revenue to taxi drivers. 

6.9.1.8 Livelihood of ferry crew 

The number of ferry services between Male’-Hulhule’ and Male’-Hulhumale’ will be reduced 

significantly with the operation of the bridge. The employers of the ferry crew believe that 

bridge will not have a major impact on livelihood of ferry crew because there is high demand for 

ferry services in the outer atolls. 

6.9.1.9 Occupational safety and health issues 

This will be the largest offshore construction project in the Maldives and the depth of sea in the 

project location reaches 40m. The construction workers in the marine environment will face the 

risk of accidents and injuries more than in a land environment. Hence it will be necessary to 

follow the international best standards of safety for construction workers in a marine 

environment. 

6.9.1.10 Impact on public finance/budget/ and debt 

A detailed cost estimation of the project has not been shared yet. This is the largest infrastructure 

development project in the Maldives. In contrast, the biggest project undertaken in the Maldives 

in the recent past is the reclamation of Hulhumale’ phase two project, which amounted to USD 

50 million. Bank of Ceylon financed USD 30 million for the project through a loan facility with 

interest rates of 8%. Hulhumale Development Corporation (HDC) financed the remaining USD 

20 million. 

It is estimated that the total construction of the project is USD 300 million, of which USD 100 

million is a free grant from Chinese government. According to Ministry of Finance, for the 

remaining USD 200 million, Chinese government is to grant a loan facility at 2% interest rate to 

the Maldivian government, upon paying 20% as advance payment 3 . 

A project of this scale and value is anticipated to impact fiscal deficit and increase current 

account deficit. 

3 (http://www.haveeru.com.mv/dhivehi/news/174079?o=hm_m) 


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6.9.1.11 Employment 

Construction stage: It is estimated that 480 people will be employed over the period of 

construction of the project. The current plan is to employ 120 technical personnel from China 

and 360 labourers from the Maldives. Construction industry of Maldives runs mostly on foreign 

labour at present and it is assumed that majority of the supply of construction labourers will be 

foreigners. As a result, spending on the economy is anticipated to increase along with indirect 

positive impacts to economy. However, the remittances will be lost from the economy. 

Ferry services: The ferry services are provided by the state owned company MTCC and private 

parties. It is anticipated that after bridge becomes operational, ferry services will be scaled down 

although not completely halted. Since MTCC has plans to expand services to outer atolls, no 

major impact is anticipated for MTCC owned ferries. The majority of employment in privately 

owned dhonis is foreigners. At operational stage, some jobs are expected to be lost and some 

dhoni ferries will be impacted. 

6.9.1.12 Income and livelihoods 

The construction of a bridge between Male’ and Hulhule’ will have direct local economic 

impacts in the spending from construction phase, as well as construction of other infrastructure 

development projects arising as a result of the bridge construction and at operational stage from 

ongoing maintenance of the bridge. Secondly there will be impacts from the spending in the area 

for cafes, restaurants, and accommodation facilities and other services. 

Other indirect impacts to the local economy will be created by those generated from the 

additional revenue to businesses and the workers from buying and selling of goods and services 

in the economy. 

It is estimated that some amount of construction will go in to local contractors. Maldives lacks 

companies that specialise in this type of construction, given that no similar project has been 

undertaken in the country. If construction is outsourced to local companies, the local companies 

is anticipated to impact positively from construction as well as from supply of labour. 

6.9.1.13 Tourism 

The bridge is anticipated to ease access to hotels and guest houses in Male’ for the international 

visitors especially arriving at night and waiting for daytime transfers and those who want to visit 

Male’ during transits and while waiting for departure. 

Four out of every five international visitors to the Maldives stay in resorts. 50% of the visitors 

travel by speedboats to their place of stay, while another 31% of visitors travel by seaplanes and 


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14% by domestic flights and 5% by ferries. The beauty of the Maldives, constituting of its 

weather, beach and small island features, motivates 50% of the visitors to visit the Maldives. 

(Maldives Visitor Survey 2015). 

Below is a list of tourist resorts in South Male’ Atoll covering Kaafu atoll, Vaavu atoll and 

Meemu atoll. Transport routes of the resorts south of Male’ atoll are at present using the 

Gaadhoo Koa channel to enter the Hulhule airport island. Transport is likely to be impacted 

during the construction phase of the bridge project. The travel routes for transfer of tourists; staff 

and cargo to and from resort have to shift to different routes during construction stages. 

Table: 6.11: Resorts in South Male’ Atoll 

Name of resort 

Distance from Male' (km) 

Taj Exotica Resort and Spa 7.91 

Adaaran Prestige Vaadoo 7.97 

Velassaru Maldives 9.9 

Embudhu Village 9.93 

Jumeirah Vittaveli Maldives 14.75 

Cocoa Island 21.77 

Naladhu Maldives 22.08 

Anantaru Dhigu 22.72 

Holiday Lodge 25.66 

Biyadhoo Island Resort 28.22 

Cocoa Island Resort 28.28 

Holiday Inn Resort Kandooma Maldives 29.82 

Adaaran Club Rannalhi 33.87 

Fun Island Resort 35.1 

Olhuveli Beach Resort & Spa 35.86 

Fihaalhohi Island Resort 36.13 

Rihiveli Beach Resort 41 

Dhiggiri 58 

Alimatha Aquatic Resort 63.53 

Hotel Medhufushi Island Resort 141.86 

Chaaya Lagoon Hakura Huraa 145.7 

According to Maldives Visitor Survey, more than a quarter of the international visitors visit the 

Maldives to enjoy its underwater beauty for snorkelling and diving. However, two frequently 

used dive sites, “Victory Dive Site” and “Banana reef” are likely to be impacted. “Victory Dive 

Site” cannot be used during construction stage of the development of the bridge. “Victory Dive 


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Site” is used for both diving and training of divers as well. Similarly, with change in shipping 

channel from Gaadhoo Koa to Bodu Kalhi where “Banana reef” is located, is likely to impact 

“Banana reef” dive site. 

Route for transport of passengers from resorts in South Male’ atoll will be changed during 

construction stage of project. It is anticipated that the new routes will add to travel time to guest 

transfers, staff transfers and pose minor challenges in transportation of supply of goods and 

materials from some resorts. 

6.9.1.14 Transport 

Once the bridge becomes operational, majority of transportation to Hulhule’ and Hulhumale’ is 

anticipated to shift towards land transportation. Overall, personal and private transport such as 

motorbikes and cars are expected to increase. Taxis are likely to impact positively from increase 

in wages resulting from increased fare related with travel distance. 

Use of dhoni ferries are likely to be scaled down which might be impacted depending on similar 

users for the same type of ferries, as they are designed for transport of people. However, it is 

assumed that the same dhonis can be modified and used for other services in different regions. 

6.9.2 Socio-economic impact mitigation measures 

The table below summarises the mitigation measures for potential key impacts identified above. 

Table 6.12: Impact mitigation measures. 

Impact 

Damage to 

telecom 

submarine cables 

Damage to water 

and sewerage 

pipes 

Damage to 

electric cables 

Pre-Construction 

Stage 

Information sharing 

and consultations with 

service providers and 

regulators 




regulators 




regulators 

Construction Phase 

Indicative Mitigation 

Measures 

Relocation where necessary 

Careful supervision of work 



Relocation of electric cables 

Operation and 

Maintenance Phase 


Measures 


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Damage to 

cooling water 

pipes of STELCO 

Increase in traffic 

congestion in 

Male’ 




regulators 

Route planning and 

traffic management 

controls 



Introduce convenient and 

comfortable public 

transport - buses 

Rush hour Route planning Introduce a circle line 

(loop) of public transport 

- loop 

Pressure on 

parking 

Multi-storey car parks 

Impact on 

recreation 

Impact on surfing 

Increased 

demand on social 

services in Male’ 

Accidents and 

Safety 

Occupational 

health and safety 

Employment 

Economic Impact 

and Livelihoods 

Social conflicts 

Train local workers, 

wherever possible. 

Ensure wide 

dissemination of 

information to all 

stakeholders 

Ensure fair competition 

by creation of a level 

playing field. 

Ensure access to 

information and 

transparency in 

decisions. 

Undertake public 

Alternative locations for 

football, fitness, 

children’s parks should 

be provided 

Easy and affordable 

access to other surf spots 

Increase the quality and 

access to number of 

schools, hospital and 

services in Hulhumale’. 

- Helmets, seatbelts, 

reflectors, security 

cameras, proper lighting 

International offshore 

construction standards and 

national regulations and 

national health sstandards 

shall be followed 

Wherever possible, use local Same as construction 

labour for construction stage. 

Retraining of workforce if 

necessary 

Create awareness on 

grievance redress procedure 

Ensure project 

performance information 

project results are widely 

shared 

Same as construction 

stage. 


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Impact 

Damage to 

telecom 

submarine cables 

Damage to water 

and sewerage 

pipes 

Damage to 

electric cables 

Damage to 

cooling water 

pipes of STELCO 

Pre-Construction 

Stage 




regulators 




regulators 




regulators 




regulators 

Construction Phase 


Measures 





Relocation of electric cables 


consultation and 

information 

dissemination 

Establish and create 

awareness on grievance 

redress procedure 

Health and Safety - All safety measures required 

for offshore construction 

must be followed. 

All necessary protective gear 

must be worn at all times. 

Operation and 

Maintenance Phase 


Measures 

Same as construction 

stage. 

6.10 Marine Navigation Risk Assessment 

6.10.1 Present situation of navigation environment 

Male’ port is divided into several parts according to its function, including trading port area, 

ferry berthing area between the island and local habours. Main part of the trading port area is 

located in the northwest corner of Male’. The area which is the closest to the project is the 

berthing area ferries operating between Male’, Hulhule and Hulhumale. It is located on the 

northeast of Male’, 1.1 km away from bridge location. Currently, Male’ port has six anchorages, 

distributing in the north and northwest waters of Male’, over 2 km away from the bridge 

location. There are 3 passages entering Male’ port including Gaadhoo Koa (Male’ Passage) 


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Passage, Bodukalhi (Kanduoiygiri Passage) Passage and Male’ Viligili Passage. There is a large 

variety of ships in Male’ and its surrounding, including large ocean-going ships, luxury liners, 

aquatic product carriers, yachts, small power boats, ferries, sailing boats, diving boats, guard, 

patrol boats, etc. Currently, ships enter and exit Male’ port mainly through Gaadhoo Koa 

channel. This channel has good navigation conditions, with a water depth over 30 m and 

navigable water width over 560 m. According to the field observation, the average daily traffic 

of passenger ferries and traffic yachts, mainly high-speed craft, sailing through Gaadhoo Koa 

Passage over the bridge project is 100 vessels, where majority are high-speed boats. The average 

daily traffic of large-scale ships is 3-4 ships. 

The coast guard, which is a subordinate body to the Ministry of Defence and National Security, 

is responsible for monitoring and managing the safety of the waters. The management system 

includes rules for administration of maritime safety, overwater accident emergency and rescue 

system, onboard AIS system, CCTV system, patrol boat, search boat, search helicopter, VHF 

communication channel, GMDSS system. Ocean-going cargo ship will have pilotage service 

provided by MPL Company when entering and departing Male’ port. Foreign ships over 120GT 

are forced to have pilotage service when entering and departing Male Port. Prior to 2 hours 

arriving at the pilotage position of Male’ port which is located at the open water side of Gaadhoo 

Koa Passage, ships will have to contact with the port control. The pilotage service for ships 

entering Male’ port is provided between 06:00 to 23:00 and the 24-hour pilotage service is 

provided for ships departing Male’ port. 

6.10.2 Navigation safety analysis of bridge 

The height of the proposed bridge is strictly limited by Male’ International Airport aviation 

restrictions. Accordingly, the maximum height of the bridge structure should not be more than 

45 m. Following the bridge construction, certain large-scale ships which can originally pass 

Gaadhoo Koa Passage will not be allowed to pass. The representative navigation ship will be 

decided based on the basic requirements of the authorities, geometrical features of the optimal 

bridge type and full consideration of navigation demands. Therefore, the bridge mainly takes the 

navigation demands of small vessels, fire-control and rescue ships and passenger ferries, which 

are determined as the representative navigation vessels. 

6.10.2.1 Passage safety analysis 

The bridge is located in the intermediate waters of Male’ – Hulhule’, crossing Gaadhoo Koa 

Passage. The inner side of Gaadhoo Koa Passage is shallow sheltered waters and its outer side is 

deep sea open waters. 


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Navigable spans with a net width of 70 m of the proposed bridge, suitable for 35 m passenger 

ferries are set up towards the centre of the bridge. Clear width of Navigable hole is 70 m. The 

current navigable water for larger ships at the bridge area is reduced. However, 35 m passenger 

ferries can pass through and the navigation rule of keeping to the right will be followed. 

After completion of the bridge, the large ocean-going ships will enter and depart Male’ port from 

other passages. According to the theoretical calculation analysis of ship domain, the ship 

navigation capacity of passages in bridge area is larger than the navigation flow requirements 

mentioned above. Therefore, construction of the works will not change the navigation order of 

smaller vessels. 

6.10.2.2 Safety analysis of overwater and underwater facilities 

At present, there is no anchorage near to the proposed bridge site. However there is a Male’ port 

anchorage located in the northwest and north of Male’, over 2 km away from the bridge, which 

may meet the requirements stipulated in Bridge Navigation Standard for Seagoing Vessel. The 

wharf which is the closest to the proposed bridge is the ferry berthing area northwest of Male’, 

about 1.1 km away from the bridge. In the absence of a wharf at its downstream, it meets the 

requirements stipulated in Bridge Navigation Standard for Seagoing Vessel. In accordance with 

the overwater transportation planning of Male’ and Hulhumale’ Island, the wharf for sightseeing 

boat, ferry and marina will be arranged in the ferry berthing area and recreational areas at the 

upstream of the bridge site. The controlled ship type at the bridge area is 17m fire control and 

rescue ship and 35 m passenger ferry. According to the scale of the control ship type, the 

distance between the bridge site and the wharfs upstream (within atoll lagoon) all meet the 

standard requirements. 

6.10.2.3 Anti-collision analysis of bridge 

Considering the large investment that is going in to the proposed bridge project, measures shall 

be taken to ensure long service life of the bridge. These include measures to reduce the risk of 

bridge collision as much as possible. The proposed bridge shall conform to AASHTO standard 

(AASHTO LRFD - Clause 4.1.1). If the annual collision damage frequency of the bridge is ≤10 -4 

(0.01 time in 100 year), the collision damage risk level of the bridge is acceptable. According to 

calculations, the predicted annual collision damage frequency of the bridge is 0.8964×10 -4 , 

which is less than 10 -4 , so the collision damage risk level of the bridge is within acceptable limit. 

6.10.3 Risk factor analysis of proposed project 

The original open waters in the project site will change to “discontinuous” waters as a result of 

the piers built as supporting structures for the bridge. In case a ship gets out of control, is badly 


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operated or gets caught in bad weather conditions such as dense rainfall and strong wind, the 

ship may collide with the piers, resulting in potential risk to ship and to the bridge as well. 

The navigable passage in the proposed bridge is located in the middle of the channel with a 

width of 70m, allowing some vessels to pass through while limiting the navigation freedom of 

other vessels. The changes in the navigation environment will be challenging to the pilots of the 

ships who are otherwise used to navigating in open waters. This could increase the risk of ship 

collisions. 

The construction of the proposed bridge will change the navigation channel which some ships 

are used to navigate in. If the relevant local authorities fail to properly address these changes 

through the establishment and enforcement of new navigation safety standards that is appropriate 

for the proposed bridge design, there could be unfortunate accidents from ships colliding with 

the bridge. 

The construction of the bridge increases the risk of marine accidents near the bridge site, 

especially the risk of ships colliding with the bridge piers. The impact of such accidents would 

be magnified if the local maritime search and rescue authority fails to prepare the corresponding 

safety emergency plan according to the changes in navigational environment around the bridge 

area, and to respond to accidents in a timely manner. 

6.10.4 Risk management of proposed project 

6.10.4.1 Risk prevention measures 

(1) Construction period 

• During the construction, the Gaadhoo Koa is planned to be completely closed. However 

during construction of bridge pile foundation, a safety operating area should be set up 

around the pile foundation and an over-water construction and navigation notice should 

be issued to prevent accidents from happening as a result of ships entering the 

construction zone. Contractor should not extend the range of safety operating area 

arbitrarily and should set up the relevant safety warning mark, be equipped with 

necessary safety facilities or guard ships and arrange the temporary navigation aids. The 

constructing ships or facilities should display the specified line lamps and shape in a 

visible area. 

• Strengthen the management of marine traffic and the administration of ships used for 

construction works. Provide effective communication devices for the ships or assign 

guard ships to oversee the sight during construction. Assign special personnel for 

warning and monitoring the marine traffic of the channel during the construction works 


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or activities. 

• Pay attention to the weather and flow conditions to prevent unfavourable operation under 

bad weather conditions such as strong wind and wave activity, which may affect 

navigation safety. 

• Improve the standard operations of the marine navigators and strictly comply with the 

ship navigation rules to prevent accidents resulting from nonstandard operations and 

fatigued working from personnel, etc. Meanwhile, constructors shall conduct training to 

enhance the safety consciousness and environmental protection consciousness of related 

personnel and ensure that the implementation of the emergency plan and reporting is 

done in a timely manner in the event an accident occurs. 

(2) Operating period 

• Once the bridge work is completed, the marine navigation environment around the bridge 

area would have changed to some extent and the traditional sea route of the ships will be 

altered. The relevant government authorities should set out the corresponding navigation 

safety standards and ensure that these safety standards are implemented. 

• Before crossing the bridge, the vessels should obey the unified schedule of the command 

department and strictly comply with the relevant safety navigation standards set for the 

bridge area. Vessels should not race with each other when crossing the bridge and when 

vessels come close, should keep strong alertness and be fully prepared to give way. 

• Set up two pairs of and 8 lateral marks on both sides of 2 planned one-way channels. 

Take the protective measures, including potential collision with the bridge pile 

foundation, by establishing the bridge aids mark for navigation. These include 2 one-way 

navigation span marks, 4 navigation span limit marks, 8 navigation prohibition marks for 

navigation spans and 4 pier warning marks. 

• The vessels crossing the bridge should accurately understand the real time bridge 

clearance dimension, water level, weather and other navigation information and 

reasonably select the timing to cross the bridge. 

• Provide effective training for the boat pilots and crews. Standardize the safety 

communication operation in the bridge area so as to prevent the occurrence of accidents 

caused by nonstandard operation. At the same time, encourage pilot and crew to study 

the emergency plan to ensure timely action in case of accident to minimize accidents. 

6.10.4.2 Emergency plan 

According to the risk analysis of the proposed project, the risk of accidents happening is highest 

in and around the bridge construction sites. The probability of accidents can be greatly reduced 

through preventative measures; however, some level of risk will inevitably remain despite such 


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measures. Any such accidents will have impacts on the environment and on public safety. A 

sound emergency plan needs to be established in order to timely respond to accidents and 

mitigate the consequences effectively. 

The emergency plan should be planned based on the provisions of relevant laws and regulations, 

the risk assessment of the proposed project, and the physical conditions of the project area. This 

plan should be a scientific, realistic and reasonable plan. The emergency plan should include the 

following aspects: 

(1) Emergency plan should comprise of steps to respond to emergencies at the project site 

and environmental pollution resulting from accidents (such as oil spills). 

(2) The organization and personnel for emergency 

Based on the features of the risk assessment of the proposed project, an emergency 

organizational setup consisting of all relevant authorities needs to be established. A command 

organization should also be set up with clearly identified roles and responsibilities during an 

emergency. 

(3) Guarantee for emergency rescue 

A sufficient inventory of emergency response facilities (such as oil booms, oil machine and oil 

dispersant) needed to respond to the risks identified in the risk assessment of the proposed 

project needs to be provided in addition to those required by relevant national and international 

laws and regulations. Additionally, during an emergency, good coordination with authorities 

outside the emergency organization system could help respond to emergencies quickly and 

effectively and minimize environmental, ecological and social consequences such as loss of life 

and property. 

(4) Emergency communications 

A good emergency communication system needs to be established to ensure timely and reliable 

transmission of information required for quick and effective response from all relevant 

authorities (including search and rescue authority) during an emergency situation such as a 

marine accident or oil spills. 

(5) Emergency monitoring 

An emergency monitoring system needs to be set up in the identified risk areas of the proposed 

project to monitor accidents, accurately identify the location of the ships involved in the 

accident, to learn about the nature and scale of accidents, etc. The existing over-water safety 


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supervision facilities (CCTV system, GMDSS system, patrol boat, etc.) can be combined to form 

this emergency monitoring system which will provide the basis for emergency response 

measures and scheme selection. 

(6) Emergency response and termination condition 

All the risks identified in the risk assessment needs to be categorized based on the scale, nature, 

and controllability of the accident, the range of influence and the severity of the impacts, in order 

to determine the response procedure for different accidents. Such categorization will ensure that 

effective and precise measures are taken to contain the range of accident and mitigate the 

severity of consequences. In addition to this, the conditions for termination of emergency plan 

needs to be clearly defined. 

(7) Awareness, training and drills 

Improve the awareness of knowledge related to sea and provide regular training for personnel 

responsible for the implementation of emergency plan. Training of personnel should be based on 

performance assessment of the personnel to improve the quality and professional skills of those 

personnel. Emergency drills also need to be conducted regularly to prepare and familiarize 

emergency personnel with the emergency control equipment and procedure. 

6.10.4.3 Emergency measures 

Accidents should be reported to relevant authorities immediately upon finding out about the 

accident. The emergency organization should initiate the emergency plan as soon as the accident 

is reported to them. The emergency procedures initiated should be based on the category of the 

accident as specified in the emergency plan. 

Promptly report the accident once the accident occurs. The emergency organization should 

initiate the emergency preplan when receiving the accident report, starting the emergency 

procedures as per the accident levels specified in the preplan, developing the emergency actions 

based on the responsibilities and immediately taking the emergency measures. The report should 

include: 

• Time, place, name of ship and location of the accident 

• Weather and hydrology situation of the sea where the accident occurs 

• The measures taken and the level of control of the situation 

• The developing situation of the accident and the possibility of severe consequences 

• The required assistance (emergency facilities and materials, personnel, environmental 

monitoring, medical assistance, etc.); 


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• Command organization, contact and telephone number, etc. 

Depending on the nature of the accident, it is necessary to follow the principle of prioritizing the 

protection of personnel and the safety of the ship over the protection of the environment during 

an emergency response. It is important to quickly organize the evacuation of personnel from the 

area where the accident happened, guide other ships to safe areas and to provide rescue 

assistance as soon as it is safe and feasible to take emergency action. At the same time, if the 

ship or ships involved in the accident are believed to be a risk to other ships using the 

navigational channel or to the residents of the coastal dwellings close to the accident zone, 

guidance should be sought from the command centre and inform the traffic regulation authority 

to control or divert the traffic headed towards the accident zone. 

The emergency personnel should wear the appropriate protective garment and respirator when 

attending the accident. The specific traffic control command should be uniformly issued by the 

command center to the relevant authorities and the traffic channel should clear for the passage of 

the rescue ships and materials. 

In the case of an accident involving oil spill or leakage, organize the technical team to take quick 

and effective measures such as oils control, recycling or dispersion and the temporary storage 

and disposal of oils. 

6.11 Cost of Mitigation measures 

Best practices and ethics are the basis of the mitigation measures. All works of the project will 

be aligned with environmental ethics to ensure that there is minimal negative impact of the 

project on the environment. This includes properly timing the construction works for 

environmentally favourable times and using environmentally friendly materials as much as 

possible. These mitigation measures may not have direct costs but the reduction in available 

work hours and consideration of safety factors may lead to an increase of about 2-4% increase in 

project costs. Based on these estimates, the cost of mitigation is estimated between US$8-10 

million. 


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7 ALTERNATIVES 

This chapter considers possible alternatives for relevant components of the project including the 

no project option. 

7.1 ‘No Project’ Alternative 

The “No Project” option takes the following into account. 

- “Male-Hulhule” bridge will not be built under this project. 

A comparative summary of the advantages and disadvantages of the proposed alternative is 

given below. 

Table 7.1: Comparative Summary of "No Project" alternative 

Advantages 

• The money earmarked for bridge 

development could perhaps be diverted 

to more immediate social needs in the 

Male’ region such as waste management, 

upgrading hospital or social housing. 

• The project can avoid becoming a 

potentially ‘white elephant’ 

infrastructure assuming that the planned 

airport upgrade does not happen in time. 

• Further traffic congestion in Male’ can 

be avoided by preventing vehicles from 

Hulhumale’ crowding Male’ streets. 

• Traffic congestion in Hulhumale’ due to 

vehicles coming for ‘leisure drives’ in 

Hulhmale’ could be avoided. 

• Adverse environmental impacts related 

to bridge development can be avoided 

• Public unease about constructing on the 

Disadvantages 

• Loss of opportunity to boost economic 

activities in both Male’ and Hulhumale’ 

through a physical link. 

• Loss of opportunity to provide a more 

reliable and convenient mode of transport 

for people living in Hulhumale’ and 

between Male’ and airport. 

• Reduced costs of transport for both 

public and commercial sector 

• Loss of new direct employment 

opportunities related to the bridge project 

and subsequent indirect employment 

opportunities associated with the 

mobility provided from the bridge. 

• Loss of direct and indirect economic 

benefits associated with the bridge 

development project 

• The government fails to deliver on a 

campaign promise which was believed to 


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Advantages 

reef slopes of Male island can be avoided 

• Traffic diversion problems around the 

south-east area of Male’ island can be 

avoided during the construction phase 

Disadvantages 

be one of the reasons for the present 

Government got elected. 

• Public dissatisfaction among concerned 

stakeholders that currently use the work 

areas and proposed bridge areas (i.e. 

surfers concern relating to the bridge 

location, recreational facility loss due to 

the Male work site, etc.) can be avoided 

• Potential accidents associated with the 

bridge can be avoided. 

• Costs related to diverting cargo shipping 

traffic to another channel can be avoided 

and closure of Gaadhoo Koa for 2 years 

for all local traffic (during construction) 

can be avoided. 

• Avoid further national debt from the 

estimated $170 million loan for the 

project 

• Avoid further migration from outer atoll 

to Male’ due to increased housing 

In summary, the presence of a bridge will be a welcome boost to the economic activities and 

mobility between Male’ and Hulhumale’. Its economic and social benefits are expected to be 

extremely positive in the long run. However, the bridge may not be considered an immediate 

necessity at this stage of development in the Maldives, given the numerous more urgent 

investments required in the social and economic sector. Thus, on economic and social grounds, 

the no project option is viable in the short-term. However, given that the bridge is a presidential 

election campaign promise by the present Government and since bilateral negotiations with the 

Chinese Government is at an advanced stage, the ‘no project’ option is not viable on political 

grounds. 


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7.2 Comparison and Selection for Bridge Location Scheme 

7.2.1 Introduction to Bridge Location Scheme 

In the feasibility stage of the project, three selection schemes were analysed, namely (1) Scheme 

A (recommended scheme of project), (2) Scheme B and (3) Scheme C. Figure 7.1 below shows 

the proposed schemes for this project. 

Male 

Male 

Scheme C 

Airport Island 

Scheme B 

To 

Hulhumale 

Scheme A 

Figure 7.1: Plan of Each Route Location Scheme 

Scheme A:The origin of this route is located at the south-east corner of Male Island and trails 

the existing “Boduthakurufaanu Magu” road following along the existing breakwater line. 

The bridge route is set to span “Gaadhoo koa” strait and land at Hulhule Airport Island at the 

southern end of Hulhule Island (Pile No. K1+530), finally joining the planned route of the 

Airport-Hulhumale road. The full length of the route is 2.0 km, where the bridge has a length of 

1.39 km. 

After completion of field surveys, the origin location and the destination location of the route in 

this scheme has been designed in the form of a T-type planar intersection at “Boduthakurufaanu 

Magu” road. This design will combine with the road plan conditions in Male’ area, so as to 

increase diversion of traffic at this area. 

Scheme B: The origin of this route is located in the south east corner of Male Island, just north 

of the “Varunulaa Raalhugandu” Surfing area. The route starts at “Boduthakurufaanu Magu” 

street (north-south side) in a planar intersection and later on crosses the space between Artificial 


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Beach and “Varunulaa Raalhugandu” Surfing area. The bridge spans the existing breakwater, 

starting at Pile No. K0+104, spanning the “Gaadhoo Koa” strait and landing at Hulhule Airport 

island at Pile No. K1+202. The destination of the route links up with the planned road of 

Hulhule Airport Island, giving the entire route a total length of 1.733 km with the bridge length 

being 1.175 km. 

The origin and destination of this scheme is designed to easily link up with existing roads in the 

form of a T-type intersection, making traffic diversion easier and smoother. 

Scheme C: The origin of the route is located in the south east corner of Male Island. The route 

joins “Boduthakurufaanu Magu” street (east-west side) in the form of an interchange to ease the 

traffic diversion in the area. The route spans the existing breakwater at Pile No. KO+441, and 

follows along the south side line of the breakwater. The bridge spans the “Gaadhoo Koa” strait 

and lands at Hulhule Airport Island at Pile No. K1+630, linking up with the main road from 

Airport to Hulhumale. The entire length of the route is 2.20 km which includes the total length 

of the bridge at 1.825 km. 

A single-trumpet interchange design has been adopted at the origin of the route to ease traffic 

diversion and a rhombus interchange design has been adopted at the destination end of the route 

to link with the existing Airport to Hulhumale Road. These designs will enable the smooth flow 

of traffic on and off the bridge, increasing traffic diversion rates and thereby reducing congestion 

on the bridge. 

7.2.2 Comparison and Selection Results for Bridge Location Scheme 

A comprehensive analysis of the advantages and disadvantages of each scheme was conducted. 

The results are presented in Table 7.2 

Table 7.2 Comparison Table for Each Scheme 

Route/ 

Scheme 

Advantage 

Disadvantage 

Scheme 

A 

1. The origin of the route is from 

“Boduthakurufaanu Magu” street (eastwest 

direction), and is in-line with the 

proposed island joining project (bridge 

project). 

2. The destination of the route at Hulhule 

Island, will link up with the existing roads 

of the airport-hulhumale road and this 

route is also the most in-line with the 

future plans of the airport island. 

3. The bridge is located in a shallow water 

1. Compared to Scheme B, the route is 

slightly longer and the scale of the bridge 

is greater. 

2. The route passes south of Varunulaa 

Raalhugandu Surfing Area and since it is a 

bit closer to the surfing area, this route 

could have an impact on the safety of 

surfers. 

3. Construction may be difficult due the 

breaking waves in the area. 

4. More piles required on the reef slope, 


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Route/ 

Scheme 

Advantage 

Disadvantage 

Scheme 

B 

Scheme 

C 

area, with less construction difficulty. 

4. The side slope along the Male side is 

gentler, and provides a more stable bank 

slope. 

5. This scheme aligns well with the master 

plan of Male Urban area which envisages 

a road connecting all islands between 

Hulhumale’ and Thilafushi. 


“Boduthakurufaanu Magu” street (southnorth 



project). 

2. The route crosses the space between the 

artificial beach and the “Varunulaa 

Raalhugandu” surfing area, keeping away 

from the surfing spot. 

3. The connection and the scale of the bridge 

are minimal thus the investment will be 

saved. 

4. Impact foot print on reef is lower compare 

to Scheme A. 


“Boduthakurufaanu Magu” street (eastwest 



project). 

2. The design of the interchange at the origin 

and destination provides the smoothest 

traffic movement. 

3. The route passes from the north of 

“Varunulaa Raalhugandu” surfing area 

causing less impact on the surfing area. 

increasing the impact footprint on the reef 

significantly compare to other options. 

1. Traffic organization is more difficult as 

the origin of the route is limited by 

existing surface features and road 

network. 

2. The depth of water in which the bridge 

passes in this route is deeper; the maximal 

depth reached is 60 m. This greatly 

increases bridge construction difficulty. 

3. There is risk of slumping and stability loss 

on the side slope of Male’ island. It is also 

closer to the reef slope failure locations on 

the NE corner of Male’ 

4. The connection on Male side occupies the 

recreation facilities located on the south 

side of artificial beach area. 

1. The project scale of this scheme is largest, 

with highest construction costs. 

2. The footprint of this scheme, especially at 

the interchanges both at the origin and 

destination of this route is the greatest, 

thereby greatly influencing future 

planning of Male Island. 

3. The depth of water in which the bridge 

passes in this route is deeper; the maximal 

depth reached is 60 m. This greatly 

increases bridge construction difficulty. 

4. There is risk of slumping and stability loss 

on the side slope of Male’ island. It is also 

closer to the reef slope failure locations on 

the NE corner of Male’ 

5. The connection on Male side occupies the 

Henveiru Park land area, having great 

influence on a large number of users of 

this park as well as having a high 

opportunity cost on the one of the prime 

recreational land available in Male’. 


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In conclusion, Scheme A is the recommended design for this project based on; (1) having 

smooth gradients and slopes, (2) provides the best alignment with existing road network, (3) 

being in line with the overall Male’ urban region master plan, (4) better depth and geological 

conditions of the sea area where the bridge passes being the best (5) having a route length that is 

also relatively shorter, and (6) limited loss of precious land in Male’. 

7.3 Comparison and Selection for Bridge Scheme 

7.3.1 Factors considered for selecting a bridge scheme 

Analysis of the investigations at project site revealed that the main factors influencing the 

distribution and spanning of the bridge are reef slopes, limited aviation height, navigation 

clearance, bridge type and deep water sea bed inside channel. 

Taking the above factors into account, under the principle 'Brief, Simplicity and Generosity' for 

bridge landscape and meeting the height limit for aviation service prestressed V-shaped concrete 

outrigger six-span continuous rigid structure scheme is selected for main bridge. 

Male 

(breakwater spacing) 

Airport 

(Aviation 

height 

Navigation clearance: 12m 

li it) (Mean sea level ) 

Water depth: 46m 

(Width of deep slot) 

Figure 7.2: Schematic Diagram for Main Control Conditions on Topography and Surface Features for the Bridge 

(1) Bridge span scale 

The land area on both banks of the cross-sea bridge is formed by reclaimed land, with a mean 

ground elevation of 1.0~1.6 m. The width of the water area of the strait where the bridge spans is 

about 1.4 km,and the width of the deep section of the channel in this route is about 775 m 

where the maximal water depth reaches 46 m. In order to limit the scale of the main bridge and 

reduce the construction cost, the deep section area is only considered as the main bridge. 

(2) Consideration on deep water area 

Even though the recommended route is located in a relatively shallow area of Gaadhoo Koa 

channel, the depth of this area in the deeper sections can still reach 46 m. The construction cost 

and difficulty of the bridge foundation within such areas is quite high. Therefore, the span of the 

bridge in such areas should be increased appropriately to reduce the number of pier 

arrangements in the deeper areas as far as possible. 


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(3) Applicability on aviation height limit 

The bridge is located within proximity to the airport where aviation height limits are in place. 

The nearer it is to the airport, the stricter the imposed aviation height limit becomes. 

If the newly-constructed airport runway is put into use before the bridge is open for traffic, the 

aviation height limit within the scope of the deep water area will be 45 m. The imposed height 

restrictions will limit the construction design to the following type of bridge schemes; beam 

bridge, arch bridge, steel truss girder and cable-stayed bridge. 

The spanning capability of this type of bridge is limited; and the length of the main bridge span 

is inadvisable to exceed 250 m. 

If the newly-constructed airport runway is not open for use before the bridge is open to traffic, 

all the permanent structures of the bridge must meet the minimum requirements of the aviation 

height limit. 

Corresponding to the existing airport runway, with a scope of 320 m adjacent to the deep water 

area of the airport side, the aviation height limit will be 45 m. 

The construction of a cable bent tower, using arch type ring, using a truss type and other such 

structures which needs to be set on the edge of the deep groove on the airport side will not be 

allowed, as it will fall within the scope of the aviation height limits of the airport. 

(4) Applicability on channel navigation requirement 

Male’ is located in North Male atoll and there are 3 natural channels nearby which allows the 

flow of traffic in and out from the atoll. Maldives government has clearly stated that, upon 

completion of the bridge, larger ships will not be allowed to pass through Gaadhoo Koa. Based 

on the results of the industrial feasibility stage, the navigation clearance height of Gaadhoo Koa 

is determined to be at 70 m wide and 12 m high (a double-hole one-way navigation). The 

structural dimension of the pier is considered while a certain safety distance is also reserved 

from both sides of the channels. It is inadvisable for the spanning length of the navigation hole 

for the main bridge to be less than 120 m. 

In addition, based on previous experiences, the economic values associated with the spanning 

length of various bridge types are known. For bridges with 120~250 m length of span, the beamtype 

bridge, extradoses cable-stayed bridge, truss bridge and anchor bridge are all more 

economic. 


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(5) Consideration on bridge landscape 

The scenery in the Maldives is picturesque, as if a garland of pearls is scattered across the Indian 

Ocean. The bridge structure should appear in the form of a simple, fluent and elegant structural 

type. It should be coordinative and harmonious with the surrounding environment, as not to 

cause any influence on the natural landscape. 

7.3.2 Introduction to Bridge Scheme 

The specific comparison and selection for the bridge span is mainly based upon the depth of the 

deep channel covered by the main bridge. The comparison and selection was done between three 

different span lengths, namely; 125 m, 142 m, and 180 m, with regard to a beam-type bridge 

scheme (as shown in Figure 7.3). Comparisons are done in terms of costs, influence on 

construction period and landscape effect between different span lengths and different deep-water 

foundation quantities for similar bridge types. 


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Scheme I: 125m V-type Continuous Rigid structure of Main Span 

Approach Bridge/Main Bridge 

Main Bridge/Approach Bridge 

Aviation height limit+46.600 

Aviation height limit for existing runway 

Navigation clearance 70×12m 

Seabed line 

Scheme II: 142m V-type Continuous Rigid structure of Main Span 



Aviation height limit +46.600 



Seabed line 

Scheme III: 180m V-type Continuous Rigid structure of Main Span 



Aviation height limit +46.600 



Seabed ling 

Figure 7.3: Schematic Diagram on Comparison and Selection for Main Span Long (Unit: m) 


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7.3.3 Scheme Comparison of Bridge 

Table 7.3: Scheme Comparison of Main Bridge 

Scheme 

Scheme I (Main Scheme II (Main Scheme III (Main 

Project 

Span 125 m) Span 142 m) Span 180 m) 

Pre-stress Wire (t) 968 1045 1173 

Superstructur Ordinary 

3496 3623 3812 

e Reinforcement (t) 

Concrete (m 3 ) 13448 13937 14663 

465 372 387 

y 

Concrete (m 3 ) 2113 1691 1761 

Ordinary Steel (t) 7206 6950 5350 

Ordinary 

Foundation 

4642 4449 4403 

Reinforcement (t) 

Concrete (m 3 ) 36733 35126 33872 

Installation Expenses (Billion) 9.11 9.03 8.77 

Cost effectiveness Not Economical More Economical Economical 

Superstructure10 Superstructure11 Superstructure 12 

Construction Period (Month) 

24 

Schedule25 Schedule26 

Landscape Better Better Good 

Environment Protection General Better Good 

Not 

Recommendations 

Not Recommended 

Recommended 

Recommended 

Note: 1. All three schemes are adopted for framework pile foundation scheme. 

2. Total construction period includes 3-month preparatory stage and 3-month construction period of bridge 

deck and subsidiary engineering. 

In combination with the comparison analysis carried out in Table 7.3 and considering the 

following factors, the recommended span length is 180 m for the main span. 

1. As per project cost estimations, the foundation of the main bridge accounts for 

approximately 70% of the installation expenses of the main bridge. Scheme C, with the 

minimum amount of main piers, is the most economical one. 

2. As per hydrogeological conditions of the sea area for this project, the depth of water is up 

to 46 m. China has basic experience in similar construction conditions in slightly larger 

deep water areas. Therefore, reducing the number of foundation layouts in the deeper 

groove will reduce the uncertainty associated with constructing in that area. 

Works 

Substructure8 Substurcture8 

Ordinary 

Substructure 8 

Quantit 

Overall Schedule 

Substructure 

Overall 

Reinforcement (t) 

Overall 


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3. Compared to the other 2 schemes, Scheme C requires less construction equipment. 

4. From an aesthetic point of view, the V-type rigid frame with a 180 m main span causes 

minimal impact and is in more balance with the nature compared to the other 2 schemes. 

5. From an environmental perspective, a V-type rigid frame with a 180 m main span has the 

least number of piers, thereby having the least footprint on the sea bed and in turn 

causing the least amount of disturbances to the marine benthic habitat down below. 

7.4 Foundation Scheme Comparison 

7.4.1 Foundation Scheme Introduction 

The special geological conditions and hydrological environment of the project area determines 

that the main point of discussion for selection of a scheme is based upon the practicability of the 

proposed scheme. Based on researches carried out on the construction technologies implemented 

during the development of many sea-crossing bridges in China, alternative schemes of the 

foundation for the main bridges are suggested as (1) Scheme A: Pile-group foundation scheme, 

and (2) Scheme B: Set Caisson foundation scheme. 

1. Pile-group foundation: 12 of 2.5 to 2.8 m variable sectional bored piles are mounted 

under each main pier; the profile dimension of the bearing platform plane is 23.25 × 

10.75 m. Thickness of the bearing platform is 5.0 m, the top elevation is 4.0 m, the 

bottom elevation is -1.0 m, and the bottom sealing concrete thickness is 0.8 m. 

2. Caisson foundation: main pier caisson foundation is adopted to have a round-ended 

cross section with good flow adaptability. Dimension of the plane is 41×35 m, the height 

is 9 m, the dimension of chamfer in lateral direction is 13×3 m, the dimension of chamfer 

along the bridge is 13×3 m. Baseboard of caisson is 0.6 m in thickness, the exterior plate 

is 0.6 m in thickness, partition wall is 0.5 m in thickness, and top plate is 0.4 m in 

thickness. The dead weight of caisson is about 7,300 tons. The bridge pier is adopted to 

have a round-ended cross section; the cross-section dimension is 15×9 m, the wall is 0.8 

m in thickness. The depth of foundation excavation is 9 m, slope cutting excavation is by 

1:2 from position above 5 m outside the excavation of the plane scope of the basement 

outline, the foundation pit is filled with sand and a scour protection layer is paved on the 

sand after completion of infrastructure. 


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Concrete for 

Connecting 

Connecting 

Seabed line 

Seabed line 

Figure 7.4: General Structure of Pile-group Foundation for main pier (Unit: m) 


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Bridge pier centerline 

Bridge pier centerline 

Scouring 

Seabed 

Scouring 

Seabed 

Foundation profile 

Backfilling sand 

Foundation profile 

Backfilling sand 

Figure 7.5: General Structure of Main Pier Caisson Foundation (Unit:cm) 

7.4.2 Results of Foundation Scheme Comparison 

Upon comparison and selection, in the aspect of load-carrying properties, the pile group 

foundation jointly carries load via the overall steel casing, and has a strong displacement control 

capacity. It can adapt to the features of thick covering layer and scouring at depth in a better 

way. The caisson foundation has an adverse influence on the safety and comfort of the bridge to 

some extent, because it has a thick covering layer, long pier body, and poor displacement control 

capacity. 

In the aspect of construction, the caisson foundation requires more large-scale mechanical 

equipment which shall be dispatched from China. It also requires additional working procedures. 

Such as the need for large scale excavation of foundation pit, backfilling and scouring protection 

under the deep water condition of open sea, and the accurate positioning and installation of 

caisson and so on. The influence of complicated hydrological conditions, particularly the SE 

swells, may be very strong on the site introducing uncertainty and poor economic efficiency to 

the project. As a result, the scheme of pile group foundation using “the overall steel casing” is 

recommended as the scheme of main bridge foundation of the project. See details of specific 

comparison and selection in Table 7.4. 


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Table 7.4: Comparison Table of Main Bridge Foundation Construction 

Designing 

Scheme 

Bearing 

Capability 

Construction 

Scheme 

Pile-group Foundation 

• Bearing capacity meets the 

requirements. 

• Overall steel casing contributes to 

joint load carrying and has strong 

displacement control. 

Overall steel casing 

Caisson Foundation 

• Bearing capacity meets the requirements. 

• Poor displacement control 

Prefabrication installation 

Practicability 

Construction 

• Scheme is feasible. 

• Technology is mature; there are 

many successful projects cases in 

China. 

• Less process conversion, 

implementing common 

construction methods of bored 

piles after the steel casing group is 

in place. 

• Need to choose the proper time 

window, when hoisting the overall 

steel casing. 

• Scheme is feasible. 

• Technology is mature, less application in China. 

• The proper time window will need to be 

selected for floating transportation and 

installation of caisson. 

• The height of 1000 t floating crane is 80~100 m, 

exceeding aviation height limit demand of 45 m. 

• More process conversion: prefabrication on the 

basic semi-submersible barge, body pier, and 

height pier, floating transportation of caissons, 

sinking, basement excavation and levelling are 

conducted in the floating state. 

Period 

9 Months 8.5 Months 

Quality 

Safety 

Environment 

Protection 

• Difficulty of controlling the plane 

position of steel casing is larger. 

• It is easier to assure the quality of 

pile foundation construction. 

• The overall steel casing has a large 

volume and heavy weight load. 

• The transportation and installation 

activities during construction carry 

a certain level of safety risk. 

• The small area of the steel casing 

group has little influence on 

seabed and marine animals and 

plants. 

• Bored pile construction needs to 

be strictly controlled to avoid 

sedimentation (especially mud 

pollution). 

• The prefabrication is conducted in semisubmersible 

barges under a floating state, and 

thus its quality is greatly influenced by the 

environment. 

• The quality of the pier body’s joint height when 

floating on the water is greatly influenced by 

environment. 

• Handling of seabed basement has high quality 

demand, Difficulty of controlling the planned 

position and gradient of caissons installation is 

higher. 

• The pier body’s joint height when floating on 

the water carries a higher level of safety risk. 

• Transportation and installation of caisson via 

floating have greater safety risk. 

• The pit excavation area of caisson is larger, 

which has great impact on seabed and marine 

animals and plants. 


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Designing 

Scheme 

Economic 

Efficiency 

Recommendation Recommended 

Pile-group Foundation 

• The cost of positioning measure of 

steel casing is high. 

Caisson Foundation 

• Seabed basement handling will require 

additional costs. 

• After installation via use of floating cranes, 

caisson is required to be positioned accurately; 

• The positioning accuracy of the seabed surface 

with more than 40 m in depth will need to be 

studied more specifically. 

Not Recommended 

7.5 Alternative works site for Male’ 

The proposed work site on Male’ Island falls into a heavily used recreational area. It has been 

recommended in the mitigation measures to try and avoid these areas without compromising the 

required land area for the work site. An alternative site is proposed within Adi Park (See Figure 

7.3). 

The proposed option currently takes up two of the three most heavily used football pitches. The 

loss of these sites effects between to 130 – 200 persons, including children. The proposed site is 

also in close proximity with a children’s play area and a heavily used ‘exercising area’. All in 

all, the about 300 persons may be affected daily due to the current proposal. 

The alternative proposal allocated the same amount of land area from the unused central part of 

Adi Park. This proposal retains all three most heavily used pitches and is located away from the 

children’s park and ‘exercising’ areas. Thus, this option offers a significant social benefit 

without compromising the land area and distance to the bridge site. 

Thus, based on net social benefits, the alternative option is preferred. 

7.6 Alternative of Borrow Area 

The proposed borrow site is located in Gulhifalhu where a planned harbour location has been 

identified as the main source. It is not clear exactly how much of the estimated 50,000 cbm of 

sand may be eventually needed but what is clear at this stage is the land reclamation 

requirement. The proposed harbour is adequate for this need. Should there be a need for further 

dredging, an alternative location has been identified on Gulhifalhu reef (See Appendix B). This 

site is capable of providing all the required material but should only be used if the material from 

harbour dredging is not adequate. The main disadvantage of the alternative location and 

Gulhifalhu reef in general is that these areas are marked for future reclamation. 


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7.7 Alternative Scheduling 

One of the most critical elements for the success of the bridge project would be the 

implementation of the planned relocation of the existing airport runway. If the relocation of the 

runway does not materialise by the time the bridge becomes operational, the bridge may be 

virtually unusable at certain times of the day due to road closure. All road traffic will have to 

cease during take-off and landing as the road is too close to the runway. Traffic lights will be 

controlled by the Air Traffic Control and may involve unscheduled closures as well. This may 

make the traffic unpredictable and unreliable forcing people to use ferry services. 

An alternative option would be to either delay the construction of the bridge or the operation of 

the bridge until the runway is relocated. However, delaying construction may not be an option 

due to the advanced stage of negotiation with the Chinese Government and funding sources. 

Delaying the opening of the bridge is an option but is difficult to predict given that the opening 

is scheduled for an election year. 

Thus, even if the most ideal scheduling will be to delay the project until there is a guarantee on 

the start of the runway relocation project, the only practical option at this stage it to move 

forward with currently proposed scheduling. 


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Figure 7.6: Preferred altenative worksite in Male’ 


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8 ENVIRONMENTAL MANAGEMENT PLAN 

The Environmental Management Plan (EMP) is an important component of the EIA process, 

needed to determine the accuracy of impact prediction, the adequacy of mitigation measures, and 

level of compliance with commitments regarding implementation of mitigation measures and 

monitoring of relevant environmental aspects. 

The main objectives of the environmental management plan are to: 

− Produce a framework for managing anticipated impacts, including practicable and 

achievable performance requirements and systems for monitoring, reporting and 

implementing corrective actions. 

− Provide evidence of compliance to legislation, policies, guidelines and requirements of 

relevant authorities. 

8.1 Environmental management system 

The environmental management framework for the proposed project is based on the standards 

and policies set out by the Environmental Protection Agency of the Maldives. 

- Environmental Management Planning and establishment of key performance 

indicators: The EMP specifies environmental management measures and required 

performance standards 

- Monitoring and corrective action: The implementation of EMP measures will be 

monitored. Any inconsistencies between the EMP and its on-site implementation will be 

identified and addressed through corrective actions 

- Auditing, reviews and improvement: The EMP will be reviewed. Improvements to the 

EMP will be made as necessary to achieve desired environmental outcomes. 

The environmental management strategy is demonstrated in the following figure. 


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Commitment to 

environmental regulations, 

policies and guidelines 

Environmental Management 

Plan (EMP) 

Implementation of EMP 

Improvements to 

EMP 

Monitoring EMP 

Corrective and 

preventative 

actions 

Review of EMP 

Figure 8.1 : Environmental Management Strategy flow diagram 

8.1.1 Management structure and responsibilities 

The following parties are involved in the EMP of this project: 

− Project proponent: Ministry of Housing and Infrastructure 

− Consultants: Environmental consultants and engineers 

− Environmental Regulatory Authority: Environmental Protection Agency (EPA) 

− Government Authority: Ministry of Housing and Infrastructure 

− Contractors: Not identified 

− Local Authority: Male’ City Council 

The roles and responsibilities of the parties involved are as follows. 


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8.1.2 Project proponent 

− Execution of all project activities 

− Preparation of EMP 

− Monitoring of the project activities 

− Submission of annual environmental monitoring reports as required by the EPA 

8.1.3 Consultants 

− Environmental Consultants 

o Preparation of EMP in consultation with the proponent 

o Monitoring of performance of project activities according to the EMP, as 

instructed by the proponent 

o Auditing the EMP to ensure desired outcomes are achieved 

o Making amendments to the EMP according to the results of the audits 

o Preparation of environmental monitoring report as required by the EPA 

(detailed in Chapter 9 of this report) 

− Project engineer 

o Monitoring contractor compliance to design specifications 

o Reporting contractor compliance for payment purposes 

o Approving structures 

o Guiding contractor on unforeseen issues related to implementing design 

specifications 

8.1.4 Environmental Protection Agency 

− Review environmental monitoring report 

− Intervention in the event of a breach in environmental permit conditions 

− Site visit and inspection 

8.1.5 Contractors 

− Undertaking construction work as defined by the proponent and project engineer 

− Ensure compliance with the EMP during construction stage, including purchase 

of construction equipment, implementing mitigation measures and monitoring 

construction site 

− Ensure all construction workers are aware of EMP and comply with its 

requirements 


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8.1.6 Local Authority 

− Identify and assist in relocating large trees where possible 

− Providing local approvals for various activities related to the project such as road 

closures 

8.2 Management Programme 

The proposed management programme is outlined in Table 8.1 below 


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Table 8.1: Environmental Management Plan for construction and operation phase 

Activity Management measures Responsible party Timing 

Training of staff and 

contractors 

All construction workers and project management staff will be provided 

information on general environmental issues, compliance with 

environmental permits and EMP. 

All staff involved with environmental monitoring will be provided 

training in environmental monitoring procedures. 

Project proponent & 

Environmental 

Consultant 

Before 

commencement of 

construction 

activities 

Health checks conducted prior to the commencement of project. 

Inform the general public on the project activities. 

non- 

and 

Documenting 

conformances 

corrective actions 

All non-conformances to the environmental permit conditions, observed 

during monitoring will be documented. 

Necessary corrective actions and preventative actions will be identified. 

Project proponent & 

Environmental 

consultant 

Continuous during 

construction phase 

Corrective actions will be implemented, with systematic follow ups to 

ensure effectiveness of these measures. 

Supervision of project 

activities 

Assign appropriately experienced and qualified personnel to supervise 

the entire project and ensure that all activities are carried out with 

minimal adverse impact on the environment. 

Project proponent 

Before 


the project 

Traffic management 

Inform local authorities to close the area during the implementation 

phase and implement a traffic diversion plan with assertive signboards 

to manage traffic. 


Before 


the project 


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Waste management 

All waste are to be segregated, stored temporarily and transferred to the 

existing waste management site. 


Continuous, during 


Control of groundwater 

contamination and soil 

quality 

Oil, solid waste and hazardous waste handled carefully and transported 

in sealed containers. 

High quality fluids will be used during the drilling process to minimise 


Continuous during 


any chance of pollution of ground water. 

Where possible, above ground sumps or mud handling systems will be 

used. 

Additives to drilling water may be used in small quantities. 

Contingency measures to be in place to prevent, contain, clean-up and 

dispose of any spillage. 

Noise 

A fixed and rigid stationary type of enclosure that is no less than 2 m 

high will be set up around the construction area. 




The equipment that produces loud noises shall be set in the east and in 

the south side of the construction site, far away from residential area. 

The office spaces and living area that produces much lower levels of 

noises shall be arranged in the west and north side, closer to the 

residential area. 

With the exception of activities related to continuous pouring of 

concrete and other necessary repair work, all other work should be 

avoided at night time during the construction phase, in order to reduce 

the effects of noise pollution in the area. If any construction activity is 


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required at night time, contractor should ask for the opinions of the local 

municipal administrative authority. 

Strengthen the maintenance of construction equipment. 

Mechanical equipment should be placed in a firm and stable ground. 

The driving routes and schedules for the construction vehicles moving in 

and out of the site shall be reasonably arranged and their management 

should be strengthened. Contractors shall try and reduce movement of 

heavy vehicles during night time (22:00 to 06:00 hrs) during the 

construction period as much as possible. 

Air quality 

Hard enclosure walls not lower than 2 m high shall be set up around the 

construction area of the proposed project to prevent the impact of airborne 

dust in the construction site on the outside. 




Optimize the layout plan of the construction site; i.e. the concrete 

mixing area where air-borne dust is easily produced, shall be located at 

the southeast side of the site, keeping it far away from residential area. 

During the construction phase, all earthwork activities such as the 

preparation of roadbeds, pipelines…etc. will be undertaken along with 

watering measures to prevent air-borne dust pollution. 

Vehicle washing facilities will be set up (including drainage facilities) 

along with mud sedimentation facilities at the construction site. All 

vehicles shall complete the wash, cover and clean process before leaving 

the construction site, to prevent excess materials, building rubble and 

mulch from scattering around in the vicinity. 

The access road used to transport materials and the access road to the 


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storage yard shall be watered regularly. The contractor shall provide 

watering carts for watering, twice a day and this frequency should be 

appropriately increased in the hot-dry season or strong-windy weather to 

ensure air-borne dust pollutants are kept to a minimum. 

For materials such as concretes, sand and lime, which can easily get 

scattered during handling and various stages of logistics, should be kept 

covered and wind-proofed to reduce air-borne pollutants. 

Open type processing operations such as mixing mortar and concrete 

shall not be carried out openly in the construction site as they can easily 

generate air-borne dusts. 

The demolition and dismantlement of construction structures shall be 

carried out in calm weather conditions with lower levels of wind speed 

in order to reduce the amount of air-borne pollutants. Any unfinished 

work of the day should be covered along with watering measures as 

well. 

Control of marine 

water quality and 

marine life 

All drilling dregs shall be transported onto designated waste 

management centre in Thilafushi. 

The domestic sewage in the bridge construction site must be disposed 

via septic tanks and shall not be directly discharged into any canal or 

nearby ditches. 




The sewage from septic tank must be cleared and transported regularly 

after approval from local authorities. Domestic waste shall also be 

collected to a central location and transported regularly after approval 

from local authorities. 

The flushing wastewater for sandstone materials must be recycled after 


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sedimentation treatment in the sedimentation tank, and the final 

wastewater along with sewage from the septic tanks shall be transported 

together to the designated waste management centre in Thilafushi. 

Chemicals and hazardous materials used on the vessel shall be safely 

stored and secured. The sandstone, cement and other powdery materials 

stockpiled on the construction trestle, temporarily-constructed dock and 

concrete mixing vessel must be covered for safekeeping. 

During the construction phase, all machineries and vessels must be 

inspected strictly, so as to prevent oil spills. Oil spill kits shall be made 

readily available on site to handle any accidental spills. 

Disposal of any sewage, garbage and waste oil to the sea is strictly 

forbidden. Such waste should be gathered and disposed together with 

other pollutants on the bridge construction site. 

Prior to construction commencement, the detailed investigation shall be 

completed for the sea bed along the bridge pier construction area. Any 

live coral along the area and within 10m scope of its periphery should be 

transplanted. 

All operations shall be handled by experienced personnel and supervised 

thoroughly. 

Terrestrial flora and 

fauna management 

Any trees impacted by works along the land connection and parallel 

crossing on Male Island, shall be transplanted as per relevant local laws 

and regulations. Therein, there is an old Nika tree (Ficus benghalensis) 

on Moonlight Higun which falls in the vicinity of the land area 

connection plans of Male island for this project. Removal of this tree 

should be avoided as much as possible, and unless absolutely necessary, 





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measures shall be taken to consider transplanting options for this tree. 

The scope of activities that occupies land spaces for permanent and 

temporary construction features shall be controlled as strictly as 

possible. All the construction activities must be confined to the proposed 

site. 

The removal of any vegetation outside the proposed site is strictly 

forbidden. 

Upon completion of the bridge construction, the contractor shall clear 

the site, replant any necessary vegetation and/or return the land to its 

previous land owner. 

Health and safety of 

construction staff 

Experienced personnel shall be appointed to instruct and supervise 

work. 




First aid kit and evacuation facilities shall be made readily available on 

site at all times. 

Site will be made accessible only to authorise personnel and the area 

will be fenced off temporarily to restrict access to the general public. 

Work will be carried out during calm weather conditions for offshore 

boreholes. 

Chemicals and hazardous materials used on the vessel shall be safely 

stored and secured. 

As much as possible, work shall be carried out during the daytime. 

Safety precaution boards shall be erected on site. 


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8.3 Communications 

This EMP will be communicated to all actors with responsibilities for its implementation, 

including all parties involved in the construction and operation of the bridge. 

Regulatory filings such as the EIA and annual monitoring reports submitted to the EPA are an 

important part of external communications related to the environmental and social performance 

of the project. Potential risks and procedures included in the EMP to reduce identified risks will 

also be communicated to relevant stakeholders, such as the surrounding communities. 

Environmental and social reporting shall be undertaken to provide evidence of the ongoing 

implementation of the EMP and will cover training activities, site conditions and operations, 

monitoring data, details of non-conformances, incidents, complaints and follow up action, results 

of audits and reviews. Reporting shall be undertaken by the project proponent and the 

Environmental Consultant. The reporting shall constitute an annual report of the environmental 

performance of the facility and operations. The annual environmental reporting process is 

summarized in Figure 8.2. 


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Figure 8.2: Environmental Management Plan for construction and operation phase 



Environmental consultant 

• Issues raised from periodic review 

of project 

• Recording of complaints 

• Training of personnel 

• Environmental monitoring 

• Recording of incidents 

• Recording of complaints and 

follow up actions 

• Review of EMP 

• Training of personnel 

• Environmental monitoring 

audits 

• Review of EMP 

Preparation of draft environmental 

report 

Submission of report 

Annual environmental monitoring report 

finalized 


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8.4 Monitoring and Reporting Responsibilities 

The Ministry of Housing and Infrastructure will be responsible for regular monitoring and 

reporting of progress and achievements of the bridge project. The EPA, from time to time, will 

conduct an oversight of the sub-project results submitted by contractors and evaluate how the 

process was implemented. 

The EPA will be the lead agency for monitoring, reporting and evaluation on social impacts of 

the bridge. The Ministry of Housing and Infrastructure will establish a monitoring cell within the 

Ministry, particularly during the construction stage to gather information and consult on the 

bridge related issues. EPA will also carry out supervision to monitor progress of monitoring data 

collection. The main aim of supervision is to observe the challenges and to support the 

implementation teams. While most of the monitoring will be conducted by the MHI, if 

necessary, it may use the services of competent third party monitors to provide periodic and 

objective assessments of progress, shortfalls and challenges in the implementation of specific 

project components/sub-components. It may also seek assistance of the external consultants for 

advice and guidance on technical aspects such as changes in wave conditions. 

The monitoring and reporting of the bridge project at the different stages will include: 

A: Pre-construction to ensure that: (i) proposed construction activities, as applicable at each 

site(s), are subjected to environmental screening; plan and design for construction activities 

confirms to the Environmental Guidelines of the Government of the Maldives for Planning and 

Design; and (ii) site specific Environmental Assessment (EMP or EIA) for any changes to the 

approved EIA is prepared in time and incorporated into bidding documents for submission to the 

EPA for review and approval; 

B. During construction: The MHI and EPA, on an ongoing basis, will conduct compliance 

monitoring, using the specific environmental measures relevant to, and prescribed for the 

activities as well as to assess general environmental and social management/performance. 

Supervision, as well as progress report(s), should contain information with regard to social and 

environmental compliance as well as any difficulty or outstanding works need to be prepared. 

The findings should be discussed with the key stakeholders. The MHI and EPA will establish 

monitoring mechanism for operational stage monitoring. In addition, the Government of 

Maldives may consider an annual independent monitoring on social and environmental 

management and performance. The EPA will record these findings. 

C. Mid-Term and End-term Reviews: The EPA and MHI may conduct this, roughly during the 

middle of the project period, and an end-term review close to the time when the project ends. 

Important elements of these reviews will assess the project’s progress. 


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D: During post-construction: The EPA and the MHI will agree to jointly prepare a postconstruction, 

post bridge completion report for their records. In addition, joint reviews by the 

Government and the contractor each year when the project is under implementation may also be 

conducted. The objective is to ensure the collection of reasonably complete and credible data 

from all participating project institutions on the key performance indicators and others. 

8.5 Evaluation 

The objective of evaluation is to judge the impact of implementation effectiveness. It will be 

done through independent consultants having experience in similar tasks. This will be 

undertaken during midterm and end of the project. The evaluation will assess the effectiveness 

of addressing environmental and social impacts of the project. The midterm evaluation will give 

feedback for the implementation of the bridge environmental impact management framework. 

8.6 Capacity Building 

Past experiences of similar projects suggest that the capacity of the government to deal with 

social and environmental issues is generally weak at all levels. The MEE and MHI therefore, 

will strengthen environmental training during the bridge construction phase through the 

following suggested measures: 

• Providing bridge and offshore infrastructure related training and awareness sessions to 

environmental policy makers 

• Providing Environmental Assessment and Monitoring training specific to bridge and 

offshore construction projects to EPA staff 

• Preparing manuals and guidelines on how to assess the environmental impacts of bridge 

and offshore construction projects. 

• Recruit or identify a Social, Environment and Safety Officer, who will be responsible for 

the following: 

o Liaison point for contractor to assist in following the procedures set out in this 

EIA, particularly the screening and approval processes. 

o Monitor the compliance of social and environment aspects related to bridge 

project. 

o First point of contact for Grievance Redress Mechanism 

• Social, Environment and Safety Officer must have a background in social and 

environmental management and be provided training specific to bridge and offshore 

construction projects 


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8.7 Bridge EIA Implementation Budget 

The EIA related monitoring will be implemented and funded for most part by the MHI. The 

submissions, preparation of EAs and funding the mitigation measures will be responsibility of 

MHI and will be included as part of the overall project cost. 

The MHI will be responsible for financing the Social, Environment and Safety Officer post and 

monitoring activities. These are expected to be financed as part of the project administrative 

costs. 

8.8 Stakeholder Engagement 

Local regulatory requirements for stakeholder engagements are spelled out primarily in the EIA 

Regulations 2012, where pubic consultations are required with all relevant stakeholders during 

the preparation of the EIA. 

This project has gone through a stakeholder consultation process covering Government 

Agencies, civil society, business entities and the general public, among others. Consultations 

have also been undertaken during the EIA preparation process. More details of planning stage 

stakeholder engagement are presented in Chapter 10. 

Further engagements of stakeholders are expected throughout the construction stage. 

The public and persons affected by the project will engage the project through a Grievance 

Mechanism to be established by MHI. 

This report will be disclosed publicly on EPA website during evaluation stage for public review 

and comments. 

8.9 Health and Safety Management 

The purpose of this section is to define requirements and designate procedures to be followed 

during the construction activities for the project. All provisions of this section are mandatory to 

all contractors and subcontractors that may be engaged in all phases of the project. The 

provisions presented here conforms to the Employment Act of Maldives (Law number: 2/2008), 

specifically Chapter 8 of this Act: Work Place Safety and Employee Health. 

Project health and safety organization 

The project supervisor onsite has the overall authority and responsibility for all site related 

activities, including health and safety of the workers and public during construction stage. 


Page|226


All employees will have the right to refuse to work and/or stop work authority when the 

employee feels that the work is unsafe (including subcontractors) or where specified safety 

precautions are not adequate or fully understood. All employees have the right to refuse to work 

on any site or operation where the safety procedure specified in this document or other safety 

policies are not being followed. 

All authorized visitors to the project sites shall be briefed by the Supervisor on the health and 

safety risks at the site and will be required to comply with the health and safety policies 

specified here. Unauthorized visitors will not be permitted to the project site. 

Health and Safety Risks 

The main health and safety risks envisaged form this project are: 

a) Accidents and Fatigue 

There is a general risk of accidents leading to injury to workers, due to inadequate operational 

control procedures. This may occur during construction. Such risks will be minimized through 

close supervision of construction activities. Access to site will be regulated and restricted, to 

minimize the risk of accidents. Since traffic accidents during the transportation process can also 

endanger communities, special attention will be given to driver awareness. Another significant 

source of occupational health and safety risk is fatigue, which can result in injury and prolonged 

illness. Hence, the working hours of the personnel will be scheduled with such considerations. 

b) Noise 

Noise can pose a significant health risk, especially for those in close proximity to equipment that 

emit loud sounds. However, loud noise is unlikely to prolong beyond 3-4 hours a day at a 

stretch. 

Safety Program 

a) Personal protective equipment 

Personal Protective Equipment shall be provided to protect workers from physical hazard that 

may be encountered. All employees are required to be trained in the use, limitations, care and 

maintenance of the protective equipment that they will have to use during the project. 

All project personnel will be required to wear: 

• Boots (Leather boots with safety toe) 

• Hard hat (Resist penetration by objects, absorb shock/blow, water resistant and slow 

burning, 


Page|227


• Safety glasses 

• Masks 

• Gloves 

The following safety equipment must be used as required: 

• Ear mufflers (if working an high noise area) 

• Protective chemical gloves (when handling any waste oil or chemicals) 

• Safety harnesses 

All protective equipment’s must be inspected regularly for any malfunction/damages. 

b) Site Control 

• All authorized visitors to the project sites shall be informed to the Supervisor. 

Unauthorized visitors will not be permitted to the project site. 

• The working area of the site will be barricaded to prevent any trespassing into the area 

where the machineries are in constant work. 

• No open electrical connection will be kept at the site, all the switch boards, panels etc. 

will be covered and protected 

c) Safety Briefing 

All personnel will be made aware of task-specific health and safety risks that they may 

encounter during work. 

All personnel will be informed of fire prevention measures, fire extinguishing methods, and 

emergency response plan and evacuation procedures. 

Emergency Response 

The major categories of emergencies that could occur are: 

a) Illnesses and physical injuries 

b) Natural disasters (e.g., flooding) 

c) Fires and explosions 

All accidents should be immediately reported to the site supervisor. In case of fire, the 

supervisor or the most senior person on site must initiate a full evacuation from the site. 

First Aid box with the necessary medicine will be kept at the site office to take care of the small 

injuries etc. 


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In Male’ City, the emergency contacts are as follows: 


• Fire and Rescue: Maldives National Defence Force, Fire Department 

• Accidents and Ambulance: ADK hospital or IGM Hospital 

• Police: Central Police station 

Records of the any accident or fault will be maintained so that the precaution will be taken for 

future 


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9 ENVIRONMENTAL MONITORING PLAN 



This chapter will outline the monitoring plan for the proposed project. Environmental 

monitoring is essential because, although with proper mitigation measures, the overall 

environmental damage can be significantly minimized, an unforeseen impact may still occur. 

Furthermore, some of the impacts predicted may turn out to be far greater than predicted, 

making mitigation measures ineffective. Therefore, in order to avoid or reduce the chances of 

such events, regular and frequent environmental monitoring is vital. 

9.2 Objectives of the Monitoring Plan 

The main objectives of the monitoring plan are: 

• To identify whether the predicted impacts are accurate and mitigation measures taken are 

effective 

• To identify any unforeseen impacts so that appropriate mitigation measures can be taken 

at the earliest 

• To identify and resolve any issues of social unrest at the earliest 

• To eliminate or reduce environmental costs 

9.3 Before Construction 

The monitoring assessments prescribed in Table 9.1 are required before construction, if the 

construction activities begin 12 months from field survey dates in this EIA. 

9.4 Monitoring during Construction Phase 

Table 9.2 shows the details of the different monitoring attributes and parameters must be 

monitored during the construction stage. 

Additionally, the following aspects will be monitored during the construction stage to ensure that 

environmental impacts are minimized. 

• Daily monitoring to ensure that the cleared areas and other construction processes are not 

creating any significant dust nuisance for the local environment. 

• Daily monitoring of vehicle refuelling and repair should be undertaken to ensure that 

these exercises are carried out on hardstands and to ensure that they are done properly. 

This is to reduce the potential of soil contamination from spills. Spot checks will be 

conducted by the site supervisor. 


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• Daily inspection of site clearance activities to ensure that the proposed construction plans 

are followed. 

• Weekly assessment to determine that toilets are in proper working order. This will ensure 

that sewage disposal will be adequately treated. 

• Monitor and ensure that approved suppliers and sources of local materials are used, 

where practical. 

9.5 Monitoring during operations phase 

Table 9.3 shows the details of the different monitoring attributes and parameters must be 

monitored during the operations stage. 

The purpose of these assessments are to identify the potential negative effects of the bridge 

operations such as emissions, water runoff, marine ecological changes, traffic accidents and 

provide guidance to undertake corrective measures. 

9.6 Socio-economic impact monitoring 

Table 9.4 shows the details of the socio-economic impact monitoring matrix. 

9.7 Monitoring Report 

A detailed environmental monitoring report is required to be compiled and submitted to the EPA 

annually based on the data collected for monitoring the parameters included in the monitoring 

plan given in the EIA. This report may be submitted to the relevant Government agencies in 

order to demonstrate compliance. If required, however, a monitoring report for the proposed 

work phase may be prepared and submitted to the Ministry of Environment. The report will 

include details of the site, strategy of data collection and analysis, quality control measures, 

sampling frequency and monitoring analysis and details of methodologies and protocols 

followed. In addition to this more frequent reporting of environmental monitoring will be 

communicated among the environmental consultant, project proponent, the contractors and 

supervisors to ensure possible negative impacts are mitigated appropriately during and after the 

project. 

9.8 Commitment for Monitoring 

The proponent is fully committed to undertake the monitoring program outlined in this Chapter 

(refer Appendix L of this report). 


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Table 9.1: Before construction monitoring plan 

Monitoring 

aspect 

Seawater 

quality 

Noise levels 

Marine 

ecology 

Indicators Locations Methodology Frequency of 

monitoring 

The following parameters will 

Surveys sites W1, Water samples tested Once prior to 

be tested: 

W2, W4, W6, at a certified commencement of 

Temperature, Salinity, pH, 

W7, W10, W9 laboratory or using construction 

Turbidity, Sedimentation rate, (See survey certified equipment activities 

Total Suspended Solids, Nitrate, locations map) 

Phosphate, 

Sulfate, 

Hydrocarbons, BOD, COD, 

Nitrogen ammonia 

Equivalent day and night time Surveys sites N1 

Using noise meter Once prior to 

noise levels (Leq) in dBA – N12 (See 

(continuously for 24 commencement of 

survey locations 

hrs) at continuous construction 

map) & at monitoring receptors activities 

Hulhule southern and at selected 

tip 

intervals for the rest 

Indicator species density and 

diversity 

Sighting of Maldivian marine 

Surveys sites T1 – 

T7 (See survey 

locations map) & 

LIT surveys, and Fish 

census 

Visual observations 

Once prior to 


construction 

Applicable 

standards 

Maldivian marine 

water monitoring 

standards 

provided by EPA 

Manufacture 

specifications for 

machineries/equip 

ment noise 

WHO guidelines 

for community 

noise 1999 for 

industrial and 

commercial area 

Maldivian marine 

protected life 

Est. Total 

Costs RF 4 

Rf 10,400 

Rf 2500-3000 

Rf 7000 – 

14,000 

4 Estimates based on current market rates 


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Ground 

Water 

Quality 

(ground 

water) 

protected species viz. marine 

turtles, clams, black corals, 

whale shark, dolphins, conch 

shell and lobster species 

The following parameters will 

be tested: 


Nitrate, Phosphate, Total 

Coliform, Faecal coliform, 

Hydrocarbons 

Maldives victory 

dive site 

One from each 

site (Locations 

G1, G3, G4) 

activities 

Laboratory analysis Once prior to 


construction 

activities 

Maldivian (EPA) 

ground water 

monitoring 

standards (See 

Appendix A, 

Annex 1, Section 

1) 

Rf. 4000 


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Table 9.2: Monitoring schedule for construction stage 

Monitoring 

Attribute 

Marine 

Water 

Quality 

(Marine) 

Ground 

Water 

Quality 

(ground 

water) 

Ambient air 

quality 

(Vehicles 

constructio 

n emissions) 

Marine 

Water 

Contaminat 

ion 

Indicator 

The following parameters will be 

tested: 


Turbidity, Sedimentation rate, 

Total Suspended Solids, Nitrate, 

Phosphate, Sulfate, 

Hydrocarbons, , BOD, COD 


tested: 




Hydrocarbons 

Solid particles: PM 10 , PM 2.5 

Gases: NO x , CO, 

SO2 

Oil spills 

(Surface layer of groundwater) 

Oil leakage from machinery or 

vessels 

Methodology 

Laboratory 

analysis 

Laboratory 

analysis 

Certified 

portable 

equipment 

Visual 

observation 

Maintenance and 

tuning of all 

machinery & 

vessels 

Locations & 

samples 

Surveys sites 

SW1 – SW12 

(See survey 

locations map) 

One from each 


G1, G3, G4) 

Sites A1 , A2, 

A3 

corresponding 

to work sites 

All area where 

oil is handled 

All area where 

oil is handled 

Excavated 

areas 

Frequency 

Once every three months 

during construction 





Daily for the duration of the 

project 

Weekly during the 


Applicable 

standard 

WHO marine water 

quality standards 


ground water 

monitoring standards 

(See Appendix A, 

Annex 1, Section 1) 

USEPA standard 

NA 

NA 

Est. Total 

Costs RF 5 

Rf83,000 

Rf16,000 

Rf36,000 

Included in 

contractor 

fees 

Included in 

contractor 

fees 

5 Total construction and operations stage 


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Monitoring 

Attribute 

Reef slope 

monitoring 

Noise 

Waste 

Land traffic 

monitoring 

Indicator 

Width of cracks; formation of 

new cracks 

Equivalent day and night time 

noise levels (Leq) in dBA 

Nosie complaints received 

Number of trucks/barges carrying 

general waste site for disposal 

Estimated dreg/slag in cbm 

transferred to Thilafushi waste 

site for disposal 

Type and amount of waste, types 

and fractions of waste 

(hazardous, nonhazardous, 

communal, inert) 

Complaints received 

Traffic count 

Methodology 

Manual 

measurements 

Using noise 

meter 

(continuously for 

24 hrs) at 

continuous 

monitoring 

receptors and at 

selected intervals 

for the rest 

Daily logs 

Daily logs 

Traffic counts 

continuously for 

24 hrs in front of 

Dharubaaruge 

and Tascaloosa 

restaurant during 

construction; 


Locations & 

samples 

All cracked 

sites, 

particularly the 

NE corner of 

Male’ 

Surveys sites 

N1 – N12 (See 

survey 


& at Hulhule 

southern tip 

Bridge 

construction 

site and three 

works sites 

Project site 

Frequency 

Every four months during 

construction 

Once every month during 

construction. 

Everyday 

Waste census every 3 months 


Everyday daily logs 

Traffic count once every 3 

months during construction 

Applicable 

standard 

NA 

Est. Total 

Costs RF 5 

Conducted 

with marine 

ecology 

surveys 

NA Rf 60,000 

NA 

NA 

Included in 

contractor 

fees 

Waste 

census: Rf 

15,000 

Daily Logs 

included in 

contractor 

fees 

Traffic 

Count 

~Rf16,000 


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Monitoring 

Attribute 

Indicator 

Methodology 


24 hrs on the 

bridge 

Locations & 

samples 

Frequency 

Applicable 

standard 

Est. Total 

Costs RF 5 

Marine 

ecology 


diversity 



turtles, clams, black corals, whale 

shark, dolphins, conch shell and 

lobster species 

Photoquadrat 

surveys, and Fish 

census 

Visual 

observations 

Surveys sites 

T1 – T7 (See 

survey 


& Maldives 

victory dive 

site 



Reef Check or 

equivalent coral reef 

monitoring 

EPA/MRC standard 

~Rf60,000 


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Table 9.3: Monitoring schedule for operations stage 

Monitoring 

Attribute 

Marine 

Water 

Quality 

(Marine) 

Ground 

Water 

Quality 

(ground 

water) 

Ambient air 

quality 

(Vehicles 

constructio 

n emissions) 

Noise 

Indicator 


tested: 


Turbidity, Sedimentation rate, 

Total Suspended Solids, Nitrate, 

Phosphate, Sulfate, 

Hydrocarbons, , BOD, COD 


tested: 




Hydrocarbons 

Solid particles: PM 10 , PM 2.5 

Gases: NO x , CO, 

SO2 

Equivalent day and night time 

noise levels (Leq) in dBA 

Nosie complaints received 

Methodology 

Laboratory 

analysis 

Laboratory 

analysis 

Certified 

portable 

equipment 

Using noise 

meter 

(continuously for 

24 hrs) at 

continuous 

monitoring 

receptors and at 

selected intervals 

for the rest 

Locations & 

samples 

Surveys sites 

SW1 – SW12 

(See survey 


One from each 


G1, G3, G4) 

At the bridge 

landing points 

in Male’ and 

Hulhule 

Surveys sites 

N1 – N12 (See 

survey 


& at the bridge 

landing points 

in Male’ and 

Hulhule. 

Frequency 

Once annually during 

operational phase for 5 years 

At the end of the first year of 

operation 



Once every year for 5 years 

Applicable 

standard 

WHO marine water 

quality standards 


ground water 

monitoring standards 

(See Appendix A, 

Annex 1, Section 1) 

USEPA standard 

Est. Total 

Costs RF 6 

Rf60,000 

Rf20,000 

Rf15,000 

NA Rf 15,000 

6 Total construction and operations stage 


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Monitoring 

Attribute 

Land traffic 

monitoring 

Marine 

ecology 

Indicator 

Traffic count (incoming and 

outgoing for Male’ and Hulhule) 

Traffic accidents on the bridge 

and bridge lading areas 


diversity 



turtles, clams, black corals, whale 

shark, dolphins, conch shell and 

lobster species 

Methodology 



24 hrs at bridge 

landing point at 

Male’ and on the 

road leading to 

Hulhule. 

LIT surveys, and 

Fish census 

Visual 

observations 

Locations & 

samples 

Project site 

Surveys sites 

T1 – T7 (See 

survey 


& Maldives 

victory dive 

site 

Frequency 

Once every month during 

operation for 5 years 



Applicable 

standard 

NA 

Reef Check or 

equivalent coral reef 

monitoring 

EPA/MRC standard 

Est. Total 

Costs RF 6 

Undertaken 

by staff of 

Government 

Agencies 

~Rf40,000 


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Table 9.4: Monitoring schedule for socio-economic impacts 

Impact Indicator Source of Information Responsibility 

Existing - Information sharing and consultation with key Dhiraagu, Ooredoo, MHI 

infrastructure stakeholders who will be impacted by the project 

- Cost of relocation of infrastructure 

Stelco, MWSC 

MHI 

Aviation Safety - Number of incidents that require the attention of Maldives Civil Aviation MHI 

Civil Aviation Authority 

Authority 

Road safety - Number of near misses and accidents Maldives Police Services MHI 

(Traffic Police) 

Limited 

accessibility to 

existing users of 

- Number of people affected 

- Alternative arrangements provided 

Direct Surveys 

Records and minutes held 

MHI 

MHI 

the project area 

by proponent 

Livelihood of - Number of people whose livelihood is affected A periodic panel survey of MHI 

ferry operators 

ferry operators and 

and employees 

employees 

- Alternative arrangements and compensation provided Records, agreements on MHI 

alternatives and retraining 

Livelihood of Policies, regulations and standards developed to Official government MHI 

taxi operators regulate taxi service 

records of Maldives 

and taxi drivers 

Transport Authority 

Changes to livelihoods of taxi drivers 

Periodic survey of taxi MHI 

operators and taxi drivers 

Public finance Proportion of national budget allocated for operation Ministry of Finance and MHI 

and maintenance 

Treasury 

Employment - Number of technical and unskilled workers hired and Contractor MHI 


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Impact Indicator Source of Information Responsibility 

contract duration 

- Local to Foreign worker ratio 

Economic 

livelihood 

impacts 

and 

Social conflicts 

- Individual project cost saving to utility company 

- Number of new shops and services established in 

Hulhumale’ 

- Cumulative cost saving from operation of ferries 

- Changes in household incomes in the project location 

- Changes in the number of private motor cars and 

motor cycles 

- Trends in number of taxis and number of taxi trips 

- Number of stakeholders consulted and minutes of the 

meetings. 

- Number of contractors to whom information is given 

- Number of complaints received on inconvenience 

and grievances 

STELCO 

HDC 

MTCC 

DNP 

MTA 

MTA 

MHI 

MHI 

MHI/Contractor 


MHI 

MHI 

MHI 

MHI 

MHI 

MHI 

MHI 

MHI 

MHI 

Surfing 

Changes in wave conditions 

Trends in the number of days and number of surfers 

using the area 

Trends in number of international 

Contractor 

Maldives 

Association 

Surfers 

MHI 

MHI 


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10 STAKEHOLDER CONSULTATIONS 


During the EIA preparation for the bridge project, stakeholder consultations were conducted 

extensively. Stakeholder consultations were conducted between 15 th June and 5th July 2015. The 

list of stakeholders and methodology used in presented in Section 1.7.4. The questionnaires used 

in the assessment are presented in Appendix M. Consultation notes are provided in Appendix J. 

This chapter summarises the findings from the stakeholder consultations. 

10.2 Summary of stakeholder concerns and issues 

Overall, the issues raised by all the consulted parties were similar with the exception of the two 

network operating companies and utility companies. The telecommunication service providers 

and the utility companies had issues of moving their infrastructure in the project area, 

particularly cables and pipes, but were quite positive as long as adequate time and consideration 

was given to them. 

The government regulatory authorities and City Council had no major concerns other than 

congestion and social issues that might entail. 

Maldives Ports Limited have already started diverting the larger shipping vessels to the most 

feasible alternative route as those ships will no longer be able to travel through Gaadhoo Koa 

once the construction of the bridge has begun. 

Civil Aviation and the Airports Company raised concerns over the effects the bridge would have 

on the runway but also provided alternative and mitigating measures. 

The Surfers had major concern or fear of changes to the waves and loss of their surf spot, which 

is utilized by the largest population of surfers in Maldives. 

No specific issues with regard to marine life were raised. 

Ministry of Environment and Energy has done a feasibility study on the possibilities of installing 

solar panels on the bridge, however decided not to go ahead with the plan, as the maintenance 

cost is too high. The official from the ministry recommended taking proper measures to prevent 

collision of boats with the pillars of the bridge. 


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The Maldives Metrological Services raised concerns that the location of the proposed bridge is a 

strong wave action area and recommended to do a long-term study of the waves and current at 

the site before finalizing the design. 

The overall consultations sound off a positive note with solutions and alternatives and mitigation 

mechanism to combat any challenges that arose except for the loss of the recreational space and 

the surf spots. These two main issues need further deliberation and alternatives. 

10.3 Key findings of ferry user consultations 

10.3.1 Public awareness and acceptance 

According to the survey results, 98% of the current ferry users are aware of the bridge 

development. 

When the respondents were ask what their concerns were regarding the proposed bridge project, 

44% of the respondents said that they do not have any concerns. However, 23% of the 

respondents were skeptical about the project as they are still unsure if the proposed project 

would happen any time soon or at all. Among the people who responded to the question, 9% of 

them reported positive comments about the project. 

While, 7% of the respondents raised concerns over the environmental impacts of the project, a 

further 5% were concerned about safety and 5% on the destruction to the surfing spot in the 

project area. 

The members of the public who were consulted welcome the bridge development. The 

overwhelming reason for the public acceptance is their perception that bridge will improve 

connectivity. Members of the public believe that they will be able to use private motorcycles and 

public transport to travel between Hulhumale’ and Male’. The residents of Hulhumale’ perceive 

that bridge is a very good initiative that will increase the value of land and property in 

Hulhumale’. The perception is that bridge will improve transport options and transport safety. 

Most believe that bridge is a safer transport option than ferry travel. 

10.3.2 Existing travel (Hulhumale’-Male’) 

25% of those who travel between Male’ and Hulhumale’ commute to work. 17% stated they 

travel for leisure. 13% are students who travel for education. 48% of respondents travelling on 

the Hulhumale’ dhoni ferry reported using the service on a daily basis. The frequency of 

respondents travelling on Hulhumale’ express ferry is equally distributed with 26% using the 

service daily, followed by 24% several times a month and 21% less than once a month 


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The highest share of respondents travelling on Hulhumale’ dhoani ferry reported using 

motorcycle (33%) or public bus (33%) on arriving at their ferry destination. A further 25% also 

reported walking from the ferry terminal to their final destination. 

35% of respondents using Hulhumale’ express ferry also reported walking from the ferry 

terminal to their final destination (35%), followed by a 28% of respondents using motorcycle 

and 21% taxis to reach their final destination. 

10.3.3 Existing travel (Male’-Hulhule) 

The majority of people taking Hulhule’ dhoani ferry and express ferry do so to access the airport 

services (79% and 52% respectively). However, a further 12% of respondents taking Hulhule’ 

dhaoni ferry and 24% taking Hulhule express ferry reported using the ferry for employment 

purposes. The majority of the respondents (53%), using Hulhule’ Dhoani (boat) ferry, reported 

using the ferry services less than once a month. However, a further 23% reported using service 

on a daily basis. Among the people travelling on the Hulhule’ speedboat, 43% reported using the 

service on a daily basis. A further 21% reported using the service on less than once a month. 

Majority of people travelling to Hulhule’, both on the dhoani ferry and express ferry, walk to 

their destination once they get off the ferry (52% of respondents using Hulhule’ dhoani ferry and 

68% using Hulhule express ferry). 

10.3.4 Advantages of current mode of travel 

Majority of respondents reported that the main advantage of their current mode of ferry 

transportation is its affordability (35%). An additional 30% also reported speed as an important 

advantage of their current mode of ferry transportation. 

10.3.5 Preferred mode of travel 

The respondents were asked on their preferred mode of transportation for travelling between 

Male’, Hulhule’, and Hulhumale, for both daily uses and one off uses, once the bridge is 

operational. 

For daily commuting between Male’ and Hulhumale’, most people’s preferred mode of 

transportation is by motorcycles (41%) followed by public bus (26%). For one off travels 

between Male’ and Hulhumale’, most people prefer to use motorcycles (35%), followed by 

public bus (23%) and taxis (22%). 


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For daily commuting between Male’ and Hulhule’, most respondents’ prefer to take motorcycles 

(36%) followed by public bus (29%). For one off travel between Male’ and Hulhule, most 

respondents prefer to take motorcycles (36%) followed by public bus (25%) or taxis (25%). 

10.3.6 Benefits of bridge development 

When the respondents were asked how they think the proposed project would benefit the people, 

the biggest share of respondents reported that the proposed bridge would make their travel 

experience much easier (33%). An additional 21% also stated that they would reach their 

destination faster than their current mode of transportation, which will eventually save them a lot 

of time. While another 6% also reported that the proposed bridge would provide an additional 

transportation option for the current and future commuters, a further 4% of respondents 

highlighted that the proposed bridge will make travelling between Male’ Hulhule’ and Male’ 

Hulhumale’ more convenient for them. Additionally, 3% responded that the proposed bridge 

would provide a safer travel alternative for commuters during rough sea and bad weather. 

Furthermore, 8% of the respondents provided negative comments to this question. One of the 

major concerns raised under this theme is regarding the additional traffic congestion Male’ will 

experience in the future. 

10.3.7 Enhance the positive impact of the project 

When the respondents were asked to provide any additional comments or suggestions, one of the 

most frequent requests was to speed up the project and to complete the bridge as soon as 

possible (7%). 

While 6% percent of the respondents provided positive comments and suggestions regarding the 

proposed project, 6% of the respondents also suggested that the project is unnecessary and the 

financing for the proposed project could be used for other more important development needs of 

the country. Another 4% of the respondents also suggested that the proposed project is a waste 

of money and other resources and could be put into better use. 

Other frequent suggestions for the proposed project include making the bridge environmentally 

friendly (5%) and affordable (4%). Another 4% of the respondents also suggested choosing an 

alternative location for the project. 


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10.4 Key findings of the public consultations 

10.4.1 Use of the Area Surrounding the Proposed Project Location 

The respondents were asked if they you use lonuziyarai kolhu area (the area around Henveiru 

Park, Dharubaaruge and Dhivehiraajjeyge Adu) or the Raalhugandu (surfing spot) for any 

purpose. If they responded with a Yes, follow up questions were asked regarding the frequency 

and purpose of use. 

Among the 380 people who were interviewed, 57% said that they use the area surrounding the 

proposed project location for different purposes. 

Among the people who reported using the area for different purposes, the majority of people use 

it as a spot to hang out with their friends and family (53%). A further 13% reported visiting the 

playground in the area with kids, while 7% reported using the area for surfing or body boarding 

and another 7% for jogging or exercising. 

29% of the people who reported using the area, use it several times a week, followed by 22% 

using it weekly and another 22% several times a month. A further 20% also reported using the 

area on a daily basis. 

The area surrounding the project location is currently being used by the majority of people living 

in the greater Male’ region. Analysis from the survey also shows that the area is most popular 

among the male youths. It is mainly used as a socializing spot for young people as well as for 

sports and recreational activities. Given the limited amount of such spaces in Male’, the 

majority of respondents also reported using the area on a very frequent basis. 

10.4.2 Awareness of the project 

When respondents were asked if they have heard of the proposed project, 98% of the 

respondents reported a yes. This could mainly account to the widespread discussions of the 

proposed project in the news media and social media in the recent past. 

10.4.3 Preferred Mode of Transportation Once the Bridge is Operational 

The respondents were asked on their preferred mode of transportation for travelling between 

Male’, Hulhule’, and Hulhumale’, for both daily uses and one off uses, once the bridge is 

operational. 


Page|245


For daily commuting between Male’ and Hulhumale’, most people’s preferred mode of 

transportation is by motorcycles (48%) followed by public bus (24%). For one off travels 

between Male’ and Hulhumale’, most people prefer to use motorcycles (33%), followed by taxis 

(30%). 

For daily commuting between Male’ and Hulhule’, most respondents’ prefer to take either 

motorcycles (24%) or taxis (24%). For one off travel between Male’ and Hulhule , most 

respondents prefer to take motorcycles (36%) followed by public bus (29%). 

10.4.4 Concerns regarding the project 

When the respondents were ask what their concerns were regarding the proposed bridge project, 

37% of the respondents said that they do not have any concerns. However, 13% of the 

respondents raised concerns over the possible negative impacts on the reef and overall 

environment of the project area. Among the people who responded to the question, 9% also 

expressed concerns regarding traffic congestion in Male’ and related safety issues. 

Furthermore, 7% of the respondents raised concerns over the destruction of the surfing spot in 

the proposed project area and a further 7% were sceptical about the practicality of the proposed 

project. 

10.4.5 Benefits of the project 

When the respondents were asked how they think the proposed project would benefit the people, 

the biggest share of respondents reported that the proposed bridge would make their travel 

experience much easier (39%). An additional 19% also stated that they would reach their 

destination faster than their current mode of transportation, which will eventually save them a lot 

of time. While another 7% provided various positive comments about the proposed project, a 

further 6% of respondents highlighted that the proposed bridge will make travelling much safer 

for them. 

Furthermore, 5% of the respondents were sceptical about the proposed project, as they still do 

not believe that the project will happen anytime soon or at all. 

10.4.6 Enhancing the impact of the project 

When the respondents were asked to provide any additional comments or suggestions, 22% of 

the respondents provided various positive comments regarding the project. However, 8% of the 

respondents also suggested that the project is unnecessary and the financing for the proposed 

project could be used for other more important development needs of the country. 


Page|246


Other frequent suggestions for the proposed project include ensuring safety measures (8%) and 

affordability of the project (6%). 7% of the respondents also suggested to speed up the project. 

While 5% of the respondents to this question were against the project, a further 5% provided 

negative comments and 4% suggested choosing an alternative location for the proposed bridge. 


Page|247

11 Potential Data Gaps and Assessment Limitations 

11.1 Gaps in Information 


The environment of Maldives is generally poorly understood. This may be due to the lack of 

detailed studies in the Maldives. Much of the literatures on coral islands are derived from studies 

done in the Pacific which unfortunately has very different climatic and geologic settings. 

Diminutive knowledge is known about the hydro-geology of the parts of most aquifers that 

contain saline water compared to the parts that contain freshwater. Utmost ground-water source 

evaluations have been dedicated to instituting the extent and properties of freshwater aquifers, 

whereas evaluations of saline water-bearing units have been commonly devoted to determining 

the effects on freshwater movement. 

Detailed environmental analysis for an EIA is often required to be undertaken in a relatively 

short period of time. Give the seasonal climatic variations in Maldives and the differences in 

local geomorphologic and climate settings in individual islands such a short time frame is often 

too little to assess selected aspects of the environment. This problem is compounded by the 

absence of long-term studies in other parts of Maldives. Hence, most EIA’s end up being based 

on an environmental snapshot of specific point in time. However, experienced EIA specialists 

can deliver a close match to reality based on a number of similar assessments. In this regard, the 

following gaps could be identified in information. 

− Absence of long-term site specific or even regional data (at least 2 years). Most 

critical data include current, wave and terrestrial modification history. 

− Absence of historical and long-term records on reef and lagoon environment. 

− Lack of detailed data on geology and soil due to time limitation in EIA 

submission. 

− Lack of current and wave data as the wave and current gauges for the project 

are currently deployed in the lagoon and will require some time to extract. 

These gaps are seriously considered in the assessment and care has been taken to address the 

issue in designing mitigation measures and the monitoring programme. 

11.2 Uncertainties in Impact Prediction 

Environmental impact prediction involves a certain degree of uncertainty as the natural and 

anthropogenic impacts can vary from place to place due to even slight differences in ecological, 

geomorphological or social conditions in a particular place. 


Page|248


As note earlier, there is also no long term data and information regarding the particular site 

under consideration, which makes it difficult to predict impacts. It is important to consider that 

there will be uncertainties and voluntary monitoring of natural processes as described in the 

monitoring programme is absolutely essential. 

Similar projects, at this scale, have not been undertaken in the Maldives and similar scale project 

in coral reef and atoll environment setting is rare. This poses a challenge in accurately predicting 

the impacts from the project 

Table 11.1: EIA study aspects and their limitations 

Issue/Item Required Information Current Status / action 

Detailed Master A broader Master Plan for the region There is no detailed master plan. 

Plan of the Male’ 

Urban region 

Engineering 

designs 

Detailed engineering designs such as 

M&E and structural designs 

Details can only be worked out 

after the EIA approval. 

Details of the Exact model of equipment 

Use typical equipment details 

utility machinery 

and equipment 

Geological studies Detailed seismic and geotechnical 

studies of Male’. 

Borehole data 

Data not available at local level; 

use broad level studies undertaken 

for Maldives; 

Borehole data not ready 

Demand and road Detailed demand analysis and traffic Not available as this is the first of 

usage 

forecast for 10 years 

its kind; use ferry traffic as proxy 

Environmental Detailed data on geology, Baseline snapshots of the site taken 

baseline data hydrogeology and soil. 

Air quality measurements 

to design mitigation measures 

Estimated based on other similar 

Up-to-date Socio-economic data of studies in Maldives 

Male’ 

Primary date collection will be time 

consuming; Secondary sources will 

be used 

Environmental 

Standards 

Environmental Standards for Air and 

Noise Quality 

USEPA standards followed 


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12 CONCLUSIONS 

The key conclusions of this EIA are summarized below. 

− The project involves the construction and operation of a bridge linking Hulhule and 

Male’ Island across Gaadhoo Koa atoll pass. This is the first bridge of its kind in the 

Maldives. The total length of the proposed bridge is 2 km; the section of the bridge that 

covers the overwater area across Gaadhoo Koa channel is 1.39 km. The elevation of the 

bridge is 20 m. The bridge landing area on Male’ side is next to the Tsunami Monument 

and onto the Boduthakurufaanu Magu. The landing area on Hulhumale’ is on the 

southern tip of Hulhule Island. 

− The structure is planned and designed to the environmental best practices suitable for 

the fragile environment of Maldives and the conditions in Male’. The design uses bored 

cast-on-site piles drilled to depths of up to 50 m from the reef pass bed. Pile-group 

foundation is proposed for the main piers and the transition piers. There will be 12 or 8 

main piers of bored piles with cross-sections ranging between 2.5 – 2.8 m. There will be 

6 transition piers of bored piles with a diameter of 1.6 m. The main bridge is a 

prestressed concrete six-span continuous rigid frame structure. The main bridge is 760 

m long. The approach bridge is pre-stressed concrete I-type beam bridge and is 630 m 

long. Land reclamation and shore protection is required at the southern tip of Hulhule 

island to facilitate the landing area. Sand for reclamation will be sought from 

Gulhifalhu reef. 

− The proposed developments are generally in conformance to the laws and regulations of 

the Maldives. Additional approvals are required for the following before 

commencement of project activities. 

o Detailed drawings approval from Ministry of Housing 

o Approvals from Ministry of Housing for construction in Male’ 

o Approvals from City Council for road closure 

o Dewatering application and approval before commencement of any 

dewatering activities. 

o Approvals from Civil Aviation to operate the bridge on the southern end of 

Hulhule 

− The proposed site for the project is Gaadhoo Koa. On Male’ side, the structure utilises 

the gentle reef slope on the SE corner of Male’ to construct the bridge approach. The 

main pillars are located at 40 m depth on the channel bottom and the approach for 

Hulhule is partially on the Hulhule reef slope. The channel experiences strong tidal flow 

and receives strong swells from the SE direction. In particular, the wave conditions on 

the SE reef corner of Male’ and on the southern tip of Hulhule Island is particularly 


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strong. The ecological condition of the reef around the proposed site is poor. However, 

there is a prominent dive site – the Maldives Victory - within close proximity to the 

site. The coastal areas around both Hulhule and Male’ island is protected using shore 

protection measures and therefore impacts on coastal environment and erosion is nonexistent. 

The proposed bridge passes over Raalhugandu, a prominent surfing spot in 

Male’. Gaadhoo Koa is at present the main shipping lane for Male’ port but will have to 

be closed down permanently. The proposed worksites at Hulhumale’ and Hulhule are 

barren land which were recently reclaimed. The sites on Male’ will occupy land 

presently used for recreation. Traffic flow at the proposed site is very high and road 

closure is imminent. Traffic will have to be diverted. The proposed landing area on the 

southern tip of Hulhumale’ will interfere with flight path and therefore will have the 

work times restricted. 

− The negative physical impacts during the construction stage of this project are limited 

to the immediate vicinity of the project site and work sites. These include impacts on 

groundwater quality due to potential contamination; impacts on marine water quality 

due to drilling, reclamation, dredging, accidental oil or chemical spills, sewage, waste 

dumping and anchoring; vegetation loss on Male’ site, impacts on marine ecology due 

to drilling, dredging, reclamation, shore protection, anchoring, self-lifting platform 

spuds; potential impacts on reef slope geology due to vibrations and drilling; 

hydrodynamic changes in relation to tidal flow and wave height changes; and noise, 

dust and vibration impacts around Male’ landing site and Hulhumale’ work sites. Socio 

economic negative impacts include significant impacts on marine traffic which would 

be blocked off for the entire construction period; increased of shipping; impacts on the 

surfing activities during construction; impacts on recreational activities at Adi Park; 

land traffic disruption; disruptions to airport activities; social impacts associated with a 

having large foreign workforce and impacts on visual amenity. 

− Negative impacts during operation stage include loss of livelihood for ferry operators; 

increased accidents due to speeding, traffic congestion in Male’ due presence of more 

vehicles arriving from Hulhumale’; rapid increase in traffic in Hulhumale’ which at 

present enjoys limited traffic; potential effects on surfing activities; parking challenges 

at airport, effects of surface runoff on marine water quality due to contaminants on the 

road surface; noise impacts around Male’ landing area, increased cost of airport transfer 

if the ferry services are ceased; impacts of shading from bridge on marine ecology; and, 

potential marine accidents with the bridge piers. 

− The project mainly has positive socio-economic benefits, including increased direct and 

indirect job opportunities, growth of Hulhumale’ as an extension of Male’, ease of 

transport, tourism growth in Hulhumale’ and availability of better housing options. 

− Stakeholders covering relevant government agencies, civil society and economic 

entities were consulted and their concerns are included in the report and recommended 


Page|251


for the eventual implementation. In addition, a public opinion survey covering 847 

respondents was conducted at the ferry terminal and within Male’. In general, there was 

an overwhelming positive response towards the project. The concerns of the 

Government agencies were similar focusing on bridge design parameters (such as 

bridge width, elevation, appearance and location), functionality (eg. how it fits within 

the broader master plan and traffic flow requirements), jurisdictional issues, and 

impacts on Male’ traffic. Some serious specific concerns were raised by some economic 

entities such as the communications service providers who will incur a significant cost 

to relocate their main manhole connecting the submarine fibre optic cables which 

support most of the communications of Male’. The manhole is located right below the 

bridge landing area and any shifting will involve significant disruption to 

communications in Maldives, specifically because the two service providers have their 

cables landing a the proposed bridge site. Concerns also exist with Maldives Ports 

Authority regarding closure of Gaadhoo Koa, but they have already been preparing for 

the change. Civil Aviation raised concerns about the bridge elevation, equipment 

elevation during construction, lighting during construction and operation and the 

significant time restrictions imposed when working closer to the airport. Among civic 

society the surfers have serious concerns regarding the potential unuseability of the 

surfing area, Raalhugandu, due to closure during construction and due to potential 

changes in wave conditions following pier construction. Public using the Adi Park area 

were concerned that the most heavily used areas are currently planned to be used as a 

work site in Male ‘during construction. They recommended changing the orientation to 

avoid the main areas of use. This change has been recommended in the alternatives 

section 

− A number of mitigation measures are proposed for the most significant impacts from 

the project. These include reuse of dreg removed from the drilling activities for 

backfilling in Thilafushi, proper management of sewage, relocating trees within the 

project foot print, limiting working hours around bring landing site in Male’, planned 

rerouting of traffic, proper management and disposal of drilling fluids, installing anticollision 

measures for marine traffic, measure to prevent marine and ground water 

pollution, measures to prevent sedimentation during dredging and reclamation, and 

measures to minimise impacts on social activities within the project foot print. 

− Alternatives options were evaluated for the activities that are identified to have 

significant impacts on or from the project. These include the choice of bridge location, 

bridge design scheme, foundation designs, dredging options and work site locations. 

Among these, given the high impact on recreational activities in Adi park area, an 

alternative site is recommended but within Adi Park area. 

− The monitoring plan has been designed with a focus to analyse the significant impacts 

over time. Cost of monitoring is estimated at US$10,000 per year. 


Page|252


− A management framework has been proposed and it is essential that this framework be 

used in the construction and operation stage of the project. 

As the project has limited major adverse environmental impacts and relatively high socio 

economic impact, the project needs to move forward after taking into consideration the 

mitigation measures and the alternatives presented in this report. 


Page|253


REFERENCES 

Aubert, O., and Droxler, A., 1992. General Cenozoic evolution of the Maldives carbonate 

system (equatorial Indian Ocean). Bulletin des Centres de Recherches Exploration-Production 

Elf Aquitane, 16, 113–136. 

ALI, S. (2005). December 26 2004 Tsunami Impact Assessment and a Tsunami Risk 

Assessment of the Maldives. MSc in Environmental Coastal Engineering MSc thesis, University 

of Southampton. 

Belopolsky, A., and Droxler, A., 2003. Imaging Tertiary carbonate system – the Maldives, 

Indian Ocean: insights into carbonate sequence interpretation. The Leading Edge, 22, 646–652. 

BINNIE BLACK & VEATCH 2000. Environmental / Technical study for dredging / 

reclamation works under Hulhumale' Project - Final Report. Male': Ministry of Construction and 

Public Works. 

CDE CONSULTING (2011), EIA for the proposed resort development project in Maamigili 

Island, Raa Atoll, Male’, Maldives, Loamaa Maamigili, 

Department of National Planning, 2015, Statistical Year Book of Maldives 2013. Department of 

National Planning, Male’, Maldives 

Department of National Planning, 2015, Preliminary results of Maldives Population and Housing 

Census 2014. Department of National Planning, Male’, Maldives 

Engineering geological investigation report for the proposed Male’ – Hulhule Bridge (China- 

Maldives Friendship Bridge) Project in Maldives, CCCC Second Harbor Consultants Co. Ltd., 

2015.6 

Engineering seismic safety evaluation report for the proposed Male’ – Hulhule Bridge (China- 

Maldives Friendship Bridge) Project in Maldives, The Institute of Crustal Dynamics, Nanjing 

Tech University, Institute of Geophysics, 2015.6 

GODA, Y. 1998. Causes of high waves at Maldives in April 1987. Male': Asia Development 

Bank. 

Flury, F. 2009, Male’ reef slope collapse engineering geology assessment phase 1, Male’, 

Environment Research Centre of Maldives. 

Gischler, E., Hudson, J. H., and Pisera, A., 2008. Late Quaternary reef growth and sea level in 

the Maldives, Indian Ocean. Marine Geology, 250, 104–113 


Page|254


HAY, J. E. (2006). Climate Risk Profile for the Maldives. Male', Maldives: Ministry of 

Environment Energy and Water. 

HARRY S. LADD, JOSHUA I. TRACEY, JR., & M. GRANT GROSS. 1970, Deep Drilling on 

Midway Atoll, Geology of the Midway area, Hawaiian Island, Geological Survey Professional 

Paper 680-A, United States Department of the Interior. 

Kench, P.S., McLean, R.F., and Nichol, S.L., 2005, New model of reef-island evolution: 

Maldives, Indian Ocean: Geology, v. 33, p. 145–148, doi: 10.1130/G21066.1. 

KENCH, P. S., BRANDER, R. W., PARNELL, K. E. & MCLEAN, R. F. 2006. Wave energy 

gradients across a Maldivian atoll: Implications for island geomorphology. Geomorphology, 81, 

1-17. 

Kench, P. S., Smithers, S. G., McLean, R. F., and Nichol, S. L., 2009. Holocene reef growth in 

the Maldives: evidence of a mid-Holocene sea-level highstand in the central Indian Ocean. 

Geology, 37, 455–458. 

KENCH, PS 2010, Coastal Monitoring, Reef Island Shoreline Dynamics and Management 

Implication: Final Report, Environment Protection Agency, Ministry of Housing, Transport and 

Environment, Malé, Maldives. 

MEC 2004. Maldives: State of the Environment 2004, Male', Ministry of Environment and 

Construction. 

MHE 2011, Survey of Climate Change Adaptation Measures in Maldives - Final Report by 

Shaig, A, Version 2 edn, Ministry of Housing and Environment (MHE). 

Ministry of Health 2013, The Maldives Health Statistics 2013, Ministry of Health, Male’, 

Maldives 

Ministry of Planning and National Development, 2008. Population and Housing Census 2006 of 

the Maldives Analytical Report, Ministry of Planning and National Development, Male’, 

Maldives. 

NAAR, D. F., DONAHUE, B. & NAAR, R.J. (2008): Final USF Data Report of the Multibeam 

Bathymetry Survey of the Reef Slope and Associated Collapses surrounding Male, Republic of 

Maldives. College of Marine Science, University of South Florida, 140 7 th Ave. South, St. 

Petersburg, FL 33701-5016, USA. 

NASEER, A. 2003. The integrated growth response of coral reefs to environmental forcing: 

morphometric analysis of coral reefs of the Maldives. PhD, Dalhousie University. 


Page|255


Navigation Demonstration and Collision Avoidance Research Report for the proposed Male’ – 

Hulhule Bridge (China-Maldives Friendship Bridge) Project in Maldives, Shanghai Ship & 

Shipping Research Institute, 2015.6 

Oceanographic research report for the proposed Male’ – Hulhule Bridge (China-Maldives 

Friendship Bridge) Project in Maldives, Nanjing Hydraulic Research Institute, 2015.6 

Purdy, E. G., and Bertram, G. T., 1993. Carbonate concepts from the Maldives, Indian Ocean. 

American Association of Petroleum Geologists Studies in Geology, 34, 56 p. 

RIYAZ, M. (2007): A Brief Report on the Findings of the Ongoing Study on Malé North Eastern 

Reef Collapse Incident. March 2007. ERC Environment Research Centre, Malé. 

RIYAZ, M., PARK, K.-H., & KAN, H. (2008): Reef Slope Failure in the Northeastern Corner of 

Malé, Maldives. 11th Intl Reef Symposium, Fort Lauderdale Florida, USA. July 7-11, 2008. 

Shaig, A. (2009). Settlement planning for natural hazard resilience in small island states: The 

Population and Development Consolidation Approach. School of Earth and Environmental 

Studies. Townsville, James Cook University. 

Terzaghi, K. and Peck, R. B. (1967). Soil Mechanics in Engineering Practice, 2nd edn.. John 

Wiley, New York, London, Sydney 

UNDP 2006. Developing a Disaster Risk Profile for Maldives, Male', United Nations 

Development Programme and Government of Maldives. 

UNDP (2009). Detailed Island Risk Assessment of Maldives. Male': UNDP, Maldives. 

YOUNG, I. R. 1999. Seasonal variability of the global ocean wind and wave climate. 

International Journal of Climatology, 19, 931–950. 


Page|256


APPENDIX A – Terms of Reference 


Page|257

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Terms of Reference for Environmental 

Impact Assessment (Male' - Hulhule' 

Bridge (China-Maldives Friendship Bridge) 

Project in Nlaldives) 

The following is the Terms of Reference (ToR) following the scoping rneeting held on04 June 

2015 for undertaking the EIA of the proposed Male' - Hulhule' Bridge (China-Maldives 

Friendship Bridge) Project in Maldives. 

While every aftempt has been made to ensure that this TOR addresses all of the major issues 

associated with development proposal, they are not necessarily exhaustive. They should not be 

interpreted as excluding from consideration matters deemed to be significant but not incorporated in 

them, or matters currently unforeseen, that emerge as important or significant from environmental 

studies, or otherwise, during the course ofpreparation ofthe EIA report. 

l. Introduction and rationale - 

Describe the purpose ofthe project andthe background information of 

the project and the tasksalready completed. Objectives of the development activities should be 

specific and ifpossible quantified. Define the arrangements required for the environmental assessment 

including how work carried out under this contract is link other activities that are carried out or that is 

being carried out within the project boundary. Identify the donors and the institutions arrangements 

relevant to this project. 

2. Studv area - Submit a minimumA3 size scaled plan with indications of all the proposed 

infiastructures. Specify the agreed boundaries of the study area for the environmental impact 

assessment highlighting the proposed development location and size. The study area should include 

adjacent or remote areas,such asrelevant developments and nearby environmentally sensitive sites 

(e.g. coral reell sea grass, mangroves, marine protected areas, special birds site, sensitive species 

nursery and feeding grounds).Relevant developments in the areas must also be addressed includins 

residential areas, all economic ventures and cultural sites. 

3. Scope of work ldentiry and number tasks of the project including preparation, construction and 

operation phases. 

-1. 

Task 1. Description of the proposed project Provide a full description and justification of the 

relevant pa.rts of the project, using maps at appropriate scales where necessary. Information on the 

following activities should be provided where appropriate: 

. Route alignment and key control points, major technical standards, construction scale, 

estimated tralfic volumes, bridge scheme, construction conditions, earthwork balance, project 

schedule, etc. 

, 

. Measures to protect environmental values during construction; 

T\ 

Envnonm..tal Protection A!.nc.y 

G..en Euilding, 3'c Fl@., H.ndhuv:reHingun 

Male, Rep. ot Ma ldives, 20392 

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. Project management (include scheduling and duration of the project; construction details, 

labour requirement, housing of temporary labour, construction/operation/closure of labour 

camps, Emergency plan in case of spills (diesel, grease, oil)access to site, safety, equipment 

and material storage, fuel management and emergency plan in case ofspills) 

Details ofthe Bridge 

. Location, route alignment& key featuresofthe bridge on an A.3 scaled map 

o Traffic forecasts and estimates 

o Design details ofthe bridge. These should be described for the bridge landing areas, approach 

and main bridge sections. 

o Justification for the location ofbridge 

o Method and equipment used for construction 

Construction of bridge foundation and oiers: 

o Location and size ofpiersand foundations on a scaled map; 

. Engineering details ofthe foundation 

. Justification for the selection ofthelocation, depth and size ofpiers; 

o Method and Equipment used for the construction piers and foundation, including equipment 

capacity and description ofconstruction; Foundation construction methods must be described 

for on land, reef flat, reef slope and deep water construction. 

o Method ofpositioning and anchoring for marine vessels 

Construqtion activities 

o Location and size ofconstruction camps (use maps), and justification for choosing the sites; 

. Identiry equipment, material and storage requirements for construction camps; 

o Methods and routes for transporting material including precast and steel units 

. Disposal methods of domestic garbage, wastewater and slurry; 

. Project management(include Emergency plan in case of spills (diesel, grease, oil), safety, 

equipment and material storage, fuel management); 

. Construction waste management plan; 

. TraIfic management plans 

Sand Sourcing 

o Sand requirements 

. Location, size and depth ofbonow area 

o Dredging method 

. Sand transportation methods 

The EIA report should investigate possibilities for altematives: 

o Altemative location and alignment scheme of the bridge; 

o Altemative designs and style of the bridge; 

o Altemative construction methods for foundations, bridge piers and sections; 

o Altemative sand sourcing options 

o Altemative construction camp sites 

Have these been considered and ifso, give arguments why these ahematives have not been selected. 

Task 2. Description of the €nvironment - The EIA should undertake the following environmental 

baseline field studies to assist the description of the existing environment and subsequently the 

Gc.n Bu din!,3'd Fl@r, H.ndhuv..eeHinsun 

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assessment of potential impacts on the environment. All survey locations shall cover the project 

influence area and be referenced with Geographic Positioning System (GPS) including sampling 

points.lnformation may be divided into the categories shown below: 

Climate 

. Temperature, rainfall, wind, waves, 

o Natural Hazard Risks includingstorm surges, wind storms and tsunamis; 

Geolog and geomomhologv 

o Coastal Geomorphologr of Male' and Hulhule lsland; 

. Bathymetry ofthe required sites(use maps); 

. Characteristics of seabed sediments to assess direct habitat destnrction and turbidity impacts 

during construction; 

. Geotechnical investigations along the bridge proposed bridge foot print 

Hydrographv/hydrodynamics (use maps) 

o Tidal ranges and tidal currents; 

. In Jit, wave measurements and description of wave conditions 

Marine biological survev: 

. Manta tow survey to determine the general benthic cover and reef condition along the study 

area; 

. Photo quadrat survey to determine coral species and percentage of coral cover at selected 

transect lines. 

o Timed swim carried out at bridge landing areas, to qualitatively determine the b€nthic 

substrate composition at these locations; 

o Fish census was carried at each survey location; 

. Phytoplanldon,ZooplanktonandBenthoscommunitymonitoring 

Terrestrial ecolog.v survey: 

. Vegetation survey will be taken to identify nature vegetation types, their abundance and 

occunence, and made a vegetation map; 

. Together with the Vegetation survey, record the finding of Amphibians, Reptiles, Birds and 

Mammals; Rare and endangered species. 

Phvsical Environment survev: 

o Baseline air quality monitoring shall be taken at Male'andHulhule; 

o Ambient noise level shall be determined at Male'andHulhule, 

. Sea water quality measuring these parameters: temperature, pH, salinity, turbidity, 

sedimentation rate, phosphate, nitrate, ammoni4 sulphate, BOD and COD; 

o The Results of the borehole survey and the extent ofthe work done; 

. Groundwater quality monitoringincluding temperature, salinity, conductivity, pH, nitrates, 

phosphates ) taken at Male'andHulhule construction camp and bridge landing sites. 

Socio-economic environment 

. Demo€raphy: total population, sex ratio, density, growth and pressure on land and marine 

resources; 

. Economic activities of both men and women (e.g. fisheries, home gardening, fish processing, 

employment in industry, govemment); 

Land use planning, natural resource use and zoning ofactivities at sea; 

Current marine traffic at Gaadhoo Koa 

Current traffic conditions in Male' and Hulhumale' 

Environh.nt.l P.ot..tio. Aa.ncl 

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. Status of livelihood of economic groups likely to be affected by the bridge, including ferry 

and taxi services. 

o Services quality and accessibility (water supply, waste/water disposal, energy supply, social 

services like health and education): 

o Community needs; 

Task 3. Legislative and regulatory consid€rations - ldentif the pertinent legislation, regulations 

and standards, and environmental policies that are relevant and applicable to the proposed 

project, and identif the appropriate authority jurisdictions that will specifically apply to the 

project. Such as 

. Waste management regulation; 

o Plant relocation regulation; 

. Dredging and reclarnation permits; 

. Dust pollution regulation. 

Task 4. Potential impacts (environmental and socio-cultural) of proposed proiect, incl. all stages 

- The EIA report should identifr all the impacts, positive and negative, direct and indirect, and 

short and long term, during the construction and operation phase, and evaluate the magnitude and 

significance ofeach. Particular attention shall be given to impacts associated with the following: 

Impacts on the natural environment 

. Changes in flow velocitieVdirections, resulting in changes in erosion/sedimentation patterns, 

which may impact shore zone configuration/coastal morpholory; 

o Loss of marine bottom habitataround the foundations area" resulting in loss of bottom life, 

which may impact fish stocks and species diversity and density of crabs, shellfish etc.; 

o Sediment dispersal in water column (turbidity at the bddge piers areas), possibly resulting in 

changes in visibility, smothering of coral reefs and benthic communities and affecting fish 

and shellfish etc.; 

o Disposal methods of solid waste and wastewater from construction works and temporary site; 

. Impacts ofnoise, vibration and disturbance during construction; 

o Noise concem should be included with reference to the existing noise concem for 

Male'andHulhule and also the incremental noise due to the operation of the bridge; 

o Impacts ofautomobile exhaust pollution during operation; 

. Impacts ofbridge surface runoffs on sea water quality; 

. Impacts on ground waler table and quality; 

. Impacts on vegetation, wildlife and land resources, especially on unique or threatened habitats 

or species (coral reefs, sea turtles etc.), and 

. lmpacts on landscape integrity/scenery. 

Impacts on the socio-economic environment 

. Benefits and impacts ofthe works intransportation activities; 

. Impacts of the bridge construction works on resource users (adjacent businesses, nearby 

resorts and dive sites); 

. Impacts on employment and income, potential for local people to have (temporary) iob 

opportunities (and what kind) in the execution oflhe works' and 

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. Social impacts related to project activities including the effects on tourist, residents of Male, 

Hulhule, Hulhumale'ferry operator and other stakeholders. 

Construction related hazards and risks 

. Pollution of the natural environment (e.g. oil spills, discharge of untreated waste water and 

solid waste, including construction waste); 

. Impacts on marine traffic 

. Risk of traflic accidents at sea, especially the ship-bridge collision; 

. Risk ofaccidents and pollution on workers and local population, and 

. Impacts on social values, norms, beliefand health due to presence of workers ofConstruction 

Company on local population. 

The methods used to identiry the significance of the impacts shall be outlined. One or more of the 

following methods must be utilized in determining impacts; checklists, matrices, overlays, networks, 

expert systems and professional judgment. Justification must be provided to the selected 

methodologies. The report should outline the uncertainties in impact prediction and also outline all 

positive and negative/short and long-term impacts. Identiry impacts that are cumulative and 

unavoidable. 

Task 5. Afternatives to proposed pmject - Describe altematives including the "no action 

option"should be presented. Determine the best practical environmental options.Altematives 

examined for the proposed project that would achieve the same objective including the "no 

action altemative". This should includealtemative location of the bridge,technologies, materials, 

designs, timing, etc. environmental, social and economic factors should be taken into 

consideration. The report should highlight how the location was determined. All alternatives 

must be compared according to intemational standards and commonly accepted standards as 

much as possible. The comparison should yield the prefened altemative for implementation. 

Mitigation options should be specified for each component ofthe proposed project. 

Task 6.Mitigation and management of negative impacts ldentiry possible measures to prevent or 

reduce significant negative impacts to acceptable levels. These will include both environmental 

and socio-economic mitigation measures. Mitigation measures to avoid or compensate habitat 

destruction. Measures for both construction and operation phase shall be identified. Cost the 

mitigation mq$ures, equipment and resources required to implement those measures. The 

confirmation of commitment of the developer to implement the proposed mitigation measures 

shall also be included. An Environmental management plan for the proposed project, identifing 

responsible persons, their duties and commitments shall also be given. In cases where impacts 

are unavoidable arrangements to compensate for the environmental effect shall be given. 

Task 7. Development of monitoring plan (see rppendixF Identiry the critical issues requiring 

monitoring to ensure compliance to mitigation measures and present impact management and 

monitoring plan for coastal modification, beach morphology, sediment movement around the 

island.Ecological monitoring will be submined to the EPA to evaluate the damages during 

construction, after project completion and evety three months theteafter, up to one year and lhen 

-l^ 

on a yearly basis for five years after. The baseline study described in task 2 of section 2 of this 

document is required for data comparison. Detail of the monitoring program including the 

Envnonh.nbl Prot .tionAge.cy 

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APPENDIX B – Site Plan 


Page|258

73°27'15"E 

73°27'30"E 

73°27'45"E 

73°28'0"E 

73°28'15"E 

73°28'30"E 

73°28'45"E 

4°11'0"N 

4°11'15"N 

4°11'15"N 

Proposed Borrow Area A - Harbour 

Area: 8000 sq m 

Volume: 24,000 cbm 

Dredge Depth: -4 m MSL 

4°11'0"N 

Legend 

Proposed Harbour Basin 

BorrowArea 

Vegetation Line 

Site already approved under Gulhifalu 

reclamation project Phase III 

Low Tide Line 

4°10'45"N 

4°10'45"N 

Lagoon 

Coral Reef 

Gulhifalhu 

Proposed Alternative Borrow Area 


Volume: 50,000 cbm 

Dredge Depth: -4.5 m MSL 

µ 

4°10'30"N 

4°10'30"N 

Meters 

4°10'15"N 

4°10'15"N 

0 100 200 400 

Proposed Hulhule-Male' Bridge 

construction project 

Borrow Area 

Site Plan 

PROJECTION: Transverse Mercator 

(UTM Zone 43 N); HORIZONTAL DATUM: WGS84; 

VERTICAL DATUM: Hulhule Tide Gauge 

Map version: 07/07/2015 

73°27'15"E 

73°27'30"E 

73°27'45"E 

73°28'0"E 

73°28'15"E 

73°28'30"E 

73°28'45"E 

Surveyed and Prepared by: CDE Consulting, Maldives

73°31'0"E 

73°31'15"E 

73°31'30"E 

73°31'45"E 

73°32'0"E 

4°10'45"N 

4°10'45"N 

4°11'0"N 

4°11'0"N 

Legend 

Potential backfill area 

Area: Not decided 

Volume: Not decided 

Potential backfill areas 

Land Reclamation 

4°10'30"N 

Proposed Reclamation Area 


Volume: 6000 cbm 

Elevation : 3 m MSL 

4°10'30"N 

µ 

4°10'15"N 

Potential backfill area 

Area: Not decided 

Volume: Not decided 

4°10'15"N 

Meters 

0 100 200 400 



Reclamation and Backfilling Areas 

Site Plan 





73°31'0"E 

73°31'15"E 

73°31'30"E 

73°31'45"E 

73°32'0"E 



APPENDIX C – Detailed drawings 


Page|259


APPENDIX D – Work Plan 


Page|260

Bridge Project preliminary work plan 

Items 

Month 

Main work contents 

2015 2016 2017 

Design and 

preparation 

Main 

bridge 

project 

Feasibility study and scheme design 

Tender invitation, construction design and construction preparation 

Manufacturing for pile foundation sleeve and construction platform 

Transporting for pile foundation sleeve and construction platform 

Construction platform Installation and pile foundation construction 

Cushion cap construction 

Construction for triangle area of V-shaped pier 

Suspended pouring Construction and closure for main girder 

Approach 

bridge 

project 

Manufacturing for pile foundation sleeve and construction platform 

Construction platform Installation and pile foundation construction 

Cushion cap construction 

Pile body and coping construction 

Prefabrication for I-beam 

Road connection project 

Bridge deck and auxiliary facilities 

Installation of I-beam and cast-in-situ for bridge deck slab


APPENDIX E – Survey Locations 


Page|261

4°10'40"N 

!. 

73°31'0"E 

#0 

G3 

!. 

!A 

73°31'5"E 

!A 

C23 

73°31'10"E 

73°31'15"E 

73°31'20"E 

73°31'25"E 

73°31'30"E 

W12 

!. 

73°31'35"E 

73°31'40"E 

73°31'45"E 

4°10'40"N 

4°10'25"N 

4°10'30"N 

4°10'35"N 

#0 

G2 

#0 

G1 

N15 

"6 

T7 

W10 

!. 

W11 

!. 

!A 

C15 

!A 

C16 

!A 

!A 

C17 

C10 W4 

!. 

!A 

C11 

!A 

C18 

! ! 

C12 

!A 

W5 

!. 

!A 

!A 

C19 

C13 

! ! ! 

C14 

!A 

W6 

!. 

TS4 

! ! 

TS5 TS3 

T6 

T4 

G4 

#0 

"6 N16 

W7 

!. 

W8 

!. 

C06 

!A 

!A 

C07 

4°10'25"N 

4°10'30"N 

4°10'35"N 

4°10'15"N 

4°10'20"N 

N13 

"6 

N11 

"6 

N12 

N06 N10"6 

"6 "6 

N09 

N05 

N07 

"6 

"6 

"6 

#0 G1 

N08 

"6 #0 G2 

N04 

"6 

N14 

"6 

C21 

!. 

!A 

A ! W1 

A ! C20 C22 

TS1 

W2 

!. 

! ! ! ! ! ! 

!A 

C01 

!A 

T1 

C08 

T2 

C09 

!A W3 

!. 

T3 

! ! ! ! 

C02 W9 

!. 

!A 

TS2 

!A 

C03 

!A 

C04 

!A 

C05 

4°10'15"N 

4°10'20"N 

Legend 

"6 Noise 

!A Currents 

#0 Ground Water Samples 

!. Marine Water Samples 

Marine Transects 

! ! ! 

Timed Swims 

4°10'10"N 

4°10'10"N 

µ 

Hulhumale' 

Dhoonidhoo 

4°10'5"N 

4°10'5"N 

Hulhule 

Funadhoo 

Male' 

4°10'0"N 

4°10'0"N 



Survey Locations 

73°31'0"E 

73°31'5"E 

73°31'10"E 

73°31'15"E 

73°31'20"E 

73°31'25"E 

73°31'30"E 

73°31'35"E 

73°31'40"E 

73°31'45"E 






SURVEY LOCATIONS 

Marine Transects 

Site_ID X_Start Y_Start X_Start 

T1 73.5217 4.17195 73.5219 

T2 73.522 4.17211 73.5223 

T3 73.5224 4.17229 73.5227 

T4 73.5273 4.17548 73.5275 

T5 73.5272 4.17545 73.5274 

Times swims 

SiteID X_Line_Start Y_Line_Start X_line_end 

TS1 73.5205 4.17124 73.5217 

TS2 73.5228 4.17229 73.5235 

TS3 73.5275 4.17535 73.5277 

TS4 73.5271 4.17509 73.5266 

Currents 

SiteID 

X 

C01 73.5213 

C02 73.5228 

C03 73.5242 

C04 73.5255 

C05 73.5267 

C06 73.5279 

C07 73.5289 

C08 73.5217 

C09 73.5226 

SiteID 

X 

C10 73.5235 

C11 73.5244 

C12 73.5255 

C13 73.5264 

C14 73.527 

C15 73.5212 

C16 73.5224 

C17 73.5236 

C18 73.5249 

C19 73.5264 

Noise survey locations 

SiteID X Y 

N01 73.4845 4.17173 

N02 73.485 4.17178 

N03 73.4856 4.17209 

N04 73.5161 4.16993 

N05 73.5163 4.17077 

N06 73.5163 4.17114 

N07 73.517 4.17084 

N08 73.5168 4.17046 

N09 73.5165 4.17085 

N10 73.5166 4.17112 

N11 73.5166 4.17167 

N12 73.5169 4.17132 

N13 73.5169 4.17225 

N14 73.5176 4.17248 

N15 73.5181 4.17422 

N16 73.5279 4.17644 

Marine Water Samples 

code X Y 

W1 73.5178 4.17037 

W2 73.5213 4.17122 

W3 73.5224 4.17239 

W4 73.5239 4.17323 

W5 73.5254 4.17434 

W6 73.5269 4.17539 

W7 73.5279 4.17589 

W8 73.528 4.17373 

W9 73.5229 4.17081 

W10 73.5195 4.17378 

W11 73.5208 4.1761 

Ground Water Samples 

code X Y 

G1 73.5164 4.17077 

G2 73.517 4.17048 

G3 73.5433 4.23744 

G4 73.528 4.17658


APPENDIX F – Wave information for Male’ region 

Wave rose diagrams for the Male’ region (Source: http://www.surf-forecast.com/). 

The figure illustrates the range of swells directed at Male’ throughout a year based on National 

Oceanic and Atmospheric Administration WAVEWATCH III (NWW3) model predictions since 

2006 (values every 3 hours).The data are based on satellite altimetry and heights represent open 

water values. The data for Male’ are based on the optimum grid node for the area, which is 

located 20 km away. Data representing wind blowing waves away from Maldives are not 

included. 

The rose diagrams illustrate the distribution of swell directions and swell sizes, while the graph 

at the bottom shows the data without direction information. 


Page|262



Page|263


APPENDIX G – Bathymetry 


Page|264

73°31'15"E 

73°31'30"E 

73°31'45"E 

15 m 

4°10'30"N 

5 m 

10 m 

35 m 

5 m 

10 m 

4°10'30"N 

50 m 

45 m 

35 m 

10 m 

15 m 

20 m 

25 m 

30 m 35 m 

40 m 

40 m 

Legend 

45 m 

Contour 5m interval 

40 m 

15 m 

20 m 

25 m 

30 m 

µ 

35 m 

10 m 

4°10'15"N 

5 m 

4°10'15"N 

45 m 

20 m 

10 m 

Meters 

0 75 150 300 



Borehole Drilling Component 

Bathymetry 

4°10'0"N 

4°10'0"N 




Depth data at MSL; Data provided by: China Shipping 

Environment Technology (Shanghai) Co. Ltd. 


73°31'15"E 

73°31'30"E 

73°31'45"E 


-474 

-520 

-555 

-216 

-243 

-224 

-53 

-536 

-454 

-444 

-439 -446-442 -418 

-425 

-363 

-432 

-434 

-456 

-386 

-123 

-83 

-48 

-42 

-61 

-78 

-78 -74 -83 

-192 

-194 

-463 

-219 

-11 1 

-434 

-438 

-433 

-414 

-421 

-425 

-433 

-361 

-96 

-46 

-57 

-64 

-66 -71 

-228 

-279 -281 -257 

-239 

-566 

-575 

-527 -508 -491 

-460 

-465 

-454 

-463 

-465 

-440 

-442 

-445 

-436 

-391 

-329 

-78 

-75 

-99 

-168 

-226 

-312 

-423 

-467 

-386 

-383 

-448 

-441 

-333 

-127 

-40 

-32 

-15 

-30 

-37 

-80 

-270 

-367 

-412 

-453 

-434 

-412 

-409 

-417 

-425 

-427 

-431 

-443 

-376 

-374 

-373 

-377 

-405 

-466 

-386 

-95 

-61 

-35 

-41 

-51 

-63 -68 

-342 -393-381 -371 

-380 

-389 

-431 

-427 

-450 

-432 

-323 

-50 

-37 

-31 

-30 

-407 

-44 

-37 

-27 

-25 

-31 

-36 

-44 

-46 

-54 

-62 

-67 

-73 

-85 -99 -145 

-209 

-249 

-419 

-321 

-57 

-55 

-37 

-33 

-23 

-183 

-38 

-288 

-332 

-411 

-422 

-441 

-439 

-441 

-443 

-560 

-537 

-337 

-194 

-88 

-68 

-70 

-88 

-84 

-161 

-272 

-79 

-92 

-71 

-309 

-411 

-413 

-377 

-374 

-369 

-36 

-24 

-26 

-23 

-26 

-29 

-28 

-27 

-40 -47 

-28 

-29 

-34 

-34 -38 -46 

-78 

-97 

-52 

-242 

-307 

-390 

-406 

-423 

-442 

-429 

-412 

-405 

-426 

-387 

-53 

-43 

-40 

-40 

-134 

-199 

-245 

-306 

-353 -353 -360 

-368 

-371 -373-376 -400 

-427 

-423 

-415 

-415 -413 -384 

-481 

-548 

-557 

-534 

-509 

-482 

-459 

-463 

-434 

-442 

-438 

-414 

-433 

-434 

-430 

-404 

-430 

-455 

-467 

-411 

-437 

-58 

-78 

-86 

-146 

-318 -322 -192 

-63 

-56 

-45 

-55 

-56 

-75 -82 -96 

-51 

-45 

-40 

-54 

-57 

-47 

-49 

-52 

-263 

-339 

-430 

-417 

-414 

-410 

-406 

-376 

-375 

-367 

-359 

-358 

-325 

-272 

-96 

-84 

-60 

-54 

-55 

-47 

-55 

-61 

-69 

-84 

-89 

-179 

-96 

-66 

-54 

-69 

-72 

-375 

-378 

-410 

-463 

-458 

-436 

-441 

-410 

-424 

-63 

-372 

-313 

-199 

-31 

-61 

-68 

-49 

-59 

-129 

-241 

-195 

-58 

-42 

-288 -324-334 -340 

-359 

-383 

-383 -390-384 -387 

-378 -370 -378 

-381 

-370 

-380 

-413 

-412 

-436 

-460 

-447 

-473 

-532 

-563 

-566 

-583 

-570 -577 -579 -564 -565 -557-542-540 -538 -532-520 -509 

-508 

-478 

-455 

-453 

-40 

-43 -51 

-64 

-415 

-411 

-419 

-416 

-404 

-385 

-378 

-247 

-219 

-184 

-105 

-93 

-85 

-78 

-70 

-64 

-64 

-66 

-222 

-444 

-170 -157 -98 

-81 

-82 

-273 

-307 

-347 

-360 

-372 

-379 

-385 

-415 

-422 

-416 

-424 

-429 

-435 

-412 

-261 

-107 

-93 

-72 

-71 

-222 

-82 

-92 

-277 

-371 

-503 

-526 

-556 

-585 

-584 

-579 

-569 

-327 

-149 

-179 

-254 

-304 

-316 

-235 

-73 

-52 

-34 

-41 

-57 -62 -75 

-399 

-419 

-414 

-414 

-405 

-391 

-380 

-271 

-257 

-236 

-43 

-143 

-280 

-298 

-277 

-317 

-428 

-483 

-507 

-481 

-454 

-451 

-469 

-478 

-471 

-483 

-480 

-385 

-435 

-481 

-543 

-196 

-142 

-120 

-102 

-98 

-192 

-214 

-276 

-292 

-301 

-314 

-333 

-362 

-386 

-390 -395 -417 

-421 

-433 

-423 

-418 

-431 

-424 

-432 

-349 

-244 -228 -206 

-150 

-105 

-120 

-285 

-230 

-279 

-277 

-301 

-386 

-409 

-388 

-393 

-394 

-391 

-393 

-377 

-360 

-338 

-272 

-352 

-470 -529 -450 

-443 

-449 

-425 

-421 

-286 

-308 

-303 

-291 

-306 

-97 

-11 4 

-385 

-432 

-446 

-469 

-467 

-438 -443 

-255 

-55 

-50 

-146 

-68 

-38 

-206 

-420 

-464 

-83 

-73 

-59 

-53 

-77 

-70 

-79 

-80 

-90 

-105 

-179 

-235 

-409 

-495 

-544 

-465 

-431 

-388 

-376 

-463 

-442 

-431 

-11 7 -31 

-414 

-308 

-317 

-318 

-323 

-413 

-425 

-435 

-439 

-428 

-430 -442 -446 

-445 

-409-404 

-321 

-296 

-296 

-280 

-261 -279 

-124 

-79 

-74 

-77 

-68 -82 

-144 

-207 

-240 

-310 

-438 

-442 

-375 

-334 

-351 

-365 

-379 

-383 

-460 

-478 

-524 

-620 

-327 

-300 -326-363 -389 

-415 

-410 

-439 

-478 

-471 

-712 

-546 

-528 

-492 

-475 

-493 

-480 

-380 

-371 

-361 

-378 

-387 

-392 

-398 

-405 

-415 

-420 

-421 -430 -440 

-441 

-441 

-448 -457 -454 

-455 

-455 

-457 

-451 

-455 

-429 

-420 

-396 

-389 

-363 

-386 

-390 

-379 

-406 

-398 

-416 

-405 

-386 

-396 

-434 

-453 

-465 

-459 

-461 

-438 

-455 

-456 

-445 

-446 

-438 

-436 

-473 

-485 

-499 

-495 

-483 

-478 

-468 

-471 

-471 

-470 

-458 

-447 

-439 

-443 

-469 

-451 

-471 

-458 

-415 

-405 

-448 

-446 

-457 

-457 

-467 

-471 

-471 

-470 

-492 

-500 

-545 

-596 

-708 

-786 

-824 

-839-839 

-448 

-442 -418 -485 

-490 

-476 

-476 

-501 

-523 

-507 

-483 

-467 

-481 

-485 

-476 

-548 

-603 

-651 

-439 

-158 

-431 

-143 

-425 

-481 

-489 

-515 

-525 

-513 

-516 

-511 

-477 

-451 

-450 

-460 

-447 

-460 

-451 

-449 

-445 

-452 

-450 

-433 -410 -418 

-439 

-462 

-476 

-490 

-491 

-505 

-537 

-524 

-498 

-498 

-484 

-467 

-465 

-455 

-463 

-470 

-471 

-464 

-466 

-466 

-465 -459 -465 

-463 

-464 

-470 

-455 

-445 

-460 

-466 

-490 

-477 

-461 

-462 

-430 

-396 

-351 

-330 

-338 -288 -272 -208 -199 -335 

-450 

-455 

-498 

-542 

-548 

-563 

-542 

-542 

-520 

-519 -506 -460 -396 -16 

-403 

-454 

-502 

-510 

-513 

-534 

-555 

-541 

-543 

-544 

-506 

-456 

-382 

-51 

-27 

-39 

-167 

-429 

-477 

-490 

-512 

-523 

-516 

-539 

-508 

-504 

-493 

-455 

-405 -243 -20 

-294 

-420 

-505 

-521 

-516 

-517 

-522 

-544 

-534 

-475 

-477 

-436 

-71 

-39 

-34 

-27 

-37 

-15 

-159 

-241 

-247 

-463 

-524 

-524 

-495 

-490 

-440 

-391 

-362 

-316 

-196 

-194 

-325 

-374 

-354 

-381 -400 -415 

-449 

-495 

-506 

-490 -515 -503 

-411 

-95 

-22 

-28 

-11 0 

-313 

-421 

-498 

-492 

-500 

-515 

-508 

-527 

-500 

-475 

-505 

-512 

-493 

-436 

-371 

-162 

-364 

-462 

-495 

-510 

-506 

-520 

-536 

-451 

-48 

-62 

-355 

-473 

-475 

-507 

-547 

-532 

-509 

-513 

-519 

-514 

-445 -285 -32 

-52 

-374 

-435 

-478 

-511 

-496 

-498 

-490 

-537 

-520 

-513 

-502 

-491 

-489 

-461 

-325 

-144 

-196 

-441 

-491 

-545 

-542 

-527 

-510 

-464 

-214 -226 -132 

-439 

-520 

-538 

-531 

-526 

-496 

-375 

-210 

-450 

-495 -478 -471 

-477 

-477 

-472 

-454 

-490 

-501 

-471 

-424 

-225 

-47 

-25 

-355 

-549 

-546 -557 -527 

-499 

-503 

-494 

-498 

-503 

-487 

-458 

-478 

-487 -491 -448 

-31 

-21 

-288 

-379 

-432 

-465 

-468 

-456 

-468 

-475 

-515 

-524 

-527 

-530 

-547 

-560 

-528 

-73 -293 

-27 

-29 

-29 

-133 

-382 

-593 

-582 

-572 

-553 

-544 

-525 

-491 

-459 

-460 

-457 

-454 

-416 

-182 

-144 

-97 

-164 

-289 

-396 

-435 

-459 

-454 

-457 

-494 

-501 

-543 

-570 

-570 

-587 

-599 

-569 

-481 

-51 

-33 

-33 

-48 

-66 

-394 

-586 

-583 

-590 

-595 

-548 

-534 

-524 

-451 

-454 -426 -383 

-287 

-547 

-718 

-714 

-581 

-532 

-481 

-498 

-493 

-584 

-856 

-952 

-883 

-840 

-744 

-551 

-538 

-543 

-542 

-528 

-521 

-520 

-529 

-513 

-529 

-500 

-489 

-483 

-496 

-625 

-552 

-561 -586 -649 

-851 

-489 

-459 

-438 

-476 

-555 

-839 

-598 

-482 

-468 

-70 

-26 

-27 

-25 -82 

-69 -307 -330 

-292 

-157 

-204 

-573 

-569 

-609 

-570 

-471 

-599-582 -616 

-556 

-449 

-278 

-197 

-196 

-284 

-286 

-37 

-24 

-23 

-24 

-29 

-24 

-19 

-28 

-75 

-40 

-30 

-11 6 

-206 

-465 

-479 -514 -540 

-538 

-519 

-246 

-285 

-320 

-383 

-409 

-386 

-463 

-505 

-481 

-510 

-551 

-683 

-633 

-368 

-383 

-379 

-391 

-395 

-393 

-392 

-390 

-389 

-398 

-404 

-402 

-410 

-412 

-423 

-440 

-467 

-478 

-509 

-519 

-521 

-512 

-518 

-536 

-539 

-559 

-575 

-605 

-623 

-714 

-744 

-790 

-328 

-306 

-376 

-391 

-396 

-390 

-361 

-356 

-341 -317 

-322 

-322 

-353 

-364 

-381 

-415 

-464 

-478 

-485 

-490 

-497 

-504 

-514 

-549 

-558 

-576 

-593 

-610 

-648 

-703 

-739 

-802 

-888 

-891 

-882 

-893 

-61 

-59 

-65 

-67 

-103 

-206 

-276 

-378 

-461 

-470 

-513 

-588 

-660 

-751 

-794 

-875 

Funadhoo 

MALE 

HULULE 

BATHYMETRY 

DATA


APPENDIX H – Water Test Results 


Page|265


APPENDIX I – Fish Census 

Family Species T1 T2 T3 T4 T5 T6 T7 

Muraenidae Gymnothorax favagineus 2 2 2 

Gymnothorax javanicus 2 2 3 2 

Sargocentron caudimaculatum 3 2 

Holocentridae 

Sargocentron spiniferum 2 3 2 2 

Neoniphon sammara 2 2 2 

Myripristis vittata 2 

Aulostomidae Aulostomus chinensis 2 

Cephalopholis argus 2 2 2 2 2 

Cephalopholis miniata 2 

Serranidae Cephalopholis sonnerati 2 

(Groupers) Plectropomus laevis 2 2 

Epinephelus spilotoceps 2 

Epinephelus fasciatus 2 

Serranidae Pseudanthias squamipinnis 5 5 3 2 3 4 

(Basslets) Nemanthias carberryi 2 

Carangidae 

Caranx melampygus 3 2 

Caranx Ignobilis 2 

Haemulidae Plectorhinchus vittatus 2 2 

Lethrinidae 

Monotaxis grandoculis 2 

Gnathodentex aurolineatus 2 

Lutjanus monostigma 2 

Lutjanus gibbus 3 3 

Lutjanidae 

Lutjanus bohar 6 

Macolor macularis 2 

Macolor niger 4 

Lutjanus kasmira 2 

Nemipteridae 

Scolopsis aurata 2 

Scolopsis bilineata 3 

Caesionidae 

Caesio lunaris 2 

Pterocaesio tile 5 6 4 

Mullidae 

Parupeneus barberinus 2 2 

Parupeneus trifasciatus 2 

Hemitaurichthys zoster 3 

Chaetodon trifasciatus 2 2 3 

Chaetodontidae 

Chaetodon kleinii 2 2 

Chaetodon guttatissimus 2 2 2 

Chaetodon falcula 2 2 

Chaetodon collare 2 2 2 2 


Page|266



Forcipiger flavissimus 3 2 2 2 2 

Heniochus pleurotaenia 3 

Chaetodon lunula 2 2 

Pygoplites diacanthus 2 2 2 

Pomacanthidae Apolomichthys trimaculatus 2 2 

Pomacanthus imperator 1 2 

Cirrhitidae Paracirrhites forsteri 2 2 2 

Amphiprion clarkii 2 

Amphiprion nigripes 3 2 2 

Dascyllus trimaculatus 2 2 2 

Pomacentridae Chromis virdis 3 

Chromis dimidiata 2 2 

Abudefduf vaigiensis 5 

Dascyllus carneus 4 

Halichoeres hortulanus 2 2 2 2 

Labroides dimidiatus 2 2 

Labrichthys unilineatus 2 2 2 2 

Labridae Gomphosus caeruleus 2 2 

Thalassoma janseni 2 2 

Cheilinus trilobatus 2 2 

Cheilinus undulatus 1 2 2 3 

Scaridae 

Cetoscarus bicolor 2 2 2 2 

Scarus sordidus 2 4 2 3 

Pinguipedidae Parapercis millipunctata 2 

Microdesmidae Nemateleotris magnifica 2 2 

Zanclidae Zanclus cornutus 2 2 2 2 2 

Acanthurus leucosternon 3 3 2 2 3 6 

Acanthurus blochii 2 2 2 

Ctenochaetus striatus 3 2 2 2 2 5 

Acanthuridae 

Zebrasoma scopas 2 2 2 

Naso lituratus 2 2 

Naso hexacanthus 2 2 2 

Acanthurus dussumieri 5 2 

Naso brevirostris 2 

Siganidae Siganus corallinus 2 

Melichthys indicus 2 2 

Pseudobalistes flavimarginatus 2 2 2 

Balistidae Odonus niger 6 6 6 6 6 6 6 

Balistoides viridescens 2 

Sufflamen bursa 2 2 


Page|267



Balistoides conspicillum 2 

Tetraodontidae Arothron nigropunctatus 2 

Number of Species 28 29 34 29 26 20 19 

Number of Families 16 14 13 15 14 14 9 


Page|268


APPENDIX J – Consultation Notes 

Ministry of Housing and Infrastructure; 

Date: 15 th June 2015 

Time: 14:00 pm 

Location: Meeting Room 03, Ministry of Housing and Infrastructure 

Participants: 

1. Aishath Bariyya _ Engineer 

2. Nafha Aujaz – Environment Analyst 

3. Fathimath Shaheer – Director, Regional Development 

4. Mohamed Ibrahim – MS 

5. Ibrahim Shafeeu – Senior Survey (Maldives Land and Survey Authority) 

A separate unit will be created for maintenance of the bridge. It is not yet decided whose 

jurisdiction it falls under- whether it will be located in HDC or Housing Ministry. It is likely that 

the unit will be located in the Ministry of Housing and Infrastructure. A complete new setup is 

required to make the unit functional. 

The location of the bridge is decided from the Government of the Maldives. The landing points 

were determined by China. 

Alternative locations were considered for the bridge. The artificial beach and raalhugandu 

sarahahdhu is a potential alternative site. The present location was decided based on slope 

(shallow due to reef crest). However, the current location is difficult to approach due to waves. 

The construction impact will also be high due to difficulty in controlling instruments and 

equipment. 

If location has to be changed due to waves, it will be considered and it will depend on policy 

decisions by the Government. 

The Ministry of Housing and Infrastructure is responsible for the full implementation of the 

bridge project during construction phase. The Ministry is unsure who will be responsible for the 

bridge during operation phase. 

Several changes in land use in the area if foreseen. The roads and buildings will have changes 

and discussions with owners of properties are ongoing. A consultant will be hired to undertake 

planning. At present, all proposed plans for Adu Park are on hold until bridge is developed. 

During construction stage Adu Park will be a temporary construction site. No alternatives from 

MHI for the Adu Park users. 


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The traffic committee at MHI will coordinate with all relevant authorities both during 

construction and operation stages to manage the traffic at site. MHI has requested to include a 

separate lane for public transport. 

The accommodation for project staff is given from Hulhumale’ and cannot be provided in Male’ 

because of the large number of envisaged construction staff. However, the contractor prefers 

accommodation from as close to the project site as is possible. 

The tsunami monument will be moved to a place in Male’ but location is not yet decided. 

Perhaps the tsunami monument will be placed at Majeedhee Magu end. The tsunami monument 

will not be moved to Vilufushi. 

The Maldives Transport Authority’s marine transport section will regulate marine traffic. The 

rerouting of ships will not be a problem once port is moved to Thilafushi. There is a need to 

discuss the clearance permit for small vessels in the plan. The coast guard vessel was the biggest 

vessels considered during planning stages. 

A specialist will be hired to run a unit at MHI to approve bridge design and to implement the 

project. The approvals for this project will be provided by MHI. 


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Hulhumale’ Development Corporation; 



Location: Meeting Room 03, Ministry of Housing and Infrastructure 

Participants: 

1. Ahmed, Senior municipal Officer 

2. Adam Ameen, Assistant Architect 

3. Ali Wajeeh, Senior Project Officer 

HDC was consulted on 24 th June 2015 at the Ministry of Housing and Infrastructure building. 

Officials from HDC were aware of the project details and have attended the scoping meeting of 

the project. 

The main points discussed during the consultation include advantages, impacts and challenges of 

the proposed bridge to Hulhumale’ and how the challenges and impacts would be addressed and 

mitigated. 

One of the biggest advantages of the bridge for the people living in Hulhumale’, according to 

HDC staff is that the total time taken to travel between Male’ and Hulhumale’ will be reduced, 

especially for motorcycle users. Additionally, bad weather conditions would no longer hinder 

transportation between Male’ and Hulhumale’. 

HDC anticipates a number of impacts to Hulhumale’ with the completion of the bridge. One of 

the biggest impacts will be on the population size of Hulhumale’ as more people will be 

motivated to move to Hulhumale’ once the bridge is operational. The current residing population 

of Hulhumale’ according to HDC is 35,000 people. The staff also noted that at a given period of 

time, around 900-1,000 tourists resides in Hulhumale’. 

One of the biggest challenges due to the increase in population of Hulhumale’ will be to properly 

manage the waste generated on the island. Currently waste management in Hulhumale’ is done 

by burning some waste and sending the rest to Thilafushi island. Staff from HDC highlighted 

that an incinerator will soon be introduced to Hulhumale’ waste management centre and hence, 

will no longer be required to send waste to Thilafushi Island. 

Another significant impact of the proposed bridge would be the increase in the number of 

vehicles in Hulhumale’. At present HDC oversees entry and registration of vehicles, except for 


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motorcycles, to Hulhumale’. Currently only one vehicle is approved for each flat unit in 

Hulhumale’. For row house units however, additional vehicles are allowed based on the garage 

capacity. Motorcycles are currently not required to be registered in Hulhumale’. Once Male’ and 

Hulhumale’ are connected, it will be easier to take vehicles to Hulhumale’ and with the increase 

in the population of Hulhumale’, more vehicles will also need to be registered there. 

Officials of HDC also anticipate an increase in the number of taxis in Hulhumale’ with the 

introduction of the bridge. Currently there are a total of 20 taxis operated by a single taxi centre 

in Hulhumale’ and the number of taxis is to increase to 25 in the near future. 

With the increase in the number of vehicles in Hulhumale’, maintaining traffic flow will be 

another huge challenge as the traffic from Male’ will be directly connected to Hulhumale’ main 

road. HDC is currently drafting a transportation master plan for Hulhumale’ and the plan will 

help in addressing the safety concerns with the increase in traffic. This proposed transportation 

master plan includes plans for speed breakers and disability access in Hulhumale’. Furthermore, 

HDC is also working on changing some of the regulations related to registering vehicles in 

Hulhumale’, which is expected to assist in mitigating the increased traffic flow in Hulhumale’. 


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Male’ City Council 

Date: 5 th July 2015 


Location: Male’ City Council Office 

Participants: 

1. Mohamed Shihab, Mayor 

2. Sifa Mohamed, Deputy Mayor 

3. Ibrahim Nimal, Councillor 

4. Ibrahim Shabau, Secretory General 

5. Ismail Hameed, Senior Surveyor 

6. Maiaaza Hussain, A. Engineer 

Consultation meeting with Male’ city council was conducted on 5th July 2015 at Male’ city 

council office. 

At the beginning of the meeting, participants were briefed about the project and asked for their 

opinions or concerns. 

Concerns were raised in the meeting because the council was not consulted during the planning 

stage of the bridge design. No official documents have being shared with the council except for 

the information provided at the scoping meeting of the EIA. Since the council’s mandate has 

recently being revised, the members were also unclear on their role during both, construction and 

operational stage of the projects 

Another issue raised in the meeting was the possible increase in traffic congestion in Male’. 

Questions were asked on how traffic congestion and increased demand on parking space in 

Male’, Hulhule’ and Hulhumale’ will be addressed, once the bridge is operational. Arrangement 

of possible public transportation options was suggested as a mitigation measure to address the 

increase in traffic congestion. 

A further issue raised by the council was the impact due to increase in migration of people into 

the greater Male’ area. This meant increased demand and extra burden on the existing basic 

services such as education and health care. 

Further discussions were held on the loss of recreational spaces at Lonuziyaraikolhu during both 

construction and operational stage of the project. Meeting participants requested clarifications on 

how long it will take for the construction stage and what would happen to lonuziyaraikolhu area 

after the construction stage is completed. 


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The council members also asked questions on whether the bridge will be free or a fee will be 

charged for the users. It was suggested in the meeting that any future fees charged from the 

bridge users should not exceed the current fee rates by the ferries. 


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Ministry of Youth and Sports 

Date: 2 nd July 2015 


Location: Phone Consultation 

Participants: 

1. Naif Shaukath, Deputy Minister 

Consultation with the deputy Minister, Mr. Naif Shaukath, of Ministry of Youth and Sports, was 

conducted on 2nd July 2015 over a phone conversation. 

The deputy minister was first briefed on the proposed project and the findings of the surveys that 

were conducted to get public opinion and concerns regarding the proposed project. He was also 

informed of the likely blocking of the lonuziyaraikolhu area including both parks and the surfing 

spot in the area during and after the construction stage of the proposed project. 

The main points discussed during the consultation include impacts to the recreational facilities 

surrounding the proposed project area and possible alternatives for these facilities. 

It was noted during the consultation that the ministry have not yet discussed the issue and nor 

considered any alternative locations. However, Mr. Naif pointed to some existing possible 

alternatives for the recreational facilities in the proposed project area. 

Deputy minister stressed that the biggest issue from the limited access to the project location will 

be to provide an alternative facility in Henveiru for the football players currently using Adi-park 

area. A possible alternative would be to build a new football ground somewhere in the artificial 

beach area. 

One alternative for people who exercise and jog around the proposed project area is to use the 

running track in Mahchangolhi as an alternative. However the minister also noted that the 

running track in Mahchangolhi is full most of the time. 

Alternatives mentioned for people who take their children to the playground in the proposed 

project location is to use Kudakudhinge Bageecha (children's park) in Henveiru. 

Deputy Minister also highlighted that Thulusdhoo, a close by island to Male’, has an excellent 

surfing spot and can be used by the surfers as an alternative location. 


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Maldives Transport Authority 


Time: 11:15 am 

Location: Huravee Building 

Participants: 

1. Ahmed Haleem- D.D 

2. Ahmed Nasir- D.D.G 

3. Hussain Nazeer- A.D 

4. Shiyama- Admin Officer 

Maldives Transport Authority was consulted on 29 th 

Transport Ministry, Huravee Building. 

June 2015 in a meeting held at the 

The key points discussed in the meeting included questions regarding the diversion of the marine 

traffic of Gaadhoo Koa Strait, the role of Transport Authority (TA) as a regulatory body in the 

construction and operation of the Bridge, and addressing safety concerns regarding the operation 

of the Bridge. 

The diversion of marine traffic of Gaadhoo Koa was an important concern shared by the meeting 

attendees. Gaadhoo Koa is currently the main entrance channel to Male’ atoll for vessels coming 

from South of Male’, including domestic and international vessels. Hence, the diversion of these 

vessels carries significant economic and social implications. It was identified that Bodu Kalhi 

would be used as an alternative route for Gaadhoo Koa, once Gaadhoo Koa is closed off for the 

construction and operation of the bridge. The alternative route, according to the TA officials, 

does not present any significant risks. However, it was pointed out that Bodu Kalhi is a much 

longer route compared to Gaadhoo Koa, thus the travel time would be longer and consequently 

the costs associated would be higher too. The TA officials highlighted that the costs of marine 

transport could increase by 200% when Bodu Kalhi is used over Gaadhoo Koa. 

According to the TA officials, the regulatory role of TA in the bridge operation would be to 

enforce road regulations such as signs, speed and traffic, and to determine routes and speed of 

marine transport. The vessels that would be allowed to pass under the bridge would be 

determined based on the tide, distance between the piles and the height of the bridge. TA will 

regulate the traffic going to Hulhumale’, however, HDC will be the authority responsible for 

monitoring and enforcing traffic regulations. Additionally, TA will be responsible for approving 

the registration of new vehicles in Hulhumale’ once a vehicle registration letter has been issued 

by HDC. With regards to the construction works, TA requires the contractor to strictly follow 

the rules of the Maritime law and Land Transport Law, including the use of navigational lights 


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both on land and marine, even if the construction area is blocked. Furthermore, the Bridge 

design should also adhere to the TA standards such as the inclusion of navigational signs, 

reflectors, lights etc. 

One of the concerns raised by the TA officials was regarding the public transportation. 

Although TA does not see a need to include a separate public transport lane in the bridge design, 

the officials stressed the importance of incorporating proper bus terminals (with waiting and 

luggage area) and identifying suitable locations for these terminals. Concern was also raised 

about the relatively small difference between the width of the motorbike lane and the lane for 

four wheelers. 

A number of safety standards were also recommended by the TA officials. These include 

wearing reflector jackets for motor bikers, and wearing helmet and reflector jackets and 

installing reflectors on bicycles for bicycle users. 


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Ministry of Environment and Energy 


Time: 13:00 – 14:00 

Location: 4F, Meeting Room Ministry of Environment and Energy, Green Building, 

Participants: 

1. Ahmed Ali, Director General, Ministry of the Environment and Energy 

2. Afsal Hussain, Assistant Director, Ministry of Environment and Energy 

3. Abdulla Mohamed Didi, Deputy Minister, Ministry of Environment and 

Energy 

4. Muawiyath, Director General, Ministry of Environment and Energy 

5. Nafha Aujaz, Environment Analyst, of Ministry of Housing and Infrastructure 

(representing proponent) 

6. Shahdha Shiyam, Environmental Consultant – Sustainable Development, of 

CDE Consulting 

7. Mohamed Faizan, Environmental Consultant, of CDE Consulting 

The purpose of this meeting was to present the conceptual plans for the proposed bridge 

connecting Malé and Hulhulé Island to the participating stakeholders, and gather their views, 

concerns and recommendations to the plan. Nafha presented the conceptual plans to the 

participants 

MEE has undertaken in-depth studies of the plans of the bridge, and have undertaken feasibility 

studies on the possibilities of installing solar panels to generate energy. The ministry has decided 

not to install PVs on the bridge given the high maintenance cost. 

These findings have been shared with the proponent (Ministry of Housing and Infrastructure). 

Requested the outcomes of the findings of the EIA to be shared with the stakeholders for 

comments. 

Proper measures should be taken to prevent and reduce impacts of potential collision of boats 

with the pillars of the bridge; these include use of fenders, markers etc. 


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Environment Protection Agency (EPA) 

Date: 17th June 2015 

Place: EPA 

Time: 9:00 am 

Participants: 

1. Ali Mishal- Engineer 

2. Rifath Naeem- Senior Environment Analyst 

3. Aminath Nizar- Engineer 

4. Yazeed Ahmed- Director 

5. Fathimath Reema- Assistant Director 

6. Mohamed Hamdhaan- Assistant Director 

The consultation meeting with Environment Protection Agency (EPA) was held at the meeting 

room of EPA on the 17 th of June 2015. 

The main aim of the meeting was to understand the concerns of EPA on the proposed bridge 

project and seek advice and recommendations from EPA on minimizing any perceived negative 

environmental impacts. 

The first concern raised by EPA was regarding the reclamation of land in Hulhule’ and the 

borrowing of sand for this reclamation. EPA asked about the locations of the borrow sites and 

advised to identify the borrow sites at the soonest possible as the borrowing may affect some 

environmentally sensitive sites depending on where they are. EPA also advised that the dredging 

and reclamation work of the proposed project might require an EIA, either separately or as an 

addendum to the proposed project. Officials from EPA also questioned whether the proposed 

reclamation area would have enough ground strength to support the bridge landing on Hulhule’ 

side. 

The second important concern pointed out by EPA was related to the use of Gaadhoo Koa Strait. 

EPA highlighted that Gaadhoo Koa is a shipwreck prone area which is known to have the 

strongest current in the Male’ region. According to the officials from EPA, the introduction of 

the piers of the bridge could increase the likelihood of accidents as ships may get dragged with 

the current and collide with the piers. The biggest risk from such accidents, as they noted, is that 


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of oil spillage which may have disastrous environmental consequences. To prevent ship collision 

with the piers, EPA recommended the piers to be equipped with safety measures. 

The third concern that EPA raised in the meeting was regarding the Varunulaa Raalhugandu, 

which is currently used by local surfers for leisure surfing and for hosting national and 

international surfing competitions. EPA questioned whether any studies have been done to 

understand the changes in the hydrodynamics of the waves from the construction of the bridge. It 

was recommended that further studies be done to understand the effect of bridge construction on 

the hydrodynamics of the waves in the bridge area. 

As a fourth concern, EPA asked about the management of storm water that will be collected on 

the bridge. Of particular concern was how the storm water would be discharged. EPA advised 

that the drainage of storm water into the sea should be well dispersed from points of low 

elevation, to prevent sudden changes in the pH and temperature of the surrounding environment. 

Sudden changes in pH and temperature will have negative impacts on the marine flora and 

fauna. EPA also warned that if mass amounts of water were discharged at the end of the bridge 

on to the beach, the beach would have a problem of erosion. 

Another interesting point made by EPA was regarding the inclusion of a pedestrian path in the 

bridge design. Some officials from EPA maintained that the pedestrian path is unnecessary since 

the walking distance is too long and therefore very few would use the pedestrian path. They also 

explained that the pedestrian path might be a safety hazard to the public if effective measures 

such as strong fencing between the pedestrian lane and vehicle lanes are not implemented. The 

experience of Addu Link Road suggests that the risk of accidents will be high on the bridge as 

well since the bridge allows a high speed limit of 60km/hr. EPA also notes that allowing 

pedestrians on the bridge will cause many issues like people going fishing on the bridge, taxis 

stopping to pick up people, risk of people committing suicide from the bridge, protesting etc. It 

is recommended that the pedestrian path is either removed from the bridge design or strong 

fences be built to separate the vehicle lane and pedestrian lane. 

EPA also pointed out that there is not enough information to assess the risk of bridge activities 

on the reef slopes. It is expected that the loading and unloading of vehicles can create fatigue of 

reef slope. Therefore EPA suggests that the design of the bridge should address the problem of 

long-term fatigue of the reef slopes. 


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Maldives Meteorological Services 


Time: 13:00 – 14:00 

Location: 4F, Meeting Room Ministry of Environment and Energy, Green Building, 

Participants: 

1. Dr. Zahid Hameed, Deputy Director General Climatology, of Maldives 

Meteorological Service 

2. Ahmed Rasheed, Director Meteorology, of Maldives Meteorological Service 

The proposed location for bridge is a strong wave action area; hence there is the possibility for 

the bridge to be affected by incoming waves during the southwest monsoon, especially near the 

proposed landing areas in Malé and Hulhulé Island. As evidenced by the quantity of sand and 

rubble brought onto southeast corner of Malé by strong waves during southwest monsoon. 

Hence, the bridge might not be safe to use during high wave action. Furthermore, given that land 

will further be reclaimed towards the ocean in Hulhulé, it is likely that waves that break will be 

higher, intensifying the overall wave impact. 

In addition, climate change is likely to intensify wind and other weather phenomena in the 

future, these also needs to be taken into account in designing the bridge. 

MMS recommends a long-term study (at least one year), of the waves and current at this site, 

and to finalize the design incorporating these findings. Measures need to be sought out to ensure 

the bridge to be safely used during both monsoons. 


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Ministry of Tourism 

Date: 23 rd June 2015 

Time: 13:00 – 14:00 

Location: Ministry of Housing and Infrastructure 

Participants: 

1. Mr. Moosa Zameer Hassan 

There has not been a discussion at the ministerial level and industry level on the bridge project. 

A ministry representative is expected to have represented in the scoping meeting for the bridge 

EIA. It was suggested to conduct comprehensive multiagency consultations prior to finalizing 

the designs of the bridge. 

Dhoni ferry transfer on arrival is a unique feature to the Maldives. In the future, the ferry feature 

has potential to be capitalized further by providing quality tourist ferries between Hulhule and 

Male’ for international visitors. (eg: Venice ferries as tourist attractions). 

Other opportunities include promoting Male’ as a destination market. There would be 

opportunities for tourist operators to capitalize on creating a tourist experience in Male’ city for 

transit and other passengers (eg: Singapore city tour). Male’ city tour can be complimented with 

value additions such as providing shelter at the arrival terminal in Male’ and managed toilet 

facilities for international visitors. The tours can be further complimented with Male’ tour visits 

to historical places and for experiencing local cuisines. 

Opportunities for visitors to stay in hotels and guesthouses in Male’ during transits, and night 

flights before transfer to their place of stay or before departure from Maldives. 

Some tourist visitors stopover in Male’ for one or two days for experiencing the Varunulaa 

Raalhugandu surfing area. Also some international surfing competitions take place in the 

Raalhugandu surfing area. There is no official data for the number of visitors to the area. Surfing 

is however a seasonal attraction for the visitors when the conditions are right. Aesthetically 

pleasing designs and surfer access with minimized impacts to the area are factors to consider 

when designing the bridge. 

On the subject all passengers to be transit from Male’ - At present majority of the resorts chose 

proximity to resorts and direct transfers from resorts to the airport for departure. Male’ is going 

to add to the busyness of the place and creating reception, luggage collection and departure will 


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add to burden on the visitors in terms of time and travel routes and other added difficulties 

associated with departures. 

Although guesthouse tourism in Hulhumale beach front is unplanned development, Tourism is 

planned development – those planned resorts around the airport developed as higher star rating 

at present might observe a decline in star rating, depending on the type of activity and movement 

around the airport. 

In the change of channel to Bodu Kalhi for transport, it should be considered that the frequent 

used Banana reef dive site falls in to the area. Hence it should be ensured that 

Safari vessels with masts and shipping liners might not be able to pass through the present 

channel Gaadhoo Koa channel and hence would need to be informed. 

Concerns/Issues: 

Concerns with regard to visitors arriving in Male’ at present include, lack of shelter at arrival 

point, toilet and support facilities for international visitors to add to convenience for the visitors. 

For the transfers from resorts in the south of Male’ that might face hiccups in the present route 

during construction and post contraction phase to not have to travel longer routes, especially 

during bad weather. 

There are several resort transfer vessels parked around the south west side of Male’ (towards the 

swimming track). Anchoring, birth, refueling sues. There may be a need to consider some form 

of diversion or easier access to the point. 

Victory Dive point is an important dive site for wreck dives and used for trainings as well. It is 

important to be able to get access to the dive site and to ensure that the wreck doesn’t get 

damaged during the construction of the bridge. 

The land next to Dharubaaruge is leased for tourism development. An advance payment of $7 

million had been made by the leaseholder. The leased land covers part of the road area in front 

of the park as well. It has to be ensured that the road extension or bridge and road use does not 

cross over to the boundary of the leased land for tourism development. Changing lease for such 

an investment would involve major financial compensations or reallocation of land from 

possibly by exchanging with uninhabited islands. 


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Maldives Airports Company Limited 

Date: 22 nd June 2015 

Time: 11:00 


Participants: 

1. Ibrahim Thoha- GM- AFM 

2. Abdulla Mufeed- GM- Aerodrome 

3. Mirfath Shafeeq- GM Project Cordinator 

4. Ibrahim Hameed- SATCO 

5. Adnan Ali- CDO 

6. Mohamed Solih- DCO 

Consultation with the Maldives Airports Company Limited (MACL) was carried out on 22 nd 

June 2015 at the Ministry of Housing and Infrastructure. 

The main role of MACL in the bridge project is to provide a road for public to pass through. The 

first concern raised by the MACL was regarding the plan to use the existing road in Hulhule’ to 

link Male’ and Hulhumale’. According to MACL, currently there is no runway separation barrier 

between the runway and the road connecting Hulhule’ and Hulhumale’. To ensure the safety of 

the public, MACL has consulted Ministry of Housing and Infrastructure to install traffic lights as 

a mitigation measure. However, MACL points out that this will cause the road to be blocked for 

about 10 minutes every time a flight lands, creating traffic and subjecting Bridge users to a long 

waiting time in the traffic. According to MACL, this problem would not be an issue after the 

new runway, which is planned to be built before the bridge becomes operational. 

MACL also raised concern over the narrow width of the road in Hulhule’ compared to the 

number of lanes on the bridge. It is expected that a traffic bottleneck will be created at the point 

of connection between the Bridge and Hulhule’ if the existing road in Hulhule’ is not widened. 

However, widening the road requires a lot of space from Hulhule’ island, which is a big plan for 

Hulhule’ island requiring advance planning. MACL believes that any plans to widen the existing 

road needs to be planned together with the Bridge project. 

MACL requires information on the speed of vehicles and the entry points to Hulhumale’ to plan 

land allocation in Hulhule’ for bridge and other purposes. Several entry points would mean that a 

large land area will be needed from Hulhule’. Additionally, MACL anticipates that the proposed 

Bridge project will require some form of Parking in Hulhule’, thus they have planned for a 

minimum of 600 parking lots for cars. Motorbikes will not be allowed to enter the airport 

according to the current plans of MACL. 


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Another concern raised by MACL was regarding the inclusion of the pedestrian path. According 

to MACL, there is no need for a pedestrian path since the distance between Male’ and Hulhule’ ( 

4km) and Male’ and Hulhumale’ ( 6Km) is too long to cross by foot and therefore no one will 

use this path to walk. 


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Maldives Ports Limited 




Participants: 

1. Ahmed Nasheed- Deputy Harbour Master 

Maldives Ports Limited (MPL) was consulted on 22 nd June 2015 at the Ministry of Housing and 

Infrastructure. 

The main issue consulted with MPL was the issue of diverting the marine traffic of Gaadhoo 

Koa. MPL pointed out that it has already started practicing the use of Bodu Kalhi as an 

alternative route to Gaadhoo Koa, but states that some vessels are still using Gaadhoo Koa as the 

channel has not yet been closed off. According to MPL, diversion will only be required for 

shipping lines, since all other boats will be able to pass under the bridge. These shipping lines 

are already adjusting to the change. MPL states that Bodu Kalhi is more preferable over 

Gaadhoo Koa considering better safety and ease of maintaining the traffic. However, MPL 

highlights that the cost implication of using the alternative route would be very high due to 

increased fuel consumption resulting from the extra travel distance added. 

One of the concerns raised in the meeting was the potential increase in marine traffic near resorts 

with the use of the alternative route. MPL states that these boats will not produce significant boat 

wakes; hence the effect of boat wakes on the resort islands will be minimal. MPL will be 

communicating with some resorts regarding installing lighting and towers. 


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Maldives Civil Aviation Authority 

Date: 22 June 2015 



Participants: 

1. Mohamed Samnoon Fuad- Aerodrome Inspector 

Maldives Civil Aviation Authority (CAA) was consulted on 22 nd June 2015 at the Ministry of 

Housing and Infrastructure. 

According to CAA, the main issue with the proposed bridge project will be in relation to the 

existing runway. CAA points out that due to the presence of the runway in close proximity to the 

proposed project area, there will be difficulties experienced during the construction and 

operation of the bridge. During construction stage, vehicles can be allowed to operate 90m from 

the runway centreline, but these could only operate within a limited timeframe. The maximum 

time given for construction towards the runway area is 6 hours, however, at present CAA can 

only guarantee 3 hours, after which all the machinery has to be cleared. These 3 hours (3am- 

6am) are also the time used for runway maintenance. Furthermore, there will be height 

restrictions for the machines depending on where it is placed in relation to the runway. 

Equipments that are higher than 20m would not be allowed towards the landing area. According 

to CAA, these issues would not be a problem if the new runway becomes operational before the 

bridge. During the operation stage, the main problem would be with regards to the use of lights 

near the landing area. CAA states that no naked lighting would be allowed towards the landing 

area since this may get confused with the runway lighting. It is recommended that no lights are 

used around this area and if any light is necessary, the use of look down light. According to 

CAA, there will be some issues regarding lighting even if the new runway is used instead of the 

current runway. 


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Maldives Transport and Contracting Company (MTCC) 




Participants: 

1. Ibrahim Siraj- Manager 

2. Ibrahim Latheef- General Manager 

3. Mohamed Nazim- Manager 


Consultation meeting with Maldives Transport and Contracting Company (MTCC) was held on 

24 th June 2015 at the Ministry of Housing and Infrastructure. 

The discussions were centred on questions designed to understand the impact of the Bridge on 

MTCC ferry and bus operations, whether MTCC perceive any benefits from the Bridge, and if 

they have any concerns and recommendations about the project. 

MTCC believes that the company will have an overall positive impact from the proposed Bridge 

project. At present MTCC ferry operations are run at a loss due to fee standards set by the 

Government. Therefore, a shift in customers from marine transport to land transport would be a 

financial advantage for MTCC. Moreover, MTCC has plans to shift its business from sea 

transport towards mainly land transport such as buses, once the Bridge becomes operational. 

Hence, loss in ferry customers to land transport would incur no negative financial impacts for 

MTCC. MTCC also states that there would be no negative impacts on its staffs with potential 

reduction in ferry operations between Male’ and Hulhumale’, because of their contingency plan 

to transfer staff to other ferries such as the Viligili ferry and regional ferries, or in the worst case, 

to land transport. 

According to MTCC, the travel time would be shorter via ferries than via the bridge, especially 

after the planned upgrading of the ferry service has been completed, which is expected to reduce 

the travel time by ferry from 20 minutes to 15 minutes. MTCC estimates that it would take up to 

20 minutes to travel between Male’ and Hulhule’ over the bridge if all four wheeled vehicles use 

the same lane. However, if a separate bus lane were included, commuters will be able to travel 

between Male’ and Hulhumale’ in 20 minutes. Therefore, MTCC recommends dedicating a 

special lane for public buses in the bridge design. 


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State Trading Organization (STO) 



Location: phone interview 

Participants: 

1. Abdul Wahid Moosa - General Manager Transport STO 

Contact number: 9993990 

email address: wahid@stomaldives.net 

Discussion points 

• Have they been informed about the bridge plans? Have they seen the maps and 

drawings? 

• No. of vessels, transport route and frequency of trips 

• Would there be any cost implication associated with re-routing? Any other concerns? 

(Eg: insurance) 

Official discussions on bridge EIA have not been consulted with STO. MPL has sent a general 

circular regarding the shipping route change. 

Generally when the ship reaches pilot boarding ground – MPL will be informed – MPL pilot will 

go on board for maneuvering and birthing. 

STO owns two ships – one for general cargo goods and one for oil supplying. 

General cargo vessel 

• Origin of route – Tuticorin (Thoothukudi), Tamil Nadu to Male’ 

• Annually 12 trips based on cargo requirement. Trying to increase number of trips to meet 

demand. Ideal would be 14 to 16 trips per annum 

• Capacity - 3700 metric tones. 

• Type of goods - mostly construction materials (Hila, hilaveli, dhangadu and perishables, 

general goods) 

Oil tanker – largest oil supplier to the Maldives 

Origin is mostly Jabel Ali route. Sometimes Singapore port 


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Average 16 trips per annum. 

Capacity – 7,000 metric tones 

In maneuvering diesel oil will be used for which consumption will be higher. In high seas, 

heavy fuel oil will be used, for which consumption is lower. There wont be major cost 

implications associated with the change in channel, only slight variations in fuel consumed. 

No other concerns/issues expressed 


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Marine Research Centre 


Time: 13:00 – 14:00 

Location: Marine Research Center (MRC) 

Participants: 

1. Dr. Mohamed Shiham Adam, Executive Director 

Consultation with MRC was conducted on 28th June 2014 at the Marine Research Center. 

At the beginning of the meetings a detailed description of the proposed bridge, the work sites, 

and the existing environment was given. 

Officials from MRC highlighted that there are no marine research done on the proposed area, so 

it was difficult to say the impact of the proposed project on the marine life in the area. 

The staff from MRC raised concerns regarding the possible increase in the number of vehicles in 

Male’ and how such traffic can be managed in the future. 


Page|291


Ministry of Fisheries and Agriculture 


Time: 13:00 – 14:00 

Location: Ministry of Fisheries and Agriculture, Velaanaage 

Participants: 

1. Rifaath Hassan, Director, Agriculture Production and Product Diversification 

Ministry of Fisheries and Agriculture was consulted on 24th June 2015 at Ministry of Fisheries 

and Agriculture. 

The participants of the meeting from the Ministry of Fisheries and Agriculture were unaware of 

any information shared with the ministry regarding this project. 

It was noted in the meeting that they did not believe the bridge would have any direct impacts on 

fishing or agricultural cargo carrying vessels if the Gaadhoo Kolu is closed off during 

construction, as they feel the ships can easily divert to another route. 

It was also noted that the ministry currently has staff working at the airport in the quarantine 

office, and they have an additional warehouse work space in Hulhumale’, which is used to build 

Fish Aggregation Devices. 


Page|292


MNDF Coast Guard 




Participants: 

1. Mohamed Ziyau- Warrant Officer-1 

Consultation meeting with the Coast Guard was held on 22 nd June 2015 at the Ministry of 

Housing and Infrastructure. 

The discussion with MNDF Coast Guard was centred on questions regarding the role of Coast 

Guard in diverting the marine traffic of Gaadhoo Koa. MNDF Coast Guard has not yet decided 

which vessels will be diverted. According to the Coast Guard officials, there will be no issues 

with the blockage of Gaadhoo Koa during the construction of the bridge, and Coast Guard is 

ready to provide all support needed. Coast Guard recommends more awareness to be carried 

regarding the channel blockage. 


Page|293


Maldives Police Services 



Location: CDE Consulting 

Participants: 

1. Ahmed Haneef- Sub Inspector 

2. Ahmed Naseem- Station Inspector 

Consultation with Traffic Police was conducted on 28 th June 2015 at CDE Consulting office. 

Traffic Police officials who attended the meeting were aware of some details of the project, 

however, have not attended any official meetings regarding the proposed bridge project. 

The main points discussed during the consultation include advantages, concerns and suggestions 

to address the main issues that may arise once the bridge is operational. 

One of the advantages for traffic police once the bridge is operational, is that they will be able to 

develop and establish better facilities in Hulhumale’. As a result, monitoring and managing 

traffic will become much easier for traffic police. 

One of the biggest concerns raised by the staff from traffic police is in relation to the proposed 

speed limit for traveling on the bridge. The Police highlighted that the proposed speed limit of 

60km/hr is currently allowed only in Addu-link road, and that is where the majority of the traffic 

related fatal incidents in the Maldives have happened in the recent past. They also urged that the 

length of the bridge is too small for a highway and hence suggested to maintain the same speed 

limit as the rest of the areas in Male’. 

Another important issue raised in the meeting is that the point of entry to bridge from both Male’ 

and Hulhumale’ side would have huge traffic congestion. Increased demand for parking in 

Hulhumale’ is another issue that was raised. The traffic police suggested to add more parking 

space to Hulhumale’ to prevent the parking crisis of Male’ repeating at Hulhumale’. 


Page|294


The Police also provided a number of suggestions to mitigate safety issues that will arise from 

the proposed bridge: 

• Pedestrian lane needs to be protected or fenced. Fence should be strong enough to 

withstand impact of vehicles and to prevent collision with pedestrians 

• Traffic cameras, both speed camera and detective camera, to be installed along the whole 

length of the bridge 

• Helmets and seat belts should be worn since the speed limit is above 30km/hr. However, 

it was also raised in the meeting that helmets often block the view and limit hearing in 

small and congested traffic areas making it more risky. 


Page|295


Recreational NGOs and Businesses 



Location: CDE Consulting 

Participants: 

1. Abdullah Areef - President, Maldives Body Boarding Association (MBBA) 

2. Mohamed Khushrawan – Vice President, MBBA 

3. Hussain Abdullah – Event Coordinator, MBBA 

4. Hassan Rasheed – Media Coordinator, MBBA 

5. Ali Khushrawan - Board Member, MBBA 

6. Mohamed Shabyn – Chairman, Maldives Surfing Association (MSA) 

7. Hussain Fayaz – Manager, Malihu Surf school 

8. Sophia Ahsan Adnan – HR, Malihu Surf Schoo 

9. Ahmed Fawaz – Advisor, Malihu Surf School 

During the consultation meeting, several concerns were raised by the two associations and the 

surf school. 

The meeting participants had received information regarding the proposed project via different 

news and social media. According to the surfers association, they have attempted to convey their 

concerns to the relevant authorities regarding the loss to the surfing spot in the proposed project 

area. 

Their major concern is that the surfing spot in the proposed project area will not be accessible to 

them during the construction stage of the project and the waves will be disrupted or changed 

once the bridge is constructed. It was also highlighted that swell waves are mainly generated 

towards the proposed bridge and that piers of the bridge will eventually reduce the size of the 

waves in the area. They also noted that around 90% of the surfing area has already been lost due 

to the construction of the artificial beach before. 

Furthermore, the members in the meeting noted that over the years, surfing has become a unique 

culture in the Maldives and that surfing industry is an important industry in the country. Adding 

to that, they also highlighted that surfing industry has brought several international awards to the 

country. Furthermore, it was noted that Male’ is home for majority of the surfers in the 

Maldives, and hence the surfing spot in the proposed project location is surf spots utilized by the 

majority of Maldivian surfers. 


Page|296


Representatives from Maihu Surf School, the only surf school in the Maldives, highlighted that 

the surfing spot in the proposed project area is the best spots for beginners to learn and practice 

surfing. It was also raised that surfing schools use the area more towards the proposed bridge 

location than the actual surfers. 

It was also highlighted that proposed reclamation area in Hulhule’ is a good surf spot and 

occasionally used by the surfers. 

Surf spot in Himmafushi was mentioned as the closest alternative location for the surfers. The 

concern however was the difficulty of having to travel to another island in order to access the 

surf spot. This concern was also raised by the surfing school as it will be challenging to take kids 

registered in the school away from Male’. 


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Male’ Water and Sewerage Company Ltd 

Date: 21 st June 2015 

Time: 12.00 pm 

Location: Ministry of Housing and Infrastructure, Meeting Room 03 

Participants: 

1. Mohamed Adam- Assistant Manager, Survey and Design 

2. Abdul Hameed- Assistant Manager, Technical Operations 

3. Mohamed Ali- Project Engineer 

Maldives Water and Sewerage Company (MWSC) was consulted in a meeting held at the 

Ministry of Housing and Infrastructure of 21 st June 2015. 

The main points discussed in this meeting included the effect of proposed project on MWSC 

infrastructure, the prospect of relocating affected infrastructure, and the perceived positive and 

negative impacts of the proposed bridge project on MWSC. 

According to MWSC, three pipes of MWSC fall under the proposed project site. These are the 

main pipe that runs on Boduthakurufaanu Magu, storm water pipe and the sewerage out fall 

pipe. Both the storm water pipe and sewerage pipe are located below the Usfasgandu area which 

is very close to the bridge landing on Male’ side. At the time of the meeting, MWSC did not 

have detailed information of the exact locations of the proposed project site, thus MWSC was 

not entirely sure which of its infrastructure would need relocation and what the alternatives 

would be in case relocation is required. Based on the maps shared during the meeting, it was 

understood that the main pipes might not need relocation. 

MWSC raised concerns about the huge costs that would be involved if any of the pipes are 

required to be relocated, especially the sewerage pipe. It is estimated that the relocation of 

sewerage pipe could take up to 3-4 months. MWSC was also concerned about the possibility of 

groundwork near the pipes as these activities could potentially damage the pipes. 

On the positive side, it is believed that the proposed project would allow better connection of 

MWSC services between Male’, Hulhule’ and Hulhumale’. MWSC has already requested the 

relevant government authorities to include 2 pipes of 350m diameters on the side of the bridge. 

The pipes are one each for the distribution tank and the storage tank. 


Page|298


State Electrical Company Ltd (STELCO) 


Time: 12.00 pm 


Participants: 

1. Abdul Malik Thaufeeg- Engineer 

2. Ahmed Saif- Senior Engineer 

Consultation with State Electric Company Limited (STELCO) was carried out on 21st June 2015 

at the Ministry of Housing and Infrastructure. 

This consultation focused on questions about the infrastructure of STELCO in the project area, 

the prospect of relocating the infrastructure, and perceived benefits and negative impacts on 

STELCO operations from bridge construction. 

According to STELCO, two important infrastructure components are in the proposed project 

area. The first one is the seawater intake pipe of STELCO which is located on Boduthakurufaanu 

Magu near Dharubaaruge, not very far from the bridge landing on Male’ side. The second 

infrastructure affected is the STELCO electricity network cables in the ground. STELCO 

informs that the relocation of sea water pipe would not be possible. However, STELCO has no 

issue with having to relocate the network cables. Ministry of Housing and Infrastructure has 

already informed STELCO that some of the STELCO cables would need to be relocated due to 

the proposed project. The main issue with cables, according to STELCO, is the need for 

maintenance, which would require frequent road blocking. It is believed that once the Male’- 

Hulhule’ bridge becomes operational and the Greater Male’ connectivity plan comes into action; 

Boduthakurufaanu Magu will become a high traffic road which would not be allowed to be 

blocked frequently. Therefore, even after the relocation of cables from the project site, STELCO 

is expected to experience some difficulties with its maintenance work of the network cables in 

the future. 

According to STELCO, the main benefit of the proposed bridge project for STELCO is the 

reduction in the cost of submarine cables. There would no longer be a need for submarine cables 

since land cables can be connected via the bridge once the bridge is developed. STELCO has 

already communicated its plans for installing a transmission cable via the bridge with relevant 

government authorities. It is believed that the land connection would increase the reliability of 

STELCO services. 


Page|299


Dhiraagu 

Date: 17 h June 2015 



Participants: 

1. Hussain Siraj, Civil Project Executive 

2. Moosa Ahmed Manik, Act. Director, Network 

3. Ibrahim Anwar, Manager, Network 

4. Ismail Ziam, Senior Engineer 

Consultation with Dhiraagu was conducted on 17th June 2015 at Ministry of Housing and 


The key points discussed in the meeting included existing infrastructure of Dhiraagu in the 

project area, the prospect of relocating the infrastructure, and perceived benefits and negative 

impacts on Dhiraagu operations from bridge construction. 

Officials from Dhiraagu noted MHI have already shared information with them regarding the 

proposed bridge, including location, site of piles and drawings of the area etc. Furthermore 

Dhiraagu also had shared important information from their side such as map of their marine 

cables. 

According to Dhiraagu, the main benefit of the project for them is that the existence of the 

bridge will secure telecommunication entry points of both Dhiraagu and Ooredhoo. 

Additionally, it will also provide alternative routes for cable connection such as connecting 

under the bridge. 

When asked about the impacts during the construction stage, it was highlighted that operation of 

the construction machinery and any collapse of reef can damage the cables in the area. In order 

to minimize the impact, Dhiraagu suggested physical marking of cables during construction 

stage as a mitigation measure. 

It was also raised in the meeting that Dhiraagu have cables in the proposed project location and 

relocating the cables is costly and requires doing some studies of the area, which Dhiraagu has 

already started conducting. It was also noted that re-cabling will take at least 2 weeks and during 

the process, more than 80% of its network service will be disrupted. Dhiraagu has already 


Page|300


planned one week for the relocation process, however any delays or damages during the 

relocation would delay the process further and can take up to 3-4 weeks. Furthermore, they will 

require a foreign specialist for relocating the marine network. Relocation work also need to 

consider season, as the earliest possible period to under take the relocation would be the 

beginning of 2016. It was also stressed that, in order to relocate the cables, Dhiraagu need to 

inform the suppliers well in advance, preferably 6 months, ahead of the relocation. 

Furthermore, the manhole, which is at the junction of the cables going into Male’ will be 

inaccessible after the construction of the bridge as it will be directly under the bridge. 

Officials of Dhiraagu also noted that they require advice from planning authorities on a possible 

location to relocation the cables and that the new location should be fixed and should not require 

frequent relocation so as to minimize frequent disruption of service. 

When asked about any advice or suggestions staff from Dhiraagu said that the best option is to 

consider an alternative location that does not requires moving the existing cables and manhole. 


Page|301


Ooredhoo 




Participants: 

1. Mohamed Ibrahim, Manager 

2. Shabeen Ali, Head of Planning 

3. Jan Glen Elizaibe, Consultant 

4. Ravi Amarasingle, Civil Engineer 

Consultation with Ooredoo was conducted on 21st June 2015 at Ministry of Housing and 


The key points discussed in the meeting included existing infrastructure of Ooredoo in the 

project area, the prospect of relocating the infrastructure, and perceived benefits and negative 

impacts on Ooredoo operations from bridge construction. 

During the consultation members from Ooredoo noted that they have not been informed or 

consulted regarding the project earlier, and they require further information such as exact 

coordinates of the bridge etc, in order for them to be able to provide an assessment of risks and 

costs to the company. 

It was also highlighted in the meeting that manhole to their networks is close to the proposed 

landing area of the bridge and relocation of the manhole will be difficult. Adding to that, it was 

noted that if the distance between the landing area and man hole is more than 20m, or if the 

height of the landing area (between the ground and the bridge) allow access to the manhole, then 

the relocation of the manhole may not be required. Officials from Ooredoo also highlighted that 

they do not have in-house expertise to relocate the manhole, hence, need to be informed well 

ahead of time if relocation is necessary. 

Regarding the fiber network, Ooredoo assured that they can relocate the fibers and that it will 

generally take around 3-6 months. They also noted that relocation should be done before the 

monsoon season. Even though there will be some disruptions to their service during the 

relocation process, Ooredoo assured that the disruptions will be minimized by various 

mitigation measures. During the consultation meeting, their official asked whether there would 


Page|302


be any compensation measures by the government for the cost and burden of relocating the 

telecommunication infrastructure of Ooredoo. 

Questions were also asked by Ooredoo on whether there would be any ducting system in 

Boduthakurufaanu magu as it will be useful for Ooredoo and Dhiraagu in the future. Queries 

were also raised on whether there will be space on the bridge for installing things like an 

antenna. 


Page|303


Tourist Resorts 

All resorts consulted expressed having heard of the bridge project between Male’ and Hulhule. 

The discussion points for the resorts were: 

• The present transfer route of tourist visitors, staff and cargo. 

• If they have been informed of any changes to travel routes associated with the bridge 

construction 

• Any changes to the 

Holiday Inn Resort Kandooma Maldives 

Guest transfer: Daily by speedboat (departure from airport), transfer takes about 40-45 minutes 

Staff transfer: Daily by dhoni (departure from Jetty 7) 

Since the borehole project for the bridge started, they have been travelling from a different route 

(Villingili Route) 

The difficulties associated in transfer are due to : sea might be rough due to changed wave and 

current patterns, they would have to cross ‘Vaadhoo Channel’ which is known to be a relatively 

rough sea and hence the time taken for transfers will increase. 

Fun Island Resort 

Daily guest and staff transfer is by speedboat from Male’ International Airport. Transfer takes 

about 45 minutes to the resort. 

They are using the Villingili route and don’t think that they’d face any difficulty due to bridge 

construction. 

Olhuveli Beach Resort and Spa 

Daily guest transfer by speedboat departing from Male’ International Airport and transfer takes 

about 45 minutes 

Staff Transfer: Everyday except Friday by Dhoni (departure from Male’) 


Page|304


Difficulties associated in transfer due to bridge: 

Under normal circumstances, they can choose to travel from within atoll or outside atoll 

depending on the current and wind patterns. However, during the construction phase of the 

bridge, it’s likely that they would have to travel from within the atoll route irrespective of the 

weather. Hence, they foresee there will be an increase in the time taken for the transfer. 

Taj Coral 

Daily guest transfer by speed boat from the Hulhule airport and transfer takes about 45 minutes 

to the resort. 

Daily staff transfer except on Fridays by dhoni ferry departure from jetty 6 of Hulhule airport. 

They are located in the North side of Male’ so don’t believe that the bridge would have any 

effect in transfer of guests/staff members. 


Page|305


Taxi Centres 

All taxi centres have heard of the bridge project. No official communications has been made 

with regard to fare charges or toll fees as of yet. 

3323132-taxi centre 

They have a total of 120 taxis and approximately 180 drivers with full time and part-time 

drivers. There are total 5 operators working from the taxi centre. 

They place themselves at first position in comparison with the other taxis. 

As expressed, they expect an increase in revenue from the taxi transfers associated with the 

bridge 

They do not expect disadvantage to taxi centres from the bridge project. 




They place themselves in the fourth position in comparison with the other taxis. 

As expressed, they expect an increase in the income of taxi drivers, resulting from the bridge 

project. 

They do not expect disadvantage to taxi centres from the bridge project. 




They also place themselves in the first position in comparison with the other taxis. They are the 

first taxi centre to be registered and operational in Male’. 

As expressed a disadvantage would be increase in the fares for customers and toll fees associated 

with the bridge crossing. Disadvantage: There may be an increase in the amount of transfer since 

there will be a toll charge to cross the bridge, but they expect that to be borne by the customer. 


Page|306



They have a total of 92 taxis and approximately 135 drivers with full time and part-time drivers. 

There are total 3 operators working from the taxi centre. 

They place themselves in the second position in comparison with the other taxis. 

They expect to get more trips and increased revenue from trips for higher income. 

They do not expect disadvantage to taxi centres from the bridge project 


Page|307


APPENDIX K – CV’s of Consultants 


Page|308

CURRICULUM VITAE: YUCAI BAI 

1. NAME : Yucai Bai 

2. DATE OF BIRTH : December 6, 1986 

3. NATIONALITY : Chinese 

4. PERSONAL ADDRESS : 600 Minsheng Road, Shanghai 200135, P. R. China 

TELEPHONE NO. : +86 21 58856638-2977; +86 15121048587 

FAX NO. : +86 21 58211402 

E-MAIL ADDRESS : bai.yc@163.com; 

5. EDUCATION : • MS, Shanghai Ocean University, Shanghai, China, 2011; 

: • BE, Shenyang Agriculture University, Liaoning, China, 2008. 

6. MEMBERSHIP IN 

PROFESSIONAL 

SOCIETIES 

: • Registered Environmental Assessment Engineer of P.R. China 

• Assistant researcher 

7. EMPLOYMENT RECORD : 

YEARS OF SERVICE 

EMPLOYER 

POSITION HELD AND 

DESCRIPTION OF DUTIES 

From Oct. 2014 to Present 

China Shipping Environment technology (Shanghai) Co. 

LTD (CSET) 

Assistant researcher, project manager 

Responsible for the implementation of the environmental 

assessment 

YEARS OF SERVICE From July 2011 to Oct. 2014 

EMPLOYER 



Shanghai Ship & Shipping Research Institute (SSSRI) 



assessment. 

8 PROJECT EXPERIENCE : 

PROJECT NAMES : EIA for No. 103 & No. 104 Berths of Panjin Harbor, Liaoning 

Province & Shanghai City, P.R. China 

TIME SPENT : 2013 to 2014

POSITION HELD : Project Manager 

PROJECT NAMES : EIA for No. 2 Crude Oil Terminal Dock of Yingkou Harbor, 

Liaoning Province, P.R. China 

TIME SPENT : 2013 to 2014 

POSITION HELD : Marine Ecological Impact Theme Leader 

PROJECT NAMES : EIA for 300,000 tons Channel of Yingkou Harbor Xianrendao 

Port Area, Liaoning Province, P.R. China 



PROJECT NAMES : EIA for 250,000 tons Channel of Yingkou Harbor Bayuquan Port 

Area, Liaoning Province, P.R. China 



PROJECT NAMES : EIA for Wuhan Yangzi River Ship Trading Center Dock, Hubei 

Province, P.R. China 


POSITION HELD : Marine Ecological Impact Theme Leader

CURRICULUM VITAE: Y 

1. NAME : Ying Xu 

2. DATE OF BIRTH : October 3, 1988 



TELEPHONE NO. : +86 21 58856638-2979; +86 13120571186 

FAX NO. : +86 21 58211402 

E-MAIL ADDRESS : xu_ying_nju@163.com; 

5. EDUCATION : • ME, Nanjing University, Jiangsu, China, 2014; 

: • BE, Anhui University of science and technology, Anhui, 

China, 2012. 


PROFESSIONAL 

SOCIETIES 


• Associate researcher 



EMPLOYER 





LTD (CSET) 

Associate researcher, Deputy director of EA Dept. 


assessment 


PROJECT NAMES : EIA for Jinhuigang Bridge of Nangang Road, Shanghai City, P.R. 

China 

TIME SPENT : 2014 

POSITION HELD : Atmospheric Environment Impact Theme Leader 

PROJECT NAMES : EIA for Qiujin Road, Shanghai City, P.R. China 


POSITION HELD : Atmospheric Environment Impact Theme Leader

PROJECT NAMES : EIA for City viaduct of Jiamin Road, Shanghai City, P.R. China 



PROJECT NAMES : EIA for Suitang Road, Shanghai City, P.R. China 



PROJECT NAMES : EIA for Pusan – Wanrong – Sanquan Road, Shanghai City, P.R. 

China 



PROJECT NAMES : EIA for Qizhen Road, Shanghai City, P.R. China 


POSITION HELD : Atmospheric Environment Impact Theme Leader

CURRICULUM VITAE: XUHUA YU 

1. NAME : Xuhua Yu 

2. DATE OF BIRTH : November 12, 1986 



TELEPHONE NO. : +86 21 58856638-3093; +86 18018658528 

FAX NO. : +86 21 58211402 

E-MAIL ADDRESS : yxhhhu@163.com; 

5. EDUCATION : • ME, Hohai University, Jiangsu, China, 2011; 

: • BE, Hohai University, Jiangsu, China, 2008. 


PROFESSIONAL 

SOCIETIES 


• Assistant researcher 



EMPLOYER 





LTD (CSET) 



assessment 


EMPLOYER 






assessment. 


PROJECT NAMES : EIA for Xuhui Maritime Dock at Huangpu River, Shanghai City, 

P.R. China 



PROJECT NAMES : EIA for Xuanzhou Port at Shuiyang River, ABD FinancialProject 

Anhui Province, P.R. China 



PROJECT NAMES : EIA for No. 2 Crude Oil Terminal Dock of Yingkou Harbor, 

Liaoning Province, P.R. China 


POSITION HELD : Marine Hydrodynamic and Environmental risk Theme Leader 

PROJECT NAMES : EIA for 300,000 tons Channel of Yingkou Harbor Xianrendao 

Port Area, Liaoning Province, P.R. China 



PROJECT NAMES : EIA for 250,000 tons Channel of Yingkou Harbor Bayuquan Port 

Area, Liaoning Province, P.R. China 



PROJECT NAMES : EIA for Wuhan Yangzi River Ship Trading Center Dock, Hubei 



POSITION HELD : Marine Hydrodynamic and Environmental risk Theme Leader

CURRICULUM VITAE: XINGLONG CHEN 

1. NAME : Xinglong Chen 

2. DATE OF BIRTH : September 3, 1976 



TELEPHONE NO. : +86 21 58856638-2494; +86 13361821226 

FAX NO. : +86 21 58211402 

E-MAIL ADDRESS : chenxinglong@vip.sina.com; 

5. EDUCATION : • MS, Nanjing University, Nanjing, China, 2001; 

: • BS, Nanjing University, Nanjing, China, 1998. 


PROFESSIONAL 

SOCIETIES 


• Associate professor 



EMPLOYER 





LTD (CSET) 

Associate researcher, director of EA Dept. 

Responsible for the management of the whole department, 

including project, personnel and technology. 


EMPLOYER 




Assistant researcher, project manager; deputy director of EA Dept. 


assessment and the quality control of the final report. 


PROJECT NAMES : EIA for Chongming to Qidong Bridge across Yangzi River, 

Jiangsu Province & Shanghai City, P.R. China 



PROJECT NAMES : EIA for ADB financed Xuzhou to Mingguang Expressway Project, 




PROJECT NAMES : EIA for Yichang to Badong Expressway, The World Bank 

Financed Project, Hubei Province, P.R. China 



PROJECT NAMES : EIA for Soyo – Congo – Cabinda Link Project, Angola 



PROJECT NAMES : EIA for G107 Guandu Bridge across Yellow River, Henan 




PROJECT NAMES : EIA for Wangdong Bridge across Yangzi River, Anhui Province, 

P.R. China 



PROJECT NAMES : EIA for Anhui Shaying River Channel Improvement Project, The 

World Bank Financed Project, Anhui Province, P.R. China 



PROJECT NAMES : Independent Environmental and Safety Supervision of ADB 

financed Anhui Integrated Transportation Improvement Project, 



POSITION HELD : Senior Environmental Supervision Consultant

CURRICULUM VITAE: TIAN YE 

1. NAME : Tian Ye 

2. DATE OF BIRTH : March 30, 1981 



TELEPHONE NO. : +86 21 58856638-2841; +86 13764666592 

FAX NO. : +86 21 58211402 

E-MAIL ADDRESS : yetian@sssri.com; 

5. EDUCATION : • ME, Tongji University, Shanghai, China, 2006; 

: • BE, Suzhou science and technology University, Jiangsu, 

China, 2003. 


PROFESSIONAL 

SOCIETIES 





EMPLOYER 





LTD (CSET) 

Associate researcher, Deputy director of EA Dept. 

Responsible for the management of the Municipal projects of EA 

Dept. 


EMPLOYER 








PROJECT NAMES : EIA for City viaduct of Shanghai Middle Ring Line Pudong 

Section Project, Shanghai City, P.R. China 



PROJECT NAMES : EIA for Kunyanglu Bridge across Huanpu River, Shanghai City, 

P.R. China 



PROJECT NAMES : EIA for City viaduct of Shengjiang Road, Shanghai City, P.R. 

China 



PROJECT NAMES : EIA for Jinhuigang Bridge of Nangang Road, Shanghai City, P.R. 

China 



PROJECT NAMES : EIA for City viaduct of Jiamin Road, Shanghai City, P.R. China 


POSITION HELD : Project Manager

CURRICULUM VITAE: BAOJUN CUI 

1. NAME : Baojun Cui 

2. DATE OF BIRTH : May 2, 1977 



TELEPHONE NO. : +86 21 58856638-2804; +86 13761608729 

FAX NO. : +86 21 58211402 

E-MAIL ADDRESS : 358145362@qq.com; 

5. EDUCATION : • MS, East China Normal University, Shanghai, China, 2003; 

: • BS, Yantai Normal University, Shandong, China, 1999. 


PROFESSIONAL 

SOCIETIES 





EMPLOYER 





LTD (CSET) 

Associate researcher, Senior project manager 




EMPLOYER 




Assistant researcher, project manager; Senior project manager 




PROJECT NAMES : EIA for Wuxue Bridge across Yangzi River, Hubei Province, P.R. 

China 



PROJECT NAMES : EIA for Wuchuan to Zhengan Expressway Project, Guizhou 




PROJECT NAMES : EIA for Suzhou to Yangzhou Expressway Project, Jiangsu 




PROJECT NAMES : EIA for Shiyan to Baihe Expressway, Hubei Province, P.R. China 



PROJECT NAMES : EIA for Yichang to Badong Expressway, The World Bank 

Financed Project, Hubei Province, P.R. China 


POSITION HELD : Noise Impact Theme Leader 

PROJECT NAMES : EIA for Wangdong Bridge across Yangzi River, Anhui Province, 

P.R. China 


POSITION HELD : Noise Impact Theme Leader

Ahmed Shaig 

Phone: (+960) 77 88 758 shaig@cde.com.mv 

Personal Details 

Date of Birth: 19/02/1976 Nationality: Maldivian Gender: Male Marital Status: Married 

Permanent Address: Maldives Present Address: M. Muleege, Orchid Magu, Male’, Maldives. 

PhD, Environmental Science, 2009 

James Cook University, Townsville, Australia 

Education 

Research degree on ‘Settlement Planning for Natural Hazard Resilience in Small Island States: The Population 

and Development Consolidation Approach’ 

BSc Land and Spatial Information Studies/Information Science. (double major), 1999-2001 

University of Otago, Dunedin, New Zealand 

Diploma in project planning, implementation, monitoring and evaluation, 1995 

ILO training Centre, Turin, Italy 

Employment History 

Director, Environmental Services 


Republic of Maldives 

Head of environmental wing 

2008 to present 

Supervisor: Dr. Simad Saeed 

Phone: +(960) 7777445 

Assistant Under-secretary, Spatial Planning 

2002-2004 

Ministry of Planning and National Development 

Supervisor: Hon. Hamdun Hameed 

Republic of Maldives Phone: +(960) 332-3919 

Head of Spatial Planning Unit. Relevant Tasks include: 

♦ Oversee environment related projects and application of environmental guidelines for planned projects. 

♦ Plan, implement and oversee the development of a National GIS; 

♦ Aid/facilitate/oversee urban planning, housing, land use planning, natural resource planning and 

environment related projects; Provide assistance in project planning (includes urban and regional planning, 

natural resources planning) 

Project Manager, National Digital Mapping Project 

2005 (8 months) 


Supervisor: Hon. Hamdun Hameed 

Republic of Maldives Phone: +(960) 332-3919 

♦ Project involved aerial photography and satellite imagery of entire Maldives, ground surveying of key 

settlements, digital conversion of data and setting up a Mapping Unit. 

Assistant Planning Officer/Planning Officer 1994-1999 


Supervisor: Mr. Mohamed Hunaif 

Republic of Maldives Phone +(960) 331-3040 

Relevant tasks involved: 

♦ Assisting in the National GIS Development Programme (Junior GIS developer) 

♦ Facilitate urban planning, housing, land use planning, natural resource planning and environment related 

projects. 

Ahmed Shaig page 1

Experience in Consultancy 

• September 2002: Member of the team appointed for environmental surveying and carrying capacity 

assessment of islands for tourism development in the southern atolls of Maldives for Ministry of 

Tourism Maldives. 

• October 2002: Developed the Census GIS for United National Population Fund 

• December 2002: Developed the Maldives Protected Areas Systems GIS for Maldives Home Affairs 

Housing and Environment. 

• February 2003: Participated in the preparation of Royal Island and Spa Resort Annual Environmental 

Monitoring Report for Royal Island and Spa. 

• April 2003: Member of the team selected for developing town plans for urban centres in Northern and 

Southern Regional Development Zones, looking specifically into environmental control measures, for 

Ministry of Planning and National Development. 

• April 2003: Participated in the preparation of Environmental Impact Statement for Coastal 

Modifications on Rihiveli, South Malé Atoll, Maldives. 

• April 2003: Participated in the surveying and preparation of Environmental Impact Statement for the 

proposed coastal improvements to address coastal erosion concerns on Royal Island Spa Resort, Baa 

Atoll, Maldives. 

• May 2003: Participated in the bathymetry survey and preparation of Initial Environmental Examination 

for Deepening of Existing Entrance Channel to Service Jetty, Soneva Gili Resort and Spa, North Malé 

Atoll, Maldives 

• May 2003: Participated in the preparation of Initial Environmental Examination for development of an 

access channel into the natural inner lagoon (Vilu) of Mayafushi resort, North Ari Atoll. 

• May 2003: Participated in the preparation of Environmental Impact Assessment for Landaa Giraavaru 

Pvt. Ltd. for the development of a Four Season’s Tourist Resort on the island of Landaa Giraavaru in 

Baa Atoll, Maldives. 

• June 2003: Participated in survey and preparation of Initial Environmental Examination for the 

Development of a Mooring Area and Associated Beach Replenishment in, Boduhithi Club, North Malé 

Atoll, Maldives. 

• July 2003: Participated in the surveying and preparation of Initial Environmental Examination for Shortterm 

and Long-term Shore Protection Measures at Alimatha Tourist Resort, Vaavu Atoll, Maldives. 

• July 2003: Conducted shoreline and vegetation line of Alimatha Tourist Resort, Vaavu Atoll, Maldives. 

• July 2003: Participated in the surveying for Initial Environmental Examination for Short-term and Longterm 

Shore Protection Measures at Dhiggiri Tourist Resort, Vaavu Atoll, Maldives. 

• July 2003: Participated in conducting and preparation of Fun Island Resort Annual Environmental 

Monitoring Report. 

• July 2003: Participated in conducting and preparation of Sun Island Resort Annual Environmental 


• July 2003: Participated in conducting and preparation of Holiday Island Resort Annual Environmental 


• August 2003: Developed the Initial Environmental Examination for the construction of Sun Decks 

along the southern beach of Kudarah Island Resort. 

• September 2003: Participated in surveying and preparation of Fonaddoo Environmental Impact 

Assessment Report for the development of fisheries complex, Fonaddoo, Maldives. 

• October 2003: Participated in surveying and preparation of Kuda Rah Erosion Study and 

recommendations for shore protection and erosion prevention 

• November 2003: Conducted vegetation and shoreline survey of Dhonveli Beach and Spa and Four 

Seasons Report for the Boundary Delineation between the two islands. 

• December 2003: Contributed to the Landuse Planning Guidelines of Maldives (environmental aspects) for 

Ministry of Housing and Urban Development. 

• December 2003: Contributed to the Development of a Building Code of Maldives for Ministry of 

Housing and Urban Development. 

• January 2004: Co-author to the Environmental Guidelines for the Development of Resort Islands in 

Maldives, Ministry of Tourism. 

• February 2004: Developed the Baa Atoll Spatial Development Plan for Ministry of Planning and 

National Development. 

Ahmed Shaig page 2

• April-July 2004: Participated in the preparation of the Environmental aspects of the 8 bid proposals for 

resort Development for various proponents. 

• November 2005: Participated in the preparation of EIA for L.Gan Resettlement Project for Ministry of 

Housing. 

• December 2005: Participated in the surveying and preparation of EIA for Gn Fuvahmulaku Tourist Hotel 

Development 

• November 2005: Developed a GIS for strategic planning to select islands for tourism development for 

Ministry of Tourism. 

• January 2006: Local consultant for the Strategic Environmental Assessment (SEA) of Maldives Regional 

Development Plan, for AGRIFOR Consult Consortium, Belgium. 

• June 2006: Developed the Baa Atoll Resource Management GIS for Ministry of Environment and 

Energy. 

• August 2006: Consultant to the Integrated Climate Change System (ICCS) project – Assessment of 

vulnerability of Maldives Islands and Beaches to climate change 

• September 2006: Consultant to the ICCS project – Assessment of vulnerability of Maldives Infrastructure 

to climate change 

• November 2006: Consultant to the preparation of National Adaptation Programme of Action in Maldives 

for Ministry of Environment. 

• December 2006: Environmental Consultant to the United Nations Development Programme (UNDP) 

Project: Disaster Risk Assessment of Selected nine Safe Islands in Maldives. 

• April 2007: Prepared the Coastal Erosion Assessment and Management Report for Ga.Meradhoo 

Island. 

• May 2007: Participated in the preparation of EIA for N. Randheli Resort Development Project, I&T 

Management group. 

• June 2007: Participated in the preparation of Millennium Development Goals, Maldives Country Report. 

• October 2007: Natural Hazard Assessment consultant to the UNDP Project: Disaster Risk Assessment of 

Selected Safe Islands in Maldives. 

• November 2007: Prepared the EIA for proposed coastal protection, beach replenishment and access 

improvement of Elaa, Thaa Atoll, for Mr Abbas Mohamed, H. Merry Rose. 

• May 2009: Participated in the preparation of EIA for sand sourcing and beach replenishment project of 

Viligilli Island, Addu Atoll, for Shangri-La at Viligilli.. 

• April 2009: Participated in the preparation of EIA for N. Maafaru Airport Development Project for 

Noonu Hotels Pvt Ltd. 

• May 2009: Participated in the preparation of EIA for resort development in Huvandhumaavattaru, 

Noonu Atoll 

• June 2009: Prepared a status of the environment report Randheli Island, Noonu Atoll. 

• July 2009: Prepared the Environmental EIA for harbour development in Fiyoari, Gaafu Dhaalu Atoll. 

• July 2009: Participated in the preparation of EIA for Jetty and arrival lounge development project in 

Gan, Addu Atoll, for Island Aviation Services Private Limited. 

• July 2009: Team Leader for the socio-economic risk assessment of Selected Safe Islands in Maldives. 

• August 2009: Coastal erosion data synthesis for selected islands of Maldives, for World Bank Maldives 

Environmental Management Project. 

• September 2009: Prepared the beach management plan and development control measures for 

Reethibeach Island Resort, Baa Atoll. 

• September 2009: Participated in the preparation of EIA for agricultural island development in Felivaru, 

Noonu Atoll, for Fantasy Private Limited. 

• September 2009: Consultant to review the safer islands programme and cost benefit study of mitigation 

measures in three islands in the Maldives for UNDP. 

• October 2009: Consultant to the Maldives Environmental Management Project for waste management 

technical assistance for World Bank. 

• December 2009: Environmental consultant for advising on resort development and development control 

measures in Randheli Island, Noonu Atoll. 

• January 2010: Prepared the beach management plan and development control measures for Shangri-La 

Island Resort, Addu Atoll. 

• January 2010: Consultant to the Atoll Ecosystem Conservation project conservation component defining 

conservation areas and development controls. 

• February 2010: Prepared the environmental audit of Thunbafushi Island, Kaafu Atoll, for Champa 

Brothers Private Limited. 

Ahmed Shaig page 3

• March 2010: Prepared the beach management plan and development control for Herathera Island 

Resort, Addu Atoll. 

• March 2010: Lead author in the preparation of EIA for power plant upgrading project in Palm Beach 

Island in Lhaviyani Atoll. 

• April 2010: Lead author in the preparation of EIA for Seagrass removal and beach replenishment 

project in Olhuveli Island Resort and Spa, Kaafu Atoll. 

• April 2010: Prepared an EIA addendum for resort development in Gaakoshibee Island, Shaviyani Atoll. 

• May 2010: Consultant to undertake island environmental scoping studies in 30 islands in North 

Maldives to determine islands with resort development potential for GMR Group of India. 

• May 2010: Lead author in the preparation of EIA for harbour development project in Madidhoo Island, 

Shaviyani Atoll. 

• June 2010: Lead author in the preparation of EIA for deep piling project in Olhuveli Island Resort and 

Spa, Kaafu Atoll. 

• July 2010: Lead author in the preparation of EIA for the development of an aquaculture site in 

Kanduoigiri, Kaafu Atoll. 

• July 2010: Environmental planning consultant for Shangri-La at Viligilli Maldives, Addu Atoll. 

• July 2010: Environmental planning consultant to the Addu Land Use Planning project (including 

defining development controls) in Addu Atoll Maldives for South Province Office. 

• August 2010: Environmental Consultant for the Atoll Ecosystem Conservation Project to declare Baa 

Atoll as a UNESCO Biosphere reserve. 

• September 2010: Lead author in the EIA for Seagrass removal and beach replenishment project in 

Herathera Island, Addu Atoll. 

• September 2010: Lead author in the EIA for resort redevelopment in Vilamendhoo Island Resort, Ari 

Atoll. 

• September 2010: Lead author in the preparation of EIA for Gulhifalhu land reclamation project in 

Gulhifalhu, Male’ Atoll, for Capital Investment and Finance Limited, UK. 

• September 2010: Participated in the preparation of EIA for sewerage system development project in 

Miladhoo, Noonu Atoll. 

• October 2010: Consultant to undertake the coastal adaptation survey of 40 islands in Maldives for 

Ministry of Housing and Environment. 

• November 2010: Environmental consultant for advising on resort development and development control 

measures in Maamigili Island, Raa Atoll 

• January 2011: Lead author in the preparation of EIA for sewerage and water system development project 

in Hithadhoo Island, Addu City for Bi-water International Private Limited. 

• February 2011: Lead author in the preparation of EIA for sewerage and water system development 

project in Maradhoo Island, Addu City for Bi-water International Private Limited. 

• March 2011: Lead author in the preparation of EIA for sewerage and water system development project 

in Feydhoo Island, Addu City for Bi-water International Private Limited. 

• April 2011: Lead author in the preparation of EIA for sewerage and water system development project 

in Maradhoo-Feydhoo Island, Addu City for Bi-water International Private Limited. 

• May 2012: Coastal erosion mitigation assessment and planning for Six Senses Laamu, Laamu Atoll 

• January 2012: Lead author in the preparation of EIA for sewerage and water system development project 

in Fuvahmulah Island, Addu City for Bi-water International Private Limited. 

• February 2012: Coastal erosion mitigation assessment and planning for Fushivelavaru Island 

• March 2012: EIA for the proposed resort redevelopment project in Conrad Rangali Island for Champa 

and Crown Resorts 

• March 2012: EIA for the proposed resort redevelopment project in Gasfinolhu Island Resort, Champa 

and Crown Resorts 

• May 2012: Environmental consultant for advising on resort development and development control 

measures in Gasfinolhu Island, Male’ Atoll 

• June 2012: Environmental consultant for advising on resort development and development control 

measures in Nakachchaa Huraa Island, Male’ Atoll 

• April 2012: Member of the consultant team that prepared the Tourism Opinion and Profile Survey 

2011, Ministry of Tourism. 

• October 2012: Environmental consultant to the preparation of 4 th Tourism Master plan for Ministry of 

Tourism, Maldives. 

• November 2013: Environmental consultant for advising on land reclamation, resort development and 

development control measures in Dhiffushi Island Reef, Male’ Atoll. 

Ahmed Shaig page 4

• January 2013: Environmental consultant for advising on resort development and development control 

measures in Hankede Island, Addu Atoll 

• January 2013: Environmental consultant for advising on resort development and development control 

measures in Hankede Island, Addu Atoll 

June 2013: Local Environment consultant to the WCCM project, HIDRIA and Aquatica, Spain. 

Ahmed Shaig page 5

MOHAMED FAIZAN 

PERSONAL DETAILS 

Address: H. Pent Land, Date of Birth: 29 th June 1985 

Lansimoo Goalhi, Gender: Male 

20041 Male’, 

Maldives 

Mobile: +960 7975987 Nationality: Maldivian 

Email: 

Faizan@cde.com.mv 

Mohamed.Faizan@gmail.com 

EDUCATION 

International Islamic University Malaysia 2006 – 2010 

Bachelor of Biotechnology (Honours) 

Centre for Higher Education Secondary Education, Male’ Maldives 2002-2004 

London Examinations GCE Advanced level certificate 

Majeedhiyaa School, Male’, Maldives 1997-2002 

London Examinations GCE Ordinary level certificate 

EMPLOYMENT 

CDE Consulting Pvt Ltd, Maldives 

(June 2010- Present) 

Environmental Consultant – Marine environment monitoring and assessments 

Ministry of Environment, Energy and Water, Maldives (February 2005- May 2006) 

Project Assistant to Integrated Climate Change Strategy 

CO-CURRICULAR ACTIVITIES 

- Information and multimedia secretariat of Student Representative Council 07/08 - International Islamic University 

Malaysia (2007 - 2008) 

- Head of Research and Education Bureau of Science Students Society – International Islamic University Malaysia 

(2008) 

PROFESSIONAL EXPERIENCE 

- Environmental Impact Assessment report for the proposed guest swimming pool at Komandoo Maldives Island 

Resort (April 2012) 

- Marine environmental assessment report for the Environmental Suitability report of Baa Atoll Keyodhoo for resort 

development (March 2012) 

- EIA report for the proposed sewerage system at Maduvvari, Raa Atoll (February 2012) 

- EIA report for the proposed installation and operation of desalination plant at Hithaadhoo, Baa Atoll (January 

2012) 

1 | P a g e

- EIA report for the proposed installation and operation of desalination plant at Kudarikilu Island, Baa Atoll 

(January 2012) 

- Initial Environmental Examination (IEE) report for the proposed relocation of coconut palms from Laamu 

Hithadhoo to Six Senses Laamu (December 2011) 

- Marine environmental assessment and report for the EIA prepared for the proposed harbour development project in 

Noomara Island, Shaviyani Atoll (December 2011) 

- Initial Environmental Examination (IEE) report for the proposed relocation of coconut palms from Rasgetheem to 

Fushivelavaru Resort (November 2011) 

- Baseline environmental assessments and report for the EIA prepared for the development of domestic airport in 

Ga. Koodoo (September 2011) 

- Baseline environmental assessments and report for the proposed channel deepening, beach replenishment and 

erosion mitigation project at Maamigili Raa Atoll (August 2011) 

- Marine environmental assessments and report for the EIA prepared for the proposed reconstruction of AA. 

Bodufolhodhoo harbour (August 2011) 

- Baseline environmental assessments and report for the EIA prepared for the proposed redevelopment of 

Gasfinolhu Island Resort, EIA (July 2011) 

- Marine assessment report for the baseline environmental study for Thilafushi Solid Waste Management Facility 

(June 2011) 

- Marine environmental assessments and report for the EIA prepared for the proposed resort development at 

Giraavaru Island, Maldives (June 2011) 

- Baseline environmental assessments and report for the EIA prepared for the proposed Harbour reconstruction work 

in Foakaidhoo Island, Shaviyani Atoll (March 2011) 

- Co-ordinated the national Household Income and Expenditure Survey (Foreigners) (February 2011) 

- Marine environmental assessments and report for the EIA prepared for the proposed Resort development at 

Villivaru Island, Maldives (February 2011) 

- Carried out assessments to determine the baseline conditions of the reefs around Rahfalhu Huraa, Male’ Atoll for 

the EIA prepared for the proposed development of a picnic island at Rahfalhu Huraa, Male’ Atolll, Maldives 

(January 2011) 

- Carried out marine assessments to determine the condition of the marine environment of Herathera Island Resort, 

Addu Atoll for the EIA prepared for the removal of seagrass and beach replenishment activities in Herathera Island 

Resort, Addu Atoll, Maldives. (September 2010) 

- Certified PADI open water diver 

OTHER SKILLS 

2 | P a g e

DR. SIMAD SAEED 

CURRICULUM VITAE (CV) 

____________________________________________________________________________________________________________ 

__ 

1. PROPOSED POSITION: Social Consultant 

2. FULL NAME: Simad SAEED 

3. ADDRESS: G. Chaman/Male’/Maldives 

4. E-MAIL: simad.saeed@gmail.com; simad@cde.com.mv 

5. Date of Birth: 31/01/1971 

6. NATIONALITY: Maldivian 

____________________________________________________________________________________________________________ 

__ 

7. EDUCATION 

Doctor of Philosophy – Resource Management and Environmental Science 

PhD Thesis Title: Social Capital and Well- Being: Delving into the deep determinants of sustainability 

March 2001 to June 2005 

Asia Pacific School of Economics and Government 

Australian National University, Australia 

Master of Science - Environmental Assessment & Management 

September 1994- October 1995 

Oxford Brookes University, UK 

Bachelor of Science (Honours) Environmental Sciences 

September 1990- July1993 

University of Southampton, UK 

____________________________________________________________________________________________________________ 

1

____________________________________________________________________________________________________________ 

8. MEMBERSHIP OF ASSOCIATIONS AND COMMITTEES: 

Member, Advisory Committee to the President of the Maldives on Climate Change 

Registered Environmental Impact Assessment Consultant, Environmental Protection Agency, Government of the 

Maldives. 

Review Editor, Third Assessment Report of the Intergovernmental Panel on Climate Change (IPCC) 

Member of the Special Task Force established by the President of the Maldives to develop the Maldives National 

Vision 2020 

Member, Steering Committee of the Tourism Impacts Study of the Maldives, Ministry of Tourism 

Member, Selection Committee for the Presidents Green Resort Award, Ministry of Tourism 

Member, Technical Committee of the Maldives Housing and Urban Development Board 

Member, Sixth National Development Plan of Maldives - Infrastructure Sub-Committee, Ministry of Planning and 

National Development 

Principal author and leader of the team for the drafting of Second National Environment Action Plan, Ministry of 

Home Affairs, Housing and Environment 

Member, Co-ordination Committee on HulhuMale’ Reclamation, Ministry of Construction and Public Works 

Member, Technical Committee on Ports Development, Ministry of Construction and Public Works 

Member, Technical Committee on Solid Waste Management, Ministry of Home Affairs, Housing and Environment 

Member, Technical Committee of the Southern Atolls Development Project, Ministry of Atolls Administration 

Member, National Accounts Project Technical Committee, Ministry of Planning and National Development 

Member, Technical Committee on Dredging and Land Reclamation, Ministry of Planning and National 

Development 

____________________________________________________________________________________________________________ 

__ 

9. EMPLOYMENT RECORD 

Date: 

Location 

Company 

Position 

Description 

June 2005 – present 

Maldives 

CDE Pvt Ltd 

Managing Director 

Managing Director of CDE Consulting registered in the Maldives (C-262/2001) since 

2001. 

Responsible for executive direction, corporate governance, strategic planning, consultant 

services management in the company and team leader of several consultancy projects 

2

Date: Dec 2000 – March 2001 

Location 

Maldives 

Company Ministry of Home Affairs, Housing and Environment, Government of the Republic of 

Maldives; 

Position 

Deputy Director 

Description Formulation of environmental policy issue papers for the National Commission for 

Protection of Environment 

Enforcement of National Environment Impact Assessment regulation and procedures in 

the Maldives 

Supervision of the work of the Pollution Control division, EIA division, Climate Change 

division and Environmental Planning division. 

Implementation of the second National Environment Action Plan of the Maldives 

Representation of the Maldives at international conferences, seminar and workshops and 

preparation of briefing papers for Maldives delegations 

Implementation of the UNDP/GEF Climate Change Enabling Activity Project of Maldives 

Co-ordination of work of International Advisory Board on Climate Change, Local 

Consultants & Project Team 

Development of the first Greenhouse Gas Inventory of the Maldives; 

Development of the Climate Change Mitigation Plan; 

Preparation of the National Vulnerability Assessment of the Maldives; 

Formulation of an Adaptation Plan and Implementation Plan on Climate Change; 

Formulation of the first National Communication of the Maldives to UNFCCC. 

Date: 

Location 

Company 

Position 

Description 

May 1997 – Dec 2000 

Maldives 

Ministry of Home Affairs, Housing and Environment, Government of the Republic of 

Maldives 

Assistant Director, Programmes 

Implementation of the National Environmental Impact Assessment procedures 

Supervision of the work of the Environmental Assessment Division 

Supervision of the work of the Climate Change Division 

Supervision of the work of the Pollution Control Division 

Formulation of environment and conservation plans 

Representing the Maldives at the negotiations of UNFCCC on climate change 

Representing the environmental interests of Maldives at international conferences 

Work related research and preparation of papers to brief the Minister and executive staff 

of the Ministry 

Date: September 1993 – April 1997 

Location 

Maldives 

Company Ministry of Planning, Human Resources and Environment, Government of the Republic 

of Maldives 

Position 

Assistant Environment Analyst 

Description Drafting of the Environmental Impact Assessment (EIA) Procedures of the Maldives 

Undertaking consultations on the EIA Guidelines and Procedures 

Presentation of the EIA Guidelines and Procedures of the Maldives to the National 

Commission of the Protection of the Environment for endorsement 

Coordinating the adoption of the EIA guidelines by the Government 

Implementation of the Environment Impact Assessment Procedures in the Maldives 

3

____________________________________________________________________________________________________________ 

10. CONSULTANCY ASSIGNMENTS 

Date: 2012 

Client: Ministry of Economic Development 

Position: Team Leader 

Description: Preparation of strategy papers on energy, tourism, and fisheries for the Maldives National Economic 

Diversification Framework Study 

Date: 2012 

Client: Ministry of Fisheries and Agriculture 


Description Agriculture Needs Assessment Tool Kit and Baarah Needs Assessment Report 

Date: 2012 

Client: Shaviyani Atoll Council 

Position: Team Leader and Lead Author 

Description An Assessment of Economic Activities, Opportunities and Challenges in Shaviyani Atoll 

Date: 2012 

Client: UNDP 

Position: National Consultant 

Description: National Report of the Maldives to the United Conference on Sustainable Development, Rio+20, 

Date: 2012 

Client: USAID/Chemonics 


Description: Training for community leaders on climate change, water resources management and sustainable 

development 

Date: 2012 

Client: Biwater International 

Position: Team Leader/Environment Impact Assessment Expert 

Descripton: Environmental Impact Assessment Study for Water Supply and Sewerage System in Hulhumeedhoo, 

Addu City 

Date: 2012 

Client: Food and Agriculture Organization 


Description: Trans-boundary Diagnostic Analysis (TDA) National Validation, Bay of Bengal Large Marine 

Ecosystems Project 

Date: 2012 

Client: Fuvahmulah Atoll Council 

Position: Team Leader and Sustainable Development Consultant 

Description: Formulation of Vision Fuvahmulah 

Date: 2011 

Client: UPL Environmental Engineers Limited, India 

Position: Team Leader /Environmental Impact Assessment Expert 

Description: Environmental and Social Impact Assessment of Solid Waste Management Project, Thilafushi, Male’ 

City, Maldives 

Date: 2011 

Client: Biwater International 

Position: Team Leader/Environmental Assessment Expert 

Description: Environmental Impact Assessment Study for Water Supply and Sewerage System in Hithadhoo, 

Addu City 

4

Date: 2011 

Client: North Province Office 


Description: North Province Sustainable Development Strategy 

Date: 2011 

Client: UNESCO 


Description: Survey on the Impact of Global Financial Crisis on Education in the Maldives 

Date: 2011 

Client: Ministry of Tourism, Arts and Culture 

Position Team Leader and Lead Author 

Description Maldives Visitor Survey 2010 

Date: 2010 

Client: European Commission 


Description: Evaluation of the European Commission’s Cooperation with Maldives 

Date: 2010 

Client: Ministry of Tourism, Arts and Culture 

Position: Consultant 

Description: Preparation of the report on Tourist Profile and Opinion Survey 2008 

Date: 2010 

Client: South Province Office 

Position: Team Leader - Social Expert 

Description: Preparation of the Land Use Plan for Addu Atoll 

Date: 2009 

Client: World Bank - MEMP Project 

Position: Social Development Expert 

Description: Social Assessment of 46 islands in Noonu, Raa, Baa and Lhaviyani Atolls 

Date: 2009 

Client: World Bank - MEMP Project 

Position: Development and Environment Policy Expert 

Description: Technical and Financial Feasibility of Waste Management in Noon, Raa, Baa and Lhaviyani 

Date: 2008 

Client: UNDP 

Position: Social Development Expert 

Description: Social and Economic Vulnerability Assessment of 9 islands of the Maldives 

Date: 2008 

Client: Ministry of Environment, Energy and Water 


Description: Preparation of the Maldives National Sustainable Development Strategy (NSDS) 

Date: 2008 

Client: Ministry of Housing and Urban Development 

Position: Development Policy Expert 

Description: Development Strategy and Land Use Plan for Gan Airport 

5

Date: 2008 

Client: UNDP/GEF 


Description: Preparation of Baa Atoll Development Plan 

Date: 2007 



Description: Maldives National Capacity Self Assessment for Global Environmental Management 

Date: 2007 



Description: Technology Needs Assessment for Climate Change Adaptation and Mitigation 

Date: 2007 

Location: Randheli, Maldives 

Client: Cyprea Pvt Ltd 

Position: EIA Lead Consultant 

Description Preparation of EIA for tourist resort development in Randheli 

Date: 2007 

Location: Maldives 


Position: Environment and Development Policy Expert 

Description Preparation of the Third National Environment Action Plan 

Date: 2007 

Location: Addu, Maldives 

Client: Addu Atoll Office 


Description: Formulation of Vision Addu 

Date: 2006 


Client: Ministry of Planning and National Development 

Position: Social Development and Environment Expert 

Description Preparation of Second Millennium Development Goals Report of the Maldives 

Date: 2006 


Client: Ministry of Planning and National Development 

Position: National Facilitator 

Description: Seventh National Development Plan of the Maldives 

Date: 2006 



Position: Environment Policy Expert 

Description Preparation of National Adaptation Programme of Action for Climate Change in the Maldives 

Date: 2006 


Client: UNDP/Ministry of Atolls Development 


Description Preparation and presentation of policy research paper on ‚A new thinking on governance for 

development and delivery of public services in the Maldives‛ for the National Seminar on Atoll 

Councils and Island Councils 

6

Date: 2006 

Location Maldives 

Client 

European Commission through AGRIFOR Consult – led consortium 

Position Strategic Environmental Assessment Expert 

Description EC Framework Contract for Strategic Environmental Assessment (SEA) for the Maldives Regional 

Development Plan 

Date: 2006 


Client 

Ministry of Atolls Development 

Position Consultant 

Description Preparation of Island Development Plans for Eydhafushi; Dhaalu Kudahuvadhoo and Laamu Gan 

Date: 2006 

Location: Gaakoshibee, Shaviyani Atoll, Maldives 

Client: ADK Travels Pvt Ltd 

Position EIA Lead Consultant 

Description Environmental Impact Assessment Study for resort development on Gaakoshibee 

Date: 2006 

Location: Meradhoo, Gaafu Alifu Atoll, Maldives 

Client: Xanadu Holdings Pvt Ltd 

Position EIA Lead Consultant 

Description Environmental Impact Assessment Study for resort development on Meradhoo 

Date: 2006 

Location: Manafaru, Haa Alifu Atoll, Maldives 

Client: Tropical Maldives Pvt Ltd 

Position: EIA Lead Consultant 

Description Environmental Impact Assessment Study for resort development on Manafaru 

Date: 2004 


Client 

Ministry of Tourism, Government of the Maldives 


Description Preparation of Environmental Guidelines for Tourist Resort Development and Operation in the 

Maldives. 

Date: 2002 


Client 

United Nations Development Programme, Male’ 

Position Consultant/Lead Author 

Description National Assessment Report of the Maldives to the World Summit on Sustainable Development. 

Date: 2002 


Client 

South Asia Poverty Alleviation Programme (Kathmandu, Nepal) and United Nations Development 

Programme, Male’ 


Description Situation Analysis and Strategy for Change; Poverty and the Environment Maldives National Report 

Project 

Date: 2001 


Client 

Ministry of Home Affairs, Housing and Environment. 


Description State of the Environment Report Maldives 2001. 

7

Date: 2000 


Company BFS Consulting Group 

Position Local Consultant 

Description Responsible for the Environmental Impact Assessment and environmental monitoring for the Asian 

Development Bank financed First Regional Development Project. 

Date: 2000 


Company BFS Consulting Group, for Ministry of Planning and National Development. 


Description Prepared report on the indicators for the Environment and Housing Sector to be included in the 

National Social Development Management Information System (SOMIS). 

Date: 1999 


Client 

Institute of Global Environmental Studies, Japan 


Description Study report on Environmental Education needs and opportunities in the Maldives. 

Date: 1998 


Client 

Cowrie Investments Private Limited 


Description Prepared winning bid proposals submitted to Ministry of Tourism for lease, development and 

operation of Meedhupparu Resort and Kanuhura Sun Resort and Spa by developer. 

Date: 1998 


Client 

Vaaly Brothers Private Limited. 


Description Prepared the winning bid proposals submitted to the Ministry of Tourism for the lease, development 

and operation of Medhufushi Resort and Filitheyo Resort by developer. 

Date: 1997 


Client 

Sun Travels and Tours Company Private Limited 


Description Prepared the winning bid proposals submitted to the Ministry of Tourism for the lease, development 

and operation of Vilu Reef Resort by developer. 

Date: 1996 


Client 

World Health Organisation 


Description Health and Environment in the Maldives - A Situation Analysis 

8

11. TRAINING, CONFERENCES AND WORKSHOPS 

United Nations Climate Change Conference, COP 18, Doha, Qatar, 26 th Nov-08 December 2012. 

Rio+20, United Nations Conference on Sustainable Development, Rio de Janeiro, Brazil, 20-22 June 2012. 

Trans-boundary Diagnostic Analysis (TDA) Confirmation Meeting, Bay of Bengal Large Marine Ecosystems Project 

(BOBLME), Phuket, Thailand, 13-14 February 2012. 

15th session of the Conference of the Parties to the UNFCCC and the 5th session of the Conference of the Parties 

serving as the Meeting of the Parties to the Kyoto Protocol, Copenhagen, Denmark, 07-18 December 2009 

Protecting human health from climate change: technical discussions, WHO/SEARO, New Delhi, India, 18-21 

August 2009 

South-South collaborative study tour to ‘Explore technology options for Climate Change Mitigation and 

Adaptation in Maldives’, New Delhi, India, 22 – 30 August 2006 

Asian Regional Workshop on Capacity Building for Clean Development Mechanism, Bangkok, Thailand, 19-21 

October 2005 

UNDPCSD Mission to Barbados to formulate Twinning Project on Sustainable Development Indicators for 

Maldives, Barbados and Costa Rica, Bridgetown, Barbados, May 2001 

Sixth Session of the Conference of the Parties to the United Nations Framework Convention on Climate Change, 

The Hague, Netherlands, 13 - 24 November 2000 

Third Lead Authors' Meeting of the Contribution of Working Group II to the Third Assessment Report of the 

Intergovernmental Panel on Climate Change (IPCC), Lisbon, Portugal, 08-11 August 2000 

AOSIS Workshop on Preparations for the Fifth Session of the Conference of the Parties to the United Nations 

Framework Convention on Climate Change, Apia, Samoa, 29July -04 August 2000 

Tenth Asia-Pacific Seminar on Climate Change, Penang, Malaysia, 9 - 13 July 2000 

Final Workshop on the Implementation of Male' Declaration on Control and Prevention of Air Pollution and its 

Likely Transboundary Effects for South Asia, Kathmandu, Nepal, 1-3 March 2000 

Second Lead Authors Meeting of the Third Assessment Report (Working Group II) of the Intergovernmental Panel 

on Climate Change, Canberra, Australia, 07-10 December 1999 

Fifth Session of the Conference of the Parties to the United Nations Framework Convention on Climate Change, 

Bonn, Germany, 25 October - 05 November 1999 

Special Session of the UN General Assembly on the Implementation of the Barbados Programme of Action, New 

York, USA, 28-29 September 1999 

Inception Meeting on the Implementation of NORAD/UNEP Project on Strengthening Environment Assessment 

and Monitoring Capabilities, Bangkok, Thailand, 19-20 April 1999 

Inception Workshop on the Implementation of Male' Declaration on Control and Prevention of Air Pollution and 

its Likely Transboundary Effects for South Asia, Kathmandu, Nepal, 22-23 February 1999 

Fourth Session of the Conference of the Parties to the United Nations Framework Convention on Climate Change, 

Buenos Aires, Argentina, 02-13 November 1998 

Fifth Special Session of the Governing Council of the United Nations Environment Programme, Nairobi, Kenya, 20- 

22 May 1998 

9

Seventh Meeting of the Governing Council of South Asia Co-operative Environment Programme, Malé, Maldives, 

20-22 April 1998 

Preparatory Meeting of the Asia Pacific National Councils for Sustainable Development to the 6th Session of the 

Commission on Sustainable Development, Bangkok, Thailand, 23-25 March 1998 

Regional Dialogue on Air Pollution in South Asian Countries, Bangkok, Thailand, 19-20 March 1998 

Third Session of the Conference of the Parties to the United Nations Framework Convention on Climate Change, 

Kyoto, Japan, 01-10 December 1997 

Meetings of the Subsidiary Bodies of the United Nations Framework Convention on Climate Change, Bonn, 

Germany, 20-31 October 1997 

SAARC Environment Minister’s Conference, Bandos, Maldives, 15-16 October 1997 

Thirteenth Session of the Intergovernmental Panel on Climate Change, Bandos, Maldives, 22-29 September 1997 


Germany, 28 July – 07 August 1997 

Earth Summit + 5, Special Session of the United Nations General Assembly on the Implementation of Agenda 21, 

New York, USA, 22-27 June 1997 

World Bank/SAARC Seminar on Economic Globalization and Sustainable Development in South Asia, Goa, India, 

07-11 April 1997 

SAARC Environment Minister’s Conference – Preparatory Meeting for the UN Special Session on Agenda 21, New 

Delhi, India, 02-03 April 1997 


Germany, 25 Feb – 07 March 1997 

Second Meeting of National Councils for Sustainable Development in Asia and the Pacific, Manila, Philippines, 12 - 

14 December 1996 

Regional Consultative Meeting on Environmentally Sound and Sustainable Development Indicators, Bangkok, 

Thailand, 26 - 29 November 1996 

Commonwealth Asian Region Workshop on Integrating Economic and Environmental Policies and Using 

Economic Instruments to Promote Environmentally Sound Development, Colombo, Sri Lanka, 11 - 14 November 

1996 

SACEP/UNEP/NORAD Environmental Management Seminar for South Asia, Colombo, Sri Lanka, 16 - 27 

September 1996 

Eleventh Meeting of the Technical Working Group of the Basel Convention, Manchester, United Kingdom, 9 - 13 


Regional Inter-Governmental Consultations on Global Environment Outlook (GEO), Kathmandu, Nepal, 23 - 24 

July 1996 

Asian Workshop on Communication and Education Strategies for Ministries of Environment and Potential 

Partners, Bangkok, Thailand 17 - 19 July 1996 

Maldives National Workshop on Integrated Reef Resources Management, Male’, Maldives, 16 - 20 March 1996 

Final Review and Evaluation Meeting: SACEP/NORAD Co-operation in Environmental Training: Capacity 

Building in South Asia Region, Ahmedabad, India, 22 - 24 Feb 1996 

Intersectoral Consultation on Health and Environment, Malé, Maldives, 17 December 1995 

10

UNEP/SACEP/JNU Workshop on Framework Legislation for Environmental Management in South Asia, New 

Delhi, India, 11 - 15 Dec 1995 

Seventh Meeting of the Conference of the Parties to the Montreal Protocol on Substances that Deplete the Ozone 

Layer, Vienna, Austria, 5 - 7 Dec 1995 

Preparatory Meeting to the Seventh Meeting of the Conference of the Parties to the Montreal Protocol on 

Substances that Deplete the Ozone Layer, Vienna, Austria, 28 Nov - 1 Dec 1995 

SACEP/NORAD Regional Workshop of National Consultants for Assessment of Environmental Training Needs 

and Opportunities in the South Asia Region, Bandos, Maldives,16 - 20 July 1995 

Inter-Governmental Meeting on Capacity Building for Coastal Environmental Management in the South Asian Seas 

Region, New Delhi, India, 7 - 9 April 1994 

Third Asia Pacific Seminar on Climate Change, Osaka, Japan, 28 - 30 March 1994 

UNEP/UNITAR Training Programme on Environmental Law and Policy, Nairobi, Kenya, 29 Nov - 17 Dec 1993 

UNDP Workshop on Environmental Management and Sustainable Development, Male’, Maldives, Nov 1993 

First meeting of the Working Group of Legal and Technical Experts to draft a protocol on liability and 

compensation under Basel Convention, Geneva, Switzerland, 13 - 17 Sept 1993 

____________________________________________________________________________________________________________ 

12. COUNTRIES OF WORK EXPERIENCE 

Maldives 

Australia 

____________________________________________________________________________________________________________ 

__ 

13. LANGUAGES 

Language Reading Spoken Written 

English Excellent Excellent Excellent 

French Fair Fair Fair 

Dhivehi Excellent Excellent Excellent 

11

14. REFEREES 

Prof Jeff Bennett Dr. Ahmed Shaig Mr. Mohamed Khaleel 

Professor of Environmental Director 

Director, Environmental Affairs 

Management 

Crawford School of Economics CDE Pvt Ltd 

Ministry of Environment 

and Government 

Australian National University 

Canberra 

Australia 

4F Orchidmaage 

Male’ 

Maldives 

Government of the Maldives 

Male’ 

Maldives 

+61 2 6125 0154 + 960 3312514 +960 3004300 

Jeff.Bennett@anu.edu.au shaig@cde.com.mv secretariat@mhe.gov.mv 

Signature: Date: 23 October 2012 

12

NASHIYA SAEED 

CURRICULUM VITAE 

1. Proposed Position: Socio economic Consultant 

2. Name of Firm: Commerce, Development and Environment Pvt Ltd, Maldives 

3. Name of Staff: Nashiya Saeed 

4. Date of Birth: February 28, 1984 Nationality: Maldivian 

5. Education: 

• Bachelor of Arts: Economic and Political Science, University of Delhi, New Delhi, 

India – July 2010 to June 2013 

6. Countries of Work Experience: Maldives 

7. Languages: Speak Read Write 



8. Employment Record: 

May 2009 – Present 

Socio-Economic Development Consultant 


Male’, Maldives 

• Social and economic impact assessment. 

• Vulnerability assessment 

• Participatory development 

• Participatory rural appraisal. 

• Key areas of interest: Macroeconomic policy, 

Education policy, Youth Employment, Health 

Care policy, Social Justice, Social Protection, 

Child Rights, Gender 

Mar 2008 – May 2009 

Executive member and Lead Co-ordinator 

Rights for All (RFA) Male’, Maldives 

1

• Represent RFA at various national level 

meetings and international missions 

• Project and activity planning and executions 

• Organizing forums, workshops, events 

• Coordinated awareness and public advocacy 

initiatives within the organization and jointly 

conducted with Maldivian Civil Society 

Network 

• Media coordination 

Sep 2004 – Mar 2008 

Clinical Assistant Trainee 

Indira Gandhi Memorial Hospital, Male’, Maldives 

• Assist in Patient – Doctor communications 

• Translation from Dhivehi to English 

• Assist doctors in cardiovascular, neurology, 

orthopaedics, paediatrics, obstetrics & 

gynaecology, dermatology, psychiatry 

departments. 

• Assist doctors, health care professionals in 

casualty and emergency department. 

• Actively participated in helping the Tsunami 

victims brought from islands and Male’ from 

the time they were brought to hospital till 

they were discharged or admitted to the 

wards. This included assisting the patients in 

the observation room, assisted in getting the 

prescribed medicines, giving them moral 

support and tending to their needs - 24th 

December 2004 – 15th January 2005 

9. Detailed Tasks 

Assigned 

12. Work Undertaken that Best Illustrates Capability 

To Handle the Tasks Assigned 

Field Research 

Communityconsultation 

Data Collection 

Data Analysis 

Report Writing 

Work Undertaken that Best Illustrates 

Capability to Handle the Tasks 

Assigned 

{Among the assignments in which the staff has 

been involved, indicate 

The following information for those assignments that 

best illustrate staff capability to handle the tasks listed 

under point 11.} 

Name of assignment or project: Maldives 

Disaster Risk Reduction Baseline 

Survey 

2

Year: 2014 


Islands Visited: AA. Thoddoo, L. Gan, GDh. 

Gaddhoo, HDh. Kulhudhuffushi 

Procuring Entity: UNDP 

Main project features: Maldives Disaster 

Risk Reduction Baseline survey 

Positions held: Socio economic Consultant 

Activities performed: Literature review, 

methodology design, field research, data 

analysis and report writing 


Visitors Survey February 2014 

Year: 2014 


Procuring Entity: Minisrty of Tourism 

Main project features: Maldives Visitors 

Survey February 2014 


Activities performed: 

report writing 

Data analysis and 

Name of assignment or project: 

Assessment of Deprivations amongst 

Adolescents 

Year: 2013 


Islands visited: S. Hithadhoo, S. Hulhudhoo, 

N. Manadhoo, N. Velidhoo, AA. Rashoo, AA. 

Ukulhas 

Procuring Entity: UNICEF 

Main project features: Assessment of 

Deprivations amongst Adolescents 


Activities performed: Literature review, 

methodology design, field research, 

comments to report 


3

Maldives Youth and Gender Study 

Year: 2013 


Procuring Entity: World Bank 

Main project features: Maldives Youth and 

Gender Study 


Activities performed: Research, data 

analysis and report writing – Author of 

chapters on Education, Employment and 

Civic Engagement 


Economic Diversification Strategy 

Year: 2013 


Procuring Entity: Ministry of Economic 

Development 

Main project features: Maldives Economic 

Diversification Strategy 


Activities performed: Research, data 

analysis and report writing 

Name of assignment or project: An 

assessment of Economic Activities, 

Opportunities and Challenges in 

Shaviyani Atoll 

Year: 2012 


Islands Visited: All islands of Shaviyani Atoll 

Procuring Entity: Shaviyani Atoll Council 

Main project features: Assessment of 

Economic Activities, Opportunities and 

Challenges in Shaviyani Atoll 


Name of assignment or project: Villingili 

Island Development Plan 

Year: 2012 

4


Islands visited: GA. Villingili, GA. Maamutaa 

Procuring Entity: Shaviyani Atoll Council 

Main project features: Island Development 

Plan of Villingili island 


Activities performed: Community 

consultations, data collection and report 

writing – (Author of Education, Health 

and Governance chapters) 


Sustainable Development Strategy – 

North Province Office 

Year: 2011 


Islands Visited: Selected islands from N, R, 

B, Lh atoll 

Procuring Entity: North Province Office 

Main project features: 



consultations, field research and report 

writing 

Name of assignment or project: Social 

Assessment of 46 islands 

Year: 2009 


Islands visited: Selested islands from N, R, B, 

Lh atoll 

Procuring Entity: World Bank MEMP 

Project 

Main project features: Social Assessment of 

46 islands 

Positions held: Associate Consultant (Socio 

economic) 


consultations, data collection 

5

Name of assignment or project: Technical 

and Financial Feasibility of Waste 

Management in Noon, Raa, Baa and 

Lhaviyani Atoll 

Year: 2009 


Islands visited: Selected islands from N, R, B, 

Lh atoll 

Procuring Entity: World Bank MEMP 

Project 

Main project features: 

Positions held: Associate Consultant (Socio 

economic) 


consultations, data collection 

Signature Date: 24 March 2014 

6

Mohamed Ali 

ID #: A 094918 

Nationality: 

Maldivian 

Languages: 

English, Sinhalese, Dhivehi 

Date of Birth: 13/09/1983 

Telephone: 960-790-6007 

Email: 

mohamed.ali@cde.com.mv 

Experience 

Marine Environmental Specialist 


June 2011- Present 

Marine Environment Officer July 2008 – May 2011 

Banyan Tree Vabbinfaru 

Freelance Lobster Hunter, Shark Fisherman Jan 2007 - July 2008 

Laamu Atoll 

Dock Assistant Sep 2006 - Jan 2007 

Tourist Submarine Maldives 

Education and Certifications 

PADI Rescue Diver June 2011 

PADI Enriched Air Diver June 2011 

Emergency First Responder May 2011 

Basic Computer Science 2001 - 2006 

Singapore Informatics, Colombo Sri Lanka

Profile 

I am very passionate about protecting the marine environment. After having 

worked as both a fisherman and a marine environment officer I am aware of 

the impact that human activity has on our fragile marine environment. My 

favorite activities are reef monitoring and planting coral gardens. With my 

undying passion for the underwater world and also with my vast experience 

diving all over the Maldives, educating people on the marine environment is 

my greatest mission, to ensure the preservation and protection of our most 

valuable treasure. Furthermore, I have got the opportunity to work besides the 

greatest marine experts in the world namely Prof. J.E.N. Veron,Dr. Norman 

Queen and Dr. Daphne G. Fautin. 

References 

N.D. Abdul Azeez Abdul Hakeem 

Former Director of Conservation 

Mobile: + 960 7784263 

Banyan Tree Maldives 

Dr. Steve Newman 

Former Marine Lab Manager at Banyan Tree 

steve.newman@ncl.ac.uk 

Robert James 

Former Marine Lab Manager at Banyan Tree

PERSONAL DETAILS 

Name in Full : Ali Moosa Didi 

Date of Birth : 18.06.1985 

Gender 

: Male 

Nationality 

: Maldivian 

Address: 

Permanent 

: Saraasaruge Aage, S.Hithadhoo 

Neelonfaru Magu 

Present 

: Ma. Rose Villa SE, 4 th Floor 

Dhevina Magu 

Male’ 

Telephone : +960 7912001 

+960 7703969 

EDUCATIONAL QUALIFICATIONS 

Madharasthul Islamiya School 

• Certification, University of Cambridge General Certification of Education O/L 

Subject 

English 

Mathematics 

Business Account 

Commerce 

Economics 

• Secondary School Certificate 

Islamic Studies 

Dhivehi Language 

WORK PLACE DETAILS 

Commerce Development and Environment Pvt. 

Orchid Maage 4 th Floor

Ameeru Ahmed Magu 

Male’,Republic of Maldives 

Telephone: + 960 3312514 

Fax: + 960 3315926 

E-mail: ali@cde.com.mv 

EMPLOYMENT RECORD 

January 2004 – December 2008 

Commerce Development & Environment Pvt 

Assistant Surveyor 

January 2009 – December 2009 

Ryco Investment Pvt 

HR. Officer 

January 2010 – To Current Date Commerce Development & Environment Pvt 

Surveyor 

WORK EXPERIENCE 

Assistant Surveying Officer (Sep 2008 – To Current Date) 

-Survey proposed areas for the new projects under the instruction of survey officer. 

-Determine precise location and measurements of points, elevations, lines, areas, 

contours for the construction studying the morphology of the seabed mapmaking and 

for construction staking, defining and managing parcels data, as‐built and profiling. 

-Utilize recourses to the optimum level. 

-Use company civil/ survey software for contouring, setting alignments, setting points 

construction, land division. 

‐Edits and troubleshoot incoming data collector files in accordance with company procedures. 

- Processing Survey Data’s Using Topcon Tools, Surfer, Sonar XP, etc 

-Reviews and utilize survey crew field notes. -Imports verified data into the appropriate CAD 

drawing file, using company standards point layer management and description keys. 

-Prepares survey drawings and documents using company standards, prototypes, 

templates and blocks.

-Operate digital cameras and download photo files into database and/ or CAD drawings. 

‐Utilize company scanners to transfer reference maps into CAD files to facilitate utility 

mapping and property line. 

- To perform bathymetric and topographical survey before start of the 

Projects 

-Plotting survey data using AutoCAD 2006‐2009 

- Processing Survey Data’s Using Topcon Tools, Surfer, Sonar XP, etc. 

-Modeling accurate contours 

- Preparation of survey maps 

-Make sure all the survey instruments are working in good condition.

Ali Nishaman Nizar 

G. Dhoores Villa, 20132 

06 th March 1988 

(00) 960 778 5767 

ali.nishaman@gmail.com 

EDUCATION 

Cyprus Forestry College (2006 - 2008) 

‣ Adv. Diploma in Forestry 

Center for Higher Secondary Education (2004 - 2006) 

‣ Edexcel - G.C.E. A’levels (Statistics, Business, Accounts) 

‣ Cambridge - Certificate in Advanced English 

Majeedhiyya School (2001 - 2003) 

‣ Cambridge - O’levels (Mathematics, Economics, Commerce, English, Accounts) 

EXPERIENCE 

Terrestrial Environment Consultant – CDE Consulting, (July 13 – Present) 

‣ Provides technical assistance to various national and international projects, specifically providing 

input in areas such as; wetlands, agriculture, forestry, vegetation mapping, mangroves, waste 

management, composting…etc. 

‣ Working on and contributing to several Environmental Impact Assessment studies. 

Local Consultant – Vegetation Expert – Hidria, Spain, (May 13 – Aug 13) 

‣ Worked as a local consultant for Hidria, on developing the Wetland Management Plan for Addu 

Hithadhoo Eidhigali Kilhli and Gn.Fuvahmulah Bandaara & Dhandimagu Kilhi. 

Agriculture Implementation Officer (AIO) – Project Implementation Unit, MOFA (Oct 10 – Jun 13) 

‣ Worked on the “Post-Tsunami Agriculture and Fisheries Rehabilitation Programme” & the 

“Fisheries and Agriculture Diversification Programme” 

‣ Focal point for forming and mobilizing agriculture cooperatives in island based communities. 

Head of Agriculture Research & Extension – Ministry of Fisheries and Agriculture (Jan 10 – Sept 10) 

‣ Lead a team of 5 staff at the Agriculture Research and Extension Section in the Capital city and an 

additional 15 staff at our regional research centers in the North and South 

‣ Devised agricultural research programs that develop and improve agriculture in a sustainable 

manner in the country. 

Agriculture Officer – Ministry of Fisheries and Agriculture (Aug 08 – Dec 09) 

‣ Handled the “Training & Extension Unit” (Agriculture Division). 

‣ Planned and coordinated all agriculture related training programs in the Maldives on a daily basis 

according to the staff availability. 

National Project Assistant – F.A.O, United Nations (Aug 06 – Oct 06) 

‣ Worked on a Post-Tsunami forest rehabilitation project. 

‣ Worked with international consultants on several aspects of Maldivian forestry, agriculture and 

especially focusing upon Maldivian Mangrove ecosystems.

WORKSHOPS / SHORT-TERM TRAININGS ATTENDED 

‣ 2009, 

• Workshop on Strengthening Plant Quarantine and Inspection, Male’, Maldives, 15-16 July 

2009 

• “Awareness of Food Security” Workshop, Male’, Maldives, 22 nd October 2009 

• Workshop on Updating and Finalization of the Agriculture Development Master Plan 

(ADMP), Male, Maldives, 21 st December 2009 

‣ 2010, 

• Fisheries & Agriculture Diversification Programme, Financial, Procurement & M&E 

Training, Male’, Maldives, 26-28 January 2010 

• Team Leaders Meeting, 8 th Virtual University for Small States of the Commonwealth’s 

(VUSSC) International Training and Materials Development Workshop, Singapore, 14-20 

April 2010 

• Prevention, Control and Management of Forest Invasive Species in South Asia, (by 

APFSIN), Male’, Maldives, 29 th April 2010 

• 8 th Virtual University for Small States of the Commonwealth’s (VUSSC) International 

Training and Materials Development Workshop, Male’, Maldives, 15-31 March 2011 

• Loan Administration Training, Hdh.Kulhudhuhfushi, Maldives, 3-8 July 2010 

• Workshop to Finalize the Draft Pesticides and Plant Protection Bill, Male’, Maldives, 12-13 

July 2010 

• International Workshop on Climate Change Extreme Events Adaptation Practices and 

Technological Solutions, New Delhi, 16-18 August 2010 

‣ 2011, 

• FADIP “Rolling Baseline Survey” Workshop, Male, Maldives, 2-3 March 2011 

• Knowledge Sharing in Asia Workshop #3: Participatory Techniques in the Field, Godavri, 

Nepal, 30 th March 2011 – 2 nd April 2011 

• Knowledge Sharing in Asia Workshop #2: Writing to Share Knowledge Effectively, 

Godavri, Nepal, 3-6 April 2011 

• Consultation Workshop for Facilitators on Cooperatives and Business Development, UNDP 

Building, Male, Maldives, 21 st April 2011 

• AFE’s Workshop on “Value Chain Program Design”, Chiang Mai, Thailand, 12-16 


• Training of Trainers Workshop on Systematization, Nepal, 8-10 December 2011 

‣ 2012, 

• Workshop on Knowledge Management, tools and techniques (as a trainer for the 

programme), Maldives, 29 th November 2012 – 02 nd December 2012 

• Partnering 4 Development Forum, UNDP, Paradise Island Resort, 2 nd December 2012 

‣ 2013, 

• Consultative Workshop on ICRAF’s Capacity Development Strategy & ICRAF’s South 

Asian Partner’s Capacity Needs Assessment, BRAC (Bangladesh Rural Advancement 

Committee) Centre, 30-31 January 2013 

• Certificate in Co-operative Poverty Reduction, Co-operative College of Malaysia, Malaysia, 

3-21 March 2013

SKILLS 

‣ ICT Competent (MS Applications, Corel Suite…etc) 

‣ Flexible to travel at any time 

‣ Able to Multi-task and work in stressful conditions 

‣ Able to co-ordinate and work with CBPO’s / Co-operatives / NGO’s 

‣ Decision Making Skills 

‣ Logistical Planning Skills 

‣ Good Interpersonal Skills 

‣ Training Skills in “Agri-Business”, “General Agriculture”, “Hydroponics”, “Agro-Forestry”, 

“Home-gardening”, “Baseline Surveys” and “Co-operatives”. 

MEMBERSHIPS IN PROFESSIONAL ASSOCIATIONS 

‣ Bluepeace - an Environmental NGO 

o Advisor on environmental and agricultural issues since the year 2009. 

o Participated in several beach and reef cleanup programs. 

o A member since the year 2008. 

‣ United Artists of Maldives - an association focusing on Maldivian Art and Artisans 

o Sits in the Steering committee of UAM as the Media Coordinator, since January 2013 

o Participated in the International Hay Festival Activities held in the Maldives in 2010. 

o A member since the year 2008. 

‣ UN Global Compact Maldives Network - a network of local private sector parties 

o Representative for Addu Meedhoo Cooperative Society 

o Representative for CDE Consulting 

REFEREES 

‣ Dr. Ahmed Shaig, 

Director of Environment, CDE Consulting, 

shaig@cde.com.mv 

+9607788758 

‣ Dr. Aminath Shafia, 

Former State Minister, Ministry of Fisheries and Agriculture, 

shafia@fishagri.gov.mv 

+9607792458 

LANGUAGE PROFICIENCY 

‣ Fluent in both writing and reading of Dhivehi (mother tongue) 

‣ Fluent in both writing and reading of English

Shahdha 

M.Nicosia- 1F , Miriyaas Magu, Male’, Republic of Maldives 20299 

Phone: +960 9700169 E-Mail: shahdha@cde.com.mv 

Profile 

Bachelor of Environments graduate with a major in environmental geography, politics and cultures. Skilled in 

analyzing and assessing complex environmental and development related issues. Able to formulate and 

communicate policies for sustainable development and environmental management. Good understanding of 

major international environmental and development issues and the diverse ways of addressing the challenges. 

Thorough understanding of natural processes that produce disasters and able to assess risks and develop 

strategies for disaster prevention and mitigation. Experienced in working collaboratively with people from 

diverse social, cultural and educational backgrounds. 

Work Experience 

Sustainable Development Consultant 

CDE Consulting Private Limited, Male’, Republic of Maldives. 

n 

Specialized work areas: 

1 March 2015- Present 

o 

Beach and Coastal environment, Climate Change and Atmosphere, Natural Disasters, Land and 

lagoon reclamation, Transport, Air and Atmospheric pollution. 

n 

Main tasks and responsibilities: 

o 

Collection, analysis and interpretation of field data from the specialized work areas and 

preparation of baseline, suitability analysis, impact assessment, monitoring and evaluation, and 

audit reports. 

Clinical Assistant 

Indhira Gandhi Memorial Hospital, Male, Republic of Maldives February 2010- December 2011 

n Main tasks and responsibilities: 

o 

Assisting Doctors and Medical Staff in the Accidents and Emergency Department and Outpatient 

Department in communicating with patients and carrying out clinical procedures. 

Relief Teacher 

HDh. Atoll School, HDh. Vaikaradhoo, Republic of Maldives July 2009- November 2009 

n Main tasks and responsibilities: 

o 

o 

o 

Teaching English Language to grades six and seven 

Preparing lesson plans and teaching materials 

Organizing and running school events and activities

Education 

Bachelor of Environments 2012-2014 

Major: Environmental Geographies, Politics and Cultures, 

The University of Melbourne, Melbourne, Victoria, Australia. 

Advanced Level Edexcel Examination 

Higher Secondary Certificate (HSC) Examinations 2007-2009 

Center for Higher Secondary Education, Male’, Republic of Maldives 

Cambridge GCE O-level 

IGCSE Examinations 

Secondary School Certificate (SSC) Examination 2004-2006 

Cener for Higher Secondary Education, Male’, Republic of Maldives 

Achievements 

§ Dean’s Honours Award for outstanding academic achievement in 2014 2014 

§ Australian Development Scholarship 2011 

§ 

§ 

Fourth place among the National Top 10 Achievers in the Higher Secondary School Completion 

Examinations 2009 2009 

Second place among the National Top 10 Achievers in the Secondary School Completion Examinations 

2006 

§ Best All Round Student of H Dh. Atoll School 2006 

§ Haveeru Atolls Scholarship Award 2007-2009 

§ 

School Captain at H Dh. Atoll School. 

§ Student Association’s Vice President in 2006 at H Dh. Atoll School 2006 

§ 

Deputy and Acting School Captain in 2005 at H Dh. Atoll School 

§ Student Association’s President in 2005 at H Dh. Atoll School 2005

Professional Development and Memberships 

§ Member of the University of Melbourne Australian Awards Club 2013- 2014 

§ Participated in the Women’s Mentoring Network at the University of Melbourne 2013 

§ 

Completed a 21 hours course on Standard First Aid at the Faculty of Health Sciences, Maldives College of 

Higher Education 2010 

§ Member of the Science Club at the Center for Higher Secondary Education 2007-2009 

§ School Prefect Board member at the H Dh. Atoll School 2004-2006 

Language Skills 

Understanding Speaking Writing 

§ English Excellent Excellent Excellent 

§ Dhivehi Excellent Excellent Excellent 

Computer Skills 

§ 

Experienced in using Microsoft office Word, Excel, Powerpoint and Project. 

References 

Peter Kamstra 

Tutor 

Resource Management and Geography Department 

University of Melbourne 

Email: petekamstra@gmail.com 

Phone: +61 431 179 689 

Zahoor Ahmed 

President 

University of Melbourne Australia Awards Club 

University of Melbourne 

Email: zahmed@student.unimelb.edu.au 

Phone: +61 470786250

ANEESA YOOSUF 

CURRICULUM VITAE (CV) 

______________________________________________________________________________________________________________ 

FULL NAME: Ms. Aneesa Yoosuf 

ADDRESS: Ma. Uthuruvehi, 7F , Kenery Magu. Male’, Maldives 

Telephone: (Mobile): +960 7935350 (Work): +960 3312514 

E-MAIL: aneesayoosuf@gmail.com; aneesa@cde.com.mv 

Date of Birth: 20 th May 1985 

NATIONALITY: Maldivian 

______________________________________________________________________________________________________________ 

EDUCATION 

Master of Development Studies 

Thesis Title: Female Labor Force Participation and Employment in the Maldives 

2012 - 2014 

University of Malaya 

Kuala Lampur, Malaysia 

Bachelor of International Development 

February 2007 - November 2009 

University of La Trobe 

Melbourne, Australia 

______________________________________________________________________________________________________________ 

1

EMPLOYMENT RECORDS 

Date: 

Location 

Company 

Position 

Description 

June 2011 – present 

Maldives 

CDE Pvt Ltd 

Senior Consultant, Social Development 

Managing projects related to rights of children, women, elderly and persons 

with disability; 

Managing projects related to social protection and poverty dimensions; 

Managing projects related to drug abuse; 

Managing CDE’s environmental monitoring projects/clients; 

Preparation of Social Impact Assessment (SIA) reports for CDE’s environmental 

monitoring projects/clients 

Date: Feb 2010 – June 2011 


Company Department of Gender and Family Protection Services (DGFPS), Ministry of 

Health and Family 

Position Senior Social Development Officer 

Description Co-ordinate and facilitate implementation and monitoring of donor-funded 

projects including UNICEF and UNDP; 

Provide technical support in raising awareness among NGOs, media, and 

community on issues related to the rights of children, women, persons with 

disability and the elderly; 

Provide technical support in planning and developing cabinet papers, laws and 

regulations related to the rights of children, women, persons with disability and 

the elderly; 

Co-ordinate and facilitate implementation, monitoring and reporting of 

international conventions related to the work of DGFPS, including UNCRC and 

CEDAW; 

Provide technical support to train the social service workers of DGFPS in order 

to strengthen the service provision of the department; 

Provide technical support for Island Women’s Development Committees to 

strengthen their work on empowering girls and women. 

Date: October 2005 – January 2007 


Company Ministry of Gender and Family 

Position Project Officer 

Description Support services in implementing Gender and Development activities 

Participated in questionnaire designing, pre-testing, training of trainers, 

supervising enumerators and data entry for the “Survey on Women’s Health 

and Life Experience” conducted by the Ministry of Gender and Family, 2006 

Worked with UNDP on Empowering Women’s Livelihood project for victims of 

the 2004 tsunami. 

_____________________________________________________________________________________________________________ 

2

CONSULTANCY ASSIGNMENTS 

Date: 

Client: 

Position: 

Description: 

2014 

Family Protection Authority (FPA) 

Project Manager, Gender Expert 

Monitoring and Evaluation Tool for Maldives Domestic Violence Prevention National 

Strategy 

Date 

2014 

Client: Bureau of Statistics, Ministry of Finance and Treasury 

Position: Census Trainer in Addu and Male’, and Technical Advisor for Lh. Atoll 

Description: Maldives Housing and Population Census 2014 

Date: 2014 

Client: Maldives Democracy Network (MDN) 

Position: Senior Consultant 

Description: Survey on Police Confidence in the Maldives 

Date: 2014 

Client: International Foundation for Electoral Systems (IFES) 

Position: Senior Consultant 

Description: Maldives Election Campaign Finance Study 

Date: 2013 

Client: South Asia Alliance for Poverty Eradication (SAAPE) 

Position: Country Author, Maldives 

Description: South Asia Poverty Report 2013 

Date: 2013 

Client: World Bank 


Description Maldives Youth and Gender Survey 

Date: 2012 

Client: Shaviyani Atoll Council 


Description An Assessment of Economic Activities, Opportunities and Challenges in Shaviyani Atoll 

Date: 2012 

Client: Raa Atolll Council 


Description: Five Year Development Plan for Raa Atoll 

Date: 2012 

Client: Gaaf Alid Atoll Council 


Description: Twenty Year Development Plan for Gaaf Alif Atoll 

______________________________________________________________________________________________________________ 

3

TRAININGS, CONFERENCES AND WORKSHOPS 

International Visitors Leadership Program –Women in Leadership, United States Department 

of State, USA, 7th March to 25th March 2011. 

National Awareness raising workshop on Tobacco Control Act, Maldives, February 2011. 

Regional training of trainer workshop on child protection and fighting trafficking in children, 

Dhaka, Bangladesh, 27th September to 1st October 2010. 

Parent Effectiveness Training (PET), Gordon Training International, Maldives, August 2010. 

Workshop on Development of Health Information System in the Maldives, Maldives, from 

19th April to 21st April 2010. 

Specialized training on violence against women, interviewing techniques and ethical and 

safety guidelines, Male’, Maldives, 2006. 

Basic Gender-Based Counseling and Case Management, Institute of Psychology, Thailand, 

2006. 

Teacher training Course on Teaching Approaches for students with specific learning 

difficulties, Dyslexia, The Learning Center, Sri Lanka, 2005. 

______________________________________________________________________________________________________________ 

ACHIEVEMENTS 

Awarded certificate of appreciation for outstanding performance and pro-active approach 

presented at work environment, Ministry of Health and Family, 2011. 

Awarded 4th Place amongst the National Top Ten results for Higher Secondary Education 

(GCE A’Level), Ministry of Education, Maldives, 2005. 

Served as the School Vice-Captain of Madhrasathul Ahmadhiyya, 2002. 

Served as a member of School Prefect Board of Madhrasathul Ahmadhiyya, 2001. 

______________________________________________________________________________________________________________ 

COUNTRIES OF WORK EXPERIENCE 

Maldives 

______________________________________________________________________________________________________________ 

4

LANGUAGES 

Language Reading Spoken Written 



______________________________________________________________________________________________________________ 

REFEREES 

Dr. Lee Hwok Aun 

Senior Lecturer 

Department of Development 

Studies 

Faculty of Economics and 

Administration 

University of Malaya 

Malaysia 

Email: halee@um.edu.my 

Phone: + 60379673671 

Dr. Simad Saeed 

Managing Director 

CDE Pvt Ltd 

4F Orchidmaage 

Male’ 

Maldives 

+960 3312514 

simad@cde.com.mv 

Ms. Fathimath Yumna 

Director General 

Ministry of Health and Family 

Government of the Maldives 

Male’ 

Maldives 

yumna1977@gmail.com 

______________________________________________________________________________________________________________ 

Signature: Date: 1 st January 2015 

5

APPENDIX L – Declaration and Commitment to Monitoring 



Page|309


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APPENDIX M – Survey forms 

A. FERRY USER QUESTIONNAIRE 

This survey will be undertaken at departure and arrival terminals of Male’-Hulhule’ and Male’- 

Hulhumale dhoani and express ferries. 

Assalaam Alaikum! My name is …………………… . I am from CDE Consulting. We are 

conducting this survey to understand frequency and purpose of ferry users between Male’ - 

Hulhule’ – Hulhumale’. This information will be used in the Male’ – Hulhule’ bridge EIA. 

Could you spare 5 minutes to answer this questionnaire? 

1. Yes 

2. No (reason) 

Location (Select location from the drop down menu) 

1. Hulhule’ dhoni ferry 

2. Hulhule’ speedboat ferry 

3. Hulhumale’– Male’ dhoni ferry 

4. Hulhumale’ – Male’ speedboat ferry 

5. Male’ – Hulhumale’ dhoni ferry 

6. Male’ – Hulhumale’ speedboat ferry 

Q1. Gender (record gender of the respondent) 

1. Male 

2. Female 

− 

Q2. What is your age? (Write number) 

Q3. Where do you reside? 

1. Male’ (ward) 

2. Hulhumale’ 

3. Villimale’ 

4. Other (write the atoll and island) 

− 

Q4. Where are you registered in? (Write the name of the island) 

1. Male’ 



Page|310



Q5. How frequently do you travel this route? (Do not read out answer) 

1. Daily 

2. Several times a week 

3. Weekly 

4. Several times a month 

5. Less than once a month 

6. Other (please specify) 


Q6. What is your primary purpose of travel in this route? (Do not read answer) 

1. Education 

a. Which school/institution 

2. Employment 

a. Place/type of work 

3. Health care 

4. Shopping 

5. Banking 

6. Government services (ID, passport, other application forms, etc) 

7. Leisure 

8. Airport use (Go to Q8) 

9. Other (specify) 

Q7. In your primary purpose of travel, do you fulfil any secondary uses? 

1. Yes (please specify the uses) 

2. No 

Q8. At present what mode of transportation do you use for commuting in this route? (Read out 

answer) 

1. Hulhule dhoni ferry 

2. Hulhule express ferry 

3. Hulhumale dhoni ferry 

4. Hulhumale express ferry 

5. Hulhumale bus 


Q9. What are the advantages of your present method of transport? (Write answer) 

Q10. What are the disadvantages/concerns of your present transport method? (Write answer) 


Page|311


Q11. On arriving at your destination, what method of transport do you currently use? 

1. Motorbike 

2. Private car 

3. Taxi 

4. Public bus 

5. Ferry 

6. Walking 


Q12. Have you heard of the project for a bridge between Male’ and Hulhule’? 

1. Yes 

2. No 

Q13. If there were a bridge in future, what mode of transport would you prefer for commuting 

between Hulhumale’ – Male’ for daily use? 

1. Motorbike 


3. Taxi 

4. Public bus 

5. Ferry 

6. Walking 


98. Don’t know 

99. No Answer 


between Hulhumale – Male’ for single uses? 

1. Motorbike 


3. Taxi 

4. Public bus 

5. Ferry 

6. Walking 



99. No Answer 


between Hulhule – Male’ for daily use? (Write answers) 

1. Motorbike 


Page|312



3. Taxi 

4. Public bus 

5. Ferry 

6. Walking 



99. No Answer 

Q16. If there were a bridge in the future, what mode of transport would you prefer for 

commuting between Hulhule – Male’ for airport use or other single uses? 

1. Motorbike 


3. Taxi 

4. Public bus 

5. Ferry 

6. Walking 



99. No Answer 

Q17. What are your concerns regarding the bridge project? (Write answer) 

Q18. How do you think the project will benefit the people? (Write answer) 

Q19. Do you have any comments/suggestions for the bridge project? (Write answer) 

Thank you for your time! 


Page|313

B. GENERAL PUBLIC QUESTIONNAIRE 

This survey will be undertaken in Male’, Hulhumale and Villingili. 


Assalaam Alaikum! My name is …………………… . I am from CDE Consulting. We are 

conducting a survey to understand public opinions on Male’-Hulhule bridge. This information 

will be used on the bridge EIA. 

Could you spare about 5 minutes to answer this questionnaire? 

1. Yes 

2. No (reason) 

Q1. Gender (record gender of the respondent) 

1. Male 

2. Female 

− 

Q2. What is your age? (Write number) 

Q3. Where do you reside? 

1. Male’ (ward) 



4. Other (specify) 

− 

Q4. Where are you registered in? (Write the name of the island) 

1. Male’ 


3. Vilimale’ 


Q5. Do you use Henveiru Park surrounding Dharubaaruge and Dhivehiraajjeyge Adu or the 

Raalhugandu/lonuziyarai kolhu area for any purpose? 


Page|314


1. Yes 

2. No (Skip to Q.8) 

Q6. If answer to Q5 is yes, what do you use the area for? 

1. Surfing /Body Boarding 

2. Jogging/exercising 

3. Visiting to the play ground with kids 

4. Playing football or any other sport 

5. Hang out with friends and family 

6. Other ( please specifu) 

Q7. If answer to Q5 is yes, how often do you use the previously specified area? (Do not read 

answer) 

1. Daily 

2. Several times a week 

3. Weekly 

4. Several times a month 

5. Less than once a month 


Q8. Have you heard of the project for a bridge between Male’ and Hulhule? 

1. Yes 

2. No 


between Hulhumale’ – Male’ for daily use? 

1. Motorbike 


3. Taxi 

4. Public bus 

5. Ferry 

6. Walking 



99. No Answer 


between Hulhumale – Male’ for single uses? 

1. Motorbike 



Page|315


3. Taxi 

4. Public bus 

5. Ferry 

6. Walking 



99. No Answer 


between Hulhule – Male’ for daily use? (Write answers) 

1. Motorbike 


3. Taxi 

4. Public bus 

5. Ferry 

6. Walking 



99. No Answer 

Q12. If there were a bridge in the future, what mode of transport would you prefer for 

commuting between Hulhule – Male’ for airport use or other single uses? 

1. Motorbike 


3. Taxi 

4. Public bus 

5. Ferry 

6. Walking 



99. No Answer 

Q13. What are your concerns regarding the bridge project? 

Q14. How do you think the project will benefit the people? 

Q15. Do you have any comments/suggestions for the bridge project? 

Thank you for your time! 


Page|316

HULHULE-MALE’ BRIDGE PROJECT

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