Songkhla Lake Bridge Draft Extended Non-Technical Summary (NTS) of the Environmental Impact Assessment and Draft Supplementary Lenders Information Package (SLIP) THAILAND RESILIENT TRANSPORT CONNECTIVITY PROJECT (P179727) Draft version: 16-August-2023 Songkhla Lake Bridge draft Extended Non-Technical Summary Contents 1 EXECUTIVE SUMMARY ..............................................................................................................3 2 INTRODUCTION ........................................................................................................................8 3 LEGAL AND INSTITUTIONAL FRAMEWORK ............................................................................... 12 4 PROJECT DESCRIPTION............................................................................................................ 22 4.1 Project Location ....................................................................................................................................... 22 4.2 Component Layout and Composition ...................................................................................................... 22 4.3 Architectural Design ................................................................................................................................. 28 4.4 Economic Analysis .................................................................................................................................... 29 4.5 The Construction Process......................................................................................................................... 31 5 ANALYSIS OF ALTERNATIVES ................................................................................................... 35 6 BASELINE DATA ...................................................................................................................... 37 6.1 Physical Environmental Resources........................................................................................................... 37 6.2 Biological Environmental Resources ........................................................................................................ 40 6.3 Human Use Values ................................................................................................................................... 48 6.4 Quality of Life Values ............................................................................................................................... 50 7 ENVIRONMENTAL AND SOCIAL RISKS AND IMPACTS ............................................................... 53 7.1 Summary of Project Impacts .................................................................................................................... 53 7.2 Physical Environmental Resources........................................................................................................... 54 7.3 Biological Environmental Resources ........................................................................................................ 61 7.4 Human Use ............................................................................................................................................... 63 7.5 Quality of Life Values ............................................................................................................................... 64 7.6 Cumulative Impact Assessment ............................................................................................................... 68 8 MITIGATION MEASURES & ESMP ............................................................................................ 76 8.1 ESMP Structure ........................................................................................................................................ 76 8.2 Summary of Mitigation and Monitoring Requirements........................................................................... 76 8.3 ESMP Budget ............................................................................................................................................ 91 9 REFERENCES ........................................................................................................................... 92 1 Acronyms used in the Text Acronym Description AoA Area of Analysis for critical habitat assessment BOD Biological Oxygen Demand CIA Cumulative Impact Assessment CITES Convention on International Trade in Endangered Species CHA Critical Habitat Assessment CO Carbon Monoxide CR Critically Endangered with extinction DAP Dolphin Action Plan DMCR Department of Marine and Coastal Resources DNP Department of National Parks DO Dissolved Oxygen DRR Department of Rural Roads EIA Environmental Impact Assessment EN Endangered with extinction ESF Environmental and Social Framework ESMP Environmental and Social Management Plan ESS Environmental and Social Standards IBA Important Bird Area IBAT Integrated Biodiversity Assessment Tool IUCN International Union for the Conservation of Nature MoNRE Ministry of Natural Resources and Environment NEB National Environment Board NGO Non-governmental Organization NO₂ Nitrogen Oxide NTS Non-Technical Summary ONEP Office of Natural Resources and Environment Policy and Planning OHS Occupational Health and Safety OSH Occupational Safety, Health and Environment Act PAO Provincial Administration Offices PM10 Dust Particulate Matter PWDs Persons with Disabilities ROW Right of Way SLIP Supplementary Lenders Information Package TOT Thai state-owned telecommunications company TSP Total Suspended Particulates VEC Valued Environmental and Social Component WDPA World Database of Protected Areas 2 1 EXECUTIVE SUMMARY The Songkhla Lake Bridge forms part of the proposed Thailand Resilient Transport Connectivity Project (P179727) implemented by the Department of Rural Roads (DRR) of the Ministry of Transport, with financial support from the World Bank. The Project is implemented in accordance with the World Bank Environmental and Social Framework (ESF), Thai regulations and includes the nearby Lanta Bridge. This document refers specifically to the Songkhla Lake Bridge and is compiled based on content of the Project Environmental Impact Assessment (EIA) approved by the Thai Government1 and a Draft Supplementary Lenders Information Package (SLIP) prepared to satisfy the WBG Environmental and Social Framework (ESF) requirements. The final SLIP will include a Critical Habitat Assessment, Cumulative Impact Assessment, Underwater Noise Impact Assessment, Dolphin Conservation Plan, an Environmental and Social Management Plan (ESMP), Labor Management Plan, Process Framework, Stakeholder Engagement Plan and other document required by WB ESF. The final SLIP will be disclosed on the World Bank’s and DRR’s websites. Public information on the bridge project available in the EIA and results of the stakeholder consultations had been disclosed on the Project website (https://xn-- 12clj9bgle6dub5byb0bogff9e3hfe9noa.com/index.html) during July 2020 – February 2021 as part of the EIAs preparation and consultation processes. The final approved EIA report that meets requirements of the Personal Data Protection Act2 was disclosed on the same website in August 2023. Project Location: The Songkhla Lake Bridge will be a new two-lane 7-km bridge across Songkhla Lake that connects the Chong Thanon District of Phatthalung Province with the Krasae Sin District of Songkhla Province of Thailand. The estimated project cost is 4,829.25 THB million (US$ 134.1 million). Executing Agency: The Department of Rural Roads (DRR) of Ministry of Transport is the main Executing Agency, collaborating on specific environmental and social issues with the Department of Marine and Coastal Resources (DMCR) and the Department of National Parks, Wildlife and Plant Conservation (DNP) of the Ministry of Natural Resources and Environment (MONRE), and the Department of Fisheries of the Ministry of Agriculture and Cooperatives. Benefits of the Project: The Songkhla Lake Bridge will reduce the travel by 2 hours (or 80 km) around the lake and will reduce heavily congested traffic on the nearby highways. The project will enhance tourism around Songkhla Lake, strengthen the local economy and allow the local population to access better healthcare facilities and universities in Songkhla City. The bridge will contribute towards fulfilling the Southern Thailand Development Plan which aims to enhance the development of economic bridging between Andaman and Gulf of Thailand provinces. The bridge also establishes the emergency evacuation route in case of natural disaster, especially along the east shoreline. 1 The Final Environmental Impact Assessment Report for Songkhla Lake Bridge Project (Thai), April 2022. 2 The Final Environmental Impact Assessment Report for Songkhla Lake Bridge Project (Thai), August 2023. 3 Project Description: The Songkhla Lake Bridge has been designed to serve as a landmark feature as a new two-lane bridge across Songkhla Lake to connect the Chong Thanon District of Phatthalung Province with the Krasae Sin District of Songkhla Province. The bridge has a 6.6 km span across the lake with an open deck structure and an 18-meter vertical clearance above the high tide. The bridge will be supported by 162 pier structures paced 40 meters apart. Foundations will comprise standardized 1.8-meter diameter bored pile steel casings with concrete pillars cast in situ. An estimated 20,000 cubic meters of soil will be excavated for the foundations which will be used for levelling disturbed areas for the benefit of schools and community structures. The project description describes bank connections, connecting road designs, drainage, lighting, landscaping and additional elements such as a traffic command centre, park office, roadside pavilion and bridge name plates. The architectural design of the Songkhla Bridge has been inspired by the Nora dance which is a long- standing indigenous culture of both Phatthalung and Songkhla provinces and unique to Thailand. Dr. Pinyo Suwankhiri, a national artist gave advice to make a sculpture of Nora around the railing of the bridge as a line to lead the eye to the bridge pillar. The style is feasible from an engineering perspective and allows for easy maintenance. Construction of the Songkhla Lake Bridge will take 3 years and require 264 workers, with 50% of workers accommodated on each side of the lake. Planned construction work sites and workers’ camps are yet to be confirmed by the selected Contractor. Construction site offices, construction worker camps will be dismantled once construction activities are completed. An economic analysis for a 30-year period post construction reveals the project is a feasible investment as the Net Present Value is higher than the investment value of 2,677.78 million Baht; the economic rate of return of the project is 20.27%; and the ratio between the present value of benefits to expenses is 1.94. Baseline Description: Baseline data is presented which covers the following components: • Physical Environmental Resources - air quality, surface sound, vibration, surface water quality, groundwater, geology and earthquakes, soils and erosion, and oceanography. • Biological Environmental Resources - forest resources, wildlife resources, aquatic ecology and fisheries, priority species (Irrawaddy Dolphin), wetlands, protected areas and critical habitat. • Human Use Values - land use, relocation and asset compensation, land and water transportation, public utilities and infrastructure. • Quality of Life Values - socio economic and cultural conditions, public health, accidents and safety, history and archeology, landscape, aesthetics and tourism 4 A critical habitat assessment has described Irrawaddy Dolphins and the Songkhla Lake as critical habitat features of relevance to the project. While residual and/or significant adverse project related impacts to the dolphins are unlikely, a precautionary approach has been developed to achieve Net Gain outcomes. This will be achieved through the implementation of the Conservation Plan for Irrawaddy Dolphins in Songkhla Lake 2024-2028 developed by the Thai authorities with inputs from IUCN and WCS dolphin specialists to protect the Irrawaddy Dolphins and management of fishing activities and associated livelihoods. Activities proposed under the Conservation Plan for Irrawaddy Dolphins in Songkhla Lake 2024-2028will be included and implemented under Component 2 of the Thailand Resilient Transport Connectivity Project. Land on both ends of the bridge has been purchased by Ratchakit Holding Co. Ltd and formally donated to DRR for the purpose of the bridge construction. A land process review was carried out to ensure that the land is formally secured for the Project, meets national legal requirements and is in accordance with ESS5. With this objective, the ongoing review which is further clarifying the cultural norms around land donation in Thailand, the practice of land consolidation and donation for government projects, and whether land sales adhered to fair market prices (purchase of land to donate to the project). The donated land in Phatthalung is measured at 1 rai and 16 square wah (1,664 square meters) and in Songkhla, 6 rai- 1 ngan-80.5 square wah (10,322 square meters). The land process is expected to be completed by the end of September 2023. Impact Assessment: Impacts of the project have been assessed for the construction and implementation phases. The following table presents a summary of the impacts and their pre-mitigation and residual significance ratings. Stage of Project Phase Environment and Social Factors Mitigation Construction Implementation Physical Environmental Resources Air Quality: Impacts from the spread of dust (TSP and PM10) and Pre-mit: Low -ve Low -ve pollutants such as CO, NO2 on environmentally sensitive areas. Residual: Low -ve Low -ve Surface Sound: Surface sound impacts from construction activities Pre-mit: Low -ve Low -ve assessed against the national standard. Residual: Low -ve Low -ve Underwater Sound and Vibration: Impacts generated by augur Pre-mit: Substantial - Low -ve pile drilling on Irrawaddy Dolphins. ve Residual: Moderate -ve Low -ve Terrestrial Vibration: Vibration impacts from construction Pre-mit: Low -ve Low -ve activities assessed against national and international standards. Residual: Low -ve Low -ve Surface Water Quality: Impacts on changes in water quality of the Pre-mit: Low -ve Not significant Songkhla Lake. Residual: Low -ve Groundwater Quality: Impacts on changes in groundwater quality. Pre-mit: Not significant Not significant Geology and Earthquakes: The impact on geological conditions Pre-mit: Not Low -ve and the bridge structural capacity to withstand seismic activity. Residual: determined Low -ve Pre-mit: Low -ve Not significant 5 Stage of Project Phase Environment and Social Factors Mitigation Construction Implementation Soil and Erosion: Impacts on soil structure changes and soil Residual: Low -ve erosion Drainage and Flood Control: Assessment of drainage impacts and Pre-mit: Low -ve Not significant the natural flow of flood water. Residual: Low -ve Oceanography and Coastal Erosion: Impacts of tidal changes and Pre-mit: Low -ve Not significant sediment dispersion Residual: Low -ve Biological Environmental Resources Forest Resources: Assessment of the significance of loss of trees Pre-mit: Low -ve Not significant Residual: Low -ve Wildlife Resources: Impact on fauna with emphasis on two otter Pre-mit: Low -ve Low -ve species and Edible-nest Swiftlet (swallow) Residual: Low -ve Low -ve Aquatic Ecology and Fisheries: Impact to plankton, benthic fauna, Pre-mit: Low -ve Low -ve aquatic plants and fish. Residual: Low -ve Low -ve Priority Species (Irrawaddy Dolphin): Assessment of impacts on Pre-mit: Substantial - Low -ve Irrawaddy Dolphins and their habitat ve Residual: Moderate -ve Low -ve (Note) (Note) Wetlands: Impact on wetland loss and wetland ecosystem change Pre-mit: Moderate -ve Low -ve Residual: Low -ve Low -ve Human Use Values Land Use: Impact on land use and land use change Pre-mit: Low -ve Positive impact Residual: Low -ve Relocation and Asset Compensation: The impact of asset Pre-mit: Not significant Not significant compensation. Land Transportation: Impact on the road network, damage to the Pre-mit: Moderate -ve Positive impact road surface and obstruction of traffic. Residual: Moderate -ve Water Transportation: Assessment of the impact to boat Pre-mit: Low -ve Low -ve navigation in the lake Residual: Low -ve Low -ve Utilities: Impacts from the relocation of public utilities such as Pre-mit: Low -ve Not significant electric poles, water pipes, and drainage systems. Residual: Low -ve Quality of Life Values Socio-Economic and Cultural Conditions: Impact on social Pre-mit: Low -ve Positive impact structure, economy and potential conflict with workers. Residual: Low -ve Community and Workers Occupational Heath: Impact on the Pre-mit: Moderate -ve Moderate -ve physical and mental health. Residual: Low -ve Low -ve Accidents and Safety: Risk of road and construction-related Pre-mit: Moderate -ve Positive impact accidents to the public. Residual: Low -ve History and Archaeology: Impact of the construction disturbance Pre-mit: Low -ve Low -ve to religious sites and archaeology. Residual: Low -ve Low -ve Scenery, Aesthetics and Tourism: Impact on scenery and Pre-mit: Low -ve Positive impact landscape. Residual: Not significant 6 Stage of Project Phase Environment and Social Factors Mitigation Construction Implementation Where: Pre-mit = pre-mitigation impact; Residual = residual (post mitigation) impact; -ve = negative impact (Note) - Impact significance to Irrawaddy Dolphin excludes implementation of the Dolphin Action Plan which is developed to yield Net Gains for the species. An assessment of cumulative impacts was conducted following the IFC Good Practice Handbook on Cumulative Impact Assessment. Cumulative impacts were assessed for three Valued Environmental and Social Components (VECs), namely fishermen livelihood, water quality and Irrawaddy Dolphin. Cumulative impacts to the VECs were assessed for three future projects, namely the Phatthalung Airport, High-speed train from Bangkok to Padang Besar and Irrigation system of the Royal Irrigation department. These projects are expected to have cumulative impacts of medium, high and high significance respectively. Mitigation and Monitoring: An ESMP is presented which outlines the roles and responsibilities for mitigation, summary of environmental and social impacts, mitigation measures and management controls, monitoring programs and budget, reporting requirements, capacity development and training requirements, a workplan and implementation schedule and requirements for review of the ESMP. The ESMP budget is estimated at 13.253 million Baht (equivalent to US$ 387,252.66). 7 2 INTRODUCTION The proposed Songkhla Lake Bridge is a new two-lane 7-km bridge across Songkhla Lake that connects the Chong Thanon District of Phatthalung Province with the Krasae Sin District of Songkhla Province. The Project site is located in the coastal lagoon system of the western Gulf of Thailand (Figure 1). The estimated project cost is 4,829.25 THB million (US$ 134.1 million). The Songkhla Lake Bridge forms part of the Thailand Resilient Transport Connectivity Project (P179727) implemented by the Department of Rural Roads (DRR) of the Ministry of Transport, with financial support from the World Bank. The project comprises the following three components: • Component 1: Lanta Island and Songkhla Lake bridges construction. • Component 2: Irrawaddy Dolphin Conservation and Ecosystem Management in Songkhla Lake. • Component 3: Institutional Development and Project Management. The Project is implemented in accordance with the World Bank Environmental and Social Framework (ESF) and Thai regulations. This document refers specifically to the Songkhla Lake Bridge of Component 1 with references to Component 2 and presents an Extended Non-technical Summary of the Songkhla Lake Bridge EIA. This document is compiled based on content of the Environmental Impact Assessment (EIA) and a Draft Supplementary Lenders Information Package (SLIP). 2.1.1 Benefits of the Songkhla Lake Bridge The Songkhla Lake Bridge will reduce the travel time and transportation cost for the 308,000 local beneficiaries who live on both sides of the lake. The bridge will save up to 2 hours (or 80 km) of travel by road around the lake. The bridge will also reduce travel time between Phatthalung and Songkhla City through allowing avoidance of Highway No. 4 (North-South Highway) and Highway No. 414 (link from Hat Yai to Songkhla City) that are heavily congested with traffic. Construction of the Songkhla Lake bridge will be done together with development of a connecting road network. The project will enhance tourism around Songkhla Lake and strengthen the economy of the local community and allow the local population to access better healthcare facilities and universities in Songkhla City. Traffic volume on the above highways will be reduced and the movement of goods between Songkhla and Tang Provinces and their respective ports will be facilitated. The Project will contribute towards fulfilling the Southern Thailand Development Plan which aims to enhance the development of economic bridging between Andaman and Gulf of Thailand provinces. The bridge also establishes an emergency evacuation route in case of natural disaster, especially along the eastern shoreline (Krasae Sin District and Sathing Phra District of Songkhla Province) to rapidly evacuate to the area of Phatthalung Province. 2.1.2 Institutional Structure The Songkhla Lake Bridge project is administratively under the Phatthalung and Songkhla Provincial Administration Offices (PAO). The Department of Rural Roads (DRR) of the Ministry of Transport is the main Executing Agency (EA), collaborating on specific environmental and social issues with other departments, including the Department of Marine and Coastal Resources (DMCR) and the Department of National Parks, Wildlife and Plant Conservation (DNP) of the Ministry of Natural Resources and 8 Environment (MONRE), and the Department of Fisheries of the Ministry of Agriculture and Cooperatives. These departments are well established with permanent presence at the regional, provincial levels and an extensive track record for developing similar large infrastructure throughout the country. 9 Figure 1 Songkhla Lake Bridge location in the coastal lagoon system of the western Gulf of Thailand 10 Figure 2 Project route across Songkhla Lake 11 3 LEGAL AND INSTITUTIONAL FRAMEWORK Thailand has a well-defined legislative framework covering various aspects including the Environmental and Social components. This chapter discussed an overview of Thai legal framework requirements apply to the project, the relevant Environmental and Social Standards (ESSs) under the World Bank Environmental and Social Framework (ESF), key gaps between the two systems and gaps filling measures. 3.1 THAI LEGAL FRAMEWORK RELEVANT TO THE PROJECT Table 1 Overview of Thai legal framework requirements apply to the Project Regulations Relevant Requirements Environmental and Social Impact Assessment • The Constitution of the Kingdom of Thailand The NEQA (2018) is the fundamental legislation that stipulates B.E. 2560 (2017) the existing EIA system in Thailand with provisions on EIA • Enhancement and Conservation of the screening, preparation, review process, timing, public National Environmental Quality Act (NEQA) consultation, mitigation measures and monitoring. (No. 2) B.E. 2561 (2018), amended in B.E. 2535 (1992) and B.E. 2561 (2018) The types and sizes of projects and activities which are • Notification of the Ministry of Natural required to submit an Environmental checklist, an Initial Resources and Environment (MONRE) Re: Environmental Examination (IEE), EIA and EHIA including rules, Rule, Procedure, Method, and Guideline for procedures and guidelines for the preparation of an IEE, EIA Preparation of the Environmental Impact and EHIA are specified in the Ministerial Notifications of Assessment (EIA) for Project or Activity MoNRE issued under the NEQA. The Ministerial Notifications requiring an EIA report (B.E. 2561 (2018), have been regularly updated to meet the changing need and (No.2) B.E.2562 (2019), and (No.3) B.E. 2564 situation. Content of the IEE, EIA and EHIA include social (2021)). aspects and social impact assessment. • Notification of MONRE Re: Rule, Procedure, Method, and Guideline for Preparation of the Additionally, the Constitution of the Kingdom of Thailand B.E. Environmental and Health Impact Assessment 2560 (2017) requires public consultation and evaluation of the (EHIA) for Project or Activity which may impacts on the quality of the environment and health of the seriously affected quality of the environment, people in communities for any project or activity which may natural resources and community health and have serious impacts to communities in respect to the quality quality of life (B.E.2561 (2018) and B.E. 2562 of environment, natural resources and biological diversity. (2019)). Projects and activities which are required to prepare an EHIA • Notification of the Office of Natural Resources are issued in the Ministerial Notifications of MoNRE. and Environment Policy and Planning (ONEP) Re: Guideline for public participation in The IEE, EIA, EHIA requires screening, scoping and terms of Environmental Impact Assessment process reference. The instruments must consider the direct and (B.E. 2562 (2019)). indirect impacts, short and long-term impacts on physical, biological, human use values, and quality of life. Analysis of alternatives, including “no project� scenario, is required to select the preferred option including site and design 12 Regulations Relevant Requirements alternatives. An ESMP with budget, timeline, and responsible parties is required. Stakeholder Engagement and Information Disclosure • Regulations on Environmental and Social Provisions from the Enhancement and Conservation of Impact Assessment described in the earlier National Environment Quality Act, B.E. 2535 (1992) and the section Constitution of the Kingdom of Thailand requires public • Notification of the Office of the Prime consultation and availability of information to the public in Minister Re: Public Consultation by Public relation to the development process and matters concerning Hearing (1996) the enhancement and conservation of environmental quality. Thai EIA regulations require the project proponent to consult seven major groups of stakeholders and takes their view into account. These seven groups of stakeholders include: (1) affected groups; (2) agencies responsible for EIA preparation; (3) units responsible for EIA report review and consideration; (4) relevant government agencies and state enterprises; (5) non-government organizations, academic institutions and independent researchers; (6) mass media and the (7) general public. Stakeholders are to be consulted during consideration of project alternatives and TOR preparation before it is finalized; and again once a draft EIA report is available. Relevant materials are to be provided in a timely manner prior to consultation and in an understandable format and language and may be disclosed on the Project’s website. Public participation guidelines for consultation and information dissemination shall be followed. Natural Resources Management • The Wildlife Conservation and Protection Act The Act governs the conservation, protection, care, and 2019 restoration of wildlife and their habitats administration of wildlife sanctuaries and non-hunting areas, management wildlife ecosystems, and other natural resources in a sustainable manner. The Act prohibits hunting of preserved or protected wild animals. It is required that a management plan be developed for each wildlife sanctuary and non-hunting area. The Act governs the management of Non-hunting areas (NHA) including designation, expansion or reduction, acceptable use of resources and prohibited uses. The Draft Conservation and Protection Plan for Thale Luang Non-Hunting Area (2023 – 13 Regulations Relevant Requirements 2032) is currently under preparation by the DNP and expected to be finalized in October 2023. Notification of MONRE Re: Establishment of the This notification established certain areas in Phatthalung Tha Le Luang Non-Hunting Area, 30 May B.E. 2550 province and Songkhla province covering 600 sq.km (375,000 (2007) rai) to be the Tha Le Luang Non-Hunting Area (THL NHA). Within the THL NHA, it is prohibited for anyone to engage in hunting, collecting, or causing harm to the eggs or nests of 181 Notification of the Tha Le Luang Non-Hunting Area wildlife species attached to the Notification including Re: Irrawaddy Dolphin Protection Zone in Songkhla Irrawaddy Dolphin sub-population which is classified as Lake (Tha Le Luang), 1 January B.E. 2561 (2018) Critically Endangered. Land possession, cutting down of tree and activities that may harm wildlife is prohibited unless authorized in writing by the Director-General of DNP or temporarily permitted by the Director-General's notification. THL NHA is divided into 3 zones: zone (A,B and C). Within, zone A and B, use of five types of fishing gears include: (i) Mekong Catfish gill net; (ii) Sea bass gill net; (iii) trammel net; (iii) encircling nets; and (v) other types of fishing gears that may harm the Irrawaddy dolphins are prohibited. In zone C, fishermen were requested to do the fishing with caution and report Dolphin entanglement and fatality case to the THL NHA. This zoing is under revision as part of the Proposed Conservation and Protection Plan for Thale Luang Non- Hunting Area (2023 – 2032). Notification of MONRE Re: Protected Wildlife This Notification listed Irrawaddy Dolphins as Protected Species B.E. 2546 (2003) Wildlife species which is defined as wild animals that are important to the ecosystem or species whose population tends to decrease, which may affect the ecosystem. Pollution control • Enhancement and Conservation of the This Act is a fundamental environmental law in Thailand. It National Environmental Quality Act (NEQA) covers wide range of pollution issues such as water pollution, (No. 2) B.E. 2561 (2018), amended in B.E. 2535 air pollution, waste management, noise and vibration. (1992) and B.E. 2561 (2018) • The Navigation in Thai Territorial Waters Act These acts prohibit discharging into a watercourse anything (No.14), B.E. 2535 (1992) that could cause pollution, harm aquatic plants and animals, • Fisheries Act, B.E. 2558 (2015). or obstruct navigation unless permitted otherwise. • The Public Health Act, B.E. 2535 (1992) and These Acts regulate the discharge of wastewater into Building Control Act, B.E. 2522 (1979) watercourses. The Public Health Act assures the health, • hygiene and living environment of citizens and prescribes duties of the local municipalities as well as the private entities. Municipal wastes are managed by local municipalities under this act. • The City Cleanliness and Orderliness Act, This Act sets the standards and regulates the collection, 1992, amended in 2017 (No. 2) transportation, and disposal of sewage and solid waste. 14 Regulations Relevant Requirements • • Various Notifications of the National These legislations set environmental quality standards include Environment Board (NEB), MONRE and ambient air quality, noise and vibration, surface (freshwater Pollution Control Department (PCD) and coastal water) and soil and groundwater quality standards. These include criteria and guideline regarding solid waste management, discharge of effluent, air and noise emission, etc. Labor and Working Conditions • The Constitution of the Kingdom of Thailand Provisions for fair wages and welfare, safety of work B.E. 2560 (2017) conditions, and the right to form and join labor unions are • included in the Constitution. • The Occupational Safety, Health and This Act is the primary legislation regulating OHS and working Environment Act, B.E. 2554 (2011) conditions and is largely consistent with ESS2. Extensive OHS • regulations are also in place under the Labor Protection Act, including appointment of safety officers, responsibilities of OSH committee, establishment of safety department, disaster management and chemical safety. Pertinent to the project, specific safety regulations apply such as safety guidelines for construction work over/near water prescribed by Marine Industrial Safety Section, Marine Department, which includes mitigation measures for water-related risks in bridge construction. Another is the safety management guidelines for working with heights (ISO 101: 2018). • The Labor Protection Act B.E. 2541 (1998) The Labor Protection Act is the main labor law and provides amended B.E. 2562 (2019) basic rights and protection for all workers, including migrant • workers. • The Compensation Act B.E. 2537 (1994) The Compensation Act provides compensation to employees • who are injured, disabled or killed as a result of work-related accidents or illnesses. • The Civil Service Act B.E. 2551 (2008) Government workers in Thailand are governed by the Civil Service Act B.E. 2551 (2008) which establishes rules and procedures for the recruitment, selection, appointment, promotion, rights and obligations. • Public Health Act B.E. 2535 (1992) This Act is the primary public health law. For COVID-19 • measures related to construction, the Department of Health (DOH) of the Ministry of Public Health issued Measures and Operational Guidelines for the Management of Construction Sites and Temporary Accommodation for Construction Workers in the Prevention and Control of the COVID-19 • Applicable ILO conventions include the C 100 - Equal Remuneration 1951; and C111- 15 Regulations Relevant Requirements Discrimination (Employment and Occupation 1958) Conventions. Land Acquisition, Restrictions on Land Use • The Land Code Act B.E. 2497 (1954) and its Land ownership and land issues are governed primarily by the Amendments Land Code Act. The following content provides an overview of the land documentation system in Thailand: • A Land Title Deed (Chanote) is issued by the local provincial office of the Thai Land Department, and is based on accurate surveys, pegged into the ground and plotted, in relation to a national survey grid. • Nor. Sor. 3 Gor. is the legal land documents applicable to Songkhla Lake Bridge. This document can be inaccurate and land boundaries should be confirmed with neighbors. • Nor. Sor. 3 is issued and maintained by the District Land Office and allows land to be sold, leased, or mortgaged. • Por. Bor. Tor. 5, 6 is a document filed with the District Office, as opposed to the District Land Office, establishing a squatter’s or settler’s claim. Banks will not accept such land as collateral, permanent structures may not be constructed on such land, and the land may not be leased. • Sor. Por. Kor. is issued by the Agricultural Land Reform Office and grants rights for agricultural purposes only. • The Cabinet Resolution Re: Ministerial The Thai Cabinet has set out the guidelines for governmental Guidelines in Government Soliciting Land bodies to accept the donation of land or permission to operate Dedication from the Public or for Permission on private land for mutual benefits. This guideline was to Operate on Private Land for Mutual Benefit, circulated and given to every Ministry and Department on 02 August 02, 2007 August 2007. These guidelines also stipulate the forms and evidence of the donation of land, including the details • Various Supreme Court Decisions contained in the letter of donation. Supreme Court decisions also support the legality of land donations in accordance with social and cultural norms, some of which include: (1) the effectiveness of the land donation without registration of the transfer of ownership required (No. 4377/2549 (2006)); (2) verbal donation of the land is considered legally valid (No. 264/2555 (2012); and, (3) the donation of land to the public may be done implicitly or by default, such as allowing the people to use without restriction. (Supreme Court’s Decision No. 6067/2552 (2009), 2526/2540 (1997). Community Health and Safety • Ministerial Regulations (Thai Govt Gazette, These legislation and design standards and guideline stipulate March 4, 2021) specify requirements for requirements related to community safety aspects including earthquake resistance. 16 Regulations Relevant Requirements • DRR Design Standards and other international disaster prevention (earthquake, Tsunami), roadway safety, standards including American Association of and water safety. State Highway and Transportation Officials (AASHTO) Guide Specification for LRFD Seismic Bridge Design 2nd Edition, and Engineering Institute of Thailand and the Department of Public Works and Town & Country Planning, Ministry of Interior Standard 1301/1302-61 on the building design standards for earthquake resistance • The Land Transport Act, 1979. • The Highway Act, 1992 (Revised 2006). • The Navigation in Thai Waters Act, 2003. • The Thai Vessels Act (No. 7), 2007. • The Marine Carriage of Goods Act, 1991. • The Ministerial Regulations, No. 71, 1999 of the Navigation in Thai Waters Act, 1913 and Navigation in Thai Waters Act No. 6, 1938. Cultural Heritage • The Act on Ancient Monuments, Antiques, These Acts cover the scope and definition of tangible and Objects of Art and National Museums B.E. intangible cultural heritage for the protection and 2535 (1992) conservation under national laws. The law designates the Fine • The Promotion and Conservation of Intangible Arts Department as the government agency responsible for Cultural Heritage Act B.E. 2559 (2016) creating, preserving, conserving, promoting, and • The Amendment Act on Ministries, Sub- disseminating the art, archaeology, and culture of the nation. Ministries, and Departments (2002). It covers various fields such as fine arts, museums, antiquities, literature, history, traditional customs, rituals, the National Library, the National Archives, as well as dance, music, theater, architecture, and craftsmanship, to ensure their enduring presence. • 3.2 THE WORLD BANK ENVIRONMENT AND SOCIAL STANDARDS (ESSS) RELEVANT TO THE PROJECT The following ESSs are relevant to the Project. ESS 1 – Assessment and Management of Environmental and Social Risks and Impacts; ESS 2 – Labor and Working Conditions; ESS 3 – Resource Efficiency and Pollution Prevention and Management; ESS 4 – Community Health and Safety; ESS 5 – Land Acquisition, Restrictions on Land Use and Involuntary Resettlement; 17 ESS 6 – Biodiversity Conservation and Sustainable Management of Living Natural Resources; ESS 8 – Cultural Heritage; and ESS 10 – Stakeholder Engagement and Stakeholder Disclosure. 3.3 KEY GAPS BETWEEN THE REQUIREMENTS OF WB ESF AND NATIONAL REQUIREMENTS At the time of the Thailand Resilient Transport Connectivity Project preparation, Songkhla Bridge EIA had been reviewed and approved by the National EIA Review Expert Panel and the National Environmental Board (NEB). Public consultations had been carried out throughout the EIA preparation period to gather stakeholders’ concerns and feedbacks and include the following key meetings: - Project Pre- orientation meeting – this meeting was conducted during TOR stage to present project information and scope of works for EIA; - Focus group meetings – to present information on criteria and project alternatives considered; - Public consultation meeting – to present results of project alternative analysis; and - Project Final orientation meeting – to present draft EIA including proposed mitigation measures and monitoring program. Seven different groups of stakeholders including the project affected people as required by the ONEP public consultation guideline were consulted. Information presented in each meeting were disseminated to stakeholders through various media such as a summary report, information board, leaflet, power point presentation, etc. These materials and results of the stakeholder consultations had been disclosed on the Project websites. The approved EIA was also disclosed on the Project’s website on August 11, 2023. While the requirements of National regulatory systems are largely consistent with the requirements of the ESSs relevant to this Project, certain gaps exist between these two systems and are outlined in Table 2. Table 2 Key Gaps in National Requirements vis-à-vis Relevant ESSs under WB ESF’s Potential Gaps Gaps filling measures ESS1 (Assessment and Management of Environmental and Social Risks and Impacts) There are few gaps between the ESF and Thai EIA In addition to the EIA report required by National requirements including that Thai EIA regulations requirements, the EA has prepared a Supplementary require impact assessment of ancillary facilities such Lender Information Package (SLIP) to provide the additional information, assessments and management as source of construction materials, materials storage, measures needed to fill the gaps arising from differences worker camps, spoil disposal site, etc but do not between the national and ESF compliance requirements. mention requirement regarding Associated Facilities. Specific instrument to address specific ESS requirements Cumulative Impact Assessment and independent are also included as part of the SLIP. Where applicable, a experts deployment is not explicitly mentioned but is precautionary principle has been used in the additional requested on case-by-case basis during the EIA review assessment including a qualitative underwater noise process. Thai system requires that EIA monitoring impact assessment. The SLIP identified associated facilities and assessed impacts and measures to manage being carrying out by Third Party i.e. a licensed EIA the risks and impacts identified. In addition, the SLIP 18 Potential Gaps Gaps filling measures firm. There is no reference to the need for the EA to included a Rapid Cumulative Impact Assessment (RCIA) provide for capacity development and training to and ESMP that incorporate training requirements and address environmental and social aspects of the estimate budget. project. Use of precautionary principle is not required by Thai EIA system. ESS10 (Stakeholder Engagement and Information Disclosure) Thai legislation framework on stakeholder engagement in EIA process are comprehensive and require project proponent to consult with stakeholders early during alternative selection and TOR stage and throughout project development stages. EIA regulations require that the project proponent provides relevant materials in a timely manner prior to consultation and in an understandable format and language. However, disclosure of a full draft EIA is not mandatory. The final approved EIA and EIA monitoring report is required to be disclosed on the ONEP’s EIA website. Stakeholder consultation and information disclosure for Songkhla Bridge Project had been discussed earlier. Between disclosure and consultation activities In preparing the Stakeholder Engagement Plan (SEP) in conducted by the EA from 2020 to 2022, and the accordance with ESS10, stakeholder analysis was present, the gaps in information disclosure and conducted. This exercise informed the formulation of consultations for the Songkhla project were identified information disclosure and consultation strategies in these aspects: (1) additional stakeholder developed to address outstanding concerns. A identification and analysis (e.g., fisherfolk affected by corresponding SEP work plan and budget was bridge construction); and (2) need for consultations developed. with disadvantaged and vulnerable groups (e.g., persons with disabilities (PWDs), women’s groups. ESS2 (Labor and Working Conditions) A gap analysis conducted on ESS2 and labor laws and Gaps 1 and 2 do not apply to the project which will policies in Thailand indicated no major gaps. Where employ more than 10 workers and will be covered by gaps exist, these are on: (1) the Labor Protection Act formal work contracts. For Gap 3, the non-discrimination mandating the disclosure of work regulations (e.g., of other vulnerable groups like migrant workers are working days, rest periods, overtime pay, wages, covered under robust national policies on migrant labor. leaves, grievances, and termination of employment) On Gap 4, the Labor Management Plan (LMP) laid out for employers hiring ten or more workers; (2) non- various channels and entities for appeals other than discrimination policy in employment operating only those found in the Ministry of Labor and the judiciary. for discrimination based on gender; (3) national laws on workers’ organizations not applying for informal sector workers; and, (4) on the national appeals process, simultaneous use of the Labor Court and the Labor Inspector is not allowed. 19 Potential Gaps Gaps filling measures ESS3 (Resource Efficiency and Pollution Prevention and Management) The pollution control laws in the country are These requirements were addressed in the Songkhla comprehensive and organized into the following key Bridge EIA. No materials gaps pertaining to requirements legislations: the Enhancement and Conservation of the relevant to the project are identified. However, National Environmental Quality Act; the Navigation in mitigation measures for potential impacts from minor oil Thai Territorial Waters Act; Fisheries Act; various spill/leakage has been included in the ESMP that will be Notifications of the National Environment Board part of the SLIP. (NEB), MONRE and Pollution Control Department (PCD); the Public Health Act; and the City Cleanliness and Orderliness Act. ESS4 (Community Health and Safety) Requirements regarding community health and safety The requirements of the relevant legislative framework, applicable to the Project are outlined in major design standards and guideline on community safety legislations including: the Ministry of Interior aspects including disaster prevention (earthquake, Ministerial Regulations; DRR Design Standards and Tsunami), roadway safety, and water safety were other international standards; the Land Transport Act; covered in the Songkhla Bridge EIA. However, the Highway Act; the Navigation in Thai Waters Act; management measures related to water safety and the Thai Vessels Act; and the Navigation in Thai traffic management have been strengthened and Waters Act. Thai EIA requirements also cover included in the ESMP that will be part of the SLIP. community health and safety aspects and guideline on health impact assessment. ESS5 (Land Acquisition, Restrictions on Land Use, and Involuntary Resettlement) The Cabinet Resolution (August 02, 2007) has set out Land Process Review has been carried out to confirm guidelines and forms for governmental bodies to accept that land donation for Songkhla Bridge Project was the donation of land or permission to operate on carried consistently with the requirements for VLD per private land for mutual benefits. There are also various ESS5. Supreme Court’s Decisions that were granted and that verified the subject of legality of the donation of land. Gaps exist between Thai legal framework requirements and ESS5 regarding voluntary land donation including that Thai legal framework does not specify requirements: on consultation with the donor on choice available to them (including refusal); that the amount of land being donated is minor and will not reduce the donor’s remaining land area below that required to maintain the donor’s livelihood at current levels; and no household relocation is involved. Gap analysis also shows that under Thai law, donor’s taxes do not apply for land donated for public purposes. 20 Potential Gaps Gaps filling measures ESS6 (Biodiversity Conservation and Sustainable Management of Living Natural Resources) Existing regulatory framework applies No Net Loss, A Critical Habitat Assessment (CHA) has been prepared Net Gain concept in case negative impacts on to supplement the EIA for the Songkhla Lake Bridge mangrove forest by public sector development project through identifying important biodiversity sensitivities is unavoidable. However, there is no requirements for: that require mitigation and enhanced conservation to (i) the application of mitigation hierarchy; (ii) the preparation of Biodiversity Management Plan for safeguard their protection. The CHA is developed in individual project; and (iii) differentiated measures accordance with ESS6, together with an assessment Net based on types of habitats. Gain requirements. The CHA is a component of the SLIP which is developed to address gaps within the EIA to meet requirements of the World Bank ESF. The Environmental and Social Management Plan (ESMP) for Songkhla Lake Bridge, as one of the SLIP components, is being developed to include impacts and mitigation measures for the construction and operation of the bridge. Precautionary approach has been used in the additional underwater noise assessment being carryied out as part of the SLIP.. ESS8 (Cultural Heritage) Gap analysis indicates congruence between national A Chance-find procedure has been prepared for laws and ESS8 on chance find procedures. National Songkhla Bridge Project. The ESMP will include laws prescribe protocols and responsible parties on requirement for Contractor to provide a training for its notification, disturbance avoidance (fencing-off), and employee and project workers on the Chance-find the assessment of found objects or sites. The gap is on procedure. the training of contractors and project workers on chance-find procedures which the project would have to develop in collaboration with the Fine Arts Department and related agencies (e.g., local police). 21 4 PROJECT DESCRIPTION 4.1 PROJECT LOCATION The Songkhla Lake Bridge crosses the Songkhla Lake and connects two provinces. The bridge route starts in Jong Thanon Sub-district, Khao Chai Son District, Phatthalung Province connecting to the Khao Chaison Intersection on National Highway No. 4. The bridge route will end at the Chedi Ngam Intersection on Highway No. 408 in Ko Yai Sub-district, Krasae Sin District of Songkhla Province. The total distance of the project route is approximately 7 km with a bridge span of 6.6 km. Key coordinates for origin and destination points of the bridge are presented in Table 3. Table 3 Coordinates of the Bridge across Songkhla Lake Location Coordinates Point Chainage UTM (Zone 47 N) Decimal Degree (Lat/Long) Origin point 0+000 634914.094 E; 828884.317 N 7.497046°; 100.222732° (Phatthalung Province) Destination point 6+446.904 640091.971 E; 832580.357 N 7.530338°; 100.269741° (Songkhla Province) 4.2 COMPONENT LAYOUT AND COMPOSITION 4.2.1 Bridge Design and Layout The Songkhla Lake Bridge will serve as a landmark and is designed as an extradosed bridge structure, meaning the design combines the main elements of both a prestressed box girder bridge and a cable- stayed bridge (Figure 3). The bridge comprises two main structures, namely the connecting (box girder) bridge and the central main (cable-stayed) bridge with a higher vertical clearance of 18 meters above the high tide to accommodate the navigation of large vessels (the highest recorded high tide is +2.50 meters above mean sea level). The horizontal clearance of the main span will be 120 meters to correspond to the design of water channels in the future. The Songkhla Lake Bridge incorporates two gentle curves with radius of 1000 meters and 1500 meters on the Phatthalung and Songkhla sides respectively. 22 Figure 3 Architectural renditions of the Songkhla Lake Bridge showing the main bridge flanked by the connecting bridge 23 Figure 4 Designs of the four types of bridge pier structures 24 The connecting bridge comprises the two outer parts of the bridge that connect the Phatthalung road network to the main bridge in the middle of the Lake (covers a 3.6 km length) and connects the main bridge to the road network of the Songkhla Province (covering 2.1 km length). The connecting bridge is based on a precast segmental box-girder bridge design. The length of the bridge between each pier structure is 40 meters. The substructure of the bridge is comprised of large-bored piles, bridge pier structures, and cast-in-place concrete pillars. The construction of the beam of the superstructure is done using a launching girder system in a span-by-span method. The main bridge will be constructed in the middle of Songkhla Lake with a length of 80 meters + 140 meters + 80 meters. The superstructure of the bridge uses a box-shaped prestressed concrete beam with stay cables installed from the bridge girder to the bridge pylon. The lower structure of the main bridge is comprised of large-bored piles, bridge pier structures, and cast-in-place concrete pillars. The Songkhla Lake Bridge is an open deck structure on pile bridge that uses bored pile steel casing with a standardized 1.8-meter diameter. The following four types of bridge pier structures are incorporated into the design (Figure 4): 1. Main Pier - F1 Type 1: the footing of the bridge pier is 12.6 x 25 meters in size with 13 bored piles. There are two main pier structures. 2. Back Span - F2 Type 2: the footing of the bridge pier is 8 x 17 meters in size with six bored piles. There are two of these bridge pier structures. 3. F2 Type 3: the footing of the bridge pier is 3.5 x 17 meters in size with five bored piles. There are six of F2 Type 3 bridge pier structures. 4. F2 Type 4: the footing of the bridge pier is 3.5 x 14.5 meters in size with five bored piles. There are 152 F2 Type 4 bridge pier structures which are used near the lake bank. The Bridge upper deck is designed to accommodate two traffic lanes (one in each direction) of 4.0 meters width each and a 2.5-meter shoulders (Figure 5). The traffic lane arrangement can be increased to accommodate two lanes in each direction (4 lanes) through repainting on the road markings to discard the shoulders. The median strip of the bridge will be a double solid line that is 50 centimeters in width. Reflective road studs will be installed at 12-meter intervals. The depth of the lake along the bridge route ranges from 1.5 to 2.0 meters. The Marine Department has a program for dredging channels of the Songkhla Lake, which currently is focused on the south of the lake but may in future extend beneath the bridge. The bridge has therefore been designed to accommodate their dredge vessels. 25 Figure 5 Arrangement of two traffic lanes on the Songkhla Bridge 4.2.2 Bank Connections and Connecting Road Designs An abutment of 120 meters in length will be constructed on the left and right bank of the lake at ends of the bridge with retaining walls along the sides of the connecting roads. Soil conditions on the banks are strong and the outer bridge pier structures are designed to have an approach slab of 10 meters each with a 2.0% slope profile. The connecting roads connect the bridge to existing local roads. Connecting roads will be constructed with reinforced concrete with a width of 16 meters, an approach structure of 60 m length and approach slab of 20 meters length. The connecting road on the Phatthalung side will be 75.56 meters in length, while the connecting road on the Songkhla side will have 279 meters in length. At-Grade intersections are used at both the origin point and destination points of the project with traffic lights installed at the junctions. The local roads connecting to the project road on both sides have two traffic lanes (one lane for outgoing and one lane incoming). Each traffic lane is 3.50 meters in width and the road shoulder is 2.50 meters in width. Colored traffic markings are used to differentiate the traffic direction. 4.2.3 Drainage The Bridge drainage is designed to be a Pipe Flow system to address pollution incidents, where drainage flows through a channel on the bridge floor (bridge gully) into manholes before draining into the lake below. If an oil or dangerous chemical leak occurs on the bridge, as in the case of a traffic accident, the initial approach will be to use sand to absorb oil or hazardous chemicals and transport it to land for disposal at a hazardous waste disposal site. However, if oil or dangerous chemicals leak through the bridge 26 gully drain channel, this will drain into a clarifier at the base of every bridge pier where it can be collected for disposal at an appropriate hazardous waste disposal site. 4.2.4 Lighting The project will receive power from the 33kV distribution system of the Phatthalung Provincial Electricity Authority and will install transformer poles, an electric meter and a supply substation. Similar infrastructure will be installed at the Songkhla side to supply the lighting system at the bridge slope and the southern side of the bridge. The Project's preliminary lighting system has the following specifications: • A lamp color temperature of 3000 Kelvin (yellow) using low wattage lamps which does not attract insects and therefore has the least impact on the environment. • The lowest acceptable luminance value will be applied to avoid the reflection of light upwards from the road. • Overall aesthetics of the bridge will be achieved using light poles with a 9-meter height and spaced 30 meters apart. This height will keep the light on the road and minimize the light spill off the bridge. • Electrical sockets will be installed at intervals within the bridge lighting poles for decorative lighting at future events. 4.2.5 Landscaping The landscaping design of the project has been selected to enhance the aesthetic appeal through provision of plants native to Southeast Asia with easy and cost-effective maintenance. Trees used for landscaping include Croton (Codiaeum variegatum) and the Scrambled egg tree (Cassia fistula). Manila grass (Zoysia matrella) which is matt forming will be planted as a ground cover and supplemented on the Songkhla side with Golden leaf Crinum Lily (Crinum xanthophyllum) renowned for its large, six-petaled white flowers that resemble spiders. There will also be hardscape comprising of ceramic on the sidewalk as a paved walkway and to prevent the growth of weeds (Figure 6). Watering and pruning the vegetation will be the DRR’s responsibility. Figure 6 Proposed landscaping design for connecting roads on the Phatthalung (left) and Songkhla (right) sides of the bridge 27 4.2.6 Additional Elements The project has been designed to include the following additional components: • A traffic command center managed by DRR will be established at the foot of the bridge on the Phatthalung side to overseeing the safety of the bridge and coordinating between the relevant agencies such as rescue in the event of an accident. Facilities will comprise a control room with a CCTV view of the bridge, office room, backup power system, work room, data storage, pantry, and bedroom for staff to work 24 hours a day if there is an incident on the bridge. • Rural Road Sub-Office Building with the purpose to maintain order on the Songkhla side and to coordinate with the above traffic command center. It consists of a headman room, an office room and a dining room. • Park office building with a traditional Branor style roof to promote and facilitate the surveillance of the non-hunting area of the lake. • A roadside pavilion for tourists with a waiting area for buses. • A Nora sculpture as the origin of the inspiration for the bridge design (see Section 4.3 – Architectural Design), located along the roadside on the Phatthalung side at a point with a prominent of view of the bridge. • Two bridge name plates. 4.2.7 Associated Facilities Associated facilities for the Songkhla Lake Bridge will include relocation of electrical poles at the bridge starting point (connecting road) on Phatthalung side. This activity will be carried out and funded by the responsible agency and meets all of three criteria of Associated Facilities as defined in WBG ESF. The relocation of electricity poles will be done during preparation works prior to construction which is assessed as a temporary risk of low significance (refer to impact to Public Utilities and Infrastructure). However, activities will need to comply with mitigation measures included in the EIA and carried out in accordance with the ESF. DRR has no plan to expand the connecting roads or construct a new road network for the bridge in near future or at least after the bridge construction is completed for several years. 4.3 ARCHITECTURAL DESIGN The architecture of the Songkhla Bridge has been inspired by the Nora dance which is a long-standing indigenous culture of both Phatthalung and Songkhla provinces and unique to Thailand. The Rahu Chab Chan or Khao Kwai posture illustrated in Figure 7 is derived from the 12 main postures of the Nora dance. Dr. Pinyo Suwankhiri, a national artist gave advice to make a sculpture of Nora around the railing of the bridge as a line to lead the eye to the bridge pillar. The style is feasible from an engineering perspective and allows for easy maintenance. 28 Figure 7 Poses of the Nora dance that have inspired the bridge pillars 4.4 ECONOMIC ANALYSIS A detailed economic analysis has been conducted for the Songkhla Lake Bridge for a 30-year period after construction has completed. The study is based on the following assumptions: 1. Costs used for analysis are fixed on 2021 prices. The monetary value must therefore be adjusted to the economic value using a conversion factor. Modifiers that have been studied by the World Bank in the case of Thailand3 are as follows: o Construction Cost = 0.88 o Supervision Cost = 0.92 o Operation and Maintenance Cost = 0.92 o EIA Cost = 0.92 2. Discount rate = 12% per year 3. The salvage value is assessed by considering the useful life of the bridge being 75 years. The project investment value is presented in Table . Table 4 Estimated Project investment value determined from the economic analysis Value (million Baht) Project Investment Item Financial Economical (Project investment) (Investment value) 1. Feasibility Study and Detailed Design Costs 27.00 24.84 3 Source: Sadig Ahmed. Shadow Prices for Economics Appraisal of Project: An Application to Thailand, World Bank Staff Working Paper, No. 609, 1983 29 Value (million Baht) Project Investment Item Financial Economical (Project investment) (Investment value) 2. Construction Cost (Interchange and At-Grade Road Works) 4,500.00 3,960.00 3. Supervision Cost 135.00 124.20 4. Annual Maintenance Cost through Project Life (20 years) 38.89 35.78 5. 7-year Maintenance Cost 11.77 10.83 6. EIA Cost 15.39 14.16 Total of Project Investment Cost 4,728.05 4,169.81 Economic Benefit Analysis A quantitative analysis of the direct economic benefits for the project has been conducted based on vehicle operating cost savings, value of time savings, and accidental loss saving cost. • Savings on the cost of using a vehicle were compared between scenarios without the project and with the project, with the cost obtained by multiplying the cost of using a vehicle by the total distance of Vehicle Kilometers Traveled (VKT) for 30 future years (to 2055). Savings resulting from the project increase from 431.72 million Baht in 2025 to 1,312.12 million Baht in 2055. • Travel time savings are analyzed through estimating the travel time benefits to get the difference in value caused by the time savings between with and without the project based on a fixed value per passenger-car hour (PCU). Savings resulting from construction of the project increase from 394.24 million Baht in 2025 to 835.58 million Baht in 2055. • Accidental loss savings estimate the rate of accidents per traffic volume classified by the severity of the accident, namely injuries, deaths and accidents with property damage only. The benefits of reducing accident costs due to the project takes the rate of accidents on different types of roads into account. Savings resulting from the project increase from 1.27 million Baht in 2025 to 3.19 million Baht in 2055. Economic Analysis The Project feasibility analysis is achieved by comparing the measurable direct benefits from the value of the cost savings, the cost of travel time, and the accidental loss benefit with the investment value over the project life at a discount rate of 12%. Results revealed the project was feasible for investment as the Net Present Value (NPV) is higher than the investment value of 2,677.78 million Baht; the economic rate of return (ERR) of the project is 20.27%; and the ratio between the present value of benefits to expenses (B/C ratio) is 1.94. The sensitivity was analyzed in various cases, from cost changes, benefit change and in the case of changes in both costs and benefits at the same time including in the event that the discount rate or opportunity cost of investment changes. Results reveal that implementation of the project will be worthwhile in every case. 30 4.5 THE CONSTRUCTION PROCESS The construction of Songkhla Lake Bridge will take 36 months. The construction of the main span of the bridge and the connecting parts will occur simultaneously and takes approximately 30 months and 36 months respectively. The construction of the connecting parts of the bridge takes place at every 10 bridge pier structures, moving closer to the main span of the bridge from both sides. The construction of each bridge pier structure takes approximately 115 to 120 days Sediment curtains with a size of 330 meters x 55 meters will be installed at the main span of the bridge, covering the underwater structure. Sediment curtains will be installed from the start of constructing the temporary platforms to the completion of bridge footing work, which will take approximately eight months. Sediment curtains will be reinstalled for dismantling of the temporary construction platform, which will take approximately one month. Construction of the connecting parts of the bridge will require barges to move construction materials, equipment as well as machines. Installation of construction platforms around each bridge pier structure is also required to provide a secure work platform. Sediment curtains with a size of 34 meters x 25 meters will be installed at connecting bridges covering the underwater structure. There are two structures of the connecting part of the bridge: • The substructure is comprised of concrete piles, concrete bridge pier structures and concrete pillars which requires construction in Songkhla Lake, and • The superstructure uses a box-shaped prestressed concrete beam. Installation of the beam is done after the construction of the substructure is completed. A launching girder is used which can be installed from the completed substructure that progresses from the edges towards the center of the bridge. 4.5.1 Construction of the Connecting Bridges Construction of the bored piles will start once the temporary construction platform is installed. The process will start with the drilling of steel casing to the depth of a stable and strong soil layer and used as a water barrier. Drilling will continue to the required foundation depth, with reinforced steel and concrete installed and grouted. The steel casing will not be removed but does not contribute to the load bearing of the bridge structure. The bridge footing will then be constructed, followed by the column construction to complete the lower structure. The columns used in the connecting part of the bridge are no more than 8 meters in height. Once the lower structure is complete, the span-by-span erection of the segmental box girder proceeds. The girders will be precast at the construction camps and transported to the site via the constructed parts of the bridge. All elements are prestressed into one component using steel tendons. The component is then lowered to a bearing and the upper structure of the bridge is completed. Once the upper structure is finished, the installation of bollards, pavement, lighting, signage and other components can be conducted. 31 4.5.2 Construction of the Main Span of the Bridge Construction of the main span of the bridge requires a timeline from 24 to 30 months and follows a different method than the connecting bridges. The process starts with the installation of a temporary construction platform of 300 meters in length, which will be kept in place throughout the duration of construction of the bored piles, bridge pier structures, and high columns. Barges will be used for the transportation of materials, equipment, and workers to the temporary platform, similarly to the transportation for both sides of connecting bridge. The critical phase is the pouring of concrete for the foundation, each of which requires 170 cubic meters of concrete. The process requires the use of three barges that can transport 12 ready-mixed concrete trucks and a concrete pump to carry out concrete pouring. Four barges (one in reserve) with a payload of at least 350 tons are needed for each side of the construction as the bridge will be constructed simultaneously from each end. The construction of bored piles, bridge footings and columns for the main span uses similar construction methods as the construction for the connecting bridge. However, it requires a larger number of bored piles, and a larger size of columns and footings, and therefore has a lengthier process and requires a more concise plan. The upper part of the bridge structure is large and needs to be cast in situ which requires the installation of prestressed pipes on the surface of the pier table. Construction of the pylons, the structure above the bridge pier table, is similar to the construction of the concrete columns. These are followed by installation of the steel structure at the middle point of the pylon to be used as a cable anchorage to create the balance between the side span girder and mid span girder. Installation of pylons must be precise as these affect the bridge cable. Once the lower part of the pylon is finished a steel truss (or form traveler) is installed for the construction of the bridge using a method of balanced cantilever. The cable is then installed and pulled according to a planned calculation. Construction of the bridge component ends with a mid-span closure and side span closure which comprises of the installation of the high-strength steel tendons for post-tensioning at the bottom surface of the beam. The form traveler and temporary platform are then dismantled and removed. The installation of bollards, paving and other components continues similar to the connecting bridge. 4.5.3 Construction of connecting roads, junctions, and component of road system This process requires an implementation period of approximately 30 months, from the 7th month of construction. The processes includes land preparation, construction of the upper road level on selected material, installation of reinforced concrete pipes, casting of concrete piles, construction of the sub-base, shoulder and road surface, casting concrete for the approach slabs, install traffic signs and painting, construction of resting points, landscape, and other components. 4.5.4 Materials Handling and Soil Sediments Management Materials including backfill, pottery stone, stone, sand and concrete will be required and sourced from private suppliers in both Phatthalung and Songkhla Province. Potential suppliers are identified in the EIA. The drilling of bored piles will result in 20,000 cubic meters of soil excavated from the lake. The project has coordinated with Songkhla Rural Roads Office and Phatthalung Rural Roads Office with requests from 32 community leaders to allocate space for the soil sediments of 10,000 cubic meters for each side. Surplus sediments will be tested for contaminants (e.g., heavy metals), and if safe, used for fill and creation of usable space in the following locations: • In Phatthalung Province the area of the Jong Thanon Municipal School (7 km from the site) and Ban Pak Phol School (5 km from the site) will be used as primary and secondary sites respectively. • In Songkhla Province the area of the Ao Bua Temple (1.5 km from site) and Wat Ao Bua school (1.5 km from site) will be used as primary and secondary sites respectively. 4.5.5 Construction Site Offices, Project Workers and Public Utilities and Facilities Land is required for the construction site office, worker accommodation and disposal of waste and wastewater. Construction supervisors and supervision consultants will be provided rented housing in the community, while other project workers will stay in worker camps with public facilities and utilities provided. The Songkhla bridge project will require about 264 project workers (excluding 21 direct workers in the PMU which is shared by both projects and estimates of primary supply workers in Songkhla to be generated by the contractor before construction). Of these, construction workers comprise 160 workers (61%). The remaining 104 project workers comprise 100 specialists and professionals in the construction supervision and support team, 3 project engineers and 1 PIU support staff. About 50% of project workers will be accommodated on the Phatthalung workers’ camp while the other 50% will stay on the Songkhla workers’ camp. Local labor hiring is a priority pursued by the EA although the mechanism for determining the share of local labor to total requirements is still to be determined with the contractor before construction. Preliminary plans for the temporary construction of the site office and the workers’ camps have been prepared in the EIA. . A description of these sites is provided in the EIA as follows. • On the Phatthalung side, the construction site office and worker camps will be built within available areas opposite the start point of the project in Jong Thanon Sub-district. The area is approximately 6 rai (0.96 ha) and sufficient to accommodate the storage of materials and equipment, parking of machinery, space for scrap materials piling etc. The site is available for rent, is accessible and causes minimal disruption to the community. • On the Songkhla side, there is an area of approximately 4 rai (0.64 ha) used as a vegetable garden at the end point of the project. The area is similarly allocated for activity usage as described for the Phatthalung side. The land the project will rent has a certificate of utilization (NS.3K) no. 1840 in Ko Yai Sub-district, Krasae Sin District, Songkhla Province. In a consultation on September 2022, the EA clarified that the locations of the workers camps for the Songkhla project are provisional sites that can change before implementation. That is, the selected Contractor can still opt to build the workers’ camps in different locations that still abide by the criteria set by EA. This means that the land requirements for workers’ camps and construction work areas like material depots mentioned in the EIA are not yet final. To safeguard the project under these conditions, a Resettlement Framework (RF) will be prepared by DRR to contain principles and guidelines for land acquisition for these and other similar structures and activities in accordance with national laws and regulations and the World Bank’s ESF. The relocation of utilities will take place within the right-of-way of connecting roads to the bridges and will not entail additional land acquisition. In case during construction, 33 land acquisition is found necessary, a Utilities Relocation Plan will be prepared by the contractor in accordance with the RF. For the set-up and decommissioning of construction work areas, the contractor would be responsible for arrangements of facilities and utilities for project workers, comprising electricity, water (200 liters per person per day), solid waste disposal, wastewater treatment and water drainage. Once construction activities are completed, the contractor shall completely dismantle the construction site offices, construction worker camps, and toilets and bathrooms from the area. 34 5 ANALYSIS OF ALTERNATIVES An analysis of alternatives has been conducted for the Songkhla Lake Bridge, which considers a no project scenario, and then compares three alternative scenarios. 5.1.1 Comparison against a ‘No Project’ Scenario Travelers who currently journey from Phatthalung Province to Songkhla Province must follow the route around the lake using the Chaloem Phrakiat’s 80th Birthday Anniversary Bridge, Koh Mak-Pak Phayun Bridge, Koh Nang Kham Bridge, Chalae Bridge, and Park Rore Bridge (Figure 13). Three routes are available between Chong Thanon sub-district (Phatthalung Province) and Koh Yai sub-district (Songkhla Province) but require approx. 2 hours of travel. The northern route is 130 km long and crosses the 80th Birthday Anniversary Bridge. There are two southern routes of 92 km and 104 km are possible that cross the Ko Mak-Pak Phayun Bridge, Koh Nang Kham Bridge, Chalae Bridge, and Park Rore Bridge. A route across the Songkhla Lake reduces the travel distance between Chong Thanon sub-district and Koh Yai sub-district to approximately 7 km and people have therefore demanded the construction of a bridge. The many benefits of the bridge are provided in Sections 2.1.1 (Benefits of the Project) and 4.4 (Economic Analysis). The disadvantages are the impact to the Thale-Laung Non-hunting area, impacts to the unique and critically endangered Irrawaddy Dolphin population and an altered social way of life in the vicinity of the bridge. These impacts can be mitigated and construction of the bridge is therefore considered a viable proposition. 5.1.2 Comparison of Alternative Scenarios Three alternative routes have been identified (Figure 8) which start from the same point at Moo 1, Ban Laem Chong Thanon, Phatthalung Province and require the same improvements to the intersection at the original road connection point. All three alternative endpoints are within Koh Yai sub-district, Krasaesin District of Songkhla Province but have the following differences: • Alternate Route 1 ends at Moo 8, Ban Laem Khula, and requires a bridge with approx. 7,000 meters length with a total route length of 7.3 km. • Alternate Route 2 ends near Moo 2, Ban Laem Yang, Songkhla Provincial Administrative Organization Road, requires a bridge length of approx. 6,600 meters and has a total route length of 7.0 km. • The endpoint of Alternate Route 3 is situated around Moo 3, Ban Rai and requires a bridge length of approx. 6,500 meters and has a total route length of 7.5 km. These route scenarios were evaluated on engineering and traffic, investment and E&S factors at weightings of 30%, 30% and 40% respectively. A greater emphasis was placed on E&S factors due to the sensitivity of the area. Engineering factors comprised five parameters, investment comprised three parameters and E&S comprised six parameters (physical impacts to residences and vulnerable areas; land acquisition impacts to individuals and buildings; drainage and surface water impacts; and soil and erosion impacts) as illustrated in Figure 9. The analysis identified Alternative Route 2 as the preferred option as it has advantages in all key factors. Determining features were the shorter length and its potential for future 35 development of the transportation network. It also has the lowest land ownership cost and requires the least number piers in the lake. A summary of results of the alternative analysis is illustrated in Figure 9. Figure 8 Visual representation of three route scenarios used for the analysis of alternatives Figure 9 Results of a weighted analysis of 14 parameters separated into engineering, investment and E&S factors applied to three alternative route scenarios 36 6 BASELINE DATA This chapter summarizes baseline data considered necessary to understand the project and to support the assessment of impacts. Baseline data is extracted from the EIA and supplemented from components of the SLIP. 6.1 PHYSICAL ENVIRONMENTAL RESOURCES 6.1.1 Air Quality, Sound and Vibration Monthly air quality data were obtained for the Phatthalung and Songkhla agricultural weather stations and air quality monitoring was conducted at four locations representative of project conditions (Table ). Baseline air quality conditions for Total Suspended Particulates (TSP), PM10 particulate matter (dust), carbon monoxide (CO) and nitrogen oxide (NO₂) were measured for three consecutive days during the rainy season (Aug-2020) and dry season (Jan-2021). Results were compared against national air quality standards (Table ) and all parameters were within the ambient requirements. Table 5 Details of weather stations and air quality monitoring locations Parameter Phatthalung Province Songkhla Province Station Name Phatthalung agricultural weather station Songkhla agricultural weather station Station Code 48560 48568 Latitude & Longitude 7° 35' 0.0" N; 100° 10' 0.0" E 7° 10' 55.6" N; 100° 36' 27.7" E Station altitude 2 meters 4.57 meters Project air quality, noise • Ban Laem Chong Thanon Community • Wat Aow Bua School and vibration monitoring • Laem Chong Thanon Temple • Ban Rai Health Promoting Hospital stations Table 6 Details of national air quality standards Period of avg National Environment Board (NEB) Pollutants Standard value concentration Announcements Carbon monoxide 1 hour < 30 ppm. (34.2 mg/m³) No. 10 (B.E.2538) (CO) 8 hours < 9 ppm. (10.26 mg/ m³) Nitrogen dioxide 1 hour < 0.17 ppm. (0.32 mg/ m³) No. 10 (B.E.2538), No. 28 (B.E.2550), (NO₂) 1 year < 0.03 ppm. (0.057 mg/ m³) No. 33 (B.E.2552) Ozone (O3) 1 hour < 0.10 ppm. (0.20 mg/ m³) No. 10 (B.E.2538), No. 28 (B.E.2550) 8 hours < 0.07 ppm. (0.14 mg/ m³) Sulphur dioxide 1 year < 0.04 ppm. (0.10 mg/ m³) No. 10 (B.E.2538), No. 24 (B.E.2547) (SO₂) 24 hours < 0.12 ppm. (0.30 mg/ m³) 1 hour < 0.3 ppm. (780 microgram/ m³) Lead (Pb) 1 month < 1.5 microgram/ m³) No. 10 (B.E.2538) Particulate matter 24 hours < 0.33 mg/ m³) No. 10 (B.E.2538), No. 24 (B.E.2547) < 100 microns 1 hour < 0.10 mg/ m³) 37 Background sound in the terrestrial environment was measured at the four locations used for air quality over two seasons (Aug-2020 and Jan-2021) for a period of 3 days each and compared against the national standards for noise (Table ). Cars and motorcycles were the main sources of noise in the project area with more noise generated during the dry season than the rainy season, however all locations monitored complied with national noise standards. Table 7 National Standards used for the Noise Assessment Noise Level Standard NEB Notifications and Announcements Maximum sound level not more than No. 15 (1997) 115 decibels Notification of the Pollution Control Board (31 Aug 2007) Average sound level over 24 hours, not Announcement of the Pollution Control Department (11 Aug 1997) more than 70 decibels Baseline vibration levels were obtained through monitoring during both the rainy season and dry season at the air quality and noise monitoring locations (Table ). Minimal vibration data was recorded at any of these locations. 6.1.2 Surface Water Quality Water quality was assessed at five locations at three points within the Songkhla Lake and two small streams on each side of the lake. Water quality was assessed during the rainy season and dry season for 15 parameters, namely: pH, Temperature, Dissolved Oxygen (DO), Salinity, Conductivity, Transparency, Turbidity, Biological Oxygen Demand (BOD), Total solids, Fat, Oil and Grease, Lead (Pb), Mercury (Hg), Arsenic (As), Total Coliform Bacteria, and Fecal Coliform Bacteria. Results were compared against national standards which classify water quality into five classes (Table ). During the dry season, the water quality on the lake qualified as a Class 2 or Class 3 but dropped to Class 3 or Class 4 during the rainy season due to deterioration in BOD values (with values of 2 to 4 mg/l). Heavy metals were very low. Water quality in streams maintained a Class 2 during both seasons. Table 8 Breakdown of Classes of Water Quality used by the National Standards Class Description Acceptable Uses per Water Quality Class Class 1 Water quality is in its natural state • Consumption through routine disinfection, without effluents from all • Natural reproduction of basal organisms, activities. • Conservation of water resources ecosystems. Class 2 Water sources that receive • Consumption through regular disinfection processing and effluents from certain activities. General water quality improvements, • Aquatic animal conservation, • Fisheries • Swimming and water sports. Class 3 Water sources that receive • Consumption through normal disinfection and through effluents from certain activities. general water quality improvement process, • Agriculture. 38 Class Description Acceptable Uses per Water Quality Class Class 4 Water obtained from certain • Consumption through regular disinfection processing and activities. general water quality improvements. • Industrialization. Class 5 Water sources that receive • Transportation effluents from certain activities. National Standards: Notification of the Environment Board No. 8 (B.E.2537) 6.1.3 Groundwater Groundwater in the project area occurs mostly within unconsolidated aquifers (groundwater exists between sediments) but also occurs within consolidated aquifers within solid rock structures. On the Phatthalung side, unconsolidated aquifers occur in beach sand deposits at a depth of 3 to 5 meters with a yield of 5 to 10 cm³/hour. On the Songkhla side, unconsolidated aquifers occur at a depth of 20 to 50 meters with a yield of 5 to 20 10 cm³/hour. The water is not brackish, however groundwater is not considered vulnerable to impacts. 6.1.4 Geology and Earthquakes The geology of the project area is dominated by sedimentary rocks and substrates formed during the Cretaceous, Tertiary and Quaternary periods. Rocks from the Tertiary Period consist of mudstone, siltstone, sandstone, marlstone, and argillaceous limestone. Sediments from the Quaternary period have not yet solidified but are spread over a wide part of the Phatthalung Province. Data on seismic activity was obtained from the Department of Mineral Resources. Maps reveal there are no fault lines near the project area, and the greater area is classified with a 10% risk of seismic activity within the next 50 years. This is the lowest earthquake rating provided for Thailand. The Project area is classified as Region 4 Mercalli Scale in which the seismic intensity level is moderate. 6.1.5 Soils and Erosion The most common soils in the land parts of Project area are Na Thawi soil series (4.74 %), followed by Phato soil series (4.44 %), and Koh Yai soil series (3.55%). These soils have limited fertility and their recommended agricultural land uses include coconut, rubber and oil palm planting or rice farming. The prevailing soil erosion in the project area was assessed as low and very low (2 to 5 tons/rai/year; equivalent to 12.5 to 31 tons/ha/year) . Soil characteristics both on the banks and in the lake were tested from 18 boreholes where bridge footings will be constructed along the route. Results were used to guide the bridge design and modelling the potential for sedimentation plumes. In the middle of the lake, boring test BH6 revealed the following characteristic soil conditions at various depths: • first layer of soil at a depth of 0 to 2.0 meters is a layer of very soft to soft clay. • 2.0 to 5.0 meters - the soil layer is soft clay. • to 6.5 meters - medium, stiff clay. 39 • 6.5 to 14.0 meters - medium dense, silty fine sand. • 14 to 15.5 meters - dense, silty fine sand. • 15.5 to 17.0 meters - very dense, silty fine sand. • 17.0 to 32.5 meters - hard, silty clay. • 32.5 meters - weathered rock 6.1.6 Oceanography and Erosion Thailand is located between two tropical cyclone sources, namely the Pacific Ocean and the Bay of Bengal. The Thailand peninsula has no mountains to provide shelter from storms and is thus vulnerable to extensive storm damage from both sources. Data from the Meteorological Department (1951 to 2019) showed that the tropical cyclones generally move towards Thailand in September and October with a long-term probability of 4 to 5 tropical cyclones per year, although cyclone activity in Thailand has decreased in the past 20 years to approximately 2 to 3 tropical cyclones per year. Assessment of the tides within Songkhla Lake found there is little difference between the high and low tide, although there is a stronger flow on the outgoing tide than the incoming tide. Waves formed by wind occur within Songkhla Lake and oceanography was therefore assessed using a wind-wave model calibrated with primary field data. Results reveal a maximum wave height of 1.37 meters during the monsoon season (June to September) but the most frequent wave height is from 0.1 to 0.5 meters. The marine coastline in the Project area changes naturally over time in response to oceanographic conditions and river movements such as rising tide, low tide, speed and direction of the tide, wave height and significant wave activity, and movement of sediment and sand along the coast. Strong wind and waves can lead to either beach erosion or deposition with noticeable coastal changes over a short period, but conditions gradually re-establish a balance thereafter. The lake coastline is not affected by ocean waves but is subject to change, with the following variability experienced between 2007 and 2019: • Phatthalung lake coastline change has ranged from an erosion of 0.28 meters/year to deposition of 0.52 meters/year. • Songkhla lake coastline change has ranged from an erosion of 0.11 meters/year to deposition of 0.26 meters/year. 6.2 BIOLOGICAL ENVIRONMENTAL RESOURCES 6.2.1 Forest Resources The Department of National Parks, Wildlife and Plant Conservation (DNP) have confirmed the Songkhla Lake Bridge passes through the Thale-Luang Non-Hunting Area, which is under their responsibility and 90% is covered by water. There are no forests on either side of the bridge, but 49 tree species were identified which have been planted for crop and charcoal production and to protect the lake shore from erosion. This includes one species (Rosewood, Pterocarpus macrocarpus) listed as Endangered on the 40 IUCN Red List but has been planted outside of its natural distribution range with limited conservation value. There are no mangrove trees present. Some big trees (diameter > 30 cm) were noted in the project area, which included Eucalyptus, Rubber, Thai Bungor, Indian Oak, Iron Wood and other species. A total of 166 trees will need to be cleared for construction works, although some of the smaller individuals could be transplanted. The analysis of the wood resource has revealed it is suitable only for firewood and charcoal purposes with an estimated value of 29,819 Baht. Sea grass is present in Songkhla Lake but does not occur within the greater vicinity of the Songkhla Lake Bridge area. 6.2.2 Wildlife Resources The Songkhla Bridge-affected area comprises shrimp ponds, rubber and oil palm plantations with a high level of anthropogenic impact and no natural forest remains. The ground layer is exposed with insufficient vegetative cover for elusive wildlife to take refuge and wildlife that does exist has adapted to the anthropogenically modified conditions. Surveys of wildlife of the Thale-Luang Non-Hunting Area in the vicinity of the Project recorded 145 species comprising 5 mammals, 116 birds, 13 reptiles and 11 amphibians (invertebrates were not assessed). No nationally preserved wildlife was observed but two species classified as Vulnerable at the national level (ONEP) were noted, namely Large flying fox (Pteropus vampyrus) and Purple Heron (Ardea purpurea). Large flying fox is listed as Endangered on the IUCN Red List of Threatened Species. Four bird species in highest abundance were the Eastern Spotted Dove (Streptopelia chinensis), Common Myna (Acridotheres tristis), White-vented Myna (Acridotheres grandis), and Edible-nest Swiftlet (Aerodramus germani). The Songkhla Lake is recognized as an Important Bird Area (IBA) due to its importance for waterbirds (see Section 6.2.5 – Wetlands and Protected Areas). Ospreys, brown-headed gull and cormorants were observed along the bridge route however conditions in the project area are not conducive to supporting high waterbird abundance or diversity due to the absence of shallow waters, muddy beaches or marshlands. Stakeholders have raised potential concern regarding impacts to otters and the edible-nest swiftlet. Their occurrence was therefore investigated in greater detail. • Smooth-coated Otter (Lutrogale perspicillata) and Asian Small-clawed Otter (Aonyx cinereus) occur in the greater area and both are classified as Vulnerable on the IUCN Red List. Both otter species are elusive and will avoid areas with human disturbance. These animals are not compatible with shrimp farming activities and engagements with conservation authorities of the Non-hunting Area, local fisherfolk and residents reveal there are no sightings in the project area. Otters are occasionally seen near the offices of the Non-hunting Area 5 km away from the project site where there are thick grasses and suitable tree cover to provide refuge. 41 • The Ko Si and Ko Ha islands occur 8 km away from the project area, which have limestone cliffs and caves that provide nesting habitat for the Edible-nest Swiftlet (Aerodramus fuciphagus). These sites were assessed for air quality impacts (Section 7.2.1). This is an economically important species that generates income for Phatthalung Province, and concessions are issued for the Ko Si and Ko Ha islands for sustainable harvesting of nests once the birds have finished breeding. Harvesting controls are implemented and harvesting from man-made nesting sites is being increasingly adopted. As a result the Edible-nest Swiftlet is classified as Least Concern (not threatened) on the IUCN Red List of threatened species. No evidence of illegal sale or trapping of wildlife was observed during field surveys. 6.2.3 Aquatic Ecology and Fisheries Detailed surveys of aquatic ecology were conducted at the five locations used for surface water monitoring (Section 6.1.2 – Surface Water Quality). Additional data was acquired through consultation with local authorities, fisherfolk and members of a local fish market. Aquatic plants have limited diversity (12 species) with less than five species identified per sample site. One floating species (Giant Salvinia) occurring in the middle of the lake while the highest diversity of aquatic plants occurred along the small streams. Analyses of phytoplankton and benthic fauna (macroinvertebrates) revealed the low diversity indices while zooplankton have a low to moderate diversity. Detailed fish surveys were conducted and 43 fish species were identified (30 fish species in the rainy season and 27 species in the dry season). Up to 18 species were recorded per sample site in the lake but the highest fish diversity occurred in the small streams adjacent to the lake. The fish comprise common species although one species was classified as near threatened and two species as data deficient at the national level (ONEP). The standing crop of fish was estimated at 0.7 to 1.02 kg/rai (4.4 to 6.4 kg/ha) which is considered low. Fishing from both lake and marine sources provides an important source of income in the Songkhla Province. Fishing gear used in the lake comprises mostly vertical cylinder trap, stow nets, floating trawl, hooks, and slits. Nile Tilapia have been introduced and are abundant throughout the lake. Department of Fisheries data reveals that over 500 kg of tilapia were harvested in November 2021. Despite this catch, the fishing yields has been decreasing every year due to reduced availability in the lake and fisherfolk are increasingly venturing into other careers. Several agencies have released fish larvae into the lake to increase catch amount. Other species released include giant freshwater prawn, black tiger prawns, banana shrimp, catfish, silver barb, Kayaengnuan fish, and small-scale mud carp. The project area includes three shrimp farming ponds and aquaculture is also important for production of fish and other aquatic-based proteins. 42 6.2.4 Priority Species (Irrawaddy Dolphin) Irrawaddy dolphins (Orcaella brevirostris) are marine mammals occurring in coastal habitats with a discontinuous distribution from eastern India to southern Indonesia. They are able to adapt to freshwater conditions and unique freshwater populations are found in India, Myanmar, Indonesia, Cambodia and Thailand (Songkhla Lake). The global population of Irrawaddy dolphins is declining and the species is classified as Endangered with Extinction on the IUCN Red List of Threatened Species. A small and unique subpopulation of Irrawaddy Dolphins survives in the Songkhla Lake, which is classified on the IUCN Red List as Critically Endangered and sustained through an IUCN specialist review in February 2023. Irrawaddy Dolphins are also listed on CITES Appendix 1 (January 2021). The Songkhla Lake subpopulation is estimated to consist of 14 to 20 individuals but the age and sex structure is not known. There is a low level of certainty as these dolphins are difficult to count due to their elusive behavior, the murky water of the lake and the large surface area of the lake. The Thale-Luang Non-Hunting Area protects a large part of the Songkhla Lake. The Thale-Luang was legally designated in 2007 and re-announced in January 1, 2018 to protect the Irrawaddy Dolphins and other species in the Songkhla Lake. Three zones (A, B and C) are defined with increasing levels of protection the dolphins (Figure 10). Irrawaddy Dolphins may not be harmed throughout the lake, in Zones A and B the use of five types of fishing gears (Giant Mekong Catfish gillnets, sea bass/striped catfish gillnets, trammel nets, encircling nets and any fishing gears that may harm Irrawaddy Dolphins is not permitted, while in Zone C fisherfolk are requested to conduct their fishing with caution. Her Majesty Queen Sirikit, in the reign of King Rama IX has graciously accepted Irrawaddy dolphins living in this area under the royal patronage. This confers a special status that is recognized by the community and the entire nation and will encourage the communities to avoid actions that could harm the dolphins. Irrawaddy Dolphin numbers in Songkhla Lake are declining and the following threats have been identified: • The main cause of mortality is attributed to entanglement in fishing gear (Figure 11). Giant Mekong Catfish were formerly introduced into the lake, and many dolphin deaths were attributed to large gill nets targeting Mekong Giant Catfish. These nets were prohibited in 2013 and a subsequent drop in mortality rates suggests the prohibition of these gill nets may have been effective although the catfish species persists in the lake, and the continued use of gillnets for catching this species in the lake still occurs on a seasonal basis, other fishing gears also continue to present a threat. Figure 12 reveals that protection zones within the lake have been effective in reducing fishing activity. • Sedimentation is causing the lake to gradually become shallower and is attributed to inflow of sediment and increased growth and decomposition of aquatic vegetation. Irrawaddy Dolphins require deep pools and are largely restricted to an area of 100 km² in the northern part of the lake. • The water quality of the Songkhla Lake is declining. Water gates constructed by the Royal Irrigation Department prevent saltwater from flowing into Songkhla Lake and the salinity of the lake is gradually declining. However isolated Irrawaddy Dolphins populations thrive elsewhere in freshwater and the 43 declining salinity within Songkhla Lake is not considered a threat to the subpopulation by dolphin specialist. • Inbreeding has been suspected as a threat due to the small, isolated population, however a recent study has revealed the genetic diversity of the population remains high.4 • Fish populations have declined within Songkhla Lake and there are concerns that food shortages present a threat to the Irrawaddy Dolphin population. However, photographs of live dolphins do not suggest they are underweight, post-mortems of dolphin carcasses have revealed they are not emaciated and no deaths have been attributed to malnutrition. Field surveys on dolphin occurrence were conducted as part of the EIA using underwater acoustic monitors. No dolphin presence was detected near the Songkhla Bridge route, but dolphin activity was detected during February 2021 in the area where they are known to occur further north within the lake, which correlates with data from the Marine Dept (Figure 12). The method used was not able to estimate the number of dolphins present. 4 Budi, T., Piyapattanakorn, S., Kreb, D., Yuda, P., Ninwat, S., Hardwises, P., Prachamkhai, P., Senanan, W., Thongsukdee, S., Phavaphutanon, J. and Klinsawat, W. 2022. Mitogenomes provide insight into complex evolutionary history of freshwater and coastal Irrawaddy dolphin (Orcaella brevirostris Gray, 1866) in Thailand and Indonesia. Agriculture and Natural Resources, 56: 583-596. 44 Figure 10 Designation of zones for protection of Irrawaddy Dolphin within Songkhla Lake, issued by the Department of National Parks Wildlife and Plants, Ministry of Natural Resources and Environment 45 Figure 11 Patterns of Irrawaddy Dolphin mortality representing 140 dolphin deaths in Songkhla Lake over a 30-year period Figure 12 Irrawaddy Dolphin area of occupation within Songkhla Lake and occurrence of fixed location fishing traps (map adapted from the Department of Marine and Coastal Resources) 46 6.2.5 Wetlands and Protected Areas Section 6.2.4 (Priority Species) describes the Thale-Luang Non-Hunting Area which includes protection areas for Irrawaddy Dolphins. The Thale-Luang Non-Hunting Area is not listed by the World Database of Protected Areas (WDPA), but is considered a legally protected area. IBAT (Integrated Biodiversity Assessment Tool) reveals the following internationally recognized areas of biodiversity value: • Songkhla lake is described by Birdlife International as an Important Bird Area (TH057 Thale Sap Songkhla) that is recognized for regularly supporting more than 20,000 waterbirds (including Lesser Whistling-duck, Garganey, Cotton Pygmy-goose, Little Egret, Intermediate Egret, Chinese Pond Heron, Purple Swamphen and Common Moorhen) and one Endangered tree Shorea gratissima (White Meranti). The IBA is also listed as an IUCN Key Biodiversity Area. • The north of Songkhla Lake is listed as a Ramsar Wetland of International Importance (Kuan Ki Sian of the Thale Noi Non-Hunting Area Wetlands) based on the following Ramsar criteria: (i) Representative, rare, or unique example of a natural or near-natural wetland type (ii) Supports vulnerable, endangered, or critically endangered species or threatened ecological communities (iii) Supports populations of plant and/or animal species important for maintaining the biological diversity (v) Regularly supports 20,000 or more waterbirds The southern boundary of this Ramsar site is 27 km north of the project site and project activities are not expected to impact the wetland. 6.2.6 Critical Habitat Determination Critical habitats are relevant to the project and a critical habitat assessment was conducted as a component of the SLIP. Critical habitat is defined within ESS6 by any one of the following five criteria: (a) Habitat of significant importance to Critically Endangered (CR) or Endangered (EN) species, as listed in the IUCN Red List of threatened species or equivalent national approaches; (b) Habitat of significant importance to endemic or restricted-range species; (c) Habitat supporting globally or nationally significant concentrations of migratory or congregatory species; (d) Highly threatened or unique ecosystems; (e) Ecological functions or characteristics that are needed to maintain the viability of the biodiversity values described above in (a) to (d). This assessment of critical habitat was based on an area of analysis defined as the Thale-Luang Non- hunting Area (Section 6.2.5 – Wetlands and Protected Areas). An analysis of the above criteria revealed two species qualify as critical habitat features under criterion (a), namely Irrawaddy Dolphin and White Meranti tree. The Thale-Luang Non-Hunting Area also qualifies as a highly threatened and unique ecosystem under criterion (d). 47 While direct project related impacts are unlikely, the impacts to Irrawaddy dolphins are described as Moderate based on a precautionary assessment (Section 7.3.4 - Priority Species Baseline) and net gain outcomes therefore need to be demonstrated as mandated by ESS6. The primary cause of dolphin decline in Songkhla Lake is due to entanglement in fishing nets (Section 6.2.4 – Priority Species Baseline). The Thale-Luang is legally designated to protect the dolphins and other species in the Songkhla Lake, and net gain outcomes can feasibly be achieved for Irrawaddy Dolphins and the Songkhla Lake ecosystem through supporting the management of the Thale-Luang, appropriate management of fishing activity and associated livelihoods. White Meranti (Shorea gratissima) is a large forest tree that qualifies as a critical habitat for the Songkhla Lake ecosystem but does not occur near the project footprint and will not be impacted by project activities. Net gain outcomes therefore do not apply to this species. A Dolphin Conservation Plan is therefore being developed for the Project by the Thai authorities with inputs from IUCN and WCS dolphin specialists and local biodiversity experts. The plan is a component of the SLIP and addresses the protection of Irrawaddy Dolphins and management of fishing activities and associated livelihoods. The plan will include indicators and monitoring actions to assess the achievement of net gain outcomes for the Irrawaddy Dolphin subpopulation and the Songkhla Lake ecosystem. Activities proposed in the Dolphin Conservation Plan will be implemented and monitored under the Component 2 of the Thailand Resilient Transport and Connectivity Project. The Dolphin Conservation Plan will be disclosed as part of the SLIP prior to project Appraisal. 6.3 HUMAN USE VALUES 6.3.1 Land Use, Relocation and Asset Compensation Agriculture is the primary land use in the project area, specifically for rubber plantations, oil palm plantations, and aquaculture (shrimp farming), followed by community settlement. Expansion of residential and commercial land uses is expected to follow development of the road. Construction of the Songkhla Lake Bridge will require the following land at each end to connect to existing local roads: • Origin point in Chong Thanon Sub-district, Khao Chaison District, Phatthalung Province is located on the land plot with Certification of Utilization (NS.3K), Parcel No. 126, belonging to Mr. Chukiat Chimklai. • Destination point in Koh Yai Sub-district, Krasae Sin District, Songkhla Province is located on the land plot with Certification of Utilization (N.S.3K.) Parcel No. 1379, belonging to Mr. Samai Kuanoon. This land has been donated for development of the Songkhla Lake Bridge, and a land process review was carried out to confirm the status of the land, to ensure the land is formally secured for the Project, meets national legal requirements and is in accordance with ESS5. Should there be additional land acquisition during construction (e.g., workers’ camps and utilities relocation), detailed resettlement and relocation plans will be developed in accordance with the RF principles and procedures. 48 6.3.2 Land and Water Transportation Under current conditions (in absence of the project), to get from Highway no. 4 to the Songkhla Lake via the skirt road (Highway No. 408) requires 2 hours of travel not less than 100 km with five bridge crossings (Figure 13). Travel from Phatthalung to Songkhla City involves a 2-hour trip of 128 km via Highway No. 4 (North-South Highway) and Highway No. 414 (link from Hat Yai to Songkhla City). Vehicle speeds are very slow on Highway Nos. 4 and 414 due to severe traffic congestion. Vehicle speeds on other roads in the area (Highway Nos. 406 and 408, and Por Tor 5050) were considered to be within acceptable levels. A detailed traffic survey is presented in the EIA. Figure 13 Highways and current travel distances between either end of the Songkhla Lake Bridge (left) and from Phatthalung to Songkhla City (right) developed using Google Maps (in absence of the project) The project will enhance tourism around Songkhla Lake and strengthen the economy of the local community. Traffic volume on the above highways will be reduced, also travel and movement of goods between Songkhla and Tang Provinces and their respective ports will be facilitated. The Project will contribute towards fulfilling the Southern Thailand Development Plan which aims to enhance the development of economic bridging between Andaman and Gulf of Thailand provinces. 49 The most commonly used vessels for water transportation are fishing boats up to 1.8 meters wide and 9 to 12 meters long, but also a few recreational and government boats used to survey the lake. Large cargo boats do not frequently commute through Songkhla Lake. 6.3.3 Public Utilities and Infrastructure A survey of utilities in the project area has revealed infrastructure that includes TOT’s communication line system, TRUE transmission tower, Provincial Electricity Authority 24 kV power distribution system, Water supply system of Chong Thanon Sub-district Municipality, Lighting system of Chong Thanon Sub-district Municipality and a Phatthalung Rural Roads Office. 6.4 QUALITY OF LIFE VALUES 6.4.1 Socio Economic and Cultural Conditions Phatthalung Province is divided into 11 districts, which make up 65 sub-districts and 670 villages, and is governed through central, regional and local administration levels. The Songkhla Lake Bridge origin is located in Phatthalung Province , within Moo 1 Ban Laem Chong Thanon, which is under the responsibility of Chong Thanon Sub-district Municipality within the Khao Chaison District. Songkhla Province is divided into 16 districts, and sub-divided to 127 sub-districts and 1023 villages and similarly governed with three administration levels. The Songkhla Lake Bridge destination is located in Moo 2, Ban Laem Yao and Moo 8 Ban Laem Koo Ba, under the responsibility of Koh Yai Sub-district Administrative Organization within the Krasae Sin District. All people in the Chong Thanon Sub-district on the Phatthalung side and Krasae Sin District on the Songkhla side are Buddhists, however Muslims and other religions are represented in adjacent districts. Detailed socio-economic surveys were undertaken in the Project area and are well documented within the EIA. Participants of the survey were grouped into community leaders; representatives of religious establishments, education, and/or healthcare facilities; households within the Right of Way (ROW), within 50 meters and within 500 meters of the ROW, business operators, environmental non-governmental organizations (NGOs) and artisanal fisherfolk. Participants were informed of the project, did not experience problems with services (water, electricity supply, telephone and waste management), transportation, education and were satisfied with their community’s way of living. Some concerns about health care availability and associated waiting times were raised. Participants believed the project would bring prosperity to their community and welcomed it. Representatives of NGOs raised concerns about potential adverse impacts to Irrawaddy Dolphins, from the noise emissions from piling activities; impacts to swiftlets, increased access to the lake could increase fishing intensity, construction of the bridge could impact the livelihoods of fisherfolk and their way of life. A Physical survey on the right-of-way of bridge construction and the safety zone was completed in July 2023. The affected fisherfolk are about 40-50 fisherfolk using nets and 8-10 owners of fish-aggregating 50 devices (FADs). The historical data on the fisherfolk population is still to be established from data being collected from the Department of Fisheries (DOF) and Department of National Parks (DNP). Responses received from artisanal fisherfolk revealed they believed the construction and implementation of the bridge would bring advantages to their communities and the majority (80%) had no concern about adverse impacts on fishery practices. Consultations with affected fisherfolk are scheduled mid-September 2023 to gather feedback from village leaders and community members. 6.4.2 Public Health In Phatthalung Province has 12 medical facilities with beds and a doctor to population ratio of 1:314 compared to Songkhla Province with 29 medical facilities and doctor to population ratio of 1:119. The top causes of disease in Khao Chaison include respiratory illness (asthma, bronchitis, pneumonia), eye problems (cataracts and cornea), abdominal and pelvic pains and viral infections. 6.4.3 Accidents and Safety In the absence of the project, the main causes of accidents on roads are driving behaviors such as overtaking, cutting in front of another car, tailgating, and speeding. Fewer accidents are caused by environmental and vehicle mechanical factors. Phatthalung Province recorded 251 accidents with 36 deaths on its highways in 2019 and was rated 5th out of 20 provinces in urgent need for implementation of a road safety plan. Songkhla Province was not listed among the 20 provinces. Highway No. 4 had the highest incidence of accidents. During socio-economic surveys, participants raised concerns about their safety associated with the Bridge as it could provide areas for gang activity. There have been incidents of physical and sexual assault, murder, robbery and criminal mischief during 2020 recorded by the Khao Chaison Police Station and Krasae Sin Police Station in Phatthalung and Songkhla Provinces respectively. A police booth will therefore be maintained at the bridge to facilitate regular patrols there. 6.4.4 History and Archeology Places of archaeological, historical, religious, and cultural importance in Chong Thanon Sub-district, Phatthalung Province include the Wat Khian Bang Kaew archaeological site, Wat Trae and Laem Chong Thanon Temples. Such places in Koh Yai sub-district, Songkhla Province include the Wat Sung Koh Yai archaeological site and the Wat Ao Bua and Wat Laem Bo Tho temples. The project route is located 3.35 km and 5.16 km from Wat Khian Bang Kaew and Wat Sung Koh Yai sites respectively. Interviews conducted with community leaders and local people revealed that no archaeological and historical evidence is known to occur in the project site or within the Songkhla Lake. Sites with cultural heritage value were found within 1 km of the project route which are described in the EIA but will not be impacted. 51 6.4.5 Landscape, Aesthetics and Tourism There are numerous tourist attractions within the greater area. The EIA describes 12 natural attractions and 8 historical attractions within Phatthalung Province plus 11 natural attractions, 17 historical attractions and four cultural attractions within Songkhla Province. Specific attractions within Chong Thanon Sub-district (Phatthalung side) include a fishermen village and the Wat Khian Bang Kaew. Attractions within in Koh Yai Sub-district (Songkhla side) include a sacred pond (Wat Laem Bo Tho) used for royal ceremonies, two Wat Sung Koh Yai temples and the Thale Sap Wildlife Conservation Development and Promotion Station. 52 7 ENVIRONMENTAL AND SOCIAL RISKS AND IMPACTS 7.1 SUMMARY OF PROJECT IMPACTS The Songkhla Lake Bridge EIA presents a detailed assessment of project impacts. These impacts are assessed for the construction and implementation phases and classified as having a positive or negative effect on receptors. Impacts were further rated based on size using parameters such as environmental standards, extent of the impact, duration of the impact, and/or effects on health and sanitation of the public. Significance of the impact was classified into four categories, namely no significant impact, low, moderate and high. Table 91 presents a summary of the impacts and their pre-mitigation and residual significance ratings. It is noted there were no impacts of high significance resulting from the project. Mitigation to address negative impacts is presented in Section 8 – Mitigation Measures. A subjective assessment of effectiveness of that mitigation is used to estimate the significance of residual impacts as reflected in Table 91. Table 91 Summary of significance of pre-mitigation and residual impacts for the construction and implementation phases of the Songkhla Lake Bridge Project Stage of Project Phase Environment and Social Factors Mitigation Construction Implementation Physical Environmental Resources Air Quality: Impacts from the spread of dust (TSP and PM10) and Pre-mit: Low -ve Low -ve pollutants such as CO, NO2 on environmentally sensitive areas. Residual: Low -ve Low -ve Surface Sound: Surface sound impacts from construction activities Pre-mit: Low -ve Low -ve assessed against the national standard. Residual: Low -ve Low -ve Underwater Sound and Vibration: Impacts generated by augur Pre-mit: Substantial. - Low -ve pile drilling on Irrawaddy Dolphins. ve Residual: Moderate -ve Low -ve Terrestrial Vibration: Vibration impacts from construction Pre-mit: Low -ve Low -ve activities assessed against national and international standards. Residual: Low -ve Low -ve Surface Water Quality: Impacts on changes in water quality of the Pre-mit: Low -ve Not significant Songkhla Lake. Residual: Low -ve Groundwater Quality: Impacts on changes in groundwater quality. Pre-mit: Not significant Not significant Geology and Earthquakes: The impact on geological conditions Pre-mit: Not Low -ve and the bridge structural capacity to withstand seismic activity. Residual: determined Low -ve Soil and Erosion: Impacts on soil structure changes and soil Pre-mit: Low -ve Not significant erosion Residual: Low -ve Drainage and Flood Control: Assessment of drainage impacts and Pre-mit: Low -ve Not significant the natural flow of flood water. Residual: Low -ve Oceanography and Coastal Erosion: Impacts of tidal changes and Pre-mit: Low -ve Not significant sediment dispersion Residual: Low -ve Biological Environmental Resources Forest Resources: Assessment of the significance of loss of trees Pre-mit: Low -ve Not significant 53 Stage of Project Phase Environment and Social Factors Mitigation Construction Implementation Residual: Low -ve Wildlife Resources: Impact on fauna with emphasis on two otter Pre-mit: Low -ve Low -ve species and Edible-nest Swiftlet (swallow) Residual: Low -ve Low -ve Aquatic Ecology and Fisheries: Impact to plankton, benthic fauna, Pre-mit: Low -ve Low -ve aquatic plants and fish. Residual: Low -ve Low -ve Priority Species (Irrawaddy Dolphin): Assessment of impacts on Pre-mit: Substantial - Low -ve Irrawaddy Dolphins and their habitat ve Residual: Moderate -ve Low -ve (Note) (Note) Wetlands: Impact on wetland loss and wetland ecosystem change Pre-mit: Moderate -ve Low -ve Residual: Low -ve Low -ve Human Use Values Land Use: Impact on land use and land use change Pre-mit: Low -ve Positive impact Residual: Low -ve Relocation and Asset Compensation: The impact of asset Pre-mit: Not significant Not significant compensation. Land Transportation: Impact on the road network, damage to the Pre-mit: Moderate -ve Positive impact road surface and obstruction of traffic. Residual: Moderate -ve Water Transportation: Assessment of the impact to boat Pre-mit: Low -ve Low -ve navigation in the lake Residual: Low -ve Low -ve Utilities: Impacts from the relocation of public utilities such as Pre-mit: Low -ve Not significant electric poles, water pipes, and drainage systems. Residual: Low -ve Quality of Life Values Socio-Economic and Cultural Conditions: Impact on social Pre-mit: Low -ve Positive impact structure, economy and potential conflict with workers. Residual: Low -ve Community and Workers Occupational Heath: Impact on the Pre-mit: Moderate -ve Moderate -ve physical and mental health. Residual: Low -ve Low -ve Accidents and Safety: Risk of road and construction-related Pre-mit: Moderate -ve Positive impact accidents to the public. Residual: Low -ve History and Archaeology: Impact of the construction disturbance Pre-mit: Low -ve Low -ve to religious sites and archaeology. Residual: Low -ve Low -ve Scenery, Aesthetics and Tourism: Impact on scenery and Pre-mit: Low -ve Positive impact landscape. Residual: Not significant Where: Pre-mit = pre-mitigation impact; Residual = residual (post mitigation) impact; -ve = negative impact (Note) - Impact significance to Irrawaddy Dolphin excludes implementation of the Dolphin Action Plan which is developed to yield Net Gains for the species. 7.2 PHYSICAL ENVIRONMENTAL RESOURCES 7.2.1 Air Quality Expected air quality during the construction period was modelled with data from the Compilation of Air Pollutant Emission Factors of the U.S. Environmental Protection Agency (1995), which classifies vehicle 54 use into 11 categories (from motorcycles to heavy truck with full trailer) and expected speeds. Various air quality impacts will occur but the predicted emissions of TSP, PM10, CO and NO₂ for construction activities including soil excavation, transport of materials, road and bridge footings construction over a 24-hour period do not exceed the NEB announcements No. 10 B.E.2538, No. 24 B.E. 2547 and No.33, B.E.2552 (2009). Changes to air quality during construction were therefore rated as a negative impact with low significance pre-mitigation. Air quality impacts during the implementation phase are rated similarly. 7.2.2 Surface Sound Expected noise emissions were calculated at a 15-meter distance over a 24-hour period for 33 types of mechanical equipment used for construction purposes and transportation of materials. Equipment noise emissions were obtained from the Handbook of Noise Assessment by the U.S. Federal Highway Authority (1975). Pile driving (impact device) represents the highest sound emissions producing 101 decibels at a 15-meter distance. The sound emissions were calculated for nine sound sensitive locations, which included two religious temples (see Section 7.5.4 - Cultural Heritage), two community residential sites, a school and three swift nesting caves (see Section 7.3.2 - Wildlife Resources). Results were compared against the national standard for noise emissions provided by the NEB announcement No. 15 (1997) which stipulates a safe sound limit of 70 decibels. The assessment of noise from construction activities averaged over a 24-hour period was categorized into the following three scenarios: • Construction activities of roads – noise emissions were estimated from 50.2 to 79.2 decibels which exceeds the safe noise limit for one environmentally sensitive area (Ban Laem Yang Community). o Installation of a metal sheet (2.8 m height x 100 m length) as a temporary sound-proof barrier to protect the Ban Laem Yang Community would reduce noise levels to 69 decibels which is below the safe noise limit. • Construction activities of bridge footings, interchange, and bridge (bored piles and driven piles) – noise emissions were estimated from 50.2 to 67.5 decibels which does not exceed the safe limit. • Transportation of construction materials – noise emissions were calculated for an average of 10 trucks per hour at a speed not exceeding 60 km/h. Noise emission estimates ranged from 48.9 to 57.6 decibels which does not exceed the safe noise limit. The sound impact of construction activities was assessed as negative with a low significance pre- mitigation. Noise emissions during the implementation phase were modelled based on forecasts of traffic volume for the years 2016, 2031, 2036, 2041 and 2046, ranging from 200 to 333 vehicles per day. The average sound level in a 24-hour period revealed the range of 50.1 to 67.5 decibels which does not exceed the safe noise limit for the nine sensitive sites. This negative impact was similarly assessed as a low significance pre- mitigation. 55 7.2.3 Underwater Noise and Vibration Construction activities in Songkhla Lake will result in underwater noise and vibration emission. Irrawaddy Dolphins are sensitive to noise impacts and an independent qualitative assessment of underwater noise (Wood, 2023) was therefore commissioned as part of the SLIP. The Draft underwater noise assessment identified underwater noise sources with potential to cause temporary or permanent threshold shifts and behavioral changes (that may have permanent impacts), in mid-frequency cetaceans. Pile installation during construction and structure-radiated noise during operation, were evaluated based on the worst- case levels that could be generated at the Irrawaddy dolphin habitat relative to the noise criteria established for the assessment. Marine animals are sensitive to underwater noise which can cause hearing damage, barotrauma, stress- related injuries, and behavioral disruptions. The specific injuries and impacts can vary depending on the species, their sensitivity to noise, and the conditions, intensity and duration of exposure. Irrawaddy dolphins are classified as mid-frequency (HF) cetaceans with a maximum hearing sensitivity of 56 dB from 40 kHz to 60 kHz. The assessment criteria relevant to this assessment were drawn from NOAA (2018). Noise sources considered in the assessment include: pile installation for bridge foundations during construction using the boring method; pile installation for temporary construction platform and temporary jetties which currently impact or vibratory driving method is considered and removal of piles using a vibratory extractor method; and traffic induced noise radiated from the bridge piers during operation. The noise level radiated into the water column is expected to be 180 dB re 1 μPa at 1 m for impact piling or 170 dB re 1 μPa at 1 m for vibratory piling.5 Removal of the piles using a vibratory extractor would generate noise levels of around 170 dB re 1 μPa at 1 m. The temporary construction platforms and temporary jetties will be installed during the first 4 to 5 months of the construction. The installation of piles for bridge foundations using an auger drill/boring method generating a non-impulsive vibration of approximately 162 dB re 1 μPa at 1 m6. Each pile installation for bridge foundations will require approximately two days of drilling and 760 piles will be installed over approximately 36 months. Lower- level underwater noise will be radiated from the submerged elements of the bridge during operation phase. Publicly available data indicates that underwater noise levels at 100m from a heavily trafficked road bridge could be 110 to 115 dB re 1 μPa7. Based on the precautionary assessment method applied, the assessment suggested that noise emissions generated during construction may be higher than the assessment criteria within a limited zone (300 m). An area known to be inhabited by Irrawaddy dolphins in Songkhla lake is approximately 8 km north of the proposed bridge location. However, the core area of dolphin activity was mapped based on relatively brief (24 hour) snapshots of acoustic monitoring. There is uncertainty about year-round ranging pattern of 5 CalTrans 2009 Technical Guidance for Assessment and Mitigation of the Hydroacoustic Effects of Pile Driving on Fish 6 NPL 2013 Scoping study: Review of current knowledge of underwater noise emissions from wave and tidal stream energy devices , National Physical Laboratory, Middlesex TW11 0LW UK 7 Shima et al Studying Underwater Sound Level Caused by Bridge Traffic in Lake Washington 176th Meeting of the Acoustical Society of America, Nov. 2018 56 Irrawaddy dolphins and they may move out of the core area, especially during the monsoon season. Irrawaddy dolphins within 300 m of the construction activities could be exposed to noise levels higher than the assessment thresholds during piling operations. Implementation of the precautionary mitigation measures outlined below would minimize the risk of Project-generated noise impacting the Irrawaddy dolphin population in Lake Songkhla. The noise levels that may be generated during operation should fall below the assessment criteria within 100 m. Before commencement of pile installation: • Demonstrate that Best Available Technology (BAT) is being used. Alternative piling methods that generate less underwater noise than the originally proposed impact piling must be used for temporary construction platform and temporary jetty installation. • Provide appropriately trained and equipped Marine Mammal Observers (MMOs) to detect dolphins either acoustically or visually and alert the construction crew about their presence so a work stoppage or delay in the commencement of piling activity can be triggered without delay according to a pre-determined protocol. MMOs require raised platforms for optimal visibility and equipped with Passive Acoustic Monitoring (PAM) and visual survey equipment (e.g., tripod mounted 25x binoculars) to maximize the detection of dolphins in the observation area. • Establish communication procedures between the MMO and piling crew, including a formal chain of communication between the observers and the person who can stop the piling operation. • Establish a mitigation zone (observation and shutdown zones). This is an area in which the MMO / PAM operative will monitor either visually and/or acoustically for marine mammals before piling commences. A distance of mitigation zone will be defined with inputs from dolphin experts. During pile installation: • Pre-piling search: The mitigation zone will be monitored visually and acoustically by MMOs for an agreed period prior to the commencement of piling. The pre-piling search duration will be a minimum of 30 minutes. • Delay if marine mammals are detected: Piling will not be commenced if marine mammals are detected within the mitigation zone and until 20 minutes after the last visual or acoustic detection. • Pause in piling: If there is a pause in the piling operations for a period of greater than 20 minutes, then the pre-piling search will be repeated before piling recommences. • Acoustic Deterrent Devices: The use of devices that have the potential to exclude animals from the piling area will be considered. Acoustic Deterrent Devices (ADDs) will be used in conjunction with visual monitoring. ADDs are a mitigation measure recommended in the ‘Statutory nature conservation agency protocol for minimizing the risk of injury to marine mammals from piling noise’. The pre-mitigation impact is negative and considered to have a substantial significance, while the residual impact significance is considered to have a moderate negative significance. 57 7.2.4 Terrestrial Vibration Construction activities that could cause terrestrial vibration include land work, soil excavation, drilling of bored piles, and use of heavy trucks for transportation of materials and equipment. The assessment of vibration impact from construction activities followed the Guidance Manual for Transit Noise and Vibration Impact Assessment of the U.S. EPA (2006). Data was applied for 11 types of machinery ranging from a pile driver (impact device) to a jackhammer and small bulldozer, with vibration effects (peak particle velocity or PPV) calculated at a distance of 25 feet (7.62 meters). Results were compared against the following standards: • National standard on Vibration Level to Prevent Impact to Buildings from NEB Announcement No. 37, B.E. 2553, which uses the following building categories: o Building type 1 (PPV = 10 mm/s): Factories and commercial buildings (office, warehouse, special and large buildings), o Building type 2 (PPV = 5 mm/s): Residential building, condominium, dormitory, sanatorium, hospital, place of study or building used for religious activity, and o Building type 3 (PPV = 2.5 mm/s): Ancient monuments, antiques, objects of art, national museums, or structures of any other nature that are not stable and strong but have cultural value. • German system for vibration impact to a buildings according to (Report DIN 4150:1999 by the Deutsches Institut für Normung, 1999). • British System Standard No. 5228 that assesses vibration effects on humans with tremors rated into four categories, namely: (i) Just perceptible; (ii) Perceptible in residential environments; (iii) Tolerated with advance notice in the event of construction activities; and (iv) Intolerable for any more than a very brief exposure. During the construction phase, the following activities will result in the highest levels of terrestrial vibration: • Use of vibratory rollers (compactors) for road construction, with PPV up to 0.78 mm/s. • Use of vibratory pile drivers for bridge construction, with PPV up to 0.228 mm/s. • Transportation of construction materials and equipment, with PPV from 0.017 to 0.68 mm/s. None of the construction-related vibration levels pose a threat to old buildings (type 3) as per the national standards, similarly when compared against the German standards. When compared against the British standards, the vibration effects might be just perceptible in residential environments but is lower than the level that will cause complaint or require prior notification. These vibration effects were assessed as negative impacts with a low significance pre-mitigation. During the implementation phase, vibration was assessed for 12 heavy vehicle types up to a weight of 50.5 tons driving at speeds from 45 to 80 km/h. The maximum PPV ranged from 0.008 to 0.34 mm/s, 58 which does not present a threat based on the national, German or British standards. This was similarly assessed as a negative impact with low significance pre-mitigation. 7.2.5 Surface Water Quality During the construction phase, the water quality of Songkhla Lake will likely be affected by increased turbidity and sediment buildup caused by soil erosion from construction sites. The impact would be temporary but highest during the rainy season when there is increased water runoff. Water quality could also be impacted by wastewater drainage from construction camps and site offices, which could include incorrectly treated sewage and solid waste from improper disposal. However, the negative impact from waste and wastewater has a low significance. Water quality could also be affected through contamination of oil from the cleaning of equipment and machinery but will be mitigated and no significant impacts are anticipated. Water quality could be affected by boats and barges using temporary harbors established on each side of the bridge, however no significant impacts are anticipated. During the implementation phase, regular bridge maintenance, special maintenance, rehabilitation, or emergency works are not expected to impact water quality. Oil leakage from vehicles using the bridge could result in oil washing into water sources, however most vehicles are regularly maintained and the probability of oil leakage from vehicles is low. Additionally, the bridge design includes a system to enable the capture of oil spills or hazardous materials before it passes into the lake (Section 4.2.3 - Project Design Drainage). No significant impact to water quality is therefore expected during implementation. 7.2.6 Geology and Earthquakes There are no geological fault lines in the project area, but the earthquake intensity has a 10% probability of exceedance in 50 years according to the geological conditions. The Songkhla Lake bridge is designed to safely resist seismic events of earthquakes during the implementation phase without significant damage that endangers the stability or capability of support structures to hold the weight of the bridge. The following standards have been followed to achieve an earthquake-proof design: • Standard on Designing Building to Withstand Seismic Waves of the Department of Public Works and Town & Country Planning, Ministry of Interior, B.E. 2564. • Manual on Bridge and Road Design to Withstand Seismic Waves of the Department of Highways, Ministry of Transport, B.E. 2559. The risk of earthquakes during the implementation phase is assessed as a negative impact with low significance. Seismic activity during the construction phase could have consequences but the severity of this impact has not been determined. 7.2.7 Soil and Erosion During project construction, there is a low risk of soil erosion as the terrestrial landscape represents a coastal plain without steep slopes. However, soil excavation and removal of plant cover could lead to temporary soil degradation and erosion. Soil will be excavated for construction of the bridge foundation and for connecting roads and erosion could occur from the road surface during rainfall events prior to the 59 completion of soil levelling and compaction. Approximately 43,000 cubic meters of excavated soil involving 2,870 truck loads will be removed from the lake for drilling bridge foundation piles. Soil heaps will accumulate while awaiting removal, but temporary drainage and sediment traps will be implemented to minimize sediments flowing into the lake. This is assessed as a negative impact with low significance pre-mitigation. No significant impacts to soil and erosion are expected during the implementation phase due to the level topography and low soil erosion risk. 7.2.8 Drainage and Flood Control Many small streams and channels drain into the lake, while outflow is controlled by a large sandbar that extends into the Gulf of Thailand. The inflowing streams introduce sediments which settle and reduce the depth (shallowness) of the lake. This is considered a natural process. Construction works carried out in the lake will not impact the drainage. Construction works on land will involve levelling works for connecting roads, construction of a spillway and compaction. Erosion sediments and branches falling into the water could obstruct water flow. Transportation of materials will occur on existing roads and not impact drainage. The construction phase impact to drainage and flood control is expected to be negative with low significance pre-mitigation. No impact to drainage and flood control is expected during the implementation phase. 7.2.9 Oceanography and Coastal Erosion During the construction phase temporary harbors will be built on each side of the lake and temporary platforms built for the bridge construction process. These temporary structures will be dismantled at the end of construction. A detailed modelling of flow of currents was conducted and confirmed through onsite readings. Results reveal that construction of the temporary harbors and platforms will not result in any noticeable changes in water flow velocity or direction during low or high tide. Soil particle size was analyzed and fine clays at a depth of 7 meters (Section 6.1.5 – Soils and Erosion Baseline) have the greatest potential for dispersion during drilling and dismantling of piles. Modelling of sediment dispersal revealed a dispersal range from 87 to 114 meters during low tide and 72 to 95 meters during high tide. Sediment dispersal patterns returned to normal conditions within 15 minutes after pile drilling is completed in the absence of mitigation (sediment curtains). The oceanography effects during the construction phase were therefore assessed as a negative impact with low significance. Oceanography modelling has revealed the bridge pier structures will have no effect on water current velocity or direction of flow during the implementation phase. Bridge pier structures will not affect benthic erosion in the area around their base or at banks of the lake, and there is no implementation impact. 60 7.3 BIOLOGICAL ENVIRONMENTAL RESOURCES 7.3.1 Forest Resources Some trees will need to be cleared for the project. Most of these trees occur on Songkhla side of the lake, with a few trees needing to be cleared on the Phatthalung side. The affected trees are planted and include rubber trees, oil palm, fruit trees and trees with edible leaves used for intercropping in the rubber plantations. The affected habitat can be considered a modified habitat with limited conservation value and the primary impact is the lost benefit to people which can be compensated. The quality of logs is suitable for firewood and charcoal with a value of approximately 30,000 Bhat. A negative impact will occur during the construction phase which is estimated to be of low significance pre-mitigation. There will be no impact during the implementation phase. 7.3.2 Wildlife Resources Construction activities will result in considerable movement of trucks and boats, presence of construction workers and noisy activities that will have a disturbance effect on wildlife. However, construction activities are not life-threatening to wildlife and affected species have the ability to adapt and/or temporarily escape from the area. The negative impact on wildlife is expected to have a low significance pre-mitigation. There will be no construction impact to species of stakeholder concern as per the following findings: • The construction sites are not used by otters and construction activities will not fragment their habitat or significantly affect their movement. • Construction activities will not impact the nesting habitat of the Edible-nest Swiftlet, neither will there be any impact to their foraging area or behavior. There will be regular traffic movement in and out of the area during the bridge operation, but with less disturbance than experienced during the construction period. Wildlife will adapt to the presence of the bridge, be able to express normal behaviors and no significant disturbance is anticipated. The negative impact on wildlife during the implementation phase is considered to be of low significance pre-mitigation. 7.3.3 Aquatic Ecology and Fisheries Construction activities including soil excavation, construction of bridge piers, and approach slabs could impact water quality in the Songkhla Lake resulting in increased turbidity of suspended sediments. Wastewater drainage and solid waste from construction camps, site offices and construction sites could lead to contamination of oil and other substances. These negative impacts will be mitigated through locating construction camps away from water sources and appropriate waste management and the effects on surface water sources are perceived to be of low significance pre-mitigation. Reduced water quality could affect aquatic life and disrupt food sources of Irrawaddy Dolphins. However, most project activity will occur during the dry season with less impact on water quality than during the rainy season. Impacts on aquatic ecology resulting from reduced water quality are estimated to be moderately negative. Negative construction impacts on fish and aquaculture are expected to be temporary and of low significance pre-mitigation. 61 During the implementation phase, movement of vehicles could affect the quality of surface water sources from oil spills from cars into Songkhla Lake, although the impact is expected to be low. No subsequent impact on the aquatic ecology is expected. Conditions for fishing and aquaculture are expected to remain the same during the project implementation phase when cars can travel on both sides of the bridge and no impact to fisheries and aquaculture are expected. 7.3.4 Priority Species (Irrawaddy Dolphin) Construction of the bridge will involve boring, vibratory or impact pilings that cause underwater noise. Sound travels further and faster through water than through air and can impact the behavior of dolphins through disrupting their communication and hunting ability. An assessment of the impact of underwater noise, using precautionary approach, reveals that underwater noise from Project activities could exceed the assessment thresholds within a limited zone (300 m) during piling activities (Section 7.2.3 – Underwater Noise). Use of boats, barges and cranes will add to the underwater noise. There is the occasional risk of Irrawaddy dolphins being hit by boats or a propeller if they stary outside of their home ranges. The construction method allows the free flow of water currents and will not impact the movement of fish or other food sources on which the dolphins depend. The oceanography and erosion analysis found there would be no significant change to water flow and sediment dispersion will be localized although silt curtains will be installed and will reduce this impact. The core area occupied by Irrawaddy Dolphins within Songkhla Lake is 8 to 10 km away from the bridge construction site (Figure 12). There is uncertainty about year-round ranging pattern of Irrawaddy dolphins and they may move out of the core area, especially during the monsoon season. Irrawaddy dolphins within 300 m of the construction activities could be exposed to noise levels higher than the assessment thresholds during piling operations. Implementation of the precautionary mitigation measures outlined in Section 7.2.3 – Underwater Noise would minimize the risk of Project-generated noise impacting the Irrawaddy dolphin population in Lake Songkhla. The overall impact to Irrawaddy Dolphins during the construction phase is rated as a substantial negative impact pre-mitigation based on a precautionary assessment. Activities during the implementation phase of the bridge will have a reduced intensity compared to the construction phase. The bridge pier structures will not affect the flow of water currents, cause erosion or affect the benthic fauna or other components of the food chain. The noise levels that may be generated during operation should fall below the assessment criteria within 100 m. MF cetaceans such as the dolphins are expected to become accustomed to this noise if present in the vicinity. The negative impact to Irrawaddy Dolphins during the implementation phase is expected to be of low significance. Irrawaddy Dolphins are a critical habitat feature and additional conservation measures will be supported through implementation of a Dolphin Conservation Action Plan to achieve a net gain for the Songkhla Lake sub-population of Irrawaddy Dolphins in response to the impacts from the construction and implementation phases (see Section 6.2.6 – Critical Habitat Determination). 62 7.3.5 Wetlands Impacts during the construction phase that could affect the wetland ecosystem include the construction of bridge footings, drilling of bridge pier structures, and sediment dispersion from construction activities. The bridge will be a permanent structure but will not fragment or obstruct the connection of wetland ecosystems. Water and aquatic ecology in Songkhla Lake is expected to flow normally. The negative impact during construction is estimated to have moderate pre-mitigation significance. During the implementation phase, the movement of vehicles could cause dust, exhaust, oil spills into the Songkhla Lake. All vehicles will be maintained and undergo annual checks and the probability of an oil spill is low and the bridge is designed to collect waste water in the event of a spill. The bridge will be vacuum cleaned at least once a week to minimize the effects from dust and other stains. The negative impact is estimated to be of low significance. 7.4 HUMAN USE 7.4.1 Land Use Activities during the construction phase will comprise establishment of temporary facilities, land for materials storage, preparation of the temporary route, water drainage, soil excavation, asphalt work, construction of structures, and public utilities management. Activities will directly affect the land use on both sides of the bridge, with loss of 1.4 rai (0.224 ha) and 3.5 rai (0.56 ha) on the Phatthalung and Songkhla sides respectively. This negative construction impact is assessed with a low significance pre- mitigation. The presence of the bridge will strengthen transport networks between Phatthalung and Songkhla Provinces and elevate the safety standard for public transportation during the implementation phase. The bridge is expected to attract more tourists in the area, resulting in more entrepreneurs to build restaurants or small resorts around the areas of Songkhla Lake. A positive implementation impact is expected. 7.4.2 Land Transportation The analysis of land transportation describes the transportation impacts to the following roads: • Highway no. 4 – north-south highway passing through Phatthalung city, • Highway No. 406 – links Highway no. 4 to the coast south of the bridge (Songkhla Province), • Highway No. 408 – north-south road following the coastline, • Highway No. 414 – east west road south of the lake passing through Songkhla city, • Local Highway No. 5050 – around the northern edge of Songkhla Lake, and • Project roads (bridge across Songkhla Lake with 2 traffic lanes). During the construction phase, the transportation of materials, machinery and other equipment will result in an increase in the traffic volume on the existing road network, which will result in a greater risk of accidents. Payloads are not expected to exceed 25 tons but are heavy and will cause an increased rate of 63 deterioration of the current road network. Heavy project vehicles will be slow which will increase the inconvenience in terms of traffic flow and commute of road users resulting in further escalation of traffic volumes. This negative construction impact on land transportation has a moderate significance pre- mitigation. During the implementation phase, there will be an increase in the capacity of the road network to support traffic, which is considered a positive impact. 7.4.3 Water Transportation A temporary platform will be installed for construction of the main span of the bridge measuring 300 meters in length which will cause some obstruction to water transportation in the lake. Four barges will be required to transport construction materials and machinery, and temporary harbors will be constructed on either side of the lake to load these barges. The construction works may cause obstructions, and small boats will need to take precautions when passing these barges and structures, but navigation through the lake will not be hindered. The negative impact of the construction phase on water transportation is assessed as a low significance. Once construction works are completed, the passageway between the bridge pier structures ( 40 meters to 120 meters wide) will not obstruct the passage of boats. The dredging vessels of the Marine Department can use the passage in the water channel which measures 120 meters in width and 18 meters in height. The negative implementation impact to river transportation has a low significance. 7.4.4 Public Utilities and Infrastructure Public utilities are present along the construction route and vulnerable to impact. Preparation works prior to construction will require relocation of towers, electric power lines and drainage pipes and will cause a temporary disruption in public utilities service in the project area. However, these effects will be temporary and the negative construction phase impact to utilities is expected to be of low significance pre-mitigation. During the implementation phase, maintenance works will improve the safety of road users and will not require the relocation of public utilities and no significant impact is expected. 7.5 QUALITY OF LIFE VALUES 7.5.1 Socio-Economic and Cultural Conditions Construction of the project does not cut through community areas and no direct impact on community structure is expected. Construction works may cause inconveniences from time to time in transportation, visiting friends or joining cultural events, but the effects will be temporary. Construction works are expected to have a positive impact on the local economy. There will be 264 workers over a three-year period and their spending in local shops will increase the local cash flow. Construction workers will be split evenly between camps located in Phatthalung and Songkhla Provinces. Arguments could arise between local residents and workers due to cultural differences, lack of workers’ discipline, or project staff from other areas. Risks of conflict are highest during the preparation and early construction phase, 64 as residents could be wary of change. However the contractor will be obligated to supervise workers and apply discipline to prevent conflict with the local community. The negative construction impact is expected to have a low significance pre-mitigation. During the implementation phase, the bridge will not affect the social structure of the community. The bridge will bring an increasing volume of traffic to the area and encourage development in freight and tourism with many benefits to the local economy. Maintenance of the bridge will be the responsibility of the DRR and no conflicts with the local community are expected. The implementation impact is expected to be positive. 7.5.2 Community and Workers’ Occupational Health Community and occupational health risks have been assessed against the following twelve impacts identified within the EIA: • Air quality – demolition, drilling, earth moving, use of heavy machinery and other construction activities result in dust, CO and NO2 emissions. Air quality emissions do not exceed minimum standards however air quality could impact physical health and mental health of construction workers and residents within 500 m of activities. • Noise – exposure to excessive noise can lead to temporary or permanent hearing loss, it can also affect mental health through disrupted sleep patterns and increased stress. Operation of large machinery will exceed the general noise level standards. The mental and physical well-being of workers is at risk if they are exposed to high noise levels for several hours a day. Lam Yaang Village could be exposed to noise levels that exceed the standards and the mental and physical well- being of residents within 500 m of construction activities could similarly be at risk. • Vibration – prolonged exposure to high vibration levels can impact physical health resulting in symptoms such as abnormal posture, dizziness, nausea, loss of appetite, blurred vision, and muscle fatigue accompanied by muscle pain. Mental health symptoms can include feelings of irritation and agitation. Construction workers may experience prolonged exposure to vibration; however communities are unlikely to experience acute impacts. • Water Quality – contamination of water sources can lead to gastrointestinal and liver diseases and dermatological conditions. Mental health can be affected through a sense of insecurity regarding water usage for consumption and daily activities. The project area has a low risk of soil erosion but contamination could occur from accommodation facilities (toilets) and construction activities. • Occupational Health Risk (work-related accidents and illnesses and unsuitable and unsafe working conditions and environment) – construction activities will require a labor force of 264 workers that will be using large machinery, sharp tools, electrical equipment, cutting and welding work and drilling. Engaging in such work without proper caution, lack of expertise, or using defective machinery or equipment can result in injuries ranging from minor wounds to bone fractures, organ damage, or even fatal incidents. These risks can affect mental health and raise the burden on health care facilities in the project area. 65 • Influx of migrant workers – if medical personnel and healthcare facilities are insufficient or absent, an influx of migrant workers could compete with the health care needs of local workers and residents. An influx of migrant workers could lead to the outbreak and spread of new diseases or increased drug-related offences. The management of migrant workers is contained in the Labor Management Procedures (LMP) that adopted comprehensive national legislation on migrant workers and contained a Sample Code of Conduct and procedures for the management of workers’ camps vis-a-vis the health and safety of surrounding communities. • Adequacy of personnel and medical and healthcare facilities – insufficient capacity to manage patient needs can result in adverse consequences to physical health, mental health and other social impacts such as the provision of services to the community. There is a moderate shortage of medical personnel and equipment in the project area and the risk is assessed as moderate. • Traffic accidents – can lead to injuries or fatalities of individuals commuting due to the use of transportation routes within the project area and affect mental health through increased anxiety during travel. Many accidents occur due to reckless driving behavior. Transport of materials and construction work will increase the volume of vehicles and raise the risk of accidents. • Waste management – improper disposal of waste can result in an increase of disease vectors such as flies, mosquitoes and rats leading to increased physical illness such as typhoid and hepatitis, and an impact on mental health for construction workers and nearby residents. • Water supply - Water scarcity leads to physical weakness and increased stress and anxiety affects the physical and mental well-being of individuals. If the healthcare system in the construction area is not well-organized, it may lead to water shortages. COVID-19 pandemic - workers may face a risk of contracting the COVID-19 virus due to close proximity to others on construction sites and difficulty in maintaining physical distancing measures. Examples include work in confined spaces, shared transportation to and from the site, and communal living arrangements. These activities could spread the risk to nearby residents. Each of the above risks during the construction phase was individually assessed but each impact resulted in a moderate significance (pre-mitigation) to community and workers occupational health. Community occupation health during the implementation phase was assessed for residents within a 500- meter radius of the project route. The assessment investigated the impacts resulting from the presence of road traffic caused by air quality, noise, vibration and traffic accidents. Impacts were assessed to have a moderate significance (pre-mitigation) for each parameter. 7.5.3 Accidents and Safety The relocation of public utilities, development of access roads and transportation of heavy machinery and equipment could cause accidents resulting in injuries, deaths, and loss of assets for road users and pedestrians throughout the construction phase. Other construction activities such as worker’s camps, concrete plant, asphalt plant, maintenance facility, land-based bridge components and others are concentrated in the project area and will not impact the safety of road users or pedestrians. The risk is 66 temporary but the consequences are severe and the negative impact is assessed as a moderate significance. Construction workers may be exposed to toxic gases such as methane (CH4), carbon dioxide (CO₂) and hydrogen sulfide (H₂S) but there will be no work within confined spaces. Comprehensive occupational health safety measures will be implemented to prevent and reduce the occurrence of accidents. During implementation of the Songkhla Lake Bridge will create connectivity, elevate the safety standard of the transport network and shorten the transportation distance and time between Phatthalung Province and Songkhla Province. This will reduce the likelihood of accidents from land transport for the general public resulting in a positive impact. However there will be increased traffic and more caution required in use of the roads when driving through community areas and drive according to the speed limit. 7.5.4 History and Archaeology Project impacts on air quality, noise and vibration have been modelled for two religious sites at the Phatthalung and Songkhla sides (Section 7.2.1 – Air Quality Impact) and have a negative impact of low significance pre-mitigation. During the implementation phase there will be some disturbance on this tangible cultural heritage from noise, vibration and dust, but are similarly expected to have a negative impact of low significance pre-mitigation. No impacts to intangible cultural heritage are expected. The project has however incorporated intangible cultural heritage into the Project design. Section 4.3 (Architectural Design) explains how the Songkhla Bridge has been inspired by the Nora dance which is a long-standing indigenous culture of both Phatthalung and Songkhla provinces and unique to Thailand. 7.5.5 Scenery, Aesthetics and Tourism The Songkhla Lake Bridge is designed to be aesthetically appealing. The main bridge column design is inspired by Nora dance characteristics and will create a landmark to encourage tourism in the Phatthalung and Songkhla provinces in addition to strengthening transport connectivity. Opinions on the bridge design were sought from prominent academics and 264 members of the Association of Siamese Architects (ASA). There were no objections to the project layout, instead the bridge is seen to be appropriate, artistic and naturally beautiful. Once completed, the bridge route will follow the sea-level horizon in harmony with nature. The majority of ASA members saw great potential for the bridge to serve as a new landmark and to be developed as a tourist attraction. During the construction phase, there will be cutting of trees, embankment, soil compaction, digging, construction of bridge, piles of construction materials and machinery that could look unpleasant and dirty. However these effects can be mitigated through applying appropriate standards on construction site cleaning and the negative impact has a low significance. The landscaping along the connecting roads will be enhanced by planting trees and grass. There is a plan to build a Sala (open pavilion) as a rest area in the project route and build a Nora sculpture at the junction. 67 Therefore, the project is expected to have a positive impact on the scenery, aesthetics and tourism with a moderate significance. 7.6 RAPID CUMULATIVE IMPACT ASSESSMENT (RCIA) The primary goal of the rapid cumulative impact assessment (RCIA) is to assess and evaluate the contribution of the Project to cumulative impacts on selected Valued Environmental and Social Components (VECs) in combination with other projects and activities within defined spatial and temporal boundaries. The approach follows the IFC Good Practice Handbook on Cumulative Impact Assessment Guidance for the Private Sector in Emerging Markets, which includes: • Identification of VECs that may be cumulatively impacted in the areas potentially affected by the Project, based on the feedback received during stakeholder consultation, gaps identified from the project’s EIA review and additional information obtained from other the relevant literature sources; • Definition of spatial and temporal boundaries of selected VECs; • Identification of other existing and proposed projects, as well as external environmental and social stressors, that could have cumulative impacts on selected VECs; • Assess cumulative impacts on each VEC; • Determine the significance of each cumulative impact; and • Suggest a management framework for the integrated management of potential cumulative impacts. The following three VECs were selected for the Songkhla Lake Bridge CIA: • Fishing Livelihood, • Water Quality, and • Irrawaddy Dolphin. Spatial and temporal boundaries were identified for each VEC as in Table 10 and Figure 14. Table 10 Identification of Spatial Boundary for each VECs Valued Environmental and Spatial Boundaries Social Components (VECs) Fishing Livelihood The spatial boundary relevant to the livelihood of fisherfolk encompasses the entirety of Songkhla Lake, including Thale Noi and Thale-Luang Non-hunting areas (upper and middle lake), and the lower lake. Songkhla Lake Water Quality The spatial boundary pertinent to the water quality of Songkhla Lake encompasses the entire lake, which includes Thale Noi, Thale-Luang (upper and middle lake), as well as the lower lake. Additionally, the watershed area in the upper and middle lake, which serves as the source of discharged pollutants, is also included. Irrawaddy Dolphin The spatial boundary pertinent to the Irrawaddy Dolphin is limited to Thale- Luang, specifically the upper and middle lake, as this area serves as their primary habitat. 68 Figure 14 Spatial boundaries of the Cumulative Impact Assessment The temporal boundary of the CIA encompasses the entire 30-year period of the project's operation. Additionally, the historical temporal boundary of the available information necessary for the RCIA covers at least the past ten years. 7.6.1 Selection of Other Projects and Activities The identification of other projects and activities that could potentially impact VECs was derived from Provincial Development Plans B.E.2566-2570, the Royal Thai Irrigation Department's Provincial Watershed Development Master Plans and the DRR development projects. Additional development projects in both provinces were identified from publicly available information to ensure the comprehensive inclusion of relevant projects within the project's scope. Three projects were identified, namely an airport, a high-speed train and an irrigation system (Table). Although dredging of the navigation channel in Songkhla Lake is being considered by the Harbor Department, no decision has been made yet and consequently this project was not included in the RCIA. 69 Table11 Projects Identified for the Rapid Cumulative Impact Assessment Project Institution Description Location Dates Status Phatthalung Aviation Phatthalung Airport, underwent a Phatthalung 2026 Feasibility Airport Authority of feasibility study in the middle of 2021, Rice Research Study Thailand, has already been allocated a Center (Kuan Ministry of construction position. An EIA study will Prao) by Transport be conducted. A suitable construction Songkhla Lake site has been identified in Phatthalung Province, near to Songkhla Lake. High-speed Ministry of The high-speed train project, spanning 970 Bangkok to 2037 Executing train project, Transport km from Bangkok to Padang Besar, will Padang Besar from feature 12 railway stations, including with stops in Bangkok to those in Phatthalung Province and Hat Phatthalung and Padang Yai District in Songkhla Province. The Songkhla Besar train is anticipated to launch in 2032, with the project being divided into two phases: Phase 1 will be from Bangkok to Hua Hin and is expected to commence operations in 2032. Phase 2, which covers Hua Hin to Surat Thani to Padang Besar, is expected to start operations in 2037. Irrigation Royal According to the 20-year irrigation Phatthalung 2018 - Executing System Irrigation development plan (2018-2038), there Province 2038 and Developmen Department, are 45 potential water resource planned t. Projects Phatthalung development projects, including 19 Province medium-sized projects and 26 small- scale projects. Upon completion, the projects will be able to store an additional 16.42 million cubic meters of water and increase the irrigation area by 116,560 rai, with a total cost of 8,809.5000 million Baht. 7.6.2 Baseline Status of VECs Fishing Livelihoods The local population in this area comprises entirely of local people who have diversified their occupations beyond fishing. The region's rich and varied natural resources enable them to engage in activities such as fishing, charcoal burning, palm sugar weaving, animal husbandry, pottery, gardening, and irrigation. However, there are certain communities that have historically been fishing communities and continue to rely primarily on fishing for subsistence or household consumption. Three types of fishers have been identified: • Fishing as a primary occupation; • Fishing as a main occupation supplanted by employment; and 70 • Combined fishing with other economic activities on Songkhla Lake. In 2010 - 2011, a total of 11,193 households depended on fishing in Songkhla Lake. There has been a declining trend in the population of fisher folk within the Songkhla Lake watershed, possibly due to the deterioration of aquatic animals in the lake. This decline in fishery productivity has made fishing less economically viable, leading to insufficient income for a sustainable livelihood. Consequently, a significant number of fishers are compelled to pursue alternative careers. Many are forced to migrate and seek employment outside their community, particularly in factories and they often become low-income workers. (Narit Duangsuwan 2007). The declining fishery resources and inadequate household incomes has resulted in an increase in female participation in the industry. Additionally, globalization has fueled the desire for higher incomes among fishermen, enabling them to meet the growing needs of themselves and their families, thus striving for greater social equality (Pengnoo & Paduka, 2007). Furthermore, the fluctuation in the number of fishers in each area is also influenced by seasonal factors. For instance, during the rainy season when fish populations are abundant, there is an increase in the number of households engaged in fishing. Conversely, during periods of low aquatic animal availability, fishers may seek alternative occupations to sustain their livelihoods. In recent years, the Department of Fisheries has implemented measures to enhance the aquatic ecosystem in Songkhla Lake. This includes the deliberate release of high-value aquatic species such as giant freshwater prawns, black tiger prawns, and banana shrimps. Additionally, efforts have been made to establish conservation areas for aquatic animals and regulate the use of fishing gear that may be detrimental to their reproduction. As a result of these initiatives, the fishing community has experienced an increase in their income levels. Despite these efforts, overfishing and a continued deterioration of the aquatic ecosystem has reached a critical point, affecting the livelihoods of local fishers. As a result, once- thriving fishing communities like Thale Noi now see a dwindling number of individuals engaging in the trade, with many forced to turn to alternative low-income occupations. The lack of proper attention to the root causes of the declining fish stocks is the primary reason for this situation. Water Quality Latest 2021 water quality data for Songkhla Lake show mixed results across the upper, middle, and lower parts. Water quality in the upper lake is rated as bad, in the middle lake it is rated as good and in the lower lake it is rated as fair to bad. A 2004 study on the Songkhla Lake Watershed area found that the distribution of BOD loading was as follows: agricultural lands accounted for 67%, community areas for 16%, pig farms for 8%, shrimp farms for 8%, and factories for 1%. Agricultural land was identified as the main source of BOD loading, reflecting its dominant presence in the watershed area. This could account for the low water quality in the upper lake due to discharges from pig farms, shrimp farms and communities. Wastewater treatment across the lake is also variable. In Phatthalung Province, the total amount of wastewater generated is approximately 78,409 cubic meters per day, comprising 46,749 cubic meters of municipal wastewater per day and 31,660 cubic meters of wastewater in the area of the Subdistrict Administrative Organization. There is only one wastewater treatment but it is currently not operating. 71 Songkhla Province generates approximately 215,395 cubic meters of wastewater per day, which is produced by urban communities in 48 municipal locations (approximately 128,496 cubic meters per day) and 92 Subdistrict Administrative Organization levels (approximately 86,899 cubic meters per day). There are two municipal wastewater treatment systems in Songkhla Province. Both meet wastewater discharge requirements. Irrawaddy Dolphin The Irrawaddy Dolphin (Orcaella brevirostris ) in Songkhla Lake is listed on the IUCN Red List as Critically Endangered (CR). A unique subpopulation of Irrawaddy Dolphins survives in the Songkhla Lake, which is estimated to consist of 14 individuals. There is a low level of certainty on the size of the Irrawaddy Dolphin population within Songkhla Lake as these dolphins are difficult to count due to their elusive behavior, the murky water of the lake and the large surface area of the lake. The current age and sex structure of the population is unknown. Baseline data on the status of the Irrawaddy Dolphin are provided in Section 6.2.4 (Priority Species - Irrawaddy Dolphin). Irrawaddy Dolphin numbers in Songkhla Lake are declining for the following reasons: • Entanglement in fishing gear due to use of gill nets, particularly the large nets targeting Mekong Giant Catfish. Large gill nets were prohibited in 2013 and a subsequent drop in mortality rates suggests this ban may have been effective, although the use of other fishing gear continues to present a threat. • The water quality of the Songkhla Lake is declining. Water gates constructed by the Royal Irrigation Department prevent saltwater from flowing into Songkhla Lake and the lake is gradually becoming less saline. However isolated Irrawaddy Dolphins populations thrive elsewhere in freshwater and the declining salinity within Songkhla Lake is not considered a threat to the subpopulation (Brian Smith, personal communication). • Sedimentation is causing the lake to gradually become shallower. Irrawaddy Dolphins require deep pools and are largely restricted to an area of 100 km² in the northern part of the lake. The Dolphin Conservation Plan includes the scope for a study to investigate the primary causes and rate of sedimentation and declining water depth of Songkhla Lake and identify actions to address this issue. • Inbreeding has been suspected as a threat due to the small, isolated population, however a recent study has revealed the genetic diversity of the population remains high.8 • Fish populations have declined within Songkhla Lake and a shortage of food has been suspected as a threat to the Irrawaddy Dolphin population. However, photographs of live dolphins do not suggest they are underweight, post-mortems of dolphin carcasses have revealed they are not emaciated, and no deaths have been attributed to malnutrition (dolphin advisor, personal communication). 8 Budi, T., Piyapattanakorn, S., Kreb, D., Yuda, P., Ninwat, S., Hardwises, P., Prachamkhai, P., Senanan, W., Thongsukdee, S., Phavaphutanon, J. and Klinsawat, W. 2022. Mitogenomes provide insight into complex evolutionary history of freshwater and coastal Irrawaddy dolphin (Orcaella brevirostris Gray, 1866) in Thailand and Indonesia. Agriculture and Natural Resources, 56: 583-596. 72 7.6.3 Management of Cumulative Impacts Fishing Livelihood Project: During construction, impacts to fisher livelihoods could be affected through impairments to water quality including increased turbidity and sedimentation, improperly treated wastewater, spills and leaks from equipment and vehicles/boats. Other Projects and Activities: Construction of the airport, high-speed train and irrigation facilities could impact water quality of Songkhla Lake through increased sedimentation, discharge of pollutants due to machinery operation and wastewater inputs from construction camps and from wastewater discharges during operation. Water quality will continue to be affected by runoff from inputs from agricultural, domestic sewage and industrial effluent. This is anticipated to increase due to the increased levels of tourism expected and the current inadequacy of sewage treatment and solid waste management facilities. Continued impairments to the water quality of Songkhla Lake will affect fisheries resources and the livelihood of fishers who depend upon sustainable fish harvests. Overfishing is also another activity that impacts fish harvests. Significance of Cumulative Impact: Medium Management Measures: As discussed below, it is imperative for the protection of the Irrawaddy Dolphin that all future use of large gill nets be curtailed in Songkhla Lake. This will require a compensation program for fishers that may include skill retraining to other productive activities. Improvements to water quality are required to improve wastewater treatment and solid waste management facilities and working with industrial and agricultural operators to reduce untreated discharges to Songkhla Lake. Water Quality Project: During bridgeconstruction, the water quality of Songkhla Lake will likely be affected by increased turbidity and sedimentation caused by soil erosion within construction sites. The impact would be temporary but highest during the rainy season when there is increased runoff. Water quality could also be impacted by wastewater drainage from construction camps and site offices, which could include incorrectly treated sewage and solid waste from improper disposal. Water quality may also be affected through oil contamination from vehicle, boat and equipment maintenance. Other Projects and Activities: Construction of the airport, high-speed train and irrigation facilities could impact water quality of Songkhla Lake through increased sedimentation, discharge of pollutants due to machinery operation and wastewater inputs from construction camps and from wastewater discharges during operation. Water quality will continue to be affected by runoff from inputs from agricultural, domestic sewage and industrial effluent. This is anticipated to increase due to the increased levels of tourism expected and the current inadequacy of sewage treatment and solid waste management facilities. 73 Similarly, operational activities of the airport, high-speed train, irrigation projects in combination with domestic and industrial effluents and non-point agricultural discharges could lead impaired water quality unless not properly treated. Significance of Cumulative Impact: High Management Measures: Measures to reduce cumulative impacts to water quality include: (a) sediment control measures during construction; (b) ensuring proper maintenance of vehicles, boats and equipment; (c) capture of any oil spills or hazardous materials before it enters the lake; (d) improving wastewater treatment facilities; (e) improving solid waste management procedures so no more waste is disposed in the lake; (f) working with agricultural users to reduce runoff to the lake; and (g) set up a regional water quality monitoring and management authority to manage cumulative impacts to water quality. A study to identify the causes and develop strategies to address issues related to pollution of Songkhla Lake will be supported by the Project. Irrawaddy Dolphin Project: Project impacts during bridge construction due to noise could result from pile driving. The core area occupied by Irrawaddy Dolphins within Songkhla Lake is approximately 8 km away from the bridge construction site. However, dolphins may move out of the core area, especially during the monsoon season. This impact can be mitigated through use of Best Available Technology such as auger drilling for bridge permanent structure and use of piling method that has less impacts from underwater noise on Irrawaddy Dolphins than impact driving for installation of temporary construction platform and jetties. Implementation of mitigation measures in Section 7.2.3 (Underwater Noise Assessment) and 7.3.4 (Priority Species (Irrawaddy Dolphin) could minimize potential impacts. Use of boats, barges and cranes will also add to underwater noise. There is also a potential for project vessels of a collision or propeller strike. Noise impacts from operation of the bridge are below the behavioral response threshold for dolphins and they are expected to become accustomed to this noise if present. Other Projects and Activities: Construction of the airport, high speed train and irrigation systems can result in increased noise levels and disturbance to dolphins. Similarly, construction impacts could impede water quality resulting in increased sedimentation, lack of wastewater treatment and improper solid waste disposal. Increased human presence due to more tourist arrivals could also cause sensory disturbance impacts to dolphins. The greatest potential impact to dolphins is entanglement in gill nets. Significance of Cumulative Impact: High Management Measures: Management measures to reduce cumulative impacts to dolphins include: (a) implementation of mitigation measures proposed in Section 7.2.3 (Underwater Noise Assessment) and 7.3.4 (Priority Species (Irrawaddy Dolphin including implementing a shutdown protocol for underwater operations when dolphins are sighted; (b) elimination of gill nets and compensation of fishers; (c) improving land use practices to reduce sediment inputs; (d) improving wastewater treatment and solid 74 waste measures; (e) improving monitoring and surveillance of dolphins in the lake; and (f) implementation of the Dolphin Conservation Plan which goes beyond project impacts to achieve net gain outcomes. 7.6.4 Summary of Management Measures and Project Capacity to Influence The following table presents an overview of the management measures proposed for addressing cumulative impacts to the three VECs with an assessment of the project’s capacity to address those measures. Table 12 Management Measures and Project Capacity to Influence Management Measures Applicability to VEC Project capacity Fisherfolk Water Irrawaddy to address or Livelihoods Quality Dolphin influence Prohibit harmful fishing gear Yes Yes High – covered Compensation programs for fisherfolk Yes Yes in DCP Wastewater and Solid waste management Yes Yes Yes Moderate – Improved maintenance of vehicles, boats and equip. Yes mitigated for Capture oil spills or hazardous materials Yes project impacts Improve land use practices to reduce agricultural Yes Yes Yes Low – Project runoff has low Establish a Regional water quality monitoring and Yes influence management authority Sediment control measures during construction Yes High – covered Protect Irrawaddy Dolphin from construction impacts Yes with mitigation including underwater noise mitigation, MMO in EIA observation and shutdown protocol for underwater operations when dolphins are sighted Improve monitoring and surveillance of dolphins in Yes High – covered the lake in DCP Implement the Dolphin Conservation Plan to achieve Yes net gain outcomes. In summary, it is noted that the project will contribute to cumulative impacts on these three identified valued components (VECs) and that project level mitigative actions will be implemented to manage these cumulative impacts on each VEC. However, the more significant and regional impacts as described in this assessment will require the implementation of a collaborative and coordinated cumulative impact management effort that would be best coordinated by DMCR, DRR or another responsible implementing agency. The scope of this effort and the required management actions are broadly described above but the implementation of these measures are considered beyond the scope of this NTS and of the project. 75 8 MITIGATION MEASURES & ESMP 8.1 ESMP STRUCTURE The Songkhla Lake Bridge Environmental and Social Management Plan (ESMP) aims to define mitigation measures that can be used to eliminate the residual impacts of the project, if possible, or to reduce them to acceptable levels. It is a comprehensive document containing the following actions and management measures: • Roles and Responsibilities • Applicable Legal and Regulatory Framework • Summary of Environmental and Social Impacts • Mitigation Measures and Management Controls • Monitoring Programs and Budget • Reporting • Capacity Development and Training • Workplan and Implementation Schedule • Review of the ESMP 8.2 SUMMARY OF MITIGATION AND MONITORING REQUIREMENTS Table 13 presents a summary of the mitigation and monitoring requirements provided within the EIA for each impact. Responsibilities are assigned between the Department of Rural Roads and the Contractor. important mitigation to address each impact is prioritized in the list and identified within Table 13 by the symbol (#) and the anticipated effectiveness of this mitigation used in an assessment of the significance of residual impacts. Pre-mitigation and residual impact significance are presented in Table 91 and Table 13. 76 Table 13 Mitigation and Monitoring Measures for the Songkhla Lake Bridge collated to impacts Impacts and Mitigation Measures Monitoring Measures Construction Phase Implementation Phase PHYSICAL ENVIRONMENTAL RESOURCES Air Quality Pre-mitigation impact: Low / Low Residual impact: Low / Low Contractor’s Responsibilities DRR Responsibilities Construction Phase 1. Prepare and disseminate the Construction Plan. (#) 1. Vacuum clean road surface weekly. (#) Monitor 4 stations for 3 indices (TSP, 2. Wet dusty surfaces and clean vehicle wheels on a regular 2. Implement landscaping and keep trees in PM10, wind) over 3 days x 24 hrs, at least basis. (#) good health. (#) four times per year (Apr and Nov) during 3. Materials in transit are to be tightly covered with 3. Implement a GRM procedure. (#) construction. Budget: 960,000 Baht tarpaulins. (#) 4. Install traffic signs for traffic flow. Implementation Phase 4. Vehicles and equipment to be maintained in optimal 5. Community engagement of Monitor 4 stations for 5 indices (TSP, condition. (#) environmental issues. PM10, CO, NO2, wind) over 3 days x 24 hrs, 5. Implement a GRM procedure with commitment to prompt 6. Manage traffic to control speed and at least twice per year (Apr and Nov) in investigation and addressing complaints. (#) maintain maneuverability to reduce years 1, 2, 3, 5, 10, 12 and 15 post 6. Clean road surfaces vehicle emissions. construction. Budget: 1.4 million Baht 7. Install a barrier to shield communities. 7. Plant trees along the project area and 8. Optimal storage of equipment and materials. maintain them as necessary (watering, 9. Install traffic signs for traffic flow around construction fertilizer, remove weeds, pruning, sites. replace dead trees, etc.) Surface Sound Pre-mitigation impact: Low / Low Residual impact: Low / Low Contractor’s Responsibilities DRR Responsibilities Construction Phase 1. Prepare and disseminate the Construction Plan. (#) 1. Frequent maintenance of road surface to Monitor 4 stations for 4 indices (Leq 24 2. Apply noise reducing devices to noisy machinery. (#) be maintained. (#) hours, Lmax, L90 and Ldn) over 3 days x 24 3. Equipment must comply with Ministry of Natural 2. Install and maintain speed limit signage. hrs, at least four times per year during Resources and Environment regulations to not exceed 90 (#) construction. Budget: 288,000 Baht decibels. (#) 3. Implement a GRM procedure. (#) Implementation Phase 4. Protect workers from prolonged exposure to high noise Monitor noise at least twice per year at emissions through rotation. (#) locations indicated for Construction Phase 5. Vehicles and equipment to be maintained in optimal in year 1, 2, 3, 5, 10, 12 and 15 post condition. (#) construction. Budget: 366,000 Baht 6. Avoid the simultaneous use of large machinery with loud noise emissions in the same area. 7. Restrict and enforce vehicle speed limits. (#) 77 Impacts and Mitigation Measures Monitoring Measures Construction Phase Implementation Phase 8. Install sound-proofing barriers (sheeting with 2 m height and 0.64 mm thickness) where the noise level exceeds the standard limit of 70 decibels. (#) 9. Noisy activities restricted to daytime hours. 10. Personnel to use noise PPE as required. 11. Install and maintain speed limit signage. 12. Establish a time frame for high-noise activities (08:30 am to 5:30 pm) to minimize disturbances to residents and nearby communities. If work needs to be carried out beyond 5:30 pm, provide advanced notice to residents. Such activities must not exceed 10:00 pm. 13. Implement a GRM procedure Underwater Sound and Vibration Pre-mitigation impact: Substantial/Moderate Residual impact: Moderate/Low Contractor’s Responsibilities Construction and Implementation Before commencement of pile installation: Phase The Dolphin Conservation Plan (DCP) 1. Demonstrate that Best Available Technology (BAT) is being includes an activity which outlines used. An alternative piling method that has less impact objectives and scope of work to study the from underwater noise on dolphins than impact piling will underwater sound impact resulting from be used where technically feasible for temporary the bridge Construction, before, during, construction platform installation. and after the construction, with a (#) comparison to the sound generated by 2. Provide appropriately trained and equipped Marine other bridges in similar proximity areas. Mammal Observers (MMOs) to detect dolphins either Responsibility: DMCR acoustically or visually and alert the construction crew Budget: 7,500,000 baht about their presence so a work stoppage or delay in the Duration: 10 years commencement of piling activity can be triggered without delay according to a pre-determined protocol. MMOs will be equipped with raised platforms, Passive Acoustic Monitoring (PAM) and visual survey equipment (e.g., tripod mounted 25x binoculars) to maximize the detection of dolphins in the observation area. (#) 78 Impacts and Mitigation Measures Monitoring Measures Construction Phase Implementation Phase 3. Establish communication procedures between the MMO and piling crew, including a formal chain of communication between the observers and the person who can stop the piling operation. (#) 4. Establish a mitigation zone (observation and shutdown zones). This is an area in which the MMO / PAM operative will monitor either visually and/or acoustically for marine mammals before piling commences. A distance of mitigation zone will be defined with inputs/suggestions from dolphin expert and biodiversity expert. (#) During pile installation: 5. Pre-piling search: The mitigation zone will be monitored visually and acoustically by MMOs for an agreed period prior to the commencement of piling. I The pre-piling search duration will be a minimum of 30 minutes. (#) 6. Delay if marine mammals are detected: Piling will not be commenced if marine mammals are detected within the mitigation zone and until 20 minutes after the last visual or acoustic detection. (#) 7. Pause in piling: If there is a pause in the piling operations for a period of greater than 20 minutes, then the pre-piling search will be repeated before piling recommences. (#) 8. Acoustic Deterrent Devices: The use of devices that have the potential to exclude animals from the piling area will be considered. Acoustic Deterrent Devices (ADDs) will be used in conjunction with visual monitoring. ADDs are a mitigation measure recommended in the ‘Statutory nature conservation agency protocol for minimizing the risk of injury to marine mammals from piling noise’. (#) Terrestrial Vibration Pre-mitigation impact: Low / Low Residual impact: Low / Low DRR Responsibilities DRR Responsibilities Construction Phase 1. Apply contractor inspection procedures. 79 Impacts and Mitigation Measures Monitoring Measures Construction Phase Implementation Phase Contractor’s Responsibilities 1. Enforce vehicle weight limits and control Monitor 4 stations for 2 indices (maximum 2. Use best appropriate equip. to minimize vibration. (#) overloading. (#) particle velocity and frequency) over 3 days 3. Install steel & rubber vibration plates. (#) 2. Monitor road conditions and bridge x 24 hrs, at least four times per year during 4. Protect workers from prolonged exposure to vibration structural integrity and respond as construction. Budget: 480,000 Baht through rotation. (#) appropriate. (#) Implementation Phase 5. Implement a GRM procedure. (#) Monitor vibration at least twice per year in 6. Maintain traffic surfaces in the construction area. locations as indicated for Construction 7. Vibration causing activities restricted to daytime hours. Phase in year 1, 2, 3, 5, 10, 12 and 15 post construction. Budget: 560,000 Baht Surface Water and Wetlands Pre-mit. impact: Low / Not significant Residual impact: Low / Not significant Contractor’s Responsibilities DRR Responsibilities Construction Phase 1. Offices and construction camps located >100m from 1. Maintain ongoing cleaning of the bridge Monitor 5 stations for 10 indices water/wetland edge. (#) to prevent contamination from spills of (temperature, pH, DO, turbidity, 2. Control erosion in construction sites to avoid sediment and oil or other chemicals. (#) Conductivity, suspended sediment, BOD, turbidity. (#) 2. Maintain landscaping including oils & fats, coliform bacteria and fecal 3. Prohibit washing tools, equipment etc. or drainage of groundcover to control erosion. (#) coliform) at least every two (2) months contaminants into water. (#) 3. Provide waste bins for public use with during construction. Budget: 1,350,000 4. Prohibit maintenance of equipment near water. (#) regular collection and disposal. (#) Baht 5. Apply appropriate controls for use of oils and chemicals. Implementation Phase (#) Monitor water quality in locations as 6. Strictly prohibit the disposal of any waste, chemicals or indicated for Construction Phase at least surplus materials into the lake or natural drainage. (#) every two (2) months for year 1 and at least 7. Prohibit garbage disposal into water. (#) twice per year thereafter in year 2, 3, 5, 10, 8. Materials stockpiles to be >100 m from lake, channels and 12 and 15 post construction. Budget: water bodies. 1,200,000 Baht 9. Toilet facilities and sewage disposal to meet national guidelines. 10. Natural drainage must not be blocked and checked within 24 hours of heavy rainfall. 11. Implement appropriate drainage of construction sites with construction of gabions as necessary. 12. Control excavation of lake bank and restore as appropriate. 80 Impacts and Mitigation Measures Monitoring Measures Construction Phase Implementation Phase 13. Use polymer solution instead of bentonite for steel casings. 14. Designate measures to prevent concrete contamination of water. 15. Workers to be trained and guided on safe handling oil and chemicals to prevent contamination. 16. Vegetation on slopes to be restored promptly after end of the specific construction activity. Soil & Erosion Pre-mit. impact: Low / Not significant Residual impact: Low / Not significant Contractor’s Responsibilities None Monitor soil erosion incidents at least 1. Prepare and disseminate the Construction Plan. (#) every two (2) months and address as 2. Use oil drip pans beneath machinery when parked. (#) required 3. Apply erosion control to minimize sediments entering the lake. (#) 4. Clearing of vegetation to be restricted to minimum required extent. 5. Compaction of soils in construction areas to meet appropriate standards. 6. Trucks transporting soil to be covered. 7. Materials stockpiles >100 m from lake, channels and water bodies 8. Incorporate lime to manage acidity of lake sediments used for levelling. Drainage and Flood Control Pre-mit. impact: Low / Not significant Residual impact: Low / Not significant Contractor’s Responsibilities DRR Responsibilities Monitor the effectiveness of drainage and 1. Strictly prohibit the disposal of any waste, chemicals or 1. Maintain all spillways in good condition. risk of flooding following each significant surplus materials into water sources. (#) rainfall event. 2. Materials stockpiles >100 m from lake, channels and water bodies. 3. Staff will be assigned to ensure natural drainage is not blocked. Oceanography and Erosion Pre-mit. impact: Low / Not significant Residual impact: Low / Not significant 81 Impacts and Mitigation Measures Monitoring Measures Construction Phase Implementation Phase Contractor’s Responsibilities None 1. Adhere to the approved construction plan. (#) 2. Install sediment curtains for construction of bridge piers, temporary ports and platforms, and dismantling of temporary structures. (#) 3. Prevent bank erosion around approach slabs. 4. Inspection of construction works to include monitoring of sediment curtains. BIOLOGICAL ENVIRONMENTAL RESOURCES Forest Resources Pre-mit. impact: Low / Not significant Residual impact: Low / Not significant DRR Responsibilities DRR Responsibilities 1. Inform the Contractor of forestry, wildlife and 1. Implement landscaping and keep trees in environmental legislation on the construction plan and good health. progress achieved. Contractor’s Responsibilities 1. Contractor to abide by forestry, wildlife and environmental legislation. 2. Minimize soil erosion and prevent sediments from entering water bodies. Wildlife Resources Pre-mitigation impact: Low / Low Residual impact: Low / Low DRR Responsibilities DRR Responsibilities Construction Phase 1. Frequent patrols are conducted in the Thale-Luang Non- 1. Lighting of the bridge to follow approved Monitor within 3 km of the bridge for Hunting Area to control fishing activity and prohibit construction plan, using an insect friendly wildlife diversity and abundance, records poaching. (#) spectrum. (#) of injury and death. Monitor at least four Contractor’s Responsibilities 2. Install road signs to caution road users (4) periods per year during the 2. Minimize air quality, vibration and sound impacts to the about the presence of wildlife. construction period. Budget: 1,440,000 extent possible. (#) Baht 3. Minimize the size of the construction footprint. 4. Boats and barges to be restricted to project area only. Implementation Phase 5. Put temporary stop on construction if sensitive wildlife is Monitor wildlife resources in locations as present. indicated for the Construction Phase at least twice (2) per year for the years 1 to 5, 82 Impacts and Mitigation Measures Monitoring Measures Construction Phase Implementation Phase 6. Contractor to develop and implement an approved wildlife 7, 10, 12 and 15 post construction. Budget: rescue plan. 2,460,000 Baht 7. Ensure workers are aware of and abide by wildlife-related legislation. Aquatic Ecology & Fisheries Pre-mitigation impact: Low / Low Residual impact: Low / Low Contractor’s Responsibilities DRR Responsibilities Construction Phase 1. Apply appropriate controls for use of oils and chemicals. 1. Maintain landscaping including Monitor 5 stations for 5 indices (#) groundcover to control erosion. (phytoplankton, zooplankton, benthic 2. Provide separate garbage bins for different types of waste 2. Provide waste bins for public use with fauna, fish and aquatic plants) at least according to the color-coding system in construction area regular collection and disposal. every two (2) months each year during and arrange regular collection and disposal. construction. Budget: 1,350,000 Baht 3. Minimize construction activities during the rainy season to the extent possible. Implementation Phase 4. Offices and construction camps located >100m from Monitor aquatic ecology as indicated for water’s edge. Construction Phase, every two (2) months in year 1 and at least twice per year in year 2, 3, 5, 10, 12 and 15 post construction. Budget: 1,200,000 Baht Priority Species (Irrawaddy Dolphin) Pre-mitigation impact: Moderate / Low Residual impact: Low / Low DRR Responsibilities None Construction and Implementation 1. Ensure implementation of the Irrawaddy Dolphin Phase Conservation Plan (#) 2. Enforce prohibition of fishing equipment of danger to The DCP incorporates scope for hiring a dolphins as per Dept of Fisheries notification. central agency to inspect and monitor the Contractor’s Responsibilities construction of the bridge across Songkhla 1. Minimize underwater noise impacts and apply a gradual Lake onsite to ensure compliance with ramping up at the start of piling activities. (#) regulations and minimize the impact on 2. Establish a monitoring team to watch for dolphins near Irrawaddy Dolphins and submit reports construction sites, stop construction if dolphins are sighted accordingly. nearby, patrol boat to encourage them to safely move off Responsibility: DMCR following an approved procedure. (#) Budget: 6,900,000 included in DCP Duration: 10 years 83 Impacts and Mitigation Measures Monitoring Measures Construction Phase Implementation Phase 3. Install sediment curtains for construction of bridge piers, See also monitoring of underwater sound temporary ports and platforms, and dismantling of and vibration included in the DCP. temporary structures. (#) 4. Apply erosion control to minimize sediments entering the lake. 5. Develop a plan to minimize the use of boats and barges within the lake. 6. Record and report any evidence of dolphins or potential threats in project area to Thale-Luang Non-Hunting Area authorities. HUMAN USE Land Use Pre-mitigation impact: Low / Positive Residual impact: Low / Positive DRR Responsibilities None 1. Establish and support an appropriate inspection committee as per Terms of Reference. (#) Contractor’s Responsibilities 2. Compile and follow a construction plan. (#) 3. Limit construction activities to the project route area. 4. Minimize the disruption to crop harvest and other agricultural activities. 5. Acquire necessary permissions to operate a foundry for casting large construction pieces in the project area. Land Transportation Pre-mit. impact: Moderate / Positive Residual impact: Moderate / Positive Contractor’s Responsibilities DRR Responsibilities Construction Phase 1. Implement a GRM procedure. (#) 1. Cooperate with police services to Monitor the project route for 3 indices 2. Road closures to be planned and public will be informed in monitor driver behavior and enforce (accident statistics from construction, advance of the construction plan. (#) traffic laws. (#) traffic and damage condition to the path) 3. Plan the transport of heavy materials to minimize the 2. Maintain road surface, milestones, road twice per year during construction. disruption of rush hour traffic. (#) signs and warning signs in good Budget: 150,000 Baht 4. Manage the flow of traffic in and around the construction condition. (#) Implementation Phase area and allocate points men where construction activities 3. Provide signs for warning traffic about Monitor safety as indicated for the block traffic. (#) repair and maintenance works. (#) Construction Phase for the years 1, 2, 3, 5, 84 Impacts and Mitigation Measures Monitoring Measures Construction Phase Implementation Phase 5. Drivers of heavy equipment to be appropriately qualified 10, 12 and 15 post construction. Budget: and aware of relevant traffic laws. (#) 175,000 Baht 6. Strictly enforce traffic laws among staff and workers. (#) 7. Diversion roads to be created prior to the start of construction works. 8. Provide safe parking and storage areas for construction vehicles, machinery, materials and scrap. 9. Delineate the construction boundaries in an appropriate manner. 10. Install traffic signs that meet standards for diurnal and nocturnal use. 11. Control weight of truck loads to legal limits and limit speed to 40 km/h. (#) 12. Complete the installation of signage, signs, milestones and traffic lights before the opening of bridge route. 13. Materials in transit are covered. 14. Vehicles and equipment to be maintained in optimal condition. 15. Frequent maintenance of road surface Water Transportation Pre-mitigation impact: Low / Low Residual impact: Low / Low Contractor’s Responsibilities DRR Responsibilities See Land Transportation 1. Install flashing lights on pier structures and jetties and 1. Maintain signage and warning lights on lighting of construction area. (#) the bridge structures to guide the safe 2. Ensure the safety of river users during construction works passage of boat traffic. (#) with warning signs, lighting, buoys with clearly visible flag. (#) 3. High speed emergency boats will be available to safely guide other boats through the project area. Emergency boats to be fitted with loud speakers and rescue facilities. (#) 4. Tug boats to be available in the Project area for safe towing/removal of vessels as required. 85 Impacts and Mitigation Measures Monitoring Measures Construction Phase Implementation Phase 5. Drivers of project boats and barges to operate cautiously at all times. 6. Public to be kept informed of construction activities in the lake. 7. Coordinate with Regional Harbor Office for designation of navigational channels and comply with navigation requirements to minimize disruption of navigation channels. 8. Any accident on the water to be reported to the Marine Dept. If a boat or articles sink into the lake, inform the Marine Dept immediately and follow their guidance to safely mark the area. Public Utilities and Infrastructure Pre-mit. impact: Low / Not significant Residual impact: Low / Not significant Contractor’s Responsibilities None 1. Coordinate with DRR and other relevant authorities regarding relocation of utilities. (#) 2. Implement a GRM procedure. (#) 3. Public will be kept informed on activities affecting utilities. (#) 4. Minimize disruption of services to the public through timing of relocation of utilities. 5. Construction areas will be tidied up on completion of works. 6. Construction offices, accommodation and facilities will be demolished at the end of construction. QUALITY OF LIFE VALUES Socio-Economic and Cultural Conditions Pre-mitigation impact: Low / Positive Residual impact: Low / Positive DRR Responsibilities DRR Responsibilities Construction Phase 1. Disseminate information and maintain communication on 1. Maintain and ongoing GRM procedure. Conduct socio-economic surveys for 5 construction plans with administrative organizations and (#) indices (general info, recognition of info, the public. problems due to the project, complaints, Contractor’s Responsibilities and comments on the project) once per 86 Impacts and Mitigation Measures Monitoring Measures Construction Phase Implementation Phase 2. Implement a GRM procedure. (#) year during construction. Budget: 446,400 3. Minimize disturbances to the public caused by Baht construction works. Implementation Phase Monitor society as indicated for Construction Phase for the years 1, 2, 3, 5, 10, 12 and 15 post construction. Budget: 1,041,600 Baht Community and Occupational Health Pre-mitigation impact: Moderate / Moderate Residual impact: Low / Low Contractor’s Responsibilities None 1. Establish safety policies for inclusion into construction plans and safety control measures for each stage of construction. (#) 2. Provide safety training on the use of all equipment. (#) 3. Provide sufficient PPE for all works and ensure clothing of workers is appropriate, practical and protective. (#) 4. Provide signage explaining PPE requirements. (#) 5. Assign occupational health and safety inspectors for all construction sites and support their work. (#) 6. Provide a first aid unit and ambulance. (#) 7. Delineate the construction area. (#) 8. Take measures to prevent contamination of facilities and the environment by toxic substances. (#) 9. Provide safe parking and storage areas for construction vehicles, machinery, materials and scrap. 10. Minimize air quality, vibration, sound and water quality impacts to the extent possible. 11. Provide information to workers on prevention of diseases. 12. Comply with hygiene and environmental sanitation guidelines for construction camps. 13. Ensure heating, lighting, sound and equipment standards meet the Notification of Ministry of Interior of Occupational Safety. 87 Impacts and Mitigation Measures Monitoring Measures Construction Phase Implementation Phase 14. Assign occupational health and safety inspectors at the construction site. 15. Comply with traffic management measures for safety during the construction period. 16. Acquire required permissions for water use. 17. Provide construction camps with adequate water supply and reserve capacity. 18. Comply with traffic management measures. 19. Construction offices, accommodation and facilities will be demolished at the end of construction. 20. Coordinate with relevant agencies to disseminate project plans and ensure that the community is informed at least three months in advance. 21. Implement pre-employment screening to ensure employees do not pose a risk of criminal activities or have connections to substance abuse. 22. Oversee construction workers to comply with regulations and rules regarding local work operations, working hours, accommodation, and prohibit alcohol and drug use to prevent conflicts with the local community. 23. Provide a first aid medicine cabinet in each residential house for basic healthcare. 24. Provide emergency contact information in case of accidents involving the employees. Install the information visibly where the employees can easily see it. 25. Provide sufficient and appropriate fire extinguishers in the workers' accommodation and office. 26. Implement strict hygiene such as frequent handwashing, use of hand sanitizers. Provide handwashing stations or hand sanitizers at multiple locations throughout the construction site. 27. Encourage social distancing to maintain at least 6 feet (2 meters) between workers where feasible. Stagger work 88 Impacts and Mitigation Measures Monitoring Measures Construction Phase Implementation Phase schedules, breaks, and lunchtimes to reduce the number of workers in shared spaces. 28. Implement health screenings such as temperature checks and symptoms of workers and visitors. Encourage workers to self-monitor and report any signs of illness. 29. Establish communication channels between workers, supervisors, and management to report concerns, ask questions, and share COVID-19 information. 30. Encourage and facilitate vaccination through providing information, resources, and access to ensure a high vaccination rate among workers. 31. Work closely with local health authorities to ensure compliance with guidelines and regulations. LABOR AND WORKING CONDITIONS Labor Management Contractor’s Responsibilities None 32. Prioritize hiring local labor as the first option. 33. Conduct pre-employment health screening for workers to reduce the impact of infectious diseases. 34. Conduct background checks before hiring, ensuring that employees do not pose a risk of criminal activity or involved in drug abuse. 35. Prohibit employees from engaging in drug use, sale, or possession, as well as gambling activities. Any violations should be punished and handled according to the law. 36. Establish a complaint center to facilitate coordination between local authorities/communities to gather information on complaints to improve preventive measures and address the impacts appropriately. Accidents and Safety Pre-mit. impact: Moderate / Positive Residual impact: Low / Positive Contractor’s Responsibilities DRR Responsibilities See Land Transportation 89 Impacts and Mitigation Measures Monitoring Measures Construction Phase Implementation Phase 1. Install safety nets to prevent materials falling during 1. Cooperate with police services to construction. (#) monitor driver behavior and enforce 2. Allocate a first-aid unit at the construction inspection traffic laws. (#) office. (#) 2. Frequent maintenance of road surface to 3. Install flashing lights on pier structures and jetties and be maintained. (#) lighting of construction area. 3. Install and maintain traffic signs for road 4. Install appropriate warning signs around construction users. sites. 4. Install signs forbidding the parking of 5. Monitor all drivers and strictly enforce adherence to traffic vehicles on the bridge and at the bridge laws. neck. 6. Provide life and/or property insurance for third parties 5. Install and maintain warning alerts and that may be damaged or harmed due to the construction lights for maintenance works. of the project. 7. Take measures to prevent contamination of toxic substances. History and Archaeology Pre-mitigation impact: Low / Low Residual impact: Low / Low Contractor’s Responsibilities DRR Responsibilities 1. Implement an approved Chance Finds Procedure in case 1. Manage air quality, vibration and sound archeological heritage is uncovered and notify Department impacts to the extent possible. of Fine Arts and other authorities as relevant. (#) 2. Notify Department of Fine Arts and other 2. Minimize air quality, vibration and sound impacts to the authorities as relevant if archeological extent possible. resources are discovered. Scenery, Aesthetics and Tourism Pre-mitigation impact: Low / Positive Residual impact: Not significant / Positive Contractor’s Responsibilities DRR Responsibilities 1. Maintain cleanliness and orderliness of construction sites 1. Implement landscaping and keep trees in as stipulated in the contract. (#) good health. 2. Avoid deterioration of the landscape. 3. Implement landscaping works as per the design prior to the end of construction. 90 8.3 ESMP BUDGET Budgets provided within the Songkhla Lake Bridge EIA for ESMP implementation and monitoring. These budgets are summarized below and collectively provide cost of 25,629,750 Baht for E&S mitigation and 13,253,000 baht for monitoring. Additional measures and required budget for ESMP implementation and monitoring especially those related to Irrawaddy Dolphins will be required and finalized in the final NTS and SLIP. Table14 Summary of the Budget for the Songkhla Lake Bridge ESMP Action Plan Component Construction Implementation Subtotal Responsibility Water Quality: Silt Curtains around 17,895,000   17,895,000 contractor the pile construction sites Air and Noise Preventive and 683,750 683,750 contractor Corrective Plan Dolphin visual observation (by boat 951,000   951,000 contractor and platform) Dolphin Survey (drone and acoustic 2,030,000   2,900,000 4,930,000 DRR – in coordination survey) with relevant agencies Installation of FADs 200,000 200,000 DRR Public Relations and Complaint 1,000,000   1,000,000 contractor Handling of the Project Action Plan Sub-total for ESMP Action Plan 25, 629,750 Environmental Monitoring DRR to hire 3rd party Monitoring of air quality 960,000 1,400,000 2,360,000 Monitoring of surface sound 288,000 336,000 624,000 Monitoring of terrestrial vibration 480,000 560,000 1,040,000 Monitoring of surface water and 1,350,000 1,050,000 2,400,000 wetlands Monitoring of wildlife resources 1,440,000 2,160,000 3,600,000 Monitoring of aquatic ecosystem 1,350,000 1,050,000 2,400,000 Acoustic (A-tag) monitoring of Included in DCP DMCR Irrawaddy dolphins Monitoring of transportation, 175,000 150,000 325,000 accidents and safety Socio-economic monitoring 446,400 1,041,600 1,488,000 Sub-total Monitoring 14,237,000 Total (baht)     39,896,750   91 9 REFERENCES British Code of practice for noise and vibration control on construction and open sites – Part 1: Noise. 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Environmental Impact Assessment Project Report for Songkhla Lake Bridge Construction Project, Krasae Sin District, Songkhla Province - Khao Chaison District, Phatthalung Province: Phatthalung Province and Songkhla Province. Report issued to Department of Rural Roads, Ministry of Transport: 9 Phahonyothin Rd., Anusawari Subdistrict, Bang Khen District, Bangkok 10220. Submitted April 2022. Thailand Red List: Birds. Sanguansombat W., 2005. Office of Natural Resources and Environmental Policy and Planning, Bangkok, Thailand. 158 p. Online Link Thailand Red List: Mammals, Reptiles and Amphibians. Nabhitabhata J. and T. Chanard. 2005. Office of Natural Resources and Environmental Policy and Planning, Bangkok, Thailand. Online link Thailand Red List: Vertebrates. Office of Natural Resources and Environmental Policy and Planning. 2007. Ministry of Natural Resources and Environment. Bangkok. 98 pages. Online Link Wood, 2023. Songkhla Bridge Construction – Underwater Noise Assessment for Department of Rural Road, Thailand. Contact: Matthew Pettersson, Perth. Rpt01-AU01819-RevA-28/06/2023. 92