Public Disclosure Authorized GOVERNMENT OF SAMOA LAND TRANSPORT AUTHORITY SAMOA PILOT PROGRAM FOR CLIMATE RESILIENCE Public Disclosure Authorized

Public Disclosure Authorized ENHANCING THE CLIMATE RESILIENCE OF THE UPOLU WEST COAST ROAD

Environmental Assessment Report DRAFT

Report Prepared for: Chief Executive Officer Land Transport Authority Government of Samoa

Report Prepared by: Land Transport IPA Ltd

Public Disclosure Authorized Authority PO Box 3686 APIA, SAMOA

Date Issued: February 2012 Revision: A

PILOT PROGRAMME FOR CLIMATE RESILIENCE (PPCR) ENHANCING THE CLIMATE RESILIENCE OF WEST COAST ROAD, UPOLU ISLAND, SAMOA Environmental Assessment Report

TABLE OF CONTENTS

EXECUTIVE SUMMARY ...... 5 1 PROJECT OVERVIEW ...... 9 1.1 Project Background and Objective of the Study ...... 9 1.2 Methodology and Scope of the Study ...... 10 1.3 The Study Area ...... 11 1.4 Objective of the Project ...... 13 1.5 Proposed Rehabilitation Scheme ...... 13 1.6 Potential Borrow Areas ...... 14 1.7 Traffic Forecast ...... 15 1.8 Proposed Schedule for Implementation ...... 16 1.9 Life Span of the Proposed Project ...... 16 2 ENVIRONMENTAL AND SOCIO-ECONOMIC PROFILE OF THE PROJECT AREA 17 2.1 Physical Environment ...... 17 2.2 Biological Environment ...... 18 2.3 Socio-Economic Environment ...... 20 3 RATIONALE FOR THE STUDY AND LEGAL BASIS ...... 24 3.1 World Bank Environmental Policies and Guidelines ...... 24 3.2 Samoan Government Environmental Laws, Regulations and Guidelines ...... 24 3.3 Administrative Framework ...... 27 4 ASSESSMENT OF ENVIRONMENTAL IMPACTS ...... 28 4.1 Design/Pre-Construction Phase ...... 28 4.2 Construction Phase ...... 31 4.3 Site De-Commissioning Phase ...... 38 4.4 Operation Phase ...... 38 5 ANALYSIS OF ALTERNATIVES ...... 42 5.1 Do Nothing ...... 42 5.2 Relocate West Coast Road Inland ...... 42 5.3 Rehabilitation/Upgrade Works Only ...... 43 5.4 Rehabilitation/Upgrade Works and Drainage Easements ...... 43 6 ENVIRONMENTAL MANAGEMENT PLAN ...... 44 6.1 Overview ...... 44 6.2 Bid and Contract Documents ...... 45 6.3 Design/Pre-Construction Phase ...... 45 6.4 Construction Phase ...... 49 6.5 Site De-Commissioning Phase ...... 58 6.6 Operation Phase ...... 58 7 ENVIRONMENTAL MONITORING PLAN ...... 60

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PILOT PROGRAMME FOR CLIMATE RESILIENCE (PPCR) ENHANCING THE CLIMATE RESILIENCE OF WEST COAST ROAD, UPOLU ISLAND, SAMOA Environmental Assessment Report

8 GRIEVANCE REDRESS MECHANISM ...... 61 9 INSTITUTIONAL ARRANGEMENTS FOR ENVIRONMENTAL MANAGEMENT PLAN IMPLEMENTATION, MONITORING, REPORTING, TRAINING AND CAPACITY BUILDING...... 63 9.1 Institutional Arrangements and Reporting ...... 63 9.2 Cost Estimate ...... 64 9.3 Implementation Schedule ...... 64 9.4 Institutional Strengthening ...... 64

List of Figures Figure 1: Project Location for Main West Coast Road (WCR)

List of Tables Table 1: West Coast Road Traffic Projections Table 2: Rainfall and Temperature Data Recorded at Faleolo Climate Station 2011 Table 3: Districts and Population along West Coast Road Table 4: Percent of Households with Access to Utilities in the West Coast Road Districts Table 5: Area of Land Parcels (in Acres) by Land Use of Districts in the Study Area Table 6: Percentage of Household Weekly Income from Source of Income by Region Table 7: Responsibilities for Implementing the Environmental Management Plan Table 8: Summary of Estimated Costs for EMP Implementation Table 9: Implementation Schedule

List of Appendices Appendix A: Consultation Process Report Appendix B: DCA Form Appendix C: Environmental Management Plan Summary Matrix Appendix D: Environmental Monitoring Plan Appendix E: Field Monitoring Checklist

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PILOT PROGRAMME FOR CLIMATE RESILIENCE (PPCR) ENHANCING THE CLIMATE RESILIENCE OF WEST COAST ROAD, UPOLU ISLAND, SAMOA Environmental Assessment Report

Abbreviations ADB Asian Development Bank AusAID Australian Government Overseas Aid Program CEAR Comprehensive Environmental Assessment Report CI Compliance Inspector CIMS Coastal Infrastructure Management Strategy CIMP Coastal Infrastructure Management Plan COEP Codes of Environmental Practice CSC Construction Supervision Consultant DC Development Consent DMO Disaster Management Office EIA Environmental Impact Assessment EMP Environmental Management Plan ESSAF Environmental & Social Screening Assessment Framework GEF Global Environment Facility GFDRR Global Fund for Disaster Risk Reduction GOS Government of Samoa IAMP Infrastructure Asset Management Program IDA International Development Association IPA Isikuki Punivalu and Associates Limited IPSC Infrastructure Asset Management Project Steering Committee LARF Land Acquisition and Resettlement Framework LARAP Land Acquisition and Resettlement Action Plan LTA Land Transport Authority MOF Ministry of Finance MNRE Ministry of Natural Resources and Environment MPA Marine Protected Area MWCSD Ministry of Women, Community and Social Development MWTI Ministry of Works, Transport and Infrastructure NDMO National Disaster Management Office NSTRP National Samoa Tsunami Recovery Plan NZAID New Zealand Agency for International Development PEAR Preliminary Environmental Assessment Report PMU Project Management Unit PPCR Pilot Program for Climate Resilience PRIF Pacific Regional Infrastructure Facility PTRP Post-Tsunami Reconstruction Project PUMA Planning and Urban Management Agency PUMB Planning and Urban Management Board SA Social Assessment SIAM-2 Second Infrastructure Asset Management Project SMP Sustainable Management Plan WB World Bank

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PILOT PROGRAMME FOR CLIMATE RESILIENCE (PPCR) ENHANCING THE CLIMATE RESILIENCE OF WEST COAST ROAD, UPOLU ISLAND, SAMOA Environmental Assessment Report

EXECUTIVE SUMMARY This Environmental Assessment Report (EA) has been prepared to support the Government of Samoa’s Pilot Program for Climate Resilience (PPCR) investment project for “Enhancing the Climate Resilience of West Coast Road”. This EA is also part of the continuing process of compliance with the Government of Samoa’s environmental legislations and World Bank (WB) environmental safeguards policies. This EA with the integrated Environmental Management Plan (EMP) shall likewise serve as the basis for securing development consent and environmental permit from the Ministry of Natural Resources & Environment (MNRE).

The Implementing Agency for the Project is the Land Transport Authority (LTA) and is supported by local consultants with funding support from the WB.

The Project objectives are to: (i) provide a climate resilient West Coast Road; and (ii) prepare a climate resilience enhancement programme for the overall road network of Samoa.

The project will consist of construction works for drainage improvements, road carriageway/pavement rehabilitation and shoulder improvements and consultancy services to prepare detailed engineering designs of the West Coast Road (WCR) and construction supervision as well as consulting service to prepare a roads assets infrastructure vulnerability assessment and climate resilience enhancement improvement programme for the overall road network of Samoa.

The total length of the project road is about 30 km and traverses nine (9) electoral districts with thirty-one (31) villages along the north-west coast of Upolu Island.The proposed works will include reconstruction of the existing two-lane road including pavement raising and strengthening with options to apply 150mm or 50mm asphalt concrete overlay or surface patching. The design width of the shoulder is 1.5 metre each on both sides paved with 150mm crushed stone base course and double bituminous surface treatment. The design width of asphalt pavement is 7 metres. There will also be drainage works to improve longitudinal drainage on both sides of the road and cross drainage at selected sites where present design is inadequate. Otherwise works will only consist of cleaning or reconstruction as necessary.

The main West Coast Road (WCR) is a key infrastructure component of the Samoa Economic Corridor. It provides a vital land transport link between Samoa’s capital city Apia and, to the west, Samoa’s key international airport Faleolo, and further to the west, the Mulifanua inter-island ferry wharf, which is the main gateway to Samoa’s second important island, Savaii. As planned, this road project will improve connectivity on the local as well as regional level. It would support sustainable development, facilitate in reducing poverty, improve access to markets and social services for the residents of the districts served by the road and most importantly, it enhances the resilience and response of these communities to climate change impacts.

Major land use along the WCR is predominantly residential with some commercial and agricultural. The project road is not located within any ecologically sensitive areas.

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PILOT PROGRAMME FOR CLIMATE RESILIENCE (PPCR) ENHANCING THE CLIMATE RESILIENCE OF WEST COAST ROAD, UPOLU ISLAND, SAMOA Environmental Assessment Report

The Project is categorized as Category B based on the screening criteria of the World Bank’s Environmental Safeguards Policies and Guidelines provided in the Operational Policy 4.01. This EA report was prepared to be consistent with the environmental assessment requirements of the World Bank.

The EA was carried out through screening and analysis of various environmental parameters, field investigations, stakeholder consultations and review of previous reports and studies prepared for the WCR. The EA covers the general environmental profile of the WCR and includes an assessment of the potential environmental impacts during different project phases and formulation of corresponding mitigation measures. The EA was prepared with the active cooperation of the LTA Project Component Manager (PCM).

There are four alternatives presented including the do nothing option. Without the implementation of the project, road conditions will remain very bad and continue to deteriorate. Travelling from the Mulifanua Wharf and Faleolo Airport to Apia will continue to be difficult owing to the bad road conditions. Vehicle operation costs remain high as damage to vehicles will continue. Economic development of the area will remain stagnant or decline as transport of goods and services remain costly. Health concerns from ponding/stagnant water will continue to serve as breeding grounds for mosquitoes during the rainy season. Flooding of low-lying properties and roadway from inadequate drainage system continues, affecting also the condition of the road pavement. Potholes will continue to be a safety hazard to the travelling public. Road safety continues to become a major issue for this busy road.

The inland route option was considered but its feasibility is affected by the amount of private land that is required to be taken and compensated. Overall, the financial, social and environmental cost of the project is significantly high and outweighs its long term benefits. The option of upgrade works only without drainage easements means a fragmented drainage network which is not preferred as it poses a risk to the wider drainage management system causing increased flooding and further damage to the upgraded road and public and private property. The option of upgrade works and purchasing of private land for off-site drainage was also considered but will result in the loss of ownership of land as well as its potential to be used for economic gain or subsistence living.

The preferred option includes improvement works as well as establishing drainage easements which will enhance the ability of the drainage network to function in an integrated manner, effectively directing runoff from the main carriageway into roadside drains to discharge directly into the sea or indirectly through drainage easements and into the receiving environment. With the implementation of this option, economic development of the area will be enhanced. Travel time between the Mulifanua Wharf, Airport and Apia will be reduced as a result of better road conditions and connectivity. Vehicle operation costs such as fuel and maintenance will also be reduced and resulting in more efficient vehicle operation and reduced damage to vehicles.

The EA has not identified any major environmental concerns due to implementation of the project given that all the proposed civil works will be

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PILOT PROGRAMME FOR CLIMATE RESILIENCE (PPCR) ENHANCING THE CLIMATE RESILIENCE OF WEST COAST ROAD, UPOLU ISLAND, SAMOA Environmental Assessment Report

confined within existing alignment and the works will be temporary in nature and of short duration. However, since easements are needed for cross drainage at selected sites, the taking of private land is inevitable. The loss will be compensated and an inventory of private land that will be affected will be conducted once the design phase of the project is underway. An EMP has to be prepared to protect the human settlements along the road, the sensitive ecosystems and cultural and heritage features that might be encountered along the project corridor. Corresponding mitigation measures are presented in the EMP.

During the design of the project works proposed for construction, the main factors assessed with potential impacts relate to: protection of sensitive and ecologically important areas; sustainable environmental design and road maintenance; soil and geology; climate and coastal hazards; road safety; affected lands and properties; utility services; cultural heritage; and social or community concerns. It is determined that the consideration of the assessed impacts in the design and pre-construction phase of the project will result in insignificant and reversible effects to the environment.

The potential environmental impacts from the road construction works was assessed and identified the following: air quality and dust control; water quality and hydrology; climate change and natural hazards; socio-economic; noise control and vibration; traffic; landscape; visual amenity; cultural and heritage sites; terrestrial ecosystems; freshwater ecosystems; coastal ecosystems; waste management, safety and health; and quarry and borrow areas. The assessment concludes that the short term construction impacts will be minor negative and can be mitigated, avoided or remedied by the imposition of appropriate environmental control measures. The significance of the impacts in the long term is considered to be mostly significantly positive, minor positive or insignificant. Furthermore, the same impacts were assessed in the operational phase of the project and it was determined that the significance is mostly positive.

The institutional responsibility for EMP implementation is shared by the LTA as implementing agency, the Project Component Manager (PCM), the Ministry of Natural Resources and Environment, the Civil Works Contractor, the stakeholders (host communities and utility service providers) and World Bank. The primary role for EMP implementation and monitoring belongs to the LTA/PCM with the support from the MNRE and compliance by the Contractor. Additional support for monitoring is provided by the stakeholders who have been engaged early on. The MNRE is primarily responsible for enforcing environmental regulations. Finally, as a WB funded project, its responsibility is to ensure that the project complies with its safeguard policies. The Environmental Monitoring Plan given in the EA provides sufficient guidance for the PCM to successfully implement the EMP and to monitor and report the environmental compliance throughout the project implementation period.

The project concludes that with appropriate mitigation strategies as described in the EMP including a Grievance Redress Mechanism (GRM), and the positive socio- economic and environmental benefits which will flow from the project, the construction related environmental impacts can be managed within acceptable levels. There are no significant environmental impacts needing in-depth

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PILOT PROGRAMME FOR CLIMATE RESILIENCE (PPCR) ENHANCING THE CLIMATE RESILIENCE OF WEST COAST ROAD, UPOLU ISLAND, SAMOA Environmental Assessment Report

assessment. All potential and associated impacts can be addressed through proper implementation of the mitigation measures as proposed in the EMP. Provisions will be made in the project budget to cover the environmental mitigation and monitoring costs.

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PILOT PROGRAMME FOR CLIMATE RESILIENCE (PPCR) ENHANCING THE CLIMATE RESILIENCE OF WEST COAST ROAD, UPOLU ISLAND, SAMOA Environmental Assessment Report

1 PROJECT OVERVIEW 1.1 Project Background and Objective of the Study The Government of Samoa is one of the pilot countries and a recipient of the Pilot Program for Climate Resilience (PPCR) under the Strategic Climate Fund (SCF) established under the Multi-donor Climate Investment Fund (CIF). It aims to help countries transform to a climate resilient development path, consistent with poverty reduction and national sustainable development goals. The PPCR not only complements, but goes beyond currently available adaptation financing in providing finance for programmatic approaches to embed climate resilience in development planning, policies, and strategies. Importantly, PPCR is designed to catalyse a transformational shift from “business as usual” sector-by-sector and project-by-project approaches to adaptation. PPCR also promotes a participatory approach when preparing a broad-based strategy to achieving enhanced climate resilience at the national and sub-national levels, in the medium- and longer- terms.

The Implementing Agency for the Project will be the Land Transport Authority (LTA). The Project is referred to as “Enhancing the Climate Resilience of the Upolu West Coast Road” and will consist of:

• Construction Works for: (1) Drainage Improvements re-design to enhance climate resilience as appropriate and construct selected longitudinal and cross-drainage to avoid surface flooding that disrupts traffic and can contribute to severe road deterioration; (2) Raising and strengthening the road pavement at selected road sections to avoid deterioration due to high water tables; (3) Strengthening the road surface to improve resistance to traffic wear and tear, and enhance water runoff and thereby reducing deterioration; (4) Improving protection of road profile to avoid erosion of road sections during extreme high sea levels; • Technical Assistance for: (1) Consulting services to prepare a roads assets infrastructure vulnerability assessment and climate resilience enhancement improvement programme for the overall road network of Samoa. This component will upgrade the current Roads Assets Management Capacity of the Land Transport Authority and allow the gradual incorporation of climate change impacts in the planning of the roads network of Samoa. (2) Consulting services to prepare detailed engineering design of the WCR (including techno-economic analysis of options and preparation of bidding documents) and construction supervision.

Under the World Bank-funded Samoa Infrastructure Asset Management project II (SIAM), technical assistance was provided for a detailed feasibility study to assess, evaluate and upgrade the drainage of the West Coast Road and increase its resilience to extreme weather events. Upgrading of the WCR drainage and surface reinforcements along its 30 kilometre length is identified as a priority in the Samoa Infrastructure Investment Plan.

The project development objectives are to: (i) provide a climate resilient West

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PILOT PROGRAMME FOR CLIMATE RESILIENCE (PPCR) ENHANCING THE CLIMATE RESILIENCE OF WEST COAST ROAD, UPOLU ISLAND, SAMOA Environmental Assessment Report

Coast Road; and (ii) prepare a climate resilience enhancement programme for the overall road network of Samoa.

In compliance with the World Bank-IBRD’s requirements, this environmental assessment/study report has been prepared to assist with the preparation of the detailed engineering design and social participation and development study for the rehabilitation of about 30 kilometres of the Upolu WCR.

The objective of this Environmental Assessment is to address the environmental impacts and management issues associated with the proposed road rehabilitation. The EA report, which includes an environmental management plan, addresses the needs of applicable laws and regulations of the Government of Samoa including provisions of the World Bank’s Environmental Assessment: OP 4.01, January 1999.

1.2 Methodology and Scope of the Study The preparation of this EA for the Upolu WCR was undertaken by means of research of available secondary information, field investigations, consultations with village mayors, relevant Government Ministries and Corporations and Private Companies and the public community.

In addition, references used for this EA are previous studies prepared by BECA International Consultants Limited in 2010: • Samoa West Coast Road Drainage – Preliminary Environmental Assessment Report (PEAR); • West Coast Road Environmental Management Plan (EMP); • WCR Drainage Improvements – Final Design Completion Report; and • West Coast Road Drainage Improvements Contract No. B2.0201, Tender Package 2, Volume 3 – Drawings. Also the following studies were referred to: • Samoa West Coast Road – Feasibility of Alternative Routes and Environmental Management Plan – West Coast Road Rehabilitation prepared by BECA in 2003; • West Coast Road Rehabilitation, Contract No. B2.03, Tender Package 1 – Mulifanua Wharf to Fasitoo-Uta, Contract No. B2.04, Tender Package 2 – Fasitoo-Uta to Leauvaa, Contract No. B2.05, Tender Package 3 – Leauvaa to Vailoa Street, Volume 3 – Section X Drawings prepared by BECA in 2003; • New West Inland Route Feasibility Study & Planning Services Stage 1 – Draft Route Alternatives Assessment Report prepared by BECA in 2010; and • Road Safety Audit Report of WCR prepared by Road Safety International Pty Ltd in 2011.

The consultation with the mayors of villages along the WCR was done in Apia on 20 January 2012. The one on one consultation’s with representatives of relevant Government Ministries and Corporations and relevant Private Companies took place from the 19th to the 27th January 2012. The combined stakeholder’s workshop was held on 25 January 2012. The public consultation was held in Apia on 7 February 2012. Field investigations on the WCR were performed on the 15th February, 9th and 14th March 2012. The consultation process report and documentation is attached as Appendix A of this report.

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PILOT PROGRAMME FOR CLIMATE RESILIENCE (PPCR) ENHANCING THE CLIMATE RESILIENCE OF WEST COAST ROAD, UPOLU ISLAND, SAMOA Environmental Assessment Report

The legal and institutional framework for this EA considered prevailing national legislations in Samoa and WB environmental policies and guidelines. The contents of this report focus on description of existing environmental conditions, environmental impacts associated with road rehabilitation, recommended mitigating measures and environmental monitoring program. Furthermore, to ensure proper compliance, additional training intervention, especially for local contractors, LTA, and MNRE officers at the field level, on procedures for EMP compliance monitoring and related EIA concerns is deemed necessary and its conduct is proposed during Project implementation.

1.3 The Study Area The main West Coast Road (WCR) is a key infrastructure component of the Samoa Economic Corridor. It provides a vital land transport link between Samoa’s capital city Apia and, to the west, Samoa’s key international airport Faleolo, and further to the west, the Mulifanua inter-island ferry wharf, which is the main gateway to Samoa’s second important island, Savaii.

The WCR is designated as a national road that generally extends northwesterly from the flat coastal plains of Vailoa and Vaiusu area, through Malua, to Samea, Mulifanua. It is approximately 33 kilometres of existing road, which is mainly a two (2)-lane paved road. From the starting point at Vailoa, there are nine (9) Electoral Districts (Faleata East, Faleata West, Sagaga le Falefa, Sagaga le Usoga, Gagaemauga No. 1, Aana Alofi No. 1, Aana Alofi No. 2, Aana Alofi No. 3 and Aiga i le Tai) with about thirty-one (31) villages along its considered impact path up to its endpoint at Mulifanua. The villages include: Vailoa, Vaiusu, Vaigaga, Vaitele, Saina, Toamua, Safune, Puipaa, Faleula, Malie, Afega, Tuanai, Leauvaa, Levi, Alamutu, Lotosoa, Salepouae, Nonoa, Malua, Utualii, Tufulele, Faleasiu, Fasitoouta, Nofoalii, Leulumoega, Fasitoo Tai, Vailuutai, Faleatiu, Satapuala, Faleolo and Paepaeala, Mulifanua.

The main West Coast Road starts at Vailoa at an elevation of approximately 3 meters and ends up at the Mulifanua Wharf entrance at around 2 meters above sea level1. The road runs parallel, and occasionally adjacent, to the coast. From its starting point, the road generally runs in northwest direction and in somewhat straight path with wide curves at certain spots. The road corridor is generally flat all the way towards Mulifanua. It is a two-laned, sealed road with grass berms along the majority of its length.

The existing condition of the road pavement is still in an acceptable condition. However, there are other segments that seem to have already reached some deterioration especially at its starting point characterized by typical moderate map cracking and disintegrated wearing course. The pavement is currently a two- lane road with gravel shoulder.

In terms of general environment, the project corridor traverses mainly through

1 Beca International Consultants Ltd (2003): West Coast Road Rehabilitation – Contract No. B2.03, Tender Package 1 – Mulifanua Wharf to Fasitoo-Uta and Contract No. B2.05, Tender Package 3 – Leauvaa to Vailoa Street, Volume 3 – Section X, Drawings. June 2003.

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PILOT PROGRAMME FOR CLIMATE RESILIENCE (PPCR) ENHANCING THE CLIMATE RESILIENCE OF WEST COAST ROAD, UPOLU ISLAND, SAMOA Environmental Assessment Report

settlement lands of customary villages characterised by predominant residential land use.

The WCR is vulnerable to high rainfall events that lead to surface flooding and deterioration of the road surface and extreme high sea levels resulting into accelerated erosion of the road profile. Moreover, the road surface is compromised, particularly at its eastern end, by a high water table that causes deterioration of the road pavement.

Generally, for the road rehabilitation project, the direct and indirect impacts will be confined in a strip of 20 meters (10 meters from the centreline) within the existing road reserve. This strip will be directly affected by reconstruction activities where road components will be constructed such as pavement, shoulder, drainage lines and erosion protection works. However, some areas outside of the identified road reserve will be required for drainage easement. Previous study undertaken by BECA identified 25 sites along the WCR that requires easements. The direct impact is the loss of economic use of land however, the ownership will remain with the property owners but conditions will be imposed to ensure activities do not take place that may result in hindering the effective functioning of the drainage system. Furthermore, private lands will be improved from its current state. The sites are generally low-lying and are usually flooded during periods of heavy rains. Furthermore, indirect impact can extend beyond the existing road reserve due to physical and environmental characteristics of the project area.

Figure 1: Project Location for Main West Coast Road (WCR)

End Point of Starting Point Project Area of Project Area

Source: Google Maps, 2012

Other areas referred to as extended area of influence will include the designated

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borrow areas and access roads, contractor’s yard, workers’ camp, asphalt plants and disposal sites for excavation spoils and solid wastes, and watercourses in the vicinity. The critical receptors, such as the village settlement areas, ecologically protected areas, archaeological and culturally important areas along the project corridor or near it may also be affected by noise, dust and exhaust emissions during construction and operation. A map of the project road is shown in Figure 1.

1.4 Objective of the Project In the Strategy for the Development of Samoa (SDS) for 2008-2012, it identifies seven key development priorities. The seventh priority area focuses on environmental sustainability and disaster risk reduction. Climate change adaptation is identified in the SDS as a cross cutting issue alongside environmental sustainability. Also, the Samoa Coastal Infrastructure Management Strategy (CIMS) 2001 (updated 2007) defines national and local priorities for coastal management and sets policies and implementation methods for disaster risk reduction and climate change adaptation measures. Similarly, the Draft National Infrastructure Strategic Plan (NISP) completed in December 2010 considers climate change adaptation and disaster preparedness when screening possible projects for strategic alignment and for benefits. Furthermore, the Draft NISP in the Road Infrastructure Sector identifies the project road to be within the Samoa Economic Corridor (SEC) and within an area of highest priority. It proposes the staging of road sector priorities in the next 5 to 10 years. There are six (6) stages proposed and Stage 2 of the priorities plan states the need to prepare a feasibility study for short and long term solutions for an improved all weather link to Faleolo Airport. Stage 6 culminates in the major upgrade works for the road link from Apia to Faleolo Airport based on the results of the feasibility study for a total cost of SAT $50-120 million.

Following the SDS, CIMS and draft NISP, the Project’s main objectives are thus to: (i) provide a climate resilient West Coast Road; and (ii) prepare a climate resilience enhancement programme for the overall road network of Samoa. For road users, the Project would lead to better resilience, better road quality, better safety standards, lower travel costs, and shortened travel time within the same alignment.

1.5 Proposed Rehabilitation Scheme Most of the proposed works will be accommodated within the existing road reserve, which extends up to 20 metres of the existing road alignment. Some works will take place outside the road reserve for the establishment of drainage easements.

The proposed rehabilitation construction works will have the following features: • Reconstruction of the existing two-lane road including pavement raising and strengthening; • Poor surface condition – overlay existing surface with new 150mm crushed stone base course on a geotextile fabric where appropriate, with a 50mm think asphaltic concrete surface;

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PILOT PROGRAMME FOR CLIMATE RESILIENCE (PPCR) ENHANCING THE CLIMATE RESILIENCE OF WEST COAST ROAD, UPOLU ISLAND, SAMOA Environmental Assessment Report

• Fair surface condition – overlay existing surface with a 50mm asphaltic concrete surface; and • Good surface condition – patch any distressed areas and apply a single seal surface dressing. • Maximum total width of the road to be constructed is 7m total; • Lane width is 3.5m total (3.5 x 2); • Maximum shoulder width is 1.5m (1.5 x 2) paved with 150mm crushed stone base course and double bituminous surface treatment; • Design for speeds of 60km/hr; • Intersections/interchanges with other roads designed to international standards; • Replacement of damaged culverts and installation of additional ones; • Drainage works at 26 sites requiring no easements; • Drainage works at 25 sites with easements required; • Traffic safety features such as illumination, speed humps, pedestrian crossing, road signs, road marking and road furniture.

The rehabilitation works will entail certain earthworks particularly in the modification of grades. However as a guideline, earthworks will be minimized in order to keep the environmental impact to a minimum.

1.6 Potential Borrow Areas There are a number of potential sites that can be possible sources of road materials in the vicinity of the project area and are located at Vaiusu, Vaitele, Saleimoa, Leauvaa, Alafua and Mulifanua. These sites can be good sources of gravel, sand and clay materials.

During the Proceedings of the National Aggregate Workshop – Towards a Sustainable Aggregate Industry in Samoa held on 21 and 22 February 2007, the recommendations were presented from studies undertaken for the Samoa Marine Aggregates Assessment and Samoa Terrestrial Sources Aggregates Assessment. These studies indicate that the sand and gravel at Vaiusu Bay is a preferred source of construction material. Aggregates that are being extracted from Mulifanua and Vaitele can be screened to remove the fine materials (find sand, silt and mud) that are composed predominantly of very fine halimeda fragments and the gravel and coarser grained sands are retrieved and used for construction. For terrestrial aggregates source, the rocks at Alafua Quarry can be considered as good sources of aggregates but selective extraction is necessary for quality materials that are normally required for higher performance applications. The developer of Alafua quarry should be selective in the type of materials that are being supplied for road sealing. Materials with significant amount of breccias, matrices, pre-existing plane of weakness, and high porosity have high tendencies of lowering the strength of rocks. While the Saleimoa rocks are comparable to the ones at Alafua, the consistently higher strengths of the Saleimoa rocks make them a more superior source of sand and gravel. There are no raw figures available to estimate volume of materials at the subject sites. However, the manager for the LTA Samoa Quarry & Sealing Products located at one of the identified sites at Alafua, reports that there are rocks and base materials available for road construction estimated to

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last for the next 30 to 40 years. The sufficiency for the supply of materials for the project road will be determined once the engineering designs are finalised. If the Civil Work Contractor decides to obtain his materials from these sources, the required approval and permit will have to be obtained from the appropriate agency, i.e. MNRE-PUMA and Land Management Division, and compliance to the conditions for minimization and mitigation of adverse impacts will be duly monitored as part of the EMP protocol.

1.7 Traffic Forecast The Ministry of Works, Transport and Infrastructure (MWTI) Asset Management Roads Division, now transferred to the LTA as the Procurement and Programming Division, conducted a traffic survey in 2007 for all Upolu roads and in January 2008 for Savaii roads. The comparison of data was taken from the results of the traffic survey undertaken in 2003. The survey used the same sites in the previous surveys in 2003 and 2001. The 2007 traffic survey recorded data at 4 stations along the 30km long West Coast Road. It shows that the average daily traffic (ADT) in 2007 of the traffic counts obtained in the designated stations located along the project road was: Leauvaa (U-TC017) – 4,688; Leulumoega-Fasitootai (U-TC006) – 3,465; Leulumoega-Vailuutai (U-TC014) – 3,170; and Mulifanua wharf (U-TC015) – 1,410. The traffic growth rates showed that there was a measured positive growth of 3.0% per annum for the Upolu rural area where the project road is located.2

The feasibility study undertaken by BECA International in 2010 for the New West Inland Route recorded traffic projections at the 4 designated stations located along WCR, and estimated the following ADT in 2010, 2020 and 2030:

Table 1: West Coast Road Traffic Projections Location Traffic 2003 2007 2010 2020 2030 Counter No. Leauvaa U-TC017 3,731 4,688 4,908 6,707 8,965 Leulumoega- U-TC006 2,733 3,465 3,675 5,081 6,860 Fasitootai Leulumoega- U-TC014 2,895 3,170 3,127 4,489 5,881 Vailuutai Mulifanua U-TC015 1,145 1,410 970 1,361 1,696 Wharf Source: Beca International Consultants Ltd, 2010

It is estimated that the ADT at the 3 traffic count stations at Leauvaa, Leulumoega- Fasitootai and Leulumoega-Vailuutai will have increased by 2020 except for a

2 Government of Samoa, Ministry of Works, Transport & Infrastructure (2008): Traffic Survey 2008 Report.

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slight decrease at the Mulifanua wharf TC station. However, it is estimated that traffic volumes will increase at all 4 stations by 2030. The detailed computation and analysis can be found in the report prepared for the alternative inland route to the project road.3

1.8 Proposed Schedule for Implementation The Project is scheduled to commence in early 2012 and is expected to take at least 12 months to construct until its completion in 2013.

1.9 Life Span of the Proposed Project The proposed project is designed for a life span of 20 years provided that routine and periodic maintenance is carried out.

3 Beca International Consultants Ltd (2010): New West Inland Route Feasibility Study & Planning Services Stage 1 – Draft Route Alternatives Assessment Report. 15 February 2010.

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2 ENVIRONMENTAL AND SOCIO-ECONOMIC PROFILE OF THE PROJECT AREA 2.1 Physical Environment 2.1.1 Geology, Topography and Soils The main West Coast Road (WCR) runs generally northwesterly from the coastal plains of Vaiusu Bay to the northwestern tip of Mulifanua village. The road follows the coast along the north of Upolu west of Apia to Faleolo and at some points runs immediately adjacent to the coast. This general area is situated between the Pacific Ocean to the north and the Upolu northwest inland mountains of Mount Maugafolau, Mount Siga’ele, Mount Mariota, Mount Tafua, Mount Lauti and Mount Olo to the south.

Geologically, the entire study area is on Mulifanua volcanics which is mainly olivine basalt soil (clay, silty clay soil texture) weathered to a depth of 10 metres to 20 metres. It is characterised by thin soil cover, with soil surface consisting of un-weathered boulders common on uneven surface at 10 degrees to 15 degrees slopes.4

The elevation of the project area ranges from 30m to 1m above sea level with the lowest part located at Malie village, while the highest part is located at Faleolo. The landscape in the study corridor is predominantly flat and covered with sedimentary rocks which include some sands deposited by the sea and river mouth gravel, swamp mud, coral reefs and cemented beach sands at present sea level. Steeper topography is found further inland from the coast.

2.1.2 Climate Due to its geographical location, Samoa has a wet and dry climatic season with prevailing South-Easterly winds most of the year. The average temperature in the project area recorded at the Faleolo climate station for the year 2011 is 22.7- 30.9°C. The wet season extends from October to March with maximum precipitation levels at 672.7mm. The dry season is from April to September with minimum precipitation levels at 22.2mm. Table 2 below displays average monthly climate indicators as recorded from climate station at Faleolo.

Table 2: Rainfall and Temperature Data Recorded at Faleolo Climate Station 2011 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Annual

Rainfall 672.7 452.7 97.8 145.6 30.2 58.0 22.2 76.4 29.6 238.0 383.1 230.8 2437.1 Max. 29.7 30.0 31.5 31.6 31.5 31.3 31.3 30.4 30.6 31.0 30.8 30.8 30.9 Temp Min. 22.2 22.5 22.6 23.3 22.8 23.0 22.2 22.4 22.0 22.6 23.3 23.1 22.7 Temp Source: MNRE, Meteorology Division, 2012

4 BECA International Consultants Ltd (2006): Slope Instability Hazard: Samoa Islands. March 2006.

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2.1.3 Water Resources The road crosses a number of small streams and rivers which form part of the drainage catchment of the area and drain water from the inland hills and surrounding land, to the coast. The sea is the receiving environment for the watercourses and road derived stormwater. Overflowing of the drainage system can potentially cause the water draining to the sea to be of a poor quality in terms of silt, contaminants and potentially rubbish.

Culvert pipes are provided at points where the road crosses the watercourses, however, some of the existing culvert pipes are undersized, damaged or blocked, which prevents water flow. Additionally, some outlets are inadequate and create a build up of water in the drainage system. In times of high rainfall, the drainage system can overflow and cause surface water to pond on the road and flood adjacent land.

2.1.4 Natural Hazards The West Coast Road, including bridges, culverts and the engineered seawall is generally within both the Coastal Erosion Hazard Zone (CEHZ) and the Coastal Flood Hazard Zone (CFHZ). With the exception of some sections of the road, most of the road is within 5 to 10 metres of the coast. There is evidence of erosion along the entire length of road and a number of seawalls have been constructed with the intention of reducing the rate of erosion. However, these seawalls and other coastal protection are unlikely to withstand a cyclone or ongoing erosion. Most of the West Coast road has been constructed on fill close to the coast and is eroding.

The distance of the West Coast Road from the coast and its importance as the main road for the airport and wharf, combined with the variable level of protection results in this road being at high risk and susceptibility.

The road is also at risk from stormwater runoff channelled towards the coast by the inland work roads. Drainage culverts under the West Coast Road are poorly maintained and appear under-sized, usually being about 600mm in diameter to drain large areas. The rate of stormwater runoff also causes flooding on the road and is creating a hazard for pedestrians who are forced to walk onto the road around the flooded areas. Moreover, there have been reported fatalities at Faleasiu in 2006 related to flooded road.

2.2 Biological Environment 2.2.1 Coastal Resources The land use adjacent to the road is generally modified for use by residential, access and community related facilities. The closest sensitive natural habitat is the marine environment, including reefs located off the coast. The coastal environment along the West Coast Road is varied and consists of rocky outcrops and sandy beaches. A fringing reef provides protection along the coast, ranging from 500m at its closest, to over three kilometres at its furthest. Within the reef the lagoon averages 1.5 metres in depth and supports abundant marine

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biodiversity. There are no specifically identified marine protection areas on the stretch of coast that the road follows, with the nearest protected marine environment being the Palolo Deep Marine Reserve on the eastern side of the centre of Apia.

Sand mining occurs in front of several villages including Toamua/Puipa’a and Saina and has impacted on the local ecosystems and fisheries. There is also little mangrove wetland remaining in the Faleata West District. These villages depend heavily on marine resources in the lagoons and intertidal zones including fish, mangrove crabs and bi-valves. While these sand mining operations are legally licensed, their impact on community resources is now becoming clearer. It is prudent that new environmental and resource assessments studies are carried out to determine their full socio-economic and environmental cost, and to provide a basis for a review of these licenses.

The effects of the use of the lagoon and inland river catchments has the potential to increase the susceptibility of the natural and physical systems around the coast to coastal hazards through decreasing the amount of sandy sediment in the natural coastal systems that provide buffering to development on the land. Around stream and river mouths there may also be increased clay-type sediments from development and inland land-use that smothers the reef and lagoon environment. Land-uses, such as reclamation, has also reduced the amount of natural mangrove areas that provide a buffer to coastal hazards, filter contaminants from developed areas and provide an important habitat for many creatures.

2.2.2 Forest Resources Along the project area in the Sagaga Le Usoga District, parts of the coastline where mangroves and some littoral forest trees once existed have been cut and reclaimed for homes. Inland clearing for agricultural and farming development have contributed to increased sedimentation near river mouths. Off shore from these areas, the lagoon appears to be highly degraded. There were several mangrove areas in the district. Most of them have been cleared and reclaimed for settlement including the main wetlands on the border with Leauva’a village where a major reclamation was undertaken for the construction of the Catholic Tofamamao Centre. The reclamations and clearing of the mangrove areas have increased the risk to the coastal area, as the mangroves acted as initial barriers for waves and as a filter for silt carried down local rivers. The marine environment and lagoon is now under stress from sedimentation.

There are two extensive mangrove areas within the Sagaga Le Falefa District at Salepoua’e and Lotoso’a, Saleimoa village and a number of other minor wetland areas along the coast. In addition much of the coast was covered in mangroves in the past, but is now extensively reclaimed. The effect of the changes has been both coastal erosion in some areas, and siltation in others. Extensive plantations, cattle farms and agricultural activities some distance inland from the coast have also affected coastal processes including the incidence and degree of flooding in coastal areas, the rates of sediment accretion along the coast and the impact on the health of the lagoon and reef system.

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2.3 Socio-Economic Environment 2.3.1 Population The WCR traverses nine (9) electoral districts with thirty-one (31) villages along its considered impact path along the north western coast of Upolu island. The districts are: Faleata East, Faleata West, Sagaga Le Falefa, Sagaga Le Usoga, Gagaemauga I, Aana Alofi I, Aana Alofi II, Aana Alofi III and Aiga i le Tai. Sagaga Le Falefa has the most villages traversed while Faleata East and Gagaemauga I has the least. The total population for the nine (9) districts as of 2011 is 65,201 in which Faleata West makes up the most at 28%. The total land area for the nine districts is around 299.5 km², the major part of which is contributed by Sagaga Le Falefa District at approximately 30%. This information is presented in the Table below:

Table 3: Districts and Population along West Coast Road District Total Land No. Of # Villages Total Area (km²)5 Villages Traversed Population (2011) Faleata East 21.2 12 1 12,482 Faleata West 35.5 18 7 18,134 Sagaga Le Falefa 78.1 13 9 11,695 Sagaga Le Usoga 15.2 3 3 5,652 Aana Alofi I 25.0 3 2 5,683 Aana Alofi II 9.5 2 2 2,915 Aana Alofi III 38.8 10 5 5,477 Gagaemauga I6 48.6 4 1 3,063 Aiga i le Tai 27.6 15 1 4,909 TOTAL 299.5 80 31 70,010 Source: 2011 Census – Preliminary Results, Samoa Bureau of Statistics, 20127

2.3.2 Community Infrastructure Public utilities follow the path of the WCR and are service lines, poles and pipes are installed underground, overhead and alongside the project road. Electricity is generally available in all nine district but with the households feeling somewhat constrained due to the current high cost of fuel. Piped water supply is also high in coverage among all districts, although there are some areas that require improvement with households depending on alternative sources such as rainwater, drilled wells and natural springs. There is high percentage of existence of household sanitation (toilet facilities i.e. flush and/or pour including pit latrines) correspondingly indicating high consciousness of people in terms of

5 Land area information obtained from Samoa Bureau of Statistics GIS data. 6 Including Patamea, Samalaeulu and Mauga villages in Savaii. 7 Preliminary Results of the 2011 Census of the Population and Housing.

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sanitation. Communication via telephone and mobile is available to all districts, although these figures have significantly changed at the present time as compared to 2006 with popular advances in mobile communication. The table below presents these data.

Table 4: Percent of Households with Access to Utilities in the West Coast Road Districts

Indicators Districts8 FE FW SLF SLU AA1 AA2 AA3 G1 AIT Total Households 1,809 2,316 1,430 665 762 412 655 379 587 Electricity 98 98 94 96.3 94.2 96 95 96.3 92.1 Piped Water 98 99.4 90.2 98 72 90 93 99.7 73.3 Sanitation 99.6 99.8 99.8 99.8 99.6 99.8 98.6 100 100 Telephone 51.3 52.4 31.3 51 29.4 36 38.3 23.2 36.1 Cellular 82 74.3 61 52.5 65.1 48.3 43 55 27.4

Source: Census 2006, Samoa Bureau of Statistics, 2012

In terms of medical and educational facilities, there are thirteen (13) schools (theological college, polytechnic, college, secondary, primary and kindergarten) and three (3) medical centres, Leulumoega District Hospital, Afega District Hospital and Medcen Clinic located adjacent WCR.

2.3.3 Land Use and Sources of Income Current land uses vary along the route, from the urban city centre of Apia (although the project starts from the outskirts of the urban area at Vaitele), to coastal villages and rural areas. There are residential properties adjacent to the road along much of the route.

The latest Agricultural Census undertaken in 2009 by the Samoa Bureau of Statistics identified the largest area of agricultural land parcels found in the project area is in Sagaga Le Falefa district with a total of 4,339 acres. However, Gagaemauga 1 district has the largest percentage of agricultural land parcels to the total of district land parcels at 98.7%. This data includes also Patamea, Samalaeulu and Mauga villages in Savaii whereby Leauvaa is the only village included in the project area. Therefore, it is relevant that Aana Alofi 1, in relation to the total land parcels of the district, at 98.1% has the highest percentage of agricultural land parcels in the study area.

The total percentage of agricultural land parcels for the nine districts is 93.3% with due reference to flat terrain in which agriculture is relatively easy. The

8 FE=Faleata East, FW=Faleata West, SLF=Sagaga Le Falefa, SLU=Sagaga Le Usoga, AA1=Aana Alofi I, AA2=Aana Alofi II, AA3=Aana Alofi III, G1=Gagaemauga I, AIT=Aiga I le Tai

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figures show that agriculture is the dominant land use for all of the districts in the study area. Overall, the project area accounts for approximately 30% of all agricultural land parcels of Upolu island. These data are summarized below.

Table 5: Area of Land Parcels (in Acres) by Land Use of Districts in the Study Area District Total Land Under Non- % of Agricultural Parcels to Parcels Agriculture Agriculture District Land Parcels

SAMOA 92,310 85,761 5,973 92.9 UPOLU 58,460 54,000 4,241 92.3 Faleata East 491 456 31 92.8 Faleata West 1,678 1,503 110 89.5 Sagaga Le Falefa 4,775 4,339 424 90.8 Sagaga Le Usoga 1,810 1,761 40 97.2 Aana Alofi I 2,603 2,554 44 98.1 Aana Alofi II 1,122 1,058 37 94.2 Aana Alofi III 2,422 2,266 139 93.5

Gagaemauga I9 746 737 5 98.7 Aiga i le Tai 1,733 1,548 180 89.3 TOTAL (Districts 17,380 16,222 1,010 93.3 in Study Area)

Source: Agriculture Census 2009, Samoa Bureau of Statistics, 2012

Sagaga Le Falefa has the largest area of land parcels under farming of plants and animals or livestock and approximately 24.5% of Upolu island. Similarly, the North West region of Upolu grows a significant number of agricultural produce compared to the Rest of Upolu region and the Apia Urban Area. These products include coconut, cocoa, breadfruit, lemon lime, oranges, avocado, mango, vi, banana, vanilla, star fruit, lychee, apiu, coffee, pele, chilli, green pepper ginger, taro, taro palagi and taamu.

With respect to income in the study region, which in this case, is classified by the Samoa Bureau of Statistics as North West Upolu, the main source of income is employment from wages earned or drawings from businesses. Almost half of the wage earners or labour force of Samoa are from the North West Upolu region, at 49.82%. This indicates that the people of North West Upolu have a greater preference towards non-agricultural activities as sources of income and would rather grow agricultural products for subsistence living.

9 Including Patamea, Samalaeulu and Mauga villages in Savaii.

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Table 6: Percentage of Household Weekly Income from Source of Income by Region

Proportion Income Sources Samoa Apia Urban North West Rest of Upolu Savaii Areas Upolu

Total Income 100 100 100 100 100 Primary Income 42.04 60.83 49.82 30.72 18.86 Other Income 2.51 3.29 2.29 1.94 2.46 Value of own Produced 12.49 4.04 10.03 20.65 18.54 Consumed Income from 7.03 1.89 6.91 7.82 12.44 Entrepreneurial Activities Value of own Produced 1.47 0.47 0.82 1.72 3.37 Given Away as Gifts Value of Remittances 10.81 5.67 7.48 14.96 17.97 Received (In Kind/Cash) Value of Items received 13.53 13.87 11.23 11.55 18.38 as Gifts Rental Value of 10.14 9.94 11.42 10.64 7.99 Dwelling Unit Source: Household Income and Expenditure Survey 2008, Samoa Bureau of Statistics, 2012

2.3.4 Socio-Cultural Resources The major socio-cultural resources that can be found along the WCR alignment are the thirty-one (31) villages, which are directly traversed by the project road. Along the entire project alignment, there are thirteen (13) community grounds/village sports field, thirteen (13) schools, forty-eight (48) churches, two (2) monumental tomb sites, two (2) grave sites, twelve (12) village pools/springs and three (3) medical clinics noted down during the field assessment. During construction it is important that these areas be shielded from physical disturbances.

3 RATIONALE FOR THE STUDY AND LEGAL BASIS 3.1 World Bank Environmental Policies and Guidelines Based on the screening criteria of the World Bank, the rehabilitation of the Upolu West Coast Road is classified as Category B project as provided in the World Bank’s Operational Policy 4.01. Accordingly, the potential adverse impacts of Category B projects on human populations or environmentally important areas are considered less adverse than those of Category A projects. Such impacts are site-specific; few if any of them are irreversible; and in most cases mitigation measures can be designed more readily than for Category A projects. The scope of the EA examines the project’s potential negative and positive environmental impacts and recommends any measures needed to prevent, minimize, mitigate or compensate for adverse impacts and improve environmental performance.10 An Environmental Management Plan (EMP) describing in detail the mitigation measures, monitoring program, institutional strengthening and implementation schedule and costs are included in this EA report.

The EA report will be presented to both the Government of Samoa through the Land Transport Authority (LTA) and WB, and which shall serve as a background document for approval by the relevant agency and Ministry in Samoa, which is the Planning and Urban Management Agency (PUMA) of the Ministry of Natural Resources and Environment (MNRE). The recipient of the grant (i.e. GoS) will have to make the draft EA Report available in public places accessible to project- affected groups and local NGO’s in accordance with OP/BP 4.01, Environmental Assessment. The borrower must also officially transmit the EA report to the Bank prior to formal appraisal. Once local disclosure requirement has been met for the EA Report, the Bank shall also make it available to the public before the appraisal process of the project begins.

3.2 Samoan Government Environmental Laws, Regulations and Guidelines The fundamental legislations governing the implementation of environmental policies in Samoa are set out in the Lands, Survey and Environment Act 1989 (LSE Act 1989), the Planning and Urban Management Act 2004 (PUM Act 2004) and the Planning and Urban Management (Environmental Impact Assessment) Regulations 2007 (EIA Regulations 2007).

The LSE Act 1989 is administered by the Ministry of Natural Resources and Environment (MNRE) and makes provision in relation to land (including alienation of government land, and the regulation of leases), and environmental management. The LSE Act 1989 also provides that regulations may be made concerning a number of specific matters, such as for the protection of forests, for regulating the use of land, for the protection and conservation of wildlife, regulating or prohibiting pollution, providing for the undertaking of environmental impact assessment and providing for the prevention and control of clearing trees and plants.

10 The World Bank Operational Manual: Operational Policies (OP) 4.01, January 1999 (as revised in August 2004).

PILOT PROGRAMME FOR CLIMATE RESILIENCE (PPCR) ENHANCING THE CLIMATE RESILIENCE OF WEST COAST ROAD, UPOLU ISLAND, SAMOA Environmental Assessment Report

The PUM Act 2004 is the core legislation to achieving sustainability in Samoa and is now enforceable since the 1st of July 2004. The Act sets out how we manage our environment and land use planning in general. The main role of the planning system, in protecting and enhancing the built environment, is to set in place a comprehensive framework of policy and controls to guide decision making about new use and development through the Development Consent process and plan making process.

One of the key ways that the Act seeks to promote sustainable development is to ensure that all of the effects of a proposal, both positive and negative, are considered before an activity is allowed to happen. This means that any potentially adverse effects can be controlled; if they can’t be controlled, serious consideration can be given as to whether the activity should be allowed.

The EIA Regulations 2007 which are pursuant to section 105 of the PUM Act 2004 provide the requirements to undertake an Environmental Impact Assessment (EIA) whether as a preliminary or comprehensive assessment. The law requires that all projects which might have a negative impact on the environment undergo a preliminary or comprehensive EIA, depending on significance and complexity of potential environmental impacts. This assignment is aimed at providing an EIA that is responsive to both GOS and World Bank environmental regulations.

The main agency responsible for environmental protection in Samoa is the Planning and Urban Management Agency (PUMA), which is the regulatory agency within the Ministry of Natural Resources, Environment (MNRE). The MNRE is responsible for reviewing and developing guidelines for EIAs. With these requirements in mind, a copy of the EIA report would be submitted to the MNRE for approval. As per Samoa’s EIA guideline, the MNRE would have two weeks to review and comment on the EIA before the project can be approved. This would ensure that the project that might have potentially significant impacts and require more detailed study receive national level approval as well as community level approval.

The EIA Regulations 2007 require the preparation of an EIA report for any public or private development proposal and include PEAR (Preliminary Environmental Assessment Report) that is assessed as having potential adverse impacts on the environment.

Two forms of EIA are envisaged in the Regulations: • A Preliminary Environmental Assessment Report (PEAR) that might be required by the Agency for any development application to which any of the qualifying criteria specified in the EIA regulation apply, but which the agency considers is not likely to have a significant adverse impact on the environment; and • A Comprehensive Environmental Assessment Report (CEAR) that might be required for any development application to which any of the qualifying criteria specified in the EIA regulations apply, and which the Agency considers is likely to have a significant adverse impact on the environment. The proposed activities of enhancing the climate resilience of WCR project appear to impose some adverse impacts in areas identified in the Regulations as

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qualifying criteria for an EIA. Therefore, it is assessed that a CEAR should satisfy the Samoa EIA guideline requirements. The qualifying criteria for requirement of an EIA, specified in the guideline include adverse impacts: • on people, an existing activity, building or land; • on a place, species or habitat of environmental (including social and cultural) importance; • in conjunction with natural hazard risks; • on or in the coastal zone; • on or in any waterway or aquifer; • arising from the discharge of any contaminant or environmental pollutant; • associated with land instability, coastal inundation, or flooding; • on the landscape or amenity of an area; • impacts on public infrastructure; • on traffic or transportation; and • on any other matter for consideration stated in Section 46 of the Act.

In processing of any environmental assessment for relevant and major projects in Samoa, PUMA and the Planning and Urban Management Board (PUM Board) is responsible for the review and approval of EIA reports submitted by developers. The PUM Board is chaired by the Minister of MNRE and consists of ten (10) members, five (5) Government and five (5) community representatives with PUMA ACEO acting as secretariat. The PUM Board reviews and approves development consent applications (DCAs) with a total cost of SAT$1 million and over or any application costing less than this figure but with adverse impacts that are likely to be significant on the environment. These are classified as major DCAs and will be publicly notified in Government newspaper and one other local newspaper. Proponents or developers of projects shall complete and submit signed DCA form included in Appendix B together with necessary supporting documents, i.e. final design drawings, site plan, certified survey plans, written consent from property owners, lease agreement, deed of conveyance, payment of fee (refer Appendix B) and if applicable a PEAR or CEAR. The PUMA can request further information from the developer should it be determined after submission and registration of DCA that the required information is missing from the application package to enable the completion of processing. Therefore, it is important that developers consult with the PUMA in a pre-submission stage to avoid delays to project schedules. The PUMA service charter sets out an indicative time frame for the processing of DCAs. For development consents less than $1 million which are non-notified, processing is within 10 working days. For development consents costing $1 million and over, processing is within 2 months. This time period includes the review and reporting of EIAs which must be done within 20 working days. This time stamp of 2 months also includes the notification period of 14 working days and referral period to relevant authorities and public stakeholders of 10 working days.

Based on the recommendations of the EIA review report and planner’s report, the PUM Board then decides on whether to deny the application or to approve it, with or without conditions. In the case of road projects, specified conditions attached to the development consent, relate to best environmental practices detailed in the Samoa’s Codes of Environmental Practice, specifically: COEP 2 – Road Planning, Design and Construction; COEP 3 – Consultation; COEP 5 – Construction Camps; COEP 6 – Road Construction Erosion Control; COEP 7 – Slope Stability; COEP 8 –

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Quarry Development and Operations; COEP 9 – Gravel Extraction; COEP 11 – Drainage; COEP 12 – Traffic Control During Construction; and COEP 13 – Earthworks. The main focus relating to the construction phase and may include site management, noise, dust, discharges to the air, land, subsurface or water, solid waste management, contingency plans, etc. These conditions are set to assist the proponent/developer control the environmental impacts such that they are maintained at the acceptable limits. Should the application be approved with conditions, either the activity starts with due consideration on the conditions or the proponent/developer may opt to appeal against the conditions and resolutions may be subjected to judicial proceedings.

During construction of the project, the applicant/developer should ensure adherence to conditions attached to the approval and be responsible for monitoring the developments of the project along with the regular and timely reporting to PUMA. The monitoring programme of the proponent/developer should be designed to give clear indications prior to conditions being breached. Practical corrective measures should be undertaken by the proponent/developer in order to avoid breach of any conditions stipulated in the approval.

The PUMA is authorized to issue warning to proponent/developer should it observe that conditions are being breached. In the event that conditions are breached, the proponent/developer is obliged to stop whatever activity which is causing the breach. In such cases, the PUMA may reconsider the approval and conditions reviewed. Should project designs be altered significantly from those presented in the EIA, additional reports on the impacts of the changes may be requested by PUMA.

3.3 Administrative Framework The following Government agencies will be involved in the management and monitoring of environmental aspects or concerns of the proposed road rehabilitation project.

LTA is responsible for planning, constructing, operating, and maintenance of national roads in Samoa. The LTA Project Component Manager (PCM) will be in charge of project management, among others, to ensure that the appropriate budget will be provided for implementation of mitigation measures and monitoring the programme, and that the contract provisions are properly implemented. The PCM coordinates the EA study, public consultations, ensures implementation of the EMP and public disclosure of the EA study. The PCM shall also liaise with relevant government offices for securing environmental approvals. The LTA PCM and MWTI will undertake day-to-day supervision of construction and oversight of the implementation of environmental management plans during project implementation.

The PUMA shall undertake routine and random monitoring of the project, to determine compliance with environmental regulations and standards and development consent conditions.

During the operational phase of the Project, LTA will undertake routine monitoring of road safety, the storm water drainage system, the condition of re-

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vegetation, etc.

4 ASSESSMENT OF ENVIRONMENTAL IMPACTS The proposed rehabilitation of the main West Coast Road had been classified as a Category B project based on the World Bank’s Operation Policy 4.01. Accordingly, it is anticipated that the impacts on human population or environmentally important areas are less adverse, site specific, with very minimal irreversible impact and that the measures redesigned more readily than Category A projects. Most of the impacts are directly related to the construction period of the project road.

4.1 Design/Pre-Construction Phase

4.1.1 Protection of Sensitive and Ecologically Important Areas The proposed development will not traverse any environmentally sensitive areas, and no adverse impacts caused by the rehabilitation of the road are anticipated. However, during the preparation of the detailed design, attention will be given to protect potential environmental sensitive areas and to minimise negative impacts on sensitive ecosystems, or the natural environment. Details of these suggested measures are outlined in section 6.

4.1.2 Sustainable Environmental Design and Road Maintenance It is anticipated that the proposed earthworks will result in soil erosion. During stripping, cutting and filling of soil, it may be possible that chunks of soil may get inadvertently entrapped in the nearby coastal waters, drains and water channels. However, with proper sustainable environmental principles incorporated into the designs as outlined in section 6, these impacts can be minimised and avoided.

4.1.3 Soil and Geology The proposed road rehabilitation works will not result in any significant realignment or deviation from the existing configuration. The topography is generally flat and will not increase the risk of further erosion, subsidence or slipping. It is not expected that the proposed works will adversely affect the surrounding soil and geology and there is no indication that the road foundations will not be able to support the new road surface.

4.1.4 Climate Change and Coastal Hazards Some sections of the project area are within the coastal erosion and flood hazard zones making it vulnerable to climate change effects of rising sea level and extreme weather patterns. The habitation level along WCR is high and population numbers will still continue to remain high given the national significance of this road. At some points of the WCR, the road is less than 5 metres away from the sea with its lowest points ranging from 1.026 to 1.9 metres above sea level. Therefore, the adverse impacts of climate change and coastal hazards on the design of the road are highly significant, unless it

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incorporates mitigating design factors to promote and enhance the resilience of the road.

4.1.5 Road Safety The road is characterised by extensive village development, mainly large homes surrounded by lawns or gardens, churches and stores with some close to and some set well back from the road. WCR has busy peak periods usually early morning and late afternoon but the traffic volume off peak is acceptable for a two-lane two-way road such as this. Many buses, trucks and small vehicles traverse this route. Villagers and stray animals (i.e. pigs, dogs and chickens) also walk along and cross this road at any time of day or night. Because the road passes continuously through populated areas and because so many pedestrians use this road, there are concerns about the existing degree of road safety along this road, as well as concerns for road safety when the road is reconstructed.

Community requirements for road safety measures were presented during public consultations. The suggested measures to achieve this objective are: • Measures to slow traffic, e.g. install speed humps designed to technical specifications at selected places such as schools, hospitals, markets etc.; • Off-road set down stops; • Improvements in road signage and pavement markings; • Attention to road accident black spots; • Enforcement of road speed limits; and • Enforcement of use of bus stops and off-road set down stops i.e. issue fines to bus owners and vehicle owners.

The design of the road must take into account the recommendations of the Road Safety Audit prepared for the Upolu West Coast Road and in accordance with COEP 2 – Road Planning, Design and Construction. Overall, the impact of the project design on road safety is significantly positive subject to the incorporation of mitigation measures proposed in section 6 of the report.

4.1.6 Affected Lands and Properties The proposed rehabilitation works requires the creation of drainage easements specifically at sites where the outfall drain crosses land outside the road reserve. The easements must be wide enough to allow for the physical size of the outfall drain and for access by a digger and truck for maintenance purposes. It is recommended by previous study undertaken by BECA that the width of the easements be 10 metres, with the outfall drain to run along one side and allowing space for maintenance machinery to manoeuvre on site. The PEAR prepared by BECA in 2010 for the WCR Drainage Improvement11 identifies 25 sites along the project route that requires drainage easements. Some of the sites have been further developed since 2010. There are presently about 70% of possible easement sites identified as having a clear and negotiable route for the drainage outfalls. The other 30% of the sites will require re-surveying of the

11 Beca International Consultants Ltd (2010): Samoa West Coast Road Drainage – Preliminary Environmental Assessment Report. July 2010.

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property to determine a route that will not adversely affect landowners. The details of the process for consultation with landowners, surveying and finalising of route alignment for drainage easements is detailed in the LARF and compensation to be in accordance with COEP 4 – Land Acquisition and Compensation as detailed in section 6 of this report.

4.1.7 Utility Services Traditionally the road reserve has also served as a convenient utilities corridor and there are already a number of services located alongside and under the existing road.

It is generally not proposed to disturb the major underground utilities as they are in most cases considered to be safe from damage during construction and there is no need to disrupt the continuity of supply. However, there are some areas in the existing telecommunications network that is less than the desired 700mm deep to the top of the duct. Minor supply or feeder pipes may need to be relocated to the edge of the carriageway to allow for ease of access in the future. These relocations will be detailed in the final design for the road.

However, there may also be some overhead telecommunications and electricity lines along both sides of the road that will need to be relocated to be accommodated in the final design. In general the telecommunications lines are on the landward side of the road and the electricity conductors are on the seaward side, although this may vary and in some cases the two utilities share poles. It is recommended that the telecommunications and power lines be relocated to an underground duct along the whole length of the project route.

Furthermore, access to water is a significant issue for all rural properties, and in many cases there is a need to get the water from one side of the road to the other for commercial, stock or domestic purposes. LTA has in place an approval process to allow pipe crossings of public roads. However, the limited requirements specifically, the method of installation, which is usually by excavation, often damages the road pavement. It is recommended in this project that a service trench crossing the road be installed at every 100 metres or more along the WCR to accommodate not only for water pipes but also for underground electricity and telecommunication cables. Also, LTA must explore other methods of installing underground pipes to be made part of their requirements for approving road crossing and use of road reserve applications such as trenchless directional drilling or boring which minimises damage to the road structure.

The recommendation to underground the electricity supply and other utility services is identified in the Coastal Infrastructure Management Plans (CIM Plans) as being an important aspect of improving resilience and reducing risk and vulnerability in the event of storms and cyclones. As this is outside of the project scope, it opens up an opportunity for utility providers such as Electric Power Corporation and Bluesky Limited to plan and invest in underground cabling projects to be coordinated and implemented concurrently with the upgrading of WCR. Mitigation measures are provided in section 6.

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4.1.8 Cultural Heritage There are two monumental tomb sites (tia) located along the WCR alignment at Vaitele and Malie. The tomb of Malietoa Moli is directly adjacent the road reserve at Malie. The tomb of one of the high chiefs of Faleata at Vaitele, located infront of the Samoa Breweries Limited compound is within the road reserve. The final designs of the road rehabilitation works may have to consider a realignment of the road reserve so as to avoid any adverse effects on this traditional and cultural site.

The road passes close to, but does not encroach on some village pools, particularly at Utualii, Afega and Tuanai villages. There are a few private properties with gravesites that may be potentially affected in the route for drainage easements. However, the final designs will be determined after consultations with landowners and their approval is given for the preferred route for drainage infrastructure.

4.1.9 Social or Community Concerns Because the project is concentrating on rehabilitation of existing road only, there is limited concern regarding the negative effects of the road construction. Road improvements are generally aimed at bringing benefits to surrounding communities through lower transport costs and better access to market places, jobs, and services such as health and education and in this case to international and domestic travel services. The rehabilitated road would also have a safer design, e.g. by providing better pedestrian facilities such as paved and wider road shoulders. It will also reduce costly breakdowns and damages to private and commercial motor vehicles. Road reconstruction and rehabilitation projects can lead to changes in the community or social environment around the road, influencing various aspects of lifestyles, travel patterns, social and economic activities.

No displacement of people will be required for the proposed Project. The proposed rehabilitation works will be carried out along the existing road alignment and within the right of way. The only potential impact is from permanent easement for drainage. Measures to minimise the social impact of any necessary land acquisition and compensation of loss of crops are detailed in the LARF and in section 6 in accordance with COEP 4 – Land Acquisition and Compensation.

4.2 Construction Phase 4.2.1 Air Quality and Dust Control Construction activities related to the road rehabilitation works have the potential to impact on air quality during the construction stage: from the release of air pollutants such as smoke and vehicle fumes from construction related vehicles and machinery; release of dust from earth disturbing activities and transport operations; potential release of smoke from burning of wastes such as

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vegetation and other materials; and potential changes to wind speed and air and soil moisture resulting from the removal of vegetation.

The significance of these impacts depend on the location of nearby receptors such as residential areas, religious, educational and recreational buildings and spaces and the extent of the physical work required, particularly earth disturbing activities.

The effects of these activities on air quality include: dust nuisance from areas where vegetation or road seal has been removed exposing bare earth, mainly during prolonged dry periods; and nuisance from airborne exhaust particulates or bronchial problems.

Dust control measures during construction activities will be applied to further minimise air quality and dust impacts in accordance with COEP 2 – Road Planning, Design and Construction. Details of the mitigation proposed are outlined in section 6 of this report. Subject to the implementation of these measures, the adverse impacts relating to air quality and dust are of minor negative during construction phase.

4.2.2 Water Quality and Hydrology Various cases of water contamination can occur during the construction of the project road. The main impacts are: increased sedimentation in the drains through the disturbance of silt due to earthworks activities within or adjacent to the drainage channels; and potential release of sediment or the accidental spillage of oil, rubbish and other waste materials into drains, streams, wetland and marine environment.

The significance of impacts depend on the scale and duration of earthworks, localised topography at the worksite, soil types, rainfall levels and the sensitivity of the receiving water environment.

The limited scale of earthworks restricted to the existing road alignment and existing drainage corridors together with the implementation of construction management techniques to mitigate accidental spillages will ensure only minor adverse impacts on water quality during construction works.

It is recommended that sediment traps and earthwork management techniques as described in COEP 2 – Road Planning, Design and Construction and COEP 13 – Earthworks. Details of mitigation measures are included in section 6.

The impacts of proposed construction works on water quality are anticipated to be temporary and minor negative with strict adherence to mitigation measures outlined in the EMP.

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4.2.3 Climate Change and Natural Hazards Where earthworks are required within identified hazard zones, suitable erosion and sediment control measures will be implemented. Any new or replacement structures will be constructed to a design standard that improves the climate resilience of the WCR road infrastructure network.

The impacts of construction activities on soil, geology and coastal vulnerability of the project area are considered to be minor negative but temporary with proper control measures in place.

4.2.4 Socio-Economic The projected disturbances in the communities are minor and temporary, and the Contractor will make appropriate arrangements during the construction period.

The potential adverse impacts include: • Disruption to road users over a significant length of the main connection for the populated north-west and south-west coast of Upolu residents commuting to and from Apia, and travelers from and to Savaii and overseas destinations; • Potential for accidental spillage of construction materials i.e. oil and other chemicals. The extent of the impact depends on size and type of spill; • Creation of litter and waste materials from earth disturbing activities affecting the visual amenity of villages; • Safety and well-being of the community may be affected due to the presence of heavy vehicles and large machinery in the area; and • Access to small sections of the foreshore, minor roads and private access that connect with WCR may be restricted at times during the proposed work.

The potential positive effects include: • There is opportunity for local construction workers, creating direct or indirect employment and multiplier effect within the community, resulting to a positive effect on the local economy.

During construction works, mitigating measures will be put in place to minimise socio-economic impacts in accordance with COEP 2 – Road Planning, Design and Construction and COEP 12 – Traffic Control During Construction and outlined in section 6 of this report. With mitigation measures in place, the significance of impacts to affected groups and communities are short term and are minor negative during construction phase.

4.2.5 Noise Control and Vibration The presence of heavy vehicles and machinery can increase noise and vibration levels and has the potential to cause disturbance near the populated areas along

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WCR. The disruption will be dependent on a number of factors, including time of operation, distance to residential and community areas and the intensity of the work. However, this is already a high noise, high traffic environment and during the hours of construction work proposed and the limited duration of the project, the effects are likely to be within a level that would be tolerated by the community given the long-term improvements the project once complete will provide. The timing of construction works and noise levels generated will be controlled according to approved operation hours and permitted noise levels set out in the PUMA Planning Policy: Noise Standards 2006. These mitigation measures are detailed in the EMP and will be included in the contractor’s tender documents.

It is anticipated that any impacts relating to noise and vibration are short term and will be minor negative with the incorporation of appropriate mitigation measures during construction phase.

4.2.6 Traffic As mentioned in 4.1.5 Road Safety and 4.2.4 Socio-Economic above, disruption to traffic is likely to be high due to the presence and operation of large vehicles and heavy machinery along WCR. There will also be disruption caused by closure of some traffic lanes during road works. This is likely to cause delays to public and private transport, and other road users and affecting safety of both road users and pedestrians.

The impacts will be dependent on time and duration of construction works, proximity to populated areas, number of construction vehicles present on site, presence of traffic control measures, and maintenance of access road and points for road users.

These effects will be managed through the inclusion of requirement for contractor to prepare and implement an approved traffic management plan (TMP). The TMP must identify the likely disrupted areas subject to construction programme that are likely to affect traffic flow and movement. The TMP should also provide alternative detour routes for vehicles to be identified with proper signage and for public to be advised and notified in advance through local media such as newspapers, radio and television. The TMP must be prepared in accordance with COEP 12 – Traffic Control During Construction.

It is considered that with proper traffic management control during road works, traffic related impacts will be minor negative and temporary during construction phase.

4.2.7 Landscape The works will involve open cut trench pipe installation within the road reserve and private properties. The amount of earthworks required for the proposal is considered appropriate to install the stormwater pipes, manholes, inlets and outlets at suitable depth to ensure efficient drainage and connect up to the existing drainage system. Any excavated material that can not be re-used for

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backfill around the new infrastructure will be removed from the site to an appropriate facility. Once the works are completed, there will be no net change in the contour of the land. In terms of silt and sedimentation controls these will be undertaken in accordance with COEP controls and, as such, will reduce any potential effects of run-off in and around the road and residential environment.

Overall it is considered for the above-mentioned reasons that any adverse effects with respect to the landform will be insignificant, and can be mitigated to ensure no long term environmental impact.

4.2.8 Visual Amenity The works involve the reconstruction of road pavement and installation of stormwater pipes, manholes, inlets and an outfall within rural residential areas and the existing legal road reserve. As these structures and utilities will be below or flush with existing ground level, visual effects upon the existing amenity of the surrounding environment will be short term and insignificant.

No specific persons are considered to be adversely affected by the proposed works.

4.2.9 Cultural and Heritage Impacts The tomb site at Vaitele adjacent the Samoa Breweries Limited compound has been identified to be within the road reserve and will be affected by the construction works. The road alignment will have to be shifted to the other side of the road to avoid the defined tomb area. The same will be done to sites for drainage easements where graves are located in close proximity. At the tomb and graves, low retaining walls will be erected at the road boundary to ensure that there are no effects on the site and no fill spread onto the adjoining land. Should any other sites be identified, the Contractor will cease works and notify the LTA supervision consultant who will notify the relevant Government agencies.

It is considered that the impact on cultural and heritage sites is minor negative subject to implementation of mitigation measures during construction works.

4.2.10 Terrestrial Ecosystems Impacts on terrestrial ecosystems can arise where species are required to pass across the road, or where the road is constructed on native habitats. The proposed road rehabilitation works is through a predominantly mixed use rural area with development extending right up to the edge of the road. There is no evidence of there being natural terrestrial ecosystems that rely on crossing the road for food or migration purposes and it is not anticipated that the improved road will adversely affect any terrestrial ecosystems. Therefore, construction works will have an insignificant impact on terrestrial habitats.

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4.2.11 Freshwater Ecosystems One of the main concerns for road works is the pollution it causes to freshwater habitats. Proper care must be taken to keep fuel storage away from watercourses and drains and to have robust systems in place for coping with spills.

Also, freshwater ecosystems are affected when they are disturbed or altered. This is mainly caused when the path of freshwater species have been blocked by river crossings. There is only one watercourse, Aleisa Stream that flows underneath the project road at the boundary between Afega and Malie villages. There will be no upgrade works at the Afega/Malie bridge.

Furthermore, there are five (5) mangrove wetland areas at Fasitootai/Vailuutai border, Nofoalii, Nono’a, Lotoso’a and Malie villages and three (3) freshwater pools at Tuanai, Afega and Vaitele villages that are in the path of the project road. There are reinforced concrete box culverts and pipes channelling water across to discharge into the sea and wetland areas. The removal or alteration of these cross culverts or other structures in the drainage channels, may result in a temporary discharge of silt or sediment which has accumulated upstream of any blockages. Where possible, whenever culverts are being removed, and where there is evidence of siltation, the bulk of silt will be removed by excavator and placed clear of watercourses, rather than be allowed to flow downstream. Construction activities near freshwater sources must be carried out during periods of dry weather. Where works are required within or immediately adjacent to watercourses, there is the potential for minor negative impacts to occur. This will be mitigated with appropriate silt management devices as detailed in COEP 13 – Earthworks and section 6 of this report.

4.2.12 Coastal Ecosystems The project road extends directly adjacent a few meters from the sea at ten (10) villages, Alamutu, Lotoso’a, Salepoua’e, Nono’a, Malua, Utualii, Tufulele, Faleasiu, Fasitoouta and Nofoalii. There are also coastal mangroves and wetland areas along the project zone with outlets to the marine waters which are the receiving environment for the discharge of stormwater runoff from the road drainage system. The coastal ecosystem is therefore susceptible to the accidental release of contaminants such as oil and hydraulic fluids as well as siltation resulting from the road works. It is particularly important that construction sites and storage areas are protected so that sediments and contaminants are trapped before they leave the site.

The rehabilitation works may increase the paved surface of the road; however, the area of works is already predominantly finished in impermeable surfaces. As a result it is not expected that runoff volumes will increase significantly and there will be little change from the existing situation thus avoiding any adverse impacts on mangroves or wetlands downstream of the road. Therefore, the significance of impacts of construction works on the coastal ecosystem is considered minor negative but temporary.

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4.2.13 Waste Management Improper disposal of solid wastes can cause environmental health hazards. There are two types of inert waste that are anticipated to be produced from construction activities. The generated spoil and removed asphalt or concrete and elements of demolished installations and contaminated soil. There is no waste disposal facility close to the project area. The only government waste disposal facility is the one at Tafaigata. Thus, waste disposal can be a concern to the project implementation if no solid waste management plan is put in place. The contractor has little option but to haul and dispose residual waste to the Tafaigata landfill. Appropriate measures will ensure that the impacts of waste generation from construction works are temporary and are minor negative. These are detailed in section 6 to ensure that the surrounding environment is not adversely affected by solid waste materials from the proposed works.

4.2.14 Safety and Health Potential impacts on public health and safety can include traffic hazards due to partial closure of roads, pedestrian safety in construction sites where they are prone to different hazards due to exposure to operating construction equipment and moving vehicles. The travelling public may also be inconvenienced by delays due to road closure and route diversion in construction sites. Most vulnerable to these hazards are students who make up a sizeable proportion of the pedestrians during schooldays as noted during the field survey.

Occupational safety involves workers who will be exposed to hazards associated with construction. Among these are exposure to moving equipment and vehicles, heavy lifting, construction noise and others. Overall, the potential impacts of the project on public and worker safety and health during construction works are temporary and are minor negative. Mitigation measures to be implemented by contractors to ensure safety and health of the public and workers are outlined in section 6.

4.2.15 Quarry and Borrow Areas Certain volume of materials will be obtained from borrow areas and will be used for fill, capping layer and granular sub-base. Several potential borrow areas have been identified which can be used for the project road. The prospective contractor will probably identify his source of materials. However, the materials need to be approved by the construction supervision engineer prior to using them for the project road. Should the contractor be sourcing the materials from existing and operational quarry site, the contractor should exert influence on the operator that proper operational and management measures be instituted to minimise impacts to the general environment. Should the contractor decide to open a new borrow site, the mitigation measures outlined in the COEP 8 – Quarry Development and Operations, COEP 9 – Gravel Extraction and section 6 of this report should be followed in order to minimise impacts associated with the operation of borrow areas. The potential impact of the project during construction on quarry and borrow areas are minor negative.

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4.3 Site De-Commissioning Phase

To minimise ongoing impacts after construction is completed, the Contractor will be responsible for the proper decommissioning of the temporary construction sites. Suggested measures to achieve this objective are outlined in the EMP in section 6 of this report.

4.4 Operation Phase

4.4.1 Air Quality and Dust Control Once completed, rehabilitating and improving the road pavement and surface will provide relief from general traffic exhaust fumes. The strengthened road pavement will allow for more efficient movement of traffic resulting in fewer periods of congestion that would otherwise result in more fumes if the road was not rehabilitated. Also, the impacts of the upgraded road and associated infrastructure on air quality during its operation phase will depend on periodic maintenance operations. With the strengthened road pavement, pothole patching and resealing works are avoided. There are less air emissions of fumes from maintenance machinery and vehicles and dust from exposed earth. This generally involves cleaning of drains only and mowing grass and vegetation along drainage easements. In the long term, there is likely to be a significant positive impact on air quality and dust control. It is considered that other post construction impacts on air quality will be negligible provided that exposed areas are either sealed or re-vegetated quickly following completion of maintenance works.

4.4.2 Water Quality and Hydrology The proposed project will improve the capacity of the drainage system where there are currently restrictions caused by undersized or inadequate infrastructure and poor maintenance. This is considered as being a significant positive impact. The improved drainage will allow the system to function more effectively, by reducing the risk of overflowing drains resulting from blockages or insufficient capacity. The end result is an improvement to the quality of water discharged into the marine environment. The outfalls with large capacity slow down the velocity of flow and allow sediment deposition away from the lagoon. Furthermore, with regular and improved maintenance procedures proposed for the drainage network and easements, debris removal and contamination prevention will enhance water quality. Therefore, it is anticipated that there will be a significant positive impact on the hydrology of the surrounding area.

4.4.3 Socio-Economic Impacts The long term objective of this project is to enhance the climate resilience of main transport infrastructure such as the WCR, which in effect enhances the ability for the WCR communities to be adaptive, responsive and quick to recover from the adverse effects of natural hazards and climate change. The long-term impacts of the improved road will result in significant positive improvements to traffic flow, safety and the continuity of access from the south-west and north-

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west coast of Upolu island and Savaii island residents to and from the main services at Mulifanua wharf, Faleolo International Airport, Apia Central Business Area, Matautu International Port, Vaitele Industrial Area, National Hospital, Fagalii Domestic Airport and Aleipata Wharf.

The proposed rehabilitation works seek, wherever possible to minimise encroachment onto private land unless it is a necessity to serve and benefit the public as a whole. From past experience and in some current cases, development has encroached on drainage channels and outfall structures, affecting their capacity to carry typical peak flows or runoff. Similarly, channels have been filled in completely and built over without any alternative provision for drainage constructed. To overcome this problem, it is recommended that drainage easements be negotiated with landowners rather than taking and purchasing of land by the Government. The negotiation of an easement for access for maintenance will ensure that the channel is maintained as an open area to convey stormwater runoff without the risk of being blocked, promotion of education and awareness of landowners and the wider community on importance of maintaining open channels, landowners retain ownership of their land and still use the area for non-permanent activities such as gardens when maintenance is not required and compensation is provided for the loss of the full use of land.

Moreover, the opportunity is made available by this project for other utility providers to undertake works with the similar objective to enhance climate resilience of services. Placing telecommunication and power supply utilities underground will give much greater security of supply during extreme storm events, cyclones and other climate change effects.

Overall, it is considered that the project will provide significant positive impact on the socio-economic environment of the WCR.

4.4.4 Noise Control and Vibration The rehabilitation works will not result in any activities that are not already occurring, during the operation stage. However, noise may be generated during the periodic maintenance of the road and drainage network, and its impact will be dependent on the scale and the location of the works with respect to local residences. The impact of such activity is likely to be insignificant.

4.4.5 Traffic There will be adverse impacts on traffic during maintenance of the road. The impacts will be similar to those experienced during the construction phase. However, as the paved surface of the road will be wider than before with paved road shoulders, there is more room to provide for alternative traffic management. However, with strengthened road pavement and surface, maintenance activities will be less frequent as it is currently along WCR resulting in fewer disruptions to traffic flow.

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In relation to drainage works, once the culverts under the road is installed, maintenance works will mostly take place along the side of the main carriageway or off-road in private properties. The standard procedures for working alongside roads will be adopted and detailed in EMP. The impact on traffic is determined to be minor negative during the operational phase of the project.

4.4.6 Landscape The road already exists in this location and will not result in any impacts that will change the landscape from its current state. There will be positive impacts where road shoulders and edges will be smoothed out with seal and formal drainage network established resulting to no more ponding or standing water by the side of the road. Areas where sediment/silt and rubbish debris currently collects will be cleaned up. Overall, the landscape of the project area will be enhanced resulting in a positive impact.

4.4.7 Visual Amenity The works will involve excavation, open trenching and trenches that will be backfilled and reinstated upon completion. Furthermore, the proposed outfalls to be constructed within private properties will be designed to blend in with existing environment minimising the visual impact on the surrounding area. Therefore, the visual impact of the improved road in its operational stage will be positive to the project area and its surrounding natural and built environment.

4.4.8 Cultural and Heritage Impacts At its fully operational stage, the project will have avoided any adverse impacts on cultural and heritage sites affected by the works. Therefore, the impact on cultural assets is considered insignificant.

4.4.9 Soil, Geology and Coastal Hazards As the project is restricted to the road reserve and sites already used for drainage purposes, it will not change the existing land use of the project area and surrounding lands. The impact of the improved road and drainage operation will therefore be insignificant to the soils, geology and coastal hazards of the area.

Furthermore, the drainage improvement works of the project implements recommendations of the CIM Plans to solve drainage and flooding issues experienced at all affected villages.

4.4.10 Terrestrial Ecosystems Terrestrial ecosystems will not be affected by the operation of the improved road and drainage infrastructure and impacts are therefore considered insignificant.

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4.4.11 Freshwater Ecosystems Most of the watercourses that will be affected particularly during the drainage improvement works are modified man-made swales or channels. Presently, the drainage system functions ineffectively especially during the rainy season. This is due to the blocked undersized pipes and culverts that cannot carry the peak volume of water during extreme wet periods. At most sites, this blockage effect causes a natural dam to form at one end of the drainage network resulting in ponding and siltation upstream and increased scour and erosion downstream. The temporary ponding within upstream properties are breeding grounds for mosquitoes as reported and is causing a health problem to some residents along the WCR. The operation of the improved drainage network system will avoid and mitigate these adverse effects on residents as well as improving water management and generating a minor positive impact on freshwater habitats.

4.4.12 Coastal Ecosystems The impact on the coastal ecosystem once the project is in its operation phase is minor positive. The improved drainage network and regular maintenance will ensure that runoff from the road undergoes some form of filtration and/or treatment before it discharges into the sea and the natural dispersion and dilution of the ocean takes over.

4.4.13 Rehabilitation and Maintenance of Practices Routine maintenance refers to activities such as grading, grass cutting, drain clearing, pothole patching, line-marking and shoulder repairs, which are performed at regular intervals. Periodic maintenance activities are typically scheduled over periods of several years and include resurfacing and repairs. Other maintenance activities considered to be periodic include seasonal maintenance, such as flood repairs, emergency upkeep of safety features and road signs. The LTA will ensure that there is sufficient funding available to carry out routine and periodic maintenance of the road.

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5 ANALYSIS OF ALTERNATIVES 5.1 Do Nothing This option accepts the present situation. If this option was followed, there would be no discernable improvements to the existing road, with a deteriorating road surface subject to continuous pothole patching after heavy rain events, unpaved road shoulders that are unsafe for pedestrians and a poor performing drainage system along the length of the West Coast Road. Although short term capital improvement costs would reduce, there would be increased maintenance costs to maintain the road surface and existing drainage as insufficient capacity in the system would continue to result in blockages that may require additional maintenance work in the future to rectify the problem.

5.2 Relocate West Coast Road Inland In 2003, BECA Consultants conducted a feasibility study for alternative routes to the West Coast Road.12 One of the options involves relocation of the main West Coast Road from its present coastal location to an alignment inland of the coastal hazard zones, but within approximately 1.0 – 2.5 km of the current road alignment. Massive land acquisition will be required to be undertaken by the Government. Environmental impacts of this inland route are likely to be greater than those associated with maintaining or upgrading the existing West Coast road. In particular the road will encroach on large areas of crops and indigenous vegetation and cross a number of streams. The extent of mangrove or wetland encroachment will be limited by the selection of an alignment that avoids the coastal flooding hazard zone (typically where mangroves and other wetlands are located). The study noted from research that there are no known significant habitats along the alignment route.

Social impacts resulting from the relocation of primary access from the coast to inland areas can be anticipated, in particular transport efficiency and safety. There are currently village settlements near the coast and inland with many villagers holding land and houses in both the coastal and inland areas. Therefore, the impacts on social patterns of settlement and land use will not be significantly affected. It is not known if there are any sites of cultural significance located within the vicinity of the route.

The primary social benefits of this option result from an ability to secure access between the Mulifanua Wharf, Faleolo airport and Apia during and following extreme storm events. Other benefits include relocation of traffic to the new inland route and this should increase the level of safety to the large number of pedestrians currently using the West Coast Road.

12 Beca International Consultants Ltd (2003): Samoa West Coast Road – Feasibility of Alternative Routes. September 2003.

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However, because of the large area of land that is required to be taken for the construction of the new road, the amount of compensation that is expected to be paid out is significantly high and outweighs the benefits of the project. It is therefore not a preferred option but still remains feasible once funding and resources is available for its implementation in the future.

5.3 Rehabilitation/Upgrade Works Only This option looks only at improvement works to the road surface, road shoulders and existing drainage system without the proposed drainage easements. There is the potential for more landowners to encroach or fill in the drainage channels to increase the buildable areas of their plots. This would result in an unacceptable risk to the wider drainage management system that would result in increased flooding and greater damage to public and private property. There would also be increased health and economic risks as a result.

5.4 Rehabilitation/Upgrade Works and Drainage Easements This is the preferred option which looks at improvement works to the road pavement, road shoulders and existing drainage system as well as creation of drainage easements. This will ensure access could be provided to the channels and drains following the improvement work proposed, areas of private land can be leased by Government on a long term basis to allow access to the drainage system for ongoing maintenance in the future, whilst private landowners retain ownership and some use of their land. Alternatively, Government can purchase the land and paying compensation with a one-off payment. This will allow Government, LTA, the right of access and use of land for maintenance of and use for drainage network. However, current landowners will lose the use of some portion of the land and not be permitted to utilise that space in the future. LTA in collaboration with MNRE, MWTI and MoF must establish the most appropriate procedure for acquiring drainage easements as is set out in the relevant legislations and as recommended in the LARF.

Establishing new easements where required at some sites, will provide an enhanced ability for the drainage infrastructure, such as outfall drains or pipes to be maintained and accessed by the maintenance contractor during the operation phase of the project. This will result in an integrated and functioning drainage network reducing surface water flooding on the road and surrounding areas, improving the quality of water draining to the coast by regular maintenance of silt build-up and rubbish debris in the drains and reducing the incidence of standing water as a breeding ground for mosquitoes.

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6 ENVIRONMENTAL MANAGEMENT PLAN 6.1 Overview

The proposed road traverses a generally flat terrain, and no specific risks are foreseen with the upgrading of the road section aside from possible land acquisition for drainage easements, disruption of traffic, and disturbance to the adjoining areas. Possible impacts have been identified in section 4 and will be mitigated during the design/pre-construction, construction and operation phases, as summarized in the Environment Management Plan (EMP) matrix attached at Appendix C.

In accordance with Samoan Government’s Planning and Urban Management Act 2004 and the Planning and Urban Management (Environment Impact Assessment) Regulations 2007, the Project is required to prepare an Environmental Impact Assessment report including a Baseline Compliance Monitoring Schedule, which is equivalent to the World Bank’s Environment Assessment and Environment Management Plan (EMP). According to the PUM Act 2004, LTA must comply with environmental requirements detailed in the EMP and secure a Development Consent (DC) from the MNRE-PUMA.

The EA of the proposed Upolu West Coast Road upgrade and rehabilitation project concludes that the construction impacts will be minor, reversible and manageable if the mitigation measures as given in the EMP are properly implemented. The EMP is based on the type, extent and duration of the identified environmental impacts. The EMP must be prepared in both English and Samoan translation (to be done by LTA) and drafted to be in accordance with the COEPs and best practices detailed in the World Bank’s Safeguard Policies. The effective implementation of the EMP will be audited as part of the Grant conditions. In this regard, the LTA (the Implementing Agency) will guide the design and supervision engineers and contractors on the implementation of the EMP.

Prior to implementation of the project, and upon completion of the detailed design, the EMP will be reviewed by the LTA to ensure that it complies with the proposed design and any additional changes made at the design stage (e.g. location, scale, source of materials, safety, etc.) and which have impacts on the environment are reflected in the EMP. The EMP is the tool that will be used by LTA and MNRE in conjunction with the approved development consent (DC) conditions to monitor and ensure environmental compliance during the construction phase.

All copies of the EMP must be numbered and a register kept of all those parties holding copies. Should the EMP need updating, the new information will be supplied to all registered copy holders and acknowledgement slip sent to ensure that copies are current.

The following subsections discuss the EMP specific to this project to enhance the climate resilience of West Coast Road and adapting and compiling relevant

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sections from the EMP prepared by BECA for the WCR Drainage Improvement project13 and EMP for the WCR Rehabilitation works.14

6.2 Bid and Contract Documents

The findings and proposed mitigation measures have been compiled into EMP and it summarizes all the anticipated environmental impacts and its associated mitigation measures during the design, construction and operational phases. It makes reference to the relevant law and contract documents, approximate location, timeframe, mitigation costs, and the responsibility for its implementation and supervision.

The recommendations and proposed mitigation measures will be attached to the Project Bidding Documents and subsequently the Contractor’s contracts. The total costs for environmental mitigation is estimated at US$50,000. This amount is only a rough initial estimate and will be refined and adjusted during the detailed design stage. However, many of the mitigation measures will be incorporated as part of the standard design and construction practices and as such their costs will be included in the construction costs.

6.3 Design/Pre-Construction Phase

Experience shows that inadequate application of the EMP by the contractor may occur due to the weak linkages of the EMP with the contract documents. The EMP is a part of the work program and as such it must be addressed by the contractor and carried out as required.

In the Bid and Contract section, “Special Conditions of Contract”, the Project Supervision Consultant (PSC) of the LTA will, prior to the tender being called, will revise and update the EMP. The EMP will form part of the Bid and Contract document and it will be used by the contractor to cost his compliance with the EMP.

For the bid evaluation and selection of contractor, the contractor will be required to provide a short statement that confirms: • The EMP conditions have been costed into the bid price; • The contractor has experience of working with an EMP; • The contractor has a qualified and experienced person on their team who will be responsible for the environmental compliance requirements of the EMP.

13 Beca International Consultants Ltd (2010): West Coast Road – Environmental Management Plan (Draft). July 2010. pp 2 – 15.

14 Beca International Consultants Ltd (2003): Environmental Management Plan – West Coast Road Rehabilitation. July 2003. pp 2 – 22.

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6.3.1 Protection of Sensitive and Ecologically Important Areas The following are suggested measures to be included in the design should any sensitive or ecologically significant areas are potentially affected: • Identify environmentally sensitive or ecologically fragile area (if any); • Ensure construction personnel are aware of locations and importance of the sensitive areas and avoid disturbing them; • If the proposed construction is located close to these areas, take necessary measures to avoid/minimize disturbance.

6.3.2 Sustainable Environmental Design and Road Maintenance The following mitigative measures can be considered to minimise and avoid soil erosion from proposed excavation works: • Sufficient road camber(5-8% cross fall) to drain the rainwater flows away from the road; • Installation of suitable drainage structures, longitudinal and cross- drainage (side-drains, culverts and sufficient turnout) areas along the entire road; • Proper handling and discharge of cross water flows from bridges and culverts.

6.3.3 Climate Change and Natural Hazards The following measures are recommended to be considered in the design to increase the resilience of WCR to impacts of climate change and natural hazards. • Any new or replacement structures will be constructed to a design standard that improves the climate resilience of the WCR road infrastructure network. • To ensure that the existing drains and culverts are large enough, and in the right place, to clear flood waters quickly.

6.3.4 Road Safety Road accidents have a substantial impact on the community and this can be reduced through proper attention and incorporation of safety in the design. The LTA will ensure that all safety aspects of the road are integrated into the project design and implemented during the construction phase. During project preparation a road safety audit was done to identify the engineering issues to be addressed on the project. This information will be used by the design engineers to ensure the design is as safe as practicable including community requirements presented during public and stakeholder consultations. The design will incorporate: • Proper signs and road marking along the entire WCR; • Use of cat’s eye retroreflective safety device for road marking; • New paved road shoulders, pull-off bays, police traffic check points and bus stops in selected areas of the roads; e.g. through villages, and near markets, schools and other community facilities; • Design bus stops to be practical, functional and safe with sufficient turn out area; • Police traffic check points with sufficient turn out area;

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• Ensure that speed humps and pedestrian crossings, speed limit signage and other safety signage are included in the design; • Speed humps near schools, hospitals and markets and designed according to technical specifications; • Enforcement of road speed limits and legal axle loading of heavy vehicles through use of weighbridges; • Enforcement of mandatory use of bus stops and pull-off bays i.e. issue fines to bus owners and vehicle owners when they stop on the road; • Safety instructions for the construction activities in the contract documents; • Ensure occupational health and safety requirements are in place on construction sites in work camps; • Include the installation of lights and cautionary signs in hazardous areas. • Ensure sufficient visibility along the road section according to standard specifications.

6.3.5 Affected Lands and Properties No displacement of people will be required for the proposed Project. The proposed rehabilitation works will be carried out along the existing road alignment and within the right of way. The only potential impact is from permanent easement for drainage. Measures to minimise the social impact of any necessary land acquisition and compensation of loss of crops include: • Ensure works will be restricted to the existing 20m road reserve; • Ensure project impacts and proposed mitigation measures have been discussed in advance with the affected communities; • Consult with specific landowners affected by drainage easements, conduct route survey and identify all land needed for drainage easements including trees, plants, structures or other items that will be affected; • Agree on drainage alignment and obtain consent from landowners before finalizing designs; • Prepare a Land Acquisition and Resettlement Action Plan (LARAP) for acquiring land for drainage easements. Consult with the Land Management Division of the MNRE to establish process for taking of land for drainage easements and compensation; • Deposit survey plan with MNRE for proclamation, registration of drainage easements; • Pay compensation to all affected landowners.

6.3.6 Utility Services To avoid disruption to services such as electricity, telecommunication and water supply to communities along the project route, the design must consider: • Identify all power, water supply and telecommunication systems which will likely be interrupted by the works. • Discussions with all utility providers about the impacts of the project and options available; • Establishment of a Utilities Coordinating Committee; • Relocation of services that will be adversely affected by the road works;

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• Official designation of space within the road reserve for drainage, water pipes, electricity and telecommunication lines, minimum ground cover and marking of road boundary to identify underground services; • Utility road crossing trench placed at every 100 metres or at any appropriate distance determined by the design consultant. • Prepare a draft utilities and telecommunications reprovisioning plan (to be updated with contractor) to minimize interruption to power, water supply and telecommunications.

6.3.7 Cultural Heritage Site The following precautions must be considered to avoid disturbance of tombs and village pools located close to the road reserve or as yet undiscovered archaeologically valuable artefacts. • Project shall not disturb any cultural heritage site designated by the government or by the international agencies, such as UNESCO, and shall avoid any monuments of cultural or historical importance; • Realign the existing road reserve to ensure that cultural heritage sites are not affected by the project; • Install protective measures at the boundary with proposed works.

6.3.8 Social or Community Concerns To maximize the community’s benefits during the construction stage and in order to secure their support of the project, the following measures are recommended to be considered in the planning and design phase. • As part of the continuing community consultation and public disclosure, advise the local community of project plans in advance of construction, and involve them in planning, as necessary; • Avoid or minimize disturbances near living areas when possible; • Control run-off and manage sediments near houses, buildings, garden and plantation areas; • Give priority for the hiring of people from the host communities and provide training to those without skills on road construction. Screening and hiring of local workers from the host villages shall be done through the Sui o le Nuu or village mayor; • Include women and other community groups in project activities, particularly environmental monitoring. Conduct orientation and training on the EMP so the local community can become effective partners in EMP implementation and monitoring; • Damage caused by Contractor on private properties, community facilities shall be immediately repaired and compensated by the Contractor if needed; • To avoid stresses on resources and infrastructure of nearby communities and prevent antagonism between residents and workers, the contractor will provide temporary worksite facilities such as health care and eating space; • Establish a Grievance Redress Mechanism (GRM) that allows local people to raise grievances arising from the construction process; and • Land acquisition for drainage easements and compensation will be discussed with the affected communities, including identification of the

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land to be acquired, trees and plant or other affected by the road reconstruction and rehabilitation, and compensation requirements. LTA will discuss measures with affected property owners and work with MNRE-LMD to implement land acquisition process for drainage easements and provide compensation as described in the LARF.

6.4 Construction Phase

Subsequent to the awarding of the contract and before the commencing construction works, the contractor will prepare a Contractor’s Environmental Plan (CEP) that addresses the construction section in the EMP and conditions of development consent, that has been attached to the Bid and Contract documents. The CEP will amplify the contractor’s ability to implement the EMP and must be submitted to the LTA PCM for approval.

During the construction phase, the contractor will work according to the requirements of the CEP. Supervision and monitoring of the CEP activities will be undertaken as follows: • The contractor has the initial responsibility for preparing and implementing the CEP as per the works contract; • The Project Supervising Engineer (PSE) will direct the contractor with regard to compliance with the CEP; • The LTA will carry out independent monitoring of the work and can issue Defect Notices to the PSE who will transmit these to the contractor; • The contractor will have his own representative on site, the Site Engineer (SE), who will be responsible for implementing the contract and complying with the CEP.

Following the selection of the contractor and the approval of the CEP, the contractor together with the SE will meet the Project Supervising Consultant on- site. If the plan is appropriate and implementable, the PSC will advise the PSE that the contractor can now commence works.

6.4.1 Air Quality and Dust Control (COEP 2) Dust Control • The Contractor shall undertake dust control measures following prolonged dry periods, where earth has been exposed, by spraying water onto the dry earth area. Water used for dust control shall be collected either from rain storage tanks or local watercourses. The Contractor shall have a watering truck available for use at all times. All care shall be taken to ensure excess water does not find its way to waterways. • Any stockpiles shall be grassed where practicable. • All surfaces shall be constructed to their final design requirements as quickly as practicable. • Covers shall be used where practicable on small areas that may generate dust. • Materials, such as gravel, that do not produce dust, will be used as a cover where practicable.

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• Hydrocarbons shall not be used as a method of dust control. Vehicle Emissions / Smoke or Noxious Air Pollutants • All vehicles and machinery shall be operated in a safe manner including the use of effective exhaust systems. • Waste materials are to be removed from the site and not burnt.

6.4.2 Water Quality and Hydrology (COEP 11 and COEP 13) Works within a Watercourse • Disturbance of watercourses shall be minimized. Excavation or disturbance of the bed of any waterway shall not occur unless required as part of construction. • Exposed surfaces in close proximity to watercourses (within 20 metres) shall be minimized and re-vegetated or sealed as soon as practicable. • Weather conditions should be taken into account in programming earthworks.

Use of Heavy Machinery in or close to Watercourses or the Coastal Margin • All earthworks shall be constructed in accordance with COEP 13 and in such a way as to prevent or minimize accelerated erosion, accelerated sedimentation and disturbance. This applies to all work carried out on land, or in the water, where natural sediment will be disturbed. • Use of construction machinery in watercourses shall occur in accordance with COEP 11 so as to minimize the clearance of vegetation, minimize the release of sediment to the downstream environment and ensure sediment traps are in place prior to works in such areas commencing. • The contractor shall utilize equipment of an appropriate nature and scale relevant for the physical activity required and not utilize heavy machinery where a less intrusive approach is better suited.

Earthworks Programme The contractor shall provide measures that will ensure the protection and conservation of the environment and provide for the construction of work in terms of agreed programmes, methods and procedures that will prevent or mitigate against erosion. The contractor shall employ such temporary measures as are necessary to prevent or mitigate impacts caused by erosion or siltation of any natural watercourse in addition to permanent drainage or erosion control systems that are detailed in the contract documents.

All contract project work shall be undertaken with a conscious approach to the need for preventing or minimising erosion of any exposed earth surface. In addition to permanent drainage or erosion control systems that are required to be constructed, temporary measures to prevent erosion are to be implemented whenever these are clearly necessary to mitigate impacts of the erosion of exposed surfaces.

The contractor shall programme the works to demonstrate that the sequence of operations involving drainage installation, earthworks, drainage facilities,

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erosion protection measures and re-vegetation are implemented to minimise the period over which earth surfaces are exposed to the potential for erosion.

On no account will the contractor be permitted to extend earthworks including vegetation clearing and topsoil stripping 500 metres beyond concurrent pavement construction and re-vegetation works without the approval of the engineer.

Silt Traps and Silt Ponds Throughout the construction of the work, the contractor shall install silt traps in all temporary and permanent drains where work is occurring in or within 30 metres of such drains or other watercourses. Silt traps shall be constructed of appropriate materials as detailed and / or as specified by the Project Engineer.

Silt traps shall be maintained in sufficient operating condition throughout the construction work. Material periodically cleaned from such silt traps and drains shall be transported and disposed of in waste disposal areas established as detailed and specified in accordance with COEPs 11 and 13.

The contractor shall identify the need for, construct and maintain silt traps in accordance with design documents, provided by the Project Supervision Consultant engineer, and where necessary manage the impacts of silt runoff and discharge. A sediment control plan shall be included in the contractor’s CEP. In the event of any unforeseen discharge, the sediment control plan and the EMP shall be reviewed and, where it is considered necessary, amended to better manage the control of silt.

The following forms the key approach to silt control during construction either within or immediately adjacent to watercourses: • A sediment trap will be placed downstream of the site where construction work is due to take place, prior to the work commencing to intercept flow from disturbed surfaces, particularly the bed of the watercourse during silt excavation or rubbish removal; • The contractor shall install silt fences; • The disposal of material that is periodically cleaned from silt traps or ponds shall be specified to ensure that it does not re-enter any natural watercourses or the marine environment; • Throughout the construction period and if necessary the maintenance period, the discharge of silt laden water from construction sites to natural watercourses shall be minimised. In ecologically sensitive areas and along any foreshore, untreated discharge must be prevented; • A cut-off bund or ditch will be constructed to intercept stormwater flow from any disturbed surfaces and the water directed to a silt pond if required; • Where discharge from catch, bench, toe and road side drains is relatively low in volume and discharge over a grassed area is impracticable, silt fences shall be utilised to prevent or minimise the discharge of silt laden water to natural watercourses;

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• For high volumes of discharge, silt retention ponds shall be used to prevent or minimise the discharge of silt laden water; • Silt traps and ponds shall be utilised throughout the construction period and if necessary silt ponds shall be operational throughout the contract maintenance period. At the completion of construction works or the maintenance period as applicable, silt traps shall be cleaned out and removed to allow natural flow of the watercourse and ponds filled to suit surrounding topography and levels. • Where cut-off bunds, ditches or silt traps are required, details of these will be provided to the LTA.

6.4.3 Climate Change and Coastal Hazards The following measures must be considered to mitigate adverse impacts of climate change and coastal hazards upon construction works: • Where earthworks are required within identified hazard zones, suitable erosion and sediment control measures will be implemented. • Provide culverts and drainage ditches to facilitate the overland flow of stormwater and reduce flooding.

6.4.4 Socio-Economic Impacts The objective is to minimise social disturbance and maximise community benefits from the project during construction works. Measures to achieve this objective are: • Advise the local community of project plans in advance of the construction, and seek their views; • Avoid or minimize disturbances near living areas; • Control run-off and manage sediments near garden and community areas; • Arrange employment and training for local people; • Include women and other community groups in project activities.

The projected disturbances in the communities are minor and temporary, and the Contractor will make appropriate arrangements during the construction period. The general practice is that Contractors employ workers from the communities. The village leaders will be consulted when recruiting workers for the Contractors.

6.4.5 Noise Control and Vibration During the road construction works, heavy machinery will be used, and although these activities may be intermittent and localized, they nevertheless contribute tremendous amounts of sustained noise during equipment operation. The permitted noise levels must not exceed the following limits presented in the PUMA Planning Policy: Noise Standards 2006:

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Land use category/ Maximum Noise (dBA) at the Boundary of the Receiving Description of area Property

Day* Evening 1800- Night 0700-1800 hours 2200 hours 2200-0700 hours

Mainly residential area 50-54 44-48 39-43

Note: *On Sundays and public holidays between 0700 and 1800 hours the evening noise limit applies.

A number of mitigating measures to minimize impacts of excessive noise and vibration can be done by the contractor during the conduct of his work as follows: • Controls over the timing of activities and included in the Environmental Management Plan (EMP); • Normal hours for earthworks are between 8.00am to 5.00pm from Monday to Saturday. General construction work hours are between 7.00am to 6.00pm from Monday to Saturday. No work shall occur on public holidays or Sundays except for emergency works as approved by LTA and PUMA. • Operations that cannot be reasonably undertaken or completed in normal working hours can be undertaken outside normal working hours subject to providing notice to the occupiers which are alongside and within 100m of the location of the intended operation and must be approved by LTA and MNRE-PUMA. The notice to undertake such works need to be given not less than 5 working days before the commencement and shall include reference to the location, nature, proposed timing and duration of works. • Use modern and well maintained equipment (with mufflers where appropriate); • Carry out noise construction activities during normal working hours; • Advise schools, hospitals, churches, etc. when there will be unusual or unavoidable noise.

6.4.6 Traffic (COEP 12) Traffic management during construction shall be in accordance with COEP 12 – Traffic Control During Construction. The following provides a summary of the key procedures that shall apply to the contractor, and in addition, the contractor shall prepare a Traffic Management Plan (TMP) in accordance with the requirements of the contract.

Pre-Construction Warning of Works Advance warning of work to road users and adjacent land users through the use of road signage, stating the date that work is due to start and the approximate length of time that work is occurring on or immediately adjacent to the road. Advance warning shall be a minimum of 5 working days before commencement.

Signage and Access Advance warning of work to road users and adjacent land users through the use

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• All traffic signs used for the warning or direction of traffic at road work sites shall comply with the requirements of the LTA and appropriate traffic regulations. Home-made signs shall not be used. • Advance warning signs during construction are to be placed beside the road to warn approaching traffic about events where contract personnel will be near or on the road. As a guide, signs should be placed in advance of the site in a position where they can be seen for at least 60 metres by oncoming traffic in an urban area and at least 90 metres in a 60km/hr zone. • Safe access for vehicles and pedestrians shall be provided by the contractor at all times during construction when work affects access ways. Safe access shall be provided through the use of appropriate signage and traffic cones to clearly direct road users of traffic. • Traffic cones shall be used to warn and slow down traffic approaching the work areas. They should be placed along the centre-line or shoulder of the road as appropriate. Where this is insufficient, the cones can also be placed on the other side of the carriageway in order to narrow the effective carriageway width, and slow oncoming traffic. Cones are essential if the work site requires through traffic to deviate from the normal line of travel. In such cases, the cones should be used to taper traffic to their desired position.

Health, Safety and Efficiency • The contractor shall ensure that a safe work site is provided for the public and site personnel at all times and in all conditions. • All personnel engaged in construction related activities on or adjacent to any road shall wear reflective red jackets while on the construction work site. • Appropriate traffic management shall be implemented to manage traffic flow past the site. • Unless otherwise provided for in the form of temporary deviations and the like, all roads shall have at least one lane open for the passage of traffic at all time. Where one-way traffic lines are required, the contractor shall ensure that the personnel be positioned at each end of any one-lane section of road equipped with stop / go paddles to provide instructions to passing vehicles. Where personnel directing the traffic are not inter-visible, they shall be equipped with radio telephones in good working order. • Should lane closures be required, they shall be organized by the contractor in consultation with and with the approval of the LTA.

Traffic Management Plan The contractor shall prepare a Traffic Management Plan (TMP) for each work site. The TMP shall be approved by the project engineer on behalf of the LTA prior to construction work at such sites commencing.

6.4.7 Landscape It is not possible to prevent the presence of a road from affecting the surrounding landscape. Even maintenance and rehabilitation works can change the appearance of a road, for example through the use of vegetation and shaping of the roadside. It is therefore recommended that the following mitigation measures be implemented to protect the landscape of the project area:

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• The retention and preservation of existing road boundary vegetation; • The replacement of lost trees and scrub habitat through proposed road boundary planting.

6.4.8 Visual Amenity The adoption of the following mitigation measures will minimize impacts on visual amenity of the area during construction works: • Consideration of location and design for temporary construction camp site and stockpiling; • Use of temporary screens (e.g. coloured hoardings) to screen views of work.

6.4.9 Cultural and Heritage Sites There are two tomb sites and village pools that are located close to the road reserve and are potentially affected by road construction works. The following measures are to be implemented to prevent adverse impacts on these cultural sites: • Erect a low retaining wall or protective barrier at the road boundary to ensure no effects on the sites; • Should any potential items be located, the LTA supervision consultant will immediately be contacted and work will be temporarily stopped in that area; • If the supervision consultant determines that the item is of potential significance, an officer from the MNRE will be invited to inspect the site and work will be stopped to allow time for inspection; • Until MNRE has responded to this invitation, work will not recommence in this location until agreement has been reached between MNRE and LTA as to any required mitigation measures, which may include structured excavation.

6.4.10 Freshwater Ecosystems Impacts on freshwater ecosystems shall be minimised by adapting the following mitigation measures: • There should be no disposal of construction wastes, no stockpiling of construction materials, fuel, lubricants near wetlands and construction camp should not be located in coastal hazard zones; • Where possible, whenever culverts are being removed, and where there is evidence of siltation, the bulk of silt will be removed by excavator and placed clear of watercourses, rather than be allowed to flow downstream. • Construction activities near freshwater sources must be carried out during periods of dry weather.

6.4.11 Coastal Ecosystems The following actions will be taken to avoid any adverse impacts on the coast.

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• No fuel, lubricants or hazardous substances will be stored within 10 metres of the mean high tide mark. • No material will be tipped into the sea, or allowed to enter the sea, unless expressly approved by MNRE and LTA. • Should coastal defence works be required, these will be constructed in accordance with COEP 10.

6.4.12 Waste Management To manage waste, it is essential that contamination from solid wastes and sewage is avoided. Suggested measures are: • Contain all stored wastes within construction sites; • Properly dispose of all used fuel and lubricant oils in environmentally sound manner, either by recycling or for other use such as fuel for hot mix plant, etc. • Crush, burn and bury all inorganic solid waste in MNRE approved solid waste disposal area or transfer and dispose at Tafaigata landfill; • Remove all disabled machinery from the project area; • Use above-water table pit latrines or composting toilets or portable toilets at construction sites; • Compost all green or organic wastes or use as animal food.

6.4.13 Safety and Health Refer also to 8.4.6, Traffic (COEP 12), Health, Safety and Efficiency. Occupational health and safety risks of road works can be limited by clearly defining procedures for handling construction materials, conducting tests, paving, operating heavy equipment, etc. Specific equipment and training may be needed to implement measures outlined below: • Ensure all occupational health and safety requirements are in place on construction sites and in work camps; • Understand the use of personal protection equipment (PPE) and processes for obtaining relevant PPE; • Install lights and cautionary signs in hazardous areas; • Establish temporary pedestrian access, crossing and bus stops away from the site with proper signage installed; • Ensure safety and inspection procedures; • Safe handling of toxic materials and other hazardous substances; and • Penalties for violation of rules and regulations

General health and safety awareness for construction workers will include: • Introduction to health and safety issues in construction sites; • Education on basic hygiene practices to minimize spread of tropical diseases; • HIV/AIDS and STD awareness, including information on methods of transmission and protection measures; • Prohibition of drugs and alcohol on construction sites; and • Availability of medical assistance in emergency or non-emergency situations and availability of other health-related assistance.

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6.4.14 Quarry and Borrow Areas The guidelines below should be followed in order to minimise impacts associated with the operation of borrow areas: • Must be in accordance with COEP 8; • All of the required environmental approvals (i.e. Quarry permit from MNRE-LMD) should be secured and extraction and rehabilitation activities consistent with the COEP-8, Quarry Development and Operations and requirements of PUMA and/or consent conditions to be carried out; • Prior to the operation of the borrow areas, the contractor should submit to the LTA Project Component Manager, PUMA Compliance Inspector and Project Supervision Consultant (PSC) the following: o A plan indicating the location of the proposed extraction site as well as rehabilitation measures to be implemented for the borrow areas and access roads upon project completion; o A dust management plan which shall include schedule for spraying water on access road and schedule of the equipment to be used; o A schedule of regular dust suppression on all unpaved access roads during the construction period, particularly in sections where critical receptors, such as settlements, are located; o Location map of stockpiles which should be away from watercourses to avoid obstruction of flow and siltation; o Cover on haul trucks to minimise dust emission and material spillage; o Plan to undertake regular maintenance and repair of access roads to their original condition whenever necessary.

6.4.15 Grievance Redress Mechanism The following Grievance Redress Mechanism (GRM) procedure must be followed to address any social or environmental issues that may arise during the construction period. • Affected Person (AP) to file a formal complaint with the LTA Project Component Manager (Mr. Michael Anderson, direct phone line – 32176, email address – [email protected]) if major i.e. related to land issues or damage caused by contractor machinery or with the Project Supervision Consultant (PSC) if minor issue; • The PSC will record and register complaint and consult with the Contractor and Environmental, Health and Safety Personnel for a solution who will also keep a complaints register; • The PSC is to respond within 24 hours of lodging the complaint; • The PSC must respond with a resolution to the AP within 48 hours; • For substantial complaints the same process applies as above, but the time to respond for discussions and meetings with the complainant to reach a resolution must be within 7 days; • Note that for land issues, the timeframe for discussion and meetings may be more than 7 days; • The LTA Project Component Manager (PCM) will maintain register of complaints and duplicate given to the AP; • If complaint is dismissed, the AP will be informed of their rights to take their complaint to the next level;

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• If AP is not satisfied with LTA decision, they may file a written complaint with the MNRE, PUMA division, at ground floor of the Tuiatua Tupua Tamasese building at Sogi, telephone – 23800, or directly contact the Assistant Chief Executive Officer – Mr. Tagaloa Jude Kohlhase, email address – [email protected], or Principal Sustainable Development Officer – Ms. Ferila Brown, email address – [email protected] or Inspector Officer – Mr. John Sitagata, email address – [email protected]; • The timeframe for response via email to MNRE, PUMA is within 2 working days and via correspondence within 5 working days. However, the timeframe for responding with a resolution varies and dependent on the level of difficulty of the complaint; • If AP is not satisfied with MNRE, PUMA decision, they may take their grievance to the judicial system at their own cost, however, if the Court shows that LTA have been negligent, AP may seek costs.

6.5 Site De-Commissioning Phase

6.5.1 Site Tidy-Up To minimise ongoing impacts after construction is completed, the contractor will be responsible for the proper decommissioning of the temporary construction sites. Suggested measures to achieve this objective are: • Rake or loosen all compacted ground surfaces; • Implement re-vegetation/rehabilitation of the sites including construction camp and involving where possible, local women’s/community groups.

6.6 Operation Phase

6.6.1 Traffic and Public Safety During operation, the following road safety features are recommended: • Proper signs and road marking along the entire WCR; • Use of cat’s eye retroreflective safety device for road marking; • Measures to slow the traffic e.g. installation of speed humps at selected locations i.e. near schools, hospitals, public spaces etc.; • Bus stop turn out bays that allow the passengers to get in and out of the bus safely; • Enforcement of road speed limits and legal axle loading of heavy vehicles through use of weighbridges; • Enforcement of mandatory use of bus stops and pull-off bays i.e. issue fines to bus owners and vehicle owners when they stop on the road. • Dust suppression sealing; • Improvements in road signage and pavement markings; • Trim and remove trees or tree branches causing a hazard to traffic and pedestrians safety; and • Attention to road accident black spots.

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6.6.2 Road Maintenance During operation of the road, the following features are recommended: • Routine maintenance (grading, grass cutting, drain clearing, pothole patching and shoulder repairs) to be undertaken on a regular basis; • Seasonal maintenance such as flood repairs, emergency maintenance to reinstate roads after major failures, and the regular upkeep of safety features and road signs will be undertaken as necessary; • Major maintenance that include resurfacing and repairs are typically scheduled over periods of several years.

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7 ENVIRONMENTAL MONITORING PLAN

A Monitoring Plan for the proposed project (Appendix D) has been prepared. The main components of the monitoring plans include: • Environmental issue to be monitored and the means of verification; • Specific areas, locations and parameters to be monitored; • Applicable standards and criteria; • Duration and frequency and estimated monitoring costs; and • Institutional responsibilities for monitoring and supervision.

The cost of implementing the monitoring plan during the construction phase is US$12,000.

A field monitoring checklist has been prepared based on the EMP and monitoring plan (Appendix E). The field monitoring checklist will be used by the supervising field engineers. The signed checklists will be provided to the LTA who will be responsible for the appropriate follow-up and compliance reporting.

The LTA PCM will maintain a Complaints Database, which will contain all the information on complaints received from the communities or other stakeholders. This would preferably include: the type of complaint, location, time, actions to address these complaints, and final outcome.

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8 GRIEVANCE REDRESS MECHANISM

The LTA PCM office will receive and document issues and concerns that the local populace and stakeholders will have relative to the project and its implementation. Resolution of these issues and concerns will be undertaken expeditiously so as to minimize any impacts that may affect the project implementation.

The following process will be followed to address the issues and concerns that the stakeholders and affected people may have on the proposed development: • The first step towards resolution of issues and concerns relevant to the project is the filing of a formal notice/complaint by the Affected Person/People (AP) with LTA Project Component Manager (Mr. Michael Anderson, direct phone line – 32176, email address – [email protected]) if major i.e. related to land compensation or personal injury. For minor complaints such as excessive dust, noise, safety violation, the person assigned to supervise environment and social aspects by the Project Supervising Consultant (PSC) will respond within 24 hours of lodging the complaint and a resolution will be conveyed to the AP within 48 hours. For more substantial complaints about land occupation, damage by contractor’s equipment, drainage issues, etc. the Supervision Consultant will respond within 24 hours and set up further discussion/meetings with the complainant to reach a satisfactory resolution acceptable to all parties within seven days. For land issues, the timeframe may be longer. • The LTA PCM will maintain a register where all complaints are logged by: data, name and contact address and details of the complaint. A duplicate copy of the register entry will be given to the AP for their record. The AP may, if so desired, discuss the complaint directly with LTA or its representative at a mutually convenient time and location. If the complaint of the AP is dismissed the AP will be informed of his/her rights in taking the complaint to the next step. However, every effort will be made to resolve the issue to the mutual satisfaction of both the parties. • Should the AP be not satisfied with the decision of the LTA, the AP may file a written complaint with the MNRE, PUMA division, at ground floor of the Tuiatua Tupua Tamasese building at Sogi, telephone – 23800, or directly contact the Acting Chief Executive Officer – Mr. Tagaloa Jude Kohlhase, email address – [email protected], or Principal Sustainable Development Officer – Ms. Ferila Brown, email address – [email protected] or Inspector Officer – Mr. John Sitagata, email address – [email protected]; • The timeframe for response via email to MNRE, PUMA is within 2 working days and via correspondence within 5 working days. However, the timeframe for responding with a resolution varies and dependent on the level of difficulty of the complaint; • The time horizon for the investigation and resolution of the complaint will vary and is dependent on the PUMA CI. • Should the AP still not be satisfied with the decision of the PUMA-MNRE, the AP may then take the grievance to the judicial system. This will be at

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the AP’s cost but if the court shows that LTA have been negligent in making their determination the AP may seek costs.

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9 INSTITUTIONAL ARRANGEMENTS FOR ENVIRONMENTAL MANAGEMENT PLAN IMPLEMENTATION, MONITORING, REPORTING, TRAINING AND CAPACITY BUILDING

9.1 Institutional Arrangements and Reporting To ensure that the proposed mitigation measures will be implemented by the contractor/s during the construction stage, the design engineering consultant will undertake the following: • Clearly define in the tender and contract documents the contractor’s obligation to undertake and implement environmental mitigation measures as specified in the Environmental Management Plan outlined in Appendix C. The same shall be appended in Contract Specifications. • The cost for the recommended environmental mitigation measures will, where possible, be itemized as cost items in the Bill of Quantities (BOQ). Such allocation of a cost item to specific environmental mitigation measure will be crucial to assure their actual implementation. During procurement or bidding, the bidders will be specifically instructed to include these cost items as line items in the BOQ to form part of their financial bids; and • Explicitly require the contractor to recruit an environmental, health and safety personnel who will be specifically responsible in handling environmental issues of the project.

The contractor will be responsible for the implementation of environmental mitigation measures during construction and shall employ an environment, health and safety (EHS) personnel who will supervise implementation of the contractor’s environmental responsibilities as stipulated in the contract and liaise with the PUMA and LTA on such matters. Likewise, the EHS personnel will also be responsible for health and safety aspects of work sites and shall submit monthly reports to LTA and PUMA on the status of implementation of mitigation measures, including complaints received and actions taken as well as other environmental issues relating to the project. The contractor, in coordination with the project supervision consultant (PSC), shall set up a grievance redress committee that will deal with any complaints during project implementation.

Also, during project implementation, the PUMA CI with the assistance of the PSC shall monitor the compliance of the contractor in accordance with the EMP provisions. The PUMA shall submit copies of monthly compliance report to LTA describing the status of implementation of environmental mitigation measures by the contractors. Included in the report are additional mitigation measures that may need to be implemented, incidents of non-compliance with development consent conditions, complaints received from local residents, NGOs, etc. and ways and means by which, they were addressed or settled.

It is advisable that the PSC shall employ an environment specialist (with civil engineering/environmental management background) to assist the PUMA CI in monitoring the progress of the construction on its environmental aspect. The PSC, through its environment specialist, shall provide hands-on training to the PUMA

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throughout various stages of the construction. The PSC shall also assist the PUMA is preparing monitoring reports regarding the performance of the contractors in terms of compliance with the relevant national environmental regulations, quality standards and the implementation of environmental specifications in accordance with the contract provisions. Terms of reference for the environmental specialist shall be drawn-up by the design engineering consultants for the road project.

During project implementation, the LTA, through the PCM, will report to the WB every 3 months on the progress of the project based on the monitoring reports submitted by the PUMA/PSC and the contractor.

Upon project completion and subsequent acceptance by the LTA, the same will be responsible for the operation and maintenance of the project road. Routine and random environmental monitoring will be undertaken by PUMA to assess compliance with the required mitigation measures and applicable environmental laws and regulations.

Table 7 summarizes the various institutional responsibilities for the implementation of the EMP at various stages of the project road rehabilitation.

9.2 Cost Estimate The estimated cost for implementing the mitigation measures and monitoring plan necessary in the Upolu WCR rehabilitation project is provided in the Table 8 below. The costs during construction shall be part of the contractor’s civil works package. While the costs associated in assisting the PUMA Inspector Officer in the implementation of the EMP and conducting relevant environmental training shall be included in the construction supervision cost.

9.3 Implementation Schedule The environmental measures are determined during the detailed design phase when the environmental assessment is undertaken. These measures will then form part of work items for the project. In addition, the other environmental activities related to road rehabilitation are presented in the succeeding Table 9 below.

9.4 Institutional Strengthening The current institutional arrangement that provides for environmental management, sustainable development and infrastructure works is not effectively integrated. The MNRE typically has staff and systems in place to manage land and environmental issues in Samoa. However, there is a significant shortage in professional staff in MNRE, with hands-on, practical experience, training and knowledge in environmental management specifically in infrastructure and road projects.

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Table 7: Responsibilities for Implementing the Environmental Management Plan Project Stage Responsible Organization Responsibilities Detailed Design LTA with the design engineering Incorporate mitigation measures consultant into engineering design and technical specifications LTA and PUMA-MNRE Review and approve environmental mitigation and management measures LTA Allocate appropriate budget to undertake environmental monitoring and capacity building for LTA staff and contractors Construction Contractor (through its EHS Implement required representative) with assistance of environmental measures and PSC submit monthly reports to LTA PCM and PUMA regarding status of such implementation Set up a grievance redress committee in coordination with the PSC LTA PCM with assistance of Supervise contractor’s PUMA CI implementation of environmental measures on a daily basis. Enforce contractual requirements PUMA CI and PSC Audit construction phase through environmental inspections and collect monitoring data. Submit monthly reports to LTA and MNRE. PSC Assist the contractor in the formulation of a grievance redress committee. Provide awareness/training to workers and technology transfer to the contractor. PUMA CI and PSC Ensure compliance with Government legal requirements during construction. Review complicated issues arising from the Project. LTA Submit monthly progress reports to WB MNRE and MOH Undertake periodic monitoring of the project Operation PUMA Compliance Inspector/LTA Undertake routine environmental Maintenance Engineer monitoring and prepare corresponding reports.

The current institutional structure of the LTA does not provide for an environmental engineer to oversee environmental aspects of all land transport developments and activities to be in accordance with the Samoa COEPs and local environmental regulations and policies. Moreover, the role of MWTI to monitor

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and regulate the activities of the LTA to ensure compliance with statutory obligations is pending formalization by Cabinet. MWTI presently does not have any policies developed to regulate land transport activities.

Table 8: Summary of Estimated Costs for EMP Implementation Item Estimated Total Costs Covered By Cost (US$) International Environmental Specialist (one 300,000 Project Design and person for 12 person- months Supervision Consultancy $25,000/month) National EHS personnel(one person for 12 18,000 Contractor months @ $1,500/month) Environmental Management capacity 20,000 Project Design and building program/training to be undertaken Supervision Consultancy by the PSC Environmental impact monitoring (allow 12,000 Project Design and $3,000/quarter) Supervision Consultancy Mitigation measures (included in project To be determined Contractor costs) during detailed design as part of project design costs Development Consent and Environmental 1,000 LTA Permits

The tools and guidelines developed to provide environmental assessment and monitoring procedures for road works and associated activities such as the Samoa Codes of Environmental Practice (COEPs) is seriously underutilised, overlooked and requires review for it to be relevant to the Samoan context. Furthermore, proper training of all stakeholders from the public and private sector is needed. The COEPs were developed with the assistance of consultants and was adopted by Samoa under the WB’s SIAM-2 project. PUMA has undertaken trainings for staff and local contractors but it has not been effective due to low attendance and turnover of agency staff. Also, some of the codes need to be reviewed and made applicable and relevant to the local Samoan environmental, social, political and economic context. There are new codes that need to be developed such as sand mining and reclamation to provide for prevailing activities that are causing significant impacts on the environment. Furthermore, a user’s guide needs to be prepared for the COEPs both in English and Samoan language to ensure that it can be easily applied and comprehended by all levels of the Samoan community leading to the enhancement and promotion of environmental management awareness and education.

Moreover, as identified above, with reference to the capacity of the MNRE, LTA and MWTI staff in environmental management of road projects, often the problem is the incorporation of the requirements for environmental mitigation and monitoring in the contract documents even though the EMP was adequately prepared. Because of this, it becomes difficult to enforce the needed environmental mitigating measures in projects, particularly due to lack of reference of these items in the project contract. It is important that this item be

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adequately emphasized on the role of the MNRE-PUMA Compliance Inspector, LTA PCM and MWTI Roads Manager for compliance by the contractor.

Table 9: Implementation Schedule Project Phase Issue Schedule Detailed Design Inclusion of engineering measures to improve slope stability in erosion/flood prone areas along the project corridor Prior to commencement of PUMA inspector (with assistance from PSC) to Once construction activities review and approve contractor’s method statements Upon mobilization of PSC Training for LTA, PUMA-MNRE, LMD-MNRE, MWTI Once (hands-on training will also be provided by the PSC during monitoring of the performance of contractors) During Construction Monitoring Refer to Appendix D During Construction Reporting: • Contractor to PSC/PUMA inspector Monthly • PSC/PUMA inspector to LTA/PUM Board Monthly • LTA (through PCM) to WB Quarterly During Operation Monitoring Refer to Appendix D

As part of the TOR of the EA/EMP and Capacity Building Contract, a comprehensive training program must be formulated and implemented in line with institutional building and capacity building of staff from various agencies dealing with environmental regulations and control, especially the PUMA CI and Land Management Officer, MNRE. The topics that should be covered in the training must cover environmental management and related issues relevant to the road construction sector in Samoa and those covered in the COEPs such as: COEP 2 – Road Planning, Design and Construction; COEP 3 – Consultation; COEP 5 – Construction Camps; COEP 6 – Road Construction Erosion Control; COEP 7 – Slope Stability; COEP 8 – Quarry Development and Operations; COEP 9 – Gravel Extraction; COEP 11 – Drainage; COEP 12 – Traffic Control During Construction; and COEP 13 – Earthworks.

On this note, the assistance of an environmental specialist (either international or local) will be useful. The matter of capability and capacity building on the part of the PUMA CI, Land Management Officer, LTA Engineers (Contract, Construction, Maintenance and Quality Control) should form part of the proposed Terms of Reference of the environment specialist who will conduct the training and orientation for contractors. The following are the basic scope of the environment specialist among others:

• Review prevailing government regulations in Samoa and WB guidelines governing the assessment and management of environmental impacts of road projects; • Identify the procedural tasks required to be performed by PUMA CI, Land Management Officer, LTA Engineers to meet the requirements of these regulations and guidelines;

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• Assess the capacity of the MNRE and LTA and determine the training needs to respond to the requirements in conducting environmental monitoring and implementation of mitigation measures of road projects; • Prepare a short-term staff training prospectus and associated materials to meet immediate needs; • Undertake training workshops that will include the following topics: o Establishment of baseline data at the start of the project for reckoning project environmental impacts; o Preparation of EMPs and incorporation of mitigating measures in contract documents and specifications for Consulting Services and Works contracts; o Procedures for monitoring the implementation of mitigating measures including target parameters, frequency, responsibilities and means of monitoring; o Health and safety procedures in project implementation.

A typical MNRE/LTA/MWTI staff training will consist of lecture-type presentation of the general procedure and requirements for effective environmental monitoring. This will be followed by a more detailed on-the-job and hands-on training at the construction site where the trainees will participate in the activities of the environment specialist/construction supervision staff in reviewing the contractor’s reports, periodic monitoring inspections, and deliberation of environmental issues involving the contractor and the project stakeholders, and finally the accomplishment of environmental reports. The field trainings should coincide with peak work activity at the site to provide a first hand observation of the following environmental issues: • Erosion and slope stability issues; • Discharges to water bodies; • Disturbance on biodiversity; • Dust suppression; • Exhaust emissions; • Noise abatement measures; • Protection against oil spillage; • Waste management; • Quarry, borrow pits and asphalt plant operations; • Site health and safety, sanitary facilities, etc.; • Public safety, traffic management, child safety, etc.; • Documentation in dealing with public complaints and conflict resolution.

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Appendix A Consultation Process Report

APPENDIX A: CONSULTATION PROCESS REPORT

ENHANCING THE CLIMATE RESILIENCE OF WEST COAST ROAD UPOLU – CONSULTATION AND PARTICIPATION

1. Overview

The objectives of the stakeholder consultation process was to disseminate information on the project and its expected impact, long‐term as well as short‐term, among primary and secondary stakeholders, and to gather information on relevant issues so that the feedback received could be used to address these issues in the early stages of project design. Another important objective was to determine the extent of the concerns among the community, to address these in the project implementation, and to suggest appropriate mitigation measures.

1.2 Identification of Stakeholders The stakeholders consulted for the project included mayors (Sui o le Nuu) and residents of the villages directly adjacent to the project area, local authorities, utility and telecommunication services, and other groups with an interest in services in the project corridor where the WCR upgrade will be implemented. Government Ministries were also consulted. Individuals representing the 31 affected villages all along the alignment were informed about the project and invited to comment on their environmental concerns. These stakeholders were considered to be representative of the community living in the area, the road users, the business people associated with the road, and the locally elected representatives. Consultations took place between January and February 2012. The dates and locations of consultations are presented in Annex 1.

1.3 Consultation with Stakeholders The minutes of the public consultations are recorded in Annex 1. Many local affected people were pleased to respond. The main environmental and other concerns can be summarized as follows.

Interest in the survey About 45% of the respondent general public along the project corridor indicated they had some comments to make on the project. About 40% said the project would affect their working and home lives.

Support for project Almost all respondents were in favor of the project and said that they could think of nothing that would cause them not to support the project. The respondents who did not support the project said they would support if it will be implemented quickly. Some of the respondents also saw rapid implementation of the project as a means to reduce/control environmental impacts. The major cause for loss of support would be if there was no provision of compensation for any lands, structures, buildings and trees and crops affected. Only a few had doubts about the sustainability of the project.

Overall environmental impact When questioned on the overall environmental impact of the project, about 40% of respondents had ideas to share. More than 40% of respondents identified potential benefits in terms of easier transportation mode, travel time reduction, better life standard, and quality of environment. More than 60% did not know enough to express an opinion or did not have any opinion to express. About 20% identified some disadvantages in terms of temporary increased marine and freshwater pollution and increases in accidents, and expressed that although impacts were moderate, the implementing agency should be more environmentally aware.

Controlling environmental impacts When questioned on ideas for how to control the overall environmental impact of the project, about 40% of respondents had some ideas to share. About 60% did not know enough to express an opinion or did not have an opinion to express. Some of the respondents wanted the implementing agency to be more aware of the environmental impacts, and some agree that the project should be environmentally friendly. Most of the respondents said the project should be completed as soon as possible and requested the Government to ensure that the project is implemented at the earliest. Only a few said that environmental control needed proper planning.

Prompt completion of the works and minimization of land acquisition were requested by many local stakeholders. Increased traffic noise, controlling project workers, and sanitation during construction were also concerns. Many affected people were more concerned about social issues, such as receiving full and prompt compensation for land acquisition, than environmental issues. No significant operational phase impacts were identified, and the communities along the project corridor generally indicated they would fully support the project.

Summary of Main Environmental Concerns from Public Consultation CONCERNS FROM PUBLIC CONSULTATION HOW CONCERNS ARE ADDRESSED IN CEAR CONCERNS EXPRESSED 1. Inland Route Project Alternative option analyzed in the CEAR. 2. WCR Drainage Improvement Project Drainage improvement is part of the Project and described in the CEAR. 3. Rapid Implementation Project will start soon as the WB approves the EA and LARF documents, and LTA and PCM will monitor progress of works. 4. What if funds is not sufficient to complete the The design engineer will ensure that the available project budget will produce a high quality road and drainage network that is of the highest standard and climate resilient. LTA and PCM will be responsible for ensuring this is the case once the design consultant is selected and begins work. 5. Road widening to a four lane with footpaths, LTA has determined that this option is not feasible drainage and underground services because of the cost of land acquisition and compensation. Analyzed in the CEAR as an alternative, Inland Route, which can still be implemented in the future when funding is available. 6. Traffic Congestion EMP provides for traffic management mitigation measures during design and construction phase. 7. Poor performance of local road construction EMP provides for contractors to provide evidence and maintenance contractors of capacity to perform environmental controls during construction phase to ensure quality of work is of high standard. 8. Lack of supervision of works from LTA CEAR outlines the institutional arrangements for the implementation of the EMP which ensures that LTA supervises through PSC and monitors compliance during design, construction and operation phase. 9. Inconsistent designs of speed humps along EMP provides mitigation measure for this under the route and inappropriate locations Road Safety during the design phase. 10. Lack of maintenance works for deteriorating EMP provides this as a mitigation measure under road pavement, drains, road signage and Road Maintenance during the operation phase. speed humps 11. Poor condition of road causing damage to CEAR describes the project as consisting of vehicles construction works to improve the condition of the road to enhance its climate resilience. 12. Poor quality of road not a good image of CEAR concludes that the landscape and visual Samoa to tourists and visitors amenity of the project road and area will be significant positive in the long term operation of the road. 13. Private lands that will be affected and CEAR assesses the impact of the project to private compensation lands and EMP addresses the taking of land for drainage easements and compensation to follow the guidelines provided in the LARF document that is being prepared concurrent to the CEAR. 14. Buses stopping on the main road EMP addresses this concern under Road Safety during the design phase. 15. Compensation of fruit trees and crops and EMP covers this under Affected Lands and other private assets such as fences and Properties in the design phase. hedges 16. Policy for business owners with road frontage This is outside the scope of the EA but is recorded to construct proper pavement and drainage for LTA to consider. to connect to road 17. Overloaded heavy vehicles’ uncontrolled use EMP considers this under Road Safety during causes damage to the road design and operation phase. 18. Disruption to utility services and relocation of EMP addresses this under Utility Services during underground pipes a nuisance the design phase. 19. Road safety and speeding vehicles EMP considers this under Road Safety during design, construction and operation phase. 20. Inappropriate activities by landowners and CEAR addresses this issue by recommending the villagers affecting the functioning of road and option of establishing drainage easements where drainage network system Government will be granted the use of private lands for drainage pipes subject to conditions. These conditions may state that the landowners are not to build over easement if it is an underground pipe or grow anything on it, or no littering or filling in of open drains at any time. 21. Stormwater runoff pollution to the marine EMP addresses stormwater runoff erosion and environment sedimentation control under Protection of Sensitive and Ecologically Important Areas, Sustainable Environmental Design and Road Maintenance in the design phase and under Water Quality and Hydrology in the constructions phase. 22. Industrial wastewater channeled through Same as above. road drainage system and discharged to marine environment 23. Turn in bays and pull off lanes needed for EMP considers this under Road Safety during driveways, roadside stores and food stalls design, construction and operation phase. 24. Enforcement of use of bus stops and penalty EMP considers this under Road Safety during for bus owners if non‐compliant design and operation phase. 25. Road cutting for cross connections of water EMP considers this under Utility Services during mains design phase. 26. Coordination of use of road reserve EMP considers this under Utility Services during design phase. 27. Use available technology to promote road LTA to consider in future road projects as outside safety, i.e. electronic billboards, solar panel of scope of this project. speed readers or radars 28. Lack of consultation with landowners during EMP considers this under Affected Lands and design phase Properties during design phase. 29. Flooding of private properties from road EMP considers this under Socio‐Economic runoff Concerns during design and construction phase. 30. Relocation costs for utility services that will EMP considers this under Utility Services during be affected design phase. Relocation costs are not covered under this project. 31. Shift road alignment inland at Tufulele Point LTA to consider in design phase. 32. Reconstruct stronger seawalls to protect the Outside of scope of project but recorded for LTA to WCR as new seawall at Saleimoa is already consider, investigate and prioritize in planning for sinking future works along WCR. 33. Need to re‐survey road alignment at Vailuutai Outside of scope of project but recorded for LTA to from point adjacent village pool and Mormon consider, investigate and prioritize in planning for church future works along WCR. 34. Elevation of private properties results in Outside of scope of project but recorded for LTA to blockage of drainage systems consider in policy development and to coordinate assistance from MNRE, PUMA to screen through the development consent application process. 35. Stagnant water ponding by the roadside is CEAR describes the project as also including breeding ground for mosquitoes and a health drainage improvement works to alleviate stagnant hazard during rainy season water ponding by the roadside. 36. LTA to become more environmentally aware EMP holds the LTA accountable to its of the sustainable design of road rather than environmental responsibilities and obligations. The focusing on cost of project sustainability of the project depends on the level of compliance with implementation of the EMP which will be monitored in accordance with the Monitoring Plan. 37. Utility trench for cross connections to avoid EMP addresses this under the Utility Services the digging up of the new road after during the design phase. completion of construction works 38. Reclamation of land 20m to 30m where the Outside of scope of project but recorded for LTA to road is next to the sea for additional consider, investigate and prioritize in planning for protection future works along WCR. 39. No roadside drains, cross culverts flushing CEAR describes the project as including drainage water from wetlands being blocked by improvement works which involves the proper seawalls especially at Samea design, construction and installation of longitudinal drainage and cross culverts and drainage easements. Maintenance of drainage network is also described in the EMP. 40. Road carriageway is very narrow at Faleasiu CEAR clearly states that works will be within the and houses, fences, hedges and other road reserve of 20metres and if any houses or structures are very close to the road and will structures are located in it, it is illegal and will have be affected and must be compensated to be relocated. No compensation will be paid out. 41. Accident black spot at Tuanai village where EMP assesses black spots under Road Safety road bends adjacent to the Catholic church during the design and operation phase. and village pool 42. Village pools close to the road needs to be EMP addresses this under Cultural and Heritage protected or road alignment to be shifted Sites during the design and construction phase. inland 43. Footpaths to be built from Vailoa to Outside of scope of project but recorded for LTA to Mulifanua to enhance public safety and consider, investigate and prioritize in planning for promote health future works along WCR. 44. Consult directly with affected landowners This is the next stage of the project during the and determine amount of compensation and design phase. EMP addresses this under Affected pay immediately so there is no delay to Lands and Properties during the design phase. construction works 45. Road shoulders to accommodate space for EMP recommends this under Road Safety during bus stops, LTA and Police to enforce the use the design and operation phase. of bus stops and penalize bus owners 46. Open roadside drains are unsafe and not CEAR describes the project as including drainage properly designed and installed improvement works which involves the proper design, construction and installation of longitudinal drainage and cross culverts and drainage easements. Maintenance of drainage network is also described in the EMP. 47. Proper design of bus stops to be practical, EMP recommends this under Road Safety during functional and safe especially near schools, the design and operation phase. dangerous spot at Leulumoega adjacent Pope Paul VI College 48. Road shoulders should not be used by cars Same as above. but only by pedestrians 49. Speed hump at Faleasiu adjacent AOG church As above. is well designed and constructed and should be the standard for all speed humps around Samoa 50. Who maintains trees along the road causing EMP addresses this under Traffic and Public Safety hazard to travelling vehicles during operation phase. 51. Install cat’s eye on linemarking to help EMP recommends this under Road Safety during illuminate the road at night and during rainy the design and operation phase. days 52. Need a guideline document for rates of This will be addressed during the design phase compensation for lands, fruit trees, crops, when consultations are undertaken with specific fences, buildings etc. to inform villagers and landowners affected by drainage easements. those families with properties that will be Because the project will take place within the legal affected road reserve 53. Seawalls being built at Mulifanua, Fuailoloo Outside of scope of project but recorded for LTA to are not to standards or specifications, boat consider, investigate and prioritize in planning for ramps are not properly constructed and need future works along WCR. slipways instead

The affected persons also fully expect that the necessary arrangements to compensate for loss of property are addressed before construction commences. Results are summarized broadly in the above Table. Further information is provided in Annex 1.

1.4 Concerns Addressed The main issues raised are addressed in the environmental management plan, as far as is reasonably practicable at this stage. Concerns with respect to sufficiency of project funds, business owners with road frontage to construct proper concrete pavements and on site drainage, reconstruction of stronger seawalls for road protection at Saleimoa, shifting of road alignment at Tufulele Point, re‐surveying of road alignment at Vailuutai, land elevations, reclamation of coastal areas to protect road, footpaths from Vailoa to Mulifanua and slipways at Mulifanua, Fuailoloo have been passed to the project team. The majority of other concerns expressed during the consultation process have been addressed in the environmental management plan (EMP).

Project alignment and drainage design and the disturbance to property and business, private property, and community have been brought to the attention of the project proponent, and the relevant parties are well aware of the potential for local disturbance that can result from poorly controlled contractors. A Land Acquisition and Resettlement Framework (LARF) is prepared concurrently with the EA to provide recommended procedures for the taking of land for drainage easements that can reasonably be predicted at this stage to be approved by MNRE and will be adapted by LTA during the design and pre‐ construction phase of the project. Unforeseen impacts will also be captured by the requirements to update the environmental management plan and inform WB in response to any unpredicted impacts that arise periodically as necessary.

PILOT PROGRAMME FOR CLIMATE RESILIENCE (PPCR) ENHANCING THE CLIMATE RESILIENCE OF WEST COAST ROAD, UPOLU ISLAND, SAMOA Environmental Assessment Report Appendix B- Development Consent Assessment Form

Appendix B Development Consent Assessment Form

Office Use Only

PLANNING AND URBAN MANAGEMENT AGENCY DCA _ _ _ / _ _

Development Consent Application Form Date Received Planning and Urban Management Act 2004 _ _ / _ _ / _ _ Amount Paid $

Send or deliver applications to the Planning and Urban Management Agency, Private Bag, Samoa. For enquiries phone: (685) 23 800 or visit our website at www.mnre.gov.ws/puma.

1. Applicant details: 1.1 I, ______, hereby apply for development consent. (first name) (last name)

1.2 Personal contacts: Address: Mobile: Telephone: E-mail:

2. Planning details: 2.1 Proposed land use Please tick  the appropriate box:  Residential  Recreational  Commercial  Infrastructure/structure  Industrial  Agricultural  Religious  Educational  Cultural  If other please specify: 2.2 Proposed activity Please tick  the appropriate box:  New building  Road/driveways  Extension/alteration/renovation  Reclamation  Retaining wall/fence  Drilling  Earthworks  Revetment  Mining  If other please specify:

3. Additional details: 3.1 Describe what is to be carried out on site:

3.2 Proposed start date: ______(dd-mm-yy) 3.3 Estimated completion date: ______(dd-mm-yy) 3.4 Estimated capital value (SAT$): ______

3.5 Contractor or responsible builder: Name: ______Contact details: ______

Planning and Urban Management Agency DCA Form Page 1 of 3 4. Land details: 4.1 I am the:  Property owner  Lessee (provide details)  Occupier  Co-property owner (provide details below)  Agent (authorized by owner/lessee)

4.2 Names of owner/occupier: (other than the applicant) of the land to which the application relates:

If you are not the property owner, then you are required to attach a written declaration from the owner(s) to which the development application applies with name and address details as required under section 38 of the Planning and Urban Management Act 2004.

4.3 Location of development: 4.3 Land tenure:  Freehold (complete section 5)  Government  Customary (complete section 6)

4.4 Legal description: Land registry Volume: Folio: Survey plan: Parcel No: Area (m2):

Please provide further legal description of additional parcels if your proposed development covers more than (1) one parcel.

5. Freehold land: If the land is freehold or individually owned, you must attach a copy of the Deed of Conveyance and have the owner certify that he / she permits your project(s).

I / We ______, certify that I / We own the land described in this application and

grant the applicant permission to use the land as proposed.

______/___/___ Owner Date

6. Customary land: If a survey area available, please attach a copy. If not, please provide a detailed description of the land to which the application relates:

Name of the land: ______

Village: ______

District: ______

Please attach copy of Land and Titles Court decision as proof that the Sao/Matai has the pulefaamau over the customary land

If the land is customary owned, you must present this application to the (Sa’o) Matai or at least two senior Matai responsible for the land for their consideration and signature.

Planning and Urban Management Agency DCA Form Page 2 of 3

I / We, ______and ______certify that I / We are matai of the

______family, which is responsible for the land described in this application, and hereby

grant permission to the applicant to use the land to which the application relates.

______/____/____ Sa’o / Matai Date

______/____/____ Sa’o / Matai Date

7. Attachments: Documents required to be attached to this application  Two copies of plans and drawings (drawn to scale)  Site plan (drawn to scale) – showing all property showing, where relevant: boundaries, existing and proposed buildings, vegetation, ground contours, car parking, where relevant  elevation plans  Certified survey plan  floor plans  Written consent from property owners  details of any signage  Lease agreement  photomontage  Deed of Conveyance  vehicle parking  design of earthworks

8. Applicant declaration: Information on this form is required to be provided under the Planning and Urban Management Act 2004 and is required to process your application.

I confirm that I have read and understand the requirements of this application and certify that all of the information provided on the application form is true and correct.

______/____/____ Signature Date

______Print full name

Planning and Urban Management Agency DCA Form Page 3 of 3 PILOT PROGRAMME FOR CLIMATE RESILIENCE (PPCR) ENHANCING THE CLIMATE RESILIENCE OF WEST COAST ROAD, UPOLU ISLAND, SAMOA Environmental Assessment Report Appendix C- Environmental Management Plan

Appendix C Environmental Management Plan

APPENDIX C

ENVIRONMENTAL MANAGEMENT PLAN – ENHANCING THE CLIMATE RESILIENCE OF WEST COAST ROAD, UPOLU

Potential Proposed Mitigation Measures Implementing Estimated Locations Timeframe Supervision Environmental Responsibility Mitigation Issue Cost DESIGN/PRE‐CONSTRUCTION PHASE Protection of  Identify potential environmentally sensitive natural areas. Design Minimal Some sections During LTA/ WB sensitive and  Locate optional construction sites/activities away from them. Consultant (DC) (cost of the project natural areas  Ensure construction personnel are aware of locations and avoid. included in proposed road preparation  Include temporary fences to restrict machines and activities from design) i.e. near and design encroaching near sensitive environmental areas. wetlands and coastal waters Sustainable  Road should have sufficient camber (5‐8% cross fall). DC Minimal Entire road During LTA/WB Environmental  Effective drainage systems (longitudinal and cross drainage, side‐ (cost section, project Design and drains, culverts etc). included in culverts and preparation Road  Proper design and management of cross drainage flows from design) crossings with and design Maintenance culverts via drainage easements. wetlands, streams, channels etc. Climate Change  Any new or replacement structures will be constructed to a design DC Minimal Sections of the During LTA/WB and Coastal standard that improves the climate resilience of the WCR road (cost road within project Hazards infrastructure network. included in coastal hazard preparation  Ensure that the existing drains and culverts are large enough, and design) zones and design in the right place, to clear flood waters quickly;  Ensure adequate setback distance of road from the coastline;  Include coastal re‐vegetation and planting. Road Safety  Proper signs and road marking along the entire WCR; DC Minimal Entire road During LTA/WB  Use of cat’s eye retroreflective safety device for road marking; (cost section and project  New paved road shoulders, pull‐off bays, police traffic check points included in construction preparation and bus stops in selected areas of the roads; e.g. through villages, design) sites and design and near markets, schools and other community facilities;  Design bus stops to be practical, functional and safe with sufficient turn out area;  Police traffic check points with sufficient turn out area;  Ensure that speed humps and pedestrian crossings, speed limit signage and other safety signage are included in the design;  Speed humps near schools, hospitals and markets and designed according to technical specifications;

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 Enforcement of road speed limits and legal axle loading of heavy vehicles through use of weighbridges;  Enforcement of mandatory use of bus stops and pull‐off bays i.e. issue fines to bus owners and vehicle owners when they stop on the road;  Safety instructions for the construction activities in the contract documents;  Ensure occupational health and safety requirements are in place on construction sites in work camps;  Include the installation of lights and cautionary signs in hazardous areas.  Ensure sufficient visibility along the road section according to standard specifications. Affected Lands  Ensure works will be restricted to the existing 20m road reserve. DC Minimal Some sections During LTA/WB and Properties  Ensure impacts and measures are discussed in advance with the (cost of the project affected communities. included in proposed road preparation  Together with village mayor, consult with specific landowners design) requiring and design affected by drainage easements, conduct route survey and identify drainage all land needed for drainage easements including trees, plants, easements structures or other items that will be affected.  Secure landowner agreement on drainage alignment and obtain consent before finalizing designs.  Prepare a LARAP for drainage easements. Consult with the LMD MNRE to establish land taking process and compensation.  Deposit survey plan with MNRE for proclamation and registration of drainage easements.  Pay compensation to all affected landowners. Utility Services  Identify all utility services affected by the works. DC Minimal Some sections During LTA/WB  Discuss with all utility providers impacts and options available; (cost of the project  Include in design relocation of services; included in proposed road preparation  Officially designate space in road reserve for each utility service, design fees) and design formalize minimum ground cover and identification marking;  Utility road crossing trench placed at every 100 metres or at any appropriate distance determined by the design consultant.  Prepare a draft utilities and telecommunications reprovisioning plan (to be updated with contractor) to minimize interruptions. Cultural and  Design shall not disturb any cultural heritage site and shall avoid DC Minimal Some sections During LTA/WB Heritage Site any monuments of cultural or historical importance; (cost of the project  Realign the existing road reserve to ensure that cultural heritage included in proposed road preparation sites are not affected by the project. design) and design Social or  Advise local community of project plans and involve them in DC/LTA To be Entire road During LTA/WB

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Community planning, as necessary; PCM/LMD‐ determined section project Concerns  Avoid or minimize disturbances near living areas when possible; MNRE preparation  Control run‐off and manage sediments near houses, buildings, and design garden and plantation areas;  Prioritize hiring of people from project area;  Include women and other community groups in monitoring activities and conduct orientation and training on the EMP;  Damage caused by Contractor on private properties immediately repaired and compensated if needed;  Contractor to provide temporary worksite facilities such as health care, sanitation and eating space;  Establish a GRM for the construction process; and  LTA together with village mayor will discuss measures with affected property owners and work with MNRE‐LMD to implement land acquisition process for drainage easements and provide compensation as prescribed in the LARF. CONSTRUCTION PHASE Air Quality and Dust Control Contractor Minimal Cleared areas During dry LTA/PSC/MN Dust Control  Spray water on exposed earth during dry periods from water tanks (cost and material periods for RE‐PUMA or local streams. A watering truck must be available for use at all included in transport dust control times. Excess water must not discharge to waterways. design) and  Any stockpiles shall be grassed where practicable. continuous  All surfaces shall be constructed to their final design requirements for vehicle as quickly as practicable. emissions  Use, if practical, covers, such as gravel, on small exposed areas. Hydrocarbons shall not be used as a method of dust control. Vehicle Emissions / Smoke or Noxious Air Pollutants  All vehicles and machinery shall be operated in a safe manner including the use of effective exhaust systems.  Waste materials are to be removed from the site and not burnt. Water Quality Works within a Watercourse Contractor Minimal All areas where Continuous LTA/PSC/MN and Hydrology  Minimize disturbance of watercourses and no excavations of the (cost part of clearing is RE‐PUMA watercourse bed unless required. standard required  Limit exposed surfaces to 20m from a watercourse and re‐vegetate construction or seal as soon as practicable. practices)  Consider weather conditions in earthworks programme. Use of Heavy Machinery in or close to Watercourses or Coast  Earthworks to be in accordance with COEP 13.  Machinery in watercourses to be in accordance with COEP 11 and ensure sediment traps are in place prior to works commencing;  The contractor shall not utilize heavy machinery where a less

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intrusive approach is better suited. Earthworks ‐ Programme  Programme sequence of works to reduce the time surfaces remain bare;  Construct necessary temporary/permanent erosion and silt control structures;  Earthworks including vegetation clearing and topsoil stripping not permitted beyond 500m without approval of PSC. Silt Traps and Silt Ponds  Silt traps installed downstream in temporary/permanent drains where work is within 30m of drains or watercourses;  Contractor to prepare sediment control plan and include in CEP;  Dispose material periodically cleaned from silt traps or ponds to ensure that it does not re‐enter watercourses or coast;  Discharge of silt laden water to natural watercourses shall be minimized and prevented in ecologically sensitive areas;  Cut‐off bund or ditch constructed to intercept stormwater flow from any disturbed surfaces and directed to a silt pond if required;  For low volumes of discharge, silt fences will be used and for high volumes, silt retention ponds will be used;  Contain or isolate construction areas using a bund or trench. Clean and rehabilitate when construction is complete;  Silt ponds may remain during the contract maintenance period;  Where cut‐off bunds, ditches or silt traps are required, details of these will be provided to the LTA. Climate Change  Suitable erosion and sediment control measures installed for Contractor Minimal Road sections Continuous LTA/PSC/MN & Coastal earthworks in coastal hazard areas; (cost part of within the RE‐PUMA Hazards  Provide culverts and drainage ditches to facilitate the overland standard Coastal Hazard flow of stormwater and reduce flooding; construction Zones  Planting of coastal vegetation or re‐vegetation of cleared areas. practices) Socio‐Economic  Advise the local community of project plans in advance of the Contractor Minimal Along road During LTA/PSC/MN Impacts construction, and seek their views; (cost part of alignment mobilization RE‐PUMA  Avoid or minimize disturbances near living areas; standard and start of  Control run‐off and manage sediments near garden and design construction community areas; practices) activities in  Arrange employment and training for local people; the  Include women and other community groups in project activities. communities Noise Control &  Carry out noisy construction works during normal working hours Contractor Minimal All Continuous LTA/PSC/MN Vibration and as approved by PUMA noise policy; (cost part of construction RE‐PUMA  For works outside normal hours, approval must be obtained from standard areas, access LTA/MNRE and residents within 100m must be notified 5 days design routes

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before works take place; practices)  Use modern and well maintained equipment with mufflers;  Use noise screens or mounds near residential areas;  Advise local people, schools, hospitals etc. when there will be unavoidable noise activities. Traffic  Erect warning signs before work areas; Contractor Minimal All Continuous LTA/PSC/MN  Demarcate construction boundaries with barrier tape, traffic cones (cost part of construction RE‐PUMA etc.; standard areas, access  Undertake traffic control as outlined in the Traffic Management design routes Plan; practices)  Advise residents and business owners whose access may be affected by public media. Landscape  The retention and preservation of existing road boundary Contractor Minimal All Continuous LTA/PSC/MN vegetation; (cost part of construction RE‐PUMA  The replacement of lost trees and scrub habitat through proposed standard areas road boundary planting. design practices) Visual Amenity  Consideration of location and design for temporary construction Contractor Minimal All Continuous LTA/PSC/MN camp site and stockpiling; (cost part of construction RE‐PUMA  Use of temporary screens (e.g. coloured hoardings) to screen views standard areas of work. design practices) Cultural &  Erect a low retaining wall or protective barrier at the road Contractor/PSC Minimal At specific sites When works LTA/PSC/MN Heritage Sites boundary to ensure no effects on the sites; (cost part of are at RE‐PUMA  PSC to be contacted immediately upon discovery of any sites and standard specific sites works temporarily stopped in that area; design  PSC to contact MNRE if site is potentially significant; practices)  Works will not commence until an official response from MNRE is issued. Freshwater  No disposal of construction wastes, no stockpiling of construction Contractor Minimal At locations in Continuous LTA/PSC/MN Ecosystems materials, fuel, lubricants near wetlands ; (cost part of close proximity RE‐PUMA  Construction camp must not be located in coastal hazard zones; standard to wetlands  During removal of culverts and siltation is evident, silt is to be construction and removed by excavator and placed clear of watercourses and not practices) watercourses allowed to flow downstream.  Construction activities near freshwater sources must be carried out during periods of dry weather. Coastal  No fuel, lubricants or hazardous substances will be stored within Contractor Minimal At locations in Continuous LTA/PSC/MN Ecosystems 10 metres of the mean high tide mark. (cost part of close proximity RE‐PUMA  No material will be tipped into the sea, or allowed to enter the sea, standard to the coastal unless expressly approved by MNRE and LTA. construction environment

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 Should coastal defence works be required, these will be practices) constructed in accordance with COEP 10. Waste  Contain all stored wastes within construction sites; Contractor Minimal At all Continuous LTA/PSC/MN Management  Properly dispose of all used fuel and lubricant oils in (cost part of construction RE‐PUMA environmentally sound manner, either by recycling or for other use standard areas such as fuel for hot mix plant, etc. construction  Crush, burn and bury all inorganic solid waste in MNRE approved practices) solid waste disposal area or transfer and dispose at Tafaigata landfill;  Remove all disabled machinery from the project area;  Use above‐water table pit latrines or composting toilets or portable toilets at construction sites;  Compost all green or organic wastes or use as animal food. Safety and  To be in accordance with COEP 12; Contractor Minimal At all Continuous LTA/PSC/MN Health  Ensure all occupational health and safety requirements are in place (cost part of construction RE‐PUMA on construction sites and in work camps; standard areas  Understand the use of personal protection equipment (PPE) and construction processes for obtaining relevant PPE; practices)  Install lights and cautionary signs in hazardous areas;  Establish temporary pedestrian access, crossing and bus stops away from the site with proper signage installed;  Ensure safety and inspection procedures;  Safe handling of toxic materials and other hazardous substances; and  Penalties for violation of rules and regulations  Introduction to health and safety issues in construction sites;  Education on basic hygiene practices to minimize spread of tropical diseases;  HIV/AIDS and STD awareness, including information on methods of transmission and protection measures;  Prohibition of drugs and alcohol on construction sites; and  Availability of medical assistance in emergency or non‐emergency situations and availability of other health‐related assistance. Quarry and  Must be in accordance with COEP 8; Contractor Minimal At quarry site During LTA/PSC/MN Borrow Areas  Secure environmental approvals from MNRE‐ LMD and PUMA; (cost part of quarry RE‐PUMA  Submit plan showing location of site and rehabilitation measures standard works proposed upon project completion; construction  Submit a dust management plan including schedule for spraying practices) water on access road and schedule of the equipment to be used;  Submit a schedule of regular dust suppression on all unpaved access roads close to residential areas;

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 Submit location map of stockpiles which should be away from watercourses to avoid obstruction of flow and siltation;  Cover haul trucks to minimise dust emission and material spillage;  Plan to undertake regular maintenance and repair of access roads to their original condition whenever necessary. Grievance  Affected Person (AP) to file a formal complaint with the LTA Project LTA Minimal At specific sites During LTA/WB/MNR Redress Component Manager (Mr. Michael Anderson, direct phone line – PCM/PSC/MNRE (cost part of construction E Mechanism 32176, email address – [email protected]) if major i.e. ‐PUMA standard works related to land issues or damage caused by contractor machinery design or with the Project Supervision Consultant (PSC) if minor issue; practices)  The PSC will record and register complaint and consult with the Contractor and Environmental, Health and Safety Personnel for a solution who will also keep a complaints register;  The PSC is to respond within 24 hours of lodging the complaint;  The PSC must respond with a resolution to the AP within 48 hours;  For substantial complaints the same process applies as above, but the time to respond for discussions and meetings with the complainant to reach a resolution must be within 7 days;  Note that for land issues, the timeframe for discussion and meetings may be more than 7 days;  The LTA Project Component Manager (PCM) will maintain register of complaints and duplicate given to the AP;  If complaint is dismissed, the AP will be informed of their rights to take their complaint to the next level;  If AP is not satisfied with LTA decision, they may file a written complaint with the MNRE, PUMA division, at ground floor of the Tuiatua Tupua Tamasese building at Sogi, telephone – 23800, or directly contact the Acting Chief Executive Officer – Mr. Tagaloa Jude Kohlhase, email address – [email protected], or Principal Sustainable Development Officer – Ms. Ferila Brown, email address – [email protected] or Inspector Officer – Mr. John Sitagata, email address – [email protected];  The timeframe for response via email to MNRE, PUMA is within 2 working days and via correspondence within 5 working days. However, the timeframe for responding with a resolution varies and dependent on the level of difficulty of the complaint;  If AP is not satisfied with MNRE, PUMA decision, they may take their grievance to the judicial system at their own cost, however, if the Court shows that LTA have been negligent, AP may seek costs. SITE‐DECOMMISSIONING PHASE Site‐Tidy Up  Rake or loosen all compacted ground surfaces; Contractor Minimal All Completion LTA/PSC/MN

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 Establish a site revegetation plan. Where possible involve local (cost part of construction of RE‐PUMA women’s group and other community groups and provide standard areas construction materials to implement re‐vegetation; construction works  Construction camp area to be restored to its original state. practices) OPERATION PHASE Traffic and  Proper signs and road marking along the entire WCR; LTA Minimal All along the After site‐ WB/MNRE‐ Public Safety  Use of cat’s eye retroreflective safety device for road marking; (cost part of WCR tidy up PUMA  Measures to slow the traffic e.g. installation of speed humps at standard selected locations i.e. near schools, hospitals, public spaces etc.; routine  Bus stop turn out bays that allow the passengers to get in and out maintenanc of the bus safely; e practices)  Enforcement of road speed limits and legal axle loading of heavy vehicles through use of weighbridges;  Enforcement of mandatory use of bus stops and pull‐off bays i.e. issue fines to bus owners and vehicle owners when they stop on the road;  Dust suppression sealing;  Trim and remove trees or tree branches causing a hazard to traffic and pedestrians safety; and  Attention to road accident black spots. Road  Routine maintenance (grading, grass cutting, drain clearing, LTA Minimal All along the Continuous WB/MNRE‐ Maintenance pothole patching and shoulder repairs) to be undertaken on a (cost part of WCR PUMA regular basis; standard  Seasonal maintenance such as flood repairs, emergency routine maintenance to reinstate roads after major failures, and the maintenanc regular upkeep of safety features and road signs will be e practices) undertaken as necessary;  Major maintenance that include resurfacing and repairs are typically scheduled over periods of several years.

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PILOT PROGRAMME FOR CLIMATE RESILIENCE (PPCR) ENHANCING THE CLIMATE RESILIENCE OF WEST COAST ROAD, UPOLU ISLAND, SAMOA Environmental Assessment Report Appendix D- Environmental Monitoring Plan Draft

Appendix D Environmental Monitoring Plan (Draft)

APPENDIX D

ENVIRONMENTAL MONITORING PLAN – ENHANCING THE CLIMATE RESILIENCE OF WEST COAST ROAD, UPOLU

Potential Ways for Verification Implementing Duration/Frequency/ Locations Standards/Criteria Supervision Environmental Responsibility Estimated Mitigation Issue Cost CONSTRUCTION PHASE Air Quality and  Visual field checks LTA PSC/Contractor Continuous, Minimal Cleared areas and WB Handbook on Roads LTA Dust Control  Verbal or formal complaints costs included in material transport and the Environment PCM/MNRE‐ standard supervision and Samoa COEPs PUMA Water Quality  Visual field checks for sediment LTA PSC/Contractor Continuous, Minimal All areas where WB Handbook on Roads LTA and Hydrology load, water and drainage costs included in clearing is required and the Environment PCM/MNRE‐ management and waste standard supervision and construction and Samoa COEPs PUMA management procedures sites  Verbal or formal complaints Climate Change  Visual field checks for sediment LTA PSC/Contractor Continuous, Minimal Road sections WB Handbook on Roads LTA & Coastal load in the coastal waters costs included in within the Coastal and the Environment PCM/MNRE‐ Hazards  Visual field check of culverts and standard supervision Hazard Zones and Samoa COEPs PUMA drainage ditches in accordance with design specifications  Visual field check of coastal planting and re‐vegetation  Verbal or formal complaints Socio‐Economic  Verbal or formal complaints LTA PSC/Contractor Continuous, Minimal Along road WB Handbook on Roads LTA Impacts  Project progress reports costs included in alignment and the Environment PCM/MNRE‐ standard supervision and Samoa COEPs PUMA Noise Control &  Visual field checks LTA PSC/Contractor Continuous, Minimal All construction WB Handbook on Roads LTA Vibration  Verbal or formal complaints costs included in areas, access routes and the PUMA Planning PCM/MNRE‐ standard supervision Policy – Noise Standards PUMA Traffic  Visual field checks LTA PSC/Contractor Continuous, Minimal All construction WB Handbook on Roads LTA  Verbal or formal complaints costs included in areas, access routes and the PUMA Planning PCM/MNRE‐ standard supervision Policy – Noise Standards PUMA Landscape  Visual field checks LTA PSC/Contractor Continuous, Minimal All construction WB Handbook on Roads LTA  Verbal or formal complaints costs included in areas and the Environment PCM/MNRE‐ standard supervision and Samoa COEPs PUMA Visual Amenity  Visual field checks LTA PSC/Contractor Continuous, Minimal All construction WB Handbook on Roads LTA  Verbal or formal complaints costs included in areas and the Environment PCM/MNRE‐ standard supervision and Samoa COEPs PUMA Cultural &  Visual field checks LTA PSC/Contractor Continuous, Minimal At specific sites WB Handbook on Roads LTA

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Heritage Sites  Verbal or formal complaints costs included in and the Environment PCM/MNRE standard supervision and Samoa COEPs Freshwater  Visual field checks for sediment LTA PSC/Contractor Continuous, Minimal At locations in close WB Handbook on Roads LTA Ecosystems load, water and drainage costs included in proximity to and the Environment PCM/MNRE management and waste standard supervision wetlands and and Samoa COEPs management procedures watercourses  Verbal or formal complaints Coastal  Visual field checks for sediment LTA PSC/Contractor Continuous, Minimal At locations in close WB Handbook on Roads LTA Ecosystems load in the coastal waters costs included in proximity to the and the Environment PCM/MNRE  Verbal or formal complaints standard supervision coastal and Samoa COEPs environment Waste  Visual field checks for waste LTA PSC/Contractor Continuous, Minimal All construction WB Handbook on Roads LTA Management management procedures costs included in areas and the Environment PCM/MNRE  Verbal or formal complaints standard supervision and Samoa COEPs Safety and  Visual field checks LTA PSC/Contractor Continuous, Minimal All construction WB Handbook on Roads LTA Health  Verbal or formal complaints by costs included in areas and the Environment PCM/MNRE communities and workers standard supervision and Samoa COEPs Quarry and  Agreement with landowners or LTA PSC/Contractor Continuous, Minimal At quarry site WB Handbook on Roads LTA Borrow Areas obtaining of approval from costs included in and the Environment PCM/MNRE‐ MNRE standard supervision and Samoa COEPs PUMA  Visual field checks  Verbal or formal complaints SITE‐DECOMMISSIONING PHASE Site‐Tidy Up  Visual field checks LTA PSC/Contractor After completion of All construction and WB Handbook on Roads LTA  Counting of new planting and re‐ construction, Minimal camp sites and the Environment PCM/MNRE‐ vegetation costs included in and Samoa COEPs PUMA  Agreement with communities standard supervision  Verbal or formal complaints OPERATION PHASE Traffic and  Visual checks LTA Road Annually after All along the WCR Routine and Periodic LTA Public Safety  Verbal or formal complaints by Maintenance construction US$20,000 Maintenance of traffic PCM/MNRE communities Engineer signs, speed hump maintenance etc. Road  Visual checks LTA Road Annually after All along the WCR Routine and Periodic LTA Maintenance  Verbal or formal complaints by Maintenance construction US$50,000 Maintenance PCM/MNRE communities Engineer

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PILOT PROGRAMME FOR CLIMATE RESILIENCE (PPCR) ENHANCING THE CLIMATE RESILIENCE OF WEST COAST ROAD, UPOLU ISLAND, SAMOA Environmental Assessment Report Appendix E- Field Monitoring Checklist

Appendix E Field Monitoring Checklist

APPENDIX E

FIELD MONITORING CHECKLIST– ENHANCING THE CLIMATE RESILIENCE OF WEST COAST ROAD, UPOLU

Potential Proposed Mitigation Measures Locations Timeframe Achieved Remarks Environmental Yes/No Issue Air Quality and Dust Control Cleared areas During dry Dust Control  Spray water on exposed earth during dry periods from water tanks and material periods for or local streams. A watering truck must be available for use at all transport dust control times. Excess water must not discharge to waterways. and  Any stockpiles shall be grassed where practicable. continuous  All surfaces shall be constructed to their final design requirements for vehicle as quickly as practicable. emissions  Use, if practical, covers, such as gravel, on small exposed areas. Hydrocarbons shall not be used as a method of dust control. Vehicle Emissions / Smoke or Noxious Air Pollutants  All vehicles and machinery shall be operated in a safe manner including the use of effective exhaust systems.  Waste materials are to be removed from the site and not burnt. Water Quality Works within a Watercourse All areas where Continuous and Hydrology  Minimize disturbance of watercourses and no excavations of the clearing is watercourse bed unless required. required  Limit exposed surfaces to 20m from a watercourse and re‐vegetate or seal as soon as practicable.  Consider weather conditions in earthworks programme. Use of Heavy Machinery in or close to Watercourses or Coast  Earthworks to be in accordance with COEP 13.  Machinery in watercourses to be in accordance with COEP 11 and ensure sediment traps are in place prior to works commencing;  The contractor shall not utilize heavy machinery where a less intrusive approach is better suited. Earthworks ‐ Programme  Programme sequence of works to reduce the time surfaces remain bare;  Construct necessary temporary/permanent erosion and silt control structures;  Earthworks including vegetation clearing and topsoil stripping not permitted beyond 500m without approval of PSC. Silt Traps and Silt Ponds

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 Silt traps installed downstream in temporary/permanent drains where work is within 30m of drains or watercourses;  Contractor to prepare sediment control plan and include in CEP;  Dispose material periodically cleaned from silt traps or ponds to ensure that it does not re‐enter watercourses or coast;  Discharge of silt laden water to natural watercourses shall be minimized and prevented in ecologically sensitive areas;  Cut‐off bund or ditch constructed to intercept stormwater flow from any disturbed surfaces and directed to a silt pond if required;  For low volumes of discharge, silt fences will be used and for high volumes, silt retention ponds will be used;  Contain or isolate construction areas using a bund or trench. Clean and rehabilitate when construction is complete;  Silt ponds may remain during the contract maintenance period;  Where cut‐off bunds, ditches or silt traps are required, details of these will be provided to the LTA. Climate Change  Suitable erosion and sediment control measures installed for Road sections Continuous & Coastal earthworks in coastal hazard areas; within the Hazards  Provide culverts and drainage ditches to facilitate the overland Coastal Hazard flow of stormwater and reduce flooding; Zones  Planting of coastal vegetation or re‐vegetation of cleared areas. Socio‐Economic  Advise the local community of project plans in advance of the Along road During Impacts construction, and seek their views; alignment mobilization  Avoid or minimize disturbances near living areas; and start of  Control run‐off and manage sediments near garden and construction community areas; activities in  Arrange employment and training for local people; the  Include women and other community groups in project activities. communities Noise Control &  Carry out noisy construction works during normal working hours All Continuous Vibration and as approved by PUMA noise policy; construction  For works outside normal hours, approval must be obtained from areas, access LTA/MNRE and residents within 100m must be notified 5 days routes before works take place;  Use modern and well maintained equipment with mufflers;  Use noise screens or mounds near residential areas;  Advise local people, schools, hospitals etc. when there will be unavoidable noise activities. Traffic  Erect warning signs before work areas; All Continuous  Demarcate construction boundaries with barrier tape, traffic cones construction etc.; areas, access routes

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 Undertake traffic control as outlined in the Traffic Management Plan;  Advise residents and business owners whose access may be affected by public media. Landscape  The retention and preservation of existing road boundary All Continuous vegetation; construction  The replacement of lost trees and scrub habitat through proposed areas road boundary planting. Visual Amenity  Consideration of location and design for temporary construction All Continuous camp site and stockpiling; construction  Use of temporary screens (e.g. coloured hoardings) to screen views areas of work. Cultural &  Erect a low retaining wall or protective barrier at the road At specific sites When works Heritage Sites boundary to ensure no effects on the sites; are at  PSC to be contacted immediately upon discovery of any sites and specific sites works temporarily stopped in that area;  PSC to contact MNRE if site is potentially significant;  Works will not commence until an official response from MNRE is issued. Freshwater  No disposal of construction wastes, no stockpiling of construction At locations in Continuous Ecosystems materials, fuel, lubricants near wetlands ; close proximity  Construction camp must not be located in coastal hazard zones; to wetlands  During removal of culverts and siltation is evident, silt is to be and removed by excavator and placed clear of watercourses and not watercourses allowed to flow downstream.  Construction activities near freshwater sources must be carried out during periods of dry weather. Coastal  No fuel, lubricants or hazardous substances will be stored within At locations in Continuous Ecosystems 10 metres of the mean high tide mark. close proximity  No material will be tipped into the sea, or allowed to enter the sea, to the coastal unless expressly approved by MNRE and LTA. environment  Should coastal defence works be required, these will be constructed in accordance with COEP 10. Waste  Contain all stored wastes within construction sites; At all Continuous Management  Properly dispose of all used fuel and lubricant oils in construction environmentally sound manner, either by recycling or for other use areas such as fuel for hot mix plant, etc.  Crush, burn and bury all inorganic solid waste in MNRE approved solid waste disposal area or transfer and dispose at Tafaigata landfill;

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 Remove all disabled machinery from the project area;  Use above‐water table pit latrines or composting toilets or portable toilets at construction sites;  Compost all green or organic wastes or use as animal food. Safety and  To be in accordance with COEP 12; At all Continuous Health  Ensure all occupational health and safety requirements are in place construction on construction sites and in work camps; areas  Understand the use of personal protection equipment (PPE) and processes for obtaining relevant PPE;  Install lights and cautionary signs in hazardous areas;  Establish temporary pedestrian access, crossing and bus stops away from the site with proper signage installed;  Ensure safety and inspection procedures;  Safe handling of toxic materials and other hazardous substances; and  Penalties for violation of rules and regulations  Introduction to health and safety issues in construction sites;  Education on basic hygiene practices to minimize spread of tropical diseases;  HIV/AIDS and STD awareness, including information on methods of transmission and protection measures;  Prohibition of drugs and alcohol on construction sites; and  Availability of medical assistance in emergency or non‐emergency situations and availability of other health‐related assistance. Quarry and  Must be in accordance with COEP 8; At quarry site During Borrow Areas  Secure environmental approvals from MNRE‐ LMD and PUMA; quarry  Submit plan showing location of site and rehabilitation measures works proposed upon project completion;  Submit a dust management plan including schedule for spraying water on access road and schedule of the equipment to be used;  Submit a schedule of regular dust suppression on all unpaved access roads close to residential areas;  Submit location map of stockpiles which should be away from watercourses to avoid obstruction of flow and siltation;  Cover haul trucks to minimise dust emission and material spillage;  Plan to undertake regular maintenance and repair of access roads to their original condition whenever necessary. Site‐Tidy Up  Rake or loosen all compacted ground surfaces; All Completion  Establish a site revegetation plan. Where possible involve local construction of women’s group and other community groups and provide areas construction materials to implement re‐vegetation; works

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 Construction camp area to be restored to its original state.

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