Environmental Assessment Report

Summary Initial Environmental Examination Project Number: 41682 February 2009

Kingdom of Thailand: Greater Mekong Subregion Highway Expansion Project Prepared by the Department of Highways for the Asian Development Bank (ADB).

The initial environmental examination is a document of the borrower. The views expressed herein do not necessarily represent those of ADB’s Board of Directors, Management, or staff, and may be preliminary in nature.

CURRENCY EQUIVALENTS (as of 21 January 2009)

Currency Unit – baht (B) B1.00 = $0.0286 $1.00 = B34.97

ABBREVIATIONS

ADB – Asian Development Bank BOD – biochemical oxygen demand DOH – Department of Highways EIA – environmental impact assessment EMP – environmental management plan IEE – initial environmental examination NO2 – nitrogen dioxide ROW – right-of-way SIEE – summary initial environmental examination

WEIGHTS AND MEASURES

°C – degree Celsius dB(A) – A-weighted decibel Leq – equivalent noise level km – kilometer km2 – square kilometer m – meter m2 – square meter m3 – cubic meter mm – millimeter PM-10 – particulates with a diameter of less than 10 microns ppm – part per million µg/m3 – microgram per cubic meter

CONTENTS

Page MAPS

I. INTRODUCTION 1 II. DESCRIPTION OF THE PROJECT 1

A. Phitsanulok–Lom Sak Roadway Section 1 B. Nakrai–Khamcha-i Roadway Section 3 C. Phanom Sarakham–Sa Kaeo Roadway Section 3

III. DESCRIPTION OF THE ENVIRONMENT 4 A. Physical Resources 4 B. Ecological Resources 6 C. Socioeconomic and Cultural Resources 8

IV. POTENTIAL ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES 9 A. Preconstruction Phase 9 B. Construction Phase 9 C. Operation Phase 14

V. ENVIRONMENTAL MANAGEMENT PLAN 16 A. Summary of Project Impacts, Mitigation Measures, and Monitoring Tasks 17 B. Public Consultation Activities 17 C. Responsibilities for Mitigation and Monitoring Requirements 17 D. Preliminary Cost Estimates 18

VI. PUBLIC CONSULTATION AND INFORMATION DISCLOSURE 20 VII. FINDINGS AND RECOMMENDATIONS 21 VIII. CONCLUSIONS 22 APPENDIXES 1. Summary of Proposed Mitigation Measures, Associated Responsibilities, and Cost Estimates 23 2. Summary of Proposed Monitoring Requirements, Associated Responsibilities, and Cost Estimates 40 3. Proposed Training for Mitigation and Monitoring Efforts 47

I. INTRODUCTION

1. This summary initial environmental examination (SIEE) evaluates the proposed widening of three existing roadway sections in Thailand by the Thai Department of Highways (DOH). The proposed Project does not involve the construction of any roadway realignments, diversions, bypasses, or new corridors, and is therefore classified as environment category B (sensitive). The “sensitive” designation is associated with the location of two of the project alignments in proximity to protected areas (including a national park and a designated nonhunting area). The SIEE was prepared accordingly, and incorporates applicable environmental guidelines of the Asian Development Bank (ADB) and Thailand. The SIEE includes summary descriptions and analyses of the environmental setting, potential project-related impacts, associated mitigation measures, monitoring requirements, and the environmental management plan. Specific issue areas evaluated in the SIEE include physical and ecological resources, commercial and economic activities, and social and cultural values. Information sources and methodologies used for the SIEE analysis include applicable environmental guidelines, technical and environmental databases, previous studies, coordination with regulatory agencies and affected parties, public consultation and disclosure efforts, and field investigation. An expert committee of the Office of Natural Resources and Environmental Policy and Planning is currently evaluating the Government’s environmental impact assessment (EIA) for the Phitsanulok–Lom Sak section (submitted in 2007). The National Environmental Board will then review the EIA. Final review of the EIA and approval of environmental clearance will be made by the Thai cabinet. The Nakrai–Khamcha-i and Phanom Sarakham–Sa Kaeo sections do not require an environmental clearance since the roads do not traverse ecologically sensitive areas and the Project will only involve improvements to existing alignments.

II. DESCRIPTION OF THE PROJECT 2. The three proposed project alignments (Map 1) encompass a total linear distance of about 223 kilometers (km), including 105 km along Highway 12 (Phitsanulok–Lom Sak), 45 km along Highway 2042 (Nakrai–Khamcha-i), and 73 km along Highway 359 (Phanom Sarakham–Sa Kaeo). The primary project objective is to provide improved transportation linkage within Thailand, as well as with neighboring countries including the Lao People’s Democratic Republic (Highway 2042), Myanmar (Highway 12), and Cambodia (Highway 359). Improved transportation would foster economic development and border trade with these three nations, and generally improve long-term roadway operations, regional and local access capabilities, and traffic safety conditions within Thailand. The Project consists of widening the three existing roadway sections from two lanes to four lanes, with all three alignments to encompass Class PD (primary divided) roadways and related features such as shoulders, medians, and utilities. A. Phitsanulok–Lom Sak Roadway Section 3. The Phitsanulok–Lom Sak alignment is located along Highway 12 in northern Thailand, and is part of the Greater Mekong Subregion east–west economic corridor. Based on varying conditions such as topography and grade, six different roadway designs were identified for this roadway section. All proposed facilities (and related construction operations) will be located within the existing 60-meter (m) wide right-of-way (ROW), with the proposed roadway design scenarios including four 3.5 m wide travel lanes, inner and/or outer shoulders, a central median, and related structures such as utilities. The proposed median will be designed to create a physical separation between the eastbound and westbound travel lanes for safety purposes, as well as provide visual and aesthetic amenities to incorporate utilities.

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4. The existing ROW for the Phitsanulok–Lom Sak roadway section is adjacent to several protected areas, including Thung Salaeng Luang National Park, three reserved forests, and a number of sensitive watersheds. Thung Salaeng Luang National Park is adjacent to this roadway section for about 34.5 km, although the park designation does not extend inside the existing 60 m wide Highway 12 ROW. Due to the proximity of these resources and the Project’s potential indirect impacts on wildlife (e.g., roadway mortality, noise, poaching) design measures, including painted medians, will be used in pertinent locations to facilitate wildlife movements by avoiding the creation of physical barriers (e.g., raised dividers). The project design includes two wildlife crossing structures to accommodate the documented crossing of Highway 12 by large mammals (and other wildlife), including at least one sensitive species, the serow. 5. Depressed and raised medians will be landscaped with appropriate tree, shrub, and groundcover species to enhance physical separation and visual quality. An extensive replanting program is proposed to mitigate tree removal in affected areas. Slopes grading down from the outer shoulders and/or travel lanes, as well as depressions between the main and frontage roads in applicable locations, will be landscaped with appropriate turf species to provide visual and aesthetic benefits, and water quality filtering for roadway-derived runoff. This roadway section includes several proposed design and monitoring measures to address potential environmental issues related to erosion and sedimentation, flood hazards, air quality, noise generation, traffic safety, and socioeconomic concerns. 6. Five principal intersections are located along the Phitsanulok–Lom Sak roadway, with these areas proposed for improvements such as adding turn lanes or service drives, upgrading pavement surfacing, installing raised medians, and adding signaling. 7. Proposed earthwork for this alignment includes about 4.6 million cubic meters (m3) of cut-and-fill, with these operations anticipated to be largely balanced. Blasting will likely be required locally in areas with resistant bedrock deposits. Drainage crossings within this roadway section include 8 klongs (drainage canals or larger natural streams) requiring bridge construction, as well as numerous smaller drainages involving the installation or extension of culverts. The average rate of construction for this roadway section is estimated at about 800 m per month, with a total anticipated construction of about 42 months. 8. Average annual daily traffic along Highway 12 within this roadway section is anticipated to increase from about 30,700 vehicles per day in 2006, to 95,200 vehicles per day by 2031, with the proportion of heavy vehicle traffic generally expected to increase after implementation of the Project. 9. The preliminary implementation schedule for the Phitsanulok–Lom Sak roadway section includes the following milestones:

(i) Begin detailed design, 1 July 2008. (ii) Complete detailed design, 30 September 2009. (iii) Begin construction, 1 May 2010. (iv) Complete construction, 31 October 2013. (v) Open for traffic projections, monitoring activities, and so on, 2013.

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B. Nakrai–Khamcha-i Roadway Section 10. The Nakrai–Khamcha-i alignment is located along Highway 2042 in northern Thailand, and is part of the Greater Mekong Subregion east–west economic corridor. The proposed roadway includes four 3.5 m wide travel lanes, two 2.5 m wide outer shoulders, a 4.2 m wide central median, and related structures such as utilities. All proposed facilities (and associated construction) will be located within the current ROW with a width from 20 m to 40 m. The proposed median consists of a raised structure between the travel lanes, and will provide physical separation as well as visual and aesthetic amenities. The median will be landscaped with appropriate tree, shrub, and groundcover species; while the slopes grading down from both the eastbound and westbound outer shoulders will be planted with turf to provide visual and water quality benefits (with additional proposed design and monitoring elements included to address environmental concerns as noted for the Phitsanulok–Lom Sak alignment). 11. Proposed earthwork for this alignment consists of about 552,000 m3 of cut-and-fill for the roadway expansion and related facilities; these activities are expected to require the import of fill, with no blasting anticipated. Drainage crossings within this section include 12 klongs requiring bridge construction and numerous smaller drainages involving the installation or extension of culverts. The average rate of construction is estimated at about 950 m per month, with total anticipated construction of about 24 months. 12. Traffic volume along this section is anticipated to increase from about 7,800 vehicles per day in 2006 to 24,000 by 2031, with the proportion of heavy vehicle traffic expected to increase after project implementation. 13. The preliminary implementation schedule for the Nakrai–Khamcha-i roadway section includes the following milestones:

(i) Begin detailed design, September 2007. (ii) Complete detailed design, September 2008. (iii) Begin construction, 1 August 2009. (iv) Complete construction, 31 July 2011. (v) Open for traffic projections, monitoring activities, and so on, 2011.

C. Phanom Sarakham–Sa Kaeo Roadway Section 14. The Phanom Sarakham–Sa Kaeo alignment is located along Highway 359 in central Thailand, and is part of the Greater Mekong Subregion southern economic corridor. The proposed roadway includes four 3.5 m wide travel lanes, two 2.5 m wide outer shoulders, a 10 m wide central median, and related structures such as utilities. All proposed facilities (and associated construction) will be located within the current 60 m wide ROW. The proposed median consists of a swale-like depression between the travel lanes to provide separation and visual amenities; and will be landscaped with appropriate tree, shrub, and groundcover species. The slopes grading down from both the eastbound and westbound outer shoulders will be planted with turf to provide visual and water quality benefits (with additional proposed design and monitoring elements included to address environmental concerns as noted for the Phitsanulok–Lom Sak alignment). 15. Proposed earthwork for this alignment comprises about 1.16 million m3 of cut-and-fill for the roadway expansion and related facilities, with these activities expected to require the import of fill; no blasting is anticipated. Drainage crossings within this roadway section include

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10 klongs requiring bridge construction and numerous smaller drainages that would involve the installation or extension of culverts. The average rate of construction for this roadway section is estimated at about 2,000 m per month, with total anticipated construction of about 18 months. 16. Traffic volume along this roadway section is anticipated to increase from about 17,800 vehicles per day in 2006 to 48,900 vehicles per day by 2031, with the proportion of heavy vehicle traffic expected to increase after project implementation. 17. The preliminary implementation schedule for the Phanom Sarakham–Sa Kaeo roadway section includes the following milestones:

(i) Begin detailed design, September 2007. (ii) Complete detailed design, September 2008. (iii) Begin construction, 1 March 2009. (iv) Complete construction, 31 August 2010. (v) Open for traffic projections, monitoring activities, and so on, 2010.

III. DESCRIPTION OF THE ENVIRONMENT

A. Physical Resources

1. Atmospheric Resources (Climate, Air Quality, and Noise) 18. All three proposed roadway sections are located within tropical monsoon climate zones characterized by generally high temperatures. The Phitsanulok–Lom Sak and Nakrai–Khamcha-i alignments exhibit low to moderate precipitation, with the Phitsanulok–Lom Sak corridor encompassing more variable conditions due to the presence of mountainous terrain. Mean annual temperatures in the Phitsanulok–Lom Sak and Nakrai–Khamcha-i alignments range from about 26 to 28 degrees Celsius (°C), with associated annual rainfall of 1,000–1,500 millimeters (mm), with variation as noted in mountainous areas. The Phanom Sarakham–Sa Kaeo alignment exhibits a mean annual temperature range of roughly 27.5°C–28°C, with annual precipitation of about 1,400–1,650 mm. 19. Ambient air quality along the three project alignments is generally good. This assessment is based on existing monitoring data (for the Phitsanulok–Lom Sak and Nakrai–Khamcha-i alignments) as well as existing conditions such as the nature and level of local development). The results of this monitoring, along with applicable Thai air quality regulatory standards,1 are summarized in the initial environmental examination (IEE). The collected data demonstrate that the samples taken for the Phitsanulok–Lom Sak section are all well within the associated Thai regulatory standards, indicating good air quality with respect to the listed contaminants. Monitored data include total suspended particulates (132 to 288 micrograms [ug]/m3) and PM-10 (0.096–145 ug/m3), as well as carbon monoxide at 0.86–1.13 parts per million.2 These data are within the associated Thai standards with the exception of the upper PM-10 range that exceeds the associated standard of 120 ug/m3. Based on this information, air quality in this section is considered generally moderate to good for the listed contaminants. No known air quality data are available for the Phanom Sarakham–Sa Kaeo roadway section. The 1 ADB and World Bank are to fund parts of the DOH’s Four-Lane Highway Widening Project. Since the World Bank

will use Thai environmental standards for their road sections, ADB will also adopt the same standards proposed for ADB financing.

2 Thailand Department of Highways. 2008. Information Summary Sheet, 4-lane Highway Widening Project, Route 2042, Kalasin–Mukdahan, and Associated Monitoring Data Analysis Reports.

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collected air quality data are all within the associated standards (with the exception of the upper PM-10 range along the Nakrai–Khamcha-I section) indicating generally good air quality with respect to the monitored contaminants. 20. Existing noise levels for all three project alignments are anticipated to conform with applicable Office of Natural Resources and Environmental Policy and Planning standards, based on monitoring data available for the Phitsanulok–Lom Sak and Nakrai–Khamcha-i alignments, as well as the nature and level of local development. Collected data indicate that noise currently reaches about 63 dBA Leq along the Phitsanulok–Lom Sak section, which is well below the acceptable standard of 70 dBA Leq. Monitored data within the Nakrai–Khamcha-I section indicate about 61 dBA Leq, also below the regulatory standard. Noise monitoring data are not available for the Phanom Sarakham–Sa Kaeo roadway section. With free-flowing traffic, the future four-lane highway will typically be expected to generate noise approaching 70 dB(A) at the edge of the highway’s ROW. That is still within the Thai regulatory standard.

2. Topography and Soil 21. Topographic conditions along the Phitsanulok–Lom Sak alignment are highly variable with location, ranging from steep mountainous terrain in central areas to nearly flat conditions at the east and west ends. The Nakrai–Khamcha-i alignment includes mostly flat terrain without significant slopes or other topographic features, although some rolling topography and relatively steep drainage embankments are present. The Phanom Sarakham–Sa Kaeo alignment is predominantly flat, with notable topographic features limited to drainage embankments. Soils in all three roadway sections are associated with local depositional and geologic conditions, and consist mainly of silty to sandy loams.

3. Geology and Seismicity 22. The Phitsanulok–Lom Sak and Nakrai–Khamcha-i alignments are located within the Khorat Plateau, a broad basin-shaped region characterized by a thick sequence of predominantly marine Paleozoic to Mesozoic age sedimentary and meta-sedimentary strata with a complex geologic history (including periods of uplift and erosion, crustal extension, subsidence, folding and faulting, and inversion). The Phanom Sarakham–Sa Kaeo section is located within the South Central Plains, a region consisting of a vast alluvial plain composed primarily of tertiary and quaternary age nonmarine alluvial, colluvial, and river terrace deposits, as well as marine sediments related to tidal flats and brackish water zones. 23. No active faults are present within any of the project alignments, with no earthquake events reported locally over approximately the past 20 years. No large earthquakes (i.e., magnitude 6.0 or greater) have ever been reported in the vicinity of the project alignments, with all three exhibiting a low potential for seismic-related hazards.

4. Surface and Groundwater Resources 24. The Phitsanulok–Lom Sak alignment is within portions of the watersheds of the Wang Thong (also known as the Khek) and Pa Sak rivers, and encompasses a number of sensitive watershed designations associated with forested areas. Specifically, these include about 5 km of class 1B watersheds (areas of natural forest cover preserved to protect critical watershed headwaters), and 30 km of class 2 watersheds (commercial forests). Drainage crossings within this roadway section include eight klongs, as well as numerous smaller steams. Additional nearby surface water features include the Kaeng Song, Poi, and Kaeng Sopa waterfalls, with

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the Kaeng Song waterfall within about 100 m of Highway 12 and the remaining two waterfalls set back about 2 km. 25. Existing water quality within this roadway section was monitored at five locations with observed data reflecting generally moderate water quality with relatively high turbidity and biochemical oxygen demand (BOD) exceeding class 3 and 4 standards for most monitoring events. Also, dissolved oxygen was below class 3 and 4 during three of the monitoring events (including both events at Klong Chai Nam in the western portion of the alignment). Class 3 standards are associated with medium clean fresh surface water resources used for consumption (after standard water treatment) and agriculture, while class 4 standards reflect fairly clean fresh surface water resources used for consumption (after special water treatment) and industry. 26. The Nakrai–Khamcha-i alignment is within the Mekong River watershed, with no associated sensitive watershed designations present. Local drainage crossings include 12 klongs and numerous smaller steams, with additional nearby surface water features including the Tat Sung and Tat Ton waterfalls (set back about 4 km and 450 m from Highway 2042, respectively). 27. Known water quality data available from the Nakrai–Khamcha-i roadway section are limited to a one-time monitoring event at Klong Huai Bong-e (km 69+479). These data include constituent measures of BOD, dissolved oxygen, total coliform, and pH). Pursuant to the associated regulatory standards, these data meet all associated class 3 and 4 requirements for BOD, total coliform, and pH, as well as the class 4 standard for dissolved oxygen. These data reflect generally good water quality for the tested contaminants, with the exception of slightly low dissolved oxygen. 28. The Phanom Sarakham–Sa Kaeo alignment is within the Bang Pakong and Pratchin Buri river watersheds, with no associated sensitive watershed designations present. Local drainage crossings include 11 klongs and numerous smaller steams, with additional nearby surface water features including several small (ostensibly agricultural) ponds. No known water quality data are available for the Phanom Sarakham–Sa Kaeo roadway section and immediate vicinity. Water quality in this area is generally expected to be moderate, based on the overall low urban development (and associated contaminant generation), and the presence of extensive agricultural use. 29. No shallow groundwater is known to be present in any of the three project alignments, with documented groundwater depths of about 18–30 m in the Phitsanulok–Lom Sak roadway section. Shallow groundwater is considered likely to be present in the vicinity of the other two project alignments, based on documented occurrences in similar nearby hydrogeologic environments. B. Ecological Resources

1. Flora, Fauna, Forests, and Rare and Endangered Species 30. About 60 km of the Phitsanulok–Lom Sak roadway section are located in areas of mountainous terrain that encompass native or commercial forest habitats, while the remaining areas consist predominantly of agricultural and urban development (with plantings that contain primarily nonnative varieties). The existing ROW and adjacent areas within about 50–60 m have been previously disturbed by activities such as logging, agriculture, and/or urban development;

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however, no primary (i.e., “old-growth”, or previously undisturbed) habitat is present, and native vegetation comprises secondary growth (with substantial nonnative species typically present). Commercial forests, while afforded government protection from unauthorized disturbance, are typically leased out to private interests and used for the production of forestry products such as timber, rubber, and pulp. Accordingly, these forests have been largely subject to previous disturbance in the form of harvesting timber products and/or replacement of native species with commercially desirable varieties. Native vegetation in more distant areas (including portions of Thung Salaeng Luang National Park) include intact native forest habitats such as dry (or semi-) evergreen, deciduous dipterocarp, coniferous, and mixed deciduous forests. These areas support a wide variety of wildlife, potentially including sensitive species such as the Asian elephant and tiger, serow, gaur, slow loris, Siamese fireback pheasant, and varieties of eagle and heron. 31. No native habitats are present within or adjacent to the Nakrai–Khamcha-i or Phanom Sarakham–Sa Kaeo alignments, with local vegetation consisting predominantly of nonnative trees (e.g., eucalyptus and other species used as streetscape plantings or agricultural windbreaks), shrubs, grasslands, and agricultural plantings in previously disturbed areas. Local wildlife values are generally anticipated to be low due to the limited extent and fragmented nature of associated native habitat, with species composition likely limited primarily to birds, reptiles, amphibians, and small mammals. Rare and endangered species are generally not anticipated within the vicinity of these alignments, although the Nakrai–Khamcha-i alignment is within relatively close proximity to the Tham Pha Nam Thip nonhunting area (para. 33). This area encompasses similar forest habitats as described for Thung Salaeng Luang National Park, with associated rare and endangered species including the Asian tiger, slow loris, Siamese fireback pheasant, greater coucal, and Indian roller.

2. Protected Areas 32. Thung Salaeng Luang National Park (Map 2) is adjacent to the Phitsanulok–Lom Sak roadway section for about 34.5 km, although the park designation does not extend inside the existing 60 m wide Highway 12 ROW. The park encompasses an area of more than 1,260 square kilometers (km2). The alignment is also adjacent to three reserved forests, and a number of sensitive watersheds. Additional resources located within the park include the Kaeng Sopa and Poi waterfalls; a park headquarters, visitor’s center, and bungalow complex; and several hiking trails and campsites. Based on consultations with park authorities, no official maps show the delineation of the different park zones. Accordingly, the principal (or core) habitat areas of the park are generally located 2 km south of the project alignment, with most sensitive wildlife species anticipated to occur primarily in those areas. Areas on both sides of Highway 12 are designated as special use areas for old settlement, plantation, recreation, tourism, and rehabilitation. Additional protected areas adjacent to this alignment include several forest reserves and associated watersheds. 33. No protected areas are present within or adjacent to the Nakrai–Khamcha-i or Phanom Sarakham–Sa Kaeo alignments. However, the Tham Pha Nam Thip nonhunting area (Map 3) is located within approximately 350–700 m of the Nakrai–Khamcha-i alignment in three locations. The nonhunting area designation includes about 240 km2 and supports a variety of native habitats and associated wildlife.

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C. Socioeconomic and Cultural Resources

1. Population and Communities 34. Several villages are present along the Phitsanulok–Lom Sak (43 villages) and Nakrai–Khamcha-i (10 villages) alignments, with these areas including residential communities and related development. Most residential (and other) structures associated with the described communities are located outside the existing ROW boundaries, including all principal structures (i.e., permanent buildings). A number of related facilities such as driveways, decorative (i.e., nonstructural) walls, spirit houses, and/or landscaping, however, are located partially or wholly within the ROW. The Phanom Sarakham–Sa Kaeo alignment does not extend through or adjacent to any cities, villages, or other established population centers, with no associated residential or related structures located within the ROW.

2. Commercial Facilities and Utilities 35. Commercial facilities and utilities are located along all three of the project alignments, with these land uses generally more abundant within the Phitsanulok–Lom Sak and Nakrai–Khamcha-i alignments. Commercial uses and utility structures along the Phanom Sarakham–Sa Kaeo alignment are generally limited to service stations, restaurants, food and curio stalls, nurseries, and local utility lines such as electric lines and water pipelines. The Phitsanulok–Lom Sak and Nakrai–Khamcha-i alignments include similar uses, as well as more industrial-type facilities (e.g., rice mills and manufacturing), hotels and resorts, more varied retail uses (e.g., markets), and regional utility structures (e.g., electrical transmission lines).

3. Education, Health Care, and Cultural Facilities 36. The Phitsanulok–Lom Sak and Nakrai–Khamcha-i alignments encompass substantial education, health care, and cultural facilities; such uses are generally absent from the Phanom Sarakham–Sa Kaeo alignment and vicinity due to its predominantly agricultural nature. The Phitsanulok–Lom Sak alignment and vicinity include about 20 school sites, 2 large hospitals, 14 local health centers, 16 medical clinics, 21 Buddhist temples, 4 other cultural features (e.g., museums and shrines), and 7 natural features such as waterfalls and scenic viewpoints. Many of these facilities are located adjacent or in close proximity to the Highway 12 ROW. The Nakrai–Khamcha-i alignment and vicinity include about 15 school sites, 2 large hospitals, several local health centers and medical clinics, 15 Buddhist temples, 3 archaeological and historic features (historic wats or [Buddhist temples]), and 2 waterfalls. A number of these facilities are located adjacent or in close proximity to the Highway 2042 ROW.

4. Agriculture 37. Agriculture comprises generally moderate land use along the Phitsanulok–Lom Sak alignment, a relatively extensive (although scattered) use in the vicinity of the Nakrai–Khamcha-i alignment, and is the principal land use in the vicinity of the Phanom Sarakham–Sa Kaeo alignment. The Phitsanulok–Lom Sak alignment area includes relatively large areas of rice paddies, a number of large plantations (e.g., for eucalyptus and teak) in nearby commercial forests, and minor stands of fruit trees. Associated agricultural encroachment within the existing Highway 12 ROW includes 19,200 square meters (m2) of rice, 330 banana trees, 57 mango trees, 27 tamarind trees, 14 jackfruit trees, 20 papaya trees, and 1 wood apple tree.

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38. The Nakrai–Khamcha-i roadway section and adjacent areas include abundant rice cultivation, as well as minor stands of orchard or plantation crops, and agricultural livestock uses. Associated agricultural encroachment within the existing Highway 2042 ROW includes 57,945 m2 of rice, 96 longan trees, 86 mango trees, 60 tamarind trees, 49 eucalyptus trees, 16 coconut trees, 13 jackfruit trees, 4 star gooseberry trees, 1 white popinac tree, and 1 star fruit tree. 39. The Phanom Sarakham–Sa Kaeo alignment and vicinity encompass extensive agricultural development, including numerous rice paddies, plantation crops, and fruit orchards. Associated agricultural encroachment within the existing Highway 359 ROW includes 50,700 eucalyptus trees, 80,400 teak trees, 35,000 m2 of rice, 13,000 m2 of pineapple, 5,000 m2 each of pumpkin and sugarcane, 50 mango trees, 6 tamarind trees, and 4 orange trees.

IV. POTENTIAL ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES A. Preconstruction Phase 40. Several programs and measures have been implemented during the preconstruction phase for the three project roadway sections to address potential environmental concerns and issues. They include (i) locating project facilities and related construction operations within the existing ROW boundaries for all three alignments (with the possible exception of off-site borrow pit and asphalt or concrete-batching operations); (ii) implementing public consultation and information disclosure programs for the Phitsanulok–Lom Sak and Nakrai–Khamcha-i alignments; and (iii) incorporating the results of previous environmental monitoring efforts for the Phitsanulok–Lom Sak and Nakrai–Khamcha-i alignments. These preconstruction efforts will result in some avoidance and/or reduction of potential environmental impacts during construction and operation. B. Construction Phase

1. Air Quality 41. All three project alignments will be subject to potential construction phase air quality impacts from dust generation related to grading and excavation, pavement removal, stockpiling and transport of material (e.g., fill and excavated soil), and vehicle traffic (i.e., within excavated areas and on unpaved roads); as well as the generation of combustion-related contaminants from vehicle and equipment emissions. These impacts would be most notable in areas with higher concentrations of sensitive receptors, such as villages and other urban sites along the Phitsanulok–Lom Sak and Nakrai–Khamcha-i alignments. The air quality effects will be effectively addressed through standard dust and emission control measures such as

(i) regularly watering and/or using chemical palliatives in areas of active construction operations and vehicle and equipment access;

(ii) minimizing construction vehicle trips to the maximum extent feasible, and restricting vehicle and equipment speeds to appropriate levels (typically 25 km per hour or less);

(iii) covering material stockpiles and transport vehicles (e.g., with properly fitting tarps);

(iv) installing wind fences in applicable areas (e.g., 1–2 m high barriers with 50% or less porosity in areas adjacent to sensitive receptors);

(v) temporarily paving or sealing construction access roads;

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(vi) regularly inspecting and maintaining construction vehicles and equipment to maximize engine efficiency and reduce emission generation;

(vii) avoiding unnecessary and prolonged engine idling or stationary vehicle and equipment operations;

(viii) using less-polluting equipment (e.g., electric-powered) where feasible; (ix) implementing ride-sharing and shuttle programs for construction workers; and (x) reducing transport distances for material deliveries and other construction-related

trips to the maximum extent feasible (e.g., by using local material and labor sources).

42. Weekly dust monitoring and provision of contact information (e.g., posted phone numbers) will be implemented to ensure that issues related to construction dust and emission generation are properly addressed. Based on the results of the described mitigation and monitoring, remedial measures could also be required. Such requirements could include additional or more focused applications of the listed measures, or (in a worst case scenario) acquisition of applicable properties to remove sensitive receptors. All of the described efforts will be included as part of the project construction contracts and be implemented by the associated contractors.

2. Noise and Vibration 43. Potential construction phase noise and vibration impacts will occur along all three project alignments from the operation of vehicles and equipment for grading, excavation, paving, and other associated activities, as well as potential blasting operations for the Phitsanulok–Lom Sak alignment. These potential impacts would be most notable in areas with higher concentrations of sensitive receptors, such as villages and other urban sites along the Phitsanulok–Lom Sak and Nakrai–Khamcha-i alignments. Given the described noise range conditions within all of the roadway sections, construction-related noise generation is expected to conform to the applicable regulatory standard of 70 dBA Leq 24h, with implementation of the following mitigation measures:

(i) Conduct preconstruction noise and vibration monitoring in applicable locations (e.g., areas proposed for prolonged and stationary equipment use or blasting, and/or with nearby sensitive receptors) to quantify local ambient noise and identify susceptible sensitive receptors (e.g., based on type and location).

(ii) Review proposed construction schedules and methods based on the monitoring results, and modify these elements accordingly to avoid or reduce potential noise and vibration impacts to the extent feasible through efforts such as limiting construction schedules in applicable areas (e.g., around schools, wats, and hospitals), altering equipment types and operations in appropriate locations to reduce noise and vibration, maximizing construction schedule efficiency to limit the overall duration of project construction, and identifying appropriate types and locations for mitigation measures such as the use of temporary (e.g., plywood) 3.7 m high noise barriers.

(iii) Conduct monthly monitoring at applicable locations (i.e., sensitive receptors near active construction) to verify project design assumptions and measure the effectiveness of mitigation efforts.

(iv) Implement additional or remedial measures as appropriate to meet associated standards (e.g., use of additional or expanded schedule restrictions and/or temporary barriers). In the event that monitoring efforts identify site-specific

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locations where regulatory standards cannot be met through these efforts, DOH will implement more extensive measures.

44. All of these efforts will be included as part of the project construction contracts and be implemented by the associated contractors.

3. Topographic Alteration and Visual Effects 45. All three project alignments will be subject to potential construction phase aesthetic impacts from the proposed grading and excavation, with topographic alteration effects limited primarily to the Phitsanulok–Lom Sak alignment. No mitigation or monitoring measures are recommended for the Phitsanulok–Lom Sak alignment, based on efforts included in the proposed project design (e.g., extensive landscaping, erosion control, and tree replanting programs), as well as in other issue areas (e.g., monitoring and maintenance requirements identified under flora, fauna, and rare and endangered species). Several additional mitigation and monitoring efforts are identified for the Nakrai–Khamcha-i and Phanom Sarakham–Sa Kaeo alignments, including (i) using grading methods and facilities such as retaining walls to limit the earthwork and related vegetation removal, and implementing a tree replanting plan for the Nakrai–Khamcha-i alignment; and (ii) expanding the proposed landscaping plan for the Phanom Sarakham–Sa Kaeo alignment. Measures related to grading methods and facilities for the Nakrai–Khamcha-i alignment will be included as part of the project construction contracts and be implemented by the associated contractors. Implementation of additional tree replanting and expanded landscaping plans will be implemented by DOH and the construction contractors via third-party contractors.

4. Erosion and Sedimentation 46. Potential erosion and sedimentation impacts will occur along all three project alignments from proposed construction activities such as grading, excavation, demolition, and paving. These effects will be most notable in areas of steeper topography within the Phitsanulok–Lom Sak alignment. A number of mitigation and monitoring measures, in addition to efforts included in the project design, are identified to address these concerns, including (i) restricting the schedule and extent of grading operations; (ii) using erosion and sediment control devices (e.g., silt fences and fiber rolls); (iii) implementing solid waste management efforts; (iv) conducting monitoring to inspect and maintain erosion control facilities on a regular basis (i.e., monthly and after runoff-generating storm events); and (v) providing erosion and sediment control training to applicable construction crew members. All of these efforts will be included as part of the project construction and/or third-party contracts, and will be implemented by the associated contractors.

5. Drainage and Water Quality 47. Drainage-related impacts (e.g., flooding) for all three project alignments will be addressed through project design measures (i.e., use of appropriately sized and located storm-drain facilities), with no associated significant impacts anticipated. Potential construction-related water quality impacts will occur for all three project alignments, in association with the use and storage of hazardous materials such as fuels, lubricants, solvents, concrete, paint, trash, and portable septic system wastes. Several measures are recommended to address these potential effects, including (i) restricting the extent and schedule of hazardous material use (e.g., during the rainy season); (ii) providing proper handling, inventory and labeling, containment, and disposal of hazardous materials; and (iii) providing hazardous material training to applicable

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construction crew members. All of these efforts will be included as part of the project construction and/or third-party contracts, and be implemented by the associated contractors.

6. Flora, Fauna, and Rare and Endangered Species 48. Potential impacts to ecological resources will occur along all three roadway sections from proposed construction activities, although the nature and extent of these effects will vary by alignment. The greatest impacts will occur along the Phitsanulok–Lom Sak alignment, due to the presence of native habitats and proximity of protected sites including a national park, sensitive watersheds, and forest preserves that support extensive native habitats and wildlife (including rare and endangered species). Wildlife crossings such as painted medians will be used in pertinent locations to facilitate wildlife movements by avoiding the creation of physical barriers (e.g., raised dividers). While native habitats are absent from the Nakrai–Khamcha-i and Phanom Sarakham–Sa Kaeo alignments, potential effects to ecological resources will occur in association with proximity to the Tham Pha Nam Thip nonhunting area (Nakrai–Khamcha-i alignment), the loss of nonnative vegetation that provides some benefits to local wildlife, and effects to aquatic ecosystems in local surface waters. In addition to measures included in the project design or identified in other issue areas that would help address these potential impacts (e.g., landscaping, tree replacement, wildlife crossing structures, and erosion control plans), the following mitigation and monitoring measures will be implemented for the Phitsanulok–Lom Sak and/or Nakrai–Khamcha-i alignments (with the noted project design measures considered adequate for the Phanom Sarakham–Sa Kaeo alignment): (i) conducting monitoring prior to and during construction to assess and verify the number, type, and location of proposed replacement trees; (ii) conducting monitoring during construction to assess potential noise and poaching impacts to local wildlife; and (iii) implementing appropriate maintenance efforts (e.g., replacement of dead or damaged vegetation) and remedial measures (e.g., installing temporary noise barriers or increasing security patrols for poaching enforcement) to address concerns identified during monitoring. All of these efforts will be included as part of the project construction and/or third-party contracts, and be implemented by the associated contractors.

7. Protected Areas 49. Potential impacts related to protected areas for the Phitsanulok–Lom Sak and Nakrai–Khamcha-i alignments will be addressed through efforts identified for other issue areas; construction worker camps for the Phitsanulok–Lom Sak alignment are recommended to be located a minimum distance of 1 km from national park boundaries and class 1 watershed designations to avoid associated potential impacts from encroachment, poaching, and noise. This measure will be included as part of the project construction contracts, and be implemented by the associated construction contractors. No potential impacts related to protected areas are identified for the Phanom Sarakham–Sa Kaeo roadway section, due to the lack of such designations within this alignment and vicinity.

8. Local Access 50. All three project alignments will be subject to potential construction phase access impacts from physical restrictions to access roads, driveways, and/or parking lots, as well as the presence of construction-related vehicles and equipment. These impacts will be most notable in areas with higher concentrations of structures and traffic, such as villages and other urban sites along the Phitsanulok–Lom Sak and Nakrai–Khamcha-i alignments. Several mitigation and monitoring measures are identified to address these concerns, including (i) providing notification of proposed construction operations, locations, and schedules to local residents, businesses,

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and other applicable parties; (ii) maintaining existing access and/or providing alternative routes for vehicles and pedestrians; (iii) scheduling construction to avoid or minimize conflicts with schools, wats, holidays, tourist seasons, and agricultural planting and harvesting where feasible; (iv) providing contact information (e.g., posted phone numbers) to solicit local input on access issues; and (v) conducting quarterly monitoring of local access conditions. All of these efforts will be included as part of the project construction and/or third-party contracts, and be implemented by the associated contractors.

9. Displacement and Resettlement 51. While no permanent structures such as homes or businesses will be removed in any of the three project alignments, all will be subject to impacts associated with the removal of facilities such as utilities, driveways, front and/or backyards, spirit houses, gates, decorative (i.e., nonstructural) walls, landscaping, food and curio stalls, and agricultural areas. The project design includes monitoring efforts to conduct one set of interviews during construction at the 43 villages located along the Phitsanulok–Lom Sak alignment, and assess local opinions on topics including project-related socioeconomic and relocation impacts. A resettlement plan is currently being prepared to address potential impacts related to removal and/or relocation of existing facilities and uses for all three project alignments. This plan incorporates ADB resettlement policies and applicable Thai legal and regulatory standards, with specific measures identified to address displacement and resettlement impacts including (i) avoiding or minimizing displacement where feasible; (ii) involving affected parties in the displacement and resettlement process, and providing appropriate compensation for removed or impacted structures, activities, and commodities; (iii) allowing relocation and reconstruction to be conducted prior to the initiation of project-related impacts; (iv) replacing and maintaining continuous service of public utilities affected by the Project; (v) preserving existing social and cultural practices to the maximum extent feasible, and incorporating appropriate measures to protect socially and economically vulnerable groups; and (vi) providing mechanisms for hearings, and monitoring and reporting of the resettlement plan process, as well as implementing remedial measures when necessary. All of these efforts will be included as part of the project construction and/or third-party contracts, and be implemented by the associated contractors.

10. Transportation and Traffic Safety 52. All three project alignments will be subject to potential construction phase transportation and traffic safety impacts from the access and operation of construction-related vehicles and equipment. These impacts will be most notable in areas with higher concentrations of structures and traffic, such as villages and other urban sites along the Phitsanulok–Lom Sak and Nakrai–Khamcha-i alignments. These effects will be effectively addressed through standard traffic control efforts, including the following types of measures: (i) coordinating construction activities and schedules in advance with applicable parties, and providing contact information (e.g., posted phone numbers) to solicit local input on transportation issues; (ii) scheduling and conducting construction operations to avoid or minimize conflicts such as lane closures; (iii) employing management efforts such as barriers, flaggers, and warning signs and/or lights to control and direct traffic, avoid hazardous areas, and improve vehicle and pedestrian safety; (iv) providing daily backfilling, covering, and/or repaving applicable areas (e.g., utility trenches) to avoid potential accidents and improve access; and (v) limiting construction vehicle speeds and securing construction vehicles, equipment, and areas during nonworking periods. All of these efforts will be included as part of the project construction contracts and be implemented by the associated contractors.

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C. Operation Phase

1. Air Quality 53. All three project alignments will be subject to potential operation phase air quality impacts from vehicle and equipment emissions. These impacts will be most notable in areas with higher concentrations of sensitive receptors, such as villages and other urban sites along the Phitsanulok–Lom Sak and Nakrai–Khamcha-i alignments. While these impacts are not expected to be significant and specific postconstruction mitigation measures are not proposed, the project design includes air quality monitoring to assess local air quality and regulatory conformance at pertinent locations and intervals (i.e., twice per year for the first 5 years, and every 3 years thereafter). Depending on the results of this monitoring, remedial measures could be necessary to provide regulatory conformance, potentially including the worst case scenario of acquiring appropriate properties to remove sensitive receptors. DOH and associated third-party contractors will implement these efforts, if applicable.

2. Noise and Vibration 54. All three project alignments will be subject to potential operation phase noise and vibration impacts from vehicle and equipment operation. These impacts will be most notable in areas with higher concentrations of sensitive receptors, such as villages and other urban sites along the Phitsanulok–Lom Sak and Nakrai–Khamcha-i alignments. While specific operation-related noise and vibration mitigation measures are not proposed, the project design includes noise monitoring to assess local noise levels and regulatory conformance at four locations during specified intervals (i.e., twice per year for the first 5 years, and every 3 years thereafter), with additional monitoring recommended at sensitive receptor sites to augment these efforts. Depending on the results of this monitoring, remedial measures could be necessary, including (i) constructing permanent noise barriers, relocating or reconfiguring noise-sensitive use areas (e.g., relocating porches or patios behind structures to provide screening), or retrofitting affected structures to provide additional noise vibration attenuation (e.g., through provision of glazed and dual-paned windows, additional insulation, mechanical ventilation and/or cooling systems to allow doors and windows to remain closed, and/or other applicable structural upgrades to address vibration impacts); and (ii) in a worst case scenario, acquiring applicable properties to remove sensitive receptors. DOH and associated third-party contractors will implement these efforts, if applicable.

3. Aesthetic and Visual Effects 55. No significant operation phase impacts related to aesthetic and visual effects are identified; thus no associated mitigation measures are proposed. This conclusion is based on the fact that a number of project design, mitigation measures, and maintenance efforts are identified for other resources (e.g., erosion and sedimentation; and flora, fauna, and rare and endangered species) that would avoid or reduce potential aesthetic and visual impacts below a level of significance. Monitoring will be implemented to assess the results of these efforts and ensure that potential long-term aesthetic and visual effects are adequately addressed. Depending on the results of this monitoring, remedial measure such as additional vegetation maintenance could be necessary. DOH and associated third-party contractors will implement these efforts, if applicable.

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4. Erosion and Sedimentation 56. Erosion and sedimentation are generally not considered to be significant long-term concerns, as all developed and disturbed areas will be stabilized through efforts such as paving, landscaping, proposed erosion control facilities, and tree replanting. The project design includes regular monitoring (twice per year in the first 2 years and once every 3 years thereafter) to evaluate vegetation cover, and the condition and performance of erosion and sediment control devices. An as-needed maintenance program will be implemented as part of this effort, to assure necessary repairs and adequate long-term erosion and sediment control. Based on these proposed and recommended measures, potential erosion and sedimentation will be effectively addressed during the operation phase of this roadway section, with no associated significant impacts anticipated. DOH and associated third-party contractors will implement the described monitoring and (if necessary) maintenance efforts.

5. Drainage and Water Quality 57. Drainage-related impacts (e.g., flooding) for all three project alignments will be addressed through project design measures, as described for construction phase impacts. Potential water quality impacts for all three alignments during the operation phase are associated with contaminants related to motor vehicle operation, such as particulates, metals, and hydrocarbons. Additional contaminants including hazardous materials, sediment, chemical pesticides and herbicides, organic materials, nutrients, and pathogens may potentially be generated during proposed roadway maintenance, landscaping, erosion control, and/or tree replanting programs. The project design includes features that would help address the generation of contaminants from motor vehicles, including the use of landscaped areas that would serve as vegetated filter strips. Regular water quality monitoring (twice per year for the first 5 years and every 3 years thereafter) is included in the project design to verify regulatory conformance. Depending on the results of this monitoring, additional mitigation may be required, potentially including facilities such as wet vaults, vortex separators, detention basins, vegetated swales, and/or inlet filters. A number of additional measures will be implemented for roadway and vegetation maintenance efforts, including (i) providing training for maintenance crews on the proper use, handling, and disposal of hazardous materials; (ii) conformance with manufacturer’s specifications for chemical pesticide and herbicide use, associated regulatory requirements, and measures identified for construction-related hazardous materials; and (iii) daily removal and disposal of vegetation clippings and excess organic materials. DOH and associated third-party contractors will implement all of these measures.

6. Flora, Fauna, and Rare and Endangered Species 58. No specific mitigation measures are proposed for the operation phase of the Phitsanulok–Lom Sak and Nakrai–Khamcha-i alignments, due to the provision of applicable project design elements (e.g., tree replanting and wildlife crossing structures), as well as the design, mitigation, and monitoring measures identified for other issue areas (e.g., water quality and erosion control). Additional monitoring is recommended to assess potential mortality, noise, and poaching impacts on local wildlife. Depending on the results of these monitoring efforts, remedial measures may be required, including (i) constructing permanent noise barriers and/or installing additional vegetation screening in applicable locations; and (ii) installing warning devices (e.g., signs and lights) at wildlife crossing areas, reducing local speed limits, and/or installing additional wildlife crossing structures. DOH and associated third-party contractors will implement all of these measures. No mitigation measures are identified for the Phanom Sarakham–Sa Kaeo alignment, based on the lack of native habitats and associated wildlife; the

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low level of anticipated impacts; and the proposed and recommended measures for landscaping, erosion control, and water quality.

7. Protected Areas 59. For the Phitsanulok–Lom Sak and Nakrai–Khamcha-i alignments, potential operation phase impacts to protected areas and associated resources will be effectively addressed through associated design, mitigation, and/or monitoring measures identified for other issue areas (e.g., erosion; water quality; and flora, fauna, and rare and endangered species). Accordingly, no additional mitigation or monitoring measures are proposed. No mitigation measures related to protected areas are identified for the Phanom Sarakham–Sa Kaeo alignment, based on the lack of such designations within the associated ROW and vicinity.

8. Local Access 60. Operation of all three project alignments could generate a number of impacts related to access restrictions for local cultural, recreational, agricultural, residential, commercial, and institutional sites. Specifically, project operation could restrict access to these types of sites through the presence of the proposed four-lane roadway, which could present a barrier to pedestrian or vehicle access from one side of the road to the other. The project design includes several measures to address these concerns, including the provision of (i) U-turn facilities at appropriate locations in local communities; (ii) pedestrian crossing structures at appropriate locations such as schools and hospitals; (iii) traffic lights at intersections; and (iv) access roads and driveways, pedestrian footpaths, and parking areas for local communities. The following additional measures will be implemented to ensure that potential access impacts are effectively addressed: (i) provision of contact information (e.g., posting signs with telephone numbers and/or maintaining a local office) for 3 years after construction to allow local input on access issues; and (ii) implementation of additional measures to improve local access if significant problems are identified, including efforts such as the installation of additional U-turn or pedestrian crossing structures. DOH and associated third-party contractors will implement all of these measures.

9. Transportation and Traffic Safety 61. Significant operation phase impacts related to transportation and traffic safety issues are generally not anticipated for any of the three project alignments. This conclusion is based on the proposed four-lane design, which is anticipated to improve traffic circulation and associated service by increasing capacity and reducing congestion. The proposed design includes yearly monitoring of vehicle counts, roadway damage, and accident records to document long-term conditions. The proposed design includes as-needed repairs to ensure that damage to roadway surfaces does not significantly affect traffic circulation and safety. Depending on the results of the accident monitoring, additional mitigation may be required, potentially including efforts such as reducing posted speeds and/or increasing police patrols and enforcement in problem areas. DOH and associated third-party contractors will implement these measures, if applicable.

V. ENVIRONMENTAL MANAGEMENT PLAN 62. Pursuant to ADB requirements, an environmental management plan (EMP) was prepared for the Project based on its classification as B (sensitive). The primary objective of the EMP is to help ensure that the identified mitigation and monitoring requirements are fully and properly implemented. To this end, the EMP summarizes the project mitigation and monitoring

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requirements, and identifies associated implementation responsibilities, schedules, preliminary costs, and interactions with government agencies and/or other interested or affected parties. Based on the preliminary nature of current project design information, several elements of the EMP are also preliminary in nature, and the Executing Agency (DOH) will prepare a revised EMP prior to project implementation. This will include information such as an updated list of responsible parties; the siting of proposed borrow pit and asphalt or concrete batching operations; possible impacts on community facilities such as irrigation canals, water pipes, and telephone lines; detailed work and/or procurement plans; modified implementation schedules; detailed cost estimates and budgeting plans; and updated and/or expanded procedures and mechanisms for project feedback and modification. 63. The revised EMP will specifically address any identified off-site borrow pit and asphalt or concrete batching locations to incorporate measures to offset identified potential impacts (if any) on physical resources (in particular, air quality and noise), ecological resources (including borrow pit closure and revegetation plans), and socioeconomic and cultural resources. The updated EMP will address the potential effects of raw material transport, slope instability, haphazard extraction, and borrow pit abandonment, and impacts on public health and safety including from mosquitoes. A. Summary of Project Impacts, Mitigation Measures, and Monitoring Tasks 64. A summary of potential project-related impacts for the construction and operation phases, as well as associated mitigation measures is presented in Appendix 1 while monitoring requirements are summarized in Appendix 2. EMP implementation responsibilities are summarized in paras. 66-68. All identified project-related impacts will be avoided or reduced below a level of significance through project design elements, mitigation measures, and/or monitoring efforts. No adverse impacts were identified for any of the three project alignments during the preconstruction phase, and no significant cumulative impacts were identified for any of the proposed alignments during construction and operation. An outline of additional EMP elements, including public consultation activities, institutional responsibilities, and preliminary cost estimates follows. The proposed environmental training programs during construction and operation phases are described in Appendix 3. B. Public Consultation Activities 65. Several public consultation efforts are incorporated into the Project, either as design elements, mitigation measures, or monitoring plans. Several additional public consultation requirements are involved in the EMP, including efforts to (i) provide notification to local communities, individuals, and other affected parties for issues such as construction operations and schedules, displacement and resettlement programs, access restrictions, and traffic management plans; (ii) provide mechanisms to receive input and distribute project data for issues including construction and postconstruction air quality, noise, access restrictions, displacement and resettlement programs, and traffic management plans; and (iii) use independent (third party) monitoring for applicable issues and project phases. C. Responsibilities for Mitigation and Monitoring Requirements 66. Implementation of the project mitigation and monitoring measures will ultimately be the responsibility of the Thai Government, through DOH. DOH will (i) allocate adequate staff time and budget to implement the required mitigation and monitoring measures; (ii) provide appropriate technical and environmental expertise to ensure that mitigation and monitoring

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measures are properly implemented; (iii) coordinate and consult with pertinent government agencies, local communities, nongovernment organizations, and other interested or affected parties; (iv) document the results of project monitoring efforts, and implement associated remedial mitigation measures as applicable; and (v) prepare a revised EMP prior to project implementation to update applicable project elements (paras. 62-63). The DOH Environmental Group, which currently has five staff with backgrounds in environmental engineering and environmental management, will undertake these tasks. DOH will designate staff from the Environmental Group to oversee EMP implementation. The Environmental Group will be assisted by the international and local environmental specialists of the construction supervision consultant. The consultant will undertake the following tasks for the three road sections (i) monitor the inclusion of mitigation actions required during the design phase and as defined in the approved IEE; (ii) prior to commencement of site works, prepare site-specific EMPs including an implementation schedule of environmental mitigation and monitoring activities recommended in the approved IEE’s EMP; (iii) prepare an erosion and sedimentation control plan before site works begin; (iv) prepare and conduct a training program for contractors and DOH staff on erosion and sedimentation control; and water quality and construction-related hazardous material use, handling, disposal, and spill prevention and clean-up; (v) in coordination with the Environmental Group, undertake quarterly monitoring of contractors’ environmental performance in terms of implementation of mitigation measures and conduct of environmental effects monitoring indicated in the EMP; (vi) monitor and report on impacts on the environment during construction and recommend measures to improve the situation as required, (vii) review the results of environmental effects monitoring conducted by contractors prior to submission to DOH and ADB; and (viii) prepare quarterly monitoring reports for submission to DOH and ADB. 67. Many of the identified mitigation measures and monitoring tasks will require the use of construction and/or third party contractors to meet the stated requirements. Specific tasks requiring third party contractors include (i) collection and documentation of technical data; (ii) monitoring and reporting during the preconstruction, construction, and/or operation and maintenance project phases; (iii) implementation of management plans, maintenance, and/or remedial mitigation efforts; and (iv) conduct of training programs identified to assist DOH in proper implementation of required measures and programs for use of hazardous materials, chemical pesticides or herbicides, fertilizers, and organic materials during the operation phase. 68. The DOH Environmental Group will prepare documentation of the described mitigation measures and monitoring tasks (assisted by the construction supervision consultant) to verify proper implementation and ensure that related environmental goals and standards are being met. Pursuant to ADB requirements, this documentation will be submitted to ADB on a quarterly basis for review and assessment via project progress reports. ADB may also conduct one or more project review missions during construction and operation to monitor environmental compliance. After project completion, ADB staff will assess the Project’s environmental status as part of the project completion report. D. Preliminary Cost Estimates 69. The summary of preliminary cost estimates (Table 1) is based on available project information and projected preconstruction, construction, and operation and maintenance phase activities and requirements. Cost estimates include an itemized assessment by issue area for each project phase, a total cost for each project phase, and a summary of cost projections for individual roadway sections. These cost estimates are in addition to a number of items, such as the cost of DOH and construction supervision consultant oversight, as well as other measures

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that will be (i) implemented as part of preconstruction efforts; (ii) included in the project design; and/or (iii) assumed to be included in the project construction and/or maintenance contracts.

Table 1: Environmental Management Plan Implementation Cost

Item Preconstruction Construction Operation Total A. Phitsanulok–Lom Sak 1. Environmental Mitigation a. Tree replanting 0 –e 0 0 2. Environmental Monitoring a. Noise and vibration (10 locations)a 300,000 –e 2,100,000 2,400,000 b. Survey of trees for removal and replanting 200,000 0 0 200,000 c. Wildlife poaching-related monitoringb 0 0 480,000 480,000 d. Tree replanting and landscapingf 0 0 210,000 210,000 e. Contact program for locals regarding

accessc0 0 30,000 30,000

3. Environmental Training a. Erosion and sedimentation control 0 40,000 0 40,000 b. Water quality 0 40,000 0 40,000 c. Construction-related hazardous material

use 0 40,000 0 40,000

d. Operation and maintenance-related hazardous material used

0 0 250,000 250,000

Subtotal 3,690,000 B. Nakrai–Khamcha-i 1. Environmental Mitigation a. Tree replanting 0 2,000,000 0 2,000,000 2. Environmental Monitoring a. Noise and vibration (10 locations)a 300,000 –e 2,100,000 2,400,000 b. Survey of trees for removal and replanting 100,000 0 0 100,000 c. Wildlife poaching-related monitoringb 0 0 480,000 480,000 d. Tree replanting and landscapingf 0 0 210,000 210,000 e. Contact program for locals regarding

accessc0 0 30,000 30,000

3. Environmental Training a. Erosion and sedimentation control 0 30,000 0 30,000 b. Water quality 0 30,000 0 30,000 c. Construction-related hazardous material

use 0 30,000 0 30,000

d. Operation and maintenance-related hazardous material used

0 0 250,000 250,000

Subtotal 5,560,000 C. Phanon Sarakham–Sa Kaeo 1. Environmental Mitigation a. Landscaping 0 1,000,000 0 1,000,000 2. Environmental Monitoring a. Noise and vibration (5 locations)a 150,000 –e 1,050,000 1,200,000 b. Landscape monitoringf 0 0 210,000 210,000 c. Contact program for locals regarding

accessc0 0 30,000 30,000

3. Environmental Training 0 a. Erosion and sedimentation control 0 20,000 0 20,000 b. Water quality 0 20,000 0 20,000 c. Construction-related hazardous material

use 0 20,000 0 20,000

d. Operation and maintenance-related hazardous material used

0 0 250,000 250,000

Subtotal 2,750,000 Total 12,000,000

Note: Estimated construction period for Phitsanulok–Lom Sak = 42 months, Nakrai–Khamcha-I = 24 months, and Phanon Sarakham–Sa Kaeo = 18 months.

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a Monitoring frequency: preconstruction: once; construction: quarterly; operation: twice per year during the first 2 year of operation, and once every 5 years thereafter. over 20 years.

b Monitoring frequency: operation: twice a year for first 5 years, every 3 years thereafter. c Local contact information to gather input on local access issues to be conducted for the first 3 years. d Yearly training throughout life of the Project (25 years). e Included in project construction contracts. f Monitoring frequency: operation: twice a year for first 2 years, every 5 years thereafter. Source: Thailand Department of Highways. 2008. Greater Mekong Subregion Highway Expansion Project Initial

Environmental Examination.

VI. PUBLIC CONSULTATION AND INFORMATION DISCLOSURE 70. A series of public consultation and information disclosure efforts were conducted as part of the Project. This process is intended to provide information on the proposed roadway improvements to applicable parties, including local government officials, community leaders, business owners, residents, nongovernment organizations, the general public, and other interested parties. Public consultation and information disclosure efforts conducted for the Project included both formal and informal programs for the three roadway sections. They included a formal program for the Phitsanulok–Lom Sak roadway section as part of the DOH Environmental Impact Study3 formal meetings for all three roadway sections in conjunction with preparation of the project resettlement plan, as well as informal surveys conducted for the three roadway sections in conjunction with the preparation of the IEE. 71. Formal efforts for the Phitsanulok–Lom Sak alignment were conducted from January 2005 to May 2006, and in July 2008, and included (i) distribution of project information through written materials, online announcements, public information boards, and maintenance of a public relations center to receive public comments and input; (ii) surveys of local residents, business owners and operators, government officials, and other applicable individuals and groups; with specific inquiries including project awareness, opinions on the Project, desire for additional information, and recommendations; (iii) six local project seminars to provide an overall project orientation and identify the selected alignment, and (iv) formal meetings in conjunction with the preparation of the project resettlement plan. Applicable information from the described program was incorporated into the project design, including efforts to encompass pertinent comments and suggestions into project engineering, construction, and operation. 72. In addition to these formal efforts, a series of informal surveys were conducted for the Phitsanulok–Lom Sak (12–13 February 2008), Nakrai–Khamcha-i (14–15 February 2008), and Phanom Sarakham–Sa Kaeo (22–23 November 2008) sections as part of the IEE preparation process. These surveys consisted of conveying project information and canvassing related opinions from local residents, business owners and operators, government officials, and other applicable parties along the subject routes. A total of 34 interviews were conducted along the Phitsanulok–Lom Sak section; 29 along the Nakrai–Khamcha-i route, and 22 along the Phanom Sarakham–Sa Kaeo route. All interviews were based on a standard format, including inquires regarding project awareness and opinions, the desire for additional information, and recommendations and comments. Survey results were documented, with copies of the individual survey forms containing requests for additional information and contact data forwarded to DOH for their consideration.

3 Thailand Department of Highways. 2006. Economic Engineering and Environmental Impact Study, The Second

Phase Four-Lane Highway Widening Project (Phase 2), Highway No. 12, Phitsanulok-A. Lom Sak.

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VII. FINDINGS AND RECOMMENDATIONS 73. Pursuant to applicable ADB requirements, the Project was screened to determine the appropriate environmental category, and assigned a designation of B (sensitive). The category B designation includes projects with environmental impacts that are adverse, but that are of lesser degree and/or significance than category A projects. The “sensitive” designation is typically assigned to projects with conditions or resources that merit additional consideration, but that do not require elevation of the project status to category A. For the Project, the sensitive designation is associated with the location of Thung Salaeng Luang National Park and several sensitive watershed designations along portions of the Phitsanulok–Lom Sak section, as well as portions of the Tham Pha Nam Thip nonhunting area that are near the Nakrai–Khamcha-i alignment. The presence of these areas, while appropriately triggering the B (sensitive) designation, do not necessitate the elevation of the Project to an A designation based on the following considerations:

(i) The Phitsanulok–Lom Sak alignment is restricted to areas within the existing Highway 12 ROW. The existing ROW was previously disturbed or developed through activities such as logging, agriculture, or roadway and/or commercial construction. Accordingly, the project area does not encompass any native habitats and is in a relatively degraded condition with respect to ecological resources. The adjacent portions of the park have also been previously degraded though similar activities, with native habitats generally absent within 50–60 m of the ROW and the most sensitive (core) habitat areas of the park located several hundred meters or more from the project alignment.

(ii) The portions of the Tham Pha Nam Thip nonhunting area located near the Nakrai–Khamcha-i alignment are on the periphery of the nonhunting area designation, with the associated core habitat areas located several hundred meters or more from the project area. In addition, both the existing Highway 2042 ROW and the intervening areas between the ROW and the nonhunting area designation have been completely disturbed or developed by previous activities.

(iii) The ecological condition within the ROW of both Highway 12 and 2042 is expected to be improved as a result of the Project, based on proposed tree replanting, landscaping, erosion control, slope stabilization, water quality control, and wildlife protection measures.

74. The Project includes a number of design, mitigation, and monitoring measures to address potentially significant environmental issues associated with project construction, operation, and maintenance. Also, prior to project implementation, DOH will prepare a revised EMP based on final design information. These efforts may entail additional technical investigations, including monitoring efforts to collect supplemental baseline data, quantify impacts, and/or identify requirements for remedial or enhanced measures to effectively address project impacts. Based on the implementation of these measures, all identified potentially significant impacts associated with the Project will be effectively avoided or reduced below a level of significance. Accordingly, the project IEE is considered adequate and appropriate to address environmental concerns pursuant to applicable ADB guidelines, and a follow-up EIA is not required or recommended.

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VIII. CONCLUSIONS 75. The IEE prepared for the Project identifies several potentially significant environmental impacts related to construction, operation, and maintenance of the three associated roadway sections. Appropriate project design, mitigation, and monitoring measures have been generated to address these concerns; these efforts are capable of avoiding or reducing all identified impacts below a level of significance. Accordingly, the project IEE adequately addresses all environmental concerns pursuant to applicable ADB guidelines, and a follow-up EIA is not considered necessary.

SUMMARY OF PROPOSED MITIGATION MEASURES, ASSOCIATED RESPONSIBILITIES, AND COST ESTIMATES

Environmental Issue Area

Project Phase

Potential Impact

Proposed Mitigation

Responsible Agency/Individuals

Preliminary Cost Estimate

Construction

Generation of dust as well as vehicle and equipment emissions that exceed applicable regulatory standards

DOH and construction contractors

The listed types of air quality mitigation measures will be included in the construction contracts, with no additional costs.

1. Air Quality

Implementation of standard dust and emission control measures, including the following:

(i) Regularly water and/or use chemical palliatives in areas of active construction and vehicle and equipment access.

(ii) Minimize construction vehicle trips to the maximum extent feasible, and restrict vehicle and equipment speeds to appropriate levels (typically 25 km/hour or less).

(iii) Cover material stockpiles and transport vehicles (e.g., with properly fitting tarps).

(iv) Install wind fences in applicable areas (e.g., 1–2 m high barriers with 50% or less porosity in areas adjacent to sensitive receptors).

(v) Temporarily pave or seal construction access roads.

(vi) Regularly inspect and maintain construction vehicles and equipment to maximize engine efficiency and reduce emission generation.

(vii) Avoid unnecessary and prolonged engine idling or stationary vehicle and equipment operations.

(viii) Use less polluting equipment (e.g., electric powered) where feasible.

(ix) Implement ride-sharing and shuttle programs for construction workers.

(x) Reduce transport distances for material deliveries and other construction-related trips to the maximum extent feasible (e.g., by using local material and labor sources).

(xi) Post contact information (e.g., signs

Appendix 123

24

Appendix 1

Environmental Issue Area

Project Phase

Potential Impact

Proposed Mitigation

Responsible Agency/Individuals

Preliminary Cost Estimate

with telephone numbers) and/or maintain a local office to allow local residents, business operators, or other affected individuals an opportunity to report dust- or emission-related issues.

The project design includes quarterly monitoring for total suspended particulates, PM-10, carbon monoxide, and NO2 at four locations to assess local air quality and regulatory conformance, with additional monitoring for visible dust recommended to augment this efforts.a Depending on the results of this monitoring, remedial measure may be necessary. This could include additional or expanded applications of the described dust and emission control measures, or (in a worst case scenario) acquisition of properties where construction-related emissions cannot meet regulatory standards.

O&M

Long-term violation of air quality standards

While specific postconstruction mitigation measures are not proposed, the project design includes air quality monitoring to assess local air quality and regulatory conformance.a Depending on the results of this monitoring, remedial measure may be necessary to provide regulatory conformance, potentially including the worst case scenario of acquiring appropriate properties to remove sensitive receptors.

DOH and third party contractors

Costs for remedial measures, if required, will be determined based on the type and amount of mitigation.

2. Noise and

vibration

O&M

Generation of noise and vibration that exceed applicable regulatory standards

While specific operation-related noise mitigation measures are not proposed, the project design includes noise monitoring to assess local noise levels and regulatory conformance, with additional monitoring recommended to augment these efforts.a Depending on the results of this monitoring, remedial measures may be necessary, including the following:

(i) If postconstruction monitoringa identifies one or more locations where regulatory

DOH and third party contractors

Costs for remedial measures, if required, will be determined based on the type and amount of mitigation.

Appendix 1

25

Environmental Issue Area

Project Phase

Potential Impact

Proposed Mitigation

Responsible Agency/Individuals

Preliminary Cost Estimate

standards are not being met, implement additional mitigation, potentially including efforts such as the construction of permanent noise barriers, relocation or reconfiguration of noise-sensitive use areas (e.g., relocating porches or patios behind structures to provide screening), or retrofitting affected structures to provide additional noise vibration attenuation (e.g., through provision of glazed and dual-paned windows, additional insulation, mechanical ventilation and/or cooling systems to allow doors and windows to remain closed, and/or other applicable structural upgrades to address vibration impacts).

(ii) In the event that postconstruction monitoring effortsa identify site-specific locations where regulatory standards cannot be met during project operation even with the noted additional mitigation, consider more extensive measures, potentially including the worst case scenario of acquiring appropriate properties to remove sensitive receptors.

3. Topography

and Visual

Construction

Alteration of existing local topographic and/or visual character

No mitigation measures related to topographic alteration and visual effects are proposed for the Phitsanulok–Lom Sak alignment. Several project design and mitigation measures identified for other resources (e.g., the tree replanting and erosion and sedimentation plans), will also avoid or reduce potential topographic alteration and visual impacts below a level of significance.

The following mitigation measures are identified for the Nakrai–Khamcha-i alignment:

(i) Use grading methods and facilities such as retaining walls to limit the amount of

Not applicable for the Phitsanulok–Lom Sak alignment DOH, construction contractors, and/or third party contractors

Not applicable for the Phitsanulok–Lom Sak alignment Measures related to grading methods and facilities for the Nakrai–Khamcha-i alignment will be included in the

26

Appendix 1

Environmental Issue Area

Project Phase

Potential Impact

Proposed Mitigation

Responsible Agency/Individuals

Preliminary Cost Estimate

earthwork and related vegetation removal in applicable areas.

(ii) Implement a tree replanting plan to reduce visual impacts and enhance the long-term visual character of the project alignment corridor in applicable locations, including the following specific efforts: (a) conducting preconstruction monitoringa to inventory the number and quantity of trees proposed for removal; (b) identifying and documenting appropriate quantity, variety, and locations of replacement trees; and (c) conducting postconstruction monitoringa to assess the condition and effectiveness of project landscaping and replanting plans, as well as to implement remedial measures where appropriate (e.g., replacing dead or damaged vegetation).

The following mitigation measure is identified for the Phanom Sarakham–Sa Kaeo alignment: expand the proposed landscaping plan to encompass the outer portions of the ROW on both sides of Highway 359.

DOH, construction contractors, and/or third party contractors

construction contracts, with no additional cost The preliminary cost estimate for the Nakrai–Khamcha-i alignment tree replanting plan (not including monitoring tasksa) is about B2,000,000. The preliminary cost estimate for expanding the Phanom Sarakham–Sa Kaeo alignment landscaping plan (excluding monitoring tasksa) is about B1,000,000.

O&M

Alteration of existing local topographic and/or visual character

No specific mitigation measures related to topographic alteration and visual effects are proposed, with identified project design, mitigation measures, and maintenance efforts for other resources (e.g., erosion and sedimentation, and flora, fauna, and rare and endangered species) adequate to avoid or reduce potential topographic alteration and visual impacts below a level of significance. Depending on the results of these monitoring efforts, remedial measures may be necessary.

DOH and third party contractors

Costs for remedial measures, if required, will be determined based on the type and amount of mitigation.

Appendix 1

27

Environmental Issue Area

Project Phase

Potential Impact

Proposed Mitigation

Responsible Agency/Individuals

Preliminary Cost Estimate

4. Erosion and

Sedimentation

Construction

Erosion of surficial materials and off-site transport of eroded sediment.

The project design includes several measures to address potential erosion and sedimentation impacts, including the use of drainage facilities, sedimentation basins, slope stabilization, monitoring, and maintenance. Implementation of additional standard erosion and sedimentation control measures will be implemented, including the following:

(i) Provide enhanced erosion and sediment control measures for proposed construction activities at local waterways, including bridge and other drainage crossing structures. Specific measures may include the use of temporary coffer dams and related facilities to redirect flows around construction areas, and the use of silt curtains and erosion and sediment control devices (e.g., silt fences and fiber rolls) to minimize the influx of sediment into surface waters.

(ii) Restrict grading during the rainy season to the maximum extent feasible, particularly in areas of steep topography and/or adjacent to water courses.

(iii) Use phased grading schedules to limit the area subject to erosion at any given time to the maximum extent feasible.

(iv) Implement erosion control and stabilizing measures such as geotextiles, mats, fiber rolls, chemical soil binders, or temporary landscaping in disturbed areas and on graded slopes.

(v) Use sediment controls to protect the site perimeter and prevent off-site sediment transport, including measures such as temporary inlet filters, silt fences, fiber rolls, gravel bags, check dams, street sweeping, energy dissipators, stabilized construction

DOH, construction contractors, and/or third party contractors

Measures related to scheduling will be included in the construction contracts, with no additional cost. Costs associated with erosion and sediment control facilities will be determined based on the proposed nature, quantity, and extent of such applications by the construction contractors; although such requirements would likely be included in the construction contracts, with no additional cost. Estimated costs associated with employee training are about B10,000 per training session, with additional information provided in Table 14 of the IEE.

28

Appendix 1

Environmental Issue Area

Project Phase

Potential Impact

Proposed Mitigation

Responsible Agency/Individuals

Preliminary Cost Estimate

access points and sediment stockpiles, and use of properly fitted covers for sediment transport vehicles.

(vi) Prepare and implement a plan to provide enhanced erosion and sediment control during the rainy season, including measures such as providing appropriate trainingb for personnel responsible for erosion and sediment control; storage of erosion and sediment control devices on-site to provide ready access; conducting appropriate monitoring and maintenance effortsa (e.g., after-storm events) to ensure proper function and efficiency of erosion and sediment control efforts; and implementing remedial measures as necessary.

Use solid waste management efforts such as proper containment and disposal of construction debris (including waste from pavement or structure demolition).

O&M

Potential failure and/or reduced efficiency of erosion and sedimentation control facilities and programs

The project design includes monitoring to assess the condition and performance of erosion and sedimentation control facilities and programs, with additional monitoring recommended to augment these efforts.a Depending on the results of this monitoring, the following remedial measure may be necessary: conduct as-needed maintenance to repair and/or enhance facilities as appropriate, depending on the results of postconstruction monitoring.

DOH and third party contractors

Costs for remedial measures, if required, will be determined based on the type and amount of mitigation.

5. Drainage and

Water Quality

Construction

Discharge of construction-related contaminants such as fuels, lubricants, solvents, concrete, paint, trash, and portable septic system wastes

Implement measures to control and/or contain contaminant discharge, including efforts such as (i) Restrict paving operations during wet weather and use sediment control devices downstream of paving activities.

DOH, construction contractors, and/or third party contractors

Measures related to procedures for using, storing, and disposing of hazardous materials will be included in the construction contracts, with no additional cost.

Appendix 1

29

Environmental Issue Area

Project Phase

Potential Impact

Proposed Mitigation

Responsible Agency/Individuals

Preliminary Cost Estimate

(ii) Properly contain and dispose of paving wastes and slurry (e.g., by use of properly designed and contained concrete washout areas). (ii) Minimize the amount of hazardous materials used and stored on-site, and restrict storage and usage locations to areas at least 30 m from storm drains and surface water. (iii) Use raised (e.g., on pallets), covered, and/or enclosed storage facilities for all hazardous materials. (v) Use mobile fueling and maintenance units for construction equipment whenever feasible to avoid and/or reduce on-site fuel and lubricant storage. (vi) Maintain accurate and up-to-date written inventories and labels for all stored hazardous materials. (vii) Use berms, ditches, and/or impervious liners (or other applicable methods) in material storage and vehicle and equipment maintenance and fueling areas to provide containment and prevent discharge in the event of a spill, and restrict these uses to areas at least 30 m from storm drains and surface waters. (viii) Place warning signs where hazardous material is used or stored, and along drainage networks and storm drains (or other appropriate locations) to avoid inadvertent hazardous material disposal. (ix) Properly maintain all construction equipment and vehicles. Implement solid and septic system waste management efforts, such as proper location, containment and disposal of construction debris, and construction worker camp trash (e.g., use of watertight dumpsters and weekly trash collection and removal), and appropriate location (at least 30 m from drainage courses or other sensitive areas) and containment of portable septic systems facilities and operations to ensure proper working order.

Estimated costs associated with employee training are about B10,000 per training session, with additional information provided in Table 14 of the IEE.

30

Appendix 1

Environmental Issue Area

Project Phase

Potential Impact

Proposed Mitigation

Responsible Agency/Individuals

Preliminary Cost Estimate

O&M

Long-term violation of water quality standards from generation of vehicular-related contaminants associated with roadway use and maintenance, as well as related activities such as landscape (or other vegetation) maintenance

Implement the following types of measures related to roadway and landscaping (or other vegetation) maintenance efforts, as well as regulatory conformance: (i) Train landscape (or other) crew

membersb in proper use, storage, and disposal methods for materials such as chemical pesticides and herbicides, fertilizers, and organic materials (e.g., vegetation clippings).

(ii) Avoid, or minimize to the extent feasible, the use of chemical pesticide, herbicide, and fertilizer applications; conduct all such use following manufacturer’s specifications and applicable laws and regulations.

(iii) Collect vegetation clippings and excess organic materials (e.g., fertilizers) on a daily basis by maintenance crews, and dispose of in an approved off-site location to prevent them from entering the storm-water system.

(iv) Ensure hazardous material use and storage related to roadway maintenance (e.g., asphalt patching or sealants) are subject to similar controls identified for construction operations where applicable.

The project design includes postconstruction monitoring to assess conformance with water quality standards.a Depending on the results of this monitoring, the following remedial measure may be necessary: install facilities such as wet vaults, vortex separators, detention basins, vegetated swales, and/or inlet filters to treat roadway runoff.

DOH and third party contractors

Measures related to procedures for using, storing, and disposing of hazardous materials will be included in the associated maintenance contracts, with no additional cost. Estimated costs associated with employee training are about B10,000 per training session, with additional information provided in Table 14 of the IEE. Costs for remedial measures, if required, will be determined based on the type and amount of mitigation.

6. Flora, Fauna,

and Rare and Endangered Species

Construction

Loss of or disturbance to native habitats and impacts on wildlife (including

No specific mitigation measures are proposed for the Phitsanulok–Lom Sak alignment, based on the landscaping, erosion control, and tree replanting efforts

DOH, construction contractors, and/or third party contractors

Costs related to landscaping, erosion control, tree replanting, and water quality efforts

Appendix 1

31

Environmental Issue Area

Project Phase

Potential Impact

Proposed Mitigation

Responsible Agency/Individuals

Preliminary Cost Estimate

sensitive species) from proposed grading, excavation, and related construction activities

included as part of the project design, as well as additional measures identified for erosion and water quality control. The project design includes monitoring to assess the condition of local habitats and replanted areas, with a number of additional monitoring measures identified for this issue.a Depending on the results of this monitoring, remedial measures may be necessary, including the following:

(i) Incorporate an as-needed maintenance program into the replanting plan for replacement of dead or damaged vegetation.

(ii) Implement equipment and schedule restrictions and/or construct temporary barriers in applicable locations to address noise impacts on wildlife.

No specific mitigation measures related to this issue are identified for the Nakrai–Khamcha-i alignment, based on the generally low level of anticipated impacts, the landscaping and erosion control efforts included in the project design, the measures identified for erosion and water quality control, and the proposed measures for tree replacement and grading controls identified under the discussion of topographic and visual impacts and mitigation. Several proposed monitoring measuresa related to this issue are identified for the Nakrai–Khamcha-i roadway section, with associated potential remedial measures similar to those described for the Phitsanulok–Lom Sak alignment.

No mitigation measures related to this issue are identified for the Phanom Sarakham–Sa Kaeo alignment, based on the low level of anticipated impacts, the landscaping and erosion control efforts included in the project design, the measures identified for water quality control, and the proposed measure for expanded landscaping identified under

for the Phitsanulok–Lom Sak alignment are either included in the project design (with no additional cost), or are addressed elsewhere in this analysis. Cost for remedial noise and maintenance measures related to the Phitsanulok–Lom Sak alignment, if required, will be determined based on the type and amount of mitigation, with a unit cost of B2,000 per linear meter assumed for temporary noise barriers. Costs related to landscaping and erosion control efforts for the Nakrai–Khamcha-i alignment are included in the project design (with no additional cost), while estimated costs for tree replanting, water quality, and additional erosion measures are addressed elsewhere in this analysis.

32

Appendix 1

Environmental Issue Area

Project Phase

Potential Impact

Proposed Mitigation

Responsible Agency/Individuals

Preliminary Cost Estimate

the discussion of topographic and visual impacts and mitigation. The additional maintenance program identified for the Phitsanulok–Lom Sak alignment will be applicable to landscaping efforts for this roadway section.

O&M

Indirect impacts to local habitats and wildlife from long-term roadway contaminant generation, noise, vehicle-related wildlife mortality, encroachment into native habitats, and poaching

No specific mitigation measures are proposed for the Phitsanulok–Lom Sak alignment, based on the landscaping, erosion control, and tree replanting efforts included as part of the project design, as well as additional measures identified for water quality and erosion control. The project design includes postconstruction monitoring to assess the condition of local habitats and replanted areas, with a number of additional monitoring measures identified for this issue.a Depending on the results of this monitoring, remedial measures may be necessary, and include the following:

(i) Construct permanent noise barriers and/or install additional vegetation screening in applicable locations.

(ii) Install warning devices (e.g., signs and lights) at wildlife crossing areas, reduce local speed limits, and/or install additional wildlife crossing structures.

(iii) Implement additional patrols and enforcement actions to address poaching of forest products or wildlife.

DOH and third party contractors

Costs for remedial measures, if required, will be determined based on the types and amount of mitigation.

No specific mitigation measures related to this issue are identified for the Nakrai–Khamcha-i alignment, based on the generally low level of anticipated impacts, the landscaping and erosion control efforts included in the project design, and the previously identified measures proposed for tree replacement, grading controls, erosion, and drainage and water quality. A number of monitoring and maintenance measuresa are also identified for this issue and, depending

Appendix 1

33

Environmental Issue Area

Project Phase

Potential Impact

Proposed Mitigation

Responsible Agency/Individuals

Preliminary Cost Estimate

on the results of this monitoring, remedial measures to address effects on wildlife and habitats from noise generation and poaching may be necessary. Specifically, this will include similar noise- and poaching-related efforts as noted for the Phitsanulok–Lom Sak alignment.

No mitigation measures related to this issue are identified for the Phanom Sarakham–Sa Kaeo alignment, based on the lack of native habitats and associated wildlife, the low level of anticipated impacts, the landscaping and erosion control efforts included in the project design, and the additional measures identified for landscaping, erosion, and water quality.

7. Protected

Areas

Construction

Effects to protected area designations and associated resources from activities such as grading, excavation, vegetation removal, poaching, encroachment, generation of noise and air quality contaminants, erosion and sedimentation, generation of water quality contaminants, vehicular activity, and access restrictions.

For the Phitsanulok–Lom Sak alignment, the identified potential impacts to protected areas and associated resources would be effectively addressed through associated design, mitigation, and/or monitoring measuresa identified in other sections of this report for the noted issue areas. The following additional measure will be implemented to address potential indirect construction impacts: project construction contracts will include a requirement to locate construction worker camps a minimum distance of 1 km from national park boundaries and class 1 watershed designations to avoid associated potential impacts from encroachment, poaching, and noise.

No specific mitigation measures related to protected areas are identified for the Nakrai–Khamcha-i alignment, based on the generally low level of anticipated impacts, as well as the design, mitigation, monitoring,a and associated potential remedial measures for noise and poaching effects identified under the discussion of flora, fauna, and rare and endangered species.

DOH, construction contractors, and/or third party contractors

The measure related to locating worker camps will be included as part of construction contracts, with no additional cost.

34

Appendix 1

Environmental Issue Area

Project Phase

Potential Impact

Proposed Mitigation

Responsible Agency/Individuals

Preliminary Cost Estimate

No mitigation measures related to protected areas are identified for the Phanom Sarakham–Sa Kaeo alignment, based on the lack of such designations within the associated ROW and vicinity.

O&M

Potential operations impacts to protected areas and associated resources include effects from activities such as the generation of noise and water quality contaminants, vehicular activity, and related effects to wildlife movements and mortality, poaching, and access restrictions.

For the Phitsanulok–Lom Sak and Nakrai–Khamcha-i alignments, the identified potential impacts to protected areas and associated resources will be effectively addressed through associated design, mitigation, and/or monitoring measuresa identified in other sections of this report. Accordingly, no additional mitigation measures are proposed.

No mitigation measures related to protected areas are identified for the Phanom Sarakham–Sa Kaeo alignment, based on the lack of such designations within the associated ROW and vicinity.

Not applicable

Not applicable

8. Local Access

Construction

Potential access restrictions for local cultural, recreational, agricultural, residential, commercial, and institutional sites, from physical impacts to access roads, driveways and/or parking lots, as well as the presence of construction-related vehicles and equipment

Implement the following types of measures related to maintaining local access:

(i) Provide advance (and ongoing) notification of proposed construction operations, locations, and schedules to local residents, businesses, and other applicable parties.

(ii) Maintain existing access routes to local sites and uses whenever feasible, including methods such as preserving access roads and driveways or providing temporary crossings (e.g., metal plates) over excavated areas or trenches.

(iii) Provide alternative access (e.g., temporary roads and pedestrian pathways and bridges) and/or parking for local sites and uses when impacts to principal access routes and parking areas cannot be avoided; and install adequate informational and directional

DOH and construction contractors

Measures related to notification, maintaining access, providing alternative routes, schedules, and contact information will be included in the construction contracts, with no additional cost. Costs for remedial measures, if required, will be determined based on the types and amount of mitigation, although such efforts would likely be included in the construction contracts with no additional cost.

Appendix 1

35

Environmental Issue Area

Project Phase

Potential Impact

Proposed Mitigation

Responsible Agency/Individuals

Preliminary Cost Estimate

signing to improve alternative access function. Specific locations where alternative access and/or parking may be necessary include applicable residential and commercial properties, schools, agricultural uses, health care facilities, cultural and recreational sites (including the Kaeng Song Waterfall parking area and Thung Salaeng Luang National Park visitor’s center entrance for the Phitsanulok–Lom Sak alignment).

(iv) Schedule construction operations to avoid or minimize conflicts with local uses and activities to the maximum extent feasible. This may include efforts such as rescheduling construction operations to accommodate (a) local school and wat schedules, (b) holidays and peak tourist seasons, and (c) agricultural planting and harvest seasons.

(v) Provide contact information (e.g., posting signs with telephone numbers and/or maintaining a local office) whereby local residents, business operators, farmers, and facility users can report issues related to access and parking restrictions.

Monitoringa is also identified for this issue and, depending on the results of these efforts, associated remedial measures may be necessary, including additional or expanded versions of the efforts to maintain access.

36

Appendix 1

Environmental Issue Area

Project Phase

Potential Impact

Proposed Mitigation

Responsible Agency/Individuals

Preliminary Cost Estimate

O&M

Potential access restrictions to local cultural, recreational, agricultural, residential, commercial, and institutional sites from the presence of the proposed 4-lane roadway, which could present a barrier to pedestrian or vehicle access from one side of the road to the other

Implement the following measure related to maintaining local access: provide contact information (e.g., posting signs with telephone numbers and/or maintaining a local office) for 3 years after construction whereby local residents, business operators, farmers, and facility users can report issues related to local access.

Depending on input received from local contacts and the results of monitoring efforts included in the project design,a associated remedial measures could include the following: install additional U-turn or pedestrian crossing structures in applicable areas to provide access to affected parties.

DOH and third party contractors

The estimated cost for the measure related to contact information is about B90,000 (B10,000 per alignment per year). Costs for remedial measures, if required, will be determined based on the type and amount of mitigation.

9. Displacement

and/or Resettlement

Construction

Potential displacement of existing public and private facilities and land uses, including utilities, driveways, parking areas, front and/or backyards, spirit houses, gates, decorative (i.e., nonstructural) walls, landscaping, food and curio stalls, and agricultural areas

Implement measures identified in the project resettlement plan, including the following:

(i) Avoid involuntary displacement and resettlement where feasible, and minimize these effects where unavoidable through efforts such as alternative design or operation elements.

(ii) Involve affected individuals in the displacement and resettlement process.

(iii) Provide financial compensation at full replacement cost for all applicable structures, activities, and commodities removed or adversely affected as a result of project construction, and provide appropriate rehabilitation measures for affected individuals to maintain or improve pre-project living standards, income-earning capacity, and production.

(iv) Provide the opportunity for shop owners and operators to construct replacement facilities prior to removal of existing structures or interference with existing

DOH, construction contractors, and/or third party contractors

Costs for identified measures will be determined as part of the final project resettlement plan, based on the site-specific need for, type and amount of mitigation.

Appendix 1

37

Environmental Issue Area

Project Phase

Potential Impact

Proposed Mitigation

Responsible Agency/Individuals

Preliminary Cost Estimate

operations.

(v) Relocate and/or replace all public utilities affected by project construction, and conduct such operations to minimize service disruptions (potentially including the installation and/or use of temporary facilities to maintain adequate service).

(vi) Preserve existing social and cultural practices to the maximum extent feasible, and incorporate appropriate measures to protect socially and economically vulnerable groups such as ethnic minorities, households headed by women or the disabled, children, and the elderly.

(vii) Provide mechanisms for hearings to resolve grievances, monitor and report on the resettlement plan process, and implement remedial measures as necessary to ensure that identified goals are met.

O&M

No impacts related to displacement and/or resettlements were identified for the operation and maintenance phase of the Project.

While no mitigation measures are identified for this issue area, potential impacts related to long-term noise and air quality at sensitive receptor sites could conceivably result in displacement and/or resettlement impacts and associated mitigation measures. These potential effects and related requirements are described under applicable sections of this table and Table 13 of the IEE.

Not applicablec

Not applicablec

Construction

Potential impacts to traffic movements, levels of service, safety, and roadway surfaces from the access and operation of construction-related vehicles and equipment

DOH and construction contractors

The listed types of traffic control measures will be included as part of the construction contracts, with no additional cost.

10.Transportation

and Traffic Safety

Implement standard traffic control measures, including the following types of efforts: (i) Coordinate proposed construction

activities and schedules in advance with local agencies, community representatives, businesses, schools, wats, and other applicable parties to increase public awareness and reduce potential conflicts.

38

Appendix 1

Environmental Issue Area

Project Phase

Potential Impact

Proposed Mitigation

Responsible Agency/Individuals

Preliminary Cost Estimate

(ii) Provide contact information (e.g., by posting signs with telephone numbers in local communities and construction sites) whereby local residents, business owners, and others can receive information on current construction schedules, and provide related input, comments, or requests.

(iii) Schedule heavy truck traffic such as equipment ingress and egress and material deliveries to avoid peak traffic periods, and use methods such as escort vehicles and warning signs and lights to increase public awareness of potential hazards and reduce accident potential.

(iv) Coordinate construction operations to minimize the extent and duration of lane closures along applicable roadways whenever feasible and maintain at least one safe through lane at all times (e.g., through efforts such as construction phasing, pavement restriping, use of temporary alternative lanes, and as-needed repair of roadway surfaces).

(v) Employ management efforts to control and direct traffic movements in areas of lane closures (or other applicable locations), including measures such as the use of flaggers and guide vehicles to regulate traffic movements and lead traffic through potentially hazardous areas.

(vi) Use traffic control and warning devices such as lights, signs, traffic cones, and barricades to alert vehicle and pedestrian traffic of potential hazards including lane closures, equipment use or crossing areas, and excavations.

(vii) Install appropriate safety barriers in areas such as open excavations, manufactured slopes, and drainages, to

Appendix 1

39

Environmental Issue Area

Project Phase

Potential Impact

Proposed Mitigation

Responsible Agency/Individuals

Preliminary Cost Estimate

preclude unauthorized or accidental access and ensure public safety.

(viii) Backfill, cover (e.g., with metal plates) and/or repave applicable areas (e.g., utility trenches) on a daily basis to avoid potential accidents and improve public access and safety.

(ix) Limit construction vehicle speeds to appropriate levels (typically 25 km per hour) to reduce accident potential, and secure all construction vehicles and equipment during nonworking periods to prevent unauthorized access or use (e.g., through use of a fenced and locked staging site and/or security guards).

O&M

Potential increase in local accident rates due to higher vehicle speeds on the proposed 4-lane roadway

The proposed project design includes yearly monitoring of accident records.a Depending on the results of this monitoring, associated remedial measures may be necessary, including efforts such as reducing posted speeds and/or increasing police patrols and enforcement in problem areas.

DOH and third party contractor

Costs for remedial measures, if required, will be determined based on the types and amount of mitigation.

B = baht, DOH = Department of Highways, IEE = initial environmental examination, km = kilometer, m = meter, NO2 = nitrogen dioxide, O&M = operation and maintenance, PM-10 = particulate matter with a diameter of less than 10 microns, ROW = right-of-way a Refer to Appendix 2 (of this SIEE) for additional information on monitoring included in the project design, and additional monitoring recommended in the IEE. b Refer to Appendix 3(of this SIEE) for additional information on training efforts recommended in the IEE. c If remedial noise or air quality measures that require displacement and/or resettlement are implemented as described, the responsible agency and individuals

would be DOH and third party contractors, and the associated costs would be determined based on the type and level of mitigation. Source: Thailand Department of Highways. 2008. Greater Mekong Subregion Highway Expansion Project Initial Environmental Examination.

40 A

ppendix 2

SUMMARY OF PROPOSED MONITORING REQUIREMENTS, ASSOCIATED RESPONSIBILITIES, AND COST ESTIMATES

Environmental Issue Area Project Phase Proposed Monitoring

Monitoring Schedule

Responsible Agency/Individuals

Preliminary Cost Estimate

Preconstruction

Not applicablea

Not applicablea

Not applicablea

Not applicablea

Construction

For the Phitsanulok–Lom Sak alignment, monitoring for dust generation impacts will be conducted at applicable locations in addition to the four locations proposed for quarterly air quality monitoring in the project design (i.e., Wang Tong Hospital, Wat Aranyawa Sri Khirikhetbunpot, Ban Yang Three Junction, and Ban Fai Wang Bon School). This additional monitoring will include visual assessment of dust generation conditions at sensitive receptors (e.g., homes, schools, and wats) in the immediate vicinity of applicable construction operations (e.g., grading), to ensure that associated impacts are being adequately addressed. If during this monitoring, significant dust-related impacts are occurring, additional or expanded dust control measures will be implemented.b For the Nakrai–Khamcha-i and Phanom Sarakham–Sa Kaeo alignments, dust monitoring will include visual assessment as for the Phitsanulok–Lom Sak alignment to ensure that associated impacts are being adequately addressed. If during this monitoring, significant dust-related impacts are occurring, additional or expanded dust control measures will be implemented.b

Weekly during construction

DOH, and construction and/or third party contractors

Air quality monitoring will be included in the construction contracts, with no additional costs. Costs for remedial measures, if required, will be determined based on the type and amount of mitigation.

1. Air Quality

O&M

Not applicablec

Not applicablec

Not applicablec

Not applicablec

2. Noise and Vibration

Preconstruction

Preconstruction monitoring will be conducted in applicable locations (e.g., areas proposed for prolonged and stationary equipment use or blasting,

One-time monitoring prior to commencement

DOH, and construction and/or third party contractors

The preliminary cost for preconstruction noise monitoring is B750,000.d

A

ppendix 2 41

Environmental Issue Area Project Phase Proposed Monitoring

Monitoring Schedule

Responsible Agency/Individuals

Preliminary Cost Estimate

and/or with nearby sensitive receptors) to quantify local ambient noise and identify susceptible sensitive receptors (e.g., based on type and location).

of construction operations

Construction

Noise and vibration monitoring will be conducted at applicable locations (i.e., sensitive receptors near active construction) to verify project design assumptions and measure the effectiveness of mitigation efforts. For the Phitsanulok–Lom Sak alignment, this monitoring will supplement the four locations proposed for quarterly monitoring (as described under air quality). If during the described monitoring, significant noise and/or vibration-related impacts are occurring, remedial measures will be implemented.b

Monthly during construction

DOH, and construction and/or third party contractors

Noise monitoring will be included in the construction contracts, with no additional costs. Costs for remedial measures, if required, will be determined based on the type and amount of mitigation.

O&M

For the Phitsanulok–Lom Sak alignment, noise and vibration monitoring will be conducted at applicable locations in addition to the four locations included in the project design (as noted under air quality). Specifically, this will include other sensitive receptor locations located within about 50 m of the existing ROW. The final determination of monitoring locations will be made by DOH during detailed design. If during the described monitoring, significant noise and/or vibration-related impacts are occurring, remedial measures will be implemented.b

Twice per year during the first 2 years of operation, and once every 5 years thereafter. Should there be any complaints, field measurements shall be done to validate claims, and results of such measurements shall be used as basis for implementing appropriate mitigation measures.

DOH and third party contractors

Preliminary cost estimates for postconstruction noise monitoring are B1,500,000 per year for the first 2 years, and B750,000 every 5 years thereafter.d

42 A

ppendix 2

Environmental Issue Area Project Phase Proposed Monitoring

Monitoring Schedule

Responsible Agency/Individuals

Preliminary Cost Estimate

For the Nakrai–Khamcha-i and Phanom Sarakham–Sa Kaeo alignments, noise and vibration monitoring will be conducted at applicable sensitive receptor locations located within about 50 m of the existing ROW. The final determination of monitoring locations will be made by DOH during detailed design. If during the described monitoring, significant noise and/or vibration-related impacts are occurring, remedial measures will be implemented.b

Preconstruction

Not applicablee

Not applicablee

Not applicablee

Not applicablee

Construction

Not applicablef

Not applicablef

Not applicablef

Not applicablef

3. Topography and

Visual

O&M

Postconstruction monitoring will be conducted to assess the condition of and effectiveness of project tree replanting and/or landscaping plans (with photo-documentation to be included in associated monitoring reports), and remedial measures to be implemented as necessary.b

Twice per year during the first 2 years of operation, and once every 5 years thereafter

DOH and third party contractors

Preliminary cost estimates for postconstruction vegetation monitoring are B180,000 per year for the first 2 years, and B90,000 every 5 years thereafter. Costs for remedial measures, if required, will be determined based on the type and amount of mitigation.

Preconstruction

Not applicablea

Not applicablea

Not applicablea

Not applicablea

4. Erosion and

Sedimentation Construction

Monitoring will be conducted to inspect erosion and sediment control facilities and ensure proper function and

Monthly, and after runoff-generating

DOH and construction contractors

Erosion and sedimentation monitoring will be

A

ppendix 2 43

Environmental Issue Area Project Phase Proposed Monitoring

Monitoring Schedule

Responsible Agency/Individuals

Preliminary Cost Estimate

protection, with maintenance and repair measures implemented as necessary.b

storm events included in the construction contracts, with no additional costs. Costs for remedial measures, if required, will be determined based on the type and amount of maintenance and repair efforts, although such requirements would likely be included in the construction contracts with no additional cost.

O&M

Not applicablec

Not applicablec

Not applicablec

Not applicablec

Preconstruction

Not applicablea

Not applicablea

Not applicablea

Not applicablea

Construction

Monitoring will be conducted to inspect construction-related hazardous material use and storage facilities and operations to ensure proper working order.

Weekly during construction

DOH and construction contractors

Construction-related hazardous material monitoring will be included in the construction contracts, with no additional costs.

5. Drainage and

Water Quality

O&M

Not applicablec

Not applicablec

Not applicablec

Not applicablec

6. Flora, Fauna, and

Rare and Endangered Species

Preconstruction

For the Phitsanulok–Lom Sak and Nakrai–Khamcha-i alignments, monitoring for tree removal and replanting plans will be conducted by a qualified biologist and/or botanist to inventory, verify, and/or modify the number, type, and location of trees

One-time monitoring prior to commencement of construction operations

DOH, and construction and/or third party contractors

The preliminary cost estimate for preconstruction monitoring is B300,000.

44 A

ppendix 2

Environmental Issue Area Project Phase Proposed Monitoring

Monitoring Schedule

Responsible Agency/Individuals

Preliminary Cost Estimate

identified for removal and replanting (with vegetation mapping to be included in associated monitoring reports).

For the Phitsanulok–Lom Sak and Nakrai– Khamcha-i alignments, construction monitoring conducted to restrict activities (e.g., tree removal) within authorized areas will include efforts to monitor for poaching of forest products and wildlife, and should be coordinated with similar ongoing efforts by staff at Thung Salaeng Luang National Park and the Tham Pha Nam Thip nonhunting area to provide adequate coverage, improve monitoring efficiency, avoid duplication of effort, and identify the need for remedial measures.b

Monthly during construction

DOH, and construction and/or third party contractors

Construction

For the Phitsanulok–Lom Sak and Nakrai–Khamcha-i alignments, construction noise monitoring will include monitoring at appropriate locations near Thung Salaeng Luang National Park (e.g., identified wildlife crossing locations) and the Tham Pha Nam Thip nonhunting area (i.e., near km 56, 66, and 78). The results of these monitoring efforts will be coordinated with park and nonhunting area staff to assess associated potential impacts to wildlife, and evaluate the need for related remedial measures.b

Monthly during construction

DOH, and construction and/or third party contractors

Construction-related monitoring for tree removal and poaching will be included in the construction contracts, with no additional costs. Construction-related noise monitoring will be included in the construction contracts, with no additional costs. Costs for remedial measures, if required, will be determined based on the type and amount of mitigation.

O&M

For the Phitsanulok–Lom Sak alignment,

Twice per year

DOH and third party

Preliminary cost

Environmental Issue Monitoring Responsible Preliminary Cost

Appendix 2

45

Area Project Phase Proposed Monitoring Schedule Agency/Individuals Estimate proposed monitoring of forest habitats and replanted areas included in the project designc will be expanded to document wildlife mortality rates and the effectiveness of the proposed median design and crossing structures, as well as the need for remedial measures.b

during the first 5 years of operation, and once every 3 years thereafter

contractors estimates for postconstruction monitoring of wildlife movements, mortality, and forest and animal poaching are B120,000 per year for the first 5 years, and B60,000 every 3 years thereafter.

For the Phitsanulok–Lom Sak and Nakrai–Khamcha-i alignments, l noise monitoring during operation will incorporate assessment of potential impacts on local wildlife at applicable locations, including appropriate sites near Thung Salaeng Luang National Park and the Tham Pha Nam Thip nonhunting area (as noted for construction monitoring). If the described monitoring identifies one or more locations with significant noise-related effects on wildlife, additional mitigation will be implemented to address these concerns.b

No costs related to monitoring and coordination for poaching issues will occur in addition to those described for noise and vibration; topography and visual; and flora, fauna, and rare and endangered species.

Costs for remedial measures, if required, will be determined based on the type and amount of mitigation.

Preconstruction

Not applicablea

Not applicablea

Not applicablea

Not applicablea

Construction

Not applicablef

Not applicablef

Not applicablef

Not applicablef

7. Protected Areas

O&M

Not applicableg

Not applicableg

Not applicableg

Not applicableg

Preconstruction

Not applicablea

Not applicablea

Not applicablea

Not applicablea

8. Local Access

Construction

Monitoring will be conducted during construction to ensure that related

Quarterly during construction

DOH and construction contractors

Construction-related access monitoring will

46

Environmental Issue Monitoring Responsible Preliminary Cost Appendix 2

Area Project Phase Proposed Monitoring Schedule Agency/Individuals Estimate mitigation measuresb are being properly implemented and local access needs are being adequately addressed.

be included in the construction contracts, with no additional costs.

O&M

Not applicableb,c

Not applicableb,c

Not applicableb,c

Not applicableb,c

Preconstruction

Not applicablea

Not applicablea

Not applicablea

Not applicablea

Construction

Monitoring and reporting measures identified in the final project resettlement plan will be implemented to ensure that identified goals are met.

To be determined in the final project resettlement plan

DOH, and construction and/or third party contractors

To be determined in the final project resettlement plan

9. Displacement and

Resettlement

O&M

Not applicableh

Not applicableh

Not applicableh

Not applicableh

Preconstruction

Not applicablea

Not applicablea

Not applicablea

Not applicablea

Construction

Not applicableb,c

Not applicableb,c

Not applicableb,c

Not applicableb,c

10. Transportation

and Traffic Safety

O&M

Not applicableb,c

Not applicableb,c

Not applicableb,c

Not applicableb,c

B = baht, DOH = Department of Highways, m = meter, O&M = operation and maintenance, ROW = right-of-way

a Refer to paras. 97-108 of the IEE for additional discussion of preconstruction efforts conducted as part of the project design. b Refer to Appendix 1 (of this SIEE) for additional discussion of proposed and potential remedial mitigation measures. c Refer to paras. 109-285 of the IEE for additional discussion of construction and post-construction monitoring efforts included in the project design. d Assumes 10 monitoring sites each for the Phitsanulok–Lom Sak and Nakrai–Khamcha-i alignments, and 5 monitoring sites for the Phanom Sarakham–Sa Kaeo

alignment. e No requirements in addition to those described in this table under flora, fauna, and rare and endangered species. f Construction-related monitoring requirements for this issue are addressed under other resources in this table. g Operation-related monitoring requirements for protected areas are addressed under other resources in this table. h No specific monitoring is proposed during the operation phase based on the assumption that all potential displacement and resettlement issues would

be restricted to the construction phase. If, as described in Appendix 1 (of this SIEE), potential long-term air quality or noise impacts necessitate acquisition of sensitive receptor sites and related displacement and resettlement actions, and associated monitoring and reporting as noted in this table under construction would also be applicable to the operation phase.

Source: Thailand Department of Highways. 2008. Greater Mekong Subregion Highway Expansion Project Initial Environmental Examination.

PROPOSED TRAINING FOR MITIGATION AND MONITORING EFFORTS

Training Activity Participants Training Elements Schedule Cost

Construction-related erosion and sediment control

DOH staff, construction employees, and/or third party contractors responsible for installing and maintaining erosion and sediment control facilities and programs

Identify potential erosion-prone areas and erosion and sedimentation hazards.

Select appropriate types and locations of erosion and sediment control devices.

Properly install erosion and sediment control devices.

Develop appropriate schedules and methods for inspection and maintenance of erosion and sediment control devices.

Implement pertinent remedial measures to ensure appropriate erosion and sediment control.

One training session prior to commencement of construction, and one training session yearly during construction

B10,000 per training session

Water quality

DOH staff, construction employees, and/or third party contractors whose activities would most likely impact on water quality

Identify surface and groundwater resources prone to pollution or contamination due to construction activities.

Select proper water pollution control measures.

Develop appropriate schedules and methods for inspection and maintenance of water pollution control devices.

Implement pertinent remedial measures to ensure minimal impacts to water quality.

One training session prior to commencement of construction, and one training session yearly during construction

B10,000 per training session

Construction-related hazardous material use, handling, disposal, and spill prevention and clean up

DOH staff, construction employees, and/or third party contractors responsible for use, handling, disposal, and clean up of hazardous materials, as well as applicable monitoring staff

Identify hazardous materials and environmental consequences of spills.

Ensure proper use, handling, and storage methods to prevent spills.

Ensure spill containment and clean up procedures, including the use of

One training session prior to commencement of construction, and one training session yearly during construction

B10,000 per training session

Appendix 3

47

48

Appendix 3

Training Activity Participants Training Elements Schedule Cost

(regulators or third party contractors)

associated materials and equipment.

Use, handling, disposal, and spill prevention and clean up for operation and maintenance-related use of hazardous materials, chemical pesticides and herbicides, fertilizers, and organic materials

DOH staff and landscape, tree replanting, or other vegetation maintenance crews, as well as applicable monitoring staff (regulators or third party contractors)

Identify hazardous materials and environmental consequences of improper applications or spills.

Ensure proper use, application, handling, and storage methods to prevent excessive discharge or spills.

Ensure containment, clean up, and disposal procedures, including the use of associated materials and equipment, and proper disposal sites.

One training session annually during the operation and maintenance project phase

B10,000 per training session

B = baht, DOH = Department of Highways Source: Thailand Department of Highways. 2008. Greater Mekong Subregion Highway Expansion Project Initial Environmental Examination.