Ministry of Works,

Government of Consultancy Service for the Updating of a Feasibility Belize Study and the preparation of the Detailed Designs for the Upgrading of the Coastal Highway Belize Project Coordinator Michelan Gilharry Power Lane Belmopan Tel. 822-2136/2139

Politecnica Project Director Alessio Gori

KE1 Team Leader / Highway Engineer Francisco Reina Barranco

KE2 Drainage Engineer / Hydrologist Luca Boccardi

Ministry of Works – Belize KE3 Structural / Bridge Engineer Richard Sansom

KE4 Geotechnical Engineer Giuseppe Furlani

Government of Belize KE5 Transport Economist Dipankar Chatterji

KE6 Environmental Specialist Jan Cornelis Meerman

Caribbean Development Bank KE7 Social and Gender Impact Technical assistance has been provided by Specialist Valentino Shal

Upgrading of the Coastal Highway Stann Creek District, Belize Environmental and Social Impact Assessment Volume I (ESIA)

Contents

EXECUTIVE SUMMARY ...... 13

1 Project description and road and infrastructure conditions ...... 24

1.1 Location of the project area ...... 24

1.2 Description of the present road ...... 27 General description of the present road ...... 27 Bridge assessments ...... 35 Assessment of drainage ...... 37 Assessment of the side drains ...... 41

1.3 Engineering designs and choice of materials ...... 41 The road ...... 42 Road elements ...... 44 Quarries ...... 53

1.4 Construction process ...... 60

1.5 Justification of the project ...... 61

1.6 Timeline ...... 63

1.7 Demand for materials ...... 63

2 Policy and Legal Framework ...... 65

2.1 Policy ...... 65

2.2 Legal Framework ...... 65

2.3 Administration ...... 79

2.4 International and regional agreements ...... 82

3 Environmental and Socio-economic Settings ...... 83

3.1 Physical and Biological Environment ...... 83 General geology and geomorphology ...... 83 Subsurface Geology ...... 87 Soils ...... 92 Topography ...... 94 Climate ...... 100 Flood hazard ...... 108 Natural environment - ecosystems ...... 109 Protected Areas ...... 112 Biological corridors ...... 115 Sensitive habitats ...... 119

Land systems ...... 120 Current land use ...... 123 Flora ...... 125 Fauna ...... 127 Water Quality ...... 138 Climate Change ...... 150

3.2 Social Environment ...... 157 Present Socio-economic Environment ...... 157 Consultations with stakeholders ...... 175 Inventory of public and private infrastructure ...... 181 Consultation with NICH-Institute of Archaeology ...... 183 Archaeological Survey using LiDAR...... 184

4 Environmental and Social Impact Assessment ...... 191

4.1 Environmental Impact Assessment ...... 191 Impacts on the hydrology and waterways ...... 191 Impact on the terrestrial environment ...... 194 Impacts on Air Quality and Noise ...... 204 Vertical and Horizontal Alignment ...... 209 Construction camps ...... 212 Impact of the rehabilitation works on archaeological and historical sites 230 Preferred option for extraction transportation of materials ...... 232 Disaster Risk Management ...... 234 Emergency preparations ...... 235

4.2 Social Impact Assessment ...... 240 Potential Socio-economic Impacts ...... 241 Relocation of Utilities ...... 249 Mitigation measures ...... 251

4.3 Potential Cumulative Impacts ...... 256

4.4 Assessment of Alternatives ...... 259 Need to upgrade the road versus no action alternative ...... 264 Replacement of bridges and culverts...... 265 Alternatives for major road intersections ...... 266 Adjustment of the horizontal and vertical road alignment ...... 268

4.5 Mitigation and Monitoring, Conclusions and Recommendations ...... 269 Mitigation and Monitoring Plan ...... 269 Environmental and Social Management Plan ...... 284 Conclusions and Recommendations ...... 292

5 References ...... 294

Table of Figures Figure 1. Location of the Coastal Road in Belize ...... 25 Figure 2. General trajectory of the Coastal Road, with the major waterbodies and the four communities located in the project area ...... 25 Figure 3. Illustration of the road surface being lower than adjoining terrain...... 28 Figure 4. Road Elevation based on actual survey data ...... 30 Figure 5. Profiles on a typical river...... 32 Figure 6. Flooded areas recorded during field work on October 26, 2017...... 34 Figure 7. Attributes of the culverts on the Coastal Road in 2013...... 38 Figure 8. Flooded areas recorded during field work on October 26, 2017...... 39 Figure 9. Flooding of the section between La Democracia and the Sibun Bridge on 17 November 2015 ...... 40 Figure 10. Ponding on the Coastal Road between Jenkins Creek and Soldier Creek immediately after moderate rain (January 24, 2018)...... 41 Figure 11. Typical Cross-fall section ...... 43 Figure 12. General design for new bridges ...... 45 Figure 13. Example of a concrete Floodway (Hopkins Village) ...... 47 Figure 14. Typical three prong roundabout outlay (Belmopan, Guanacaste Park) ...... 52 Figure 15. Locality map of the borrow areas ...... 54 Figure 16. Sibun River quarry ...... 56 Figure 17. Gracie Rock quarry ...... 56 Figure 18. Coastal Road Mile 5.5 quarry ...... 57 Figure 19. Soldier Creek quarry ...... 58 Figure 20. Mullins River quarry ...... 58 Figure 21. Canada Hill quarry...... 59 Figure 22. Simplified Geological Time Scale ...... 83 Figure 23. Geological map of the project area...... 84 Figure 24. Elevational Data for the Coastal Road...... 87 Figure 25. Cross-section of the topsoil layers on the left; Fe-Mn nodules visible on the surface to the right ...... 87 Figure 26. Stratigraphy from the trial pits ...... 91 Figure 27. Soils (After Wright et al, 1959)...... 93 Figure 28. Agricultural Land Value (After King et al, 1992)...... 93 Figure 29. Topography ...... 94 Figure 30. Watersheds in the project area, upstream of the river crossings ...... 95

Figure 31. Average annual wind direction distribution PGIA over the period February 2004-December 2017 ...... 100 Figure 32. Climate graph Belize City ...... 101 Figure 33. Rainfall patterns in Belize ...... 102 Figure 34. Belmopan daily rainfall 1974-2017 ...... 103 Figure 35. La Democracia daily rainfall 1993-2017 ...... 103 Figure 36. Philip Goldson International Airport daily rainfall 1966-2017 ...... 104 Figure 37. Middlesex daily rainfall 1996-2016 ...... 104 Figure 38. Gales Point daily rainfall 2001-2011 ...... 105 Figure 39. Classification of intensity of daily rainfall ...... 105 Figure 40.Trajectories of tropical depressions, tropical storms and hurricanes over the project area in the period 1864-2016...... 108 Figure 41. General Ecosystems within a 5 km buffer zone on each side of the road...... 110 Figure 42. Protected areas ...... 113 Figure 43. Landsat (2017) image showing the official boundaries of the Grants Work Forest Reserve but indicate wide-spread other uses within its boundaries...... 114 Figure 44. Theoretical functioning of Biological Corridors ...... 116 Figure 45. Biological corridor in the Runaway Creek area...... 118 Figure 46. Potential Biological corridors in the Soldier Creek area ...... 118 Figure 47. Land systems around the coastal road represented by a two-letter code ...... 121 Figure 48. Land Use in the Coastal Road Watersheds...... 124 Figure 49. Location of Plant Records within the 5km buffer zone around the road ...... 126 Figure 50 Tarebia granifera. An invasive aquatic snail found in the Sibun River ...... 128 Figure 51. Location of Fish and Invertebrate Records within a 5km buffer zone along each side of the road...... 128 Figure 52. Location of Amphibian and Reptile records within a 5km buffer zone along each side of the road...... 130 Figure 53. Location of Bird and Mammal records within a 5km buffer zone along each side of the road...... 131 Figure 54. Water sampling locations ...... 139 Figure 55. PH levels ...... 142 Figure 56. Total P levels surface water ...... 144 Figure 57. Relation fecal coliform and E. coliform ...... 149 Figure 58. Four development scenario families ...... 150 Figure 59. Temperature trend for the PGIA 2010-2100 ...... 151 Figure 60. Annual rainfall trend for the PGIA 2010-2100...... 152 Figure 61. Annual number of dry days over the period 1966-2017 at the PGIA ...... 153 Figure 62. Total days per year with >2” (50mm) rainfall at the PGIA ...... 154 Figure 63. R5D Index for the PGIA over the period 1966-2017 ...... 155

Figure 64. Population of the four villages over the period 1980-2010 (SIB, Census 1980-2010 results) ...... 158 Figure 65.Coastal Road with indicated by numbers the locations where the new alignment will deviate from the current alignment. These locations are presented in more detail in Figures 66: 1-7 ...... 167 Figure 66. 1–7: Locations where new alignment options (green and red lines) may deviate from existing alignment. The numbers correspond with the locations in Figure 65...... 168 Figure 67. Location of the various traffic count surveys ...... 171 Figure 68 Gales Point Community Consultation December 13th, 2017 ...... 175 Figure 69 La Democracia Community Consultation December 12th, 2017 ...... 175 Figure 70 Stakeholder Consultation- Dangriga February 8th, 2018 ...... 177 Figure 71 Stakeholder Consultation- Belmopan February 1st, 2018 ...... 177 Figure 72 HH Survey Gales Point December 21st, 2017 ...... 178 Figure 73 HH Survey Mullins River December 21st, 2017 ...... 178 Figure 74 Focus Group- Hope Creek (F) January 14th, 2018 ...... 180 Figure 75 Focus Group- Mullins River (M) February 4th, 2018 ...... 180 Figure 76. Caves and archaeological sites identified in the project area ...... 183 Figure 77. Biological Corridors in the Runaway Creek Rainforest Preserve area with potential underpasses ...... 198 Figure 78. Biological Corridors in the Manatee River – Soldier Creek area with potential underpasses ...... 199 Figure 79. Wildlife underpass concept. Notice the funnel shaped entrance and fencing...... 200 Figure 80. Wildlife underpass, focusing on Tapir as utilized in Brazil (courtesy of Foundation for Wildlife Conservation Belize) ...... 200 Figure 81. Waste hierarchy ...... 218 Figure 82. Design of a purpose-built incinerator (Source: DoE Guidelines Crop Protection Packaging Recovery/Disposal) ...... 220 Figure 83. Water infiltrating the soil and sub terrain flow of water ...... 225

List of Tables Table 1 Location of the major junctions with the Coastal Road (UTM NAD 1927 16 North) ...... 24 Table 2. River /creeks crossings, with UTM in NAD 1927 16N ...... 26 Table 3. Coastal Road flooding areas (2000 Feasibility Study): ...... 33 Table 4. Summary of the condition of the bridges present in the Coastal Road, ...... 37 Table 5. Technical standards ...... 41 Table 6 – Design bridges freeboards (ARI 125) ...... 45 Table 7. Overview road surface alternatives ...... 48 Table 8. Pavement cost per m2 (Politecnica 2018, Feasibility Report) ...... 49 Table 9. Impacts and mitigation of the road surface option ...... 50

Table 10. Overview of existing, nearby quarries (Manatee Road Feasibility Study, 2000) ...... 54 Table 11. Permits or licenses that may be applicable for the proposed rehabilitation of the Coastal Road ...... 79 Table 12. Location of the trial pits ...... 91 Table 13. Characterization of the watersheds affecting the coastal road ...... 97 Table 14. Ecosystem Descriptions including UNESCO subdivision details...... 110 Table 15. Land systems (King et al, 1992) ...... 122 Table 16. Species of conservation concern (Meerman, 2005) ...... 126 Table 17. 25 most recorded bird species in the 5km buffer zone ...... 131 Table 18. Species of conservation concern (Meerman, 2005) ...... 135 Table 19 Location, date and time of water sampling ...... 140 Table 20. Overview of the water testing results rainy season, 24 January 2018 ...... 140 Table 21 Overview of the water testing results dry season, 22 March 2018 ...... 141 Table 22. Sample characteristics ...... 157 Table 23. Population characteristics ...... 159 Table 24. Education facilities...... 160 Table 25. Education level residents ...... 161 Table 26. Health care infrastructure ...... 161 Table 27. Employed levels and average income employed persons ...... 162 Table 28. Means of transportation ...... 163 Table 29. Land tenure ...... 164 Table 30. Utilities in the villages along the coastal road...... 166 Table 31. Locations where realignment of power lines are expected based on the road trajectory alternatives. The numbers correspond with the numbers in Figures 66: 1-7. In most cases there will be a road realignment but no need for power line realignment...... 166 Table 32. Vehicle classes at the George Price and Hummingbird Highways ...... 172 Table 33. Share of vehicle classes of the total traffic movements ...... 172 Table 34. Turning movements counts ...... 173 Table 35. Origin-destination survey: goods vehicles ...... 173 Table 36. Origin-destination survey: passenger vehicles ...... 174 Table 37 General Stakeholder Consultations ...... 175 Table 38 Community Survey Sample ...... 178 Table 39: Focus Group Sessions ...... 179 Table 40: Private and Public Infrastructure ...... 181 Table 41. Impact and mitigation matrix hydrology and flooding ...... 192 Table 42. Ecosystems and their extent within a 10km wide zone along of the Coastal Road and in the National protected Areas system. Indicated is the amount that will be cleared...... 195 Table 43. Impact and mitigation matrix terrestrial habitats ...... 201

Table 44. Noise levels (Second schedule, Pollution Regulations, 1996) ...... 207 Table 45. Impacts and mitigations air pollution...... 208 Table 46. Impacts and mitigations: land attainment ...... 214 Table 47. Overview of the solid waste generated during the construction phase ...... 217 Table 48. Solid waste and options for reduction of waste ...... 220 Table 49. Overview of waste water sources and volumes ...... 222 Table 50. Minimum absorption area for a leach field in various soils ...... 226 Table 51. Potential environmental impact of waste water and mitigation measures ...... 226 Table 52. Impacts and mitigations related to traffic coming and going from the construction camps 228 Table 53. Impacts and mitigations social environment ...... 229 Table 54. Impact and mitigations: archaeological/historical remains ...... 230 Table 55. Impacts and mitigation measures related to hauling of road fill materials ...... 233 Table 56. Disaster Risk Management ...... 235 Table 57. Hazards and Risks ...... 237 Table 58. Potential socio-economic impacts ...... 241 Table 59. Impact mitigation utilities ...... 250 Table 60. Mitigations social-economic impacts...... 252 Table 61. Cumulative Impacts ...... 257 Table 62. Three Design Alternatives Compared ...... 260 Table 63. Overview of basic alternatives ...... 264 Table 64. Bridge Replacement Alternatives ...... 265 Table 65. Alternatives for the Coastal Road and the Southern Highway/George Price Highway junctions ...... 267 Table 66. Alternatives for the horizontal and vertical re-alignments of the Coastal Road ...... 268

ABBREVIATIONS “ inch °C degree Celsius µS/cm micro Siemens per centimeter 4WD Four-wheel drive AASHTO American Association of State Highway and Transportation Officials AM Ante Meridiem – Before noon BEL Belize Electricity Limited BERDS Biodiversity and Environmental Resource Data-system for Belize BMDP Belize Disaster Mitigation Plan BNE Belize Natural Energy BOD Biochemical Oxygen Demand BTL Belize Telemedia Ltd. BWSL Belize Water Services Limited BZ Belize CaO3 Calcium Carbonate CCB Citrus Company of Belize CDMP Caribbean Disaster Mitigation Plan CFU Colony Forming Units CIL Caribbean Investment Limited CITES Convention on International Trade of Endangered Species of Wild Fauna and Flora CO Carbon-monoxide COD Chemical Oxygen Demand CPBL Citrus Producers of Belize Limited CSO Central Statistical Office cu. yds. Cubic Yards CZMAI Coastal Zone Management Authority and Institute dB Decibels are an expression of the relative loudness of sounds in air as perceived by the human ear. DEM Digital Elevation Model DO Dissolved Oxygen DoE Department of Environment EA Environmental Audit ECP Environmental Compliance Plan EIA Environmental Impact Assessment ESIA Environmental and Social Impact Assessment EIMP Environmental Impact Mitigation Plan EM Environmental Monitoring EMP Environmental Monitoring Plan EPA Environmental Protection Act ESMP Environmental and Social Management Plan EU European Union F Fahrenheit

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FD Forest Department FHWA Federal Highway Administration FRs Forest Reserve(s) ft. foot/feet gal gallon GIS Geographic Information System GoB Government of Belize gpm gallons per minute GVM Gross Vehicle Mass HCM Highway Capacity Manual Hg Mercury HH Household HH Hummingbird Highway hp Horse Power hr hour i.e. for example ILO International Labor Organization iMC iMC Worldwide Ltd. Consulting Company IoA Institute of Archaeology iRAP International Road Assessment Programme ITVET Institute for Technical and Vocational Education and Training IUCN International Union for Conservation of Nature km kilometer km/hr kilometer per hour km2 square kilometer L length or liter lbs. pounds LED Light-Emitting Diode LIC Land Information Centre LIDAR Light Detection and Ranging LOS Level of Service LPG Liquid Petroleum Gas lpm liter per minute LUA Land Utilization Authority M Magnitude m meter m/sec meter/second m2 square meter m3 cubic meter m3/sec cubic meter per second MAFFFESDI Ministry of Agriculture, Fisheries, Forestry, the Environment, Sustainable Development and Immigration MEAs Multilateral Environmental Agreements mg milligram

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MGD million gallons per day ml mile ml milliliter mm millimeter mm Hg millimeter of mercury (atmospheric pressure) MoH Ministry of Health MoW Ministry of Works MSL Mean Sea Level mV millivolts N north N.A. or NA Not available/not applicable NAD1927 North American Datum of 1927 NARCO NARCO: Engineering Ltd. Consulting Company NEAC National Environmental Appraisal Committee NEMO National Emergency Management Organization NEPPOS National Emergency Preparedness Plan for Oil Spills NFS National Fire Service NGO Non-Government Organization NICH National Institute of Culture and History NIWRA National Integrated Water Resource Authority NMS National Meteorological Service NOX Nitrogen oxide NTU Nephelometric Turbidity Units (Turbidity) ORP Oxidizing Reducing Potential OSCP Oil Spill Contingency Plan PAH Polycyclic Aromatic Hydrocarbons PAs Protected Area(s) PCE Passenger Car Equivalent PM Particulate matter POT/PTFE Dynamic Pot Bearing (in bridges) ppm parts per million ppt parts per thousand PSC Pre-Stressed Concrete PTSF Percent Time Spent Following PUC Public Utilities Commission PVC Polyvinyl chloride R.E. Revised Edition (Laws of Belize) RCC Reinforced Cement Concrete REA Rapid Ecological Assessment Regs. Regulations (Laws of Belize) Rev. Ed. Revised Edition (Laws of Belize) ROW Right of way RWS Rudimentary Water System s second

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S South S.I. Statutory Instrument (Laws of Belize) SDA Special Development Area SIB Statistical Institute of Belize SIF Social Investment Fund SO2 Sulfur di-oxide SPT Standard Penetration Testz Sq. ft. Square feet SWMA Solid Waste Management Authority TCU true colour units (Water) TD Tropical Depression TDS Total Dissolved Solids TKN Total Kjeldahl Nitrogen is the combination of organically bound nitrogen and ammonia in wastewater. TOC Total Organic Carbon TS Tropical Storm TSS Total Suspended Solids UNDP United Nations Development Programme UNFCC United Nations Framework Convention on Climate Change USGS United Stated Geological Survey UTC Coordinated Universal Time UTM Universal Transverse Mercator VCT Voluntary and Counseling Testing Center W west/width WHO World Health Organization

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EXECUTIVE SUMMARY Location of the project area The Coastal Road was established in the 1980s when a dirt track was bulldozed to connect the Western Highway (now George Price Highway) with the access road to gales Point. The 59km gravel road followed the higher ridges in the landscape, it was declared a public road and a road reserve was established in S.I. No. 25 of 1995. The northern section of the road is in the Belize District, the southern section in the Stann Creek district. The project area is sparsely populated with a small village La Democracia at the northern end of the road, a medium sized village Hope Creek at the southern end and two small villages Mullins River and Gales Point at a small distance away from the road.

Description of the present road The present road has long straight spans and a few sections with sharp curves, the road runs through rather flat terrain with the lowest point being 1m above average sea level (ASL), and the highest point 33m ASL. The road is typically 0.3-0.6m below the surrounding terrain, while the width varies between 6.5 and 10m. The surface of the road is a mixture of clay and gravel, during the dry weather dust is thrown up by passing vehicles while in rainy weather the surface becomes slippery. Most of the road leads through the flat coastal plain which is intersected by numerous creeks. Drainage of the area is problematic because of lack of side drains, non- functioning culverts, and because at many places the surface of the road is actually lower than the surrounding terrain. Although flooding of the road is a recurrent issue, the events are poorly documented in a systematic way. There are 11 existing bridges, the Mullins River bridge was recently completed with Caribbean Development bank financing. Of the other ten bridges, the big span bridges over the Sibun River and the Soldier Creek are made of steel truss and concrete deck. The smaller bridges are made of “I” steel and concrete except for the Manatee River bridge which is completely made of wood. Traffic lines, guard rails are missing, and general traffic signage is scarce. The Coastal Road provides a shorter link between the northern and southern districts, also traffic from the west heading to the south may want to take this route because of the flat terrain. Nevertheless, traffic volume on the Coastal Road is low, mostly due to the poor condition of the road and the unpredictable flooding of certain sections.

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Road safety Belize has a high rate of traffic accidents, in 2015 1,800 traffic accidents were reported and the fatalities/accidents rate was 4.5% in that year. No detailed information is available about traffic accidents on the Coastal Road.

Bridge assessments Ten bridges (the Mullins River bridge was recently replaced) were extensively examined and assessed by the engineers of Politecnica. The assessment included a structural inspection, load test modelling, and a comparison of the features of the bridges with AASHTO standards. The ten bridges all failed at one point or another, but the quality and condition of some bridges were poorer than other bridges. Based on the available budget, it was decided to renovate four bridges (Sibun, Cornhouse, Soldier and Nelly) and replace the remaining six bridges (Manatee, Jenkins, Quamina, Deadmans, Mangrove and Big Creek.

Culverts and side drains assessments At present, 87 culverts are part of the drainage structure of the Coastal Road. An assessment carried out in 2013 concluded that most of the culverts were in relatively good shape but their overall efficiency was considered to be insufficient. Side drains are missing over great lengths of the Coastal Road since much of the road is below the level of the adjacent lands.

Engineering designs of the upgraded road The following aspects of the road will be addressed: • Horizontal and vertical alignment, including the drainage system of the road • River crossings: bridges and culverts • Road furniture: place name signs, street lamps, traffic signs, bus stops, pedestrian crossings, traffic calming constructions, road markers for instance. Technical standards of the design are based on American Association of Highway and Transportation Officials (AASHTO), Federal Highway Administration (FHWA), Load and Resistance Factor Design (LRFD) and Ministry of Works (MOW) standards. The design speed for the upgraded Coastal Road will be a mix of 60 and 100 km/hr. The Annual Recurrence Interval (ARI) design for flooding is 20 years and 125 years for the new bridges.

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The road According to AASHTO standards, the Coastal Road is considered a “Rural Arterial” road. The cross-fall section of the road has a base layer of 18 cm and a sub-base layer of 28 cm. The road will be surfaced by a two-layer chip and seal. The road will have two paved traffic lanes (each 3.60m wide) and paved shoulders (each 1.50m wide). At the foot of the shoulder trapezoidal shaped side drains will be excavated. The minimal curve radius will be 113m which will allow a travelling speed of 60km/hr.

Remaining bridges Four bridges (Sibun River, the Cornhouse, Soldier and Nelly Creek bridges) will not be replaced but will be rehabilitated. Although these bridges did not pass the structural standards, available budget for the upgrading of the road did not allow the replacement of these bridges within the upcoming project. The bridge structures will be cleaned, restored where needed and receive protective coatings. It is suggested to install a wireless monitoring system that can detect for instance displacement or deformation of parts of the bridge.

New bridges The bridges over the Manatee River and the Jenkins, Quamina, Deadmans, Nelly and Big Creek will be replaced. The design of the bridges (longer span, higher deck) in combination with larger culverts under the approaches ensures a greater hydraulic transparency than the present bridges. The general design of the bridges is the same: shallow abutments, prefabricated concrete or steel beams topped with a concrete deck. The embankments near the river crossings will be protected by gabions or rip- rap against scouring.

Floodways Three floodways will be incorporated, at either side of the Sibun bridge and one at the north side of the Cornhouse Creek. Floodways are an additional hydraulic safety measure during exceptional high floods. The floodways will be made of reinforced concrete pavement.

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Culverts and side drains The existing 87 culverts will be replaced by 127 new concrete circular and box culverts. The dimension of the new culverts will be larger than the old ones, increasing the total drainage capacity of the culvert system. The road surface water will be intercepted and drained via the shoulders to the excavated side ditches.

Surfacing of the road The road will be surfaced by a double layer ‘chip and seal’, only the floodways will be sealed with concrete pavement. The estimated lifespan of this road surface is 23 years, the road should be resurfaced every seven years.

Intersections The major intersections with the highways will have large diameters roundabouts: the intersections with the roads to Gales Point and Mullins River will have separate turning lanes.

Guardrails and road furniture Guardrails will be installed at either side of bridge approaches and at a few other locations where there are steep embankments. Bus stops will be installed at ten locations along the Coastal Road where the largest population centers are as well at locations with economic activities. Standard road markings in combination with reflectors will be applied, as well as a variety of directional and road signs.

Quarries All road building materials can be extracted from existing quarries along or near the Coastal Road. Extensive testing showed that these quarries can supply the quantity and quality of aggregates needed.

Construction process The construction of the Coastal Road will be split up over to or three packages to allow to three construction companies to work on the project simultaneously. To carry out the earth works and the replacement of the old culverts and five bridges, traffic will be temporarily diverted. The new Manatee bridge will be built next to the existing

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bridge, so traffic will not have to be diverted. Access to private properties will be maintained during construction works. Also, watercourses may have to be temporarily diverted to allow the construction of culverts and bridges, after completion of the work, the natural course of the creeks will be restored. Horizontal re-alignments are limited to seven locations along the road. Replacement/relocation of utilities and permanent structures. Some sections of the Rudimentary Water Systems will have to be replaced, also the relocation of a number of electricity poles mainly where the horizontal road alignment will be adjusted. There are no permanent structures that will be affected by the re- alignment of the road.

Justification of the project Once the road has been upgraded, the travel distance between the north and the south of the country has been reduced. Importantly, the new road will add redundancy to the Belize Road network by providing an all-weather alternative for the Hummingbird Highway, as well as providing an easier route for heavy traffic. Traffic from the west traveling towards the south may prefer to take the Coastal Road in that way avoiding the rolling at some place’s steep terrain of the Hummingbird Highway. The rural communities will benefit from the all-weather road, and the improved road will be an incentive for future economic developments.

Timeline It is foreseen that construction will take place in the years 2020-2022

Demands for materials Approximately 981,000m3 on various aggregates are needed to construct the roadbed and the bridge approaches. Part of this amount can be fulfilled by using some of the excavated materials from the existing road. Besides the aggregates, there is a demand for bitumen that is brought in by tanker trucks from Guatemala. Cement will be brought in by road by means of large tanker trucks. Concrete is needed for the construction of the floodways, bridges and culverts. Large volumes of concrete will be transported by concrete mixer trucks, the circular concrete culverts will be constructed off-site.

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Permits and licenses Before the actual construction works start, the Environmental Impact Assessment must be approved by the National Environmental Appraisal Committee, and an Environmental Compliance Plan has to be signed.

Natural Environment: The 59km long Coastal Road traverses a low lying coastal plain, that is characterized by complicated hydrology that results in frequent flooding of many sections of the road. The following watersheds are present in the project area: Sibun River, Southern Lagoon, Mullins River, Big Creek and North Stann Creek. The soils are mostly weathered, acidic with low agriculture development potential apart from some alluvial plains. Small pockets of agricultural and aquaculture activities are scattered throughout the project area. Ecosystems were mapped using recent satellite imagery, after which the classification was ground-truth by a set of vegetation transects. Wildlife observations, in especially bird recordings were made during the establishment of the transects. Wildlife was more diverse and abundant along the vegetation transects in broadleaf ecosystems.

Protected areas and biological corridor There are a number of protected areas (private and national) that are influenced by the Coastal Road, especially in the northern section of the road. This area is regularly used by wildlife to move from one to the other side of the road. This wildlife corridor has not been officially declared a Biological Corridor.

Climate and weather Five weather stations operate in the wider region, the station at the Philip Goldson International Airport has the largest number of records about rainfall, temperature and wind velocity. During the period 1864-2016, the mainland of Belize has been affected by 48 named tropical systems, of which 11 passed over the project area. Two hurricanes passed the last eight years. Apart from strong wind, rainfall and flooding have the greatest impact on the environment.

Biodiversity The highest levels of biodiversity were observed at the transects made in broadleaf forest. In total 29 terrestrial mammal species were recorded by wildlife camera COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 18

trapping from the Coastal Road. The road bisects the Central Belize Biological Corridor which passes from the Runaway Creek Rainforest Preserve to the west where it joins the Manatee Forest Reserve.

Water quality The water quality of eight waterbodies were twice sampled and analyzed on certain parameters to establish baseline data of the various waterbodies. No extreme levels of eutrophicate pollutants (nitrate, phosphate) were detected. Some waters had high to very high levels of calcium carbonate (hard water), resulting from the limestone bedrock in their respective watersheds. In most streams fecal coli bacteria were detected, not uncommon for open waters

Climate change and sea level rise Average temperature projections (A2 scenario) for 2019-2100 at the PGIA showed a rising trendline in average temperatures. Projections for the trend in annual rainfall at the PGIA over the same period showed a decrease of 100 mm, over the past 50 years a slight rise in the number of days with more than 50mm rainfall was observed. For the design of the road, the total amount of rainfall in the project area is less important than the pattern of rainfall, especially the periods of high rainfall intensity and duration. According to the IPCC’s Fourth Assessment Report (IPCC, 2007)1, sea level near Belize is projected by climate models to rise by the following levels by the 2090s, relative to 1980 - 1999 sea level: • 18 to 43 cm under SRES B1; • 21 to 53 cm under SRES A1B; • 23 to 56 cm under SRES A2 The projected sea level rise which does not affect the Coastal Road directly, has been considered during the hydraulic modelling of the waterways.

Social environment The project area is sparsely populated with only four villages in the direct vicinity of the road. Their population is small but apart from Mullins River, increasing. Economic activity is limited to two shrimp farms, several small to medium orange groves and small-scale farming. Fishing is another source of income for the local population. Social services are limited, only some educational institutions are present in the villages, but

1 IPCC, 2007. Climate Change 2007, Impacts, Adaptation and Vulnerability. 987 pp.

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bus transportation is offered to students to allow them to travel to larger population centers. Health care is limited to resident community health workers. Public transportation is only available along the George Price and the Hummingbird Highway. The road construction may impact some small private infrastructure, for example fences and gates. Damage to this property will be repaired or reimbursed under this project. Some small sections of private land may have to be acquired for this project, MoW will contact the owners and will negotiate with them the acquisition of the land. In total 2.9 hectares land is required for realignments, but not all of this will be private property. Timely collaboration between MoW, contractors, BEL and water boards is needed to minimize the loss of service by the clients. Some existing utility infrastructure have to be relocated: some water lines in La Democracia and Hope Creek and powerlines at seven points were horizontal re- alignment of the road is needed. The water intake well of the Gales Point water system is not directly affected but the water quality of the system may become affected and the water quality should be monitored during construction activities. New business opportunities will surface as a result of the upgrading of the road and there is a risk that current residents along the road may not be capable to take advantage from such opportunities but instead be outmaneuvered by entrepreneurs from elsewhere. Public consultations were held in each of the four villages; additionally, two workshops were organized for non-residential stakeholders. Overall, the response of the consulted was supportive, the potential of economic developments in the wider region were mentioned.

Traffic volumes Although traffic volumes are low (2018) is foreseen that the volume will increase to 2000 movements daily. The design of the road was based on this estimated number of movements.

Archaeology A desk top study was carried out with help of the Institute of Archaeology to make an overview of existing documentation of archaeological remains in a 5km wide corridor along the route. No such presence was found during this review. LiDAR images of the seven re-alignment areas were studied but no deviations of the elevation in the terrain was observed. An analysis of the terrain regarding bedrock, vegetation and flood risk of the location was made, the seven sites were regarded to have a low probability of having remains present. An Archaeological Chance Find Procedure was developed, to

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provide the contractor and MoW with a guideline how to act if archaeological remains are found during excavation work.

Environmental impacts: hydrology During construction existing waterways may become obstructed; disturbing the land can result in high sedimentation levels of the water. Heavy equipment leaking oil can pollute soil and waterways. Steep embankments are prone to erosion. The contractor is responsible for mitigating the impacts imposed on the waterways, these mitigations are presented in this report.

Environmental impacts: clearing of vegetation For the horizontal re-alignment a total of 2.9 hectare (1.7ha broadleaf forest and 1.2ha savanna) have to be cleared. Other road construction will be limited to the road reserve, For the construction of work camps additional amount of vegetation may have to be cleared. Work camps should be established at high ground in savanna area or on already cleared land

Environmental impacts: biological corridor The functioning of the biological corridor comes under stress during the construction phase (traffic movements, lights, noise) but also in the operational phase when more and faster moving vehicles will use the road. Short term disturbances to be mitigated by good ‘household’ practices and by not establishing a work camp in the corridor. Long term impacts to be mitigated by adapting box culverts as underpasses for wildlife use, warning signs and rumble strips.

Environmental impacts from extraction, hauling, stockpiling of materials, vertical and horizontal re-alignments Before the roadbed can be created, large volumes of topsoil and underlying sediment have to be removed if they do not meet the large volumes of aggregates have to be extracted from existing quarries and transported to the work sites. Only existing, licensed quarry site along the Coastal Road to be used, no mining in or nearby waterbodies. Spill to be stockpiled at high ground, not prone to flooding and to be re- used as top soil cover, rehabilitation of exhausted quarries and made available for non- load bearing purposes. After fill of the road bed, the embankments and bridge approaches have an unvegetated surface made up of loose materials, this condition is prone to erosion due

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to heavy rainfall and/or elevated water levels. New embankments will be seeded with appropriate grasses after the soil will be compacted; geo textile, rip rap and/or gabions are to be installed in order to prevent scouring of bridge abutments and culverts.

Environmental impacts: air quality The most significant air pollutant during road construction is fine Particle Matter. Dust suppressing measures to be undertaken are wetting of unsurfaced surfaces. Workers should wear dust masks that are provided by the contractor. Loud noises are unavoidable when heavy machinery is employed but should not be more than the legal norms regarding loudness in combination with duration. During the application of bitumen, PAH fumes are released. PPG should be used by workers. Local residents are advised to keep doors and windows closed during the application of bitumen. The number of residents to be affected is very low.

Environmental impacts: liquid and solid waste The present Coastal Road is unpaved, the only major waste comes from the demolition of concrete structures (some culverts and the bridge abutments/road decks), steel parts and timber. Where possible, materials will be re-used or recycled (steel and timber), the concrete can be used to rehabilitate exhausted quarry sites, reinforcing steep embankments or made available to interested parties for local landfill Solid waste from other activities will be sorted and re-used or recycled as much as possible, the ultimate destination is the disposal at the Regional Sanitary Landfill at mile 24 of the George Price Highway. This includes hazardous waste. The preferred disposal option for liquid waste is by means of septic system with leach fields. The latter only at high terrain and not near waterbodies. Liquid hazardous waste to be disposed of after consultation with DoE

Environmental impacts: traffic Increased traffic volume, especially by heavy equipment is expected during the construction phase, this may endanger human health in various ways. All vehicles and equipment have to be well serviced and repaired. The flow of traffic will be guided with the help of traffic wardens, construction sites will be well illuminated, and sign posted during nightly hours. Construction sites are clearly demarcated and fenced off.

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Disaster risk management Flooding, hurricanes, wildfires, spill of hazardous materials are disasters that can affect the construction activities. The contractor will have to prepare a disaster management response plans to minimize the loss of assets and risking people’s lives.

Recommendations related to the project are mostly long term: • Maintenance of the highway, by means of annual cleaning of culverts, drains, cutting of vegetation, repairing degraded sections, and re-surfacing needs to be integrated into the general maintenance schedule of the road, this in order to prevent extensive and costly future repairs. • The axle-weight restrictions that exist in Belize need to be fully enforced, as the increase of heavy traffic is one of the principal sources of the deterioration of the road. • Proper Land Use planning along the road is of critical importance, the current (effectively) uncontrolled expansion of villages and subdivisions put extra strain on the highway, particularly where they access the highway. An increase in poorly planned highway access points will lead to a gradual reduction of the level of service of the Highway. • Particularly in and around the village of Gales Point the opportunities for tourism development will increase and such development will need to be guided and monitored. Measures need to put in place that safeguard the rights of the current residents. • The continued functionality of the Biological Corridor traversing the road if of great national and even international importance. For this reason, wildlife underpasses have been designed at critical locations. But parts of the corridor connecting the Runaway Creek Rainforest Preserve and the Manatee Forest Reserve remain unprotected. Declaring these sections official Biological Corridors under the 2015 Protected Areas Systems Act is therefore an urgent requirement. • Flooding will always remain an issue in Belize and cannot always be prevented. For this reason, concrete spillways have been planned at three locations that will allow passage of floodwaters without damaging the pavement, but continued monitoring and implementation of modifications will be needed.

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1 Project description and road and infrastructure conditions

1.1 Location of the project area

The Coastal Road is currently considered a distributor or secondary road and provides an alternative link for vehicles travelling between the northern and western districts with the south of the country. The 59km gravel road connects the George Price Highway (at Mile 30/48.3km, at the village of La Democracia in the Belize District) to the Hummingbird Highway (at Mile 9/14.5km, at the village of Hope Creek in the Stann Creek District). The route of the roadway was established in the 1980’s when a dirt track was bulldozed connecting the George Price Highway (Western Highway) with the access road to Gales Point village from the Stann Creek Valley Road. This dirt track followed as much as possible the higher ridges in the natural landscape. The track was declared a public road and a road reserve for the Coastal Road was established in S.I. No.25 of 1995. The northern section of the road is in the Belize district, and the southern part in the Stann Creek district. Districts boundary is just north of the Mullins River bridge, see Figure 1. Responsibilities for road maintenance and emergency responses for instance, are officially divided over the two district authorities, but the National Emergency Management Organization NEMO of the Stann Creek district, assumes responsibility for the Coastal Road section in the Belize district as well. The Coastal Road traverses a sparsely populated area, with few villages and economic developments. As a result, the road does not have many side roads, the most important junctions are (see also Figures 1, 2 and Table 1):

Table 1 Location of the major junctions with the Coastal Road (UTM NAD 1927 16 North)

Location Eastings Northing La Democracia: junction with the George Price Highway 334770 1917913 Gales Point junction 358766 1897285 New Mullins River Village junction 357710 1890348 Hope Creek: junction with the Hummingbird Highway 360006 1879615

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Figure 1. Location of the Coastal Road in Belize

Figure 2. General trajectory of the Coastal Road, with the major waterbodies and the four communities located in the project area

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The road crosses 11 named rivers/creeks that are traversed by bridges. Location of the bridges is presented in Table 2.

Table 2. River /creeks crossings, with UTM in NAD 1927 16N

Bridge UTM

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Sibun 338517 1917765 Cornhouse Creek 349365 1906472 Manatee River 350751 1903013 Soldier Creek 351763 1899568 Jenkins 354918 1898400 Quamina 358827 1897352 Deadmans Creek 358834 1897191 Mangrove Creek 358475 1893490 Nelly 357704 1890503 Mullins River 357682 1889502 Big Creek 358872 1882492

1.2 Description of the present road

General description of the present road The existing horizontal alignment of the Coastal Road ranges from long straight spans to sections with sharp curves. The vertical alignment is generally smooth, varying from flat road sections to sections with low gradients. At the following locations, the present road alignment deviates from a desired geometrical design of a highway based on the standards of the American Association of State Highway and Transportation Officials (AASHTO) and Ministry of Works (MoW). The design of the upgraded will address only partially these deficiencies. • Poor vertical sight distance sections are identified at Sibun bridge, Soldier Creek bridge, and Big Creek bridge; • Poor horizontal sight distance sections are identified at Soldier Creek bridge, Manatee River bridge and some road sections between Mullins River and Hope Creek; • Side road access to Gales Point and Mullins River villages intersect the Coastal Road on right angle bends, causing sight distance problems. The present road surface is typically cut 0.3-0.6m below surrounding ground levels, the average roadway width is 6.5m2. The road surface is made of uncrushed river gravel or fine sand/gravel sourced from neighboring borrow pits. Standard maintenance of unpaved roads is occasional grading and fill in of sections where this action is warranted. During dry weather passing traffic throws up dust, and in rainy weather the road surface tends to become slippery.

2 BECA Int. Cons. Ltd., March 2000. Manatee Road Feasibility Study, Volume 1. 232 pp COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 27

Figure 3. Illustration of the road surface being lower than adjoining terrain.

Ponding of excess rainfall on the low section of the road. January 2018

The existing Coastal Road crosses a low-lying alluvial area and is affected by multiple drainage problems. At present, each year, during the wet season, the road is typically closed twice to all vehicles and four times to light vehicles. Main drainage problems identified are summarized below: - crossing of several rivers with low gradient and unconfined riverbeds leads to frequent overflow, part of which occurs upstream of the bridges and it runs across the existing roadway; - except for the main river crossings, a secondary drainage network with upstream/downstream direction is missing, due to the flat land gradients. Most culverts do not have a real outlet and they are usually affected by irregular water routing, ponding and local scour/sedimentation, depending on flow conditions. Most culverts have just the function of connecting the existing side ditches; - numerous sections of the route are subjected to flooding caused by short periods of intense rainfall (flash flood); - presence of depressed areas adjacent to the road, forming temporary ponding areas or, in some cases, permanent swamps; - presence of dense vegetation around the road that contributes to slowing down the drainage of the flooded areas.

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There are 11 existing timber, steel and reinforced concrete, single and dual-lane bridges along the road, with spans ranging from 5 to 64 meters. Big span bridges, such as the Sibun and Soldier Creek bridges, are made of steel truss and concrete deck. Medium and small bridges are made of steel “I” beams and concrete decks. The Manatee River bridge is the only bridge built with wood materials. The reconstruction of Mullins River bridge has recently been completed with Caribbean Development Bank (CDB) financing, after the original bridge was destroyed in June 2008 during the passing of Tropical Storm Arthur. Signage along the road is scarce, and since the road surface is a mix of sand, clay and gravel, no traffic lines have been applied. Guard rails are absent, although the road leads through rather flat terrain, some approaches to bridges do warrant the presence of them. The elevation of the road varies between 1 and 33m3. Lowest point of the road is near the Quamina bridge/junction with the Gales Point entrance road. See Figure 4.

3 BECA Int. Cons. Ltd., March 2000. Manatee Road Feasibility Study, Volume 1. 232 pp COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 29

Figure 4. Road Elevation based on actual survey data

Apart from Hope Creek and La Democracia which are located at the very ends of the road, there are only two villages along the trajectory, Gales Point and New Mullins River, which are located approximately 1.5km and 3km off the Coastal Road.

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Traffic on the road is currently very light, due to its poor condition and unpredictable flooding of certain sections. A feasibility study completed in 2000 recognized that upgrading the road could generate significant economic benefits associated with reduced travel times and the opening of new opportunities for agricultural and tourism developments, however, the project was deferred due to budgetary constraints. The unsure condition of the Coastal Road keeps many potential users from using it. Overdue maintenance can cause large sections turn into washboard conditions, and local rainstorms can result in flooding of creeks or ponding of low sections of the road. The Coastal Road provides an alternative link between the northern and western districts with the south of the country. The distance between Belize City and Dangriga is reduced with 45km, another advantage of the Coastal Road is the generally flat vertical alignment compared to the rolling terrain and steep hills of the Hummingbird Highway. The distance between San Ignacio and Dangriga via the Coastal Road is 12 km longer but this increase in distance is easily offset by the level alignment of the road. The rivers and creeks at the Coastal Road are known to sudden flash floods that inundate some of the bridges and/or approaches to the river crossings. Apart from the Sibun River, the other rivers and creeks originate from the nearby hills that border the Mullins River basin, locally these hills reach elevations of over the 600m, and the mouth of them are at sea level. In general, the rivers and creeks have three stages (see Figure 5): • Upper valley in the hills • Middle reaches • Lower reaches in the coastal plains. It is in this stage of the river that the Coastal Road is located.

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Figure 5. Profiles on a typical river4

Although MoW and NEMO staff are familiar with the flood prone areas, no records were kept when and where the flooding took place, the depth and duration of the flooding. The 2000 Feasibility Study mentions the following flooding areas:

4 http://www.acegeography.com/long-and-cross-profiles-of-a-river.html COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 32

Table 3. Coastal Road flooding areas (2000 Feasibility Study):

LOCATION CHAINAGE (PK) from La REMARKS Democracia to Hope Creek Sibun 3.780 Bridge approaches flood 0.1-0.3m. Culvert at 1.3- mile floods 1.00m. - 8.05-10.460 Floods 0.1-0.3m through swamp area - 12.875 Floods 0.3m above culverts (two new HDPE recently pipes placed) - 18.190 Floods 0.3m above culverts Cornhouse 20.280 Approaches to Cornhouse Creek bridge flood 0.15m Mahogany 22.050 Floods 0.1-0.2m above bridge culverts Manatee River 24.140 Floods 0.1-0.2m above bridge deck Soldier Creek 28.000 First culvert north of bridge floods 0.5m - 29.770 Floods 0.2-0.4m. Flood plain overflow for Jenkins Creek Gales Point Junction 35.400-37.000 Floods culvert near junction 0.3-1.0m Quamina 37.180 Road surrounding bridges floods 0.5-1.0m. Quamina and Deadmans Creek bridge decks do not flood Mangrove Creek 40.400-48.900 Floods 0.5-0.7m Big Creek 54.720 Floods 0.2-0.5m above road level-quickly dissipated Note: La Democracia is km 0 of the Coastal Road Additionally, the Coastal Road is affected by ponding of water at low lying places where the drainage is insufficient. This happens mostly where the road surface is lower than the surrounding terrain, see Figure 6.

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Figure 6. Flooded areas recorded during field work on October 26, 2017.

Scour spots are not areas with “ponding” but rather spots where flood waters cross the road and creates scouring damage.

1.2.1.1 Road safety Belize has a high rate of traffic accidents. In 2015 the number of reported road accidents countrywide was about 1,800, including 82 fatalities. Since 2011, the

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number of accidents decreased (from about 2,400 in 2011 to 1,800 in 2015), despite a likely increase in traffic output (vehicle kilometers); however, the number of fatalities increased and the fatalities/accidents rate (deaths / 1000 accidents) increased from 2,4% in 2011 to 4,5% in 2015. This high death rate in Belize is a public health concern with significant social and economic repercussions. In 2007, the cost of traffic accidents in Belize was estimated at 1% of GDP5. The Ministry of Transport does not have a data base of accidents6, therefore, detailed information about traffic accidents (location, time, causes, injuries or fatalities) is not available for the Coastal Road and the country. Many accidents may not be reported, especially when no injuries or fatalities were sustained.

Bridge assessments The methodology to assess the condition of the bridges was described in the Inception Report 7, the report was approved by Ministry of Works. Therefore, the methodology was accepted by MoW. There are eleven bridges along the road: a brand new pre-stressed concrete bridge at Mullins River and the others are old steel/concrete bridges and one made of timber: • Steel truss and concrete deck bridge solution is adopted for lengths longer than 18m (Sibun, Soldier and Big Creek). • Steel I-girders bridge solution is adopted for bridge lengths between 8.20m and 11.36m long with single span (Cornhouse, Jenkins, Quamina, Deadmans, Mangrove, Nelly). • Manatee bridge is the only timber structure. It has 3 spans 6.49+7.94+6.03m. A structural analysis taking into consideration current conditions has been developed for all bridges, to investigate the actual safety structural conditions and the consequently necessity of their replacement. The structural analysis was performed following methods and procedures specified in the AASHTO Manuals and the relevant results are reported below: • Sibun, Soldier: these bridges are quite in line with AASTHO Standards, although only for traffic load, in fact horizontal loads are not compatible with

5 PAHO, 2010. Estimation of the economic impact of road traffic injuries in Belize, final report. 45 pp 6 EGIS Transconsult, 2017. Preparation of a comprehensive national transportation master plan for Belize, Baseline analysis report. 409 pp 7 Consultancy Service for the Updating of a Feasibility Study and the preparation of the Detailed Designs for the Upgrading of the Coastal Highway, Inception Stage, November 2017. 60 pp. COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 35

the existing piers and some bracing elements. Furthermore, the age and uncertainty about the conditions of the construction materials, especially concerning the undetectable aspects such as deep foundations, the absence of bridge bearings and the loss of section of some elements cause some checks to fail even in terms of traffic load. Moreover, the existing geometry doesn’t allow the positioning of shoulders, new safety barriers and sidewalks. • Cornhouse, Jenkins: these bridges don’t satisfy the AASTHO Standards. The deflection checks failed, and all beams exceed the demand/capacity factor, the present geometry doesn’t allow the positioning of shoulders, new safety barriers and sidewalks. • Quamina, Deadmans, Mangrove: as well as for Sibun and Soldier Bridges, and even more evident for these 3 bridges, although the design of these bridges seems compliant with AASTHO Standards, only for traffic load, the poor maintenance during years, the uncertainty about the type of construction material and the absence of bearings cause some check to fail. Moreover, the existing geometry (1 lane in Quamina and Deadmans) doesn’t allow the positioning of 2 lanes, shoulders, new safety barriers and sidewalks. • Nelly: the design of this bridge is almost compliant with AASTHO Standards for traffic load but, like the other similar bridges along the existing road, its cross section doesn’t allow the positioning of shoulders, new safety barriers and sidewalks. • Big Creek: this bridge shows serious lack of structural safety concerning the bridge deck, which is composed of steel plates and it is not in compliance with the AASHTO standard for traffic load. Other important checks fail due to the poor maintenance over the years, the absence of bridge bearings and the loss of section of some elements. Moreover, this bridge has only 1 driving lane, without allowing the new positioning of second lane, shoulders, new safety barriers and sidewalks. • Manatee: a major bridge, completely constructed from wooden materials.

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Table 4. Summary of the condition of the bridges present in the Coastal Road,

December 2017

Bridge UTM Width Structural Additional notes inspection Sibun 338517 2-lane Material defects Steep slope on 1917765 No footpaths approaches Cornhouse Creek 349365 2-lane Average 1906472 No footpath Material defects Manatee River 350751 1-lane Very poor Built from wooden 1903013 No footpath materials Soldier Creek 351763 No footpath Poor 1899568 Jenkins 354918 2-lane Average 1898400 No footpath Quamina 358827 1-lane Poor 1897352 No footpath Deadmans’s 358833 1-lane Poor 1897190 Mangrove Creek 358475 1-lane Poor 1893490 Nelly Creek 357704 2-lane Average 1890503 Mullins River 357682 2-lane Excellent Completed in 2017 1889502 Footpaths present Big Creek 358872 1-lane Poor Steep approaches 1882492 No footpath

A sample Bridge Assessment Report is presented in Appendix 3.

Assessment of drainage An assessment of the drainage infrastructure of the coastal road was carried out by RMSI under the BCRIP project in 2013. A total of 87 culverts were mapped for the entire length of the Coastal Road and for each of the culverts relevant attributes were recorded. The results of this survey are presented in Figure 7.

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Figure 7. Attributes of the culverts on the Coastal Road in 2013.

The outcome of this survey was that most of the culverts were in relatively good shape, but the overall efficiency was considered to be insufficient. Indeed, the coastal road is known to be flood prone. See Figures 8,9,10.

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Figure 8. Flooded areas recorded during field work on October 26, 2017.

Scour spots are not areas with “ponding” but rather spots where flood waters cross the road and creates scouring damage.

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Figure 9. Flooding of the section between La Democracia and the Sibun Bridge on 17 November 2015

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Figure 10. Ponding on the Coastal Road between Jenkins Creek and Soldier Creek immediately after moderate rain (January 24, 2018).

Probably the most significant feature of the coastal road is that it is highly flood prone for much of its entire length. This is not simply a result of a lack of drainage. The culvert assessment implies a reasonable state of the available culverts. The real issue is that there is no road embankment to speak of. Effectively, much of the road is sunken into the landscape instead of being raised above it. Under such conditions, drainage culverts cannot be effective.

Assessment of the side drains Side drains are missing over most of the length of the Coastal Road. The present road is unpaved, and the common maintenance of unpaved roads is by means of grading. But this usual results in gradual lowering of the road bed which favors the ponding of the road after rainfall, see Figure 10.

1.3 Engineering designs and choice of materials

Aspects of the road that will be addressed: • Horizontal and vertical alignment (based on a cost effectiveness analysis), including the drainage system of the road • Drainage system: bridges, culverts and side drains • Road furniture: guardrails, place name signs, street lamps, traffic signs, bus stops, pedestrian crossings, traffic calming constructions, road markers for instance. The design speed for the upgraded Coastal Road will between 60 and 100km/hr. The table below shows the main technical standards followed for the design of the road at the preliminary level:

Table 5. Technical standards

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Subject Standard Road alignment AASHTO. A policy on geometric design of highways and streets. 2011 – 6th edition MOW standards8 Road drainage FHWA standard and guidelines Road pavement AASHTO. Guide for Design of Pavement Structures” 1993. Bridges & Structures AASHTO. LRFD Road signalling and Manual on Uniform Traffic Control Devices for Streets and Highways. 2009 marking Edition Road side elements AASHTO Roadside Design Guide, 4th Edition Technical Specifications AASHTO British Standards Eurocodes Disabled persons and AASHTO. Guide for planning design and operation of pedestrian facilities pedestrian facilities standard GDHS ADAAG

The road According to the AASHTO standards the Coastal Highway is considered as a “Rural Arterial (2000 vehicles/day)” based on the following aspects: • Its classification in the Belizean road network (The Coastal Road is already considered as one of the three shorter sections of the Primary Road Highway); • The type of areas crossed by the road (mainly rural areas); • The typical cross-section requested by the MoW (2-lane roadway); • The traffic expected (AADT > 2,000) • The classification and features of the highways the Coastal Highway connects (George Price and Hummingbird Highways belongs to the Belizean Primary Road Highway). The upgraded road will be a double lane paved road. A typical normal cross-fall section of the road reveals the following layers (from the top downwards):

8 MoW standards will be only considered in order to define the dimensions of the typical cross section. Based on the discussions with the MoW the typical cross section dimensions to be considered are the following: Shoulder 1,50 m + Lane 3,60 m + Lane 3,60 m + Shoulder 1,50 m.

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• on top, a second coat seal of 10.20m wide. The road will have two traffic lanes of each 3,6m wide and two shoulders of 1.50m. • a prime coat and the first coat seal covering 10.20m width, • 180mm deep base-course; 11m wide • 280mm deep sub-base core; 12m wide • compacted earth-fall, thickness depending on local conditions; • super elevation at straight spans will be 2.5%, in curves max. 8% Both sides of the road will have a shoulder of 1,50m each. The slope of the shoulder will be 1:2 (1 vertical: 2 horizontal), the slope will be fertilized and seeded with Bahia or Bermuda grass after finishing. At the bottom of the shoulder, trapezoidal-shaped side drains will be excavated A cross-section of the road is featured in Figure 11.

Figure 11. Typical Cross-fall section

Horizontal alignment: the design of the horizontal alignment of the new road alternatives is compliant with AASHTO standards requirements for the design of a Rural Arterial Road:

Subject Standard Notes Minimum curve radius 394 m at 100 km/h Table 3.7 of AASTHO 113 m at 60 km/h

Rural Arterials, as defined by AASHTO, should be designed for speeds of 60 to 120km/h, therefore the new Coastal Highway is compliant with this requirement, since the maximum design speed is set to 100km/h. To fit as much as possible with the existing alignment (which is one of the main design input of the present project) and to guarantee the functional capacity (and the consequently the traffic flow capacity) COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 43

requested by the MoW, a design speed range between 60 to 100km/h has been considered. This range of design speed allow to properly re-align the existing alignment without strongly affecting the areas outside the road reserve, especially in correspondence with some curves for which the adoption of 100km/h could led to unsustainable impact in terms of road diversion from the existing alignment. The table above demonstrates the impact the horizontal alignment of a curve designed for a speed of 100km/hr. will have on realignment requirements.

Road elements

1.3.2.1 Remaining bridges The assessment of the hydraulic conditions for the four existing bridges that will be maintained in the new road design (Sibun, Cornhouse, Soldier, Nelly bridges) leads to the need of setting some floodways at the approaches of Sibun and Cornhouse bridges as a hydraulic safety measure in addition to hydraulic transparency culverts located at the new embankment approaches. The rehabilitation of these bridges will include the cleaning of the concrete elements after which they will be waterproofed to improve durability. Steel sections will be cleaned and will be painted with a corrosion protection coating. Where needed, pedestrian railings are replaced, and the road surface will be replaced by a new double surface layer (chip and seal). The rehabilitated bridges will be regularly monitored ensuring the use in safe conditions. Ultimately, these four bridges will be replaced when additional funds become available. A wireless structural monitoring solution is suggested to be installed in the bridges. The number of sensors installed at a particular bridge depends on the size of the structure, for the Sibun bridge 14 sensors are needed but for the smaller Nelly bridge only six. The sensors can detect for instance displacement and deformation of parts of the bridge. The control of the monitoring system, including alarms, will be installed in one place to be determined by MoW. The functionality of the system depends on the availability of mobile phone reception.

1.3.2.2 New bridges The achievement of the hydraulic safety objective inevitably leads to provide larger hydraulic section of bridges and provide the maximum possible hydraulic transparency for the new road embankments. In the light of the above, the current Coastal Road project has developed a combined drainage system for the bridges to be rebuilt: • extension of the length of the bridges and in some cases raising the deck elevation compared with the current geometries;

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• the positioning of the additional road-culverts along the approaches to the bridges and where there is high flooding, to ensure the hydraulic transparency of the new infrastructure with respect to 20 ARI events.

Table 6 – Design bridges freeboards (ARI 125)

DESIGN CONDITION - ARI 125 BRIDGE Chainage from La Span(s) Lower bridge W.S. FREEBOARD NAME Democracia (km) Length deck level Elevation (m) (m) (m.a.s.l.) (m.a.s.l.) Manatee 24+200 32 8.75 7.12 1.63 Jenkins 31+850 12 8.20 6.61 1.59 Quamina 37+200 12 3.60 2.00 1.60 Deadmans 37+350 12 3.60 2.00 1.60 Mangrove 40+980 12 8.60 7.05 1.55 Big Creek 54+890 25 20.05 18.50 1.55

Figure 12. General design for new bridges

All bridges will be built according to this general design: the road deck rests on reinforced concrete abutments constructed on the banks of the rivers/creeks. These abutments will be constructed at the spot. The road deck is supported by pre-stressed reinforced concrete beams or composite steel beams for the Manatee bridge, which

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will be constructed elsewhere and transported to the constructed site and placed with the use of cranes. As stated above, the proposed new bridges are single span structures. A geotechnical investigation was conducted to evaluate the soil conditions for the new structure. The geotechnical investigation included test holes and laboratory testing of selected samples from the test holes. The boreholes were drilled close to the new bridge’s foundation positions. The soil stratigraphy for the proposed bridge structure, as interpreted from the soil logs, mainly consist of over-consolidated silty clay of medium-high consistency overlying the rock substrate, intercepted at a variable depth from 6 to 23m. The silty clay soil (unit SC) presents good mechanical characteristics and low deformability. Based on the geotechnical characterization and the acting loads, the foundation type proposed for all the new bridges is shallow foundation, with the bases of foundations cast on unit SC (silty clay). The design of the new bridges does not include any piers within the riverbeds. The freeboard, the space between the water level during a once 125-year Average Recurring Interval (ARI) event and the underside of the deck construction, is designed to be 1.5m, leaving sufficient space between the deck and the flood water to allow floating debris to pass un-interrupted. To increase the through flowing capacity of the bridges during periods of flooding, additional large concrete box culverts will be constructed in the approaches to the bridges where the hydrological study showed that there is a need for such The average height of the embankment is 1.5m, with a maximum of 6.6m close to the Sibun bridge. The steep embankments at the river crossings will be protected against scouring by means of riprap and/or gabions.

1.3.2.3 Floodways Floodways (see Figure 13) are sections of roads which have been designed to be overtopped by floodwater during higher average recurrence interval (ARI) floods than the 20-year reference ARI, where the cost of a new bridge and the raising of the embankment have been considered unsustainable and unaffordable within the present project, as in the case of the Sibun crossing. The floodways have been also provided as additional hydraulic safety measure for the road sections with the function of preferential spillways during higher ARI floods so to convey the exceeding water discharge on pre-defined sections already equipped with concrete pavement, which offer enhanced guarantees regarding the risk of scour damage.

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Figure 13. Example of a concrete Floodway (Hopkins Village)

Three floodways are provided at the following road sections by a localized lowering of the road profile for about 100m each, together with the adoption of concrete road pavement and gabion mattresses functioning as slope protection: - on both sides of the existing Sibun bridge; - on the right (north) side of the existing Cornhouse bridge.

1.3.2.4 Culverts and side drains The new designs call for 127 culverts along the entire length of the coastal road. This number is up from the current 87 culverts. Also, the overall diameter of the culverts will increase significantly. All the existing culverts will be replaced, because they are: • too short with reference to the width of the new carriageway/embankment • do not have sufficient capacity in terms of hydraulic calculations • damaged or silted up

The new culverts will be concrete circular pipes with diameter ranging from 1000 to 1500 mm and reinforced concrete box culverts with dimensions ranging from 200- 300cm span x 100-150-200cm leg. The circular culverts will be manufactured offsite and transported to the construction site, while the box culverts will be constructed on site.

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The total drainage capacity of the new culvert system is considerable larger because of an increase in numbers and dimensions of the new ones. No HDPE culverts will be used, decreasing the risk of fire damage resulting from bush and savanna fires. Drainage of the road surface is achieved by crowning (the road surface has a super- elevation (“slope”) of 2.5%) and a super-elevation of max. 8% in curve sections. Road surface water will be intercepted and drained via the shoulders and the side ditches. The key functions of the side ditches, provided at the current design stage, are the following: • intercepting and collecting water runoff or flooding water before it passes through the road culverts; • protecting the integrity of the road embankment; • draining the rainwater from the pavement of the carriage via road shoulders; • diverting some of the discharge from the road embankment and redirecting across the bridges; • storage and retention of the excess rain volume for ordinary rainfall; 3m-wide trapezoidal shape side ditches on earth with 1H/1V slopes are designed at the bottom of both sides of embankments, and at the top of slopes in cutting areas. 1.5m-wide side ditches on earth at the bottom of the slopes are also considered at both sides of the road in cutting areas.

1.3.2.5 Surfacing of the road Generally, in Belize there are three options for road surfacing: • Double surface option (locally known as chip and seal) • Asphalt layer (hot seal or hot mix) • Concrete layer

Table 7. Overview road surface alternatives

Road surface Materials needed Maintenance and Estimated Costs per m2 alternative repair lifespan Double chip and Bitumen, two Regular maintenance 23 years BZ $46.90 seal layers of each to close cracked 0.8mm thick surface Crushed river rock Resurfacing every 7 25mm thick years 28cm subbase, 18cm base selected aggregates

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Asphalt Bitumen imported Regular repair of 23 years BZ $64.25 from Guatemala, starting surface 50mm thick layer failures 20cm subbase, 15cm base selected aggregates Concrete Large amount of Repair: whole slab 23 years BZ $94.11 cement to be should be replaced imported in special tanker trucks Reinforcement steel bars No selected aggregates needed

Table 8. Pavement cost per m2 (Politecnica 2018, Feasibility Report)

PAVEMENT COST PER M2 OPTION ITEM QTY UNIT RATE TOTAL GRAND ($BZE) ($BZE) TOTAL/M2 ($BZE) Double Sub-base course 0,28 m3 $50,00 $14,00 $46,90 Surface Base course 0,18 m3 $55,00 $9,90 Option I Bitumen surface treatment 1,00 m3 $23,00 $23,00 Bituminous Sub-base course 0,20 m3 $50,00 $10,00 $64,25 Layer Base course 0,15 m3 $55,00 $8,25 Option II Bitumen layer 1,00 m3 $46,00 $46,00 Concrete Concrete layer 0,22 m3 $350,00 $77,00 $94,11 Layer Option Dowel bars diam.25 mm 3,42 kg $5,00 $17,11 III

The preferred road surface option is the double surface (chip and seal) for the complete road apart from the three floodways where a concrete surface will be used that will be more resistant to the impact of flooding. The most important consideration was the lower costs of the surfacing. The most important impacts of the preferred option are: • The transportation of the bitumen: contamination of water bodies • Release of VOCs • Needs resurfacing after 7 years

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Table 9. Impacts and mitigation of the road surface option

Rehab. Process Aspect Impacts Mitigation measures Responsible component authority Surfacing Application Application Spill of Proper application of Contractor of the road of double of the bitumen bitumen surface bitumen Oil spill kits present at chip and worksites seal layer Work crew trained in cleaning up spils Release of Inform residents to VOCs keep windows and doors closed during the application Issue protective breathing gear to work crew 25mm Quarrying Only purchase the Contractor/qua thick layer of the material from a rry operator of crushed rocks licensed quarry river rock operator Transport Dumptrucks: no Contractor ation over expanded load existing capacity, load is road covered during system transportation Need for High costs Include annual and MoW/GOB resurfacing periodically after 7 maintenance in years budget MoW

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Flexible Pavement with Double Bituminous Surface Pavement solution for the upgrading of the Coastal Highway

Concrete Rigid Pavement Pavement solution for “Floodways” and roundabouts

1.3.2.6 Intersections The intersections of the Coastal Road with the Highways will be 56m diameter roundabouts (see Figure 14), allowing for smooth and safe travel along both highways. COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 51

The roundabouts will be located at the same locations of the current junctions. The roundabout will be equipped with a 2-lane circulatory carriageway 4m wide, two external shoulders 1m wide, a raised central island of 35m diameter, and splitter islands at the road sections connecting to the highways. This roundabout will be able to accommodate vehicles of all sizes, including emergency vehicles, buses, and truck and trailer combinations usual in Belize. A concrete pavement is foreseen for the roundabout and some meters of the nearby sections of the connecting highways. The junctions near Gales Point and Mullins River will be improved T-junctions with left- turn storage lanes.

Figure 14. Typical three prong roundabout outlay (Belmopan, Guanacaste Park)

1.3.2.7 Guardrails The Coastal Road runs through rather level terrain, the locations with the steepest gradients and the highest embankments are the approaches of the bridges. Guardrails are proposed around 300m at either side of the bridge along both sides of the road. An additional 1km of guardrails are scheduled at the few locations were the embankment is relatively high.

1.3.2.8 Road furniture At the following locations, bus stops will be installed: • The junction George Price Highway- Coastal Road COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 52

• At the end of La Democracia • At the entrance of the citrus farm at km 4.8 • At the Coastal Road- Gales Point Road junction • At the entrance of the mango farm at km 41.7 • At the Coastal Road- Mullins River Village junction • At the entrance of the retreat, south of the Mullins River bridge • At the entrance road to Paradise shrimp farm • At the north end of Hope Creek • At the Hummingbird Highway (Stann Creek Valley Road)- Coastal Road junction

At each location, on both sides of the road, a bus stop will be installed, these stops will consist of a bus lay-by which allows the bus to stop aside from the through going road and a small shelter. Standard road marking in the center and along the sides will be applied in combination with reflectors on the center line. Road signs to inform traffic about upcoming situations will be installed where needed, as well as directional signs.

Quarries The existing road layers do not contain sufficient material for the upgrade. Borrow areas will provide the additional needed material for general fill, selected fill, as well as subgrade and subbase for the road. Material to be used for constructing road embankments should be either be rock or granular material; however, there is enough material of sufficient quality available close and along the alignment to consider using it as a source of fill. Some existing quarries can be developed for embankment fill material. Granular materials found in alluvial areas are often finer grained, and located in different areas on the coastal plain, and could been also considered as significant material sources. The borrow areas taken into consideration are within the Belize and Stann Creek Districts and are shown in Figure 15.

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Figure 15. Locality map of the borrow areas

Table 10 below contains a summary of the individual information’s from the proposed quarries. The table also contains an estimate of the extraction area, based on the available information obtained from the Mining and Land Department. The locations of the potential borrow areas along the Coastal Road were already identified in the Manatee Road Report 2000 – Feasibility Study. Although it is considered that the quantity and quality of the materials available in the borrow areas taken into consideration in this document, are sufficient for the project, it should be noted that others numerous limestone outcrops as well as the possibility of granite sources are available along the route which can be developed.

Table 10. Overview of existing, nearby quarries (Manatee Road Feasibility Study, 2000)

Location Mile Distance Rock Type Remarks

Sibun River Mile 36-George Price River gravel (granite, Operating quarry Highway greywacke, andesite) Gracie Rock Mile 22-George Price Limestone Operating quarry Highway Coastal Road Mile 5.5 Limestone Operating quarry

Coastal Road: Mile 17.4 River gravel (granite, Periodic. used by Soldier Creek greywacke, andesite) MoW

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Location Mile Distance Rock Type Remarks

Coastal Road: Mile 28.8 River gravel (granite, Periodic. used by Mullins River greywacke, andesite) MoW

Canada Hill Mile 100-Southern Granite –Highly Operating quarry High. weathered granite

The six borrow areas were inspected in terms of their geometry, access, geological structure and geotechnical conditions of the materials were assessed based on these requested constraints. Except for Soldier Creek Quarry, which is not currently operational, laboratory tests were carried out on samples taken from the others borrow areas: • Grain size analysis, sieve test • Liquid and Plastic Limit (Atterberg’s Limits), • AASHTO Soil Classification • CBR tests California Bearing Ratio (standard AASTHO) • Modified AASHTO compaction test The results of the laboratory tests indicate that the materials are of excellent quality for the construction of the road.

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Sibun River – Haynesee Ltd.

Figure 16. Sibun River quarry Mile Distance: Ml. 36 – Western Highway

Geographical 330,653- 1,907,704 position:

Extension: 100 Acres

River gravel – Granite, Rock Type: Greywacke, Andesite Availability of >800K CuYd material:

The quarry is located on the Sibun River. Access is via the entrance road on the south side road of the Georg Price Highway at the mile 36 east to S. Mathews Village and is 13 miles from La Democracia. The extent of the area to be mined is approximately 100 acres, more than 800K CuYd of selected and fill material can be extracted from this pit to satisfy the road construction needs. The material will be mined by mechanical means with a front-end loader, the access to the quarry site is controlled with a gate with an office next to it. A crusher plant and stock pile area are at the quarry site. No blasting will take place on site.

Gracie Rock – Union Aggregate Ltd Figure 17. Gracie Rock quarry

Mile Distance: Ml. 22 – George Price Highway Geographical 346,021– 1,922,776 position:

Extension: 600 Acres

Rock Type: Limestone

Availability of >1.5 Ml CuYd material:

The quarry is the biggest quarry in the area positioned 1.2 miles from the George Price Highway at the mile 22, along the road to Gracie Rock Village and 9.3 miles from La Democracia. The extent of the area to be mined is approximately 600 acres, more than 1.5 Million CuYd of fill material can be extracted which could satisfy the request for COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 56

the embankments, base and subbase materials. The material will be mined by mechanical means with a front-end loader after the rock has been broken by blasting. The entire mine is fenced. Access is controlled with a gate, next to it is an office, a weigh bridge, a crusher plant and a stock pile area. Coastal Road Mile 5.5 Former Quarry – Tiger Aggregate Ltd

Figure 18. Coastal Road Mile 5.5 quarry

Mile Distance: Ml. 5.5 along the Coastal Road

Geographical 341,765 – 1,913,640 position:

Extension: 100 Acres

Rock Type: Limestone

Availability of >800K CuYd material:

The quarry is situated directly adjacent to the Coastal Road, 5.5 miles from La Democracia. The extent of the area to be mined is approximately 100 acres for a more than 800K CuYd of selected and fill material which could satisfy the request for the embankments, base and subbase materials. The material will be mined by mechanical means with a front-end loader after the rock has been broken by blasting. Access is controlled with a gate, next to it is an office, a crusher plant and a stock pile area.

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Soldier Creek

Figure 19. Soldier Creek quarry Mile Distance: Ml. 17.4 along the Coastal Road Geographical 351,758 – 1,899,242 position:

Extension: 100 Acres

Rock Type: River gravel – Granite,

Greywacke, Andesite Availability of >500K CuYd material:

The GOB owned quarry is situated directly adjacent to the Coastal Road next to the Soldier Bridge at 17.4 miles from La Democracia. There is some evidence that the area has been mined previously, although details are not available. The complete borrow pit was along the river and the extend of the area to be mined was approximately 100 acres, for more than 500K CuYd of river sand and river gravel. Selected and good material could satisfy the request of aggregate for concrete. No blasting will take place on site. None laboratory tests were carried out, because no samples taken from this borrow area. Mullins River Quarry

Mile Distance: Mile 28.8 along the Coastal Figure 20. Mullins River quarry Road Geographical 356,115– 1,893,359 position:

Extension: 100 Acres

Rock Type: River sand & gravel – Granite Availability of >800K CuYd material:

The privately-owned quarry is situated directly adjacent to the Coastal Road on the small hills 28.8 miles from La Democracia and 9.9 miles from Hope Creek.

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The extent of the area to be mined is approximately 100 acres for a more than 800K CuYd of selected and fill material which could satisfy the request for the embankments, base and subbase materials. The material will be mined by mechanical means with a front-end loader after the rock has been broken by blasting. Access is controlled with a gate, and there is a stock pile area.

Canada Hill Quarry Figure 21. Canada Hill quarry Mile Distance: Ml. 100 – Southern Highway

Geographical 359,064 – 1,878,305 position:

Extension: 100 Acres

Rock Type: Granite

Availability of >800K CuYd material:

The quarry is situated directly adjacent to the Southern Highway, 3.3 miles from Hope Creek. The extend of the area to be mined is approximately 100 acres for a more than 800K CuYd of selected and fill material which could satisfy the request for the embankments, base and subbase materials. The material will be mined by mechanical means with a front-end loader after the rock has been broken by blasting. Access is controlled with a gate, and there is a stock pile area.

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1.4 Construction process

The construction of the new 59km long road will be split up over two or even three packages so 2 or 3 construction companies can work on the simultaneously. This will be done to speed up the construction process, proper construction work is mainly focused during the dry season. Construction of the road will occur in such a way that through going traffic will be able to pass the construction sites under all circumstances. But travel time over the Coastal Road may be affected where sections of the road are partially closed off and through going traffic is re-directed via short by-passes or where the road is narrowed to one lane. Large sections of the road must be filled in, to elevate the road surface and higher than, thus raising the road to above flood levels. Road fill will be extracted from nearby quarry sites and trucked to the construction site. Filling in of the road will be carried out gradually, allowing time to compact the fill by machinery and make the segment passable for traffic while the other half of the road will be filled in. In dry weather conditions, the road will be watered to prevent the development of dust that forms a health and safety hazard to the work crews, residents and through going traffic. Replacement of culverts All existing culverts will be replaced. Again, work on the culverts will take place in such a way that through going traffic remains possible. Temporarily bypasses will be constructed to allow through going traffic to pass Bridge replacement: at one location (Manatee Bridge) the new bridge will be constructed next to the existing facilities, returning to the original location of the river crossing before that one was replaced by the present bridge. This will also improve the horizontal alignment of the road. Impact on traffic movements is in this case minimal. Where bridges will be replaced by a new construction at the same location, the traffic will be diverted over a temporary river crossing. Of course, the risk of flooding of this low bridge will increase but construction of bridges will be planned and carried out during dry seasons to avoid flooding of the worksite. Rivers and creeks will be temporarily diverted via flood relief channels, or coffer dams will be installed to keep the work site dry. The construction of abutments will happen on site, the flow of the rivers maybe temporarily diverted to offer a dry construction site. But since the new bridges will have a larger span, the abutments will be away from the present riverbed and construction in the riverbeds will be minimal. Pre- stressed reinforced concrete and composite steel beams for the decks of the bridges will be constructed elsewhere and trucked in. Rehabilitation of the remaining bridges: this work will be carried out during the dry season when discharge of the rivers is lowest and therefor access to the lower parts

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of the bridge is easiest. Works on the upper parts of the bridges can take place at any time as long as it is dry weather. Horizontal and vertical re-alignments: only minor cut and fill sections are planned since the vertical alignment of the road does not contain steep sections. At seven points the horizontal alignment of the present road will be adjusted, these locations are: 1. Sharp turn near Paradise Shrimp Farm (UTM 358740 1888765), 33m 2. Junction with the Gales Point access road (UTM 358770 1897470), 16m 3. East of Soldier Creek (UTM 352555 1899045), 13m 4. Manatee River Crossing (UTM 350725 1903000), 20m (the re-alignment will then follow the original alignment before the construction of the present bridge) 5. Savanna (UTM 348220 1908560), 13m 6. Near the BATSUB training grounds (UTM 345540 1910880), 30m 7. Near entrance road to Tiger Aggregates quarry (UTM 342260 1914300) 27m

1.4.1.1 Replacement of utilities Although little build-up areas are present, some utilities are present, for instance the local power lines servicing the villages and the high voltage powerline, both systems are part of the national grid and under management of BEL. Relocation of power lines is foreseen in seven locations, where this is needed, the MoW will work closely with BEL to allow them to relocate these lines before road construction happens. Rudimentary Water Systems (RWS) provide water to the villages, the Mullins River system is far away from the project area and as such not affected. The intake well of Gales Point is in the Quamina Creek watershed, close to the junction of the Coastal Road with the access road to that village. The well and storage tank of the La Democracia system is along the George Price Highway, but the service line of the system is within the Coastal Road reserve. The intake well and storage tank of the Hope Creek system are within the village, a watermain and service lines are within the road reserve of the Coastal Road.

1.4.1.2 Removal/relocation of buildings No buildings have to be removed/relocated. Other existing infrastructure, for instance gates and fence lines, may have to be temporarily or permanently removed. The costs of these measures will fall under the overall project costs.

1.5 Justification of the project

The foreseen benefits of the upgraded Coastal Road were described in the 2000 Feasibility Study as the following:

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• Improving road safety by providing safe geometry • Reducing travel distances and operating costs for vehicles • Improved economics for the haulage of goods between the northern and western districts with the south of Belize • Improve road safety and health of residents by reducing dust problems • Expand the redundancy road network in Belize: alternate all weather north- south link • Improved access to the rural communities New Mullins River and Gales Point • Improved access to areas with development potential (agriculture, tourism for example)

The area the Coastal Road passes is scarcely populated and little developed apart from some agricultural developments near Hope Creek and La Democracia. Although the local communities will no doubt benefit from the upgrade, the biggest gain is on a national level because of the improved road connection between the northern and western districts with the south of Belize. The upgrade of the Coastal Road will also make the re-development of one of the deep ports of Belize at Commerce Bight Dangriga feasible, as an alternative port to Belize City and Big Creek. Alternative options (see also Chapter 4.4) are: • No-action option • The O alternative based on the 2000 Feasibility Study • The A, B and C alternatives, the C option is the preferred option of MoW after completion of the feasibility study The ‘no-action’ option does not meet the goals set out by this project: there is no reduced flood risk, the road will not become a safe and reliable alternative to the south of Belize, maintenance requirements will remain high. The ‘O’ alternative does not meet the AASHTO standards, this design was based on a narrow embankment which did not allow enough space for shoulders. This narrow embankment is more prone to deterioration than the wider embankment design of alternative ‘C’. The narrower shoulders will form a safety issues for the road users A, B and C alternatives: These differ in the level of horizontal and vertical alignment. Option C was selected as the preferred option by MoW. This option can deliver the best improvements in regard to road safety, flooding vulnerability, in relation to the available budget for the project. The alternatives are discussed in more detail in Chapter 4.4.

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1.6 Timeline

This feasibility study, of which this Environmental Impact Assessment is part of, is planned to be finished at the end of 2018. Preparation of the tender documents, tendering process and contracting of construction companies is expected to be finalized in 2019. Construction of the Coastal Road is foreseen to last three years (basically three dry seasons) and therefore will take place in the years 2020-2022, and the completion of the entire road is foreseen in 2023.

1.7 Demand for materials

The estimated volume of earthworks is based on the design of the road alignment. Some of the existing roadbed and underground has to be removed before high quality road fill can be brought in to build up the embankment. Part of the excavated materials, for instance the topsoil will be temporarily stockpiled and later re-used to cover the slopes of the new embankment. Unsuitable material will be stockpiled and re-used for non-load bearing landscaping within the road reserve. The upgrade of the Coastal Road will demand substantial amounts of road building materials to increase the level of the roadway, to construct some new sections where the horizontal alignment has to be improved, and to improve the approaches of some bridges. Aa such, alternative C needs 635,836m3 road fill to build up the road bed and about 331,000m3 of selected aggregates. Additionally, 15,000m3 pavement coarse material (crushed river rock) is needed, based on an estimated double layer of 2.5cm. These materials will be sourced from nearby quarries and trucked in to the site. Various quarries are located along the Coastal Road (see Chapter 1.3.3), which reduces traveling distance and time. The preferred material for the first and second coat seal (chippings) is river rock chippings, these chippings last longer than limestone chippings which tend to become slippery after a couple of years of use. River rock chippings are available from quarries near the Sibun River, Soldier Creek and Mullins River quarries, and the Canada Hill quarry.

Items Quantities in m3 Activity Notes Top soil stripping 224,008 Excavated Will be re-used for top soil batters Top soil batters 91,260 Applied Source: excavated top soil Cut to waste 495,445 Excavated Fill 635,836 Fill Sourced from nearby quarries

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Items Quantities in m3 Activity Notes Selected materials for 331,200 Fill Sourced from nearby base (18cm) and quarries subbase layers (28cm) Top soil to waste 152,660 Excavated Side drain excavation 279,511 Excavated Can be locally applied to improve the profile of the side drains Crushed river rock 15,000 Applied Sourced from nearby surface layer quarries

Beside the road building materials, there is a need for the following: Floodways: The three floodways combined will require approximately 400m³ of prepared concrete. Concrete constructions: pre-stressed concrete beams will be constructed off-site and transported to the various bridge sites. Circular concrete culverts will be manufactured off site, by companies to be selected by the construction companies. Concrete abutments and box culverts will be built on the spot. Small quantities of cement will be mixed at the locations, but larger quantities will be shipped in by cement mixer trucks. Rebars in various dimensions and quantities will be trucked in. The steel beams will be imported from abroad and trucked by road to the construction sites

Bitumen Bitumen will be brought in by tanker truck from Guatemala, there are no bitumen facilities in Belize. The road surface will be a double layer chip and seal, in total a 1,400 tanker truck loads of 7m3 each are needed. Bitumen is the sticky material that is sprayed on the basecourse layer, the thin layer of 5-8mm is sprayed on the road to hold the chippings. Total width is of the layers is on average 10 meters, one layer is 0.008m thick and the length is 60,000m. The volume of bitumen needed is 9,600m³.

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2 Policy and Legal Framework

2.1 Policy

The Government of Belize (GoB) is committed to the long-term development of the country through the sustainable and rational use of our natural resources. New investment projects as well as the expansion of existing development projects are actively encouraged by the Government. The need for development of the country must be balanced against the need to preserve and enhance our natural resources. The GoB through its Department of Environment vets these projects to make an initial assessment of the environmental risk associated with this project. Depending on factors such as project size, project type, and location these projects may or may not be required to carry out an environmental impact assessment. To accomplish this process the Government has established laws, regulations, guidelines, and standards that govern the sustainable use and exploitation of its natural resources. These laws and regulations are implemented by Government Departments with the support of funding agencies, Non-Governmental Organizations (NGOs) and local communities through monitoring, management or active participation. Belize has formal and informal agreements with the NGO community for the assistance in the management of its natural resources. Agencies involved in environmental protection include: • Department of Environment (DoE) in the Ministry of Agriculture, Fisheries, Forestry, the Environment, Sustainable Development and Immigration (MAFFFESDI), • Solid Waste Management Authority (SWMA) (Statutory Body in MAFFFESDI) • The Coastal Zone Management Authority & Institute (CZMAI), • Land Utilization Authority (LUA), • Geology and Petroleum Department, in the Ministry of Economic Development • Mining Unit in the Ministry of Natural Resources • Forest Department (FD) in the MAFFFESDI, • Fisheries Department in the MAFFFESI, • Ministry of Health.

2.2 Legal Framework

The principal legislation that deals with environmental protection is the Environmental Protection Act. This Act, promulgated in 1992, establishes the Department of the Environment and gives it the responsibility and authority for the protection of the environment. Other Acts and Regulations also affect the development of this project

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in that they deal with issues such as water abstraction, excavation of unconsolidated materials, storage of fuel, clearing of the land among others. The principal legislation having direct or indirect bearing on the project is therefore the following:

Environmental Protection Act No 22 of 1992; Chapter 328 Revised Edition, 2000 http://www.belizelaw.org/lawadmin/PDF%20files/cap328.pdf Until the enactment of the Environmental Protection Act in 1992, Belize had no comprehensive environmental protection legislation. The Environmental Protection Act established the Department of the Environment (DOE) and entrusted it the responsibility to monitor the implementation of the Act and subsequent Regulations and to take necessary action to enforce the provisions of the Act and Regulations. The enabling legislation provides the Government with comprehensive environmental protection authority it needs to address modern environmental pollution problems. The Act grants the Department of the Environment broad regulatory and enforcement authority for the prevention and control of environmental pollution, conservation, and management of natural resources, and environmental impact assessment. The Act became effective January 1993 and has since been amended in 1998, but much remains to be done to ensure effective implementation, including the preparation of necessary implementation regulations. The Environmental Protection Act entrusted the Department of the Environment with a broad range of functions relating to the protection of the environment, including the assessment of water pollution, the coordination of activities relating to the discharge of wastes, the licensing of activities that may cause water pollution, the registration of sources of pollution and the carrying out of research and investigations as to the causes, nature and extent of water pollution, and the necessary prevention and control measures. The Department of the Environment is responsible for the enforcement of several Regulations made under the Environmental Protection Act. These include the Environmental Impact Assessment Regulations (SI 107 of 1995), the Environmental Protection (Effluent Limitations) Regulations (SI 94 of 1995), and the Pollution Regulations (SI 56 of 1996). In April 2009, the Environmental Protection Act was amended primarily to provide for greater environmental control and management of the petroleum industry, to make improved provisions for the protection of the Belize Barrier Reef System, to establish an environmental management fund, to provide for out-of-court settlement in appropriate cases, and to provide for the issue of violation tickets for pollution offences.

Environmental Impact Assessment Regulation, SI 107 of 1995

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The Environmental Impact Assessment Regulations describe in detail the processes involved in the preparation and evaluation of environmental impact assessments (EIA). Screening of projects, programs, or activities that could have significant negative impact on the environment is done through the Environmental Impact Assessment Process, as required by the Regulations. Projects are divided into three categories as a guideline to determine what types of projects require an EIA. The Environmental Impact Assessment Regulations establish the minimum content and the format required of an EIA report. A National Environmental Appraisal Committee (NEAC) is also established for the review of all EIA reports and its composition includes both Government and Non-Government representatives. The NEAC will make a recommendation to accept or not, or the need for additional information to DoE, the Chief Environmental Officer of DoE will make the final decision. Before the developer can commence with the development, an Environmental Compliance Plan (ECP) has to be signed by the developer. The developer may appeal within 21 days if DoE decides not to grant an ECP.

Environmental Impact Assessment (Amendment) Regulations, SI 24 of 2007 http://www.doe.gov.bz/documents/legislation/Environmental%20Impact%20Assess ment%20%28Amendment%29%20Regulations,%202007.pdf In March 2007, the Environmental Impact Assessment Regulations were amended primarily to institute an Environmental Compliance Plan for approved projects, a Limited Level Environmental Study, reconstitute the membership of the NEAC, outline the Appeal Process with the establishment of a Tribunal, establish environmental application fees for projects, and to improve the Schedules with the different categories of projects. Coastal Road rehabilitation project: The total length of the rehabilitation works amounts to 59km. Most of the rehabilitation works involves the paving of the road. Several new bridges/box culverts will be constructed to replace existing infrastructure, and this will require temporary moderation of river banks and stream flows at the locations where this will happen. Furthermore, substantial fill to elevate the road above flood level is proposed. Based on the overall scale of the construction activities, the Department of Environment decided that a full Environmental Impact Assessment was warranted.

Environmental Protection (Effluent limitations) Regulations, SI 94 of 1995 The Effluent Limitations Regulations came into force in 1996 and were intended to control and monitor discharges of effluent into any inland waters or the marine environment of Belize. These Regulations prohibited the discharges of effluent from new and altered point sources. The Effluent Limitations Regulations established a COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 67

licensing system for discharging effluents under specific conditions. The main objective of this licensing system was to have industries improve in their treatment of effluent before discharging into the environment. The Effluent Limitations Regulations also established the requirement for the treatment of effluent, as well as limitations or standards for physical and chemical parameters to be monitored for various industries. Coastal Road rehabilitation project: The project may require a permit to discharge effluents resulting from the mechanic shop and headquarters into any inland water. This would be the case if these effluents would not have been treated in a standard facility (used oil recovery, grease traps in combination with adequate septic system with drain field).

Environmental Protection (Effluent limitations) (Amendment) Regulations, SI 102 of 2009 http://www.doe.gov.bz/documents/legislation/Effluent%20Limitations%20Amendm ent%20Regulations%202009.pdf In August 2009, the Effluent Limitations Regulations were amended to primarily include provisions for the treatment of domestic wastewater and the categorization of Class I and II Waters that differentiate waters with unique ecological characteristics that are sensitive to impacts of domestic wastewater. This amendment also made improvements for effluent standards for both industrial and domestic effluent. Coastal Road rehabilitation project: The construction of the road does not generate any industrial waste water since activities where water is involved, for instance cement mixing, will take place on the locations where these industries are established. No toxic substances will be manufactured on the site. There will be no raw water consumption apart from occasionally wetting of the surface of the roadbed under construction to minimize dust releases. Depending on the location of the construction activities, small headquarters for the supervising engineers and the management of the construction company may be organized. This/these headquarter(s) will produce domestic wastewater. A mechanic shop for maintenance and small repairs of the road construction equipment will be established, in conjunction with the headquarters. Activities related to the mechanic shops may produce waste water. The project may require a permit to discharge effluents resulting from the mechanic shop and headquarters into any inland water, if these effluents have not been treated in standard facility (used oil recovery, grease traps in combination with adequate septic system with drain field) COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 68

Pollution Regulations, SI 56 of 1996 The Department of the Environment, through the Pollution Regulations, has developed mechanisms to monitor and control air, noise, water, and land pollution. These Regulations establish the prohibition of releases into the environment of contaminants, unless done so with a permit issued by the Department of the Environment and at acceptable levels of contaminants from certain installations. The Pollution Regulations also establish the prohibition of industries operating and emitting contaminants into the environment, without a permit from the DOE. Powers of the DOE to control pollution includes the requirement that owners, occupiers and other agents, cleanup and abate pollution. To encourage voluntary compliance, the Department of the Environment is empowered to develop an environmental incentive program, as well as a "facility environmental audit program" as a comprehensive investigation and evaluation system designed for the detecting and preventing of violations of environmental requirements or the commission of pollution related offences.

The Hazardous Waste Regulations, SI 100 of 2009 http://www.doe.gov.bz/documents/legislation/Hazardous%20Waste%20Regulations ,%202009.pdf The Hazardous Waste Regulations were developed in the light of concerns arising from the in-country and trans-boundary movement of hazardous wastes. These Regulations were passed in August 2009 to address the overall management of hazardous wastes including storage, transportation, treatment, and prohibitions. A list of hazardous materials is provided in the regulations.

Environmental guidelines for service stations http://www.doe.gov.bz/documents/services/Service_Station_Guidelines.pdf The guidelines were developed by the Department of Environment. It provides guidelines for the siting and placement of fuel storage tanks, surface as well as underground tanks. Included are environmental contingency procedures for product spills, fires and tank leaks. It provides maximum individual tank capacity and minimum distance from tanks to buildings, property line, public road and other tanks. Coastal Road rehabilitation project: It is to be expected that the construction company will create temporary work camp(s), with mechanic shops and refueling station(s). The storage facilities for fuel, lubricants should be implemented following these environmental guidelines for service stations.

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Environmental guidelines for depots and distribution outlets for Liquefied Petroleum Gases (LPG) http://www.doe.gov.bz/index.php/services/guidelines/send/36-environmental- guidelines/440-guidelines-for-lpg-industry-clean The purpose of this document is to propose measures that would prevent, control, and mitigate the environmental degradation that could arise from activities related to the establishment and operation of storage depots and major distribution outlets for compressed inflammable gases.

Coastal Road rehabilitation project:

During the construction phase, workcamps will be established that will require the provision of LPG storage facilities to supply LPG to several activities at the camp, for instance kitchen appliances

Agricultural Fires Act, Chapter 204, Revised Edition 2000 http://www.belizelaw.org/lawadmin/PDF%20files/cap204.pdf This Act applies to setting of fire to any crop, trash growing on land and the clearing land for cultivation. Under the Act, a written application to the Chief Agricultural Officer will be made. Coastal Road rehabilitation project: As part of the land preparation for the construction of the bridges, culverts and the excavation of hills and fill depressions, biomass will have to be removed from the surface, the larger pieces may be piled up and burned. Although the purpose of land clearing is not to make the land suitable for farming, the contractor should carry out the burning according to guidelines formulated in the Agricultural Fires Act to prevent damage to properties and the natural environment.

Fire (Negligent Use of) Act, Chapter 117, Revised Edition 2000 http://www.belizelaw.org/lawadmin/index2.html Formulates the criminal liability of persons setting or negligent, careless or improper use of fire on his land Coastal Road rehabilitation project: The contractor responsible for land clearing through the means of fire is responsible for any damage resulting from improper use of fire

The Land Utilization Act (Chapter 188 of Revised Edition 2000)

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http://www.belizelaw.org/lawadmin/PDF%20files/cap188.pdf The Land Utilization Act provides for measures to govern the use and development of land and introduces measures for the conservation of land and watersheds. This Act governs the subdivision of private lands. Coastal Road rehabilitation project: Although the construction of the road does not directly result in the subdivision of private land, ultimately this may happen as the result of improved accessibility of the area. The LUA provides the measures to safeguard the proper use of the land especially regarding the design of the project’s road system and access to the main road (the Coastal Road). This is further discussed under cumulative impacts.

Land Acquisition (Public Purposes) ACT, Laws of Belize, Rev. Ed., 1980-90, CAP 150 This law allows the government to acquire lands for a public purpose and pay the owner at market rates. Coastal Road rehabilitation project: To allow certain re-alignments of the road, some segments of private properties must be acquired.

Electricity Act, Chapter 221, Revised Edition 2000 http://www.belizelaw.org/lawadmin/PDF%20files/cap221.pdf Under this Act, the Public Utilities Commission (PUC) may grant a license to any person to generate, transport electricity to any place within the persons authorized area. Coastal Road rehabilitation project: the location of (any) work camp is most likely close to the power lines of the National Grid and the generation of power by the project is not needed. If otherwise, the contractor must apply for a license from the PUC to generate electricity.

Labour Act, Chapter 297, 2003 and Labour (Amendment) Act, Chapter 297s, 2011 http://www.belizelaw.org/lawadmin/PDF%20files/cap297.pdf http://www.belizelaw.org/lawadmin/PDF%20files/cap297s.pdf The act regulates the conditions of employing workers, for example minimum wages, overtime payment, period of notice and severance pay. An extensive Occupational Health and Safety Bill was drafted in 2014, but is not a Law yet, covering a wide range of subjects that are presently to some extent covered by various other acts. Many of the subjects are based on good practices, which should ensure the health and safety of anyone involved in the construction activities

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Ancient Monuments and Antiquities Act, Chapter 330, Revised Edition 2000 http://www.belizelaw.org/lawadmin/PDF%20files/cap330.pdf Under section (4) of the Ancient Monuments and Antiquities Act, all ancient monuments and antiquities however situate, whether upon any land or in any river, stream or watercourse, or under territorial waters of the country, and whether or not before the date of the commencement of this Act in private ownership, possession, custody or control, shall absolutely vest in the Government Under section (12), if any person finds any ancient monument or antiquity he shall within fourteen days of such findings report the details of the findings to the Minister.

National Institute of Culture and History Act, Chapter 331, Revised Edition 2000 and Chapter 331s, Revised Edition # 20 of 2003 http://www.belizelaw.org/lawadmin/PDF%20files/cap331.pdf http://www.belizelaw.org/lawadmin/PDF%20files/cap331s.pdf This act empowers the Institute of Archaeology to carry out research, interpretation and the protection of the Archaeological Heritage of Belize. The ownership of all ancient monuments and antiquities shall rest in the Institute of Archaeology, Government of Belize. No person shall remove any earth or stone from any ancient monument except under a permit in the prescribed form issued by the Director of the Board of Directors of the National Institute of Culture and History (NICH). The act provides the Director with the authority to direct any land owner, lessee, concessionaire, contractor or any other person who is about to engage in any operation which in the opinion of the Director is liable to destroy, damage, interfere with or otherwise be to the detriment of any ancient monument or antiquity: (a) not to proceed with any operation until the Director shall have had an archaeological exploration and survey carried out; and (b) to take or to refrain or desist from taking any such action as part of the operation as the Director may decide to be fair and reasonable for the proper protection of the ancient monument or antiquity. Coastal Road rehabilitation project: Before major excavations/fill will be undertaken such as for the re-alignment of the horizontal geometry or the removal of the one lane railroad bridges, a field inspection by an archaeologist of the Institute of Archaeology may be required to appraise the present situation

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Mines and Minerals Act Chapter 226, Revised Edition 2000; Chapter 226s, Revised Edition 2003 http://www.belizelaw.org/lawadmin/PDF%20files/cap226.pdf http://www.belizelaw.org/lawadmin/PDF%20files/cap226s.pdf The extraction of all non-renewable resources except petroleum is regulated by the Mines and Minerals Act (1988). The government owns all minerals under public and private lands, and, minerals are reserved from all future grants of state lands. The act provides for licenses and royalties for the taking of minerals, and prohibits the pollution of any river, stream, or watercourse. Under the Act, quarry permits (extraction of material below 16,000 cu. yds.) and mining license (extraction of materials greater than 16,000 cu. yds.) is issued. Coastal Road rehabilitation project: A quarry permit or mining license will be needed for the extraction of all road building materials. The contractor awarded with the project is responsible to obtain these materials from licensed quarries or mining operations, or when alternative sources are identified, ensure that these licenses are obtained from the Mining Unit.

National Lands Act, Chapter 191, Revised Edition 2000; Chapter 191s, Revised Edition 2003 http://www.belizelaw.org/lawadmin/PDF%20files/cap191.pdf http://www.belizelaw.org/lawadmin/PDF%20files/cap191s.pdf According to the National Lands Act, “National Lands” means all lands and sea bed, other than reserved forest within the meaning of the Forest Act, including cays, and parts thereof not already located or granted, and includes any land which has been, or may hereafter become escheated to or otherwise acquired by Government of Belize. These lands are classified as town lands, suburban lands, rural (including pastoral lands), mineral lands and beach lands. The minister responsible is empowered to appoint a National Lands Advisory Committee to advise him generally on matters relating to land. Reservations not exceeding sixty- six feet in width measured from high water mark along all water frontages shall be reserved for Government or public purposes. http://www.doe.gov.bz/documents/Press/Clearing%20of%2066%20Feet%20Reserve %20and%20Steep%20Slopes.pdf Coastal Road rehabilitation project: The road reserve of the Coastal Road has to be amended if the new alignment goes beyond the present reserve.

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Public Health Act Chapter 40, Revised Edition 2000; Chapter 40s, Revised Edition 2003 http://www.belizelaw.org/lawadmin/PDF%20files/cap040.pdf http://www.belizelaw.org/lawadmin/PDF%20files/cap040s.pdf The newly revised Public Health Act authorizes the Ministry, to issue regulations to prevent, control, or reduce contamination of the air, soil or water, and prohibits improper disposal of medical or infectious wastes. The Act sets minimum standards of sanitary facilities for workers. Under the Act, Public Health Officers have the power to inspect water supply and sewerage works. Coastal Road rehabilitation project: It is expected that construction camp(s) will be established by the construction company(-ies) which will house offices, workshops, storage of materials and housing facilities of work crew. Sanitation facilities for the discharge of wastewater will be included in these camps.

Solid Waste Management Authority Act Chapter 224, Revised Edition 2000; Chapter 224s, Revised Edition 2003 http://www.belizelaw.org/lawadmin/PDF%20files/cap224.pdf http://www.belizelaw.org/lawadmin/PDF%20files/cap224s.pdf Under the Act, the Authority shall devise ways and means for the efficient collection and disposal of solid waste employing modern methods and techniques and exploring the possibility of recycling waste materials. Under the Act “construction waste material” includes building materials from construction, alteration and remodeling building or structure of any kind, such as lumber, concrete, steel roofing, etc. Construction waste material includes waste building material from the construction of structures of any kind. The contractor is responsible to remove and dispose this solid waste. If the contractor fails to do so, the Authority may remove the waste and recover the costs from the contractor. Coastal Road rehabilitation project: The project will generate solid waste that is unsuitable for re-use or recycling.

National Protected Areas System Act 2015. No 17 0f 2015. An Act to provide for the maintenance of coordinated management of a system of protected areas that is representative of internationally agreed categories, effectively managed, ecologically based, consistent with international law, and based on best available scientific information and the principles of sustainable development for the

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economic, social and environmental benefit of present and future generations of Belize; to repeal the National Parks System Act, Chapter 215 of the Substantive Laws of Belize, Revised Edition 2011; to amend the Fisheries Act, Chapter 210 and the Forests Act, Chapter 213 of the Substantive Laws of Belize, Revised Edition 2011; and to provide for matters connected therewith or incidental thereto. Coastal Road rehabilitation project: The act allows for the recognition of both private protected areas and for Biological Corridors. The latter is important as the Coastal Road passes along several protected areas.

Wildlife Protection Act, Chapter 220, Revised Edition 2000; Chapter 220s, Revised Edition 2003 http://www.belizelaw.org/lawadmin/PDF%20files/cap220.pdf http://www.belizelaw.org/lawadmin/PDF%20files/cap220s.pdf The Wildlife Protection Act controls the conservation and use of protected species. It also empowers the Forest Department to pass regulations that govern the management of endangered flora and fauna. Under this Act “Endangered Species” may not be kept in captivity unless so approved by the Forest Department. All species listed as endangered by CITES are protected in Belize.

National Integrated Water Resources Act, 2010 http://www.hydromet.gov.bz/downloads/National_Integrated_Water_Resources_Ac t. Section 16 of the Act establishes the requirement for a license for the abstraction of water resources. Licenses are not required when water is extracted for domestic and agricultural use. The application for a license to abstract water must be submitted to the National Integrated Water Resource Authority (NIWRA). A person, who plans to apply for a license, shall apply to the Department of Environment for certification that the use of this water will not result in the discharge of effluents. This Act came into force on September 1, 2015 (S.I. 75 of 2015) Coastal Road rehabilitation project: in the event there is a need for water abstraction, the contractor has to apply for a license with the NIWRA.

Social Security Act, Chapter 44, Revised Edition 2000 http://www.belizelaw.org/lawadmin/PDF%20files/cap044.pdf Social Security Act, Chapter 44s, Revised Edition 2003

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http://www.belizelaw.org/lawadmin/PDF%20files/cap044s.pdf Every person who becomes an employer shall within seven days of employing his first employed person present to the Manager on the appropriate form an application for registration as an employer. Only workers with a valid social security card are to be employed. The employer must make monthly contributions to the Social Security Board on behalf of the employees.

Public Roads Act, Chapter 232, Revised Edition 2000 http://www.belizelaw.org/web/lawadmin/PDF%20files/cap232.pdf This Act provides for the construction, operation, and maintenance of all public roads within Belize. Under this Act, the jurisdiction for powers in relation to the construction, maintenance, repairs and all other works on all highways is vested in the Minister (of Works). The Coastal Road currently falls under the jurisdiction of the Ministry of Works and Transport. Coastal Road rehabilitation project: Section 9 and 10 of the Act provide for the acquiring of land for a public road. In the case of uncultivated land, the land may be appropriated without tender or payment by way of compensation. The project may require the acquisition of private land and subsequently the modification of the gazette road reserve to accommodate changes in the road alignment of the Coastal Road. In the case of cultivated land, the Chief Engineer on behalf of the Government may make an agreement with the owner for compensation to be made. Sections 12 through to 17 are also relevant to the Coastal Road; the Act provides powers to the Chief Engineer to take materials, to enter to property, to erect buildings and temporary roads or dispose of rubbish for the exercise of his functions for public roads.

Public Roads Act, Chapter 232, Revised Edition 2003, Subsidiary Section 16: declares the Coastal Road a public road. An area 50ft from the centerline will be reserved for the road. A description of the coordinates of the centerline of the road follows.

Private Forests (Conservation) Act, Chapter 217, Revised Edition 2000 http://www.forestdepartment.gov.bz/images/PDF/cap217_PrivateForestsAct.pdf This Act governs the felling of mahogany and cedar trees on private properties. Coastal Road rehabilitation project:

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The rehabilitation works of the Coastal Road, may require the felling of large trees on private properties

Motor Vehicles and Road Traffic Regulations. CAP 192. (Section 105) Note: this Act is not available from the website http://www.belizelaw.org/web/lawadmin/index2.html Section 152 - Restriction on loads: Prohibits all persons from loading a vehicle in a manner whereby it protrudes beyond certain limits of the body of the vehicle or obstructs the view of the driver when seated in the driving seat, unless permission is granted in writing by the Licensing and Transport Board, to carry an indivisible load. Section 198 - Restricting weight of vehicle on bridges, etc.: Empowers the Chief Engineer, Public Works Department by Order published in the Gazette to direct that “no vehicle or vehicle together with a trailer exceeding a specified maximum laden weight shall use any road, section of road or any bridge specified in such order….“ Section 131 of the Motor Vehicles and Road Traffic Act permits a maximum load on a single axle of 18,000 lb. or the equivalent 8.16 tons. There is no specific requirement for the loads that can be carried by a vehicle’s steering axle, or by tandem (double) axles or tridem (triple) axles. Thus, within the current legal provisions, it must be presumed that a tandem axle can be loaded to 16.4 tons and a tridem axle to 24.6 tons. The legislation does not place an upper limit on the GVM of a vehicle by way of a Bridge formula to reduce the risk of damage to bridges. The current legislation does require vehicles to be “plated”, i.e. to carry a permanently fixed reference showing the unloaded weight, maximum gross weight and maximum speed limit Fees and/or fines (a) Current situation Section 31 of the Public Roads Act Chapter 232 makes provision for recovery an amount of money to be determined by the Chief Engineer from anyone who is responsible for causing damage to a public road due to excessive weight being carried along it. However, the legislative requirements for identifying and recovering the costs make it difficult to apply the provision in practice Coastal Road rehabilitation project: This Act sets an axle weight limit to trucks. Overloaded trucks are a major reason for the deteriorating of the road infrastructure in Belize. For the transportation of outsized loads, for instance the pre-fabricated concrete and steel beams for the bridges, the contractor must obtain a license to do so from the Department of Transport

Dangerous Goods Act, Chapter 134. Rev. Ed. 2000. COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 77

Regulates the carriage and safe keeping of explosives and dangerous goods. Nitroglycerine (dynamite) is considered an especially dangerous good; they are not to be kept within 50 yards of dwelling or store house A license to keep these goods may include conditions of the conditions of the mode of storage, and general safe keeping.

Manatee Special Development Area (SDA), S.I. No. 162 of 1991 After the construction of the Coastal Road in 1989, the land between the Sibun River and the Southern Lagoon was opened for development. The Manatee SDA covered an area bordered by the Sibun River in the north, the Caribbean Sea in the east, and the Coastal Road west and south. The main purpose of the SDA was to guide the use of the land by the minimum lot size the land could be subdivided. The proposed uses of the land in the SDA ranges from urban high density (maximum 6 lots/acre) till sub- urban density (minimum 2 acres/lot). The Manatee Forest Reserve makes up a large portion of the SDA. The Manatee SDA was one of several SDA’s declared in the early 1990’s. An additional SDA Manatee West, complimentary to the Manatee SDA, was never completed, the development plan was not submitted to the Land Utilization Authority. Coastal Road rehabilitation project: After rehabilitating the Coastal Road may induce an economic development of the area, the SDA may guide the minimum size of the expected subdivision of land. The SDA principles are expected to be substituted for the National Land Use Plan (under development), which is expected to be finalized in 2018

Construction codes: The technical standards and design criteria that will be followed for the road design will be the following:

Road alignment American Association of State Highway and Transportation Officials (AASHTO). A policy on geometric design of highways and streets. 2011 – 6th edition Ministry of Works standards Road drainage Federal High Way Administration (FHWA) standard and guidelines Road pavement AASHTO. Guide for Design of Pavement Structures” 1993. Bridges and structures AASHTO. Load and Resistance Factor Design (LRFD) Road signaling and marking Manual on Uniform Traffic Control Devices for Streets and Highways. 2009 Edition Road side elements AASHTO Roadside Design Guide, 4th Edition Technical specifications AASHTO , British Standards Eurocodes

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2.3 Administration

Some of the key agencies responsible for environmental protection and natural resources management are (see also Table 11): Ministry of Agriculture, Fisheries, Forestry, the Environment, Sustainable Development and Immigration, which oversees the Forest Department, Fisheries Department, the Department of the Environment and the Coastal Zone Management Authority. The Environmental Protection Act legally established the Department of Environment which is charged with a wide range of responsibilities including the guidance of development by industry, the encouragement of the adoption of environmentally friendly technology, the control of pollution, the request, and administration of the EIA process, and the sustainable use of the natural resources and the environment. The Forest Department is responsible for implementation of the Wildlife Protection Act, 1981 and the National Parks Systems Act 2015. The Ministry of Natural Resources is responsible for the Lands and Survey Department, the Hydrology Unit, the Mining Unit and the Solid Waste Management Authority. The Ministry of Health is responsible for health and hospitals. The Public Health Department of the Ministry of Health is responsible for overseeing a wide range of public health matters including the onsite sanitary working conditions of projects and developments. The Ministry of Labour processes and approves the issuing of work permits; the permit is issued by the Immigration Department. The ‘life’ of a work permit ranges from three months to one year and is subject to renewal.

Table 11. Permits or licenses that may be applicable for the proposed rehabilitation of the Coastal Road

Activity Permit or license Issuing entity Note needed Start of the Environmental DoE project Clearance Discharge of Permit for effluent Department of The project does not extract large effluents discharge Environment volumes of raw water; the project (DoE) does not manufacture toxic substances Discharge of the Permit for effluent DoE Applicable to construction company contents of discharge if they own the toilets or the

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Activity Permit or license Issuing entity Note needed septic tanks and operator of the rental company that portable toilets provides the toilets Applicable to the construction company during decommissioning of the temporary waste water disposal facility at the work camp(s) Extraction of Permit to abstract National On behalf of the project, small water water Integrated Water amounts of water may have to Resource extracted, which will be used for Management wetting unpaved surface to Authority (NIWRA) minimize dust problems. The contractor will have to contact the NIWRA, to discuss the need for a permit to extract water for this project Use of Permits for the use PUC Although officially a permit to generators for of private operate a generator is required, this power supply generators rule is not implemented if the generated power is not sold to third parties Extraction of Quarry permit or Mining Unit The contractor contracted by MoW, materials for mining license will adhere to the conditions that road building the contractor will only obtain road building materials from licensed mining or quarrying operations Burning of trash, Agricultural Fire Chief Agricultural The contractor has to obtain a vegetation to License Officer license to burn vegetation as part of clean land for the land preparations, from the construction Chief Agricultural Officer Clearing of Mangrove Forest mangrove Alteration Permit Department Felling trees Permit to fell trees Forest Without the permit, felled trees Department cannot be sold

Archaeological Permit to carry out Institute of In case an independent Impact an assessment Archaeology archaeologist will carry out the Assessment assessment Clearing and Permit to Remove Director of A Chance Find Procedure will be levelling of the Earth or Stone National Institute part of the contract between the land from Ancient of Culture and contractor and MoW Monument History Employment Register as Social Security workers employer Board

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Activity Permit or license Issuing entity Note needed Storage of fuel Permits for Service Ministry of Home Fuel storage and service station will and service Stations and Fuel Affairs be only for company vehicles station Depots Hazardous waste Approval by the Department of storage Chief Environment Environmental Officer Transportation of Permit to transport Department of outsized loads out-sized loads Transport over the public road system

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2.4 International and regional agreements

Belize is a signatory to several international and regional environmental conventions and agreements. A number of these are relevant to this project including: • Convention on Wetlands of International Importance. (RAMSAR Convention 26/02/98). Focal Point: Forest Department. • Convention concerning the protection of the World Cultural and Natural Heritage (06/11/90): Focal Point: NICH. • Convention on Biological Diversity (1992). Focal Point: Forest Department. • Convention on International Trade of Endangered Species of Wild Fauna and Flora (CITES) since 1981. Focal Point: Forest Department • Convention on the Conservation of Migratory Species of Wild Animals (1979). Focal point: Forest Department • United Nations Framework Convention on Climate Change (UNFCC). • Labour conventions under the International Labour Organization (ILO). Focal point: Ministry of Labour • Convention on the International Trade in Endangered Species of Wild Fauna and Flora (CITES) (ratified 1976). • Central American Alliance for Sustainable Development (ALIDES) in 1994 • Convention for the Conservation of Biodiversity and the Protection of Priority Areas in Central America 1992.

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3 Environmental and Socio-economic Settings

3.1 Physical and Biological Environment

General geology and geomorphology9 The Maya Mountains are the dominant geological feature in Belize. They form the mountain range in the southern half of the country, with Doyle’s Delight the highest peak with 1124 m. The Maya Mountains mostly consist of the Santa Rosa Group metamorphic rocks dating from the Carboniferous-Permian period, with outcrops of granite plutons (Cockscomb Basin, Mountain Pine Ridge and Hummingbird-Mullins River pluton), dating from the Paleogene period. The intrusion of the granite into the Santa Rosa sediments caused the metamorphosis of sediments into metamorphic rocks: slate, sandstone, and mudstones for example.

Figure 22. Simplified Geological Time Scale

9 J. Cornec, 2003. Geology Map of Belize, revised edition. COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 83

Figure 23. Geological map of the project area.

Based on Geology Map of Belize revised, Jean Cornec, 2003.

The Cretaceous period is important in relation to the project area, as thick layers of marine sediments accumulated in a zone what is now Belize territorial area, forming thick layers of limestone. After relative sea level lowering (a combination of uplifting of the terrain and decreasing sea level), the limestone was eroded by the scouring effect of rivers descending the elevated mountains but also by the dissolving effect of the acidic water. The sediments originating from the eroded higher elevations, were deposited to the north and east side of the Maya Mountains.

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The limestone sediments were deposited during two major phases: The Cretaceous and the early Tertiary. The Cretaceous limestone is mostly found at the foothills of the Maya Mountains and elevated sections of the Yalbac, Gallon Jug and New River Lagoon. These elevated sections are results of horst/grabens tectonic processes in the earth crust. The Tertiary limestone is younger and found in the northern half of the country. Weathering and dissolving actions eroded large sections of the limestone which were subsequently filled in with sediments derived from erosion processions in the Maya Mountains. Where the gradient of terrain flattened, the eroded material of the Maya Mountains was deposited to form the coastal plains. Wave action of the sea contributed in spreading the sediments into the flat plains. Tectonic activities play a major part in the geological history of Belize. The Maya Mountains were uplifted during the Carboniferous/Permian period, leaving them exposed to erosion; plate movements of the North American and the Caribbean Plate resulted in numerous fault lines in Belize, mainly in south-westerly to north-easterly direction, see Figure 23. The direct project area is dominated by the flat terrain of the coastal plains, and occasional remnants of limestone deposits: The Tertiary Peccary Hills, an uplifted block of limestone that is prone to erosion and is characterized by high karst, north- east of the Coastal Road just after crossing the Sibun River. And the Cretaceous limestone hills that are bordering the Hummingbird/Mullins River pluton close to the junction with the Gales Point road. Because of the low gradient of the coastal plain, low lying areas can become flooded after excessive rainfall. Fault lines are present in the project area although they are less obvious than the Northern Boundary Fault of the Maya Mountains that is characterized by steep drops in the terrain and the occurrence of the highest waterfalls in the country. The course of the Manatee River and the Cornhouse Creek is partly determined by a fault line, the karstified limestone block of the Peccary Hills is another example where uplift of the block occurred according to fault lines in the underground. These fault-lines are not known to be active. Geomorphology: The George Price Highway is located on the divide between the Belize River and the Sibun River watershed. Travelling from La Democracia towards Hope Creek, the Coastal Road crosses the Sibun River, where the floodplain of the river is quite broad, with the widest section on the east side of the river. An extensive citrus farm is present on the north side of the coastal road and a bio-energy project based on the cultivation of more than 4,500 acres sugarcane, is planned on the southside. The road traverses the south west edge of a large limestone block, which is characterized by steep karts hill formations. The isolated karts hills are riddled with cave formations and surrounded by ponds that are important features for the surface

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drainage of the terrain. The northern part of this limestone hills block is part of the Peccary Hills National Park. Passing the karst hills formations, the road runs through a flat savanna, which is cut through by several small creeks and rivers. The Corn House Creek, Mahogany Creek, Soldier Creek are part of the Manatee River watershed. After the Soldier Creek, the road passes through limestone hills that are part of a Cretaceous limestone area that borders the Maya Mountains on the north side. Several small creeks cut through the terrain, these are the Jenkins Creek, Quamina Creek and the Mangrove Creek. All these small creeks end in the western part of the Southern Lagoon. The Quamina Creek crosses the Coastal Road close to the junction with the access road to Gales Point, the small village located on the sand spit in the Southern Lagoon. The Mangrove Creek mouth is in the south eastern corner of the Southern Lagoon. Just before the junction with the Gales Point road, the Coastal Road makes a sharp turn in southerly direction, following a continuation of the Gales Point sand spit through pine ridge savanna. The road crosses the Mullins River and the last-named waterbody is the Big Creek. There is hardly any gradient in the terrain, the steepest section is found in the section Soldier-Mangrove Creek. Lowest point of the Coastal Road is at 1m ASL near Gales Point, and the highest point is at La Democracia at 33m. See Figure 24.

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Figure 24. Elevational Data for the Coastal Road

Subsurface Geology The most common topsoil within the area consists of very stiff, silty, grey-orange-red clay with low plasticity and minor amounts of quartz-feldspar sand (see Figure 25). At some locations, Fe-Mn nodules were observed (see Figure 25). Figure 25. Cross-section of the topsoil layers on the left; Fe-Mn nodules visible on the surface COASTAL ROAD ENVIRONMENTALto the rightIMPAC T ASSESSMENT 2018 87

This commonly overlies organic or red-brown silt, gravel and sand in a clay matrix, or quartz-feldspar sand (see Figure 25). Considering the soil composition and clast shape and sizes, these sediments are most likely river deposited and sourced from the Maya Mountains. In some test pit locations, the underlying limestone was observed and recorded. The geotechnical investigation program has two approaches of investigation: - Deep boreholes for bridge foundations; - Shallow test pits for road design, other works, borrow areas (lab tests). Eight deep boreholes have been carried out at various bridge sites:

Boreholes Depth UTM Coordinates Bridge [m] East North Name

BH-1 24.5 338369 1914630 Sibun BH-2 25.2 338534 1917661 Sibun BH-3-A 8.0 349349 1906452 Cornhouse BH-3-B 11.45 349351 1906455 Cornhouse BH-4 17.5 350762 1902979 Manatee BH-5 24.5 341746 1899543 Soldier BH-6 14.5 351780 1899437 Soldier BH-7 26.0 358841 1882527 Big Creek BH-8 20.0 350713 1903033 Manatee

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The results from the deep borehole investigation done in 2018, were combined with previous bore hole investigations executed under the year 2000 Feasibility Study (Quamina, Mangrove and Jenkins Creek). See table above for the location and below for the kind and depth of the various strata encountered.

The shallow investigation is planned for road design, other works, borrow areas. Objectives of the shallow investigation are to determine: • Stratigraphy, physical and structural characteristics of layered soil, • Survey of the thickness of shallow organic or soft soil, to be removed, • Site determination of soil shear strength and deformability characteristics, • Study remolded soil samples The following activities have been carried out:

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• Trial pits (TP) at the depth of 1.6-2.2m. They are useful to determine stratigraphy, physical and structural characteristics of layered soil and taking remolded soil samples. • Cone Penetration Tests (CPT). They are useful to provide continuous information that can be correlated with stratigraphy, physical characteristics (granulometry, relative density), consistency, Over Consolidation Ratio (OCR), shear strength and deformability. • Outcrop Survey (OUT): stratigraphic description of the outcrops with photographic documentation, in areas with existing road cuts. This type of investigation had not been scheduled. During the execution of the TP the prevalence of the medium-high consistency silty-clayey unit was highlighted. The following geotechnical investigations were carried out (per April 9, 2018) • 62 Trial pits (TP) at the depth of 1.6÷2.2m. • 56 Cone Penetration Tests (CPT) at the maximum depth of 8.66m. • 15 Outcrop Surveys (OUT): stratigraphic description of the outcrops with photographic documentation, in areas with existing road trench. • laboratory tests on the remolded samples taken in the trial pits and in borrow areas. The three most common soil layers are in the order from top to bottom of the pits: • Backfill soil (gravel in a silty sand matrix): ranging from 0-0.8m thickness • Silty sand (Fine sand with some organic matter): ranging from 0-1.6m thickness • Silty clay (stiff clay with low plasticity): ranging from 0-1.8m thickness For a proper road bed development, 0.3m top soil will be stripped, this topsoil is not suitable for building the road embankment but could be used to create a new topsoil once the road construction has been completed.

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Table 12. Location of the trial pits

Elevation Name X_Longitud Y_Latitude Depth [m] Sample Wet/Dry [m] TP007 25.99 335 439.00 1 917 900.00 1.68 1 d TP034 22.20 338 116.00 1 917 610.00 2.13 1 d TP048 21.81 339 130.00 1 917 730.00 1.07 1 d TP070 18.62 340 537.00 1 916 080.00 2.13 1 d TP091 20.93 342 054.00 1 914 410.00 2.13 2 d TP114 16.23 343 498.00 1 912 790.00 0.76 1 w TP134 17.61 345 159.00 1 911 700.00 2.13 2 w TP151 19.82 345 823.00 1 910 210.00 1.83 1 d TP151BIS 23.60 345 822.00 1 910 210.00 0.40 1 d TP178 16.39 347 914.00 1 908 940.00 1.68 2 w TP204 10.92 349 249.00 1 906 690.00 1.22 2 w TP223 20.75 350 063.00 1 904 930.00 1.83 1 d TP247 12.72 350 815.00 1 902 750.00 1.74 1 d TP280 15.20 351 478.00 1 899 550.00 1.52 1 d TP303 15.55 353 590.00 1 899 060.00 1.83 1 d TP326 14.62 355 026.00 1 897 940.00 1.83 1 d TP349 18.12 356 672.00 1 896 810.00 1.52 1 w TP363 11.06 357 835.00 1 897 530.00 2.13 1 w TP373+2G.P.2 10.00 358 699.00 1 897 670.00 1.68 1 w TP384 6.85 358 940.00 1 896 570.00 1.71 1 d TP403 9.46 358 805.00 1 894 480.00 1.83 1 d TP412 11.28 358 473.00 1 893 720.00 2.13 1 d TP423 12.92 357 579.00 1 893 260.00 1.98 1 d TP447 26.25 357 373.00 1 890 960.00 1.83 2 w TP454 23.86 357 698.00 1 890 480.00 1.52 1 d TP454+2M.R. 21.11 357 877.00 1 890 610.00 1.83 1 d TP484 27.34 358 809.00 1 888 690.00 1.52 1 d TP504 32.94 359 100.00 1 886 770.00 1.68 1 d TP504BIS 32.94 359 100.00 1 886 770.00 0.30 0 d TP521 32.61 358 421.00 1 885 200.00 2.13 1 d TP544 27.68 358 529.00 1 883 160.00 1.52 2 w TP567 21.68 360 045.00 1 881 540.00 1.83 2 w TP580 25.55 360 008.00 1 880 200.00 1.22 1 d

Figure 26. Stratigraphy from the trial pits

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Trial pits

0.0

0.5

1.0

1.5 Depthfrom b.g.l.[m]

2.0 Unit organic Silt Unit Limestone Unit Silty Clay Unit silty sand Unit R (backfill soil) 2.5

Soils The soils along the coastal road are mostly weathered, acidic soils in sandy and clayey substrate of the coastal plain. Locally there some deviations from the general pattern but most of the soils are badly drained. These soils typically have a savanna cover. The agricultural land value of such soils is low. Younger soils are generally better drained and typically have a forest cover. The agricultural land value of these soils tends to be higher. Pockets of soils subject to lime enrichment are found scattered along the trajectory and are typically found in association with karstic limestone hills. Along some of the streams recent soil deposits can be found. The agricultural value of such river soils tends to be higher. These soils occur in limited quantities and are subject to flood risks, which reduces their agricultural value.

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Figure 27. Soils (After Wright et al, 1959). Figure 28. Agricultural Land Value (After King et al, 1992).

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Topography

3.1.4.1 Elevation While the coastal road passes through essentially flat terrain and the elevation of the coastal road ranges from 1-33m above sea level, the overall topography, and them importantly, the topography of the watersheds covering the coastal road, ranges from sea-level to above 1,000 meters in the Maya Mountains at the headwaters of the Sibun River. See Figure 29.

Figure 29. Topography

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3.1.4.2 Watersheds and Hydrology In total 11 named creeks and rivers are in the project area crossing the road trajectory, Figure 30 shows the various watersheds upstream of the Coastal Road. These watersheds include small creeks such as the Deadmans Creek (tributary of the Quamina Creek) and the Nelly Creek (tributary of the Mullins River) and are very small. Downstream (east) of the road, several streams merge together. For instance, the Cornhouse and Mahogany Creeks, Manatee and Soldier Rivers, Jenkins, Quamina and Mangrove Creeks are usually considered to be part of the Northern and Southern Lagoon drainage area.

Figure 30. Watersheds in the project area, upstream of the river crossings

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Table 13 provides basic information about these sub watersheds. Important features are channel slope (length of the main tributary/elevation difference between highest point and elevation of the river crossing), land use/vegetation cover, bedrock/soil, rainfall and the run-off curve number CN. The CN parameter is based on the area’s hydrological soil group and land use. The CN varies between 30 to 100: the lower the number the lower runoff potential the watershed has. Paved surfaces for instance, have a high CN number of 98. The CN is important in the modelling process to determine what the peak discharges of a stream will be following excessive rain events. The headwaters of the Sibun River are in the Baldy Beacon/Baldy Sibun hills, one of the highest parts of the country. The other major creeks and rivers originate in the Hummingbird/Mullins River hills, an area characterized by a granitic pluton and Santa Rosa metamorphosed bedrock. The present Coastal Road is prone to flooding, resulting from overflowing rivers and creeks and from the ponding of low-lying sections of the road where the drainage is inadequate. Figure 6 indicates the sections that are known to flood but smaller unrecorded sections where flooding happens may exist. As part of the preparation of the design of the road, LiDAR imaging was done for an area of 800km2 between the Sibun River and the North Stann Creek. Based on the LiDAR, a Digital Elevation Model was prepared that shows the elevation of the ground surface. This information was the base for the design study of the road.

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Table 13. Characterization of the watersheds affecting the coastal road

Characteristics

Sibun and and Sibun Branch Caves River Cornhouse Manatee Soldier Jenkins Quamina Deadmans Mangrove Nelly Mullins Creek Big Catchment area 813.12 75.29 163.34 55.10 10.45 22.41 1.71 17.75 1.60 112.9 28.70 in km² upstream of the river crossings Elevation of the 971 125 465 460 146 410 124 400 60 487 353 head waters in m Elevation of river 15 4 5 10 6 1 1 4 9 6 13 crossing in m Length of the 54.9 14.2 24.0 17.1 5.5 13.0 1.12 8.9 3.2 21.9 10.0 main stream until the river crossing in km Channel slope 0.0152 0.009 0.001 0.010 0.021 0.019 0.11 0.015 0.015 0.005 0.014 Geology and soils Igneous rocks Headwat Headwaters in the Santa Rosa meta-sediments, mid-section running though Cretaceous limestone hills, and meta ers in the partly following a minor Faultline, lower reaches running through Quaternary alluvium of the coastal plain sediments in Cretaceo the upper us reaches, limeston carbonate e hills, rocks in the lower lower sections reaches Quatern COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 97

Characteristics

Sibun and and Sibun Branch Caves River Cornhouse Manatee Soldier Jenkins Quamina Deadmans Mangrove Nelly Mullins Creek Big ary alluvium of the coastal plain Climate Orographicall Orographically controlled in the upper reaches with on average 2250-2500 mm rain annually, lower reaches on y controlled in average 1900-2250 mm annually the upper reaches with up to 3000 mm rain, 1500-2000 mm rain in the lower reaches Hydrology Fast and Average daily discharge has not been established. No river gauge stations present in the watersheds turbulent tributaries, average daily discharge at Freetown Sibun is 50 m³/sec, Gauging stations Freetown none Sibun

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Characteristics

Sibun and and Sibun Branch Caves River Cornhouse Manatee Soldier Jenkins Quamina Deadmans Mangrove Nelly Mullins Creek Big Land use Steeper upper Steeper Some Mostly Forest Forest Little Forest Forest Mostly Forest in upstream of the reaches are reaches agricultu forest, with riverine with forest the river crossing under forest under re in limited some forst, limited and upper cover. In mid- forest lower savanna agricultu savanna agricultu some reaches section flat cover, and and pine re and re in the pine. and terrain used lower upper savanna lower Extensive substanti for pasture reaches reaches. in the reaches agricultu al and citrus savanna Mostly lower re in the agricultu groves vegetatio forest reaches lower re in the n. cover, reaches lower some reaches savanna Run off curve 54 63 47 37 37 43 # 41 # 42 50 number CN Time of 21.87 8.09 12.34 6.45 3.72 6.34 1.20 4.76 5.15 10.12 5.15 Concentration/ho ur

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Climate “Climate” means the usual condition of temperature, humidity, rainfall, atmospheric pressure, wind in an area for a long time, typically at least 30 years. Weather is the present situation of the atmosphere, often described in parameters such as: temperature, cloud cover, precipitation, humidity, wind speed and wind direction. The climate is tropical in Belize. Rainfall is significant most months of the year with a short dry season. The climate in Belize is classified as Am by the Köppen-Geiger system. The annual average temperature is 25.7°C and the average rainfall is 1841mm. The general wind pattern is that of east-south-easterly winds during the dry season, easterly winds in the rainy season and occasional northerly winds during the winter months (See Figure 31). In the period March-June the average wind speed is highest, but the average wind-speed inland is lower than in coastal areas.

Figure 31. Average annual wind direction distribution PGIA over the period February 2004- December 201710

A climate graph (See Figure 32 for Belize City), shows simultaneously the monthly average temperature, rainfall, and other important features of the climate.

10 https://www.windfinder.com/windstatistics/belize COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 100

Figure 32. Climate graph Belize City11

Rainfall shows a distinct ‘rainy season’, starting the end of May and ending in January, during these months on average more than 150mm rainfall falls on 12 or more days. Rainfall during the wet season is mainly resulting from the passing of tropical weather disturbances and systems, local afternoon (thunder)storms are resulting from convection. The dry season (February-May) is characterized by less wet days (days with >0.1mm rain), most of these rain showers are the result of the passing of cold air originating in the arctic regions in the northern hemisphere. May is a transition period; the influence of northern cold air masses is almost nil and therefore the first weeks of the month are generally very hot and dry. Later this month easterly tropical waves become more prevalent, resulting in an increase of rain. For the upgrading of the Coastal Road, the most important weather feature is rainfall, not so much the occurrence of dry weather but especially the amount, intensity and

11 http://www.belize.climatemps.com/ COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 101

duration of rainfall that can fall in the watersheds of the rivers that occur in the project area.

3.1.5.1 Rainfall

Figure 33. Rainfall patterns in Belize12

Rainfall data were requested from the National Meteorological Service in Hattieville, data were received from the following stations:

Station Begin date (m/dd/yr) End date (m/dd/yr) Belmopan 3/1/1974 30/9/2017 La Democracia 2/1/1993 11/30/2017 Philip Goldson International Airport 1/1/1966 12/13/2017 Middlesex 1/1/1996 30/6/2016 Gales Point 8/1/2001 8/31/2011

12 http://biological-diversity.info/climate.htm COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 102

The daily precipitation rates received at the various weather stations are presented in Figure 34-38. Daily rainfall is usually less than 50mm, exceptionally rainfall of over 150mm occurred at all five stations. Daily rainfall data are extremely important to enable the generation of rainfall-runoff models, to determine the highest peak discharge of the respective creeks/rivers.

Figure 34. Belmopan daily rainfall 1974-2017

Belmopan Daily Data PRECIP mm 400 350 300 250

inmm 200

150 Rainfal 100 50

0

3/1/2000 3/1/2008 3/1/2016 3/1/1974 3/1/1976 3/1/1978 3/1/1980 3/1/1982 3/1/1984 3/1/1986 3/1/1988 3/1/1990 3/1/1992 3/1/1994 3/1/1996 3/1/1998 3/1/2002 3/1/2004 3/1/2006 3/1/2010 3/1/2012 3/1/2014 Year

Figure 35. La Democracia daily rainfall 1993-2017

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La Democracia Daily Data PRECIP mm 250

200

150

100

Rainfall in mm in Rainfall 50

0

2/1/2002 2/1/2011 2/1/1993 2/1/1994 2/1/1995 2/1/1996 2/1/1997 2/1/1998 2/1/1999 2/1/2000 2/1/2001 2/1/2003 2/1/2004 2/1/2005 2/1/2006 2/1/2007 2/1/2008 2/1/2009 2/1/2010 2/1/2012 2/1/2013 2/1/2014 2/1/2015 2/1/2016 2/1/2017 Year

Figure 36. Philip Goldson International Airport daily rainfall 1966-2017

PGIA Daily Data PRECIP mm 500 450 400 350 300 250 200

150 Rainfall in mm in Rainfall 100 50

0

1/1/1978 1/1/1986 1/1/2008 1/1/2016 1/1/1966 1/1/1968 1/1/1970 1/1/1972 1/1/1974 1/1/1976 1/1/1980 1/1/1982 1/1/1984 1/1/1988 1/1/1990 1/1/1992 1/1/1994 1/1/1996 1/1/1998 1/1/2000 1/1/2002 1/1/2004 1/1/2006 1/1/2010 1/1/2012 1/1/2014 Year

Figure 37. Middlesex daily rainfall 1996-2016

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Middlesex Daily Data PRECIP mm 350

300

250

200

150

Rainfall in mm in Rainfall 100

50

0

1/4/1970 1/4/1978 1/4/1986 1/4/1994 1/4/2002 1/4/2010 1/4/1966 1/4/1968 1/4/1972 1/4/1974 1/4/1976 1/4/1980 1/4/1982 1/4/1984 1/4/1988 1/4/1990 1/4/1992 1/4/1996 1/4/1998 1/4/2000 1/4/2004 1/4/2006 1/4/2008 1/4/2012 1/4/2014 1/4/2016 Year

Figure 38. Gales Point daily rainfall 2001-2011

Gales Point Daily Data PRECIP mm 300

250

200

150

100 Rainfall in mm in Rainfall 50

0

Year

Figure 39. Classification of intensity of daily rainfall

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Daily BMP La Democracia PGIA Middlesex Gales Point precipitation in Percentage Percentage Percentage Percentage Percentage mm 0 56.25 % 53.19 % 52.92 % 53.78 % 66.16 % 0.1-5 19.04 21.61 24.85 15.45 11.33 5.1-10 8.50 8.19 7.40 8.73 7.37 10.1-20 7.66 7.39 6.69 9.75 6.91 20.1-50 6.63 7.25 6.01 8.62 5.89 50.1-100 1.63 2.04 1.65 2.90 1.82 100.1-200 0.22 0.24 0.41 0.65 0.30 >200 0.03 0.05 0.04 0.07 0.06 Total records 13,687 8,579 18,954 14,670 3,635

At all five stations no rainfall was recorded during more than 50% of days. 0.3-0.7% records indicated a total daily amount of rainfall exceeding 200mm. For Belmopan and La Democracia this were four events for each site, eight events for PGIA, 10 events for Middlesex and two for Gales Point.

Daily BMP La Democracia PGIA Middlesex Gales Point precipitation ## records ## records ## records ## records ## records in mm 0 7699 4563 10030 7889 2405 0.1-5 2606 1854 4710 2267 412 5.1-10 1163 703 1402 1281 268 10.1-20 1049 634 1268 1430 251 20.1-50 907 622 1140 1265 214 50.1-100 223 175 312 426 66 100.1-200 30 21 77 96 11 >200 4 4 8 10 2 Total records 13,687 8,579 18,954 14,670 3,635

3.1.5.2 Hurricanes Belize is in a zone that is prone to be affected by tropical weather systems: tropical depressions, tropical storms and hurricanes. These systems are distinguished by their windspeed:

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• A tropical depression or tropical low is a tropical disturbance that has a clearly defined surface circulation with maximum sustained winds of less than 34 knots (39mph; 63km/h). Tropical depressions are assigned a number. • A tropical storm is an organized system of strong thunderstorms with a defined surface circulation and maximum sustained winds between 34 knots (39mph; 63km/h) and 64 knots (119km/h). At this point, the distinctive cyclonic shape starts to develop, although an eye is not usually present. Government weather services first assign names to systems that reach this intensity (thus the term named storm). • A hurricane is a system with sustained winds of at least 34m/s (66 knots; 76mph; 120km/h). A cyclone of this intensity tends to develop an eye, an area of relative calm (and lowest atmospheric pressure) at the center of circulation. The eye is often visible in satellite images as a small, circular, cloud-free spot. Major risks resulting from the passing of these tropical weather systems are: rainfall, strong winds and storm surges. Although hurricanes will bring the highest risk of damages to property and human lives, the passing of the other systems will mainly result in rainfall that can cause flooding and ponding of low-lying areas. Most tropical weather systems occur in the period June 1-November 30, although some off-season hurricanes have occurred. The mainland of Belize has been affected by 55 tropical weather systems over the period 1864-2016. • 7 tropical depressions • 24 tropical storms • 11 hurricanes category 1 • 4 hurricanes category 2 • 1 hurricane category 3 • 3 hurricanes category 4 The project area between the George Price Highway and the Stann Creek Valley Road has seen 12 systems pass over the same period 1864-2016: • 1 tropical depression • 5 tropical storms • 2 hurricanes category 1 • 3 hurricanes category 2 • 1 hurricane category 4 Recently, the area was affected by Hurricane Richard on October 25, 2010 and Hurricane Earl on August 4, 2016.

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Figure 40.Trajectories of tropical depressions, tropical storms and hurricanes over the project area in the period 1864-2016.

Source: https://www.coast.noaa.gov/hurricanes/

Flood hazard See discussion under 1.2.3. Assessment of drainage To decrease the flood risk of the road, the following measures are proposed: • Elevating the roadbed • Include more and bigger culverts • The new bridges will have a larger opening so more water can pass per time unit • The new bridges will be raised • Side drains system connected with culverts and waterbodies

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Natural environment - ecosystems The ecosystems in the project area were primarily classified using remote sensing tools, with the primary source of information a Landsat 8 tm 30m resolution satellite image of February 2017. To ground-truth this classification, a set of 12 random vegetation transects was established. To establish the locations for these transects, using GIS methodologies, points sets 5 km apart were projected. Using a fixed distance creates a random element and prevents the researcher from selecting “convenient” locations. To further the level of randomness, the aspect of the transects was flipped each time. In other words, transect 1 was located on the east side of the road, transect 2 on the west side of the road, transect 3 on the east side and so on. The relatively large number of transects increased the chances for all major ecosystems within the road-reserve to be represented. The methodology used for the vegetation transects has been adapted from the methodology used by the Forest Planning and Management Project in Belize (Shawe, 1997). This methodology involved the opening of a 100-meter-long (and in this study, straight) line through the vegetation under study. Care was taken not to remove any of the trees along the transects. The cut line only served to facilitate access. The transects started at the edge of the disturbed zone along the road, i.e. in “original” vegetation. The actual transect consists of a 4m wide band along the cut line (2m to the left, 2m to the right). Within this transect, all trees with a diameter at breast height (dbh or approximately 1.30m height) of more than 10cm were counted, dbh measured and where possible identified. Only those stems were counted that had their base within the transect (important in the case of leaning trees). All other herbs, vines, saplings, shrubs etc. were identified to the closest level possible. It should be noted that many plants can not be identified to species when not in flower and/or fruit. See Appendix 5 for the full details of the methodology used and Appendices 7 and 8 for the results. The results of the transects were then used to modify the remote- sensing based ecosystem analysis. Ecosystems have been identified based on their occurrence within a 5km buffer zone on either side of the road. The broad ecosystems are portrayed in Figure 41. Within these broad ecosystems, several sub-types can be recognized. These are identified in Table 14 and described in detail in Appendix 6 Ecosystem Details

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Figure 41. General Ecosystems within a 5 km buffer zone on each side of the road.

Table 14 clarifies the subdivisions that exist with the four broad ecosystems occurring in the project area. This table also identified the coverage in hectares within the 5km buffer area.

Table 14. Ecosystem Descriptions including UNESCO subdivision details. COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 110

Broad UNESCO Code - UNESCO Class Ha – in 5km Ecosystem detail buffer Area Agriculture SPA Agro-productive Systems 8,126 Broadleaf IA1f(2) Tropical evergreen broad-leaved occasionally 110 Forest flooded alluvial forest IA2a(1)(a) Tropical evergreen seasonal broad-leaved 3,015 lowland forest, well drained, over acidic soils IA2a(1)(a)K-s Tropical evergreen seasonal broad-leaved 5,117 lowland forest, well drained, on rolling karstic hills IA2a(1)(a)-s Tropical evergreen seasonal broad-leaved 1,393 lowland forest, well drained, over acidic soils: Steep IA2a(1)(b)K Tropical evergreen seasonal broad-leaved 6,450 lowland forest on calcareous soils IA2a(1)(b)S Tropical evergreen seasonal broad-leaved 6,038 lowland forest on poor or sandy soils IA2g(1)(a)-Sh Tropical evergreen seasonal broad-leaved 3,902 lowland swamp forest, short tree variant IIIA1b(a) Deciduous broad-leaved lowland shrubland, 2,255 poorly drained IIIB1b(a) Deciduous broad-leaved lowland shrubland, well- 206 drained IIIB1b(a)2 Deciduous broad-leaved lowland disturbed 328 shrubland IIIB1b(f)P Deciduous broad-leaved lowland riparian 1,683 shrubland of the plains Savanna IA2a(2)(b) Tropical evergreen seasonal needle-leaved 1,607 lowland forest, moderately drained VA2a(1)(2) Short-grass savanna with scattered trees/ shrubs 8,846 VA2a(1/2) Short-grass savanna with dense trees or shrubs 5,547 VE1a(1) Marine salt marsh 121 Water SA1b(5) Brackish lake of the Caribbean littoral plain 1,080 Wetland IA5a(1)(c) Caribbean mangrove forest; mixed mangrove 469 scrub IA5a(1)(e) Caribbean mangrove forest; riverine mangrove 109 IA5a(1)(f) Caribbean mangrove forest; basin mangrove 856 VD1a(1) Eleocharis marsh 236

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Protected Areas There are several protected areas that are influenced by the Coastal Road (Figure 42). From north to south, these are:

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Figure 42. Protected areas

1) Runaway Creek Rainforest Preserve: A private protected area managed by the Foundation for Wildlife Conservation Belize. Runaway Creek Rainforest Preserve is a strict nature reserve dedicated to conservation and research. It is well known for its steep karst hills, secluded wetlands, varied wildlife and rich archaeological remains. The preserve suffered heavily from hurricanes Richard (2010) and Earl (2016) and subsequent wildfires. 2) Manatee Forest Reserve: A forest reserve managed by the Forest Department. The Reserve covers both broadleaf forest as well as pine forests. Over the years, various

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sections of the reserve have been de-reserved in favor of private developments. The road crosses a narrow savanna section of the reserve in the north and passes close by the SE most point just after the White Ridge Farm Citrus Plantation west of Gales Point. 3) Grants Works Forest Reserve: This was/is a forest reserve dedicated to the management of Pine. While it was never officially de-reserved, over the years large sections have been surveyed out to make way for residential (Hope Creek) and agricultural developments. At this moment the Forest Department states that Grants Work exists only on paper.

Figure 43. Landsat (2017) image showing the official boundaries of the Grants Work Forest Reserve but indicate wide-spread other uses within its boundaries.

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Biological corridors Protected areas constitute the principal tool for biodiversity conservation. This approach – designating areas with particularly important characteristics or biological richness and placing them under management regimes that maintain those qualities – does, however, have shortcomings if employed as the sole conservation technique. Biological corridors have been proposed as a means of overcoming those problems. The central issue is the fragmentation and eventual elimination of natural habitats, and their replacement by landscapes modified by man. This process is the most important cause of species loss in the current global extinction wave. Where natural habitat is already broken up, protected areas are perforce established in the residual natural areas and are thus isolated from each other and often small in extent. Where natural habitat is still extensive, as in Belize, the areas themselves are scattered but retain habitat connections beyond their boundaries. The fragmentation process is, however, only at an earlier stage. On-going trends in demographic growth, economic development, and land use change all indicate that the end-result in the foreseeable future will be the same – a scatter of protected areas of various sizes, isolated from each other, and themselves coming under increasing pressure. Although the Belizean protected area system is one of the most comprehensive in the world (over 30% of national area, with full representation of all natural habitats to some degree), even this is almost certainly inadequate to ensure survival of all species in the country. The key issue is connectivity between the protected areas, and the response is to broaden the strategy by keeping protected areas as the core conservation sites but to promote actions in the wider landscape that link them up. These linkages are the biological corridors. Broad connecting stretches of natural habitat is the ideal, but corridors can operate at any scale and in any way that allows some form of interchange through the landscape and between core sites. Under these conditions, even a partial linkage is better than none. Finally, corridors offer a means of circumventing the problem of the need for more area under conservation management to protect biodiversity and other environmental values and the increasing difficulty of extensive establishment of such sites under the more restrictive protected area management regimes. Corridors are not necessarily linear nature reserves, but they do serve to conserve biodiversity, prevent erosion, protect water resources, provide forest and other wildland resources, give shelter, and provide recreational, tourism, and other economic opportunities, while helping protect the characteristics and investments made in the core sites they link.

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Figure 44. Theoretical functioning of Biological Corridors13

The Mesoamerican Biological Corridor initiative is a large corridor through Mesoamerica, connecting several national parks (protected areas), and privately- owned land under protection. Core areas are areas to conserve eco-systems and

13 From Meerman, J.C. 2000. Feasibility Study of the Proposed Northern Belize Biological Corridors Project NBBCP. Main Report. Programme for Belize 95 pp.

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species, where human activity is prohibited. These areas are surrounded by buffer zones where human activities are restricted. These core and buffer zones are connected through corridors, which are areas that allow the movement of species. Figure 44 depicts the theoretical functioning of biological corridors. It is often difficult to establish appropriate locations for Biological Corridors. The easiest way is to assume that habitat connectivity is a proxy for wildlife connectivity, also stream-sides are often considered de-facto biological corridors. In the case of the Coastal Road, the identification of Biological Corridors was facilitated through consultation with the Foundation for Wildlife Conservation Belize which has conducted years of research in the area. Particularly research carried out by (now Minister of State in the Ministry of Agriculture, Fisheries, Forestry, the Environment and Sustainable Development) Dr. Omar Figueroa. Based on this research, key locations could be established and are depicted in Figures 45 and 46. For the project area, the most critical corridor appears to be near the SW corner of the Runaway Creek Rainforest Preserve. The principal Jaguar movement is from here to the Manatee Forest Reserve over (probably) private land. There is an urgent need to secure this area as a Biological Corridor under the Protected Areas System Act of 2015 in order to preserve its functionality.

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Figure 45. Biological corridor in the Runaway Creek area.

The fat arrow indicates a corridor of particular importance for Tapir, and the thin arrow indicates a corridor of importance for Jaguars (source Foundation for Wildlife Conservation Belize)

Figure 46. Potential Biological corridors in the Soldier Creek area

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Sensitive habitats The Coastal Road is an existing road cutting through a number of different ecosystems. Wetlands are considered to be sensitive habitats and four wetland types are found within the 5km buffer zone. None of these will be directly affected by the road upgrading. Cumulative effects will be discussed in Chapter 4.3. Table 42 presents all COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 119

broad and detailed habitats within the 5km buffer zone and indicates their national coverage within the National Protected Areas system (Meerman, 2005c).

Land systems In the series Land Resource Assessments, King et al distinguished three hierarchical levels of land units: land regions, land systems and subunits. Land regions groups land systems with similar topography, bedrock, soils, vegetation and hydrology. The following land regions are represented in the general project area (description of the land regions derived from King et al, 1992): • Northern coastal plain: flat to undulating terrain, average annual rainfall 1300- 2000mm, altitude from sea level to 20m, most of the region is underlain by Cenozoic limestone • Central foothills: bedrock is the Cretaceous and early Paleogene limestones, the foothills are characterized by distinctive karts landscape, average annual rainfall 2600-2700mm • Central coastal plain: similar as the northern coastal plain, but average annual rainfall is higher • Western uplands: bedrock is the Cretaceous limestone, with many karst features. Average annual rainfall ranges from 1500-2000m, altitude ranges from 180-700m

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Figure 47. Land systems around the coastal road represented by a two-letter code

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Table 15. Land systems (King et al, 1992)

Land Land Land system Location Main soil type Limiting Agricult. Present use regions System name factors values code Northern BF Lower Belize Floodplain of Soils in river Wetness, 1-3 Citrus farm, coastal Floodplains the Sibun alluvium flooding proposed plain River sugar cane plantation SW Sibal swamp Low lying, Waterlogged Wetness 5 None poorly clays and peats drained area of permanent between the freshwater two karts hill swamps, formations of extremely the Peccary poorly drained. Hills north

and the Cretaceous limestone hills south of the Coastal Road BP Belize Plain Large area Soils in deep, Nutrients, 5 None about half acid and old drainage,

way the coastal moisture Sibun and the alluvium. Manatee Characterized River by ‘corned beef’ clay subsoil: layers with mottled grey and brown spots indicating poor drainage Central BX Hummingbird Characteristic Limestone hills Erosion, 4-5 Few mixed foothills Plain with karst hills usually with variability, smallholding

Hills near the shallow soils, shallow farms Quamina rich in organic soils Creek. The matter. Hill- winding road wash clay mainly accumulates in follows the the valleys flat valley

bottoms between the hills

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Land Land Land system Location Main soil type Limiting Agricult. Present use regions System name factors values code Central SF Stann Creek Related to Alluvial clay Wetness, 3 Small scale Coastal Coastal the valley deposits in the nutrients farms, citrus

Plain Floodplains bottoms of low-lying farms in the the Manatee valleys North Stann and Mullins Creek valley

Rivers and the North Stann Creek SP Stann Creek The Coastal Soils developed Nutrients, 3-5 Pine, small Coastal Plain Road follows in Santa Rosa drainage, holder this higher metasediments moisture farms, ridge deposits borrow pits between the originated Mullins River from the Maya and the Big Mountains Creek TP Puletan Plain Several small Soils in deep, Nutrients, 5 Pine, shrimp spots of siliceous, old drainage, farm

Puletan Plain alluvium on moisture in the mid- coastal plains section of the with mottled road, but subsoils extensively present in the southern half from the Gales Point junction to the Mullins River Western TX Xpicilha hills Karst hills Limestone Erosion, 3-5 Timber, uplands with plains north of the derived soils shallow conservation road, near soils, the Quamina nutrient Creek levels, small fields

Current land use The area around the coastal road is characterized by large tracts of relatively undisturbed natural habitats. Agriculture activities are the most extensive in the Stann Creek, Sibun, Mullins River and Big Creek watersheds (see Figure 48). The agriculture cover within each of these watersheds is of relevance because of the changes in

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hydrology triggered by agricultural uses. See the Assessment of Drainage Chapter 3.1.2.3. for further details.

Figure 48. Land Use in the Coastal Road Watersheds.

As discussed before, the low level of habitation in the area (See Chapter 3.2.1, Social Impact Assessment) results in relatively limited human activities in the area. Apart from limited use for agriculture, there are (and therefore) relatively few feeder roads.

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While many of the ecosystems may appear undisturbed, the flora investigations through the vegetation transects (See Appendix 7 - Vegetation Transects) has revealed that at least directly along the road, vegetation appearing to be “undisturbed” when observed from the side of the road, show evidence of past occupation and agricultural activities as evidenced by species composition and the presence of cultivated species.

Flora Based on 2017 Landsat satellite imagery, an attempt was made to assess the various vegetation types / ecosystems present within the protected area buffer zone. To verify this remote sensing analysis, and in order to get information about species compositions and vegetation structure, a set of 11 vegetation transects was established. To establish the locations for these transects, using GIS methodologies, points sets 5km apart were projected. Using a fixed distance creates a random element and prevents the researcher from selecting “convenient” locations. To further the level of randomness, the aspect of the transects was flipped each time. In other words, transect 1 was located on the east side of the road, transect 2 on the west side of the road, transect 3 on the east side and so on. The relatively large number of transects increased the chances for all major ecosystems within the road-reserve to be represented. The methodology used for the vegetation transects has been adapted from the methodology used by the Forest Planning and Management Project in Belize (Shawe, 1997). This methodology involved the opening of a 100-meter-long (and in this study, straight) line through the vegetation under study. Care was taken not to remove any of the trees along the transects. The cut line only served to facilitate access. The transects started at the edge of the disturbed zone along the road, i.e. in “original” vegetation. The actual transect consists of a 4m wide band along the cut line (2m to the left, 2m to the right). Within this transect, all trees with a diameter at breast height (dbh at approximately 1.30m height) of more than 10cm were counted, dbh measured and where possible identified. Only those stems were counted that had their base within the transect (important in the case of leaning trees). All other herbs, vines, saplings, shrubs etc. were identified to the closest level possible. It should be noted that many plants cannot be identified to species when not in flower and/or fruit.

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Based on these Transect data (See Appendix 7 - Vegetation Transects) enhanced with additional data gathered from the 5km buffer area on each side of the road, 659 plant species have now been recorded from this area (See Figure 53). Of these species, three are either of conservation concern or of economic importance (Tables 16 and 18).

Figure 49. Location of Plant Records within the 5km buffer zone around the road

Table 16. Species of conservation concern (Meerman, 2005)

Order Species English Name IUCN class Status in Justification Belize Plants Schippia Mountain Pimento VU LC 2 concolor

Plants Swietenia Large-Leaved VU VU 5,9 macrophylla Mahogany

Plants Zamia meermani Meerman’s Zamia CR CR 2,3,8

Justification: 2. Endemic species 3. Small Range – Regional Endemic 5. Economic importance 8. Specialized ecological requirements 9. Charismatic species drawing national and international attention IUCN class/Status in Belize: LC. Least concern VU. Vulnerable CR. Critical

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Fauna Although the principal purpose of the transects was the ecosystem/vegetation assessment, the opportunity was taken to use the same transect for fauna observations. At the start of creating the transect, 15 minutes were taken to carry out bird observations, which includes audio observations. At later stages, the same locations were again visited for bird records. All bird records, either from the transects or opportunistically along the road were later entered into the eBird database, thereby building a geo-referenced dataset of birds for the area. Other organisms (Mammals - including tracks, reptiles, amphibians and invertebrates) were similarly recorded along the transects. Apart from this, an extensive use was made of this eBird (www.ebird.org) database. For the 5km buffer zone along the road, as per November 2017, a staggering 25,319 bird records representing 388 species was available. This large numbers and great variety are no doubt caused by the variety of habitats included such as savanna, hills rivers and lagoons.

3.1.14.1 Invertebrates Based on the transect data (See Appendix 7- Vegetation Transects) enhanced with additional data gathered from the 5km buffer area on each side of the road, 103 invertebrate species have now been recorded from this area (See Appendix 8). These species include mostly butterflies, dragonflies and damselflies and some mollusks. See Appendix 8 for the full list of species. Of note is the invasive aquatic snail Tarebia granifera found in great quantities in the Sibun River. The other streams appear to be free of it.

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Figure 50 Tarebia granifera. An invasive aquatic snail found in the Sibun River

•

No invertebrate species of conservation concern have been recorded in the area.

Figure 51. Location of Fish and Invertebrate Records within a 5km buffer zone along each side of the road.

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3.1.14.1 Fish Based on the Database data enhanced with observational data, 55 fish species have been established from the project area (See Appendix 8) as defined by the previously mentioned 5km buffer area on each side of the road. No fish were collected, and the principal methodology consisted of observing. Feed (bread, termite larvae) spread on the water attracted numerous fishes, but the resulting “feeding frenzy” actually inhibited visual species recognition. Observing free swimming fish for about 10 minutes at each site proved to be the most effective. As in the other orders, the species list was augmented with BERDS database data. This fairly large number of fishes recorded includes a number of marine fishes. The southern lagoon is just included in the 5km buffer zone (see Figure 51) and many marine fish will travel quite a distance on the rivers as well. During fieldwork, both Tarpon and Grey Snapper were observed, and local hunters/fishers reported going up the Manatee River specifically looking for Snook. The Tarpon was observed in the Big Creek, which is surprising since this creek does not have a (known) opening to the sea. Overall the fish fauna is strongly depauperated. Local tourism operators14 reported that as little as a decade ago the Southern Lagoon supported a profitable sports fishery, but that extensive use of gill nets, has destroyed this resource. No fish species of conservation concern were recorded in the area.

3.1.14.2 Amphibians Based on the Transect data (See Appendix 7 - Vegetation Transects) enhanced with additional data gathered from the 5km buffer area on each side of the road, 10 Amphibian species have now been recorded from this area (See Figure 52 and Appendix 8). No amphibian species of conservation concern were recorded in the area.

14 Names withheld for security reasons.

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Figure 52. Location of Amphibian and Reptile records within a 5km buffer zone along each side of the road.

3.1.14.3 Reptiles Based on the Transect data (See Appendix 7 - Vegetation Transects) enhanced with additional data gathered from the 5km buffer area on each side of the road, 27 Reptile species have now been recorded from this area (See Figure 52 and Appendix 8). Reptile species of conservation concern include the Hickatee (Dermatemys mawii), the Common Slider or Bocatora (Trachemys scripta) and the Morelet’s Crocodile (Crocodylus moreletii). For these species the Manatee River and the Sibun River are of importance.

3.1.14.4 Birds Although the principal purpose of the transects was the ecosystem/vegetation assessment, the opportunity was taken to use the same transect for bird observations. At the start of creating the transect, 15 minutes were taken to carry out bird observations, which includes audio observations. At later stages, the same locations were again visited for bird records. All bird records, either from the transects or

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opportunistically along the road were later entered into the eBird database, thereby building a geo-referenced dataset of birds for the area.

Figure 53. Location of Bird and Mammal records within a 5km buffer zone along each side of the road.

Apart from this, an extensive use was made of this eBird (www.ebird.org) database. For the 5km buffer zone along the road, as per November 2017, a staggering 9,805 bird records representing 389 species was available. This large number and great variety are no doubt caused by the variety of habitats included such as savanna, hills rivers and lagoons as well as artificial habitats such as aquaculture ponds. A full list of records is presented in Appendix 8. But the 25 most commonly reported bird species within this buffer zone is listed below in Table 17. This table also indicates whether the species was recorded during field work for the Coastal Road EIA. Further records specific to the vegetation transects can be found in that section in Appendix 7.

Table 17. 25 most recorded bird species in the 5km buffer zone

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English Name Scientific name # records EIA Black Vulture Coragyps atratus 222 Yes Brown Jay Psilorhinus morio 200 Yes Rufous-tailed Hummingbird Amazilia tzacatl 186 Yes Golden-fronted Woodpecker Melanerpes aurifrons 169 Yes Turkey Vulture Cathartes aura 166 Yes Social Flycatcher Myiozetetes similis 158 Yes Olive-throated Parakeet Eupsittula nana 156 Yes White-collared Seedeater Sporophila torqueola 143 Yes Melodious Blackbird Dives dives 135 Yes Great Kiskadee Pitangus sulphuratus 134 Yes Acorn Woodpecker Melanerpes formicivorus 132 Yes Clay-colored Thrush Turdus grayi 126 Yes Ruddy Ground-Dove Columbina talpacoti 125 Yes Tropical Kingbird Tyrannus melancholicus 125 Yes American Redstart Setophaga ruticilla 123 Yes Tropical Mockingbird Mimus gilvus 121 Yes Spot-breasted Wren Pheugopedius maculipectus 115 Yes Common Tody-Flycatcher Todirostrum cinereum 108 No Roadside Hawk Rupornis magnirostris 106 Yes Great-tailed Grackle Quiscalus mexicanus 106 Yes Plain Chachalaca Ortalis vetula 104 Yes Black-cowled Oriole Icterus prosthemelas 96 Yes Osprey Pandion haliaetus 95 Yes Magnolia Warbler Setophaga magnolia 92 Yes Gray Catbird Dumetella carolinensis 88 Yes

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3.1.14.5 Mammals Due to the research activities of the Runaway Creek Rainforest Preserve managed by the Foundation for Wildlife Conservation Belize, the mammal fauna is quite well known. Appendix 8 shows the list containing 29 mammal species reported from the Coastal Road. Many years of wildlife camera studies have been conducted in the Runaway Creek Rainforest Preserve and the Foundation for Wildlife Conservation Belize was kind enough to share the wildlife pictures presented here. Absent from these pictures are arboreal animals such as Black Howler and Spider Monkeys. Also missing are aquatic mammals such as the River Otter, but the consultant was lucky enough to photograph one of these near the Mullins River.

Collared Peccary Paca - Gibnut

Jaguar Jaguarundi

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Margay Morelets’ Crocodile

Ocelot Puma

Red-Brocket Deer Tapir

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White-tailed Deer River Otter (Picture J.Meerman). Pictures courtesy of Foundation for Wildlife Conservation Belize.

3.1.14.6 Endangered and Commercial Species There exists a list of species of conservation concern that was produced for the National Protected Areas Systems Plan by Meerman et al. (2005). The Forest Department has plans to update this list, but as yet, it is unclear when this will be available.

Table 18. Species of conservation concern (Meerman, 2005)

Order Species English Name IUCN Status in Justification class Belize Birds Agamia agami Agami Heron VU 6,8 Birds Ajaia ajaja Roseate Spoonbill VU 6 Birds Amazona oratrix Yellow-Headed Amazon EN 4,8,9,10 Birds Amazona xantholora Yellow-Lored Parrot VU 10 Birds Ardea herodias Great Blue Heron VU 4,10 Birds Asio stygius Stygian Owl VU 10 Birds Cairina moschata Muscovy Duck VU 4 Birds Columba leucocephala White-Crowned Pigeon NT VU 4,7 Birds Contopus cooperi Olive-Sided Flycatcher NT DD Birds Crax rubra Great Curassow NT VU 4,9 Birds Dendrocygna autumnalis Black-Bellied Whistling Duck VU 4,10 Birds Egretta rufescens Reddish Egret VU 6,10 Birds Egretta thula Snowy Egret VU 6,10 Birds Egretta tricolor Tricolored Heron VU 6,10 Birds Eudocimus albus White Ibis VU 6 Birds Fregata magnificens Magnificent Frigatebird VU 6 Birds Jabiru mycteria Jabiru VU 4,7,9,10,11 Birds Mycteria americana Wood Stork VU 4,6,10 Birds Nyctanassa violacea Yellow-Crowned Night-Heron VU 6

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Order Species English Name IUCN Status in Justification class Belize Birds Nycticorax nycticorax Black-Crowned Night-Heron VU 6 Birds Pelecanus occidentalis Brown Pelican VU 6,10 Birds Penelope purpurascens Crested Guan VU 4 Birds Phalacrocorax auritus Double-Crested Cormorant VU 4,6,10 Birds Phalacrocorax brasilianus Neotropic Cormorant VU 4,6,10 Birds Pionopsitta haematotis Brown-Hooded Parrot DD Birds Sarcoramphus papa King Vulture VU 7,8,9 Birds Sterna antillarum Least Tern VU 6 Birds Sterna dougallii Roseate Tern VU 6 Birds Sterna sandvicensis Sandwich Tern VU 6

Mammals Alouatta pigra Mexican Black Howler EN VU 3,9 Mammals Ateles geoffroyi MonkeyCentral American Spider VU VU 9 Mammals Puma yaguarondi MonkeyYaguarundi VU LC 10 Mammals Leopardus pardalis Ocelot VU VU 4,9,10 Mammals Leopardus wiedii Margay VU VU 9,10 Mammals Lontra longicaudis Neotropical River Otter DD VU 10 Mammals Panthera onca Jaguar NT NT 4,7,9,10 Mammals Puma concolor Puma NT NT 4,7,9,10 Mammals Tapirus bairdii Central American Tapir EN VU 4,9,10 Mammals Trichechus manatus West Indian Manatee VU VU 4,9

Plants Schippia Mountain Pimento VU LC 2 Plants Swieteniaconcolor macrophylla Large-Leaved Mahogany VU VU 5,9 Plants Zamia meermani Meerman’s Zamia CR CR 2,8 Reptiles Crocodylus moreletii Morelet's Crocodile CD 3,4,5,9,10 Reptiles Dermatemys mawii Central American River Turtle EN EN 3,4,5,9 Reptiles Trachemys scripta Common Slider NT LC 4

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Justification: 2. Endemic species 3. Small Range – Regional Endemic 4. Hunted – Fished 5. Economic importance 6. Colony breeder (restricted number of breeding colonies/locations) 7. Needs large range 8. Specialized ecological requirements 9. Charismatic species drawing national and international attention 10. Prosecuted as perceived pest 11. Genetically different from South American counterpart IUCN class/Status in Belize: LC. Least concern VU. Vulnerable CR. Critical EN. Endangered DD. Data deficient NT. Near threatened CD. Conservation dependent

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Water Quality Water samples were taken immediate downstream from the future construction activities; samples from the following creeks and rivers were collected to provide baseline data: • Sibun River • Cornhouse Creek • Manatee River • Soldier Creek • Jenkins Creek • Quamina Creek • Mullins River • Big Creek The collecting sites are shown on Figure 54. Sampling has been done on the following dates: • January 24, 2018 representing the water quality during the rainy season. • March 22, 2018 representing the water quality during the dry season. Per site two samples were taken, one for biological testing and the second sample for analysis of the a-biological parameters. Samples were taken in clear water with no visible suspended solids resulting from surface run-off. Sample bottles and caps were rinsed twice with the water of the creek/river to be sampled. After which the bottled was completely filled with water. The samples were placed on ice and taken to the Bowen & Bowen Water and Waste Laboratory in Ladyville the same afternoon. Table 19 provides an overview of the following information: GPS location, date and time of the collection and the temperature of the water of the waterbody at the time of sampling. The differences in results between the several streams is a result of the various bedrocks where the streams have their origin, what bedrock the streams pass before their sampling point and land use activities within the watershed. Creeks that originate and run through limestone bedrock, have a higher content of Calcium carbonate, and pH. The presence of farm fields in the headwaters will affect the quality of the water especially when mineral fertilizers are used on the land. Rainy spells or a sudden down pour can cause overland run-off with subsequently high sediment loads, increased biological matter and the leaching of minerals. Understanding of the watersheds, knowledge of the landuse is important to understand the different outcomes of the water tests.

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Figure 54. Water sampling locations

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Table 19 Location, date and time of water sampling

Location Rainy season sampling Dry season sampling

Name UTM Date Time Temp. Date Time Temp. in waterbody in ° ° Celsius Celsius Sibun River 1917765 24-01- 12.50 25 22-03- 13.00 25 338517 2018 2018 Cornhouse Creek 1906472 11.47 25 12.15 26 349365 Manatee River 1903013 11.35 23 11.00 23 350751 Soldier Creek 1899568 11.19 23 10.45 23 351763 Jenkins Creek 1898400 11.02 22 10.25 23 354918 Quamina Creek 1897352 10.20 23 9.50 24 358827 Mullins River 1889502 9.21 23 9.00 23 357682 Big Creek 1882492 8.50 24 8.42 25 358872

3.1.15.1 Results water sampling during the rainy season (24 January 2018) The Water Analysis Report (#9-2018) is included in Appendix 4, a summary is provided in Tables 20 and 21.

Table 20. Overview of the water testing results rainy season, 24 January 2018

Parameter Site 1 Site 2 Site 3 Site 4 Site 5 Site 6 Site 7 Site 8 Soldier Sibun Big Mullins Quamina Jenkins Manatee Cornhouse Creek River Creek River Creek Creek River Creek pH 6.75 7.14 7.68 7.59 6.62 7.75 8.21 7.87 TSS <4 <4 <4 25.2 <4 83.6 6.4 4.2 TDS 26.4 28.6 120.5 68.2 17.9 115.9 373 110.3 DO 7.10 7.81 6.49 7.48 8.01 7.81 6.95 7.56 Total 0.11 0.10 0.07 0.07 0.12 0.12 0.26 0.13 phosphate Total 1.4 0.9 1.3 0.4 0.8 ND 1.0 1.4 nitrate Total 8.5 11.9 62.7 48.4 8.1 103 211 104 hardness

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Parameter Site 1 Site 2 Site 3 Site 4 Site 5 Site 6 Site 7 Site 8 Soldier Sibun Big Mullins Quamina Jenkins Manatee Cornhouse Creek River Creek River Creek Creek River Creek E-coli 0 0 0 0 0 925 415 130 Fecal coli 0 20 25 375 34 1840 640 310

3.1.15.2 Results water sampling during the dry season (22 March 2018)

Table 21 Overview of the water testing results dry season, 22 March 2018

Parameter Site 1 Site 2 Site 3 Site 4 Site 5 Site 6 Site 7 Site 8 Soldier Sibun Big Mullins Quamina Jenkins Manatee Cornhouse Creek River Creek River Creek Creek River Creek pH 6.85 6.89 7.88 7.90 6.70 8.04 8.24 7.61 TSS <4 ND 4 <4 ND <4 ND ND TDS 28.3 31.7 131.4 155.5 6.70 8.04 8.24 7.61 DO 8.00 8.09 8.14 8.02 8.12 8.22 7.92 8.09 Total 0.26 0.15 0.25 0.30 0.32 0.10 0.10 0.08 phosphate Total 1.1 0.8 1.0 1.0 0.8 1.1 0.9 1.1 nitrate Total 9 8 78 111 12 111 209 92 hardness E-coli 67 33 **230 0 0 0 40 0 Fecal coli 22 40 55 240 85 35 10 2

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3.1.15.3 Parameters analyzed Copies of the analysis reports are presented in Appendix 4. Tables 20 and 21 present the summaries of the test results and a discussion of the outcome of the testing is described below. pH The pH is the level of acidity of a watery solution. The pH can range between 1 and 14, with a pH of 7 indicating a neutral solution. The largest variety of freshwater aquatic organisms prefer a pH range between 6.5 to 8.015. Figure 55 shows the result of the pH levels of the eight tested waters during the rainy and dry season. The water of the Big Creek, Mullins River and Soldier Creek have pH levels of 7 or lower. These rivers have their headwaters in the Santa Rosa sediments and granites of the Maya Mountains complex west of the Coastal Road which have acidic qualities. The other streams also arise from similar formations but before they cross the Coastal Road, they have run a larger distance through limestone rich environment and therefore have a pH greater than 7.

Figure 55. PH levels

pH levels 9 8 7 6 5 4 3 pH unitspH 2 1 0

pH January pH March

Dissolved oxygen

15 Sharon Behar, 1997. Testing the Waters: Chemical and Physical Vital Signs of a River River Watch Network

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Dissolved oxygen analysis measures the amount of oxygen dissolved in water. The maximum dissolved oxygen concentration varies with temperature. For example, water with a temperature of 24°C has a maximum DO of 8.40, the water of 25°C a maximum DO of 8.24. The minimum amount to sustain healthy aquatic life is around 4-5ppm16. A high level of oxygen in the water, improves the taste of water, however it speeds up corrosion in metal parts of water systems and appliances. The low level of oxygen in the water is not harmful fur human health, but it is detrimental for aquatic life17: 0-2mg/L: not enough oxygen to support life. 2-4mg/L: only a few fish and aquatic insects can survive. 4-7mg/L: good for many aquatic animals, low for cold water fish 7-11mg/L: very good for most stream fish

DO in mg/l 10 8 6 4

DO in mg/lin DO 2 0

DO January DO March

The lowest levels of dissolved oxygen were measured in January, at the end of the rainy season, but DO levels were still at a level that can sustain healthy aquatic life.

16 https://www.water-research.net/index.php/dissolved-oxygen-in-water 17 Sharon Behar, 1997. Testing the Waters: Chemical and Physical Vital Signs of a River River Watch Network

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Total nitrates Nitrate’s health effects are most serious for infants under the age of six months; resulting in shortness of breath and ‘blue baby syndrome’. The major sources of nitrates in drinking water are run-off from fertilizer use, septic tank leakage, and release from natural deposits. Nitrates can lead to eutrophication as well.

Total N in mg/l 1.5 1 0.5

0 Total N mg/lin Total

Total N January Total N March

Total phosphates The daily requirement of phosphate for humans is 800mg/day; but the maximum advisable concentration of phosphate in drinking water is 5mg/l (WHO). Most of the phosphate needed, is taken in with food. Phosphates found in the water are typically derived from minerals, fertilizers and detergents. A high level of phosphate in the water can be an indicator of a pollutant source upstream of the project area. High levels of phosphates in surface waters are detrimental for aquatic life, it can lead to eutrophication that can result in massive dying of aquatic life in the water. This will make the surface water unsuitable to produce potable water.

Figure 56. Total P levels surface water

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Total P in mg/l 0.35 0.3 0.25 0.2 0.15 0.1 0.05

Total P P mg/lin Total 0

Total P January Total P March

Phosphorus in small quantities is essential for plant growth and metabolic reactions in animals and plants. It is the nutrient in shortest supply in most fresh waters, with even small amounts causing significant plant growth and having a large effect on the aquatic ecosystem. Phosphate-induced algal blooms may initially increase dissolved oxygen via photosynthesis, but after these blooms die more oxygen is consumed by bacteria aiding their decomposition. This may cause a change in the types of plants which live in an ecosystem. Sources of phosphate include animal wastes, sewage, detergent, fertilizer, disturbed land. Phosphates do not pose a human or health risk except in very high concentrations. It is measured in mg/L. Larger streams may react to phosphate only at levels approaching 0.1mg/L, while small streams may react to levels of PO4-3 at levels of 0.01mg/L or less. In general, concentrations over 0.05 will likely have an impact while concentrations greater than 0.1mg/L will certainly have impact on a river ecosystem.

Total Suspended Solids (TSS) Suspended solids are particles that will not pass a 2-micron (0.002cm) filter; they consist of silt and clay particles, plankton, algae, organic debris and other particulate matter. High concentrations of suspended solids can serve as carriers of toxics, for instance pesticides. High levels of suspended solids can clog pipes and other devices in the pipe system. It also will make disinfection of the water less efficient. Total suspended solids (TSS) concentrations and turbidity both indicate the amount of solids suspended in the water, whether mineral (e.g., soil particles) or organic (e.g., algae). However, the TSS test measures an actual weight of material per volume of

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water, while turbidity measures the amount of light scattered from a water sample (more suspended particles cause greater scattering). This difference becomes important when trying to calculate total quantities of material within a water body. Such calculations are possible with TSS values, but not with turbidity readings. Total Hardness Total hardness is the measurement of di-valent cations (Ca2+ and Mg2+) in the water, while alkalinity measures the water’s buffering capacity (the ability to neutralize acids). Where water runs through a limestone rich environment, the difference between alkalinity and hardness is less apparent. The Ca2+ will result in high hardness 2- and the CO3 in high alkalinity. Water with a high level of sodium carbonate (Na2CO3) is ‘soft’ but alkalinity is high. General guidelines for classification of hardness of waters are: • 0 to 60mg calcium carbonate/L (milligrams per liter) is classified as soft; • 61 to 120mg calcium carbonate/L as moderately hard; • 121 to 180mg calcium carbonate/L as hard; • More than 180mg calcium carbonate/L as very hard. High hardness levels are not a health concern, but users may not appreciate the taste of the water, also hard water requires more soap and detergents for laundry and washing and it contributes to scaling (CaCO3 deposits on for example heating elements) in boilers, washing machines and clogging of shower heads.

Total hardness as CaCO3 in mg/l 250

200

150

100

CaCo3 CaCo3 mg/lin 50

0

Total hardness January Total hardness March

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Total Dissolved Solids (TDS) Total dissolved solids (TDS) refers to a measure of all ions dissolved in the water. This means that it will measure ions that contribute to water hardness, like calcium, but also those that do not, like sodium. TDS measurements can also be derived from relative conductivity measurement, which was the method used by the analyzing laboratory. Another method is to evaporate the water in a sample and weigh the remaining solids. Conductivity is similar to TDS measurements. Conductivity is a measure of the ability of a substance to conduct electric current. Conductivity measurements offer a rapid and non-destructive way to measure ion content in the sample. The conductivity measurement is made with an electronic sensor or meter in micro/milli-Siemens per centimeter or ppm. Conductivity increases with increasing ion content, which means that in most cases it gives a good approximation of the TDS measurement using the conversion factor of 1ppm = 2uS/cm. Conductivity is temperature sensitive and is typically standardized to 25°C.

TDS in mg/l 450 400 350 300 250 200 150 TDSmg/l 100 50 0

TDS January TDS March

Faecal coliform Fecal coliform bacteria are types of total coliform that exist in faeces. Escherichia coli area subgroup of faecal coliform. They are indicators of faecal contamination and potential presence of pathogens associated with contamination by human or animal faecal material. Faecal coliform can enter surface waters through direct discharge in the water from waste from mammals and birds, but also from agricultural run-off (pastures and fields fertilized by spreading manure) and human sewage. The presence of faecal coliform in drinking water often indicates recent faecal contamination and that there is greater risk that pathogens are present in the water.

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Waters tested positive for the presence of faecal coliform should be disinfected before being used for consumption, food preparation, bathing.

Fecal coliform colony forming units 2000 1800 1600 1400 1200 1000 800 600 Fecal coli CFUs coli Fecal 400 200 0

Axis Title

Fecal coli January Fecal coli March

Apart from one sample (Big Creek, January 2018 sample), faecal coli were encountered in every other sample. Highest levels were detected in the Jenkins and Cornhouse Creeks, the Manatee and Sibun Rivers. The Sibun River is the waterbody with the largest watershed which includes small settlements, tourism developments, river quarries and farm houses which can contribute to the contamination. The very high levels at the Manatee River, Jenkins and Cornhouse Creeks are difficult to explain since these waterways do not pass any settlements, but at each location small hunting camps near the waterways were noted. E. Coli E. coli is a subgroup of the faecal coliform group, most E. coli are harmless, but some can cause illness. The presence of E. coli indicates recent contamination of drinking water with faeces of warm-blooded organism and an increased risk of presence of pathogens in the water. Not all E. coli are pathogens, but for example E. coli 0157:H7 is a pathogen for gastro-intestinal diseases in humans.

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Figure 57. Relation fecal coliform and E. coliform18

The fecal and E.coli tests were only indicative, due to different incubation temperatures and recovery levels of present microorganism, it is not possible to make any correlations between the outcomes of the two parameters (pers. com. W. Estrada). The tests are more specific for clean potable water samples which should have no coli bacteria present.

18 https://www.doh.wa.gov/CommunityandEnvironment/DrinkingWater/Contaminants/Coliform

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Climate Change Climate change is the gradual change in either the average state of the climate and/or in its variability, continuing over an extended period (typically decades or longer). This change can be in temperature, rainfall, wind speed, humidity for example, in the average but also in the maximum and minimum values. For this project, upgrading of the Coastal Road, the rainfall and sea level rise are the most important direct features to take into consideration when designing the new road. The Special Report on Emissions Scenarios (SRES) was published in 200019 and is used to make projections of possible future climate change. In total 40 different scenarios were developed which can be grouped together in four scenario families: A1, A2, B1 and B2, see Figure 5820. These scenarios are important since they are related to the emission of Green House Gases (GHGs) that are major drivers of the climate change. The volume of GHGs emitted depends on several variables, such as population size, economic growth, change from a fossil fuel depended economy to one that relies on sustainable energy systems. Weather data collected at the Philip Goldson International Airport (PGIA) were used to address the climate change impacts to the Coastal Road project area. Although some weather data is available for closer by weather stations, the PGIA weather data covered the longest period (1966-2017), included temperature as well as rainfall data. Furthermore, the PGIA is in the coastal plains of Belize just north of the project area, basically in similar geographic conditions as the project.

Figure 58. Four development scenario families

19 IPCC, 2000. Special Report Emissions Scenarios, summary for Policymakers. 27 pp. https://ipcc.ch/pdf/special-reports/spm/sres-en.pdf 20 https://www2.usgs.gov/climate_landuse/land_carbon/scenarios.asp

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3.1.16.1 Average temperature: Average temperature projections (based on IPCC’s A2 scenario) for 2010-2100 at PGIA are presented in Figure 59. Red line: trendline. Yellow: five-year moving average, blue line: annual average temperatures. There is a rising trendline, resulting in higher average temperatures.

Figure 59. Temperature trend for the PGIA 2010-210021

3.1.16.2 Rainfall: The trend in annual rainfall at the PGIA showed an increase over the period 1960s through 2005 of 65 mm. Projections for the 2010-2100 period at the PGIA, shows a

21 UNDP, 2009. The costs of inaction. 56 pp

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trend analysis of a decrease of 100mm, however with significant fluctuations resulting the El Nino-Southern Oscillation (ENSO), which occurs at irregular intervals.

Figure 60. Annual rainfall trend for the PGIA 2010-210022

What of greater importance is the distribution of the rainfall over the year. On average, more than half of the days in a year have no rainfall at all. Based on available information (daily rainfall figures over the period 1966-2017 at the PGIA), there is a falling trend of the number of dry days, see Figure 61.

22 UNDP, 2009. The costs of inaction. 56 pp

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Figure 61. Annual number of dry days over the period 1966-2017 at the PGIA23

## days with no rainfall

300

250

200

150

## days ## 100

50

0

1984 2017 1966 1969 1972 1975 1978 1981 1987 1990 1993 1996 1999 2002 2005 2008 2011 2014 Year

Of more importance for this road project are the events with high precipitation and the so-called R5D Index. An event of high precipitation was determined as a day with more than 2’ (50mm) rainfall, the results are presented in Figure 62. There is a slight rising trend in the number of days per year with 2” (50mm) or more rainfall.

23 Rainfall records National Meteorological Service, Belize.

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Figure 62. Total days per year with >2” (50mm) rainfall at the PGIA24

Total days>2" (50mm) rainfall

16 14 12 10 8

6 Days ## 4 2

0

1966 1972 1975 1978 1981 1984 1987 1990 1993 1996 1999 2002 2005 2008 2011 2014 2017 1969

The ‘R5D Index’ is highest 5-day precipitation amount per year. This index considers the effect of multiple consecutive rain days, the previous rains may have saturated the soil and following precipitation can result in increased surface run-off and/or flooding of the waterways. The trendline shows an increased R5D Index at the PGIA over the period 1996-2017. This index is of importance for road design since it shows that the severity of wet spells (five consecutive days with rainfall) is increasing.

24 Rainfall records National Meteorological Service, Belize.

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Figure 63. R5D Index for the PGIA over the period 1966-201725

R5D Index

900 800 700 600 500 400 300

mm rainfall rainfall mm 200 100

0

1966 1969 1972 1975 1978 1981 1984 1987 1990 1993 1996 1999 2002 2005 2008 2011 2014 2017 Year

Based on the 50+ years of rainfall data at the PGIA, the following conclusions can be made for this location: • Number of dry days per year decreasing • Number of severe rain events increasing • Rising R5D Index This information clarifies the change in precipitation levels and patterns over the past 50+ years, although there is no weather data available from the headwaters of the various rivers and creeks that by-pass the project area. Future developments in precipitation levels and patterns, based on trendlines generated from the historical data are included in the graphs. These are only indications and should be updated from time to time.

25 Rainfall records National Meteorological Service, Belize.

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3.1.16.3 Sea level rise: Global sea level has been rising over the past century, and the rate has increased in recent decades. In 2014, global sea level was 2.6 inches (6.6cm) above the 1993 average—the highest annual average in the satellite record (1993-2014). Sea level currently rises at a rate of about one-eighth of an inch (0.3cm) per year26. While this does not sound like much, sea level rose by 6cm during the 19th century and 19cm in the 20th century27. According to the IPCC’s Fourth Assessment Report (IPCC, 2007)28, sea level near Belize is projected by climate models to rise by the following levels by the 2090s, relative to 1980 - 1999 sea level: • 18 to 43cm under SRES B1; • 21 to 53cm under SRES A1B; • 23 to 56cm under SRES A2 Although the Coastal Road does not run close to the coast, the lowest spot near the junction with the Gales Point Road is a mere 1m above sea level. Rising sea level will also rise the level of the water in the Southern Lagoon, several rivers and creeks that run through the project area drain into this lagoon and with an elevated water level, the drainage of water from the waterways may be hindered. This has been taken into account in the technical designs of the road

26 https://oceanservice.noaa.gov/facts/sealevel.html 27 Jevrejeva, Svetlana; J. C. Moore; A. Grinsted; P. L. Woodworth (April 2008). "Recent global sea level acceleration started over 200 years ago?". Geophysical Research Letters. 35 (8).

28 IPCC, 2007. Climate Change 2007, Impacts, Adaptation and Vulnerability. 987 pp.

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3.2 Social Environment

Present Socio-economic Environment Information about the socio-economic situation in the four villages within the project area were derived from the following sources: • Social Impact Assessment, V. Shal, 2018. This assessment is based on literature studies, outcome of the 2010 Census, population household sample surveys in the villages, focus group discussions and key informant interviews. Workshops with stakeholders not located in the villages, were conducted in Belmopan and Dangriga. The complete SIA is presented in Appendix 14. • SIB, Census 1980-2010 results and Abstract of Statistics reports of various years The sample survey was conducted in December 2017, with help of SIB, a representative sample (using a 95% confidence level) of the population of the villages were drawn, see Table 22.

Table 22. Sample characteristics

No. HH Sex of interviewed Total interviewed % of households Community (Census persons persons interviewed 2010) Female Male La Democracia 109 16 15 31 28.4 Gales Point 72 13 15 28 38.8 Mullins River 102* 8 9 17 16.7* Hope Creek 278 19 18 37 13.3

*Note: the population of Mullins River showed a serious decline after the 2010 Census was done (Shal, 2018). The SIA makes note of only 60 persons of 15 households residing in the village.

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Demographics

Figure 64. Population of the four villages over the period 1980-2010 (SIB, Census 1980-2010 results)

Population of the four rural communities along the Coastal Road

1200 1000 800 600

Population 400 200 0 1980 1991 2000 2010 Census year

Hope Creek New Mullins River Gales Point La Democracia

There are four rural communities along or near the Coastal Road (see Figure 2): • La Democracia at the junction of the George Price Highway and the Coastal Road • Gales Point Manatee, about 2.4km from the Coastal Road • New Mullins River, about 3.3km from the Coastal Road • Hope Creek at the junction of the Hummingbird Highway and the Coastal Road Of the four villages, Hope Creek has shown the strongest population growth, between 1980 and 2010 the population increased from 90 to 1128 which is a growth rate of 1153%! La Democracia showed a slower growth, over the same period the population increased from 113 to 353 persons, which is an increase of 212.4%. Both La Democracia and Hope Creek grew relatively more than the rural population of the country over the same period, which was 155.7% over the period 1980-2010. Gales Point Manatee: the population of Gales Point is over the 30 years period declining, although a slight increase in population size was noted between the 2000 and 2010 Census.

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Mullins River: based on the Census results, the population almost doubled in size over the period 1980-2010. But the recent completed Social Impact Assessment 2018 (Shal, 2018), found the present population to be only 60 persons.

Table 23. Population characteristics

-

1980 Population 1980 2010 Population Population growth 2010 1980 size Household Males Females Male/female ratio Hope Creek 90 1,128 1153.3 4.1 581 547 106.2 New Mullins River 121 235 94.2 2.3 155 80 193.8 Gales Point 365 296 -18.9 4.1 152 144 105.6 La Democracia 113 353 212.4 3.2 191 162 117.9 Rural Belize 69,076 176,624 155.7 4.4 90,140 86,481 104.2 (country)

Household size: the households in La Democracia and especially Mullins River, were distinctly smaller than the average household size in rural Belize. In the same two villages the male/female sex ration was deviating from the ratio for rural Belize. Shal 2018 suggested the following explanation: less economic opportunity for girls, especially ones that are educated, forced the girls to find employment elsewhere. The boys can make a living of farming. Girls tend to leave the village to find a spouse elsewhere in the country. Land use Hope Creek: Hope Creek is a planned community, which is situated within the Grants Works Forest Reserve. The purpose of the development of Hope Creek was to create residential lots for workers in the citrus and other agriculture industries. There are few small farms near the village. Mullins River: The original Mullins River village was a major settlement in the 19th century, it even got the status of township. Farming was done at a large scale but after the development of the Commerce Bight Port (south of Dangriga) and the railway in the Stann Creek Valley, the center of farming activities moved away from the Mullins River. Still, farming is important, and some larger citrus groves and mixed farms are present near the village. Gales Point: the village itself has no farmland close to the village, the area around the access road is too low (flooding issues) for farming purposes. Some medium sized

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citrus orchards are established in the valley of the Quamina Creek, a few km away from the village center. La Democracia: most of the land near La Democracia is under cultivation by some large farms: a Tilapia farm north of the Sibun River, a large citrus farm and a proposed sugarcane plantation for bio-fuel generation, on the southside of the river. Education Pre-schools and primary schools are in La Democracia, Gales Point and Hope Creek. School bus transportation will bring the students from Mullins River to Gales Point. Secondary education is available in Dangriga, Belmopan and Belize City, school bus transportation is available for the students. Vocational educational institutions (ANRI and ITVET) are in and near Hope Creek.

Table 24. Education facilities

Education facility Community La Democracia Gales Point Mullins River Hope Creek Preschool Annexed to Annexed to primary None, nearest Annexed to Primary School School school at Gales Primary School

Point Primary Schools 1 Primary School 1 Primary School None - nearest 1 Primary school school at Gales Point Secondary None - Nearest None - Nearest None - Nearest Two vocational Schools Schools at Schools at Hope Schools at Hope schools (ANRI Belmopan and Creek (vocational) Creek and ITVET), and Belize City and Dangriga (vocational) and Dangriga Dangriga

The percentage of the village populations that have been educated at secondary level is presented in Table 25 (Shal, 2018). Noteworthy is the low level of persons educated at secondary level in Mullins River village. A possible reason may be that the village offers little employment opportunities for educated people and persons who went to secondary or higher schools may have migrated to other parts of the country to find employment.

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Table 25. Education level residents

Village ## Females % Women ## Males % Males educated at interviewed educated at interviewed secondary education during sample secondary during sample level survey education level survey

La Democracia 16 44 15 25 Gales Point 13 23 15 40 Mullins River 8 13 9 22 Hope Creek 19 26 19 39

Health Apart from a few community health workers (individuals with basic training in health issues), no fully trained medical professionals are permanently residing in the villages. Mobile units of the Department of Health may visit the villages for routine vaccination sessions. All villagers that need medical assistance, have to visit private doctors or government hospitals in Dangriga, Belmopan or Belize City to receive medical treatment. Some general ‘Over the Counter’ (OTC) medication is usually available in larger shops in La Democracia and Hope Creek.

Table 26. Health care infrastructure

Community Health care La Democracia Gales Point Mullins River Hope Creek

Health Facility No Health Facility 1 Health Center No Health No Health Facility Facility

Community Health 1 Community 1 Doctor once a 1 Community 2 Community Worker Health Worker month Health Worker Health Workers 1 Community Health Worker Nearest permanent Hattieville NA NA NA operating health clinic Nearest hospital Belmopan, Belize Dangriga Dangriga Dangriga City

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Employment and income Employment (persons who are hired by others to perform certain tasks and who receive an income from these activities) levels of the population in the villages is low. However, other residents may be self-employed (free-lance workers, contract workers, self-employed people), are retired or cannot or do not wish to become engaged in paid work. Another way to gain an income is through remittances send by relatives or friends from abroad. Especially in Gales Point and Mullins River, there is little opportunity for employment. Work at the large farms is mostly seasonal when harvesting of the citrus is needed. Usually, groups of travelling workers are hired to provide these services, after the harvest is completed, these workers move on to other parts of the country. The Paradise shrimp farm was a major employer in the past, for the shrimp farm operations as well for the shrimp processing factory. Dozens of workers were employed during the heydays of the farm but none of the residents of Mullins River. Villagers mentioned the lack of transportation as the main reason (workers from the Stann Creek Valley villages were offered free transportation, but this was not the case for Mullins River). Table 27 presents only the average weekly income of interviewed persons who were employed.

Table 27. Employed levels and average income employed persons

Community Indicator La Democracia Gales Point Mullins River Hope Creek Employed 26% 21% 18% 46% Average weekly Less than Less than Less than Less than income $250.00 $250.00 $250.00 $250.00

From the Belize 2010 census (In BZ Dollars): "In 2010, [the male] average(median) monthly income was $922 compared to $882 for females: The $250 income as used in Table 27 to indicate the average level of income in the villages is slightly higher than the Census 2010 findings of average monthly income.

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Means of transportation

Table 28. Means of transportation

Community Indicator La Democracia Gales Point Mullins River Hope Creek Access to public Yes No (people may No (people may Yes transportation catch a ride with the catch a ride with schoolbus to Hope the schoolbus to Creek) Hope Creek) Other means of Private Private vehicles, Private vehicles, Private transportation vehicles, Motorcycles, Motorcycles, vehicles, available in the Motorcycles, Bicycles Bicycles Motorcycles, villages Bicycles Bicycles

Traffic patterns Villagers of the local communities Gales Point, and Mullins River travel the Coastal Road occasionally, using their own transportation (bike, motorbike, vehicle) or catch a ride with the school bus that will take them as far as Hope Creek, from there the public buses offer transportation to Dangriga or Belmopan. At the moment there is no public bus line offering services along the Coastal Road. Necessary relocations: lots and buildings The proposed new road alignment will at seven points diverge from the existing road. At one point (Manatee River bridge, the proposed road alignment returns to the site of the original bridge. The other re-alignments are projected outside the existing road reserve and some land has to be acquired. No existing buildings will be affected. The re-alignment sections have been described in Chapters 1.4.1., 3.2.5.. Apart from the land acquisition, some electricity poles will have to be moved to facilitate the construction of the road. No buildings will have to be relocated. Some fences or drive ways may have to be moved or newly constructed. Businesses will benefit from the rehabilitation works by having a better road connection with the rest of the country.

Infrastructure that maybe affected: drainage, utilities, The upgrade of the Coastal Road also includes the construction of proper drains along the road. Where active drive ways are present, to private residences, farmland or

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commercial buildings, these driveways will be outfitted with adequate culverts to enable proper drainage along the road. Utilities: several electricity poles along the coastal road may have to be removed at places where the present alignment of the road will be adjusted. It is up to the Belize Electricity Limited to make the final decision which poles have to be relocated. The cost of relocation is part of the overall budget for the road rehabilitation project. See Chapter 3.2.1.3 for details. Water systems: the pipelines in La Democracia and Hope Creek which are running in the road reserve may have to be replaced, the costs of the replacement are part of the overall budget. The construction companies must work closely with the local water boards to ensure the villagers experience minimal disruption of services. The water intake of the Gales Point system (a gallery intake well) is close to the road and, the construction of a new bridge over the Quamina Creek may interfere with the intake of the Gales Point water system. Land tenure While community residents live and work on land within their respective villages, a significant number do not have proper and legal of ownership of the land that they use and occupy, see Table 29.

Table 29. Land tenure

## households Title or lease of land they Village interviewed use or live on La Democracia 31 32.3% Gales Point 28 53.6% Mullins River 17 35.3% Hope Creek 37 54.1%

For those community residents who have some form of formal or legal documentation, the most common is lease holding. Of the households that have title or lease the land, the highest level of lease holding was observed in Gales Point at 66.7% of the land tenure and the lowest in Mullins River at 17%. However, Mullins River also shows the highest level of persons holding private titles at 66.7% followed by Hope Creek at 50% of the land tenure. Both Gales Point and La Democracia show low levels of persons holding private titles. While leases can be converted into full title, many of the leases held by community members have expired.

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The low level of land ownership essentially means that many villagers within the project area communities are technically squatting on national land. This also means that it is technically possible for the Lands Department to issue these national lands to third parties, even though villagers may have occupied the land for decades. While not a formal or legal form of land ownership, it is very common to find residents living on land they consider to be ‘family land.’ This means that the property has been in the family for generations, but they are often unable to show documentary proof. Those living on the land are simply aware that at some point, their progenitors had some type of formal ownership over the land. In many instances, there are more than one household on the same plot of land and ownership is simply assumed. But technically, these families are squatting on national land.

3.2.1.1 Existing infrastructure: telephone service Telephone service is only available along certain stretches of the coastal road. BTL and SMART reception is good in La Democracia and Hope Creek. In Gales Point is a SMART receiver.

3.2.1.2 Existing infrastructure: water mains: • La Democracia village has a Rudimentary Water System (RWS). The storage tank is located along the George Price Highway, the water main is positioned on the west side of the George Price Highway, 8-9m from the centerline, for a length of 1km, then it runs parallel to the Coastal Road. Distribution lines cross through culverts under the Coastal Road towards the village. See map of the village in Appendix 14 (SIA) • Hope Creek: the village has an RWS; the well and storage tank are located within the village, north of the Hummingbird Highway and the east of the Coastal Road. (UTM 360,448 easting, 1880,340 northing). The Social Impact Assessment document (Appendix 14) provides details on the location of these. At one place, the water main crosses the Coastal Road to supply water to customers located west of the road. • The water system of New Mullins River is not near the Coastal Road and therefore is not affected by the proposed rehabilitation works. • The RWS of Gales Point has its intake well in the Quamina Creek watershed near the Coastal Road. The well and pump are located just north of the Coastal Road. The water main follows the Coastal Road up to the junction with the access road to the village. The Social Impact Assessment document (Appendix 14) provides details on the location of these.

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Table 30. Utilities in the villages along the coastal road.

Location Water mains BEL power lines La Democracia Water main runs along the Coastal Road, In road reserve distribution lines cross the Coastal Road, Gales Point Supply well and pump near the Coastal In road reserve Road in the Quamina Creek watershed, water main runs along the Coastal Road up to the junction with th access road to the village New Mullins River Supply well, water tank and mains not near Comes in across the Mullins River the Coastal Road from the Paradise Shrimp Farm Hope Creek Supply well, water tank within the village, a In road reserve water main runs parallel with the Coastal Road, some distribution lines cross the Coastal Road to supply water to properties west of the Coastal Road Coastal Road There are no additional water mains along High Voltage Power line in road the Coastal Road outside the villages reserve

3.2.1.3 Existing infrastructure: electricity: • Power lines: Electricity poles are always positioned at the edge of the road reserves. Where the proposed road rehabilitation follows the present road alignment, the electricity power system will not be affected. Where major road re-alignment is needed, some of the power lines have to be moved to a new location. • There are seven locations where one or more of the proposed road realignment alternatives could potentially impact current placement of powerline posts. These locations are indicated in Table 31 and in Figures 65, 66: 1-7

Table 31. Locations where realignment of power lines are expected based on the road trajectory alternatives. The numbers correspond with the numbers in Figures 66: 1-7. In most cases there will be a road realignment but no need for power line realignment.

1 Sharp turn near Paradise Shrimp Farm (UTM 358740 1888765), 33m 2 Junction with the Gales Point access road (UTM 358770 1897470), 16m 3 East of Soldier Creek (UTM 352555 1899045), 13m 4 Manatee River Crossing (UTM 350725 1903000), 20m (the re-alignment will then follow the original alignment before the construction of the present bridge)

5 Savanna (UTM 348220 1908560), 13m

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6 Near the BATSUB training grounds (UTM 345540 1910880), 30m 7 Near entrance road to Tiger Aggregates quarry (UTM 342260 1914300) 27m

Figure 65.Coastal Road with indicated by numbers the locations where the new alignment will deviate from the current alignment. These locations are presented in more detail in Figures 66: 1-7

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Figure 66. 1–7: Locations where new alignment options (green and red lines) may deviate from existing alignment. The numbers correspond with the locations in Figure 65.

1: Corner near Paradise Shrimp Farm UTM 2: Junction at Gales Point UTM 358770 358740 1888765 1897470

3: East of Soldier Creek UTM 352555 4: Manatee River Crossing 350725 1899045 1903000

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5: Savanna UTM 348220 1908560 6: BATSUB UTM 345540 1910880

: Road Near Sibun Quarry UTM 342260 1914300

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3.2.1.4 Traffic patterns Caribbean Transportation Consultancy Services (CARITRANS) Company Limited was contracted to conduct Traffic Data Collection activities in Belize. Traffic data were collected over the period January 31-February 6, 2018. The following methods were used to collect the data: • TMCs Turning Movement Count: video cameras were installed at either end of the Coastal Road, video recording lasted 24 hours. Afterwards, the turning movements were tallied from the video recordings • ADTs Automated Traffic Counts: at two strategic locations (see Figure 67), counters were placed on the highways, for seven days data regarding the vehicle volume, speed and classification were collected. (January 31-February 6, 2018) • ODS Origin Destination Survey: Information was collected by means of interviewing the drivers of vehicles at two locations (see Figure 67), traffic was surveyed from 6am till 6pm on February 1, 2018 • CVCs Classified Volume Count: video cameras were installed om utility poles at the two main intersections (La Democracia and Hope Creek), traffic was recorded from 6am till 6pm for two days. (1 and 2 February 2018). The video recordings were processed afterwards at the office. The locations of the various data collecting points is shown in Figure 67.

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Figure 67. Location of the various traffic count surveys

Automated Traffic Count (ADT): The results of the automated traffic count show that the traffic volume on the George Price Highway was twice the volume on the Hummingbird Highway. Differences between the various vehicle classes were small, see the chart below. On the George Price Highway, about 80% of the vehicles were cars and small pick-ups, on the Hummingbird Highway this class of vehicles amounted to 76%. The Classified Volume Count (at Mullins and Gales Point) showed that cars and small pick-ups made up 56% and 39% respectively, see Tables 32 and 33.

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Table 32. Vehicle classes at the George Price and Hummingbird Highways

Weekly Vehicle Classes

25000 21266 20000

15000

10136

10000 Vehicles Vehicles

5000 1902 1781 953 922 640504 328213 17388 422561 0 Small Medium Heavy Medium Light bus/ Car/taxi/ Motorbi / heavy truck truck truck modified pick up kes bus pick-up George Price Highway 640 328 1902 173 1781 21266 422 Hummingbird Highway 504 213 953 88 922 10136 561

George Price Highway Hummingbird Highway

Table 33. Share of vehicle classes of the total traffic movements

Vehicle classes 100.0 80.2 75.8 80.0 56.3 60.0 45.8 39.2 40.0 27.7 18.2 20.0 14.8 16.0 20.0 Percentage 1.6 4.2 0.0 George Price Highway Hummingbird Highway Gales Point Mullins Survey locations

Goods vehicles and buses Passenger vehicles Motorbikes

At both survey locations, relatively large number of motorbikes were counted, and the balance of traffic was made up by buses and trucks. During the two counting days, more traffic was observed in Gales Point than in Mullins (155 and 119 vehicles resp.).

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Turning Movement Count: The Turning Movement Counts (TMCs) were summarized for one-hour peak period in the morning and afternoon. The junction at Hope Creek showed a larger amount of turning movements than the La Democracia junction. Reasons for this result are: • Hope Creek has a larger population of which the majority is commuting • Most of the access streets to Hope Creek, originate from the Coastal Road TMCs are important parameters for the proper design of the major junctions of the Coastal Road with the two existing highways.

Table 34. Turning movements counts

Junction George Price Total traffic coming Highway-Coastal Road at Total through Total trafiic from and going to La Democraria going traffic the Coastal Road Rush hour 6.30-7.30am 248 234 14 (5.6%) 1.15-2.15pm 280 258 22 (7.9%)

Junction Hummingbird Total traffic Highway-Coastal Road at Total through coming from and Total trafiic Hope Creek going traffic going to the Rush hour Coastal Road 7.15-8.15am 207 151 56 (27.1%) 5-6pm 220 190 30 (13.6%)

Origin-destination counts: The origin-destination survey provides an inside in the traffic pattern on a national scale. The Coastal Road forms a potential alternative route connecting the northern and western districts with the southern half of the country. Especially heavy vehicles that transport goods over long distances may want to by-pass the Hummingbird Highway, also trucks coming from or going to Cayo may opt for the Coastal Road even if this route is longer than the Hummingbird Highway route. During the ODCs, 257 goods vehicles were surveyed, of these 107 (41.6%) could potentially opt for the Coastal Road route, see Table 35.

Table 35. Origin-destination survey: goods vehicles

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Of the 646 surveyed passengers’ vehicles, 292 (45.2%) could potentially elect the Coastal Road route.

Table 36. Origin-destination survey: passenger vehicles

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Consultations with stakeholders

3.2.2.1 Initial Community Consultations

Figure 69 La Democracia Community Figure 68 Gales Point Community Consultation December 12th, 2017 Consultation December 13th, 2017

Initial meetings were held with the Village Council of each of the four project affected villages. This meeting was used to arrange for a larger meeting with residents in each of the four villages. The purpose of these meetings was to share information on the project and to allow community members the space to provide feedback and perspectives on the project and were held during the weeks of December 1st, 2017 and December 12th, 2017. Consultation sessions were carried out using a two-pronged approach. Firstly, the concept of the project and feasibility study activities were presented followed by the activities to be undertaken in the communities as part of the SIA process. Secondly, the four communities and their village councils were afforded the space to highlight potential impacts of the road upgrade, ask questions or provide comments on what was presented.

3.2.2.2 General Stakeholder Consultation A complete overview of attendants, outcome of the workshops is presented in Appendix 14. This SIA classified a stakeholder not only the residents of project affected communities but also any person or entity with a declared or conceivable stake in the Coastal Road Highway Upgrade, but who may not be a resident of the communities directly affected one way or the other. Therefore, two other stakeholder meetings were held on February 1st, 2018 and February 8th, 2018 to engage these persons and entities.

Table 37 General Stakeholder Consultations

Location Date Venue Number of Participants Belmopan February 1st, 2018 George Price Center 8

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Dangriga February 8th, 2018 Red Cross Building 20

The consultation sessions included presentations of key information on the project to the stakeholders while also providing them with an opportunity to share their views on its potential impact thus facilitating feedback, and gauging perception of the project to gain and/or strengthen buy-in. Stakeholders were also provided with an opportunity to fill out a specific stakeholder survey form found in Appendix 14 to solicit their feedback. One stakeholder not present at the consultation (Santander) submitted feedback via this mechanism. Key Stakeholders from the following sectors were invited in the process of developing the SIA29:

• Transport sector: School Bus Operators, Truck and Heavy Equipment Operators • Government Entities: Department of Transport, Ministry of Agriculture, Department of Youth Services, Women’s Department, National Institute of Culture and History, Educational Personnel, Department of Rural Development Personnel • Tourism industry: Hotel/Guest House Operators, BTB and BTIA, • Conservation Organizations • Private sector developers • Agriculture Industry: citrus farms, shrimp farms

Stakeholders expressed their concerns with the present condition of the Coastal Road:

• Road is in poor condition, resulting in high wear and tear on the vehicles. • Road is sometimes impassable due to flooding. This can happen several times a year. • Cell phone reception is intermittent • Alignment of the road (horizontal as well as vertical) creates dangerous situations

Positive sides of the present condition of the Coastal Road:

• Low amount of traffic and less accidents • Low level of development of the land which preserves the natural state of the environment • Access to archaeological sites and wildlife is restricted

Anticipated positive impacts of the upgrading:

• Reducing travelling time north-south bound traffic • Reduction in wear and tear of vehicles

29 Annex G 6.8 contains attendance sheets COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 176

• Business opportunities along the road and near the villages • Heavy traffic by-passes the Hummingbird Highway • Evacuation route for coastal communities • Development opportunities of land • Improved access to social, financial, medical and educational services • Residents of Gales Point and Mullins can afford to commute and therefor remain living in their village • Establishment of public bus or taxi services becomes more attractive to entrepreneurs • Improved access to tourism destinations within the project area

Figure 70 Stakeholder Consultation- Dangriga Figure 71 Stakeholder Consultation- Belmopan February 8th, 2018 February 1st, 2018

3.2.2.3 Population Household Survey Field research was facilitated within communities by designing a population household survey instrument with predominantly close ended ordinal questions and a few open-ended questions to take into consideration the recommendations for project improvement and risk mitigation provided by community members. Administration of survey questionnaires was done by drawing a representative sample of the four communities being assessed. Based on the number of households of the four communities, a sample of the communities were drawn using a 95% confidence level which is standard for these types of surveys. The sample number for Mullins River was higher given the given the small population size of the community.

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Table 38 Community Survey Sample

Community No. of HH30 Sex No. of Sample Size Female Male La Democracia 109 16 15 31 Gales Point 72 13 15 27 Mullins River 15 8 9 15 Hope Creek 278 19 18 37

The administration of the survey instrument was done using purposive sampling where controls were placed on the number of male and female respondents. Surveys were administered to household members above the age of 18, not solely to the household head. A small team of enumerators were identified to administer survey instrument in the respective communities over a one-week period from December 20th to December 23rd, 2017. Enumerators were trained to administer the instruments and to improve their capacity to motivate respondents to give complete and accurate answers. The survey instrument was also tested in the San Martin community of Belmopan. The household survey analysis was done using Microsoft Excel and JASP statistical software. Families along the road who are not considered a part of Mullins River village boundaries were also included in the administration of the survey.

Figure 72 HH Survey Gales Point Figure 73 HH Survey Mullins River December 21st, 2017 December 21st, 2017

30 Statistical Institute of Belize, Population and Housing Census, 2010 COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 178

3.2.2.4 Focus Group Discussions Eight (8) focus group sessions were conducted over the period January 7th, 2018 to February 4th, 2018 with men and women separately in order to gain insight into their perceptions and experiences in identifying outstanding social issues and concerns in the respective communities. Two (2) focus group sessions in each community; one male and one female were conducted. The sessions were used to validate some of the findings of the household survey administered in December 2017 as well as explore additional issues affected the community from a gendered perspective. The sessions also highlighted current deficiencies in the transport arrangements, whether with respect to public transportation systems, or to the design of the infrastructure that may hinder women, children and the elderly from fully access services and markets. Though groups were primarily set up to account for men/women separation, efforts were additionally made to ensure that the groups were diverse in age, (youth and elderly) and economic activities and livelihoods. Where possible, in each community a diverse ethnic mix was encouraged in each focus group discussion. Information gathered at these sessions provided a wealth of insight into communities’ perception on the potential highway upgrade’s impact on their lives, historical information on access to and from these communities to the rest of Belize, specific risks to vulnerable women and men in accessing public services and the beneficial impacts of transportation to accessing public services.

Table 39: Focus Group Sessions

Community Session Date Number of Males Number of Females La Democracia January 7th, 2018 19 6 Gales Point January 10th 2018 6 13 Mullins River February 4th, 2018 13 10 Hope Creek January 14th, 2018 9 5 Total 47 34

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Figure 74 Focus Group- Hope Creek (F) Figure 75 Focus Group- Mullins River (M) January 14th, 2018 February 4th, 2018

3.2.2.5 Key Informant Interviews In addition to the community meetings, household surveys and focus group discussions, key informants were identified by snowballing as the SIA team visited the communities. A selected number of men and women in each community with historical information were consulted to gauge the level of change that the communities have experience over time. This method was also used to acquire historical information on transportation modes and patterns from the communities prior to and after the Manatee Road establishment. The perceptions of key informants regarding the potential impacts of the road upgrade on their communities was also vital. This method of investigation allowed engagement with primarily elderly community members who may have been excluded from community meetings or group sessions.

3.2.2.6 Outcome of the community surveys The various surveys and focus group discussions provided a wealth of information about the four villages in the project area. The presumed positive and negative impacts of the construction process and the operational phase of the Coastal Road are presented in Chapter 4.2. The complete report is presented in Appendix 14.

3.2.2.7 Validation Sessions As part of the required public consultations for the Environmental Impact Assessment, all four (4) Communities were presented with the findings of the SIA to ensure that the draft findings and recommendations were in line with the results coming from the communities over the assessment period. Consensus and clarification on issues from participants for incorporation in the draft final and final reports were obtained. These meetings were held in October 2018.

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Inventory of public and private infrastructure It is envisioned that few private and public infrastructure will be impacted by the upgrade of the road during both the construction and operational phases. The infrastructure which is most likely to be impacted by the upgrade of the Coastal Road are transmission lines of village water systems. Table 40 below highlights the infrastructure to be considered during the upgrade of the Coastal Road.

Table 40: Private and Public Infrastructure

Infrastructure Organization Project Relevant Considerations Phase Responsible Water Belize Water Services No Infrastructure in the Project’s Operational Limited Corridor and no plans to install infrastructure in the next 5 years. However, project design should include an adequate shoulder space for utility corridor for BWSL to install infrastructure in the future if it becomes necessary. For major roads/highways BWSL typically requests the MoW to install transmission mains approximately 10 feet from edge of pavement. Water Gales Point Water Transmission line runs parallel on Construction Board the north side of Coastal Road from the well site to the junction with the Gales Point entrance road. See map in Appendix 14

Water Hope Creek Water One of the transmission lines runs Construction Board parallel along the Coastal Road, a distribution line crosses the Coastal Road. See map in Appendix 14 Water La Democracia Water Transmission line runs parallel to Construction Board the Coastal Road, at least 6 distribution lines cross the Coastal Road. See map in Appendix 14 Electricity Belize Electricity Transmission lines and utilities Construction Limited poles might be affected in areas where the horizontal alignment of the upgraded road might deviate from existing alignment. See Figure 66: 1-10

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Acquirement of land for expansion of the road reserve to allow the needed re- alignment of the road: under the Public Roads Act, Chapter 232, Revised Edition 2002, sections 9 and 10 provide for the acquisition of land for a public road. Appendix 9 provides an overview of the various steps of land acquisition under the Land Acquisition Act, Chapter 15031,

31 Survey of land-related laws of Belize. C.B. Gonzalez, 2000. COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 182

Consultation with NICH-Institute of Archaeology Following up on an invitation from the Institute of Archaeology (IoA), the Institute’s offices in Belmopan were visited during the week of 16 April 2018 upon which local staff assisted in identifying literature, reports and data relevant for the study area. The report on this desk-top study is included as Appendix 10. As with the Flora and Fauna section, the study area was limited to a 5km wide buffer on either side of the coastal road. Based on the various sources accessed in the study carried out at the IoA office, several sites could be identified within this 10km wide zone. Most of these sites are caves, and most settlement areas were identified either in the Sibun River Valley and in the North Stann Creek River Valley. See Figure 76 for details.

Figure 76. Caves and archaeological sites identified in the project area

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Overall, little information appears to be in existence from the Coastal Road area. Most of the Archaeological reports deal with the Sibun River Valley, and from that area, several settlement sites have been documented. Although several sites of archaeological interests have thus been identified, none of these locations are immediately proximate to either the current road nor the projected upgrade trajectory. The overall acidic and less fertile nature of the soils in the project area apparently did not invite Maya settlements. Only in areas with limestone hills, the caves appear to be an important phenomenon. To the ancient Maya, caves were seen as a sacred landscape and a doorway to the underworld (Xibalba). Caves played an important role in the Maya cosmology and were perceived as the birthplace of key elements such as clouds, maize, rain and wind (Isaza et al 1998) a natural focus for ritual, caves were also viewed as a portal to the underworld. It was through the cave passages that the deceased travelled and, therefore, rituals performed within caves could bring actors in contact with their deified ancestors, gods, and other forces of life. The amount of documentation on the caves in the project area is however minimal. The caves closest to the Coastal Road are the White Ridge Cliff Cave and the Darby Pat Hill shelter, both of which are also being used as a minor tourism attraction by tour guides operating from Gales Point Village. Neither of these caves is at risk of being affected by the road upgrading activities. Based on an earlier feasibility study that included a maximum of road alignments a presentation was made to the IoA, resulting in a response that is presented as Appendix 12. The selected road alignment option severely reduces the amount of realignments and thereby the risk of affecting archaeological features. In October 2018, the updated alignment accompanied with a LiDAR analysis (see 3.2.5) was shared with the IoA and the MoW is currently in communication with the IoA on the matter.

Archaeological Survey using LiDAR. A LiDAR survey of the project area was conducted in 2018 as part of the project. The LiDAR results principally served the hydrological assessment of the area but also proved valuable for a first Archeological Assessment. Lidar (also called LIDAR, LiDAR, and LADAR) is a surveying method that measures distance to a target by illuminating the target with pulsed laser light and measuring the reflected pulses with a sensor. Differences in laser return times and wavelengths can then be used to make digital 3-D representations of the target. The name lidar, now used as an acronym of light detection and ranging (sometimes light imaging, detection, and ranging), was originally a portmanteau of light and radar. Lidar sometimes is called 3D laser scanning, a special combination of a 3D scanning and laser COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 184

scanning. It has terrestrial, airborne, and mobile applications. Lidar is commonly used to make high-resolution maps, with applications in archaeology, geography, geology, geomorphology and forestry. In Belize the technology has been extensively used in the survey of Archaeological Sites (most famously Caracol and El Pilar). The following presents the findings of a LiDAR analysis focusing on the possible presence of Maya sites (any type of site inclusive of house mounds, refuse piles or any other elevated feature). Horizontal resolution of the LiDAR 1m. Vertical resolution of 1cm). Coordinates are in UTM WGS 1984 16N. While LiDAR would clearly show larger ceremonial sites, it also reveals any house- mound or any other slight elevation for that matter. It will not reveal any subsurface artefacts. The particular use of LiDAR in archaeology is that it allows for a rapid desk-top analysis of fairly large areas with vastly better results that the traditional transect system utilized in the past. Any suspect elevational features showing up in the LiDAR analysis can afterwards quickly be located in the field and inspected. The analysis in Appendix 11 shows each of the seven locations where the new road (indicated by a red line) will deviate from the current alignment. A high-resolution satellite image will be presented next to a LiDAR image of the exact same location. None of the seven sites show any suspect features. Also, the analysis will present any other characteristics of the location describing the likelihood of archaeological sites being present based on geomorphological criteria. See Appendix 11 for the visualization of the analysis.

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Corner near Paradise Shrimp Farm

High resolution Satellite Image LiDAR DEM UTM 358740 1888765 Extent of road alignment: 33m. Landscape: Fenced Pine forest, managed (under brushing) by private owner. Alignment correction follows land cleared for the high-tension line. Disturbed site and habitat not conducive for past Maya settlement. LiDAR analysis did not reveal any potential features that warrant further inspection. Junction at Gales Point

High resolution Satellite Image LiDAR DEM

UTM 358770 1897470 Extent of road alignment: 16m

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Landscape: Low lying area subject to flooding. Alignment correction follows bulldozed area with soil deposits (from agriculture activities? High Tension line land clearing?). Heavily disturbed site and habitat not conducive for past Maya settlement. LiDAR analysis did not reveal any potential features that warrant further inspection. East of Soldier Creek

High resolution Satellite Image LiDAR DEM UTM 352555 1899045 Extent of road alignment: 13m Landscape: Disturbed roadside in otherwise forested landscape. Geology would be conducive for Maya settlement, but LiDAR analysis did not reveal any potential features that warrant further inspection.

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Manatee River Crossing

High resolution Satellite Image LiDAR DEM UTM 350725 1903000 Extent of road alignment: 20m – follows original alignment from before the construction of the current bridge. Landscape: Disturbed roadside (because of previous road alignment) through swamp forest area with very actively meandering river. Location not conducive for Maya Settlement + part of previous road alignment. LiDAR analysis did not reveal any potential features that warrant inspection.

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Savanna

High resolution Satellite Image LiDAR DEM UTM 348220 1908560 Extent of road alignment: 13m Landscape: Open Wet Savanna Location not conducive for Maya Settlement. LiDAR analysis did not reveal any potential features that warrant inspection. BATSUB

High resolution Satellite Image LiDAR DEM UTM 345540 1910880 Extent of road alignment: 30m Landscape: Open Wet Savanna

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Location not conducive for Maya Settlement. LiDAR analysis did not reveal any potential features that warrant inspection. Road Near Sibun Quarry

High resolution Satellite Image LiDAR DEM UTM 342260 1914300 Extent of road alignment: 27m Landscape: Low swamp forest. Location not conducive for Maya Settlement. LiDAR analysis did not reveal any potential features that warrant inspection.

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4 Environmental and Social Impact Assessment

4.1 Environmental Impact Assessment

Impacts on the hydrology and waterways The rehabilitation works focus on improvements of the present road, with minimal horizontal and extensive vertical alignments. The whole premise of the upgrade is to mitigate the frequent flooding events that plague the current road. As such most of the design details are in fact there to improve drainage and the overall hydraulics affecting the road. A specific concern could be that the raised road becomes a “dam” blocking natural water flow from one side of the road to the other. For this reason, a large number of culverts has been planned at various locations, dictated by the results of the hydrological study (See the Hydrology section). More and larger culverts are planned, in combination with the construction of side drains, this increases the drainage of the land. In addition, three emergence floodways have been included in the design (two at the Sibun River and one at the Cornhouse Creek) to allow the passing of extensive floodwaters. The rehabilitation works will not permanently alter the course of any stream but during the construction of the replacement bridges, the circular and box culverts, the construction site has to be accessible for construction and the water course may be temporarily moved to create a dry work environment. Temporarily fords or low bridges will be created to allow traffic to pass, these features will be removed once the construction of the structures has been completed. Potential impacts on the waterbodies during the construction phase are: • Erosion of the banks of waterways where temporary road diversions are created • Erosion of newly formed road embankments resulting in siltation • Siltation caused by construction activities near or in the waterbodies • Blocking of the waterbodies • Contamination of the water Erosion is a process of weathering in which surface soil and rock are worn away through the action of water and wind. Increased risk of erosion is probable at locations where the natural vegetation is removed, steep slopes have been shaped and the course of waterways have been altered or blocked. Erosion will generate higher levels of sediment load in the water, which will affect aquatic life in streams, rivers and ultimately, the marine environment. Erosion near bridge abutments, road fill sections, is unwelcome since it can undermine this

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infrastructure which can lead to its collapse. Erosion may also affect private properties where they border waterways. Scour at culvert outlets is of a common occurrence; the natural flow is usually confined to a lesser width and greater depth as it passes through a culvert. The increased speed of the passing water has potential eroding capacity where the water exits the culvert. Scour can cause the development a scour hole directly behind the culvert and the deposit of coarse material forming a bar, which can uphold the flow of water. In case the discharge of the creek surpasses the drainage of the culvert, water may pile up on the upstream side of the culvert, overflow its banks and start eroding the filled in soil besides and over the culvert. The culvert itself may not be affected but the road may become impassable.

4.1.1.1 Hydrological Impact Matrix

Table 41. Impact and mitigation matrix hydrology and flooding

Rehab. Process Aspect Impact Mitigation measure component Vertical re- Preparing road Filling in low Blocking natural Increase number of culverts alignment of bed lying terrain drainage underneath the road the highway Concentrate roadbed construction to the dry season Install new side drains and line them up with the culverts Creation of Use rip-rap and/or gabions to steep roadsides protect high embankments from prone to the scouring affect of running erosion water Seed embankment with grasses Erosion of Compact loose material and use freshly filled in siltation screens in waterbodies embankments during construction causing siltation of waterbodies Replacement of Construction Temporarily Blocking Install temporarily culverts culverts and of culverts and diversion of drainage under the road diversions, bridges bridges the road channels and Temp. bridges are preferred watercourses where discharge of the watercourse is substantial

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Rehab. Process Aspect Impact Mitigation measure component Temporarily Disturbing Diversion should not obstruct diversion of natural aquatic the waterflow the environment watercourse Create access Alteration of Make use of existing fords. to the river the natural river Where new approaches will be for banks developed, cover surface with construction appropriate material to crew and minimize erosion equipment Concentrate bridge and culvert construction to the dry season Demolition of Disturbance of Place siltation screens in running old culverts the earth water and bridges

Generation of Re-use and recycle suitable large volume of materials waste materials Broken concrete segments to be disposed of in exhausted quarries or other locations that needs to be remediated Construction Pollution of the Divert the watercourse away abutments aquatic from the worksite, clean up and culverts environment spills when observed Have oil spill removal kits available on each construction site Develop an oil spill response plan After Temporarily Remove temp. bridges, fords, construction installed by-passes. has been infrastructures

completed littering the watercourses Restore natural run of the creek (fords, bridges, after completion of the by-passes for construction works example) New bridges Running water Include a headwall and and culverts erodes the in- wingwalls at the ends to protect are and outlet the embankment from erosion operational

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Rehab. Process Aspect Impact Mitigation measure component openings of the Where approaching water can (box) culverts cause scouring of the embankment, include aprons Rehabilitation Cleaning of Pollution of Screen off worksite of bridges bridge water components by sandblasting Protection Painting, Pollution of Screen off worksite treatment of sealing water bridges General After Establishment See Chapter See Chapter 4.1.5 rehabilitation completion of of campsites 4.1.5 works construction works Restore Reduce the Re-planting with suitable vegetation erodibility of vegetation, use of geotextile, rip the bare soil rap, stone pitching to protect which can the bare soil from erosion increase the sediment load of the watercourses

Impact on the terrestrial environment There are still extensive natural terrestrial habitats along the coastal road. Since the upgraded road will follow the existing alignment barring some minor adjustments, the direct impact on the terrestrial environment will therefore be limited but more extensive in the long term indirect and cumulative impacts.

4.1.2.1 Clearing of vegetation To calculate the “abundance” of the various ecosystems found in the area, the analysis was restricted to a “buffer zone” of 5 km on each side of the road. The total quantity of ecosystems (in hectares) was thus calculated on its presence within this buffer zone (Table 42: Ha-in buffer). As the road upgrade will likely result in the straightening of a few curves, some clearing of these ecosystems/vegetation types will be required. The amount (in hectares) likely to be cleared based on the proposed alignments, is also presented in Table 42 (Ha- clearing). The same table also indicates the amount of each ecosystem that is currently

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represented in protected areas (PAs) in Belize. The amount of broadleaf forest and savanna that has to be cleared to allow the horizontal re-alignment is negligible compared to the ecosystems present in PAs

Table 42. Ecosystems and their extent within a 10km wide zone along of the Coastal Road and in the National protected Areas system. Indicated is the amount that will be cleared.

Broad UNESCO Code - UNESCO Class Ha – in Ha - In PAs Ecosystem detail 5km clearing buffer Agriculture SPA Agro-productive Systems 8,126 0 NA Broadleaf IA1f(2) Tropical evergreen broad-leaved 110 0 635 Forest occasionally flooded alluvial forest IA2a(1)(a) Tropical evergreen seasonal 3,015 0 42,203 broad-leaved lowland forest, well drained, over acidic soils IA2a(1)(a)K-s Tropical evergreen seasonal 5,117 0 18,365 broad-leaved lowland forest, well drained, on rolling karstic hills IA2a(1)(a)-s Tropical evergreen seasonal 1,393 0 69,733 broad-leaved lowland forest, well drained, over acidic soils: Steep IA2a(1)(b)K Tropical evergreen seasonal 6,450 0.2 85,890 broad-leaved lowland forest on calcareous soils IA2a(1)(b)S Tropical evergreen seasonal 6,038 0.7 7,805 broad-leaved lowland forest on poor or sandy soils IA2g(1)(a)-Sh Tropical evergreen seasonal 3,902 0.8 9,958 broad-leaved lowland swamp forest, short tree variant IIIA1b(a) Deciduous broad-leaved lowland 2,255 0 19,502 shrubland, poorly drained IIIB1b(a) Deciduous broad-leaved lowland 206 0 5,546 shrubland, well-drained IIIB1b(a)2 Deciduous broad-leaved lowland 328 0 6,431 disturbed shrubland IIIB1b(f)P Deciduous broad-leaved lowland 1,683 0 2,077 riparian shrubland of the plains Total broadleaf forests 30,497 1.7 268,145

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Broad UNESCO Code - UNESCO Class Ha – in Ha - In PAs Ecosystem detail 5km clearing buffer Savanna IA2a(2)(b) Tropical evergreen seasonal 1,607 0 4,366 needle-leaved lowland forest,

moderately drained VA2a(1)(2) Short-grass savanna with 8,846 0.9 24,809 scattered trees and/or shrubs VA2a(1/2) Short-grass savanna with dense 5,547 0.3 13,975 trees or shrubs VE1a(1) Marine salt marsh 121 0 4,605 Total savanna 16,121 1.2 47,755 Urban U1 Urban area 286 0 NA Water SA1b(5) Brackish lake of the Caribbean 1,080 0 8,509 littoral plain Wetland IA5a(1)(c) Caribbean mangrove forest; mixed 469 0 8,134 mangrove scrub IA5a(1)(e) Caribbean mangrove forest; 109 0 414 riverine mangrove IA5a(1)(f) Caribbean mangrove forest; basin 856 0 4,613 mangrove VD1a(1) Eleocharis marsh 236 0 1,777

4.1.2.2 Impacts on Biological Corridor Functioning One specific impact will be related to the presence of protected areas in the area and then specifically to the biological corridor functionality. While there are no officially designated Biological Corridors in the area, there are de-facto biological corridors where past research had recognized substantial wildlife movements. These areas are indicated in Chapter 3.1.9 and Figures 77, 78. Once the rehabilitation of the road is completed, the amount of traffic will increase as well as the driving speed and the risk of animals being killed by road traffic is clearly present. On the in many ways comparable stretch of road from Hattieville to Burrell Boom, no less than 11 Tapir were killed by traffic in the period from June 2008 to January 201332. This is a very high number considering the low population densities in which this species typically occurs. Various methods have been utilized, with varying effectivity to reduce the risk of wildlife collisions. See Clevenger & Huijser (2011) for a discussion. Of the various

32 Information from the Belize Zoo COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 196

options which include overpasses and underpasses, the latter is the most viable option in the Belize context. An underpass is best seen as a large culvert allowing wildlife to move under the road. The general concept is depicted in Figures 78 and 79. While widely applied in the industrialized world, there is little or no experience with it in Meso-America. But based on investigations by the Foundation for Wildlife Conservation Belize, there is some experience in Brazil whereby the focus of the underpass was the Tapir. Based on the Brazilian experience33 the height of the culvert needs to be at least 2 meters before Tapir are willing to use them. Critical in the design a funnel shaped entrance + fencing on both sides of the culvert. This fencing also needs to be 2m in height. The original design calls for sturdy chain-link fencing. An alternative method that consisted of a series of closed placed barbed wire (30cm distance between strands) has apparently been applied with success. Analysis of known and expected wildlife movements combined with local road design parameters has identified six potential locations for underpasses (Figures 79 and 80). The underpasses in this case should be minimal 2 x 2m concrete box culverts.

33 Wilbert Martinez, Foundation for Wildlife Conservation Belize. Pers. Comm. COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 197

Runaway Creek

Manatee Forest Reserve

Figure 77. Biological Corridors in the Runaway Creek Rainforest Preserve area with potential underpasses

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Manatee Forest Reserve

Figure 78. Biological Corridors in the Manatee River – Soldier Creek area with potential underpasses

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Figure 79. Wildlife underpass concept. Notice the funnel shaped entrance and fencing.

Figure 80. Wildlife underpass, focusing on Tapir as utilized in Brazil (courtesy of Foundation for Wildlife Conservation Belize)

The size is important as Tapir will not cross culverts with a height of only 1 meter. In addition, experience has indicated that animals are more likely to cross when they can see the other side. The larger the crossing/culvert, the better the view of the other side.

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As indicated earlier, the underpasses need to be designed to work as a funnel, which means that the sides of the underpasses need to be fences so that the animals will be forced to use the underpass instead of crossing the road. In many countries, this fencing is a normal procedure along the full length of a road, but in Belize, this is both an unpractical and overly expensive solution. Nevertheless, underpasses will need to be fenced for approximately 100 meters on either side of the opening/culvert.

4.1.2.3 Additional impacts During the construction phase, disturbance resulting from noise, dust, lights can occur. These disturbances do not impact areas with natural vegetation as such, but they can impact the movement of animals through the corridor during the construction phase. Stockpiling of construction materials or excavation spoils will be needed, most likely at various spots along the highway to reduce excessive transportation of these materials. Such stockpiling may require the removal of some vegetation. Work camps: it is foreseen that two construction companies will work simultaneously on the road, because of the remoteness of the project area, work camps will be developed for the housing of construction crew, parking of vehicles and equipment, mechanic shop, and other functions. It is possible that crew residing in these camps may potentially use the opportunity to get involved in some hunting or fishing activities during off-hours. See for impacts and mitigation measures Chapter 4.1.5. The rehabilitated road will allow traffic to travel with greater speed, also allows faster moving traffic to easily overtake slow vehicles. This will result in higher average speed of the traffic on the highway. An indirect result of the rehabilitation of the Coastal Road is the increased attractiveness of this area to buyers who may wish to develop the terrain by subdividing the land. Most suitable land is already in cultivation, but there may be a demand for land for ecotourism and residences. In addition, it has to be assumed that there will also be substantial speculative development in the area. This cumulative impact is further discussed in Chapter 4.3. The aquatic habitats of the streams that are subject to bridge/culvert building will be temporarily impacted by the construction activities. After completion of the structures, these changes must be reversed as much as possible, and no permanent impacts are expected. Impacts, being temporary or permanent are presented in Table 43.

4.1.2.4 Terrestrial Environment Impact Matrix

Table 43. Impact and mitigation matrix terrestrial habitats

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Rehab. Process Aspect Impact Mitigation measure component Road Preparing Removal of Loss of Restoring disturbed soil, road bed existing vegetation and natural re-vegetation is vegetation habitat for sufficient since the wildlife acreage to be cleaned is minimal Burning of Strictly adhere to rules biomass explained in the resulting from Agricultural Fires Act and vegetation the Negligent use of Fire clearing with the Act risk of Work camps are developing outfitted with wildfires firefighting equipment Noise of Animals Reduce noise level by moving disturbed proper maintenance of equipment exhaust system of the

equipment, reduce work during the night Do not allow the use of ‘air brakes’ when not needed Light pollution Disorientation Minimize the amount of animals, in permanent light sources particular flying Use directional lights insects, bats and birds Stock piling Clearing of land Loss of natural Stock piling only on materials vegetation already cleared land Setting up People stay People may use Strict ‘no hunting’ rule work camps overnight in their spare time Put up signs ‘NO camps with hunting HUNTING’ Mechanic Pollution of Storage of fuel and workshops, land, diesel according to the refueling groundwater, Guidelines for Service station, storage surface water Stations of fuel Construction company otherwise develops a SOP for oil spills Work camps are outfitted with oil spill response kits

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Rehab. Process Aspect Impact Mitigation measure component Drainage Side drains Disturbance Removal of Minimize the area works and/or removal bottom dwelling impacted by of natural and burying construction activities substrate fauna Rehabilitated Operational Increased Wildlife road Creation of underpasses highway phase travel speed collisions at critical corridor traffic locations Rumble strips near corridor sections to warn wildlife Warning signs: wildlife crossing to alert drivers No continuous safety barriers over long lengths

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Impacts on Air Quality and Noise

4.1.3.1 Impacts on air quality during the construction phase. Regardless the extent of the rehabilitation works, being surfacing of the road, the construction of new bridges and culverts, excavation and fill operations, the construction activities require the use of heavy machinery and vehicles. Under the Pollution Regulations (S.I. No. 56 of 1996), article 11: no person shall cause or permit the extracting, crushing, handling or conveyance of materials or other operations likely to give rise to airborne dust without taking reasonable precautions by means of spray bars or wetting agents, to prevent particulate matter form becoming airborne. This description is essentially applicable to the rehabilitation project which largely consists of excavating aggregates from the quarries, transporting it to the work site, dumping the fill and spreading, compacting, grading until the desired road embankment has been achieved. Before fill can take place, unsuitable materials have to be removed and temporarily stockpiled. These activities are also prone to dust generation, especially in the dry season. The use of heavy equipment will produce noise and exhaust fumes as well. Heavy construction equipment and vehicles must be employed to enable the ground moving operations. Generators may be needed to allow the use of jackhammers, lights, and other appliances. Most of these machines run on diesel fuel, a kind of fuel that can produce high levels of Particulate Matter (PM), the emission of PMs by (diesel) engines is commonly observed by the black smoke coming from the exhaust pipes, especially when machinery have to be employed hauling heavy loads.

4.1.3.2 Exposure to asphalt fumes Exposure to asphalt fumes poses a serious health risk due to the release of polycyclic aromatic hydrocarbons (PAHs). These fumes are inherent to the preferred surface treatment of double chip and seal layer. During the application, the bitumen is heated to make it less viscous, but at the same time PAH’s are released. Construction crew involved in the paving phase will be most exposed to it and to lesser extent residents along the stretches that are paved. There are no schools nearby the road, and thanks to the prevailing easterly winds the villages are upwind from the project area. Mitigation measures are the following: • Outfit construction crew at the paving site with half mask with organic vapor filters

4.1.3.3 Dust resulting from earth moving activities Airborne contaminants occur in gaseous form or as aerosols. Aerosols are particles suspended in the air; these can be sand particles, airborne dust, sprays, smokes and fumes for example. Larger particles are usually stopped in the nose before they reach

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the lungs. Then they are removed by sneezing or blowing the nose. The smaller particles are a bigger health concern because they can pass the filter mechanism of the nose and may enter the bronchi, and bronchiole. The air tubes in the lungs are covered with tiny hairs embedded in a layer of mucus, which can trap the dust particles which are then slowed moved upward to the throat where the loaded mucus can be swallowed or by coughing being removed from the lungs. The bronchiole ends up in tiny air sacs, or alveoli. These do not have the cilia-mucus cleaning system, but particles can be ‘swallowed’ by macrophages, which then can reach the layer of cilia and subsequently removed from the lungs. How do lungs respond to the inhalation of dust? Irritant dust in the nose can lead to rhinitis (inflammation of the lining of the nose), or damage lung tissue if the amount of dust inhaled exceeds the number of macrophages and not all dust can be intercepted and removed, especially when silica (sand) particles are involved. This damage can cause the forming of scar tissue (fibrous tissue), fibrous tissue can ultimately lead to fibrosis of the lungs which means the functioning of the lungs is impacted. Inhalation of certain chemicals can destroy the cilia, reducing the self-cleaning capacity of the lungs. Other particles can irritate the lungs resulting in asthma attacks. Sources of dust, related to the project, in the air are the following: • Burning of biomass to clear land for construction purposes • Fill and cut of the road to improve the vertical and horizontal alignment • Road bed preparations • Whirling up from traffic over unpaved sections of roads Impacts • Health problems road crew and residents • Reduced visibility for traffic • Dust covering the interior of buildings Mitigation measures to reduce impact of dust in the air: • Dust suppression measures: wetting of the road bed during the dumping of road fill, the spreading and levelling of the material • Personal protective equipment (PPE) where dust reducing measures are inadequate • Educate workers about the need to wear the PPE, contractor makes PPE available to the work crew • Inform residents, school administrations about the need to close windows and doors when wind blows dust to their buildings

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4.1.3.4 Emissions from equipment and heavy vehicles Heavy machinery, especially the kind that is running on diesel, may emit high levels of

PM and other air pollutants such as: Carbon monoxide (CO), nitrogen oxides (NOx), hydrocarbons, sulphur dioxide (SO2). The presence of PM, CO and hydrocarbons result from the incomplete combustion of the diesel fuel, which can be the result of using older equipment or equipment not properly maintained and fine-tuned. CO levels are generally low in diesel exhaust compared to gasoline exhaust. SO2 is generated from the sulphur present in the diesel fuel. Generally spoken, the air pollution related to the use of heavy equipment is caused by the quality of the diesel fuel and the state of operation of the engines. A tell-tale sign of a good functioning engine is the color of the exhaust gases: black smoke indicates there is not enough oxygen for the combustion process, white smoke that the temperature in the combustion chamber is too low and blue smoke that lubricating oil is entering the combustion chambers. These are all signs that the engine is not properly fine-tuned or that it needs maintenance and/or repair. Impacts • Health hazard • Inefficient use (poor mileage) of fuel • Wear and tear of the engines Mitigation measures to reduce the impact of exhaust emissions: • Every engine emitting smoke (black, white or blue) is serviced and repaired if needed • All vehicles and equipment are subject to regular servicing and maintenance

4.1.3.5 Noise Loudness is measured in logarithmic units called decibels (dB). This means that a sound level 10dB higher is 100 times louder. Noise can affect people in several ways: • Immediate damage to the hearing is caused by impulse noise exceeding 140dB, for instance an explosion. • Exposure to continuous noise, in this case the maximum noise level is 115dB. The louder the noise, the shorter the duration of exposure to the noise should be to limited health effects Noise abatement is described in Part XI of the Pollution Regulations, 1996. In the Second Schedule of these regulation, the maximum noise level and duration of exposure as experienced in structures, is presented. The louder the noise, the shorter the time inhabitants of nearby structures may be exposed to it. At night, the loudest noise with duration of more than 30 minutes is 45dB which is comparable with the

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loudness of a conversation. The maximum noise level at sites of production for a period longer than nine hours is 85dB. See Table 44 for the details of noise levels.

Table 44. Noise levels (Second schedule, Pollution Regulations, 1996)

Duration of the noise Structure A Structure Structure C Structure Structure E B D D N D N D N D N D N More than 9 hours 60 60 70 70 85 More than 3 hours, less 70 70 75 75 90 than 9 hours More than 30 minutes 75 45 75 45 80 45 80 45 100 90 More than 15 minutes 70 70 90 90 105 and less than 1hr. More than 10min. and 45 50 50 50 90 less than 30min. More than 5min. and less 70 85 100 90 90 than 15min. More than 2min. and less 90 95 100 100 95 than 5min. Less than 10min. 50 70 70 70 80 Less than 2min. 100 100 105 100 100 Noise from infrequent 109 109 114 114 114 explosions (less than 4x/week)

D Day N Night Structure A Hospitals, schools Structure B Residential buildings Structure C Commercial buildings in a residential area Structure D Residential buildings in a commercial area Structure E Industrial buildings/areas

Health impacts are the most common recognized impacts of noise pollution. Apart from hearing loss, exposed persons may also experience hypertension, ischemic heart disease, annoyance, sleep disturbance. Loud noises can impact working conditions when work crew are not able to verbally communicate, therefore dangerous situations may occur. Local residents may be affected by loud noise that disturb their daily activities. COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 207

4.1.3.6 Air Quality and Noise Impact Matrix

Table 45. Impacts and mitigations air pollution

Rehab. Process Aspects Impacts Mitigation Responsible component measures authority Road bed Cleaning work Removal of Smoke Work crew Construction construction site vegetation by inhalation wears PPG company burning

Removal of Excavation Increased Work crew unsuitable and transport dust levels wears the material of unsuitable appropriate materials Personal Protective Gear (PPG) Educate people about the risk of dust inhalation Residents are advised to keep windows and doors closed during earth moving activities Production of Extraction of Increased Make dust right grade fill from dust levels masks road fill quarries (Personal material Protective Gear, PPG) available to work crew and residents Transportation Transportation Road users Cover the fill of road fill by road from are hit by during quarry site to loose transportation worksite materials from the dump trucks Preparing High noise Work crew roadbed by levels, wears the appropriate

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Rehab. Process Aspects Impacts Mitigation Responsible component measures authority compacting repeating Personal and grading movements Protective Gear (PPG) Throw up Wetting of dust exposed surface during the dry season Do not burn vegetation close to the highway to reduce nuisance for passing traffic Use of heavy Exhaust Health Every engine Construction equipment emissions impact emitting Company from heavy smoke (black, machinery, white or blue) and heavy is serviced and transportation repaired if needed All vehicles and equipment are subject to regular servicing and maintenance Noise Health See Table 44. impact Loud noises are limited regarding level and duration

Vertical and Horizontal Alignment At various locations the horizontal and/or vertical road alignments will be adjusted which will require substantial earth moving activities. See Chapter 1.7. Overall, the horizontal re-alignments will be minimal (see Chapter 3.2.5 for details), but the vertical re-alignment will require substantial modification to mitigate the current flood risk. The present level of the roadway has to be raised, new sections have to be filled in for the seven horizontal re-alignments and new approaches of some bridges.

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Around 635,000m3 road fill is needed to build up the road bed, based on the preferred option C . Additionally, about 331,000m3 selected materials are needed for the sub- base and base layers. The surface layer will be a double layer chip and seal for which 15,000m3 crushed river rock is needed. All these materials will be sourced from nearby quarries and trucked in to the site. Various quarries are located along the Coastal Road (see Chapter 1.3.3), which reduces traveling distance and time. The preferred material for the first and second coat seal is river rock chippings, these chippings last longer than limestone chippings which tend to become slippery after a couple of years of use. River rock chippings are available from quarries near the Sibun River, Soldier Creek, Mullins River and the Canada Hill. These quarries, apart from the Soldier Creek one, are already in operation and recent investigations showed that these quarries can provide the amount of quality fill needed for the works. So, there are several options to meet the demand for fill, it is usual the contractor who will decide from which quarry the materials will come. The following criteria should be applied when selecting a source: • The quarry operator must have a valid license issued by the Department of Mining • The quality of the materials must meet the standards set in the technical design • No materials may be extracted from within or nearby waterways • Quarries along the Coastal Road are preferred to minimize hauling distances and reduce the impact on traffic on the George Price and Hummingbird Highways Spill: Unsuitable materials have to be excavated and transported to a temporarily storage location. Part of the spills are suitable for lining the shoulders, drains and other places where there are no load bearing demands. Local communities and individuals may see good use in these materials, and it would be beneficial to all parties if these materials can be made available. Spills can also be used to rehabilitate quarry sites as long as the functioning of the quarry for future use is not compromised. Demolition of bridges and culverts: Six bridges will be replaced by new structures. Apart from the wooden Manatee River bridge the other structures are a mix of re-enforced concrete and steel components. The old structures will be demolished, the debris removed and trucked to a disposal site. Potential disposal sites are: sections of exhausted quarries or at segments of the road where massive fill is needed, for instance high approaches of bridges. Steel parts can be locally sold to interested parties or exported to be recycled. The wooden components of the Manatee River bridge can be re-used during the construction or rehabilitation of rural bridges. These parts should be salvaged for future construction works, if the lumber is still in good condition.

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4.1.4.1 Vertical and Horizontal Alignment Modification Impact Matrix Rehab. Process Aspect Impact Mitigation measure component Vertical and Preparation of Excavation of Disruption of Installation provisionally by- horizontal re- road alignment unsuitable traffic passes alignment of materials the highway Blockage of Installation of provisionally watercourses culverts or excavate ditches Transport of Dump truck Select stock pile sites close to spill movements the to be excavated sites, may need several stock pile sites

Contact villages, individuals, businesses if they have a use for spill Temporarily Disposal site Only for materials to be re-used stock piling of needed Reduce transportation demands spill to be re- by allocating several sites along used the length of the road Final disposal Need for Contact villages, indviduals, of unsuitable provisional businesses if they have a use for spill dump sites spill. The trade in spill creates a business opportunity

Building up Mining of Noise pollution Extract materials from existing road bed materials quarries Dust pollution Landscape contamination Transport of Heavy traffic All heavy vehicles should be well materials movements maintained with functioning exhaust pipes. The use of air Noise pollution brakes is limited to emergency Dust pollution situations Spill of loose Wetting of the unpaved materials roadbeds to reduce throwing up of dust Spreading, Contineous and No roadwork during nightly compacting possible loud hours and grading noise, Broken exhaust systems to be of road bed Throw up dust repaired

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Rehab. Process Aspect Impact Mitigation measure component Overloading Damaging of Prohibit the use of expansion of of dump existing the load capacity of dump trucks trucks infrastructure and ones under construction

Extraction and Transportation of the Road Building Materials Usually, the contractor who is commissioned with building the road will locate the quarries from where the various materials will be extracted. All materials must meet the qualifications as described in the technical bid. The Mineral Sector is governed by the Mines and Minerals Act, Chapter 226 (2000) and the Revised Edition 226S (2003), and the Associated Regulations: The Mines and Minerals (General) Regulations and the Mines and Minerals (Safety, Health and Environmental) Regulations. The Ministry of Natural Resources and the Environment is responsible for operation of mines. The contractor can only derive the materials from mining operations that are licensed by the Ministry. Transportation of the materials will be done by 15cu.yds. dump truck, care must be taken that no dump trucks are used of which the capacity has been increased by putting up boards on the sides of the pan. The axle load weight of these trucks can easily exceed the maximum allowable 8.16mT34. During the transportation of loose materials, the contents of the truck must be covered to minimize the risk of falling debris that can damage/hurt other road users. All heavy equipment must be in good working order to reduce the nuisance of loud noise, exhaust fumes and the risk of breaking down of the truck. On the other hand, it is in the self-interest of the contractor to deploy only well-maintained equipment to reduce additional costs and any delays during the construction.

Construction camps The rehabilitation of the Coastal Road will likely be split up in two or three contracts. Depending on the extent of the rehabilitation works, each contract has a different

34 Motor Vehicles and Road Traffic Regulations. CAP 192. (Section 105)

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magnitude that will determine the scale of the operations regarding the workforce and equipment needed to carry out the contract. Construction camps will be used for the housing of the offices of the construction and supervising engineering, a mechanic shop for maintenance and repair of road construction, storage facilities for equipment, materials, fuel, facilities for refueling as well as basic housekeeping and catering facilities. Housing of the work crew will be provided; part of the work crew may commute daily to the actual project area for example residents originating from the few villages along or near the road. Security guards will be present at the camps 24/7. Depending on the extent of the construction camps, several acres of land are needed per camp. Potential impacts related to the installation and operation construction sites are described in the following sections.

4.1.5.1 Land acquisition and preparation The acquisition of land for the individual construction camps is only for a limited period of time but can have temporarily or even permanent impacts, see also Table 46. • The need for land: several acres of land are needed per camp. This land needs to have access to the Coastal Road. The land should not be at risk of flooding, or be located on a hill side • Land preparations include removal of vegetation, levelling under a slight pitch, inclusion of drainage channels, retention pond, construction of concrete slabs, erection of temporary buildings and an entrance facility • Loss of vegetation. • Increased run-off of precipitation from the bare terrain may increase flood peaks in neighboring waterways, cause flooding of the compound and adjacent properties, cause erosion of the embankments of the downstream waterways • After finishing of the construction work, the land maybe left behind with waste, derelict buildings and other objects • After de-commissioning of the camp, land is unsuitable for farming The following mitigation measures may moderate the impact on the environment and the future potential uses of the property. • Preferable, the contracted construction companies, approach private landholders for the rental/lease of an already cleared lot and they will not opt for properties covered in medium to high natural vegetation. • The contractor should compensate the owner for the use of the land and decide the condition of the land after decommissioning of the camp. • The land will be outfitted with proper drainage, to prevent swamping of the camp and neighboring properties. An entrance road has to be developed, this entrance

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should be wide enough to allow long vehicles entrance or exit without the necessity to move into the opposite lane of the road to make the turn • Decommissioning of the camp. After construction the temporary facilities will be removed. The contractor negotiates with the proprietor in what form the land has to be returned after the rental agreement expires. All waste has to be removed by the contractor, including contaminated soil. • The levelling and construction of work floors, the entrance road may also be regarded by the owner as an enrichment for the property

Table 46. Impacts and mitigations: land attainment

Process Aspect Impact Mitigation measure Establishing of Land Land will not be Construction company will pay rent construction acquisition available for use by to the landowner camps the land owner Land clearing Loss of vegetation Compensate landowner for the loss of commercial crops/flora, if any Select already cleared land for establishing camps Increased run Increased peak Develop a drainage system, include off from the flows of natural a retention pond to buffer bare surface streams excessive storm water Flooding of Level the compound under a slight compound and/or pitch to prevent standing water on neighbouring land the compound Adjust drainage system if neighbouring properties are still affected by storm run off Land prone to flooding, not to be selected for the creation of construction/workers camp Erosion of Include speed traps in steep embankments drainage channels, use rip-rap or geotextile to protect embankments De- Removal of Structures, waste, Negotiate with land owner which commissioning buildings work floors are left infrastructure can be left behind of the behind compound Soil Due to compaction If desired by land owner, the land characteristics of the soil, the land has to be ploughed and cultivated have been is unsuitable for changed farming

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Process Aspect Impact Mitigation measure Contamination of Contaminated soil has to be the soil resulting replaced from spillage and leakages

4.1.5.2 Storage facilities and mechanic workshops The work camps will besides office spaces and dwelling units, also have facilities for storage of equipment, materials, fuel and re-fueling station, LPG storage tanks. Some of the materials may be of hazardous character, these are all the substances that are characterized by being toxic, corrosive, flammable, reactive or explosive. Hazardous materials and hazardous waste are a risk to the environment and human health. Although the work camps are not commercial distribution places for LPG or re-fueling stations, essentially, they pose the same risks to the environment and human health and as such they have to satisfy the design and operational criteria as laid out in the respective environmental guidelines developed by the Department of Environment.

Activity Potential Mitigation impact Storage of Leaking of oil of Parking area should be developed as follows: equipment: vehicles and Compacted surface, slightly tilted, smooth surface equipment other large to prevent ponding equipment Surrounding ditch to allow drainage of the parking area, include a oil and grease trap Daily inspection of vehicles to detect oil leakages, if so, subsequently repair of the failures

Small Storage facility has a level concrete floor with apparatus drainage facilities that includes a oil/grease trap Daily inspection to detect any leakages, if so, subsequently repair the failures Storage of Contamination For siting and placement of fuel storage tanks fuel and of environment adhere to the Environmental Guidelines for Service refueling of resulting from Stations, developed by the Department of equipment leakages and Environment spillage Use of LPG Risk of Install a large size LPG storage tank to minimize the explosion reconnection and transporation actions Adhere to the Environmental Guideline for depots and distribution outlets for LPG, developed by DoE

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Activity Potential Mitigation impact Storage tanks should be placed in a well-ventilated environment, under a roof . No smoking allowed near the tanks Storage of Risk of The transportation, storage, treatment facilities and other contamination land disposal options are all in detail defined in the hazardous of the Hazardous Waste Regulations, 2009. materials environment Storage facility standards: secured entrance, posted and human as a hazardous storage facility, roofed facility, health during emergency response equipment, only trained storage personnel allowed to handle the hazardous substances. All containers properly labelled indicating the contents Keep detailed inventory of the hazardous substances, indicating the amounts stored, used and disposed of. Detailed information about the chemical and physical properties of the hazardous substances shall be kept on file, including information about clean up spills, medical treatment of affected people, disposal options. Antidotes, if any, shall be kept on site. Application Risk of Only trained personnel is allowed to apply of hazardous contamination hazardous substances substances of the Spill response kits avaible on-site where the environment substances are used and human health during application Disposal of Risk of Liqued hazardous waste shall not disposed of in the hazardous contamination Regional Sanitary Landfill waste of the Collect the liquid hazardous waste and contact DoE environment about disposal options and human health during Solid hazardous waste: landfill disposal. The disposal generator of the waste is responsible for determining if the hazardous waste is restricted from landfill. If restricted, the generator contacts DoE about disposal options. The Hazardous waste Regulations 2009 contain a list of substances that are restricted from landfill disposal

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4.1.5.3 Solid waste The solid waste that will be generated at the construction camps and at the various construction locations can be compared to the waste that is produced by households, restaurants, small offices and mechanic workshops.

Table 47. Overview of the solid waste generated during the construction phase

Solid Waste source Description of waste Characterization of Volume generating activity the waste Kitchen Prepare meals Uncooked organic Pre-consumer waste: waste: uncooked up to 10%35 Cleaning plates Food scrapings: Post-consumer prepared organic waste: undetermined waste Groceries packing Card board, plastic, Undetermined materials paper Office Copying, printing Paper Undetermined Printer cartridges, Undetermined toners House keeping Cleaning Brushes, brooms, Undetermined cleaning towels Packaging materials Undetermined Mechanic workshop Oil change Burned oil Undetermined Packaging materials Lubrication Packaging materials Undetermined Repair and Old vehicle parts Undetermined maintenance

The main impacts of solid waste (kitchen, office, construction waste) are for example: • Unpleasant sight, smell • Attracts vermin • Contamination of soil, ground and surface water • Loss of natural resources • Blockage of drains

35 http://www.endfoodwastenow.org/index.php/issues/issues-restaurants COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 217

Many materials can be re-used, either by the construction company or by a third party or re-cycled. A lot of people have a use for empty containers, food left-overs. The company has to take the lead in creating a contact network of potential interested parties, temporarily storage facilities and pick-up locations. Other materials can be re- cycled when in its present form it has no purpose. In Belize several recycling companies are present; the construction company is in charge in contacting these firms and negotiate the recycling of materials. If re-use/recycling of waste is not an option, the waste should be sorted, packed to reduce its volume, temporarily stored and finely discarded at the Regional Sanitary Landfill at Mile 24 of the George Price Highway.

Figure 81. Waste hierarchy

The construction company is responsible to undertake any effort to reduce the generation of waste. These waste reduction measures should culminate in a solid waste reduction manual covering all activities of the company at the construction site. The construction company should make available waste receptacles at locations where construction takes places and at the construction camps. These receptacles have to be covered to stop rain and vermin from entering the waste. Regular collecting of this waste is needed to prevent waste containers to overfill. During the construction phase, the construction camps will generate most of the solid waste. Since the construction camps are not destined for permanent occupancy, the preferred options to deal with the waste are the following: Kitchen waste: • Efficient planning of the number of meals to prepare (waste prevention and re- use) • Provide storage space (fridges and freezers) to store the fresh food items (waste prevention and re-use) • Portions served are adequate but not excessive large (waste prevention), better offer a second serving when asked for • Leftover food is used for next meals

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• Leftover food is made available to third parties (re-use, recycling and other recovery) Office waste: Contact recycling companies to arrange the recycling of office materials and equipment (recycling) Construction waste: • Most construction waste comes available after the various components are completed. The construction company will gather all materials which can be used in future projects (re-use). • Some waste may not be re-usable by the company and efforts have to be made to make this waste available to interested parties (re-use or recycle).

Solid waste, not suitable for re-use or recycling: • Non-hazardous waste to be burned in a purpose-built incinerator. See Figure 82 that depicts a design proposed by DoE for the burning of pesticide containers • All solid waste that has to be discarded as such should be transported to the Regional Sanitary Landfill at Mile 24 of the George Price Highway. At the moment there is no nearby transfer station, so sorting of the solid waste has to happen at the project area.

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Figure 82. Design of a purpose-built incinerator (Source: DoE Guidelines Crop Protection Packaging Recovery/Disposal)

Table 48. Solid waste and options for reduction of waste

Solid Waste source Characterization Mitigations to reduce waste Disposal methods of the waste volume for disposal Kitchen Uncooked Proper storage of fresh Composting, feeding live organic waste ingredients and left over stock food and to prevent spoilage Accurate procurement of perishables Food scrapings Re-calculate number and Feeding live stock (prepared sizes of meals organic waste)

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Solid Waste source Characterization Mitigations to reduce waste Disposal methods of the waste volume for disposal Packaging Carry groceries in re-usable Separate solid waste; materials: Card containers, re-use plastics investigate the option of board, plastic, bags and card board boxes recycling of plastic and paper card board. Last of all disposal at the sanitary waste disposal site at Mile 24 George Price Highway Office Paper Double sided printing Recycle paper (consider recycling of shredded

papers) Printer Use efficient office Contact national dealer cartridges, equipment about options to refill or toners recycle cartridges; lastly Refill cartridges disposal at sanitary waste disposal site at Ml 24 GPH Mechanic shop Burned oil Re-use burned oil for wood Make burned oil treatment available to the public for treatment of wooden structures Old parts Make parts available to junk Contact scrap metal yard dealers dealers Actual work Paper cement Buy cement in bulk or use Burn in purpose-built locations bags pre-mixed concrete incinerator Metal scrap Sell as scrap metal Contact scrap metal dealers Form material Standardize design of Sell as scrap or fire wood repeating structures, so form material can be used several times

4.1.5.4 Wastewater Waste water generation: during the rehabilitation of the Coastal Road, the following activities will generate waste water: • Cleaning of equipment, vehicles • Surface run-off from construction compound

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• Housekeeping waste water • Sanitary facilities at the work camps: flush toilets and showers The generation of waste water is temporary; as it is limited to the construction phase. This fact will affect the preferred option for the waste water treatment without compromising the environment. The estimated volumes of waste water generated are presented in Table 49.

Table 49. Overview of waste water sources and volumes

Waste water source Composition Volumes in gallons Volumes in litres Cleaning of Water mixed with Potential: several Potential: about a 1000 equipment, vehicles sad, mud, grease. hundreds of gallons litres. Average water oil daily consumption of a Average water pressure washer is 10- consumption of a 17.5lpm pressure washer is 3- 5gpm Surface run-off Rainwater Volume of run off is Volume of run off is 1 0.061 gallon/sq. ft. per litre/1 m2 for every mm 1 inch rainfall rainfall. Potential Zero when good housekeeping practices are contaminations, in observed particular oil, grease, fuel Grey water: Water and Up to a 100 gallon daily 350 l Housekeeping detergents for the two work camps waste water (equivalent to the volume of 20 pig tail buckets) Grey water: showers Water and soap Based on 2gpm shower Shower head: 7 lpm. and sinks (grey water), low head, and an average Daily 35 litre levels of bacteria shower time of 5 wastewater from and viruses minutes, daily waste showers per resident water from shower use crew member can be 10 gallon per resident crew memebr Sanitary waste Human waste Modern standard flush 5.5 l/flush; Total water: toilets (solids, organic toilets use 1.6 gallon volume per day matter, per flush (gpf). Total depends on the pathogenic micro- volume per day occupancy level of the organism, Faecal depends on the camp coliform bacteria), occupancy level of the toilet paper camp

Environmental impacts of waste water Cleaning equipment, vehicles: suds, mud, grease and oil ending up in open surface water or groundwater, impacting the aquatic environment COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 222

Surface run off: increase of peak flows with risk of local flooding, erosion of embankments, inundation of the compound Housekeeping waste water: the phosphorus contents of detergents can cause algae growth, impacting the natural balance of the aquatic environment Sanitary waste water: grey water is wastewater that comes from showers, wash basins, washing machines, kitchen sinks. The water can be contaminated with soap, detergents, cleaning products, food particles, body fats, but also low levels of faecal contamination. Sanitary waste water: sewage: contamination of groundwater and/or surface water with sewage. Humans can be exposed to the organism that end up in the human waste orally (by ingesting contaminated water), dermally (getting contaminated water on your skin) and by inhaling small droplets through spray resulting from rapid moving water. Most common illness is gastro-enteritis, but also hepatitis and dermal infections can result from exposure to the sewage contaminated water. Portable toilet contents: contents contain high levels of faecal associated bacteria and viruses. Mitigation measures • Waste water produced during the cleaning of equipment and vehicles: Implement the use of a grease traps to intercept the oil, grease and sediment. The balance of this wastewater can be discharged in a drain field. Location of the drain field will determine the size, which will be based on several parameters, for instance the infiltration capacity of the soil and the amount of wastewater generated. But also important is the saturation rate of the soil, the level of groundwater and weather condition such as evaporation and transpiration of present vegetation. Figure 83 presents an overview of the processes in the soil regarding infiltration and percolation (travelling of the water within the soil). Contents of the grease trap will be regarded hazardous waste and treated accordingly. The calculation of the size of the drain field has to be based on the maximum hourly production of waste water and not on daily average, since this waste water will be generated in a short period of time. To avoid the size of the drain field to become extreme large, a small retention pond can be constructed behind the grease trap to temporarily buffer the waste water after which the water is gradually released in the leach field. Perforated PVC (2”) pipes are placed in trenches filled with coarse gravel with an empty volume of 50% between the gravel. Total length of the pipes has to be calculated based on the soil type where the leach field come. The location should not be prone to flooding (by the river or local ponding) and be minimal two feet above ground water level.

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• Run off from the construction compound The paved or compacted surface of the construction compound is impermeable, and any rainfall will run off from the terrain to neighboring land. Not only the neighbors can be affected by this sheet flow, also the users of the compound may be confronted with inundated terrain or even water flowing into their buildings. When good housekeeping practices are not observed, the run off can become contaminated with chemicals such as oil, grease, and fuel. The whole compound should be levelled under a slight angle to allow controlled drainage towards a retention pond The run off should be collected in a retention pond, with a minimum volume equal to a 50mm rainfall event (2 inches). A compound measuring one hectare (10,000m2) or 2.5 acres will need a retention pond with a volume of 500m3 to capture the rainwater. Areas where vehicles and equipment are re-fueled should be covered and elevated to prevent precipitation affecting the area. Similar for workshops where maintenance activities are carried out that may include grease jobs and oil changes. The whole compound should be surrounded by a drain that will collect the water and lead it to the retention pond, where suspended solids can settle, and the water can be released into a natural drain or a side drain along the highway. • Grey water from shower units, housekeeping activities, kitchen: A similar approach as described above. The kitchen waste water has to pass through a grease trap before it enters the drain field. Depending on the location of the discharge points, the grey water could use the same leach field as used for water generated by cleaning vehicles and equipment. • Sanitary waste from flush toilets: The waste water from the toilets will be disposed of by means of a small septic facility: a sealed, double chamber septic tank (polyethylene material), if needed more than one unit, and a leach field. The size of the septic tank should be sufficient to allow a detention time of a minimal of 24 hours. • Sanitary waste from portable toilets: These toilets, which will be placed in the field at locations where construction take place, the units do not use water for flushing. These units are either rented from specialized companies or maybe owned by the contractor. Contractor or service provider must obtain a license from DoE the contents of the toilets can be disposed.

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Figure 83. Water infiltrating the soil and sub terrain flow of water

36 37

The preferred options for waste water treatment are as follows: • Grey water (housekeeping, kitchen, showers, cleaning equipment): grease trap and leach field • Sanitary waste toilets: septic tank(s) and leach field Leach field: A preliminary field inspection can reveal hints that a location is not suitable for the development of a leach field, even if it only for temporary purposes. These clues are for instance: • location is close to an open water, including wetlands • vegetation at the location indicates a high-water table or seasonal flooding • soil profile shows signs of waterlogging: grey colored clay is an indication of reduced Fe which develops in anaerobe conditions • clay has a low permeability and is unsuitable for a leach field • an organic rich soil is unsuitable, this soil is an indication of waterlogged conditions • high water table: a minimum of two feet soil over the ground water table is required (measured in the rainy season)

36 http://www.colorado.edu/geography/class_homepages/geog_3511_s11/notes/Notes_8.pdf

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For the construction of an adequate septic tank and leach field, the contractor has to take into account the number of persons projected to use the facilities, and the soil conditions at the location (see Table 50).

Table 50. Minimum absorption area for a leach field in various soils38

Average Time Required For Effective Absorption Area Water To Fall One Inch in (Area in Bottom of Disposal Trench)In Sq. Minutes Ft. per 20 persons

2 or less 500 3 600 4 700 5 800 10 1,000 15 1,200 30 1,800 60 2,400

Table 51 shows an overview of the potential environmental impacts and mitigation measures

Table 51. Potential environmental impact of waste water and mitigation measures

Activities Impacts Mitigation measures Responsible authority Cleaning of Water contaminated Use of grease trap and retention Construction equipment, with mud, grease. oil pond company vehicles Surface run-off Potential Re-fuel stations and mechanic Construction contaminations, in workshops outfitted with a company particular oil, grease, raised, impermeable floor which fuel is outfitted with a roof Install retention pond to allow Construction sedimentation and peak flow company control Level the terrain under a slight Construction pitch to allow controlled company drainage

38 http://4.17.232.139/vcode.asp?show=section&id=4701

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Activities Impacts Mitigation measures Responsible authority Grey water: Increased nutrients Use phosphorus free detergents Construction housekeeping level, in especial company and showers, phosphorus leads to wash basins algae growth in the aquatic environment Waste water will be released in a Construction leach field instead of open water company Bacteria and viruses Grey water not to be sprayed on Construction cause gastro-enteritis plants, only released in a leach company field Release of solids, Install grease traps to intercept Construction sediment, oil and grease the pollutants company in the drain field will impair the working of it

Housekeeping waste Collect all scrapings (see under Construction water has high content solid waste), and store it in well- company of organic waste which closed bins. This waste will be will impact the oxygen made available to third parties. demand of receiving water bodies, or attract All waste water passes through a vermin if not intercepted grease trap to intercept and stored properly remaining solids, fat and grease, after which the waste water will enter the leach field Sanitary waste Release of waste water, Use a two chambered, sealed Public Health water: pathogenic micro- septic tank to separate solids Officer organism and Faecal from liquids; retention time coliform bacteria can should be minimal 24 hrs. Empty cause illness in persons septic tank when it is filling up who become exposed to with sludge and scum. the polluted water Leach field should have sufficient capacity to process the daily amount of waste water Install receptacles for used toilet Construction paper, sanitary napkins to company reduce the volume of solids in the septic tank Use portable toilets at locations Construction where no flush toilets can be company installed

Pollution of the Construct a raised drain field of Construction compound when no permeable soil, such as sand company proper drain field can be constructed

During the operational phase of the Coastal Road no waste water will be generated. COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 227

4.1.5.5 Traffic The present Coastal Road is an unpaved but essentially two-lane road; accordingly, all rehabilitation work will require the temporary closing of one or even both lanes of the road. The impact this will have on the regular traffic flow is an increase in travel time, which will be a nuisance for all road users. Diversions, needed to allow wide-ranging earth moving activities, will make it difficult for heavy trucks to navigate these sections, but overall, there are no steep sections that could potentially complicate the issue. Traffic wardens are needed to guide the traffic along obstructed sections of the road; they will be outfitted with two-way radios to allow them to communicate instead of just having visual contact with each other. The wardens will be trained so they will use a uniform sign language to direct the traffic. Emergency vehicles such as ambulances and police cars should receive a preferential treatment. All sections under construction have to be clearly indicated, especially during the night the traffic signs have to be well illuminated. The presence of the construction camp will create a flow of vehicles entering and leaving the camp. These movements may disrupt the flow of through traffic.

Table 52. Impacts and mitigations related to traffic coming and going from the construction camps

Activities Impacts Mitigation measures Responsible authority Closing of one or Obstruction of Sections of the road under Construction both lanes traffic construction are clearly demarcated company and announced ahead of time Traffic wardens will control the flow of traffic Public buses, ambulances and police cars receive a preferential treatment Risk of traffic Traffic wardens guide the traffic Construction accidents Temporary traffic calming measures to company be put in place Establish communication lines between construction sites and field offices

Establishment of High volume Clearly indicate the upcoming exit of Construction a construction turning traffic the camps company compound with movements at access to the the entrances Coastal Road of the work camps

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Activities Impacts Mitigation measures Responsible authority Entrance is wide enough allowing long Construction vehicles to enter without having to company move to the opposite lane

Remove any vegetation that obstructs Construction free view of the exits of the camps company

The width of the entrance to the camp should be wide enough to allow long vehicles to make the turn without having to venture in the opposite lane.

4.1.5.6 Social environment The existence of construction camps in or near villages can potentially cause tensions with the residents. Noise and lights, late working hours, unsightly storage of waste, uncontrolled dumping of garbage, arrival of temporary workers can stress the local population. Resident construction crew may use the opportunity to hunt for wildlife or fish during their off-hours. Although hunting is usually associated with shotguns, other methods of hunting are possible. Apart from impacting the local fauna, these practices can cause tensions with the local population who may see it as a violation of their own (assumed) rights. The presence of fire arms in the camps is anyway undesirable. Resident construction crew may visit nearby villages to make purchases or find entertainment. Tensions between the two groups can also flare up because the resident population may be under the impression that they could have filled in the same positions under the project, or when the new arrival start relationships with residents. The use of alcohol can escalate this situation.

Table 53. Impacts and mitigations social environment

Activities Impacts Mitigation measures Responsible authority Establishment Noise, light No use of heavy machinery at night Construction of a pollution Security lights: adjust beams when the company construction lights are disturbing residents and compound near highway traffic villages Uncontrolled Install receptacles for waste, separate Construction dumping of waste and dispose of waste in company waste appropriate ways on a regular basis.

Illegal hunting Designate the compound and the Construction and fishing project area a no-hunting and no- company fishing zone

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Activities Impacts Mitigation measures Responsible authority Strictly forbid the possession of any fire arm by any employee with the potential exception of security guards Social tensions Establish construction camps away Construction from build-up areas of villages company Have a small shop on site that sells Construction basic supplies company No sale of alcoholic beverages at the camps Resident crew is not allowed to bring Construction and/or consume alcoholic beverages company and prescribed drugs

Impact of the rehabilitation works on archaeological and historical sites With few exceptions, the improvements on the highway are mostly restricted to the road reserve. Since the road reserve has been extensively used over the past decades, the chance to encounter unrecorded archaeological or historical remains is negligible. The development of construction/workers camps may have an impact on possible archaeological/historical remains. By preparing the site by means of excavation and levelling, these remains may be damaged or even destroyed. The contractor shall be asked to put in place specific measures to avoid the possible above-mentioned damages. Impacts: • Archaeological/historical remains are damaged or destroyed Mitigations: Before land will be prepared for a construction/worker’s camp, IoA is invited to do a preliminary site inspection. When archaeological/historical remains are found in the working area, it is reported to the Institute of Archaeology. Work at the site will be halted. Within a reasonable timeframe, a representative of the IoA will come out to do a site inspection. See Archaeological Chance Finds Procedure in Appendix 13.

Table 54. Impact and mitigations: archaeological/historical remains

Activities Impacts Mitigation measures Responsible authority Re-alignment of Damage or destruction of Using LiDAR data identify any MoW the road archaeological/historical sites where conflicts may sites arise and follow up with an Archaeological Impact

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Activities Impacts Mitigation measures Responsible authority Assessment for these specific locations Follow Arcaheological Chance MOW Finds procedure Opening of new Damage or destruction of Carry out an Archaeological MoW Quarry sites archaeological/historical Impact Assessment for these sites specific locations Establishment of Damage or destruction of Archaeological/historical Construction construction/wor archaeological/historical remains nevertheless found, Company, IoA kers camps sites are immediately reported to IoA. IoA will undertake a site visit within reasonable time

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Preferred option for extraction transportation of materials Volumes of various required fill materials have been calculated as part of the technical design. Existing quarries have been evaluated regarding the quality and quantity of fill material available in each quarry, the outcome of the evaluation was that there is sufficient quality fill material available that meets the design standards. It is common practice that the choice of extraction sites is made by the construction company, the choice of source should apart from availability and cost, to be determined by the following: • The quarry operator must have a valid license issued by the Department of Mining • The quality of the materials must meet the standards set in the technical design • No materials may be extracted from within or nearby waterways to avert negative impacts on aquatic ecosystems • Quarries along the Coastal Road are preferred to minimize hauling distances and reduce the impact on traffic on the George Price and Hummingbird Highways • Availability to wash the crushed river gravel, run-off from the wash site is controlled to avoid siltation of waterbodies It is not foreseen that the use of explosives is needed for the extraction of the aggregates, see under the description of the quarries, Chapter 1.3.3. Develop the quarry sites systematically to allow rehabilitation of exhausted sections of the quarry. Rehabilitation should include: filling up of any ponds to prevent the development of standing water, cover the exposed rock with soil and reseed the sections to minimize the risk of erosion the minimum standards for the issuance of a Notice of Completion of Rehabilitation is included in the mining license. Residual impacts as result of the extraction of aggregates are regulated under the mining license issued to the operator of the mine. Transportation of the aggregates will be by large dump trucks. Based on carrying capacity of common 15 cu.yds. dump trucks (which is a conservative 10-11m3), approx. 95,000 truck movements of road fill and about 1,500 truck movements of river rock chippings are needed. Only for that reason it is recommended to use nearby quarries as the source of aggregates. A common practice is that the capacity of dump trucks is increased by placing extra boards on top of the pan. As a result, the axel weight of these trucks will exceed the design load of the road and will damage the existing roads/highways.

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Table 55. Impacts and mitigation measures related to hauling of road fill materials

Activity Impact Mitigation measure Responsible entity Extraction of Materials Only existing quarries to be aggregates extracted from used unfitting locations Inappropriate Quarry operator works under a Construction excavation valid license from the company practices cause Department of Mining damage to the environment Hap hazard use Makes Systematic quarrying schedule of the quarry rehabilitation of that will allow rehabilitation of site the quarry exhaused sections of the quarry problematic Quarrying near Impact of the No quarrying in or near water natural water aquatic bodies is allowed bodies environment (disturbance, obstruction, siltation, pollution) Transport of Dump trucks Covering the load (which is a Trucking company aggregates loosing loads legal requirement) Road damage Adhere to maximum load the Trucking company, dumptruck is rated Department of Transportation, Construction company Increase of heavy Opt for quarries along the traffic, including Coastal Road where there is a turning low traffic volume movements near La Democracia and Hope Creek Rehabiliation of Positive impact: These are mitigation measures the quarry site levelling terrain for the loss of vegetation and using spill from the creation of spill material the during the road works embankments

Planting grass seeds or planting of native vegetation

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Disaster Risk Management The Coastal Road may be subject to a few natural disasters. They are listed below, a short summary of potential impacts is provided, also the chance that the disaster may happen and what mitigation measures may then alleviate the impact of the disaster on the road. Earthquakes: Earthquakes are not a likely risk in Belize, but earthquakes in neighboring countries such as Honduras and Guatemala have on occasion resulted in damage in Belize. Biggest experienced impact of earthquakes was the collapsing of structures built on loose sediments on the Southern Coastal Plain. Structures that are part of the Coastal Road that may be at risk would be the bridges, especially where the bridges are located at fault lines, which does not appear to be the case. Proper design of the abutments is needed to prevent potential damage of earthquakes. Hurricanes and similar tropical weather systems that generate high levels of precipitation: see Chapter 3.1.5 Indirect impacts resulting from excess rainfall during the passage of the hurricane are from flooding of the rivers and streams affecting most of the existing bridges, their approaches and locations of culverts. The new bridges and box culverts are designed to handle a 100 years Annual Return Interval (ARI) amount of rainfall. Another indirect impact of the passing of a hurricane is the damage to vegetated areas. Trees will be uprooted and knocked down, potentially blocking the road but also resulting in enormous amounts of biomass that will be fuel to wildfires the following years. Hurricane Richard (2010) was followed by massive wildfires the year following the hurricane. The impact of wildfires on the highway is mainly the smoke that blocks the view of drivers, at rare occasions HDPE culverts may catch fire. Rock and mudslides: especially where fresh cut slopes are present, the risk of rock and mudslides is present. But considering that the road runs through essentially flat terrain, this risk will be mostly restricted to quarries and similar locations. Where needed, slope consolidation efforts by terracing the slopes, placing geo textile, encourage the re-vegetation of the slopes, placing rip rap/gabions is advised. Climate change: although the extent of climate change and how it will impact Belize is not completely clear (outcome depends on the various climate change models), the following changes may be experienced39: The whole Central America experienced 248 major extreme climate related events between 1930 and 2008. The most recurring events are floods, storms, and landslides and mudslides, which jointly accounted for 85% of recorded events; followed by droughts at 9% of the total. The disasters with the greatest measured effects are those associated with tropical storms and hurricanes, which usually have a greater impact

39 The economics of climate change in Central America, Summary 2010 COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 234

on the Atlantic coast. In the past three decades, the number of disasters has been growing at an estimated annual rate of 5% compared to the levels recorded during the 1970’s. There is a consensus40 that the increasing intensity of hurricanes and other storms is related to climate change, and that this intensity could increase between 5% and 10% during the current century relative to the last four decades.

Table 56. Disaster Risk Management

Natural Impacts Mitigation measures Responsible disaster authority Earthquakes Shifting of the Adapt the design of each Design engineers, abutments and piers of abutment to the existing MoW bridges bedrock Hurricanes Excessive rainfall with Maintain culverts and drains MoW flooding of low lying allowing speedy drainage of the areas flooded area Destruction of Use circular concrete culverts MoW vegetation that will become fuel for wildfires that may damage the HDPE culverts Mud and rockslides Consolidate the steep slopes by MoW terracing the slopes, placing geo textiles, rip rap, gabions and re- vegetate the slopes Tree falls Remove tall trees at unstable MoW locations Wildfires Damage to HDPE Use circular, concrete culverts MoW culverts

Emergency preparations

4.1.9.1 Human and health safety The construction company and sub-contractors are responsible for the health and safety of their employees. At centrally located places, posters with emergency telephone numbers of the company and authorities have to be positioned. All employees working on the construction sites will be provided with personal protective gear (hard hats, reflective safety vests, respirators, earmuffs), which have to be worn at all times. Construction workers will be required to wear protective footgear with steel toes.

40 https://www.neefusa.org/nature/water/increased-hurricane-intensity COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 235

Employees will be trained in responsible behavior on the work floor to minimize the risk of accidents and injuries. All employees will be asked to include the emergency telephone numbers in their personal mobile phones. First Aid Kits are positioned at critical points; the contents of the kits are adequate for the character of the activities. All personnel will receive instruction in basic first aid support which has to stabilize the injured person until transportation to the nearest doctor or hospital in Belmopan. The company is responsible for the transportation of the injured person to the nearest doctor or hospital, see accident regulations by the Social Security Board. A list with contact names and numbers of all staff will be maintained and updated; a copy of this list is kept at the work camp office. Work sites have to be properly lighted and ventilated The construction company will appoint a Health and Safety Officer who will be focal point for all health and safety issues. In case construction activities take place during nightly hours, adequate lighting of the worksite has to be provided. For traffic wardens: shelters have to be provided to offer relieve from sun and rain. These shelters should be erected at sites where they do not distract the traffic or block the view of drivers. At all places where employees are working, sufficient potable water has to be available to them. At certain points, portable toilets have to be placed.

4.1.9.2 Spillage of hazardous materials Clean up any spillage according to the Environmental Guidelines for Service Stations developed by DoE. Report any major spill to the Chief Environmental Officer, Mr. Martin Alegria or any other officer of DoE authorized by Mr. Alegria. The construction company will develop a detailed Oil Spill Response Plan for its undertaking, based on the guidelines and adapted to the specific situation of the road building. The construction company shall also have basic oil spill cleaning materials available near fuel storage and re-fueling stations.

4.1.9.3 Disaster risk management and climate change A hazard is a situation that poses a level of threat to life, health, property, or environment. A hazard can have a natural origin or is maybe man induced. In both cases, the hazard can form a risk to people’s safety, life and livelihoods.

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Amongst the natural hazards that can affect the Coastal Road, during the construction as well the operational phase is: • Weather systems (hurricanes, tropical storms and depressions, cold fronts) • Earthquakes (although no earthquake has occurred within Belize’s territory, earthquakes with their epicenter in neighboring countries or the Caribbean Sea has impacted Belize) • Wildfires – particularly in savanna areas. Causes can be natural (lightning strikes) or human intervention (land clearing, certain hunting practices, negligence) Man-made hazards include: • Transportation of chemicals • During the construction phase the transportation, handling and storage of hazardous materials needed during the construction • Road construction A risk is the chance or probability of damage that could arise from the incidence of a hazard. The probability of a hazard can be reduced or minimize by means of mitigation measures, but a hazard cannot be eliminated.

Table 57. Hazards and Risks

Hazard Risk Risk mitigation measures Responsible authority Weather Flooding The Coastal Road design addresses systems the flood risk: ARI 20 for the road ARI 125 for the new bridges Inform road users on district and NEMO national level of closed roads and bridges Select high ground for the NEMO establishment of work camps In the event of extreme flooding, MoW evacuate all workers, equipment, to higher grounds In the event of extreme flooding, Construction place chemicals, sensitive office company equipment above expected floodlevels Strong winds Emergency procedures to stabilize Construction damaging equipment, materials, workers camp company structures and as preparation to the expected high vegetation winds Develop a hurricane evacuation plan Construction to secure buildings, bring work crew company to safety

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Hazard Risk Risk mitigation measures Responsible authority Develop a cleanup plan to handle the Construction aftermath of a hurricane company, MoW Wild Fires Damage to Monitor the presence of wildfires Construction equipment, (FIRMS Daily Fire Alert) near the company, MoW people and construction site property Earthquakes Dislodging Do not leave equipment in unstable Construction structures and locations company equipmentunder construction Handling, Spill resulting in Develop an oil spill emergency Construction storage and contamination response plan for water and soil company transportation of soil, air and/or contamination of chemicals water At each worksite a guide with information about the hazardous chemicals used during the construction works is posted. Information about the physical and chemical properties, fire risk, health hazards including possible antidotes should be included at minimum Fires resulting Standard operational procedures to Construction from spills fight the various classes of various company chemical fires Have firefighting equipment stationed Construction at each worksite and workers camp Company Injury to people Standard operational procedures how Construction who come in to deal with injuries resulting from Company contact with the exposure to the various classes of chemicals chemicals until injured persons are submitted to a health center First aid kits, including supplies to Construction treat injuries related to exposure to Company chemicals are available at all construction sites and workers camps At each site and workers camps, Construction persons trained in First Aid are Company stationed. If needed, have persons trained in rendering First Aid Road Traffic accidents Proper signage, informing the Construction construction motorists about upcoming dangerous Company road situations Standard operational procedures Construction covering the correct guiding of traffic Company during the construction phase. Train all traffic wardens how to properly signal and guide the traffic

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Hazard Risk Risk mitigation measures Responsible authority Dismiss any traffic warden who is Construction texting during hours of duty Company Ensure that each worksite has Construction communication means with the Company outside world to call for assistance when needed – maintain emergency phone list. Have First Aid kits available in the Construction work cmaps and at each worksite Company Disrupting Inspect exposed hill slopes, especially Construction natural after torrential rains Company, MoW topography, Stabilize hill slopes when signs of Construction creating instability are noticed Company, MoW unstable slopes Impeding During construction phase, daily Construction natural drainage inspection if the water can freely flow Company, MoW systems at the construction site. If needed, clear the passage

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4.2 Social Impact Assessment

Social impacts can be defined as the consequences to people of any proposed action that changes the way they live, work, relate to one another, organize themselves and function as individuals and members of society. This definition includes social-psychological changes, for example to people’s values, attitudes and perceptions of themselves and their community and environment and includes transportation and traffic related impacts. Social impacts are the ‘people impacts’ of development actions. Social impact assessments focus on the human dimension of environments and seek to identify the impacts on people who benefits and who loses. A social impact assessment can help to ensure that the needs and voices of diverse groups and people in a community are considered. For a full discussion of the potential impacts see the separate full social impact study in Appendix 14.

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Potential Socio-economic Impacts

Table 58. Potential socio-economic impacts

Potential Impact Social Variable Positive Negative Population Change Increase in population size. It is likely that the project No effect anticipated. will affect the current structure, and small size of the population of the affected communities by creating a gradual increase. Increase in population may result in an improvement in the imbalance of male to female demographics of Mullins River. Ethnic and Racial Increased cultural diversity of existing communities. Loss of traditional culture. There could be changes in the Distribution The increase in cultural diversity can lead to cross traditions of Creole communities (Gales Point, Mullins cultural understanding and increase intercultural River) which have enriched their lives for generations. learning to facilitate development of communities. Current cultural practices may be affected and lost if they are not actively upheld and observed.

Influx/Outflows of Influx of temporary workers create economic Tension with influx of temporary workers. Increase of temporary workers opportunities. It is likely that the project will create an outsiders can create tension with local villagers over job influx of temporary workers during construction of the opportunities which will be created by the highway highway. This can lead to demand for goods and construction. services from the target communities.

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Potential Impact Social Variable Positive Negative Seasonal Increase in tourists and visitors to local communities. Increase in visitors can put pressure on local resources, Residents/Visitors An increase in eco-cultural tourism can be expected environment and local culture. Increase in visitation can given the highly attractive natural and cultural put pressure on local resources including food, water, features of the region, especially in Gales Point. sanitation, security. Added challenges could include Tourism operators and stakeholders are always increase in garbage produced to solid waste disposal. To looking for new visitor destinations and features. This meet the demands of visitors, communities may also end increase in visitation may translate into new up changing local cultural practices including modifying employment and economic opportunities for the their diets. Residents could be relying more on unhealthy affected communities. packaged and processed goods which could lead to a decline in nutrition. For this to occur however there has to be a large influx of visitors and will likely occur over a longer period of time. Additionally, while this may increase opportunities for both men and women of the communities it is possible to have exploitation of women and children if not properly managed. Residential Stability Increased stability. The upgraded road may make No effect anticipated. While there may be some commute easier and thus reduce the outmigration of individuals who move into the communities to work on the those of employment age to other parts of the country road construction, it is unlikely that the project will alter in order to work. This may have positive impacts for residences or create significant residential instability. families because the bread winner(s), male or female is able to return home at the end of a working day. Better local economic opportunities mean that families will not have to relocate to other parts of the country in improve their quality of life.

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Potential Impact Social Variable Positive Negative Displacement and No effect anticipated. Given that the Coastal Road is No effect anticipated. Given that the Coastal Road is Relocation already in place, there is no need for any displacement already in place, there is no need for any displacement or or relocation to accommodate the project. relocation to accommodate the project.

Income and Livelihood Increase livelihoods opportunities. The opportunities Denial of job opportunities for women. Most affected for investment in small businesses and the cost of communities are plagued with high rates of doing business should be reduced for those who are unemployment, specifically among women and youth. entrepreneurial and see opportunities to provide Road construction works can exclude their populations if goods or services to budding industries that the road members of each community are not given an opportunity upgrade will provide. This may improve the ability of to find employment during the road construction due to more women to earn an income within their gender bias in employment opportunities. communities. Increase in employment opportunities for men and Loss of livelihoods due to displacement of farms. There is women outside of their communities. A lack of public a potential impact to livelihoods for those who farm if they transportation and poor conditions of the road, make are displaced from lands that they may not have it difficult to commute for work. The ability to ownership of. Since the majority of farmers are men (often commute expands the opportunities of men and main bread winner), who are sometimes supported by women to take up employment outside of their their wives, they will be disproportionately impacted by communities. It also reduces the levels of insecurity any loss of access to farm lands. for women who are able to get jobs outside of their communities but currently are unable to do so because of fear of hitchhiking on an isolated road to and from work.

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Potential Impact Social Variable Positive Negative Diversification of livelihoods and local economy. Local livelihoods can be diversified to take advantage of increasing tourism and development activities that the road upgrade may bring. Both women and men can be able to find jobs in budding industries such as tourism or other development along the highway including during construction. Land and other Properties Increase in use and value of available real estate. Displacement of residence. Survey results indicate that in Capital investments on currently idle land in the area all four communities, the majority of residents do not own will generally increase property values in the area. For the land that they live and farm on. Of those who do have example, investments in tourism guesthouses, hotels legal documentation for property that they live or farm, a or resorts can increase the value of existing properties. large number hold leases which are expired. Technically, it Those community members who currently hold such is possible that those lands could be acquired by new properties can benefit significantly from new owners which could result in displacement if this is not opportunities through greater market incentives. accounted for by the government authorities. In such a These could include families whose limited properties case, women may be disproportionately impacted as in actually includes land that was previously the majority of communities, women tend to have low or underutilized due to lack of market incentives. no income. Community displacement. Community displacement can occur if residents who own prime real estate sell those properties to developers while moving to less optimal and smaller properties. This can result in marginalization of existing members of communities over the long term. Land Expropriation. It is possible that some lands may be expropriated for the horizontal alignment of the highway.

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Potential Impact Social Variable Positive Negative Traditional Use Areas No Impact Identified. Communities are generally land- Loss of access to traditional farming and hunting areas. locked, surrounded by private properties. Household have been farming and hunting along the coastal road for generations. It is possible that they may lose access to farming and hunting areas through sale of available land or development of private lands by their owners. Risk, Safety and Security Increased ability to police communities along coastal Increase in crime. Except for Hope Creek, perception of road: The current condition of the existing road makes safety is high in the communities along the coastal road. it difficult for police to respond to crime or to practice Major crime is minimal in all communities. Expanding community policing. Ease of access to the community populations, investments, developments may attract can facilitate police response to drivers or insecurity criminal activities and challenge the relatively peaceful and crime. status of communities along the coastal road.

Ease of access of safety service providers: Agencies like Increase in Road Traffic Accidents (RTAs). Belize has the fire department, ambulances can access the more relatively high accident rates. This high death rate in Belize isolated communities of Gales Point and Mullins River. is a public health concern with significant social and Additionally, in times of national emergencies, economic repercussions. Fatalities associated with the hurricanes, floods, etc. communities can be able to newly upgraded road can impact both drivers and easily evacuate or receive disaster response by land. pedestrians using the road. Whereas both Gales Point and Mullins River are off the proposed highway, La Democracia and Hope Creek currently have residents living near the proposed highway. These communities will need to adjust from experiencing limited to an increased number of traffic and heavier vehicles along the road. Additionally, there is a potential for accidents where school children get off school buses along the road and walk into their school compound. There are increased risks for RTAs at the

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Potential Impact Social Variable Positive Negative intersections of the Coastal Highway and George Price and Hummingbird Highways.

Enhanced safety for travelers. The Highway provides opportunities to improve the safety specifically of women and children who have to walk or hitchhike along the currently isolated coastal road due to a lack of public transportation. It is likely that after the highway is constructed, public transportation will resume in the area. Limited Cell Phone coverage along the coastal road. Only La Democracio, Hopeville and Gales Point have coverage

Water and Sanitation No effect anticipated. Impact on Water System. The Gales Point Water System sources water from a creek that runs across the Coastal road. This water can be contaminated (sediments and turbidity) by road works. In such an event, a suitable water source which is not affected by salt water intrusion (brackish water) will need to be identified given the proximity of the village to the coastline. The Hope Creek and La Democracia Water Systems may be affected as the transmission and distributions lines are next to the Coastal Road.

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Potential Impact Social Variable Positive Negative Health Services Easier Access to Regional Hospital for Gales Point and Increase in sexually transmitted infections. Having an Mullins River. Gales Point and Mullins River were the influx of temporary workers can result in increases in the communities that highlighted the challenges of incidence of sexually transmitted infections in the area. inaccessibility of health care. This is because without public transportation, the condition of their road and with few private vehicles, accessing health facilities (nearest in Dangriga) is costly and difficult. The upgraded road will allow of easier access to health services in nearby urban areas.

Easier access to the communities for health and emergency service providers. Health service providers do not visit the villages frequently, in the case of Mullins River, there are no visits currently. Upgrading the road will make it easier for health workers including emergency services to access these rural communities.

Easier Access to sexual and reproductive health services- For isolated communities, the ability for women to get easier access to sexual and reproductive health care thorough the Regional Hospital and the Belize Family Life Association’s Clinic in Dangriga will improve. This may reduce the high incidence of adolescent pregnancies and improve the general wellbeing of women.

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Potential Impact Social Variable Positive Negative Transportation Services Reestablishment of public transportation service Reduction in public transportation runs for Hummingbird through the Coastal Road. The positive impacts in the Highway commuters. Public transportation will likely begin reestablishment of transportation services will be to go through the Coastal Highway which means that that most impactful for the communities of Gales Point and fewer buses may end up going through the Hummingbird Mullins River. This will allow for easier commute to Highway affecting the mobility of communities along that work and school. Additionally, re-established bus runs route. will make the rest of the country more readily accessible to these communities, with the opposite also holding true.

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Relocation of Utilities See Chapter 4.2.2. Potential impact of the relocation of electricity posts and lines: during the relocation procedure, electrical appliances cannot be used; especially the loss of power can have major impact for businesses and households. Food items stored in freezers and fridges may perish and cause health problems. Telecommunications will remain operational when the disruption of power does not last longer than a few hours. Mitigations: Belize Electricity Board has to inform the public ahead of time about the upcoming relocation (and therefor power cuts), when and approx. how long the disruption of services will last. But power supply should be restored before the end of the day. BEL should advice the public how to manage their refrigerators and freezers, for instance by freezing excess of water that can function as an extra cooling unit during the time their appliances are without power. Potential impact of the disruption of water services: apart from being very inconvenient having no running water available for basic purposes as flushing toilets and showering, it can have a major impact on people and food safety. After reconnection of the pipes and supply is resumed, the first water may have a high level of silt and is deemed unsuitable for consumption. Mitigation measures: The construction company has to plan the disruption of water services ahead of time, communicate with the agencies when these interruptions will take place, inform the affected public about the upcoming work and advise them how to prepare themselves and their families. The public is advised not to use water that has any signs of silt in it. Bottled water should be made available to the public if these interruptions last longer than 24 hours. In that case, water for household purposes should be offered by means of tanker trucks.

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Table 59. Impact mitigation utilities

Social Variable Impact Type Phase Mitigating Measure Electricity Disruption of power supply Direct Construction Coordinate construction activities with BEL BEL informs customers about the upcoming disruption of services (BEL website, radio announcements and posters in the affected villages) BEL advises their customers how to manage their fridges and freezers to prevent food spoilage Power supply is restored before the end of the day to minimize the inconvenience

Water and Disruption of water supply Direct Construction Coordinate construction activities with the local waterboards Sanitation . Construction company informs the residents about the upcoming disruption of water services (radio, newspaper, posters in affected villages) Bottled water should be made available to the public if these interruptions last longer than 24 hours. Water is made available by tanker trucks if disruption of services lasts more than 48 hours Public is advised not to use the water for food preparation and drinking if the water is not clear after services have been restored. Determine during design whether the Pump House in Gales Point requires relocation and identify a new water source prior to construction. Ensure that water lines are identified during construction and relocated if necessary. Any damages to the water lines during construction must be rectified immediately.

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Mitigation measures The following Table 60 lists recommended measures to avoid and mitigate the potential project impacts. It includes measures to address the main and most likely adverse impacts identified in this report. The impacts are broken down into several variables. The potential adverse impacts are also analyzed by type and phase. Type in this instance refers to whether the impact is expected to be Direct, Indirect or Cumulative. The phase refers to the phase of the project in which it is likely to occur is also shown. These phases are Planning, Implementation, and Operational. For a full discussion of the proposed mitigation measures see the separate full social impact study.

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Table 60. Mitigations social-economic impacts

Social Variable Impact Type Phase Mitigating Measure Ethnic and Racial Loss of traditional culture. Cumulative Operational Engage the Institute of Cultural and Social Research of the National Distribution Institute of Culture and History to continue their support of cultural preservation of the Kriol culture in Gales Point and Mullins River. Integrate the cultural practices of local communities when developing tourism destinations in the area to encourage cultural preservation. Influx/Outflows of Tension with influx of temporary Direct Construction While not legally obligatory, encourage highway contractors to hire temporary workers. residents in consultation with village councils especially in unskilled workers and semi-skilled work. Ensure that local communities are aware of the grievance mechanism and how to use it. Seasonal Increase in visitors can put Cumulative Operational Increase capacity of village leaders to plan, fundraise, maintain and Residents/Visitors pressure on local resources, expand infrastructure to meet potential growth in their villages. environment and local culture. Ensure that new developments near the affected communities have EIAs conducted and are done to minimize impact on natural and cultural environment of communities. Income and Denial of job opportunities for Direct Construction Encourage contractors to ensure gender equity in hiring practices Livelihood women. and to make job opportunities available to youth from local communities.

Loss of livelihoods due to Cumulative Operational Support the regularization of land tenure for those who use lands for displacement of farms. farming but are without clear lease or titles. Support affected individuals with training and alternative livelihood opportunities within the communities. Ensure equal opportunities for men and women to benefit from support to livelihoods.

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Social Variable Impact Type Phase Mitigating Measure Displacement of residence. Cumulative Operational Support the regularization of land tenure to allow current community residents the opportunity to update or obtain proper lease and titles to the properties they occupy. Any regularization programme has to ensure that women are able to obtain lands and no inhibited by economic disadvantage. Land and other Community displacement over Cumulative Operational Encourage local residents to hold on to and invest in their properties Properties time. as they are likely to increase in value over time.

Land Expropriation. Direct Construction Any lands to be expropriated will be in in full compliance with the laws of Belize and will follow all due process. Property owners will be compensated for lands expropriated as allowed for in law. Risk, Safety and Increase in crime. Cumulative Operational Use the upgraded highway as an opportunity to increase law Security enforcement patrols along the road. Patrols should promote both preventative and proactive policing approaches including community-based policing to strengthen the relationships between the communities and law enforcement officials. Provide opportunities for skills building for communities’ youth to increase their chances of being employed to reduce their attraction to delinquent behaviour. Enhance the operational capacity of the police station in Gales but providing additional staff and vehicle for mobility.

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Social Variable Impact Type Phase Mitigating Measure Increase in Road Traffic Direct Operational Use the upgraded highway as an opportunity to increase law Accidents (RTAs). enforcement patrols along the road. Ensure that there is adequate lighting at all bus stops to reduce the risk of robberies and other crimes. Install reflectors on the road to aid with visibility when driving at night. Install pedestrian ramps of reasonable height at the approach of communities along the road especially in La Democracia and Hope Creek. Install truck rest/check stops (wider shoulders) along the highway so that heavy vehicles operators can conduct vehicle checks and do repairs. Ensure that the design of the road includes speed arresting infrastructure and signage and road furniture specifically within village boundaries. Ensure careful design considerations for the intersections between the Coastal Highway and the Hummingbird and George Price Highway respectively. Lack of communication along Direct Construction Increase coverage of Digical and Smart reception along the entire much of the road and length of the road. Operational

Water and Impact on Water System. Direct Construction Determine during design whether the Pump House in Gales Point Sanitation . requires relocation and identify a new water source prior to construction. Ensure that water lines are identified during construction and relocated if necessary. Any damages to the water lines during construction must be rectified immediately.

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Social Variable Impact Type Phase Mitigating Measure Health Services Increase in sexually transmitted Direct Construction Ensure that contractors work with local health authorities in infections. providing health promotion information especially relating to sexually transmitted infections and in the provision of condoms in appropriate locations for workers.

Transportation Reduction in public Cumulative Operational The Department of Transport will need to review transportation Services transportation runs for options and ensure that there are continued, and sufficient public Hummingbird Highway transportation runs to the communities along the Hummingbird commuters. Highway.

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4.3 Potential Cumulative Impacts

Improved road quality accessibility will lead to an increase of developments along the Coastal Road. In areas closer to the major populated areas such as Hope Creek and La Democracia, these developments will likely be subdivisions for small residential lots. In the more remote areas such as Gales Point and Mullins River, more developments and large acreage subdivisions are possible. Agriculture developments are not likely to increase in a significant way, as the soils, apart from the area near Hope Creek are no conducive for such development. Local entrepreneurs may use the momentum of traffic increase to establish small restaurants, gift shops, shops to cater to the increased traffic. To catch the attention of the drivers, the most coveted locations are right next to the highway, resulting in unguided developments in and near road reserves. No guidance or conditions exist regarding these developments, and parking lots, drive ways will pop up everywhere. The traffic movements will have a detrimental effect on the shoulders of the road, starting the wearing down of the road surface and underlying strata from the moment the road is finished. An important cumulative impact is likely to be a further touristic development of Gales Point and the Southern Lagoon as a whole. The whole area had tremendous potential for this. Risks of this would be two-fold: 1. The inhabitants of Gales Point may not be capable of guiding such a development of their village and reap its benefits when faced with more savvy and aggressive investors from outside 2. Southern Lagoon in a protected area with a focus on Manatees. Increased tourism activities may risk killing this “goose with the golden eggs”.

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Table 61. Cumulative Impacts

Subject Activity Impact Mitigation Responsible entity

Economic Tourism related Employment opportunities during the N.A. N.A. development developments construction and operational phases

Population Sub-divisions Increased demands for social and utility Residential sub-divisions in remote LUA growth in rural outside established services such as schools, water systems, locations are not permitted areas communities power supply, roads, health clinics LiDAR survey over an area of 800 km2 Subdivisions are planned in flood prain was done. The survey indicates areas terraIn that have a flood risk of ARI5. These areas should not be developed for high density residential purposes Increased Social and utility services are not Private subdivisions: no permit to LUA, Ministry of populations of the adequate for the larger population subdivision granted if the infrastructure, Education, SIF villages water and power supply are not in place. Educational provisions: Ministry of Education has to become pro-active instead of reactive in regards to the need of facilities Increased use of Steady decrease of the Level of Service Efficient land use planning LUA the road of the road Biological Land use change Reduced connectivity between Legally establish the corridor according DoE, LUA corridor northern and southern biological to National Protected Areas Systems Act corridor resulting from fragmented 2015. natural ecosystems Natural vegetation along a corridor of 200 ft. either side of natural waterways should remain

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Subject Activity Impact Mitigation Responsible entity

Protected De-reservation Loss of natural forest cover leads to loss Ministry of Natural Resources makes a MNR areas resulting from a of biodiversity, reduced interception commitment not to de-reserve protected demand for land for capacity of precipitation areas along the Coastal Road development Traffic Improved Higher traffic volumes increase risks of Planning of economic activities and volumes accessibility of the traffic accidents, noise pollution, subdivisions within communities area will prompt waiting time for inserting traffic economic development, New drive ways blocking the side drains Future land developments: property Property owners including an of the rehabilitated road owners has to install their own driveway, and MoW increase in need permission from MoW, culverts has residential lots that to have a suitable width to allow vehicles will increase local to insert the highway without using two generated traffic lanes Increased traffic Increase of accidents, noise pollution Traffic planning GoB flow between northern, western districts with the south of belize Economic Increase in retail Increase of unregulated exits to parking Development plans per community MoW, village environment stores, small facilities along the road designates economic zones, economic councils, eateries in and activities generating traffic movements property owners along the road have to develop proper parking including reserve access with culverts

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4.4 Assessment of Alternatives

This Chapter will present alternatives to the components of the proposed rehabilitation works, each alternative will be viewed from an environmental, social and economic angle. The following options will be compared: • The Feasibility Study done in 2000 (option O) • The proposed option presented in this report (option C) • Two alternative options proposed in the feasibility study: option A and B • • A final draft of the Feasibility Report was submitted on 28th September 2018. Four main road alternatives were assessed on this report considering different annual recurrence intervals (ARI):

Road Alternative Design Speed ARI Solution 0 90km/h 50 years Solution A 100km/h 5; 20; 50 years Solution B 60 – 100km/h 5; 20; 50 years Solution C 60 – 100km/h 20 years

• Solution 0 is the road alternative suggested in a previous feasibility study carried out by Beca International Consultants LTD in March 2000. Nevertheless, this solution could not be considered as an option based on specific design aspects that are not compliant with the requested standards (AASTHO and MoW´s ones). For instance, the width of the embankment was below the requested standards, the narrower embankment effects the design of the road in especially the presence of shoulders and embankments, but it will also affect the integrity of the embankment especially in wet terrain.

Main differences between alternative A, alternative B and alternative C are related to the horizontal and vertical road alignment. Solution A presents a smoother horizontal road alignment with higher minimum curve radius, and better sight distances, that also requests a bigger road length outside the road reserve, and so more land acquisition surface is needed. Alternatives B and C are more similar, but the elevation of the road deck of B is higher than for alternative C. In case of alternative C, this will lead to reduction of road service due to flooding at some points resulting from excessive rainfall. In options A and B, all bridges (apart from the recently built Mullins River bridge) were going to be replaced, in option C four bridges will remain and will be rehabilitated.

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For completeness, the A&B&C alternatives are also compared with the design solution from the year 2000 feasibility study (Manatee Feasibility Report). The Manatee Feasibility Report solution presents a different design approach from the one considered for Solution A and B. Differences are mainly focused on some specific subjects that have an important impact on the total cost for the upgrading of the Coastal Highway such as typical cross section, earthworks, pavement and bridges. The three alternatives are presented in Table 62.

Table 62. Three Design Alternatives Compared

Aspects Parameter Manatee Solution A Solution B Solution C s Feasib. 2000

General Matching 83.1% of the 72.3% of the 94.8% of the with alignment alignment alignment existing (47.65km) (41.58km) (55.05km) road match with match with match with existing road existing road existing road Horizontal Length 57.3km 57.48km 58.05km 58.09km Alignment Speed 90km/h 100km/h Variable Between 60- design between 60 and 100km/hr 100km/h Straight 3,079m / 79m 3,300m / 200m 3,400m / 155m 3,400m/114m sections length max. & min. Radius 5,700m / 300m 4,500m / 395m 5,000m / 200m Minimum curve max. & radius: min. 394m at 100km/hr 113m at 60km/hr Vertical Rate of --- Minimum 52.0 Minimum from Minimum from Alignment vertical 11.0 to 52.0 11.0 to 52.0 Curvature (K) Grade 2.6% / 0.0% 1.7% / 0.1% 1.9% / 0.1% 1.9% / 0.1% max. & min. Height 4.7m /existing 9.3m /existing 11.0m / existing 5.9m/existing max. & ground level ground level ground level ground level min. Typical cross Interurba 2x3.35m lanes; 2x3.60m lanes; 2x3.60m lanes; 2x3.60m lanes; section n sections 2x1.00m 2x1.50m 2x1.50m 2x1.50m shoulders shoulders shoulders shoulders Urban 2x3.35m traffic 2x3.60m traffic 2x3.60m traffic 2x3.60m lanes; sections lanes; 2x1.00m lanes; 2x1.50m lanes; 2x1.50m 2x1.50m shoulders shoulders; shoulders; shoulders;

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Aspects Parameter Manatee Solution A Solution B Solution C s Feasib. 2000

2x1.5m 2x1.5m 2x1.20m sidewalks sidewalks sidewalks Bridge 2x3.35m lanes; 2x3.60m lanes; 2x3.60m lanes; 2x3.60m lanes; sections 2x1.00m 2x1.50m 2x1.50m 2x1.50m shoulders shoulders; shoulders; shoulders; 2x1.2m 2x1.2m 2x1.2m sidewalks sidewalks sidewalks Superelev 8% max. 8% max. 8% max. 8% max ation Normal 3% 2.5% 2.5% 2.5 % cross fall Slopes Embankments Embankments Embankments Embankments 2H/1V 2H/1V 2H/1V 3H/2V Cutting sections Cutting sections Cutting sections Cutting sections 2H/1V 3H/2V 3H/2V 3H/2V Earthworks Cutting Not considered 385,204 (ARI 5) 385,540 (ARI 5) volume (ARI 5) 377,466 (ARI 20) 382,066 (ARI 20) (m3) Not considered 372,314 (ARI 50) 378,596 (ARI 50) (ARI 20) 399,200 (ARI 50) Filling Not considered 1,295,798 (ARI 1,300,796 (ARI 635,836 volume (ARI 5) 5) 1,380,993 5) 1,370,699 (m3) Not considered (ARI 20) (ARI 20) (ARI 20) 1,480,680 (ARI 1,471,202 (ARI 439,700 (ARI 50) 50) 50) Geotechnics Reuse of Reuse of Reuse of Reuse of Reuse of Excavated excavated excavated excavated excavated Materials materials is materials is NOT materials is NOT materials is considered considered considered considered because of its because of its quality quality Available Sibun river; Sibun river; Sibun river; Sibun river; Quarries Rockville; Rockville; Rockville; Rockville; Manatee road; Manatee road; Manatee road; Manatee road; Soldier Creek; Soldier Creek; Soldier Creek; Soldier Creek; Mullins river; Mullins river; Mullins river; Mullins river; Canada Hill; Canada Hill Canada Hill Canada Hill Sand/Gravel mix Drainage Annual Road – 1 in 50 Road – 1 in 5, 20, Road – 1 in 5, 20, Road - 1 in 20 System Recurrenc Bridges – 1 in 50 50 50 Bridges - 1 in 125 e Interval Culverts– 1 in 20 Bridges– 1 in 200 Bridges– 1 in 200 Culverts- 1 in 20- (ARI) Side drains– 1 in Culverts– 1 in Culverts– 1 in 50 5 100 100 Side drains- 1 in Side drains– 1 in Side drains– 1 in 5 5 5

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Aspects Parameter Manatee Solution A Solution B Solution C s Feasib. 2000

Elements Single and Single and Single and Concrete multiple HDPE multiple HDPE multiple HDPE circular pipes pipes 900, pipes 1,000, pipes 1,000, 1,000-1,500 mm 1,050, 1,500 1,200, 1,500 1,200, 1,500 Single and Single and Single and Single and multiple multiple multiple multiple reinforced reinforced reinforced reinforced concrete box concrete box- concrete box- concrete box- culverts 2-3m culverts 1x2m, culverts 1x2m, culverts 1x2m, span, 1-1.5-2m 2x2m, 2x3m 2x2m, 2x3m 2x2m, 2x3m leg Emergency 3 m wide 3 m wide 3m wide Floodways trapezoidal side trapezoidal side trapezoidal 2 m wide drains (1H/1V drains (1H/1V drains (1H/1V trapezoidal side slopes) slopes) slopes), unlined drains (1H/1V Three concrete slopes) floodways, each 100 m long Pavement Structure Double Double Double Double bituminous bituminous bituminous bituminous surface surface surface surface treatment treatment treatment treatment (chip&seal); (chip&seal); (chip&seal); (chip&seal); 150mm 180mm granular 180mm granular 180mm granular granular base base (CBR 60); base (CBR 60); base (CBR 60); (CBR 60); 280mm 280mm granular 280mm granular 250mm granular sub- sub-base (CBR sub-base (CBR granular sub- base (CBR 30) 30) 30) base (CBR 30) Subgrade (CBR Subgrade (CBR Subgrade (CBR Subgrade (CBR 10) 10) 10) 6) Floodway Reinforced None None Reinforced concrete concrete Life time 12 years 23 years 23 years Bridges Rehabilita Sibun, Not considered Not considered Rehabilitation of tion Cornhouse, based on the based on the four bridges: Jenkins, Soldier structural and structural and Sibun, hydraulic hydraulic Cornhouse, assessment assessment Soldier, Nelly Replacem Manatee, All bridges All bridges Manatee, ent Mullins, Big Jenkins, Creek rivers Quamina, Deadman, Mangrove, Big Creek Temporar Not considered Sibun, Sibun, Jenkins, y bridges Cornhouse, Cornhouse, Quamina, during Jenkins, Jenkins, Deadman, Deadman, Quamina,

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Aspects Parameter Manatee Solution A Solution B Solution C s Feasib. 2000

constructi Mangrove and Deadman, Mangrove, Big on Big Creek bridge Mangrove, Creek Nelly, Big Creek Utilities BEL Aerial power Aerial power line Aerial power line Aerial power line affected line 210 poles 150 poles 150 poles 100 poles Road George Left-turning Left-turning Left-turning Roundabouts Intersection Price and storage lane, storage lane, storage lane, s & Humming street lighting, street lighting, street lighting, diversions bird road marking, road marking, road marking, Highways road traffic road traffic road traffic devices devices devices Gales Simple Left-turning Left-turning Left-turning Point and junctions storage lane, storage lane, storage lane, Mullins considered, street lighting, street lighting, street lighting, River covering road road marking, road marking, road marking, accesses marking, road road traffic road traffic road traffic traffic devices devices devices devices Road Gales Not considered Upgrading of the Upgrading of the Not considered diversions Point and first 500 m first 500 m Mullins (alignment and (alignment and River drainage) drainage) accesses Land Surface 32ha 95.4ha 18.0ha 2.9ha acquisition Land use Agricultural use Agricultural use Agricultural use Agricultural use Forest use Forest use Forest use Forest use Environmen Protected Runaway Rain Runaway Rain Runaway Rain Runaway Rain tal & Social areas Forest Preserve; Forest Preserve; Forest Preserve; Forest Preserve; aspects Manatee Forest Manatee Forest Manatee Forest Manatee Forest Reserve; Grant Reserve; Grant Reserve; Grant Reserve; Grant Works Forest Works Forest Works Forest Works Forest Reserve Reserve Reserve Reserve Sensitive Not affected Not affected Not affected Not affected habitats Biological Not considered Considered Considered Considered corridors Archaeolo Not affected Not affected Not affected Not affected gical areas

An important conclusion from this analysis from an environmental point of view is that the volume of fill for the embankments according to option C is half the amount from what is needed for options A and B.

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Need to upgrade the road versus no action alternative The present road is not a paved road, it is prone to flooding and therefore, generally avoided by most of the traffic. As such there is no viable alternative to the Hummingbird Highway for traffic to and from the south of Belize. The no action alternative; in other words, no upgrading of the road will maintain this status quo. All traffic, including heavy traffic will continue to use a route via the at places steep Hummingbird Highway with cost and safety implications. Improvement of the Coastal Road would provide an alternative route for heavy traffic; however, the risk is that the coastal road does not provide an option for the critically important transportation of Citrus cultivated in the Stann Creek Valley, thus reducing the gains that can be made with regard to heavy traffic on the Hummingbird Highway. The improvement of the Coastal Road will assist in creating redundancy for the Belize road system, and as such, improving the Coastal Road will be beneficial to the Belize Road system as a whole. Table 63 compares the basic alternatives.

Table 63. Overview of basic alternatives

Factor Upgrade the Upgrade option 0 No-action Coastal Road alternative option C Redundancy connection function Large Small Negligable north-south Belize in times of emergencies of natural disasters (hurricanes, flooding) Implementation costs High Medium Low Recurring maintenance costs Medium High High Prone to flooding Low High High Lifespan replaced bridges Long Long Short Lifespan rehabilitaded bridges Medium Medium Short Improved road safety Medium Medium No Reduction of dust High reduction High reduction No reduction Reduced travel time Estimate 50% Estimate 30-40% None Reduced operating costs High reduction High reduction No reduction Improved access to rural Yes Yes No communities Reliable passageway Yes No No

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Factor Upgrade the Upgrade option 0 No-action Coastal Road alternative option C Benefits to Belize Economy as a High Medium Low whole Long term imporivements Yes No or only minor No or only minor long-lasting long-lasting improvements improvements

Need to resurface the Coastal Road At the moment, the surface of the Coastal Road is unpaved. As a result, during the dry season passing vehicles throw up dust and after rain the road surface comes very slippery. Roughness condition of the present road is around 15m/km, after paving it would become 3-4m/km. This is a big improvement, not only increasing the comfort of the ride, but it also reduces wear and tear of the vehicles. Maintenance of the road surface will be less costly since regular grading of the road becomes obsolete. Of course, regular inspection of the road is needed to carry out repair and maintenance to avoid the disintegration of the road surface

Replacement of bridges and culverts. The various bridges and culverts along the Coastal Road are scheduled for replacement. With the exception of the Mullins River Bridge none of them meet ASHTOO standards. Alternatives that do present themselves are whether to replace all the bridges (with exception of Mullins River Bridge), which are options of clear financial significance. Particularly, the Sibun River Bridge and the Soldier Creek Bridge are potential bridges to “keep as is” even though they do not meet ASHTOO standards.

Table 64. Bridge Replacement Alternatives

Bridge replacement Environmental Social impacts Economic impacts impacts Keep the Bridges (with Less impacts on the No safe Short term savings reasonable qualities) rivers during the pedestrian paths Higher maintenance costs of but with limitations in construction phase on existing the rehabilitated bridges terms of roadway, bridges structural capacity and hydraulic safety Replace all bridges Bypasses needed Road safety Higher costs but longer-term during construction increasing viability of the road phase Lower maintenance costs All the existing culverts shall be replaced with new culverts for multiple reasons, such us:

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• existing culverts too short with reference to the new carriageway/embankment; • existing culverts size not sufficient in terms of hydraulic calculations; • existing culverts damaged or silted up

Alternatives for major road intersections There are four major road junctions: • In La Democracia with the George Price Highway • In Hope Creek with the Hummingbird Highway • Near Gales Point • Near Mullins River The junctions near Gales Point and Mullins River will be improved T-junctions with left- turn storage lanes so that vehicles could safely make a left turn without obstruction the through going traffic. Unchanneled T-junctions (NO-action alternative) aren’t considered for the project’s junctions since they could lead to unsafe conditions along the new road, which will be part of the backbone of road network of Belize. Only for minor accesses along the new Coastal Highway it’s acceptable to have intersection without specific channelizing of turning movements. The intersections of the Coastal Road with the Highways will be 56 m diameter roundabouts (see Figure 14), allowing for smooth and safe travel along both highways. The roundabouts will be located at the same locations of the current junctions. The roundabout will be equipped with a 2-lane circulatory carriageway 4 m wide, two external shoulders 1 m wide, a raised central island of 35 m diameter, and splitter islands at the road sections connecting to the highways. This roundabout will be able to accommodate vehicles of all sizes, including emergency vehicles, buses, and truck and trailer combinations usual in Belize. A concrete pavement is foreseen for the roundabout and some meters of the nearby sections of the connecting highways. The construction of roundabouts at the junctions with the highways will most likely require the acquisition of some land in La Democracia to install a system with sufficient radius to allow heavy traffic to maneuver the system. The roundabouts will reduce traveling speed of the through going traffic, but it will increase road safety at the intersections.

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Table 65. Alternatives for the Coastal Road and the Southern Highway/George Price Highway junctions

Alternatives Environmental Social impacts Economic impacts major impacts intersections NO action None Continued lack of accessibility High travel costs with remote villages Reduced opportunities for economic development Construction of The roundabout Possible land acquisition Higher capital expenditures. roundabouts will have a larger needed in La Democracia Reduction of traffic accidents footprint than an Lower travelling speed for will lower the social economic intersection with through going traffic. costs for the affected people. left turning lanes Increased road safety. During construction more obstruction of traffic

Creation of At both sites, No land acquisition needed Medium costs; the project traffic islands by enough land is already has a budget for the Less impact during means of within the road construction of pedestrian construction phase concrete reserve to allow crossings and bus stops. It is a barriers, install the construction matter of prioritizing these. pedestrian without claiming Reduction of traffic accidents crossings that additional land will lower the social economic simultaneously costs for the affected people. function as traffic calming devices, rumble strips. Construct bus stops at safe locations.

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Adjustment of the horizontal and vertical road alignment The adjustment of the horizontal and vertical road alignment is the most environmentally impacting aspect of the road rehabilitation. Only a limited number of options exist: • No action (no horizontal and vertical alignments). This option while initially more environmentally friendly would contradict the rationale for the rehabilitation which is to provide an economically viable alternative for the Hummingbird Highway and to end the flood risks along the coastal road. • There are a few options with regard to the horizontal alignment with respect to the number of curves that would be straightened, options which would impact the design speed of the highway.

Table 66. Alternatives for the horizontal and vertical re-alignments of the Coastal Road

Horizontal and Environmental Social impacts Economic impacts vertical re- impacts alignment Alternatives No vertical re- Minimal Flood risk No benefits as it alignment of the remains high would be the same Coastal Road as the no-action (raising the alternative embankment) Vertical re- Large impacts Improved access Direct high financial alignment of the based on the due to the costs but long-term Coastal Road quantity of fill- mitigation of economic benefits material needed flood risk No horizonal re- Minimal None No land acquisition alignment of the required Road Horizonal re- Low, as the Land acquisition Direct financial alignment of the number of curves required costs of the re- Coastal Road to be Repositioning of alignments and straightened is some power land acquisitions relatively small lines required Indirect savings: lower transportation costs

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4.5 Mitigation and Monitoring, Conclusions and Recommendations

Mitigation and Monitoring Plan Establish and adhere to the proposed activity implementation schedule and the monitoring plan / strategy to ensure effective feedback of monitoring information to both project management and the DOE so that impact management can be implemented properly, and if necessary, adapt to changing and unforeseen conditions.

Activity Environmenta Mitigation measures Monitoring Responsible l impact entity Resurfacing Transportation Contaminatio Proper application of the Visual Contractor and n of aquatic bitumen, finetuning of the inspection and application of environment spray nozzles supervising bitumen consultants Oil spill kits available at work Check Contractor sites, work crew trained in availability of cleaning up spills oil spill kits Bridge replacement Demolition of Traffic flow Traffic diverted via fords, Visual Contractor bridges and blocked temporary bridges or by- inspection and culverts passes supervising consultants Temporary bridges put in Visual Contractor place before the old bridges inspection and are demolished supervising consultants Waste Recycle metal parts materials Use concrete waste for local Contractor fill, rehabilitation of and exhausted quarries supervising consultants Timber: reuse (if in good Contractor condition) for the and construction of temporary supervising bridges. consultants HDPE: dispose of at the Contractor Regional Sanitary Landfill, and mile 24 George Price Highway supervising consultants

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Activity Environmenta Mitigation measures Monitoring Responsible l impact entity Excavation of Compact soil surface, use rip- Visual Contractor soil creates rap, geotextile, gabions to set inspection and loose, loose soil supervising erodible consultants substances Disturbing Water flow to be maintained Visual Contractor aquatic and/or re-established where inspection and environment they are disrupted due to civil supervising works being carried out. consultants Use silt screens to minimize Visual Contractor siltation of the waterways inspection, and water testing supervising consultants Installation Erosion of Compact soil surface use rip- Visual Contractor new bridges banks rap, geotextile, gabions to set inspection and loose soil supervising consultants Siltation of Use silt screens down stream Visual Contractor waterbodies of the construction site inspection, and water testing supervising consultants Blocking of Open the blocked water Visual Contractor water courses course inspection and supervising consultants Contaminatio No washing of vehicles in the Visual Contractor n of water creek, inspection and supervising Limit traffic movements consultants through the water Putting in temporary bridges Rehabilitation These four Install a warning system Visual Contractor of four bridges bridges are inspection and not up to supervising AASHTO consultants standards, Flooding after Flood warning system, signs Visual Contractor excessive at the beginning of the inspection and rains Coastal Road, at Gales point supervising and Mullins River. Updates consultants placed on the Hydrology website

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Activity Environmenta Mitigation measures Monitoring Responsible l impact entity http://www.hydromet.gov.b z/ or http://site.nemo.org.bz/ General Road Construction Works General Road Excavation of Topsoil/overburden shall be Visual Contractor Construction top soil removed and retained for inspection and Works subsequent rehabilitation supervising and stored in areas where consultants trees can act as buffers to prevent dust. topsoil stockpiles shall not be stored in low mounds not more than 1 to 2 meters high. Develop specific procedures Visual Contractor for storing topsoil, and for inspection and phased closure and reshaping supervising and restoration of the consultants storage site when extraction has been completed. Horizontal re-alignment Cutting of road Relocation of Confer with BEL about Correspondenc MOW, sections utility poles relocating the electricity e between Contractor (electricity) poles MoW and BEL and supervising consultants Relocation of Confer with local water Correspondenc MOW, waterlines of boards about the relocation e between Contractor Rudimentary of waterlines MoW and and Water water boards supervising Systems consultants Water quality Siltation screens to be placed Visual Contractor of the Gales upstream of the water intake inspection and Point System supervising Reporting system put in place Correspondenc affected consultants to report on sediment load e between level of the piped water MoW and water board High Supply residents with water, Logbook Contractor sediment load brought in by tanker truck for and of the Gales household purposes. Bottled supervising Point water water in five-gallon consultants containers are made available for drinking and cooking purposes

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Activity Environmenta Mitigation measures Monitoring Responsible l impact entity Daily life of Construction company Contact Contractor residents is appoints a public relation information and negatively officer, who can be reached sign posted supervising affected by 24/7. Telephone number(s) consultants the are posted in project area construction Regular meetings between Minutes of MOW, works village council and meetings Contractor construction company available to the and through their public relation public on supervising officer request consultants Develop grievance procedure Procedure MOW, available at the Contractor village council and chairman supervising consultants Clearing of Restrict construction Document and Contractor vegetation activities to the road reserve photograph, and pre- and post- supervising construction consultants activities Installation of work camps on Visual Contractor already cleared land inspection and supervising consultants Burning of Work crew wears PPG Visual Contractor cleared inspection and Install firebreaks vegetation supervising produces Leave no fire unattended consultants smoke and can lead to wildfires Disturbance No construction activities Visual Contractor of the during nightly hours inspection and biological supervising corridor consultants during Adapt suitable box culverts to Visual Contractor construction wildlife crossings inspection and supervising consultants Construction camps not Visual Contractor established in biological inspection and corridor(s) supervising consultants

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Activity Environmenta Mitigation measures Monitoring Responsible l impact entity Limit the use of floodlights Visual Contractor during the night inspection and supervising consultants Disturbance Place warning signs: wildlife Visual Contractor of the crossing inspection and biological supervising Place rumbling strips at corridor consultants critical locations during the operational Official declaration of the Publishing of an Environmenta phase biological corridor under the S.I. l Research Wildlife National Protected Institute Area Systems Act (2015) (University of Belize) Wildlife Creation of wildlife Visual Contractor collisions underpasses, rumble strips, inspection and warning signs to alert drivers, supervising consultants Vertical re-alignment Excavation of Creation of Re-use for covering Visual Contractor unsuitable high-volume embankments inspection and substrate spill supervising consultants Rehabilitation of exhausted Visual Contractor quarry sites inspection and supervising consultants Make available to interested Contact list of Contractor parties to be used for non- interested and load bearing fill parties supervising consultants Stock piling Obstruction Excavate drainage if impeded Visual Contractor of natural by the stock pile inspection and drainage supervising consultants Siltation Stockpile away from natural Visual Contractor resulting from waterways inspection and stock piling supervising loose consultants materials Excavation, Ambient Dust suppression measures: Visual Contractor transporting environment wetting the road inspection, and spill, applying impacted by worksheets supervising noise, dust, consultants

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Activity Environmenta Mitigation measures Monitoring Responsible l impact entity road fill heavy traffic, Personal protective gear: Measure noise Contractor aggregates reduced dust masks, ear muffs, eye levels and and visibility, protection, reflective safety duration at supervising increased vests work sites and consultants levels of in residential exhaust areas fumes Put up traffic warning signs, Visual Contractor turn on lights of construction inspection and equipment supervising consultants Put up signs advising Visual Contractor residents to close windows inspection and and doors supervising consultants Road construction Visual and Contractor equipment is well maintained auditory and to reduce noise and exhaust inspection supervising emissions consultants Maintenance logbook Erect noise barriers where Visual Contractor needed inspection and supervising consultants Excavation of Unsystematic Only existing quarries to be Copy of the MOW road fill in extraction at used for the extraction of mining license quarries random sites aggregates Unsustainable Quarry operator must have a Visual Mining Unit mining valid license issued by the inspection practices Department of Mining. This license regulates the use of the quarry Mining in No materials to be extracted Visual Mining Unit riverbeds from within or nearby inspection waterbodies Unsystematic Level the excavated areas, Visual Mining Unit quarrying alleviate ponding areas, inspection creates consolidate steep slopes dangerous

work environment Increase Select quarries along the Copy of Contractor heavy vehicle Coastal Road extraction and movements contracts

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Activity Environmenta Mitigation measures Monitoring Responsible l impact entity on the supervising highways consultants Raising road Blocking Design, construct, and Technical MOW bed natural maintain drains to minimize design drainage ponding and overflow onto system highway or inundate private property. Increase the number and Technical MOW dimension of culverts design

Increase the hydraulic Technical MOW capacity of the new bridge: design make them longer and raise the deck Excavate side drains to Visual Contractor connect local drainage with inspection and the culvert system supervising consultants Steep Compact loose materials Visual Contractor embankment inspection and s supervising consultants Cover embankment slopes Visual Contractor with top soil inspection and supervising consultants Re-seed embankment Visual Contractor inspection and supervising consultants Steep embankments prone to Visual Contractor scouring: apply geotextile, rip inspection and rap and/or gabions supervising consultants Establishment of workcamps Land Degradation As much as possible, the Work planning Contractor allocation of lands temporary construction of and worker camps will be supervising minimized. consultants Social and Workers' camps where Work Planning Contractor environmenta necessary are to be located and l disturbance away from schools, churches and areas frequented by

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Activity Environmenta Mitigation measures Monitoring Responsible l impact entity community members and supervising away from water ways. consultants Owner is Land owner receives financial Display MOW temporarily compensation contract with excluded from owner the use of the land Cleaning site Select a site that does not Visual MOW from have natural broadleaf forest inspection vegetation Compensate owner for the Display MOW destruction of fruit trees, contract with ornamental plants, owner infrastructure (if any) Land Reduced Include a retention pond to Visual Contractor arrangement: infiltration buffer the run-off of inspection and leveling, capacity leads excessive storm water supervising compacting, to increased consultants paving of surface run- Include speed traps in Visual Contractor surface off and peak steeper drainage ditches inspection and flows in supervising drainage consultants system Land prone to flooding Check site on Contractor should not be selected for a LiDAR images and work camp site supervising consultants Resident crew Strictly prohibit hunting and Visual Contractor involved in fishing by work crew inspection and hunting and supervising fishing consultants Pollution of Proper design and Visual Contractor soil, water construction of workcamp, inspection and especially drainage, supervising consultants Place solvents, lubricants, Test the Contractor oils, and other semi- integrity of bulk and hazardous and hazardous storage tanks supervising liquids over a lined area with and drums, and consultants appropriate secondary secure valves of containment in order to oil and fuel contain spillage. supplies. Build appropriate containment structures around bulk storage tanks and materials stores to

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Activity Environmenta Mitigation measures Monitoring Responsible l impact entity prevent spillage entering watercourses. SOP for oil spills, oil spill kits Review SOP, Contractor in the work camps, crew attendant and trained in the preventing and sheets of supervising cleaning up of spills training efforts consultants Check presence oil spill kits SOP for the handling, storage, Examine Contractor transportation, application presence of and and disposal of hazardous SOPs supervising waste consultants Fact sheets of hazardous Examine Contractor materials accessible presence fact and sheets supervising consultants General activities Traffic Obstruction Traffic wardens to regulate Visual Contractor movements of traffic flow the flow of traffic inspection and supervising consultants Temp. bypasses to allow the Visual Contractor traffic to pass inspection and supervising consultants Public buses, police, Visual Contractor ambulance receive a inspection and preferential treatment supervising consultants Traffic First aid kits available at work Visual Contractor accidents sites inspection and supervising consultants Works sites at all times in Visual Contractor communication with inspection and company office supervising consultants Clearly indicate the entrances Visual Contractor of quarries, work camps inspection and supervising consultants

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Activity Environmenta Mitigation measures Monitoring Responsible l impact entity Remove any obstructions Visual Contractor near the entrances of inspection and quarries and work camps supervising consultants Entrances of quarries and Visual Contractor work camps are wide enough inspection and to allow smooth movements supervising of large vehicles consultants Transportation Contaminatio Follow the detailed directions Copy of the Contractor , storage, n of the how to transport, store, apply Hazardous and application environment and dispose of hazardous Waste supervising and disposal of and a human substances as described in Regulations consultants hazardous health risk the Hazardous Waste 2009 lodged in substances Regulations, 2009 each work camp All containers are properly Visual Contractor labelled indicating their inspection and contents supervising consultants Storage facility: Visual Contractor inspection and Secured entrance, a roofed supervising facility, emergency response consultants equipment present, only authorized, trained personnel allowed access. Clearly posted as a facility containing hazardous materials. Detailed information about Visual Contractor the chemical and physical inspection and properties of the hazardous supervising substances shall be kept on consultants file, including information about how to clean up spills, medical treatment of affected people, disposal options. Antidotes, if any, shall be kept on site Solid waste: Waste of Office waste: Visual Contractor Kitchen, materials inspection and Print in draft mode, print household and supervising front and back, think before office waste consultants you print.

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Activity Environmenta Mitigation measures Monitoring Responsible l impact entity Purchase disposables in large Visual Contractor containers to reduce the inspection and volume of packing materials supervising consultants There is a use for some packaging containers, for instance plastic containers. Buy good quality household implements Waste of Accurate procurement of Visual Contractor excess food perishables based on inspection and (prepared and accurate calculation of supervising unprepared) number and sizes of meals consultants Serve smaller portions with the option of a second serving Leftover food can be used for next meal preparation, if properly stored Production of Invest in durable packing Visual Contractor packaging containers inspection and materials supervising Avoid the use of canned consultants foods Waste disposal Contaminatio Sort the various classes of Keep weekly log Contractor n of the waste, store it in fenced and about the and environment covered storage containers volume of the supervising and health until further disposal. Clearly various waste consultants risk label each container classes that are disposed of

Select items (paper, Contractor organically waste) can be and burned in an incinerator on supervising site, see design in Chapter consultants 4.1.5.3 Offer selected materials up Have list of Contractor for recycling names and and contact supervising Contact local communities addresses on consultants what kind of materials may file come up for re-use by individuals Solid hazardous waste: Keep a log of Contractor dispose of in the Regional the waste and sanitary landfill supervising consultants

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Activity Environmenta Mitigation measures Monitoring Responsible l impact entity Liquid hazardous waste: Document all Contractor contact the office of DoE for communication and advice s with DoE supervising consultants Wastewater Contaminatio Use grease/oil traps (kitchen, Visual Contractor n of soil and mechanic shop, car wash) inspection and water with oil, supervising grease, mud consultants Use of retention ponds Visual Contractor inspection and supervising consultants Increased Use phosphorus free Visual Contractor level of detergents inspection and nutrients supervising consultants Wastewater not directly Test surface Contractor released in the environment water and but via a vegetated leach field downstream of supervising camp on the consultants levels of phosphate Release of Use a two-chambered, sealed Test surface Contractor bacteria, septic tank with an adequate downstream of and viruses and leach field. Retention time camp on the supervising other micro- septic tank minimal 24 hrs., levels E.coli consultants organisms capacity of the leach field at bacteria minimum the daily volume of sanitary waste water Construct a raised leach field Test surface Contractor if the groundwater table is downstream of and too high (less than two feet camp on the supervising underground level levels E.coli consultants bacteria Install covered receptacles Test surface Contractor for the collection of used downstream of and toilet paper to reduce the camp on the supervising volume of solids that end up levels E.coli consultants in the septic bacteria When needed, enlist the Copy the Contractor services of a qualified license of the and company to empty the septic sewerage supervising tank. Ensure the company service consultants company

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Activity Environmenta Mitigation measures Monitoring Responsible l impact entity has a license by DoE render these services Use portable toilets at Test surface Contractor locations away from the work downstream of and camps camp on the supervising levels E.coli consultants bacteria Archaeological Remains are Perform a preliminary Keep the report Contractor or historical damaged or investigation, based on on hand and sites destroyed literature search, LiDAR supervising during earth results, evaluating the consultants works for the suitability of the natural road and work environment for permanent camps archaeological settlements Implement the Keep the Contractor Archaeological Chance Finds procedure on and Procedure hand, supervising document all consultants correspondenc e with IoA when remains are found loA must also be consulted Paper trail Contractor prior to the opening of new and quarry sites supervising consultants Disaster risk management To secure Risking of Work camps not sited in low Visual Contractor people’s people’s lives lying or forested areas inspection and safety, and the and the compares supervising company’s destruction of proposed site consultants assets assets with the resulting from outcome of the excessive LiDAR survey flooding and Develop a hurricane response Have copies of Contractor high wind plan the plan on and speed during hand at each supervising the passing of work camp consultants tropical weather systems Wildfires Surround the work camps Visual Contractor with a fire break inspection and supervising consultants

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Activity Environmenta Mitigation measures Monitoring Responsible l impact entity Train personnel in wildfire Have workshop Contractor management attendants’ and sheet on file supervising consultants Oil and other Impacting the Have oil spill kits available Visual Contractor hazardous natural inspection and waste spill environment supervising and human consultants health Soicio- economic impacts Socio- Loss of Preserve the Kriol culture in NA NICH economic traditional Gales Point and Mullins River impacts culture with the support of NICH Incorporate the Kriol cultural NA BTB practices in developing tourism destinations Competition Residents of neighboring NA Contractor for temporary hired for semi- and un-skilled and (un skilled) work. Ensure age and gender supervising job positions equity where possible consultants Potential Train village leaders and Copy of training BTB tourism entrepreneurs in grant manual and activities writing, fundraising attendants taken over by sheets outsiders Villagers lose Present land occupants Lands Ministry of their land without valid lease or title are personnel Natural rights because given the opportunity by the Resources of their Lands Department, Lands unsure land Department staff to visit each tenure village for a Lands Department to support Land personnel Ministry of any title or lease searches in a Natural very timely matter Resources Lands Department to make Produce a Ministry of an updated compilation of comprehensive Natural land tenure in a corridor of map within 3 Resources 2km around the build-up area months time Cumulative developments

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Activity Environmenta Mitigation measures Monitoring Responsible l impact entity Increased Subdivisions The LiDAR survey of the LUA has access MoW, demand for planned in project area should be made to the LiDAR Ministry of residential lots flood prone available to the Land survey outcome Natural (in the villages areas Utilization Authority to vet Resources and at remote subdivision requests for flood places) risks Increase in Increased Residential sub divisions Visual Land population, in demand for should remain limited to inspection Utilization villages and social services nearby population centers Authority away from established population centers Increased Development Allocate special sites along Visual Contractor traffic flow on of informal the road, with one exit point inspection and the Coastal roadside supervising Road activities such consultants as eateries, souvenir shops etc

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Environmental and Social Management Plan Environmental and Social Management Plan An ESMP provides a summary of the potential impacts on the physical, biological and social environment and proposed mitigation measures. Although it is difficult to reduce the negative impacts of the project (construction and operational phase) completely, an effort has to be made to minimize the negative impacts as much as possible or find other ways to offset these impacts. A description of the project area and the technical design has been provided in the Chapters 1.1, 1.2 and 1.3. Potential impacts on the environment (physical, biological and social) have been described in Chapters 4.1-4.3. Since the Coastal Road is an existing road, a number of impacts occurred during this initial stage, for instance land acquisition, cleaning of vegetation, alteration of the local hydrology, improved access to the project area. The proposed rehabilitation works however, will momentarily have impacts during the construction phase and long- lasting effects during the operational phase. An abbreviated environmental and social management is presented for use by contractors, sub-contractors and supervising consulting company. A copy of the complete Environmental and Social Impact Assessment should be available at all times. General construction guidelines: Removal of vegetation • Restrict road construction activities to the road reserve where no horizontal re- alignments are needed • Removed vegetation to be piled up, firebreaks to be cleared. Burning of the debris at windless moments. Leave no fire unattended. Work crew wears dust masks to protect them from smoke inhalation • Installation of the work camps on already cleared land

Disturbance of wildlife, in especially of the biological corridor. Risk of wildlife collisions • No construction activities during nightly hours • No construction camps in or near the biological corridor • Limit use of floodlights during the night • Adapt suitable box culverts to wildlife crossings • Place warning signs: wildlife crossing • Official declaration of the biological corridor under the Wildlife National Protected Area Systems Act (2015) COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 284

• Creation of wildlife underpasses, rumble strips, warning signs to alert drivers,

Excavation, transportation, stockpiling and final disposal of unsuitable materials • Compact soil surface, use rip-rap, geotextile, gabions to set loose soil • Water flow to be maintained and/or re-established where they are disrupted due to civil works being carried out. • Use silt screens to minimize siltation of the waterways • Re-use for covering embankments • Rehabilitation of exhausted quarry sites • Make available to interested parties to be used for non-load bearing fill • Excavate drainage if impeded by the stock pile • Stockpile away from natural waterways and not in flood prone terrain • Dust suppression measures: wetting the road • Personal protective gear: dust masks, ear muffs, eye protection, reflective safety vests • Put up traffic warning signs, turn on lights of construction equipment • Put up signs advising residents to close windows and doors • Road construction equipment is well maintained to reduce noise and exhaust emissions • Erect noise barriers where needed • Excavation, transportation of road-fill aggregates • Dust suppression measures: wetting the road • Personal protective gear: dust masks, ear muffs, eye protection, reflective safety vests • Put up traffic warning signs, turn on lights of construction equipment • Only existing quarries to be used for the extraction of aggregates • Quarry operator must have a valid license issued by the Department of Mining. This license regulates the use of the quarry • No materials to be extracted from within or nearby waterbodies • Level the excavated areas, alleviate ponding areas, consolidate steep slopes • Select quarries along Coastal Road

Preparation of new roadbed: • Topsoil/overburden shall be removed and retained for subsequent rehabilitation and stored in areas where trees can act as buffers to prevent dust. • Develop specific procedures for storing topsoil, and for phased closure and reshaping and restoration of the storage site when extraction has been completed. • Put up signs advising residents to close windows and doors COASTAL ROAD ENVIRONMENTAL IMPACT ASSESSMENT 2018 285

• Road construction equipment is well maintained to reduce noise and exhaust emissions • Erect noise barriers where needed • Design, construct, and maintain drains to minimize ponding and overflow onto highway or inundate private property. • Increase the number and dimension of culverts • Increase the hydraulic capacity of the new bridge: make them longer and raise the deck • Excavate side drains to connect local drainage with the culvert system • Compact loose materials • Cover embankment slopes with top soil • Re-seed embankment • Steep embankments prone to scouring: apply geotextile, rip rap and/or gabions

Re-surfacing of the road • Proper application of the bitumen, finetuning of the spray nozzles • Oil spill kits available at work sites, work crew trained in cleaning up spills

Demolition of bridges, culverts and other infrastructure • Traffic diverted via fords, temporary bridges or by-passes • Temporary bridges put in place before the old bridges are demolished • Recycle metal parts • Use concrete waste for local fill, rehabilitation of exhausted quarries • Timber: reuse (if in good condition) for the construction of temporary bridges. • HDPE: dispose of at the Regional Sanitary Landfill, mile 24 George Price Highway

Construction of new bridges • Compact soil surface use rip-rap, geotextile, gabions to set loose soil • Use silt screens downstream of the construction site • Open the blocked water course • No washing of vehicles in the creek, limit traffic movements through the water

Four rehabilitated bridges • Install a warning system

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• Flood warning system, signs at the beginning of the Coastal Road, at Gales Point and Mullins River. Updates placed on the Hydrology website http://www.hydromet.gov.bz/ or http://site.nemo.org.bz/

Establishment of workers camps • As much as possible, the temporary construction of worker camps will be minimized. • Workers' camps where necessary are to be located away from schools, churches and areas frequented by community members and away from water ways. • Land owner receives financial compensation • Select a site that does not have natural broadleaf forest • Compensate owner for the destruction of fruit trees, ornamental plants, infrastructure (if any) • Include a retention pond to buffer the run-off of excessive storm water • Include speed traps in steeper drainage ditches • Land prone to flooding should not be selected for a work camp site • Strictly prohibit hunting and fishing by work crew • Proper design and construction of workcamp, especially drainage, • Place solvents, lubricants, oils, and other semi-hazardous and hazardous liquids over a lined area with appropriate secondary containment in order to contain spillage. • Build appropriate containment structures around bulk storage tanks and materials stores to prevent spillage entering watercourses. • SOP for oil spills, oil spill kits in the work camps, crew trained in the preventing and cleaning up of spills • SOP for the handling, storage, transportation, application and disposal of hazardous waste • Fact sheets of hazardous materials accessible

Hazardous materials • Place solvents, lubricants, oils, and other semi-hazardous and hazardous liquids over a lined area with appropriate secondary containment in order to contain spillage. • Build appropriate containment structures around bulk storage tanks and materials stores to prevent spillage entering watercourses. • SOP for oil spills, oil spill kits in the work camps, crew trained in the preventing and cleaning up of spills

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• SOP for the handling, storage, transportation, application and disposal of hazardous waste • Fact sheets of hazardous materials accessible • Follow the detailed directions how to transport, store, apply and dispose of hazardous substances as described in the Hazardous Waste Regulations, 2009 • All containers are properly labelled indicating their contents • Storage facility: • Secured entrance, a roofed facility, emergency response equipment present, only authorized, trained personnel allowed access. Clearly posted as a facility containing hazardous materials. • Detailed information about the chemical and physical properties of the hazardous substances shall be kept on file, including information about how to clean up spills, medical treatment of affected people, disposal options. • Antidotes, if any, shall be kept on site

Liquid waste • Use grease/oil traps (kitchen, mechanic shop, car wash) • Use of retention ponds • Use phosphorus free detergents • Wastewater not directly released in the environment but via a vegetated leach field • Use a two-chambered, sealed septic tank with an adequate leach field. Retention time septic tank minimal 24 hrs., capacity of the leach field at minimum the daily volume of sanitary waste water • Construct a raised leach field if the groundwater table is too high (less than two feet underground level • Install covered receptacles for the collection of used toilet paper to reduce the volume of solids that end up in the septic • When needed, enlist the services of a qualified septic service company to empty the septic tank. Ensure the company has a license by DoE render these services • Use portable toilets at locations away from the work camps

Solid waste • Office waste: • Print in draft mode, print front and back, think before you print. • Purchase disposables in large containers to reduce the volume of packing materials • There is a use for some packaging containers, for instance plastic containers. • Buy good quality household implements

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• Accurate procurement of perishables based on accurate calculation of number and sizes of meals • Serve smaller portions with the option of a second serving • Leftover food can be used for next meal preparation, if properly stored • Invest in durable packing containers • Avoid the use of canned foods • Sort the various classes of waste, store it in fenced and covered storage containers until further disposal. Clearly label each container • Select items (paper, organically waste) can be burned in an incinerator on site, see design in Chapter 4.1.5.3. • Offer selected materials up for recycling • Contact local communities what kind of materials may come up for re-use by individuals • Solid hazardous waste: dispose of in the Regional sanitary landfill • Liquid hazardous waste: contact the office of DoE for advice

Traffic management • Traffic wardens to regulate the flow of traffic • Temp. bypasses to allow the traffic to pass • Public buses, police, ambulance receive a preferential treatment • First aid kits available at work sites • Works sites at all times in communication with company office • Clearly indicate the entrances of quarries, work camps • Remove any obstructions near the entrances of quarries and work camps • Entrances of quarries and work camps are wide enough to allow smooth movements of large vehicles Archaeological and historical remains • Perform a preliminary investigation, based on literature search, LiDAR results, evaluating the suitability of the natural environment for permanent archaeological settlements • Implement the Archaeological Chance Finds Procedure • loA must also be consulted prior to the opening of new quarry sites

Utilities • Confer with BEL about relocating the electricity poles • Confer with local water boards about the relocation of waterlines • Siltation screens to be placed upstream of the water intake

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• Reporting system put in place to report on sediment load level of the piped water • Supply residents with water, brought in by tanker truck for household purposes. Bottled water in five-gallon containers are made available for drinking and cooking purposes

Social environment • Construction company appoints a public relation officer, who can be reached 24/7. Telephone number(s) are posted in project area • Regular meetings between village council and construction company through their public relation officer • Develop grievance procedure • Preserve the Kriol culture in Gales Point and Mullins River with the support of NICH • Incorporate the Kriol cultural practices in developing tourism destinations • Residents of neighboring hired for semi- and un-skilled work. Ensure age and gender equity where possible • Only people in the possession of a valid Social Security Card will be hired • During employment, every employee and temporary worker is registered with Social Security • Train village leaders and entrepreneurs in grant writing, fundraising • Present land occupants without valid lease or title are given the opportunity by the Lands Department, Lands Department staff to visit each village • Lands Department to support any title or lease searches in a very timely matter • Lands Department to make an updated compilation of land tenure in a corridor of 2km around the build-up area

Occupational health and safety • Provide workers with the following PPG: hard hat, earmuffs, safety vest, safety goggles, dust mask, • Workers have to wear PPG whenever the working conditions require it • Potable drinking water (bottled water) is available to the workers at all time • To reduce the volume of solid waste, re-fillable five gallon water containers are to be used, workers are outfitted with durable drinking bottles which can be re-filled • First aid tits are present at all worksites • Employees are trained in rendering first aid to stabilize injured persons until they are picked up by an ambulance. At each worksite is always one trained employee present • Only qualified and trained people can operate heavy equipment, hazardous materials

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Disaster risk management during hurricane events, wildfires • Work camps not sited in low lying or forested areas • Develop a hurricane response plan • Surround the work camps with a fire break • Train personnel in wildfire management

Cumulative developments • The LiDAR survey of the project area should be made available to the Land Utilization Authority to vet subdivision requests for flood risks • Residential sub divisions should remain limited to nearby population centers • Allocate special sites along the road, with one exit point

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Conclusions and Recommendations The project is effectively the upgrading of an existing highway with the principal focus on paving and climate proofing of the trajectory. As part of that effort most of the road will be raised and drainage will be improved dramatically. Several bridges will be replaced as well. There will be no major deviations from the current road trajectory and because of the (financial) need to adhere to the existing horizontal alignment, the design speed for the road will vary from 60 – 100km/hr. Design options whereby all existing curves would be straightened in order to allow for a 100km/hr. design speed had to be rejected due to the higher price tag attached to such a design. Due to the decision to stay within the existing horizontal alignment, the environmental and social impacts of the project are relatively benign and could be summarized as the following: • Short term disruption of traffic movements during the construction phase even though current traffic loads are very low. • Short term inconveniences such as disruption of access to communities and private properties during the construction phase but given to the limited number of settlements and economic activities along the road, this impact would also be very small. • Large quantities of fill required for the raising of the vertical alignment even though the amounts of fill needed can be obtained from existing quarries along or near the trajectory and no new quarries would need to be opened. • New business opportunities will surface as a result of the upgrading of the road and there is a risk that current residents along the road may not be capable to take advantage from such opportunities but instead be outmaneuvered by entrepreneurs from elsewhere. • Long term changes in the effectiveness of the biological corridor across the highway. The road bisects the Central Belize Biological Corridor which passes from the Runaway Creek Rainforest Preserve to the west where it joins the Manatee Forest Reserve. With the current low volumes of traffic, that corridor is fully functional but expected higher traffic volumes will compromise its functionality. Other than that, the impacts of the upgrade will be mostly positive as the result of the overall improvement of the road conditions. Improvements in road safety and through local and national economic improvements will be the most obvious. Importantly, the new road will add redundancy to the Belize Road network by providing an all-weather alternative for the Hummingbird Highway, as well as providing an easier route for heavy traffic.

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Recommendations related to the project are mostly long term: • Maintenance of the highway, by means of annual cleaning of culverts, drains, cutting of vegetation, repairing degraded sections, and re-surfacing needs to be integrated into the general maintenance schedule of the road, this in order to prevent extensive and costly future repairs. • The axle-weight restrictions that exist in Belize need to be fully enforced, as the increase of heavy traffic is one of the principal sources of the deterioration of the road. • Proper Land Use planning along the road is of critical importance, the current (effectively) uncontrolled expansion of villages and subdivisions put extra strain on the highway, particularly where they access the highway. An increase in poorly planned highway access points will lead to a gradual reduction of the level of service of the Highway. • Particularly in and around the village of Gales Point the opportunities for tourism development will increase and such development will need to be guided and monitored. In particular, measures need to put in place that safeguard the rights of the current residents. • The continued functionality of the Biological Corridor traversing the road if of great national and even international importance. For this reason, wildlife underpasses have been designed at critical locations. But parts of the corridor connecting the Runaway Creek Rainforest Preserve and the Manatee Forest Reserve remain unprotected. Declaring these sections official Biological Corridors under the 2015 Protected Areas Systems Act is therefore an urgent requirement. • Flooding will always remain an issue in Belize and cannot always be prevented. For this reason, concrete spillways have been planned at three locations that will allow passage of floodwaters without damaging the pavement, but continued monitoring and implementation of modifications will be needed.

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5 References

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