Environmental and Social Impact Assesment Multimodal Transport Terminal Project [Executive Summary] Public Disclosure Authorized

Public Disclosure Authorized

Public Disclosure Authorized

On behalf of the Project Management Unit Ministry of Urban Development, Water Supply and Housing Facilities

December 2019 Public Disclosure Authorized

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1. Project Introduction and Background

The Kandy Multimodal Transport Terminal (KMTT) Project is initiated by the Ministry of Urban Development, Water Supply and Housing Facilities, , with an estimated cost of US $ 70 million.

Project area: The project area will encompass: the current Good Shed Bus Stand (GSBS) situated in the heart of the Kandy city; railway land adjacent to the GSBS and William Gopallawa Mw, S.W R D Bandaranayake Mw which belongs to the Road Development Authority; and a small portion of private lands. A total area of approx. 8 acres encompassing the KMTT site and 500m from the perimeter of the site has been considered as the direct impact area.

Adjacent land features: The project site is surrounded by a densely built landscape with significant urban activities including important civic facilities such as the Kandy Railway Station, Kandy old and new Post Offices, numerous Government offices, and several commercial buildings. A number of private buildings can also be found along the site’s northern border. In addition, there are number of utility and service structures located in the project area, such as electricity lines, water supply, storm water drains and telephone lines. Meda Ela, the main stormwater drainage canal that runs through the city, traverses underneath the project site as a tunnel and opens up at the end of the project site flowing southwards and eventually discharges to the .

2. Project Objective and Components

The objective of the project is to enhance accessibility, efficiency, and safety for public transport users of the KMTT. It consists of three components including: Component 1: Development of Kandy Multimodal Transport Terminal (US$70 million), that will involve construction of a terminal building and bus parking facilities, a 150-meter-long skywalk, allowing pedestrians to move safely between the railway station, hospital and KMTT, development of pedestrian- friendly public space, and diversion of Meda Ela, the urban storm water drainage canal. Component 2: Urban Integration and Road Safety Improvements around KMTT (US$1 million), involves several studies including pedestrian-friendly measures around KMTT, transit-oriented development in the surrounding neighborhood, and road safety improvement study. Component 3: Institutional Strengthening and Capacity Building (US$4 million) The KMTT is expected to handle 330,000 passenger per day with over 5,000 bus trips from 193 bus routes mainly from 3 bus corridors. There will be an IT-based Terminal Operating system to control bus operation as well as to provide essential information to passengers with respect to time of departure and location of the respective bus bay. Out of 5,000 bus trips, around 2,100 will terminate at the KMTT boarding and alighting bays. All other bus trips will be converted to touch-and-go trips. With this rearrangement, demand for bus parking within city (which is a main reason for congestion) will be significantly reduced.

3. Project Justification

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The project is justified based on findings of comprehensive transport studies carried out by the Road Development Authority in 2011 and subsequently by the World Bank funded Strategic Cities Development Project (SCDP) in 2014. The studies identified traffic congestion due to improper public transport management as one of the key challenges faced by Kandy city and recommended public transport and traffic management strategies aimed at reducing congestion in the city, of which KMTT is a key one. The proposed location of the KMTT, the city’s current central bus terminal, has been selected based on its strategic siting within the city and transport connectivity to be able to serve a large commuter population.

4. Project Description:

The terminal has been designed to meet international standards of Passenger Terminals and Transportation Facilities. It includes provision for 2% increase in the volume of commuters per year over the next 5 years and a corresponding increase in the volume of public transport handled by the facility. In brief, the KMTT will comprise of the following:

Building Purpose Brief description component Main To facilitate and provide Three-story building interconnected through ramps, Terminal bus services and elevators and lifts with a roof garden and basement floor. Building transport terminal Ground floor: Maintenance bays, emergency vehicle bays, facilities to a large bus admin offices, information center, commercial outlets, volume of commuters. food court, rest areas for drivers. 1st Floor and Ground floor: Facilities for bus operation, 13 Touch-and-Go bays, 32 boarding and alighting bays, 2 bays for maintenance and 94 bus parking slots for bus operation. 2nd floor: Facilities for passenger movement (e.g., ticketing machines, rest areas, waiting lounges) and other passenger facilities (e.g., mini banks, baby care rooms, pharmacy) Rooftop: Public area for cultural, entertainment & commercial activities In addition, there will be underground pedestrian walkways providing commuters access to Sirimavo Bandaranayake Mawatha and William Goppallawa Mawatha. Skywalk To facilitate pedestrian A 150m long walkway stretching from old Peradeniya Road movement between to William Gopallawa Road, and will extend up to Kandy main roads, KMTT and Teaching Hospital, opening up an important access for Kandy Railway station patients and hospital visitors. The skywalk is connected to second floor of KMTT main building. Parking To provide parking, Parking building (for 40 vehicles and 40 three wheelers) building fueling points and other established outside the main KMTT building with easy logistic services needed accessibility to and from the arrival and departure areas of by KMTT. main KMTT building for the benefit of passengers. All these structures will be accommodated within the land area designated for the KMTT. Once operational, passenger movements within KMTT is estimated at 330,000 persons per day. Nearly 65,000 passengers will terminate their journeys at KMTT, and an equal number will wait inside terminal area

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for boarding the long route buses. Furthermore, around 100,000 passengers will alight from touch-and- go buses and will dwell briefly around the KMTT complex while an equal number will wait in this area on the designated platforms to board the touch-and-go buses. KMTT is deigned to obtain the ‘Green building certification’ from the Urban Development Authority (UDA) with the following features considered as part of design criteria for construction and operation. Energy efficiency Energy saving is a key criterion considered in the electrical design for KMTT. Some of the energy saving measures included are: • Occupancy controls to turn off lights when the space is unoccupied • Maximized day lighting to eliminate electric lighting (light pipes, skylights, etc) • Efficient lighting & equipment for overall reduction in energy usage (LEDs) • Lighting designed to minimize light spilling outside of the KMTT • Exterior lighting designed to comply with dark sky standards • Light dependent relays (LDR) to control lighting of public areas and local passive infra-red (PIR) occupancy sensors to control lighting for washrooms • Solar power generation with optimal use of roof areas. Water Efficiency Main supply will be from the Kandy City Water Supply - 325m3/day • Inclusion of low flow fixtures in rest rooms and low flush toilet systems via a dual flush system • Inclusion of low flow urinals, wash basins with water saving pipes • Rainwater harvesting (with a storage capacity of 380 m3 ) for non-portable use such as for watering the landscape areas and toilet flushing • Inclusion of drip irrigation and sprinkler systems connected to rainwater tanks to optimize usage of stored rainwater. Sustainable site Sustainable strategies for site planning, construction management, transportation planning & management to minimize the need for resource use and waste generation. management Materials & resource Strategies to maximize recycling and re-use of construction materials, sustainable management use of resources, waste management, and use of green products Quality of building Design ensuring good internal air quality, optimum temperature, optimum level of environment visual light and sound Green cover Incorporation of green cover within the KMTT building to lower temperatures, enhancement reduce energy usage and reduce/remove air pollutants Sewage disposal Sewage and greywater from all fixtures of KMTT design to be connected to the Kandy sewerage system and disposed to the upcoming sewerage network with full treatment capacity.

Additional features covered in the KMTT design include:

Facilities for Disabled: KMTT will have facilities for people with disabilities or special needs (e.g., ramps, toilets, railings etc.) as per the guidelines issued by the National Secretariat for Persons with Disabilities.

Gender Mainstreaming: A number of features have been integrated into the terminal design and operation to ensure: (i) structural safety of women and girls accessing the terminal and to provide facilities for women (e.g., women-only waiting areas, breastfeeding rooms, safe and well-lit sanitation 3 | P a g e

facilities); (ii) gender-informed planning principles together with measures for safe NMT access for all vulnerable groups; (iii) sensitization of all stakeholders on the management and operation of the terminal, including on gender-based violence and sexual harassment, and (iv) incident reporting mechanisms for sexual harassments.

Fire Safety: Fire safe design features fully incorporated into KMTT buildings design as per local regulatory standards and international best practice, including WBG EHS guidelines: Life and Fire Safety standards.

Ventilation: Design of KMTT has taken special care to ensure ventilation as per local regulatory as well as the International Air Circulation Effectiveness Standards. The entire building is designed with automatically operated air extraction systems, and where possible, the open design concept of the Terminal has allowed for maximum natural air ventilation.

5. Associated facilities

Since KMTT has been spun off as a stand-alone project,1 (from its parent project of SCDP operating under safeguard policies), the following work contracts will be managed and administered by the on- going SCDP that uses Bank’s safeguard policies:

1. Construction of 09 storied building for railway quarters 2. Construction of two storied timber workshop 3. Construction of 04 storied administration and workshop building 4. Demolition of the current Good Sheds Bus Stand

Separate safeguard assessments and ESMPs have been incorporated into these contracts most of which are on-going at present.

6. Description of the Existing Environment

Topography and terrain: The project area lie in the physiographic region of Highlands, within a topography range of about 512 m - 515 m MSL, that consists of an undulating terrain. Ecology: The area is devoid of any significant natural floral and faunal habitats (as the entire landscape of the site and its surround is completely built), excepting a few large scattered common trees many of which will be preserved and integrated to the proposed development. There are no wetlands, fish, wildlife or any special habitat in the project area or its vicinity. Surface water: The historic (which is about 1km upstream) and the Meda Ela (which flows underneath the site) are the immediate surface water bodies in the vicinity of the project site. None of these waterbodies are used for any purposes other than stormwater conveyance. Groundwater: Groundwater in Kandy exists mostly in the form of semi-confined aquifers in the first 100 m of the bedrock. The yields of these aquifers are not very well-known and are limited as they recharge very slowly. Within the city, groundwater usage is limited.

1 Decision to spin off KMTT as a stand-alone project was taken in September 2019, mainly due to its complexity to be handled as a sub-project under SCDP as well as implementation timeline going well beyond the SCDP project closing. 4 | P a g e

Air quality: Vehicular emissions are the major source of pollutants that contribute to baseline ambient air quality levels in the area. However, measured ambient air quality levels with respect to SO2, NO2, CO, O3 and PM10 and PM25 in Kandy are below Sri Lanka’s Ambient Air Quality Standards. Socio-economic features: The KMTT site comprise of a business population operating within the GSBS and its surrounds providing direct/indirect services to the large commuter population, including in key areas such as selling mobile phones and related services, fruits, water and snacks, service centers such as barber saloons, tailor shops, lottery & betting centers, taxi hires etc., sale of other products such as fancy goods, toys and handbags etc. A range of tea houses and eating places also exists in the GSBS. The Resettlement Action Plan (RAP) prepared for KMTT under its parent project the SCDP2 records a total of 820 businesses (corresponding to 3,688 household population) operating within the construction footprint and its immediate buffer zone that will be affected by the project. These include business operators, tenants, rentiers of business operators, mobile vendors, shop assistants and three-wheeler operators; 726 of these businesses are owned/operated by men and 94 by women. The RAP is currently under implementation under SCDP, and an audit of the RAP was conducted during the preparation of this project. Cultural/religious activities: The sacred Temple of Tooth Relic is situated within Kandy city (about 1 Km upstream from the proposed terminal site). Once a year, a major cultural procession, , is organized in the area. No impact to the temple or its activities is envisaged under the project. Archeological resources: There are no known archaeological buildings or sites within the project site. The Bodhi Tree at the entrance to GSBS is considered a cultural asset within the site which is venerated by many of those who operate within the bus stand. The project will not damage either the Bodhi tree or the structure built around it. Other features: A number of key civic infrastructure is situated in the vicinity of the KMTT, including trunk roads such as the Kandy Peradeniya road, Kandy General Hospital, several schools, few residential places, commercial shopping complexes, hotels and private business. 7. Consultations

Extensive consultations were held during project formulation for KMTT and preparation of the RAP with effect from November 2017, including with state agencies, affected people and community, business community etc. These consultations have formed a strong basis for preparing this ESIA. In addition, consultations were held with over 40 potential users of KMTT in October 2019 to obtain their feedback on the proposed investment to support the ESIA. During these consultations, the very poor conditions of GSBS, inconvenience and unsafe situations for commuters, and thus the urgent need for a modern bus terminal in Kandy, were stressed. In addition, the need to carefully manage the large-scale construction,

2 Preparation of the KMTT was initially planned and carried out as a sub-project under the World Bank funded Strategic Cities Development Project (SCDP) until October 2019 when it was decided to be spun off as a separate stand-alone project. Accordingly, the RAP for KMTT too was prepared under the original project, SCDP, and cleared by the Bank and disclosed on 9 November 2018, and has been under implementation since then. The RAP is applicable in its entirety to the stand-alone KMTT, as the project impact area is the same. 5 | P a g e

possible adverse effects on congestion in the city during construction, expected date/procedures for demolishment and clearing of GSBS, etc., were also raised. Overall, consultations have shown there is overarching support for a modern bus terminal for Kandy. The preliminary design of KMTT have taken some of these issues into consideration—plans for Meda Ela diversion seeks to minimize access disturbances, alterative access road in Samagi Mawatha is considered to minimize inconveniences to residents in the vicinity of the construction site. In keeping with ESS 10, Stakeholder engagements and consultations will continue in the future during design finalization and implementation as per the Stakeholder Engagement Plan (SEP) prepared for the KMTT project.

8. Key Environmental/Social Impacts and Mitigation

The long-term positive environmental and social impacts of the project far outweigh the negative impacts. There is no loss of greenfield sites, threatened, scarce or sensitive resources under this development and as such, many of the adverse environmental impacts are related to construction impacts such as emission, noise, safety, traffic congestion and access restrictions. Construction challenges will arise as the proposed construction will take place at the heart of the city and some inconvenience will be caused to city activities, but the areas affected will mainly be confined to the proposed KMTT construction site. Additionally, loss of business/livelihoods due to the demolition of the current bus stand is expected, and a comprehensive RAP prepared and disclosed in November 2018, is currently in its final phases of implementation. As of 30 November 2019, 91% of the affected persons (APs) had participated in the Entitlement Assessment Committee (EAC) meetings to determine their compensation package, and 735 APs out of 769 (95%) had received their compensation. Likewise, 417 APs (87%) out of a total of 492 eligible for livelihood support have prepared business plans with support from a livelihood restoration support team, a reputable national NGO with well-recognized experience in livelihood development, and 184 have started their businesses and are making progress accordingly.

Listed below are some of the key environmental and social impacts likely to result from the proposed development for which mitigation measures have been identified and incorporated into the ESMP. Notably, mitigation measures for social impacts such as loss of income/livelihoods are not repeated in the section below; rather, a reference is made to the RAP for details. As described below, the anticipated environmental and social impacts during construction can be mitigated with known technology, good construction and site management and public safety practices and is not expected to cause significant or irreversible harm in the long-term. The ESMP will form part of the tender document.

Anticipated Severity Nature and extent of impact Duration Impact Construction- Substantial Large-scale construction of proposed scale will generate The impacts will last related dust significant dust & noise, thus adding to existing air during the construction and air pollutant load (caused by heavy traffic volumes). However, period which is expected emissions the existing air quality measurements show contaminant to be around 2 years and levels below stipulated national standards, and there will will cease to exist on be no pollutants of hazardous toxic nature released to the project completion. air during construction.

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Construction Substantial Removal of existing tar surface and activities such as piling related noise and excavation, will emit considerable levels of noise; but, and vibration will be limited to shorter periods Construction Substantial To release the GSBS site, interim measures have been related traffic incrementally implemented to move the bus operation congestion in from GSBS to other parts of the city without affecting the city public transport in significant ways. Impacts to traffic congestion would be mostly from movement of construction vehicles in and out of the construction site. Generation of Substantial Sewage collection system for the Kandy City is currently Construction waste solid and liquid being laid, it is scheduled to be completed and fully generation will be limited wastes from operational by end of 2021 before KMTT will be to the stipulated period. the operationalized. It may be possible to connect construction Waste generation during construction related domestic wastewater arising from workers to the KMTT operations will be site and labor Kandy Wastewater system, however, this is to be collected via piped camps confirmed with the recently updated construction sewage and KMC. schedule. Solid wastes generated in the construction site and labour camps will be collected by the (KMC) and disposed in their municipal waste site. Usage, storage Moderate Demolition of GSBS will involve handling, storage and Short-term impact. Once and handling of eventual disposal of asbestos cement roofing material. The the Asbestos roofing hazardous ESMP for the demolition contract includes necessary sheets are removed and material provisions on health and safety of workers and collection, handled as per the storage and disposal of asbestos roofing sheets. The KMTT disposal plan, the impact will not involve the handling of hazardous material, and will cease to exist. there will be no usage of asbestos roofing material in the new construction. Contamination Moderate Erosion and siltation from the site during wet weather can The impacts will last of land or water be expected due to modifications to the ground and it will during the construction with pollutants cause impact to runoff. Oils and greases can be mixed with period (estimated to be the runoff due to the use of many construction machinery around 2 years), and these polluted runoffs can enter Meda Ela. The Ela has specifically during May to a long history of pollution which continues to date and is August, October to currently devoid of any significant natural feature or December and in April biological life. It discharges to the Mahaweli River at when Kandy would Gatembe and hence indirect impacts from runoff to river typically experience wet habitats need to be managed. weather. Risks to public Moderate The site will be completely delineated and restricted to the The impacts will last safety public during construction and the entire bus operation during the construction will be temporarily relocated to pre-identified sites within period which is expected the city (which has been incrementally implemented to be around 2 years and already), hence the risk from construction hazards to the will cease to exist on public can be effectively managed. There could be risks to project completion. the public from movement of construction vehicles. Access Low Although access to some key public service places and a The impacts will last interruption to few private properties will be interrupted via closure of S during the construction key routes and W R D Bandaranayaike Road and Samagi Mawatha, the period which is expected facilities around area is well connected, and hence alternative routes are to be around 2 years and the site available. There are a number of vulnerable families living will cease to exist on in Samagi Mawatha. A clause in the contract will state that project completion. the contractor will always keep an ambulance with a 7 | P a g e

driver, inclusive of first aid, available at all times during the construction phase. Compensations and alternative accesses are proposed under the Resettlement Action Plan of the KMTT. Ecological Low There is no loss of greenfield land, and there are no Removal of identified impacts sensitive locations which are used by protected, important trees will be done during or sensitive species of fauna or flora within a 1 Km radius. the pre-construction Most of the species of fauna and flora in and around the stage. Nothing major project site are common ones that can exist in disturbed expected beyond this. habitats. No threatened or vulnerable species or migratory birds are recorded. A number of trees are earmarked for removal, the number of which will be finalized with final design layout; all the trees belong to IUCN least concern category. PCR impacts Low Kandy city is a declared UNESCO world heritage site given Not Applicable its historic importance as the country’s last kingdom and the presence of the Relic which is one of the most holy sites in the buddhist world. However, the proposed KMTT site is devoid of any historical or archaeological sites and this has been confirmed by the Department of Archaeology. Extensive consultations have been held with the Kandy Heritage Committee and their approval for the project has been obtained Land Low Private land to be acquired for the project is 0.0189 ha Government to acquisition which constitutes only 0.5% of the total land requirement government land transfer for the construction of KMTT. The rest comprises crown will be a permanent land vested in state agencies directly or indirectly arrangement. The private responsible for providing public transport services. The land owner has been duly RAP prepared and disclosed in November 2018 is currently compensated. under implementation and has been determined as being in compliance with ESS 5. Government-owned land will be released by respective agencies based on a Memorandum of Understanding to be signed with the relevant agencies prior to the commencement of the construction work relating to the project. Loss of physical Substantial Construction of KMTT will result in the full or partial Site clearance will be structures demolition of various buildings and structures within completed during the project boundary. Together these structures include 225 pre-construction stage, business units, 9 public utilities (2 toilet blocks and 7 bus and compensation paid at stand shelters) and 4 buildings and 3 utilities belonging to replacement value. transport authorities and Ceylon Petroleum Corporation Nothing major expected and 1 commercial building. Furthermore, 9 buildings beyond this but close containing 52 residential and resting units currently monitoring will be done occupied by 52 staff members together with 45 members through []. of their families, and 4 other vacant units belonging to will also be fully affected. The affected parties have been already compensated through Entitlement Assessment Committee (EAC) and Land Acquisition & Resettlement Committee (LARC) as laid out in the RAP that complies with ESS5.

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Resettlement Substantial The project will affect a total population of 820 persons, Permanent impact; but impacts including 726 men and 94 women amounting to a total mitigated through household population of 3,688, due to economic compensation for losses displacement. These impacts have been well studied, at replacement value, and documented and disclosed through the RAP that is being separate livelihood implemented, with many of its activities already restoration suport. RAP completed. In December 2019 an audit of the RAP was implementation will be conducted. The report has been disclosed. monitored over the lifespan of the project, and independent evaluation will be conducted to ensure that livelihoods have either improved or at least restored to pre-project levels. Economic and Substantial A total of 34 business operators and 127 tenant business Mostly permanent but Livelihood operations will be affected in terms of loss of their few temporary impacts. Impacts business premises, loss of capital investments made for Livelihood restoration their businesses and incomes generated therein. Further, expected through the rentiers who have rented out or sub-let their business compensation for loss of premises to others constitute the largest affected income & comprehensive population with 192 individuals. The demolition of the livelihood restoration business structures as well as access restrictions imposed program (LRP). by the construction contractors will lead to the full loss of Implementation of LRP their business premises, rental incomes, and any capital monitored over the investments made. In addition, 150 mobile vendors will be lifespan of the project, affected under the project. All of the above categories of and independent APs have been duly compensated as per ESS5 through the evaluation will be RAP prepared and disclosed by SCDP in 2018. conducted to ensure that livelihoods have either improved or at least restored to pre-project levels. Labour influx Moderate Labor force required for project construction is estimated During the construction to be around 150-200 persons. It is likely that a sizeable period proportion of this labour force may have to be brought in from outside the project area. Labour camps will need to be established and they could be close to establishments and residences. As such, a certain level of risks pertaining to social conflicts, spread of diseases, increase of illicit behavior and crime, discontent among local community, burden on existing public utilities, gender-based violence etc cannot be ruled out. However, Kandy is a busy tourist city with a large migratory population who enter the city for numerous purposes, and there are numerous ongoing construction works in the city, and as such the risk posed by 200 laborers is not considered very significant. A standalone Labor Management Procedure has been prepared and disclosed in accordance with ESS 2 and ESS 4.

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Gender based Low A GBV Risk Assessment was conducted and the project During the construction violence received a low risk rating for the construction phase. period However, GBV risk mitigating measures have been included in the ESMP and the implementing agency will be fully sensitized to this particular risk and requirement. Also, GBV reporting will be integrated in the GRM mechanism and a Code of Conduct (CoC) which addresses GBV risks, will be prepared during project implementation.

Mitigation measures: In order to mitigate the above mentioned environmental and social impacts, a detailed Environmental and Social Management Plan (ESMP) and Resettlement Acton Plan have been prepared that lays out the measures for each identified impact covering the pre-construction, construction and operational phases. The ESMP will be included in the bid/contract documents, as special conditions to the contract. The ESMP extensively covers all impacts related to all relevant ES standards including the management of emissions, noise, vibration, material storage, storm runoff, soil erosion control, conservation of trees, gender-based violence and guidelines for grievance redressal, incident and accident reporting, site closure and demobilizing etc. The site will be delineated and fenced out clearly setting out the boundaries of the construction zone, hence no person from the public will be allowed to enter the site. The RAP details out process for consultation and determination of compensation package which has been in implementation since 2018.

The contractor is required to submit the contractor’s ESMP detailing out the plans on addressing potential impacts associated with the project. The contractor is also required to submit: (i) Worker camp management plan, (i) Material sourcing plan, (iii) Waste Management and Disposal plan, (iv) Traffic Management Plan based on a road safety assessment, (v) Worker and public Health and Safety Plan, and (vi) Labour code of conduct in line with the LMP prepared for the project. With the implementation of all these mitigation measures, it is expected that the anticipated environment and social impacts will be minimized to a great extent. Compliance with the ESMP will be monitored through an environmental monitoring plan. The cost of ESMP implementation and monitoring has been estimated at SLR 635 million.

11. Stakeholder Consultations and Grievance Redressal Mechanism

A Stakeholder Engagement Plan (SEP) has been prepared for KMTT and it is expected that continuous stakeholder engagement and consultation will be carried throughout the project period. A three-tier GRM3 has been established for the project to process complaints or grievances related to construction and use of the terminal, including GBV and personal safety related complaints. The GRM established for KMTT’s parent project SCDP has worked effectively and this experience will be transferred to KMTT as well. An Information Cell has been established under the bank funded SCDP in the Kandy railway station premises which is in the vicinity of the KMTT site. This cell will continue its operations during KMTT construction to assist the stakeholders who search for project-related information and want to provide feedback and report grievances/complaints. There will also be a grievance mechanism for labor issues,

3 The GRM consists of: Dedicated social development officer responsible for grievance handling at the project site level; Grievance Redress Committee (GRC) operating at the project level; a grievance response mechanism led by the Project Director; and an Independent Grievance Panel (IGP) operating at the national level. 10 | P a g e

drawing on national laws and procedures. The project will also implement an incidents and accidents notification system where the PMU will promptly notify the Bank of any incident, including GBV, or accident related to the Project which has, or is likely to have, a significant adverse effect on the environment, the affected communities, the public or workers. The PMU will be staffed with a dedicated social development officer responsible for information and communications, consultations and grievance handling.

9. Institutional arrangement for ESMP implementation

A dedicated PMU will be set up to oversee the implementation of the KMTT. The PMU will be staffed with a full-time safety, health and environment specialist, social development specialist and supporting staff who will ensure the implementation of the ESMP from the PMU side. The contractor’s team will comprise a Health and Safety Specialist to prepare the Health and Safety plan and a Safety, Health and Environment officer for daily operational monitoring

10. Environment and Social Monitoring

Environmental and social monitoring will take place in the form of: (i) compliance monitoring through regular supervision visits to the site, joint walkthrough audits, informal & formal consultations with workers and public (as per SEP) and the review of grievance records; (ii) impact monitoring through environmental measurements such as air, noise, vibration and water quality measurements taken from locations and in frequencies as stipulated in the ESMP as well as other sub-plans to be prepared by the contractor and compared with national regulatory standards for same. Quarterly E&S monitoring reports will be received by the World Bank from the PMU on a quarterly basis which will show status of project compliance. At the end of the project period, an environmental closure report will be prepared which will include a full evaluation of the project’s environmental and social impact. 11. Disclosure The draft ESIA has been publicly disclosed since November 2019 and the final ESIA and the ESMP has been disclosed since February 2020.

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