Updated Environmental Impact Statement

for the proposed

Rehabilitation of - Road (T2)

August, 2017

Prepared for Road Development Agency Government/Fairley Road P.O. BOX 50003 Ridgeway, , Tel: +(260)-211-253088/253002/253801 Fax: + (260)-211-253404/251420 Email: [email protected]

UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road

QUALITY ASSURANCE CONTROL PLAN

CONSULTANT: REPORT /DOCUMENT CONTROL FORM

PROJECT TITLE: PROJECTIDENTIFICATION NO: P-ZM-DBO- RESETTLEMENT UPDATED ESIA SERENJE TO MPIKA 004 ROAD

REPORT /DOCUMENT TITLE: RAP DRAFT REPORT

Document Status: Initial Issue: Issue date: 10 August 2017

Contact Person: Chief Executive Officer Government/Fairley Road Report Prepared Client’s Name: P.O. BOX 50003 for: Road Development Agency Ridgeway, Lusaka, Zambia Tel: +(260)-211-253088/253002/253801 Fax: + (260)-211-253404/251420 Email: [email protected] The signatures below certify that this procedure has been reviewed and accepted, and demonstrates that the signatories are aware of all the requirements contained herein and are committed to ensuring their provision. Approvals Name Position Signature Date

AfDB Consultant Angela Robert 10 August, 2017 Sociologist

Yobe Nyirenda RDA Sociologist 10 August, 2017 Compiled by Oivy Hamududu RDA Sociologist 10 August, 2017

AfDB Jacob Chishiba Environmental 10 August, 2017 Consultant Environmental Reviewed by Gershom Chilukusha 10 August, 2017 Officer, RDA AfDB Approved for issue Nelson Omagor Consultant, 10 August, 2017 by Team Leader Quality Verification: This report/document has been prepared under the quality controls established by Road Development Agency.

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ACRONYMS AERC Assistant Emergency Response Coordinator AIDS Acquired Immune Deficiency Syndrome ASL above sea level CEEC Citizens Economic Empowerment Commission COD Chemical Oxygen Demand COMESA Common Market for Eastern and Southern Africa DACO District Agriculture and Cooperatives Officer DANIDA Danish International Development Aid DC District Commissioner DHID Department of Housing and Infrastructure Development DPO District Planning Officer DPP Department of Physical Planning DRC Democratic Republic of Congo DSA District Situation Analysis DWA Department of Water Affairs ECZ Environmental Council of Zambia EHS Environmental Health and Safety EIA Environmental Impact Assessment EIS Environmental Impact Statement EMP Environmental Management Plan EPB Environmental Project Brief ERB Energy Regulation Board ERC Emergency Response Coordinator ERP Emergency Response Plan ESIA Environmental and Social Impact Assessment ESMP Environmental and Social Management Plan FC Faecal Coliforms FGD Focus Group Discussion FNDP Fifth National Development Plan FSP Fertiliser Support Programme GDP Gross Domestic Product GMA Game Management Area GPS Global Positioning System GRZ Government of the Republic of Zambia HAHC Hospital Affiliated Health Centre HIV Human Immuno Virus LuWSC Lukanga Water and Sewerage Company MACO Ministry of Agriculture and Co-operatives MLGH Ministry of Local Government and Housing MMEWD Ministry of Mines, Energy and Water Development MoH Ministry of Health MTENR Ministry of Tourism, Environment an Natural Resources NGO Non-Governmental Organization NHCC National Heritage Conservation Commission PPE Personal Protective Equipment PRP Poverty Reduction Programme RDA Roads Development Agency

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ROADSIP Road Sector Investment Programme RTSA Road Transport and Safety Agency SADC Southern African Development Community SNDP Sixth National Development Plan STI Sexually Transmitted Infection TAZAMA Tazania Zambia Mafuta TAZARA Zambia Railway Authority TC Total Coliforms TDS Total Dissolved Solids ToRs Terms of Reference UNFCCC United Nations Framework Convention on Climate Change USDA United States Department of Agriculture WCNH World Cultural and National Heritage WHO World Health Organization WRAP Water Resources Action Programme ZABS Zambia Bureau of Standards ZAMTEL Zambia Telecommunication ZAWA Zambia Wildlife Authority ZEMA Zambia Environmental Management Agency ZESCO Zambia Electricity Supply Corporation ZNBC Zambia National Broadcasting Corporation

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TABLE OF CONTENTS QUALITY ASSURANCE CONTROL PLAN ...... i ACRONYMS ...... ii ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT SUMMARY ...... ix 1 INTRODUCTION ...... 1 1.1 Background ...... 1 1.2 Project location ...... 1 1.3 Proposed Development Objectives and Specific Objective ...... 4 1.4 Project justification ...... 4 1.5 Purpose of the ESIA ...... 5 1.6 Terms of Reference for the ESIA ...... 5 1.7 AfDB ESIA Review study consultancy...... 6 1.8 ESIA Study Methodologies ...... 6 1.8.1 The Scoping Phase ...... 6 1.8.2 Literature review/desk study ...... 6 1.8.3 Water quality surveys ...... 6 1.8.4 Soil surveys ...... 8 1.8.5 Biological Surveys ...... 11 1.8.6 Socio-economic surveys ...... 11 1.8.7 Public consultation meetings ...... 11 1.8.8 Analysis of project impacts ...... 11 1.9 ESIA Report Outline ...... 12 2 POLICY, LEGAL AND REGULATORY FRAMEWORK ...... 14 2.1 Policy framework ...... 14 2.1.1 The National Policy on Environment ...... 14 2.1.2 Guidelines for Road Rehabilitation Environmental and Maintenance Work ...... 14 2.1.3 National Resettlement Policy Guidelines ...... 14 2.1.4 Republic of Zambia Vision 2030 ...... 14 2.1.5 The National HIV/AIDS/STI/TB Policy 2002 ...... 14 2.1.6 The National Gender Policy 2015 ...... 15 2.1.7 The Zambia Land Policy 2015 ...... 15

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2.1.8 The Transport Policy ...... 15 2.2 Legal framework ...... 15 2.2.1 The Environmental Management Act (EMA), No. 12 of 2011 ...... 15 2.2.2 The Environmental Impact Assessment (EIA) Regulations, Statutory Inst. No. 28 of 1997 ...... 15 2.2.3 The Environmental Management (Licensing) Regulations, 2013 ...... 16 2.2.4 The Water Resources Management Act, No.21 of 2011 ...... 16 2.2.5 The Tourism Act, CAP 155 ...... 17 2.2.6 The Zambia Wildlife Act, CAP. 12 of 1998 ...... 17 2.2.7 The Forest Act, CAP 199 of 1973 ...... 17 2.2.8 The National Heritage and Conservation Commission Act ...... 17 2.2.9 The Town and Country Planning Act, Cap 285 ...... 18 2.2.10 The Public Roads Act, CAP 12 of 2002 ...... 18 2.2.11 The Road Traffic Act ...... 18 2.2.12 The Petroleum Act, CAP 424 ...... 18 2.2.13 The Energy Regulation Act, CAP 436 ...... 19 2.2.14 Occupational Health and Safety Act of 2010 ...... 19 2.3 International and Regional Legislation ...... 19 2.3.1 Convention of Biological Diversity ...... 19 2.3.2 Convention on International Trade in Endangered Species of Wild Fauna and Flora-CITES ...... 19 2.3.3 United Nations Convention to Combat Desertification (UNCCD) ...... 19 2.3.4 Convention on the Conservation of Migratory Species of Wild Animals ...... 20 2.3.5 Ramsar Convention on Wetlands ...... 20 2.3.6 Convention on the Protection of World Cultural and Natural Heritage ...... 20 2.3.7 United Nations Framework Convention on Climate Change ...... 20 2.4 AfDB Integrated Safeguards Policy Statements ...... 20 2.4.1 OS 1: Environmental and Social Assessment ...... 20 2.4.2 OS 2: In Involuntary Resettlement ...... 21 2.4.3 OS 3: Biodiversity and Ecosystem services ...... 21 2.4.4 OS4: Pollution Prevention and Control ...... 21 2.4.5 OS 5: Labor Conditions, Health and safety ...... 21

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2.5 Other Bank Safeguards Policies ...... 21 2.5.1 The AfDB Gender Policy 2001 ...... 21 2.5.2 The AfDB policy on poverty reduction, 2004 ...... 22 2.5.3 The AfDB Agriculture and rural development policy ...... 22 2.6 Administrative Framework ...... 22 2.6.1 Ministry of Housing and Infrastructure Development ...... 22 2.6.2 Ministry of Works and Supply ...... 22 2.6.3 Road Development Agency (RDA) ...... 23 2.6.4 District Councils and Traditional Leadership ...... 23 2.6.5 Zambia Environmental Management Agency (ZEMA) ...... 23 3 PROJECT DESCRIPTION ...... 24 3.1 Background ...... 24 3.2 Current status of the Serenje-Mpika Road ...... 24 3.3 Purpose and justification of the project ...... 24 3.4 Project main activities ...... 24 3.4.1 Site preparation phase ...... 24 3.4.2 Construction phase ...... 24 3.4.3 Operation phase ...... 25 3.4.4 Decommissioning and closure phase ...... 25 3.4.5 Process and Technology ...... 25 3.4.6 Clearing and grubbing ...... 26 3.4.7 Sub-base construction ...... 26 3.4.8 Road base construction ...... 26 3.4.9 Surfacing ...... 26 3.4.10 Drainage infrastructure construction ...... 26 3.4.11 Equipment and machinery ...... 26 3.4.12 Envisaged raw materials and waste products expected in the life cycle of the project 27 3.4.13 Construction Phase ...... 27 3.4.14 Operational Phase ...... 27 3.4.15 Products and by-products ...... 27 3.4.16 Sources of Equipment and Materials ...... 27 3.4.17 Equipment and machinery ...... 28

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3.4.18 Materials ...... 28 4 ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS ...... 29 4.1 Physical environment ...... 29 4.1.1 Topography ...... 29 4.1.2 Geology ...... 29 4.1.3 Climate ...... 29 4.1.4 Air quality ...... 29 4.1.5 Hydrology ...... 30 4.1.6 Water quality for selected water bodies along the project site ...... 30 4.1.7 Soils ...... 35 4.2 Biological environment ...... 35 4.2.1 Vegetation ...... 35 4.2.2 Fauna ...... 36 4.2.3 Protected areas in areas of Serenje-Mpika Road ...... 39 4.3 Social- economic environment ...... 40 4.3.1 Population ...... 40 4.3.2 Ethnicity ...... 40 4.3.3 Land administration and land use Land Tenure ...... 41 4.3.4 Land Use ...... 41 4.3.5 Economic activities ...... 41 4.3.6 Poverty levels ...... 42 4.3.7 Gender equity ...... 42 4.3.8 Traditional and religious practices ...... 43 4.3.9 Historical and archeological sites ...... 43 4.3.10 Prevalent Diseases ...... 44 4.3.11 HIV/AIDS prevalence ...... 44 4.3.12 Social services and amenities ...... 45 4.3.13 Villages/Settlements ...... 46 5 PROJECT ALTERNATIVES ...... 46 5.1 Alternatives considered ...... 47 5.1.1 The Do-Nothing Scenario ...... 47 5.1.2 The Routine Maintenance Option ...... 47

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5.1.3 Rehabilitation with Asphalt ...... 47 6 STAKEHOLDER CONSULTATIONS ...... 48 6.1 Objectives of the public cnsultations...... 48 6.2 Identification and Involvement of Key Stakeholders...... 48 6.3 Field Interaction ...... 49 6.3.1 Summary of key issues of concern raised in the public consultations ...... 49 7 POTENTIAL ENVIRONMENTAL AND SOCIAL IMPACTS ...... 52 7.1 Identification of impacts ...... 52 7.2 Ranking of the significance of impacts ...... 52 7.3 Project positive impacts...... 54 7.3.1 Positive impacts...... 54 7.3.2 Negative Impacts ...... 55 7.4 Impacts enhancement measures ...... 75 7.5 Information Disclosure about the project ...... 75 8 ENVIRONMENTAL MONITORING PLAN ...... 77 8.1 Issues to Be Monitored in the Project Phases ...... 77 9 CONCLUSIONS AND RECOMMENDATIONS ...... 81 10 REFERENCES ...... 82 11 APPENDICES ...... 83 11.1 APPENDIX 1: Copies of Public Notices in the Newspaper Adverts ...... 83 11.2 Appendix 2: Minutes of Consultative Meetings ...... 86 11.3 Appendix 3: Scanned Copies of the Attendance List for the Consultative Meetings .... 95 11.4 APPENDIX 4: ZEMA Approval Letter ...... 99 11.5 APPENDIX 05: Original Laboratory Certificates of Analyses – Water Samples ...... 99 11.6 APPENDIX 6: Original Laboratory Certificates of Analyses – Soil Samples ...... 103 11.7 APPENDIX 7: Summary of Socio-economic Survey of PAPs and Properties along Serenje-Mpika Raod Section ...... 105 11.8 Annex 8: Chance Find Procedures ...... 124 11.9 APPENDIX 9: Sample Scoping Questionnaire for the Serenje-Mpika Road Project ..... 125

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ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT SUMMARY

Project Title : North-South Corridor Transport Improvement Project (Serenje-Mpika Section) Project Number : P-ZM-DB0-004 Country : Zambia Department : Transport & ICT Department (tbc) Division:

INTRODUCTION The Serenje–Mpika Road forms a part of the Zambian Great North Road (T2) that is a section of international routes i.e. the Trans-Africa Highway and the North-South Corridor (NSC) which is a joint COMESA/East African Community/South African Development Corporation (COMESA/EAC/SADC) Aid for Trade initiative. Its primary aim is to reduce the time, and cost of transport along this priority Corridor which links the port of Dar-es-Salaam in Tanzania to the Copper-belt (Southern DR Congo and Northern Zambia) and connects to the southern ports of South Africa specifically the port of Durban. The Corridor system, with its spurs, services eight (8) countries -Tanzania, DR Congo, Zambia, Malawi, Botswana, Zimbabwe, Mozambique, and South Africa. The project has been endorsed by the SADC/EAC/COMESA Tripartite that aims to improve the regional transport infrastructure with a view to supporting economic and social development programs along the Trans-Africa Highway/North-South Corridor.

The project road was originally constructed as a bitumen surfaced road in 1970s and is now beyond its design life, notwithstanding the emergency and periodic maintenance interventions. It has received a number of rehabilitation and periodic maintenance since its initial construction, commencing with emergency maintenance between 1995 and World Bank funded periodic maintenance between 1998 and 2000. This intervention provided a limited design life intervention, with focus on partial reconstruction for severally deteriorated sections and double seal treatment for most sections. Follow up maintenance was not fully undertaken, and consequently in 2011 Government of Zambia (GRZ) commissioned two emergency repair works contracts for the section. The poor condition of the road would be detrimental to the movement of goods and services, and therefore intervention driven by ensuring that the critical route does not present a transit bottleneck for trade in the region. The Bank is already financing the – section (approved July 2015) while the appraisal for the Mpika–Chinsali section is advanced with EU/European Investment Bank (EIB) support. The Serenje–Mpika (238km) section is complementary to these.

POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK Policy Framework: The GRZ National Environmental policy emphasizes the need for Zambia to pursue development on a sustainable path implying the need for sound environmental and natural resources exploitation and management. Other policy instruments of relevance to this road project include; the Zambia Vision 2030, Guidelines for Road Rehabilitation Environmental and Maintenance Work, 1997, National Resettlement Policy Guidelines, the National Gender policy 2015, the National HIV/AIDS/STI/TB policy 2007 and the National Population Policy 2007. The Road Development Agency (RDA) Strategy Plan for 2012-2016 and the Zambia Land Policy 2015. These

RDA ix August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road amongst others, provide sectoral frameworks for the mainstreaming of their thematic areas into the planned rehabilitation of road project.

Legal Framework: Legislations governing environmental issues in Zambia and of relevance to the road project include: The (Amendment) Act, 2016; the Environmental Management Act 2011, the Forestry Act, 2015; the National Road Fund Agency Act No. 13 of 2002, Road Development Agency Act No. 12 of 2002; the Occupational Health and Safety Act No. 36 of 2010; s the Employment (Amendment) Act, 2015, and the Local Government Act Cap. 281 of the laws of Zambia and the Lands Acquisition Act Cap. 189. These legal instruments outline compliance requirements during the various stages of implementation of this road project.

ESIA requirements According to AfDB Environmental and Social Assessment Procedures of 2015 places projects that are financed by the Bank into four broad categories based a combination of considerations. These projects categories are; Category 1, 2, 3 and 4. With specific reference to the Serenje-Mpika road, since it involves major rehabilitation works and stretches over 238km and affects well over 200 PAPs, the project is a Category 1 type which requires a detailed ESIA to be conducted before its implementation.

Similarly, the Zambia EIA Regulations under Part II Clause 7 (2) (a) stipulates that, an ESIA is required for any project specified in the Second Schedule of the Regulations. Furthermore, the Second Schedule of the Regulations, under Item 2 on Transportation subsection (a) specifies that “all major roads outside urban areas, the construction of new roads and major improvements over 10km in length. Based on this, the road project qualifies for an ESIA to be conducted since it’s 238km long.

Applicable AfDB Policies The Bank has published its Integrated Safeguards System (ISS) which is designed to promote the sustainability of project outcomes by protecting the environment and people from the potentially adverse impacts of projects. The ISS embodies the Integrated Safeguards Policy Statement and five Operational Safeguards. The Bank’s Operational Safeguards include: a. Operational Safeguard 1: For environmental and social assessment and covers aspects of project categorization and environmental and social assessment requirements; b. Operational Safeguard 2: Consolidates the policy commitments and requirements set out in the Bank’s policy on involuntary resettlement; c. Operational Safeguard 3: Is focused on Biodiversity and ecosystem services which aims to conserve biological diversity and promote the sustainable use of natural resources; d. Operational Safeguard 4: Addresses pollution prevention and control, hazardous materials and resource efficiency covering a range of key impacts of pollution, waste, and hazardous materials including greenhouse gas accounting; and e. Operational Safeguard 5: With a focus on labor conditions, health and safety requirements for workers’ conditions, rights and protection from abuse or exploitation.

These bank policy instruments have informed the ESIA process for the Serenje-Mpika road project to ensure the project is both environmentally and socially sound meeting not only national environmental requirements but also, international commitments.

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Administrative Framework Some of the key institutions in the proposed road project include: a. Zambia Environment Management Agency-ZEMA: a statutory agency for the protection of the environment and with reference to the road project, the ZEMA has the overall responsibility of approving and monitoring the project’s compliance in line with its Decision Letter Conditions as well as other standards relating to environment; b. Road Development Agency-RDA: a semi- autonomous government entity responsible for the administrative control, planning, development and maintenance of all roads and related structures including bridges in Zambia. RDA’s Environmental and Social Management Unit (ESMU) will be responsible for monitoring compliance both construction and operation pf the road project; c. National Road Fund Agency-NRFA: Principally, it is to secure and manage the funds in a cost-effective manner so as to ensure timely routine and periodic maintenance of the core road network; and d. Road Transport and Safety Agency: Has the oversight role in terms of traffic regulation, ensuring the road safety engineering and amongst others, safety campaigns through education and publicity.

Others include Ministry of Works and Supply which is a lead sector Ministry for land valuation affairs (evaluation of Government property) , Ministry of Lands and Natural Resources which is lead agency on environment affairs, Ministry of Transport and Communication and Ministry of Housing and Infrastructure Development, the National HIV/AIDS Secretariat, lower administrative entities such as Provisional Administrative Structures (especially the Provisional Committees), the Chiefdoms, the NGOs and CBOs are key in the road project.

PROJECT DESCRIPTION AND JUSTIFICATION

Project Description Currently, Serenje-Mapika road was originally built to a Class IA bitumen type with two lane flexible pavement. The existing pavement generally consists of double bituminous surface dressing with some sections with reseal or “cape seal” on top, 150mm cement stabilized base course and 150mm granular sub-base. Its carriageway width for most of the length is in the range of 5.8-6.1m wide. However, due to poor maintenance regime, the road has rapidly deterioration with some sections of the road disintegrating, posing a risk of complete failure in the near future. In addition, there several edge breaks which have reduced the original width of the lanes. The road project is planned to be a full pavement reconstruction involving Asphalt wearing course. Strengthening in some sections shall include an asphalt overlay to existing pavement and using 50-70mm asphalt concrete. The intervention shall include partial widening to achieve width of 7m for carriageway and to provide the 2.0m wide shoulders.

PROJECT ACTIVITIES The project will involve mainly three activities summarized as follows: i. Pre-construction Phase-which includes feasibility and detailed engineering studies as well as ESIA and RAP. The designs are currently being finalized;

RDA xi August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road

ii. Construction Phase-This will involve construction of the road pavement and bridges/culverts. The component of consultancy services consists of design review and construction supervision of civil works; and iii. Post-construction phase-This phase will cover inspection and technical audits in addition to operation and maintenance of the road. Sensitization of the road users and installation of other accident intervention measures may also take place during this phase.

Project Justification The justification for the planned rehabilitation of Serenje-Mpika is premised on the following: The Serenje–Mpika Road forms part of the Zambian Great North Road which is a section of international routes i.e. the Trans-Africa Highway and the North-South Corridor (NSC) which is a joint COMESA/EAC/SADC Aid for Trade initiative whose primary aim is to reduce the time, and cost of transport along this priority Corridor which links the port of Dar-es-Salaam in Tanzania to the Copper-belt (Southern DR Congo and Northern Zambia) and connects to the southern ports of South Africa specifically, the port of Durban. The Corridor system, with its spurs, services eight (8) countries-Tanzania, DR Congo, Zambia, Malawi, Botswana, Zimbabwe, Mozambique, and South Africa. The project is envisaged to improve the living standards and expand the productive capacity of the population in this region by contributing to improved access to the transport services thereby attaining sustainable, safe road network that facilitates economic growth and the improvement lives in Zambia at large. Contribution to poverty reduction, Zambia being a landlocked country needs to ensure better connectivity for its population access to market outlets for its increasing commercialized agriculture. This emphasis on access requires a deliberate initiative in allocating resources mainly for infrastructure investments with more focus on roads which connect the country to areas with high agricultural potential (such as northern Zambia) through roads with cross-border trade opportunities as Serenje-Mpika. No doubt, more success in agribusiness, including agro-processing will thrive on lower costs of operation including transport as envisaged in this project. In addition, the road goes through high agricultural productivity in the Districts of Nkushi, and Mpika which are among the main producers of export crops such as maize and wheat as such, the road will provide improved transportation of agricultural produce to markets internally and for export in the region to Tanzania and to markets in Lusaka and beyond south. With reference to tourism support, the road will improve access to the tourists’ sites such as Nachikufu caves 55km south of Mpika, Chipoma Falls on R. Lubu and Lwitikila Falls (15km from Mpika) close to towards Chinasali areas. Other areas of tourist interest include; North Luangwa and South Lwangwa, Lumimba and Lavushi Manda National Parks. In addition, there are a number of Game management areas close to the road corridor of Serenje- Mpika road. In all the road will support the growth of the tourism sector. Furthermore, the planned rehabilitation of road the will result in a fairly smooth pavement surface as opposed to its current uneven surface in a number of sections which has led to accidents especially for the heavy trucks whose trailers lose control after suddenly going over potholes or uneven such surfaces.

DESCRIPTION OF THE PROJECT ENVIRONMENT

Physical EnvironmentTopography: Serenje areas of the road project are at an altitude of 1120m above mean sea level (amsl). The escarpment dominates the landscape on the southeast while the rest of the district is composed of scattered hills and a soft undulating valley in the southern part. From Serenje, the project raod follows the Muchinga Escarpment which borders the

RDA xii August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road project area on the right-hand side (mostly eastern side). The Muchinga Escarpment rises to 1800m masl along the edge of the main Zambian Plateau, which is around 1500m near Mpika. The town of Mpika is at an elevation of 1440m masl.

Climate-The area between Serenje and Mpika experiences one of the highest diurnal temperature ranges. Mean annual regional temperatures for the road corridor area range 21.10C–27.40C. The road corridor is located in agro-ecological region 3 whose average rainfall is over 1,000mm. Most of the rain falls between October and April, with December and January as the wettest months.

Geology: The geology of the project area consists of quartzite in Serenje for about 6km which is followed by coarsely non-pyroclastic biotite granite and porphyritic granite until about 2km after Nakampati stream. The geology then changes to gneiss. The porphyroblastic granite reappears near Lake Lusiwasi for about 15km before reverting to gneisses for a short distance. The Kanona Formation near Kanona consists of schistose gneisses and schists. The road from Kanona passes through gneissose granite and near Mission is Chilonga formation consisting of pelites.

Hydrology: the road project areas are rich with perennial streams with the main Congo–Zambezi watershed running west-east cutting the areas in half, hence, main river systems drain north and south. The Luombwa River which flows in the north rises at the western end of the watershed, crosses the Katanga and joins the River. Its tributaries are Kasanka and Munte rivers. A large reservoir called Lusiwasi is located within 40m from the road at Chitambo Mission junction (at 77+000km). Rivers in the east of Mpika run from the Muchinga Escarpment and flow via the Luangwa and Zambezi rivers into the Indian Ocean.

Surface water quality: The surface water quality samples were collected from the following rivers; Mulu, Lubumbala, Masanta, Mansana and Kalulu along the road alignment and the tests were done using standard scientific methods. The results from the tests showed that, by large, the water bodies within the proposed project area are relatively unpolluted with exception of microbiological aspects for some sources, the water conforms to the World Health Organization (WHO) Guidelines and Zambian Standards for drinking water. This is expected as all of these water bodies drain an environment that is literary free from anthropogenic activities. The pH of the water bodies during the period of the study ranged between 7.04 to 7.47.

Soils: From an environmental standpoint, the soils are relatively stable under the natural woodland. They are, however, easily susceptible to physical degradation if subjected to disturbances like excavation and cultivation which points to the need for measures to control erosion during and after excavations soils are exposed following excavations works.

Biological environment Flora: The vegetation type between the Serenje–Mpika Road is the typical Miombo woodland which is of two storeyed with mainly an open and light crown of semi-evergreen to deciduous trees between 15-21m high. Dominant trees are mainly species of Brachystegia, Isoberlinia, Julbernardia and Marquesia macroura with Pericopsis angolensis, Anisophyllea boehmii, Erythrophleum africanum and Parinari curatellifolia as common associates. The road also goes through sections of the Serenje Forest Reserve, Kanona Forest Reserve and Mpika Forest Reserve all of which are dominated by Brachystegia–Julbernardia tree species. The dominant grasses along the road are

RDA xiii August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road of Hyparrehnia, Andropogon and Loudetia species. The dominant trees are mainly species of Brachystegia and Julbernardia with Pericopsis angolensis, Anisophyllea boehmii, Erythrophleum africanum, Parinari curatellifolia as common associates. It is important to note that, though the road project will follow its existing alignment without any re-alignments or land uptake hence, there will be minimal impacts on the vegetation resources in any protected areas. In addition, the preparation of asphalt will be done by use of motorized internal heating system without any use of open fire using firewood which would bring about cutting of vegetation.

Fauna: Based on information from Zambia Wildlife Authority (ZAWA) officials in both Serenje and Mpika (especially across protected areas of Lavushi Manda National Park) it is clear that, most of the wildlife in areas through which the road passes is restricted outside the 50m road corridor. Rarely does wildlife especially large mammals stray in the busy road corridor with a lot of human disturbance. However, based on the interviews, the following groups of wildlife are commonly seen by the locals and wildlife authorities: Cercopithecus pygerythrus (Vervet Monkeys), Otolemur crassicaudatus (African Hare), Paraxerus cepapi (Bushbaby), Potamochoerus porcus (Bush Pig), Sylvicapra grimmia (Common Duiker). Others include reptiles such as Kinixys spekii (Tortoise), Python sebae natalensis (African Python) and Bitis arietans arietans (Puff Adder). This wildlife is of least conservation concern in terms of not being rare, endangered or vulnerable as per the IUCN Red Data Lists implying implementation of the project will not have any adverse direct and indirect impacts on wildlife resources.

Social- economic environment

Population: The 2010 Census puts the total population of the at 62,327. Of this population, 31,315 were females while 31,012 were males. The population figures indicate that the district had slightly more females than males. The total number of households according to the same document 11,996 putting the number of inhabitants per household at about (5) five. No gender disaggregation of the households is available. For Mpika, its population is at that time put to at 211,425 with an average annual growth rate of 3.8%. Of this population, it is estimated that only about 30% resides in the urban areas while the remaining 70% is in the rural areas.

Land administration and land use

Statutory (leasehold) land tenure system: Under this system, land is vested in the President and alienation by the President on behalf of the people of Zambia through the Commissioner of Lands. Local Authorities are delegated with powers to administer land on behalf of the Commissioner of Lands, to applicants and recommend suitable developers to the Commissioner for approval. The Commissioner of Lands must approve these recommendations from Local Authorities before land can be developed.

Traditional (customary) land tenure statutory: Under this system, land is held in common ownership by the community in perpetuity. It is transferable following family or community traits but cannot be sold and its occupancy rights and administration are under the Chief. The Commissioner of Lands cannot alienate land situated in this area unless with consent from the local Chief. This is the predominant land administration system in the project areas since most of the land falls within chiefdoms. However, the Law provides for the conversion of customary land into

RDA xiv August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road statutory land. In this case, the Council or developers first seek authority from the chief to acquire land from the chief’s area which is later recommended to the Commissioner of Lands for approval.

Economic activities

Agriculture: There are three types of registered farmers in the districts and they are: commercial farmers who are farmers who have more than 10ha of land under cultivation and there are 6 such type of farmers in the district. The others are the emergent farmers who cultivate between 2-10 ha of land. The other category are small scale farmers who typically cultivate less than 2ha of land. This group comprises the remaining number of registered farmers. Generally, these are resource poor and usually cultivate their land by hand.

Livelihoods Activities and Strategies: The baseline information obtained along the road corridor indicates that, households typically pursue diverse livelihood portfolios, not because they have plenty of economic opportunities, but as a response to a range of constraints and risks. Much of the road corridor’s population is dependent on slash-and-burn, rain-fed agriculture for its subsistence. Maize still dominates the crop production along the road corridor with observed resurgence in the production of traditional crops.

Income composition- Results of the baseline survey show that, a majority of households in the project area earn less than ZMW300 per month, with a significant number of the households earning less than ZMW150 per month. The main sources of income are: (a) own livelihood or economic activity; (b) income from employment paid in cash; (c) unpaid income; (d) other cash income; and (e) income from employment paid in kind. Respondents were asked to identify their main and second source of income. It appears that own livelihood or economic activities play an important role in day-to-day living of households along the road corridor with more than 80% dependent on it.

Poverty Levels: In terms of poverty levels, majority of household along the road corridor fall within the “poor category” (55%) and over half of these poor households have income far below the upper poverty line (earn less than ZMW150 per month). The household survey revealed that majority of households (38.9%) have between 5-8 members. In terms of household headship, female headed households are more likely to be below the poverty line. Although the results of the household survey indicate that only 23% of the respondent were female headed households, the number of these female headed households living below the lower poverty line is significant (73%) compared to 29% of male headed households living below the lower poverty line. Only 60% of households owned an average of two consumer durable items.

Gender equity: No doubt like many rural parts in Africa, the areas of Serenje-Mpika equally experience glaring gender disparity with women taking on many livelihood ventures and the households levels. Women are key in household faming, roadside trading to earn additional income for the families and are responsible for the welfare and health of the children. From discussions during the ESIA, the women have few employment opportunities in rural areas especially in road projects as compared to men. To address this disparity and scale up women empowerment, GRZ has in place a National Gender Policy as a tool to guide mainstreaming gender interventions into the development process and planning into the sectors of economy. The gender policy is to facilitate Zambia’s gender mainstreaming programs in

RDA xv August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road all sectors of the national economy. In line with these, RDA has embarked on mainstreaming gender into its policies, plans and activities though the framework tools for this process are at their formative stages. RDA has also two staff i.e. sociologists in its Environmental and Social Management Unit who handle gender issues in its road projects in terms of monitoring compliance and operations of the contractors in line with national gender guidelines. At the district levels, through Community Development Departments together with the NGOs, there are deliberate steps to promote women based organizations in development work and in Mpika and Serenje districts, they have Food Security Pack Programme (FSPP) to address food vulnerability at households. Therefore, in the Serenje-Mpika road project, RDA proposes to ensure that, the contractors set aside at least 20% of road work/activities to be undertaken by women especially controlling traffic, masonry works in terms of stone pitching, surveying, clerical based work, medical services and working in contractors’ canteen. For their effective involvement, the contractor is to put in place support facilities to enhance their participation such as separate toilets for male and female workers, observe the GRZ 120 calendar maternity leave and 5 days for paternity leave and some sheds for children amongst others.

Traditional and religious practices: The family structure within this group is based on monogamous, matrilocal marriage where the husband migrates to settle in the wife’s birth place. However, the trend is slowly changing with cases of patrilocal marriages where the wife relocates to the husbands’ birth place becoming more widespread. The project areas as is in Zambia, a number of traditional ceremonies the most celebrated ceremony in the district among the Lala people is Chibwela Mushi, which brings together the Lala people of Serenje and the Swaka of Mkushi. Celebrations are held every September in . Traditional ceremonies in are practiced annually in commemoration of some historical events. The major traditional ceremonies are Chinamanongo by the Bisa speaking people under Senior Chief Kopa and Malaila ceremony spearheaded by Chief Nabwalya.

Historical and archeological sites: Nachikufu caves Nachikufu Cave, Mpika District thought to be some 18,000 years old rock paintings at 12°15' S 31°10' E. This is one of the archaeological sites of significance which has the potential to attract both domestic and foreign tourists. It is located 2.2km off Serenje-Mpika road. The cave is an ancient artifact where the Stone Age people lived. It has some schematic paintings of archeological significance. Government maintains it as a cultural and historical heritage site. On average, annually, the site reportedly receives over 500 foreign visitors leave alone schools and local tour groups. In Serenje, major archaeological sites include the Nsalu caves, the Kundalila falls, the Sancha rock, and the David Livingstone memorial site which are all located some distance from the road.

HIV/AIDS prevalence: Based on UNAIDS Report of 2014, Zambia now has a generalized epidemic, with HIV spreading throughout the population as opposed to being concentrated in specific populations. Adult HIV prevalence peaked in the 1990s, and was estimated at 13.3% in the Zambia Demographic and Health Study (ZDHS) 2013-14 with prevalence in women higher than in men (15.1% compared to 11.3%). However, trends indicate a continuous drop in HIV prevalence at a national level. Provincial prevalence levels range from 7% to 21% (2007). The Northern and Northwestern Provinces have reportedly the lowest HIV prevalence levels as compared to other regions (UNAIDS, 2014).

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ANALYSIS OF ALTERNATIVES The plan to rehabilitate Serenje-Mpika road is an integral part of the RDA’s Strategy Plan 2012- 2016 taking into account its centrality to the country’s quest to eliminate trade bottlenecks and hindrance to access regional markets in the wider COMESA, SADC and EAC regions. This implies that, the rehabilitation of this road will improve connectivity between Zambia and northern trade partners in the north and, south of the country. Therefore, the Analysis of the Alternatives has focused on the implementation modalities of the road project taking into account, a combination of factors such as environmental, social and economic dimensions. In addition, it is important to note that this is already an existing paved road which only requires rehabilitation. Based on the above, the following Alternatives were considered during the ESIA: a. Alternative 01: Zero/Do Nothing Option. b. Alternative 02: Routine Maintenance Option. c. Alternative 03: Paving with Asphalt to class 1.

The Do-Nothing Scenario: this Scenario implies that, the Serenje-Mpika road would remain without any rehabilitation or maintenance interventions which will leave the road in worse condition with continued deterioration characterized emergence and rapid development of gaping potholes in the carriageway as well as deterioration of its drainage infrastructures alongside loss of road safety furniture thereby making it risky for public use. On the basis of these, the Do-Nothing Option was dropped from further consideration as it is not within GRZ aspirations as enshrined in the RDA strategy plan.

The Routine Maintenance Option: this was considered in terms of annual maintenance costs computed based on an “ideal” maintenance schedule rather than a “minimum” or “absolute minimum” schedule which presumes that, the road will always be maintained in a good condition. From the Feasibility Study of 2013, it is concluded that, the road pavement surface has greatly deteriorated and is generally weaker which merits major rehabilitation involving over-lay of asphalt and strengthening. Against this, both the position of RDA and the findings of the Feasibility Study all concur that, maintenance is not a technically and economically viable option for Serenje- Mpika road section as is already the case with Chansali-Nakonde and Chinsali-Mpika sections all along the same highway which have been set for rehabilitation. Therefore, this Option was equally dropped from further consideration.

Rehabilitation with Asphalt: It is therefore proposed to rehabilitate the road by surfacing using crushed stones which are bonded using asphalt. The surfacing will be made from already mixed crushed stones and asphalt (hot mix) which will then be applied on the road base. The bonding between the road base and the surfacing will be enhanced by tack coat which will be spread on the road base before the surfacing material is applied. This was taken as a preferred Option/Alternative in implementing the road project.

POTENTIAL IMPACTS AND MITIGATION/ENHANCEMENT MEASURES

Positive Impacts The major positive environmental and social impacts anticipated as a result of the project are: a. The road project will improve regional connectivity, as the road forms part of a major highway linking Zambia to Tanzania in the north while in the south, the road links with

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routes to as far as Zimbabwe and South Africa which in a way will improve trade in the COMESA/SADC regions; b. Enhanced Economic Activity, once the road is rehabilitated, the road will lead to improved access to markets and also open up business opportunities for the local people in its vicinity hence, better livelihoods will be experienced at household levels; c. Income from construction materials-road construction will require supply of gravel and stone aggregate. Other materials such as lime, bitumen, water, cement and steel especially for bridges. Procurement of these resources will be sources of income to suppliers and owners of land where quarries will be sourced; d. The northern region where the road project falls is considered the food basket in Zambia as such, the road will improve transportation of agricultural produce to markets in the neighboring countries especially Tanzania. The project area also has potential to develop its livestock industry especially on the Nkushi-Chitambo section of the road; e. It will also create employment opportunities, and it is estimated that, about 800-1,200 persons mostly within the communities will be employed on the project alongside other experts in highway engineering, surveyors and inspectors; f. Improvement of the road will have positive, significant and long-term local, national and regional socio-economic impacts. These include: reduced vehicle wear/tear; reduced travel time; safer journeys with reduced accident risk. Accident rates will likely change following improvement in road geometry and pavement. Rehabilitation the project road will improve visibility, reduce braking distances and have road signs installed where none existed; and g. Furthermore, the road will lead to improved tourism as it connects to some tourist sites such as Nacikufu caves (some 55km to Mpika), Chipoma Falls on R. Lubu towards Chinsali and Lwitikila Falls (15km from Mpika) close to Isoka towards Chinasali areas. Other areas of tourist interest include; Nsalu caves, the Kundalila falls, the Sancha rock, and the David Livingstone memorial site.

Negative Impacts It is anticipated potential project negative impacts include: a. Impacts relating to surveying and mapping of the route will likely cause anxiety and speculation amongst the communities. This is to be mitigated through community sensitization programmes outlined in the RAP; b. The road works will be undertaken while the road remains open to traffic which possess a number of risks to the travelling public and to the workers. It is important, works should be scheduled bearing in mind the need to ensure road remains open and safe to traffic; c. Risks of potential slope failures in hilly areas of can be a challenge to road use during road operations. This is to be mitigated through grass planting, use of gabion boxes to stabilize slopes, and good engineering measures to establish stable slope; d. Disruption of roadside trade activities which can arise through relocation of roadside makeshift kiosks in Pensulo, Luapula Junction, Kapengwe, Muso and Kalonje growth centers. This will impact on mainly women who are operators of such business enterprises and this is to be mitigated through advance notification for project affected persons to relocate and there will be adequate, fair, and prompt compensation for such PAPs as provided in the RAP; e. The impacts on public water sources especially bore holes in two locations in the road reserve. However, the water sources will not be impacted because the rehabilitation works

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will be restricted to the existing carriage-way though those PAPs will be notified and sensitized about the road project as well as on measures for the protection of water sources; f. Dust and air emissions from earthworks and operating plant and equipment and it is to be managed through routine sprinkling of water on cut and open surfaces during earthworks; g. Impacts on land will include erosion and soil loss, degradation through, loss of land and changes in land use, due to surface runoff and general loss of vegetation. h. A potential influx in the population to the area for various jobs in the area can be associated with risky behaviors among the people with increased risk of STDs/STIs including HIV/AIDS on both the workers and the communities. This is to be mitigated through engaging an HIV/AIDS service provider to supply condoms, sensitize the communities and the workers on both HIV/AIDS and associated illnesses such Tuberculosis (TB). This can further be mitigated by giving priority to the recruitment of workers from the neighboring communities as opposed to importing labor from distant areas thereby increasing risks of HIV/AIDS infections in the workers and communities in the project areas; i. Asphalt plant operation impacts -re-surfacing of 238km road will require considerable quantities of bitumen. Its preparation, storage and application could have socio- environmental impacts. If firewood is used in heating bitumen, considerable cords of wood would be necessary representing a significant loss of vegetation for the entire road length. For the foregoing reasons and the fact that alternative heating fuel other than wood is highly recommended to be adopted in the project and this impact is of moderate nature; j. There are potential impacts relating to management and disposal of asphalt that will be scarified and removed from the carriageway during rehabilitation works. It is proposed that, such material be pulverized and used as sub-base purposes on the road; k. Occupational health safety risks for workers -Road works will have the occupational health and safety risks with potential to cause serious injuries to workers; burns (handling hot bitumen, welding/hot works, etc.); electrocution; noise and body vibration from equipment; injury from fly rock e.g. at quarry sites or debris when demolishing affected buildings and accidents from construction vehicles. Significance of this impact is deemed as major and the workers should be provided with Personal Protection Equipment-PPEs; l. Issues of borrow pits, establishment of access routes and subsequent opening of borrow pits represent large negative impacts of the project. Before exploitation of the borrow pits is undertaken, the contractor will secure lease from the landlords for borrow areas. Stock pile cut to spoil materials from the borrow pits in the vicinity of the pits and with the approval of the Resident Engineer (RE) such materials be used in restoration at the end of the project; m. Stone quarries and crushing units: will require independent ESIAs which should be approved by ZEMA before embarking on the stone processing works; n. PAPS affected by the road rehabilitation project: it is estimated that, about 371 heads of households will be affected in terms loss of residential structures, commercial buildings, combined commercial and residential structures. For these, an indicative RAP compensation cost of ZMW 9,199,365 (USD 1,022,151.66) will be required to pay the PAPs. However, these figures both for the properties and compensation will need to be updated during design review of the road project to get the exact figures to conclusively guide the compensation process in accordance with GRZ land acquisition laws;

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o. Haulage of earth construction materials -Road construction will necessitate transportation of materials from sources to worksites. Haulage of gravel and crushed stone (aggregate) from sources to road construction work sites will be associated with the following impacts: staining of households and goods in roadside shops by dust, excessive dust in dwellings poses a short-term health impact. This should be mitigated through routine sprinkling of water on access routes and erecting speed control devices to check speed limits; p. Storage of construction materials-During the construction period, there will be a need to stockpile and store assorted materials at or near the construction site so as to ensure easy and uninterrupted access to supplies. This will lead to pollution of land and watercourses by spilling and wash away of materials. q. On the management of cut to spoil, the equipment works areas and its general civil works is expected to generate sizeable volumes of cut to spoil materials. The supervising consultant should approve disposal sites for cut to spoil materials not to be disposed on the road reserve, forests or wetlands along the road; r. In order to address gender concerns in the project, there should be a specialist to conduct sensitization campaigns to create awareness on gender mainstreaming in the project; s. Loss of vegetation: to be mitigated through beautification drives through tree planting in urban areas, restricting vegetation clearance to areas for works sites; t. As for physical cultural resources, the ESIA has prepared a Chance Finds Procedure to guide recovery and management of any accidental excavations of archaeological resources in the road project; and u. Risks of the new road effect leading to accidents-It is likely that, once the road is rehabilitated, drivers on a newly improved road will be tempted to over-speed what is popularly referred to as “new road effect” which usually happens in the first months of commissioning a new road and is associated with frequent road accidents. It is noted that, the Road Transport and Safety Agency will step up vigilance on the rehabilitated road to ensure the road users observe the set mandatory 100km/hour speed limit.

Mitigations Enhancement Measures The ESIA has outlined a number of positive as well as positive impacts for mitigating negative impacts. However, these measures can further be augmented through a number of measures such as: a. Information Disclosure about the project: The project is envisaged to employ close 800 people during its implementation which will be a large positive impact in terms of poverty reduction at household levels. In order to enhance this impact, and provide information on available job opportunities to the wider community, it is proposed that, the project works closely with the District Labor Officers in the districts of Serenje, Chitambo and Mpika to disclose available employment opportunities through accessible and credible media outlets which will increase the wider public access to information on employment opportunities in the project; b. In addition, both the contractors and the Supervising Engineers should have in their teams Environmental/Social Management Specialists whose roles will be to guide and oversee the implementation of the mitigation measures proposed in this ESIA. For the contractor, the Environmental/Social Specialist ought to be a full-time employee on the project. Furthermore, these Specialists should also be attending project monthly site meetings so as ably articulate environmental and social issues in the project during discussions and proving in-put into follow-up actions;

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c. It is also important to ensure that, environmental and social mitigation costs in are integrated into the bills of quantities (BoQs) as articulated in the ESIA as well as ESIA Decision Letter issued by ZEMA. Such costs should include; measures for soil erosion control, tree planting and re-grassing, dust control measures, provision of PPEs to the workers, storm water control, mobilization and awareness sensitization, and HIV/AIDS interventions; d. It is also recognized that, the road project ought to conduct Environmental Audits according to the timelines set out by ZEMA. The Audit should also take into account, compliance requirements of AfDB as well. The Audit will highlight levels of compliance in the project and propose corrective measures; and e. The Need to prepare specific plans to further address impacts that are likely to be triggered by the project. In particular, the project will likely trigger issues of HIV/AIDS, gender concerns, grievances arising from a number of aspects, traffic management, labor management and occupational health safety amongst others. The contractors such plans for approval of RE. The Plans include; Construction Environmental and Social Management Plan (CESMP), Traffic Management Plan (TMP), HIV/AIDS Management Plan, Gender Mainstreaming Plan, Emergency Response Plan, and OHS Plan.

It is important that, the contractor prepares these plans in line with the specifics of the project to give them the matching details to ensure they will be responsive to issues in the project triggered by its implementation.

COMPLEMENTARY INITIATIVES During the ESIA study, it was observed that, women selling fresh fruits, tomatoes, cassava, dry fish and potatoes as well as other boiled food stuffs at the roadsides mainly in Pensulo, Muso roadside markets and in Luapula Junction along Serenje-Mpika road do operate under very hard conditions in that, they have shelters, no public toilets and during harvest periods they sell their food items to the travelers late in the evening much as the markets have no electricity. In addition, some of them come to the markets with their young children who equally suffer under harsh weather conditions of scotching sun or rain. Furthermore, since their markets are located in lay bays/bus stops, sometimes passengers abroad the buses get out of the buses and help themselves in nearby bushes within these markets a situation which further aggravates the public health risks of these women including the wider the wider public in the vicinity. It is also noted that, there is no storage room for merchandize at the end of the day work.

It is proposed that, the road project considers building two roadside markets at Luapula Junction and at Muso lay by stage in Chitambo. These two areas by the time of this report were not involved is marketing of charcoal which the ESIA considers acceptable criteria of selecting the beneficiary groups. Secondly, the number of participating women in each of the groups ranges from 30-70 members and they have some leadership in place which needs to be streamlined before constructing the markets.

The ESIA has proposed the road project could construct some roadside shelters and stalls, separate public toilets for men and women, storage rooms for the merchandize and solar lighting. This intervention is deemed viable in that, on a number of occasions commuter buses and taxis stop over for a while to load passengers and during that time, the women get opportunities to sell their food items to the travelers. However, details of the shelters will further be refined during the Project Appraisal phase.

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Other complementary initiatives include: a. Tree Planting: as part of road corridor beautification ventures especially along trading/urban centers as part of the beautification drives in the road corridor; b. Road Safety awareness campaigns: The project will include an item of road safety campaign and education programs for the road users during construction and operation. Such activities shall be performed during construction where most contractors tend to be negligent about road safety measures. During operation, educational campaigns will have to target all users. The service provider for this activity will have to collaborate with the Road Transport and Safety Agency, and the Police. c. Malaria and HIV/AIDS/STI Awareness Campaign: are the most prevalent health concerns of the population and the project has incorporated in its design, awareness and prevention programs against the spread of HIV/AIDS and STI/TB. RDA will develop ToRs for recruitment of Service Providers. To ensure sustainability of programs and activities, RDA will impress it upon the service provider to engage various networks at provincial and district levels (i.e. District and Provincial HIV/AIDS Task Forces alongside some NGOS. d. Gender Mainstreaming: In line with the Bank’s policy on Gender, the project will mainstream gender and ensure equal opportunities between men and women in project planning, implementation and benefits in line with the following principles: (i) incorporating legislative requirements of gender equality in all aspects of the project. Equal opportunity for all men and women land holders (including unmarried/married women/ men); (ii) raising awareness levels of all relevant stakeholders, and engaging in advocacy to ensure that gender issues are identified and addressed; (iii) creating partnerships with gender-sensitive NGOs, on implementation of aspects of the RAP, to address gender at the grass roots level; (iv) working with local organizations that have an interest in or insight into gender issues, such as groups with women membership, particularly the Women’s Associations at village and district levels. Besides ensuring greater participation, it would provide support during implementation; (v) actively including women in the consultation process, and ensuring that their participation is sought during implementation and monitoring.

ENVIRONMENTAL HAZARD MANAGEMENT Some road rehabilitation activities will likely involve handling, storage and use of some hazardous materials which can have adverse health and safety impacts to the workers and the wider environment. In order to manage such risks and associated hazards on this road project, the following measures are proposed and are to be put in place by the contractor: a. handling hazardous material through a competent licensed hander; b. having in place, Emergency Response Plan in case of fires, accidents and general rescue strategy for the workers on the project; c. exercising a code of conduct that minimizes risks on the site, for instance, unnecessarily carrying naked flames, restricted cigarette smoking in all premises in the project; d. having contacts of ambulance services from nearest health facilities which must be known by management staff; e. the Zambia Police Fire and Emergency Rescue services telephone contacts be available and known by all road project workers; f. there should be a modestly equipped First Aid Kits in the project;

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g. the road project clinic should be manned by at least a senior nursing officer but periodically visited by a medical officer; and h. continuous re-training and mock-drills on emergence response measures and actions.

Environmental and Social Monitoring Program The primary oversight to ensure mitigation actions are implemented will rest with the RDA’s Directorate of Planning specifically, Environmental and Social Management Unit (ESMU). ZEMA on the on the hand will be seeking primarily from RDA to what extent the road project is complying with environmental and social requirements as detailed in their Decision Letter. RDA shall require contractors to comply with the ESMP and assign a fulltime staff (Environmental Officer) to undertake environmental supervision during construction. RDA confers full mandate to the Supervising Engineering Consultant (SEC) to supervise the road project on a day-to-day basis. The SEC will oversee the work of the contractor by recruiting an Environmental Specialist who is to guide the contractor’s fulltime Environmental Officer in undertaking his/her own responsibilities, including reporting.

External monitoring shall be done by the ZEMA according to their regulatory mandate prescribed in the Environmental Management Act of 2011. The Occupational Health & Safety (OHS) Department in Ministry of Labor shall also undertake external monitoring of labor issues and occupational health and safety compliance. The OHS Department has the mandate to inspect any facility for compliance with national requirements on safety in workplaces. Monitoring will be done through site inspection, review of grievances logged by stakeholders and on-site discussions with PAPs amongst others. Monitoring will be undertaken monthly over the construction period. On the part of the Bank, there will scheduled Supervision Missions whose composition will include an Environmental and Social Consultant who will be interested in compliance aspects and whether agreed mitigation and complementary initiatives are being implemented.

Some of the key indicators to be monitored in the project will include: a. Sensitization meetings planned and held; b. PAPs compensated; c. Operations of the Grievance Redress Mechanism; d. Soil erosion and sedimentation control measures put in place; e. Number of rehabilitated and graded sites at quarries, borrow pits; f. Gender mainstreaming activities planned and implemented; g. HIV/AIDS sensitization programme put in place and how they are implemented; h. Traffic control measures; i. Progress in implementing complementary initiatives; j. noise and dust control measures put in place; and k. PPE and their usage by the road project workers.

IMPLEMENTATION SCHEDULE AND REPORTING Measures outlined in the ESIA will be implemented under the overall road project implementation schedule as all most of the environmental and social interventions will be incorporated into the project design and implementation. The reporting on the implementation process and progress of the ESIA provisions will be done in line with the overall project framework and any environmental and social aspects requiring actions will be addressed by the Project Coordination Unit (PCU) and

RDA xxiii August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road the Bank. On the side of the Bank, there will be scheduled supervision missions whose composition will include an environmental and social specialist who in particular will offer additional support to the EMSU on matters of environmental monitoring and reporting.

PUBLIC CONSULTATION AND PUBLIC DISCLOSURE

Public consultations Public consultations were undertaken at various levels in order to elicit the perceptions of the different stakeholders on the impacts of the road project. During the ESIA study, discussions were held with district officials in the project district headquarters at Serenje, Nkushi, Chitambo and Mpika while informal discussions were held with beneficiaries along the road. The key stakeholders consulted during the ESIA included: District Commissioners and District Administrative Officers (DAO), officers responsible for lands, forestry, gender, and labor officers among others. Consultations were also h e l d with the PAPs to inform them m a i n l y about the project land requirements, resettlement principles and processes. These meetings were also used to get wider public input from both primary and secondary stakeholders. The meetings were conducted at Serenje, Kanona, Lapula, Nkushi, Kapengwe, Kalonje, Muso, Chilonga and Mpika areas. The objective of consultations was to disseminate information, identify and address legislative, community and environmental concerns and seek information on appropriate mitigation for project negative impacts.

Most of the respondents in the project area have a positive outlook towards the rehabilitation of the project road. The youth in particular, are looking forward to employment opportunities during the construction phase while the Project Affected Persons were mainly concerned about compensation aspects. Though these findings and observations reveal that, the wider population and the PAPs are largely in favor of the project, effort need to be made by RDA and the District administration to sensitize and mobilize the PAPS so that they can sustainably benefit from the road project. Of concern is the need to assist PAPs on strategies of managing and utilizing compensation packages for improvement of their livelihoods and replacement of lost assets to the road project.

Public Disclosure RDA submitted the ESIA report to the ZEMA for their review process. It is provided that, a first draft which was reviewed by ZEMA and comments submitted to RDA for improvement of the document. Up on revision of the draft, RDA resubmitted 12 copies of the revised ESIA to ZEMA alongside its soft copy. It is noted that, before submitting a revised version of the ESIA, RDA first paid a submission fees which is a percentage dependent on the value of the project. ZEMA put a notice announcing the ESIA and the project in the newspapers and inviting the public to comment on the report. Upon completion of the review, ZEMA will issue a Decision Letter with conditions which the project has to observe during its implementation.

This ESIA will be disclosed both in-country in one or two of the local dailies, in RDA’s website and at the Bank’s Public Information Centre in compliance with relevant GRZ regulations and the Bank Operational Policies. RDA will provide copies of the respective ESIAs and RAPs or disclosure at the Bank PIC for public access. The ESIA and RAP summaries will be disclosed in the Bank Infoshop for 120 days since it is a Category 1 project.

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INSTITUTIONAL ARRANGEMENTS AND CAPACITY BUILDING REQUIREMENTS By mandate, ZEMA will be responsible for review and approval of both the ESIA and RAP reports thereafter, issue Decision Letters, with conditions. ZEMA will also play a key role in the supervision and compliance monitoring of road project in liaison with the district cater-taker environment officers (in the absence of District Environment Officers at districts levels) in Chitambo, Serenje and Mpika. The Ministry of Works and Supply who amongst others, is responsible for all land matters in the country will, through the Chief Government Valuation Officer (CGVO) be responsible for approval of RAP Valuation Report. In addition, RDA’s Environmental and Social Management Unit (ESMU) will assume the responsibilityy of ensuring that, the project implementation complies with the environmental and social requirements as will be detailed in the contract documents.

Furthermore, the National Road Fund Agency (NRFA) will be responsible for mobilization and provision of funds for timely maintenance of the Serenje-Mpika road after its rehabilitation. On the other hand, Road Transport and safety Agency will assume the responsibility for safety campaigns and enforcement of road traffic safety regulations which will go a long way to curb road carnage once the road is rehabilitated. On matters of HIV/AIDS mainstreaming into the project, the District HIV/AIDS Task Force and the District AIDS Coordinating Advisor together with the National AIDS/TB/STI Council will advise on an appropriate HIV/AIDS Service Provider who will undertake HIV/AIDS awareness and sensitization, conduct Voluntary Counseling and Testing (VCT), distribution of condoms and supply Anti-Retro-viral Treatment (ARVT) those workers and members of the public in the vicinity of the project that test positive to HIV/AIDS. The Contractor on his part will be responsible for planning, implementing and reporting on mitigation measures during the execution of the project works.

It is important to note that, during implementation of the road project, the oversight compliance role will rest with RDA EMSU implying the staff ought to be well placed both technically and logistically to accomplish this role. Though the Unit is staffed with four specialists, they need to supported in terms of skills development and logistics. The Staff in the Unit will require some short-term specialized trainings in areas such as: mainstreaming climate change into the development process; gender, OHS and HIV/AIDS mainstreaming; Strategic Environment Assessment (SEA/SESA); project monitoring, evaluation and reporting. These trainings can be arranged within the region in centers such as ESAMI, Swaziland and South Africa. Operationally, support in terms of additional two 4WD vehicles is deemed adequate to facilitate the unit operations.

COSTS OF ENVIRONMENTAL MITIGATION AND MONITORING PLAN The overall cost of implementation the ESMP including Environmental and social monitoring is estimated to cost USD 1,177,000. This cost covers aspects such as; building for RDA Environmental and Social Management Unit, road safety campaigns, HIV/AIDS, OHS and gender mainstreaming, as well as tree planting, environmental audits amongst others as detailed in ESMP in the ESIA.

CONCLUSION a. The planned rehabilitation of the Serenje-Mpika road is of importance to GRZ as it part of its main highway linking the country with neighboring to the COMESA/EAC/SADC road corridor route. As such, it is central in terms of national and regional trade facilitation. No

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doubt, in view of its regional connectivity, the road is an important trunk road which should be in good all-weather motorabe condition; b. The road will trigger both short and long-term positive impacts to the population in its corridor and beyond and improve living standards and household incomes; c. During its implementation, to a large extent, road works will be limited to existing carriageway with envisaged limited displacement of communities in its road reserve and those who will be impacted by the road project will move back on to available land upon compensation; and d. The study has put in place an Environmental and Social Management Plan and an Environmental Monitoring Plan to address the management of the identified environmental issues in the road project. The plans are explicit in terms of roles and responsibilities as well as budgetary requirements for their operationalization. It is therefore incumbent upon RDA as a lead implementing agency to ensure the plans are fully implemented to ensure compliance and sustainability of the road project. e. The project has some of its aspects such materials extraction sites, water abstraction sites, sites for setting up of campsites whose locations during the time of the ESIA were not yet well established. It is recommended that, at the start of road works, activities to be undertaken in such areas or those activities as a whole need to have their independent ESIA conducted and approved by ZEMA; and f. Inevitably, the project will likely lead to some environmental and social impacts which need to be mitigated during project implementation. This means, there should be deliberate effort to recruit matching experts to oversee compliance with environmental and social requirements in the project in line with its ZEMA Decision Letter conditions and the environmental and requirements AfDB.

15. References 1. Draft ESIA Chinsali-Nakonde Road project. Consultancy Services for Techno Studies, Detailed Engineering Design and Preparation of Tender Documents for the Rehabilitation of the Chinsali-Nakonde Road (T2) Draft ESIA Report; 2. AfDB 2013, Integrated Safeguards System. Safeguards and Sustainability Volume 1- Issue 1 3. Draft RAP Report Chinsali-Nankonde Road Project. Consultancy Services for Techno Studies, Detailed Engineering Design and Preparation of Tender Documents for the Rehabilitation of the Chinsali-Nakonde Road (T2) Draft ESIA Report. 4. UNAIDS 2014: HIV/AIDS Country Report 2015 for Zambia.

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1 INTRODUCTION

1.1 Background The Serenje–Mpika Road forms a part of the Zambian Great North Road (T2) that is a section of international routes i.e. the Trans-Africa Highway and the North-South Corridor (NSC) which is is a joint COMESA/EAC/SADC Aid for Trade initiative. Its primary aim is to reduce the time, and cost of transport along this priority Corridor which links the port of Dar-es-Salaam in Tanzania to the Copper-belt (Southern DR Congo and Northern Zambia) and connects to the southern ports of South Africa specifically the port of Durban. The Corridor system, with its spurs, services eight (8) countries - Tanzania, DR Congo, Zambia, Malawi, Botswana, Zimbabwe, Mozambique, and South Africa. The project has been endorsed by the SADC/EAC/COMESA Tripartite that aims to improve the regional transport infrastructure with a view to supporting economic and social development programs along the Trans-Africa Highway/North-South Corridor.

The project road was originally constructed as a bitumen surfaced road in 1970s and is now beyond its design life, notwithstanding the emergency and periodic maintenance interventions. It has received a number of rehabilitation and periodic maintenance since its initial construction, commencing with emergency maintenance between 1995 and a WB funded periodic maintenance between 1998 and 2000. This intervention provided a limited design life intervention, with focus on partial reconstruction for severally deteriorated sections and double seal treatment for most sections. Follow up maintenance was not fully undertaken, and consequently in 2011 GRZ commissioned two emergency repair works contracts for the section. The poor condition of the road would be detrimental to the movement of goods and services, and therefore intervention driven by ensuring that the critical route does not present a transit bottleneck for trade in the region. GRZ with the support of COMESA conducted studies in 2013 for the Serenje – Nakonde section of the corridor, in three (3) Lots viz.: Lot 1 Serenje–Mpika, Lot 2 – Mpika–Chinsali and Lot 3 –Chinsali–Nakonde. The Bank is financing the Chinsali–Nakonde section (approved July 2015) while the appraisal for the Mpika–Chinsali section is advanced with EU/European Investment Bank (EIB) support. The Serenje–Mpika (238 km) section is complementary to these. 1.2 Project location Serenje district is one of the six districts in Central Province of Zambia. It shares boundaries with Mpika and Samfya on the North, Petauke and on the East and South and Mkushi district on the west. Serenje district shares an international boundary with DRC on the west (Figures 1&2).

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Figure 1: Proposed road sections

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Figure 2: Key locations along the Serenje-Mpkia road

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1.3 Proposed Development Objectives and Specific Objective The project’s development objective is to establish transport systems that provide efficient, cost- effective and fully integrated infrastructure and operations that addresses the needs of users and promotes socio-economic development. The specific objective is to improve road transport infrastructure and services in Zambia through development of the priority road corridor and reduction of transport costs along the road. The intervention is to facilitate intra and cross-border trade; and foster economic growth through reduction of the cost of doing business, regional co- operation and integration. The project shall also improve accessibility for the communities (through the feeder roads improvement) in the zone of influence to markets and social services, contributing to the reduction of poverty. The project’s immediate zone of influence is the villages traversed by the project road, however given the transit and regional context of the road, the beneficiaries shall span the extents of the corridor. 1.4 Project justification The Serenje-Mpika road is of importance and therefore a need for it to be rehabilitated based on the following considerations:

1. The Serenje-Nakonde is one of the six international trunk routes connecting Zambia with its neighbouring countries of Tanzania and Zimbabwe. It forms an important component of the Southern African Development Community (SADC) North-South Corridor and the Common Market for Eastern and Southern Africa (COMESA) Dar TAZARA Corridor. The route attracts trade and the transportation of international cargo and bulk commodities among the countries of Zambia, Tanzania, Democratic Republic of Congo (DRC), Zimbabwe and South Africa. The proposed rehabilitation of the Serenje-Mpika stretch will lead to reduction in transportation costs and an increase in Zambia’s Gross Domestic Product (GDP) as well as that of the countries benefiting from the North-South Corridor; 2. In addition, the rehabilitation of the road has immediate relevance to inter-regional trade and transit traffic between Zambia and its neighbours. The road passes through high productive agricultural areas (Figure 3) and is essential for the local transportation of agricultural inputs and produce. The project area also has great potential to develop its livestock industry. 3. It is anticipated that improved transportation along the project road will also lead to benefits in the provision of basic social services such as access to health facilities and educational institutions, as well as markets and administrative centers–aspects which are difficult to quantify but are clearly linked to the cost and ease of access to the area.

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Figure 3: Maize Buying Centre by AFGRI near Mpika Town 1.5 Purpose of the ESIA According to AfDB Environmental and Social Assessment Procedures of 2015 places projects that are financed by the Bank into four broad categories based a combination of considerations. These projects categories are; Category 1, 2, 3 and 4. With specific reference to the Serenje-Mpika road, since it involves major rehabilitation works and stretches over 238km and affects well over 200 PAPs, the project is a Category 1 type which requires a detailed ESIA to be conducted before its implementation.

Similarly, the Zambia EIA Regulations under Part II Clause 7 (2) (a) stipulates that, an ESIA is required for any project specified in the Second Schedule of the Regulations. Furthermore, the Second Schedule of the Regulations, under Item 2 on Transportation subsection (a) specifies that “all major roads outside urban areas, the construction of new roads and major improvements over 10km in length. Based on this, the road project qualifies for an ESIA to be conducted since it’s 238km long. 1.6 Terms of Reference for the ESIA The Terms of Reference (ToRs) for this study were drawn up taking into consideration results of the Public Consultative Meetings, ZEMA ESIA guidelines, literature review and a number of meetings and interviews with stakeholders. The ESIA study was guided by the ZEMA approved

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ToRs. The letter of approval from ZEMA to proceed with the study on the basis of the approved ToRs is given in Appendix 04. 1.7 AfDB ESIA Review study consultancy The Bank Mission to Zambia on 17th-28th October 2016, was aimed among its other objectives, assessing and confirming the preparedness and disclosure requirements of the ESIA and RAP locally. The findings of the Mission were that, the ESIA document in particular needed to be reviewed and updated especially regarding its legal, baseline conditions, improvement in its ESMP and monitoring, consultations, aspects on gender and climate change dimensions. Following those Mission observations, the Bank hired a Consultant to undertake the review and update of this ESIA document taking into account aspects heighted in the Misson. 1.8 ESIA Study Methodologies In accomplishing the study, the following methodologies were adopted by the Consultant which largely addressed aspects of data collection and analysis. A summary description of the approach that was employed is summarized herein as follows: 1.8.1 The Scoping Phase A scoping study was conducted to identify the significant issues relating to the proposed road rehabilitation, and to determine the scope of the issues to be addressed in a subsequent EIA study. From the relevant issues identified during the scoping study, it was concluded that, a full ESIA needs to be conducted for the road project. The scoping study recommended that the consultative process should continue engaging the government, the community, the project implementing authority and other stakeholders, in the preparation and implementation of a full ESIA.

The scoping study recommended a multi-disciplinary ESIA team approach, including joint site visits (identification of key issues and their interplay), interviews, comprehensive screening of guidelines for each site to ensure that all issues are covered and team responsibilities for coverage are clearly understood, post-visit wrap-up and review sessions, and, focused inter-team discussions to identify mitigation and monitoring actions. 1.8.2 Literature review/desk study The literature review comprised one of the sources of secondary data and was aimed at: a. Collection of documented data on some of the key aspects of the project (e.g. physical, biological and socio-economic); b. Reviewing applicable environmental policies and legislation, technical documents related to road construction projects as well as AfDB safeguards polices; c. Familiarizing with ZEMA environmental policies and its legal regime and ESIA approval processes; and d. Collecting any additional information required in order to meet the requirements of the approving authority (ZEMA) and the Bank. 1.8.3 Water quality surveys Water quality surveys were undertaken to establish the baseline water quality for surface and groundwater along the project area. Samples for surface water sources were collected from the streams along the road. Groundwater quality was determined from samples collected from groundwater sources mainly from boreholes at institutions along the road. Each point (for both surface and ground water sources) where water samples were collected was marked using a Global

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Positioning System (GPS). The location of the sampling points and process is presented in Figures 4-5 for surface and ground water, respectively.

Figure 4: Locations for surface water sampling

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Figure 5: Locations for ground water sampling The water samples were then transported to the Environmental Engineering and Geochemical Laboratories at the University of Zambia for analysis. All the water samples were sampled, stored, transported, and analysed in conformity with the Standard Methods for the Examination of Water and Wastewater as prescribed by the American Public Health Association (APHA), 1998. For surface water tests samples, fresh-water environmental quality parameters were analyzed in the determination of the baseline conditions of the water bodies within the project site. These parameters were broadly categorized as physical, chemical and biological. The parameters that were analyzed in each of the categories are presented in Table 1 and results summarized in Appendix 05. Table 1: Parameters Tested during water quality tests Parameters Aspects Tested Chemical Chemical oxygen demand (COD), Total dissolved solids (TDS), Alkalinity, Hardness, Chlorides, Nitrates, Phosphorus and Heavy metals (including copper, zinc, cadmium) Microbiological Fecal Coliforms (FC), Total Coliforms (TC) Physical pH, Conductivity and Turbidity

1.8.4 Soil surveys In the analysis of soil characteristics, samples were collected from 13 sampling points along the road alignment. Samples were collected approximately at 20km intervals with the starting point KM00 being about 300m from the Serenje turnoff and the last point, KM238, being at the Mpika Barrier. When collecting the samples, the top vegetative soil was first removed to avoid sampling soil containing a lot

RDA 8 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road of organic matter. A sample was then collected up to 30cm (i.e. 0 to 30cm). These types of samples were termed “surface”. From similar points, second samples were collected up to 60cm (i.e. 30-60cm) and were termed “subsurface”. Samples were collected using an augur (Figure 6). All samples collection points were geo-referenced (Figure 7). The samples were transported to the laboratories for analysis for texture (sand, clay, silt composition). In addition to texture classification, the other parameters including pH, Lead, Manganese, Cadmium, Chromium, Sodium, Copper, Zinc and Sulphur were done to and results shown in Appendix 06.

Figure 6: Soil sample collection using an augur

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Mpika KM 238

KM 217

KM 195.2 Chilonga Nachikufu Cave Monument

Lavushi Manda Kalonje National ParkKM 156

Lavushi Mt KM 136

KM 116 KEY

SAMPLING KM 76 KM 96 POINT KM 36 Lake Lusiwa

KM 56 Muchinga Escarpment KM 16 Serenje Kundalila Falls si Luangwa R. KM 00 Figure 7: Locations of Soil sampling points

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1.8.5 Biological Surveys Flora and fauna along the 238.3km road stretch from the area around KM00 in Serenje upto KM238 in Mpika were assessed. The Serenje-Mpika road was used as the main transect because it is the subject of the project. The area within 50m on either side of the road was considered for general observations and for sampling purposes. This area was considered representative of the flora and fauna within the project area which is a predominantly a Miombo woodland. In addition, 5 stations about 60km apart from KM00 to KM238 were established for purposes of sampling flora and fauna species. Each station constituted two (2) plots. At each station, placed about 25m away from the road on either side, a plot of about 100m2 in area was established for detailed study. In addition, sites around potential borrow pits/quarries outside the 100m road transect were also considered. Interviews were also conducted with locals at various places along the road. Other key informants especially from ZAWA and Forestry Department in Serenje and Mpika were also consulted. Secondary data was collected from appropriate maps and relevant literature. Other useful materials and equipment that were used included a GPS, digital camera and data sheets.

1.8.6 Socio-economic surveys Socio-economic data was collected from both primary and secondary sources. Secondary data was obtained from books, reports, journals and other sources such as District Situation Analyses Reports, Central Statistics Census Reports. Primary data was collected from key informants such as the Police, teachers, health workers and community members in villages along the road. Data collection was through interviews and Focus Group Discussions (FGDs). The consultations also included public consultation meetings held in Mpika and Serenje districts and along the road in areas of the project districts. During these surveys, interviews were held with key informants like the Serenje and Mpika District Councils, Zambia Wildlife Authority (ZAWA), the police service and communities along the road. A scoping questionnaire was extensively used in the collection of information with regards to envisaged impacts for all the surveys. Details of each survey are explained in subsequent sections.

1.8.7 Public consultation meetings As part of the scoping activities, public consultative meetings were held on Wednesday, 8th August and Thursday, 9th August 2012 at the Mpika and Serenje Council Chambers respectively. The purpose of the meetings was to allow the general public, as well as interested and affected parties, to give their views on the proposed rehabilitation works on the Serenje-Mpika Road. These meetings were held in accordance with the requirements of the ZEMA. The specific objectives of the meetings were to; a. disseminate information on the proposed project; b. collect views and issues to be considered in the scoping process and ESIA study; c. evaluate perceptions about positive and negative impacts of the project; and d. receive concerns about environmental and social impacts.

Issues collected from the deliberations of these meetings were incorporated in this report. A summary of the meeting proceedings is presented in Appendices 1,2 and 3 .

1.8.8 Analysis of project impacts Project impacts that would arise from the construction and operation of the proposed road were identified. The significance of these impacts was determined by combining the perceived frequency of occurrence of the source of impact; the duration of the impact; the severity of the impact; the spatial extent of the impact; and the sensitivity of the area being impacted upon. The analysis was aided by

RDA 11 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road using tables and a matrix presented in section 6.3. An Impact Summary Table is given at the end of Chapter 6, which among other things, gives the total score for each impact and the overall rating. Mitigation measures and EMPs were designed based on the consultant’s understanding of the identified impacts coupled with the indigenous knowledge and information collected about the project sites and activities. 1.9 ESIA Report Outline The Report is structured in the following sections/chapter: 1. Executive Summary: This section presents a concise summary of the ESIA Report covering salient sections in a succinic manner. 2. Introduction: This section familiarizes the reader with the proposed Serenje-Mpika road rehabilitation project in terms of overview of the project including its objectives, and also presents methodologies for data collection, analysis and processing. 3. Policy, legal and administrative framework: This chapter cover overview of applicable policy, legal and administrative framework within which, the ESIA has been undertaken. It has relevant environmental and social instruments focusing on national, regional and related AfDB safeguards policies including some applicable international environmental and social related agreements to which, Government of Zambia is a signatory to; 4. Description of the project: Has information in terms of its area of influence and general settings, project components, construction activities, construction materials and their availability, schedule of works, potential beneficiaries amongst others; 5. Description of project environment: This section describes the physical, biological and socio- economic setting in which the proposed project is to be implemented. It also has relevant environmental, social and climatic issues within the area. In addition, it gives information on the presence and conservation status of biological resources in the area. 6. Project Alternatives: This part of the ESIA Report consists of analysis of the the various feasible alternatives of the project, including the "no project" option The second section presents a comparison of the potential alternatives on the basis of a combination of; technical, economic, environmental and social criteria, as well as of public views and concerns and presents a viable or project option which is the optimal scenario case. 7. Project Impacts: This section sets to determine and characterize project anticipated impacts. Environmental social impact overall appraisal, which analyzes the different demographic, social, and environmental characteristics of the road project against the baseline and secondary study findings in line with project anticipated works. In addition, it also outlines mitigation measures for addressing such impacts. 8. Mitigation Enhancement Measures and Complementary Initiatives: Enhancement measures have been outlined in order to improve project environmental and social performance. Roles and responsibilities to implement measures have been equaly outlined. 9. Environmental and Social Management Plan: This section has built upon the potential impacts that were described above and has come up with the Plan on how such measures are to be implemented by the various stakeholders including resources needed for their effective involvement in the management of such impacts. 10. Monitoring Program: summary of surveillance activities to follow up to ensure effective and efficient operationalization of the ESMP. It gives indicators to be monitored, frequency of monitoring and by which agency/institution as well as estimated costs for undertaking the monitoring.

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11. Summary of the public consultations and views expressed: The section has a summary of how, when and which institutions were consulted, records of the consultations as well as views from such consultations. 12. Institutional capacities and strengthening needs: This has outlined the key institutions in the implementation of the ESIA provisions in the project and their strengthens in accomplish such roles and requirements and what it costs for such requirements to be met. 13. Conclusions and recommendations: This section summarizes the principal outcomes of the present . 14. References: This is a list of documents and literature sources in the study and write up of the ESIA report. 15. Annexes: Lists of stakeholders consulted

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2 POLICY, LEGAL AND REGULATORY FRAMEWORK 2.1 Policy framework 2.1.1 The National Policy on Environment The aim of the National Policy on Environment is to ensure sound environmental management within a framework of sustainable development in Zambia. The Policy emphasizes that it is the duty of any institution, government, NGO, community group, people's organization or any individual that uses or otherwise carries out activities that affect the environment in any way, to exercise proper control to maintain the productivity and integrity of the environment. Implementation of the project will be in accordance with the requirements of the policy to ensure sustainable environmental management.

2.1.2 Guidelines for Road Rehabilitation Environmental and Maintenance Work In August 1997, the Ministry of Transport and Communications then published guidelines to be used by those involved in the planning, designing, implementation and monitoring of road works, to ensure that environmental concerns are addressed. In addition to providing guidelines on how to integrate environmental concerns into the road design, contract documents or construction activities, it also outlines the national legal and policy framework for the management of natural resources relevant to road works. 2.1.3 National Resettlement Policy Guidelines Resettlement due to road rehabilitation activities in Zambia is a new phenomenon primarily because the country is sparsely populated, and there hasn’t been significant new road construction that might have given rise to human displacement. Although Zambian legislation covers compensation for lost structures, cropland and fruit trees, resettlement issues have hitherto not been addressed. The RDA’s Guidelines for involuntary resettlement dated November, 2003, is the first policy document that aims at ensuring that persons who suffer displacement and resettlement arising from road rehabilitation activities can be compensated adequately for their losses at replacement costs. Furthermore, the Guidelines seek to outline roles and responsibilities by various stakeholders in the planning, implementation, monitoring and evaluation of resettlement activities. These Guidelines are in tandem with both the World Bank Operational Policies on Involuntary Resettlement and those of AfDB and existing national legal provisions. 2.1.4 Republic of Zambia Vision 2030 The Zambian people’s vision is to become “A Prosperous Middle-Income Nation by 2030”. By 2030, Zambians, aspire to live in a strong and dynamic middle-income industrial nation that provides opportunities for improving the well-being of all, embodying values of socioeconomic justice, underpinned by the principles of: (i) gender responsive sustainable development; (ii) democracy; (iii) respect for human rights; (iv) good traditional and family values; (v) positive attitude towards work; (vi) peaceful coexistence and; (vii) private-public partnerships. 2.1.5 The National HIV/AIDS/STI/TB Policy 2002 The Policy is premised on the national aspiration of Zambia being a nation free from Human Immunodeficiency Virus and Acquired Immuno-deficiency syndrome (HIV/AIDS). It is guided by a couple of underlying principles namely; setting a stage for an appropriate legal framework which is essential for the overall attainment of the vision and most important, having an appropriate national co-ordination and advocacy framework which is essential for the development,

RDA 14 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road implementation and co-ordination of HIV/AIDS/STI/TB strategies and interventions. The Policy also recognizes that, HIV/AIDS/STI/TB is a serious public health, social and economic problem affecting the whole country which needs to be addressed through a coordinated political, developmental and security national priority involving a multi-sectoral approach hence, the need to mainstream its interventions into the Serenje-Mpika road project. 2.1.6 The National Gender Policy 2015 The National Gender Policy provides broad objectives and policy commitments, as well as a detailed institutional framework for the operationalization of government‘s commitments to achieve gender equality and women ‘s empowerment in its national vision of investing in people for better social and economic growth. 2.1.7 The Zambia Land Policy 2015 Land in Zambia is vested in the Republican President who holds it in trust for and on behalf of the people. The President may, through the Commissioner of Lands, alienate land to citizens or non- citizens. The vestment of land in the Presidential is one of the contentious clauses in the post- multiparty democratic dispensation. Therefore, the vision of the National Land Policy is to put in place, an efficient and effective land administration system that promotes security of tenure, equitable access and utilization of land for the sustainable development of the people of Zambia. 2.1.8 The Transport Policy The policy aims to facilitate sustainable growth and development of the transport sector, in order to ensure the provision of efficient, safe, gender and environmentally friendly, quality and adequate services, for the benefit of the people of Zambia. Implementation of the project will be in accordance with the requirements of the policy. 2.2 Legal framework This section presents various Acts which will apply in the implementation of the proposed project: 2.2.1 The Environmental Management Act (EMA), No. 12 of 2011 This Act is the principal environmental law in Zambia and provides for integrated environmental management and the protection and conservation of the environment and the sustainable management and use of natural resources etc. This law is the primary legal basis for undertaking environmental assessment for the proposed road upgrading project. Relevance: The Relevance of this Act lies in the fact that it empowers stakeholders to take legal actions against the developer (RDA) for any negative environmental and social consequences that may result from the implementation of the current project. Compliance: During the detailed study, the consultant did not only review the EMA but also identified all the negative environmental and social impacts likely to result from the project. The consultant has further developed mitigation measures for the negative impacts, and advised the RDA on how best to implement the mitigation measures in order to minimize the impacts in line with the requirements of this Act. 2.2.2 The Environmental Impact Assessment (EIA) Regulations, Statutory Inst. No. 28 of 1997 These Regulations state that: “A developer shall not implement a project for which a project brief or an environmental impact statement is required under these Regulations, unless the project brief or an environmental impact assessment has been concluded in accordance with these Regulations, and the Agency has issued a decision letter.” Relevance: These Regulations are relevant to the current project since the length of the project road is more than 10km, and therefore, would require to be subjected to a full EIA. Compliance: The consultant had in the initial phase of the EIA process,

RDA 15 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road conducted scoping meetings along the road corridor, and produced a Scoping Report and Terms of Reference (TOR) for the upgrading of the project. The ToRs were consequently approved by the Zambia Environmental Management Agency (ZEMA) on 2nd October 2012. After the approval of the TOR, the consultant then carried out baseline studies by different specialists and in line with the approved TOR. This EIS Report is a summary of the baseline studies conducted along the road corridor in line with the requirements of the EIA Regulations, and contains an Environmental and Social Management Plan (EMP). 2.2.3 The Environmental Management (Licensing) Regulations, 2013 The Environmental Management (Licensing) Regulations, 2013, were enacted in 2013 and are a consolidation of the following Regulations: a. Air and Water Pollution b. Waste Management c. Hazardous Waste d. Pesticide and Toxic Substances; and e. Ozone Depleting Substances.

Relevance: The Environmental Management (Licensing) Regulations are relevant to the rehabilitation of the Serenje to Mpika Road in that: a. During construction, the contractor will generate a lot of used oils and petroleum waste which will need to be disposed off; b. The project will generate a lot of waste from construction activities, and in the construction camps by construction workers, which will need to be disposed off; and c. The project will involve abstraction of water from various water sources for various construction activities and therefore, this Act is relevant to the current project. Compliance: The Consultant has, in this EIS, proposed mitigation measures and has recommended that the RDA and its contractors should comply with the requirement of these regulations, by using services of a licensed company to dispose of used oils and petroleum waste and this will apply to the project area in total. In addition, the Consultant has proposed measures that the RDA contractors, through the risk assessment, environmental, health and safety guidelines, shall use to manage all wastes generated during project implementation. The consultant has recommended to the RDA the necessary steps that will be required in order to abstract water from these water bodies in line with the Act.

2.2.4 The Water Resources Management Act, No.21 of 2011 This Act provides for the management, development, conservation, protection and preservation of the water resources and its ecosystems. Relevance: During construction works, large quantities of water will be abstracted from these water bodies. These water bodies are a main source of water for communities found in the project area. Compliance: The consultant has in this EIS proposed measures that the RDA and its contractors shall comply with during the abstraction, handling and storage of water from the water bodies. These measures provide for the equitable, reasonable and sustainable utilization of the water resource, as well as equitable and sustainable utilization of the shared water resources. The consultant has recommended to RDA on necessary steps that will be required in order to abstract water from these water bodies in line with the Act.

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2.2.5 The Tourism Act, CAP 155 This Act provides for the preservation of the country’s natural endowments e.g. National Heritage sites and waterfalls etc., as assets of tourist attraction. Relevance: Although the project road corridor is void of any tourist attraction sites within its immediate areas of influence, it is a major route for tourists who may wish to visit the Nacikufu Caves in Mpika areas. Compliance: During the ESIA study, the consultant engaged various stakeholders to understand how the upgrading of the road might help to boost tourism in the project area of influence. In addition, the consultant has recommended that the RDA and its contractors make deliberate effort to act in a manner consistent with the principles enshrined in this Act and where necessary to implement appropriate measures to promote and enhance the conservations along the road corridor.

2.2.6 The Zambia Wildlife Act, CAP. 12 of 1998 This Act states that: “….to provide for the establishment, control and management of Game Management Areas; to provide for the sustainable use of wildlife and the effective management of wildlife habitat in Game Management Areas; to enhance the benefits of Game Management Areas to both local communities and wildlife; to involve local communities in the management of Game Management Areas; to provide for the development and implementation of management plans…”. Relevance: The areas of Lavushi Manda Kasanka National park are fairly close to Serenje-Mpika road and it is possible that some of the animals from the national park may easily come close to the project road. In addition, wildlife poachers from the National Park may easily find market for poached meat among the road workers. Action: During the detailed study, the consultant engaged various stakeholders to understand how the upgrading of the road might help to boost wildlife conservation in the project area. In addition, the consultant has made recommendations to the RDA and its contractors on how the agency can implement appropriate measures to promote and enhance conservation aims in general. 2.2.7 The Forest Act, CAP 199 of 1973 This Act provides for, among others, the participation of local communities, traditional institutions, non-governmental organizations and other stakeholders in sustainable forest management, including conservation and use of forests and trees for the sustainable management of forest ecosystems and biological diversity. By virtue of some sections of the project road being located in local and national reserve forests which are legally protected areas, vegetation is protected and conserved as wildlife ecosystems. Relevance: The section of the road near Mpika has Mpika Forest Reserve (i.e. 240 and 292), which may be affected by construction activities will entail clearing of trees to pave way for road rehabilitation. In addition, charcoal production and selling is a major livelihood throughout the two sections of the project road, and the rehabilitation of the road may facilitate further production and selling of charcoal. Compliance: The consultant has made recommendations to RDA on how the agency can implement appropriate measures to promote and enhance the conservation aims enshrined in this Act and that clearing of vegetation shall only be confined to the road Reserve, while planting of trees shall be encouraged during project implementation.

2.2.8 The National Heritage and Conservation Commission Act The objectives of the National Heritage and Conservation Commission Act apply to development activities in game parks as augmented by section 22 of the Zambia Wildlife Act that prohibits

RDA 17 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road removal or damage of any objects of prehistoric, historic or archaeological interest that exist in these protected areas. Relevance: This Act is relevant to the project in that the activities of the project during construction will involve digging which may in the process lead to discovery of artefacts or objects of archaeological significance. Compliance: During the EIA, the consultant has paid particular attention to establish the presence of any artefacts or objects of archaeological significance along the project road. 2.2.9 The Town and Country Planning Act, Cap 285 This Act provides for the control, use and change of land use zones and reservations for various purposes e.g. sitting of work sites. It also provides for the compensation of those affected by planning decisions and regulated development subdivisions. Relevance: This Act is relevant to the current project in that the project requires establishing the boundaries with council planning boundaries so that the 100m road reserve required for the project road is not applied in areas that fall under the jurisdiction of the three local councils. Compliance: The consultant engaged the three councils and boundaries have been noted. In addition, recommendations to the RDA have been made in this EIS on how the agency should comply with this law during the construction of the proposed project by consulting with the relevant Provincial and District Planning Authorities throughout the implementation of the project. 2.2.10 The Public Roads Act, CAP 12 of 2002 The Public Roads Act provides for the establishment of the Road Development Agency responsible for the planning, management and coordination of the road network in Zambia. Part III of this law prohibits road infringement by stipulating dimensions of road reserves within which no construction of any structures is allowed. Relevance: Although the project road is an existing road, very few people along the road corridor are aware of the road requirement for the project road. The project plans to demolish all structures found within the proposed road reserve (i.e. 50m on both side of the existing center line for rural section of the road and 18m for the urban sections of Pensulo, Luapula Junction, Muso, Kapengwe, Kalonje, Chitamobo and Mpika. Compliance: The consultant has made recommendations to RDA on how it should deal with any properties or structures found in both the road reserve and the construction width. 2.2.11 The Road Traffic Act The Road Traffic Act No. 11 of 2002 provides for the establishment of the Road Transport and Safety Agency (RTSA) and defines its functions. It also provides for a system of road safety and traffic management in Zambia. Relevance: The traffic during transportation of construction materials has potential to cause accidents hence traffic control measures have to be observed and roads must comply with provisions of the Act. Compliance: The consultant has in this EIS developed traffic safety measures, which the RDA and its contractors shall implement during both construction and operation of the road project. 2.2.12 The Petroleum Act, CAP 424 This Act, among other things, regulates the conveyance and storage of petroleum, inflammable oils and liquids. Relevance: During construction of the project road, the contractor will transport and store petroleum and inflammable oils and liquids and therefore, this Act is relevant to the project. Compliance: The consultant has proposed measures of how the RDA and its contractors shall comply with regulations under this law during the transportation of fuel for construction equipment and generators. Where labor camps are located, the handling of re-fueling activities will require adherence to environmental, health and safety practices.

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2.2.13 The Energy Regulation Act, CAP 436 The Act provides for the establishment of procedures for the transportation, handling and storage of fuels to minimize negative environmental impacts. Relevance: During construction of the project road, the contractor will transport and store petroleum and inflammable oils and liquids and therefore, this Act is relevant to the project. Compliance: The consultant has in this EIS proposed measures of how the RDA and its contractors shall comply with regulations under this law during transportation of fuel and will adhere to environmental, health and safety practices. 2.2.14 Occupational Health and Safety Act of 2010 The Act establishes the Occupational Health and Safety Institute and provides for its functions; provides for the establishment of health and safety committees at workplaces and for the health, safety and welfare of persons at work. Most important is the provision regarding the protection of persons, other than persons at work, against risks to health or safety arising from, or in connection with, the activities of persons at work. The Act states that an engineer shall carry out his duties in such a manner as to ensure the occupational health and safety of persons at, or near, a workplace. The road, together with borrow pits and quarries, as construction sites will be associated with occupational hazards such as excessive emissions and noise. The contractor will be obliged to provide his workers with Personal Protection Equipment (PPEs) and overall, the construction will be carried out in accordance with the provisions of this Act. 2.3 International and Regional Legislation Zambia is a signatory to a number of international and regional conventions, which are related to the environment. Those of relevance to the project are described below. 2.3.1 Convention of Biological Diversity The Convention on Biological Diversity (CBD), known informally as the Biodiversity Convention, is a multilateral treaty. The Convention has three main goals namely conservation of biological diversity (or biodiversity); sustainable use of its components; and fair and equitable sharing of benefits arising from genetic resources. In other words, its objective is to develop national strategies for the conservation and sustainable use of biological diversity. It is often seen as the key document regarding sustainable development. Zambia is a signatory to this convention and when the ESIA is being undertaken for this project, and RDA/Government of Zambia will abide by the convention requirements in undertaking the project by ensuring that, efforts are made to protect and conserve biodiversity during implementation.

2.3.2 Convention on International Trade in Endangered Species of Wild Fauna and Flora-CITES Zambia is a signatory to this treaty, which outlines the role of all parties to protect endangered plants and animals. Its aim is to ensure that international trade in specimens of wild animals and plants does not threaten the survival of the species in the wild, and it accords varying degrees of protection to more than 35,000 species of animals and plants. No wild animals will be traded in the course of Serenje-Mpika road rehabilitation works. 2.3.3 United Nations Convention to Combat Desertification (UNCCD) Convention to combat desertification and mitigate the effects of drought through national action programs that incorporate long-term strategies supported by international cooperation and partnership arrangements. The road project, in as far as is practical should avoid uncontrolled felling of trees or unguided vegetation clearance which in a way will serve to conserve vegetation hence, checking climate change.

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2.3.4 Convention on the Conservation of Migratory Species of Wild Animals The convention aims to conserve terrestrial, aquatic and avian migratory species throughout their range. It is an intergovernmental treaty, concluded under the aegis of the United Nations Environment Programme, concerned with the conservation of wildlife and habitats on a global scale. The project will in its implementation be cognizant of migratory aspects of wildlife some through its areas of implementation and such wildlife will not be hunted.

2.3.5 Ramsar Convention on Wetlands Is an international treaty for the conservation and sustainable utilization of wetlands, to stem the progressive encroachment on and loss of wetlands now and in the future, recognizing the fundamental ecological functions of wetlands and their economic, cultural, scientific, and recreational value. The implementation of the proposed road rehabilitation will ensure that the wetland areas within its areas especially in its area of direct influence are not polluted/degraded through dumping of construction waste or waters are polluted with effluent from the road or its associated facilities.

2.3.6 Convention on the Protection of World Cultural and Natural Heritage The Convention on the Protection of World Cultural and Natural Heritage (WCNH) signed in 1973 aims to protect areas of universal value to science, conservation or natural and cultural heritage. It contains two legal principles, one of which states, “There is a legal duty on the part of all states to conserve and take responsibility for all natural and cultural heritage.” Cultural and natural heritage sites will have to be protected during construction and operation of the project.

2.3.7 United Nations Framework Convention on Climate Change The United Nations Framework Convention on Climate Change (UNFCCC), signed in 1992 has a central objective “To achieve stabilization of greenhouse gas concentrations in the atmosphere….”. Zambia recognizes that the largest source of one of the main greenhouse gases, carbon dioxide, is from the burning of wood fuel and the use of coal and oil. The contractor will ensure that trees are protected during construction and only those which are necessary to be cut will be affected by the project activities.

2.4 AfDB Integrated Safeguards Policy Statements The Bank’s Integrated Safeguards Policy Statements (ISS) sets out the Bank’s commitments to and responsibilities for delivering the ISS to amongst others, ensure the systematic assessment of environmental and social impacts and risks as well as implement an adaptive and proportionate approach to environmental and social management measures to be agreed with clients as a condition of project financing. The ISS are summarized as follows: 2.4.1 OS 1: Environmental and Social Assessment This overarching safeguard governs the process of determining a project’s environmental and social category and the resulting environmental and social assessment requirements. It addresses issues of project categorisation, application and use of appropriate level of environmental assessment in line with the scale of the project. It also covers aspects of climate change vulnerability assessment; public consultation as well as grievance redresses procedures. Under this

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OS, the road project is placed as a category 1 type and accordingly, a full and detailed ESIA has been prepared. 2.4.2 OS 2: In Involuntary Resettlement The safeguard retains the requirement to provide compensation at full replacement cost; reiterates the importance of a resettlement that improves standards of living, income-earning capacity, and overall means of livelihood while emphasising the need to ensure social considerations, such as gender, age, and stakes in the project outcome so as not to disenfranchise project-affected people. Under this project, there will be instances of land uptake and loss of infrastructures which is all being handled through the Resettlement Action Plan (RAP) which will spell out provisions for compensations.

2.4.3 OS 3: Biodiversity and Ecosystem services The overarching objective of this safeguard is to conserve biological diversity and promote the sustainable use of natural resources. The safeguard reflects the importance of biodiversity on the African continent and the value of key ecosystems to the population, emphasising the need to amongst others, respect, conserve and maintain [the] knowledge, innovations and practices of indigenous and local communities in accordance with amongst others, traditional cultural practices that are compatible with conservation or sustainable use requirements. The project is cognizant of the need to conserve biodiversity in its settings hence, baseline terrestrial and aquatic biodiversity surveys have been conducted as part of ESIA.

2.4.4 OS4: Pollution Prevention and Control This safeguard covers a range of impacts of pollution, waste, and hazardous materials for which there are agreed international conventions and comprehensive industry-specific standards that other multilateral development partners follow. It also introduces vulnerability analysis and monitoring of green-house gas emissions levels and provides a detailed analysis of the possible reduction or compensatory mesures framework. With regard to this OS, the project will ensure activities that trigger pollution especially operations of the stone quarry, clearance and earthworks will necessitate occassional sprinkling of water to suppress dust nuisance.

2.4.5 OS 5: Labor Conditions, Health and safety This Safeguard establishes the Bank’s requirements for workers’ conditions, rights and protection from abuse or exploitation. It covers working conditions, workers’ organizations, occupational health and safety, and avoidance of child or forced labor. The workers in the project will be provided with personal protective equipment (PPEs) and the working conditions will be governed by GoZ labor laws which are pegged to International Labor Organization labor standards.

2.5 Other Bank Safeguards Policies 2.5.1 The AfDB Gender Policy 2001 The policy defines the commitment of the Bank to promote gender mainstreaming as a means of fostering poverty reduction, economic development and gender equality in the interventions it funds. It seeks to provide, among others, a requisite framework for action to ensure equal access to women and men to resources and opportunities. In this context, the road project has taken

RDA 21 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road specific care on issues of women in the project in terms of employment opportunities and under complementary measures provided for intervention to support women in their livelihoods ventures.

2.5.2 The AfDB policy on poverty reduction, 2004 The main objective of the policy is to provide a framework for action by putting poverty reduction at the center of Bank supported projects. The policy affirms the commitment of the Bank to its overarching goal of poverty reduction by emphasizing the importance of supporting national ownership, participation and outcome orientation in the effort to improve the lives of the beneficiary communities. No doubt, the overall objective in the planned road project rehabilitation is poverty reduction and improvement in household income which will be facilitated through improved transportation and access to social facilities.

2.5.3 The AfDB Agriculture and rural development policy Broadly, this sets to identify major constraints that limit economic growth in the agricultural sector and the rural economy and focus attention on specific areas where the Bank can develop comparative advantage for future leadership amongst others. One of the driving factors of household empowerment is through agriculture which is likely to be augmented through improved road as there will be faster transportation to markets amongst others.

2.5.3.1 AfDB Group’s Policy on Disclosure and access to information The revised policy provides the Bank Group with an improved framework within which to disclose information on policies and strategies and key decisions made during project development and implementation. The Bank Group recognizes that, its effectiveness in engaging with key stakeholders is crucial to the attainment of its development mandate. As a general rule, restrictions on disclosure to the public of categories of Bank Group information will be limited. The Bank Group will engage actively with its stakeholders and make information disclosure to stakeholders an obligation. Information disclosure will as a principle be mainstreamed into all Bank Group operations. 2.6 Administrative Framework 2.6.1 Ministry of Housing and Infrastructure Development The Ministry of Housing and Infrastructure Development (MHID) is responsible for overall policy formulation and monitoring of the road infrastructure developments. The Ministry oversees the construction and civil engineering activities to the extent that they should not adversely affect the environment. The Ministry will play a role in ensuring the RAP guidelines are implemented through their representative in the RDA Board of Directors and would mainly be involved in supervision and ensuring compliance with policies of the transport sub-sector.

2.6.2 Ministry of Works and Supply The Government Valuation Department (GVD) is located in the Ministry of Works and Supply. GVD is responsible for the preparation of Valuation Reports upon request from a user Ministry or Institution such as RDA. The Valuation reports form a basis for the fair of project affected persons that may have their structures affected by the rehabilitation of the Mpika-Serenje road project.

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Further GVD will be play a big role in the resolution of disputes relating to the valuation amounts as part of the grievance redress mechanism.

2.6.3 Road Development Agency (RDA) The Road Development Agency through its Environmental and Social Management Unit-ESMU will implement the RAP in conjunction with respective district local governments of Serenje, Chitambo and Mpika Districts and other key stakeholders such as traditional leaders. RDA will mobilise the required funds and effect payments to the PAPs. It will also have the overall mandate of ensuring that the RAP is being smoothly implemented by coordinating with all relevant stakeholders. RDA will pay the affected PAPs before the commencement of civil works.

2.6.4 District Councils and Traditional Leadership Local Councils and Traditional leadership are responsible for local policy matters, economic development, resolution of local conflicts and the provision of leadership in their respective areas. District councils and traditional leaders are key players in the mobilisation of local people’s participation in developmental programmes such as the rehabilitation of the Serenje-Mpika road. 2.6.5 Zambia Environmental Management Agency (ZEMA) ZEMA is empowered under the Environmental Management Act (EMA), No. 12 of 2011 to ensure that major developmental activities in Zambia adhere to the provisions of the Environmental Impact Assessment (EIA) Regulations of 1997. It is a requirement under the EIA regulations that any road rehabilitation/construction project exceeding 10Km should undergo an EIA process before the commencement of civil works. Upon the successful conclusion of the EIA ZEMA issues a Decision Letter to either approve or disapprove such a project and ZEMA will undertake compliance monitoring activities during the road construction phase to ensure that the EMA is being adhered to.

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3 PROJECT DESCRIPTION 3.1 Background The Serenje-Mpika road, being a segment of the T002 road, connects Zambia to countries located on the southern and northern borders of the country like Zimbabwe, South Africa, Tanzania and DRC. From Serenje to Mpika, the road continues in the north–eastern direction. Most of the traffic on this road comprises trucks. However, the road’s width is small ranging from 2.5m per lane in a few sections to 3.0m per lane in most of the sections. The absence of shoulders in most sections makes the road narrow for safe by-passing of trucks. The narrowness of the road has led to frequent accidents on this road which has led to loss of life and destruction of goods. 3.2 Current status of the Serenje-Mpika Road The Serenje-Mpika Road stretches over a distance of 238.3km. From the Serenje junction, for a distance of 500m, the road is a 2x3m lanes recently renovated under the DANIDA Project. This section has 2 shoulders each with a width of just around 70cm. After this stretch, the next 103km comprise a newly surfaced road. This section was rehabilitated by Raubex Contractors. It comprises 2x3m lanes with 2x1.5m shoulders for about 35km from its starting point. After this, the road loses its shoulders but maintains its width and ends after about 103km from its starting point. From this point onwards, the old road is a 2x3m lanes with shoulders in some places. In most sections, the road edges are rugged making the road due to poor maintenance regime. During the period the study was undertaken, most of the sections of this road were under periodic maintenance in terms of pavement and shoulders repairs. 3.3 Purpose and justification of the project The primary economic function of the road is the long-distance transportation of import and export goods for Zambia, Tanzania and the DRC. In addition, this road goes through productive agricultural areas and is essential for the local transportation of farm inputs and outputs. The area also has great potential in the livestock industry. Improved transportation along the project road will also lead to benefits in the areas of education, health services provision and other local socio-economic activities which whilst difficult to quantify are clearly linked to the cost and ease of access to the area. The proposed project will increase the width of the road which will result in enhanced safety. It is expected that there will be a reduction in accidents on the road which are currently very rampant and are mainly attributed to the narrowness of the road. Comfort will also improve as the new road will be of a standard smoothness as opposed to the current road where even the sections that have recently been worked on are still bumpy. 3.4 Project main activities Envisaged project activities are presented according to the project phase in which they will occur with the anticipated phases being the site preparation, construction and operation phases. 3.4.1 Site preparation phase Activities during the site preparation phase will include: a. setting out according to the design of the road; b. levelling; and c. grubbing by bulldozers. This will be in a few places like at camp sites and detours since the proposed road will follow the existing alignment. 3.4.2 Construction phase The main activities during this phase will include:

RDA 24 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road a. Ripping off of the current road; b. earth works including quarrying which will mainly be from already existing quarries; c. spraying of water by water bowsers; d. haulage and dumping by tipper trucks; e. rolling and compaction of the surface by compacters; f. construction of pavement layers (i.e. sub-grade, sub-base and road bases); g. construction of major culverts; h. ancillary road works and structures; i. drainage works; j. installation of permanent signage; k. pavement and seals; and l. diversion works. 3.4.3 Operation phase In the operation phase, the main activities will be routine and emergency maintenance works of the road such as patching of potholes, maintenance of shoulders and drainages, placement of signage, road markings and vegetation clearing on the sides of the road to maintain sight distance. Other activities are regulation of maximum weights permissible for transmission on the road, provision of a system for road safety and traffic management, and promotion of road safety. 3.4.4 Decommissioning and closure phase Not so much activities are anticipated in the decommissioning and closure phase of the road itself. However, a number of activities are anticipated at borrow pit sites, asphalt plant(s) and camp sites that are associated with a road project. It is expected that after the road is constructed, there will be ‘waste’ in form of excess construction material, structures at the camp sites and equipment that will need to be disposed of.

Therefore, the activities in this phase will include: - a. removal of all excess construction material from the project site; b. removal of all equipment and plant; c. removal of fuel tanks from the camp sites; d. removal of office and accommodation structures from the camp sites; e. relocation or disposing of the machinery; f. rehabilitation of the camp site grounds so that they fit in with the surrounding areas; and g. rehabilitation of borrow pits so as to reclaim the land. 3.4.5 Process and Technology The road will be constructed using the conventional road construction method which involves a number of activities and usage of different types of equipment and machinery. Activities normally include: a. clearing and grubbing; b. sub-base construction; c. road base construction; d. surfacing; e. construction of drainage infrastructure; and f. installation of road signage.

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3.4.6 Clearing and grubbing Clearing and grubbing is the first step in road construction. It involves the removal of vegetation and trees from the area where the road will be constructed taking into consideration sight distances. In this project, since the proposed alignment is along the existing road, not much clearing and grubbing is anticipated. 3.4.7 Sub-base construction Traditionally, the construction of the sub-base begins after the clearing and grubbing phase. This is the stage at which the road formation is created which can either be in cutting or in embankment. However, the formation level is already established in this project. Therefore, as part of sub-base construction, the surfacing of the old road will be ripped off. The resulting bituminous waste will be disposed of in the existing abandoned borrow pits as a way of land reclamation. The old road base will then be ploughed and watered before compaction to form the first layer of the sub-base. More gravel as required will then be brought in to bring the road to the new required width. This will also be adequately compacted. 3.4.8 Road base construction The road base, which is the load-bearing layer of the road, is traditionally constructed from a well graded material consisting of various sized particles containing coarse and fine aggregate for enhanced compaction. Material is usually brought in using dumper trucks and compacted with a wide range of compacters. For this project, the road base will be of crushed stones. 3.4.9 Surfacing Traditional surfacing is usually of crushed stones which are bonded using asphalt. The surfacing in this project will also be of crushed stones bonded using asphalt. The surfacing will be made from already mixed crushed stones and asphalt (hot mix) which will then be applied on the road base. The bonding between the road base and the surfacing will be enhanced by tack coat which will be spread on the road base before the surfacing material is applied. 3.4.10 Drainage infrastructure construction Drainage is an important component of road construction. This involves provision of drains along the road to carry water away from the road and providing culverts and bridges where water needs to move from one side of the road to the other. As per normal practice, drainages will be installed as the road works are progressing. This will be done to avoid/minimize erosion which would otherwise result. Most culverts, where required, will be prefabricated units except in sections where these may not be feasible. Use of prefabricated units will reduce construction/installation time with a corresponding reduction in the duration of impacts. 3.4.11 Equipment and machinery Carrying out the above listed activities requires various types of equipment and machinery. Whereas some equipment can be used in a number or all of the above activities, some are specialized and are only able to carry out one activity. Some of the equipment and machinery expected on site include the following: a. Bulldozers; b. Backhoes; c. Chainsaws and axes; d. Water Bowsers; e. Compactors; f. Front-end loaders;

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g. Graders; h. Hydraulic excavators; i. Scrappers; j. Dump trucks; k. Cranes; l. Asphalt mix plants; m. Road sweepers; and n. Chip spreaders. 3.4.12 Envisaged raw materials and waste products expected in the life cycle of the project The required raw materials and expected waste products in the life cycle of the project are presented below according to the phase when they are anticipated. 3.4.13 Construction Phase During the construction phase, the following will be the raw materials used: a. Cement; b. Reinforcing steel; c. Fine and coarse aggregate for concrete; d. Timber for formwork; e. Gravel/Crushed stones f. Bitumen g. Water; and h. Fuel. The expected main waste products in this phase will include rubble from construction works; spoils of soil and rock from excavation works, scrap wood; small concrete spills; domestic waste from workers and exhaust fumes from construction vehicle and equipment. 3.4.14 Operational Phase For a road project, not much work is expected on the road after commission apart from minor periodic maintenance works which will mainly be in form of patching. Hence, the raw materials to be used will include: a. Petroleum products (diesel) for maintenance vehicles and machinery; b. Bitumen; and c. Crushed stones. The expected waste products in this phase will mainly be rubble from maintenance works (which is not expected to be too much); domestic waste from workers and exhaust fumes from construction vehicle and equipment. 3.4.15 Products and by-products The envisaged products from this project is a well designed and constructed road. No by-products are envisaged. 3.4.16 Sources of Equipment and Materials Different types of equipment will be employed in the construction of the road. Similarly, a spectrum of construction materials will be required. These will either be imported or will be sourced locally. The sections below present details about sources of equipment and materials.

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3.4.17 Equipment and machinery Most of the equipment and machinery to be used in the road construction is high-tech equipment. Most of it will be imported. The exact source of the equipment cannot be determined at this stage as it will depend on the contractor’s preference and strategy for execution of the works. If the contractor will be a foreign one, the equipment and machinery will most likely be sourced from the contractor’s country of origin. 3.4.18 Materials Materials for use in the construction work will be sourced locally with the exception of bitumen which will be imported.

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4 ENVIRONMENTAL AND SOCIAL BASELINE CONDITIONS The environmental and social baseline conditions presented in this chapter are for the project area which includes Serenge and Mpika districts and the stretch between the two towns. The data is presented under three sub-headings namely physical, biological and socio-economic environments. 4.1 Physical environment 4.1.1 Topography Serenje district is at an altitude of 1120m above mean sea level (amsl). The Muchinga escarpment dominates the landscape on the southeast while the rest of the district is composed of scattered hills and a soft undulating valley in the southern part. From Serenje, the project area follows the Muchinga Escarpment which borders the project area on the right-hand side (mostly eastern side). The Muchinga Escarpment rises to 1800m amsl along the edge of the main Zambian Plateau, which is around 1500m near Mpika. The town of Mpika is at an elevation of 1440m amsl. 4.1.2 Geology The geology of the project area begins with the Serenje Group consisting of quartzite in Serenje for about 6km. This is followed by coarsely porphyroblastic biotite granite and porphyritic granite until about 2km after Nakampati stream. The geology then changes to gneiss. The porphyroblastic granite reappears near Lake Lusiwasi for about 15km before reverting to gneisses for a short distance. The Kanona Formation near Kanona consists of schistose gneisses and schists. The road from Kanona passes through gneissose granite and near Chilonga Mission is Chilonga formation consisting of pelites. The road then encounters the Bemba Group made up of feldspatic sandstones, micaceous shales and siltstones.

4.1.3 Climate The climate of Serenje and Mpika is characterized by four seasons; namely winter running from June Figure 1 Location of the proposed project to August, the pre-rainy season from September to October, the rainy season from November to March and the post-rainy season from April to May. The 30-year average annual rainfall is between 1105 and 1018mm with 103 and 99 rainy days per year for Serenje and Mpika, respectively. More than 90% of the annual rainfall is concentrated in the rainy season from November to March. The remainder falls in October and April. Temperature variations between the cold and hot seasons are considerable. The lowest average temperature of 7.5°C was recorded in July for Serenje and the highest of 30.3°C was in October whereas Mpika had 9.0°C and 29.7°C as lowest and highest, respectively for the same months. The average annual evapotranspiration values for the project area are 818 and 797mm while the values for potential evapotranspiration are 1538 and 1507mm for Serenje and Mpika, respectively. Relative humidity for Mpika is in the region of 40-60% and 80% during the dry and wet seasons, respectively.

4.1.4 Air quality For most of the Serenje-Mpika Road, the areas comprise forest land with very few settlements and gardens. Most settlements along the stretch are towards Mpika after KM200. There are no industries except the Mununga Quarry at KM130, CICO uarry for gravel at KM135 and Chicco Quarry for aggregate at KM217. The emissions from these quarries are however not widespread. Traffic emissions constitute a source of air pollution along this road although no quantitative data was available (Figure 8). Seasonal bush fires contribute air pollution though this is mainly during the dry season.

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Figure 8: Some major sources of air pollution from trucks along the road

4.1.5 Hydrology The road project areas are rich with perennial streams with the main Congo–Zambezi watershed running west-east cutting the areas in half, hence, main river systems drain north and south. The Luombwa River which flows in the north rises at the western end of the watershed, crosses the Katanga and joins the Luapula River. Its tributaries are Kasanka and Munte rivers. A large reservoir called Lusiwasi is located within 40m from the road at Chitambo Mission junction (at 77+000km). Rivers in the east of Mpika run from the Muchinga Escarpment and flow via the Luangwa and Zambezi rivers into the Indian Ocean. According to the topographical map of the project site, there are areas prone to flooding on almost all the streams such as along Mulembo, Fimenye and Mungulube streams.

4.1.6 Water quality for selected water bodies along the project site

4.1.6.1 Surface water quality The surface water quality of the bodies in the project site was determined from sampling and analysis of the water which was collected from streams within the road alignment. Although a detailed characterization can only be done if samples are collected for over a full hydrological cycle (full calendar year), the collected data still provides an insight in the general quality (Tables 2-4). The results indicate that water surface bodies within the proposed project area are relatively unpolluted. With the exception of the microbiological aspects for some sources, the water conforms to the World Health Organisation (WHO) Guidelines and Zambian Standards for drinking water. This is expected as all of these water bodies drain an environment that is literary free from anthropogenic activities. The pH of the water bodies during the period of the study ranged between 7.04 to 7.47. There are no general surface water guideline standards. The Zambian Standards and WHO guidelines for drinking

RDA 30 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road water stipulate 6.5 to 8.0 to which quality all the analysed samples conformed. The conductivity of the water is very low indicating low levels of dissolved minerals. High value of conductivity is an indicator of possible pollution of water as it signifies a high concentration of dissolved ions which in most cases results from pollution. Low concentration is an indicator that the water is relatively unpolluted. WHO guidelines for drinking water stipulate permissible limit of 1500(μmhos/cm). With respect to this parameter, the water bodies are therefore not polluted.

4.1.6.2 Ground water quality Ground water quality within the project area was determined from samples that were collected from available boreholes in the project area. The results are presented in Table 3 below. From the results, the ground water quality within the project area is slanted towards acidic. The pH for all samples except for the sample from Pensulo Road Block was acidic. All other parameters, with the exception of iron, are within acceptable limits for drinking water in accordance with both the WHO Drinking Water Guidelines and the Zambian Standards for drinking water as contained in ZS190 of 2010. Half of the samples exceed the guideline value for iron recommended for water meant for domestic use. Both the WHO and Zambia Standards stipulate 0.3mg/l of iron as the upper limit. This finding is in line with the general groundwater quality from this area including and parts of Northern Province where high concentrations of iron in ground water is a problem.

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Table 2: Water quality results for some surface water bodies in the project area NAME OF SOURCE AND GPS COORDINATES GUIDELINEVALUES Mulu Lubambala Mungulube Masanta Masansa Kakulu PARAMETER S 11o 53' S 11o 54' S 12o 08' S 12o 12' S 12o 36' S 12o 49' 03.5'' 08.4'' 38.6'' 33.1' 16.9'' 48.0'' ZS190 WHO E 31o 25' E 31o 24' E 31o 14' E 31o 10' E 31o 00' E 30o 51' 36.1'' 55.8'' 38.9'' 46.5''' 25.8'' 31.9'' Turbidity (NTU) 6.99 5.30 1.51 2.60 1.28 2.30 5.0 5.0 Ph 7.28 7.47 7.04 7.25 7.16 7.14 6.5 – 6.5 – 8.5 8.0 Alkalinity (as mg CaCO3/l) 45 68 102 26 42 31 500 500 Total hardness (as mg CaCO3/l) 54 74 116 36 50 38 500 500 Zinc (mg/l) <0.001 <0.001 <0.001 <0.001 <0.001 <0.001 3.0 3.0 Chlorides (mg/l) 13.0 10.0 9.0 11.0 10.0 9.0 250 250 Nitrates (as NO3 -Nmg/l) <0.01 <0.01 <0.01 <0.01 0.58 <0.01 10 10 Nitrites (as NO2 -Nmg/l) 0.002 <0.001 <0.001 0.045 <0.001 0.021 1.0 0.1 Ammonia (as NH4-Nmg/l) <0.01 0.04 <0.01 0.01 <0.01 0.07 - 1.5 Total phosphates (mg/l) <0.01 <0.01 <0.01 <0.01 <0.01 0.45 - 6 Sulphates (mg/l) 8.60 13.90 5.80 6.90 8.00 4.90 400 250 Copper (mg/l) <0.003 <0.003 <0.003 <0.003 <0.003 <0.003 1.0 2.0 Conductivity (µS/cm) 71 81 144 21 70 22 1500 1500 Cadmium (mg/l) <0.0002 <0.0002 <0.0002 <0.0002 <0.0002 <0.0002 Chemical Oxygen Demand (as mg O2/l) <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 - - BACTERIOLOGICAL RESULTS Total coliforms (#/100ml) 900 70 60 0 0 100 0 0 Faecal coliforms (#/100ml) 500 40 40 0 0 40 0 0

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Table 3: Water quality results for some groundwater sources in the project area NAME OF SOURCE AND GPS COORDINATES Mumbulu Kapoko Muchelenge Salamo Kapengwe Katoba GUIDELINEVALUES area School Basic Basic Basic (Borehole) (Well) (Borehole) (Borehole) (Borehole) (Well) PARAMETER S S12o 28' S12o10' S12o 22' 12o08'28.3'' 39.9'' S12o 54' 18.2'' S12o 43' 24.8'' 53.7'' E31o 30.4'' E31o ZS190 WHO E 31o 14' E31o 03' E30o 44' 46.9'' E30o 58' 14.6'' 12' 41.1'' 05' 51.9'' 43.0'' 44.6'' Ph 6.24 5.95 6.70 6.60 6.97 6.85 6.5 – 8.0 6.5 – 8.5 Turbidity (NTU) 16.90 1.20 7.29 11.80 44.60 361.00 5.0 5.0 Conductivity (mMhos/cm) 187 45 112 194 83 182 1500 1500 Total hardness (as mg CaCO3/l) 142 50 72 130 54 144 500 500 Alkalinity (as mg CaCO3/l) 132 44 64 122 50 131 500 500 Iron (mg/l) 1.20 0.02 0.32 1.32 - 1.28 0.3 0.3 Ammonia (as NH4-Nmg/l) <0.01 <0.01 <0.01 <0.01 0.10 <0.01 - 1.5 Sulphates (mg/l) 4.40 0.80 2.70 3.30 14.70 2.80 400 250 Chlorides (mg/l) 8.0 8.0 16.0 6.0 8.0 11.0 250 250 Nitrites (as NO2 –Nmg/l) 0.009 0.009 0.004 0.002 0.051 0.005 1.0 0.1 Nitrates (as NO3 –Nmg/l) <0.01 0.31 0.35 <0.01 <0.01 0.70 10 10 Total phosphates (mg/l) <0.01 <0.01 <0.01 <0.01 0.26 <0.01 - 6 Calcium (mg/l) 39.2 5.6 25.6 50.4 44.0 Manganese (mg/l) <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 - 0.1 Copper (mg/l) <0.003 <0.003 <0.003 <0.003 <0.003 <0.003 1.0 2.0 Cadmium (mg/l) <0.0002 <0.0002 <0.0002 <0.0002 <0.0002 <0.0002 Zinc (mg/l) <0.001 0.073 <0.001 <0.001 <0.001 0.008 3.0 3.0 BACTERIOLOGICAL RESULTS Total coliforms (#/100ml) 120 0 0 0 0 15 0 0 Feacal coliforms (#/100ml) 27 0 0 0 0 0 0 0

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Table 4: Water Quality Test Results for some Groundwater Sources in the project area NAME OF SOURCE AND GPS COORDINATES GUIDELINEVALUES Lukulu Basic Kanona Clinic Pensulo Road Block Serenje Council PARAMETER (Borehole) (Borehole) (Borehole) (Borehole) S12o 49' 34.2'' S13o 04' 19.5'' S13o 02' 23.3'' S13o 13' 49.8'' ZS190 WHO E30o 52'00.2'' E30o 37' 40.8'' E30o 26' 12.9'' E30o 14' 02.4'' Ph 6.83 6.50 7.11 6.74 6.5 – 8.0 6.5 – 8.5 Turbidity (NTU) 1.17 1.06 5.94 86.80 5.0 5.0 Conductivity (mMhos/cm) 121 115 107 92 1500 1500

Total hardness (as mg CaCO3/l) 86 62 86 50 500 500

Alkalinity (as mg CaCO3/l) 80 60 45 42 500 500 Iron (mg/l) 0.20 0.04 0.18 2.18 0.3 0.3

Ammonia (as NH4-Nmg/l) <0.01 <0.08 <0.01 <0.01 - 1.5 Sulphates (mg/l) 1.60 2.00 12.50 8.30 400 250 Chlorides (mg/l) 8.0 11.0 9.0 15.0 250 250

Nitrites (as NO2 –Nmg/l) 0.001 0.605 <0.001 0.203 1.0 0.1

Nitrates (as NO3 –Nmg/l) <0.01 9.14 <0.01 2.18 10 10 Total phosphates (mg/l) <0.01 <0.01 0.42 0.07 - 6 Calcium (mg/l) 30.4 15.2 26.4 12.8 Manganese (mg/l) <0.01 <0.01 <0.01 <0.01 - 0.1 Copper (mg/l) <0.003 <0.003 <0.003 <0.003 1.0 2.0 Cadmium (mg/l) <0.0002 <0.0002 <0.0002 <0.0002 Zinc (mg/l) <0.001 0.222 <0.001 1.682 3.0 3.0 BACTERIOLOGICAL RESULTS Total coliforms (#/100ml) 0 0 0 0 0 0 Feacal coliforms (#/100ml) 0 0 0 0 0 0

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4.1.7 Soils Soil samples were collected along the proposed stretch of the road as discussed above. The whole stretch of the proposed road predominantly alternates between sandy loam and loamy sand as can be seen from the results on soil texture classification. The results above are consistent with the secondary data collected from institutions in Mpika and Serenje which indicated that soils in the project area (between Serenje and Mpika) are mainly Sandy loam. From an environmental standpoint, the soils along the proposed stretch are relatively stable under the natural woodland. They are, however, easily susceptible to physical degradation if subjected to disturbances like excavation works. 4.2 Biological environment 4.2.1 Vegetation The vegetation type between the Serenje–Mpika Road is the typical Miombo woodland (Figure 9) which is of two storeyed with mainly an open and light crown of semi-evergreen to deciduous trees between 15-21m high. Dominant trees are mainly species of Brachystegia, Isoberlinia, Julbernardia and Marquesia macroura with Pericopsis angolensis, Anisophyllea boehmii, Erythrophleum africanum and Parinari curatellifolia as common associates. The road also goes through sections of the Serenje Forest Reserve, Kanona Forest Reserve and Mpika Forest Reserve all of which are dominated by Brachystegia– Julbernardia tree species. The dominant grasses along the road are of Hyparrehnia, Andropogon and Loudetia species. The dominant trees are mainly species of Brachystegia and Julbernardia with Pericopsis angolensis, Anisophyllea boehmii, Erythrophleum africanum, Parinari curatellifolia as common associates (Table 5). It is important to note that, though the road project will follow its existing alignment without any re-alignments or land uptake hence, there will be minimal impacts on the vegetation resources in any protected areas. In addition, the preparation of asphalt will be done by use of motorized internal heating system without any use of open fire using firewood which would bring about cutting of vegetation.

Figure 9: Cross-section of vegetation communities along road project. Table 5: Floral species sampled between Serenje–Mpika No. Species No. Species 1 Abrus precatorius 27 Julbernadia globiflora 2 Acacia sieberana 28 Julbernadia paniculata

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No. Species No. Species 3 Accacia polyacantha 29 Khaya nyasica 4 Afzelia quanzensis 30 Marquesia macroura 5 Albizia antunesiana 31 Monotes africanus 6 Bauhinia petersiana 32 Ochna leptoclada 7 Brachystegia boehmii 33 Parinari curatelifolia 8 Brachystegia spiciformis 34 Parinari excelsa 9 Brachystegia utillis 35 Paullinia pinnata 10 Bridelia macrantha 36 Pericopsis angolensis 11 Cassia abbreviata 37 phoenix palms 12 Cocculus hirsutus 38 Phyllanthus muelleranus 13 Combretum collinun 39 Phyllanthus muelleranus 14 Combretum microphyllum 40 Piliostigma thonningii 15 Combretum molle 41 Strychnos innocua 16 Cryptosepalum 42 maraviense Syzygium cordatum 17 Dichrostachys cinerea 43 Syzygium guineense subsp. afromantanum 18 Diospyros mespiliformis 44 Syzygium guineense subsp. guineense 19 Entanda abyssinica 45 Syzygium guineense subsp. Huillense 20 Erythrina abyssinica 46 Syzygium owariense 21 Erythrophluem africanum 47 Terminalia mollis 22 Euphorbia sp. 48 Terminalia sericea 23 Faurea saligna 49 Uappaca kirkiana 24 Ficus capensis 50 Uappaca nitida 25 Ficus sycamorus 51 Xylopia aethiopica 26 Homalium africanum 4.2.2 Fauna Based on information from Zambia Wildlife Authority (ZAWA) officials in both Serenje and Mpika (especially across protected areas of Lavushi Manda National Park) it is clear that, most of the wildlife in areas through which the road passes are restricted outside the 50m road corridor (Figure 10). Based on consultations with ZAWA and neighbouring communities in the project areas, it is reported that, rarely does wildlife especially large mammals stray in the busy road corridor with a lot of human disturbance. However, based on the interviews, the following groups of wildlife are commonly seen by the locals and wildlife authorities: Cercopithecus pygerythrus (Vervet Monkeys), Otolemur crassicaudatus (African Hare), Paraxerus cepapi (Bushbaby), Potamochoerus porcus (Bush Pig), Sylvicapra grimmia (Common Duiker). Others include reptiles such as Kinixys spekii (Tortoise), Python sebae natalensis (African Python) and Bitis arietans arietans (Puff Adder). Other groups of fauna along the areas of the project is summarized on Table 6. In all the wildlife in the areas of the project is of least conservation concern in terms of not being rare, endangered or vulnerable as per the IUCN Red Data Lists implying implementation of the project will not have any adverse direct and indirect impacts on wildlife resources.

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Figure 10: Location of National Parks and game Management Areas in relation to the Serenje-Mpika Road

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Table 6: Fauna groups typical in areas of Serenje-Mpika Road Scientific Name Common Name 1 Cercopithecus pygerythrus Vervet monkeys 2 Lepus victoriae Hare 3 Otolemur crassicaudatus Bushbaby 4 Paraxerus cepapi Bush squirrel 5 Potamochoerus porcus Bushpig 6 Sylvicapra grimmia Common duiker Reptiles Scientific Name Common Name 1 Agama aculeate armata Spiny Agama 2 Bitis arietans arietans Puff Adder 3 Chamaeleo dilepis dilepis Common Flap-Necked Chameleon 4 Gerrhosaurus nigrolineatus Black-Lined Plated Lizard 5 Kinixys spekii Tortoise 6 Natriciteres olivacea Olive Marsh Snake 7 Philothamnus hopplogaster Southeastern Green Snake 8 Psammophis phillipsii Olive Grass Snake 9 Python sebae natalensis African Python

Amphibians Scientific Name Common Name 1 Phrynobatrachus natalensis Puddle Frog 2 Ptychadena oxyrhynchus Ridged Frog 3 Xenopus laevis pertersii Clawed Frog

Fish Scientific Name Common Name 1 Alestes lateralis Striped Robber 2 Clarias gariepinus (mossambicus) Barbel Catfish 3 Hydrocynus vittatus Tiger fish 4 Marcusenius macrolepidotus Bull Dog 5 Oreochromis macrochir Green Headed bream 6 Oreochromis mortimeri Kariba Bream 7 Serranochromis robustus Yellow Belly Bream 8 Tilapia rendallii Red-breasted 9 Tilapia sparrmani Banded bream

Birds Scientific Name Common Name 1 Anhinga rufa African Darter 2 Corvus albus Pied Crow 3 Dicrurus adsimilis Fork-tailed Drongo 4 Emberiza flaviventris Golden-breasted Bunting 5 Gallinula chloropus Common Moorhen 6 Kaupifalco monogrammicus Lizard Buzzard 7 Milvus migrans Black (Yellow-billed) Kite 8 Oriolus larvatus Eastern Black-headed Oriole 9 Parus griseiventris Miombo Grey Tit 10 Pycnonotus barbatus Common Bulbul 11 Streptopelia semitorquata Red-eyed Dove

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12 Tchagra senegala Black-crowned Tchagra 13 Uraeginthus angolensis Blue Waxbill 4.2.3 Protected areas in areas of Serenje-Mpika Road There are 3 protected areas in the areas of the project. These forest reserves in proximity to the road include Kanona, Mpika and part of the Serenje forest reserves and are: 4.2.3.1 The Serenje Forest Reserve It is the largest Forest Reserve in the District covering a total surface area of approximately 29, 680 hectares. Serenje national forest stretches along both sides of the Great North road to Mateshi– Chipiya in the east and Kalwa Farms in the west. It protects the Munte–Ibolelo catchments and is a source of firewood and bush poles for Serenje township and the surrounding areas. The vegetation consists of Miombo woodlands. Serenje national forest is situated in Kabamba Chiefdom. It important to note that, the forest reserve is about 10km away from the road project areas. 4.2.3.2 Kanona Forest Reserve Kanona Forest Reserve is the second largest national forest covering an area of approximately 28, 449 hectares. Kanona National Forest stretches from west of Muchinka–Kafinda (Tuta) turn–off on the west to Chitambo Mission Hospital turn–off on the east and it is heavily encroached by illegal settlers. There are other activities that have degraded parts of Kanona Forest Reserve and these include; clearing of extensive RoW for electricity transmission lines by ZESCO. Other activities include construction of a power line to connect the Manganese Plant and of recent, construction of residential flats that within the bounds of the forest reserve. A gravel road has also been constructed on the right-hand side of Serenje–Mpika Road.

4.2.3.3 Mpika Forest Reserve In Mpika Boma, along the Serenje–Mpika road on the right side starting from the weigh bridge, is a 2,811 hactares Mpika Forest Reserve P41 stretching about 1.7Km up to the Tazara road township junction. Mpika Forest Reserve extends in a south-easterly direction away from the road. Its vegetation is typical Miombo woodlands type dominated by Brachystegia and Julbenardia tree species. However, officials from the Forestry Department stated that all the reserve forest is rapidly being degraded through encroachment through agriculture, settlement/construction activities, charcoal and occupation by squatters.

RDA 39 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road

Figure 11: Manganese plant construction 4.3 Social- economic environment

4.3.1 Population The 2010 Census puts the total population of the Serenje district at 62,327. Of this population, 31,315 were females while 31,012 were males. The population figures indicate that the district had slightly more females than males. The total number of households according to the same document 11,996 putting the number of inhabitants per household at about (5) five. No gender disaggregation of the households is available. For Mpika, its population is at that time put to at 211,425 with an average annual growth rate of 3.8%. Of this population, it is estimated that only about 30% resides in the urban areas while the remaining 70% is in the rural areas.

4.3.2 Ethnicity In areas of Serenje, the Lala tribe is one of the indigenous and most prominent tribal group found in the district. However, there are other small ethnic groups among the workers and the farming communities. While in Mpika, the Bisa are the major ethnic group though there are other minority ethnic groups from other provinces which have settled in Mpika district for employment or for farming purposes.

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4.3.3 Land administration and land use Land Tenure Land tenure in the project area the same as the rest of the country and is vested in the President who holds it on behalf of the Zambian people. Access to land is on tenure basis as governed by the Lands Act. There are basically two types of land tenure systems in Zambia namely traditional and leasehold. The majority of land in Zambia is held by traditional leaders who have powers to issue it for use by their subjects. No title deeds are issued for land under customary tenure system because this type of land is basically under communal ownership and as such property rights and security is dependent on the traditional leader’s goodwill. The advantage of this system compared to leasehold is that everyone belonging to a particular chiefdom has shared ownership rights and cannot be declared landless. User rights on a given piece of land are thus passed on through inheritance or as a gift from the chief or his representatives (headmen or clan leaders).

There are several ways in which villagers gain access to land. Access to land is based on the important traditional principle that all residents of the village are entitled to land for their personal or household use. This means that as far as virgin land is concerned any member of the related community can select a field for growing crops within the village territory. The headman, rather than anyone else, deals with strangers on land issues. The individual owns the land for as long as he or she cultivates it or has built a house or other functional structure. However, traditionally it is held that no one man can own land and that land belongs to the villagers as a group. Individual land ownership of land is thus subject to corporate interests of the village community. Transfer to another person through gifts inheritance, sale or abandonment terminates an individual’s land rights.

The chief and village headmen merely represent the village communities and exercise jurisdiction over land in case of conflict or disputes. Despite this conception of land tenure, the Government of Zambia enacted the lands Act No. 29 of 1995 to recognise the title of individuals holding land under customary tenure. The law also provides for the conversion of tenure of such holding from traditional to leasehold tenure. Consequently, this has set in motion a dynamic of change of tenure with some individuals, especially cash crop farmers, starting the process of converting their customary use and occupation rights into state leasehold tenure. Thus, a mixed form of land holding consisting of statutory leasehold and customary tenure has emerged and is operating at some of the sites surveyed. 4.3.4 Land Use Agriculture is the main land use along the road corridor and accounts for about 50% of the land area of the project area. Cultivation is done along or near the road or behind or around homestead. Hoe cultivation is mainly practised. The main crops grown in the project area are maize, groundnuts, beans, cotton and tobacco. Apart from agriculture, local forests account for about 45% of the total land use in the project area. Settlements which are mostly located along the road occupy the remaining 5%.

4.3.5 Economic activities

4.3.5.1 Agriculture There are three types of registered farmers in the districts and they are: commercial farmers who are farmers who have more than 10ha of land under cultivation and there are 6 such type of farmers in the district. The others are the emergent farmers who cultivate between 2-10 ha of

RDA 41 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road land. The other category are small scale farmers who typically cultivate less than 2ha of land. This group comprises the remaining number of registered farmers. Generally, these are resource poor and usually cultivate their land by hand.

4.3.5.2 Livelihoods Activities and Strategies The baseline information obtained along the road corridor indicates that, households typically pursue diverse livelihood portfolios, not because they have plenty of economic opportunities, but as a response to a range of constraints and risks. Much of the road corridor’s population is dependent on slash-and-burn, rain-fed agriculture for its subsistence. Maize still dominates the crop production along the road corridor with observed resurgence in the production of traditional crops.

4.3.5.3 Income composition Results of the baseline survey show that, a majority of households in the project area earn less than ZMW300 per month, with a significant number of the households earning less than ZMW150 per month. The main sources of income are: (a) own livelihood or economic activity; (b) income from employment paid in cash; (c) unpaid income; (d) other cash income; and (e) income from employment paid in kind. Respondents were asked to identify their main and second source of income. It appears that own livelihood or economic activities play an important role in day-to-day living of households along the road corridor with more than 80% dependent on it.

4.3.6 Poverty levels In terms of poverty levels, majority of household along the road corridor fall within the “poor category” (55%) and over half of these poor households have income far below the upper poverty line (earn less than ZMW150 per month). The household survey revealed that majority of households (38.9%) have between 5-8 members. In terms of household headship, female headed households are more likely to be below the poverty line. Although the results of the household survey indicate that only 23% of the respondent were female headed households, the number of these female headed households living below the lower poverty line is significant (73%) compared to 29% of male headed households living below the lower poverty line. Only 60% of households owned an average of two consumer durable items.

4.3.7 Gender equity No doubt like many rural parts in Africa, the areas of Serenje-Mpika equally experience glaring gender disparity with women taking on many livelihood ventures and the households levels. Women are key in household faming, roadside trading to earn additional income for the families and are responsible for the welfare and health of the children. From discussions during the ESIA, the women have few employment opportunities in rural areas especially in road projects as compared to men. To address this disparity and scale up women empowerment, GRZ has in place a National Gender Policy as a tool to guide mainstreaming gender interventions into the development process and planning into the sectors of economy. The gender policy is to facilitate Zambia’s gender mainstreaming programs in all sectors of the national economy.

In line with these, RDA has embarked on mainstreaming gender into its policies, plans and activities though the framework tools for this process are at their formative stages. RDA has also two staff i.e. sociologists in its Environmental and Social Management Unit who handle gender issues in its road projects in terms of monitoring compliance and operations of the contractors in line with national gender guidelines. At the district levels, through Community Development Departments together

RDA 42 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road with the NGOs, there are deliberate steps to promote women based organizations in development work and in Mpika and Serenje districts, they have Food Security Pack Programme (FSPP) to address food vulnerability at households. Therefore, in the Serenje-Mpika road project, RDA proposes to ensure that, the contractors set aside at least 20% of road work/activities to be undertaken by women especially controlling traffic, masonry works in terms of stone pitching, surveying, clerical based work, medical services and working in contractors’ canteen. For their effective involvement, the contractor is to put in place support facilities to enhance their participation such as separate toilets for male and female workers, observe the GRZ 120 calendar maternity leave and 5 days for paternity leave and some sheds for children amongst others.

4.3.8 Traditional and religious practices The family structure within this group is based on monogamous, matrilocal marriage where the husband migrates to settle in the wife’s birth place. However, the trend is slowly changing with cases of patrilocal marriages where the wife relocates to the husbands’ birth place becoming more widespread. The project areas as is in Zambia, a number of traditional ceremonies the most celebrated ceremony in the district among the Lala people is Chibwela Mushi, which brings together the Lala people of Serenje and the Swaka of Mkushi. Celebrations are held every September in Mkushi district. Traditional ceremonies in Mpika district are practiced annually in commemoration of some historical events. The major traditional ceremonies are Chinamanongo by the Bisa speaking people under Senior Chief Kopa and Malaila ceremony spearheaded by Chief Nabwalya.

4.3.9 Historical and archeological sites Nachikufu caves (Figure 12) in Mpika District thought to be some 18,000 years old rock paintings at 12°15' S 31°10' E. This is one of the archaeological sites of significance which has the potential to attract both domestic and foreign tourists. It is located 2.2km off Serenje-Mpika road. The cave is an ancient artifact where the Stone Age people lived. It has some schematic paintings of archeological significance. Government maintains it as a cultural and historical heritage site. On average, annually, the site reportedly receives over 500 foreign visitors leave alone schools and local tour groups. In Serenje, major archaeological sites include the Nsalu caves, the Kundalila falls, the Sancha rock, and the David Livingstone memorial site which are all located some distance from the road.

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Figure 12: Two men at the Main Entrance to the Nacikufu cave 4.3.10 Prevalent Diseases In terms of disease burden and prevalence, information from the health centres visited indicate that Malaria, Diarrhoea, Bilharzia, Respiratory Tract Infections (RTI) and Skin Rashes are the common diseases in the project sites. Vulnerability to HIV/AIDS, TB and malaria has continued to threaten lives and overall well-being of the population along the road corridor. Malaria vectors are widespread in the project sites especially during the rainy season, and the high prevalence of malaria can also be attributed to lack of ITNs and improper use of the same. Diarrhoea and Bilharzia is attributed to the contaminated water from wells and streams. In addition, as mentioned above, people rarely chlorinate their drinking water and water from boreholes is not accessible to the majority of households. A critical consequence of the disease burden has been the presence of relatively high morbidity and mortality among children and women. 4.3.11 HIV/AIDS prevalence Based on UNAIDS Report of 2014, Zambia now has a generalized epidemic, with HIV spreading throughout the population as opposed to being concentrated in specific populations. Adult HIV prevalence peaked in the 1990s, and was estimated at 13.3% in the Zambia Demographic and Health Study (ZDHS) 2013-14 with prevalence in women higher than in men (15.1% compared to 11.3%). However, trends indicate a continuous drop in HIV prevalence at a national level. Provincial prevalence levels range from 7% to 21% (2007). The Northern and Northwestern Provinces have reportedly the lowest HIV prevalence levels as compared to other regions (UNAIDS, 2014).

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4.3.12 Social services and amenities 4.3.12.1 Education The district education sector in Serenje is managed under District Education Board. The board is responsible for basic education in the district (Grades 1-9). The district has a total of 186 learning institutions broken down as shown in Table 7. High schools include Serenje Boys, Mukando, Ibolelo and Serenje Technical.At tertiary level, the district has two colleges namely, Malcom Moffat Teachers’ College and Chitambo School of Nursing. Table 7: Institutions of learning in Serenje District S/N Type Number Comment 1 Early Childhood Care, 2 - Development Education 2 Middle basic 63 4 new basic schools constructed 3 Upper basic 33 - 4 High School 3 2 additional high schools are under construction 5 Community school 84 Many community schools inactive due to staff shortages 6 College of education 1 - Source SDSA Report, 2010 As for Mpika areas, there are currently 98 basic schools, five high schools, six Secondary Schools, 80 Community Schools, four IRI centers and eight private nursery schools. There are more than 60,000 pupils served by these schools at different levels. The district has very few tertiary institutions which include the Zambia College of Agriculture and Farmers’ Institute (Table 8). Table 8: Institutions of learning in the district NO. Type of institution NUMBER 1 Schools with open learning centers. 18 2 Middle Basic Schools. 45 3 Upper Basic Schools. 35 4 Secondary Schools. 1 5 High Schools. 5 6 Schools with SEN units. 2 7 Community Schools 80 8 IRI Centers 4 9 Private Schools. 8 (Source: Mpika DSA, 2012) 4.3.12.2 Health services Mpika district has two major hospitals namely Mpika District hospital and Chilonga Mission Hospital which is along the road. There are also a number of health centres, clinics and health posts. The district is operating at 75% of its capacity in terms of human resources with majority being nurses. Although there is a critical shortage of clinical officers within the district, at least each health facility has a qualified member of staff save for two rural health centres namely Mbati and

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Kabinga (MDSA, 2011). In Serenje, the district has two hospitals: Chitambo and Serenje district hospitals. Other health facilities include two Hospital Affiliated Health Centers (HAHC’s), 15 rural health centres and 9 health posts. Theatre facilities are available at Chitambo Hospital and Serenje District Hospital. 4.3.12.3 Water supply and sanitation services The main provider of water supply services in Mpika and Serenje is Lukanga Water and Sewerage Company (LuWSC). More than 60% of the population has access to safe water while 38% of the population rely on shallow wells and other unorthodox sources. Lack of access to safe water is thought to be one of the reasons or causes of diarrhoeal diseases in the district. Water supply and sanitation services within the township are provided by Lukanga Water and Sewerage Company (LuWSC). 4.3.13 Villages/Settlements A number of villages and settlements are dotted along the stretch of the road. Domestic infrastructures found within the road reserve (within 30m from the centre-line of the road on both sides) mostly constituted huts, Insakas, kitchens, and pit latrines. Most of the households within the road reserve occur in Mpika district by comparison.

Figure 13: Typical structures for domestic use located within the road reserve (Left: Hut. Centre: Pit latrine and grass wall bathroom. Right: House and Insaka) 5 PROJECT ALTERNATIVES The plan to rehabilitate Serenje-Mpika road is an integral part of the RDA’s Strategy Plan 2012- 2016 taking into account its centrality to the country’s quest to eliminate trade bottlenecks and hindrance to access regional markets in the wider COMESA, SADC and EAC regions. This implies that, the rehabilitation of this road will improve connectivity between Zambia and northern trade partners in the north and, south of the country. Therefore, the Analysis of the Alternatives has focused on the implementation modalities of the road project taking into account, a combination of factors such as environmental, social and economic dimensions. In addition, it is important to note that this is already an existing paved road which only requires rehabilitation.

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5.1 Alternatives considered Based on the above, the following Alternatives were considered during the ESIA: a. Alternative 01: Zero/Do Nothing Option. b. Alternative 02: Routine Maintenance Option. c. Alternative 03: Paving with Asphalt to class 1. 5.1.1 The Do-Nothing Scenario This Scenario implies that, the Serenje-Mpika road would remain without any rehabilitation or maintenance interventions which will leave the road in worse condition with continued deterioration characterized emergence and rapid development of gaping potholes in the carriageway as well as deterioration of its drainage infrastructures alongside loss of road safety furniture thereby making it risky for public use. On the basis of these, the Do-Nothing Option was dropped from further consideration as it is not within GRZ aspirations as enshrined in the RDA strategy plan. 5.1.2 The Routine Maintenance Option This was considered in terms of annual maintenance costs computed based on an “ideal” maintenance schedule rather than a “minimum” or “absolute minimum” schedule which presumes that, the road will always be maintained in a good condition. From the Feasibility Study of 2013, it is concluded that, the road pavement surface has greatly deteriorated and is generally weaker which merits major rehabilitation involving over-lay of asphalt and strengthening. Against this, both the position of RDA and the findings of the Feasibility Study all concur that, maintenance is not a technically and economically viable option for Serenje-Mpika road section as is already the case with Chansali-Nakonde and Chinsali-Mpika sections all along the same highway which have been set for rehabilitation. Therefore, this Option was equally dropped from further consideration. 5.1.3 Rehabilitation with Asphalt It is therefore proposed to rehabilitate the road by surfacing using crushed stones which are bonded using asphalt. The surfacing will be made from already mixed crushed stones and asphalt (hot mix) which will then be applied on the road base. The bonding between the road base and the surfacing will be enhanced by tack coat which will be spread on the road base before the surfacing material is applied. This was taken as a preferred Option/Alternative in implementing the road project.

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6 STAKEHOLDER CONSULTATIONS It is most important that people are aware of developments that are going on or planned for in their localities, particularly when these developments affect their land and their neighbourhoods. It has long been recognised that local communities have a thorough knowledge and understanding of their natural, physical, cultural and social environments. Logically, therefore, they must be involved in the identification of potential environmental and social issues, as well as in the formulation of remediation measures for any adverse impacts. Generally, if persons that are likely to be affected by a project are informed well in advance about the project characteristics and activities, they are more likely to accept the consequences of the project. Moreover, they can then prepare and plan, both mentally and physically, for any upheavals or changes to their lifestyles. During the Scoping Study, public consultations were undertaken at various levels in order to elicit the perceptions of the different stakeholders with regard to the positive and negative impacts the project road. While during the detailed ESIA study, consultations were held with district officials in the three project districts, while informal discussions were held with road beneficiaries along the project road. 6.1 Objectives of the public cnsultations The objective of consultations with principal stakeholders and regulators for the Chinsali-Nakonde Road was to acquire and disseminate information, identify and address legislative, community and environmental concerns and to proffer appropriate mitigation options for all identified negative impacts.

The consultation process aimed to: a. Inform the people about the proposed project/development; b. Establish areas of co-operation and development with the stakeholders; c. Identify problems, concerns and needs of the PAPs; d. Obtain feedback; e. Build ownership and enhance social acceptability of the project by stakeholders; f. Evaluate alternatives and seek solutions; g. Explore how to resolve and avoid conflicts. 6.2 Identification and Involvement of Key Stakeholders With over 7 urban centers and a host of communities cutting across the project area, consultation was deemed to be critical for the success of the EIA process. Some of the key urban centres consulted included Mpika weighbridge, Chilonga Mission areas, Kalonje pump station settlement, Mununga railway station settlement, Chitambo hospital areas and trading center, Zawa check point, Luapula Junction, Muso urban centre, and Pensulo checkpoint areas. The consultation process was approached as follows: a. Issuance of notice of intent to carry out an EIA for the proposed development; b. Sharing the terms of reference with regulatory agencies and potential stakeholders; c. Sustaining consultation with stakeholders with explanations on key issues as they arise and affect the people; d. Maintaining effective communication with communities. The primary stakeholders were identified as being: a. The immediate communities along the proposed road and within the road reserve; b. The Municipal Councils and District Authorities along the project area; c. The Traditional Councils in the project area;

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d. The Forest Department; e. Wildlife management; and f. The Water Affairs Department.

The stakeholders were consulted indirectly through letters of intent and directly by group discussions. Regulators identified are the Ministry of Environment; Ministry of Communication and Transport; Zambia Environmental Management Agency and the Department of Surveys.The regulators were informed of the proposed project through letters as well as visit to their offices and direct discussion. Discussions were also heldwith the local authorities, community leaders and traditional leaders to ensure that all issues of concern areadequately addressed. 6.3 Field Interaction The socio-economic aspect of the studies involved field interviews and consultation with the host communities, the leaders, and other community representatives. Field activities took place in August 2016 and minutes of some of those meetings are summarized in Appendices 01-03 with other details summarized below as follows:

6.3.1 Summary of key issues of concern raised in the public consultations 1. Key concern over compensation for land, property and trees where there is a tendency and practice tto rely on values from Government valuers who are working for Government and not bother much about the people; 2. Compensation should be effected before project implementation. 3. Land use competition because of the need to share available land resources as more people come into the area. This may disadvantage local residents and disrupt their land based livelihoods. Negative impacts in the form of diseases including introduction of new ones due to influx of people thereby increasing the disease burden. 4. Support to institutions charged with the responsibility of protecting environmental resources so that they are able to effectively follow environmental requirements in the road project. 5. Roadside market vendors wil be displaced will they be supported to re-settle in some areas as works continue through their sections; 6. Change in landscape through borrow pits that create habitats for mosquitoes and malaria problems; 7. Working conditions of the employees especially issues of public health and welfare compared to the conditions of foreigners on the same project; 8. Communication language where contractor staff uses vulgar and abusive language on the locals; 9. Issues of early pregnancies among school going girls; 10. Influx of other communities into the project area may contribute to potential cross transmission of communicable diseases, there is fear over HIV/AIDS and sextualy transmitted diseases. 11. Consultation should go beyond the EIA study phase and resource should be provided to ensure consultation continues throughout project implementation and developers should be informed of this requirement. 12. Negative multiplier effects on economic variables such as rentals and commodity prices due to a high demand unmatched by supply due to an influx of people and this may

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disadvantage local communities and may also result in other developmental problems. Forest deforestation, because of increased population and activities. Forest reserves are most likely to be affected because of increased economic activities and demand for wood based energy. 13. Potential for introduction of invasive species used as ornamental plants. This increase is anticipated as is usual with an influx of people into a new area. It may result from people purposively carrying seedlings of plants to grow in the new area. In addition, agricultural crops can carry seeds from invasive plants. 14. Improved coordination between various sector institutions during road implementation process to avoid duplication in roles and such involvement should be facilitated by the project; 15. Mitigation of involuntary resettlement should focus on facilitating reestablishment of livelihoods of resettled people in the new area and support should continue until they have stabilized. 16. Ensure that all basic sanitation facilities are put in place before the workers are mobilized to the camp site. 17. The need to emphasize the importance of EIAs because most developers fail to adhere to the norms and rules of EIAs. 18. Involvement of Members of the DDCC in the monitoring ensures that developers who failed to adhere to such standards of EIAs were challenged. 19. Lack of involvement of district officers was noted as partly being the cause of inadequate consideration of issues of concern and a recommendation was made that the officers should be involved not only at the beginning of the project but when it comes to implementation as well since it is these local officials who knew the resources at hand and how best to safeguard them. 20. Most developmental projects, which came to the area, failed to mainstream issues of HIV/AIDS into their project and the need to ensure that all road construction projects mainstreamed HIV/AIDS. 21. Developmental projects should take into consideration the issues affecting children and the developers should make effort to visit the schools and other institutions dealing with the welfare of children and explain how they would be affected. 22. Construction works associated with such projects often deny communities their means of livelihood through cutting off access to such sites. 23. Construction activities across major streams and rivers, which serve as sources of drinking water for the people, often pollute these water bodies, thus denying them their clean water supply. 24. There is a fear among some communities as to whether they will be adequately compensated by the relevant authorities should their crops, houses and valuables get destroyed during the process of construction. 25. Potential increase cases of civil and criminal cases because of increased population of people of different backgrounds and increased activities. 26. Neglect by previous governments in terms of provision of infrastructure and social amenities. 27. Payment of compensation for damages to their plots and structures and other developments that might be destroyed during construction.

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28. Employment of their people during and after construction is often promised but never a reality on road projects instead, people are imported from far to work on the projects; 29. The traditional rulers be informed when the project is about to commence. This is to enable them inform their people to forestall any uncooperative attitude. If there are areas which are of socio-cultural importance, cultural rites be performed accordingly. 30. Social amenities to be provided for them as way of community social responsibility. 31. First identify the people who need to be compensated and then evaluate their investments/assets that they have. 32. Learn from what has been done in other cases especially on Chisanli-Nakonde road and apply such on the project. 33. Other than the economic compensation, there is need for psychological compensation e.g. by offering an upset allowance because there is no place like home. 34. On the economic livelihood compensation, affected individuals should be given a chance to choose a place where to go and settle. 35. Affected people can also be given new skills and some form of start-up capital if there are no chances that they can continue doing their activities. 36. Rivers downstream of the dam should be allowed to continue flowing and support life downstream. 37. The catchment areas should be maintained intact by arresting deforestation which could negatively affected the developed infrastructure e.g. through dam siltation. 38. Compensation should be based on what has been agreed upon with affected parties. In other words, compensation should be according to what has agreed upon. 39. The forum or structure to negotiate should be open and transparent. 40. The developer should make assessments of affected assets and approach the affected people for a negotiated settlement.

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7 POTENTIAL ENVIRONMENTAL AND SOCIAL IMPACTS This chapter presents the environmental and social impacts expected from the proposed rehabilitation works of the road. The impacts were assessed from the changes likely to be brought about by the project activities on baseline environmental conditions. The impacts are discussed under the main subheadings namely land and soil; water and air; wildlife and biodiversity; socio- economic environment; and health and safety. The impacts are further discussed under the phases when they are expected to occur namely construction or operation. They are finally categorised as being either negative or positive.

7.1 Identification of impacts Environmental and social screening tools were used to identify and measure the significance of impacts. The screening tool is presented in Appendix 5. The key focal issues assessed in the screening tool are: a. Impacts on environmentally sensitive areas or species; b. Impacts during construction or operation which will cause physical changes in the locality; c. Impacts during construction or operational activities that use non-renewable natural resources; d. The use, storage, or transport or production of substances/materials during construction which could be harmful to human health or the environment; e. Production of solid waste during construction or operation; f. Release of pollutants or hazardous, toxic or noxious substances to the air; g. Generation of noise, vibration, light, heat energy or electromagnetic radiation; h. Risks of contamination of land or water resources from releases of pollutants into the ground, surface waters or groundwater; i. Risks of accidents during construction or operation of the Project; j. Negative or positive social changes, demography, traditional lifestyles, and employment that can result from the project; and k. Other factors, including consequential development in the project area or cumulative impacts from other existing or planned activities.

7.2 Ranking of the significance of impacts The significance of the impacts was ranked by taking into consideration four main factors namely: a. Duration of the Impact: Which defines whether the impact is temporal or permanent; b. Spatial extent of the impact: Which defines the area to be affected by the impact; c. Severity of the Impact: Which is the severity/beneficial or simply the state or extent of the badness of the impact. It takes into consideration among other things, sensitivity of the area being impacted upon; and d. The likelihood of occurrence: Which looks at the probability of the impact occurring and frequency of occurrence where it occurs.

It should be noted that the assessment is for both positive and negative impacts but the tables are biased towards negative impacts as it is for these where mitigation measures would be required. This means for severity, under very severe, if the impact is positive, it would then be very beneficial and so on. The four criteria above are ranked with scores assigned to each as presented in Table 9. To come up with the overall significance of the impact, the scores for each impact are considered in two

RDA 52 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road categories namely “effect” (which comprises duration, special extent and severity) and “likelihood of occurrence” (Table 9). The total scores recorded for the ‘effect’ and ‘likelihood’ are then read off from the matrix table presented in Table 10. A summary of the scores and overall rating of each impact is given in Tables 10 and 11.

Table 9: Ranking of Evaluation Criteria DURATION OF IMPACT SCALE Short Term Confined to construction phase 1 Medium Term Up to three years 2 Long Term 3 to 20 years 3 Permanent Above 20 years 4 SPACIAL EXTENT OF THE IMPACT

Localised At localised scale covering a few hectares 1 Study Area Project area including immediate environment 2 Regional District or provincial level 3

EFFECT National Country level 4 International Beyond national boundaries 5 SEVERITY Slight 1 Moderate 2 Severe 3 Very severe 4

LIKELIHOOD OF OCCURRENCE unlikely Will not Occur 1 May Occur There is a small chance of this impact 2 possible The likelihood of this impact occurring is probable 3

LIKELIHOOD Certain The likelihood is that this impact will definitely occur 4

Table 10: Ranking of Evaluation Criteria Matrix

EFFECT

3 4 5 6 7 8 9 10 11 12 13 14 15 16

1 4 5 6 7 8 9 10 11 12 13 14 15 16 17

2 5 6 7 8 9 10 11 12 13 14 15 16 17 18

LIKELIHOOD 3 6 7 8 9 10 11 12 13 14 15 16 17 18 19

4 7 8 9 10 11 12 13 14 15 16 17 18 19 20

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Table 11: Description of Overall Significance Ratings Signifcance Description Score Rating Range This refers to an impact with acceptable effects for which mitigation is desirable but Low not essential. The impact by itself is insufficient to prevent project approval. Effects 4-7 from these impacts do not go beyond medium term Impacts for which mitigation measures are required though impact cannot prevent Moderate 8-11 project approval. The impacts can extend up to long term This is a serious impact which, if not mitigated, may prevent project approval (if High negative). These impacts can result in major and usually long-term effects to the 12-15 environment This is a very serious impact which if negative may, by itself, be sufficient to prevent Very High project implantation. This type of impact results in permanent change and usually 16-20 have no mitigation measures

7.3 Project positive impacts These will likely include: 7.3.1 Positive impacts 7.3.1.1 Employment Creation The execution of the project will require employment of different professionals and casuals at different stages. Firstly, there will be creation of job opportunities to the consultants for design and supervisory works. After the designs, a contractor or contractors will be engaged to carry out construction works. It is estimated that, the road project will employ close to 800-1,200 workers in the various project activities which will translate to household earnings and support to the families. 7.3.1.2 Improved access to social amenities The improved road is expected to enhance the movement of people to access social amenities like hospitals and clinics. Since the road which is existing, and that, the project will only improve its motorability, this impact is expected to be of moderate magnitude. 7.3.1.3 Improved quality of livelihoods During the period, the project will be running, there will be enhanced quality of livelihoods for those who will be employed. People who will directly or indirectly be employed will earn incomes which they can use to buy food, clothes and school requisites for their children, and pay for medical services. This will lead to improved quality of life to the beneficiaries. The impact will be significant but of short-term mode. 7.3.1.4 Support tourism development Furthermore, the road will lead to improved tourism as it connects to some tourist sites such as Nacikufu caves (some 55km to Mpika), Chipoma Falls on R. Lubu towards Chinsali and Lwitikila Falls (15km from Mpika) close to Isoka towards Chinasali areas. Other areas of tourist interest include; Nsalu caves, the Kundalila falls, the Sancha rock, and the David Livingstone memorial site.

7.3.1.5 Contribute to national and regional socio-economic development Improvement of the road will have positive, significant and long-term local, national and regional socio-economic impacts. These include: reduced vehicle wear/tear; reduced travel time; safer journeys with reduced accident risk. Accident rates will likely change following improvement in

RDA 54 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road road geometry and pavement. Rehabilitation the project road will improve visibility, reduce braking distances and have road signs installed where none existed. 7.3.1.6 Support agricultural development The northern region where the road project falls is considered the food basket in Zambia as such, the road will improve transportation of agricultural produce to markets in the neighboring countries especially Tanzania. The project area also has potential to develop its livestock industry especially on the Nkushi-Chitambo section of the road. 7.3.1.7 Council increased revenue base in personal levies and other services Provision of goods and services by local contractors will result in revenue earnings for the Councils. This may be through personal levies and other services the Council may provide to these local suppliers. Considering the low levels of capacity of the local enterprises in Serenje and Mpika, this impact will be low and short term. 7.3.1.8 Reduction in accidents Accidents will reduce after the road is rehabilitated because the new road will have wider lanes and good shoulders. This impact will be of very high significance and long term. 7.3.1.9 Opportunity to Improve Drainage The road is an existing road, hence the impact of the existing road as a barrier to natural drainage can be observed especially on low lying areas such as is the case at Ch.19, where water sometimes flood. It is intended that the present effects of the road will be studied, as part of the overall design process, to improve drainage in general. 7.3.2 Negative Impacts

7.3.2.1 Public anxiety pre-construction works The road project works will start with topographic and cadastral surveys to pick a host of information for the design of the road project. These activities will involve marking of the road and labelling of kilometre chainages on trees and other fairly permanent infrastructures. These processes will trigger public anxiety and speculation relating to compensation. It can in some cases trigger mushrooming developments in the RoW in anticipation of compensation.

Mtigation The contractor and RDA should plan and hold community mobilization and sensitization of communities over the road project in terms of the objectives, schedules, compensation issues and aspects of cut- offs of developments.

7.3.2.2 Establishment and operation of equipment yard and workers camps Although a workers’ camp and equipment yard would cover a relatively small area, they can cause significant environmental damage for a considerable time if not controlled. Land clearing will lead to loss of vegetation. The major concerns are pollution (due to all forms of waste/ litter), high water demand, indiscriminate fuel wood collection, soil erosion, spillage of oils and fuel, fire and explosion hazard at fuel storage/ refueling areas. Lack of emergency medical capability at the camp can pose life threatening situations even from relatively simple incidents such as snakebites. Socially, if the contractor does not maintain a strict “no fraternization” policy, workers camps could be hotspots for prostitution or illicit sexual relationships, breaking marriages and causing disquiet in adjoining communities. Camp and equipment yards will require land to develop, temporarily

RDA 55 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road altering land use. Their operation will generate domestic and hazardous waste (waste oil) which if improperly managed will contaminate local environmental resources (soil, water) and pose public health risks. Livestock could die from feeding on camp waste such as peelings commingled with plastic carrier bags. Lack of medical facilities at camp would pose a considerable risk to workers’ health. Unrestored camp and yard sites cause aesthetic blight and soil contamination from fuel, oil or unused bitumen. This is a short-term; extent is local but likelihood high. Due to the small footprint, impact severity on receptor community will be medium if sites are left contaminated rendering overall impact significance to be moderate. Impact mitigation: a. The Contractor must consult with the local authorities to assist them in identifying a suitable location for his Yard and the Workmen’s Camp. The camps should not be located at isolated points along the road where they will attract periphery businesses, and provide a nucleus for the growth of unplanned settlements. b. It is recommended that between Serenje-Lukulu and Lukulu-Chitambo are proposed to be considered for the location of the Contractor’s Yard and Workmen’s Camps and such sites should be on areas which are fairly degraded to minimize loss of vegetation; c. In addition, a central canteen would contribute towards the general health in the camp as kitchen wastes can be disposed of in an organised manner, while hygiene can be monitored. Solid wastes should be disposed of in an acceptable manner. Waste should be segregated into metals, paper, plastics and organic waste, so that it can be sold, reused, buried or burned as appropriate. Wastes that do not fall into these categories should be taken to an approved council dump.; and d. Pit latrines are the most common sanitation facility in the project area. However, in this case VIP latrines should be provided. These must be carefully located and designed. Ideally, the drop should be between 2.5-3.5 metres (8-12 feet), but where the water table is high, a composting style double shallow pit design is more suitable. The location of VIP latrines in the camp should preferably be downhill of potable water sources, or 50 m from any surface water body, and protected from runoff. Communal bathrooms/lavatories leading to soakaway pits are another option, but would be slightly more expensive. e. Contractor should have a waste management plan as a contractual obligation. Contractor should sensitize workers about potential of environmental contamination due to improper waste management practices; f. Contractor should ensure waste types (organics, inorganic, hazardous, medical etc) are segregated and responsibly disposed of. Containers should be provided for safe onsite waste containment and segregation before final disposal; g. On completion of the project, contractor should remove structures and sites restored to pre- project condition or give them to local communities/land owners for use. Exposed areas should be replanted with indigenous tree or vegetation species.

Residual Impact: Following mitigation, residual impact of workers camps and equipment yards will be of minor or moderate significance. 7.3.2.3 Air and dust nuisance Air and dust noise pollution are already occurring along the project road. Air pollution is noticeable at wherever traffic deviates and rides along shoulders of the road and at roadside markets where there is degradation of asphalt. There other areas are in Mpika check point, Pensulo, Ndabala and

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Chitambo areas where trucks and buses queue to get through the checkpoint and the border crossing respectively. Dust is being generated where the paved section is so poor that it is easier to drive off the road, and at failed sections where no paved surface remains. Exhaust and engine emissions from vehicles will cause air pollution both during and after construction. The main pollutants are sulphur oxides, nitrogen oxides, and suspended particulate matter, all of which can have an impact on public health, as well as on soils, trees, grasses and crops.

During construction, there will be air and dust emissions from road traffic, construction plant and equipment, and particularly from the aggregate crushing plants and asphalt plant. Dust emissions will also result from earthworks and borrowing activities, particularly in the dry season. After construction, it is expected that the amount of dust emitted along the road will reduce as the road surface will be sealed and vehicles will not have to drive off road.

Traffic levels are expected to rise moderately after construction, leading to an increase in greenhouse gas levels. The project area is generally open, and pollutants will be dispersed by wind, and moreover, there are no enclosed depressions along the road where heavy air pollutants can settle to cause smog. Thus, along the rural stretches of road the direct impact of air pollution is considered to be minor, although of course there will be a contribution to the cumulative impact on climate change. Vehicle emissions due to congestion at the check points present a major problem, and will continue to be after the rehabilitation of the road, unless the situation at these locations is addressed. Mitigation a. Dust emissions during earthworks (along the project road and at borrow pits) can be reduced by sprinkling the worked areas with water. However, care must be taken that water used for this activity does not deprive local communities of their water source, so the Contractor’s camp should preferably be located where there is ample water available for construction purposes. b. The impact of dust and air pollution emanating from the asphalt and crushing plant can be reduced by locating the plant downwind of settlements. The asphalt plant should be fitted with hydrostatic dust collectors (filters and collection tanks). c. Proper maintenance of construction plant and equipment (including trucks) will reduce emissions of noxious fumes (carbon dioxide, carbon monoxide, nitrogen oxides, sulphur oxides), as well as mitigate noise levels. d. In addition, to reduce the emission of exhaust fumes, drivers of construction vehicles should be instructed not to leave them idling. e. During construction, the speed of construction and other traffic along the project road and along any proposed deviations, should be limited to reduce dust levels. f. These measures can be achieved by creating awareness among equipment/ machinery operators, drivers of construction vehicles, as well as other road users.

Planting trees along the project road at the main villages/settlements along the road, would also form a screen to protect homesteads adjacent to the road from vehicle emissions. 7.3.2.4 Noise and vibrations impacts Construction works are always associated with noise, but in this case noise emissions and vibration due to construction will be temporary. Noise and vibration will result from activities such as earthworks, drilling, plant and equipment (including construction vehicles). It is possible that

RDA 57 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road vibration due to construction activities (e.g. hydraulic drilling) may cause damage to structures particularly in Mpika (e.g. cracks or subsidence). It is difficult to assess how far off the road the impacts of vibration will be felt, but obviously dwellings and structures beside the road are more likely to be affected. Blasting will be necessary to obtain hardstone from rock outcrops. While this is also a temporary impact, it may have serious health and safety repercussions and therefore has to be carefully controlled. Increased traffic levels resulting from the improved road will cause noise and vibration.

Mitigation a. The impact of dust and air noise pollution emanating from the asphalt and crushing plant can be reduced by locating the plant downwind of settlements. b. Plant should not operate during the night. c. Proper maintenance of construction plant and equipment (including trucks) will help to reduce noise levels. d. While noise from blasting operations at the hardstone quarries cannot be avoided, the residents and workers around those areas must be forewarned when blasting will occur. Local leaders can be asked to assist in disseminating this information to the local people. e. Planting trees/shrubs along the project road at the main towns and trading centres along the road, would to an extent also absorb noise emitted by vehicles plying the road. 7.3.2.5 Oil and oil products spillages During construction, the Contractor is likely to store large quantities of fuel for plant and equipment, as well as bitumen tanks for making the road surface. It is likely that oil may be carelessly stored, handled, or drained from construction vehicles, plant and equipment. This could lead also to contamination of the soil and water bodies. Oil wastes may become a problem along the road where the heavy commercial vehicles stop to rest, and oil is drained (or leaks) from the vehicles onto the ground. This currently happens on the areas of the check points in Mpika, Pensulo, Chitambo and where trucks stay over-night.

Mitigation a. The fuel dispensing pumps must also stand in a concreted area, with drains along its periphery that lead to an oil interceptor before final discharge to the septic tank; b. All bulk oil storage tanks must be contained in a concrete bund that can accommodate 110% of the total volume of oil product that is stored in the tanks. The bunded area must have a concrete floor, with no drain outlet. Any rainwater collecting in the bunded area that does not evaporate within a short time must be pumped into drums for disposal through oil separators and oil recovered put into the waste oil collection tank; c. The site may also require a permit to store bulk oil (refer Petroleum Act, Cap 435) and needs to verify this with the Ministry of Energy; d. The Contractor must be aware of proper storage and handling procedures for oil and lubricants (as well as other hazardous substances), and his personnel dealing with oil products (e.g. mechanics, maintenance personnel, fuel attendants) should be trained in handling and storage. For example, drip trays should be used in the workshop when draining oil from plant and equipment, and waste oil stored in a designated(bunded) storage facility until it can be safely disposed of. The workshop should be entirely surrounded by a drain leading to an interceptor.

RDA 58 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road

7.3.2.6 Risks of soil erosion Soils along the section of the project road from are fairly stable, and erosion is unlikely to be a major issue. During construction however, soil erosion could occur from clearing of vegetation, earthworks, borrowing/quarrying and deviations. Improper drainage of runoff from the road can also cause erosion, and lead to sediment loading in the water courses. Uncontrolled clearing of vegetation in the road reserve encourages erosion by runoff and by wind. After construction, some erosion may occur in the side drains and off-road due to, for example, an improperly compacted road surface, or due to the impact of rain or wind.

Mitigation a. Earthworks should be controlled during construction, so that land that is not required for deviations, camps or borrow pits is not disturbed. Borrow pits must be landscaped and re- vegetated after use in order to prevent erosion; b. Tender documents should stipulate that, details of re-vegetating excavated and cleared sites to check erosion in the road project; c. Area where the road is flanked by embankments on both sides and are predominantly cuts through earth, embankments should be planted with shrubs and grasses to stabilise them and prevent erosion. However, there are some few locations where the road cuts through rock–in these cases, catchwater drains need to be constructed along the top of the embankment to reduce the volume of water flowing onto the road; d. Proper management of excavation activities and organisation of spoil will make rehabilitation of the borrow pits and worked areas easier. The construction schedule should be organised such that as works on one section of the road are completed, replanting activities for that section are undertaken immediately. Topsoil and overburden should be stored in separate piles. The spoil heaps should be covered to reduce the amount of soil washing/blowing away. The spoil can then be reused (e.g. for backfilling or landscaping). e. In order to ensure that environmental protection is taken into account during construction, these issues must be specified in the tender documents. 7.3.2.7 Loss of vegetation Although much of the road section is modified and the species’ composition in the area is poor in terms of diversity due to the disturbance of natural habitats by anthropogenic activities, there are some sections of the road corridor with good standing miombo woodlands (i.e. between Serenje- Mpika), which will be affected by the proposed road upgrade (i.e. creation of road detours). In addition, while much of the rehabilitation of the road will follow the existing alignment, there will be a need for road widening in some areas to meet road design specifications. Road widening will entail clearing vegetation adjoining existing road edges. For the most portion of the road this would not pose a significant impact on vegetation. Constructing access roads to borrow sites will also involve loss of vegetation. The vegetation is unlikely to have any special conservation value, with very few pockets of fruit trees but some tree species have economic value (e.g. mango trees). In addition, trees have cultural importance, provide shade, and provide shelter for birds or small animals. Clearing of vegetation and trees may also encourage erosion.

Impact evaluation: Loss of vegetation could impact fauna, accelerate soil erosion, siltation of streams, swamps, and rivers due to sediment transport.

RDA 59 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road

Impact severity: Impact is negative but temporary and reversible. Likelihood of this impact occurring is moderate hence severity is medium (Contractor and supervisors will be competent to construct bridges in such areas). Impact significance is thus minor-moderate.

Impact mitigation: The following measures will be implemented to mitigate this impact: a. RDA should ensure that contractors have a contractual obligation to restore areas of temporary land take after construction; b. Clearing of vegetation and trees should be strictly controlled: it should be limited to what is absolutely necessary, and should not be done indiscriminately. Keeping the construction width to a minimum will substantially reduce the amount of vegetation and the number of trees that will have to be removed during construction; c. Clearing should be done manually or mechanically; the use of herbicides should be prohibited. Diligence on the part of the Contractor and proper supervision of the workforce is important in this respect; d. The workforce should be provided with alternatives to fuelwood and charcoal for cooking (e.g. by providing kerosene cookers), so that the pressure on fuelwood and charcoal will be reduced; and e. After road improvement is complete, grass and trees must be replanted wherever vegetation has been inadvertently or unnecessarily destroyed. Trees should be planted along the roadside at the main trading centers and the local councils should be asked to look after them.

Residual Impact: Following mitigation, residual impact will be of low significance. 7.3.2.8 Impacts on faunal groups The project area is largely void of megafauna mainly because the road reserve is expansive, regularly maintained through cutting of vegetation and a distance away from protected areas such as Lavushi Masnda, South and North Luwangua and Kafinda-Masanda areas. In addition, the road reserve will not be cleared during project implementation. The ESIA baseline did not come across any significant wildlife. However, off-road activities such as sourcing construction materials will potentially disrupt any wildlife habitats (if done in protected areas) and possible smaller wildlife species in such habitats. Mitigation This is assessed as a low level negative impact which can be mitigated through: a. Ensuring that, no construction materials are sourced inside any protected areas b. However, in case that is inevitable, then a site based Environmental Assessment will be conducted in line with ZAWA and ZEWA ESIA requirements; c. Sites whether in or outside protected areas once open should be satisfactorily restored through landscaping and re-vegetation. The workforce should be instructed not to harm any wildlife or birdlife, and penalties should be imposed on offenders. 7.3.2.9 Traffic diversion impacts Road construction will necessitate diversion of traffic from sections being worked on to allow fast and safe road works or continued use of the route. Diversions/deviations will likely will cause temporary delays in transportation of goods and passengers, traffic congestion or accidents (especially for heavily laden trucks and trailers) along detour roads that may not have been constructed properly.

RDA 60 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road

Impact severity: Impact is negative but temporary and reversible (note that effects of accidents such as loss of life are irreversible). Likelihood of this impact occurring is high; however, it will be short-term ceasing with end of construction hence medium severity. Additionally, not all road sections will necessitate diversions hence impact severity is medium. Overall impact significance is therefore moderate.

Impact mitigation: a. Contractor should place signs warning road users about traffic detours; and b. Contractor should have guides at detours to guide/minimize traffic.

Wherever practical, contractor should provide communities with information and plans of intended diversions in good time. 7.3.2.10 Management of construction Waste A considerable amount of waste will be generated during the construction phase, including construction debris, comprising stone, metal, pipes, paper, packaging, as well as spoil from earthworks. Apart from visual impacts, debris can affect water quality.

Mitigation a. The Contractor must dispose of all waste in a responsible manner at an approved dumpsite, and in accordance with ZEMA’s Waste Management Regulations. Diligence during construction activities will minimise the amount of debris. b. Waste spoil should be used to reinstate borrow pits. Wherever possible, construction waste (eg. scrap metal, crushed concrete, waste oil) should be reused or sold. 7.3.2.11 Sourcing of road construction materials-gravel and stone Construction of the road will require two types of earth materials: a. Sub-base material (natural gravel). b. Base course material (hard rock /crushed rock/aggregate or stones).

The base (crushed rock) is the load bearing layer laid directly beneath the bituminous surfacing. This layer will be 200mm thick along the project road. The sub-base is the gravel layer that supports the road base and has a lower strength specification than the base. Road upgrade will require a sub-base of thickness 200mm. gravel layer that supports the road base and has a lower strength specification than the base. Road upgrade will require a sub-base of thickness 200mm. It will be the responsibility of the contractor to identify sources (location/ sites) of afore-mentioned earth materials that meet design specifications. Unless materials are obtained from existing quarries and borrow pits which need not be restored upon completion of the road, where these materials are obtained from, method of their extraction, haulage and state in which sites are left upon project completion all have potential for socio-environmental impacts below: a. Clearing of vegetation to create access to material sources, b. Excessive noise, vibrations and dust from stone blasting and crushing. Noise would affect local communities and quarry workers and vibrations will crack structures and health of especially elderly people. Commonly around stone quarries, local communities allege low milk and egg yields due to blasting noise and vibrations. c. Fly rock which damages crops, dwellings/structures or injures people and livestock,

RDA 61 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road d. Haulage impacts e.g. accident risks and road dust, e. Safety and public health risks of un-restored quarries and borrow pits.

Mitigation a. Before opening up materials extraction sites, (rock/gravel pits), there Contractotrs will be required to secure ZEMA approval for him to operate such sites; b. He is also to negotiate for lease for such sites with the land oweners under such lands and pays fees as they shall agree and enter contractual agreement for the transaction; c. Over-burden materials shall be stockpiled to be used during the restoration process of the borrow pits; landscaping and evening up of cliffs; d. leveling borrow pits to attain free drainage of ponding waters; e. sequential restoration of borrow pits when they are exhausted of materials; f. preparing a detailed decommissioning plan intends to restore the borrow pits after the completion of the project; g. The restored borrow pits at the end of the project have to be inspected and approved by the respective environment authorities and ZEMA at the end of the Defects Liability Period before final handover of the project.

7.3.2.12 Management of cut to spoil The setting out of the road works and its general civil works is anticipated to generate huge volumes of cut to spoil materials that will need to be disposed of.

Mitgation To mitigate cut to spoil concerns, the following mitigation measures are proposed: it is important that, options for possible use of cut to spoil material in restorations of sites be given more consideration rather than dumping options; where dumping is inevitable, the dumping sites for the cut to spoil should be approved by the RE; no dumping of such materials should be allowed along the road reserve areas; and the Contractor will have to acquire dump sites where the cut to spoil materials will be deposited. No dumping of such material should be done in wetlands or other ecologically sensitive sites.

7.3.2.13 HIV/AIDS concerns Baseline secondary data indicates that, the areas of the road project are among those with the lowest HIV/AIDS prevalence in the country. However, the road project will attract people from near and far in search of jobs. Such influx and upon getting payments, is likely to trigger social behaviors that lead to HIV/AIDS and STI infections in the workers and the communities.

Mitigation a. The contractors are encouraged to engage local labor in the vicinity especially casual workers to reduce on importation of labour and separation of familiies; and b. By and large the project will secure the services of an HIV/AIDS Service provider to conduct sensitization and awareness campaigns, supply and distribute condoms, do voluntary counselling and testings (VCT), distribute ARVs and also run the project clinic if this will be agreeable to the contractor.

RDA 62 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road

7.3.2.14 Impacts of haulage of road construction materials Road construction will necessitate transportation of materials from sources to worksites. Haulage of gravel and crushed stone (aggregate) from sources to road construction work site will be associated with the following impacts: a. Staining of households and goods in roadside shops by dust, b. Traffic accidents involving people, wildlife and livestock, c. Haulage traffic noise.

Excessive dust in dwellings poses a short-term health impact. Unless speeds are controlled, material haulage poses a risk of road accidents especially near school crossings, livestock crossings and in trading centers. Haulage traffic noise is not expected to be a significant impact except near trading centers and some isolated schools’ areas.

Mitigation a. This will be through routine sprinkling of water over the earth roads being used by construction traffic; b. The contractor should do remedial improvements on material access routes to be used by his construction trucks; c. Speed control measures to instituted on such routs in terms of road humps and signage and these should be of standard types and should be easily recognizable/ligible at adistance of about 50m. 7.3.2.15 Impacts of stone quarry operations Though there are evidently a number rocks along virtually the entire length of the road from Serenje-Mpika, the sites for suitable rocks sources have yet to be zeroed on. Once located, the contractors will set up quarry and stone crusher sites in such vicinities.

Impacts a. Effects of blasting and quarrying will have OHS risks arising from flying stones etc; b. Loading, transportation and stock-piling of stone boulders equally presents OHS challenges; c. Operations of the crusher units. d. Noise and vibration, as well as the physical dangers of being struck by flying rock splinters, are major concerns of hardstone quarrying. e. There is security related to acquisition, transportation, storage, usage and management of used blasting materials.

Mitigation a. A safe zone of operations of the stone quarries needs to first be defined and set out before start of stone quarry operations; b. All people inside the safe zone will be compensated and given notice to relocate outside the zone; c. The contractor will set up a clinic in the crusher to manage any medical emergencies that may arise from the operations of the quarry and crusher unit; d. Hardstone quarries must not be located in forests or forest reserves, or any protected areas, in accordance with the Forests Act Cap 199 and National Parks and Wildlife Act Cap 201.

RDA 63 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road e. According to the Mines and Minerals Act, Cap.213, the Contractor must obtain a licence for excavation of hardstone (see Section 4.3.2), and must prepare an EMP for approval by ZEMA. f. Once the hardstone sites are selected, an ecological impact assessment of each proposed site should be undertaken to confirm that no species of conservation significance will be affected. g. For hardstone sources, the most environmentally and socially acceptable solution would be to identify approved commercial hardstone sources, so that additional damage is not done to the landscape along the road. This would obviously have implications on the cost of hardstone material, and may render the road economically unfeasible. Thus, the alternative would be to employ construction methods that minimise the quantity of hardstone. h. Blasting at the hardstone quarries should be carefully controlled and monitored. Blasting should be done at specified times during the day, and the residents in the vicinity of the quarries should be informed of the blasting schedule. i. Access to the quarry site should be restricted, and the area to be blasted should be sealed off to prevent access to unauthorised persons. 7.3.2.16 Land take, properties and crops Although the road rehabilitation will follow the existing alignment, some its activities will likey trigger land and property take which is estimated currently as follows: 179 houses, 169 shops, 02 water points, 10 bars, 01 market, 06 hammer mills, 06 churhes and 83 Insakas (make-shift kitchens).

Mitigation a. During the RAP, the road reserve across settlement and urban centres was reduced from 100m cross-diameter to 36m. This will minimise the number of households, properties, structures, trees and crops that will need to be relocated and/or compensated for; b. Payment of compensation for the land take on properties estimated at about ZMW 7,567,700; c. The most appropriate, least impacting strategy adopted in the road project is to ensure that, to the extent possible, rehabilitation works are confined rehabilitation works to the existing alignment to reduce land take and displacement of PAPs; d. Accordingly, a Resettlement Action Plan has been prepared and should be implemented before start of road works; e. Relocation and compensation is normally carried out by service providers upon payment of relocation cost by RDA, and needs to be completed prior to commencement of the works, in order to avoid delaying the Contractor; f. The Conditions of Contract should require the Contractor to specify in the detailed construction programme prepared during the mobilisation period, the earliest dates on which construction works will commence in each community where services relocation may be required. RDA should then notify the appropriate authorities of the relevant dates, and request completion of relocation works before those dates. 7.3.2.17 Impact on roadside livelihood activities Roadworks will impact on roadside vending activities especially by the women thus affecting their businesses. This is a medium negative impact which is equally short term and can be mitigated as follows: Mitigation

RDA 64 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road a. Giving notice to the vendors on their schedule of work so that, the women vendors are able to adjust their business accordingly to avoid incurring loses; b. The ESIA recommends that, the project puts a side some funds to support construction of roadside markets for the women in some locations and through that, this negative impact is reduced. 7.3.2.18 Impacts on Physical Cultural Resources-PCRs These include and refer to archaeological, traditional and religious or cultural sites in the project areas. However, apart from graves which on many sections are located outside the road reserve, other archaeological sites are outside the project areas for instance, the Nakifulu caves are 2.2km outside the road as such, there will be impacts of the project these resources. Mitigation Incase such physical cultural resources are accidentally encountered; the contractors will employ the Chance Finds Procedures to salvage and manage them as detailed in Appendix 08. 7.3.2.19 Occupational Health and Safety The construction phase of the project will involve many activities and procedures with potentially high-risk levels to the occupational health and safety of workers and personnel. These include working in environments with poor air quality (e.g. at the asphalt plant, crusher sites, borrow pits and quarries), operation and handling of heavy plant and machinery. Mitigation a. Workmen should be provided with suitable protective gear (such as nose masks, ear muffs, helmets, overalls, industrial boots, etc), particularly during earthworks, excavation and blasting activities. All workers must be forced to wear PPE, and a penalty system should be implemented where they receive a verbal warning for the first infraction, pay is withheld for the second infraction and they are released from work for the third infraction. This penalty system should be described in their individual work contracts. b. There must be a fully equipped first aid kit on site and a designated Health, Safety and Environment (HSE) Officer who has first aid training and knowledge of safety regulations. c. Potable water should be available to the workforce at all times. d. In addition, the Contractors must have workmen’s compensation cover. 7.3.2.20 Disturbance to the public During construction, there will be temporary disturbance due to construction traffic, noise, dust, disruption of routine, etc, to people living in the settlements along the road. During operation, would revert to pre-construction levels. Mitigation a. All construction activities will cause disturbance to the public, whether to road traffic, pedestrians or roadside inhabitants. In this regard, it is recommended that the local leaders are notified in advance of possible activities that may cause disturbance. In addition, construction should follow a schedule, and the Contractor must adhere to that schedule, so that the local authorities and general public can know when to expect such disturbance; b. Warning/informative signs should be erected wherever construction works are in progress, and where there may be disruption to pedestrian or vehicular traffic, for example where trucks are turning off the road to reach borrow pits. Signs should indicate when works are likely to begin and end, and what alternatives are available for access;

RDA 65 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road c. To minimise disturbance to settlements and homes in the locality of the work site, construction activities, particularly blasting, should not be carried out at night. 7.3.2.21 Road safety During construction, there will be some danger to road users’ due to construction traffic and the transportation of equipment. In particular, the road will be open to traffic as works proceeds and this is a large negative impact with risks to the contractor workers and, the public. During the operation phase, it is unlikely that the number of accidents will decrease, since even if the road alignment and surface are improved, higher speeds will render the road unsafe, particularly at busy sections of the road such as schools, churches, and trading centres. Accidents may also occur between motorists and livestock, especially at Mpika, Kapengwe, Muso, Chitambo, Kalonje and sections of urban areas. Mitigation a. Secure a service provider to champion road safety campains during the road construction works; b. The Contractor must develop a traffic management plan to implement measures for ensuring safe passage of traffic around and through the construction sites at all times. The traffic management plan must be approved by the Supervising Consultant; c. The Contractor must establish traffic and safety barriers and signs wherever needed or required by the local police authorities. This includes warning signs along access roads and at egress/ingress points to the project road, as well as signs to direct and divert traffic; d. Prior notice should be given to the general public through notices at district headquarters and in the local media of expected disruptions to traffic; e. The Contractor must sensitise both the workforce and the road users in terms of hazards posed by construction traffic, and also risks to road safety resulting from an improved road – he should therefore carry out a road safety campaign; f. The contractor working with the traffic police will have to designate flag-persons whose role is to control and guide traffic across construction areas; and g. In addition, service roads should be provided to road users who wish to access the shops and markets that currently line the route; and h. It is recommended that; a Road Safety Audit should be conducted on the road after is completed. 7.3.2.22 Issues of child labour engagements Education and community leadership expressed concerns over possible engagments of under age children in road works activities which compromises GRZ education policies and ILO policies on rights of children. Such engagements of children may lead to adverse effects on the minors such as injuries, sexual and physical abuse, and school absenteeism.

Mitigation a. The REs and RDA including local area learships will play oversight role over engagements of labour by the contractor to see to it that, children are not engaged in road works. b. The mobilization and sensitization campaigns will echo issues of child engamgements in road works.

RDA 66 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road

7.3.2.23 Impact on public utilities Construction works on the road may inadvertently lead to disruption of services. Major services that may be affected include power supply lines and other ZESCO infrastructure along the road at several sections of the road, TAZAMA and TAZARA installations and the ZAMTEL Optic Fibre Cable which stretches the full length of the road from Serenje to Mpika on the left-hand side. Damage or disruption of these services can lead to disruption of power supply, crude oil delivery and telecommunication services. However, there is sufficient buffer between the road and these services with the closest being the ZAMTEL Optic Fibre Cable located about 20m from the edge of the road. Accidental damage to utility networks by the contractor, during execution of the works, can also result in interruption of service delivery. Mitigation a. During the design period, the engineer will have to identify every utility that may be affected by the rehabilitation works. RDA and the Supervising Consultant will then have to discuss with the relevant utility companies about how affected utilities can be relocated or removed. It is likely that the utility company will carry out relocation themselves are they are best equipped to do so, but will require compensation for the relocation. b. It is also important, the contractor and RDA work closely with the service providers to map-out some details of such utilities to avoid disrupting the services they provide without getting to complications of relocating them especially the Radio base stations which are close to the road in a number of sections. 7.3.2.24 Demobilization and Decommissioning of the project support facilities The Contractor will have to construct various facilities, which must be removed and dismantled on completion of works. In addition, as mentioned above, there will be scrap and waste material on the site, at the workmen’s camp, and possibly at locations along the road where the Contractor establishes laydown areas or work sites. All these have to cleared and the areas restored fully. These will however, trigger concerns such as: a. Potential OHS related risks inform of accidents and injuries; b. Theft of useable salvageable construction materials; c. Foot prints of house foundations; d. Discarded spoil bitumen. These can be mitigated through: a. Disconnecting all electrical installation and relocating any stand-by power generation facilities on such sites; b. In some cases, as in line with communities suggest, such camp sites can be donated to the communities for their use as community centres, nursery schools as well as put them to use as health facilities. c. Once all salvageable materials are secured the areas will be obliterated and scarified and revegetated with natural vegetation.

RDA 67 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road

Table 12: Environmental and Social Management Plan No. Responsible Organization Environmental/Social Unit Cost Issue Location Mitigation Measures Timing Implementation Supervising entity (USD) 1. Pre-construction issues Along the Sensitization of the During the RDA and RDA 60,000.00 (surveying and marking road route communities on the planned prefeasibility Contractor of the road) road project to avoid public stage anxiety and speculation 2. Setting up of the camp Along the Compensation for the Feasiblity Contractor RDA/RE Embedded in yard road areas land/area, BoQs for Plans for routine cleaning and contract. hygenic situation in the camp. 3. Air and dust nuisance Along areas of Dust suppression measures Construction Contraxtor RDA/RE Embedded in the road BoQs for works. 4. Noise and vibrations Along the Restricting working hours Construction Contractor RDA/RE Embedded in impacts road and from 08:30-17:00 hrs. BoQs for adjacent PPEs in place works. communities. 5. Tree planting in Areas to be To compensate for lost Construction Contractor Resident Engineer 75,000.00 town/urban centers agreed with roadside trees and RE and EMSU beautification of the road corridor. 6. Impacts on wildlife Areas close to Provide warning signs for During Contractor Resident Engineer Embeded across areas aligned with Lavushi drivers to be mindful of construction under road national parks Manda wildlife crossings. furniture costs Kasanka. 7. Complementary Roadside This is aimed at supporting During Contractor Resident Engineer 165,000.00 Initiatives to support set markets the women doing business in construction up road side markets for open sun without facilitiea women in Luapula and and lighting. Muso areas. 8. Loss of property: houses, Along the a. Adequate, fair and During the RDA Resident Embedded in shops, water points, road corridor prompt compensation of construction Engineer/RDA/Contactor the RAP overall markets, hammer mills, of the entire affected PAPs; phase costs. churches and Insakas project. b. Providing information early enough to the PAPs; and

RDA 68 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road

No. Responsible Organization Environmental/Social Unit Cost Issue Location Mitigation Measures Timing Implementation Supervising entity (USD) c. The RAP should be made responsive to the needs of the PAPs. 9. Noise and vibrations Along the a. Providing workers with During Contractor Resident Engineer Embedded in from heavy construction road project PPEs, restrict construction BoQs activities. construction activities to daytime, making plans for blasting and operating within those schedules and contractor to have in place, an OSH policy. 10 Soil erosion concerns Along the a. In the carriageway, Construction Contractor RDA/ Embedded in through soils excavations road, camp clearly mark out the stage Resident Engineer the BoQs for for construction site and other areas to be cleared of the project. materials, clearance for sections vegetation before access routes in the where clearing commences; borrow areas and during vegetation is b. Restrict vegetation earthworks. to cleared for clearing to only the areas workspace for way leaves; purposes. c. Undertaking works according to the standard procedures and specifications and best practices regarding such civil works d. Restoration of the opened-up areas for the works to avoid any loose soils around the site. 11. Disruption of roadside Along the e. RAP is identifying such During Contractor Resident Engineer RAP means of livelihoods road stretch people and their details construction (roadside markets, (Pensulo, taken up for kiosks and front gate Luapula, compensation tables selling vegetables Chitambo, processes; and other basic foods Muso, f. Need to compensate the items etc affected persons to enable them cope with development impacts.

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No. Responsible Organization Environmental/Social Unit Cost Issue Location Mitigation Measures Timing Implementation Supervising entity (USD) 12. Occupational Health and Construction a. Have in place an OSH Plan During Contractor Resident Engineer/RDA 150,000 Safety for workers and sie areas. in place; construction. the public b. Provide adequate PPEs to all staff; c. Ensure that First-Aid kits are available at different locations in the project; d. Put in place appropriate safety signs in strategic areas in work areas; e. Regular on-site risk assessment should be conducted in order to determine risk factors for population and to develop corresponding risk management plan; f. Personnel should be trained in labor safety issues during acceptance on the job and afterwards several times a year; and g. Undertake induction and training for new staff as well as daily tool-box meeting to emphasize safety matters on site. 12. HIV/AIDS Road corridor a. Procure an HIV/AIDS Construction Contractor RE/RDA 120,000.00 area service provider to deal with the sensitization of the road users; and b. HIV/AIDS service provider is expected to take a lead on management of HIV/AIDS awareness and sensitization.

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No. Responsible Organization Environmental/Social Unit Cost Issue Location Mitigation Measures Timing Implementation Supervising entity (USD) 13. Gender Mainstreaming Entire project a. The contractor should Construction Contractor Resident Engineer, RDA- 85,000.00 area allocate 20 % of the EMSU contract jobs to women; b. Contractor should conduct gender sensitization on gender sensitivity 14. Road safety campaigns Entire road a. Provide some funds Construction Contractor RE/Road Transport and 65,000.00 to reduced accidents preferably to a local NGO Safety Agency during construction of for road safety the road campaigns during the road construction; b. Mechanisms of traffic control should be instituted by the contractor and these could include aspects such as use of flag persons; and c. It is equally important that, the contractor puts in place a detailed traffic control plan to address all its traffic concerns. d. and e. Close collaboration with the police in controlling road safety. 15. Excavation of borrow On the a. Equitable agreements Construction Contractor(s) RE and RDA. To be pits and construction of material sites for borrow pit integrated into access roads and camp development to be the works sites reached by the contracts. contractors and the landlords; b. Temporary lease arrangements to include an element which fully reflects post use

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No. Responsible Organization Environmental/Social Unit Cost Issue Location Mitigation Measures Timing Implementation Supervising entity (USD) rehabilitation actions and costs; c. Remove top soil and retain in a protected heap for post –use rehabilitation of the borrow areas; d. Fill excavation site with appropriate fill construction waste, top and finally cover with stockpile overburden material; e. Where need be, discuss with the communities’ possible use of excavation site for watering animals. 16. Disruption of the local In the trading a. Giving the communities Construction Contractor RDA/ Supervising Engineer Embedded in economy centers and at along the road adequate stage the BoQs for specific notice about the project; the project. locations b. Control of dust nuisance along the by routinely sprinkling planned water on the road express road surface; and c. Compensation for lost income opportunities to the affected persons. 17. Management of cut to Road sections a. The disposal sites for cut Construction Contractor RE/Contractor/RDA In the BoQs for spoil in which, cut to to spoil should outside phase the road spoil is sometimes the road reserve; project. deposited in swamps, b. The sites for the cut to forests on used for spoil should be approved reclaiming sites. by the RE; c. Sites for the disposal of cut to spoil should be paid from the landlords.

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No. Responsible Organization Environmental/Social Unit Cost Issue Location Mitigation Measures Timing Implementation Supervising entity (USD) 18. Disruption of road Where a. Contractor to plan Prior to the Contractor Resident Engineer In the Boss for transport services. construction measures for road usage commencement works contract works are while construction is on- of works. being going; undertaken. b. Road signs to be posted along strategic positions on the road; and c. Use/employment of flag persons to control traffic flow along the road. 19. Public Health, Human Camp sites as a. Prohibition of dumping Construction The District Inspectors of Costs are part Safety and well during of any contaminating stage contractor(s) Health for Kapchorwa and of their roles in Environmental the entire material products into Bukwo. Local Management construction the environment/onto Governments. sites the ground, including waste oils, in accordance with ZEMA regulations; b. Storage and routine handling of fuels, lubricants, and other potentially contaminating substances in weather protected area equipped with a secondary containment system for any spills; c. It is also necessary to have supply agreements which oblige the suppliers to re-import their waste for management/disposal; d. Sufficient measures should be taken in the camp sites to provide garbage tanks and sanitation facilities;

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No. Responsible Organization Environmental/Social Unit Cost Issue Location Mitigation Measures Timing Implementation Supervising entity (USD) e. Ensure there is good drainage at the camp sites to avoid instances of mosquito breeding in and around the camps. 20. Impacts of quarry Quarry sites A separate ESIA will be Construction Contractor(s) Resident To be development on the and their prepared for the quarry site Engineer/RDA/Districts integrated into environment environs. and its operations. The and Local leaders in the the works separate ESIA will define and areas. contracts. independent ESMP for the quarry site. 21. Physical Cultural Entire road Operationalize the Chance Construction Contractor Resident Engieer Embedded in Resources management corridor Finds Procedures project costs. concerns 22. Issues of child labour Road works None-employmnet of Cosntruction Contractor Resident Engineer/RDA Embedded in children below 18 years. project costs Capacity building of ESMU training and equiping 120,000 Total Cost 815,000

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7.4 Impacts enhancement measures This section proposes feasible and cost-effective measures to improve the benefits that accrue from the project to the beneficiaries and line stakeholders. These include: 7.5 Information Disclosure about the project The project is envisaged to employ close 800-1200 people for its entire life over three years span. This number represents a large positive impact on poverty reduction at household levels. In order to enhance this impact and also provide information on available job opportunities to the wider community, it is proposed that, the project works closely with the Districts Labor Officers in the areas crossed by the poject to disclose available employment opportunities through credible public notices and radio announcements and radio talk shows. Through these, it is hoped, the wider public will have access to employment opportunities. 7.5.1.1 Staffing of the Contractors and the consulting engineers/Resident Engineers In order to enhance effective implementation of the mitigation measures, it is important that both the contractor and the supervising consultant (Resident Engineers-REs) have in their teams Environmental/Social Management Specialists whose roles will be to guide and oversee the implementation of the mitigation measures proposed in this ESIA. For the contractors, the Environmental/Social Specialist ought to be a full-time employee on the project. In addition, these Specialists should be attending project monthly site meetings to ensure that, environmental and social issues are adequately discussed in such meetings and follow up actions clearly stipulated. 7.5.1.2 Integrating Environmental costs in the BoQs The Bills of Quantities (BoQs) as well as the contract documents should integrate environmental and mitigation measures as outlined in the ESIA as well as ESIA Decision Letter issued by ZEMA. Such costs should include but will not be limited to; measures for soil erosion control, tree planting and re- grassing, dust control measures, provision of PPEs to the workers, storm water control, mobilization and awareness sensitization, and HIV/AIDS interventions. 7.5.1.3 Conducting an Environmental Audit One of the measures to verify compliance of project works will be to conduct an Environmental Audit of the Project which should be in accordance with the environmental audit requirements as provided in the ZEMA Audit requirement. The Audit should also take into account, compliance requirements for AfDB. The Audit will highlight levels of compliance in the project and propose corrective measures. Furthermore, there will be monthly site progress meetings to discuss matters and progress of the project. In those meetings, environmental and social compliance of the project will be reported by the staff of RDA. 7.5.1.4 Preparation of thematic management plans The project will likely trigger issues of HIV/AIDS, gender concerns, grievances on a number of aspects, traffic management, labor management and occupational health safety amongst others. Its suggested that, the project contractor puts in place amongst others, the following plans; a. Contractors Environmental and Social Management Plan; b. Grievance Redess Mechanism, c. Labor management plan, d. Traffic Management Plan, e. HIV/AIDS Management Plan, f. Gender Mainstreaming Plan, and

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g. Occupational Health and Safety Plan.

These Plans though herein drafted, they will require the contractor to give them the specifics they require once implementation begins on the ground to ensure them being responsive to details and requirements of the project activities at hand. 7.5.1.5 Capacity building of RDA EMSU During implementation of the raod project, oversight compliance role will rest with RDA EMSU implying the staff ought to be well placed both technically and logistically to accomplish this role. Though the Unit is staffed with four specialists, they need to supported in terms of skills development and logistics.

The Unit staff will need to attend some short-term specialized trainings in areas such as: a. Mainstreaming climate change into the development process; b. Gender, OHS and HIV/AIDS mainstreaming; c. Strategic Environment Assessment (SEA/SESA); d. Project Monitring, Evaluation and Reporting e. These trainings can be arranged within the region in centres such as ESAMI, Swaziland and South Africa. Operaionally, support in terms of additional two 4WD vehicles is deemed adequate to facilitate the unit oeprations.

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8 ENVIRONMENTAL MONITORING PLAN The general approach to effect monitoring is to compare the pre- and post- project situations, measuring relevant environmental impacts against baseline conditions. Baseline data already in place establishes a reference basis for managing environmental impacts throughout the life of the project. The monitoring process will be instituted to check progress and the resultant effects on the environment arising from infrastructure works of the project.

The Contractors and RDA will undertake the necessary monitoring measures for short- and long-term monitoring programme respectively. However, during monitoring, close links should be maintained with other relevant lead agencies and the Local Governments in the areas crossed by the road project. Much of the work during the construction stage can form part of the contractor’s routine inspection activities that will be included in the construction contract. The planned mitigation measures should, therefore, be included on the list of contractual items. These should be planned and checked against their effectiveness in reducing the negative impacts/or enhancing the benefits identified in this report. 8.1 Issues to Be Monitored in the Project Phases The monitoring agenda will focus on the following: a. Monbilization and sensitization drives planned and condcuted; b. Soil erosion and sedimentation control measures; c. The fate of solid waste disposal and other wastes; d. Sanitation at camp sites e. HIV/AIDS sensitization and awareness campaign programme; f. Number of rehabilitated and graded sites at quarries, borrow pits and steep slopes; g. Compensation for land, crops, trees, build up structures and others; h. The livelihood of displaced persons; i. Relocation of water sources; j. Water quality downstream; k. Gender mainstreaming measures planned and implemented; and l. The occupational health and safety of workforce.

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Table 13: Environmental and Social Monitoring Plan No. Monitoring Monitoring location Method/ equipment Standards/ Frequency Responsibility Costs USD parameter guidelines

1. Mobilization and Construction sites for Reports and interviews Workplan for Quarterly Supervising 80,000 sensitization of PAPs and both project facilities contractor Engineer and communities and project MoW and supplies supporting facilities

2. Land compensation Construction sites for Checking records of Ministry of Quarterly Supervising 130,000 process both project facilities  Sensitization schedule Works and Engineer and and project in place; Supplies MoWE supporting facilities  Number of sensitization Guidelines on CDO meetings; land acquisition.  Minutes of sensitization meetings. 3. Dust emission control  Contractor's Camp  Visually 150 μg/m3 Quarterly Supervising 85,000 measures Site,  Visually Engineer and RDA  Nearest  Particulate Monitor settlements outside the site boundary 4. Tree planting  Areas and  Records and Areas planted Quarterly 5,000 schedule of tree inspections (ha.) planting  Numbers of trees planted. 5. Noise nuisance a) Ambient Repeated measurement of Environment During the day, at Supervising Cost under management measures  Construction Site noise levels at selected Noise Standards night and during Engineer and 4 above to  Sensitive times using noise meters. and Control times of peak noise ZEMA cover it. receptors Regulations level generating (residences) activities. within 100-200 meters b) At Source

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Vehicle/ Equipment

6. Runoff and Soil Erosion Access roads and river Visually by inspecting Conditions in Daily Supervising Cost under banks installation and Works Contract Engineer and 4 above to maintenance of the sand ZEMA cover it. bags at the river bank 7. Sanitation at Contractor’s Base Record and monitor: Public Health Daily Supervising 12,000 contractors’ base camps Camp presence of sanitary ware Act Engineer and installations; proper RDA/ZEMA signage, education and guidelines on sound sanitary practices and; proper practices by workers. 8. Occupational Health & At all activity sites of Observe/record and Occupational Daily Supervising 15,000 Safety (OHS) the project. monitor presence of OHS Health and Engineer and installation; protective Safety Act ZEMA. gear and guidelines for use and compliance; 9. HIV/AIDS All workers Voluntary Counselling and National HIV Every 3 months Supervising Cost under Testing Policy Engineer and 7 covers it Works and Supplies Ministry 10. Gender Awareness All project sites Number of gender National Gender Every 3 months Supervising Cost under sensitization workshops Policy Engineer and 7 covers and number of staff Ministry of this as well. sensitized. Gender/RDA 11. Waste Management Site Waste management (both National Waste Daily Supervising Cost under solid and liquid): presence Management) Engineer and RDA 7 above of proper and adequate Régulations. covers this waste collection, as well. transportation and disposal National systems, including effluent collection points, signage,

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waste management sorting Discharge and recycling, and, waste Standards. management guidelines, awareness and education. 12. Restoration of Material sourcing Visual inspection of areas Comparison Monthly during the Supervising Cost under construction/material sites (borrow pits, restored and comparing with nearest decommissioning of Engineer and RDA item 3 sites extraction sites. etc.) with undisturbed areas. undisturbed materials sites covers this areas. as well 13. Surface Water Quality River surface water In situ for pH, TDS, EC, DO Baseline Water Monthly Supervising 35,000 pH, T0, Turbidity, EC, upstream, within and and Turbidity using a Quality Results Engineer and RDA TDS, Chlorophyl-a, Oil downstream of the Multiparameter Water for the River as and grease and project site. Quality Meter and a appended to Dissolved Oxygen National Reference. Lab. this report. for oil and grease. 362,000

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9 CONCLUSIONS AND RECOMMENDATIONS 1. The planned rehabilitation of the Serenje-Mpika road is of importance to GRZ as it part of its main highway linking the country with neighboring to the COMESA/EAC/SADC road corridor route. As such, it is central in terms of national and regional trade facilitation. No doubt, in view of its regional connectivity, the road is an important trunk road which should be in good all-weather motorabe condition; 2. The road will trigger both short and long-term positive impacts to the population in its corridor and beyond and improve living standards and household incomes; 3. During its implementation, to a large extent, road works will be limited to existing carriageway with envisaged limited displacement of communities in its road reserve and those who will be impacted by the road project will move back on to available land upon compensation; and 4. The study has put in place an Environmental and Social Management Plan and an Environmental Monitoring Plan to address the management of the identified environmental issues in the road project. The plans are explicit in terms of roles and responsibilities as well as budgetary requirements for their operationalization. It is therefore incumbent upon RDA as a lead implementing agency to ensure the plans are fully implemented to ensure compliance and sustainability of the road project. 5. The project has some of its aspects such materials extraction sites, water abstraction sites, sites for setting up of campsites whose locations during the time of the ESIA were not yet well established. It is recommended that, at the start of road works, activities to be undertaken in such areas or those activities as a whole need to have their independent ESIA conducted and approved by ZEMA; and 6. Inevitably, the project will likely lead to some environmental and social impacts which need to be mitigated during project implementation. This means, there should be deliberate effort to recruit matching experts to oversee compliance with environmental and social requirements in the project in line with its ZEMA Decision Letter conditions and the environmental and requirements AfDB.

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10 REFERENCES 1. APHA, (1998). Standard Methods for the Examination of Water and Wastewater. 20th Edition, American Public Health Association/American Water Works Association/Water Environment Federation, Washington DC, USA. 2. Braam van Wyk & Piet van Wyk, (1997). Field Guide to Trees of Southern Africa. Struik Publishers (Pty) Ltd. . 3. Chidumayo, E. N., (1997). Miombo Ecology and Management. IT Publications in Association with Stockholm Environmental Institute, London. 4. CSO, (2010). Census of Population and Housing. Republic of Zambia. Central Statistics Office. Lusaka 5. Elsa Pooley, (1998). A Field Guide to Wild Flowers KwaZulu-Natal and the Eastern Region, Natal Flora Publication Trust. 6. Fanshawe, D.B., (1965). Check list of Names of the Woody Plants of Zambia. Forestry Research Bulletin No. 3. Forestry Department, Zambia 7. Fanshawe, D. B., (1971). The Vegetation of Zambia. Forestry Research Bulletin No. 7. Forestry Department, Zambia. MDSA, (2011). Mpika District Situation Analysis Report. Mpika District Council. Mpika. 8. National Environmental Protection Council (NEPC). 1999. Schedule (B). Guideline for the laboratory Analysis of Potentially Contaminated Soils. National Environmental Protection Measure 1999. Australia 9. Phiri, C., (2003): Baseline Study for the Sustainable Land Management in the Zambian Miombo Woodland Ecosystem Project in Mkushi and Serenje Districts, Central Province, Zambia. 10. SDSA, (2010). Serenje District Situation Analysis Report. Serenje District Council. Serenje. 11. Storrs, A.E.G., (1995). “Know Your Trees” some of the common trees found in Zambia. 12. United States Department of Agriculture (USDA). (1995). Soil Survey Laboratory Information Manual. National Soil Survey Centre. Soil Survey Laboratory, Lincoln Nebraska. USA. 13. Verma, P.S. and Agarwal, V.K. (2005). Environmental Biology (Principles of Ecology). S. Chand & Company Ltd. Ram Nagar, New Delhi 14. Vernon, R. (1983). Field Guide to Important Arable Weeds of Zambia, Mount Makulu Central Research Station, Chilanga, Zambia. 15. Wildlife Conservation Society of Zambia, (1991). A Guide to Common wild Animals of Zambia 16. Yachiyo Engineering, (1995). The Study on Water Resources Master Plan in the Republic of Zambia. Final Report Supporting. Japan International Cooperation Agency (JICA). Republic of Zambia Ministry of Energy and Water development. 17. Zambian Ornithological Society, (1993). Common Birds of Zambia. Associated Printers Zambia Ltd.

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11 APPENDICES 11.1 APPENDIX 1: Copies of Public Notices in the Newspaper Adverts Published in the Daily Mail on 23rd July 2012

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Published in the Times of Zambia on 23rd July 2012

Published in the Post on 23rd July 2012

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11.2 Appendix 2: Minutes of Consultative Meetings MINUTES OF THE PUBLIC CONSULTATION MEETING HELD ON 9 AUGUST 2012 AT 09:30 HOURS IN THE SERENJE COUNCIL CHAMBER FOR THE ENVIRONMENTAL IMPACT ASSESSMENT STUDY BEING UNDERTAKEN FOR THE SERENJE-MPIKA ROAD 1.0 PRESENT ORGANISATI ON NAME DESIGNATION TEL/CELL EMAIL ACCOUNT /INSTITUTIO N Chanda SDC Act. DPO 097937867 [email protected] Biggie 2 Mulenga DACO 096646873 [email protected] Kennedy 6 om Kandafula ZESCO Branch Manager 097742851 [email protected] George K. 2 Mapushi O P Admin SNR Excutive officer 097774434 [email protected] Lackson 8 Nkole ZAWA Area warden 097848050 [email protected] Andrew 5 m Kasolo Health Hospital EHT 097306898 - Elizabeth T. 5 Nyangwe Forestry Dfo 097740813 [email protected] Simon 6 m Ngosa Kellys Buildings D.W.S 097733204 [email protected] DEPT 8 Mwachenga Architect 097696770 - Dickson 3 Phiri Vincent Council Director of Works 097760152 Vinkas2002yahoo.co.uk 8 Musonda Forestry EA 097510603 - Martin 5 Kangwa Forestry EA 097712430 - Sylvester 4 Sunga Horifa Director 097740903 [email protected] Kombe Chamzy 9 Foundation Mambwe Insaka Yelala Chairperson 097778746 - Davison WC 8 Nkandu Isaka Yelala V/Secretary 097913865 - Friday 1 Sakala Labour REP Deputy CS 097440433 - Milton 0 Simpamba Council Council secretary 097748441 - Yaphet 7 Khunga Gauff Consultant/Biologist 097749170 [email protected] Patrick Engineering 0 Kalinda Roy Gauff Consultant/Sociologist 097788251 [email protected] Engineering 5 Handia Gauff Consultant/ESIA/Hydrolog 097754099 [email protected] Lubinga Engineering ist 8

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Tembo Gauff Consultant/Team-Leader 097319031 [email protected] James Engineering 0 Madalitso 2.0 APOLOGIES  Zambia Environmental Management Agency (ZEMA)  Road Development Agency (RDA)

3.0 WELCOME REMARKS BY CHAIRPERSON (Mr. Roy Kalinda)  The Chairperson, Mr. Roy Kalinda, called the meeting to order at 09:30 hours and welcomed all present and presented the agenda as follows: i) Welcome remarks ii) Introductions iii) ESIA process and requirements iv) Brief project description v) Discussions (comments, questions and answers) vi) Closing Remarks  The Chairperson then requested everyone present to introduce themselves by giving their names and institutions they were representing. 4.0 OPENING REMARKS BY THE DISTRICT COMMISSIONER (DC)  The DC was represented by the Director of Works, Mr. Vincent Phiri who welcomed all present on his behalf.  He expressed disappointment at the low level of attendance despite the wide publicising of the meeting.  Urged all present to contribute effectively. 5.0 PRESENTATION ON THE ESIA REQUIREMENTS (MR. L. HANDIA)  Presented the background to the introduction of the Environmental Management Act of 2011 and the purpose of the ESIA.  Indicated that according to the laws of Zambia governing the ESIA process, for any major project like the one in question to be executed, an Environmental Impact Assessment study should be undertaken before commencement of the project.  Explained that the process of ESIA starts with a Scoping meeting.  Also explained that it was in the scoping meeting where stakeholders can give their views, concerns and proposals, whether positive or negative, so that the views are taken into account in the development of the Terms of Reference (ToRs) which are supposed to be formulated by the consultants and presented to ZEMA for approval.  Indicated that it is upon the approval of the ToRs that the team can start conducting the study.  Also indicated that the development is subject to approval or rejection depending on issues raised and proposed mitigation measures. 6.0 POJECT PRESENTATION (MR. PATRICK KHUNGA)  Informed the meeting that i) the Serenje-Mpika road project was part of the Serenje-Nakonde project; ii) the project was still in its design stage; iii) the proposed start date is September, 2013; i) the implementation period is 24 months; ii) funding is through the European Union Contribution Agreement with COMESA; and iii) the estimated project cost is US$150 million.

 Presented purpose of the project as follows: i) To improve comfort to motorists by providing a smooth pavement; and ii) To improve safety by widening the road.

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 Presented the proposed road characteristics as follows: i) Will have two lanes each with a width of 3.5m instead of the current 3.0m; ii) Will have 2m wide shoulders with 0.5m roundings on each side; and iii) Will be designed for a lifespan of 20years.

 Presented the proposed construction methods as follows: i) Traditional methods will be used involving earth moving machines, compactors and so on; ii) Labour based methods will be used for minor works such as drains; and iii) Machine methods will be used for the reworking existing pavement layers and the construction of new layers and surfacing. 7.0 DISCUSSION (QUESTION AND ANSWER SESSION) Mr. Kennedy Mulenga, the DACO, expressed concern on the way borrow pits have resulted in land degradation including deforestation and how they have reduced the available land for agriculture and residential purposes. He indicated that ever since road works commenced on this road, borrow pits are just abandoned without any form of rehabilitation to make the land usable. He wanted to find out how this issue will be handled in this project. The consultants indicated that in this project, old borrow pits will be used where possible so as not to disturb new areas and that where borrow pits will be created, it will be mandatory in the contract to make sure that such pits are properly rehabilitated after the works are completed. Mr. Nyangwe Simon, the District Forestry Officer, indicated that although development is always welcome, it always has negative impacts. His concern was deforestation and effects on biodiversity that would result from the proposed road works. He also raised a concern on how borrow pits have degraded land along the road. He recommended that the project should make sure there is rehabilitation of the borrow pits including planting of trees to curb deforestation. The consultants responded that the areas that have already been disturbed (i.e. old borrow pit sites and old by-pass routes) will be given first priority when selecting sites for construction materials and detours. The consultants also appreciated the submission on aforestation. Mr. Mwachenga Dickson, an architect who is a former council employee, stated that the abandoned pits collect and store water and become breeding sites for mosquitoes which cause malaria. He submitted that all borrow pits should be buried or provided with drainage so that they do not store water. Ms. Kasolo Elizabeth, an Environmental Health Technician from the Ministry of Health wanted to find out what will happen to people who will be displaced as a result of this project. The consultants answeered that the principle in this project is to adequately compensate all those who will be affected by the project. It was indicated that from the surveys undertaken so far, no displacement was anticipated. It was also stated that business may be affected for shops which are located very close to the road (shops may be forced to close during the period the road works are taking place) and the stakeholders were informed that for such situations, compensation will be made to cover lost revenue as a result of forced closure of the shops. On the same subject of displacement, Mr. Nyangwe Simon, proposed that government should find appropriate land where people should be moved otherwise the displaced people may encroach into the forest reserves. Mr. Musonda Martin from Forestry Department emphasised the need to work with the traditional leadership and Forestry Department to prevent this problem. Mr. Ngosa Kellys, the DWS from Buildings Department, submitted that the issue of sensitisation on encroachment should be considered. He pointed out that according to the Zambian laws, there is a minimum distance from the road within which no developments are supposed to be made as it is considered a road reserve. He indicated that with such sensitisation, aspects of displacement and compensation would be prevented each time a road has to be rehabilitated or reconstructed. On this same issue, Mr. Mwachenga proposed that such sensitisation should involve traditional leaders and should be done before the projects commence. Mr. Nsunga Kombe, the Director for HORIFA Charity Foundation, submitted that the unskilled workforce for this project should be sourced from Mpika and Serenje to reduce on incidences of illicit sexual

RDA 88 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road relationships. He indicated that this submission should seriously be considered because local workers can be going back home periodically unlike workers ‘imported’ from distant areas. Mr. Milton Sakala, the Director from Labour Rep, submitted that the submission by Mr. Nsunga (in the above paragraph) should be extended even to skilled manpower requirements for the project. He indicated that the project should consider first advertising for such labour within Serenje and Mpika and should only open the advertising to other areas once locals have been employed. He pointed out that if adverts are done in the papers, then all the workforce will come from Lusaka and illicit sexual affairs will not be prevented. Mr. Nkandu Friday, the V/Secretary from Isaka Yelala/Mwalakankoso OVC, pointed out that issues of HIV/AIDS associated with road projects should be seriously considered in this project. He indicated that local labour is an important subject that should be considered. He proposed that adverts for local labour should be done on community FM stations like the Serenje FM Radio station. Mr. Mulenga (DACO) proposed that in addition to giving consideration to local work force, sensitisation and distribution of condoms be considered as even the locals can engange in illicit sex once they have access to money. To this, Mr. Nkandu Friday indicated that his organisation can assist (sensitisation and condom distribution) as his organisation deals in this aspect. Mr. Nkole Andrew, the Area Manager from ZAWA, noted that the ripping off of the old road will result in huge quantities of bituminous rubble. He proposed that the contractor should consider disposing this waste on some feeder roads which are in a very bad state. He proposed that the waste be dumped and compacted on these roads. He also proposed that the contractor should take care that the project road is not blocked during construction due to improper construction methods. He also proposed that the contractor should find a way of preventing flying stones from haulage vehicles which can damage other vehicles. The last two issues were raised with reference to the current works by Chicco Contractor where gravel is being dumped on sides of the road thereby narrowing the already narrow road and construction vehicles which damage other vehicles due to flying stones. Mr. Nkole Andrew from ZAWA proposed that there should be adequate signage on the road both during and after construction. He indicated that the contractor should make sure that the motorists are adequately warned about works ahead to prevent accidents. Mr. Nkandu Friday also indicated that in line with the RDA pronouncement on the CEEC where 20% of the services on road construction projects are to be sourced from local suppliers, He proposed that this should be enforced on this project so that locals can also benefit. Mr. Musonda Martin submitted that where forestry resources will be affected/destroyed due to project activities, the project should provide compensation for such damages so that rehabilitation can be facilitated. He proposed that where works are to be carried out in areas such as forest reserves, the contractor should work with the environmental experts from the department so that damage can be assessed and quantified and in some cases advice can be given so that the contractor does not damage endangered species. Mr. Mulenga Kennedy, the DACO, observed that most of the quarries are in the forest reserve (Forest Reserve R1). He complained that currently, blasting is unregulated and may be a danger to the public. He proposed that this forest be degazzeted so that the Ministry of Mines can come in and properly regulate blasting. Mr. Sunga Kombe from HORIFA, proposed that the contractor who will carry out the road works should provide some social services to communities along the project site and proposed that the contracts for the project should have clauses to force contractors demonstrate social corporate responsibility. Mr. Mulenga (DACO) seconded this proposal and indicated that there should be intensification of the social corporate responsibility from contractors so that contractors plough back into communities. Mr. Sunga Kombe proposed that the design of the road should consider providing lay-bys especially at the junction with Great North Road to enable trucks park properly unlike the way it is currently where trucks are parking on the road which is a safety hazard. He proposed that the council should be involved in this and pointed out that these lay-bys be sources of revenue for the Council. This proposal was seconded by Mr. Mwachenga Mr. Kandafula George K. advised that care should be taken when carrying out the road works so as not to damage the ZAMTEL Fibre Cable which runs the full length of the road.

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8.0 CONCLUDING REMARKS BY MR. PHIRI VINCENT In his concluding remarks, Mr. Phiri Vincent, on behalf of the DC, thanked all present for attending. He also requested that government consider making this road a dual carriage way in light of the heavy traffic that moves on this road most of which are trucks. He also indicated that he was disappointed by the absence of some stakeholders like Chiefs from chiefdoms which will be affected. 10.0 CLOSING After thanking all present, the Chairperson Mr. Kalinda, declared the meeting officially closed at 11:20. ______CHAIRPERSON SECRETARY DATE DATE MINUTES OF THE PUBLIC CONSULTATION MEETING HELD ON 08 AUGUST 2012 AT 10:30 HOURS IN THE MPIKA COUNCIL CHAMBER FOR THE ENVIRONMENTAL IMPACT ASSESSMENT STUDY BEING UNDERTAKEN FOR THE SERENJE-MPIKA ROAD. 1.0 PRESENT ORGANISATIO NAME N DESIGNATION TEL/CELL EMAIL ACCOUNT /INSTITUTION Mr Mwape R.C Forestry DEPT District FD Officer 0976048436 [email protected] Syvia N Mutale M.D.C Councillor 0978486510 - Simute Lewis Frasim Director 0977439749 [email protected] Enterprises LTD Visto Chiyungi Contromatic Director 0966785939 [email protected] LTD Ian Chimanga Contromatic Consultant 0966787038 [email protected] Lenard Kasula Contromatic Legal Counsel 0964140994 [email protected] Moses Katebe Dist-ADM D.C 0975176951 - Alice Obe Dist-ADM AG. DAO 0977420579 [email protected] Allan Kapesa Zesco Area Manager 0977774111 [email protected] Phiri Jimmy Police Mpika Admin 0955436272 [email protected] Wesley Environmental Principal Consultant 0966677198 [email protected] Wakunuma Consultant-TLA om Shadreck Mumba Council Internal Councillor 0977275230 [email protected] Lennard Kasula Lennox Lead Consultant 0977686939 [email protected] Associates Harry S Twenda Council DPO 0977325400 [email protected] Humphrey Mpika District Councillor 0968791697 - Katemba Council Oscar Chilanga Mpika District Director 0977402890 [email protected] Council Simbaya Niza Ministry of EHT 0979156539 [email protected] health/ MDC Blackwell Sinyala Mpika BBA Provincial 0977198025 [email protected] Representative Captain M Banda ZNS Officer Commanding 0979418073 Bandamabvuto732yahoo.com Admin Thomas Zimba Mpika D Council Deputy Council 0978289209 [email protected] Joyce Chalomba DCS D/Messenger 0974433312 - Susan Mugala MDC Secretary 0978355336 mpikadistrickcouncil@yahoo. com Khunga Patrick Gauff Consultant/Biologist 0977491700 [email protected] Engineering Kalinda Roy Gauff Consultant/Sociologist 0977882515 [email protected] Engineering Handia Lubinga Gauff Consultant/ESIA/Hydr 0977540998 [email protected] Engineering ologist

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Tembo James Gauff Consultant/Team- 0973190310 [email protected] Madalitso Engineering Leader 2.0 APOLOGIES 3.0 WELCOME REMARKS BY THE DISTRICT COMMISSIONER (MR. KATEBE MOSSES )  The meeting was called to order at 10:30 hours by the DC who welcomed all present. He wondered why there were few participants despite the extensive radio announcements. The District Administrative Officer Ms. Obe Alice then requested for an opening prayer from a volunteer. This was done by the District Planning Officer (DPO) Mr. Harry Twenda who afterwards presented the agenda for the meeting as follows: vii) Welcome remarks viii) Introductions ix) ESIA process and requirements x) Brief project description xi) Discussions (comments, questions and answers) xii) Closing Remarks 4.0 REMARKS BY THE CHAIRPERSON (MR. KALINDA ROY)  The Chairperson thanked all present.  Indicated that the reason the meeting was called was to discuss the Serenje-Mpika Road project.  Informed stakeholders that the government would like to reconstruct the road and that the reason for the meeting was to consider environmental impact assessment issues. 5.0 PRESENTATION ON THE ESIA REQUIREMENTS (MR. L. HANDIA)  Presented the background to the introduction of the Environmental Management Act of 2011 and the purpose of the ESIA.  Indicated that according to the laws of Zambia governing the ESIA process, for any major project like the one in question to be executed, an Environmental Impact Assessment study should be undertaken before commencement of the project.  Explained that the process of ESIA starts with a Scoping meeting.  Also explained that it was in the scoping meeting where stakeholders can give their views, concerns and proposals, whether positive or negative, so that the views are taken into account in the development of the Terms of Reference (ToRs) which are supposed to be formulated by the consultants and presented to ZEMA for approval.  Indicated that it is upon the approval of the ToRs that the team can start conducting the study.  Also indicated that the development is subject to approval or rejection depending on issues raised and proposed mitigation measures. 6.0 POJECT PRESENTATION (MR. PATRICK KHUNGA) Informed the meeting that iv) the Serenje-Mpika road project was part of the Serenje-Nakonde project; v) the project was still in its design stage; vi) the proposed start date is September, 2013; iv) the implementation period is 24 months; v) funding is through the European Union Contribution Agreement with COMESA; and vi) the estimated project cost is US$150 million.

 Presented purpose of the project as follows: iii) To improve comfort to motorists by providing a smooth pavement; and iv) To improve safety by widening the road.

 Presented the proposed road characteristics as follows: iv) Will have two lanes each with a width of 3.5m instead of the current 3.0m;

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v) Will have 2m wide shoulders with 0.5m roundings on each side; and vi) Will be designed for a lifespan of 20years.

 Presented the proposed construction methods as follows: i) Traditional methods will be used involving earth moving machines, compactors and so on; iv) Labour based methods will be used for minor works such as drains; and v) Machine methods will be used for the reworking existing pavement layers and the construction of new layers and surfacing.

7.0 DISCUSSION (QUESTION AND ANSWER SESSION) The DC, Mr. Moses Katebe, welcomed the project and pointed out that the road was indeed narrow and not in a good state. He wished the project commencement date could be moved forward. He indicated that the consultations were welcome as necessary information will be availed to the consultants which will lead to reduced conflicts with stakeholders during project implementation and cited an example of location of graveyards. Mr. Kapeso Allan, the ZESCO Area Manager, informed the consultants that ZESCO has infrastructure along the road which may be affected by the project and urged the consultants to work with his office. It was agreed that ZESCO would provide the information on infrastructure that may be affected together with a quotation for relocation of such infrastructure. Ms. Mutale N. Sylvia, a Councillor, wanted to find out if the project will consider compensation to those who will be affected by the project. The consultants indicated that all those who will be affected will be fully compensated. It was further explained that were business will be forced to close during the construction period, compensation for loss of business will be made. Mr. Wakun’uma Wesley, an environmental consultant from TLA first expressed concern on why only a few participants were present when the meeting was for a big project involving a lot of issues. Secondly, he expressed concern as to why the project is only scheduled to commence in 2013. Thirdly he wanted to find out why road works are ongoing if the road will soon be ripped off. He wondered why resources should be wasted like this and also stated that the travelling public will be impacted upon negatively as road works inconvenience motorists. Mr. Kasula Leonard, a Lead Consultant from Lennox Associated also echoed the same sentiments on why the road works were still ongoing when there is a project to reconstruct the same road in 2013. He also wanted to find out why the old road will be ripped off. He pointed out that there seems to be a lot of uncoordinated planning in the way road projects are implemented. He also wondered why the project can not be implemented sooner than September 2013. On the aspect of stakeholders being absent which may lead to omission of some important issues, the consultants requested the stakeholders present to bring out issues on behalf of all those absent where possible. On why the new road was going to be ripped off, the consultants indicated that this was a question which could only be answered by RDA as they are the ones who have details about what is being done. Mr. Kapeso (ZESCO) pointed out that what is being done on the road are emergency repair works and that the road is not expected to last long and as such, the current project should not be frustrated based on the current works. Mr. Wakun’uma Wesley requested the DCs office to liase with RDA so that the current works on the road be terminated to save money which will otherwise be wasted. He also indicated that RDA should be made aware of the poor quality of stone that is being used as well as on the poor quality of the workmanship. It was agreed that the meeting should concentrate on the core objectives of the meeting which was environmental and social issues related to the proposed project. Mr. Chiyungi Visto, a Director at Contramatic Ltd and Mr. Chimanga Ian, a consultant with Contramatic, submitted that the quality of the aggregate being used in the current road works is of an inferior quality. They emphasised that the aspect of aggregate quality in this project be looked into seriously. They proposed the use of the granite from Mununga quarries which they said is hard and has a higher load bearing capacity. They pointed out that sourcing the aggregate from Mununga will also spell out economic

RDA 92 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road benefits for the Mununga community and TAZARA as a whole which is currently having financial challenges. Mr. Chimanga pointed out that the quality of works along the Serenje-Mpika Road are very poor. He indicated that the recently worked on shoulders are not compacted (they are loose) and are a danger to motorists as the can collapse when subjected to a load. He also pointed out that the resurfacing of the pavement is also being poorly done. With these concerns, he wanted to find out Gauff’s responsibility in these works to which the consultants informed him that Gauff has got nothing to do with the works that are currently going on. Ms. Obe Alice indicated that there are railway rehabilitation works that will be carried out on the TAZARA railway line and proposed that the schedule for the road works be synchronized with that of the TAZARA works to avoid prolonged negative effects on surrounding communities (e.g. construction noise). Mr. Mwape R. C., a District Forestry Department Officer from Forestry Department, noted that there will be deforestation since the project was big. He also raised concern on noise that is associated with construction works and requested that this aspect be considered seriously so as not to disturb fauna. Mr. Simute Lewis, a Director at Frasim Enterprises Ltd, pointed out that most of the times, there are very few benefits in terms of employment to the local population and proposed that as a way of enhancing benefits, the project should make a provision so that the contractor is forced to get some goods and services from local suppliers. At this moment, the stakeholders agreed to present issues of concern in a systematic way with Mr. Wakun’uma leading the proceedings. It was agreed that areas of concern be identified and for each both the envisaged positive and negative effects be listed. The information that was generated is presented below. RIVERS (Lukulu, Lusu, Mansansa, Mulu, Kaombe, Lubambala, Lwitikila and Lwanya) Negative Effects  Water pollution arising from oil spills, human excreta;  Watershed destruction due to deforestation;  Increased siltation;  Diversion of streams which can affect flow regimes;  Disruption of aquatic life due to pollution especially for big rivers like the Lukulu and Lwitikila rivers which flow into wetlands; and  Negative effects of water pollution and diversion of streams on livelihoods especially for people who depend on gardening, bee keeping and fish farming along the streams/rivers

HABITATS (Caterpillars (Ifishimu), Mushrooms, Amasuku, Imfungo, Wildlife-Lavusha Manda) Negative Effects  Destruction of the Miombo forests which are habitats of caterpillars can lead to revenue loss (last year, the revenue from caterpillars was about ZMK7bn);  Destruction of forests can lead to reduced mushroom harvesting which is also a source of livelihood along the project site;  Road works will create a market for game meat which will lead to increased poaching;  Environmental degradation; and  Machinery and noise may affect the restocking and restoration of the Lavushi Manda game park.

COMMUNITIES (farming areas, small markets, schools, hospitals (e.g. Chilonga Hospital)) Postive Effects  Employment creation:  Increased income for the SMEs: and  General improvement in the quality of life. Negative Effects  Project may increase child labour. It has been noted that construction workers sometimes subcontract under-aged children to do work for them;  School attendance may be affected;  Increased illicit sexual relationships;

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 Agricultural output may go down;  Increased conflicts between communities and contractors;  Disruption of social services (delays on the road due to construction works);  Relocation of schools; and  Negative effects on education delivery due to disturbances.

INFRASTRUCTURE (Power infrastructure (including power lines and substations), TAZARA under bridges, TAZARA pipeline) Positive Effects  New road:  Less accidents:  Increased mobility:  Less time on roads:  Increased revenue for government: and  Reduced expenditure due to wear and tear on vehicles.

Negative Effects  Removing, relocation of infrastructure which may disrupt services and lead to more deforestation.

CULTURAL SITES (Grave sites (Salamo, Kaombe, Malashi an Kachela)) Negative Effects  Desecration of burial sites:  Relocation of burial sites:  Possible disturbances of shrines: and  Disturbances to heritage sites like at Danger Hill where there is the Franco De la Ceda Site ARCHEOLOGICAL SITES (Nachikufu Caves) No effects were identified as the site is very far from the road BUSINESSES (Chuma Bantu filling station, Continental, Puma, CIMS and shops) Positive Effects  Increased business opportunities especially if the projects finds a way of promoting local enterprises (e.g. through the implementation of the Citizen Economic Empowerment Commission (CEEC) guidelines)  Council increased revenue base in personal levies and other services

Negative Effects  Relocation/disturbance of local business (e.g. temporal closure):  Cost implications due to relocation:  Inappropriate disposal of bituminous waste:  Collapsing of buildings (some buildings along the road are constructed from very poor material such that they may collapse due to vibrations from construction equipment). The meeting suggested that the project should find a way of strengthening the emergency response units like the fire brigade to cope with emergencies.

9.0 CONCLUDING REMARKS BY THE DC MR. KATEBE MOSES In his concluding remarks, the DC thanked all present. He indicated that his office together with stakeholders will request for an audience with RDA on the aspect of trying to see whether the current works that are going on could be terminated in light of this new project to save resources. He hoped that the project could start sooner as in its current state, the road will continue claiming lives and impacting negatively on the travelling motorists. 10.0 CLOSING After a Word of Prayer from Mr. Simbaya Niza, the Chairperson Mr. Kalinda thanked all present and declared the meeting officially closed at 13:25.

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CHAIRPERSON SECRETARY ______DATE DATE

11.3 Appendix 3: Scanned Copies of the Attendance List for the Consultative Meetings

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11.4 APPENDIX 4: ZEMA Approval Letter

11.5

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APPENDIX 05: Original Laboratory Certificates of Analyses – Water Samples

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11.6 APPENDIX 6: Original Laboratory Certificates of Analyses – Soil Samples

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11.7 APPENDIX 7: Summary of Socio-economic Survey of PAPs and Properties along Serenje-Mpika Raod Section

S/ LOCATION NAME OF PAP PAP'S SEX MARITAL FAMILY SIZE PROPERTY AFFECTED ESTIMATED N AGE STATUS VALUE(ZMW) 1 Chief Chikwanda Eunice Katambo 32 Female Single 7 Toilet, Bath Shelter 2,500 2 Chief Chikwanda Kwele Chapwasha 68 Male Married 2 Toilet 1,500 3 Chief Chikwanda Cecilia Nkole 25 Female Married 6 House, Cooking Shelter 46,500 4 Chief Chikwanda Kalale Kauseni 83 Male Married 9 House, Bath Shelter 15,000 5 Chief Chikwanda Jacob Kauseni 41 Male Single 1 House, Toliet 10,000 6 Chief Chikwanda Peter Kauseni 40 Male Married 9 House, Toliet, Bath Shelter 12,000 7 Chief Chikwanda Albert Mutale 40 Male Married 7 House. Kichen, Bath Shelter 13,000 8 Chief Chikwanda Andrew Kalunga 45 Male Married 7 House, Toilet, Bath Shelter 13,500 9 Chief Chikwanda Nelson Chisanga Not Male Single 1 House, Cooking Shelter, known incomplete toilet 12,500 10 Chief Chikwanda Rhodaric Sinkala Not Male Married 9 Shelter for Hammer Mill known 10,000 11 Chief Chikwanda Sam Sichone 34 Male Married 7 House, Cooking Shelter, Toilet 17,000 12 Chief Chikwanda Godfrey Lusibasi 69 Male Married 10 House 45,000 13 Chief Chikwanda Ed 27 Male Married 3 House 20,000 14 Chief Chikwanda Patricia Fumbeshi 51 Female Single 6 House 30,000 15 Chief Chikwanda Charles Chilufya 45 Male Single 1 House 30,000 16 Chief Monica Bwalya (UCZ 57 Female Married 80 UCZ Church Church, Toilet Chikwanda/Mukantaula Church) Members 20,000 17 Chief Monica Bwalya 57 Female Married 200 Catchment Area Community Health Post Chikwanda/Mukantaula (Health Post) 10,000 18 Chief Mpumba/Spoon Isaac Chabala 31 Male Married 4 House, Bath Shelter 10,000

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S/ LOCATION NAME OF PAP PAP'S SEX MARITAL FAMILY SIZE PROPERTY AFFECTED ESTIMATED N AGE STATUS VALUE(ZMW) 19 Chief Mpumba/Kalonje John Kunda 47 Male Married 10 Houses 50,000 20 Chief Beauty Mbao 62 Female widow 3 Cookinhg Shelter, Toilet, Bath Mpumba/Chibwabwa Shelter 5,500 21 Chief Mpumba/Saili Village Leonard Mbewe 47 Male Married 187 Apostolic Church church, Vestly, Bath shelter, (Priest) Members Toilet 17,500 22 Mununga Village Josias Lungu 67 Male Married 10 Bath Shelter, toilet 5,500 23 Mununga Village Morris Not Male Married 2 Shop known 5,000 24 Mununga Village Peter Chali 24 Male Single 1 Shop 5,000 25 Mununga Village Elika Kunda 71 Female Widow 11 House 10,000 26 Mununga Village Doris Chisha 60 Male Married 7 2 houses, Kitchen, Goat Kraal 17,500 27 Chief Mpumba/Ipini Hamu Mumba 48 Male Married 11 House, Cooking Shelter, Food Mumba Village Storage Shelter 53,000 28 Chief Mpumba/Muso Gladys Chewe 44 Female Single 8 House Village 10,000 29 Chief Mpumba/Muso Sydney Chola 40 Male Married 8 House Village 15,000 30 Chief Mpumba/Simon Andrew Mulenga 40 Male Married 8 Shop Muleba Village 10,000 31 Chief Mpumba Owner not present Not Not Not known not known 4 shops known known 8,500 32 Chief Mpumba/Simon Beria Kunda 48 Female Married 8 Shop Muleba Village 10,000 33 Chief Mpumba/Simon Bridget Chibuye 52+ Female Single 3 Shop Muleba Village 5,000 34 Chief Mpumba/Musonda Kelvin Kaluba 23 Male Single 1 Shop Village 2,000 35 Chief Mpumba/Mutati Jonathan Sikaona 34 Male Married 6 Cooking Shelter Village 1,500 36 Chief Mpumba/Mutati Emmanue Chanda Not Male Married 8 Cooking Shelter Village known 3,000 37 Chief Mailo/Kasonde Chimwepela 44 Male Married 12 Shop Village 30,000 38 Chief Mailo/kambalima Doroth Kunda 47 Female Single 8 Houses Village 15,000

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S/ LOCATION NAME OF PAP PAP'S SEX MARITAL FAMILY SIZE PROPERTY AFFECTED ESTIMATED N AGE STATUS VALUE(ZMW) 39 Chief Mailo/Sote Village Henry Mwamba 45 Male Married 8 Shop & Shelter for Hammer Mill 55,000 40 Chief Mailo/Sote Village Elizabeth Kunda 49 Female Single 8 Shop, Hand Pump 36,000 41 Chief Mailo/Liswasi Rail Joseph 56 Male Married 11 Shop Station 15,000 42 Chief Mailo Mwenda Chipulu Male Shop 5,000 43 Chief Mailo Moses Mwape Male Shop 5,000 44 Chief Mailo Oswald Chisenga Male Shop 5,000 45 Chief Mailo Lontia Mtuna Female Shop 5,000 46 Chief Mailo Patson Misole Male 2 Houses, Cooking Shelter 11,500 47 Chief Serenje/Sutani Peter Mwenya Male Married 10 Cooking Shelter Village 1,500 48 Chief Kabamba/Kamina Eric Ngosa 40 Male Married 10 Shop Village 15,000 49 Chief Kabamba/Mulongoti James Changwe 47 Male Married 11 2 Shops Village 15,000 50 Chief Kabamba/Queen Kunda Chungu Male Married 7 Bar 5000 Chanda 51 Bufuba Juliana Mwimba 61 Female Married 6 Shop and Toilet 12,000 52 Koni Peter Mulaita 39 Male Married 7 Shop 10,000 53 Koni Sidney Zimba 40 Male Married 10 Shop 10,000 54 Koni Mathews Chanda 45 Male Married 8 House 11,000 55 Mumbulu Felix Mwelwa 40 Male Married 10 Houses 40,000 56 Mumbulu Ivony Kalenga 55 Female Married 8 House 48,000 57 Mumbulu Makirina Kalenga 48 Female Married 7 House 55,000 58 Shikasoka Maureen Katongo 46 Female Married 8 House 40,000 59 Shikasoka Florence Bwalya 28 Female Married 6 Shops 8,000 60 Shikasoka Davies Mulonga 21 Male Single 1 Shop 10,000 61 Chilosha Marvis Kasweka 41 Female Married 8 3 Houses and Shelter 48,000

RDA 107 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road

S/ LOCATION NAME OF PAP PAP'S SEX MARITAL FAMILY SIZE PROPERTY AFFECTED ESTIMATED N AGE STATUS VALUE(ZMW) 62 Mumbulu Chola 60 Female Dovorced 1 House 11,000 63 Mumbulu Astrida Mukuka 33 Female Single 1 House 11,000 64 Katumpa Felix Musakanya 70 Male Married 7 House 40,000 Chimenga 65 Kapoko Davies Mumba 47 Male Married 7 Shop and Shelter 10,000 66 Kapoko Colosai Ngalamika 61 Male Married 9 House 11,000 67 Fumbeshi Benedicti Mukuso 53 Male Married 4 shop and Shelter 11,000 68 Chibekankuka Marriet Kapotwe 53 Female Married 10 Houses and Shops 34,000 69 Chibekankuka Christopher Mwape 32 Male Married 7 House 13,000 70 Kachera Mary Kasembe 60 Female Widow 5 House and Kitchen 50,000 71 Kachera Osward Musebo 33 Male Married 8 House 10,000 72 Kachera Sikombe 40 Male Married 9 House 10,000 73 Kachera George Njala 48 Male Married 0 Community Health Post 13,000 74 Makantaulo Chileshe 55 Male Married 6 House 11,000 75 Spoon Fred Kasenga 52 Male Married 8 House, Kitchen and Shop 76,000 76 Spoon Willard Chewe 27 Male Married 4 House 11,000 77 Spoon Jackson Mupeta 33 Male Married 6 House 11,000 78 spoon Benson Spoon 64 Male Married 6 Shop 13,000 79 Spoon Douglous Kawama 30 Male Married 9 House and Shelter 13,000 80 Spoon Chisala Chabu 32 Male Married 4 House and Shelter 14,000 81 Spoon Mpande Mwelya 33 Male Married 6 House 11,000 82 Spoon Agness Chipulu 75 Female Married 10 House and Shelter 4,000 83 Spoon Brian Malama 24 Male Married 4 House 11,000 84 Mwelala Brenda Chanda 18 Female Single 1 House 9,000

85 Salama PAOG Church 0 0 Church Building 15,000 86 Kapengwe John Chileshe 81 Male Married 5 House and Shelter 20,000 87 Chilomba Alice Bwalya 44 Female Widow 7 House and Latrine 14,000 88 Chilomba Kenny Chabala 48 Male Married 8 Shop 8,000 89 Chilomba Oliver Chifwembe 28 Male Married 10 House 10,000

RDA 108 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road

S/ LOCATION NAME OF PAP PAP'S SEX MARITAL FAMILY SIZE PROPERTY AFFECTED ESTIMATED N AGE STATUS VALUE(ZMW) 90 Chilomba Miniva Chomba 33 Female Single 2 House 10,000 91 Chilomba John Tizza 36 Male Married 5 House 11,000 92 Mununga Barron Njungu 80 Male Married 6 Shop 10,000 93 Yolam Kabanda Andrew Kaluba 65 Male Married 6 House 55,000 94 Yolam Kabanda Doris Kabunda 38 Female Married 8 House and Shelter 51,000 95 Yolam Kabanda Pethius Changwe 31 Male Married 6 Shop, Kitchen & Shelter 17,000 96 Yolam Kabanda Prisca Mumbi 42 Female Widow 6 Shop 10,000 97 Muso Boniface Chanda 70 Male Married 7 Latrine 5,000 98 Musanda Robert Chota 42 Male Married 6 Latrine and Kitchen 8,000 99 Thomson Kunda Emeria Chisanga 59 Female Widow 2 3 Houses 20,000 10 Musanda Mary Chimba 50 Female Married 5 house & 2 Kitchen 15,000 0 10 Musanda Sydney Mwaba 43 Male Married 3 Kitchen 4,000 1 10 Musanda Edmund Musonda 36 Male Married 5 Shop 15,000 2 10 Musanda Mwelwa Kafuba 40 Male Married 3 House 8,000 3 10 Musanda George Mupeta 36 Male Married 4 Hammer Meal house 5,000 4 Mwandu 10 Chito Elvis Kabamba 26 Male Married 7 House 25,000 5 10 Chito Kunda Kaluba 36 Male Married 6 2 Houses 18,000 6 10 Kasenga Area Chistopher Mulenga 42 Male Married N/A Shop 8000 7 10 Kasenga Area Mwamba Allan 26 Male Married N/A Bar 10000 8 10 Kasenga Area Kalonje Corperative N/A N/A N/A 20,000 9 Shelter 11 Kasenga Area Fredrick Bwalya 22 Male Married N/A Shop 8000 0 11 Kasenga Area Joseph Bwalya Male Married N/A Shop 10,000 1 11 Kasenga Area Mumbi Bwembya Male Married N/A Shop 10000 2

RDA 109 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road

S/ LOCATION NAME OF PAP PAP'S SEX MARITAL FAMILY SIZE PROPERTY AFFECTED ESTIMATED N AGE STATUS VALUE(ZMW) 11 Kasenga Area Chrispine Mucheleka 41 Male Widow N/A Insaka 1,000 3 11 Kasenga Area John Paul Chanda 17 Male Single N/A Shop 10000 4 11 Kasenga Area Chimponda Male Married N/A Shop 8,000 5 11 Kasenga Area Benard Bwalya 81 Male Not Married 8 House, insaka,house 95,000 6 11 Kasenga Area Rosemary Mubanga 70 Female Married 7 House, toilet, insaka 16,500 7 11 Kasenga Area Maurine Konkola 44 Female Single 5 houses 15,000 8 11 Kasenga Area Mary Mpundu 75 Female Married 5 House 25,000 9 12 Kasenga Area Bashi Mubanga Male Married 4 House, toilet, insaka 8,500 0 12 Kasenga Area Betty Female Married 5 House, toilet, insaka 15,000 1 12 Kasenga Area Sila Chibeka 31 Female Married 3 House 10,000 2 12 Kasenga Area George Sangwani Male Married 4 House, insaka, toilet 40,000 3 12 Kasenga Area Bana Siboli Female Single 5 House 25,000 4 12 Kasenga Area Bibian Kangwa 88 Female Married 6 House 25,000 5 Bwalya 12 Kasenga Area Isaac Kabwe 38 Male Married 7 house 45,000 6 12 Kasenga Area Bashi Caren Male Married N/A Shop 8,000 7 12 Kasenga Area Stephen Mulenga 18 Male Married N/A Shop,toilet 10,000 8 12 Kasenga Area Mutima Male Married N/A Timber stogae shelter 7,500 9 13 Kasenga Area Victor Makasa 44 Male Single 8 Shop& house 10,000 0 13 Kasenga Area Clemecia Mulenga 28 Female Married 4 House 10,000 1 13 Kasenga Area Oscar Chilekwa 25 Male Married 2 House, kitchen 8,000 2

RDA 110 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road

S/ LOCATION NAME OF PAP PAP'S SEX MARITAL FAMILY SIZE PROPERTY AFFECTED ESTIMATED N AGE STATUS VALUE(ZMW) 13 Kasenga Area Alick Kabungo Male Married N/A Shop 8,000 3 13 Kapoko Village Teddy Chitunga Male Single 4 House 8,000 4 13 Kapoko Village Benardette 40 Female Single 4 kitchen 2,500 5 Bambala 13 Kapoko Village Banakulu Brendah Female Widow 3 House 8,000 6 13 Kapoko Village Emelia Bwalya 63 Female Married 7 2 houses, kitchen 18,500 7 13 Kapoko Village Lazarous Chibuye 69 Male Married 4 House, insaka 17,500 8 13 Kapoko Village Christina Mutale Female Married 2 House, kitchen 10,000 9 14 Kapoko Village Derick Mwila 44 Male Single 10 2 houses 14,000 0 14 Kapoko Village Grace Kabwe 62 Female Widow 6 House, kitchen 36,500 1 14 Kapoko Village Matildah Sata 73 Female Widow 6 House, insaka 37,000 2 14 Kapoko Village Melito Bwalya 82 Female Married 6 2 houses, kitchen 42,500 3 14 Kapoko Village Venasho Nkonde 30 Male Married 6 house 55,000 4 14 Kapoko Village Bana Mwansa Female Married 4 House, insaka 12,500 5 14 Kapoko Village Mary Chuulu 59 Female Married 5 House, 10,000 6 14 Kapoko Village Abel Kasonde Elderly Male Married 2 House 35,000 7 14 Kapoko Village Alex Chewe Male Married 7 House,kitchen 13,500 8 14 Kapoko Village Grace Kaluku female Married toilet 1,500 9 15 Kapoko Village Kapoko Health Post N/A N/A 40,000 0 15 Nachifuku Curve Area Estella Nshingwa 53 Female Married 9 2 houses, 2 kitchens 49,000 1 15 Nachifuku Curve Area X1 Married 5 house 8,000 2

RDA 111 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road

S/ LOCATION NAME OF PAP PAP'S SEX MARITAL FAMILY SIZE PROPERTY AFFECTED ESTIMATED N AGE STATUS VALUE(ZMW) 15 Nachifuku Curve Area Michael Fumbeshi 57 Male Married 6 House,insaka 11,500 3 15 Nachifuku Curve Area Gibson Machilika Male Married 4 House 5,000 4 15 Nachifuku Curve Area Bridget Nata Female Not married 2 House, toilet 16,500 5 15 Nachifuku Curve Area Matildah Lushibashi Female Married 4 2 House, kitchen 16,500 6 15 Nachifuku Curve Area Colins Muma 31 Male Married 4 House, insaka 10,000 7 15 Nachifuku Curve Area Romia Lushibashi 32 Female Married 6 House, insaka,toilet 12,500 8 15 Chibekankuka George Mwila Male Married 5 house 8,000 9 16 Chibekankuka Kamfwa Luka Male Married 5 Timber house 8,000 0 16 Chibekankuka Isaac Mwila Male Married 5 House, 15,500 1 shop,kitchen,toilrt,bathroom 16 Chibekankuka Maybin Mukuka Male Married N/A 2 shops 18,000 2 16 Chibekankuka George Shambala Male Married N/A Shop 8,000 3 16 Chibekankuka Richard Bwalya 35 Male Married 4 House 6,000 4 16 Chibekankuka Earnest Chiluba Female Married 2 House,insaka 8,000 5 16 Chibekankuka Ernest Kapoko Male Married N/A Hummer Meal Shelter, house 9,000 6 Bulaya 16 Makantaulo Bana Titus Female Married 5 House 12,000 7 16 Makantaulo Obert Nyaluzi Male Married N/A Shop 2,500 8 16 Makantaulo Gift Kabuswe 24 Male Married N/A Shop, 2in1 shop,house 33,000 9 17 Makantaulo Joseph Chibuye Male Married N/A Shop 8,000 0 17 Makantaulo Abel Chisenga Male Married N/A 3 shops 18,000 1 17 Makantaulo Kelvin Mando Male Married N/A shop 8,000 2

RDA 112 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road

S/ LOCATION NAME OF PAP PAP'S SEX MARITAL FAMILY SIZE PROPERTY AFFECTED ESTIMATED N AGE STATUS VALUE(ZMW) 17 Spoon Village Lanax Mubanga Male Married N/A shop 8,000 3 17 Spoon Village Bwembya Nsomfwa 45 Male Married 4 House,shop 20,000 4 17 Spoon Village Fredrick Nsenga 48 Male Married 6 House 59,500 5 17 Spoon Village X2 Married 5 House 40,000 6 17 Spoon Village Frank Chola Male Married 3 House 8,000 7 17 Spoon Village Mwila Jona Male Married N/A Shop 10,000 8 17 Spoon Village Charles Mwaba 34 Male Married 5 House 17,000 9 18 Kalonje Rail Station Area Bana Bwalya Female Married 5 House 8,000 0 18 Kalonje Rail Station Area Emmanue Simbaya 19 Female Married N/A Shop 8,000 1 18 Kalonje Rail Station Area Humphrey Mwamba Male Married N/A 2 in 1 shop, kitchen 11,500 2 18 Kalonje Rail Station Area Jackline Ngosa Female Married N/A Shop 10,000 3 18 Kalonje Rail Station Area Mbao Kennedy 40 Male Married N/A Shop 10,000 4 18 Kalonje Rail Station Area Mupeta Joseph Male Married N/A Hummer Mill Shelter 6,000 5 18 Kalonje Rail Station Area Levy Mwansa 44 Male Married N/A Shop 10,000 6 18 Kalonje Rail Station Area Caiphas Mwiimba 35 Male Married N/A Shop 8,000 7 18 Kalonje Rail Station Area Morgan Mulenga 25 Male Married N/A Shop 8,000 8 18 Kabuta Village Gilbert Chuumya Male Married 4 House, bar,kitchen, insaka 18,000 9 19 Kabuta Village Church in Kabutu N/A N/A Place of worship 40,000 0 19 Kabuta Village Gerald Mutale 34 Male Married 3 House 8,000 1 19 Kabuta Village Kunda Osward Male Married Insaka 1,500 2

RDA 113 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road

S/ LOCATION NAME OF PAP PAP'S SEX MARITAL FAMILY SIZE PROPERTY AFFECTED ESTIMATED N AGE STATUS VALUE(ZMW) 19 Salamo Village Paul Saili Male Married 5 House like a shop 8,000 3 19 Salamo Village Yumba Chuma Male Married N/A Shop 10,000 4 19 Salamo Village Willie Mwaba Male Married N/A 2 in 1 shop 16,000 5 19 Salamo Village Matron Bwalya Male Married N/A Shop 8,000 6 19 Salamo Village Milika Chisenga Male Married N/A Shop 7,000 7 19 Salamo Village Leonard Bowa Male Married N/A Shop 10,000 8 19 Salamo Village Surgeon Mulenga Male Married N/A Shop 8,000 9 20 Salamo Village Martha Kunda Female Married N/A Shop 6,000 0 20 Salamo Village Leonard Bowa Male Married N/A Shop 9,000 1 20 Salamo Village Silvester Mapule Male Married N/A Shop,insaka 10,000 2 20 Salamo Village Bana Bweupe Female Married 6 House 20,000 3 20 Salamo Village Brain Saili 40 Male Married 6 Shop,house 60,000 4 20 Salamo Village Martha Kunda 39 Female Married 6 House 10,000 5 20 Salamo Village Esther Malama 63 Female Married N/A Toilet 1,000 6 20 Salamo Village Kaluba 58 Married N/A Bar 15,000 7 20 Salamo Village Albert Chilekwa 48 Male Married 7 House,kitchen 23,000 8 20 Salamo Village Steward Miselo 46 Male Married 5 house 12,000 9 21 Salamo Village Redness Chalwe 67 Male Married 8 House 60,000 0 21 Salamo Village Mumba Phiri 57 Male Married 7 House 10,000 1 21 Finkuli Village Kawama Kawene 58 Male Married 5 2 houses, toilet 65,000 2

RDA 114 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road

S/ LOCATION NAME OF PAP PAP'S SEX MARITAL FAMILY SIZE PROPERTY AFFECTED ESTIMATED N AGE STATUS VALUE(ZMW) 21 Finkuli Village Bernard Nowa 57 Male Married 3 Bathroom 2,500 3 Chibuye 21 Muso Village Alfed Kapoto 38 Male Married 7 House 45,000 4 21 Muso Village Mbulo 4 House 10,000 5 21 Muso Village Sydney Changwe 30 Male Married N/A Shop 10,000 6 21 Muso Village Dickson Chalwe 30 Male Married N/A Shop 10,000 7 21 Muso Village Charity Kunda 40 Female Married N/A Shop 10,000 8 21 Muso Village Gladys Chibale 36 Female Married 5 House 40,000 9 22 Muso Village Irene Chalwe 41 Female Married 6 House 45,000 0 22 Muso Village Monica Bwalya 40 Female Married 7 House 35,000 1 22 Simon Mwelwa Village Simon Mwelwa 49 Male Married 5 House 25,000 2 22 Simon Mwelwa Village Absolom Mambwe 26 Male Married 2 shops,kitchen 21,500 3 22 Simon Mwelwa Village Lobyson Mwelwa 60 Male Married Shop 10,000 4 22 Simon Mwelwa Village X3 House 8,000 5 22 Lukulu Village Carson Mwaba 62 Male Married Shop 10,000 6 22 Lukulu Village Gift Ngosa 33 Male Married Kitchen 1,500 7 22 Lukulu Village X4 House 25,000 8 22 Lukulu Village X5 Kitchen 2,500 9 23 Lukulu Village John S Married kitchen 2,500 0 23 Lukulu Village Goline Chibuye 35 Male Married Kitchen, shop 12,500 1 23 Lukulu Village Mary Kunda 35 Married Kitchen 1,500 2

RDA 115 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road

S/ LOCATION NAME OF PAP PAP'S SEX MARITAL FAMILY SIZE PROPERTY AFFECTED ESTIMATED N AGE STATUS VALUE(ZMW) 23 Lukulu Village Church N/A N/A Place of worship 10,000 3 23 Chito Village Cecilia Kunda 51 Female Married Restraunt,hummer mill 20,000 4 23 Chito Village Chavula Wilson Male Married House 12,000 5 23 Chito Village Lister Female Married 2 House,kitchen 11,000 6 23 Chito Village Henry Mwape 45 Male Married Kitchen 2,000 7 23 Chito Village X6 8,000 8 23 Chito Village Justine Mwanza Male Married shop 18,000 9 24 Chito Village Aaron Siame Male Married Shop,house 30,500 0 24 Chito Village Chigayo Hummermeal Shelter 9,000 1 24 Chito Village Lordwell Mambwe 51 Male Married bathroom 1,000 2 24 Chito Village Jimmy Mwape 42 Male Married Bathroom 2,000 3 24 Chito Village Patrick Chabala 50 Male Married Shop 10,000 4 24 Chito Village Cliford Silungwe 43 Male Married House 16,000 5 24 Chito Village X7 Married Toilet 1,000 6 24 Chito Village Lewis Mwansa 77 Male Married Kitchen 2,000 7 24 Chito Village Agness Mwape 20 Female Married House 12,000 8 24 Chito Village Christabel Chisenga 29 Female Married Kitchen 1,500 9 25 Lukwasi Village Jackline Mambwe 22 Female Married House 60,200 0 25 Lukwasi Village Bana Sakala 43 Male Married Shop 10,000 1 25 Lukwasi Village Peter Chimanga 36 Male Married shop 11,000 2

RDA 116 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road

S/ LOCATION NAME OF PAP PAP'S SEX MARITAL FAMILY SIZE PROPERTY AFFECTED ESTIMATED N AGE STATUS VALUE(ZMW) 25 Lukwasi Village Kamalasha 32 Male Married REstraunt 20,000 3 25 Lukwasi Village Fredrick Chibuye 25 Male Married Shop 10,000 4 25 Lukwasi Village John Male Married Shop,2 houses, kitchen 45,000 5 25 Lukwasi Village Mwansa Mwila Male Married Kitchen 1,000 6 25 Lukwasi Village Samson Mwape 80 Male Married House 200,000 7 25 Lukwasi Village Chakota Silungwe 61 Married Kitchen, toilet 1,500 8 25 Lukwasi Village Lackson Mushimbe 35 Male Married House 15,000 9 26 Lukwasi Village Armon Shimwansa 39 Male Married House, kitchen 11,000 0 26 Nakasala Village Lydia Female Married kitchen 1,000 1 26 Nakasala Village Lonstant Chiluba 22 Male Married kitchen 1,000 2 26 Nakasala Village Nakasala Market N/A N/A Market shelter 45,000 3 26 Nakasala Village Osward Chalwe 22 Male Married Shop 15,000 4 26 Nakasala Village Patrrick 25 Male Married Shop 11,000 5 26 Nakasala Village Sondashi Mwape 35 Male Married Shop 10,000 6 26 Nakasala Village Freza Mulenga 40 Male Married Shop 10,000 7 26 Nakasala Village Julius Mwaba 42 Male Married shop 10,000 8 26 Nakasala Village Makwasa Kalunga 55 Male Married Shop 10,000 9 27 Nakasala Village Colins Tembo 27 Male Married Shop 10,000 0 27 Nakasala Village Brevo Mumba 28 Male Married Shop 10,000 1 27 Nakasala Village Lizzy Makoleka 47 Male Married Shop 10,000 2

RDA 117 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road

S/ LOCATION NAME OF PAP PAP'S SEX MARITAL FAMILY SIZE PROPERTY AFFECTED ESTIMATED N AGE STATUS VALUE(ZMW) 27 Nakasala Village Kennedy Tembo 23 Male Married Shp 10,000 3 27 Nachilembe village Lenos Mwandu 35 Male Married Shop 10,000 4 27 Nachilembe village Elizabirth Kalipenta 30 Male Married Shop 10,000 5 27 Nachilembe village Boyd Ngoma Male Married Shop 15,000 6 27 Nachilembe village Musungilo 55 male Married Shop, bar,kitchen 25,500 7 27 Nachilembe village Queen Chama 36 Male Married Shop 10,000 8 27 Nachilembe village Elvis Senga 22 Male Married House 35,000 9 28 Nachilembe village Nyendwa Male Married Shop 30,000 0 28 Nachilembe village Nyendwa Male Married 15,000 1 28 Nachilembe village Corperative Property 34 Male Married Bar 35,000 2 28 Nachilembe village Victor Kangwa 56 Male Married House 10,000 3 28 Mutale Chikwanda Simpungwe Webby Male Married 10 House 12000 4 28 Mutale Chikwanda Paison Bwalya Male Married 2 House and Insaka 6500 5 28 Mutale Chikwanda Edna Shula Female Single 6 House 25000 6 28 Mutale Chikwanda Sikombe Male Married 4 House 8000 7 28 Mutale Chikwanda Paul Kamwendo Male Married House 9000 8 28 Mutale Chikwanda Prisca Mubanga Female Married 7 House and Kitchen 11000 9 29 Mufubushi (Kasenga area) Ziwasi Longwe Male Married Shop 10000 0 29 Mufubushi (Kasenga area) Lucy Nakawala Female Single Shop 15000 1 29 Mufubushi (Kasenga area) Mrs Siame Female Married Shop 12000 2

RDA 118 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road

S/ LOCATION NAME OF PAP PAP'S SEX MARITAL FAMILY SIZE PROPERTY AFFECTED ESTIMATED N AGE STATUS VALUE(ZMW) 29 Mufubushi (Kasenga area) Hellen Kamwendo Female 0 Shop 8000 3 29 Mufubushi (Kasenga area) Kennedy Ng'ona Male Married 2 Shops and a House behind the 55000 4 Shop 29 Mufubushi (Kasenga area) Bashi Wazili Male Married Shop 10000 5 29 Mufubushi (Kasenga area) Muchelenje Male Married 2 Shops and a House behind the 30000 6 Shop 29 Mufubushi (Kasenga area) Shaderick Tembo Male Married 2 Shops 23000 7 29 Mufubushi (Kasenga area) Christopher Tembo Male Married Shop 10000 8 29 Mufubushi (Kasenga area) Village Headman Male Married 2 incomplete shops 8000 9 30 Mufubushi (Kasenga area) Chris Mulenga Male Married Shop 15000 0 30 Mufubushi (Kasenga area) Lucy Nakawala Female Single Shop 15000 1 30 Mufubushi (Kasenga area) Rosemary Nakawala Female Shop 15000 2 30 Mufubushi (Kasenga area) Emmanuel Male Shop 15000 3 Simwanza 30 Mufubushi (Kasenga area) Duncan Zimba Female 2 Shops 30000 4 30 Mufubushi (Kasenga area) Mwana Mubanga Male Shop 30000 5 30 Mufubushi (Kasenga area) Dinashas C. Katenta Male Kitchen 3000 6 30 Mufubushi (Kasenga area) Martha Chama 83 Female Married 4 House and another house 9000 7 almost falling 30 Kapoko Theresa Kampinda Female Widow 6 4 Houses and Shop 350000 8 Mukoma 30 Kapoko Belina Chanda 36 Female Widow House 80000 9 31 Fumbeshi Linda Fumbeshi Female Married 3 House and Insaka 135000 0 31 Fumbeshi Gibson Ngosa Male House 8000 1 31 Fumbeshi Sedelya Fumbeshi 45 Male House and Insaka 17500 2

RDA 119 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road

S/ LOCATION NAME OF PAP PAP'S SEX MARITAL FAMILY SIZE PROPERTY AFFECTED ESTIMATED N AGE STATUS VALUE(ZMW) 31 Chibekakunka Susan Mulenga 77 Male 6 Shop and insaka 5500 3 31 Makantaula Paulina Bwalya Female Widow 10 House 15000 4 31 Spoon Ernest Mutale Male 7 House 15000 5 31 Spoon Bashi Kunda Male House and Shop 39000 6 31 Kalonje Lewis Chileshe Male 2 Shops 23000 7 31 Kalonje Amon Mukonde Male 2 Shops 30000 8 31 Kalonje Mwila Lameck Male Shop 15000 9 32 Kalonje Bana Mercy Female Shop 3000 0 32 Kalonje Bana James Female Shop 15000 1 32 Kalonje Solo Male 3 Shops 50000 2 32 Kalonje Solo Male 1 Shop 15000 3 32 Kalonje Godfrey Mwansa Male Shop 9000 4 Chola 32 Kalonje Grace Mwaba Female Shop 7500 5 Chanda 32 Kalonje Bana Fedday Female Shop 7500 6 32 Mutinondo John Mbewe Male House 15000 7 32 Mutinondo Kalenge 43 Male Hammermill Shelter and 2 Shops 30000 8 32 Mutinondo Sunday Chisenga 23 Male Married House, Bathroom and Kitchen 118000 9 33 Mutinondo Richard Chisenga 78 Male Married 1 House 8000 0 33 Salamo Thomson Chiluba Male Married 9 House and Kitchen 162000 1 33 Mununga Lams Katya Male Married House and Kitchen 12500 2

RDA 120 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road

S/ LOCATION NAME OF PAP PAP'S SEX MARITAL FAMILY SIZE PROPERTY AFFECTED ESTIMATED N AGE STATUS VALUE(ZMW) 33 Mununga Jose Sinkala Female Married House, Shop and Kitchen 94000 3 33 Mununga Prodensia Bwalya Male Married 2 Houses, Kitchen 35000 4 33 Mununga Victor Jere Male Shop 8000 5 33 Mununga Charles Malama 88 Male Insaka 1500 6 33 Mununga Macson Mwansa Male 3 House 15000 7 Chikwela 33 Muso Noah Chibuye Male Shop 13000 8 33 Muso Rashid Kaunda Male Shop 13000 9 34 Muso Joshua Chalwe Male Well 4000 0 34 Muso Kennedy Chibuye Male Shop 20000 1 34 Muso Venta Chikonkola Male Shop 13000 2 34 Muso Bashi Mary Male Shop 12000 3 34 Muso Noreen Mapule Male Shop 20000 4 34 Simon Muleba Elvis Mpundu Male 2 Shops 25000 5 34 Simon Muleba Maleni Mpundu Male Shop 15000 6 34 Simon Muleba Mable Lugwagulo Female 2 Shops 30000 7 34 Simon Muleba Peter Machina Male Bar/Shop 35000 8 34 Simon Muleba Shaderick Chola 66 Male Shop 8000 9 35 Abel Doris Mambwe Female Widow 9 3 Houses and Kitchen 72500 0 35 Abel Peter Changwe Male 10 Shop/Bar and Insaka 65000 1 35 Abel Lackson Munshya Male 4 House, Shop and Kitchen 31500 2

RDA 121 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road

S/ LOCATION NAME OF PAP PAP'S SEX MARITAL FAMILY SIZE PROPERTY AFFECTED ESTIMATED N AGE STATUS VALUE(ZMW) 35 Abel Dorothy Chewe Female House, Well and Kitchen 16500 3 35 Sote Dyson Chibale Male Bar 80000 4 35 Sote Alfred Chibale Male Tavern and House 125000 5 35 Sote Clifford Silungwe Male Hammermill Shelter 5000 6 35 Lusiwasi Amos Chikoyi Male Shop 8000 7 35 Lusiwasi Kelvin Chikoyi Male Shop 35000 8 35 Lusiwasi Gedo Kataye Male Shop 20000 9 36 Lusiwasi Vivian Sakala Female Shop 8000 0 36 Lusiwasi Peter Phiri Male Shop 10000 1 36 Lusiwasi Rodin Male Shop 20000 2 36 Lusiwasi Bana Aggie Female Shop 15000 3 36 Lusiwasi Oswald Chisenga Male Shop 20000 4 36 Lusiwasi Moses Mwape Male Shop 10000 5 36 Lusiwasi Mwenda Chipili 67 Male Shop 10000 6 36 Pensulo Johnson Chola 51 Male House, Shelter, Insaka 51500 7 36 Chilembe Charity Symbyakula Female Single Bar, well and Shop 124000 8 36 Chilembe Boas Male Shop and kitchen 13000 9 37 Chilembe David Malama Male House 35000 0 37 Chilembe Bana Mercy Female House 12000 1

RDA 122 August 2017 UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road

S/ LOCATION NAME OF PAP PAP'S SEX MARITAL FAMILY SIZE PROPERTY AFFECTED ESTIMATED N AGE STATUS VALUE(ZMW) ZMW 7,567,700

RDA 123 August 2017

UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road

11.8 Annex 8: Chance Find Procedures Archaeological sites are the only physical evidence that tell us about the past history of Zambia and are indicators of the indigenous people’s cherished values and identity. The GRZ Constitution obliges the state to protect and preserve Zambia’s Heritage. The Department responsible for archaeological resources is mandated to protect, preserve, gazette and rescue/salvage any material of archaeological, paleontological or historical importance on behalf of the State.

Protection of Discovery of previous Unknown Archaeological Sites. As noted earlier Chance Finds are site or material such as pottery or stone tools, iron slag, charcoal that could be found during earthworks of any development. Pottery or broken pots may be decorated or plain, red ware or brownish or even yellow-white for those that used kaolin. Stone tools may also be in black/dark (Chert), white without or with crystals (quartz/quartzite) and many others. Some other people may find iron slags, spears, knives or other objects made from iron ore and bones of either human or animal remains.

Procedures to address chance find. a) In line with the General Specifications for Roads and World Bank Physical Cultural Resource Safeguard Policy Guidebook, the contractor must stop work immediately after discovering evidence of possible scientific, historical, prehistoric, or archaeological data and notify the Resident Engineer or supervisor of works giving the location and nature of the finds.

b) The contractor shall exercise care so as not to damage artifacts or fossils uncovered during excavations operations and shall provide such cooperation and assistance as may be necessary to preserve the findings for removal or other disposition by the Employer.

c) The Contractor shall also document/record the Chance Find and provide a report with the following i. Date and time of discovery ii. Location of the discovery iii. Description of the PCR iv. Estimated dimensions of the PCR v. Temporary protection implemented

RDA 124 August 2017

UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road

11.9 APPENDIX 9: Sample Scoping Questionnaire for the Serenje-Mpika Road Project Which Characteristics Is the Effect Likely to be Yes of the Project Significant? Why/Why Not? Questions to be Considered in Scoping No Environment What Mitigation Actions are ? Could Be Possible? Affected and How? Are there Impacts on Environmentally Sensitive Areas or Threatened Species? Are there impacts on currently intact natural forests?

Will the project impact on surface water courses, natural springs or cross existing water courses? Is the project located in an area of high biodiversity? Are there impacts on Wetlands (lakes, rivers, swamps, seasonally inundated areas)? Is the project likely to impact on existing hydrogeology, including aquifers, and/or groundwater quality? Will the project have negative impacts on Water Use and Water Users? Is there a potential for conflict among water users? Are there impacts on endangered or environmentally sensitive species of flora or fauna? Does the project have an impact on Protected Areas? Will the project adversely affect the aesthetic attractiveness of the local landscape? Based on best available sources, will the project alter/damage to any historical, archaeological, cultural heritage, cemetery or other culturally sensitive sites? Are there Environmental Impacts during Construction, Operation, or Decommissioning Which Will Cause Physical Changes in the Locality? Permanent or temporary change in land use, land cover, or topography, including increases in intensity of land use? Clearance of existing land, vegetation, and buildings and/or creation of new land uses? During Pre-construction investigations will there be impacts on existing land, e.g., boreholes, soil testing? Will there be impacts during Construction/Demolition works? Are there temporary sites used for construction works or housing of construction workers? Above-ground buildings, structures, or earthworks, including linear structures, cut-and-fill, or excavations? Will there be underground works including tunnelling, dredging and/or reclamation works? Will facilities for treatment or disposal of solid wastes or liquid effluents be introduced? Facilities for long-term housing of operational workers?

RDA 125 August 2017

UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road

Will new road, rail, or sea traffic be required during construction or operation? Will there be Closure or diversion of existing transport routes or infrastructure leading to changes in traffic movements? Will there be displacement of people/ communities during road construction? Are new or diverted transmission lines or pipelines required? Impoundment, damming, culverting, realignment or other changes to the hydrology of watercourses or aquifers, including stream crossing? Abstraction or transfers of water from ground or surface waters? Changes in water bodies or the land surface affecting drainage or runoff? Transport of personnel or materials for construction, operation, or decommissioning? Long-term dismantling or decommissioning or restoration works? Ongoing activity during decommissioning which could have an impact on the environment? Will the Project result in an Influx of people to an area, either temporarily or permanently? Is the project likely to increase diseases in communities in the areas affected? Will construction works destroy facilities such as wells, and boreholes near the road? Are there graveyards that may be destroyed due to diversion of transport routes? Will there be any loss of native species or genetic diversity and/or introduction of alien species? Are there Environmental Impacts During Construction and Operation Activities Using Natural Resources that are Non-Renewable or In Short Supply? Land, especially undeveloped or agricultural land? Water? Minerals? Aggregates? Forests and timber? Energy, including electricity and fuels? Any other resources? During either Construction or Operation will the Project Lead to Use, Storage, Transport, Handling, or Production of Substances/Materials Which Could be Harmful to Human Health or the Environment

Will the project involve the use of substances or materials which are hazardous or toxic to human health or the environment (flora, fauna, water supplies)?

RDA 126 August 2017

UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road

Will the project result in changes in occurrence of disease or affect disease vectors (e.g., insect- or water-borne diseases)? Will the project affect the welfare of people, e.g., by changing living conditions? Are there especially vulnerable groups of people who could be affected by the project, e.g., hospital patients, the elderly? Any other causes?

During Construction, Operation or Decommissioning will the Project Result in Solid Waste Production?

Spoil, overburden, or mine wastes? Municipal waste (household and/or commercial wastes)? Hazardous or toxic wastes (including radioactive wastes)? Other industrial process wastes including surplus product? Sewage sludge or other sludges from effluent treatment? Construction or demolition wastes? Redundant machinery or equipment? Contaminated soils or other material? Agricultural wastes? Any other solid wastes? Will the Project Result in the Release of Pollutants or Hazardous, Toxic, or Noxious Substances to the Air Emissions from combustion of fossil fuels from stationary or mobile sources? Emissions from material handling including storage or transport? Emissions from construction activities including plant and equipment? Dust or odors from handling materials including construction materials, sewage, and waste? Emissions from incineration of waste? Emissions from burning of waste in open air (e.g., slash material, construction debris)? Emissions from any other sources? Will the Project Result in Noise, Vibration, Light, Heat Energy, and Electromagnetic Radiation Emissions From operation of equipment, e.g., engines, ventilation plant, crushers? From construction or demolition including blasting or piling? From construction or operational traffic during construction? From sources of electromagnetic radiation (consider effects on nearby sensitive equipment as well as people)? From any other sources?

RDA 127 August 2017

UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road

Are there Risks of Contamination of Land or Water from Releases of Pollutants to Ground, Sewers, Surface Waters, Groundwater, Coastal Waters, or Seas From handling, storage, use or spillage of hazardous or toxic materials? From discharge of sewage or other effluents (whether treated or untreated) to water or the land? By deposition of pollutants emitted to air, onto the land, or into water? From any other sources? Is there a risk of long-term build up of pollutants in the environment from these sources? Are there Risks of Accidents During Construction or Operation of the Project? From explosions, spillages, fires, etc. from storage, handling, use or production of hazardous or toxic substances? From events beyond the limits of normal environmental protection, e.g., failure of pollution control systems? From any other causes? Could the project be affected by natural disasters causing environmental damage (e.g., floods, earthquakes, landslip, etc.)? Are there Negative or Positive Social Changes – Demography, Traditional Lifestyles, Employment - That Can Result from the Project? Changes in population size, age, structure, social groups, etc.? By resettlement of people or demolition of homes ore communities or community facilities, e.g., schools, hospitals, social facilities? Through in-migration of new residents or creation of new communities?

By placing increased demands on local facilities or services, e.g., housing, education, health?

By creating jobs during construction or operation or causing the loss of jobs with effects on unemployment and the economy? Any other social impacts? Other Factors - Consequential Development Leading to Environmental Effects, Cumulative Impacts with Other Existing or Planned Activities Will the project lead to pressure for consequential development which could have significant impact on the environment, e.g., more housing, new roads, new supporting industries or utilities, etc.?

RDA 128 August 2017

UPDATED ESIA SERENJE TO MPIKA ROAD ROADS DEVELOPMENT AGENCY Serenje to Mpika Road

Will the project lead to development of supporting facilities, ancillary development or development stimulated by the project which could have impact on the environment, e.g.: *Supporting infrastructure (roads, power supply, waste, or wastewater treatment, etc.) *housing development *extractive industries *supply industries *other? Will the project lead to after-use of the site which could have an impact on the environment? Will the project set a precedent for later developments? Will the project have cumulative effects due to proximity to other existing or planned projects with similar effects?

RDA 129 August 2017