Source document: https://docs-lawep.s3.us-east-2.amazonaws.com/1697799210563.pdf (Dominica)
Pre-Engineering and Design Services - East Coast Roads ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)  June 2019 TYPSA Group C/ Gomera, 9 28703 - S.S. de los Reyes (Madrid) Tel.
+34 917 227 300 e-mail: exterior@typsa.com www.typsa.com Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment  QUALITY CONTROL SHEET DOCUMENT PROJECT CODE AUTHOR VERIFIED Environmental and Social Impact Assessment Pre-Engineering and Design Services – East Coast Roads RD1415-FD-ESIA-Ed03 INITIALS DATE INITIALS AK 12/09/2019 SC 13/09/2019 AME DATE 19/09/2019 RECIPIENT Ministry of Environment, Climate Resilience, Disaster Management and Urban Renewal NOTES RD1415-FD-ESIA-Ed03 1 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment  CONTENTS 4.1.2.
Pollution Control ......................................................................................... 23 Land use ..................................................................................................... 16 ESIA METHODOLOGY .................................................................................................................. 13 EXECUTIVE SUMMARY ................................................................................................................... 9 INTRODUCTION ........................................................................................................................... 12 1.
2.

3.

3.1.

THE ESIA TEAM ............................................................................................................................ 13 3.2.

ENVIRONMENTAL ....................................................................................................................... 13 3.3.

SOCIAL ........................................................................................................................................ 13 4.
POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK ............................................................... 15 4.1.

ENVIRONMENTAL ....................................................................................................................... 15 4.1.1.

National Environmental Policy ................................................................................... 15 Biodiversity and natural resources ........................................................... 15 4.1.1.1.

4.1.1.2.

4.1.1.3.
4.1.1.2.

4.1.1.3.

Energy and the transportation sector ..................................................... 17 4.1.1.4.

Climate change and hazard management ......................................... 18 Relevant Legislation .................................................................................................... 19 4.1.2.1.

Management of lands .............................................................................. 20 4.1.2.2.
Services and utilities ................................................................................... 22 4.1.2.3.

4.1.2.4.

Employment ............................................................................................... 24 4.1.2.5.

Other relevant legislation ......................................................................... 25 4.1.3.

Conventions ................................................................................................................. 25 4.1.4.
World Bank Environmental Safeguards Policies ...................................................... 27 4.1.5.

Institutions ..................................................................................................................... 29 4.2.

SOCIAL ........................................................................................................................................ 30 5.
PROJECT DESCRIPTION ............................................................................................................... 32 5.1.

DESIGN BASIS .............................................................................................................................. 32 5.1.1.

Design criteria .............................................................................................................. 32 5.1.2.
Design approach ........................................................................................................ 33 5.1.3.

Design recommendations.......................................................................................... 33 5.2.

DESCRIPTION OF THE ROAD SEGMENTS ................................................................................... 34 5.3.

DESCRIPTION OF VARIOUS WORKS ELEMENTS ........................................................................ 36 5.3.1.
Construction phase..................................................................................................... 37 5.3.1.1.

Vegetation and topsoil removal ............................................................. 37 5.3.1.2.

Earthworks and slope stabilisation ........................................................... 37 5.3.1.3.

5.3.1.4.

5.3.1.5.

5.3.1.6.
Large culverts ............................................................................................. 41 Retaining walls ........................................................................................... 44 Pavement Construction ............................................................................ 37 Bridges and associated works .................................................................. 38 2 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment  CONTENTS 5.3.1.7.
Small culverts .............................................................................................. 46 5.3.1.8.

Debris flow mitigation ................................................................................ 48 5.3.1.9.

Quarrying and sourcing of construction materials and equipment .................................................................................................. 51 5.3.1.10.
Spoil disposal .............................................................................................. 55 5.3.2.

Operational phase ...................................................................................................... 58 Existing maintenance capacity ............................................................... 58 Requirements for maintenance ............................................................... 58 5.3.2.1.

5.3.2.2.

5.3.2.3.
5.3.2.2.

5.3.2.3.

Inspections .................................................................................................. 58 5.3.2.4.

Maintenance plan .................................................................................... 59 6.

SOCIAL ENGAGEMENT PLAN ..................................................................................................... 61 7.
BASELINE DATA ........................................................................................................................... 63 7.1.

PHYSICAL ENVIRONMENT .......................................................................................................... 63 7.1.1.

Topography and Relief ............................................................................................... 63 7.1.2.
Climate ......................................................................................................................... 63 7.1.2.1.

Climate change projections .................................................................... 65 7.1.3.

Air quality...................................................................................................................... 66 7.1.4.

Geology and geomorphology .................................................................................. 66 7.1.4.1.
Geology ...................................................................................................... 66 7.1.4.2.

Geomorphology ........................................................................................ 67 7.1.5.

Hydrology ..................................................................................................................... 67 7.1.6.

Water quality ............................................................................................................... 74 7.1.7.
Water use ..................................................................................................................... 75 7.1.8.

Hydrogeology .............................................................................................................. 76 7.1.9.

Soils ................................................................................................................................ 76 7.1.10.
Public Utilities and Other Uses in the Road Reserve ................................................ 77 7.2.

BIOLOGICAL ENVIRONMENTS ................................................................................................... 78 7.2.1.

Vegetation ................................................................................................................... 78 7.2.1.1.
Natural vegetation and flora ................................................................... 79 7.2.1.1.1 7.2.1.1.2 Lower Montane Rainforest .................................................................................... 8 Littoral Woodland .................................................................................................. 8 7.2.2.

7.2.1.2.
7.2.1.2.

Cultivated and forested areas................................................................. 81 Fauna ............................................................................................................................ 84 7.2.2.1.
Wildlife ......................................................................................................... 84 7.2.2.1.1 Vertebrates: ............................................................................................................ 8 7.2.2.1.2 Invertebrates: ......................................................................................................... 8 7.2.3.
Wildlife habitats ........................................................................................................... 86 7.3.

NATURAL PROTECTED AREAS AND SENSITIVE NATURAL AREAS ............................................. 87 7.4.

STRESSORS ON BIODIVERSITY AND NATURAL RESOURCES ..................................................... 88 RD1415-FD-ESIA-Ed03 3 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment  CONTENTS 7.5.1.

7.5.2.

7.5.
7.5.2.

7.5.

SOCIOECONOMIC BASELINE .................................................................................................... 89 The national context ................................................................................................... 89 Socioeconomic profile of the affected area .......................................................... 94 7.5.2.1.

Demographics ........................................................................................... 94 7.5.2.2.
Health .......................................................................................................... 95 7.5.2.3.

Education ................................................................................................... 96 7.5.3.

Housing ......................................................................................................................... 97 7.5.4.
Livelihoods .................................................................................................................... 98 8.1.1.

8.3.1.

8.2.1.

8.2.2.

8.2.3.

8.2.4.

8.2.5.

8.2.6.

8.2.7.

8.2.8.

8.

ENVIRONMENTAL IMPACTS ........................................................................................................ 99 8.1.
APPROACH TO RISK ASSESSMENT ............................................................................................. 99 Risk Scale .................................................................................................................... 100 8.2.
CONSTRUCTION PHASE ........................................................................................................... 102 Risk Identification for proposed road widening and realignment ...................... 102 Risk Identification for Bridges ................................................................................... 114 Risk Identification for Large Culverts ....................................................................... 120 Risk identification for small culverts ......................................................................... 122 Risk identification for Debris Flow Mitigation .......................................................... 125 Risk identification for quarrying ............................................................................... 127 Risk identification for spoil disposal ......................................................................... 129 Risk identification for transportation of equipment and materials...................... 132 8.3.
OPERATIONS AND MAINTENANCE PHASE ............................................................................. 134 Risk identification for operation and maintenance activities ............................. 134 9.

POTENTIAL SOCIAL IMPACTS ........................................................................................................ 1 9.1.

SURVEY OF COMMERCIAL VEHICLE OPERATORS ..................................................................... 1 9.2.
SURVEY OF PASSENGERS ............................................................................................................. 2 9.3.

SURVEY OF PRIVATE VEHICLE OPERATORS ................................................................................ 6 9.4.

SURVEY OF FARMERS ................................................................................................................... 7 9.5.
FINDINGS OF LAS VEGAS VOTING EXERCISE ............................................................................. 9 10.

CONCLUSIONS AND RECOMMENDATIONS .............................................................................. 12 10.1.

ENVIRONMENTAL ....................................................................................................................... 12 10.1.1.
Conclusions .................................................................................................................. 12 10.1.2.

Recommendations ..................................................................................................... 13 10.2.

SOCIAL ........................................................................................................................................ 14 11.
ANALYSIS OF ALTERNATIVES ...................................................................................................... 15 11.1.

ROUTE SELECTION ...................................................................................................................... 15 11.2.

TECHNOLOGY AND CAPACITY CONSIDERATIONS ................................................................ 15 11.3.
RESILIENCE .................................................................................................................................. 15 12.

RECOMMENDED CAPACITY DEVELOPMENT AND TRAINING .................................................... 16 12.1.

FORESTRY DEPARTMENT ............................................................................................................. 16 12.1.1.
Programme 1: Bioengineering works ........................................................................ 16 4 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment  CONTENTS 12.1.2.

Programme 2: Sustainable harvesting techniques ................................................. 16 12.1.3.

Other requirements ..................................................................................................... 17 12.2.
MINISTRY OF PUBLIC WORKS ..................................................................................................... 17 12.2.1.

Programme1: Upgrading skills in inspection and maintenance ........................... 17 12.2.2.

Programme 2: Upgrading Quarry Operations ......................................................... 18 12.2.3.

Other requirements ..................................................................................................... 18 12.3.
REFERENCES ................................................................................................................................ 18 APPENDIX 1: CONSULTATION NOTES.

STAKEHOLDER MEETINGS HELD APRIL 16 – 21, 2018 TO INFORM ENVIRONMENTAL ASSESSMENT FOR DOMINICA EAST COAST ROAD ....................... 23 APPENDIX 2.

SHORTLIST OF PLANTS IN THE ZONE OF INFLUENCE .................................................... 29 APPENDIX 3.
SHORTLIST OF FAUNA ASSOCIATED WITH THE STUDY AREA ......................................... 7 APPENDIX 4: PHOTOGRAPHS .............................................................................................................. 7 APPENDIX 5: SOCIAL ENGAGEMENT PLAN....................................................................................... 35 APPENDIX 6: RECORD OF PUBLIC CONSULTATIONS ........................................................................ 39 APPENDIX 7: INFORMAL QUESTIONNAIRE ....................................................................................... 43 APPENDIX 8: QUESTIONNAIRE ON SOCIO-ECONOMIC IMPACT ................................................... 49 APPENDIX 9: QUESTIONNAIRE RESPONSES ....................................................................................... 55 APPENDIX 10: POWER POINT PRESENTATION .................................................................................... 56 APPENDIX 11: PHOTOS OF PUBLIC CONSULTATIONS ....................................................................... 57 RD1415-FD-ESIA-Ed03 5 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Acronyms and Abbreviations AFSCME American Federation of State, County and Municipal Employees ESHS Environmental Social Health and Safety Cap.
Chapter CEP CFP Ch.
CIMH CITES Consulting Engineers Partnership Chance Find Procedures Chainage Caribbean Institute for Meteorology and Hydrology UN Convention on the International Trade in Endangered Species of Wild Fauna and Flora CPR Cardio Pulmonary Resuscitation DOMLEC Dominica Electricity Services DOWASCO Dominica Water and Sewage Corporation DVRP ECU EC$ EHD EHO EIA EMF ESIA Disaster Vulnerability Reduction Project Environmental Coordinating Unit Eastern Caribbean Dollars Environmental Health Department Environmental Health Officer Environmental Impact Assessment Environmental Management Framework Environmental and Social Impact Assessment ESMP Environmental and Social Management Plan FAD FP GCF Fish Aggregating Device Flashpoint Green Climate Fund GOCD Government of the Commonwealth of Dominica GRM H:V H&S Grievance Redress Mechanism Horizontal:Vertical Health and Safety HEC-RAS Hydrologic Engineering Center's River Analysis System Heavy Goods Vehicle Indigenous Peoples Plan Internal traffic control plan HGV IPP ITCP 6 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment IUCN LHS International Union for Conservation of Nature Left Hand Side LMCC Lorry Mounted Crash Cushions MEA MOA Multilateral Environmental Agreement Ministry of Agriculture MSDS Material Safety Data Sheets NA NGO Not Applicable Non-governmental Organisation NIOSH National Institute of Occupational Safety and Health NLUP National Land Use Policy No.
NPDP Number Dominica National Physical Development Plan OECS Organisation of Eastern Caribbean States OH&S Occupational Health and Safety OP/BP Operational Procedures/Bank Procedures OSH PCU PCR PMC RPF PSC PRO POPs PPE RHS SIA SLM SNC SRO STEL Safe Work Method Statements Occupational Safety and Health Project Coordinating Unit Physical Cultural Resources Project Management/Monitoring Committee Resettlement Policy Framework Project Steering Committee Public Relations Officer Stockholm Convention on Persistent Organic Pollutants Personal Protective Equipment Right Hand Side Social Impact Assessment Sustainable Land Management Second National Communication Statutory Rules and Orders Short Term Exposure Limit SWMS Safe Work Method Statement TCP Traffic Control Principles RD1415-FD-ESIA-Ed03 7 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment TNC TOR Third National Communication Terms of Reference UNCLOS UN Convention of Law of the Sea UNESCO United Nations Educational, Scientific ad Cultural Organisation US$ VI VS WHS Ø United States Dollars Vertical Interval Vetiver Systems Work, Health and Safety Diameter 8 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 1.
EXECUTIVE SUMMARY The intention of this project is to improve the performance of the East Coast road in both normal and hazard conditions.

The road is currently prone to failure as a result of earth movement and flooding at water course crossings.

In a number of communities there are no alternate routes, and when this road is compromised, such communities are isolated.

The road offers an alternate route to the international airport.

Road improvements also offer opportunities for: 1.


Improved access to tourism sites 2.

Better access to farm roads 3.

Increase in access for commerce 4.

Improved transit of people who will access other businesses The project entails:  Widening and resurfacing of the existing road along the current alignment except at two bridge locations.

This will require cutting into existing slopes and placement of fill, with retaining structures in locations where required.
 Geotechnical and drainage works along the road route to stabilization, resulting in superior road performance and resilience.

 Replacement of six bridges and remediation of one bridge.

 Improved road safety with guardrails as required, and new signage.

improve slope The road is divided into 4 segments.

Road Segment 1 is relatively short, measuring 4.5 km (2.8 miles) long, from the Pont Casse roundabout to the Bois Diable junction.
It traverses through secondary montane rainforest just beyond the buffer zone of the protected Morne Trois Pitons National Park-World Heritage Site and crosses several watercourses.

The Waitukubuli National Trail weaves on and off the road.

Road Segment 2 measures 9.5 km (5.9 miles) and begins just outside the north-eastern boundary of the Morne Trois Pitons National Park.

It provides access to the Bois Diable Tarish Pit and the popular Emerald Pool ecotourism site.
It traverses the hamlet of Fond Melle, Belle Fille/Castle Bruce valley, Castle Bruce Estate and terminates at the Castle Bruce-Petite Soufriere road intersection.

The road cuts across two (2) relatively large rivers, and a number of ravines.

Steep-sided road embankments both above and below the carriageway are being impacted by land slippage and subsidence.

Road Segment 3 measures 8.8 km (5.41 miles) from the junction of the Castle Bruce /Petite Soufriere road to the village of Petite Soufriere.
The road traverses the rural communities of Tranto, Dix Pas, Morpo, Good Hope, San Sauveur, and spans four rivers.

The longest road segment, Segment 4, measuring 20.5km (12.7 miles), starts at Castle Bruce, and meanders across the entire length of the Kalinago Territory, through the villages of Atkinson and Entristle, and terminates at the Hatton Garden road junction.

It spans four rivers.


The following solutions have been developed: RD1415-FD-ESIA-Ed03 9 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment                 Lined drains at the toe of slopes.

Excavation and slope modification (benching), primarily for road widening and improved slope stability.

Strengthening slopes (toe reinforcement).

This may be done with rockfill buttresses that increase the weight of material at the toe.
Drainage techniques such as ditches, subsurface drains, drain pipes, etc.

This is the most important element of slopes stabilization as it increases soil stability and reduces the weight of the sliding mass.

Drainage may be surface or subsurface.

Bio engineering stabilization measures and slope protection.

Rock slope stabilization such as wire mesh, bolting and anchors (only in a very few locations).
Retaining walls (concrete, gabions), where there is a high risk of landslide and easier solutions will be less effective.

Control and rehabilitation of debris flows.

Reinforcing potential rockfall areas.

Stream channel lining to address scour (concrete walls and rock rip rap) Reforestation of upper slopes in areas of debris flow.

Debris flow retaining walls and check dams.

Rehabiliation of Calixte Bridge.

Replacement and upgrade of other bridges and culverts (for hydraulic and/or structural reasons).
Replacement or rehabilitation of road culverts.

New road base and pavement.

Environmental impacts in the design phase are small due to the relatively small scope of the remaining geotechnical investigation to be undertaken.

Most significant adverse impacts are expected in the construction phase.

Extreme and major impacts that need to be mitigated during construction relate to: 1.

The excavation of soils and the implications for slope instability.

2.
2.

Traffic delays and interruption of access to adjacent properties during the roadworks construction, particularly when work is within the road reserve.

3.

Occupational health and safety for workers engaged in construction, an inherently risky occupation.

Risks are particularly high when workers are operating in the vicinity of cut and potentially unstable slopes, or in the operating radii of heavy equipment, or alongside vehicular traffic through the worksite.

4.
4.

Health and safety of community and road users.

5.

The generation of noise and dust, and the effect on road users, communities near the roadworks, and sensitive fauna that breeds or feeds in the adjacent vegetation.

6.

The mobilization of sediments by erosion of exposed soils within the roadworks and by bridge works on the riverbed, and the impact of these on downstream water quality in rivers and along the coastline, and on the health of aquatic and marine ecosystems.

7.
7.

Generation of significant quantities of waste to be disposed of.

Waste will be comprised mainly of excess spoil material excavated, road pavement that is removed and demolition debris from bridges.

8.

Mud on road surface during excavation and transportation of spoil.

9.

Leaks and accidental spills of fuels, oils, chemicals and cement products, all of which can have serious adverse impacts on downstream ecologies.
10 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 10.

The inadvertent interruption of existing services contained in the road reserve, during excavation and the operation of equipment below overhead services.

Significant beneficial impacts will be realized through this project implementation.

During construction, employment will be provided through the works.
Employment opportunities will also be realized during operation and maintenance of the completed infrastructure.

The works also affords an opportunity to concurrently upgrade services available to communities, and to improve the safety of access off the road, for residents and visitors alike.

Upon completion of the works, improved performance in normal and hazard conditions is expected, in accordance with the project objectives.
From the social point of view, this report outlines the scope of work and methodology and presents a description of the Social Engagement Plan (SEP), indicating that the first round consultation targets have been met and, importantly, public consultations covering the communities served by the Eastern Road project have been held.

It then presents a socioeconomic baseline, including a brief discussion on the national context and a socioeconomic profile of the project affected communities.
The report continues with a presentation of the findings of an investigation into potential impacts – benefits and costs/adverse impacts.

These results were based on interviews of key informants, implementation of a rapid assessment questionnaire aimed at ascertaining direct and indirect impacts, public consultations and a participatory approach to weighting impacts.

They indicate that the communities are of the view that the project will be beneficial.
However, they are concerned about the potential adverse impacts.

Subtle differences have been observed between communities in terms of the ranking of potential benefits and costs and this has provided an entry point into the development of the mitigation plans by specific segments.
Benefits identified included business opportunities, time saved and reduction in vehicle maintenance costs; while adverse impacts included anticipated delays, traffic diversions, increased dust levels, resettlement and acquisition and compensation, associated with the construction phase.
The conclusion to the report suggests that the findings, in particular the weights assigned to potential impacts by the communities, together with the engineering design implications, constitute strategic inputs to the formulation of the Social Management Plan.

RD1415-FD-ESIA-Ed03 11 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 2.

INTRODUCTION The project that is the subject of this report is the rehabilitation of the Dominica East Coast Road.
The Project is funded under the World Bank/Government of Dominica, and outputs are in adherence to the World Bank Social and Environmental Safeguards Policies, Environmental Management Framework (EMF), Resettlement Policy Framework (RPF), Indigenous Peoples Plan (IPP) and Grievance Redress Mechanism (GRM) (Environmental and Social Guidelines which govern the project implementation).
These documents may be sourced on www.dvrp.gov.dm The objective of the World Bank’s environmental and social safeguard policies is to prevent and mitigate undue harm to people and their environment in the development process.

The road is important as an alternate route from the city of Roseau to the international airport, and connects east coast communities including the Kalinago Territory to the city and the west coast.

Traffic on this road is generally low, with night time traffic extremely low.
The traffic is dominated by light vehicles.

However, due to increased construction post H. Maria, traffic along the route is higher now especially as it relates to heavy construction equipment and trucks transporting construction material.

The terrain over which this road traverses is characterized by high embankments and cliffs (or falèz).

Drainage is poor and with heavy rainfall there is extensive runoff resulting in road edge failures and landslides.

Stones roll down the cut slopes and embankments.


There are pot holes in the road surface.

Some road sections are very narrow with high adjacent cuts.

There are numerous culverts crossing the road; many are old, of small diameter and poorly constructed.

Investment in climate resilient infrastructure is intended to measurably reduce vulnerability to natural hazards and climate change impacts in Dominica.
The slope stabilization, climate resilient rehabilitation of primary and secondary roads and bridges, and improved climate resilient drainage systems along the East Coast road fall within component 1 of the Dominica DVRP which addresses prevention and adaptation investments (DVRP, 2014).
The project road has been divided into four segments as follows: Segment 1: Pont Casse Roundabout to Bois Diable Segment 2: Bois Diable to Castle Bruce Segment 3: Castle Bruce to Petite Soufriere Segment 4: Castle Bruce to Hatton Garden Proposed roadworks will include road widening with associated side slope cuts and embankment construction, improved drainage along and across the road, rehabilitation or replacement of bridges and culverts, and road re-surfacing.
An environmental assessment (EA) is required to focus on the significant environmental issues of the project, and TOR were provided for these by the client, the Dominica DVRP office.

As earlier noted, the EA report must be compliant with World Bank requirements, with scope and level of detail commensurate with the project's potential impacts.
OP 4.01, Annex B describes the required content of an Environmental Assessment Report for a Category A Project (World Bank, 1999), and this was used to guide the structure of this report.

12 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 3.

ESIA METHODOLOGY 3.1.

THE ESIA TEAM The ESIA team comprised: - Alison King - David Williams - Sylvia Charles - Lucilla Lewis 3.2.

ENVIRONMENTAL The main stages in the process consisted of: 1.
Preliminary studies to identify the baseline conditions 2.

Participation in meetings with the client and other members of the Design Team.

3.

Consultations with government organisations and statutory agencies, non- government organisations (NGOs), utility and service providers and potentially affected persons and establishments, and other relevant stakeholders (consultation notes are provided in Appendix 1) 4.

Site visits.
Site visits.

5. Review of available literature, including preliminary information and other relevant documents made available by the Client.

A complete list of references is provided.

6.

The foregoing activities (1. through 5.)

are to: a.
are to: a.

Gather information that will inform the project description, b. c. Discuss likely impacts of the proposed project and appropriate mitigation Identify environmental factors or elements that may be impacted, measures, and d. Refine design proposals and develop preferred design options.

7.

Development of mitigation measures and options to improve environmental performance 8.

Development of an Environmental Management Plan to cover the construction and post construction phases 9.
Update draft EIA and EMP and Appendices on the basis of draft final design reports 3.3.

SOCIAL This report presents the work undertaken by the Social Impact Consultants during the period April to November 2018.

In accordance with the Terms of Reference, it covers the Social Engagement Plan, the Socioeconomic Baseline and Potential Project Impacts.
The Terms of Reference requires that the Social Impact Consultant undertake a social impact assessment of the Eastern Roads Project through the design, construction and operational phases and work closely with the Environmental Impact Consultant in formulating an Environmental and Social Management Plan that will include plans for the mitigation of adverse social and environmental impacts in the various phases of the project with the recommended budget for each measure.
The Social Impact Consultant is also tasked with in collaboration with the Project the development of a Social Engagement Plan, Coordination Unit (PCU), that ensures that “communities are consulted, informed and RD1415-FD-ESIA-Ed03 13 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment forewarned of planned site activities in a timely manner” and to ensure that the affected and beneficiary populations have an input into the design and implementation of the project works.
Specifically, the Social Impact Assessment Consultant should conduct an assessment of the direct and indirect impacts of the project, prepare presentation materials for participation in public hearings and stakeholder consultations and maintain a record of the public consultations as well as indicate the methodology used in eliciting the views of the affected/impacted stakeholders.
The TOR also specifies that health and safety issues must be addressed and that the requirements of the Indigenous People’s Plan (IPP) and the Resettlement Policy Framework and the Safeguards mechanisms in general should be incorporated into the Environmental and Social Impact Assessment (ESIA).
To fulfil the terms of reference established for the Social Impact Assessment (SIA), the Consultant has adopted a methodology that consists of a review of the literature, consultations with key informants including the relevant Ministries, the Village Councils and Health Centres, the administration of a questionnaire targeted at road users and other potential beneficiaries and public consultations targeted at the residents of the villages served by the road works.
The Consultant worked closely with the DVRP in organizing the consultations and has consulted the report of the Social Impact Assessment conducted by the DVRP Social Specialist.
In the first round of consultations, the Social Impact Consulting Team administered an informal questionnaire among all village councils and conducted four public consultations, which together constitute representation from all the villages situated in the path of the roads (Please refer to the Social Engagement Plan in Appendix 5 to this Annex).
The communications for these meetings were arranged through direct approaches to the Councils and through the DVRP communications mechanism, which entails the distribution of flyers, the presentation of notices in all churches in the respective communities and the use of radio announcements.
During these consultations, presentations were made by the DVRP Coordinator and the Social Specialist as well as by the SIA Consultant, with the objective of providing full disclosure on the project as well as providing a base on which the participants might raise questions and present their views.
These sessions, moreover, culminated in a presentation by the Social Impact Consultant on the Las Vegas Voting technique, which enabled the participants to indicate the weights they assign to the potential project impacts by individually placing stickers against them.

This had the advantage of providing all participants, regardless of status or affiliation, with the opportunity to have their views counted.
The methodology was presented in the French Creole language when this appeared to be required by the participants.

During the second round of public consultations, the SIA Consulting Team made presentations on the findings of the Social Impact Assessment as well as a summary of the preliminary engineering designs for the feedback of the stakeholders.
The Power Point Presentations, which were converted to flip charts, also sought to elicit feedback from the communities and in particular on their views with regard to the location of bus stops, viewing points, sidewalks and lighting to be incorporated in the final designs.

14 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 4.

POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK 4.1.


ENVIRONMENTAL According to The Environmental Assessment (EA) and Environmental Management Framework (EMF) for the East Coast Road Environmental Assessment - Disaster Vulnerability Reduction Project (DVRP, 2014), there are numerous pieces of legislation relevant to environmental and resource management, administered by various government agencies and statutory organizations.
Dominica is also party to several international conventions and protocols and has developed several national environmental policies and plans.

4.1.1.

National Environmental Policy Some key national environmental policies of relevance to this project are described below.

These include climate change policies.

4.1.1.1.
Biodiversity and natural resources Key elements of Dominica’s Biodiversity Strategy and Action Plan 2001 - 2005 (GOD, 2001) include:     Improved and expanded measures for the conservation and protection of threatened marine and terrestrial ecosystems and species; The development of comprehensive legislative and institutional regimes for environmental management, biodiversity conservation, and natural resource management; The establishment of a comprehensive framework for the management of all natural resources to achieve equitable sharing of the benefits derived; The protection, enhancement and encouragement of traditional knowledge, culture and values;  Adapting to the impacts of climate change on biodiversity and the resilience of natural systems; and The regulation of biotechnology.
 The National Integrated Water Resources Management (IWRM) Policy (GOD, 2011) reflects the commitment of the Government of the Commonwealth of Dominica to an effective governance and technical framework for water.

The Government of Dominica recognizes the contribution of effective management of water resources to its continued social and economic growth.
Water is a precious national resource to be planned, developed and conserved for optimal and sustainable use on a holistic, integrated and participatory basis, keeping in view the needs of Dominica.

Goals of the National Integrated Water Resources Management (IWRM) Policy (hereinafter referred to as the Water Policy) for Dominica are to:  Ensure a sustainable, adequate and secure water supply and development of sectoral policies that promote environmentally sound, efficient and equitable use of water.
 Assure the orderly and coordinated development and use of Dominica’s water resources.

RD1415-FD-ESIA-Ed03 15 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment  Value, protect and conserve water resources for optimal socio-economic benefit, and  Provide the population with a safe, adequate and reliable supply of water and dependable public sewerage services.
The main objectives of the water policy include to:  Ensure long term sustainability of water resources for the benefit of all.

 Promote the adoption of integrated water resources management.

 Develop and manage water resources wisely and efficiently to meet all needs  and uses including that of the ecosystems.

Implement measures to protect and enhance water systems so that the water quality is adequate for all designated uses.
 Minimize and protect against water crises whether caused by climate change and climate variability, man-made or other natural causes.

 Enhance education, awareness and knowledge of Dominica’s water resources.

4.1.1.2.

Land use The National Land Use Policy NLUP (2014) provides direction for issues related to land use planning in Dominica.
It sets the foundation for all land use decisions and describes how best to manage development to improve quality of life for Dominicans, through economic and social development, protecting human health and safety, and conserving the natural environment.
This policy works in concert with legislation and other policies to forward the Government's goal of leveraging all human, natural and financial resources available to the country in order to realise the vision for Dominica as a place characterised by economic success and by the much-enhanced quality of life of its people, through their own empowerment, and through policies of Government geared to facilitating an environment within which private enterprise can flourish.
The land use policies of relevance to this project are: 1.0 Investment and social and economic development    invest in infrastructure in recognition that physical infrastructure is critical for sustained economic development and social well-being.

Support economic development through agriculture and fisheries.

Foster a positive environment for the tourism sector which is positioned to become a driver of national and local economic activity.

 Support economic development through resource development.
 Social and economic development through well-planned human settlements.

 Recognize the influence that the distinct culture and heritage of Dominica has had on its built form.

The Kalinago Territory as an area of special significance.

  Manage land use conflict and risk.

2.0 Enhanced forest, natural environment and agricultural vitality Integrate planning at the level of the watershed and coastal zone.

 Protect and enhance the vitality of forest and natural environment systems.
  Protect and enhance agricultural vitality.

 Dominica’s National Parks will remain highly valued by citizens and tourists.

16 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment  Protect and strengthen public access to Rivers, beaches and national Parks.

3.0 Increasing resilience to climate change increase resilience to climate change and natural hazards.

  Build and retrofit to be resilient to natural hazards.
 Avoid hazards through planning.

 Prevent unmanaged human-made hazards.

Development concepts included: 1.

Recognition of constraints 2.

Mainstreaming climate change mitigation and adaptation 3.

Prioritization of environmental protection and tourism 4.

Focus of planning and development in centres 5.

Implementation of concepts The Draft Dominica National Physical Development Plan (NPDP) (GOD, 2016) complements the National Land Use Policy (NLUP).
These two core documents fulfill requirements of the Physical Planning Act and together guide planning for land use and development in Dominica.

The last national plan for Dominica, the Dominica National Structure Plan, was developed in 1979.

The 1979 Plan provided historical context to the planning of Dominica in past decades in the formulation of the NPDP.

The National Tourism Policy pursues tourism as an effective means of economic diversification from the traditional reliance and agriculture.
Tourism is now the most important economic sector in Dominica, and the government encourages development of tourism-related services and businesses through the implementation of several programs including the Eco-Tourism development program, the Tourism Sector Development Programme, Upgrading of Eco-tourism Sites Project, and establishment of the Discover Dominica Authority.

4.1.1.3.
4.1.1.3.

Energy and the transportation sector The National Energy Policy (2014) is intended to help combat increasing energy costs and escalating and volatile oil prices, as well as reduce effects of climate change.

It provides for social and environmental development while providing opportunity to generate significant revenue through energy exports.

Policy objectives are to:  achieve sustainable energy development that is reliable.

 provide for universal access to energy.


  ensure the safe and efficient management of fossil fuels through realise a significant reduction in energy cost.

rationalizing storage facilities, ‐ ‐ promoting competition to ensure the lowest prices for petroleum products, and ‐ promoting quality standards that are harmonized within the region.

The National Energy Policy will significantly reduce the country’s carbon footprint.
Government shall provide fiscal and other incentives to encourage cost savings for energy efficiency installations, retrofitting, and renewable energy generation.

The transport sector is the largest user of fossil fuels, at 52 percent of total fuel consumption.

The Government will seek to mitigate this by optimizing efficiency, organizing and rationalizing the public transport system, and considering alternative fuels.
The Government RD1415-FD-ESIA-Ed03 17 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment will promote efficient vehicles, crafts, and a strong integrated public transport sector strategy.

Efficiency of fossil fuel use in transportation will be improved, reducing fossil fuel consumption for transportation, by: Improving efficiency of motorized transportation of private citizens and businesses   Optimizing the fuel mix  Organizing Public Transportation.
It is Government policy to organize a regulated and rational public transport system.

The public transport system is inefficiently organized, leading to inefficient energy use, costly transport; unreliable transport services and increased traffic congestion.

According to the Draft Sustainable Energy Plan of the Commonwealth of Dominica (GOD, 2014) Government will take the following immediate to short term actions to remedy this: 1.
Conduct a study on best practices and cost-benefit analysis for investment in public transportation.

2.

Convene stakeholder consultations to discuss potential trade-offs and decide on a course of action.

Implement the resulting plan to create an orderly and rational public transport sector.

3.

4.1.1.4.
3.

4.1.1.4.

Climate change and hazard management The aim of the National Climate Change Adaptation Policy is to foster and guide a national plan of action, formulated in a coordinated and holistic manner, to address short, medium and long term effects of Climate Change, ensuring to the greatest extent possible that the quality of life of the people of Dominica and opportunities for sustainable development are not compromised.

Policy objectives include: 1.


Fostering the development of processes, plans, and strategies to:  Avoid, minimize, adapt, or mitigate to the negative impacts of climate change on Dominica’s natural environment including ecosystems, ecological processes, biotic resources, lands and water;  Avoid, minimize or respond to the negative impacts of climate change on economic activities;  Reduce or avoid damage to human settlements and infrastructure resulting from climate change.

2.
2.

Foster the development and enforcement mechanisms for appropriate and innovative legislative and regulatory instruments, which will promote effective implementation.

3.

Foster the development of appropriate institutional systems and management mechanisms to ensure effective planning for and responses to Climate Change.

4.

Foster the development of appropriate economic incentives to encourage public and private sector adaptation measures.

5.
5.

Establish and institutionalise a National Climate Change Committee.

The importance of the forests to sustainable development in Dominica justifies actions being taken to protect the forests while allowing for managed use.

The uncertainty surrounding the timing and full extent of global climate change means that actions pursued should be consistent with wider goals for forest management and integrated into development planning.
Among the priority actions required are a set of interrelated requirements for enhancing awareness of climate – forest linkages, development and implementation of a 18 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment national land use policy, and active management to promote forest resilience as a primary tool for risk reduction to a changing climate.
Dominica depends on rain-fed surface water recharges for its freshwater supplies, making it vulnerable to variations in rainfall.

Historical data show that some of Dominica’s major rivers have diminished flows, attributed to human activity combined with climate related impacts.

Variable rainfall is already a challenge for water management and this is expected to intensify with global climate change.
Population growth and economic development will further increase demands on systems, many of which are already operating at capacity.

The recommended approach in the SNC to ensure the sustainability of the country’s water supplies was to focus on priority actions with multi-sectoral and multiplier benefits, acknowledging the constraint of limited resources available.
A comprehensive water management conservation strategy needs to be developed in consultation with all stakeholders, to encompass the preservation of wetlands and water catchment sites including through establishment of buffer zones, declaration of the sites as protected areas, and where degradation has occurred, restorative work should be undertaken to re-establish ecological integrity.
The SNC, identified three strategies to integrate climate change adaptation concerns into development activities:  Incorporating climate change concerns into new development proposals;  Developing proposals that are specifically aimed at climate change risk reduction and adaptation.

 Developing proposals for strengthening institutional and technical capacity for climate change response.

The SNC anticipated transportation growth and associated greenhouse gas emissions as the country grows and developed.
It identified several mitigation measures in the transportation sector, including improving road surfaces and routes to reduce energy use.

The National Disaster Plan (GOD, 2001) document is rather dated.
It states the policy, that, “in the light of traditional and emerging threats from natural and man-caused disasters, Disaster Management is to be given the highest level of authority and be adequately resourced, so as to ensure the protection and safety of the people and assets of the country, the sustainability of our social and economic progress and our future survival as an independent nation.” The approach to disaster management is one of mitigation, preparedness, response and recovery.
The National strategy for combating disasters is to continuously educate and inform the general public and emergency service agencies about disaster management issues and to adequately equip and regularly exercise NEPO in their response roles.

This is achieved by, among other things, rigorous mitigation, prevention and preparedness programmes.

4.1.2.

Relevant Legislation There are many pieces of legislation of relevance to this project.

Some of these are briefly described below.


RD1415-FD-ESIA-Ed03 19 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 4.1.2.1.

Management of lands The Forestry and Wildlife Act (Cap.

60:01) makes orders for forest reserves and protected forest catchment areas.

The President may declare any State land to be a forest reserve; no land may be granted, devised or sold from within a forest reserve.
The President may also declare any private land to be protected forest, if deemed necessary for protection of lands, infrastructure, health, natural resources and the environment.

An affected owner may make a claim for compensation within a prescribed period.

Rules may be made to regulate or prohibit activity within protected forests.

The Forests Rules are contained in the Act.


The Forests Rules identify acts prohibited in forest reserves and on state lands, and addresses the issuing of licenses and permits.

Prohibited acts include: Felling or injury of any forest produce.

Setting fire.

   Grazing livestock.

 Clearing, cultivating or breaking up land for cultivation or other purpose.

 Hunting of capturing wild animals, birds of fish without a license or permit.

The Forestry and Wildlife Act (Cap.


60:02) provides for the protection, conservation and management of wild mammals, freshwater fishes, amphibians, crustaceans and reptiles.

All wildlife are the property of the state.

The Division of Forestry and Wildlife is established to carry out the provisions of the Act.

Hunting or fishing without a license is prohibited.

Hunting within a national park, national monument or wildlife reserve is prohibited.
No person shall deposit any deleterious substance in or near water frequented by fish, shrimps or crabs.

No person engaged in land clearing operations shall put any debris into any water.

The National Parks and Protected Areas Act (Cap.

42:02) dedicates all the lands in Parks and protected areas to the people of Dominica for their benefit, education and enjoyment.
Except as provided by the act, these lands will not be granted, sold otherwise disposed of, and no person may settle, use or occupy such lands.

It provides for the continuation of works by the water authority and hydroelectric projects.
The minister may make regulations for activities within the national parts, for such things as the preservation of flora and fauna, regulation and prohibition of hunting and fishing, preservation of water supplies and catchment areas, prevention of soil erosion and landslides, construction of roads and other infrastructure, and regulation of any use within the national park system.

The State Lands Act (Cap.

53:01) relates to the administration and disposal of state lands other than forest reserves.
The Director of Surveys and Commissioner of Lands discharge the duties imposed by this Act.

The State Lands Regulations are the responsibility of the State Lands Officer.

The Director of the office is required to keep a register of oil leases and sales.

The Land Management Authority Act (Cap.

58:01) establishes the Dominica Land Management Authority, with the power to hold land and other property for the purpose of fostering agricultural development.
Its objectives include: Financing and training for farmers.

Improvement are from infrastructure.

 Proper land use in state and privately owned lands.

   Creation of economic farm units.

 Agriculture promotion.

 Marketing support.

20 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment The Land Acquisition Act (Cap.

53:02) authorizes acquisition of land for public purposes.
It sets out the requirements for declaration and negotiation.

The Beach Control Act (Cap.

42:04) provides for the control and protection of beaches in Dominica.

It vests the fore shore and sea floor in the State and prohibits use of these without a license.

It addresses the removal of sand etc.

from the beach or seashore, which must be done under permit, and may be required for building, construction or ship ballast.

The Fisheries Act (Cap.


61:60) provides for the promotion and regulation of fishing in the fishing waters of Dominica.

The act provides among other things, for the establishment of fishing priority areas by the minister, where he considers that special measures on necessary to ensure that fishing within the area is not impeded or otherwise interfered with.
The minister may also declare any fishery waters and adjacent or surrounding land to be a marine reserve, where special measures are necessary to afford special protection to flora and fauna of the area.

The Kalinago Territory Act (Cap.

25:90) provides for the establishment of a body corporate for the Kalinago Territory, administration of the territory and related matters.

It establishes the Office of Kalinago Chief and sets out the constitution and powers of the Council.
The Council so established is a local government body, and thus also carries powers conferred under the Village Councils Ordinance.

The Council is responsible for the management and control of lands within the reserve, for and on behalf of the residents.

The Council may make rules for the good order, maintenance and management of the Reserve.
It may make bye laws with respect to matters such as buildings and other structures, any land use, sanitation, suppression and abatement of nuisances, public health and safety, works within the streets, unoccupied land, drainage, and storage of petroleum or other inflammable substances.

Electoral provisions in the Act were amended by No.

8 of 1994.

The act was further amended by No.

2 of 2015 to change the words Carib and reserve to Kalinago and territory respectively.
The Physical Planning Act (No.5 of 2002) provides for:     The orderly and progressive development of land in both urban and rural areas, and to preserve and improve the amenities thereof.

The grant of permission to develop the land and for the powers of control over the use of land.

For the regulation of the construction of buildings and related matters.

If to confirm additional powers in respect of acquisition and development of land for planning purposes.
The Act establishes the physical planning and development authority and the office of the chief physical planner.

The minister, in consultation with the minister responsible for the environment, may make a plant preservation order if this is desirable for amenity, environmental, landscape, scientific or similar reasons.
The Authority may submit a draft amenity order to the minister for his consideration if it considers that land is unsightly and injurious to the amenity of the area are as likely to be offensive to persons residing in the immediate vicinity by reason of any waste, rubbish, derelict or abandoned machinery, articles of materials of any kind, for the dilapidated state of any structure or building thereon.
The authority may recommend to the minister that an area be declared an environmental protection area, in consultation with stakeholders.

Affected persons are entitled to compensation.


RD1415-FD-ESIA-Ed03 21 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment The Pont Casse and Environs Development Plan (Draft) was commissioned by the physical planning division with the objectives to:  Afford special protection to the Pont Casse area at the foothills of the Morne Trois Pitons World Heritage Site.
 Protects area by diversity by preparing a development plan sensitive to flora, fauna and natural features within the area.

 Recommend measures to preserve water quality.

The Minimum Property Standards (Draft) provide development standards, standards for subdivisions, roads and parking.

It includes information contained in the draft OECS building code and building guidelines.

Section 3, Roads and Parking, deals with standards recommended for roads in the OECS.
Guidelines are provided on the layout of roads and pedestrian facilities, as well as vertical and horizontal alignments.

Guidance is also provided, for among other things, intersections, shoulders, visibility at junctions, sidewalks and street furniture.
The Draft Quarry Bill was proposed in 2013 to provide for the operation and licensing of quarries, to maximize the economic benefits of quarry operations and to minimize the negative impact of quarry operations on the environment and productive industries including tourism, fisheries and agriculture.
It provided for establishment of a quarry authority to monitor and ensure compliance by licensees, and to take appropriate enforcement action against license, environmental impact assessment, public participation, registration of quarries, and so forth.

It provided full compliance inspections, investigations and enforcement including suspension and revocation of the quarry license, the quarry levy and the quarry rehabilitation fund.
It would establish the quarry review board, and provided for offenses against the quarry authority.

included requirements for quarry licensees for breaches.

It The Quarry Regulations (Draft) 2013 will come into force on commencement of the Act.
They require a quarry operated to have a quarry license, granted on the basis of an application that contains among other things, such plans, drawings and other materials as unnecessary to describe the quarrying; proof of planning permission; an environmental impact assessment and management plan; and a quarry rehabilitation plan.
The regulations address, among other things, safety fencing; visual management; hours of operation; noise level; drilling; blasting control; air pollution and dust control; benching; vegetation cleaning and topsoil stripping; coastal and watershed protection, drainage and erosion control; water quality; refueling and vehicle maintenance; dumping of litter and garbage; staging area and loading dock; inspection of erosion and sediment control; monitoring and maintenance; site cleanup; erosion prevention; revegetation; and rehabilitation.
4.1.2.2.

Services and utilities The Water and Sewerage Act (Cap.

43:40) grants an exclusive license to DOWASCO for the development and control of water supply and sewerage facilities.

It declares the policy of the government to see the orderly and coordinated development and use of Dominica’s water resources, to conserve and protect such resources, and to provide the public with a safe, adequate and reliable supply of water and dependable public sewerage services.
It describes the functions, powers and duties of the company in relation to water conservation, gathering grounds, water supply, public stand pipes and sewerage.

The act provides for 22 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment control of water abstraction and use by the minister who may grant licenses for abstraction of water in any area, if this is in the public interest.
The minister may also declare an area, waste, or class of wastes as a controlled water quality area, or controlled waste, or controlled class of wastes, and license the discharge of such wastes and/or any such area, if this is deemed necessary to control the quality of water resources.
The Water and Sewerage (Catchment Area) Regulations 1995 identify activities incompatible with a water catchment, including agricultural activity using agrochemicals, camping, chainsaw harvest, mechanical logging and road construction.

A water catchment includes any area designated as a protected forest, and all lands upstream of an intake and within 50 m of each side of any class A stream.
A class A stream includes all rivers, lakes and streams capable of producing potable water and having an average dry season flow exceeding eight million gallons per day.

Lands within 20 m of each side of any class B or C stream forms part of the water catchment.

Class B and C streams include all streams carrying water at the average dry season flow rate between one and eight million gallons per day.
The Water Catchment Rules 1995 declares all water catchment to be protected forests and makes it an offense to, among other things, apply or store pesticides, capture or hunt wildlife without a permit a license, build any living space, burn, fell or remove any forest produce, carry out any planting other than reforestation on slopes over 20°, graze livestock, set or cause fires, wash in any stream or river, any equipment or contain that has had contact with pesticides.
The Electricity Supply Act (2006) regulates the generation, transmission, distribution and supply of electricity services.

The Commission established under the act has sole and exclusive authority to regulate all electricity entities subject to the act.

The Commission’s duties include ensuring the availability of health and safety guidance in relation to electricity supply, establishment of technical standards and licensing of service providers.
The Commission is to have regard for national and international environmental standards as they affect the electricity sector.

Technical inspectors are appointed by the Commission to inspect the installations of licensees.

The Act empowers licensees to enter upon any land or property to locate and service its poles, lines, apparatus or equipment, but not to obstruct or hinder the use for development of the land or property.
The rights and responsibilities of the licensee and the owner or occupier of land are described.

The Act provides for the licensee to enter into a contract to supply street lighting in any area which it supplies with electricity, and for the licensee to charge for electricity supplied for street lighting, and for the hire of street lamps.

4.1.2.3.

Pollution Control The Environmental Health Services Act No.
8 of 1997 establishes, among other things:  health districts (at the discretion of the Minister),    the Environmental Health Board and Committees, the Chief Environmental Health Officer, the Department of Environmental Health.

It identifies prohibitions and obligations in the interest of the environment, and requirements for notification of emissions or discharge of contaminants of pollutants.
RD1415-FD-ESIA-Ed03 23 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment The Department of Environmental Health is empowered to, among other things, investigate problems an institute preventive and remedial measures in respect of environmental pollution, management and disposal of wastes, food and drink management, nuisances and general sanitation.
The legislation prohibits:  emission or discharge of contaminants or pollutants into the environment without a certificate of approval issued by the chief environmental health officer.

 Conditions which are unsanitary or constitute a nuisance or are conducive to the breeding or harboring of vermin.

The Chief Environmental Health Officer may issue an appropriate order to discontinue emissions or discharges.
The minister may serve notice on an owner or occupier, requiring him to execute works within the premises in the interest of public health.

The minister may make regulations in accordance with the Act.

The Environmental Health Services (Control of Mosquitoes) SRO 2 of 2007 require all promises to be kept free of conditions capable of breeding mosquitoes.

The Pesticides Control Act (Cap.

40:10) provides for the control of the importation, sale, storage and the use of pesticides.
It creates a Pesticides Control Board to advise the minister and to carry out provisions of the Act and its Regulations.

It gives power of entry to an inspector.

The minister may make regulations to effect the provisions of the act.

Subsidiary legislation includes the Pesticides Control (Labeling of Pesticides) Regulations and the Pesticides Control (Registration and Licensing) Regulations.

The Litter Act (Cap.


40:61) provides for the abatement of nuisances caused by the littering of premises and public places.

It creates offenses, addresses the enforcement of the removal of litter, empowers authorized officers, and addresses the removal and disposal of derelict vehicles.

The Solid Waste Management Act No.

1 of 2002 establishes the Solid Waste Management Corporation and vests solid Waste Management facilities in the corporation.
It requires the Corporation to develop a National Waste Management Strategy for approval by the Minister after public comment.

It sets out requirements for Waste Management licenses and permits.

It prohibits the importation of waste and establishes liability and ownership of waste.

It outlines requirements for the handling of waste, and provides for the management of used oil.

It also addresses derelict motor vehicles, white goods and other scrap metal.

4.1.2.4.
4.1.2.4.

Employment The Employment Safety Act (1983) provides for: reorganizing the system under which safety and health at work is safeguarded The establishment of consultative and advisory committees    Appointment of safety officers It stipulates the duties of employers and employees, and establishes the role of safety officers.
Employers are required to operate in a manner that will not endanger the safety or health of any person employed, and to adopt and carry out a reasonable procedures and techniques to prevent or reduce the risk of employment injury.
Employees are required to take a reasonable precautions to ensure his own safety, and that of his fellow employees, and two at all times use clothing or equipment intended for this protection and furnished by 24 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment the employer.

The minister may make regulations for the safety and health of employed persons, and may establish committees to advise him on relevant matters.
The minister points safety officers to make inspections, inquiries and tests to assure himself that the act and regulations are being complied with.

The Act empowers a safety officer to take measures necessary to protect health and safety of employees he considers to be in imminent danger.

The Labour Contracts Act (1983) requires every employer to provide each employee with a written contract specifying certain particulars of his employment and to provide the contents of a basic labor contract.
The contract must be provided within 14 days of employment commencement.

Both parties are required to sign the contract, and the employees to be provided with a copy.

The contract will include information on the names of the employer and employee, the date on which employment begins, the duties of the employee, his rate of pay, the interval of payment, the length of the probation period, normal hours of work, overtime rates, leave and sick leave entitlements, and notice requirements.
Persons under the age of 18 may enter into a labor contract only with the written consent of a parent or guardian, or the labor commissioner.

A labor contract may be amended as mutually agreed.

The schedule to the act provides a basic labor contract.

The Labor Standards Act (1977) provides for the fixing of wages of workers, the hours of work, their leave, and generally for matters pertaining to worker welfare.

The act provides the minimum requirements.


It speaks to, among other things, proclamation of a minimum wage, overtime, equal wages, part time employment, maternity leave, transfer of business and administration and enforcement.

If the employer is to maintain records for at least 24 months after the work is performed, that document employee name, age, address, wage rate, hours worked, leave granted and earnings.
Where it is alleged that an employer has failed to comply with the act, the complaints may be made to the Tribunal.

Tribunal orders are final and binding on the parties.

The Accidents and Occupational Diseases (Notification) Act (1952), where any accident in the costs of employment causes a loss of life to a worker or disables a worker for more than three days, requires an employer to provide a written notice of the accident to the labor commissioner in the prescribed form.
Medical practitioners are required to notify the labor commissioner of a patient he believes to be suffering from any occupational disease.

The minister made direct a formal investigation into any accident.

4.1.2.5.

Other relevant legislation The Vehicles and Road Traffic Act (Cap.

46:50) provides for, among other things, the establishment of the Dominica Transport Board and the Licensing Authority.
The Board advises the minister on all matters pertaining to road traffic, including road safety, the regulation and control of traffic, the construction and maintenance of roads.

The commission of police is the licensing authority, responsible for registration, licensing and inspection of all motor vehicles, the issue driving permits and other matters assigned to him.

The Fire and Ambulance Services Act (Cap.

42:60) provides for fire and ambulance services in Dominica.

4.1.3.
Conventions Conventions to which the Commonwealth of Dominica is signatory are listed on the ECU web site as follows (http://ecu.gov.dm/): RD1415-FD-ESIA-Ed03 25 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Convention Basel Convention Convention on Biological Diversity Cartagena Protocol on Biosafety Date of accession Ratification/ August, 1998 July, 1994 July 2004 Cartagena Convention for the Protection and Development of the Marine Environment September 1990 International Convention on Civil Liability for Oil Pollution Damage August 2001 UN Framework Convention on Climate Change March, 1994 Kyoto Protocol on Climate Change January, 2005 Cotonou Agreement (Replaced the Lome Convention) July, 2002 UN Convention to Combat Desertification November, 1997 UN Convention on the International Trade in Endangered Species of Wild Fauna and Flora (CITES) June, 1995 Third UN Convention of Law of the Sea (UNCLOS) September, 1991 Convention on the Limitation of Liability for Maritime Claims Relating to the Arrest of Sea Going Ships August, 2001 Treaty for the Non-proliferation of Nuclear Weapons August, 1983 International Convention on Oil Pollution Preparedness, Response and Cooperation August 2001 International Plant Protection Convention April 1979 UN Convention on the Prohibition and Use of, Stockpiling Production and Transfer of Antipersonnel Mines and their Destruction.
March, 1999 26 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Convention Date of accession Ratification/ the Development, the Prohibition of UN Convention on Production and Stockpiling and Use of Chemical Weapons and (weapons of mass destruction) their Destruction.
(Chemical Weapons Convention) February, 2001 Geneva Convention on the Prohibition of Military or any other Hostile Use of Environmental Modification Techniques November, 1992 Treaty for the Prohibition of Nuclear Weapons in Latin America April 1993 UNESCO Convention on the Protection of the World Cultural and Natural Heritage July, 1994 International Convention for the Regulation of Whaling June 1992 Suppression of Unlawful Acts Against Safety of Maritime Navigation August 2001 International Convention for the Safety of Life at Sea 2000 Stockholm Convention on Persistent Organic Pollutants (POPs) August 2003 Vienna Convention for the Protection of the Ozone Layer Montreal Protocol on Substances that Deplete the Ozone Layer London Amendment Montreal, Copenhagen & the Beijing Amendments March, June, March, March, 2006 1993 1993 1993 Rotterdam Convention on the prior informed consent procedure for certain Hazardous Chemicals and Pesticides in International Trade January 2006 4.1.4.
World Bank Environmental Safeguards Policies World Bank environmental safeguards policies to be applied include (DVRP, 2014): OP/BP 4.01 environmental assessment The World Bank requires environmental assessment of projects proposed for Bank financing to help ensure that they are envirnonmentally sound and sustainable, and thus to improve decision making.

The breadth, depth, and type of EA analysis depends on the nature, scale, and potential environmental impact of the proposed project.
EA evaluates a project's potential environmental risks and impacts in its area of influence; examines project RD1415-FD-ESIA-Ed03 27 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment alternatives; identifies ways of improving project selection, siting, planning, design, and implementation by preventing, minimizing, mitigating, or compensating for adverse environmental impacts and enhancing positive impacts; and includes the process of mitigating and managing adverse environmental throughout project implementation.
The Bank favors preventive measures over mitigatory or compensatory measures, whenever feasible.

impacts EA takes into account the natural environment (air, water, and land); human health and safety; social aspects (involuntary resettlement, indigenous peoples, and physical cultural resources); and transboundary and global environmental aspects.

EA considers natural and social aspects in an integrated way.
It also takes into account the variations in project and country conditions; the findings of country environmental studies; national environmental action plans; the country's overall policy framework, national legislation, and institutional capabilities related to the environment and social aspects; and obligations of the country pertaining to project activities, under relevant international environmental treaties and agreements.
The Bank does not finance project activities that would contravene such country obligations, as identified during the EA.

EA is initiated as early as possible in project processing and is integrated closely with the economic, financial, institutional, social, and technical analyses of a proposed project.

The borrower is responsible for carrying out the EA.
OP/BP 4.04 natural habitats The World Bank supports the protection, maintenance, and rehabilitation of natural habitats and their functions, and advocates a precautionary approach to natural resource management.

OP/BP 4.09 pest management The World Bank promotes the use of biological or environmental methods of pest control, reducing reliance on synthetic chemical pesticides.
OP/BP 4.11 physical cultural resources The Bank assists countries to avoid or mitigate adverse impacts on physical cultural resources (movable or immovable objects, sites, structures, groups of structures, and natural features and landscapes that have archaeological, paleontological, historical, architectural, religious, aesthetic, or other cultural significance) from development projects that it finances.
The impacts on physical cultural resources resulting from project activities, including mitigating measures, may not contravene either the borrower’s national legislation, or its obligations under relevant international environmental treaties and agreements.

OP/BP 4.36 forests Forest issues likely to arise during the project are identified early in the Project Preparation phase.
A project with the potential for conversion or degradation of natural forests or other natural habitats that is likely to have significant adverse environmental impacts that are sensitive, diverse, or unprecedented is classified as Category A; projects otherwise involving forests or other natural habitats are classified as Category B, C, or FI, depending on the type, location, sensitivity, and scale of the project and the nature and magnitude of its environmental impacts.
28 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 4.1.5.
Institutions Relevant national institutions include: Physical Planning Department - Coordinates development planning and land use, approval of projects, EIAs reviews and requests Fisheries Division - Sustainable management and development of the fisheries resource by creating an enabling environment for enhanced food security and poverty reduction Forestry, Parks and Wildlife Division - Mandate for protection of the forest resources Division of Agriculture - Agriculture and climate change, food security and poverty reduction Dominica Meteorological Services - Collects climatological data for analysis, educational support to schools and community groups Office of Disaster Management - Coordinates the overall Disaster Management programme based upon the principles of prevention, mitigation, preparedness, response and recovery Dominica Solid Waste Management Corporation - Responsible for solid waste management Dominica Water and Sewage Corporation DOWASCO -Providing quality water and sewerage services sound management and environmentally sustainable practices.
DOWASCO has a total of 44 water system areas that provide water to over 95% of Dominica.

the use of appropriate technology, through Environmental Health Department - Protect the health of the public through monitoring of the environment and instituting intervention measures to prevent negative impacts on health.

The department monitors the quality of water provided by DOWASCO.

Public Works Corporation PWC - Implement programmes to improve the infrastructure in roads, utilities, ports and energy.
Ministry of Housing and Lands - Monitor and coordinate activities with respect to housing and land settlements.

It is governed by various legal instruments including the State Lands Act, Chapter 53:01and Land Acquisition Act, Chapter 53:02 among others.

Ministry of Public Works, Water Resource Management and Ports - Monitor and coordinate activities with respect to water resource management.
Manage national infrastructure namely; road network management, coastal management, irrigation and drainage, energy development, maritime services and port development and services.

The Ministry performs project management functions for all government developments.
The Ministry is responsible for planning, designing, implementing, monitoring and coordinating development activities in roads, air and sea ports, maritime, energy, civil aviation, meteorological services and in the operations of the Postal Services.
The Energy Unit coordinates activities related to the development and expansion of electricity production and distribution, including the development of renewable energy sources such as geothermal, solar, photovoltaic, wind energy and hydro energy, and the supply and provision of public lighting.

Environmental Coordinating Unit ECU - Implement, coordinate and develop of environmental policy of the Ministry of Environment, Natural Resources, Physical Planning and Fisheries.
ECU was established by a Cabinet Decision in 1999, to coordinate environmental activities in RD1415-FD-ESIA-Ed03 29 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Dominica and to serve as the focal point for the implementation of all Multilateral Environmental Agreements to which Dominica is a signatory.

The ECU works in collaboration with other stakeholders to promote sustainable environmental management.

4.2.
4.2.

SOCIAL The Project is expected to conform to national laws as well as the World Bank’s Social Safeguards Policy.

From a social perspective, the laws that are of critical importance to the Project are those pertaining to involuntary resettlement, land acquisition and compensation as well as to labour relations.
With regard to involuntary resettlement, the Land Acquisition Act, Chapter 53:02 sets out the provisions relating, inter alia, to acquisition, conveyancing, compensation and exemption from stamp duty and fees.

These provisions are held to be in conformity with World Bank’s procedures for involuntary resettlement, except in the area of the timing of compensation payment (Disaster Vulnerability Reduction Project, March 2014.

Resettlement Policy Framework).


While the World Bank stipulates that all compensation must be paid before the commencement of works on the lands to be acquired, the Government of Dominica provides for payment after acquisition.

To treat with this variance, Land Acquisition Operating Procedures were developed and agreed by the Government of Dominica and the World Bank.

They provide for the payment of compensation before commencement of works on lands being acquired.
Dominica’s labour laws generally conform to the ILO Conventions and Recommendations, which are in turn in keeping with the World Bank’s safeguards with regard to labour and working conditions (outlined in ESS2).

The national laws give effect to the abolition of child labour, treated in ILO Convention 138, in at least two pieces of legislation.

The Employment of Women, Young Persons and Children Act Chap.
90:06 prohibits the employment of children in any public or private industrial undertaking, except in which only family members are employed.

This is also supported by the provisions of the Employment of Children (Prohibition) Act.

Chap.

90:05.

Dominica is also a signatory to the Convention Concerning Forced or Compulsory Labour, 1930.
However, the Committee of Experts on the Application of Conventions and Recommendations (CEARC) in itis 2016 Gap Analysis had observed gaps in the national legislations giving effect to the Convention.

To rectify these, the Committee had recommended the repeal of the National Service Act, 1977 and that a greater emphasis be placed on forced labour in the Transnational Organized Crime Prevention and Control Act 13 of 2013.
The Social Impact Assessment, including the Social Engagement Plan, was to a large extent guided by the World Bank’s Safeguards with respect to involuntary resettlement and the treatment of Indigenous Peoples.
The Bank provides the following stipulations with regard to involuntary resettlement:  Involuntary resettlement should be avoided where feasible, or minimized, exploring all viable alternative project designs  Where resettlement cannot be avoided, resettlement should be conducted as sustainable development programmes  Displaced persons should be afforded the opportunity to improve their livelihoods and standard of living.
They must at least be restored to pre-displacement conditions or to those prevailing at the commencement of project implementation, whichever is higher (OP 4.12 – Involuntary Resettlement 2001, Revised 2013).

30 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment With regard to the treatment of Indigenous Peoples, the Bank provides for screening to determine their level of presence in a given Project.
It also provides for the free, prior and informed consultation with the affected Indigenous Peoples’ communities and the development of an Indigenous People’s Plan (IPP).

The IPP is intended to include a commitment that persons affected by the Project receive culturally appropriate, social and economic benefits from a given Project and that the Project be gender and inter- generationally inclusive (OP 4.10).
In keeping with these guidelines, DVRP facilitated the formulation of the Indigenous Peoples Plan, in consultation with the Kalinago Council and community stakeholders.

The IPP emphasizes the need for the free, prior and informed consultation with the Kalinago community, the high priority attached to the employment of the Kalinago people and the importance of skills transfer in the Project implementation phase.
Responsibility for Project coordination rests with the Project Coordination Unit of the Disaster Vulnerability Reduction Project (DVRP), which is established within the Ministry of Environment, Climate Resilience, Disaster Management and Urban Renewal.
Partner agencies include the Ministry of Public Works, Water Resource Management and Ports, the Lands and Surveys Division and the Property Valuation Unit within the Ministry of Housing and Lands; as well as the Physical Planning Division of the Ministry of Planning and Economic Development.

The Ministry of Finance performs a fiduciary monitoring role.

RD1415-FD-ESIA-Ed03 31 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 5.

PROJECT DESCRIPTION 5.1.


DESIGN BASIS The main goals of this project are to: Improve resilience of the infrastructure and   P rovide a reliable alternative route between Roseau and Douglas-Charles Airport.

The current road geometry is adapted to the existing terrain, and is characterized by high slopes and small horizontal radii so as not to cause high cuts or embankments.

Maximum design speeds are constrained by the resulting road turning radius and grade.
Typically, existing grades permit speeds of up to 60 kilometers per hour.

The limiting factor is radius, which in some locations constrains maximum speeds to less than 30 kilometers per hour.

An increase in design speed is a secondary consideration where it will require substantial alignment change, substantial modification to current slopes and radii, new bridges, large cuts and high embankments.

5.1.1.
5.1.1.

Design criteria Design criteria agreed between Client and Consultant, based on findings of the preliminary assessments, are as follows: Road geometry:  Retain current horizontal alignment and radii except where changes are advisable for bridge replacement or safety considerations.
 Width of the traveled way at 6.5 m in segments 1, 2 and 4, and variable between 5m and 6.5 m in segment 3 where traffic volumes are lower, current road which is narrow, there are a number of buildings next to the road and terrain is mountainous.

 Curb and slipper drain at the hillside of the road.

 Unpaved shoulder of 1.5 m1 at the other side of the road, for signage, ducts, guardrails, etc.
Geological and geotechnical: Reduce the height of excavation slopes, with adequate stabilization or design measures where this is not possible.

Hydrological: Increase culverts’ hydraulic capacity while maintaining current road level, by reducing the invert level of the culvert where possible.

In some locations, road alignment has had to be modified for hydraulic reasons.

Road alignment will not be significantly modified except at:  Bridge at Ch.

8+400  Multi-culvert at Segment 3, Ch.


0+300 1 This was revised upwards from the Consultant’s recommended 0.75m after discussions with the Client.

32 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Structural: Most existing bridges require major rehabilitation or replacement.

All the bridges will be replaced except Calixte bridge at the beginning of Segment 3.
Alignment of replacement bridges depends on hydraulic capacity and traffic management.

Pavement: The general design approach is to: 1.

Mill the existing surface and base and re-use it as the sub-base 2.

Apply new base material and place a 50mm asphalt surface.

This will result in a finished level approximately 20 cm above current levels.

5.1.2.
5.1.2.

Design approach The roads geometric design is guided by international codes and standards, modified as appropriate for topographic and other local constraints and practices.

To inform the design, the following studies have been undertaken by the consultants:  Detailed survey of the road and adjacent lands, covering an approximate width of 40 to 50 m (completed in May 2018).

 Drainage inventory, which provides information on culvert coordinates, size and condition.
 Geotechnical assessment, with all the data geo-referenced.

All locations (almost 100) with existing and potential geological or geotechnical risk have been checked and described, and possible solutions identified.

Recommendations are also made for emergency works and geotechnical investigation as required.

 Hydrological assessment, which included an inventory of drainage structures and associated pathologies.

Locations of surge hazard and flood hazard are identified.

 Pavement assessment.


 Structural assessment of bridges.

 Traffic assessment.

5.1.3.

Design recommendations Based on design studies undertaken, the following solutions have been developed:  Lined drains at the toe of slopes.

 Excavation and slope modification (benching), primarily for road widening and improved slope stability.

 Strengthening slopes (toe reinforcement).

This may be done with rockfill buttresses that increase the weight of material at the toe.
 Drainage techniques such as ditches, subsurface drains, drain pipes, etc.

This is the most important element of slopes stabilization as it increases soil stability and reduces the weight of the sliding mass.

Drainage may be surface or subsurface.

 Bio engineering stabilization measures and slope protection.

 Rock slope stabilization such as wire mesh, bolting and anchors (only in a very few locations).
 Retaining walls (concrete, gabions), where there is a high risk of landslide and easier solutions will be less effective.

RD1415-FD-ESIA-Ed03 33 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment  Control and rehabilitation of debris flows.

 Reinforcing potential rockfall areas.

 Stream channel lining to address scour (concrete walls and rock rip rap)  Reforestation of upper slopes in areas of debris flow.

 Debris flow retaining walls and check dams.


 Rehabiliation of Calixte Bridge.

 Replacement and upgrade of other bridges and culverts (for hydraulic and/or structural reasons).

 Replacement or rehabilitation of road culverts.

 New road base and pavement.

Limited emergency works have been identified as follows:  10m edge failure in Section 3 (Waypoint 47, File 32).

The left lane is unstable and dangerous for traffic.
 20m scour in Section 3 (Waypoint 51, File 37) on the left side, undermining the road and an existing concrete wall.

The road is severely damaged.

 Collapse in Section 4 (Waypoint 63, File 73).

A sinkhole in the road and another in the shoulder due to culvert failure.

Ongoing maintenance upon completion is identified as important:  Systematic clearance and maintenance of riverbeds, to ensure drainage structures function as designed.
Trunks and boulders block drainage structures, and sediments reduce capacity.

 Slope maintenance (vegetation, drainage).

 Structures maintenance.

5.2.

DESCRIPTION OF THE ROAD SEGMENTS Road Segment 1 is relatively short, measuring 4.5 km (2.8 miles) long.

It is aligned in a general east to west direction from the Pont Casse roundabout to the Bois Diable junction.
This road segment is situated in an elevated area within an altitudinal range between 591 meters (1,939 ft) and 457meters (1,499ft) above sea level.

Slopes are generally between 10⁰ - 30⁰ with few slopes of over 40⁰.

The zone of environmental influence/study area spans an area 2 kilometers (1.2 miles) wide on either side of the center line of the current road for its entire length.
The study area includes: residential homes/homesteads,  secondary montane rainforest,  several watercourses,  abandoned farmlands,   an open pit quarry,  a shooting range,  an ecotourism site,  hiking trails, and  a protected area.
34 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Sensitive environmental areas are the Morne Trois Pitons National Park-World Heritage Site and its proposed buffer zone, the Emerald Pool ecotourism site and the headwaters of several streams.

The entire study area has been designated as an “Environmental Protection Area” under the Physical Planning Act of 2002, because of the region’s environmental sensitivity.
Proposed civil works on Segment 1 will include:  widening of sections of the road,    slope stabilization, re-construction of retaining walls, rehabilitation/construction of drainage systems (culverts, concrete/earth lateral drains, culvert headwalls, wing walls and catch pits), stabilisation and protection of road edges, resurfacing of the entire road, and installation of guard rails.
   Road Segment 2, measures 9.5 km (5.9 miles) and begins just outside the north-eastern boundary of the Morne Trois Pitons National Park, close to the Bois Diable Quarry and the Emerald Pool Ecotourism Site.
This road segment runs in a general north-easterly direction and passes adjacent to the entrance/exit of the Emerald Pool ecotourism site, then traverses the hamlet of Fond Melle, Belle Fille/Castle Bruce valley, Castle Bruce Estate and terminates at the Castle Bruce-Petite Soufriere road intersection.

The road cuts across two (2) relatively large rivers, viz., Fond Figues River and Raymondstone River.
It also crosses over, approximately four (4) ravines and one (1) small river (unnamed) adjacent to the Castle Bruce Secondary School.

The afore-mentioned relatively large rivers, drain medium-size watersheds located on the western and northern side of the road while the Belle Fille/Castle Bruce River drains watershed areas on the southern side.

Steep-sided road embankments both above and below the carriageway are being impacted by land slippage and subsidence.
The elevated slopes along the specific section of road just north of the Emerald Pool are of concern.

Also, the bridges over the Fond Figues River and the Raymondstone River respectively, have been undermined and compromised by the combined effects of flood waters from Tropical Storm Erica and Hurricane Maria.
Proposed civil works on Segment 2 entail: realignment/replacement of two major bridges,   widening of sections of the road,   resurfacing of the entire carriageway, slope stabilization through contouring, slope reinforcement with retaining walls and gabion baskets, improved drainage by the construction of culverts and concrete/earth drains, culvert headwalls, wing walls and catch pits, stabilisation and protection of road edges and installation of guard rails.
   Road Segment 3, measures 8.8 km (5.41 miles).

It starts at the junction of the Castle Bruce /Petite Soufriere road and terminates in the village of Petite Soufriere.

The road traverses the RD1415-FD-ESIA-Ed03 35 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment rural communities of Tranto, Dix Pas, Morpo, Good Hope, San Sauveur.

The road also spans four rivers, viz., Castle Bruce River (2 branches), Kola Sari River, San Sauveur River.
The proposed road works will include a combination of: slope stabilization interventions, rehabilitation/reconstruction of roads,    4 bridges and retaining walls, and  rehabilitation/construction of drainage systems.

The longest road segment, Segment 4, measuring 20.5km (12.7 miles), starts at Castle Bruce, and meanders across the entire length of the Kalinago Territory, through the villages of Atkinson and Entristle, and terminates at the Hatton Garden road junction.
Civil works on Segment 4 includes: road widening, slope stabilization and terracing,    construction of new bridges across the Senhouse River, Richmond River and  Pagua River, reconstruction/replacement of culverts, retaining walls, culvert headwalls, wing walls and catch pits, stabilisation of road edges,   paving of the entire carriageway, and  installation of guardrails.

5.3.
5.3.

DESCRIPTION OF VARIOUS WORKS ELEMENTS For the purposes of identifying and quantifying potential impacts, project activities are broken down as described below.

Construction phase 1.

Road works a) Vegetation and topsoil removal b) Excavation (natural materials) c) Excavation (existing materials) d) Filling (embankments and top layers of road section) e) pavement (bitumen layer and other top layers) f) Wall construction g) Roadside drainage 2.

Bridges and associated works 3.

Large culverts 4.


Small culverts 5.

Debris flow mitigation 6.

Quarrying 7.

Spoil disposal Operational phase 1.

Operations and maintenance 36 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment These are described in more detail below.

5.3.1.
5.3.1.

Construction phase The geometric design for the road rehabilitation works that has been agreed with the Client results in the current horizontal and vertical alignment being retained except at a few specific locations2.

The design width necessitates widening and related works as specified in the design report.

That information is summarized in Table 5.1 below.

The following general observations can be made:  Widening is required on one or both sides along 92% of the total road length (i.e.
segments 1 through 4).

 New road alignment is only required along 2% of the total road length, in segments 3 and 2.

5.3.1.1.

Vegetation and topsoil removal Vegetation and topsoil will be removed from within the works footprint.

The limits of the areas to be cleared will be staked out, and trees to be felled will be marked.

Felling of trees will be by chain saw.

Tree trunks will be cut into manageable lengths for removal.

Removal of topsoil will be undertaken using appropriate equipment.

5.3.1.2.
5.3.1.2.

Earthworks and slope stabilisation Information on the extent of cuts and embankment required is also summarized in Table 5.1 below.

The following general observations can be made:   Total road length to be subjected to large cuts is 1%, and most of this will occur in segments 3 and 4.

There are only two locations where large embankments are required, and these are within segments 3 and 4.
The engineer’s estimates for waste quantities generated are based on the premise that existing road surface will be milled in place and converted to subbase, and that cut and fill will be balanced to the extent possible, once material quality is acceptable.

Such measures will contain costs of material importation and disposal, and reduce environmental impacts associated with borrow, haulage and disposal.

Details of the various quantities are provided by road Segment in Table 5.7.
Excess or unsuitable material will be hauled to disposal.

5.3.1.3.

Pavement Construction Existing wearing course will be milled and recycled into the new subbase in its entirety.

A new base course will be added.

The engineers estimate that around 11,000 m2 of existing asphalt course will be milled.

The corresponding finished pavement elevation will be approximately 20 cm above the current road.
2 In segment 3, the main road in the Good Hope area was abandoned several years ago after being affected by large landslides and debris flows triggered by extreme rainfall events.

The road was realigned along a more stable route through the Good Hope community.

Many residents have made a case for reinstating the original road as part of this project.
However, the geotechnical engineers advise against this on the grounds that new cuts along the original route would increase the risk of new destructive landslides that could reach Good Hope village.

RD1415-FD-ESIA-Ed03 37 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Existing concrete roads in Good Hope and Petite Soufriere will be widened using reinforced concrete.

Table 5.1.
Extent of road widening works summarised Segment Total Segment Length (km) Widenin g on Both Sides (m) Widenin g on One Side (m) New Road Alignme nt (m) Number of Location s with Large Cuts Total Length of Large Cuts (m) Number of Location s with Large Embank ments Large Embank ments (m) 1 2 3 4 4.53 4530 0 0 (100%) 9.42 8981 (95%) 119 (1%) 8.58 3060 2330 (36%) (27%) 320 (3%) 500 (6%) 0 0 6 19.98 5074 14794 0 13 (25%) (74%) Total 42.51 21645 17243 (51%) (41%) 820 (2%) 21 0 0 140 (1%) 340 (2%) 480 (1%) 0 0 2 1 2 0 0 50 (0.5%) 220 (1%) 50 (0.6%) 5.3.1.4.
Bridges and associated works Bridges and associated works are described in Table 5.2.

The following should be noted: 1.

Seven bridges require some kind of intervention due to one or more of the following: a.

Bad condition b.

Insufficient width c. Lack of hydraulic capacity 2.

All but one of the seven bridges are to be replaced.

The exception is Calixte Bridge in segment three which is to be rehabilitated, widening the paved area to 7.0 m and adding a sidewalk.

3.
3.

New bridges will be simple span bridges, constructed of composite steel I beam (that is a concrete deck slab supported on I beams).

The bridge substructure will typically comprise a cantilever retaining wall, and wing walls parallel to the direction of the bridge.

The Calixte bridge which is to be rehabilitated is of similar construction.

4.

Retaining walls will be built in the accesses to all of the bridges.
38 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 5.

Shallow foundations protected against scour are recommended for all new bridges.

6.

Bridge spans will vary, but all will have a total width of 7.0 m of paved area, comprising two lane widths of 3.25m and two shoulders on 0.25m.

7.

Where provisional bridges are proposed for traffic diversion during construction, these will be Bailey Bridges, capable of carrying 2 lanes of traffic.
Temporary roadworks will be required be installed to access these, and these will have to be removed upon completion.

Table 5.2.

Description of bridge works Bridge coordinates /chainage Description of existing bridge and immediate surroundings Description of planned works Bridge # Bridge name 1 Riviere L’Or CH08 + 388 (segment 2) The existing bridge is characterised by overtopping, debris poor impacts hydraulic performance.

and Geotechnical investigation rock outcrops.


identified The irrigation pipeline runs along the river bed upstream of the existing bridge and then along the towards Castle Bruce.

road 2 Belle Fille Ch.

12 + 400 (segment 2) the is The existing bridge characterized by frequent overtopping left upstream of bank, and a backwater Overtopping effect.

results flooding between the foot of the the hillside and houses adjacent to the bridge.
in The irrigation pipeline is strapped to the existing Belle Fille bridge.

There are two houses in close proximity to this that will be bridge impacted the proposed embankment works.

by Bridge works: A new bridge will be constructed just downstream of the existing bridge.

The new bridge will be wider, longer (25 m) and higher, so designed to mitigate against overtopping, debris impacts and poor hydraulic performance, characteristic of the existing bridge.
The existing bridge will continue in use during construction of the new bridge, and then will be demolished.

Adjacent road/drainage works: The road alignment will be adjusted as required bridge the on approaches.

new Bridge works: The new bridge will be wider and higher, at the same location.

Bridge length remains at 33m.

The new design will mitigate the frequent overtopping of the left upstream bank, and the backwater effect.
The new bridge will allow low frequency peak flows to pass without overtopping.

There is no free board on the new bridge, to avoid road and adjacent raising embankments in that would greater overflow obstructions.

result the A provisional bridge in parallel will be used to divert traffic during the works.

The social impacts on the two existing houses and recommendations for the mitigation of these are addressed in the social impact assessment.
River works: RD1415-FD-ESIA-Ed03 39 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Bridge # Bridge name Bridge coordinates /chainage Description of existing bridge and immediate surroundings Description of planned works 3 Calixte Ch 0 + 820 (segment 3) This bridge is located in the alluvial flood plain the Castle Bruce in valley.

There are no hydraulic issues with this bridge.

4 San Sauveur Ch.
4 San Sauveur Ch.

6 + 237 (segment 3) The existing bridge is too narrow and is in poor condition.

It is located within the village, and the school, church, residences and shoreline are all nearby.

5 Castle Bruce Ch.

15 + 600 (segment 4) one The bridge is located on a steep and very erosive ravine crossed as travels northwards away from Castle Bruce.

Large boulders and trees get trapped the narrowing caused by the bridge.

There is significant scouring and over evidence topping.
The performance of gutters is also inadequate.

of in The channel will be dredged, both the upstream and downstream of bridge.

Bridge works: The existing bridge (span 21.9 m) will be rehabilitated, and a sidewalk added.

The width will be to accommodate a roadway of 7 m, and a sidewalk of 1.2 m. increased Feasibility of the planned rehabilitation will be verified through a number of tests on the existing structure.

The bridge will continue in operation during the works to expand it.
Bridge works: horizontal The new bridge will be wider at the same location, without modifying the current vertical alignment.

The span is 15 m. The new improvement bridge will be an although the location in a built-up area close to the sea required a relaxation of design criteria.

and A provisional bridge in parallel will be used to divert traffic during the works.

Bridge works: The new bridge will be wider, longer (span 15 m, replacing a 6m span) and higher, at the same location.
The new bridge will be oversized to ensure there is sufficient free board to pass large debris.

Adjacent road/drainage works: There is an alternate route through Castle Bruce town through which traffic may be diverted.

6 40 Richmond River 17 + 500 (segment 4) The existing bridge is located on a steep stretch the Richmond River.

There is some undermining, of Bridge works: The new bridge will be wider and longer (span 12m), at the same location.
A provisional bridge will be erected RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Bridge # Bridge name Bridge coordinates /chainage Description of existing bridge and immediate surroundings Description of planned works 7 Pagua Bay 33 + 848 (segment 4) but no sign of over Hydraulic topping.

the performance of is existing bridge the acceptable, but is structural condition poor.
This is a large bridge in the floodplain near the mouth of the Pagua River.

There is some undermining.

alongside for traffic management.

Bridge works: The new bridge will be wider and higher at the same location, replacing the existing for structural and hydraulic reasons.

The span is 25 m. A provisional bridge will be erected alongside for traffic management.

5.3.1.5.

Large culverts Large culverts are described in Table 5.3 below.
The figures below illustrate the typical transverse section and elevation of proposed box culvert structures.

The main structure is composed of a rectangular box with constant wall thickness.

The interior box dimensions vary from location to location.

Culvert wall thickness varies from 0.3 to 0.7m depending on culvert size and site conditions.

The culvert length varies depending on the backfill definitions, skew angle, and hydraulic characteristics.
In addition to the box section, a set of four wing walls are planned for each culvert to protect the foundations.

Wing walls have a variable height depending on the topography.

Figure 1.

Typical transverse section of box culverts RD1415-FD-ESIA-Ed03 41 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Figure 2.

Typical elevation of box culverts Note that: 1.


Twenty one large culverts require some kind of intervention due to one or more of the following: a.

Bad condition b.

Insufficient width c. Lack of hydraulic capacity 2.

Culverts at twenty locations are to be replaced.

The one next to the Castle Bruce school in segment 2 is to be rehabilitated.

3.

New box culverts will be unicellular reinforced concrete culverts, cast in situ simple span.
The culvert battery on Segment 3 will be replaced with a battery of larger culverts.

4.

Shallow foundations protected against scour are recommended for all new culverts.

5.

Culvert dimensions will vary.

Dimensions are as shown in the table below.

Typically, dimensions are increased to improve a hydraulic performance and allowed debris to pass.

6.

Typically, the road will continue in use while culvert works are underway.

Table 5.3.
Table 5.3.

Large Culvert Descriptions Culvert # 1 2 3 42 Culvert coordinates /chainage Ch.

0 + 073 (Segment 1) Ch.

0 + 779 (Segment 1) Description of immediate surroundings Description of planned works Culvert works: The existing will be replaced by a box culvert of length 25m, height 2.6m and breadth 3.1m.

Culvert works: The existing will be replaced by a box culvert of length 17m, height 2.5m and breadth 3m.

Ch.
Ch.

0 + 848 Culvert works: The existing will be replaced by a box culvert of RD1415-FD-ESIA-Ed03 Culvert # Culvert coordinates /chainage (Segment 1) Ch.

1 + 016 (Segment 1) Ch.

1 + 368 (Segment 1) Ch.

2 + 449 (Segment 1) Ch.

3 + 669 (Segment 1) Ch.

8 +699 (Segment 2) Ch.


9 + 969 (Segment 2) Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Description of immediate surroundings Description of planned works length 15m, height 2.5m and breadth 3m.

Culvert works: The existing will be replaced by a box culvert of length 12m, height 2.5m and breadth 3m.

Culvert works: The existing will be replaced by a box culvert of length 22m, height 4.0m and breadth 3.1m.
Culvert works: The existing will be replaced by a box culvert of length 17m, height 2.5m and breadth 3.2m.

Culvert works: The existing will be replaced by a box culvert of length 25m, height 3.0m and breadth 3m.

Culvert works: The existing will be replaced by a box culvert of length 2.5m, height 2.5m and breadth 2.5m.

Culvert works: The existing will be replaced by a box culvert of length 4.5m, height 2.9m and breadth 3.8m.

10 Ch.

10 + 518 Culvert works: (Segment 2) 11 Ch 13 + 836 (Segment 2) 12 13 Ch.
00 + 295 (segment 3) Ch 00 +320 (segment 3) The existing will be replaced by a box culvert of length 12m, height 2.2m and breadth 2.4m.

The existing double box culvert will be rehabilitated, adding concrete and rip-rap for scour protection and building a retaining wall to protect an existing house.

The existing will be replaced by a box culvert of length 14m, height 1.5m and breadth 3m.

The new structure will comprise 5 box culverts of length 14m with a cross section of 1.5m x3m.
The new structure will be on a new and improved road alignment.

The existing will continue in use until construction is complete.

Road alignment will be new and improved.

This is near Castle Bruce School.

Hydraulic performance of the existing double box culvert is acceptable.

This is near Calixte Bridge in the Castle Bruce valley.

The existing structure comprises 11 culverts laid side by side.
These are prone to blockage RD1415-FD-ESIA-Ed03 43 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Culvert # Culvert coordinates /chainage Description of immediate surroundings by debris.

Description of planned works 14 15 16 Ch.

4 + 064 (segment 3) Ch 5 + 482 (segment 3) Ch 05 + 548 (segment 3) The existing will be replaced by a box culvert of length 12m, height 2.2m and breadth 2.4m.
The existing will be replaced by a box culvert of length 26m, height 2.25m and breadth 6m.

The existing culverts will be replaced with a box culvert, 6m long and 2.25 m high.

Grouted rip rap will be installed at the junction between tributary and ravine upstream of the new culvert, and downstream.

This is located between Good Hope and San Sauveur The existing arrangement is a triple culvert complex (36” dia pipes).

17 Ch 20+080 (segment 4) This is on Letang River.


The existing will be replaced by a box culvert of length 24.7m, height 7m and breadth 9.5m.

The existing double box culvert suffers from sedimentation and the inlet and undermining at the outlet.

18 19 20 21 Ch 22+240 (segment 4) Ch 24+300 (segment 4) Ch.

26 + 250 (segment 4) Ch.

33 + 760 (segment 4) 5.3.1.6.

Retaining walls The existing will be replaced by a box culvert of length 25.65m, height 6.1m and breadth 6.1m.
The existing will be replaced by a box culvert of length 31.4m, height 6.1m and breadth 6.1m.

The existing will be replaced by a box culvert of length 18.57m, height 3.1m and breadth 3.6m.

The existing will be replaced by a box culvert of length 22.693m, height 3.1m and breadth 3.6m.

The height of the proposed retaining walls varies from location to location, according to specific site requirements.

The figures below illustrate typical cross sections of the retaining walls.
The main structure of these walls is composed of a cantilevered vertical wall.

The thickness of the retaining walls with heights between 1 and 3 meters is constant, at 0.30m.

The thickness of walls of greater height in greater at the base of the wall, stepping down to 0.30m 44 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment at the top of the wall.
The cantilever walls transfer the loads to a shallow foundation (footing), as can be seen in the second figure.

This footing is placed on the natural terrain at a level determined on the basis of geotechnical recommendations.

Principle wll dimensions are tabulated in Table 5.4.

In addition to those tabulated below, there are a number of small walls (height <1m) which will be built to typical details.

Figure 3.

Typical transverse section of retaining walls Table 5.4.
Retaining wall locations and principle dimensions Wall 7.3.1 7.3.2 7.3.1 7.3.2 7.3.3 7.3.4 7.3.5 7.3.6 Segment Initial Ch.

Final Ch.

Length (m) Max.

Height (m) 1 1 2 2 2 2 2 2 1+348 3+170 5+391 6+330 8+698 8+790 8+870 1+351 3+175 5+405 6+344 8+713 8+810 8+920 3 5 15.47 14 15 20 50 11+540 11+570 30.19 1.95 3 3.39 4.51 3.97 3.5 4.5 7.85 RD1415-FD-ESIA-Ed03 45 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Segment Initial Ch.

Final Ch.

Length (m) Max.
Height (m) 2 3 3 3 3 3 3 3 4 4 4 4 4 4 4 4 4 4 4 11+641 11+670 27.88 3+115 3+121 3+430.5 3+439.5 4+401 4+704 4+732 4+768 5+591 4+416 4+723 4+754 4+781 5+607 17+923 17+936 24+278 24+290 25+972 25+987 27+725 27+733 27+813 27+822 6 9 15 19 22 13 16 12.96 10.25 9.59 7.73 9.58 27+981 27+997 21.09 29+706 29+721 14.4 29+834 29+855 20.33 30+345 30+365 20 30+417 30+435 31+354 31+363 18.33 13.13 4.72 1.54 2.02 1.47 2.93 3.66 3.09 4.25 5.09 2.42 4.07 2.18 2.87 2.49 3.13 2.87 2 1.74 2.68 Wall 7.3.7 7.3.1 7.3.2 7.3.3 7.3.4 7.3.4 7.3.4 7.3.5 7.3.1 7.3.2 7.3.3 7.3.4 7.3.5 7.3.6 7.3.7 7.3.7 7.3.9 7.3.10 7.3.11 5.3.1.7.
Small culverts A complete inventory of drainage structures along the roadway is provided in Appendix 2 to Annex 4 of the preliminary design report.

The inventory provides the following information for each existing small culvert crossing under the road: 1.

Number 8.

Length 46 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 2.

Segment 3.

Label 4.

Coordinates 5.

Chainage 6.

Type 7.

Barrels 9.

Diameter (in) 10.


Stand and rise (m) 11.

Level of siltation 12.

Notes 13.

Proposed intervention (Main actions and whether a new inlet and/or outlet is required) The information on proposed small culvert works is summarized in Table 5.5.

General observations in relation to the existing culverts are as follows: 1.

Most existing drainage structures (89%) are small dia.

reinforced concrete pipe.

These range in size from diameter 12” to 48”.


Most common sizes are diameter 36” and 48”.

2.

There are eight corrugated metal pipes in segment 4.

All except one is diameter 48”.

One is diameter 72”.

3.

Larger drainage structures under the road are typically box culverts or bridges, and these were discussed earlier.

4.

A very small number of new culverts is recommended at locations where none previously existed.

5.
5.

Most small culverts are single barrel, although two barrels at one location is not uncommon.

There is the 11 barrel assembly in segment 3, and two 4 barrel assemblies in segment 4.

6.

Some culverts were clear, but many were clogged or partially silted.

Approximately half of the culverts are to be cleared.

Table 5.5.

Proposed small culvert works summarized Proposed Intervention Segment Culvert replacement with concrete pipes No.

1 0 Culvert replacement with 1.5m box culverts No.


29 Culvert replacement with big box culverts No.

New culverts No.

4 0 2 19 19 0 2 Enlarged pipe culverts No.

15 29 Enlarged big box culverts No.


2 3 3 27 18 4 44 2 0 4 37 33 6 0 9 4 Total 83 99 14 46 55 9 RD1415-FD-ESIA-Ed03 47 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Proposed Intervention Segment Lined ditches and slipper drains m 4,326 7,310 6,182 13,000 30,818 Inlets (new or replacement) Outlets (new or replacement) No.

50 No.

37 61 53 45 44 82 72 238 206 1.


Recommended improvements are as follows:New inlets and outlets are recommended for most of the existing culverts.

2.

In some locations, energy dissipators are to be installed at the outlet.

Other refurbishments include downstream protection.

3.
3.

An assessment of the performance of allculverts with diameters less than 36” concluded that not all need to be replaced, notwithstanding they fall below the new Ministry of Works standard of a minimum diameter of 900 mm (pers.

Comm., Ministry of Works).

4.

Where small culvert replacement is recommended, the new culvert is typically dia.

1500mm.

It is expected that small culvert replacement where recommended will typically be with precast reinforced concrete pipe.
These are locally available from the Ministry of Works in various diameters, in 1m lengths.

They are in high demand, and early orders are recommended.

They are produced on the west coast, near Canefield, and would have to be transported by truck to the site.

Installation will occur as the earthworks associated with the roadworks progresses through the culvert locations.

During installation, one half of the road will remain open to traffic.
Where water is flowing continuously, it will have to be diverted to facilitate culvert installation.

5.3.1.8.

Debris flow mitigation A large number of Dominica’s slopes are prone to debris flow, and in Segments 3 and 4, the presence of debris flows was noted by the geotechnical experts.

Generally, the situation has been worsened by deforestation caused by recent hurricanes.

Materials are mobilized in the upper slopes, travel along the debris flow channel and can reach the roads downslope.
Locations are at the following chainages in Segments 3 and 4:  3+590 to 3+670 (Field point 44)  4+660  4+810 (upstream/right side) (Field point 48) 48 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Figure 4.

Photos of debris flows (FP 44/45) Extracted from Annex 3 to the Preliminary Design Report Figure 5.

Several debris flows inspected in Segment 3.


Photograph from Google Earth Extracted from Annex 3 to the Preliminary Design Report RD1415-FD-ESIA-Ed03 49 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Figure 6.

Debris flow in Segment 4.

Photograph from Google Earth Extracted from Annex 3 to the Preliminary Design Report Figure 7.
Debris flow appearance as seen in the site visit Extracted from Annex 3 to the Preliminary Design Report Debris flows may be repaired by replacing the missing elements: soils and vegetation.

At the three locations identified on the project, channel clearance and setting of sediment catchment traps have been recommended by the geotechnical engineer.

Sediment catchment traps are essentially small dams across the ravine to slow down the water flow, prevent erosion and promote sedimentation.
Planting and bioengineering resources are mandatory.

Table 5.6.

Description of Planned Debris Flow Mitigation 50 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Site ref.

No.

1 Area name Coordinates or chainage North of Good Hope 3+590 to 3+670 (Field point 44/45) Description of immediate surroundings There are two huge debris flows at this location, approximately 80 m and 100 m high respectively, with siltation at the toe.
There is a culvert at the platform for only one of these, but the culvert appears ineffective.

2 3 Good Hope Good Hope 4+660 4+810 (upstream/right side) (Field point 48) Description of planned works Clearing, bioengineering, Check dams and new culverts are recommended.

Continuous maintenance would be required.

Clearing, bioengineering, Clearing, bioengineering, 5.3.1.9.
Quarrying and sourcing of construction materials and equipment To the extent possible, material excavated from the road will be used for fill, reducing the need and costs, to: import fill material, and 1.

2. cart away and dispose of spoil.

Quantities of material for/from cut, fill, paving, borrow and disposal are tabulated below, by segment.

Table 5.7.

Estimated Volumes of Material No.


Vol )m3) 1 2 3 4 Segment Total 1 2 3 4 Scarifed 6675 12411 5140 22552 46778 Sub-base required 8994 19363 11317 36042 75716 Base required 8108 18461 10570 33005 70144 Wearing course required 1538 3123 2583 6694 5=2-1 Borrow for sub- base 2319 6951 6177 13490 13938 28937 RD1415-FD-ESIA-Ed03 51 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment No.
Vol )m3) Segment Total 6 7 8 Cut 3800 8979 17987 23366 54132 Overcut 6700 14301 7496 26616 55113 Fill 5146 10102 7640 22671 45559 9=10% of 6 Topsoil 380 898 1799 2337 5414 10=90% of 6 Soil from cut 3420 8081 16189 21029 48719 11=7-1 Soil overcut from 25 1890 2356 4065 12=10+11 Volume available for fill 3445 9971 18544 25094 13=8-12 Soil borrow from 1701 6132 8336 57054 7833 14=12-8 Soil for disposal 10904 2423 13327 Additional material (almost 30,000 m3) will need to be brought on site (all segments) for sub base.
Approximately half of this is required in Segment 4.

Material totaling almost 8,000 m3 will also be required to be brought onto Segments 1 and 2 for fill.

Almost 80% of this is required on Segment 2.

Excess cut material will be generated from Segments 3 and 4, totaling more than 13,000 m3.

More than 80% of this will be generated on Segment 3.

Foreign material importation levels on this project are not expected to be high as most materials required for road construction are readily available locally.
The following is noted: 1.

Tarish may be used for base and sub base, and this is a common practice in Dominica road construction.

Several laypersons encountered raised concern about its performance, but a ministry engineer countered this by noting that road performance is affected by many factors including construction practices, drainage, depth of the sub base layer, etc.

The closest tarish pit is at Bois Diable (within the project sphere of influence), and there is another at Pointe Michel.
There are no concerns regarding quantities available.

However, operational and environmental practices at the Bois Diable tarish pit are not up to standard.

2.

Geotechnical exploration so far conducted through this project has not identified any borrow pits within the project area.

However, excess cut from Segments 3 and 4 may be suitable for use as fill on Segments 2 and 1.

This will significantly reduce excess volumes to be disposed of and reduce the requirement to borrow from other areas.
Total disposal requirements can be reduced from more than 13,000 m3 to less than 6,000 m3, if this approach is used.

52 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 3.

Aggregates (coarse and fine) are locally produced and available from P H Williams at Canefield and R.D.I.

at Colihaut.

A local quarry is located at Les Pointes, on the West Coast, some 10 minutes’ drive from Roseau.

4.
4.

The government-owned asphalt plant has been inoperable for several years.

Contractor Gardakhan is the main local supplier, from a plant located at Layou.

There have been issues with availability of supply, and it would be important to ensure the supplier is informed well in advance, of the timing and quantities needed.

5.

Cement is available locally from the Argos importer located at Canefield, but there are sometimes availability issues.

For large projects, 1ton bags are usually purchased.
Again, the supplier should be informed of needs well in advance.

6.

Quality readymix concrete is readily available from a number of suppliers.

Several are located on the outskirts of Roseau and another is located in Melville Hall, close to Segment 4.

7.

There is no difficulty hauling materials between quarries, suppliers and the work sites 8. under normal conditions.

The only significant issue is cost due to distance.
In the event that significant levels of equipment are to be brought in from overseas, it should be noted that the port has had capacity issues in the aftermath of Hurricane Maria.

In the past, equipment has been landed at Point Michel and Hillsborough on the West Coast, but these are no closer to the site than the port.

Information relating to the Bois Diable Tarish Pit is provided in Table 5.8.

Table 5.8.

Works Description at Quarry Site within the Works Area Site ref.

No.
No.

1 Area name Coordinates or chainage Bois Diable Tarish Pit Coordinates at site entrance: 15.390475N -61.31309W Description of immediate surroundings (e.g.

geology, ecology, land use) The Bois Diable Tarish Pit is accessed off the East Coast road, segment 1.

It falls within the National Park / Forest buffer.

(under The Emerald Pool Department Forestry located is management) downslope of the pit and at times has reportedly been affected by drainage and runoff from this site.
Description of planned works It is assumed that this operational tarish pit will be used as a source of material for road subbase and base, given its location within the proposed roadwork.

to This assumes, subject confirm that the material quality meets minimum is customarily used for this purpose.

specifications, as testing to it Quantities required for this project are quite significant given the scale of the project.
Approximately 29,000 m3 of material are to be borrowed to meet sub-base requirements, and 70,000 m3 are required for road base.

However, availability of supply from this source is not a concern, and this project would not significantly deplete this national resource.
Due to the lack of resources of the Public Works Corporation (PWC) which is responsible for the management of the quarry, material cannot be supplied RD1415-FD-ESIA-Ed03 53 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Site ref.

No.

Area name Coordinates or chainage immediate Description of surroundings (e.g.

geology, ecology, land use) Description of planned works at the required rate.
PWC typically comes to an arrangement with large consumers and permits such consumers to extract material using their own resources for an agreed fee.

Extraction practices by the site operator should be required to meet acceptable OSH and environmental standards by the site regulators.

54 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 5.3.1.10.
Spoil disposal Poor practices in the disposal of spoil material have resulted in the poor environmental performance of a number of sites.

For example, disposal on the Massacre coast line has reportedly resulted in high levels of sediments being washed into the marine environment.

In another example at Antrim, spoil was reportedly disposed of on private land adjacent to the road with the permission of the owner who wanted to raise his property.
The material was plastic and stiff, with poor drainage, and continuously subsides, along with the road itself, making the road impassable at times.

Estimates are that 80% of excess spoil, or almost 11,000 m3, will be generated in Segment 3, with the balance generated in Segment 4.

More than 5,000 m3 of topsoil will also be generated across all 4 segments.

The project TOR required sites to be identified for spoil disposal.
Spolil disposal requirements may be reduced significantly if excess spoil from cuts (generated mainly in Segment 3, and to a lesser extent in segment 4) is used in Segments 2 and 1, where fill importation is required.

Assuming suitable material is cut in Segment 3, volumes for disposal from Segment 3 can be reduced from 11,000 m3 to less than 5,000 m3 if used on Segment 2.
Use of cut from one location for fill at another, is an operational activity where impacts associated with material handling, transportation and stockpiling will have to be addressed.

There may be a need for temporary stockpiling of cut material at an appropriately located and managed interim storage site, until it can be used as fill on another segment.

The disadvantage to this will be double handling of the material.
Depending on the quantum of material to be stored, interim storage sites may be identified within the origin site or the destination site, or at designated spoil disposal sites.

All environmental and social considerations that apply to stockpiling of material and management of spoil disposal sites should be considered at such locations.

The following sites are recommended for consideration for disposal of spoil generated by this project: 1.

Terre Femme, en route to Rosalie from Bois Diable 2.
Castle Bruce Waterfront 3.

Bois Diable Tarish Pit 4.

It is also possible, that if the solid waste management and planning authorities may agree on a solid waste disposal site for the east coast, material may be stockpiled there for use as waste cover in the future.

Waste cover is one of the most costly operational aspects of landfilling operations.
The first two listed sites are already being used for disposal of spoil from other public projects, but the environmental mitigation measures in place are not adequate.

Properly managed and in consultation with the land owner regarding planned future land use, spoil disposal offers an opportunity to make the land more suitable for the owner’s intended use.

In the case of the tarish pit, it provides an opportunity to remediate and contribute to improved environmental performance of that site.
This should be in the context of a masterplan that should be developed to govern operations at that site.

Any site proposed for spoil disposal must have the requisite government approvals in advance of the planned works.

The plans for site development and remediation should be submitted to the following agencies for review and approval: RD1415-FD-ESIA-Ed03 55 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 5.

Physical Planning and Development Authority 6.


Department of Environmental Health 7.

Solid Waste Management Corporation The four listed spoil disposal site options are described in further detail in the table below.

Table 5.9.

Description of Spoil Disposal Sites Site ref.

No.

1 Area name Coordinates or chainage Description of immediate surroundings (e.g.
geology, ecology, land use) Terre Femme 15.390200N -61.29922W This site is situated on private lands in Terre Ferme, approximately one kilometer from the intersection of Road Segments 1 and 2.

The site is flanked on its northern side by the main road to Rosalie and by a ravine on its southern boundary.

The location is currently being used for disposal of spoil from an ongoing rehabilitation project.
The gently sloping land which was originally cultivated is now lying fallow and covered with secondary forest vegetation.

road 2 Castle Bruce Waterfront 15.434913N -61.257950E flood prone.

These are publicly owned flat coastal lands adjacent to the town of Castle Bruce east of the playing field, near the coastline.

The general area is waterlogged and is ongoing dumping that is raising the waterfront area, and risks increased flooding behind.
Storm drains from Castle Bruce discharge into the the north-eastern section of disposal site.

There The vegetation on the site is comprised mainly of tree species typically found in the littoral (coastal) woodland, including Sea Almond (Terminalia catappa), White Cedar (Tabebuia pallida), Sea Grape Description of planned works Spoil disposal already occurs at this site by a contractor on another project, under private agreement between the contractor and landowner.
There appear to be no erosion or sediment control measures in place.

Environmental mitigation measures for management of spoil disposal sites are provided in Best Practices to be applied by Contractors (Appendix 1 to the ESMP).

Spoil disposal already occurs at this site.

Of the sites so far identified, this one offers the greatest potential because of its location within the project area, and its capacity.

There appear to be no environmental mitigation measures in place.
Environmental 56 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Site ref.

No.

Area name Coordinates or chainage Description of immediate surroundings (e.g.

geology, ecology, land use) Description of planned works (Morinda uvifera), Noni (Cocoloba citrifolia) and Coconut (Cocos nucifera).
A large percentage of the trees on the site have been toppled, uprooted or suffered broken stems, as a direct result of the impacts of Hurricane Maria.

Ground vegetation includes shrubs, grasses and herbs such as; Lantana spp., Lemon Grass Seaside (Cymbopogon citratus) and Potato (Ipomea pes-caprae).

mitigation measures for management of spoil disposal sites are provided in Best Practices to be applied by Contractors (Appendix 1 to the ESMP).
Bois Diable Tarish Pit Entrance coordinates: 15.390475N -61.31309W Endangered leatherback turtles are known to nest on the adjacent Castle Bruce beach.

Dumped waste is a mix of spoil, concrete, and other demolition debris e.g.

a ceramic toilet was observed when the site was visited.

This site was described in the previous section, as a potential material source.

It is located off segment 1, within the National Park / Forest buffer.

The tarish pit is owned by the government and managed by PWC.
Emerald Pool is downslope and at times is affected by drainage and runoff from this site.

East Coast waste disposal site Site is yet to be identified by the relevant authorities.

The draft Dominica National Physical Development Plan notes that a disposal site for the east coast should be identified on the east coast.

A site has not yet been selected.

3 4 There is a large hole excavated near the current working face that could be used for disposal of spoil.
This should be part of a masterplan/ remediation plan that should be developed for the site by the site owners/ operators.

Spoil material may be stockpiled for future use as landfill cover material.

This presupposes that the authorities will identify the proposed landfill site and agree to the proposal to receive spoil material.

RD1415-FD-ESIA-Ed03 57 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 5.3.2.

Operational phase 5.3.2.1.


Existing maintenance capacity The Ministry has a maintenance crew supervised by a senior engineer.

The maintenance program is constrained by the limited number of technicians available.

Technicians are assigned to specific areas, and there are two technicians in this project area.

They periodically check road conditions as well as respond to complaints.
These inspections result in actions such as pothole repair, or requests to the engineering division for designs for engineering works required.

Maintenance capacity will have to be enhanced to meet the requirements for this project.

5.3.2.2.

Requirements for maintenance Intermittent inspection and maintenance activity will be required to sustain the performance and extend the design life of the various components of road and related infrastructure.
Road maintenance prolongs the life of the road by decreasing the rate at which deterioration occurs.

Routine maintenance typically saves money in the long-term and also reduces the risk of the road deteriorating to a state where operational costs escalate.

Every pavement, no matter how well designed and constructed, will deteriorate due to traffic, weather conditions, and material properties.

Regular maintenance is therefore required to provide the desired level of service.
If defects are left too long they can cause severe damage that may require extensive pavement rehabilitation.

Failure to undertake preventative maintenance – such as culvert entrance clearance – may result in significant environmental damage and greatly increased rehabilitation costs – such as if culvert blockage occurs.

Maintenance practices need to be specifically designed for the pavement type, traffic volume, frequency and axle weights.
Maintenance not only preserves the road but also protects other resources, maintains user safety, and provides for efficient travel along the route.

Preventative maintenance as well as on-demand maintenance is necessary to keep traffic movement constant without delays and blockages.

5.3.2.3.

Inspections To ensure that a pavement is correctly maintained, regular inspection is required to identify problem – or potential problem – areas.
Roads should be inspected as part of a regular inspection programme, and after a storm or extended wet period.

The results from these surveys should then be used to develop a maintenance plan.

A checklist of features which should be noted during an inspection should be developed.

This may include: Pavement surfaces Flat crown - - Depressions - Potholes - Soft spots - Shoving - Slippery surfaces.
58 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Unsealed shoulder surfaces - Ruts - - - - Potholes Soft spots Low and high shoulders Scouring.

Grassed shoulder surfaces Build up Soft spots Poor slope - - - - Ruts - Debris - Height of grass.

Water channels - Debris build up - Blockages - Scour - Vegetation growth - Culvert entrance debris accumulation - Bridge waterway erosion or accumulation of debris.
Other - - - - Signage Excessive dust Encroaching vegetation Bridge structure damage, cracking or corrosion.

In wet conditions the following features become more obvious: Ponding – on the road surface and in the road side drains Surface flooding Blockages Leaking flumes Leaking culvert joints Seepage up through the pavement - - - - - - - Water runoff across the road instead of into the road side drain.

5.3.2.4.
5.3.2.4.

Maintenance plan Maintenance will be undertaken by the infrastructure manager (presumed to be the Ministry of Public Works or entities contracted by that agency, unless otherwise noted).

The following components will need to be addressed in the Ministry’s Maintenance Plan: 1.

Bridges and culverts RD1415-FD-ESIA-Ed03 59 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 2.

Waterways up- and downstream of bridges and culverts 3.

Sediment traps 4.
Sediment traps 4.

Pavement and drainage 5.

Roadsides and shoulders, and berms 6.

Cut slopes and embankments (including bioengineering) 7.

Walls 8.

Debris flow management structures 9.

Guardrails 10.

Signage and road markings 11.

Ancillary structures such as bus shelters (responsibility for these may be transferred to others) A maintenance plan is required to identify requirements in relation to these various components.
The capacity of the Ministry will likely require strengthening to meet the requirements.

60 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 6.

SOCIAL ENGAGEMENT PLAN The Social Engagement Plan (SEP) is a key pillar of the Environmental and Social Impact Assessment (ESIA) as it provides a mapping of all communication activities considered necessary to result in full community ownership of project implementation.
The plan pays particular attention to seeking feedback on likely negative impacts during the construction stage when disruptions to community life are most likely.

The consultative process also seeks community feedback on project activities to date, including compliance to World Bank Guidelines governing project implementation.

Activities in the plan are classified under two phases as follows: Phase 1- Sensitisation and Preliminary Feedback.
This consisted of interaction with stakeholders to assess the environmental and socioeconomic baseline, whilst engineers prepared the preliminary designs.

During this phase, as well, preliminary feedback on the broader project purpose and stakeholders.

Feedback/information gathering methods included one-on-one face to face meetings, telephone meetings, focus group meetings, public consultations, administered interviews and voting procedures.
impacts was obtained likely from Information dissemination to ensure high turnout at public consultations was handled by the DVRP while the actual consultations in the communities were facilitated jointly by the DVRP and the TYPSA/CEP Social Specialists.
The public consultations included power point presentations, which provided project background, objectives and implementation phases and time lines; a discussion style exchange on benefits and likely negative impacts of the project; and participatory information gathering exercises, through administration of a simple questionnaire and the engagement of participants in the Las Vegas Voting exercise.
The meetings with the Village Councils were convened and conducted by the TYPSA/CEP Social Specialists; and in all cases, participants included at least the Chairman and the Clerk of the Council and in some cases other Councillors.

Table 6.1 provides the spread of villages covered by each Village Council in the captive area, based on which five meetings with the Village Councils were arranged respectively.

Village Council Name Villages 1.

Castle Bruce 2.


Atkinson Tranto Castle Bruce Antrizle Atkinso Dix Pas 3.

Good Hope 4.

Petite Soufriere 5.

Kalinago Territory n MorPo Good Hope Petite.

Soufrier e San Sauveu r Bataca Crayfish River Salybi a St. Cy r Gaulett e River Mahau t River Sineko u Concor d RD1415-FD-ESIA-Ed03 61 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Table 6.1.

Village Council Coverage.


All activities listed under phase 1 have been successfully undertaken.

Overriding Results from implementation of phase 1 of the plan include:  Expectations managed: Villagers sensitized to the nature and scope of the project and the timing of implementation phases  Feedback on likely benefits and negative impacts obtained, using participatory and all- inclusive approaches, from affected communities, including indications of priority concerns.
 Validation of the already held view that the project is welcomed by the affected communities  Findings on level of implementation of environmental and social safety safeguards to date Phase 2 – Presentation of Findings of the SIA & Response to Engineering Designs: To seek feedback from stakeholders on likely environmental and socio-economic impacts based on engineering designs and to discuss mitigation options and action plan where negative impacts are foreseen.
The action plan was also discussed with key public sector stakeholders.

The Social Engagement Plan called for:  Discussions with respective Village Council Executive members to get:  Feedback on recommended engineering designs, to be undertaken by the DVRP and Social Impact Consultants.
 Feedback on engagement in implementation of project environmental and social safeguards agreed by the World Bank and the DVRP especially in the case of any further need for resettlement of affected persons, relating to compensation for affected property, including land acquisition and decision making generally as specified in the DVRP Resettlement Policy Framework and Indigenous People’s Plan.
 Public Consultation, facilitated by Social Impact Consultants and DVRP, in each of the 4 segments (lots) on engineering designs, proposed mitigation strategies and action plan for eliminating, and at worse, minimizing negative impacts during construction and after completion of rehabilitation of the roads.

Feedback also to be provided on location of bus stops, viewing points, lighting and sidewalks for inclusion in the engineering designs.
 Draft text related to the mitigation plan, for PR flyers to be designed appropriately and used for wide community distribution during construction - by DVRP.

Phase 2 consultations were held and feedback obtained on the engineering designs as well as the views of the communities on the location of bus stops, viewing points, lighting and sidewalks.

The Register of Participants in the public consultations and a record of the discussions form integral parts of this plan and are appended to this report.
(See also the updated Social Engagement Plan in Appendix 5).

62 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 7.

BASELINE DATA 7.1.

PHYSICAL ENVIRONMENT 7.1.1.

Topography and Relief The East Coast Road Project is located on the leeward or eastern side of the Dominica, at an altitudinal range between 578 meters (1897 feet) and 7.62 meters (25 feet) above sea level.
This arterial road originates at the Pont Casse roundabout in the central highlands and traverses in a general easterly direction to Castle Bruce on the windward coast, from where it continues in opposite directions along going south to Petite Soufriere and north through the length ofthe Kalinago Territory to Hatton Garden, respectively.

The project’s study area or zone of direct influence is located 2km on either side of the center line of the road.
It covers an area of approximately 173 square kilometers, situated within a triangular geographical space delineated by coordinates at 15°22’40.1”N 61°20’38.9”W, 15° 23’ 22.7”N 61°15’ 16.5”W, 15°30’58.6”N 61°16’40.2"W. The project’s “zone of influence”, encompasses the hamlets of Pont Casse, William, Fond Melle, Belle Fille Valley, and Castle Bruce Valley, the rural communities of Castle Bruce, Tranto, Dix Pas, Morpo, Good Hope, San Sauveur, Petite Soufriere, eight (8) hamlets in the Kalinago Territory, Atkinson, Entwistle and Pagua Bay in addition to the northern section of Morne Trois Pitons National Park (UNESCO World Heritage Site).
The study area’s topographical features include mountains, steep river valleys, rivers, ravines, flood plains, estuaries, coastal cliffs, marine bays and areas of relatively flat land.

The topography of the island is dominated by a central line of volcanic peaks that rise to 1,220m and from which radiate numerous ridges that extend to the coastline where they sometimes end abruptly as steep sea cliffs.

The terrain is very rugged and steep with numerous streams and river.
The high mountains and deep ravines are covered in rich tropical forests.

The central watershed areas are no more than 6.5 km from the sea in all directions and are declared National Park Reserve.

A number of subsidiary peaks (about 610m high) are found just outside this central line of ridges, dislocating to some extent the natural radial distribution of the main ridges.
The relief is extraordinarily abrupt with highly dissected terrain, numerous steep or precipitous slopes and with relatively little flat land.

Estimates of land slope classes as a percentage of the total area indicated that 85% of the land is very steep or mountainous, 13% is steeply undulating and 2% is flat or gently undulating.

Flat land is restricted mainly to the coastal areas, with population centres concentrated in these areas.

7.1.2.
7.1.2.

Climate The climate of the study area, like most of Dominica, is classified as “humid tropical marine”.

It is characterized by minor seasonal or diurnal variations with strong and constant trade winds coming in from the Atlantic Ocean.

These trade winds blow in a general westward direction.

They contact the island from the northeast throughout most of the year.

However, a south-easterly pattern develops during the summer months.
Wind speeds are generally RD1415-FD-ESIA-Ed03 63 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment moderate averaging 6.4 km (4 miles) per hour at sea level and about 14.4 km (9 miles) per hour at elevations of 442 meters (1,450 ft) above sea level.

Average daily temperature values range from 27⁰C (81⁰F) on the east coast to approximately 21⁰C (70⁰F) at higher elevations.

Seasonal fluctuation in temperature is generally less than two degrees Celsius.
Relative humidity is generally high, usually in the region of 95% and seldom falling below 85% in the interior.

At night, relative humidity levels increase, particularly in the interior where temperatures drop off noticeably.

Dominica has a clearly defined “dry season” from February to June, and a “rainy season” from July to December.

This seasonal variance is much less noticeable on the east coast and in the interior of the island, as compared to the west coast.
Dominica receives highest rainfall on its eastern (windward) side, due to orographic effects of its mountains.

Tropical storms and occasional hurricanes tend to occur from June to November.

The study area’s relatively large size, rugged topography, rainfall patterns and differences in altitude, contribute greatly to micro-climatic variability.

The site straddles four precipitation zones resulting in variable rainfall across its length and breath.
Typically, rainfall increases from an annual average of 2,540mm (100 inches) at Castle Bruce located on the coast, to 6,350mm (250 inches) within the central montane forest zone near the Emerald Pool and Pont Casse.

Rainfall within the study area can be described as moderate to high, generally heavy but of short duration.

Segment 1 The climate in this locality is described as “humid tropical marine” with minor seasonal or diurnal variation.

Relative humidity is usually in the region of 85%.


Average daily temperature is approximately 21⁰C (70⁰F).

Rainfall is generally heavy.

Mean annual rainfall in the locality is about 6,350mm (250 inches).

Segment 2 The humid tropical climate displays minor seasonal or diurnal variation.

The area is constantly buffeted by the prevailing northeast trade winds which blow westward and upward, through the Castle Bruce valley.
Relative humidity is usually in the region of 95% seldom falling below 85 % in the interior.

Average daily temperature ranges from 27⁰C (81⁰F) in the low-lying areas at Castle Bruce to approximately 21⁰C (70⁰F) at higher elevation near the Emerald Pool.

Mean annual rainfall varies along the Castle Bruce Valley, from as high as 6,350mm (250 inches) near the Emerald Pool, to 2,540mm (100 inches) in the low-lying areas at Castle Bruce.

Rainfall is generally heavy but of short duration.


The greater Castle Bruce Valley has been classified a major watershed basin in Dominica.

This watershed basin is drained by several rivers and streams, viz., Fond Figues River, L’Or River, Vio River, Raymondstone River, Maclauchlin River, Belle Fille River and Castle Bruce River.

A water intake on the Fond Figues River supplies surface water for an irrigation system on the Castle Bruce Estate.
The low-lying lands at the bottom of the Castle Bruce valley is considered a floodplain.

An estuary exists at the tidal mouth of the Castle Bruce river.

Segment 3 This windward coast exhibits minor seasonal variation in climate.

Relative humidity is usually high.

Average daily temperature is 81⁰F (27⁰C).

Annual rainfall is in the region of 2,540 mm (100 inches).
The relatively large Castle Bruce river drains one of the island’s major 64 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment watersheds.

A small wetland exists at the estuary of the Castle Bruce River at the confluence of its two downstream branches.

The upland forested watersheds in San Sauveur are drained by two relatively small rivers, namely: San Sauveur River and Kola Sari river.
The steep slopes above Good Hope and Morpo are drained by two (2) partially dry ravines.

Segment 4 Average daily temperature is 27⁰C (81⁰F).

Relative humidity is usually in the region of 95%.

Mean annual rainfall is 2,540mm (100 inches).

Generally, rainfall within this study area is moderate.
The road segment traverses several watercourses, viz., Senhouse River, Richmond River, Madjini River, Mahaut River, Gaulette River, Salybia River, Crayfish River, Entristle River and Pagua River in addition to several ravines.

These watercourses drain eight (8) small to medium-size watersheds on the rugged east facing elevated valleys while the Pagua River drains the major watershed basin in the Pagua Valley.

7.1.2.1.
7.1.2.1.

Climate change projections The SNC summarised anticipated climate impacts as follows: 1.

There is evidence to suggest that the climate of Dominica is changing.

Both maximum and minimum temperatures have increased in the recent past.

2.

The warming trend is expected to continue.

The country is projected to be warmer by up to 1.3oC by the 2050s, and between 2 and 3 degrees by the end of the century.

3.

Winter months will see marginally larger increases in temperature than summer months.

4.
4.

The frequency of very hot days and nights will increase, while the number of very cool days and nights will decrease.

5.

The country is likely to be drier in the mean.

Projections are for up to 20% drier by mid century when models show more consensuses about the trend, and up to 50% drier by 2100.

6.

July-August will likely be drier.

7.

The seasonality of Dominica will be largely unchanged.
The cooler (with respect to late season temperatures) dry early months and wet hotter late months will still prevail.

8.

Hurricane intensity is likely to increase (as indicated by stronger peak winds and more rainfall) but not necessarily hurricane frequency.

9.

Caribbean sea levels are projected to rise by up to 0.24 m by mid century.

10.

Sea surface temperatures in the Caribbean are projected to warm, up to approximately 2oC by the end of the century.

11.
11.

ENSO’s impact on Dominican rainfall (early and late season) will likely continue, given projections of the phenomenon’s continued occurrence in the future.
The Policy Framework for Integrated (Adaptation) Planning and Management in Dominica (GOD, 2002) anticipated likely climate change impacts to to include, among others:   The flooding and submergence of coastal resources due to sea level rise; Loss of forests and terrestrial biodiversity resulting from changes in diurnal and nocturnal temperatures and rainfall;  Depletion of water supplies and water quality;  Reduced agricultural productivity; RD1415-FD-ESIA-Ed03 65 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment    Increased occurrence of pests, contagious and stress-related diseases, and other human health impacts; Increased coastal erosion and infrastructure damage resulting from increased strength of storm surges and hurricanes; Loss of marine biodiversity from sea-level rise, increased water temperatures, and effects on marine environment from climate change impacts.
The SNC (GOD, 2012) concluded that a number of Dominica’s existing vulnerabilities to current climatic conditions are likely to be exacerbated by many of the projected changes in regional and global climate.

7.1.3.

Air quality There is no record of air quality measurements available.
However, it may be reasonably concluded that air quality within the sphere of influence is generally very good, due to a number of factors:  Little adjacent development and activity except within the confines of communities and hamlets  Small rural communities, most of which are located in exposed coastal areas  Commercial activity limited to small tourism and eco-tourism site operations and community services  No significant industrial activity except at the tarrish quarry  Low traffic levels along the road  Uninterrupted vegetative cover beyond communities and on the hillsides  Exposure to northeast trade winds.
7.1.4.

Geology and geomorphology 7.1.4.1.

Geology Dominica belongs to the inner arc of volcanic islands of the Lesser Antilles.

Signs of volcanic activity are still very evident, with the presence of fumaroles and geysers particularly in the south of the island.

The geology of the island is predominantly of volcanic origin which has greatly influenced soil types.

Dominica is an island primarily comprising volcanic rocks, with a rugged topography of deep valleys and steep mountain slopes.
In the Eastern Region along the Atlantic Coast, the rock massif is formed from the oldest rocks, dating back to the Miocene Era.

This geological unit defines the terrain in the Segments 3 and 4.

To the west, in the central part of the Segment 2, over a major unconformity, volcanic rocks from the Pliocene Age are found.

It is formed from basaltic pillow lavas and submarine volcanic breccias.
Segment 1 and the first part of Segment 2 are developed over extensive pyroclastic deposits with blocks and ash flow, deposited in the piedmont of the huge pelean dome of the Volcano Morne Trois Pitons.

An important layer of weathered rock overlies the substrate rock massif.

This layer includes residual soils prone to landslides (mainly triggered during storm events) and settlement due to slow slope movements.

The road platform is typically founded on these residual or weathered rocks.
Over the volcanic rock substrate there are Quaternary deposits of soils, mainly with coluvial or alluvial origin.

66 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 7.1.4.2.

Geomorphology In Segment 1 and the first part of Segment 2, up to chainage 5+100, the road runs over an area of soft relief formed by the pyroclastic accumulation of material ejected from the Morne Trois Pitons volcano located to the south of the road.
This pyroclastic deposit forms a piedmont of the mountain that buried the former topography developed over the ancient rock substrate.

As a result, cuts and embankments of the road in this area are small and only small natural channels of water have to be crossed.

At around chainage 5+100, in the vicinity of the Emerald Pool, a high, steep slope, around 150m high, has to be overcome by the alignment.
This area is the transition between the plain area of pyroclastic deposits and the most rugged topographical surface developed over the volcanic rock substrate.

In the slopes developed over this topographical steep, a number of landslides affect the road.

One of these was under repair at the time of writing of this report.

Generally, the geomorphology in the areas developed over the rock volcanic substrate is very rugged with deep valleys excavated by rivers and torrents.
This morphology predominates over the rest of segment 2, as well as in segments 3 and 4.

There are frequent landslides and debris falls in the steep mountain slopes developed in this region.

At Chainage 8+400 the road crosses the deep valley of the Rivière L’or with developed landslides in the right margin.

The last section of segment 2 from Chainage11+500 and the first section of segment 3 are located over the flat alluvial fan of the Belle Fille River.
Within this alluvial area, there are a number of river channels and tracks of former channels which are activated during storm events.

Segments 3 and 4 traverse the steep mountain slopes of the Dominica East Coast.

These slopes dip directly over the coastal cliffs and there are frequent landslides and debris flows.

7.1.5.
7.1.5.

Hydrology The zone of influence spans three of the largest watersheds in Dominica namely:    some southern tributaries of the Layou River watershed in the foothills of Morne Trois Pitons, the Castle Bruce River watershed and the lower reaches of the Pagua River Watershed.

The zone of influence also traverses smaller watershed areas at San Sauveur and the Kalinago Territory.
A large fraction of the study area comprising Road Segment 1 and Road Segment 2 respectively, functions as the drainage basin for several permanent and temporary watercourses radiating from the northern slopes and foothills of Morne Trois Pitons and the steep slopes of the Castle Bruce valley.
The perennial watercourses include: Warner River, Deux Branche River, Laurent River, Black River (Emerald Pool River), l’Or River, Fond Figues River, Vio River, Belle Fille River, Maclauchlin River, Raymondstone River and Castle Bruce River.

RD1415-FD-ESIA-Ed03 67 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Road Segment 3 traverses two branches of the Castle Bruce River, near its estuary in St David’s Bay.
The low-lying land at the eastern end of the Castle Bruce Valley is considered a floodplain which is prone to flash flooding.

This road segment also cuts across the Kola Sari River and San Sauveur River, both of which drain the upland watersheds in the San Sauveur.

Road Segment 4 meanders from Castle Bruce across the Kalinago Territory and terminates in the Pagua Valley.
It traverses numerous permanent streams, namely: Senhouse River, Richmond River, Madjini River, Mahaut River, Gaulette River, Salybia River, Crayfish River and Pagua River.

These rivers and associated tributaries drain surface runoff from upland watershed areas northwest of Castle Bruce and the western upland slopes of the Kalinago Territory.

The Pagua River originating from the Central Forest Reserve drains the entire Pagua Valley.
Most of permanent streams run along the valley bottoms, eventually terminating in the coastal bays and estuaries on the east coast of the island.

Segment 1 Several permanent and temporary watercourses radiate from the north-facing slopes of Morne Trois Pitons.

The lands within the project’s zone of influence are situated in the headwaters of three major watershed areas, namely; Belfast, Layou and Belle Fille/Castle Bruce.
The Belfast and Layou systems flow westward into the Caribbean Sea and the Belle Fille/Castle Bruce flow eastward into the Atlantic.

There are no bridges in this first segment, just a few large culverts which do not show signs of inadequacy.

Segment 2 The greater Castle Bruce Valley has been classified a major watershed basin in Dominica.
This watershed basin is drained by several rivers and streams, viz., Fond Figues River, L’Riviere L’Or River, Vio River, Raymondstone River, Maclauchlin River, Belle Fille River and Castle Bruce River.

A water intake on the Fond Figues River supplies surface water for an irrigation system on the Castle Bruce Estate.

The low-lying lands at the bottom of the Castle Bruce valley is considered a floodplain.

An estuary exists at the tidal mouth of the Castle Bruce river.
There are a number of bridges within Segment 2.

The following information on the hydraulic performance of these bridges is extracted from the Hydrologist’s reports: Ch08+388 (L’Rivière de l’or Bridge) Figure 8.

Photo of L’Riviere L’Or bridge Figure 9.


Photo of Riviere L’Or bridge 68 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment The hydrologic model for this bridge revealed a change in hydraulic regime from supercritical to subcritical, generating a hydraulic jump at the bridge location.

This results in a highly turbulent zone and an increment in the water surface level.
The hydrologist attributed this phenomenon to the abutment on the right bank that encroaches on the channel and obstructs the flow.

The river forms a bend along this stretch, which increases the shear stress on the outer side (left margin).

Upstream of the bridge, the left bank is protected by a masonry wall, which transforms into a small concrete retaining wall downstream.

The wall is undermined.

Ch12+375 (Belle Fille Bridge) Figure 10.

Photo of Belle Fille bridge Figure 11.


Photo of Belle Fille bridge This bridge runs through flat territory.

The bridge top slab, abutments and piers all encroach on the cross section.

It is located in a plain around 100 meters from the confluence with the Castle Bruce River, what makes this location susceptible to flooding.
Results of a HEC-RAS model built to check the hydraulics of this bridge indicated very high frequent overtopping of the left bank upstream of the bridge, aggravated by the backwater effect caused by the RD1415-FD-ESIA-Ed03 69 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment current bridge.

This was confirmed by anecdotal information from area residents.
They confirmed that the river overtops upstream of the bridge and then the flood flows between the foot of the hillside and the houses adjacent to the bridge.

Ch13+836 (Culvert close to Castle Bruce Secondary School) Figure 12.

Photo of culvert near Castle Bruce Secondary School This is a culvert formed by two cast in situ concrete boxes.

A HEC-RAS model was developed to study its hydraulics.
The culvert seems to cause a change in the flow type due to a horizontal slab generating a hydraulic jump and raising upstream water levels.

Downstream there is a short apron slab with a drop of at least 1 m. The apron slab and wing walls are undermined.

On the right bank scour poses a problem for a house located there.

The model results do not suggest special problems in this culvert, confirmed by local people who indicated that overtopping was not a concern.
Segment 3 The relatively large Castle Bruce river drains one of the island’s major watersheds.

A small wetland exists at the estuary of the Castle Bruce River at the confluence of its two downstream branches.

The upland forested watersheds in San Sauveur are drained by two relatively small rivers, namely: San Sauveur River and Kola Sari river.

The steep slopes above Good Hope and Morpo are drained by two (2) partially dry ravines.

There are a number of bridges within Segment 3.


The following information on the hydraulic performance of these bridges is extracted from the Hydrologist’s reports: 70 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Ch00+333 (11 X Culvert) and Ch00+820 (Calixte Bridge) Figure 13.

Photo of Calixte Bridge Castle Bruce River forms a broad valley with a flat bed and low slope south of Castle Bruce town.
The mouth of the river imposes a water level boundary condition (due to the sea level) which causes a backwater effect.

The geometry of the valley and the high flows combine to form a vast floodplain which is crossed by the road which forms a causeway.

Figure 14.

Photo of multi cellular culvert near Calixte Bridge the sea During low flows, the Castle Bruce River flows via the main channel to the mouth where its boundary condition.
This condition tends to slow the flow, causing a backwater effect and diminishing the river’s sediment transport capacity.

imposes Bed load deposits during low flow conditions form a traverse bar at the mouth which generates a water body inland.

Rain increases the flow and the water level.

Once the water reaches a certain height, the secondary channel activates, diverting and therefore reducing the flow in the main river channel, but increasing it in the secondary channel.
The multicellular culvert operates as a culvert in low flow conditions but as a ford when the water level rises, and the structure is overtopped.

The higher flows may erode the bar on the beach, breaking the barrier and accelerating the velocity of the water.

Over time, the sediment bar re-forms.


Variables affecting the behavior of these channels include:  Flow levels  Extent to which capacity of the culverts is reduced by debris   Storm surge Tides The height of the Calixte Bridge places it above the floodplain and the reference level for storm surges, so it is not considered to be vulnerable.

It does not show signs of deterioration.


The upstream wingwall on the left bank is possibly being flanked by water from the deck and scoured by eddies during high flow levels.

Ch05+548 (3 X Culvert) RD1415-FD-ESIA-Ed03 71 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment At this point there is a hydraulic complex with several structures comprising 2xØ36in at the main ravine, a skewed 1xØ36in at a tributary and a ditch from the road.
There is insufficient capacity, and also reduced capacity due to the debris, resulting in overtopping.

The overflow is destroying the retaining walls and increasing the scour of ditches.

There is also some undermining at the outlet.

A retaining wall is severely flanked.

The water is forced to flow parallel to the road until it reaches the end of the wall where it scours the outlet, washing the embankment away.

From a hydraulic standpoint, the span of this bridge is too short.
This narrows the cross section of the river at a complicated location: there is an abrupt change in the riverbed slope, which is steep upstream inverted the bridge and null downstream.

Moreover, the skew of the bridge narrows the cross section even more.

Due to the boundary condition imposed by the sea, a bar tends to form at the mouth, generating a small lagoon.

Downstream severely undermined.

structures are to Figure 15.


Photo of multitcllular culvert at Ch05+548 Ch06+237 (San Sauveur Bridge) Figure 16.

Photo of San Sauveur bridge Segment 4 The road segment traverses several watercourses, viz., Senhouse River, Richmond River, Madjini River, Mahaut River, Gaulette River, Salybia River, Crayfish River, Entristle River and Pagua River in addition to several ravines.
These watercourses drain eight (8) small to medium-size watersheds on the rugged east facing elevated valleys while the Pagua River drains the major watershed basin in the Pagua Valley.

There are a number of bridges within Segment 4.


The following information on the hydraulic performance of these bridges is extracted from the Hydrologist’s reports: 72 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Ch15+587 (Castle Bruce Bridge) This bridge is located at a steep ravine directly upstream of Castle Bruce.
Due to its steep slope, the flow is very rapid and the stream drags large boulders and trees that get trapped in the narrowing caused by the bridge.

The abutment on the left bank is severely damaged downstream of the bridge where the embankment has been scoured, flanking the wingwall and leaving causeway cantilevered.

This may have been caused by overtopping the deck, although it may also have been aggravated by the lack of adequacy of the gutter.
Scouring under the bridge was also observed, exposing the upper part of the footing.

part the of Figure 17.

Photo of Castle Bruce bridge A HEC-RAS mode did not detect problems from clear water flows.

The main problem of this structure from the hydraulic standpoint, is the large quantity and size of debris carried by the flow.

These materials obstruct the bridge approach and decrease the capacity.
They also seem to be causing a change in the type of flow, generating a hydraulic jump and therefore raising the water level and favoring overtopping of the bridge.

Ch17+492 (Richmund River Bridge) This small bridge crosses a steep stretch of the Richmund River.

Some undermining was observed exposing the top of the footing.

No signs of overtopping were evident.

Boundary conditions were the peak flows and the critical depth, both upstream and downstream.
From a hydraulic point of view, it does not seem necessary to carry out any intervention on this structure.

However, this bridge has been recommended for replacement due to its poor structural condition.

Figure 18.
Figure 18.

Photo of Richmond River bridge RD1415-FD-ESIA-Ed03 73 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Ch20+070 (Double Box Culvert) This of culvert presents problems sedimentation at the inlet and severe undermining at the outlet, where there is a drop of more than 3m.

Its capacity was checked in HY-8; the existing culvert is able to convey the 46.6 m³/s of the flow with a submerged inlet.
However, from a strictly technical point of view this culvert is not acceptable due to the high risk of clogging and overtopping the road, with the consequent loss of the embankment.

Figure 19.

Photo of Double Box Culvert at Ch20+070 Ch33+848 (Pagua Bay Bridge) Figure 20.

Photo of Pagua Bay bridge This is a large bridge with one pier, located on a plain at the seaside.
The upstream wingwall on the right bank is fractured, likely because of the undermining of the footing, and it is being flanked by water from the riverbank.

The left bank tends to aggregation, which is related to the bend river on this stretch.

Boundary in the conditions were the hydrograph of the river corresponding to the 150yr flood at the upstream end, and level downstream.

The riverbed elevation at the bridge is below high tide levels, as is the deck in the worst cases.
As a result, the sea water level intrudes inland during high surges.

tides storm and sea in However, the sea level boundary condition impact on the hydraulics of this area is moderated because the whole area is a floodplain and the peak flows overtop the channel inland upstream the bridge.

The overflow spreads over the plain far upstream of the bridge, and that limits the elevation that the water surface can reach.

7.1.6.
7.1.6.

Water quality There is limited water quality information available for the rivers and coastal areas within the sphere of influence of this project.

This deficiency was noted in the SNC (GOD, 2012), as DOWASCO is the only agency that undertakes water quality testing on selected sources.
DOWASCO operates a number of raw water intakes in the upper reaches of some of the rivers traversed by the road, and intermittently subjects samples taken from these to 74 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment chemical and bacteriological analysis.
This monitoring is not routine as it is used to confirm that water quality at these locations is acceptable, as there is little or no human activity upstream of these locations, and much of the catchment areas are protected.
The intakes supplying communities within the sphere of influence are located on the following rivers:  Near Pont Cassee roundabout  Senhouse river  San Sauveur river  Madjini  Crapaud Hall Historically, concern has been raised in relation to water quality at the Emerald Pool, adversely affected by the Bois Diable quarry operation, but this appears to have been resolved in the recent past.
The SNC (GOD, 2012) identified the top pollutants affecting water quality as sediments, bacteria and nutrient runoffs.

Sediments are the major cause of riverine pollution and are often the result of denuded slopes from agricultural and developmental activities especially during period of intense rainfall.

Water turbidity is increased, making it aesthetically unacceptable with for biological contamination.

Bacterial contamination is also a concern, and may derive from both humans and animals.
Runoff containing nutrients compromises water quality standards; nitrogen and phosphorus are the two major culprits mainly from agricultural activities.

These cause riverine euthrophication and affect water quality.

The impact of quarries was also noted.

increased potential The SNC report (GOD, 2012) noted that climate change may already be affecting Dominica’s fresh water resources.

Hurricanes and storms result in mudslides, increased sedimentation and turbidity.
They can also disrupt forest growth, with implications for water quality.

Unless there are changes in agricultural practices, zoning, stricter regulations to location choices for housing, waste disposal habits, increased precipitation as a result of climate change will undoubtedly result in increased levels of topsoil removal, increased agro- and industrial chemical concentrations and heightened levels of microbes in surface waters.
The 2014 biodiversity report (GOD, 2014) identified a number of activities that can potentially affect water quality.

These include:  Deforestation  Encroachment  Unregulated development  Pollution  Natural disasters The impact of natural disasters was of particular concern in the 2014 biodiversity report.

This continues to be a significant concern, evidenced by the recent impact of Hurricane Maria.

7.1.7.

Water use DOWASCO abstracts all of its potable water supplies using run of the river intakes.
There are a number of intakes located in the upper catchments of rivers traversed by this road, and these supply the potable water needs of the communities serviced by the road, as well as communities beyond.

RD1415-FD-ESIA-Ed03 75 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment A water intake on the Fond Figues River supplies surface water for an irrigation system to facilitate farming activity on the Castle Bruce Estate.
This irrigation system is presently non- functional due to flood damage.

Within the Kalinago Territory, a number of natural springs3 associated with the river systems are used by the Kalinago people.

These natural springs are important sources of water for the Kalinagos, particularly after the passage of tropical weather systems or at times when DOWASCO supplies are interrupted.
Water sources/springs located below the road at the Kalinago Gaulette River, St Cyre, Crayfish River and Bataka are used by people.

According to the National Integrated Water Resources Management Policy (GOD, 2011), water is used in industry including bottle water, agriculture, recreation/tourism, hydropower and domestic purposes.
The government of Dominica has also positioned itself to be an exporter of bulk water, and the long term importance of Dominica’s water supply to the region in light of climate change, drought, etc.

is being explored also as an avenue for economic growth.

Persons must apply for licenses to abstract water and to sell water.

Abstraction fees levied are based on the proposed use classification.
Water allocation to meet the needs of various users is based on the availability of water and not on any assessment-based water allocation mechanism.

There is no mechanism for demand management (GOD, 2011).

7.1.8.

Hydrogeology The volcanic rocks that form the geological substrate of Dominica are very heterogeneous.

As a consequence, hydrogeological characteristics such as permeability and type of aquifer vary widely at the local scale.
The proposed road rehabilitation works are most influenced by the hydrogeological properties of the most superficial layers of soils and weathered rocks.

Excavation of cut slopes may affect local water levels and this could increase unfavourable conditions for slope stability, if not mitigated with suitable drainage.

Moisture conditions in the superficial soils (mostly residual reddish soils), could also adversely affect the road subgrade if not mitigated with appropriate geotechnical measures.

7.1.9.
7.1.9.

Soils The soils within the study area have been described as belonging generally to three (3) distinct soil types, viz., Allophanoid latosols, Allophanoid podzols and Kandoid latosols (Lang 1967).

These tropical soils are deep, strongly weathered clay soils, with good physical properties.

However, allophanic and kandoid clay soils are often bouldery and relatively susceptible to erosion.
On steep slopes, these soils are prone to landslides which usually occur during periods of prolonged high intensity rainfall.

Segment 1 A type of Allophanoid clay soil is found in the Pont Casse area and the entire north and north-east of the Morne Trois Pitons.

This soil type is at the middle and late weathering stages where fifty percent or more of the readily weatherable primary minerals are weathered to a 3 A spring is known locally as a “source”.
76 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment matrix (clay) material of Allophanoid gibbsoid properties.

These Allophanoid podzolic soils are typical of constantly moist or wet climates.

They possess a surface horizon high in organic matter, a slightly bleached sub-surface horizon and a sesquioxide or humus pan.

These rudimentary podzolic soils are found mainly on youthful volcanic piles developed from andesitic agglomerate.
Segment 2 The geology of this study area is composed primarily of basalt and andesite mineral rocks.

The soils generally belong to two distinct soil types namely, Allophanoid latosols and Allophanoid podzols.

These tropical clay soils are deep, strongly weathered with good physical properties.

Allophanic clays soils are susceptible to erosion.

On steep slopes, these soils are usually prone to landslides which occur doing periods high intensity rainfall.

Alluvial soils are found along the river valleys.


Segment 3 The geology of the area is composed primarily of basalt and andesite volcanic rocks.

Soils types are generally Kandoid clay soils (Good Hope and San Sauveur) with polyalluvial soil on the flood plain in the Castle Bruce valley.

The mountainous slopes along the roadway near Dix Pax, Good Hope, San Sauveur and Petite Soufriere are very steep, and prone to landslides particularly during periods of intense rainfall.
Debris slides and debris flows are the main landslide types which occur within the weathered soil layers.

Segment 4 The geology of the area is composed primarily of andesitic and basalt rocks.

Soils types are generally Kandoid clay with alluvial soil on the flood plain in the Pagua valley.

The hillside slopes along the road are prone to subsidence and landslips particularly during periods of intense rainfall.

The Kalinago Territory is reputed to have the highest rate of soil erosion in Dominica.
7.1.10.

Public Utilities and Other Uses in the Road Reserve Water, telephone and electricity all run in the road reserve, albeit not continuously.

So far, no utility company has indicated an interest in upgrading services as part of this project.

Utilities and activities in the road reserve can be summarized as follows:  DOWASCO has 42 individual water systems serving communities across the country.

Within the project area: - All intakes are on water courses upstream of the proposed works.
- Allowance must also be made for all bridge crossings as well as for adjustments - of valve ports and hydrants that may be required.

The water supply system at Pont Casse does not enter the project area.

There are no pipelines along the road reserve between Pont Casse and Castle Bruce village.

- Castle Bruce has its own system.

There are plans for upgrading of the Castle Bruce Water System, but detailed designs have not been developed.
DOWASCO proposes to replace all existing pipelines in Castle Bruce which would be impacted by the road project, including all road crossings.

RD1415-FD-ESIA-Ed03 77 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment - - Petite Soufriere and San Sauveur/Good Hope are on independent systems fed from the San Sauveur intake.

These supplies run both in the road reserve and cross country.

The Kalinago Territory from Sineku to Bataca, is on one system.
Much of this runs cross country.

- Distribution lines within all the communities run within the road reserve.

- DOWASCO has recommended a provisional sumbe made under the project for all DOWASCO-related interventions.

Stronger cabinets  Digicel infrastructure is mounted above ground on DOMLEC high tension poles.

These run cross country as well as in road reserves.

Digicel in the process of reinstating services in the project area, to be complete in January 2019.
There is a POP (cabinet) site in Castle Bruce.

Replacement infrastructure post Hurricane Maria is more robust, with new installation characterized by: - - Different techniques for cables installation - Change of route where necessary to reduce vulnerability of the infrastructure  DOMLEC has primary and secondary infrastructure in this area, all above ground.

Much infrastructure in this area was lost with the passage of Hurricane Maria.
At the time of writing, primary infrastructure had been reinstated in segments 1 and 2, from Pont Casse to Castle Bruce.

There was no electricity yet in segments 3 and 4.

The following is noted: - Infrastructure being installed since Hurricane Maria is to a higher standard, but for the most part, will still run above ground.

Poles are stronger; conductors are larger; hardware is being upgraded.
- DOMLEC does not install directly but monitors installation of its infrastructure by - - - labour subcontractors.

Poles are erected in the road easement, on adjacent private property, or cross country.

The network is designed in a ring, to make supplies redundant.

If the roadworks require installation of new poles, power outages will be required, and public notices of such outages should be issued at least one week in advance.

 There is limited street lighting.


The Ministry of Works had a solar lighting program underway before Hurricane Maria, and 500 of 2500 solar-powered street lights were installed.

The design featured installation of battery packs at a low level, and all were stolen.

 Ministry of Tourism has a small water supply from Pont Casse to Emerald Pool that   crosses the road within Segment 1.

The 24” irrigation pipeline from La Riviere L’Or to Castle Bruce also runs within the road reserve.
This system is not presently in use.

Sometimes roadside vendors operate within the road reserve.

Regulation of these is variable depending on their location and type of activity.

7.2.

BIOLOGICAL ENVIRONMENTS 7.2.1.

Vegetation Appendix 2 contains a shortlist of plants in the project’s zone of influence.

78 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Segment 1 The dominant natural vegetation type is lower montane rainforest.
Most of the natural vegetation is described as secondary forest due to the combined effects of human interference, tropical storms and hurricanes.

The zone of influence also includes relatively large areas of abandoned agricultural lands overtaken by secondary vegetation.

Sections of the road reserve have been overtaken by the invasive “lemon grass” (Cymbopogon citratus).

Segment 2 The dominant natural vegetation type is lower montane rainforest.
A relatively narrow strip of littoral woodland fringes the Castle Bruce Bay.

A “transitional forest” formation exists at the interface between the lower montane rainforest and littoral woodland.

Most of the natural vegetation is described as secondary forest due to the combined effects of human interference, tropical storms and hurricanes.

The area also includes relatively large areas of abandoned agricultural lands overtaken by secondary vegetation.
Active farmlands include a mix of tree crops, root crops and pasture.

Sections of the road reserve is landscaped with a variety of introduced exotic ornamental plants.

Segment 3 The natural vegetation comprises littoral forest, lower montane rainforest and a transitional forest that is intermediate between littoral woodland and lower montane rainforest.

Secondary vegetation covers the entire zone of influence as the primary forests have been impacted by human activity and tropical weather systems.
Segment 4 Most of the remaining natural vegetation along this segment of the east coast road is secondary forest.

Most of the original natural forests were cleared for subsistence farming, small-scale lumber production and fuelwood.

Relatively small areas of lower montane rainforests remain on upland slopes.

A strip of littoral forest exists near the shoreline.

7.2.1.1.
7.2.1.1.

Natural vegetation and flora The main vegetation zones within the delineated study area are described as secondary montane rainforest and littoral woodland.

A “transitional zone” exist at the interface between the littoral woodland and the montane rainforest.

These vegetation zones occur in concentric bands at defined elevations.

They are determined by two main factors namely; climate and soil conditions.
The plant communities within these zones include combinations or associations of trees, shrubs, vines, climbers, epiphytes and herbaceous plants, some of which are considered pioneer species or weed species.

Extensive sections of the road reserve have been taken over by the invasive lemon grass (Cymbopogon citratus) while clumps of bamboo (Bambusa vulgaris) occur on steep road edges.
Originally, the northern foothills of Morne Trois Pitons (Pont Casse/Bois Diable/Fond Melle), the Belle Fille/Castle Bruce valley complex, Pagua Valley, and the elevated slopes above Good Hope, San Sauveur and the Kalinago Territory, were covered by primary montane rainforest.

The relatively narrow margin of land along the windward coast, from Petite Soufriere to Pagua Bay was dominated by littoral woodland.
It must be noted that a large percentage of the original natural vegetation within the project’s zone of influence has been extensively RD1415-FD-ESIA-Ed03 79 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment degraded and modified due to human interference and the impacts of tropical weather systems.
The initial degradation of the natural forests within the project’s zone of influence has been attributed mainly to plantation agriculture, primarily the cultivation of sugarcane during the plantation era.

The situation was later exacerbated near the coastal communities due to extensive clearing of natural forests for subsistence farming, timber extraction and firewood.
In recent times, the deterioration of the natural vegetation, particularly in the elevated interior, has been attributed to road construction, timber harvesting, agricultural expansion, residential homes, and tropical weather systems.

Currently, secondary forest vegetation and agricultural croplands cover large areas of the project’s zone of influence.
In September 2017, Hurricane Maria a category 5 hurricane, made landfall in Dominica causing widespread devastation of the island’ natural forests and agricultural crop lands.

Visible hurricane damage includes: dead standing trees, toppled trees - singly or in patches, broken stems and branches, and extensive defoliation.

7.2.1.1.1 Lower Montane Rainforest This vegetation type occurs on soils with impeded drainage, generally on Red Earth but also on the deeper phases of Mountain Podzolic soil.
It is mainly found in the east-central portion of the island, in the valleys of the Pagua and Castle Bruce Rivers.

The montane rainforest formation is different in structure from the rainforest proper but possess similarities in species composition.

The forest structure is made up of large, stout, spreading trees, among the dominants and a greater number of medium-sized, very crowded stems in the understory.

The dominant trees are between 21 to 27 meters (70 to 90 ft) high, very straight and crowded.
These dominant trees form a dense canopy which suppresses lower vegetation.

The forest is usually very open underneath.

Floristically, lower montane rainforest formation belongs to the Licania-Oxythece association.

The purest form of this floristic association occurs in limited areas near to the windward coast where rainfall is more moderate.

On the greater bulk of the interior, under very high rainfall, there is a second faciation characterized by the presence of Amanoa caribaea.
Buttressing is a conspicuous feature of this forest type.

Lianas and epiphytes are moderately abundant.

Shrub-size plants are usually scarce and include tree ferns and several species of Myrtaceae and Melastomaceae and the palm Aiphanes minima.

Ground vegetation is very sparse and consists chiefly of tree seedlings.

The flora of lower montane rainforest differs sharply from that of the rainforest proper.
Most of the typical rain forest dominants occur very rarely in the lower montane formation while Amanoa, Licania, Oxythece never appear at all in the rainforest.

Principal tree species forming the canopy of the lower montane rainforest are, viz., Amanoa caribaea, Licania ternatensis, Dacryodes excelsa, Tapura antillana, Oxythece pallida, Richeria grandis, Sterculia carbaea, Sloanea spp., Euterpe broadwayi, Cecropia schreberiana, Micropholis chrysophylloides.
Smaller trees forming the forest understory include: Tabernaemontana sp., Tovomita plumieri, Chimarris cymosa, Cyathea arborea, Swartzia caribaea, Cordia laevigata, Protium attenuatum, Brysonima martinicensis, Ilex macfadeyenii and Miconia spp.

Because of high intensity hurricane force winds, many of the dominant trees in the lower montane rainforest appear to have been toppled or lost part of their crowns.
The shrub layer, 80 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment though not normally noticeable, appears very luxuriant due to abundant sunlight reaching the forest floor through the damaged canopy.

Currently, the forest is at a sucessional stage and pioneer species include Simaruba amara, Cecropia petata, Miconia guianenesis, Euterpe broadwayii and Cyathea arborea.
Herbaceous vegetation in the forest understory includes both epiphytic and terrestrial species.

Epiphytic plants include the giant bromeliad (Glomeropitcairnia penduliflora), wild anthuriums (Anthurium spp.

), ferns, mosses and orchids.

Terrestrial species comprise ferns, heliconia (Heliconia caribaea), Piper spp., Heisteria coccinea, Cordia reticulata.

7.2.1.1.2 Littoral Woodland The littoral (coastal) forest is found within half a mile of the windward (Atlantic) coast.
It forms a narrow belt of shrubby woodland that is constantly swept by wind and salt-spray creating a hedge-like appearance.

The vegetation rises rapidly in height further inland until trees measuring 18.3 meters (60ft.)

in height are seen.

The crowns of the trees are matted and windswept, but where the woodland is high enough, it is open underneath and devoid of ground vegetation.

The principal species in the frontal “hedge” are Cocoloba uvifera, Chrysobalanus icaco and Erithalis fruiticosa.
The dominant tree species in taller growth is Tabebuia pallida.

Other notable plant species include: Calophyllum antillanum, Sapium caribaeum, Brysonima spicata, Rheedia lateriflora, Diosypros revoluta, Pisonia fragrans and Syagarus amara.

7.2.1.2.

Cultivated and forested areas A diversity of introduced agricultural tree crops, viz., coconuts, cacao, coffee, avocado, citrus, mangos, and breadfruit are naturalized throughout the project’s zone of influence.
Most of these tree crops suffered crown damage or were uprooted by hurricane-force winds.

Other crops actively being cultivated include: bay, cinnamon, root crops (ginger, dasheen, tannia, yams, cassava), passion fruit, banana, plantain and pigeon pea.

The introduced elephant grass (Pinnesetum purpureum) can be found growing prolifically on the Castle Bruce Estate and in the Kalinago Territory.
However, this fodder grass can be found growing as an invasive weed on roadway verges throughout the study area.
Current land-use within the wider study area comprises of an assortment of small-scale commercial agriculture, subsistence farming, livestock grazing, agro-processing, agro- forestry, harvesting of firewood, charcoal production, small-scale lumber production, hunting of wildlife, river fishing, quarrying, private residential development, protection forests, water catchment, tourism services, recreational hiking, river recreation, and human settlement.
The forested lands on the northern foothills of Morne Trois Pitons were originally “Crown Lands”.

However, in the mid-1900’s, to facilitate agricultural production, central government established agricultural land settlement schemes in Pont Casse, Brantridge, William, Bois Diable and Terre Ferme.

Because of these land settlement schemes, large acreages of State-owned forest lands were sub-divided and sold to farmers.
Substantial portions of these lands were deforested and cultivated primarily with bananas and citrus.

Subsequently, most of the owners began abandoning their fields as they came to realize that the lands in these settlements were generally not suitable for agriculture, particularly for banana production due to climatic and edaphic conditions.

The later demise of the citrus industry hastened the process of land abandonment in the locality.
Currently, RD1415-FD-ESIA-Ed03 81 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment the area from Pont Casse to Bois Diable, adjacent to Road Segment 1, is made up largely of semi-abandoned and abandoned (fallow) lands under secondary montane forest.

Current, agricultural land use is limited to subsistence farming, with citrus, dasheen and cut-flowers being the most commonly grown crops.
Recognizing the low fertility of much of these now privately-owned lands, the owners have been seeking to dispose of these lands through sale to prospective home owners.

However, due to the environmental sensitivity of the region, particularly its location in the head waters of two major watersheds, combined with its proximity to the Morne Trois Pitons National Park, much of these lands have been designated a an “Environmental Protection Area” under the Physical Planning Act (2002).
Proposed land-use regulations and prohibitions are intended to control land development within the “Environmental Protection Area”.

It should be noted that some of the lands, located on the foothills of Morne Trois Pitons, are also under consideration as part of the proposed buffer zone for the World Heritage Site.

The general patterns of land use in the “Castle Bruce Valley” have been determined by climatic, edaphic and topographic limitations.
The lands at the lower elevations closer to the coast were utilized primarily for the cultivation of sugarcane, cocoa, coconut, banana and subsistence agriculture.

The forested lands further inland remained relatively inaccessible until the construction of the east coast road into Castle Bruce in 1963.

The opening of the road resulted expansion of agricultural settlements in upland areas as far as Fond Melle and Belle Fille respectively, causing a gradual loss of the natural forest.
During the colonial era, areas of relatively flat land in the river valleys within the study area were parceled into large estates namely, the Castle Bruce Estate, San Sauveur Estate and Hatton Garden Estate.

Originally, the Castle Bruce Estate totaled 600 ha (1,485 acres) comprising the entire valley from the floodplain on the coast to the natural forests in the upland areas near Fond Melle.

The Castle Bruce Estate was considered one of the largest sugar plantations on the island.
However, following changes in ownership, the estate converted to the intensive cultivation of coconuts, cocoa and bananas.

In the 1970’s, following Government intervention, the estate was subdivided into small holdings (2-4ha/5-10acres) and allocated to farmers from Castle Bruce and environs.

However, in recent times, factors such as the downturn in the agricultural sector, outward migration and the advanced age of farmers have resulted in most of these farm plots being abandoned or leased.
Farming activity in the locality, though generally rain-fed, has been hampered by the absence of irrigation particularly during the annual drought or “Careme”.

An irrigation system installed to facilitate farming activity on the Castle Bruce Estate is presently non-functional due to flood damage.

Current farming activity on the Castle Bruce Estate is limited to small-scale banana cultivation, cattle grazing and subsistence farming.
The San Sauveur Estate, approximately 181ha (447 acres), occupies most of the arable land in the community of San Sauveur.

The estate was originally a coffee and sugarcane plantation.

However, over the centuries the estate changed hands and its cropping patterns also changed.

The estate is privately owned and grows a mix of commercial crops namely, bay, pineapple, cocoa, coffee and coconuts, among other crops which were recently decimated by Hurricane Maria in 2017.
By contrast, the privately-owned marginal lands in the villages of San Sauveur, Petite Soufriere, Tranto, Dix Pas, Morpo and Good Hope are generally used for small-scale 82 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment commercial farming and subsistence agriculture.

Crops usually grown on the steep marginal lands include; bay, cinnamon, root crops, vegetables, bananas and plantains.
The Kalinago Territory, located on the rugged Atlantic Coast, is home to the Indigenous People of Dominica.

Originally known as the Carib Reserve, the tribal lands were granted to the indigenous inhabitants by the British colonial government in 1903.

The territory covers an area of 3,782 acres with a population of approximately 3,000 residents living across 8 hamlets.

The lands within the Territory are communally-owned.

Land-use within the community is administered by the Kalinago Council.
Land-use includes a combination of residential, agricultural, tourism facilities and protection forest.

The main means of livelihood within the territory is subsistence agriculture.

The rural communities of Atkinson and Entwistle are situated on the north-eastern limits of the study area adjacent to the Kalinago Territory.

Private ownership is the predominant system of land tenure within these villages.

Land use is limited to residential homes, subsistence farming and small-scale commercial farming.
The Hatton Garden Estate located at the lower end of the broad Pagua Valley was originally, 121 hectares (300 acres) in size.

In the 1800’s, it was one of the productive sugar estates on the island.

Following a series of ownership changes, portions of the estate where sub-divided and sold.

Current land use within the area includes subsistence and commercial farming, tourist accommodation, recreational hiking, and river tubing on the Pagua River.
Segment 1 The greater fraction of the land within the study area is privately owned, with a smaller percentage being designated national park or unallocated State Land.

Land use in the area comprises of subsistence agriculture, agro-processing, residential development, quarrying, recreational hiking (Segment 5-Waitukubuli National Trail and Morne Trois Pitons trail), and protected forest/water catchment.

Segment 2 The greater percentage (approx.


95%) of the lands within the zone of influence are privately owned with a small percentage being designated National Park and unallocated State Land.

The predominant land use in the area is small scale commercial agriculture and subsistence agriculture, viz., bananas, root crops, tree crops and cattle grazing.
Other land uses include private residences, protection forest/water catchment for domestic and agriculture uses, quarrying, tourist accommodation, wildlife hunting and river fishing and recreational hiking (Emerald Pool trail and Segment 5 of the Waitukubuli National Trail).

Segment 3 The principal land uses in the zone of influence are subsistence farming, small-scale commercial agriculture and residential housing.
Typical crops grown include; root crops, plantains, bananas, pineapples, and a variety of tree crops such as bay, cinnamon.

Other land uses livestock grazing, agro-processing, firewood collection, charcoal production, river fishing.

include, Segment 4 Subsistence agriculture, small scale commercial farming and residential housing are the main types of land uses.
Other land uses include; protection forest, livestock grazing, hunting and RD1415-FD-ESIA-Ed03 83 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment hiking.

Segment 6 of the Waitukubuli National Trail traverses the entire area from Castle Bruce to Hatton Garden.

7.2.2.

Fauna Appendix 3 contains a shortlist of fauna in the zone of influence.

7.2.2.1.
7.2.2.1.

Wildlife Most of Dominica’s major groups of terrestrial vertebrate and invertebrate fauna are represented within the study area.

These include: birds, reptiles, amphibians, mammals, fresh water fishes, crustaceans, insects and spiders.

7.2.2.1.1 Vertebrates: Birds The study area provides a habitat for a diversity of bird species typically associated with lower montane rainforest, mature rainforest, littoral woodland and agricultural lands.
Endemic species documented within the designated zone of influence include: the Red- necked Parrot (Amazona arausiaca) endemic to Dominica and listed as “Vulnerable” on the IUCN Red List of Threatened Species; various Lesser Antillean endemics such as the Brown Trembler (Cinclocerthia ruficauda), Lesser Antillean Bullfinch (Loxigilla noctis), Plumbeous Warbler (Dendroica plumbea), Lesser Antillean Peewee (Contopus latirostris), Scaly-breasted Thrasher (Margarops fuscus), Lesser Antillean Swift (Chaetura martinica), Lesser Antillean Saltator (Saltator albicollis), and the Lesser Antillean Flycatcher (Myiarchus oberi).
Other avian species recorded include the Bananaquit (Coereba flaveola), Gray Kingbird (Tyrannus dominicensis), Tropical Mockingbird (Mimus gilvus), Caribbean Elaenia (Elaenia martinica), Forest Thrush (Cichlerminia lherminieri), Black-whiskered Vireo (Vireo altiloquus), Yellow Warbler (Dendroica petichia), Purple-throated Hummingbird (Eulampis jugularis), Green-throated Hummingbird (Eulampis holosericeus), Antillean-crested Hummingbird (Orthorhyncus cristatus), Rufous-throated Solitaire (Myadestes genibarbis), Scaly-naped Pigeon, (Columbina squamosa), Broad-winged Hawk (Buteo platypterus), Cattle Egret (Bubulcus ibis), Yellow-crowned Night Heron (Nycticorax violaceus) and Green Heron (Buturoides virescens).
Seabirds such as Frigate Birds (Fregata maginificens) and Brown Pelicans (Pelicanus occidentalis) were recorded along the Atlantic coastal zone.

The estuaries near the mouth of the Castle Bruce River and Pagua River respectively, serve as a habitat for waterfowl such as the Common Moorhen (Gallinula chloropus), and as a stopover for winter migrants such as Spotted Sandpiper (Actitis macularia), Blue-winged Teal (Anas discors) and Green-winged Teal (Anas crecca).
The short list of bird species associated with the study area is presented in Appendix 3.

Reptiles Research reports and anecdotal information indicate that the reptilian population within the study area includes eleven (11) terrestrial reptile species and one marine species.

Seven (7) lizard species, viz., the endemic Tree Lizard or “zandoli” (Anolis oculatus) and endemic Ground Lizard (Ameiva fuscata), were documented during the field investigations.
Other lizard species within the zone of influence are the Turnip-tailed Gecko (Thecadactylus rapicauda), House Gecko (Hemidactylus mabouia), Dominica skink (Mabouya dominicana) 84 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment - an island endemic, Lesser Antillean Iguana (Iguana delicatissima) and the invasive Puerto Rican crested anole (Anolis cristatellus).
Four (4) snake species viz., the Dominican Racer (Alsophis antillensis sibonius), Checkered Snake (Liophis juliae), Worm Snake (Typhlops dominicana) and the endemic Dominican Boa (Boa constrictor nebulosus) inhabit the study area.

The Leatherback turtle (Dermochelys coriacea) has been recorded nesting on the Castle Bruce beach.

Amphibians One species of frog, the Tink Frog “Gounouj” (Eleutherodactylus martinicensis) is common throughout the study area.
The endemic Mountain Chicken or “kwapo” (Leptodactylus fallax), considered critically endangered on the IUCN Red List of Endangered Species, has never been associated with the study area.

Mammals Two (2) mammalian species, namely the Opossum or “Manicou” (Didelphys marsupialis) and the Agouti (Agouti dasyprocta) frequent the study area.

The presence of the nocturnal Opossum was confirmed by the presence of road kills along sections of the east coast road.
Research reports suggest that several of Dominica’s twelve (12) species of bats are active throughout the study area during the night.

Freshwater Fish The rivers within the study area provide a habitat for a diversity of freshwater fish.

The Mountain Mullet (Agonostomos monticola) is common in the larger rivers (e.g.

Castle Bruce, Pagua and San Sauveur) and smaller streams from sea level to 800 meters (2,625ft) elevation.
Other species noted within the river system include: American Eel (Anguilla rostrata), Burro Grunt (Pomadasys crocro), Spotted algae-eating Goby (Sicydium punctatum), River Goby (Awaous banana), Spiny cheek sleeper (Elotris sp.)

and Stippled Clingfish (Gobiesox punctulatus).

The gobies, particularly Sicydium puntatum (Titiri) are common in many rivers, usually travelling far upstream, even climbing up cliffs on the sides of waterfalls.

These later develop into iridescent gobies.


This species spawns upstream in the rivers where nests are excavated below the gravel.

Newly hatched larvae emerge from nests after hatching and enter the river plankton.

The larvae drift to the sea where the post-larval growth period is spent before the return migration to rivers.

The life history of this particular species places both eggs and newly hatched larvae in rivers, therefore riverine habitat conservation must be an integral part of management.
This migration happens monthly, in response to phases of the moon.

Juvenile gobies are usually caught at river mouths and are considered a local delicacy.

7.2.2.1.2 Invertebrates: Crustaceans Five (5) species of land crabs have been documented within the study area, i.e., Black Crab (Gecarcinus ruricola), White Crab (Gardisoma guanhumi), Tou-lou-lou (Gecarcinus lateralis), Hermit Crab (Coenobita cylpeatus) and the River Crab (Guinotia dentata).
The presence of RD1415-FD-ESIA-Ed03 85 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment the Black Crab and White Crab is evident by the numerous crab burrows within the coastal lowlands and mudflats.

The Freshwater Crab (Guinotia dentata) are frequently observed in the streams at higher elevations.

Freshwater shrimp species namely; Atya spp.

and Macrobrachium spp.

are abundant in the larger rivers.


The edible freshwater mollusk (Neritina punctulata) locally known as ‘Vio”, is also common in upland rivers.

Insects The population status of the insect species within the study area was beyond the scope of this assessment.

However, insects within the study area, most likely would include the following Orders common on Dominica viz., Hymenoptera, Hemiptera, Diptera, Coleoptera, Lepidoptera and Tricoptera.
Butterflies were the most common insect group observed during field investigations, viz., Little Sulphur (Eurema lisa), Little Yellow (Eurema venusta), Cloudless Sulphur (Phoebis sennae), Flambeau (Dryas iulia), Caribbean Buckeye (Junonia evarete) and Polydamas Swallowtail (Battus polydamas).

It is expected that other butterflies from fifty-five species recorded in Dominica, would frequent the wider study area.
Other invertebrates observed included dragonflies, termites, flies, beetles, honey bees, and spiders.

Several other invertebrate species including cockroaches, centipedes, snails, slugs, millipedes, grasshoppers, stick insects, beetles and moths are associated with the project’s zone of influence.

7.2.3.

Wildlife habitats Segment 1 The study area supports a diversity of bird species including the vulnerable Red-necked Parrot (Amazona arausiaca).
The area also serves as a wildlife corridor for both endemic Amazon parrot species (A. imperialis and A. arausiaca) moving between the Northern Forest Reserve or Central Forest Reserve and the Morne Trois Pitons National Park.

Freshwater crabs (Guinotia dentata) are common in the watercourses.

Mammalian species, namely; the Opossum or “Manicou” (Didelphys marsupialis) and the Agouti (Agouti dasyprocta) are common.

Road kills involving Opossums are common along this road segment.
Several of Dominica’s twelve (12) species of bats are active during the night.

Segment 2 The fauna of the area is typical of faunal groups (terrestrial and aquatic) associated with lower montane rainforest environments, littoral woodlands and farmlands.

The area supports a high density and variety of bird species and forms part of the expanded range of the threatened Red-necked Parrot (Amazona arausiaca).
The river system supports a population of aquatic species i.e., freshwater fish (mullets, gobies, eels, etc.)

crayfish, shrimp and freshwater molluscs.

Segment 3 86 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment The area provides a habitat for several terrestrial and aquatic species of fauna.

All the faunal groups i.e.

reptiles, mammals, amphibians, birds and freshwater fish species can be found in the area.
The rivers also provide a habitat for a range of aquatic species such as freshwater fish, crayfish and molluscs.

Segment 4 The area provides a habitat for several terrestrial and aquatic species of native fauna.

Bird species are abundant.

Other faunal groups inhabiting the study area, include; reptiles, mammals, and amphibians.

The river system supports freshwater species namely, crayfish, shrimps, gobies, freshwater mollusc and mullets.

7.3.
7.3.

NATURAL PROTECTED AREAS AND SENSITIVE NATURAL AREAS State-owned land within the study area encompasses the northern limits of the Morne Trois Pitons National Park – a UNESCO World Heritage Site, in addition to small parcels of unallocated State Lands.

The Morne Trois Pitons National Park is a legally declared protected area under the National Parks and Protected Areas Act Chap 42:02 of the Revised Laws of Dominica.
The park encompasses the Emerald Pool Ecotourism site, the Bois Diable Tarish Quarry and the Police Shooting Range, all situated within the projects’ zone of influence.

Some of the species of fauna associated with the study area are either endemic to Dominica only, to the Lesser Antilles, or to the wider Caribbean.

Several endemic avian species are known to frequent the study area (See Appendix 3).

These bird species include two Dominican endemics and several Lesser Antillean / Caribbean endemics.
The two notable species endemic to the island are the Jaco or Red- necked Parrot (Amazona arausiaca) and the Imperial Parrot (Amazona imperialis), both listed on the IUCN Red List of endangered species of flora and fauna.

The Red-necked Parrot which was documented foraging within the study area, has been classified as “Vulnerable” while the Imperial Parrot is listed as “Endangered”.
It should be noted that as a direct consequence of the impacts of Hurricane Maria on the rainforests and montane forests of Dominica, the Red-necked Parrot has expanded its habitat range to the coastal forests in Good Hope, San Sauveur and the Kalinago Territory.

Another unique bird species previously recorded within the lower montane forest and rainforest, is the Lesser Antillean endemic viz., the Plumbeous Warbler (Dendroica plumbea) which is endemic to Dominica, Guadeloupe and Marie Galante.
However, since the passage of Hurricane Maria sightings this species have not been recorded.

Some other notable Dominican endemic animal species include the Tree Lizard or “zanndoli” (Anolis oculatus), Ground Lizard (Ameiva fuscata), Dominican Racer (Alsophis antillensis sibonius), Worm Snake (Typhlops dominicana) and the endemic Dominican Boa (Boa constrictor nebulosa).

The Lesser Antillean Iguana (Iguana delicatissima) is endemic to the Lesser Antilles.
No rare or endemic species of flora were documented within the road project’s zone of influence.

Segment 1 RD1415-FD-ESIA-Ed03 87 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment The endemic Imperial Parrot (Amazona imperialis) is listed as “Critically Endangered” and the Red-necked parrot (Amazona arausiaca) is listed as “Vulnerable”, on the IUCN Red List of threatened species.

Red-necked Parrots were documented foraging on Leucaena (Leucaena sp.)
seed pods at the entrance to the Bois Diable quarry.

Another unique bird species within the study area is the Plumbeous Warbler (Dendroica plumbea) endemic to Dominica, Guadeloupe and Marie Galante.

The Tree Lizard or “zanndoli” (Anolis oculatus) and Dominican Boa (Boa constrictor nebulosa) are considered Dominican endemic sub-species.

Segment 2 The endemic red-necked parrot (Amazona arausiaca) which frequents the study area is listed as “Vulnerable” on the IUCN Red List of threatened species.
The Red-necked parrots expanded range includes high altitude rainforests and areas of transitional forest along the coast.

The red-necked parrots can frequently be observed foraging in the forest canopy throughout the study area.

Another unique bird species is the Plumbeous Warbler (Dendroica plumbea) endemic to Dominica, Guadeloupe and Marie Galante.

The Tree Lizard or “zanndoli” (Anolis oculatus), the Ground Lizard (Ameiva fuscata), and the Dominica skink (Mabouya dominicana) are endemic to Dominica.
The Lesser Antillean Iguana (Iguana delicatissima), a large arboreal lizard endemic to the Lesser Antilles, is listed as “Critically Endangered” on the IUCN Red List.

The four (4) snake species which inhabit the study area viz., Dominican Racer (Alsophis antillensis sibonius), Checkered Snake (Liophis juliae), Worm Snake (Typhlops dominicana) and the endemic Dominican Boa (Boa constrictor nebulosa) are considered Dominican sub-species.
The leatherback turtle (Dermochelys coriacea) which nests on the Castle Bruce beach is listed as vulnerable.

The aquatic gastropod mollusc (Neritina puntulata), a local delicacy known as “Vio” is abundant in the rivers.
Segment 3 Endemic fauna includes the vulnerable Red-necked Parrot (Amazona arausiaca), Tree Lizard or “zanndoli” (Anolis oculatus), Ground Lizard (Ameiva fuscata), Dominican Racer (Alsophis antillensis sibonius), Worm Snake (Typhlops dominicana) and the endemic Dominican Boa (Boa constrictor nebulosa).

The Lesser -Antillean Iguana (Iguana delicatissima), a regional endemic has been documented.

The endangered leatherback sea turtle usually nests on the Castle Bruce beach.
Segment 4 Endemic fauna within the zone of influence, comprises the Red-necked Parrot (Amazona arausiaca), Tree Lizard or “zanndoli” (Anolis oculatus), Ground Lizard (Ameiva fuscata), Dominican Racer (Alsophis antillensis sibonius), Worm Snake (Typhlops dominicana), Dominican Boa (Boa constrictor nebulosa) and the reginal endemic Lesser-Antillean Iguana (Iguana delicatissima).

7.4.
7.4.

STRESSORS ON BIODIVERSITY AND NATURAL RESOURCES A number of published studies identify stressors on the biodiversity and natural resources of Dominica.
Dominica’s Biodiversity Strategy an Action Plan 2001 - 2005 (GOD, 2001) identified the major threats to Dominica’s biodiversity as: 88 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Introduction of foreign species;  Deforestation;  Over-exploitation of wildlife;  Encroachment;  Unregulated development;   Loss of agro-biodiversity;  Impacts from climate change;  Uncontrolled use of biotechnology;  Pollution;  Natural disasters;  Loss of traditional knowledge;  Inappropriate legal/institutional frameworks.
The Second National Communication of the Commonwealth of Dominica Under the United Nations Framework Convention on Climate Change (GOD, 2012) identified stresses on forest resources to include:  Developments resulting in fragmentation of important ecosystems.
 Negative impacts of quarries on forested areas  Deforestation  Poor watershed management relating to agriculture  Introduction of the invasive lemon grass species and its subsequent spread along many areas on the west coast Improper garbage disposal   Unseasonal hunting (which affects breeding) and unsustainable river fishing activities, with inadequate legislation and low fines and fees  Resource conservation efforts constrained by financial and technical limitations.
Growing problems were identified in the SNC (GOD, 2012) as: the practice of shifting cultivation Illegal tree cutting and charcoal production    natural hazards (hurricanes, earthquakes, volcanic eruptions, storm surges, and landslides).

7.5.

SOCIOECONOMIC BASELINE 7.5.1.

The national context This section presents a baseline socio-economic profile of the affected villages.
It covers physical features, demographic, health, education, housing, gender and livelihood indicators for the area within the national context and also highlights performances by Village Council group or by village where the data is available.

It is hoped that the findings here, together with those of Section 6, which treats with potential project impacts, will serve as the baseline for monitoring socio-economic impacts both during construction, and during use of the rehabilitated roads over the long run.
At this stage, the baseline is informed mostly by qualitative data, reflecting the dearth of social statistics at a micro village level, except RD1415-FD-ESIA-Ed03 89 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment from periodic National Population Censuses, Household Expenditure Surveys (HES) and Labour Force Surveys (LFS) conducted by the National Statistical Office (NSO).
The Commonwealth of Dominica (Dominica) is 48 km long and 24 km wide, with an area of 754 square kilometres.

It is located between 15°12 and 15°39 N Latitude and 61°14 and 61°29 W Longitude.

Dominica, located in the central Lesser Antilles, is an English- speaking island situated in the Eastern Caribbean between the two French speaking islands of Guadeloupe and Martinique.

The map of Dominica is shown in Figure 21.


Dominica is the most rugged of the islands of the Lesser Antilles with precipitous slopes and deep valleys, and has few spaces with flat land greater than 1km².

The island has nine (9) major peaks over 1,000m, each with its own radial drainage system and has been known to have one of the largest river densities on earth.
90 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Figure 21: Map of Dominica Preliminary data from the CSO from the past three censuses show a steadily declining trend in Dominica’s population from 73,795 in 1981 to 71,293 in 2011, contributed to, by most of the parishes, including the parish of St. David and St. Andrew which include all of the project affected areas.
Table 7.1 shows Dominica’s population by parish with some data for trend RD1415-FD-ESIA-Ed03 91 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment analysis.

The data shows a steadily declining trend in six of the ten parishes while in the four parishes, including St Georges and St John, population increases were recorded.
While these population trends have been reported to be partly attributable to migration to out migration, associated with declining incomes in the banana industry, there is evidence of internal migration from predominantly agricultural districts in Dominica to urban areas, in search of jobs- mainly in the services sectors.
2011 2001 1991 1981 %Change Census 2011 over 2001 %Change Census 2001 over 1991 %Change Census 2011 over 1981 St Georges 20920 20211 20365 20501 3.5 St John 6529 5897 4990 5412 10.7 St Peter 1427 1518 1643 1601 ‐6.0 St Joseph 5626 5940 6183 6606 ‐5.3 St Paul 9658 8482 7495 6386 13.9 St Luke 1664 1576 1552 1503 5.6 St Mark 1829 1891 1943 1921 ‐3.3 St Patrick 7606 8477 8929 9780 ‐10.3 St David 6043 6789 6977 7337 ‐11.0 St Andrew 9437 10461 11106 12748 ‐9.8 Total 70739 71242 71183 73795 ‐0.7 St David % 8.5 9.5 9.8 9.9 Source: CSO and author’s calculations ‐0.8 18.2 ‐7.6 ‐3.9 13.2 1.5 ‐2.7 ‐5.1 ‐2.7 ‐5.8 0.1 2.0 20.6 ‐10.9 ‐14.8 51.2 10.7 ‐4.8 ‐22.2 ‐17.6 ‐26.0 ‐4.1 Table 7.1: Population by Parish, Census 1981 to 2011 Over the years, agriculture had been a source of employment and income in rural areas, and banana export dominated earnings on Dominica’s visible trade external accounts.
Even with continuing average annual declining rates in agricultural output and agricultural export earnings in recent decades, the agricultural sector continues to dominate among the other productive sectors as a contributor to employment and Gross Domestic Product (GDP).

However, combined services sector activities are the biggest contributors to output, employment and export earnings in Dominica.

See GDP series for 2011 to 2015, Table 7.2.
92 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Activity Year Agriculture Fishing 2011 2012 2013 2014 2015 14.63 14.02 15.87 15.35 14.99 0.37 0.37 0.33 0.48 0.57 Mining and Quarrying 1.69 1.35 1.39 1.28 1.21 Manufacture 3.19 3.69 3.59 3.56 3.34 Electricity and Water 5.08 5.19 4.83 4.86 4.74 Construction 5.45 5.05 4.48 4.87 4.06 Wholesale and Retail Trade 14.85 14.36 14.18 14.25 13.66 Hotels and Restaurant 2.12 2.19 2.12 2.14 2.02 Transport, Storage and Communication 14.04 14.70 14.31 13.97 13.82 Financial Intermediation 6.76 7.18 6.45 6.43 6.37 Real Estate, Rentals & Business Activities 9.26 9.60 9.10 8.92 9.03 Public Administration, Defence and Social Security 8.26 8.48 8.85 9.21 10.27 Education 10.98 10.45 10.95 11.12 11.99 Health and Social Work 3.44 3.66 3.65 3.60 3.93 Other Community, Social and Personal Services 1.05 1.10 0.96 0.94 0.98 Private Households with Employed Persons 0.28 0.29 0.32 0.35 0.33 Less FISIM Total 1.25 1.68 1.48 1.34 1.30 100 100 100 100 100 Table 7.2: Sector Percentage Contribution to GDP 2011 to 2015 The project affected villages/communities namely Castle Bruce, Petite Soufriere, San Sauveur, Good Hope, and Morpo, Kalinago Territory, Atkinson and their surrounding hamlets are situated along the central mountain range of Dominica - in some cases they are coastal, mainly along the Atlantic, and in other cases inland settlements.
They are also among the banana /agriculture dependent increasingly challenged in sustaining their livelihoods, particularly in the aftermath of adverse weather events.

regions of Dominica and hence are RD1415-FD-ESIA-Ed03 93 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 7.5.2.

Socioeconomic profile of the affected area 7.5.2.1.
Demographics The population of St David4 declined from 7,337 in 1981 to 6043 in 2011, taking the population of St David down from 9.9% of the total population in 1981 to 8.5% by 2011.

Similarly, neighbouring St Andrew recorded a population decline from 12,784 to 9,437 over the same thirty-year period taking its share of Dominica’s population from 17.3% to 13.3%.

In fact, these population declines were among the highest recorded by district, with St David recording a significant 17.6%.
Given that the affected area includes the Kalinago Territory with its population of 2,112 (Population and Housing Census 2011) out of a total population of 4,672, the racial mix in the affected area includes Blacks, Kalinago and a Black/Kalinago mix.

There is a gender balance in favour of men, as indicated in the 2011 Population and Housing Census, which reports a ratio of 1.3 of males to 1 female in the Kalinago Territory, compared with 1.1 to 1 in the rest of the affected area.
Table 7.3 provides population figures by gender, for the villages in the affected area.
Villages Sex Male Female Total Petite Soufriere 261 240 501 San Sauveur 54 44 98 Good Hope 290 238 528 Castle Bruce 552 514 1,066 Atkinson 189 178 367 Kalinago Territory 1209 903 2112 Total Affected Area 2,555 2,117 4,672 Total National 36,411 34,882 71,293 % Affected Area to National 7.0 6.1 6.6 Source: CSO 2011 Population and Housing Census Preliminary Report and Author’s Calculation Table 7.3: Total Population 2011 in Affected Villages by Sex 4 St David comprises: San Sauveur, Petite Soufriere, Grand Fond, Rosalie, Riviere Cyrique, Morne Jaune 94 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 7.5.2.2.
Health Dominica has made remarkable progress with achievement of many of the targets relating to the United Nations Sustainable Development Goal (SDG) on Health.

However, for the targets related to premature death from non-communicable diseases, progress has not been the same, despite Dominica’s model primary health care system within the OECS sub- region, supported by a strong district health clinic system.
The findings from the consultations held with community members in the affected areas corroborated the national trend with regard to the prevalence of chronic non- communicable diseases.

However, these illnesses are managed well, with patients taking the prescribed medication (Castle Bruce Health Team).

Asthma is reported to be of low incidence.

However, it would be useful to monitor this during the road construction phase, because of the potential for an increase in dust levels.
It was generally felt that the district clinic network, supported by a reliable ambulance service for moving from level 1 clinics to level 3 centres and to hospitals was satisfactory, and that the few incidents of death while getting to health facilities were related to road traffic accidents or delays, rather than level of access to health services.

Table 7.4 below shows the network of clinics serving villages in the affected area.
Castle Bruce Health Centre- Level Marigot Health Centre- Level 3 Good Hope Clinic Level 1 Pte Soufriere Clinic Level 1 San Sauveur Clinic Level 1 Kalinago Territory Salybia Level 1 St Cyr Level 1 Gullet River Level 1 Mahaut River Level 1 Sinecou Level 1 Atkinson Health Clinic –Level 1 Kalinago Territory Bataca Level 1 Crayfish River Level 1 Table 7.4: Network of Health Clinics and Centres Level 1 clinics provide primary care and refer patients to level 3 centres for secondary care, while level 3 centres refer patients to the hospital in Roseau for tertiary health care.
The Marigot hospital which previously served the area is currently not functioning as a tertiary care referral facility, and currently the practice is to use Wesley as an accident and emergency centre.
RD1415-FD-ESIA-Ed03 95 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment The primary health care practitioners consulted reported full eradication of diseases like mumps and measles in their districts, while expressing strong concern about the prevalence of chronic non-communicable diseases.
In the cases of Atkinson and the Kalinago Territory however, the health practitioners reported a relatively lower incidence rate than the national average, which they attributed to culture -their diet (primarily indigenous unprocessed foods) and a more relaxed life style.

The preliminary 2011 Population and Housing Census Report also points to a lower incidence of chronic non-communicable diseases in the Kalinago Territory than that of the national average, as shown in Table 7.5.
Type of Illness Ratio for Kalinago Territory % National Ratios % Male Female Total Male Female Total Sickle Cell Arthritis Asthma Diabetes Hypertension Heart disease Stroke Cancer Mental Illness Other illnesses No illness 50.7 34.8 85.5 80.3 71.4 76.0 No illness unknown 0.9 0.4 1.3 1.4 1.2 1.3 Source: Excerpts from Preliminary Report on Population and Housing Census 2011 Table 7.5: Selected Indicators of Disease Prevalence, Kalinago Territory 7.5.2.3.
Education Each village in the affected area has a primary school, while the entire project area is served by two secondary schools as follows: Castle Bruce Secondary School Castle Bruce Tranto 96 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Dixpas Morpo Good Hope San Sauveur Pte Soufriere Kalinago Territory St Andrews Secondary School (located in Wesley) Atkinson Antrizle The St Andrews Secondary School also serves the villages of Marigot, Wesley and Woodford Hill in the north east of Dominica.
Government owned and operated school buses serve the entire area to facilitate students who have to commute between villages to attend Secondary schools, while, as is customary especially in rural parts of Dominica, students walk to the primary schools which are generally located within walking distance from most homes.

Dominica’s achievements with targets under the SDG goals relating to education, like that of the other OECS states have been described as above average in the global framework.
It has been observed that this national performance was attributable to an increasing number of graduates from the school system across Dominica, with the gender performance ratio changing against males at the higher education levels.
In the Kalinago Territory for example, while the number of male students in the school system exceeded the number of females, up to the secondary school level, the ratio was reversed beyond this level; and also, of the 1190 persons who reported not having had any higher certificate, diploma or degree, the majority was male.

7.5.3.

Housing Quantitative data on the housing stock in the affected area is not readily available.
However, information gathered from the consultations undertaken reveals that Hurricane Maria affected on average 95% of buildings in the affected area, some totally damaged and some having lost their roofs.

In the Kalinago Territory, it was reported that construction trends away from indigenous designs and materials to the concrete and lumber combination, as is prevalent in the rest of Dominica, was the cause of the large number of homes which were affected by “Maria”.
The stakeholders in the Kalinago Territory were of the view that their indigenous construction design, with the material used, was a sure option for climate resilient housing construction.

Home reconstruction in the affected area has been facilitated through “coude main” among villagers, some of whom have built smaller structures than previously owned in an effort to regain some privacy, as opposed to remaining in shelters.
In addition, assistance is RD1415-FD-ESIA-Ed03 97 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment being provided by Government and by segments of the Corporate sector, particularly by philanthropists with direct interest in the Kalinago people.

7.5.4.
7.5.4.

Livelihoods Stakeholder consultations revealed that agriculture, led by crop production, continued to be a dominant source of employment in the entire region with increasing evidence of diversification into value added agro-processing activities.

It was also revealed that farms are generally small averaging half acre to 5 acres with high evidence of mixed cropping at subsistence level but with excesses being sold on the road side in the home village, and to hucksters.
The hucksters supply both the domestic and the export markets, while a few of the farmers transport their excess supplies to markets in neighbouring villages.

Major crop types include bananas, coconut, cocoa, bay, herbal seasoning, peppers, root crops - dasheen, yam, toloma, ginger, cassava-, all of which have been also used as inputs for producing agro-products like coconut oil, coco sticks, seasoning sauces and condiments, arrowroot and cassava bread.
In the Kalinago Territory, in addition, craft making and boat building using native woods and weeds, are significant income sources.
The increasing significance of the craft industry as a source of employment and income in the Kalinago Territory has been observed to have benefited from its popularity as a tourism destination in Dominica, and the fact that it is on the alternative road link to Dominica’s major airport, both resulting in relatively higher number of visitors passing through the area in comparison to Good Hope, San Sauveur and Petite Soufriere, where very few developed tourism sites were reported despite their picturesque scenery.
Similarly, and for the same reasons, there is a higher incidence of roadside vending in the Kalinago Territory than in the other affected areas.
In the above context, the passage of Maria and its widespread destruction to crop agriculture and communication infrastructure in the affected areas as in other parts of Dominica, and almost 100% decline in international tourist arrivals into Dominica (mostly business visitors involved in supporting Dominica’s relief and reconstruction efforts were recorded during the last quarter of 2017), therefore severely disrupted livelihoods in the affected areas.
There are reports of resumption of production of root crops and vegetables and absorption of the unemployed into the National Employment Programme (NEP) as the only sources of income in the villages.

While agriculture is the main economic activity in the villages served by the road project, there is a range of small and micro enterprises in which the population has shown an interest.
Of a total of 335 applications for grant funding received by the Ministry of Commerce, Enterprise and Small Business from residents of the Parish of St David, in which all of the affected villages are located, 260 are potential/new businesses.

Thirty-four per cent of classified businesses are in the arts and craft category, 22 per cent are in the retail and services sector, while 21 per cent are in the agribusiness sector.
Of the total number of applications, there is a high percentage of non-classified businesses (68) as well as of non- registered (97).

The male/female ratio of all applicants at 53/47 appears to be a reasonably equitable gender distribution in the sector (Data Source: Executive Director, Ministry of Commerce, Enterprise and Small Business).

98 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 8.

ENVIRONMENTAL IMPACTS 8.1.


APPROACH TO RISK ASSESSMENT This section of the report tabulates the assessed impact risks for the proposed works components as previously described.

Impacts are evaluated for the following proposed works components: Construction phase 1.
Road widening and realignment a) Vegetation and topsoil removal b) Excavation of natural materials (cuts and subsurface drainage) c) Excavation of existing roadway d) Filling (embankments, subbase and base construction) e) Pavement (asphalt) f) Pavement (concrete) g) Wall construction h) Concrete roadside drain construction 2.

Bridges and associated works 3.

Large culverts 4.

Small culverts 5.

Debris flow mitigation 6.

Quarrying 7.

Spoil disposal Operational phase 1.


Operations and maintenance For each potential impact identified (whether adverse or beneficial), the likelihood of its occurrence and the potential consequences if it occurs were evaluated and combined to determine an overall risk level.

The colour-coded risk scale is provided below.

Notes to the tables provide more detail as deemed necessary.
Evaluation of potential impact risk is based on the assumption that no specific action will be taken to prevent an impact occurring, or to minimise occurrence.

In this respect, the impact assessment presents a “worst case” scenario.

RD1415-FD-ESIA-Ed03 99 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 8.1.1.
Risk Scale ADVERSE IMPACT / CONSEQUENCES HIGH MEDIUM LOW BENEFICIAL IMPACT / CONSEQUENCES HIGH MEDIUM LOW I I L K E L H O O D Extreme (1) Major (2) Medium (3) HIGH MEDIUM LOW Major (2) Medium (3) Minor (4) Medium (3) Medium (3) Minor (4) I I L K E L H O O D Extreme (1) Major (2) Medium (3) HIGH MEDIUM LOW Major (2) Medium (3) Minor (4) Medium (3) Medium (3) Minor (4) 100 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Key to risk scale: Adverse impacts Beneficial impacts Extreme Major Medium Minor Extreme risks that are likely to occur and have potentially serious consequences requiring urgent attention Highly beneficial impacts that are likely to occur and requiring urgent attention to ensure they are fully realised Extreme Major risks that are likely to occur and have potentially serious consequences requiring urgent attention and/ or investigation Major benefits that are likely to occur and requiring urgent attention and/ or investigation to ensure they are fully realised Major Medium risks that are likely to occur or have serious consequences requiring attention Benefits of medium likelihood or with serious positive consequences that should be enhanced Medium Minor risks and low consequences that may be managed by routine procedures Benefits of minor probability or low consequences that may be realized through routine procedures Minor RD1415-FD-ESIA-Ed03 101 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 8.2.
CONSTRUCTION PHASE 8.2.1.
Risk Identification for proposed road widening and realignment The following activities are reviewed: Filling (embankments, subbase and base construction)  Vegetation and topsoil removal  Excavation of natural materials (cuts and subsurface drainage)  Excavation of existing roadway   Pavement (asphalt)  Pavement (concrete)  Wall construction  Concrete roadside drain construction  Transportation of construction equipment, materials and spoil on public roads The following is noted for this analysis: 1.
Construction of drainage structures (bridges, culverts), quarry and spoil disposal operations are dealt with separately, in sections 7.2.2 through 7.2.7 below.

Otherwise, the road runs near watercourses or the coastline in a few locations.

Most of the roadworks will occur within the existing road footprint, with the exception of new alignments in Segment 2 at L’Riviere L’Ór; and in Segment 3 at the multicellular crossing near Calixte Bridge.
At locations where the road runs near watercourses or the coastline, potential risks relating to pollution and other impacts on waterbodies are significantly higher.

Increased mortality of aquatic species is possible due to siltation, disposal or spill of concrete slurry and petroleum products (motor oil/hydraulic oil and petrol) into waterways.
Springs located below the road in Segment 4 at Gaulette River, St Cyre, Crayfish River and Bataka, are used as an alternate wáter source by the Kalinago people, so posible contamination of these is potentially a public health issue.

2.

Sediment mobilized through these works at any location has the potential to adversely impact waterbodies all the way downstream to the coast.
Accelerated soil erosion may be expected during road construction activity (in particular site clearance and earthworks) particularly during periods of heavy rainfall, leading to increased sediment and nutrient delivery into rivers, streams, and nearshore marine areas.

This results in adverse impacts to aquatic habitats and marine/freshwater species, e. g., fish, crayfish, and macro-invertebrates.

3.
3.

Widening will result in vegetation being removed adjacent to the existing road and bridges, but the resultant loss of habitat is relatively small.

The scope of proposed works may not significantly impact area natural resources and biodiversity.

However, sensitivities of vulnerable fauna such as breeding and nesting parrots (Feb to Jun) to noise should not be underestimated.

Impacts on plants and animals will be short term.

The most negative effect will be mortality.


Wildlife species that are displaced may relocate to the ample open forest space adjacent to the site.

Species common to the area will probably return after the construction phase after being temporarily disturbed.

4.

There may be increased wildlife mortality due to poaching pressure.
Wildlife species, particularly the Agouti (Dayprocta leporina), Manicou (Didelphis marsupialis) Lesser Antillean Iguana (Iguana delicatissima), Boa Constrictor (Boa constrictor nebulosa) 102 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment and the Red-necked Parrot (Amazona arausiaca) may be exposed to poaching by construction workers.

5.
5.

Protected water catchment areas and the prevalence of vulnerable and critically endangered fauna within the area of influence in Segment 1 increase the need to minimize environmental impacts in this segment.

6.

The works have the potential to significantly compromise adjacent accesses and properties, including the national trail that weaves on and off the road in many locations.
The possible impact of the increase in road elevation of 20cm above current levels on connectivity with adjacent properties and junctions, and alteration of drainage has been evaluated and addressed by the designers for the entire length of the road, adapting the road accesses and the drainage system accordingly 7.

The works offer opportunities to infrastructure and safety provisions associated with the trail, and to improve street furniture and bus shelters generally along the route.

improve 8.
improve 8.

Traffic levels along this road are not high, but increase significantly during the cruise season between October and April5, as tours access the various sites and attractions in the area.

The cruise schedule is set from the previous season and can be ascertained well in advance of the works.

9.

Traffic management is important on all road segments as this is the only route to Roseau.

The alternative airport route is a very long detour.

10.
10.

Within Petite Soufriere and Good Hope in particular, and generally through the various communities along segment 3, traffic management will be a challenge, as the roads are so narrow and steep, and several buildings extend to the road edge.

11.

There are overhead power and telecoms lines, underground water mains and irrigation pipelines, fire hydrants, community standpipes in the road reserve at many locations.
Power lines along the route are being reinstated since the passage of Hurricane Maria, and standards have been upgraded to mitigate the scale of failure observed.

There are no significant plans to upgrade water infrastructure along the roadway.

12.

The roadworks present an opportunity to improve existing junctions and infrastructure as well as access to both existing and proposed sites and attractions.
For example:    the proposed relocation of the bridge at L‘Riviere L‘Or provides an opportunity to improve public recreational facilities at a location already popular for picnicking.

The access to the Bois Diable Tarish Pit in Segment 1 (likely to be used to supply this project) may be upgraded to improve traffic safety at this location.
The junction to the Emerald Pool (the second most popular ecotourism site in Dominica) accommodates high levels of tourism related traffic when cruise ships visit, and should be upgraded to improve traffic safety at this location.

5 There are also a small number of cruise stops in July and August.

RD1415-FD-ESIA-Ed03 103 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment  A number of bus shelters need to be repaired.
Some may have to be relocated if road widening requires.

Requests for a few new bus shelters were made at community consultations.

New or remediated bus shelters should be designed in sympathy with the local area architecture.

 Derelict vehicles on the roadside should be removed.

13.

Pollution from fuels and other chemicals can have a variety of effects on fresh water and marine ecologies, and can kill fish life and invertebrates.

14.
14.

Concrete works are planned for retaining wall and drainage construction throughout and pavement construction at specified locations within segment 3.

Cement pollution results in high alkalinity and increased pH which can be very toxic to aquatic life.

The matrix below presents the assessed risks and benefits.

104 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Table 8.1.
Risk Identification6 for Roadworks & & S c o n c e r n s M e d u m i 7 P u b l i c H & / S e r v c e i d i s r u p e d t l b e o w ) i n f o o t n o e s ) t O t h e r ( ) i n f o o t n o e s ) t O t h e r ( - M e d u m i N A - 6 Extreme Adverse Impacts (- - - -) Medium Major Simplified Key to Risk Scale NA Beneficial Impacts (+ + + +) Minor Minor Medium Major Extreme 7 Felling of trees can pose high occupational risk.
8 Clearing may result in loss of habitat and food sources.
RD1415-FD-ESIA-Ed03 105 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment & & / S e r v c e i d i s r u p e d t l b e o w ) i n f o o t n o e s ) t O t h e r ( ) i n f o o t n o e s ) t O t h e r ( - - M e d u m i M e d u m i - - E x c a v a t i o n - 9 Excavation in unstable soils potentially exposes workers to extreme risk.
10 There is infrastructure in the roadway, including fire hydrants.
106 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment & & / S e r v c e i d i s r u p e d t l b e o w ) i n f o o t n o e s ) t O t h e r ( ) i n f o o t n o e s ) t O t h e r ( - - ( a s p h a l t ) P a v e m e n t RD1415-FD-ESIA-Ed03 107 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment i m p a c t s t P o e n t i a l b e n e f i i c
& S c o n c e r n s M e d u m i M a o j r P u b l i c H & E
/ S e r v c e i d i s r u p e d t l b e o w ) i n f o o t n o e s ) t O t h e r ( ) i n f o o t n o e s ) t O t h e r ( - - ( c o n c e t e ) ) r W a l l o r g a b o n s ) i c o n s t r u c t i o n ( R C 108 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment & S c o n c e r n s i M n o r P u b l i c H & / S e r v c e i d i s r u p e d t
s L a n d u s e / S e r v c e i d i s r u p e d t l b e o w ) i n f o o t n o e s ) ) i n f o o t n o e s ) t O t h e r ( s p e c i f y O t h e r ( s p e c i f y M e d u m i M e d u m i i M n o r - RD1415-FD-ESIA-Ed03 109 Pre-Engineering and Design Services – East
 Coast Roads Environmental and Social Impact Assessment The scale of potential impacts of proposed vegetation and topsoil removal are reduced because there is negligible road realignment proposed, and most of the proposed works are within the existing road footprint.
Clearing of vegetation and topsoil will occur within a narrow strip on the edge of the road, where widening or slope stabilization is required.

Notwithstanding, there are considered to be major risks in relation to: 1.

Erosion and sedimentation, once vegetation is removed, and spoil material is stockpiled.

2.

Terrestrial ecology, affected by removal of vegetation that may be an important species that warrants protection, or that provides a food source or nesting area for wildlife in the area.
There are medium risks in relation to: 1.

Occupational health and safety, where workers are operating heavy equipment or chain saws, or laboring in close proximity to working equipment, or in areas where trees are being felled.

2.

Quantities of waste material generated, which will comprise vegetation and topsoil.

3.
3.

Generation of noise, due to operation of chain saws and equipment on the boundary between the roadway that continues to be in use and vegetated areas that may be important habitat for wildlife.

Generation of dust may occur if works are not completed expeditiously within the areas cleared.

Water pollution, due to equipment leaks or accidental spills, could make their way into drainage systems and groundwater.

4.
4.

Marine ecology, affected by sediments mobilized by this activity, or pollutants that are entered service or ground waters.

5.

Slope stability, resulting from removal of vegetation that previously held the soil in place, and exposes the ground to be stabilizing forces of wind and water.

Benefits relate to employment generation.

Potential impacts of the proposed excavation of natural materials (whether for cuts into adjacent slopes or for subsurface drainage installation) are very significant.
There are extreme risks in relation to high excavations in unstable soils which pose: 1.

Occupational health and safety concerns, as workers may be exposed to extreme risk.

2.

Slopes instability concerns.

There are major risks in relation to: 1.

Road closure and traffic delays, where works are required within confined spaces, and there are few if any, traffic diversion options available.

2.
2.

Public health and safety, as road users continue to move through an active work site, whether by vehicle or on foot.

3.

Quantities of waste material generated, which will be highest for this activity.

4.

Operation of heavy equipment within the road reserve in forested areas where road users and wildlife will be affected by noise and dust.

Operations within communities that include sensitive receptors such as schools, churches, nursing homes and health centers will also be affected.

5.
5.

Erosion and sedimentation, as exposed soils are mobilized by water and wind.

110 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 6.

Disruption of normal operations adjacent to the road by users such as farmers, eco- tourism site operators, the national trail, small businesses and institutions.

It may also compromise existing access routes adjoining the road.

7.
7.

Services (water, electricity, telecommunications, fire, irrigation) buried within the road and road reserve, as well as those running overhead, which are susceptible to damage during excavations.

There are medium risks in relation to: 1.

Pollution of water from equipment leaks or accidental spills.

2.

Landscape, as significant quantities of earth are removed.

3.

Fauna in the area which will continue to be disturbed by activity within the works footprint.

4.
4.

Marine ecologies downstream of their work site, which may be adversely affected by sediments and pollutants derived from the works.

Benefits relate to employment generation and opportunities to upgrade existing utility services in the areas affected.

Potential impacts of the proposed excavation of existing roadway are smaller than those assessed for excavation in natural materials, as this work occurs within the existing road footprint.

There are major risks in relation to: 1.


Road closure and traffic delays, where works are required within the existing roadway, and there are few if any, traffic diversion options available.

2.

Quantities of waste material generated, if the entire existing road surface and base is removed for replacement by new materials11.

3.

Operation of heavy equipment within the road reserve in forested areas where road users and wildlife will be affected by noise and dust.
Operations within communities that include sensitive receptors such as schools and health centers will also be affected.

4.

Erosion and sedimentation, as exposed soils are mobilized by water and wind.

There are medium risks in relation to: 1.

Occupational health and safety, with workers operating in and around heavy equipment.

2.

Public health and safety, as road users continue to move through an active work site, whether by vehicle or on foot.

3.

Pollution of water from leaks or accidental spills.
4.

Nearby terrestrial ecologies may be affected by noise, dust and sediments mobilized by natural forces.

5.

Marine ecologies downstream of the work site, which may be adversely affected by sediments and pollutants derived from the works.

6.
6.

Excavation activity in the roadway has the potential to disrupt normal operations adjacent to the road by users such as farmers, tourism site operators, the national 11 Note that the design calls for scarification and reuse of existing road materials, significantly reducing the quntum of material to be disposed.

RD1415-FD-ESIA-Ed03 111 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment trail, small businesses and institutions.
It may also compromise existing access routes adjoining the road.

7.

Services, in particular fire infrastructure, which is buried below the existing road pavement.

Benefits relate to employment generation.

Potential impacts of the proposed fill activity are less significant, as the extent of fill is limited, compared to the scale of excavation anticipated.

Placing of subbase and base material are not considered as fill in this analysis.

There are major risks related to: 1.


Erosion and sedimentation, as exposed fill material is mobilized by water and wind forces.

There are medium risks in relation to: 1.

Road closure and traffic delays, where works are required within confined spaces, and there are few if any, traffic diversion options available.

2.

Occupational health and safety and slope instability, as fill material may be unstable, exposing workers working nearby.

2.
2.

Public health and safety, as road users continue to move through an active work site, whether by vehicle or on foot.

3.

Noise and dust resulting from operation of heavy equipment within the road reserve, and manipulation of fill material being placed.

4.

Pollution of water from leaks or accidental spills.

5.

Landscape and terrestrial ecology, as fill material is placed.

6.

Fauna in the area will continue to be disturbed by activity within the works footprint.

7.
7.

Marine ecologies downstream of the work site, which may be adversely affected by sediments and pollutants derived from the works.

8.

Changing of grades within the existing road reserve which has the potential to disrupt normal operations adjacent to the road by users such as farmers, tourism site operators, the national trail, small businesses and institutions.

It may also compromise the utility of existing access routes adjoining the road.

9.
9.

Services (water, electricity, telecommunications, fire, irrigation) buried within the road and road reserve, as well as those running overhead, which are susceptible to damage during fill placement.

Benefits relate to employment generation and opportunities to upgrade existing services in the areas affected.

Potential impacts of the proposed pavement construction (asphalt) are significant, as the entire road will be resurfaced.

New base material will be placed and overlain by asphalt.
It is expected that single lane traffic will be possible through the works site, and road closures are unlikely.

There are extreme risks related to traffic delays, that will be unavoidable during this phase of the works.

There are major risks related to: 1.

Road closures, if required, due to the limited availability of alternate routes.

112 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 2.
Occupational health and safety, due to workers operating in and around heavy equipment, including asphalt equipment.

3.

Noise and dust generated by operation of equipment, and manipulation of base and subbase materials.

There are medium risks related to: 1.

Public health and safety, as road users navigate an active work area.

2.

Water pollution, through equipment leaks and accidental spills.

3.
3.

Terrestrial and aquatic ecologies, that continue to be disturbed by noise, dust and mobilized sediments and pollutants in waterways.

4.

Marine ecologies affected by sediments and pollutants.

5.

Access to adjacent properties, temporarily compromised by the ongoing works in the immediate vicinity.

This impact could persist if the final road levels are significantly different from existing.

Benefits relate to employment generation.


Potential impacts of the proposed pavement construction (concrete) are less significant than asphalt works, as the scope is less.

Concrete paving is only planned in areas where existing concrete roads are to be widened.

This is mainly in segment three.

New base material will be placed and overlain by concrete.

Due to the very constrained spaces in these areas, traffic management will be a relatively greater challenge.
Concrete is potentially a greater pollution risk than asphalt, and cement dust and contaminated water are easily generated.

There are extreme risks related to traffic delays, that will be unavoidable during this phase of the works in segment 3.

There are major risks related to: 4.

Road closures, if required, due to the limited availability of alternate routes.

5.

Noise and dust generated by operation of equipment, manipulation of base and subbase materials, and concrete production.

6.
6.

Pollution of water by cement products mobilized by wind and water, equipment leaks and accidental spills.

7.

Terrestrial and aquatic ecologies affected by mobilized cement products, sediments, pollutants, noise and dust.

There are medium risks related to: 8.

Occupational health and safety, due to workers operating in and around heavy equipment, and handling cement products.

9.

Public health and safety, as road users navigate an active work area, and are exposed to noise, dust and cement products.
10.

Marine ecologies affected by sediments and pollutants.

11.

Access to adjacent properties, compromised temporarily by the ongoing works in the immediate vicinity.

This impact could persist if the final road levels are significantly different from existing.

Benefits relate to employment generation.

Potential impacts of the proposed wall construction (concrete) are less significant than many other aspects of the work, as the scope is relatively small.
Two cantilever walls and the gabion wall are proposed.

RD1415-FD-ESIA-Ed03 113 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Major impacts relate to: 1.

Slope instability of the slope being retained.

2.

Occupational health and safety of workers operating in close proximity to a potentially unstable slope that is to be retained by the wall.

Medium impacts relate to: 1.


Public health and safety, as the public traverses the road in close proximity to these works.

2.

Pollution of water, by cement products used for wall construction.

3.

Erosion and sedimentation of slopes to be retained by the wall under construction.

4.

Terrestrial ecology affected by dust, sediments and other pollutants.

Noise is less of a factor for this operation.

Landscape may also be permanently adversely affected if walls are not aesthetically pleasing.

5.
5.

Marine ecology affected by sediments and other pollutants.

6.

Underground services affected by the excavations for wall foundations.

Benefits relate to employment generation.

Potential impacts of the proposed road side drainage construction are as follows.

It is assumed that the roadside drains will be constructed of concrete blocks or reinforced concrete.

Subsurface drains are also proposed.

Medium impacts relate to: 1.


Generation of waste material, as material is excavated for drain construction.

2.

Pollution of water, from equipment leaks or accidental spills.

3.

Erosion of excavated areas and sedimentation.

4.

Terrestrial and marine ecologies impacted by sediments and pollutants.

5.

Access roads adjoining, temporarily compromised by drainage excavation.

6.

Underground services disrupted by excavation.

Benefits relate to employment generation.

8.2.2.


Risk Identification for Bridges The following should be noted in relation to the risk identification for bridges: 1.

Road closure due to bridge construction would have a major impact at all locations except Castle Bruce, when an alternate route is available.

However, temporary bypass bridges are planned for those locations where the bridge crossing will not be realigned.
Otherwise, the existing bridge will continue in use while the new bridge is being constructed nearby.

2.

OSH concerns during construction are always high, and working at height over water is a significant OSH risk.

OSH risks are rated as major for all works.

3.

Waste generation will be greatest where significant dredging is planned, at Belle Fille bridge.

Waste generation will also be significant at those locations where the existing bridge is to be to be demolished.
Waste generation will be least at Calixte bridge, earmarked for rehabilitation and expansion.

114 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 4.

Noise generated by bridge construction will have the greatest impact for bridges constructed near communities.

The impact of noise on fauna will be relatively low because the works are localized.

5.
5.

During construction, watercourse flow will be altered as flow must be diverted around the works, and this impact is typically rated a medium.

6.

Risk of water pollution is rated as medium with works over and within the riverbed, increasing the risk of pollution due to equipment leaks or accidental spill.

7.

The risk of sedimentation is typically rated as major as there will be works within the river bed.
Such works will typically include flow diversion, excavation and casting of concrete foundations.

8.

Risks to marine ecology are higher for bridges located closer to the sea.

9.

Where there is active dredging beyond the bridge structure footprint to improve hydraulic performance of the water course, the risk of erosion and sedimentation is rated as extreme.

Increased mortality of aquatic species due to mechanical dredging of rivers may also be anticipated.

10.
10.

Where new roadway is constructed to access provisional bypass bridges, the affected lands will have to be reinstated upon completion of new bridge construction and removal of the bypass bridge.

11.

Several bailey bridges will be procured for construction of provisional bypass bridges.
These will be during construction of the Belle Fille bridge, Richmond River bridge, Pagua Bay bridge, Calixte bridge and San Sauveur bridge, and might be used at Castle Bruce bridge although there is an alternative route that can be used as traffic detour.

The contract should provide for retention by the Client of these bailey bridges.

These can then be stored for future emergency use by the government.

The contractor should be required to properly dismantle and store as directed.

12.
12.

Increased mortality of aquatic species may be anticipated due to siltation, disposal or spillage of concrete slurry and petroleum products (motor oil/hydraulic oil and petrol) into waterways.

Aquatic species may also have trouble spawning during the construction.

13.

Potable water lines are typically strapped to bridges, and these must be protected and properly reinstated at new bridge crossings.

At Riviere LÓr and Belle Fille, the integrity of the irrigation line must also be protected.

14.
14.

For specific bridges, the following is noted:  At L‘Riviere L’Ór, traffic management during construction must be carefully planned as there are sharp bends on both approaches to both the existing and new L’Riviere L’Ór bridge sites.

The site of the existing bridge is a popular, informal picnic spot, and may be enhanced for this purpose upon works completion using the additional space made available from road and bridge removal.
 Significant dredging is anticipated up- and down- stream of the Belle Fille bridge.

Dredging has the potential to generate significant sediment loads.

Existing structures adjacent to the bridge are flood prone.

RD1415-FD-ESIA-Ed03 115 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment  San Sauveur bridge will be constructed within a suburban community, adjacent to a school, with a church and residences also nearby.
 At Calixte bridge, some traffic delays will be expected as work is to be undertaken to expand a bridge that continues to be in use.

 At Castle Bruce, the diversion route through the town must be clearly posted, and sufficient PR undertaken in the community in advance of implementation of the diversion.

Parking restrictions may need to be imposed along the is route during peak hours to ensure two-way traffic diversion uninterrupted.

flow The matrix below presents the assessed risks and benefits.
116 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Table 8.2.
Risk Identification12 for Bridges & S c o n c e r n s m a o j r P u b l i c H & ’ 1 i ( R v e e r i O r ) 12 / S e r v c e i d i s r u p e d t l b e o w ) i n f o o t n o e s ) ) i n f o o t n o e s ) t O t h e r ( s p e c i f y O t h e r ( - i m n o r m e d u m i m e d u m i i M n o r Extreme Adverse Impacts (- - - -) Medium Major Simplified Key to Risk Scale NA Beneficial Impacts (+ + + +) Minor Minor Medium Major Extreme RD1415-FD-ESIA-Ed03 117 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment & S c o n c e r n s M a o
i c o n c e r n s m O H & & T
/ S e r v c e i d i s r u p e d t l b e o w ) i n f o o t n o e s ) ) i n f o o t n o e s ) t O t h e r ( s p e c i f y O t h e r ( - - m - ) 2 ( B e l l e 3 M a o j r ( C a l i x t e M a o j r S a u v e u r ) 4 ( S a n b r i d g e ) 13 Significant dredging anticipated.
14 Dredging has the potential to generate significant sediment loads.

15 This bridge will be constructed within a suburban community, adjacent to a school, with a church and residences also nearby.
118 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment & & / S e r v c e i d i s r u p e d t l b e o w ) i n f o o t n o e s ) ) i n f o o t n o e s ) t O t h e r ( s p e c i f y O t h e r ( - - - - - e
M a o j r B r i f d g e r e e r e n c e B r u c e ) i R v e r ) B a y ) 5 ( C a s t l e 6 i ( R c h m u n d 7 ( P a g u a RD1415-FD-ESIA-Ed03 119 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 8.2.3.
Risk Identification for Large Culverts The following should be noted in relation to the risk identification for large culverts: 1.

Road closure due to culvert construction would have a major impact at all locations.

Typically though, one lane will remain open while work proceeds in the other lane, with appropriate traffic management in place.

There will be traffic delays.

2.

OSH concerns during construction are always high, and OSH risks are rated as major for all works.

3.
3.

Noise generated by culvert construction will have the greatest impact for culverts constructed near communities.

The impact of noise on fauna will be relatively low because the works are localized.

4.

During construction watercourse flow will be altered as flow must be diverted around the works, and this impact is typically rated a medium.

5.

Pollution risk is also rated as medium as equipment is operating over and within the river, and the risk of leakage of oils and fuels is real.

6.
6.

The risk of sedimentation is typically also rated as major as there will be works within the river bed.

Such works will typically include flow diversion, excavation and casting of concrete.

Where there is active dredging beyond the structure footprint to improve hydraulic performance of the water course, this risk is rated as extreme.

7.

Risks to marine ecology are higher for culverts located closer to the sea.

8.
8.

Increased mortality of aquatic species may also be anticipated due to siltation, leaks, disposal or spillage of concrete slurry and petroleum products (motor oil/hydraulic oil and petrol) into waterways.

Aquatic species may also have trouble spawning during the construction.

The matrix below presents the assessed risks and benefits.

120 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Table 8.3.
Risk Identification16 for Large Culverts & & / S e r v c e i d i s r u p e d t l b e o w ) i n f o o t n o e s ) ) i n f o o t n o e s ) t O t h e r ( s p e c i f y O t h e r ( - - M e d u m i M e d u m i M e d u m i M e d u m i - - i M n o r i M n o r l C u v e r t l o c a t i o n 1 3 + 8 3 6 + 3 3 3 1 ( C h 2 ( C h 0 0 S e g m e n t 2 ) s e g m e n t 3 ) N e a r C a s t l e N e a r C a l i x t e 16 Extreme Adverse Impacts (- - - -) Medium Major Simplified Key to Risk Scale NA Beneficial Impacts (+ + + +) Minor Minor Medium Major
 Extreme RD1415-FD-ESIA-Ed03 121 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment & & e
/ S e r v c e i d i s r u p e d t l b e o w ) i n f o o t n o e s ) ) i n f o o t n o e s ) t O t h e r ( s p e c i f y O t h e r ( - - M e d u m i M e d u m i M e d u m i M e d u m i - - ( C h 0 5 + s e g m e n t 3 ) i R v e r o n L e t a n g C h 2 0 + 0 7 0 ( s e g m e n t 4 ) 8.2.4.
Risk identification for small culverts The following should be noted in relation to the risk identification for small culverts: 1.

Road closure due to culvert construction would have a major impact at most locations due to lack of available diversion routes.

Typically though, one lane will remain open while work proceeds in the other lane, with appropriate traffic management in place.

There will be traffic delays.


122 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 2.

OSH concerns during construction are always high, and OSH risks are rated as major for all works.

3.

During construction, drainage flow will be altered as flow must be diverted around the works.

However, small culverts are located on small drainage channels, and this impact is typically rated a minor.

4.
4.

Concrete debris from the culvert removed and spoil excavated from the culvert surround area will have to be disposed of.

This will be combined with waste from other aspects of the works.

Some may be re-used on site.

5.

Culvert rehabilitation works (e.g.

inlets, outlets) will typically occur off road, and may be within the drainage channel.

These vary in size; some will be ravines with significant flow volumes, particularly in the rainy season, and others will be dry except during rainfall periods.
6.

Pollution risk is rated as medium as equipment is operating over and within drainage channels (albeit small), and the risk of leakage of oils and fuels is real.

7.

The risk of sedimentation is typically also rated as medium as there will be works within the channel.

Such works will typically include flow diversion, excavation, fill and casting of concrete.

8.

Risks to marine ecology are higher for culverts located closer to the sea.

9.

Risks to ecologies are rated as medium.


Although channels are typically small, pollutants are mobilized by flowing water, and will adversely affect biology in fresh and coastal waters downstream.

The matrix below presents the assessed risks and benefits.

RD1415-FD-ESIA-Ed03 123 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Table 8.4.
Risk Identification17 for Small Culverts & S c o n c e r n s c o n c e r n s P u b l i c H & .
w o r k s o f f r o a d 17 / S e r v c e i b l ) d i s r u p e d t f o o t n o e s ) ) ) t O t h e r ( s p e c i f y i n N A - N A - M e d u m i M e d u m i ( s p e c i f y i n - - Extreme Adverse Impacts (- - - -) Medium Major Simplified Key to Risk Scale NA Beneficial Impacts (+ + + +) Minor Minor Medium Major Extreme 124 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 8.2.5.
Risk identification for Debris Flow Mitigation The following should be noted in relation to the risk identification for debris flow mitigation: 1.

Most of this work will be off road, and road closures are highly unlikely.

Traffic delays are possible during mobilisation and demobilization of equipment, and carting away of material removed.

2.

Waste material would be generated from removal of material from debris flows.

3.
3.

Equipment operation off-road will generate noise, and may generate dust depending on weather and ground moisture conditions.

This activity will be beyond the road reserve, and has greater potential to disturb fauna in the adjacent areas.

4.

The activity will disturb the ground, and has potential to generate sediments that may affect downstream water quality.

Wherever equipment operates, leakages and fuel/oil spills are possible.

The matrix below presents the assessed risks and benefits.
RD1415-FD-ESIA-Ed03 125 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Table 8.5.
Impact Risks18 for Debris Flow Mitigation / S e r v c e i d i s r u p e d t l b e o w ) i n f o o t n o e s ) t O t h e r ( ) i n f o o t n o e s ) t O t h e r ( - M e d u m i N A - & S c o n c e r n s M a o j r P u b l i c H & 18 Extreme Adverse Impacts (- - - -) Medium Major Simplified Key to Risk Scale NA Beneficial Impacts (+ + + +) Minor Minor Medium Major Extreme 126 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 8.2.6.
Risk identification for quarrying Only the Bois Diable Tarish pit has been identified as a source of material from within the project area.

It is recommended that a masterplan be developed by the government as site owner/operator for operation of the Bois Diable tarish pit, to optimize material use, and address safety and other environmental concerns.

The following should be noted in relation to the risk identification for quarrying: 1.
Traffic delays are only possible if there is congestion at the site entrance.

2.

Occupational health and safety concerns are rated as extreme.

At the time of visiting the Bois Diable Tarish Pit, excavation was underway into the tarish face at the toe of the slope, exposing the machine operator to high risk of material collapsing from above.

3.

Erosion and sedimentation are a concern, as little or no mitigation is in place.

The matrix below presents the assessed risks and benefits.
RD1415-FD-ESIA-Ed03 127 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Table 8.6.
Impact Risks19 for Quarry Operation at Bois Diable & & 19 / a c c e s s j A d a c e n t l a n d i n f o o t n o e s ) t O t h e r ( - ) t O t h e r ( s p e c i f y N A - L o c a l l e m p o y m e n t M e d u m i Extreme Adverse Impacts (- - - -) Medium Major Simplified Key to Risk Scale NA Beneficial Impacts (+ + + +) Minor Minor Medium Major Extreme 20 At the time of visiting, excavation was underway into the tarish face at the toe of the slope, exposing the machine operator to a high risk of material collapsing from above.
128 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 8.2.7.

Risk identification for spoil disposal It is noted that prior permission of the land owner of any proposed disposal site is required.

The development, operation and closure plan of such sites should be developed in advance and submitted for approval by the Ministry of Physical Planning, Ministry of Works, and the site owner, before any works commence at the proposed sites.
The following should be noted in relation to the risk identification for spoil disposal: 1.

In the absence of solid waste disposal site selection (recommendation number 4), it is difficult to realistically assess risks for that site.

A worst case scenario is assumed for that option, i.e.

the site is located in a sensitive environment.

2.

Road closure is highly unlikely to result from operation of spoil disposal sites, although traffic may be delayed at the site approach roads or entrance.

3.
3.

All spoil disposal sites will generate noise.

Noise will have greater impact where sites are in sensitive areas (communities, protected areas).

Dust generation will occur under dry conditions, but tracking of mud on to the adjacent roads is more of a concern.

4.

The Terre Femme site is located next to a watercourse, so its potential impact on water is greater that for the other sites.

The Castle Bruce site is on the coastal waterfront, and within the alluvial plain of the river.

5.
5.

The Castle Bruce site is generally low lying and water logged.

It is already being used for spoil disposal, and this project offers an opportunity to remedy issues caused by ongoing dumping.

The site will need good drainage if it is not to increase flooding upstream of the site.

The backfilling with spoil should be planned such that, upon completion, it creates a space that is more functional for the community.

6.
6.

The disposal of spoil could be integrated into the recommended masterplan for operation of the tarish pit.

Disposal of spoil may be considered as part of the site remediation if properly executed.

Water currently collects in a large hole on the site that poses a risk of mosquito breeding, as well as a safety risk.
A methodology would have to be developed to address potential issues in relation to spoil disposal at that location, to address:  Removal and disposal of water from the hole prior to and during disposal of spoil material   Safe vehicular access for spoil-loaded trucks to the proposed area Traffic management within the site  Proper placement of material (unloading, compaction, etc.)
  Tracking of mud onto the public road Training and PPE of workers The matrix below presents the assessed risks and benefits for the possible spoil disposal sites.

RD1415-FD-ESIA-Ed03 129 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Table 8.7.
Impact Risks21 for Spoil Disposal Site Operations 21 T r a f f i l c d e a y e d c o n c e r n s O H & S c o n c e r n s P u b l i c H & / S e r v c e i d i s r u p e d t l b e o w ) i n f o o t n o e s ) ) i n f o o t n o e s ) t O t h e r ( s p e c i f y O t h e r ( - - N A N A - - Extreme Adverse Impacts (- - - -) Medium Major Simplified Key to Risk Scale NA Beneficial Impacts (+ + + +) Minor Minor Medium Major Extreme 130 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment i m p a
and Social Impact Assessment & S c o n c e r n s M a o j r M a o j r P u b l i c H & n
/ S e r v c e i d i s r u p e d t l b e o w ) i n f o o t n o e s ) t O t h e r ( - - ) i n f o o t n o e s ) t O t h e r ( s p e c i f y N A N A - - RD1415-FD-ESIA-Ed03 131 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 8.2.8.
Risk identification for transportation of equipment and materials The following should be noted in relation to the risk identification for transportation of equipment and materials: 7.

Road closure or traffic delays for short periods is possible at locations where space is constrained, during periods of loading or offloading of equipment and materials.

8.

All transportation activities will generate noise along the roadway, and during loading and offloading.
Noise will have greater impact where sites are in sensitive areas (communities, protected areas).

Dust generation may occur during transportation of spoil and aggregates under dry conditions.

Tracking of mud on to the public roadways is also a concern.

9.

Pollution due to accidental spillage of transported materials or leakage of fuels and oils from transported equipment is also possible.

This could adversely impact lands or watercourses adjacent to the haul route.
Caution should be taken not to overfill trucks to avoid spills, particularly on steep sections of road.

Care should also be taken to ensure that loads (whether equipment or materials) are properly secured on the transportation vehicle, and that the integrity of the equipment is not compromised in any way that would permit leakage.

10.

Health and safety of workers is a concern, particularly at loading and offloading points.

11.
11.

Health and safety of the public is of concern, particularly as this activity is the one that results in considerable interface between the public and construction traffic, in an environment that is not under the direct control of the construction management.

The matrix below presents the assessed risks and benefits for the transportation of equipment and materials.

132 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Table 8.8.
Impact Risks22 for Transportation of Equipment and Materials & S c o n c e r n s M e d u m i M e d u m i P u b l i c H & / S e r v c e i d i s r u p e d t l b e o w ) i n f o o t n o e s ) ) i n f o o t n o e s ) t O t h e r ( s p e c i f y O t h e r ( s p e c i f y i M n o r i M n o r - - i M n o r i M n o r i M n o r i M n o r N A N A - - The potential impacts of transportation of equipment and materials on public roadways relate mainly to generation of noise and dust 22 Extreme Adverse Impacts (- - - -) Medium Major Simplified Key to Risk Scale NA Beneficial Impacts (+ + + +) Minor Minor Medium Major Extreme RD1415-FD-ESIA-Ed03 133
 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 8.3.
OPERATIONS AND MAINTENANCE PHASE 8.3.1.

Risk identification for operation and maintenance activities Impacts of maintenance activities are addressed as operational impacts for the various aspects of the works.

The following should be noted: 1.

The objective of these construction works is to improve performance during both routine and hazard operations.

If there are design or construction deficiencies however, it is possible that the road may not perform as intended.
It is assumed that the road and ancillary works will be improved through the proposed works, and the potential beneficial impacts during routine operations are identified as major for all.

2.

Routine maintenance should not have any significant adverse impacts.

However, if the road has been poorly designed and/or built, adverse impacts normally associated with construction will persist through the operational phase of the works.

3.
3.

Road closure is not expected in this phase, although repairs may occasionally result in traffic delays.

4.

The risk level of occupational health and safety issues is relatively low in the operations phase, as for most maintenance activities, manual labor is used predominantly.

Where heavy equipment may be required, the risk is rated as medium.

Otherwise it is rated as minor.

5.

Dredging routinely at the Belle Fille Bridge will generate intermittent employment through the operational phase.

6.
6.

Areas disturbed during construction are expected to revegetate quickly, and impacts on fauna will be temporary, limited mainly to the construction phase.

Maintenance activities should not have significant ecological impacts, if best practices are applied.

7.

Once works are completed and the road is operational, work in and over the river will be limited to routine maintenance, and risks for ecological systems are typically rated as minor.

The matrix below presents the assessed risks and benefits.
134 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Table 8.8.
Impact Risks23 for Operations and Maintenance 23 & S c o n c e r n s M e d u m i M e d u m i P u b l i c H & / ) f o o t n o e s ) t O t h e r ( s p e c i f y i n - - Extreme Adverse Impacts (- - - -) Medium Major Simplified Key to Risk Scale NA Beneficial Impacts (+ + + +) Minor Minor Medium Major Extreme RD1415-FD-ESIA-Ed03 135 Pre-Engineering and Design
 Services – East Coast Roads Environmental and Social Impact Assessment & S c o n c e r n s i M n o r P u b l i c H & s
/ S e r v c e i d i s r u p e d t l b e o w ) f o o t n o e s ) t O t h e r ( s p e c i f y i n - - - ’ 24 Dredging routinely will generate intermittent employment.
136 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment & S c o n c e r n s i M n o r i M n o r P u b l i c H & / S e r v c e i d i s r u p e d t i n f o o t n o e s ) ( a
- - - - RD1415-FD-ESIA-Ed03 137 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment & S c o n c e r n s P u b l i c H & w
/ S e r v c e i d i s r u p e d t l b e o w ) f o o t n o e s ) t O t h e r ( - - - - 138 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services –
 East Coast Roads Environmental and Social Impact Assessment 9.
POTENTIAL SOCIAL IMPACTS This section assesses the potential impacts both positive and negative of the Eastern Road Project on the population located along or in close proximity to the road.

It is based mainly on a questionnaire constructed on a number of socioeconomic indicators, designed to assess direct and indirect project impacts.

It is a rapid assessment approach to data collection, targeted at the principal road users such as drivers and passengers, the group likely to feel the most direct impacts.
It is also directed at the indirect beneficiaries, namely the farmers and hucksters/traders, particularly as farming has been identified as the principal economic activity in the communities served by the roads.

The questionnaire was intentionally designed to be short, so as to generate responses from the public.
It was structured in five sections, as follows:  Section A (1): Commercial Vehicle Operators  Section A (2): Passengers  Section A (3): Private Vehicle Owners  Section B (1): Farmers  Section B (2): Hucksters/Traders The questionnaire was administered among participants who attended the consultations at Castle Soufriere/Good Hope/Morpo and the Kalinago Territory.

Some respondents were assisted, while others filled and returned the questionnaires.
Bruce/Tranto/Dixpas, Atkinson/Antrizle, Sauveur/Petite San 9.1.

SURVEY OF COMMERCIAL VEHICLE OPERATORS There were fourteen (14) respondents categorized as drivers.

However, some appear to have multiple occupations, or had mistakenly filled the wrong category.

This is indicated by the fact that there were two farmers, a fire officer and a lecturer/driver in the stated occupations and by the gaps in aspects of the questionnaire, which might have been filled by commercial drivers.
There were two female drivers among the respondents, in an occupation that was a traditionally male dominated.

In addition, 57 per cent of all drivers were owner-operators.

In terms of location, two (2) were from the Castle Bruce area (Segment 2), six (6) from Segment 3 and another 6 from segment 4.

All respondents indicated that they expected the road improvements to result in a reduction in the time taken to make the trip.

Most travel takes place between the village and Roseau, the capital.
The fare charged per passenger was given as EC$ 10 per trip, an answer confirmed by the passenger survey.

The time taken to make the trip varied between 45 minutes to 1.5 hours.

Some of the variance can be explained by distance.

There was consistency between the two bus drivers from the Castle Bruce area, who indicated that it takes forty-five (45) minutes to travel from Castle Bruce to Roseau and that the anticipated reduction in travel time when the road will be in use would be fifteen (15) minutes.
Castle Bruce, however, is closer than the other villages to the capital.

The responses suggested that the time saving could be between 15 and 45 minutes per trip, with the modal number being 30 minutes.

Monthly fuel costs ranged from $200 to $3,000, while annual repair costs ranged from $400 to $10,000.
We have decided to treat the response which places annual repair RD1415-FD-ESIA-Ed03 1 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment cost as $45,000 as an outlier.

It should also be noted that the age of the vehicle may well have been a contributory factor to vehicle maintenance costs.

Drivers typically do two trips per day and ten or twelve per week.
Seventy-one (71) per cent of drivers responded to the question as to whether they thought that vehicle maintenance costs would decrease once the project will have been completed and indicated that they are likely to be reduced.

The recommendations for improving the roads to promote the safety of motorists and pedestrians centred on the provision of signage, speed bumps, sidewalks and guard rails.

One respondent recommended the construction of two-way bridges instead of one-way road improvement.
Another suggested that adherence to road safety tips would redound to the benefit of motorists and pedestrians.

Drivers, in response to the question on how they may be impacted by the construction works, suggested that traffic movement/stoppage may be issues.

One respondent suggested that the wear and tear on the vehicle will increase and that he may have to purchase another vehicle.
It was also suggested that there may be delays along the road and that drivers may have to travel at reduced speeds, resulting in a longer time taken to complete their trips.

9.2.

SURVEY OF PASSENGERS There were 51 respondents in this category of road users, all of whom responded “yes” to the question as to whether they thought the project would be beneficial to them.
Seventy-eight (78) per cent of respondents in this category indicated that they anticipated a reduction in travel time; while greater access to services was identified in 74 per cent of the responses and reduction in hazards was included in 51 per cent of responses.

It should be noted that one respondent had a reservation in the case of hazard reduction, providing a No/Yes answer on the grounds that “nice roads could cause accidents”.

Most passengers (61 per cent) ply the route from the village to Roseau.
However, there is traffic between villages, such as from Atkinson/Antrizle to Marigot, from Castle Bruce to Kalinago Territory and from Cray Fish River to Antrizle and Petite Soufriere to Castle Bruce.

The purpose of travel has been indicated as business in the main, with 70 per cent of respondents identifying this as the reason for travel.

However, other reasons advanced are health (43 per cent), work (43 per cent),paying bills, grocery shopping, recreation and education.
The travel time estimates provided by respondents in respect of trips from the village to Roseau, the capital, ranged from 50 minutes to 1.5 hours, with the 2 hour estimate provided by two respondents appearing to be the exception rather than the rule.

The modal estimate was 1 hour.

However, distance and time would tend to be correlated.

As would be expected for the shorter, village to village trips, the travel times ranged from 20 to 45 minutes.
The fare from the village to Roseau was stated as $10 one-way and $20 two-way; while the inter village fares ranged from $ 2 to $5.

All but one respondent who did not record an answer, indicated that they expected the upgraded road would lead to a reduction in travel time.

There was variability in the answers to the question concerning the number of buses plying the routes.

This, however, may be specific to location.


Most responses suggest that the number of buses on a given route fall within the range of 1 – 6.

The Kalinago reported a much larger number of buses plying their route than did the participants of Castle Bruce, San Sauveur and Petite Soufriere, within a range of 15 to 20.

The explanation could lie in the fact that in some cases, buses external to specific villages also ply the route.
In fact one driver 2 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment suggested that it might be about 30 buses on his route.

This could imply some competition on the route.

Whether in fact this will result in any price changes in the operational phase of the road remains to be seen.

Passengers were asked to recount any hazards or accidents that had occurred along the route.
Most respondents indicated that they had witnessed adverse events along the route, although they did not always specify.

The hazards referred to included traffic accidents, landslides, broken culverts, drain and road blockages and edge failures.

An example was provided of a post Hurricane Maria event where two vehicles collided as a result of an electrical wire, resulting in a vehicle falling into the valley.

Reference was also made to the case where two men had died when a road collapsed.
In addition, an accident in the Belle Fille area was referred to by another passenger.

Table 9.1, which shows the location, occupation and gender of the respondents in this category, indicates a variety of occupations and a 52.9 to 47.1 per cent distribution of male and female passengers responding to this survey.

Also included in the table is the corresponding road segment.
Observatio n Number Road Segment Village/District Occupation Gender 4: Castle Bruce Garden 4: Castle Bruce Garden 4: Castle Bruce Garden 4: Castle Bruce Garden 4: Castle Bruce Garden to Hatton Atkinson Seaman Male to Hatton Atkinson Teaching Female to Hatton Atkinson/Antrizle Farmer/Vendor Female to Hatton Antrizle/Atkinson Male to Hatton Antrizle Chef Female 2: Bois Diable to Castle Bruce Castle Bruce School Cleaner Female 2: Bois Diable to Castle Bruce Castle Bruce NEP employed Female 2: Bois Diable to Castle Bruce Windblow, Bruce Castle NEP Supervisor Female 2: Bois Diable to Castle Castle Bruce Subsistence Farmer Female 10 2: Bois Diable to Castle Bruce Castle David Bruce/St Teacher Female RD1415-FD-ESIA-Ed03 3 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Observatio n Number Road Segment Village/District Occupation Gender 26 27 28 29 30 4: Castle Bruce Garden 4: Castle Bruce Garden 4: Castle Bruce Garden 4: Castle Bruce Garden 4: Castle Bruce Garden 4: Castle Bruce Garden to Hatton Atkinson District Nurse Female to Hatton Atkinson Technician Male to Hatton Atkinson/Antrizle Farmer Male to Hatton Atkinson Retired Cleaner Female to Hatton Atkinson/Antrizle Consultant Male to Hatton Atkinson Farmer Male 2: Bois Diable to Castle Bruce Castle Bruce Educator Male 4: Castle Bruce Garden to Hatton Atkinson Fire Officer Male 3: Castle Bruce to Petite Soufriere San Sauveur Farmer Female 3: Castle Bruce
 to Petite Soufriere Petite Soufriere Not stated Female 3: Castle Bruce to Petite Soufriere San Sauveur Public Servant Male 3: Castle Bruce to Petite Soufriere Petite Soufriere Unemployed Male 3: Castle Bruce to Petite Soufriere Petite Soufriere Police Officer Male 3: Castle Bruce to Petite Soufriere Petite Soufriere Teacher Female 3: Castle Bruce to Petite Soufriere San Sauveur Retired Officer Fire Male 3: Castle Bruce to Petite Soufriere Petite Soufriere Unemployed Male 3: Castle Bruce to Petite Soufriere
 Petite Soufriere Police Officer Male 3: Castle Bruce to Petite Soufriere Petite Soufriere Not stated Male 3: Castle Bruce to Petite Soufriere Good Hope Unemployed Male 3: Castle Bruce to Petite Soufriere Petite Soufriere Teacher Female 4 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Observatio n Number Road Segment Village/District Occupation Gender 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 3: Castle Bruce to Petite Soufriere San Sauveur Not stated Male Castle Bruce to Petite Soufriere Petite Soufriere Not stated Male 3: Castle Bruce to Petite Soufriere Petite Soufriere Not stated Male 3: Castle Bruce to Petite Soufriere Petite Soufriere Farmer Kalinago Territory Farmer Male Male 4: Castle Bruce to Hatton Garden 4: Castle Bruce to Hatton Garden 4: Castle Bruce to Hatton Garden 4: Castle Bruce to Hatton Garden 4: Castle Bruce to Hatton Garden 4: Castle Bruce to Hatton Garden Kalinago Territory Farmer Female Sineku Farmer Male St Cyr Not stated Male St Cyr Not stated Female St Cyr Not stated Male 4: Castle Bruce to Hatton Garden Salybia Vendor/Shopkee per Female 4: Castle Bruce to Hatton Garden 4: Castle Bruce to Hatton Garden Eastern District Not stated Female Eastern District Not stated Female 4: Castle Bruce to Hatton Garden Point-Salybia Craft producer/vendor Female 4: Castle Bruce to Hatton Garden 4: Castle Bruce to Hatton Garden 4: Castle Bruce to Hatton Garden Kalinago Territory
 Unemployed Male Atkinson NEP Supervisor Female Concord NEP Supervisor Female RD1415-FD-ESIA-Ed03 5 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Observatio n Number 48 49 50 51 Road Segment Village/District Occupation Gender 4: Castle Bruce to Hatton Garden 3: Castle Bruce to Hatton Garden Eastern District Not stated Female Bataca Student Female 4: Castle Bruce to Hatton Garden St Cyr Subsistence Farmer Male 4: Castle Bruce to Hatton Garden St Cyr Farmer Male
 Table 9.1: Passenger Description by Road Segment, Village, Occupation and Gender 9.3.
SURVEY OF PRIVATE VEHICLE OPERATORS There were fifteen (15) respondents in the category of private vehicle owners, all of whom indicated that they thought the project would be beneficial.

The majority (10) of these indicated that the benefits would be in the form of reduction in hazards, travel time and vehicle maintenance costs.
Four others saw the benefit in terms of time savings, while the remaining respondent anticipated the benefit to be in terms of time savings and reduction in vehicle maintenance costs.

Monthly fuel costs ranged from $200 to $1,000, averaging $491.

The annual repair costs, which was provided by ten respondents in this category, ranged from $1,300 to $10,000, averaging $4,465.
Importantly, all respondents indicated that they are likely to see a reduction in vehicle maintenance costs when the project enters the operational phase.

This group of respondents travel for purposes of work, recreation, and business; with the destinations identified as Roseau, the capital and other villages.

Work was identified as the reason for travel by 80 per cent of respondents, while recreation and business were scored by 53 per cent and 47 per cent of respondents respectively.
As indicated by 64 per cent of private vehicle owners, most of the travel takes place between the villages and Roseau, the capital.

However, there is also significant inter-village travel, cited by 50 per cent of respondents.

The estimated travel times to/from the capital range from 45 minutes to 1.5 hrs; while the inter-village estimates vary from 15 to 30 minutes.

In terms of the impact that the construction phase might have on them, all respondents, with the exception of one, provided a response.
Responses centred on expected delays and traffic blockages, leading to longer travel times and the need to set out much earlier than customary.

One participant noted that diversion to a longer route may lead to an increase in travel cost; while another cited a slowdown in business transactions as the likely outcome.

Another respondent was more emphatic in terms of the potential adverse economic impact.
He noted that customers will not be able to stop to purchase produce, leading to loss of income and his inability to pay bills, culminating into what he describes as a crisis.

It should be noted that while most respondents had identified one or more adverse impacts, one 6 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment indicated that he was not likely to be seriously inconvenienced.
Another informed that travel during the construction phase would be more time consuming but that the improvement to the road was an important undertaking.

9.4.

SURVEY OF FARMERS Twenty-six (26) questionnaires were filled in the farming category.

It can be observed, however, that respondents tended to have multiple occupations.

Table 9.2 illustrates this point and also indicates that the male/female distribution favours men, with 61.5 per cent of the respondents being male.
These survey results indicate that farmers produce a variety of root crops – dasheen, cassava, tania, yam, sweet potatoes and toloma; as well as tree crops such as bananas, plantain, cocoa, cocoy, citrus and coconut.

A few farmers also produce vegetables – lettuce, spinach, cucumber, chive and seasoning pepper.

Farm sizes range from ½ acre to 35 acres with an average of 4.5 acres.

Most farmers produce for domestic purposes and for sale.
Farmers utilize a variety of distribution channels, but sell mainly to hucksters, who in turn market in neighbouring countries as well as in Roseau.

Some produce is also sold within the community and nearby villages.

Since only four report having own transport, most farmers depend on public transportation to get to the various locations.

This in turn takes the form of a bus or a private hire such as a pickup.
The cost cited for transportation varies with the type of transportation, the distance and the load.

It also depends on whether the farmer is retailing his/her produce or utilizing the services of a huckster/trader.

For produce sold in the community or a nearby village, freight cost ranges from $5.00 to $20.00.

The prices quoted for varied distances and loads range from $40.00 to $300.00 per hire.

One respondent quoted an annual freight cost of $1200.
Seventy-three (73) per cent of farmers thought that road improvements would lead to a reduction in the cost of vehicle maintenance.

However, 27 per cent either did not answer this question or indicated that they did not know how the road works might impact vehicle maintenance costs.

This might be explained by the fact that few owned or operated a vehicle.
The majority of respondents (73 per cent) thought that the project, in its operational phase, would result in an improvement in the quality of their produce, while 57 per cent felt that it might lead to an improvement in price.

One respondent, however, felt that quality was a function of proper packaging.

With regard to the question as to whether road improvement might open up new markets, 73 per cent of respondents responded affirmatively, while the remainder did not offer an answer.
In addition, 84.6 per cent of farming respondents indicated that the roads would bring about a change in the way they did business.

Explanations offered by a few respondents were as follows:     I will have more time to plan I would be able to sell in front my door.
Drivers would be more relaxed and stop to purchase something I will be able to sell in Marigot (another village) I would reach my destination earlier and leave later RD1415-FD-ESIA-Ed03 7 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Number Road Segment Village/District Occupation Gender 2: Bois Diable to Castle Bruce Castle Bruce Bus Driver Male 4: Castle Bruce to Hatton Garden Atkinson Farmer 2: Bois Diable to Castle Bruce Belle Fille, Castle Bruce Farmer/Vendor Female 4: Castle Bruce to Hatton Garden Atkinson/Antrizle Consultant 4: Castle Bruce to Hatton Garden Atkinson/Antrizle Farmer Male Male 1: Pond Casse Junction to Bois Diable Pont Casse Farmer Female 2: Bois Diable to Castle Bruce Castle Bruce Subsistence Farmer Female 4: Castle Bruce to Hatton Garden Atkinson Farmer 4: Castle Bruce to Hatton Garden Atkinson Farmer Male Male 4: Castle Bruce to Hatton Garden Atkinson/Antrizle Farmer/Vendor Female 3: Castle Bruce to Petite Soufriere Dixpas Farmer 3: Castle Bruce to Petite Soufriere Petite Soufriere Farmer 3: Castle Bruce to Petite Soufriere Good Hope Farmer 3: Castle Bruce to Petite Soufriere Good Hope Farmer 1 5 3: Castle Bruce to Petite Soufriere San Sauveur Farmer 3: Castle Bruce to Petite Soufriere Petite Soufriere Farmer Male Male Male Male Male Male 3: Castle Bruce to Petite Soufriere San Sauveur Farmer Female 4: Castle Bruce to Hatton Garden Sineku Farmer/Carpenter Male 4: Castle Bruce to Hatton
 Garden St Cyr Farmer 4: Castle Bruce to Hatton Garden Touna Tour Operations/Farming Female Male 21 4: Castle Bruce to Hatton Garden 22 4: Castle Bruce to Hatton Garden Kalinago Territory Kalinago Territory Farmer Female Farmer Male 8 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Number Road Segment Village/District Occupation Gender 23 4: Castle Bruce to Hatton Garden 24 4: Castle Bruce to Hatton Garden Kalinago Territory Kalinago Territory Farmer Female Vendor/Farmer Female 25 26 4: Castle Bruce to Hatton Garden St Cyr Farmer 4: Castle Bruce to Hatton Garden St Cyr Farmer Female Male Table 9.2: Description of Farming Respondents by Location, Occupation and Gender The survey findings corroborate the social impact results of the study conducted by the DVRP Social Specialist, although both studies utilized different methodologies.
The DVRP Social Impact Assessment was conducted among a sample of households, while our survey was targeted at participants at the consultations.

The results of the former indicated that most of the respondents were of the view that the project would be beneficial to them and to their communities and would present opportunities for income generation, would lead to a reduction in travel time, to less wear and tear on vehicles and provide better access to locations that currently present difficulties.
The study also highlights the adverse impacts that could arise during the construction phase.

It moreover, sets out respondents’ views on mitigation strategies, which will be taken into account in the development of the ESMP (DVRP Project Coordination Unit.

Social Impact Assessment: Eastern Island Road Works Sub-Project).

9.5.
9.5.

FINDINGS OF LAS VEGAS VOTING EXERCISE Taking these findings and the results of the interviews of key informants into account, the Social Impact Consultant compiled a list of potential benefits and costs/adverse impacts for the project’s construction and operational phases and invited all participants in the consultations to assign weights /priorities to these.
In line with the Las Vegas Voting technique, participants were issued five stickers for each phase and asked to assign them to the issues of the highest priority.

This had the advantage of promoting inclusion and permitting the views of all participants to be taken into account.

The public consultations were held in Castle Bruce and Atkinson on April 7th, in San Sauveur on April 21st and in the Kalinago Territory on May 5th.
In general, economic issues were ranked highly by the Atkinson/Antrizle participants in the public consultation.

With respect to the construction phase, opportunities for food vending was awarded the highest score, having received just under 17 per cent of the votes.

However, concerns with regards to the likely increase in dust levels and acquisition and compensation were also ranked highly, attracting almost 16 per cent of the votes.
In the case of Castle Bruce/Dixpas/Tranto, the category acquisition and compensation was by far the area of highest concern, having received 26 per cent of the votes.

The loss of flora and fauna was also an area of concern for that group, indicated by the votes which accounted for just under 16 per cent of the total.

Employment considerations were also of high priority for both groups, being assigned third place in the rankings.
RD1415-FD-ESIA-Ed03 9 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment In the case of the operational phase, the Castle Bruce participants awarded the highest score to the likelihood of a more resilient infrastructure promoting the safety of residents and road users, while the participants in the Atkinson meeting awarded the highest score to increased traffic, which was expected to stimulate business.
They also attached a high priority to the possibility of the road being used as an alternative route to the airport, thereby creating a demand for accommodation.

Again, economic issues are highly valued by the Atkinson community.

Faster access to health services saving lives, more resilient infrastructure and cost savings were also of importance to the Atkinson/Antrizle community.
The potential for speeding on upgraded roads and the increased role of the police and emergency services in that regard were recognized by the Atkinson group; but not scored by that of Castle Bruce.

This voting exercise has served to underscore the subtle differences existing in the various communities.
The consultation held on Saturday 21st April at the San Sauveur Primary School brought participants from the villages of Petite Soufriere, San Sauveur, Good Hope and Morpo, some of whom have the highest concentration of settlements along the road.

In some cases there are no apparent alternative routes and so diversion does not appear to be an option.

Delays along the route are inevitable as indicated in the high score assigned to it for the construction phase.
In addition, resettlement of residents is highly ranked.

For the operational phase, faster access to health services and cost savings on vehicle maintenance were the impacts receiving the highest score.

In the case of the Kalinago Territory, economic issues are highly prioritized.

During the construction phase, the highest scores are awarded to employment creation as a possible benefit and the loss of tourism business as an adverse impact.
Other issues of importance to that community are resettlement, acquisition and compensation as well as relocation of vendors during construction.

During the operational phase, economic issues are highly ranked, indicated in the scores attached to increased traffic flows generating business and the possibility of the road being used as an alternative route to the airport having the effect of generating demand for accommodation.
The Kalinago also value the potential cost savings on vehicle maintenance and greater access to health services.

They also have concerns about the speeding that might be facilitated by the improved conditions of the road.

The results of the Las Vegas Voting exercise are presented in Table 9.3.

In addition, photos of this participatory exercise and other aspects of the public consultation are attached in the Appendices 8 & 9.
10 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment CONSTRUCTION PHASE Number of Votes Potential Benefits Atkinson Castle Bruce San Sauveur Kalinago Territory Opportunities for food vending Possibilities for Employment Potential Costs/Adverse Impacts Delays along the route Diversions to longer routes Increase in dust Relocation of roadside vendors Loss of flora and fauna Resettlement of some residents Acquisition and compensation Loss of tourism business 19 15 11 8 18 0 10 0 18 14 OPERATIONAL PHASE/ROAD IN USE Potential Benefits Increased traffic flows stimulating business 19 Alternative route to the airport creating demand for accommodation Faster access to health services/may save lives resilient More bridges etc.)
promoting residents and road users infrastructure (roads, safety of 14 11 11 Cost savings on vehicle maintenance 11 savings Time destination – markets, schools etc.
/ quicker access to 7 Potential Costs/Adverse Impacts Potential accidents for speeding leading to 10 Increased role for police and emergency services Table 9.3: Results of the Las Vegas Voting Exercise Public Consultations RD1415-FD-ESIA-Ed03 11 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 10.
CONCLUSIONS AND RECOMMENDATIONS 10.1.

ENVIRONMENTAL 10.1.1.

Conclusions Most significant adverse impacts are expected in the construction phase.

Extreme and major impacts that need to be mitigated during construction relate to: 1.

The excavation of soils and the implications for slope instability.

2.

Traffic delays and interruption of access to adjacent properties during the roadworks construction, particularly when work is within the road reserve.

3.
3.

Occupational health and safety for workers engaged in construction, an inherently risky occupation.

Risks are particularly high when workers are operating in the vicinity of cut and potentially unstable slopes, or in the operating radius of heavy equipment, or alongside vehicular traffic through the worksite.

4.

The generation of noise and dust, and the effect on road users, communities near the roadworks, and sensitive fauna that breeds or feeds in the adjacent vegetation.

5.
5.

The mobilization of sediments by erosion of exposed soils within the roadworks and by bridge works on the riverbed, and the impact of these on downstream water quality in rivers and along the coastline, and on the health of aquatic and marine ecosystems.

Spring water sources located below the proposed roadworks at Gaulette River, St Cyre, Crayfish River and Bataka used by the Kalinago people are also at risk of contamination.

6.

Generation of significant quantities of waste to be disposed of.
Waste will be comprised mainly of excess spoil material excavated, road pavement that is removed and demolition debris from bridges.

7.

Leaks and accidental spills of fuels, oils, chemicals and cement products, all of which can have serious adverse impacts on downstream ecologies.

8.

The inadvertent interruption of existing services contained in the road reserve, during excavation and the operation of equipment below overhead services.
It is further noted that ongoing quarry operations at the Bois Diablo tarish pit, likely to be an important source of material for this project, are below acceptable standards, and pose significant environmental, health and safety risks due to poor site planning, management, and drainage and inadequate operational standards.

The Public Works Corporation (PWC) is responsible for the management of the quarry, but because material often cannot be supplied at the required rate.
PWC is open to arrangement with large consumers, permitting such consumers to extract material using their own resources for an agreed fee.

The likely impact of climate change on the future performance of drainage infrastructure dictates that a conservative approach be taken in drainage design.

Although not quantified, increased hurricane intensity and flooding are anticipated for Dominica.
The design life of bridges, culverts and drains is in the order of fifty years, and drainage infrastructure must be designed to accommodate significantly higher rainfall intensities and flood peaks.

It is noted that drainage design on this project has often been dictated by structural over hydraulic considerations, resulting in very conservative hydraulic design for those elements.

Significant beneficial impacts can be realized through this project implementation.
12 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 1.

2.

3.

4.

During construction, employment will be provided through the works.

Employment opportunities will also be realized during operation and maintenance of the completed infrastructure.

Bailey bridges used for temporary river crossings may be stored for future emergency use.
The project also offers the opportunity to concurrently: - upgrade utility services available to communities, - upgrade bus shelters and other street infrastructure, - - - improve sites identified for spoil disposal, improve tarish pit operations, improve the safety of available junctions and accesses off the road, for residents and visitors alike, improve the amenities associated with the national trail on the road, including seating, shelters, trail markings and branding, safety for hikers traversing the road, - - upgrade the picnic area at L’Riviere L’Or bridge.
Upon completion of the works, improved performance in normal and hazard conditions is expected, in accordance with the project objectives.

10.1.2.

Recommendations An EMP has been developed for these proposed works.

Standalone mitigation plans have also been developed as follows, and these are contained in Appendices to the EMP, numbered as follows: 1.
Best practice to be applied by contractors, to be used in the development of method of statements, and in the application of appropriate mitigation measures for the various potential impacts listed.

2.

Preliminary occupational safety and health plan, to guide the contractor in the development of its own Work Health and Safety (WHS) Management Plan and Safe Work Method Statements (SWMS).

3.
3.

Temporary traffic management plan, to guide the contractor in the development of site specific traffic management plans for the various aspects of the works.

At the Bois Diable Tarish Pit, preliminary observations suggest that best practice is not currently followed with regard to material extraction, workplace health and safety, and environmental concerns.
Assuming that it is intended to extract materials from this quarry for the roadworks, this project affords the opportunity to institute best practices on this site in the areas of concern outlined.

It is recommended that a master plan be developed for the operation of the site.
This will require some investment in, among other things:  Development of a phased extraction plan for the site, and requirements for attendant haul roads, drainage within the site, connection of drainage to external drainage channels, etc.
  Improvement of the site entrance to reduce traffic safety concerns training of operational staff  providing requisite PPE to staff  installing safety and other signage at the entrance to and within the site RD1415-FD-ESIA-Ed03 13 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment  instituting mitigation measures for control of dust, erosion, sediment, standing water, mud tracking onto the public road, etc.
 Proper closure of the site at the end of its life.

Recommendations are made in Section 9.2.2 for a project to institute improvements at the tarish pit.

10.2.

SOCIAL The Social Impact Assessment, which was based on extensive consultations, an outline of the socioeconomic profile of the affected communities and a survey of road users, namely commercial and private vehicle operators, passengers and farmers has enabled the impacts, both positive and negative.
Consultant to capture the potential project Importantly, the engagement of community members during the public consultations in assigning weights to potential impacts has provided a basis for compartmentalizing impacts by individual road segments and constitutes strategic inputs into the Social Management Plan.
The findings of the Social Impact Assessment, together with the engineering design requirements, which make provisions for re-surfacing of the entire stretch of roads as well as the replacement of bridges and culverts, have been taken into consideration in the development of the Social Management Plan; which covers the risk mitigation and action plans.
There is a fair degree of certainty in terms of the identification of potential risks such as traffic delays, diversions, the build-up of dust, all known to be common to road projects.

While it is expected that there would be some land acquisition and involuntary resettlement in a project of this nature, the project design team has been careful to keep these to a minimum.

In this connection an abbreviated resettlement action plan (ARAP) has been finalized.
It is recommended that the Social Impact Assessment, Social Management Plan and the ARAP be viewed as mutually reinforcing documents.

14 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 11.

ANALYSIS OF ALTERNATIVES 11.1.


ROUTE SELECTION Project designers were able to narrow down alternatives for consideration in the preliminary design stage, to ensure that appropriate cost, performance, safety and environmental criteria could be met through the implementation of this project.

Early in the design stage, expert studies determined design criteria for consideration by the client.

These sought to meet project objectives within the physical constraints of the site, in particular, terrain.
The design solution proposed intended to minimize extensive cuts into potentially unstable soils, with attendant environmental and economic costs.

Significant route realignments were not typically proposed, unless the traffic safety benefits of these outweighed the other considerations.

11.2.

TECHNOLOGY AND CAPACITY CONSIDERATIONS The project has not proposed to use technologies that are different from those already applied in the country.
New road surfaces will usually be asphalt, with concrete surfacing used in locations where it already exists.

Likewise, drainage structures and retaining walls will be reinforced concrete, and bridges will be composite concrete and steel structures.

These materials have performed adequately in the Dominica environment, and are familiar to the agencies that will be responsible for operation and maintenance upon completion.
Notwithstanding the familiarity of the technologies used, national capacity should be built to ensure appropriate maintenance of the new infrastructure.

Without proper maintenance, the project will not perform as intended, and the vulnerabilities it was designed to mitigate will persist.

This will increase recurrent costs to the government, not because the works require increased maintenance inputs over what previously obtained, but because existing capacity is inadequate to meet existing needs.
In fact, maintenance needs should be reduced compared to the current requirements, as slopes are made more stable through the works, and bridges are less likely to be inundated in extreme events.

11.3.

RESILIENCE This road is an important part of a national road network and provides the only access to a number of communities as well as providing an alternate route to the international airport.
The ability to keep it open after a hazard event is important, in particular to ensure that emergency services are able to reach the communities served.

This project will make the road more hazard resilient, to meet these critical needs.

Without the project, these communities are likely to be isolated and access to the airport compromised in the aftermath of an extreme climatic event, primarily due to land slippages that result in road blockages or loss of the road itself, and bridge failures.
The project seeks to reduce these vulnerabilities by increasing roadside slope stabilities and improving bridge performance in adverse conditions.

RD1415-FD-ESIA-Ed03 15 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 12.

RECOMMENDED CAPACITY DEVELOPMENT AND TRAINING Capacity building recommendations made below are beyond the scope and financing availability of this project.
However, the project would benefit significantly if they could be implemented using alternate resources.

12.1.

FORESTRY DEPARTMENT 12.1.1.

Programme 1: Bioengineering works See Annex 4 to the ESMP Appendix 4, the Bioengineering Report, for recommendations for capacity building in bioengineering works.

12.1.2.

Programme 2: Sustainable harvesting techniques Justification Some deforestation will occur as the roads are widened.
In an effort to offset this adverse impact, it is proposed to inculcate improved harvesting practices for a number of forest products harvested by Dominicans, which are currently undertaken in an unsustainable way.

These products are the main form of income generation for significant numbers, particularly within the Kalinago Territory.

The vulnerability of these and other forest products was compounded by the significant forest damage incurred from the passage of Hurricane Maria.
The following products are proposed to be targeted25 through this programme: Larouman reed26, used by the Kalinago to make craft.

- - Gommier sap.

- Bois Bande bark.

Improved harvesting practices will: - - forest Increase infrastructure in the lower watershed against climate and anthropogenic impacts; Sustain income generated from these products.

to, among other thereby helping resilience, things, protect Implementation This programme can be run by personnel from the Forestry Department.
Trainees should include persons who engage in unsustainable harvesting practices, within and beyond the Kalinago Territory, and forest officers required to monitor forest activity.

Note that this training should be offered intermittently as new persons engage in the practice.

It is assumed that 30 persons will be exposed to the training.

25 Gommier tree is also used to build canoes and for building.

Cashiboo, another hard wood, is also used for building.
26 There is an aggressive larouman rehabilitation underway.

16 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment It is assumed that this can be achieved over a 4 day period, including demonstration activities in the field.

Estimated Costs Assumptions: 1.

Up to 30 trainees will benefit.

2.

3.

Training room and AV aids will be provided by the government as a counterpart contribution.
Training will occur over a 4 day period, including field activities.

12.1.3.

Other requirements It is assumed that forestry will be responsible for the maintenance of vegetation on slopes adjoining the road once the preliminary after care period expires.

This should not require a significant increase in resources.
It may be advisable to execute a memorandum of understanding between the Forestry Department and the Ministry of Public Works, that clearly sets out requirements of both parties in relation to slope maintenance.

12.2.

MINISTRY OF PUBLIC WORKS 12.2.1.

Programme1: Upgrading skills in inspection and maintenance Justification and implementation The Ministry of Public Works is required to maintain the new infrastructure upon works completion.
Three initiatives are proposed to better prepare staff for the management role.

1.

Attachment of a Ministry technician to the supervising consultant, to work alongside the Environmental Manager in a monitoring capacity.
There are two technicians currently assigned to the project area, and they should both benefit from this experience which will expose them to potential environmental impacts, things to look for as a Client/supervisor, and will familiarize them with these works that they will inherit for management.

Other technicians may be similarly exposed.

Attachments can be for specific components and need not be for the entire project duration.
An estimated 6 person-months is recommended, with a minimum of 1 person-month for each technician, to a schedule to be developed by the Supervisor, once the works programs is finalized.

The objective in developing the attachment schedule should be to maximise exposure to different components of the works.

2.

Development of a Maintenance Plan for the completed works.
This should critically assess staffing requirements and incorporate a training plan for the Ministry of Public Works, to be completed before works are handed over.

3.

Training for Ministry staff in infrastructure inspections and repairs.

This should position them to implement the newly developed Maintenance Plan.

This would target both engineers and technicians, in the use of standard approaches.

Field work should be a component, using existing infrastructure.
It is assumed this could be over a 3 week period, for 15 persons.

RD1415-FD-ESIA-Ed03 17 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 12.2.2.

Programme 2: Upgrading Quarry Operations Justification Quarry operations at the Bois Diable Tarish Pit do not meet environmental or safety standards, posing a high risk to persons working there, and the environs, which is a protected area.
Implementation A masterplan for the development and ultimate closure and remediation of the tarish pit is required.

An accompanying environmental, health and safety manual should be developed, and training for Ministry staff in its application provided.

Other quarry operators could be invited to participate at cost.

This work could be tendered out.

12.2.3.

Other requirements The maintenance plan should identify the resources required to properly operate and maintain this infrastructure.
It is anticipated that this will require the Ministry of Public Works to examine its institutional structure in order to come up with the most efficient approach to meeting operation and maintenance needs of its road network.

It is possible that, with a redistribution of functions across existing positions, the requirements may be met.

12.3.

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Op/Bp 4.36 Forests 22 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment APPENDIX 1: CONSULTATION NOTES.
STAKEHOLDER MEETINGS HELD APRIL 16 – 21, 2018 TO INFORM ENVIRONMENTAL ASSESSMENT FOR DOMINICA EAST COAST ROAD RD1415-FD-ESIA-Ed03 23 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment EIA STAKEHOLDER ENGAGEMENT - DOMINICA EAST COAST ROAD Stakeholders interviewed: Title/position Ministry/Department/Institution Representative Representative Representative Representative Representative Representative Representative Representatives President Representative Representative CEP Ministry of Works Office of Disaster Management DOWASCO Ministry of Kalinago Affairs Digicel Physical Planning Division Dominica Meteorological Services Chamber of Commerce Environmental Coordinating Unit DOMLEC Representatives Ministry of Tourism Representative Representatives Representative Representative Representatives Representative Representative Representatives Representative Discussion framework: Solid Waste Management Corporation Environmental Health Department Labor Division Lands and Surveys Division Forestry, Wildlife and Parks Division Public Works Corporation Fisheries Division Dominica Fire and Ambulance Service Good Hope/Morpo Council 24 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment The following table outlines the areas of discussion covered during consultations.
Further details may be sourced from the ESIA full appendices report if required.

Stakeholder Reason for engagement Police and fire (emergency services) Local regulations Areas of concern on the road, perceived reasons for this, and recommendations (accident frequency and severity, speed limits, geometry, junctions, lighting, signage, vehicle speeds, vulnerable pedestrians and other road users, etc.)
Anticipated impact on road users of delays or closures, and likely response Recommended diversions and requirements of these Notification requirements Licensing requirements for contractors Public works Local regulations Concerns relating to rivers – flooding, sedimentation, bank failure, blockage of crossings, and perceived reasons / recommended remedies for this Areas of concern on the road, perceived reasons for this, and recommendations (geometry, junctions, geology, lighting, signage, pavement deterioration/failure, flooding, drainage, landslip, rockfall, subsidence, bridge/culvert issues, isolation of communities (road vulnerability/lack of redundancy etc.)
etc.)

Road maintenance issues Capacity issues re maintenance and monitoring Other uses within road reserve e.g.
vending, Opportunities for improvements Locations and materials information of existing quarries (quality and extent of material) Port capacity to meet project requirements Areas and ownership of potential locations for: - - - Borrow areas and potential quarries (quality and extent of material) Spoil disposal Laydown areas for contractor use (site office, materials stockpile/storage, equipment parking and servicing) Anticipated impact on road users of delays or closures, and likely RD1415-FD-ESIA-Ed03 25 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Stakeholder Reason for engagement response Recommended diversions and requirements of these Licensing/permit requirements for contractors Planning Agriculture Lands and Surveys (re.
areas of public ownership and land registration information) Tourism Land use (current, planned) in the vicinity and implications for infrastructural requirements Patterns of land tenure in the vicinity (public/private ownership and typical plot sizes) Extent of public land ownership in areas of direct and indirect impact Implications of nearby protected areas for proposed development and vice versa Register of potentially affected owners Identification of possible disposal sites Available mapping (geology, land use, soils, vegetation, protected areas, tourist points of interest, etc.)
National and sectoral development plans (forest management plan, agriculture, tourism, indigenous people) Area land use plans Conventions committed to Opportunities to link with other areas for sustainable development Permits required Capacity for monitoring Availability of public lands for spoil disposal, laydown and borrow areas Environment and other environmental agencies (Emergency management, Met office, Forestry, Fisheries, Division of Culture Environmental Legislation (Environmental, OSH, etc.)
Permits required International environmental convention commitments Climate (change) studies (implications for design flows, resilience of ecosystems, water supplies etc.)

National policy and/or plans (forest, biodiversity, desertification, climate change….)

Forest Reserve Rules Areas of concern (safety, hazard vulnerability, noise, etc.)
and improvements required 26 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Stakeholder Health Other environmental /historical interests Reason for engagement Impacts of recent hazard events on the nearby environment (forested areas, water bodies, wildlife, usage of forest products, etc.)

Sensitivities (e.g.
Sensitivities (e.g.

protected areas, endangered/threatened species, wildlife corridors, indigenous people activities, cultural/historical sensitivities) and implications for the proposed works Extent of monitoring currently?

Ideally/recommended?
Opportunities to link with other areas for sustainable development Opportunities to integrate fallen timber into works Capacity issues for assigned tasks during construction and operation (maintenance, monitoring) Water company Legislation Principle water uses in the area Existing and proposed water extraction points/ waste disposal areas Available mapping of water resources Extent of monitoring of streams (quality, quantity, frequency), and capacity issues Areas of flooding, sedimentation, and impacts on their operations; recommendations for mitigation Historical impacts of road construction and operations on water resources Potential impacts of proposed works on water quantity and quality Opportunities for improvements through the project (e.g.
access for maintenance and monitoring, provisions for monitoring at crossings, etc.)
Infrastructure within road reserve or other areas likely to be affected by proposed works (type, size, importance, redundancy in event of inadvertent damage, procedures for repairs) Requirements/procedures to be followed when works undertaken in close proximity to their existing infrastructure Availability of services for construction purposes Plans for future expansion/requirements for upgrades during these works, and desire to integrate with these works; implications for their future works on the new road infrastructure Solid waste management Possible debris disposal sites RD1415-FD-ESIA-Ed03 27 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Stakeholder Reason for engagement Procedures of approval of such sites Recommendations/requirements for disposal Power company Communications companies (FLOW, Digicel) Infrastructure within road reserve or other areas likely to be affected by proposed works (type, size, importance, redundancy in event of inadvertent damage, procedures for repairs) Requirements/procedures when works undertaken in close proximity to their infrastructure Availability of services for construction purposes Plans for future expansion/requirements for upgrades during these works Road users (represented by village councils, community leaders, Chamber of Commerce, Taxi associations) Reasons for use of the road Frequency of use Opportunities offered through possible road improvements Current concerns with the road operations (safety, environment etc.)
and ideas as to how these could be addressed Concerns re traffic disruption during the proposed works and ideas as to how these could be addressed Lands that may be used for cut and/or fill and conditions for such use (e.g.

type of material accepted, volume of material, finishing of works – drainage, vegetation etc.)

Further details can be found in the ESIA full appendices report, available at the DVRP.
28 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment APPENDIX 2.

SHORTLIST OF PLANTS IN THE ZONE OF INFLUENCE RD1415-FD-ESIA-Ed03 29 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Common Name Scientific Name Gommier Dacryodes excelsa ------ ------ ------ ------ ------ ------- ------ ------ ------ ------ ------- Chymarris cymosa Sloanea spp.
------ Tapura antillana Oxythece pallida Licania ternatensis Talauma dodecapetala Symphonia globulifera Brysonima martinicensis ------ Swartzia caribaea Tovomita plumeri Inga ingoides Amanoa caribaea Clusia sp.

------- Tree Fern Tree Fern Miconia spp.
Cyathea arborea Cyathea arborea Balsa Ochroma pyramidale Trumpet Tree Cecropia schreberiana ------ ------ ------ ------ Richeria grandis Simarouba amara Nectandra membranacea Cordia elliptica (a) Trees Local Name Gomyé Bwa Riviere Chatanyé Bwa Kot Balate Bwa Dyab Bwa Pen Mang Blanc Mowisif Zoranger Blanc Mang Wouj Pwa Doux Mawon Carapite Kaklen Cré Cré Fougère Fougère Bwa Flot Bwa Kano Bwa Bandé Bwa Blanc Lowyé Bordmère Koko Poule RD1415-FD-ESIA-Ed03 1 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Local Name Common Name Scientific Name Balata Ti citron Maho Kochon Caconyé Blanc Lagli, Bwa Lèt Bwa Pèn Bwa Wouj Fijyé Palmiste Yanga Caimite Pain D’épice Yattahu Zamaan ------ ------ ------ ------ ------ ------ ------ ------ Manilkara bidenta Ilex macfadenyii Sterculia caribaea Ormosia krugii Sapium caribaeum Talauma dodecapetela Cyrilla racemiflora Ficus spp.
Mountain Palm Euterpe broadwayi ------ ------ ------ ------ Geonoma pinnatifrons Pouteria discolor Pouteria multiflora Sayagrus amara Indian Almond Terminalia catappa Wezinyé bod-lamé Sea-side Grape Cocoloba uvifera Zicaque Powyé Bwa Chandèl Babarra ------ Zing-zing Bwa Dènn Gliricidia Chennet Bwa Tan Galba Chrysobalanus icaco Tabebuia pallida Erithalis fruiticosa ------ White Cedar ------ ------ ------ Diospyros revoluta Rheedia revoluta Leucaena Leucaena leucocephala Bay Leaf Tree Pimenta racemosa ------ Kenip ------ ------ Gliricidia sepium Melococus bijugatus Brysonima coriacea Calophyllum antillanum 2 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Local Name Common Name Scientific Name Mapou Mouben Fidjé ------ Hog Plum Strangler Fig Mille-Bwanch ------ Pisonia fragrans Spondias mombin Ficus citrifolia Magaritaria nobilis (b) Bromeliads Zananna Bwa, Zananna Bwa Zananna Bromeliad Bromeliad Bromeliad Tillandsia utriculata Glomeropitcairnia pendulifera Pitcairnia angustifolia (c) Shrubs, Herbaceous Plants Mulch Bamboo Balizier Balizier Balizier Mamizou Mèzè Mawi ------ ------ ------ Zèb Kouto ------ ------ Bata Bélanjen Lemon Grass Cymbopogon citratus Common Bamboo Bambusa vulgaris Heliconia Heliconia Heliconia Sage, Lantana Sensitive Plant, Heliconia rostrata Heliconia caribaea Heliconia bihai Lantana camara Mimosa pudica Castor Bean Ricinus communis Elephant’s Ear Anthurium sp.
Angel’s Trumpet Datura sauveolens Razor Grass Elephant Grass Pangola Grass Wild Eggplant Scleria sp.
Pennisetum purpureum Digiteria eriantha Solanum torvum RD1415-FD-ESIA-Ed03 3 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Local Name Common Name Scientific Name ------ ------ ------ ` Mushrooms Lichens Mosses ------ ------ ------ f) Agricultural Crops Sweet Potato Ipomoea batatas Tannia Dasheen Yam Banana Plantain Coconut Coffee Cocoa Pigeon Pea Passion Fruit Papaya Sugar Cane Lime Grapefruit Breadfruit Avocado Carambola Sugar Apple Soursop Guava Xanthosoma sagittifolium Colocasia esculenta Dioscorea spp.
Musa sp.

Musa sp.
Cocos nucifera Coffea arabica Theobroma cacao Cajanus cajan Passiflora edulis Carica papaya Saccharum officinarum Citrus aurantifolia Citrus paradisi Artocarpus altilis Persea americana Averrhoa carambola Annona squamosa Annona muricata Psidium guajava 4 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Local Name Common Name Scientific Name Bay Cinnamon Cassava Arrowroot Pineapple Pimenta racemosa Cinnamomum zeylanicum Manihot esculenta Maranta arundinacea Ananas comosus RD1415-FD-ESIA-Ed03 5 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment APPENDIX 3.
SHORTLIST OF FAUNA ASSOCIATED WITH THE STUDY AREA RD1415-FD-ESIA-Ed03 7 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Vertebrates (a) Birds Local Name Jacquot, Jaco Mafini Common Name Scientific Name Red-necked Parrot Amazona arausiaca Broad-winged Hawk Buteo platypterus Pennwè , Mwéson Lesser Antillean Bullfinch Loxigilla noctis Chik-chik Gob-mouch Gwiv Plumbeous Warbler Dendroica plumbea Lesser Antillean Pewee Scaly-breasted Thrasher Contopus latirostris Margarops fuscus Jiwondèl/Rain Bird Lesser-Antillean Swift Chaetura martinica Gwobèk-banann Lesser Antillean Saltator Saltator albicollis Gwo-tèt Sikiyé Twamblé Pipirit, Pipirik Gwiv-blan Siflé Gwiv-a-linèt lherminieri Chwèk Sisi-zèb Titin petechia Lesser Antillean Flycatcher Myiarchus oberi Bananaquit Brown Trembler Gray Kingbird Coereba flaveola Cinclocerthia ruficauda Tyrannus dominicensis Tropical Mockingbird Mimus gilvus Caribbean Elaenia Elaenia martinica Forest Thrush Cichlerminia Black-whiskered Vireo Vireo altiloqus Black-faced Grassquit Yellow Warbler Tiaris bicolor Dendroica Fal-wouj, Madè Purple-throated Carib Eulampis jugularis Souflé- Mountyn Rufous-throated Solitaire Myadestes genibarbis Wamyè, Rammier Scaly-naped Pigeon Columba squamosa Local Name Common Name Scientific Name Malfini, Chicken Hawk Broad-winged Hawk Buteo platypterus Kwabyé-blan Kwabyé-jenga violaceus Kalali Frégad magnificens Cattle Egret Bubulcus ibis Yellow-crowned Night Heron Nycticorax Green Heron Butorides virescens
 Magnificent Frigate Bird Fregata RD1415-FD-ESIA-Ed03 1 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Kanna Kannal Brown Pelican Pelecanus occidentalis Poul Dlo Bégas Kanna Sovaj, Kanna Sovaj, Zotolan, passerina Toutwèl, Pedwi, Pedri montana Kwabyé-gris Kalbas Plon Common Moorhen Gallinula chloropus Spotted Sandpiper Actitis macularia Wild Duck/Blue-winged Teal Anas discors Wild Duck/Green-winged Teal Anas crecca Ground Dove/Common Ground Dove Columbina Ground Dove/Zenaida Dove Zenaida aurita Mountain Dove Geotrygon Little Blue Heron Ringed Kingfisher Egretta caerulea Ceryle torquata Koukou Manyok Mangrove Cuckoo Coccyzus minor Wosinyol Pyé-jon House Wren Troglodytes aedon Red-legged Thrush Turdus plumbeus Gwos -gwiv, Gros Grieve Pearly-eyed Thrasher Margarops fuscatus Mèl Kobo Gli-Gli Smooth-billed Ani American Kestrel Crotophaga ani Falco sparverius (b) Amphibians Gounouj Tink Frog Eleutherodactylus martinicensis 2 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment (c) Reptiles Lizards Local Name Zandoli Abòlò Mabouya Hazyé rapicauda Common Name Scientific Name Dominican Tree Lizard Anolis oculatus Dominican Ground Lizard Ameiva fuscata Turnip-tailed Gecko Thecadactylus Mabouya Kai House Gecko Hemidactylus mabouia Zanndoli Kléwan Golden Skink ` Mabouya bistriata Léza delicatissima Lesser-Antillean Iguana Iguana --------- Puerto Rican Crested
 Anole Anolis cristatellus Snakes Kouwès Nwè, Koulèv Grove Snake, Racer Alsophis antillensis Kouwès jenga Checkered Snake Liophis juliae Koulèv Tèt-chyen nebulosa Marine Turtles Kawain coriacea (d) Mammals Manicou Gouti Worm Snake Boa Constrictor Typhlops dominicanus Boa constrictor Leatherback Turtle Dermochelys Opossum Agouti Didelphys marsupialis Dasyprocta leporina RD1415-FD-ESIA-Ed03 3 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment (e) Freshwater Fish Local Name Common Name Scientific Name Millé, Mullet Mountain Mullet Agonostomus monticola American Eel Burro Grunt Anguilla rostrata Pomadasys crocro, Spotted algae-eating Goby Sicydium punctatum River Goby Awaous banana Spiny Cheek Sleeper Elotris sp.
Stippled Clingfish Gobiesox punctulatus Crayfish Macrobrachium spp.

Freshwater Shrimp Atya spp.
------ Neritina punctulata Zandji ------ Titiwi, Titiri Lòsh Dormé Tayta Invertebrates Freshwater Shrimp Kwibish ------ Mollusc Vio (e) Crabs Sewik Kwab Kobo River Crab Black Crab White Crab Tou-lou-lou ------ Sòlda, Soldier Crab Hermit Crab Guinotia dentata Gecarcinus ruricola Cardisoma guanhumi Gecarcinus lateralis Coenobita cylpeatus 4 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment (f) Other Invertebrates Ants Termites Beetles Honey Bees Bumble Bees Butterflies Moths Centipedes Millipedes Earthworms Flies Dragonflies, Damselflies Grasshoppers Mosquitoes Stick Insects Spiders RD1415-FD-ESIA-Ed03 5 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment APPENDIX 4: PHOTOGRAPHS RD1415-FD-ESIA-Ed03 7 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment ENVIRONMENTALLY SENSITIVE AREAS Typical small ravine crossing through culvert in Segment 1 RD1415-FD-ESIA-Ed03 1 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Forest buffer in Segment 1 Pagua River bridge with Trail markings.
See sediment deposited upstream.

2 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Castle Bruce river crossing looking upstream San Sauveur River viewed from the bridge looking towards the coastline.
RD1415-FD-ESIA-Ed03 3 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Castle Bruce from restaurant lookout to the north 4 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment SOME ISSUES TO BE ADDRESSED IN THE NEW DESIGN Road failure in Segment 3 due to inadequate area drainage.

Half the pavement width has collapsed exposing a waterline.
RD1415-FD-ESIA-Ed03 5 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Typical unlined roadside drainage in need of maintenance.

This is in segment 2 Culvert crossing in Segment 4, with undermining of the road behind the downstream left wing wall.

Note the significant quantities of timber debris, and large river stones.

Also lack of safety signage on the approach.


6 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Closer view upstream of the same culvert crossing.
RD1415-FD-ESIA-Ed03 7 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment EROSION/SEDIMENTATION ISSUES TO BE BETTER MITIGATED NH laydown area in Castle Bruce 8 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Backhoe de-silting river on approach to Castle Bruce.
No effort is made to reduce sedimentation Track of backhoe into river RD1415-FD-ESIA-Ed03 9 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment CONSTRAINTS AND OPPORTUNIITIES Some small flat areas are available in the vicinity of San Sauveur bridge that could be utilized by the contractor Narrow concrete road in Petite Soufriere.
10 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment ANCILLARY INFRASTRUCTURE WITHIN ROAD RESERVE La Riviere L’Or looking upstream from bridge.

Note irrigation pipe on river bank.


Solar powered street lighting near Castle Bruce Secondary School RD1415-FD-ESIA-Ed03 11 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Services strapped to the San Sauveur bridge Utility poles still askew since Hurricane Maria.

This is common in segments 3 and 4, although DOMLEC work crews are now active in the area.

Note also croton plants in the road reserve.


This is very common also the various segments of the road.

12 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Fenced in PRV in segment 4, on the right hand side.

There are a number of these in segment 4.

RD1415-FD-ESIA-Ed03 13 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Fire hydrant in Segment 4.
There are quite a number of these along the route in Segment 4.

TYPICAL ACCESSES OFF THE EAST COAST ROAD Typical access off the road in segment 3.

14 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Typical access from the road to be protected.

This road is on Segment 4, to the SDA Church.

Another access off the road in Segment 4.

Another access off the road.

This is one of the areas where the Waitukubuli Trail leaves the road.
Note the (faded) signature blue and yellow marking on the utility pole.

Note also the bus shelter in need of remediation.

RD1415-FD-ESIA-Ed03 15 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Another access road off the east coast road in Segment 4.

Se the standpipe on the left hand side, and the Kalinago Centrre on the right.
16 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment ACTIVITY WITHIN ROAD RESERVE A nearby roadside vendor in Segment 4.
Popular Cassava Bakery in road reserve in Segment 4 RD1415-FD-ESIA-Ed03 17 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment House in river and road reserves on Castle Bruce stretch Structures in the road reserve in Segment 3 of the road 18 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Farmer shed in road reserve in Segment 4.
House in river reserve on river near Castle Bruce secondary school RD1415-FD-ESIA-Ed03 19 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment EXISTING INSTITUTIONAL DEVELOPMENT ALONG THE ROAD Collapsed shelter on trail- road intersection within Segment 2 Foundations for vending kiosks in Segment 4.

These were destroyed by Hurricane Maria.


They are located on a blind corner, and signage is required as tour buses are expected to pull off the road at this location once the kiosks are reinstated.
20 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Castle Bruce secondary school adjacent to road Castle Bruce development) in the background junction with Farmers Supply Office and elderly home (formerly skills RD1415-FD-ESIA-Ed03 21 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment School near San Sauveur bridge Typical bus shelter in Segment 4 22 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Another view of the Kalinago Centre.
A school is located directly behind, with entry and exit roads on either side of the Kalinag Centre.

Health centre in Segment 4.

SOME TRAFFIC AND CONSTRUCTION SAFETY MEASURES INSTITUTED FOR CURRENT WORKS RD1415-FD-ESIA-Ed03 23 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment NH apartment construction site.

Site is fenced to control access.


Temporary speedbump to slow traffic approaching roadworks in Segment 1 24 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Construction safety signage in Segment 2.
RD1415-FD-ESIA-Ed03 25 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment WORKER SAFETY Men on roadworks in Segment 1 poorly equipped with PPE NH safety sign at the apartment construction site at Castle Bruce 26 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Another safety sign at the NH apartment construction site RD1415-FD-ESIA-Ed03 27 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment SAFETY PROVISIONS INCORPORATED INTO EXINSTING ROAD Guard rails at culvert crossing in segment 1 Faded pedestrian crossing serving Castle Bruce Secondary School 28 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment SIGNAGE Trail signage off road.
Typical location where trail and road meet, in Segment 1.

RD1415-FD-ESIA-Ed03 29 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Junction of east coast road and Nicholas Liverpool highway.

Directional signage required.

30 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment EXISTING AND POTENTIAL DISPOSAL SITES Spoil disposal area in Belle Fille.
This site is located near the Bois Diable junction.

Spoil disposal between road and river, opposite Castle Bruce Secondary School RD1415-FD-ESIA-Ed03 31 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Spoil disposal site at Castle Bruce waterfront.

This site with upgrading and suitable mitigation measures instituted could be used for project spoil disposal.

A closer view of the Castle Bruce spoil disposal.


It appears that there is little or no effort to sort the waste.

32 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Excavated pit filled with water in the Bois Diable tarish quarry.

This is a potential spoil disposal site.


RD1415-FD-ESIA-Ed03 33 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment BOIS DIABLE TARISH QUARRY OPERATIONS Working face of Bois Diable tarish quarry.

The toe of the face is over-excavated, and the risk of collapse is high.

Closer view of the excavator operating at the working face of the tarish quarry.
34 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment APPENDIX 5: SOCIAL ENGAGEMENT PLAN RD1415-FD-ESIA-Ed03 35 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment SUMMARY REPORT ON SOCIAL ENGAGEMENT PLAN The following is a summary report on the Social Engagement Plan.

It provides position/titles and institutions of stakeholders met and activities undertaken.
Further details on the SEP can be requested from the DVRP.

The SEP involved a series of meetings and public consultations covering populations in the four road segments, and public sector stakeholders.

The consultations began with a briefing with the Social Specialist and other senior staff at the DVRP, following which, telephone inception meetings were held with village council chairs.
Also, before the field work began, face-to face meetings were held with senior officers in the Ministry of Commerce, Enterprise and Small Business Development; the Ministry of Agriculture, Food and Fisheries and the Chief Statistician to sensitise them on the project activities and objectives, and to draw insights on the socio-economic baseline.
The field work started with visits to village council offices in the respective villages across the four road segments to discuss the socio-economic baseline, and to seek their views on likely positive and negative impacts of the project.

Following visits to the village council chairs two rounds of public consultations were held in Castle Bruce, the Kalinago Territory, Atkinson and in San Sauveur.
The first round consisted of presentations on the project’s scope and timelines and preliminary findings on the socio- economic profile of the communities and likely project impacts; based on discussions with key informants, including the Village Councils.

Significantly, the Las Vegas Voting method was used to draw out feedback from participants at the consultation on project impacts.
The second round of consultations served to present and discuss mitigation plans to address negative project impacts identified during the first round and to present a synopsis of preliminary engineering designs.

The mitigation plan was also discussed with health officials in the Primary Health Care Unit of the Ministry of Health.

The table below lists meetings held.
Institution Position/Title Ministry of Commerce, Enterprise and Small Business Development Director Small Business Unit Central Statistical Office Chief Statistician Ministry of Agriculture, Food and Fisheries Extension Officer, Eastern District Representatives, Castle Bruce Health Centre Atkinson Health Clinic Representatives, Kalinago Council Staff Nurses Staff Nurse Chair Member Member RD1415-FD-ESIA-Ed03 37 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Representatives, Castle Bruce Village Council Representatives, Atkinson Village Council Representatives, Good Hope/Morpo Village Council Representatives, Petite Soufriere/San Sauveur Village Council Member Chair Clerk Chair Clerk Councilors Councilors Chair Clerk Councilor Chair Clerk Representatives, Roseau Primary Health Care Unit Director Primary Health Care Ministry of Planning Ministry of Finance Ministry of Tourism Senior Community Health Nurse Social Planner Budget Comptroller Community Tourism Consultant (Further details included in the ESIA full appendices report, in separate document due to large size, available at the DVRP).
38 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment APPENDIX 6: RECORD OF PUBLIC CONSULTATIONS RD1415-FD-ESIA-Ed03 39 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment First Round of Public Consultations 1.

Castle Bruce, April 7th 2018 This targeted the communities of Castle Bruce, Dixpas and Tranto.
It commenced with welcome remarks from the Chair of the Village Council and heard a presentation by the DVRP Coordinator on the DVRP, its establishment date, its components and a summary of the objectives, scope and timelines of the Eastern Roads Project.

This was followed by a presentation by the DVRP Social Specialist on the Safeguard Mechanisms.

The second part of the programme was facilitated by the TYPSA/CEP Social Impact Consultants.
This took the form of a presentation on the tasks to be carried out by the Consulting Team of Engineers, Environmentalist and Social Specialist; the administering of a questionnaire targeted at road users to assess potential impacts and provide a baseline for future evaluations; and culminated in the use of the Las Vegas Voting exercise designed to give a voice to individual participants.

2.
2.

Atkinson, April 7th 2018 The consultation engaged participants from the communities of Atkinson and Antrizle and followed the same format as in the Castle Bruce consultation.

Details of the discussions for this and all consultations are presented in a separate report on Appendices, available at the DVRP.

3.

San Sauveur, April 21st 2018 The public consultation held in San Sauveur targeted four neighbouring villages, namely Good Hope, Morpo, San Sauveur and Petite Soufriere.
The consultation began with welcome remarks by the Chairpersons of the San Sauveur/Petite Soufriere and the Good Hope/Morpo Village Councils.

Participants also heard a presentation by the Parliamentary Representative of those communities.

Other presentations were made by the DVRP Coordinator and the Social Specialist as well as by the TYPSA/CEP Social Impact and Environmental Impact Consultants.
As in the case of the previously held consultations, participants were given the opportunity to air their views as well as to vote and assign weights on the potential impacts.

4.

Kalinago Territory, May 5th 2018 The consultation commenced with a presentation by the Social Impact Consultant, who provided some background on the work being carried out by the TYPSA/CEP Consultants.
The DVRP Social Specialist informed participants on the DVRP project components; and importantly, provided some background on the 2015 Consultation that responded to the Indigenous People’s Plan.

She noted that the World Bank gave indigenous peoples and noted that the conditions special consideration to established by the Consultation was that the road project would provide women with food vending opportunities and would create employment in the community.
It was also envisaged that there would be an apprenticeship programme attached to the project.

The opportunity to obtain the views of participants on the potential project impacts was seized by the Social Impact Consulting Team to administer a questionnaire and to facilitate the Las Vegas Voting exercise.

RD1415-FD-ESIA-Ed03 41 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Second Round of Public Consultations 1.
Kalinago Territory, September 20h 2018 Held at the St Cyr Resource Centre, the consultation targeted all Kalinago villages along the project route.

The Social Impact Consultants presented the findings of the Social Impact Assessment; the results of the voting exercise carried out during the first round of consultations; a summary of the preliminary engineering designs; and the draft mitigation and action plans.
Participants were also afforded the opportunity to provide their feedback as well as to identify preferred locations for amenities such as bus stops, viewing points, lighting and sidewalks.

2.

Atkinson, September 25th 2018 This consultation targeted the populations of the villages of Atkinson and Antrizle.

The format used here was identical to that used in the Kalinago Territory.

Details of the discussions/interventions are provided in a report on appendices available at the DVRP.

3.
3.

Castle Bruce, October 6 This consultation, in addition to targeting the villages of Castle Bruce, Dix Pas and Tranto, also was focused on the villages covered by Segment 3, namely Good Hope, Morpo, San Sauveur and Petite Soufriere.

This also followed the format used in the case of the Kalinago and Atkinson consultations.

Further details of the discussions are provided in the ESIA full appendices report, available at the DVRP.
42 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment APPENDIX 7: INFORMAL QUESTIONNAIRE RD1415-FD-ESIA-Ed03 43 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment INFORMAL QUESTIONNAIRE TO BE ADMINISTERED TO VILLAGE COUNCILS RE DVRP EASTERN ROADS Introduction: We are the consultants engaged to conduct the social impact assessment of the pre- engineering, design and implementation phases of the Eastern Roads Project under the Disaster Vulnerability Reduction Project (DVRP).
We would be pleased if you could respond to a few questions that would assist us in getting a socioeconomic overview of your community; as well as lay the ground work for the consultations with community.
Name of Village Council ____________________________________________________ Date of Interview ___________________________ Persons Present: ______________________________________________ ______________________________________________ ________________________________________________ ________________________________________________ Population Centres 1) Please indicate the main population centres by hamlets & identify those closest to the road Livelihoods & Quality of Life 2) What are the principal economic activities in the area?
3) What has been the impact of the following climatic events on these activities?

Tropical Storm Erika Hurricane Maria Other RD1415-FD-ESIA-Ed03 45 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 4) Has there been out migration following Hurricane Maria?

5) Once the project is operational, is it likely to open up avenues for increased economic activity?

6) If so, what are these likely to be?


7) With regard to land tenure arrangements, are the majority of farms owned by single family units or by the extended family?

8) Are there any land tenure issues that may arise from implementation of the project?

9) What is the average farm size?

10) What percentage of the farmers have commercial operations?

_____________ 11) What is the average number of employees on the farms ________________ 12) What is the typical crop mix?

13) Where is the produce sold?


Within the immediate community _____________ In nearby village or town Roseau External market?

___________ ___________ _____________ 14) Please indicate the main routes travelled by commercial vehicles 15) What would be the most effective means of contacting vehicle operators in order to administer a short questionnaire?

16) Approximate number of bus drivers?


46 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 17) With regard to access to services such as health and education, what is the typical means of commuting, whether by private or commercial transportation, or by foot 18) What impact will the upgraded roads have on access to these services?

19) With regard to the Grievance Redress Mechanism, what role has the Council played in this to date?
20) Do you think that the Mechanism is effective?
ADDITONAL INFORMATION/VIEWS ON THE PROJECT Social Impact Assessment (SIA) RD1415-FD-ESIA-Ed03 47 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment APPENDIX 8: QUESTIONNAIRE ON SOCIO-ECONOMIC IMPACT RD1415-FD-ESIA-Ed03 49 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment QUESTIONNAIRE ON SOCIOECONOMIC IMPACT OF EASTERN ROADS PROJECT DVRP DOMINICA Introduction We are conducting a social impact assessment of the Eastern Roads project, which entails pre-engineering and design, prior to the construction phase.
We would appreciate if you could spare a few minutes of your time to answer these questions.
The project will upgrade roads, bridges and drainage systems to build resilience to natural hazards and promote the safety of road users Village Name / District ___________________________________________ Respondent’s Occupation __________________________________________ Respondent’s Gender Male __________ Female ________ If Commercial Vehicle Operator, go to Section A (1); if Passenger, go to A (2); If Private Vehicle Operator, go to A (3); if Farmer, go to Section B (1); if Huckster, go to B (2) .
Questions Directed at Road Users Section A (1): Commercial Vehicle Operators 1.

What type of vehicle do you drive?

(Please tick): Bus _____ Taxi Cab _______ Truck _____ 2.

Are you owner/operator or driver?

(Please tick): Owner/Operator ______ 3.

What is your typical route?

Driver _______ Begin Point _______________________ End Point ____________________ 4.

What is the distance?

5.

How much time is taken to cover the distance 6.


Do you think that the road improvements will result in a reduction in the time taken?

____________ km or __________ mls _______________ Yes _________ No __________ If Yes, can you say by how much time 7.

8.

How many trips do you make?

Per day _______ 9.

How much do you spend on vehicle maintenance currently, broken down by fuel & Per week ________ ___________ repairs?

Fuel cost per month _________ Repairs per annum _________ 10.
Do you think that your costs will be reduced as a result of the road project?

Yes ________ No _____________ 11.

What is your charge per passenger to the end point?

12.

What is the average charge for carrying freight, if applicable?

____________ ______________ RD1415-FD-ESIA-Ed03 51 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 13.

How many competitors do you have on this route?

Number of buses _____ Number of trucks _____ Don’t Know ______ 14.
Do you have any recommendations on how the roads can be improved to promote the safety of motorists and pedestrians?

Yes __________ No ___________ 15.

If Yes, please share: _______________________________________________________________________ ________________________________________________________________________ ________________________________________________________________________ 16.

How do you think you may be affected during the construction works?
_____________________________________________________________________ ___________________________________________________________________ Section A (2): Passengers 1.

Do you think that the project will be beneficial to you?

(Please tick) 2.

Yes _______ No _______ If Yes, please state how Reduction in hazards Reduction in travel time _______ Greater access to services, such as schools and health centres/clinics ______ ______ 3.
Where do you typically travel to From _____________________ to _________________ 4.

What is the purpose of your travel?

Is it for any of the following?

(Please tick) Business ____ Recreation _____ Work ____ Health _______ Other (specify) ____________________________ Education ____ 5.

How much time do you take to make the trip?

6.

Do you think that the road improvement will result in less time taken to make the trip?

___________ Yes ________ No _________ 7.

What fare are you charged for the trip?


___________$ 8.

How many buses or trucks ply your route?

Number of buses ________ Number of trucks _____ Don’t know ________ 9.

Could you tell us about any hazards or accidents that have occurred along the route?

_____________________________________________________________ Section A (3): Private Vehicle Owners 1.

Do you think that the project will be of benefit to you and members of the community?
52 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Yes ______ No ________ If Yes, please state how by ticking those of the following that apply: Reduction in hazards __________ Reduction in travel time ___________ Reduction in vehicle maintenance costs __________ 2.

Please say how much you currently spend on vehicle maintenance broken down by fuel and repairs: Fuel Cost per month ____________ Annual Repair Cost _________ 3.
Do you think that the road improvement will lead to a reduction in the cost of vehicle maintenance?

Yes ________ No _________ 4.

What is the main purpose for your travel?

(Tick the one that applies) Work _____ Other (Specify) ______________________________________ Business _____ Recreation _____ Education ____ 5.

Please state the distance and time taken for your most frequent trip: From ________________________ to ______________________ Time _____________ 6.
How do you think you might be affected during the construction phase?

________________________________________________________________________ Section B (1): Farmers 1.

What crops do you grow?

____________________________________________________ 2.

What is the size of your plot?

___________ acres 3.

Do you produce for domestic use or for sale 4.

If for sale, where do you market your produce?


Within immediate community ____________ In near-by village or town ________ In Roseau _________ Sell to intermediary/huckster __________ Other (specify) _______________________ 5.

Do you own and operate a vehicle?

6.

How do you transport your produce to market?

Yes _____ No _______ Own transport _______ Public transport _______ 7.
If own transport, please say how much you spend on maintenance costs as follows: Annual cost of repairs ________$ Monthly fuel cost ______$ If public transport, how much do you pay for freight ________ 8.

9.

Do you think that the road improvements will lead to a reduction in the cost of vehicle maintenance?

Yes _____ No _____ RD1415-FD-ESIA-Ed03 53 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment 10.
Do you think that the road improvement project will lead to improved quality and price of your produce?

Quality: Yes _______ No ______ Price: Yes ________ No _______ 11.

Do you think that the road improvement will open up new markets?

Yes ____ No _____ 12.

Is it likely to bring about any change in the way you do business?

Yes ___ No _____ Section B (2): Hucksters 1) What agricultural products do you trade?
_______________________________________ ___________________________________________________________________ 2) Where do you sell them?

(Tick the ones that apply) In nearby village/town In Roseau External Market If external market, please specify ________ ______ 3) 4) How do you transport the products to the market place or to the shippers?
__________ _____________________________________________ Own transport If own transport, please break down your maintenance costs as follows: Monthly fuel cost __________ Annual repair costs ____________ _______ Public transport ____________ 5) 6) If own transport, do you think that the road improvement project will result in savings in repair costs?
Yes ________ No _________ If public transport, what fare do you pay for freight ___________$ 7) 8) Do you think that the improvements in the road will affect the quality and price of the produce being taken to market?

Quality: Yes _______ No ________ Price: Yes _______ No _______ THANK YOU!
Social Impact Assessment (SIA) 54 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment (Please refer to the ESIA full appendices report, in separate document due to large size, available at the DVRP) APPENDIX 9: QUESTIONNAIRE RESPONSES RD1415-FD-ESIA-Ed03 55 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment (Please refer to the ESIA full appendices report, in separate document due to large size, available at the DVRP) APPENDIX 10: POWER POINT PRESENTATION 56 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment APPENDIX 11: PHOTOS OF PUBLIC CONSULTATIONS RD1415-FD-ESIA-Ed03 57 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Atkinson Photos: Record of Votes Results from Las Vegas Voting RD1415-FD-ESIA-Ed03 59 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Photos of San Sauveur and Kalinago Territory Consultations Participants of San Sauveur & Petite Soufriere Engage in Voting 60 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment RD1415-FD-ESIA-Ed03 61 Pre-Engineering and Design Services – East Coast Roads Environmental and Social Impact Assessment Participants of the Kalinago Territory Engage in Voting 62 RD1415-FD-ESIA-Ed03 Pre-Engineering and Design Services – East Coast
 Roads Environmental and Social Impact Assessment Template Construction Phase Operation Phase RD1415-FD-ESIA-Ed03 63