INITIAL ENVIRONMENTAL EXAMINATION NABOUWALU DREKETI ROAD

Supplementary Appendix to the Report and Recommendation of the President to the Board of Directors

on the

FOURTH ROAD UPGRADING (SECTOR) PROJECT REPUBLIC OF THE FIJI ISLANDS

This Report was prepared by the Borrower and is not an ADB document

September 2005

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INITIAL ENVIRONMENTAL EXAMINATION NABOUWALU DREKETI ROAD

A.

INTRODUCTION

1. The Government of Fiji (GoF) has requested assistance from the Asian Development Bank (ADB) to support the development of a balanced and integrated roading network and to improve rural access. This project is referred to as the Fourth Fiji Roading Upgrade Project (FRUP IV). This report presents an Initial Environment Assessment (IEE) of one of the proposed upgrade areas: a section of the Nabouwalu Road in the south-west of Vanua Levu. The overall purpose of the upgrade is to improve an important arterial road link from eastern and northern parts of Vanua Levu to the port of Nabouwalu and its Ro-Ro ferry services; and, to provide better access to the hinterland, markets, employment opportunities and social facilities contributing to economic growth and poverty reduction for communities on and adjacent to the road.. 2. Vanua Levu is the second largest island in the Fiji Group covering 5,538km2. The island hosts three provinces, these are: Macuata in the north-west, Cakaudrove in the south-east and Bua in the south-west. The northern town of Labasa is Vanua Levus largest town and its administrative and business centre. The Nabouwalu road is one of two links between Labasa and Viti Levu, with a ferry service at Nabouwalu town in the South. The road is subjected to commercial vehicle loading, particularly as it serves areas of forestry and farming. It also provides a connection to villages and settlements throughout the area as well as beyond Nabouwalu in the south-west of Vanua Levu. 3. The project is categorized as environmental category C (unlikely to have adverse environmental effects) and the work involved is primarily improving and upgrading the existing road. The area the road passes through is a highly modified environment that is primarily used for agriculture and pine forestry. The road passes through a number of villages and settlements. In many cases houses and sometimes graves are located directly adjacent to the road. There are some relatively small areas of mangrove and freshwater wetland alongside the road that will need to be protected from severe impacts. However, the restrictions, mitigation measures and monitoring requirements recommended in this report are likely to ensure that the environmental impacts of the civil works proposed by the project will not be significant. These measures and recommendations should be implemented during the construction phase through an environmental management and monitoring plan (EMMP).

B. DESCRIPTION OF PROJECT
4. The Nabouwalu Road runs down the western side of Vanua Levu. Vanua Levu is the second largest island in Fiji, however it hosts only 18% of Fijis total population and is relatively undeveloped. Its main industries are sugar, copra, rice and pine as well as a small but growing tourism industry. The Nabouwalu Road is the main access road for the western side of the island. It connects the northern town of Labasa with the port of Nabouwalu from which goods, vehicles and people are transported between Viti Levu and Vanua Levu. The road passes through two provinces: Bua in the South and Macuata in the North.

Figure 1: Location of the Nabouwalu-Dreketi Sub-project Road, Vanua Levu

5. The Bua and Macuata Provinces have a high potential for tourism development. In addition, a joint project between the GoF and the two major timber growing and processing companies in Fiji (Fiji Pine Ltd and Tropikwoods) is scheduled to be implemented in the Bua Province in 2005. The project will install a new mill and port for woodchip export and the domestic transport of lumber. The GoF also plans to eventually designate the site as an international port of entry. This project will be located adjacent to the road upgrade area1. The current condition of the road is a detriment to existing activities and an impediment to development. Low-lying sections of the current road are subject to storm flooding. In addition the coastal strip which spans the last 2.8 km of the southern end of the upgrade area is subject to storm tidal surges. 6. The project area is the section of the Nabouwalu Road from 200 metres south of the Dreketi Health Centre (designated chainage 0.00) to the junction to the Nabouwalu ferry jetty at chainage 69.26 km. The proposed horizontal and vertical road alignment closely follows the existing alignment. However, improvement will be necessary in some places to ensure compliance with geometric design criteria. This will involve improving the radius of horizontal curves and road crest and sag curves to increase sight distances to levels appropriate to the speed environment of the road. The road is part of the national Main Road network and a pavement width of 7.3 m with two 1.5m shoulders will be constructed. The existing road bed will require some widening to accommodate the increased pavement width and associated side drains. For much of the road, this will be accommodated within the existing 20m road reserve. The road will receive a double coat bituminous seal and shoulders will also be sealed on steep grades and on both sides of superelevated sections. 7. A design speed of 70kph has been adopted in preliminary design for the majority of the road length. The design speed over this section is limited by the vertical geometry of the crest curves where improvement to a higher design speed tandard would be uneconomic. Over the last 10kms or so, the road passes through a hilly section where design speeds of 50 60 kph have been adopted where significant improvement of existing horizontal and vertical geometry is not warranted. 8. There are fourteen existing single lane bridges on the section of the road that is to be upgraded. All of these bridges are to be replaced with two-lane structures. These replacement bridges will in most cases be located on the same site as the existing bridges. During construction, temporary bridges will be installed alongside the existing bridges. This will probably not be feasible at the 90m long Nasorowaqa bridge where a new structure will be constructed alongside (either upstream or downstream). The existing culverts will be extended with the construction of new headwalls though replacement will be necessary where detailed design phase inspections show significant deterioration or damage. 9. DNR Divisional engineers have indicated that seasonal flooding occurs in some flat areas near to Nabouwalu. In these areas the road level will be increased by up to 2.5 metres and additional culverts installed to ensure that upstream retention of storm flows does not occur. In addition, in order to reduce wave action damage to the road structure, rip-rap pavement and embankment protection will also be installed over this length, along with large rock packed rip-rap wave protection on the seaward side. Rocks, weighing approximately 250kg or more (depending on potential wave intensity to be estimated during the detailed design phase) will be required for the outer armour . Later

Bua Integrated Port Project, Environmental Impact Assessment Final, May 2005. Prepared by Erasito Beca Consultants Ltd. for the Ministry of Fisheries and Forestry, Government of Fiji.

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stages in the design process may identify that additional improvements or culverts in other parts of the road are necessary. 10. The construction activities will entail: vegetation removal from the construction corridor (varying between 15m and 35m depending on the extent of required earthworks); excavation and disposal of unsuitable materials from cuttings; placement and compaction of road pavement materials; culvert extensions; demolition of existing bridges; construction of new bridges; the diversion of traffic during the bridge and road construction work; and the possible relocation of structures directly alongside the road. 11. The road upgrade will require base and sub-base materials. Potential sources of these materials have been identified within and near to the project area. A total of 23 existing and potential gravel and borrow quarries were located and inspected during the FRUP 3 feasibility study. An average haulage distance of 5 km is expected for the imported material. In order to minimize the quantity of processed pavement materials, it is envisaged that a selected subgrade layer will be constructed both in the base of cuttings and to cap embankments. This material is expected to comprise of rotten rock or similar material having engineering characteristics that are significantly better than common soil. Alternatively, a subgrade layer may be created using lime or cement stabilization techniques though costs of this latter option may be prohibitive.The required thickness of the subgrade layer will depend on the strength of the existing subgrade and the quality of the imported fill. It is expected that a select fill layer will be required for the majority of the length of the road. Appendix 3 includes a description of the potential sites based on a preliminary survey. 12. Separate environmental consents will be required for the use of materials in off site locations. The contractor will therefore be required to identify which of the materials sources he wished to use at an early stage in order to be able to seek approval in a timely manner. 13. The design and construction supervision of the road will be undertaken by the Department of National Roads (Ministry of Works and Energy) or its consultants. The road will be constructed by contractors.

C. DESCRIPTION OF THE ENVIRONMENT

1. Physical Resources

14. The Nabouwalu Road runs along the south-western side of Vanua Levu. The road runs south from Dreketi to the junction to the Nabouwalu ferry jetty. 15. The topography of the country from Dreketi to the west side of the Lekutu River (chainage 0 to 30 km) is gently rolling, becoming flat where the major valleys are crossed. A section of steeply rolling to hilly terrain is present between the Lekutu Valley and Bua (chainage 30 - 45km) on the west coast. Then the coastal road from Bua to Nabouwalu (chainage 45 - 75 km) is once again gently rolling. These topographical changes have associations with the underlying geology and drainage regimes. 16. The study road is underlain by two broadly defined soil types, these are: mainly lateritic residual soils found in the sloping terrain that are almost all derived from Tertiary volcanic rocks, they are predominantly silty, slightly sandy clays of intermediate plasticity; and, alluvial deposits associated with the river and coastal flood plains, which are a softer clay that is considered a weak substrate for road construction. The road cuttings and

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natural slopes on the existing alignment do not show any signs of significant instability. The topography is characterised by deep weathering and hard rock is unlikely to be encountered in cuttings of less than 6-8m depth. The current road has been formed, by placing river gravels over the in situ clay materials. The depth of gravel varies between 40 and 250 mm. 17. The landscape surrounding the road upgrade area consists mostly of pasture land, pine forest, and degraded open country grasslands (characterised by Nokonoko hardwood trees, Casuarina eqisetifolia and Usi shrubs, Dodonaea vicosa ). There are also some relatively small areas of mature vegetation and of mangrove directly adjacent to the road which are described in more detail in Section 2 below. In a number of locations rice paddies or small crops of pineapple, coconut, rice, root crops or other local produce are located directly adjacent to the road. Appendix 2 provides details of the location of these different areas. 18. The road crosses fourteen rivers and steams, some of these are large rivers. As a result much of the upstream storm water drains under the road in major channels rather than via culverts. There are some low-lying areas adjacent to the roads that are used for rice growing which are prone to flooding. These areas are located at chainage 16.0-16.2 km and 62.6 km. 19. The project is located in the intermediate rainfall zone of Vanua Levu, with a mean annual rainfall of 2600 mm. The climate of the area is characterised by a dry season from May through to December. The prevailing wind is from the east or southeast. On the western side of Vanua Levu, day-time breezes also blow in across the coast. The west of the island is also the most exposed region to potential cyclone damage. 20. The soil classification for the land use adjacent to the road is predominantly marginal according to discussions with the Department of Agriculture2. Productive agriculture is limited to pockets of fertile soil which are generally indicated by existing cultivation plots (refer Appendix 2).

2.

Ecological Resources

21. The ecological character of the general road upgrade area is highly modified. The roadside vegetation is not representative of what would have been the original vegetative cover which would have been dry forest. Gallery forest remains alongside the waterways that the road crosses and while there are native floral elements in this vegetation it is dominated by introduced species, especially the rain tree Paraserianthes saman. Remnant patches of coastal forest and back of the mangrove vegetation are encountered in places where the road follows the shoreline. Areas with vegetation of conservation significance are those associated with mangrove, and in certain few discrete roadside locations with Kuta reed ponds, which are culturally important wetlands. 22. The riverside vegetation that the road passes through is either mature stands of mangrove or, in purely freshwater areas, a combination of introduced and native species. 23. Banks of shoreside tiri can also be found bordering the road for much of the last four to five kilometres of road leading into Nabouwalu. Tiri can provide significant protection to banks and road batters. Tiri provides an important habitat for coastal fish stocks as well as
2

Atish Prasad, Land Classification Unit, Department of Agriculture, Nabua, 3 August 2005.

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a wide range of terrestrial and aquatic fauna, and supplys ecological services such as filtration of storm water prior to its entry into waterways and foreshores. Tiri has important traditional uses for village communities.

24. There are three locations along the road where Kuta reed (Eleocharis dulcis) can be found growing in freshwater wetlands alongside the road 25. These small wetlands represent relatively unique and sensitive ecosystems. Kuta reed is cultivated and harvested in these ponds by women in the village communities of Bua and Macuata for the production of fine mats which are used for both traditional and practical purposes, including trade. Appendix 2 provides detail about the location of significant kuta ponds that were sited alongside of the road in July 2005. 26. In some cases there are patches of mature vegetation adjacent to the road , however these are strongly dominated by introduced vegetation (Raintree, Mango, Leucaena), with native elements such as Vua, Vadra and Balabala. While these plant species do not have high conservation significance in themselves, they provide a habitat for fauna and stabilise the creek banks. 27. At three sites, there are lone, mature, native trees situated alongside the road that may be considered character trees. These are Ivi Inocarpus fagiferus and Baka trees Ficus spp. (Table 1). If it becomes necessary to remove these trees, there should be further consideration and discussion between the road designers and the local community. 28. The road crosses approximately 23 rivers, creeks and streams. Many of these waterways are located close to settlements. In two instances the rivers run alongside the road for a several kilometres (refer Table 1 for chainage). In many cases these areas are bordered by mangrove. The waterways are important habitats as described in Section 22 (including those that do not support tiri). They also have practical significance to neighbouring communities for clothes washing and in a few cases water supply and transport to the sea. 29. The road passes through or adjacent to no site listed on the Preliminary Register of Sites of National Significance (IUCN and GoF, 1993). A listed area of Buabua forest (Fragraea gracilipes) is located roughly 10km from the beginning of the study area (chainage 0.0). The forest is situated at Rokosalase. While the construction and operation activities at the road site itself will not have any significant impact on the forest, it will be important to ensure that the extraction of borrow or gravel and the disposal of construction waste or spoil does not have any adverse impact on this area.

Sites Mature riparian vegetation adjacent to the road (characterised by Raintrees; Mango Trees and freshwater species). In many cases other species noted included: Vau; Vadra; Balabala; Coconut; Banana; Gasau; Breadfruit; Gasau ni valagi; Bamboo; Voivoi; Dalo, and Duruka.

Location in relation to Road

Chainage (km)

Alongside

1.3; 11.24; 11.8; 11.2 to 11.7; 12.0-12.5; 19.7; 24.8; 25; 26.5; 29.1; 42; 46.7; 48.8; 51.6; 53.5; 56.6

Mature vegetation adjacent to the road (characterised by Raintrees and Mango Trees). Mangroves (Tiri) In some cases Tavola and Ivi trees also present back of the mangrove vegetation. Riparian Ivi trees Ivi tree (character tree ?) Baka tree (character tree ?) Riparian Vadra Old vegetation and freshwater swamp area Kuta Ponds Kuta Ponds Rovorovo Lake

Alongside Alongside 5-10m 20m Alongside Alongside Alongside Alongside Alongside Alongside 1-2 km from road 250m Alongside 10m

15.3; 341 12.6 - 12.75 (right); - 12.9 (left); 59.4; 64.5-65; 66.5-68.5 13.9 15; 36.8 59.1 6.7; 64 12.9; 62.2 31.6 8.2 12.8 12.9; 16.4; 20.7 33.3; 51.5 33.0 13.8 15

River/creek runs alongside road

10-20m 20-30m

24.8 41.1

1. This site had a dense covering of Wabosucu Mikania micrantha and Merremia peltata vine.

Table 1: Location of Wetlands and Sensitive Vegetation.

30. While 23 potential local sources of base and sub-base material (gravel and borrow) have been identified, it is yet to be confirmed which sites may be used (refer paragraph 11). Once the extraction sites have been selected it will be necessary to request consent from the Department of Environment (DoE) prior to performing any works in these areas. DoE may require an EIA prior to gravel or borrow extraction from these sites. From an ecological perspective, preference should be given to existing quarries or pits rather than undisturbed sites.

3.

Sites of Cultural Significance

31. There are two sites nearby to the road that have cultural and possibly archaeological significance. One of these sites is located at chainage 12.8 km. It is an area of flat land that supports mature vegetation, it has been allocated as a tabu site by Nabouwalu Village. This site faces on area of mangrove forest on the other side of the road. The second site is located at chainage 13.9 km. It is the site of a fortified village which sits on a small hillock directly adjacent to the road. This site faces the Nasarowaqa Postal Agency on the other side of the road behind which runs a section of the Sarowaqa river bordered by mangroves. 32. If there is likely to be any disturbance to these tabu areas, their cultural and archaeological significance will need to be established through consultation with the relevant communities and with the Fiji Museum. Agreement will need to be reached on whether this disturbance is acceptable and if so what mitigation measures will be necessary.

4.

Socioeconomic Conditions

33. The road provides access to a number of villages, farming settlements and estates within the proposed section of the upgrade works and significantly more via the feeder roads that connect with the project area. The villages, settlements and schools comprising the subproject area and their approximate distance from the road are shown in Table 4. The villages are generally set well back from the road, but two of the villages as well as 5 schools and 18 settlements are immediately adjacent to the road. 34. The farming settlements along or nearby to the road are listed in Tables 3 and 4. Table 4 also provides the location of roadside settlements that are not listed in the national census or on maps. The occupiers of the recognised and unrecognised settlements are generally farmers involved in the cultivation of subsistence and cash crops such as rice, copra and pineapple. Their produce is sold either at local stores or the Labasa and Nabouwalu markets. Some farmers supply the Rewa Rice Mill located at the Dreketi Irrigation Scheme. 35. Population figures from 1996 census figures are shown in Table 3. The total population of the area immediately adjacent to the road and its feeder roads is approximately 3840 of whom 66.7% were Fijian and 32.6% Indo-Fijian. Other ethnic groups comprised less than one per cent of the population. The total population in 2005 is likely to be significantly higher, particularly as much of the settlements located alongside the road are not named in the 1996 census data. There are two district medical centres that service the areas surrounding the study road, these are: Bua and Nakadrudru Medical Centres. These centres reported to ECF in July 2005 that they respectively service a population of 5,300 (roughly 2/3 Fijian and 1/3 Indian) and 1,500 ( Fijian and Indian) within their districts. 36. The subproject road is the sole arterial road for the districts of Bua and Vuya in Bua Province and all inhabitants of these districts are more or less dependent on the road. The total population of these districts is over 11,100 as summarised in Table 2.
Fijian Popn. 3521 4246 7767 Indo-Fijian Popn. HHs 3034 613 255 52 3289 665 Others Popn. HHs 66 14 77 20 143 34 Total Popn. 6621 4578 11199

District Bua Vuya Total

HHs 637 709 1346

HHs 1265 781 2046

Table 2: Population of Bua and Vuya Districts, Bua Province (source: 1996 Census)

37. Many of the current settlements alongside the road were not listed in the 1996 census. The road survey conducted for this report identified: around 12 independent farmsteads; two cases of groupings of around four houses; as well as six small unnamed settlements. In most cases, this accommodation was either alongside or within 20 metres of the road. Appendix 2 provides details of the chainage and approximate distance from the road of each of these. 38. 14 schools are located along the route, which are listed in Table 4. Five of these schools are located directly alongside the road, while the others are located on feeder roads. Many of the pupils attending the schools use the road for walking to the schools. 39. There are four places of worship located within 10 m of the road and two others at a greater distance. Table 4 lists the location of these temples and churches.

40. Other facilities of note along the road are the Nakadrudru (26 km) and Bua (41.7 km) Medical Centres. The Nakadrudru Medical Centre has a doctor and two nurses. The Bua medical centre has one nurse. There are also a number of government extension offices for the Department of Primary Industries located alongside the road at Nakadrudru (26 km). The Nabouwalu Petrol station is located alongside the road at the end of the study area (68.9 km). In a number of locations, telephone poles are located directly alongside the road (52.4; 62.2; 66.5 km) and in some cases poles have fallen (66.5 km). There are three locations where graves were sighted directly alongside the road (28.7; 67.8 and 53.8 km).
VILLAGE/ SETTLEMENT Population Fijian Nasorowaqa Nasorowaqa village Namuavoivoi Votua Nawailevu Bua Tiliva Dalomo Korokadi Kavula (feeder road) Banikea (feeder road) Naruwai Dama Wagadoa Tavalomo Village Nagadoa Nawaca Wairiki Nadawata Settlement Waiganama Settlement Raviravi Settlement Subtotal Fijian Indo-Fijian Draunivuya Nasorowaqa Naruwai Dreketi Irrigation Scheme Korokadi Nakadrudru Delainasau Bua Indian Settlement Vunivau settlement Vatureba settlement Wailele Settlement Waiganama Settlement (Fijian) Namau and Qereqere settlement Namulomulo settlement Subtotal Indo Fijian Other ethnicity Nasarowaqa Votua village Kavula village 67 96 147 304 197 181 61 n/d 8 143 123 440 189 n/d 130 152 170 62 n/d n/d 95 2565 1996 CENSUS Households 9 21 27 53 36 40 15 n/d 1 18 21 82 38 n/d 25 23 29 13 n/d n/d 15 466

n/d 443 2 n/d 339 n/d n/d n/d 468 n/d n/d n/d n/d n/d 1252 16 3 3

n/d 88 1 n/d 79 n/d n/d n/d 101 n/d n/d n/d n/d n/d 269 5 n/d 1

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Banikea village Subtotal other ethnicity Total 1 23 3840 n/d 6 741

Table 3: Estimate of the Size and Ethnicity of the Population Residing Adjacent or Close to the Subproject road (Source: 1996 Census).

Village/School

Chainage (km)

Distance from Subproject Road

Villages Nasarowaqa Namuavoivoi Votua Nawailevu Bua Tiliva Dalomo Kavula (feeder road) Banikea (feeder road) Naruwai Dama Wagadoa Tavalomo Village Nagadoa Nawaca Wairiki1 Settlements Dreketi Irrigation Scheme Small unnamed settlement Draunivuya Nasarowaqa2 Korokadi Nakadrudru3 Delainasau Small Fijian Settlement Small Indian settlement (Nakorovou?) Bua Indian Settlement Vunivau settlement Vatureba settlement Small settlement surrounding Bua College, Wailele Settlement Nadawata Settlement Waiganama Settlement (Fijian) Small settlement (Indian) Houses Small rice mill Power poles Namau settlement Qereqere settlement Small settlement (Raviravi?) Namulomulo settlement 11.8 16.6 23.9 33.3 42.1 42.1 42.1 33.3 34.0 51.4 51.5 53.6 53.6 53.6 56.8 59.7 6.1 11 11.25 11.8 13.3 15.3 22.7 26-27 27.5 31.6 42.1- 44.6 42.1 45.2 47 53.6 -55.5 58.8 59.3 62.1 62.9 One house is adjacent to road, the rest of the Village is 1.5 km Turnoff (17.5 km) Turnoff (1 km) Turnoff (1 km) Turnoff (2 km) Turnoff (1.5 km) Turnoff (1.25 km) Turnoff (7.5 km) Turnoff (8 km) Turnoff (2 km) Turnoff (1.75 km) Turnoff (2 km) Turnoff (1.5 km) Turnoff (2 km) Between 5-10m 10m Turnoff (first house located at >15 m) Alongside Turnoff (1 km) Alongside Houses begin at 1 km Alongside Turnoff (1 km) Alongside House adjacent to road (most structures 20-30m) Turnoff (2.5 km) Turnoff (1 km) Turnoff (1 km) Alongside Turnoff (500m) Turnoff (2.5km) Alongside 20m 5m 1m Alongside Turnoff (1km) 10m 10m

63.3-6 63.3 66 67.3

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Schools Muanidevo Indian School 3.5 Turnoff (1.5 km) Nasarowaqa School 15.2 Turnoff (500 m) Lekutu Bhartiva School (Korokadi) 22.7 Turnoff (3 km) Lekutu Secondary School 23.9 >5 - First structure and playing field Waibunabuna Primary School 28.7 Alongside Nawailevu Village School 33.3 Turnoff Bua District School 41.7 Turnoff (500 m) Bhartiya school 45.2 Turnoff (1 km) Naruwai Village School 51.4 Turnoff Dama School 53.1 Turnoff (500 m) Bua Central College 53.9 Alongside Nawaca/Wairiki Village School 56.9 Turnoff Namau Primary School 63.3 Alongside Wainisevu Methodist Circuit School 68.4 Alongside Places of worship Lekutu Mosque 24.6 Alongside Hindu temple, Nakadrudru 26.5 Alongside Nawailevu Village Church 33.3 Turnoff Hindu temple 43 10 m Church 43.7 15/20 m Namau temple 63.3 Alongside Namulomulo church 67.3 10 m Notes: 1. Corrugated iron bus stations on roadside 2. The Nasorowaqa Postal Agency sits alongside the road at chainage 13.9 km with the river directly behind and a 3-5m hillock lies on the other side with an archaeological site at its crest. 3. Location of Bua District Fiji Pine Station, Lekutu Post Office, Government extension offices, stores as well as houses. Nakadrudru is a centre for fish sales that aretransported to the area by the river.

Table 4: Proximity of Villages, Settlements and Schools Located Close to the Subproject road

D. SCREENING OF POTENTIAL ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

41. The Nabouwalu Road has been in existence for many years, hence most of the significant adverse effects associated with its construction have already occurred. The significant environmental impacts of the proposed upgrade that have been identified are of a temporary nature and are associated with the construction activities. Adequate environmental mitigation measures with regular monitoring, including specific inspections, will ensure that such impacts are contained and minimised under project work.
1.

Direct Effects

42. There is potential for the construction activities to generate sediment that could be discharged to the local waterways. The main potential sources of discharge are any excavation works on slopes above the river, down-slope fills and from spoil disposal areas. This potential for sediment discharge can be minimised by: avoiding the construction of down-slope fills; not allowing the side-casting of excavated material in the vicinity of active creeks or streams; the use of cut-off drains and other sediment control measures such as silt fences and grit traps; and effective stormwater control on site.

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43. Special care will need to be taken in the vicinity of sensitive wetland sites, specifically the areas of tiri and kuta reed ponds. Sediment laden discharge can be especially damaging to both wetland types and special management measures will need to be introduced. In addition to sediment laden discharges, the kuta ponds can be impacted by changes in drainage regimes or flooding brought about by the road upgrade, and again specific attention will need to be paid to drainage design and road level changes in the vicinity of the ponds. 44. The prevention of sedimentation and the maintenance of the current drainage regime will be necessary in order to keep the ponds in good health. It may prove necessary or preferable to relocate one or more of the ponds. 45. The construction materials for the upgrade of the road are to be taken from a variety of locations nearby to the road. The road designers have identified 23 potential sources. Some of these locations are existing sources whereas others are currently undisturbed. Information is not currently available for each of the sites on the current level of extraction and its impacts or on what a sustainable extraction rate might be. If the extraction of river gravels or borrow from rock outcrops proves necessary, this undertaking will need to minimise negative impacts and be in compliance with the Environment Management Act (2005). If the Department of Environment determines that an EIA is required, this will need to be undertaken by the contractor. The construction phase EMMP will detail the environmental management procedures for gravel or borrow extraction, including extraction areas and volumes. The design of the EEMP will be derived from the EIA, DNRs existing Code of Environmental Practice, and the outline EMMP (appendix 1). 46. The construction activities are likely to lead to a temporary increase in noise levels. The potential adverse impact of noise can be reduced by: ensuring compliance with construction noise standards; making sure construction equipment is kept in a good state of repair; and undertaking particularly noisy activities when they will have the least impact. For example, noisy operations near schools should occur outside of teaching times. 47. Dust is already a major nuisance problem to the users and residents of the Nabouwalu Road. The potential for the generation of additional dust during the construction process can be minimised by the use of water carts and by limiting the area of dust generation by working on discrete sections of the road at any one time. 48. The use and storage of fuel and hazardous substances in the construction area has the potential for accidental discharges of these substances to the environment with associated adverse impacts particularly on the aquatic environment. Fuel and hazardous substances will need to be stored and filled into machinery at least 20 metres away from waterways and other ecologically sensitive areas. 49. Many parts of the Nabouwalu Road are used by school children walking to and from school. The construction activities have the potential to place children at risk. This increase in risk can be avoided by ensuring specific measures are undertaken to protect the children. Such measures include: timing works to avoid the periods when children are on the road; and using stop/go men to control and regulate the movement of children through construction areas. The construction phase will also need to install speed retarders (for example traffic humps) and warning signs around schools and roadside residential areas. 2. Indirect Effects

50. There appear to be few, if any, potential indirect adverse impacts associated with the road upgrade, but the potentially positive ones are considerable. Improved access may

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increase both legal and illegal gravel extraction, logging and other natural resource extraction. More likely is the improved economic environment as a result of improved travel and access, in addition to the well being of residents living close to the road.

E.

INSTITUTIONAL REQUIREMENTS AND ENVIRONMENTAL MONITORING PLAN

51. Under recent road sector projects assisted by international funding agencies, some civil works contractors have been required to prepare a detailed Environmental Management and Monitoring Plan (EMMP) for the construction stage. The purpose of these EMMPs is to implement mitigation measures identified through an IEE or EIA process. These plans have to be approved by DNR, DoE and the international funding agency prior to implementation. The project supervisor is then required to include a status report of compliance with the EMMP in the projects periodic progress reports. The proposed Nabouwalu Road upgrade project will follow such requirements. In circumstances where the supervisor and the contractor are the same organisation, an independent review of compliance with the EMMP should be undertaken. 52. Prior to the commencement of construction, the contractor will develop the outline EMMP included in Appendix 1 into a detailed construction phase EMMP. This will include a monitoring and reporting programme. An Environment Management Unit (EMU) will be set up within DNR (as required by the recently enacted Environment Management Act, 2005). The EMU will be responsible for supervision of the EMMP through regular spot checks and periodic inspections of construction-related activities. The EMU, with DoEs endorsement, will ensure that the construction phase EMMP is adequate. The supervising engineer (PMU/DNR) will ensure that adequate and timely remedial actions are taken by the contractor. Local communities will have access to the supervising engineer regarding project-related concerns or problems. Any construction-related problems, along with follow-up actions undertaken, will be reported by the supervising engineer to DNR and ADB on a quarterly basis. Responsibilities for environmental monitoring and management during project implementation are summarised in Table 5. 53. The EMU will require domestic consultant support during the first year of the contract but should be able to undertake its environmental management duties for the remainder of the project thereafter. 54. Monitoring and management of the upgraded road when operational will be the responsibility of DNR.
Nature of Impacts Project Stage Construction Direct Operation Construction Indirect Operation Responsible Organisation Contractor Supervising Engineer DNR Relevant Government Departments Relevant Government Departments Monitoring Responsibilities As detailed in the EMMP As detailed in the EMMP National road network supervision and maintenance DoE levels and sustainability of gravel and borrow extraction; DoE levels and sustainability of gravel extraction; National Roads Safety Council road safety

Table 5: Summary of Responsibilities for Environmental Monitoring 13

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F.

PUBLIC CONSULTATION AND ENVIRONMENTAL DISCLOSURE

55. The proposed project upgrade was discussed with DoE and the Provincial Authorities as a component of the initial screening to determine any specific requirements for the locality. Comprehensive consultation has been undertaken with all the villages, settlements, farmers and other stakeholders during the Social Assessment undertaken at the same time as this IEE. The consensus is of major support for the proposed upgrade.

G.

FINDINGS AND RECOMMENDATIONS

56. The Nabouwalu Road upgrade project will improve an existing road. There is potential for adverse environmental impacts, particularly during the construction phase, however these will be mitigated by the preparation and implementation of an EMMP. 57. Once the road is constructed there will be significant benefits to residents in the vicinity of the road due to the elimination of the dust problem and a reduction in road noise. Improving the road may also increase and diversify development in the area, for instance tourism operation will become more feasible as will the transport of produce into and out of the area. 58. Stretches of the road immediately adjacent to the open sea (chainage 66.7 to 69.2) will require a specific design report to determine appropriate road levels, batter design, armouring requirements and tiri management, in respect of storm and cyclonic wave and surge conditions. 59. There are a number of sensitive sites along the road that will require careful consideration during the road design phase. There are two sites of cultural and potentially archaeological significance which face areas of tiri on the opposite side of the road. Areas of tiri and kuta reed ponds alongside the road will need to be treated with special care during the construction phase and disturbed areas will need to be rehabilitated on the completion of the construction phase. There are also three roadside trees that potentially qualify as character trees. Measures to manage these issues need to be documented in the EMMP. 60. In a number of cases, structures and crops are located directly alongside the road. The structures include: schools; places of worship; government offices; stores; graves; and homes. The preliminary engineering design confirms that the relocation of structures will be unnecessary. If the disturbance or relocation of crops proves necessary, the owners will need to be consulted and appropriate compensation provided based on the existing policy of the Government of Fiji. 61. Gravel extraction locations have yet to be finalised. There are some ecologically significant areas in the surrounding landscape that may be impacted by this exercise. Hence, the extraction sites will need to be approved by DoE. The EMMP will need to detail how the environmental impacts of gravel and fill extraction will be mitigated to an acceptable level in accordance with the findings of any EIAs required by DoE, and PWDs Codes of Environmental Practice for Road Construction.

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62. It is recommended that the design of the upgrade, where practical, avoids the need to create any down slope fills. In addition, it is recommended that the contract should specifically prohibit the side casting of excavated material on slopes above active waterways. 63. It is recommended that, prior to the commencement of construction works, a traffic awareness programme be delivered to school pupils who walk along the road to and from school. The traffic awareness programme would need to cover construction activities and the use of the road once upgrading is completed. The speed of traffic will increase as a result of the upgrade and the pupils need to be made aware of this hazard.

H. CONCLUSIONS
64. The overall finding of this IEE is that the proposed works will not cause significant adverse environmental impacts, provided that adequate mitigation measures are implemented. The proposed mitigation measures are prescribed conceptually in this report, as an outline EMMP. This will be developed by the contractor into a detailed EMMP. Supervision of the implementation of the EMMP will be performed by DNRs EMU, which will act on behalf the GoF and will periodically report to the ADB and DoE/DNR. 65. The newly-formed EMU will require domestic consultant support for training and up-skilling at the beginning of the project period. 66. Adequate budget has been provided under the loan for the preparation, implementation, and monitoring of the construction phase EMMP.

I.

REFERENCES

IUCN The World Conservation Union and Government of Fiji (1993) The National Environment Strategy: Fiji Erasito Beca Consultants Ltd. (2005) Bua Integrated Port Project, Environmental Impact Assessment Final, May 2005, prepared for the Ministry of Fisheries and Forestry, Government of Fiji.

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APPENDIX 1
PROPOSED OUTLINE ENVIRONMENTAL IMPACT AND MITIGATION MONITORING PLAN

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OUTLINE ENVIRONMENTAL IMPACT AND MITIGATION MONITORING PLAN

Potential Impacts Mitigation Measures Responsibilities Significance Effectiveness Indicators Means of Verification Phase / Monitoring agency

Direct A. Sediment discharge from construction activities

a. No down slope fills or side casting of excavated material b. Use of silt fences for works adjacent to rivers and streams c. Use of grit traps for stormwater discharges from disturbed areas d. Cut of drains around disposal areas and cuts greater than 4m e. Limit the area of ground which is disturbed f. Revegetate disturbed areas as quickly as practicable g. Regular maintenance of sediment control

a. b. c. d. e. f. g.

Designer Contractor Contractor Contractor Contractor Contractor Contractor

Minor

a. No spoil down slope of construction activities b. Silt fences observed prior and during discharge events c. Site inspection during rain events d. Site inspection to determine cut offs established e. No more than 30% of route under construction at any one time f. Areas revegetated within 6 months of construction commencing g. Regular inspections

Design documentation Weekly inspections & spot checks Reports to ADB & DNR

Construction/ EMU

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Potential Impacts

Mitigation Measures

Responsibilities

Significance

Effectiveness Indicators particularly after rainfall events

Means of Verification

Phase / Monitoring agency

measures

B. Adverse effects on gravel and borrow extraction sites

C. Loss of high value or

a. Select sites that are determined to have the least environmental impact, avoid river gravel or undisturbed sites if possible b. Review proposed extraction sites and provide approval if appropriate c. No gravel extraction from active river channels d. Acceptable extraction volumes determined prior to extraction commencing e. Extraction spread out over a number of different extraction locations a. Identification of appropriate

a. b. c. d. e.

Designer GoF, DoE Supervisor Designer Designer

Minor

Monitor condition of extraction sites Monitor downstream effects of extracting from or nearby to a river

Design documentation, Weekly inspections & spot checks Reports to ADB & DNR

Construction/ EMU

a. Designer b. Contractor

minor

No loss of valuable or ecologically significant

Inspection prior to use of area

Construction/ EMU

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Potential Impacts ecologically significant land for spoil disposal areas

Mitigation Measures

Responsibilities

Significance

Effectiveness Indicators land

Means of Verification Design documentation Weekly inspections & spot checks Reports to ADB & DNR

Phase / Monitoring agency

b.

c.

E. Nuisance dust discharges from construction works

a. b. c.

disposal areas in contract documents No disposal of material without approval of engineer Approval of disposal sites prior to use Minimising area of disturbance Using water carts to suppress dust Sealing section under construction as quickly as practicable

c. DoE

a. Designer b. Contractor c. Contractor

minor

Number of dust complaints per week

Design documentation Weekly inspections & spot checks Reports to ADB & DNR

Construction/ EMU

F. Noise from construction activities causing a nuisance

a. Timing works to cause the least disturbance b. Ensuring plant is in a good state of repair a. Secure storage away from sensitive areas b. All fuel stored in double skinned tankers with bund c. No fueling within

a. Contractor b. Contractor

Minor

Number of complaints

Design documentation Weekly inspections & spot checks Reports to ADB & DNR Inspection of facilities as part of EMMP compliance Design documentation Weekly inspections & spot checks

Construction/ EMU

G. Discharges of fuel or hazardous substances to the environment

a. b. c. d.

Contractor Contractor Contractor Contractor

Minor

Number of incidents

Construction/ EMU

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Potential Impacts

Mitigation Measures

Responsibilities

Significance

Effectiveness Indicators

Means of Verification Reports to ADB & DNR

Phase / Monitoring agency

H. Damage to crops or structures alongside road including: homes, stores, graves churches, sites of archaeological significance, tabu sites, character trees and kuta reed ponds

I. Damage to ecological important or sensitive areas

20 m of a water way d. Spill kits available a. Agreement with owners on whether the crops or structures should be relocated or subject to compensation b. Consultation with owners and Fiji Museum on sites of potential archaeological significance to determine appropriate treatment of site c. Implementation of relocation or mitigation measures d. Compensation of owners according to existing policy of GoF Particular emphasis on the mitigation measures for the impacts identified as

a. b. c. d.

Designer Contractor DoE Fiji Museum

minor

Consultation with community after implementation of measures indicates their satisfaction and/or that GoF policy has been adequately implemented

Consultation with community before and after implementation of measures

Construction/EMU

Same parties as identified under impacts A, C, E and G

moderate

Same indicators as identified under impacts A, C, E and G.

Same as identified under impacts A, C, E and G.

Same as identified under impacts A, C, E and G.

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Potential Impacts including: mangroves; kuta reed ponds; mature vegetation and riparian zones J. Construction activities posing a risk to children walking to and from school

Mitigation Measures

Responsibilities

Significance

Effectiveness Indicators

Means of Verification

Phase / Monitoring agency

A, C, E and G.

a. Use stop go men to control traffic b. Timing of works c. Use of sign d. Traffic awareness talk given to all schools

a. b. c. d.

Contractor Contractor Contractors Engineer

Moderate

Observation of childrens behaviour, traffic incident reports

Weekly inspections & spot checks Reports to ADB & DNR

Construction/ EMU

K. Speeding cars on new road posing risk to school children and roadside residents Indirect Unsustainable gravel extraction from surrounding rivers

a. Install speed retarders (e.g. traffic humps) and warning signs on road alongside schools and roadside residential areas

a. Design

Moderate

Traffic incident report

Reports to ADB & DNR

Operation/ DNR, Police

moderate EIA and/or Extraction management plan a. GoF b. Contractor

Monitor river

Documentation Revised gravel use licensing

Operation/ GoF/NLTB

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APPENDIX 2 NABOUWALU ROAD SURVEY RECORD

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Nabouwalu Road Survey Record 18-20 August, 2004 Kolinio Moce, Nicola Thomson
Chainage (km) 0.00 Left (heading south) Area prone to flooding Bush 1.30 Description Right

Pasture, grazing cattle

2.00

2.3 2.7

2.75

3.5

4.1

4.2 5.4 6.1 6.2 6.65 6.7

Bridge over Nabiti River Mangroves Road has been built up (after bridge, before hill) Hill Bush starts Telephone line crosses road House (20/30m) Pine Forest Some distance from Road terrain declines to a plain which is the location of the Dreketi Rice Irrigation Scheme: Large settlement (approx. 2000 people) Government Offices (Department of Primary Industries) Rewa Rice Mill Agricultural training centre Defunct fisheries project (whitebait) Muanidevo Indian School Feeder Road to Dreketi Irrigation Scheme, Houses start 250 m from road 3-4 Houses Grasslands (view of Tiri at Coast line >20km) Dust Covering side plants Pine starts Feeder road to Dreketi Irrigation Scheme. This road leads directly to Muanidevo School. Houses alongside feeder road 15-20m from Nabouwalu road. Water supply for government station (2 tanks) within 20m of road Raised sides (6m cut) for 1km Flats begin Trees: Vadra, Nokonoko Patches of Pine Water tanks x 2 within 20km Becomes a ridge (view of Dreketi Irrigation Scheme lake and rice mill) Water tanks x2 Feeder road (may lead to a nearby Dreketi Irrigation Scheme Road (RHS) house) House Road sides rise up Unusual Rock formation in roadside cut blocks Bridge Molomolau Creek Ivi Hill climbs Grasslands with patches of bush Bush and grassland

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Chainage (km) Description Right Jiresh Farm, South Pacific Agricultural Development Ltd. 812 577 HQ in Suva 3385 341 Pineapples, dahl, sheep. Pineapple plot alongside road Small creek, Sovani Creek, Vadra Trees 8.3 Grassland/Pasture/Flat. Cows grazing Houses/Settlement and cultivation (just before and after the bridge) Just before the bridge there is a hillock and a line of mature vegetation. 11.24 Bridge, Vunisea Creek Patches of mature bush Feeder Road to Nasarawaqa Village (just one house on the left hand side at the beginning of the Feeder Road) Mature bush (Raintrees) Bridge, Sarawaqa stream/river, Tiri River swamp Tiri extends Tiri stops. Hill begins Possible archaeological site directly alongside road. Old vegetation/flat area, just after hill. Followed by more swampy area (no Tiri). Followed by Kuta Ponds. All within a 1 km stretch directly alongside the road. Rice Paddies Houses, Managers House for Jiresh Farm. Pineapple plots alongside road. Small patch of Pine.

Left (heading south) Flat pasture land

8.0

11.8

12.6 12.7 12.75(appro x)

12.8

12.9 (approx)

13.3 13.8

Tiri ends, Ivi Tree. Flat grazing land begins Nasarowaqa settlement (Indo-Fijian) begins. Coconut palms. Houses directly beside road. First house is at this point.

Hillock, site of fortified village. More than 20m from road (including hill climb). Sarowaqa River runs alongside the road, including Tiri, 5-10m from road. Does this for 2.75 km Nasarowaqa Postal Agency directly beside the road, with river and mangroves directly behind.

3-5m Hill directly beside road

13.9 ADD 13.8 from now on 14.9

River 5-10m from road 2-3km 20/30m Tiri to left down hill Coconut Palms Delta/Valley

Houses alongside Road

15.3

Farm with possible crusher

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Chainage (km) Description Left (heading south) Right End of Nasarawaqa Settlement Raintree and Mango alongside road going up hill Pine forest starts after hill House Nasarawaqa crops: Pineapple, Rice, Banana (alongside road) Some Pine Forest (behind crops) Potential Flooding area (Rice paddies) 1-2 km Kuta Ponds Pine Namuavoivoi Village Turnoff 17.5km Hilly grasslands (Nokonoko, Usi shrub) Valley (road drops away) Rice paddies Pine Nokonoko Manmade creek Hilly grasslands (Nokonoko, Usi) Bridge, Vicolailai Creek Riparian - Pine Riparian Vau, Vadra, Balabala, Mango

15.9

16.4 16.45 16.6

19.7 (Add 14.5 from now on)

Pine Grasslands/Nokonoko Kuta Ponds Dryed wetland/Riparian veg Nasau ni valagi Pine (both sides) Rolling grasslads, pasture, scrappy pines, Nokonoko, Vadra Korokadi Road Pine Teachers teitei Coconuts, bananas, culvert Lekutu Secondary School Rolling grassland, Pasture, Cows Lekutu Mosque

22.7 23.4 23.9 24.6 24.8

Bridge, Namatatoka Creek, Raintrees, FW trees, no Tiri Creek runs alongside road (within 20m), Big old trees Mango, rain tree, FW trees Hills begins to climb Pine (both)

House just after bridge

After hill Valley/Delta to right, still Pine alongside Road. Creek/Culvert Raintrees and Nasau ni vulagi Big and old (both sides) Nakadrudru settlement, either side of bridge Lekutu Post Office, Fiji Pine Bua Station Houses Bridge, Lekutu River Raintrees, Nasau, Coconut, Banana, Casava Fishing Centre for Bua

26.5

Ministry of fisheries office

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Chainage (km) Description Right Other government offices Lekutu Medical Centre 5,300 people 1/3 Indian 2/3 Fijian, no phone, once a week transport comes to take them on their rounds, generator. Hindu temple House and cemetery alongside road

Left (heading south) Fish sales

26.5 28.7 29.1 31 31.6

33.0 33.3 33.5

36.8 37 37.2

41.1 41.7

Pine and Grasslands (both sides) Houses (both) Pine and grasslands Waibunabuna Primary School Bridge, Nawailevu river Vaivai, mango, FW trees, Raintrees Pine Plantation: Voivoi, Dalo, Banana (5m) Small Fijian settlement, houses alongside road Baka tree Pine (both) Coconuts Rovurovu Lake (250m) Nawailevu Village, school and church (Road leading off to left) Feeder road to Kuvula (7.5km) and Banikea (15.5) villages Dalo and Voivoi (2m) Grassy hills and pine Mango and Raintrees, Wabosucu vine over everything Flat Grass Mango Young bush (both) Yago Yagona, Nokonoko, some diversity Road drops a little on either side The rises either side Cau trees, some bush, grass patches, then pine and nokonoko Coconut plantation either side Old mangrove Banana, Voivoi End of plantation, House (LHS) Big drop for a few metres (20m), Coconuts Bush with patches of coconut and pine Creek runs alongside road 20/30m Bua River tributary, Mango Trees

Bolaniniu Track

Pine

Drops away to terraces

Pine forest

Bua District School Road (1m up the road) Bua Nursing Station (10m) Serves a population of 1,500, 50/50 Indian/Fijian; No phone, solar power, travels to village to use phone, uses carriers to do rounds. Bridge, Nawi Creek (10/15m high) Raintree, coconut, breadfruit (both sides)

1.5 km from

Bua Village (2 km)

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Chainage (km) bridge 42.1 Description Right Dalamo Village (1.25 km) Tiliva Village (1.5 km) Bele plantation, pawpaw

Left (heading south)

House on road after bridge Pine House 20/30m from road (side?)

42.8 Young pine House (2m)

Indian settlement (Nakorovou settlement?) House (30m) Dwarf coconut plantation (2m) House, water tank (30/40m) Hindu temple (10m) House just after (30m) House (20m) Christian Church and house 15/20m Scrub (both) Small settlement (20/30m) Coconuts and banana alongside road Then scrub and grassland Up on hill to right Water reservoir Possible bore Vunivau settlement and Bhartiya school (1km) House 25/35m Rice and grazing

43 Few more metres 43.7 43.7

Pasture land (both)

44.6

45.1 45.2 45.4 46.7 47 47.3 47.8 48.8 51.4 House (10m) Grassland (both sides) The pine after 1-2km House (5/10m) Pine Creek Voivoi, Dalo, raintrees, duruka, ccnut Pine Naruwai Village and school (2km) Fiji Pine accommodation/office (10m) Bridge, Vunidawa creek Raintree, ccnut, bamboo, banana Creeping vine Banana plot, copra dryer Reservoir up on hill Fiji Pine Trust Station Telephone pole alongside road beginning of FEA line to Nabouwalu scrub Creek Raintrees, Coconut, Bamboo

House (20m), Vatureba settlement?, mostly 1km from road)

51.6 51.5 51.7

Dama Village (2km) House and pineapple plot (15/20m) Vanuavou settlement

52.4 52.6

Government station (15m) Shed (5m) Poles leave road after the shed Cassava, dalo, pineapple alongside road Road to Dama School (500 m) House (10m)

53.1

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Chainage (km) Description Left (heading south) Right Bridge, Dama River Bamboo, Dalo, raintree Garden Houses (5m) Turnoff to Tavulomo village (1.5 km) Turnoff to Wagadoa Village (2km) Driti Road Tar seal starts Houses and School (5/10m) Casava Coconut palms Graves alongside road (5m) Shop (5m) with cylinder shed Bua Central College Pine Settlement, 4 houses (5m) Coconut plantations Bush and Coconut (both) Creek/culvert used for washing Coconut Grove Voivoi, cassava plots Coconut grove House (10m) Dalo plot Coco crop Coconut (both) Dalo House (5m) Road (1/2km) up to a few houses and a large bure Bikai settlement? Bridge, Nawaca Creek Used for washing Mango, Raintree Cassava plots Nawaca Village (starts at 10m) House (5m) Yam and cassava crops (1m) Houses and Coconuts Old Mango trees Rolling grasslands with scrappy pine, coconut, nokonoko (both) Nawaca Wairiki Village School turnoff Pine begins Wailele settlement (500m) Coconut Grove Tiri begins (20m) Road to Nadawat settlement (2.5km) Bridge Coconut, climber, vutu Tiri, Tavola, Bamboo, Ivi Wairiki Village Dalo plots, Banana Houses (10m) 2 corrugated iron bus stations Pine Bush Drop Coconut grove Bridge, Creek, Bamboo, Dalo Dalo plts (1m) Waiganama Settlement (Fijian) House (5m) 15/20m, 8 houses Banana, Cassava Wet area, Ivi, Balabala Coconut Telephone line (1m) After the hill from the Wairiki Village, Flat area prone to flooding Rice paddies

53.6

53.8 53.9 55.5 55.8

56

56.8

58.8 59.1 59.3 59.4 59.7

61.8 62.1

62.6

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Chainage (km) 62.9 Description Left (heading south) Right Settlement Power pole (2m) Rice Mill (5m) Houses (after 20m) Road to Namau Primary School, Rice Namau settlement and Qereqere settlement. Houses 20/30m Settlement continues (5-10m) Bridge, clothes washing, Mulu Creek, Dalo Bamboo, Ivi Coconut Grove (both) Hill Level with sea Swamp with Coconuts and creeper Hill Tiri begins (1m) Hill with bush and mango trees Coconuts, Tiri drops back Coconut (both) Raviravi Settlement Houses (10km sic? From road) Yams, citrus, copra (1m) Creek Vudi, Dalo, Pawpaw Hill Coconuts and bush, flat to sea Hill Mangos Tiri (1m) FEA line (down) <1m from rd House (10m) Tiri continues Namulomulo settlement, church (10m) Sea then Tiri starts again but sea is within 10m Coconut grove Graveyard Tiri, Shore 10m Still hill Hill, Wainisevu Methodist Circuit Sea and Tiri School Corner, Hill on left, Sea alongside road Petrol station, Nabouwalu

63.3 63.6 64

64.5 66

66.5 67 67.3 67.8 68.4 68.9

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APPENDIX 3 POTENTIAL SOURCES OF BASE AND SUB-BASE MATERIAL FOR THE NABOUWALU ROAD UPGRADE THIRD ROAD UPGRADING PROJECT FIJI ROUGHTON INTERNATIONAL

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Sources of Base and Sub-base Material

Table 8.11.6.7 lists pits and quarries which have been identified as potential sources of base and sub-base for upgrading the study road. These material sources have been graded into primary and secondary sources following an appraisal of material quality; resource size; processing costs; haulage distances ; and environmental considerations. A brief review of the major pavement material sources is given in the followingparagraphs. Naua Pit

At the time of the field investigations a large resource of sandy gravel and cobbles was present in the Naua River about 18 km east of Dreketi. However, this deposit was being heavily exploited to supply base and sub-base materials for the Transinsular Road and is also the likely source of pavement materials for the upgrading of the Naravuka to Dreketi section of the Nabouwalu road. Given the very heavy demands to be made on this source it is considered that it cannot be relied upon to supply significant quantities of pavement material for the study road. Potential Apia Quarries

About 6 km east of Dreketi Health Centre, near Apia village, two potential quarry sites have been identified that could exploit strong moderately jointed basic andesite/basalt to produce crushed stone pavement materials. Apia/Cascade Quarry is located 700 m east of Nakata Bridge and about 6.2 km east of Dreketi Health Clinic. This potential quarry site has been studied during material searches for the Naravuka to Dreketi upgrading project (Roughton 1992 & 1995). Laboratory testing undertaken during this investigation indicated its potential as a roadbase course aggregate. At the site, which is adjacent to the Nabouwalu road, fresh strong rock is well exposed along the bed of a stream cascade for a distance of more than 300 m. Typical overburden thickness on the slope is expected to be 1.5 to 2.5 m and the extensive size of the resource (>200,000 m3) is indicated by the outcrop of similar rock at Matasawalevu Junction 300 m to the east. Quarry development would probably involve a benched excavation into the slope and care would need to be taken to minimise long term environmental impact. At Matasawalevu Junction a large exposure of bear rock forms a steep slope adjacent to the road. This slightly weathered to fresh, moderately jointed, basic andesite appears the same as that in the cascade. However, due to the presence of negligible overburden in the area and the slightly more favourable topography, this site is considered to be the better quarry site. For preliminary quantities estimation it is assumed that Apia/Matasawalevu Quarry will supply crushed stone base and sub-base from km 0.0 to km 15.0. Naiselesele Quarry and River Bed Deposits

A nearly horizontal basalt lava flow about 21 m thick has been exposed in a waterfall on the Naiselesele River about 400 m downstream from the Naiselesele Bridge (km 20.9). The strong fresh basalt exposed exhibits well developed columnar jointing in two zones. There is an upper zone of small columns with an average diameter of 150 mm and a lower zone of massive columns with diameters reaching 1.8 m and averaging 1.2 m. Laboratory testing indicates that this rock would be suitable for the supply of crushed pavement materials. However, development of a quarry exploiting the rock exposed in the

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waterfall is not considered acceptable on environmental grounds. The falls constitute a beauty spot of considerable character and scientific interest. Nevertheless, since the flow forms a hard horizontal structure (sandwiched between weaker tuffs, mudstones and sandstones) careful geological mapping in the vicinity of the falls is expected to locate a viable quarry site. The development of such a quarry may involve significant overburden stripping but this is expected to be acceptable due to the high quality of the rock and the favourable jointing which will aid extraction. It is therefore recommended that detailed geological mapping of the area forms a part of the detailed investigations. The bed of the Naiselesele river downstream of the falls is filled with cobbles and boulders of basalt derived from the outcrop. It is estimated that more than 15,000 m3 of crushed pavement material could be obtained from this source. Also, if a crusher is set up at Naiselesele, cobble and gravel deposits noted in the Sarawaqa and Tavua creeks could be processed at this site. For preliminary quantities estimation it has been assumed that about 110,000 m3 of crushed pavement material will be produced from a crushing plant at Naiselesele and that about 40,000 m3 of this aggregate will be processed from river "spalls" and about 70,000 m3 will be derived from a hard rock quarry. This aggregate would be used between km 15 and km 50. Lekuto Quarry

About 2 kilometres west of the Lukuto Bridge hard rock outcrops in a hill on the right hand side of the road at km 30.3 (200 m from the road). Examination revealed this rock to be strong, widely jointed to massive, volcanic agglomerate. Agglomerates (or breccias) are accumulations of airborne debris which has been blown from a volcano during an explosive eruption. They comprise angular fragments of rock in a finer grained tuff (ash) matrix. The suitability of agglomerate deposits for production of high strength crushed pavement aggregates may be controlled by the strength of the fragments or the matrix. The rock at this potential quarry site comprises strongly cemented fragments of strong basalt and andesite. Lack of natural fractures would make extraction relatively expensive. However, if the rock is sound then its favourable location may encourage quarry development. A single very large quarry at Lekuto could supply crushed pavement aggregates from the start of the Project road to km 50 (maximum haul 30 km) and this might be attractive to some Contractors. Detailed investigation of this resource is therefore recommended during final design studies. In particular, the occurrence of secondary mineralisation should be investigated in a representative selection of clasts and matrix material. Bua River Upstream Pit

The upper reaches of the Bua River are located in the pine forests on the right hand side of the study road at about km 44, offset about 1.5 to 2 km. At the time of this materials investigation the access road to this source of coarse river gravel was blocked. Detailed design studies should include this material search. Dama/Nagadoa Pit

The bed of the Dama River (km 59) is estimated to contain an exploitable gravel and cobble source of at least 80,000 m3, if exploited over a length of about 4 km upstream and downstream of the existing Nagadoa Pit. Deposits become increasingly coarse upstream of

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Nagadoa. The finer gravels are suitable for production of sub-base material by washing and screening. The coarse gravel and cobble deposits in the higher reaches of the river could provide crushed roadbase course aggregate. For Preliminary design quantities estimation it is assumed that base and sub-base materials from the Dama River will be used between km 50 and the end of the Road at Nabouwalu (km 75).

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Sources of Sealing and Concrete Aggregate

The potential hard rock sources at Apia (km 0) and Naiselesele (km 20) are both expected to provide crushed aggregates suitable for use in sealing and high quality concrete works. Crushed rock from the Lekuto agglomerate quarry (km 30) will comprise fragments of various rock types and would therefore require thorough investigation to establish its soundness and suitability. The cobble and boulder deposits of the Sarawaqa (km 17), Tavua (km 17), Naiselesele (km 20) and Dama (km 59) Rivers appear sufficiently strong and durable for production of high quality sealing and concrete aggregates. However, all these potential sources are essentially volcanic in origin so soundness needs to be confirmed during detailed design stage material investigations. This testing should be supplemented by secondary mineral analysis of any suspect materials.

Sources of Selected Subgrade Fill

"As-dug" selected subgrade fill materials with a CBR strength of not less than 15 % are not readily available along the project road. Outcrops of "rotten rock" are rare due to the deep tropical weathering profile exhibited by the volcanic deposits and fine to medium coarse river gravel deposits are only associated with the Dama River (where they are too valuable as sources of pavement aggregate to be used as selected subgrade fill - SSG). Selected sandy clay materials derived from cut are expected to supply SSG with a CBR strength of not less than 8%. Marls and weak fine sandstones ("soapstones") outcropping in the Nasarowaqa area (km 15 - 17) will certainly supply "as-dug" SSG with compacted CBR strengths exceeding 8 % and detailed investigation may show that selected "soapstones" can be relied upon to give CBR strengths of greater than 15 %. "Rotten rock" (weathered conglomerate) has been observed in several cuttings between the Dama River and Nabouwalu and as a result two potential SSG sources are proposed near Tavulomo (km 60) and Ndelainavi (km 66). It is anticipated that rippable deposits from greater than 2.5 - 3.5 m depth will provide compacted CBR strengths of greater than 15 %.

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