Maldives - Male' hulhule bridge feasibility report August 2011 - Final

Ove Arup & Partners Hong Kong Ltd
Level 5 Festival Walk
80 Tat Chee Avenue
Kowloon Tong
Kowloon
Hong Kong
www.arup.com
GADL International Ltd
Feasibility Study for Construction
of a Bridge between Malé and
Hulhumalé
Final Report
REP-217093-01
Issue | August 2011
This report takes into account the particular
instructions and requirements of our client.
It is not intended for and should not be relied
upon by any third party and no responsibility is
undertaken to any third party.
Job number 217093
Feasibility Study for Construction
of a Bridge between Malé and

GADL International Ltd Feasibility Study for Construction of a Bridge between Malé and Hulhumalé
Final Report
HULHUMALE BRIDGE FINAL REPORT.DOCX
Contents
Page
Executive Summary i
1 Introduction 1
2 Project Context 2
2.1 Malé 2
2.2 Hulhumalé 3
2.3 Ibrahim Nasir International Airport 5
2.4 Greater Malé 6
2.5 The Eye of Maldives 6
2.6 Funadhoo Island 7
2.7 Moon Bay Marina 7
2.8 Site Conditions 8
2.9 Key Issues 11
2.10 Key Stakeholders 14
3 Alignment Options 15
3.1 Alternatives Considered 15
3.2 Landing Points and Traffic Dispersal 16
3.3 Initial Sifting of Alignment Options 19
4 Airport Operational Issues 21
4.1 Airport Height Restrictions 21
4.2 Ground Transportation 22
4.3 Traffic Volume 24
4.4 Conflicts Between Road and Air Traffic 24
4.5 Airport Emergency Vessels 25
4.6 Conclusions 25
5 Navigation Issues 26
5.1 Marine Activity 26
5.2 Airdraft 29
5.3 Span and Marine Safety 30
5.4 Ship Impact 32
5.5 Conclusions 32
6 Environmental Issues 33
6.1 Introduction 33
6.2 Environmental Legislation, Guidelines, Policies and
International Conventions 33

Final Report
6.3 Baseline Conditions 36
6.4 Potential Impacts and Mitigation Measures 40
6.5 Influence of Climate Change 45
7 Bridge Structure Options 46
7.1 Functional Cross Section 46
7.2 Structural Options (Alignment Option A) 48
7.3 Floating Bridge Option (Alignment C) 52
7.4 Operation & Maintenance 53
7.5 Appearance of the Bridge Options 55
8 Construction Cost Estimates 56
8.1 Methodology 56
8.2 Fixed Bridge on Alignment A 56
8.3 Floating Bridge on Alignment C 56
8.4 Operation & Maintenance Costs 57
9 Potential Financing & Revenue Models 58
9.1 Alternatives for Financing the Bridge 58
9.2 Sources of Revenue 60
9.3 Tolls 61
9.4 Payment in Kind 62
9.5 Conclusions 63
10 Comparison of Options 64
11 Conclusions & Recommendations for Further Study 65
References
Appendices
Appendix A
Drawings
Appendix B
Artistic Images

Final Report
REP-217093-01 | Issue | 8 August 2011
HULHUMALE BRIDGE FINAL REPORT.DOCX Page i
Executive Summary
Introduction
GADL International Limited has commissioned Ove Arup & Partners Hong Kong
Ltd to carry out an initial feasibility study for the construction of a bridge between
the Malé and Hulhumalé Islands.
This feasibility study was commissioned on the 31st
May 2011. After an initial
desk study, a site visit was carried out from 14th
June to 16th
June 2011. In
addition to inspection of the site and potential landing points, stakeholder
consultation meetings were carried out. After completion of the site visit, this
report has been prepared to present the findings of the initial feasibility study.
Alignment Options
Three different alignments have been studied and an initial sifting exercise was
carried out to determine the suitability of each alignment for different bridge types.
Bridge Type Option A Option B Option C
Fixed Bridge Considered further
Unsuitable ground
conditions – high risk
High cost and poor
functionality
Floating Bridge Wave conditions are too rough – high risk. Considered further
Alignment A is particularly favourable in terms of traffic dispersal on Malé and
should result in the least amount of congestion on the island. It is also favourable
in terms of allowing a direct connection to a future link to Villingili Island as part
of the long term goal of connecting the Greater Malé region.
Airport Operational Issues
To maintain safe operation of the airport there are restrictions on the height of
construction of the bridge which are very influential to the structural options that
can be considered for the bridge. In view of the deep water, fast currents and
ocean swells that are found in the Gaadhoo Koa, one option that could be
considered would be to construct a bridge from shore to shore without any
intermediate supports in the channel. However, this would require very tall towers
which would violate the height restrictions.

Final Report
REP-217093-01 | Issue | 8 August 2011
HULHUMALE BRIDGE FINAL REPORT.DOCX Page ii
In addition to these restrictions it is apparent that the construction of the bridge
will have an influence on the airport landside transport infrastructure system.
Although the airport masterplan already considers the scenario of the bridge being
constructed there may need to be further coordination between the airport
development and government plans for public transport and road infrastructure
between Malé and Hulhumalé.
Navigation Issues
The Maldives is an archipelago and marine traffic is an important aspect of
everyday life in the islands. Construction of a bridge across the Gaadhoo Koa will
have a significant influence on how vessels navigate around Malé, especially the
larger commercial vessels. However, due to the large number of entries into the
atoll it has been confirmed by key stakeholders that there will be no adverse
impact to marine operations if appropriate additional navigation aids are provided
for shipping using alternate channels.
All bridge options will provide sufficient airdraft for resort speedboats, local
ferries and the airport firefighting vessel to pass under the bridge.
Environmental Issues
Based on the available data it appears that the environmental impacts of the bridge
can be managed and mitigated.
Climate Change Resilience
Hulhumalé was built with a formation level 0.5m higher than Malé in order to
provide greater resilience to sea level rise. The bridge, which will promote the
development of Hulhumalé, will therefore be of benefit to the climate change
resilience of the nation.
The provision of a fixed link could also assist the nation in coping with some
effects of sea level rise, specifically:
• Facilitating disaster relief efforts
• Aiding with population mobility in view of shifting land use patterns
Traffic Congestion
There is a concern that the construction of the bridge could increase traffic
congestion on the islands. Ways in which congestion can be tackled could include:
• Promoting public transport (buses) on the bridge
• Selecting a landing point which provides good traffic dispersal in Malé
• Implementing traffic improvements to facilitate dispersal
• Restricting types of vehicle that are permitted to use the bridge
Employment in Ferry Sector
Although the construction of the bridge will bring economic benefits to the
majority of the population there is a concern that it will cause job losses for those
currently either directly or indirectly employed in ferry operations between Malé
and Hulhulé/Hulhumalé.

Final Report
REP-217093-01 | Issue | 8 August 2011
HULHUMALE BRIDGE FINAL REPORT.DOCX Page iii
It is possible that bus operations on the bridge could provide appropriate
reemployment and this could be promoted by
• Retraining schemes (e.g. bus drivers licence, mechanics training etc.)
• Trade-in scheme where the government could provide mini-buses in return for
ferries.
• Direct intervention (employment quotas)
• Toll structure on the bridge which promotes the use of buses
There would be some costs associated with these schemes but these would be a
small percentage in comparison to the overall project cost.
Bridge Structure Options
Three different options for the bridge structure have been illustrated in general
arrangement drawings and artistic images, two different fixed bridge alternatives
on alignment option A and a floating bridge on alignment option C.
Balanced cantilever bridge on Alignment A
Extradosed bridge on Alignment A
Floating bridge on Alignment C

Final Report
REP-217093-01 | Issue | 8 August 2011
HULHUMALE BRIDGE FINAL REPORT.DOCX Page iv
Construction Cost Estimates
A top down estimate has been made based on historic construction costs of similar
projects calibrated or adjusted for features unique to the project
There are no historic projects of a similar nature in the Maldives. Therefore
historic construction costs for international projects need to be considered. The
adjustments that need to be made for features unique to this project are:
• Construction in the Maldives where all materials need to be imported
• Construction in deep water with weak and uncertain ground
Although material costs are relatively high in the Maldives, labour costs are
relatively low compared to the countries where suitable reference projects have
been identified. This has been taken into account in the cost adjustment.
The estimated cost of construction of the bridge is USD 70 to USD 100 million.
Potential Financing & Revenue Models
Based on government policy and current procurement trends in the Maldives it is
believed that an appropriate PPP structure is likely to be the best way of financing
the project.
The project is unlikely to be financially viable based solely on direct user fees
(tolls). Therefore alternative financing and revenue strategies are required. It is
likely that a successful strategy will combine the following elements:
• Private partner builds the bridge and then maintains and operates it for a fixed
concession period (25 to 30 years)
• Initial government capital contribution in the form of Viability Gap Funding
• Additional Payment in Kind based on development rights / land leases for
commercial / high value residential property in Hulhumalé
• Toll revenue collected by the private partner but respecting a pre-agreed toll
structure which promotes public transport on the bridge
It is worth noting that the economic benefits of a project such as this frequently
exceed the financial revenue that can be generated. This is because there are either
long term benefits which are beyond the time frame of a private investor or
because there are benefits which are associated with the project but for which a
direct user charge cannot be applied.
In this case, the quality of life benefits achieved by reducing urban congestion in
Malé and the enhanced climate change resilience by promoting development on
slightly higher ground are both significant benefits. Therefore the fact that the
project is not considered financially viable based on direct user fees should not be
taken to mean that the project is not worthwhile.
Conclusions & Recommendations for Further Study
All parties consulted were in favour of the construction of a fixed link to connect
Malé and Hulhumalé.
Construction of a bridge is feasible although there exist a number of significant
technical and financial challenges which must be overcome.

Final Report
REP-217093-01 | Issue | 8 August 2011
HULHUMALE BRIDGE FINAL REPORT.DOCX Page v
This Feasibility Study was envisaged as an initial scoping study and was limited
by the time as well as the information available. In view of the anticipated
benefits of the project it is recommended that a Preliminary Design study is
carried out with the following objectives:
• Gather additional data
• Confirm technical details of the project
• Assess the impacts of the project
• Update cost estimates
• Develop procurement model for the project addressing the financial
requirements
An approximate timeline for the project is given below. It would be possible to
slightly reduce the overall procurement timeline for the Design and Build / PPP
procurement route by integrating the scope of works of the Bid Process
Management into the Preliminary Design since this would allow prequalification
to start earlier.
In order to control costs at this early stage of project development it could be
possible to subdivide the Preliminary Design into two stages with the aim to limit
design and investigation costs in Stage 1:
• Stage 1 - Conceptual design of options, update of cost estimates and selection
of preferred option
• Stage 2 – Preliminary design, assessment of impact, further update of cost
estimates and development of procurement model

Final Report
REP-217093-01 | Issue | 8 August 2011
HULHUMALE BRIDGE FINAL REPORT.DOCX Page 1
1 Introduction
The Government of the Republic of Maldives is interested to link various islands
in the Greater Malé region by construction of bridges.
GADL International Limited has commissioned Ove Arup & Partners Hong Kong
Ltd to carry out an initial feasibility study for the construction of one such bridge
between the capital Malé and Hulhumalé Islands. Hulumalé is connected to
Hulhulé (the airport island) by road alongside of the reef.
Malé is the capital and most populous city in the Republic of Maldives. It is
located at the southern edge of North Malé Atoll (Kaafu Atoll).
Ibrahim Nasir International Airport is the only gateway to Maldives and is located
on the Hulhulé Island which is 1km away from the capital, Malé.
A commercial harbour is located on Malé Island and is the heart of all commercial
activities in the country. Malé Island is heavily urbanized, with the built-up area
taking up essentially its entire landmass. Almost one third of the nation's
population lives in the capital city, and the current population of this island is over
100,000.
Currently the only mode of transportation between Malé and Hulhulé islands is by
boat / ferry. A link between the two islands by a bridge will make transport
between the islands easier for both public transportation and cargo movement.
This feasibility study was commissioned on the 31st
May 2011. After an initial
desk study, a site visit was carried out from 14th
June to 16th
June 2011. In
addition to inspection of the site and potential landing points, stakeholder
consultation meetings were carried out with representatives of the following
organisations:
• The President’s Office
• Ministry of Housing and Environment
• Maldives Ports Limited
• Maldivian Coast Guard
• Malé Water & Sewerage Company Pvt Ltd
• Environmental Protection Agency
• Housing Development Corporation
• GMR Malé International Airport Pvt. Ltd
After completion of the site visit, this report has been prepared to present the
findings of the initial feasibility study.

Final Report
REP-217093-01 | Issue | 8 August 2011
2 Project Context
2.1 Malé
Malé Island is heavily urbanized, with the built-up area taking up essentially its
entire landmass. Slightly less than one third of the nation's population lives in the
capital city, and the population has increased from 20,000 people in 1987 to over
100,000 people today. Malé is the centre of all commerce, administration and
government institutions in the Maldives.
Figure 1 Aerial view of Malé Island (Source: Wikimedia Commons © Shahee Ilyas)
Since there is no surrounding countryside, all infrastructure has to be located in
the city itself. Water is provided from desalinated ground water; the water works
pumps brackish water from 50-60m deep wells in the city and desalinates that
using reverse osmosis. Electric power is generated in the city using diesel
generators. Sewage is pumped unprocessed into the sea. Solid waste is transported
to nearby islands, where it is used to fill in lagoons.
Figure 2 Progress of land reclamation up to 1992 (Source: [7])

Final Report
REP-217093-01 | Issue | 8 August 2011
Reclamation of the lagoon on Malé has added more than half again to the original
land area of the island which now extends almost to the edge of the reef on all
sides except for the protruding submarine outer edge of the reef in the south east
corner of the island.
In February 2002 a reef slope collapse occurred on the north eastern corner of the
island, a solid jetty was destroyed and blocks and debris of the jetty fell down the
reef slope. An investigation was made of the engineering geology of the island
which concluded that there could be further potential slope failures on the critical
north eastern margin of the island.[11]
2.2 Hulhumalé
Reclamation of the 188 hectares of Hulhumalé began on October 16, 1997 on the
Hulhulé-Farukolhufushi lagoon 1.3 km off the north east coast of Malé. Initial
reclamation (or Phase I) consisting of 45% of land mass was carried out by the
Ministry of Construction and Public Works (MCPW) costing USD 11 million.
The project was then continued by a Belgian Joint Venture Company,
International Port Engineering and Management (IPEM) and Dredging
International (DI) costing an estimated USD 21 million. All the works involving
reclamation and coastal structure development covered in Phase I was completed
by June 2002.
Development of Hulhumalé is masterminded by the government owned Housing
Development Corporation (HDC). Originally solely responsible for the
development and management of Hulhumalé the corporation is now mandated to
undertake government housing projects not only in Hulhumalé but elsewhere in
the Maldives as well. Its mission now is to relieve the urban congestion in the
Maldives by providing housing in a socially responsible and commercially viable
manner.
HDC’s main focus currently remains in developing Hulhumalé into a unique
island city in the North Malé Atoll, while creating opportunities for better homes,
health, employment and education services in the Maldives. HDC has three roles
in the development of Hulhumalé.
• Firstly, it acts as a master developer, delivering the vision, inspiration and
imagination of the project in a manner that is feasible and commercially viable.
• Secondly, HDC is a builder, investing in the infrastructure necessary for
quality living and business prosperity. These include the development of roads,
landscaping, and ensuring that basic utilities as well as other essential services
are available for investors and residents.
• Lastly, HDC acts as regulator, overseeing detailed planning, architectural
guidelines and building regulations.
HDC deals with the lease and sale of land as well as developed property on
Hulhumalé. The company focuses on three broad areas of real estate development:
residential, commercial, and industrial.
Primary developments in terms of the required physical and social infrastructure
and residential developments were completed in 2004 and the very first settlement
of Hulhumalé began in the middle of 2004 with a resident population of just over
1000 people. The current population is approximately 20,000 people.

Final Report
REP-217093-01 | Issue | 8 August 2011
The target completion date for the development is 2020 with a target population
of 60,000. At that time the population density would be approximately half the
current density of Malé Island.
Figure 3 Hulhumalé Master Plan (Source: HDC)
Development so far has primarily been residential in the north east corner of
Hulhumalé including social housing. It is understood that some social housing
leases are being sublet to residents from outlying islands thereby frustrating the
aim of tackling growing urban congestion in Malé.
Construction of a bridge between Malé and Hulhumalé would be very beneficial
to the further development of Hulhumalé and to achieving the objective of
fostering balanced land use and a diverse range of developments. Commercial
developers would potentially be more likely to invest if Malé was seen to be more
directly within their catchment of potential customers. Malé residents might also
be more likely to move to Hulhumalé if they could more easily commute to their
current employment on Malé thus achieving the aim of reducing urban congestion.
Figure 4 Beachfront residential developments in Hulhumalé
Figure 5 Streetscape in Hulhumalé

Final Report
REP-217093-01 | Issue | 8 August 2011
Hulhumalé clearly has great potential to improve the quality of life for the
population by providing a lower density of urban living in a well planned
development which effectively utilizes the land to maximize environmental and
economic efficiency in terms of living space, productivity and provision of
employment. However, it is currently underutilized and it may require better
connectivity to help it to fully realize that potential.
2.3 Ibrahim Nasir International Airport
Ibrahim Nasir International
Airport (MLE) is the main
international airport in the
Maldives. Despite the upgrading
of Gan and Hanimaadhoo
Airports to international
standards, Ibrahim Nasir
International Airport is likely to
remain the main gateway into
the Maldives for tourists.
Figure 6 Approach to Runway 36 (Source: Wikimedia Commons © PalawanOz)
The airport completely dominates Hulhulé Island and has been constructed on
reclamation in the lagoon of the island. The airport opened to the public in
April 1966 and has been through a series of renovations and upgrades including
several additional stages of reclamation to expand the land area of the airport.
Figure 6 shows the situation in 2003 before more recent reclamation at the
southern end of the island.
The Maldives Airports Company Ltd. (MACL) was formed in 1994 as a
financially and administratively independent corporate entity to manage the
airport. MACL is governed by a Board of Directors appointed by the President of
the Maldives
On 15 July 2010, the airport was privatised and on 25th
November 2010, MACL
officially handed over the aerodrome license of the airport to the newly formed
GMR Malé International Airport Pvt. Ltd, a consortium between GMR Group and
Malaysia Airports. The airport has been leased to the consortium for 25 years with
the aim to develop MLE into a global standard airport by the year 2014. MACL
Tourism accounts for 28% of
Maldivian GDP and more than 60%
of foreign exchange receipts.

Final Report
REP-217093-01 | Issue | 8 August 2011
will continue to be responsible for some airport functions including Air Traffic
Control and Aviation Security Command.
The centrepiece of the development plans is a new International Passenger
Terminal to be built on a reclaimed lagoon to the east of the runway. Other
developments include extension of the runway to the north to establish a Runway
End Safety Area (RESA) at the south end of the runway.
2.4 Greater Malé
Although the objective of this assignment is to study the feasibility of a bridge
between Malé and Hulhumalé (via Hulhulé), we are aware that this is part of a
larger long term desire to link together a series of islands in the Greater Malé
region.
Figure 7 Greater Malé
As far as the current assignment goes, the main way in which we have considered
this long term goal is in terms of the traffic connectivity. The physical geography
of Greater Malé as well as the current road layout in Hulhulé and Malé lends itself
to the eventual fixed link being a “backbone” running along the perimeter of the
atoll as indicated in Figure 7.
2.5 The Eye of Maldives
One of the islands in the Greater Malé region is Gulhi Falhu which is currently
being developed into the Eye of Maldives.
Global Projects Development Company (Pvt) Ltd has a concession agreement
with the Government of the Republic of Maldives to reclaim and develop Gulhi
Falhu lagoon. Reclamation of Phase I (10 hectares) was completed on 18
September 2010. Phase II (40 hectares) will commence in 2011.
The Eye of Maldives masterplan currently shows a fixed link between Gulhi
Falhu and Villingili islands as indicated in Figure 8.

Final Report
REP-217093-01 | Issue | 8 August 2011
Figure 8 Eye of Maldives (Source: Global Projects Development Company Pvt Ltd)
2.6 Funadhoo Island
Funadhoo Island is a fuel storage facility operated by the government and located
between Malé and Hulhulé islands.
It is understood from discussions with the Technical Advisor to the Minister of
Housing and Environment that this facility will be relocated. We have therefore
assumed that it would be possible for the road to pass over this island and indeed
there could be some benefit to linking to this island to facilitate redevelopment
since it is close to Malé.
Figure 9 Funadhoo Island (Source: Google)
The island includes an area of shallow water to the south east where breaking
waves are observed.
2.7 Moon Bay Marina
We are aware of the Moon Bay Marina project from the promotional video which
was widely circulated on the internet in early 2009. If this project were to go
ahead it would have a significant impact on planning of the bridge. However, it is
our understanding that this project will not be progressed and we have therefore
excluded it from our consideration in preparing this report.

Final Report
REP-217093-01 | Issue | 8 August 2011
2.8 Site Conditions
2.8.1 Topography
The islands are flat and are typically around 1.5m to 2.0m above mean sea level.
2.8.2 Bathymetry
Bathymetric data has been obtained from four sources:
• Admiralty Chart [1]
• University of South Florida (USF) bathymetry survey [12]
• Extract from recent Indian Survey data provided by Maldivian Coast Guard
• Extracts from bathymetric survey of Hulhulé Island [4]
There are some contradictions in the bathymetric data but it is clear that the water
depth in the channel exceeds 50m and that the reef slopes are generally relatively
steep. The data also appears to consistently indicate that the water is slightly
shallower in the southern part of the channel and that the reef slope of the south
east tip of Malé Island is somewhat gentler.
The USF data is the most detailed and the most recent so we have based our study
on this. For the further development of the project it would be necessary to
validate the USF data and obtain a digitised version.
Figure 10 Extract from USF bathymetry data [12]
Shallower
plateau area
Gentler reef
slope

Final Report
REP-217093-01 | Issue | 8 August 2011
2.8.3 Metocean conditions
Metocean conditions are expected to be characterised by a moderate tidal range,
strong currents, moderate to rough ocean swells and steady winds. The conditions
are affected by the monsoons. Each year there are two monsoons seasons, the
north-east monsoon, (Iruvai) from December to April and the south west monsoon,
(Hulhangu) from May to October.
Tide
Tidal levels have been determined from the Admiralty Chart [1]. The tidal range
at Malé and nearby is about 0.7m at Spring tides and 0.3m for Neap tides. A mean
sea level of +0.6mCD has been assumed for this current study.
Place Heights in metres above datum (mCD)
MHHW MLHW MHLW MLLW
Malé 0.9 0.8 0.5 0.3
Current
The Maldives are affected by both seasonal and tidal currents. [1] states that the
Gaadhoo Koa “channel is affected by seasonal monsoons causing strong currents
up to 6 knots across the mouth of the channel.” Tidal currents occur due to the
diurnal filling and emptying of the lagoons through the limited passages in the
barrier reef. The Maldivian Coast Guard informed us that the tidal current strength
in the Gaadhoo Koa has increased due to the reclamations in the area.
Waves
The wave height varies seasonally with the monsoons and June to August during
the south west monsoon has the most potential for large swells. During this period
the predominant wave direction is from the south. Seas are generally moderate
(around 2m wave height) but can be rough (2.5m to 4m wave height) at times.
During the site visit strong breaking waves were observed on the shorelines
exposed to the ocean, specifically the east coast of Malé and the southern
breakwater of Hulhulé Island where minor overtopping was also observed. It was
noted that the wave strength tended to reduce inside the atoll but surf was also
observed at Funadhoo Island despite being some way from the edge of the atoll.
Wind
Steady winds exist at the site with the average monthly wind speed being between
4m/s and 6m/s and with calms never exceeding more than 2% of a month. The
prevailing winds which can become quite strong, are from the SW-W-WN during
the south-west monsoon and N-NE-E during the north-east monsoon. In May to

Final Report
REP-217093-01 | Issue | 8 August 2011
October wind gusts may reach between 35-45 knots. However, the Maldives are
not prone to tropical cyclones as it is outside of the cyclone region.
2.8.4 Ground conditions
Archipelago geology
The Maldives Archipelago comprises two chains of coral reef islands located
above the north-south trending submarine Laccadive-Maldives Ridge. The
basement of this ridge formed millions of years ago as the result of hot-spot
related volcanic activity, with subsequent subsidence and carbonate sedimentation
resulting in a thick overlying limestone sequence. The islands themselves, which
only began to form around 5,500 years ago, are composed of reef-derived
carbonate sediment deposited by waves and currents along the rims of coral reef
atolls, giving rise to sub-circular clusters of islands, each surrounding a lagoon.
The geomorphology of the islands is constantly changing through action of wind
and sea which leads to erosion and deposition of banks, beaches and cays.
Due to their mode of deposition and post-depositional processes, carbonate
deposits, and particularly those associated with coral atolls typically exhibit
highly variable characteristics, including zones of unconsolidated or poorly
consolidated granular deposits, zones of cementation, coral cavities and
dissolution voids.
Local geology
After collapse of a section of the north eastern reef slope of Malé in 2002, a study
was made to characterize the engineering geology environment of the margins of
Malé Island, especially the north-eastern slope where the documented upper slope
failure occurred. The Phase 1 Assessment Report [11] has been made available to
us.
Based on interpretation of a high resolution multi-beam bathymetry survey the
report makes a number of conclusions which are of particular significance to the
bridge feasibility:
• Several surfaces of rupture (head scarps) are observed corresponding to
collapse along the north eastern section of Malé Island
• Blocks and debris are observed down slope of the collapses
• The sea floor between Malé and Hulhulé Islands shows karst like figures
(sinkholes) on the underwater plateau. The sink holes form lineaments which
are parallel to the general orientation of the NE shores of Malé Island.
Expected conditions
It is expected that the sea floor will comprise of carbonate deposits overlain in
places by unconsolidated granular deposits (coral sand). Sink holes are expected
in some locations.
Due to the high tidal currents in the channel it is anticipated that sand deposits
will tend to accumulate in deeper areas such as the sinkholes and will not be
present in shallower areas. This has been anecdotally confirmed during our
discussions with the Maldivian Coast Guard who have made a number of dives to
the sea floor and were able to describe the conditions.

REP-217093-01 | Issue | 8 August 2011
2.9 Key Issues
A number of key issues for the project have been identified:
2.9.1 Project Financing
There are clearly significant economic benefits that would be obtained from this
project and there is great interest from the Government and stakeholders in seeing
the bridge be built. However, the project would represent a significant capital
expenditure and securing the financing of that initial
project going ahead.
2.9.2 Cost & Practicality of Construction
Intimately related to project financing is the need to reduce costs to try to limit the
initial capital requirements. This requires the bridge to be design
whilst at the same time achieving the project objecti
In this particular case an economic design needs to respect the
construction in the remote location of the Maldives. This means considering the
logistics of importation of materials and planning the extent to which precasting
and prefabrication can benefit the project.
2.9.3 Deep Water
The Gaadhoo Koa channel is up to 60m deep and it is a thousand metres from
shore to shore. Strong currents
represents a challenging
define the metocean conditions in the channel
Project Financing
Cost & Practicality
of Construction
Deep Water
Weak Ground
Conditions
Airport Height
Restrictions
Feasibility Study for Construction of a Bridge between Malé and Hulh
Key Issues
A number of key issues for the project have been identified:
Project Financing
clearly significant economic benefits that would be obtained from this
is great interest from the Government and stakeholders in seeing
expenditure and securing the financing of that initial investment is critical to the
& Practicality of Construction
requirements. This requires the bridge to be designed economically
whilst at the same time achieving the project objectives.
In this particular case an economic design needs to respect the practicality
brication can benefit the project.
Deep Water
Koa channel is up to 60m deep and it is a thousand metres from
Strong currents and ocean swells are present in the channel
environment for construction and more data is required to
define the metocean conditions in the channel.
Project Financing
Cost & Practicality
of Construction
Deep Water
Weak Ground
Conditions
Airport Height
Restrictions
Navigation
Operation &
Maintenance
Traffic Congestion
Employment in
Ferry Sector
Environmental
Impact
Feasibility Study for Construction of a Bridge between Malé and Hulhumalé
Final Report
Page 11
clearly significant economic benefits that would be obtained from this
is great interest from the Government and stakeholders in seeing
is critical to the
economically
practicality of
Koa channel is up to 60m deep and it is a thousand metres from
are present in the channel. This
and more data is required to
Navigation
Operation &
Maintenance
Traffic Congestion
Employment in
Ferry Sector
Environmental
Impact

Final Report
REP-217093-01 | Issue | 8 August 2011
2.9.4 Weak and Uncertain Ground Conditions
There is no ground investigation data available for the site. However, the local
geological conditions indicate the ground is likely to be weak and highly variable
carbonate deposits. Suspected sinkholes have already been identified in some
parts of the sea floor. There will be considerable technical challenges in
developing appropriate foundation solutions and reliable geotechnical data is
required.
A secondary consideration with respect to the weak ground conditions is that a
study will need to be made to ensure that the construction of the bridge does not
adversely affect coastal processes and lead to acceleration of the erosion of the
north eastern corner of Malé Island.
2.9.5 Airport Height Restrictions
Construction of the bridge adjacent to the airport imposes stringent restrictions on
the height of structure that can be built.
Considering the deep water it would be desirable to have long spans but the height
restrictions places limits on the types of bridges and maximum spans that are
achievable.
The span limitations become particularly significant in the reef slope areas where
it is highly undesirable to locate a foundation. This means that the bridge must
span across the slope areas.
2.9.6 Navigation
The bridge needs to have a relatively low profile due to the airport height
restrictions. This will inevitably prevent large ocean going vessels from passing
under the bridge. Therefore the largest vessels which must be able to continue to
safely use the Gaadhoo Koa after construction of the bridge need to be identified
to determine the navigation requirements. Larger vessels will need to use alternate
passages into the atoll and stakeholder consultation on this issue has been carried
out due to its importance.
2.9.7 Operation & Maintenance
The bridge will represent a large capital investment and it must therefore be
operated and maintained to provide a high quality service level throughout a long
service life. In the Maldives there are few, if any, bridges and therefore the
institutions to operate and maintain the bridge do not exist.
Implementation of the project must therefore either include creation and capacity
building of a dedicated institution or else turn over the operation to the private
sector to attract experienced international organisations.
The design of the bridge should also seek to minimise the operation and
maintenance burden.

Final Report
REP-217093-01 | Issue | 8 August 2011
2.9.8 Traffic Congestion
There is a concern that the construction of the bridge could increase traffic
congestion on the islands. This is an issue that needs to be addressed with a traffic
impact assessment. Ways in which congestion can be tackled could include:
• Promoting public transport (buses) on the bridge
• Selecting a landing point which provides good traffic dispersal in Malé
• Implementing traffic improvements to facilitate dispersal
• Restricting types of vehicle that are permitted to use the bridge – this could
mean private vehicles registered in specific areas or introducing a taxi zoning
scheme to control numbers of taxis permitted to operate in specific areas
2.9.9 Impact on employment in ferry sector
Although the construction of the bridge will bring economic benefits to the
majority of the population there is a concern that it will cause job losses for those
currently either directly or indirectly employed in ferry operations.
At present, the Malé-Hulhumalé ferry service is operated by the Maldives
Transport and Contracting Company (MTCC), a majority state owned enterprise
which operates a number of ferry routes as well as providing other transport,
logistics and construction services. There are 18 return trips per day and the
journey takes approximately 20 minutes. The service is operated in a relatively
efficient manner and prices appear to be based on cost plus profit. [6]
On the other hand, the Malé-Hulhulé service is provided by a number of
individual operators working as an association or cartelized union as opposed to a
company. The fare charged is relatively expensive compared to MTCC fares but
there appear to be deliberate inefficiencies in the operation due to there being
significantly more ferries operating than are actually required meaning that each
vessel is only utilised for approximately 20% of the day. [6]
It is worth noting that the
reduction in demand for ferries
to Hulhumalé may be offset by
increasing demand for ferry
operations between Malé and the
Eye of Maldives development
meaning that some ferries could
simply shift the route on which
they operate. However, there
could still be a net reduction in
demand for ferry services and to avoid negative social impacts it is suggested that
the government could implement reemployment schemes for affected persons.
It is possible that bus operations on the bridge could provide appropriate
reemployment and this could be promoted by
• Retraining schemes (e.g. bus drivers licence, mechanics training etc.)
• Trade-in scheme whereby the government could provide mini-buses in return
for ferries.
Bus operations on the bridge provide
an opportunity for reemployment as
well as promoting public transport

Final Report
REP-217093-01 | Issue | 8 August 2011
• Direct intervention (employment quotas)
• Toll structure on the bridge which promotes the use of buses
There would be some costs associated with these schemes but these would be a
small percentage in comparison to the overall project cost.
Since October 2010, MTCC has operated the Hulhulé to Hulhumalé bus service
and there is clearly the possibility for their bus operations to expand to
compensate for the loss of the Malé to Hulhumalé ferry service.
A decision will need to be taken on whether bus operations are to be carried out
by a single franchised company or whether registered individuals operating non-
scheduled services could also be permitted to operate buses. In Hong Kong, both
systems are run in parallel (Figure 11) for the public light buses and a dual system
could also be considered in the Maldives. This could provide greater opportunity
for individual Malé-Hulhulé ferry operators to participate in the bus sector.
Figure 11 In Hong Kong, green minibuses operate a scheduled service, with fixed routes
and fixed fares whereas red minibuses run a non-scheduled service according to market
demand, although many routes may in effect become fixed over time.
2.9.10 Environmental impact
The bridge will be constructed over coral in a marine environment which means a
careful assessment of the potential environmental impacts will be required and an
environmental management plan will need to be developed.
2.10 Key Stakeholders
In developing a project of this nature, stakeholder consultation is important to
ensure that views of interested parties are taken into account. During the course of
this feasibility study a number of key project stakeholders have been identified:
• Government of Republic of Maldives
• Maldives Airport Company Ltd
• GMIAL
• Housing Development Corporation
• Environmental Protection Agency
• Maldives Ports Limited
• Maldivian Coast Guard
• Maldives Transport and Contracting Co.
• Malé to Hulhulé Ferry Operators
• STELCO
• Maldives Water & Sewage Co.
• Residents of Malé and Hulhumalé
Preliminary consultation was carried out with some stakeholders during the site
visit and this report takes account of the views expressed. Further consultation
will need to be carried out during later project stages.

Final Report
REP-217093-01 | Issue | 8 August 2011
3 Alignment Options
3.1 Alternatives Considered
Ibrahim Nasir International Airport stands between Hulhumalé and Malé and any
road linking the two must pass either to the north or to the south of the runway.
Figure 12 Satellite image of Malé and Hulhumalé
The Hulhumalé to Hulhulé Link Road already connects to the southern end of the
runway and it is natural to consider extending this across the Gaadhoo Koa
channel to reach Malé, particularly since this road will also provide access to the
new International Passenger Terminal which is currently under development.
Alignment options passing to the north of the runway were briefly considered but
were discounted due to the significant additional cost and environmental impact
which would be associated with such a circuitous route. Therefore, all alignment
options considered pass to the south of the runway.
Three alignment options have been developed which are:
• Option A – which crosses the channel in a northeast-southwest direction and
connects the southern tip of Hulhulé Island to the shallow water to the
southeast of Malé. The alignment follows a gentle curve in order to stay clear
of the sinkhole features observed further north in the channel and makes
landfall close to the Tsunami Memorial.
• Option B – which is the most direct route across the channel and has the
shortest shore to shore distance although it crosses the sinkhole area described
in Section 2.8.4. This option is aligned in an east-west direction and the
landing point on Malé is the vacant land to the north of the beaches
• Option C – which makes use of Funadhoo Island to separate the crossing into
two parts albeit following a somewhat indirect route.

Final Report
REP-217093-01 | Issue | 8 August 2011
These alignment options are illustrated in Drawings 217093/001 and 002 which
are provided in Appendix A.
3.2 Landing Points and Traffic Dispersal
3.2.1 Option A
Alignment Option A makes use of the open area to the east of the junction
between Ameene Magu and Marine Drive.
At this location the streets are relatively wide and offer excellent dispersal into the
existing Malé road network. Space is available for construction of the bridge
abutments although it is likely that the helipad may have to be relocated in order
to provide sufficient space for tolling facilities.
This landfall also gives the best opportunity for future connectivity to Villingili,
either via Ameene Magu or along the southern section of Marine Drive.
On Hulhulé Island this option provides excellent connectivity as the road would
be a direct extension of the Hulhumalé to Hulhulé Link Road. A spur to the
airport facilities west of the runway would of course be retained.
Figure 13 Landing Point A on Malé Island
Figure 14 Marine Drive

Final Report
REP-217093-01 | Issue | 8 August 2011
Figure 15 General view of landing point (left) and Ameene Magu (right)
3.2.2 Option B
Alignment Option B would make use of the open land to the south of the
STELCO substation on Malé Island which provides sufficient space for the bridge
abutments, connection to the local road network and toll plaza. The ownership of
this land was not established but it is not currently being used.
Figure 16 Landing Point B on Malé Island
The main disadvantage with this landing point is that Bodhuthakurufaanu Magu is
quite narrow at this location meaning traffic dispersal would be difficult.
Figure 17 Bodhuthakurufaanu Magu
A

Final Report
REP-217093-01 | Issue | 8 August 2011
Figure 18 Narrow one-way side street (location A in Figure 16)
On Hulhulé Island the traffic connection is the same as Option A.
3.2.3 Option C
The purpose of Option C is to make use of Funadhoo island and to split the
crossing into two smaller stretches.
The landing point on Malé would be at or near Fisherman’s Park on the north side
of the island.
Limited land is available at this location and it is likely that reclamation of some
of the harbour area would be required if toll facilities were to be located on Malé
Island. Alternatively the toll facilities could be at the Hulhulé end of the bridge
although this would still require some reclamation.
The landing point is located close to the commercial centre of Malé and
Bodhuthakurufaanu Magu is narrow at this location. Traffic dispersal would be
difficult and would probably require road improvements and one-way systems.
Figure 19 Landing Point C on Malé Island

Final Report
REP-217093-01 | Issue | 8 August 2011
Figure 20 Commercial buildings at Landing Point C
Although access is provided to Funadhoo the primary purpose of the link is for
travel between Malé and Hulhumalé and the overall travel time will be increased
by the indirect route.
3.3 Initial Sifting of Alignment Options
3.3.1 Floating Bridge Option
Two fundamentally different types of bridges will be considered in this report:
• Traditional fixed bridge with foundations on the sea floor
• Floating bridge
The feasibility of a floating bridge is very dependent upon the wave and current
conditions. At the southern end of the Gaadhoo Koa channel rough wave
conditions are expected which will exceed design values of previously constructed
floating bridges. Even if a design solution could be arrived at it would lead to a
relatively high risk solution which is not preferred. Therefore the floating bridge
is only considered on Alignment Option C which is set back from the edge of the
atoll and where the wave strengths will be significantly lower. There is also
expect to be a reduction in current strength at this location.
3.3.2 Exclusion of Alignment Option B
It is possible to exclude Alignment Option B from further consideration at this
early stage due to the unsuitable ground conditions. The alignment crosses an area
of extensive karst features (sinkholes) which would make selection of suitable
locations for the bridge foundations difficult if not impossible. Furthermore, the
west abutment of the bridge would be located on the steep margin of Malé Island
which is vulnerable to slope collapse.
Alignment Option A crosses the channel further to the south away from the
observed areas of sinkholes and the landfall on Malé Island is the south eastern
point where slope failures have not been observed. The engineering feasibility of
bridge construction on this alignment is much more favourable.

Final Report
REP-217093-01 | Issue | 8 August 2011
In terms of traffic, alignment Option Ais also more favourable than Option B
since it can connect directly to wide southern section of Marine Drive providing
dispersal through Majeedi Magu or Ameene Magu. This option will also facilitate
future connectivity to Villingili Island.
The disadvantage of Option A is that it will have a significant impact on the wave
formation at Surfers Beach which is likely to be detrimental to the quality of
surfing. This impact is partly mitigated by the bridge giving easier access to the
beaches on Hulhumalé.
Despite this undesirable impact on leisure resources, Option A must be considered
preferable to Option B since the latter is unlikely to be feasible as explained above.
Option B is therefore excluded from further consideration.
3.3.3 Fixed Bridge on Alignment Option C
If it were highly desirable to include a link to Funadhoo as part of this study then
the construction of a fixed bridge on Alignment C could be achievable. However,
we have not considered this option because:
• The overall length of the bridge would be greater on Alignment C (and the
water depth is greater) so the cost would be higher
• The travel time would be greater between Malé and Hulhumalé thus the
effectiveness of the bridge in achieving its primary function would be reduced
• Traffic dispersal on Malé is less favourable for Alignment C
• The reef geology is less stable at the Alignment C landing point
For these reasons, we have only considered a floating bridge on Alignment C.
3.3.4 Summary of Initial Sifting Exercise
The initial sifting exercise is summarised in the table below which shows which
options are considered further and why:
Bridge Type Alignment A Alignment B Alignment C
Fixed Bridge Considered further
Unsuitable ground
conditions – high risk
High cost and poor
functionality
Floating Bridge Wave conditions are too rough – high risk. Considered further

Final Report
REP-217093-01 | Issue | 8 August 2011
4 Airport Operational Issues
4.1 Airport Height Restrictions
The most significant operational issue associated with the airport is the height
restrictions that must apply.
The airspace around airports is to be maintained free from obstacles so as to
permit aircraft operations at the airport to be conducted safely and to prevent the
airport from becoming unusable by the growth of obstacles around the airport.
This is achieved by establishing a series of Obstacle Limitation Surfaces (OLS)
that define the limits to which objects may project into the airspace.
As a bridge would be located on the south west side of the airport island, we have
established the OLS for Runway 36 (south part of the runway) and have defined
the height limits for objects in this area.
Over the next years the airport will undergo major modifications with the
objective to improve safety and security standards at the airport. From the Malé
International Airport Draft Master Plan [1] we have gathered the following details
regarding the implications for Runway 36:
• Provision of a minimum 90 metre Runway End Safety Area (RESA) for
Runway 36;
• Installation of a blast fence, with frangible mounting to protect vehicles on the
perimeter road.
The Draft Master Plan states that the blast fence will be of 3.8 metres height and
60 metres length and will provide protection for vehicles, including catering
trucks, from take-off thrust jet blast from four-engine aircraft such as the B747-
400. A more recent CAD plan obtained from the Client shows the blast fence now
extended to 220m length but it is assumed the height is not significantly changed.
We have established the OLS based on International Civil Aviation Organization
(ICAO) standards and have used the following assumptions:
• Runway Code Number 4, Instrument Runway
• Take-off climb surface of Runway 36 located 190 m north of blast fence
• Location of threshold 36 will remain unchanged
• No clearway provided at Runway 36
We have set up the OLS based on these assumptions and have identified the
following surfaces as critical for the elevation of infrastructure, like the bridge,
road connections or other installations in the south or south west of Runway 36:
a) Inner Horizontal: 45m height
b) Transitional: 14.3% slope
c) Take-Off Climb: 2.0% slope
d) Approach: 2.0% slope

Final Report
REP-217093-01 | Issue | 8 August 2011
The established OLS can be seen in Figure 21 below. Each contour shows an
elevation increase of 5 metres. The height of the lowest contour equals the height
of the relevant OLS reference point (“0”) which is the runway elevation. This has
been taken as 2m above mean sea level.
Figure 21 Critical OLS (Source: Arup)
These surfaces have been plotted on Drawings 217093/001 and 002 and have been
used in the development of the bridge options. It is important to note that these
OLS were established by Arup for the purpose of this study. In case more detailed
studies are carried out, the OLS and runway elevation should be confirmed by the
airport authorities.
The modifications to the runway ends address two major safety issues, the
introduction of a RESA and the installation of a blast fence. With lengthening the
runway by 140 metres to the north to maintain the Take-Off Run Available
(TORA), the Take-Off Climb surface for Runway 36 is moved north which
provides sufficient height for installing a 3.8 metre blast fence. The road south of
the blast fence must be restricted to vehicles of less than approximately four
metres height.
We have observed that vehicles operating on the road to the west of the runway
result in a transient obstacle in the Transitional OLS and this is understood to be
an acceptable minor non-compliance. However, for the purpose of establishing the
alignment of the bridge we have aimed for a minimum clearance of 4.0 metres
between the road level and both the Take-Off Climb and the Approach OLS. This
will allow vehicles to operate on the road without becoming an obstacle. These
surfaces are considered more critical to aircraft safety than the Transitional OLS.
4.2 Ground Transportation
The construction of a bridge will change the quantity and quality of traffic
between the Malé and Hulhulé islands.
a)
b) b)
c)
d)
d)

Final Report
REP-217093-01 | Issue | 8 August 2011
The largest segment of passengers at MLE are international tourists of which
approximately 45% transfer to domestic air services. The majority of the
remainder transfer to resort hotels by speedboat. Only a limited number of tourists
visit Malé Island.
At present both the resort speedboats and the Malé-Hulhulé ferry services operate
from the harbour area to the west of Hulhulé Island. However, with construction
of the new International Passenger Terminal to the east of the runway the resort
speedboats will operate from within the seaplane lagoon meaning that the western
harbour area will be solely for the ferry services and airport operations.
Figure 22 Harbour facilities after construction of new International Passenger Terminal
Currently, the speedboat and ferry terminals are the main interchange station
between air and ground level transport. With construction of the bridge there
would be continued demand for harbour areas to facilitate transfer to the resort
speedboats but there will also be demand for an interchange station next to the
passenger terminal which connects various road traffic transportation modes. The
interchange station could host pick up, drop off and short term parking facilities
for the following modes of transportation:
• taxi
• limousines
• hotel and tour operator buses
• scheduled buses
The current airport masterplan allows for the case where the bridge is constructed
by providing a surface parking area to the north of the passenger terminal building
to cater for anticipated demand. It is possible that this could eventually be further
developed into an interchange station with the loss of area for at grade parking
being compensated with the construction of a multi story car park.
After construction of the bridge the cargo quay and Malé Island ferry may no
longer be required. However, there will be a need for road cargo unloading and
bus depot facilities. It is possible that these could be located in the areas vacated
by the sea based ferry and cargo operations.
Resort boat
facilities
Cargo quay
Male Island
ferryMarine rescue and
firefighting

Final Report
REP-217093-01 | Issue | 8 August 2011
4.3 Traffic Volume
We are not aware of any studies that have been carried out that estimate the future
sea and road traffic volume.
The road to the south of the airport is currently used for public transportation
between the airport and the development of Hulhumalé and also used as airport
service road between the airport functions to the west and the east of the runway.
The road has sufficient width for 2 lane traffic (approx 7.5m).
The traffic on this road is likely to increase significantly after construction of the
bridge. There will be three components to the traffic:
• Traffic between Malé and Hulhumalé
• Traffic between Malé and the main airport facilities to the east of the runway
• Traffic between the airport facilities to the east and west of the runway
It can be surmised that the most heavily trafficked portion of the Malé to
Hulhumalé road will be the section between the bridge and the International
Passenger Terminal and that any traffic studies to be carried out will need to
consider the airport landside transport infrastructure system as well as the traffic
between Malé and Hulhumalé. It is possible that this section of road should be
widened to a dual two lane carriageway.
4.4 Conflicts Between Road and Air Traffic
The airport improvements plan to solve the conflicts between road and air traffic
at the Runway 36 southern threshold as required by the concession. However, the
road traffic on the Hulhumalé to Hulhulé Link Road in the north east of the future
passenger terminal building is not entirely independent from take-off and landing
activities from the sea plane runways. On a particular zone of the road signage is
currently provided instructing road traffic to give way for sea planes.
As the traffic volume will increase and the type of traffic will change with the
introduction of a bridge, this conflict will become more severe and the current
solution may not be acceptable.
The optimum solution for road traffic would be to relocate the runways but this is
likely to be either very expensive or highly disruptive to airport operations. An
alternative concept could be to close the road during take-offs or landings using
traffic signals and a barrier as is currently adopted at Runway 36 (refer Figure 23).
Since not all sea plane movements cause conflict with the road this solution will
also allow air traffic control authorities to determine when traffic should be
stopped. At present individual drivers use their judgement as to whether the flight
path requires them to give way.

Final Report
REP-217093-01 | Issue | 8 August 2011
Figure 23 Signalised traffic control at Runway 36 – this solution could be adopted on the
Hulhumalé-Hulhulé Link Road to deal with conflicts between road traffic and sea planes
Whether this solution is feasible will depend on the future road and sea plane
traffic volume. Also critical will be to develop a reliable technical solution
together with operational procedures that will be accepted by the authorities.
4.5 Airport Emergency Vessels
The airport operates a number of emergency vessels. These are discussed in
Section 5.2.1 with respect to the need to ensure these vessels can navigate under
the bridge.
4.6 Conclusions
The airport height restrictions are very influential to the structural options that can
be considered for the bridge. In view of the deep water, fast currents and ocean
swells that are found in the Gaadhoo Koa, one option that could be considered
would be to construct a bridge from shore to shore without any intermediate
supports in the channel. However, this would require very tall towers which
would violate the height restrictions.
Super long span structures
Stonecutters Bridge, with a span of 1,018m
could cross the Gaadhoo Koa channel
without any foundations in the water.
However the tower is 300m tall making this
kind of long span bridge completely
unsuitable for construction adjacent to the
airport runway.
In addition to these restrictions it is apparent that the construction of the bridge
will have an influence on the airport landside transport infrastructure system. This
has already been considered within the airport masterplan which considers the
scenario of the case of the bridge being constructed. However, as the planning of
the bridge progresses there may need to be further coordination between the
airport development and the government plans for public transport and road
infrastructure between Malé and Hulhumalé.

Final Report
REP-217093-01 | Issue | 8 August 2011
5 Navigation Issues
5.1 Marine Activity
A wide variety of vessels are found in and around the North Malé Atoll including
large ocean going vessels as well as small powerboats, ferries and dhoni’s.
Container ship (MV Seaboxer) Cruise ship (Nautica)
72’ sailing yacht 140’ motor yacht
Figure 24 Examples of large vessels (airdraft greater than 20m)
50’ motor yacht Live aboard dive vessel
Luxury tourist dhoni Maldivian Coast Guard CGS Huravee
Figure 25 Examples of medium sized vessels (airdraft between 5m and 20m)

Final Report
REP-217093-01 | Issue | 8 August 2011
Local ferry Typical speedboat
Fisherman’s dhoni Maldivian Coast Guard patrol craft
Figure 26 Examples of small vessels (airdraft less than 5m)
The main berthing areas in Malé include facilities for the airport ferry, the
commercial harbour as well as the marina and ferry berth to the south of the island.
There is a commercial anchorage inside the atoll to the north west of Malé Island.
Figure 27 Berthing areas on Malé
In the commercial harbour operated by Maldives Ports Limited, large cargo
vessels are handled at the alongside berth (Magathu Faalan) as well as at
anchorages offshore using barges. Most of the container ships are handled at the

Final Report
REP-217093-01 | Issue | 8 August 2011
alongside berth. The port handles all types of cargo except dry bulk, liquefied
petroleum and gases. The airport ferry mainly serves passengers travelling to and
from Ibrahim Nasir International Airport.
Figure 28 Passages currently used to enter the atoll
Referring to Figure 28, the Gaadhoo Koa is the passage between the reefs fringing
Malé and Hulhulé which is about 740 m wide at its outer end and has a depth of
35m in the fairway. At its inner end the passage divides, passing each side of
Funadhoo with deep water in both channels. The Gaadhoo Koa is the
recommended approach to the anchorage area north of Malé for all vessels at safe
speed.
The northern entrance to the atoll is through Bodukalhi (Kanduoiygiri Passage).
Malé Villingili passage is another safe passage for safe entrance to Malé

Final Report
REP-217093-01 | Issue | 8 August 2011
anchorage. but “mariners should exercise caution when using this channel as a
shoal of 5.0m lies in the centre of the channel.” [9]
5.2 Airdraft
5.2.1 Airport emergency vessels
As shown in Figure 22, the airport has a dock for marine rescue / firefighting
vessels. These would need to be rapidly deployed in the event of any incident
which involved an aircraft either overrunning or landing short of the runway. It is
critical that the bridge provides sufficient airdraft for these vessels.
The firefighting vessel has an airdraft of approximately 7m and this is the
minimum requirement for the bridge. This requires that the minimum soffit level
of the bridge shall be:
MHHW +0.9mCD
Vessel Height 7.0m
Safety Margin 1.5m
Minimum Soffit Level 9.4mCD
5.2.2 Controlling factors
A number of controlling factors limit the airdraft that will be available under the
bridge:
• Airport height restrictions
• Maximum gradient of road
• Minimum structural depth
• Safety margin
These factors are illustrated diagrammatically below:
Figure 29 Limiting factors controlling airdraft
• The approach surface to the airport runway means the road has to be at a
relatively low elevation on the shore of Hulhulé Island.
• The road can climb towards the centre of the channel but the gradient has a
maximum value which limits the elevation of the road at the navigation
channel.
• The bridge itself has a structural depth which has a minimum value which
means that the underside of the bridge is at a lower elevation than the road.
• Finally, it is normal to establish a safety margin to allow for pitch and heave
of the vessel as well as human error.

Final Report
REP-217093-01 | Issue | 8 August 2011
In combination these factors mean that the maximum vessel airdraft that can be
provided under the bridge is approximately eight to twelve metres.
This means that after construction of the bridge large vessels would not be able to
navigate through the channel but smaller vessels including the airport firefighting
vessel would be able to including the airport emergency vessels.
5.2.3 Impact of limited airdraft
Construction of a bridge across the Gaadhoo Koa will inevitably restrict the
shipping that is able to use the channel. However, both Maldives Ports Ltd and the
Maldivian Coast Guard were consulted on this issue and neither stakeholder
raised any concern over the airdraft being limited to around 8m. It was noted that
there are several alternative channels into the atoll and that in the future it is
intended to shift the commercial harbour to Gulhi Falhu in any case.
Therefore, the impact of limiting the airdraft through the Gaadhoo Koa is that
alternative channels must be used for large vessels to enter the atoll. This is likely
to require:
• Additional navigation marking to be provided on alternate channels
• Revision of recommended navigation procedures
• Possible revision of pilot boarding stations
• Revision of maritime charts to show airdraft restriction
5.2.4 Floating Bridge
For the floating bridge option it is important for the stability of the structure to
keep the bridge relatively low. If the centre of gravity is too high then the
pontoons will become unstable and could invert.
In general, the soffit clearance above water is maintained at 5.0m in permanent
load conditions which will allow safe passage of vessels up to around four metres
in height. This means that only very small vessels can pass such as the resort
speedboats and local ferries.
Because of the need to provide passage for the airport emergency vessels, one
span of the bridge will be provided with a soffit clearance 8.5m above water. This
may require the pontoons to be increased in size for this particular span.
5.3 Span and Marine Safety
5.3.1 Ship Domain Theory
Whilst the available airdraft beneath the bridge represents a physical constraint to
the size of vessel which can pass under the bridge, the span is related to marine
safety. If the span is too little then vessels will be confined to a narrow channel
and are more likely to have to carry out evasive manoeuvres in the vicinity of the
bridge. This in turn leads to a greater risk of ship to ship collision compared to
unrestricted waters.

Final Report
REP-217093-01 | Issue | 8 August 2011
One way of assessing the required span is based on ship domain theory [8]. This is
the observation that ships navigate within a “safety bubble” known as a domain
and that when fixed objects or other ships impinge on this domain the ship may
carry out evasive actions.
One Way Traffic Two Way Traffic
Figure 30 Ship domain theory
5.3.2 Traditional Bridge Options on Alignment A
Due to the deep water in the Gaadhoo Koa, the minimum span which is under
consideration is approximately 200m. At the same time, the airdraft limits means
that only small vessels can pass under the bridge.
A span of 200m means that ships with a length less than or equal to around 20m
to 25m can safely pass each other under the bridge at free navigation speeds. This
will encompass the vast majority of traffic under the bridge including ferries and
speedboats.
Ships up to around 110m length can safely pass under the bridge although the
ship’s captain would consider the span to be restricted waters and is likely to
travel at reduced speed and pass through the centre of the channel and timing the
passage to avoid ship to ship encounters under the bridge.
The traditional bridge options on Alignment A will cut squarely across the straight
navigation channel in open water where there is good visibility and few vessels
will be making manoeuvres or crossing the channel. The marine risk associated
with this option given the long span of the structure is very low.
5.3.3 Floating Bridge Option on Alignment C
For the floating bridge option the span will be approximately 100m. However, for
this option the airdraft is also generally significantly lower meaning that only the
smallest vessels (resort speedboats and local ferries) will be able to pass. Based on
ship domain theory the span will be sufficient for these vessels.
However, the bridge is close to the entrance of harbour areas on both Malé and
Hulhulé Island where vessels may be manoeuvring in different directions.
Furthermore, the pontoons of the floating bridge will be relatively restrictive to
visibility and it will not always be obvious which span a particular vessel intends
to pass under. Some vessels may wish to pass obliquely under the bridge.
For these reasons there is a slightly higher degree of marine risk associated with
the floating bridge option on Alignment C.

Final Report
REP-217093-01 | Issue | 8 August 2011
5.4 Ship Impact
Bridges in navigable waters must be designed considering the possibility of ship
impact. This means considering the scenarios under which a vessel could become
aberrant within the vicinity of the bridge (whether due to mechanical failure or
human error) and could then go on to collide with the bridge.
The forces due to ship impact from large vessels are very significant and can be
disastrous. However, as has been discussed above, the large vessels will no longer
be able to use the Gaadhoo Koa after construction of the bridge so they should not
be navigating in the vicinity of the bridge.
Medium and small vessels may still navigate under or near the bridge and a
marine risk assessment needs to be carried out to determine the probability of
different sizes of vessels impacting the bridge, the likely impact speeds and
therefore the ship impact forces that the bridge must be designed for. Possible ship
impact scenarios include:
• Vessel becomes aberrant and collides with the piers of the bridge (hull impact)
• Oversized vessel attempts to navigate under the bridge and collides with the
deck (mast / deckhouse impact)
• Ship at anchorage breaks free of its moorings during a storm and drifts
towards the bridge colliding with either pier or deck
The objective of the marine risk assessment will be to determine the necessary
navigation installations and procedure to maintain safety as well as to define the
ship impact forces which the bridge must be designed for.
5.5 Conclusions
The Maldives is an archipelago and marine traffic is an important aspect of
everyday life in the islands. Construction of a bridge across the Gaadhoo Koa will
have a significant influence on how vessels navigate around Malé, especially the
larger commercial vessels. However, due to the large number of entries into the
atoll it has been confirmed by key stakeholders that there will be no adverse
impact to marine operations if appropriate additional navigation aids are provided
for shipping using alternate channels.
All bridge options will provide sufficient airdraft for resort speedboats, local
ferries and the airport firefighting vessel to pass under the bridge and some
options will provide greater airdraft to allow slightly larger vessels to pass.
The span of all bridge options is considered sufficient for safe navigation but the
location of the floating bridge on Alignment Option C is slightly less favourable
than Alignment Option A and may cause some navigation conflicts.
For all bridge options, a marine risk assessment will be required to determine the
necessary navigation installations and procedure to maintain safety as well as to
define the ship impact forces which the bridge must be designed for. Since large
ocean going vessels will not pass under the bridge the ship impact forces are
likely to be manageable. However, the possibility of a large vessel breaking free
of its anchorage and drifting into the bridge does need to be considered.

Final Report
REP-217093-01 | Issue | 8 August 2011
6 Environmental Issues
6.1 Introduction
The purpose of this section is to provide a preliminary environmental assessment
of the proposed bridge options with respect to ecology, water quality, air quality
and noise. Relevant environmental legislations, guidelines and environmental
baseline information are collated. Key environmental impacts during the
construction and operation of the proposed road and bridge link are identified.
Design approaches to avoid and minimize potential environmental impacts,
mitigation measures to address the potential impacts and further investigations are
recommended, where applicable.
It should be noted that this section only presents a preliminary assessment and
detailed studies and/or assessments need to be carried out during later design
stages.
6.2 Environmental Legislation, Guidelines, Policies
and International Conventions
6.2.1 Relevant Environmental Legislation and Guidelines
Environmental Protection and Preservation Act of Maldives
The Articles of the Environmental Protection and Preservation Act (Act No.
4/1993) addresses the following aspects of environmental management:
• Guidelines and advice on environmental protection shall be provided by the
concerned government authorities;
• Formulating policies, rules and regulations for protection and conservation of
the environment in areas that do not already have a designated government
authority already carrying out such functions shall be carried out by the
Ministry of Environment, Energy and Water (MEEW);
• Identifying and registering protected areas and natural reserves and drawing
up of rules and regulations for their protection and preservation;
• An Environmental Impact Assessment shall be submitted to MEEW before
implementing any developing project that may have a potential impact on the
environment;
• Projects that have any undesirable impact on the environment shall be
terminated without compensation;
• Disposal of waste, oil, poisonous substances and other harmful substances
within the territory of the Republic of Maldives is prohibited. Waste shall be
disposed of only in the areas designated for the purpose by the government;
• Hazardous / Toxic or Nuclear Wastes shall not be disposed anywhere within
the territory of the country. Permission should be obtained for any trans-
boundary movement of such wastes through the territory of Maldives;
• The Penalty for Breaking the Law and Damaging the Environment shall be
specified;

Final Report
REP-217093-01 | Issue | 8 August 2011
• The government of the Maldives reserves the right to claim compensation for
all damages that are caused by activities that are detrimental to the
environment.
Environmental Impact Assessment Regulation 2007
The MEEW issued the EIA Regulation in May 2007 which guides the undertaking
of the Environmental Impact Assessment/Initial Environmental Examination
(EIA/IEE) process in the Maldives. The EIA Regulation provides a
comprehensive outline of the EIA/IEE process beginning from the application to
the details of the contents, the minimum requirements, roles and responsibilities
of the consultants and proponents, the format of the EIA/IEE report etc.
Ban on Coral Mining
Coral mining from the house reef and the atoll rim has been banned through a
directive from the President’s Office dated 26th
September 1990. Coral is
prohibited to be mined at any stage of the project.
Guidelines for Domestic Wastewater Disposal
Developed by the Maldives Water and Sanitation Authority and implemented by
the Environment Protection Agency, this guideline serves to improve public heath
by regulating the disposal of domestic wastewater and therefore providing a
cleaner and safer environment through improved sanitation. When handling
wastewater from construction workforce these guidelines should be considered.
Ambient Air / Noise and Water Quality Standards
The Republic of Maldives lacks the necessary environmental standards for the
measurement of ambient air, noise and water quality. Therefore, standards of the
World Health Organization (WHO), those of international recognition, or
standards of developed countries should be used.
6.2.2 Relevant Policies
National Energy Policy
The National Energy Policy looks at existing and emerging energy issues and
constraints of the country. With a focus on sustainable supply and consumption,
the policy also addresses issues of the environment, renewable energy and energy
efficiency. According to the policy document, 3% of energy is from biomass and
solar and the remainder is from refined petroleum products. Diesel fuel accounts
for 83% of the total energy consumption in the Maldives.
Carbon Neutral by 2020
In March 2009, President Nasheed 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.
National Adaptation Programme of Action (NAPA)
The adaptation policies and strategies of the Maldives are given in the Maldives
National Adaptation Programme of Action [10]. The first component of the
Maldives Adaptation Framework is climate change-related hazards. These
include sea level rise, precipitation, temperature and extreme events.

Final Report
REP-217093-01 | Issue | 8 August 2011
6.2.3 International Conventions
Convention on Biological Diversity
The Maldives is a party to the United Nations Convention on Biological
Diversity. The objective of the convention includes the following: “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 mainly falls on highly developed areas which are not recognised for
their ecological value [1]. Therefore, a major loss of biodiversity is considered
unlikely.
Climate Change Convention and Kyoto Protocol
The Maldives is a party to the United Nations Framework Convention on Climate
Change (UNFCCC) and the Kyoto Protocol to the UNFCCC. The objective of the
Convention is to stabilize greenhouse gas concentrations in the atmosphere at a
level that would prevent dangerous anthropogenic interference with the climate
system. 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.
Third National Environment Action Plan (NEAP III)
The aim of NEAP III is to protect and preserve the environment of the Maldives
and to sustainably manage its resources for the collective benefit and enjoyment
of present and future generations. The principles outlined in NEAP III include the
following:
• Environmental protection is the responsibility of every individual;
• Achieve results – The actions, activities, regulations, supervision, reporting,
incentives, information and advice for environmental management shall be
directed and well co-ordinated to achieve the results the citizens want;
• Promote and practise sustainable development;
• Ensure local democracy;
• Inter-sectoral co-ordination and co-operation;
• Informed decision making;
• Precaution first;
• Continuous learning and improvement;
• Right to information and participation; and
• Environmental protection complements development.
NEAP III contains environmental policies and guidelines that should be adhered
to in the implementation of the proposed project activities.

REP-217093-01 | Issue | 8 August 2011
6.3 Baseline Conditions
Baseline information in the vicinity of the project site has been collected through
desktop study. The enviro
conditions (which are described in Section
quality and noise.
6.3.1 Ecology
Protected Areas
There are no protected areas around the project site. The nearest protected areas
are Kuda Haa Dive Site (1995) and Banana
10-12km away from the proposed project sites as shown in
Nevertheless, the Maldives
project site approximately 400m, 500m and 600m from
3 respectively.
Figure 31 Protected areas around the proposed site
Terrestrial Ecosystem
The Malé and Hulhulé Islands are highly developed. The habitat around the
Project site could be categorized into three types, i.e. developed area, plantations
and lagoons as shown in
land uses such as airport, buildings, roads and other infrastruct
ecological significance due to their disturbed nature. The plantations are mainly
established for urban landscape purpose and are of limited ecological importance.
Based on the flora survey conducted during Oct
International Airport EIA Study
palm (Cocos nucifera) which account for more than 57%. Protected species of
Banyan trees (Ficus benghalensis
about 4.5% during the survey.
The diversity of fauna in the Maldives is considered limited. Majority resides in
the forests of uninhabited islands with limited human disturbance. Since both
Malé and Hulhulé Islands are highly develop
are considered of low ecological value. Based on the fauna survey conducted
during Oct-Nov 2010 for
mosquitoes, lizards, rats, giant ants, common ants, cockroaches and f
Baseline Conditions
desktop study. The environmental baseline data includes environmental
are described in Section 2.8.3), ecology, water quality, air
are Kuda Haa Dive Site (1995) and Banana Reef Dive Site (1995) which are about
12km away from the proposed project sites as shown in Figure 31
Nevertheless, the Maldives Victory (refer Section 6.3.5) is located within the
proximately 400m, 500m and 600m from alignment options 1, 2 and
Protected areas around the proposed site
and lagoons as shown in Figure 32. The developed areas cover all the urbanised
land uses such as airport, buildings, roads and other infrastructures and are of low
Based on the flora survey conducted during Oct-Nov, 2010, for the Malé
nternational Airport EIA Study [1], the dominant species in Hulhulé is Coconut
) which account for more than 57%. Protected species of
Ficus benghalensis) were observed in the Island, accounting for
about 4.5% during the survey.
Malé and Hulhulé Islands are highly developed, fauna resources in the two Islands
for the Malé International Airport EIA Study, crow,
mosquitoes, lizards, rats, giant ants, common ants, cockroaches and f
Final Report
Page 36
environmental
ecology, water quality, air
Reef Dive Site (1995) which are about
31.
is located within the
nment options 1, 2 and
. The developed areas cover all the urbanised
ures and are of low
Nov, 2010, for the Malé
, the dominant species in Hulhulé is Coconut
) which account for more than 57%. Protected species of
sland, accounting for
ed, fauna resources in the two Islands
the Malé International Airport EIA Study, crow,
mosquitoes, lizards, rats, giant ants, common ants, cockroaches and few common

REP-217093-01 | Issue | 8 August 2011
bird species were observed in Hulhulé Island. No endangered or rare animal
species were identified in the survey.
Figure 32 Habitat map
Marine Life
Qualitative and quantitative surveys were conducted during Oct
Malé International Airport EIA Study
in Figure 33 and the results are summarized in paragraphs below.
Figure 33 Marine surveys conducted for MLE
species were identified in the survey.
Qualitative and quantitative surveys were conducted during Oct-Nov 2
Malé International Airport EIA Study [1]. The locations of survey sites are shown
and the results are summarized in paragraphs below.
Marine surveys conducted for MLE Environmental Impact Assessment
Final Report
Page 37
Nov 2010 for the
. The locations of survey sites are shown
Environmental Impact Assessment

Final Report
REP-217093-01 | Issue | 8 August 2011
Site 1
Visual inspections were conducted at Site 1. The marine benthos at this site
consist mainly of coral rock and rubble with occasional coral heads (Pocillopora
meandrina, Favia sp., Acropora sp.) attached with some of them entangled in
fishing lines. The most abundant fish species at this site are the Damselfish
Abudefduf vaigiensis and Chrysiptera biocellata, Soldierfish Myripristis sp. and
Sweeper Pempheris venicolensis. Surgeonfish Acanthurus lineatus and A.
nigricauda, Butterflyfish Chaetodon xanthocephalus and C. citrinellus and the
“Monocle Bream” Scolopsis bilineatus, “Moorish Idol” Zanclus cornutus as well
as Squirrelfish Neoniphon samara were also observed.
Site 2
Visual inspections were also conducted at Site 2. Fish species at this site are
restricted to patches of scattered live corals (Acropora sp., Pocillopora
meandrina,and Porites sp.). Thalassoma Hardwicke, T. janseni as well as other
wrasses, Acanthurus triostegus, Stegastes nigricans and other Pomacentridae were
observed. The visibility of Site 2 is lower than that of Site 1 and a small fraction
of beach is entirely polluted by solid wastes (such as foam, Styrofoam, plastic
bottles and metal waste etc.).
Site 3
Quantitative reef benthos and fish surveys were conducted at Site 3. Reef benthos
survey was carried out at 8 and 15 m depth with a 20m transect line parallel to the
reef. The fish census was performed at 8 m depth within a belt transect of three
metres width along the 20m transect line.
Reef Benthos
Depth 8 metres: Live coral cover was about 26.5% coverage ± 7.89% (mean ±
SE) in 8 metres depth at site 3. Acroporidae were the most abundant coral family,
covering 13.3% of the transect, followed by Poritidae with 5.7%. Other coral
species such as Faviidae (Favia, Favites, Pavona) and Merulinidae (Hydnophora)
were less abundant. No bleached, dead or broken corals were found during the
survey.
Depth 15 metres: Live coral cover in 15 metres depth was generally lower than
that in 8 metres depth. Coral family composition (Acroporidae, Pocilloporidae,
Poritidae and other families) was equally distributed in this depth of the site. No
bleached , dead or broken corals were found during the survey.
Fish Census
Fish were generally abundant with at least 7 families within the 20×3m belt
transect lines, including Caesionidae (Caesio xanthonota, C. varilineata),
Acanthuridae (Acanthurus spp.), Pomacenttridae (Chromis viridis, Pomacentrus
spp.), Labridae (Thalassoma spp.), Chaetodontidae (Chaetodon kleinii),
Lutjanidae (Lutjanus kasmira) and Cirrhitidae (Paracirrhites forsteri).
In addition to fish present within the transect, various other families/species were
also observed in close vicinity, such as Zanclidae (Zanclus cornutus), Serranidae
(Pseudanthias squamipinnis) and Serranidae (Cephalopholis argus, Plectropomus
laevis).
Rare and Endangered Species
The Republic of Maldives prohibits the killing, catching or extracting any of the

Final Report
REP-217093-01 | Issue | 8 August 2011
following within the Exclusive Economic Zone of the Maldives: Black oral,
Triton Shell (Conchs), Giant Clams, Berried female lobsters and those less than
25cm in total length, marine turtles, Napolean Wrasse, dolphins and whales.
According to the surveys conducted in the November 2010 Malé International
Airport EIA no rare and endangered species were observed in Hulhulé reef.
6.3.2 Water Quality
Baseline marine water quality data was derived from [1]. Water quality is
generally uniform at the sites observed.
Chlorophyll data presented in [1], suggests that concentration/productivity in and
around Malé-Hulhulé area is low with a maximum chlorophyll value of 3 mg/m3
.
These values are within the typical range of clear coral dominated waters.
6.3.3 Air Quality
Ambient air quality monitoring was conducted at four locations from October to
November, 2010 for the Malé International Airport EIA [1].
The ambient air quality monitoring data indicated that all parameters were within
the WHO guidelines for ambient air quality. The minimum, maximum and 24-
hour average from all four monitoring locations were extracted and are presented
against the WHO Guidelines. All results fall well below the guideline limits
except for one sample for NOx taken at the Central Store on Hulhulé Island.
Parameter Minimum Maximum 24 hr Ave WHO Guidelines
PM10, µg/m³ 15 32 23.2 50 (24-hour mean)
PM2.5, µg/m³ 4.1 9.3 6.4 25 (24-hour mean)
SO₂, µg/m³ 4.1 7.7 5.3 20 (24-hour mean)
NOx, µg/m³ 4 62 9.8 20 (24-hour mean)
CO, µg/m³ 32 142 67.8 -1
Notes:
[1] WHO Guidelines do not provide a 24-hour mean value. 10 g/m³ for 8-hour average period is provided.
6.3.4 Noise
A baseline condition of the noise environment has been derived from [1]. The
locations for which data is available are in Hulhulé, Malé and Hulhumalé Islands.
Hence, it provides a representative measurement for the study area.
The ambient noise levels are considered as moderate to high when compared to
international standards such as the WHO Guideline Values for Community Noise
in Specific Environments. According to [1] this is due to the close proximity to
the sea, windy conditions, closely packed residential areas and movement of
boats. The WHO guideline for industrial, commercial, shopping and traffic areas
is set at 70dB (LAeq) for daytime hours and suggest a 5-10dB decrease during the
night. Most of the site locations fall within this category and comply with the
recommended LAeq for daytime. However, a few commercial and industrial sites
would exceed the upper limit of 60-65dB during the night (e.g.. City Bakery,
Maldives’ Port Authority, Bank of Maldives and STELCO Power House).

Maldives - Male' hulhule bridge feasibility report August 2011 - Final

Maldives - Male' hulhule bridge feasibility report August 2011 - Final

Recommandé

Recommandé

Contenu connexe

Tendances

Tendances (20)

Similaire à Maldives - Male' hulhule bridge feasibility report August 2011 - Final

Similaire à Maldives - Male' hulhule bridge feasibility report August 2011 - Final (20)

Plus de Badruddeen

Plus de Badruddeen (18)

Dernier

Dernier (20)

Maldives - Male' hulhule bridge feasibility report August 2011 - Final